CH. I. Excursion to Shinbashi-Yokohama Railway, Note p.1-5.

Tuesday 1st May 1877.

  We went down to Shinagawa by 0:30 AM train from Shinbashi Station.

  At Shinagawa, we were stopped by the officers but we could get permission to go down along the line by applying to the Station-Master here, and he sent telegram to the other stations not to interfere our going along the railway. (We wish notice by given to officers on duty from Kobusho before we go our expedition).

  Soon after getting permission we went along the line. The part of line commences with cutting the side slope being 1 in 1 1/2 and formation level rise 1 in 300. Just at the further end of station Tokaido crosses over the line bridge no.10.

  At the other end of cutting them is blast at an average depth of about 30 feet the depth of gravel bad is about 20 feet the middle part is level with the line of rails (sketch of carriage used here is taken).

  About 2 chains further on from 3 3/4 mile post cutting ends and fillings commences and from here to bridge || the line is level at the other end of bridge || the level changes to rise 1 in 100, the slope of the filling ends and cutting commences again, the slope 1 in 1.

  At about the middle of the cutting the rise 1 in 100 changes to level for about 5 chains length and then fall 1 in 300. By bridge 12 there is little filling, at other side there is little cutting the side slopes of cutting of filling are 1 in 1 1/2.

  Here a party of men were raising rails a little further on we get good gravel at the depth of about 10 feet from surface of natural grand and that ground is only one or two feet below the formation level of the railway.

  At 5 1/4 mile post the fall changes to 1 in 1320 rise.

  The new station of Yawata, Ohmori is at the distance of 6 miles from Shinmbashi station. There the rise 1 in 1320 change to fall 1 in 880 for about 3 chain distance and then rise 1 in 2640. No.13 Bridge.

  We have taken the sketch of this bridge and made drawing it. At 8 miles post rise 1 in 2640 changes to rise 1 in 660 and a quarter mile on this changes to fall 1 in 3300.

  At 9 1/4 mile post formation level is rise of 1 in 101 (approach to Kawasaki bridge) till timber approach (notice board with speed 10 miles an here) where the road becomes level to the other side of Kawasaki bridge.

  From here to Kawasaki station, the fall is 1 in 108.

  The formation way between Ohmori and Kawasaki bridge is made from the earth taken from trench in both side of road.

  I was told by an officer that the sleepers made of red heart of Mazu laid when the line operated keep perfectly and will stand for some time more. And these made of Sap wood not well seasons were change 3 1/2 years after the opening. The dimensions of sleeper 8 feet x 9 1/2 inches x 5 inches laid at the distance of one yard from centre.

  We were to meet Prof. Perry at Kawasaki but we did not find him. there was we have spent too much time in taking sketches of No 13 bridge.

CH.II. Expedition to Akabane. Saturday 12th May.

  Met Prof. Perry by the gate of Akabane Works. He explained the drawings in Mr. Brindly's office. In pattern shop we examined the works of making pattern of cores and core boxes etc. In this shop told the use and construction of mortice wheels.

  They are bevil wheels of cast iron or brass with the teeth of Nagasaki fasten with keys.

  In casting shop, Mr Bridly explained the mode in which the moulds are made and how they are cast. Cores are made of sand mixer with water and the surface covered with very thin layer of clat and it is covered with sort again. The core is made upon a holler iron bar with many small holes on all sides for the gas to escape when in opperation of casting.

  in completed castings the different cores are made separated castings and put together afterwards. We got permission to come and see and take sketches of works at any time. Left Akabane at 11.40 A.M. for college. 

CH.III. Expedition to Cement Works, Fukagawa, 2nd June 1877.

  The stones and bricks in any engineering works should be joined as firmly as possible. The joints are made of mortar to cement. The former is made by mixting lime and sand or broken stones with water in a certain proportion. This does not make firm and strong joint very quickly as it is exposed very little at the ends to absorb cardonic acid gas from atmosphere to form carbonate of lime or limestone joint. It is quite unfited for the joints of foundations of any structure or any works under water whene the joint is not exposed to air. In our cement we are to form silicates for then we need not air for the solidification of joints and the materials to form water are all in itseld the joint becomes hard in very short time whether it be covered with earth or be under water. The cement is called hydrolic cement. The process of making cement is to mic, intimately together the lime and clay which is silicate of alumina with other silicates such as those of iron, mangannse etc. in small quantities, with water in a certain proportion so as to quicken solidification.

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The more the clay is in the cement the quicken the consolidation is. The mixture is made by throwing lime clay, water into a quickly revolving vessel, in this they are well mixer together. The centrifugal forcedrives the well mixer parts into a vessel through wooden box passage from which vessel the mixture is sent out by a machine like dredging machine through secoved wooden box pass into large tank outside.

There the materials settles as sediment and the water drained out by side and dred until it becomes pretty stiff. Then it is carried to another place, left there till it is taken to heating apparatus where nearly all the water driven out and material are quite hard now.

Then the sement is taken to kiln to be burnt.

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The Kiln is made with fire bricks in shape of cupola in casting shops. The coal is put in at the bottom of the kiln, over them the sement in put from a hole made by side of kiln at about three quaters of the height and then layers of coals put over them again and then sement and so on until the Kiln is filled up to the hole mentioned before. Now the hole is closed with fire bricks very titely.

The fire lit. Cent is burnt. By this process all the water and carbonie acid in the cement driven out. There are twoo Kilms side by side. These are for the purpose that one of them is cleared out of burnt cement and filled with new one again, while in the other burning going on, so all the men are kept working sistematically.

The cement is put into a large mortar mill, there it is ground, after it is brought out of the furnell.

The powder so made pass through small holes at the bottom of mill and carried intn a box put in ground by cloths works upon rollers, from this box sent by machine like deredging machine into seive shaken by machine constantly, whence only very fine powder pass down to barrel that is ready to recieve the powder. The coarser parts pass back to morter mill to be ground again.

This fine parts in the cask are packed and sent out for use.

This is one of the most important part of our work as we have to deal with many brick and stone structures have should pay particular atttention to the process of making, whence the materials come, and what are the cost of them should test the strengths of cement made in different proportions of mixture etc. and should try to improve the cement and reduce the cost for our and public benefit.

CH.IV. Expedition to Brick Works at Senju. Saturday 9th June, 1877.

   in the year of Saru )six years since) when the streets of Ginza and all surrunding street burnt down to ground, the three brick Kilms at Senju by the tributary of river Sumida built by government for the purpose of supplying the new building of Ginza, the cost of making 15000 yens each.

  After a year, it happened that a party of Emperoto advisors determined to fight with Coreas as they fired their guns upon our ship.

  The ater party said we should not fight with our neighbours and Mikados was in favour of latter party so the former left their offices, went away to their native country.

There they revelled against government, they were put down very soon. By that time government determinng not to keep the brick works as the buildings of main street of Ginza nearly finished and to conpensate the expense of the fighting sold the three Kilns to three men, Fukagawa, Fukutomi and Kawasaki. one to each.

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  As to the process of brick making, the clay come from Hanamata, Toshima, Ukizuka etc twoo or three Ri up by the river on which the brick the brick works, stand.

  The sand come from Miyagi, Toshima etc. these are all river sand. The sand used only for sprinkling over mould.

  In tempering two or three or sometimes four different clays are roughly mixed but no sand added as the clay called Saku by makers contains great deel of sand, no straw or Susa added.

  The mixture is made soft by throwriing water upon it, and left covered with straw mat. then Kirikayashi or tempering is done by men. This I think is better done by machine. The makers say that machine seems to mix well but after buring the bricks are not so good as hand tempered bricks.

  Four years before they were using machine for moulding but failed so they use only hand moulding.

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  These moulds allows 5, 1.8, and 9 bu for contraction in process of drying and burning. The moulds are lined with iron at the top and bottom. The dimentions of the moulds are 4 7/8" x 9 7/8" x 2 5/8".

  In moulding, man mixes clay well on board on which he is working, throws into the mould the well mixed clay, he sprinckles sand over mould beforehand, draws wire over the mould to take off the sperfluous part, strikes with small plane board differed into water, and leaves the moulded bricks on board by his side.

  He make little over 500 per day, working from 7 in the morning till 6 o'clock in the afternoon, gets three sen for every 100 bricks.

  After a day's exposure is air (at the present condition of atmonshpere) the sides are stuek with plane board, and perfectly neat bricks are made. There are donw by woman and paid 2.75 yen for every 10,000 after about three day's drying in the flames as shown in drawing on the rnext paye the bricks are ready for Kiln.

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  The three Kilns are of same form with little difference in details such as one has sequar chimmny and other two have hexagonal ones. All the rest are of same dimensions. They have twelve sides and the inside may be divided into twelves compartments each containing 24,000 bricks by iron doors which can be lifted or put in by travelling crane at pleasure.

  The iron doors are just like dampers only larger to fit the purpose.

  When the bricks are to be burnt, the four compartments, A, B,C , D, say made in one section, and iron door as put at each end.

  Fuels put from the "Larger hole" as the makers call it, by the iron door at A, and fire is set from the top, flame goes down through bricks as the draught created in the chimny beforehand. There are four small holes on the middle part of each compartment. They are to assist the buring of bricks in the middle fire of the heat be only spplied in one end some bricks by the side of intersely hot fire will be for vrtrified while the bricks in other parts not sufficiently baked.

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  After about 36 hours buring is completed in the compartment A. It is shut off by taking the door at the begining of A to the division between A and B. Now the fuelts an put in to the compartment B, from its larger hole and from small holes.

  At the same time the iron door between D and E is taken up and put into the divisiton between E and F and so on goes round the Kiln in a circle.

  Each of the compartment A, B, C, etc connected to the chimny by separate passages and each passage has a damper to shoot the pass completely whenever wanted.

  When fire is burning at compartment A the passage to the chimnny is opened only from compartment D and all other are closed so the flame must pass from A to D. Therefore whil the bricks at the compartment A subjected to great heat the bricks in the compartment B, C and D are subejcted less and less heat.

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  Now while the fire burns in the compartment B the chimny is opened only to the pass from compartment E and every other closed and flame must pass through the compartments C, D and E before reaching chimny and so on the bricks are subjected gentler heat at first, and gradually more and more intense heat applied till the buring is completed thus preventing cracks made in the process.

  While the burning is going on in the one part of the Kiln, the other parts are cleared of finished bricks and filled with new bricks for burning.

  So the work kept in circle, the men working all the time and the fire too is kept burning all the while till the bricks wanted no more ot the Kiln breas down.

  The dimensions of finished bricks made at works in Senju,

4 1/4" x 8 7/8" x 2 3/8"

  500,000 bricks made per month. No fire brick made here now though they can mke it. (The fire bricks are made in Fukagawa with clay from Idzu whenever special order in given. not ready made). At present many of the bricks made here sent is Yokohama, some is Ohshu and some other countries.

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Price of 10,000 bricks 90-95 yen ---best polished

                    60 yen --common

                 30-35 yen ---inferior

  As the bricks are very important in our works we have very much interest to find the process of making and what sort of materials used, the construction of Kilns to know what sort of bricks are fitted for any particular purposes such as for buildings, foundations, acrches, etc.

  We should test the strengths of bricks made of different clays and of different compositions for different purposes.

  If we coould reduce the cost of brickmaking or could we improve the strength in any way, it will be great help to the progress of our engineering works and consequently be the help of civilization of the county.

CH. V. STUDY NOTES (1) Canal Construction

p.21 Ohyagawa Canal

  In out execursion to Shimosa and Hitachi on July last year, we passed the district of Kashima in Hitachi. We were informed that there a canal is to be made between Hinima and Kitataura to communicate Nakanominato at the mouth of Nakagawa to Tonegawa and then to Tokei by inland water.

  It may be well to give a brief history of the canal though when and who first proposed the canal is not wellknow, but there being great many productions, in and north of Hitachi, which are necessary for daily use for life and luxury, and are to be sent to Tokei and other parts, the overcoming the difficulty of transfortation by a canal struck the heards of people some hundreds of years ago.

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  In the year of Tokugawa (1688), Tokugawa of Mito dredged Tomoye gawa up to Yoshikaya mura for the passage of boat, to reduce the ditance of 7 Ri from Naganominato to Hokota, to 2 Ri's distance between Yebisawa and Yoshikage-mura, and the rest to water passage, instead of the canal between Hokota and Shino ohta, after many years examination of district and concideration. Since then so care had been taken upon the river, at present it is almost of no use though there are four lock in that river and is used as the means of transportation of materials from the North to Tokei till the present day.

  At the end of the years of Bunkura (begining of the present century) survey was made for the canal between Hokota and Sｈimo ohta, a distant about four Ri, to communicate the waters of Hinuma and Kitaura. Soon after that SHoguan Tokugawa propsed the canal there, but did not begin the work owning the difficulty of passage there as the distric belonged to different Daiminos.

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  In the begining of Meiji, Ohki Gonsanji and Nakayama Sanji of Niihari Ken applied the proposal to the minister of Treasury Department (Mr. Ohkuma). In June, 6th years of Meiji, Mr Nakayama (now Govener of Ibaragi Ken) applied to Mr. Kido (The minister of Naimusho), Mr Okuma, and Mr Hayashi of engineering department of Naimusho. At different times offices were sent and surveys made. On january of last year, Mr. Maty-gata, the vice minister of Ohkura sho went to examine the ground and the work was to commence with the estimate expense of 778920.973 yes.

  The work was to be directed by the officers of Ibaragi ken. But it was postphoned owing to the revel of Saigo in Satsuma and remained so till we were there last July . Officers of Ibaragi ken are very axious to make the canal as soon as possible.

  Reporting the matter on our return we were sent on Sept. 1878 to survey the district for our exercise of engineering.

  In surveying, we found the distance which the canal is to be made is 3 Ri - 20 cho, the highest point which we must cross is very little more than 100 feet above the level of the lates as will be seen in drawings.

  The level in the two lakes may be said to be equal as there is only a few inches difference in the distance of 3 Ri - 20 cho.

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  Amount coals may be had by the river side, can be sent to Tokei comperatively cheaplu as the whole transport is made by boats and if it is done so, the trouble of taking goods up from boat at Nakano-minato and sending the distance of 7 Ri to Hokota by low on hourse back and putting into boat again, or taking up to Yehisawa by boat and then to Yashikage^mura on horse-back and down again by Yomoye-gawa, or the danger of passing rough seas of Kasima and covering into Tonegawa through the dangerous entrance of Choshi, or going round outer sea to Yedo by, will be saved.

  Consequanely the cast of transportation is greatly diminished as the industry of the North must be greatly increased.

  The advantages of the canal are the dimination of cost of transportation, easiness of it compared with the other methods, safety, time, no danger of wrecks, required no chaye from boat to horse -back etc. etc.

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kist of Materials which shall be sent to Tokei by the canal after its completion.

From Ibaragi Ken.

From Tochigi Ken

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The preceeding is the list of production which are to be sent by the canal after the completion but they are some among the productions and there are great many other productions such as rice, wheet, and many other grains, fruits and vegitables. And after the completion they will be greatly increased and new productions will be found too.

One Hio of rice weighs 100 Kin and one Kin = 1 1/4 lb. Therefore the boat of 100 his loading carry the weight of 12500 lbs or 5.5 tons about.

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Average number of boat sent to Tokei carrying the goods which are taken by pack horses at present and expense of packages.

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p.39

  The distance from Yebisawa to Hokota (that distance must be carried by horses) is 4 Ri and the expence per horce pack is 5 sen per Ri, so the total expense for that part is 20 sen per horse pack, for 100 packs 20 yen.

  It is usual to load a small boat with 200 Hio, that is with 100 packs of horses. 5 per cent of that expense is to be paid for the admitance to the canal.

  Therefore each boat of that loading is to pad 1 yen every time that comes in.

  At preent, the member of boats sent out for Tokei is, on average, 100 per month, assuming the traffic of this route to become double of that at preent after the completion of the canal. The number of boat goes out for Tokei in 2000 per month. Therefore the duty paid by them amounts to 2400 yen year.

  Besides that there are boats of 500 hio loading with the same assumption as above the duty paid by them is 6000 yen per year. Therefore the total duty paid by them per year is 84000 yen.

  (The trouble or expense of taking goods out of boats and loading into boats at Yebisawa and Hokota is saved)

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Rules for Earth Works (From Rivers and Canal Engineering by Sato Genmei)

  To remove one cubic Ren of earth in one day to the distance of one cho or 60 Ken; from coolies wanted; one to pick the earth up and three to carry that distance, and three more men added to carry the same amount of earth to the distance of 2 chio; and so on three men added to the ineresing one cho's distance.

   The pay for wach man per day is 1.75 shi of rice (if it be paid by money average price of rice of the ends of 1st, 4th, 7th and 10th month is taken) (The average of that for 1877 is 5.797 sen per sho of rice).

N.B. up to 100 men in the village which produce 100 Koku of rice the pay for each man is 0.75 sho per day and above that number the pay is 1.75 sho per day for each man.

  In the calculation this rule is not used for this is used in the time of Tokugawa government and I have got Mr. Ibuski's average as I made the calculation by the latter.

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Table of Earth Work

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Table of Earth Work

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Table of Earth Works.

Assuming on average one man to remove 1 ken x 1 ken x 1 shaku of earth in one day and being 5 sen per day. The total cost of the earth work is about 259690 yen.

The above assumption is got from the information from Mr. Ibuski of Ibaragi-ken; and 5 sen per day for each man is got from Rochos of the district.

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The estimation was done for the canal without locks,now the estimation for the canal with four locks. The rise of each lock being 12 feet. The total amount of the water that run into the canal at the highest level is ( I guess, more than three times the water flowing over our gauge notch.

The provable number of the boats, that will pass the canal as given from the report of Ibaragi Ken is as follows.

The boats carrying 100 Hio is 1000 and each boat go to Tokei twice in a month as each boat must pass four times per month, therefore 4000 times altogether, in the same willages in 500 boats of 500 hio loading with the same assumption as about they will amount to 2000 passages. (They boats are from Hokota and Togasaki). From the villages of Ayake, Ohnuki, Yebisawa, and Isonohama the same number of boats are to pass, therefore the total number of boats that will pass the canal in a month amounts to 12000 and therefore 400 boats must pass any one lock every day.

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Therefore the water wanted per day is 400 x contents of the lock x 2, (the 2 is the two locks at the ends of the highest level).

From the guess of the amount of water and this, I made the calculation that the water is sufficient for the locks even though there is a little leakage.

Assuming the assumption I have made is true, I make the calculation for the canal with from locks, I give the table of earch works on the next mape for the same.

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Table of Earthworks

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Table of Earthworks.

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Expenses of Canal fittings

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Coolies

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Current Expenses

p.57-58

Probable Profit

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From the last Table the gain is so evident and so much, that the canal should be made as soon as possible. The completion of this canal is not only the gain of the companys but the gain of all parties that send goods by this route; more over this will convert the goods or production and consequently men and land of the North much more valuable than at present; or this canal will be the source of the civilization of these parts of the country. END.

CH. VI. Excursion to Yokoska. Saturday and Sunday, 1st and 2nd Dec. 1877.

On Friday (30th Nov.), we have got written notice to go to Yokoska on Saturday and Sunday.

On Saturday morning, it was little raining. We took the first train from Shinbashi down to Yokohama. Here met with Prof. Perry, we took morning steamer for Yokoska. When we arrived at Prof. left us for in promissing to meet us in the yard at half past twelve. We walked about a little in ship yard, through it was raining. Then went into an inn. At 12.15 P.M. we went up to the front entrance gate. We were expecting that we may be allowed to enter the compound withour any difficulty as we had order from Kosaku KioRu and of course notice had alreeady given to the Naval Department and officers engaged at Yokoska. But that was not the case; we were stoped at the gate. We asked policemen to go up and examine the notices given to them, for we thought the notice must have been given. That was done; not any notice from Rosuku Kioku or Kobusho.

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We were told that if we sign our names and apply to the office here we may be allowed.

We thought we should not do so, for we were sent from Kosakurio-ku, therefore formal application must have been given before we were sent out; we should have come back without going into the comppund. But we hade come, we are not to waste all our time in coming down to and back from, withour doing or seeing any thing so Mr Ishibashi wrote out the application and our names signed, and applied to the office. We were admitted at one o'clock in the afternoon.

Mr. Ishibashi and myself went into other gate way supposing Prof. Perry in meeting with same difficulty.

In other gate, the keepers say he had passed few minutes ago.They say they do not check foreigners, for there are many ships there and in them there are many foreigners, for they do not speak so many companies. Mr.Ishibashiand I went by different ways to find him. I walked all round the compound, without finding any body till I come into sawmill shop for the second time.

I found there some of the parties. I found Prof. Perry at the next ship (wood planing machine ship). He was just leaving there. I went with him into pattern shop.

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There was a pattern for the junction of screw into the shaft. What is principally made appeared to be furniture rather than patterns. To the next shop

we found men making blocks for pullies, there were also lathes, band saws and machine for pressing treenails.

In Smith shop, we saw the arrangement for forges, actions and constructions of steam hammer there are many of them and of different sizes. A large shaft for screw propeller was in counteraction at the time. The heater gas from the large forge furnace for the steam hammer is made to pads through a large cylindrical vessel, set vertically as chimney, containing water. This serves as the boiler for that steam hammer, the water supplied by a donky pump by the side of the furnace.There is railway for carrying large shafts from the furnace to the steam hammer. In this shop there is pretty large engine, working centrifugal fan for the supply of forges in the shop.

In one of the carries there was a compact screw cutting latter grind stones and other fitting for small works.

Then we came to the place where masts and yards are made, in this place we had no thing very interesting to see. Went a carriage for carrying large masts which was very precisely made.

p.64

In the easting shop, there was the mould for large steam engine cylinder being made, That was made in beam and baket hard like brick in this was the pattern are not require so the expense is less and at the same time much more sound easting made than in grean  sent moulding.

The small things and many of which wanted the pattern made and moulded in green and,

There are mortar mils for preparing sand and loam for the easting shop. They are driven by a portable engine. The boiler consists of two parts. The part over grate is cylindrical and is vertical; and the other part as common ones.

The next we came was fitting and electing shop there were blade for screw propeller made of brass, they were of great thickness.There was a centrifugal pump in construction. We were to take the sketch of this and some of the maoliness but the shops were just whe closed by that hour.

For it took us that time to go round the shops mentioned above, and greater part of that time, was taken up by Prof. Perry's explaining by arrangement, construction and working of the machines for he was to explain almost every thing that we meet with.

p.65

As the shops are closed be left us here promising to meet us here, if raining, and to meet us in the stock yard if it was fine, or half past light tomorrow morning.

All that while the rain falling awfully heavily, we were not prepared for the rain, for in that ease, we thought that we can not conveniently work with our note Books and wet coats and umbrellas, as we shall stay indoor at some particular place taking sketches or diary some such work.

I was completely wet through in passing from one shop to the other in that large compound.

We could not have carried charge of clothes.

I caught had cold and headache and was ill all the night.

On the 2nd. I went to the works at eight o'clock will all the others through I had had headache still.

We had passed the gate way with some difficulty.

All the party were staying at the dock yard.

I went up further to see if I can find Prof. Perry further in.

He was by the graving dock looking at the trial of the centrifugal pump that are to be sent to Kagoshima for pumping the water out from steam Ringo.

I called up the others.

He explained the important

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our knowing the construction, and the use of it for special purposes, and the efficiencies comparing with common pumps and the conclusion he came to is the following;

For small lift and great quantity of water use centrifugal pumps

For great life and small amount of water use common pumps

For small fall use common water wheels

For great fall use turbines.

The friction is proportional to square or some higher power of velocity or the area of the pipe should be very large.

For high lift we use common pumps for velocity is small and fittings are very easy and cheaply got ask.

Then we came to grauing dock, he explain the manner in which the ships brought into the dock, hoe the wedges are put, and how the ship rests upon them and kept in position by stay pieces; and whence the water pumped out.

Then we examined the floating gate. It is the form of a ship only very narrow and deep.

This is made of iron plates, with two shivers and man hole. Slices are worked by rack and pinion from the top of the gate which is so made that we can walk on it with hand rails on both sides. The gate fits into the

p.67

made in the wall for the purpose. There are two on each side the outer releases are used when large ship come in, and the inner ones used when smaller ships come in. The joints are made to fit water tighter with tared ropes.

In the electing crane, examined the construction of it. This is a steam crane and the boilers in the engine is placed in the back side of the crane to balance the weigh to be lifted. I took a sketch of a peculiar kind of valve fitting. There were also centrifugal pumps and screws for steamer.

After leaving the ship, we walked along the sea. Examined the large fixed crane. This is for the purpose of taking in and out the boilers to the ships. There is a line of railing here leading to the boilers shop. Here is a weight bridge over which the wagon must pass before it is taken to the side of the crane; and the weights of things brought over the bridge are resisted by a man in the cabin to which leaver communicate the load on the weight bridge.

Further on we found dredging machine, we examined the general construction, particularly the fixing of buckets into links, and the contrivances taken to let the links pass over the roller on long girders. The application of this machine to take up the materials from the bottom of the harbour by lowerying one end by pulleys and chains worked by a donky engine in the vessel.

There are two brick made lime kilns by the side of the hill. They are not working now. The limestones are of grey or dark grey coloured brought from Sagami,

Today being Sunday the shops for making sails and rigyings were closed, the boiler shop was left open but no work was going on there either. On coming back we sent to see you tunnel leading to Komi.

This is a large tunnel through soft rocks, no particular care taken except a little timbering at the entrance.

By the extrance where is a place for breaking up metals for recasting. This is a structure of very simple kind like scafolding with a pulley at the top. To the pulley hung a chain with large hook at the end to this a large ball hung and pulled up to the top and made to drop over the metals to be broken up.

For our excursion of this time, no notice had been given to the officers at Yokoska from our office; consequently though we were admitted to the compound we had no freedom of asking much for we applice ourselves as any common people do when they wish to see the compound and admitted only to see the works of Naval Department.

Another point was that whenever Professor begins to say something all of us come together whether that he innarrow place amongh machins in motion or men working, sometimes disturbing themto get closer to him, sometimes those in the back could not hear at all what was said the result was a little disorder in our part so we wish that the proper notice to be given to the officers at Yokosha when we are going again.

To get thinds explained and all of us may attend few of us go at a time or some other arrangement made so that no body left without hearing what was said.

However Professor took care that all of us to follow as closely as possible and explaind every thing that we met with, fully, and I have got the general ideas of arrangment of the compound and what are done. If the orders were properly kept we might have got some more informations.