Antwerp. Shortly afterwards the Queen, Royal Family, and suite landed, and were conveyed from the landing-place in the carriages of His Majesty the King of the Belgians to the railway station, where a special train was in waiting to convey Her Majesty.

At a quarter before four o'clock the train stopped at the station of Scharbeck, where His Majesty King Leopold, with the Duke and Duchess of Brabant, were in waiting to receive Her Majesty.

The Queen and Royal Family immediately left the train, and having got into the King's carriages, accompanied His Majesty to Laeken.

Her Majesty had a favourable passage, but suffered in some degree from the fatigue of the journey.

The ladies in attendance on the Queen also drove to Laeken. The gentlemen of the suite generally were entertained at the Palace at Brussels. His Royal Highness Prince Alfred also was lodged in the Palace at Brussels, attended by Major Cowell.

The

24. FATAL ACCIDENT TO AN AERONAUT.-A grand fête was held in the park of Mr. North, at Basford, near Nottingham. Amongst the other amusements it was announced that Mr. Coxwell would ascend in his balloon at six o'clock in the evening. However, from various reasons, his place was supplied by Mr. Chambers, who had previously made many ascents. balloon was almost new, but of not very large dimensions. After it had been fully inflated, Mr. Coxwell tried it, and found there would be some difficulty in his ascending by it. Just at this time Mr. Chambers stepped forward and proffered to go up in the balloon. After some conversation, it was agreed that Mr. Chambers should go up, but Mr. Coxwell told him not to attempt an ascent unless he felt quite confident he could manage the balloon. Chambers replied that he had no fear about managing it, and accordingly he was allowed to make the ascent. The balloon rose steadily, and was carried somewhat rapidly in a north-easterly direction towards Nottingham. It proceeded as far as Arnoldvale, when it was seen suddenly to collapse whilst still at a considerable altitude, and then to fall quickly in an unshapely mass. Some young men who were near the spot where the balloon fell, hastened to render assistance. The balloon heaved and fell as it descended, completely covering the car, and ultimately both dropped in a field near Scout-lane, three miles from Nottingham. The car struck the ground and rebounded several feet, and then fell again, when it was caught hold of by the young men and stopped. At the bottom of the car lay stretched the body of the unfortunate amateur aeronaut. He was lifted out, but found to be just breathing, not quite insensible, having his handkerchief in his mouth. He was conveyed to the nearest dwelling, and all means adopted to restore animation, but without effect. Drs. Robertson and Maltby afterwards saw him, and discovered that his left thigh was fractured, and some of his ribs were broken, but they considered it very probable that the unfortunate man died through

suffocation, as the handkerchief which was found in his mouth had evidently been placed there by himself when he found himself in danger of being stifled by the gas from the collapsing balloon. The deceased was a married man, thirty-six years old, and leaves a widow and five children. His father was an aeronaut. As soon as the fate of Chambers was known, the music and amusements of the fête were stopped, and the visitors gradually dispersed.

The next day an inquest was held on the body of the deceased. Mr. Henry Coxwell, of Tottenham, Middlesex, said he was an aeronaut. He had accepted an engagement to go up in a balloon at the Basford fête. He brought his own balloon and all the appendages. This was a new balloon, and he had not made any ascents in it himself. He intended to go up himself, and got into the car several times, but the balloon would not lift him from the ground, even without ballast. After he had tried it a third time, deceased entered the circle and spoke to him. Witness had known deceased and his father for fifteen years. Witness said, “I am in considerable difficulty. The gas is heavy and unsuited for balloon purposes, and I find that it will not raise me." He replied, "I am a lighter man than yourself; perhaps it will just take me." Witness said, "I know you have had some experience. If it will raise you with one bag of sand, and you can manage the balloon, I will accept your offer." He seemed pleased with the opportunity of making the ascent. He then got into the car of his own accord, and witness found that it would just raise him. Witness again asked him if he had full confidence to manage the balloon. He replied, "Yes." Witness then cautioned him not to go either high or far, and to go about a mile. Deceased got into the car entirely of his own free will, and without any persuasion on the part of witness. There was no agreement of money payment between them whatever. Witness knew that he had ascended many times before from Cremorne Gardens and other places. He had never ascended with him. His father had. Witness saw the balloon descending rapidly into a dark cloud, and he then sent a man after him in a cart to render assistance. About an hour afterwards he heard of the accident. As a scientific man, witness believed he could say how the accident occurred. After deceased had entered the heavy cloud, the balloon broke into sunshine or a clear atmosphere, and the gas expanded very rapidly, streaming out of the neck or safetyvalve, which is always left open. Being found with the handkerchief in his mouth, it is evident that he inhaled the gas, which might have been prevented by opening the upper valve a very short distance. Witness supposed that deceased became insensible from the gas, previously clutching the valve line round his wrist and violently opening the valve. In all probability, he fell to the bottom of the car, and as the valve cord was round his wrist it kept the valve open to its full dimensions. As the balloon

naturally elongated by losing the gas, the strain on the cord. became greater and greater, until nearly all the gas escaped.

Had the cord not been fast to his wrist the gas could not possibly have escaped from the balloon, no tear or fracture having been found in it.

After some further evidence to the same effect, the jury returned the following verdict :-"That the deceased James Chambers ascended in a car attached to a balloon during fair weather; that he ascended in a voluntary manner and by his own free will; that through inhaling gas he became insensible and was unable to work the balloon properly, and the balloon coming into violent collision with the earth caused his death."

25. TRIAL TRIP OF THE " AURORA."-Since 1840-41, when the screw may be considered to have been definitely adopted in this country for both the royal and mercantile navies, there has been no incident connected with its subsequent history which has created so great a degree of interest in the minds of scientific men and the officers of both services as the introduction of the double, or "twin" screw principle, each screw worked by independent engine power.

The use of a single screw is, in fact, attended with so many dangers and difficulties, which may possibly be avoided by the use of two screws, both in the royal and mercantile marine, that it can be no matter of wonder that the subject should have acquired a degree of importance second only to the universal adoption of the screw itself in preference to the paddle. The practical introduction of the "twin" screw principle in this country is owing to the enterprise of Messrs. J. and W. Dudgeon, shipbuilders and engineers, of Limehouse, who, in November last, tried their first vessel fitted in this way on the Thames, the "Flora," of 400 tons, and 120-horse power of engines (collectively), followed afterwards by two other vessels, the “Hebe" and "Kate," of about the same dimensions and power, the trials of which were carried out under the supervision of the Admiralty officials. The success of the trials was in each instance most unequivocal and satisfactory, and in the present trial of the "Aurora," while the value of the twin screw principle was again demonstrated in the most satisfactory manner possible, it was also on this occasion developed more fully than in either of the previous trials. The double screw was adopted by the Admiralty some years since in the construction of the iron-cased floating batteries, but they were driven in those vessels by collective, not independent engine power; consequently the adoption of the principle in their case only enabled the Admiralty to construct vessels that float at a moderately light draught of water, and carry an immense (for their tonnage) weight of armour and armament, in addition to the weight of their engines, but it gave the vessels no increased powers of turning, or manoeuvring rapidly under steam in any circumscribed space, which they would have possessed had their screws been driven by independent engines, as were the "Aurora's" in the present trial. It is these increased facilities

which the double independent screws offer to ships of war for manoeuvring rapidly, whether engaged with an enemy afloat or with a shore battery, that has brought the subject so prominently before the notice of the Admiralty and the general public.

The "Aurora" is an iron vessel, 165 ft. in length, with a beam of 23 ft., a depth of 13 ft. 6 in., an area of midship section of 150 square feet, and a displacement of 400 tons. Her engines have a collective nominal power of 120-horse, and drive two threebladed screws, each independently of the other, 7 ft. in diameter, with a pitch of 14 ft. 6 in. The cylinders have a diameter of 26 in., and a 21 in. stroke. The "Aurora" is a smart-looking vessel, with much finer lines forward and aft than were possessed by either of her predecessors. She carries two short masts, rigged for fore and aft canvas, and altogether, although "light as a bladder" on the water, has the appearance of a thorough steam "clipper." Her draught of water at starting was 7 ft. 3 in. aft, and 5 ft. 3 in. forward.

was

A large party of gentlemen left town in the morning for Tilbury station pier, alongside which the "Aurora" lay with her steam up. Immediately on the party embarking, the screws were set to work in opposite directions, and the vessel slewed round with her head down river and started on her trial at 12.20 p.m., under the charge of Mr. Leigh, Trinity pilot, the wind being strong at S.W., and the tide half-ebb. In running past the measured mile in the Lower Hope, with the engines not up in the number of their revolutions, she was timed and found to go over the ground in 4 min. 8 sec., giving the vessel a speed of 14.516 knots. At 1.30 p.m. the "Aurora approaching the Nore Light vessel, the engines averaging 120 revolutions, with 27 lb. of steam and a vacuum of 25 in., and every part working with the greatest possible smoothness. At 1.37 the Nore was passed, the distance from Tilbury, twenty nautical miles, having been done in one hour and seventeen minutes, an almost unparalleled rate of speed, considering the vessel's horse-power of engine and hull displacement. From the Nore to the Mouse Light the vessel continued her course, the wind still fresh from the same quarter, and the movement of the water which necessarily accompanied it giving the vessel, from her light draught and hold upon the water, sufficient "roll" to detract from the efficient acting of her only just submerged screws. Notwithstanding this disadvantage, however, she ran past the "mile" on the Maplin Sands in 4 min. 10 sec., giving a speed of 14-400 knots, it being now about slack water, and the tide of little moment either way, and accomplished the distance to the Mouse Light at 2h. 5m. 22s., having been 28 min. 23 sec. from the Nore -eight nautical miles. During the latter part of the run down a small jib had been set to steady the vessel, but no other help was given by the vessel's canvas to her engines in attaining this somewhat extraordinary rate of speed. From the Mouse the "Aurora was run out between the Maplin and the Barrow as far

as the Swin Light, passing the "James Dixon," a fine screw collier under sail and full steam, with her head in the same direction as the "Aurora's" on the way. On reaching the Swin the vessel's head was brought round and laid homeward, it having been decided not to lengthen the trial by making circles, &c., owing to the high state of the wind, the light condition of the vessel, and the very satisfactory manner in which she had already turned both to port and starboard in answer to her rudder or screws, proving that she possessed the same facilities in that respect as were possessed by the "Flora," "Hebe," and "Kate,"-a facility of manoeuvring, in fact, which must necessarily be possessed by every vessel built for and fitted with double screws driven by independent engines. Southend was passed at 4h. 15m., and about two miles ahead was seen the "Sea Swallow," one of the fastest paddle steamers on the Thames, plying between London, Southend, and Sheerness, and a hot chase naturally ensued, the "Aurora" eventually passing the clipper at 4h. 40m., in the midst of a heavy squall of wind and rain, and subsequently during the run up to Blackwall passing every thing under steam she came across. Gravesend was passed at 5h. 15m., the engines making on the average at the time 127 revolutions, and Blackwall pier, the closing point of the "Aurora's" day's work, being reached in one hour and seven minutes, the distance being twenty miles. At Blackwall the numerous visitors on board disembarked and returned to town by rail.

Among the visitors on board were Vice-Admiral Sir George Sartorius, Captain Symonds, R.N. (a strong advocate with the Admiralty for the adoption of the double screw principle in the royal navy for some time past), Captain Cuenskaw, the owner of the "Aurora," destining her for the China trade; Mr. Russell, C.E.; Mr. Allen, R.N., of the "United Service Gazette," and other gentlemen whose names are well known in the naval, scientific, and literary world.

SEPTEMBER.

2. BRITISH ASSOCIATION FOR THE ADVANCEMENT OF SCIENCE.The annual meeting of the Association took place this year at Newcastle-upon-Tyne, on the 26th of August, and the sectional meetings were carried on from day to day with much spirit until September 2nd. Several papers of importance-some eminently practical, others highly speculative-were read, giving rise, in many cases, to animated discussions. A pleasant break was given to these meetings on the 29th, when three excursion-trips were arranged.