238.-Ditto as to the inapplicability of the train-staff system of working railways,
238.-Ditto as to telegraphic arrangements not having induced greater vigilance
in engine-drivers, 239.—Ditto as to the saving of time effected by the use of the
electric telegraph, 239.-Ditto as to the necessity for the thorough ventilation of
sewers, 304.-Ditto as to the unfitness of earthenware for inverts for sewers, 304.
Ditto as to the impracticability of preventing the fouling of rivers by sewage,
304.-Ditto as to the ingenuity displayed in the reconstruction of the Dinting and
the Mottram viaducts, 335.-Ditto as to agricultural drainage probably having
the effect of decreasing floods, 370.-Ditto as to the value of a plain and accurate
description of important works, 383.-Account of the cofferdam, the syphons,
and other works, constructed in consequence of the failure of the St. Germains'
sluice of the Middle Level Drainage, 497.-Ditto as to the weight that can be
put on London clay, 533.-Ditto as to the loading of the cylinders of the Charing
Cross bridge, 533.-Ditto as to drilling the rivet holes in the plates used in the
Charing Cross bridge, 534.-Ditto as to the weight per square foot of a crowd of
men, 534.-Ditto as to the strains on the girders of the Charing Cross bridge,
538.-Ditto as to the strains in an arched iron bridge, the weight being sus-
pended from the arch, 538.-Ditto as to American iron bridges, 573.
Hawksley, T., remarks as to the speed of the steam-vessels plying between Kings-
town and Holyhead, 600.-Ditto as to the skin resistance of vessels, 600.
Hayter, H., appointed one of the scrutineers of the ballot for Council, 111.-Vote
of thanks to, 112.-The Charing Cross bridge, 512.-Remarks as to the weight
per square foot of a crowd of men, 532.-Ditto as to the strains on the girders of
the Charing Cross bridge when loaded, 532.

Hemans, G. W., remarks as to the greater amount of oscillatory motion in outside-
cylinder than in inside-cylinder locomotives, 101.-Ditto as to the failure of the
'train staff' system of signalling on Irish railways having a single line, 224.—
Ditto as to the mode of suspending the cross girders of the Charing Cross bridge
by stirrup-irons, 529.

Heppel, J. M., remarks as to the adoption of continuous girders for railway bridges
in India, 529.-Ditto as to the deviation of thrust from the centre of resistance
of the upper member of the main girders of the Charing Cross bridge, 530.
Holtzapffel, J. J., elected associate, 241.

Homersham, S. C., remarks as to the different results produced by rain falling on
different geological formation, 360.-Ditto as to 'dumb' wells, 361.-Ditto as to
the difference between the Dickinson and the Dalton percolation gauges, 361.—
Ditto as to the supply of water from wells in the chalk, 362.
Hownes Gill viaduct.-Vide Viaduct.

Huish, Captain M., remarks as to the continuous repetition of telegraphic signals
producing weariness and liability to error, and as to their value as auxiliaries,
213.-Ditto as to the London and North Western telegraphic train signalling
system, 214.-Ditto as to the danger of working single lines of railway by the
telegraph alone, and as to the train staff,' 214.

Humphrys, E., remarks as to the disadvantage of the relatively great length of the
steam-vessels running between Kingstown and Holyhead, 598.-Ditto as to the
duration of super-heaters of ditto, 599.-Ditto as to the slip of the feathering
wheels of ditto, 599.

Jenkin, F., remarks as to Tyer's telegraph for train signalling, and some of its
merits and defects, 215.-Ditto as to E. Clark's instrument for ditto, and as to
the means of protecting it from demagnetization by lightning, 216.—Ditto as to
the liability of the semaphore to get out of order in Preece's telegraphic system,

217.-Ditto as to the propriety of permanent visible signals, 218.-Ditto as to
the use of cast-iron under compression, 567.

Jennings, J., remarks as to the extent iron bond might be used in concrete work,
445.-Ditto as to the manufacture of concrete, 445.

Jenoure, A., remarks as to the expediency of teaching the manipulation of tele-
graphs in schools, 230.-Ditto as to the 'block' system on the Stockton and
Darlington railway, 230.-Ditto as to the traffic being worked without electrical
signals on the Glasgow and Paisley railway, 231.-Ditto as to the durability of
timber, 259.

Johnson, T. Marr, remarks as to Spagnoletti's system of train-signalling in use on
the Metropolitan railway, 228.

Joy, A., elected associate, 604.

Kershaw, J., remarks as to the impracticability of single-cylinder locomotives, 99.
King, F., remarks as to the gradual decline of the navigation of the Upper Thames,
and the want of a proper outfall, 366.-Ditto as to the injurious effect on the
meadow land from damming up the river for the purpose of flashes,' and the
remedy to be obtained by canalizing the River Thames, 367.-Ditto as to the
neighbourhood of Oxford being flooded from raising the cills at Wolvercot mill,
King's Weir, and Wytham mill streams, 368.-Ditto as to the proper treatment
of all navigable valleys, 368.

Kitson, J., remarks as to the oscillatory movement in double-cylinder engines, 83.
Koe, S. L., elected associate, 241.

Lane, C. B., remarks as to the sinuous motion of broad-gauge locomotives being
more deleterious than that of narrow-gauge locomotives, 106.-Ditto as to the
Stapleton tunnel on the Bristol and Gloucester Railway, 381.-Ditto as to the
difficulties of construction, from the unstable condition of the ground, from an
old tunnel having been carried through the same place, 381.-Ditto as to the
progress of the work, 382.-Ditto as to centres for tunnels, 382.-Ditto as to the
tunnel as completed, 382.-Ditto as to invert put in where there was much
lateral pressure, 383.-Ditto as to cost of materials used in the construction of
the tunnel, 383.-Ditto as to the perishable nature of native Brazilian timber, and
the propriety of using creosoted North of Europe timber for railway purposes in
Brazil, 409.-Ditto as to the efficiency of European labour being less than one half
in a tropical climate, 411.-Ditto as to the efficiency of Portuguese masons, 412.
Lewis, J., elected member, 451.

Locomotive engines, on some of the internal disturbing forces of, 65.-Improve-
ments in the permanent way of railways, 65.-General considerations of the
effect of internal forces causing transverse erratic movements of locomotives, 65.
-Forces essentially required in locomotives, 66.-Description of the indicator
diagrams illustrative of the working of the 'Great Britain' locomotive, 66 et seq.
-Definition and enumeration of the disturbing forces of locomotives, 67.-—
Detailed account of the nature and origin of the forces, accumulated in the
piston, piston-rod, and crank pin, 68.-Variation in the tractive force developed
through one stroke of either piston, 70.-Variation in the amount of the entire
tractive force of the engine throughout an entire revolution of the driving wheel,
70.-Comparative merits of the double-cylinder and single-cylinder locomotive,
as far as regards uniformity of motion, 72.—Sinuous motion produced in modern
locomotives, 72.-Disturbing action of the steam in the double-cylinder engine,
73.-Tendency to sinuous motion produced by all the disturbing forces, and the
effect on the permanent way, 73.-Cause of the jarring and vibration of the

carriages and of engines leaving the rails, 74.-Practical remedy to be obtained
by the adoption of balanced single cylinder engines, 75.-Resistance to be over-
come in starting the double-cylinder and single-cylinder engine, 76.—The single-
cylinder engine recommended for adoption, 78.

Lovegrove, J., remarks as to the means for cleansing the sewers at Dundee, and

the needless expense incurred in construction, 301.-Ditto as to the escape of
noxious gases through untrapped and imperfect gullies, 302.-Ditto as to the
course of the draft in sewers, 302.-Ditto as to a vertical inspection-shaft to faci-
litate the cleansing and ventilation of small sewers, and as to a form of gully
trap, 303.

Lovell, T., elected member, 65.

Löwinger, C., elected associate, 451.

Makinson, A. W., on some of the internal disturbing forces of Locomotive Engines,
65.-Formula showing the relation between the pressure on the piston, as ob-
served by the indicator, and the equivalent pressure at the crank pin of loco-
motives, 79.-Remarks as to disturbing forces generated by the unbalanced
revolving masses, 80.-Ditto as to the method of finding the pressures, referred
to the crank pin, generated by the vis-inertia and varying velocity of the
reciprocating parts of a locomotive in motion, 81.-Ditto as to a plan for starting
a single-cylinder locomotive engine, 83.-Ditto as to the sinuous motion pro-
duced in locomotives by the pressure of the steam only, 84, 106.-Ditto as to
the moving force increasing more rapidly than the velocity, 107.-Ditto as to a
theoretical demonstration of the lateral movement of the front of a locomotive,
107.-Ditto as to this movement exemplified in the case of the 'Great Britain'
locomotive, and the possibility of the engine leaving the rails from this cause,
108.-Ditto as to the effect of the varying tractive power of a locomotive, 109.
-Ditto as to violent oscillations often occurring at high speeds on a seemingly
perfect road, 110.

Mallet, R., remarks as to the advantages of a sound technical education for Engi-
neers, 38, et seq.- Ditto as to iron lattice bridges in Germany, 38.-Ditto as to
the freedom from accidents on German railways, 39.-Ditto as to the rapid exten-
sion of German industry, 39.-Ditto as to the rapid deterioration of timber
bridges in America, and the durability of European wooden bridges, 325.—
Ditto as to the River Nore viaduct, 325.-Ditto as to the weight per square
foot of a crowd of men, as ascertained at Buckingham Palace, 532.

R. T., elected associate, 540.

Manby, C., Honorary Secretary, vote of thanks tó, 112.

and Council Premiums, Stephenson and Miller prizes, and Telford and
Watt Medals awarded, Session 1861-62, 111, 120, 130.-List of subjects for,
Session 1862-63, 132.

J. L., memoir of, 629.

M'Clean, J. R., V. P., remarks, on the opening of the Session, as to the deaths of
J. E. Errington and J. Walker, 1.-Ditto as to the difficulty of starting a train
with a single-cylinder engine, 83.

McMaster, B., on the woods used for sleepers on the Madras railway, 241.
Medals, Telford and Watt, Stephenson and Miller Prizes, and Council and Manby
Premiums awarded, Session 1861-62, 111, 120, 130.-List of subjects for, Session
1862-63, 132.-Extract from Minutes of Council, February 23rd, 1835, on the
principal subjects for, 137.

Medeiros, Captain V. de, elected member, 540.
Memoirs of deceased members, 615.

Merry, W., remarks as to the general principles to be discussed before entering
into the details of sewers, 297.-Ditto as to the difference of sewage in densely
populated and provincial towns, 298.

Miers, F. C, elected member, 336.

Miller, D., structures in the sea, without cofferdams; with a description of the
works of the new Albert Harbour at Greenock, 417.-Remarks as to the cost of
the pier at Greenock, and as to the consolidation of the concrete, 439.-Ditto as
to the concrete used in the Greenock sea pier, 448.-Ditto as to the durability
of béton in exposed situations, 448.-Ditto as to the system of casing adopted
in the Greenock pier, 449.-Ditto as to the stability of the Greenock sea pier,

449.

Minutes of Proceedings published during the past year, 121.
Mitchell, J., remarks as to the disintegration of concrete, 439.

Molesworth, G. L., remarks as to the disturbing forces of locomotive engines, 100.
-Ditto as to difficulties in starting a single-cylinder locomotive, 100.

Moorsom, Captain W. S., remarks as to economy in the construction of railways,
- particularly in laying out curves and gradients, 33.-Ditto as to the cost of
working the Lickey incline at different speeds, 34.-Ditto as to timber bridges
on railways in Devonshire and Cornwall, 324.-Ditto as to the durability of
timber lattice bridges on the Birmingham and Gloucester railway, 324.-Ditto
as to lattice bridges being readily repaired, 325.

Mosse, J. R., American timber bridges, 305.

Naylor, W., remarks as to sinuous and oscillatory motions taking place in all
railway vehicles, 106.

Neill, W., elected member, 604.

Newman, G. W., remarks as to the ease and freedom with which Clark's railway
telegraph signals are worked on the London and North Western Railway, 230.
Newton, J., remarks as to the relative gradients proper for main and tributary
sewers, 295.-Ditto as to street gullies, 295.-Ditto as to what size of sewer is
required to carry off a given depth of rain falling in a limited time at Preston,
295.-Ditto as to what velocity of flow of sewage prevents silting, 296.-Ditto
as to some of the sewers at Newport being larger than necessary, 297.-Ditto
as to the mortuary returns of Newport, 297.

Original communications received between June 30, 1861, and June 29, 1862, 139.
-Instructions as to preparing ditto, 138.

Ormsby, A. S., elected member, 241.-Remarks as to the expense of the insurance
of the bridges on the Richmond and Petersburgh railway, 323.

Paddison, G., elected member, 336.

Parsey, W., elected associate, 336.

Parkes, W., remarks as to the want of theoretical knowledge of the action of
hydraulic limes and cements under water, 446.-Ditto as to the construction of
the pier at Greenock, particularly in regard to the bonding, 447.-Ditto as to
the improvement of Kurrachee harbour, 488,

Peniston, W. M.. public works in Pernambuco, in the empire of Brazil, 385.—Re-
marks as to ditto, 409.

Phipps, G. H., remarks as to the comparative rotatory power of single-cylinder and
double-cylinder engines, 97.-Ditto as to the strains on the main girders of the
Charing Cross bridge, 528.-Ditto as to the strains on the upper member of the

main girders of the Charing Cross bridge when weighted, 535.- Ditto as to the
strain upon an iron arch under pressure, 571.-Ditto as to the skin resistance of
vessels, 598.

Pole, Professor W., remarks as to the use of iron in works of construction on Indian
railways, being for the saving of time, 55.-Ditto as to the apparent greater
transverse strength of palm-wood when compared with teak, 63.

Post, - -
classification of timber bridges on the most important lines of railway in
the United States, 318.
Preece, W. H., on railway telegraphs, and the application of electricity to the
signalling and working of trains, 167.—Remarks as to ditto, and particularly as
to the variety of systems in use, 193 et seq.-Ditto as to Mr. Tyer's system, 194.
-Ditto as to whether the space' system or the block' system should be adopted,
194.-Ditto as to the superiority of the semaphore arrangement, 195.-Ditto as to
the telegraph being chiefly valuable as an auxiliary agent, 232.-Ditto as to the
impracticability of the train-staff system, 232.-Ditto as to the superiority of
visual signals to bell signals, 233.-Ditto as to the advantage of permanent
railway telegraph signals, 233.-Ditto as to the danger arising from the inductive
effect of atmospheric electricity on telegraph signalling instruments worked by
momentary currents, 234.-Ditto as to ditto exemplified in the case of the Great
North of Scotland railway, 234.-Ditto as to the effect of earth currents on
ditto, 235.-Ditto as to temporary signals being interrupted by accidental and
artificial causes, as exemplified in the case of an accident near the Victoria
Station, 235.-Ditto as to wrong signals by Tyer's instrument from pressing the
wrong button, 236.-Ditto as to the superiority of the semaphore system to the
needle system of railway telegraphing, 236.-Ditto as to the question of priority
in the invention of the semaphore system, 237.

Premiums, Council and Manby, Telford and Watt Medals, and Stephenson and
Miller prizes awarded, Session 1861-62, 111, 120, 130.-List of subjects for,
Session 1862-63, 132.

Present of books from Mr. Burges, noticed in the Annual Report, 124.

Presents, catalogue of, received between June 30, 1861, and June 29, 1862, 141.
Prince, H., elected associate, 336.

Public Works in Pernambuco, in the empire of Brazil, 385.-Position and size of the
province, 385.--Appearance of the town of Recife or Pernambuco, 385.-Its
harbour, 386.-Absence of quays and charge for lighterage, 386.-Tonnage of
foreign vessels entering the harbour, 386.-The Pernambucana Steam Boat
Company, 386.-The São Francisco River, 386.-Vegetable productions and ex-
ports, 387.-Principal imports and duty charged on imports and exports, 387.—
The currency, 387.-Measures of weight, capacity, and length, 387.-Healthiness
of the climate, 388.-Meteorology, 388.-Rainfall, 389.-Winds, 389.-Geology,
389.-Water supply, 389.-Gas works, 390.- Contemplated drainage of Recife,
390. Street paving and roads, 390.-Bridges, 391.-Road metalling, 391.-Cost
of roads, 391.-Bullock tracks, 391.-Traffic carried on by pack horses, 392.-
Bullock carts, 392.-Parallel drawn between the condition of Pernambuco and
England, 392.-Note as to the excellency of the roads at Rio Janeiro, 393.--
Railway scheme projected by, and concession granted to the Messrs. De Mornay,
393.-Original estimate and actual cost of the line, 393.-Government inspec-
tion, 393.-Character of the country traversed by the first portion of the Recife
and São Francisco railway, 394.-Construction of a tunnel, 394.-Earthworks,
395.-Iron bridges, 395.-Culverts, 395.-Fencing, 395.-Permanent way, 395.
-Stations and line arrangements, 396.-Rolling stock, 396.-Engine-shed and
repairing-shops, with list of tools, 397.-Dates of concessions and completion of