NATIVE FUEL COMMITTEE. (REPORT OF, TOGETHER WITH MINUTES OF EVIDENCE AND APPENDIX.)

Appendix to the Journals of the House of Representatives, 1876 Session I, I-07

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1876. NEW ZEALAND.

NATIVE FUEL COMMITTEE. (REPORT OF, TOGETHER WITH MINUTES OF EVIDENCE AND APPENDIX.)

Report brought up 26th September, 1876, and ordered to he printed. ORDERS OF REFERENCE. Extracts from the Journals of the Mouse of Representatives. Wednesday, the 12th day oe July, 1876. Ordered, That a Select Committee be appointed to inquire into the expediency of using brown and other native coal, also wood and charcoal, as fuel for steam purposes on the lines of railway in New Zealand ; three to be a quorum. Such Committee to consist of the Hon. Mr. Richardson, Mr. Macandrew, Mr. Curtis, Mr. Montgomery, Mr. R. Gt. Wood, Mr. Button, Mr. Larnach, and the Mover; with power to call for persona and papers, and to report within six weeks.— (Mr. Wason) Thursday, the 13th day or July, 1876. Ordered, That the name of Mr. Rowe be added to the Committee appointed to inquire into the expediency of ÜBing brown coal on the lines of railway in the colony.— (Mr. Swanson.) Ordered, That the number of the Select Committee appointed to inquire into the expediency of using brown coal be increased to eleven, and the names of Mr. Burns and Mr. Kennedy added thereto. — (Mr. Wason.) Thursday, the 31st day of August, 1876. Ordered, That the Native Fuel Committee have leave to postpone the bringing up of their report for a fortnight.— (Mr. Wason.) Tuesday, the sth day op September, 1876. Ordered, That the Native Fuel Committee have leave to further postpone the bringing up of their report for a fortnight.—(Mr. Wason.) Thursday, the 7th day of September, 1876. Ordered, That it be an instruction to the Native Fuel Committee to inquire into the prospect of payable quantities of petroleum being found in New Zealand ; and to report what steps, if any, they consider should be taken to encourage the search for it.— (Captain Russell.) The Select Committee appointed to inquire into the expediency of using brown and other native coal, also wood and charcoal, as fuel for steam purposes on the lines of railway in New Zealand, have the honor to report as follows : — 1. That the Committee are of opinion, after careful' consideration, that the native brown coal could be used on all the railway lines of New Zealand, at less cost than that of Newcastle or New South Wales, with but slight alterations to the locomotives. 2. That, from evidence supplied by the Engineer-in-Chief and others, the Committee consider that such alterations would be merely the placing of the furnace bars closer together, and the furnishing of each locomotive with a " spark catcher." 3. In the event of the alterations, suggested by the Engineer-in-Chief and others, in locomotives and other engines not being sufficient, the Committee would direct the attention of the House to the account of the German " trappen rost," or " step furnace," appended to this report. 4. The evidence taken by the Committee shows that for all steam purposes the Grey River coal is superior to the Newcastle. The Committee recommend, therefore, that increased facilities should be afforded to the Harbour of Greymouth for the shipment of the same. 5. The Committee consider that the evidence given by Sir Julius Vogel with reference to " compressed fuel " is of the most valuable nature ; and they recommend that the House do offer a bonus of £1,000 for the first 1,000 tons of compressed fuel manufactured within the colony from any New Zealand coal; the Government only to pay the bonus upon being satisfied that the compressed fuel has been sold at remunerative prices. 6. With regard to the Order of Reference requiring that this Committee do inquire into the prospects of petroleum being found in New Zealand in payable quantities, the Committee have taken the evidence of Sir Julius Vogel, Dr. Hector, and Mr. Randall Johnson on this subject; and the Committee are of opinion that nothing would contribute so much to the welfare of the colony as "as payable wells of petroleum;" I—l. 7.

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The Committee recommend that a bonus of £1,000 be given for the first 1,000 barrels of oil from a native spring. The Committee -would draw the attention of the House to the evidence taken before and supplied to this Committee. J. Cathcabt Wason, 26th September, 1876. Chairman.

Mr. Nancabbow called. 1. The Chairman.'] Can you state what kind of furnace is best adapted for burning brown or Grey River coal for steam purposes in high-pressure, low-pressure, compound stationary engines or locomotives, naming, at the same time, the pressure up to which the boilers you refer are in the habit of being worked?—I think that-Shag Point coal is the best coal, and Kaitangata next, and Green Island coal next in point of quality. The Clutha coal is very good, between Kaitangata and G-reen Island. I have not seen much of the Canterbury coal. I know the Grey River coal very well. There is a peculiarity about that coal, for the first that was taken from the mine—that near the surface—has proved to'bo the best. I may say that there is a saving of 15 or 20 per cent, on this coal as compared with, the New South. Wales coal. 2. You speak of weight ?—Yes. 3. Mr. Macandreiv.] Is there any reason why harbour steamers at Dunedin should not use Shag Point coal or Kaitangata coal ?—No reason at all. They could use those coals very well. 4. And at a considerable saving ?—Yes; there would be a considerable saving. 5. "Would it be necessary to alter the furnaces? —No; the bars might perhaps be put a little closer; that would be all. 6. What is the difference between Shag Point coal and Newcastle coal ? —About 27 cwt. of Shag Point would be equal to 1 ton of Newcastle. The Kaitangata coal would go more than 27 cwt. It is within my knowledge that the little steamer " Shag " is using the Shag Point coal, and it does very well. 7. Mr. Burns."] Are you aware whether the furnaces have been altered?—The bars may be a quarter of an inch closer. 8. Can you give the Committee any idea of the comparative value of New Zealand coal and Newcastle coal on the railways ? The Hon. Mr. Richardson the other day said he had made a trial on the line from Lyttelton to Christchureh of Malvern coal, and found that three times the amount of Newcastle coal was wanted ?—There is a certain amount of prejudice against the New Zealand coal on the railways ; but I cannot give any information on the subject. 9. Mr. Macandrew^] Is it your opinion that if Newcastle coal did not come into the market at all, our coastal steamers could manage to get along with New Zealand coal ?—I would answer that question in this way: When I came here—I came out in the first steamer, as you are perhaps aware —there was no Newcastle coal to be had. We brought out with us a quantity of Welsn coal, and, when our supply was exhausted, we had to take to New Zealand coal, and we used 1,500 tons Massacre Bay coal and 900 tons of Motupipi coal, and found it very fair. Wo had bought 100 tons of English coal at £5 per ton, but could not afford to go on at that, and we used the New Zealand coal. 10. And you managed to get along with it pretty well?—Yes ; and that coal was not so good as the Shag Point or Kaitangata. 11. Mr. Burns.] Did you alter your furnace bars ?—No. 12. Mr. Macandrew.] Then if at that time you had either Shag Point or Kaitangata coal you would have considered yourselves in clover ?—Yes. 13. The Chairman.] It has been stated that one prejudice that people have against the brown coal is that there is danger of fire from the sparks ?—There is danger, but what is required is a well-devised spark catcher. Cibctjlae sent-by Chaieman of Fttel Committee. Sib, — House of Representatives, Wellington, 3rd August, 1876. I have the honor to enclose questions drawn up by the Select Committee appointed by the House of Representatives to inquire into the expediency of using brown coal and other native fuel. I shall be obliged by your answering any of the questions you can ; and also by your furnishing the Committee with any further information in your power. I have, &c, J. C. Wason, Chairman. Questions. No. 1. What kind of coal do you use in your business ? [State if brown coal, Grey Eiver coal, Newcastle, Scotch, or English.] No. 2. How much may you burn of each sort per month; and, if you use native coal, from what mine do you procure it? No. 3. What coal do you use for steam purposes ? No. 4. Do you ever use brown or Grey River coal for blacksmith's work ? No. 5. If you know of brown or Grey Eiver coal being so used, state from what mine or locality ?

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No. 6. Can brown or Grey River coal be used in a cupola for melting pig iron or brass; if so, state from what mine ? No. 7. Can you state what kind of furnace is best adapted for burning brown or Grey River coal for steam purposes in high-pressure, low-pressure, compound stationary engines, or locomotives, naming at the same time the pressure up to which the boilers you refer to are in the habit of being worked ? No. 8. Will you give an opinion what would be the best system of adapting the furnaces and boilers of locomotives now working on the various colonial railways for burning brown coal, Grey River coal, or wood, and the approximate cost of such adaptation ? No. 9. It is stated that the sparks issuing from the brown coal are likely to cause fire and consequent danger. Can you state the best method of obviating this ? No. 10. Will you state what difference you make, have made, or would make in such construction ? No. 11. Have you ever constructed locomotives specially for burning brown coal, Grey River coal, or wood ? No. 12. In constructing marine boilers, do you make any difference when informed what coal is to be used in the furnaces ? Will you state what difference, if any ? No. 13. Taking the average price of Newcastle coal at £110s. per ton, at what price do you consider it would be profitable to burn brown coal, Grey River coal, or wood for steam purposes both for stationary and locomotive engines ? No. 14. Do you understand practically the working of the trappen rost, or step furnace, and are you informed in what respects the locomotives used in Germany for burning brown coal differ from the ordinary locomotives in use ? No. 15. Does your experience lead you to the conclusion that it is more economical or otherwise to use English, Scotch, or Newcastle coal, as against brown or Grey River coal ? Note. —In answering the above questions, you are requested to state from what mine the particular coal is obtained to which your remarks refer.

Replies to Questions. Mr. Cabbuthers to the Chaibsiau of the Native Fuel Committee.

xno. l. vjnieny iMewcaswe various mines; ; aiso vrrey coai mine,; ; aiso w ausato Drown coal (Taupiri). No. 2. 167 tons Newcastle (various mines) ; 34 tons Grey coal (Brunner mine) ; 64 tons Waikato brown coal (Taupiri). No. 3. See No. 1. No. 4. Tes; Grey coal, and Grey coal mixed with Newcastle. No. 5. Grey coal (Brunner mine). No. 6. Coal is seldom if ever used for smelting. Grey coke is as good as any in the world, as far as can be judged by appearances. No. 7. For Grey Goal. —Ordinary furnaces and fire bars, if screened coal is used. If slack or small coal is used, as is generally the case on account of insufficient screening and the friable nature of the coal, then a larger grate area and closer fire bars are required. Fire bars should then not be more than -fg inch apart. For Waikato Brown Coal. —Very large grate area. Fire bars must be nearly level, and not more than \ inch apart. A jet of water should be occasionally spread (every half to three-quarter hour) over the ash-pan, to cool the ashes and prevent the bars from burning. Pressure in boiler, 120 lbs. per square inch in both cases. Locomotive engines. No. 8. No changes required for properly screened Grey coal. For Waikato brown coal, the alteration as explained in last reply, which will cost about £20. No. 9. A spark-arresting chimney is absolutely necessary with brown coal when used on locomotive engines. There are many patents on different plans for preventing sparks, most of which are more or less effective. No. 10. The bonnet now in use on some of the locomotive engines running on New Zealand railways is found perfectly effective after severe trials. Cost, say, £25. No. 11. No. No. 12. Do not construct marine boilers. No. 13. Newcastle coal, £1 10s.; Waikato brown coal, 18s.; Grey coal, £1 5s.; black ends from Grey coal, about £1 15s.; Grev coke, £2 10s. This is for use in locomotives. No. 14. No. No. 15. Depends on prices. See reply No. 13. The above information is the experience of the Public Works Department in working locomotives on railways open for public traffic. John Caebuthebs, Engineer-in-Chief. Mr. Hindmabsh to tlie Chairman of the Natiye Fuel Committee. Sib, — Greymouth Gas Company, Greymouth, 2nd >September, 1876. I have the honor to acknowledge your circular, with questions annexed, upon the subject of native fuel, and beg to submit the following answers :— No. 1. Grey River coal. No. 2. About 50 tons monthly, from Brunner mine. No. 3. Do not use for steam purposes. No. 4. No blacksmith's work. No. 5 to 14. Cannot answer.

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No. 15. My experience leads me to the conclusion that the Q-rey Eiver coal is better adapted for gas purposes than Newcastle coal, giving as much as 11,600 feet to the ton, against 9,000 feet from Newcastle coal. I have, &c, The Chairman, Native Fuel Committee, J. I. Hindmabsh, House of Eepresentatives. Manager. Mr. Andeeson to the Chaieman of the Natite Fuel Committee. Sib, Canterbury Foundry, Christchurch, N.Z., 22nd August, 1876. I have the honor to acknowledge receipt of your circular of the 4th, instant, and beg to reply to your queries as follows : — No. 1. Grey River coal. No. 2. 35 tons ; Kennedy's mine. No. 3. Grey Eiver coal. No. 4. Nothing else but Grey Eiver coal. No. 5. Grey Eiver, almost entirely in this neighbourhood, from Kennedy's mine. No. 6. Coal could not be used with economy, but coke made from Grey Eiver coal is very good. No. 7. The ordinary furnace is well adapted for Grey coal, but I consider the fire bars should be closer together than usual for brown coal. The pressure is 60 lbs. per square inch. No. 8. I believe the system now in use is the best for burning Grey coal, the fire bars to be closer for wood. The cost of the alteration required would be trifling. No. 9. By spark catchers. No. 10. None. No. 11. No. No. 12. Have made no difference. No. 13. Grey coal, at 35s.; brown coal, 15sNo. 14. Have no experience of trappen rost. No. 15. Consider it more economical to use Grey coal than English, Scotch, or Newcastle. I have, &c, J. C. Wason, Esq., Chairman of Committee on John Anderson. Brown Coal and other Native Fuel, Wellington.

Messrs. E. S. Spaeeow and Co. to the Chaieman of the Native Fuel Committee. Sib, — Willis Street, Dunedin, 18th August, 1876. We have the honor to acknowledge receipt of your circular containing questions on the utility of using brown and Grey Eiver coal on the New Zealand railways, also their relative value compared with Newcastle coal. The following is our answer to the various questions:— No. 1. Brown, Grey Eiver, and. Newcastle. No. 2. Brown coal, 30 tons per month; Newcastle coal, 15 tons per month; Grey Eiver coal, 5 tons per month. No. 3. Brown coal. No. 4. Grey Eiver coal; cannot use brown coal. No. 5. Do not know of brown coal being used Grey Eiver coal largely used ; supply limited. No. 6. Brown coal not used in cupola. Grey Eiver coal when coked equal to English and superior to Newcastle coke. No. 7. With land boiler in use and firing with brown coal, we work at a pressure of 60 lbs. per square inch. Grey Eiver coal superior to Newcastle coal for steaming purposes in high and low pressure and compound engines. Low pressure from 12 lbs. to 25 lbs. High pressure from 45 lbs. to 75 lbs. per square inch. No. 8. The present locomotives require no alteration for using Grey Eiver coal. Boilers and fire boxes would require to be specially constructed and of larger dimensions for burning brown coal and wood. No. 9. We do not know of any better method than the American double chimney now in use. No. 10. No difference. No. 11. No. No. 12. We make the spaces between the furnace bars closer for using brown coal. No. 13. Brown coal for stationary engines ouly 12s. per ton; Grey Eiver for locomotives, 32s. per ton. No. 14. No practical experience. No. 15. We find it more economical to use brown coal for steaming purposes, Grey Eiver for blacksmith purposes. The brown coal we use is obtained from the Walton Park Coal Company, Green Island. We do not know what mine the Grey Eiver coal comes from. We have, &c, J. C. Wason, Esq., Chairman Native Fuel Committee. E. S. Spaeeow and Co. Mr. Julius von Haast to the Chaieman of the Native Fuel Committee. Canterbury Museum, Christchurch, 11th August, 1876. No. 6. Both Grey Eiver coal and brown coal can be used for smelting pig iron and brass. I have compared carefully the analyses of Austrian brown coal with those of brown coal of the Malvern Hills (Dean's and Jebson's mines), and find that brown coals, which are of no better quality, or which are even inferior, are used in the large establishments of the Kaiserin Elisabeth Westbahn.

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All the large ironworks in the Valley of the Miirz use extensively the brown coal of Langenwang, Wartberg, Purschlag, and Bruck. The extensive ironworks of Zeltweg and Judenburg have been erected to use the brown coal of Fohnsdorf. Even the lignite or inferior brown coal of the Koflach Basin is used exclusively in the great ironworks of the Sudbahn (south line) at Graz. No. 9. I have seen in a German work that on one of the Austrian railways the brown coal ashes are saturated with water before they are emptied on the ground, but I cannot just now lay my hands on the work in question. No. 15. In Berlin both coal of the carboniferous period (of about the same quality as the average Newcastle coal, New South Wales) and brown coal (not better than that of our Malvern Hills) are used; their prices, compared with each other, are as 72 to 56. Making the same comparison with the average price of Newcastle coal, as given in the questions submitted —viz., £1 10s. per ton, brown coal would be worth £1 3s. 4d. per ton. However, I wish to observe that both coals are only used in stoves, and that the brown coal is generally preferred by the poorer classes, as its ash keeps up the heat for a long time, a matter of considerable importance to them during a long and severe winter. I may here add that many railways, such as the Kaiserin Elisabeth Westbahn, the Sudbahn, the Kronprinz Eudolphsbahn, use brown coal of not superior quality than that of the principal localities in both islands of New Zealand, and that in several of the Crown lands of Austria all the great industries depend entirely upon it. For some time it was thought that brown coal could not be burnt for steam or manufactory purposes till tho manner of using it was better understood, and the engines were adapted for such use. Since 1858, the production of brown coal in Austria has, up to 1874, multiplied about eight times. Julius von Haast.

Messrs. Masemeld and Co. to the Chaiemak of the Native Fuel Committee. Sie, — Albert Iron Foundry, Auckland, 19th August, 1876. I have the honor to forward replies to your questions regarding native fuel. No. 1. Newcastle coal for smith's fires ; Bay of Islands and Wangarei coals for steam boilers. No. 2. 10 to 15 tons of each per month. No. 3. See reply No. 1. No. 4. Have used Grey Eiver coal for smiths' fires, and much prefer it to Newcastle, when obtainable at reasonable cost. No. 5. The coal, we believe, comes from the Grey Eiver District. No. 6. We think not, nor have we heard of its being used for that purpose, but believe it would make first-class coke. No. 7. So little used here that, without practical knowledge, would prefer declining an opinion. No. 8. See reply No. 1; we can only report as to adaptability of Bay of Islands and Wangarei coals. No. 9. By the use of a spark catcher and preventor. No. 10. Have applied such to Waikato coal, proved effective ; similar in construction to those on portable thrashing engines, where there is danger from sparks igniting the straw. No. 11. We have not, nor did the present Government afford the opportunity of making even such portions of the colonial railway plant in this country as could have been manufactured in the colonies at reasonable cost, but they preferred paying money to import mechanics, who, upon arrival, find their services are not required. No. 12. We do not alter construction of boiler, but alter the fire bars or grate surface. The Bay of Islands and Wangarei coal, in comparison with Newcastle coal, require a good and quick draft, consequently we use narrow fire bars to get additional air surface, and to increase draft. No. 13. Eefer to No. 7. No. 14. We cannot advise from practical experience. No. 15. Eefer to No. 7. We have, &c, Masefiele xsj> Co.

Mr. David Mason to the Chairman of the Native Fuel Committee. Sib,— Dunedin, 14th August, 1876. I have the honor to report to you what has come under my own observation relative to the lignite I have used in this province. Answers to Questions. No. 1. I have used Shag Point, Walton Park, Kaitangata, and Newcastle (New South Wales). No. 2. On board of the dredge " New Era," where I have been for nearly four years, we burn Shag^ Point coal, consuming about 35 tons per month. The ratio of Shag Point coal to that stated in answer to question No. 1 being from trials at various times on board the dredge:—Shag Point, 100; Newcastle, 85 ; Kaitangata, 110 ; Walton Park, 115. No. 7. I have found no difficulty in getting steam, with furnaces and heating surfaces of boilers as made for burning English coal, on board the dredge; we work to 18 lbs. per square inch. I have worked stationary boilers to 40 lbs., and portable agricultural to 60 lbs. pressure, with Walton Park coal. No. 9. The method adopted in portable agricultural engines of having a wire cloth cap on the funnel would obviate this. No. 11. No. No. 12. No. No. 13. For stationary engines, with a slow draught, the proportion would be as in answer to question No. 2, viz., —Newcastle at £1 10s.; Shag Point, £1 ss. 6d.; Kaitangata, £1 3s. 2d.; Walton

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Park, £1 2s. For locomotive and agricultural portable engines, owing to the greater draught, the consumption of brown coal would be greater in proportion to Newcastle than in stationary engines with a slow draught. No. 14. No. No. 15. Answered in question No. 18. I may state that I have had no experience of the Grey Eiver coal. I have, &c, David Mason, Engineer, steam dredge " New Era."

Mr. Daeling to the Chairman of the Native Fuel Committee. Dunedin, 10th August,' 1876. Answers to Questions. No. 1. Newcastle, and Grey Eiver from the Brunner mine. No. 2. 1,200 tons of Newcastle, 60 tons Grey Eiver. No. 3. Newcastle and Grey River. No. 4. Grey Eiver equal to English for blacksmith's work. No. 5. Grey Eiver, Brunner mine ; brown coal, No. No. 6. Coke made from Grey Eiver coal equal to Newcastle for smelting purposes, or for any other purpose for which coke is used. No. 7. Ordinary furnace with fire bars placed closer together, both for high and low pressure. "We have marine engines working from 20 to 60 lbs. pressure per square inch. No. 8. The furnaces or boilers would not require alteration for burning Grey Eiver coal, as they are equal to Newcastle for steam purposes. Kaitangata, Shag Point, or West Wanganui are good steaming coal, but require 50 per cent, more ; Green Island and other brown coals of the same quality 80 per cent.; therefore for these inferior coals it would require one-third more heating surface and fire grate. No. 9. The pear-shaped funnel, with a spark catcher on top, is all that is required. No. 10. Never constructed any. No. 11. Never made or constructed locomotives. No. 12. All the difference I would make would be one-third more heating surface, and fire grate area for brown coal. No. 13. Grey Eiver or any of the West Coast bitumious coals are equal to Newcastle; other brown coals about one-half the value, owing to extra labour and stowage. I never use wood. No. 14. I never gave the trappen rost, or step furnace, my study. No. 15. My experience leads me to the conclusion it is more economical to use English, Scotch, Newcastle, or Grey Eiver, as against brown coal. I have, <tc, A. Darling, Superintendent Engineer, Union Steam Company of New Zealand.

Mr. A. Scott to the Chaibman of the Native Fuel Committee. No. 1. Only Grey Eiver coals. No. 2. 40 tons per month; from Brunner coal mine, and also, when obtainable, from Greymouth Coal Company's mine. No. 15. The average yield of gas from ton of Grey coal is 12,000 cubic feet, being about 2,000 feet in excess of yield from Newcastle coal, and of equal quality. Arch. Scott, 15th August, 1876. Secretary, Hokitika Gas Company (Limited). Mr. M. B. Haet to the Chaibman of the Native Fuel Committee. Sie, — Freshford House, Lichfield Street, Christchurch, Canterbury. I have the honor to acknowledge the receipt of your circular in reference to native fuel. In answer, I beg to enclose the best information at my command connected therewith. I may add, my coal was burnt in the House of Eepresentatives, some time since, at the instigation of the Hon. John Hall and our Superintendent, with the most satisfactory results. It has also been tested in the locomotive engines on the Malvern lines with perfect success. I would suggest, from practical experience of New Zealand, both this and brown coal being noncaking and as a rule not bituminous, that the fire bars should be placed closer together than usual with imported coal. I have, &c, J. C. Wason, Esq., Chairman of Committee on M. B. Haet. Native Fuel, Wellington.

Mr. E. Ford to the Chairman of the Native Fuel Committee. No. 1. Brown coal, for household purposes, and, as a shareholder in a company, for pottery purposes. No. 2. Pottery works only begun experimentally. 9 tons in one month. Homebush Mine, near Glentunnel Station, 39 miles from Christchurch, on White Cliffs, branch of Bolleston-Malvern Eailway. No. 3. None at present. The same coal will be used for steam purposes as the pottery works progress.

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No. 4. No. No. 5. Yes ; altered brown coal from Mr. Reid's mine at Dalethorpe, 7 or 8 miles from Sheffield Station 39, miles from Christchurch, and present terminus of the Sheffield branch of the KollestonMalvern Railway. No. 7. I am not personally acquainted with the practical working of steam engines of any kind, but I know that both brown and altered brown coal from various localities in the Malvern Hills district have been used- successfully and to the great satisfaction of the working engineers for steam purposes, such as —for thrashing machines, by numerous small owners, brown coal from Homebush, altered brown from Hart's and Cordy's mines, each about 2 miles from White ClifEs Terminus, 42 miles from Christchurch ; pile-driving machines at the construction of the Waimakariri Gorge Bridge, partly altered brown coal from Parker's mine, near Kowai Pass, about 5 miles from Sheffield Terminus; printing machine at Press newspaper office, Christchurch, nearly a quarter of a ton for experiment only, very successful, but impracticable to use the fuel in large quantities, owing to cost of haulage both by road and by railway, partly altered brown coal from Mr. W. S. Robison's trial drives and shafts, on the south side of the Selwyn Eiver, about a mile and a half from G-lentunnel Station, —bridge across Selwyn capable of carrying tramroad required. See reply to question 13. No. 8. I can only give the result of a small practical experiment. In burning the Homebush brown coal for household purposes, I have found the following plan eminently successful. Knock out the top and bottom of a square kerosene can, 12 inches high by 10 inches square. Place in the bottom a grating of ten square bars, so that a transverse section would show thus: — <> <> <> <> o o <> o <> <> the horizontal diameters of the diamond-shaped sections, and the distances between them, being respectively half an inch. Perforate each of the four sides in twenty circular holes, half an inch diameter, at equal distances (5 in height,4 in breadth). Raise the can o?i two bricks (2i inches thick) from the floor of hearth. Use a small amount of kindling matter, and place Homebush coal on top. It will give great flare, and throw out intense heat, with, little smoke, and will continue to do so with fresh supply of coal only. I believe that an adaptation similar to this, or combined with one of the trappen rost (see reply to question 14), would succeed perfectly with locomotives—the motion furnishing the required blast. Several of the engine drivers on the Canterbury railways, who have witnessed the burning of the Homebush Mine coal at the G-lentunnel brick works, and at the experimental pottery works at South Malvern, have expressed a decided opinion that the furnaces and boilers of the locomotives at present in use could be adapted at a moderate cost for burning that coal. No. 9. I have seen sparks from Newcsstle coal fly from the funnel top of the present locomotives, and set the native tussock grass on fire. This might happen to a ripe field of corn. It is possible that the danger may be greater in the case of brown coal. But in either case it could be easily obviated by placing a spark catcher, or netting of small wire with small moshes, over the funnel top. No. 10. I can give no further reply than as above. Nos. 11 and 12. I have never constructed locomotives or marine boilers of any kind. No. 13. I estimate 4 tons of the Malvern Hills brown coaL to be equal to 3 tons of the Newcastle coal, and the altered brown coal from the same locality to be equal to the Newcastle coal for steam purposes. If the demand were large, the Homebush brown coal could be put into the trucks at Glentunnel Station for 12s. per ton; so that 4 tons of it, costing ISs. there, would be equal to 3 tons of Newcastle, costing 90s. at Lyttelton. If the price of haulage were lowered to an uniform rate of Id. per ton per mile for both native and imported coal, and the terminal charges only made at the places where the railway authorities are required to supply labour for loading or unloading,* the 4 tons of Homebush coal could bo delivered at Christchurch for 48s., price at Glentunnel; 13s., haulage, 39 miles ; 4s., terminal charge unloading: total, 65s. for 4 tons. "Whereas the 3 tons of Newcastle coal, supposing the ship's crew to load the trucks, would cost at Christchurch 90s., price at Lyttelton; Is. 9d., haulage, 7 miles ; 3s., terminal charge unloading: total, 94s. 9d. for 3 tons. It is impossible accurately to estimate the cost of bringing the altered brown coal to any existing railway station, until improvements in the shape of tramroad communication can be made by means of sufficient bridges. At present the cost of loading and carrying altered brown coal from Mr. Robison's trial works in drays to Glentunnel Station—about 1-J mile —would amount to at least 7s. per ton, because no dray loaded with more than half a ton could be drawn across the broad shingle bed of the Selwyn River at the present ford. There is no reason why the cost at the pit's mouth should be greater than that of the Homebush unaltered brown coal; but the proprietor of the Homebush, having no river to cross, has constructed a tramway 11 mile long, including a tunnel 13 chains long, from the mouths of his drives to the Glentunnel Station. I may add that, practically, the price of Newcastle coal even at Lyttelton is greater than £1 10s. per ton ; the Government contract for that article having been accepted for the present year at 34s. per ton. Private dealers have to pay more. I conclude that indeed " it would be profitable to burn brown coal for steam purposes both for stationary and locomotive engines," if put on the trucks at Glentunnel Station at 12s. per ton. It would be equally profitable to burn the altered brown coal from Robison's, Hart's, Cordy's, and the Delethorpe and Kowai Pass Mines, if the communication between each of them and the nearest station were rendered so cheap as to allow of the coal being put on to the trucks at such station at a total cost of 16s. per ton; because, in my humble opinion, those coals are fully equal to Newcastle coal, in equal weight, for the generation of steam. No. 14. I do not understand practically the working of tho trappen rost, or step furnace; nor am I informed, as described in the latter part of the question. But 1 venture to refer the Committee to a valuable publication issued by John Murray, London, 1875, entitled " Metallurgy, and the Art of Extracting Metals from their Ores. By John Percy, M.D., F.R.S., F.G.S., Lecturer on Metallurgy at the Royal School of Mines, London, &c, &c. Introduction, Refractory Materials, and Fuel. With Illustrations, drawn to scale, 112 on wood, and nine on stone." (This work contains 596 pages, and costs only 30s. in London. I venture to suggest that a copy of it would be a great acquisition to the * The present charges are—haulage per ton per mile, imported coal, 3d.; local coal, 2d.; terminal charges, whether loading or unloading, or both be done, by railway labourers or not, 2s. per ton.

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General Assembly Library, if not already to be found there. At page 517 is a full description and clear illustration of the gas furnace at the Berlin Mint. They are both supplied by Dr. H. Wedding, of Berlin, and the furnace was made in the foundry of his brother, Mr. W. Wedding, of the same city. The description would be useless without the illustration, which I am unable to copy. I quote from it:—" Brown coal was at first used with perfect success in this furnace, but a better result was afterwards obtained with bituminous coal, which produces less ash. A is a chamber of fire-brick, having an ordinary flat grate composed of bars c, and another grate above, in which flat bars of iron b are placed crosswise, one above another, like steps. The last kind of grate is called trappen rost, or step grate, by the Germans. No. 15. Certainly not; especially if every possible means be adopted in order to reduce the cost of railway haulage from the fields of brown or altered brown coal to the place of burning; among which means the use of the native fuel itself, for its own haulage must be reckoned the principal one. I can confidently assert that the opinions expressed to me by all the producers and consumers of the native fuel, within my personal knowledge, concur to the effect that if the cost of haulage and terminal charges were reduced to reasonable rates, the demand would at once be increased tenfold, and the ability of producers to supply that larger demand at lower prices would be augmented in proportion. Market Place North, Christchurch, 29th September, 1876. Edmund Fobd.

The Hon. Mr. G. R. Johnson to the Chairman of the Native Fuel Committee. Sib, — Hobson Street, 24th September, 1876. I find that again I shall be prevented from attending the Committee of your House on native fuel. I have therefore roughly put down on paper the substance of my information on the subject of the petroleum springs. I fear there is little worth recording, but the references I have given to Dr. Hector's geological report and Dr. Skey's analysis may lead to something beyond. I am convinced that a company, with sufficient capital at command, would have every prospect of success. I do not see, however, how Government could.assist beyond giving facilities for leasing such lands as it holds. The springs worked by the company are on private property. Tours truly, J. C. Wason, Esq., M.H.E. G. Kandall Johnson.

Peteoleum. Memoeandttm by the Hon. G. Randall Johnson. About three years ago a company was formed to work some petroleum springs in the neighbourhood of Poverty Bay. Only a very limited number of shares, however, were allotted, and consequently the available capital was very small; in fact, not more than £5,000, a sum quite inadequate to carry out the undertaking. Nevertheless, the shareholders determined to proceed, and an excellent plant for boring, as well as a person to superintend the works, was obtained from New York. The site chosen for the commencement of operations was near the top of a hill, and about 1,300 feet above the level af the sea. Petroleum was escaping from the surface close by, and the soil, which is a kind of strong clay, seemed saturated with it. For the purpose of boring, it was necessary to get on to solid rock, and a shaft was sunk some 90 feet, but no rock was reached. In performing this work, the men were much troubled with the gas escaping from the ground —the moro so the deeper they went; and on their resuming work on Monday mornings, a quantity of the oil was found to have collected in the shaft. As this shaft had not been properly timbered, it was found necessary to sink a fresh one, and this time a spot not far away was chosen; it having been ascertained by means of testing rods, that there was rock there not far from the surface. The new shaft was sunk, and boring commenced in a kind of sandstone rock. At first all went well, but, as the depth attained increased, it was found that the rock was not sufficiently solid; that when the boring instrument was taken out, the hole would not stand, and the work was consequently stopped. Other attempts were made, but every one with similar results, and at last the company ceased operations. The experience gained seems to amount to this: that there is a very large quantity of petroleum apparently not far distant from where the works were carried on, and that the main difficulty in reaching it arises from the softness of the rock, which will not admit of boring in the ordinary way. It is very probable that the person who was in charge of the works was not sufficiently experienced to conduct them successfully. Indeed, he himself acknowledged he had never met with a difficulty elsewhere such as that with which he had to contend here. At the same time, he stated he had in no other part of the world seen such indications of petroleum appearing on the surface of the ground; in fact, he spoke most confidently of the success which would attend the undertaking if some method was discovered by which the hole formed by the auger could be kept open, so that the boring could be carried on at any depth necessary. It may seem strange that the boring operations should have been commenced near the top of the hill, instead of at some lower point. The reason was that it was thought better to make the trial where petroleum was actually found on the surface, rather than where this was not the case. The hill being of considerable size, and not abrupt in its rise, the only site for operations which could have been obtained at any much lower level would have been a long distance away from the oil springs themselves. It may be mentioned that Dr. Hector has drawn up, but not as yet printed, a report upon the geology of this district, and on reference to this report (to be found amongst papers at the Museum) it will be seen that he attributes the appearance of petroleum at so high a level to the fact of its being forced up through a fissure in the rocks below this particular spot. His report refers not only to the springs already mentioned, but also to others in the neighbourhood of the East Cape; in fact, it includes a description (geological) of the whole district on the East Coast of Auckland within which similar springs are to be found—a district of large extent.

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With reference to the character of the petroleum found in this district, Mr. Skey, the analyst to the New Zealand Geological Survey, has furnished some very valuable information in an article which will be found in the sixth volume of " The Transactions of the New Zealand Institute." At page 256 he says the oil from Poverty Bay is " quite different in constitution from the TaranaM oil, being a true paraffin oil, as are most, if not all, of those from the United States of America. It mostly resembles the Canadian oil." Again, at page 257, he says, " A portion of thia oil was tested for illuminating purposes in an ordinary kerosene lamp, and was found to burn with a voluminous clear white flame, which was maintained very steadily until but little of the oil remained unconsumed in the well of the lamp used." On the subject of the oil from "Waiapu, near East Cape, he says (page 257), "These characters show the oil to be of a very superior class, indeed so very superior that I at first suspected it had been 'improved' by some one. However, further operations upon it soon showed that that was not the case." Again, at page 259, he says, " Thus our Poverty Bay petroleums are superior to these (our socalled American kerosenes) in being less charged with light oils, but perhaps a little inferior to them in having the bulk of their component oils of a heavier sort. However, I do not think much of this point, as the Canadian oil appears in good repute, and is of precisely similar quality with the Waiapu oil. It is, therefore, I think very likely that the oil may be found in quantity when properly worked for. Anyhow, the matter is well worth following up, and I feel anxious that the company, now being formed to practically test our eastern districts in this matter, may meet with the success it deserves." Unfortunately this has not been the case. The fact, however, of the company not having succeeded, should not in any way discourage persons from making further attempts. It is only what so frequently happens on the initiation of some new industry. The experiment already made has pointed out the difficulty which must be provided for in the future in order to make boring successful; and where sufficient funds arc at command, there does not appear to be any reason for supposing that the proper appliances will be wanting. That there is a large deposit of petroleum has, however, been proved beyond doubt. At the present time the engine and plant are still on the ground, and, if a new company were formed, these could no doubt be obtained on very advantageous terms. In conclusion, it may be mentioned that, according to a calculation made by the manager, supposing the supply of oil to be considerable (of which there was little doubt), and proper appliances for refining it provided, a large return in the shape of profits might fairly be expected. In fact, that the kerosene could be delivered at Gisborne, ready for shipment, at very remunerative prices, considerably below the ordinary market rates. G-. Eahdall Johnson.

Exteact from Report on the Geology and Gold Fields of Otago.* The German Trappen Host or Step Furnace for the Burning of Brown Goal. Construction. —Above an opening of 45 centimetres in width, communicating with the ash pit, lies a slide frame S with massive slides of 1012 millimetres in thickness, the whole resting in front, for the sake of solidity, upon a cast-iron plate, a, 13 centim. broad, and 45 centim. thick. Upon the slide frame S is placed a cast-iron double T support, 24 centim. in height, 13 centim. broad, and 12 millim. thick, and upon this lies a second slide frame S. The slides of this frame being 25 millim. thick, are, however, perforated or broken longitudinally, in order to form a grating; or, better, movable fire-bars, 5'7 centim. thick, are used instead of the broken slides, which are liable to crack. Upon the slide frame S lies a second cast-iron plate c, of the same dimensions as a, and at suitable height a third cast-iron bar B, 9 centim. high and 6 centim. broad, is fixed into the side walls of the furuace. The length it is let into the walls is about 15 centim., whilst a and c and the slide frames S and S enter the walls only about 8 centim. with their ends. Upon the what may be called cross supports B and c, rest now, with their ends, the cast-iron cheeks W, in such a manner that they may be freely shifted broadways, and carry, step-like (hence the name of the furnace), the several fire bars, of which the upper one p is about three times broader than the rest. Above p is fixed the cast-iron supply funnel F, serving for the receipt of the fuel, and which is sometimes furnished with a slide for regulating the supply of fuel into the furnace. The fireplace is fixed between two stone walls, and covered bv a fireproof arch, which is either inclined and smooth, or, as indicated by the dotted lines, broken step-like for the purpose of offering to the combustible gases more heated surface on which they strike, and are set burning. The cheeks Wnre 25 millim. thick, and 1012 centim. broad, and placed at 0-4 to 0'6 meter distance from each other. The whole length of the furnace is generally 2 meters or smaller, the breadth equal to or less than 13 meter; and the inclination of the cheeks W is most advantageously at an angle of 30° {i.e., for the burning of brown coal, for which these furnaces are most suitable, and nearly exclusively used). The most approved connection of .the fire bars with the cheeks W is shown in Figs. 3 and 4. Their thickness is 112 millim., the vertical distance between two bars 19 20 millim., the distance between their surface 27"32 millim., their breadth 118120 millim., and they project one over the other about 47 millim. The working of such a furnace requires much less strength and intelligence than that of the common plane fireplace. The funnel -F is filled with the fuel, and, according as the latter burns off the steps (which is easily seen), the fireman pushes a fresh lot from downwards by means of a spade-like tool, introduced between the lower edge of the funnel F and the top bar p. The gradually accumulating ashes are from time to time removed from the fire bars by means of a flat piece of iron, which is moved hither and thither over the latter. In order to remove cinders and ashes from the upper slide S' (8 being always kept a little open to let draught in for perfect combustion), the slide * Appendix 13, page 235. 2—1. 7.

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/Sis first shut, then S' opened to let the ashes and cindera drop upon S; then 8' is shut again, and fuel stoked down to cover it, and now, finally, <S is opened, so that the ashes, &c, can fall down into the ash pit. In this manner the detrimental introduction of a large amount of cold air into the furnace is entirely avoided. The chief advantage of this furnace consists in the steady, nearly continuous burning of the fuel, and that with proper regulation of the draught the combustion can be rendered close upon perfect, whilst all the smoke is consumed. To this has to be added another great advantage—namely, that during the supply of fuel no unnecessary amount of cold air is introduced into the furnace, and that, as previously mentioned, a common workman is able to serve the latter easily and well, and without being exposed to any strong heat bursting into his face. The furnace has also, however, some drawbacks —viz., that no coal can be burned in it that bakes or clogs, and that the fuel rests upon a larger area of iron, being, therefore, much more cooled, and for a larger surface extent prevented from burning, than in the common plane furnace.

Memorandum by Dr. Hectob on the use of New Zealand Coal as Fuel. For full information respecting the properties and value of the different varieties of coal found throughout New Zealand, I beg to refer to my previous reports on the subject (especially the following:—Appendix to Jurors' Eeports, New Zealand, 1865 ; First General lieport on the Coal Deposits of New Zealand, 1866 ; Evidence before Select Committee Colonial Industries, 1870, et seq.; and Papers relative to the development of Coal Fields, 1872, et seq.) For the present purpose it may be sufficient to restate their general classification into hydrous brown coal, and anhydrous bituminous or caking coal, a classification which is to some extent arbitrary, and has required the interposition of an intermediate group, under the term pitch and glance coal. Some writers would place all the New Zealand coals in the group of brown coal, partly on account of their being derived from formations of less ancient geological date than the carboniferous period, and also because they all possess to a certain degree the physical characters of brown coal, such as conchoidal fracture, brown streak or powder, and low specific gravity. But, on the other hand, it is beyond all doubt that these later coal formations, not only in New Zealand but in other countries, aft'ord fuel of equal value to that derived from the true coal measures. This is notably the case with some of our coal formations on the western slope of the South Island, where over extensive areas the coal basins have acquired, through some influence not yet clearly understood, the property of caking, chiefly through the loss of the combined water which exists so largely as a constituent part of the brown coals of the eastern slope. This alteration has not affected all the brown coals on the western slope, however, as in some cases the same seams can be traced passing from caking coal into a hydrous brown coal, showing that the alteration has been effected altogether subsequent to the deposit of the carboniferous matter, and that it is analogous to the manner in which bituminous coals are in other parts of the world converted into anthracite. These altered coal on the "West Coast (to which class belong the Grey Eiver coal in the questions submitted) possess a very high value as fuel for all purposes, especially for steam generating, gas making, smelting, and other metallurgical purposes, and household use. Its chief defect is its great friability, which gives rise to considerable loss during transport. Any loss from this cause in mining can be recovered, as the small coal can be converted into most excellent coke. Another form of altered coal occurs in connection with the influence which has been exercised in the strata by igneous rocks which have converted the brown coal, in some instances, into a more valuable description of fuel, the best known examples being the seams at Kawakawa (Auckland), and at the Malvern Hills (Canterbury). The abundance in which brown coal is found throughout the settled districts of the colony has led me to direct my attention, for many years back, to the question of whether the alteration in the quality of the coal which we thus find affected by natural causes, can be artificially accomplished by its manufacture into artificial fuel. The experiments, so far, have been favourable, and I anticipate that, before long, the manufacture of fuel of quality, nearly equal to that of our altered "West Coast coals, will become an important industry in the colony. In the meantime there is no doubt that, for stationary engines and many other purposes where rapid and concentrated combustion is not necessary, the brown coals are adapted for using in their present condition, but it is only rarely that their quality will allow of their being used for blacksmith's work or for locomotives. With respect to the prospect of obtaining payable quantities of petroleum, no additional information has been obtained since my former reports, but the middle secondary formations, with which the oil escapes appear to be constantly associated, have been proved, during the progress of the survey, to occupy a much larger area in the eastern district than was previously known. Wherever certain fossiliferous green sands (the same which in the Amuri district yield large quantities of reptilian fossils) are brought to the surface in anticlinal folds, the presence of underground reservoirs is indicated either by the escape of gas or oil at the surface, but the source of the oil is involved in the same obscurity as in other parts of the world, this being a subject upon which very different opinions are held. There is no other way of forming an estimate of the probable quantity of oil that may be obtained except by sinking; and experience in the American oil fields has shown that only about one bore hole in five is successful, even in rich districts. 27th September, 1876. James Hectob.

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Mr. Alex. Abmsteong to Mr. W. Contees. Otago Railways. Office of Engineer of Permanent "Ways and Rolling Stock, Dunedin, 3rd December, 1875. Sie, — Shag Point Coal. I have the honor to inform you that trial of this coal was made in No. 18 engine, while engaged working the ordinary trains between Dunedin and Port Chalmers, and find it much superior to any native coal yet tried, The amount consumed per mile was 45 lbs., and cost, at 25s. per ton, 6d., while for last month the engine driver's returns show for Newcastle coal a consumption equal to 3040 lbs., aud cost, at 35s. 6d. per ton, 6fd., thus showing a small saving in favour of the Shag Point coal. It would be well, however, before coming to conclusion as to the capabilities of this coal, to accord to it a more extended trial, as it is hardly possible to arrive at a correct result from the use of so small a quantity—in this case 5 tons 10 cwt, I have, &c, Alex. Aemsteong, W. Conyers, Esq., Engineer Permanent Way. General Manager, Otago Railways.

Sir J. Vogel to the Chaibman of the Native Fuel Committee. The Chaibman of the Native Fuel Committee, — I do myself the honor, at your request, to write down the evidence I am able to give before your Committee. As you have not available a copy of Dr. Percy's book " On Fuels," I copy from one in my possession some extracts [marked A] on the subject of lignites, under which term the author includes brown coals.* Several years ago, Dr. Hector threw out the suggestion that the Otago brown coals might probably be capable of being made into valuable artificial fuel by compression. 1 was not aware of this until lately. My attention was attracted to the subject by observing in various parts of the Continent the prevalent use of compressed fuel for locomotive purposes. On my reaching England, I instituted inquiries into the subject. Paper marked B shows the first questions I put, and the answers I received. At this time, I began to feel the conviction that brown coals, such as those of Otago, would be suitable for the artificial fuel. I observed that Dr. Percy, as you will see in the extracts enclosed, pointed out the difficulty of permanently getting rid of the hygroscopic water, and was of opinion that after it was driven off, the substance would re-absorb it. It seemed to me that by converting the brown coal into compressed fuel, the water would be driven off, and that in its new form re-absorbtion would not take place. I saw Dr. Percy: he considered the question a very interesting one, and promised me to investigate it. I arranged an interview between him and Dr. Hector, who, I found, was strongly of opinion that the water in the brown coal could be disposed of. Dr. Percy afterwards wrote the following note : — " 1, Gloucester Crescent, W., 20th November, 1875. " Deae Sie Julius Vogel,— " I have seen Dr. Hector, who !.f ully explained to me what he proposes for the conversion of the New Zealand lignite into serviceable fuel; and I am satisfied that the process is practicable. " I cannot say, in the absence of experiments, how much less bulky the manufactured fuel would be than the original lignite. " There is not, in my opinion, any material so suitable for agglutination as pitch. " With regard, to cost of production in New Zealand, I am not able to offer any opinion. In order to form a judgment on that subject, a knowledge of local circumstances, such as amount of wages, &c, is required. " I have a very high opinion of Dr. Hector's ability, and I am sure you may have entire confidence in what he undertakes to perform. " Very truly yours, " Sir Julius Vogel, K.C.M.G." " John Peect. Dr. Percy agreed to place his laboratory at Dr. Hector's disposal, to try, by actual experiment, the point in question. I believe Dr. Hector was not able to take advantage of the offer, or perhaps it would be more correct to say that he thought it would be better to test the question on a larger scale. At my instance, Dr. Hector visited Wales, to see some of the machinery used for the operation, and he returned quite convinced of the feasibility of making good fuel from brown coal. I made, as I thought, arrangements by which, after I left England, a quantity of brown coal would be actually converted into compressed fuel; but the arrangements fell through. I have since sent 10 tons of Otago coal to England at my own expense, and I propose, if possible, to have it converted into compressed fuel. Whilst the various circumstances were passing to which I have already referred, I was instituting inquiries in several other directions. They all confirmed me in the belief that compressed coal was becoming one of the most important fuels in ubc. It seemed that a great many processes which had been employed had failed to produce a fuel sufficiently coherent, and the failure of these had thrown discredit on others more successful. But the properly-made compressed fuel was making great way. Its advantages of many kinds over ordinary coal are undeniable. It is perfectly clean in use ; it can be closely packed ; it suffers little from the attrition which reduces ordinary coal to powder, and is proof against deterioration from exposure to the atmosphere. The cost of manufacture is incredibly small, whilst the machinery is comparatively inexpensive. I have an estimate that the best machinery, without the power for working it, capable of turning out 12 tons of fuel per hour, can be obtained free on board in London for £4,500. This machinery, properly erected, becomes almost self-acting Jurors' Reports, New Zealand Exhibition, 1865, p. 376.

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throughout; and in England, on the 12 tons an hour, it is represented to me that the whole cost of labour and superintendence from truck to truck does not exceed Gd. per ton. The substance with which to bind together the particles of coal is the chief expense. "Various substances have been tried, but none appear to equal ordinary pitch,'whether made from coal tar or the pitch of commerce. The amount required varies from 4 to 10 per cent. I think 7 to 8 per cent, would be sufficient for the Otago coals. It can, I believe, be imported, all charges paid, at about 65s. a ton landed in Dunedin. Possibly it might be obtained cheaper by the distillation of the waste coal at Greymouth ; and possibly it may be found in a natural condition in the country. It so exists, I believe, in several parts of the world. Pitch can easily be made from gas tar. Even if imported, I am of opinion the pitch could be obtained at a cost which would make it profitable to convert the Otago coal into compressed fuel. Deprived of water, compressed in bulk, not liable to waste into dust, and convenient to pack, I am of opinion that for ocean-steam and loco-motive-engine purposes, the ton of Otago compressed fuel would be worth more than a ton of Newcastle coal. That which struck mo most strongly, when making my investigations, was, that I found inquiries on the same subject were being instituted from many different quarters, while the use of the fuel was becoming very wide-spread. The steam ships despatched on the Arctic expedition were filled with it; whilst at the same time a model of the machinery was set up in London, in order to enable a representative of the Government of India to examine into the mode of manufacture. For some time, the fuel has been in more or less use in India. Considerable quantities of it are shipped to Peru for the use of ocean steamers. I heard of proposals to erect machinery on points of both the East and West Coast of South America, in several parts of England, and on a small scale in different portions of the world. For example, I heard of the intention to erect a small machine on one of the West Indian Islands. The use of the machinery is not confined to the places where coal is raised. In places where large quantities of coal are stored, a great deal of otherwise useless coal dust, by the aid of a small machine, can bo utilized, if not too long exposed to the atmosphere. I heard of a machine costing only £200 or £300. I was given to understand that compressed coal was regarded very favourably at the British Admiralty, as also by the French naval authorities. I append a report [marked C] upon this fuel, by the French Marine. It will be seen by it that the subject has engaged much attention, and that the fuel is highly thought of. I forward also a copy of a most interesting report [marked D] prepared for me by the engineer who has charge of the purchase of coal for the Admiralty. I believe that gentlemen interested in the Waikato coal mine are carefully inquiring into the subject. When I reflect on the circumstances under which compressed fuel is used and manufactured in other countries, I cannot avoid the conclusion that in parts of New Zealand it can be made and used with great advantage. If the difficulties which beset the initiation of a new industry can be overcome, artificial fuel should be largely used in parts of the colony for locomotives, for ocean steamers, and for domestic purposes. In course of time, I see no reason why it should not be made an article of export. It will be observed, however, from what I have said, that much depends on the cost of the substance which is to be used to agglomerate the material. The use of brown coal in its original state must be very much limited by its liability to crumble into powder when carried any great distance. To convert it into compressed fuel, is obviously to give it an enormously increased value, not only on account of its portable form, but because of its waste water being driven off. The process of conversion is inexpensive ; indeed, the cost of the labour might be considered to be covered by the saving in the cost of the coal from the pit; inasmuch as powdered coal would be as serviceable as whole coal, all the coal could be taken, and a great deal otherwise wasted be saved. The one item of expense is the substance to be used for binding the mass together. Experience hitherto points to pitch as being the best substance ; but at present, pitch means a cost of 5s. to 8s. for each ton of compressed fuel. I believe at even this cost compressed fuel could be manufactured with advantage for a great many purposes. But in proportion as it is practicable to reduce the cost of the adhesive substance, will be the wider demand for the fuel. At anything under a cost of 4s. for the adhesive substance for each ton of fuel, I believe Otago compressed fuel could be made to compete with Newcastle coal in the Melbourne market. The great object, then, is either to find pitch cheaply, or a substance to be used instead of or in combination with it. I believe that such a result can be arrived at. In India, it is proposed, I understand, to use pitch in combination with starch, whilst there are a great variety of other mixtures spoken of, and several substances have been experimented on without any admixture with pitch. It would be well worth the while of persons interested in the subject to spend a little money in causing experiments to be made. The mode of manufacturing the fuel is easy. The coal is intimately mixed with the agglomerating material. The mixture feels perfectly dry to the touch, but when subjected to a pressure of about 50 tons to the block, it becomes a compact glazed mass. The machinery is so contrived that the coal and pitch poured into the machine pass through the various operations without handling, till it is delivered by an endless band in blocks, wherever it is desired to store or load it. In appearance, artificial fuel, properly prepared, is well defined in shape. It bears a glaze, and can be handled without soiling the fingers. Pktroletjm. I observe ilia t e House has directed he Committee to rnort on the occurrence of and facilities for o taming p fcro] um in Nov. Zealand. I venture to volunteer some evidence on the subject, which is u i1 in which I take deep interest. I have expended at.various limes about £1,500 in the search fop petroleum in New Zealand. 1 am confident it exists, and had 1 money to spare, I would not grudge a very considerable expenditure on the search. It exists on the coast of Marlborough, but whether in payable quantities the agent I sent there to report upon it was not able to ascertain. I believe I have noticed, in the characteristic bronzing of the rocks, evidence of its occurrence on the beach in the neighbourhood of Nelson. Indeed, its presence should be looked for in that province. There is little doubt but that traces of it have been found at D'Urville's Island. I sent to this locality once, but my

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agent was not able to obtain satisfactory evidence. In Taranaki, it occurs in considerable quantity on the surface, and a great deal of money has been spent in the endeavour to obtain it on a payable scale. At times, the surface of the water inside the Sugar Loaves is covered with it, and various wells which have been sunk to a small depth have collected a few gallons. In my opinion, some local disturbance of the rocks has resulted in a more or less extensive surface reservoir in the neighbourhood from which the oil exudes, but the true deposit is, I believe, at a great depth; and it seems to me it will, sooner or later, be sought after. The East Coast, however, appears the most attractive field for search, for there the oil is obtained in larger quantities. I have seen it stated in the papers, that a company, with an American plant and a competent American manager, is brought to a standstill on account of having exhausted its capital. It is, of course, not to be wondered at that men hesitate to embark in a venture that depends so much on faith as that of boring for petroleum. On the other hand, the inducements are very large. In England and other countries, purified petroleum is coming into very general use. It is prepared now so as to be colourless, odourless, and free from danger, and the duplex lamp enables it to be used in a manner that has made it for domestic purposes to be largely preferred to gas. Coincident with the disposition to enlarge its use, the wells of Pennsylvania, from which it has been chiefly obtained, show signs of giving out. It may not be easy to supply their place. A discovery lately made at Los Angelos, a few miles from San Francisco, is highly spoken of. It is said that free-flowing petroleum wells have beeu found. The very great importance attached to this alleged discovery in a place so prosperous as San Francisco, should suggest to us in New Zealand that it is a pity to allow the question to remain where it is from the want of a little monev to make further investigations. I think it would be unwise to give direct assistance from the State ; but much might be done, by offering rewards for the discovery of payable wells with indications that would insure the discovery being of value, before any payment should be made. Julius Vogel.

APPENDIX A. Lignite. Undee the general term of lignite, it is intended to include those varieties of coal which, in point of chemical composition, form the link between peat in the most advanced stage of chemical change, such, for example, as the so-called pitch-peat, and the group of coals of the carboniferous system, which I have designated non-caking and rich in oxygen, like some of those of South Staffordshire. But, strictly considered, that designation is equally, indeed more, applicable to lignite, which is generally not only non-caking, but even richer in oxygen than the coals grouped in that class. The word lignite, used by British and American geologists, is synonymous with brown coal of the Germans. Both words are objectionable ; for lignite suggests a wood-like quality, and brown a colour, which only some varieties of lignite possess. But if the word lignite be taken to indicate proximity to wood in ultimate composition, there is at Jcast something to be said in its favour. Zincken, the author of a comprehensive treaty on brown coals, defines these coals as " the fossil accumulations of the more or less carbonized remains of plants occurring in the tertiary formation," the same definition as that adopted by Regnault in 1837 ; whereas, according to Dana, lignite, which he uses as synonomous with brown coal, belongs to secondary as well as more modern deposits. Hence, it appears that even geologists are not agreed upon a definition of lignite. Lignite is widely diffused over the earth in both hemispheres, from north to south, and from east to west. Physical Characters of Lignite. Lignite is either compact or earthy, sometimes wood-like in appearance and structure, and sometimes slate-like or schistose ; conchoidal or uneven in fracture ; cleavable or uncleavable ; light-yellow, light-grey, brown, brown-black or black, and dull, shining, or fatty in lustre. Its specific gravity is stated to range generally from I*2 to T4, and will vary with the quantity of earthy matter which it contains. Hygroscopic Water in Lignite. During the last twenty years and upwards, I have examined many lignites from various parts of the world, and have nearly always found them to contain a large proportion of hygroscopic water, even from 15 to 20 per cent., after long exposure to the air. Lignite may be deprived of this water by heating it to 100° C, or somewhat higher ; but on subsequently being left freely in contact with the atmosphere, it will absorb from the latter the same quantity of water as it had lost by previous desiccation, in this respect resembling wood. This is a point which should be specially regarded in judging of the quality of a lignite ; and no analysis of this kind of fuel should be accepted which does not indicate the proportion of water. The following case came under my own observation not long ago. The purchase of the concession of a lignite deposit, in a certain locality in South America, was about to be concluded for a very large sum, when I directed attention to the fact, that in the analysis of this lignite there was no mention of hygroscopic water, which I found it to contain in notable proportion, and which greatly reduced its value as fuel. The negotiation was in consequence immediately terminated. When a man buys fuel, he should be careful to ascertain that his mouey is not expended to a considerable extent in the purchase of water, which, during combustion, must be evaporated, and cause great waste of heat. Action of Heat on Lignite. Lignite is generally non-caking —that is, its powder, when heated to redness in a close vessel, does not yield a coherent coke. Varieties of it have been found so rich in resin as to cause it to cake from that cause alone.

APPENDICES.

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14

Substances occurring in Association with Lignite. Iron-pyrites, yellow and cubical, or white and prismatic, is a very frequent, if not constant, companion of lignite, and often in such large proportion as to render it quite unfit for fuel, and cause it spontaneously to ignite on exposure to the atmosphere, owing to the heat developed by the rapid oxidation of the pyrites. In some of the metallurgical processes, it is essential that fuel should be used which is practically free from iron-pyrites', while in others, fuel containing much of that sulphide may be used without disadvantage. Zinc-blende, copper-pyrites, galena, realgar, and orpiment, are reported to have been met with in lignite from various localities; and the fact that Daubree obtained arsenic from certain lignites has been previously recorded in this volume. Zincken mentions all the minerals which have been found associated with tertiary lignites, and gives much information of interest respecting them; and from his article on that subject the folio wins; additional names have been selected, somewhat capriciously it must be confessed:—Sulphur, gypsum, green vitriol, misy, Epsom salts, websterite, phosphorite, kaolin, clay-iron-ore, brown-iron-ore, haematite, ratinite, and amber.

The composition of lignites from different localities is given in the following table, which has been compiled from various sources : — TABLE of LIGNITES from VARIOUS LOCALITIES.

(') The percentage composition, under this head, of Nos. 11A* 11B, 11C, 25A, 28, 29, 30, 31, 32, 33, 34, 35, is inclusive of water. (:) When the proportion of nitrogen is not stated, it is included in that of the oxygen. ( 3) Except when the sulphur is not given in the eighth column. ( 4) Exclusive of nitrogen. 1. —Occurs in the miocene beds of the tertiary series; brown; structure fibrous and lamellar; becomes rotten by immersion in water; does not soil the fingers ; coke has a semi-metallic lustre ; does not swell, and cakes but slightly ; ash bulky and red; copper and lead were detected in this coal; it evolves an extremely offensive odour in burning. 1a.—Lignite, called "board-coal," from a bed about 4 feet thick in the "board-coal" seam at Bovey-Tracey. It abounds in the remains of dicotyledonous plants, and is woody in structure. It is

C01 ipositioi 1 per cei 'ater onl nt., e: iy 0 xlusive of Composition, [ exclusive of Sul Ash, and Aft >er cent., Iphurp), 'ater. b Locality. I 1 u I S I o i 2 I i I D o U ! I 0 6, bo"^ bfl 0 z 5 1 IA 2 3 4 5 6 8 9 10 11 m IIB Bovey, Devonshire ... Odenburg, Hungary... ,, ,, ... Bodonspatak, Hungary Palojta, „ Zsemle, Comorn, Hungary ... Wildshut, Upper Austria Thallern, Austria Gloggnitz, Austria ... Schonficld, Bohemia... vug r*8« I "334 1-327 1-256 1-347 1-306 i-4i3 1 364 6631 6676 6850 66-88 55-94 67-64 6836 53-79 49-58 57-71 6120 6468 57-38 5829 4967 5890 6218 61-13 55-3O 54-O2 49-91 47-78 5965 6407 64-26 6334 4746 57-28 6260 6218 61-40 5998 54-13 56-50 5060 563 559 4'5 6 4-78 426 5-5° 456 4-26 384 4'49 S'7 5-30 428 4-68 4-I5 5-36 5-47 5'°9 490 528 5-20 4-28 486 503 5-76 5-67 4-56 603 502 442 328 4-75 430 3-65 3-24 2286 2281 2364 22-07 33-23 2286 2216 25-39 2268 2214 21-28 2137 1764 J842 13-00 21-63 1805 31 95 3!'95 2790 3242 1842 2641 27-55 I7H4 27-95 3.V03 36-10 26-52 19-19 2982 29-42 7-37 18-91 1441 °-S7 236 209 091 163 4-27 2-59 0-57 098 4-56 312 2-27 2-75 239 4-64 3-30 141 4-35 15-58 ■934 12-54 •2-35 8-65 300 5'3° 12-90 7-3° 5-00 183 7-«5 1280 1247 2952 9-08 3'35 12-54 3'°4 ■4-95 °'59 5-86 205 5-5° 5-85 2269 562 1593 34-66 2"2I 1868 I7'IO IO-84 11 07 12-60 2615 22-53 »S"«« 2 I 20 3O-79 51-50 50-89 4600 52-60 40-03 59'55 54-7O 63-70 54-4O 69S3 7O-I5 7O-84 7I-36 59-88 70-40 71-90 6446 65J5 6842 69.82 7080 72-35 71-61 74-33 6858 72-56 62-27 6001 61-95 57-02 67-79 6561 66-29 73'47 65 34 55-Si 57-62 6649 72-48 6496 6371 8226 7O-7S 73-17 591 588 4-72 5'io 4'5 6 5'73 4'79 5">° 5'°5 5-33 590 581 5-39 5'75 6-2i 624 6-38 S-i8 5'3i 606 594 607 5'34 5" 20 659 5-85 536 607 5'33 5-'S 348 5O5 652 4'57 468 24-56 23-97 24-44 23-54 35-56 2387 233 1 30-44 2980 2625 2428 23'39 2226 22-64 1946 2518 2I'o6 32-55 3468 31-99 3704 26-14 2905 28-51 1994 2881 3883 3631 2818 22-37 3156 31-24 H'22 24-68* 22-15 4 Teplitz, „ 0-45 0-7! 1-03 6-61 !/-2S 12'6o 19.25 ,, „ ... ire Meissen, Saxony 12 13 14 \l 17 18 Riestedt, Prussia Loderburg, „ Teuditz, „ 1-218 1-219 1-263 9'3O 31-66 495° 48-60 ,, ,, Brumby, ,, Frankfort-on-the-Oder, Prussia Wittenberg, Prussia ... Zscherben, , Tiflis, Georgia Irkutsk, Siberia Laubach, Hessen-Darmstadt Near Cassel, Hessen-Cassel... Hessen-Cassel Sipplingen, Lake Constance Island of Sardinia 1-263 40-60 16-07 1726 45-37 19 2O 21 22 23 24 25 25A 26 27 27A 28 071 "•45 47-5O 11-51 060 0-42 6-16 50-00 ,, ,, ... ... British North America Prairies, East of Rocky Mtns. Dranista Coal Field, Turkey in Europe... 080 !3'92 14-50 29 3O 0-90 !i 13 !4 ,, n >» » » » 47-ii 4640 4647 46-47 4569 64-31 319 336 344 384 4-02 469 15-05 12 04 15 38 12-99 12-12 12-40 0-72 272 080 187 2-52 1-82 ■425 1588 "5'07 1810 1968 i960 1884 1673 16-45 8-30 72-09 75'o8 7117 73Hi 73-9O 7901 488 5'44 5-27 607 6-50 5-76 23-03 1948 23-56 20-52 i960 15-23 ij >> *> j) »> )> Sasso Forte, Italy 1920 848 5661

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said to yield a bright, hard, porous coke; the hygroscopic water was estimated by the loss in weight by drying at 100° C, and the specimen analyzed had been previously dried at that temperature. It is stated that there are also twenty seams of what is locally termed " rough coal," with which a large proportion of clay is intimately mixed. A specimen of this variety yielded, after air-drying at 37° C, 5237 per cent, of coke, containing 2998 per cent, of ash, which contained 0"532 per cent, of phosphoric acid, and of which 65'4S per cent, was insoluble in hydrochloric acid, and consisted chiefly of silica. Specimens of the Bovey lignite in my possession have split more or less on exposure to the air. An admirable account, by Herr, of the fossil flora of the Bovey beds, will be found in the " Transactions of the Royal Society," for 1862, pp. 1039-1086. 2-6. —Are of tertiary origin. 2. Finely fibrous brown coal. 3. Not fibrous. 4. Pitch-black; powder brown ; lustre of fresh surface often vitreous ; structure here and there wood-like ; breaks in rhombic pieces. 5. A caking coal; black-brown to light-brown; powder brown ; woody structure distinct; hard and difficult to pulverize; it contains a peculiar resin. 6. Black; powder brown ; lustre imperfectly fatty; fracture uneven schistose, often conchoidal or rhombic; no trace of vegetable structure ; resists exposure to the air. 7. —Wood-like. The coke was obtained by slow heating ; by rapid heating the yield was from 2 to 3 per cent. less. The dry coal absorbed from the atmosphere 108 per cent, of water in 24 hours, that is, only 7"3 per cent, less than the total amount expelled by desiccation at 100° C. 8. —Black-brown ; wood-like. The dry coal absorbed from the atmosphere 12'7 per cent, of water in 24 hours. 9.—Wood-like; much fissured. The dry coal absorbed from the atmosphere 15'9 per cent, of water in 24 hours. 10.—Described as brown coal. 11.—Dark black-brown. 11a-11c. —These specimens were received from Sir Eichard Griffith, the veteran Irish geologist. 11a. From the St. Eichard pit. The ash is light, and contains silica, alumina, sesquioxide of iron, and lime ;it fuses on platinum wire .before the blow-pipe into a black substance. 11b. This was labelled " Komotau coal." The ash is light-brown; it contains silica, alumina, sesquioxide of iron, and lime — the last substance in less proportion than in No. Ha ; it fuses before the blow-pipe, lie. This was labelled " Eger coal from bore-hole." The loss by desiccation at 110° C. was estimated as water. 12. Described as brown coal. 13. Described as "black coal" (Schwarzkohle). Black variety of brown coal. 14-18. —Brown coal from the Prussian province of Saxony. 14. " Fossil wood," i.e. presenting a wood-like structure, 15,16,18. Earthy. In determining the specific gravity and water, coal fresh from the workings was operated upon. Colour of ash—Of 14, reddish-white; of 15, yellow-brown ; of 16, greyish-white ; of 18, greyish-white. 17. —Earthy; from the same locality as No. 16, but the analysis is by another operator. 19-21. —Described as brown coal. 22-23.—Brown coal. 24.—W00d-like. 25.—Brown coal. 25a.—Ash, bright orange-red, easily blown away. 26. —Brown coal. 27. —Occurs rather more than half a mile from the sea, at Goneza, province of Iglesias, to the west of Cagliari. An analysis was made at Turin by Abbene and Rossi, and the mineral was also examined at the Ecole des Mines, Paris, and described as black coal, schistose, and pyritic, yielding a pulverulent coke and very ferruginous ashes. Sir Roderick Murchison informed me that this mineral probably belongs to the true coal-measures, in which case it presents an interesting illustration of the fact that a coal of the coal-measures may remarkably resemble a true lignite in composition. 27a.—Since the publication of the first edition of this work, I received from a mercantile house in the City, in 1862, a sample of coal from the same locality as No. 27, with a label attached bearing the inscription, " Iglesias, west of Cagliari, Island of Sardinia." This coal differs widely in composition from that last described and analyzed at the Ecole des Mines, and its characters are as follow :■ —It ia tender and easily frangible ; black ; lustre not bright, yet not dull or earthy ; it contains much intermixed shale, aud is seamed throughout with thin layers of a substance which effervesced on the addition of an acid, and was therefore regarded as carbonate of lime ; it does not cake when heated. The percentage of ash in the best part of the seam was 13 '60. In composition there is nothing to distinguish this coal from that of the carboniferous system. 28-29. —Brought by Dr. Hector. 28. From the Saskatchewan Plains, La Roche Percee, lat. 49° 7' N., long. 115° W.; tertiary (?) ; specimen taken August, 1857 ; analysis made June, 1861; dark brown, compact, in part wood-like and in part resembling coal of the carboniferous system; fracture more or less conchoidal. 29. G-foot seam. From the right bank of the Saskatchewan, at Fort Edmonton, lat. 53° 33' N., long. 113° 20' W. ; lower cretaceous (?). Cracked in small pieces during desiccation by exposure to the air, and much resembled coal of the carboniferous system in appearance. 30-34. —The Dranista coal field is situated near Kateri or Katerina, on the west side of the Gulf of Salonica. 30. 16-inch vein. Fracture, pitch-black; very fissile; powder almost black. 31. Laca vein. Black, rather dull; powder brownish-black. 32. Loftacarria vein. Fracture jet-black; powder almost black. 33. Demolaca vein. Dull-black; powder brown. 34. Panaya vein. Easily fissile; powder brown. 35.—Black, and bright; firm, but splintery; fracture uneven; powder almost black. Lignite feom Teinadab. G. P. Wall, formerly a student of the Royal School of Mines, in the course of an official survey of the geology of the island of Trinidad, collected specimens of lignites which present many points of

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interest. They have been analyzed in my laboratory by C. Tookey. Combustion was effected in a current of oxygen, and desiccation between 100° C. and 110° C. The results are as follow :— Composition per cent. i. ir. in. iv. Carbon ... ... 6013 6953 5738 5619 Hydrogen ... ... 414 536 374 414 Oxygen and nitrogen ... 1077 15-22 17'50 1739 Sulphur ... ... 236 055 068 223 Ash ... ... ... 210 3'44 390 2-40 Water ... ... 2050 5-90 16-80 17-65 100-00 10000 10000 10000 Composition per cent., exclusive of Sulphur, Ash, and Water. I. II. III. IT. Carbon ... ... 8026 7716 7298 72-29 Hydrogen ... ... 552 595 476 533 Oxygen and nitrogen ... 1422 1689 2226 2238 10000 10000 10000 10000 Coke, per cent. ... ... 4315 5400 51-80 44'95 i. —This lignite is black ; dull in fracture ; its powder is brown. "When heated in a close vessel, it yields a non-coherent coke. II. —This lignite is black and bright, like good bituminous coal; friable; even in fracture ; its powder is dark-brown. It scintillates much when held in a flame; and, when heated, it evolves an odour like petroleum, cakes, and yields a firm coherent coke. Colour" of the ash, red. in.—This lignite is black and compact; its fracture is conchoidal and smooth ; its powder is brown. It yields a non-coherent coke. iv.—This lignite is black and compact; its fracture is uneven and dull; its powder is brown. It yields a non-coherent coke. On inspecting the preceding analyses of Trinadid lignites, it will be observed that, with the exception of n., all contain a large proportion of hygroscopic water, a proportion far exceeding that which is found in any coals of the carboniferous system, n. presents an example of a so-called lignite which, in respect to physical characters and chemical composition, resembles bituminous coal of the carboniferous system. Lignite from New Zealand and from Tasmania. Lignites from Auckland, New Zealand, and from Tasmania, have been analyzed in mv laboratory by C. Tookey, with the following results: — Composition per cent. i. ii. Carbon ... ... ... ... ... 5557 5990 Hydrogen ... ... ... ... ... 4'13 466 Oxygen ... ... ... ... ... 1567 1599 Nitrogen ... ... ... ... ... 1-15 108 Sulphur ... ... ... ... ... 036 030 Ash ... ... ... ... ... 900 464 Water ... ... ... ... ... 1412 1343 100-00 10000 i.—From Auckland. This lignite is black ; dull in lustre ; its fracture is uneven, and more or less conchoidal; it shows distinct cleavage. Brown resin occurs diffused through this lignite in pieces varying in size from a pea to considerable masses. ii.—From Tasmania. This specimen was sent by the late Governor Denison. In physical characters this lignite is similar to the last described, and it also contains resin diffused in like manner through its substance. Accompanying the specimen of lignite from Tasmania was a piece of resin as large as the fist, which was more opaque, and less resembling ordinary varieties of amber in appearance, than that diffused through i. By the action of benzole a portion only dissolves, a gum-like insoluble mass being left, which retains the form and bulk of the original mass. The specimen was analyzed after having been dried between 110° and 120° C.; on combustion, the resin gave 81'60 per cent, of carbon and 11 06 of hydrogen.

APPENDIX B. Compressed Coal. 1. Are there several sorts ?—Yes, a great many. 2. Are they protected by patents, and, if so, will patents soon run out ?—They are protected by patents, some of which will soon run out. 3. Eelative bulk for stowing in vessels of good coal and compressed coal ?—One ton compressed coal occupies about 32 cubic feet, and one ton ordinary steam coal about 42 cubic feet; or 130 tons compressed coal can be stowed in the Bpace required for 100 tons ordinary coal.

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4. Belative value for steaming purposes of good coal and compressed coal ?—Makers of the compressed fuel say it is equal to the best steam coal, ton for ton. 5 and 6. Ordinary value of compressed coal ? Relative value of good coal and compressed coal ? —The ordinary value of compressed fuel is 12s. 6d. to 15s. per ton, delivered free on board at the port where it is made. Good Welsh steam coal is, at present, worth about 13s. 6d. per ton, free on board at Cardiff. 7. Cost per ton of process of manufacture ?—We cannot obtain any reliable information on this point, as makers are naturally reticent, but, from what we can learn, the process of manufacture adopted regulates the cost, which is in no case large. 8 and 9. What is compressed coal made of? Plow made P—It is made of coal dust, to which either pitch, tar, or some patent fluid is added for the purpose of binding it. Special machinery is made for the manufacture of the various kinds of patent fuel. 10. Can it be made of brown coal and lignite ? —It can be made from any description of coal in dust; but we cannot gain any information as to whether it can be made of lignite. 11. Is it largely used ? —It is very largely used on the Continent of Europe, and by steamship companies. The consumption in England is almost nil.

APPENDIX C. Paris, 20th June, 1875. The French Marine has been superintending the use of some composition on board some of the ships of the fleet, since this kind of manufactured combustible has this advantage over natural coal, of dispensing with, or at least, by an artifieal cohesion, of sensibly diminishing, the considerable loss due to the friability existing more or less in most natural coals ; also, that it is much more suitable, from its regular form, for stowing and keeping, which for combustibles for navigation are good points. The composition being generally composed of small coals obtained from the remains of coal extracted from mines, and 8 per cent, of pitch—a combustible material —the comparative experiments made on some compositions, and natural coals from the same source, have always demonstrated that the results obtained by combustion under equal conditions were equal also for the elements of heat, quantity of water vaporized, &c, whilst the clinker in the ash is the same for the two combustibles compared ; and, as it is always possible to reduce by washing some loss, the clinker in ash of composition is less than that presented by natural coals after their ordinary treatment; for, taking account of the clogging of the fire bars, and consequently limiting the work of the heat, one is certain of obtaining better results by using the composition instead of the natural coals. The compositions, like natural coals, can be mixed in the manner reputed most advantageous for heat results; and as in England it is judged more advantageous to burn together the more calorific coal, but slower, from Cardiff1, with that lighter, but less ardent, from Newcastle, so the French Marine requires the manufacture of a more calorific mixture, but slower, similar to Cardiff coal, and a mixture lighter, but less ardent, like Newcastle, for burning together, mixed in the best recognized proportions, for the general purposes of navigation, or for burning separately, according to circumstances. In the colonies, where the draught is feeble, the most general proportions for mixing are onethird of the quicker composition with two-thirds of the slower. The French Marine is careful to stipulate in the contracts for the mixtures a maximum of clinker in the ashes. This maximum varies for French coals from 7 to 10 per cent., according as the coals are naturally more or less earthy or slaty, and as the small comes to be mixed dry or wet. In South Wales, the small is generally 7 per cent, without previous washing. The examination of the quantity of clinker in the ash is carefully performed by naval agents, who incinerate in a furnace a couple of fragments of the mixture to be received. The same process of incineration is employed to estimate the quantity of pitch used. Pitch, the only mixing substance found suitable at present, plays an important part in the manufacture. If the pitch is too tarry, it is, so to speak, too liquid ; the most volatile elements which disengage themselves whilst the mixture is exposed to the fire soon damage the surface by heat, and the paste is too thick for manufacture The pitch being too dry, the paste is not mixed, and the cohesion is only apparent. A good pitch for mixing should show in testing about 45 per cent, of coke, of which 1 to 2 per cent, should be ash, and 55 per cent, volatile products. It should commence to fuse at 70° C. To determine the degree of cohesion of the mixtures, that is to say its resistance to rupture or disintegration, by shocks or under +he influence of time, the Marine adopts the following operations : — 50 kilos. (1102 lbs.) of blocks or broken mixture in 100 pieces of 0-500 kilos. (1-102 lbs.) are placed on the fire-bars in a strong plate cylinder of 092 m. (3 feet) diameter, and 1 m. (3'3 ft.) in length. This cylinder is divided into three equal compartments, by means of longitudinal diaphragms of plate of one centimetre (-4 in.) thick. Close the cylinder, and give it fifty complete revolutions at the rate of twenty-five revolutions per minute. Then take all the coal which is still in pieces, large or small, by hand and sieve it gently on a horizontal grate, of which the spaces are square of 3 centimetres (118 in.) side. All that passes through is considered as coal dross. The ratio of carbon remaining on the grate to the weight of carbon experimented upon (50 kilos, or 110"2 lbs.) indicates the degree of cohesion. Thus, in the case where we have taken 30 kilos. (66 lbs.) of pieces of mixture resting on grate having about 003 m. (1-18 in.) side, the cohesion would be i", = 06. The result of observation of long practice shows, that whilst the degree of cohesion thus. obtained shows a minimum of 50 per cent., the composition completely satisfies the conditions for good service. 3—1. 7.

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It preserves in the lockers when exposed to the air, without sensible alteration during several consecutive years, and can submit to the many operations of loading and unloading, of being placed in lockers and coal bunkers, without being damaged; but it is indispensable that these operations should be done by hand as much as possible, and that the blocks descend to the bottom of bunkers on slides, if it is impossible to convey them there by hand, of which we should always make use in stowing them; for if we treated the mixture same as common coal, without any management in throwing them in the bunkers, we are naturally deprived of the advantages that their cohesion, and especially their form, present for stowage. The French Marine has dispensed with the cylindrical form of mixture for the parallelopiped in blocks used by it. This form answers better than all other forms the important purpose of stowage, for in the same space we can hold from 20 to 25 per cent, more of combustibles by using blocks of mixture instead of coals. The dimensions of the blocks, and consequently their weight, are not arbitrary. One can examine in the French Marine some of the block factories, with the ordinary methods of this industry ; they are only confined to the surface, leaving the interior in powder, while their weight is about 10 kilos. (22 04 lbs.), and the thickness about 012 m. (372 in.) The use has been adhered to of 9 kilos. (1984 lbs.) weight maximum—such as the blocks of Euzin, of the Grand Combe of Portes, Serechas, &c, having a mean of 0'30 m. (ll'S in.) in length, 020 m. (7'8 in.) breadth, and 010 m. (3'94 ins.) thick —to those of blocks of 5 to 6 kilos. (11 to 132 lbs.) weight, a mean model constituent; and lastly, to that of a small model from 2'500 kilos, to 3 kilos. (5'5 lbs. to 6-6 lbs.) weight. The great French collieries which apply themselves to the manufacture of compositions can more easily employ a large capital, and, wishing to economize time, have generally adopted the larger model, 9 kilos. (1984 lbs.) of Mazoline or Revollier. This last, working with the hydraulic press, has a very regular form. The small factories, for the opposite reasons, have adopted the small model of 3 kilos. (6- 6 lbs.). Whilst the blocks arrive intact in the heat chamber, it is usual, if they have been manipulated with care, to break them with a chopper, if they give from 10 to 12 per cent, of loss occasioned by the use of the hammer serving to break the coals. It is evident that the small brick of 3 kilos. (66 lbs.) requires less blows with the chopper than that of 9 kilos (1984 lbs.) in order to be reduced to pieces of 0'500 kilos. (1'1O2 lb.), estimated as the most,suitable for heating, and consequently will entail less debris and loss. As for the blocks of 9 kilos., if they are well compressed and have 0'5 cohesion, the breakages will be more numerous without doubt, but they remain good, and only produce few fragments or useless debris. But, when we consider the frequent mishaps to which the blocks are exposed in the wagons, in putting them in bunkers, in loading and unloading, stowage, &c, when we see the difficulty for the sailors in handling more than one block at a time, whether it be 9 or 3 kilos. (198 lbs. or 66 lbs.), some considerable time must be reckoned on in these different manipulations, while we use blocks of 3 kilos. (66 lbs.) instead of blocks of 9 kilos. (1984 lbs.). In other words, for an equal weight, as the surfaces and vulnerable angles for blows are less for the blocks of 9 kilos. (198 lbs.) than for those of 3 kilos. (6-6 lbs.) in the French Navy, we have a slight balance in favour of the blocks of 9 kilos. (198 lbs.). For the above reasons, touching the respective positions of the manufacturers of blocks, the manufacture of blocks of 6 kilos. (13"23 lbs.) weight is little spread in France, and their use in the French Navy consequently is very limited now. It appears by its weight to realize the mean of the qualities of "blocks of 3 and 9 kilos. (66 and 19'8 lbs.) united; but the great question of time in embarking the combustible on board the ships is considered too important not to affirm that the blocks of composition 9 kilos. (198 lbs.) will be always preferred to other blocks of smaller weight. The Director of Stores, V. Sabaitiee.

APPENDIX D. Sir, — Moat House, Woodgreen, 8th November, 1875. According to your request, I have carefully examined the analysis of the various coals of New Zealand and New South Wales. Of the latter, I have bought a large quantity to send to China for our ships of war, during the high prices of coals in 1873 and 1874, and am well acquainted with its value. I have endeavoured to answer all your questions as concisely as possible. Your questions are as follow : — 1st. Will New Zealand coals make a good patent fuel, especially the brown coals ? 2nd. What is the relative value of New Zealand coals compared with New South Wales (Newcastle) ? 3rd. Cost of manufacture, including all machinery and materials ? 4th. Relative value of patent fuel and coal ? 5th. Quantity of patent fuel made in England or on the Continent ? 6th. Future prospects of patent fuel ? Question 1. The brown coals from — 1. Green Island, Otago, 2. Saddle Hill, „ 3. Green Island, „ 8. Saddle Hill, _ „ or any other brown coals with 40 per cent, carbon, and not more than 2\ per cent, of sulphur. These coals will make a very good fuel, both for steam and household purposes, as by the process of manu-

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facture (passing through super-heated steam, and the immense pressure, 50 to 80 tons on each block of 14 to 20 or 24 lbs. weight), nearly all the water would be evaporated, and these coals would make a very pleasant fuel. Other coals in New Zealand— Watchman ... ... ... ... ... ... Auckland. Matakana ... ... ... ... ... ... „ Morley Creek ... ... ... ... ... ... Southland. Pakawa ... ... ... ... ... ... Nelson. Buller River, Coalbrook Dale Column Malvern Hill ... ... ... ... ... ... Canterbury. Grey River ... ... ... ... ... ... „ ,, „ (iridescent) ... ... ... ... ... „ Buller River (several of these coals) ... ... ... ... Nelson. All of these will make a very good fuel, and if mixed with the brown coals, both would be improved. Question 2. New Zealand coals compare very favourably with the New South Wales coals; and, in fact, the Buller River and some of the Canterbury coals are much superior to the best New South Wales coals. Question 3. Cost of manufacture:—1st. Presuming your brown coal cost 7s. 6d. at works, you must add 20 per cent, for water; that would equal 9s. per ton on coal; then pitch, presuming it cost 40s. per ton, and 10 per cent, was put into each ton of coals, this would bo 4s. ; interest on machinery, at 10 per cent., would be about 2d. per ton; labour, Is. per ton. This is ample, as the machinery would do all the work from truck to truck, or from the place where coals were put into the bunkers until it was made into fuel and carried to the store-house; little or no labour would be required. The entire cost per ton would be as follows : — s. d. Coals ... ... ... ... ... ... ... ... 9 0 Pitch ... ... ... ... ... ... ... ... 4 0 Labour... ... ... ... ... ... ... ... 10 Interest on machinery ... ... ... ... ... ... 0 2 Oils and all stores ... ... ... ... ... ... 0 4 Incidentals of management ... ... ... ... ... 06 Total ... ... ... ... 15 0 This is an outside calculation, but presuming you could sell the fuel for only 25s. per ton, you would realize a clear profit of 10s. per ton, or a revenue of at least £75,000 per annum. I calculate this on a make of 150,000 tons annually, and by a double machine turning out 500 tons per diem of twenty-four hours, and the machinery would be so strong it would last for many years. Cost of Machinery at the Works at Swansea. One press complete, to turn out at least 250 tons in twenty-four hours ... £1,400 One engine, 18-in. cylinder, 36-in. stroke, expansion valves, fly-wheel; two 30 horse-power boilers (double tubes), 25 x 6 6; boiler tested to 100 lbs., work at 60 lbs. ... ... ... ... ... 2,500 All spur wheels: bed plates, mixers, travellers, grinding mill, &c, all complete ... ... ... ... ... ... ... 3,100 £7,000 That is, £7,000 to manufacture 250 tons per diem ; but a double press, with everything complete, which would turn out at least 500 tons per diem (probably 600 tons), would cost only £11,000, a clear saving of £3,000. To make sure of manufacturing 150,000 or 160,000 tons per annum, and to provide against accidents and wear and tear, I would strongly advise the machinery to be sent out, and the duplicates as follows: — The double presses, double engine, and all complete, to manufacture 150,000 to 160,000 tons annually ... ... ... ... £11,000 One extra boiler, so as to have one always cold and to be cleaned and repaired ... ... ... ... ... ... ... 500 Duplicate spur wheels and springs, &c. ... ... ... ... 500 Carriage to port to be shipped (London or Liverpool, or any other port of England), with proper packing cases, &c. ... ... ... 450 12,450 Weight of the above, about 230 tons, at, say, 50s. freight ... ... 575 Grand total ... ... ... £13,025 Question 4.—Relative value of patent fuel to coal is fully 20 per cent, in favour of the patent fuel, i.e. for steaming purposes, but for household purposes it is far superior, being very clean and compact, and would give off much less smoke. For steaming purposes, it is far superior to coals, as it is not only much cleaner and easier to handle, but will require less room in the bunkers of steamers, i.e. 500 tons of fuel will require only the same space as 400 tons of coal, or at the most 450 tons of coal. Thus, a large steamer carrying 1,000 tons of coal in her bunkers, would carry at least 1,200 tons of fuel, or ten days' more steaming power.

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Question s.—Quantity of fuel made in England and on the Continent annually:— England — Crown Preserved ... ... ... ... ... 49,600 Star Fuel ... ... ... ... ... ... 50,100 Linnel's ... ... ... ... ... ... 25,000 Cory, Teo, and Co. ... ... ... ... ... 212,286 Wa'rland's ... ... ... ... ... ... 20,000 Elkington and Mason ... ... ... ... ... 5,000 Diamond ... ... ... ... ... ... 5,000 Llanelly ... ... ... ... ... ... 5,000 Sundry places ... ... ... ... ... 20,000 391,986 Prance ... ... ... ... ... ... ... 120,000 Belgium ... ... ... ... ... ... 40,000 Germany ... ... ... ... ... ... ... 80,000 631,986 This is very nearly the total make—l,ooo tons either way. Question 6.—The future prospects of patent fuel. —-There is a great future for patent fuel properly made. The reasons that patent fuel has hitherto been so sparingly used are twofold: First, the want of good machinery to turn out a first-class article. Up to about six or twelve months ago, no really good machinery was available; all was experimental. Now, wo have succeeded in getting a really good and practical machine. The second reason of the comparative non-success of patent fuel has been, fuel was badly made, and people were prejudiced in favour of coal, simply because fuel was unknown. For instance, I have had much difficulty in introducing patent fuel into the Admiralty, but I knew I was right and persevered, and the result is a great success for patent fuel: officers and men alike praise it. But for a long time to come, patent fuel cannot make its way properly, there is such an abundance of good and cheap coal. But in countries where the first or at most secondary formation of coal is found, there it must come to the front. As the process of manufacture improves the coal very much, in England the patent fuel is worth quite 3s. per ton more than the fresh-worked largo coal, and good fuel will stand the weather in either hot or cold climates without deterioration ; whereas the best coal exposed to the weather will perish in twelve months, and some of the inferior coal in half that time. You will have no trouble in getting abundance of pitch; by a simple process you can get your pitch from the gas tar, and you might advantageously buy up all the tar made by your gasworks, and the other products you get from the tar will not only give a good profit, but will leave you the pitch for nothing. Your products would be creosote, naphtha, dyes, and pitch. 100 gallons of tar would give 40 gallons of pitch. In the evaporative power, " Altered " comes out the best in the paper you sent me, but it is deficient in gaseous power. " Saddle Hill " shows low evaporative power, but high gaseous power, and will make an excellent patent fuel; but lam quite sure it will require the very best machinery and a pressure of at least 50 tons. I see you have some very good gas coals, and ought to make a large quantity of tar; but there is no lack of pitch ; it abounds almost everywhere. I went, on Saturday last, purposely to see a new patent fuel (so called), but I found the machinery in a most wretched condition, consequently the fuel was almost worthless. But their patent professes to have a new adhesive power or mixer without pitch ; but I saw at once there was pitch in it, and it may be the ingredients are cheaper than if it were all pitch, as the adhesive power was good. I will see to it, as I have to inspect and to decide as to its worth. In conclusion, I would say, in my opinion, there can be no doubt that your coal will make an excellent fuel, and be highly remunerative to those who embark, in it; but you must be very careful in purchasing heaps of coal that have been exposed for three or more months to the weather, as I find that all the coals both in New South Wales and New Zealand are largely impregnated with carbonaceous and clayey matter. I need now only say that I shall be happy to supply you with the best and strongest machinery ; i.e., I would inspect it and see all was right. I have, &c, Ht. J. McCtjllach, M.E.T.K.G-.5., Consulting Engineer to My Lords Commissioners of the Admiralty. The Hon. Sir Julius Vogel, Prime Minister, New Zealand.

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APPENDIX E. Abstract of Composition of various Coals, comparing the Coals of New South Wales with those of New Zealand. Extracted from the Laboratory Books of the New Zealand Geological Survey.

I.— As Steam Coals.

II. — As Gas Coals.

Evaporative Power. Carbon. Gas. Water. Ash. 1. New South "Wales —11 samples 2. Buller, New Zealand —18 samples ... 3. Grey, New Zealand—6 samples 4. Bay of Islands —6 samples... 5. Waikato —7 samples 6. Malvern Hills —Altered, 9 samples ... „ „ Unaltered, 7 samples 7. Saddle Hill —6 samples 8. Kaitangata—14 samples ... 765 7-85 736 6-51 5 99 8-87 526 5 02 534 58-93 60 44 56-62 5015 4745 7012 4219 4030 4256 3020 34 95 3568 4263* 3510 1833 3385 37-88 36-47 298 226 1-59 4-18 15-00 362 19 93 1795 1493 789 2-35 611 3 04 2-45 793 403 3-97 604 * Includes 480 per cent, of sulphur.

Gas per ton, in cubic feet. Illuminating Power. Coke per ton in lbs. 1. New South Wales, 5 samples (Wellington Gasworks) 2. Buller Coal^(Laboratory) ... 8. Grey Eiver, 7 samples (Wellington Gasworks) 9,738 11,200 10,800 133 (7 to 17) 20 (?) 22-5 1,655 Moderately good. 1,500 Very valuable. 1,980 Very valuable. 1,328 Worthless. None. -1. Bay of Islands (Wellington Gasworks) 10,600 18-5 i-8. Brown Coal (Wellington Gasworks) 5,300 None. Jami Director, Gi JS HECTOE, eolgogical Survey. By Authority : Geobge Didsbury, Government Printer, Wellington. —II 176. 'rice 1«.