Corn Magnets.

Every kind of salve or lotion that is supposed to remove or relieve corns meets with a large sale. Corn files and pencils are getting stale, and an enterprising inhabitant of Dresden has lately brought out what he calls a "corn magnet." It is evident that it is as unlike a magnet as possible, for an examination shows that it is made of sulphur colored with graphite. The directions are to set fire to one end, and let a drop of the melted sulphur fall upon the corn. A convenient and agreeable operation, especially if the corn is on the bottom of the foot. It is needless to say that the corn usually survives the slight burn and lives to torment the owner again. All burns, whether by caustic or otherwise, should be avoided.

Experiments on the Resistance of Materials.

Prof. J. Burkitt Webb, C.E., now in Europe, writes as follows:

On the invitation of Prof. Spangenberg we visited the "Versuchsstation," at the Gewerbe-Akademie, where the important experiments upon materials for engineering purposes are being made. These tests are of two kinds—trials of strength and trials of endurance. The first are made by means of very heavy and accurate machinery, mostly new within the last two or three years; the latter are the celebrated "Dauer-Versuche," a description of which we will reserve for another letter.

The main machine, of which there are three or four duplicates at work at various points in Germany, is housed in a special building in the interior court of the academy. It consists of heavy iron "ways," some fifty feet long, accurately planed and secured to a stone foundation, with a hydraulic pump and scales at one end, and a number of massive attachments for subjecting the piece of iron or other material to various kinds of strains. There are also other instruments which belong to the machine as delicate as it is heavy, and which are used for adjusting the parts of the apparatus, reading the results of a test, or making calculations. This machine differs from others in the way of measuring the force used. It has been the custom to take the pressure on the liquid in the hydraulic cylinder, as shown by a manometer, as the basis of calculation. This introduces an inaccuracy, as part of this is due to the friction on the piston packing, and the true pressure is less than that shown by this irregular quantity. To avoid this difficulty a massive lever is introduced between the hydraulic press and the point where its pressure is applied. One arm of this lever is one-eighth inch long, and the other five hundred times as long, so that to measure a pressure of one hundred tons, four hundred pounds must be placed on the scale pan which hangs from the end of the long end of the lever. The fulcrum rests against the piston, and the short end of the lever is connected by heavy links with the apparatus by means of which the strain is applied. Technically speaking the fulcra of scales are "knife edges," but to convey a pressure of one hundred tons and remain free to move, these edges must be very obtuse, perhaps 160° to 170°; they must be as long as possible, some fifteen inches, of the best hardened steel, accurately ground, and must rest against a hardened plate of steel. Made with the greatest care the sharp edge under such a pressure will sometimes make a dent in the plate and the scales are clogged. As it is very difficult to measure the one-eighth inch with accuracy, another lever is provided with a ratio of one to ten, and with a short arm long enough to be made of a certain length with but a small percentage of error. To test the main lever this occupies essentially the same place as a sample of iron to be stretched; it is loaded with, say, two hundred pounds, which it multiplies to a ton; this pressure is then weighed by placing four pounds upon the main scale pan, and the fulcrum of the main lever is adjusted until the two weights balance.

The attachments consist of: I. Jaws for holding round, square, and flat bars to be submitted to tension. II. Arrangements for holding beams and columns in various ways at their ends, and compressing them until they are crushed or "buckle." III. Two massive graduated iron beams, which are placed crosswise on the "ways," and used for twisting shafts, railroad axles, etc. IV. A face plate, about four feet square, for holding plates of boiler iron nearly as large by the perimeter, and crushing in the middle by forcing various shaped pieces against it. V. Apparatus for bending a beam by crushing an angular piece into it; and in the same connection, VI. Shears for cutting off bars of metal and measuring the force required.

In connection with this main machine were some, quite old, which had been used in the infancy of the subject by a former professor, and a new special machine for the same purpose as attachment V., and which seemed to "kink" a piece of railroad iron as if it were only lead. In this the pressure was obtained by screws.

Among the instruments used for the adjustment of the parts of the main machine we saw the finest cathetometer we had ever seen. This instrument, by Breithaupt, in Cassel, has two telescopes, with micrometer screws with more than one hundred and twenty-five threads per inch, and scales graduated on glass with more than six hundred and twenty five divisions to the inch. Another instrument for measuring the deflection, in two directions at once, of a column under pressure, has micrometer screws with more than two hundred and fifty threads per inch. We saw also a planimeter, which not only calculated mechanically the area of a figure, but gave also its center of gravity, moment of inertia, etc. We saw also a French calculating machine; the other apparatus is, we believe, all German. If one is, however, critical, it will be found in many lines of business that all the fine goods here are imported, though naturally the Germans are slow to acknowledge it.

We witnessed the experiments on a sample of round iron over an inch in diameter, and on a piece of iron plate three inches wide by half an inch thick. It is perhaps needless to say that they seemed to stretch like putty and to break like thread. The pressure is put on a few hundred pounds at a time, and the elongation is read by two telescopes and a scale, which multiply the distance five hundred times. At the same time the first "elastic limit" is watched for. Before this is arrived at the piece will return to its original length when the tension is removed; after this the stretching is in part permanent. One of the facts brought out is that there are several elastic limits, in copper seven or eight. The appearance of the surface after the elastic limit is passed and the iron stretches is peculiar. A wavy appearance is seen, and longitudinal ridges begin to form, due to the changes going on in the crystals, by which they adapt themselves to the increased length. After a further general adaptation of structure becomes impossible, these appearances culminate in the weakest part. The apparatus for measuring the increase in length has long since been removed, and the places where it was attached have been filed smooth to avoid introducing the weak point artificially. The diameter of this part now reduces rapidly, and the surface becomes rough and the iron hot—you can see it stretch. When it has reduced twenty-five or more per cent it gives way suddenly with a sharp crack. The percentage of reduction before breaking is now recorded with the observations on the elasticity and the breaking strain, and the experiment is at an end. It suggested itself to see if the work done in pulling the iron apart was fully accounted for by the heat generated. We could easily calculate the work up to the point of maximum tension, but after this the force required was not measured; however, a rough calculation showed that the iron was as hot as required, or at least that the data would require to be quite complete if any residual was to be found.

Berlin, May 13, 1880.

ENGINEERING INVENTIONS.

An improved wheel guard, which will push any obstacles on the track aside, and which can be adjusted to a greater or less height above the rails, has been patented by Mr. Solomon Brisac, of New York city. It consists in a wheel guard formed of a metallic box with a beveled front side, which box is adjustably fastened to the front end of a recessed plate resting on and partially surrounding the grease box. The box is braced by means of a rod attached to its forward end and passing into a socket fastened to the bottom of the car.

An improved water motor, constructed on the general principle of a rotary engine, in which two compartments are arranged side by side, with a partition intervening, and in which the sliding pistons in the piston wheels in the two compartments are arranged at right angles to each other, has been patented by Mr. William E. Seelye, of Anoka, Minn.

Mr. Stephen Barnes, of New Haven, Conn., has invented a vibrating propeller, adapted to small boats and vessels to be operated by either hand or steam power. The floats are arranged so that they will offer no resistance on the return stroke.

An improved device for removing snow from railway tracks, and especially from between the rails, has been patented by Mr. David M. Horton, of Fishkill Village, N. Y. It consists of a revolving brush, a mould board in juxtaposition thereto, and a fan blower, in combination with suitable driving gear for propelling the brush and fan.

An improvement in steam traps, patented by Mr. Hugh O. Ames, of New Orleans, La., consists in combining with a vibratory arm carrying a water receiver, a side apertured hollow trunnion, a discharge pipe, a jacketed standard, and an outlet pipe.

An improved cotton press has been patented by Mr. Alfred A. Janney, of Montgomery, Ala. This invention relates to an improvement in the class of cotton and hay presses in which the follower is worked by a screw that passes through a nut, to which the required rotary motion is imparted by means of lateral sweeps or levers. It consists in the means for supporting and securing the levers and forming a vertical guide for the screw, so that the levers are prevented from rocking or swaying as power is applied in the operation of packing.

Improved Steam Canal Boat.

The late experiments in canal steamboats bid fair to be a complete success. The Baxter steamers were not sufficiently remunerative to continue the building of that kind of boat. They do not carry a sufficient load, owing to their build, and that is made necessary by the form and arrangement of the machinery and propelling power, the propeller being that form used by the tug in Buffalo. The new style, which bids to pay handsomely, is as full a bow and stern as the ordinary first-class canal boat. The propelling power is radically different from the tug propeller. The wheel is eight feet in diameter and placed close to the stern; the boiler is upright, with a single engine, very compact machinery, taking up no more room than the stable in many boats, and enabling the boat to carry 7,500 bushels of corn and coal for the trip. With this cargo they run from Buffalo to New York in seven days on five and a half gross tons of coal, saving river and harbor towing. One returned from New York to Buffalo in one hour less than seven days, bringing one hundred and thirty tons of freight. The outlook now promises to supersede mule and horse towing. The Belgian system of cable towing will take that large number of boats now relying on the mule, and deliver them promptly as consigned and in much less time and cost than can be done by the mule. Both systems are necessary for rapid movement on the canal, and to cheapen the transfer from the West to the seaboard. Steam is sure to supersede animal power on the canal, as everywhere else. The canal steamboats are at last so far perfected as to insure a handsome profit in running them, and a large number will soon be at work on the canal. Two are to be constructed in Lockport as speedily as possible by one of our most enterprising boat builders, and the machinery is contracted for, thus opening up a new industry for our numerous and worthy mechanics.—Lockport (N. Y.) Journal.