influence upon the digestion of fodder with which it is mixed. But it is questionable whether it has a chemical effect; that is to say, whether a decomposition is produced by the salts of the molasses and those contained in the peat which may have a salutary effect on the mixture as a whole. We have made experiments in this direction, and the result of our analysis is:

These figures vary with the nature of the peat. Peat generally has an acidulous reaction; the acidity increases with heating, and at the same time the heat is accompanied by an exhalation of carbonic acid. When peat and molasses are mixed, there is always a throwing out of heat. Measured with a sensitive calorimeter and a thermometer, one of the mixtures that we prepared rose to about 70 calories, using 220 pounds of peat and molasses. This increase is certainly due to the acid properties of the peat acting upon the alkalies freed or carbonated in the molasses.

The writer concludes that the final effect of the mixture is favorable to digestion.

At the national congress hela in France in 1902 to consider "rational food for cattle," this subject was again discussed. I quote from a report:

Mr. Lambert, of the Troy sugar mills, heated in a large closed receptacle a mixture of molasses and chopped straw. By drying this mixture in a warm room, a product was obtained which he called pailmel, and which can be readily packed and transported and easily handled. This feed is composed of 45 per cent of straw and 55 per cent of molasses. It contains at least 25 per cent of sugar and 55 per cent of digestible matter. Twelve horses employed in farm work were fed a ration composed of 10 pounds of pailmel, 7 pounds of oats, and 7 pounds of hay during one hundred and twenty days. They were weighed once a week. They increased in weight while doing hard work.

A number of sheep were fed 2 pounds of pailmel and 6%1⁄2 pounds of peat per day during forty-two days. The total increase in weight per animal was 26 pounds. JOHN C. COVERT,

LYONS, December 20, 1902.

Consul.

MANUFACTURE OF SUGAR IN FRANCE.

There are at present in France 333 sugar factories distributed in 23 departments. The most important-about 12-produce annually 100,000 sacks each. Four produce more than 200,000 sacks each. A sack contains 100 kilograms (220.46 pounds). These 4 largest sugar factories are situated at Pont d'Ardres (Pas de Calais), at d'Abbeville, at d'Escandœuvres, near Cambrai, and at Villenoy, near Meaux. All the factories of France manufactured, from 1900 to 1901, over 1,100,000 tons of sugar. This necessitated 8,700,000 tons of beet roots, occupying for cultivation more than 300,000 hectares (741,300 acres).

As to the harvest of 1902-3, although there is a considerable diminution in the weight of the beet roots and the yield of sugar, there is a considerable augmentation in the yield of refined sugar.

The duration of fabrication is only two months, or two months and a half at most, on account of the difficulty experienced in preserving the beet root, the factories opening in October and closing in December. Because of this necessity, the importance of a factory depends upon the quantity of beets it can procure daily by land or water transport. To increase this supply, the beets are now grated not only at the factory, but also in special establishments erected where the beets are raised, whence the juice is conducted through underground pipes to the factory. Some French factories are fed by as many as 15 of these establishments, situated within a radius of half a mile to 2 miles.

ROUEN, January 5, 1903.

THORNWELL HAYNES,

Consul.

EUROPEAN SUGAR PRODUCTION.

Since my reports on this year's estimates of the European sugar production,* many of the beet-growing countries were afflicted by severe weather, which created havoc among the beets in the fields and retarded work at the factories. Besides, it was found that the beets brought to the factories were rather undersized. It is not a matter of surprise, therefore, that recent factory estimates show a considerable reduction.

The International Union for Sugar Statistics, comprising all the

* See ADVANCE SHEETS No. 1493 (Consular RepORTS No. 268) and No. 1512.

sugar factories of the various countries, reports the following December estimates for 1902–3:

These figures will probably be increased 230,000 or 250,000 tons by reports from a few less-important countries. The sugar in the beets turned out better than was expected; nevertheless, the total decrease in production from last year is striking.

BREMEN, December 15, 1902.

HENRY W. DIEDERICH,

Consul.

FRENCH AUTOMOBILE EXPOSITION.*

The apotheosis of the French automobile industry for 1902 is the exposition at Paris, which was opened December 10. From January to November, 1900, France exported 7,000,000 francs' ($1,351,000) worth of automobiles; during the corresponding period of 1901 the amount was 15,000,000 francs ($2,895,000), and for the same period of this year 30,000,000 francs ($5,790,000). At this exposition there were 200 more exhibitors than last year. One house alone is engaged in furnishing 150 automobiles for the United States. This yearly exposition at Paris can teach much, and if Americans do not come to exhibit they should come to learn.

SPECIAL FEATURES.

For the descriptions that follow, I am indebted to Mr. Leon Ausher's contribution to one of the most important journals of Paris:

One firm exhibited an automobile for the Ministry of War. It was of 15 horsepower, with carriage armor-plated, carrying a Hotchkiss gun, with ammunition, and capable of 600 shots a minute. A 20-horsepower machine, exhibited by the

*See also ADVANCE SHEETS No. 1545 (January 15, 1903).

same firm, had 4 cylinders of gun steel, each independent of the other, thus admitting of quick repairs. The admission valves were automatic and the cooling chamber of sheet copper. A 40-horsepower frame had 8 cylinders and no speed-change box; a single lever changed the speed instantly.

The motors of one firm, regardless of the number of cylinders, were fitted with a water jacket around the explosion chamber. In the 1-cylinder voiturette of this same company, the admission of air was above the escapement and automatic, but in the other motors the admission valves were on the same side of the cylinder and interchangeable, while the escape valves were on the other side. Symmetrically fixed to the motor shaft and worked by cogwheels at half the speed of the motor were the shafts which carry the cams regulating the valves. These shafts and their cams were so arranged as to be lubricated by jets of oil from the motor. On the I-cylinder voiturette, ignition was effected by a sparking plug with induction accumulators and coil. On the other carriages of this company, the same system could be used, according to order, either for magneto-rotary lighting or by the spark system. The two systems could be placed on the same motor, so as to have a reserve sparking apparatus. On the 1-cylinder voiturette, the speed of the motor could be reduced by raising or lowering the admission valve, In the other carriages the motor was controlled by a centrifugal regulator acting on a papillon attached to the gas feed pipe. Water circulated around the cylinders by means of a centrifugal pump worked either by cogwheels or by a friction roller on the fly wheel. The water was passed through the cylinder covers and a refrigerator before returning to the pump. On the voiturette the refrigerator, which was at the front, was fitted with ailettes and the cooling effected by the displacement of the air due to the movement of the carriage. In this case, a water reservoir is indispensable. On the 2 and 4 cylinder carriages of this same firm, the cooler was partitioned and of the honeycomb type. Behind it was a ventilator worked by a strap. This arrangement had the advantage of rendering the cooling independent of the speed of the carriage and proportioned it to the power developed by the motor-that is, to the heating of the water. In this case, the reservoir was useless and a few quarts of water all that was necessary. The gear was thrown by a friction cone. For the 1-cylinder voiturette, the possible speeds were 7, 15, and 25 miles an hour.

Another firm exhibited a 61⁄2-horsepower machine, with wooden frame and vertical supports. To this was attached a false frame upon which was placed the motor, the speed-changing gear, the steering gear, and the carburetor. The motor had water circulation and gas regulator. Ignition was effected by means of accumulators and a coil without a trembler. The radiator was of the type usually employed with wings, fixed in front. The steering was done by a wheel, with endless screw, nonreversible. There were three metal brakes acting both ways, one on the differential and two on the wheels. This carriage on a level road carries four persons at 27 miles an hour and consumes 6 quarts of petroleum.

The carriage of one manufacturer was composed of four parts, totally distinct and easily accessible: First, the frame; second, the vertical motor in front; third, the speed boxes, with friction connection; fourth, the steering gear. The frame, which is in the form of a rectangle made of wood covered with bent-steel plates, strengthened by steel tubes interlaced, supports the body and the springs. The mechanisms of propulsion and transmission were swung, cradle fashion, in a corner channel hanging from the frame, and resembled in form a balloon frame, being absolutely rigid in spite of its lightness. In front, the frame rested on long, steel springs over the steering gear, which was a new model, fitted with ball bearings and a double oil bath; behind, it rested on the axletree of the drive wheels, attached to the frame by connecting rods so arranged that no accident could happen to the chains. The motor was driven by alcohol and was arranged on the front No 270-03-5

part of the frame. It was composed of either 2 or 4 vertical cylinders cast in one piece, with water jacket without any breech attached. The connecting rods, wimble, and distribution cogs were inclosed in a carter case, with an oil bath, and sheltered from mud and dust. Cooling was accomplished by means of a turbine with automatic working, which sent a large quantity of water into a radiator fixed in front of the motor. In case of an accident to the pump, the cooling of the water was insured by a thermo-siphon, owing to the position of the water reservoir. The motor was sparked by magneto-ignition.

The regulator acted on the automatic carburetor, maintaining the exact quantity of the mixture regardless of the speed of the motor. The spray was distributed by a double current of air, thus avoiding condensation. By this, the expenditure can be reduced to a minimum and proportioned to the work required, suppressing thumping and enabling the machinery to move as slowly as desired.

All the parts of the mechanism were inclosed in a carter filled with oil. This carter had only one horizontal joint, by means of which the upper part could be removed in order to take cut the shafts, cogs, gear connections, and differential, without taking anything to pieces. This mechanism was composed of a longitudinal shaft carrying the connection cone; the latter was free on the shaft and provided with an arrangement to prevent slipping. It was moved by a pedal acting upon a ring of ball bearings, the contact being assured by a vertical spring which could be regulated while running. On the same shaft was attached the sliding train, which by its varying position transmitted the four speeds and the backward movement to the secondary shaft, which had a second connection cone that worked the differential shaft. The four speeds and the backward movement were controlled by one lever, to the right of the driver. All side movements in the shafts of the mechanism or the motor were prevented by the use of ball-bearing abutments. The steering gear sloped backwards, and could not be reversed. It was adjustable, and the wear and tear was reduced to a minimum by a shifting bolt between the screw and the sector.

ROUEN, December 20, 1902.

THORNWELL HAYNES,

Consul.

AMERICAN EXHIBITS AT PARIS AUTOMOBILE

SHOW.

An important display of horseless carriages was held by the Automobile Club of France at the Grand Palais, Paris, from December 10 to 25. There were over 180 exhibits of motor cars, auto cycles, and bicycles, and over 400 exhibits of motors, wheels, tires, electric appliances, jacks, and various accessories. Nearly all the goods shown were of home manufacture, very few foreign firms being represented. The only motor cars of American construction were exhibited by the Locomobile Company, of New York, which has branches in London and Paris. The company showed several fine cars, ranging in price from 5,500 francs ($1,061) to 13,500 francs ($2,605), which are about the same as the prices asked by the best French makers; certainly not higher. The manager states that he is well satisfied with the business done during the show.