of the system, 4.-Mileage and local distribution, 5.-Proprietary, 5.-Associa-
tion of German railway directions for management, 6.-Gauge, gradients, and
curves, 7.-Instances of heavy gradients, 8.—Semmering railway, 9.-Descrip-
tion of engines used for working the Semmering line, 11.—Embankments and
cuttings, 12.-Tunnels, 13.-Bridges of timber or cast-iron inadmissible, 13.--
Goeltzsch Valley viaduct, 13.-Elser Valley viaduct, 14.-Neisse viaduct, 14.
-Examples of bridges, 14.-Bridge over the Neckar, 14.-Gauthey's and Des-
jardin's formula for bridge building compared with Perronet's, 15.-Bridge at
Offenburg injudiciously constructed, 16.-Dirschau bridge, 17.-Marienburg
bridge, 19.-Cologne bridge, 20.-Kehl bridge, 21.-Lattice bridges on the
Eastern Railway of Bavaria, 22.-Permanent way, 23.-Table of dimensions
and weight of rails, 23.-Method of impregnating sleepers with sulphate of
copper, 24.-Stone blocks formerly used for rail supports on the Taunus railway,
24.-Space outside the ballast filled with earth, 25.-Fencing seldom used, 25.—
Rolling stock, 25.-Tests applied to locomotive engines, 25.-Table of break
power for different gradients, 26.-Rate of speed, 26.

Randall, Aldn., remarks as to sudden floods of the Thames about Oxford, being
caused by increased agricultural drainage, 355.-Ditto as to floods caused from
the changing deposit of gravel and soil in the bed of the Thames, and sugges-
tions for relief, 355.

Rapier, R. C., elected associate, 451.

Rawlinson, R., remarks as to the relative amount of sewage discharged from the
outlet sewers at Dundee in dry weather and during storms, 285.-Ditto as to the
necessity of the ventilation of sewers, and as to the flow of gases to the upper
and higher levels, 286.-Ditto as to the method of cleansing sewers proposed by
Mr. Fulton, resembling the system invented by R. Blades, 286.-Ditto as to the
impolicy of constructing sewers of a larger size than absolutely necessary, 286.-
Ditto as to the construction of a sewer in which the invert and sides consist of a
double ring of bricks and the crown of a single ring, 287.-Ditto as to his system
of ventilation, 287.-Ditto as to the use of steps, flap valves, and ventilating
grates where the gradients are steep, and the sewers long, 287.-Ditto as to the
proper outlet of a sewer to a river having a low summer level and a high, or
flood level, as executed at Windsor Castle, 288.-Ditto as to the cast-iron invert
of the main outlet sewer at West Ham, where laid at the level of low water of
spring tides, 290.-Ditto as to sewer junctions, 290.-Ditto as to the former sizes
and cost of brick sewers executed at various places, 292.- Ditto as to leading
principles adopted by him for the construction of sewers, 292.-Ditto as to the
ill effect of ventilating openings leading direct into the sewer, as in the case of
the Metropolitan sewers, 292.-Ditto as to the impossibility of scamping the
work in a straight sewer with a true gradient, 293.-Ditto as to pipe drains
becoming choked up when brought into a sewer with level inverts, 293.-Ditto as
to the débris discharged at the outlets of the Birmingham sewers, 293.-Ditto as
to the main sewer at Carlisle, not requiring hand-cleansing, although often
flooded, from attention being paid to the flushing apparatus at the manholes,
293.-Ditto as to the injurious effects of allowing sewage to foul rivers, and as
to the land being the proper receptacle of soil refuse, 294.-Ditto as to the results
of the analysis of sewer water from different places being generally the same,
298.-Ditto as to the sewerage of Alnwick and Worksop, 298.

Rendel, G. W., elected member, 451.

S., M.A., elected associate, 336.

Report, Annual, read and ordered to be printed, 111.-Principal papers read during

the Session, 113.-Notice of the works at the Sulina mouth of the Danube, 114.
-The sea dykes of Schleswig and Holstein, and on reclaiming land from the
sea, 115.-The system of 'warping,' 115.-Works at the port of Swansea, 116.-
Hydraulic apparatus for opening and closing the gates of locks, &c., 116.-Break-
water at Blyth, 116.-Works at Silloth, 117.-Discharge from underdrainage, and
its effects on arterial channels and outfalls, 117.-Advantages of a port at the
head of the Mutla, 117.-Form and materials for iron-plated ships, 118.-Rail-
way accidents, their causes and classification, 118.-Railway accidents from an
engineering point of view not yet fully discussed, 119.-Malta and Alexandria
submarine cable, 119.-Electrical tests employed during the construction of
ditto, 119.-List of Telford and Watt Medals, Council and Manby premiums of
books, and Stephenson and Miller prizes awarded, 120.-Premiums in money
awarded for the first time, 121.-Minutes of proceedings published, 121.—Annual
dinner revived, 121.-Establishment of relations with foreign Engineers, 121.—
Tabular statement of the transfers, elections, deceases, and resignations of
members of all classes, during the years 1860-61 and 1861-62, 122.-Ditto of the
annual increase of Members and Associates for the past six years, 122.-Notice of
the decease of Mr. Errington, 123.-Mr. Errington's bequest to the Institution,
123.-Notice of the decease of Mr. Walker, 123.-Donation from Mr. Burges of
twenty-five copies of Telford's 'Life and Works,' 124.-Statement of the arrears
of subscriptions for 1862, and for 1860 and 1861, 124.-Remarks as to the
abstract of receipts and expenditure, and as to the financial position of the Insti-
tution, 124.-Ditto as to the balloting list for Members of Council, 126.—-
Abstract of receipts and expenditure from the 1st December, 1861, to the
30th November, 1862, 128.

Resolution to adjourn on account of the marriage of H.R.H. the Prince of Wales, 370.
over Easter Tuesday, 450.
Whit Tuesday, 614.

Reynolds, E., remarks as to the sinuous motion in locomotive engines arising from
the movement of the parts, and as to the satisfactory results of balance
weights, 104.

Roberts, L. R., elected associate, 241.

Robertson, A. J., remarks as to the resistance per square foot of midship section of
the Connaught,' steam-vessel, 600.

Rumball, A., elected associate, 451.

Russell, J. Scott, remarks as to the readiness of German Engineers in adopting
improvements, 35.-Ditto as to the earthworks, permanent way, and rolling
stock on German railways, 36.-Ditto as to the want of accommodation, the
great cost and slow speed of travelling, on German railways, 36.-Ditto as to the
spread of the buttresses in the bridge aqueduct of Roquefavour and the Hownes
Gill viaduct, 56.-Ditto as to the difference between endogenous and exogenous
trees, 62.-Ditto as to the extent of the oscillations produced by the disturbing
forces of locomotive engines, 92.-Ditto as to the Charing Cross bridge, 530.—
Ditto as to the advantages of continuous girders, 531.-Ditto as to the strains on
the top and bottom members of the main girders of the Charing Cross bridge,
534.-Ditto as to the performance of the vessels on the postal service between
Holyhead and Kingstown, 596.-Ditto as to their displacement, 596.—Ditto as
to the skin resistance of vessels, 601.-Ditto as to the condition of the ribbon of
water surrounding a vessel when moving fast, 602.-Ditto as to H.P. per foot of
midship section of a vessel for the purposes of comparison, 602.

Sale, T. H., Col. B.E., remarks as to the durability of Indian woods, 259.

Samuda, J. D'A., remarks as to the steam-ship Leinster' on her trial trip, 596.
Samuelson, M., elected member, 65.

Scott, A., remarks as to the 'block' system of train signalling not being universally
suitable for working the traffic, 211.-Ditto as to the ingenuity devoted to the
application of the electric telegraph for railway purposes, 212.

Sewerage and drainage works of Newport, Monmouthshire, description of the, 273.
-Physical and geological features of the locality, 273.-Public works, and rise
and fall of the tide, 273.-Waterworks, 273.-Drainage before the construction
of the sewers, 274.-Plan of sewerage and drainage carried out, 274.-Arrange-
ment for flushing the lower part of the sewers, 275.-General plan of sewers,
275.-Great rise of the tide neutralizes the ill effects that might be expected
from the numerous outlets into the river, 275.-Description of the outlets and
outlet valves, 276.-Objections to the use of pipe sewers and the comparative
cost of brick sewers and pipe sewers, 276.-Table showing the sizes, thickness,
and cost of the Newport sewers, 278.-Details of the brickwork, 278.-Difficulties
attending the execution of the works from the character of the subsoils, the inter-
ference of buildings, and accidental causes, 279.-Ventilators combined with man-
holes, 280.-Junction pipes for house drainage, 281.-Gully grates and cess for
street drainage, 282.-Cost of the works, 282.—Subsequent works, 282.-Repairs
of the old sewers, 283.-Improved sanatory condition of Newport, 283,
Sheilds, F. W., remarks as to the small cost of labour for constructing railways in
Prussia, 40.-Ditto as to lattice girders, 41.-Ditto as to the superior advantages
of iron structures for large bridges, 54, et seq.-Ditto as to the excellence
of Australian timber, 258.-Ditto as to the framing of American timber bridges,
and the relative cost of timber and wrought-iron bridges, 323.-Ditto as to the
expediency of sending out prepared English materials for erection in Brazil, 414.
-Ditto as to the ravages of the white ant in Brazil, 415.-Ditto as to the use of
iron-work in hot and moist climates, 415.-Ditto as to the superiority of Port-
land to Roman cement, 443.-Ditto as to the girders of the Charing Cross
bridge, 532.-Ditto as to the weight that can be put on London clay, 533.-——
Ditto as to the object of the bracing in girder bridges, 572.

Sinclair, R., remarks as to balance weights for correcting the irregularity of motion
in locomotives, 98.-Ditto as to single-cylinder engines, 99.

Sleepers, on the woods used for, on the Madras railway, 241.-Question whether
the resources of India can supply the demand for the substructure of the per-
manent way, 241.-Rapid decay of sleepers when cut from young trees or from
woods unfit for the purpose, 241.-Arrangement of the sleepers on the Madras
railway, 242.-Tabular statement of the Tamil and botanical names of the
woods, and the state of the sleepers at the end of the second year, 243.-Small
proportion found to be sound at the end of that period, 243.—Advantages result-
ing from the system of leaving the sleepers as much as possible uncovered, 243.
-Proportion of sleepers split and decayed in uncovered and covered ballast,
244.-Keys and trenails rapidly decay when in contact with ballast, 244.- Road
does not twist and buckle when not buried in ballast, 244.-Trenails and keys
of excellent quality obtainable, 244.-Tamil and botanical names of twelve
woods that would make good sleepers, to be used plain, 245.—Sleepers generally
begin to rot under the chairs, and probable cause thereof, 245.—Seats of the
chairs in the sleepers should be tarred, 246.—Sleepers of sapwood always decay
before the expiration of a year, 246.-Account of the means used to obtain a
supply of sleepers from the jungles, 246.—Contract system found to fail, 247.—
Experience gained of the woods suitable for sleepers, 247.-Railway Companies
in India can procure good sleepers by sending their own agents into the jungle

to cut them, 248.-English creosoted sleepers successfully resist the influences of
the Indian climate, 249.-Sleepers of common light native woods if creosoted
would probably be as durable as any others, 249.-Resources of the country
likely to prove sufficient to meet the demand, 250.-Calculation of the supply
that could be obtained from the Madras forests, 251.-Analysis of 246.000
sleepers cut in the Salem jungles in the year 1858-59, 251.-Argument in favour
of preparing the sleepers by creosoting or otherwise, 251.-Estimate of the cost
of one mile of single line of four different kinds of permanent way in the Madras
presidency, 252.-Comparison in favour of native creosoted sleepers, 252.-Pot
sleepers liable to breakage, 253.-All native woods which will not last plain
should be creosoted or otherwise prepared, 233.-Difficulty in obtaining the
results of the experience of Engineers in India, 253.-Extract from 'The Times'
confirmatory of the statements in the foregoing paper, 254.

Smart, F. A., elected associate, 65.

Smith, G., Junior, elected member, 604.

Smith, T. M., appointed one of the scrutineers of the ballot for Council, 111.-Vote
of thanks to, 112.

Stiffe, A. W., elected associate, 604.

Strong, J. F., elected member, 65.

Structures in the sea, without cofferdams; with a description of the works of the
new Albert Harbour, at Greenock, 417.-Novel method of construction intro-
duced of late years, 417.- Objections to the several methods of founding works
in deep water as at present practised, 417.—Quay walls built on piling carried up
to the level of low water have given way at Glasgow, from the decay of the piles,
418.-Great expense and frequent danger in the construction of cofferdams, 418.
-System of building by diving-bells very costly, 418.—Vicat's system of found-
ing piers of bridges without cofferdams, 418.-Modification of ditto in the con-
struction of the Westminster and Chelsea bridges, 419.-Reintroduction of the
use of concrete by the French Engineers, 419.-Modes in which concrete may
be applied for constructive purposes, as illustrated in the works at the Vic-
toria (London) Docks, Dover Breakwater, Spithead Forts, and the Graving
Docks at Toulon, 419.-Facilities for making béton or hydraulic concrete, 420.
-Hydraulic limes, and the proportions of some of the concretes made from
them, 420.-Smeaton's and Vicat's discovery of the mode of composing artificial
hydraulic limes, 421.-Portland cement, 421.-Hydraulic properties of pozzuolana
due to the presence of silicate of alumina, 421.-Mole at Genoa, constructed,
under water, of pozzuolana thrown into the sea, 421.-Mole at Algiers, 422.—
Applications of béton by French engineers, for the construction of bridges and
harbour works, 422.-Attention required in the manipulation of hydraulic con-
crete, 422.-Cofferdams or diving apparatus hitherto principally used for found-
ing and constructing works in deep water, 423.-Destructive action of 'teredo
navalis' on timber, and the corrosive action of sea water on iron prevent these
materials being employed in sea works, where durability is essential, 423.—Ex-
isting docks at Greenock, 423.—Wet docks proposed by Rennie, Telford, and
Walker and Burges, 423.-General description of the Albert Harbour and pro-
posed future works, 423.-Estimated cost for a cofferdam for proposed new pier
424.-Design for a stone and concrete pier constructed without a cofferdam, 424
-Stone facing of granite, 425.-Cast-iron guide piles for placing the stone
facing, 425.-Introduction of hydraulic concrete for the base of the wall, and
detailed account of the construction of the pier, 425.-The hydraulic lime, 426.
-Plan to preserve the cast-iron piling, 426.-Pier will serve as a cofferdam for
the harbour, 426.-Cost of the sea pier, 427.-The concrete, 427.-Proposed

increase in the area of the Albert Harbour, 427.-Different modes of forming the
stone casing in constructing quay walls on the foregoing principles, 427.—Pur-
poses to which this system of founding marine structures is applicable, 428.—
Applicability of the system to the construction of breakwaters, 428.-Various
plans discussed by a Select Committee of the House of Lords for diminishing the
cost of breakwaters, 428.-The 'pierre perdue' or 'long slope' system of form-
ing breakwaters, 429.-The 'vertical system,' 429.-Intermediate system, 429.—
Superiority of the 'vertical wall' to the long slope' breakwater, 429.-Disturb-
ing action of the sea does not extend below 15 feet under low-water mark, as
shown from sections of pierre perdue' breakwaters, 430.-Method of construct-
ing pierre perdue' breakwaters as carried out at Holyhead and Portland, 431.
--French method of constructing pierre perdue' break waters, 431.-Costliness of
the long slope' and 'vertical' systems of breakwaters as at present carried out,
431.-Proposed plan for constructing breakwaters, 432.-Principal features of
ditto consist in a framework of iron piles for binding together a stone facing enclos-
ing a hearting of concrete, 432.-Mode of executing the work, 432.-Occasional
effect of the waves compressing the air in the joints of the masonry, and its after
expansion, 433.-Great solidity of the work, 433.-Cost of such a structure, 433.-
Table of estimates, 434.—Blocks of béton may be used in the place of stone, 434.
-Economy in this system of construction, 434.—Danger to timber staging from
its buoyancy, 435.-Advantage in the great speed with which such a breakwater
may be constructed, 435.-Estimate of the cost of such a breakwater at Dover,
435.-Objections to the method of making breakwaters and piers of timber framing
and casing, confining a mass of rubble, 435.-Timber may be substituted for the
cast-iron standards, 436.-Application to the foundations of marine fortifications,
436. Consideration of the advantages that may be fairly claimed for the pro-
posed system, 437.

Subscriptions, arrears of, statement of the, for 1862, and for 1860 and 1861, 124.
Sutherland, D. S., elected associate, 336.

Tabular statement of the transfers, elections, deceases, and resignations of members
of all classes, during the years 1860-61 and 1861-62, 122.
Taunton, J. H., remarks as to the supply of water from the springs of Thames
Head, 357.-Ditto as to the drainage area and volume of water yielded by the
Thames Head springs, Swill Brook, Churn, Coln, and South Ampney springs,
357.-Ditto as to the average flow of the River Thames at Wolvercot, 358.—
Ditto as to the millowners having practically the command of the navigation of
the Thames, 358.

Taylor, J., remarks as to the loss of water in the River Churn by percolation through
the bed of the river, and the fish and mill ponds upon it, 359.-Ditto as to the
geological character of the River Churn, 359.

Taylor, J., elected member, 65.

Telegraphs, on railway, and the application of electricity to the signalling and
working of trains, 167.-Many railway accidents due to the absence of the
electric telegraph, 167.-Accident in the Clayton tunnel due to inefficient tele-
graphic regulations, 167.-Collision in the Tottenham tunnel prevented by the
use of the telegraph, 168.-Accidents at the Stoke tunnel preventible by tele-
graphic means, 169.-Localities where the adoption of the telegraph for signal-
ling trains is essential, 169.-Chief advantage of the electric telegraph in its
auxiliary character, 169.-Cost trifling in respect of the advantages secured, 170.
-Question of maintaining trains at certain intervals of time or space, 170.—De-