[For the American Railroad Journal, &c.] stationed at proper intervals along the whole || practicable to simplify the engine and its apBOSTON, February 1, 1833. range of road, for the purpose of raking it purtenances so that the carriage with the enCOMMON ROADS. Many advantages present daily and adding new materials when necessa- gine, water, fuel and attendants, shall not ry. Indeed, this should form as natural an (without an accompanying tender carriage) themselves in the original formation of a road, item in the estimate of the first cost as any exceed 6 tons in weight, on four wheels; and which, as they vary in every situation, cannot other necessary part of the formation. I see when three-fifths of the whole weight, bears all be now enumerated. The judgment of the turnpikes abroad are, at the present mo- upon the road through the two propelling superintendent must be exercised during the ment, in a state of indescribability not to be wheels, this is the maximum weight, having formation in improving every little circumstance surpassed by any Russian post-track and turn- respect to the necessary economy in relation which may give permanence to the road, when pikes, which, from the traffic on them, could be to the wear of the road and the durability of the maintained in the best state of repair, with advan-wheels. The adhesion from a less weight than finished; and in removing every trifling evil tage to their proprietors: but this is out of order. two tons on a wheel will doubtless, in practice, which may affect its future stability. It is bet- These remarks on gravel roads, are ne-be found to be inadequate to the high degree of ter that the profile of the road never be level, cessarily, in some degree, vague and general, traction required even on the nearly level parts but I consider the subject itself of much more of a good M'Adam road.” when this can as well be avoided. I say not importance to the country than its now dignified How easily a statement passes from the end this in support of the assertion so often made, fellow, M'Adamization. The latter is not likely of a pen to the paper under it; and where it is that a horse can travel easier on an undulating to come into extensive use for a considerable accompanied with a show of technical knowsurface than on a level or one of a uniform in- time, and in many of the states there is no ledge, doubtless, many believe that it has a highclination, but because the latter road may, with probability of its being adopted during the pre-er origin than the brain of the writer. From a sent century. Independent of the high value Report on Steam Carriages by a Select Comless trouble, be maintained in a dry and solid of labor, which, however, seems continually mittee of the British House of Commons, restate, than where the same facilities are not af- on the decrease, there wants a proper example published last year by order of the House of forded for the removal of the surface water. of a M'Adamized road of some extent, afford- Representatives, I make the following extract Again, it will be advisable, in forming the foun- ing a fair return to its projectors; and though I from the minutes of evidence-Mr. Gurney behave little doubt myself, that, on the greater ing under examination, 3d of August, 1831: dation of the road, to give it the same slight thoroughfares, such a road formed after the "How far have you improved the formation curve in the cross section that is proposed to be best and most expensive model would be a of your working carriages as to weight?" The given to the finished surface, and from the extre-sound and safe investment for capital, I am weight was a principal objection to the practiaware that gentlemen will not, in the mean time, cal application of the carriage. The first car· mities of this curve to have the ground free and risk their money on the mere assertion of any riage of a given power weighed four tons-this clear to the respective drainages; and as much individual; the first and more common species was objectionable on account of its weight, care ought to be observed in removing points of of road must, therefore, for some time, even which was severely felt in consequence of its rock or large stone from the foundation as would in those states where the material for the other effect on the roads. I thought it would injure have been necessary had they appeared at the exists in great plenty, continue to be the standing the roads, which injury would produce a toll road of the country; in these, then, and still that would perhaps injure the economy of it. surface of the finished road, they still exerting, more so in the other states, when the material No. 3 weighed four, No. 4 weighed three tons, though doubtless in a much less degree, the same for M'Adamization is not within reach, its im- with the same power; No. 5 two tons, with the unequal and deteriorating effect. Small springs provement must always be a subject of consi- same power; the present carriages building, will often occur in the formation; and these, derable importance. That this species of road will not weigh more than 35 cwt. with the same when allowed to remain, become to the survey-mits, but, at the same time, it has somehow is capable of great improvement every one ad- power. "What does the carriage which runs beor a perpetual nuisance : let them, if possible, be fallen into neglect as beneath the engineer's tween Cheltenham and Gloucester weigh?" traced off the road, and opened there freely; but attention. Nothing can be more fallacious: its By a letter from the Magistrate, now produced, if, as sometimes happens, their descent be improvements are sources of economy to all it is stated to weigh nearly three tons--it ought nearly perpendicular, a small drain must be within its influence-to the farmer in his wag-to weigh only 45 cwt.; if it weighs three tons, especially formed to receive them, for no ex-gons, his horses, and his cattle-to the public, there is extra weight of which I know nothing. pense at this season can counterbalance the in the economy of carriage dues, consequent, "When you state the weight of 35 cwt. you trouble they may afterwards occasion. When which in some instances at present form half mean the weight of the travelling carriage alone, the formation of the road occurs in good com- the cost of many materials brought from the without the weight of passengers or the weight mon earth, no other process is necessary than country-and in the saving of horses employed of fuel or water?"-Yes, just so; I think it posto give to the metal bed or foundation the requi- in stages, and every other species of carriage sible to reduce the weight considerably as imsite forms, keeping it clear as formerly men- draught. S. D. provements go on. I have a carriage now buildtioned of all large stones or points of rock.— ing which I do not expect will weigh above 5 When the formation occurs in rock it will be [From the Baltimore Gazette.] cwt. which I expected to do the work of 1 horse, proper to interpose a layer of at least a foot in PRACTICABILITY OF STEAM CARRIAGES ON and carry two or three people; speed is a partithickness, of clay or earth, between the rock TURNPIKES.-I have been prevented by indis-cular object, and it is not intended to carry any and the road material, experience having shown position from noticing earlier a long article in thing more than light parcels. that the material wears very rapidly on such a your paper of the 23d inst. on Steam Carhard surface, and that from the same unyield-riages on Turnpikes. The delay, however, in ing cause the consolidation proceeds very slow-exposing the errors of that article, is of little ly. When there is a slight degree of elastici-importance, as from its prolixity it has probaty on the bed of the road, the material has been bly been read by very few of your readers, and always found to wear best, and the reverse of from its nature it was not calculated to affect this case renders all rock foundations bad in opinion on the subject to which it related. practice. A layer of earth interposed will be You have also published lately two other "For a machine weighing 35 cwt. marked by found a very great advantage. In crossing soft short pieces on the same side; one, a letter you No. 6, what weight of fuel and water would or marshy grounds, the principal object will be from Liverpool to the New-York Evening Post, you require?" Three bushels and a half of to raise the roadway above the influence of the which, as it contained no one fact, needs no re- coke is the quantity we take to supply this dishighest flood-waters, and independent of this ply, and the only merit of which was its con- tance, and the first charge two bushels; the latter cause it is of consequence always to formity to the leading principle in epistolary first charge always remaining, it decreases of have it raised several feet above the ordinary composition, it obviously having been written course down to the first charge; and taking the level of the marsh, that it may be removed in without premeditation or study: the other was mean, it will be 33. The weight of the water some degree from the influence of that attract- a short extract from an article in the Foreign at present, I think, is about 10 gallons a mile, ive force by which the damp rises as in a Quarterly Review. This article I propose which is consumed; that would be 70 gallons, ponge among the particles of earth 12 or 18 hereafter to notice at length, and shall now a gallon weighing about 10 lbs. making 700 ches above the ordinary level of the waters. merely state, that its drift is to show, not the lbs.; the mean of this will be the quantity. Ithe marsh is very soft, side drains will be out impracticability of steam carriages on turnpikes, It may be safely asserted, that the weight of of the question, and the only thing that can be but that the means to obtain this important re- a steam carriage (capable of carrying 18 to 24 don in this case is to give to the surface wa- sult, hitherto used in England, were not the passengers) need not exceed, including water ter e ery facility of escape by keeping the road proper ones. and fuel, three tons. The writer of this comroundand smooth. The gravel, after having As I do not wish to occupy much of your munication makes it six and a half. Upwards been pepared as mentioned in my last, had space, nor to fatigue your readers, I shall pro- of a hundred per cent. is a difference of some better blaid on in two courses, allowing the ceed to point out and comment upon, as briefly moment in such matters. first in some measure to consolidate, though as possible, some of the prominent errors in The writer makes a calculation of the comnot entirely so, before the second course is the long communication of the 23d. The folspread, and choosing a convenient season for lowing is what the writer says of the weight of this purpose, when the weather is moist and steam carriages for turnpikes : damp. It will be of the utmost consequence at "Regarding the resistances to be met with this stage of the work to have a set of men leven on level roads, it will be scarcely less "Into what stages would you divide your journeys most conveniently?" I think about seven miles. "What weight of fuel and water would you lay in for such a stage?" The fuel and water will be in proportion to the size and power of the carriage. parative expense of transportation by horse power and by steam. The result of which is, that on a good road 100 miles long the cost of carrying a passenger by steam carriages would be $3 33, and by horse power $3 00. 66 Mr. Farey, a distinguished engineer, who is for the last six years to the subject, and am||increased and extraordinary velocity on Canals, very moderate in his views, and who, like the mentally recompensed by the present state of which would not once have been believed, and writer in the Foreign Quarterly Review, thinks the subject. Private carriages will also be against which the trials on the Delaware and Under this opinion I have given direc- Chesapeake Canal have been cited. On this subthat the experiments that have been already used. ject, however, we have been favored with a pammade in England were by no means so effi- tions for building a small one." Mr. Nathaniel Ogle stated to the committee phlet, published in England, which contains so cient as they might have been, on being asked| by the Committee-"Do you suppose that that his partner and himself, who had run a much that is really important, and to us deeply Steain-Carriages will be able to run for half the steam coach eight hundred miles with great interesting, that we will take the present opmy success, "were about to establish a factory portunity to copy some of its pages, regretting charges of horse-carriages?" answered, own idea is that Steam-Coaches will, very soon where these vehicles (steam carriages) will be that our limits only allow us to make extracts: "The Liverpool and Manchester Railway after their establishment, be run for one-third made in numbers; and a great many are alreaof the cost of the present Stage-Coaches. "In dy required by coach proprietors, carriers of Company, in their competition with the waterEngland, too, a Stage-Coach with four horses merchandise, and others, for their use on the carriage, have obtained but a very trifling proportion of traffic from the canals. The profits carries nearly double as many passengers as public roads." After hearing all the evidence, which fills one (if any have actually been made by the carriage one of our's does, viz. six inside, and twelve outside. Mr. Gurney on being asked the same hundred and thirty large octavo pages, the com- of goods on the Liverpool and Manchester Railquestion, answered," that the comparative ex-mittee of the House of Commons concluded way) are extremely small; yet the water distance between Manchester and Liverpool is pense of running a Steam-Carriage, and run- their report as follows: nearly double the Railway distance; and inning a coach with four horses, varies in differstead of possessing the regularity of Canal conent situations, according to the price of coke, 1. That carriages can be propelled by steam ||veyance, is, for eighteen miles of this additionand the price of labor. It is in all cases considerably less, at least one half less." on common roads at an average rate of ten al length, subject to the winds and tides of the Mersey. Nevertheless, of an amount nearly 2. That at this rate they have conveyed up-fourteen hundred thousand tons annually, for the carriage of which the Directors of the Liv3. That their weight, including engine, water, erpool Railway were desirous to provide, before the Railway was opened, little more than "Sufficient evidence has been adduced to convince your Committee Suppose, Sir, that a Baltimorean in some re-miles per hour. mote part of the world, where the operation of railroads was unknown, in order to enlighten wards of fourteen passengers. an ignorant community on this important subject, should publish a statement that on a rail-fuel and attendants, may be under three tons. 4. That they can ascend and descend hills of an eighteenth part, including the entire road road running out of Baltimore passengers were conveyed at the rate of four miles an hour, considerable inclination with facility and safety.||traffic, has been as yet obtained for the Rail5. That they are perfectly safe for passen-way; and the expenses of carrying this frac sixty miles for four dollars, would he more 6. That they are not (or need not be, if pro- tion of the trade have been so enormous, as to make it doubtful whether the Railway Company do not suffer a regular loss on their carrying trade, which is defrayed from their profits as coach masters."-[Note B. Appendix.] "However incredible it may appear, it is cer8. That as they admit of greater breadth of tain that Canal passengers can be carried at The writer enters likewise into a calculation of the comparative expensiveness of trans-tire than other carriages and as the roads are a speed of ten miles an hour, with a degree of portation by steam on a railroad and on a turn-not acted on so injuriously as by the feet of ease, comfort, and safety, such as no other conpike, wherein he proves nothing but his ac-horses in common draught, such carriages will veyance can give, and at a charge-if required quaintance with the elementary rules of arith-cause less wear of roads than coaches drawn by competition-not much more than a tenth of the cost of Railway travelling. by horses. metic. "These facts, so different from general be9. That rates of toll have been imposed on Permit me now, sir, to call your attention, and that of your readers, to opinions which are steam carriages which would prohibit their belief, have been completely ascertained during entitled to more consideration than that of the ing used on several lines of road, were such the course of the last two years. They are. consequent on the detection, by practice and writer of the communication, as to the practi- charges permitted to remain unaltered." It is, accordingly, the opinion of engineers experience, of two fallacies which had been held cability of steam carriages on turnpikes. Mr. Farey, an engineer of high standing in Eng- and practical workmen, and of a select Com-out to the public, and received as undoubted "The first of these fallacies was, that it was land, and of the experience of 25 years, being mittee of the House of Commons, who had be- truths. asked by the committee-" Has the experience fore them most minute and various information, which has already been had of steam carriages that the practicability of the application of impossible to propel a boat, carrying any conbeen such as to enable us to say that it is not steam to propelling vehicles on common roads siderable number of passengers, along a Canal merely in theory we have calculated on these is established. Now, sir, when it is recollected at high speed, without incurring an enormous carriages?" answered-"Yes; what has been that this practicability has been established by expenditure of money and power, and without done by the above-mentioned inventors proves experiments tried with imperfect engines and occasioning a wave or surge which would wash to my satisfaction the practicability of impell-on roads not made for the purpose, what are down the Canal banks.-[Note C, Appendix.] "The second fallacy was promulgated by we authorized to infer will be the result when ing stage coaches by steam on good common roads, in tolerable level parts of the country, successive experiments, guided by the great certain engineers, connected with Railway prowithout horses, at a speed of eight or ten mechanical knowledge and skill of the age,jects, and is as follows, viz.: that in proportion miles an hour. The steam coaches I have shall have brought the steam apparatus appro- as the speed on a Railway was increased, the tried have made very good progress along priate for this object to a high degree of perfec-expense of conveyance was diminished, as the the road, but have been very deficient in tion, and when carriages with such improved engines by doubling their speed could in the strength, and consequently in permanency of apparatus shall be run on roads constructed same time do double work.-[Note C..Appenkeeping in repair, also in accommodation for purposely for their operation? One step only dix.] "Now, the first fallacy, viz. the alleged impassengers and luggage; for which reason has been made-a most important one, to be sure. Possession has been obtained of a new possibility of moving at a great velocity through they are none of them models to proceed upon to build coaches as a matter of business.- field for the action of the prolific power of steam Canals, and the certainty of the destruction of From the complexity of their structures and-the most extensive and the richest field that the Canal banks by the swift passage of Canal the multiplicity of pieces of which they are has been opened to its mighty labors. The en-vessels, have been proved to exist in imaginacomposed, it is impracticable to give them the terprize and ingenuity of man will not fail to tion only. A speed of ten miles an hour has requisite strength by mere addition of materi-cultivate it successfully. The fruits of the cul- for the last two years been maintained, in the als, because they would then be too heavy to tivation will be immeasurable-its results in- carriage of passengers on one of the narrowest Canals in Britain, without raising a ripple on carry profitable loads as stage coaches. I do calculable. the banks, even where the vessel carried upnot consider that it is now a question of theory, wards of one hundred passengers, or as many [From the Alexandria Gazette.] for the practicability I conceive to be proved; RAILROADS AND CANALS.-No subject can be as are carried in a train of coaches on the Livbut many details of execution, which are necessary to a successful practice, are yet in a more interesting to our readers than that of In- erpool and Manchester Railway. "The expenses or cost of obtaining this ternal Improvement, and the inventions which very imperfect state." Mr. Gurney stated his opinion as follows: have recently been brought into use, to facili-speed are so trifling, that the fares per mile are “Imperfections will exist in the machinery; tate trade and commerce and inter-communica- in these quick boats just one half and one third but I conceive that the main points of difficulty tion. Hence, we are always studious to col- of the fares in the Liverpool Railway coaches, have been removed by the experiments I have lect and arrange facts having a bearing upon while at these low fares the profits are such as to have induced the boat proprietors to quadrumade, and that all those now remaining are these matters for their use and information. practicable difficulties, which will be removed by A few years only are passed since the won-ple the number of boats on the Canal. "On the other hand, and in respect of the sefurther experience; and if there is no cause ders performed on Railroads were regarded as opposed by the legislature, or at any other mere Travellers' Tales. Now, at our own doors cond fallacy, although it be true that the extrasource, I will be bold to say, that in five years nearly, we may see them realized. In point of ordinary velocities obtained on the Liverpool steam carriages will be generally employed velocity and burthen, the Locomotives have Railway have fully come up to the expectations throughout England. I have not hesitated, proved capable of more than was at first assert- of the projectors, yet the expenses, instead of having these feelings, to devote all my time ed. In our day, too, we have the wonders of being diminished, (according to the dicta pro M'ADAM. mulgated by engineers) have been enormously ||calculation, or rather had not been supposed to nine miles above Cumberland, and into the increased, and have gone so far beyond all pre-exist, viz :-the probability, or rather certainty, neighborhood of the coal region. It will be vious calculation, as to make it doubtful wheth- of a great increase of expense consequent on seen that this object is proposed to be accomer the Railway Company will not ultimately increased speed. The geometrical ratio or in-plished within two years, and at an additional find that, agreeably to an Irish phrase, they creased resistance on increasing the speed on expense to the company of 1,450,000 dollars, by have gained a loss." canals has been transferred to the increase of the intervention of three more dams and three "As respects canals, the experiments of expense on increasing the speed on Railways, canals communicating with the main river at great velocity have been tried and proved on with this addition, that the increase of expense both extremities of each. The entire line of the narrowest, shallowest, and most curved affects not merely the moving power, or loco- improved river navigation will then consist of Canal in Scotland, viz. the Ardrossan or Pais-motive engine, but the coaches, waggons and 160 miles of canal and 35 miles of still water, ley canal, connecting the city of Glasgow with road-way. The ordinary speed of conveyance making in all a distance of 195 miles from the the town of Paisley and village of Johnstone, a on the Liverpool Railway is from ten to twen-mouth of Tiber creek, in Washington, to the distance of twelve miles. The result has dis- ty miles an hour, and depends much on the point designated above Cumberland, and affordproved every previous theory as to the difficul-weather and the weight dragged. The Rail-ing a sufficient depth of water at all seasons of ty and expense of attaining great velocities on way engine, with its tender for carrying coke the year for boats of 100 tons burden. It is canals; and as to the danger of damage to the and water, costs about £1000, and drags after ardently hoped that the great and multiplied inbanks of canals by great velocity in moving ves-it a train of eight coaches, the cost of each of terests at stake in this hitherto unparalleled sels along them. which, if the same as in the estimate for the work will not suffer it to languish, but will "The ordinary speed for the conveyance of London and Birmingham Railway, should be quickly place within the reach of the Directors passengers on the Ardrossan Canal has for £200, or a train of first-class coaches, with ac- the means necessary to complete and bring into nearly two years been from nine to ten miles companying engine and tender, costs £2,600. speedy operation, at least, its entire Eastern an hour, and although there are fourteen jour- The coaches accommodate 120 passengers. section. In our neighborhood the work goes nies along the canal per day, at this rapid speed,There are other coaches, and also uncover-bravely on, and little doubt seems to be enterthe banks of the canal have sustained no inju-ed waggons, which travel at an inferior speed, tained of the completion of the whole line now ry, indeed injury is impossible, as there is no and which will cost less. The fares are va-under contract within, or about, the time resurge. The boats are formed seventy feet in rious; seven shillings, or nearly three pence quired by the charter. The remarkably mild length, about five feet six inches broad, and, per mile, for each passenger, in the common and open character of the weather during the but for the extreme narrowness of the canal, coaches, of what is called the "first train," winter has been favorable to the progress of the might be made broader; they carry easily from being just double and triple the boat fares; and work, and the contractors have been faithfully seventy to eighty passengers, and, when re-four shillings in the coaches, and three shillings and diligently engaged. Some of the dirt secquired, can, and have carried, upwards of 110 and six pence in the uncovered waggons, in tions consequently are nearly finished, and passengers. The entire cost of a boat and fit- what is called the "second train," which move many of the heaviest jobs are in a state of contings up is about £125. The hulls are formed at a lower velocity. The lowest Railway fare siderable forwardness. The aspect of the counof light iron plates and ribs, and the covering is to the traveller is therefore three half-pence per try, in the immediate vicinity of the river, for of wood and light oiled cloth. They are more mile, in an open, uncovered waggon, moving miles above and below the town, is indeed greatly airy, light and comfortable than any coach; at an inferior speed, exposed to wind and rain, changed, insomuch that it can scarcely be recogthey permit the passengers to move about from and the steam and smoke of the engine-or nized by those who have not lately visited the the outer to the inner cabin, and the fares per double the fare on the Paisley Canal, for being line; while the impulse given to the business mile are one penny in the first, and three far-||carried in a comfortable cabin under cover." of this place by the construction of the Canal things in the second cabin. The passengers "The Paisley Canal boats have now been at near us is very visible, and the prospects of Wilare all carried under cover, having the privilege work plying on that canal since the autumn of liamsport daily brighten. also of an uncovered space. These boats are 1830, and it is found that they are as easily and drawn by two horses-the prices of which may safely drawn at the high velocities before menbe from 50 to £60 per pair-in stages of four tioned, during the night as during the day. The miles in length, which are done in from twenty-accidents on the Liverpool Railway have been dissolution of Parliament last year arrested the two to twenty-five minutes, including stoppages so frequent, and so serious, as to require the proceedings of two different Companies, which to let out and take in passengers: each set of notice of the Directors in the Reports; whilst had been formed for the purpose of effecting a horses doing three or four stages alternately not even the semblance of an accident has hap-railway communication between Liverpool and each day. In fact, the boats are drawn through pened with the Paisley boats." Birmingham. The undertaking has since been this narrow and shallow canal at a velocity revived,junder the title of the "Grand Junction Although I have principally confined myself which many celebrated engineers had demonstrated, and which the public believed, to be im-to the article of passengers, yet all I have stated Railway," and the two rival Companies have applies equally to the light goods now sent by united their forces to carry it into effect. It is possible. the road waggons and vans. now proposed that the railway shall proceed and Wolverhampton, to the north of Staffordfrom Birmingham, by way of Dudley, Tipton, shire (whence branches will eventually be made 66 (Note B, Appendix.) a [From the London Mechanics' Magazine.] GRAND JUNCTION RAILWAY.-The sudden "The entire amount of the whole expenses "With two horses, it has been shown that of attendants and horses, and of running one of these boats four trips of twelve miles each, weight equal to nearly eight tons in passengers (the length of the canal,) or forty-eight miles may be conveyed along a narrow and shallow into the Potteries,) and thence to Preston daily, including interest on the capital, and/canal at a rate of nine or ten miles an hour, and||Brook, at four miles from which place it will be at an expense of 11d a mile, including every carried across a narrow part of the Mersey at twenty per cent. laid aside annually for replacement of the boats, or loss on the capital there-outlay, with interest and replacement of capi- Washington, and join the Liverpool and Mantal, being less than one third of the bare cost chester Railway about midway between its two in invested, and a considerable sum laid aside for accidents, and replacement of the horses, is for conveyance of a similar weight on a Railextremities. By thus including some fifteen or £700 some odd shillings, or taking the number way." sixteen miles of railway already formed, the of working days to be 312 annually, something line will not be executed at considerably less under £2 4s. 3d. per day, or about eleven pence to the Railway being opened, and for which they wished Manchester, as near and as direct as that with The entire trade contemplated by the Directors, previous cost, but it will effect a communication with per mile. The actual cost of carrying from to provide means of conveyance between Liverpool and eighty to one hundred persons a distance of Manchester, was 1,248,000 tons; but the entire amount ob- Liverpool. The engineers are Mr. Stephenson thirty miles (the length of the Liverpool Rail-tained in the year 1831 was 88,099 tons, of which 52,224 | and Mr. Rastrick; and the Committee includes way,) at a velocity of nearly ten miles an hour, tons was carried in the last six months of 1831. The ex-most of the gentlemen who took an active part on the Paisley Canal, one of the most curved, pense of carriage of these 52,224 tons was £21,841 48 10d, in the formation of the Liverpool and Manchesnarrow, and shallow Canals in Britain, is there-way had been obtained, the actual annual outlay on the ter line. so that if the entire amount of anticipated trade on the Railfore just £1 7s. 6d. sterling. Such are the goods, trade alone, would have amounted to nearly £500,000 facts, and incredible as they may appear, they sterling, besides all the coaching disbursements, a sum far are facts which no one who inquires can possi-beyond the original estimated cost of the Railway itself. bly doubt. (Note C, Appendix.) As respects Railways, the experiment of high The last scientific work I am aware of, in which these velocities has been made, and the result ascer-fallacies, propositions, or data, are demonstrated to be true, tained on the best finished and finest line of book was re-pubished about six months after the Liverpool is Mr. Wood of Killingsworth's book on Railways. This Railway in Britain, connecting the two great Railway was opened and it is there demonstrated that it towns of Liverpool and Manchester, without a would take upwards of seventy horses to do on a Canal single curve, from end to end, and with only what is now actually done every day on the Paisley Canal, by two horses; while it is in like manner demonstrated that "The result of this experiment on the Liver-ninth of the amonnt, which, at the end of the year, it the conveyance on the Liverpool Railway was costing one pool Railway has been somewhat different from was found to have done. that on the Ardrossan Canal. On the Railway, 66 two short ascents. [From the same.] NEW PATENTS.-George Frederick Muntz, of Birmingham, metal roller, for an improved manufacture of metal plates for sheathing the bottom of ships and other vessels. Six months; Oct. 22, 1832. Henry Scrivener, of New Broad street, London, gentleman, for a certain improvement or improvements in the construction of iron railways. Two months; Nov. 3, 1832. William Wilkinson Taylor, of Bow, Middlesex, felt manufacturer, for an improved cloth for the sails of ships and other vessels. Six months; Nov. 8, 1832. indeed, the expected velocities have been fully CHESAPEAKE AND OHIO CANAL.-On our attained, and the calculations of the engineer, in fourth page, says the Williamsport Banner, will Jacob Perkins, of Fleet street, London, engi. this respect, satisfactorily demonstrated as pos-be found a brief exposition, by the President neer, for an improvement in preserving copper sible and correct; but unluckily one very im- of the Canal Company, of the cheapest efficient in certain cases from the oxidation caused by portant matter had not been admitted into the plan for the extension of the Canal to a point heat. Six months; Nov. 20, 1832. NASHVILLE, Tenn. January 28, 1833. To the Editor of the Ralroad Journal: NAVIGATION OF THE OCEAN BY STEAM.-I am confident that in a short time the Atlantic will be subjected to safe, cheap, and regular steam navigation. The principal objections are, want of fuel for a long voyage, roughness of the waves, and obstruction of the boilers by salt water. These difficulties will be obviated by the plan I propose. and Germany; or even make a fashionable trip The ocean, which covers three fourths of of a few days up the classic Mediterranean, to the earth, and separates nations and continents Sir-I have occasionally read your Journal, Italy, Greece, Egypt, and Palestine, where by boisterous and dangerous waves, the sport and wish a copy from the commencement, to-civilization, language, laws, and religion, had of the capricious winds, will soon yield its gether with the current year, for W. H. B. Esq. their origin. listless force to the all-subduing power of J. M. Esq. and myself. The amount of subThe Pacific Ocean would be the most easy steam, guided by science. scription for the three sets will be paid you in a to navigate, even with our common steam- Intending, when I had more accurate inforfew days, by Mr. J. P. A. who will visit your boats, if they were large enough to carry fuel. maticn and leisure, to make a communication, city.-Annexed you have a communication for From the mouth of Columbia river, by the Sand- my attention was called to the subject by the insertion, if you choose: wich islands, (a coal deposit) to China, the voy-British journals. In the London Quarterly for age might be made over the calm unruffled Pa- March last, page 42, it is claimed as a most imcific, in twenty days or less. A steamboat as-portant point of national superiority of Britain cended the Missouri last season, 2000 miles over our country, that they navigate the ocean and they can go within less than 200 miles of by steam; while our steam navigation, confined the navigation of the Columbia river. A rail-to the rivers, will not fit our Steamermen, as road across, by this route, and Asia would be the reviewer says, to navigate the ocean. I relatively nearer to us than Europe is at pre-am not sure that our tide-water steam navigasent. What a theatre this for the enterprize of tion, in Long Island Sound, the Chesapeake, our countrymen. The steam engine is the and the Lakes, and along the Atlantic from most important modern invention. As a sta-Maine to Florida, and in the Gulf of Mexico, tionary power it forms a new era in the arts. is not at least three times the extent of their Its application to navigation and locomotion is Channels of the same kind. I read a statemaking great progress in facilitating inter-ment with much pleasure in a late eastern pacourse. The success of locomotive engines per, that, on the first instant, the steamboat on common and M’Adam roads is now certain,||David Brown made the passage from Newand their rapid motion on railroads is wonder-York to Charleston, each way, in four days ful. In navigation, in stemming the torrents running. An extract from the United Service of rivers, the steamboats, those immense mov-Journal in your journal of the 5th inst. on ing hotels, excite our admiration. "steam vessels of war," shews what high imThis portable elastic power is now felt, or portance is attached to that subject in England. soon will be, throughout the land, on all the It should never be laid as a reproach to our rivers, and lakes, and borders of the ocean, country that any foreign nation outstrips us in from the Atlantic to the Rocky Mountains and a species of navigation which our country the Pacific, carrying in its train the blessings justly claims the honor of having originated; of civilization, intelligence, and science, till the and which at no distant day is destined to lonely and remote savage wilderness will re-change the mode of warfare on the ocean. sound with the hum of population. It has been ascertained from scientific mea surement, that the waves of the Atlantic never rise in time of storms more than twenty-four feet high; and the breadth nearly double the elevation. To overcome waves 24 feet high by 48 wide, it is necessary to build a large vessel, near the size of our seventy-four gun ships, 300 feet long and 70 wide. The largest steamboat was lately built at Pittsburg, the Mediterranean, 196 feet long, and boiler of 400 horse power. A boat of 300 feet would ride across six waves, as on joists, equally sustained; and the width would fill the between waves, space and prevent rolling. The engines, one on each side, of 500 horse power, and 48 feet diameter of wheel, would have a slow stroke, suitable to take hold passing from wave to wave at twelve miles per hour; and cross the Atlantic, 3000 miles, in ten or eleven days. Built for passengers and not for freight, it would carry 1500 tons of coal; and consuming 100 tons a day, an ample supply for ten or fifteen days. It should also be provided with masts and sails to run with fair winds, and prevent accidents; and to obviate obstructions of the boilers by salt, might be provided with two engines on a side,to Tuesday, Feb. 5.. run alternately, while the salt was being removed. J. McC. METEOROLOGICAL RECORD, FOR THE WEEK ENDING MONDAY, FEBRUARY 11, 1833. [Communicated for the American Railroad Journal.] Date. This large vessel, suitably constructed, would|| Wednesday, " 6. run proportionably faster, from the increased elasticity in a greater extent of moving medium, as a large fish will outrun a small one; and the rule will hold from the smallest to the largest moving body. This size would conveni 6 a. m. .03 29.85 light moderate w by N W SW SW 10 .78 8-8W-W8W SW NNW SW 6969 Friday, ently carry one thousand cabin passengers, Thursday, " To test the plan, a voyage could be first made from New-York or some eastern city, touching at the Chesapeake, Charleston, Havana, and New-Orleans. If it succeeded, then Europe would be brought relatively three or four times 2 p. m. .70 40 10 7.. 6 a. m. Nw by w 10 strong ---gale with snow fair-scuds from NW NNW jcloudy 10 .24 31 fresh -ENE-NE mode ate snow-cloudy 6 .21 NE snow nearer to us; and there would be no lack of ding E. 9-SE. including S. 59-NW. including W. 35. passengers and competition. For who would The observations of clouds for the same month result as follows, viz.: from the NE. quarter, including N. 5-from the not at such a cheap cost visit England, France SE. 6-from the SW. 461-and from the NW. 301. LOUISVILLE AND PORTAND CANAL.-The following in sandy loam. Seeds sown in the spring in be very much obliged to any of your corresextract of a letter, dated 15th January, from Ship-boxes or pots, and the plants shaded in sum-pondents for an explanation-it is this: It is pingport, Ky. to a merchant in this city, will con-mer, and protected from frost in winter. vey some idea of the importance and advantages de. rived from the completion of the Canal around the Falls of Ohio, at Louisville : "Statement of Steamb ats that passed through the Canal, be PINUS, PINE.-Soils sandy and rocky. Seeds kept in their cones until March or April. QUERCUS, OAK.-If the acorns have been tween the 1st and 15th January inst. with their tonnage and kept from vegetation they may be planted in the cost of toll. Steamboats. Huntsman... Tippecanoe Tonnage. Toll. New-Orleans Louisville 135 63 39 06 Chester .214 68 85 87 'Transport.. ...126 91 60 75 Destination. Parag-.. 89 90 35 62 Louisville Mount Vernon.. Louisiana.. .396 00 Highlan er.. Envoy Wyoming', Black Hawk, No. 1..137 17 64 86 Charleston... 80 71 Conveyance. ... 90 37 Henry Clay .......424 87 Consort. .......113 77 Black Hawk, No. 2..137 27 Courier 114 58 45 75 35 60 Tippecanoe .......135 63 black Hawk, No. 1..137 17 64 80 Highlander.... S7 10 I.ouisiana.. 306 00 Conveyance.......... 90 37 ohican 371 00 Wm. Parsons New Orleans New-Orleans well known to nurserymen that the roots of a grafted or budding tree take the habits of the scion, that is, they are numerous and ramified, horizontal or deep, according to the variety taken, and generally conform in their direction and volume to the shape and abundance of the spring. All soils-loves a rich loam, with a top; and yet the sprouts which spring from clayey sub-soil. these roots invariably, I believe, take the chaROBIMA, LOCUSTS.-Attains the greatest per-racter of the original stalk. I will state a case: fection in light sandy soils. Seeds in March or bud a peach on a plum-stalk at the surface of April. the ground, when it has but a few inches of root, the bud not only gives a character to the Saving Ashes in a Dry State for the Destruc-branches and fruit, but apparently to the roots tion of Insects, &c. By T. L. LAIN. To which succeed, and which are alone produced the Editor of the New-York Farmer. by the sap elaborated in the peach leaves, and Mr. FLEET: SIR,-I notice in your January yet the sprouts which shoot from the roots will number, page 9, an article entitled "Remarks be plum sprouts. My wonder is why the roots on the Economy of Peat as Fuel, and the Ash- should retain the character of the stock, after es as Manure, particularly in reference to they have been enveloped and seemingly lost the Poor---By T. Bridgeman;" and I think in the growth produced by the scion. The with the writer of that article, that if you quince and the paradise apple are the only cases should succeed in arousing the citizens to a that I remember in which the character of the consideration of the subject, incalculable good roots are not materially changed by the scions may result to the community at large, and that engrafted into them." your periodical would be viewed as a blessing. We presume the question is the same as that I myself have travelled through various parts which would require the cause of the scion or of Europe, and can testify to the truth of Mr. graft preserving its identity or producing fruit Bridgeman's assertion. I have known manu- like its parent stock. When the scion is graftfacturers in France make use of peat altogeth-ed on a stock whose roots have acquired their er, for the purpose of driving their steam en-natural habits, they influence the branches of gines; and it is customary for them to save the scion to such a degree as to cause them, in their ashes in a dry state, which are bought or a very considerable measure, to assume forms taken in exchange for future supplies of fuel. and habits like those of their own variety or This great work is now completely finished, and They generally fetch about half the cost of the species. Although thus influenced, still grafts in a manner that will render unnecessary any ma-peat; and are highly estimated by cultivators from these branches, we all know, continue terial expense for ages. A great anxiety is felt by of the soil, not only as manure, but as an anti- their identity. It has been asserted that the the traders both above and below the Falls, to know dote for the destruction of insects. stock does influence the fruit of the graft; we what Congress will do with the numerous petitione I have the satisfaction, also, of stating that would inquire if it is not only when the roots made to them to possess this work. After what has their importance is estimated by some of the have acquired their natural habits before the been done by the National Legislature for improve- farmers and gardeners of this country; and scion was inserted? ment of navigation and the protection of commerce on the seaboard, they feel a reasonable hope that am persuaded that, if the citizens would be induced to save all their ashes in a dry state, this important work will become a national improve. ment, and be made free."-[Philad. Chron.] they would soon be able to find customers. I know a gentleman in New-Jersey who would be glad to buy a quantity of peat and coal ashes, if he could get them dry and clean. Tons 4611 00 $1830 06 New Orleans Louisville New Orleans Making a total of 4611 tons, and $1830 tolls, within two weeks, at a season when little trade is doing, all the larger class of boats being laid up, expecting interruption by ice. I was much amused on perusing in your January number of the Farmer, the communicaIt is impossible to calculate what the value tion taken from the American Farmer respectof all the ashes made in the city of New-Yorking the difference in the maturity of grain on would be to farmers and gardeners, if taken old and new land. care of. Mr. Colquhoun, in his Statistical I believe it will be found that the richer the Researches," estimates "the value of the tur-land the longer all crops will be in coming to Supposing that many of our readers would nip crop annually growing in the United King- maturity. On poor, sandy soils, vegetation is be disposed to procure and sow the seeds of dom of Great Britain and Ireland at fourteen rapid and short; on new lands, the soil, being millions of pounds sterling," (equal to upwards charged with vegetable food, will of course valuable forest trees on having the subject sug-of sixty millions of dollars); and who can tell be richer, whereas old lands, exhausted of vegested to them, we enumerate some of them. what proportion of this success is attributable getable food by cultivation, is consequently ABIES. This genus embraces the spruces to the use of ashes? Farmers and gardeners poorer; and I conceive it makes little difference and firs. The seeds should not be taken from here very frequently get their crops of turnips whether land be elevated one hundred or a thouthe cones until they are sown, which is in March cut off by the black fly, through neglecting sand feet above the level of the sea. If it be or April. They will flourish on moist sandy to use ashes and other antidotes for the de-rich, the crops will be longer in coming to maand even rocky and comparatively barren soils.struction of insects. ACER, MAPLE.-If the seeds have been preserved in dry sand, they may be sown in March or April. A rich moist soil is suitable for most of the species. ALNER, ALDER.-Sown in the spring, if properly preserved in the winter. Moist soil. saad, may be sown in the warmth of spring BETULA, BIRCH.-Seeds, if preserved in in every description of soil. CASTANEA, CHESNUT.-The seeds are put in the ground in March or April. Sandy loams, or clayey soils free from stagnant water, are the most favorable. are thrown into the sieve, a few strokes to and fro cause the ashes to separate from the cinAs Farriery is embraced in this work, I may CUPRESSES, CYPRUS. This tree thrives best ders. These may be used for backing in the add, that my old horse, who is now in his 20th in a light sandy loam. Seeds kept in the cones kitchen fire, or consumed in stoves. Thus year, has been cured of the disease called, until spring, when they are sown in warm situa-managed, the ashes compensate for the trouble. Heaves," by the use of ground ginger, a remtions or in pots. Mr. B. thinks by the above plan one half of the dy recommended to me for the purpose. A JUGLANS, HICKORY.—It is best to preserve expense of fuel is reduced, compared with the table-spoonful was given to him daily, for sev the nuts with their husks on until the time of practice adopted by housekeepers in New-eral weeks, mixed in his mess of indian meal sowing in the spring. Succeeds in almost all York. jand cut straw. The horse had been troubled soils-rich and loamy the most favorable. with wheezing and a hard cough for a year or ROOTS OF GRAFTED TREES.-A writer in the two, and had lost flesh so much that he seemed LARIX, LARCH.-Soil composed of sand, peat, New-England Farmer, under the well-known to have nearly finished his term of service. or bog earth, and loam. Seeds sown from their signature of B. shys, cones in April. Since the use of the powdered ginger he has "There is a fact in vegetable physiology become quite fat, and appears to be years Liquidambra, Swear Gua-Suerreds best||which to me is inexplicable, and which I should younger and in good spirits, T. C. |