APPLEBY'S STEAM-CRANE, WITH FIXED JIB FOR USE ON TEMPORARY OR PERMANENT TRACK.
The machinery in the Paris Exposition covers a larger space than any other of the eight departments of material, machinery and products which occupy the buildings and annexes. The ninth department, Horticulture, is outdoors on the grounds or in greenhouses. Foreign machinery has about half the space, and French machinery the remainder. Few countries are without annexes, the space allotted to each, though supposed to be ample, being utterly insufficient to hold the multitude of objects presented.
In preference to taking the classes of machinery in turn, and visiting the various nations in search of exemplars of the classes in rotation, it will be more interesting to take the nations in order and arrive at an idea of the rate and direction of their relative progress, modified so largely by the respective natural productions of the countries and by the habits and degrees of civilization of their inhabitants. When put to a trial of its strength, each nation naturally brings forward the matters in which it particularly excels.
Prominent in the section of the Netherlands, the name so descriptive of the land where not less than two hundred and twenty-three thousand acres are below the level of the sea and kept constantly drained by artificial means, are the engineering and mechanical devices for the reclamation and preservation of land, the formation of outlet-canals for the centres of commerce, and the bridging of the rivers and estuaries which intersect the maritime portions of the country. Some of the models and relief-maps were shown in the Netherlands section in the Main Building at Philadelphia, but the exhibition is more perfect here, as much has been added in the two intervening years.
The works for the drainage of the Haarlemmer Meer illustrate the means employed for the last great drainage-work completed. This lake had an area of 45,230 acres, an average depth of seventeen feet below low water, and was drained between 1848 and 1853. Being diked to exclude the waters which naturally flowed into it, three large engines were built in different places around it, and the work of pumping out 800,000,000 tons of water commenced. The engines have cylinders of twelve feet diameter, and are capable of lifting 2,000,000 tons of water in twenty-four hours from the depth of seventeen feet to the level of the boezem, or catch-water basin, of the district. The boezem carries the water to the sea, into which it discharges by sluices at Katwyk on the North Sea and at Sparndam and Halfweg on the Y, or the southern end of the Zuyder Zee. The land reclaimed is now in excellent tillage, and one farm on the tract is referred to in agricultural journals as one of the three model farms of the world. The three engines are called the Leeghwater, the Cruquius and the Lynden, from three celebrated engineers who had at different times proposed plans for draining the Haarlemmer Meer. Proposals for its drainage were made by one of these engineers as far back as 1663. The next enterprise in hand is the drainage of the southern lobe of the Zuyder Zee, which is stated to have an average depth of thirteen feet, and it is intended to cut it off by a dike from the northern basin and erect sufficient engines around it to pump it out in thirteen years at the rate of a foot a year, working night and day.
Another engineering device, very necessary in a land where foundations are so frequently built under water, is the enclosed caisson with compressed air, as shown in detail in this exhibit. It was originally invented by M. Triger to keep the water expelled from the sheet-iron cylinders which he sunk through quick-sands in reaching the coal-measures in the vicinity of the river Loire in France. The seams of coal in this district lie under a stratum of quicksand from fifty-eight to sixty-six feet in thickness, and they had been inaccessible by all the ordinary modes of mining previously practised. The system has been much amplified and improved since, especially in sinking the foundations of the St. Louis and the New York East River bridges, and does not require specific description. An improved air-lock, by which access is given from the exterior to the working chamber at the part where the men work in an atmosphere sufficiently condensed to exclude water from the lower open end—like a tumbler inverted in water—is the principal addition which America has made to the device.
We need not go abroad to find long bridges, but the great bridge, with three immense iron trusses and eight smaller ones, over the Wahal near Bommell would be respectable anywhere. Our Louisville bridge is a parallel example for length, but the truss is different.
The dikes and jetties of the new embouchure of the Meuse embrace the same features of extending a river's banks into deep water, and by confining the stream making it scour out its own bed, as now so successfully practised by Captain Eads in one of the passes of the Mississippi River. Limbs and saplings made into gabions and staked together form mattresses, and by loading with stone are sunk in position. They soon become silted up, and are practically solid. Others are made and laid upon them ad libitum, and at last raise the crest above the level of the sea, the last course being laid with the advantage of high-water spring tides. This foundation supports courses of pitched masonry on its side, and these protect the stone or gravel embankment, which forms a roadbed. The river's water, instead of, as formerly, depositing its silt at the embouchure as its motion is arrested on reaching the open sea, carries its silt along and deposits it farther out: if a favorable shore-current occurs, it is swept away laterally, and so disposed of.
The maritime canal of Amsterdam is another late success of this remarkable people, which leads the world in dikes and drainage of low lands, as the Italian does in the art and area of irrigation. The present canal may satisfy the great and still rising commerce of Amsterdam, the previous ship-canal, fifty-one miles in length, built in 1819-25 at a cost of $4,250,000, and deep and wide enough to float two passing frigates, having proved insufficient.
Belgium is happily situated, and well provided by Nature and art to enter into any competitive trial. With admirable skill, great provision of iron and coal and a people of economical habits that permit them to work at low wages without being impoverished, she is, besides working up her own abundant material, rolling the iron of England into rails, and making it into locomotives for Great Britain, whose own people lack the work thus done abroad. The "Société Cockerill-Seraing" has an enormous space devoted to the machinery for the exploitation of iron. Compressed forgings in car-wheels and other shapes are piled on the floor, and a whole railway rail-rolling mill train is shown in motion. Two of the rolls are stated to have rolled 10,500 tons of steel rails, and are in apparent good order yet.