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 PHILADELPHIA 
 
 Class. 6.6.6,3. Book..£)-.S-S6-. Accession. 3.?\..?t.Q... 
 
Digitized by 
 
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 https://archive.org/details/reportonhydrauliOObeck_0 
 
EEPOET 
 
 ON THE ■<yy " 
 
 HYDRAULIC LIME OF TEIL, 
 
 TO 
 
 MESSRS. II. CHAMPIN AND GILLET, 
 
 SOLE REPRESENTATIVES AND AGENTS FOR NORTH AMERICA OF MM. L. 
 E. PAVIN DE LAFARGE AND SOULLIER & BRUNOT, THE 
 ONLY MANUFACTURERS IN FRANCE, 
 
 9 NASSAU STREET, NEW YORK, 
 
 FABRICATION _ A^^P'^USe: 
 
 IN THE , 
 
 CONSTRUCTION OF 'MAMNE Y/OBK-?, OANALS,* AQUEDUCTS, 
 SEWERS, TUNNELS, RAILROADS, BRIDGES, BUILDINGS, 
 FOUNDATIONS, FLOORS, ARTIFICIAL STONE, 
 ETC., ETC. 
 
 BY 
 
 LEONARD F. BECKWITH, 
 
 CIVIL ENGINEER, 
 
 GRADUATE OP THE ECOLE CENTRALE DES ARTS ET MANUFACTURES, PARIS ; MEMBER OF THE 
 AMERICAN SOCIETY OF CIVIL ENGINEERS, CORRESPONDING MEMBER OF 
 THE AMERICAN INSTITUTE OP ARCHITECTS. 
 
 c 
 
 NEW YOEK: 
 D. VAN NOSTEAND, PUBLISHER, 
 
 23 Murray and 27 Warren Street. 
 
 1 87 3. 
 
IB73 
 
 Entered according to Act of Congress, in the year 1873, bj 
 
 • t Van ^5^osTE^A^^t>,;.^': 
 
 • ••• ••I * * * \ •••• • 
 
 in the Office of the Librarian ottTo^^^e^fe at •Washington. 
 
CONTENTS. 
 
 PAGE 
 
 Preface 7 
 
 Fabrication op Teil Hydraulic Lime: 
 
 General Description ^ 9 
 
 Quarries 0 
 
 Burning 10 
 
 Slaking 10 
 
 Screening 10 
 
 Packing 11 
 
 Composition, Strength, and Methods of Using Teil Hydraulic 
 Lime : 
 
 Analyses of Teil Limestone 13 
 
 Analyses of Teil Hydraulic Lime 13 
 
 Theory of Concretion 13 
 
 Weight of Teil Hydraulic Lime 16 
 
 Tests of Strength 16 
 
 Slaking and Mixing 18 
 
 Proportions of Teil Mortars and Betons 19 
 
 Applications of Teil Hydraulic Lime: 
 
 Marine Structures 21 
 
 Investigations 21 
 
 Action of Sea-Water on Mortars 22 
 
 Comparison between Teil Lime and Cements . . » 23 
 
 Action of Sea- Water on Teil Lime 26 
 
 Action of Salts of Magnesia 26 
 
 Action of Carbonic Acid 28 ^ 
 
 Plants and Shells 29 
 
 Storms and Currents 29 
 
 Tides 29 
 
 Economy of Teil Lime compared with Cements 30 
 
 Use of Teil Lime in Seaports 32 
 
4 CONTENTS. 
 
 Application of Teil Hydraulic Lime : page 
 
 Marseilles 83 
 
 Toulon 34 
 
 Algiers 34 
 
 Port Said 34 
 
 Alexandria 35 
 
 General Observations 36 
 
 Canals, Sewers, Aqueducts 37 
 
 Bridges, Railroads, Tunnels 38 
 
 Warehouses, Buildings, Foundations, Cellars 38 
 
 Artificial Stones 39 
 
 Bricks and Slabs for Floors and Partition Walls 40 
 
 Conclusion 40 
 
 APPENDIX. 
 
 Fabrication of Artificial Blocks of Teil Beton at Mar- 
 seilles : 
 
 General Description of the Yard of Fabrication 41 . 
 
 Fabrication of the Mortar. Proportions 43 
 
 Fabrication of the Beton and Blocks. Proportions 45 
 
 Lifting, Loading, and Transportation of the Blocks 49 
 
 Employment of Artificial Blocks 51 
 
 J etties 51 
 
 Quay Walls 52 
 
 Personnel and Labor required 54 
 
 Description of a Smaller Yard of Fabrication 56 
 
 Cost of Fabrication of Teil Beton Blocks — Marseilles — New York. 57 
 Certificates : 
 
 Port of Marseilles 61 
 
 Port Said, Suez Canal 64 
 
 Port of Toulon 65 
 
 Port of Cette 66 
 
 Port Vendres 66 
 
 Port of St. Malo 67 
 
 Pointe de Grave 67 
 
 Port of St. Jean de Luz 68 
 
 Port of Barcelona 68 
 
 Port of Algiers 69 
 
 Port of Oran 70 
 
 Port of Philippeville 70 
 
t ■^)^.\ 
 
 CONTENTS. ^^^r^ '\-;X5 
 
 Certificates: pagbI 
 
 Port of A jaccio ^ . . , : C .\ 71 ^, 
 
 Port of Bastia Wv .'^ . ^^^7li 
 
 Port of Isle-Kousse Sh^*-,^^ 
 
 Port of La Spezzia 73 
 
 City of Tunis 74 
 
 City of Odessa 75 
 
 Province of Constan tine 75 
 
 Canal of Porez 70 
 
 Mt. Cenis Tunnel 76 
 
 Railroads 77 
 
/ 
 
 LIST OF PLATES. 
 
 Frontispiece. — View of Breakwaters, Suez Canal. 
 Plate I. — Great Jetty and Quay Walls of Artificial Blocks 
 OF Teil Beton, Port Napoleon, Marseilles. 
 
 II. — General Plan of La Joliette Yard of Fabrication 
 
 OF Teil Beton Blocks, Marseilles. 
 
 III. — Cross-Section of Mortar Mill Building. 
 
 IV. — Plan of Floor of Steam Mortar Mills. 
 V. — Sand Car. Elevation, Plan, and Section. 
 
 VI.— Pebble Car. " " 
 VII.— Mortar Car. " " " 
 
 VIII.— Mixing Cylinder FOfi Beton. Elevations, Plan, and 
 Section. 
 
PREFACE. 
 
 At the request of Messrs. H. Champin and Gillet, I have 
 prepared, upon the Hydraulic Lime of Teil, the following observa- 
 tions, which are drawn from numerous reports upon the subject, 
 from private sources, and from a personal knowledge of the 
 value and applications of this lime. 
 
 LEONARD F. BEOKWITH, 0. E. 
 
 Ill Broadway, 
 New York, February^ 1873. 
 
REPORT 
 
 ON THE 
 
 HYDRAULIC LIME OF TEIL. 
 
 FABRICATION OF TEIL HYDRAULIC LIME. 
 
 GENERAL DESCRIPTION. 
 
 Quarries. — The limestone quarries of Teil are situated on the 
 banks of the Kiver Rhone (Canton of Viviers, Department of 
 Ardeche, France), and have been worked for several centuries. 
 They produce a silicious hydraulic lime celebrated for its capacity 
 to resist the destructive action of the sea. It is known in commerce 
 under the name of Hydraulic Lime of Teil. 
 
 The quarries of Teil belong to the Lower Neocomian Marls of 
 the Cretaceous Formation, and constitute the beds known to geolo- 
 gists under the name of criocera limestones^ so-called from the 
 resemblance of their fossil shells to a ram's horn." These beds 
 are worked by two companies, Messrs. Pavin de Lafarge, and 
 Messrs. SouUier & Brunot. As the method of fabrication is the 
 same in both companies a description of the works of the first will 
 sufiice. 
 
 The Lafarge quarries are opened on a length of 1,470 feet with 
 an average height of 400 feet, and consist of three superposed 
 layers of compact and homogeneous stone. The limestone is chiefly 
 mined by the help of acid, which eats a cavity at the bottom of the 
 drill hole and enables a heavier blast to be obtained. 
 
10 HYDEAULIC LIME OF TEIL. 
 
 The quantity of broken stone daily burnt averages 818 cubic 
 yards, corresponding to a product of 500 tons of screened lime. 
 
 Burning. — The works, situated on the river bank at the foot of 
 the quarries, contain 34 continuous lime kilns, which consume daily 
 100 tons of coal. Each kiln has a daily capacity of 130 cubic yards 
 of lime. The heat at which the limestone is burnt is only sufficient 
 to expel the carbonic acid and not to vitrify any part of the stone. 
 The doors of the kilns open into vast sheds where the burnt lime 
 goes through the process of slaking. 
 
 Slaking. — The slaking of hydraulic limes is always attended 
 with difficulty, owing to the presence of lumps of burnt stone harder 
 than the rest, and which cannot be slaked without previous crush- 
 ing. These portions make a mortar of irregular consistency, and by 
 slaking subsequently in the masonry might destroy it ; moreover, 
 danger attends the transportation of unslaked lime. 
 
 The above considerations have caused the general adoption of 
 slaking hydraulic limes at the works. Formerly the slaking was 
 done with a copious use of water ; this practice has been discon- 
 tinued, and slaking by sprinkling substituted. The burnt lime 
 direct from the kilns, in thin layers, is lightly sprinkled with water, 
 by a workman with a hose. The sprinkled lime falls into powder, 
 is shovelled into heaps, and the slaking is completed by the help of 
 the steam evolved, which penetrates the interstices of the mass. 
 The lime remains in heaps about ten days ; at the end of this time 
 it is in sufficiently fine powder to be screened. 
 
 Screening. — The screens, similar to those used in flour mills, 
 consist of sieves of No. 40 fine wire cloth, of 50 brass wires to a 
 lineal inch. In the burning of lime, portions of the stone are im- 
 perfectly calcined ; this arises either from the fire not reaching them, 
 or from their peculiar chemical composition being unfavorable to 
 burning at the low temperature employed. These unburn t portions 
 are separated by a coarse sieve placed over the hopper of the shute 
 leading to each screen. The burnt lime fully slaked in powder 
 passes through the coarse sieve into each screen, from which it 
 falls into a collecting chamber below. The bottom of this chamber, 
 
HYDRAULIC LIME OF TEIL.| h iS\ ^? 
 
 11 
 
 or flour-bin, consists of hoppers by which the \\m^ is drawn off for 
 packing. 
 
 hind it numerous particles of the size of grains of sand. These 
 particles are calcareous concretions, which do not contain sufficient 
 free lime to become reduced to powder by slaking ; they form in 
 reality a natural cement which is a valuable addition to the hydrau- 
 lic energy of the lime. The screenings are therefore collected and 
 ground to powder, this operation being substituted for slaking, which 
 Avas found to be impossible. A small elevator of sheet iron buckets 
 on an endless chain returns the ground screenings to the screens, 
 where their admixture with the slaked lime in powder coming from 
 the kilns takes place uniformly and regularly. The grinding of 
 the screenings keeps 19 pairs of grindstones constantly at work. 
 
 This method of slaking and screening Teil hydraulic lime at the 
 works before delivery, has been practised since 1845. It is from 
 this date that the use of Teil lime in powder spread rapidly through- 
 out France. 
 
 Packing, — Teil hydraulic lime, slaked and screened ready for 
 delivery, is a fine impalpable powder, and very homogeneous. It 
 is usually packed in linen sacks of uniform size, which contain 110 J 
 pounds (50 kilogrammes) net weight of lime in powder. Uniformi- 
 ty in weight is obtained by a simple apparatus consisting of a sus- 
 pended Beam Scales ; the short arm holds the sack under the mouth 
 of the hopper until, the weight of 110 J pounds being reached, the 
 beam descends ; the packer closes the slide of the hopper, delivers 
 the sack to be closed and sealed, and places another sack in its 
 place. The sacks are closed and sealed with lead at the works, 
 and the buyer is secured against fraud. 
 
 Packed in this way, Teil hydraulic lime has been shipped to 
 a great distance by railroad and by sea, without suffering deteriora- 
 tion. For long voyages, however, a new method of packing it in 
 barrels of 468 pounds net weight has been adopted. The barrels 
 contain a lining or bag of thick gummed brown paper hermetically 
 sealed, which preserves the lime during any length of time from 
 
 The fine lime in powder, passing 
 
 through the screen> leaves be- 
 
12 
 
 HYDRAULIC LIME OF TEIL. 
 
 alteration through absorption of carbonic acid and water from the 
 air. Thick brown paper is an excellent non-conductor, and is air- 
 tight. 
 
 Teil hydraulic lime is less liable than cements to alteration, as it 
 depends chiefly for its hydraulic energy on silicate of lime, which 
 after hydration contains 27 per cent, of its own weight of water. 
 
 One hundred pounds of Teil lime contain about 66 pounds of 
 silicate of lime, which require 25.7 pounds of water for hydration ; 
 Teil lime in powder may thus absorb small quantities of water 
 without much danger of alteration. 
 
 The establishment of Messrs. Pavin de Lafarge contains besides 
 the 34 lime-kilns, 30 screens, 19 pairs of grindstones, 4 steam-en- 
 gines, 1 water-wheel, and is well supplied with appliances such as 
 tracks, docks, cranes and scales for handling lime. It employs 600 
 workmen and manufactures its own fire-brick, 2,000 tons annually, 
 for the lime-kilns. The average yearly production is 100,000 tons 
 of screened lime in powder. The size and completeness of these 
 works enable the hydraulic lime to be manufactured on an exten- 
 sive scale, and the product turned out is homogeneous and very 
 uniform in composition. 
 
 COMPOSITION, STRENGTH, AND METHODS OF 
 USING TEIL HYDRAULIC LIME. 
 
 Analyses. — Eaw Teil Limestone analyzed by Professor Eivot, 
 School of Mines, Paris, presents the following composition : 
 
 Lime 46.3 
 
 Oxide of Iron 0.7 
 
 Silica, Quartz Sand, and Clay 15.0 
 
 Carbonic Acid and Water 37.6 
 
 Teil limestone when dissolved in acid leaves an insoluble residue, 
 varying from 12 to 17 per cent, of the total weight, and composed of 
 free silica and quartz sand, with a very small quantity of clay. When 
 analyzed this residue gives a constant proportion of 10 of silica to 1 
 
HYDRAULIC LIME OF TEIL. 
 
 13 
 
 of alumina ; the clay, however, in its natural state is not attacked 
 by chlorhydric acid. 
 
 The above analysis reveals the fact that a part of the silica is un- 
 combined ; though pulverulent, it is not easily dissolved by alka- 
 lies, as when Teil limestone is boiled with a diluted solution of of 
 potash, only 1.87 per cent, of silica is dissolved ; when the lime- 
 stone is attacked by an acid, the silica remains as a muddy residue. 
 
 These characteristics indicate that Teil limestone belongs to the 
 class of silicious hydraulic limestones. 
 
 After burning, Teil lime analysed by Professor Eivot gives the 
 following composition : 
 
 Lime 78.29 73.60 
 
 Oxide of Iron traces traces 
 
 Silica ; 18,20 ^ 17.20 ^ 
 
 Alumina. 1.80 [21.71 1.70 (20.50 
 
 Quartz Sand 1.71 ) 1.60 ) 
 
 Water and traces of Carbonic 
 
 Acid — 5.00 
 
 99.60 99.10 
 
 Vicat gives the following analyses of Teil lime, containing a very 
 small quantity of magnesia : 
 
 Lime 68.941 77.760 
 
 sia 0.612 0.541 
 
 Sili-^ 26 069? 30.447 ^^^^^^ 21.699 
 
 Alumina 4.378) 1.126) 
 
 Peroxide of Iron traces traces 
 
 The analyses show that Teil lime is very silicious and slow set- 
 ting ; it may be considered as the type of this variety of hydraulic 
 limes, of which the mortars are remarkably durable in marine 
 structures. 
 
 Theory of Concretion. — Silicious limes, like Teil hydraulic 
 lime contain before burning, carbonate of lime, silica in fine 
 sand, with a very small proportion of clay and oxide of iron. 
 
 By calcination at a low heat the carbonic acid is driven off, leav- 
 ing an excess of quick-lime, with part of which the silica and 
 
14 
 
 HYDRAULIC LIME OF TEIL. 
 
 alumina combine as silicate and aluminate of lime. The result is 
 very uniformly : 
 
 70 to 80 per cent, of quick-lime ; 
 
 30 to 20 per cent, of silicate of lime, with a small quantity of 
 aluminate of lime, and uncombined quartz, intimately mixed. 
 
 If the small quantity of alumina and iron is neglected, the com- 
 position of 100 lbs. of freshly burnt Teil lime is : 
 
 The 23 lbs. of silica are combined with 43 lbs. of lime, forming 
 silicate of lime SiOo. 3 CaO 
 
 When slaked by sprinkling, the quick-lime alone is hydrated, the 
 silicates and aluminates remain anhydrous (Chatoney and Rivot). 
 Practice shows that 14 lbs. of water are required to slake 100 lbs. 
 of fresh Teil lime; in consequence of evaporation, only 10 to 11 lbs. 
 of water remain, which is the requisite quantity for hydrating 34 
 lbs. of free lime. 
 
 The hydraulic energy of the lime is due to the anhydrous condi- 
 tion of the silicate and aluminate of lime, which, when the mortar is 
 subsequently mixed, form hydrosilicates and hydroaluminates of 
 lime by combining with 6 equivalents of water, and crystallize. 
 
 CaO.HO.-f-Si 0,.3 Ca O.GHO.+Al^ O3.3 Ca 0.6 HO. 
 
 A perfect setting of mortar is due to the simultaneous crystalli- 
 zation of the above elements, which grasps and binds the grains of 
 sand and gives strength and hardness to the mortar. 
 
 The dampness which mortars throw off in setting, is due to the 
 crystallization, which, in taking place, absorbs only the necessary 
 number of equivalents of water, and rejects the surplus ; the 
 
 CaO + Si O3 . 3Ca O + Alg 0;, . 3 Ca O. 
 
 SiHca 
 Lime 
 
 23 
 77 
 
 Silica 
 
 Combined lime. . . . 
 Free or quick-lime. 
 
 23 
 43 
 34 
 
HYDRAULIC LIME OF TEIL. 
 
 15 
 
 energy of setting is in proportion to the absence of an excess of 
 water. 
 
 The hardness of the interior of a mortar is due to the hardness 
 of the crystals and to the slowness of their formation. It is 
 increased by the subsequent evaporation of the excess of water, and 
 the absorption by the lime of carbonic acid from the air, producing 
 an enveloping crust of carbonate of lime. This absorption, which 
 slowly progresses from the exterior inwards, requires considerable 
 time in which to act. 
 
 An imperfect setting is due to the presence in the mortar of sub- 
 stances which do not crystallize simultaneously, but irregularly, 
 some later than others. Sulphates of lime and magnesia crystal- 
 lize more slowly than the elements above mentioned, and are very 
 destructive to mortars, as, by expanding at the moment of crystalli- 
 zation, they produce cracks and fissures. 
 
 Silicate and aluminate of magnesia crystallize slower than the 
 same combinations of lime, and their presence in moderate pro- 
 portions is injurious, and produces disintegration or inferior hard- 
 ness in parts of the mass after the general setting has occurred. 
 (Rivot.) In considerable proportions, however, as in Eosendale ce- 
 ments, it is probable that the silicate and aluminate of magnesia cause 
 the entire mass to partake of the character of their slower crystalliza- 
 tion, and their presence is not injurious. Both silicate and alumi- 
 nate of magnesia are strongly hydraulic, and when alone they re- 
 sist very successfully the action of sea water ; their value, however, 
 in sea mortars in combination with silicate and aluminate of lime 
 is questionable. 
 
 Unslaked particles of lime, which crystallize as hydrate of lime, 
 subsequent to the setting of the mortar will swell and crack the 
 mass. Sand and oxide of iron in lime act usually as inert sub- 
 stances. 
 
 A slow-setting hydraulic lime, such as Teil lime, crystallizes slow- 
 ly, and produces well-defined and strong crystals ; the slowness of 
 setting is an additional guarantee against the disruption of mortar 
 by the later crystallization of some of the elements. Quick-setting 
 
16 
 
 HYDRAULIC LIME OF TEIL. 
 
 cements form a rapid and irregular crystallization of small crystals, 
 and are, therefore, to be used with caution, where works of impor- 
 tance are undertaken. 
 
 To obtain a good mortar which will harden rapidly, it is essential 
 to have the lime completely slaked, and to use only the quantity of 
 water absolutely necessary to accomplish this in mixing. The latter 
 should be very thorough, each particle of sand being coated with a 
 thin envelope of lime. 
 
 An excess of either water or lime in proportion to sand is bad ; 
 the first makes a porous and friable mortar, and the second pro- 
 duces shrinkage, with loss of cohesion. 
 
 Weight of Teil Hydraulic Lime. — Teil hydraulic Hme, 
 slaked and screened, in powder, weighs per cubic foot, loose meas- 
 ure, 43| to 45 pounds. M. Noel, Director of the Arsenal Hydraulic 
 AVorks, Toulon, gives as the weight of Teil lime, in powder, loose 
 measure, 42 1 to 43 1 lbs. per cubic foot. The weight per struck 
 U. S. bushel, loose measure, is 54^ to 56 pounds. 
 
 Tests of strength. — The proportion of sand to lime has great in- 
 fluence upon the crushing and tensile strength of mortars. Numerous 
 experiments with Teil mortars have been made by M. Pascal, Chief 
 Engineer of the Works of the Port of Marseilles, and also by M. 
 Noel, Director of the Hydraulic Works of the Naval Arsenal, 
 Toulon (during the construction of three large graving docks, in 
 which about 20,000 tons of Teil lime were employed, 1853 to 1865). 
 The following tables are a summary of the tensile strength and 
 crushing weight in pounds, per square inch, obtained in the above 
 experiments with Teil mortars, after immersion in the sea during 
 various lengths of time. 
 
HYDRAULIC LIME OF TEIL. 
 
 
 O 
 
 
 
 C5 
 
 o 
 
 
 CO 
 
 GO 
 
 
 
 lO 
 
 
 1—1 
 
 CO 
 
 o 
 
 iO 
 
 
 
 i> 
 
 T-1 
 
 CO 
 
 ^ 
 
 
 
 
 
 CO 
 
 
 00 
 
 J> 
 
 
 
 00 
 
 CO 
 
 
 
 i> 
 
 1-1 
 
 i> 
 
 
 o 
 
 o 
 
 o 
 
 
 
 CO 
 
 
 iO 
 
 
 
 (M 
 
 CO 
 
 1— 1 
 
 00 
 
 lO 
 
 
 o 
 
 05 
 
 00 
 
 C5 
 
 O 
 
 00 
 
 C5 
 
 CO 
 
 rH 
 
 iO 
 
 
 rH 
 
 
 <M 
 
 CO 
 
 
 
 s 
 
 00 
 
 00 
 
 00 
 
 
 00 
 
 CO 
 
 00 
 
 
 o 
 
 i> 
 
 CO 
 
 CQ 
 
 CO 
 
 
 00 
 
 
 
 
 
 iH 
 
 w 
 o 
 
 
 a 
 
 00 
 
 CO 
 
 
 
 S5 
 
 
 j> 
 
 J> 
 
 tH 
 
 
 
 p 
 
 
 
 
 
 
 
 O 
 
 
 o 
 
 CO* 
 
 ci 
 
 CO 
 
 
 
 K 
 
 CO 
 
 00 
 
 00 
 
 
 
 
 o 
 
 
 
 
 1-1 
 
 
 
 
 
 
 
 
 
 ca 
 
 
 
 
 
 
 
 H 
 
 
 
 
 
 
 
 O 
 
 Pi 
 
 
 
 
 
 
 
 
 
 
 
 
 » 
 H 
 
 1 
 
 00 
 
 
 
 00 
 
 o 
 
 ai 
 
 CO 
 
 ^ 
 
 
 CO 
 
 
 
 P$ 
 
 o 
 
 00 
 
 CO 
 
 1-1 
 
 
 
 P4 
 
 
 00 
 
 o 
 
 tH 
 
 CO 
 
 
 P4 
 
 
 
 
 
 tH 
 
 m 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 » 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 tH 
 
 CO 
 
 1—1 
 
 CO 
 
 CO 
 
 
 
 
 o 
 
 
 
 o 
 
 
 
 1—1 
 
 
 
 00 
 
 
 
 
 CO 
 
 00 
 
 
 
 5 
 
18 HYDRAULIC LIME OF TEIL. 
 
 Table II. — {Experiments of 31. Pascal.) 
 Mortar of 3 parts of Teil lime to 5 of sand, in volume. 
 
 TiMR OF Immersion. 
 
 Tessile Strength 
 
 in pounds 
 per square inch. 
 
 Time of Immersion. 
 
 Crushing Weight 
 in pounds 
 
 PER square inch. 
 
 After 3 months .... 
 " 6 " 
 "22 " 
 
 57.59 
 86.03 
 121.30 
 
 After 15 days 
 
 " 30 .... 
 
 " 45 
 
 121.70 
 184.29 
 266.77 
 
 Table III. 
 
 Mortar composed of 564^ pounds of Teil lime per cubic yard of sand contain- 
 ing 33 fo of voids. 
 
 Agk of Mortar. 
 
 Tensile Strength 
 in pounds 
 
 PER square INCH. 
 
 Age op Mortar. 
 
 Crushing Weight 
 in pounds 
 
 PER square inch. 
 
 90 " 
 
 180 " 
 
 38.42 
 83.77 
 94.86 
 120.94 
 
 90 " 
 
 180 " 
 
 205.04 
 259.15 
 504.24 
 588.99 
 
 In one instance a mortar composed of Teil lime and basaltic 
 sand, after eight months immersion in the sea, acquired a tensile 
 strength of 129.40 lbs. per square inch. 
 
 According to investigations made during the construction of the 
 great Cherbourg Breakwater, the cohesive strength required in a 
 mortar to withstand the battering action of the waves, should be 
 about 29,500 lbs. per square yard, or 22|lbs. per square inch. 
 The tables show conclusively that the mortars made with Teil lime 
 have a greater strength than is required for masonry the most 
 exposed to the sea. 
 
 Slaking and Mixing. — Teil lime unslaked, in lumps, weighs 
 36 J lbs. per cubic foot. When slaked to a paste, the increase in 
 volume is 0.35, and the increase in weight is 0.95. 
 
HYDRAULIC LIME OF TEIL. 
 
 19 
 
 Slaked and screened Teil lime in powder weighing 40 1 lbs. i)qy 
 cubic foot, made into paste, contracts in volume 0.41, with an increase 
 in weight of 0.34. 
 
 The slaking of Teil quick-lime requires 14 lbs. of water per 
 100 lbs. of lime; subsequent evaporation leaves about 10 lbs., some- 
 times 7 lbs. of water remaining in one hundred of lime. 
 
 The hydration of 100 lbs. of Teil lime requires 28 lbs. of water ; 
 ly^^ cubic feet of lime paste containing 100 lbs. in powder will 
 weigh, after taking, 128 lbs. 
 
 The taking of pure Teil hydraulic lime mortar occurs within 
 24 hours. After 18 hours the mortar sets strongly and will sup- 
 port the small Vicat needle, and in 24 hours the large needle. At 
 the end of 48 hours it will support the Yicat drill with its full 
 weight of 2f lbs. After the mortar has been immersed for 45 days 
 in water 20 revolutions of the Vicat drill will penetrate to a depth 
 of 0.0197 of an inch. 
 
 Hydraulic limes, in general, set too rapidly for the mortar paste 
 to be prepared much in advance. Teil lime hardens rapidly, and 
 if required to be used in paste, the mortar necessary for the day's 
 work alone should be prepared. A preferable method is to mix 
 the lime and sand dry in the desired proportions, and turn this dry 
 mortar into paste as required. This method gives a more compact 
 mortar with less water. 
 
 In mixing mortars, the importance of using as little water as 
 possible, and making a perfect mixture by mechanical means, can- 
 not be overestimated. In mixing Teil mortar salt and fresh water 
 serve equally well. 
 
 "When used for coating masonry, Teil hydraulic lime, like Port- 
 land cement, may be mixed the previous day, and re-mixed with 
 additional water at the time of using it. 
 
 Proportions. — For one cubic yard of firm lime paste, 1,685 
 lbs. of Teil lime in powder are required, equivalent to 30 struck 
 U. S. bushels, loose measure, of 56 lbs. per bushel. The propor- 
 tion of lime per cubic yard of sand is regulated by the condition, 
 that in good mortar the lime should fill the voids in the sand. The 
 
HYDEAULIC LIME OF TEIL. 
 
 voids in loose damp sand vary from 0.31 to 0.35, and in compacted 
 sand from 0.18 to 0.23 of the volume of sand. 
 
 With beton, the voids in the broken stone or pebbles vary from 
 0.35 to 0.40 of the volume, and the mortar should fill the voids. 
 
 For strictly impervious sea mortars made of fine and crumbling 
 sands, in which the solidity depends solely upon the strength of 
 the mortar, it is best to increase the proportion of Teil lime per 
 cubic yard of sand to 10^ bushels, instead of 9 bushels, the usual 
 quantity. With silicious or basaltic sands of average size this in- 
 crease is unnecessary. 
 
 In fresh water the proportion of Teil lime has been successfully 
 reduced to' 253 lbs. per cubic yard of beton by Mr. Desplaces, 
 Chief-Engineer of the Paris-Lyons -Mediterranean E. E. The 
 best proportions for Teil mortars for various uses are the following 
 ones, which fulfil the conditions previously mentioned. (The 
 struck U. S. bushel of Teil lime in powder, loose measure, is taken 
 at 56 lbs.) 
 
 For Mortars in Salt Water : lOi U. S. bushels of Teil lime 
 (Beton under water.) (590 lbs.) per cubic yard of 
 
 sand, equivalent to 1 scant 
 measure of lime to 2 full 
 measures of sand. 
 
 For Mortars in Fresh Water : 9 U. S. bushels of Teil lime 
 
 (506 lbs.) per cubic yard of 
 sand, equivalent to li meas- 
 ures of lime to 3 measures 
 of sand, making ly^j- cubic 
 yards of stiff mortar paste. 
 
 For Mortars exposed to Air : 7 J U. S. bushels of Teil lime 
 
 (421 lbs.) per cubic yard ol 
 sand, equivalent to 1 meas- 
 ure of lime to 3 measures 
 of sand. 
 
 For Betons the usual proportions of mortar and broken stone 
 are : 
 
HYDRAULIC LIME OF TEIL. 
 
 ■ - > ' ' < r— . 
 
 In salt water 2 measures of mortar to 3 of broken ston^e. v. 
 
 In fresh water 1 do. do. 2 /do. -^'y 
 
 Artificial blocks 1 do. do. 2 of peS^^e^' j^,. ^ 
 
 The above proportions for Teil mortars and batons are adopled 
 by the French. Engineers of Bridges and Highways and by the 
 Engineers of the Eailroad Companies, in their specifications and 
 contracts. The proportions are sanctioned by successful practice, 
 and although it may be found best to vary them in different locali- 
 ties of the United States, according to the sand and water used, 
 and other circumstances, the variations will probably be slight. 
 These proportions show the advantages attending the use of Teil 
 lime, which produces a strong mortar with a smaller weight of 
 lime, than that of Portland Cement, generally employed for the 
 same purposes. Teil hydraulic lime does not require special work- 
 men, and unpractised laborers cannot fail to make good work with 
 it. 
 
 APPLICATIONS OF TEIL HYDRAULIC LIME. 
 MARINE STRUCTURES. 
 
 Inyestigations. — The causes of the destruction of mortars by 
 sea water have been made the subject of investigation in different 
 countries. The length of time required before the results of ex- 
 periments extending over a number of years could be obtained, has 
 rendered progress slow. By the aid of analysis chemistry has as- 
 certained the elements of limes and mortars, and the changes 
 which they undergo in the various stages of manufacture and use. 
 The comparison of these results with those obtained by the analysis 
 of mortars which have withstood for years the destructive action of 
 sea-water, has elicited a few general laws which govern the for- 
 mation of hydraulic mortars, and which have removed to a great 
 extent the obscurity which enveloped the subject. It is to Vicat 
 and later to Berthier, Chatoney and Eivot, that the success of these 
 investigations, and the important results which have followed them, 
 are chiefly due. 
 
22 
 
 HYDRAULIC LIME OF TEIL. 
 
 Action of Sea- water on Mortars. — The action of salt water 
 
 on mortars immersed in the sea, may briefly be stated as follows. 
 
 Sea water, constantly washing against mortar and renewing the 
 surfaces in contact, slowly dissolves the hydrate of lime which has 
 not had time to become carbonated. As this action continues, the 
 hydrate of lime disappears, and by leaving the mortar porous, hast- 
 ens the action of the salt water on the other elements. The alumi- 
 nate and silicate of lime, remaining in contact with water holding 
 in solution chloride of sodium (common salt), salts of magnesia, and 
 carbonic acid, become decomposed in turn. 
 
 The aluminate of lime is first decomposed, forming aluminate of 
 magnesia and lime, both of which disappear. The carbonic acid 
 in the sea water then attacks the lime of the silicate of lime, pro- 
 ducing carbonate of lime, which, as fast as it forms, is dissolved in 
 the excess of water surrounding it. The silica alone remains in a 
 pasty state, and the mortar crumbles away. 
 
 When, on the contrary, the mortar has had time to become car- 
 bonated by the free hydrate of lime absorbing carbonic acid from 
 the air and water, and forming an impervious protecting shield to 
 the mass, and when hydraulic limes derived from silicious lime- 
 stones are employed instead of limes from argillaceous (aluminous) 
 limestones, then the mortar will not be destroyed. The aluminates, 
 which are the first elements to become decomposed, either do not 
 exist at all in silicious limes, or else in very small quantities. The 
 ]nortar no longer rendered porous will resist the action of the sea. 
 
 Vicat, Chatoney, and Eivot concluded from their investigations 
 that the chief element of hydraulic energy in a lime is the presence 
 of silicate of lime. The presence of alumina in limes and cements 
 hastens the setting, but is no guarantee of durability, as it forms 
 combinations with lime, which, as mentioned above, do not resist 
 as well as silicates the action of salt water. 
 
 A careful examination of the mortars which have most success- 
 fully resisted the destructive action of the sea, disclosed the fact 
 that they contained hydrosilicate of lime to the extent of 25 per 
 
HYDBAULIC LIME OF TEIL. 
 
 23 
 
 cent, of the volume of the mortar. The greater the proportion of 
 this element in a mortar, the greater will be its durability. 
 
 Teil hydraulic lime is a silicious lime, containing 66 per cent, 
 of silicate of lime, a very small proportion of alumina, and a 
 sufficient quantity of uncombined lime to form the protecting enve- 
 lope of carbonate of lime, which is an important element for the 
 preservation of mortars. Teil lime fulfils the requirements men- 
 tioned previously as necessary in sea-mortars. 
 
 It was first employed in marine structures in 1832, since which 
 time its use has steadily increased. Teil lime formed one of the 
 staTting points in the investigations of Vicat, Chatoney, and Rivot, 
 and the results stated in their reports justify their high opinion of 
 its value for sea-mortars. 
 
 Comparison between Teil Lime and Cements.— A com- 
 parative examination of the elements of Teil hydraulic lime and 
 of slow and quick-setting cements will be found interesting. 
 
 Table IV. gives the composition, by weight, of the elements of 
 hydraulic energy in limes and cements : 
 
 Table IV. 
 
 Silicate of lime 
 
 Silicate of alumina 
 
 Aluminate of lime 
 
 Double silicate of lime and 
 alumina 
 
 Silicate of magnesia 
 
 The method of manufacture strongly influences the composition of 
 limes and cements. At a high temperature, silicate of lime and 
 the double silicate of lime and alumina are formed. At a low heat, 
 the double silicate is not formed, and the alumina, acting towards 
 the lime the part of an acid, produces aluminate of lime. By the 
 first method, slow-setting cements, such as English, and Boulogne 
 
 SiO^. 3 CaO. 
 
 2SiO,.Al,0,. 
 
 A1^0,.3CaO. 
 
 Si03.(Al,0, + OaO):3 
 
 SiO,.3MgO. 
 
 Silica 23 
 
 Lime 43 
 
 Silica 30 
 
 Alumina 17 
 
 Alumina 17 
 
 Lime 28 
 
 Silica 15 
 
 Alumina 51 
 
 Lime 28 
 
 Silica 23 
 
 Magnesia 30 
 
24 HYDRAULIC LIME OF TEIL. 
 
 Portland cements are manufactured ; by tlie second method quick- 
 setting cements, such as Vassy, etc., are produced. 
 
 On these facts as a basis, Table V. has been deduced in round 
 numbers from the analyses of various cements, and is extracted from 
 a Notice on the Hydraulic Lime of Teil, published in 1872. 
 
 Boulogne Portland cement may serve as an example of the 
 method by which the table has been constructed. The analysis of 
 this cement by Delesse, gives in one thousand parts : 
 
 Lime 651 
 
 Silica 204 
 
 Alumina 138 
 
 Magnesia 5.8 
 
 The fabrication is made at a high temperature ; the double silicate 
 of lime and alumina is first formed ; 138 parts of alumina take up 
 40.24 parts of silica, the whole combining with 75 of lime, and form- 
 ing 253.24 of double silicate of lime and alumina. There remain 
 163.76 of silica and 576 of lime. In the simple silicate of lime which 
 is next formed, 163.76 of silica takes up 304 of lime, producing 
 467.67 of simple silicate of lime. Neglecting the small proportion of 
 magnesia (5.8 parts in 1,000), there remain 273 parts of uncombined 
 lime. 
 
 The composition of Boulogne Portland cement is then : 
 
 253 parts double silicate of lime and alumina. 
 467 parts simple silicate of lime. 
 273 parts free uncombined lime. 
 
 A similar calculation has been made in each instance. 
 
HYDKAULIC LIME OF TEIL. 
 
 25 
 
 Table V. 
 
 CEMENTS. 
 
 o d 
 
 a, 
 
 S 
 
 English Portland . 
 Boulogne Portland 
 Boulogne Ordinary 
 Vitry (burnt) . . . 
 
 St. Malo 
 
 Moissac 
 
 Porte de France , 
 
 Antony 
 
 Fagneres 
 
 Vassy 
 
 Porte de France 
 
 Grenoble 
 
 Champ Bond 
 
 Corbigny , 
 
 Vitry 
 
 Gap 
 
 La Valentine . . . 
 
 Teil hyd. lime . , 
 
 238 
 253 
 1G9 
 201 
 123 
 367 
 360 
 146 
 273 
 
 506 
 467 
 606 
 540 
 680 
 528 
 493 
 791 
 450 
 
 295 
 
 273 
 58 
 
 198 
 0 
 0 
 
 129 
 0 
 0 
 
 0 
 0 
 0 
 0 
 0 
 
 40 
 0 
 18 
 263 
 
 -2 .5 
 
 0 
 0 
 0 
 0 
 0 
 
 €^32 
 0 
 0 
 0 
 
 ci O 
 
 REMARKS. 
 
 0 
 0 
 
 0 
 0 
 0 
 21 
 33 
 40 
 12 
 
 CD 
 
 <D O 03 
 
 ?H o3 !D 
 
 ^ 02 
 
 O o 
 
 o 
 
 J .1 J g 
 
 0 
 0 
 0 
 0 
 0 
 0 
 0 
 0 
 
 545 
 415 
 415 
 430 
 488 
 634 
 513 
 545 
 
 349 
 470 
 470 
 450 
 370 
 291 
 314 
 349 
 
 660 
 
 6 
 0 
 9 
 0 
 0 
 26 
 0 
 6 
 
 250 
 
 0 
 65 
 65 
 114 
 75 
 0 
 168 
 0 
 
 37 
 0 
 0 
 0 
 0 
 0 
 9 
 
 37 
 
 0 
 
 33 
 33 
 
 0 
 44 
 
 0 
 30 
 
 0 
 
 0 0 
 
 o 
 
 <0 'uO 
 PI P 
 
 Resists sea- water. 
 
26 
 
 HYDRAULIC LIME OF TEIL. 
 
 A reference to the Table shows the large proportion of silicate of 
 lime contained in Teil hydraulic lime, and explains the durability 
 of Teil mortars, and their constantly increasing use. Teil lime is 
 richer in silicate of lime than Portland or any cements of the Table. 
 The proportions of aluminate of lime and silicate of magnesia in 
 Teil lime are so small that they have been left out of the Table. 
 
 Action of Sea- water on Teil lime. — The action of sea-water 
 
 on mortars varies in different seas, owing to variation in the propor- 
 tions of destructive salts and gases contained in the sea. It is im- 
 portant to examine how Teil hydraulic lime in different localities, 
 has stood the test of this action, and particularly that of salts of 
 magnesia and carbonic acid. 
 
 Action of Salts of Magnesia. — Salts of magnesia are gener- 
 ally admitted to be the most destructive cause of decomposition in 
 sea-mortars, although Bivot considers their action to be much ex- 
 aggerated. Vicat in his experiments on hydraulic limes and ce- 
 ments employed a bath of sulphate of magnesia to test their 
 durability. Table VI., by Vicat, gives the analysis of sea- water at 
 different points. 
 
 Table Y1,— (Vicat.) 
 
 Substances Contained in 1000 
 PARTS OF Water in Weight. 
 
 Near 
 Bayonne 
 (Atlantic) 
 
 Mediterranean Sea. 
 
 North 
 Atlantic. 
 
 British 
 Channel. 
 
 
 25.10 
 
 25.10 
 
 27.22 
 
 26,60 
 
 27.06 
 
 
 5.78 
 
 6.25 
 
 7.02 
 
 
 2.29 
 
 Hydrochlorate of magnesia. . 
 
 3.50 
 
 5.25 
 
 6.14 
 
 5.15 
 
 3.66 
 
 
 0.15 
 
 0.15 
 
 0.10 
 
 0.15 
 
 1.41 
 
 
 <; 
 
 
 u 
 
 4.66 
 
 
 Hydrochlorate of potash 
 
 
 
 0.01 
 
 1.23 
 
 0.76 
 
 
 
 
 n 
 
 
 a 
 
 
 0.20 
 
 0.15 
 
 0.20 
 
 
 0.03 
 
 
 0.23 
 
 0.11 
 
 Traces 
 
 n 
 
 Traces 
 
HYDRAULIC LIME OF TEIL. 27 
 
 Table VII.— (P/'o/ WolcoU Gtbhs.) 
 (All sp. gT. refer to that of pure water at temperature of 14°C.) 
 
 LOCALITY. 
 
 Distance 
 Below 
 Surface. 
 
 
 
 Specific 
 Gravity. 
 
 Si'. Gr. at 
 Temp, op 
 
 Saline 
 Matter 
 
 Temp. 
 
 F. 
 
 PER 
 CENT. 
 
 Water. 
 
 
 
 Air. 
 
 Washington Heights, H.E. . 
 
 5' 
 
 1.0126 
 
 15°.25C. 
 
 1.702 
 
 
 
 do. 
 
 
 1.0111 
 
 15°.5 C. 
 
 1.585 
 
 30° 
 
 31° 
 
 Pier 1, Hudson River 
 
 ]' 
 
 1.0182 
 
 15°. 2 C. 
 
 2.348 
 
 34i 
 
 36i- 
 
 do. 
 
 5/ 
 
 1.0192 
 
 18° C. 
 
 2.533 
 
 
 
 do. 
 
 V 
 
 1.0183 
 
 15° C. 
 
 2.351 
 
 
 
 East River, foot ITth St. . . . 
 
 5' 
 
 1.0185 
 
 16*^ C. 
 
 2.461 
 
 31 
 
 31^ 
 
 do. 
 
 V 
 
 1.0178 
 
 14° C. 
 
 2.463 
 
 31 
 
 3U 
 
 
 5' 
 
 1.0155 
 
 16° C. 
 
 2.13i 
 
 35 
 
 41i 
 
 Vanderbilt Landing, S. 1. , . 
 
 5^ 
 
 1,0188 
 
 10° C. 
 
 2.533 
 
 
 
 do. 
 
 1' 
 
 1.0205 
 
 15°.5 C. 
 
 2.706 
 
 
 39i 
 
 Mouth Navesink River, N.J. 
 
 5' 
 
 1.0177 
 
 15° C. 
 
 2.513 
 
 33 
 
 33 
 
 Table VI. shows that the proportion of salts of magnesia is con- 
 siderably greater in the Mediterranean than in the Atlantic Ocean 
 and English Channel. As Teil hydraulic lime has been success- 
 fully employed in the Mediterranean for upwards of 40 years in 
 marine structures, it is a fair inference to conclude that in the 
 Atlantic Ocean this lime would give even better results, being ex- 
 posed to a smaller proportion of magnesian salts. The artificial 
 blocks made with Teil hydraulic lime at Cherbourg, the works at 
 St. Malo, built upwards of fifteen years ago, and the large quay 
 walls and docks of Bordeaux, which are being constructed with 
 Teil lime, prove that in practice it resists equally well the action of 
 the waters of the ocean and of the Mediterranean. 
 
 Table VII. derived from the U. S. Coast Survey Eeports (1856), 
 gives analyses of sea-water in the Harbor of New York. It shows 
 that the proportion of saline matter is very similar on both sides of 
 the Atlantic Ocean, and it is safe to presume that Teil lime will 
 
28 
 
 HYDRAULIC LIME OF TEIL. 
 
 stand the test equally well here. A warm temperature of sea- water, 
 such as exists in the Mediterranean, though favorable to the use of 
 hydraulic mortars and beton at the time of formation, is unfavor- 
 aUe subsequently, and tends to facilitate decomposition in the sea. 
 
 Action of Carbonic Acid. — With regard to the action of car- 
 bonic acid on sea mortars, it is maintained by Vicat, Chatoney, and 
 E-ivot, that its presence in sea- water in a certain proportion is benefi- 
 cial for the preservation of mortars, a crust of carbonate of lime being 
 formed. This envelope is essential for the preservation of a mortar, 
 and hydraulic limes and cements which do not contain free lime cap- 
 able of absorbing carbonic acid, and thus forming carbonate of lime, 
 should be used with caution. An excess, however, of carbonic 
 acid in sea-water is a disadvantage. As was mentioned previously 
 in treating of the action of sea-water on mortars, lime has a 
 stronger affinity for carbonic acid than it has either for silica or 
 alumina. The decomposition of the silicate, and particularly of the 
 aluminate of lime is to be feared in waters highly charged with 
 carbonic acid, and hydraulic limes and cements containing alumina 
 in considerable quantity are in greater danger of destruction from 
 this cause than silicious limes, such as Teil hydraulic lime. 
 
 The proportion of carbonic acid in the Mediterranean is variable ; 
 abundant in some localities, entirely deficient in others. Admit- 
 ting that wherever Teil hydraulic lime has been employed in that 
 sea, carbonic acid exists in considerable quantities, it is easy to as- 
 certain the amount absorbed. 
 
 Chatoney and Eivot analyzed numerous samples of Teil hydrau- 
 lic lime from blocks immersed in the sea at Marseilles. The analy- 
 ses prove that the surfaces of the blocks had absorbed from the air 
 and water at least 0.03, and sometimes as high as 0.14 of carbonic 
 acid, the centre of the blocks absorbing only from 0.01 to 0.05. As 
 the blocks were all in a state of perfect preservation, the minimum 
 of surface absorption 0.03 was sufficient to preserve the interior ; 
 this gives 0.02 as the average minimum absorption requisite for 
 preservation. The total quantity of lime being 0.35, the absorption 
 
HYDRAULIC LIME OF TEIL, 
 
 29 
 
 of carbonic acid necessary for protection would be 21 lbs. per cubic 
 yard of beton, containing 296 lbs. of lime. 
 
 To solve the question, as to whether Teil hydraulic lime would 
 be able to form in the Atlantic Ocean or the British Channel, its 
 protecting crust of carbonate of lime, it is necessary to examine 
 what has occurred in mortars, in localities where the carbonic acid 
 is in small quantities ; at several points on the western coast of 
 France, Bayonne, etc., on the ocean, the proportion of carbonic 
 acid is even greater than in the Mediterranean. In the analysis of 
 beton blocks of Portland cement immersed in the British Channel, 
 Eivot found that they had absorbed 0.017 of carbonic acid to 0.23 
 of lime. In a cubic yard of beton were 556 lbs. of cement, con- 
 taining 494 lbs. of lime, which absorbed 37 lbs. of carbonic acid. 
 Supposing this figure to be reduced one-half, to account for the 
 lesser interior absorption, a minimum of 18| lbs. is obtained, which 
 is nearly the amount of carbonic acid foimd necessary for the pro- 
 tection of Teil lime in the Mediterranean. It is safe, then, to con- 
 clude that on the Atlantic coast of France, Teil lime will find suf- 
 ficient carbonic acid for its protection, and it is presumable that the 
 same will be the case on the Atlantic coast of the United States. 
 
 Plants and Shells. — The growth of marine plants, and the 
 deposits of marine shells and incrustations on the surfaces of sea 
 mortars and masonry, form the most efficacious protection that could 
 \ be devised. 
 
 Storms and Currents, — Storms and sea currents disintegrate 
 mortars by mechanical action ; as Teil lime has successfully resisted 
 these causes of destruction in the Mediterranean, no special danger 
 from their action need be feared in other localities. 
 
 Tides. — Tides are an advantage in the construction of marine 
 works, and admit of part of the masonry being built dry at low 
 tide ; this allows some time for mortars to set, and for their elements 
 to complete all chemical reactions, which if they occurred after the 
 setting would destroy the work. Slow-setting cements requiring 
 from 8 to 18 hours to set are usually preferred in marine structures, 
 but they are subject to the same inconvenience as Teil lime, in being 
 
30 
 
 HYDllAULIC LIME OF TEIL. 
 
 covered by the tide before the setting is completed, unless special 
 precautions be taken to protect the mortar or beton by a coating of 
 quick-setting cement, or some other device. Teil hydraulic mortar 
 sets strongly in 18 to 24 hours, and if it takes longer than some 
 cements, its hardness once set rapidly equals theirs. 
 
 Teil hydraulic lime has been employed in the Mediterranean for 
 all kinds of marine structures, in artificial blocks of beton dried 
 during several months previous to immersion, and in beton imme- 
 diately immersed in the sea for foundations. These betons have 
 been equally durable, and there is no reason that it should be 
 otherwise in tidal seas, v^-here in any case precautions against 
 washing away by the ebb and flood have to be provided, and 
 where the temporary retreat of the sea renders the work of con- 
 struction easier. The action of tidal currents on mortars is not 
 different from that of river currents, in which Teil lime is daily 
 employed in submarine works. 
 
 Economy of Teil Lime compared with Cements.— There 
 remains the question of economy to be considered with regard to the 
 use of Teil hydraulic lime instead of cements, such as Portland 
 and others. 
 
 The claim for economy is based with justice upon' two points : the 
 comparative weights of Teil lime and cements, which are respec- 
 tively about 1,200 pounds and 2,100 pounds per cubic yard, and the 
 greater richness in silicate of lime, of Teil lime over an equal weight 
 of cement. 
 
 For good sea mortars two conditions require to be fulfilled : firat^ 
 each grain of sand should be coated with lime, and the voids filled; 
 Hecond^ the proportion of silicate of lime, the most desirable element 
 in hydraulic mortars, should not fall below a minimum quantity. 
 
 Chatoney and Kivot, in their examination of betons which had best 
 resisted the action of the sea at Marseilles, found that 25 per cent, of 
 the volume of the mortar was hydrosilicate of lime. This quantity, 
 however, is not obligatory, as the hydraulic mortar used at Mar- 
 seilles, in building the Napoleon Port, was 598 lbs. of Teil lime 
 per cubic yard of sand, which corresponds to a proportion of 22 per 
 
HYDRAULIC LIME OF TEIL. 
 
 31 
 
 cent, in volume of liydrosilicate of lime, and haS\ g-ivpn excellent 
 results. , / 
 
 In hydraulic mortars, made either with Teil lime or Portland 
 cement, the volume of lime or cement required to coat the grains of 
 sand and fill the voids is equal in both cases. Owing to the greater 
 density of Portland cement the weight required of the latter for the 
 above volume will be greater, and per cubic yard of mortar will be 
 about : 
 
 1,068 lbs. Portland cement (White Bros.) 
 1,070 " Boulogne Portland (Demarle.) 
 1011 London Portland eement. 
 
 Whereas the same volume of Teil lime weighs 590 to 600 lbs. 
 and works well in practice. If equal weights are employed instead 
 of equal vohmies, then the Portland cement will be only about one- 
 half of what is required to fill the voids of the mortar. 
 
 With regard to the comparative richness in hydrosilicate of lime, 
 of Teil lime and Portland cement mortars, by applying to the analy- 
 ses of the latter the formulas of Chatoney and Pivot for hydration 
 of silicates and aluminates of lime, and supposing the reactions com- 
 pleted, the following composition is obtained : 
 
 Teil lime according to the same authorities contains on an ave- 
 rage 66 per cent, of silicate of lime and 25 per cent, of free lime. 
 This richness in silicate of lime gives Teil lime an advantage in 
 any mortar for which a definite volume of lime or cement is re- 
 quired, and at an equal price per pound the economy of using the 
 lesser weight per cubic yard of sand is clear. 
 
 If the quantity of silicate of lime is required to be equal in mor- 
 tars made either with Teil lime or Portland cement, the weight of 
 Teil lime will be considerably less than that of cement. Theory re- 
 
 English 
 Portland. 
 
 Boulogne 
 Portland. 
 
 SiHcate of Hme . . . 
 Aluminate of Hme 
 Free hme 
 
 60.3 
 23.9 
 14.9 
 
 58.5 
 36.5 
 4.3 
 
32 
 
 HYDRAULIC LIME OF TEIL. 
 
 quires 598 lbs. of Teil lime to fill completely the voids of a cubic 
 yard of sand ; this weight contains 395 lbs. of silicate of lime. 
 The weight required of Boulogne Portland cement, one of the best 
 of slow-setting cements, to furnish an equal weight of silicate of 
 lime is 674 lbs., which represents a volume of cement only -| of that 
 required by theory for filling the voids of a cubic yard of sand. 
 
 These considerations show clearly that to make the employment 
 of Teil lime and Portland cement equally economical, the latter 
 must be lower in price than the former, or else the weight of Port- 
 land cement per cubic yard of mortar must be considerably dimin- 
 ished below that which would best fulfil the requisite conditions 
 for good mortars. 
 
 The following comparative proportions are frequently employed 
 of Teil lime and Portland cement for hydraulic mortars and be- 
 tons. 
 
 Portland Cement. Mortar: cement 840 lbs. 
 
 sand -f^jy cubic yards. 
 
 Beton : broken stone 1 
 
 mortar i 
 
 Teil Hydranlic Lime. Mortar: lime 590 lbs. 
 
 (Marseilles.) sand cubic yards. 
 
 Beton: broken stone. .0.93 ^' 
 mortar 0.58 
 
 The economy in the usual proportion of Teil lime instead of 
 Portland cement is 250 lbs. per cubic yard of mortar, and admit- 
 ting the same proportions of one of mortar to two of broken stone 
 (which are often employed) for beton, the economy is 125 lbs. per 
 cubic yard of beton. The saving may thus amount to 30 or 40 per 
 cent. 
 
 Use of Teil Lime in Seaports, &c.— Teil hydrauKc 
 lime is now used in a large number of seaports. At the Universal 
 Exhibition of 1867 specimens of Teil hydraulic mortars and betons 
 in excellent preservation were exhibited from 22 seaports. 
 
 The chief ports where it is employed are : Marseilles (where 
 in marine structures costing upwards of 50,000,000 francs Teil 
 
HYDKAULIC LIME OF TEIL. 
 
 33 
 
 lime has been exclusively used), Toulon, Cette, Bordeaux, St. 
 Malo, Cherbourg, Barcelona, Corsica, Algiers, Bona, Oran, Tunis^ 
 Genoa, La Spezzia, Trieste, Constantinople, Odessa, Suez and Port 
 Said (120,000 tons of Teil lime), Alexandria Harbor Works (175,- 
 000 tons). It is also exported to La Plata, Eio Janeiro, Saigon, 
 &c. 
 
 The following details respecting works in various ports, built of 
 Teil lime, will be of interest. 
 
 Marseilles. — Teil hydraulic lime has been almost exclusively 
 used at Marseilles during the last thirty-four years, by M. Pascal, 
 the Chief Engineer, in the construction of the basins of La Joliette, 
 Frioul, Napoleon, and the basins of the Marseilles docks and ware- 
 houses. It was employed as concrete for foundations and for arti- 
 ficial blocks for the protection of the seaward slopes of the break- 
 waters. The beton blocks were made in moulds and allowed to 
 harden by exposure to the air for three months previoiis to immer- 
 sion. The volume of each block was 353 cubic feet, with a weight 
 of about 22 tons. The dimensions were 11' X X ^i'i ^^^^ 
 grooves for suspension chains ran across the bottom. The compo- 
 sition of the mortar for concrete blocks was : 
 
 Teil lime in powder 3 parts in volume. 
 
 Sand 5 " " 
 
 The concrete was made of one volume of mortar mixed with two 
 volumes of broken stone. 
 
 In concrete for immediate immersion, two volumes of mortar to 
 three of broken stone were used. 
 
 M. Pascal considered that good hydraulic lime, for sea-mortars 
 and concretes, was preferable to any mixture of lime and pozzuo- 
 lana (sometimes added to hasten the setting), of lime and cements, 
 or of natural and artificial cements. 
 
 Por good work, sufficient time should be allowed for blocks to- 
 harden before immersion, and obtain their protecting crust of car- 
 bonate of lime. 
 
 The system of building quay walls at Marseilles, with blocks of 
 
34 
 
 HYDRAULIC LIME OF TEIL. 
 
 Teil concrete, was very successful. A bed of broken stone or 
 gravel was formed on which four courses of artificial blocks were 
 placed, their greatest length inwards forming the thickness of the 
 wall ( 1 1 feet) ; the top course was 8 inches above the level of low 
 tide. Divers were required to place the blocks which broke joints 
 as in ordinary masonry. To guard against future settling when 
 the masonry wall would be built on the blocks, the latter were 
 temporarily loaded with two courses of similar blocks, which were 
 removed when the settling was completed to the level of low tide. 
 The blocks were of the volume, weight and composition previously 
 mentioned. (Plate I.) 
 
 The construction of concrete blocks for the quay walls and 
 breakwaters of Marseilles, required the establishment of large 
 yards, covering 375 acres for machinery, workshops, tracks, sup- 
 plies, and space for one thousand blocks in every stage of comple- 
 tion. The yard turned out monthly 300 to 375 blocks. 
 
 Toulon. — Teil hydraulic lime was employed in the works of the 
 Port of Toulon ; notably for 200,000 cubic yards of beton used in 
 the construction of the three large graving docks of Castigneau. 
 M. Noel and M. Eaoul, Chief Engineers, state that Teil lime has 
 perfectly resisted the action of the sea at Toulon, and also at Port 
 Yendres, where large blocks for the jetty were made of limestone 
 masonry cemented with Teil hydraulic lime mortar. 
 
 Algiers. — Since 1852 Teil lime is used in this port mixed with 
 sea sand, for concrete immersed green, and for artificial blocks, 
 which are allowed to harden in air from 2| to 5 months according 
 to the season. Teil concrete has shown great strength and resists 
 the action of the sea at Algiers and other points along the coast. 
 (See Appendix.) 
 
 Port Said. — The successful creation by M. de Lesseps of the 
 artificial harbor of Port Said at the entrance of the Suez Canal, enclos- 
 ing 90 acres of sea room, and with the basins 130 acres, is due in 
 a great measure to the use of Teil Hme, which allowed the project 
 to be carried out without an expenditure which would have cur- 
 tailed its dimensions, and endangered its success. 
 
HYDRAULIC LIME OF TEIL. 
 
 35 
 
 Tlie two jetties, starting from points on the sliore 1,530 yards 
 apart, run out to sea, and approach each other within four hundred 
 and forty yards. The length of the Western jetty, built first, as a 
 protection from the prevailing winds, is 3,390 yards, and that of the 
 Eastern jetty is 1,968 yards. The jetties are about 28 yards wide 
 at the base and 6 at the summit, with a height of 10 yards at their 
 seaward extremity. The summit of the jetties rises 6| feet above 
 the mean level of the Mediterranean Sea, and their slopes are at 
 
 In their construction, about 120,000 tons of Teil hydraulic lime 
 were employed, chiefly in the fabrication of 25,000 artificial blocks 
 of the same dimensions as those used at Marseilles. The volume 
 of each block was 353 cubic feet, and the weight about 25 tons. 
 The blocks were composed of : 
 
 Teil hydraulic lime in powder, 548 pounds. 
 
 Sand of the desert (almost impalpable), 1 cubic yard. 
 
 The mortar was mixed with sea-water, and poured into moulds, 
 and after 2 to 3 months hardening in the air, the blocks were ready 
 for immersion. 
 
 The above proportions correspond to 1 volume of lime to 2 of 
 sand. The yard of fabrication contained from 2,000 to 3,000 blocks 
 in various stages of preparation, and turned out 900 blocks monthly, 
 30 daily for immersion, by tipping into the sea from barges. The 
 contractors were Messrs. Dussaud Bros., celebrated for their im- 
 portant marine constructions at Algiers, Marseilles, Cherbourg. 
 The contract price of the blocks was 42 francs per cubic metre or 
 $6.40 per cubic yard. The cost of each block in its final position 
 was 1,000 francs, or $15.30 per cubic yard. Teil hydraulic lime 
 and desert sand were also used in similar proportions to those em- 
 ployed for the artificial blocks, in building the Lighthouse of Port 
 Said. The latter is 180 feet high, constructed of a single mass of 
 beton with no joints, and rests on a beton base of about 400 cubic 
 yards. (See Frontispiece.) 
 
 Alexandria. — The Harbor Works of Alexandria, Egypt, are in 
 course of construction, and use an immense qiiantity of Teil lime ; 
 
36 
 
 HYDRAULIC LIME OF TEIL. 
 
 they consist of a breakwater about 1^ miles long and an inner jetty, 
 and quays; over 15,000 acres will be enclosed. 
 
 The breakwater will rise 10 to 15 feet above the mean level of 
 the sea, and will be built on the Port Said plan, with artificial 
 blocks. About 15,000 of these are made, and it is estimated that 
 85,000 blocks in all will be required, besides large quantities of 
 rubble stone. The quantity of Teil lime used in this vast under- 
 taking will be about 175,000 tons. 
 
 The concrete blocks are each 353 cubic feet in volume (10' X ^' 
 X 6') and about 20 tons in weight. Each block contains 84 cwt. 
 of Teil hydraulic lime in powder mixed with desert sand and broken 
 limestone (291^ lbs. lime per cubic yard of concrete). 
 
 The concrete is mixed by 10 H. P. machinery on the upper plat- 
 form of a travelling crane, stationed over the empty mould, which 
 is filled from above. After a few days the frame sides of the mould 
 are removed, and the block is left to harden for 2| months. Forty 
 blocks are ready daily and loaded on lighters, towed out to sea, and 
 tipped on the site of the breakwater. 
 
 The yard of fabrication constantly contains about 2,500 blocks 
 in course of preparation, in five long rows, running over nearly 
 1\ miles of ground. It is well supplied with travelling cranes, 
 50 miles of railroad track, turn-tables, 12 locomotives, several hun- 
 dred trucks, 40 steam engines, 12 lighters, six steamers, and one 
 large steam derrick, representing about £200,000 sterling of capi- 
 tal, in plant alone. Two thousand Arabs are employed. 
 
 This undertaking, which equals in greatness that of Plymouth or 
 Portland, will probably be completed in one-fifth the time. ('^ The 
 Engineer;") 
 
 The contractors are Messrs. Greenfield & Co. (in reality Messrs. 
 Kennard, Elliot & Maclean), Mr. May, Chief Engineer, and Mr. 
 Brown, Chief Assistant Engineer. 
 
 General Observations. — Teil hydraulic Hme has been exposed 
 to the action of the sea for a long period of years, in some localities, 
 since 1882, and there has been ample time and opportunity for any 
 defects it may have to declare themselves. Ear from this, Teil lime 
 
HYDRAULIC LIME OF TEIL 
 
 37 
 
 has uniformly given good results, and Vicat, Chatoney, and Eivot, 
 speak of it in terms of high appreciation ; the records in their reports 
 show conclusively its remarkable durability in marine structures, 
 and the Teil mortars examined are referred to as being in a state 
 of excellent preservation. 
 
 It is considered preferable to use Teil lime alone in mortars or 
 concretes, instead of in mixtures with other limes or cements, natu- 
 ral or artificial; pozzuolana is generally subject to great altera- 
 tion in sea-water, and should be avoided in any case. 
 
 In June, 1856, M. Pascal, Chief Engineer at Marseilles, in a div- 
 ing-bell, visited with the greatest care the Teil mortars and artifi- 
 cial blocks of the Port, chiefly the oldest, which were at a depth 
 of 43 feet, and immersed from 7 to 9 years previously. His testi- 
 mony is interesting ; he says : 
 
 " The exterior blocks, the only ones I could see, are covered with 
 a luxuriant vegetation, and their edges are perfectly sharp. An 
 opening which I had occasion fo make in the jetty, allowed me to 
 visit a submerged block which did not show the slightest trace of 
 vegetation, owing to the complete absence of light, and which was 
 very hard and perfectly intact ; the age of this block might be 
 seven years. I also visited the concrete immediately immersed 
 after fabrication about 7 or 8 years ago ; this concrete was equally 
 intact, but instead of a growth of marine plants, a thick deposit 
 of ^ serpules anhelides ' was found. The thickness of these deposits 
 runs up to 13| inches. Everywhere intact betons." 
 
 The great extension in the use of Teil lime for marine structures 
 is chiefly due to the favorable results obtained in the works at 
 Marseilles. 
 
 CANALS, SEWERS, AQUEDUCTS. 
 
 Teil hydraulic lime is used in the construction of the Forez 
 Canal, Prance, and has given excellent results. (See Appendix.) 
 It is very suitable for all kinds of work which require to be water- 
 tight. • 
 
38 
 
 HYDRAULIC LIME OF TEIL. 
 
 BRIDGES, RAILROADS, TUNNELS. 
 
 Teil lime lias been used in large quantities for railroad construc- 
 tions in France, and the engineers of several important roads speak 
 highly of its value, in the most difficult parts of the works under 
 * their direction. (See Appendix.) 
 
 In the construction of the celebrated Mont Cenis Tunnel, 
 upwards of 5,000 tons of Teil hydraulic lime were employed with 
 very satisfactory results. (See Appendix.) It has been used in the 
 construction of bridges, for the masonry of piers. At Constantine, 
 in Algeria, the remarkable bridge of El-Kantara, with a span of 
 188] feet, has been built across a chasm 394 feet deep. The piers 
 were built of limestone, cemented with Teil hydraulic lime ; in the 
 trial loading of the bridge, they were subjected during forty-eight 
 hours, without showing any sign of weakness, to a crushing weight 
 of 260 lbs. per square inch. During the construction of the piers, 
 the temperature of the air was frequently 112° to 134^ F. This 
 heat would have destroyed by crumbling, many limes, but Teil 
 nun'tar hardened rapidly under it and attained great strength. 
 
 WAREHOUSES, BUILDINGS, FOUNDATIONS, 
 
 CELLARS. 
 
 Teil hydraulic mortar makes very good work in masonry for 
 warehouses, buildings, etc., which, from their position, are sub- 
 jected to more or less humidity. It makes an excellent coating 
 instead of cement for masonry, and is particularly adapted to foun- 
 dation work, cellars, cesspools, etc. Cornices of buildings are 
 Tuade of Teil lime. 
 
HYDRAULIC LIME OF TEIL. 
 
 39 
 
 ARTIFICIAL STONES. 
 
 In many localities artificial stones of various kinds are destined 
 to a large consumption, from their cheapness as compared with 
 stone brought from a distance, or ornamental cut stone for archi- 
 tectural purposes. 
 
 an artificial sandstone of great strength, is suc- 
 cessfully used in all kinds of construction, from the carved work of 
 a church window, to the foundations of a steam engine, a sewer, or 
 an aqueduct. Teil lime has been employed in the fabrication of 
 Beton Coignet, and experiments were made by M. Michelot, Engi- 
 neer-in-Chief of the Fonts et Chaussees upon samples of the follow- 
 ing composition : 
 
 Mixed sand 4 to o volumes. 
 
 Teil or other hydraulic lime 1 " 
 
 Portland cement i to J 
 
 The results were a tensile strength of 288 to 426 lbs. per square 
 inch, and a crushing weight of 2,634 to 7,495 lbs. per square inch. 
 
 Paris contains upwards of 31 miles of sewers of various sizes 
 made of Beton Coignet, and there can be no doubt that with Teil 
 lime, this excellent material for sewers can be made at a saving of 
 at least 20 per cent, on common masonry. The Fontainebleau sec- 
 tion of the Vanne Aqueduct, constructed to furnish Paris with water, 
 is 37 miles long, made of fine sand, hydraulic lime, and a small 
 proportion of cement, and is an instance of what can be built with 
 this beton, when good ingredients are used. 
 
 In the manufacture of other artificial stones such as the Frear 
 Stone (shellac, hydraulic cement and sand), or the Amerlecm Build- 
 lag Block GoJs Stone (unslaked lime mixed with moist sand), it may 
 be found advantageous to mix a proportion of Teil hydraulic lime 
 with the other ingredients. Whenever the quality of the stone de- 
 pends on the use of a strong hydraulic lime or cement, Teil lime 
 will give good results. 
 
40 
 
 HYDRAULIC LIME OF TEIL. 
 
 BRICKS AND SLABS FOR FLOORS, PARTI- 
 TION WALLS, ETC. 
 
 Bricks and slabs made of pulverized blast furnace slags, mixed 
 with a small proportion of Teil hydraulic lime, make a very light 
 and strong material, which does not conduct sound, and will stand a 
 heat of 1,000^ C. without melting. This material, pressed into vari- 
 ous shapes, is suitable for deafening floors, and for partition wfiUs, 
 fire-proof buildings, etc. It is best to use slags containing as little 
 sulphur as possible, as sulphate of lime is injurious to the mixture, 
 and cracks and fissures it. 
 
 C0N"CLUSI0N. 
 
 The preceding remarks on the applications of Teil hydraulic lime 
 show to what extent it is already used in the various departments 
 of engineering and construction. It fills the want which is felt in 
 many localities for a good hydraulic material, and the experience 
 already obtained of its durability is the best guarantee for the 
 future. 
 
 In the Appendix will be found a brief account of the method and 
 cost of fabrication of the artificial blocks of Teil concrete employed 
 at Marseilles, and a number of certificates from engineers who have 
 used Teil hydraulic lime in their works.. 
 
APPENDIX. 
 
 FABRICATION OF ARTIFICIAL BLOCKS OF 
 TEIL BETON AT MARSEILLES. 
 
 General Description of the Yard of Fabrication. — The 
 
 plant consisted of a steam engine of 15-horse power, which set in 
 motion : 
 
 1. The wheels of three mortar mills. 
 
 2. A balance beam for elevating the ingredients to the floor of 
 the mills. 
 
 3. The mixing cylinders for beton. 
 
 4. An hydraulic wheel for raising water from a well to wash 
 the pebbles previous to use. 
 
 The floors of the mortar mills and mixing cylinders for beton 
 were raised above the level of the yard. The materials, loaded into 
 cars at the heaps, were run by a rail track A (Plate II.), upon a 
 platform B, under the balance beam, which lifted them to the floor 
 above, where by another rail track, running parallel to the mortar 
 mills, the cars reached the latter, and the sand and lime were emp- 
 tied into them. 
 
 The water for mixing mortar was contained in large tubs, fixed 
 to the floor, and supplied by pipes connecting with the city mains. 
 
 The mortar, having been mixed, was expelled from the mills 
 through an aperture in the bottom of the trough, kept closed by a 
 valye during the mixing, and fell into a special car, placed beneath 
 the mill under the centre of the valve. 
 
 The car by the turn-table, C, and the lower rail track, D, was run 
 upon the platform of the balance beam, and lifted to the floor of 
 the mills, where the rail track, E, directed it to the small shutes, 
 
42 
 
 APPENDIX — HYDRAULIC IIME OF TEIL. 
 
 under which were stationed the mixing cylinders for beton' with 
 their covers open. The car was tipped, and its contents directed 
 into the mixing cylinder by the shute. 
 
 The elevation of the mortar cars was followed by that of the peb- 
 ble cars, arriving on the platform of the walking beam by the 
 track D from the water wheel. The pebbles were emptied in the 
 game way as the mortar, into the beton cylinders, which then con- 
 tained the necessary ingredients for a mixing of beton. 
 
 The empty sand and lime cars were lowered to the yard on the 
 platform of the steam balance beam, and, to avoid crowding, the 
 empty mortar and pebble cars were lowered by a balance beam 
 worked by a windlass, and situated at the opposite end of the floor. 
 
 The ingredients in the mixing cylinders were intermixed by the 
 rotary motion communicated to each cylinder by a belt from a line 
 of shafting. 
 
 When the mixing was completed the beton cylinder on its trav- 
 elling frame was run by a short cross track upon a truck, which 
 carried it by a lower rail track to the head of the line of blocks in 
 fabrication. This line was formed b y successive box moulds, upon 
 the top of which was established a movable rail track. This track 
 was continued onwards as the line of blocks progressed. The 
 beton cylinder was run on the movable track over the mould to be 
 filled, emptied of its contents, and run back to the mixing platform 
 by the way it came. The size of the finished block was 3.40 me- 
 tres long by 2.00 metres wide, and 1.50 metres high. 
 
 The beton having attained a sufficient degree of hardness, the 
 blocks were fit for immersion. Longitudinal ties with rails were 
 laid on the ground on each side of the line of blocks to be lifted ; 
 on this temporary track a travelling crane approached, lifted the 
 block, and transported it to a truck running on a cross rail track E 
 leading to the shipping wharf. A derrick lifted the block and de- 
 posited it on the deck of a lighter, which transferred it to the point 
 of use. Some details of the methods of fabrication of the beton 
 and handhng will be useful. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 43 
 
 Fabrication of the Mortar. Proportions. — The mortar was 
 composed of 3 parts of screened lime in powder to 5 parts of sand, 
 uncompacted, and corresponding in weight to 632 lbs. of lime per 
 cubic yard of sand, which formed one mixing of mortar (300 kilog. 
 lime to 0.80 cubic metre of sand ; proportions used in the construc- 
 tion of La Joliette and Le Frioul ports). 
 
 Various sands were employed ; pure sea-sand, pudding-stone 
 sand, and quarry sand. The two latter qualities contained, as 
 shown by washing, from 12 to 18 per cent, of foreign matter such 
 as earths and clays. 
 
 In these conditions the quantity of water required for mixing the 
 lime into paste varied with the quality of the sand ; with sea-sand 
 about 6 U. S. gallons of water per 100 lbs. of lime were used, and 
 with earthy or clayey sand 9 to 9| gallons were required. 
 
 The above proportions of mortar after mixing gave an increase in 
 volume of : 
 
 5 per cent, for mortar made with sea-sand. 
 
 7 " " pudding-stone sand. 
 
 6 " " ravine or quarry sand. 
 
 The sand was measured in iron cars of the exact volume (0.80 
 cubic metre) required for one mixing of mortar. (Plate V.) The 
 lime was in sacks sealed with lead, and of an average weight of 
 50 kilog. or llOilbs., and the necessary quantity of lime was obtained 
 by taking a certain number of sacks without further weighing. The 
 water was measured in buckets of known capacity. 
 
 On the ground floor of the mortar mill building were the rail- 
 tracks and turn-tables for the handling of the cars, the steam 
 engine, and the lines of shafting for setting in motion the mortar 
 mills, the hydraulic wheel for washing the pebbles, and the beton 
 cylinders. On the upper floor, which consisted of a platform raised 
 10| feet above the ground and supported by timber posts, were 
 established three mortar mills. 
 
 Each mortar mill (Plates III., IV.) consisted of a circular cast- 
 iron trough of trapezoidal section in which revolved three wheels 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 and a scraper, fastened to the ends of four axles at riglit 
 angles to each other, and dividing the surface of the trough into 
 quarters. 
 
 The wheels were placed at unequal distances from the centre of 
 the mill, and in such a manner that the sum of their several widths 
 of tire was equal to the width of the bottom of the trough ; thus a 
 wheel ran always tangent to each side of the trough, whilst the 
 third wheel ran on the middle of the bottom. 
 
 The scraper was formed of three curved wings reaching to the 
 bottom of the trough, and fixed above to a cross-bar of iron at the 
 extremity of the fourth axle. 
 
 From a ring fastened above the iron bar, the hook of a sheet-iron 
 scraper was suspended, at the end of each mixing, for cleaning the 
 trough. The section of the sheet-iron scraper was equal to that of 
 the trough, and by means of a handle a downward pressure was 
 exerted on the scraper, to drive it into the mortar, and to force the 
 latter over the opening of a trap-door in the bottom of the trough, 
 kept closed during the mixing, and through which the mortar was 
 expelled into a car below. 
 
 The rotary motion of the mortar mills was obtained by bevelled 
 gearing on the horizontal main shaft driven by the steam engine, 
 and on the vertical shafts, running through the centres of 
 the mills, to which were fastened the axles of the wheels and 
 scraper. 
 
 Each mill produced in one mixing 0.84 cubic metre (1.10 cubic 
 yard) of mortar, and the time required was from 15 to 20 minutes. 
 The three mills produced 17 cubic yards of mortar per hour. In 
 the fabrication of the mortar, the lime was first emptied into the 
 trough of the mill and equally spread out ; sufiicient water was 
 added to form a soft paste, and the sand was then thrown in and 
 the whole mixed. Fifty-nine gallons of water were generally used 
 for one mixing. 
 
 The iro7i cars which received the mortar (Plate VII.) were sub- 
 divided into three equal compartments, each 0.28 cubic metre in 
 
APPENDIX — HYDEAULIC LIME OF TEIL. 
 
 45 
 
 volume (9.89 cubic feet), so that each car contained a full mixing 
 of mortar, inclusive of the increase in volume of the latter. 
 Fabrication of the Beton and Blocks. Proportions— The 
 
 beton was composed of five volumes of broken stone and three vol- 
 umes of mortar. 
 
 To obtain these proportions, the volume of a stone car was made 
 0.465 cubic metre (16.42 cubic feet), and its contents, when mixed 
 with one of the compartments of a mortar car, 0.28 cubic metre, 
 corresponded to 0.50 cubic metre of beton (17.66 cubic feet). The mix- 
 ing of the broken stone and mortar was accomplished in six horizontal 
 sheet-iron cylinders (Plate VIII.) rotating on their axes, and placed 
 on four-wheeled trucks or travelling frames, for transportation on 
 the rail tracks. The cylinders were placed on a floor beneath that 
 of the mortar mills, at a height sufficient to allow of the ingredients 
 for concrete being run into them by shutes or inclined planes from 
 the upper floor. On the platform were six rail tracks, which ran 
 across it. 
 
 The mortar car, from under the mortar mill, after being directed 
 by the turn-table and the lower rail track to the elevator, was lifted 
 to the upper floor, and run upon a track which was laid adjoining 
 the shutes, ten in number, leading to the beton cylinders. The 
 mortar car was stopped in front of the first shute, into which the 
 contents of one of the compartments were emptied, and thus directed 
 into a beton cyHnder below ; the contents of each of the other two 
 compartments were emptied in the same way into the next two 
 shutes leading to beton cylinders. 
 
 The elevation of a mortar car was followed by that of three cars 
 filled with washed pebbles, which were in succession emptied into 
 the beton cylinders which had received the mortar. 
 
 A second mortar car, followed by three cars of broken stone, 
 were then lifted, and emptied in the same way ; the filling of the 
 six cylinders in use for mixing beton was thus completed. 
 
 After each filling, the empty cars were lowered to the yard and 
 I e turned for a fresh supply of mortar, pebbles, and broken stone. 
 
46 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 The pebble cars, when filled, were placed under the water spout 
 connected with the water wheel, and the pebbles thoroughly 
 washed. 
 
 The cars used in the transportation of these materials (Plate VI. )> 
 consisted of a box carried by a four-wheeled truck. The box was 
 kept in equilibrium on a longitudinal axis, by means of a cross rod 
 attached by rings to the bottom of the box. The rod ended in a 
 hook at the front of the car, and kept closed one of the sides of the 
 box ; this side acted as a movable door hinged on its upper rim. 
 At the back of the car the rod was ended by a hook catching on a 
 peg fixed to the truck. By a sudden movement given to the rod, 
 the equilibrium of the car was destroyed, the side door opened, and 
 the contents emptied. 
 
 The mixing machines having been filled, a rotary motion was 
 communicated to each cylinder by a belt passing around a small 
 pulley on the axis of the cylinder, and a second pulley on an inter- 
 mediate line of shafting which ran the whole length of the plat- 
 form, and was driven by a cogged connection with the main shaft 
 of the mortar mills. To put the mixing in operation, the beton 
 cylinders were backed from the shutes sufficiently to tighten the 
 belts on the pulleys, and then kept in position by blocking the 
 wheels of the frames or trucks. 
 
 The volume of a mixing of beton, as previously settled, was to 
 be 0.50 cubic metre (17.66 cub. ft.), and mixing cylinders of 0.75 
 cubic metre (26.49 cub. ft.) capacity were considered at first to be 
 large enough ; but it was found necessary to increase the volume 
 of the mixing cylinders to 1.00 cubic metre (35.32 cub. ft.), in order 
 to obtain sufficient room for the ingredients to intermix, by de- 
 taching themselves from the sides of the cylinder. The interior 
 space of the cylinder was, moreover, divided by 12 radial arms riv- 
 eted to the shaft and sides, for the purpose of more completely di- 
 viding and mixing the ingredients. (Plate VIII.) Twenty revolu- 
 tions of the cylinders, at a moderate speed, were sufficient to effect 
 a proper mixing of beton. The speed should be moderate, other- 
 
APPENDIX — HYDKAULIC LIME OF TEIL. 
 
 47 
 
 wise the ingredients, by virtue of the centrifugal force, would ad- 
 here to the sides of the cylinder without intermixing. 
 
 To regulate this part of the fabrication, which would be impos- 
 sible if the number of revolutions had to be counted by the eye, a 
 mechanical counter was provided. It consisted of a sheet-iron 
 disc attached to the fixed frame of the mixing machine, and capa- 
 ble of revolving around a ring screw on its axis. The circumfer- 
 ■ence of the disc was divided into 20 parts by triangular notches, 
 thus forming an equal number of teeth less one which was replaced 
 by a notch. An index fixed to the beton cylinder, at each revolu- 
 tion of the latter, pressed on one of the teeth, and advanced the 
 disc one turn ; after 20 revolutions, if the disc was properly placed 
 at the start, the index turned free in the notch replacing the tooth 
 which had been suppressed ; this indicated that the required num- 
 ber of turns had been accomplished. The blocking wedges were 
 withdrawn from the wheels, the belt was loosened, and the beton 
 cylinder ceased revolving. A mixing of beton lasted 5 minutes. 
 
 The travelling frame carrying the cylinder was run on to rails 
 placed upon the platform of a truck, which transported it by a rail 
 track to the head of the line of blocks in fabrication. The rails on 
 the platform of the truck were on the same level as the rails on 
 the floor of the mixing cylinders, and as the rails of the movable 
 rail track set upon the blocks. 
 
 The frame carrying the beton cylinder was run upon the movable 
 track, until it was stopped over the box mould which was to be 
 filled. The cover of the beton cylinder was then opened, the latter 
 turned half round on its axis, and the beton emptied into the 
 mould below. The cylinder was then righted, and with open cov- 
 er returned to the floor for another mixing. 
 
 The beton emptied into the mould was sufficient to cover the 
 surface to a depth of 5 1 inches. This layer was equalized and 
 firmly packed by three workmen provided with shovels, and ram- 
 mers of 31 lbs. weight. 
 
 As each beton cylinder contained | cubic metre of beton, it re- 
 
48 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 quired 21 loads to fill a mould, taking into account the settling and 
 compacting of the beton, which was 5 per cent. The fabrication of 
 a block generally occupied an hour. 
 
 The pannels of the box-moulds rested on close-jointed wooden 
 flooring which formed the bottom of the moulds. Across the bot- 
 tom, and at about 0.50 metre from the ends, small hollow boxes 
 of slats were placed, to form grooves in the block for the suspen- 
 sion chains used in handling. The lower grooves were continued 
 vertically up the sides of the blocks. These side grooves were ob- 
 tained by timbers of trapezoidal section, slightly fastened to the 
 pannels of the moulds, and separated from the beton when the 
 moulds were taken apart. 
 
 In the fabrication of the blocks, no voids were allowed in the in- 
 terior, and the surfaces were required to be perfectly smooth, and 
 to present the appearance of a coat of mortar. 
 
 The first of these conditions was fulfilled by ramming. The 
 second was obtained by throwing the beton violently against the 
 interior sides of the pannels ; the mortar alone adhered to the lat- 
 ter, the pebbles, etc., being thrown back. The surfaces of the fin- 
 ished block presented no sign of broken stone or pebbles. The 
 upper surface of the block was smoothed with the shovel when the 
 mould was completely filled. 
 
 In consequence of the ramming and of the weight of the beton 
 before the setting took place, it sometimes happened that the pan- 
 nels of the moulds were forced out of shape, and the blocks also. 
 These deformations arose from the swelling of the vertical pannels, 
 and the swelling prevented subsequently the blocks from being 
 placed close together in building the courses of quay walls. This 
 disadvantage was partly obviated by tightening bolts applied to 
 the top and bottom of the moulds, and by bracing the pannels 
 from the outside, when a neighboring line of blocks allowed it to 
 be done. 
 
 The object of the vertical grooves left in the blocks during their 
 fabrication was, to permit the suspension chains to lodge in them ; 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 49 
 
 without this precaution, the thickness of the chains would, of ne- 
 cessity, have obliged the blocks to be left considerably apart in 
 building them into the courses of a quay wall. 
 
 The moulds were taken to pieces three days after completion of 
 the filling ; at this age the beton had acquired sufficient consist- 
 ency to hold together, and to bear the weight of the movable rail 
 track set on top, and used for running the beton cylinders back 
 and forth. The blocks thus exposed to the air, remained in the 
 yard during the time required for their complete drying and hard- 
 ening. The length of time required varied from 40 to 50 days, ac- 
 cording to the season. Sometimes blocks have been lifted and 
 transported to the point of use in 29 days after fabrication. 
 
 The putting together and taking apart of the box moulds was 
 easily accomplished. The moulds consisted of two side and two 
 end pannels, joined together simply by juxtaposition, and kept in 
 place by iron bolts, on one end of which a scre^ thread was cut^ 
 and a nut with a handle used for tightening. The taking apart 
 consisted in loosening the nuts, and removing the separate pan- 
 nels. 
 
 Lifting, Loading, and Transpoitation of |he Blocks. — 
 
 The lines of blocks in the yard ran parallel to each other, and were 
 separated by a clear space of about 2 feet. The thickness of the 
 sides of the moulds rendered this space necessary in any case, and 
 it was also required for the movable rail track used in the trans- 
 portation of the blocks. 
 
 The lifting and transporting of the blocks was eJBPected by a 
 steam travelling crane. (Frontispiece.) 
 
 The crane consisted of a strong sheet iron frame, 19| ft. long by 
 9 ft. 2 in. wide, with 4 cast-iron wheels. The frame was divided 
 by a sheet-iron partition into two compartments, the rear one with 
 sheet-iron sides was empty and received the block ; the fore com- 
 partment was covered with a floor upon which rested the steam 
 engine, boiler and machinery. The engine was of 8 horse-power^ 
 vertical, non-condensing, with 2 cylinders and a tubular boiler. 
 
 A system of gearing transmitted the power, either to a vertical 
 
50 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 shaft which, by a cog-wheel on one of the axles, worked the travel- 
 ling crane backward and forward, or else to a horizontal shaft 
 which communicated the motion to two vertical screws used in lift- 
 ing the blocks. 
 
 The travelling crane with its frame was carried by a truck with 
 rails fixed on its platform. The truck travelled back and forth on 
 the rail track G. (Plate II.) and placed the crane at the head of 
 the different lines of blocks. The rails on the platform of the 
 truck were on a level with the rails of the movable track establish- 
 ed on the ground on each side of the blocks for the use of the trav- 
 elling crane. The movable track consisted of heavy longitudinal 
 oak ties carrying the rails. 
 
 When a line of blocks was ready for immersion, the travelling 
 crane left the truck, and, passing across the sunken track F on to 
 the movable track, approached the first block. The suspension 
 chains, previously passed around the block and lodged in the 
 grooves of the latter, were fastened to the ends of two horizontal 
 beams, fixed to the lower part of the vertical screws. The beams 
 consisted of two plates of sheet iron, strengthened and connected 
 by iron braces ; at their extremities a hole was cut for the key 
 which held the end of the chain, and the beams, like the arms of 
 a pair of scales, worked on a pivot at the point of fastening to the 
 vertical screws, in order to be more easily attached to the chains. 
 
 The chains being attached, the horizontal shaft, extending the 
 whole length of the upper part of the frame of the crane, was set 
 in motion ; on this shaft were two sections of an endless screw, 
 which engaged with two horizontal pinions bearing teeth on their 
 outer circumference, and through the centres of which passed the 
 upright ends of the hoisting screws. The pinions formed the nuts 
 of the screws, and as the former were prevented from rising, the 
 latter were forced to ascend, carrying the block up with them. The 
 travelling crane then transported the block over the sunken track F, 
 and deposited it upon a truck below. To free the block, which was 
 still surrounded by the sides of the crane, the latter moved on to 
 the travelling frame or truck, on the outer track G, drawing after 
 
APPENDIX — HYDRAULIC LIME OF TEIL. Xv-* ' \ - 
 
 it by a hook and chain, the two girders forming a bridge-^^xross / 
 the sunken track, and which would have interfered with the pas- 
 sage of the truck loaded with the block. When the latter had 
 moved away, the bridge girders were replaced, and the travel- 
 ling crane returned across them to obtain another block. 
 
 The block was transported along the lower rail track, under a 
 scaffold or derrick established on the shore ; on the upper girders 
 of the derrick a travelling windlass lifted the block and deposited 
 it on a lighter. The loaded truck with the block was either drawn 
 by an endless chain from a stationary steam-engine beneath the 
 derrick, or else by a small locomotive, and later by horses. 
 
 The lighters were towed to the point of use by a steamer. They 
 were generally made of the hulks of old sailing vessels, of which 
 the deck was lowered. Three blocks were loaded on each lighter. 
 
 Employment of Artificial Blocks. — The blocks were used 
 in protecting the seaward slope of the jetties, and also in the con- 
 struction of quay walls. (Plate I.) 
 
 Jetties. — In the revetment of the jetties the blocks were used 
 below and above the level of the sea, and the operation of placing 
 them was different in each case. 
 
 blocks Used Beneath the Level of the Sea. — The lighters used 
 in transporting blocks to be sunk in the sea were prepared as 
 follows : On the deck was established an incline capable of re- 
 ceiving 3 blocks, and on the timbers forming the ways, strongly 
 greased pine skids were placed ; a horizontal iron rod lay on the 
 deck along the foot of the skids, and was kept in place at each end 
 by two rings, through which it passed. To the rod were fixed 6 
 iron arms, two by two, so that two arms were in front of each 
 block on the ways. At each end of the iron rod was a handle in 
 the same plane with the iron arms, with which the rod could be 
 turned in the rings. Before loading the lighter the handles were 
 lifted upright, and kept in that position by a catch attached to the 
 deck ; the iron arms also were then vertical. 
 
 The blocks were lowered upon the ways, and kept in position by 
 the iron arms against which they rested. When the hghter had 
 
52 
 
 APPENDIX — HYDRAULIC LIME OF TEIL, 
 
 reached the point of immersion, the catch holding the handles was 
 let go, and the iron arms, being no longer retained in position, 
 were forced over on to the deck by the weight of the blocks, which 
 then sUd off the lighter into the sea. 
 
 Blocks used above the Level of the Sea, — The blocks were 
 deposited on a lighter, the deck of which was level, and towed to 
 the point of use, where a floating derrick or sheers on a barge 
 awaited them. The summit of the sheers reached 5.00 metres 
 (16| ft.) beyond the bow of the barge. A windlass, with a 10-horse 
 power engine, worked a heavy iron chain over a pulley at the end 
 of the sheers. The chain ended in four smaller chains, capable of 
 being fastened together two by two. 
 
 The sheers and lighter being in proximity, the chains were 
 passed around in the grooves of a block, the windlass set in motion, 
 and the blocks suspended in air. By hawsers from the jetty, the 
 barge and sheers were hauled in front of the point to be covered, 
 and the block was lowered upon the slope of the jetty. The main 
 chain was slackened, the small chains unfastened from the block, 
 and the operation completed. 
 
 The placing of a block by tkis method occupied about 20 min- 
 utes, and in calm weather up to 31 blocks could be placed in a day, 
 and generally 25 blocks. High tide was preferred for immersion^ 
 as the chances of breakage of the blocks were diminished by the 
 greater thickness of water they had to pass through. 
 
 Quay Walls. — The general foundation of the jetty, etc., con- 
 sisted of a bank of broken stones of various sizes, a pierre perdue, 
 rising from the bed of the sea, at a depth of 17 metres (56 ft.). On 
 the interior slope of the jetty, the bank was carried up at 45^ to 
 within about 6 metres (19| ft.) of the level of the sea. At this 
 depth it formed a wide bench or set-back, upon which the quay 
 wall, composed of four courses of beton blocks, each 1.50 metres 
 (5 ft.) high, was built up to the level of the sea. 
 
 The surface of the bench was too irregular to serve as a bed for 
 the blocks, and it was levelled by filling up the inequalities and 
 
APPENDIX — HYDRAULIC LIME OF TEIL 
 
 53 
 
 spaces between the large stones, with small gravel and broken 
 stones. 
 
 For this purpose, a raft of wood was anchored over the site of the 
 quay. In the floor of the raft, a rectangular aperture was made, with 
 its longest sides in the direction of the width of the set-back. On 
 one of the longer sides a plank apron was erected, inclined towards 
 the opening. On the opposite side was a vertical apron of boards. 
 
 A lighter loaded with small broken stones and gravel was 
 moored to the raft, and the materials were emptied in small quan- 
 tities upon the inclined apron, and through the opening in the 
 floor of the raft, into the sea. A workman standing behind the 
 Tertical apron to protect himself from the splashing of the water, 
 directed with a sounding lead the levelling of the bed of the quay. 
 The rough bed was equalized over a width of 8 metres (26 ft.), cor- 
 responding to the length of a block 3.40 metres (11.16 ft.), with an 
 additional width of 2.50 metres (8 ft.) in front. (Plate I.) The 
 diving-bell was used for removing any pieces of rock, which from 
 their large size interfered with the regularity of the bed. 
 
 These preparations being completed, the blocks were loaded on 
 lighters, towed to the site, and suspended in air by the floating 
 sheers, in the same way as when used for the seaward revetment. 
 To lower the block to its bed, 6 metres below the surface of the 
 water, and to align it in the quay wall, an iron frame was used, 
 consisting of 3 sides, each 2.00 metres (6| ft.) long, and equal to 
 the width of the block. 
 
 At each angle of the iron frame sockets were placed, in which 
 were clamped upright wooden posts 6 metres high. When the block 
 was ready to be lowered the frame was placed upon it, the two up- 
 rights being in the same plane with that side of the block des- 
 tined to form part of the face of the wall. 
 
 When the block was submerged and directed into its proper 
 place by the frame and uprights, its position below was indicated 
 by the visible portion of the latter above water ; it was thus sufii- 
 •cient to place the uprights in the alignment of the proposed quay 
 wall, to be certain that the blocks were also in it. When a block 
 
54 
 
 APPENDIX — HYDKAULIC LIME OF TEIL. 
 
 was placed the suspension chains were withdrawn, as well as the 
 iron frame, which was kept in position only by its weight. 
 
 The placing of the first course of blocks was the most difiicult to 
 accomplish, on account of the occasional unevenness of the bottom, 
 caused either by the action of the waves, or by imperfect levelling ; 
 divers were then employed to remove the obstacles. 
 
 The joints of the blocks of each course were laid as close as 
 possible, and the joints of two successive courses were crossed at 
 half the width of the block. To complete a course, blocks were 
 cut to the required dimensions for filling the vacant space. 
 
 The wall of beton blocks was continued above water by masonry 
 which formed the quay wall proper. To avoid the disruption of 
 the latter by any settling of the blocks from the additional weight, 
 they were previously loaded during several months with two 
 courses of blocks. The settling produced by this weight was 
 frequently very irregular, and the consequent inequalities in the 
 surface of the upper course of blocks were carefully levelled with 
 layers of cement concrete at the level of low tide, from which point 
 the quay wall of masonry was built up. The bench of 2.50 metres 
 in width, at the base of the wall of artificial blocks, was generally 
 destroyed, in part by the united effects of the weight of the wall 
 and the action of the waves ; it was re-established with broken 
 stones and rocks placed by the workmen in the diving-bells. 
 
 Personnel and Labor required, 
 1^. Fabrication. 
 
 Steam Engine, Engineer and fireman 2 men. 
 
 Pebbles, Loading cars 12 " 
 
 Washing 7 " 
 
 Sand. Loading cars 6 
 
 Conducting cars to elevator 2 
 
 Unloading and heaping sand 3 " 
 
 Lime, Loading cars and conducting to ele- 
 vator 2 " 
 
 Floor of Mortar Mills, Lifting cars 1 
 
 Receiving lime and sand cars, and 
 mill work 6 " 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 55 
 
 Emptying mortar and pebble cars 
 
 into beton cylinders 5 men. 
 
 Lowering empty cars 2 " 
 
 Floor of Beton Cylinders, Fabrication 2 " . 
 
 Loaded and Empty Cars under Mortar Mill 
 Floor, 
 
 Receiving mortar from mills 2 " 
 
 Conducting mortar and pebble cars 
 
 to elevator 5 
 
 Receiving empty cars lowered from 
 
 mill floor 2 " 
 
 Transportation of Beton^ Ramming^ Moulds, 
 
 Transportation of beton 9 " 
 
 Ramming beton (3 men per mould) 9 " 
 Putting up and taking moulds apart. 8 " 
 
 (3 Beton Cylinders in Transportation. 3 Beton 
 
 Blocks in Fabrication.) 
 2^. Lifting Blocks and Shipping. 
 
 Steam Crane, Engineer and fireman 2 " 
 
 Lifting and Shipping, Placing movable 
 tracks, and service of blocks... 10 
 ■ Transporting blocks to shipping der- 
 rick (2 H. P. locomotive) 2 
 
 Lifting block at derrick, and loading 
 
 on ligbter 6 " 
 
 3^. Transportation to Point of Immersion. 
 
 Tow-boat, Officers and crew 8 
 
 4^. Employment of Blocks under Water. 
 
 Number of lighters (1 loading, 1 
 
 transporting) 2 lighters. 
 
 Labor in immersing 8 men. 
 
 5^ . Employment of Blocks for Crowning Jetties 
 or Quay Wall Foundations. 
 
 Number of lighters for transporting 2 lighters. 
 Floating sheers 1 sheers. 
 
56 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 Labor on sheers 7 men. 
 
 Crews of lighters, and labor in im- 
 mersing 6 
 
 Average Daily Production and Work. 
 
 Fabrication 12 blocks. 
 
 Employment of blocks under water. .20 
 Employment of blocks, crown of 
 
 jetties. 16 
 
 Employment of blocks, quay wall 
 
 foundations , 12 " 
 
 Description of a Smaller Yard of Fabrication.— The 
 
 establishment of the plant described above entails a great expen- 
 diture, which can only be entered upon when a large quantity of 
 beton is required. A smaller plant was established for the 
 fabrication of 25,000 cubic metres (33,000 cubic yards) of 
 beton to be immersed green for the graving docks of the port 
 of Marseilles, 
 
 The plant consisted of a mortar mill for the fabrication of 
 mortar, and a platform of planks on which the mixing of the 
 mortar with the broken stones for beton was carried on. The 
 wheels of the mortar mill were set in motion by a locomobile, which 
 -also worked a water-wheel for washing the pebbles. 
 
 The pebbles were deposited upon the platform in a long narrow 
 heap of triangular section, and upon them was laid the proper 
 quantity of mortar. The mixing was done by hand ; three men 
 with hoes on one side of the heap spread out the ingredients 
 towards them 'on the board flooring, and were assisted by three 
 men with shovels upon the opposite side. Two of the latter assisted 
 in spreading out the mixture, whilst the third shovelled it over 
 into a heap. The process of turning over was continued three 
 times, and the beton was then sufficiently mixed. The beton in 
 its passage across the platform, from its first to its third position, 
 traversed during the mixing a distance of 6 metres, or about 6| feet 
 for each turning over. 
 
 The mortar on account of the peculiar character of the works in 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 57 
 
 which it was to be used, was made with 400 kilog. of lime of Teil 
 to 1.07 cubic metre of uncompacted sand (630 lbs. lime per cubic 
 yard of sand). The beton consisted of three parts of pebbles to 
 two parts of mortar. 
 
 The pebbles weie transported to the platform in wheel-barrows, 
 of which the volume was 2.37 cubic feet. The bottom of the barrows 
 consisted of open work, to let the water run completely off, after 
 washing the pebbles in the barrows. 
 
 The mortar was transported on barrows with a raised edge upon 
 three sides, so as to give a volume of 1.59 cubic feet. The cubic con- 
 tents of the pebble and mortar barrows were thus in the proportion 
 of 3 to 2, and to avoid confusion, a barrow full of pebbles deposited 
 on the mixing area was always followed by a barrow full of mortar, 
 before the arrival of the next barrow of pebbles. 
 
 The beton made as above, was shovelled into sheet iron semi-cyl- 
 indrical boxes for immersion. The boxes were placed on boats and 
 transported to the point of use, where they were lifted by a crane set 
 upon the caissons, and lowered into the water to form the hearting 
 of the sea wall. 
 
 The daily fabrication was 60 cubic metres of beton. 
 
 The labor required for this production was : 
 
 Steam Engine 1 man. 
 
 Transportation of sand 4 men. 
 
 do. of lime and work at mill 4 " 
 
 Pebbles \ I^oading barrows and washing 10 *^ 
 
 ( Returning barrows to platform 1 man. 
 
 Loading mortar barrows, and emptying mor- 
 tar on pebbles 8 men. 
 
 Mixing beton (two gangs of men) 12 
 
 Loading beton into boxes 5 " 
 
 Transporting boxes by boat (3 boats and 3 
 boxes per boat) 9 " 
 
 \ . ( Windlass 4 
 
 Immersion. J Emptying boxes 2 " 
 
 Cost of Fabrication of Teil Beton Blocks— In the im- 
 portant works of the construction of the Napoleon Basin and Jetty 
 
58 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 at Marseilles in 1857, of which M. Pascal was Chief Engineer, and 
 MM. Dussaud Bros. Contractors, 10,000 artificial blocks ofTeilbe- 
 ton were employed ; the volume of each block was 10 cubic me- 
 tres, 353 cubic feet. 
 
 The cost of fabrication, although lower than what it would be to- 
 day, is interesting as giving the relative cost of the different items, 
 and the proportions of beton. 
 
 Teil Beton for Artificial Blocks, {Marseilles.) 
 
 2861 lbs. of Teil lime at 28 fr. per ton $0 73 
 
 Weighing, transporting and storage of lime 0 08 
 
 0.45 cubic yard of sand at 3.82 fr. per cub. yd.... 0 35 
 
 1 cub. yd. of pebbles at 2.68 fr. per cub., yd 0 53 
 
 Fabrication, inclusive of taking moulds apart, cost 
 
 of moulds, &c., and groove boxes 0 46 
 
 Lifting, transporting, immersing, inclusive of cost 
 
 of plant 0 46 
 
 General expenses 0 09 
 
 Profit of contractor , 0 19 
 
 Cost* per cubic yard of artificial block in final ) 
 posi ion ^ * 
 
 Teil Beton for immediate immersion, (Marseilles.) 
 
 337 lbs. of Teil lime at 30 fr. per ton $0 92 
 
 0.54 cub. yd. of sand at 3.44 fr. per cub. yd 0 37 
 
 0.90 cub. yd. of broken stone at 2.68 fr. per cub. 
 
 yard 0 48 
 
 Fabrication and immersion 0 61 
 
 General expenses -jjV 0 12 
 
 Profit of contractor -^q 0 25 
 
 Cost per cubic yard of beton immersed green $2 75 
 
 Since the execution of these important works, the cost of Teil 
 hydraulic lime has considerably increased, owing to its demand for 
 works such as those of the Suez Canal, Alexandria Harbor, etc. 
 
 * All prices and costs given in gold. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 59 
 
 , In the construction of the Port Said Breakwaters, in 1865 to 1868, 
 the cost of Teil beton per cubic yard of artificial block was $6.40 ; 
 the cost of the block in final position was $15.30 per cubic yard. 
 
 The cost of fabrication by machinery of Teil beton for artificial 
 blocks, at any point near New York, may be estimated as follows, 
 adopting the proportions actually employed by French engineers of 
 590 Ibs.-Teil hydraulic lime per cubic yard of sand, producing 1.10 
 cubic yards of mortar, and one volume of Teil mortar to two vol- 
 umeS of broken stone. Teil hydraulic lime costs $21.75 per ton, 
 delivered in dock, New York ; the cost of sand, broken stone, and 
 labor is based upon the results obtained by General Gillmore in 
 1870 to 1871, in making concrete for the Staten Island Forts : 
 Teil Beton for Artificial Blocks, {New York,) 
 
 266 lbs. Teil lime, at $21.75 per ton of 2,240 lbs.... $2 58 
 1.45 cub. yds. of sand, at 36c. per cubic yard 0 16 
 
 0.50 cubic yard Teil mortar. 
 
 1 " " of broken stones and pebbles, at 
 
 $2.00 per cubic yard 2 00 
 
 Fabrication of beton (mixing, transporting to 
 moulds, ramming), inclusive of taking moulds 
 apart, cost of moulds, etc., and groove boxes 1 60 
 
 Cost of Teil beton per cubic yard of block $6 34 
 
 Lifting, transporting, immersing, inclusive of cost 
 
 of plant 2 00 
 
 General expenses -^-^j 0 42 
 
 Profit of contractor 0 88 
 
 Total cost per cubic yard of artificial block in 
 
 final position $9 64 
 
 In betons made with Portland cement, it is a common practice to 
 cheapen the product by employing equal volumes of cement and 
 slaked ground non-hydraulic lime in powder, instead of cement 
 alone. 
 
 With Portland cement alone, weighing 106 lbs. to the bushel, 
 it is expensive to fulfil the conditions of a good mortar by filling 
 
60 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 the voids in the sand, and the use of the common lime is to rem- 
 edy the lack of volume of the cement at the expense of homogene- 
 ity, and of a better resistance to the action of sea-water. 
 
 The opinion is gaining ground among many engineers, that it is 
 preferable to employ a single lime or cement at a time in a mortar 
 or beton instead of various mixtures, and that a good hydraulic 
 lime used by itself is better than a mixture of a good cement and 
 an ordinary lime, or of an ordinary lime and pozzuolana. 
 
 Teil lime weighing 56 lbs. to the bushel, gives not far from 
 double the volume of the same weight of Portland cement. It is 
 strongly hydraulic, very uniform in composition, and as its quality 
 is invariable, Teil lime produces very homogeneous mortars and 
 betons, which resist the action of sea- water. 
 
 For artificial blocks for marine structures, a beton of first rate 
 quality can be made as above mentioned, for $6.34 per cubic yard of 
 finished block. The same beton, in which the Teil lime, weighing 
 266 lbs., has been replaced by an equal volume of Portland cement, 
 w^eighing 504 lbs. (at $20.60 per gross ton), would cost, the other 
 items remaining the same, $8.39 per cubic yard of finished block, 
 showing an increased cost of about 30 per cent. 
 
 If one-half of the volume of Portland cement is replaced by a 
 common lime (252 lbs. of cement, at $20.60, and 178 lbs. of lime at 
 $5 per gross ton), the other items remaining the same, the economy 
 obtained by the use of Teil beton is about $0. 14 per cubic yard, the 
 prices of both betons being respectively $6.48 and $6.34 per cubic 
 yard of block. In this case the chief advantage attending the use 
 of Teil hydraulic lime, is that a more reliable and homogeneous 
 beton is obtained, which can be depended upon to resist the action 
 of the sea. 
 
APPENDIX— HYDRAULIC LIME OF TEIL. 
 
 61 
 
 CERTIFICATES. 
 Port of Marseilles. (Mediteeeanean- Sea.) 
 
 !• Teil lime, from the quarries of Messrs. L. and E. Pavin de 
 Lafarge, has been employed for upwards of 16 years in the depart- 
 ment of Bouches-du-Ehone. It has been used almost exclusively 
 in the construction of La Jolliette and of the Frioul, notably in the 
 fabrication of artificial blocks for the exterior slope of the jetties 
 where they would receive the shock of the waves, and in the 
 masses of concrete for the foundations of quay walls. The con- 
 crete in the artificial blocks was immersed after a preliminary dry- 
 ing in air for several months ; the masses of concrete for foundations 
 were immersed green. 
 
 All the works made with this lime have resisted perfectly the 
 chemical action of salt water, and the shock of the waves. Of the 
 great number of mortars made of various hydraulic limes on which 
 we have experimented to determine the tensile strength, those made 
 of Teil lime occupy the first place. Teil mortars have been used 
 both in fresh and salt water, in masonry and as a coating. In 
 these uses we have also found them far superior to other hydraulic 
 mortars. 
 
 The Engineer-in- Ordinary, 
 
 (Signed) Pascal. 
 
 Maeseilles, VJth Feb,^ 1855. 
 
 2. To-day, on the termination of the works of the Napoleon 
 Basin and of those of the Marseilles Docks and Warehouses Basins, 
 exclusively constructed with the hydraulic limes of Teil (Ardeche) 
 derived chiefly from the quarrries of MM. Pavin de Lafarge, we 
 can testify to the superiority of these limes. 
 
 The Engineer-in Chief, 
 (Signed) Pascal, 
 
 Maeseilles, 13 Feh.^ 1867. 
 
 3. The undersigned, Engineer-in-Chief of Bridges and High- 
 ways, charged with the direction of the works of the I'ort of Mar- 
 
62 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 sellles, certifies that since 1840 the hydraulic limes of Teil have 
 been exclusively employed in these vrorks, of which the value is 
 about fifty millions, and that they have given the best results. 
 
 It was on account of these ascertained facts that in nearly all the 
 great works of the Mediterranean Ports recourse was had to these 
 limes. 
 
 We would mention Algiers, Port Said on the Suez Canal, and 
 the Port of Trieste. 
 
 (Signed) Pascal. 
 
 Maeseilles, Nov., 1872. 
 
 4. I, the undersigned, Engineer in Ordinary of Bridges and 
 Highways, in charge of the Works of the Second Maritime Divis- 
 ion of the Bouches-du-Ehone, certify that the firm of Mathieu Cou- 
 turier (now SouUier & Brunot), lessee of the Hydraulic Lime 
 Quarry of " Detroit,'' situated in the Commune of Teil (Ardeche) 
 and belonging to that Commune, has been allowed since the year 
 1858, simultaneously with MM. Pavin de Lafarge, to furnish the 
 Teil hydraulic limes required for the Maritime Works of the Bou- 
 ches du Phone and that it has since that date received the adjudi- 
 cation of seven contracts for the Second Division as follows : 
 
 Dec. 22, 1859. Construction of Draw-Bridge at 
 
 Martigues 1,400 Tons. 
 
 Sep. 29, 1864. Construction Graving Docks, Port 
 
 of Marseilles 6,500 
 
 Aug. 14, 1866. Completion of Sewers of Plombieres 
 
 and Aygalades, Pt. of Marseilles... 180 
 Oct. 24, 1868. Construction Graving Docks, Port 
 
 of Marseilles 2,200 
 
 Jan. 18, 1869. Construction Graving Docks, Port 
 
 of Marseilles 882^ " 
 
 Aug. 9, 1870. Construction Graving Docks, Port 
 
 of Marseilles 1,550 
 
 Aug 9, 1870. Construction Second Draw Bridge on 
 
 the Joliette Traverse 200 " 
 
 12,912| Tons. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 63 
 
 I certify, moreover, that the firm Mathieu Couturier always ful- 
 filled to the satisfaction of the Administration the obligations in- 
 curred by its contracts. 
 
 (Signed) Denaniel. 
 
 Marseilles, July 23, 1872. 
 
 Countersigned by the Chief Engineer of the Maritime Works, 
 
 (Signed) Pascal. 
 
 Marseilles, July 21 th, 1872. 
 
 5. I, the undersigned, Ingenieur Ordinaire des Fonts et Chaus- 
 sees, in charge of the Works of the First Maritime Division of the 
 Bouches-du-Ehone, certify that the Association formerly known 
 under the firm name of Couturier, SouUier & Co., and at present 
 as SouUier & Brunot, which Association is lessee of the Hydraulic 
 Lime Quarry of " Detroit," situated on the Commune of Teil (Ar- 
 deche), and belonging to that Commune (the said Association being 
 represented successively before the Administration by M. Couturier 
 and M. SouUier), has been allowed since the year 1858, simulta- 
 neously with Messrs. Favin de Lafarge, to furnish the Teil Hy- 
 draulic Limes required for the Maritime Works of the Bouches-du- 
 Fhone, and that the said Association has, since the said date, fur- 
 nished a series of the said limes, destined for the works of the 
 above-named First Division, of which the dates, objects, and quan- 
 tities are enumerated as follows : 
 
 Adjudication, 15th July, 1858. Completion of the Belt Sewer of 
 
 the Fort of Marseilles 1200 Tons. 
 
 Adjudication, 13th Sept., 1859. Improvement of the 
 
 Quays of the Joliette Basin, Marseilles 350 " 
 
 Adjudication, 9th July, 1861. Construction of the 
 
 Quay Walls, Napoleon Basin, Marseilles 2450 " 
 
 Adjudication, 17th June, 1862. Fabrication of Arti- 
 ficial Blocks. Completion of Napoleon Basin 
 Jetty 4500 
 
 Adjudication, 12th May, 1864. Fabrication of Arti- 
 ficial Blocks for Jetties of Imperial Basin 9700 " 
 
64 
 
 APPENDIX — HYDRAULIC IIME OF TEIL. 
 
 From 1868 to 1871 various works at Port Ciotat (re- 
 charging the seaward slope of the prolongation of 
 the New Mole with artificial blocks. Underpin- 
 ning repairs of quay wall of Old Mole, and of 
 quay wall of the prolongation of New Mole. Ee- 
 construction of part of quay wall of Old Mole ; 
 construction of a shelter for fishing boats in the 
 Meadow Cove) 210 Tons. 
 
 Adjudication of October 25, 1871 (approved by Minis- 
 terial decision the following 27th December), re- 
 charging the seaward slope of the prolongation 
 of the New Mole with artificial blocks 175 " 
 
 18,585 Tons. 
 
 I certify, moreover, that MM. Couturier & Soullier have al- 
 ways fulfilled, to the satisfaction of the Administration, the obliga- 
 tions they had incurred towards it by undertaking to supply the 
 above materials. 
 
 (Signed) Andre. 
 
 Mabseilles, 24 July J 1872. 
 
 Countersigned by the Chief Engineer of the Maritime Works, 
 
 (Signed) Pascal. 
 
 Marseilles, July^ 1872. 
 Port Said. Suez Canal. 
 
 Compagnie Universelle ) 
 du \ 
 Canal Maritime de Sufz. ) 
 
 I, the undersigned, certify that the artificial blocks with which 
 the great Jetties of Port Said were constructed, from 1865 to 1868^ 
 by MM. Dussaud Bros., Contractors, under the superintendence 
 and inspection of the engineers of the Company, were made with 
 the hydraulic lime of Teil of MM. L. & E. Pavin de Lafarge, 
 and that with regard to quality, homogeneity, hardness, etc., etc., 
 this lime has always given excellent results. 
 
 I certify, moreover, that during the three years of the construe- 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 65 
 
 tion of these works, the establishment of Lafarge fnrnished for 
 them alone upwards of eighty thousand tons of lime. 
 
 For the President, 
 
 (Signed) Ch. A. De Lesseps. 
 
 Paeis, 11th January^ 1873. 
 
 Port of Toulon. (Mediteehaneak Sea.) 
 
 1. I certify that since more than 20 years that Teil 
 hydraulic lime has been used in the works of the port of 
 Tonlon, this lime has always given excellent results in sea- 
 water as well as in fresh water or exposed to the air, and 
 for coating masonry ; that no alterations have ever been ob- 
 served in the mortars made with this lime and used in sea- 
 water ; that in the works executed by the Navy at Port Vendres, 
 blocks of masonry with Teil lime have been constructed, and that 
 these blocks employed in the revetment of the mole have resisted 
 perfectly both the shock of the waves and the chemical action of 
 salt water. 
 
 The Engineer-in Chief of the Ponts et Chaussees, Director of 
 the Hydraulic Works of the Navy, 
 
 (Signed) Noel. 
 
 Toulon, lO^A Feb., 1855. 
 
 2. The Engineer-in-Chief of the Ponts et Chaussees, Director of 
 the Hydraulic Works of the Navy, certifies that, during the last 
 12 years, the hydraulic lime of Teil of MM. Pavin de Lafarge has 
 been almost exclusively employed at the Port of Toulon for all 
 marine structures, and particularly in the fabrication of 153,000 
 cubic metres of concrete for the three graving docks of Castigneau, 
 and that it has always given good results and a notable economy 
 over the use of pozzuolana. 
 
 The lime of Teil is also usually employed for the coating and 
 the cornices of masonry, and behaves very well exposed to air. 
 The result of a visit, which he has made recently, show? that the 
 blocks of the Port Vendres Jetty, made of Teil mortar, have 
 resisted the action of the sea perfectly, and that no perceptible 
 
66 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 alteration has been noticed in the works executed with Teil limo 
 during the last 25 years at Toulon. 
 
 (Signed) Raoul. 
 
 Toulon, Sd Jan,^ 1867. 
 
 Port of Cette. (Mediteeeanean Sea.) 
 
 1. The undersigned, Engineer-in-Ordinary of the Fonts et 
 Chaussees, certifies that the lime of Teil (Ardeche) is the only 
 lime employed for the maritime works of the Port of Cette since 
 1852 ; the works constructed since that date show great hardness, 
 and not the slightest trace of decomposition. 
 
 (Signed) Salva. 
 
 Cette, \Wi Jayi,, 1867. 
 
 2. The undersigned. Engineer of the Fonts et Chaussees, certifies 
 that the lime of Teil derived from the estabHshment of MM. 
 Couturier, Soulher & Co., has been employed in 1864 and 1865 for 
 the fabrication of artificial blocks of beton, and for the submerged 
 concrete of the foundations of the quays which were reconstructed 
 ia the Canal of Cette, and that it has given good results. 
 
 (Signed) Salva. 
 
 Cette, ^tJi April^ 1867. 
 
 Port Vendres. (Mediteeeanean Sea.) 
 
 I, the undersigned, Alfred Fasqueau, Engineer of the Fonts et 
 Chaussees, attached to the ordinary service of the Department of 
 Fyre'nees Orientales, and to the special service of the Fort and 
 Eailroad of Fort Vendres, certify that the artificial blocks of ma- 
 sonry made since 1844 with Teil-Lafarge hydraulic lime, for the 
 construction and preservation of the mole of Fort Vendres, are in a 
 state of perfect preservation, and do not show any trace of disinte- 
 gration. I certify, moreover, that the same lime has been almost 
 exclusively employed in our service for the construction of masonry 
 works of the Fort Vendres Eailroad, and of the Imperial Roads, 
 and that it has always given excellent results, with regard to 
 quickness in setting as well as to strength of the mortars made. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 67 
 
 In belief of which I have written this certificate, to give value 
 where it is due. 
 
 The Engineer in Ordinary, 
 
 ( Signed) Pasque atj. 
 
 Peepignan, l^th January^ 1867. 
 
 Port of Saint Malo. (British Channel.) 
 
 The undersigned, Engineer-in-Chief, certifies that the mortars 
 made of Teil lime and sea sand, used in the blocks of masonry, 
 and immersed in the sea during 8 years at Saint Malo, are to-day 
 very hard and in perfect preservation. 
 
 In belief of which this certificate has been delivered to M. de 
 Lustrac. 
 
 The Engineer-in-Chief, 
 (Signed) Bellinger. 
 Saint Malo, 30^^/^ August, 1862. 
 
 Pointe-de-Graye. (Bay or Biscay, Atlantic Ocean.) 
 
 The undersigned. Engineer in Ordinary, in charge of the defen- 
 sive works of the Pointe-de-Grave, Department of the Girande, cer- 
 tifies as follows : 
 
 He had constructed during the month of March, 1860, five 
 blocks, each 9 cubic metres in volume ; three were made of ordinary 
 masonry and two of beton, composed of three volumes of mortar 
 to five of pebbles. The mortar used contained 4 kilogrammes of 
 Teil lime furnished by M. Pavin de Lafarge, to 10 litres of sand. 
 
 These blocks were immersed on the Eastern slope of the Pointe- 
 de-Grave jetty, at the end of the month of May, 1860 ; a scouring 
 of the bed of the sea, which occurred on the 13th November, 1864, 
 having caused them to disappear in the sea, where they were cov- 
 ered by other blocks, it is no longer possible to verify the state of 
 preservation in which they aro at present. 
 
 Previous to the 13th November, 1864, these five blocks, w^hich 
 had been on several occasions minutely examined, did not show any 
 trace of decomposition. 
 
68 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 In belief of which the undersigned delivers this certificate to M, 
 Pavin de Lafarge, for him to use as he shall see fit. 
 
 (Signed) Eobaglia. 
 BoBDEATJX, 22(? January^ 1867. 
 
 Port of Saint- Jean-de-Luz. (Bay of Biscay, Atlantic Ocean.) 
 
 I, the undersigned, Engineer-in- Chief of the Fonts et Chaus- 
 sees, in charge of the service of the maritime virorks of the Basses- 
 Pyrenees and the Landes, certify that the mortar brick de- 
 livered to M. de Lustrac, agent of MM. Pavin de Lafarge, manu- 
 facturers of Teil lime, to be sent to the exhibition, was made on the 
 15th April, 1865, of a mixture of three parts in volume of sand to 
 one part of Teil lime, derived from the establishment of MM. 
 Pavin de Lafarge, and mixed with fresh water ; that it was depos- 
 ited on the 12th May, 1865, in the experimental bath of the Tour 
 des Signaux, at the mouth of the Adour river, filled with sea-water 
 renewed every eight days, and that it remained constantly immersed 
 until this day. 
 
 I certify, moreover, that since 1865, Teil lime has been employed 
 in the fabrication of small artificial blocks for the Sacoa break- 
 water, at the entrance of the bay of Saint-Jean-de-Luz, the actual 
 state of which blocks cannot be ascertained, as they were used in 
 the foundations and mixed with natural blocks and large artificial 
 blocks of Portland cement mortar. 
 
 The Engineer-in-Chief of Maritime Works, 
 
 (Signed) Daguenet. 
 
 Bayonne, 2c? January^ 1867. 
 
 Port of Barcelona (Mediterranean Sea.) 
 
 1. D. Jose Kafo, Inspector generale de segunda clase del Cuerpo 
 de Ingenieros de Caminos, Canales y Puertos, Caballero de la 
 Eeal y distinguida orden de Carlos Tercero, etc. 
 
 Certifico : Que como director que he sido de la obras del Puerto 
 de Barcelona, he empleado para la confeccion de los sillares artifi- 
 ciales de hormigon hidraulico de muelle de la muralla de mar, la 
 
\^ 
 
 APPENDIX — HYDRAULIC LIME OF TEIL:;^ fiSi 
 
 •cal liidraulica de Teil del establecimiento de MM. L. et E.:^Pav^n d^^ 
 Lafarge cuyo material ha correspondido perfectamente al oHjefo a 
 •que se destiuo, dando resultados sumamente satisfactorios. 
 
 Y para que conste asi donde eonvenga, espido este documento a 
 petieion del interesado, en Barcelona a quince de noviembre de mil 
 •ochocientos sesenta y seis. 
 
 (Signed) Jose Rafo. 
 
 Baecelone Ibth JVov.j 1866. 
 
 2. Don Mauricio Garrau, Comendador de la Eeal distinguida 
 orden de Isabel la Catolica, Ingeniero jefe del cuerpo de caminos, 
 canales y puertos. Jefe de la provincia de Barcelona, etc. 
 
 Certifico : que se ha marcado con el sello de la oficina de obras 
 publicas de esta provincia, una muestra de hormigon, cortada de 
 uno de los bloques construidos por los SS. Delsol y Martin para las 
 obras del puerto de Barcelona, que se hallan baso me direccion, y 
 cuyo bloque fue construido el dia 6 de octubre de 1863 y sumer- 
 gido en el mar en abril de 1864, en donde ha permanecido hasta el 
 presente. 
 
 El hormigon, que le constituye, esta compuesto en volumenes 
 iguales : de una parte de cal hidraulica de Teil y dos de arena de 
 mar para formar la mezcla o mortero hidraulico ; y tres partes de 
 este con cinco de piedra machacada, para construir el hormigon. 
 
 Y para que conste, y a petieion de los SS. Delsol y Martin expido 
 la presente en Barcelona a trece de marzo de mil ochocientos sesenta 
 y siete. 
 
 (Signed) Maueicio Gaerau. 
 
 Port of Algiers. (Mediteeeanean Sea). 
 
 The undersigned, Engineer-in-Chief of the Fonts et Chaussees, 
 <?ertifies that the lime of Teil, derived from the quarries of MM. 
 Pavin de Lafarge, has been employed since 1852 in the hydraulic 
 works of the Port of Algiers. 
 
 Mixed ^ with sea-sand, it has been used in the fabrication of 
 mortars for concrete immediately immersed, and for artificial blocks 
 immersed after a previous drying in air of from two to two and a 
 
70 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 half months, according to the season, and the method of use by sea 
 and by land. The mortars thus made have acquired very great 
 hardness, and to-day they do not show any trace of alteration or 
 decomposition by the shock of the waves or by the chemical action 
 of sea-water. 
 
 The Engineer-in-Chief certifies, moreover, that Teil lime has 
 been employed successfully in the works in the sea, and that it is 
 very hydraulic, very active and quick, and very homogeneous. 
 
 J. DE Serey. 
 
 Algiers, 1th March^ 1867. 
 
 Port of Oran. (Mediterranean Sea.) 
 
 I, the undersigned, Engineer-in-Ordinary of the Fonts et Chaus- 
 sees, in charge of the hydraulic works of the Port of Oran, certify, 
 that the piece of concrete delivered to the firm Pavin de Lafarge 
 du Teil (Ardeche), was taken in February, 1861, from an artificial 
 block of 15 cubic metres, immersed in the jetties of the Port of 
 Oran in 1853, after a sojourn of 13 years in the sea ; that the con- 
 crete was composed of one part of mortar and two parts of broken 
 stone, and the mortar was composed of 350 kilogrammes of ^eil 
 lime, derived from the establishment of Pavin de Lafarge, to one 
 cubic metre of sand. 
 
 F. EOBIN. 
 
 Oran, 8^A February^ 1867. 
 (Countersigned.) 
 
 The Engineer-in-Chief, 
 
 ArcouR. 
 
 Port of Philippe ville. (Mediterranean Sea.) 
 
 The undersigned. Engineer of the Fonts et Chaussees, certifies 
 that the fragment of block attached to this certificate was made on 
 the 22d March, 1862, and immersed on the 15th October, 1863, on 
 the interior of the small enclosed basin of the Fort of Fhilippeville. 
 
 The beton composing this sample is composed of two volumes of 
 broken stone and one volume of ^mortar ; the mortar itself contains 
 
APPENDIX — HYDEAULIC LIME OF TEIL. 
 
 71 
 
 per cubic metre of sand, 370 kilogrammes of Teil lime sold by the 
 firm of Pavin de Lafarge ; the lime is delivered at Philippeville, 
 screened in powder, and enclosed in sacks. 
 
 Besides its well-known qualities, the lime of MM. Pavin de 
 Lafarge is distinguished by an absolute homogeneity. 
 Certified by the Engineers in charge of the Works. 
 For the Engineer-in-Chief, De Lannoy, Absent, 
 
 The Engineer-in-Ordinary, 
 (Signed) Gay. 
 
 CoNSTANTiNE, 28^A t7a/^., 1867. 
 
 Port of Ajaccio. (Mediterranean Sea, Corsica.) 
 
 I, the undersigned, Ingenieur Ordinaire des Ponts et Chausse'es, 
 certify that the blocks of concrete numbered consecutively from 1 
 to 10, are derived from the end of the Margonojo jetty (Port of 
 Ajaccio), executed in 1861 by myself, under the direction of M. 
 Yogin, Chief-Engineer of the Department. 
 
 The concrete consisted of three parts of broken stone and two 
 parts of hydraulic mortar ; the mortar consisted of 8 parts of sand 
 to 5 of hydraulic lime from the quarries of Teil (Ardeche), belong- 
 ing to MM. Pavin de Lafarge. 
 
 Tlie blocks in question formed part of the foundation of the jet- 
 ty ; they were taken from about 10 centimetres below the level of 
 the sea. 
 
 I certify, moreover, to having employed Teil hydraulic lime (quar- 
 ries of MM. de Lafarge) in various works in the sea, and I declare 
 that the mortars and concretes manufactured with this lime have 
 until now resisted perfectly and have given excellent results. 
 
 (Signed) Koziarowicz. 
 
 Ajaccio, 11th Feb., 1867. 
 
 Port of Bastia. (Mediterranean Sea, Corsica.) 
 
 1. The block of concrete which is to figure in the Exhibition of 
 1867, and which bears a ticket giving the number of the present 
 
72 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 certificate, was obtained from one of the artificial blocks of the 
 revetment of the ancient jetty of the Mole Genois. 
 
 This artificial block, of which the upper surface is 0.60 metre 
 below the level of low tide, was made and submerged in 1852, at 
 which time the works were directed at Ajaccio by M. Hernoux, 
 Engineer-in-Chief, and at Bastia by M. Vogin, then Engineer-in- 
 Ordinary of the Northeast Division, and at present Engineer-in- 
 Chief of the Department. The concrete in question consisted of 2 
 parts of broken stone and one part of hydraulic mortar ; the mor- 
 tar was composed of 0.90 in volume of sand to 0.62 in volume of 
 lime manufactured at Bastia with Teil limestone. A large num- 
 ber of concrete foundations and artificial blocks of concrete have 
 been made at Bastia with Teil lime from the firm of Pavin de La- 
 farge. These concretes have until now resisted successfully the ac- 
 tion of the sea ; the sample to which the present certificate refers 
 was chosen as belonging to one of the oldest blocks ; the operations 
 were under the supervision of M. Bonavia, Chief Conductor in the 
 Ponts et Chaussees. 
 
 Certified as correct by the undersigned Ingenieur Ordinaire, 
 
 (Signed) Doniol. 
 
 Bastia, mii Jan., 1867. 
 
 2. I, the undersigned, Ingenieur Ordinaire of the Ponts et Chaus- 
 feees resident at Bastia (Corsica), certify that the hydraulic lime 
 from the Detroit quarries situated in the Commune of Teil (Ar- 
 deche) and worked by MM. Couturier, Soullier & Co., is designated 
 in the specifications of the department for works in the sea simul- 
 taneously with the lime derived from the Teil quarries of MM. Pa- 
 vin de Lafarge. I certify, moreover, that the lime of MM. Coutu- 
 rier, Soullier & Co., is employed actually for the South Quay of the 
 Port of Bastia, where until now it has given good results. 
 
 (Signed) Doniol. 
 
 Bastia, 1th March, 1867. 
 
 Countersigned and approved by the undersigned Chief Engineer. 
 
 (Signed) Vogin. 
 
 Ajaccio, Wth March, 1867. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 73 
 
 Port of Isle-RoilSSe. (Mediteeeanean Sea, Corsica.) 
 
 The Mayor of the town of Isle-Eoiisse, Department of Corsica, 
 certifies that the fragment of a block, sent to-day as a sample by 
 M. Padorami of this town, to the firm of Pavin de Lafarge, at 
 Marseilles, has been detached from a huge block immersed in the 
 sea in 1852 during the construction of the works of this port, con- 
 sisting of pebbles mixed with sand and hydraulic lime under the 
 superintendence of M. Lacroix, Ingenieur-en-Chef des Ponts et 
 Chaussees, and M. Lesguittier, Ingenieur- Ordinaire. In belief of 
 which he has delivered the present certificate. 
 
 The Mayor, 
 
 PiCCIONI. 
 
 Isle-Eousse, Feb,^ 1867. 
 
 Port of La Spezzia. (Mediterranean Sea. Italy.) 
 
 1. Genio Militare. 
 
 Derezione di Spezia Marina. 
 Arsenale Militare Marittimo di Spezzia. 
 II sotto scritto in seguito a richista delli Signori Pavin Lafarge, 
 fabbricanti di calce idraulica del Teil (Ardeche) dichiara che nei 
 diversi lavori idraulici di questo arsenale marittimo venne impie- 
 gata al giorno d'oggi una quantita di circa tonnellate 3,000 di detta 
 €alce del Teil e che y risultati ottenuti riescirono sempre pienamente 
 soddisfacenti. 
 
 Tanto attesta il sotto scritto per la pura verita. 
 
 Tl Maggiore Generale Direttore, 
 
 (Signed) Chiodo. 
 
 Spezia, il 7 Fehbrajo^ 1867. 
 
 2. Servizio del Genio Militare. 
 
 Arsenale Militare Marittimo di Spezzia. 
 Nei lavori di costruzione di questo arsenale militare Marittimo di 
 Spezia si consumaiono nello spazio di un' anno 4,000 Tonnellate di 
 calce idraulica del Teil (Ardeche) proveniente dalla fabrica dei 
 Signori Pavin de Lafarge et Couturier, Soullier & Co., la quale 
 
74 
 
 APPENDIX — HYDKAULIC LIME OF TEIL. 
 
 deide ottimi risultati in ogni genere di costruzione sia quando 
 venne impiegata nella formazione all' as ciutto dei muri dell Dar- 
 sene in cui dopo pochi giorni venne introdotto 1 'aequa nel qual 
 lavoro si pote osservare prima una repentina presa si detta calci 
 fuori acqua e poscia una resistenza assoluta al constatto delle acqua, 
 sia quando fu adoperata per la formazione di ealcestruzzo versato 
 nel mare e di massi artificiali eseguiti fuori acqua nei quali si 
 verifico dopo poco tempo un solido indurimento resistente a forti 
 pressioni senza cedimento o sgranaraento. 
 
 Percio questa Direzione del Genio Militare si erede in obligo di 
 manifestare a codesti Signori Provveditori la sua plena soddis- 
 fazione sulla buena qualita ed ottini risultati dati dalla sopradetta 
 ealce e sul perfetto confezionamento in cui essa arrive finora in 
 questo porto. 
 
 II Maggiore Gene'rale Direttore, 
 
 (Signed) Chiodo. 
 
 Spezzia, 2 Apr He, 1867. 
 
 City of Tunis, (Mediteeeanean Sea.) 
 Praises be to the One God. 
 
 The general of brigade, Mohammed, chief of the municipality of 
 Tunis, who has affixed his seal to the foot of these presents, certi- 
 fies at the request of MM. Pavin de Lafarge, manufacturers of 
 hydraulic lime, to having had extracted from cisterns constructed 
 in 1863, with the hydraulic lime of this manufacture, a block of 
 concrete, which bears as a stamp the seal of the Consulate General 
 of France at Tunis. 
 
 He declares, moreover, that the composition of this concrete is 
 350 kilogrammes of hydraulic lime to each cubic metre of sand. 
 Written the 13th of Ohoual, 1283. 
 
 The Chief of the Municipality of Tunis, 
 
 (Signed) Kava Mohammed. 
 
 \lth February, 1867. 
 
APPENDIX — HYDR VULIC LIME OF TEIL. 
 
 75 
 
 City of Odessa. (Black Sea, Eussia.) 
 
 The Paving Committee of the City of 0 less a has given this cer- 
 tificate to MM. Pavin de Lafarge, manufacturers of hydraulic lime in 
 the village of Teil (France), and furnishers of this lime for the gran- 
 ite pavement of Odessa, to certify that the sample of pavement de- 
 livered to them was taken out on the 8th inst. from the pavement 
 of the military causeway, put down in 1863. The model is one 
 archine in length, and over one-half an archine in breadth ; it con- 
 sists of ten stones each of seven inches, and is sealed at the four 
 corners with the seal of the President of the Committee. The pres- 
 ent certificate is certified to by the signature of the President of 
 the Committee, the counter signature of the Secretary, and stamped 
 with the same seal as the pavement model. 
 
 The President of the Committee, Actually Councillor of State, 
 (Signed) Andbiesski. 
 
 The Secretary, 
 (Signed) Fialkovski [l. s]. 
 
 Odessa, 23(? Feb., 1867. 
 
 Proyince of Constantine. (Algeria.) 
 
 AVe, the undersigned, Ingenieur en Chef des Ponts e t Chaussees, 
 of the Constantine Division, declare that we have employed the hy- 
 draulic lime of Teil, from the kilns of MM. Pavin de Lafarge for a 
 great number of various kinds of works, in fresh water as well as 
 in the sea, on the shores of the Mediterranean, and that we have 
 observed in this lime all the qualities of an eminently hydraulic 
 lime of the first order. Not only have the mortars made with this 
 lime acquired in a short time a very great hardness, but they do 
 not appear to be susceptible to decomposition by the sea-water of 
 the Mediterranean. Employed in air, Teil mortars are susceptible 
 of forming masonry of much greater strength than common mason- 
 ry, and we have observed that in the bridge of El-Kantara during 
 the trial loads made in 1864, the piers of this bridge, built of 
 limestone and Teil lime, supported during 48 hours without dam- 
 age a pressure of 18 kilogrammes per square centimetre. 
 
76 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 We would add that during great heats, many limes are of diffi- 
 cult use, and the mortars made with them are subject to rapid al- 
 teration. Now we have observed that the masonry of the El- 
 Kantara Bridge acquired in a short time very great solidity, 
 although during the execution of the works the solar heat was 
 frequently as high as 50 to 57° C. 
 
 (Signed) De Lannoy. 
 
 CoNSTANTiNE, 21th April, 1866. 
 
 Canal of Forez. (Fhance, Dept. of the Loire.) 
 
 The undersigned, Ingenieur Ordinaire des Fonts et Chaussees, 
 certifies that MM. Couturier, SouUier & Co., manufacturers of lime 
 of Toil (Ardeche), have furnished in 1866 two thousand and sixty- 
 three tons (2,063 tons) of screened lime for the first division of 
 the Forez Canal, and that from the experiments daily made in the 
 workshops the Toil lime of the above named manufacturers is as 
 eminently hydraulic as that of the Lafarge Works, which was 
 used at the same time in the same works. 
 
 (Signed) FEUESTEm. 
 
 St. Etienne, 80th March, 1867. 
 
 Mont Cenis Tunnel. 
 
 The undersigned. Engineer of Bridges and Highways, attached 
 to the Construction of Eailroads of the Faris-Lyons-Mediterranean 
 Co., certifies having made frequent use of Toil hydraulic lime (Ar- 
 deche) in the works under his direction, and having always ob- 
 tained excellent results, as well in works under water as in tun- 
 nels and other works. 
 
 In the St. Michel Section, especially in the Mont Cenis Tunnel 
 (13 miles), this lime was used to the extent of upwards of 5,000 
 tons, notwithstanding the distance from the kilns, and the increase 
 of cost due to transportation. It rendered services which were 
 highly appreciated in all works which required exceptional hydrau- 
 lic qualities. 
 
 The Engineer of the F. L. M. E. E. Co., 
 
 (Signed) F. Moris. 
 
 Chambeey, 9th Nov,, 1872. 
 
APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 77 
 
 Railroads. 
 
 1. Lyons & Mediterranean Railroad. 
 
 I certify that I have frequently used since a long time the hy- 
 draulic lime of Teil in the works of all kinds which I have had 
 executed in the south of France, and always with uniform success. 
 
 The activity of these limes, their homogeneity, and the uniform- 
 ity of the results which they give, are admitted without question 
 by all the engineers of the South. 
 
 The use of the methods of crushing and screening, first put in 
 practice by M. de Villeneuve, add still more to its qualities, and 
 contribute in placing to-day the lime of Teil at the head of all the 
 hydraulic limes of France. 
 
 The Ingenieur-en-Chef des Fonts et Ohaussees, Director of 
 the Faris-Mediterranean F. E. Co., 
 
 (Signed) Faulin Talabot. 
 
 Faeis, 12th March, 1855. 
 
 2. Southern Railroad, 
 
 The undersigned. Engineer of the Southern Failroad Co., certi- 
 fies that the contractors of the Bridges of Finsaguel, on the Ga- 
 ronne river, and of Saverdun, on the Ariege river (St. Simon & 
 Foix Eailroad), as well as of the Castelnaudary Tunnel (Castel- 
 naudary & Castres Eailroad), have employed in the construction of 
 a large portion of these works, the Teil hydraulic lime, derived 
 from the establishment of MM. Couturier. 
 
 He certifies moreover that the use of this lime has given excel- 
 lent results. 
 
 (Signed) Guillaume. 
 
 Castees, 2%th July, 1864. 
 
 Countersigned. 
 
 The Chief Engineer of the Castres Division, 
 
 (Signed) A. Alby. 
 
 Castees, Vlth Oct., 1864. 
 
78 
 
 APPENDIX — HYDRAULIC LIME OF TEIL. 
 
 3. Paris-LyonS'Mediterrcmean Bailroad. 
 
 The undersigned, Chief Engineer of the Paris-Lyons- Mediter- 
 ranean E. R. Co., at Marseilles, certifies that since the 27th Feb., 
 1855, at which time he gave a certificate stating the good results 
 obtained by him in the use of the hydraulic limes of the establish- 
 ment of MM, L. and E. Pavin deLafarge at Teil (Arde3he), he has 
 constantly used the lime of MM. de Lafarge, in the works of the 
 Paris-Lyons-Mediterranean E.E. Co., as well as in the construc- 
 tions of the Marseilles Docks and Warehouse Co., for the parts of 
 said works most subjected to humidity or strains, and that he has 
 never ceased to obtain perfectly satisfactory results. 
 
 (Signed) J. Desplaces. 
 
 Marseilles, 1th March^ 1867. 
 
Plan 
 
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 HYDRAULIC LIME OF TEIL, 
 
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 of the most able of the educators of Europe." — The Technologist. 
 
2 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Francis' Lowell Hydraulics. 
 
 Third Edition* 
 
 4t(). Cloth. $15.00. 
 
 LOWELL HYDEAULIC EXPEEIMENTS — being a Selec- 
 tion from Experiments on Hydraulic Motors, on tlie Flow of 
 Water over Weirs, and in Open Canals of Uniform Rectangular 
 Section, made at Lowell, Mass. By J. B. Fkaxcis, Civil Engineer. 
 Third edition, revised and enlarged, including many New Ex- 
 periments on Gauging Water in Open Canals, and on the Flow 
 through Submerged Orifices and Diverging Tubes. With 23 
 copperplates, beautifully engraved, and about 100 new pages of 
 text. 
 
 The work is divided into parts. Part I., on hydraulic motors, includes 
 ninety-two experiments on an improved Fourneyron Turbine Water- Wheel, 
 of about two hundred horse-power, with rules and tables for the construction 
 of similar motors ; thirteen experiments on a model of a centre- vent Avater- 
 wheel of the most simple design, and thirty-nine experiments on a centre-vent 
 water-wheel of about two hundred and thirty horse-power. 
 
 Part II. includes seventy-four experiments made for the purpose of deter- 
 mining the form of the formula for computing the flow of water over weirs ; 
 nine experiments on the effect of back-water on the flow over weirs; eighty- 
 eight experiments made for the purpose of determining the formula for com- 
 puting the flow over weirs of regular or standard forms, with several tables 
 of comparisons of the new formula with the results obtained by former experi- 
 menters ; five experiments on the flow over a dam in which the crest was of the 
 sama form as that built by the Essex Company across the Merrimack River at 
 Lawrence, Massachusetts ; twenty-one experiments on the effect of observing 
 the depths of water on a weir at different distances from the weir ; an exten- 
 sive series of experiments made for the purpose of determining rules for 
 gauging streams of water in open canals, with tables for facilitating the same ; 
 and one hundred and one experiments on the discharge of water through sub- 
 merged orifices and diverging tubes, the wkole being fully illustrated by 
 twenty-three double plates engraved on copper. 
 
 In 1855 the proprietors of the Locks and Canals on Merrimack River con- 
 sented to the publication of the first edition of this work, which contained a 
 selection of the most important hydraulic experiments made at Lowell up to 
 that time. In this edition the principal hydraulic experiments made there, 
 subsequent to 1855, have been added, including the important series above 
 mentioned, for determining rules for the gauging the flow of water in open 
 canals, and the interesting series on the flow through a submerged Ycnturi's 
 tube, in which a larger flow was obtained than any we find recorded. 
 
D, VAN NOSTRAND, 3 
 
 Francis on Cast-iron Pillars. 
 
 8vo. Cloth. $2.00. 
 
 ON THE STEENGTH OF CAST-IEON PILLAES, with Tables 
 for the use of Engineers, Architects, and Builders. By James B. 
 Feancis, Civil Engineer. 
 
 Merrill's Iron Truss Bridges. 
 
 Second Edition, 
 4to. Cleth. $5.00. 
 
 lEON TEUSS BEIDGES FOE EAILEOADS. The Method of 
 Calculating Strains in Trusses, with a careful comparison of the 
 most prominent Trusses, in reference to economy in combination, 
 etc., etc. By Brevet Colonel William E. Merrill, U.S.A., 
 Major Corps of Engineers. Nine lithographed plates of illustra- 
 tions. 
 
 " The work before us is an attempt to give a basis for sound reform in this 
 feature of railroad engineering, "by throwing ^ additional light upon the 
 method of calculating the maxima strains that can come upon any part of a 
 bridge truss, and upon the manner of proportioning each part, so that it shall 
 be as strong relatively to it^ own strains as any other part, and so that the 
 entire bridge may be strong enough to sustain several times as great strains 
 as the greatest that can come upon it in actual use.' ' ' — ScienUjic American. 
 
 " The author has presented his views in a clear and intelligent manner, and 
 the ingenuity displayed in coloring the figures so as to present certain facts 
 to the eye forms no inappreciable part of the merits of the work. The reduc- 
 tion of the * formulae for obtaining the strength, volume, and weight of a cast- 
 iron pillar under a strain of compression,' will be very acceptable to those who 
 have occasion hereafter to make investigations involving these conditions. As 
 a whole, the work has been well done." — Railroad Gazette, Chicago. 
 
 Humber's Strains in Girders, 
 
 18mo. Cloth. $2.50. 
 
 A HANDY BOOK EOE THE CALCULATION OF STEAINS 
 IN GIRDERS and Similar Structures, and their Strength, con- 
 sisting of Formula} and Corresponding Diagrams, with numerous 
 details for practical application. By William Humber. Fully 
 illustrated. 
 
4 
 
 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Shreve on Bridges and Roofs. 
 
 8vo, 87 w'cKxl-cut illustrations. Cloth. $5.00. 
 
 A TREATISE ON THE 8TEENGTH OF BEIDGES AND 
 EOOFS — comprising tlie determination of Algebraic formulas 
 for Strains in Horizontal, Inclined or Hafter, Triangular, Bow- 
 string, Lenticular and other Trusses, from fixed and moving 
 loads, witli practical applications and examples, for the use of 
 Students and Engineers. By Samuel H. Shreve, A.M., Civil 
 Engineer. Nearly ready. 
 
 The rules for the determination of strains given in this work, in the shape 
 of formulas, are deduced from a few well-known meclianical laws, and are not 
 baaed upon assumed conditions; the processes are given and applications 
 made of the results, so that it is equally valuable as a text-book for the 
 Student and as a manual for the Practical Engineer. Among the examples 
 are the G-reithausen Bridge, the Kuilemberg Bridge, a bridge of the Saltash 
 type, and many other compound trusses, whose strains are calculated by 
 methods which are not only free from the use of the higher mathematics, but 
 are as simple and accurate, and as readily applied, as those which are used in 
 proportioning a Warren Girder or other simple truss. 
 
 The Kansas City Bridge. 
 
 4to. Cloth. $6.(>0 
 
 WITH AN ACCOUNT OF THE EEGIMEN OF THE MIS- 
 SOUEI E.IVER, and a description of the Methods used for 
 Founding in that Biver. By 0. Chanute, Chief Engineer, and 
 George Moeisok, Assistant Engineer. Illustrated with five 
 lithographic views and twelve plates of plans. 
 
 Illustrations. 
 
 Views. — View of the Kansas City 
 Bridge, August 2, 1869. Lowering 
 Caisson No. 1 into position. Caisson 
 for Pier No. 4 brought into position. 
 View of Foundation Works, Pier No. 
 4. Pier No. 1. 
 
 Plates. — I. Map showing location 
 of Bridge. II. Water Record — Cross 
 Section of Hiver — Profile of Crossing 
 — Pontoon Protection. III. Water I 
 Deaden^r — Caisson No. % — Founda | 
 
 tion Works, Pier No. 3. IV. Founda- 
 tion Works, Pier No. 4. V. Founda- 
 tion Works, Pier No. 4. VI. Caisson 
 No. 5— Sheet Piling at Pier No. 6— 
 Details of Dredges — Pile Shoe — Beton 
 Box. VII. Mcisonry — Draw Protec- 
 tion — False Works between Piers 3 
 and 4. VIII. Floating Derricks. 
 IX. General Elevation — 176 feet span. 
 I X. 248 feet span. XX Plans of Draw. 
 1 XII. Strain Diagrams. 
 
D. VAN NOSTRAIsTD, 
 
 5 
 
 Clarke's Quincy Bridge. 
 
 4to. Cloth. $7.50. 
 
 DESCEIPTION OF THE lEON EAILWAY Bridge across the 
 Mississippi Eiver at Quincy, Illinois. By Thomas Ctjetis Clarke, 
 Chief Engineer. Illustrated with twenty-one lithographed 
 plans. ' 
 
 Illustrations. 
 
 Plates. — General Plan of Missis- 
 sippi River at Quincy, showing loca- 
 tion of Bridge. Ha. Greneral Sections 
 of Mississippi River at Quincy, show- 
 ing location of Bridge. 116. General 
 Sections of Mississippi River at Quin- 
 cy, showing location of Bridge. III. 
 General Sections of Mississippi River 
 at Quincy, showing location of Bridge. 
 IV. Plans of Masonry. V. Diagram 
 of Spans, showing the Dimensions, 
 Arrangement of Panels, etc. VI. Two 
 hundred and fifty feet span, and de- 
 tails. VII. Three hundred and sixty 
 feet Pivot Draw. VIII. Details of 
 three hundred and sixty feet Draw. 
 IX. Ice-Breakers, Foundations of Piers 
 and Abutments, Water Table, and 
 
 Curve of Deflections. X. Founda- 
 tions of Pier 2, in Process of Con- 
 struction. XI. Foundations of Pier 
 3, and its Protection. XII. Founda- 
 tions of Pier 3, in Process of Construc- 
 tion, and Steam Dredge. XIII. Foun- 
 dations of Piers 5 to 18, in Process 
 of Construction. XIV. False Works?, 
 showing Process of Handling and Set- 
 ting Stone. XV. False Works for 
 Raising Iron Work of Superstructure. 
 XVI. Steam Dredge used in Founda- 
 tions 9 to 18.^ XVII. Single Bucket 
 Dredge used in Foundations of Bay 
 Piers. XVIII. Saws used for Cut- 
 ting Piles under water. XIX. Sand 
 Pump and Concrete Box. XX Ma- 
 sonry Travelling Crane. 
 
 Whipple on Bridge Building. 
 
 8vo, Illustrated. Cloth. $4.00. 
 
 AN ELEMENTAEY AND PRACTICAL TEEATISE ON 
 BRIDGE BUILDING. An enlarged and improved edition of 
 the Author's original work. By S. Whipple, C. E., Inventor of 
 the Whipple Bridges, &c. 
 
 The design has been to develop from Fundamental Principles a system easy 
 of comprehension, and such as to enable the attentive reader and student to 
 judge understandingly for himself, as to the relative merits of different plans 
 and combinations, and to adopt for use such as may be most suitable for the 
 cases he may have to deal with. 
 
 It is hoped the work may prove an appropriate Text-Book upon the subject, 
 treated of, for the Engineering Student, and a useful manual for the Practic- 
 ing Engineer and Bridge Builder. 
 
6 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Stoney on Strains, 
 
 New and Revised Edition^ with numerous illustrations. 
 
 8vo. In press. $15.00. 
 
 THE THEOEY OF STEAINS IN GIEDEES and Similar Struc- 
 tures, with Observations on the AppUcation of Theory to Practice, 
 and Tables of Strength and other Properties of Materials. By 
 BiNDEN B. Stoney, B. A. 
 
 Roebling's Bridges. 
 
 Imperial folio. Cloth. $25.00. 
 
 LONG AND SHOET SPAN EAILWAY BEIDGES. By John 
 A. EoEBLiNG, C. E. Illustrated with large copperplate engrav- 
 ings of plans and views. 
 
 List of Plates 
 
 1. Parabolic Truss Railway Bridge. 2, 3, 4, 5, 6. Details of Parabolic 
 Truss, with centre span 500 feet in the clear. 7. Plan and View of a Bridge 
 over the Mississippi River, at St. Louis, for railway and common travel. 8, 9, 
 10, 11, 12. Details and View of St. Louis Bridge. 13. Railroad Bridge over 
 the Ohio. 
 
 Diedrichs' Theory of Strains. 
 
 8vo. Cloth. $5.00. 
 
 A Compendium for the Calculation and Construction of Bridges, 
 Eoofs, and Cranes, with the Application of Trigonometrical 
 Notes. Containing the most comprehensive information in re- 
 gard to the Eesulting Strains for a permanent — t Load, as also 
 for a combined (Permanent and Polling) Load. In two sections, 
 adapted to the requirements of the present time. By John Died- 
 KiOHs. Illustrated by numerous plates and diagrams, 
 
 " The want of a compact, universal and popular treatise on the Construc- 
 tion of Roofs and Bridges — especially one treating of the influence of a varia- 
 ble load — and the unsatisfactory essays of different authors on the subject, 
 induced me to prepare this work." 
 
D, VAN NOSTRAND. 
 
 7 
 
 Whilden's Strengtli of Materials. 
 
 12mo. Cloth. $2.00. 
 
 ON THE STEENGTH OF MATEEIALS used in Engineering 
 Construction. By J. K. Whilden. 
 
 Oampin on Iron Roofs. 
 
 Large 8vo. Cloth. $3.00. 
 
 ON THE CONSTEUCTION OF lEON EOOFS. A Theoretical 
 and Practical Treatise. By Feancis Campin. With wood-cuts 
 and plates of Eoofs lately executed. 
 
 The mathematical formulas are of an elementary kind, and the process 
 admits of an easy extension so as to embrace the prominent varieties of iron 
 truss bridges. The treatise, though of a practical scientific character, may be 
 easily mastered by any one familiar with elementary mechanics and plane 
 trigonometry." 
 
 Holley's Railway Practice. 
 
 1 vol. folio. Cloth. $12.00. 
 
 AMEEICAN AND EUEOPEAN EAILWAY PEACTICE, in 
 the Economical Generation of Steam, including the materials 
 and construction of Coal-burning Boilers, Combustion, the Varia- 
 ble Blast, Yaporization, Circulation, Super-heating, Supplying 
 and Heating Feed- water, &c., and the adaptation of Wood and 
 Coke-burning Engines to Coal-burning ; and in Permanent Way, 
 including Eoad-bed, Sleepers, Eails, Joint Fastenings, Street 
 Eailways, &c., &c. By Alexandeh L. Holley, B. P. With 77 
 lithographed plates. 
 
 " This is an elaborate treatise by one of our ablest civil engineers, on the con- 
 struction and use of locomotives, with a few chapters on the building of Rail- 
 rot.ds. 5«- * AH these subjects are treated by the author, who is a 
 first-class railroad engineer, in both an intelligent and intelligible manner. The 
 facts and ideas are well arranged, and presented in a clear and simple style, 
 accompanied by beautiful engravings, and we presume the work will be regard- 
 ed as indispensable by all who are interested in a knowledge of the construc- 
 tion of railroads and rolling stock, or the working of locomotives." — Scientific 
 American. 
 
8 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Henricfs Skeleton Structures. 
 
 8vo. Cloth. $3.00. 
 
 SKELETON STEUCTUEES, especially in their Application to 
 the building of Steel and Iron Bridges. By Olaus Henrtci. 
 With folding plates and diagrams. 
 
 By presenting these general examinations on Skeleton Structures, with 
 particular application for Suspended Bridges, to Engineers, I venture to ex- 
 press the hope that they will receive these theoretical results with some confi- 
 dence, even although an opportunity is Avanting to compare them with practi- 
 cal results. O. H. 
 
 Useful Information for Railway Men. 
 
 Pocket form. Morocco, gilt, $2.00. 
 
 Compiled by W. G. Hamiltox, Engineer. Third edition, revised 
 and enlarged. 570 pages. 
 
 It embodies many valuable formulae and recipes useful for railway men, 
 and, indeed, for almost every class of persons in the world. The * informa- 
 tion ' comprises some valuable formulae and rules for the construction of 
 boilers and engines, masonry, properties of steel and iron, and the strength 
 of materials generally." — Railroad Gazette^ GlUcago. 
 
 Brooklyn Water Works. 
 
 1 vol. folio. Cloth. $20.00. 
 
 A DESCEIPTIVE ACCOUNT OF THE CONSTEUCTION OF 
 THE WOEKS, and also Eeports on the Brooklyn, Hartford, 
 Belleville, and Cambridge Pumping Engines. Prepared and 
 printed by order of the Board of Water Commissioners. AVith 
 59 illustrations. 
 
 Contents. — Supply Ponds — The Conduit— Ridge wood Engine House and 
 Pump Well — Ridge wood Engines — Force Mains — Ridge wood Reservoir — 
 Pipe Distribution — Mount Prospect Reservoir — Mount Prospect Engine 
 House and Engine — Drainage Grounds — Sewerage Works — Appendix. 
 
D, VAJSr NOSTBAN'D, 
 
 9 
 
 Kirkwood on Filtration. 
 
 4to. Cloth. $15.00. 
 
 EEPOET ON THE FILTEATION OF EIVEE WATEES, for 
 the Supply of Cities, as practised in Europe, made to the Board 
 of Water Commissioners of the City of St. Louis. By James V. 
 Kirkwood. Illustrated by 30 double-plate engravings. 
 
 Contents. — Report on Filtration — London "Works, General — Chelsea 
 Water Works and Filters — Lambeth Water Works and Filte.rs — Southwark 
 and Vauxhall Water Works and Filters — Grand Junction Water Works and 
 Filters — West Middlesex Water Works and Filters — New Kiver Water 
 Works and Filters — East London Water Works and Filters — Leicester Water 
 Works and Filters — York Water Works and Filters — Liverpool Water Works 
 and Filters — Edinburgh Water Works and Filters — Dublin Water Works 
 and Filters — Perth Water Works and Filtering Gallery — Berlin Water 
 Works and Filters — Hamburg Water Works and Reservoirs — Altona Water 
 Works and Filters — Tours Water Works and Filtering Canal — Angers Water 
 Works and Filtering Galleries — Nantes Water Works and Filters — Lyons 
 Water Works and Filtering Galleries — Toulouse Water Works and Filtering 
 Galleries — Marseilles Water Works and Filters — Genoa Water Works and 
 Filtering Galleries — Leghorn Water Works and Cisterns — Wakefield Water 
 Works and Filters — Appendix. 
 
 Tunner on Roll-Turning. 
 
 1 vol. 8vo. and 1 vol. plates. $10.00. 
 
 A TEEATISE ON EOLL-TUENING FOE THE MANUFAC- 
 TUEE OF lEON. By Peter TunxXer. Translated and adapted. 
 By John B. Pearse, of the Pennsylvania Steel Works. With 
 numerous wood-cuts, 8vo., together with a folio atlas of 10 litho- 
 graphed plates of Eolls, Measurements, &c. 
 
 " We commend this book as a clear, elaborate, and practical treatise upon 
 the department of iron manufacturing operations to which it is devoted. 
 The writer states in his preface, that for twenty-five years he has felt the 
 necessity of such a work, and has evidently brought to its preparation the 
 fruits of experience, a painstaking regard for accuracy of statement, and a 
 desire to furnish information in a style readily understood. The book should 
 be in the hands of every one interested, either in the general practice of 
 mechanical engineering, or the special branch of manufacturing operations to 
 which the work relates.' — American Artisan. 
 
10 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Grlynn on the Power of Water. 
 
 12mo. Cloth. 11.00. 
 
 A TEEATISE ON THE POWEE OF WATEE, as applied to 
 drive Elour Mills, and to give motion to Turbines and other 
 Hydrostatic Engines. By Joseph Glynn, F.E. S. Third edition, 
 revised and enlarged, with numerous illustrations. 
 
 Hewson on Embankments. 
 
 8vo. Cloth. $2.00. 
 
 PEINCIPLES AND PEACTICE OF EMBANKING LANDS 
 from Eiver Floods, as applied to the Levees of the Mississippi. 
 By AViLLiAM Hewson, Civil Engineer. 
 
 " This is a valuable treatise on the principles and practice of embanking" 
 lands from river floods, as applied to the Levees of the Mississippi, by a highly 
 intelligent and experienced engineer. The author says it is a first attempt 
 to reduce to order and to rule the design, execution, and measurement of the 
 Levees of the Mississippi. It is a most useful and needed contribution to 
 scientific literature. — Philadelphia Emning Journal, 
 
 Griiiier on Steel. 
 
 8vo. Cloth. $3.50. 
 
 THE MANUFACTUEE OF STEEL. By M. L. Grunek, trans- 
 lated from the French. By Lenox Smith, A. M., E. M., vnth an 
 appendix on the Bessemer Process in the United States, by the 
 translator. Illustrated by lithographed drawings and wood-cuts. 
 
 " The purpose of the work is to present a careful, elaborate, and at the 
 same time practical examination into the physical properties of steel, as well 
 as a description of the new processes and mechanical appliances for its manufac- 
 ture. The information which it contains, gathered from many trustworthy 
 sources, will be found of much value to the American steel manufacturer, 
 who may thus acquaint himself with the results of careful and elaborate ex- 
 periments in other countries, and better prepare himself for successful com- 
 petition in this important industry with foreign makers. The fact that this 
 volume is from the pen of one of the ablest metallurgists of the present day, 
 cannot fail, we think, to secure for it a favorable consideration. — Iron Age, 
 
D. VAN NOHTRAND, 
 
 11 
 
 Banerman on Iron. 
 
 12mo. Cloth. $2.00. 
 
 TEEATISE ON THE METALLUEGY OF lEON. Contain- 
 ing outlines of the History of Iron Manufacture, methods of 
 Essay, and analysis of Iron Ores, processes of manufacture of 
 Iron and Steel, etc., etc. By II. Bauerman. First American 
 edition. Ee vised and enlarged, with an appendix on the Martin 
 Process for making Steel, from the report of Abram S. Hewitt. 
 Illustrated with numerous wood engravings. 
 
 ^' This is an important addition to the stock of technical works published in 
 this country. It embodies the latest facts, discoveries, and processes con- 
 nected with the manufacture of iron and steel, and should be in the hands of 
 every person interested in the subject, as well as in all technical and scientific 
 libraries." — Scientific American. 
 
 Auchincloss on the Slide Yalve. 
 
 8vo. Cloth. $3.00. 
 
 APPLICATION OF THE SLIDE VALVE and Link Motion to 
 Stationary, Portable, Locomotive and Marine Engines, with new 
 and simple methods for proportioning the parts. By William 
 S. ArcHiNCLoss, Civil and Mechanical Engineer. Designed as 
 a hand-book for Mechanical Engineers, Master Mechanics, 
 Draughtsmen and Students of Steam Engineering. All dimen- 
 sions of the valve are found with the greatest ease by means of 
 a Printed Scale, and proportions of the link determined withoitt 
 the assistance of a model. Illustrated by 37 wood-cuts and 21 
 lithographic plates, together with a copperplate engraving of the 
 Travel Scale. 
 
 All the matters we have mentioned are treated with a clearness and absence 
 of unnecessary verbiage which renders the work a peculiarly valuable one. 
 The Travel Scale only requires to be known to be appreciated. Mr. A. writes 
 so ably on his subject, we wish he had written more. Ijondon En- 
 gineering. 
 
 We have never opened a work relating to steam which seemed to us better 
 calculated to give an intelligent mind a clear understanding of the depart- 
 ment it discusses. — Scientific American. 
 
12 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Slide "Valve by Eccentrics, by Prof. 
 C. W. MacCord. 
 
 4to. Illustrated. Cloth, $ 
 
 A PEACTICAL TEEATISE ON THE SLIDE YALVE BY 
 ECCENTKICS, examining by methods, the action of the Eccen- 
 tric upon the Slide Valve, and explaining the practical proces- 
 ses of laying out the movements, adapting the valve for its 
 various duties in the steam-engine. For the use of Engineers, 
 Draughtsmen, Machinists, and Students of valve motions in 
 general. By C. W. MacCord, A. M., Professor of Mechanical 
 Drawing, Stevens' Institute of Technology, Hoboken, N J. 
 
 Stillman's Steam-Engine Indicator. 
 
 12mo. Cloth. $1.00. 
 
 THE STEAM-ENGINE INDICATOE, and the Improved Mano- 
 meter Steam and Vacuum Gauges ; their utility and application 
 By Paul Stillmaj^. New edition. 
 
 Bacon's Steam-Engine Indicator. 
 
 12mo. Cloth, $1.00. Mor. $1.50. 
 
 A TEEATISE ON THE EICHAEDS STEAM-ENGINE IN- 
 DICATOE, with directions for its use. By Chaeles T. Porter. 
 Eevised, with notes and large additions as developed by Amer- 
 ican Practice, with an Appendix containing useful formulae and 
 rules for Engineers. By F. AV. Bacon-, M. E., Member of the 
 American Society of Civil Engineers. Elustrated. 
 
 In this work» Mr. Porter's book has been taken as the basis, but Mr. Bacon 
 has adapted it to American Practice, and has conferred a great boon on 
 American Engineers. — Artisan. 
 
 Bartol on Marine Boilers. 
 
 8vo. Cloth. $1.50. 
 
 TEEATISE ON THE MARINE BOILERS OF THE UNITED 
 STATES. By H. H. Baetol. Illustrated. 
 
D, VAN N08TRAND. 
 
 13 
 
 Gillmore's Limes and Cements, 
 
 Fourth Edition. Jlevise I and Enlargd, 
 
 8vo. Cloth. $4.00. 
 
 PEACTICAL TEEATISE ON LIMES, HYDEAULIC CE- 
 MENTS, AND MOETAES. Papers on Practical Engineering, 
 TJ. S. Engineer Department, No. 9, containing Eeports of 
 numerous experiments conducted in New York City, during tlie 
 years 1858 to 1861, inclusive. By Q. A. Gillmoee, Brig-General 
 U. S. Volunteers, and Major U. S. Corps of Engineers. With 
 numerous illustrations. 
 
 ** This work contains a record of certain exj)erinients and researches made 
 under the authority of the Engineer Bureau of the War Department from 
 1858 to 1861, upon the various hydraulic cements of the United States, and 
 the materials for their manufacture. The experiments were carefully made, 
 and are well reported and compiled. ' — Journal Franklin Institute. 
 
 Gillmore's Coignet Beton. 
 
 ■ 8vo. Cloth. $2.50. 
 
 COIGNET BETON AND OTHEE AETIFICIAL STONE. By 
 Q. A. GiLLMORE. 9 Plates, Views, etc. 
 
 This work describes with considerable minuteness of detail the several kinds 
 of artificial stone in most general use in Europe and now beginning to be 
 introduced in the United States, discusses their properties, relative merits, 
 
 and cost, and describes the materials of which they are comx>osed 
 
 The subject is one of special and growing interest, and we commend the work, 
 embodying as it does the matured opinions of an experienced engineer and 
 expert. 
 
 Williamson's Practical Tables. 
 
 4to. Flexible Cloth. |2.50. 
 
 PEACTICAL TABLES IN METEOEOLOGY AND HYPSO- 
 METEY, in connection with the use of the Barometer. By Col. 
 
 E. S. WiLLIAMSOM, U. S. A. 
 
14 SCIENTIFIC BOOKS PUBLISHED BY 
 
 WilliamsorL on the Barometer. 
 
 4to. Cloth. $15.00. 
 ON THE USE OF THE BAEOMETEE ON SURVEYS AND 
 EECONNAISSANCES. Part I. Meteorology in its Connec- 
 tion with Hypsometry. Part 11. Barometric Hypsometry. By 
 E. S. Williamson, Bvt. Lieut.-Col. U. S. A., Major Corps of 
 Engineers. With Illustrative Tables and Engravings. Paper 
 No. 15, Professional Papers, Corps of Engineers. 
 
 " San Prancisco, Cal., Feb. 27, 1867. 
 Gen. A. A. Humphreys, Chief of Engineers, XJ. S. Army : 
 
 General, — I have the honor to submit to you, in the following pages, the 
 results of my investigations in meteorology and hypsometry, made with the 
 view of ascertaining how far the barometer can be used as a reliable instru- 
 ment for determining altitudes on extended lines of survey and reconnais- 
 sances. These investigations have occupied the leisure permitted me from my 
 professional duties during the last ten years, and I hope the results will be 
 deemed of sufficient value to have a place assigned them among the printed 
 professional papers of the United States Corps of Engineers. 
 
 " Yery respectfully, your obedient servant, 
 
 E,. S. WILLIAMSON, 
 Bvt. Lt.-Col. U. S. A., Major Corps of IT. S. Engineers." 
 
 Yon Cotta's Ore Deposits. 
 
 8vo. Cloth. $4.00. 
 TEEATISE ON OEE DEPOSITS. By Behnhakd Vox Cotta, 
 Professor of Geology in the Eoyal School of Mines, Ereidberg, 
 Saxony. Translated from the second German edition, by 
 Frederick Peime, Jr., Mining Engineer, and revised by the 
 author, with numerous illustrations. 
 
 " Prof. Yon Cotta of the Freiberg School of Mines, is the author of the 
 best modem treatise on ore deposits, and we are heartily glad that this ad- 
 mirable work has been translated and published in this country. The trans- 
 lator, Mr. Frederick Prime, Jr., a graduate of Freiberg, has had in his work 
 the great advantage of a revision by the author himself, who declares in a 
 prefatory note that this may be considered as a new edition (the third) of his 
 own book. 
 
 It is a timely and welcome contribution to the literature of mining in 
 this country, and we are grateful to the translator for his enterprise and good 
 judgment in undertaking its preparation ; while we recognize with equal cor- 
 diality the liberality of the author in granting both permission and assist- 
 ance."' — Extract from Review in Engineering and Mining JourruiL 
 
D. VAN XOSTEAJSriJ. 
 
 15 
 
 Plattner's Blow-Pipe Analysis. 
 
 Second edition. Revised. 8vo. Cloth. $7.50. 
 
 PLATTNEE'S MANUAL OF QUALITATIVE AND QUAN- 
 TITATIVE ANALYSIS WITH THE BLOW-PIPE. Prom 
 the last German editioH Eevised and enlarged. By Prof. Th. 
 RicHTEK, of the Eoyal Saxon Mining Academy. Translated by 
 Prof. H. B. Cornwall, Assistant in the Columbia School of 
 Mines, New York ; assisted by John H. Caswell. Illustrated 
 with eighty-seven wood-cuts and one Lithographic Plate. 560 
 pages. 
 
 " Plattner's celebrated work has long been recognized as the only complete 
 book on Blow-Pipe Analysis. The fourth German edition, edited by Prof. 
 Richter, fully sustains the reputation which the earlier editions acquired dur- 
 ing the lifetime of the author, and it is a source of great satisfaction to us to 
 know that Prof. Richter has co-operated with the translator in issuing the 
 American edition of the work, which is in fact a fifth edition of the original 
 work, being far more complete than the last German edition.'* — SUUman's 
 Journal. 
 
 There is nothi-ng so complete to be found in the English language. Platt- 
 ner's book is not a mere pocket edition ; it is intended as a comprehensive guide 
 to all that is at present known on the blow-pipe, and as such is really indis- 
 pensable to teachers and advanced pupils. 
 
 " Mr. Corn wall's edition is something more than a translation, as it contains 
 many corrections, emendations and additions not to be found in the original. 
 It is a decided improvement on the work in its German dress," — Journal of 
 Applied Chemistry, 
 
 Egleston's Mineralogy. 
 
 8vo. Illustrated with 34 Lithographic Plates. Cloth. $4.50. 
 
 LECTUEES ON DESCEIPTIVE MINEEALOGY, Delivered 
 at the School of Mines, Columbia College. Br Professor T. 
 Eglestox. 
 
 These lectures are what their title indicates, the lectures on Mineralogy 
 delivered at the School of Mines of Columbia College. They have been 
 printed for the students, in order that more time might be given to the vari- 
 ous methods of examining and determining minerals. The second part has 
 only been printed. The first part, comprising crystallography and physical 
 mineralogy, will be printed at some future time. 
 
16 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Pynclioii's Chemical Physics. 
 
 Keiv Edition. Hevised and Enlarged, 
 Crown 8vo. Cloth. $3.00. 
 
 INTEODUCTION TO CHEMICAL PHYSICS, Designed for the 
 Use of Academies, Colleges, and High Schools. Illustrated with 
 numerous engravings, and containing copious experiments with 
 directions for preparing them. By Thomas Euggles Pynchon, 
 M.A., Professor of Chemistry and the Natural Sciences, Trinity 
 College, Hartford. 
 
 Hitherto, no work suitable for general use, treating of all these subjects 
 within the limits of a single volume, could be found ; consequently the atten- 
 tion they have received has not been at all proportionate to their importance. 
 It is believed that a book containing so much valuable information within so 
 small a compass, cannot fail to meet with a ready sale among all intelligent 
 persons, while Professional men. Physicians, Medical Students, Photograph- 
 ers, Telegraphers, Engineers, and Artisans generally, will find it specially 
 valuable, if not nearly indispensable, as a book of reference. 
 
 " We strongly recommend this able treatise to our readers as the first 
 work ever published on the subject free from perplexing technicalities. In 
 style it is pure, in description graphic, and its typographical appearance is 
 artistic. It is altogether a most excellent work." — Eclectic Medical Journal. 
 
 It treats fully of Photography, Telegraphy, Steam Engines, and the 
 various applications of Electricity. In short, it is a carefully prepared 
 volume, abreast with the latest scientific discoveries and inventions.*' — Hart- 
 ford Courant. 
 
 Plympton's Blow-Pipe Analysis. 
 
 12mo. Cloth. $2.00. 
 
 THE BLOW-PIPE : A System of Instruction in its practical use 
 being a graduated course of Analysis for the use of students, 
 and all those engaged in the Examination of Metallic Combina- 
 tions. Second edition, with an appendix and a copious index. 
 By Geoege AV. Plympton, of the Polytechnic Institute, Brooklyn. 
 
 This manual probably has no superior in the English language as a text- 
 book for beginners, or as a guide to the student working without a teacher. 
 To the latter many illustrations of the utensils and apparatus required in 
 using the blow-pipe, as well as the fully illustrated description of the blow- 
 pipe flame, will be especially serviceable.'' — New York Teacher. 
 
D. VAJSr NOSTBAJSrj}, 17 
 
 lire's Dictionary, 
 
 7> 
 
 Siocth Edi t ion . 
 London, 1872. 
 3 vols. 8vo. Cloth, $25.00. Half Russia, |^7.50. 
 
 DICTIONAEY OF AETS, MANUFACTUEES, AND MINES. 
 By Andeeav Ure, M.D. Sixth edition. Edited by Egbert Hunt, 
 F.E.S., greatly enlarged and rewritten. 
 
 Brande and Cox's Dictionary, 
 
 ^^ew Edition. 
 London, 1872. 
 3 vols. 8vo, Cloth, $20.00. Half Morocco, $27.50. 
 
 A Dictionary of Science, Literature, and Art. Edited by W. T. 
 Brande and Eev. Geo. W. Cox. New and enlarged edition. 
 
 Watt's Dictionary of Chemistry. 
 
 Sup2ylementat*y Volume, 
 8vo. Cloth. $9.00. 
 
 This volume brings the Kecord of Chemical Discovery down to the end of 
 the year 1869, including* also several additions to, and corrections of, former 
 results which have appeared in 1870 and 1871. 
 
 ^'j^.* Complete Sets of the Work, New and Revised edition, including above 
 supplement. 0 vols. 8vo. Cloth. $62.00. 
 
 Rammelsberg's Chemical Analysis. 
 
 8vo. Cloth. $2.25. 
 
 GUIDE TO A COUESE OF QUANTITATIVE CHEMICAL 
 ANALYSIS, ESPECIALLY OF MINEEALS AND FUE- 
 NACE PEODUCTS. Illustrated by Examples. By C. F. 
 Eammelsberg. Translated by J. Towler, M.D. 
 
 This work has been translated, and is now published expressly for those 
 students in chemistry whose time and other studies in colleges do not permit 
 them to enter upon the more elaborate and expensive treatises of Fresenius 
 and others. It is the condensed labor of a master in chemistry and of a prac- 
 tical analyst. 
 
18 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Eliot and Storer's Qualitative 
 Chemical Analysis. 
 
 I 
 
 New Edition, Ilevised. 
 
 12mo. Illustrated. Cloth. $1.50. 
 
 A COMPENDIOUS MANUAL OF QUALITATIVE CHEML 
 CAL ANALYSIS. By Ch.vkles AV. Eliot and Ehank H. Stoker. 
 Revised with the Cooperation of the Authors, by William Eir- 
 LEY Nichols, Professor of Chemistry in the Massachusetts Insti- 
 tute of Technology. 
 
 " This Manual has great merits as a practical introduction to the science 
 and the art of which it treats. It contains enough of the theory and practice 
 of qualitative analysis, ^' in the wet way," to bring out all the reasoning in- 
 volved in the science, and to present clearly to the student the most approved 
 methods of the art. It is specially adapted for exercises and experiments in 
 the laboratory; and yet its classifications and manner of treatment are so 
 systematic and logical throughout, as to adapt it in a high degree to that 
 higher class of students generally who desire an accurate knowledge of the 
 practical methods of arriving at scientific facts." — Lutlieran Observer, 
 
 " We wish every academical class in the land could have the benefit of the 
 fifty exercises of two hours each necessary to master this book. Chemistry 
 would cease to be a mere matter of memory, and become a pleasant experi- 
 mental and intellectual recreation. "We heartily commend this little volume 
 to the notice of those teachers who believe in using the sciences as means of 
 mental discipline." — College Courant, 
 
 WEIGHTS AND MEASURES. An Account of the Decimal 
 System, with Tables of Conversion for Commercial and Scientific 
 Uses. By B. P. Craig, M. D. 
 
 " The most lucid, accurate, and useful of all the hand-books on this subject 
 that we have yet seen. It gives forty-seven tables of comparison between the 
 English and Prench denominations of length, area, capacity, weight, and the 
 Centigrade and Pahrenheit thermometers, with clear instructions how to use 
 them ; and to this practical portion, which helps to make the transition as 
 easy as possible, is prefixed a scientific explanation of the errors in the metric 
 system, and how they may be corrected in the laboratory." — Nation. 
 
 Craig's Decimal System. 
 
 Square o2mo. Limp. 50c. 
 
D. VAN NOSTRANB, 
 
 19 
 
 Nugent on Optics. 
 
 12mo. Cloth, $2.00 
 
 TEEATISE ON OPTICS ; or, Light and Sight, theoretically and 
 practically treated ; with the application to Fine Art and Indus- 
 trial Pursuits. By E. Nugent. With one hundred and three 
 illustrations. « 
 
 " This book is of a practical rather than a theoretical kind, and is de- 
 signed to afford accurate and complete information to all interested in appli- 
 cations of the science." — Round Table, 
 
 Barnard's Metric System. 
 
 8vo. Brown cloth. $3.00. 
 
 THE METEIC SYSTEM OF WEIGHTS AND MEASUEES. 
 An Address delivered before the Convocation of the University of 
 the State of New York, at Albany, August, 1871. By Erederick 
 A. P. Barnard, President of Columbia College, New York City. 
 Second edition from the Eevised edition printed for the Trustees 
 of Columbia College. Tinted paper. 
 
 " It is the best summary of the arguments in favor of the metric weights 
 and measures with which we are acquainted, not only because it contains in 
 small space the leading facts of the case, but because it puts the advocacy of 
 that system on the only tenable grounds, namely, the great convenience of a 
 decimal notation of weight and measure as well as money, the value. of inter- 
 national uniformity in the matter, and the fact that this metric system is 
 adopted and in general use by the majority of civilized nations." — The Nation, 
 
 The Young Mechanic. 
 
 Illustrated. 12mo. Cloth. $1.75. 
 
 THE YOUNG MECHANIC. Containing directions for the use 
 of all kinds of tools, and for the construction of steam engines 
 and mechanical models, including the Art of Turning in Wood 
 and Me tab By the author of "The Lathe and its Uses," etc 
 Erom the English edition, with corrections. 
 
20 
 
 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Harrison's Mechanic's Tool-Book. 
 
 12mo. Cloth. $1.50. 
 
 MECHANIC'S TOOL BOOK, with practical rules and suggestions, 
 for the use of Machinists, Iron Workers, and others. By W. B. 
 Harrison-, Associate Editor of the American Artisan." Illustra- 
 ted with 44 engravings. 
 
 This work is specially adapted to meet the wants of Machinists and work- 
 ers in iron generally. It is made up of the work-day experience of an intelli- 
 gent and ingenious mechanic, who had the faculty of adapting tools to various 
 purposes. The practicability of his plans and suggestions are made apparent 
 even to the unpractised eye by a series of well-executed wood engravings." — 
 PMladelpMa Inquirer. 
 
 Pope's Modern Practice of the Elec- 
 tric Telegraph. 
 
 Seventh edition. 8vo. Cloth $2.00. 
 
 A Hand-book for Electricians and Operators. By Frank L. Pope. 
 Seventh edition. E-evised and enlarged, and fully illustrated. 
 
 Extract from Letter of Prof Morse, 
 
 I have had time only cursorily to examine its contents, but this examina- 
 tion has resulted in great gratification, especially at the fairness and unpre- 
 judiced tone of your whole work. 
 
 " Your illustrated diagrams are admirable and beautifully executed. 
 
 " I think all your instructions in the use of the telegraph apparatus judi- 
 cious and correct, and I most cordially wish you success." 
 
 Extract from Letter of Prof G, W. Hough, of the Dudley Observatory. 
 
 " There is no other work of this kind in the English language that con- 
 tains in so small a compass so much practical information in the application 
 of galvanic electricity to telegraphy. It should be in the hands of every one 
 interested in telegraphy, or the use of Batteries for other purposes." 
 
 Morse's Telegraphic Apparatus. 
 
 Illustrated. 8vo. Cloth. $3.00. 
 
 EXAMINATION OF THE TELEGRAPHIC APPARATUS 
 AND THE PROCESSES IN TELEGAPHY. By Samuel E. 
 B. Morse, LL.D., United States Commissioner Paris Universal 
 Exposition, 1867. 
 
i). VAJSr JS^OSTEAND, 
 
 21 
 
 Sabine's History of tlie Telegraph.. 
 
 12mo. Cloth. $1.25. 
 
 HISTOEY AND PEOGEESS OF THE ELECTEIC TELE- 
 GEAPH, with Descriptions of some of the Apparatus. By 
 Egbert Sabine, C. E. Second edition, with additions. 
 
 Contents. — 1. Early Observations of Electrical Phenomena. II. Tele- 
 graphs by Frictional Electricity. III. Telegraphs by Voltaic Electricity. 
 lY. Telegraphs by Electro-Magnetism and Magneto-Electricity. Y. Tele- 
 graphs now in use. YI. Overhead Lines. YII. Submarine Telegraph Lines. 
 YIII. Underground Telegraphs. IX. Atmospheric Electricity. 
 
 ShafFner's Telegraph Manual. 
 
 8vo. Cloth. $6.50. 
 
 A COMPLETE HISTOEY AND DESCEIPTION OF THE 
 SEMAPHOEIC, ELECTEIC, AND MAGNETIC TELE- 
 GEAPHS OF EUEOPE, ASIA, AFEICA, AND AMEEICA, 
 with 625 illustrations. By Tal. P. Shaffner, of Kentucky. 
 New edition. 
 
 Culley's Hand-Book of Telegraphy. 
 
 8vo. Cloth. $5.00. 
 
 A HAND-BOOK OF PEACTICAL TELEGEAPHY. By E. S. 
 CuLLEY, Engineer to the Electric and International Telegraph 
 Company. Fourth edition, revised and enlarged. 
 
 Foster's Snbmarine Blasting. 
 
 4to. Cloth. $3.50. 
 
 SUBMAEINE BLASTING in Boston Harbor, Massachusetts— 
 Eemoval of Tower and Corwin Eocks. By JonN G. Foster, 
 Lieutenant-Colonel of Engineers, and Brevet Major- General, U. 
 S. Army. Illustrated with seven plates. 
 
 List of Plates. — 1. Sketch of the Narrows, Boston Harbor. 2. 
 Townsend's Submarine Drilling Machine, and "Working Yessel attending. 
 8. Submarine Drilling Machine employed. 4. Details of Drilling Machine 
 employed. 5. Cartridges and Tamping used. 0. Fuses and Insulated Wires 
 used. 7. Portable Friction Battery used. 
 
22 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Barnes' Submarine Warfare. 
 
 8vo. Cloth. $5.00. 
 
 SUBMAEINE WARFAEE, DEFENSIVE AND OFFENSIVE. 
 Comprising a full and complete History of the Invention of the 
 Torpedo, its employment in War and results of its use. De- 
 scriptions of the yarious forms of Torpedoes, Submarine Batteries 
 and Torpedo Boats actually used in War. Methods of Ignition 
 by Machinery, Contact Fuzes, and Electricity, and a full accotmt 
 of experiments made to determine the Explosive Force of Gun- 
 powder under Water. Also a discussion of the Offensive Torpedo 
 system, its effect upon Iron-Clad Ship systems, and influence upon 
 Future Naval Wars. By Lieut.-Commander John S. Barnes, 
 U. S. N. With twenty lithographic plates and many wood-cuts. 
 
 A book important to military men, and especially so to engineers and ar- 
 tillerists. It consists of an examination of the various offensive and defensive 
 engines that have been contrived for submarine hostilities, including a discus- 
 sion of the torpedo system, its effects upon iron-clad ship-systems, and its 
 probable influence upon future naval wars. Plates of a valuable character 
 accompany the treatise, which affords a useful history of the momentous sub- 
 ject it discusses. A great deal of useful information is collected in its pages, 
 especially concerning the inventions of ScHOLL and Verdu, and of Jones' 
 and Hunt's batteries, as well as of other similar machines, and the use in 
 submarine operations of gun-cotton and nitro-glycerine." — N, Y. Times, 
 
 Randall's Quartz Operator's Hand- 
 
 Book. 
 
 12mo. Cloth. $2.00. 
 
 QUAETZ OPEEATOE'S HAND-BOOK. By P. M. Eandall. 
 New edition, revised and enlarged. Pully illustrated. 
 
 The object of this work has been to present a clear and comprehensive ex- 
 position of mineral veins, and the means and modes chiefly employed for the 
 mining and working of their ores — more especially those containing gold and 
 silver. 
 
D. VAN^ XOSTBAND. 
 
 Mitclieirs Manual of Assaying. 
 
 8vo. Cloth. $10.00. 
 
 A MANUAL OF PEACTICAL ASSAYING. By John Mitchell. 
 Third edition. Edited by William Ckookes, E.E.S. 
 
 Ill this edition are incorporated all the late important discoveries in Assay- 
 ing made in this country and abroad, and special care is devoted to the very 
 important Volumetric and Colorimetric Assays, as well as to the Blow-Pipe 
 Assays. 
 
 Benet's Chronoscope. 
 
 Second Edition. 
 
 Illustrated. 4to. Cloth. $3.00. 
 
 ELECTEO-BALLISTIC MACHINES, and the Schultz Chrono- 
 scope. By Lieutenant-Colonel S. V. Benet, Captain of Ordnance, 
 U. S. Army. 
 
 Contents. — 1. Ballistic Pendulum. 2. Gun Pendulum. 3. Use of Elec- 
 tricity. 4. Navez' Machine. 5. Vignotti's Machine, with Plates. 6. Benton's 
 Electro-Ballistic Pendulum, with Platae. 7. Leur's Tro-Pendulum Machine 
 8. Schultz's Chronoscope, with two Plates. 
 
 Michaelis' Chronograph. 
 
 4to. Illustrated. Cloth. $3.00. 
 
 THE LE BOULENGE CHEONOGEAPH. With three litho- 
 graphed folding plates of illustrations. By Brevet Captain 0 E. 
 MicnAELis, Eirst Lieutenant Ordnance Corps, U. S. Army. 
 
 The excellent monograph of Captain Michaelis enters minutely into the 
 details of construction and management, and gives tables of the times of flight 
 calculated upon a given fall of the chronometer for all distances. Captain 
 Michaelis has done good service in presenting this work to his brother officers, 
 describing, as it does, an instrument which bids fair to be in constant use in 
 our future ballistic experiments.' — Army and Namj Jourual. 
 
24 SCIENTIFIC BOOKS PUBLISHED BY 
 
 Silversmitli's Hand-Book. 
 
 Fourth Edition. 
 
 Illustrated. 12mo, Cloth. $3.00. 
 
 A PEACTICAL HAND-BOOK FOE MINERS, Metallurgists, 
 and Assayers, comprising the most recent improvements in the 
 disintegration, amalgamation, smelting, and parting of the 
 Precious Ores, with a Comprehensive Digest of the Mining 
 Laws. Greatly augmented, revised, and corrected. By Julius 
 Silversmith. Fourth edition. Profusely illustrated. 1 vol. 
 12mo. Cloth. $3.00. 
 
 One of the most important features of this work is that in which tlie 
 metallurgy of the precious metals is treated of. In it the author has endeav- 
 ored to embody all the processes for the reduction and manipulation of the 
 precious ores heretofore successfully employed in Germany, England, Mexico, 
 and the United States, together with such as have been more recently invented, 
 and not yet fully tested — all of which are profusely illustrated and easy of 
 comprehension. 
 
 Simms' Levelling, 
 
 8vo. Cloth. $2.50. 
 
 A TREATISE ON THE PEINCIPLES AND PRACTICE OF 
 LEVELLING, showing its application to purposes of Railway 
 Engineering and the Construction of Roads, &c. By Frederick 
 W. SiMMS, C. E. Erom the fifth London edition, revised and 
 corrected, with the addition of Mr. Law's Practical Examples for 
 Setting Out Railway Curves. Illustrated with three lithographic 
 plates and numerous wood-cuts. 
 
 " One of the most important text-books for the general surveyor, and there 
 is scarcely a question connected with levelling for which a solution would be 
 sought, but that would be satisfactorily answered by consulting this volume.'* 
 — Mining Journal. 
 
 The text-book on levelling in most of our engineering schools and col- 
 leges." — Engineers. 
 
 "The publishers haA^e rendered a substantial service to the profession, 
 especially to the younger members, by bringing out the present edition of 
 Mr. Simms' useful work." — Engineering. 
 
D. VAJSr NOSTEANB. 25 
 
 Eads' Naval Defences. 
 
 4to. Cloth. $5.00. 
 
 SYSTEM OF NAVAL DEFENCES. By James B. Eads, 0. E. 
 Report to the Honorable Gideon Welles, Secretary of the Navy, 
 February 22, 1868, with ten illustrations. 
 
 Stuart's Naval Dry Docks. 
 
 Twenty-four engravings on steel. 
 
 Fourth Edition. 
 
 4to. Cloth. $6.00. 
 
 THE NAVAL DRY DOCKS OF THE UNITED STATES. 
 By Charles B. Stuaet. Engineer in Chief of the United States 
 Navy. 
 
 List of Illustrations. 
 
 Pumping Engine and Pumps — Plan of Dry Dock and Pump- Well— Sec- 
 tions of Dry Dock — Engine House — Iron Floating Gate — Details of Floating 
 Grate — Iron Turning Gate — Plan of Turning Gate — Culvert Gate — Filling 
 Culvert Gates — Engine Bed — Plate, Pumps, and Culvert — Engine House 
 Roof — Floating Sectional Dock — Details of Section, and Plan of Turn-Tables 
 — Plan of Basin and Marine Railways — Plan of Sliding Frame, and Elevation 
 of Pumps — Hydraulic Cylinder — Plan of Gearing for Pumps and End Floats 
 — Perspective View of Dock, Basin, and Railway — Plan of Basin of Ports- 
 mouth Dry Dock — Floating Balance Dock — Elevation of Trusses and the Ma- 
 chinery — Perspective View of Balance Dry Dock 
 
 Free Hand Drawing. 
 
 Profusely Illustrated. 18mo. Cloth. 75 cents. 
 
 A GUIDE TO ORNAMENTAL, Figure, and Landscape Draw- 
 ing. By an Art Student. 
 
 Contents. — Materials employed in Drawing, and how to use them — On 
 Lines and how to Draw them — On Shading — Concerning lines and shading, 
 with applications of them to simple elementary subjects — Sketches from Na- 
 ture. 
 
26 8CIENTIFIG BOOKS PUBLISHED BY 
 
 Minifie s Meclianical Drawing. 
 
 Eighth Edition. 
 
 Royal 8vo. Cloth. $4.00. 
 
 A TEXT-BOOK OF GEOMETEICAL DEAWING for the use 
 of Mechanics and Schools, in which the Definitions and Rules of 
 Geometry are familiarly explained ; the Practical Problems are 
 arranged, from the most simple to the more complex, and in their 
 description technicalities are avoided as much as possible. With 
 illustrations for Drawing Plans, Sections, and Elevations of 
 Buildings and Machinery ; an Introduction to Isometrical Draw- 
 ing, and an Essay on Linear Perspective and Shadows. Illus- 
 trated with over 200 diagrams engraved on steel. By Wm. 
 Minifie, Architect. Eighth Edition. With an Appendix on the 
 Theory and Application of Colors. 
 
 It is the best work on Drawing that we have ever seen, and is especially a 
 text-book of Geometrical Drawing for the use of Mechanics and Schools. No 
 young Mechanic, such as a Machinist, Engineer, Cabinet-Maker, Millwright, 
 or Carpenter, should be without it." — Scientific American. 
 
 " One of the most comprehensive works of the kind ever published, and can- 
 not but possess great value to builders. The style is at once elegant and sub- 
 stantial. — Pennsylvania Inquirer. 
 
 " Whatever is said is rendered perfectly intelligible by remarkably well- 
 executed diagrams on steel, leaving nothing for mere vague supposition ; and 
 the addition of an introduction to isometrical drawing, linear perspective, and 
 the projection of shadows, winding up with a useful index to technical terms." 
 — Glasgow Mechanics' Journal. 
 
 The British Government has authorized the use of this book in their 
 schools of art at Somerset House, London, and throughout the kingdom. 
 
 Minifie's Geometrical Drawing, 
 
 ]^ew Edition. Enlarged, 
 
 12mo. Cloth. $2.00. 
 
 GEOMETEICAL DEAWING. Abridged from the octavo edition, 
 for the use of Schools. Illustrated with 48 steel plates. New 
 edition, enlarged. 
 
 It is well adapted as a text-book of drawing to be used in our High Schools 
 and Academies where this useful branch of tlie fine arts has been hitherto too 
 much neglected." — Boston Journal. 
 
D. VAN^ NOSTBAJSTD, 27 
 
 Bell on Iron Smelting. 
 
 8vo. Cloth. $6.00. 
 
 CHEMICAL PHENOMENA OF lEON SMELTING. An ex- 
 2jerimental and practical examination of the circumstances wliicli 
 determine the capacity of the Blast Furnace, the Temperature 
 of the Air, and the Proper Condition of the Materials to be 
 operated upon. By I. Lowthian Bell. 
 
 " The reactions which take place in every foot of the blast-furnace have 
 been investigated, and the nature of every step in the process, from the intro- 
 duction of the raw material into the furnace to the production of the pig iron, 
 has been carefully ascertained, and recorded so fully that any one in the trade 
 can readily avail themseh^es of the knowledge acquired ; and we have no hes- 
 itation in saying' that the judicious application of such knowledge will do 
 much to facilitate the introduction of arrangements which will still further 
 economize fuel, and at the same time permit of the quality of the resulting 
 metal being maintained, if not improved. The volume is one which no prac- 
 tical pig iron manufacturer can afford to be without if he be desirous of en- 
 tering upon that competition which nowadays is essential to progress, and 
 in issuing such a work Mr. Bell has entitled himself to the best thanks of 
 every member of the trade." — London Mining Journal. 
 
 King's Notes on Steam. 
 
 Thirteenth Edition. 
 
 8vo. Cloth. $2.00. 
 
 LESSONS AND PEACTICAL NOTES ON STEAM, the Steam- 
 Engine, Propellers, &c., &c., for Young Engineers, Students, and 
 others. By the late W. E. King, U. S. N. Eevised by Chief- 
 Engineer J. W. King, U. S. Navy. 
 
 " This is one of the best, because eminently plain and practical treatises on 
 the Steam Engine ever published. ' — Philadelphia Press, 
 
 This is the thirteenth edition of a valuable work of the late W. H. King, ^ 
 U. S. IST. It contains lessons and practical notes on Steam and the Steam En- 
 gine, Propellers, etc. It is calculated to be of great use to young marine en- 
 gineers, students, and others. The text is illustrated and explained by nu- 
 merous diagrams and representations of machinery. Daily Adver- 
 tiser. 
 
 Text-book at the U. S. Naval Academy, Annapolis. 
 
28 SCIEWriFia BOOKS PUBLISHED BY 
 
 Burgh's Modern Marine Engineering. 
 
 One thick 4to vol. Cloth. $25.00. Half morocco. $30.00. 
 
 MODEEN MARINE ENGINEEEING, applied to Paddle and 
 Screw Propulsion. Consisting of 3G Colored Plates, 259 Practical 
 Wood-cut Illustrations, and 408 pages of Descriptive Matter, the 
 whole being an exposition of the present practice of the follow- 
 ing firms : Messrs. J. Penn & Sons ; Messrs. Maudslay, Sons & 
 Field ; Messrs. James Watt & Co. ; Messrs. J. & G. Eennie ; 
 Messrs. P. Napier & Sons ; Messrs. J. & W. Dudgeon ; Messrs. 
 Pavenhill & Hodgson ; Messrs. Humphreys & Tenant ; Mr. 
 J. T. Spencer, and Messrs. Forrester & Co. By N. P. Burgh, 
 Engineer. 
 
 Principal Contents. — General Arrangements of Engines, 11 examples 
 — General Arrangement of Boilers, 14 examples — General Arrangement of 
 Superkeaters, 11 examples — Details of 'Oscillating Paddle Engines, 34 ex- 
 amples — Condensers for Screw Engines, both Injection and Surface, 20 ex- 
 amples — Details of Screw Engines, 20 examples — Cylinders and Details of 
 Screw Engines, 21 examples — Slide Valves and Details, 7 examples — Slide 
 Valve, Link Motion, 7 examples — Expansion Valves and Gear, 10 exam- 
 ples — Details in General, 30 examples —Screw Propeller and Fittings, 13 ex- 
 amples Engine and Boiler Fittings, 28 examples - In relation to the Princi- 
 ples of the Marine Engine and Boiler, 33 examples. 
 
 Notices of the Press. 
 
 Every conceivable detail of the Marine Engine, under all its various 
 forms, is profusely, and we must add, admirably illustrated by a multitude 
 of engravings, selected from the best and most modern practice of the first 
 Marine Engineers of the day. The chapter on Condensers is peculiarly valu- 
 able. In one word, there is no other work in existt ncc which will bear a 
 moment's comparison with it as an exponent of the skill, talent and practical 
 experience to which is due the splendid reputation enjoyed by many British 
 Marine "Rn^ixiQer^y — Engineer, 
 
 This very comprehensive work, which was issued in Monthly parts, has 
 just been completed. It contains large and full drawings and copious de- 
 scriptions of most of the best examples of Modern Marine Engines, and it is 
 a complete theoretical and practical treatise on the subject of Marine Engi- 
 neering."— ^Im^r^'caTi Artisan . 
 
 This is the only edition of th(^ above work with the beautifully colored 
 plates, and it is out of print in England. 
 
Bourne's Treatise on the Stea% ^p- 
 
 gine. 
 
 Ninth BditioH. 
 Illustrated. 4to. Cloth. $15.00. 
 TEEATISE ON THE STEAM ENGINE in its various applica- 
 tions to Mines, Mills, Steam Navigation, Eailways, and Agricul- 
 ture, with, the theoretical investigations respecting the Motive 
 Power of Heat and the proper Proportions of Steam Engines. 
 Elaborate Tables of the right dimensions of every part, and 
 Practical Instructions for the Manufacture and Management of 
 every species of Engine in actual use. By John Bofexe, being 
 the ninth edition of ^' A Treatise on the Steam Engine," by 
 the "Artisan Club." Illustrated by thirty-eight plates and five 
 hundred and forty-six wood-cuts. 
 
 As Mr. Bourne's work has the great merit of avoiding unsound and imma- 
 ture views, it may safely be consulted by all who are really desirous of ac- 
 quiring trustworthy information on the subject of which it treats. During 
 the twenty-two years which have elapsed from the issue of the first edition, 
 the improvements introduced in the construction of the steam engine have 
 been both numerous and important, and of these Mr. Bourne has taken care 
 to point out the more prominent, and to furnish the reader with such infor- 
 mation as shall enable him readily to judge of their relative value. This edi- 
 tion has been thoroughly modernized, and made to accord with the opinions 
 and practice of the more successful engineers of the present day. All that 
 the book professes to give is given with ability and evident care. The scien- 
 tific principles which are permanent are admirably explained, and reference 
 is made to many of the more valuable of the recently introduced engines. To 
 express an opinion of the value and utility of such a work as lite Artisan 
 Club's Treatise on the Steam Engine, which has passed through eight editions 
 already, would be superfluous ; but it may be safely stated that the work is 
 worthy the attentive study of all either engaged in the manufacture of steam 
 engines or interested in economizing the use of steam. — Mining Journal. 
 
 Isherwood's Engineering Precedents. 
 
 Two Vols, in One. 8vo. Cloth. $2.50. 
 
 ENGINEEEING PEEOEDENTS EOE STEAM MACHINEEY. 
 Arranged in the most practical and useful manner for Engineers. 
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80 SCIENTIFIC BOOKS PUBLISHED BY 
 
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D. VAN JSrOSTEAND. 
 
 31 
 
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32 SCIENTIFIC BOOKS PUBLISHED BY 
 
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D. VAN jSrOSTEANB, I 33 
 
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34 SCIENTIFIC BOOKS PUBLISHED BY 
 
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D. TAN NOSTRAND. 
 
 35 
 
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 NAUTICAL SURVEYING. By William N. Jeffees, Caiotain 
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 XIII. Projection of Charts and Plans. XIV. Astronomical Determination of 
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 List of Plates. 
 
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 NAVIGATION AND NAUTICAL ASTEONOMY. Prepared 
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Van Buren's Formnlas. , 
 
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 INVESTIGATIONS OF FOEMULAS, for the Strength of the 
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 Barnard's Report, Paris Exposition, 
 
 1867. 
 
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 REPOET ON MACIIINEEY AND PEOCESSES ON THE 
 INDUSTEIAL AETS AND APPAEATUS OF THE EXACT 
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 " We have in this volume the results of Dr. Barnard's gtudy of the Paris 
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 has appeared this eexdviVj.''^ — Journal Applied Chemistry. 
 
38 
 
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IX VAN jSrOSTRAND. 
 
 39 
 
 i Stuart's Civil and Military Engineer- 
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 THE CIVIL AND MILITARY ENGINEERS OF AMERICA. 
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 UNIVEESAL DICTIONAEY OE WEIGHTS AND MEAS- 
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40 SCIENTIFIC BOOKS PUBLISHED BY 
 
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 TEEATISE ON ACOUSTICS in Connection with Ventilation. 
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 yeiv Edition. Enlarged. 
 
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 MANUAL OF SIGNALS, for the Use of Signal Officers in the 
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D. VAN NOSTRAND. 
 
 41 
 
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 DESIGNS FOE THE GATEWAYS OF THE SOUTHEEN 
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 THE AET OF GEAINING. How Acquired and How Produced, 
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42 SCIENTIFIC BOOKS PUBLISHED BY 
 
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43 
 
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44 
 
 /). VAN NOSTEAND. 
 
 VAN NOSTRAND'S 
 ECLECTIC 
 
 ENGINEERING MAGAZINE. 
 
 COMMENCED JANUARY, 1869. 
 
 Consists of Articles, original and selected, and matter condensed 
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 sent free by mail or express on receipt of price. 
 
 Notice to Clubs. — An extra copy will be supplied gratis to every Club 
 of five subscribers at $5.00 each, sent in one remittance. 
 
H. OHAMPm 8c GILLET, 
 
 IMPORTERS OF 
 
 French Bessemer Steel Rails, 
 
 OLD AND NEW IRON RAILS, 
 
 SOLE AGENTS AND REPRESENTATIVES IN NORTH AMERICA 
 
 OF 
 
 MM. L. & E. PAYIN DE LAFARGE 
 AND MM. SOULLIER & BRUNOT, 
 
 THE ONLY PEOPRIETOKS OF THE 
 
 F, Q. Box S012. 
 
 NEW YORK. 
 
Date Due