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minous coal; and that this engine, with the few experiments made upon it, has been made to work with less dirt to the train than any wood engine on the line. If any dust be thrown out, it is not kept from rising by a sparkarrester, but it is projected upward out of the way of the train; and there is ample reason to believe that a practically perfect combustion will be secured at all times after the fire is fairly lighted.

Among the advantages of this form of boiler we may enumerate the following: The tube-sheet is not exposed to the direct action of the fire; consequently, it will last better, and the tubes need not be much stopped up by ferules; the liberal flue-area secured by this, and by the great number of tubes, very much diminishes the resistance to the draft; the dust carried over is in a great measure lodged in the passages; and the facility of repairs is as great as it is in the common boiler.

The large flame-chamber of this boiler is the same in principle as that in McConnell's boiler, though different in form; and the injection of air to perfect the combustion of gases is the same in principle as the method he applied, by means of tubular stays in the fire-box. It is not necessary in coke burners, to admit air above the fire, if the draft is strong, and the fire of moderate depth; and for this reason McConnell's plan has not found much favor; it may, however, afford some suggestions as to the most convenient way of admitting air where it is really needed, that is, where there is a great volume of carburetted hydrogen to be burned.

This engine has cylinders 14 x 22 inches; 5 feet drivers; 9 feet surface in fire-box, 72 feet in the flame-chamber, and 872 in the tubes; grate area 14 feet; blast orifice 3 diameter; chimney 14 inches. There are 60 feet of heating surface to 1 of grate; and the ratio of the blast area to the grate is TT These proportions differ from the most successful of the English engines, which have from 70 to 96 feet of heating surface to one of grate, with blast orifices somewhat larger, and chimneys 1 to 1 inches less diameter than the cylinders. For wood-burners these proportions may be better; and it is supposed that a large grate is required. We do not, however, see the reason of this opinion; and would suggest the experiment of a few bricks to lessen the grate area, and to increase the intensity of the combustion. Fuel is never completely burned at a low temperature, especially the volatile part of it; and when the chilling surface of the fire-box, instead of non-conducting substances, are contiguous to the fire, to absorb the heat, it is necessary to concentrate and intensify the combustion in order to render it nearly complete. If we look at the blue flame from the chimney of a steamboat that burns anthracite coal, at night, and watch the streaks of bright flame that dart upward on its surface, we may readily estimate that 20 per cent. of the fuel is wasted. On the other hand, a locomotive that has a thin fire of large coke, with a strong blast, keeping a white heat, completely burns its gases; no carbonic oxide remains; but every thing combustible is consumed, and made to assist in the generation of steam. And with the ample flue area attained in this boiler, which is favorable to the draft, we think that a smaller grate, and more intense combustion, may be made to give the required amount of steam, if due attention be paid to the proportions on which the draft depends, namely, the size of smoke-box, the diameter of chimney, as well as the other parts which we have mentioned as already well proportioned.

It cannot be supposed that it is unimportant whether a chimney is considerably larger or smaller: there must be a certain size which is best; and it has been found that exchanging the chimneys of two engines that were alike in all other respects, but very different in the power of steaming, that the chimney made the entire difference, and the smaller chimney made the most steam with a given blast orifice, and allowed the largest orifice. It has also been found that filling up a portion of the smoke-box considerably increased the power of steaming. These matters cannot be conveniently tested by the builder; but master-mechanics, when business is not pressing, can usually find time to try them; and we are glad to observe that they are exerting themselves more and more in this way.

As the flue-chamber of this boiler occupies all the room inside the framing between the front driving axle and the truck, it has been necessary to place the eccentrics outside upon a reverted crank. They are made small, and thoroughly finished; and have a very agreeable and almost compact appearance. To prevent too much projection of the eccentrics and link, the connecting and parallel rods are joined in the same vertical plane, the strap of the connecting-rod being forked to embrace that of the parallel-rod, both centring upon the same pin. The arrangement proves entirely satisfactory. Mr. French informs us that the engine has been thrown off the rails, and nearly upset, without straining the joint.

Since the above was written, we have seen the "SLATER" at Worcester, running at moderate speed, with a light load, and standing, firing, etc. The coal used was Cumberland, just as it comes from the vessel, mixed lumps and fine dust. When this mixture is stirred, while the engine is standing, some black smoke issues, and we are told by the engineer, Mr. Grover, that there is often a little smoke when fresh fuel is put in while running; but while we saw her running, there was not a trace of smoke visible; and we were told by all about the depot at Worcester, as well as at Providence, that the smoke is completely burned, with the exceptions above stated.

The air pipe, which is about four inches diameter, is provided with a damper, which is kept but slightly open, and not varied in its opening. When it is closed there is much smoke.

The steam appears not to work so dry as in several other engines of Mason's which we saw. The coke-burner, which we rode on, with a pressure varying from 90 to 120, kept her steam dry-generally invisible; and a large engine on the Western road, with a pressure from 100 to 125, following six inches, kept her steam invisible all the time; but the Boardman boiler, which is not allowed to exceed 100 lbs., puffed out continual white clouds.

We presume that the very delicate differences which make the steam foggy or transparent, may be niade in this boiler; if so, it may be considered eligible in all respects.

A wood-burner of this weight would drag 40 cars, in the time allowed, between Providence and Worcester; but 36 is the largest number given to this engine. If, however, the coal were in lumps of proper size, instead of such stuff as we have described, there cannot be a doubt that she would do more work,-probably she would fully equal a wood-burner in power.

Three and a halt to four cords of wood, costing on this road from $24 50 to $28, is the quantity used for a round trip; 21 tons of coal supplies this engine at a cost of $15. Allowing for the difference of work, it is estimated that she saves a full third of the cost of fuel.

This engine has been constantly at work since October last; and $75 only has been charged to her for repairs; and this has been partly for blast nozzles, and other matters of experiment; and in general has been so satisfactory that the company has advertised two wood-burners for sale, intending to replace them by two engines on this plan. One is sold; and it is understood that it is to be replaced by one of the four now building by Mason & Co. Another is for the New Jersey Central; another for Lehigh Valley; and the fourth, it is expected, will go upon the Lowell road.

We have taken pains to inquire of all persons whom we have met, who were able to judge of this engine, and likely to be unbiassed; and we have met with no one who does not consider that it is a highly successful experiment in coal-burning; at the same time it is not claimed by the builders or others, that it is in all respects right. The drawings for the engine now building are in some points altered; and we suppose that in this case, as in most others, experience will be required to complete the proportions.— Advocate.

STATEMENT OF THE DAILY OUTPUT OF COLLIERIES IN SOUTH WALES-IN TONS OF 2240 POUNDS:

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The last of these, Dowlais, one of the great Merthyr Tydvil establishments, with the enormous output of 2000 tons of coal daily, is the largest Ironwork in Wales, or in the world. It possesses no less than 18 blast furnaces, and the capital invested is nearly eight millions of dollars. But extensive as this is, it does not much surpass many of its neighbors, which thickly stud the vicinity of Merthyr with their stacks and machinery. The Cyfartha works include 17 blast furnaces and run out weekly 2000 tons of pig iron.

STATEMENT OF COAL CONSUMED WEEKLY AT THE RUMNEY IRON WORKS, SOUTH WALES.

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8 Forge and colliery engines, (400 horse power),

400

(The boilers of the blast engines, 4 in number, of 400 horse power, are fed

with the waste gases from the furnaces).

9 Locomotive engines,

For heating the blast,

Total in the manufacture of iron,

ton, delivered,

Sold to neighbors, &c.,

250

150

4325

400

75

2000

Allowance to 1800 hands, representing a population of 10,000-at $1 00 to $150 per

Steam Coals (mined per contract, for sale to the steam navy),

Total amount of Coal mined at Rhymney,

In these works are invested 3 millions of dollars!

FUEL FOR LOCOMOTIVES.

6800

Mr. Hale's report of the cost of fuel on the Boston and Worcester Railroad, in the year 1855, and experiments for testing the success of coal-burning engines in reducing the cost, as published in the Boston Daily Advertiser," of the 11th, has excited much attention. The result, published at the request of the Worcester road, over the signature of Mr. Hale, for 17 years President of that road, is as follows;

For the purpose of ready comparison, I here recapitulate the prominent results, beginning with the computation based on the year's operations, and followed by those based on the experiments for burning coal.

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BLOOSBURG BITUMINOUS COAL.

A recent correspondent of the Pottsville Journal thus describes the region and the mining of coal at Bloosburg, Pennsylvania. No particulars of this region have recently been presented in these pages.

Bloosburg is 240 miles from Buffalo, 340 from New York and about the same distance from Philadelphia by rail, though the locality is much nearer our city in a direct line, being but 30 miles from Williamsport, and probably the nearest Bituminous coal field we have in this State to the Atlantic citiesyet strictly speaking, it is not a distinct coal field, being part of the great Bituminous coal formatios, commencing at Bloosburg and extending through some of the adjoining States to the Mississippi Valley, composing the greatest coal field in the world.

There are two coal companies mining coal at the Bloosburg mines, one of them the "Bloosburg Coal Company," which has been in operation for many years, and the other the "Tioga Improvement Company," established but recently. Both of these are doing a safe and respectable business; yet, according to our ideas of mining, we think the business might be economically increased if the demand for the coal would warrant it. About 100,000 tons are mined and shipped from the Bloosburg and Morris' Run mines annually. It is shipped over the Tioga road, which is 40 miles in length to Corning, and from thence distributed by rail, canal and lake navigation to Troy, Albany, Buffalo, and the numerous manufacturing towns and cities in their vicinity.

The coal is very good for steam, smithing and blacksmith purposes, but the veins which are now worked do not appear to contain enough of volatile matter to make a good gas coal. There are several overlying and underlying veins that are not yet worked, and the probability is that some of them, particularly those overlying, will make a desirable gas coal.

The veins are generally small, but so advantageously placed by nature that the mining is easy, cheap and convenient. We went through the mines of the "Tioga Improvement Company," with Mr. Young the Mining Superintendent, and though we had to go almost on "all fours "the vein being less than four feet thick-we still thought the interest and incidents of the trip into the bowels of the earth, compensation enough for tired limbs and aching back.

The mode of mining is widely different from that pursued, even in our flat veins in Schuylkill County, and in some cases we must allow it to be superior, because, by the system pursued, all the coal can be extracted, and that too at a low cost. Our miners will scarcely believe that the coal from this vein can be mined and delivered at the bank for 44 cents per ton; yet cheap as this coal is mined, we can still see room for improvements. The fact is, I have not visited any one distinct region, without seeing a general want of uniformity; that is-in one place the mining is done for a low figure, but the transporting or preparing is neglected, and in another the outside improvements are almost perfect, but the mining, pumping or ventilation is at fault. I do not intend to apply these remarks to any particular place or region— they apply generally-and the reason of it is, that almost every one has a plan of his own to pursue, which may be good enough in some respects, but will too often be found defective in others. If all these plans could be analyzed and systematically arranged by some practical yet scientific man, all those improvements, or many of them, could be combined and put to some purpose in mining.

PURIFICATION OF COAL GAS.*

Even those who insist on the comparative purity of our metropolitan gas have admitted, so far as regards one of the most obnoxious of its defilements, namely, sulphuret of carbon, not only that it is contaminated with this impu

*From the London Builder, No. 585.

rity, but that all endeavors to withdraw it, short of destruction of the gas itself as an illuminator, bave hitherto been fruitless. It ought to afford the gas companies high gratification, therefore, to learn that it is positively asserted that this grand desideratum has at length been attained, and that the alleged means of withdrawing, not only the sulphuret of carbon, but at the same time the ammonia with which admittedly their gas is also contaminated, are so simple, so available, and so easily applied that no new or expensive apparatus whatever is requisite in order to accomplish an end which will not only remove more than one constant source of mischief, but greatly enhance the illuminative power, and hence the value of their gas, and that, too, at a cost to themselves almost nominal. All that is necessary, it is stated, is to use strata of hydrated clay along with the lime usually employed in the purification of coal gas. The efficiency of this mode of purification has already been › tested, it appears, at the Wakefield gas works, on upwards of 3,000,000 cubic feet of gas. The discovery is a practical one, which, in fact, has been patented jointly by the chairman of the Wakefield Gas Works, Mr. W. Statter, and another gentleman, also resident of Wakefield, namely, the Rev. W. R. Bowditch.

Hydrated clay, like some few other interesting chemical substances, forms threefold combinations, and so, in this case, effects its purpose. It not only unites, it is said, with the ammonia of the gas as with a base, but at the same time with its sulphuret of carbon as with an acid, and thus removes both of these noxious impurities from the gas exposed to its influence. Its good offices are said to be not even limited to these; as, in alternation with the lime of the usual purifiers, it assists in removing tarry vapor and other impurities.

The illuminative power of the gas, moreover, is thus said to be positively increasable from 22 to 33 per cent.

The following results are given as rather below than above the average of a considerable series of experiments:

"Feb. 14th, 1854.-Gas made with one-seventh cannel coal:-Lime purification: 5 feet of gas burnt per hour gave light equal to 12 sperm candles, Clay purification : 5 feet of gas burnt per hour gave light equal to 15 sperm candles. Gain: Light of 55 candles per 100 feet of gas, or 100 fect clayed equal to 125 limed (nearly.)

"March 2d and 3d.-No cannel coal used :-Lime purification: 5 feet of gas burnt per hour gave light equal to 11 sperm candles. Clay purification: 5 feet of gas burnt per hour gave light equal to 14 sperm candles. Gain: Light of 75 candles per 100 feet of gas, or 100 feet clayed equal to 132 feet limed."

On this point the patentees say:

"An increase of light, ranging from 14 to 15, is an improvement upon which most gas com. panies would have felicitated themselves had it, and it only, been attained by superior manage ment, at a cost of no more than 1 per 1000 cubic feet; the production of light is the object of gas manufacture, and the advantage just nained may be expressed commercially as an increase of about of the article produced, at an expense of 1-40th of the cost of production-gas being assumed to cost 1s. 8d. per 1000 feet. Practice cannot but receive with gratitude the boon pre sented for acceptance by her parent Science."

Of course we are not blind to the circumstance that the patentees of this invention have a personal interest in giving as high a coloring as possible to the alleged advantages of their patented discovery. We merely quote their statements in order to show that it is not only the duty but the self-interest of the gas companies to look into this matter, and at least to give the proposed method a fair trial, since they acknowledge that the removal of sulphuret of carbon is a great desideratum which is yet to be realized. There is, moreover, we think, a high probability that there is little or no exaggeration in what is alleged. The result of the use of clay at Wakefield is distinctly stated to be uniformly successful, and to bear out all that is said of its value.

Clay or alumina is one of the cheapest and most abundant substances in nature. Its cost, therefore, is out of the question, even although no positive benefit in increased illuminative power were attainable by its use. The only expense to speak of in testing its utility will be the cost of license from the patentees, which will be as nothing when placed in competition with the alleged advantages. We feel more assured than ever, then, that the day is

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