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GRAVITATING WIRE ROPE TRAMWAY.
BY MR. JOHN PARKER.

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CAPTAIN JOHN MOODY'S SAILING
CRAFT.

N our last week's number we referred to a trial that had been made at Grays, Essex, upon a vessel of peculiar construction, and which had been built according to the patented plans of Captain John Moody, of St. Maurice Villa, York. This craft is formed with four lobes and with a space between every two of them, so that they project,

we hope he will reap the reward of his labours and ingenuity. He certainly deserves some recognition on the part of the State, and we can with confidence strongly recommend his invention to the National Lifeboat Institution and to our nobility and yacht-keeping gentry in all parts of the globe.

GRAVITATING WIRE ROPE TRAMWAYS. two of them fore and aft and the other two from proposed for the conveyance of minerals and TITHERTO wire rope tramways have been

much impressed with its utility. It would prove a boon in the grounds of the Crystal Palace and other places of public resort, as any number of persons could test its capabilities by having an aerial flight from one point to another.

THE PROGRESS OF AERONAUTICAL SCIENCE.

BY MR. R. STEWARD.

MBRACING within the wide field of its limits

of them acts as a water-tight compartment to goods only, and it necessarily follows that their much that is deeply interesting on the one

the sides. They are about 39ft. over all, and each increase the buoyancy of the vessel; they are divided from the interior or cabin of the vessel by bulkheads, so that the cabin is rendered completely dry at all times. Seats and lockers are arranged round the cabin, and, taking the vessel as we saw it, we could make ourselves very comfortable in it in a voyage of some extent. The craft is fitted with two sails, as shown in the engravings, and with a jib sail and bowsprit; in fact, she is what is known as schooner rigged. In the run we had with her on the Thames she answered her helm with speed and freedom and seemed altogether a good sea-going boat. Captain Moody has built her to try her sailing capabilities, and he intends to go out into the Atlantic with her and see what effect the huge waves of the ocean would have upon her. The vessel is built upon the same plan as his telegraph ship, which we described in our number for June 11, 1869, and also as the life raft which he proposed to the Government some time back. The vessel shown in the engraving is fitted with a movable keel which can be let down from the inside to almost any depth to ensure her being kept upright in a gale of wind; the well or space in which the keel is fitted is open at top, and should she by any chance ship a heavy sea, the only harm that can happen will be that her crew will be about knee deep in water, which can be pumped out when the weather moderates, all other water running out of her through the well as she rides upon the surface. In the swell of the large steamers which rose over her lobes we found none of sufficient power to wash over the hatchway combings, and we doubt with a screen to check the wash if any water could find its way into the cabin. We found her remarkably steady, although she had no ballast on board, and we attributed the depth of the keel-board to be the means of producing that steadiness.

Captain Moody has done much to solve the problem of how to construct an unsinkable ship, and

usefulness is somewhat limited. Now Mr. Palmer, of The Webbs, St. John's Common, Sussex, proposes to carry passengers by means of his tramways, as shown in the above engravings. The line is to be a double one, that is, one with two ropes for the grooved wheels of the carriage to run upon. A portion of the line forms an incline, down which the carriages will run by their own weight, and the speed obtained in the movement will be sufficient to carry them up to near the highest part of the opposite gradient, when by means of a chain which is to be hooked on at this point power is applied by the winch to move it over the point on to the level, which is proposed to be formed of bar or plate iron, over which it travels, and then down the next incline to be again drawn up by another chain and winch, and so on for the whole length of the line. For single lines, such as for transporting goods, &c., the boxes hang under the overhanging arms of the uprights, so as to pass freely and without coming in contact with the posts. Mr. Palmer has various modifications of his plans; among them is one by which rivers can be crossed with facility. One end of the rope or ropes is secured to a fixed post or upright, while the other end is free to be raised and lowered. By this means the carriage is caused to run from one side to the other, and vice versa, according to whether the post is higher or lower than the opposite end. The inventor tells us that for ferry bridges his plan is the cheapest ever offered to the public, and no doubt it is, as in many cases the ropes need only be fastened to the trees on the opposite banks, when, on using two ropes, the full boxes could be sent in one direction on one of the ropes, and the empty boxes back again on the other rope. Upon trial on an extensive scale the boxes or carriages travelled at the rate of fifteen miles per hour.

We have seen a short length at the works of Messrs. Holbrook, Manor-street, Chelsea, and were

hand, and in the highest degree instructive on the other, there appears much to justify and warrant the belief in a singularly progressive future in store for this science, and the hope of many that it may take a more advanced position than hitherto bids fair to be more than realised. The present generation "enters upon the labours" of many preceding generations, and, whilst gratefully acknowledging the value and importance of the truths bequeathed, it is probable their true value can be but imperfectly estimated even by those who enter fully into all connecting circumstances, but to the student only (and all ought to be aeronautical students) this science offers an unceasing theme of both profitable and valuable exercise.

There is, however, one question in connection with this science possessing features of so much more than ordinary interest that doubtless through past ages many have directed their attention towards it, influenced more or less with the hope of meeting a successful solution; but the fact is patent, and must be recorded, that hitherto none have succeeded in demonstrating the question solved. The reader will doubtless be prepared to hear the question that thus defies all attempts at solution is, why cannot the great ocean of air by which the earth is surrounded be made to serve man more effectually, and become the highway of transit between the nations; but difficult as at first sight this question may appear, it is found, on being approached in the true spirit of an onward pioneer, to be in no small measure shorn of its chief difficulties, and to present good and reasonable ground for believing this great step in onward progress can be taken directly an effort (worthy the name) is made to effect it; if, therefore, attention is directed towards ascertaining the true reason, why this important question still remains unsolved, it will be found other sciences had not till of late years sufficiently advanced to enable the inventor or pioneer to

avail himself of the means necessary for success.
The chief means unavailable hitherto I believe to
have been steam power, and secondary to this, the
absence of sufficient design and skill in manufac-
ture to enable a structure to be made combining in
the highest degree lightness and strength; but we
now find these very circumstances, that in past
years have presented an effectual barrier, have
entirely disappeared, and, strangely enough, they
are become the very foundation on which I ground
my hopes of success. I wish to be clearly under-
stood. I believe weight and power the two chief
elements, but I do not fear weight. With abundance
of power at command, design and construction are
important, but secondary to weight and power.
My plan, therefore, for the solving of this great
question can be thus described. I propose to con-
struct a large oval-shaped plane, measuring say,
for example, 60ft. by 40ft. On either side of this
plane, I propose to construct a chamber or com-
partment, the covering of each chamber to be
porous to the extent of half its surface, and pro-
jecting in the centre of the plane to about 12in.
from its surface, thence tapering in each direction,
and joining the plane at its outer edge; the plane,
therefore, forming a division between the upper
FIG. 1.

FIG. 2.

CHATWOOD'S IMPROVED HYDRO-PNEU-
MATIC SAFE.

MR. thet, Regent-street, has just

[R. STREETER, the celebrated Court jeweller,

different thing from an engine of the same power for a visit of inspection on the 16th inst., to the constructed not farther back than the year 1860. Lambeth and the Chelsea Waterworks at Thames I have entered fully into the question of power, Ditton. It was announced by the chairman that being anxious none should conceive an opinion not the directors and engineers of the companies goin accordance with truth. I will now briefly unfold verning the extensive establishments in question the principle I propose to adopt for propelling. The had kindly promised to afford every facility to power required to sustain being so much less than such members of the association and their friends to raise, I propose to use the difference in throw- as might feel disposed to avail themselves of the ing a current of air in a direct horizontal and opportunity of visiting the places named. Messrs. sternward direction, instead of as in raising, Yarrow and Hedley, too, the celebrated builders throwing all in a direct vertical and downward of steam launches at Poplar, it was stated, had direction; a glance at fig. 2 will show the form of offered one of their vessels for the conveyance of a build to be such as to present the least possible limited number of honorary members to Thames amount of surface for resistance, this section show- Ditton on the 16th. Altogether, the excursion ing the greatest amount of displacement. With- appears to be one calculated to promote the ediout, therefore, entering minutely into the question fication of the associated foremen, as well as to of speed, I am prepared to say I fully expect a form a pleasant diversity to their ordinary prominimum of 50 miles per hour. I do not expect ceedings. The question of increasing the accomany difficulty to be met with in steering with a modation for the rapidly growing library of the rudder, whilst the very important question of institution and other subjects of minor importance lowering can, with the plan I have described for occupied the remainder of Saturday's sitting, raising, be regulated to any degree, so that un- which at a late hour came to a termination. doubtedly the machine can be landed as gently as could te wished. I cannot otherwise than direct the reader's attention to the fact of the boiler and engine rendering an exceedingly important serIvice from its weight alone. Placed in the boat shaped compartment D D directly under the centre of the divisional plane, it is absolutely necessary there should be a weight here almost had erected upon his premises an immense iron corresponding to the weight of boiler and engine safe, in which he intends to place his most valuato preserve the machine in its true position. It ble articles, as well as those of private families will now be seen the whole question of success or who entrust such goods to his keeping. The difailure turns upon the value of the principle I mensions of the safe are-height, 9ft. 6in.; width, propose to adopt for raising; few will have any 9ft.; and from front to back 15ft.; in fact, it is a doubt concerning successful propelling, providing good sized room. The safe is composed of a a good means be adopted for raising. I venture to combination of hard and soft metals beautifully submit the reasons upon which I found my faith laid and bound together in a substantial manner. in it, proving what I have previously stated are It stands upon a bed of gravel rammed down to good reasons, and that they are based on well- make it as solid as possible. Upon this a bed of known facts in regard to pressure and the law of concrete, 3ft. deep, is laid, formed of large pieces gravitation. I have in conclusion to remark, the of hard clinker, brick, granite, &c., mixed with first step is to demonstrate the plan proposed to cement; over this comes a bed of pure Portland be a raising power; therefore, I press forward to cement 5in. thick, then the pneumatic tanks, then It will now be understood when, by the aid of the trial of a machine requiring not less than another bed of cement 4in. thick, and, lastly, the steam power air is rapidly withdrawn from the 1-horse power to raise it. I believe it doubtful if foundation plates of the safe proper, making in upper chamber, the pressure will be reduced, and any satisfactory result could ever be obtained from all five distinct foundation layers above the soil. the air thus withdrawn, given to the lower cham-a machine requiring less power, for this reason. I Around the safe are the following buildings:-On ber, will increase the pressure in this compartment. have shown the area of the divisional plane to be the north side, a chapel; on the south, Mr. If, therefore, the pressure in the upper chamber of the highest importance from its extent of sur-Streeter's engine room, the boiler adjoining the be reduced say, for example, loz. per square inch, face; the rule of half a given diameter requires to wall next the safe; on the east, Mr. Sedley's preand increased in the lower to the same extent, this find its area, a divisor of four tells powerfully mises; the front of the safe forming the west side will bring a pressure of 2oz. per square inch upon against a small machine giving a satisfactory result, next the shop. Leaving out the front it is, therethe under surface of the divisional plane in an while the same rule reversed tells equally as fore, evident that the only possible means of upward direction, but the pressure on each cover-powerfully in favour of a large machine. I there- felonious entry are through the chapel, Mr. Seding would also be loz. per square inch, thus giving fore fix the size of the machine to give this prin- ley's premises, or the foundations, which, to say 2oz. downward pressure to each square inch, and ciple a full and fair trial to be not less than 20ft. nothing of party walls, would involve penetrating the effect neutralised. But as one-half of the sur- by 15ft. in length and breadth of its divisional successively through 15in. of flint and Portland face of each covering is absorbed in pores, it follows plane, and with an engine able to exert the full cement, concrete of the hardest description, the there is but loz. downward to every 2oz. upward power of one horse, no means for propelling will pneumatic envelope, another bed of 12in. flint pressure, and, therefore, a clear gain of 1oz. be required, simply the tests to prove the principle concrete, and, lastly, the safe. upward pressure to the square inch over the surface of raising by showing a machine worked by steam of the divisional plane. If, therefore, the average power able to raise its own weight from the ground. weight of the machine is less than loz. per square This will be acknowledged a satisfactory step forinch, it must of necessity rise, the imperative ward in this important science. demand of the law of gravitation being more than inventor and pioneer I humbly trust the exhaustive satisfied. I have been explicit in describing this, manner in which I have laid bare the principle as it forms a fundamental part in an invention of will be considered sufficient to warrant me in givthis nature, namely, a sound and trustworthy ing it publicity. The principle once proved method for raising. successful, it is hardly necessary for me to state it opens the pathway for a source of industry and wealth on a scale of such unbounded magnitude completely unparalleled in history.

and lower chamber. The sectional sketches, figs. 1 and 2, give the outline and form; the line B is the large oval divisional plane; and A and C the covering; the spaces between forming the chambers. Under the lower chamber, but built into and form ing part of it, I propose to construct a third chamber taking in its outline somewhat the form of a boat, shown in section figs. 1 and 2, DD; in this compartment I propose to place boiler, engine, attendant, &c.

In proceeding I will state the horse power necessary to raise this weight; 1oz. per square inch on a surface of oval form and measuring 60ft. by 40ft. gives a total of rather over seven tons. The extreme weight of a machine the size described is calculated to be five tons; the actual pressure per square inch required is, therefore, considerably under loz.. I need but barely allude to the fact

of the horse power being in proportion to a given

speed. If, for instance, it was requisite to raise the machine at a rapid rate, the horse power must be great, but, inasmuch as all that the word desirable expresses is in favour of a slow speed for raising, I fix 15ft. per minute as abundantly ample; it will be found the actual horse power required to raise five tons 15ft. per minute is expressed in the unit 6; but as I am aware there is a certain portion of power that may possibly be waste, and as there is not the least necessity for restricting the amount of power, I propose for a machine the size described, the horse power should not be under 10. I would here for one moment draw the reader's attention to what is now accom plished in the steam fire engine. Those manufactured by Messrs. Shand and Mason exert a continuous of 30 and a maximum of 35-horse power; engine, boiler, and water weighing only 13cwt., or about 481b. per horse power. It will, therefore, be at once seen an engine able to exert a power equal ten horses constructed to-day would be a very

And as

LONDON ASSOCIATION OF FOREMEN
ENGINEERS.

an

this institution took place on Saturday, the
THE ordinary monthly meeting of members of

2nd inst., at the City Terminus Hotel, and was
well attended. Mr. J. Newton, of the Royal Mint,
president, filled the chair. The sitting was
mainly devoted to business immediately pertain-
ing to the association-financial and statistic.
Among the elections which took precedence of the
other proceedings were those of Mr. William
Beldham (of Messrs. Allibon and Noyes, North-
fleet), and Mr. Henry Johnson (of Messrs. Whiel-
don, Leckie, and Lucas, Westminster Bridge-road).
It appeared from a statement made by the
auditors, Messrs. Gibbon and Ives, that the insti-
tution is in a flourishing condition, the number of
members steadily increasing, together with the
general and superannuation funds, which latter
united amount to £1,500. The members present,
it is needless to say, were well pleased with the
position and prospects of the society. Other
questions of less public interest were discussed,
and an arrangement was sanctioned unanimously

Messrs. Chatwood, whose safes remained invincible-notwithstanding their offer of £600 at the Paris International Exhibition of 1867 to any one who should penetrate them-have guaranteed to Mr. Streeter, under a heavy penalty, that by no portable appliance can an opening large enough to give admission be operated in either side of their safes in less than 48 hours, in front in not less than a week, and the concrete would take at least some 24 hours to work through, so that a burglar would have to be at work at the weakest point 72 hours unobserved before entrance was possible.

The tanks, or more properly speaking the pneumatic envelope, is thus applied:-The parts of the bottom and sides below ground, near neighbouring buildings, are surrounded by galvanised tanks, in communication with the front, where an index perfectly air-tight, each tank being separate and

gauge is attached to it. These tanks are filled with water, and, being air-tight, the water level is, of course, maintained without variation, as long as they remain undisturbed.

Simple as this may appear it constitutes, as will be seen, an efficient means of indicating the disarrangement of any part of the system. It is intended to serve the purpose of detection only, not of prevention, as in a very short time, with ordinary appliances, one could penetrate through either or all of the tanks at the expense only of a little wetting; but any such interference would be immediately indicated by the gauge, while as yet 50 or 60 hours' work would be necessary to enter the interior of the safe. If the pipes are cut the air under pressure escapes; if the cisterns are broken the water, also under pressure, escapes, and the index must in either instance show the fact instantly.

The gauges require no setting after once being

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registered; under pressure, also, they indicate, by returning to a normal state, when anything is out of gear. Each of the four tanks has its own indicator and gauge, thus pointing out not only the existence of danger but its locality.

This system of detection was suggested by Mr. T. W. Tobin, of the Royal Polytechnic, and effectively carried out by Messrs. Chatwood.

Access to the safe is obtained by a doorway, 6ft. 3in. by 3ft., and 8in. thick; the door weighs 5 tons. It is constructed of, first, the outer thickness of best "Dartmoor" iron, the back of which is intersected with thousands of cones, to receive, second," Speigelised" iron; third, the lock and machinery; and, fourth, the inner fireproof covering. The front door is 18in. in thickness, and with the substitution of firebrick for the "Speigelised" iron, constructed much on the same principle.

The term "Speigelised" iron may be new to many, and as this is not a general article of marketable supply, the following details may not be uninteresting.

It consists of a hard combination of steel or iron, and silica or flint, possessing all the strength of the cast iron; it also resists by virtue of the flint any attempt to penetrate it with edged tools. A chisel tempered to cut the hardest metal is driven aside and burred like lead; it would be, in fact, labour lost, endeavouring to bore or cut it.

The lock to close the safe is capable of several thousand alterations or combinations, in case the key is surreptitiously obtained possession of, and although the lock is of the largest kind it is opened by a key no larger than that of an ordinary cash box; with this, and this key only, can the lock be loosed.

The construction of the safe is different in principle to anything of the kind ever yet attempted. It is in accordance with one of Mr. Chatwood's patents for the "Building and Binding together of Cast-iron or Steel Plates." So large a chamber could not be constructed other than in parts, and the problem arises how to join the pieces together with the least fear of separation. There are a number of plates 3in. thick, of the best iron, weighing each several tons, and extending the whole transverse width and height of the safe; these are bedded or keyed into iron standards or ribs, about 4in. square, known technically as "H" iron; the ribs are again keyed into each other at the angles. To either put the pieces together or separate them on a small scale would prove a puzzle of no small degree of ingenuity, and necessitate commencing from the interior, but to make the whole mass compact wrought-iron bars are screwed in every direction from the inside, in a similar manner to the coupling irons used in attaching locomotives and carriages together on the railways. By this treatment the pieces are almost compressed into one mass, and if means could be provided it might be bodily moved without in any way deranging its construction.

The total weight of the safe, without its surroundings (simply taking the metal), is between 50 and 60 tons.

IMPROVEMENTS IN DRY EARTH
CLOSETS.

TUMEROUS appliances have from time to time

To wield so massive a door, although delicately soil with earth, automatically, in earth closets, but balanced, each time the safe is opened would prove with most of them the mechanism has been an unnecessary operation; there is, therefore, of a clumsy construction, and has therefore led to fitted an inner gate, closed with a combination the disuse of them. In the improvements shown spring lock. During the day this gate allows of per- in the above engravings, which have been patented fect ventilation, and admits of inspectingthe interior. by Mr. John Parker, of Woodstock, Oxfordshire,

there is an entire absence of any clumsy mechanism; the descent and regulation of the quantity of earth is governed by a flap or pocket which can fill and discharge itself each time the closet is used. Mr. Parker has two modifications, both of which with the original are shown. Figs. 1 and 2 are respectively a sectional elevation and a plan of what may be called the common form. The back of the case forms the earth chamber, in which the dry earth is placed through a lid on the top. The opening at the bottom of the chamber is kept closed by means of a plate fitted on a sliding or pivoted shoot, which is caused to tilt and allow a given quantity to fill the space between that plate and another when the seat is depressed. The depression of the seat throws down one end of a lever, which is fitted to the side wall, and raises the other, at the same time tilting the shoot over towards the back; but as soon as the seat is freed from the pressure, a weight causes the shoot to recover itself, and in the movement to throw the contents over the soil in the pan or pail, which is placed there to receive it. Figs. 3 and 4 show one of the modifications. Here the article of furniture is provided with two earth boxes, one on each side. The depression of the seat in this case causes one valve on each side to lift to allow a quantity of earth to fill the pockets, and be held there until the seat is released, when the weight I will compel the valves to reverse themselves, and the earth, which was held back, is permitted to slide down the shoots into the pail.

Figs. 5 and 6 are views of a different arrangement. In this an extra shoot is employed to catch the earth from the first shoot, and, instead of throwinto the ;

throws it in in the backward movement. The invention will be well understood by referring to the engravings. In some cases levers and a weight may be used on one side only; but to ensure the perfect action of the closet, it is preferable to have one set on each side.

THE COAL AND IRON DISTRICTS OF
BELGIUM.

SE
EVERAL English mining and mechanical engi-
neers have been lately paying a visit to these
districts. The visit was organised by the members
of the South Staffordshire and East Worcestershire
Institute of Mining and Mechanical Engineers, and
a party numbering in all about 27, inclusive of the
president (Mr. North), the ex-president (Mr. D.
Peacock), and the hon. sec. (Mr. H. Johnson),
started from Birmingham on Saturday morning,

June 18, and on Monday evening reached Brussels.
Furnished by M. F. Jochamis, the Inspector-
General of Mines, with letters of introduction to the
various engineers-in-chief and directors of mines,
the party started early on Wednesday morning for
Mons, and were there met by the government in-
spector for the district, M. Laguesse, who conducted
them to the Belgian Coal Company's Charbonnage
de l'Agrappe.

poses.

From an inquiry made here and elsewhere of the Thirdly, the greatest attention is paid to the comgovernment inspectors and others it was ascer- fort of the workpeople; for instance, ironworks, tained that the moral characters of the women which are naturally hot and dirty, are there cool engaged in the pits contrasted favourably with those and clean. In many instances the interiors were of women employed in factories and agricultural whitewashed, the steam cylinders, which throw out pursuits. The party having spent nearly the whole a deal of heat, were up near the roofs, as also were of the day at this colliery returned to their hotel, the boilers, or at some distance from the works. and next morning went to Charleroi, where they Water was continually being thrown over the whole were met by M. Lambert, government inspector, of the works by means of leather hose, so that, who escorted them to the colliery of the Soire although it was the hottest time they have in Madam. just described, with the exceptions that the engines the works with comfort, and without experiencing This is in every respect similar to the one Belgium, the party were enabled to walk through are vertical instead of horizontal, and the cages inconvenience from heat, as in England. We also three-decked instead of two, so that six tubs are noticed in works where more than one branch of raised at a time. A remarkable piece of engineering manufacture was carried on that each department skill has been accomplished at this pit; the shaft, was kept distinctly to itself, and locked up as if bewhich was formerly 6ft. in diameter, has been en- longing to another proprietor. larged to 13ft. 4in., and the pit frame replaced by and without stopping the pit, night or day, for one a much larger one, all in the space of two years,

hour.

bottom to the extent of thousands of tons; the large
Another shaft near here has slipped in at the
hole made has been filled up with timber, and they
are now boring a fresh shaft through the solid wood,
This will be an unprecedented feat of mining engi-
neering when accomplished.

Société de Ehy-le-Chateau, manager, M. Blondiau.
The party next visited the blast furnaces of the
These furnaces are well constructed, and produce 52
tons of cast iron each in twenty-four hours. The
iron ore used is of a red colour, and is obtained from
The greatest care is

care.

We say, then, that the success of the Belgians is mainly due to engineering skill, economy, and great Have they better engineers than in England No; but we believe they have proprietors more troduce improvements. ready to further good engineering projects and inWe think they exercise greater economy and also care. We are glad to say that English manufacturers, in some districts at least, are becoming alive to these facts, and a revolution is being wrought.-" Times."

AMERICAN IRON AND STEEL ASSOCIA

TION.-ANNUAL REPORT.

ROM the fifth annual report of Mr. Henry FROM Iron and Steel Association, to be submitted at the M'Allister, jun., secretary of the American annual meeting to be held at the office in Walnutstreet, we have condensed the following interesting facts in reference to the manufacture of iron and steel during the year 1869.

and coke, in the furnace; but prior to this it is
shown in distributing it, as well as the limestone
broken up into small pieces, well washed, and the
various proportions mixed together. The gas from
the furnace top heats the air ovens, and also the
blast engine boilers. The ironstone contains about
35 per cent. of iron. The wages paid per ton of
iron produced is 48. 41d. The molten iron is not
run into sand as in England but into cast-iron
the ironworks of M. Riche and Co. They are small,
moulds. From this place the party proceeded to
but extremely well laid out, and produce 700 tors of "In the states north and east of Pennsylvania,
finished iron per month. This finished the day's the production of anthracite iron, in 1869, was
work, and the train was taken for Liege, the princi-269,256 tons, as follows:-New Jersey, 54,201
pal hardware town in Belgium. On Friday morning tons; New York, 210,855 tons; Massachusetts,
vernment inspector, in carriages, to the works of
the party went, accompanied by M. Bucloux, go- 4,200 tons.
Sir John Cockerill and Co.

John Cockerill, afterwards Sir John, was born in England, and went to Belgium in 1817. He settled down as a machine maker in a small shop at Seraing, on the site of the present works, the largest of their kind in Belgium, we might almost say in the world. The vast extension of these works is due mainly to the enterprise of Sir John Cockerill. Their present proportions may be judged from the following statistics, translated from a paper handed in making Bessemer steel rails, marine, locomotive; to us at the works. They are engaged principally and stationary engines, bridges, railway wheels and axles, steamboats, ironclads, &c. Nearly the whole of the materials used are raised on the estate.

The Belgian coalfield covers an area of 100 miles in length, by from four to six miles in width; is not continuous the whole length, there being slight divisions; the district about Mons is the most fully developed. There are said to be nearly 160 seams of coal, of which 120 are workable. They vary in thickness from 10in. to 4ft. 6in. The deepest pits in the world are in this country, one shaft having been sunk at the Viviers Reunis 1,137 yards (nearly three-quarters of a mile); the average depth of pits visited seemed to be about 560 yards. The coal is very much contorted; the seams show in sections resembling very much in appearance streaked light-Luxembourg and Namur. ning. It is of such a zigzag shape that the seams in some places run vertically, or nearly so, for hundreds of yards, and we believe we are not overstepping bounds when we state that in some instances one acre yields as much as five would were the seams regular and horizontal. The coals are of different qualities, according to their depth; the top seams are of a gaseous nature, the next group coking coals; then there are beds of what is called charbon de forge, used in the ironworks, and lastly, a hard dry coal, useful for household purThe party having arrived at the before-mentioned colliery, proceeded to examine the surface plant. The engines, winding apparatus, and pit frame are all enclosed in a massive building, which, to persons well acquainted with mines in England, had more the appearance of a large factory than a coalpit. The engines are horizontal, direct-acting, coupled together, having two pair of large niche rings between the cranks. The whole seemed very light to wind two two-decked cages, each carrying four tubs, from a depth of 530 yards, and yet it was quite sufficient for its work. The cages are suspended to flat hemp ropes, and both work in the same shaft, one ascending and the other descending, so that one acts as a balance for the other. The second shaft is used for pumping water out of the pit; but they are not much inconvenienced with that troublesome element here. About fifteen of the party arrayed themselves in colliers' clothes (which consist of a suit of white canvas, similar to that worn by engine fitters in England), much to the delight of the male and The works and communications cover an area of female operatives, who flocked round in scores, and 181 acres, 22 acres of which are occupied by buildentered the low cages, each carrying a safety lamp. ings alone. The number of workpeople employed and were gradually lowered to the bottom of the pit. in 1867 was 7,227, and they received for wages in Here they entered the tubs in which the coal is drawn, the one year £264,000. There are 156 steam engines and were transported by means of horses some hun- of the collective nominal horse power of 2,843. The dreds of yards into the workings where the opera-works can produce in one year 50 first-class locotions for getting the coal were going forward. motives, 70 steam engines of from 4 to 1,000 horse The seam being worked is called Chauffonnoire, and power, 1,500 machines for various purposes, 2,680 at the spot visited is at an angle of about 85deg. tons of bridge work, and 14 steamboats, taking It is worked by the long wall system. A level is 5,000 tons of material. The offices in front of the driven out and its top covered with timber trees to works were formerly the Bishop's Palace. support the gob, the coal is worked above the trees Johnson, on behalf of the Institute, in a neat speech, and sent through the gob by means of wooden thanked M. Pastor, one of the head managers, for troughs into the tubes which stand below them in showing the party over every department of the the level. The coal is taken clean out in this way works; he, in responding, said, and he spoke for up to another level. The Chauffonnoire seam is very the firm, "We shall be always happy to show any soft and bituminous and goes all to slack, but it such party of Englishmen over our works." This makes excellent coke. It was a surprise to the was the last place visited in the iron districts, and party to find that women and girls, dressed in the the party proceeded on their journey up the Rhine, same habiliments as men, were employed in the pit, returning to London on Wednesday, June 29. loading and bringing the coal to the pit bottom. They are almost as tall and seem quite as strong as the men. All, after a thorough scrutiny, ascended to the surface, and had a good but rough wash in a pitman's cottage. When the coal is brought up out of the pit it is well washed and then conveyed to the coke furnaces, where it is converted to what seemed to be on examination a first-class coke. At this one colliery there are 700 persons, male and female, employed. The work goes on night and day. The working hours are from 3 a.m. to 3 p.m. for the day turn, and from 3 p.m. to 3 a.m. for the night turn; ten hours are worked in each turn, the other two are taken up for meals. The men find their own tools, and earn about 2s. 10d. per day, the women 28. 1d., and the children 12 years of age 1s. 3d. per day. The work is not done at so much per ton by chartermasters, as in England, but each proprietor employs managers over the workpeople, who are paid directly from him so much per day. Eight days' wages are always kept in hand to guarantee the good behaviour of the party to whom it may belong.

Mr.

The report, after referring to the efforts made tariff, sets forth that— by the association in reference to the question of

"The production of anthracite iron in these states has arisen from 64,969 tons in 1864, to the quantity above given.

"The production of anthracite pig iron in PennOf this sylvania, in 1869, was 692,739 tons. quantity 300,916 tons was made in the Lehigh region; 150,409 tons in the Schuylkill region; 123,273 tons in the Upper Susquehanna, and 118,141 tons in the Lower Susquehanna. This product exceeds by 20,784 tons, or 3.09 per cent., Within the past three years 14 furnaces have been that of 1868, or 36 per cent. that of 1867. erected in the Lehigh region, increasing its capacity about 140,000 tons. The following shows the whole product of anthracite pig iron in Pennsylvania for the past eight years:-In 1862, 370,304 tons; 1863, 433,072 tons; 1864, 519,690 tons; 1865, 377,443 tons; 1866, 573,759 tons; 1867, 594,270 tons; 1868, 671,955 tons; 1869, 692,739 tons.

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"The production of bituminous coal and coke, pig iron, in 1869, amounted to 553,341 tons, an increase of 213.341 tons or 62.74 per cent. over

that of 1868. Of the whole amount 250,000 tons of this class of pig iron were made in Pennsylvania.

In almost every instance the greatest readiness was shown to render any information. It was unanimously acknowledged that the Belgians were "In 1854 the production of bituminous and coke before us in mining engineering, especially as re-iron was 54,485 tons, since which the average gards the surface plants, and that more care and skill annual increase has been 54 per cent. The proare shown in laying out their ironworks than is the gress made by this branch of business in several case in most parts of Britain. From the observa- localities during the past few years is very great. tions we have made on this journey we do not feel In 1864 there were eleven furnaces of this class in any hesitation in giving, at least, some reason for the Shenango valley, Pa., the oldest of which was the great success the Belgians have achieved as iron producers. In the first place, no expense is erected in 1844. During the five following years spared in giving full sway to the boldest engineer- to 1869, inclusive, there were erected ten addiing enterprise, and yet the most rigid economy is tional anthracite furnaces, having a capacity of practised, for in no instance could it be said that 85,000 tons to 95,000 tons. During the same there was waste of material or power in the machinery time three charcoal furnaces were built in the used. So much was this noticeable that engineers valley with a capacity of 8,000 tons. of repute present confessed that had they not seen it they would not have believed that the work being done could have been accomplished by the machinery used. Secondly, the minutest care is exercised in the preparing and manipulation of materials; such care, indeed, as it would be almost impossible to get the present class of English workmen to take.

amounted to 392,150 tons, as follows:-
"The production of charcoal iron in 1869
"New England States

38,000 tons. N. Y., N. J., Penna, and Md. 134,000 Western States... 206,500 Southern States 13,650

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