between Eastern Zululand and Swaziland, and another tract on the south, next to the Reserve, and jutting likewise into Eastern Zululand, were added to the bounds of the republic as a compensation for lands that were given back to the Zulus in the center. This arrangement was made for the sake of securing to the English the main trade-route. The Boers agreed to allow free passage for goods across the territory of the New Republic, without payment of license or transit dues, into the South African Republic or Zululand. The area of the New Republic is 2,700,000 acres, or about half of Zululand outside of the Reserve, leaving the Zulus one third of their former country, and not more than one fifth of its habitable portions. The Natal Legislative Council complained against being excluded from the negotiations. The people in Natal were as desirous of securing grazing-farms and collect a hut-tax in Zululand as the Boers. Resolutions were passed in favor of the immediate extension of British authority over the whole of Zululand, except the Boer republic, and proposing its annexation to Natal. When the demarkation was begun, on Dec. 14, 1886, Dinizulu, who pretended to be King of the Zulus, with other chiefs, instigated by their white friends, attempted to upset the convention and have the Boers either driven out of Zululand altogether, or deprived of a large slice of the territory that had been conceded to them. They were rebuked for their desire to reopen the question. The boundary survey and demarkation was completed on January 26, and on the 28th the British boundary commissioner, Mr. Osborn, summoned Dinizulu and the other chiefs to ratify the settlement. They were not permitted to bring any of their white advocates to the meeting, or to communicate with their friends in Natal. They had previously sent a deputation to Sir Arthur Havelock, but could only induce him to negotiate with the Boers for the preservation of the burial-ground of their kings at Makosini. The Zulu chiefs refused to concur in the boundary, in the alienation of any part of their country to the Boers, or in the proposed extension over the rest of it of British sovereignty, but were informed that the arrangements were final and could not be altered.

A British protectorate was first proclaimed over Eastern Zululand. Mr. Osborn, the Resident Commissioner, sent messages in February, 1887, to the chiefs. Umyamana, one of Cetewayo's former counselors, was the only one who returned an acquiescent answer. Dinizulu and the rest made no reply. Subsequently the demand for annexation grew so strong among the English, that Eastern Zululand and the Reserve were declared to be a British possession from the 19th of May, 1887. Sir Arthur E. Havelock was appointed Governor of Zululand, and given authority to establish courts and legislate by proclamation, with the assistance of an advisory council, composed of

delegated members of the Legislative Council of Natal. The Queen's sovereignty was formally proclaimed on June 21 by Mr. Osborn, at Ekowe. Dinizulu and other chiefs refused pensions from the British, and on August 24 the late King left Eastern Zululand to establish his residence in the Boer republic, but subsequently returned to his former home, and, on renewing his demands, was threatened with punishment.

Swaziland. The convention between Great Britain and the Transvaal Republic contained a stipulation that the British should not interfere in Swaziland. The discoveries of gold in Swaziland and the neighboring parts of the Transvaal quickened the interest of the English in this remote region, and furnished a new motive for the annexation of Zululand. The Swazi King, Umbandine, had sold the lands where gold was found to Boer graziers, but the diggers who flocked in paid him for mining rights, and be accepted the British doctrine that he still controlled the minerals, though most of his people sided with the Boers, who claimed the minerals under the soil. Theophilus Shepstone was sent as confidential adviser and commissioner to Umbandine, and was installed on Feb. 18, 1887. The Boers threatened to send a commando into the country in the winter, but were not upheld by the Transvaal Government. Mr. Shepstone called on all the farmers and miners to have their claims registered, and established a tariff of £20 for every mineral concession, and £5 for every trading license.

Amatongaland.--Preliminary steps were taken for establishing a British protectorate over Amatongaland. The Tonga Queen was persuaded, through fear of Portuguese encroachments, to petition for British annexation. In July, a treaty was concluded by which she bound herself not to make any treaty or cede any territory to a foreign power without the consent of the British Government. The Portuguese had come into conflict with the Tongas by asserting their claims to the territory north of the Maputa river, and 26° 30' south latitude, which was awarded to them by the President of the French Republic in the Delagoa Bay arbitration on July 24, 1875.

CARNOT, MARIE FRANÇOIS SADI, President of the French Republic, born in Limoges, Aug. 11, 1837. He is the grandson of Lazare Nicolas Carnot, Minister of War in the first republic from 1793 to 1797, whose genius and energy in raising and maintaining the army that repelled the allied enemies of the republic earned for him the title of the "Organizer of Victory." The son of the great Carnot, Lazare Hippolyte, inherited the instincts of republicanism. He became a St. Simonian, but turned from the socialists of that school when they adopted Enfantin's views of marriage. From 1839 till 1848 he was a deputy, and voted with the Extreme Left. Under the second republic he was Minister of Education, and after the fall of the

94 CARNOT, MARIE FRANÇOIS SADI.

empire acted with the Extreme Left. Since 1875 he has been a life-senator. His son, to whom he gave the Persian name Sadi while interested in the study of Oriental languages and literature, was educated as an engineer. He entered the Ecole Polytechnique in 1857, passing fifth in his class, led the class in the Ecole des Ponts et Chaussées, and completed his professional education in 1863. After being for some time assistant secretary to the council for roads and bridges, he was appointed engineer at Annecy in 1864. He introduced improvements in railroad and bridge construction, and planned, among other important works, the great bridge over the Rhône at Collonges, near the Swiss frontier, where he applied a new system of tubular foundation of his own invention. On Jan. 10, 1871, he was appointed prefect of the department of SeineInférieure, and at Havre organized the national defense in Normandy, being nominated commissary-extraordinary for the departments of Seine-Inférieure, Eure, and Calvados. On February 8 he was elected by 42,000 votes as the representative of the department of Côte d'Or in the National Assembly. He took his seat with the Left, was chosen secretary of the group of the Republican Left, and voted for all the measures tending to the definitive establishment of the republic and in favor of all the constitutional laws. He was a member of various special committees on public works and industry, and advocated the bill relating to explosives. In the general election of Feb. 20, 1876, he was a candidate for deputy in the second circonscription of the arrondissement of Beaune, and was elected by a large majority over the combined vote of his two competitors. He was chosen secretary in the new Chamber, and was also a member of the budget committee. He was re-elected over the official candidate in the election of Oct. 14, 1877, took a prominent part in all the discussions relating to public works, especially railroads and canals, was several times appointed on the budget committee, and in 1878 was chosen to report the budget of Public Works. On August 12 of that year he was appointed under-secretary of state in the Ministry of Public Works. In the Ferry Cabinet of 1880 he was the head of that ministry, and prosecuted important works, on the development of which he had been engaged while Secretary of State. He was for a time Minister of Finance in 1882. In 1885, M. de Freycinet again called him into the Cabinet. He first took the portfolio of Public Works, but, on the retirement of M. Clamegeran, became Minister of Finance. In that office he had the same trouble with the budget as his predecessors, and was unable to induce the budget committee of the Chamber to adopt his general recommendations. Among other propositions that were defeated was one that he made to allow the Panama Canal Company to issue lottery bonds. He gained much credit for refusing to refund 75,000 francs of stamp duties that

CARRIERS, MECHANICAL.

the banker Dreyfuss claimed were illegally exacted, retiring from the ministry in December, 1886, when President Grévy insisted on the restitution. On Oct. 4, 1885, he was again elected deputy for the Côte d'Or. Sadi-Carnot has hitherto made himself conspicuous_only by his professional accomplishments, and has never been a political leader, but he has won exceptional esteem by reason of his unquestionable integrity. On the retirement of President Grévy, the two great Republican orators, Ferry and Freycinet, were the principal candidates for the succession. In the first trial ballot of the Republican senators and deputies on the morning of Dec. 3, 1887, the former received 200 and the latter 193 votes, Brisson coming next with 81, and then Sadi-Carnot with 69. The election of Ferry threatened to produce a popular disturbance, and Freycinet's supporters, when they saw that his chance was hopeless, decided to give their votes to Carnot. When the Congress met in the afternoon, SadiCarnot received on the first ballot 803 votes, Ferry 212, Gen. Saussier 148, Freycinet 76, Gen. Appert 72, Brisson 26, and other candidates 31. MM. de Freycinet and Ferry then withdrew in favor of Sadi-Carnot, who was elected on the second ballot by 616 votes, Gen. Saussier receiving from the Conservatives 186. President Carnot's wife is a daughter of Dupont White, who translated John Stuart Mill's works into French. Their family consists of four girls. M. Carnot has himself published a translation of Mill's essay on "The Revolution of 1848, and its Detractors" (Paris, 1875).

CARRIERS, MECHANICAL.-The term "storeservice," first appeared in the Patent-Office "Gazette" in 1879, in connection with the invention of Joseph C. White, of New York, hereafter described, and two years afterward William S. Lamson, of Lowell, Mass., patented a “cash-carrier." Since that time about 300 patents have been issued in the United States alone bearing upon devices for the ready transmission of cash and small parcels in retail shops or other establishments where such service is required. At present one or another system is in use in a great many of the large mercantile houses where there is likely to be a rush of customers at certain hours or seasons. Almost every ingenious boy has at one time or another constructed some sort of rudimentary carrier, if only a match-box running upon a thread and pulled back and forth between the adjacent desks of school-room intimates. More complete structures are often seen stretching between the windows of neighboring houses in the country, and sometimes across city streets. But to Mr. Lamson apparently belongs the credit of having first brought skilled mechanical construction to bear upon the problem, and introduced cash-carriers as part of the necessary equipment of modern retail stores. Several companies now exist for the manufacture of these carriers, and the business is of such

magnitude as to justify some account of the various systems.

Carriers as used in store-service naturally divide themselves into two classes-cash-carriers, which are intended merely to expedite the making of change, and parcel-carriers, which do double duty, carrying the money to the cashier and the goods purchased to an "inspector," who checks off the items of the purchase, and wraps the parcel for delivery. In large establishments, particularly in great cities, the advantage of such service is obvious, as it does away with the necessity of much running to and fro of messengers, which must necessarily interfere with the convenience of customers. The less costly systems are coming into use in small stores, and are found of almost equal advantage. The systems at present in use are, if not as numerous as the patents themselves, at least too many for description here; but the general mechanical principles involved are common to nearly all of them, the difference being in minor details of construction, which, however, are often of vital importance in enabling a merchant to de

cide which system is best adapted to his special requirements. A large retail establishment in New York has lately spent about $15,000 in setting up a store-service system; and where such an amount of money is involved, great care is naturally exercised to adopt only the best and simplest devices.

The rudimentary type of carrier is the schoolboy contrivance already referred to, namely, a box or a basket sliding back and forth upon a horizontal cord. The first improvement is the substitution of a smooth wire for the cord, with the basket or car running upon wheels, and an arrangement for keeping the wire permanently tight. Such a system is indicated in Fig. 1. A B is the wire passing over a fixed pulley at A, and kept taut by the weight W. Cis the car hanging on the wire ready for use, and C' an end view of the same showing the shape of the wheel attachment. Hand-power is used, a smart push or pull sufficing to send a properly-constructed car fifty or sixty feet. Sach contrivances are used to advantage in

of its simplest forms. A B is the wire, O the cashier's desk, and S the salesman's station. At B the main wire is attached to an endless band running over two pulleys, and provided with a tension-spring at C. Obviously, by revolving the band BD upon the pulleys the point B can be raised or depressed as much as is necessary to change the angle of inclination of the wire and cause the car to run in either direction. In practice it is found that a rise of

of an inch to each foot is enough to carry a properly-constructed car. Much ingenuity has been expended in devising methods of changing the level of wires. Fig. 3 shows one of the simplest and most effective (patent No. 271,895). The triangles (which may be simply arms) are pivoted at CC, and wires A B are stretched from one to the other. By reversing

REVERSIBLE DOUBLE WIRE.

C

FIG. 3

the position of the triangles or arms, the inclination of the wires is changed as indicated by the dotted lines.

In Fig. 4 (patent No. 304,585) the necessity of raising and lowering the car is recognized. The wire A B passes over a fixed pulley at C,

and over a stationary rest at D. By pulling upon A the car E is raised almost vertically until it is high enough to clear D, when the angle of general inclination is reversed, and

FIG.4

B

would ring a bell and derail itself at its own particular station. This was effected by setting the peg or projection at a different height on each car, and providing an inclined plane to correspond at each station. This is indicated in Fig. 6. A B is the inclined track, C and C' are cars, and the round black dots are the projections on each car. D and D' are small inclined planes fixed just below the main track. Car C in descending the incline will carry its projection clear of D', but will engage L,

A

E

FIG6

LOWERING, HOISTING, AND REVERSING.

the carrier moves toward B. By this or a similar arrangement, the main line from C to B may be kept high enough to be out of the way, while the carrier alone is lowered to the counter.

The engraving shows only the mechanical principle. In the different systems used there are many ingenious appliances to render the operation of hoisting and lowering certain and easy. (See Figs. 8 and 9.)

Fixed rails for the transit of gravity-cars in store-service were patented by Joseph C. White, of New York, in 1879 (patent No. 221,488), under the title "An apparatus for facilitating payments and delivery of goods." The principle of the invention is shown in Fig. 5, C being the cashier's desk, and SSS the stations of salesmen. The cars were of the usual easily detachable type, so that the salesman could lift his car off from the rails if he

DERAILING DEVICE.

while car C will be stopped by D'. In this this way a considerable number of cars can be made to derail themselves, each falling into or against a suitable receiver. The inventor subsequently broadly claimed "Traveling carriers propelled along ways leading from store-counters to cashier's desk and back to counter through mechanism distinct from the carriers proper." The drawing in the Patent Office shows an endless belt running on suitable sup

FIG.7

sion of cash alone to and from the cashier's desk. Each carrier consists of two hollow hemispheres fastened together by any of the simple mechanical devices, and provided with interior springs which hold the coin and bills near the center of gravity after the two hemispheres are joined together. The balls are of as many different sizes as there are stations to be served, varying perhaps of an inch in their succcesive diameters. The railway consists in its simplest form of two slightly divergent rails (see Fig. 7) laid at a sufficient angle of inclination from the cashier's desk C, past the salesmen's stations S S'S". Now, suppose the three balls to be started on the incline from the cashier's desk, number 3 will fall between the rails at S, number 2 will follow suit at S', and number 1 will go on to the end of the line. Under the rails at each station is a net or pocket into which the balls drop convenient to the salesman's hand. For the return of the balls to the cashier a set of parallel rails is provided, inclined in the contrary direction, and various devices are resorted to for hoisting the balls to the rails where they are out of reach. Several systems provide baskets of different kinds, which are hoisted by pulley into position, and release the balls through various mechanical devices. One system adopts a flexible tube, large enough to receive the balls. The loaded ball is dropped into the open end of this tube which is hoisted, until the ball rolls out upon the rails, and goes its way. (See dotted lines in lower section of Fig. 7.)

Another plan provides a system of tubes communicating with a main tube leading to the cashier's desk, which must usually be on FIG 8

BALL-CARRIER SYSTEM.

the floor below the salesroom. The small tubes rise through the counter, and the salesman merely drops in the balls destined for the cashier. They are returned to the salesmen through a separate tube, or upon rails to which they are necessarily hoisted mechanically. VOL. XXVII.-7 A

vices are employed. The fundamental idea of most of these is the impact of a moving ball against a trigger so placed that only a ball of a certain size can touch it. The trigger releases a catch, which allows a trap to fall open, or disengages a switch, like those of an ordinary railway, which turns the ball off upon a little side platform or cage that can be lowered to the counter if not within reach, or hoisted to the return track when desired. Fig. 8 shows a ball-carrier system in operation. The arrows indicate the direction of the balls going and returning. O is the cashier, and S the station with the automatic appliances for stopping the balls and lowering them to the counter.

Parcel-carriers have the advantage of doing double duty, since they serve as cash-carriers as well. A simple and effective one is shown in operation in Fig. 9. The hoisting-apparatus at the station S (similar to that shown in Fig. 4) raises the car to the wire, the wheels automatically adjusting themselves. Then the same apparatus hoists the wire itself till the grade is sufficiently changed. This system requires a separate wire for each salesman's station.

The

More elaborate systems use but a single fixed rail instead of a wire. Switches are provided at each station, and a simple hoisting-apparatus enables the salesman to lower the carrier or hoist it to either of the rails overhead. switching devices used for carriers having wheels are similar to those described under ball-carriers, but are somewhat more direct and certain in operation. In Fig. 10, for instance, A is a frame set over the track, and B an attachment to a carrier. Each of these frames is pierced with holes, which register upon radii of the same circle. C is a pin, which can be set in any hole on the carrier,