scription of Cooke's system, now called the 'block' system, 171.-Ditto, first
established on the Eastern Counties line between Norwich and Yarmouth, 172.--
Inefficiency of the single-needle speaking instrument for working trains through
long tunnels, 172.-Cooke's system, improved by Clark, in use on the London and
North Western line, 173.-Faults of this system, 174.-Accident at Wolverton,
174.-Superiority of the time system to the block system, 175.-Inferior system
used on the Great Northern railway, 175.-The needle telegraph used as a medium
of conversation, and an accident thereby avoided at Roade, 176.-Description of
Bartholomew's and of Tyer's systems, 177.-C. V. Walker's system of signalling
by bells alone, 179.-Regnault's system used in France inferior to those adopted
in England, 179.—German system of bell-ringing impracticable in England, 180.—
Want of distinctions in the opposite indications in the above systems, and improve-
ments introduced by Highton, and by Spagnoletti on the Metropolitan railway,
180.-An electric signalling instrument for all practical purposes a distant signal
worked by electricity, 181.-Preece's system an exact counterpart, on a small
scale, of the signals used on the line, 181.-Description of semaphore worked by
electricity, 183.-Resemblance to the 'block' system, 184.-Method of working,
184.-Ditto, as used on the London and South Western railway, 184.-Comparison
of the London and North Western, Mr. Tyer's, and the London and South Western
systems, 184.- Mr. E. Clark's remarks as to improvements in the London and
North Western Railway Company's system, 185.-Needle system liable to de-
rangement by lightning, 185.-Faults of Tyer's system, 185.-Its inferiority to
the needle and semaphore systems, 186.—Self-acting mechanical arrangements
impracticable, 186.-Application of the telegraph to the working of single lines,
187.-Collision on the Shrewsbury and Hereford railway from an inaccurate
message, 188.-System employed on the London and South Western railway,
188.- Accident near Rainham from delay in sending a message, 189.-' Block'
system in use in the west of England, 189.--Advantages of record books, 189.—
American system similar to the London and South Western, 190.-Single line
of railway may be worked with perfect security by telegraph, 190.-Telegraph
held in low estimation on most railways, 191.-Captain Tyler's remarks thereon,
191.-The telegraph a source of danger when indiscriminately used, 191.
Telford and Watt medals, Stephenson and Miller prizes, and Council and Manby
premiums awarded, Session 1861-62, 111, 120, 130.-List of subjects for, Session
1862-63, 132.
Thames, the perennial and flood waters of the Upper, 336.- Comprised in the
oolite series, 336.—The Thames from its source to its junction with the Thames
stream, 336.-Flows over a clay bed, while its tributaries flow from oolitic sources
in the north, and from chalk hills in the south, 337.-The Swill Brook, 337.—
The Churn. 337.-The Ray, 338.-The Coln, 338.-The Cole, 338.-The Leach,
338.-The Windrush, 338.-The Evenlode, 338.-The Glyme, 339.-The Cher-
well, 339.-The Ray, 339.-The Ock, 339.-The Thames, 340.-Geological con-
dition of the source of the river Thames, 340.-Effect of pumping operations to
supply the Thames and Severn Canal shown in the diminution of the water at
the source, 341.-Cause of the deviations to which the bed of the river is liable,
341.-Mills on the river and its tributaries, 342.-Deficiency of gaugings of the
tributaries, and difficulties that beset the gauging of the main stream, 342.-Re-
sult of gaugings of the flow of the Thames at Wolvercot, 343.-Ditto at Wol-
vercot and Clifden Hampden after heavy rain in January, 1863, 344.-Tabular
comparison of floods, 345.-Deplorable state of the navigation between Lechlade
and Oxford, 345.-Injurious effects of flashes, 346.-Improved state of the river
below Oxford, 346.-Geological conditions that account for the large body of
flood water thrown into the Thames, 347.-Principal floods of the Thames, 347.—
Detailed account of the floods of March to May, 1862, with statement of the rain-
fall and the date of maximum flood at various points, 347 et seq.-Action of land
drainage on flood water, 350.-Ditto on perennial waters, 350.-Improvements
recently carried out to effect the better drainage of the meadows bordering the
river, 351.
Thorburn, T. C., remarks as to the ventilation of sewers, and as to the flushing of
the sewers at Derby, 284.-Ditto as to the use of stoneware pipes for drainage
purposes, 285.
Timber of the Palmyra Palm, on the use of the, in the construction of bridges, 58.
-But little other timber in southern India and Ceylon, 58.-Used for bridges in
the northern part of Ceylon, 58.-General description, 59.—Beams for roadway
bearers, 59.-Durability of the bridges, 60.—Tabular statement of the cost of a
bridge of Palmyra timber, 61.-Practical value of Palmyra timber from its great
cheapness, 61.
Towle, J., remarks as to the continuous floods round Oxford, being caused by an
embankment thrown across the upper Thames valley at the gorge at Sandford,
Townsend, T. C., elected member, 451.
Tuck, J. H., elected associate, 604.
Tunnels, description of the Lydgate and of the Buckhorn Weston railway, 371.—
Paucity of information of a practical character on the subject of tunnels, 371.—
Length of railway tunnels open, and their cost, 371.—Small number of tunnels
hitherto described, 371.-Geological features of the Lydgate tunnel, on the
Oldham branch of the London and North Western railway, 372.-Lengths of
the different strata cut through, 372.-Shafts and measures for securing ventila-
tion, 372.-Description of the shafts, 373.-Table of the depths and rate of
sinking of the shafts, 373.-Table showing the lengths mined from the different
shafts, 374.-Process of excavation and timbering from top heading, 374.—
Advantages of the common mode of sinking shafts and multiplying the number
of faces, 374.-Disadvantages of a bottom heading, 374.-Lengths mined before
lining with masonry, and prices paid to the miners, 375.-Centering, 375.—
Masonry used for building the side walls and arch, with statement of prices,
375.-Mortar, 376.-Course pursued when much weight was shown, 376.—
Importance of preventing any motion in the ground, 376.-Table showing the
variation in the thickness of the masonry, 376.-Account of the tunnel as com-
pleted, 376.-Contract price, 377.-Geological features of the Buckhorn Weston
tunnel on the Salisbury and Yeovil railway, 377.-Vein of water remedied by
driving a heading above the tunnel and draining it away by a pipe, 377.-
Failure of a botton heading on the west side from the bulging of the clay, 377.-
Description and cost of the shafts, 377.-Table showing the lengths mined from
the different shafts, 378.-Method of mining pursued, lengths mined before
lining with masonry, and cost of mining, 378.-Bars and centres, 378.-Extra
thickness of masonry required on account of the pressure of water, 378.-Sub-
stitute for sharp sand for making mortar, 378.-Precautions for preventing settle-
ment, 379.-Water conveyed away in pipes, 379.-Table showing the variation
in the thickness of the masonry, 379.-Account of the tunnel as completed, 379
-Tabular statement of the total cost of the tunnel, 380,
Tyer, E., remarks as to his system of train-signalling, 196, 198.-Ditto as to
Mr. Preece's paper on railway telegraphs, 196.-Ditto as to Mr. C. V. Walker's
system in operation on the South Eastern railway, 196.-Ditto as to the
semaphore electric telegraph for train signals, having been invented by
Mr. Walker, 197.-Ditto as to disc signals, 197.-Ditto in reply to objections
raised against his instruments, 199.-Ditto as to the effects of atmospheric
electricity on the wires, 199.-Ditto as the expediency of only one line wire, 200.
-Ditto as to the instruments being kept under lock and key, 200.-Ditto as to
electric signalling being a great auxiliary to the efficient working of a railway
where trains are unpunctual to time, 201.-Ditto as to Col. Yolland's report of
an accident on the Greenwich railway, 201.-Ditto as to the resemblance be-
tween the needle system and the semaphore system, 202.-Ditto as to the proper
evidence of efficiency of instruments, 202.
Tyler, H. W., Capt. R.E., remarks as to the 'train-staff' answering admirably in
working single lines of railway in England and Ireland, 225.-Ditto as to
working double lines of railway by telegraph, 225.
Viaduct, Hownes Gill, on the Stockton and Darlington railway, the, 44.-Descrip-
tion of the Hownes Gill, 44.-Traffic originally carried on in wagons over
inclines, 44.-Original estimates for a viaduct, 45.-Description of the viaduct
as finally carried out, 45 et seq.-Method of securing a firm foundation for the
piers, 46.-Dimensions of the viaduct, 46.-Plan for diminishing vibration, 47.
-The bricks used in construction, 47.-Tabular statement of the cost of the
structure, 48.-Question of the relative cost of brick and iron viaducts, exem-
plified in the case of the Hownes Gill, compared with the Deepdale and the
Beelah viaducts, 49.-Choice of materials, for the construction of viaducts,
dependent on local and other circumstances, 50.-Estimates of the cost of a stone
and of an iron viaduct at Hownes Gill, 51.
Viaducts, on the reconstruction of the Dinting and the Mottram, 327.- Considera-
tions in favour of wrought-iron girder bridges where great width and span is
required, 327.-Probability of the future use of steel for large bridges, 327.—
Description of the viaducts as constructed of wood by the late Mr. Joseph
Locke, 328.-Temporarily repaired by Mr. Jee, 328.—Description of the restored
portion of the viaducts, 330.-No interruption to traffic during the progress of
reconstruction, 330.-Suspension of the girders, 331.-Description of the appa-
ratus for raising and lowering the girders, and account of the reconstruction of the
viaducts, 332.
Vignoles, C., remarks as to the railway system of Germany, 27.—Ditto as to the
perfection of German railway statistics, 28.-Ditto as to the comparative cost of
railways in Germany and Great Britain, 29.-Ditto as to the failure of turned
double-headed rails, 30.-Ditto as to imperfections in the permanent way causing
oscillations in locomotives, 100.-Ditto as to duplicate locomotive engines for the
Tudela and Bilbao railway, 613.
Waddington, J., elected associate, 65.
Walker, C. V., remarks as to the system of telegraph signalling in operation on
the South Eastern railway, 203.-Ditto as to the origin of the bell-signal system,
203.-Ditto as to the rise, progress, and cost of the bell-system on the South
Eastern railway, 204.-Ditto as to the bell-signals being almost universally
applicable, with instances, 205.-Ditto as to the arrangement of bells with
balanced currents, 206.-Ditto as to the working of ditto, 207.-Ditto as to
his form of semaphore, 208.- Ditto as to the superiority of the bell-system to
the index system, 208.-Ditto as to the efficient working of the bell-system of
signalling, 209.-Ditto as to a contradiction in the semaphore systems, 209.-
Ditto as to the large amount of traffic worked over the South Eastern railway by
the bell system, 210.
2 x
Walker, J., Past-President, obituary notice of, by Mr. M'Clean, V.P., at the
opening of the Session, 1.-Memoir of, 630.
J. (Madras railway), remarks as to the native woods of Madras being
generally unfit for railway sleepers, 256.-Ditto as to the difficulty of thoroughly
creosoting timber, 257.
Warden, W. M., elected associate, 336.
Watson, W., on the communication between London and Dublin, 574.-Remarks
as to the course pursued with regard to the plan of vessels for the improved
service beween Kingstown and Holyhead, 597.-Ditto as to the cause of aban-
doning the superheating apparatus, 597.-Ditto as to the length of fast-going
vessels, 602.-Ditto as to skin resistance of ditto, 602.
Watt and Telford Medals, Stephenson and Miller Prizes, and Council and Manby
premiums awarded, Session 1861-62, 111, 120, 130.-List of subjects for, Session
1862-63, 132.
Weallens, W., memoir of, 633.
Webb, E. B., remarks as to the destruction of a timber pile by 'teredo' in the bay
of Rio de Janeiro, 413.-Ditto as to the rapid decay of sleepers of native Brazilian
timber, 413.-Ditto as to the use of iron for telegraph posts on the Dom Pedro
Segundo railway in Brazil, 414.
White, R. O., elected associate, 241.
Whitfield, J., remarks as to the great variety of timber in Brazil, some of which
is durable, 415.-Ditto as to the durability of ironwork in hot climates, 416.
Williams, A., description of the sewerage and drainage works of Newport, Mon-
mouthshire, 273.-Remarks as to the relative cost of brick and pipe sewers,
303.-Ditto as to the diminished percentage of deaths in Newport consequent
on the carrying out of the drainage works, 303.
Wilson, G., elected associate, 167.
H., elected associate, 241.
W., elected associate, 604.
Withers, J., notice of the decease of, 640.
Wood, J. T., remarks as to the probable effect of the Recife and São Francisco
railway in developing the traffic of a country where land is of small value
and labour scarce, 412.-Ditto as to the labour question and the extension of
the railway system in Pernambuco, 412.
Wright, J., remarks as to the use of concrete in large masses under water, 445.—
Ditto as to the concrete sea-walls at Brighton, 446.
and public utility, among which may be mentioned the Margate
Pier, which was erected in 1853 from the designs and under the
supervision of his brother and himself. It is remarkable as being
a very early example of the complete adaptation of iron as the
material in the formation of sea structures of that kind.
He was elected a Graduate of the Institution of Civil Engineers
in 1842, and in that capacity he remained to the time of his
death. He became a Fellow of the Geological Society in 1847,
and a considerable portion of his leisure time was devoted to
geological researches, in which he took an interest second only to
that with which he regarded the works of the profession he had so
happily chosen for himself, and which he for so many years ear-
nestly and zealously pursued.
He died in London on the 17th of June, 1862, deeply regretted
by all his connections and friends.
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