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1901.] MARINE REVIEW. 19 use of the brake, the produced total being derived from energy that would otherwise be wasted. This combination of a magnetic track brake with a wheel brake of maximum power produces a braking effect greatly in ex- cess of any heretofore attained. Moreover, cars equipped with the com- plete apparatus are heated without using the line current, and therefore without cost for the electrical energy employed in heating. This system is shown in operation in two exhibits. First, a standard single truck electric car is in constant service on a track extending from the main exhibit in the railway exhibits building to a point east of the building some 250 ft. This car is equipped with the electric brake and car heater complete, and is in charge of a regular street car motorman, who is in readiness at any time to demonstrate the opération of the system to those interested. When 'in action powerful magnets force the brake friction shoes upon the rails and set up a strong magnetic attraction be- tween the shoes and the rails, while at the same time the drag or back action of these magnet shoes throws in action a system of levers that apply to the wheels brake shoes of the regular type. The current for exciting the magnets is supplied by the motor, which through the proper wiring of the controllers is at this time operated as a generator. With this electric brake system it is impossible to skid the wheels, and any degree of braking power is secured from the slightest effect up to a brak- View in the Railway Building, showing Exhibits of The Union Switch & Signal Co., and The Westinghouse Air Brake Co. ing effect exceeding the weight of the equipment. In the second display a double track of the maximum traction type equipped with two 40 H.P. motors and with the electric brake, is operated on a short section of track by a stationary controller. This equipment shows the enormous braking power of the apparatus and the absolute freedom from skidding of the wheels. The smooth action of this brake is one of its chief features, there being no shock or sudden jolts during its application. & THE WESTINGHOUSE AUTOMATIC AIR AND STEAM COUPLER. This arrangement, as its name indicates, is so designed that the air and steam pipes usually carried underneath the cars are coupled auto- matically whenever the cars themselves are coupled and with even greater certainty, there being no locks, catches or other parts, which require manipulation by the train men. In coupling it is only necessary to push the cars together and when uncoupling to pull them apart. This device permits cars to be coupled or uncoupled with the maximum rapidity and certainty, and makes it unnecessary for train men to go between the cars. Arrangements are provided for opening and closing, from the side of the car or the platform, the cocks in the train pipes. A pictorial representa- tion of the development of the power brake from the earliest forms of hand brakes is an interesting feature of the Westinghouse Air Brake Co.'s exhibit. These pictures, some of them of almost full size, are arranged chronologically, so that the progress made by each improvement is read- ily seen and the complete advance in the art of braking railway vehicles from the most primitive to the most modern methods is clearly shown. EXHIBIT OF THE UNION SWITCH & SIGNAL CO. The space occupied by the Union Switch & Signal Co. is located just west of the Westinghouse Air Brake Co.'s exhibit. It contains three of the most important signalling systems owned and manufactured by them-- the Westinghouse electro-pneumatic interlocking and signalling system, the Wireless" system of automatic electric block signalling, and the high-speed electric train staff system. The electro-pneumatic exhibit is located at the west end of the space and consists of a two-lever section of the latest pattern, electro-pneumatic interlocking machine, a double arm iron post signal, a dwarf signal and a switch-and-lock movement operat- ing a single switch point complete with detector bar, rocker shaft, electric switch, valve cylinder, etc. These appliances are connected and working. They represent a part of the signalling required for a single track main line turn out. Sections of some of the principal parts are also displayed. The working of the wireless system of automatic electric block signalling is shown on a model track 50 ft. long, divided into two blocks and repre- senting one line of a double track railway with a side track connected at both ends for returning the model engine or car without running against trafic. The switch at the west end is also equipped with a switch instrument and indicators to illustrate the protection provided against Seles switches, or trains from sidings entering on or fouling the main track. Two of the Union Switch & Signal Co.'s latest type of electric, style B semaphore signals--a single and double arm--are operated automati- cally from the model track and the complete exhibit shows plainly the working of automatic home and distant block signals under the wireless systems. Several of the separate appliances used in this and other systems are on view, including semaphore mechanisms and motors, battery chutes, relay boxes, cranks, wheels, jars, etc. Two of the high-speed electric train staff instruments connected and working show the practicability of operat- ing trains on single track railroads by means of this system and without the use of train orders. Photographs and drawings of various appliances and plants built and installed by the Union Switch & Signal Co., to- gether with a view of their new and greatly enlarged works at Swissvale, Pa., are also a part of the exhibit. PRODUCTION OF IRON ORE IN 1900. John Birkinbine has completed for the United States geological survey the statistics of iron ore production in the United States in 1900. The total production was 27,553,161 gross tons, against a total production in 1899 of 24,683,173 tons, showing an increase of 2,869,988 tons. The increase was almost wholly in Michigan and Minnesota. The production by states.and territories in 1899 and 1900 is given in the following table, in gross tons: \ ' 1899, 1900. States and Territories, Gross tons. Gross tons. Michigan 30 kaa es ae oe ae 9,146,157 9,926,727 Minnesota 32.2... Suto eee a 8,161,289 9,834,399 Alabaina= 600. ne eee es LET eee. 2,662,943 2,759,247 Virginia and Wrest Virginia ~ 23.4.8. «. 986,476 921,821 Pennsylvania ie cci ees. tes cone ee ,. 1,009,327 _ 877,684. WASCORSIN: 0 36s pee ee ee 579,798 746,105 Tennesse? ac. oe te Ras 632,046 > 594,171 New. Yorko.tic00) 2 ie ee Ren ie +, = 443;790 ° 441,485 Colorado 2. eee eee 307,557 407,084 New Jersey: is owe te ote i, 200,180 344,247 Georgia and North Carolina......:..... 284,364. 336,186 Montana, Nevada, New. Mexico, Utah : : and WyOmine: 6.25.00. 2 52. oe 54,148 132,277 OhtO2 53. ee eee 53,221 61,016 Kentucky <6 a ee es 35,384 52,920 MisSOUE a5 gris slat a ae ee 22,720 41,366 Connecticut and Massachusetts.......... 29,611 31,185 Maryland ci pees te bees lees = 3,428 26,223 SE@XMAS 4.-s iyacs <i pn he cue it Sne is wh ee 14,729 16,881 TOWase oo ecm es a ee ee ities | et ee ae 2156 Totaly ain riee sates ca ae a 24,683,173 27,553,161 MORE IMPORTS AND LESS EXPORTS OF BRITISH STEEL. Whatever may be said of the British supremacy that still exists in the steel industry as regards foreign trade, it is a fact that the lessened de- mand from the United States and competition in the past few years from American manufacturers are telling in the annual statistics. Reports just prepared by the British Iron Trade Association show that British im- ports of iron and steel increased from 56,684 tons in 1860 to 101,020 tons in 1870, 275,407 tons in 1880, 385,660 tons in 1890, and 759,289 tons in 1900. Over the whole period the imports of iron and steel have increased thirteen-fold in volume. The values of British iron and steel imports over the same period have increased from £711,626 in 1860 to £1,304,848 in 1870, £3,634,215 in 1880, £4,474,379 in 1890, and £12,866,731 in 1900. In the last six years the United Kingdom has imported iron and steel worth not less than 50 millions sterling. In the six years ended with 1865 the corresponding imports were valued at only £4,871,000, and in the six years ended with 1880 at £14,930,000. The increase since 1895 has, therefore, been very material, compared with previous periods of corresponding duration. An examination of the returns of British exports of iron and steel over the last thirty years shows that the quantities exported in the ten years ended with 1900, although considerably more than the quantities exported in the ten years ended with 1880, were materially under the total quantity sent out of the United Kingdom in the ten years ended with 1890. In the last-named decade there were five years during which the annual exports exceeded 4,000,000 tons, whereas in no year of the decade ended with 1900 did the total reach that figure. The total quantity of iron and steel exported in the ten years ended with and including 1900 was 33,064,000 tons; in the ten years ended with 1890, 38,529,000 tons; and in the ten years ended with 1880, 27,907,000 tons. Hence it appears that, while in the last ten years our exports show an increase of 5,157,000 tons on the exports for the ten years ended with 1880, they show a de- crease of 5,465,000 tons on the ten years ended with 1890. The decline in imports is due mainly to the lessened demand from the United States. Work is progressing rapidly on the new four-masted wooden schooner being built at the yard of Gardiner G. Deering, Bath, Me. The vessel will be launched Sept. 25.