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This study of the administrative 'revolution' of the thirteenth-century papacy investigates the background and career of Honorius III, who was deeply involved in the developing administration of Chamber and Chancery from the late twelfth century, and reveals a picture of evolution rather than revolution in the papal offices of state. Honorius's Chancery is subjected to a vigorous examination. Valuable appendices list all the known papal scribes and provide diplomatic commentaries. Tables indicate details about the registers and the registrative system. The central machinery is shown in action, particularly in dealing with English affairs and petitioners and Honorius's place in the development of canon law is discussed in relation to the English background and experience.

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. and the comfort of passengers. H e was sure the members would agree that the Author had made very thorough and careful experimental investigations and had brought the results before The Institution with great fullness.means of a working model representing a five-coach train electrically lit on the brake-vehicle loop-positive method, the lighting being on a scale of about one-yuarter of full size. Each coach was represented by a group of six lamps, there being two brake-vehicles at the ends lighting themselves, and three depndent coaches. The wiring on the model was diagrammatic, exactly as in Fig. 9, Plate 5, actual loopingswitches being employed between each pair of coaches to make the two loops, wherever desired, joining the through positive to the lamp positive. The coach lamp-switch, used in every coach in practice, was in the model only provided a t each end of the train. The switch was so designed that if any lamps a t all were on, never less than 10 per cent. were on, and the model was arranged to show a 90 per cent. range in the lamp load. One brake-vehicle equipment comprised a variablespeed motor, its pulley representing the wheel-axle pulley, capable of a maximum train-speed of about 70 miles per hour. The motor pulley drove a 25-ampere Leitner dynamo, which was the smallest size in use on the Great Western Railway, the corresponding 25-ampere regulator being connected with the dynamo and a 90-ampere-hour twelve-cell Leitner battery through a 25-ampere cut-in cut-out switch between them.All this was standard apparatus taken from stock. The other brake-vehicle equipment was represented by a twelve-cell battery and regulator only. Large-scale instruments on the model showed the dynamo-amperes, dynamo-volts, lamp-amperes, and lamp-volts. The model was first shown with the loops so made that the dynamo brake-vehicle supplied three coaches and the other brakevehicle two coaches. The loop position was then altered to show the effect of inserting one or more gas-lit coaches together. The effect of starting the train from rest and increasing speed until the The AUTHOR demonstrated the method of lighting described, by The Author.

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