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The Author, metals. Mr. Tritton's remarks regarding American injectors were fully borne out by the Author's experience. The American injector was perhaps rather more expensive than the English, but its advantages i n working were manifold. It would take water a t a temperature a good deal higher than the English forms, taking feed-water a t over 130" F, Once started it could be regulated over a very considerable range without blowing off, and if it did blow off it restarted with scarcely a pint of water wasted. It would work with steam-pressure as low as 25 lbs. per square inch. All engineers would agree with Mr. Robertson in his statements on elongation; but the fact that the object of the Paper was to ' describe what was being done, and not what should be done, must be the Author's excuse for not presenting the figures in any other form than that in which they appeared in the Paper.

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observed that last year he had occasion to travel across Canada and British Columbia, returning by the United States, and he had paid considerable attention to the American system of railway construction. He had met Mr. Cuningham, and had, as the result of that meeting, become a sort of sponsor for his Paper, Mr. Cuningham himself being at the present time snowed up in the Selkirk Mountains, British Columbia. The works upon the Rocky Mountain section of the Canadian Pacific Railway were tolerably familiar to Mr. Shelford, and he could bear out all that Mr. Cuningham had said with regard to them. But since the Paper was written, the line had been extended further west through a more difficult country, where the works were of a more important character, including one work which might be said to be the highest timber structure in the worlda viaduct over B place called Stoney Creek. which had a centre pier 280 feet high, upon which were truss girders 30 feet deep, making a total height of 310 feet. It was admirable in design and in execution. The rapidity with which that and similar works had been constructed was remarkable. Close by there was a trestle viaduct, with a span in the middle of l50 feet. It was 1,100 feet in length and 156 feet high, and in three months from the time of getting the first timber for it in the forest adjoining the first train passed over it. He had brought photographs of some of the works for the inspection of members. Among them was one bridge mentioned by Mr. Cuningham on the length described in his Paper-a trestle viaduct over the Otter Tail Creek, upwards of 100 feet high. With regard to track-laying, Mr. Bell had read a short Paper describing the track-laying on the Canadian Pacific Railway,l Mr. Cuningham had described the track-laying upon the division under his charge, but he had omitted what appeared to be the key to the position. The rails were brought up by a train as near as possible to the end of the track, each car in the train being loaded with a certain quantity of rails and a corresponding quantity of fastenings. The cars were unloaded by hand by the side of the track, and then the train was brought back. There was only a single track to work upon, and there were two or four trolleys (depending on the speed a t which the operation was carried forward), which were worked