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The Surveyor and Municipal and County Engineer, Fdtnuinj l, l'JLS.

County Engineer.

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JULY 6 to DECEMBER 28, 19 17

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The ST. BRIDE’S PRESS, Ltd.,

ST. BRIDE’S HOUSE, 24 BRIDE LANE,
FLEET STREET, E.C.

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The Surveyor and Municipal and County Engineer, February 1, 1918.

INDEX.

Abattoirs, Public, 106, 202
Aberdeen, Water Supply at, 278
Activated Sludge Process, 10, 40, 45, 51,
67, 87, 137, 140, 252, 445, 471, 527, 528
Administrative Questions in Relation to
Water Supplies, 243
“ A Glorified Foreman,” 2
A Hard Case, 23
Air Lift Pumping, 441
Amateur Well Sinkers, 61
Ambulance ’Buses, 61
American Tests of Road Materials, 120
Annual Reports
Aberdeen, 278
Bedfordshire, 424
Belper, 156
Berkshire, 99
Birmingham, 168
East Stirlingshire, 63
East Suffolk, 144
Essex, 38, 57
Johannesburg, 337
Kent, 474
Middlesex, 100
Northamptonshire, 167
Nottinghamshire, 361
Renfrewshire, 128
Sheffield. 312, 324
Somerset, 371
Tiverton, 423
Warwickshire, 127
Worcestershire, 189
Yeovil (Rural), 496
Architecture, A Censor of, 167
Are Sprinkling Filters Objectionable ?
404

Association of Managers of Sewage
Disposal Works :

Annual General Meeting in London,
539, 552

Annual Summer Meeting atWorcester,
39, 51, 67

Presidential Address, 39
Association of Municipal Authorities of
Ireland, 243

Barwise and Consulting Engineers, Dr.,
47, 56, 88, 109, 130, 169, 210
Beckenham Waste Paper Scheme, 103
Bedfordshire Petrol Lorry and Steam
Wagon, Costs, 422

Bedfordshire Road Maintenance, 424
Belfast Electrics, 239
Berkshire Roads, 99
Bills in Parliament, 546
Birmingham, Development of, 334, 353
Birmingham, Road Work in, 168
Birmingham, Tame, and Rea District
Drainage Board, 200

Bituminous Materials, Methods of
Applying, 196

Blast Furnace Slag as Concrete Aggre¬
gate, 379

Bognor’s “ Tank,” 190
Bombay, Drainage of, 501
Bonus Schemes, 81, 86, 151, 192, 338, 367,
414

Breaks in Water Mains, 265

Bridge Paints, Service Tests of, 167
British Fire Prevention Committee,
483

Building after the War, 411
Building By-laws, Proposed Modifica¬
tion of, 515

Building By-laws Tribunals, Pro¬
posed, 462

Building Stagnation, Causes of, 353, 373
Built-in Furniture, 311

Camp Sanitation, 40

Cardiff Reservoir Contract, 20

Carnarvonshire and Motor ’Bus Traffic,

Causes and Prevention of Dry Rot, 11
Cement Gun, The, 259
Certified Occupations, 23, 63; 207, 475,
518

Cheltenham, Sewage Disposal at, 234
Chloramine Sterilisation of Water, 309,
335

Church and Housing, 266
Cistern Question in London, 98
Clay Subsoils, Road Construction on,
471

Cleansing Work at Nottingham, 48
Cleansing Work, Electric Vehicles in,
24

Cleansing Work, Notes od, 321, 452
Cleveland, Ohio, Sewage Disposal at,
342, 367

Clinker Asphalt Macadam, 294, 323
Clinker Mexphalte, 43
Coal Concreted from Dust or Ashes, 118,
125

Coal Distribution, Local Authorities
and, 62

Coal Storage, 375
Coal, Synthetic, 398
Coal Tar Products, 83
Colour Measurement of Water, A
Standard for, 1, 6

Concrete Aggregate, Blast Furnace
Slag as, 379

Concrete and Associated Materials,
Research od, 460
Concrete, Rapid Delivery of, 225
Concrete Roads, 68, 130, 237, 251, 336,
354, 376, 384, 408, 424, 467
Concrete Sewers, Experience with, 19
Concrete Slab Making Plant, 48
Contracts, War and, 12, 482
Corrosion of Iron in Ferro-Concrete, 549
Conference Delegates’ Expenses, 414
Control of Omnibus and other Motor
Traffic, 74, 76

Cork, Street Pavings in, 426, 541
Cork, Water Waste Prevention in, 82,97
Cornwall Main Roads, 57
Country Roads Drainage, 507
Correspondence : —

Activated Sludge, 471
Barwise, Dr., and Consulting En¬
gineers, 56, 88, 109, 130, 169, 210
Clinker Asphalt Macadam at Houn
slow, 323

Concrete Roads, 130, 251, 384, 408, 424
Damp, The Danger of, 323
Decimal Systems, The : Is there any
need for them ? 384

Correspondence ( continued ) : -

Decimal Weights, Measures, and
Currency, 19, 299

Design, New Materials and Methods
as Influencing, 170

Extraordinary Traffic, Mr. Wakelam
and, 35, 56, 109
Garden City Houses, 344
Government and Publicity, The, 192
House Refuse, 88
House Refuse Collection, 108
House Refuse, Manure from, 110, 131
Housing the Working Classes, 299
“ Keep to the Left,” 385
Machine Trenching and Ramming,
110

Monetary System, The British, 322,
385, 385, 408

Municipal and County Engineers’Ex-
amination, The, 108, 130,149, 235, 299
Osiers for Sewage Works, 149, 170, 171,
193

Professional Classes and War Relief
Council, The, 409

Professional Examinations, 251, 278
Publicity, The Government and, 192
Reconstruction after the War, 56
Refuse as Fuel, 323"

Reinforced Concrete Roads and Wheel
Tracks, 192, 299

Road Construction and Quarrying
Companies : An Appeal, 555
Road Stone Control, 130
Salary, A Question of, 235
Sewage Works, Management of, 492
Surveyors’ Petrol Allowances, 344
Tar, The Storage of, 345
Utilisation of Waste Food in Towns’
Refuse, 409
War Bonuses, 192

Waste Products, Collection and Utili¬
sation of, 345
Water Charges, 492
Water Fittings, Corrosion of, 513
Water Mains in the Trench, Testing,
365

Welsh Slate Industry, The, 424
Working Classes, Housing the, 299
322

Covered Reservoir of Reinforced Con¬
crete, 143

Culverting of Streams, The Law in
Regard to the, 216

Damp, Danger of, 183, 323
Dearest Gas, The, 514
Decimal Weights, Measures, and Cur¬
rency, 19, 74, 89, 274, 299, 343, 384, 546
Deficiencies in Water Accounts, 309,
329, 383, 484

Deputation or Postcard Inquiry P 547
Desert, Water Finding in the, 213
De-Tinning, 317
Dimensions, 210
Ditches, Cleansing of, 419
Documents, Inspection of, 22
Dry Rot: Its Causes and Prevention,
11, 152

Dublin Rebuilding, 75

THE SURVEYOR AND MUNICIPAL

February 1, 1918.

Easing ton, Housing at, 355
Eastbourne Municipal Motor Buses, 111
East Suffolk Main Roads, 144
Economy and Efficiency, 380
Education of the Public, 373
Effect of War on Municipal Engineering
and Public Health, 363, 377
Electricity and National Welfare, 460
Electricity Charges, 117
Electricity, London, 311
Electricity Supplies, Linking up of, 139
Electric Power Supply, 430
Electrolysis Troubles and Remedies,
181, 187, 397

Ellon Burgh Surveyor’s Resignation,
229

Engineer in Fiction, 461 _

Engineering as a Profession, 455
Engineers and the Public, 429
Engineers, Better Training of, 310
Essex, Main Road Maintenance in, 38
Examinations, 78, 93
Extraordinary Traffic and Excessive
Weights on Highways, 13, 32,35

Farmhouses, Roads to, 95

France, Water Power in, 529

Fruit Trees for Shading Highways, 407

Garden City Houses, 344
Gas as Motor Fuel, 5, 38, 207, 211,324,
346, 365, 398,400, 446, 493, 505, 510, 527,

551

Gas, A Thousand and One Uses for, 387
Gas, Economy in the Use of, 547
Gas Supply, Municipal, 195
Gipsies and Road Obstruction, 259
Glasgow Experiments with Gas-driven
Lorries, 211

Glycerine from Kitchen Waste, 139
Goods Clearing House System, 12
Government and Publicity, 192
Government and Tramways, 422
Grease from Sewage, Extraction of, 131
Greenock Flooding Case, 115

Hackney, Motor Sweeping at, 50
Hastings Sea Defences, 193
Haywards Heath, Dust Collecting at, 75
Hexham, Housing at, 47
Highway Charging Stations, 226, 250,
346, 374, 493. 505,510,513
Horse Hire, Cost of, 110, 547
Horsforth, War Time Economy at, 313
Hounslow, Clinker Asphaltic Macadam
at, 294

Housing and Town Planning : —

Accommodation, 233
Accommodation in Industrial Areas,
427

Acquisition of Building S,tes, 518
After-the-War Scheme, 300
A.M C. Council’s Suggestions, 468
Barrow, 325, 498
Built-in Firrniture, 311
Canada, 463

Housing and Town Planning

( continued ) .• —

Church and Housing, 266
Control of House Building, 175
Cost of Cottage Building, 232
Cottages or Tenements ? 225, 228
County Councils and Housing, 506, 509
County Councils Association Resolu¬
tions, 392

Departmental Committee on Building,
111

Dublin Inquiry, 119
Easington, 355
Erpingham, 290
Garden City Houses, 344
Grants for Local Authorities, 111
Great Britain, 195
Hexham, 47

Housing Shortage, 3, 229
Ireland, 392
Lanarkshire, 5
L.G.B. Annual Report, 172
L.G.B. Circular, 206, 229
Local Authorities’ Schemes, 498
London, 10
Liverpool, 88
Monmouthshire, 134
Municipal Engineers and Architects,
518

National Conference, 134
National Housing Schemes, 66
Neglect of Housing Possibilities, 206
Post-War Problems, 38, 470, 497
Public Utility Society Resolutions, 311
R.I.B.A. Competition, 406, 459, 514
Rural Architecture, 381
Rural Housing Association’s Pro¬
posals, 498

Scottish Authorities’.- Schemes, 538
Scottish Commission’s Report, 274,
314, 486

Scottish L.G.B. Circular, 156
Scottish Sanitary Inspector and
Housing, 555
Scottish Scheme, 368
Slum Demolition, 543
Smethwick Scheme, 293
Some Aspects of the Housing Problem,
339

Standardisation, 482
State Assistance, 205, 214, 238, 453
State Policy, 399, 427
Structure in Municipal Housing, 420,
444

Styles of Architecture, 453
Suggested Modifications of Act, 356
Taunton, 267

Technical Conference, 301, 447
Tenants as Owners, 284
“ Tied ” Rural Houses, 162
Town Planning and Reconstruction of
Towns, 547
Type of Cottage, 368
Types of Small Scottish Dwellings, 480

"WhIpq

Well Hall Scheme, 269
“ Humic, ”90

Inland Waterways, 171, 509
Inspection of Documents, 22

Institution of Civil Engineers : —
Canadian Visitor’s Impressions, 451
Institute of Cleansing Superin¬
tendents : —

Annual Conference at Nottingham,

48, 58, 84

Presidential Address, 59
Stockport Meeting, 386

, Institution of Municipal and
County Engineers :—

Annual Meeting at Hastings, 11, 13,
32, 78,93, 106, 152

Examinations, 78, 93, 96, 108, 130, 149,
235, 251, 278, 299
Hounslow Meeting, 295
London Meeting, 493, 510
Neath Meeting, 515
New Officers, 453
Orphan Fund, 3, 15
Porthcawl Meeting, 101, 104
Visit to Westminster Hall, 247
Ystradf elite Meeting, 81, 122, 146

Institution of Municipal Engi¬
neers :—

Council Meeting, 127
Leighton Buzzard Meeting, 280
March Meeting, 257
Newcastle-on-Tyne Meeting, 116
Institution of Water Engineers : —
Summer Meeting, 1, 6, 27
Winter Meeting, 535, 550
Invalid By-law, An, 418
Ireland, Notes from, 62, 426, 510
Ireland, Steam Rolling in, 382
Iron and Steel, Corrosion of, 464

Johannesburg, Municipal Engineering
Work in, 337

Kent, Experimental Sections of Con¬
crete Roads near Gravesend, 376
Kent, Road Maintenance in, 474

Laboratories for Small Waterworks, 135
Laboratories in Time of War, Public
Health, 513

“’Lacre” Motor Road-sweeping Machine,

166

Lancashire Bridge Damage, 414
Law Notes:—

By-laws, 454

Damage to Road by Steam Lorry, 454
Damage to Public Right-of-Way, 454
Dangerous Wall, 454
Drainage, 454

Electric Lighting : “ Differentiation in
Charges ” : Electric Lighting Act,
1882, Sections 19 and 20, 411
Highway : Accident :Claim for Damages
against Highway Authority, 344
Highway : Accident : Projecting
Guards Round Trees : Liability of
Local Authority : Public Health
(Amendment) Act, 1890, Sec, 43, 129
Highway Boundary : Private Street
AVorks: AATdth of Street, 277
Highway Diversion: Notice of Appli¬
cation to Quarter Sessions : Change
of Date of Sessions : Highway Act,
1835, Sections 85 and 118, 191
Housing, Town-Planning, &c.. Act,
1909, and Building By-laws, 454
Private Street Works: Invalid Notice
to Frontagers: Public Health Act.
1875, Sec. 150, 175
Law Queries and Replies:—
Appointment of Sanitary Engineer, 129
Boundary Hedge : Building Line, 517
Building By-laws : Rear Air-space, 367
Building By-laws : Rural District, 517
Building Line : Addition to Building,
129

Combined Drainage, 61
Conversion of Privies into Water-
closets, The, 61

Defence of the Realm Regulations :

Public Motor Stands, 302
Easement of Light : Substituted
Building, 503

Extraordinary Traffic, 344, 367
Fire Engines, The Provision of Horses
for, 302

Footpath Cross Troughs, 517

Frbiuary 1. 1918.

AND COUNTY ENGINEER.

Law Queries and Replies (con¬
tinued) : — ,

Highway By-water : Obstruction :

Storage of Paraffin, 191
Highway : Discharge of Surface

WfltAl* 101

Highway ‘Fall of Wall, 175
House Drainage : Connection with
Sewer in Neighbouring District, 411
Omnibus Route : Local Government
(Emergency Provisions) Act, 191(5, 344
Overflow from Sewer: Liability of
Local Authority, 302
Pail Closets, Emptying. 503
Police Station-House: Nuisance, 517
Private Estate Roads : Roads
Damaged by War Department
Traffic, 41 1

Railway Bridge Over Main Road, 129
Surveyor to Rural District Council :

Payment for Extra Work, 129
Water-closet Accommodation, 191
Water Supply: Domestic Purposes,
191

Water Supply : Stop-Cock, 129
Litherland Sewer Fatality, 111
Liverpool Housing, 88
Local Government Board Annual Re¬
port (191G-17), 172
London Electricity, 311
London’s Health, 73
London’s Motor Ambulance Service, 50
London’s Sewage Outfall Works, 26
Lower Thames Valley District
Surveyors’ Association :—
Meetings, 321, 415, 504

Machine Trenching and Ramming, 73,
110

Maintenance and Cleansing of Water¬
courses, 66

Management of Sewage Works, 462, 473,
492

Manchester University, 162
Manure from House Refuse, 110, 131
Marketable Sewage Products, 310
Mechanical Traction
Ambulance ’Buses, 61
American Municipalities’ Vehicles,
212

Bedfordshire, 422
Belfast Electrics, 239
Croydon, 522

Coal Gas as Motor Fuel, 5, 38, 207,
211, 324, 346, 365, 398, 400, 446, 493,
505, 510, 527, 551
Drivers’ Licences, 43
Electric Vehicles, 4, 21, 24, 84, 212,
239, 522

Gas Traction Commission, 495
Glasgow Costs, 251, 522
Hackney, 50

Highway Charging Stations, 226, 250,
346, 374, 493, 505, 510, 513
Manchester, 4

Motors and Town Roads, 45
Motor Street Washing and Gully
Cleaning, 381

Motor Traffic Committee’s Report, 409
- Newcastle, 212

New Type of Battery, 285
Nottingham, 212
Nottinghamshire, 357
Petrol Lorries, 422 •

Petrol Supplies, 68
Roadside Depots, 237
Sheffield, 24, 60, 8 1
Steam Wagons, 357 , 422
Surveyors’ Petrol Allowances, 341
Methods of Teaching, 182
Metric Street Numbering, 154
Middlesex, Road Maintenance and
Repair in, 100, 119

Military Service, Public Officials and, 63
Minimum Road Widths, 545
Ministry of Health, 2, 99
Ministry of Health, The Proposed, 236,
549

Minutes of Proceedings: —

Activated Sludge Process, The, 137,
527

Activated Sludge Treatment at
Worcester, 45
After the War, 138
Air-lift Pump, The, 441
Air-raids, 291

America, Road Stone Control in, 526
Appeal, An, 546

Minutes of Proceedings (con¬
tinued) : —

Architects after the War, 442
Architecture, 418

Barwise, Dr., and Consulting Engi¬
neers, 47

B.E.O. and the Municipal Services,
The, 183

Birmingham Arterial Road Scheme,
The, 353

Birmingham, The Development of,

334

British Fire Prevention Committee,
483

Building By-laws Tribunals, Pro¬
posed, 462

Building Materials, Scarcity of, 443
Building Stagnation, The Causes of,

353,373

Built-in Furniture, 311
By-law, An Invalid, 418
By-law Modification, 546
Canada, Town Planning in, 463
Certified Occupations, 23, 207
Charging Stations on Highways, 374
Charing Cross Bridge, 22
Chloramine Sterilisation of Water,
309

Church and Housing, The, 266
Cistern Question in London, The, 98
Coal Gas or Petrol P 207, 398, 505
Coal Prices, 267
Coal Storage, 375

Colour Measurement of Water, A
Standard for, 1

Concrete, Rapid Delivery of, 225
Contracts, The War and, 482
Cottages or Tenements P 225
Damp, The Danger of, 183
Devon County Council and Housing,
506

Ditches, Cleansing, 419
Documents, Inspection of, 22
Dublin Housing Inquiry. The, 119
Dublin Rehousing— A Hopeful Out¬
look, 335

Dry Rot in Timber, 22
Easington, Housing at, 355
Education of the Public, The, 373
Electricity Charges, 117
Electricity Supplies, Linking Up the,
139

Electric Lorries, 21
Electrolysis of Pipes, 181
Electrolysis Troubles and Remedies,

397

Engineer in FietioD, The, 461
Engineering Profession, The, 226
Engineers, Better Training for, 313,

398

Erpingham and Rural Housing, 290
Examinations, 98

Footpath, The Rule of the, 266, 46.3
Foreman, A Glorified, 2
Fuel, A New, 118

Glycerine from Kitchen Waste, 139
Hard Case, A, 23
Hastings Meeting, The, 3
Haywards Heath, Dust Collecting at.,
75

Health of Great Britain, The, 355!
Highway Case, An Interesting, 354
Highway Charging Stations, 226
Housing After the War, 98, 118,419, 442
Housing and Private Enterprise, 205
Housing at Hexham, 47
Housing at Taunton, 267
Housing in Scotland, 334
Housing — Minimum Accommodation ,
311

Housing Possibilities, The Neglect of,
206

Housing Shortage, The, 3
Housing, State Aid for, 226
Housing, Structure iD, 418
Housing," Technical Conference,” 291
» Housing, The Church and, 266
Housing— The L.G.B. Circular, 206
Institution of Electrical Engineers,
The, 441

Irish L.G.B. and Assistant County
Surveyors, The, 417
Kent, Heavy Motor Traffic in, 74
Kitchen Waste, Glycerine from, 139
Law Cases, Recent, 461, 139
Leeds and Doncaster Water Scheme,
The, 397

Lines, Behind the, 23
Local Government Board Annual
Report, 162

London Electricity, 311
London Motor Omnibus Traffic, 442
London, The Health of, 73
Lord Clifford and a Water Supply,
The Late, 374

Machine Trenching and Ramming, 73,
525

Manchester University, 162
Metric System, Against the, 74

Minutes of Proceedings (con¬
tinued) : —

Metric Systom, The, 546
Middlesex, Road Maintenance in, 119
Ministry of Health, A, 2, 99, 227
“ Motor Car,” What is a ? 21
Motors and Town Roads, 45
Municipal Engineer and the Public,
The, 163

Municipal Engineering and the War,
375

Municipal Engineers, The Status of,
266

Municipality and Politics, The, 183
- Municipal Officers and the “ Volun¬
teers,” 335

Municipal Tramways Association, 265
Nuisance Case, A, 483
Orphan Fund, The, 3
Percolating Filters, Objectionable
Odours from, 507
Petrol Allowances, 419
Plans, Use for Old, 419
Poplar, The Health of, 291
Porthcawl, Municipal Work at, 97
Portsmouth, The Cleansing Question
at, 247

Power, Water Supplies as Sources of,
505

Private Bills in Parliament, 546
Private Enterprise, Housing and, 205
Private Street Works—" Common
Form ” Notice to Frontagers, 161
Procedure, Technicalities of, 205
Professional Associations, 431
Professional Classes and the War, 399
Public Abattoirs, 291
Rating, The Incidence of, 290
Rebuilding Dublin, 75
Reinforced Concrete and Fire, 119
Reinforced Concrete Progress, 182
Reinforced Concrete Roads, 354'

Road Board, The, 245
, Roads and Reconstruction, 245
Road Stone Control, 181, 399
Road Widths, Minimum, 545
Rosyth, 267

Royal Sanitary Institute, War Work
of the, 334

Rural Housing Schemes, 227
Rural Settlement, 290
St. Winifrede’s Well, 99
Salary, A Question of, 207
Sanitary Inspector as Analyst, 267
Sanitary Inspectors’ Qualifications,
247

Sanitation in the .Army, 525
Science and Education, 182
Scottish Housing, 334, 418
Semi-permanent Building, 227
Sewage Disposal Works, The Manage¬
ment of, 462

Sewage, Preliminary Treatment of :

Chemical Precipitation, 289
Sewage, Preliminary Treatment of:

Fine Screens, 333
Sewage Products, Marketable, 310
Silvertown Reconstruction Scheme,
The, 2

Staines Rural Council and the
Uxbridge Bench, 482
Standard Houses, 482
State Aid for Housing, 226
Steel Mains Reinforced, 481
Street Paving Charges, 47
Structure in Housing, 418
Studs and Road Surfaces, 207
Surveyors’ Institution, The, 417
Swindon Borough Surveyor, An
“Open Letter” to the, 46
Swindon, Food Production at, 310
Synthetic Coal, 398
Teaching, Methods of, 182
Technicalities of Procedure, 205
“Tied” Rural Houses, The Question
of, 162

Trade After the War, 506
Trade Wastes, The Treatment of, 246
Tram car v. Motor Omnibuses, 483
Tramway Congress, A, 22
Tramways and Reconstruction, 266
Tramway Supplies, 443
Tramways, The Future of, 75
Trees in Streets, 117, 527
Trenches, Machine-made, 525
“Uuitate Fortior,” 163
United States, Effects of the War in
the, 507

Universities, Municipal Engineering
and, 138

Wales, Housing in, 526
War Damage and Compensation, 545
War, Municipal Engineering and the,
375

Waste Utilisation, 375
Water Accounts, Deficiencies in, 309
Water Charges, 461

Water, Chloramine Sterilisation of,
309

VI.

THE SURVEYOR AND MUNICIPAL

February 1, 1918.

Minutes of Proceedings (con¬
tinued) : —

Water Mains, Breaks in, 265
Water Questions, 355
Water Supplies as Sources of Power,
505 v

Water Waste Prevention, 97
Westminster Hall, 247
Women’s Labour Conference, West¬
minster, 23

Municipal Engineering and Public
Health , Effect of War on, 363, 377
Municipal Engineering and the Univer¬
sities, 138

Municipal Engineers, Status of, 2G6
Municipality and Politics, 183
Municipal Officers’ Salaries, 522
Municipal Profit-sharing Scheme, 63
Municipal Tramways Association :

Annual Meeting, 265, 268.
MunicipalWaterworks Association :
Annual Meeting in London, 318

National Health, 355, 362
Neglect of Housing Possibilities, 206
Newcastle Electric Vehicles, 212
“Non-Pressure ” Hot Water Supply, 201
Northamptonshire, Road Maintenance
in, 167

Notes from Ireland, 62,426, 540
Nottingham, Cleansing Work at, 48
Nottingham Electric Vehicles, 212
Nottinghamshire, Road Maintenance in,

361

Odours from Percolating Filters, 404,
507

“ Open Letter ” to the Swindon Borough
Surveyor, 46

Organisms in Water Supplies, Control of
Microscopic, 423

Overhanging Rocks on Highways, 355

P /

Paints for Metal Surfaces, 331
Parliament, Private Bills in, 546
Petrol Allowances, 419
“Pioneer ” Road Sweeping and Loading
Machine, 150
Plans, Use for Old, 419
Poplar, Health of, 291
Porthcawl, Municipal Work at, 95, 101
Power, Water Supplies as Sources of,
505, 508, 535, 550

Practical Application of Modern Sani¬
tation, 258

Precipitation of Sewage: Further Ex- !
periments, 358

Private Bills in Parliament, 546
Procedure, Technicalities of, 205
Professional Associations, 481
Professional Classes “VV ar Relief Council , !
41

Public Abattoirs, 106, 292

Publications :

Bognor, Homeland Handbook of, 280
Concrete, Plain and Reinforced, 151
Draughtsmanship, A Guide to, 302
Electrical Engineering Practice, 302
Experimental Building Science, 368
Health in Camp, 280
Hydraulics, Treatise on, 90

j Publications ( continued )

Laboratory Manual of Bituminous
Materials for the Use of Students in
Highway Engineering, 179
Levelling, Lectures on, 302
Mechanical Drafting, 368
Municipal Engineering Practice, 469
Parks and Park Engineering, 280
Portland Cement Industry, The, 20
Practical Sanitation, 20
Preservation of Wood, The, 169
Report on Street Improvements, 151
Road Construction and Maintenance
in the Tropics, 485
Stresses in Structures, 328
Student’s Catechism on Bookkeeping,
Accounting, and Banking, 328
Watt and the Steam Age, 328
Public Health, Effect of War on Muni¬
cipal Engineering and, 363, 377 -
Public Health Powers, 553
Public Officials and Military Service, 63
Public Works Loan Board, 86

Qualifications of Sanitary Inspectors,
247, 255

Quantities and Estimates, 164
Question of Salary, A, 207, 235

Rand, Water Supply on the, 465
Rapid Delivery of Concrete, 225
Rapid Sand Filtration, 341
Rating, Incidence of, 290
Reconstruction, 115
Reconstruction After the War, 56
Refuse Collection and Disposal
Bags, 88,108

Baling of Waste Paper, 331
Beckenham Waste Paper Scheme, 103
Cleansing Notes, 321, 452
Disposal by Feeding, 407
Disposal of Tins, 49
Dublin, 168

Dust Collecting at Haywards Heath,
75

Electric Vehicles in Cleansing Work,
24, 60, 84

Glycerine from Kitchen Waste, 139
Horsfortb, 313

Manure from House Refuse, 110, 131

Nottingham, 48

Profitable Dust Bin, 485

Reduction Processes, 428

Refuse as Fuel, 323

Sheffield, 24, 60, 84, 382

Singapore, 208

U tilisation of Destructor Clinker, 452
Utilisation of Waste Food, &c., 388
War Effects, 516
Waste Metal and Paper, 463
Reinforced Concrete and Fire, 119
Reinforced Concrete at the Front, 184
Reinforced Concrete Bridge, London
County Council’s, 401
Reinforced Concrete, Corrosion of Iron
and Steel, with Special Reference to,
464

Reinforced Concrete, Corrosion of Iron
in, 549

Reinforced Concrete, Deteriorating
Action of Salt and Brine on, 538
Reinforced Concrete Floor Slabs, 403
Reinforced Concrete Pipes for Gas, 450
Reinforced Concrete Progress, 182
Reinforced Concrete, Strength of Plain
and, 190

Reinforced Concrete Tar Storage Tank,

230

Reinforced Concrete Wheel Tracks for
Roadways, 179, 192
Renfrewshire Highways, 128
I Repair of Concrete Roads, 41

Roads and Streets:—

Aldershot Failure, 471

American Tests of Road Materials, 120

An Interesting Case, 354

Army Council Order, 219

Avoidable Damage, 475

Bedfordshire, 424

Belper, 156

Berkshire, 99

Birmingham, 168

Blowing Dust from Macadam, 232
By-laws Modification, 515
Canadian Roads, 83
Carnarvonshire and Motor ’Bus
Traffic, 68

Cleansing at Leicester, 298
Clinker and Mexphalte, 43
Clinker Asphaltic Macadam, 294, 323
Concrete Roads, 68, 130, 237, 251, 336,
354, 376, 384, 408, 424, 467
Construction on Clay Subsoils, 471
Control of Heavy Motor Traffic, 74, 76
Cornwall, 57

Damage by Timber Haulage, 249
Drainage of Country Roads, 507
Dublin Street Widening Schemes, 148
Dundee Experiment, 371
Dust Laying in Lincoln, 133
East Stirlingshire, 63
East Suffolk and Road Subsidies, 200
Economy of Direct Labour, 62
Effects of Traffic on Roads and Tram¬
way Tracks, 275, 297
Essex, 38

Extraordinary Traffic and Excessive
Weights, 13, 32, 35, 56, 109
Fruit Trees for Shading Highways, 407
Gipsies and Road Obstruction, 259
Glasgow Street Cleansing, 251
Government and Oils, 50
Grants in Aid, 62

Hounslow Clinker Asphaltic Macadam,

294, 323

Improvement Association’s Activities,

338

Ireland, 62, 426, 541

Irish Maintenance Difficulties, 540

Kent, 474

Kent Experimental Sections, 376
Kildare County, 221
Labour in Roadstone Quarries, 38
Lincoln, 133
London Pavings, 219
Maintenance Costs in Ireland, 62
Methods of Applying Bituminous
Materials, 196
Middlesex, 100, 119
Minimum Road Widths, 545
Motors and Town Roads, 45
Motor Sweeping at Hackney, 50
New Sweeping and Loading Machine,
150

Northamptonshire, 167
Nottinghamshire, 361
Omnibus Contributions, 38, 387
Overhanging Rocks on Highways, 355
Private Streets Works Cases, 161
Rapid Sprinkling, 193
Reconstruction, 246
Reinforced Concrete Wheel Tracks,
179, 299

Renfrewshire, 128
Repair of Concrete Roads, 41
Road Board Annual Report, 245, 248
Roadside Advertising Schemes, 305
Roads to Farmhouses, 95
Roadstone Control, 35, 128, 130, 149,
181, 185, 399

Roadman’s “ Soft Job,” 63
Roadmen in France, 546, 549, 555
Rule of the Footpath, 266, 313, 385, 430,
463

Salt as a Road Material, 335
Sand-Hay-Tar Experiments! Road,

534

Sheffield, 312, 336, 372
Sheffield Darkened Streets Case, 51
Side Forms for Concrete Roads, 237
Somerset, 371
Spain, 317

Steam Rolling in Ireland, 382
Stirling, 371

Street Paving Charges, 47,55
Street Pavings in Cork, 426, 541
Streets of the Future, 121
Studs on Road Locomotive Wheels,
16, 376

Studs on Tractiofi Engine Wheels, 195
Tale of a Newly-made Road, 250
Tar-painting and Tar-grouting, 537
Tarred Granite, 111
The Type of Road, 197
Trees in Streets, 117, 527
United States Roads, 410
Use of Timber for Road Work, 20
Wakelam and Extraordinary Traffic,
Mr., 109

War Traffic, 186
Warwickshire, 127

Febuuary 1, 1918.

AND COUNTY ENGINEER.

Vll.

Roads and Streets ( continued ) : —
Work in the War Zone, 121, 279, 431
Yeovil, 496

Royal Sanitary Institute : —

War Work, 334
Rule of the Footpath , 266, 313
Rural Architecture, 381

Salaries of Municipal Officers, 522
Salt as a Road Material, 335
Sanitary Inspector as Analyst, 267
Sanitary Inspectors’ Qualifications, 247,
255

Sanitary W ork in the Army, 525, 530, 554
Sanitation, Practical Application of
Modern, 258

Scavenging Costs at Ossett, 296
Science and Education, 182
Scottish Dwellings, Types of Small, 486
Scottish Notes, 145
Sea Defences at Hastings, 193
Sewerage and Sewage Disposal:—
Activated Sludge Process, 10, 40, 45, 51,
67, 87, 137, 140, 252, 445, 471, 527, 528
Air Diffusers and Dewatering Devices,
528

Birmingham, 200

Bombay Drainage, 501

Camp Sanitation, 40

Cheltenham, 234

Cleveland, 342, 367

Chemical Precipitation, 289

Drop Manholes, 548

Electrical Purification, 10

Experience with Concrete Sewers, 19

Grease from Sewage, 131

Greenock Flooding Case, 115

Inadequate Provision and Neglect, 516

Liquid Trade Wastes, 507

Liverpool Action, 527

London, 280

London Outfall Works, 26
Marketable Sewage Products, 310
Middlesex Effluents, 107
Milwaukee Experiments, 445
New York, 124

Osiers for Sewage Works, 149, 170, 193
Objectionable Odours from Percolating
k ilters, 404, 507
Petrol in Sewers, 414
Precipitation Experiments, 358
Preliminary Treatment, 289, 333
Revolving Screens, 124
River Pollution in the West Riding,
553

Sheffield, 324
Sludge Disposal, 553
Staffordshire Trade Wastes, 451
Stream Pollution in the West Riding,
77

Tannery Wastes Purification, 337
Trade Waste from Creameries, 119
Treatment of Trade Wastes, 246, 252
Treatment in 1870, 250
War and Sewage Disposal, 39
Worcester, 10, 40, 45, 51, 67, 87
Works Management, 462, 473, 492
Sheffield, Highway Work at, 312
Sheffield, Refuse Collection and Disposal
at, 382

Sheffield, Reinforced Concrete Roads in,
336

Sheffield, Sewage Disposal at, 324
Side Forms for Concrete Roads, 237
Silvertown Reconstruction Scheme, 2
Singapore, Collection and Disposal of
Refuse in, 208
Slate Industry, Welsh, 424
Sludge Disposal, 553
Smethwick Housing Scheme, 293
Snow Removal, 168
Soft Timber, Sales of Imported, 66
Soldiers, Re-employment of Discharged,
259

Somerset, Road Maintenance in, 371
Spain, Road and Street Work in, 317

Staffordshire Sewage Effluents, 451
State and Housing, 399
Status of Municipal Engineers, 266
I Steel Mains Reinforced, 481
Storage Cisterns, 98, 200
Streams, The Law in Regard to the
Cul verting of, 216
Street Lighting Contracts, 12
Structure in Municipal Housing, 420,
444

Studs on Road Locomotive Wheels, 16,
376

Studs on Traction Engine Wheels, 195
Subsidies, East Suffolk and Road, 200
Superannuation Allowances, 483
Surveyors’ Institution
Presidential Address, 417
Swindon, Food Production at, 310
Synthetic Coal, 398

Tale of a Newly-made Road, 250
Tannery Wastes, Purification of, 337
Tar Storage, 230
Technicalities of Procedure, 205
Things One Would Like to Know, 19,
31, 57, 83, 110, 131, 145, 171, 189, 213, 232,
257, 273, 293, 300, 325, 341, 362, 385, 405,
432, 450, 472, 503, 514, 536, 551
“ Tied ” Rural Houses, 162
Timber in Road Work, Use of, 20
Tiverton, Municipal Work at, 423
Town Planning (See Housing and Town
Planning)

Town Planning Institute:—

Presidential Address, 356
| Training of Engineers, Better, 310
j Tramcar v. Motor Omnibus, 483
j Tramway Paving and Repairs, 410
Tramway Rails Renewal, 201
Tramways and Light Railways Associa¬
tion, 3, 22

Tramways and Reconstruction, 266
Tramways, Development of, 268
Tramways, Future of, 75
j Tramways, Government and, 422
Trees in Streets, 117, 527
Trenches, Machine-Made, 525
Tribunals, 41, 63, 115, 124, 168, 185, 220,
235, 247, 259, 323, 362, 504, 518
Trumpery Litigation, 392
j Type of Road, The, 197

Ultra-Violet Sterilisation of Water, 405
Unauthorised Connection, 107
United States Roads, 410
Universities, Municipal Engineering
and the, 138

Utilisation of Waste Food, &e., in Towns
Refuse, 388

| Volunteer Fire Brigades, 99

Wakefield Water Supply, 455
Wales, Housing in, 526
Wandsworth, De-Tinning at, 317

War:-

Army Sanitary Work, 525, 530, 554
Bonus Schemes, 81, 86, 151, 192,338,367,
414

Building Materials, 411
Certified Occupations, 475, 518
Contracts, 482

Damage and Compensation, 545
Effects in the U.S., 507
Employers and Employees, 371
Municipal Officers and the “Volun
teers,” 335

Petrol Allowances, 419
Professional Classes War Relief
Council, 399, 409

Public Officials and Military Service,
63, 207, 518
Reconstruction, 56

Re-employment of Discharged Sol¬
diers, 259

Reinforced Concrete at the Front, 184
Street Lighting Contracts, 12
Trade and Employment, 138
Tramway Paving and Repairs, 410
Woman Labour, 23,42
Water :—

Aberdeen, 278

Administrative Questions, 243
Air Lift Pumping, 441
Amateur Well Sinkers, 61
Breaks in Mains, 265
Cardiff Reservoir Contract, 20
Certified Occupations, 475
Charges, 461, 466, 492
Chloramine Sterilisation, 309
Colour Records Applied to Potable
Water, 1, 6, 27
Corrosion of Fittings, 513
Covered Reservoir of Reinforced Con¬
crete, 143

CowlydLake Works, 298
i Deficiencies in Water Accounts, 309,
484

Desert Water Finding, 213
Electrolysis Troubles and Remedies,
181, 187, 397
j Hastings, 231
i Irish Water Power, 421
Keighley, 186

Laboratories for Small Waterworks,

135

Leeds and Doncaster Scheme, 397
Leighton Buzzard, 273
Liverpool, 75

Machine Made Trenches, 525
Machine Trenching and Ramming, 110
Microscopic Organisms in Water, 423
“Non-Pressure” Hot Water Supply,
201

Northampton, 77
Rand Water Board,

Rapid Sand Filtration, 341
St, Winifrede’s Well, 99, 183, 279
Storage Cisterns, 98, 200
Ultra-Violet Sterilisation, 405
Use of Copper Sulphate, 423
Sources of Power, 505, 508, 535, 550
Steel Mains Reinforced, 481
Useful Life of Units in Waterworks
Plants, 142
Wakefield,

Waste Prevention in Cork, 82, 97
Water Power in Ireland, 63
Worcester, 316
Ystradf elite Works, 122, 146
Warwickshire Roads, 127
) Well Hall Housing scheme, 269
Westminster Hall, 247
! West Riding, Stream Pollution in the, 77
What is a “ Motor-Car” ? 21
Women’s Work for Local Councils, 23, 42
Wood Preservation, 425
Worcestershire Roads, 189
I Worcester Water Supply, 316

Yeovil Rural District Roads, 496
Ystradfellte Waterworks, 122, 146

V111.

THE SURVEYOR AND MUNICIPAL

February 1, 1918-

AUTHORS OF PAPERS, ARTICLES AND

ADDRESSES.

Abbott, E. R., 356
Adshead, S.D.,470, 497
Albert, H., 513
Allen, H. A., 428
Anderson, J. H., 237
Ardern, E., 140
Asher, W., 555
Barwise, S., 39
Beckett, J. J„ 388
Boulnois, H. P., 363, 377
Brown, R , 358
Caink, T., 51
Campbell, D., 255
Chapman, H. T., 76, 376, 474
Coales, H. G , 229
Cockerlyne, E. W., 275,297
Collins, A. H., 12
Crandell, J. S., 534
Creighton, H. J., 538
Cunliffe, H., 89
Davies, D. M., 122
Delany, J. F., 82
Drummond, R , 128
Eccles, W. H., 380

Edwards, A. G ,383
Edwards, L. N., 190
Ellis, A., 268
Friend, J. N., 464
Fyfe, P., 233
Goodacre, E. J., 11, 152
Hadfield, W. J., 337
Haine, W., 423
Haller, J. C., 361
Hatcher, F , 101
Henzell, D. G., 329
Holmes, F. G , 258'
Holroyde, J., 339
Honey, R. L., 292
Ivy, J. W., 187
James, C. C , 501
Johnson, G. A., 341
Lambie, R., 284
Lees, E. A., 484
Lloyd, J. H., 318
Lochhead, A. F., 236 >
Lovell, R. G„ 125
Martin, A. J., 530, 554
Miller . G. F., 193, 231

Mole, J. H., 420, 444
Morris, C. S., 167
Mourant, C. O., 164
Murray, J., 243
Parker, G. C , 196
Paton, A. W., 238
Pearce, S. L., 6
Pickering, J. S., 1
Priestley, J. A., 24
Roberts, C. H., 508
Rodda, E C.,466
Stilgoe, H. E , 168
Symonds, W. K , 208
Terry, J., 58
Thomson, J., 223
Wakelam, H. T., 100
Weir, W. J., 431
Werner, R. C., 135
Whittemore, I. W., 548
Willis, E., 93
Wilson, J., 486
WordiDgham, C. H., 430, 455
Zimmele, G. B., 252

ILLUSTRATIONS.

Activated Sludge Process, Design for
Aeration and Settling Tanks, 53
Asphalt Surface on B.R.C, Foundation
at Sheffield, 336

Bognor’s “ Tank,” 190
Burnettized Wood, Certificate Awarded
for, 425

Concrete Roads, Side Forms for, 237

De-tinning at Wandsworth, 317
Drop Manholes for Sewers, 548

Hazen’s Colorimeter, 9
Hennebique Ferro-Concrete Reservoir
at Roye, 184

Keighley Gas Supply Station for Motor
Vehicles, 250

“Lacre” Motor Road-sweeping Ma¬
chine, 166

L.C.C/s First Concrete Bridge, 401, 102,
403

Metropolitan Asylums Board Ambu¬
lance Car. 61

“ Non-Pressirre ” Hot Water Supply,

201

“Non-Such” Tar-painting and Tar-
grouting Machine, 437

“Pioneer” Road Sweeping and Loading
Machine, The, 150
Portraits : —

Brown, A., 477
Chilvers, G. B., 178
Davies, D. M., 114
Elford, E. J., 472
Hatcher, F., 155
Hayward, T. W. A., 453
Lawson, G. W., 261
Mead, Late J. R.,-557

Refuse Reduction Processes, 428, 429

Sand-Hay -Tar Experimental Road, 531
Scottish Dwellings, Types of Small, 486-
91

Texas Activated Sludge Plant, 252
Tilbury Pier, 1906, 425

Wasfe Water Prevention in Cork, 82, 83
Well Hall Housing Estate, 269, 270, 271,
272

Ystradf elite Storage Reservoir, 122

The Surveyor

Rn& flDunldpal anb County Engineer.

Vol. LII. JULY 6, 1917. No. 1,329.

Minutes of Proceedings.

A Standard for
Colour Measurement
of Water.

In the opinion of Dr. J. H.
Garrett the estimation of
colour in water, when it depends
upon a coloured organism like
crenothrix, constitutes a ready and instant means
of estimating the effect of filtration of water upon
numbers of bacteria, and it seems possible that
the estimation of colour might take the place of
the more laborious method of making plate cul¬
tures. Mr. J. S. Pickering made out an excellent
case for the desirability of the general adoption of
a suitable standard for determining and recording
the colour of potable waters in a paper on “ Colour
Records Applied to- Potable Waters,” read before
the Institution of Water Engineers on the 22nd ult.
The colour records relating to the Cheltenham
supply formed thei basis iof the paper, and refer¬
ences made to* similar work done in the cases of
Leeds, Birmingham, London, the State Depart¬
ment- of Health of Massachusetts, and the LTnited
States Geological Survey illustrated the subject.
As stated by the author, it- is not within the
province of the engineer to lay7 down a standard
of measurement which should be generally recog¬
nised as a means of affording a comparison of the
colour values of different waters, but it is dis¬
tinctly within his province to draw attention to the
confusion caused in recording results by different
methods of measurement (not only for colour
values, but in other matters) with which chemists
and bacteriologists may, and often do, produce
figures and statements which cannot be easily
compared or fixed. It would, for instance, be
difficult to fix the relative intensity and character
of odour. Who — without some such standard as
that advocated by the author — shall distinguish
between or compare samples of water freely
described as being “.dark or dull brown,”
“brown,” “dull brown,” “yellow or brownish
yellow,” “yellowish brown or dull brown,

“ yellowish green,” “ yellowish,” “ less yellow,”
“slight yellow,” all of which expressions appear
in papers recently submitted to the Institution of
Water Engineers, to which fact the author drew
attention. Also one hears of the removal of a
certain percentage of discoloration from raw water

without having any comparative figure' for the
colour of the raw water. Other vague require¬
ments as to the colour of water were described,
upon the fulfilment of which great differences of
opinion might arise for want of a standard of
measurement which could actually be* put into
■ figures. The author's attempt to provide such a
standard is therefore very important and very
praiseworthy.

Working with a tintometer, Mr. Pickering has
produced- colour tables which could certainly be
compared with other results prepared upon the
same basis. By means of a tintometer the' colour
of a sample of water may be matched exactly by
the use of a large number of coloured glasses,
which are placed one in front of the other- —
through the whole of which the observer looks.
The tintometer possesses a graded series of glasses,
numbered according to their depth of - colour, by
means of which any possible shade may be
matched. Only three classes of colour shades are'
necessary — viz., red, yellow and blue- — as com¬
binations of these give the three other colours of
the spectrum — viz., orange, green and violet. It
is reasonably clear that if, in order to match the
colour of a- certain water, red, yellow and blue had
to be mixed in certain proportions — that is to say,
if glass plates each possessing a certain known
. and numbered degree of colour intensity had to be
used, such numbers could be recorded, and, the
colour of that sample of water being fixed, it could
always be- compared with any other sample in the
future. But Mr. Pickering finds it advantageous
to go a- stage- further. Seeing that a- combination
' of those glasses, red, yellow and blue respectively,

’ of an equal standard shade, will produce neutral
tirft , and that a similar combination of yellow
and blue will produce green, the author finds it
possible by means of subtraction to- simplify the
figures. Finally he produces tables showing the
colour records of the water samples in figures upon
various plates and diagrams upon which the
same results are shown in the actual colours,
neutral tint, green, yellow, &c., in the form of
curves, so that one- can see at a glance the colour
of a water upon any particular day — not, of course,

THE SURVEYOR AND MUNICIPAL

July 6, ]917.

its actual colour, but the proportions of neutral
tint, green and yellow, &c., present, according to
the tintometer standard. It is probable that
greater use will be1 made of the colour estimation
of water in the future, and Mr. Pickering has done
very good.work drawing fresh attention to- its value
and to the desirability of adopting a general
standard for colour measurement- of water. An
abstract of his paper appeal's in the- present issue-.

A Ministry of
Health.

In a recent issue- we pointed
out the- great interest which is
being taken by the official
organisation of the- medical profession in the* pro¬
posed establishment of a Ministry of Healt-h, and
w-e urged that municipal officers- who may be
affected by the scheme should watch its progress
very carefully with a view to safeguarding their
own legitimate interests. From a note which
appears in the current- issue of the Sanitary
Journal , it is evident that the Sanitary Inspectors ’
Association do not intend to let the grass- grow
under their feet-. Their council has already
appointed a- small special committee to watch
developments, and to- look after 'thex interests' of
their constituents. Meanwhile, we have not yet
heard what action, if any, is being taken by the
official representatives of organised municipal
engineers. The latest indications are that-, owing
to the transfer of Lord Rhondda from the office- of
President of the Local Government- Board to that
of' Food Controller, and to other causes, the Bill
for the establishment of a Ministry of Health will
probably not- be proceeded with during the- present-
session o-f Parliament. In our view this postpone¬
ment is not- altogether a bad thing, as it will leave
a little more time for the. formation of a sound
opinion among the bodies of men most nearly
affected. As showing the need for watchfulness
on the part of municipal engineers, w-e may per¬
haps quote from our contemporary, which sets'
out a resolution of the North Middlesex Division
of the Metropolitan Counties Branch of the
British Medical Association, who, while generally
approving of the recommendations of the council
of that body, suggest that if a board of health is
not formed, the Minister of Health should have a
“statutory consultation council, consisting of
representatives of such other Government- depart¬
ments as are dealing with matters associated with
the: work of the new Ministry (for example, the Local
Government- Board, Board of Education, Home
Office, &c.), of the Universities, General Medical
Council, the British Medical Association, the
Society of Medical Officers o-f Health, the Society
of Civil Engineers, the Institute of Chemistry,
and similar bodies in numbers propor tion ate- to the
importance of their work in connection with public
health ; and that this consultative body should
have the right, whenever it thought desirable, to
present its views, not only to the Minister of
Health, but also to Parliament.” That- such a.
general consultative council so composed would be
highly influential and respectable goes without-
saying, although the definite connection with
public health of some of the specified constituent
bhdies may appear somewhat problematical. The-
omissions from the list are even more remarkable
unless under the vague term of “ similar bodies ”
it be held possible to- include such insignificant
organisations as the Association of Municipal Cor¬
porations, Urban and Rural District Associations,
the- Society of Public Analysts, the- Institution o-f
Municipal and County Engineers, the- Sanitary
Inspectors-’ Association, and the- Association o-f
Women Sanitarv Inspectors and Health Visitors.
We certainly agree that if any such consultative
council were- formed, municipal engineers, much
of whose work has a- direct- influence on the public
health; should be directly represented.

The Silvertown
Reconstruction
Scheme.

The case of the rebuilding of
the area- of Silvertown damaged
in the- explosion of last- January
ha-s been attracting attention,
and not- without cause, for it- is an example of the
necessity for the- reform of the London building
laws, or alternatively for authoritative- intervention
by the public authorities on behalf of an elastic, or
even a liberal, interpretation of the building regula¬
tions. The district, being low-lying, is liable to
floodings, and any preventive- measures for dealing
with these- visitations have probably been sus¬
pended owing to- t-he war. We- know, at all events,
that similar works in the North, West and South-
West- districts, which were visited by floods during
last- week-end, owing to an abnormal rainfall, are
at a standstill from this cause. At Silvert-own a
partial r emedy might- be obtained by a reconstruc¬
tion o-f the foundations of the damaged pro-perty,
but this is a matter in which the local authority
are powerless, except in respect of new buildings,
in which case t-hey could insist- upon concrete- being
placed under the floors. This would, of course,
involve a further requirement t-o order the con¬
struction of damp-proof courses in the walls of the"
houses. Noj such damp-proof courses existed, and
to attempt- to- put them in in this particular class of
property would ha-v-e practically meant- the demo¬
lition and rebuilding of the houses-. No private
owners who hate t-hemselves undertaken the re¬
construction of their pwn property have inserted
concrete- under floors. In a large number of cases
rebuilding is being undertaken by t-he Board of
Works, and in these instances also the work
is- proceeding according to the old plans.
High officialism is not prone to make new
departures, but in these exceptional times when
the old order of things in other directions is merci¬
lessly thrown overboard it might have been hoped
that- some serious attempt- would have been made
t-o- effect- improvements upon the- foundations of the
Silvertown properties. It- is a- matter of sanitation
which ought- t-o have appealed with force to the
Board of Works. In- the circumstances we have-
to rest- content- with the thought- that in many
respects the properties in the area will be consider¬
ably improved by 'the- rebuilding operations, so
much so, indeed, that- financially the owners will
be gainers in the end. Wherever owners of pro¬
perty desired to- effect- improvements or alterations
the work has been carried out by the- department
o-n the agreement of ; the owners to contribute
towards the cost. But, after all, a. fundamental
scheme of improvement is lacking, and this is
certainly a matter for regret.

A Clorified
Foreman.”

At- a recent meeting of the
Alnwick Urban District Council
that authority had under con¬
sideration a- proposal for a temporary amalgama¬
tion of the offices- of the surveyor and inspector of
nuisances for the period of the- war. , Some of the
phrases used by members in the course of a rather
lengthy discussion throw a lurid light upon the
attitude of a certain type of council member
towards the officials. For instance, one member,
in speaking of the temporary character of t-he pro¬
posed duplication of offices, stated boldly that, in
his opinion, -every appointment made by the
council was temporary, inasmuch as it could be
cancelled at the will of the council. Apart from
the- inaccuracy of this view, so far as it was.
intended to apply to the- appointment of inspector
of nuisances, the public expression o-f such a senti¬
ment in open council surely affords the strongest
possible argument- for some measure- of security of
tenure as a protection t-o officials against those who
hold their livelihood at such a chea-p rate. Again,
a, proposal to- relieve the surveyor of a- certain
amount of the- clerical work which had hitherto

July 6, 1917.

AND COUNTY ENGINEER.

boon performed by him was, in the opinion of one
member, at least equivalent, to malting him a kind
of “glorified foreman.” The implication, of
course, was that the surveyor’s clerical duties were
(he most important part of his work, and that a
foreman's training was sufficient for the outdoor
Supervision. It is satisfactory to record that the
proposed temporary amalgamation was agreed to
by a majority, and that more than- one member
spoke in appreciation of the surveyor’s past
services. It is a pity that the discussion was
marred in the- manner indicated.

* * *

The Hastings
Meeting.

dealing

with road
relied

Gapers

questions can always be
upon to secure a full measure
of attention at a gathering of municipal and county
engineers, and it is not surprising, therefore, that
at last week’s meeting at Hastings the whole of
the first afternoon was occupied by the discussion
of Mr. Wakelam’s excellent paper on the subject
of extraordinary traffic and excessive weights on
highways, which was reproduced in our last issue.
The consequence was that on the following
morning there remained three instead of two
papers to be considered. As it happened, how¬
ever, the time proved ample for a thorough dis¬
cussion of all three contributions ; the exhaustive
paper of Mr. Willis on the subject of examinations
resulted in a debate of exceptional interest, and
information of a most useful character was im¬
parted by many of the speakers in the subsequent
discussion of the questions of abattoir design and
. dry rot in timber. Of the meeting as a whole it
has only to. be said that the arrangements worked
with the utmost smoothness throughout, and Mr.
Palmer, the president, was certainly voicing the
feelings of all present when, before the separation
of the members on Friday night, he observed that
success which had attended the
was very largely due to the untiring
efforts and admirable organising powers of the
acting secretary, Mrs. Dudley Robinson. When
it is remembered that Mrs. Robinson — in the
absence of her husband at the Front. — .was con¬
fronted with the problem of providing for an
assembly which numbered nearly three hundred,
the magnitude of her task will be appreciated, and
it will be agreed that she is fully entitled to the
words of praise bestowed on her by the president.

the gratifying
gathering

T- It is satisfactory to note that

. . _ the claims of the Institution

Orphan Fund. ~ ^ , ,. , ,

Orphan I und continue to be

brought to the notice of members. Last, year’s
record in this connection will be found set out in
the list of subscriptions and donations which
appears in another column of this issue ; and an
eminently successful start has been made with the
present year’s campaign by the collection on
Friday last of no less a sum than fifty pounds.
This is a decidedly welcome addition to the fund,
and one that should gladden the heart of the lion,
secretary and treasurer, Mr. Robson. It is
probably safe to say that never since the inaugu¬
ration of the fund has the need for its beneficent
activities been more urgent than at the present
time, when so many of the members of the insti¬
tution are risking life and health in the service of
their country. For this reason it is cordially to1
be hoped that the effort that is being made to
broaden the basis of the fund by obtaining a
representative body of members in each district
for the organisation of an extended system of col¬
lection may meet with every success. There is
certainly room for such an extension, as is shown
by the fact that only 231 of the 1,767 members of
the institution are direct subscribers to the fund.

The report of the committee shows that during the
past year the number of children wholly or partly
dependent upon the grantees of the fund was
fifteen ; while the child for whom a presentation
to the British Orphan Asylum was purchased in
May, 1915, now leaves the school with a bright
prospect in life, largely due to the excellent train¬
ing he has received. There must surely be many
members of the institution who have not hitherto
subscribed to whom this good work will not appeal
in vain, and in order to maintain its representa¬
tive character it is preferable that the income
should be derived from a wide constituency of
small subscribers rather than from a few larger
contributions from the. more well-to-do.

v ^ ^

The Housing U is. °°““on knowledge that
Shortage there is at the present time an
unprecedented shortage of hous¬
ing accommodation throughout the country, but
in certain places the situation is so acute that it
is difficult to see how an attempted solution can be
delayed until after the war. In’Birmingham, for
example, in order to cope with the normal increase
of population, about 2,000 new houses are required
every year. Even before the outbreak of war,
building by private enterprise had practically
ceased, owing to the difficulty of securing a reason¬
able return on the capital employed upon the rents
that could be. obtained. From that time to this
the position has become steadily worse, and at the
present moment, it is estimated that no fewer than
20,000 houses are required to meet the normal
demand and the special needs of munition workers.
A certain proportion of the latter are solving the
question of accommodation for themselves by pur¬
chasing houses over the heads of existing tenants
and then giving them notice to. quit. This, of
course, occasions great- hardship. The whole
situation is under the. consideration of the Town
Planning Committee, who are formulating certain
proposals for submission to the city council. One
member of the council has suggested that when
the scarcity of houses lias- reached a certain point
the Ministry of Munitions, will be compelled to
undertake the erection of cottages for munition
workers. Another suggestion is the conversion of
some of the larger houses into tenements, but to
this it has been objected that Birmingham people
would not be. likely to take to the notion of living
in flats. The situation is certainly acute, and it
will be interesting to see what proposals the Town
Planning Committee make for meeting it.

Tramways and Light Railways Association. — The

Tramways and Light Railways Association held their
ninth annual congress on Friday last at the Institution
of Civil Engineers, Great George-street, S.W., under
the chairmanship of the president, Viscount Chilston.
From the report it appeared that arrangements are
being made with a view to bringing about an agree¬
ment upon conditions of labour and wages, conformable
to local circumstances, and the negotiations with
respect to this scheme were stated to have reached a
hopeful stage. A paper of high technical value,
entitled “ The Manufacture, Life and Maintenance of
Tramway Car Tyres,” was read by Mr. Arthur Norton,
assoc. m. inst. c.e., ASSOC.M.i.MECH.E. “ Return Fares ”
were discussed in a paper by Mr. A. V. Mason,
m.i.e.e., general manager and engineer of the South
Metropolitan Electric Tramways and Lighting Com¬
pany, and “Standardisation of Conditions of Labour and
Rates of Pay ” was dealt with by Mr. E. H. Edwardes,
a. m.i.e.e., general manager of the Lancashire United
Tramways Company. “ Women Drivers ” was the
subject of a paper by Mr. A. Robertson, general
manager of the Greenock and Port Glasgow Tramways
Company, who reported favourably upon the spirit and
efficiency of women as drivers of cars. The annual
dinner of the association took place in the evening at
the Trocadero Restaurant.

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

Electric Vehicles in Municipal Service.

YEAR’S WORK OF A 1-TON “ EDISON ” LORRY.

By S. L. PEARCE, m.inst.C.e., m.i.e.e., m.i.mech.e., f.amer.i.e.e., Chief Engineer and Manager,

Manchester Corporation Electricity Department.

[The subjoined report deals with the results obtained by the Manchester Corporation Electricity
Department with a 1-ton " Edison ’’ lorry from April 1st, 1916, to March 31st last. The vehicle, some informa¬
tion with regard to which was given in our issue of October 20th last, is equipped with a 3-horse-power
motor {capable of 200 per cent overload for short periods) and a standard “Edison” battery.]

The following information — which has been com¬
piled by Mr. H. A. Ratcliff — is mainly of a statistical
nature, but it should help to demonstrate the com¬
mercial possibilities of electric vehicles, particularly
for municipal service. The actual results un¬
doubtedly justify the original estimates of the work¬
ing costs.

PRINCIPAL TOTALS.

Number of miles run

Number of hours in com¬
mission ...

Number of clays in com¬
mission ...

Days out of commission
other than Sundays and
public holidays

Weekdays.

Sundays.

Total.

10,376

110

10,486

2,988

48 5

3,0364

305

312

Nil.

Total costs for the twelve months, exclusive of
tyres and current: —

Wages

• ••

115

Material ...

Capital charges on the basis

the

figures given in my report
June, 1916

21st

124

£265

The first charge includes, in addition to the drivers’
wages, the cost of the labour spent on maintenance
and repairs, as the two items have not been kept
separately; but, as will be seen from the analysis
below, it is possible to arrive at a fairly close estimate
of the correct sub-division of this charge.

The cost of material appears to be rather high, but
it includes an item of £6 10s. for a duplicate set of
chains, which should strictly be a capital charge;
chain renewals would, of course, be charged to run¬

ning costs.

Other outstanding items are : —

£ s. d.

Lubricants ... ... ... ... ... 6 7 11

Paraffin ... ... ... ... ... ...13 0

Rags ... ... ... ... ... ... 1 5 11

“ Perodo ” brake lining . ... ... 2 13 2

Distilled water ... ... ... ... ... 1 7 11

Average miles per hour maintained during the year,
based on the total hours in commission, and including
all loading and unloading time, in addition to the
actual hours on the road:—

10,486 „..c ,

= — - - = 3 45 miles per hour.

3,036-5

ANALYSIS OF COSTS.

Total costs as above = £265 0 2 = 63,602 pence.

Therefore cost per mile run = 63,602 _ g.Qyj

10,486

To this figure has to be added the cost of tyres and
current. The tyres have now completed the guaran¬
teed “ life ” of 12.000 miles, and they cost £25 the set.

The cost per mile therefore = x 240 _ Q.gg

12,000

The current consumption during the winter months
was rather higher than the figure given in the pre¬
vious reports on the work of the lorry; but the aver¬
age for the twelve months, including motor-generator
losses, was only 1-08 units per mile, which at 0'5d. per
unit = 0'54d. per mile.

The total costs per mile run are therefore: —

Wages and capital charges, &c. ... ... ... 6'07

Current . . ... ... 0'54

Tyres . . . O' 50

And the total costs for the year are: —

Capital charges, insurance, &c.

Wages ...

Material

Current — 10,486 miles at 0’54d.

Tyres — 10,486 miles at 0'50d.

£ s. d.
124 9 0
115 14 11
24 16 3
23 11 10
21 16 11

£310 8 11

The total cost of 7' lid. per mile run may now be
analysed in rather more detail.

For the period in question the average rate of pay
to the drivers may- be taken as approximately 74d.
per hour. (It is now considerably higher.)

Then since the. average speed over the whole year
was 3-45 miles per hour.

7.5

The cost of driving = — — = 2T7d. per mile,

3'45

The capital charges = £124 9 0 = 29-868d.,

And therefore the proportion per mile = = 2-85d.

10,486

The sum of these two items, together with the cost
of tyres and current = 606d.; therefore the difference
between this amount and 7'lld. obviously represents
the cost of maintenance.

The complete analysis then becomes: —

Cost per

Item. mile.

Capital charges, insurance, and drivers’ licences... 2'85
Drivers’ wages ... ... ... . ... 2T7

Maintenance of vehicle and f material 0-57
battery, including lubricants ^ labour 0'48 )

Current ... ... ... ... ... ... 0'54

Tyres ... ... ... ... ... ... ... 0'50

7T1

These figures are based on interest at 4^ per cent
and 0'5d. per unit for current; but in order to provide
a better comparison with results obtained elsewhere
and with present-day conditions, a set of alternative
costs have been prepared, based on 5 per cent interest
and Id. per unit: —

Capital charges, &c. ...

. 2-93

Drivers’ wages

. 2-17

. , ( material 0’57d. )

Maintenance UabQur Q.48d j

. 1-05

Current

. 1-08

Tyres ...

. 050

This figure of 7'73d. per mile

773

compares very favour-

ably with the cost of petrol vehicles.

It is, moreover, based on1 annual capital charges
amounting to £127 16s. 7d., or approximately 18 9 per
cent of the original cost of the vehicle.

This figure of £127 16s. 7d. includes £10 for insur¬
ance and 10s. for drivers’ licences. The total amount
of the interest and repayment charges is therefore
£117 6s. 7d., and is equal to 17'4 per cent of the cost
of the vehicle.

At 44 per cent interest the corresponding amounts
are : —

£ s. d.

Total charges ... ... ... ... ... 113 19 0

Percentage of purchase price ... ... 16-86

The estimated cost of maintenance was Id. per mile,
and there is no doubt that this figure would not have
been exceeded had it not been for the trouble ex¬
perienced with the defective chains and sprockets.

The high cost of lubricants is also to a large extent
due to the same cause.

All cleaning, overhauling, and repairing has been
done, as a rule, on Saturday afternoons, and occa¬
sionally at night and on Sundays. The consequent

7-ll

July 6, 1917.

AND COUNTY ENGINEER.

overtime has naturally increased the maintenance
costs ; but had the vehicle been out of commission
during normal working hours the resulting loss and
disorganisation would have been a more serious
matter.

ADDITIONAL STATISTICAL PARTICULARS.

As the public holidays were the only days (other
than Sundays) on which the vehicle was not actively
employed, the full year has been taken as the equiva¬
lent of fifty-one weeks. The normal working week
has been taken as 5"5 days. This is a very reason¬
able allowance, as five days is frequently regarded as
a full week for a motor vehicle: —

Neglecting Sunday work, the
average miles run per woek

And the average miles per day

The average hour per week per
week the vehicle was in commis¬
sion, again neglecting Sunday ...

10,376

203-4

203-4 _

2,988

586

or 5'6 hours more than the normal working week of
fifty-three hours.

The average of 3'45 miles per hour given above in¬
cludes all standing time whilst in commission. The
actual speed on the road has averaged almost exactly
eight miles per hour, being slightly more during the
summer and slightly less during the winter months.

In this connection it should be noticed that the
greater portion of the mileage is run within the city
area, and consequently a much higher speed would
not be permissible, even if possible.

Despite the exceptionally severe winter, the vehicle
has never been kept off the road on account of weather
conditions, and it has actually gone out after heavy
snowfalls when horses were unable to make headway.
This and the total number of days in commission are
a sufficient indication of the reliability factor.

The average load on “ outward ” journeys was 133
cwt., and on “ inward ” journeys 61 cwt., giving an
average of 9'7 cwt. for “ outward ” and “ inward ”
journeys. This figure, however, takes no account of
loads carried between intermediate points: —

The total average ton miles
per week ...

And the average cost per
ton mile ...

— 7 x 203-4
20

711 x 20
97

98-65

14'66d.

COMPARISON OF ELECTRIC AND HORSE COSTS.

Up to January last the charge for a light one-horse
lorry and driver was Is. 6d. per hour, but since then
it has been increased to Is. 8d. per hour. The lower
value has, however, been taken for the purpose of the
following comparison.

Previous estimates assumed an average speed of two
miles per hour for the horse lorries, and it is therefore
interesting to observe that this figure has since been
confirmed in a recent comprehensive paper on electric
vehicles {“ Self-propelled Electric Vehicles and their
Application,” by Mr. L. Broekman).

On a mileage basis alone, therefore, the electric has

been the equivalent of = 173 horse lorries; but

in addition there is the further saving resulting from
the organisation possible with a centrally-controlled
electric vehicle. This is represented by tne “ Organi¬
sation Factor,” the average value of vhich for the
year has been F58— i.e., T58 departments have been
represented on every journey the vehicle has under¬
taken.

The electric should therefore be the equivalent of
173 -f 1'58 = 2"73 horse lorries; but as the several de¬
partments concerned may not have been represented
on the whole of the miles run per journey, and admit¬
ting the possibility of a slight amount of organisation
with the horse vehicles ; this ratio has, in order to
be on the safe side, been reduced to 2"5.

This is the comparative figure given in my report
of June 21, 1916, and in the opinion of those competent
to judge, it is a very reasonable estimate of the rela¬
tive values of the electric and horse vehicles.

The cost of the electric per hour = 3’45 -f 711
= 24’5d., and on the above basis the relative costs
per week are therefore: —

£ s. d.

Horse, 58 6 x 25 x 18d . = 10 19 10

Electric, 58’6 x 24"5d. ... ... ... *= 5 19 7

Saving due to electric ... ... £5 0 3

For a working year of fifty-one weeks the saving
due to the electric therefore = 51 + 5 = £255.

The first cost of the electric vehicle was £675 15s.

There is no doubt that this saving has actually been
effected, and further confirmation of it may be ob¬
tained from the following figures.

The cost of the equivalent horse lorries has been
shown to be equal to £11 per week, which for a work¬
ing year of fifty-one weeks gives a total of £561, and
this amount should equal the reduction on the carting
account as compared with the previous year — other
conditions, of course, being equal.

The actual figures (exclusive of ash carting from city
stations) for the years ended March 31, 1916 and 1917
respectively, were: —

Total amount of
carting contractors’

Year ended accounts.

£ s. d.

31st March, 1916 . 1,715 17 10

31st Maroh, 1917 . 1,185 1 11

Giving a reduction of ... £530 15 11

or, roughly, £531, which is in very close agreement
with ^the above estimate.

It may possibly be argued that there was not as
much carting work during the second year as during
the first, but such does not appear to have been the
case to any great extent, and any decrease in the
ordinary carting has been partly counterbalanced
by the increased amount of ca’ting to and from the
railway stations necessitated by the inability of the
railway companies to handle material, and possibly
more than -counterbalanced by the fact that the con¬
tract price for the year ended March, 1917, was 2d.
per hour mere than during the year ended March,
1916, and consequently the actual reduction of £531
is less than it otherwise would have been.

It may also be observed, as a matter of interest,
that when in commission the “ standing ” cost of the
electric has been legs than that of the horse lorries.
The actual costs being: —

Horse lorry and driver ... ... = 18d. per hour.

Electric lorry and driver

(2 85 x 2T7) x 3 45 . .= 17 32d. per hour.

In conclusion, it is obvious from the total hours
worked and miles run that the vehicle has been
actively employed, with the result that our carting
methods have been revolutionised.

Much more, however, still remains to be done, and
no doubt the five-ton wagon now on order will enable
further economies to be effected, but there are oppor¬
tunities in other directions. These, however, are
matters which may well form the subjects of future
reports.

Coal Gas as Motor-Car Propeller. — The Sunderland
Gas Company has been using coal gas for the propul¬
sion of one of its motor cars- for the past three- months,
and the experiment has been a complete success. The
saving of petrol is at the rate of 50 gallons- per month,
and, reckoning the price of the gas at 2s. per 1,000 ft.,
the cost of running the car on gas is equivalent to
petrol at only 6d. per gallon, an economy being effected
which will, in three months, pay for the cost of adapt¬
ing a car for the use of gas.

Welsh Water Supplies.— Reporting to the Abertil-
lery and District Water Board last week, the engineer,
Mr. Jupp, said, with respect to the application from
the Mynyddislwyn Council to lay a 4-in. main at
Ynysddu, that the cost of the proposed scheme would
be £300. With regard to the proposal from the Abei--
carn Council to augment their supply by tapping a
spring at the head of the Cwmcarn Valley, the scheme
was quite a simple one from an engineering point of
view. It would involve the collecting of the spring
water into a service reservoir having a capacity of
100,000 gallons. The cost would bp £8,030.

Lanarkshire Housing.— <n reply to a question in the
House of Commons, the Secretai-y for Scotland, Mr.
Munro, stated that the Mid-Lanarkshire public health
authorities were in communication with the Local
Government Boai’d for Scotland with regard to sugges¬
tions for the early provision of additional housing in
areas where it was most required. He was informed
that the details of a proposed scheme had not yet been
officially laid before the board. When the scheme was
submitted to him he would be ready to give full con¬
sideration, in consultation with the board, and also to
consider any request to receive a deputation in the
matter.

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

Colour Records Applied to Potable Water.*

By J. S. PICKERING, m.inst.c.e., Borough and Water Engineer, Cheltenham.

The object of the author is mainly to give the re¬
sults of a few colour-tests made of water containing
the organism crenothrix, and incidentally to suggest
the desirability of generally adopting some suitable
standard for determining and recording the colour of
potable waters.

The water-supply of Cheltenham is derived from
three sources, of which the supply from the head
waters of the Chelt is stored in an impounding reser¬
voir at Dowdeswell, having a capacity of 100,000,000
gallons, and is rendered difficult of treatment owing to
its periodical pollution by crenothrix and kindred
organisms. Marked discoloration of the whole of
the contents of this reservoir occurred in the year
1896, owing to an overgrowth of crenothrix. This re¬
markable visitation, which lasted about six weeks,
has not recurred, but the growth has taken place in
the distributing mains every year, causing a good deal
of trouble. Not infrequently in the summer months
the filaments detach them.selves from the surface of
the mains and completely block the service-pipes.

The discoloration of the water by crenothrix was
strikingly brought to notice in July, 1912, when a new
swimming-bath was made use of by one of the col¬
leges. This has a capacity of 100,000 gallons, and is
lined throughout with white glazed tiles. The water
was warmed by circulation through a Lancashire
boiler, which no doubt added to the activity of the
organism by imparting to it an additional, although
infinitesimal, quantity of dissolved iron. Upon the
bath being filled, the water was bright and clear, and
presented an entirely satisfactory appearance of a
pale bluish-green colour. After two or three days,
although not in use for bathing, it became dull in
appearance and turned to a darker shade. Towards
the end of a week it became decidedly of a dark-
greenish tint, and then passed through still deeper
shades, ultimately turning within a fortnight to .a
dark brown of a most objectionable appearance. Un¬
fortunately, no colour-tests were available at the time,
otherwise the change of colour might have been pro¬
perly recorded, and a mere description conveys but
an inadequate idea of what took place. The deterio¬
ration of the water has now been overcome by an in¬
stallation at the baths of a continuous aeration and
filtration plant, combined with the use of a small
quantity of chloros.

The rapid growth of the organisms in the swimming
bath suggested to the author the desirability of test¬
ing the colour of the water immediately after its pas¬
sage through the slow sand-filters at Dowdeswell, with
the object of ascertaining the effect of filtration before
the water passed into the distributing mains. These
tests were made with a “ Lovibond ” tintometer.
Before describing them it may be of interest to give a
brief description of the apparatus, and to offer a few
remai'ks on the principle on which this is based.

The instrument itself is submitted to the meeting
for the benefit of members who have not used it. It is
illustrated in Fig. 1, and, as will be seen, is extremely
simple in construction.

It consists of a shallow metal trough A, with glass
ends in which the water to be tested is placed, a white
reflector B, and an optical instrument C divided
longitudinally by a vertical partition. The optical
instrument is fixed so that the light transmitted
through the water passes through one of the divisions
to the observer. In the other division coloured

* Paper read at the summer general meeting of the Insti¬
tution of Water Engineers.

glasses D are placed to exactly match the colour of
the water under test.

The principal feature of the instrument is the
graded series of glasses numbered according to their
depth of colour by means of which any possible shade
may be matched. Only three colour scales are neces¬
sary — viz., red, yellow and blue, as combinations of
these give the three other colours of the spectrum —
viz., orange, green and violet. The coloured glasses
are divided into units, 1, 2, 3, &c., up to 20, according
to the depth of colour, and each unit is subdivided
into a hundred graduated tints. For ordinary prac¬
tical purposes, however, comparatively few glasses
are required, and ten divisions of a unit are all that
are necessary. The set used by the author consists of
fifty glasses. A combination of three glasses, red,
yellow and blue, of an equal standard shade produces
a neutral tint, and if the standards used are deep
enough black is produced.

Assuming the total of the standard glasses used to
match a sample of water to be :

Red. Yellow. Blue.

4-7 + 7-4 + 4-9

these are transcribed into the colour sensation trans¬
mitted as follows : The lowest reading, red 4’7, is de¬
ducted from the other two, as three tints (red, yellow
and blue), each of 4 7 value, transmit neutral tint;
therefore the 4 7 is described as neutral tint and the
red colour disappears, leaving a balance of 2'7 yellow
and '2 blue, thus :

Neutral tint. Yellow Blue.

4-7 + 27 + '2

But as '2 of blue and "2 of yellow transmit green, this
figure is described as green, leaving a balance of 2'5
yellow. The original readings are, therefore, trans¬
cribed into:

Neutral tint. Green. Yellow.

4-7 + '2 + 2'5

[The author submitted with his paper a number of
diagrams showing the actual condition of the water
by means of neutral tint, green, yellow and blue
colouring.]

The normal quantity of water filtered per day at

Dowdeswell is about 1,000,000 gallons, giving an

average rate of filtration of 5 in. per hour. This
speed, however, frequently has to be increased to
6 in. per hour during the summer months, and also
when more than one filter is out of use for cleaning
purposes. It is realised that the rate of filtration is
too great for water of this character, and the results
of the colour-tests confirm this.

The first series of tests on the Dowdeswell water was
made from June 10tli to July 5th, 1915, a sample of
water being taken every day from each of the seven
filters when working under normal conditions. Nearly
200 samples were examined and the readings recorded.
The results varied somewhat according to the condi¬
tion of the filters, but on the whole they were unsatis¬
factory. In nearly every case the water, after stand¬
ing a few days, deepened in colour, and then passed
through the various stages into the objectionable
brown tint observed in the swimming-bath referred to.

It was then decided to ascertain more definitely the
effect on the keeping qualities of the water, having
regard to the speed of filtration, and one of the filters,
after being cleaned, was specially set apart for this
purpose. The quantity of water passing was gauged
over a V notch fixed at the filter outlet. The samples
were taken over a period of sixteen days, commencing
on July 10, 1915, each sample being examined every
day for three weeks.

[The actual readings of the first and last samples,
together with the colour transmitted, are given in
Table No. 1.]

On the tables and diagrams submitted with the
paper the neutral tint indicates the greatest degree of
discoloration, being composed of equal standard tints
of yellow, red and blue. The yellow shows an excess
of this colour o'ver the neutral tint, and where it
occurs may be taken to indicate the prevailing colour
of the water. The green shows the prevailing colour
of the water after filtration before the organisms have
become active.

On the first day, although the water was passing
through the filter at the exceedingly low rate of -39 in.

July 6, 1917.

AND COUNTY ENGINEEE.

per hour, the sample showed great discoloration as
the test proceeded.

On the second, third and fourth days the flow was
increased to -71, l-8, and L63 in. per hour respec¬
tively, and a slight improvement is shown on each
succeeding day. The sample taken on the fifth day,
when the rate of filtration was 2'21 in. per hour,
showed a much higher discoloration, which de¬
veloped even more rapidly than in the sample taken
on the first day. This result was due to a workman,
who, not understanding the object of the tests, greatly
increased the flow through the filter just previous to
the sample being taken in order to fill up the pure-
water reservoir. This proceeding, although some¬
what annoying at the time, actually added to the
value of the test, as it showed how readily a filter may
be prejudicially affected by an excessive flow when
the surface film has not been properly formed.

On the sixth day the flow was increased to 3'02 in.
per hour, when the sample taken assumed a colour
very similar to that on the fourth day. In other
words, the action of the workman in unduly increasing
the flow appears to have retarded the maturity of the
filter film by at least twenty-four hours.

slow sand-filter fails to eliminate the organisms from
the water, for no sooner has the intercepting barrier
been formed than it has to be removed for
cleaning purposes, and the filter then loseg its effi¬
ciency. The difficulty can, it is believed, be over¬
come by aeration and the installation of mechanical
pre-filters in combination with a coagulating tank and
the use of alumina, and this remedy is proposed to be
adopted in the case of the Dowdeswell supply. Pos¬
sibly the use of a coagulant may not be necessary, but
this is a matter for further consideration.

The tests recorded above were made at midsummer,
when there were many complaints from consumers,
attributed to the presence of crenothrix in the mains,
.further tests have recently been made with a view
to ascertain the keeping qualities of the water at a
time when the weather was cold, and when the
organisms were believed to be either absent or in¬
active. The samples were taken over a period of sixteen
days {from April 11th to the 26th last), when the mini¬
mum temperatures varied from 26 deg. Fahr. to 45 deg.
Fahr., and the maximum temperatures from 37 deg.
Fahr. to 55 deg. Fahr. The same filter was used as
in the previous tests, the speed of filtration was the

TABLE No. 1.

TiNTOMeter Readings and Colour Records of Dowdeswell Filtered Water.

Sample No. 1. (See Diagram No. 1.)

Rate of filtration -39 in. per hour, or 44 gallons per
square yard per 24 hours. i

Date.

Standard

Glasses.

Colour transmitted
through 2 ft. of
water.

Red

Yellow

Blue

Neutr’l

Tint

Yellow

Green

Blue

1915.

July 10th

•7

•8

■7

•1

11th

—

•7

•8

—

•7

• 1

12th

—

•8

■9

—

** —

•8

• 1

„ 13th

1 0

•6

•4

•6

‘ -

14th

1-2

•6

—

•6

—

,, 15th

•6

1-9

•8

•6

1 • 1

•2

—

„ 16th

•8

2-8

1 -0

—

•8

1 '8

*. 2

—

„ 17th

1 -4

3-8

1 -7

1-4

2- 1

•3

—

„ 18th

1-5

3'9

1 -8

1-5

2- 1

•3

—

„ 19 th

1 -5

1-9

1-5

2- 1

•4

—

,, 20th

2-5

4-6

2-7

2-5

1 -9

. 2

—

,, 21st

3-4

5-6

3-6

3-4

2-0

. 2

—

„ 22nd

3-7

6-1

3-9

3-7

2-2

—

„ 23rd

4-0

6-6

4-3

4-0

2-3

•3

—

24th

4-4

7-0

4-6

4-4

2-4

• 2

—

„ 25th

4-6

7-2

4-8

4-6

2-4

• 2

—

„ 26th

4 • 7

7-4

4-9

4-7

2-5

•2

—

„ 27th

4-7

7-4

4-9

4-7

2-5

•2

—

„ 28th

4 • 7

7-4

4-9

4-7

2-5

•2

—

„ 29th

4-7

7-4

4-9

4-7

2-5

- • 2

—

„ 30th

4 • 7

7-4

4'9

4-7

2-5

•2

—

Sample No. 16. (See Diagram No. 16.)

Rate of filtration 3:&3 ins. per hour, or 433 gallons
per square yard per 24 hours.

Date.

Standard

Glasses.

Colour transmitted
through-2 ft. of
water.

Rec*

Yellow

Blue

Neutr'l

Tint

Yellow

•

Green

Blue

1915.

July 27th

•8

•9

•8

•1

,, 28th

—

•8

■9

—

~ —

•8

•1

29th

—

•8

•9'

—

•8

• 1

30th

—

•8

•9

—

•8

• 1

31st:

—

•8

•9

—

■8

• 1

Aug. 1st

—

•8

•9

—

•8

•1

,, ' 2nd

—

•8

•9

—

•8

• 1

,, 3rd

—

■8

•9

' —

—

•8

•1

4th

—

■8

•9

—

•8

•1

i, 5th

—

•8

•9

—

■8

•1

,, 6th

• 1

•8

•9

-l

—

•7

• 1

„ 7th

•3

1 0

•9

—

•3

• l

•6

—

8th

•4

1 -2

•9

/4=

•4

•3

•5

—

,, 9th

• 5

1 -3

•9

• 5

•4

•4 ■

—

,, 10th

• 6

1-5

1 0

•6

•5

•4

■ -

11th

■7

1-6

1 -0

■=.

■7

•6

•3

—

12th

•8

1-6

—

•8

• 6

. 2

—

„ 13th

•9

1-7

•9

•7

• i

—

,, 14th

•9

1-7

•9

•7

• i

—

,, 15th

•9

1-7

1 -0

—

•9

• 7

•i

—

„ 16th

•9

1 -7

•9

•7

• i

—

The rate of filtration was increased on the seventh
day to 3'85 in. per hour, and on the eighth day to
5'02 in. per hour, the samples taken on these two
days showing about the same degree of discolora¬
tion. The filter wa.s now running at about normal
speed, but there was no very marked decrease in the
discoloration of the filtrate. It was therefore de¬
cided to reduce the flow to the speed of the first day
and gradually to increase this, as before, until the
normal flow was again reached.

Accordingly, on the ninth day the sample was
taken during a flow of ’39 in. per hour, and a
marked improvement took place in the discoloration,
this being only about half that of the previous day’s
sample. The improvement was maintained on the
tenth, eleventh, twelfth and thirteenth days, although
the rate of flow was increased respectively to '71, 108,
163 and 2’21 in. per hour.

On the fourteenth day the speed of the filter was
further increased to 3'02 in. per hour and on the
fifteenth and sixteenth days to 3'85 in. per hour (this
being the maximum quantity that could be filtered at
this stage), when the samples, as indicated by the
green and blue, and the absence of the neutral tint
and yellow, showed no discoloration at all over a
period of ten to fourteen days.

The results of these colour-tests appear to show that
the microscopic spores of the vegetable growths which
produce the discoloration in the water can only be
intercepted when the filter has been brought to its
highest state of efficiency, or in other words, when the
matter in suspension has formed an almost impene¬
trable film over the surface. In actual practice the

same, and each sample was examined on twenty-one
succeeding days after being taken. The average
colour of the samples on the first day was '9 green
+ '13 yellow, and on the twenty-first day -9 green + ’25
yellow, thus showing that practically no change had
taken place. The average colour of sixteen samples
of raw water taken at the same time was 1'7 neutral
tint -)- -9 green + 15 yellow, and these showed prac¬
tically no deterioration upon being kept for twenty-
one days.

The results appear to indicate that, although the
spores may be present all the year round, the warmer
weather, as a rule, is required for the development
of the organisms. There are, however, exceptions, as
the swarming of the reservoir in the early spring of
1896 illustrates, and probably the variation of the
amount of iron in the water is as much a determining
factor as the temperature.

In the open reservoirs at Hewletts, storing water
derived from the inferior oolite, having a capacity of
30,500,000 gallons, the seasonal growth of chara has at
times rendered the water unfit for use. The activity
of the plant has, however, been greatly diminished
in one of the reservoirs "by the covering of the open-
jointed brick floor with a 2-in. layer of cement mortar,
and it is intended to deal with the other open reser¬
voir in a similar manner.

(Jolour-tests have been of great practical value in
dealing with the discoloured water obtained from the
river Severn. Records are kept each day of the
amount of discoloration in the raw water, in the
water after passing the pre-filters, and in the water
discharged from the slow sand-filters respectively.

THE SURVEYOR AND MUNICIPAL

July 6, 191 7.

Table No. 2 shows the tests made during a period
when, owing to the rainfall, the colour of the river-
water changed very rapidly from day to day.

The discoloration in the raw water shown in Table
No. 2 is not wholly due to peat and other vegetable
stain. In times of heavy rainfall the river becomes
turbid and is charged with a good deal of finely divided
argillaceous matter, which remains in suspension for
a long time and is not entirely removed until it
reaches the pre-filters. The tests would be of more
value if the discoloration due to turbidity and stain
could be separated, but this would be somewhat dif¬
ficult in practice, as there is no sedimentation reser¬
voir, the water being pumped direct from the river
to a small reaction tank. The information would
probably be mo»e useful if the raw water were passed
through filter-paper, tests being made before and after
this process, and also for turbidity.

Table No. 3 shows the results of the colour-tests
during a month when the river was not appreciably
affected by the rainfall. Over this period the neutral-
tint curve in the raw water varied between 3-4 and 20

TABLE No 2.

Colour Records of River Severn Water.*

'Date [

Raw Water.
See Diagram
No 17.

v,After passing
Mechanical Filters
Sec Diagjjfim No. 18

Colour transmitted
through 2ft. of water.

After pass¬
ing '

Mechanical
filters and
slow sand
Filters
See Dia¬
gram
' No. 19

Colour transmitted
through 2ft. of water.

Colour
transmitted
through
2ft. of
water.

Neu¬

tral

Tint

Ot’gc

Yel¬

low.

Green

Neu¬

tral

Tint.

Or’ge

Yel- 1
low

Green

Yel¬

low

Green

1915

Nov 1st

180

2-7

•5

3-8

1-6

•3

2nd

24-0

5-3

34-7

—

■4

4-2

—

1-7

♦ 3

3rd

6-6

6-9

13-1

—

2-7

1-2

1 - 1

. —

1-2

•3

4th

4-9

2 6

9-4

—

1-9

1-2

•9

—

1-3

■3

5th

3 4

1-8

9-2

4 _

1-7

•3

—

•7

-3

6th

i-i

5-9,

— .;

•8

■ 1

1 -2 .

—

•7

7th

•5

5-7

—

' -6

• 1

—

•7

•3

■'8th

2-0

1-4

5-1

—

- '

•4

2-1

—

-7

■3

9th-

1 -.3

—

4-5

1-7

—

2-3

-7

•8

. 2

10th

—

3-0

2 • 0

—

1 -9

•6

•7

•2

11th

1-5

4-0

1-5

—

1-9

•6

■8

•2

12th

4-8

111

—

•3

4-4

—

-7

•2

13th

30-6

1-4

48- 3

—

•7

2 -3

—

•7

. o

14th

27-4

1-9

26-7

—

1-2

• 7

2- 1

—

-7

. 2

, 15th

22-0

1-0

15-0

—

1-4

• 5

2- 1

—

•7

■3

16th

160

2-0

16-0

—

■7

—

•2

•7

•3

17 th

10-0

4-0

16-0

—

1 • 1

•4

•6

•3

18th

11-6

—

1-6

•4

• 6

•3

,. 19th

3-6

14-4

—

•4

. 9

1 -8

—

•5

■4

,, 20 th

7-0

1-8

12-2

—

•8

■ 1

2- 1

—

•6

-4

„ 21st

5-2

1-8

10-8

—

•4

. 2

1-8

—

■7

•3

. 22nd

3-7

1-6

9-3

—

• 6

•2

—

■7

•3

. 23rd

4-0

1 1

6-9

—

1-3

. o

•6

•3

24th

1-J.

5-3

—

1-3

. 2

• 9

—

, 25fh

1-9

1 • 1

5-0

—

1-3

. 2

■7

. 2

.. .26th

4 • 5

—

1-3

. 2

• 7

• 2

, 27 th

•6

1 1

3-2

—

1-8

. o

•8

■2

. 28tl

3-7

—

• -

■7

. 2

•7

. o

. 29tl

■5

3-5

—

' —

| _

•8

. o

• 6

. 2

. . 30tl

1 0

1-0

3-0

—

i -

•8

. 2

•6

units, and the final effluent showed an excess of yellow
over green of under one unit every day. The average
quantity of alumina used during the month was 112
grains per gallon.

There is no difficulty in obtaining a fairly uniform
colour in the filtrate, as the colour-tests enable the
attendant to apply the necessary proportion of re¬
agent to obtain the desired results. It is considered
quite satisfactory to reduce the discoloration finally
to a standard of TO of yellow, as this gives a water
which, from the consumer’s point of view, is con¬
sidered colourless. By using more alumina the
yellow colour can be eliminated altogether in the pre¬
filters alone, but there is no practical necessity for
this, and it would involve extra cost in treatment.

Through the kindness of Mr. C. G. Henzell,
m.inst.c.e., the author has been supplied with the
“ Lovibond ” tintometer readings of the Leeds water
for the year ending March last, as shown in Table
No. 4. This is a soft moorland supply having a slight
peaty stain. It is stored in an impounding reservoir
and filtered through ordinary slow sand-filters. The
results show that an appreciable reduction of dis¬
coloration take place by filtration without the use
of a coagulant.

Colour-tests taken with a “ Lovibond ” tintometer
have been kept by the City of Birmingham Water
Department since the introduction of the supply from
Wales in 1904.

Dr. A. C. Houston has adopted a standard colour-
measurement in his examinations of the London
waters. The results are tabulated with the chemical

_ TABLE 3

Colour Records of River Severn Water

Raw Water

See Diagram No 20

After passing
Mechanical
Filters.

See Diagram
No 21

After passing
Mechanical
Filters and;
S|owr Sand
Filter ,
See Diagram
No. 22

Colour transmitted

Colour trans-

Colour transmit-

through 2 (t

mitted through

ted through 21t

of water

. 2ft. of

water.

of w

ater.

Neu-

tral

Orange

Yellow.

Yellow'

Green

Yellow.

Green

Tint

1914.

Oct. 1st

2-5

■5

i ■ i

■2

•7

-2i

2nd

2-0

4- 1

• 5

■7

•25

3rd

2-0

t- 0

3-0

1 • 5

■7.

. O*

4th

• a

3-5

1-7

• 2

•7

■2-

5th

9 . o

•8

3-8

1-0

•3

■5

-3-

6th

2-5

• 5

3-8

1 0

•5

7th

2-0

• 5

3-5

1 • 0

■6

8th

3-0

1 -0

3-0

1 0

•6.

■2

9th

2-5

•7

2-1

1-0

• 2

■6

■2?

10th

2-5

• 5

4-0

1 1

•6

•2-

1 1th

2-5

- 5

4-5

•6

12th

3-0

•3

4-7

1 0

■6

-2-

- 13th

2-3

. o

4-4

•5

•2>

14 th

3 0

•3

4-7

1 7

•3

•7

•2

15th

2-5

•3

3-7

■3

•5

r -2i

16th

3-4

• 6

•4

^ G 2,-

17th

2-8

•6

3-0

■7

•3

•5

■3

18th

3-0

2-9

•7

■5

-2

19th,

2-5

—

3-2

•8

. o

• 5

20th

2-5

—

3-9-

1-0

•2

21st

2-5

—

3-3

•8

•2.

22nd

2-5

• 5

2 • 2

■6

- 5

•2

23rd

2 • 5

•5

2-0

■8

■2

•5

■2

24th

2-5

—

3-5

■7

■5

• 2?

25th

2-5

• 5

•9

-5

• 2;

26th

2-0

• 5

2-5

‘ 10

•3

•4

•2?

27th

2-5

—

2-8

■7

•3

•5

.9*

28th

3-0

—

3-0

1-3

•5

• 2?

s29th

2-3

-7

1-3

■4

• 5»

■2'

30th

3 0

1-0

4-5

1 1

• 5*

• 2

31st

2-0

1-0-

5 • 5

1 1

•4

•5

•2

(

analyses and form a valuable record of the physical
condition of the numerous samples examined for the
last ten years. In the tenth annual report (for twelve
months ended March 31, 1916) the monthly averages
of no less than 732 colour measurements are given in
connection with the raw water examined, and 2,399
for the filtered water. What seems of special interest
in the tables is that they show a close parallelism be¬
tween the colour and “ oxygen absorbed from perman-

TABLE No. 4

Colour Records of Leeds Corporation Water

Water before Filtration.

Sed Diagram No. 23.

Water after Filtration

Sec Diagram No. 24

Colour transmitted

through 2ft

Colour transmitted through

water.

2ft of water

Date

Neu-

tral

Orange.

Yellow.

tral

Orange

Yellow.

Green

1 int.

Tint.

1916

April

1-0

1-2

4-1

—

1-5

—

May

1-3

3-7

—

. 2

1-6

—

June

•8

3-5

-2

. o

—

July

• 5

2-8

—

1 0

Aug.

•6

■ i

2- 1

—

•8

Sept

• 5

1-7

—

Oct

•3

1-9

—

■ 8

Nov

■2

3 1

- .

—

Dec.

. Q

3-8

—

1-7

• 1

1917. v

Jan .

. 2

1-4

3-9

—

2-8

—

Feb.

•2

1-5

4-3

—

■8

2-5

—

March ...

1-5

4-5

—

•9

2-8

—

ganate ” results, thus showing that the tintometer
readings are nearly directly proportional to the
amounts of oxidisable organic matter present in solu¬
tion. The colorimeter used by Dr. Houston is one
designed by Mr. W. T. Burgess.

The instrument is illustrated in Fig. 2. It consists

July 6, 1917.

AND COUNTY ENGINEER.

of two parallel horizontal glass tubes 2 ft. long, one
containing distilled water and the other the sample
to be tested. A white light is reflected from an opal
tili> through the two tubes and upwards through two
short vertical cylinders. One of these — that receiving
the light from the tube containing the sample to be.
tested — is filled with distilled water. The other, receiv¬
ing the white light from the tube of distilled water, is

graduated, and a standard brown solution consisting
of one gramme of cobalt sulphate and O' 5 gramme of
potassium bichromate dissolved in one litre of water
is run in until the colour matches the sample. The
quantity of standard solution added as indicated by
the scale in millimetres on the vertical cylinder repre¬
sents the colour value of the sample. The measure¬
ments recorded by this scale in Dr. Houston’s tenth
annual report vary between a minimum of 30 mm.
and a maximum of 239 mm. for the samples of raw
waters examined, and between 13 mm. and 40 mm.
for the filtered waters.

A valuable record of the colour measurements of
potable waters is given in a large number of analyses
of public supplies published annually by the State
Department of Health of Massachusetts. The tests
are based upon what is known as the “ natural ”
water standard, which is a modification of the Nessler
standard of measurement.

The “ Hazen ” platinum-cobalt standard appears
to be more generally accepted. This may be prepared
by dissolving 1246 grammes of potassium platinum
chloride, containing 0'5 gramme of platinum and
one gramme of crystallised cobalt chloride (free
from iron), containing 0'25 gramme of cobalt in
distilled water with 100 c.c. concentrated hydrochloric
acid, and making up to 1,000 c.c. with distilled water.
The brown colour of the water under test can be
closely matched by varying quantities of this solu¬
tion. Should the results, be expressed in parts per
million, this solution is a standard of 500.

The United States Geological Survey use a colori¬
meter devised by Hazen and Whipple, the readings
of which are intended to coincide with the platinum-
cobalt standard. In outline the method consists of
the selection of a standard glass colour disc having a
depth of colour the same as a 200-mm. column of
water to be tested. The apparatus (see Fig. 3) consists
of four aluminium tubes having clear glass ends. Two
of these are 200 mm. long, one is 100 mm., and the

Fig. 3. — Hazen’s Colorimeter.

other 50 mm. One of the long tubes is fitted at the
end with a small spring clip to hold one or more of
the six standard colour discs. The discs are of various

degrees of brown colour, each being stamped with a
number corresponding to its value in the platinum-
cobalt scale. The water to be tested is poured into
one of the other three tubes, according to its depth of
colour, and when held up to the light is matched by
the coloured discs placed in the first tube. The sum
of the numbers on the discs indicates the colour
measurement of the water in the 200-mni. tube. If
the 100-mm. tube is used the reading is multiplied
by two, and by four if the 50-mm. tube is used. The
tube holding the discs may, if desired, be filled with
distilled water.

The author is of opinion that the examination of
potable waters for discoloration has not generally re¬
ceived the attention due to its interest and import¬
ance. The numerous tables of analyses which have
appeared in the Transactions of the institution do not
include colour-tests in actual figures even when they
refer to waters from which the removal of discolora¬
tion has been one of the principal objects.

In papers recently submitted to the institution on
the removal of discoloration from peaty water the
condition of the different samples of the raw water
examined are described as “ dark or dull brown,”
“ brown,” “ dull brown,” “ yellow or brownish
yellow,” “ yellowish brown or dull brown,” “yellowish
green ” and “ yellowish,” and the filtered water as
“ less yellow,” “ slight yellow,” “ greenish blue,”
“ pale blue,” and “ colourless.” These arbitrary
terms are not of precise scientific value. They do not
give much information to anyone unacquainted with
the character of the water, neither do they enable a
comparison to be made between the discoloration of
different waters.

In dealing with the filtration of water derived from
peaty moorlands, Mr. F. J. Dixon i(Ashton-under-
Lyne), among other conditions, required the contrac¬
tor to guarantee “ the removal of 95 per cent of the
discoloration present in the raw water,” and
although not giving any comparative figures of the
colour of the raw water, the analysts were satisfied
that this condition had been fulfilled. The author’s
opinion is that a percentage measurement is not alto¬
gether satisfactory, particularly when no mention is
made of the quantity of coagulant to be used. With
the use of an excessive quantity of alumina it may be
possible to remove even a higher percentage of dis¬
coloration than the standard given ; on the other
hand, it may be found practicable to obtain a quite
satisfactory filtrate with a much less percentage of
colour reduction. A better course would be to fix the
standard of colour required for the filtered water apart
from any question as to whether a certain percentage
of discoloration had been removed.

Professor Delepine, in a paper submitted to the in¬
stitution in 1914, laid down a series of “ essential con¬
ditions ” to be observed in suitably treated water.
Among these he suggested that “ the water viewed in
a 2-ft. tube shall be of a pale-blue colour, or retain
not more of any original yellow or brown discolora¬
tion than an amount capable of giving to the water a
greenish-blue colour.” This description does not ap¬
pear to the author sufficiently definite, and its adop¬
tion would probably give rise to a difference of opinion
as to what particular shade of colouring constituted
pale blue and greenish blue. It seems much more
desirable to adopt a standard of measurement that can
be actually put into figures, so that two or more per¬
sons examining the same water are not likely to
arrive at appreciably different results.

In his work on “The Microscopy of Drinking Water”
Whipple says: “An important question, and one
which is of particular interest to water analysts, is the
relation between the growths of organisms and the
chemical analysis of the water in which the organisms
are found.” Unquestionably there is a relation, and
we should very much like to be able to take up a
chemical analysis and say, “This water contains such
and such substances in solution, and therefore such
and such organisms may be expected to thrive well in
if. In other words, we desire to know better the
nature of the food supply of the microscopic
organisms.” The author suggests that a more detailed
study of the colour of water may be of some assist¬
ance in the elucidation of this problem.

A systematic record of the colour measurement of
water should prove useful to the water engineer, and
mgy enable him to trace defects in his system of treat¬
ment which might otherwise remain undiscovered. It
should prove of much practical assistance where sand
filtration is in operation, as it is more than probable
that the ever-varying condition of the filters and the
consequent variation in the quality of the filtrate will

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

be found to bear some relation to the colour of the
... .ored water.

Of late years chemists and bacteriologists have done
much towards standardising the methods of chemical
and bacterial examinations of potable waters, and
there seems to be no reason why what may be termed
the physical qualities of water should not receive
equal attention. Apart from satisfying the aesthetic
susceptibilities of the public as regards the appear¬
ance of water delivered for their use, a study of its
physical condition may furnish valuable information
jacking in the ordinary processes of chemical and
bacterial examinations.

it may not be within the province of the engineer
to lay down a standard of measurement which should
be generally recognised as a means of affording a
comparison of the colour-values of different waters,
but he may suggest with propriety that the confusion
caused by recording results by different methods of
measurement should, as far as possible, be removed.

The author is convinced that there is a vast field of
research open both to the analyst and the engineer
on the colour-measurement of potable waters, and he
agrees with the apt remark made by Dr. Kemna in
the only paper in the Transactions dealing with the
matter that “ a book — and a pretty thick one — could
and should be written to deal adequately with the
subject.”

LONDON COUNTY COUNCIL HOUSING SCHEMES.

SURPLUS £5,421, AND EMPTIES UNDER 1 PER CENT.

The report of the Housing of the Working Classes
Committee for the year ended March 31st, which was
submitted to the London County Council on Tuesday
last, states that during the year accommodation for
620 persons was provided on the Tabard-street area,
Southwark, in 60 tenements of two rooms, 50 tene¬
ments of three rooms, and 10 tenements of four
rooms. On 31st March, 1917, dwellings for 58,896
persons had been provided by the council, the
accommodation consisting of 6,540 tenements in block
dwellings, 3,449 cottages and cottage flats, and 1,874
cubicles in three lodging-houses. The capital ex¬
penditure incurred during the year in respect of
dwellings and estates amounted to £14,716, bringing
the total under this head from the commencement
up to £3,095,530, or £2,351,992 under the Housing Act
and £743,538 under Improvements Acts. The total
loss due to empty tenements is only £2,333 2s. Id., or
slightly under 1 per cent of the gross rent, as com¬
pared with 118, 2'59, and 323 per cent in the three
years immediately preceding. Of this loss £1,312 14s.,
or 1687 per cent, occurred at Carrington House,
but only in six other cases has the loss exceeded
1 per cent. The low percentage of the total loss from
this source and the smallness of the amount irre¬
coverable (£148 5s. 8d.) are regarded as most satis¬
factory.

After. making full provision for all outgoings, in¬
cluding debt charges and allowances amounting to
£4,375 to members of the staff serving with the
forces, there was a nett surplus on dwellings and on
estates in course of development of £12,002. The
total financial results on all dwellings and estates
from the date of the opening of the first block in
April, 1894, up to March 31st last show that a sum
of £126,421 has been temporarily defrayed out of the
rates and £1,213 contributed from the tramways
account. Of the sum provided out of the rates
£87,576 has been required to meet the deficiency
in respect of estates in course of development under
Part III. of the Housing Act, 1890. A sum of
£131,842 has now been repaid to the rates out of
revenue from the dwellings, so that the housing
operations as a whole have yielded a nett contribution
in relief of rates of £5,421.

Any surpluses must be applied to the relief of rates
each year as they may arise, the general county
rate being relieved by any surplus on dwellings pro¬
vided under Improvements Acts, and the special
county rate in the case of a surplus from dwellings
provided under the Housing Act. It may be men¬
tioned, however, that, although the combined opera¬
tions have for the first time yielded a surplus, there
is still a nett deficiency of £21,454 18s. 2d. to be met
in respect of dwellings and estates in course of
development under the Housing Act. The nett
surplus of £4,206 19s. 5d. on the combined operations
is derived from an aggregate surplus of £25,661
17s. 7d. which has accrued from dwellings provided
under Improvements Acts.

ELECTRICITY FOR SEWAGE PURIFICATION.

By T. Chalkley Hatton.*

There is a popular impression that electricity will
accomplish about everything except the generation of
human life, and a great many scientific investigators
have spent time and money to adapt electricity to the
purification of sewage, but so far with little practical
result.

Men with but little knowledge of the vast com¬
plexity of sewage purification have developed appara¬
tus and processes, upon which they have secured
patent, for treating sewage electrically.

To assist them in introducing their goods to the
public they have associated with them very able pro¬
moters who have been energetic in presenting the
efficiency and economy of the process to many com¬
munities. The subject has, therefore, become too
public to be altogether ignored.

The Electro Sanitation Company of Los Angeles,
Cal., has introduced an electrolytic process which
consists of passing crude sewage through a trough
partly filled with electrodes placed at right angles
to the line of flow and connected in parallel with a low
voltage electric current.

In brief, the theory is that the applied sewage, con¬
taining table salt, and other electrolytes is rapidly
decomposed by the passing electric current, forming
caustic soda, nascent chlorine, hydrogen and oxygen,
l’art of the chlorine thus set free combines with the
soda, lime and iron, thrown off from the electrodes,
forming hypochlorites which attack the organic matter
and destroy the bacteria.

This process has been installed in several small
communities in Texas and California. The Milwau¬
kee station experimented with it for some months,
but abandoned it as unsuitable to Milwaukee condi¬
tions.

A few years ago Mr. C. P. Landreth, of the city of
Philadelphia, invented an apparatus for the purifica¬
tion of sewage by electrolysis. This machine has re¬
cently been tried at Elmhurst sewage disposal plant
in the borough of Queens, New York, the Chicago
stockyards, and at Decatur, Ill.

It differs essentially from the apparatus previously
referred to in that a rapidly-moving paddle is intro¬
duced between each electrode to keep its face well
secured and sewage agitated, but the theory of treat¬
ment is the same, .so far as the electrolysis is con¬
cerned.

In order to attain the standard of purification
sought by those interested in introducing this appa¬
ratus, large quantities of lime are added, and whether
it is the lime or the electrolysis which is the most in¬
fluential agent is a matter of disagreement among
engineers ; but whichever way this discussion may be
finally settled, the cost of such treatment, so far as
reliably published, has not attracted the public to
any extent.

The author, however, wishes it understood that in
spite of the negative results so far obtained in treat¬
ing sewage by electricity, he believes that this force
will eventually give more positive and encourag¬
ing results, but he does not look for such until the
expert electrician, sanitary chemist and engineer get
together upon a serious study of the problem.

Worcester Activated Sludge' Experiment. — At a recent
special meeting the ‘Worcester City Council adopted a
report of the Water and Sewerage Committee recom¬
mending that they should purchase and take over from
Messrs. Jones & Attwood, Limited, Stourbridge, the
plant installed by the latter for the purification of the
city’s sewage by the activated sludge process.

Charing Cross Bridge. — At the sitting of the Select
Committee of the House of Lords on the Charing Cross
Bridge Bill on Wednesday the chairman, Lord Kintore,
informed counsel for the railway company that the
committee would not allow any widening scheme.
With respect to any public improvement of the station
site being authorised, involving the removal of the
station and bridge within fifteen years without any re¬
imbursement to the company for the strengthening of
the bridge, the chairman intimated that to guard
against the possibility of this not being carried into
effect there might be a provision that the promoters
of such a Bill must give notice to treat within a year.
The Bill was then passed.

* From a paper read before tlie Western Society of Engineers.

July 0, 1917.

AND COUNTY ENGINEER.

Dry Rot : Its Causes and Prevention/

By E. J. GOODACRE, a.m.inst.c.e., Assistant Borough Surveyor, Shrewsbury.

The prevalence of dry rot in this country is caused
by the growth of fungi which are responsible for the
rotting and eventual destruction of structural timbers
in buildings, &c.

Dry rot fungi are of domestic growth, and are not
found in living trees, but the disease may possibly
originate when the trees lay fallen in the forest.

There are known at present to be three different
species of fungus causing dry rot — viz., Merulius lacry-
mans, Coniophora cerebella, Polyporus vaporarius.

The following is a short description of the respective
fungi which are, however, seldom found in existence
as isolated specimens : —

Merulius lacrymans derives the former part of its
name from Merula (black bird), due to its eventual
discoloration, and the latter part being appropriate
because of the ‘ ‘ tears ’ ’ often observable in conj unc¬
tion with it.

This is the most malignant form of dry rot ; it
thrives in moderate climates and over clayey subsoils
— this is important in drafting building by-laws in
such districts for the prevention of dry rot ; when once
established it will develop and destroy the driest
timbers, owing to the property which it possesses of
producing its own “tears” or moisture.

Infection of wood is due to spores, which are pro¬
duced in large dark-brown rust-like undulating patches
with white margins, and are known as fructifications,
which, when facing upwards on horizontal supports
are usually sterile, and fertile when facing downwards.
The spores of Merulius, when kept dry, retain then-
vitality for many months, which 'thus increases the
infectiousness of the disease.

Spores are also formed on the hyphae, which are
long, slender, tube-like formations, which weave them¬
selves into strands or cushions known as the myce¬
lium. This characteristic is very important, as it is
prima facie evidence of dry rot. These fungal cords
possess great powers of resisting drought and enable
the fungi to spread very rapidly over innutritious
surfaces, such as glass, brick walls, mortar joints and
iron pipes, for considerable distances to other wood¬
work.

The old idea that Merulius lacrymans requires an
alkali — such as ammoniacal exhalations — to promote
the development, has, according to later research,
proved to be erroneous.

Merulius is capable of destroying the sapwood and
heartwood of most woods, especially coniferous
timbers. Hardwoods are not immune from the
malady.

Coniophora cerebella is very similar in appearance
to Merulius, in conjunction with which it is so often

found.

Moisture is absolutely essential for the growth of
Coniophora. Absolute dryness therefore is a direct
safeguard against this fungi, and, of course, indirectly
against Merulius lacrymans.

The mycelium of Coniophora is in the form of slender
black threads in great profusion.

Polyporus vaporarius (often known as “Red Rot ”).
The fructifications of this variety are white, and easily
distinguished from those of Merulius. The fungal
cords of Polyporus differ from the hyphae of Merulius,
for they become very tough in the former case instead
of brittle when dry and old as in the latter case.

Polyporus causes the red decayed patches in deal.

CAUSES OF DKYT HOT.

The cause of dry rot is dii-ectly attributable to in¬
fection — chiefly by direct contact — accompanied by
conditions favourable to the germination of the spore.
The spores are microscopic in size. It is computed
that there are 9,000,000 spores to a square inch, there¬
fore on an average-sized plant there are roughly
100,000,000 spores, each capable of much harm ; and
their small, brown, dust-like nature enables them to
float a long distance in the air before setttling. Should
this resting-place prove to be congenial to its growth,
then infection is assured.

The conditions required for fertility are moisture
and moderate temperature.

The i-ate of decay is dependent upon the relative
humidity — the ratio of the amount of moisture to
saturation point at a given temperature (10 to 20 deg.

* Paper presented at the annual meeting of the Institu¬
tion of Municipal and County Engineers at Hastings.

Cent.). No doubt the prevalence of dry rot in this
country is due to this fact.

Moisture is therefore essential to, the activity of dry
rot fungi in a greater or lesser degree, according to the
species ; but it must be noted that the degree is fairly
constant to the respective fungus.

I’ or instance, Coniophora demands a good deal of
moisture, and is most frequently found in cellars; so
great is the affinity which this fungi has for moisture
that its growth is primd facie evidence of a damp
building ; it is often found growing on a rafter under
a leaky roof. On the other hand, Merulius and Poly¬
porus, when once established, can grow on the driest
wood, depending on their own power for the production
of moisture. This fact renders Merulius, which pos¬
sesses this function to a much greater degree than
Polyporus, the most insidious source of dry rot.

Chemical analysis of rotted wood shows that it con¬
tains relatively less hydrogen than carbon than the
sound wood. This would appear to indicate that
moisture is produced by oxidation. Authorities differ
as to whether these fungi can be grown in water.

Temperature affects the fungi, causing dry rot.
Merulius lacrymans thrives at a moderate tempera¬
ture. The mycelia are rapidly killed by exposure to
a temperature of 40 deg. Cent. ; so that infected wood
can be easily sterilised by heat that does not burn the
timber. Spores and the fungi themselves are quickly
killed by steam, but the resistance to lower tempera¬
tures is greater, and frost does not affect it.

Dry rot progresses much faster in summer than in
winter in an ordinary building which is heated, and
thus has its air made relatively dry during the winter
months.

PREVENTION OF DRY ROT.

In examining a building affected by dry rot the fungi
should be carefully and minutely examined with a
view to identifying the species.

The extent of the rotting can generally be estimated
approximately by boring test holes in the timber at
frequent intervals. If the material is badly rotted the
borings brought out will be in the form of brown
powder.

Hammering on the timber with a hammer is another
method frequently adopted, a dull sound denoting
probable rotting internally. The presence of dry rot
fungi can often be detected by the familiar unpleasant
odour.

The first obvious preventive measure is to guard
against contact with infected wood, including sjiores.

Fungi are frequently carried in lumber and spread
by placing it in large piles with scant ventilation.
This no doubt accounts for the fact that original infec¬
tion of timber in the majority of cases in contracted
in the timber yard or builder’s stores. Lack of sani¬
tation and bad methods of stacking sawn wood aggra¬
vate the disease. It would appear advisable that the
whole of a timber yard should be well paved in tar¬
macadam and thoroughly drained.

The next means of prevention is to deprive the fungi
of the conditions favourable to growth. In the first
place, then, the timber should be thoroughly dry and
well seasoned ; in fact, it would be well to have all
timber such as floor joists, &c., dessicated or “ stoved ”
to a temperature of 50-60 deg. Cent.

The seasoning is rendered more important nowadays
owing to the amount of timber felled before maturity.

The timber should be protected from wet during
building operations, and afterwards protected by ade¬
quate ventilation and suitable methods of construction.

To secure these measures, then, in practice the fol¬
lowing methods should be adopted to prevent the
development of Coniophora cerebella, that require
definitely moist wood, and also to decrease the suscep¬
tibility of the timber to Merulius.

The wood should be brought direct on to the job and
placed under cover; the floor joists, especially the
ground-floor joists, should be creosoted ; the objection
to the smell of this treatment, of course, is against it,
but it is more apparent than real, especially after some
months’ exposure.

All vegetable earth should be removed from under
floors, as ammoniacal exhalations are certainly favour¬
able — though not essential — to the growth of the fungi
causing dry rot.

The building site should be covered with at least

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

4 in. of cement concrete, asphalted on the upper
surface. This-, however, is an expensive method, and
it is suggested that 4 in. of tar-macadam would be a
very effective substitute.

The ventilation underneath floors should be care¬
fully designed, because if it is not thorough it will do
more harm than good. For instance, you will possibly
be supplying moisture and oxygen — two essentials to
the growth of fungi. The best method therefore is
to fix fresh-air inlets on all sides of the under floor
space, with an extraction flue taken up the chimney
breast alongside the smoke flues. Should there be a
solid floor adjacent to any side of an open floor, through
currents of air should be ensured by laying ducts
through the solid floors.

The ends of all joists should be fixed in such a
manner that there is a passage of air all round the end
of the joist as far as possible. A good method of
attaining this is to let the joists take a bearing on a
2-in. by g-in. flat bar of iron laid on the supporting
wall.

Fugging should be avoided in floors.

Immunity from dry rot is encouraged by laying the
concrete, &c., under the floors at an early stage of the
erection, and delaying the laying of floors until the
latest possible moment, when the house is compara¬
tively dry. Needless to say, the floor bpards should
be stored in a dry place before use.

Care should be taken that no shavings are left under
the floors by the carpenters, as this practice is fre¬
quently the origin of dry rot. In cases where boards or
wood blocks are fixed directly on the concrete, they
should be bedded on some bitumastic compound ; the
concrete and the screeding also must be thoroughly
dry. On no account should wooden pegs driven in the
ground be used as concrete screeds.

Linoleum and other similar floor coverings aggravate
the activity of the fungi causing dry rot, but floors
should be so constructed as to obviate any ill effects
from their use.

Skirtings and other wall mouldings should on no
account be fixed until the walls are quite dry. The
practice of rendering walls behind skirtings with
cement is to be commended, but it must be perfectly
dry before the skirting is fixed.

Studded partitions should be plastered with ordinary
plaster, which is somewhat porous and admits of ven¬
tilation.

Special attention should be given to dampcourses
with a view to minimising the risk of dry rot. The
more extensive use of vertical dampcourses would be
a step in the right direction. Horizontal dampcourses
are frequently fixed only just above the ground level
and just below the joist level, with the result that the
bricks are continuously soaked with moisture, and
therefore form a reservoir from which fungi may draw
their “ life blood.” Lead, asphalt bitumastic com¬
pounds on fabric and slates in cement are all satis¬
factory.

Hollow walls suitably ventilated is a system of con¬
struction especially to be recommended from this
standpoint. In this system the ends of floor joists
should be' open to and not project into the cavity.
Lead and asphalt flats on a wooden sub-structure are
very prone to dry rot, and where the underside of the
joists are ceiled the preventive measures present diffi¬
culties. Reinforced concrete, however, has enabled
us to overcome the use of timber in such cases.

It is necessary to take particular care that no timber
should be painted which is immaturely seasoned or
rot dry.

In dealing with cases where the presence of a serious
attack of dry rot has been established, more drastic
action is necessary. The infected wood should be oiled
to keep down the spores, and carefully removed and
burned, and not deposited in a builder’s yard. The
carpenters’ tools, especially the saw, used on the work
should be sterilised. This may appear to some to be
rather too stringent, but the advisability of such a
precaution is undoubted. The adjoining woodwork
should be carefully tested, as previously stated, and
removed if there are the least signs of the fungi. The
brickwork or stonework should be sterilised by a blast
flame, and the woodwork should be dried — not by a
gas jet, which forms moisture as a product of combus¬
tion — and treated with a wash of dilute formalin,
which is a safe and most effective antiseptic, although
it must be noted that through evaporation this treat¬
ment is purely temporary. Carbolic acid is also a
valuable antiseptic for this purpose.

Hot limewash is very useful for a mild attack, and,
in fact, most antiseptics are more or less effective.

It must, however, be strongly urged that, owing to
the difficulty of completely eradicating the fungi when
once established, preventive measures are of para¬
mount importance.

In conclusion, it is necessary to say that the present
knowledge of fungi causing dry rot is immature, and
the results of research are often very eccentric and
sometimes contradictory. The author has endeavoured
to compile the generally accepted results of the valu¬
able work already accomplished by experts in this and
other countries, together with a few practical sugges¬
tions.

The annual loss in this country alone through dry rot
must be alarming, and in view of the diminishing
timber supplies this also renders the subject one of
extreme national importance.

THE GOODS CLEARING HOOSE SYSTEM.

By Arthur E. Collins, m.inst.c.e..

City Engineer of Norwich.

I have read the reports of the late Sir William
Preece, f.r.s., k.c.b., and also those of Mr. James
Swinburne, f.r.s., m.i.c.e., and of Dr. II. S. Hele-
Shaw, f.r.s., ll.d., n. sc. . m.i.c.e., m.t.m.e., and finally
the recent report of Sir John Purser Griffith, m.i.c.e.,
ex-chief engineer of the Port of Dublin, on the proposals
of the above New Transport Company, Limited, and in
giving my full endorsement to all of the above, 1
desire to express the opinion, in corroboration of that
of the Rt. Hon. Lord Headley, m.t.c.e.i., that the
adoption of the Goods Clearing House System, as
proposed by the company, would greatly lengthen the
life of our road surfaces, and would thus relieve the
Koad Board of a very heavy proportion of its present
out la j .

I am further of the opinion that, with the ever-
increasing relative inefficiency of our railways, more
and more road traffic in the shape of heavy auto¬
mobile lorries will be thrust upon the roads, and
therefore a very great increase in the expenditure of
the Road Board and highway authorities must take
place. ’

When it is borne in mind that road transport must
be in itself, irrespective of road wear and tear, far
more costly than railway transport would be under
goods clearing house conditions, it will be seen that
the adoption of the New Transport Company’s system
must be what the late Sir William Preece nearly ten
years ago declared it to be, “ a great national
economy.”

As I have already publicly stated, the transport
rates for goods in this non-mountainous country,
amply supplied with coal and iron, should be the
cheapest, rather than the dearest, in the world, and
I am strongly of opinion that the reforms advocated
by the New Transport Company would undoubtedly
make them so.

STREET LIGHTING CONTRACTS.

COMPANY'S ACTION ACAINST CORPORATION.

Mr. Justice Bailhache gave judgment for the
Wycombe Borough Electric Light and Power Com¬
pany, Limited, on Tuesday, in an action for £1,290
claimed under a lighting contract with the Mayor of
the borough of Chipping Wycombe. The case arose
out of the Lighting Restriction Order, the effect of
which was to reduce largely the number of lamps
allowed in the town. The corporation of Chipping
Wycombe contended that they should be relieved of
their obligation to pay considerable sums to the plain¬
tiff company for the full and complete lighting of the
town.

His Lordship (the Times reports) held that the
diminution in the lighting was not due to any cause
over which the plaintiffs had control, and that the
case was indistinguishable from the Leiston Gas Com¬
pany v. Leiston Urban District Council.

Institution of Water Engineers Summer Meeting. —

Elsewhere in this issue we reproduce the paper en¬
titled “ Colour Records Applied to Potable Waters,”
which Mr. J. S. Pickering, of Cheltenham, presented
at the recent summer meeting of the Institution of
Water Engineers in London. A report of the discus¬
sion will appear in our next issue.

July 6, 191?.

AND COUNTY ENGINEER

Institution of Municipal and County Engineers.

ANNUAL MEETING AT HASTINCS : DISCUSSION OF PAPERS.

The first paper to receive consideration at the
annual meeting of the Institution of Municipal and
County Engineers last week was that of Mr. H. T.
YVakelam, county engineer of Middlesex, dealing with
the subject of

EXTRAORDINARY TRAFFIC AND EXCESSIVE
WEIGHTS ON HIGHWAYS.

The paper was reproduced in our last issue.

Mr. Wakelam read a letter from Mr. E. Worrall
(Stretford), in which he regretted that being detained
m London on Private Bill woi'k would prevent him
speaking on this very informing, paper. The list
which he offered as a guide to procedure in the matter
of contributions was a useful table of data, but he re¬
garded the smaller rates indicated as a contribution
to the extra cost of' superior pavements than as a
charge for their maintenance. The author’s view that
“ as the revenue of the operating companies improves
so should their contribution to maintenance” im¬
pressed him as an argument of expediency more than
of principle. Whether any particular company could
or could not afford out of its profits to spare a contribu¬
tion towards road maintenance seemed to him a thing
ajiart from the basic principle. The illustration in
the paper might not clearly reproduce his photograph.
It certainly did not exaggerate the obvious damage
which motor omnibus traffic could inflict on macadam
roads. He had a series of such photographs taken
in 1914 on roads adjacent to his district, where the
damage by such traffic was in question, and as they
might serve to illustrate the feature very clearly he
sent a set to the author. He believed there were sub¬
stantial exceptions to the conclusions noted as to
greater tractive effort of waterbound metalling which
hold good only for light vehicles and low temperature.
Some experiments carried out by Mr. J. Walker Smith
and tabulated in his book on “ Tar Macpdam,” pub¬
lished in 1909, showed that with heavier vehicles and
higher temperatures the tractive effort on tar
macadam was considerably higher than on water-
bound metalling The instances given of the com¬
bined effect of speed and weight were interesting,
and, to his mind, quite conclusive, and he quite
agreed with the recommendation that speed was the
factor which should be revised.

Mr. W. J. Hadfield (Sheffield), in moving a vote of
thanks, said the paper marked a step forward in the
attitude towards the motor-bus. The author said
-there should be no attempt made to throttle industry
or trade. In Sheffield motor-’buses were run by the
corporation, not by a company, and any profits made
went to the rates. They were run not as a commercial
speculation but to get people to and from the out¬
lying parts of the city. He did not think large profits
were made by the running of motor-’buses anywhere
outside London. Therefore he did not think it was
much use asking the motor-’bus people to make large
contributions towards the rates. In the paper they
came to much more moderate figures than he had pre¬
viously seen. To talk of three-eighths of a penny to
a penny per ’bus mile was different to talking of 3d.
per ’bus mile. In their case at Sheffield, though the
petrol consumption was very low, there was not much
margin between the total receipts and expenses ; cer¬
tainly nothing to allow of a contribution of 3d. per
’bus mile to the costs of the roads. Mr. Wakelam was
of opinion that the steel tyres of heavy motor lorries,
travelling with authorised loads and at regulation
speeds, were no more" destructive to road surfaces than
the indiarubber tyres. Perhaps the roads mentioned
were of macadam or wood, but when they came to a
place like Sheffield, where there was a good deal of
sett paving, the steel tyre was the most destructive.
The tyre caught the end of the sett and it broke up.
Macadam roads on which motor ’buses had been run¬
ning for four years, eighty journeys a day, showed no
signs of damage. Where they bad got an undulating
road the greatest damage wa.s where the ’buses got
up speed at the bottom level. He had no doubt that
was due to the excessive speed at that point. He had
water-bound roads and tar-bound roads over which
motor omnibuses had run for four years without com¬
plaint. There were water-bound roads and water-
bound roads, and he could not think the photographs
were a fair average of the damage, done by motor
'buses. He could not agree with the remarks of Mr.

Worrall as to the tractive effort being higher on tar-
bound macadam than on water-bound.

Mr. E. J. 8ilcock !(Westminster) said he had much
pleasure in seconding the vote of thanks to Mr.
Wakelam for his very interesting and good paper;
and, at the same time, he would like to congratulate
the institution on being able to place upon its
minutes a communication dealing with this very
intricate subject of extraordinary traffic. It was no
doubt a subject on which there was a great deal of
difference of opinion, and it was one which closely
affected the work of all municipal engineers. The
great complexity of the subject was illustrated by
what often appeared to the layman the contradictory
judgments given on cases which had been carried to
the courts. Take, for instance, the Abingdon case
referred to by the author. There the judgment was
given by one of our most capable judges, and he said
distinctly that the motor omnibus traffic in this par¬
ticular instance was extraordinary traffic, and that
it would no doubt become ordinary traffic, but Mr.
Justice Sankey did not give the slightest indication
when the time would arrive wherr the motor omni¬
buses on that particular route would pass from one
category to the other. As throwing some light upon
the subject, he might refer to the case of the Wors-
borough Urban District Council against the Barnsley
Co-operative Society. It was held in that case that
the traffic was not less extraordinary, because it might
be expected by the highway authority, and that it
remained extraordinary until the road was made fit
to bear it. Now apparently if the highway authority
refused to carry out its duties to make the road fit to
carry the traffic, that kind of traffic would remain
extraordinary, and the users of that traffic would have
to be mulcted in damages for using the road. Of
course, there were a great many classes of traffic about
which there could be no question. For instance,
where large public works were being carried out, and
traffic of an entirely new character was being brought
into the district. He did not think there was much
doubt about that traffic being extraordinary. There
was a good deal of equity about that, because
ultimately the new works would become rateable, and
provide income for the extraordinary traffic which
they introduced into the neighbourhood. On the
other hand there were many trades which developed
in extraordinary ways. For instance, a colliery might
get rid of the whole of it’s coal by rail, and by reason
of new industries coming into the neighbourhood the
bulk of that coal might be carted over roads in the
neighbourhood. There they got no increase of income
to make up for this extra traffic, and the question was
whether it was extraordinary traffic or not. All these
things had to be taken into consideration. Then there
was the mode in which the traffic was’ carried. A
string of carts following behind each other in the same
track would cause more damage than if the same amount
of traffic was carried in single carts and the traffic
distributed more evenly over the surface of the road.
There was another element in the paper which ap¬
plied to exceptionally heavy loads, and that the in¬
terval of time between the loads. They might have
a very heavy load taken over a road which caused the
same deformation of the road. If the load was not
repeated a good deal of the deformation would be cor¬
rected by the other traffic on the road. The early
lenewal of this traffic might cause a good deal more
damage than if spread over a longer period of time.
These and other exceptional circumstances must all
be taken into account in forming an opinion as to the
extraordinary character of traffic beside its volume,
excessive weights and unusual vehicles. It was not
inequitable that motor omnibuses should contribute
to upkeep of roads. Tramways cost was about fth
of a penny per car mile. The suggestion that as the
cost of running went down more could be paid for
road maintenance seemed illogical. Provincial areas
should not pay more than metropolitan, because the
takings were less: London was Is. 2d. and Leeds lid.
per car-mile, although carrying more passengers. On
the question of claims for damage for extraordinary
traffic the surveyor would be well advised to have his
certificate settled by counsel. The certificate was ol
prime importance. The author said it was generally
necessary; it was always necessary; and unless it was
properly drawn it might let down the whole case. It

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

was therefore of the highest importance that the certi¬
ficate should be submitted to counsel before it was
served. With regard to the responsibility of the sur¬
veyor for the figures, he thought there Mr. Wakelam
suggested that the surveyor should not assume any
responsibility. It seemed to him, in the last resort,
the surveyor must be the only person who could be
lesponsible for the figures. He knew what the road
had cost, and it was up to him to see that counsel did
not put forward figures which could not be substan¬
tiated. Mr. Wakelam said that the surveyor should
be able to prove that the traffic was practically con¬
tinuous. He did not know what the' authority for
this could be. He had never before heard the
suggestion made that it should be continuous. It
might be extraordinary, and yet be caused by isolated
journeys. The author omitted to mention in the in¬
formation required “ the average cost of the highways
in the neighbourhood.” Now the meaning of that
expression, “ the highways in the neighbourhood,”
was settled in the case of Morpeth Rural District Council
v. Bulloch’s Hall Colliery Company, in which it was
decided that the average cost of highways in the dis¬
trict should be given for a period of five years, with
the average cost for five years of highways in the
neighbourhood, but that for the road which had been
damaged (the road in question) the cost of repairs for
one year only need be given, and not the average.
That was an important decision, and it might be of
interest to the members to know it. It was in the
Biilericay case, in which it was settled. That case
was taken to the Court of Appeal, and it was held to
mean “ similar roads in the neighbourhood of a
similar character.” That information must be pre¬
pared by the surveyor to substantiate his case. It
was also held that the highway rate of the district
mukt be substantially increased by the cost of the
damage done by tire extraordinary traffic. That was
a very important decision. He did not know whether
that case was taken to the Court of Appeal. It seemed
to him to place a very important limitation upon the
sort of case which could be successfully carried for¬
ward by the road authority. These cases were of
such a complicated character that it seemed to him
as far as possible surveyors were well advised to try
and arrange terms with road users for damage rather
than to carry cases into court. The amount of
damage which was sustained by the roads varied in
such wide degrees that it was most difficult to get any
sort of basis to arrive upon; that it was better to
arrive at a settlement by negotiation rather than to
carry the case into court.

Mr. H. Percy Boulnois (Westminster) said he
had been engaged in a great number of these extra¬
ordinary traffic cases in the courts. The whole thing
bristled with difficulties. They never knew until
the judgment was given which way it was going.
The greatest care had to be taken by everybody that
there should be no loophole for the other side. Mr.
Wakelam did well to draw attention to the drawing
up of the certificate, which had a bearing on the
whole case. With regard to the Abingdon case, it
was true that the roads were not quite country roads,
but they were not main roads. There was a shorter
main road to Oxford, but it got into such a deplorable
condition' that the ’buses had to use this other road,
and he thought Mr. Justice Sankey’s judgment was
biassed by that fact. Mr. Justice Sankey said he
would as soon meet a mastodon on a road as a
motor-’bus. There was a large population at Boar
Hill, and these omnibuses were to some extent
serving that population as well as Oxford. They
must not rely too much upon this judgment, as judg¬
ments were being constantly altered. It was true
that there was an appeal, and that the appeal failed,
but he must draw attention to that. Although he
was in private practice, and drew his fee in these
cases, he advised them, as Mr. Silcock did, to make,
if possible, private arrangement with the user of the
traffic. Unless they were absolutely sure of their
facts it was well to compromise. As to comparable
roads there was a great difficulty. In many cases it
was extremely difficult to find a road which was
comparable with the road with which they were
dealing. There was the great pitfall. It was diffi¬
cult to find a road which was exactly comparable
and cost the same for maintenance over a period
of five years. Any slight difference was at once
seized hold of to make the best of it. With the table
of proposed road contributions for omnibus traffic,
given in the paper, he did not know, and perhaps Mr.
Wakelam would tell them, how he arrived at the
figure of -j^d. per ’bus mile for a granite sett or

Hurax paved road on concrete, and fd. for a specially
constructed wood paved or asphalted road on rein¬
forced concrete. He should have changed the figures.
That led him to another point. What was the traffic
going to be in the future? It was all very well to
go for these omnibus companies and other people
for extraordinary traffic. He 'might not live to see
it, but after the war there would come back any
number of motor lorries, and his impression was that
before many years were over the roads would have
to carry ten to twenty times more traffic— greater
weights, greater speeds. There would be a proces¬
sion of motor lorries going along the roads. Manu¬
facturers would not be content to load up lorries,
send the goods to railway stations, unload them
there, load them on goods trains, then load them
again on lorries for delivery. With mechanical
advance there was no limit to the weight and speed
of the traffic on the road. All these things would
be laughed to scorn. He did congratulate Mr.
Wakelam upon having brought it before that meet¬
ing, and he hoped it might be the means of assisting
all of them who had occasionally to take up these
very intricate, troublesome, and awkward cases of
extraordinary traffic.

Mr. A. E. Collins (Norwich) said this was not
entirely a question of road-making. He thought the
people who used the roads ought to give proper
attention to the vehicles they put upon the roads.
To his mind it was impossible to make roads to
stand the traffic of which Mr. Boulnois spoke. With
unlimited money they could do it; but they had not
unlimited money. They ought to be able to limit
the weight going over the roads, determine how the
weight should be distributed, and whether the vehicle
should have steel or rubber tyres. It appeared to
him that it was not outside the powers of engineers
to design vehicles so as to decide the weight upon
each wheel. In regard to the legislation upon the
manner in which the weights of traffic should be
placed upon the roads, this paper was a most valu¬
able one, showing as it did the pitfalls of the Act.
For instance, it looked as if everything had been
done in the way of putting obstacles in the path
of the highway authorities. He did not consider it
was the business of highway authorities to put
obstacles in the way of trade, but he did think it
was their business to prevent people who were using
the roads for profit doing destruction to those roads.
He thought their efforts should be devoted to
securing the proper construction of vehicles for
users.

Air. A. Dryland (Surrey) said the points to which
he was going to call attention were small points, but
of much importance. In the course of his paper Mr.
Wakelam referred to new omnibus services. He
thought what he intended to write of there was new
omnibus routes. There was no control over a new
omnibus service if it was over a route which was
already used. He had no doubt Air. Wakelam had
that in his mind. The expression might, however,
mislead people who were not familiar with the terms
of the provision. Then Mr. Wakelam, describing a
photograph of the typical kind of destruction set
up, says “ it shows the kind of road corrugation
inherent to motor omnibus traffic, and it is practi¬
cally impossible to prevent this where such vehicles
travel over waterbound metalling, on which a greater
tractive effort is required than upon any other kind
of road surfacing.” He very much questioned
whether that was correct. A good water-bound sur¬
face needed less tractive effort than a tar-macadam
surface under certain condition.? of temperature — viz.,
in hot weather. Alany owners of motor lorries com¬
plained of tar-bound roads in hot weather. It was
quite true, probably, taking the year all round, that
the tractive effort might be less. But it was not
absolutely conclusive under all conditions that the
tractive effort was greater on the water-bound sur¬
face than on other surfaces. Corrugation was greater
on water-bound surfaces, not because of the greater
tractive effort, but owing to water-bound surfaces
being more disturbed by the traffic. The reason was
that the water-bound surface was more easily dis¬
placed than the surfaces of some of the more closely
binding materials. He quite agreed with the author
that speed was an important element as to damage.
He had a case of motor ’buses doing considerable
damage when running up to thirty miles an hour,
but on turning round on a gravel road at low speed
doing no damage. When the weight was equal as
the speed increased the damage effected was enor¬
mously increased far more in proportion than the
actual increase of speed. He thought, taken gene-

July 6, 1917.

AND COUNTY ENGINEER

rally, it was a very useful paper, and he agreed,
largely with the tenor of it. Mr. Wakelam pointed
out the importance of the certificate in extraordinary
traffic because it had been a great pitfall to many
people bringing extraordinary traffic cases. Pie
hoped this paper would not encourage people to bring
extraordinary traffic cases, because, as Mr. Boulnois
said, “ it is far better to agree with your adversary
than to take him into court.” They would find
that generally the costs amounted to more than the
claim.

Mr. W. Nisbet Blair (St. Pancras) said it was
questioned whether the damage could be greater to
a granite-paved road than to a wood-paved road. It
could, unquestionably; and Mr. Wake-lam’s conten¬
tion was proved that speed had a great deal to do
with the damage done. There was another element
in it, the character of the wheel, which caused
damage. A rubber-tyred wheel did not do so much
damage to a granite-paved road as a steel-tyred
wheel, which caused immense damage. He had had
hundreds and thousands of setts crushed by steel-
tyred vehicles going at high speed. On a material
like granite setts the steel type set up a grinding and
crushing action.

(To be continued.)

Among those present at the meeting were : —
Members — .Messrs. H. E. Anderson (Lambeth),
J. A. Angell (Beckenham), G. Ball (Bexhill), P. A.
Benn (Lichfield), R. H. Bicknell (Westminster), J.
Birch (East Ham), W. N. Blair (St. Pancras), E. W.
Booth (Wallington), H. Percy Boulnois (Westminster),
J. Bowen (Reading), W. L. Bradley (Tonbridge),

O. A. Bridges (Bognor), J. H. Brierley (Richmond,
Surrey), 0. Broomridge (Birkenhead), J. A. Budge
(Birmingham), T. Bull (Thurnscoe), T. F. Bunting
(Maidstone), S. E. Burgess (Middlesbrough), 1.
Caink (Worcester), W. Louis Carr (Ruislip-North-
wood), C. Chambers-Smith (London), A. E. Collins
(Norwich), H. T. Chapman (Kent C.C.), H. Collins
(Colchester), C. H. Cooper (Wimbledon), G. Cowan
(Portsmouth), C. Day (Chatham), W. F. Dennis
(West Hartlepool), P. Dodd (Wandsworth), J. H.
Drew (Grantham), A. Dryland (Surrey O.O.), D.
Edwards (Taunton), W. Fairley (Richmond, Surrey),
H. J. Farmer (Christchurch), W. Fowlds (Keighley),
S. S. P. Frye (Hastings Rural), J. Gammage (Dudley),
C. F. Gettings (Worcester), S. S. Gettings (Dorking),
W. J. Goodwin (Salisbury), A. T. Goose-man (Wigan),

F. T Grant (Gravesend), A. D. Greatorex (West
Bromwich), W. H. Grieves (Sutton), W. J. Hadfield
(Sheffield), J. R. Harrison (Chepstow), F. Hatcher
(Porthc'awl), T. W. A. Hayward (Battersea), J. R.
Heath (Swansea), F. Hill (Lancaster), S. A. Hill-
Willis (Tilbury), F. G. Holms (Glasgow), H. H.
Humphries (Birmingham), D. M. Jenkins (Neath),
W. M. Jones (Chester), J. D. Kennedy (East Retford),
A. M. Ker (Warrington), H. J. Kilford (Ilkeston),

P. G. Killick (Finsbury), G. W. Lacey (Oswestry),

G. W. Lawson (St. Anne’s-on-the-Sea), W. R. Locke
(Hemel Hempsted), R. A. MacBrair (Lincoln), L. S.
McKenzie (Bristol), F. Mansfield (Abergavenny),
C. W. Marks (Wokingham), F. Massie (Wakefield
Rural), B. A. Miller (Seaford), G. F. Miller
(Hastings), G. C. Mitchell (Stockton-on-Tees), T.
Moulding (Exeter), T. H. Negus (Meriden), A. E.
Nichols (Folkestone), T. Nisbet (Glasgow), J. Parker
(Hereford), E. J Parkinson (Wallasey), J. S. Picker¬
ing (Cheltenham), W. Plant (Stafford), W. H. Pres¬
cott (Tottenham), J. C. Radford (Wandsworth), W. S.
Raine (Hungerfo-rd), J. M. Redfern (Gillingham),
O. IE. Rivers (Harrogate),' F. Roberts (Worthing),
J. A. Settle (Bury, Lancs), E. S. Silcock (West¬
minster), J. F. Smillie (Tynemouth), J. P. Spencer
(Tynemouth), F. W. Spurr (York), H. E. Stilgoe
(Birmingham), J. Sutcliffe (Woolwich). J. E. Swindle-
hurst (Coventry), W. Terrill (Ashford), J. R.
Thackeray (Eastbourne), H. Tillstone (Brighton),
W. H. Travers (Wallasey), J. P. Wakeford (Wake¬
field), H. T. Wakelam (Middlesex C.C.), J. A. Webb
(Hendon R.D.C.), H. G. Whyatt (Grimsby), C. F.
Wike (Sheffield), F. Wilkinson (Deptford), E. Willis
(Chiswick), F. J. Wood (East. Sussex), F. Woodward
(Stourbridge), and E. Worrall (Stretford).

Visitors — Messrs. O. K. Anstead (East Ham), R.
Bainbridge (Stockton-on-Tees), W. Bean (Longl>enton),

H. Blackman (Battle R.D.C.), W. -S. Body (Birming¬
ham), T. Booth (Wallington), J. J. Brown (Chisle-
hurst), P. 0. Bulwell (Hastings), W. J. Burnham
(Rye), J. A. Capon (Chislehurst), J. Cartwright
(Loughborough), W. H. Dawson (Bradford), G. R.
Eyre (St. Anne’s-on-the-Sea), R. F. Ferguson (Hast¬

ings), S. Fielding (Blackpool), F. W. Fitt (Norwich),
J. H. French (Maidstone), F. S. Gibbs (Birmingham),
J. Golden (Tilbury), A. J. Grove (Worcester),
J. D. Haworth (Roads Improvement Association),

E. N. Henwood (Hastings), W. H. Hopwood (Aber¬
gavenny), W. Jenkins (Cardiff), A. C. Lee (Cheshunt),

S. C. Lloyd (Dudley), J. Locke (Hemel Hempsted),

T. Merrells (Swansea), J. C. Mewsham (Sheffield),

F. W. Morgan (Hastings), Vernon Parker (London),
W. Perrins (Hastings), T. Reed (Hastings), W. A. W.
Riley (Birmingham), W. Roberts (Cardiff), C. E.
Skinner (Chatham), F. Smith (Bury, Lancs), A.
Spence (Dundee), R. Stephenson (Jarrow-on-Tyne),
J. Stewart (Glasgow), A. L. Thornton (East Sussex
C.C.), W. Walker (Eastbourne), F. G. Wallis (Maid¬
stone), J. Ward (Blackpool), C. Warren (Exeter), E.
Weybourne (Rye), and J. E. Williams (Birmingham).

THE INSTITUTION ORPHAN FUND.

In reporting last week the annual meeting of sub¬
scribers to the Institution Orphan Fund we printed a
brief summary of the report of the Committee of
management dealing with the work of the past year.
Owing to pressure on our space we were compelled to
omit the following list of the

SUBSCRIPTIONS AND DONATIONS

received during the period covered by the report.

Name.

East Midland District.

Annual

Donation. Sub¬
scription.

£ s. d. £ s. d.

Baxter, J. G. It., Grimsby

Bennett, E. H., Derby

Brown, A., Nottingham

Burn, W., Sutton-in-Ashfield

Clare, J., Sleaford

Clare, S. F., Sleaford

Clark, W. G. J., Wigston Magna

Clark, R. E., Arnold

Clews, 0. A., Derby

Coales, H. G., Market Harborougb

Cook, F. P., Mansfield Woodhouse

Cordon, ft. C., Belper

Crump, E. H., Hinckley

Fenn, T., Belper

Henry, T., East Retford

Horton, J. W., Derby

Kennedy, J. D., East Retford..

MacBrair, R. A., Lincoln

Mason, S. M., Grimsby

Mawbey, E. G., Leicester

Maylan, S., Basford

Oakden, R., jun., Newark

Parker, S. W., Gainsborough . .

Rawson, G., Worksop

Ross, A. J., Lutterworth

Ryman, F. R., Stamford..

Ward, J., Derby
Whyatt, H. G., Grimsby
Wright, W., Grantham

0 2 6
0 5 0
110
0 5 0
0 5 0
0 10
0 2 6
0 5 0
0 10 6
0 10 6
110
0 5 0
0 10 6
0 2 6
0 5 0
110
0 5 0
0 10 6
0 2 6
110
0 10 6
0 10 6
0 10 6
0 10 6
0 5 0
0 5 0
110
110
0 3 0

Eastern District.

Barrett, E. J., Staines . . . . . . . . —

Brown, R., Southall-Norwood . . . . . . —

Carver, W., Melford . . —

Coales, H. F., Sunbury-on-Thames . . . . —

Cockrill, J. W., Great Yarmouth . . . . — ■

Cockrill, O. H., Great Yarmouth . . . . —

Collins, A. E., Norwich . . . . —

Collis-Adamson, A. C., Highgate —

Cooper, L. A., Chiswick . . —

Cooper, W. W. Slough . . . . . . —

Croxford, C. H., Wood Green . . —

Dunn, J., Chesterton . . . . —

Elford, E. J., Southend-on-Sea . . —

Farrington, W., Woodford Green —

Fisher, R., Willesden . . — -

Gladwell, W. W., Norwich —

Hamby, C. L., Beccles . . . . —

Harrison, G. F. P., East Stow . . —

Harrison, P. T„ Chelmsford . . . —

Haylor, B., Willesden . . —

Hedges, H. N., Berkhampstead —

Impey, L. R., Ipswich . . . . . . —

James, A. C., Grays Thurrock . —

Jones, W., Thetford . —

Julian, J., .Cambridge . —

Lavender, W. A., Swaffham . -

Leeper, L., Great Yarmouth . —

Lingwood, G. W., Stowmarket . —

Lovegrove, E. J., Hornsey . —

Mead, J. R., Ipswich . —

Miller, H., East Suffolk . —

Morley, E., Walthamstow . —

Neave, J., Walthamstow . —

Perkins, R. S. W., Isle of Ely . . . . —

Robson, O. C., Willesden . —

Shaw, H. • • • • ■ .66

Siddons, J. M., Oundle . —

Smart, F. W., Bedford . —

Smith, F. Hall, Sheringham . —

Smith, T. R. Kettering . . —

Smyth, J. H., Willesden . —

Thomas, R. J., Buckingham

Thompson, W. H., Willesden . . —

Wakelam, H. T„ Middlesex . —

Webb, J. A., Hendon . —

Willis, E., Chiswick . —

Wilson. R. E. Leiston . —

Collection at Great Yarmouth Meeting, per

Mr. H. Collins . 0 5

Collection at Sheringham Meeting, per Mr.

J. R. Mead . , ■ • 1 0

Collection at Stowmarket Meeting, per Mr.

J. R. Mead . 1 0

0 10 6
0 10 6
0 2 6
0 5 0
110
0 2 6
110
0 5 0
0 10 6
0 10 6
0 5 0
0 10 6
110
110
0 5 0
0 2 6
0 2 6
0 2 6
0 10 6
0 10 6
0 5 0
0 5 0
110
0 2 6
0 10 0
0 2 6
0 2 6
0 2 6
110
0 2 6
0 2 6
0 10 0
0 5 0
0 2 6
110

0 5 0
0 5 0
0 5 0
0 10 6
0 10 6
110
0 5 0
110
0 10 6
1 1 0
0 2 6

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

Annual

Name. Donation.

Sub

scription.

Collection at Watford Meeting, per Mrs.

M. B. Robinson . .

West Midland District.

Burton, A., Stoke-on-Trent

Clarry, W. A. H,. Sutton Coldfield

—

Clarson, If. J.. Tamworth

—

Cook, F. C., Nuneaton

—

Currall, A. E., Solihull . .

—

Eayrs, T. W„ Birmingham

—

Fiddian, W., Stourbridge

—

Gettings, C. F., Worcester

—

Greatorex, A. D., Weat Bromwich

Green, G., Wolverhampton

—

Howell, A. P., Birmingham

—

Jack, G. H. Hereford

—

Jackaway, A., Hereford

King, J. Stuart, Birmingham

—

Lacey, G. W., Oswestry

Negus, T. H., Meriden

—

Perkins, J., Birmingham

—

Plant, W., Stafford

—

Richardson, H., Birmingham

Rogers, W. E., Rugeley .

—

Stilgoe, H. E.. Birmingham

—

Tavlor, J.. Walsall

—

Watson, J. D., Birmingham

—

Willcox, J. E., Birmingham

—

Willmot, J., Warwickshire

—

Woodward, F., Stourbridge

—

Metropolitan District.

Barber. J. Patten, Islington

—

Bicknell. R. H., Westminster

Blair, W. N„ St. Pancras .

—

Boulnois, II. Percy, Westminster

—

Dodd, P., Wandsworth

—

Finch, A. R., Kensington

—

Hayward, T. W. A., Battersea

—

Higgens, T. W. E., Chelsea

—

Killick, P. G., Finsbury

—

Killick, J. S., Kensington

—

Silcock, E. J., Westminster

—

Van Putten, E., Lewisham

—

Willcocks. G. Waller, Roehampton

—

Winter, O. E., Hampstead

—

North-Eastern District.

Anonymous

Anonymous . .

Beaumont, T.C., Driffield

—

Bryning, W. G., Northallerton

—

Burton, W. E. H., Wakefield

—

Collinge, T. P., Rotherham

—

Dickinson, R., Berwick-on-Tweed

—

Foster, H. P., Leeds

—

Frank, T. P., Stockton-on-Tees

Green, W.. Castleford

—

Hadfield, W. J.. Sheffield

—

Hailstone, T. II., Birstall

—

Hart, G. A., Leeds . .

—

Haseldine, W. S. T., Wath-upon-Dearne

—

Ives, L., Wakefield

—

Kirby, T. O., Doncaster

—

Lancashire, W. T., Leeds

Massie, F., Wakefield

—

Parkin, J., Dewsbury

—

Rivers, C. E., Harrogate

—

Roseveare, L., South Shields . .

—

Rothera, A., Spenborough

—

Spurr, F. W., York

—

Steele, W. J.. Newcastle-on-Tyne

—

Thackray, F. J., Hoyland Nether

—

Thompson, G. W., H-ipperholme

—

Tonge. J. A., Rawmarsh

—

Wakeford, J. P., Wakefield

—

Wike, C. F., .Sheffield

Collection at Doncaster Meeting, per Mr.

—

W. E. II. Burton .

Collection at Hull Meeting, per Mr. W. E.
II. Burton

Collection at Wath-upon-Dearne Meeting,

per Mr. W. E .H. Burton

North-Western District.

Brodie, J. A. Liverpool

Brodie, J. S., Blackpool

—

Davies, S. H., Wirrall

— 1 —

Diver, D. J., Marple

—

Gooseman, A. T., Wigan

Heath, J., Urmston

—

Hellawell. O., Withington

—

Martin, E. B., Salford

Meade, T. de Courcy, Manchester

—

Platt, S. S., Rochdale

—

Price, A. ,T., Lytham

Travers, W. H., Wallasey

Wilding, J., Runcorn

—

Wiles, J. W.. Manchester

Worrall, E., Stretford

—

Southern District.

Frost, H.

Goodwin, W. J., Salisbury

Guilbert, T. J., Guernsey

—

Hawkins, J. F., Reading . .

Hooley, E. Purnell Oxford

Jones, Lieut.-Colonel A. S., Finehampstead

Lemon, Sir J.. Southampton

McKenzie, L. S., Bristol

Phipps, F. R., Basingstoke

Pickering, J. S., Cheltenham

Stallard. S., Oxford

White, W. H., Oxford .

Wrigley, G. E., Banbury

Yabbicom, T. H., Bristol

Collected at Bristol Meeting, per Mr. F. R.

—

Phipps

South-Eastern District.

Anonymous

_ _

Andrews, S. Percy, Faversham

Bridges, O. A.

Bushridge, T. A., Maidstone

Chapman, H. T.. Kent . .

Cooper, C. H., Wimbledon .

Annual

Name. Donation. Sub¬

scription.

Jeffes, R. H., Malden

—

Jones, H. O., Folkestone

—

Nichols, A. E., Folkestone

—

Norris, J. H., Godaiming

Palmer, P. H., Hastings

—

Scott, H. H., Hove

—

WeBton, G., Bognor

—

Wilkinson, F., Wimbledon .

Collection at Worthing Meeting, per Mr.

—

J. L. Redfern

South-Western District.

Braggins, A. D., Newquay

Hutton, S., Exmouth

—

Saunders, E. Y., Barnstaple

—

Seels, G. M., Dorchester

Stephens, R , Chard

—

Stone, R. N., Barnstaple

—

Welsh District (North).

Jones, W., Colwyn Bay

Morgan, R. P., Towyn

—

Welsh District (South).

Bell, G. H., Swansea

—

Karpur, W., Cardiff

—

Harpur, W. L., Brecon

Holden, L., Llandaff and Dinas Powis

—

Hybart. F. R., Barry

Jones, D. L., Merthyr Tydvil

—

Priestley, C. H., Cardiff

—

Read, F., Gellygaer • .

—

Rirnell, H. C-, Cardiff

—

Shellard, I. F., Newport, Mon.

—

Scottish District.

Campbell, A. H., Edinburgh

—

Dunbar, W., Kilmarnock

—

Ellacott, W. H., Mid-Lothian

—

Ross, G., Clydebank

— r

0 10

Smith, J. D., Kirkcudbright-

—

Smith, J. W., Edinburgh

Smith, P. C., Dunfermline

—

Stevenson, A., Ayr

Collection at Edinburgh Meeting, per Mr.

D. A. Donald

Irish District.

Gullan, H. F.. Belfast

—

McGahon, J. F., Carrickmacross

—

Indian District.

Jarman, G. E.. Amritsar.

—

Salkield. T., Delhi

—

A broad.

Bush, W. E„ Auckland N.Z.

—

Miscellaneous.

County Surveyors’ Society

Lower Thames Valley District Surveyors’

Association

Non-Members of Institution.

Anonymous •• — 110

Bigg's, Mrs. R., Richmond . — 0 10 6

Carpenter, F. G., Wakefield — 0 10 6

Cole, T., Westminster — 110

Giles, H. A., Westminster . 050050

Mansergh & Sons, J., Westminster — 110

Public Works Magazine, per Mr. C. S.

Mason . . . . . . ..326

Robinson, J. W. Dudley, Westminster — 110

Renwick, R., Horsham . . . . .050

Editor, The Surveyor . — 550

SOUTH WALES MEETINGS.

On Saturday, the 14th inst., a South Wales District
Meeting of the Institute of Municipal and County
Engineers will be held at Ystradfellte. •

It has also been arranged to hold an Institution
meeting at Porthcawl on Saturday, the 28th inst.

September 22nd has been fixed as the date of a pro¬
posed visit to the Crossness Outfall Works of the
London County Council.

Afforestation. — On Monday in the House of Commons
Mr. Bonar Law stated that the Afforestation Sub-
Committee of the Reconstruction Committee had pre¬
sented its report, which was now under consideration,
but he was unable to say when the contents would be
communicated to the House.

Studs on Road Locomotive Wheels. — With respect to
an inquiry from the Secretary for Scotland as to the
effect of the Locomotives on Highways Order, 1917,
authorising the use of studs on wheels of traction
engines drawing threshing machines on frost-bound
roads, the road surveyor to the Lanarkshire County
Council reported recently to the effect that studs were
used on various roads throughout the district during
frosty weather last winter with practically little damage
to the roads, the indentations made on the surface
passing away in a few days with the ordinary traffic.
In reply to a question, the surveyor said that his report
referred solely to the effect of studs on frost-bound
roads, and that the use of studs on wheels, except when
there was sufficiently hard frost, would undoubtedly
damage the roads and should not be allowed.

July 6, 1917.

AND COUNTY ENGINEER.

Municipal Work In Progress and Projected.

The Editor invites the co-operation of Survbyor readers with a view to makina the information given under this

head a3 complete and accurate as possible.

The following are among the more important pro¬
jected works of which particulars have reached us
during the present week. Other reports will be found
on our “Local Government Board Inquiries” page.

BUILDINCS.

Goole U.D.C. — It is proposed after the war to erect
four houses at the sewage pumping station, to con¬
struct sanitary conveniences, and to lay a gas main to
the sewage pumping station.

Halifax T.C. — It has been decided by the Highways
Committee to build a four-stall stable and harness-
room at Stannary depot, at an estimated cost of £200.

Ilford U.D.C. — The council have appointed a com¬
mittee to report: on a proposed extension of the town
hall, which is estimated to cost £26,000.

HOUSING AND TOWN PLANNING.

Dublin T.C. —In addition to the housing schemes
already mentioned, the city council have agreed upon
the erection of eighty-eight cottages in the Bowne-
street area, at an estimated cost of £22,075. Petitions
for Provisional Orders in respect of other proposed
schemes have been submitted to the Local Government
Board.

Glasgow T.C. — In connection with the scheme for the
laying out of ground at Garngad-road, the Special Com¬
mittee on Housing and General Town Improvement
have approved generally of a report by the city engi¬
neer, Mr. Thomas Nisbet, with plans showing sixty-
four houses of two apartments and twenty-eight of
three apartments, thirty-six of the former and twelve
of the latter being in three-storey buildings and the re¬
mainder in two-storey buildings. All the houses are
to be provided with scullery and bath-room. The
number of houses is thirty per acre, and the centre of
the site is laid out as a children’s playgi'ound, contain¬
ing about 1,221 sq. yds., exclusive of street.

Hull T.C. — The city architect has been instructed
to proceed with the preparation of preliminary sketch
plans of a housing scheme, and these will be submitted
to the Local Government Board. Negotiations are to
be entered into for the conditional purchase of 75
acres of land for the purposes of the scheme, which will
involve an expenditure of approximately £329,596.

Hythe T.C . — The borough surveyor, Mr. C. Jones, is
engaged on the plans of industrial dwellings, and hopes
shortly to submit them to the town council before
forwarding them to the Local Government Board.

MOTOR TRANSPORT.

Bolton T.C. — The electrical engineer has received
instructions to obtain tenders for an electrically pro¬
pelled vehicle for the use of the department.

Hampstead B.C. — The Works Committee have pre¬
pared a report on the subject of motor vehicles in
which they state that for general haulage, slopping and
watering, the most suitable vehicle, in their opinion,
would be one of 3g-tons capacity. They had received
tenders for electrically driven vehicles, the lowest
being an Orwell, at £1,077. After consulting the
electrical engineer and obtaining the views of the engi¬
neers of other authorities who had experience of Orwell
vehicles, they advised the purchase of such a vehicle
on the grounds that they were of British manufacture,
and that they show a large saving of cost over the other
type. Upon this the council agreed to purchase from
Messrs. Ransomes, Sims & Jefferies, of Ipswich, a
3g-ton Orwell vehicle for £1,077.

Jarrow T.C. — The council have agreed to purchase
a motor ambulance.

REFUSE COLLECTION AND DISPOSAL.

Boetle T.C. — It was reported that the corporation
were collecting 120 tons of refuse per day, and that the
existing destructor had a capacity for only 70 tons.
An enlarged destructor was therefore necessary, and
Alderman Hanlon said the town council must not be
surprised if the Sanitary Committee submitted a
scheme “ for something in the tens of thousands.”

Boston T.C. — The chairman of the Sanitary Com¬
mittee stated that they had revived the project of a
refuse destructor, which was stopped by the war, and
hoped to bring it to a successful completion.

Uxbridge U.D.C. — The appointment of an engineer
to prepare a scheme for a refuse destructor is being
considered by a sub-committee.

ROADS AND MATERIALS.

Amesbury R.D.C. — It was reported that negotiations
were in progress with the Southern Command for the
employment of German prisoners on district road work
in the neighbourhood of the camp. — The surveyor, Mr.
J. T. Huxham, has prepared for the Ministry of Muni¬
tions a schedule of the roads of national importance in
the rural area, accompanied with a request for autho¬
rity to obtain 700 tons of road materials.

Croydon T.C. — It is proposed to resurface the motor-
’bus routes from Croydon to Woolwich, at an estimated
cost of £6,615. Towards this sum the Road Board
have promised a contribution of £1,662.

Doncaster T.C. — It was reported that the Board of
Trade had sanctioned the reconstruction of the tram¬
way track in St. Sepulchregate, but that the Minister
of Munitions had declined to grant a certificate for the
manufacture of the manganese steel required, and the
work had had to be postponed.

Littlehampton U.D.C.— Owing to the difficulty of
obtaining materials for road repairs, the council have
approved an expenditure of £226 for additional tar¬
ring, and for this purpose it has been decided to pur¬
chase a revolving sprinkler.

Newark R.D.C. — A scheme has been approved for the
widening of Lincoln-road to 18 ft., at an estimated cost
of £5,050.

Stanley U.D.C. — The council have approved plans
for the construction of a new street.

Stroud R.D.C.— The council have called the atten¬
tion of the Highways Committee of the county council
to the condition of the road at Cainscross and Cuckold’s
Brook.

Wallsend T.C. — Plans are before the town council
for the construction of several new streets.

Whitby R.D.C.— The surveyor, Mr. J. Emerson, has
received instructions to make a claim in respect to the
damage by extraordinary traffic on the district roads.

SEWERAGE AND SEWAGE DISPOSAL.

Clutton R.D.C. — A letter has been received from the
Local Government Board in reference to the proposed
sewerage scheme for Hobbs Wall, Farmborough and
Rotcombe, High Littleton, in which it is suggested that
the capacity of the works should be reconsidered in
view of Recommendation 5 of the report of the Royal
Commission on Sewage Disposal. The council em¬
powered the clerk to see the board’s engineer upon the
matter when he is next in London.

Goole U.D.C •—As soon as circumstances permit the
council will submit to the Local Government Board
particulars of the proposed scheme for the reconstruc¬
tion of sewers.

Hornsey T.C. — The town council have decided not to
proceed at present with the schemes for the reconstruc¬
tion of the outfall sewer and the provision of a public
convenience at Muswell Hill.

WATER, GAS, AND ELECTRICITY.

Barrow T.C. — The Corporation Water Bill has been
sent for third reading in the House of Lords.

Belfast T.C. — It was reported that the Gas Com¬
mittee would from the profits of the gas undertaking
last year pay £5,000 in aid of the rates, and after pro¬
viding for the sinking fund and other contingencies
carry forward £14,081.

Bermondsey B.C.- — The borough council have made
a further increase of 20 per cent on the pre-war charges
for power and 10 per cent on electric lighting, making
a total increase of 50 per cent on the former and 40 per
cent on the lighting.

Glasgow T.C. — Owing to the increase in wages and
in cost of material the price of gas to the ordinary
consumer will be~about 2d. per 1,000 cubic ft. higher
than the rate charged last year, which was 2s. 6d.

Newport (Salop) R.D.C. — A committee has been
appointed to go into the question of the Lilleshall
water supply.

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

Wirksworth U.D.C. — In consequence of the waste of
water, the surveyor, Mr. R. C. Bryan, has received
instructions to make an inspection of all taps, and he
has also been asked to inquire the price of a machine
to discover the whereabouts of the covered-in stop-taps.

MISCELLANEOUS.

Birkenhead T.C. — The Tramways Committee have
agreed to transfer a sum of £2,820 to the borough fund
in aid of the rates out of the surplus income for the
year ended March 31st last, to place £5,000 to the
reserve fund, and the balance of £5,832 to the renewals
fund.

Rowley Regis U.D.C. — The council are making re¬
presentations to the Local Government Board for per¬
mission to provide further burial accommodation.

Walton-on-the-Naze U.D.C. — The surveyor, Mr.
M. W. Gladwell, recommends the construction of
timber groynes to the east of East-terrace.

LOCAL GOVERNMENT BOARD INQUIRIES.

The Editor invitee the co-operation of Sdbvbyob readers
with a view to making the information given under this
head os complete and accurate as possible.

APPLICATIONS FOR LOANS.

Ilford U.D.C. — £5,800 for plant for the utilisation
of steam at the refuse destructor.

Llandudno U.D.C. — £7,980 for gasworks extensions.

LOAN SANCTIONED.

Cork R.D.C. — £1,500 for the Passage water supply
scheme.

EOR OTHER ADVERTISEMENTS

See End of Paper.

ANGOR (CO. DOWN) URBAN DISTRICT

COUNCIL.

TOWN SURVEYOR WANTED.

The Bangor (Co. Down) Urban District Council
invite applications for the position of Town Surveyor,
at a salary of £250 a year.

Applicants to state age and experience and be pre¬
pared to attend an examination on subjects pertaining
to the duties of the office.

The person appointed will require to devote his
whole time to the duties of the office and reside within
the urban district.

Applications, enclosing copies of not more- than
three testimonials, and stating date on which duties
could be undertaken, will be received by me up to
Tuesday, 17th instant.

Canvassing members of the Council, either directly
or indirectly, will be considered a disqualification.

J. MILLIKEN,

Clerk to the Council.

Town Hall,

Bangor, Co. Down.

July 4, 1917. (3,456)

SOUTH STAFFORDSHIRE WATERWORKS
COMPANY.

Applications are invited for the position of Chief
Engineer of the above Company. Applicants are re¬
quested to state previous experience, and to send
copies of testimonials to the Secretary, at the Office
of the Company, Paradise^street, Birmingham, not
later than 21st July, 1917. (3,455)

TO MUNICIPAL ENGINEERS.

WANTED, position as Junior Assistant. Appli¬
cant has good knowledge of sanitary work and of sur¬
veying and levelling, and is not liable for military
service. — Apply Box 1,613, Offices of The Surveyor,
24 Bride-lane, Fleet-street, London, E.C. 4. (3,454)

B EDDINGTON AND WALLINGTON URBAN

DISTRICT COUNCIL require immediately a
Temporary Assistant, to prepare maps of water distri¬
bution areas, and to take water pressures at hydrants.
—Applications, stating salary required, to be sent to
the undersigned,

E. WITTON BOOTH, assoc. m.inst.c.e., p.a.s.i..
Acting Engineer and Surveyor.

Council Offices,

19, Belmont-road,

Wallington, Surrey. (3,457)

PERSONAL.

Mr. H. W. Longdin, surveyor to the Penge Urban
District Council, has been promoted to the rank of
Major, Royal Engineers.

Mr. R. O. Baldwin, traffic superintendent of the
Bournemouth tramways, has been appointed general
manager of the Exeter tramways.

Mr. D. W. Rees, articled pupil to Mr. J. O. Parry,
has been admitted as a student of the Institution of
Municipal and County Engineers.

Mr. A. C. Madge, sanitary surveyor to the Rochford
Rural District Council, has been elected a member of
the Institution of Municipal and County Engineers.

Mr. J. Johnson, assistant engineer, Public Works
Department, Northern Nigeria, has been elected a
member of the Institution of Municipal afid County
Engineers.

Mr. N. D. Preston, surveyor to the Mayfield Rural
District Council, has been transferred to the class of
associate members of the Institution of Municipal and
County Engineers.

Mr. C. O. Baines, surveyor to the Paignton Urban
District Council, has received from his official col¬
leagues on the council staff a case of pipes and
tobacco-pouch on the occasion of his marriage.

Stanley Thersher, an employee of the Bath Sewage
Disposal Sub-Committee, has been recommended for
the Distinguished Conduct Medal, and the committee'
have passed a resolution congratulating him upon his
achievements.

Mr. C. W. Leney, surveyor to the East Preston
Rural District Council, has, with the consent of his
council, accepted the position of deputy inspector of
nuisances to the Southwick Urban District Council,
at £25 per annum.

Mr. J. S. Madge, surveyor to the St. Thomas Rural
District Council, has had his salary increased by £50
per annum, and in addition has been granted a bonus
at the rate of £25 per annum for the duration of the
war in consideration of the increased cost of petrol.

Mr. C. H. Bressey, surveyor to the IV an stead Urban
District Council, who is serving in the Army, has re¬
ceived his commission as Captain, and on the propo¬
sition of the chairman (Mr. W. R. Prylce, j.p.), the
council have forwarded him a letter of congratulation
upon his promotion.

Mr. W. P. Puddicombe, surveyor to the Oystermouth
Urban District Council, who was reported to have been
called to the Colours, has been allowed by the military
authorities to carry on his official duties for the present,
though he is liable to be called up for further medical
examination. The clerk to the council has therefore
been instructed to acknowledge the letters of applicants
for the post and explain the situation.

The late Sir Alexander Binnie left £10,335.

The late Mr. A. E. White, city engineer of Hull, left
nett personalty £13,277, gross £13,423.

Premiums for papers read before the Institution of
Municipal and County Engineers in 1916-17 have been
awarded as follow: First premium of £5 5s. to T. W.
Arnall for his paper 021 “ Destruction of a Macadam
Road ” ; second premium of £4 4s. to Mr. D. Water-
house for his paper entitled “ The New Water Supply
and other Municipal Works at Watford ” ; third pre-
mium of £3 3s. to Mr. H. A. Brow2i for his paper
entitled “Public Abattoirs: with Special Reference
to the Buildings Recently Erected at Weston-super-
Mare. ’ ’

KILLED IN ACTION.

Mr. P. T. Lovejoy, an assistant in the engineer’s
depaitment of the Walthamstow Urban District Coun¬
cil, has been killed in action.

OBITUARY.

Mr. John Adams, of Llys Meiron, who was for many
years surveyor and inspector to the Barmouth Urban
District Council, died, we l’egret to state, on Saturday
last at Bannouth.

Sunderland Electricity Charges. — The Sunderland
Electricity a2id Lighting Committee have had under
consideration a proposal to increase the charges for
electricity by 10 per cent to all consumers except the
tramways department, and the large power consumers
who have agreements for a fixed period of years.

July (>, 1917.

AND COUNTY ENGINEER

CORRESPONDENCE.

El? ayr/p ov ndl’9' opa

(One man does not see everything.)

— Euripides.

DECIMAL WEIGHTS, MEASURES, AND CURRENCY.

To the Editor of The Surveyor.

Sir, — A letter from Messrs. Scott, Armstrong, &
Company, 57, Moorgate-street, E.C. 2, appears under
the above heading in your issue dated May 18th,
1917, and 1 interviewed Mr. Scott Armstrong, of
that firm, on June 22nd, and was favoured with a
demonstration of the “ simple method ” advocated
by them. I satisfied myself that anyone, with its
aid, can work cut foreign commercial calculations in
all parts of the world, and that it also includes' the
fluctuating rate of exchange, and is all done by a
simple multiplication sum. The system is being ex¬
tended, and I am absolutely convinced will in a short
time remove all the objections of the Decimal Asso¬
ciation and similar institutions, and stop for all
time the agitation for a change in our standard of
currency, weights, and measures.

I need hardly say I have no pecuniary or material
interest whatever in the “ simple method,” and look
at the question entirely from my own point of view,
as clearly expressed in my letter to you and other
writings on the subject. I went to Moorgate-street to
see if this firm could fulfil the undertaking given in
their letter above-mentioned, and at the same time
supply me with practical confirmation of the value
in foreign trade of British weights, measures, and
currency, and I was not only delighted to find, but
absolutely convinced, that they could, and in no
dubious manner.

I have not had previously any communication or
connection with Messrs. Scott, Armstrong, & Com¬
pany, and I hold no brief for that firm, nor any
interest whatever in the “ simple method,” or the
tables, or in their business, beyond the general
patriotic wish that all’ things British should receive
first consideration. The method advocated by them
interests me as a practical and simple demonstra¬
tion of the extraordinary flexibility, utility, and com¬
pleteness of the derided and much-abused systems
of British weights, measures, and currency which we
possess, and in the possession of which we ought
to reckon ourselves favoured and honoured above all
other nations of tire earth. Instead of our falling
into line with metric countries, they would do better
to adopt the British metre of 39-6 inches and the
British systern.es usuels.

As regards currency, I am struck more than ever
by the fact' that universal two-shilling and one-
shilling pieces would serve best, in all respects, the
smalt transactions of all nations, especially if sub¬
divided fractionally into pence and farthings like
ours, and in Eastern countries into additional half
and quarter farthings. By “ universal,” of course, I
mean of an international standard of weight and fine¬
ness. so that, when melted down in bulk, the same
number of similar coins everywhere would represent
exactly the same weights of metal or alloy. I do
not wish to be understood as suggesting that such
small coins should have international currency. I
merely suggest that the first step towards inter¬
nationalism in coinage is the standardisation of coins
in fractions, which suit humanity generally in small
transactions, and beyond that I make no suggestion.
To argue that wholesale foreign trade is interested
in individual small coinage seems absurd. It is
a question only of convenience. The dollar, half, and
quarter dollar are convenient coins. Also the rouble
and similar coins of about the value of a shilling.
The franc is perhaps too small, the rupee too large.
Universal coins of the same weight and fineness as
the florin, and its half and perhaps quarter, would
go a very long way to improve international trade —
much further than decimalisation of the pound
sterling

All those who are still in favour of a compulsory
metric system and decimal coinage are recommended
by me to interview Mr. Scott Armstrong and see for
themselves how valuable the British systems are in
practice and how readily they lend themselves to
every human need and convenience. After all, it
may be assumed that a practical solution of the
subject is the object of ninety-nine per cent, of the
persons engaged upon it ? No single view can be
permitted to prevail and to override the necessities
of others. The solution must lie in something which
will suit all men — and the British have this solu¬
tion already. These British systems need only

to be properly taught and applied to secure inter¬
national respect. They are the most practical and
comprenensive in the world. — Yours, &c.,

E. A. W. Phillips, m.inst.c.e.
Rawdon House, 4, Aymer-road, Hove, .June 27th.

THINGS ONE WOULD LIKE TO KNOW.

( Contributed.)

Was not the address of the president of the Institu¬
tion of Municipal and County Engineers a model of
what such addresses should be ? Was it not well con¬
sidered, well written, and well read, and did it not
contain some excellent advice on some of the most
pressing problems of the day? With such a com¬
mencement of Mr. Palmer’s year of office, shall we not
all look forward to even more progressive action in the
future by this institution than in the past, and is it not
to be hoped that by a genuine and unadulterated desire
for a real combination of interests, the institution will
become an active and powerful organisation?

* * * *

Are there any really practical formulie for the cal¬
culation of the sizes of sewers to take rainstorms of
exceptional amount? Are not such formula) always
based on data which do not apply to every locality, and
is it not necessary to make exceptionally careful obser¬
vations of the district and obtain reliable information
as to the rainfall extending over considerable periods
before anything like accuracy can be obtained? Did
not tlie rainstorms which flooded various parts of
London recently show that on such occasions the sewers
were totally inadequate to cope with such a down¬
pour ?

* * * *

Were not some of us rather struck with the hard¬
wood paving in Hastings, which has in some places
been down for seventeen years, and, although some¬
what worn, appeared to have a life still before it? Is
this success due to the fact that most of it is laid
“ herring bone ” fashion, or is it due to the excellence
of the concrete foundation? Or are both contributing
factors ?

* * * *

How will municipal authorities be able to meet the
recent requirement- of the Government to be more
sparing in the use of wood for pavements ? Are they
not already fully alive to the "necessity for economy in
every direction? “ Needs must when the devil drives,”
however, and no doubt some other means of road resto¬
ration will be devised ?

* * * *

Was not Mr. Wakelam’s paper on extraordinary
traffic very well received, and was it not an extremely
useful contribution on a subject which is now very
much to the front, owing to the large amount of extra¬
ordinary traffic which is now occurring on our roads?
Was he not quite right in emphasising the importance
of the surveyor’s certificate in connection with the
necessary jiroceedings under the Act?

* * * *

Is not the Okehampton Town Council entering upon
an orgy of extravagance in increasing the salary of their
acting surveyor to 15s. a week as surveyor, and 10s. a
week as sanitary inspector? What, one is tempted to
inquire, has hitherto been the remuneration attaching
to the dual office?

* *

Who was the engineer originally responsible for the
sewerage of the Irish town of Inniskillen? Is it a fact
that one of the sewers has sunk, that the solid matter
in most of the sewers has to be taken out and carted
through the town, and that the whole condition of
these sewers is a menace to the health of the town ?
Is it not to be hoped that in the interests of the health
of the community these matters will be put right at
once ?

Experience with Concrete Sewers. — The authorities
of Chicago have obtained from thirty-two towns in the
United States information concerning their experience
with concrete sewers. The general conclusion of prac¬
tically all the engineers reporting appears to be that,
basing the conclusions of most of them upon experience
of the past ten years only, concrete, if made reasonably
well, has proved itself satisfactory under all except
unusual conditions, and is appreciably cheaper than
brick, and also has larger capacity for a given diameter.

THE SURVEYOR AND MUNICIPAL

July 6, 1917.

SOME REGENT PUBLICATIONS.*

Practical Sanitation. By George Reid, m.d.,
d.p.h 18th Edition revised. London: Charles
Griffin & Co., Limited. Price 6s. nett.

This “ handbook for sanitary inspectors and others
interested in sanitation ” has long ago taken its
place as a 'standard work, and the continual call for
new editions not only provides the best possible evi¬
dence of its popularity, but also enables the author
to keep the text thoroughly uji to date. The subjects
dealt with include water- supply, ventilation and
warming, sewerage and drainage, sanitary appli¬
ances and plumber's work, sewage and refuse dis¬
posal, house construction, disinfection, and food.
There is also an appendix containing a useful out¬
line oi sanitary law. The author would probably
be the last to suggest that all these topics can be
treated exhaustively within .the .scope of a single
volume of some 380 pages, and he disclaims any.
such object. The book is intended rather for the
general reader and the technical institute student,'
and for these we know of no more suitable work on
the subject. The style throughout is simple and
practical, and the illustrations make the meaning
abundantly clear. It is, however, sufficient to say
of the present edition that the revision makes it
even better than its predecessors.

The Portland Cement Industry. By W. A. Brown.
London: Crosby Lockwood & Son. Price 7s. 6d.
nett.

In these days it would hardly be possible to
exaggerate the importance of Portland cement as a
material of building and engineering construction,
and it is not .surprising that it has produced a con¬
siderable literature. The present work, as its title
indicates, deals with the manufacture of cement
rather than its uses, and the author properly
describes it as “ a practical treatise on the building,
'equipping, and economical running of a Portland
cement plant, with notes, on physical testing.” In
the earlier chapters the development of the in¬
dustry — which now ranks eighth in the list of great
extractive industries— is treated historically. The
author then proceeds to a description of the raw
materials used, and then to deal with the design
and construction of plant and equipment. Finally,
the last six chapters deal at length with the subject
of physical testing. It will thus be seen that,
although intended primarily for those engaged in
the manufacturing industry, Mr. Brown’s book can
be read with profit by the buyer who desires to
assure himself that he is getting the best article.
We cordially recommend this work to municipal
engineers.

Sanitation Practically Applied. By Harold
Bacon Wood. (First Edition.) New York: John
Wiley & Sons. Price 12s, 4d.

The increasing interest in public health in America
is shown by the recent publication of several notable
books on health administration. A new one just
issued is that by Dr. Harold B. Wood, the Assistant
Health Commissioner of the State of West Virginia.
The word ” practical ” which appears in the title
is appropriate, because the subject-matter is well
arranged for convenient use, yet it is evident that
the author well understands the modern theories of
hygiene and sanitation. In fact the book is un¬
usually well written, well balanced, and interesting.

The first chapter starts out by emphasising the
importance of the “ whole - time health officer,” the
need of a properly organised department of health,
and the varied work which a health organisation has
to carry on. The second chapter is excellent. It
relates to vital statistics, and especially to the
accuracy of the individual data, the need of accuracy
in the collection of the facts, and the pitfalls that
beset the health officials in obtaining proper basic
data. Very little is said about the mathematics of
the subject, but the most important fallacies are
pointed out. It is made plain in this chapter that
one cannot be an efficient health officer without
knowing how to collect and use statistics. The
last chapter gives a good account of the many kinds
of educational work now being carried out by public
health agencies. In the matter of disease control
the author takes a conservative position. Unlike
some .modern writers, he does not discard fumiga¬

* Any of the publications reviewed, or referred to as
received, will be forwarded by the St. Bride’s Press, Limited,
on receipt of published price, plus postage in the case of
nett boohs.

tion, placarding, &c., altogether, but endeavours to
give the old ideas as well as the new their proper
place. The book is well printed, illustrated, and
indexed, reflecting credit on author and publisher.

CARDIFF RESERVOIR CONTRACT.

CORPORATION S APPLICATION IN HICH COURT.

In tlie King’s Bench Division last week, before
Mr. Justice Bray, Air. Bruce Thomas renewed his
application for a stay of execution with a view to
appeal in the case of Xo/t v. The Cardiff Corporation ,
which related to a large contract for the construction
of the Llwynon Reservoir in Breconshire. The
matter came before the court in the award of an
arbitrator, who gave £12,000 to the plaintiffs, and the
court upheld this award.

The application for a stay was opposed by plain¬
tiffs on the ground that the Cardiff Corporation had
security for about £45,000 for the due performance
of the contract, which was now hung up owing to the
difficulty of getting 1 labour and materials. An
affidavit was now filed by the Corporation of Cardiff
in reply to plaintiff’s affidavit, received when the
application was made on . the previous Friday, and
Mr. Justice Bray commented that the corporation
had a large sum in hand. Air. Bruce Thomas ad¬
mitted this, but said there were no overwhelming
assets, so that he could not feel satisfied that if the
Cardiff Corporation ultimately succeeded they would
obtain repayment of the substantial sum they were
now asked to pay over. There was over £100,000
worth of work still to be done.

Replying to Air. Justice Bray, Mr. Szlumper said
the plaintiffs undertook not to charge their assets
before the appeal was heard.

Air. Justice Bray said in these circumstances the
motion must be refused. The Cardiff Corporation
were amply secured, and would be able to get the
money back if they succeeded on appeal.

USE OF TIMBER FOR ROAD WORKS.

LOCAL GOVERNMENT BOARD’S APPEAL.

In a circular to local authorities the Local Govern¬
ment Board state that their attention has been
drawn by the Controller of Timber Supplies to the
grave difficulties which now obtain in regard to the
provision of timber to meet the enormous present
and prospective demands for purposes of national im¬
portance and to the urgency of reducing to a
minimum the consumption of timber for all but the
most essential needs.

It is strongly urged that the use of timber for road
works should be confined to the sole purposes of
repairs, that the relaying of all wood paving should
be deferred for the present, and that where works
for the improvement of road surfaces cannot possibly
be postponed, the local authorities should adopt some
alternative method, such as surfacing with asphalt
or other bituminous material, or taking up a section
of sound wood paving, which could be replaced with
setts, and using the blocks thus set free for repairing
wornout places.

Economy in the use of timber has, it is pointed out,
a very special bearing on the problem of saving
tonnage at the present time, and in bringing these
suggestions to the notice of local authorities the
Board feel sure that the latter will fully appreciate
the seriousness of the position and do all in their
power to give effect to them.

The Director of Timber Supplies has refused an ap¬
plication of the Metropolitan Electric Tramway Com¬
pany to purchase wood blocks for the repair of the
paving in the tramway area.

The Shortage of Houses. — Replying to a question in

the House of Commons, Air. Hayes Fisher, the Secre¬
tary of the Local Government Board, stated that he
was not in a position to make any reliable estimate
as to the shortage of houses in rural and urban areas
in England and Wales at the end of the war, but he
contemplated asking local authorities for information
which would, he hoped, make it possible to obtain
some fairly accurate estimate of the housing needs in
those areas.

The Surveyor

Hnb flDunldpal anb County Engineer.

Vol. LII. JULY 13, 1917. No. 1,330.

Minutes of Proceedings.

Sheffield has played the part
of a pioneer in the use of elec-
orr ® • • trically propelled vehicles in

municipal work, so that the paper by Mr. J. A.
Priestley, the cleansing superintendent, which was
read at the annual conference of the Institute' of
Cleansing Superintendents, held at Nottingham
this week, was of peculiar interest and value.
Recapitulating the advantages of the electric
vehicles for town cleansing work, lie pointed out
that their motive power is ready to hand, that there
is no waste of power while standing, that they are
noiseless and easy to start, and that by reason of
the small number of working parts an unskilled
man can easily learn to handle them. In addition
to these advantages, he was also able to show by
detailed figures that, as compared with horse trac¬
tion, electric vehicles possess the merit of con¬
siderable economy. Sheffield purchased its first
electric vehicle in 1915, and the result was so
satisfactory that four more were delivered within
a year, while at the present time a fleet of ten
machines is in full operation. As regards the col¬
lection of house refuse-, Mr. Priestley’s figures
showed that during the. year ending March 25,
1917, oyer 51,000 tons of bin refuse were collected
by horses at a cost of 5s. 5’4d. per ton, while some
7,000 tons were collected by electric vehicles at a
cost of 4s. 9'8d. per ton. The saving effected on
the collection of ashpit refuse was even greater
than the respective figures, being 3s. 8'5d. and
2s. 2'3d. per ton. A further large economy resulted
from the use of the vehicles for the removal of
clinker residue from destructor works to tips. In
short, to use Mr. Priestley’s own words, the result
of twelve months’ working of electric vehicles in
Sheffield, considered on a financial basis alone, is
eminently satisfactory. A report by Mr. S. L.
Pearce, the chief engineer and manager of the Man¬
chester Corporation Electricity Department, which
was reproduced in our last issue, tells a similar
story in regard to that city. He. was able to show
that in Manchester the electric vehicle, considered
on a mileage basis, is equivalent to 173 horse
lorries, and that in addition there is a large saving
resulting from the organisation possible from cen¬
tral control. His report was- also very convincing
on the important question of reliability, for the
'lorry was never out of use except on Sundays and
public holidays. Moreover, despite an exception¬
ally severe winter, the vehicle was never kept- 'off
the road on account of weather conditions, and it
has actually gone out after heavy snowfalls when
horses, have been unable to make headway. It is
evident that the electric motor vehicle as a sub¬
stitute for horse traction in municipal work has
come to stay. Further, it seems 'to be more
adapted for certain kinds of work, particularly such
services as house refuse collection, in which fre¬
quent- stoppings and startings are inevitable, than

the petrol lorry. Both Mr. Priestley and Mr. Pearce
have rendered a useful service in placing on record
the results of their very interesting experience.

What is a
Motor Car ” ?

The recent decision of the
King’s Bench Divisional Court
in the case of Elieson v. Parker
shows that, in the application of the well-known
legal maxim da minimis lex non curat , much
depends on what is to be understood by “ mini¬
mis. ” In this, as in many other matters, the law
is its own interpreter, with results that are some¬
times disappointing to those who rely upon their
own interpretation. In the case referred to the
appellant, Mr. Elieson, had been convicted and
fined 10s. for using an unregistered “ motor car,”
and for driving it without a licence. The vehicle
in question was, in fact, as appears from the report
of the case, a kind of bath chair, designed to carry
invalids, and propelled by electricity. Its weight
was about- 24 cwt. , and its outside speed capacity
was from four to five miles an hour, its average
speed being not more than two miles an hour; and
in the- case as stated by the- magistrates "it was
found as a fact that if the vehicle met with the
slightest obstacle, for instance, if it ran into or
were run into by a moderate-sized dog, it would
instantly stop without either injuring the dog or
itself being injured. Now our readers will re¬
member that, although the Locomotives on High¬
ways Act, 1896, has been designated “ the
charter of the motor car,” the term “ motor car "
does not occur in the Act itself, the expression
therein used being “ light locomotive,” which is
thus defined : “ any vehicle propelled by mechanical
power, if it is under three tons in weight unladen,
and is not- used for the purpose of drawing more
than one vehicle (such vehicle with its locomotive
not to exceed in weight unladen four tons) and is
so constructed that no- smoke or visible vapour is
emitted therefrom except from any temporary or
accidental cause.” This definition has been cha¬
racterised as ” sufficiently clumsy nevertheless
it is adopted, with a slight variation, by the "Motor
Car Act, 1903, in which the expression “ motor¬
car ” has the same meaning, except that for the
purpose of the provisions with respect to the regis¬
tration of motor cars, “motor car” is not to
include a vehicle drawn by a motor car. So far as
we can gather from the report there was no attempt
on the part of the appellant to contend that his
vehicle did not come-' within the statutory definition
of a “ motor car, ” his counsel merely urging that
the maxim above referred to should be applied.
But the Court did not take this view of the matter,
and dismissed the appeal. As pointed out by Vis-
• count Reading in delivering judgment, such
vehicles might'come into general use; “ and why, ”
said his lordship, “ should they not bear the

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

burden of taxation, if they fell within the definition
of the Act applying to motor cars ? .... It was
impossible to say that this vehicle was not a
vehicle propelled by mechanical power according
to the definition of ‘ light locomotive,’ and there¬
fore it was within the statute. ” Highway authori¬
ties will no doubt regard this decision with satis¬
faction.

* * *

At the recent annual congress
ramway ^ £}ie Tramways and Light Rail-
ongress ways Association the principal
item in the programme was a paper by Mr.
Arthur JN ortun, assoc. m.inst.c.e., a.m.i.mech.e., on
tramway wheel tyres. Many undertakings carry
out the fitting and maintenance of tyres in their
own workshops, and the paper should prove of
great assistance to their staffs. The author pointed
out the great importance of making the correct
allowance for contraction when boring out tyres
for shrinking on to the wheel centres, of heating
the tyre to the right temperature and no more,
and cooling the tyre when in position, not by the
common but primitive method of drenching it with
a hose-pipe, but by the use of a perforated ring
allowing the water to play freely on the whole cir¬
cumference of the tyre at once. By overheating
the tyre and quenching it irregularly, unequal
stress may be left in the tyre, and spots of varying
hardness produced, which facilitate the develop¬
ment' of flats in service. The importance of main¬
taining the flanges in good shape, without allowing
them to become unduly worn, was another point
emphasised by the author; when taken in time
worn tyres and flanges can be restored to shape
with far less waste of material and labour than
when the section has been allowed to depart widely
. from the correct jjrofile. Lubricating the rails on
sharp curves with water (and therefore mud)
effects a saving in wear on the flanges ; turning
the cars frequently, so that the wheels are not
always running on the same rails, is a valuable
precaution, and the maintenance of the car truck
frames in square diminishes tyre wear. Owing to
the war, it is impossible to renew worn tramway
rails, or in some cases to turn the tyres, so that
the conditions are at present highly adverse to
economical maintenance. Excellent results as
regards reduced wear on tread and flange, and
greater uniformity of wearing, have been obtained
by driving the axle from both ends, a practice
introduced at Belfast by Mr. Blackburn some
years ago. Another means of prolonging the life
of the' tyres is to subject them to special heat
treatment, which improves the quality of the
metal to a . marked degree, indicated by tests
quoted by the author. Incidentally, the mainten¬
ance of the tyres in good shape reduces the wear of
rails and rail corrugation, as well as the consump¬
tion of energy. In the discussion which followed
the author’s views were supported, but it was held
that water should not be' used to cool the tyres
after shrinking them on. The remarkable results
obtained from heat treatment were also empha¬
sised.

* * *

Some progress was made last
Bridge week with the scheme of the

South Eastern and Chatham
Railway Company for the strengthening of
Charing Cross Bridge, when the Bill embodying
the proposal was under consideration by a Com¬
mittee of the House of Lords. The chief engineer
to the company, giving evidence for the Bill,
expressed the opinion that the bridge has been
overstrained for a considerable time; and that in
view of the enormous' increase in the maximum
weight of locomotives since it was constructed, in
fifteen years from now half the engines of the com- •
pany would not be able to use the bridge in its
present condition. Opposition to the scheme was

offered by the Royal Institute of British Archi¬
tects and by the London Society. They did not ask
that the Bill should be rejected, but rather that
some guarantee should be given by which there
would be no obstacle in the future to the removal
of Charing Cross Station to the south side of the
river, and the construction of a handsome road
bridge as an approach to it, possibly as a National
War Memorial. Mr. John Burns also opposed the
Bill, and gave evidence of great interest. He
stated that when the Channel Tunnel was con¬
structed — and he believed that its construction was
now inevitable — the traffic on the South Eastern
Railway would be enormously increased, with the
result that the present station and bridge would be'
miserably inadequate. The chairman, announcing
.the decision of the Committee, said that the Com¬
mittee would allow the Bill to prooeed upon the
promoters giving the undertaking that no expendi¬
ture with relation to Charing Cross Station other
than that required for the strengthening and
repairing of the bridge should be incurred by the
company. The Committee had also decided that
in the event of any public improvement being
authorised involving the removal of the existing
station and bridge within fifteen years the railway
company should not be reimbursed for their
expenditure on the strengthening of the bridge.
The Committee also required that the company
should not begin the construction of the works
above water until the expiration of three years
from the passing of this Act unless the Board of
Trade, in the public interest, should require the
work to proceed earlier.

Dry Rot in .. Tbe ..subject of dry rot in
Timber timber was dealt with m a very
able manner in the paper which
was read at the recent annual meeting of the
Institution of Municipal and County Engineers by
Mr. E. J. Goodacre, the assistant borough sur¬
veyor of Shrewsbury. The causes of this, insidious
and vital disease are broadly known, but scientific-
knowledge of the actual fungi which produce it is
still immature. Eor practical purposes, however,
the most important thing for the. surveyor to know
and to avoid is the state or condition which is most
favourable to the germination of the spore. It is
well known that the broad conditions required for
fertility are moisture and moderate, temperature,
but it is perhaps not so generally realised that the
rate of decay is directly proportional to the relative
humidity of the atmosphere — that is the ratio of
the amount of .moisture in the air to that required
for saturation at a given temperature. Dry rot
is a disease in regard to which it is essentially true
that prevention is better than cure, for once it has
attacked the timbers of a building its total eradica¬
tion is no easy matter. Mr. Goodacre went to the
root of the matter in pointing out. that dry rot can
only be prevented in one of two ways — namely,
(a) by guarding against contact with infected wood,
including spores, or ( b ) by depriving the fungi of
the conditions favourable to their development.
The chief value of his paper, perhaps, lay in the
very useful hints which it contained as to the
practical means to be adopted to secure these ends.
The question is one which has assumed a new im¬
portance in view of the present •restriction in the
supply of timber.

Inspection

Documents.

In commenting recently on
the decision of the High Court in
the case of Wood-ward v. The
Hampstead Borough Council, we
drew attention to the principles upon which the
rights of an individual member of a local authority to
the inspection of documents are based. It will be
remembered that in that case an alderman failed
in his application for a mandamus to compel the
town clerk to produce certain documents to him

July 13, 1917.

AND COUNTY ENGINEER

on the ground that, whatever his common law
rights might be, the case was not. one for a man¬
damus, because the court were satisfied that the
inspection sought might result in the communica¬
tion of information to a litigant against the council.
A similar question has recently arisen at Waltham¬
stow, upon a recommendation of the Sanatorium
Visiting Committee, “ that any member of the
council shall have the right of access to and inspec¬
tion of all documents and correspondence in the
different departments of the council, except, at
the discretion of the clerk, those in connection with
any pending action at law.” In the course of the
discussion it was suggested that the council could
not by the mere passing of a resolut ion confer upon
its members any right which was not already
theirs by law. Be this as it may, it is in our view
undesirable on broad grounds to extend the strict
rights of individual members in the direction indi¬
cated. While no objection could be taken as re¬
gards the great majority of members, we know, un¬
fortunately, that there is a minority who could not
be trusted not to abuse any further powers which
might be given them. In making this observation,

, we need hardly say that-we speak quite generally,
and not with reference either to Hampstead or
Walthamstow, of the local circumstances of which
we have no knowledge..

* * *

Westminster
Women’s Labour
Conference.

The conference held at West¬
minster this week formed the
initial step in a general move¬
ment for the co-ordination of
the scheme under National Service for utilising
women’s labour in agriculture and in that section
of municipal work administered by the urban and
rural authorities. It was essentially a business
gathering, and the information which it elicited,
coming as it did at first band from the local sur¬
veyors, was of considerable practical value in rela¬
tion to the scope of women’s service in urban and
rural areas. The outstanding feature of the dis¬
cussion was the almost unanimous testimony borne
to the usefulness of women in the lighter categories
of service, the intelligence they bring to bear upon
the task they undertake, and their general capa¬
city in an industrial field which they have recently
entered for the first time. In general labourer’s
work, in gardening, scavenging, tarring, and de¬
partmental superintendence women are welcomed
as almost co-equal in efficiency with men. On the
other hand it was recognised that a great deal of
the work to be. performed in the winter period,
when the women with whom the conference was
concerned would be- released from agricultural pur¬
suits, was of a nature that would be physically un¬
suitable to them, and herein, of course, lies a diffi¬
culty of surveyors in making use of their services.
The sifting of road materials, pick and shovel work,
and carmen’s work involve a, call upon the physical
energies which women obviously cannot be. asked
to undertake, and in these directions there is a
notorious shortage of labour. However, the note
struck at the conference was decidedly hopeful,
and the movement certainly deserves all the support
which Mr. Wakelam claimed for it, if only because
it marks a. development of the general scheme of
helpful industrial organisation initiated by the Food
Production Department.

Certified

Occupations.

Among the changes effected by
the revised list of certified occu¬
pations which has recently been
issued under the authority of the Director-General
of National Service are some which directly affect
the work of local government administration. It
will be remembered that local government officials
are included under the general heading of “ public
utility services.” The age limit, both for single
and married men engaged in this class of work, has
been raised from twenty-seven to thirty-one. More¬

A Hard
Case.

over, the consent of the military representative is
no longer required in order that a local government
official may be treated as being in a certified occu¬
pation. In considering the possibility of retaining
members of their staff, however, heads of depart¬
ments must remember that the reservation does
not apply to officials of trading undertakings car¬
ried on by local authorities ; nor does it apply to
men whose duties are merely clerical in character.
These new concessions will be welcomed not only
in view of the large numbers of officials who have
already left their offices to join the colours, but
also as a recognition of the many important new
duties that have been undertaken by local autho¬
rities at the instance of various government de¬
partments. We also, note with satisfaction that
men engaged in the collection and disposal of
house refuse are now to. be treated as being in a
reserved occupation. We have more than once
urged that this should be done in the interests of
the public health, and we feel convinced that the
step now taken is a wise one.

T T

It is with great regret that we
observe that at the last monthly
meeting of the Filey Urban Dis¬
trict Council the chairman referred to the fact that
Mr. Robson, the surveyor to the council, had been
given three months’ notice to terminate his ap¬
pointment. It is clear that no reflection is in¬
tended upon Mr. Robson’s character or profes¬
sional ability, for the chairman pointed out that
Mr. Robson had been a very valuable official to the
town for nearly seventeen years, and the step
taken was necessary solely on account of the
financial condition of the town, which had arisen
through the war. There can, of course, be no
doubt that Filey has suffered very much through
war conditions owing to its situation. But so have
many other towns ; and we must say that the total
dismissal of an old and valuable official does not
seem to us to go far towards reaching the standard
of equality of sacrifice which ought to prevail as far
as possible. Such a case as this affords a fresh
example of the necessity for some form of security
of tenure. Treatment of the kind meted out to
Mr. Robson would be impossible in the case of a
medical officer of health or sanitary inspector.

* * *

One important factor that
Behind the Lines, goes to make the demand for
men for the Army as’ insistent
as ever is the happy circumstance that we are
advancing. It is perhaps not generally realised
what this means in the way of work. As the.
enemy falls back he goes immediately on to ground
that has been well prepared for him, whereas on
our side the advance is of necessity on to ground
that has literally been turned into a wilderness,
and which has been deliberately rendered sterile
by every device known to man. Among other
things every road is pitted with enormous shell
holes, every bridge is broken down, and every rail¬
way is destroyed. It is here that the labour bat¬
talions, which are to a considerable extent officered
by municipal engineers, are rendering such
splendid service-. Reports' show that the work of
restoration is carried out. by a multitude of workers
with an efficiency and a rapidity that can only be-
described as marvellous. A good deal of the. work,
too, is not of such a temporary character as might
have been expected. Special praise lias been
given by more than one correspondent to the work
of road making that is constantly going on. The
importance of this, of course, lies in the direct
relation that it has to the rapid bringing up of the
heavy guns behind the advancing infantry.
Probably few, if any, of the municipal engineers
engaged in this wonderful work ever dreamed that
their profession would provide them with a task
of such romance.

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

Electric Vehicles and Their Use on Cleansing Work

in Sheffield.*

By J. A. PRIESTLEY, Cleansing Superintendent, Sheffield.

Sheffield, although not the first municipality in this
country to make use of battery operated vehicles for
refuse collection, was, I believe, second only by a few
weeks, and now easily takes first place as the largest
user of this class of vehicle for that particular work.
The “ electric ” as a type of motor vehicle always
appealed to me as particularly suitable for refuse col¬
lection, owing to its special features which eliminated
many of the disadvantages possessed by other types
of motor vehicles for this work. In his admirable and
comprehensive paper at Cardiff last year, our
'esteemed president dealt so thoroughly with the rela¬
tive merits of each class of motor, that I will not waste
your time by going over old ground, beyond point¬
ing out a few features of the “ electric ” which, in my
opinion, particularly fit it for our work. These are:

(a) 'That its motive power is ready to hand, parti¬
cularly in those departments possessing a destructor;
(b) the economy of motive power whilst standing; (c)
the ease of starting ; (cl) the noiselessness ; (e) the few¬
ness of its working parts; and :(/) the ease with which
an unskilled man can learn to handle the machine.
With petrol prices and restrictions so much in
evidence and coal and coke so difficult to obtain, (a)
requires no elaboration. In work which is made up
of stoppages every few yards for loading; (b) and (c)
are self-evident advantages ; (cl) is of considerable im¬
portance where night work is carried out ; whilst (e)
and (f) require no argument with any cleansing super¬
intendent who looks upon the havoc war has played
with his staff.

It was for these and other reasons that, in 1914, I
recommended my council to consider the question of
using electric vehicles in the cleansing department,
and a committee was appointed to deal with the
matter.

As a result of extensive inquiries and examination
of various makes of vehicles they unanimously recom¬
mended the purchase of an Edison battery vehicle of
two tons capacity, and this was delivered and com¬
menced work in September, 1915, and has been at
work continuously ever since.

I do not propose in this paper to discuss the relative
merits of different types of batteries. They each have
their advantages, but for traction purposes our con¬
sidered judgment was in favour of the Edison battery,
and we have had no reason to regret our decision.

A few weeks’ trial of the first vehicle proved so
satisfactory that a second was ordered and delivered
in January, 1916, a third was delivered in May, 1916,
a fourth in November, 1916, and a fifth in December,
1916. Five further vehicles were then ordered, and
three of these are now at work, and a total fleet of ten
vehicles will probably be. operating before this paper
is read. These facts indicate, without any comment,
what Sheffield thinks about “ electrics:”

•COST FIGURES.

The experience upon which this policy has been
based I propose to lay before you in the form of figures
in the course of this paper, but before doing so I wish
to make a few general observations. In the discus¬
sion on our president’s paper last, year several
speakers complained that the cost figures were
not given in such a form that they could be used
aS a comparison with the costs in their own districts*
and they insisted upon the necessity of standardising
such figures. The same idea has found currency in
many letters addressed to the professional journals in
the. course of the year, one anonymous writer even
going so far as to say that no figures which had been
published on this subject were reliable. I am afraid
that there are many men who suffer from what, one
speaker last year correctly described as “ standardi-
tis.” They appear to me to completely lack what I
may call the “ Comparative ” sense — i.e., the faculty
of using comparison as an aid to judgment.

There is no common denominator to which all things
can b,e reduced, and if any of my listeners are expect¬
ing to hear figures given which can be applied like a
mathematical formula to their districts, they are
likely to be disappointed: The figures I shall give
relate to Sheffield conditions, and to the relative cost

* Paper readon Tuesday last attlie animal conference of the Institute
of Cleansing Superintendents.

of “ horse labour ” and “ electric vehicles ” under
Sheffield conditions, and if those figures are to be of
any use to you they must be considered with a full
appreciation of that fact. I propose to explain what
those conditions are, and it will then be for you to
consider how far they correspond with your own con¬
ditions, and how any variations are likely to favour¬
ably or unfavourably affect the work of “ electrics ”
in your districts. If your conditions are generally
more favourable you may expect better results from
“ electrics,” whilst if unfavourable, you will have to
determine the extent to which the unfavourable condi¬
tions will discount the advantages, which Sheffield
finds in the use of this class of motor. It" is only in
this way that the results obtained in one town can be
intelligently applied as a guide to other towns.

REFUSE COLLECTION BY “ ELECTRICS.”

So far as I am familiar with conditions in other dis¬
tricts, I know of no place where those relating to bin
refuse collection are less favourable to the use of
motors than in Sheffield. On the other hand, the op¬
portunity of using the vehicle on both day and night
service is, of course, a decided advantage, as it divides
the standing charges over two shifts, although such
charges are necessarily increased by working double
time.

We have three types of receptacles in use, portable
bins, dry ashpits, and privy middens, and there are
no back streets or courts in the city. The bins are
kept at the rear of the houses, and are not put on the
kerb for emptying. This refuse, which is collected
during the daytime, is emptied into a skip, carried out
to the street by the workmen, and emptied into the
wagon, which moves along from house to house. The
bins are not continuous, ashpits being interspersed
in many streets making more or less irregular gaps
in the system. Owing to the use of skips, only one
journey is necessary to each house unless the work is
in arrears, but the minimum carrying distance is not
Jess than twenty yards, and is often much more.

With horse wagons there are two men — a driver and
labourer — and both help to load. With “ electrics ”
there are three labourers, and a driver who only loads
occasionally. In each case the labourers accompany
the vehicle to tip. The costs given hereafter for bin
refuse both in the case of horse and “ electric ” in¬
clude all labour in collecting.

Ashpits, both wet and dry, are emptied by “ getters-
out ” who are paid at piece rates. They empty the
ashpits and wheel the refuse into the front street,
where it is loaded into wagons. This work is chiefly
carried out during the night. Horse wagons are
loaded by the driver alone and “electrics” by the
driver and one labourer. The costs given in the case
of ashpit refuse do not include getting out, but repre¬
sent the cost of loading and removal only. The
weekly wages at present paid for each class of work¬
men, including bonuses, is : Electric vehicle drivers,
46s.; electric vehicle labourers, 43s.; horsemen, 41s.;
and horse wagon labourers, 38s.' In calculating the
cost of horse labour I have taken 13s. 6d. per day as
the value of horse carter and wagon, a figure which
cannot be challenged as inflated, I am sure, and to
this is added the actual wages paid for labourers.

The working costs of the “electrics” include' (1)
wages, i(2) vehicle costs, (3) tyres, and (4) electricity.
The first item is the actual amount paid during the
period under review. The second includes (a) interest
and depreciation based on ten years’ life ; (b) insur¬
ance; (c) garage, watering, cleaning and charging;
(d) waste oil, grease, &c. ; and (e) repairs and renewals.
The third is the actual cost under a maintenance
contract, and the fourth is the amount charged a'gainst
the vehicles for the current -supplied from the destruc¬
tors, and represents an interdepartmental profit.

The details of the vehicle costs are:

(a) Interest and depreciation — 10 years’

life . . . ...

(b) Insurance

ing .

(d) Waste, oil, grease, &c. ...

(i e ) Repairs and renewals ...

£ 8. d.

123 5 10
8 10 0

25 2 8
6 10 0
43 2 0

£206 10 6

July 13, 1917.

AND COUNTY ENGINEER.

or £3 19s. Gd. per week divided equally between day
and night work.

Taking these items seriatim:

(a) The basis of ten years’ life may be challenged
as too optimistic, especially by those familiar only
with the life of petrol wagons. So far from this being
the case, I think the estimate is fully justified for the
following reasons:

1. One-half tire cost of the vehicle is represented
by the battery, and this is guaranteed to give 100 per
cent of its original efficiency after eight years’ con-

ance of each vehicle since it was put into service, but
have confined myself principally to the period March
20, 1916, to March 25, 1917, during which five “ elec¬
trics ” were in service for periods varying from one
year to three months. In this year 51,498
tons 15 cwt. 1 qr. of bin refuse were collected by horses
at a cost of 5s. 5'4d. per ton, and 7,040 tons 11 cwt. by
“ electrics ” at a cost of 4s. 9-8d. per ton. Of ashpit re¬
fuse 27,877 tons of 12 cwt. were collected by horses at
a cost of 3s. 8-5d. per ton, and 10,670 tons 3 cwt. 3 qrs.
by “ electrics ” at a cost of 2s. 23d. per ton.

The detailed figures are:

House Costs fob Bin Refuse.

Depot.

Weight
collected .

Horse

days.

Cost.

Cost
per ton.

Team.

Labourers.

Total.

Heeley . .

Penistone-road .

Wortbing-road .

T. c. <l.

16,155 16 3
19,079 9 3

16,263 8 3

4797'2

5332-7

4909-9

£ s. d.
3,238 2 10

3,599 1 1 5

3,314 3 8

£ s. d

1,260 9 9

1,366 14 1

1,268 5 6

£ s. d.

4,498 12 7

4,966 5 6

4,582 9 2

s. d.

5 6-8 •

5 2-4

5 7-6

Total .

Electric ... .

51,498 15 1

7/40 11 0

15039-8

10,151 17 11

3,895 9 4

14,047 7 3

1,696 1 6

5 5-4

4 9-8

stant service, and any defects not due to misuse are
made good by the makers during such period. If a
battery will do this at the end of eight years’ ser¬
vice it is not unreasonable to expect a further two
years’ working life, and in America, where the bat¬
tery vehicle has been much more extensively used
than in this country, there are batteries in use after
even longer periods of service.

2. The electric vehicle cannot be compared with
steam or petrol vehicles, as there are less working
parts. There are no boilers, cylinders, valves,
cranks, pistons, clutches, or gears, all of which are

Sheffield Electric Refuse Collection Vehicle.

liable to quick wear. The life of a vehicle with less
parts to wear must necessarily be longer.

3. The electrical drive subjects the vehicle to very
much less strain arid shock in starting or speed

changing.

4. The provision for repairs and renewals repre¬
sents about 10 per cent on the cost of chassis, less
battery and tyres, and allows, therefore, for com¬
plete renewal of the entire machine, less these items,
in the ten years period.

5. Although the vehicles are used for both day and
night service, the total mileage per week is very low,
and nearly one-half of this mileage is run without
load. On this basis, therefore, ten years’ life does
not represent hard service.

(b) Is the actual cost.

(e) Is based on our experience with the first vehicle
and is more- liberal than appears necessary with
later vehicles. It is retained, however, for reason
(4) given above. A number of weaknesses found in
the first machine have been corrected in later
models.

Having explained local conditions and given the
basis of my calculations, we will now consider the
results.

I have not taken into account the whole porform-

Electric Cost fob Bin Refuse.

£ s d.

Vehicle costs about 3J years . 331 1 II

Drivers' and labourers’ wages . 1,230 9 8

Tyres— 12,610 miles at Id. per mile ... 52 13 1

Electricity — 19,639 units at Id. per unit ...* 81 16 7

£1,696 1 6

Refuse collected 7,040 tons, 11 cwt. ... 4s. 9"8d. per ton.

Ashpit Refuse— Horse Costs.

Depot.

W eight
removed.

Horse

days.

Cost.

Cost
per ton.

Heeley .

12,853

4044-7

2,730

2-9

Penistone-road ...

10,260

2494-0

1,683

3-3

W orthing-road ...

4,763

1128-3

761

2'3

Total .

27,877

7667-0

5,175

8-5

Electric .

10,670

1,170

2-3

Ashpit Refuse — Electric Costs.

, £ s. d.

Vehicle costs about 3.j yeurs . 362 16 0

Drivers' and labourers' wages . 641 5 11

Tyres — 15,313 miles at Id. per mile . 63 16 1

Electricity — 24,716 units at Id. per unit ... * 102 19 8

£1,170 17 8

Refuse removed, 10,670 tons 3 cwts. 3 qrs., 2s. 2 3d. per ton.

It should be pointed out that in these tables the
comparison of cost is between horse labour and
“ electrics ” over the whole city, but inasmuch as the
“ electrics. ” with one exception were working on the
longest distances, this basis is not strictly fair to the
“ electrics.” As additional motors were put in ser¬
vice these replaced horses on long distances, with the
result that the horse costs over the city area have
decreased, whilst “ electric ” costs remain at a maxi¬
mum. The following figures illustrate this. In three
bin districts now worked by motors the cost of collec¬
tion by horses would have been 8s. 3'2d., 6s. lT9d., and
6s. lOd. per ton respectively, whilst, in one ashpit dis¬
trict horses and an “ electric ” were worked side- by
side, with the result that over a period of twenty-
three weeks the average cost was: Horses, 5s. 6'2d.
per ton and electrics 2s. 10'2d. per ton.

In addition to the collection and removal of house
refuse! I have made use of electric vehicles for the
removal of clinker residue from the destructor works
to tips, and figures as to the cost on this work, as
compared with horse labour, may be of interest.

Clinker Removal — Lumley-street to Stevenson-road.

ELECTRIC VEHICLE COSTS.

Vehicle costs ...

Drivers’ and labourers’ wages

Tyres— 334 miles at Id. per mile .

Electricity— 557 units at Id. per unit

£ s. d.
6 12 6
19 16 8
1 7 10

Clinker removed, 333 tons 1 cwt. 3 qrs.
or 441 '34 ton miles

Cost for horse labour on same work...

£30 5 1
s. d.

1 9'9 per ton

1 4'4 per ton

mile.

2 2 per ton.

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

Lumley-street to Bernard-roap,

ELECTRIC VEHICLE COSTS.

Vehicle costs ... ... .

Drivers’ and labourers’ wages
Tyres — 254 miles at Id. per mile ...
Electricity — 346 units at Id. per unit

£ s. d.
6 19 2
16 3 10
112
1 8 10

£25 13 0

Clinker removed, 331 tons 4 cwt. 2 qrs.
Or 339 ton miles .

Cost of same work with horse labour

s. d.

1 6*6 per ton

1 6'1 per ton

mile.
1 9'6 per ton

Penistone-road to Middlewood.

ELECTRIC VEHICLE COSTS.

Vehicle costs .

Drivers’ and labourers’ wages
Tyres— 1,834 miles at Id. per mile
Electricity — 3,004 units at Id. per unit

£ s. d.
31 0.6
63 6 4

7 12 10
12 10 4

£114 10 0

s. d.

Clinker removed, 1,423 tons 2 cwt. 2 qrs. ... 1 7'3 per ton

Or 2,334 ton miles . 0 11*7 per ton

mile.

Cost of same work with horse labour ... 2 2 per ton

In these instances it has been possible to arrive at
a cost per ton mile, the load being taken on at one
point and delivered at another. In house refuse col¬
lection this basis is not applicable, owing to the load
being picked up from house to house.

The result of twelve months’ working of electric
vehicles in Sheffield considered on a financial basis
alone is eminently satisfactory. As previously stated,
five vehicles have been at work for varying periods
amounting in the aggregate to the work of practically
3i vehicles for one year. The saving in the work done
by them as compared with horse costs over the whole
city amounts to £1,050 12s. 6d.; capital has been
written off to the amount of £292 12s. 6d.; and elec¬
tricity supplied from the destructors represents a
further sum of £191 14s. 8d., making a total of
£1,534 19S; 8d. Put in another way, 3R vehicles work¬
ing for one year have cleared off more than the entire
initial cost of one and a half vehicles. This result, be
it noted, is in comparison with horse costs for the
whole city, which for reasons already stated does not
represent the full facts. If the comparison was made
only with horse costs for the districts now served by
the “ electrics,” the saving shown would be materially
increased, and the total figure would be well over
£2,000.

SOME QUESTIONS. -

Questions will probably suggest themselves to many
of my hearers, such as : What of the cases where work
is .available oniy for one shift P Can electrics be pro¬
fitably employed under those circumstances P The
answer, I think, can now be supplied by many local
authorities who are making a success of them under
such circumstances. There is accumulating in this
country an ever-growing masg of experience of this
class of vehicle, as users are now numbered by the
score where they were numbered by units a year ago,
but I have purposely refrained from giving you the
results of other people’s experience, believing that on
work the conditions of which in different towns vary
so much as do thoge of public cleansing the most
valuable information can be given by the man who
understands and can best explain local circumstances,
and that the presentation of a mass of statistics by
anyone not familiar with such circumstances can only
lead to confusion.

So far as Sheffield is concerned, I believe that “ elec¬
trics ” would be profitable on single shifts only— very
much so on ashpit refuse work, and to a lesser .degree
on ashbins. If the entire vehicle costs were'charged
against ashpit work, the comparative figures would
be: Horses, 3s. 8'5d. ; electrics, 2s. 10'4d. If charged
entirely against ashbin refuse, the figures would be:
Horses, 5s. 5*4d. ; electrics, 5s. 9 Id. ; but taking the
horse costs in this case on the districts now worked by
“ electrics,” the comparison is : Horses, 6s, 8*4cL ; elec¬
trics, 5s. 9'ld. It must also be further noted that with
vehicles working only one-half their present mileage
and tonnage, the depreciation and repairs items would
both admit of substantial reductions.

For those concerned in the horse value of “ elec¬
trics,” the following table may be interesting :

Bin Ashpit
refuse, refuse.

Average tons per day— horses . 3*42 3*63

,, ,, — electrics ... ... 7'67 10*58 Total.

Value of each electric in horses . 2*24 2*91 5*15

These figures again relate to the whole city, but the
number of horses actually replaced by each vehicle
is a fraction under six.

SUGGESTIONS TO MANUFACTURERS.

In conclusion, there are two suggestions I would
throw out for the consideration of electric vehicle
manufacturers. I have previously referred to the
varying circumstances and conditions which make
every town a distinctive proposition for motor work.
My first suggestion is that the manufacturer who best
studies those conditions, and is prepared to show by
demonstration vehicles what he can do under the
special circumstances of each case, is the man who
will get the business. It is no use telling Yorkshire
towns what is being done in London or in Glasgow,
where conditions are entirely different. Send down a
vehicle for a week or a month, and demonstrate what
can be done in the particular town concerned.

My second suggestion is that it should not be
assumed that any vehicle or any battery represents
the last word in efficiency. Personally I am looking
eagerly for that battery which will absorb sufficient
power in one hour to run a vehicle for twenty-three
hours without either boosts or warming up, and so
save that extra six hours now required to give a
“ normal ” charge.

LONDON’S SEWAGE OUTFALL WORKS.

INSTITUTION OF SANITARY ENGINEERS’ VISIT TO
CROSSNESS.

On Saturday last a party of about thirty members
of the Institution of Sanitary Engineers, at the invita¬
tion of the president (Mr. W. J. E. Binnie,
m.inst.c.e.), paid a visit of inspection to the London
County Council Southern Outfall Works at Crossness.

The party embarked at Charing-cross pier at 2
p.m., on the county council steamer “ Beatrice,”
which had been kindly placed at the disposal of the
president, and proceeded down the river to Crossness,
where they were met by the engineer-in-charge, and
conducted over the works.

The whole of the drainage of the metropolitan area
south of the River Thames drains to these works
through two low-level sewer outfalls, each of the enor¬
mous size of 11 ft. diameter, there being also a high-
level sewer of 9 ft. 6 in. diameter. Here the sewage
enters a covered reservoir, where the solids are de¬
posited, and the effluent is pumped into the river.

The ordinary daily dry-weather flow is about a
hundred million gallons, which in time of rainstorms
reaches double this figure. The original pumping
plant consisted of four Watt beam engines of about
250 nominal li.p. each; this has since been supple¬
mented by two Stewart engines and pumps of 300 h.p.
each, and still more recently by six centrifugal pumps
running at about 260 revolutions per minute, which
are able to cope with the whole of the dry-weather
flow.

The sludge is taken away by a fleet of six powerful
steamships, which can each carry 1,000 tons of wet
sludge, which is deposited in the sea about sixty miles
from Crossness. The cost of this operation is esti¬
mated at about 4d. per ton.

The members were much struck with the beauty of
design of the original pumping house, and with the
condition of the Watt engines and pumps, which were
erected about 1862, the works having been formally
opened in 1865. It is rather interesting to note that
one of the past-presidents, Mr. Percy Boulnois, who
formed one of the party, was a pupil of Sir Joseph
Bazalgette, the engineer of the scheme, at the time
these works were under construction.

On the return voyage to Charing-cross pier the
members were entertained at tea by the president in
the cabin of the " Beatrice,” and “ reached land ” in
safety, after a most enjoyable and instructive after¬
noon. A very hearty vote of thanks was carried by
acclamation to Mr. Binnie for having arranged such
an attractive programme and for his hospitality.

Sanitary Inspection in Southwark.— Recommending
that the vacancies in the staff of sanitary inspectors be
filled without delay, the medical officer of health for
So tliwark states that many of the houses in the
borough are in a foul and insanitary state, and are a
serious danger.

July 13, 1917.

AND COUNTY ENGINEER.

Institution of Water Engineers.

SUMMER GENERAL MEETING IN LONDON.

[6’ oncluded from last week.']

On the presentation at the recent summer meeting
of the Institution of Water Engineers of the paper by
Mr. J. S. Pickering, borough and water engineer of
Cheltenham, entitled

COLOUR RECORDS APPLIED TO POTABLE WATER,

The President (Mr. F. W. McCullough) said they
would all be agreed that they had listened to a very
able contribution. They had expected to have had a
written communication from Prof. Delepine on the
subject, but it had not arrived.

Mr. W. T. Burgess (London) said the author had
pointed the way in one direction, and had laid
it down that in the discussion they were to consider
colour alone, because colour, jier se, had very little
bearing, or might have very little bearing, on the
hygienic value of water. Polluted water might be
perfectly colourless, while, on the other hand, every¬
one knew that highly coloured water might be per¬
fectly pure and wholesome. Colour by itself had
nothing whatever to do with the hygienic quality of
the water. As this was the first time this question
applied in relation to water had been mentioned, it
was only right that they should take a glance at the
history of the methods for dealing with the colours of
natural waters. The first effort was suggested by
Albert It. Leeds in 1878, when he proposed a
standard which was sometimes known as the natural
standard. It was to compare the tint of water
approximately with the tint produced by adding a
nesslerised solution of ammonia to distilled water.
It was called the natural method, but owing to the
errors to which the process was subject it had better
have been described as unnatural. In 1881 Crookes,
Odling, and Tidy commenced their examination of
the metropolitan supplies of the London water com¬
panies, and in an early report described a colour
meter. A 2 ft. tube was filled with water, and the
tint of it was matched against the colour that was
produced from two hollow wedges containing a
coloured solution. Unfortunately these two coloured
solutions were blue and brown, and the solution sug¬
gested for the brown colour was a very unsatisfactory
one. It was subsequently changed to one which was
very satisfactory, but at what date that change took
place lie did not know. Some years later, in 1890,
Lovibond described his tintometer before the Society
of Chemical Industry, and he had no' doubt that this
invention cost an enormous amount of labour and no
inconsiderable amount of expense before it was per¬
fected. In 1892 Allen Hazen suggested the platinum
cobalt standard for water, and in describing this in
the “ American Chemical Journal ” called attention
to the errors which were liable to occur in the natural
standard — in Leeds nesslerised ammonia method — •
and also found fault with the description of the
Crookes3 instrument, where the unsatisfactory solu¬
tion of iron and cobalt was usecL At first Hazen
suggested that colour should be expressed in terms
of parts of platinum per 10,000. Unfortunately that
involved the use of decimal fractions in dealing with
the colours, and later the scale was amended so that
it was expressed in parts of platinum per 1,000,000,
which had the advantage of giving whole numbers.
Seventeen or eighteen years ago he had occasion to
examine a large number of samples of Metropolitan
waters and was not satisfied with the colour meters
he could get. Lovibond’s tintometer was not suffi¬
ciently delicate, and there were certain defects in
Crookes’ instrument which he wanted to avoid;
whilst Hazen’s method would have required too
many delicate standard solutions. He therefore con¬
structed a colour instrument himself and had had it
in use since, and had not been able to effect any
improvement in it. Mr. Pickering had given
them some very interesting colour records. Unfor¬
tunately the estimation of colour in natural waters
was attended with some difficulty because the appa¬
rent colour of water depended chiefly on two
factors: First, on the organic matter of vege¬
table origin in true solution, and, secondly,
matter in suspension, causing turbidity. When
the latter was marked the colour estimations
were uncertain. As a matter of routine in dealing
with raw river waters it was best to put them through

some preliminary treatment to eliminate most of the
suspended matters before applying the colour test.
Dr. Houston did this. All the samples of raw water
were filtered through filter paper before the colour
test was applied. That removed the grosser particles
of suspended matter which would interfere with any
system. It would be readily understood that .clear
filtered waters were the easiest to deal with in any
colour measuring arrangements. How closely colour
records followed the proportion of organic matter in
the water was shown in the diagrams. With regard
to the Dowdcswell supply of the Cheltenham' Cor¬
poration they had a curious application of colour
records. The colour developed subsequent to filtra¬
tion and was not in solution, but depended on the
growth and multiplication of a particular organism
having a brownish colour. The filtered water, which
was originally clear, evidently became increas¬
ingly turbid on storage. He would like to
refer to the method of the author in making
the tests. Samples were • taken of the filtered
water and tested in the tintometer, and the
same water was examined day after day for a
period of twenty-one days. If Mr. Pickering simply
put his water into the tube and transferred it back
to the sample bottle, and then put in the same water
without some method of sterilisation, it was per¬
fectly certain he must have inoculated his samples
of water. In order to make these things perfectly
safe to the scientific mind one would have to take
care the tube was filled with, water, and that before
it was returned as sample water it was absolutely
sterilised so that nothing was introduced from one
bottle to another. His criticism, however, might
not have so much bearing on the question, and some
might think because the proportion of water which
would be inoculated each time was relatively small,
whereas probably the number of organisms or their
spores in the original water was considerable. From
a study of the Severn colour records it was fairly
evident that the great variations in the case of the
raw water were caused more by matters in suspen¬
sion than by organic matters in solution. With
regard to Birmingham he had been particularly inte¬
rested. He had occasion many years ago to have
a good deal to do with the Birmingham supplies, and
he must certainly congratulate Birmingham on the
water having a less degree of colour than he at one
time anticipated it would have. He had a sample
of Birmingham water recently, and he found, accord¬
ing to his scale, that at the present time it had a
colour of 32. He thought that engineers would do
well to follow Birmingham’s example and have colour
records, particularly in the case where they had
large impounding' reservoirs for upland surface water,
so that they could see how the water behaved over
a course of time. As a rule, they were higher to
start with. Mr. Pickering expressed a hope that
uniformity in expressing colour results might be
arrived at. Unfortunately all the proposed scales
■were arbitrary, and probably Lovibond’s was the
most arbitrary. Glasses could not be made to accu¬
rate tints without great trouble, but any chemist
could make up standard colour solutions containing
definite weights of chemical substances having suit¬
able colours) He was therefore in favour of having
some system whereby colours were matched by
chemical solutions rather than by glass. As far as
his own device was concerned he might say it was
not necessary to have a large number of solutions.
For all practical purposes two standard yellowish-
brown solutions sufficed. He did not tbink they
could hope to get uniformity in expressing results, as
that was nearly impossible. He could, however,
throw a little light on the subject. Mr. Pickering
some few days ago sent him a solution of his
Dowdeswell filter water, of which the colour record
was ’9 yellow and '6 blue. He had tested that in his
colour meter and his figure was 24 5. Then he had
also compared Hazen’s scale with his own scale, and
25 of Hazen’s scale was approximately 60 of his.
Therefore, by a little calculation they could arrive
at what the 'Hazen figure of Mr. Pickering’s sample
was. It would be 10. So they had three things—
Lovibond’s '9 yellow plus '6 blue, 10 on Hazen s
scale, and«24-5 on his (the speaker’s) scale. That, at

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

any rate, was something expressing one water on
three scales.

Mr. E. Antony Lees (Birmingham) said they were
ali indebted to Mr. Pickering for a very' interesting-
paper, and also to Mr. Burgess for the very interest¬
ing description of the various methods which had
been devised for measuring colour in water. In his
^opinion, at present, he did not think that the ques¬
tion of colour in water was of sufficient scientific
importance to call for so minute an examination ;
what they wanted rather was an examination of the
tendencies of progression. The observations taken
of the .South Birmingham water from Wales had
been referred to. They occurred to him as being
rather interesting in that they extended over a period
of three years. As a matter of fact they now ex¬
tended over thirteen years. What particularly
occurred to one to notice was the remarkable
seasonal regularity of the observations. It would be
seen that the minimum of colour invariably occurred
in midsummer, and very shortly after midsummer
the colour began to rise. It reached its maximum
some time in the winter, and then began to descend
until it reached its minimum again about the next
midsummer. One naturally supposed as a first sug¬
gestion that this might have something to do with
floods, but from observations he thought he could
safely say that it could not be related to the rain¬
fall. Mr. Pickering and himself had been in corre¬
spondence on the subject, and they had also had
conversations on the matter, and a comparison of
the rainfall curves and the colour curves showed that
there could not be any connection between the two.
Mr. Burgess had referred to the very high coloration
of the Birmingham water at the beginning of the
supply. At that time he (the speaker) had a series
of simultaneous observations taken at. every feeder
flow into the reservoirs and of the reservoirs them¬
selves. It was a time of very high colour indeed,
and to his surprise they found that the reservoir
itself was higher in colour than any one of the
coloured feeders, leading up, it seemed to him, to
the inevitable conclusion that the colour rose in the
reservoir, and that was borne out in his judgment
by the remarkable regularity of the seasonal varia¬
tions. There was undoubtedly a close similarity
between the colour curve and the oxygen absorbed
curve. He had taken those out and found that,
roughly, there was an agreement between the two.
Then again, why the seasonal progression? On that
point, he would like to throw out a suggestion that
seemed to him to offer a solution — he would not urge
it, but mentioned it simply to ask for information—
it was that the variation in colour from season to
season was caused by the variation in temperature.
The temperature began to rise as soon as they began
to have cool nights, and he suggested that the rise
in colour might be caused by the cooling of the
surface waters — the surface strata became colder than
those below, and the more highly-coloured waters,
which had been lying below the surface during the
winter, came to the top in the summer; there was
more circulation of the highly-coloured water until
the- equilibrium of temperature was established
throughout the mass of the water. Then there would
be no further vertical circulation until the next
autumn, but some water remaining at the top, being
oxydised and bleached by the light, would remain
there, losing its colour gradually until they had a
repetition of the autumn frosts and cold, and the
vertical circulation was set up again. Whether that
were the explanation or not, it was perfectly clear
that there was this seasonal variation in colour, and
almost to a month the colour began to rise in the
later summer or early autumn. He might mention
that the mass of water of which those examinations
had been made was about 8,000 million gallons and
the depth just behind the dam was 120 ft., so there
was room lor considerable variations in temperature
and also for a great deal of vertical circulation, if
such should be the real explanation of this period¬
icity. He would be glad to know whether any other
members who had control of large storage reservoirs
had observed periodical variations in colour.

Mr. F. J. Dtxon (Ashton-under-Lyne) said he was
surprised to hear Mr. Lees say that rainfall had no
relation to colour in water, and more especially in the
Elan Valley. His works were situated somewhere
near there, but, of course, they bore a very small
proportion to their large works at Birmingham. Tire
rainfall in his district had a considerable influence
on the colour of water prior to filtration. Therefore
he was surprised to hear Mr. Lees say that he con¬
sidered rainfall had no relation to the colour of a
water, especially from a drainage area similar to that

of Birmingham. He would like to take that oppor¬
tunity of expressing his thanks to Mr. Bickering
for the careful work he had undertaken in the pre¬
paration of the paper, and he could assure the author
that it. would be a great advantage to have it in¬
cluded in their “ Proceedings.” He was, however,
somewhat disappointed — he would have been glad
if Mr. Pickering had gone a little further into the
question as to the. source of this discoloration. .
He thought it was questionable whether it was
entirely due to the causes mentioned in the paper.
He (Mr. Dixon) had recently read a paper which was
submitted in January this year to the New England
Waterworks Association of America by Mr. Thorne
Dyke Savill. -The paper was a very interesting one,
and was worth the attention of all who w'ere inte¬
rested in this subject" In that paper Mr. Savill con¬
tended that the discoloration of water was due to
colloids, and was held in suspension by some elec¬
tric force, and he went on to contend that by the
nse of electricity they could remove the discolora¬
tion by breaking up the colloids. It was beyond
him (Mr. Dixon) to pass any opinion upon that,
but lie thought, it advisable to draw attention to
the paper. In his opinion, there was no doubt that
the removal ot discoloration from water must be
undertaken by the introduction of chemicals. That,
he thought, had clearly been demonstrated by all
authorities on filtration, and the only chemical which
appeared to be satisfactory was alumina, although _
he v'as very doubtful whether alumina was the best
medium of removal. He would like further investi¬
gation on that matter, with a view, if possible, of
going into the question of the use of electricity as
suggested by Mr. Savill. Sand filters undoubtedly
only removed a very small proportion of the colour
in water— from his experience he should say that
only one-third of the colour was removed by a sand-
filter. With regard to the “ Lovibond ” tintometer,
which had been introduced by Mr. Pickering, he (the
speaker), had had experience of it, and from an
engineer’s point of view he did not think that the
results obtained w-ere commensurate with the labour
involved, and the difficulty, which was certainly
great, was the standardisation of units. In 1912 he
designed and erected some mechanical filter works
dealing with 5 million gallons of water per day, and
he introduced of his own design a colour meter which
had two parallel and two horizontal glass tubes 2 in.
in diameter, which tubes were fixed in front of the
window of the house where they were under the
direct observation of the. foreman. The raw wrater
as it. entered the filter house was connected with one
tube, in his case, the right, while the filtrate was
connected with the 2-ft. tube on the left. By that
means the foreman of the works always had the
results of the filtration before his notice, and he
was of opinion that some, such kind of tintometer
was all that was necessary from an engineer’s point
of view'. He agreed with Dr. Kemna, who, replying
to the discussion on his paper in 1910, emphasised
the necessity of having some means of making a rapid
examination of the filtered w'ater, and he was of
opinion that, especially in waters where they had
sudden changes, it was advisable to have some such
apparatus as he had described. The “ Lovibond ”
tintometer was all very well in the hands of a
chemist. He must admit that until that day he was
not aw'are of the efforts of Mr. Burgess, and he had
been highly impressed by the simple methods he had
adopted for finding out the colour of water. Mr.
Pickering said he used 175 grains of alumina per
gallon. That appeared to him (Mr. Dixon), on the
face of it, to be very excessive, and at the present-day
price the cost for alumina alone would work out at
10s. 5d. per million gallons treated. When he was
dealing with water which in ordinary times as re¬
garded colour was more highly coloured than the
Severn w ater, it only cost, him for aluminaferric and
carbonate of lime at to-day’s prices 2s. per million
gallons. It seemed to him that the amount of
aluminaferric used by Mr. Pickering was excessive,
and he believed that if he went carefully into the
question he. would find that by using less he w'ould
get equally good results. When the mechanical filter
was put down in his works by the makers in 1912
they had the maintenance of the works for twelve
months, and during that time they used as much as
3-45 grains per gallon of aluminaferric, with fairly
good results as regarded colour. He drew their
attention to the fact, that they were exceeding the
amount which was stated in the conditions of con¬
tract,. They did not, mind that, but immediately after
their maintenance ended and the works came under
the control of the joint committee a reduction wras

July 13, 1917.

AND COUNTY ENGINEER.

made from 3-45 to> '5 per gallon, while to-day he was
only using '25 for dealing with highly-coloured peaty
water. He had overlooked the fact that in Mr.
Pickering’s case he had turbidity to deal with which
he (Mr. Dixon) had not, and he had no doubt that
would be tfie answer which Mr. Pickering would
give him. He would just like to make a correction
in the paper. Mr. Pickering, referring to the condi¬
tions which he (the speaker) laid down in his original
scheme for mechanical filtration, said that he gave
no limit as to the amount of alumina. If Mr.
Pickering had looked carefully through the paper
he would have found that there was a limit — it was
not grains per gallon, but it was cost when the price
was at a certain rate per ton. With regard to Pro¬
fessor Delepine’s remarks as to the essential condi¬
tions to be observed in a suitably treated water, they
were very definite, and there was no doubt that a
water of a greenish-blue or bluish-green must meet
all requirements.

Dr. S. RinEAi, remarked that Mr. Burgess had given
them a very good history on the subject of colour
testings of water, and he had said a good deal of what
he (Dr. Rideal) had in his mind. He knew the “ Lovi-
bond ” tintometer in 1890, or a little earlier, and he
thought he was perhaps one of the first to use it. At
that time there were only the Crookes, (Idling and Tidy
methods, as Mr. Burgess had not then invented his.
The “ Lovibond ” tintometer was very interesting,
and one obtained very interesting results. It was
rather difficult to manipulate and get accustomed to.
He quite agreed with Mr. Leea that personal equation
was a very important element before one could, arrive
at accurate conclusions. It varied a great deal with
the kind of light — where there were no clouds about
the white screen had to be put into a certain position
to get concordant results. Of course, Lovibond had
worked at it for a great number of years, and had
tried to overcome the differences due to the varia¬
bility. of light, and it was suggested that a constant
artificial light might overcome the difficulty. He (Dr.
Rideal) thought that would always be a permanent
defect in the «• Lovibond ” tintometer— the difficulty
of having a constant standard. Then, again, there
was the question whether the glasses were going to
last for all time or not. That was a difficulty. Some
of those glasses, he thought, faded. Steps had been
taken to deposit standard glasses at Kew and Cam¬
bridge, so as to' see whether they deteriorated with
age when kept in the dark. At present the glasses
were made under the personal attention of Mi-.
Lovibond — who was now getting an old man — and his
staff, and lie believed they were turned out very accu¬
rately indeed, but whether one could rely upon the
glasses always being of ecpial opacity and of an equal
clear colour in the future was one of the problems that
gave difficulty to that method of testing. After all
when one came to the colour of water, he did not
know whether they really learned much about it. He
was not certain whether the crenothrix in Mr. Picker¬
ing’s water gave the colour to it. Even if it was a
coloured organism, it was an opaque organism
to a very great extent, especially if they looked
through a tube containing thousands or millions
of these filaments. Mr. Burgess had pointed
out that the real colour of water was the
colour after filtration, and therefore in judging the
Colour of a water before and after filtration one ought
to filter the raw water before judging of its colour, to
compare it with the effect of the filtration upon the
colour of the raw water. That had not been done in
any of Mr. Pickering’s work on this Severn water.
As had been pointed out, that was a very turbid water,
especially at certain times, and might be as black
as a hat looked at through a colour instrument, but
that blackness or darkness was due to' suspended sand
in the flood water as well as to the peaty bottom, and
it was that which gave a colour to the water at cex--
tain times of the year. In order to judge the effect
of the alumina treatment upon the colour of the water
it was necessary to remove the suspended matter
from the water, and then test the 'sample after it had
gone through the filter. What they really wanted to
get at was tin; effect of filtration in removing the solid
organic matter. In the storage reservoir those things
would be stirred up, and the object of the filter was
to destroy the organic matter in solution amongst
other things, as well as remove the bacteria, but from
the colour point of view the effect of a filter in bring¬
ing about the purification of a water would be how it
brought about the oxidisation of the soluble organic
matter, aixd the only way to ascertain that would be
by filtering raw water through a filter paper before

they tested its colour in one of these instruments.
After all, if a filter was designed to remove colour, the
amount of suspended matter to be removed was the
chief consideration. He had tried to make a diffen-ntia-
tion of the colour and see whether one could
diagnose, for example, the nature of the impurity in
water from its coloxxr. Take, for example, a deep
chalk water which should be blue and practically free
from any yellow. If they mixed that with the
sewage, the yellow coloured matter from the sewage
and urine would give a yellow tint to the chalk water.
If they mixed a chalk water with some of the low¬
land waters, they introduced some of the peaty brown
colours of those waters. There was no means, so far
as he could make out, of differentiating between the
yellows and the browns produced by sewage con¬
tamination and the colours produced by moorland or
surface waters. There was one point mentioned by
Mr. Pickering which was very important in all these
colour determinations, and that was the length cf the
tube. He was quite certain that short tubes gave
them very inferior results — results which were no use
at all. He was not at all certain that a 2-ft. tube was
the proper length. At all events, the longer the tube
the more they could learn about the colour of the
water.

Mr. E. Blackburn (Sunderland) said he was in¬
terested in what Mr. Pickering told them as to how
they had greatly diminished the growth of char a in one
of their open reservoirs by covering the floor with a
layer of cement mortar. He himself had the same
experience, and he believed he mentioned it to Mr.
Pickering at Cheltenham in 1912. If Mr. Pickering
was in a position to give them the information he
would like to tell them what the results were with
the water from the Hewlett’s reservoir. During this
year he (the speaker) had had rather unusual expe¬
rience with water from magnesia and limestone in a
small service reservoir. During the summer he had
always had a sort of carpet growth of matter on the
floor of the reservoir, and during the hot sunny
weather it had come to the surface, and been more
or less easily taken off by the attendant, and it did
not get into the mains. This year, for some reason
or other, they had been troubled with alga growth,
which had penetrated all through the water and got
into the mains, and given rise to numerous com¬
plaints. He was trying to find out the reason for that
unusual growth. It was an open surface reservoir,
but he had never had the same trouble with it in pre¬
vious years, so it must be due to some particular
cause. It might be due to the long, severe whiter,
followed by the hot summer, or it might partly be
due to the fact that owing to the war the cement walls
had not been washed down quite so carefully as they
were in pre-war times. It would be interesting to hear
whether any other members had had the same sort of
experience. He had found that by having the walls
of the reservoir smooth, instead of rough and rocky,
it macle it more difficult for the spores to get a hold,
and by that means the growth of the alga was pre¬
vented to a cei-tain extent.

Mr. C. H.' Priestley (Cardiff) thanked Mr. Picker¬
ing for his paper, and remarked that his experience of
the colour of water in reservoirs agreed with that of
Mr. Dixon, and was contrary to that of Mr. Lees.
Whenever they had a heavy rainfall the water was
much more coloured than it was before. ,

Mr. F. Storr (Chester) said that many years ago
when their friend Mr. Deacon was considering the
question of the water supply of Liverpool, he was not
so well acquainted with water supplies as he was with
electricity. He applied to him (Mr. Storr) in regard
to his experience of the colour of Welsh water and
the effect of the sand upon the colour, and, bearing
out what Mr. Priestley said, it was a notorious fact
which had been ascertained by all who had had to do
with moorland waters that the colour went up enor¬
mously after heavy rainfall. The water got stained —
it was really a vegetable dye. As the summer went on
the water bleached until it became a very nice clear
water, and as long as the bacteriological result was
good he did not care anything about the colour. With
regard to the River Dee that wins well known to be a
polluted river like the Thames and the Lea. He said
he was very much surprised that engineers drew away
the water before they put their filters into use, and
sent it into the town. It was the universal practice
at Cheltenham for days, and in some cases for
months, for the water to pass away to waste. They
could do it, because it was simply a matter of pump¬
ing charges- — they were in the happy position of being
able to afford it. They wanted to turn the water out

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

of the River Dee of such a character that it would
satisfy any examination that such a man as Professor
Beattie, of Liverpool, subjected it to. They had had
to abandon certain systems of mechanical filters be¬
cause they were not so good as the slow sand
filter. There was another extraordinary thing
with regard to the sand filters of Chester which did
not appertain to any other filter in the kingdom. The
usual idea was that a filter bed was entirely active on
the surface. They had tried that and had failed, and
in their latest filters at Chester, after all those experi¬
ments had been carried out, they had put a film of
very fine sand 12 in. under the other, and they re¬
peated that in two separate courses below, and they
got the wa'ter absolutely sterile at times.

Dr. Garrett (Cheltenham) said he would like to
say a word or two, particularly in regard to the
organism crenothrix, with which a large part of the
paper was concerned. Mr. Burgess had said, very
truly, that the colour in the water was due either to
dissolved material or to suspended matter, and that
it would make a great deal of difference as to which
it was. That of course was so, and the crenothrix was a
suspended colour, and, consequently, considerable
precautions would have to be taken to see that it was
distributed fairly through the water at every test. It
was not a piatter of testing once for the colouring in
the water, as the colour was due to a vital organism — ■
something alive, which grew and increased in the
water, and so differed very materially from such a
thing as peat stain or any suspended inorganic matter,
such as the red particles of new red marl, which they
got from time to time mixed with the peaty stain in
the Severn water. Crenothrix was a living colour
which increased and altered in the course of a few
days. That was exemplified in the whole of the re¬
servoir one year and on a considerable scale another
year in the whole of their swimming baths. The dis¬
coloration was due to the growth of the organism ; there
was no question about that at all. It was an organism
which grew, in the course of which it changed in
colour. There was no doubt that the colour estimate
was exceedingly useful. It was very rapid in com¬
parison with analysis or bacteriological examination,
and it very quickly gave them an idea of the amount
of organic material in a water. Mr. Burgess said
there was a means of comparing the results from
either of those three processes of colour measure, and
probably they would get the game general results as
represented in the paper.

Mr. H. Ashton Hill (South Staffs) said that his
acquaintance with this organism which Mr. Pickering
had dealt with in the paper was in connection with
water supply from a well. They had so far been dis¬
cussing the question of crenothrix from upland sources.
He had had difficulty in one case with an organism
called lepothrix, which he understood to be a rela¬
tion of crenothrix. Whereas, however, crenothrix was
a thread-like organism, the one he had in mind was
of a colloidal character, and more like a sponge. ' He
dealt with it by installing mechanical filters, pro¬
vision being made to add alumina or lime. He had
an idea from the beginning that probably if they
strained it through the filtering material it might
not be necessary to treat it with alumina, and he was
glad to find that that was so, and they were able to
remove this lepothrix, or crenothrix, whichever they
liked to call it, from the water.

Mr. W. Patterson (London) said he hoped Mr.
Pickering might be able to add an appendix to the
paper giving the comparative values of the colour re¬
cords of the various systems. It would add enor¬
mously to the value of the paper if that could be done,
for then those who were working with one system
would be able to compare the results obtained by
those working with the other systems.

Mr. Pickering, in replying on the discussion, said
he would like to take an early opportunity of thank¬
ing Mr. Burgess for the great assistance lie had given,
not only him (Mr. Pickering), but the members
generally, in bringing his colour-meter to the meeting
and demonstrating its use to the members. He had
had a deal of correspondence with Mr. Burgess, and
he had given him a great deal of helpful assistance,
for which lie thanked him. Mr. Burgess suggested
that the tests would be more valuable if the tubes in
which the water was placed were sterilised after each
sample was tested. It was true that was not done,
but after every - test the cocks were well swilled out
with tap water, and he thought that gave a fairly
satisfactory result. He did not know whether steri¬
lisation was absolutely necessary. Mr. Burgess also
suggested that samples of raw water should be passed

through a filter paper before the colour tests were
begun. As to that the records were only taken for his
own rough purposes; had he known that they were
to be embodied in a paper he might have done as Mr.
Burgess suggested. He quite agreed, and Dr. Rideal
had still further emphasised the point, *that if the
results were to bear a proper comparison the raw
waters should first be passed through a filter paper to
lemove the turbidity. Mr. Burgess suggested that a
standard of colour measurement would be preferable
by a chemical process rather than by the use of
coloured glasses. Dr. Rideal rather supported him in
that view, but as he pointed out in the paper, he did
not think it mattered very much what method they
used as long as the standard was a good one, and so
long as it could be adopted generally. Mr. Burgess
gave three comparative tests of the three different
methods of standardising colour, which he (the speaker)
hoped would be useful as a record, and Mr. Priestly
suggested that the record might be further extended
and a table put in the paper. He did not know
whether that would be practicable, but if Mr. Burgess
would give the necessary assistance he would be very
pleased to co-operate with that gentleman in making
a comparative table for inclusion in the paper. Mr.
Lees did not think that the variation in the colour
was due so much to rainfall as to variation of tem¬
perature and vertical circulation. As he mentioned
in the paper, Mr. Lees was good enough to supply
him with the records of the rainfall on the whole of
his gauges, and there certainly was very little to show
as to the relation between the rainfall curve and the
colour. Several speakers had made the point, and he
(Mr. Pickering) agreed with them that, as a rule, the
rainfall undoubtedly affected the colour — the two
curves were in agreement. Mr. Dixon suggested that
he was a little disappointed because the paper did
not go further into the work that had been under¬
taken, but as he mentioned in his concluding remarks,
the paper was only to be taken as somewhat fragmen¬
tary and incomplete, and the research work was only
to be regarded as of a preliminary character. At the
time the work was done he had no idea that the re¬
sults were to be embodied in a paper. The more one
went into the question of colour records the more in¬
teresting it became, and the more important. Mr.
Dixon suggested that the “ Lovibond ” tintometer in
its results was not commensurate with the labour in¬
volved. He was sorry to say that he entirely dis¬
agreed with that opinion of Mr. Dixon. His ex¬
perience was exactly the opposite. Records taken
with the “ Lovibond ” tintometer could be taken very
expeditiously — more expeditiously than by any other
method of recording colour — and he certainly hoped
that the labour he had put into obtaining the records
had not been altogether thrown away. He took it
that Mr. Dixon’s tubes, which were under the daily
observation of the foreman of the works, did not
record colour at all. With regard to the suggestion
of Mr. Dixon that the “ Lovibond ” tintometer should
be in the hands of chemists, he disagreed with him
there, as he thought it was an instrument that could-
be used by the ordinary works manager with a little
care. As to the amount of chemicals used, when the
water was very highly discoloured, he thought that
the amount, T75 per gallon, was somewhat low, and
he did not possibly see how they could reduce it. He
knew some places where there was a very high dis¬
coloration where a larger quantity per gallon than
he suggested was used. Mr. Dixon referred to prof.
Delepine’s description as to the essential condition
to be observed in a suitably treated water, and said he
thought it was sufficiently descriptive for the purpose.
The point he (Mr. Pickering) made was that any de¬
scription of water should be in figures and not in words,
and he thought that was the more scientific way of
recording results. Dr. Rideal rather doubted whether
the water from the Dowdeswell reservoir contained
crenothrix — he thought he rather suggested that the
colour might have been due to some other reason than
the presence of an organism of that description. He
thought Dr. Garrett had answered that. The tests
were taken at a time when there were many com¬
plaints in the town, and he thought there was no
doubt whatever that the complaints were due to the
growth of that particular organism. They had had so
much experience of it at Cheltenham that they had
got to know it quite intimately. Dr. Rideal made a
very interesting remark as to discoloration which
might take place in chalk water by the admixture of
sewage, and he suggested that it might show a yellow
or brown tint. That he (Mr. Pickering) thought bore
out his suggestion that these colour records, even
perhaps when one had to deal with well water, might

July 13, 1917.

AND COUNTY ENGINEER.

be useful. If they found they had got a brown dis¬
coloration in chalk water, they would have to investi¬
gate further and find out why the change had taken
place. Dr. Rideal agreed with his remarks as to the
length of the tube— the longer the tube the more accu¬
rate the results, and he thought that was so. He
thought that was where the Hazen apparatus was at
fault — it was really too short for any delicate work
at all. Mr. Blackburn referred to the cementing of
the floors of one of their open reservoirs, which had
given them a great deal of trouble from rreno'thrix.
It was through the remarks which Mr. Blackburn
made at the meeting at Cheltenham that they carried
out that work, as he had experienced the same diffi¬
culty, and had overcome it in that way. Incidentally,
that proved the value of those meetings, where they
as water engineers were able to give and receive
advice fiom one another. Mr. Blackburn suggested
that a reservoir with smooth sides was to be preferred,
as there was less liability to growth of alga than there
would be where the walls were of a rough substance.
He (Mr. Pickering) could bear out Mr. Blackburn’s
remarks in that respect. The walls of their reservoir
were of brickwork, and rather rough, and they found
that the plant adhered Jto the walls, and where they
had cemented them over they found a great improve¬
ment. There was a deposit in the reservoir now,
although it was cemented over. Mr. Priestley and
Mr. Dixon both agreed that colour and rainfall gene¬
rally went side by side — the heavier the rainfall the
higher the colour, and he thought that was the general
experience, particularly of river supplies, and he sup¬
posed it was also the case in regard to moorland sup¬
plies. He was not quite sure whether he understood
Mr. iStorr to say that lie got sterilised effluent from
his sand filters. [Mr. Storr : That is the case, and
later on I shall be able to let the members of the
institution know something more about this.] Mr.
Storr has evidently got some unique filters. [Mr.
Storr: They are unique.] He was sure they would
all be interested in hearing further particulars of the
result of Mr. Storr’s examinations of the water when'
he had them ready. Mr. Ashton Hill had referred to
an organism which he had to deal with in well water.
He (Mr. Pickering) understood that Mr. Adams, of
Chippenham, who had been troubled with chara in
his deep-well water, was to read a paper on the sub¬
ject before the Institution of Mechanical Engineers.
Mr. Adams had been good enough to send him
samples of the water from his different processes, but
he had not found out whether there was any change of
colour.

PAPER FOE WINTEE MEETING.

In the absence of the author and in view of the
lateness of the hour, a paper by Mr. Cecil H. Roberts,
m.inst.c.e. (Aberdeen), on “ Water Supplies as
Sources of Power,” was, on the proposition of Mr.
Ashton Hill, deferred until the winter meeting.

VOTES OF THANKS.

The President proposed a vote of thanks to Mr.
Pickering for his paper.

Mr. C. H. Priestley seconded the vote, and re¬
marked that the paper itself and the records it con¬
tained showed that Mr. Pickering must have devoted
a great amount of time to its preparation.

The vote was carried and acknowledged by Mr.
Pickering.

On the motion of the President, seconded by Mr.
Blackburn, a vote of thanks was accorded to the
president and council of the Geological Society for the
use of the room for the meeting, and the proceedings

terminated.

Electric Power Supply. — The President of the Board
of Trade lias appointed Sir A. Williamson chairman of
tv e Departmental Committee on Electric Power Supply.
Mr. W. B. Smith, Mr. E. F. Vesey Knox, k.c., and
Mr Harold Dickinson have been added to the com¬
mittee to represent local authorities owning electrical
undertakings.

Lighting Restrictions. — Replying to a question in the
House bf Commons, the Home Secretary stated that
an announcement with regard to the lighting. restric¬
tions during the autumn and winter would be- made
in due course ifjiny modification of the existing orders
was considered-' desirable. -He promised to consider
whether it would be practicable to fix settled monthly
limes for darkening throughout the country as in
London, instead of daily alterations regulated by the
hour of sunset. -

THINGS ONE WOULD LIKE TO KNOW.

( Contributed .)

Was it not rather a novel argument for an owner
oh insanitary property at Nottingham -to use, when
prosecuted for not attending to orders made on him
by the corporation to abate certain nuisances exist¬
ing in a number of his houses, to say that “ it is not
fair to compel owners to improve their property if it
is for the i>ublic benefit ”? Is it not to be hoped that
there are not many owners of projierty in this coun¬
try who hold such views, if the sanitary condition of
our towns is not to revert to that of the Middle Ages?

* * * *

Does it not seem rather strange that the War Office
cannot find a better place for an army abattoir than
the Trowbridge Market Hall, which is in the centre
of the town ? Is it surprising that there should have
been some opposition to the proposal at a meeting of
the urban district council? But if there is no other
suitable place in this district, is it not evident that
war needs must have the first consideration, although
it is to be regretted that there are sfill existing many
towns in this country which are not provided with
that necessary sanitary equipment — a public abattoir?
# * * #

Is' it not fortunate that there are not many men in
this country who desire to be “ safe from the Army,”
which was the -statement of a candidate, aged thirty-
six, for an appointment as roads inspector under the
Montgomery County Council, when asked why, being
a farmer, he’ applied for the appointment ? Is it not
curious that there should still be “ men ” who are
only too anxious to shield themselves from danger,
and allow other real men to protect our homes, women,
and children?

* # * #

What are the “ official ” interpretations of the
words “ essential ” and “ indispensable ”? Is it
essential that certain persons should be able to obtain
as much petrol as they like in order to drive high-
power motors on pleasure excursions, and is the
young and able-bodied man who sits in a Government
office writing useless minutes on bulky files an
indispensable? When “the man in the street” sees
these cars go gliding by, and watches the exodus from
our' very numerous Government Departments, does
it not give him cause to wonder and to think ?

* * * *

What is wrong with the population in the Truro,
Cornwall, rural district, when we read that during
a recent discussion of that council on the need of more
houses, one of the members stated that “ a man must
be a good Christian to let a house to a large family,”
and inferred that the want of housing accommoda¬
tion in this locality was due to large families ? What
have the advocates of “ Baby Week ” got to say as
to this argument ?

* * * *

With regard to the recent official restrictions on the
use of wood blocks for street pavements, what substi¬
tutes are local authorities going to find to replace this
admirable material for street surfaces in cities and
towns ? Will they follow the example that was set
a few years ago in Park-lane, London, where a bitu¬
minous carpet was substituted for wood blocks, which
had become worn, or will they try unprotected con¬
crete, which lias been found so successful in America
and Canada ? Or will they pave their streets with
granite setts, on modern lines, with dressed blocks, so
as to minimise noise, or with small stone setts laid
on the lines of Durax? If not, what are they going
to do to fall into line with this order ?

* * * *

Should not the advocates of ferro-concrete construc¬
tion be somewhat gratified when they read that in the
discussion on air raids in the House on Monday last
Sir George Cave, the Home Secretary, stated during
1 is remarks that in one great building the whole staff
took shelter “ in the lower floor of the building, which
was J) infected by a concrete ceiling,” and that a bomb
dropped on the building, penetrating the roof, but not
one of i he persons who had taken this shelter was
injured ? How many readers of The Surveyor saw
the letter in the issue of the 22nd June last by Mr.
Percy Boulnois on the subject of air raids, and was it
not a prophetic warning ?

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

Institution of Municipal and County Engineers.

ANNUAL MEETING AT HASTINGS : DISCUSSION OF PAPERS.

In the discussion of Mr. H. T. Wakelam’s paper on
the subject of

“ EXTRAORDINARY TRAFFIC AND EXCESSIVE WEIGHTS
ON HICHWAYS.”

— reported in part in our issue of last week,

Mr. H. T. Chapman (Kent) said he was very much
impressed by the remarks of Mr. Boulnois. When
he was in Lancashire some twelve years ago he very
well remembered the question of extraordinary
traffic being discussed by his committee, and Mr.
Harcourt Clare — now Sir Harcourt Clare — said there
was no such thing as extraordinary traffic in Lan¬
cashire. He then said it was the duty of the local
authority to bring up the roads to the needs of the
industries of the neighbourhood. There was a good
deal to be said for that. On the other hand, he
agreed with Mr. Collins that there was some obliga¬
tion on the owners of vehicles to so construct their
vehicles that they would not cause undue damage
to the roads, having regard to the uses they made
of them. A Departmental Committee was considering
this, and the Government had agreed to appoint
a Select Committee to consider the damage to roads
by motor omnibuses, and he did not suppose they
would get any legislation until those committees had
reported, whether it was before or after the end of
the war. There was room for great improvement in
the construction of vehicles, both as to the weight
and speed of vehicles using the roads; and if those
vehicles were improved he thought they would get
very much less damage of the roads. Mr. Wakelam
was great on damage by motor omnibuses. Those
companies were not philanthropists ; they did not
run ’buses for the sake of pleasing the residents in
the neighbourhood on which they placed their ser¬
vices; they run the ’buses to make money. If they
were to make money there must be a demand for
their services. Then against the damage to the roads
they must set the question of public utility and
public necessity. He should like to know Mr. Wake¬
lam’s views as to whether he was. of opinion
that motor omnibus proprietors should pay
the cost of the damage they cause to the ' roads
or whether they should contribute to the cost, which
were two very different propositions. In the scale of
rates which Mr. Wakelam published, and which he
thought he fathered, of the user of the various kinds
of roads with a very frequent service of motor omni¬
buses, the ’bus companies would pay considerably
more than the cost of the upkeep and maintenance
of the roads they used. That seemed hardly fair to
the motor omnibus proprietors. Don’t think he was
inclined to hold a brief for the motor omnibus pro¬
prietors. His opinion was that they should be com¬
pelled to pay a reasonable amount towards the cost
of repairs of the roads they used, but at the same
time they were going to penalise them and the public
if they were going to seek to obtain from them the
whole cost of the roads they used. He was sorry to
disagree very thoroughly with the scale of rates in
Mr. Wakelam’s paper, though they might be logically
propounded. In regard to the damage done to water-
bound and tar-bound macadam roads, he thought
speed, as well as the diameter of the wheels, was
the greatest factor. He had noticed it in Kent.
They had over 600 mires of roads, 314 miles carrying
omnibus services. . On the flat gradients the damage
was much less than on the steeper gradients. Mr.
Dryland mentioned the fact that the tractive force
was greater on tar-macadam roads than on water-
bound macadam roads. That depended a great deal
upon the temperature at which the traffic was
carried. In the summer months the tractive force of
tar macadam was greater when the surface was
plastic. They had a case in the neighbourhood of
Blackpool, where in summer time the ’buses could
not get along a tar-macadam road. In hot weather
the tractive force required was much greater than on
water-bound roads, but the cohesion of the metalling
rendered it very much less liable to corrugation than
water-bound roads. On the question of claims for
extraordinary traffic it would, be very interesting to
know what the legal fees amounted to in the Abing¬
don case, and whether they were more than the
£356 awarded. He thought the last thing they should
do was to spend money on legal fees which could be
much better spent on the restoration of the roads.

Mr. H. E. Stilgoe (Birmingham) said they must
draw a very sharp distinction between extraordinary
traffic and the increase of general traffic. He looked
upon extraordinary traffic as the imposing upon the
road of traffic, to which it had never been accus¬
tomed, and traffic for special purposes. Now in the
case of the road in question it was quite certain
it was never constructed for the traffic now upon it.
He had in his experience several cases of traffic
to which roads had been exposed which those roads
never saw until the last few months. Formerly those
roads never carried anything but an occasional
tradesman’s or farmer’s cart. To-day they were cut
to pieces through the crust and the foundation by
steam tractors. In these days it was impossible to
look upon motor vehicles as extraordinary traffic.
The general increase of traffic of a district must be
met by better construction. He thought nobody
would quarrel with that. They ought to look upon
the two things as quite distinct. The main plank
of this paper was the Abingdon case, with which
they were all familiar. That case went to the House
of Lords, and was decided in favour of the highway
authority. The case was no doubt one of extra¬
ordinary traffic, and the damage should be paid for ;
whether by process or going to the courts or whether
by mutual consent or- agreement, which was better
and cheaper, did pot very much matter. But they
must make this very sharp distinction between de¬
struction done by such traffic and destruction done
by ordinary increase of traffic. He supposed all of
them who had charge of roads on which there was
a general increase of traffic, although it annoyed
them at the time, were glad to welcome it, because
it meant increase of business and increase of profit,
and they welcomed that. One had only to go into
Kent, into Mr. Chapman’s district, and there were
roads in that country -which during the period of
the war had been subject to immense traffic, and
no doubt the military authorities, or whoever they
might be responsible for that traffic, should make
a due contribution to put those roads right. That
was a question of extraordinary traffic. But when
one came to the large towns, as Mr. Harcourt Clare
said, they had got this great increase of traffic on
the roads to meet, and it was their business to meet
it. If extraordinary traffic caused damage then the
people responsible should make it good, but iT it
was ordinary traffic then the local authorities should
make their roads strong enough to carry it.

Mr. R. A. MacBrair (Lincoln) said statements had
been made so different from his own experience that
he must say . something. It was stated that the
damage clone on level roads was greater than on
gradient roads. (Voices: “No.”) He happened to
live on a road in Lincoln where a large amount of
munition traffic was going on. Heavy loads had
been carried night and day over that road for months.
There was a level part at the bottom of the road
which was tar macadamised, then there were
gradients varying from one in ten to one in twelve
which were laid with ordinary macadam. Since that
traffic began in July last he had covered the road
with ordinary macadam twice, but it was no use, it
would not stand the traffic; and now he had laid
it with tar macadam. Wherever the heaviest gradient
was there the most damage was done. At the bottom
of the road they found damage done where the
drivers were trying to get up speed. But the left-
hand side going up the hill suffered most. Coming
down on the other side with the vehicles usually
empty there was very little damage done. Of course,
we were at war, and the drivers took no notice of
roads and came down at full speed. The War Office
sent an inspector down, and they were going to pay
a certain amount. The damage on the heaviest
gradient was greatest, so that ordinary water-bound
macadam was useless. They were hoping that this
tar macadam would answer. He had put down tar
macadam on gradients of one in ten or twelve, quite
to the dismay of his chairman. The corporation met,
and one. after another came up and praised the road.
Of course, the chairman never said : “ The surveyor
did it contrary to my wishes.” iSo the result was
that on this very road the chairman came and said :
" Don’t you think we had better put a little more
tar macadam? ” He answered: “Yes, if we can get
the tar macadam.” It had proved so-satisfactory on

July 13, 1917.

AND COUNTY ENGINEER.

the part of the road they had done that if they could
get hold of some more tar macadam they were going
to do it It was only a c'ountry road, and they could
not put wood or stone setts down. It had proved so
successful that he advised other members to put it
down.

Mr. E. W. Booth (Wellington) said Mr. Silcock
and Mr. Boulnois had mentioned the pitfalls and
difficulties in the way of legal procedure. It seemed
to him that the difficulty here was too elaborate a
tribunal. When they got the report from the Depart¬
mental Committee now sitting it seemed further
legislation was bound to take place arising out of
that report. Surely it was a matter for this institu¬
tion and other similar institutions to see that the
method of the tribunal was considerably simplified.
Most of them were aware of the simple method of
procedure adopted under the Finance Act of 1909-10,
whereby a panel of surveyors were able to decide
the matters arising out of that Act. If the matters
arising out of that Act could be dealt with by a panel
of surveyors, how much more easily could this matter
be dealt with by a similarly constituted tribunal.
It seemed to him a matter which this institution
ought to bear in mind to take such steps either now,
or when expedient, in order to simplify the method
of tribunal, and allow matters to be brought before
a panel of surveyors, merely leaving it to the Judges
to deal with points of law. He had had a good deal
to do with the Finance Act of 1909-10, and it seemed
to him there were many other matters which might
be dealt with in the same way as that, and this was
one of them.

Mr. D. M. Jenkins (Neath) said he had read the
paper with a good deal of profit, and having had
some experience on this subject recently he would
like to make one or two observations. In passing
he might refer to Mr. Wakela'm’s opening statement.
Mr. Wakelam was probably right in saying that this
was the first paper submitted to a general meeting-
on this subject, but he might refer to two papers
early in 1915, one at Doncaster and the other at Car¬
diff, where he read a short paper on a cape on which
he was then engaged. Mr. Wakelam’s paper was
particularly interesting to him because the decision
in the motor-’ bus case at Abingdon was the chief
plank in his platform. There the conditions were
somewhat limited. The traffic, although not so sub¬
stantial as Mr. Wakelam pointed out, was not heavy
road traffic, and motor ’buses were much heavier
than any other traffic on those roads. The point
was: Would motor-’bus traffic be considered extra¬
ordinary traffic on roads carrying heavy motor traffic
of all descriptions ? The main roads from Cardiff on
the east, Swansea on the west, and Aberdare on the
north were typical roads of South Wales. They
were roads subject to motor traffic up to 2,000 tons
a day; that included trams, but not motor-’buses.
The motor traffic included motor-ears, motor vans,
motor lorries, light tractors, and traction engines
with trailers. The roads were generally water-bound
macadam roads, periodically tar-sprayed, with tram¬
way generally on one side. T]^e motor-’bus service
was started on these roads three years ago, two ser¬
vices, the principal ..one not being licensed by the
borough authority; the other was licensed. The
motor-’bus traffic caused the roads to -be cut up in
an extremely bad manner. Before the motor-’bus
traffic was started holes were occasionally found in
the roads, but they were very exceptional; but as a re¬
sult of this traffic holes were scooped out in the roads,
which caused constant and heavy repairs. The motor-
’buses had a wheel base of 15 ft., and were generally
very much the ordinary type of ’bus. That the
special kind of damage was due to the ’bus traffic
was proved by observation of these particular roads
and comparison with other roads where there was
no ’bus traffic. They came to the conclusion that
the only effective way of dealing with these roads
was to adopt some other form of construction for
them. A scheme was prepared and submitted to the
county council and Road Board, but, he need not
say, under present conditions it was in a state of
suspended animation. An interesting point which
had a bearing on > some points in Mr. Wakelam’s
paper was that early last year a licence was granted
to the owners of the principal line of omnibuses.
Hitherto the council had refused a licence. Last
year a licence was granted, but subject to certain
conditions; the principal condition being that the
speed of the ’buses in passing through the borough
should be limited to 6 miles an hour, which was a
very low speed, the ’buses running up to 15 and
20 miles an hour. The conditions were accepted.

The result was that the damage was much de¬
creased. In the centre of the borough it was very
small indeed. The damage was now greatest on
the outlying portions of the roads, where it was im¬
possible to hav6 observation of the speed at which
the ’buses ran. Generally, as a result of his own
observation and the study of the mechanics of the
question, he agreed with Mr. Wakelam as to the
three main factors of damage caused by motor-
omnibuses, given on page 40 of the paper. The
motor-’bus when running at high speed had a
peculiar action on the road surface; and this was
greatest where the foundation of the road was com¬
paratively weak. An. interesting circumstance was
that on roads where there was a tramway on one
side the rocking or “ bouncing ” action was much
accentuated. Could motor-’bus traffic be considered
extraordinary traffic under conditions of this kind?
The case seemed to him to come within the- terms
of the judgment in Hill v. Thomas-. “Extraordinary
traffic will include all such continuous or repeated
user of a road by a person’s vehicles as is out of
the common order of traffic, and as may be calcu¬
lated to damage the highway and increase the ex¬
penditure on repair.” There was also the judgment
of Lord Loreburn, which was quoted and empha¬
sised by Mr. Justice Sankey, to the effect that the
traffic may be extraordinary by reason of the pur¬
pose or the occasion or the quality of the method
of use. Could claims succeed except in cases of
traffic for temporary purposes or in respect of roads
other than heavy traffic main roads ? One practical
difficulty as in their case was that they were forced
at an early stage to incur capital outlay on improved
surfaces of the roads in order to keep them in any¬
thing like good condition. It did seem unfair that
the proprietors of motor-omnibuses who were out to
earn profit should make no contribution at all to the
maintenance of the roads. The apparent line of
deliverance was a contribution by the owners of
motor-’buses using the roads to the cost of, main¬
tenance on a mileage or other basis. Undoubtedly
the future development of road traffic would be very
great indeed, but he thought what Mr. Collins had
said about an improved system of motor vehicles was
one which had to be faced in dealing with this pro¬
blem, or else the roads would become impassable to
ordinary traffic. As to the bases of contribution,
there was much to be said for the system of taxa¬
tion of road vehicles outlined by Mr. Elford at the
National Road Conference of 1915. Mr. Elford would
make it depend on distribution of weight, speed,
loading, wheel diameter, &c., and his paper aimed at
encouraging manufacturers to design vehicles least
likely to cause damage to the roads. But this was
dealing with this matter only on a static basis ;
dynamic considerations should also be directly
taken into account by adopting mileage charges.
The mileage rates dealt with by Mr. Wakelam of §d.
per ’bus mile was obviously inadequate for water-
bound macadam roads. The rates mentioned in the
paper could only be considered as standard rates
subject to considerable variation, depending upon
local conditions, width and character of roads. He
trusted that the committee appointed by Parliament
.would arrive at an equitable basis with sufficient
‘elasticity to meet varying local conditions.

Mr. 8. S. Gettings (Dorking) said, as representing
a comparatively small authority, he would like to
say that to the small quite as much as the large
authorities this subject was of paramount import¬
ance. He and his council at Dorking had this
matter in hand. They, unfortunately, were suffering
from extraordinary traffic, due to timber haulage for
the War Office, and the matter was complicated in
this way: that the lumber itself was bought from
two different forests, and part of it was under the
control of the War Office and part of it under the
control of their agents. They had, over certain dis¬
trict roads of quite minor importance, timber hauled
by different people for two different parties. In
dealing with the timber directly hauled by the War
Office, which was acting through the Home Grown
Timber Committee, he found the matter quite easy of
solution. The Home Grown Timber Committee itself
was represented at the Road Board, and he antici¬
pated no difficulty in dealing with the Road Board
on the subject. His difficulty was this: that the
timber bought from a private contractor was being
hauled by the same haulier as that by the Home
Grown Timber Committee, He would like to make
this suggestion, that the matter be considered bv the
council of the institution, and if they thought it
wise, a proposal be made to the War Office and the

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

Road Board to fix a ton-mileage contribution to the
roads for the whole of the lumber hauled over the
roads. If that were done it would simplify the
matter of claims for road repair enormously. In
every case now the surveyor was bound to assume,
that the u bimate issue would necessitate proceedings
in court. It seemed to him from the commencement
that it was the surveyor’s duty to take the necessary
statistics of the traffic that went along the roads.
That was an expensive business and it was a most
unprofitable business. It was common knowledge
that the costs for any such work could not' be re¬
covered from any authority. It seemed to him that
the matter might be solved in that way. He quite
agreed with the author as to coming to an arrange¬
ment with the motor omnibus companies. But from
his experience it was impossible to come to an
arrangement with private hauliers until they saw
the authority -yas prepared for a fight. He would
like to ask Mr. Wakelam whether it was essential
to include the names of all the hauliers who were
carrying traffic over the roads in question.

Air. C. F. Gettings, county surveyor of Worcester¬
shire, said what occurred to him on the question of
extraordinary traffic was that in the majority of
cases it was either the county or the rural district
that suffered ; inasmuch as in the city or urban dis¬
trict their roads would carry much heavier traffic
than the other two. With regard to making claims
by either county or rural authorities, he had in his
mind a road, a continuous road for over 40 miles,
which started in Mr. Stilgoe’s area in the city of
Birmingham and went right through to Malvern,
going through the areas of several authorities. Some
sections of that road were quite capable of carrying
motor ’bus traffic, others were not. Until four years
ago he never saw anything on that road but a private
motor car or the ordinary traffic of the district. They
had had difficulties with that road. There were
several cases where they thought claims might be
put up, but they had to deal with adjoining authori¬
ties, and what one considered extraordinary traffic the
other did not, and it did seem to him that they must
have the other authorities in agreement to bring. out
a successful issue: And it was very difficult to get
that against the companies. Many of these ’buses
were run by central companies, and their finances
were unknown. The general policy of public autho¬
rities was to settle, which they more or less agreed
with. The Act which was recently passed, and which
they thought was going to be a big safeguard, was
limited very much by the expression " what has been
regular use.” In Worcestershire they had ’bus ser¬
vices which were quite small three or four years ago.
He had in his mind services where there were only
half a dozen ’buses run a day; those had gone up to
100 ’buses a day. They had been advised that those
services, being on before the passing of the Act, shut
out any case for making a claim. Personally, he
thought the paper a most useful one for showing the
method of bringing claims for extraordinary traffic,
but he thought it much better if they could to settle
by agreement rather than to go into court.

Air. AIarlow Reed (Aliddlesex County Council) said
that for the twentieth century Institution of Muni¬
cipal and County Engineers to be discussing interfer¬
ences with and regulations. of the progressive mechani¬
cal traction of this country was a thorough mistake.
He spoke as a public man and not as an engineer. It
was his duty to see that the trade of Middlesex was
carried. He was quite pleased to hear that several
members had realised that they had got to go into
that kind of thing, as most of the manufactories would
be distributed over the surface of the country. There
would be many manufacturing centres started where
there were now green fields, and a good deal of that
traffic would have to be carried by motor traction
along the roads. They would not wait for railways
to be built. There was great pressure being put on
the Government to put up 500,000 working-class
dwellings? They had got to make roads that would
carry all traffic. That was what the ratepayers ex¬
pected from them. They must ask for more money.
If they had to give more brains and attention to this
kind of thing then they must have more money for¬
doing it. But it must be done. It was too late in
these days to talk of hindering and hampering trade
in this country. They wanted help, and they looked
to municipal engineers to do the needful.

Mr. F. Wilkinson (Deptford) said he would like to
take exception to Air. AIarlow Reed’s speech, and in
doing so he endorsed what Mr. Collins had said as
to the need of improvement in the construction of-
motor vehicles. Mr. Marlow Reed said it was up to

them to make good roads. He quite agreed. But
had there been the same mechanical progress ? There
were the same springs on vehicles as were in use one
hundred years ago. The springing in almost every
case was the reason why they got damage to the
roads.

The President remarked that they had had an
exceptionally good discussion, and put the vote of
thanks, which was carried.

Mr. Wakelam, in replying,- said the paper had
been prepared from quite a different standpoint to
that which had been taken by several of the speakers.
It was prepared for the purpose of bringing the ques¬
tion of extraordinary traffic before the meeting and
not from any personal feelings towards that traffic.
He had nothing else in his mind. It was to allow
those who had had, or were suffering from, extra¬
ordinary traffic an opportunity of voicing their
grievances, and also their expectation of contribu¬
tions from the War Office and the Alinistry of Muni¬
tions in regard to the traffic on the roads. Mr.
Marlow Reed’s remarks were in his mind at the
moment. Paragraph 4, on page 43 of the paper, if
they would carefully read it fully, answered every
point Mr. Reed raised. It said, “ In connection with
the question generally the writer is quite certain that
no authority lias the least desire to throttle industry
or trade.” He thought that was an answer to Air.
Reed. Now, going on generally with the comments
which had been made during the discussion, which
had been, as the president remarked, a very interest¬
ing one and a very long one. Air. Hadfield first of
all called attention to the damage of the roads in
Sheffield, and he understood him to say there was very
little damage caused there by motor omnibuses. That
might be so, but Sheffield was an exceptional town.
Many of the streets were paved with large granite
setts [Mr. Hadfield: Not where the ’buses run.] Alore
than two-thirds of the area of Sheffield was covered
with granite setts [Mr. Hadfield: No.] to carry the
tramways. The -Sheffield Corporation were quite
differently placed to deal with motor omnibus traffic
than most of the rural counties of this kingdom.
During the past year Sheffield made a profit of about
£9,000 on their motor omnibuses. Did they,' in taking
account of their motor omnibus profits make any
charge against the revenue account for the damage
caused to the roads ? Take a tramway. A tramway
had to maintain two-thirds of the roadway. With
regard to Air. Silcock’s remark that the judge in the
Abingdon case held that the time would come when
the motor omnibus traffic in Abingdon would become
ordinary. He did not think motor omnibus traffic
could be termed extraordinary after a lapse of three
years. Air. Silcock mentioned that a string of carts
going in procession did as much damage as motor
omnibuses. There was a case where a claim was
brought by the Shropshire County Council against the
Wolverhampton Corporation for damage caused in
carting to their waterworks. It was held that traffic
by strings of carts was extraordinary traffic, and they
had to pay for it. Then Mr. Silcock referred to the
preparation of certificates by counsel. Mr. Silcock
was quite right when he said the certificate should
always be prepared, or at any rate approved, by
counsel. His paper stated that the engineer should
always be the medium through which information
was given to the authority, and it was his function
to prepare all figures. He never said _the engineer
should not take the responsibility for his own figures.

Mr. Silcock: Page 42, second paragraph.

Air. Wakelam .said that Air. Silcock, in his refer¬
ence to the Billericay case, said it was ruled that “ to
prove your case you must have evidence, of the cost
of comparable roads in the immediate neighbour¬
hood.” Take the case of a rural district. Take the
case of Mr. Webb, of Hendon, and his roads. How
much difference would they find in half-a-dozen of
those roads ? He ventured to say they would not find
a difference of fifty tons a week for any of those roads.
Surely those could be considered comparable roads.
There was no difficulty in getting similar roads for
comparison in any of the rural districts of the coun¬
try. Mr. Boulnois made some pertinent remarks in the
discussion. M.r. Boulnois hit the nail on the head
when he said the certificate was the fundamental
point. If they had not the fundamental right in a
case of this kind tliey had better take no steps at all.
Then someone raised the point as to whether he was
right when he said the damage to granite setts was
higher than to wood paving. Mr. Blair answered that
case very fairly. There was no doubt that steel tyres
going over granite and Durax pavement did aceen-

July 13, 1917.

AND COUNTY ENGINEER

tuate the damage. There were more displacements
and more crushing of setts, as everybody knew who
had to deal with granite setts and wood blocks. There¬
fore his point was in connection with wood paving;
the rate should not be so high as with Durax or
granite. Mr. Collins also made some excellent re¬
marks about the weight of vehicles. Mr. Collins
woidd agree that if they distributed the load properly
there was not much damage. But if they had got a
motor vehicle in which three-fourths of the weight
was on the front wheels they were bound to get undue
damage. Take a tramcar running on bogey wheels;
they got rid of the “ bounding ” action to a large ex¬
tent. Mr. Dryland referred to the greater tractive
effort on tar macadam as compared with water-bound
macadam. Mr. Dryland qualified that to a great
extent by saying that if they took the traffic all the
year round the statement would be correct. Mr.
Chapman told them that Sir Harcourt Clare said in
Lancashire fifteen years ago there was no such thing
as extraordinary traffic. Sir Harcourt Clare had now
altered his opinion because he knew they had cases
pending in the courts dealing with extraordinary
traffic. Then he said Mr. Wakelam was great on
damage by motor omnibuses. He resented that state¬
ment. He had to look after the interest of the rate¬
payers. It was quite true to say that he got three-
fifths of a penny per ’bus mile, an arrangement which
he thought all the ratepayers were satisfied with. He
repudiated Mr. Chapman’s statement altogether. He
simply wanted to obtain what was due to the rate¬
payers of the district in which he resided and where
he worked. Mr. Chapman said public utility and
necessity had to be considered, and he said so in the
paper. Those were the two fundamentals of the ques¬
tion. Mr. Chapman wanted to know' if he thought
it fair and right that the owners of motor-buses
should bear the whole expense of the roads. He con¬
sidered they should pay the damage they caused;
that was as far as he went. Mr. Chapman said he
did not think the rates were quite suitable, but his
council had themselves adopted the rates recently.
It was a little unfair for Mr. Chapman to come there
and say the rates were unfair when he had adopted
them. Mr. Stilgoe referred to Birmingham. Birming¬
ham made a profit last year of £10,085. They ran
their own ’buses and made the profits, and were quite
satisfied; but other provincial councils were not satis¬
fied. They said, “ Pay us such a sum as we think
you ought to pay us.” Parliament had recently said,
through the Emergency Act of 1910, that omnibuses
should be termed extraordinary traffic, and be made
to pay. If Parliament had said that local authorities
were justified in coming forward and saying, “ We
have sustained this damage, and want some of their
money,” he could not understand the objections which
had been urged. Then the greatly increasing traffic
on the roads. The greatly increasing traffic they did
not consider to be extraordinary traffic. It was traffic
which .was coming on to the roads by reason of the
increasing trade, and they did not place any obstacle
in the way of it. They did not want to mulct these
people for carrying on the ordinary business, or the ex¬
traordinary businesses, of the country. In Middlesex
they were better placed than most counties. They had
got a bigger population and a bigger rateable value ;
but, in justice to other counties, they were perfectly
justified when they had a claim for extraordinary
traffic in going for it. Mr. Jenkins raised the point
as to when motor omnibuses should be considered
ordinary traffic. Mr. Justice Sankey inferred in the
Abingdon case that if motor ’buses went on for any
length of time it would be ordinary traffic, just the
same as the ordinary business of a builder or con¬
tractor. No one thought of going to him for damage
for extraordinary traffic. Motor omnibuses went into
a district, they knocked the roads all to pieces with¬
out paying anything for them, while a tramway com¬
pany had to pay for going thfough, and had to main¬
tain two-thirds of the road surface. Mr. Gettings
asked him whether he considered timber haulage ex¬
traordinary traffic under the conditions he mentioned.
All he could say was that he would advise him to get
the opinion of the lawyers.

Mr. S. S. Gettings explained that he did not ask
whether any traffic was extraordinary or not, but
whether the matter might be considered by the
council of the institution, and see whether the
Government would not make compensation to the
local authorities on a ton-mile basis, so as to obviate
cases being taken into the courts.

Mr. Wakelam remarked that Mr. Gettings, of Wor¬
cester, made one most useful suggestion, to the effect
that agreements should be made with the companies.

His advice was — make agreements with the companies
amicably, get the whole thing settled under the Emer¬
gency Act of 1916, and he thought everybody would
be satisfied.

Mr. W. J. H^dfield explained that there were no
motor omnibuses being run in Sheffield where there
were trams. Then as to profits, they did not make
anything like the profits stated by Mr. Wakelam.
They had had to increase the fares on the motor ’buses
20 per cent this year. The £9,000 mentioned was the
gross profit, without depreciation.

Mr. Wakelam: It is the nett profit which goes to
rates of Sheffield. It has been published in the Press.

The meeting then adjourned.

(To be continued.)

CORRESPONDENCE.

Bi V at'rjp ov iravO' opa

( One man does not see everything.)

— Euripides.

MR. WAKELAM AND EXTRAORDINARY TRAFFIC.

To the Editor of The Surveyor.

Sir, — Will you kindly allow me to remark in your
paper on the manner in which Mr. Wakelam, at Hast¬
ings, twisted my observations to suit his own ends
when he had the last word on his paper and discus¬
sion thereon ?

When referring to Sir Harcourt Clare’s expressed
opinion on extraordinary traffic in Lancashire I was,
of course, referring to heavy motor-car traffic in con¬
nection with Lancashire industries, and not to motor-
omnibus traffic. Twelve to fifteen years ago there was
not very much motor-omnibus traffic there.

Everyone but Mr. Wakelam ought to know that
there, are as “ rural ’.’ main roads in Lancashire as in
any other county, and there are, of course, instances
of extraordinary traffic.

In regard to the Local Government Emergency Pro¬
visions Act, 1916, sec. 20, as county surveyor of Kent
1 had some small part in drawing up the Kent scale
of contributions. I say it was not based omjthe. scale
“ fathered ” by Mr. Wakelam, although the latter was
published broadcast first. If Mr. Wakelam contra¬
dicts me again, he is, as he claims to be, an “ expert
witness.”

Having served ten years under the Lancashire
County Council, and nearly four in Kent, I do not
usually talk “through my hat” when referring to
matters that have occurred in connection with my
duties in these counties. I do not, however, claim to
know anything about Mr. Wakelam’s county business.
— Yours, &.c.,

H. T. Chapman.

County Surveyor’s Office,

St. Peter-street, Maidstone.

June 30, 1917.

ROAD MATERIALS.

CONTROL COMMITTEE'S REQUIREMENTS.

The attention of quarry owners, managers, or other
persons engaged upon the quarrying or output of
road materials in quarries, slag dumps, or slag works
is drawn to the notification in the London Gazette
of June 26th, 1917, whereby they must furnish full
details of their output and labour to the iSecretary,
Hoad Stone Control Committee, No. 35 Cromweli-
road, London, S.W. 7, on forms to be obtained from
him.

The particulars required are as under :

(1) The output each month of road materials, in¬
cluding quarried stone (not flint or gravel), slag, and
tarred materials, during the year ended 31st March,

1914.

(2) Particulars of labour employed producing the
above output during the year ended 31st March,

1914.

(3) The output each month of road materials, in¬
cluding quarried stone (not flint or gravel), slag, and
tarred materials for the period January 1st, 1917, to
31st May, 1917.

(4) Particulars of labour employed producing the
output for the period January 1st, 1917, to 31st May,

1917.

(5) Any other information which may be specially
called for, under the authority of the Army Council,
regarding any particular quarry or slag dump. '

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

Municipal Work in Progress and Projected.

The Editor invites the co-operation of Scrvesor readers with a view to making the information given under this

head as complete and accurate as possible.

BUILDINGS.

Barnsley T.C. — It has been agreed to purchase the
Pindar Oaks estate, comprising residence and eleven
acres, for £2,000, to be used as a maternity home and
child welfare centre.

Crook U.D.C. — It is proposed to build a council
chamber and public hall at an estimated cost of
£6,000.

Hull T.C _ The town council are considering the

question , of providing an institution for mentally
defectives.

Middlesbrough T.C. — The borough engineer, Mr.
S. E. Burgess, has prepared three alternative
schemes for a clinic for the treatment of venereal
diseases. These schemes, which are located at vari¬
ous parts of the town,- are under consideration by the
town council and the North Riding County Council.
It is proposed that the populous urban districts in
the environments of Middlesbrough, and which are
in the area of the North Riding County Council, shall
join with Middlesbrough in the working of an
approved scheme. The estimate for the various
schemes, each embodying the same accommodation,
is approximately £6,000 each. The plans have also
been sent to the Local Government Board for their
opinion as to which of the schemes should be put
into operation.

Weybridge U.D.C. — A proposal is being considered for
setting aside part of the municipal buildings as' a fire
station.

Wolverhampton T.C. — A tender has been accepted for
the erection of a new boiler-house wing at the electri¬
city station at a cost of £5,936

HOUSING AND TOWN PLANNING.

Airdrie T.C. — The sanitary inspector has been autho¬
rised to confer with the surveyor of Coatbridge with a
view to reporting upon any area or areas that might
form the subject of joint action in the matter of the
housing and town-planning scheme.

Bradford T.C. — The city engineer, Mr. W. H. S.
Dawson, and the assistant town clerk have been
authorised to confer with the Local Government
Board with respect to a proposed housing scheme at
Eccleshill.

Bristol T.C. — With reference to a suggestion by the
Health Committee that the whole of the vacant St.
Philip’s site should be* laid out as a playground, the
Sanitary Committee have resolved to adhere to their
original decision to utilise the ground for a housing
scheme.

Dundee T.C. — A communication has been received
from the Dundee Labour Housing Council intimating
that they had had housing plans prepared, and ask¬
ing the opportunity of co-operating with the town
council. To this the town council have agreed.

Edinburgh T.C. — The medical officer of health. Dr.
Maxwell Williamson, reports that the available hous¬
ing accommodation of the city has been strained to its
utmost capacity, and it becomes necessary under
existing urgent conditions to 'permit the continued
occupation of many houses which, under other cir¬
cumstances, would certainly be condemned. The
housing problem, therefore, meanwhile is being con¬
siderably accentuated by the undue strain which is
being put upon the existing facilities.

Hetton U.D.C — Tire surveyor has received instruc¬
tions to prepare plans and an estimate for the erec¬
tion of thirty-three working-class houses.

Plymouth T.C. — The town council have granted the
Special Works Committee the power to obtain the
necessary assistance for the preparation of a town-
•planning scheme.

Sheffield T.C. — The Estates Committee of the City
Council have submitted a scheme for the erection at
High Wincobank of 224 houses, and at Crookes, on
the Walkley Hall estate, of 200 houses; also the pro¬

posal of a private builder to erect 117 others.
The committee point out that in future the
corporation should step in where private enter¬
prise fails to provide working-class houses, but
that the corporation should take in hand a
building programme for, say, five years, building
800 houses jeer year, roughly a third of the esti¬
mated requirement, thus leaving plenty of oppor¬
tunity for private enterprise. The suggestion of 800
per year is put at the minimum, but if building is
not taken up by private enterprise the corporation
will perforce have to build more extensively.

MOTOR TRANSPORT.

Dewsbury T.C. — It is proposed to purchase an elec¬
tric commercial lorry for the use of the electricity de¬
partment at a cost of £911.

Ilkeston T.C. — It was stated that it was the inten¬
tion of the town council to purchase a motor water
sprinkler after the war.

Leyton U.D.C. — The council are recommended to pur¬
chase a motor ambulance.

Swindon T.C. — A decision has been reached to pur¬
chase a motor ambulance.

ROADS AND MATERIALS.

Amesbury R.D.C — The schedule of the roads of
national importance in the rural area, referred to last
week, was prepared by the surveyor, Mr. T. Wood,
not by Mr. J. T. Huxbam, who resigned some twelve
months ago.

Chester T.C — The city council have referred to the
General Purposes Committee reports upon the condi¬
tion of the tramway track prepared by the city
engineer, Mr. W. M. Jones, and the electrical engineer.

Helmsley R.D.C. —The council are asking the Road
Board for a grant towards the cost, estimated at £374,
of repairing the road at East Newton, leading from
the junction with the main road to the Helmsley
boundary to Nunnington Station. — A committee has
been asked to report on the possibility of working the
quarries at Laddie Ghyll, and the probable cost of con¬
structing a road to the quarries.

Houghton U.D.C. — In order to overtake some of the
delayed repairs to the streets it has been decided to
engage women street sweepers, and thu.s release the
four, roadmen remaining for heavier work.

Hove T.C — Following upon a suggestion by the Local
Government Board, the Works and Improvements
Committee recommend that application be made for
sanction to a loan of £4,000 for the wood paving of
Western-road after the war.

Islington B.C. — The Works Committee recommend an
expenditure of £580 upon road repairs in Shepperton-
load and Gillespie-road.

Leicester T.C. — The town council have accepted the
tender of Messrs. H. V. Smith & Co., London, for tar¬
spraying the macadam roads. Alderman Yearby said
that it was impossible for the Highway Committee to
undertake the work at the present time, and they were
fortunate in having been able to get the work dgne by
Messrs. Smith at the same price as the county council
was paying.

Limavady R.D.C. — It has been resolved to recom¬
mend the Londonderry County Council to grant to
the road contractors in the Limavady rural district
war bonuses ranging from 3 to 10 per cent... on the
understanding that the. contractors will take into con¬
sideration the interests of the surfacemen and give
them adequate remuneration for their work.

Lincoln T.C. — Arrangements have been reached with
the parties concerned for the widening and partial re¬
construction of Coulston-road, at an estimated cost of
£350, but. the work will remain in abeyance for the
present.

Norfolk C.C — The county surveyor, Mr. W. Gladwell,
reports that the total cost per mile for ordinary main¬
tenance, including all items such as materials, team
and manual labour, steam rolling, tools, stationery,
management, and also repairs to footpaths, bnt ex¬
cluding improvements, was £34 12s., as compared with

July 13, 1917.

AND COUNTY ENGINEER.

CIO Gs. Gel. last year. The cost per mile for the year
ended March 31, 1914. was £51 7s. 2d. There is a
shortage in the deliveries of materials, and difficulty
experienced in obtaining carters. Owing to the pro¬
longed drought and the dearth of manual labour,
gravel roads especially have in many instances broken
up. Several sections of roads contiguous to camps
have been resurfaced under military requisitions. In
instances where it has been possible to obtain
materials and the necessary labour, the work apper¬
taining to the improvement of road surfaces under
the 19i5-16 Road Board grant has been proceeded
with.

Pickering U.D.C. — As there is no labour available
to tar slag, the council have agreed to purchase a
quantity of prepared tar macadam.

Richmond (Surrey) T.C. — The Highways Committee
recently made an application to the Road Board for
a contribution towards the cost of repairing
Petersham-road, but the board decline to make any
contribution. Further, they have intimated to
Tarmac. Limited, that at the moment all their output
of Tarmac is required by the board for military road
purposes, but as soon as practicable material will be
released so as to enable the company to supply the
needs of the corporation. In these circumstances the
committee regret that some delay in putting in hand
the repair of Petersham-road is unavoidable.

Somerset C.C. — It has been agreed to spend £175
in the purchase of land at Brislingtbn for the pur¬
pose of widening -the main road to Bristol. .

Stratford-on-Avon R.D.C _ The surveyor, Mr. W. E.

Coles, complained that he was allowed only half a
gallon of petrol weekly to get round his district. He
had written to the Petrol Control Board twice with¬
out getting a reply, and he should like the clerk to
write and ask for his. allowance to be increased to a
gallon and a half. The chairman said there could be
no objection to that, but he was afraid it would not
be much good. Mr. Coles observed that he wrote as
far back as last April.

SEWERAGE AND SEWACE DISPOSAL.

Bolton T.C. — -A scheme of extensions at the As t ley
Bridge sewage works has received the approval of the

town council.

Bridgwater R.D.C. — The county council have
approved the scheme for the construction of a 12-in.
pipe drain at Pedwell Hill, Ashcott, at an estimated
cost of £317.

East Crinstead R.D.C. — it has been resolved to take
up additional land at the sewage disposal works on
Lower Parrock Farm.

Folkestone T.C. — An amended estimate of £475 has
been submitted for the sewer extension in Cheriton-
road, and the borough Surveyor, Mr. E. A. Nichols, re¬
commends that the „sewer should be covered with re¬
inforced concrete, at an additional cost of £225.

Redcar U.D.C. — Expert advice is to he obtained with
respect to the condition of the main sewers.

WATER, CAS, AND ELECTRICITY.

Airdrie T.C. — The question of a complete scheme of
public gas lighting is being considered.

Newport (Mon.) T.C. — The Waterworks Committee
recommend the corporation to apply for Parliamen¬
tary powers to proceed with the new waterworks at
Talybont, Breconshire. The town council are also
advised to consider the offer of the Merthyr Town
Council to commence supplying Newport in 1921 with
500,000 gallons per day at 7d. per 1,000 gallons, and
increase the consumption and reduce the price
gradually until 1938, when they could supply the
4,000,000 gallons daily at 4d. per 1,000 gallons.

Nottingham T.C. — When the report of the Water
Committee, was submitted at the city council meeting
last week, Sheriff Swain asked whether the new pro¬
cess of filtration would have the effect of minimising
the effect on hot water pipes of the new Derwent,
Valley supply, and whether the water, as now to he
filtered, would have a good colour. — The chairman of
the Water Committee, Mr. A. R. Atkey, replied that
no process could avoid the ultimate filling-up of iron
pipes, which was a normal process, but the Derwent
Valley water, as it was proposed to treat it, would
have no more undue prejudicial effect than that of
the present supply.

Oldbury U.D.C. — The gas undertaking yielded a net
profit last year of £2,242.

Sheffield T.C. — The Sheffield Corporation Bill to
•authorise the extension of the electricity undertaking
has passed the' Parliamentary Committee, and will be
reported to the House of Commons in due course. The
committee struck out clause 16, which gave authority
to abstract water from the river Don, the chairman.
Sir William Middlebrook, stating that the committee
were strongly impressed with the importance and
urgency of the electricity works, and desired to assist
the corporation in every possible way, but it was
plain to him that the abstraction of water from a
river in the way proposed was a departure from any¬
thing that had hitherto been done by Parliament.
They therefore felt that Sheffield should not be given
the statutory powers she asked for, but must rely upon
her right as riparian owners.

Torquay T.C. — It was reported that 679 acres of the
watershed were under cultivation, potatoes being the
chief crop.

Willesden U.D.C. — The Electricity Committee recom¬
mend the council to renew their application to the
Local Government Board for sanction to borrow
£7,259 for the proposed Anson-road and Acton-lane
electricity cables, and also to submit a new applica¬
tion for £1,850 for further cable extensions and equip¬
ment.

Worcester T.C. — The. city council have sanctioned
the purchase of an additional boiler and other elec¬
tricity plant,, at an estimated cost of £5.200.

MISCELLANEOUS.

Cork T.C. — It was reported that the Cork Improve¬
ment Bill had passed all its stages.

Glasgow T.C — The nett surplus to be paid over this
year to the common good from the tramways under¬
taking is £160,984, the largest sum that has been avail¬
able for this purpose since 1894.

Newcastle-on-Tyne T.C — The Tramways Committee
have agreed to a scheme for utilising the. sand-cars
during the winter for distributing co.al to house¬
holders.

Seaford U.D.C. — The council have approved a re¬
vised estimate for laying out the Blatchington pond
site, amounting to £1,556, and have resolved to apply
to the Local Government Board for a loan*for this
sum, the work to be carried out after the war.

Shoreham U.D.C. — The Local Government Board
have sanctioned the proposal of the council to increase
the salary of the inspector of nuisances from £150 to
£200 per annum during the continuance of the camp
in the urban district.

LOCAL GOVERNMENT BOARD INQUIRIES.

The Editor invites the co-operation of Surveyor readers
with a view to making the information given under this
head as complete and accurate as possible.

APPLICATIONS FOR LOANS.

Erith U.D.C. — £1,000 for the extension of an electricity
sub-station.

Newcastle (Limerick) U.D.C. — £3,000 for the comple¬
tion of the sewerage 'scheme.

LOAN SANCTIONED.

Llanelly R.D.C. — £21,260 for the completion of the
waterworks scheme.

FORTHCOMING INQUIRY.

JULY. £

17.- Hove, For the purchase of the Hove
Baths and Laundry Company (Mr. E.
Leonard) . . 9.000

Charing Cross Bridge. — Speaking before the London
Society on the subject of “ London Bridges," Mr.
W. D. Caroe, alluding particularly to Charing Cross
Bridge, said he believed that in five or six years’ time
the knell of the monster would be sounded by a gieat
road bridge projected in it.s place. Mr. Caroe sug¬
gested laying out a new road bridge at Charing Gross,
with its approaches, including a new overground
station for the South-Eastern and Chatham Railway
on the Surrey side, symmetrical wTith Waterloo, on
the axis of the W'aterloo-road, and a. stone war
memorial bridge on the axis of Northumberland-
avenue. A low-level bridge in his opinion would be
the most suitable.

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

PERSONAL.

Mr. H. N. Jones, sanitary inspector to the Camber¬
well Borough Council, who has lost a leg in action,
has returned to his duties.

Mr. C. Harmer, sanitary inspector to the Hailsham
.Rural District Council, received the congratulations
of the councillors on Wednesday last upon having
leached his eighty-first birthday.

Mr. G. H. Robbins has resigned his position as
sanitary inspector to the Oldbury Urban District
Council, after thirty-five years’ service, and the coun¬
cil have decided to appoint a consulting inspector at
a salary of £75 per annum.

Mr. F. P. Dolamore, borough engineer of Bourne¬
mouth, has received the permission of the town
council to give advice in a dispute between the
Southern Seas Fisheries District and the owner of a
quarry upon which his knowledge of the coast makes
him qualified to speak.

Mr. John W. M'Lusky, manager of the Airdrie Cor¬
poration Gasworks, has been appointed manager at
Blackburn at a salary of £800 per annum. He is a
native of Port Glasgow, and was appointed manager
at Airdrie in June, 1915. Prior to that he was super¬
intendent of Barking Gas Company, and manager at
Portrusli.

Mr. P. H. Palmer, borough engineer of Hastings,
was at last Friday’s meeting of the Hastings Town
Council congratulated by the Mayor (Alderman G.
Hutchings, j.p.) upon his appointment as president
of the Institution of Municipal and County Engineers,
and upon the successful arrangements made for the
annual conference.

Mr. J. Surfleet, one of the highway surveyors to the
Caistor Rural District Council, lias, owing to ill-
health, been relieved of his duties, and given the posi¬
tion of surveyor’s clerk at a salary of £100 a -year.
The council have asked the other surveyor, Mr. G.
Riley, to undertake the. surveying of the whole dis¬
trict, at a salary of £185 per annum, with a war bonus
of £26, as a temporary measure.

Cas Driven Motor ’Buses for Todmorden _ On account

of the petrol restrictions, the Todmorden motor ’bus
department are experimenting with coal gas as the
motive power.

Irish Roadmen’s Wages — Fourteen shillings a week
was described at Atlilone.. Council as shameful wages
under the direct labour schemes. The 'county sur-
' eyor, who said they got £8,800 from the Road Board,
was directed to pay the workmen 17s. 6d. a week, and
get rid of any “ slackers.”

Labour in Road Stone Quarries _ The Executive

Council of the County Councils Association have
adopted a resolution that the use of quarries which
provide road material is indispensable to local govern¬
ment, and that consideration should be given to the
question whether the labour of prisoners of war can
be utilised therefor.

Housing Problems after the War _ The housing

question formed the subject of a conference at a
meeting of the Provisional Committee of the Hants,
Dorset, and South Wilts Branch of the Surveyors’
Institution, held at the Grand Hotel, Bournemouth,
last week. Mr. Alex Goddard dealt exhaustively with
the subject of “-Housing Problems after the War.”
They wanted 100,000 houses a year to make up the
shortage, and 500,000 was not far short of the number
needed. Hitherto private enterprise had provided
96 per cent of the working-class dwellings. The pur¬
chaser would in future want a larger return on his
property. Mr. W. BurroUgh Hill (Southampton) said
it was only in the large centres that private enter¬
prise had looked for a return of its money. It would
be a bad day if private enterprise were snuffed out.
It would be disastrous if they became State-paid ; but,
the enterprising man Would have his reward. After
the war there would be no more cheap money; if
they got it at 6 per cent they would be lucky. The
alternative was for the Government to look after the
people, but the buildings must not be less substan¬
tial. Mr. J. E. Blizard could not see in what way
tire by-laws were to be modified if they were to have
sanitary houses. He had always advocated State aid
for the very poor. Private enterprise would provide
houses which gave a good return. The crux of the
question was what houses should be provided for the
very poor and who should provide them.

MAIN ROAD MAINTENANCE IN ESSEX.

COUNTY SURVEYOR REPORTS “ SERIOUS DETERIORATION.”

In his report upon the maintenance of the main
roads of Essex for the year ended March last, the
county surveyor (Mr. Percy J. Sheldon) mentions
that the total mileage is 786J, the length under the
direct control of the county council being 67(>J miles.

The cost of upkeep and improvements of the roads
under direct control was £17,557, and allowing for
sundry receipts there remained a nett expenditure for
the year of £13,048. One of the principal items in
this expenditure was the tar-painting bill. Under
this head £22,175 was expended, towards which a
sum of £2,761 wras promised by the Road Board.

The area treated by tar-painting was approxi¬
mately 3,075,210 super, yards, and the average cost
per yard was lfd.

With respect generally to the main roads of the
county — outside urban areas — Mr. Sheldon states that
there has undoubtedly been further serious deteriora¬
tion owing mainly to the very limited quantity of
material that has been obtained since the outbreak
of the war and in a lesser degree to the absence of
the best skilled workmen and inspectors, most of
whom have joined H.M. Forces overseas, whilst
the winter and spring of 1916-17 would long be
remembered as the most disastrous to road surfaces
for the past fifty years.

This continued deterioration was a most serious
financial matter, and upon the three great trunk
roads, viz., London to Ipswich, London to Cam¬
bridge, and London to ’Southend-on-Sea and Tilbury
Docks, there would be an expenditure necessary for
restoration of surfacing only, in the immediate
future, of £150,000, if the standard of upkeep of 1913
was to be* recovered. Fortunately in many districts
the motor omnibus traffic had had to be greatly re¬
duced or the damage sustained would have been
much worse.

The expenditure under the Road Board Scheme of
1914, limited as it was to a short period in the early
stages of the war, had also been a help, more parti¬
cularly on the section of the London — Ipswich road
at Harold Wood, where a bituminous surface was laid
for about four miles at a cost of approximately
£11,500. This, when inspected by a French engineer¬
ing deputation sent by the French Government
late in the winter of 1916, was pronounced by them to
be “ probably the best road in Europe at that time.”

Omnibus Contributions to County Road Upkeep. —

Bucks Highways Committee have given consent to
the Great Western Railway Company introducing a
motor omnibus service on certain of the county main
reads, subject to the payment of twopence per mile
for each journey either way by each omnibus upon
the basis of certified accounts. Lines (Kesteven)
Highways Committee have assented to the establish¬
ment of a motor char-a-banc service on condition of
a payment of one halfpenny per car mile. The matter
is to be reviewed at the end of six months- — Repre¬
sentatives of the East Suffolk County Highways Com¬
mittee and of certain rural district councils have
recommended that an application to establish a
motor ’bus route be acceded to, subject to a payment
of 3d. per car mile or part of a mile, such payment
to be made to the county council through their sur-
'• eyor and to be divided proportionately between the
several authorities concerned.

Clydebank Housing Scheme — Clydebank Town
Council have had under consideration a proposal
from the Local Government Board to erect 100 cottage
houses for the accommodation of munition workers
on an area of between six and seven acres near
Drumry-road, Kilbowie. It was suggested that the
scheme might be regarded as a suitable instalment
towards the solution of the housing problem in Clyde¬
bank, and that the town council should undertake to
purchase the properties either at the actual . cost of
the buildings, less an agreed percentage, or at a valua¬
tion to be made on a date after the termination of
the war. At a special meeting of the town coamcil
Mr. Walker Smith, engineer to the Local Govern¬
ment Board, stated that the land could be acquired
at £325 per acre, and the cost would be about £450
per house, including the price of the ground. The
town council have agreed to the proposal that the
Ministry of Munitions should erect the houses, and
have deferred the question of becoming prospective
purchasers.

July 13, 1917.

AND COUNTY ENGINEER.

Association of Managers of Sewage Disposal Works.

ANNUAL SUMMER MEETING AT WORCESTER.

The annual summer meeting of the Association of
Sewage Works Managers was held at Worcester on
Saturday, when the members were given an oppor¬
tunity of inspecting the city of Worcester sewage dis¬
posal works on the activated sludge principle. The
business meeting was held in the Guildhall, and was
attended by about eighty members of the association.
Dr. Sidney Barwise, medical officer of health for
Derbyshire, presided, and among those present were
Messrs. A. V. Reynolds (Longton), Chas. H. Ball
(Manchester), Thos. Chettle (Reading), Joseph H.
Barford (Maidenhead), Councillor P. B. Parfitt (Read¬
ing), Councillor W. E. Collier (Reading), Wm, Ransom
(Worcester), J. Taylor (Sutton), John Sheldrake
(Ossett), George Fowler (Brigliouge), W. Tomlinson
(Chesterfield), J. Cook (Worcester), C. A. Snook (Sur¬
biton), W. L. Strachan (Aldershot), Wm. Cann (Stoke-
on-Trent), Albert Cotclough (Stoke-on-Trent), W. H.
Makepeace (Stoke-on-Trent), J. Woodhouse (Crewe).
H. H. Denton, W. J. Ashley (Oldbury), J. Faulkner
(Abingdon), R. Giles (Burton-on-Trent), Councillors
Aaron Ward, j.p., B. Littler, and G. Brown (Salford),
W. H. Duckworth (Salford), James Hetherington
(Friern Barnet), Charles Benson (Ormskirk), R. T.
Gooseman (Wigan), IT. Ledson (Rochdale), Walter
Foster (Chadderton), John Jones (Oldham), T. H.
Skipton (Oldbury), Councillors Wm. Parkes and G.
Thomlinson (Oldbury), Wm. Pattinson (Milnsbridge),
H. W. Rumble (Wednesbury), Lieut. W. N. Coombs
(Chiswick), H. Edwards (Manchester), H. W. Stafford
(Dukinfield), Joshua Bolton (Bury), Alderman
Rothwell (Bury), Councillor William Thorpe (Den¬
ton), Thomas Barlow (Denton), E. C. Stamp
(Bilston), E.J. Stamp (Asliton-under-Lyne), H.E. Part¬
ridge (Stourbridge), Z. Degg (Stamford^, Councillor
C. W. Rothwell (Asliton-under-Lyne), E. Ardern (Man¬
chester), Percy Lamb (Worcester), H. Birch Killon
(Stourbridge), C. McKechnie (Birmingham), Tlios.
Caink (city engineer, Worcester), R. T. Lewis (Wor¬
cester), Thomas W. Byrne (Worcester), C. M.
Shaw (Worcester), Councillors W. Roberts, G.
Johnson, J. Bratherston (Salford), T. Melling
(Salford), P. F. Smith (Shrewsbury). C. Clifford
(Nuneaton), J. Clifford (Nuneaton). S. Matlier (Sal¬
ford), J. T. Hodgen (Salford), Councillor W. H.
Campion (Salford), Councillor J. Royle (Salford), G. J.
Quick (Brentwood), T. Hughes (Hampton), J. H. Ker¬
shaw (Rotherham), J. Haworth (Sheffield), E. J. Bar¬
rett (Staines), J. T. Hall (Staines), W. D. Scouller
(Chester), J. H. Garner (Huddersfield), J. K. S. Dixon
(Wakefield), F. Hambleton (Newcastle, Staffs), E. E.
Slater (Eton R.D.C.) S. Duxbury (New Malden).
J. H. Edmondson (Southall-Norwood), G. G. Cassie
(Cannon-street, E.C.), S. S. Platt (Rochdale), C. H.
Clews (Derby), C. H. Hamlin (Luton), Councillor J. W.
Tomlinson (Luton), and C. W. Appleyard (Sale).

In his address of welcome to the members, the
Mayor (Alderman Carlton) observed that the Wor¬
cester sewage works had had a very chequered career
up to the present, but they hoped that all their
troubles had now passed away. He believed in the
first instance they put all the sewage into what
was then thought to be the proper place, and that
was Mother Severn. It was then thought Nature
could do all that was necessary in breaking it up
and sending it about its business. The people in
those days, and some few who lived now, thought
everything necessary was done in connection with it.
There came a time when the Local Government Board
thought differently, and it was a strange thing that
they often thought differently from local authorities.
In 1886, when the city wanted to enlarge its boun¬
daries, the Local Government Board encouraged them
to do something with their sewage. For a time
the city failed to accept the encouragement of the
Local Government Board, and then various methods
were devised to deal with it in a scientific manner.
First, chemical precipitation was applied, and given a
not very successful trial. Then they tried the
sprinkler system, and when the beds were choked
there was a brilliant idea to put it on the bottom
of the beds, and that also choked. Then the mil¬
lennium arrived, with the coming of the activated
sludge system. He hoped that system had brought
all their troubles to an end. He believed their city
engineer (Mr. Caink) considered it had, and they
could not have a better opinion. Their corporation

was very proud of Mr. Caink. They always felt that
with all the difficulties they had passed through none
of them had been his fault. If Mr. Caink had been
left alone they would have been able to deal with
their sewage satisfactorily many years ago. They
were only dealing with part of their sewage on the
activated sludge principle at present, but they hoped
to deal with the whole of it before long, and when
that time arrived and the war was over he hoped
they would come again to Worcester to inspect then-
sewage disposal system.

Mr. A. V. Reynolds (Longton), vice-chairman of
the association, in the absence of Captain Speight,
moved a vote of thanks to the Mayor for the cordial
welcome he had given to the association on their
visit to the city of Worcester. While they were fight¬
ing the microbes of disease in this country Captain
Speight was fighting the microbes of Europe, and he
hoped they would both bring their fight to a success¬
ful issue. He hoped they would join heartily in
thanking the Mayor for his cordial welcome.

Mr. J. H. Barford (Maidenhead) said he seconded
the vote of thanks, more particularly as the acti¬
vated sludge system was the millennium of all their
troubles and difficulties. He did not know that they
as managers of sewage works hoped for that kind
of tiling, because if there were no difficulties from this
day -onward there would not he much need for that
association to exist.

The President, who had arrived as the reception
proceedings were concluding, said he must apologise
not. on his own behalf, but on behalf of the Great
Western Railway, for not having delivered the goods
according to contract. He should like to add his own
thanks- to the Mayor for the kindness of the city of
Worcester in offering hospitality to the association to
hold their meeting in the city and to inspect their
works. He was too late to take part in the vote of
thanks, but he should like to add personally his own
thanks to them.

The vote of thanks was unanimously passed, and
the Mayor invited the members to partake of light
refreshments.

PRESIDENTIAL ADDRESS.

On resuming Dr. Barwise gave his presidential
address

Dr. Barwise said : When some time in 1915 I ac¬
cepted the honour which you were good enough to
confer upon me of being your president, I explained
to my friend Mr. Giles that during the war you must
not expect from me any original contribution to the
work we are all engaged on, and I only accepted office
the second year on the same understanding. I did
this with the full knowledge that the annual meeting
was to he held in Worcester to inspect -the results of
Mr. Gaink’s work in collaboration with Messrs. Jones
and Attwood. Anything in the form of a presidential
address, I feel, would be out of place, as we have all
come here for the specific purpose of making up our
minds as to what extent (he engineer has made a suc¬
cess of the scientific work originally- started by Dr.
Fowler, of feeding the living organisms contained in
sludge with air — the oxidation of sewage without the
use of filters.

the war and sewage disposal.

Before coming to a detailed examination of this
question, however, I should call your attention to the
effect of Armageddon upon our work. Speaking as an
officer 'of an authority appointed to admiriister the
Rivers Pollution Prevention Act I will at once say the
result of the war has been most harmful — I am almost
inclined to say disastrous. The most densely-popu¬
lated part of my county is within the Rotlier water¬
shed. It is a densely-populated area, and the water
flowing in the river was diverted from the water¬
shed for drinking purposes and canalisation by
schemes constructed before there was effective Par¬
liamentary control. I know of no instance, and shall
he glad to hear of any, where the whole of the water
from a drainage area of 23,254 acres has been diverted
without an ounce of compensation water, for this was
done under the Chesterfield and Stockwith Canal Act.
an Act of Parliament promoted in the good old days,
before county councils and county borough councils
existed, and before there was even a reformed House
of Commons. The Bill was promoted by the cole-

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

h rated Bess of Hardwick, and it provided water for
her mills at Staveley. The result of this is that in
dry weather the drainage from this area of 23,254 acres
consists of the effluent from the sewage disposal works
of the Corporation of Chesterfield. The land in the
watershed is entirely unsuitable for purifying sewage,
and the sewage works are all percolating filters with
mechanical distributors .

Owing to the war, few good mechanical men have
been left. It is difficult, and in some cases almost
impossible, to get ball bearings or castings and
flanges. The result is that the various sewage dis¬
posal works, in the hands of competent managers,
with indifferent labour, have gradually got into bad
order (and bad odour), and the effluents from the
various disposal works have got worse and worse. To
add to this, owing to the war, the number of coke ovens
and tar distillation plants for the making of benzol,
sulphate of ammonia and explosives have increased,
and are still increasing. As you are aware, there are
no wastes more difficult to treat than those from— fear
distillation works and sulphate of ammonia plants.
The result is that our rivers are now infinitely worse
than they were before the war. We must have the ex¬
plosives and we must have the benzol. We cannot
keep our soldiers waiting while plants for the purifi¬
cation of the wastes are being put dowm. If you add
to this that the manufacturers themselves are short
of labour, and the labour they have is not the best,
you will see that the war is having a disastrous effect
upon the state of our rivers in densely-populated dis¬
tricts, especially those in districts in which the dis¬
tillation of coal is an important- industry.

CAMP SANITATION.

Again there have sprung into existence huge camps
which have become more or leas permanent towns
with as many as 20,000 inhabitants. The War Office,
instead of consulting with the local authorities 'and
advising efficient schemes of sewrerage and sewage dis¬
posal, whiqh members of your own society should
have been called upon to devise and supervise, have
called in the Royal Engineers, who have gone for in¬
spiration to their Army handbooks. Sewers have been
provided, and sewage disposal works have been made
for dealing with slop water and the drainage from
urinals, while the excreta has been dealt with on a
plan suitable for a temporary camp. An enormous
army of men is employed on .scavenging duty which
would have been avoided had a water carriage system
been adopted at first. I know it is necessary for men
in the Army to learn sanitary duty, but this is no
reason why the whole of the millions sent to the- train¬
ing camps should not have had hygienic conditions
of excrement disposal provided for them.

But in all things there is a balance, and on the other
side of the account these camps are showing us how
much fat can be recovered from domestic sewage. I
am - informed that from one camp alone enough fat
is collected from the slop water from the kitchens to
provide the glycerine necessary for discharging a
6-inch shell every four seconds.

Again the divisional sanitary officers in France have
devised many expedients for dealing with village re¬
fuse, which, when they return to civil life, I am sure
they will introduce into this country. One of the
greatest difficulties we have in rural districts is the
disposal of house refuse without creating a nuisance.
Many home-made devices have been designed for the
protection of food from flies. The soldiers have had
drummed into them the necessity for cleanliness, the
danger from flies, and the importance of leaving no
organic matter on which flies may breed in close
proximity to dwellings.

The nett result of the balance is this, that if we
have lost ground since 1914 and schemes are held in
abeyance, when the war is over public opinion will
be much stronger than it was before on the neces¬
sity for efficient schemes of disposal of sewage, excre¬
ment, and house refuse; that the working man of the
future will come back with a sanitary conscience
which he knew not before the war.

THE ACTIVATEB SLUDGE PROCESS.

At home I think the only fresh work being done is
that relating to the activation of sludge, and we are
all indebted to his Worship the Mayor of Worcester
for extending to us his hospitality and enabling us
to see for ourselves the practical results obtained in
this -city.

The essential difference between purifying sewage
by the activated sludge process and the old method
of removing suspended matter, whether by precipita¬
tion, subsidence, or septic processes, and the sub¬

sequent oxidation and nitrification of the organic
matter in suspension is this, that in the activated
sludge process the organic matter in suspension is
broken up and oxidised at once by various groups of
living organisms in one process. By supplying air
to the sludge, innumerable infusoria, amoebae, and
other protozoa increase at a great rate. They live
upon the organic matter and split it up ; at the same
time liquefying, oxidising, and nitrifying bacteria
develop in myriads. In this process the changes
which take place when sewage is purified on a Dibdin
contact bed and by subsequent treatment on a perco¬
lating filter are consummated in one process at one
time. For these changes to take place it is necessary
that the sludge, consisting of organic matter with
colonies of intusoria and bacteria, should be stirred
up in the presence of air, and intimately mixed with
the whole mass of the sewage. When we were at Shef¬
field last year we had an opportunity of seeing an
interesting experiment where the stirring up was
done mechanically and where the air was forced into
the sewage by an ingenious system of turbines. Here
to-day at Worcester the agitation of the sewage is
effected by the air itself, which is blown in for
oxidising the sewage.

The question which is the more economical
arrangement is one which can only be settled by
actual experience. If I might presume to express
an opinion it is that unnecessary work is done in
forcing the air through porous blocks, and it occurs
to me that the process I should have expected Mr.
Caink to have adopted is to have distributed the air
by means of one of his revolving arms fixed at the
bottom of a circular tank inverting the ordinary
process of a percolating filter.

As an outcome of the activated sludge process I
think before long we shall see a new form of perco¬
lating cultivation bed made of something like brush¬
wood laid on a sloping bed of concrete, which can
easily be cleansed, or possibly a Dibdin slate bed.
The sewage and the sludge would be aerated with
compressed air and distributed over the brushwood or
poured into the Dibdin bed. In either case the
colonies of confervse, infusoria, and bacteria grow
and automatically fall off. The effluent would con¬
tain an enormous quantity of what, we call humus, -
and would have to pass through a settling tank.

If tanked sewage applied to a Dibdin slate bed were
aerated as it is applied to the bed, I am confident
that in many cases no subsequent filtration would be
necessary.

There are many sewage works in my county which
are inefficient to which the activation of the sludge
would make the difference between success and
failure.

Tire charm of the process to me is the infinite'
variety of the methods in which it can be applied.
Indeed, the rivers might themselves be purified in the
ponds above weirs on their courses.

THE WORCESTER WORKS.

To-day, however, we have come to give impartial
consideration and investigation to the orthodox
scheme of the activated sludge process as devised by
Dr. Fowler and as carried out by Messrs. Jones and
Attwood in consultation with Mr. Caink.

I am exceedingly glad to see a firm of engineers
like Messrs. Jones and Attwood, who have the courage
to back their opinion by putting down works for the
city of Worcester on the terms they have done.
It, is somewhat a new departure in England for an
engineer to devise a scheme and carry it out. This
is the usual process in America. If they want a
bridge across a river a bridge engineer will design
and build the structure. In this country an engineer
designs a works and a contractor carries it out. I
believe the American system is a much better one
than the English. The only way in which engineer¬
ing works are carried out on these lines in England
is where the official engineer of a corporate body pre¬
pares a scheme -and carries it out by administration.
For some reason or other the Local Government
Board always makes special inquiries into cases of
this kind, and asks many questions as to the
remuneration the official in question is deriving from
the scheme. This is perfectly right, and, speaking
from my experience in Derbyshire, I can say with con¬
fidence that the .schemes which have been carried
out by the officials of the local authorities compare
favourably with those designed by Westminster
engineers.

The chief objection that I have to the system of
employing engineers is that they are paid by com¬
mission a.s a percentage on the cost of the works,
and engineers are human, and I regard it as un-

July 13, 1917.

AND COUNTY ENGINEER

reasonable to expect a man to sit up all night to
take money out of bis own pocket; and if an engineer
does burn the midnight oil to see if lie can reduce
the cost of a scheme, if lie is paid by commission he
gets less money for the extra work put in. For that
reason I look with favour upon the American system
or the system under which Messrs. Jones and
Attwood have carried out the work for the city of
Worcester.

Our business to-day .is to investigate this process,
and I shall not keep you any longer from the business
which we have come here to Worcester to do.

Mr. T. Chettle .(Reading) proposed a vote of thanks
to the president. He said that the association was to
be congratulated that they had again Dr. Barwise as
their president for a second year. The scientific men
who were placed in authority over them could be a
great help to their members by attending their meet¬
ings, discussing matters, and reading papers in a
similar manner to what Dr. Barwise had done. He
wished all river authorities realised as Dr. Barwise
apparently did the difficulties which sewage managers
were working under at the present time owing to the
inefficient and depleted labour, due to the war, in
carrying out their duties efficiently. If all the autho¬
rities realised that some of them would not be in the
harrowing position they were to-day when they had
a practical man like Dr. Barwise, and anyone who
had read liis book on sewage purification would realise
that he was a practical man; as their president, it
was a great advantage to the association. *

-Mr. Makepeace (Stoke-on-Trent), who seconded,
said he had known Dr. Barwise for twenty-one years,
and could speak with experience of his able and prac¬
tical knowledge of sewage problems.

The vote of thanks was carried.

A paper, entitled “ The Activated Sludge Process
of Sewage Purification,” was afterwards read by Mr.
Caink, the city engineer, and will appear, together
with a report of the subsequent discussion, in our
next issue. fT7 u be continued.)

THE TRIBUNALS.

In regard to the application of the military for the
withdrawal of the certificate of conditional exemption,
granted by the local tribunal to Mr. George Minard
Seels, thirty-seven, B2, county council main-road sur¬
veyor for South Dorset, Mr. J. Leslie Torr (assistant
clerk of the county council) appeared recently with
Mr Seels and stated that the latter was quite ready to
place himself in the hands of the military, as he had
no wish to evade service. Mr. Pryer, an architect
practising in Gloucester, with some experience of
main-road work, had been appointed provisionally and
temporarily to take his place, and Mr. Seels was now
prepared to place his resignation in the hands of the
county council. The matter would come Lefore the
County Works Committee on July 11th, and it was
\ery desirable that Mr. Seels should have some little
time to initiate his substitute into the details of the
work. Mr. Seels, whose medical category had been
reduced from “general service” to B2, would like in
the Army if possible to engage in work of the same
kind as he had been doing in civil life — .work in which
his experience should be of much value. He had
accordingly approached the Road Board, and there
was every likelihood within a month of that being
effected. — The Tribunal ordered that the certificate of
conditional exemption should lapse on July 15th.

“ Cassed ” at Sewage Works.— Two corporation work¬
men, William Grimes, a general labourer, and Charles
Holliday, an engine-driver, were gassed on Tuesday
at the Southend Sewage Works. Grimes went in
search of a piece of wood that had been dropped, and
was overcome by fumes. Holliday tried to rescue
him and was overcome. They were got out by means
of ropes, but Grimes died almost immediately, and
Holliday a few hours later.

The House Famine. — The scarcity of houses in Car¬
marthen is illustrated by a string of removals which
took place recently. A house rented at £50 per year
became vacant by the death of the tenant, and, says
a correspondent of the Western Mail , people from a
slightly smaller house moved in. Another tenant
went into the second house, and altogether twelve re¬
movals followed one another. Finally a tenement at
Is. lOd. per week became vacant as the result of the
£50 house being available.

REPAIR OF CONCRETE ROADWAYS.

SOME USEFUL HINTS.

The American Portland Cement Association has re¬
cently issued some useful instructions for the carrying
out of repairs to concrete roadways. These instruc¬
tions, which presumably represent the latest approved
methods, are as follow: —

CRACKS.

Cracks in concrete roads occasion no inconvenience
to traffic, and traffic will not injure the road at such
a place if the crack is filled .with tar and covered with
sand. The crack- should be first cleaned with a stiff
wire broom and all loose particles of material removed.
If the crack is too narrow to permit cleaning in this
manner, it may be cleaned with an air jet from an
automobile pump. Tar should then be poured into
the crack in sufficient quantity just to flush over the
edges and afterward covered with coarse, dry sand.

TAR.

Refined coal tar should be used, having a melting
point (4-in. cube method in water) of about 100 deg.
Fahr. The tar should be heated from 225 deg. to 250
deg. Fahr. at the time of application, and may be
applied by means of a sprinkling can with spray
nozzle removed. Sand or screenage, thoroughly dried,
graded from i-in. to j-in., should he spread over the
surface before the tar hag coaled. ^

SMALL HOLES.

Where a small hole occurs, due to the displacement
of a lump of clay or a jiiece of coal or wood, it should
be thoroughly cleaned and filled with tar and stone
chips. If the hole is 2 in. or 3 in. in size, it should
first be wiped with tar and stone chips put in; these
are covered with more tar and sand and tamped into
place.

SLIGHT DEPRESSIONS.

If for any cause the surface of the concrete lias
scaled and a slight depression formed, it can be coated
with tar, stone chips added, these in turn covered
with tar and the whole covered with sand and tamped
into place.

DEEP HOLES.

If through neglect or other cause a hole of any con¬
siderable size and depth has formed in the surface oi
a concrete road, the concrete surrounding the edge
should be cut away until the walls are made practi¬
cally vertical and cut to a depth of at least 3 in. or
as much deeper as the hole may be. The hole should
then be filled with water and stand for a few hours,
after which the water should be removed, the sides
washed with cement paste and the hole filled with
concrete of as nearly as possible the same materials
and mixture as that in the original road. The sur¬
face should be finished with a wood float and brought
to a true shape with tile surrounding surface of the
concrete, then covered so as to protect it from traffic.
This may be done by the use of steel plates or pieces
of plank, which should in turn be covered with moist
earth or gravel. This will permit traffic to use the re¬
paired portion of the road without injuring the con¬
crete. On a wide street where there is sufficient room
a barrel could be placed over the hole and traffic
diverted around it.

If it is necessary to cut a hole through the entire
thickness of the concrete slab, gravel should be placed
in the sub-base and thoroughly rammed, so as to form
a compacted base on which the new concrete will rest.
Where water has been allowed to stand in such a
place, it should be compacted after the water has
been removed and just before laying the concrete.

The consistency of the concrete should be suffi¬
ciently stiff to require considerable tamping to bring
water to the surface so that it may be possible to ram
it thoroughly into place.

A new patch should be kept moist for at least four
days or five days, and protected from traffic at least
ten days. _

Professional Classes War Relief Council. — Mr.

Thomas Cole, the representative of the Institution of
Municipal and County Engineers on this body, in¬
forms us that a maternity nursing home, at 13,
Prince’s-gate, S.W., was opened early in 1915 for the
benefit of the wives of professional men adversely
affected by the war. Over 300 babies have been born
therein. Applications for admission or for assistance
in regard to maternity expenses at home should be
made to the secretary.

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

WOMEN S WORK FOR LOCAL COUNCILS.

CONFERENCE AT WESTMINSTER.

At the Middlesex Guildhall on Tuesday last Mr.
H. T. Wakelam, m.inst.c.e., county engineer of
Middlesex, presided over a conference with respect
to women’s labour under urban and rural authorities,
with special reference to an offer of women ■ workers
from the Food Production Branch of National Ser¬
vice. The attendance included Lady Enfield, Lady
Boscawen, Mrs Bayne (Food Production Depart¬
ment), Mrs. (Dr.) Thomas, Messrs. W. R. Hicks
(Ealing), J. A Webb (Hendon), E. Willis (Chiswick),
IT. F. Coates (Sunbury), M. Hainsworth (Tedding-
ton), E. J. Barrett (Staines), S. H. Chambers
(Hampton), E. Lambert (Tottenham), J. Briscoe. (En¬
field), J. Catchpole (Finchley), G. R. Bennetts (Har¬
row), E. Walker (Wealdstone), J. Harrison (Uxbridge
Rural), J. G. Carey (Hounslow), J. Croxford (Wood
Green), and W. L. Carr (Ruislip-Northwood).

The Chairman said the meeting was called to dis¬
cuss an important question and suggestion made by
the Food Production Department (Women’s Branch)
of the Board of Agriculture with regard to women’s
labour. At the present time many women were
engaged in agricultural pursuits, and these would be
available for other work from November to March,
and it had been suggested that they might be em¬
ployed in -connection with road work, and also in
acting as caretakers, lamp lighters, storekeepers,
stable keepers, and such-like occupations during the
winter months. The general idea was that they might
probably be useful for sweeping streets in the winter
months, and also generally in the ordinary work
connected with road management. He did not sup¬
pose they would be able to do the laborious work
of scavenging in the strict sense of the word — that
was to say, carrying baskets out of backyards and
emptying them into carts on the streets — but they
might be able to assist in that kind of work in a
minor degree. With regard to wages the lowest
amount acceptable was not less than 18s. per week.
Middlesex had been selected as the first county in
which representations of the local authorities had
been called together to discuss this matter. The
subject was not public at the present time, but it
was hoped it would be after this meeting, and that
all the counties would eventually give consideration
to the movement and assist in carrying it forward.

Mrs. Bayne, chief acting inspector of the branch
for the county of Middlesex, remarked that there
were a great many jobs on farms on which women
were employed in the summer which were not avail¬
able in the winter, and it was desired to ascertain
what would be the most useful and practical way of
making use of the labour which would thus be re¬
leased. Under the scheme of National Service the
Board of Agriculture had been recording women who
were willing to sign on for the duration of the war to
assist in food production, and they promised the
women, in respect of the contract, that they would
have continuity of employment. If any considerable
body of these women should at the end” of October or
so lose their employment the board would be under
the necessity of releasing them from their contract,
and in view of the greater necessity for their services
next year it was desirable to find work for them during
the winter, and it was hoped this would be nearly
akin to the agricultural work they had been doing.
The minimum wage was 18s., but by piecework it
might be possible to earn more. She understood that
the question was discussed at the annual meeting of
the Institution of Municipal and County Engineers,
and that the view was expressed that road work was
not suitable for women, or that the difficulties were
too great. It was, therefore, desirable to discuss
what women could possibly do on the roads during
the winter, and for the committee to state what they
could do on their part to get over the housing and
other difficulties. The idea was to develop the pro¬
posal in urban and rural districts, because possibly
women would not care for street work in the towns. '

The Chairman having invited discussion,

Mr. E. Willis (Chiswick) said he had engaged women
in road-sweeping and general light labour, and found
that they did the work quite as well as men. He
started their at £1 a week, which was increased by
a shilling, and bonuses were given after six months’
and a year’s satisfactory service i As painters’
labourers they -proved, with one or two exceptions,
very successful. They were also set to garden work,
and as to making tar clinker, if he couid get a suit¬

able gang of three strong women he was prepared to
give them a fairly constant job. In the case of
gangs of women on road work he provided them with
a shed on wheels, in which they took their meals, and
other accommodation.

Mr. E. J. Barrett (Staines) remarked that his experi¬
ence coincided with that of Mr. Willis. He employed
women on light wtfrk, but he found that sifting road
material ‘seemed too much for them. In scavenging,
tarring, and clearing up public gardens women had
done as good work as men.

Mr. W. R. Hicks (Ealing) said he employed women
in parks, and their work was quite satisfactory, and
he was prepared, if he could find women, to put them
to scavenging. He found they had a weakness for
not turning up in bad weather.

Mr. J. A. Webb (Hendon) observed that he had
employed women in ordinary work, but not on roads
or sewage work, and he had found their work satis¬
factory, The difficulty in the rural districts was
housing. But for that he saw no difficulty in employ¬
ing women on the road.

Mr. J. Harrison (Uxbridge Rural) saw no diffi¬
culty in engaging women except that of housing.

Mr. E. R. Bennetts (Harrow) said he did not see
how the councils could employ gangs of women in
the winter unless they were prepared to do the
heavier kind of work — using the shovel and lifting
stones.

Mr. M. Hainsworth (Teddington) had employed a
few women on sewage works with satisfactory results.
The pay was 25s. per week. As to winter labour they
required assistance then, which he feared women
were not physically capable of. Even scavenging in
the winter was heavy work.

Mr. J. Briscoe (Enfield) was of opinion that the
time for which the women would be available was not
suitable. He found that shovelling was too heavy
for women, and as regards a load they might alter it.
if not the size of the barrow. A carman had to load
his own vehicle and deal with eight to ten tons per
day, and this was too heavy for women. Nor did he
think handling a pick on a hard road would be suit¬
able for them..

Mr. H. F. Coates (Sunbury) agreed that work that
was available in the winter was too heavy for Women.
He had found women did snow clearing successfully,
but, of course, that was only casual labour.

Mr. S. II. Chambers (Hampton) questioned whether
there would be many women available for winter
work, as they would be required on the farms.

Mr. E. Lambert (Tottenham) considered that women
did their work as park keepers and road sweepers
very satisfactorily, but in other directions they were
not a success.

Mr. E. Walker (Wealdstone) feared that the winter
work would be too heavy for women ; it was trying
enough sometimes for men.

Mr. J. Catchpole (Finchley) agreed that women
would be able to do sweeping, but as to the repair of
roads they would be impossible. ' He would be only
too delighted if he could help to solve the problem.

It was explained in the course of further conversa¬
tion by Lady Enfield, Mrs. Bayne, and Mrs. (Dr.)
Thomas that suitable clothing would be provided for
the women; that the women, who were of several
classes so far as upbringing was concerned, were used
to the strenuous work of farming, and not merely
to milking; but it was conceded that the heavier
kind of road work would probably be unsuited to
them .

In conclusion, it was understood that arrangements
would be made for a general intimation to be con¬
veyed to the local councils of the women who would
be available in order that an offer of labour might be
formally laid before these bodies, and the proceedings
ended with a vote of thanks to Mr. Wakelam for pre¬
siding.

Book Wanted. — Could any reader oblige with parti¬
culars of any book dealing with the law as it affects
owners of mills ?

Change of Address. — Owing to the Government
having taken possession of their premises in Regent-
street. the Association of British Motor and Allied
Manufacturers, Ltd., have been obliged to take tem¬
porary offices at 39 St. James’s-street, S.W. 1.

Edinburgh and Women Labour. — With reference to
a letter from the Local Government Board for Scotland
suggesting that Women scavengers should be employed,
the Edinburgh Cleansing and Lighting Committee re¬
port that they had resolved to give the employment of
women a trial.

July 13, 1917.

AND COUNTY ENGINEER.

MOTOR VEHICLE DRIVERS' LICENCES.

SUCCESTED REDUCTION OF ACE LIMIT.

In view of the constantly-increasing shortage of
drivers of commercial motor vehicles, the Commercial
Motor Users Association has had under consideration,
since the end of 1915, the desirability of the tem¬
porary lowering of the minimum age for the holding
of motor-car driving licences, subject to satisfactory
safeguards in the public interest. The association
again recently brought the matter to the notice of the
Government authorities, and has now, on the request
o; the Local Government Board, ■ submitted a memo-
landum on the subject.

The association suggests, inter alia , that such
licences shall only be issued on the following condi¬
tions, and that such modification of the Motor Car
Act shall be effected as a temporary war measure,
under the Defence of the Realm Regulations or by
other Order, and not by any general alteration of the
Motor Car Acts: —

(а) That the licence shall only be issued to a male
person between sixteen and seventeen years of age on
the written certificate of an intending employer that
the applicant is a fit person to be licensed.

(б) That the licence shall bear the name of such em¬
ployer, and shall not be valid in any other employ¬
ment or in respect of the driving of public-service
vehicles.

(c) That the licence shall be a provisional one, avail¬
able for an initial period, and shall be subject to con¬
firmation at the end of that period only if the em¬
ployer furnishes a written confirmation of the
original application.

GLINKER-MEKPHALTE.

We are informed that Messrs. Highways Construc¬
tion (Limited), Finsbury-court, London, E.C., have
secured a contract from the City of Birmingham
(Mr. H. IJ. Stilgoe, city engineer) for laying clinker-
Mexphalte over an area of approximately twelve
thousand yards, the work to be carried out this
season.

We understand that the roads constructed under
licence from this company with clinker-Mexphalte at
Wolverhampton, Abertillery and Kensington are
giving complete satisfaction, and the successful
character of the work at these points (together with
the work executed by Mr. E. J. Lovegrove, borough
engineer of Hornsey) was doubtless a determining
factor in the award of the contract above mentioned.

After the recent severe storms over London, the
Kensington Borough Council was recently informed
by the acting engineer (Mr. W. Hill) that the storm
was of the nature of a “'cloud-burst ” and over 4i ins.
of rain fell in two hours. Sewers were quickly sur¬
charged, houses and business premises were flooded,
and considerable damage was done to road surfaces.
In connection with this report it is interesting to
note that a portion of Holland-road, Kensington, was
torn up by the storm and had to be closed to traffic.
We are now advised that Messrs. Highways Construc¬
tion (Limited) have received the contract to resur¬
face this portion with their monolastic asphalt mac¬
adam, consisting of 2jj-inch binder course and lg-inch
sand carpet.

INSTITUTION OF MUNICIPAL AND COUNTY
ENGINEERS.

SOUTH WALES DISTRICT MEETINC.

With the kind permission of the chairman of the
Waterworks Committee of the Neath Rural District
Council a visit has been arranged for to-morrow
(Saturday) to the storage reservoir in the Dringarth
Valley, Ystradfellte, Breconshire, recently completed.

A paper, prepared by D. M. Davies, engineer to the
Neath Rural District Council, entitled “ History and
Description of the Ystradfellte Waterworks,” wall be
considered and discussed during the visit.

programme.

10.30 a.m. — Hirwain Great Western Railway Station.
1. 0 p.m. — Light refreshments will be provided on the
works.

1.30 p.m. — Discussion upon Mr. D. M. Davies’ paper,
which will be taken as read.

3. 0 p.m. — Members will be shown over the works.

4. 0 p.m. — Leave the works for return journey, meet¬

ing the brakes, to proceed to Penderyn.

5. 0 p.m. — Tea at the “ Lamb Inn,” Penderyn, by in¬

vitation.

6. 0 p.m.— Leave the “ Lamb Inn ” for return jour¬

ney to Hirwain Station.

APPOINTMENTS VACANT.

Official and similar advertisements received dp to 4.30 p.m.

ON THURSDAVS WILL BB INSERTED IN THE FOLLOWING DAT S ISSOB.

but those responsible /or their despatch are recommended
to arrange that they shall reach The Surveyor office by noon
on Wednesdays to ensure their inclusion in the weekly list of
summaries. Such advertisements may, in cases of emergency
only, be telephoned (City No. 101,6) subject to later con¬
firmation by letter.

SURVEYOR. — July 17th. — Bangor (Co. Down)
Urban District Council. £250 a year. — Mr. J. Milli-
ken, clerk. Town Hall, Bangor, Co. Down.

SURVEYOR’S ASSISTANT.— July 17th.— Wednes-
bury Town Council.— Mr. T. Jones, town clerk. Town
Hall, Wednesbury.

SECOND SEWAGE WORKS ENGINEER.— July
18th. — ‘Corporation of Oxford. — City Engineer, Town
Hall, Oxford.

ROLLER DRIVER.— July 21st.— Matlock Urban
District Council. — The Surveyor, Town Hall, Matlock.

TEMPORARY SURVEYOR AND INSPECTOR OF
NUISANCES.— July 21st. — Leighton Buzzard Urban
District Council, £130 a ye^,r. — Mr. Reginald F. A'.
Tutt, clerk, Council Offices, Leighton Buzzard.

BOROUGH SURVEYOR.— July 27th.— Corporation
of Buckingham. £175 a year. — Mr. Geoffrey W. Barker,
town clerk. Town Hall, Buckingham.

CITY ENGINEER AND ENGINEER OF WATER
AND SEWERAGE WORKS. — December 1st. — Port-of-
Spain City Council, Trinidad, B.W.I. £600-£750, with
£75 towards the upkeep of a niotor cycle. — Mr. Philip
H. Salomon, acting town clerk. Town Hall, Port-of-
Spain, Trinidad, B.W.I.

DRAUGHTSMAN AND TECHNICAL INSTRUC¬
TOR. — For the Gold Coast Government Railway. £350-
£400.— Crown Agents for the Colonies, 4 Millbank,
London, S.W. 1.

SEWAGE WORKS FOREMAN.— North Brooms-
grove Urban District Council. — Mr. F. T. Levens, 110,
High-street, Broomsgrove.

IPSWICH. — For carrying out repairs and conver¬
sions of existing buildings. — Mr. C. W. Marfell, for
the borough engineer and surveyor, Town Hall',
Ipswich.

MUNICIPAL CONTRACTS OPEN.

Official and similar advertisements received dp to 4.30 p.m.

ON THURSDAYS WILL BB INSERTED IN THB FOLLOWING DAY’S ISSUE,

but those responsible for their despatch are recommended
to arrange that they shall reach Thb Surveyor office by noon
on wbdnbsdays to ensure their inclusion in the weekly list of
summaries. Such advertisements may, in cases of emergency
only, be telephoned ( City No. 101,6) subject to later con¬
firmation by letter.

Buildings.

WILLESDEN. — July 16th. — For additions and altera¬
tions to buildings at the isolation hospital, for the
urban district council. — Mr. D. C. Robson, engineer.
Municipal Offices, Dyne-road, Kilburn, N.W.

Engineering: Iron and Steel.

DUBLIN. — July 16th. — For the supply and erection
oj transformers, for the Electricity Committee. — City
Electrical Engineer, Fleet-street, Dublin.

LEIGH. — July 18th. — For the supply of apparatus
for automatically raising low-level sewage, for the
rural district council. — The Surveyor and Engineer,
Council Offices, 1, Market-place, Leigh.

BOLLINGTON. — July 18th. — For resetting two beds
of retorts, for the Gas Committee. — Mr. J. Brabbs, gas
engineer, Urban Council Offices, Bollington, Cheshire.

HALIFAX. — July 18th.— For the construction of a
ferro-concrete roof, for the Gas Committee. — Mr.
W. B. McLusky, engineer, Gasworks, Halifax.

CLEATOR MOOR. — July 20th.— For the resetting of
three benches of retorts and three generator furnaces,
for the urban district council.— Mr. A. W. Heatheote,
manager, Gasworks, Cleator Moor.

THE SURVEYOR AND MUNICIPAL

July 13, 1917.

BOSTON. — July 20th. — For repairing Clough Bridge,
for the court of sewers.— <Mr. F. Bett, surveyor of
sewers, Kirton, Lines.

MELBOURNE. — July 30th. — For the supply and
erection of a 2,000 k.w. rotary converter, and its trans¬
former and accessories, for the city council. — Messrs.
Mcllwraith, McEacharn and Co.. Bill iter-square-build¬
ings, London, E.C. 3.

CAPE TOWN. — July 31st. — For the construction of
tanks and percolating beds for sewage 'disposal and
other works in connection therewith, for the corpora¬
tion. — City Engineer, City Hall, Cape Town, and the
Department of Commercial Intelligence, 73, Basing-
hall-street, E.C. 2.

JOHANNESBURG. — Aug. 31st. — For refrigerating
plant at Market-buildings, for the town council. —
Messrs. E. W. Carling- and Co., St. Dunstan’s-build-
ings, St. Dunstan’s-hill, London, E.C.

Mechanically Propelled Vehicles.

WEST HAM. — July 17th. — For the supply of two
motor ambulance vehicles, for the corporation. — Dr.
Sanders, medical officer of health. Town Hall, Strat¬
ford

SALFORD. — The Lighting and Cleansing Commit¬
tee invite tenders for two motor tipping wagons. —
Cleansing Superintendent, Wilburn-street Depot,
Salford.

Roads.

DUNMOW. — July 21st. — For the liirx of a steam
roller, for the rural district council. — Mr. A. E. Floyd,
clerk. Council Offices, Dunmow.

MARYLEBONE. — July 21st. — The council invite
tenders for the purchase of the following second-hand
vehicles : 10 street water vans, 8 horse street-sweeping
machines, 4 street-scraping machines, 1 snow plough,
25 navvy barrows, and 6 hand trucks. — Mr. James
Wilson, town clerk, Town Hall, Marylebone-lane,
Oxford-street, W. 1.

FOLKESTONE. — July 23rd. — 'For the supply of 1,000
to 2,000 tons of 2J-in. tar slag macadam, and 500 to
1,000 tons of tarred slag toppings, for the corporation.
— Borough Engineer, Corporation Offices, Folkestone.

HENDON. — July 23rd. — For the construction of a
new entrance road to Wessex-gardens School, Golder’s-
green, N.W. 4, for the Education Committee. — Engi¬
neer’s Department, Hendon Urban District Council,
The Burroughs, Hendon, N.W. 4.

ROCHESTER. — July 24th. — For the supply of road
metal, brooms, oils, horse hire, tools and Portland
cement, for the corporation, — Mr. W. Banks, city sur¬
veyor, Guildhall, Rochester.

Sanitary.

WANDSWORTH.— July 17th. — For water surface
drainage works, at Putney Vale Cemetery, for the
borough council. — Mr. P. Dodd, borough engineer, 215,
Balharn High-road, S.W.

WIGSTON MAGNA. — July 18th. — For taking up
existing sewer, about 130 lineal yards, axrd replacing
the same in cast-iron pipes (provided by the council),
also for constructing a new manhole, for the urban
district council. — The Surveyor, Urban Council
Offices Wigston Magna, Leicestershire.

WOLVERHAMPTON. — For the removal of ashes,
up to 20,000 tons per annum, for the electricity works,
for the corporation. — Mr. S. Allen, borough electrical
engineer, Electricity Works, Commercial-road, Wol¬
verhampton.

TENDERS FOR MUNICIPAL WORKS OR SUPPLIES.

The Editor invites the co-operation of Surveyor readers
with a view to making the information given under this
head as complete and accurate as possible.

• Aooepted. t Recommended for acceptance.

WELLINGBOROUGH. — For tlie supply of Leicestershire granite,
best granite chippiDgs, best granite treated with Bi-tarco. best bard
limestone, best hard limestone clappings, patent paving slabs, bpst
broken slag, best slag chippings, tarred slag, and stoneware pipes
and gullies, for the urban district council : —

Granite.

Enderby and Stoney Stanton Granite Company, Enderb.v, near Leices¬
ter, per ton, 2i in., 13s. 9d.; 2 in., 13s. 9d.; Jin., 9s. 6d.; | in., 9s. 6d.:
| in., 11s.

Ellis and Everard, Wellingborough, per ton, J in., 9s. 3d.; i iu., 9s. 9d.-
2 in.', 11s.

Granite treated with Bi-Tarco.

Cliife Hill Granite Company, Markfield, near Leicester, per ton. 2 in.
20s. Id.; li in., 19s. 7d.

Iron Slag Tarmacadam.

Constable, Hart and Company, Wellingborough, per ton, 2 in., 13s 9d.;
If in., 14s. 6(1. (To Midland station and 9d. per ton more to L.& N.W.)

Granite Kerb.

Croft Granite Brick and Concrete Company', Croft, near Leicester,
per ft. run, 5 in. by 10 ill., edge kerb. Is. 6d., circular, Is. 9d. ; 6 in.
by 12 in., edge kerb, Is. 8d., circu’ar, Is. lid. ; 12 in. by 6 in., edge
kerb. Is. B.Jd., circular, Is. llfd.

Steam Coal.

Ellis and Everard, Wellingborough, Bolsover hard steam, 2Cs. per ton.

House Coal.

Ellis and Everard, Wellingborough, Whitwick best screened, 26s. Id.
per ton.

Patent Paving Slabs.

Excelsior Patent Stone Company, Finedon sidings, 3s. Id. per super,
yard.

Lime.

Ellis and Everard, Wellingborough, 23s. led. per ton.

Pipes and Gullies.

T. H. Higgins, Wellingborough, 15 per ce it discount off standard list.

WIGAN. — For converting stables into a motor tower wagon garage,
for tlie corporation : —

John Johnson and Son, Wigan, .£157.

FORTHCOMING MEETINGS.

Secretaries and others will oblige by sending early notice of
dates of forthcoming meetings.

JULY.

14.— Institution of Municipal and County Engineers : South Wales
District Meeting. Visit to Driogarth Valley Storage Reservoir,
Breconshire.

28. — Institution of Municipal and County Engineers : Meeting
at Porthcawl.

APPOINTMENTS OPEN.

PORT-OF-SPAIN CITY COUNCIL.

POST OF CITY ENGINEER.

The Port-oGSpain City Council invite

Applications for the Post of city engi¬
neer, and ENGINEER OF WATER AND
SEWERAGE WORKS, with which is associated also
the general supervision of the management of the
Woodbrooke Estate and the Cocorite Farm.

2. Tlxe salary attached to the post is £600 a year,
rising by annual increments ot £25 a year to a maxi¬
mum ot £750, witli an allowance of £75 a year
towards the upkeep of a motor vehicle for the per¬
formance of his duties.

3. The appointment is subject to the approval of
the Governor.

4. The office is pensionable under the Port-of-Spain
Corporation Ordinance, 1914.

5. Salary will commence from the date of arrival
in Trinidad. No allowance is made in respect of
passage.

6. Candidates must submit evidence of their being
corporate members of the Institution of Civil Engi¬
neers of England, and of possessing experience in
the designing, construction, and maintenance of
waterworks and sewerage systems.

7. Should the officer be desirous of leaving the ser¬
vice of the Corporation within five years from the
date of his appointment, the Council reserve to them¬
selves the right to exact not less than three months’
notice in writing.

8. The Engineer will be required to reside within
the City or within a mile of the City, and to devote
his whole time to the service of the Corporation.

9. The successful candidate will be required, within
one month of the date of his arrival in the Colony,
to furnish a bond with axx approved' surety, or to
enter into a bond with an approved guarantee society,
in the sum of £500 for the due performance of the
duties of the office.

10. The successful candidate must be prepared to
take up the duties of his office within three months
of the date of his receiving the official intimation
from the Town Clerk that his appointment has been
approved by the Governor.

11. Applications, accompanied by not more than
two recent testimonials (one of which should be
from the candidate’s present employers), and stating
age and previous experience, together with a medical
•certificate that the candidate is fit for service in the
West Indies, must reach the Town Clerk, Port-of-
Spain. Trinidad, not later than the 1st December,
1917.

PHILIP H. SALOMON,

Acting Town Clerk.

Town Hall,

Port-of-Spain,

Trinidad, B.W.I, (3.445)

The Surveyor

Rnb Municipal anb Count? Engineer.

Vol. LII.

JULY 20, 1917.

No. 1,331.

Minutes of Proceedings.

Motors and
Town Roads.

The question of the, equity of
making a special imposition
upon the owners of motor
vehicles as a contribution to the maintenance of
the, roads is one- upon which a difference of
opinion is only to be expected between those upon
whose shoulders it is suggested that such a burden
should be placed and the general body of non-
mote-using ratepayers. Broadly speaking, the
dictum that roads should be adapted to bear new
and improved forms of traffic rather than that
such traffic should be restricted to the capacity
of existing roads, is a /sound one. Indeed, from
one point of view, the problems of highway
administration that have been raised by the transi¬
tion from horse-drawn, solid tyre traffic to motor-
driven pneumatic tyre vehicles are singularly like
the questions which arose on the original introduc¬
tion of wheeled traffic on a considerable scale.
Then it was sought to restrict the new develop¬
ment by means of such devices as a wheel tax ;
and -now we are not only familiar with the petrol
tax, but also with other proposals for securing
further road maintenance contributions from
motorists. The question raised by these pro¬
posals is one of broad policy, which is certainly
capable of argument on both sides. It has, how¬
ever, long ago been proved to demonstration that
tlie> cost of road maintenance has been enormously
increased by the advent of motor traffic, and the
sole- question is as to the incidence of this addi¬
tional burden. It is with some surprise, therefore,
that we observe in a recent issue of our contem¬
porary the Motor an article, the theme of which
is that- the extra cost of road maintenance is more-
than counterbalanced by a saving in the cost of
widenings,. and that for this reason it would be
unjust to ask motor owners to make any contribu¬
tion towards it. ‘ ‘ The road surveyor, ’ ’ says our
contemporary, “ is faced by new problems and
new needs for expenditure in his own department.
Naturally, he makes the best of his case, and
generally carries with him all those who are con¬
cerned in local government matters. These
latter have no difficulty in seeing his point. A
new kind of traffic has come, and 'the road 'sur¬
veyor tells them that their roads^are going to cost
them more. Evidently, then, the new traffic
must make- good the difference- There is much
too strong a tendency to burke the question of
whether that new traffic is not, in fact, a great
public asset, and even whether, when everything
is taken into account, it does not represent a

positive economy to the local exchequer. Road
maintenance and road improvement are not the
only expenditures that have to be considered.
Particularly in towns, we are frequently faced
with the need for spending large sums on road
widenings. If we could, get into the habit of
viewing the thing as- a whole instead of putting
each item into its own watertight compartment,
we should be much better qualified to legislate
in the interests of the community, local or
national. ’ ’

This seems to us to be the weakest argument
'that could be put forward in support of what we
may call the motor users’ point of view, for it not
only ignores the broad question of policy to which
we have1 already referred, but it also fails to take
into consideration the many road widenings and
improvements that have been rendered necessary
solely and directly to meet the- conditions of motor-
traffic with its greatly increased speed and danger
to pedestrians. We refer not only to the round¬
ing-off of corners and -the straightening of roads,
but a-lso' to the widenings that have taken place
to provide- room for separate lines of slow and fast
moving traffic. In conclusion, our contemporary
says that “ so long as people persist in regarding
a road as a thing which must be kept in order at
the lowest possible cost and upon which traffic is
only admitted on sufferance, we shall find among
us plenty of a-dvocaJtes- of high taxation of motors.
When once we all realise that the function of .a
road is to carry traffic and to help in the convey¬
ance of the largest possible bulk of goods and the
largest number of passengers at- the highest pos¬
sible speed compatible with safety, then we shall
understand that the cost of motor traffic must not
be judged by the borough surveyor’s accounts,
but on a very much broader and more logical
basis.” To which we would add that it must
also be judged on a very much broader and more
logical basis than that adopted by the writer we
have quoted.

* * *

Activated Sludge
Treatment
at Worcester.

The recent annual conference
of the Association of Managers
of Sewage Disposal Works, held
at Worcester, has brought forth
within a few weeks a second paper by the inde¬
fatigable city engineer, Mr. Thos. Caink, on the
same subject. If it had been simply a repetition
of the first paper there- would have been no need
to comment upon it in these columns, but it con¬
tains a very clear description of the new system

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

of sewage treatment by the activated sludge pro¬
cess, and some interesting suggestions as to the
lines along which further progress may be made
towards increasing the efficiency of the process.
These suggestions are accompanied by drawings,
and deserve very careful consideration by all
those who are interested in the subject. Whether
the additional initial outlay involved in the con¬
struction of the; special form of tank advocated
by Mr. 'Caink will produce a sufficient reduction
in the cost of power for the air-compressing plant
to justify the greater initial cost is a matter for
further investigation. It is undoubtedly all to
the good that engineers of experience should de¬
vote their minds to the consideration of these
problems and publish them as promptly as Mr.
Caink has done. Considerable benefit must re¬
sult from a frank and frequent exchange of views
in this manner.

Another interesting point which may be men¬
tioned is that since our last reference to the sub¬
ject the corporation of Worcester have taken over
the works carried out by Messrs. Jones & Att-
wood, who have fulfilled their contract to the
satisfaction of the corporation. It: appears, how¬
ever, that within three days of the plant' being
taken over some difficulties , arose owing to the
discharge into the sewers of a considerable
volume of tarry liquid. Asi might be expected,
the workirfg of the tanks, was very much upset,
but in spite of this the quality of the effluent was
still up to the standard prescribed when the
original contract for the installation was arranged.
This suggests that- this system is nearly fool-proof,
as at least one instance of a similar discharge has
occurred in the past .at another place when the
whole works' were thoroughly disorganised for
some time. Further information as to the effect
of this discharge of tarry liquid upon the activated
sludge in the tanks would be interesting.

The presidential address delivered by Dr.
Sidney Barwise at the same meeting also contains
some interesting suggestions with regard to the
activated sludge process. His suggestion that we
may before long see a new form of percolating
filter constructed of brushwood is somewhat
belated, as our readers . will be aware. For some
time now a filter of this type has been in opera¬
tion in Canada, and several descriptions of it
have appeared in these pages. We agree with
Dr. Barwise when he sta.es that the .charm of
the process is the infinite variety of the methods
by which it can be applied, but it is doubtful
whether his suggestion that it could be adapted
economically for the purification of rivers them¬
selves is practical.

* * *

Recent
Law Cases.

Among the cases reported in
the June number of “'Knight’s
Local Government Reports ’’
are several which have a direct bearing upon the
work of municipal engineers and surveyors.
High way law is represented by the case of
Abingdon Rural District Council v. City of Or. ford
Electric Tramways, Limited — raising an important
question of extraordinary traffic, which has already
been noted in these columns— and Macey v.
James's E. realtors. In the latter case the respon¬
dents were owners of some land which they were
developing as a building estate by granting ground
leases for ninety-nine years, containing covenants
on the part of the lessees to build houses and
make roads. Under these leases roads had been
made and used by the public without hindrance.
Moreover, the local authority had placed lamps in
them, and had sent their carts over them for the
purpose of house refuse collection. In these
circumstances: certain nuisances, existed on the
roads, and notices to abate them were served upon
the respondents as “ owners. ’’ It will be remem¬
bered that the expression “ owner “ is defined in

the Public Health Act, 1875, as meaning the
person for the time being receiving the rack rent,
or if the premises are not let at a rack rent “ the
persons who would so receive thesame if the pre¬
mises were let at a rack rent. ” For the appellant
it was contended that the respondents came
within the latter part of this, definition, and that
they were therefore liable for the abatement of the
nuisances in question. It was held, however,
that as the roads had been admittedly dedicated
to the public- use in the sense that the public in
fact used them, they were not capable of being
let at a rack rent, and that consequently the re¬
spondents were not “ owners ’’ of the roads
within the meaning of the Act, nor were they
liable to abate1 the nuisance. Another case of
special interest is that of Morris v. Mynyddislwyn
Urban District Council. There the. defendants,
served notices under secs. 28 and 36 of the Public
Health Act, 1875, to enforce the drainage of a
row of houses which were undrained. They did
not, however, in accordance with sec. 23, require
the drain to be “ of such materials and size, and
to be laid at such levels . . . as on the -report of
their surveyor” appeared to- them to be neces¬
sary; nor was any report, in fact, ever received
from their surveyor. The drain constructed under
’the notice by the landlord was admittedly a
“ sewer.” It was laid through the garden of the
plaintiff's house, and was as to half its diameter
above the ground. The' occupier stumbled over
the pipes, and now claimed damages against the
council. It was held that the defendants were
not liable, either on the ground of their alleged
negligence in the original construction of the
sewer (as in supervising such construction their
inspector of nuisances had exceeded his autho¬
rity) ; or after the sewer had become vested in
them, for keeping ft in a position partly above
ground and so dangerous to the occupier of the
house. On the latter point Mr. Justice Atkin
laid it down that the duty of a local authority
under sec. 19 is merely to maintain a sewer as a
sewer — that is, to take care that it efficiently con¬
veys the sewage away, and does not permit it to
become a nuisance by percolation or otherwise.

An “Open Letter”
to the Swindon
Borough Surveyor.

The habit seems bo be on
the increase of making a
public appeal, ex officio' and
ad hominem, to the muni¬
cipal surveyor for the remedy of the multitudinous
grievances which affect the ratepaying com¬
munity. This is in a sense complimentary to
the surveyor, and his potentiality as a remedial
agent, but when the appeal covers so wide a field
as ‘that which is- made to the borough survey or -of
Swindon in the form of an “ open letter ” to the
Earth Wilts Herald, the embarrassments of the
situation may become almost serious. The skill
and enterprise which are notoriously the posses¬
sions of Mr. Hamp will be severely tested if they
are successful in grappling with, or even enter¬
taining a tithe of, the demands made upon them
by Mr. Amos. Currey, the writer of the epistle in
question. First the borough ' surveyor is invited
to say whether he lias carefully thought out the
labour problem of the. future. In view of the
exercises which the prophetic soul of the man in
the street is in the habit of indulging in with
respect to the subject in question, this may be
regarded as a goodlv-sized order. One might
plead that it is almost sufficient to go on with,
but by Mr. Currey it is evidently regarded as a
mere preliminary canter to the whirligig of larger
issues. Mr. Hamp is next invited to state
whether he has carefully inspected the plans of
allotments as laid out by his department. These,
according to Mr. Currey, are open to improve¬
ment. Mr. Hamp is asked to “ make a note of
certain things in the approved formula of Captain

.July 20, 1017.

AND COUNTY ENGINEER.

Cuttle, after which — having been incidentally
inched to say whether he realises his responsi¬
bility when he states it would cost £7 to put a
fence round a certain holding— inquiry is made
whether lie knows that his department “ are
asking for trouble from the trees in Victoria-road,
which- were left unpruned last winter ” ? As if if is
not the merest commonplace of every municipal
surveyor’s experience to be sempitefnally accused
of over-pruning or under-pruning whole forests of
street trees ! The borough surveyor is invited to
“ demand ” wider streets and larger gardens for
all and sundry; to assist the medical- officer to
make Swindon “a real paradise”; to initiate a
non-cheeseparing policy; to seize opportunities
for carrying out much-needed improvements; to
take no heed of people who always cry, “ There
is no money ; think of the rates and the poor rate¬
payer”; and to consider that his first duty is to
the men entrusted to his. charge, “ because as
ratepayers they are as much your employers as
the members of the borough council, and have as
much right out of work hours to call to account or
give praise in proportion to your championship or
otherwise of their jusb rights.” This last would
appear to imply a ‘system of give and take as
between official and men, in which the latter as
“employers ” might occasionally take the place
of top dog. Whether this would tend to the
creation of a real municipal paradise in Swindon
may well be doubted. But, if may be asked,
where does the responsibility of the citizens and
the town council come in when the borough sur¬
veyor is expected to be the universal provider ?

* *

One of the fundamental dif¬
ferences between the procedure
for the execution of works of
private street improvement under sec. 150 of the
Public Health Act, 1875, and that under the
Private Street Works Act, 1892, is that in the
former case notices must be served on the respec¬
tive owners or occupiers of the premises fronting,
adjoining or abutting on the street, requiring them
to do the works within a time to be specified in
the notice. It is only if these notices are not
complied with that the local authority may them¬
selves do the works and recover the expenses.
The drafting and service of this notice are matters
of the greatest importance, for it is a. condition
precedent to any liability on the- part of the
owners that they should have it and make default
in doing the duty imposed on them before the
works are. executed by the local authority. In
more than one case owners have escaped liability
owing to some technical defect either in the notice
itself or in the manner of its service. Thus in
W all send Loral Hoard v. Murjdiy, 1890, 61 L.T.,
777, the local authority failed to recover expenses
from the owner of certain property, because the
notice had erroneously been served on a former
owner; and it was held in Handsworth District
Council v. Herrington, 1897, 2 Ch., 438, the

notice must be served upon every frontager in
order that the expenses may be recoverable from
any frontager. Moreover, the notice must speci¬
fically refer to the. deposited plans and sections
of the work required to be done, and state that
such plans and sections are open to inspection at
the office of the local authority. A notice which
merely refers in general terms to the provisions
of sec. 150 is insufficient and bad. A further
decision in regard to this matter was recently
given in the Chancery Division in a. case in which
the Bristol Corporation sought to make an owner
liable under sec. 257 for the expenses of works
carried out under sec. 150. It will be remembered
that the latter section provides that the notice
shall require the execution of the Works “ within
a time to be specified in the notice.” In the

Street Paving
Charges.

notice in question the time specified was one
month, and it appeared from the evidence that
this time was inserted a.s a matter of common
form, without any reference to the work to be
carried -out, and that it was grossly inadequate.
It -was held that this invalidated the notice, and
that it was bad. The practice of stating a conven¬
tional time, such as a month, in all cases for the
completion of works is a common one, but in view
of this decision it behoves local authorities to
insert a reasonable time, varying with the nature
of the ease, within which it is possible for the
owner or occupier to carry out- the works if he
should choose to- do so.

♦ *

Housing
at Hexham.

The annual report of Dr.
J. A. Jackson, the medical
officer of health for Hexham,
which was submitted at the last meeting of the
council, shows that the housing question is; as
acute in that town as it is in so many other places
at the present time. Dr. Jackson was perfectly
justified in pointing out that pre-existing bad
housing conditions are in no; small measure re¬
sponsible for the enormous number of young men
who have failed to come up to the general service-
standard for the Army, owing to various, physical
defects and weaknesses. Many of these men, as
he said, have been barred in their development
by the “ four1 great D’s — namely, Damp; Dark¬
ness, Disease, and Dirt. ’ ’ Common gratitude to our
soldiers demands that immediate steps should be
taken throughout the country to secure for them
better conditions on their return, while national
security and the preservation of the- race make
equally insistent, demands in the- same direction.
Indeed,- Dr. Jackson’s words to Hexham might-
well be taken to heart *bv local authorities gene-
rally. “It behoves you,” he- said, “to be pre¬
pared to put your house in order, and to be pre¬
pared for the many activities in sanitary matters
which will undoubtedly be necessary after the
cessation of the- war.” It- is satisfactory to re¬
cord that, in spite- of the difficulties of the time
and the absence of the surveyor, every possible
attention has been given to sanitary administra¬
tion in the town.

Dr. Barwise
and Consulting
Engineers.

"We really cannot allow the
extraordinary attack on the
engineering profession made by
Dr. Barwise recently in bis
capacity as- president of the- Association of
Managers of Sewage Disposal Works to pass- with¬
out notice. The feeling of consulting engineers
in the- matter is reflected in the- letter over , the
signature “M.Inst.C.E. , which appears in our
correspondence column. The suggestion that
“ it is unreasonable to expect a man to sit up all
night to take- money out- of his own pocket ” is a
most astonishing one to come from a member of
the medical profession. Just as the fee of an
engineer paid by commission for a particular work
depends upon the cost of that work, so the fee
of a doctor for attending a patient in a particular
mness depends upon the length of that illness.
Do we understand that if Dr. Barwise, were- in
general practice lie would regard it as unreason¬
able for his patients to expect him “ to sit up all
night to take- money out of his own pocket”?
We suggest that in neither case is there- likely to
be a conflict of. interest between professional
adviser and client, and that for the reason im¬
plied in the words that we have italicised. It
would indeed be foolish policy — not- to say morally
reprehensible — for a man in practice either as an
engineer or a doctor to take an unfair advantage
of particular clients or patients with a view to
monetary gain, and at the same time to risk his
professional reputation, which is his chief capital.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

Cleansing Work at Nottingham.*

By J. TERRY, Cleansing Superintendent, NoUcingkarm*.

The cleansing of the City of Nottingham is carried
out by two committees — the night-soil work being
done by the Health Committee and the street cleansing
being done by the Works and Ways Committee, whose
chief official is Mr. A. Brown, city engineer, to whom
I am indebted for the details regarding that depart¬
ment, and also regarding the flag-making plant, which
is also under his control. We have in the city 30,392
pail closets and 33,911 dry ash bins or tubs, and a
few privy middens. The system of emptying the
closet pails is for the drays to start out each night
with a load of pails clean, washed and disinfected.
These they leave in the closets in place of the full ones,
which are brought to the depot, the contents emptied
direct into a boat or railway wagon, and the pail
washed out and disinfected, to be again taken in use.
Tor the purposes of night-soil work the city is divided
into three districts, and is under the control of two
day and two night inspectors.

For the emptying of closet pails there are forty-
ei^ht horses and drays; each dray is in charge of two
men, and they vary from five to ten journeys per
night.

The average number of pails emptied per week is
40,719.

For the removal of dry .ashes we employ twenty-
- nine horses and wagons and four electric motor
vehicles. In addition to the ordinary dry ash carts
we ha ve_ al’so two small cobs and floats, which are
used in the shun areas, and make a daily clearance of
every bin and corner in which people will throw
refuse. -This we find is well worth the cost. The
slum areas are kept free from all offensive refuse; they
relieve the large dry ash carts, and being able to get
quickly over the ground, they bring in almost as much
refuse as the ordinary carts, and they are also very
useful in sending to various parts of the city to re¬
move small quantities of offensive refuse which are
at times found by the sanitary inspectors, &c.

In addition to this, we have a washing staff of six
men who daily visit the glum areas-and swill out with
water and disinfectants yards, passages and closets
used in common. These men wash and disinfect 323
yards, &c., and 1,605 closets weekly.

The Health Committee algo undertakes the removal
o' butchers’ offal free of cost. For this purpose the
corporation provide covered galvanised bins for the
storage pt the offal. These are brought away on a low
diay and replaced by clean ones; a charge of 2s. 6d.
per year is made for the use of the. bins. Last year
1,062 tons were collected in this manner.

The total weight of refuse received at the three
depots during 1916 was: Dry ash bins and ashpits,
32,490 tons; trade refuse, 5,815 tons; and pail closet
refuse, 33,470 tons. Of this 24,860 tons were sold to
farmers and 8,610 tons destroyed. These, two latter
figures represent actual weights after draining, the
total weight collected would be some 15 to 20 per cent
more than this.

DESTRUCTORS.

These are two in number (both made by Messrs.
Manlove, Alliott & Co., of Nottingham),- situate at
Castcroft and Radford The Easteroft is one of twelve
cells, but as it is fifteen years since its erection I will
not go into the details as to its construction, &c. The
Radford is similar, but of six cells only, and the steam
generated is not utilised except for the forced draught.

During 1916 the Easteroft destructor consumed
30,750 tons of retuse, evaporated 9,277,000 gallons of
water, ancj produced 744,692 units of eledtricity. The
current is taken by the Electricity Committee, who
pay all stokers’, chargers’, and foremen’s wages, and
light the plant, whilst the Health Committee maintain
the plant and building, excepting, of course, the
dynamos. The Radford destructor consumed 14,143
tons of refuse.

Disposal of Clinker. — About 2 per cent of this is used
for the flag making; the remainder. is used for filling
up or for sewage plants. That from Easteroft now
costs 2s. per load to cart away, but at Bradford we
have recently purchased land adjoining the destruc¬
tor, and the clinker is taken direct from the furnaces
by means of trolleys..

CONCRETE SLAB-MAKING PLANT.

In order to utilise profitably a portion of the clinker

.* Paper read at the annual conference of the Institute of Cleansing
Superintende ts at Nottingham.

resulting from the burning of the town’s refuse in the
destructor at the Easteroft, a concrete slab-making
plant was installed by the Works and Ways Commit¬
tee, under the advice and direction of the city
engineer. It consists of a grinding mill, similar to a
mortar mill, but with a perforated bottom, through
which tiie clinker is screened when broken to a suit¬
able size; a set of vertical two-throw belt-driven
pumps, having rams lj-in. diameter and 5-in. stroke;
an accumulator having a ram 4 in. diameter and 8 in.
stroke, working at a pressure of one ton per square
inch, with automatic knock-off valve to prevent the
pump working against pressure when the accumulator
reaches a certain height; a three-slab hydraulic slab¬
making press, which gives a pressure of 400 tons on
each slab, and a vacuum pump fort working the lifting
tackle which takes the slabs out of the moulds. The
whole of the plant is driven by a motor, with the elec¬
tric current generated by steam derived from the burn¬
ing of the town’s refuse.

At the commencement of operations considerable
trouble was encountered by “ blowing ” on the sur¬
face of the slabs ; this was caused by the pieces of
lime to be found in the clinker.

The slabs are 2| in. thick, 1J in. clinker and cement
backing, and 1 in. granite and cement face, and it was
found that the “ blowing ” only took place where the
granite face was thin. The granite and cement was
put in the mould first in sufficient quantity to make
a face 1 in. thick, and on this was then shovelled the
clinker and cement; it was found, however, that the
operation of dropping the latter on to the former
resulted in a portion of the granite being displaced,
and instead of there being a face of 1 in. thick through¬
out, in some places it was only | in. thick. If there
happened to be a very small piece of lime in the
.clinker backing where the granite face was very thin,
“blowing.” took place, ’ caused by the expansion of
the lime. The. trouble was overcome entirely by, first,
allowing the ground clinker to be thoroughly
saturated with water, which breaks up the lime and
renders it practically inert; and, second, by making
the slabs in two operations — that is, after the layer of
granite and cement was filled into the moulds, giving
a gentle pressure on the material in the mould so as
to render it hard enough to allow of the clinker and
cement being shovelled on to it without affecting the
thickness at any point; since this system was adopted
a defective slab is almost unknown.

The arrangement for removing the slalis from the
mould's is very ingenious, as they are not handled in
any way; a ram working under the mould
pushes the slab out of the mould and it is re¬
ceived on its upper face by a perforated plate,
the holes in which are connected by suitable
piping to the vacuum pump ; this plate, with its
traveller, swings the slab over on to its receiving tray,
and when nine or twelve of these are piled up they
are removed on a trolley to the shed, which is sup¬
plied with rails, on the lower flange of which the
trolley runs; by turning a. screw the floor of the trolley
is lowered, so that the bottom tray rests on the top
flange of the girders ; the trolley may then be removed
to tire slab-making press.

The plant was started working in June, 1905, and the
quantity of slabs made up to June, 1910, was about
75,000 square yards; the output last year was 18,500
square yards. It must be understood, of course, that
the possible output of the plant is much more than
this if working every day in the year, but certain days
are spent by the staff in unloading and .stacking;
also, tlie plant is shut down for some months in the
winter.

As previously stated, the thickness of the flags is
2J in. with 1 in. thick granite face, three of granite
to one of cement, and 1J in. thick of clinker, three of
clinker to one of cement. Three sizes of slabs can be
made, viz., 3 ft. by 2 ff., 2 ft. 6 in. by 2 ft., and 2 ft. by
2 ft.

After the slabs have remained under cover on the
wooden trays from three to seven days, depending
somewhat on the condition of the weather, they are
stacked in the open air, and are not allowed to be
used until they have been made six months.

The total cost of the plant, including buildings and
everything complete, was £2,869, which was paid for
out of the profit on the sale of the slabs, for private

July 20, 1917.

AND COUNTY ENGINEER

street works. The slabs are supplied for public works
— that is, works in public streets — at cost price, but
for private street works they are charged at 3s. 3d.

per yard.

It is not considered advisable to lay concrete slabs
on any footways having a steeper gradient than I in
15, on account of their wearing slippery on steep

gradients.

. It may be added that the slab-making plant was
supplied by Messrs. Fielding & Platt, Ltd., of Glouces¬
ter, and it has given every satisfaction.

DISPOSAL OF TINS.

This is a matter which is causing much trouble to
many superintendents, and is also one upon which
there is a divided opinion, but in Nottingham, we
believe, we have solved the. difficulty. For a number
of years we had a special furnace for extracting solder,
and this has done excellent work, but the making of
tins by machinery has so reduced the quantity of this
metal as to make it a negligible quantity. We have now
erected .a large open fireplace in which we burn all the
tins. The .fire is kept going by waste brought in from
the town, and which previously gave us considerable
trouble in the destructor. The burnt tins are then
pressed in an hydraulic press into billets.

Since erecting this press we have been able to obtain
such an increased price that with contracts already
placed we expect this year to realise the sum of over
£1,000. The cost of burning and pressing does not
equal that of ioading them in trucks without pressing.

All scrap is now sold, including old wire, springs,
&c., which could not be got rid of anywhere, and .was
causing quite an accumulation in the depots.

HORSES.

The' purchasing of horses always raises an interest¬
ing discussion at our meetings, so I will just state the
class of horse we buy for our night-soil work, and how
wre buy.

The horses are generally known as “ half -legged ”
horses, and run fffim 16 hands to 16 3, and for some
years we have had one price, namely, £52, but one
lot purchased since the outbreak of war cost £84 each.

We get them all from a large dealer who, when- we
are purchasing, sends a number to the depot. They
are all examined by the vet. for soundness, and those
he passes areta-ifen round the yard and inspected by
the committee, who purchase those they consider
suitable.

This method we have found quite satisfactory. The
dealer relies upon our custom and tries to suit us, and
when one goes wrong, even a few. months after, we
have never experienced any difficulty in effecting an
exchange.

Whilst speaking of horses, I would also like to say
that my committee gives away about £20 per year to
those, men whom they think keep their horses and
harness best attended ’to.

This, we believe, is easily saved by everything being
kept in good condition.

STREET CLEANSING AND DUST LAYING.

The total mileage of streets is estimated at 225 miles,
paved streets have a mileage of 140 miles, and there
are about eighty-five miles of macadam roads in the
city ; there are about fifteen miles of wood-paved roads
and thirty-five miles of tar-macadam roads, the length
of which-'are included in the mileage of paved and
macadam roads.

The/:entre of the business portion of the city, having'
an area of, approximately, 2,170 acres, is cleansed by
a special staff controlled by a superintendent and his
assistant, working under the direction of the city en¬
gineer and the chief highway surveyor. The number
of men employed .under normal conditions is seventy-
two, and the number of horse-driven machine brushes
is nine. The aiea is divided into suitable districts,
each district dealt with by a gang of, usually, eight
men in charge of a foreman. The outer districts,
having an area of, approximately, 8,765 acres, are
cleansed by seven gangs of from three to eight men,
the number of men employed under normal conditions
being forty-four, and the number of horse-driven
machine brushes seven.

The type of man now engaged on street-sweeping
is very different from the type of man engaged on
similar work thirty-five years ago, when a man was
not considered eligible for street sweeping until he was
past sixty years old; now a man is not considered
eligible to be put on if he is over thirty-five.

The importance’ of an efficient system of street
cleansing cannot be over-estimated. In this city, at
any rate, more might be spent on thisymrk, but there
need be no hesitation whatever in saying that the

work of every other department of the corporation is
crippled in order to find funds for education. The
first consideration in all large cities now has to be
education; health is relegated to second place; in the
opinion of most people the order should be reversed.

During the year ending March 31, 1915.

Number of streets swept was . 198,122

Mileage of streets . 23,205

Loads of refuse removed, including snow 47,554

Average mileage of streets swept daily
(excluding Sundays) . 70'69

Average mileage of streets swept on Sun¬
days . 2617

Number of gullies emptied . 126,924

In the centre of the city the horse brushes come on
duty at twelve midnight and turn out at one a.m.,
and in dry weather they are preceded by a water-cart.
The street-sweepers come on duty at four a.m., and
the carts for picking up at four and five a.m. : the
whole of the sweeping and picking up in all the main
thoroughfares and streets in the business centre are
finished before seven or eight a.m. The principal
thoroughfares are swept by hand brushes for the pur¬
pose of. collecting horse droppings, and are dealt with
in this manner two or four times per day, in addition
to morning scavenging. _

Dealing with the refuse after collection is becoming
a more difficult problem every year. There is a ready
sale for horse droppings, but the sweepings from
paved and tar macadam roads are . carted to the East-
croft, stacked, and given away to farmers. The demand
now is greater than the supply.

SNOW REMOVAL.

Another difficult problem is that of snow removal,
and during recent years there lias always been one
heavy snowfall. The city is divided into districts,
and the number of men with a foreman is assigned
to that district, with the necessary number of carts.
There is no particular difficulty in organising a
method of rapid snow removal if a sufficient number
of carts can be hired ; there are always plenty of men
(of a kind), but as snow always comes when coal cart¬
ing is brisk, there is very great difficulty in obtaining
an ample supply of carts. If thejmow falls early at
night salt is immediately used, and before .traffic is
busy the snow plough and brushes have dealt with the
melted snow, and moved it to the sides of the road;
this part of the operation of snow removal is compara¬
tively ea‘sy; there are a number of large manholes con¬
structed on the large sewers where . there is a good
volume of water, and the bulk of the snow is disposed
of in this way. In the urban districts the snow is
tipped on to, the waste grounds by permission of the
owners, or tipped into the river Leen.

In a severe winter snow-removal may cost the city
•£1,500 to £2,000. The maximum number of men em¬
ployed was 645 and the number of carts 315 on a heavy
snowfall.

. DUST-LAYING AND PREVENTION.

There are fifty-two water carts for street watering;
nearly all are four-wheeled vans, and the more recent
ones are of the “ Warwick ” Patent Sprinkler type,
which is an improvement on the old type of spreader.
There are always in use two Layland combined tipping
lorries .and interchangeable watering tanks : the tank
is 1,000 gallons capacity, and water is passed through
a small centrifugal pump, always delivered at high
pressure, so that it is quite easy to water a carriage¬
way 50 ft. in. width, on one journey. These watering
machines are exceedingly economical.

Street watering is a difficult problem, as anyone en¬
gaged in it knows only too well ; thirty or forty horses,
men and carts may be sent out in the early morning,
and at ten o’clock comes a brisk shower, soaking
everything. Work has to be found for these thirty or
forty horses and men, and when this has been
organised the sun comes out with a drying east wind,
and the dust is blinding. The man who pays rates
expects that thirty or forty horses can be found in half
an hour, and the watering started again; they could
be if that number of horses were kept in reserve, and
the ratepayer would then feel the burden greater still.

Year ending March 31, 1915, the days on which

street-watering w'as necessary were; ... 178

Number of streets watered . 71,820

Number of loads of water used . 63,377

Gallons of water used . 25,500,000

During the hot weather disinfectants are used in
the water-carts on all paved roads; as much as 2,600
gallons have been used in a year.

Besides dust laying by means of watering, a num-

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

ber of experiments -have been made on macadam
roads with various methods of dust prevention. The
early methods were the use of oil in several forms,
made so as to be miscible with water; this was only
moderately successful, as the oil did not penetrate
below the surface, and was readily washed away by a
heavy shower of rain, and had to be repeated.
“ Akonia ” and calcium chloride* were tried, and these,
which are practically the same substance, do pene¬
trate into the road to a certain extent. Calcium
chloride having a remarkable affinity for moisture,
the latter held in the air is attracted to the surface of
the road, which is always kept moist; it is only effec¬
tive, however, so long as the weather remains fine: a
heavy rain washes the calcium chloride out of the
road, and the' process has to be repeated fairly fre¬
quently in this changeable climate.

During the past year a tar-spraying machine was
purchased, and a number of roads treated with various
kinds of tar, with results which were eminently satis¬
factory. The area coated was 124,069 square yards,
and the dust on these roads was reduced to an absolute
minimum.

It should be remembered that tar-=spraying gives re¬
lief from dust for twenty-four hours per day, Sundays
included, whereas the relief from dust by street-water¬
ing on a very hot, bright day is of a very temporary
character. Tar-spraying not only prevents dust, but
reduces the wear to the macadam surface of the road,
and, unlike when oil or calcium chloride is used, is
not affected by heavy rains. Anything which will
tend to reduce dust, increase the life of the roads, and
save the waste of water used in street watering,, is
worth trying on a larger scale. It is possible that on
very steep gradients the use of tar may not be advis¬
able; if so, a combination of the two systems may be
necessary ; that is, calcium chloride on roads having
very steep gradients, and tar-spraying on other roads.

GOVERNMENT AND OILS.

NO CREOSOTE FOR ROADS.

The Minister of Munitions orders that all users or
consumers of creosote oil, green oil, sharp oil, anthra¬
cene oil, or other oils with a specific gravity of 1 000
or more, distilled from coal-tar, and all oils with a
specific gravity of '950 or more distilled from other
tars, shall within fourteen days furnish to the Con¬
troller of Mineral Oil Production, M.P.S.3, 8 Norih-
umberland-avenue, London, W.C. 2, particulars as
to the source of supply, the quantity used during
the first six months of 1917, the amount estimated
for use for the second six months of the year, and the
use to which the oil is put.

It is further ordered that, until further notice, no'
person shall, except under and in accordance with
the terms of a. licence issued under the authority of
the Minister of Munitions, use any creosote (whether
as a solvent or otherwise) for or in connection with
the water-proofing, preservation, or treatment of
timber or wood of any kind or description; the
manufacture, repair, preservation, or treatment of
any road or path in the United Kingdom, or any -part
of such road ornath. No person shall until further
notice offer to sell, sell, or, except for the purpose
of carrying out a contract in writing existing prior
to such date for the sale of greosote, enter into any
transaction or negotiation in relation to the sale of
creosote, except under a licence. All’ applications
for licences under this Order shall be" made to the
Direetor-GeneraJ of Munitions Supply, Ministry of
Munitions, Whitehall-place, London, S.W. 1, and
marked r‘ Creosote Licence.”

The Sheffield Darkened Streets Case.— The Court of
Appeal have dismissed the appeal of the Sheffield Cor¬
poration in respect of an award of £660 against the
corporation for personal injuries sustained by the
plaintiff coming in contact with one of the iron spikes
fencing a tree, the sight of one eye being practically
destroyed. The contention of the corporation was
that the guards were admittedly safe in normal cir¬
cumstances, and that there was no further degree of
care imposed upon them by reason of the Lighting
Order under which the town was placed in a state of
darkness. The Lord Chief Justice held that whether
or not the corporation had exercised reasonable care
was a matter for the jury to decide, and Lord Justice
Scrutton concurred.

MOTOR SWEEPING AT HACKNEY.

YEAR’S WORK WITH A LAFFLY MACHINE.

Mr. Norman Scorgie, m.inst.c.e., borough engineer
of Hackney, has prepared for the information of his
Works Committee the subjoined report on the work¬
ing of the Laffly road-sweeping machine owned by the
borough council: —

N umber of days worked ... ... ...

Mileage recorded ...

Average per day
Length of roadway swept
Average per day
Petrol used ...

Average per day
Distance per gallon ...

Lubricating oil used

Distai ce per gallon ... ... ...

Axle grease used ...

Distance ( er 1 lb.

Number of broom refills ...

Average life per broom
Average wearing distance per broom

Initial Cost.

Machine

638

Hood ... ... ... ... .

Speedometer

Spare broom spindles (6) ...

£670

Working Costs for the Year.

Life of the machine assumed as eight years.

Depreciation— 12^ per cent

Depreciation on sundry additional plant,

levers, lifting jack, &c. — 12} per cent...
Repairs and renewals (including a new

tyre) .... .

Insurance

Wages paid to driver

Petrol (1,038 gallons — 2s. 2d. and 2s. 3d.

123

per gallon)

Lubricating oil (50 gallons— 3s. 4d, to

116

3s. lOd. per gallon)

Axle grease (140 lb.)

Broom refills (33 at £2 8s.)

£453

Ecpial to 6s. ll'8d. per mile of road swept.

The abnormal conditions which have prevailed dur¬
ing the year of work of the machine, to May 15, 1917,
render it difficult to make any definite comparison
between the cost of the work as executed by the motor
machine and as previously executed by the horsed
machines. Taking the work actually done by the
horsed machines during the preceding year (1915-1916),
including the washing down in front of these
machines, and calculating its cost at the prices which
were in force during the year 1916-17, the total cost
woidd have been £1,474. The cost of the work actually
done by horsed machines during the year 1916-17 was
£890; the cost of the work of the motor machine, as
stated above, has been £454; so that the total cost has
been £1.344.

There has been a saving of £130, as compared with
the previous year’s work, when horsed brooms were
used exclusively. It, however, should be borne in
mind that prices generally during the year 1916-17
have been 15 per cent in excess of the prices during
the year 1915-16, so that, assuming that the cost of
working the motor machine does not increase during
the course of the present year, the saving should be
close upon £200 on the work of this one machine. The
foregoing figures, of course, do not show the further
great advantage which the council was enabled to
obtain by the. quicker cleaning of the main thorough¬
fares of the borough after the heavy falls of snow
which took place during last- winter.

London’s Motor Ambulance Service _ The London

Gounty Council maintains six ambulance stations, at
which are stationed nine motor ambulances, including
two spare ambulances. The first of'these stations was
opened on February 1. 1915, and the numbers of calls
dealt with by the ambulance service in the years 1915
and 1916 were 2,405 and 9,244 respectively.

255

8,925

1,300 miles
5-1 „

1,038 gallons
407 „

8'6 miles
50 gallons
178 miles
-1401b.

64 miles
33

7‘7 days
270 miles

July 20. 1917.

AND COUNTY ENGINEER.

Activated Sludge Process of Sewage Purification/

THE WORCESTER EXPERIMENT.

By THOMAS CA1NK, assoc. m.inst.c.e., City Engineer.

In December, 1914, a deputation from the Corpora¬
tion of Worcester, including the Mayor, Alderman
H. A. Leicester, and the members of the Water and
Sewerage Committee, with some other members of the
city council, visited the Salford Sewage Works to
see the activated sludge process of purification, which
was experimentally in operation there.

Mr. Melin, the chemist, and Mr. Duckworth, the
manager of the works, kindly met the visitors and ex¬
plained to them the process. The deputation had the
further privilege of being accompanied by Dr. Fowler,
of Manchester University, from whose investigations
the process is mainly the outcome..

The deputation was greatly impressed with the sim¬
plicity and compactness of the purification arrange¬
ments, as well as with the effluent produced, but as
no particulars of the consumption of air required and
other items of cost were then avaliable, the City
council was content to await further developments
of the process.

The method experimented with was an intermittent
one, known as the “ fill and draw ” method. The
writer was impressed with the conviction that until a
continuous method wras devised, which did not appear
to be a very difficult proposition, the process was not
likely to receive general acceptance.

The position was not greatly dissimilar to that
which obtained twenty years ago. At that time the
intermittent method of bacterial purification by con¬
tact beds had spread pretty widely. The author was
at that time convinced that superior results would be
achieved if the bacterial filtration could proceed con¬
tinuously by percolation. He accordingly devised the
self-propelled distributor, which was introduced to_
the engineering world under the title of the Candy-
Caink Distributor.

This device made practicable the continuous perco¬
lating filter, which, by its extremely wide adoption
for sewage purification, has shown that the anticipa¬
tions which the author entertained were amply justi¬
fied. A similar development has now been made with
the activated sludge process, and with similar bene¬
ficial results, both in capital outlay as well as running
costs. It is the continuous method of this treatment
that has been experimented with at the Worcester
Sewage Works during the past twelve months.

Messrs. Jones and Attwood, in company with Dr.
Fowler, visited the Worcester works, to ascertain if
the sewage tanks could be conveniently adapted to
the arrangements they had designed for giving effect
to the continuous method. Dr. Fowler thought the
tanks were ideal for the purpose.

The firm accordingly approached the city council
with a proposal upon the

“no cure, no pay”

principle, which was finally accepted by the council .
and embodied in an agreement.

The firm was given possession of two-thirds of one
of the tanks, which were in duplicate, to make what
alterations they thought necessary, and if the experi¬
ments were successful they were to be paid, at the
expiration of twelve months, a sum mentioned in the
agreement. If not successful, they undertook to re¬
move their plant, &c., and restore the tank to practi¬
cally its original state.

The experiment was to be regarded as a success if.
without causing any nuisance or offence, it treated
three-quarters of a million gallons per day d.w.f., and
twice that quantity w.w.f., so that the resulting
effluent should be incapable of putrefaction, and con¬
tain not more than four parts by weight of suspended
matter in 100,000 parts of effluent.

The firm was also required to submit to the city en¬
gineer for his perusal, but not for his approval, draw¬
ings showing the arrangements they proposed to
adopt.

It will be understood from this that, whatever merit
there is in the scheme, which the association will have
the opportunity of inspecting, the credit thereof
belongs entirely to Messrs. Jones & Attwood, and
in no sense to the author, with the exception, perhaps,
of some details suggested by him.

It was obvious that, if the activated sludge process

* Paper rfa'l at the annual summer conference of the Association of
Managers of Sewage Disposal Works. * »

of purification was to become one which sewage en¬
gineers could entertain, the quantity of air used in
the Salford experiment when the deputation .visited
those works must be greatly reduced, so as to bring
the cost of pumping air within reasonable limits,
and, as has already been remarked, it was extremely
desirable that a continuous method should be found.
The experimental plant at Worcester is an effort to
give effect to these two desiderata.

It was clear from the investigations of Dr. Fowler
and others that the purification was effected by keep¬
ing the activated sludge which held the myriads of
oxidising organisms in intimate contact with the
liquid to be purified, and by keeping the organisms
supplied with a sufficiency of oxygen from the air.
Hence the more finely the sludge was broken up, and
the more evenly it was distributed throughout the
mass of liquid, the more intimate was the contact
between the solids and liquid. The question, there¬
fore, became. What is the most efficient method of
pioducing fine subdivision and suspension of the
solids?

Mottling seemed so effective to this end as agitation
of the entire mass of liquid and solids by the blowing
in of atmospheric air, while this method possessed
the further advantage, of supplying the necessary
oxygen to the organisms.

As the need of the latter requires only a fraction of
the air demanded for the former, the economical
problem becomes reduced to one of devising a method
of suspending the sludge throughout the mass of
liquid with the minimum consumption of air.

THE PLANT INSTALLED

at the Worcester Sewage Works is Messrs. Jones &
Attwood’s contribution towards the solution of this
problem.

It will easily be seen from what has been said that
it is important to remove detritus and all other heavy
matter in the .sewage before passing it into the aera¬
tion tank. All large, suspended, non-putrefactive,
organic matter should also be screened, and as these
substances neither need purification themselves, nor
contribute to the purifying process, they , are “ matter
in the wrong place,” and should be eliminated.

The portion of the tank handed over to Messrs.
Jones & Attwood for their experiment had a nett
water capacity, at a depth of 17 ft. 3 in., of 626,000
gallons. It consisted of a rectangular tank, 86 ft. 3 in.
by 78 ft. by 18 ft. deep from coping to floor. It was
divided into nine longitudinal bays extending from
the inlet channel, which ran across the entire width of
the tUfnk, to its opposite end, by eight division walls,
9 in. thick, all the bays having a water communica¬
tion between them at the lower or outlet end.

These longitudinal bays were subdivided by three
transverse walls, finally forming thirty-six rectangular
bays, each 21 ft. long by 8 ft. wide and 18 ft. deep.
Of these twenty are devoted to aeration, eight to the
settlement of the sludge, and the remaining eight are
at present not in use.

Reverting to the Salford tank, the arrangement for
aeration consisted of air pipes laid on the floor of the
tank, which was flat, containing perforations for the
exit of air spaced about a foot apart. Any material
increase in the distance between the air exits was
found to result in the settlement of sludge on the floor
in fllie intervening spaces.

For the purpose of increasing the intervals between
the air jets, and to avoid the piling up of sludge on
the floor of the tank, a series of concrete ridges and
furrows have been constructed over the entire floor
area of the aeration tank, the ridges occupying the
spaces on which the sludge would accumulate if the
floor were flat. In the furrows porous tiles, called
“ diffusers,” are laid, through which the air is
delivered to the liquid. The author thinks these are
a distinct improvement upon the plain jets. By
means of these ridges the distances between the air
outlets have been greatly increased.

In the first longitudinal set of bays, which receives
the raw sewage, the rows of diffusers, which run across
the bays and are a foot in width, are separated by
a distance of 5 ft. By these diffusers a vertical cir¬
culation of the water is set up, returning upon itself.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

while the air escapes at the surface. In the remaining
aeration bays a somewhat different arrangement, of
ridging has been adopted, whereby the distance
between the rows of diffusers is increased to 10 ft.,
thereby reducing the consumption to one-half of the
former series for a given area of tank. Each row
consists of eight diffusers, each 1 ft. square, laid
tiansversely across the bay. The circulation resulting
from this arrangement, instead of being local to each
row of diffusers, as is the case m the first longitudinal
bay, the air drives the liquid forward.

Advantage is taken of this to create a horizontal cir¬
culation around two contiguous series of longitudinal
bays; a portion of the water returns, and a portion
is taken by the next pair to travel in a horizontal
circuit in these.

From these the now oxidised liquid, containing its
full complement of suspended sludge, passes into
the settling bays. These eight bays are formed into
four tanks, having their floors shaped into inverted
pyramids sloped at an angle of 60 deg. from the hori¬
zontal. At the apex of each pyramid a sludge lift
is provided, consisting simply of a 6-in. pipe, in the
bottom of which a stream of air is blown, which
raises the settled sludge and discharges it into an
8-in. horizontal sludge main, which conveys it into
the inlet channel, where it mixes with the incoming
raw sewage and returns to the aeration tank, the
excess sludge being drawn off and conveyed to sand
beds for drying and disposal.

The sludge as it leaves the settling bays contains
usually about 95 per cent of water, in addition to a
considerable quantity of free water, which rapidly
drains away. The purified effluent is decanted from
the settling tank into troughs, which convey it to the
effluent channel. The total nett capacity of the aera¬
tion bays affords an aeration period of six hours, with
a rate of flow of one million gallons per twenty-four
hours, plds 20 per cent of sludge. The settling bays
give a detention of one hour and forty minutes for the
seme rate of flow, but without the sludge.

The actual quantity treated per diem is usually
750,000 gallons, which gives eight hours’ aeration and
2J hours’ settlement.

With these flows, the conditions of the agreement in
respect of the d.w.f. are complied with. Below is an
analysis of the effluent.

So far as the experiment has proceeded, the require¬
ments relating to the wet-weather flow have not been
fulfilled with respect to the suspended matter, the
settling area being apparently insufficient.

ANALYSIS OF SCREENED SEWAGE.

(Taken May 31, 1917, Worcester Sewage Works.)

Parts per

100,000.

Solids in suspension ... ... ... ... 10'4

„ solution dried at 100c. ... ... ... 151'0

,, „ appearance ... ... ... Brown.

,, ,, after ignition ... ... . . 132'0

Behaviour of solids in ignition — blackeningandbadodour.

Phosphates
Chlorine calculated as common salt
Free and saline ammonia...
Albuminoid ammonia
Oxygen absorbed in four hours ...
Nitrogen in nitrates and nitrites

Colour .

Deposit

Smell

Trace.

. ' 68 9

. 20

. 0-57

. 21

... ... None.

Opalescent.
... Dark grey.

Bad.

(Signed) It. Nino.

ANALYSIS OF SEWAGE EFFLUENT.

(Taken May 3', 1917, Worcester Sewage Works.)

Parts per
100,000.

Solids in suspension ... ... ... ... Trace.

„ solution dried at 100c. ... ... ... 143’0

„ ,, appearance ... ... ... Brown.

„ „ after ignition ... ... ... 126-0

Behaviour of solids in ignition — blackeningandbadodour.

Phosphates

Chlorine calculated as common salt
Free and saline ammonia...

Albuminoid ammonia
Oxygen absorbed in four hours ...

Nitrogen in nitrates and nitrites
Colour
Deposit
Smell...

Dissolved atmospheric oxygen absorbed in five days
(Adeney’s test) = 0'63 parts per 100,000.

No putrefaction observed in five days (incubation
test).

Remarks — The above effluent is satisfactory.

(Signed) Rol. Nind.

Trace.

. 677

. 26

. 0-17

. 066

None.

Slightly opalescent.
...Slightly brown.

Slight.

The air compressor supplied with the plant for
aeration is a double-acting reciprocating machine, de¬
signed to deliver 562 cubic feet per minute, with a
speed of 235 revolutions' per minute, and is driven by
a 40-h.p. d.c. motor.

The quantity of air delivered seemed greater than
was needed ; the speed of the machine was therefore
reduced by increasing the diameter of the motor
pulley to 150 revolutions, yielding (not counting slip)
416 cubic feet per minute with a consumption of elec¬
tricity of 365 units per day. The reduction of speed
doubtless diminished to some extent the efficiency of
the air-compressing plant. The air is conveyed to the
tank through a cast-iron main, 9 in. diameter, from
which 5-in. and 4-in. branches are taken along the
coping courses of the division walls. From these,
wrought-iron tubes, 1-in. and lfirn diameter, are car¬
ried to the diffusers, which are laid upon the floors of
the tank between the ridges.

The total area of the diffusers, each of which is
12 in. square, is 313 sq. ft., being about one-tenth of
the water area, in the aeration tank.

The pressure of air at the compressor is 9 lb. per
sq. in.; the quantity of air used is cubic ft. per
gallon of sewage ; the price paid for electricity is three
farthings per unit; the consumption of electricity for
the air supply is 488 units per million gallons; and
the cost at the price paid, 30s. per million gallons
treated.*

The air compressor should be in duplicate, so that
the aeration may not be suspended in the event of the
machine requiring repairs. Probably the most econo¬
mical arrangement would be to divide the compressor
plant into three units, one having a capacity equal to
the maximum air required, another of 75 per cent, and
the third of 50 per cent of the maximum.

Observation of the running of the plant affords
evidence that the quantity of air used is capable of
oxidising a greater quantity of sewage than the above
figures indicate.

It has been said that the sludge problem is the
sewage problem ; that the solution of one is the settle¬
ment of the other. If that is so, then the author is
of opinion that the activated sludge process is

THE SOLUTION OF THE SEWAGE DISPOSAL PROBLEM,

because, whatever fertilising value the sludge result¬
ing from the process may or may not possess, it is an
innocuous material, and may be deposited anywhere
without offence.

That it does possess important fertilising properties
is unquestionable, but how to apply it most econo¬
mically to the land is open to much consideration. It
appears to the author, so far, that after simple air dry¬
ing for a f'Sw weeks in very thin layers, it could be
conveyed by mechanical traction to the land, to dis¬
tances which would ensure a profitable return for the
expenditure, without causing the least offence. If
that proves to be the case, the importance of the pro¬
cess wi'l eventually be enormous from the point of
view of production of food crops.

The character of the Worcester 'sewage is a fairly
average one from the domestic and manufacturing
point of view. The city is entirely water closeted;
a considerable portion of, but by no means all, the
surface water is separated from the sewers, and there
is a variety of manufactories, comprising breweries,
porcelain works, glove works, tanneries, chrome
leather works, engineering works, foundries, tinplate
works, and others.

When Messrs. Jones & Attwood submitted the
drawings showing the alterations they proposed to
make to the tank to adapt it to the process they were
going to experiment with, the author was impressed
with the conviction that more energy — mechanical,
chemical, and bacterial — might be obtained from the
air used if, instead of allowing it to escape into the
atmosphere immediately on its reaching the surface
of the water, ft were made to travel horizontally, car-
rjing with it a stream of liquid for a distance, by
covering the tank with a more or less airtight roof.
He accordingly submitted to the firm a design for an
aeration tank upon those lines, as well as a settling
tank by which, he conceived, superior effects would
be obtained for a given quantity of air supplied to
the liquid. He has since then further developed the
scheme along the same lines, and ventures to submit
a description and drawing of it for the consideration
of the association.

The .objectives sought to be reached are: —
AERATION TANK.

1. Prolonged contact between air and liquid.

* Ten per cent Las been added to the price of current since the war
began, which makes the cost £1 13s. per 1,000,000 gallons.

July 20, 1917.

AND COUNTY ENGINEER

2. Simplicity and moderate cost of tank construc¬
tion.

3. Suspension and fine subdivision of the solids,
and aeration with a minimum expenditure of air.

4. Impossibility of short-circuiting of the liquid
from inlet to outlet.

8. Adaptability to variations of flow from minimum
dry weather to maximum wet weather, and from day
flow to night flow.

SETTLEMENT TANK.

10. Uniformity of forward movement of the entire
volume of effluent, so as to obtain the maximum

av.l

II ' * \

;4 1

D * * '

\ !
• : ‘\ - !i

.\U_»r r~

U:4

- F ic~T

- Sludge l t

The Activated Sludge Process: Design for Aeration and Settling Tanks for Treating

2,000,000 Gallons Per Day, D.W.F.

5. Facility for draining tank in the event of its re¬
quiring to be emptied.

6. Easy removal of air diffusers for examination and

changing.

7. Facility for observing progress of purification in
the transmission of the liquid from inlet to outlet of
aeration tank.

settlement of sludge with the minimum tank capacity.

11. Certainty of early and complete removal, and re¬
storation to aeration tank of the deposited sludge.

12. Adequate length of weir over which the final
effluent flows to its destination.

The accompanying drawing illustrates a tank de¬
signed with these aims to deal with a d.w.f. of 2,000,000

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

gallons of sewage, and a w.w.f. <of 6,000,000 gallons per
day. This would provide for a population of 50,000,
with a water consumption of 40 gallons per head per
day.

The internal dimensions of the aeration tank are
86 ft. 9 in. and 18 ft. deep from coping to floor, and
has a nett capacity of rather more than 650,000 gallons,
with a depth of water of 17 ft. This capacity gives an
aeration period for 2,000,000 gallons per day of six
hours, and for 6,000,000 gallons per day of two hours,
assuming a sludge proportion of 25 per cent of the
entire volume.

~ The tank is divided into ten longitudinal bays by
walls running the whole length of the tank, the walls
having their lowest course 1 ft. 6 in. above the floor,
and tlie top courses 2 ft. 6 in. below the water-line.
.Nine of these bays are covered by a more or less air¬
tight roof, carried by arches resting upon the division
walls. The best material for this will probably be
ferro-concreto, but in the drawing appended the roof
is shown constructed of timber, composed of 11-in. by
4-in. planks rebated at their edges so as to form a joint
half an inch wide, intended to be filled with soft bitu¬
men. This arrangement would facilitate the removal of
any part of the roof for renewing the air diffusers When
necessary, or for other purposes. One of the longitu¬
dinal bays is left uncovered for the exit of the air
used for circulation and aeration.

A row of diffusers, which are suspended by wrought-
iron tubes from the cast-iron air main, running above
the roof, extends along the entire length of the bay, at
the opposite side of the tank to that of the unroofed
bay. Other diffusers, similarly suspended, are distri¬
buted over eighty other bays, at distances apart of
about 8 ft. in all directions. Over each of the latter
diffusers a shield or deflector, 4 ft. square, consisting
ot elm boards submerged 3 ft. below the roof, is sus¬
pended.

In the wall separating the aeration from the settling
tank a number of openings for conveying the liquid
from the former to the latter are provided.

The dimensions of the settling tank are 86 ft. 9 in.
long, 23 ft. wide, and 21 ft. deep. The depth of water
from the crest of the overflow weir, which is level
with the underside of the roof of the aeration tank, is
20 ft. The settlement tank is unroofed; its capacity
is 250,000 gallons, and gives a settling period of three
hours for 2,000,000 gallons per day. The floor is flat
over its entire area.

» A syphon, having its horizontal limb about 3 in.
above the floor, stretches across the length of the tank,
its vertical limb, which is 10 in. in diameter, dis¬
charging into a channel running between the aeration
and the settling tanks. The horizontal limb is per¬
forated, and carries a series of scrapers pivoted -upon
a rod below the pipe, the other ends resting on the
floor.

The syphon is suspended from a pair of wheeled
carriages which run upon steel rails, laid on each side
of the tank upon trunnions, whereby the submerged
portion of the syphon may be easily lifted to the sur¬
face for examination and removal of the scrapers
when necessary, without emptying the tank or other¬
wise interfering with the continuity of the operation.
A small electric motor mounted upon one of these
carriages drives the syphon through speed-reducing
gear to and from end to end of the tank.

This is probably the most convenient form of drive,
but generally there would be ample power in the flow
of the effluent to give motion to the syphon, without
the small expenditure of electricity. The effluent
weir runs the entire width of the tank, and conveys
the water to a channel which discharges into a
culvert, conveying it to the river.

« THE ACTION OF THE PLANT

will have been anticipated from its description. The
tank is filled to the underside of the roof from the
inlet channel with raw sewage, admitted through nine
openings spaced at regular intervals along the chan¬
nel. Air is blown through the diffusers into the
liquid, but instead of immediately escaping at the
surface into the atmosphere, it is forced along under
the roof to the only exit at the opposite end of the
tank in a stream of water which flows at a velocity
depending upon the volume of air transmitted
through the diffuser. As this is happening through¬
out the whole length of the tank from inlet to outlet,
the upper layer of water over the entire area is set in
motion in the same direction from the diffusers to the
opposite side where the uncovered portion of the tank
offers an escape for the air.

The stream of water creates a head at this point.

setting up a return current, the intervening walls
forcing the stream to -flow along immediately above
the floor with a scouring velocity, effectually prevent¬
ing the lodgment of solid matter thereupon.

A moving .belt of water is thus created over the
entire area ot the tank. As, however, the sewage is
constantly entering the tank and moving towards the
outlet, each particle of water in the belt will assume
(the direction of a spiral or screw, the pitch of which
will depend upon the relative velocities of the forward
motion, due to the inflow, and of the circumferential
motion, due to the influx of air, and, by this spiral
motion, eventually reach the settling tank.

The openings which convey the raw sewage from the
inlet channel into the tank are placed at such a level
as to be near the middle line of the upper moving belt
of water. The sewage, therefore, is immediately
caught in the vortex and carried round the spiral
stream, thereby preventing the possibility of short-
circuiting — that is, of taking a more or Jess' direct
course to the outlet. '

It will be seen that the mass of liquid lying between
the moving zones is more or less stationary. In order
to give motion to this water sufficient to keep the
solids in suspension, and to give an adequate supply
of air to the organisms, the isolated diffusers are pro¬
vided. The air from these rises through the liquid
and is deflected by the shields escaping at their edges,
contributing more air to that in the upper layer and
ac ding to the velocity of the moving liquid, at the
same time causing a local crater-like circulation of
the water to be set up by each diffuser.

It will be noticed that there are three distinct
motions given to the liquid — the flow from inlet to
outlet, the circumferential motion, and the crater¬
like motion — the actual movement forward being com¬
pounded of all three.

The question may be asked, What is the

MOST ECONOMICAL DEPTH FOR THE AERATION TANK P

The following theoretical considerations may be of
service in answering this question, although the
actual depth which may be economical for any parti¬
cular case will, of course, greatly depend upon the
circumstances of the site and the nature of the ground
encountered.

The energy expended in creating a velocity of cur¬
rent is almost entirely absorbed by friction. Hence
the shorter the distance the stream has to flow, the
smaller is the friction developed for a given velocity,
and consequently the less the energy absorbed in over¬
coming it.

The form of rectangle of a given area which has the
shortest periphery is, of course, the square ; hence a
rectangular tank which would offer the least friction
to the circumferential current, in the method last
described, is one of which the depth would equal
its breadth.

In practice this would generally be out of the ques¬
tion. because a tank 100 ft. wide would have to be
100 ft. deep. But the consideration shows that, other
-things being equal, the deeper the tank the less loss
ot power in circulating the water at a given velocity.

Take the following example. Tn a tank of a width
ot 100 ft. and a depth of 10 ft., the water would travel
10 + 100 + 10 + 100. total 220 ft. In a tank of the
same capacity, 50 ft. wide and 20 ft. deep, the water
would travel 20 + 50 + 20 + 50, total 140 ft. The dif¬
ference in the energy required to overcome the friction
for the same velocity of current in these cases would
be appreciable.

In considering

ADAPTABILITY TO VARIATIONS OF FLOW,

it is clear that a tank capacity, both for aeration and
settlement, must be provided to deal with the
maximum, quantity intended to be treated, and that
the entire sludge content of the aeration tank must be
kept active by maintaining alive the oxidising
organisms, and that can only be done by a more or
less continuous supply of air.

Experience has shown that a more diluted sewage
does not demand so long a period of aeration as a
stronger one. It may provisionally be taken that
double the tank capacity which is required for the
d.w.f. will suffice for three times that flow diluted
with storm-water. Hence, if the full capacity of the
tank capable of dealing with the maximum flow be
used for the d.w.f., it follows that it will receive
twice the aeration period in its transit through the
tank that it needs.

The “ fill and draw ” method of the activated sludge
process showed that adequate activity of the sludge
coidd be maintained by intermittent aeration, pro-

.July 20, 1917.

AND COUNTY ENGINEER.

vided the period of rest was kept within certain limits.
Two hours seemed to be quite a practicable interval.

By the arrangement which lias been described, ad¬
vantage may be taken of this circumstance to employ
one-half of the tank at a time for the d.w.f., alter¬
nating the two halves at short intervals of, say, half
an hour or less. *

This can lie easily effected by carrying a separate air
main from the compressor to each half of the tank,
and controlling them by a three-way valve. This
might be operated either by hand or automatically
through an electric motor by a timing arrangement.

If the latter be adopted, the intervals of change might
be made still shorter. • This principle might be ex¬
tended to adapting the consumption of air to varia¬
tions due to a day and night flow.

The total area of diffusers, each of which is 15 in.
square, is 20 sq. ft., being l'29th of the water area

With an initial pressure of 9 lb. per sq. in., the

CONSUMPTION OF AIR

with this area of diffusers would be 0-22 cubic ft. per
gallon of sewage treated. The consumption of elec¬
tricity for the air supply would be about 174 units,
which at fd. per unit amounts to 10s. 8d. per million
gallons for the d.w.f., and less for the w.w.f.

These figures are based upon an aeration period of
six hours. If three hours’ aeration suffice, which is
frequently found to be the case, then the method of
alternate working of the two halves of the tank pre¬
viously mentioned might be adopted.

In that case the cost of the air supply would be re¬
duced to 5s. 4d. per million gallons. These costs
would, of course, be further reduced in the proportion
in which the power production costs may be
diminished.

For large installations, probably the steam turbine
driving a turbine air compressor would prove the
most economical.

In other instances, high-compression types of oil
engines or suction gas-producer sets would have the
advantage.

Having regard to the comparatively small capital
outlay involved in installing a fully-equipped plant-
for the process, the author believes that no other
method of sewage purification will for economy ap¬
proach that of the activated sludge process, and, from
the point of view of freedom from the risk of nuisance,
is probably not equalled, and certainly is not sur¬
passed.

To give any period of aeration that may be deter¬
mined upon, 25 per cent should be added to the nett
capacity of the- tank which would provide that period,
in order to allow for the volume of sludge present,
upon which the purification mainly depends.

The quantity of wet sludge is in this scheme
assumed to be 25 per cent of the total volume. This
quantity generally takes from two to three months to
accumulate.

The aerated liquid, mixed with its full complement
oc suspended sludge, passes into the settling tank
through a number of openings in the portion of tin-
wall situated between the two rapidly-moving belts
of water. This arrangement has the effect of giving
a slow forward movement to the entire mass of liquid
in the tank, thereby ensuring the maximum settle¬
ment. of the sludge. The latter is drawn away through
the perforations into the horizontal limb of the syphon
and discharged into the sludge channel which conveys
it to a well, trom'which it is lifted by an air sludge
lift into the pumping main conveying the raw sewage,
with which it gets intimately mixed and returned to
the aeration taqk.

Fig. 2 shows a

NEW DESIGN FOR A SLUDGE LIFT
which possesses the advantage of avoiding the semi-
intermittent pulsating action common to air lifts, and
also of indicating the density of the sludge lifted.

't his latter is important, because, while it is impera¬
tive that all the sludge should as rapidly as pos¬
sible be removed from the settling tank, it should, for
economical reasons, be accompanied by a minimum
quantity of free water. The device enables tin-
density to be kept under easy observation, and conse¬
quently the proper quantity of air required for lift¬
ing the sludge readily ascertained and controlled.

At the opposite end of the sludge channel to that
of the well a valve -is provided for drawing off the
excess sludge for disposal. This is conveyed through
a drain to the drying beds.

A settlement period of about two hours seems to be
sufficient in most cases. The drawing shows a tank
of a capacity equal to three hours d.w.f. of 2,000,000 |
gallons per day, which would give one hour for

three times the d.w.f. Whether this would suffice
for the w.w.f. would largely depend upon the size
and character of the stream into which the effluent
would be discharged.

The above arrangement assumes that the sewage
has been previously efficiently screened and freed
from detritus.

STREET PAVING CHARGES.

HIGH COURT DECISION AS TO NOTICE TO OWNERS.

In the Chancery Division of the High Court re¬
cently Mr. Justice Neville delivered judgment against
the Bristol Corporation in their action seeking to
make Mr. George Hall Sinnott, solicitor, of 12
Orchard-street, Bristol, and his brother, Major Her¬
bert Cyril Sinnott, liable under Section 257 of the
Public Health Act of 1875 for charges for draining,
paving, and channelling the road fronting premises
owned by them in Bloomfield-road, Bristol. Mr.
MacMorran, K.C., and Mr. Northcote were for the
corporation; Mr. Kingsbury for Mr. Sinnott and his
brother.

Mr. Justice Neville, in giving judgment, said the
question, although important, was purely technical,
and turned upon the construction of a few words in
the Act of 1875. He (his lordship) had nothing to
do with whether or not the owner was attempting to
avoid doing the work. He had simply got to ascer¬
tain whether the notice was within the meaning
of the words oKthe Act, “ a good notice.” The words
were that notice may be given to the owners “ in a
time to be specified in such notice,” and he thought
that meant a reasonable time — a time reasonably
adapted for fulfilling the work ordered to be done
by the local authority. The peculiarity of this case
was that it appeared quite clear from the affidavit
of the town clerk that the local authority, instead
of considering what, was a reasonable time in which
ro do certain work, had got into a habit of saying
invariably “ one month.” They said this was of
very smail importance, because if the work was
commenced within the month they were never un¬
reasonable as to the time it took to complete. They
said it was a matter of very small interest to the
frontager, so long as he was diligent to commence
the work. But one of the conditions precedent by’
the local authority was the giving of a sufficient
notice, and if a reasonable time had not been fixed
for the completion of the work the notice was bad.
He saw no distinction between giving a notice which
did not comply with the provisions of the Act and
giving no .notice at all. It was perfectly, clear that
in this case a month was fixed without any refer¬
ence to the work to be performed, and that this time
was grossly inadequate for the purpose. He came
to the conclusion, therefore, that the notice was bad,
inasmuch as it fixed a time for the completion of
the work within which it could not be completed.
If that was so, the local authority could not recover
unless there had been on the part of the owners a
waiver to the right of notice, or that conduct of the
owner had been such as to amount to an estoppel.
He did not find any evidence that there had been a
waiver of the right to notice by. the owner. There
had been some hostility from the owner, and he had
been holding the corporation at arm’s length from
first to last, and he therefore must find that there
had been no waiver. He (his lordship) came to the
conclusion that the notice not having been given, it
was not within the jurisdiction of the court to say
it was a small matter, and that the fixing of a longer
period would have made little difference to the
owner. He dismissed the summons, and ordered the
corporation to pay the costs.

City of London Motor Volunteer Corps. — An addi¬
tional heavy squadron is in course of formation in
connection with the lst/3rd (National Guard) Squad¬
rons of the City of London Motor Volunteer Corps.
The class of work covered by the corps includes: (1)
Conveyance of troops to working points, for trench
digging, field exercises, musketry and other training.
(2) Conveyance of arms, stores and equipment. (3)
Conveyance of wounded soldiers. (4) M.T. practice
in convoy running and march discipline. There are
still a few motor vans and lorries, private motor cars
and motor cycles required to complete (lie establish¬
ment of the squadron, and owners who are willing
to assist in this branch of the scheme of Home Defence-
are invited to communicate with Lieutenant and Act¬
ing Adjutant F. G. Bristow, at the Headquarters, 83
Fall Mall, S.W. 1.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

CORRESPONDENCE.

El's avyjp ov TrdyO' 6 pa

(One man does not see everything.)

— Euripides.

RECONSTRUCTION AFTER THE WAR.

To the Editor of Tub Surveyor.

Sir, — I would invite the attention of all engineers
and architects, surveyors, builders, and manufacturers
to a little pamphlet issued by Technical Journals,
Limited, 27-29 Tothill-street, Westminster, and en¬
titled, “ The Chance for British Firms in the Re-build¬
ing of Belgium.”

I ask your special attention to: —

Rage 4, the whole.

Summary, pages 6 and 7, Nos. (3) and (5).

Rages 11 to 13 (half-way down).

Rage 16, paragraph, “ The Germans . . . recon¬
structed.”

Rage 22, the whole.

Rages 26 to half-way down 27

Rage 29, paragraph, “ We have .... and suburbs.”

Rage 37, the whole.

In my opinion the pamphlet makes perfectly intel¬
ligible the action of the Germans in laying waste
Belgium, Serbia, Poland, the best half of Roumania,
and as much of France, Italy, and Britain as they can
reach. If so much of France, Italy, and Britain can
be destroyed as will keep these nations busy the first
few vital months immediately following the war, the
Germans will, with their complete knowledge, organi¬
sation, and experience before the war, have practically
secured the reconstruction of Belgium, Serbia,
Roumania, and Russia for themselves. Therefore, so
long as Germany proper, the “ Fatherland ” inside
the boundaries of 1856, remains undamaged, the more
damage done outside these boundaries, the better for
German financial interests. The reasons may be
stated thus : —

(а) Alsace-Lorraine, German Poland, the Colonies,
and perhaps other territory, are lost altogether, but
can be made, in the peace terms, to balance indemni¬
ties. The skill of German diplomacy may be trusted
to make the actual indemnities to be paid compara¬
tively small, to be disbursed in instalments, over a
.long period of years.

(б) These indemnities may be regarded as distri¬
buted outlay on profitable contracts, if a sufficient
share of the reconstruction of the B.S.R.R. Group can be
secured. The Allies, or rather Britain and the United
States of America, will find the capital, “ someone ”
(not Germany !) the interest, and Germany will do the
work and pocket the capital, which will, of course, be
the actual sums paid to the “ contractors.”

My theory, therefore, is ‘that the Germans are
“ making work ” for themselves in order to re-esta¬
blish their industries, and to regain their influence
and trade hold on their victims after the war. They
will continue to destroy property until we can bomb
purely German property, seeking the destruction of
buildings and public works rather than life; and
when the pace becomes too hot for them the Germans
will " surrender,” and treacherously commit every
kind of further damage in withdrawing to within their
new boundaries. If the Germans succeed in this they
will have established a Middle Europe, and in one
generation will have renewed the race, and probably
Germanised depopulated Belgium, Serbia, and
Roland, partly with living Germans of mixed ancestry
and partly by the spread of Kultur, through personal
contact. In this policy they will be materially helped
by the red-tape prevailing in Belgium (see pages 26
and 27 of the pamphlet) and by the metric system,
and the official Belgic importance attached to exact
dimensions.

It i,s of urgent public importance, therefore, that
all Belgic specifications, &e., should be legally stan¬
dardised with the least possible delay to suit the ac¬
customed users of the foot, inch, yard and pound
weight.

Regarding weights and measures, I have already
made suggestions for a friendly allied understanding
to cut out Germany in your columns; see page 472 in
your issue dated May 18th last.

We cannot change over to the metric system. There
is, for one thing, no time. Only one-quarter of mankind
employ it, and half of these are our bitter enemies
and unfriendly. To alter our. ancient systems to suit
Belgium, Serbia and Roumania is to burn the house
down to sequre some roast pig. Russia, our great and
valuable neighbour and ally, is non-metric, and

already uses the foot, inch, yard, and pound weight.
1 submit that if the Belgians, Serbians, and
Roumanians have a spark of gratitude for Britain and
the United States of America they will accept my sug¬
gestions (see reference above) without hesitation or
demur.

I commend this letter to the attention of the Ameri¬
can Ambassador. It will amply repay Germany if she
secures only half the construction, and a solid
footing in all these markets on her old conditions.
What has to be done is to shut her out altogether, so
that the policy of frightfulness will bear dead-sea fruit
to her. The surest means, of course, is to create a
German reconstruction problem, but our standards
of morality are too high for such a solution ! — Yours,
E. A. W. Phillips, m.inst.c.e.

Hove, July 13, 1917.

DR. BARWISE AND CONSULTING ENGINEERS.

To the Editor of The Surveyor.

Sir, — When I read the remarks of Dr. Sidney Bar-
wise, medical officer of health for Derbyshire, in his
recent presidential address to the Association of
Managers of Sewage Disposal Works at Worcester, I
could scarcely believe that any one in such a position
as Dr. Barwise holds could make such a gratuitous
unprovoked attack upon the engineering profession.

At the conclusion of his address he is reported in
your issue of the 13th inst. to have said: “ The chief
objection that I have to the system of employing en¬
gineers is that they are paid by commission as a per¬
centage on the cost of the works, and engineers are
human, and I regard it as unreasonable to expect a
man to sit up all night to take money out of his own
pocket; and if any engineer does burn the midnight
oil to see if he can reduce the cost of a scheme, if he
is paid by commission, he gets less money for the
extra work put in.”

Does Dr. Barwise realise that if engineers are
“ human ” they are also “ honourable,” a commodity
in which Dr. Barwise has no right to think that he
alone hold.s the monopoly? Is not the insinuation that
engineers paid by commission have no desire to econo¬
mise a serious insult to the profession? I can only
hope that the Institution of Civil Engineers and the
Association of .Consulting Engineers will not allow
such remarks to pass unheeded, and will call upon
Dr. Barwise either to withdraw or substantiate them.

Engineers have been suffering for some time past
from the interference of some medical officers of
health, who consider that they know as much about
sanitary engineering as engineers themselves. It is
time that this should be stopped, although these gen¬
tlemen have the protection of the Local Government
Board, a protection which is so unjustly withheld
from the surveyor or engineer.

Dr. Barwise also apparently considers that the en¬
gineer and contractor should be one and the same
person; but has not this been proved over and over
again as disastrous for obvious reasons? If, as Dr. Bar-
wise suggests, engineers are human, but not honour¬
able, does not this equally apply to the contractors,
or does he think that when combined the combination
is bound to make them honourable ?

Evidently Dr. Barwise’s logic is as bad as his views
upon honour.” — Yours, &c.,

M.Inst.C.E.

July 16, 1917.

MR. WAKELAM AND EXTRAORDINARY TRAFFIC.

To the Editor of The Surveyor.

Sir, — I have no desire to follow Mr. H. T. Chap¬
man into the realms of glory, nor to challenge his
vaunted experience, as set forth in his letter to
you of the 30th ultimo. I only wish to state that I
have compared for my own satisfaction the rates
per ’bus mile recently agreed to by the Kent Bridges
and Roads Committee with those given in Mr. Wake-
lam-’ s paper (at. the Hastings meeting) so far as the
rates apply to Kent. The result is as follows:

Kent Committee Rate.

All waterbound macadam
roads, Id. per ’bus mile.

Tarred macadam roads, f d.
per ’bus mile.

Roads with concrete found¬
ations, fd. per ’bus mile.

Mr. Wakelam’s Kates.

All waterbound macadam
roads, Id. per ’bus mile.

Tarred macadam roads, fd.
per ’bus mile.

Roads wich concrete found¬
ations, fd. and Tijd. per ’bus
mile (according to concrete
used).

The rates appear to me to be, for all practical pur¬
poses,' the same in each case. — Yours, &c.,

July 16, 1917. Mid-Kent.

July 20, 1917.

AND COUNTY ENGINEER

THINGS ONE WOULD LIKE TO KNOW.

( Contributed.)

Is not the article on "Concrete Railway Sleepers”
in the July number of Concrete of more than passing
interest when we consider the enormous amount of
timber that is annually swallowed up for this pur¬
pose ? Would it not be a splendid thing both for
permanent-way engineers and for the controllers of
our timber supplies if a reliable and efficient concrete
sleeper could be put on the market ? Are we not
struck, in reading the article, by the large number of
different patterns of concrete sleepers already in use,
and how very near we seem to be to a solution of the
problem of the substitution of concrete for wood ?

* * * *

Is it not also very interesting to see that both in
Concrete and Ferro-Concrete for this month there are
articles on boat, barge, and ship building in reinforced
concrete, and that this industry is making great
strides ? Do not the uses to whi'ch skilfully-designed
reinforced concrete can be put appear to be almost
without limit, and does not the rule of law apparently
hold good that when there is a scarcity of any com¬
modity the wit of man will find something el.se in
Mature to take its place ?

* * * *

Was there not a great deal of sound common-
sense in Mr. Justice Darling’s remark the other day:
“ If half the people who make speeches would make
concrete floors they would be doing more good ” ?
How long will it take the world to realise that it is the
man of action, and not words, that pushes the ambi¬
tion of mankind along towards ultimate perfection P
As a side light of this “ saying of the week ” by Mr.
Justice Darling, is it not remarkable how concrete is
now being discussed, not only by engineers, but even
by statesmen and judges ?

* * * *

Is it at all a matter for surprise that a large number
of the rural and other “ smaller ” surveyors through¬
out the country are unable to fill up the statistical re¬
turns as to road metal and labour which have been
asked for by the Roadstone Control Committee ?
When we consider the inadequate salary that many
of these officials receive and the paucity of the “ staff ”
they are allowed, is it to be expected that they can
keep all the particulars, the production of which is
now demanded P Is it not the fault of the officials
of the Local Government Board that this check is now
encountered, for has not this department always set
its face against any protection or recognition of this
underpaid and overworked official ? Is it too late to
remedy this grave injustice ?

* . * * *

Apropos the above, is it a fact, as stated at a recent
meeting of the National Association of Local
Government officers, that 80 per cent of municipal
officers received less than £200 a year, and that of
this 80 per cent 10 per cent only got £50 a year and
less, 30 per cent from £51 to £100 a year. 20 per cent
£101 to £150, and 20 per cent £151 to £200 a year, the
remaining 14 per cent receiving salaries up to £500
per annum? Does it not seem extraordinary that such
low salaries should be paid for such useful and neces¬
sary work ? How is the scale to be raised to more
reasonable figures ?

* * * *

Did any of the readers of the Surveyor see the
excellent picture in an illustrated weekly recently
showing Canadians making roads “ somewhere in
France ” ? If so, would they be surprised to hear
that they were not Canadians at all, but English¬
men forming part of the splendid corps of road-con¬
struction men, who have done, and are doing, such
excellent work to help us win the war? ■ Would not
anyone acquainted with military operations, on
looking at this picture or photograph, clearly see that
the badges in the caps of the men are not Canadian,
but those of our Royal Engineers? Does it not seem
a pity that those to whom credit is due should not
get it? But is not this often- the way of the world?

# # * #

W as it not rather interesting to note that several of
the speakers on Mr. Wakelam’s recent paper on ex¬
traordinary traffic referred to the greater damage
done to a road by traffic when ascending a gradient
than when descending the same gradient ? Is
not the cause of this that in ascending with a heavy
load there is more shear on the road due to the pull¬
ing action of the engines on the periphery of the

driving wheels, which causes a brushing effect on the
surface of the road, and thus creates considerable
wear ? If this is not the reason, what is it, as it is
evident that the speed is greater going down a hill
than up it ?

# # # •

Was not the paper on “ Colour Records Applied to
Potable Water,” by Mr. J. S. Bickering, reproduced
in The Surveyor of the 6th inst., an extremely useful
addition to the question of a quick and ready method
for standardising the purity of potable waters ? Did
not the paper clearly show that in the hands of a
trained person the records given by a tintometer are
very safe guides as to certain classes of impurities ?

CORNWALL MAIN ROADS.

THE SCARCITY OF MATERIALS AND MEN.

In his report to the Main Roads Committee of the
county council the county surveyor of Cornwall,
Mr. L. D. Thompson, stated that the actual expendi¬
ture during the year was £3,370 below that autho¬
rised- The principal cause of that was the failure
of the supply of material from some sources. It
could not be looked upon as a saving, as many of
the roads were in urgent need of expenditure, greater
even than that sanctioned. Among the badly-
damaged roads on which he had not been able to
carry out sufficient repairs, even for temporary re¬
quirements, was that between Tregony and Tre-
wethian, a distance of about six miles. He proposed
carrying out this year as much ballasting and coat¬
ing on this road as could be done without exceeding
the estimates. There was a considerable over-expen¬
diture in the district bounded by Wadebridge, Mor-
wenstow, Bodmin, and Launceston, mainly due to
extra repairs on the Launceston-Bude main road,
which was so soft and weak in places that in winter
it yielded under heavy locomotive and motor wagons
to such an extent as to make consolidation by steam
roller impracticable. There was considerable timber
hauling on this road.

The chairman (Sir A. Carkeek) said they should
bring home to the proper quarters this excess of 2U
per cent above the ordinary cost of the country.

On the chairman’s suggestion, a committee of
members for the district in which the road was
situated was appointed to report at the next meeting.

ROADSTONE CONTROL.

The Ministry of Munitions wrote asking for par¬
ticulars to enable them to control the reduced output
of roadstone, so that it might be used for the pur¬
poses of the Admiralty, War Office, Ministry of
Munitions, and other needs of national interest.

The chairman said they appeared to be giving
their staff more than they could do. If the proposed
committee could do any good they would take the
necessary steps ; but they ought to have the com¬
pliment paid to them of being intelligently instructed
as to the way they were to work.

Mr. Ward: The object is to facilitate the effective
control of road material.

It was decided to give the Government the support
it needed, and a sub-committee was appointed.

LACK OF TRACTOR DRIVERS.

The county surveyor proceeded to say that he was
becoming alarmed at the loss of the tractor drivers,
who had been called up for service. If it was not
possible to retain men of a low physical class there
was a great probability of having no drivers at all
on some of the engines. In pursuance of authority
given at the last meeting, the surveyor had applied
to the road board for grants towards works in the
scheme then submitted, and he had been informed
that the Board were prepared, subject to the sanction
of the Treasury, to make proposed grants of £2,556
towards the total estimate of £5,736.

Road Maintenance in Essex.— We regret that in
referring in our last issue to the recently-issued
annual report of the county surveyor of Essex. Mr.
Percy J. Sheldon, a number of figures were incor¬
rectly quoted. The total mileage of main roads is
7873 — n°t 7863 — of which 670^ miles are under the
direct control of the county council. The cost of
upkeep and improvements of the roads under direct
control was £117.557 — not £17,557— and allowing for
sundry receipts there remained a nett expenditure
for the year of £113,048. The last-mentioned figure
was given as £13,048.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

Institute of Cleansing Superintendents.

ANNUAL CONFERENCE AT NOTTINGHAM.

The annual conference of the Institute of Cleansing
Superintendents was held at Nottingham last week.
Mr. D. Kennedy presided at the outset of the confer¬
ence, held in the council chamber at the Exchange
Hall, and was supported by the Mayor of Nottingham
(Councillor J. E. Pendleton), the Sheriff (Councillor

R. H. Swain), and the chairman of the Nottingham
Corporation Health Committee (Councillor Harry
Spray). The attendance at the conference was as
follows : —

Accrington— Mr. R. Diggle, cleansing superintendent.
Birmingham — Mr. Whitworth, chief engineer. Burnley —
Mr. W. Crabtree, cleansing superintendent, and Councillor
A. Brumbley, chairman, cleansing committee. Brighton—
Alderman Pankhurst, chairman, Works Committee; Mr.
H. Tillstone, borough surveyor. Chorley— Mr. W. Heaps,
chief sanitary inspector. Derby — Messi's. .1. Ward, borough
engineer, and Wargan, cleansing superintendent. Eccles —
Mr. C. W. Laskey, chief sanitary inspector. Exeter — Mr.

S. D. Tolliday, cleansing superintendent. Epsom — Mr. B. R.
Capon, town surveyor. Falkirk— Mr. T. McKee, cleansing
superintendent, treasurer, Gilchrist, and Councillor Logan.
Glasgow— Messrs. W. Greig, cleansing superintendent; C. H.
Macfarlane. assistant cleansing superintendent; and J. L.
Wells, town clerk's representative. Leeds — Councillor R. H.
Blackburn, chairman. Cleansing Committee; Councillor J.
Blackburn, deputy chairman; and Mr. S. Thornley,
assistant superintendent. Leicester — Mr. H. F. Wigfield,
cleansing superintendent. Liverpool — Mr. H. Mercer,
United Alkali Company, Limited; Alderman W. Roberts;
and Mr. J. J. Beckett, cleansing superintendent. London —
Messrs. E. W. Curtis, General Vehicle Company, Limited;
J. Hargreaves and W. H. Watson (Edison Accumulators);
J. S. brewery, T. H. Wagstaff, and S. Parslow, Lacre Motor
Car Company, Limited; D. Kennedy (Kensington), A. G.
Jefferies, F. A. Dowse (Hackney), and T. B. Crookes (Fins¬
bury), hon. secretary. Manchester — Alderman S. Dixon,
chairman, Cleansing Committee ; Alderman C. Hornby,
deputy chairman; and Mr. R. Williamson, cleansing super¬
intendent. Mansfield — Mr. F. W. Brookman, borough sur¬
veyor's Office. Middlesbrough — Mr. Geo. Anderson, chief
sanitary inspector. Nelson — Councillor Gibson, chairman.
Cleansing Committee; and Mr. J. T. Nutter, health super¬
intendent. Newcastle — Alderman C. C. Elliott, Councillor
E. W. Robson, Councillor J. W. Thwaites, Messrs. F. I.
Morgan, acting city engineer, and F. W. Sykes, cleansing
superintendent. North Shields — Mr. R. H. Storer, cleansing
superintendent. Nottingham — Mr. J. Terry, cleansing
superintendent. Oldham — Councillor Broadbent, chairman.
Cleansing Committee; Mr. J. L. Haslop, cleansing super¬
intendent; and Councillor Holroyd, vice-chairman. Old
Trafford — Mr. E. Nuttall, cleansing superintendent. Ports¬
mouth — Mr. H. Hopkinson, cleansing superintendent. Sal¬
ford — Alderman Hulton and Mr. W. H. Hamblett, cleansing
superintendent. Sheffield — Councillor Kaye, chairman,
Cleansing Committee; and Mr. J. A. Priestley, cleansing
superintendent. Southampton — Mr. J. A. Crowther, borough
engineer; Alderman S. G. Kimber; and Messrs. W. J.
Bosley, Corporation Wharf, wharf superintendent ; and
H. F. Street, electrical engineer. Stockport — Mr. W. H
Eccles, cleansing superintendent. Stoke-on-Trent — Mr. T.
Stake, cleansing superintendent. Stockton — Mr. J. Leng,
cleansing superintendent. Wallasey — Mr. H. C. Bascombe,
cleansing superintendent. Wolverhampton — Councillor
Jones, chairman. Team Committee; and Mr. H. Cousins,
cleansing superintendent. Wigan — Mr. E. Knowles, cleans¬
ing superintendent.

The Mayor said it gave him great pleasure to see
so many delegates assembled in these abnormal times.
He was led to understand some little time ago that
there would be no conference at all ; then they were
told that if a conference was held it would be entirely
for business purposes, and a very small gathering.
He could not help thinking that there were reasons
outside the purely formal business reasons to account
for the large gathering other than the very natural
attractions that the city of Nottingham afforded. He
thought he had once before at one of their, previous
conferences said that Nottingham claimed to be a
clean town. Of course,, it was not quite so clean now
as it was in normal times, and he need not explain
the reason why to them. Those who had experienced
the difficulty of getting sufficient men to carry on the
work — even a reduction of work — would appreciate
the position ; but Nottingham undoubtedly was a very
clean city. Notwithstanding the difficulties of the
times, matters appertaining to public health could not
be ignored. There were certain tilings that could not
be trifled with, even in war time, and that especially
applied to matters which very closely and vitally con¬
cerned the public health. Had the conference met
in normal times, Nottingham would have been pleased
to offer the hospitality which was its due, but they
had felt that it would not be in keeping with the
times to do that, and he did not think they would
expect anything from Nottingham in the way of
elaborate hospitality, apart from the luncheon which
the chairman of the Health Committee had very kindly
invited them to. He had nothing further to say except
to welcome them very heartily to the city.. The war
had stopped progress in many directions, especially in
municipal matters, but they had the future to look to,

and it was a source of satisfaction that such a' con¬
ference was assembling to consider problems which
would have to be tackled after the war was finished.
He hoped that they would have a pleasurable time
and that their presence would be helpful not only
to the city, but to all those who took part in the
conference and to all muncipal undertakings through¬
out the country.

The Sheriff agreed that matters of public health
could not be neglected, and had no doubt that a
good deal of good would come out of the conference.
It was true that they were proud of the cleanliness
of Nottingham, but still there was one black spot —
he meant the delicate subject of

THE PAIL-CLOSET SYSTEM.

That was a very difficult matter and a very grave
danger, and he hoped that the next time the insti¬
tute visited Nottingham the system would have been
swept away. They had most enthusiastic men on the
Health Committee, who were anxious to do away
with it, and had fought hard to attain that object,
but there were a tremendous number of landlords to
deal with, and they found it very difficult to act.
He hoped that Parliament would before long give
them powers enabling them to settle the evil as
quickly as possible. He had no doubt the members
of the conference would receive great benefit from
the papers which were to be read to them, and he
hoped that the public would take notice of what
they had to say. It was very difficult in these times
to do anything fresh, but they hoped that the war
would very soon be over, and then they could go on
with those matters which were vital to the whole
community.

The Mayor expressed Nottingham’s delight that
the institute had elected the city’s cleansing super¬
intendent, Mr. Terry, as president. They realised
that it was a great compliment, not only to Mr.
Terry himself, but a recognition of his faithful and
valuable services to the city and to the institute.

THE LATE MR. WILLIAM HARPUR.

• Mr. D. Kennedy (Kensington), on behalf of the in¬
stitute, thanked the Mayor and Sheriff for the very
hearty reception they had given— a reception which
bade fair for the success of the gathering. Proceed¬
ing, he said that there had passed away one whom
they had learnt to admire and greatly esteem. Only
a year ago it fell to his lot to introduce to the con¬
ference1 as president a gentleman who was known
and respected throughout the institute. The nobility
of his nature was exemplified when, in the midst
of heavy public duties occasioned by the war, he
devoted himself to the office of president, and he
(Mr. Kennedy) re-echoed the sentiments which the
journal expressed on the occasion of his election.
The late president was greatly respected for his
courtesy, for his sincerity of purpose, and also for
the ability with which nature had richly endowed
him. He desired the annual meeting to pass a reso¬
lution of condolence to Mrs. Harpur and family.
Continuing, he said it was now his duty as acting-
president to instal the new president. The election
of a new chief to preside over any public institution
was always a matter of absorbing interest. Their
institution was now a well-established organisation,
which was within two years of its majority, and
it might well claim to have its roots deeply embedded
in those things -which made for the advantage and
well-being of its members. The growth of the insti¬
tution had been marked in several ways — by the
earnest way in which the members had enrolled, by
their continuously loyal support, and by the active
interest which the municipal authorities throughout
the country had always shown in their proceedings.
He must leave the outlook to

THE NEW PRESIDENT.

The privilege of laying- before them a review of the
future work of the institute belonged to him, and
under his able guidance he was sure they would not
only have a prosperous conference but also a success¬
ful year. The honour of the presidency had this
year fallen to a gentleman . who was one of their
most popular and respected members, one who had
with credit to himself and with adva'ntage to the
organisation for a good many years filled the impor¬
tant office of honorary treasurer. Nottingham was

July 20, 1917.

AND COUNTY ENGINEER.

justly celebrated for its good lace and distinguished
citizens, and they were proud to have one of its
citizens as their president. Mr. Terry was intimately
acquainted with every phase of their work, and
would therefore be regarded as duly qualified for
the position. But for his extreme diffidence and
modesty the highest honour which the institute could
bestow would have been conferred upon him many
years ago. Mr. Kennedy concluded: “Mr. Terry, T
have much pleasure in investing you with this badge
of office. Besides being a mark of our appreciation,
I hope that you will wear it for many years to come,
and I congratulate you upon being the president of
this important institute.”

Mr. Terry then delivered his

PRESIDENTIAL ADDRESS.

Mr. Terry: 1 accept the presidency with very great
regret and diffidence — regret that is shared by you
all that our old friend Mr. Harpur is not with us to
carry out the last task of his office, and with diffi¬
dence, because I feel that in following Mr. Harpur
as your president I am undertaking a task of very
great difficulty. I do not on this occasion propose
to do more than speak very briefly on the work of
your General Purposes Committee during the past
year. In July last you instructed them to remodel
the by-laws of the institute, prepare an examination
scheme, and to consider the question of standardisa¬
tion. With reference to the by-laws, these have been
drafted and approved at a quarterly meeting, and I
trust will receive your final sanction this afternoon.
The examination scheme has been completed, an
excellent syllabus drawn up, and questions prepared,
but owing to the difficulties created by the war the
examination this year has had to be postponed.
With reference to standardisation, this has been a
more difficult subject to deal with, and your com¬
mittee have not been able to come to an agreement
on the matter, but it is still receiving their most
serious attention.

Other matters of vital importance have occupied
their attention, the most important being the diffi¬
culty of finding suitable labour to carry on cleansing
work owing 'to the demands of the Army authorities.
In December last Messrs. Crookes, Dawes, and
Priestley were appointed to interview the Minister
of War and other Government departments with a
view to having cleansing work included in the list
of certified occupations ; their efforts have resulted
in the work, “ Collection and Disposal of House
Refuse,'” being added to the list of certified occupa¬
tions, and if the institute had accomplished nothing
more than this during the past year it would have
amply justified its existence. With reference to the
question of waste, nothing has been done in this
city by way of special collection -or utilisation. Not¬
tingham being a pail-closet town, it was considered
advisable to concentrate all efforts on the thorough
scavenging of those receptacles, and in this we have
been very successful. There are, however, so many
private agencies at work that I am of opinion, which
is confirmed by frequent examinations of the refuse
received at the destructors, that nothing is being de¬
stroyed here that could be put to better purpose.
There is, however, one point on which we have been
proud for some years, and that is, the manner of
dealing with our scrap tins, buckets, &c. For this
material during the last six months we have received
a sum of over £500, which I think will compare
favourably with any other town.

Councillor Kaye (Sheffield) congratulated the
president upon the honour which had been conferred
upon him, and said that they were perfectly satis¬
fied that he would be equal to the occasion and do
all the work that fell to his lot efficiently and well.
He had been asked to propose the following resolu¬
tion : “ Tha^t this conference is of opinion that it
is essential in the interests of public health that
the work of domestic refuse collection and disposal
should lie carried out efficiently, and that for this
purpose the Government be requested to take early
steps to ensure a proper supply of labour for this
work in accordance with the request already made
by this institution ; otherwise the consequences may
prove to be very serious, as the outlook for the
coming autumn and winter is distinctly grave.” He
said that various corporations were likely to be con¬
fronted by a very dangerous position in the ensuing
winter. As one who happened to know a little bit
about the way Government Departments treated
deputations — and the deputations over this question
in particular had been very numerous — he had to
say that some of the officials had not always dealt

with them as they felt that they might haye been
treated. But they were not against a very serious
difficulty. The towns and cities were concerned with
the collection of refuse, and if that work was not
attended to we should undoubtedly be in a very
serious predicament. The Local Government Board,
who dealt with the matter, was composed mostly of
medical men, and still they had not the ability— he
used the word advisedly — to organise and allow the
men to be retained to do the work which they must
know was absolutely necessary to keep sanitary
administration in proper order. In his case the
authorities had endeavoured to take the whole of
their horses, and the conference could imagine what
sort of a state they would have been in if they had
got them all. The military authorities were in league
with them, and would not give them opportunities
to provide mechanical traction to replace the horses
they wanted to take. He knew that some members
of the institute had lost their horses, and it was
beyond the power of the authorities to find the
mechanical traction to replace them. How in the
world a board of medical men could stand a system
of that sort one could not understand. However
strong the resolution might appear, it was not strong
enough in the circumstances. He should much pre¬
fer that it should be much more strongly worded,
and possibly the chairman would insist upon its
being altered to make it stronger.

Alderman S. Dixon (Manchester) seconded the
resolution. He said that mention had been made
of medical men, but he was afraid that a lot of these
medical men were medical fads. Many towns were
even forbidden to use water to clean the streets.
They had to sweep the streets without water, no
matter what dust they created. He noticed that they
had been holding a lot of baby shows for the benefit
of the community. What was the use of holding
baby shows if they had not someone to cleanse the
streets? Calling attention to the shortage of labour,
he said that a great many of their able-bodied men
had been called up, a great many had gone into
munition works, and others had gone into collieries,
and he was sure there were thousands up and down
the country in munition works jvho were not doing
the work for the country in their present employ¬
ment that they would have been doing in cleansing
departments. He was sure there ought to be pro¬
vision for men to remain behind to clean the streets.

Mr. W. Greig (Glasgow) supported the resolution.
Lvory cleansing superintendent must look forward
with great misgiving as to what would happen in the
ensuing winter. They managed very well last winter.
Fortunately it was a very good winter in Scotland
fiom the point of view of the cleansing superintendent.
During his twenty-five years’ experience it had been
the mildest winter on record. He knew that in the
south they had some severe snowstorms, but in the
north they had had exemption from those. (Laughter.)
There was a period of six or eight weeks in the spring
when the frost was keen, but not unpleasant, and in
that period they were able to get through their work,
both the collection and disposal of domestic refuse.
In the coming winter, if they experienced anything
like the weather which they had had in some past
years, the difficulties would be enormously increased.
Fortunately in Glasgow they had men who were re¬
leased by the military authorities. He thought that
if the military representatives were approached by
local men who knew the difficulties of the streets, and
by the members of the Cleansing Committees, and the
matter was put clearly and fairly before them, they
would realise that it was ‘of the utmost importance
that cleansing work should be carried on. They
would all agree that their work was sanitary, and
he trusted that every effort would be made to arouse
in all local authorities and their members the neces¬
sity of not submitting to any further delay in their
work. On the other hand, he thought that they could
claim that they had assisted the military authorities
considerably in their work. They had taken many
men from their departments to replace the men at
the front, and had even employed a large number of
women. They had released 300 men in Glasgow, and
lie had no doubt that there were other centres which
had done the same, and were doing their best with
women labour.

The resolution was carried, and the President said
it would be put before the Local Government Board.
The institute would put forward every effort possible
to prepare for the coming winter.

The President also announced that in their name
he had that morning despatched a telegram to his
Majesty the King expressing their loyalty and their

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

hope for a speedy and victorious termination of the
war.

Consideration was afterwards given to the paper by
Mr. J. A. Priestley on

ELECTRIC VEHICLES AND THEIR USE ON
CLEANSING WORK IN SHEFFIELD

which was reproduced in The Surveyor of last week.

Mr. Priestley explained that, having regard to the
importance of time and to the fact that all the mem¬
bers had probably read — or ought to have read — his
paper, he would dispense with the formality of read¬
ing it to the conference. It explained itself, he
thought. He Had tried to make out the working re¬
sults they had obtained, and the methods they had
adopted, in. order to obtain those results. The total
cost of the removal of bin refuse by horses was not
given with exact accuracy, but, for all practical pur¬
poses, in order to obtain an exact result, if they added
Id. to the cost of collection over the whole of the city
by means of horses, they would arrive at an approxi¬
mately correct figure. He wished to point out tha.t
in the paragraph where he stated that, so far as Shef¬
field was concerned, he believed that “ electrics
would be profitable on single shifts only,” he did not
want them to assume that electrics would be prefer¬
able as compared with horses for every individual
district in the city ; but, taking the city as a whole, he
was convinced that to replace horses by electric
vehicles would effect a very considerable saving, even
if they were employed on one shift only. Some of
them would like to know whether the work in their
own districts could be accomplished by means of elec¬
tric vehicles. He had expressed pretty freely his
views on the point of the impossibility of standardising
the results in such a form that they could be applied
as they stood in different districts. The thing could
not be done. They had got to standardise the condi¬
tions before they could standardise results. “ For
practical purposes assume that a horse will cost you
13s. Gd., and that a motor vehicle will replace two
horses without any additional rent, and you will find
that that is just the proposition. If you have horses
and two drivers replaced by one vehicle and one
driver, it is a payilig concern. My experience has
shown me that so far as Sheffield is concerned — and
I speak only of Sheffield, and I would not say that
that condition applies to any other district — the best
point for electrics for his refuse collection is a total
journey from depot to depot of about three miles. If
the journey is less than that distance we think that
horses can do the work slightly cheaper than electrics.
Now with these exceptions I leave the paper for your
consideration and discussion. I have not gone into
the question from a technical point of view. I have
not said anything at all about the charging facilities,
the electrical side of the business, but I shall be very
glad to give you any information as to the denomina¬
tion required, and what voltage you can work at, if it
is desired. I have tried to. keep the paper as free as
possible from all technical matters.” (Applause.)

The President said that Nottingham corresponded
almost exactly with Sheffield in its local conditions,
and the figures obtained from the working were almost
identical, but there was one point where he differed
somewhat from Mr. Priestley, and that was with
regard to the three-mile limit. The first two vehicles
which Nottingham obtained were 3-ton vehicles, and
they had some journeys covering five miles. He pre¬
sented some figures to his committee in March last,
and worked out the whole of the working cost, and
the total amount of refuse collected, and compared
the average cost per ton with the average cost per
ton of horses worked throughout the city. Taking the
two farthest differences and the two nearest distances,
he thought that the cost showed a fair average for
the city, and, compared with the average cost for
horses’ work, these figures for three vehicles fiom
October, 1915, to February last showed an average
cost per ton of 4s. 4'7d., and for four vehicles an
average cost of 4s. l-4d., while the average cost per
ton of the horse vehicles was 5s. l-3d. per

ton. That was showing a considerable saving in
favour of electrics. If gentlemen criticised the figures
in Mr. Priestley’s paper and the figures he himself
had. given, he trusted that they would not do so in
the spirit which had been shown in the correspond¬
ence in some of the professional journals. One gentle¬
man had said that there had been no reliable figures
yet published which could be used, the implication
being that .the figures were all fak<M,^and were not to
be relied upon. The gentlemen present, he thought,
at least knew Mr. Priestley and himself sufficiently

to say that that was not the case with the figures
which they had given. (Hear, hear.)

Alderman W. Roberts (Liverpool), prefacing his ob¬
servations with hearty congratulations to the presi¬
dent, whose speech was a very good incentive to
members of the institute, said that, as the members
knew, he was a horsey man. He always believed in
horses. He was born in a manger, and in a stable
not very far off — (laughter) — and he had loved horses
all his life. But he had had the opportunity of read¬
ing Mr. Priestley’s paper on electric vehicles, and
evidently, from the figures, these vehicles had worked
well — in fact, remarkably well. In Liverpool they had
a large number of horses, between 3(J0 and 400, and a
number of petrol-driven vehicles, for their engineer
believed that they could run a petrol-driven vehicle
much cheaper than an electric. For certain distances
he believed that horses were more economical, but
there seemed no doubt that for long distances the
petrol vehicle, or the electric, could beat the horse.
He did not know whether Mr. Priestley put anything
down in his figures for the breakdowns in his vehicles
or for the occasions when he had to send horses to
fetch them—' (laughter) — but he knew that in Liver¬
pool when they broke down they had to collect both
the vehicle and the refuse. He should think that at
the present time the mechanical vehicles must be
rather expensive, but under the new regulations of
the Government it would be very difficult for the
municipalities, or anyone else, to buy a cart horse —
every farmer must have a permit before he could sell
a horse. But everything depended in connection with
these petrol-driven or electric-driven vehicles on get¬
ting them loaded quickly and lightened quickly. You
must always keep them working, to make them pay.
He believed that horses were cheaper for the shorter
journeys, but, lover of horses as he was, he was pre¬
pared to admit that on the longer distances the petrol
or electric vehicles were cheaper.

Mr. W. Greig (Glasgow) congratulated Mr. Priestley
on the admirable paper he had presented to the con¬
ference. His object in so doing was no doubt to invite
criticism, and he was sure that Mr. Priestley would
accept any criticism in the spirit in which it was
given. (Hear, hear.) In the first place, he saw that
on page 3 Mr: Priestley stated that with horse wagons
there are two men. a driver and a labourer, and both
help to load. With electrics there are three labourers
and a driver, who only loads occasionally. In each
case the labourers accompany the vehicle to tip. That
struck him (Mr. Grieg) as being a waste of time. Why
should the labourers accompany the vehicle to. the
tip ? In Glasgow' they had a different method. Their
twro vehicles worked together. One started, perhaps,
forty minutes in front of the other, and by the time
it was loaded the second vehicle was -on the ground,
and while the first was going to the tip the second was
being loaded. Of course that was a small matter.
Mr. Priestley told them that in Sheffield each man
and horse cost 13s. 6d. a day. He (Mr. Greig) thought
that was extremely low. In Glasgow it cost 16s. Gd.,
but on the other hand in Glasgow they got 75 per
cent more work out of their horses. (Laughter.) And,
of course, in Scotland they had the Clydesdale horse,
whereas in the iSoutli they preferred the Shire, and
there was a considerable difference in favour of the
Clydesdale. All the same, he did not think it was
quite right to say 75 per cent ; it was rather too high ;
there must be some other agencies at work. (Hear,
hear.) Then in the next table, about electric vehicles,
Mr. Priestley said that he was guaranteed a ten-years’
life for the vehicle, and he went on to say, “ One-half
the cost of the vehicle is represented by -the battery,
and this is guaranteed to give 100 per cent of its
original efficiency after eight years’ continuous ser¬
vice, and any defects due to misuse are made good
by the makers during such period.” Well, in Glasgow
they purchased an Edison battery vehicle, and they
were only given. a guarantee of four years on 40,000
miles with a 90 per cent for the next ten years, and
80 per cent on the remaining ten years, so that he
thought the estimate here should have a five years’
life instead of ten. But, notwithstanding this, the
cost of electric vehicles in Glasgow for collection and
haulage was 3s. lOd. per ton and for horses 4s. 2d.
per ton.

(To be continued.)

The Hastings Meeting — Our report of the discus¬
sions at the recent annual meeting of the Institution
of Municipal and County Engineers at Hastings will
be continued in our next issue.

July 20, 1917.

AND COUNTY ENGINEER

LAW QUERIES AND REPLIES.

Edited by J. B. Reignier Conder,
Solicitor of the Supreme Court.

In order to avoid confusion querists are requested to uzo
distinctive words as noma de plume. The letter X, com
binattons such as X.Y.Z., and words such as "engineer”
and "aurveycr,” should never be used.'

The Conversion of Privies into Water-closets.
— “ Sanitas ” writes: There are a number of old
houses in this district with privies, and the council
are desirous of having them converted into water-
closets. 1 shall be obliged if you will .advise me
whether they can compel the owners to do this, and
the method of procedure ?

If sec. 39 of the Public Health Acts Amendment Act, 1907,
is in force in the district, and there are a sufficient water
supply and sewer, the council can give notice to the owners,
requiring them to convert the privies into water-closets
within a specified time, not less than fourteen days after
the service of the notice. If the notice is not complied with
the council can themselves do the work, and recover half
the expense from the owners. If this section is not in force
the requirement can only he enforced with respect to houses
as to which the surveyor or inspector of nuisances reports
that they are without “sufficient” closet accommodation,
under sec. 36 of the Public Health Act, 1875. Notice can be
given to the owners of such houses requiring them to pro¬
vide a “sufficient” water-closet within a specified time, and
if the notice is not complied with the council can do the
work and recover the expenses from the owners, or declare

would become a public sewer within the meaning of
the Public Health Acts, and whether the council
would become liable should any nuisance occur on
the seashore in consequence of the increased quantity
of sewage, and also for any damage to this sewer by
storm or weather ? And if so, whe'tlier it is possible
to pass the plans subject to an undertaking from the
party covering these points ?

In my opinion, in the event of drain 0 being connected
with A, the latter would fall within the statutory definition
of a “ sewer,” and would be vested in and repairable by the
council, who would be liable for any nuisance caused by it,
and bound to repair any damage sustained by it. An
undertaking by the owner of the houses that it shall be
treated as a private drain and repaired by him, would, 1
think, be binding as between him and the council; but I
do not think it would protect the council from claims for
damages by other parties. See Butt v. Snow (89 L.T., 302).

AMBULANCE 'BUSES.

“ Our Part in the War ” is the title of a well-pro¬
duced illustrated booklet which Messrs. Straker-
Squire (1913), Limited, Nelson-square, Blackfriars-road,
London, S.E., have just issued, and which shows how
widely this well-known firm's vehicles are being em¬
ployed in connection with the war.

We illustrate herewith their newest type of ambu¬
lance ’bus, of which a large fleet has been acquired

Metropolitan Asylums Board Ambulance ’Bus.

them to be private improvement expenses. The council
cannot prescribe the particular kind of water-closet to be
provided, nor can they lay down any general rule applic¬
able to all houses in the district. See Wood v. Widnes Cor¬
poration (62 J.P., 117).

Combined Drainage. — “Max” writes: Plans have
been submitted for a number of houses to be erected
about one mile from the public sewers. At present'
there is an existing sewer (A) serving one house (B),

and the person depositing plans has agreed to con¬
struct, and afterwards periodically cleanse, a large
cesspool to serve the proposed houses. He would,
however, prefer to connect up by drain C with the
above-mentioned sewer, and to pay the cost of putting
this silver into proper working order, and to extend it
if necessary. I should like to have your opinion
whether, in the event of this being done, the sewer

by the Metropolitan Asylums Board, who control the
hospital work over a very large area. An examina¬
tion of these cleverly-conceived and handsomely-con¬
structed vehicles affords eloquent testimony to the
high state of efficiency to which the board has brought
its organisation. A feature of these vehicles is that
they are designed to convey sitting-up cases (such as
convalescents), as well as stretcher cases. They are
fitted with side seats capable of being removed and
replaced by stretchers, while a detachable seat is pro¬
vided for the nurse. The springing of these ambu¬
lances is specially designed to adjust itself to the dif¬
ferent loads to be carried,’ with the result that the
vehicles will take a variety of load weights and yet
retain their flexibility.

Amateur Well Sinkers. — Some of the allotment-
holders in a Midland district have got over the water
supply difficulty by sinking wells, and in a number of
instances water in quite sufficient quantities has been
tapped at a depth of 10 It. or so.

Concreted Fuel. — It will be recollected that Mr. G.
Goulbourn, a.r.i.b.a., presented recently, before the
Society of Architects, a paper on this subject, ayid it is
of interest to note that he will follow this up with a
second contribution. Analyses will be shown of
several artificial fuels, together with the analyses of
their component parts, and fuels from cinders and
coal dust will be made by simple processes at the
meeting— which will take place at 28 Bedford-square,
W.O., at 6.30 p.m. on Thursday evening next, the
26th inst.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

NOTES FROM IRELAND.

Specially Contributed by an Irish
Correspondent,

A rather interesting return was pre-
Road pared some few years ago by Mr.
Maintenance Burkitt, county surveyor of Fer-
Costs. managh, showing by diagrams the
number of acres to each mile of road
in each county in Ireland, the cost of road mainten¬
ance in each county, the cost per mile, and the pro¬
portion which the value tion of each county bears to
its mileage of roads. These diagrams show that, while
there is one mile of road maintained at the expense
of the ratepayers to every 200 acres of land in
County Armagh, there is only one mile to 600 acres in
Galway. Again, while the average cost was £48 per
mile in County Dublin, when the diagrams were pre¬
pared, it was only about £7 per mile in County Mayo
and £8 per mile in Cavan and in West Cork. It would
be interesting to know if there are any other parts
of the world, outside urban districts, in which there
is a mile of public road to every 200 acres of land, or
if there are any other counties in the United Kingdom
in which the public roads have been maintained at
an average cost of £7 to £8 a mile.

* * * *

During the past few years there has
Materials been a great increase in the cost of
and materials and labour in Ireland, and it
Labour, seems probable that for the future the
amount allowed for road maintenance
will ha/e to be increased by from 25 per cent to 50 per
cent, in order to maintain the same mileage of roads
in the future as in the past. Since the Local Govern¬
ment Act came into force in Ireland the cost of road
maintenance has gone up 25 per cent in the majority
of the counties, and a further increase in cost of from
25 per cent to 50 per cent will mean a very heavy tax
on the ratepayers unless liberal grants-in-aid are
forthcoming from the Royal Exchequer.

* * * *

The false economy of leaving
Superintendence, the superintendence of road main¬
tenance to an inadequate staff is
very apparent in the case of a particular county in
Ireland which has recently come under the writer’s
notice. The roads in this county appear to have been
always very weak, many of them traversing bog land,
while the majority of them are without any sound
foundation or bottoming material. In fact, the roads
consist for the most part of a weak and, in many
. cases, a much worn crust resting on a foundation of
clay or peat moss. In addition, the material available,
for the repair of the roads is a rather indifferent lime¬
stone of poor wearing properties under traffic. The
traffic on the roads, however, in the county in ques¬
tion is comparatively light, while a fair average sum
is aliowejj for the roads, and as the county surveyor
is a very capable officer, a great improvement could
be effected in the condition of the roads if the county
council adopted a bold scheme of direct labour, and
provided the county surveyor with a sufficient staff
of assistants devoting all their time to county work.
At present there are only four assistants in the county,
each in charge of about^300 miles of roads, the salary
of each assistant being" about £10U a year. These
assistants are not bound to devote their whole time
to their county duties, and; considering the salaries
paid, it is probable that they consider they are acting,
fairly if they spend only half their time at these duties.
Anyone, however, with a practical knowledge of road
maintenance in Ireland is aware that an assistant in
charge of 300 miles of roads should devote his whole
time to his work if he is to perform his duties satis¬
factorily.

* * * *

In those counties in Ireland where
Economy of direct labour is in operation, and
Direct where the best results are being ob-
Labour. tained, the cost of the county sur¬
veyor’s staff amounts to about 6 per
cent of the expenditure, but in the county under con¬
sideration it. is only a little over 3 per cent of the ex¬
penditure. In order to effect a rapid improvement
in the condition of the roads in this county without
any increase in expenditure beyond that which is
common to all counties on account of the increase in
wages, a comprehensive scheme of direct labour

should be introduced, as suggested above, and a
trained staff of assistants provided, who would devote
all their time to county work. A sufficient number of
light rollers and other necessary plant should also be
procured. The cost of providing whole-time assis¬
tants is infinitesimal .compared to the loss at present
incurred owing to inadequate supervision, and the
writer is satisfied that if these assistants were ap¬
pointed the good results which would follow would
astonish the council a.s well as the ratepayers of the
county he is referring to.

# # # #

When the Road -Board resumes its
Grants activities in Ireland it would be well
in Aid. for the board to consider the claims

of urban district councils for grants in
aid independently of the county councils. Up to
the present the board have only made grants in aid
to the urban districts through the county councils,
and the specification for a road board work in any
urban district must be drawn up, or at any rate
be approved of, by the county surveyor before a
grant is made, and afterwards the certificate of the
county surveyor must be given testifying to the due
completion of the work. This is rather a sore point
with town surveyors, many of whom are very able
men who have succeeded, by improved methods of
construction, in providing street surfaces which com¬
pare favourably with the roads outside their areas.
In some of the larger urban districts tar paving,
Rocmac, Ferromac'r and other materials have been
introduced, while the cleansing of the streets is
carried out in a thorough and systematic manner,
and no fault can be found with the construction and
maintenance of the street crusts. On the other hand,
the streets in some of the smaller urban districts
seem to be always in bad order, and any cleansing
done is carried out in an irregular and slovenly
manner. It would appear then only fair that grants
should be made direct to the larger urban districts.
Of course, grants are only given for works of improve¬
ments on leading roads, and when a road board
Work is being carried out on a road a short piece of
which forms the main .street of an urban district
it is not worth while dividing up the work between
two authorities ; but there are a good many towns
through which a mile or more of a main road passes,
and in such cases it- seems desirable that any Road
Board work should be carried out directly by the
local authority, and not through the county council

Gas and Coal Economy. — -Various questions of i

technical character having recently arisen relating to
the supply of gas, the Fuel Research Board have un¬
dertaken, at the request of the Board of Trade and
other Government departments concerned, to conduct
an investigation and to advise them as to the most
suitable composition and quality of gas and the mini¬
mum pressure at which it should be generally sup¬
plied, having regard to the desirability of economy in
the use of coal, the adequate recovery of by-products,
and the purposes for which coal is now used.

Local Authorities and Coal Distribution _ In the

House of Commons on Monday the President of the
Local Government Board was asked whether, in view
of the probability of the shortage of coal during the
coming winter, he could see his way to empower the
councils of boroughs and urban and rural districts to
purchase coal for sale to the residents in their respec¬
tive areas. Mr. Hayes Fisher said special efforts were
being made at the present time to secure deliveries
of coal to householders who possessed storage accom¬
modation so that when the winter came attention
might lie concentrated on keeping up supplies for the
poorer classes. There would obviously be a risk of
this object being defeated if some restriction were not
imposed on the amount of coal which particular local
authorities were allowed to accumulate, as the build¬
ing up of special stocks by the local authorities
must affect the quantities passing through the
hands of the coal merchants and to that extent
retard the deliveries which were now taking place to
householders with storage accommodation.' For this
reason it was thought advisable to restrict the amount
of coal which any local authority should accumulate,
and it would be necessary to consider each case
separately. Subject to these limitations and to such
other conditions as might be required by the Con¬
troller, the Local Government Board would not wish
to raise any objection to the purchase of coal by local
authorities for the purpose in view.

July 20, 1917.

AND COUNTY ENGINEER.

EAST STIRLINGSHIRE ROADS.

SURFACE RENEWAL AND STRENCTHENINC.

In li is annual report and estimate for the mainten¬
ance of the roads in his district during the recent
year J\Ir. William Ballantine, surveyor for the Eastern
District of the County of Stirling, states that the
strengthening and renewing of the road crusts by
the close coating of long continuous stretches and
binding with bituminous materials has been con¬
tinued as in che few previous years, and the system
is now proving economical and very advantageous.
After the last four years’ experience, the new process
has been found to withstand the tear and wear ol
winter weather much better than the ordinary
method, it having been found that, wherever metal
coatings have l>een bound with tar, the frost caused
no bad effects, while it is also noticeable that the
snow disappears much more quickly from the surface
that has been treated with tar. It is, therefore, now
clearly shown that, where a road surface is first
properly coated and made waterproof, the damage
from weather is practically nullified. The only
objection to the smooth surface is that it gives less
foothold to horses, but Mr. Ballantine points out that
it has been demonstrated by the London horse traffic
that horses in time get accustomed to the new con¬
ditions.

On main roads the number of horse-drawn vehicles
is gradually declining, while mechanically-propelled
vehicles are rapidly increasing, and not only are they
superseding what was formerly horse-drawn, but
they are also bringing new traffic on the road which
previously went by rail. From a recent census of
traffic taken on the Glasgow road, at Carmuirs ex¬
periments, out of 727 motor vehicles Registered in
one week, 444 were motor vans or lorries, weighing
in the aggregate 1,024 tons, all of which is mostly
new traffic and from which the county derives no
revenue for road maintenance.

'The work specified for the current year will, as
last year, be almost wholly confined to surface main¬
tenance, and, while giving due attention to the re¬
quirements of secondary roads, the principal expen¬
diture will be on main roads and streets, which
latter will include, under the road surface improve¬
ment schemes, 37,144 square yards of new coatings
with bituminous binder and about nine miles of
surface spraying. The amount of the estimate is
£10 ,448 -as compared with £9,512 last year. The in¬
crease is due to the increased cost of labour and
materials, and to the part of the work not overtaken
last year being carried forward into this year.

Water Power in Ireland. — Asked whether in view of
the danger of a coal shortage, and considering also
that there was in Ireland water-power enough to
supply all the demands of electrical power for the
whole island, he would take the necessary steps to
secure the realisation of scientific plan* for utilising
this water-power, Mr. Duke, Chief Secretary for Ire¬
land, stated in the House of Commons on Monday
that he had no reason to suppose that water-power
could be made available as a substitute for power
derived from combustion to the extent suggested, but
he would be prepared to bring before the Committee
which had been appointed to deal with questions re¬
lating to electrical power any practical proposal that
might be formulated.

The Roadman’s “ Soft Job.” — Labour difficulties
were raised at the last meeting of Grimsby Rural Dis¬
trict Council by Mr. C. Lowish, who, referring to the
scarcity of labour on the land, said that men employed
on the roads by the council were not at present earning
their wages, and he moved that all those who were
capable of work on the land be discharged, in order
that they might get work on the land. If offered work
now the men would not take it. They had “ a soft
job,” he said, and wanted to keep it, but if they were
discharged they would soon get on the land. The
surveyor said that many of his men were helping
farmers half the time at present. There was the
utmost difficulty in getting Jabour, and if men were
once discharged they would never get a staff back.
The chairman suggested that the matter was best left
to the surveyor, who might intimate to the men that
they were free to assist the farmers on the land, but
he felt it would not be wise to dismiss all the men.
The surveyor, in consultation with the members,
might be able to arrive at some solution. Mr. Lowish
agreed to this course, and the resolution was not
pressed.

THE TRIBUNALS.

At St. Ives the borough surveyor applied for the
conditional exemption of Thomas Case, 34, C2, road
foreman, at present in charge of the construction of a
breakwater to protect Smeaton Pier. Three months’
exemption. — The borough surveyor also appealed for
W. F. Curnow, 32, C2, labourer, until the completion
of the breakwater. No exemption; man to report on
September 10th.

At the West Sussex Appeal Tribunal the Slioreham
Urban District Council supported the appeal of a head
carter, forty-one, married, fit for general service,
against whose exemption for three months the
Military Representative appealed. The man had
charge of three horses, was employed on general town
work, and was the only man of military age in the
employment of the council. In this case there was
only a verbal statement of age, and it appeared pro¬
bable the man was outside the scope of the Act by a
few days. — The exemption was confirmed, and it was
specified as desirable that proper inquiries should be
made relative to the man’s age.

At the sitting last week of the Teignmouth Tribunal
the case was submitted of F. W. Knight, 37, single,
Cl, engineer to the Teignmouth Urban District
Council. Colonel Duxbury said : I should raise no
objection to exemption, but I cannot say what view
the recruiting officer would take of it. It is open to
him to op pose it if he thinks fit. Mr. W. H. Hooper :
If we granted it and the recruiting officer appealed,
the matter would be taken out of our hands entirely.
Colonel Duxbury : All I can say is they do not oppose
a further period of exemption. Exemption to January
15th. — On behalf of the urban council, Mr. Knight ap¬
plied for a further exemption of his clerk, F. W. Easter-
bi’ook, 21, single, Cl. The military said Easterbrook,
a single young man, should join up. Sufficient exemp¬
tion had been given to enable' the council to make
other arrangements. Mr. Knight said the question of
getting a substitute was difficult, as he was practically
bound down to get either a boy under 16 or a man
over 61. He had to be out of the office a great deal,
and it was necessary to have someone cqmpetent to
leave in charge. Adjourned for further medical
examination.

PUBLIC OFFICIALS AND MILITARY SERVICE.

POSITION OF MEN IN LOW MEDICAL CATEGORIES.

In the House of Commons, on the 12th inst., the
Under Secretary of State for War was asked whether
any instructions had been issued to recruiting
officers that men employed on the administrative
staffs of county or local authorities and who were
in low medical categories were not to be called up
for service for the present; and, if not, whether, in
view of the importance of continuing the work of
county and local authorities, he would consider the
question of issuing such instructions.

Mr. Macpherson : Since the 9th October, 1916, re¬
cruiting officers have been in receipt of instructions
that men not classified in medical categories A or
B1 employed on the professional, clerical, and ad¬
ministrative staffs of local authorities and kindred
bodies connected with the administration of public
functions are not to be removed from their employ¬
ment without communication with the Director of
Recruiting.

Municipal Profit-sharing Scheme Abandoned. — The

profit-sharing scheme which has been in operation for
a considerable time in the gas and electricity depart¬
ment of the Stafford Corporation is being abandoned.
The workmen in the department made application for
an increase of 5s. a week on the present war bonus,
and the Gas and Electricity Committee at a recent
meeting of the town council recommended that the
profit-sharing scheme should be terminated, that in
substitution the salaries and wages of those who par¬
ticipated in the benefits thereof be increased by 15 per
cent, and that the recipients of the 3s. war bonus re¬
ceive an addition thereto of 2s. 3d. per week. Mr.
Bostock said the worst feature of profit-sharing
schemes was that it was extremely difficult to avoid
jealousies between departments and workmen, but it
was a disappointment to see a scheme which had
worked well dropped. The committee’s recommenda¬
tion was adopted.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

Municipal Work in Progress and Projected.

The Editor invites tjie co-operation o] Surveyor readers with a view to making the information given under this

head as complete and accurate as possible.

BUILDINGS.

Antrim C.C. — It has been agreed to carry out re¬
pairs at the county court house, Belfast, and the
court house, Ballymena.

Birmingham T.C. — The Education Committee are
recommended to purchase a 6-acre site for a secondary
school for girls and a playing field.

Huddersfield T.C. — The Education Committee have
agreed to carry out extensions at the high school for
girls.

Merthyr T.C. — The Education Committee have
accepted a gift of £10,000 from Mr. H. Seymour Berry
for a technical mining and engineering institute.

Winchester T.C. — It was reported that the Army
authorities had secured for the purposes of an abattoir
the premises of the Cheeshill Brewery, which were
closed down recently for the duration of the war. A
proposal to ask the Army authorities to reconsider the
matter was lost, the mayor stating it would be useless
to attempt to do anything.

HOUSING AND TOWN PLANNING.

Adwick-le-Street U.D.C. — It was reported that
negotiations are proceeding for the purchase of a site'
for a housing scheme.

Dumbarton T.C. — The town council (the Glasgoiv
Herald states) have been presented with rather a novel
point on procedure arising out of the scarcity of work¬
men’s houses in town. A proprietor in Levenhaugh-
street, whose property it is estimated can be repaired
and made habitable for £50, closed it up rather than
spend the money, and the local Trades Council re¬
quested the town council to make a request to the
Ministry of Munitions that the houses should be re¬
opened for letting purposes. The town council took
up the attitude that they had no power in the matter,
but Councillor Ward has forced them to take action,
and they are now to support the Trades Council’s
application to the extent of writing the Ministry of
Munitions stating that the matter has been before
them. The position of the landlord is that he posi¬
tively refuses to clo anything.

East Stow R.D.G.— The clerk has been authorised
to make inquiries from owners of land in the district
as to sites suitable for the erection of workmen’s
houses. Mr. A. H. Hunt, of Bury St. Edmunds, who
has been appointed architect, has been asked to sub¬
mit particulars of the proposed dwellings.

Sheffield T.C. — The city council have approved the
first section of the housing scheme.

Wombwell U.D.C. — -A site of 5g acres at Hening-
field is to be purchased for a housing scheme, .subject
to a loan being sanctioned for the purpose.. It has
also been agreed to> amend the plans of the King’s-
road site so as to allow for the erection • of 120 addi¬
tional houses.

MOTOR TRANSPORT.

Hammersmith B.C. — The borough council have
authorised the purchase of two motor vans for the use
of the municipal kitchens department.

Hemel Hempstead T.C. — The town council have
authorised the purchase of a motor tractor for £350,
for the use of the fire brigade.

Perth T.C. — It has been decided to equqr one of the
municipal omnibuses with a gas apparatus for propul¬
sion, at an estimated cost of £27.

Southend T.C. — Quotations are being obtained for
three electric tip-wagons.

Swindon T.C. — The borough surveyor, Mr. H. J.
Hamp, has been asked to report on the adoption of
motor traction for haulage.

Thornaby T.C. — The town Council have deferred for
the present the consideration of the purchase of a
motor fire engine.

Walthamstow U.D.C. — Inquiries are.being made with
a view to replacing the 5-ton Clayton & Shuttleworth
steamer requisitioned by the War Office.

West Ham T.C. — The Education Committee are in¬
viting tenders for two motor ambulances.

Widnes T.C. — A 5-ton motor and trailer is to be
purchased for £1,000 for the Gas and Water Com¬
mittee.

PARKS AND OPEN SPACES.

Goole U.D.C. — The council have received from a
number of residents the title deeds of a plot of land in
Back Kingsway, with a request that it may be utilised
as a children’s playground.

Wolverhampton T.C. — The town council have re¬
ceived from Councillor Myatt a gift of land for a re¬
creation ground in a congested area.

REFUSE COLLECTION AND DISPOSAL.

Hove T.C. — The town council last week approved a
report of the Sanitary Committee for the collection
and disposal of house refuse by direct labour. The
House Refuse Sub-committee were entrusted with the
task of making inquiries, and they directed their
attention to devising a scheme with the view to the
work being carried out in a more satisfactory manner,
to the refuse being removed outside the borough, and
further to reduce the cost,, which has been increasing
so rapidly during the last few years. A scheme which
it is confidently expected will be found to realise these
points has been evolved, and is set out in a report
from the acting medical officer of health. In connec¬
tion with the scheme the committee have obtained a
conditional agreement for the use of the pit, and they
are informed that suitable premises are available for
hiring as an office for the new department. The
agreement with the contractors terminates on Septem¬
ber 29th next.

Richmond (Surrey) T.C. — Owing to the failure of the
contractors to- remove the refuse by rail, there being
no trucks available, it was reported that the borough
surveyor, Mr. .1. H. Brierley, had to make temporary
arrangements for dealing with it, and assistance was
being rendered by the Barnes Council. Alderman
Bevnays remarked that Barnes had for years past had
an up-to-date plant for the disposal of house refuse,
and Richmond were placed at a disadvantage in not
having similar facilities. He hoped that this fact
would induce the Richmond Council not to unduly
delay their dust destructor scheme.

Scalby U.D.C. — The council have decided to adopt a
scheme for the removal of house refuse other than"
that of earth closets and cesspools.

Whitby U.D.C .—It was reported that the waste-
paper collected had been sold for £31, and old tins,
for 8s. The’press cost about £19 10s., and had paid
for itself.

ROADS AND MATERIALS.

Bethnal Green B.C. — It is proposed to reconstruct
the carriageway in part of Bethnal Green-road, at an
estimated cost of £3,500.

Birmingham T.C — For some time the question of
street improvements has engaged the joint attention
of the Tramways Committee and the Public
Works Committee, and their report, which has
been prepared but not published, will probably
be considered by the city council within the
next two or three months. The first aim is to
secure a widening of many main thoroughfares
(along which there are, or wiH be, tramways) when¬
ever building changes are made. The three com¬
mittees concerned recognise that many of the main
arteries of the city are wholly unsuited to modern
needs; they point out that the restricted width in
many instances makes impossible the full and
natural development of the tramway system. The
committee emphasises, moreover, the need for con¬
certed action, and apart from street widening on an
extensive scale it has, on broad lines, had prepared
a plan which connects up one important street with
another, and one district with another, with a view
ultimately of establishing a much enlarged cross-city
tramway system. The immediate sanction of the
council will be asked to a portion of the scheme relat¬
ing to the acquisition of frontage sites on main
arteries. Larg_e numbers of leases are, it is stated,
constantly falling in, and the joint committee want

July 20, 1917.

AND COUNTY ENGINEER

to he in a position to acquire, as opportunities occur,
plots of land, so that ultimately it may rearrange the
street lines, always with the object of giving a greater
width of carriage-way.

Bromley (Kent) R.D.C. — The council, are asking the
Road Board to renew this year their contribution of
1300 towards the cost of tarring the roads which are
largely used for the conveyance of munition workers.

Newton R.D.C. — It was reported that the Road
Board had agreed to pay £308 out of a total estimate
of £338 in respect of repairs to the Whiteway roads.

Wakefield T.C. — An expenditure of £350 has been
sanctioned on road repairs in Vicarage-street.

Whitby U.D.C. — It was reported that the Works
Committee had had under consideration the purchase
of a trailer for the steam roller, and they had decided
to got a second-hand one, if they could, at a reason¬
able price. If the roads were to be kept in good order,
and the work done in decent time, they would not only
want a trailer, but also, after the war, a steam wagon
or motor wagon, so that it could be bringing consider¬
able quantities of stone from the station- to the roads,
and thus keep the roller continually going, instead of
being idle half the day.

SEWERAGE AND SEWACE DISPOSAL.

Birmingham T.C. — The Public Works Committee,
as a matter of urgency, recommend the reconstruction
of a portion of the Hockley main sewerage system.
The defective portion of sewer which it is proposed
shall be reconstructed is about half a mile in length,
in the neighbourhood of Cheston-road, between
Thimblemill-lane and Chester-street. The proposed
scheme will necessitate the deepening of Hockly
Brook between Plume-street and Newtown-row, and
this work, it is suggested, must be carried out at the.
same time. The total cost of the reconstruction of
the sewer and the deepening of the stream embraced in
this part of the scheme is estimated at £100,000 to
£120,000, and it will take about two years to carry
out the work.

Rotherham T.C. — -Representatives have been elected
to a conference with the corporations of Sheffield and
Chesterfield to discuss the advisability of dealing with
the sewage in the watersheds of the rivers Rother and
Don by means of a main arterial sewer which would
conduct it to the Humber. This method, it was
stated, would obviate the necessity of sewage works
in the hearts of the towns named, and would release
land now used for sewage treatment for other purposes
— building sites, &c.

Truro T.C. — At the request of the Local Government
Board it has been decided to forward to the board
amended plans of the proposed sewerage scheme, with
a view to facilitating the granting of a loan for the
work when the restrictions on public borrowing are
removed.

WATER, CAS, AND ELECTRICITY.

Bangor T.C. — Owing to a deficit on the gas under¬
taking the town council have decided to advance the
price of gas by 6d. per 1,000 cub. ft. to consumers
inside the borough, and by Is. to consumers outside
the borough.

Bath T.C. — The Electricity Lighting Committee
have been authorised to purchase an underfeed stoker
and transporter, at an estimated cost of £1,200.

Camberwell B.C. — A communication has been re¬
ceived from the Home Office making the following
suggestions for the regulation of street lighting until
August 25th or thereabouts: Where all lamps are now
in lighting, a certain proportion, say one lamp in
three (or, where the intervals between lamps are un¬
usually short, alternate lamps), might be dispensed
with, subject to the following conditions : (1) Sufficient
lamps should be retained in lighting for each such
lamp to have another lighted lamp within 100 yards
of it, either on the same side or the opposite side of
the street. (2) Single lamps at street corners should,
as a rule, be retained in lighting. (3) Care should be
taken to retain sufficient light at important traffic
junctions, and any requirements of the police in this
respect should be complied with. (4) The lamps to be
put out of lighting should be selected so as to retain
the greatest possible uniformity of lighting along the
roadway, and this will be of special importance where
the lighting is by electric arc or high-pressure gas
lamps. In streets where the system of lighting or
spacing of the lamps does not permit of the extinction
of a portion of the lamps consistently with the above
conditions, all lamps should be retained in lighting.

Horwich U.D.C. — The council are giving considera¬
tion to a proposal for a water supply scheme.

Itchen U.D.C. — Representatives have been appointed
to discuss with the promoters a scheme to sell elec¬
tricity in bulk to the council, to sell to local
customers.

Nuneaton T.C. — The Electricity Committee recom¬
mend the purchase of a site in the vicinity of Central-
avenue for a generating station.

Rotherham T.C. — The council have approved the
estimate of the electrical engineer, at £275,000, for the
installation of a turbo-generator, the provision of
boilers, the extension of the new electricity station
and boiler-house, and other works in connection with
the electricity undertaking.

Ulverston R.D.C. — The council have engaged the
services of Mr. E. J. Silcock, m.inst.c.f,., of West¬
minster and Leeds, as consulting engineer, to advise
them on the water supply of the Cartmel Valley. The
council have already had under consideration the re¬
port of their surveyor, Mr. W. F. Y. Molineux, on
the subject, urging the importance of moving in the
matter at once.

Walsall T.C. — In explaining that there was a deficit
of nearly £9,000 upon the electricity undertaking for
the year ended March 31st last, Councillor Hayward
stated that they had passed through a trying and
difficult time, as circumstances made it impossible to
get the new turbine working until February of this
year. It was expected that the profit during the
coming winter would cover the loss.

MISCELLANEOUS.

Camberwell B.C. — Upon the recommendation of the
borough engineer, Mr. W. Oxtoby, the Public Health
Committee advise that- the defective timber of the
camp sheeting alongside the ditch on tSydenham-hill
should be removed and the ditch piped in. The cost
of the necessary pipes is estimated at £50, and the
work would be executed by the council’s workmen.
The Carnegie Trust have made an offer of a grant
of £4,089 towards paying off the existing loans on
the public libraries in the borough conditional upon
the borough council appointing a chief librarian, the
re-imposition of the full penny rate, and the reopening
of the two libraries that have been closed.

Derbyshire C.C. — It has been agreed to purchase
six trailer wagons, at an estimated cost of £650.

Dover T.C. — The town council have accepted the
tender, of the Sanitas Company for disinfectants.

Hythe T.C . — The borough surveyor, Mr. C. Jones,
has prepared an estimate for building a new sea wall
at the Stade, and the town council have decided to
approach certain owners of property with a view to
their contributing towards the cost.

Newport (Mon.) T.C. — The Tramways Committee
have been authorised to purchase half a dozen new
tramway cars, so as to supply the general wants of the
town and the extension towards the docks. Mr. John
Moxon, chairman of the committee, said they could
purchase at £450 each nearly new cars from the
London County Council which at the present time
would cost about £1,200 each to build.

West Penwith R.D.C. — The council have asked the
Cornish Sand Company to pay £500 towards the cost
of repairing the road between St. Erth Village and
the railway station, and 4d. for every ton of sand
hauled in future. The company have offered to pay
£350 for the repair of the- road and 2gd. for every ton
carried by mechanical power. The council have de¬
cided to adhere to the demand for £500, but resolved
to accept 2£d. a ton for mechanical transport.

EOR OTHER ADVERTISEMENTS

See End of Paper.

Bromley rural district council,

KENT.

TEMPORARY HIGHWAY SURVEYOR.
Required, for the period of the War, a Highway
Surveyor. Remuneration £5 weekly.

Persons wishing to apply are requested to wi’ite to
the undersigned as soon as possible.

EDWARD HASLEHURST,

Clerk to the Council.

Park House,

Bromley, Kent.

July 18, 1917. (-1,467)

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

PERSONAL.

Mr. Sam Evans, county surveyor of Flintshire, has
been released by the county council for road service
in France.

Mr. Bernard H Knight, engineer’s department,
council offices, Finchley, lias been elected a member
of the Royal Sanitary Institute.

Mr. Marshall Hainsworth, surveyor to the Tedding-
ton Urban District Council, has been elected a mem¬
ber of the Royal Sanitary Institute.

Mr. Albert Dickinson, sanitary inspector of Hert¬
ford, has been appointed surveyor and sanitary
inspector to the Ware Urban District Council.

Mr. S. Wilkinson has been appointed surveyor to
the Sowerby Bridge Urban District Council in the
absence with the Colours of Mr. J. Eastwood.

Mr. A. E. Scott Murray, assistant engineer to the
West Kent Main Sewerage Board, has been granted
exemption by the Chislehurst Tribunal until October
1st.

Mr. A. S. Hughes, of the Carron Company, has been
appointed chief electrical engineer of Falkirk, in suc¬
cession to Mr. R. Allan Brown, who has joined the
Royal Naval Air Service.

Lieutenant Arthur L. Parker, who in civil life is
engineer and surveyor to the Oakham Urban District
Council, has received severe injury to his leg in a
motor accident while on military duties in France,
and is now in a hospital in England.

Mr. Arthur Ventris, assistant city engineer of West¬
minster, and superintendent of the city council high¬
ways department, who would have retired in
November next, has agreed to continue in office for
another year.

Mr. Howard Chatfeild Clarke, f.r.i.b.a., the well-
known architect and surveyor, who died last week, at
the age of fifty-seven, was a past-president of the
Surveyors’ Institution. Recently he had been
actively engaged in connection with the surveys and
valuations made at the request of the Ministry of
Munitions, to which he acted as hon. adviser.

NATIONAL HOUSING SCHEMES.

PROBABILITY OF GOVERNMENT ASSISTANCE.

We understand (says the Times) that the question
of adopting a housing policy for the whole country
after the war is now engaging the close attention of
the Government. The causes which led to the
admitted shortage of houses before the war have
become aggravated since, and are likely to continue.
It is improbable that money will be more plentiful, or
materials or labour cheaper, for some time after the
cessation of hostilities, while with demobilisation the
need for extended housing accommodation will become
increasingly' urgent. The Local Government Board
early recognised the necessity of getting schemes pre¬
pared in order to be in a position to deal effectively
with the situation at the end of the war. Mr. Hayes
Fisher, both before and since his appointment as
president, has been extremely active in the matter, and
many conferences with representative bodies have been
held. There is undoubtedly a general feeling that no
.appeal for the preparation of schemes can be expected
to succeed unless it be accompanied by a promise of
solid financial support from the Government, and little
doubt is entertained that such will be forthcoming.

Silvertown Reconstruction : A By-Laws Question. —

On the 12th inst., in the House of Commons, the
First Commissioner of Works was asked whether the
building by-laws of the borough of West Ham forbid
the construction of any building unless the whole
ground surface under every domestic building is jjro-
perly asphalted or covered with a layer of good con¬
crete cement ; and whether the reconstruction work
carried out by his Department at Silvertown was in
accordance with these by-laws. Mr. Pratt (Lord of
the Treasury) said the answer to the first part of the
question was in the affirmative. The by-laws, how¬
ever, were operative only in respect of entirely new
or rebuilt houses. The local authorities, who were
consulted, informed the board that they had no power
to enforce their by-laws in respect of the work which
the Government were undertaking at Silvertown.

LOCAL GOVERNMENT BOARD INQUIRIES.

The Editor invites the co-operation of Bdrvbtor readers
with a view to making the information given under this
head as complete and accurate as possible.

INQUIRY HELD.

Hove T.C. (July 17th. Mr. E. Leonard). — £9,000
for the purchase of the undertaking of the Hove Baths
and Laundry Company. — The town clerk, Mr. W.
Jermyn Harrison, explained that it was intended to
renovate and refit the baths, and to make use of an
upper chamber as a public assembly room. Mr. H. II.
Scott, borough surveyor, gave details of the area of
the bath and rooms, and the acting medical officer,
Dr. C. Rawdon Wood, said it was in the interest of
the Hove population to have a public bath.

APPLICATIONS FOR LOANS.

Burnley T.C. — £1,600 for an additional feeder cable
for the electricity undertaking.

Hove T.C.— £4,000 for laying wood paving in
Western-road after the war.

Kirkcaldy T.C. — £7,000 for a high-pressure electric
cable.

Lowestoft T.C. — £1,200 for the erection of groynes.

LOAN SANCTIONED.

South Shields T.C. — £1,109 for alterations of the
electricity plant.

FORTHCOMING INQUIRY.

JULY. £

24.- Poplar. For the provision of baths and

wash-houses (Mr. H. A. Chapman) • —

THE MAINTENANCE AND CLEANSING OF
WATERCOURSES.

GLOUCESTERSHIRE COUNTY COUNCILS RESOLUTION.

On Tuesday, in the House of Commons, the President
of the Local Government Board was asked whether
his attention had been called to a resolution passed by
the Gloucestershire County Council to the effect that,
to prevent the damage now accruing to many High¬
ways and large areas of agricultural land in England,
it was desirable that the law as regards the mainten¬
ance and cleansing of watercourses should forthwith
be simplified and amended, and that to secure this
’’end' the administration of such law could be usefully
entrusted to such local authorities as Parliament
might authorise ; and whether he would consider the
advisability of introducing such legislation.

Mr. Fisher said he had received a copy of the reso¬
lution referred to, but it did not indicate the nature
of Ihe amendments desired. He was asking for this
information.

Sales of Imported Soft Timber. — The Controller of

Timber Supplies announces that, as a result of repre¬
sentations made on behalf of retail timber merchants
by a deputation of the retail timber trade section of
the Timber Trades Federation, the concession granted
in May last whereby sales of imported soft timber not
exceeding 20s. in value might be made without ob¬
taining a permit from the Controller of Timber Sup¬
plies will be extended, and that such sales up to £5
in value may until further notice be made without
permit.

Electric Dust Van Bodies. — In consequence of the
failure of the Surbiton Urban District Council to
obtain a priority certificate for the steel necessary to
complete the electric dust vans which they had
ordered, the alternative suggestion of a wooden body
was put forward. At the last meeting the surveyor
submitted a letter he had received from Messrs.
Edison Accumulators, Limited, stating that they had
done everything possible to obtain a suitable body
for the sum of £35, but unfortunately, on account of
the scarcity and high price of wood, a body of the
size required could not be' made for less than £65,
not including the driver’s seat and canopy. They
also stated that the time to make the wooden body
and the canopy might be as long as that required
to get a steel body, and they thought they could let
the council have one in the course of four or five
weeks, taking it from another order for which they
had not yet the chassis. It was now stated that the
contractors were supplying one dust van complete
with a steel body in about five weeks’ time.

July 20, 1917.

AND COUNTY ENGINEER.

Association of Managers of Sewage Disposal Works.

ANNUAL SUMMER MEETING AT WORCESTER.

[ Concluded from lad weeZ\]

On the presentation at the recent annual summer
meeting at Worcester of the Association of Managers
of Sewage Disposal Works of the paper by Mr. T.
Caink, the city engineer, dealing with

THE WORCESTER ACTIVATED SLUDGE
EXPERIMENTS,

The President said Mr. Caink informed him tiiat
some difficulties had arisen, ’and that he would like
to explain them to the meeting. It might save their
time if Mr. Caink dealt with the difficulties.

Mr. Caink: I wish to supplement the paper* by
alluding to an incident that has occurred since the
paper was written. In the afternoon of Monday, the
2oth of last month, an apparently large quantity of
some tarry compound arrived in the sewage at the
works and passed into the purification tank. This dis¬
charge continued until midnight. The effect upon the
purification seemed almost disastrous. In two or three
hours the effluent, from being a transparent, colour¬
less, and odourless liquid, became very opalescent
and possessed a strong tarry odour. The incident was
emphatically disconcerting. With the hope of correct¬
ing the mischief, the tank was partially emptied and
river water allowed to run into it, while the air was,
of course, kept continually supplied. I had to leave
two days afterwards for the iSouth of England, and
did not see the works again until the following Tues¬
day. Mr. Lamb informed me, that the contents of the
tank went through certain phases. Towards the end
of the week the effluent, while getting fairly trans¬
parent, assumed a red' colour, gradually changing to
orange and yellow- by the following Tuesday when I
visited the works. The tarry odour was then almost
imperceptible. The colour has now become paler and
the effluent more transparent and, apart from the tint,
appears to be fairly satisfactory. A sample under
these conditions has been sent, but the analyst’s re¬
port has not yet arrived. A bottle of the effluent and
also of the screened sewage were despatched to the
analyst taken when they were at their worst after the
influx of the tar. The analysis showed an extra¬
ordinary rise of the oxygen-absorbed figure in the
screened sewage as well as in the effluent. The former
is usually between 3 and 4 parts, per 100,000, while
the latter averages about 0'8. These figures rose by
the influx of the tarry matter to 14 in the screened
sewage and to 8-4 per 100,000 in the effluent. But the
dissolved atmospheric oxygen absorbed in five days
(Adeney’s test) showed only 2'2 parts per 100,000 in
the effluent, and no putrefaction was observed in five
days (incubation test),' it contained only 2’8 parts per
100,000 of suspended matter. The effluent would
therefore, even under these conditions, have complied
with the conditions laid down in the agreement
between Messrs. Jones and Attwood and the corpora¬
tion if that part of it had stilt been in force, the con¬
ditions being that the effluent should not be capable
of putrefaction and not contain more than 4 parts
per 100,000 of suspended matter. I do not know of
any other instance in which the difference between
the four hours’ test, which I presume was by. the per¬
manganate, and the Adeney’s test approached the
difference occurring in this case — viz., 8'4 and 2'8— nor
do I quite know what significance to attach to it; but
there does seem to me to be something exceptional
in the fact that, with an albuminoid ammonia figure
of 0'58 and an oxygen-absorbed figure of 8 4 parts per
100,000, the effluent should have exhibited such
stability. Perhaps some chemist present will be able
to throw light upon it. If it be the result of the
nature of the activated sludge process, with its con¬
tinuous supply of atmospheric oxygen, the value of
the process would thereby appear to bp still further
enhanced. It happened that the afternoon in which
the tarry matter entered the tank Mr. Midgley Taylor,
a distinguished engineer known to most of you and an
honorary member of your association, was visiting
the works. This was fortunate, because, as he stayed
there for a couple of hours, he had the opportunity
of observing the effect of the stuff in changing the
condition of the effluent. It is not a little remarkable
that during the whole of the trial period fixed by the
agreement, which covered a period of 15 months,
nothing of the kind occurred, yet within three days of

the city council having taken over the plant what
I have described took place. I have endeavoured to
trace the origin of the mischief, but so far without
success. It is clear that it is extremely important
that all antiseptics of the kind mentioned, and,
indeed, any antiseptic, should be prevented from
entering the sewers, owing to its very injurious effect
upon the treatment, and I should like to seize this'
opportunity of appealing to the manufacturers in the
city, and indeed to every citizen, not to allow such
discharges to pass into their drains. Doubtless in
this case it was done without any knowledge or
suspicion of injurious results arising, and when the
effect is understood citizens, I am sure, will assist in
excluding from the sewers everything prejudicial to
the. successful operation of the process. Antiseptics
would operate injuriously with any system of bacterial
purification, but probably no other is quite- so sensi¬
tive to these effects as the activated sludge process
of purification.

Mr. W. H. Duckworth (Salford) proposed a vote of'
thanks to Mr. Caink for his paper. He was sure
they had all been interested in his description
of a new phase of the sewage purification pro¬
blem. It, was quite a good thing for them as
an association to be able to visit a city like
Worcester, which had the largest installation on
the activated sludge principle in the country. It
might be that they would -not see everything they
would like to see ; it might be that things were not as
good as they hoped they were, but whether that was
so or not, it was a good and useful thing for them to
see the largest installationof the kind in this country,
if not in the world. He agreed with Mr. Caink when
he said that the activated sludge process was prob¬
ably not equalled, and certainly not surpassed. Per¬
sonally he believed there was a great future before
the activated sludge process from several points of
view. Besides its properties as a purifying agent, and
giving a clear effluent, they had a sludge which he
ventured to say would be a great boon to sewage dis¬
posal works. Agriculture had got such a fillip from
this war that they were told that more land would be
put under cereals than ever before, and the magic
word would be manure for intensive culture, and he
believed that activated sludge was going to supply
that very largely. They had in Worcester eight hours’
•aeration and 21 hours’ settlement — that was together
10J hours. He was certain they would be able to
beat that hollow. They had had good results in Sab
ford with from four to five hours’ contact and settle¬
ment. With regard to the plans and plates submitted
to them, there were some things he must admit he
did not, like. It was only an idea, but , he should
prefer a longitudinal ridge and furrow. They might
have the objection that there would be short circuit¬
ing, but he did not think there was anything in that.
They would increase the capacity of the tank by
narrowing down the diffusers. They would increase
the capacity of the tank and at the same time get all
the aeration and circulation they required. This
method would lend itself to the pulsating valve they
had got. He had not seen it in Worcester, but be
had in Manchester, and it was a very good device
'indeed.

Mr. Harden, who seconded the vote of thanks, said
they all fully appreciated Air. Caink’s effort in pre¬
paring this paper, which included a most ingenious
suggestion; indeed, he thought it, was too ingenious.
It did show that Air. Caink was devoting a great' deal
of thought to this matter and the purpose for which
the works had been designed.

The vote of thanks was unanimously accorded.

The members then had luncheon together at the
Hop Market Hotel.

The afternoon was devoted to an inspection of the
Worcester sewage disposal works, the members being
taken there by motor omnibuses. They were enter¬
tained to tea at the works by the chairman of the
s e w a ge committee.

Dover Electricity Undertaking. — A loss of £2,000 is
shown in the annual accounts of Dover Municinal
electricity works presented to the town council, light¬
ing restrictions being the chief cause.

* See page 51.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

CONCRETE ROADS.

PRESENT POSITION AND POSSIBILITIES OF THE FUTURE.

In view of the increasing interest shown in the
subject of concrete road construction, the Roads Im¬
provement Association recently instructed Mr. H.
.Percy Boulnois, m.inst.c.e., who is a well-known
authority on all classes of road construction and main¬
tenance, to prepare for them a report upon the present
position and possible future of concrete roads in this
country.

This report (which has now been completed, and is
being issued by the association in pamphlet form)
reviews at the outset the work which has been
carried out in the United States and Canada, and
the remarkable fact is given that “ during the year
1914 alone it was estimated that no less than
17,000,000 sq. yds. of concrete roads were constructed
in America, and that at the present time there must
be at least 50,000,000 sq. yds. of such roads in the
United States.”

The -opinions of some of the leading American
engineers are given in regard to the adaptability and
cost of concrete roads, as well as stating the reasons
why they should prove a success. The manner in
which American engineers deal, with the construc¬
tion of a \road is set forth in much detail, and
examples given of the proper methods of mixing and
laying the concrete, in addition to a description of
the materials to be used.

Mr. Boulnois then gives particulars of the various
concrete roads that have bqen constructed in this
country, from which it would appear that, compara¬
tively speaking, but slight progress has been made,
and the roads limited to only a few districts, the
City of Chester and Dunfermline in Scotland being
two of the principal ones.

The most interesting experiment in the construc¬
tion of concrete ioads in this country, however, wa's
that on a portion of a road near Gravesend, in Kent,
in 1914, which is fully described, a copy of the speci¬
fication to which the road was constructed being
given, as well as the results of the experiment.

The author devotes much attention to the points to
be considered in constructing a concrete road, treat¬
ing with the sub-base or foundation, the materials,
proportion, mixing and placing of concrete in situ,
finishing the surface, tar-spraying and gritting the
surface, period of diversion of traffic, the prevention
of cracks, cutting trenches, and repairs, cost of con¬
struction and maintenance, and in regard to this
latter item says: It would appear that, with proper
organisation, a good concrete road can be constructed
at a cost of about 5s. per sq. yd., and that the
cost of maintenance of such a* road would be very
trifling; but it is evident that in order to secure
success, much more care should be exercised in its
construction than has hitherto been the case in some
instances. With regard to the cost I have assumed
that nothing is charged for excavation or formation
of the sub-base, as such work must necessarily vary
largely in different localities.”

The suggestions for the preparation of' specifica¬
tions for concrete roads which follow are based on
the experience of American practice, and after a care¬
ful study of the subject by the author. It is hoped
that these may be helpful to any highway engineer
who contemplates the construction of a road on the
principles laid down in the report, in concluding
which the author says : “ There is no doubt that the
future traffic on our roads and streets -will become1
more and more intense in weight, speed, and quan¬
tity, and the roads of the future will be expected
to carry this traffic. It will be the duty of all high¬
way engineers carefully to consider the best manner
in which to meet these greater demands ' on the
strength and durability of our roads, and possibly it
will be found that properly-constructed concrete
roads may, in some cases, meet the requirements.

“ I have purposely said very little as to the . benefits
of reinforcement, as this question must be left to the
engineer who designs the construction of a road.
There can be no doubt that reinforcement, properly
applied, has revolutionised concrete construction,
and where very heavy weights are to be carried by
a road, or where there is an unstable sub-base, it
might be found desirable to insert some form of~rein-
forcement, but each case must be considered on its
merits.

“ This report is merely intended as a short state¬
ment of what has been attempted in connection with
concrete roads, and also to act as a guide to those

who are contemplating the construction of a concrete
road, or street, without any surface protection.”

Copies of the report (price 7d. by post) may be
obtained on application to the Acting Secretary,
Roads Improvement Association, 15, Dartmouth-
street, Westminster, S.W. 1.

CARNARVONSHIRE COUNTY COUNCIL AND
MOTOR BUSES.

A DEMAND FOR THE SUSPENSION OF THE TRAFFIC.

It was reported to the Carnarvonshire Coulity
Council recently, the Carnarvon Herald states, that
Mr. J. T. Jones had called the attention of the sur¬
veyor’s committee to the new Petrol Order and to the
inconvenience that would ensue to the public as the
result of +lie restricted supply. The chief constable
(who had been invited to the committee) referred tc
the consumption of petrol by the big motor ’buses
that run under licence from several district authori¬
ties in the county, and which run in competition
with the railway companies, and he expressed an
opinion that in such cases these motor ’buses should
be stopped where the journeys covered by them
were accommodated by the railway. As a result of
the discussion it was resolved — (a) That the district
authorities concerned should be written to with a
view to getting the licences already granted to the
motor companies revoked; (6) That so far as the
county main roads were concerned, the companies
referred to be requested to discontinue to run the
motor ’buses along the county main roads
until the consent of the county council had been
obtained; (c) That in the event of the motor ’bus
companies declining to discontinue these services
the 'Petrol Control Committee be notified of the
whole circumstances with a view to the supply of
petrol to such companies being entirely suspended.

.Mr. O. Isgoed Jones dwelt upon the usefulness of
the motor ’buses in these days of railway restric¬
tion. In order to attend the meeting that day he
had to get up at five. The railway company would
do nothing for them although they were engaged
upon important public business. He had sufficient
petrol because he had successfully fought the Petrol
Board.

Mr. Maurice Jones hoped it would be arranged
that joy riders should not be allowed to travel in
these motor ’buses, which should be used only by
business people.

Mr. R. Jones said several of the motor ’buses were
run solely for the benefit of holiday-makers.

Mr. T. W. Griffith disagreed with that view, and .
spoke of the usefulness of the motor services between
Llanrwst and Conway.

Mr. Henry Parry observed that there was too much
talk about joy rides. How could lodging-house
keepers in seaside places pay heavy taxes unless
visitors were catered for?

The committee’s recommendations were agreed to.

City of London Street Lighting _ At a recent meet¬

ing of the Court of Common Council a letter was
read from the Gas Light and Coke Company stating
that the jn'ice of gas supplied to street lamps (except
where a fixed annual charge is made under contract)
would in future be increased by 5d. per 1,000 ft. — i.e. ,
from 2s. 8d. to 3s. Id.

Petrol Supplies for Commercial Motor Vehicles. —

The Commercial Motor Users Association has for some
time past been in communication with the Petrol
Control Committee, and more recently with the
Control Department of the Board of Trade, with a view
tc assistance being rendered to those of its members
who have been most seriously affected by the further
curtailment in petrol supplies. A special committee
of the association, which was appointed to draw up a
memorandum on the subject for submission to the
Petrol Control Committee, was eventually received as
a deputation, and was successful in arranging that, in
cases where the association, after thorough investiga¬
tion. is satisfied that a member engaged on war work
or on work of national importance is suffering genuine
hardship through insufficient supplies of petrol, such
cases will, on the recconmendation of the association,
receive further consideration by The Petrol Control
Department. Certain detailed information must be
forwarded, in the first instance, to the association,
particulars of which may be obtained from Mr. F. G.
Bristow, f.c.i.s., the secretary, at 83 Pall-mall, S.W.l.

July 20, 1917.

AND COUNTY ENGINEER.

INSTITUTION OF MUNICIPAL AND COUNTY
ENGINEERS.

PORTHCAWL MEETINC.

A meeting of the Institution of Municipal and
County Engineers will be held in the South Wales Dis¬
trict at Porthcawl, on Saturday, the 28tli inst.

PBOGB.AMME.

12.0 noon. — Deception at the council chamber, John-
street, by the chairman of the Portlicawl
Urban District Council, Mr. ft. E. Jones,
J.P.

Paper by Frederick Hatcher, engineer
and surveyor, on “ Portlicawl and its
Public Works,” which will be taken as
read.

Discussion.

1.30 p.m.— Lunch at the Esplanade Hotel, by invita¬

tion of the chairman of the Portlicawl
Urban District Council.

3- 0 p.m. — Assemble at the Esplanade Hotel previously
to visiting the following works, viz.: —
Western Sewer Outfall, Ty Cocli Service
reservoir, and sewage pumping plant.
(Conveyances provided by the chairman
of the urban district council.)

5.30 p.m. — Tea at the Esplanade Hotel, also by the

invitation of the chairman of the Porth-
cawl Urban District Council.

INSTITUTION OF MUNICIPAL ENGINEERS.

NORTHERN DISTRICT MEETINC.

A meeting of the members of the Northern District
of the Institution of Municipal Engineers will be held
at the Town Half, Newcastle-on-Tyne, at' 3.30 p.m. to¬
morrow (Saturday). "

AGENDA.

1. To read and confirm minutes of last meeting.

2. Deport on the Northern District Federation with

N.A.L.G.O.

3. Deport of council meeting held on the same date.

4. Paper on ‘‘ Work after thwWar,” by Mr. W. J.
Coulson, Cramlington, and discussion on same.

5. To fix the date of next meeting.

6. Any other business.

APPOINTMENTS VACANT.

Official and similar advertisements received dp to 4.30 p.m.

ON THURSDAYS WILL BE INSERTED IN THE FOLLOWING DAY’S ISSUE

but those responsible for their despatch are recommended
to arrange that they shall reach The Surveyor office by noon
on Wednesdays to ensure their inclusion in the weekly list of
summaries. Such advertisements may, in cases of emergency
only, be telephoned ( City No. 1066) subject to later con¬
firmation by letter.

BOROUQH SUDVEYOE. — July 27tli. — Corporation
of Buckingham. £175 a year. — Mr. Geoffrey W. Barker,
town clerk. Town Hall, Buckingham.

CITY ENGINEED AND- ENGINEEK OF WATEB
AND SEWEDAGE WORKS. — December 1st. — Port-of-
Spain City Council, Trinidad, B.W.I. £600-£750, with
£75 towards the upkeep of a motor cycle.— Mr. Philip
H. Salomon, acting town clerk. Town Hall, Port-of-
Spain, Trinidad, B.W.I.

MUNICIPAL CONTRACTS OPEN.

Official and similar advertisements received up to 4.30 p.m.

ON THURSDAYS WILL BE INSERTED IN THE FOLLOWING DAY’S ISSUB,
but those responsible for their despatch are recommended
to arrange that they shall reach The Surveyor office by noon
on Wednesdays to ensure their inclusion in the weekly list of
summaries. Such advertisements may, in cases of emergency
only, be telephoned ( City No. 1066 ) subject to later con¬
firmation by letter.

Buildings.

NEWTON ABBOT.— July 24th. — For the erection of
a coal and coke store at the joint isolation hospital. —
The Architect, 26 Union-street, Newton Abbot.

.ST. HELENS. — July 24th. — For the erection of a
brick chimney and other works, for the Electricity
Committee. — Mr. E. M. Hollingsworth, borough elec¬
trical engineer. Town Hall, St. Helens.

CANTERBUBY.— July 25th.— For the erection of an
isolation building at the Kent and Canterbury Hospi¬
tal. — Messrs. Jennings & Gray, architects, 4 St. Mar-
garet's-street. Canterbury.

BLACKPOOL. — July 26tli. — For proposed alteration

to a mortuary chapel, for the corporation. — Mr. John
S. Brodie, borough engineer. Municipal Buildings,
Blackpool.

Engineering: Iron and Steel.

WIGAN. — July 23rd. — For improving the heating
arrangements in the council chamber, for the corpora¬
tion. — Mr. A. T. Gooseman, borough engineer. King-
street West, Wigan.

MELBOURNE. — July 30th. — For the supply and
erection of a 2,000 k.w. rotary converter, and its„trans-
former and accessories, for the city council.— Messrs.
Mcliwraith, McEacharn & Co., Billiter-square-build-
ings, London, E.C. 3.

CAPE TOWN. — July 31st. — For the construction of
tanks and percolating beds for sewage disposal and
other works in connection therewith, for the corpora¬
tion.— City Engineer, City Hall, Cape Town, and the
Department of Commercial Intelligence, 73 Basing-
hali-street, E.C. 2.

Roads.

FOLKESTONE. — July 23rd. — ‘For the supply of 1,000
to 2,000 tons of 2Hin. tar slag macadam, and 500 to
1,000 tons of tarred slag toppings, for the (corporation.
— Borough Engineer, Corporation Offices, Folkestone.

HENDON. — July 23rd. — For the construction of a
new entrance road to Wessex-gardens School, Golders-
green, N.W. 4, for the Education Committee. — Engi¬
neer's Department, Hendon Urban District Council,
The Burroughs, Hendon, N.W. 4.

ROCHESTER. — July 24th. — For the 'supply of road
metal, brooms, oils, horse hire, tools and Portland
cement, for the corporation. — Mr. W. Banks, city sur¬
veyor, Guildhall, Rochester.

RHONDDA. — July 24th.— For the supply of four
scavenging carts, for the urban district council. — Mr.
E. H. Barber, engineer and-surveyor. Council Offices,
Pen-fere, Rhondda.

SCUNTHORPE.— July 25th.— For the supply of any
quantity up to 300 tons of broken granite, for the
urban district council.— Mr. H. Heap, engineer and
surveyor, 110 High-street, Scunthorpe.

BUNGAY.— August 1st.— For the supply of 300 tons
of 1 f-in. Mountsorrel granite and hire of steam roller,
for the urban district council.— The Surveyor, Urban
Council Offices, Bungay, Suffolk.

DROMANT1NE (Ireland).— August 7th.— For the
construction of an accommodation road. — Mr. T . Mor¬
rison, secretary. Great Northern Railway Company,
Amiens-street Station, Dublin.

HAMPSTEAD.^The borough council are , offering
for sale ten water vans and six -water carts, all in good
working, order. — The Superintendent, Council’s Depot,
Lymington-road, Finchley-road, N.W.

Sanitary.

NEWRY.— July 27th.— For the construction of
sewers, for the No. 1 rural district council.— Messrs.
P. H. McCarthy, engineers, 39 Westmoreland-street,
Dublin, and Mr. S. Wilson Reside, Margaret-square,
Newry.

BRIDGWATER.— July 30tli.— For supplying and
laying 350 yards of 12-in. stoneware pipes, with 9-in.
and 4-in. branch drains, manholes, and other works,
for the rural district council. — Mr. W. Horace Cousins,
engineer, Rural Council Offices, Bridgwater.

SALTASH.— August 4th.— For the removal of house
refuse and road sweepings, and hire of horse and cart,
for the corporation.— The "Borough Surveyor, Guild¬
hall, Saltash. * _

TENDERS FOR MUNICIPAL WORKS OR SUPPLIES.

The Editor invites the co-operation of Surveyor readers
with a view to making the information given under this
head as complete and accurate as possible.

• Aooepted. t Recommended for acceptance.

HINDLEY.— Accepted.— For the supply of a Maxwell motor
chassis and an ambulance van, for the urban district
council.— Mr. D. P. Abbott, surveyor, Urban District
Council Offices, Hindley (Lancs) : —

Gordon’s Motor Carriage Works, Bolton.

FORTHCOMING MEETINGS.

Secretaries and others will oblige by sending early notice of
dates of forthcoming meetings.

JTTVir.

21. — Institution of Municipal Engineers : Northern District
Meeting at Newcastle-on-Tyne.

28.— Institution of Municipal and County Engineers : Meeting
at Porthcawl.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

Road Stone Control Committee.

- MEMORANDUM OF PROCEDURE.

The following details concerning the operation of the Control over Road Stone Quarries and Slag
dumps and works in England and Wales, hereinafter referred to as Quarries, in accordance with an
Order made under Regulations 9G'G of the Defence of the- Realm Regulations are issued for
information.

1. — GOVERNMENT DEPARTMENTAL REQUIREMENTS.

The largest portion of the requirements of road materials for the various Government Departments
will be dealt with by the Road Board, which Department is carrying out during the present emergency
most of the road and similar work services for. the Admiralty, War Department, Ministry of Munitions,
Board of Trade (Timber Section), Board of Agriculture, &e. These and all other Government Depart¬
mental requirements will be indented for on special forms provided for the purpose by the Road Stone
Control Committee.

Contractors and others carrying out services for the various Government Departments must submit
their requirements to the Road Stone Control Committee on the special forms referred to, through the
Government Departments for which they are carrying out the work.

In selecting quarries from which material is required due regard must- be given to economy of
transit facilities.

2, -RAILWAY AND CANAL COMPANIES’ REQUIREMENTS.

The Railway and Canal Companies must indent through the Road Stone Control. Committee in
bulk on the various quarries (on a form to-be provided by the Road Stone Control Committee) for their
requirements for the period ending March 31st, 1918.

3— ADMINISTRATIVE COUNTY AREAS.

County Advisory Committees have been set up by the Chairmen of the various County Councils to
ascertain and deal with the requirements of all Local Authorities in each Administrative, area.

4. — COUNTY BOROUGHS AND METROPOLITAN BOROUGHS.

The Highway Committees of the. various County or Metropolitan Boroughs will take the place of
the County Advisory Committees referred to in the preceding Paragraph (3).

5. — PUBLIC AND OTHER LOCAL AUTHORITIES.

All Local Authorities, Joint Boards, and other Public Bodies requiring materials for Highways
or other works which have not been dealt with in the preceding Paragraphs should apply to the Road
Stone Control Committee direct.

6. — QUARRIES, SLAG DUMPS, OR SLAG WORKS.

Control of the output will be obtained as follows

The Census of material and an estimate of output for the period ending March 31st, 1918, having
been furnished by the Quarry Owners in accordance with the Census called for by the Army Council
on the 25th June, 1917, the Road Stone Control Committee will keep in touch with the output by means
of a weekly Quarry Return.

Quarry owners in England and Wales after the 15th of July, 1917, must not- supply $my road or
other materials from Quarries to any persons unless authorised by the Road Stone Control Committee
to do so, excepting during the period of transition from the present system when they are permitted.

(a) To fulfil Government, Railway, and Canal orders, and.

(b) If materials are available after meeting such orders under (a), to supply Local Authorities

with whom they have Contracts up to 20 per cent, of such Contracts.

Committee.

Returns must he furnished to the Road ’Stone- Control Committee weekly of all materials supplied
as in (a), (b), and (c) above, with the name of the Government Department or Local or other Authorities,
and the tonnage supplied. 'Phis arrangement has been come to in order to prevent any delay in dealing
with the output- of the Quarries during the change of system, but so soon as the bulk indents on the
various Quarries have been sanctioned in such numbers as will prevent any delays in despatch of the
output- of the Quarry, the special arrangements here referred to will be cancelled by the Road Stone
Control Committee.

7. — PRIVATE CUSTOMERS, TRADE, &c.

Quarry Owners are hereby permitted to retain 5 per cent, of their present output in order to- meet
urgent requirements of their private customers; that is to say, customers other than Government-
Departments or their Agents, Railways, Canals, Local and other Authorities.

8. — QUARRY RETURNS.

Quarry Owners are instructed to -furnish weekly returns from the 16th of July, 1917, inclusive,
giving details of the output, stock disposed of and in hand, on approved forms which are provided by
the Road Stone Control Committee on application.

P. J. BLACK, Secretary.

Road Stone Control Committee,

35, Crom well-road, London, S.W. 7.

July 11, 1917.

(3,464)

July 20. 1017.

AND COUNTY ENGINEER.

L Jf -V

j&i&m

Wmmm

No. 8.

To supply the large and increasing quantities
of Mexphalte sold in this country for road
construction and industrial purposes, ample
storage warehouses have been erected at the
various ports where the company has storage
and installa’ ions, including London, Salt End,
Hull, Avonmouth, Barton, on the Manchester
Ship Canal, &c. At these points Mexphalte is
put on rail from sidings in the company’s
depots and despatched to all parts of the
country.

ANGLO-MEXICAN
PETROLEUM CO., Ltd.

(ASPHALT DEPT.),

FINSBURY COURT, LONDON, E.C. 2

john YATES

Aston Manor, BIRMINGHAM.

TFIFGRAMS: " VATONIAN, BIRMINGHAM.''

I CLlPHONES : BIRMINGHAM EAST 400, 401 & 402.

(Private Branch Exchange.)

ALL KINDS OF BROOMS BOTH FOR

TAR & SGAVE WORK

BASS, HAIR and WIRE.

Activated
Sludge
System of
Sewage
Purification

For further particulars write for BooKlet S 52 to : —

Jones & Attwood, Ltd.,

Stourbridge.

Telegrams : “ Heat, Stourbridge. ”

Telephone : No. 10

Specialists in Sewage Apparatus, “JandA” Sewage-wheel Distiibutors, 330

Booklet

“JandA Sewage Ejectors, Air Lifts, &c.,

S 18

See “ C he Surveyor ” issued

15th Jane, 1917.

THE ACTIVATED SLUDGE SYSTEM AT WORCESTER.

THE SURVEYOR AND MUNICIPAL

July 20, 1917.

TENDERS WANTED.

Hampstead borough council.

Ten Water Vans and G Water Carts for Sale; all
in good working order. The vehicles may he in¬
spected On application to the Superintendent, Coun¬
cil’s Depot, Lymiqgton-road, Finchley-road, N.W.
Offers to be sent to the undersigned.

OLIVER E. WINTER.

Borough Engineer.

Town Hall,

Hampstead, N.W. (3,465)

SCUNTHORPE URBAN DISTRICT
COUNCIL.

SUPPLY OF ROAD MATERIAL.

The above Council invite Tenders for the supply of
any quantity up to 300 tons of Broken Granite of
approved quality, delivered in trucks, carriage paid,
at Frodingham Station, G.C. Railway. Official
Tender Forms and further particulars may be
obtained at the office of the Engineer and Surveyor
(Herbert Heap, assoc. m.inst.c.e.), 110 High-street,
Scunthorpe.

Tenders, duly sealed and' endorsed “ Granite,” are
to be addressed to me, and delivered at the. Cohncil’s
Offices, 110 High-street, Scunthorpe, on or before
Wednesday, the 25t.h day of July, 1917, and must ’be
accompanied by an average sample of the material.

The Council do not bind themselves to accept the
lowest or any Tender.

(3,463)

GEORGE E. DAVY,

Clerk to the Council.

APPOINTMENTS WANTED.

TO MUNICIPAL ENGINEERS.

MISCELLANEOUS.

OLD ROCK ASPHALTE wanted, as taken from
roofs, floors, roadways, &c. Large or small
quantities. Good prices given. Address Box 1,612,
office of The Surveyor, 24 Bride-dane, Fleet-street,
E.C. 4. (3,449)

pLOTH FILTER:

Wanted to purchase, or loan for a period of 6
months.. One Haines Standard Pattern Cloth Filter;
state lowest price, condition, &c., and where same can
be inspected. — Alfred E. Smith, Manager, Ilkeston
and Heanor Water Board, High Peak Junction, near
Matlock. (3,466)

WANTED, copies of The Surveyor, vol. li.

No. 1,325, June 8, 1917, and No. 1.318, April 20,
1917. — Replies to the Publisher, offices of The
Surveyor, 24, Bride-lane, Fleet-street, E.C. 4.

R. WHITE & SONS,

WIDNES.

RAILS of all Sections
in Stock.

New and Secondhand
Portable Railway,

Tip Wagons, Turntables,
Aerial Ropeways,

Old Rails for
Concreting Purposes.

MAKERS
OF -

Points and Crossings.

The Victoria Concrete Mixer

illustrated above is a No. 0 (Batch 6 cubic
feet) on truck, with petrol engine, water
tank and side loader. We supply many
other sizes and styles suited to all classes
of concrete and ferro-concrete work.

SEND A CARD FOR OUR CATALOGUE 7.

The T. L. SMITH CO., 13 Victoria Street,

LONDON, S.W. 1.

<QP'

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r . rsSA r///. f///. f/// \

'/'A vm mm, /pm mm m w, ap\

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Write for
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illustrated :
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Mac Andrews

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2 Broad Street

Place, London,

E.C. 2

The Surveyor

Rnb flDunidpal anb County Enotneet.

Vol. LII.

JULY 27, 1917.

No. 1,332.

Minutes of Proceedings.

The- annual report to the
The Hea o London County Council of the
county medical officer of health
for the year 1916 has just been published, and
forms an interesting record of the important
department .over which Dr. Hamer presides. In
connection with the incidence of typhoid fever,
Dr. Hamer points out that on a review of all the
facts as to disuse of suspected sources of supply
to this country of shell-fish and of fish, it will be
apparent that the great decline of recent years in
prevalence of typhoid fever has proceeded practi¬
cally pan passu with abandonment of consump¬
tion of shell-fish and fish from polluted sources,
and with removal of layings, &c. , to a distance
from sewer outfalls. In particular it should be
noted that the reports of Dr. H. T. Bulstrode, and
the adoption of the precautionary measures out¬
lined in them, must be regarded as having been
very largely responsible- for the great reduction in
the prevalence of and mortality from typhoid
fever brought about in the last twenty years.
Just at the time, however, when the carrying into
effect of epidemiological teaching was beginning
to exert appreciable influence, a new bacteriologi¬
cal method of prevention of typhoid fever was first
advocated. This new method has been but little
practised in civil life, save by the campaigners of
South; West Germany, but it has been somewhat
widely employed in the British, German, and
French armies. It lias been assumed not only
that this method has been _ productive of great
results from a preventive point of view in the case
of those armies , but the corollary is apparently
drawn that if it had been adopted twenty years
ago among civilians in this country there would
have followed not merely the huge- decline in
typhoid that has actually occurred, but an even
greater decline. To the epidemiologist this is very
hard of acceptance ; he inclines to think that more
benefit, as regards further reduction of typhoid
fever in this country, is likely to result- from pur¬
suing the older epidemiological methods than from
giving effect to the new principles advocated by
Koch and his followers. In particular, further
care for the purity of shelL-fish layings and entire
prohibition of the sale of ungutted flat fish are. to
be looked upon as the main lines upon which
further advance can be made.

During the year the sanitary services of various
metropolitan boroughs were impaired by the de¬
pletion of staffs. Inquiries were made in order

to ascertain the extent- to which the sanitary staffs
of these authorities had been affected by the
war. It was found that there was approximately
a depletion of some 16 per cent in these staffs, and
the council called the attention of six borough
councils to the serious extent of the depletion, and
suggested that if male' substitutes could not be
obtained for sanitary, inspectors the desirability of
employing health visitors should be considered.
At. the same- time, the Local Government Board
was urged not to permit any further reduction in
the sanitary staffs in the county. In four of the
six boroughs above referred to, improvement was
made by the appointment of health visitors, and
at the end of the year the conditions- in the other
two boroughs were under consideration. During
the early part of the year complaints were received
as to non-removal of house refuse in the metro¬
politan borough of St. Pan eras, and as- to difficul¬
ties experienced with regard to the removal of
trade refuse, particularly in West London. These
difficulties apparently arose from shortage- of
labour, but similar failure to' remove house refuse-
was not found to exist in London generally. There-
were, however, for a time, considerable accumula¬
tions at the various wharves, due, primarily, to the
difficulty of obtaining barges. The- conditions in
St, Pancras were attributed to shortage of stokers
at the destructor works. The council entered into
correspondence with the- borough council on the
matter, and improvement was affected during the
summer months, but at the end of the year the
trouble was again becoming serious. The recent-
amendments in the list of “ certified occupations, ”
which have already been noted in Tin-: Surveyor,
will go some way towards preventing further deple¬
tion of the sanitary staffs of the borough councils.

* * *

Machine Trenching

The use of mechanical
appliances for digging trenches
and Ramming. ^ f(>r refiUing them is without

doubt of great value- and importance. Where labour
is scarce such appliances are- doubly important.
Machines which will excavate and form trenches
for sewers and water mains at great, speed not
only save the labour of a gang of navvies, but will,
under certain conditions, also save the cost of
much timbering, for where a trench is excavated
rapidly and the pipe-laying is carried out expe¬
ditiously it may be possible to fill in the trench at
once, and thereby to reduce the timbering to a

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

minimum. The advantages are so obvious that
it is difficult. to account for' the slowness with
which the machines are adopted in this country.
Similarly the mechanical trench filler and rammer
not only saves labour, but- does the work much
more quickly and effectively than is possible by
hand, and by replacing all the spoil in the trench
saves the cost of cartage and leaves a trench
which will not settle, so that the ordinary expense
of making good the surface after settlement' does
not occur. *

At times like the present, when labour is scarce,
and in the' future, when it is likely to be scarce,
it is* well to consider why such machines are not
used. Without doubt the chief reason is the con¬
servatism of local authorities! and finance com¬
mittees, and possibly also of contractors'. ' Such
persons, or bodies- of persons, need educating up
to the idea, and for their education require prac¬
tical examples. It' is probable that the greater
towns and authorities! would have been more
ready to take up the new method if it had not
been evident* that the streets of any large town
contain such 'a network of pipes of various kinds
that the opening of the trenches and their refilling
must of necessity be done with great care, and
the* idea of using an excavating machine appeared
'to* be out of the* question. Other authorities and
the smaller contractors would probably be unwill¬
ing to incur expense in purchasing such machines.
Yet experience elsewhere has shown that a well-
equipped contractor may easily undertake a, large
work at a lower rate than his competitors, and yet
make a larger profit than they could have made
with hand labour. Knowledge of the practice and
experience of large' cities and of contractors who
have* adopted the use of such machines is there¬
fore very desirable at the present time. Such
information was given in a recent article' in the
Engineering News- Record of New York. The ex¬
perience of many cities, and of various contractors
was given in this article, and although there are
cases in which the machines do not appear to
have found favour for use* in some of the larger
towns, 'there are a very large number of cases
quoted which show clearly that it is possible to
use a trench machine with advantage even in city
streets, provided the positions of the* underground
obstructions are known, while for ordinary work
they are generally approved. These machines
are evidently largely used in America with the
most satisfactory results, and there is no doubt
that their adoption in this country would lead to
a considerable saving of labour and money in the
majority of cases. The contractors who use them
should score a notable success.

Against the
Metric System.

In the discussion as to tl
merits of the metric system
weights and • measures whic
lias been going on more or less continuously f<
many years now, the voice of the advocates of tl
change lias been heard so much more frequent
than that of his opponent, that there is- son
danger of the arguments in favour of the mail
tenance of the statu* quo being overlooked. ]
was therefore all to the good that the case again
the compulsory adoption of the metric system w;
made the subject of discussion at the* recei
annual meeting of the Incorporated Society (
Inspectors of Weights and Measures. The math
was introduced in an able* paper by Mr. I
Cunliffe, of Smethwick, in which lie pointed oi
that no country has accepted the metric systei
without compulsion, and urged that if compulsir
is to be applied in this country it should he t
the demand, not of scientists, educationists, c
special pleaders, but of the ordinary users <
weights and measures in trade. For scientif
purposes, the use of the metric system is pr<

f erred because of the interrelation of its units.
It does not follow, however, that this considera¬
tion would form an equally powerful argument
from the point of view of the trader. The argu¬
ment from the cost of a general change, which
was advanced by Mr. Cunliffe, does not strike us
so forcibly. This cost, he says, has been variously
estimated at from two. to forty million pounds
sterling. It is not possible to submit an accurate
estimate in money, but it is quite easy to indicate
wliat the change, means in material objects. All
existing weights and measures would have to be
replaced. All weighing instruments, other than
equal-armed rpachines, would have to- be recon¬
structed. All gas meters, measuring by the cubic
foot, water meters by the gallon, and taxi-meters
by the mile and the penny, would either have to
be reconstructed or replaced. On the other
hand, we are much impressed with the argument
founded upon the effect which the introduction
of the metric system would have on the work of
the Engineering Standards. Committee. Mr.
Cunliffe points out that since the month of April,
1004, when its first report was issued — almost at
the very moment when the House of Lords Select
Commit tee was considering its pro-metric report —
unt il the present time, seventy-seven reports 'have
been issued by this body. In these volumes are
contained thousands of standard measurements
made for all kinds of metal working trades, and
■at the request of the trades concerned. All these
standard measurements are fixed on the basis of
the British inch, with the almost negligible excep¬
tion of standards for some electrical and auto¬
mobile parts, and the British Association screw
threads, which are stated in millimetres. No
one, Mr. Cunliffe imagines, would suggest that
this valuable work should be destroyed.
Obviously, to transpose the committee’s standard
measurements into metric equivalents is imprac¬
ticable, while, on the other hand, to continue them
after the metric system had become compulsory
and the inch illegal would merely create con¬
fusion.

* * * ,

Heavy Motor In another column will be.

Traffic in Kent. {™nd * the Pon ,of

Mr. H. T. Chapman, the

county surveyor of Kent, in which lie discusses
the question of the control of omnibus and other
motor traffic, with special reference to the user of
the main roads in that county. In Kent, as mother
counties, the damage that has been and is being
done to the main roads by motor-omnibus traffic
is one of the most- serious highway problems with
which the county council are confronted. To use
Mr. Chapman’s words, most of the routes used

were never constructed with a view to their carry¬
ing this kind of traffic, and consequently they
must be reconstructed, strengthened and resur¬
faced in a more suitable manner if they are to
withstand it and be kept in a proper state of
repair. It goes without saying that to do the
necessary work on an extensive scale would in¬
volve the expenditure of an impossible sum of
money — unless, indeed, some new sources of
revenue can he tapped. Our views on the finan¬
cial question thus raised have been stated so often
that it is unnecessary to repeat them here. It will
be remembered, however, that by sec. 20 of the
Local Government (Emergency Provisions) Act,
1916, the consent of the highway authority must-
be obtained before any new routes for motor omni¬
buses can be established, and that, subject to a
right* of appeal to the Local Government Board,
conditions may be attached to this consent.
These conditions, will, of course, usually take the
form of a. stipulation that the omnibus owners
shall bear a proportion of the additional cost of
road maintenance. In this connection the scale
of contributions fixed by the Kent County Council

July 27, 1917.

AND COUNTY ENGINEER.

is of general interest. This scale provides, in the
first place, for the payment hv each proprietor' of
£10 per route-mile pel* annum, payable in
advance, quarterly or otherwise, such payments
to be deducted from any amounts that may be
due under the prescribed mileage rates should
they exceed this minimum payment. This mile¬
age rate in respect of all water-bound macadam
roads, tar-painted or otherwise, is at the rate of
Id. per ’bus-mile; in respect of all tar-macadam
or other bituminously bound surfaces, at the rate
of fd. per ’bus-mile; and in respect of all roads
having concrete foundations, at the rate of jjd. per
’bus-mile. The magnitude of the problem is indi¬
cated by some rather startling figures given by
Mr. Chapman.

* * *

Dust Collecting
at

Haywards Heath.

A somewhat unusual position
has arisen at Haywards Heath
with, respect to the question of
refuse collection. The Sani-
appear to have decided not to*

streets, concluding
;e and the available
the residents had
facilities, for getting

tary .Committee
collectrlhe refuse in certain
that, as the houses were larj
garden space considerable,
within their own borders the
rid of the material. It. is. not surprising to find
that this rather one-sided view of the matter was
met not only by a. petition, but also by a threat
on the part of the petitioners to take legal proceed¬
ings against, the urban council for neglect
of duty. It is pretty clearthat there would be good
grounds for an appeal to the law, for the council
w«re obviously abrogating one of the. important
sanitary duties which the law imposes upon
them. The action of thtei committee, was de¬
fended by one of the councillors, who, arguing by
analogy from his own case, remarked that there
would be .no necessity for the weekly visits of the
dustmen if people only took the trouble and the
proper means of disposing of their refuse. This
is no doubt very sound advice, but it was mani¬
festly the business of the council to ascertain
whether it could be applied all round before they
sanctioned the new departure of the Sanitary
Committee. Instead of this it. appears that the
residents, if they were approached at all, were
not approached in such a manner as to gain either
consent or conciliation. We are told, at all
events, by the speaker already quoted, that, if the
majority of the petitioners had not been
approached in the way they had been very little
would have been heard from them. The matter,
indeed, seems to have been arranged with little
regard to consistency or equality of treatment, for
another councillor stated that “they had been a
little invidious in selecting those who were not to.
have the weekly visit of the dustman, as he had had
application from two petitioners who, not. having
extensive premises, could not dispose of the
house refuse.’’ Meanwhile the urban council
have been well advised in rescinding the order,
for even in these days of labour shortage it would
be hard to justify a practice that could only lead
to something approaching sanitary chaos.

Rebuilding

Dublin.

Judging from the- proceedings
when a deputation from the
Dublin Industrial Development
Association recently waited upon the Reconstruc¬
tion Committee of the. Dublin Corporation, there
has been some misunderstanding as to the powei
of the committee, or of the city architect to exer¬
cise control over the materials to be used in the
construction of buildings in the devastated area.
The. object of the deputation was the furtherance
of the use of Irish materials, and particularly
stone, and its origin seems to have been a fear that
imported red facing bricks would be used in the

principal public buildings. It was suggested by
one speaker, for example, that the Rost. Office
authorities contemplated pulling down the old
General Post Office, and that even this might be
replaced by a red-brick structure. It goes with¬
out saying that in a country which possesses such
abundant supplies of admirable building stones as
does Ireland, it would be a most extraordinary
thing to use any other material for the chief public
buildings in the capital city. It was explained,
however, that the matter is not one over which
the Reconstruction Committee have any control.
Nor, indeed, has the city architect any direct autho¬
rity, bis light being merely to put a veto upon any
plan which, in his opinion, would be. injurious to
the city. The city architect stated definitely that,
so far as lie was concerned , lie was anxious that
stone should be used in the. construction of these
important buildings. If there is any real danger
of some less Suitable material taking its place, it
would appear that it can only be averted by the
pressure of public Opinion, and the openly ex¬
pressed views, of the city architect, ought to be of
material assistance in the. formation of such
opinion on sound lines.

^ * *

In view of the. large revenues
that are being derived from
tramway undertakings in many
of the larger cities, it is, to say the least, unlikely
that, as some would have us suppose, all electric
tramway systems will be scrapped within a
measurable number of years. It is almost cer¬
tainly true, however, that in view of the improve¬
ments that have, been made, in the construction
of motor omnibuses, in recent years, there, will
not in future be so many new tramway systems
inaugurated in this country as there have been
hitherto. The coming competition was empha¬
sised recently at Nuneaton, a town which lias had
under consideration the. setting up either of a
tramway system or a motor omnibus service. It
was shown that there would be an enormous saving
in first cost, by establishing the latter, as for
£18,500 a service could be inaugurated that
would do the work of a. tramway system costing
£150,000. We do not, of course, suggest that
first, cost is the only factor that ought to be taken
into consideration in comparing the two alterna¬
tive systems; but. inasmuch as after the war
immediate economy will often be the ruling
factor, comparative first cost figures like those
given at Nuneaton will go a long way towards
inducing the “ economists. ’’ to. vote for the motor
without giving due weight to other considerations.
In any case, it. is clear that the future will witness
the keenest competition between the two forms
of transport, a competition which it is to. be hoped
will lead to greater efficiency all round.

Liverpool Water Undertaking _ The consulting water

engineer of Liverpool, Mr. John Parry, reports that,
apart from war conditions, and strictly from a water¬
works point, of view, the _ year 1916 presented no
exceptional features. The rainfall, both on the
Rivington and Vyrnwy areas, was sufficient to main¬
tain the reservoirs at a high level in the summer
months, and there was, therefore, abundance of water
in stock at the sources of supply throughout the year.
The consumption of water exceeded that of the pre¬
vious year to the extent of 359,631,000 gallons, or
nearly 1,000,000 gallons per day, the exact figure being
988,000. The largest proportion of this increase was
for uses under the head of domestic purposes. A con¬
siderable proportion of the increase was caused by
additional demands for military camps outside the
city. There are on the Vyrnwy area a few plantations
of larch and mixed trees which were in existence
when the corporation bought the land. Offers for
about 23,000 cubic feet of these were invited from
colliery-owners and merchants soon after the war
broke out, and the most favourable was accepted.

The Future
of Tramways.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Control of Omnibus and other Motor Traffic.

By H. T. CHAPMAN, County Surveyor of Kent.

[The Kent County Council are considering the advisability of seeking greater powers for controlling
the motor-’bus services and other motor traffic within their area, and Mr. Chapman has prepared
the subjoined report dealing with the subject.]

It would, 1 think, be as well in the first instance to
refer to the Motor Car Acts, 1896 and 1903, which,
together with regulations and orders made by the
Local Government Board under such Acts, govern the
use on highways of every type of motor vehicle up to
a maximum weight of live tons unladen in the case
of privately-owned vehicles, or six tons unladen in the
case of military heavy motor cars which are vested
in His Majesty’s War Department.

*To take a broad survey of the scope of these Acts
and Regulations it may be said that they deal with
the use and construction of motor vehicles and the
licensing of all persons driving them.

Provision is made for the registration, for purposes
of identification, of all motor cars and motor cycles,
restrictions are imposed as to their unladen weight,
and in the case of heavy motor cars (i.e., cars exceed¬
ing two tons, but not exceeding five or six tons, as
the .case may be, in weight unladen) there are further
restrictions as to the registered axle weights, width
and material of tyres, &c.

The regulations also govern the use of trailers
behind motor cars, the maximum speed at which they
are permitted to travel under varying conditions, their
maximum width and the provision of suitable and
efficient brakes, lights and horn, bell or other alarm.

SPEED IN DELATION TO WEAR AND TEAR.

Since speed is probably the chief factor to be dealt
with in relation to wear and tear to roads, it would be
well to deal with the regulations as to that point in
som.e detail.

Motor ears and motor cycles not exceeding two tons
in weight unladen are permitted to travel at a speed
not exceeding twenty miles an hour, except in those
districts in which there is in force a local Speed Limit
Order made by the Local Government Board, while
heavy motor cars are restricted to a maximum speed
ranging from five miles an hour in the caae of vehicles
drawing a trailer or not having soft or elastic tyres
to twelve miles an hour in case of a vehicle having
soft or elastic tyres and not having a registered axle-
weight of any one axle in excess of six tons.

Heavy motor cars of a similar type to the last
named, and having a registered axle weight exceed¬
ing six tons, are restricted to a maximum speed of
eight miles an hour, while with regard to all classes
of motor vehicles there is power to proceed against
the driver for dangerous driving having regard to all
circumstances, notwithstanding the fact that in
actual mileage per hour the car might be travelling
at a speed below the maximum fixed by the Regula¬
tions.

OMNIBUS OWNERS’ CONTRIBUTIONS.

Having regard to the rapid development of motor
traffic -generally and of heavy motor car traffic in par¬
ticular, which has been, brought about by the con¬
stantly increasing number of trade lorries and motor
’buses, it can be readily realised that an enormous
additional burden has been put upon the roads in
recent years, and I therefore feel it to be only reason¬
able that the consent of highway authorities, which
section 20 of the Local Government (Emergency Pro¬
visions) Act, 1916, requires to be obtained before new
routes for omnibuses can be established, should only
be given upon the omnibus owners agreeing to bear
a proportion of the additional cost of upkeep ol the
roads affected, a view which was taken by the county
council when in February last they approved the fol¬
lowing scale of contributions:

1. The payment by each proprietor of £10 per route
mile per annum, payable in advance quarterly or
otherwise, such payments to be deducted from any
amounts that may be due under the following mile¬
age rates should they exceed this minimum payment.

2. ' The contribution in respect of all waterbound
macadam roads, tar-painted or otherwise, to be’ at the
rate of Id. per ’bus mile.

3. The contribution in respect of all tar-macadam
or other bituminously bound surfaces to be at the rate
of fd. per ’bus mile.

4. The contribution in respect of all roads having

concrete foundations to be at the rate of |d. per ’bus
mile.

Rote. — Where roads carry tramways the rates to be
in accordance with the type of surfaces adjoining the
tracks.

These rates of contribution to be subject to rever¬
sion in all cases twelve months after consent is given.

Nearly all the local authorities in the county have
• agreed to delegate their powers under this Act to the
county council, and have also approved the above
scale of contributions.

It would serve no useful purpose to state the num¬
ber of heavy motors, including motor omnibuses
licensed or registered in this county as very many of
such vehicles travelling over the Kent roads are
licensed in London and other counties and county
boroughs.

A PUBLIC NEED.

Kent main roads, like those in other home counties,
carry an enormous number of heavy motors as di.s-
iinct from motor omnibuses, and goods, merchandise,
foodstuffs and other commodities are carried not only
to places bordering on and in London, but from one
place to another, and from one end of the county to
the other. Although the wear and tear and damage
to the roads is consequently exceedingly heavy, it
must be borne in mind that cheap and expeditious
transit benefits both the producer and manufacturer
as well as the purchaser and consumer, and these are
largely Kent ratepayers.

It. is a moot point as to which of these should bear
the greater burden of maintaining the roads which
are of benefit to all, and it is almost impossible equit¬
ably to allocate the cost without instituting a wheel
tax' as in the old turnpike days.

Of our 600 mileb of directly maintained main reads
about 314 miles carry motor omnibus services, and of
the 150 miles of borough and urban main roads 104
miles are used for the same purpose-. The services
vary from five minutes on some roads to two or four
journeys per day on others.

Generally speaking, motor omnibuses serve a public
need, and have come to be considered a necessity.
Apart from the railway services, which in Kent are
admittedly not of the best, there are many places not
served by railways, or so badly served that a long,
tortuous and tedious journey by rail would be ex¬
perienced in getting from place to place in the county.

In the towns of Bromley, Folkestone, Hythe, Tun¬
bridge Wells, &c., the fact that .there are' very fre¬
quent local motor ’bus services proves they are a
public requirement, otherwise the companies, not being
philanthropists, would not run them. Again there is
no doubt that the services inaugurated by the various
motor- bus companies to places of interest are an asset
to pleasure resorts in the county and a distinct attrac¬
tion to visitors.

I he damage done to pur main roads by motor omni¬
bus traffic is one of the most serious problems the
county council have to contend with in the mainten¬
ance and repair of the main roads, as the wear and
tear caused by this traffic is enormous. Most of the
routes were never constructed or built up to carry this
damaging type of traffic, and they must be re-con¬
structed, strengthened and re-surfaced in a more suit¬
able manner if they are to withstand it and be kept
in adequate condition for this and other traffic using
them. Many of the roads, such as the Maidstone to
Chatham, Maidstone to Sittingbourne, Maidstone to
1 onbridge, and others, prior to the motor-’bus era,
could be, and were, maintained in waterbound granite
macadam or even flint, and kept in good condition at
small cost compared with the present expenditure,
but have since had to be strengthened and surfaced
with bituminously bound material at not less than'
double the former cost.

Anyone travelling over roads that have not recently
been specially surfaced can tell at. once that they are
passing over a “ ’bus route ” by the waviness, corru¬
gations and deep holes caused by the vibrating and
a braiding action of quick, heavy traffic. Very many
miles of main roads in rural and urban areas have

J v ly ‘27, 1017.

AND COUNTY ENGINEER.

been or are in course of, or must shortly be,
strengthened and re-surfaced with more suitable and
costly material to meet this class of traffic, and the
cost to the ratepayers is ever an increasing one. The
damage is general throughout the county. ,

INADEQUATE ROAD FOUNDATIONS.

Experience has proved that to withstand intense
and frequent mqtor-’bus traffic nothing short of wood
or granite sett paving or asphalt on a concrete foun¬
dation costing something like 12s. 6d. per square yard
(pre-war prices) is required, and in the metropolitan
boroughs it has been found necessary to increase the
concrete foundations from 6 in. to 9 in., or even 12 in.
in thickness, or to reinforce them.

On the main roads in the borough of Bromley and
urban district of Penge, where wood paving has been
laid on motor-' bus routes, a thickness of 9 in. of con¬
crete was provided.

For moderate motor-’bus traffic, possibly bitu¬
minous surfacing in lieu of waterbound granite would
suffice, provided always the foundation is adequate;
this would cost about 5s. per square yard against, say,
2s. per square yard for granite macadam, or £2,500
per mile for the former and £1,000 per mile for the
latter.

To surface all our directly maintained main roads
carrying motor-’bus services not already surfaced with
bituminous material would cost something like
£500.000. There is, however, additional cost to be
faced. The action of quick traffic on roads with inade¬
quate foundations or weak sides on clay subsoils, as
in Kent; causes great distortion and movement in the
road crust, and I estimate that from £40,000 to £50,000
is required for strengthening the main roads and form¬
ing lateral support. This, in addition to the afore¬
mentioned figure, makes a total expenditure of
£550,000 to cope with this and other heavy traffic.

Instances can be given of reconstruction and surfac¬
ing work done and required on urban main roads,
forming motor-’bus routes as at Bromley and Penge,
wood paving on concrete; Folkestone, Hythe and Tun¬
bridge Wells and other towns,, surfacing with slag tar¬
macadam. Possibly some £200,000 would be required
to bring the urban roads up to a suitable standard to
withstand the traffic or a grand total expenditure on
all county main roads of about £750,000.

It might in passing be well to refer to the damage
caused to buildings adjoining or abutting on roads
carrying motor-’bus services, as many complaints
have been received from property owner's and tenants
of the damage, inconvenience and nuisance ensuing
from this traffic.

It is manifest that owners of motor vehicles cannot
be expected to bear the whole burden of the expendi¬
ture necessitated in making the roads suitable to with¬
stand their traffic in addition to other traffic require¬
ments, without penalising them to such an extent as
unduly to hamper industries and increase the cost of
transit or travelling on the roads.

It is, however, undoubtedly true that the present
rate of contribution towards highway expenditure is
in no way commensurate with the advantages reaped
financially and otherwise by the provision of good
road.s. The king’s highway is open to all to use but
not to abuse, and it must be remembered that tram¬
way undertakings and light railway companies have
first to obtain ParliamentaTy sanction before using
roads, and in addition have to provide and maintain
tracks, the initial cost of which may be at the rate
of £3,01X1 per mile ; also rates must be paid to local
authorities to assist, among other things, in main¬
taining the roads over which motor ’buses may be
running in competition. Again, railway companies
with which commercial motors and commercial buses
are in competition are heavily rated, and, in fact, in
many parishes are the heaviest ratepayers.

EXTRAORDINARY TRAFFIC.

It may be contended that highway authorities have
their remedy by claiming in courts for extraordinary
traffic in respect of damage done to roads, but this
can only apply to new traffic, as in most cases it has
become the “ ordinary traffic of the district.”

In many instances, and even where a new route is
inaugurated, it is very difficult to apportion precisely
the damage due to the traffic or to recover' it except
by means of costly litigation.

Recently the Abingdon Rural District Council re¬
covered in the courts against the Oxford Tramways,
Limited, the sum of £350 in respect of damage caused
by a new motor omnibus service. Probably the legal
costs on both sides greatly exceeded the amount
awarded.

In 1915 Parliament appointed a Departmental Com¬
mittee to report on Locomotives and Heavy Motors
(Damage to Roads). This committee has sat and
taken evidence, but ha.s not yet issued its report. At
the request of the committee, I submitted a written
communication on the effect of heavy locomotive
traffic on main roads in Kent.

The Government also undertook to appoint a joint
select committee on the subject of the liability of
motor omnibus companies to contribute to the cost
of roads, but it has not yet been appointed.

No doubt after these committees have reported to
Parliament legislation will ensue which will be of
great assistance to highway authorities and may also
have the effect of causing motor vehicles to be con¬
structed in such a manner as to cause the least pos¬
sible damage to roads.

CONCLUSION.

The Motor Car Acts of 1896 and 1903 require amend¬
ments so far as the provisions relating to the. construc¬
tion, speed, registration and licensing of heavy motor¬
cars are concerned. More adequate rates of contribu¬
tion from heavy and high speed traffic towards the
construction and maintenance of roads and the repair
of damage done should be imposed. Highway autho¬
rities should be given greater control over the routes
to be used by heavy motor vehicles. It is suggested
that somewhat similar provisions to those of the Local
Government , (Emergency Provisions) Act, 1916, sec.
20, should be made applicable to all motor-’bus ser¬
vices, and not merely to those using new routes, and
also to all heavy motor traffic.

The question of the financial adjustment and ad¬
ministration of the proceeds of the contributions from
owners of heavy motor vehicles does not come within
the purview of this report.

NORTHAMPTON WATER SUPPLY.

LINKINC UP OF OLD AND NEW WORKS.

A tunnel, which has been constructed for the pur¬
pose of connecting the Ravensthorpe and Hollowell
Waterworks of the Northampton Corporation, hi the
valleys of those names, was formally opened recently,
the ceremony taking place midway through the struc¬
ture at a depth of nearly 200 ft. below the surface.
The journey to the centre of the tunnel was made on
a temporary narrow electric tramway.

The tunnel is one mile 227 yards long, and is a brick
arch, with a maximum dimension of 6 ft. by 6 ft., and
a fall of 15 in. from Ravensthorpe to Hollowell. Its
object is to obviate duplicate plant at Hollowell,
which would entail at least £30,000 expenditure. When
the work was offered to tender the lowest offer was
£16,134, but it was a pre-war price, and would have
been subject to considerable additions as war allow¬
ances. As a matter of fact, the contractors withdrew,
so that it is a matter for satisfaction that the work will
not- cost more than the tender.

Now the tunnel is complete energy will be devoted
to removing pollution from Stowe Brook. Then comes
the filter construction, and then the construction of
a reservoir bigger than the one at Ravensthorpe, its
capacity being 457 million gallons against 414 millions,
area 13b acres against 114, and maximum depth 36 ft.
against 27 ft. A duplicate main is also to be carried
out, as the present one, constructed to carry l\
millions per day, sometimes has two million gallons
through it.

The water engineer is Mr. F. Tomlinson.

Stream Pollution in the West Riding — At the last
meeting of the West Riding Rivers Board a report
was presented showing what had been done by the
firms concerned towards remedying the pollution of
the River Calder by acids. It was stated that in a
short time it was likely that the acid discharges would
cease, although the colour of the stream was not
likely to be altered. The necessity for the enlarge¬
ment of the Huddersfield sewage works was reported
in view of the great increase both of trade refuse and
domestic sewage due to the erection of new works in
the district, the board are in communication with
the Huddersfield Corporation. A very long list of
complaints of trade and other pollution was con¬
sidered. The pollution, it was reported, was due
partly to the long-continued low condition of the
streams, and partly to the want of proper care at
purification works owing to war conditions and the
scarcity of labour.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Institution of Municipal and County Engineers.

ANNUAL MEETING AT HASTINGS : DISCUSSION OF PAPERS.

[Continued from July 13th.~\

At the opening of the second day’s sitting at the
recent annual meeting of the Institution of Muni¬
cipal and County Enginers at Hastings — Mr. P. H.
Palmer, the president, in the chair — 'consideration
was first given to the paper by Mr. E. Willis (Chis¬
wick) on the

OBJECT AND SCOPE OF THE INSTITUTION
EXAMINATIONS.*

Mr. A. E. Collins (Norwich) said in the first
place Mr. Willis was to be congratulated upon having
chosen a subject which must be of great interest to
the whole institution, and especially to the younger
members. In his opinion, the examination was a
very valuable stepping-stone to the profession, and
he quite agreed that appointments to municipal
engineering positions, whether in the junior or senior
grades, ought never to be given to persons who had
not proved their qualification. Unfortunately, in all
sorts of public health appointments the man who
could exert considerable influence, and had the
quality of personal magnetism, could often persuade
a council over the head of a man of higher profes¬
sional ability. A properly organised examination
would tend to prevent that. With regard to the
institution examination he had taken considerable
interest in it, and happened to take part in an exami¬
nation which was the first in which they intro¬
duced a practical test of the candidate’s knowledge.
He was very much disappointed with that side of the
examination, and the amount of ignorance displayed
by students who did fair paper work. The result
was that they only passed two-fifths of the candi¬
dates who sat for the examination. At the present
time a man depended to a great extent on memory.
Personally, lie could not pass their examination; he
had not a memory good enough. He had been able
to look at books of reference — Molesworth, Kemp,
and Ramsden, and books of that kind. He thought
the council ought to allow candidates the use of books
of that sort, to which they could refer just the same
as if they were in their ‘own office. He thought as a
preliminary of the examination the candidate ought
to be required to submit certain drawings. The
general scope of the drawings should be laid down
by the council, and there should be an understand¬
ing that the surveys had been carried out by the
candidate himself. He thought in addition to the
drawings they ought to have a more business docu¬
ment, such as specifications and quantities. They
ought to see that each candidate understood these
documents. He might say, in support of what Mr.
Willis had said in his paper, that he believed
examiners were not so much concerned as to a can¬
didate being letter perfect as in showing good sound
common sense. If a man did not know the way to
make a calculation without referring to a note-book,
personally he would not pluck him for that if he
knew the basis on which a thing should be designed.
In the viva voce they tried a number of questions
which could be answered by candidates who read the
technical journals, and it was surprising how bad
were many of the answers, which showed that they
did not know the things which were going on from
day to day, but only knew the things in text-books.
A man could not lie an efficient municipal engineer
unless he kept himself up to date by examination of
works and by studying the professional Press.

Mr. H. P. Boulnois (Westminster) said this ques¬
tion was exceedingly interesting to him in many ways.
When he was city engineer of Liverpool he did not
care what diplomas a man held, but any man who
wanted employment in the engineering department
had to pass an examination which he set. In ad¬
dition to doing a paper, a candidate had to pass a
viva voce, which he conducted himself, and which
he endeavoured to make a thoroughly practical test
of the candidate’s qualifications: He was tested with
the use of the theodolite, the spirit level, the two-foot
rule, various kinds of bricks, two bowls of sand,
cement, and various other things which they used
in their daily life. He would say to the can¬
didate. Put that level up, ’ and time him in
doing so. He had an ordinary levelling rod,
and he asked as to its use, and he would tell

* See page 93.

by how the candidate handled these things as
to his training and practical knowledge. Then
• he would say, “ I am going * to build a sewer.
Select the bricks you would use.” That, to his mind,
was a practical viva voce examination. Then he was
examiner to another body. With regard to drawings
they never accepted a drawing which a man brought
with him, but they gave him two hours in which
to make a drawing. They gave him two subjects.
They said, “ Make a plan and section of an under¬
ground convenience ; there are two hours to do it in.”
They could tell then by looking at his drawing
whether he understood drawing or not. That, to his
mind, was another practical method. The whole ques¬
tion of the examination for the institution was that
it was not a competitive examination, but an exami¬
nation for knowledge. He always tried to find out
how much a man knew ; he never tried to catch him
with tricky questions; it was very different from a
competitive examination. What they wanted to find
out was whether a man knew his job and was prac¬
tical. He believed in a man being fully equipped
with a diploma from a University, but that was not
all that was wanted. They wanted a man who could
deal with difficulties as they arose — who could use his
judgment at the moment. That was very difficult to
find out. In their profession they wanted tact, they
wanted common sense — the most valuable commodity
a man could have. Therefore he looked with some
suspicion on a man who had any number of
diplomas to his name, but was not a practical man. He
might be a good man to go to for advice on technical
points, but when they wanted practical work they
wanted something beside that.

Mr. H. T. Wakelam (Middlesex), who seconded
the vote of thanks to Mr. Willis, said he knew he
was a most indefatigable man in anything appertain¬
ing to examinations. Both Mr. Willis and Mr. Collins
had done an enormous work for the institution,
and he hoped much of that work would fructify in
the right direction. He agreed with much that Mr.
Willis had said in his paper, but did not go all the
way with him in the matter of the examinations. He
was not a. believer in scientific examinations to a great
degree. He .mentioned two years ago in his presi¬
dential address that he had a sneaking liking for
the man who possessed practical knowledge, and he
was not ashamed again to say he had that feeling
still. There were some men who could not pass
examinations. He had had men in his own depart¬
ment who could not pass an examination, and yet
had been some of the most proficient assistants he had
ever had. He believed in a good education for a boy
equal to the London University Matriculation, and
then training in a good office — he did not say in a
large office like Liverpool, because a man was kept
too much in one department, but in the office of ax
town with about 40,000 inhabitants, where they got
a good training in all branches of their work. He was
not in favour of a man with a fancy memory. There
were men who could absorb any amount of know¬
ledge like a sponge; they could go through an ex¬
amination with flying colours, but when they brought
them into an office to do work they were entirely
at sea. He had a case of that kind. He had a block
of creosoted deal, and lie asked the young man what
sort of wood it was, and he said he thought it was a
piece of grained oak. He believed in a good general
education, supplemented with experience in an office,
and with that degree of training he was satisfied
with what a man could do. He heard a story of
a man in Ireland who went before the Local Govern¬
ment Board with a sewage scheme, and at the end of
his name he had stuck the letters S.I. When the
inspector looked at the drawings he asked what the
letters S.I. .stood for. “Sure, don’t you know?”
asked the man. “ No. I don’t. Mr. Malone,” answered
the inspector. “ Sure, sir, it stands for civil en¬
gineer.” replied the Irishman. With that sort of edu¬
cation one could not help seeing why failures occurred.
Mr. Boulnois referred- to drawing-boards, and seeing
that men were required to prepare drawings, he intro¬
duced that system in the examinations of the institu¬
tion. Mr. Cole would remember that they obtained
a number of drawing-boards for one examination. The
examinees were so disappointed with the exhibition

July 27, 1917.

AND COUNTY ENGINEER.

the candidates made of themselves that the drawing-
boards were relegated to the shelves. He thoroughly
agreed that that should be made part of the profes¬
sional training of a man. He should show what he
knew of practical work instead of being hoisted on
to a high scientific pinnacle. He had had Bachelors
of Science working side by side with men with ordi¬
nary training, and he would rather give the ordinary
man £300 a year than pay £100 to the scientifically-
trained man. Some of our greatest engineers — Brind¬
ley and Telford — were men who never had any scien¬
tific training at all, and yet they became the highest
engineers this country ever had. Give a boy the best
training they coidd, and do all they could for him
and his future success in life.

Mr. C. H. CoorER (Wimbledon) said it was very
pleasant to hear the discussion which had taken place
on this subject. It was a subject in which, as an old
examiner, he tried in years gone by to have some im¬
provements made, and he was afraid he failed. At
present they must remember the country was passing
through a very grave crisis, a crisis which had opened
the eyes of the public more than any other which had
taken place in history. There was no doubt about it
that after this war was over the people would not
allow men to conduct the important posts of munici¬
pal engineers in the way they had. He believed
firmly that local authorities would not be allowed to
appoint their own members, as they had in many
cases, as municipal officers. That was the crucial
point in the question of these examinations as re¬
garded the institution. Either they were going to
have a proper examination, and issue a proper testa¬
mur to the men to be appointed as municipal en¬
gineers, or the Government would institute it for them.
There was no doubt about that. The medical officer
had got to pass liis examination ; he had got to have
his training, and he was the only municipal officer
at present who had to have a training. There wa? no
doubt about it, a similar training would be required
of all municipal officers at some future date. Mr.
Willis was perfectly right in what he said about the
examinations instituted by the universities. They
did not allow the papers that .vere set to be left to. one
examiner. Those papers were overlooked by the co¬
examiner. They could take what examiner they
liked, whether a professor or a professional man, his
mind was full of the last work he had been doing. He
would give them an instance of the paper set on law
at one of their examinations. Nearly all the ques¬
tions on that paper were on arbitration. There was
nothing in the syllabus about arbitration ; it was the
Public Health Acts with which they were concerned.
The examiner said: “You have done badly on your
paper.” The candidate replied, “ I know. I have
had no questions to answer on public health law.”
The examiner said, “ I am sorry to tell you the truth,
I have been engaged on several arbitrations recently.”
He would give them another instance of the Engineer¬
ing School at Dublin University. There was a paper
set there, just after the publication of Jules Verne’s
book, “ Round the Moon.” No less than three of the
questions were ' on that book of Jules Verne. It
showed them the necessity of having the papers re¬
vised before they were set. On all questions which
were set examiners were likely to have in their mind
the work which they had been engaged upon. He
knew very well the examiner for the Victorian Univer¬
sity, and he had spoken to him very often on this sub¬
ject. He had given him instance after instance where
he had had to have papers altered, and also where
he had had to go through the work and revise the marks
awarded to papers. He would take one subject like
public health law. The examiner had possibly got a
particular way in which he taught the subject, and
asked his questions in that way. They had to guard
against that kind of thing. If they ploughed a man,
especially a good man, they were doing him infinite
injustice. He had in his office a most promising
young man. He had the offer of employment abroad
if he got the testamur of the institution. He said to
that young man before he went up to sit for the ex¬
amination, “ They are bound to plough you.” There
were examiners who thought the proper thing to do
was to put a young man back, and let him read his
subject all over again. It was the greatest injustice
in the world. If a man knew his subject, whether old
or young, he ought to be allowed to pass. There were
two points which he wished to emphasise. There was
a large portion of their examination which could only
be examined upon by men who were engaged in the
work of education. Engineering pure and simple
could very well be examined by those men vho had

been in the habit of conducting their examinations.
If they added to their examiners men who were
trained examiners, it not only gave public confidence,
and Government confidence in their examinations,
but it- also brought their examiners in touch with
people who were constantly examining. What they
had to do was to get public confidence if their testa¬
mur was to carry the weight it should. He was, and
always had been, strongly of opinion that these ex¬
aminations should not be conducted wholly by men
holding the appointment of municipal engineers, but
that they should co-opt other examiners, and bring
them into contact with their council. There were
several men who were quite willing, such as Mr.
Reginald Middleton, Professor Adams, and the ex¬
aminer at Victoria University, to come in and assist
in their examinations. At the time the council did
not see their way to do it. It would very much assist
in raising the standard of the examination, and it
would have influence with the public if such a course
was adopted. He quite sympathised with what Mr.
Collins had said. They might have a man who had
passed through a university and had his degree, but
was quite useless for real work. The worst man they
could possibly have was one who had passed through
two or three examinations. There were men who had
gone from one university to another, and who lived
on scholarships. These men were perfect in examina¬
tions, but they were useless in practice. Some of the
universities — Liverpool, for instance — were not now
trusting to examinations, but testing a man by the
general quality of his work during the term. They
would not let a man sit for his examination if he had
not done his work properly during the term. There
was no good a man cramming. Cramming was not the
slightest good in the world. The man who would
cram best was the most useless. As regarded draw¬
ings, there were many men who would be useful as
engineers who could not prepare a drawing, and had
not the speed to do it in the time fixed by the exami¬
nation. That difficulty could be got over by confining
the requirement to sketching, because a man who
could not get out a sketch would be no good as an en¬
gineer. What they wanted to know was the know¬
ledge which a man possessed. If he had sufficient to
qualify him, well and good. There was one branch of
their work which should be taken into consideration
in examinations, and that was organisation. There
were many men who knew their business thoroughly,
but failed completely when they got a chief appoint¬
ment, because they knew nothing about organisation.
There was one point he wished to emphasise : “ Have
youn- examination conducted in such a way that you
will get the confidence of the Government and of the
public.”

Mr. E. Witton Booth (Wallington) did not know
whether this paper was designed to follow a note
which was struck by the president in his address, but
if so, it was, distinctly apt. For four or five years he
had the opportunity, in conducting a practice in Man¬
chester, of passing through his hands a great number
of students for the institution examination. There¬
fore, while he had left that practice, and had no axe
to grind, yet what he had learnt might be of use in
that discussion. Another point was this: he had had
during the last- few months a number of consultations
with educational authorities in London and elsewhere
who had written to him about education after the war.
Mr. Palmer struck that note very forcibly on the pre¬
vious day, but he restricted his proposals to evening
classes for young men between eighteen and twenty-
one. He wanted to go further than that, and ask what
the institution was going to do for the young
men who came back from the Front, and
who would not be in very good condition for quiet
study. What they wanted to do was to put an attrac¬
tive programme before them which would draw them
back into the line of quiet study, which alone would
bring success in the future. He wanted to throw out
one or two hints. He thought there would have to be
considerable changes before satisfaction among
students could be guaranteed. There would have to
be amalgamation, or, at all events, an agreement, be¬
tween institutions which examined in the same sub¬
jects. For instance, the Institution of Civil Engineers,
the Surveyors’ Institution, and their own institution
examination on various subjects all travelled over the
same ground. Yet if a man set out to do the whole
course, to qualify for the Institution of Civil En¬
gineers, the Fellowship of the Surveyors’ Institution,
and their own diploma, he found he had not only to
pay the fees for all thq three examinations, but he had
to repeat himself and keep in mind the same subjects.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Take the subject of geology. If a man had passed in
that subject in the other examination, why should they
ask him to sit again for a subject which had been dealt
with more fully in another examination which he had
already passed ? The same applied to hydraulics.
Then there was building construction, materials; and
other things in the examination of the Surveyors’ In¬
stitution, If they, as an institution, arranged to do
that in their examination, then the Institution of
Civil Engineers and the Surveyors’ Institution must
be prepared to go half-way to meet them, and allow
those who had passed the institution examination to
be exempted in certain subjects in their examination.
They set a paper in public health law which was much
fuller than that of the Surveyors’ Institution. The
Surveyors’ Institution might drop that in their exami¬
nation. It wag a sore point with many pupils that all
these things meant fees. If a man had gone ahead
and already passed in another examination in cer¬
tain subjects, they might reduce his fees. All these
examinations to a man getting a small salary were a
big thing. They entailed a good deal of expense in
preparation. He was glad to have the opportunity
of puffing this forward and showing the existence of
this sore, which was a great grievance to pupils. He
was cjuite convinced of this — that after the war a wider
syllabus all round, from the education standpoint,
would have to be devised. They had revised their
syllabus in the midst of war. He was not sure, but
after the war was over they might find it necessary to
deal with another revision. There was one subject
which might very well be incorporated in their ex¬
amination paper — the Surveyors’ Institution were
recommending this — that was the ethics of valuation
and knowledge of dealing with finance. How often
did they find surveyors dealing with sinking funds?
There was a very useful table in Mr. Santo Crimp’s
book which they generally turned to. They had to
advise corporations, and yet the ethics of sinking
funds they generally knew nothing about. That was
a subject which they, like the Surveyors’ Institution,
might include in their examination. The Surveyors’
Institution required a knowledge of that subject from
agricultural, quantity and building surveyors.
Builders and architects had got practically nothing
to do with finances and sinking funds like they had
as municipal engineers. If the Surveyors’ Institution
considered it so important that it should form an item
in their examination, it seemed still more important
it should do so in the institution examination.

Mr. F. Wilkinson .(Deptford) said he would like to
congratulate Mr. Willis upon tackling a subject which
certainly bristled with great difficulties. All who
knew Mi . Willis knew lie would tackle subjects of
great difficulty. There was a great deal of dissatisfac¬
tion among the younger members of the institution.
Some years ago he coached a lot of candidates for this
examination. iSome were ploughed ; some got
through ; some who were ploughed deserved to get
through. In one case a man who ought to have
known better was. ploughed for a mistake, and he told
him rightly ploughed. There was no doubt scope for
an alteration in the syllabus. The president gave
them a warning in his address, and he thought that
warning should -be taken to heart. If they did not
take it- they would have to go under. He did not
agree with the two speakers who said they would have
a practical engineer rather than a theoretical one.
They spoke of Brindley and Telford. The engineer of
to-day would not only have to be a practical man, but
have a superstructure of education. There was not a
better superstructure yet known than the test of an
examination. Until they got something better than
the examination test it, would have to be continued.
In conducting these examinations they must have a
syllabus which would test the theoretical knowledge
of the pupil. He was examined by one of the old
members of the institution, the late Mr. Laws. Mr.
Laws asked him, “ What experience have you had? ”
and he answered, “ None.” Mr. Laws then safd,
“ Let, us see what common sense you have,” and put
certain questions to him to test his knowledge. Mr.
Laws was a most practical man, and a most able man.
They wanted men who would march with the times
and pass these examinations on theory, and that
theory must be accompanied by practical experience.
He cordially commended the suggestions to the chief
engineers of all big boroughs that their assistants
should be given an opportunity of dealing with all
branches of municipal engineering. That was the
grievance of many assistants. A man of forty-five,
who had been kept, to one job, and kept on it all his
life, was earning £130 a year. (Shame.) He believed
With Mr. Willis that the age of candidates should be

raised, the examination made stiffer, and that pupils
and students should have more facilities to study and
more facilities to visit works and see the jirogress
which was being made and the new things
which were being brought out in the universi¬
ties. He ventured to say not many men pre¬
sent had seen the experiment invented by Prof.
Coker, of University College, by which he had
measured the stresses and strains, and photographed
them, in the designs of bridges and other construc¬
tion. Prof. Coker was, above all, a practical man in
the engineering profession, who had wanted' to get
to the top of the tree and had got, there. He was one
of the men with practice and theory combined, and
the man of the future would require to have both.
They would have to be in the forefront or go under.
They must set their house in order in regard to the
examination; they must have the best, and nothing
but the best would do. He thought Mr. Willis was
thoroughly to be congratulated on tackling this
problem. It bristled with enormous difficulties in
getting the right examination for everyone. He could
point to many difficulties. His late respected chief,
Mr. Cooper, wanted to make changes some years ago,
and to make some good alterations. Mr. Copper had
always conducted a practical examination when he
had appointed a man, and all his pupils had to have
a theoretical knowledge before he admitted them into
his office. He had had the very best men, and his
pupils had come out very well. Why ? Because he
saw to their practical training, and they had had a
theoretical training before they went to him. He sug¬
gested to the council that they take into their con¬
sideration the establishing of students’ centres in the
large towns and let the students give papers. And
they should also establish a library, because technical
books soon go out of date. They should also encour¬
age visits to works in progress. If they did this he
thought the students would gain the practical know¬
ledge which the institution wished them to have, and
which Mr. Willis had so much at heart. And if they
got the theory in the technical colleges then they
would be able to sit for their examination, however
stiff they made it.

Mr. ,1. S. Brodie (Blackpool) said with regard to the
remarks of Mr. Cooper that they should call in some
outside assistance to help conduct the examinations.
He could not, see for the life of him why they should.
Surely they as municipal engineers knew what, the
municipal authorities required in the way of qualifi¬
cation for official positions ! If they did not know
what the requirements were, surely it was hopeless to
expect any university professor to know ! Therefore,
he thought the policy of the institution of having the
examinations conducted by their own members was
the soundest, policy. The examiners were by no
means confined to members of the council, or past-
presidents, but men were selected from the rank and
file of the institution, who had special qualifications
which enabled them to be tactful examiners. There
had been an attempt made to draw a line between
theoretical and practical engineers. Mr. Wakelam,
especially, had run on that line. He thought all who
knew him, though he had many failings, would not
accuse him of being a theoretical engineer. His
friends of Victoria University, Manchester, in con¬
ducting their examination in sanitary engineering,
had called him in to assist them in outside knowledge
of sanitary engineering. That was an example of a
university calling in a practical man as to the way
in which to conduct an examination in sanitary engi¬
neering, Mr. Boulnois had been called in in the
same way, and be was a practical engineer. Unless
there was a happy marriage between theory and prac¬
tice he was afraid the engineering results would not
be very satisfactory. A practical man might have pre¬
cedents without number and try to employ them, but
unless he knew something about construction, he was
afraid his career would not be very successful. There¬
fore he deprecated any strict line of division between
practice and theory, but considered they should try to
combine the two.

Mr. Wakelam said he hoped the meeting would not
think he was entirely in favour of what was known as
the practical man. He tried to make it clear that he
considered it essential for all students to have a good
general education, equal to the matriculation examina¬
tion of London University. What he said was that
he did not believe in the man who had a highly scien¬
tific education, upon which he relied throughout his
career, without any practical knowledge. Those were
the points he wanted to emphasise. Theoretical know¬
ledge was sufficient to give that man an idea of what
he was about to tackle, but it should be supplemented

July 27, ,1917.

AND COUNTY ENGINEER

with practical knowledge of how to carry that theo¬
retical knowledge out.

Mr. Willis, in replying on the discussion, said he
was very pleased to hear Mr. Wakelam qualify his
earlier remarks. Coming from a past-president they
had caused him some surprise. Mr. Wakelam might
have intended to say what he had now said, but he
must bear out Mr. Brodie that he had not said it.

A man should have a higher degree of knowledge than
that of the London Matriculation examination. His
own daughter passed that examination at sixteen
years of age, and she had no engineering training or
knowledge of mathematics. Mr, Wakelam had quali¬
fied that a good deal. If a man had passed the en¬
gineering examination of one of the Universities he
would have sufficient knowledge to pass in theory,
and then. his training in the office should give him
knowledge of practice. That was the point the insti¬
tution had always laid down. It had always wanted
to help the practical man. In the last examination
the lack of practical knowledge on the part of can¬
didates was bad. The ordinary stock bricks', red
bricks, blue bricks, and fire-bricks were put together
and they were asked for a definition. Most of the
candidates who failed could not tell them what a fire¬
brick was. Was a man who could not do this fit, to be
an engineer ? A piece of lead, 5-lb. metal sheet lead,
was shown, and a candidate told him it was iron. That
candidate did not pass. Then as to concrete. He had
an ordinary piece of coke breeze concrete. That was
laid before the candidates. One of them lifted it,
tested it, and said it was a piece of Bath stone. It
was black to start with. These were men who ought
to be ploughed, for if they had not a practical know¬
ledge of the work they ought not to come forward.
Drawings were required as part of the examination
test. He agreed with Mr. Collins that some know¬
ledge of specifications and quantities should be re¬
quired of candidates for the testamur. Mr. Boulnors
referred to the private examination which he used to
hold at Liverpool. They could not always hold an
examination. Many of the councils liked to have the
appointment of the assistants, particularly the smaller

VISIT TO YSTRADFELLTE W/

A very interesting meeting of the South Wales Dis¬
trict of the Institution of Municipal and County Engi¬
neers was held at Ystradfellte on Saturday, July 14th.
‘The journey was undertaken by train, brake and foot,
and a day of glorious sunshine, coupled with complete
arrangements made by the hon. district secretary, Mr.
H. Alex. Clarke, Briton Ferry, rendered the visit to
the beautiful valley of the Dringarth one of pleasant
recollection. The' following members of the institu¬
tion were present: Messrs. D. M. Jenkins (Neath),
district chairman, D. M. Davies (Neath Rural), C. H.
Priestley (Cardiff), T'hos. H. Harvey (Merthyr),
J. Richard Heath (Swansea), E. W. Edwards (Pont-
llanfraith), Frank Mansfield (Abergavenny), Dan FI.
Price (Bedwellty), T. H. Richards (Caerphilly), W. P.
Puddieombe (Oystermouth), W. P. Jones (Glyncorrwg),
W. E. Lowe (Pontypridd), E. C. Pole (Cardiff), G. H.
Collinson (Swansea), Fred. Hatcher (Portncawl), and
H.. Alex. Clarke (Briton Ferry), hon. district secre¬
tary. There were also three visitors from Neath,
Messrs. E. Chris. Jones, Ernest J. Rees, and J. H.
Culley.

With the kind permission of the chairman of the
Waterworks Committee of the Neath Rural District
Council, an inspection of the storage reservoir was
made on arrival in the Dringarth Valley.

Mr. D, M. Davies piloted the members round, ■
pointed out the principal items of interest, and ex¬
plained technical points.

After luncheon, kindly provided by Mr. D. M.
Davies, the business of the district was proceeded
with, Mr. D. M. Jenkins presiding.

The secretary read the minutes of the last meeting,
which were adopted.

THE LATE MR. WILLIAM HARPUR.

In moving a vote of condolence with the relatives
of the late Mr. W. Harpur, ex-chairman of the dis¬
trict, the Chairman said he felt that they "could not
let that opportunity pass without paying a tribute to
his memory. Mr. Harpur was particularly interested
in the proposed visit to Ystradfellte, and when he
(the chairman) last saw him at his home he expressed
great pleasure that the visit had been arranged; but,
he said — and it was very pathetic in the light of what
had since happened — that he did not expect to be well
enough to attend himkelf. They all missed his genial
presence that day, and they would miss it for many

councils. He quite agreed with Mr. Boulnois as to
tact and common sense. He thought they would find
he had emphasised certain points of that character.
Mr. Wakelam was entirely good in his humorous illus¬
trations. He and Mr. Cooper had differed on many
occasions ; on this occasion they agreed on many
points. He thought the examiner who made the ob¬
servations Mr. Cooper told them of was a tactless
examiner. He did not think it could have been one
of their examiners ; it must have been another Dublin
University examination. Their examiners were all
gentlemen with tact and knowledge. He spoke with
a little knowledge of this examination question. He
had taken six of these examinations. He did not
believe in them as a sine qua non. It was the study for
them that was valuable to the student. He thought
it was a satisfactory climax for the student who had
really worked to prepare himself that he had some¬
thing to show for it beside a testimonial. There was
an observation made by Mr. Cooper about a student
being qualified but not passing the examination. The
examiners did not want to see only 50 per cent passed;
they wanted to see every candidate passed. He was
sure every examiner wanted to help the younger men
in his profession. He was quite in favour of organi¬
sation being included in the examination. He thought
they were very fortunate in having Mr. Booth and Mr.
Wilkinson to speak, because they had coached a lot
of men for the examination; he would not say cram¬
med, because he thought it had been coaching of a
very practical character. He had not the pleasure of
seeing the president’s address before it was read, and
he could assure them there was no collusion between
the president and himself with regard to theory and
practice. The happy combination of the two was the
main object of their examination. The majority of
the university examinations, even the Bachelor of
Science examination, were theory examinations pure
and simple; and the only practical examination in
this country was that of this institution. At present
it was a voluntary examination, but he did say the
time would come, as he had already said in the paper,
when it would become compulsory.

rERWORKS, SOUTH WALES.

a day to come.. They had reason to deplore his loss,
not only as a distinguished member of the profession,
but as a personal friend. He was always willing and
ready to give a helping hand. Personally, he was
deeply indebted to him for his numerous acts of kind¬
ness. It was quite unnecessary for him to dilate on
his many and excellent qualities, because he was so
well known to them all. He would therefore move
that they record an expression of their deep sympathy
with the widow and children on the loss sustained.

Mr C. H. Priestley said ‘that as a colleague of
Mr. Harpur’s for something like thirty-six years he
felt it a sad duty to second the proposition. They
all, he was sure, deplored his loss. He was a friend
—a. personal friend — to nearly every member present
that day. During the whole of their long connection
they never had a wrong word, and his staff and
officials could say the same.

Mr. T. J. Harvey said he should like to say one
word in support. He had known the late Mr.
Harpur for thirty years, and always felt the greatest
esteem for him. His illness and death at so early
an age was pathetic.

The resolution was carried in silence.

A paper descriptive of the Ystradfellte Waterworks
was afterwards submitted by Mr. D. M. Davies, the
engineer to the Neath Rural District Council, and will
appear, together with a report of the ensuing discus¬
sion, in our next issue.

Tottenham War Bonuses. — At a recent meeting of
Tottenham Urban District Council it was decided
that war bonuses should be granted to all employees
of the council oyer twenty-one years of age who had
been twelve months in their service. Those whose
salary does not exceed £150 a year are to receive 10s.
a week inclusive of any previous war bonus or rise
of wages granted in consequence of the increased cost
of living, and those whose salary is above this sum,
but less than £200, are to receive 7s. 6d. a week
subject to the same condition. Employees under
twenty-one years of age are to receive 6s. a week, and
7s. 6d. a week will be granted to part-time employees.
The payment of all war bonuses will cease three
months after the declaration of peace, unless other¬
wise directed by the council.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Water Waste Prevention in Cork,

By J. F. DELANY, City Engineer.

[The subjoined particulars relating to the water waste prevention work accomplished by his
department are extracted -from a report presented by Mr. Delany to the Cork Corporation Waterworks
Committee.]

The summary which follows shows the results of the
work of the new inspection staff since the reorganisa¬
tion of this section of the Waterworks Department
took place : —

Pipes broken under ground, 1,384; pipes broken
over ground, 1,489 ; broken mains, 96 ; various defects,
9,952. New fittings erected — tanks, 1,081; stop-cocks,
979. Total number of defects, 14,980.

The items worthy of note in this record are: —

(1) The repair of 1,384 pipes, which were discovered
underground, and which in some cases must have
existed undetected for many years..

(2) Defects in mains to the number of ninety-six,
which accounted for a considerable amount of water
wasted.

(3) The abolition of close on 1,100 obsolete water
wasting tanks and the substitution of new ones, which
means a considerable conservation of water. While
the number is considerable, a good deal still remains
to be done by the inspectors in this direction.

(4) The fixing of 979 - stop-cocks is an important
advance in the facilitation of inspection work.

The effects of these results may be summarfsed as
follows : — •

A reduction in coal consumption, from close on 2,000
to 1,000 tons per annum.

A reduction of from 56 gallons per head per day
to 37.

The gross consumption per day has been reduced
from a little over 5,000,000 gallons to close on 3,000,000.

The flow of water through the mains at night shows
a decrease from 123,000 gallons per hour to 79,000, or.

Toms

PER

Annum

Diagram s»o^//vg tpc Dcomom/c Effect of
Waste Rjedl/ctioaT Work or/ Coal CoKsl/mptto/V
at PUMF/rVG Stat/oaJ

Toms

PER

Annum

Note the dotted port toy

2DOO

FORTHE YEAR /S/S-/6SPOT/S

2000

—

r /it Extra Coal used (640) o^r
the Normal, o*//mg to the:

—

r -

WaterRiwer Plant //a Y/t/a

—

been stopped pop repairs.

1.500

The Steam Plant pad to be

1.500

<«* _

XCEPT //V USE TOR A LOPiGER

PER/QO, THUS rtECESS/TAMUG

GREATER CoAt CoPiSUM Pr/Ort

—

1.000

i OOO

— '

: -

500

—

VtAR.

1906

ISH2

1912

1913

1914

1915

I9J5

1916

1917 |

/ear

deducting 25,000, the quantity used for trade purposes
from 98,000 to 45,000— a saving of 54 per cent.

Making allowance for the exceptional conditions of
the year 1915-16, the saving in coal rounds up to about
1,000 tons, which, at the low price of £1 per ton,
becomes a respectable figure in business economy.

REDUCTION IN CONSUMPTION.

Before the reform work w'as begun the consumption
had reached the startling figure of 56 gallons per head
per day, and during the progress of the work it was
brought down on a few occasions to 32 gallons, the
lowest consumption ever recorded, the average taken
for the year 1916, just completed, being 37 gallons per
head per day.

Again, by this reduction in waste the requirements

of the city have been brought' w'itliin the filtering
capacity of the filter tunnel. The desideratum had
long been aimed at in the interests of public health,
owing to the fact that the prodigal misuse of filtered

water had run the daily consumption in excess of the

Gallows

Prrttead
JW Day

Daily Consumption per tfead.

- ..to

iX.

_4*_

.. . 40

;

22.

1*0

-i*

«■>

if-

_A_

j Vear.

/g/2

>9>3

1914-

>3f5

■ 19/6

year

yield from the filter tunnel, thus necessitating the
addition of a small percentage of unfiltered water to
the reservoirs. This unhygienic policy was enforced
by the citizens themselves by their neglect of the

ordinary dictates of domestic economy and citizen¬
ship. The reduction in the misuse of water also had
the further very desirable improvement of increasing
the pressure throughout the city.

July 27, 1917.

AND COUNTY ENGINEER

TOTAL DAILY CONSUMPTION.

Turning to the gross consumption, a fairly steady
and progressive reduction in the bulk quantity per
day is shown over a period of 41 years.

the gross total reduction amounts to nearly
2,000,000 gallons per day in water consumed, misused
or wasted, which if commercialised at, say, one
penny per 1.000 gallons, would amount to considerably
over £2,000 per annum.

NIGHTLY CONSUMPTION.

The true index of the waste and misuse of water is,
however, recorded by the meters which are fixed on
the service mains at the reservoirs, and through
which all water delivered to the city must pass; the

quantity which is recorded during the night hours by
these meters (less 25,000 gallons per hour legitimately
used for trade) is therefore the actual waste. In 1912
the waste was 98,000 gallons per hour, and a fairly
steady reduction is observable during the four sub¬
sequent years (the period of reformation and progress)
until 19i6 is reached with a waste line standing at
45,000 gallons per hour, or a reduction of 54 per cent.

Canadian Roads.— A Canadian soldier summoned at
a London police-court last week for exceeding the
speed limit said he did not know there was a speed
limit. The Magistrate: Is there no speed limit in
Canada ? Defendant: There is no road in Canada
capable of speeding on.

Coal Tar Products. — With reference to the appeal
recently issued by the Controller of Coal Mines to
the gas industry urging the substitution of water gas
for coal gas to the greatest practical extent with a
viewr to effecting coal economy, certain factors have
since arisen which require a reversal of this policy,
and with a view to securing the maximum quantity of
coal tar products the Minister of Munitions now
- urges that all carbonising plants at gasworks be
worked to the fullest extent before any water gas,
carburetted or uncarburetted, is manufactured at all.

Manchester Cas Department. — The Manchester Gas
Committee report that the nett profit earned last year
by the gas undertaking was £93,780, against £141,234
' in the previous year. There was a deficit of £34,009
in last year’s account. This had to be met. Then the
committee have been asked to contribute £50,000 in
aid of the city rate, and the sum of £61,047 is needed
for sinking fund for redemption of loan debt. As,
therefore, the nett profit on the year’s work is insuffi¬
cient to meet these claims, the committee propose to
carry forward an adverse balance of £53,951. Since
the business passed into the hands of the corporation
seventy-three years ago the department has given
£3,317,174 in aid of city rates.

THINGS ONE WOULD LIKE TO KNOW.

( Contributed.)

Is it not very satisfactory to find in the Journal
of the Engineering Society of University College,
Cork, that road construction figures somewhat
largely in the subjects treated ? Ts it not to be hoped
tli is is a “ sign of the times,” and that technical
universities throughout the kingdom are now adding
this important branch of engineering to their curri¬
culum ? Will not Mr. Boulnois’ recent report to the
Roads Improvement Association, now issued as a six¬
penny pamphlet, show that considerable engineering
skill is required in some forms of road construction?

* # • #

Why is it that many ratepayers, and a few news¬
paper correspondents, look upon the. “ town sur¬
veyor ” as the “ vessel ” into which complaints of
every kind should be poured? Was it not amusing to
read in The Surveyor of July 20tli the various “ sug¬
gestions ” made by a Mr. Amos Currey, of Swindon,
to the borough surveyor? Was not this official to
think out the labour problems of the future, to recon¬
sider an estimate of £7 for certain fencing, to demand
wider streets, and so forth, including the making of
Swindon into “ a real paradise ” ? Is it not given to
mortals to command success ? And can the borough
surveyor make Swindon a real paradise, including the
banishment of the serpent ?

* * # *

What was the reason that Dr. Sidney Barwise,
medical officer of health for the county of Derbyshire,
made such a violent attack on consulting engineers
the other day in concluding his presidential address
to the members of the Association of Managers of
Sewage Disposal Works ? Why also should Dr.
Barwise have thought fit to recommend the American
system of combining the functions of engineer and
contractor in one individual? To what profession
does Dr. Barwise belong, and why should he inter¬
fere in matters that cannot concern him ? Is there
not a wise adage: “ The cobbler should stick to his
last ” ? Will Dr. Barwise be wise enough to do this?

» * * »

With reference to the cost of construction of con¬
crete roads, is it not interesting to see, in a„recent
report on paving work in various cities and towns of
Ontario, issued by the Provincial Department of
Public Highways, that the average cost per square
yard of roads of this description in twelve different
localities works out at 1 dollar 20 cents, or, say,
4s. 10Jd. English money ? Should not this be some
criterion as to the cost of such roads in this country,
for although cement may be cheaper in Canada than
here, is not the cost of labour and haulage much
higher ?

» * * *

Will not the new scheme put forward by the Coal
Controller, limiting the area in which coal from cer¬
tain mining districts may be distributed, go far
towards relieving the present strain on railway trans¬
port ? Does it not seem to be a rather futile waste
of energy that under existing conditions a coal pit,
say in Northumberland, should supply coal to London
when there are pits in Yorkshire, Derbyshire, Leices¬
tershire and other districts much nearer to London ?
Does not this apply all over the United Kingdom, and
will not the new Order, which comes into operation
on Sept. 10th, greatly assist in preventing the pre¬
sent congestion of traffic on our railways ?

* * # #

Is not the article in The Engineer of July 13th on
“ efficiency ” well worthy of a careful study, not only
by engineers, but by everyone who has the welfare of
our country at heart? Could not the words, “ To
lessen fatigue by the right application of effort is the
end to be sought ; add to this reward in leisure, and,
provided a living wage is paid, efficiency will result,”
with which the article concludes, apply with equal
force to all “.labourers,” whether mental or physical?
* * * *

Is it not rather a novelty to find from the Toronto
Contract Itecord that in order to deaden the noise from
trucks rumbling over a concrete floor in a factory a
heavy tar paper was pasted to the floor by paint in a
careful manner ? When we read that this surface not
only deadened the sound of the trucks, but appeared
to improve with age, does it not strikp one that if
some similar description of tar paper could be applied
as a covering to concrete roads it might go far to
meet some of the objections to this description of
road surface ?

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Institute of Cleansing Superintendents.

ANNUAL CONFERENCE AT NOTTINGHAM.

[ Concluded from last wceh.~\

Continuing the discussion at the recent annual
conference of the Institute of Cleansing Superin¬
tendents of Mr. J. A. Priestley’s paper on

ELECTRIC VEHICLES AND THEIR USE ON
CLEANSING WORK AT SHEFFIELD,

Alderman C. C. Elltott (Newcastle) said that lie
had had twenty-five years’ experience of haulage with
steam and petrol wagons. He had had some experience
in .working out the cost of these different vehicles,
but he could not very well go into that without laying
down the figures for each car and without knowing
exactly the circumstances of the work done. He. had
experience, too, of heavy loads. They loaded now
about twenty tons, and it was carried a distance of
six and a-half miles, and they thought that with a
steam wagon they carried it that distance at a cheaper
cost, though on the shorter distances the petrol
wagon was a little cheaper. He did not care how the
figures worked out, but there was nothing to chal¬
lenge the electric vehicle for intermittent work and
varied loads, and the house-to-house deliveries to a
distance of three miles. Take an electric car to carry
two miles, however, and they would find that a petrol
ear worked out cheaper than the electric. They were
also doing short work, and loading about a mile and
a half, and the cost of the horse cart compared with
the petrol, or the electric or the steam vehicle, was
higher. But he did not think that they could lay
down a general law. They could have some general
idea of the kind of cart to employ to do the work, but
for long distances over six miles they could not beat
the steam wagon for loads of five tons and upwards.
All the same, the horse would not entirely be ruled
out. The horse would always have its place in the
very short distances.

Councillor J. Blackburn (Leeds) desired to express
his compliments to Alderman Roberts upon his con¬
version and upon his bold expression of faith in elec¬
tric and petrol vehicles. He remembered him holding
forth very strongly — two years ago he thought it was
— at the conference in London, on horses, and he was
glad that he had come round to see that there was
something else beside a horse, that horses were pro¬
bably better for some things, but that it might even
be wise to use other things. There was only one point
in the paper that he was going to raise, and Mr. Priest¬
ley himself had made that point clear when he re¬
ferred to the three miles limit, because, after all, it
was all a question of distance as to the economic value
of the machines that they were considering. He did
not agree altogether with Mr. Priestley as to the dis¬
tance, and would be glad if he could have some infor¬
mation as to the cost of. loading for the short distance.
Mr. Greig referred to the Clydesdale horse. They had
some Clydesdale hor.ses in Leeds, and they certainly
did not get 75 per cent extra out of them. No doubt
Mr. Greig would say that they were out of their
element in Leeds, and that might be the explanation
as to why they did not do the same amount of work
there. He would like to have some light thrown on
the subject as to the value they got out of the horses
in different cities and localities.

Mr. R. Diggle (Accrington) complimented Mr.
Priestley on his admirable paper. It might help some
of the gentlemen present to know that in Accrington
they had had one of these vehicles for about two
months, and that the distance they had to carry their
stuff was within a radius of two miles. They had had
to suffer in their little town some adverse criticism
with regard to the electric vehicle, but he could
assure the conference that the electric vehicle had
come to stay, and that if they could get another
they would have one next week. Unfortunately, that
was out of the question. The Government had
entirely stopped this work, and they would have to
put up with something else. This vehicle they had
was bringing in about 20 loads a day. It had had
the advantage of being in competition with the horse,
and the horse had been doing more work because of
the competition. They had reduced the cost per ton
by Is., and when the report was read to his com¬
mittee they were quite agreed that it was time to
get another one. Besides that they had a system of
bonuses which they paid to the men. The men had

been earning more money and were quite satisfied,
so that he thought it would help the gentlemen
present to know that in the short distances the elec¬
tric vehicle would compete very favourably with the
horse."

Mr. T. Stake (iStoke-on-Trent) having congratu¬
lated the president, said that he had come to learn
something about electric vehicles. They had not got
one at Stoke, and he was not yet convinced that they
were suitable for that district. They had hundreds
of houses built on a system which gave thenu.8,

10, and in some cases 12 ft. back-yards, and he did
not think they would be any use for mechanical
vehicles, but perhaps Mr. Priestley would kindly
help them to solve the problem. As they all knew,
electricity was fluid, and apt to run away, and he
wanted to know whether “there was any danger of
losing fluid while the vehicle was at work, and also
if in the actual working of the vehicles the re was
any time lost. Through the kindness of the presi¬
dent, he had the opportunity of seeing a three-tonner
and a two-tonner on the previous afternoon, and he
was very pleased with the ease with which the
thing was manipulated; but there were -just one or
two casual observations he would submit. He
thought that the body was built far too heavy to
carry two tons of house refuse. He thought that
these bodies would be quite capable of carrying
anything from five to seven tons of any kind of
material. There was another point that lie did not
think was referred to in the paper, and that was
what provisions were required for the repairs of
parts and the bearings, and he would also like to
know how the vehicles travelled on difficult or soft
roads.

Mr. G. W. Laskey (Eccles) said that it was a great
pleasure to see installed in the chair a very old friend
and colleague of his, who occupied some time ago a
similar position to that which lie- himself now held.
He had known Mr. Terry for twenty-five years, and
was sure that the presidency would be in good hands,
and that at the end of the year they would have no
cause to feel that they had placed the wrong man in
that position. He also wanted to compliment another
old colleague in Mr. Priestley. These two colleagues
had come well to the front, and having seen and
heard them both the conference would agree that
their position was thoroughly well deserved and due
to their own merits. (Hear, hear.) He was somewhat
disappointed, not by reason of the paper, but with
the discussion. His town was a small town of some¬
thing like 2,050 acres, a pretty compact town, with a
destructor at one end, and probably its distance from
the opposite end was roughly about two miles. He
wanted to get to know as to whether the adoption
of the electric system of collection would be useful
to such a small town. The only information hitherto
had been furnished by his friend Mr. Diggle, of
Accrington. Of course, he was not blaming Mr.
Priestley, but he thought that, they would have had
some information as to what the experience of small
towns had been, because many small towns were
represented. In his own town they had so far had no
difficulty with regard to their horses. The War
Office came along and took about twenty, but that
did not bother them very much, because they were
able to get others; but suppose the War_Office took
more, and they were left with very few? It had
been suggested that they should try electric vehicles,
but they would like to have the experience of some
town similar to their own. There was, for example,
the question of short journey work, as to whether
there was much delay in the house-to-house collec¬
tion, and he wanted to get to know how the electric
vehicle, or the petrol-driven vehicle, would compare ,
with a horse in stopping and starting, having regard
to the comparatively short distance they would have
to travel in a town like this.

Mr. W. H. Eccles (Stockport) added his tribute
of praise to the paper. He was not able to say that,
they had advanced very far yet in Stockport. The
impression that they had always had up to now about
electric vehicles was not very favourable, but, like
Alderman Roberts, if they had many more papers like
Mr. Priestley’s they would be converted. (Hear, hear,
and laughter.) He was impressed with the state-

July 27, 1017.

AND COUNTY ENGINEER.

meat in which Mr. Priestley told them of the ten
years’ life of the batteries and the eight years’
guarantee. He only hoped that that might prove
correct, because it might induce his authority to buy
one, but where you had a horsey chairman and vice-
chairman, and several members on the committee
were horsey men, it was very difficult to persuade
them that mechanically-driven vehicles were prefer¬
able. He was, however, grateful to Mr. Priestley
for his paper, which would enable him to take some¬
thing back to his committee that would, perhaps, be
the means of following the example of a little place
like Accrington. (Laughter.)

Mr. F. A. Dowse (Hackney) would like to know
Mr. Priestley’s experience of the tyres. What did he
think the life of the tyres on these vehicles was? He
was much surprised to find, too, that three labourers
accompanied the vehicle to the tip. It did seem
to him to be a terrible waste. It would, also help
them to know exactly what work these vehicles were
engaged upon from those who were working them.
They were told that the vehicles disposed of nine
loads a day, and he would be glad to know what
work they were doing — surely not picking up rough
stuff, nor the collecting house refuse. A good deal
must depend upon the type of stuff they collected
and the quality^ of the roads. How did they manage
on narrow roads where there was no room to turn
round?

Mr. H. F. Wtgfield (Leicester) said that in Mr.
Priestley’s illustration of the loading both the
vehicles appeared to be very high. Could he give
them an idea as to the exact height?

Mr. Nuttall (Stretford) said that his committee
had for some time been considering this question of
mechanical propulsion, and he had already sub¬
mitted a report to them which was very comprehen¬
sive. _jHe took the opinion of a large number of
authorities, and in a very few words one councillor
put his foot on the whole thing. He said: “ Mr.
Chairman, this is an excellent report on the utility
of mechanical propulsion. He says there are three
things on the market, electric, petrol, and steam,
but he tells us very little about them.” The fact
was that he could not tell them because he had not
the necessary information. He sent round to about
twenty-five different places for it, but without result.
If there were any gentlemen present who would give
him any information as to the cost of collection by
petrol and steam — he did not particularly want to
know about electrics, Mr. Priestley had given them
that — he would be very grateful. He would also like
to know whether Mr. Priestley included establish¬
ment charges in his cost per ton, and why he did _
not include the getting-out charges.

Mr. H. Hopkinson (Portsmouth) said that if Mr.
Wigsfield would come down to Portsmouth he would
have the experience of witnessing the work done
there. Some gentlemen had paid him a visit, and
went away fully satisfied with what they saw, and
he dared say if he had told them what was being
done, and they had not seen it, they would not have
believed him. He had not the slightest doubt about
the accuracy of Mr. Priestley’s figures. He foresaw
a big extension of this business, and although, like
Alderman Roberts, he was a horsey man, and had many
horsey men on the committee, they had changed their
policy. Undoubtedly the outlines of the scheme
sent them by Mr. Priestley must have had some
weight for them to make a start, and the ultimate
result was that they had got almost carle blanche
now. They could bring as many as they wanted or
could get, and his committee were perfectly satisfied
that they had beaten the horse off the face of the
earth as regarded collection of refuse.

Alderman Elliott (Middlesbrough) moved a vote of
thanks to Mr. Priestley for his paper. They had had
a very full and interesting discussion, and it was
clear that Mr. Priestley was going to-be one of their
most progressive spirits.

Councillor Gibson (Nelson) seconded, and the vote
was unanimously agreed to.

Mr. Priestley, in reply, said that they would all
have been disappointed if they had mot heard Aider-
man Roberts bear tribute to his friend the horse.
They knew his feelings in that direction, and matters
were progressing very favourably for the mechani¬
cally-propelled vehicles, when Alderman Roberts
began to waver in the slightest degree from his old
allegiance. Something had been said about waste,
and it was, of course, obvious that if you were wast¬
ing time over an expensive vehicle you did not
get the best results from it. With regard to the

question of the cost of bringing in a motor when it
broke down with a load, he had had a good deal
of experience, and he considered that it formed
an infinitesimal proportion of the cost.. He had also
known a number of cases where the horses had been
standing off, suffering from colic or something of that
sort. (Laughter.) Mr. Greig made several criticisms,
and one point that he made in particular was with
regard to the fact that the loaders accompanied the
vehicle to the tip. He (Mr. Priestley) would be the
last person in the world to suggest that that was an
ideal arrangement. He did not know whether Mr.
Greig knew anything about the British workman.
Those who did know him knew what would be the
result of attempting to show him, particularly in war
time, that it was his duty to work every available
hour of the day. (daughter.) There was another
disadvantage with reference to two vehicles being-
loaded by one gang, and he could only admire the
shrewdness which Mr. Greig had brought to bear
upon the organisation of his department. If lie could
always arrange that the vehicle always arrived back
at the very moment when the loaders were ready to
load it, he was fortunate. His own opinion with
regard to that was that sometimes there had been a
delay of forty-five minutes before the vehicle got
back from the tip. Mr. Greig had spoken of the
superlative value of the Clydesdale horse. These
were, matters that they expected — (laughter) — and
they would be disappointed if they were not raised,
but the suggestion had been made that they got
more work out of a Clydesdale horse. Perhaps they
put something- strong in the food, and perhaps
whiskey accounted for it. (Laughter.) He was
delighted with one admission that Mr. Greig had
made. It was the first time that he had heard
tell of an English municipality being more wide-
- awake than a Scotch, and to know that he had got
four years more guarantee on his battery than Mr.
Greig had been able to get for his, delighted him.
He finished up his remarks, however, by saying
that they could do the work with electrics 4d. per
ton cheaper than with a horse, arid that expressed
his real views. One or two references had been made
to the question of the three-mile limit. He was
referring to the conditions which obtained in Shef¬
field in the collection of bin refuse, and he did not
want anybody to go away with the idea that that
applied in collection of refuse from houses by electric
vehicles under any other conditions than their own,
because their experience was that they loaded and
got away rapidly — that was where tlfe refuse was
already out in the street — and the figures for loading-
showed that the electric could beat the horse
at any distance. And that circumstance explained
the reason why with the machine in the work of
collecting the refuse they did the work more cheaply
at a short distance than with the horse. The matter
depended entirely upon' the class of work and the
time that was taken up in the loading. Mr. Stake
asked him a number of questions, one about the lime
lost in charging. No time was lost. The vehicles
were charged in the depot at night between the day
and the night service, and when they came in for
meal times, either during the night or during the
day if necessary. There was no loss of electricity
when the vehicle was at work, and they had had no
trouble with reference to short circuiting. He did
not agree that the weight of the body was in excess
of what was required, because these vehicles had a
special body, which was limited by the strength of
the chassis and the springs. They had not had
any experience that he was able to- give with
regard to the return loads, which would simplify
matters considerably, but they could only be
obtained in very abnormal circumstances. His
figures were based on where the load was carried
in one journey only. With regard to clinker
removal, he wished to explain on the figures
331 tons or 339 ton miles, that he believed each
travel was very much less than three miles, but it
was cheaper. Very few small towns had found

themselves in a position to test this method of col¬
lection, but this experience would now be available
for them. Mr. Dowse asked as to the tyre wear.
That depended on the conditions of the district.
Their tyre wear was very much in excess of the tyre
wear in Nottingham. Mr. Terry had had his vehicles
at work since October, 1915, and had only recently
renewed. In Sheffield they had renewed more than
once, but they had an arrangement with the tyre
manufacturers to work them on bare maintenance
cost, and the prices that were given per mile
were what they were paying for the maintenance of

THE SURVEYOR AND^MUNICIPAL July 27, 1917.

their tyres. Mr. Wigfield asked with reference to
the loading, and his question showed the necessity
of his apology -for the poorness of the blocks, which
did not accurately represent the process, though the
originals were all right. Mr. Nuttail had asked
about the establishment charges. He had not in¬
cluded them, because they were the same both in
reference to horsed and electric vehicles. As to the
steam vehicle; he once had one, but some part of the
mechanical construction was wrong, and his faith
in steam wagons suffered a severe shock.

This closed 1 lie business of the conference.

LUNCHEON.

At the conclusion of the morning’s proceedings
the delegates adjourned to the Welbeck Hotel, where
they were entertained to luncheon by Councillor
Harry Spray, the chairman of the Nottingham
Health Committee, who was supported by the Mayor,
the Sheriff, the Town Clerk, the Deputy Town Clerk,
the Clerk of the Peace, Councillors E. Kidd, Dr. A.
Fulton, H. Offiler, E. Id. Goddard, and W. A. Young.

Only two toasts were submitted.

The Chairman said that the Mayor had already
given them an official welcome, and he had to wel¬
come them on behalf of the Health Committee.
When Alderman Cook a year ago extended an invi¬
tation to the institute to hold its conference in Not¬
tingham they all hoped that the war would be over.
He was afraid it was not half over, but all the same
he hoped that it would be concluded before next
year, when they hoped to have an opportunity of
welcoming them again. He could assure them that
they would give them a right royal reception. -The
Health Committee appreciated the work which the
institute was doing. They knew the difficulties that
had to be surmounted in the disposal of refuse, and
to perfect the sanitation of our towns and cities.
These questions concerning the health of the nation
were of vital importance. The only thing that cor¬
porations could do to solve the problem — and they
would do it in Nottingham as soon as they got the
chance — was to seek powers to clear away all the
rookeries and slums. They in Nottingham would
want half a million of money to clear out, lock, stock,
and barrel, the slummer and the slum. He was
sorry that the corporation had no lethal chamber in
which they could put certain folk. He would put a
hundred of them in every day, and they certainly
deserved it.

Councillor Dr. A. Fulton, in a humorous speech,
proposed success to the institute. He thought it
an excellent thing that superintendents of cleansing
departments, alike of great cities a-nd of small
districts, should have an organisation which had
accomplished such excellent work in improving the
-status of their profession, and lie wished them every
success.

The Presibent, in reply, said he hoped that they
would continue to justify wdiat had been said of
them. The institute existed for the purpose of
improving the status of its members, and it fol¬
lowed that the public health must benefit as well.
It was in no sense a trade union, and salaries were
not discussed. They had at times to discuss the
positions in which thy were placed and the diffi¬
culties they had to confront. There was no getting
away from the fact that certain institutions were
trying their best to do away with the position of the
cleansing superintendent as an individual officer,
and they trusted, not only for their own sakes, but
for the sake of the health of the cities and towns of
the country generally, that those efforts would not be
successful.

Alderman Roberts proposed the health of the
chairman, and said that- if he did his work as
chairman of the health committee as well as he had
done the luncheon Nottingham was to be congratu¬
lated.

Councilor Spray responded.

Afterwards the annual meeting of the institution
was held, and the delegates visited the Eastcroft
works of the corporation, and were entertained to
light refreshments by the president.

Change of Address. — The Government having taken
over for the duration of the war the use of the offices
of Messrs. Brookes, Limited, in Caxton House, tem¬
porary accommodation has been found for the firm
and their branches at 65 Victoria-street, Westminster.
S.W. 1. The company’s, telephone number will
remain the same as hitherto, namely : Victoria 4622
(two lines).

WAR BONUSES.

LIVERPOOL CORPORATION'S NEW SCHEME.

At their meeting on Wednesday the Liverpool Cor¬
poration approved of a new war bonus scheme
for corporation officers and servants. At the begin¬
ning of January last the council adopted a bonus
scheme to remain in operation for six months. This
period expired in the early days of July. At the
last meeting of the council it was decided to con¬
tinue the scheme — with minor alterations — until the
next council meeting, by which time it was intended
to formulate a new scale of bonuses on a basis com¬
mensurate with the increase in the cost of food which
has taken place since January last.

Subjoined is the text of the new scheme:

Salary or Wages. Men. Women.

Up to 10s

per

week

. . 3

Over 10s.

and

up to

11s.

per week

. . 3

6 . .

Over 11s.

12s.

. . 4

0 . .

Over l‘2s.

13s.

. . 4

6 . .

Over 13s.

14s.

. . 5

0 . .

Over 14s.

15s.

6 . .

Over 13s.

16s.

. 6

0 . .

Over 16s.

17s.

. . 6

6 . .

Over 17s.

18s.

. . 7

0 . .

Over 18s.

19s.

. . 7

6 . .

Over 19s.

20s.

. . 8

0 . .

Over 20s.

21s.

. . 8

6 . .

Over 21s.

. '

22s.

. . 9

0 . .

Over 22s.

23s.

. . 9

6 *.

Over 23s.

under

24s.

. . 10

0 . .

Over 24s.

and

25s.

..10

6 . .

25s

and

up to

80s.

. . 12

0 . .

Over 80s. per
annum

week

and

up to

£400

per

. . 15 p.c. . .

15 p.c.

Subject to the following conditions: Salary or wages
and bonus together not to exceed £400 per annum.

Married women where the husband and wife are
not dependent on the wife’s earnings. Salary or wages
and bonus together not. to exceed £140 per . annum
(unless Finance Committee consider that in any par¬
ticular case where there are dependents hardship
would result by this limitation).

Bonus is to be caleidated on the ordinary salary
or wages only, without reference to emoluments, over¬
time, evening school salaries, fees, &c.

No bonus is to be payable in the following cases:
Certain workmen, men serving with H.M. Forces,
employees granted leave .of absence to enable them
to undertake war work, employees who receive board
or board and lodgings, employees who ar6 receiving
or who may receive war pay under any agreement
or award equal to or greater than the bonus.

These scales of bonus only to apply to full-time
employees, whether permanent or temporary, but in
the case of certain women the bonus shall be paid
in accordance with the above scale in proportion to
the number of hours worked on a basis of forty-eight
hours per week.

Bonus not to rank for superannuation.

No employee to receive a smaller sum than he
at present receives.

Public Works Loan Board. — During the century of

its existence, completed in March last, the Public
Works Loan Board have advanced loans amounting to
£143,958,125.

London Electric Power Supply — Asked whether he
had received any resolutions from London municipal
authorities owning electric power supply under¬
takings asking for representation on the departmental
committee on electric power supply, and whether he
proposed to appoint any representatives on the com¬
mittee to represent these authorities, the President
of the Board of Trade stated in the House of
Commons that he was of opinion that the committee
as at present constituted was sufficiently representa¬
tive of all bodies owning electricity undertakings, and
he was not prepared to make any further additions
to it.

Future Water Supply of the Metropolis.— A scheme
for augmenting the supply to London north of the
Thames was prepared by the Metropolitan Water
Board’s late chief engineer (Mr. W. B. Bryan) in
connection with the Littleton reservoir, and received
the approval of the board. For various reasons the
commencement of the work, except as to Littleton
reservoir, has had to be postponed, and the time thus
afforded for further consideration of the matter has
led the present chief engineer (Mr. J. W. Restler) to
the conclusion that the board should be asked to
consider certain respects in which Mr. Bryan’s
scheme might be modified. To enable the matter to
be placed properly before the board a number of plans
and surveys will be required, and an expenditure
of £1,000 in respect of these has been agreed upon.

July 27, 1917.

AND COUNTY ENGINEER.

The Activated Sludge Process of Sewage Disposal.

THE WORCESTER EXPERIMENTS: REPLIES TO QUESTIONS.

[Mr. T. Caink, the city engineer, has prepared the following reply to the questions raised by those
who took part in the discussion of his paper dealing with the Worcester Activated Sludge Experiments,
which he presented at the recent summer meeting of the Association of Managers of Sewage Disposal
Works, and which was reproduced in our issue of last week.]

Mr. Ardern lias expressed the view that with the
capacity of the plant installed here efficient purifica¬
tion might be attained with double the rate of flow
that has been employed during the experiment. From
my observations of the working of the plant, 1 think,
so far as the aeration is concerned, that expectation
is not at all unlikely to be realised, but the rate of
flow with the plant, as it is constructed, is limited by
the capacity of the settling tank, and material in¬
crease of speed through this portion of the scheme
resulting in the carrying away of too much suspended
matter.

TRADE WASTE.

In reply to Mr. Haworth’s question as to the pro¬
portion of trade wastes in the Worcester sewage, the
water supply for trade purposes is about one-fifth of
the total. The character of the waste liquids will be
gathered from the list of manufactures given in- the
paper.

With regard to the variation in the quantity of air
required for treating sewages of varying strengths, the
aeration tank in use, as designed, does not lend itself
to investigation of that kind, for the reason that, after
the sewage has passed the first longitudinal bay, it is
immediately driven forward into a horizontal circula¬
tion. where it gets mixed with sewage which may have
been under aeration any length of time, from a few
minutes to several hours, so that weak and strong
sewages get completely mixed, eventually passing to¬
gether into the settling tank. It was this, among
other considerations, that led me to adopt the spiral
motion of the liquid in its passage through the aera¬
tion tank. With this movement a sample of the
liquid may be taken at any moment out of the un¬
roofed bays in the new design, at any point, the dis¬
tance of which from the inlet end, combined with the
rate of flow, accurately determines the period of aera¬
tion which has been given to it.

QUANTITY OF SLUDGE.

With reference to the quantity of sludge removed
for disposal per million gallons treated, I will take
an early opportunity of making some observation for
the purpose of ascertaining this, which up to the pre¬
sent, through pressure of work, I have been unable to
do.

The proportion of sludge to the total volume in the
tank has varied at different times from 10 per cent to
25 per cent at one hour’s settlement, but the lack of
continuity of the running during the period of trial
has not permitted sufficient observations to determine
what seems the most effective proportion in this case.

CAPITAL AND RUNNING CHARGES OF NEW PLANT.

Mr. Haworth asked as to the capital and running
charges of an entirely new plant.

The following is what I regard a,s a fair estimate,
based upon pre-war prices, of an installation such as
is illustrated in the drawing appended to the paper,
for treating two million gallons of dry-weather flow
sewage per day with a six-hours’ aeration period and
three hours’ settlement. The estimate covers the cost
of the plant from the discharge of the sewage into the
aeration tank to the exit of the purified effluent from
the settling tank, and the working expenses for the
operations. It does not include what may be neces¬
sary for dealing with the sludge, the cost of which,
however, may reasonably be expected to be covered
by its value as a fertiliser. The figures take no ac¬
count of royalties, as to which I have no information.
Any excess of post-war over pre-war prices would
operate in favour of the new process, at any rate for
new works, owing to the reduced capital outlay
involved *+

CAPITAL EXPENDITURE.
Cost of aeration and settling tanks, in¬
cluding diffusers, . air-pipes, valves,
electric motors and compressor in dupli¬
cate, syphons, sludge lifts, engineering
expenses, and other necessary details...
Air compressor house
Land, two acres

£ s. d.

9,000 0 0
300 0 0
200 0 0

£9,600 0 0

ANNUAL EXPENDITURE.

Interest and repayment of capital, £9,500

at 6£ per cent

617

Electricity at £d. per unit. Two million
gallons per day d.w.f. equals 730 million

gallons per annum at 11s. per million...

401

Labour attending to compressor and tank
three men (one man per shift) at 35s.

per week ...

273

Oil, sundries and insurance

100

£1,392

. 0

If, as Mr. Haworth and Mr. Ardern think, and which
my own observations confirm, that four hours’ aera¬
tion will yield a satisfactory effluent, then the esti¬
mate would be approximately the following:

CAPITAL EXPENDITURE.

Aeration and settling tank, &c., as before,
but reduced capacity of the former
Air compressor house
Land...

ANNUAL EXPENDITURE.

Interest and redemption of capital, £7,000
at per cent

Electricity at £d. per unit, two million
gallons per dayd.w.f. equals 730million
per annum, at 7s. 4d. per million

Labour as before ...

Oil, &c,, as before, but reduced ...

£ s. d.

7,000

300

200

£7,500

455

267

273

£1,075 0 0

If it should be considered necessary to keep an
empty tank fully equipped as a stand-by, then, ap¬
proximately, £9,000 should be added to the capital
outlay in the former case and £7,000 in the latter.

Mr. Makepeace raised some interesting questions.
The -screens through which the sewage passes before
entering the tank are cubical in form, have a mesh
of If in. by f in., and a total available area of 150
sq. ft. The detritus well (which is also the pump well)
is 20 ft. diameter for a depth of 50 ft. and 14 ft.
diameter for a further depth of 34 0, and has a conical¬
shaped bottom with a 60 deg. slope. The depth of
liquid in the well is usually about 63 ft. The sewage
enters the well at 12 ft. 6 in. from the bottom and
18 ft. 6 in. below the suction pipe to the pumps. By
this arrangement the mineral and organic matters
tend immediately to separate, the former descending
and the latter rising with the current to the pump
suction. Both the screening and settlement of detritus
are efficient. The detritus is removed from the well
by an air-lift.

DESIGN OF AERATION TANK.

With regard to the suggested new design for the
aeration tank, Mr. Makepeace expressed the fear that
such a velocity of flow could not be obtained along
the floor of the tank as would ensure the absence of
stagnation of sludge thereon.

I think that upon reflection he will agree that any
velocity which may be required for all practical pur¬
poses can be attained if only sufficient air is pumped
into the liquid. I do not doubt that the quantity I
have assumed in the paper will give the required
velocity easily. If the detritus is efficiently removed
a velocity of 1 ft. per second seems ample to keep the
solids in suspension.

Mr. Makepeace, curiously .enough, afterwards gave
expression to the opposite fear — viz., that the liquid
as it passed through the pipes from the aeration to
the settling tank would acquire such a velocity as to
prevent the sludge settling on the floor till it had
bombarded the wall on the opposite side and re¬
bounded to the middle of the tank. The velocity of
entrance for a given quantity passing simply depends
upon and is inversely proportional to the total sec¬
tional area of the pipes through which it is trans¬
mitted. Hence a motion as slow as may be desired
can be acquired by merely increasing the area of the
apertures.

In the design described in the paper the area was

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

rixed for a speed of 6 in. per second for the normal
flow.

Such a movement would probably be practically de¬
stroyed by the time it reached the opposite wall. Such
a gradually diminishing speed from one side of the
tank to the other has the advantage of depositing the
sludge more or less evenly over the entire width of the
floor, and of preventing the ridges and furrows feared
by Mr. Makepeace.

As to variation of flow, there has been practically
none during the experiment, as a portion only of the
total quantity of the city sewage was being treated.
The variation has been one of quality rather than
quantity.

TRAVELLING SYPHONS.

Mr. Makepeace prefers the principle of the Dort¬
mund tank to the travelling syphon. The success of
this, as of most principles, depends upon the method
of its application. The principle was adopted in the
original alterations made by Messrs. Jones & Att-
wood, and hopelessly failed because of the insuffi¬
ciency of the angle of slope. These were afterwards
increased, and now Mr. Ardern is of opinion that the
absence of nitric nitrogen in the effluent is due to the
Dortmund principle, as it is now applied to the tank
in use, failing to convey all the sludge to the sludge-
lifts for removal, and as a consequence becoming
putrid. There is other evidence that Mr. Ardern’s
suspicion is well founded. It was precisely this
danger that convinced me that nothing less than the
actual scraping of every inch of the floor surface
should be relied upon for the removal of the sludge.
Hence the travelling syphons and scrapers.

The dotted lines shown upon the drawing of the,
settling tank is an alternative arrangement of the
moving syphons travelling to and fro parallel to the
direction of the moving liquid, instead of at right
angles to it. I think this preferable.

For schemes of important magnitude I think it
will be found that the syphon, with its scrapers, is,
for this process, from every point of view to be pre¬
ferred to the Dortmund tank, as well as being British.
The disturbance*®!' the solids mentioned by Mr. Make¬
peace is purely local, and takes place at a spot near
the floor where a downward current is being produced
by the suction of the syphons, and does not affect the
surface movement at the overflow weir.

In reply to Mr. Mellin, the amount of grease con¬
tained in the Worcester setvage has not, so far, been
great enough to give trouble.

CORRESPONDENCE.

Ely avrjp ov iravff opa

( One man does not see everything.)

—Euripides.

HOUSE REFUSE.

To the Editor of The Surveyor.

Sir, — Since I opened the discussion a short time
since at the Royal Sanitary Institute on the collection
and disposal of house refuse, it has occurred to me
that by adopting the bag receptacle advocated by
Mr. R. Brown, of Southall, in conjunction with crates
and motor haulage, a method, of collection could be
devised which would be far more sanitary and less
expensive than any now in use, whilst it would reduce
to a minimum the time lost in loading, which mili¬
tates against the use of motor haulage.

I suggest that at a convenient position, both for the
housewife and dust collector, four posts be driven into
the ground, with a hook_attached to each, to carry an
endless lanyard passed through eyes placed, so as to
keep the bag open for the reception of refuse. The'
posts would carry a corrugated roof in order to keep
the bag and its contents dry.

When the collector calls, he would bring a clean bag
to replace the bag with its contents which he removed.
One visit to the house would suffice, whereas he now
has to remove the pail which he empties into the dust¬
cart and returns to the house. The bags containing
the refuse would be placed in a crate carried on a hand
truck. When the crate is full it would be placed on
the edge of the footpath for the motor lorry to pick
up. An empty crate would then be placed on the
hand-truck to receive its load Of bags of refuse. The
crates should be of the dimensions that best take the
bags and the body of the motor lorry of the dimensions
that best take the crates, which could be loaded in
tiers one on top of another.

Bags have many advantages. They prevent the

house refuse being blown about, whilst they take up
a minimum space. A motor lorry to carry standard
crates can be built far lighter than the lorries now
used, as there is no need for the body to tip. On
arriving at the depot or destructor, the load might be
withdrawn from the lorry in one operation by means
of drawboards.

If the bags were emptied by mechanical means
little time would be lost in emptying. Although not
strictly a question of house refuse, owing to power
plants being unable to obtain the fuel suitable for
mechanical stokers, a large amount of unburnt slack
now passes through the fire-bars which can be
separated from the clinker by screening. Slack thus
obtained may be made into blocks by an addition of
tar, and produces a fuel that would be most valuable
now that coal is so dear. — Yours, &c.,

G. H. Cooper, m.inst.c.e..

Borough Engineer and Surveyor, Wimbledon.

July 25, 1917.

DR. BARWISE AND CONSULTING ENGINEERS.

To the Editor of The Surveyor.

Sir, — Dr. iS. Barwise, in his' presidential address to
the Association of Managers • of Sewage Disposal
Works (see report. The [Surveyor, July 13th last),
comments upon the system of paying engineers by
commission as a percentage on the cost of works.
He says, vide report — “ I regard it as unreasonable to
expect a man to sit up all night to take money out of
his own pocket; and if an engineer does burn the
midnight oil to see if he can reduce the cost of a
scheme, if he is paid by commission he gets less
money for the extra work put in.”

Is it in accordance with the ethics of the medical
profession to allow patients to enjoy ill-health longer
than necessary in order to get in more “ visits,” or to
take no trouble in diagnosing a case P

There are, I suppose, a few honourable civil engi¬
neers in Westminster, unconnected with trade in¬
terests, who do occasionally burn a little midnight
oil — even in war-time — in the endeavour to get out
schemes on economic and also on efficient lines.

If Dr. Barwise is such an authority on sewage treat¬
ment, how is it that one reads in his address — “ There
are many sewage works in my county [ and therefore
presumably under his jurisdiction ] which are inefficient,
to which the activation of the sludge would make the
difference between success and failure ” ? — Yours," &c..

Civil Engineer.

Westminster, S.W. 1.

July 19, 1917.

To the Editor of The (Surveyor.

Sir, — I have often felt myself that the system of
payment of consulting engineers by a percentage on
actual cost of works is open to misconception. With¬
out offering any opinion on Dr. Barwise’s statements,
may I .suggest that it would be better to calculate per¬
centages upon the amount of the accepted contract,
based upon a schedule prepared from the estimated
quantities and contract -rates, or the accepted lump
sum tendered on the estimated quantities — this fee
to be the consulting engineer’s fee, no matter by what
amount the tendered total sum is exceeded or reduced
in actual construction P It is quite easy to check esti¬
mates, and arrive at a correct fee, and the consulting
engineer, having completed his duties for this sum,
can take it in the full knowledge that -nobody- will
sling professional ink or throw human mud at him,
and in the full satisfaction that his remuneration has
not been a “ gamble.” — Yours, &c..

Another M.Inst.C.E.

July 22, 1917.

Liverpool Housing Scheme _ The Liverpool Housing

Committee report that they have now under control
2,894 tenements. The gross rental for the year was
£28,782 odd, the loss upon this amount through empties
being £203 and through bad debts £128. The amount
actually collected was £28.741, or 100'24 per cent of the
rents accrued during the year. Total payments for
rates and taxes, maintenance, and management
amount to £14,690. Up to the end of December the
total cost of demolition was £303,396, whereas the
amount expended on housing was £909,688. The total
cost of housing and demolition, therefore, amounts to
£1,213,084, of which sum there is a balance still owing
of £731,751.

July 27, 1917.

AND COUNTY ENGINEER.

Against the Compulsory Adoption of the Metric

System.*

By H. CUNLIFFE, Smethwick.

The use of metric weights and measures has been
permissive in the United States of America since the
year 1866, but its complete adoption is as far off to¬
day as ever. Indeed, tire stoutest opponents of metric
measures and the most enthusiastic defenders of
British units are to be found across the Atlantic
Ocean. No country has accepted the metric system
without compulsion; and if compulsion is to be ap¬
plied in this country, let it be by the demand, not of
scientists, educationists, or special pleaders, but by
users of weights and measures in trade : manufac¬
turers, merchants and retail traders. Up to the pre¬
sent the, opinions of these latter have not been fully
canvassed. In no official inquiry has the attitude of
retail traders received consideration. The textile and
engineering trades have been given but scant atten¬
tion, and the shipping industry has remained un¬
heard. To accept the compulsory adoption of the
metric system at the present stage of investigation,
and before we have estimated all the consequences
of such a revolution in trade methods, involves the
suppression of individual judgment.

While in this country we have practical uniformity,
there is no metric country which can make this boast.
On April 11, 1906, the French Minister of Commerce
addressed a circular letter to the Chambers of Com¬
merce in France, complaining that, despite the efforts
of the inspectors of weights and measures in seizing
illegal standards, weights and measures forbidden by
the law of July 4, 1837, continue in use. In reply to
this circular the Chamber of Commerce of Amiens
said that “ in view of the customs adopted by certain
traders, it seems difficult, if not impossible, to arrive
at a complete suppression, of the actual conditions;
that, moreover, such a radical and immediate sup¬
pression would cause profound disturbance in many
industries, notably textile manufacturing.” This
condition of affairs in France existed after 112 years
of effort and seventy years of compulsory law.

In considering the suitability of our

ENGLISH WEIGHTS AND MEASURES

for trade purposes, it will be more convenient to do
so in conjunction with the propositions put forward
by what one may call the official metric advocates.
They say : “ The immediate effects of metric legisla¬
tion are strictly confined to transactions where
materials and food are sold by length or weights— i.e.,
at a price per yard or per pound — because the law
does not touch any other transactions.” That is, in
the first process of enforcement they would apply it
to retail trade — the internal trade of the country. Yet
anyone who has taken note of the present controversy
will have observed that most of the arguments em¬
ployed for the advancement of this proposition bear
no relation to the internal trade of the country, but
rather, the advancement of our foreign trade, which
is a matter solely affecting manufacturers and mer¬
chants. But in regard to manufacturers, the proposed
Metric Bill of the Associated Chambers of Commerce
provides “ that nothing in this Act shall affect the
manufacture or use of any machinery, tool, pattern,
sieve, template or other article made by measures
other than metric measures.” No time limit is placed
on this proviso,’ and the manufacture as well as the
use of machinery and tools on the basis of the English
foot and inch might go on indefinitely. What is the
motive behind these proposals ? It is common know¬
ledge that, although the metric system has been per¬
missive for the past twenty years, it makes little head¬
way with those dealing with metric countries, and
none with those who do not.

In face of the failure of the metric system to win its
way without compulsion, in face of the indifference
if not the hostility of manufacturers whose factories
have been working at full pressure despite the pre¬
sumed drawbacks-of our British system of weights and
measures, and who, therefore, have not felt the com¬
pelling force of declining dividends, what do the metric
advocates propose ? They propose that the metric
system shall be forced into the homes of the British
people in the hope, as they express it, that in the
process of twenty years it will “ creep into the work¬

* From a paper read before the annual meeting of the
Incorporated Society of Inspectors of Weights and Measures.

shop and factory.” If the metric system is really as
essential to our prosperity as these people assert,
would such proposals, be necessary? But let us assume
for the moment they were given legislative sanction ;
how would they work out ? We should have iron and
steel bars of standard inch sections sold by weight
according to the kilogram, and textiles manufactured
on the basis of the yard and pound sold over the
counter according to the metre. Manufacturers would
buy their materials by one .system, and make them up
into finished articles by another. Such a mixture of
units may be good enough for Mexico, where these
things happen, but it is not good enough for Great
Britain.

For scientific purposes, at any rate, for what may
be called theoretical as distinct from applied science,
the use of the metric system is preferred because of
the interrelation and co-relation of its units, and no
one suggests that the scientist should change his prac¬
tice. But because the metric system is

CONVENIENT FOR THE SCIENTIST,

it, does not follow that it is, therefore, suitable for
every other purpose. The interrelation and co-rela¬
tion of units is not required for the ordinary purposes
of life, , and is not essential to the work of manufac¬
ture. In ordinary affairs each man uses the unit most
suitable to his work. As was pointed out by the
Standards Commission, the surveyor adopts the chain,
the draper the yard, the carpenter the foot, and the
engineer the inch, and the fact that each man’s unit
is not decimally related to the other man’s unit is -a
matter of profound indifference.

Another claim put forward on behalf of the metric
system is its so-called international character. It is
only partially international, and can make no real
claim to being so, so long as the yard bars the path
of the metre. Even in those countries which are
reckoned as “ metric,” many of them are only metric
in name, the system being, used by the Government,
but, as the Board of Trade has pointed out, not exclu¬
sively by the ordinary people. Moreover, in countries'
where the system is in force the French nomenclature
is not always followed. International weights and
measures would undoubtedly be convenient, even as
a common language throughout the world would facili¬
tate intercourse between the people of different coun¬
tries. But at the present moment there is no
common language, neither is there a common cur¬
rency, and the absence of an international system of
weights and measures, is but one of the difficulties of
trade relations between foreign peoples. These are
conditions which appear to call for the exercise of
ordinary commercial enterprise on the part of indivi¬
dual manufacturers and merchants, rather than the
institution of weights and measures conditions in this
country which would create a great disturbance.

Tlie cost of this disturbance has been Variously esti¬
mated at from two to forty million pounds sterling. It
is not possible to submit an accurate estimate in
money, but it is quite easy to indicate what the chgnge
means in material objects. All existing weights and
measures would have to be replaced. All weighing
instruments, other than equal-armed machines, would
have to be reconstructed. All gas meters, measuring
by the cubic foot, water meters by the gallon, and taxi¬
meters by the mile and the penny, would either have
to be reconstructed or replaced. Then in so far as
changes dependent upon our measures of length are
concerned, although in many cases not affected by the
terms of the Weights and Measures Acts, they ought
to be taken into account, because so soon as the metric
system became compulsory an agitation would com¬
mence to accelerate the “ creeping ” process into the
workshops and factories. The outcome of such an
agitation would either stultify the metric system or
alternatively effect enormous and costly changes in
existing machines, rolling stocks, tools and other ac¬
cessories in which at the present moment the inch and
the foot are indelibly impressed. It would also affect
measurements of land, the Ordnance Survey, and the
measurements expressed in title deeds.

In the world of engineering, what seems to me to
offer the

GREATEST OBSTACLE TO CHANGE

is the monumental work of the Engineering Standards

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Committee. This committee consists of a large num¬
ber of eminent engineers and scientists and is sup¬
ported by the Institution of Civil Engineers, the In¬
stitution of Mechanical Engineers, the Institution of
Naval Architects, the Iron and Steel Institute, and
the Institution of Electrical Engineers. Since the
month of April, 1904, when its first report was issued
— almost at the very moment when the House of Lords
Select Committee was considering its pro-metric report
—until the present time, seventy-seven reports have
been issued. In this huge pile of folio volumes are
contained thousands of standard measurements made
for all kinds of metal working trades, and at the re¬
quest of the trades concerned. The material point for
the purposes of this discussion consists in the fact
that all these standard measurements are fixed on
the basis of the British inch, .with the almost negli¬
gible exception of standards for some electrical and
automobile parts, also the British Association screw
threads, which are stated in millimetres. No one, 1
.imagine, would suggest that this valuable work should
be destroyed. To transpose the committee’s stan¬
dard measurements into metric equivalents is imprac¬
ticable, while, on the other hand, to continue them
after the metric system had become compulsory and
the inch illegal would merely create confusion.

But the metric advocates assert there are metric
countries who have faced all these difficulties and
have experienced none of the woes which we predict.
But is it true that they have encountered the difficul¬
ties which await us? Consider the principal European
metric countries. In the first place, in none of these
countries — indeed, in no instances — did the metric
system displace a uniform system of weights and
measures such as we enjoy. In every case up to the
present the metric system has displaced diverse units,
or units possessing different values. In each country
the displaced standards possessed merely a parochial
importance, whereas British weights and measures
are known throughout the world.

Eor me to suggest that British weights and measures
are perfect in every respect would be mere affectation,
but at the present point in- time, whatever weights and
measures reform is recommended, it should be the
outcome of a joint commission of all the English-
speaking nations, as was suggested in the engineering
section of the British Association last year. British
weights and measures at the moment supply the needs
of the English-speaking peoples of the world, and their
reform, if any, should not be of a piecemeal character.
We should bear in mind that our Allies are not exclu¬
sively metric countries. America employs British
units, and Russia’s measure of length is commensur¬
able with the British foot. Until such a commission
had recommended an acceptable reform it were well
for us. to abide by the ills we know than to fly unto
others we wot not of.

LOCAL GOVERNMENT BOARD INQUIRIES.

The Editor invites the co-operation of Survbtor readers
with a view to making the information given under this
head as complete and accurate as possible.

APPLICATIONS FOR LOANS.

Baildon U.D.C. — £2,700 for permanent works and
street improvements.

Erith U.D.C. — £1,000 for the extension of an elec¬
tricity sub-station.

Southend T.C. — £4,150 for the purchase and elec¬
trical equipment of motor vehicles.

LOANS SANCTIONED.

Ulverston R.D.C. — £750 for the Flookburgh water
supply scheme.

Walthamstow U.D.C. — £16,387 for the extension of
the electricity station.

Housing in Scottish Burghs. — The Convention of
Royal Burghs is preparing a schedule regarding the
condition of housing in Scottish burghs and the effect
on public health and infantile life.

Bermondsey’s Electric Lighting — Bermondsey’s elec¬
tricity accounts show a deficit of £7,024, and the
charges for power have been further increased by
20 per cent on the pre-war rate, making 50 per cent
in all.

Water Charges in London.— Regarding the deficiency
of the Metropolitan Water Board, a report presented
at the board expressed the view that it is inexpedient
to seek legislation to increase the charges for water
because of the disinclination of Parliament to deal
with contentious matters.

HUMIC— AN IMPORTANT AGRICULTURAL
DISCOVERY.

In these days when the introduction of motor trans¬
port has so greatly reduced the output of stable
manure, and, owing to the state of war, the importa¬
tion of fertilisers has almost entirely ceased, any news
of a new manure is sure to be welcomed by farmers
and agriculturists in general as a great boon.

Captain Furse, the inventor of the system of crush¬
ing house refuse into manure by means of the Patent
Lightning Crusher, has now gone one better. He has
discovered a process of bacterising town refuse, thus
greatly improving both the appearance and the fer¬
tilising properties of town refuse manure.

We have been shown a sample of this new fertiliser,
which the inventor has called “ Humic,” and which
is a very fine black powder, soft to the touch, and
quite odourless: that is, so far as any disagreeable
odour is concerned. It has a slight, pleasant smell
that at once identifies it with humus. For this is
what the action of these bacteria amounts to: they
actually transform the refuse into humus.

Its plant food value appears to be quite high, for a
chemical analysis from the Laboratory of the Agricul¬
tural College of Holmes Chapel, dated May 4th last,
gives the following percentage of plant foods:

Nitrogen (about) . 3 per cent

Phosphoric acid (about) . 3 per cent

Potash (about) . 3J per cent

Tests are being made with different crops; but a
test made with a primitive sample of bacterised refuse
manure has already shown an increase of over 70 per
cent in the height and bulk of oats.

We understand that the sample shown to us is by
no means the limit of perfection to be attained, as
both by a little more drying and certain slight modi¬
fications in the process of manufacture a much supe¬
rior article can be obtained. The results already
secured are, however, sufficiently satisfactory.

What gives a national importance in these days to
this discovery is the practically inexhaustible supply
of the crude material to be found entirely in our own
country, for nothing but town refuse is used in this
manure.

SOME REGENT PUBLICATIONS.*

Treatise on Hydraulics. By Mansfield Merriman,
member of the American Society of Civil En¬
gineers. Tenth Edition, revised with the assist¬
ance of Thaddeus Merriman, member of the
Society of Civil Engineers. Price 18s. 6d. nett.
New York: John Wiley & Sons; London: Chap¬
man & Hall, Limited.

This valuable and standard work on hydraulics has
now reached its tenth edition. It is so well known to
all water engineers as to need little fresh recommenda¬
tion. In the new edition over forty pages have been
re-written and other minor changes have been made
in order to keep the book abreast of modern progress,
and it is undoubtedly on such matters as those dealt
with in the new edition that engineers need informa¬
tion. No greater mistake can be made than to place
unhesitating reliance upon books which contained the
best available information when they were written,
but which in the course of years have become obsolete
on many points owing to fresh discoveries and to
general progress.

It is impossible to summarise the many small
matters dealt with in order to bring this book up to
date, and some of the smaller emendations are un¬
doubtedly the most valuable. The new articles treat
of proportional weirs, of Biel’s formula, and of the
back water due to bridge piers. Horton’s extended
table of the values of Kutter’s is given, and also new
coefficients for riveted steel pipes. In dealing with
the velocities in open channels, the authors have given
new matter regarding the vertical and horizontal
curves. The article on water hammer and surge tanks
has been re-written. The articles dealing with tur¬
bines have been revised so as to include modem tur¬
bines and the methods for their discussion, while a
new article has been written on hydraulic machinery.

* Any of the publications reviewed, or referred to as
received, will be forwarded by the St. Bride’s Press, Limited,
on receipt of published price, plus postage in the case of
nett books.

July 27, 1917.

AND COUNTY ENGINEER.

Municipal Work In Progress and Projected.

The Editor invites the co-operation of Surveyor readers with a view to makina the information given under this

head' os complete and accurate as possible.

BUILDINGS.

Halifax T.C. — A site has been purchased at Copley
for a new electricity station.

Omagh R.D.C. — Tho council have voted £200 for the
repair of the old bridge over the river Omenkillow.

Poplar B.C. — It is proposed to build new electricity
sub-buildings in High-street at an estimated cost of
£4_,200. The work "will be done by the borough sur¬
veyor, Mr. Harley Heckford, by direct labour.

Woolwich B.C. —The borough council have autho¬
rised the erection of a small building in the yard of
the town hall for a water-softening plant in connec¬
tion with the public baths. The water-softening plant
will be supplied by the Harris Patent Feed Water
.Filter, Limited, Neweastle-on-Tyne, at a cost of £687.

HOUSING AND TOWN PLANNING.

Dodworth (Yorks) U.D.C. — The council have ap¬
proved the preparation of a scheme for the erection
of fifty working-class houses.

Elland U.D.C. — Mr. Carby Hall, of Leeds, has re¬
ceived instructions to prepare a town-planning scheme
to include all the available building land in the
western part of the town.

M exborough U.D.C. — The council are submitting to
the Local Government Board the particulars of a pro¬
posed housing scheme near Hallgate, with a request
for information as to what assistance will be given
by the Government. The suggestion is to purchase
five acres of land and erect eighty-five five-roomed
houses at an approximate cost of £18,000, with an
allowance of 33 per cent for the enhanced cost of
building expected to rule after the war.

MOTOR TRANSPORT.

Aldershot U.D.C, — A deputation has been appointed
to press upon the Local Government Board the urgency
of sanctioning a loan of £1,000 for the purchase of a
motor fire engine.

Blyth U.D.C . — The surveyor, Mr. L. Leeper, lias
been asked to report upon the advisability of pur¬
chasing a motor fire engine.

Bolton T.C. — It is proposed to purchase an electric
vehicle for the electricity department.

Great Crosby U.D.C. — The urban council have had
an old Napier chassis, which had been used previously
for touring, converted into a motor fire tender and
escape, and the vehicle is giving every satisfaction.

Hindley U.D.C . — The council have accepted the
tender- of the Gordon Motor Carriage Works, Bolton, -
for the supply of a Maxwell chassis and an ambulance
van body.

REFUSE COLLECTION AND DISPOSAL.

Haywards Heath U.D.C. — The council at their last
meeting rescinded an order of the Sanitary Com¬
mittee not to collect the refuse from houses in certain
roads. The decision not to collect was made on the
grounds of economy, and it was argued that, as the
houses. had large gardens attached, the tenants could
dispose of the refuse by burning it and digging it in.
It was stated, however, that the residents had
threatened legal proceedings against the council for
neglect of duty.

Liverpool T.C. — It was reported that the waste
paper scheme continues to make satisfactory pro¬
gress. The financial statement shows that about
£1,000 profit for charities had been realised, or about
30 per cent on the outlay.

ROADS AND MATERIALS.

Andover R.D.C. — Tt has been agreed to carry out
repairs to the S hod desden-road, at an estimated cost
of £684.

Athy U.D.C. — The county surveyor, Mr. Rorke, re¬
ported that he was making a provisional proposal to
steam-roll the road which had been subject to much

damage by the carriage of materials for the construc¬
tion of the Wolfhill Colliery railway. His estimate
of the cost of steam-rolling was £1,420. The council
decided to apply to the Government for a grant to
carry out the work.

Bridgwater R.D.C. — Owing to damage caused by
floods, it has been agreed to carry out extensive re¬
pairs on Andersea-road, Westonzoyland, including
piling and widening works.

Brighton T.C. —The’ Works Committee report on the
question of the maintenance and reconstruction of
the surface of the King’s-road Tarmac, and submit a
statement which they have received from the borough
surveyor, Mr. H. Tillstone, and an offer from Tarmac,
Limited. The borough surveyor calls attention to the
fact that the estimated cost of the original work,
including the consequential alterations to kerbs,
channels, &c., was £8,816, and a loan of that amount
repayable in seven years was . borrowed, which loan
lias now been wholly repaid. The contract with the
Tarmac Company, including seven years’ mainten¬
ance. was for £7,043, but in addition to the work
included in the contract the council decided to lay
Tarmac along the Madeira-drive frontage of the
Aquarium at a cost, including alterations to kerbs,
channels, &c., of £650. Subject to the approval of the
council, the borough surveyor recommends that the
terms set out in a letter from the Tarmac Company
be agreed to and the order given for the work to
be commenced at once, so that it may be completed
before the winter. The proposed terms include the
laying of new material to a minimum thickness of
three inches in consolidated thickness, in accordance
with the company’s standard specification, and the
maintenance of the work for three years.

Eastbourne R.D.C. — Negotiations are in progress
for the improvement of the dangerous corner between
Eastbon roe-road and Wannock-road.

Hereford C.C.— A scheme has been adopted for
widening part of Holme Lacy-road, at an estimated
y cost of £2,600, towards which the Road Board will
contribute £1,500.

Mildenhall R.D.C. — The acting county surveyor has
been asked to make an inspection of the road from
the Elvedon cross roads to West Stow boundary, with a
view to making a claim upon the Road Board for the
cost of the repairs.

Northfleet U.D.C. — It is proposed to purchase 5,000
English elm blocks for the repair of the wood paving
in High-street, at a cost of £12 15s. per 1,000.

North Riding (Yorks) C.C. — The Highways and
Bridges Committee report that the Road Board are
making a new road, 1 j, miles long, between the Rich¬
mond and Scotton-road to Richmond Station, with a
new bridge over Sandbeck, to avoid the present diffi¬
cult hilly and tortuous road via, Molly Hill. It has
been decided to declare the road, when completed to
the. satisfaction of the council, a main road and the
bridge a county bridge. The committee have also re¬
solved to spend £3,583 in tarring about 40 miles of
main road, and to accept an offer by the Road Board
to contribute £1,000 to the cost. An offer of the
Road Board to pay £2,000 towards an estimated cost
of £13,007 for strengthening and resurfacing various
sections of road has been accepted.

Omagh R.D.C. — The county surveyor, Mr. F. J.
Lvnam, reported that for nearly one hundred roads in
their district there were no contractors at present.
This state of affairs was due to the small prices
offered. If they were to keep their roads in passable
condition for the next few years under their contract
system they must increase their prices. If he was
sure of having certain groups of roads left in his
hands for a period of three years he would be in a
far better position of- getting together a. permanent
staff for the proper carrying out of the work. The
council approved of the report.

Perthshire C.C. — The Western District Committee
have resolved to incur an outlay of £1,751 on tar¬
spraying main roads.

Ruskington U.D.C. — Tho Road Board, having made
a grant of £130 towards the estimated cost (£320) for
repairing Westcliff-road, have now written that they
cannot see their way to increase the amount.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

Whitchurch (Salop) R.D.C. — The council have re¬
ceived a grant of £228 from the Road Board towards
the cost of the improvement of roads at Frees Heath.

Woolwich B.C. — -The borough engineer, Mr. J. Sut¬
cliffe, has been authorised to carry out the work of
making up a portion of Bostall Manorway, at an esti¬
mated cost of £486, in the event, of his being requested
by the Road Board to do so.

SEWERAGE AND SEWACE DISPOSAL.

Berkhamsted R.D.C. — The Joint Sewerage Com¬
mittee are asking for tenders for the enlargement of
the sewage disposal works.

Burry Port U.D.C. — In connection with the scheme
for the immediate erection of 300 houses, which has
received the sanction of the Treasury, the council re¬
cently held a special meeting to consider the question
of drainage.

Huddersfield T.C. — The West Riding Rivers Board
are urging upon the corporation the necessity for the
extension of the sewage disposal works, in view of the
great increase both of trade refuse and domestic
sewage due to the erection of new works.

WATER, GAS, AND ELECTRICITY.

Bexhill T.C. — Th e accounts of the electricity under¬
taking for the year ended March 31st last show a
surplus of £587. It. has been decided to order one
hundred 50-candle-power lamps.

Brighton T.C. — The Lighting Committee recommend
a further increase of the charges for electricity,
including a 10 per cent rise to all consumers other
than power users. The Waterworks Committee report
that for the first time in the history of the water
undertaking the year’s working has resulted in a
deficiency of £2,557, which, after deducting a balance
of £642 brought forward from last year, leaves a
deficiency of £1,914 to be provided for.

Cardiff T.C. — The Electricity Committee recommend
the city council to apply to the Local Government
Board for a loan of £6,000 for the extension of the
electricity main to the Windsor slipway.

Huddersfield T.C.—1 The town council have resolved
to apply for Parliamentary powers to supply elec¬
tricity to Kirltheaton, Marsden, Meltham, Kirk-
burton, and Lepton.

Nuneaton T.C. — It was reported that negotiations
were pending with the Leicester Corporation in refer¬
ence to providing for the water supply of the town.

Oldham T.C.— It was reported that the ne^t profit
on last year’s working of the water undertaking was
£3,924. The increased charge fcfr income' tax was
stated to be £6,000.

Sunderland T.C. — It has been decided to. increase
by 10 per cent the tariff for electricity to all ordinary
lighting and small power consumers and for high
tension supplies to new customers, and to existing
consumers upon the expiration of their present
agreement.

West Bromwich T.C. — The Gas Committee report
that the nett profit of the gas undertaking last year
was £3,011. On the electricity undertaking there
was a nett loss of £4,696. The committee recommend
further increases in the price of electricity, both for
lighting and motive power purposes.

MISCELLANEOUS.

Woolwich B.C. — In renewing the contract for the
Supply of horse-hire to the North Woolwich district
the borough council have agreed to grant the con¬
tractor an increase of Is. per day on his prices.

Derby’s Motor Ambulance. — A motor ambulance
which has been provided for use in Derby was formally
presented to the corporation on Wednesday. The
vehicle is fitted with three stretchers, and another can
be added in an emergency. The ambulance is to be
free in accident cases and for poor people, a charge
being made for other private use.

Miners and Housing Problem. — At the Miners’
Federation Conference at Glasgow on Wednesday a
long discussion took place on housing, and a resolu¬
tion was adopted asking the executive to approach the
Government, urging that immediate steps should be
taken, making it imperative that local authorities
should carry out suitable schemes. It was suggested
that from 50 to 100 millions was wanted to embark
upon a successful scheme.

PERSONAL.

Mr. E. H. Padfield, surveyor and inspector to the
Wells, Somerset, Rural District Council, lias resigned.

Mr. C. O. Rawstron, surveyor to the Lichfield Rural
District Council, has been appointed surveyor and
sanitary engineer to the Rotherham Rural District
Council.

Mr. Walter H. Whitaker, sanitary surveyor to the
Kingsbridge Rural District. Council, has been ap¬
pointed surveyor, inspector,’ and waterworks engineer
to the Torpoint Urban District Council.

Mr. IT. Bintcliffe, inspector of nuisances for Lough¬
borough, will, with the consent of the town council,
act as temporary part-time surveyor and inspector of
nuisances to the Leake Rural District Council.

Lieut. P. G. Cocks, surveyor to the St. Helens (Isle
of Wight) Urban District Council, has received the
congratulations of the council upon having been
awarded the Military Gross for special gallantry on
patrol work in the trenches-

Mr. C. T. Fulcher, acting borough surveyor of Shore¬
ditch, has been appointed by the borough council dis¬
trict coal overseer, to represent the consumer, in ac¬
cordance with an Order made by the Board of Trade
under the Defence of the Realm Regulations.

Mr. E. Jones, surveyor of highways to the Lam¬
peter Rural District Council, has had a distressing
tragedy in his household. Returning from shooting
rabbits lie placed his gun in the kitchen. His son,
aged ten, took the gun, touched the trigger, and dis¬
charged the cartridge, which killed his brother, aged
two.

Captain J. D. Lapham, of the 10th Royal Scots,
now attached to the Royal Engineers, has been pro¬
moted Major, and more recently awarded the Military
Cross. Major Lapham, who in civil life is surveyor
to the Linlithgowshire County Council, is a son of
Mr. A. H. Lapham, surveyor, of Chippenham, and
held a commission at the outbreak of war. His two
younger brothers are also serving.

Corporal Edward Foster, of the Mayor’s Battalion,
East Surrey Regiment, who has won the Victoria
Cross, was from the age of fourteen until the age of
twenty-three in the service of the Wandsworth
Borough Council at the Tooting destructor. He was
then transferred to the council's contractors for the
removal of house refuse, in which employment lie con¬
tinued until June, 1915, when he enlisted.

Mr. E. F. Farrington, who has been borough sur¬
veyor of Arundel for sixteen years, has resigned,
having accepted the position of surveyor to the Burgess
Hill Urban District Council. On Wednesday last the
Mayor of Arundel, at a town council meeting, referred
with regret to Mr. Farrington’s resignation, and said
he had carried out a number of important works very
successfully. The town council congratulated Mr.
Farrington on his appointment, and resolved that a
suitable appreciation of his services should be entered
upon the minutes.

Major W. H. Morgan, r.e., son of Mr. E. F. Morgan,
the borough roads surveyor and tramway engineer of
Croydon, - has been three times commended in
dispatches, and has now been awarded the d.s.o.
Major Morgan’s pre-war experience as constructive
engineer on the London tube railways has proved
especially valuable in the tunnelling work for explo¬
sive mines at the front. Three younger sons of Mr.
E. F. Morgan enlisted as privates at an early stage in
the war, two have been given commissions, while the
third, who was severely wounded, but has recovered,
has been appointed to a responsible post on the staff
of General Maybury, d.s.o.

OBITUARY.

Mr. John Adams, for many years surveyor and
inspector of nuisances to the Barmouth urban dis¬
trict, died recently, we regret to state.

Mr. Clanmorris Thompson, who was for many years
surveyor to the Uckfield Urban District Council, died,
we regret to state, on the 19th inst. He had been in
failing health for some time, and recently it became
necessary to amputate one of his legs.

KILLED IN ACTION.

Lieutenant H. Y. Maulkinson, surveyor to the
Mabelthorpe Urban District Council,- has, we regret
to state, died from wounds received in action,

July 27, 1917.

AND COUNTY ENGINEER.

The Object and Scope of the Institution of Municipal
and County Engineers’ Examination.*

By EDWARD WILLIS, Engineer and Surveyor to the Chiswick Urban District Council.

The object* of this paper will appeal to many mem¬
bers as one which may not lend itself to discussion.
At the same time the writer considers the improve¬
ment. of professional status aimed at by the provision
of such examinations is of the utmost importance to
students of the institution, and such improvement in
the “personnel ” of the profession we represent must
also apply equally to all classes of our members, and
thug directly become an advantage to the general
public.

Examinations of any kind are usually looked upon
from two different points of view — viz., first, there is
the man who openly says he lias no belief in the
utility of examinations; and, secondly, there is the en¬
gineer who realises that the examinations, if properly
conducted and supported, will in the course of time
tend to a vast improvement in the general character
and status of the institution.'

In the writer’s opinion there is little doubt of the
importance of systematic study and preparation
which generally results in passing a properly con¬
ducted examination in any profession, and whilst it
is of course possible for the principle of “ cramming ”
to be adopted in most cases, yet because the object
has not been obtained in the most efficient manner,
it is not justifiable to condemn it, even if the method
of arriving thereat may not -be satisfactory.

It may be considered that the learned professions,
such as the law, the bar, and the medical, have
clearly established, not only the necessity, but also
the advantages of a systematic education and training
followed by a test or examination, and it is upwards
of twenty years since the Institution of Civil En¬
gineers and the Surveyors’ Institution made an ex¬
amination qualification a sine qua non for associate
members.

Even the Royal Institute of British Architects re¬
cognise that an examination is practically a necessity
before election to associate membership, although
it has hitherto set its face against compulsory regis¬
tration of architects which, in the opinion of many,
should follow and practically close the profession.

PRACTICAL AND THEORETICAL KNOWLEDGE.

An opponent of examinations continually raises the .
cry, “ Give me a practical man in preference to a
theoretical one,” but this is not justified if the scope
of an examination embraces a sufficient amount of
practical experience.

Surely the engineer with both practical experience
and theoretical knowledge must be superior to one
who only has the former, since in all important works
some calcidations are needed to determine the dif¬
ferent lines upon which any scheme should be
framed. No one is more willing than the writer to
admit that a purely theoretical man with no know¬
ledge of practical work is often at first a serious han¬
dicap to his chief, and there is a tendency, it must be
admitted, for the young engineer fresh from college
to feel that he has stored up in his brain a vast
amount of real knowledge, whilst in his chief he
thinks lie can observe the entire absence of theory
which he lias been taught to regard as essential.

The practical knowledge, however, that is given by
years of experience will often serve to avoid the pitfalls
that can easily arise through slight errors in calcula¬
tions which may pass unnoticed by the theorist. As an
instance of this the writer had an assistant at one time
straight from an engineering college, and he gave him
instructions to design a small retaining wall for a
public convenience. After several hours of calcula¬
tion the design of the wall was submitted. It was
clearly wrong, and the assistant was accordingly in¬
structed to try again, but the next day an identical
design and a similar set of calculations were pro¬
duced. the assistant in question assuring the writer
that he would risk his reputation on its stability.
The writer then made rough calculations, proving to
the assistant the fallacy of his deductions, which,
upon a third revision, revealed a simple slip which
affected the whole problem.

This is a simple illustration, but others have pro-

* Paper presented at the annual meeting of the Institu¬
tion of Municipal and County Engineer's at Hastings.

babiy often occurred to most present, showing the
importance of practical over theoretical knowledge,
and il is only one of many that could be mentioned.

PRACTICAL EXAMINATIONS.

The Institution, of Municipal and County Engineers
has always endeavoured to make the scope of its ex¬
amination of a much more practical character than
probably any of the allied professions, except sur¬
gery, but even with -the precautions taken in past
years it is impossible entirely to eliminate the class
of student who relies principally upon the professional
coach.

It was upwards of three years ago that the board of
examiners decided to revise their syllabus, and one
of the particular features in such revision was the in¬
clusion -of a thoroughly practical examination. The
principal reason for this important provision was
that a number of candidates produced more or less
correctly written papers, having marvellous powers
of memorising formulae and various useful data, but
their ability in dealing with practical problems, or
in. coping with the difficulties that continually arise
in practice, proved abnormally deficient when leading
questions were at times given in the viva voce
examination.

There is little doubt that many of us owe the
greatest benefit to the viva voce examination of the
old days, since the most lenient examiner will seldom
allow a candidate to obtain a “ testamur ” should he
fail to show at least a rudimentary knowledge in the
real practice of his profession.

AGE OF CANDIDATES.

One of the most difficult questions to determine
and also one that appears to have exercised the minds
of examiners for some years, is the age at which a
candidate should be privileged to sit for the examina¬
tion.

It may be remembered that this used to be twenty-
two years, and the author is of opinion that this
should even be increased, but the majority of the board
felt that if an apt pupil really had the privilege of pass-
ing through all departments in an important urban dis¬
trict, county borough or city engineer’s office, and if
he made the most of such advantages, and was equally
quick and anxious to learn, it should be possible for
such a candidate to have obtained a good knowledge
of the profession sufficient to enable him to obtain a
“ testamur ” of the institution when he reached
twenty-one years of- age.

The author recognises such is possible, but he con¬
siders it exceptional, and he does not personally re¬
commend candidates to enter for the present examina¬
tion until twenty-two or twenty-three years of age.

REAL OBJECT OF THE EXAMINATIONS.

To revert to the title of this paper, the first point to
bp considered is the .object of the examinations.

This may be briefly dealt with under two headings:
(1) fictitious, (2) Real.

How can the object be fictitious? Surely many en¬
gineers present have met men whose sole object in
passing a public examination is to boast of their
attainments, to have a string of letters after their
names, and fo emphasise their own importance on
every occasion.

The author does not desire to deprive them of this
privilege, as there are times when it may be both
necessary or desirable to prove that 'various examina¬
tion tests have been successfully passed, and there
are still many persons — sometimes members of the
councils whom we serve— who are impressed by such
titles, but he does deprecate the use of such append¬
ages at all times and places to emphasise the alleged
importance of the individual concerned.

What then is the real object ?

This appears to be the natural climax of several
years of close study of the underlying principles and
practice of municipal engineering obtained under
either a system of pupilage, preceded by a full engi¬
neering college or technical training, or followed by n
similar but shorter course. There is. of course, the
alternative method which has been adopted by many—
viz., to be articled to an architect, quantity surveyor.

THE SURVEYOR AND MUNICIPAL

July 27, 1917.

or civil engineer, and subsequently, after training in
such profession, to enter that of municipal engineer¬
ing a.s a specialist assistant, and then aim at proving
one’s interest and ability to obtain such a grip of the
whole branch of municipal engineering as will entitle
such assistant to obtain the “ testamur.” The prin¬
cipal difference between these two methods of attain¬
ing the same object is that the former class more often
obtain the diploma at an earlier age.

The scope of the examinations can be best appre¬
ciated by carefully reading the detailed syllabus
issued by the institution, but a few suggestions may
be desirable in further amplification thereof.

It is customary in a university examination sylla¬
bus to 'set forth in outline the stage to be reached by
the examinee, and it is assumed to some extent that
all previous knowledge has been permanently
acquired, and needs no recapitulation, but questions
may be, and are often, asked upon more elementary
data.

HOW TO SUCCEED.

Here an essential difference is apparent, for the
ordinary sequence of practical knowledge in muni¬
cipal engineering is often unobtainable, and the
student who means to finish at “ the summit of his
profession ” must be prepared to cope with this dis¬
advantage. How and when should this be done ? The
writer’s advice is by tact, vigilance, courtesy, until¬
ing energy for work at all times, and by that golden
rule, “ doing to others as you would they should do
unto you.”

“ Tact and courtesy ” are invariably required from
the moment a man becomes a municipal officer until
he joins the “ great majority,” and if not possessed
it should be strenuously cultivated, as without it end¬
less opportunities of obtaining and storing informa¬
tion will be lost, since experience proves that much
may be imparted willingly by persons with whom we
daily come in contact.

“ Vigilance ” is essential to gain that knowledge
and experience which is often obtainable if we only
seek it wherever we may be engaged or travelling, and
at all times.

It is astonishing what a mass of knowledge can be
stored in the human brain, and can be subsequently
utilised if systematically memorised.

This requires the “ untiring energy ” at all times
if the store of information daily being acquired is to
be tabulated and docketed for future reference, and
it is largely due to application of the foregoing that
a man earns the title of “ being devoted to his pro¬
fession.”

The Golden Kule may not apparently be so necessary,
for essentially selfish people do often succeed in life;
but are they usually satisfied by their success ? Do
they themselves derive much pleasure or satisfaction
therefrom ? It is doubtful. But the engineer who
is always willing to help a colleague or a junior by
suggestion, advice, or experience, without fee or re¬
ward, learns often by thinking out others’ problems,
and even the necessary discussion or visits add to his
store of knowledge.

The writer has personally, experienced the truth of
these observations from both points of view, and he
still looks up with a kind of affectionate respect to
certain of the past presidents who were always willing
to help or explain away difficulties to him and other
junior members in the past, often no doubt at great
inconvenience to themselves, but never made ap¬
parent to those who wanted to get to the real bottom
of an engineering matter.

There is still one other point to be considered — viz.,
the scope of the practical examination. In glancing
over the syllabus it may seem very wide to the pupil
or assistant in a rural district engineer’s office — and
it is wide, and will become ever wider in the future,
as municipal engineering will not stand still. But
consider the doctor or surgeon. Who would like a
man to operate on him without some previous prac¬
tical experience as a rule? There must certainly be a
first operation, but it is usually -in the presence of
those who can prevent any trouble arising from a slip
or oversight.

Surely then the public health and administration of
a district which is largely in the hands of the engineer
and surveyor is an equally important matter, since
instead of one life it may mean thousands of lives, or
thousands of pounds if unnecessary mistakes are to
be made. Therefore read up, study, visit and inspect
every public institution one' can Sundays, weekdays,
and holidays, and if the principles enunciated are
adopted no one need fear the viva voce or practical
examinations.

COACHING.

The author does not entirely object to the system
of “coaching”; in fact, he is strongly in favour of
tile young man who has steadily worked through a
three or four years’ pupilage, and possibly a year’s
work as an assistant, taking some special course
of study prior to sitting for the institution ex¬
aminations But he is most strongly opposed to the
principle of a clerk or working artisan, who may have
become an excellent road foreman, taking a course
of six months with a coach and then presenting him¬
self for the institution examination, and he thinks
the old viva voce examination had some advantages
in eliminating the man who was solely “ crammed ”
from amongst those who really had a working expe¬
rience of the profession of a municipal engineer.

It is not the author’s desire or intention to suggest
any deserving or budding engineer should be pre¬
vented from sitting for the institution examination,
but it is only by practical experience in a large pro¬
portion of the duties of an engineer and the daily
routine work which necessarily falls upon him or his
staff, that a man, with a few possible exceptions,
becomes fitted for the duties of a similar post.

It ivas recently found by the examiners that even
with the viva voce examination candidates did
occasionally pass who had but little, if any, ex¬
perience in the use of the ordinary mathematical and
surveying instruments, and they also found that even
the viva voce examination, whilst it showed clearly
what a candidate did not know, sometimes did
not give such candidate an opportunity of showing
what he actually did know, or how he approached
practical' questions, presumably in the presence of his
employers — viz., committees and councillors.

It was, therefore, as previously stated, only last year,
after many months of very careful thought, that the
board of examiners decided to advise the council to in¬
stitute this practical examination in the work of the
municipal and county engineer, and if the syllabus is
read through thoughtfully it will be seen that a candi¬
date who obtains 60 per cent of the marks must have
some genuine knowledge of the practical side of his
profession.

A few notes and suggestions on this branch of the
examinations may be useful to future examinees.

SECTION A. — WORKS OF ADMINISTRATION.

The only way to obtain a proper knowledge of this
section is to never lose an opportunity of observing
building, engineering or road-making, materials and
appliances wherever or under whatever conditions
they can be seen.

Master them carefully, see whether you cannot im¬
prove upon them, note any weaknesses or defects that
occur to you, and think how those defects could be
remedied.

Consider how you would do the work, or what
materials you would use on each occasion, were you
responsible, and never neglect to make notes of any¬
thing upon which you think after careful considera¬
tion you might improve.

In addition, whenever new materials have been
utilised carefully observe the methods adopted in
working or using and the effect of weather, wear and
tear upon them.

By such procedure you will gradually acquire such
a store of knowledge that when you come before an
examiner you may perchance, in answering ques¬
tions, give him useful information.

Carefully make yourself fully conversant with all
methods of storekeeping and recording in any other
office with which you may be connected or in which
you have friends, and thus cultivate the greatest pos¬
sible experience, even though sometimes under the
least favourable conditions. .

When you go for a holiday utilise your spare
moments in such a way that observation becomes a
pleasant habit and loses its identity as professional
work.

SECTION B. — PUBLIC UTILITIES OR MUNICIPAL
UNDERTAKINGS.

It will be see

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Full text of "The Surveyor and municipal engineer Jan. 5, 1963 - June 29, 1968"

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