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on commercial or in- ions, collect or and foreign | patents, trade rks designs" and copyrights. - lowing are the fixed charges for ser- patents in the United States and Can- ada: For the United States: patent... .$25.00 For the Canadian patent, short term <0 5. eis Gi 25.00 Where both are abroad a single fee of $40 covers them exclus've of gov- ernment fees. After the application has been filed the inventor is safe to manufacture and should then mark his invention "Patent Applied For." With- in six months after the United States patent has been allowed a final gov- ernment fee of $20 must be paid be- fore the patent can issue. By this time the total cost of the United States patent and Canadian patent amounts to $95 which includes all : costs and disbursements, 'together with the preparation of all papers, drawings, amendments and the pay- ment of all government fees in both countries. There are no extra charges no matter how complicated the inven- tion may be. 'The Industrial Law League has just put out a little booklet describing its _ services which will be sent to anyone interested. It contains some very in- teresting rematks about the average patent attorney. The little booklet is well worth having for the specific information which it imparts. Rear Admiral Casper F. Goodrich, commandant of the New York navy yard, has been appointed president of the Naval Retiring Board to succeed Rear Admiral Robley D. Evans, who has just relinquished command of the Atlantic fleet on account of ill health. The proceedings of this board are se- cret, its work being to select from the naval officers those who should be re- tired from active service. Three gates of lock 18 in the Wel- land canal were carried away by the steamer D. D. Calvin, last week, re- sulting in-damage of $4,000. a "facilities 'for soliciting United Fol- vice, exclusive of government fees for ~ when applied for through the league | . THE PROPELLING POWER. OF etails, investi- _ ~ THE FUTU RE. ARCHITECTURE AT GLASGOW UNIVERSITY. | The 19th century began with the almost unchallenged supremacy of the sailing ship and ended with its almost total extinction. | tury began with the almost unchal- _lenged supremacy of the steam pro- pelled reciprocating engine, and in the. eighth year On is it the ninth) of its existence we are all power of the future. What are the signs by which we shall recognize ite There are at least three: (1) it must be of increased efficiency, (2) it must not weigh more per unit of power (including fuel), (3) its cost must be such as to give a higher commercial efficiency. It may be adopted in war- _ships if it fulfills the first two, but unless it fulfills the third it will not be generally adopted in any class of merchant ships. The turbine has eicace to dis- place the reciprocating engine, but it has hardly made the threat before its 'inventor has coupled it up with its rival, with the intention of obtaining the better qualities of each system and of discarding the. worse. The turbine annexes the region of low pressure which is outside the xffective reach of the reciprocating engine. The turbine losses are more marked in the region of higher pressures, where the blade-lengths: are short and the clearances large, in proportion to the total area of steam stream. Employing each type of engine in the. fegion::,.in which <it-. is more. .effective,.. a higher -- result- ant efficiency is likely to be obtained. If, however, we look back we shall See that. progress,.in the. matter. of power produced per ton of weight of engine, has been miade along the line of increasing revolutions, and this has culminated in the turbine, whose speed is much greater than that of the re- ciprocating engines doing the same work. Thirty years ago Atlantic steamers of high power averaged 50 revolutions. Today, those having re- ciprocating eng'nes reach 90, while turbines in the same class of steamer reach 180. In _ battleships, cruisers and channel steamers similar changes have taken place. The return in part to the reciprocating engine must be associated with the disadvantages which time has been overcoming, But disadvantages in engine we'ght may be out-balanced by gain in efficiency, be- cause if it takes less steam to develop power it takes less boilers to pro- duce the 'steam, a lees ae ao : De carried to be burnt in the boilers. . i ill only be because > the dis- : S, 1L0. PROFESSOR OF cwavat But it will o1 because t 3 # yore aag ees ~ advantage of the low revolutions of the reciprocating engine cannot be avoided thaf such a system will be The 20th cen-- In applying the turbine to propelling looking with hand-shaded_ eyes for the propelling © - large changes in its efficiency, but the generally adopted. The inherent qual- ities of the turbine which give it 'its advantages as a power producer are its. capability of running at high revo- lutions and its efficient use of steam. ships by screws we have two efficien- cies to take into account; that. of the engine, and that of the screw. 'With the increase of revolutions of the re- ciprocating engines the necessary changes in propeller did not involve possible increases in revolution of turbine when directly driving a pro- peller would be so great as to pro- duce some very low efficiencies. of screw. The increase of revolutions -is therefore so limited that the. fullest advantage cannot be taken of the pos- sible increased efficiency of: the tur- bine. Where, as in electric power sta- tions, there is no stch limit placed upon the revolutions of the turbine they are run considerably faster than in ships, and it has not been found necessary to fevert in part. to -the..re- ciprocating engine. To obtain the best efficiency of turbine. where uwun- affected by propeller considerations, it has generally been run faster. than when directly connected to a screw. Our attention has therefore been di- rected to the connection of the tur- bine with the propeller in such a way that their revolutions need not be the same. This can be done by mechani- cal gearing, but no-one sees fit to in- cur the disadvantages of such.a com- bination on a large scale. There is a further respect in which the turbine suffers in comparison with the recip- rocating engine as a screw propeller driver. For varying speeds of 'ship varying revolutions of propeller, are necessary, but a turbine has maximum efficiency for speeds near: the geatest, and it suffers much in efficiency by being run at much lower speeds. The shape of the blades of the turbine which give maximum efficiency is given on the bas's that the peripheral speed of the turbine is about one-half that of the steam impinging on these blades. If they run at much lower speeds, the conditions of maximum ef- ficiency do not hold, cal results follow. stations, and uneconomi- In electric power a variation of power is ob- tained, not so much by varying. the speed of the turbine as by varying the amount of steam used. A small-