salutes, on birthdays and arrivals. Can the inhabitants of Brighton, who possess so large an amount of property in so indefensible a condition, many of whom have risen by its rising, have prospered on its greatness, and the whole of whom have so great a stake in the continuance of its prosperity or can the government, who derive so large a revenue, both by direct and indirect taxation, from its various resourcesremain much longer indifferent to so hazardous a state of things? By the plan to which I. solicit attention, a fixed and permanent defensive protection from towers and ramparts would be establishd of any extent that may be deemed desirable, and the southern line of which, extending, as it may, from three to four thousand feet distance from the shore, would be found sufficient to prevent either shot or shell reaching the town from any invading fleet, while within the line of fortifications a naval force of any requisite magnitude might ride at anchor, able at all times of tide to leave the haven and chase the foe? And these accompanied by all the other advantages which have been, and yet remain to be enumerated, are obtainable at a cost but little, if any, exceeding that of a single steam frigate.

III. As a Mercantile Harbour.-In the Address referred to, I stated that we happily do not at present need one, already having one within the short distance of from three to four miles, and by a connecting railway within ten minutes ride from its mouth; and having set out upon the principle of not advocating, but, on the contrary, repudiating, the principle of endeavouring to interfere with the vested rights of others, I am not now going to change my course, although upon subsequent reflection I have come to the conclusion, that we partially need a mercantile harbour, though perhaps not one that is free and unrestricted for the admission of vessels of every class of merchandise. For, in the first instance, I think we need a mercantile harbour, restricted to the admission of vessels of such a burthen as cannot, or will not, enter the port of Shoreham, and which are freighted with what may be termed clean cargoes, not only for the sake of bringing to our town, by direct communication, many of those articles of merchandise that are continually passing by, and ultimately received by us, by a very long and circuitous route, at prices much enhanced by the superfluous extra cost of freight, of distant port expenses, and inland carriage; but also with a view to derive a portion, from such a source, of that income which is requisite to cover the annual disbursements, and furnish a remunerative interest to the shareholders.

Hopeless as such a source of income may at first sight appear to many who are not well acquainted with the sinews and energetic grasp of commerce, it may be sufficient to refer them to the blank value of the one hundred pound shares in Shoreham harbour, about twenty years since, when I saw five of those shares treated as mere waste paper, which are now worth 2501. each, and on which the present annual dividends are 15 I know not why the future proper cent. spects of a "Brighton Harbour Company" might not brighten up to such a splendid polish. And what could the shareholders of the matron harbour lose by yielding to its more comely daughter, in addition to the gay trappings of pleasure, which it would be her first and paramount object to wear, a few of those substantial sources of revenue which she has not the capacity to receive and enjoy? Are there none, nay, are there not many of the Shoreham Harbour shareholders who are large owners of property, both in Brighton and its immediate vicinity, and who are deeply interested in the welfare of the latter place, and who, were they by such an arrangement to sustain loss from the righthand pocket, but which (did your space permit) I have an abundance of matter to prove is impossible, would but find the deficiency restored, with ample interest, into the left. To obtain a harbour at Brighton, there apparently seems no other chance than through the medium of a public company, with, possibly, a grant of aid from government, whose interest in endeavouring to accomplish the recommendation of the commissioners whom they appointed to survey the coasts, and report their opinion, at a cost of about 200,0007., instead of two millions, for each capacious harbour, might prompt them to contribute their assistance for the testing of a principle of such important national advantage, if found effective in its operation. To induce the formation of such a company, there must be a rational ground of expectation for the realization of an adequate income; and for the obtainment of such an income, the harbour must be made at least partially mercantile. an estimate of the probable disbursements and receipts I freely acknowledge myself incapable, and the task is probably such an one as but few, if any, are capable of accomplishing: I will therefore content myself with pointing to a few of the sources from which I conceive a mercantile income may be derived from vessels of greater burthen than can or will enter the port of Shoreham. 1. Occasionally from East and West India vessels, which, meeting with adverse weather in the Channel, would prefer entering the port of Brighton, landing their goods, trans

To make out

mitting them to London by railway, and receiving in return their outward-bound cargoes, rather than risk the dangers of the Channel passage to and from the Thames, be subject to the loss of time, and incur the various navigation charges incidental to the extra voyage. 2. At all times, too, I think there might be a reasonable expectation of the landing and embarking a great portion of the oriental and other passengers, instead of its being effected at Spithead, as heretofore. 3. Wines, brandies, fruit, and grain, from the south of France, both for local consumption and transmission to London. 4. The fruits and wines of Spain and Portugal, the Mediterranean and Turkish fruits, and various descriptions of southern and western produce, that almost daily pass by our town, might from the same motives be prompted to yield and receive their cargoes in the new-found, deep, and commodious port. With inducive moderate charges for entry, these different branches of commerce might furnish a large income, in conjunction with such as is to be derived from other sources, such as postoffice and passenger packets to various quarters, yachts, pleasure-boats and fishingboats, &c., all which would also contribute their quota to make up the requisite amount. Another powerful motive which, it appears to me, should influence all the inhabitants and possessors of property in Brighton to endeavour to obtain a partially mercantile harbour for the admission of vessels of the class referred to is, the additional support which the transit of their cargoes and passengers to and from London would afford to the Railway Company, in the welfare of which company I conceive the majority of such persons are deeply interested, for in the proportion to which the prosperity of that company is raised will be the enhancement of the value of the town property, and the general improvement of trade. In conformity with these views, and to facilitate the conveyance of such cargoes, not only to and from the terminus of the railway, but also for the conveyance of such cargoes or portions of such as may be landed for local consumption, and to obviate the chief objection of the inhabitants to a Brighton mercantile harbour-the conveyance of the cargoes of merchant vessels across and along the Marine drive, I will proceed to the discussion of the next subject connected with these

views.

IV. The Situation and Extent of the proposed Harbour.-In the perspective design now exhibited at the Town-hall for public inspection, and of which the prefixed drawing is a reduced copy, I have shown the Chain Pier as situated in the centre of the projected harbour, and the length of the

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southern breakwater as 3,000 feet. As I have not had time to measure off 1,500 feet to the westward of the pier, I am not prepared to say in what relative situation the western breakwater would stand to any particular part of the front of the town, in an opposite line, agreeable to the design. But, as the proposed extent of such harbour was but suppositive as to what might be requisite, and had no reference to its partial mercantile appropriation, I have concluded, upon reflection, that, the better to subserve the latter purpose, it would be best to place the western breakwater immediately opposite to, and in a line with, West-street, and to appropriate its causeway exclusively for the landing and embarkation of goods, a double set of iron rails being laid down for their transit. I next propose that a tunnel should be formed beneath the centre of West-street, and, crossing the King's-road, that its mouth should open on the causeway of such breakwater. In continuance from West-street I propose that it should pass across and beneath North-street, and continue its progress beneath the centre of the new street about to be built by Mr. Thomas Cooper, builder, of this place, and its northern mouth open in that part of the Railway Company's grounds which to them may appear the most suitable. For the conveyance of goods from the harbour to the several parts of the town, intended for local consumption, and also for the conveyance of goods arriving from London by railway for a similar purpose, I propose that radiating tunnels from such main tunnel should be formed, for the delivery of such goods, in the most convenient and suitable situations which might be found for general distribution; by which arrangement a great portion of the inconveniences resulting from the conveyance of goods through and across some localities wherein its transit is highly objectionable might be avoided. Taking the western breakwater as the point to measure from, the eastern may be placed as far to the eastward, beyond the Chain Pier, as may be deemed desirable, either as relates to the requisite magnitude of the harbour, or the cost to which it might be deemed desirable to go; and as relates to the southward, there being a considerable breadth of level surface to the southward of the position which I have selected for the southern breakwater, a much greater space in that direction may be gained, without an increase in the depth of water, if considered necessary.

V. Estimated Expense. Since writing the Address to "my fellow Townsmen," I have made as careful, and as correct an esti mate, as the data furnished me, and the absence of many requisite data for the accomplishment of such an unprecedented work will

enable me to do, and after having made a liberal, and, I conceive, an ample allowance for contingencies, I find the amount for the execution of the work to the extent of the design furnished, will be about 150,000. The dimensions of the work I assume to be as follows:-about 3,200 feet from the esplanade of the chain-pier, to the lighthouse, in the centre of the southern breakwater, the length of which is about 3,000 feet, and the width of the harbour from east to west at the shore end, is about 3,400 feet, furnishing an average area of about 10,240,000 square feet. On a subsequent calculation of what would be the cost by continuing the eastern and western breakwaters of the same length, and by lengthening the southern breakwater to the extent of a mile, and thereby furnishing an area of about 16,896,000 square feet, I find the amount about 200,0007.

VI. The need in which Brighton stands of a harbour, to enable her to maintain her supremacy as the queen of watering places.— The town of Brighton has hitherto indisputably maintained and well deserved the enviable title which has been universally conferred upon her. Containing the marine pavilion of royalty-situated at the shortest distance of any sea-girt town from the capital of the empire-enjoying the advantage of a railway, which shortens the time of transit between each place to an average of about two hours-possessing a broad and wellconditioned marine drive of about a league in length-provided with wide and well-kept esplanades, the eastern commanding a lofty view of the broad expanse of waters to the south, and the western more lowly, yet more congenial to the taste of many, fringed with a green sloping bank of turf, that intervenes between its finely gravelled walk, and the blue ocean that nearly laves the grassy swathgifted with a chain pier, that furnishes an agreeable promenade, and in fine weather, a most convenient platform for embarkation and debarkation, on and from the several packets that now do, and in future may, call to receive and discharge their freights ;graced with numerous mansions fit for the residence of princes;-with scarcely a street which is not well payed, well lighted, and well drained;-and, in fine, adorned with pleasing and varied natural and architectural beauties; replete with every comfort and convenience; remarkably cleanly and healthy; enjoying a pure atmosphere, bracing breezes, excellent bathing facilities, and every agreeable incentive to wholesome exercise and rational recreation. But with all these and many other unenumerated advantages, we are sadly deficient in marine scenery, and the means of gratifying a very large portion of our visitors, who are naturally partial to

the scenes of naval and mercantile activity. Often from the eastern to the western borizon, not a single ship appears to grace and enliven the weary waste of waters, and when they pass, it is at such a distance, that they seem as if dreading approach to the danger. ous shore. We are besides exceedingly deficient in natural and artificial security in time of war; and very inadequately supplied with all those resources for an extensive intercourse with the Continent and other places, which some of our rivals so eminently enjoy, among which, the most prominent is Southampton.

Much inferior as Southampton is to Brighton in the number, magnitude, and splendour of its buildings, and those internal arrangements and attractions, which have hitherto rendered Brighton so far superior to it as a fashionable, comfortable, and pleasant watering-place; yet it is situated in a warm, soft, and luxurious climate; environed on three sides with a most luxuriant country, and graced in front, with a deep, capacious, and most convenient harbour, bearing on its glassy bosom, a multitude of the magnificent emblems of our naval and commercial resources. Recently too she has opened wide her portals, both northern and southern, for the admission of all the blessings which commerce can bestow: a railway on the one hand, leading direct to docks on the other, connecting this comely branch by a three hours' railway communication, with the vast trunk of this powerful empire. Commerce is conducive to population and to wealth, and population and wealth to luxury; and luxury to every conceivable improvement; and with these natural and adventitious advantages, who can say that she is not in a fair way to carry off the palm of vietory, and wrest from us, that proud and distinguished appellation which our town has hitherto so long and deservedly enjoyed, provided we rest satisfied with our present attainments, rely supinely confident on our acquisitions, and move not onward as competitors and leaders in that general and extensive race of improvement, which has so eminently marked the present age, as superior to its by-gone predecessors? And what other cause for jealousy do we possess? I well remember when I was young, our intercourse with France was maintained by three or four sailing packets, and generally well freighted, running between Brighton and Dieppe all the year through, (wind and weather permitting,) but since the introduction of steam-packets, this source of influx of visitors, has diminished to one solitary halffreighted steam-vessel, and that only running about five of the spring and summer months. Even this limited intercourse promises shortly

to become extinct from ten principal causes : The diminished time-distance from London to Southampton,-the very convenient port which Southampton possesses to embark and sail from,-its convenient, commodious, and economical harbour, to prompt Steam Navigation Companies, to cause their vessels to resort to it; the beauties of the place and its vicinity, to prompt Foreign and British travellers to pass through it,-its contiguity to the garden of England-the Isle of Wight; -its proximity to Portsmouth, our chief naval depôt ; the passage of its packets through the assemblage of naval shipping at Spithead, the superiority of the town and port of Havre to that of Dieppe ;-the delightful river navigation of the Seine from Havre to Paris; and finally the contemplated railway, which is to connect Havre with the capital of the French empire, to which so many of the English annually resort. What need we, to add to our natural advantages, to enable us not only to participate in the benefits resulting from such intercourse, but to enjoy the superiority? I know of nothing but a safe, convenient, and commodious harbour; for, possessing as we do the great advantage over Southampton of being 27 miles nearer the metropolis by railway traffic, and 29 miles nearer Havre, we have but to add this great desideratum to our varied and extensive acquisitions, and then we shall make another rapid and permanent stride in the maintenance of our supremacy.

Much am

I mistaken in the character, disposition, spirit and enterprise of the inhabitants of Brighton, if they do not simultaneously come forward and declare, that nothing but a defensive, safe, convenient, commodious and ornamental harbour, will suit their purpose, or that they will ever sit down passively content without it.

VII. The Suitability of the Material, and the proposed Principle of Construction, for general adoption in the formation of Harbours, Piers, Jetties, Wharfs, Docks, Embankments, Groynes, &c., throughout the Kingdom.-We now have iron ships, and why not iron harbours? Wrought iron, of which such vessels are formed, is liable to be destroyed by oxidation as well as cast iron; and if men can trust their capital, their persons, and their merchandise in vessels formed of that material, why should they for one moment hesitate to embark their capital in that which, if protected by suitable means, is not more subject to destruction than the other in salt water, and much less so in air? And what material is there to be found that is not subject to decay; and what can be found less subject than the combined materials which I have selected for the purpose, with the adoption of that suitable protection?

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It is said, that the iron railing round St. Paul's is constructed of Sussex manufactured iron; but where is the man living, that can remember its manufacture or erection, so as to be able from personal knowledge to record its durability? True it undoubtedly is, that this railing having been so many years exposed only to atmospheric air, and distilled water in the form of rain or snow, the action of such elements must be widely different from the action on cast-iron immersed in salt water; but where is the wood to be found that would have lasted thus long, exposed to the same elements in the same situation as that railing? And by parity of reasoning, where is the wood to be found for piling and bracing that is equally, or a fifth part so durable as cast-iron under water, protected or unprotected? But I propose protection from the action of such water, as well as the aids of science (which I now invoke) will enable, and without which, if the judgment of an extensively experienced and well-informed person is to be relied on, (of which I have no reason to doubt,) such plates would last half a century, and a proportionably longer period with protection, in the ratio of the efficacy of the method adopted. And where are the wood piles, even when studded with wrought-iron nails, and coated with gas-tar, to preserve them from the destructive ravages of sea lice, (which improvement is now adopted for all the new piles, which are occasionally substituted for those that have been thus destroyed,) that will stand for a period in any way approximating to the durability of cast-iron?

Should there be any doubt on the mind of any one, as to the shortness of the durability of wood piles without such an expensive protection, let them go to the Chain Pier, to Shoreham harbour piers, and to our groynes, and examine the condition of some of those piles, not only as relates to the decay of that portion which is immersed in sea water, from the devastation occasioned by sea-lice, but the decay also of that portion which is above water from the effects of the dry-rot.

Or let them visit and revisit my model at the Town-hall of this place, and inspect specimens taken from two piles, one of fir, which has been fixed but for the short term of three years, and the other of beech, of five or six years' standing only, and let them judge, from the extensive ravages committed on them by sea-lice, if any unprotected wood structure would be either safe, suitable, or ultimately economical; and if protected, let them ask themselves or others the question, whether the additional cost of such protection will not render the immediate cost of the structure of far greater amount than the material which I have chosen, and whether

the customary external coating will preserve it from the destruction of the dry-rot within? With a view to ascertain the probable durability of cast-iron pipes constantly immersed in, or filled with, salt water, I have made inquiry at several of the principal baths in this town, how long their cast-iron suctionpipes last, sound and good? These pipes are laid for a considerable way under ground, and extend some distance into the sea; they are subject in some parts to external friction from the rising and falling of the tides, from the beating of waves, and from the collision of sand and gravel; they are, besides, always full of water, and subject to the internal friction of such as is drawn through them, as well as any action which such water is capable of producing on them: and, moreover, they are laid down without the least internal or external coating or protection. The answer received from Mahomed's bathing establishment was, that their pipes have been down twenty-two years, and there is no apparent defect or deterioration in them, and that they are still perfectly effective in operation. At Wood's baths, I was informed that the castiron pipes leading from their establishment to the palace had been down twenty-five years, and were still found in operation as effective as ever; nor were they aware of any decay in them, although they were constantly full of salt water, and that subject to continual change. At the other baths, their pipes had been down a shorter period, but all were in good condition. I have also consulted the oldest iron-founder in this place, and he states that there is a great difference in the quality of cast-iron, and that he would engage to put down cast-iron pipes, immersed in salt water, of such a quality as should last a century. The medium of protection which he recommends as preferable to any is, an admixture of boiled linseed oil, red-lead, and lamp-black.

Not having yet had time to make out plans and estimates of the probable cost for a definite amount of work with such materials, to enable others and myself to appreciate the comparative value of the system, against such modes of construction as are usually adopted for works comprised under the heading of this last subject of consideration, I am not prepared to furnish to the public that information which some may feel desirous to receive; but should any parties feel a wish to ascertain the cost for any particular work, I doubt not, but that on application, with the requisite information connected with the work required to be performed, I shall be enabled to furnish them with what they need.

I am fully aware, that to solicit the in

sertion of so long a communication to occupy your valuable space, on a subject, the greatest portion of which can be but of local interest, may justly be considered intrusive, yet, as the appropriation of the materials and the adoption of the principle recommended, may some day become of extensive application, I trust that the subject may also be found of general interest, and the expectation be deemed a sufficient apology for the request,

And am, Sir, your obedient servant,
GEORGE ADOLPHUS WIGNEY.

Brighton, February 19, 1842.

PROGRESS OF FOREIGN SCIENCE.

[We have made arrangements for giving, in a series of articles under this head, early notices of all the more remarkable discoveries, inventions, and improvements of our continental neighbours; and as the articles will be original, and procured at some cost, we hope that such of our contemporaries as may avail themselves of any of them will have the candour to acknowledge the source to which they are indebted.-ED. M. M.]

FRENCH ACADEMY OF SCIENCES.

M. Poncelet, whose works on Mechanics have made his name celebrated in England, is President of the Academy for this year; and M. Dumas has been elected Vice-President.

Resistance and Wear of Roads and Carriages.

A commission, named by the Academy, consisting of Arago, Poncelet, Coriolis, and Piobert, have reported on several memoirs presented by M. Morin, on the subject of the resistance to draft in wheel carriages, and the wear which they produce on roads. The subject is one of great importance to the engineer, and has occupied the attention, amongst

our

own countrymen, of Edgeworth, Rumford, and Macneil; and on the continent, of De Gerstner, Navier, Müller, Kronske, Fuss, and others: none of them, however, has, as yet, succeeded in developing experimentally the mathematical laws of the subject, nor has the present author been more successful. His results, however, are considered by the reporters as of considerable practical importance.

The report is by far too voluminous to be given at length. The principal results stated are as follow:

1. The resistance to rolling produced by different sorts of ground, (or road surface,) in carriages, is proportionate to