suggested by Anatomy, that not only the organs are||young naturalist.

He had predicted that the last

J 5 tf

No. 264 Elizabeth street, near Bleecker street,
New-York.

RAILROAD COMPANIES would do well to examine

these Cars; a specimen of which may be seen on that part o the New-York and Harlem Railroad, now in operation. RAILROAD CAR WHEELS AND BOXES,

AND OTHER RAILROAD CASTINGS.

Also, AXLES furnished and fitted to wheels complete, at the Jefferson Cotton and Wool Machine Factory and Foundry. Paterson, N. J. All orders addressed to the subscribers at Paterson, or 60 Wall street, New-York, will be promptly attended to.

Also, CAR SPRINGS,

Also, Flange Tires turned complete.

ROGERS, KETCHUM & GROSVENOR.
NOVELTY WORKS,

STEPHENSON, appropriated to particular classes of sensations, but cupping would hasten his departure; and when rais-Builder of a superior style of Passenger Cars for Railroads, that the nerves, intermediate between the brain and ed from the posture necessary for this operation, he the outward organs, are respectively capable of re-asked for a glass of lemonade, with which to moisten ceiving no other sensations but such as are adapt. his mouth. After this attempt at refreshment, he ed to their particular organs. Every impression on gave the rest to his daughter-in-law to drink, saying, the nerve of the eye, or of the ear, or on the it was very delightful to see those he loved still able nerve of smelling, or of taste, excites only ideas to swallow. His respiration became more and more of vision, of hearing, of smelling or of tasting; rapid; he raised his head, and then letting it fall, as not solely because the extremities of these nerves, if in meditation, he resigned his great soul to its Creindividually, are suited to external impressions, ator without a struggle. Those who entered atterbut because the nerves are, through their whole wards would have thought that the beautiful old man course and wherever they are irritated, capable seated in his arm chair, by the fireplace, was asleep; of exciting in the mind the idea to which they and would have walked softly across the room for are appropriate, and no other. A blow, an impulse fear of disturbing him; so little did that calm and quite unlike that for which the organs of the senses noble countenance, that peaceful and benevolent are provided, will excite them all in their several mouth, indicate that death had laid his icy hand upon Near Dry Dock, New-York. ways; the will flash fire, while there is noise them; but they had only to turn to the despairing THOMAS B. STILLMAN, Manufacturer of Steam in the ears. An officer received a musket-ball which looks, the heart rending grief, or the mute anguish went through the bones of his face-in describing of those around, to be convinced that all human ef. Engines, Boilers, Railroad and Mill Work, Lathes, Presses, his sensations, he said that he felt as if there had forts are unavailing, when Heaven recalls its own.-and other Machinery. Also, Dr. Nott's Patent Tubular Boilers, which are warranted, for safety and economy, to be superior to any thing of the kind heretofore used. The fullest been a flash of lightning, accompanied with a sound [Mrs. Lee's Memoirs of Baron Cuvier.] On this asaurence is given that work shall be done well, and on realike the shutting of the door of St. Paul's. sonable terms. A share of public patronage is respectfully circumstance, of every nerve being appropriated to its function, depend the false sensations which accompany morbid irritation of them from internal causes, when there is in reality nothing presented extrenally; such as flashes of light, ringing of the ears, and bitter taste or offensive smells. These sensations are caused, through the excitement of the respective nerves of sense, by derangement of some internal organ, and most frequently of the stomach.-[Bell's Bridgewater Treatise.j

eyes

AN INTERESTING AND USEFUL MAP.
A friend of ours has now in a state of forwardness, a
Map upon which will be delineated nearly all the Rail-
roads now chartered in the U. States. It is designed to show
the present contemplated connexion of the different lines,
as well as where others may hereafter be constructed to
connect with them. It will be completed in a few weeks,
and may be had either in sheets, or put up in morocco for
D. K. MINOR,
pocket maps, in any quantity, by applying to the subscri-

ber.

New-York, August 14, 1833.

35 Wall street.

TOWNSEND & DURFEE, of Palmyra, Manu

solicited.

M

ATHEMATICAL & OPTICAL

fa-furers of Railroad Rope, having removed their establish-
mnt to Hudson, under the rame of Durfee, May & Co. offer to
supply Rope of any required length (without splice) for in-
clined planes of Railroads at the shortest notice, and deliver
them in any of the principal cities in the United States. As to
M. & H. R. R. Co., Albany; or James Archibald, Engineer
Hudson and Delaware Canal and Railroad Company, Carbon- SURVEYING AND NAUTICAL INSTRUMENT
dale, Luzerne county, Pennsylvania.
Hudson, Columbia county, New-York,
January 29, 1933.

M. Cuvier and the Barber.-During he absencet of the valet, M. Cuvier sent for a barber to shave him. The operation being finished, he offered to to pay the requisite suma; but the enlightened operator, who happened to be a Gascon, bowed, and positively refused the money, saying, with his co-the quality of Rope, the public are referred to J. B. Jervis, Eng. mic accent, "he was too much honored, by having shaved tho greatest man of the age, to accept any recompense." Hardly suppressing a smile, M. Cu. vier felt bound to give him the honor to its full ex. tent, and engaged to perform his function every day while he remained in London. It is scarcely neces sary to add, that the barber, in a short time, felt it a still higher duty to consult prudence rather than empty honor, and pocketed the amount due for the

INSTRUMENTS.

MANUFACTORY.

EWIN & HEARTTE, at the sign of the Quadrant, No. 58 South street, one door north of the Union Hotel, Baltimore, beg leave to inform their friends and the public, eapeCompasses of various sizes and of superior quality, cially Engineers, that they continue to manufacture to order and keep for sale every description of Instruments in the above Leveling Instruments, large and small sizes, with high mag-branches, which they can furnish at the shortest notice, and on ning powers with glasses made by Troughton, together with E. & G. W. BLUNT, 154 Water street, corner of Maidenlane. ENGINEERING AND SURVEYING INSTRUMENTS.

exercise of his calling.-[Mrs. Lee's Memoirs of a large assortment of Engineering Instruments, manufactured Instruments are held, they respectfully beg leave to tender to

For proof of the high estimation on which their Surveying fair terms. Instruments repaired with care and promptitude. the public perusal, the following certificates from gentlemen of distinguished scientific attainments.

To Ewin & Heartte.-Agreeably to your request made some months since, I now offer you my opinion of the Instruments The subscriber manufactures all kinds of Instruments in made at your establishment, for the Baltimore and Ohio Railprofession, warranted equal, if not superior, in principles of road Company. This opinion would have been given at a much construction and workmanship to any imported or manufac-earlier periou, but was intentionally delayed, in order to afford ured in the United States; several of which are entirely new: a longer time for the trial of the Instruments, so that I could one which are an Improved Compass, with a Telescope at- speak with the greater confidence of their merite, if such thes ached, by which angles can be taken with or without the use should be found to possess. the needle, with perfect accuracy-also, a Railroad Goniomtr, with two Telescopes-and a Levelling Instrument, with a WM. J. YOUNG, Goniometer attached, particularly adapted to Railroad purpo-ties are considered good, I have a decided preference for those Mathematical Instrument Maker, No. 9 Dock street, Philadelphia.

908.

Advice to the Young.-I would advise you to read with a pen in your hand, and enter in a little book short hints of what you find that is curious, or that may be useful; for this will be the best method of imprinting such particulars in your memory, where they will be ready, either for practice on some future occasion, if they are matters of utility, or at least to adorn and improve your conversation, if they are rather points of curiosity. And as many of the terms of science are such as you cannot have met with in your common reading, and may therefore be The following recommendations are respectfully submitted unacquainted with, I think it would be well for you Baltimore, 1832. to have a good dictionary at hand to consult imme.to Er.gineers, Surveyors, and others interested. In reply to thy inquiries respecting the instruments manu. diately when you meet with a word you do not com. prehend the precise meaning of. This may at firstfactured by thee, now in use on the Ba'timore and Ohio Rail road. I cheerfully furnish thee with the following information. seem troublesome and interrupting; but it is a The whole number of Levels now in possession of the depart. trouble that will daily diminish, as you will daily nent of construction of thy make is seven. The whole num find less and less occasion for your dictionary, as ber of the "Improved Compass" is eight. These are all exyou become more acquainted with the terms; and inclusive of the number in the service of the Engineer and Gra luation Department. the mean time you will read with more satisfaction, Beth Levels and Compasses are in good repair. They have because with more understanding.-[Franklin's Fa-n fact needed but little repairs, except from accidents to which all instruments of the kind are liable. miliar Letters.]

I have found that thy patterns for the levels and compasses have been preferred by my assistants generally, to any others The Heroic Standard.-Admiral Lord Duncan, in use, and the Improved Compass is superior to any other dewho was six feet four inches in height, and per-cription of Goniometer that we have yet tried in laying the rails fectly proportioned, was considered one of the finest on this Road. figures, as a man, in the naval service; his father and grand father are both of them reported to have exceeded that height, enjoying, at the same time, every possible natural advantage of symmetry and just proportion.-[Sharpe's Peerage.]

It is with much pleasure I can now state that notwithstanding the Instruments in the service procured from our northern cimanufactured by you. Of the whole number manufactured for the Department of Construction, to wit: five Levels, and five of the Compasses, not one has required any repairs within the last twelve months, except from the occasional imperfection of a screw, or from accidents, to which all Instruments are liable They possess a firmness and stability, and at the same time a neatness and beauty of execution, which reflect much credit I can with confidence recommend them as being worthy the on the artists engaged in their construction. notice of Companies engaged in Internal Improvements, who may require Instruments of superior workmanship. JAMES P. STABLER, Superintendent of Construction of the Baltimore and Ohio Railroad.

I have examined with oare several Engineers' instruments of your Manufacture, particularly Spirit levels, and survey. or's Compasses; and take pleasure in expressing my opinion of the excellence of the workmanship. The parts of the levels appeared well proportioned to secure facility in use, and accuracy and permanency in adjustments.

These instruments seemed to me to possess all the modern improvement of construction, of which so many have been made within these few years; and I have no doubt but they will give every satisfaction when used in the field. WILLIAM HOWARD, U. S. Civil Engineer. Baltimore, May 1st, 1833. To Messrs Ewin and Heartte-As you have asked me to give my opinion of the merits of those instruments of your manu. tacture which I have either used or examined, I cheerfully state that as far as my opportunities of my becoming aquainted with their qualities have gone, I have great reason to think well of the skill displayed in their construction. The neatness of their workmanship has been the subject of frequent remark by my self, and of the accuracy of their performance I have received satisfactory assurance from others, whose opinion I respect, and who have had them for a considerable time in use. The efforts you have made since your establishment in this city.

This instrument, more recently improved with a reversing
telescope, in place of the vane sights, leaves the engineer
scarcely any thing to desire in the formation or convenience of
the Compass. It is indeed the most completely adapted to later
al angles of any simple and chea instrument that I have yet
seen, and I cannot but believe it will be preferred to all other
now in use for laying of rails-and in fact, when known, I think
it will be as highly appreciated for common surveying.
Respectfully thy friend,
JAMES P. STABLER, Superintendant of Construction
of Baltimore and Ohio Railroad.
Philadelphia, February, 1833.
Having for the last two years made constant use of Mr.
Young's " "Patent Improved Compass," I can safely say I be
ove it to be much superior to any other instrument of the kind,
now in use, and as such most cheerfully recommend it to En-relieve us of the uecessity of sending elsewhere for what we
gineers and Surveyors.

Last Moments of Cuvier.-At two o'clock in the day, the accelerated respiration proved that only a part of the lungs was in action; and the physicians,| willing to try every thing, proposed to cauterize the vertebra of the neck: the question, Had he a right to die? rendered him obedient to their wishes; but he was spared this bodily torture, and leeches and cupping were all to which they had recourse. ing the application of the former, M. Cuvier observ. ed, with the greatest simplicity, that it was ke who had discovered that leeches possessed red blood, allud- I consider these Instruments admirably calculated for layin,? ing to one of his Memoirs, written in Normandy.out Railroads, and can recommend them to the notice of Engi. The consummate master spoke of science for the neers as preferable to any others for that purpose. HENRY R. CAMPBELL, Eng. Philad., Germant, and Norrist. Railroad last time, by recalling one of the first steps of the

Dur

E. H. GILL, Civil Engincer.
Germantown, February, 1833.
For a year past I have used Instruments made by Mr. W. J.
Young, of Philadelphia, in which he has combined the proper-
ties of a Theodolite with the common Level.

ml ly

may want in our line, deserve the unqualified approbation and
our warm encouragement. Wishing you all the success which
your enterprize so well merits, I remain, yours, &c,
B. H LATROBE,
Civil Engineer in the service of the Baltimore and Ohio Rail
road Company.

A number of other letters are in our possession and might be introduced, but are too lengthy. We should be happy to submitthem upon application, to any persons desirous of perue m25 ing the same.

GRACIE, PRIME & CO. having this day taken into o-partnership JOHN CLARKSON JAY, will continue their busi, es under the same firm.-New-York. 1st October, 18:3 WINCHESTER AND POTOMAC RAILROAD. TO CONTRACTORS FOR EXCAVATION AND MASONRY-Prorosals will be received by the undersiges at Taylor's Hotel, in Winchester, Va. on the 7th day of November It, for the Grading and Masonry of Twenty seven its of he Winchester and Potomac Kaload, commencing near the own of Winchester, and coding at the Shenandoah River. The above work will be divided into sections of convenient ength; and plots and profi es of the line, and drawings of the equisite constructions, will be exhibited at Winchester, for one week previoue to the letting.

Proposals will be received at the same time and place, for Jel vering, on the line of the Railroad, Four hun red ti curand lineal feel of Heart Yellow Pite or White Oak Rails, the dimensions of the rails to be five inches wide, by ..e inches leep, and in lengths of fifteen and twenty feet.

Any further information in relation to the above work w !! be given ou application, verbally or by letter, to William H. Morell, Principal Assistant Engineer, Winchester, Va. or to the Assistant Engineers on the line. MONCURE ROBINSON, C. F..

NOTICE TO MANUFACTURERS. SIMON FAIRMAN, of the village of Lansingbergh, in the county of Kensselaer, and state of New-York, has invented -cloudy -rain -cloudy and put in operation a Machine for making Wrought Nails

The amount and sources of the state revenue are chairs, keys and pins. as follows to wit:

The above will be sold free of duty, to State Government?, and Incorporated Governments, and the Drawback taken in part payment. A. & G. RALSTON.

9 South Front street, Philadelphia. Models and samples of all the different kinds of Rai's, Chairs, 12,384 Pins, Wedges, Spikes, and Splicing Plates, in use, both in this Country and Great Britain, will be exhibited to those dispo ed to

Spikes are kept for sale, at factory prices, by 1 & J. Townsend, Albany, and the principal Iron Merchants in Abuy and Troy J. 1. Brower, 222 Water street, N. w-York, A. J. Jones, Philadelphia; T. Janvi. rs, Baltimore; Degrand & Smith, Boston.

P. S.-- Raproad Companies would do well to forward their dere as early as practical, as the subscriber is desirous of exending the manufacturing so as to keep pace with the daily ncreasing demand for his Spikes. J23 Tam H. BURDEN. INCOMBUSTIBLE ARCHITECTURE. INCOMBUSTIBLE dwelling houses and buildings of kids devised or built in New York, or any part of tha Jnited States, as cheap as any other combustible buildings. Actual buildings and houses tendered incombustible at a small additional expense.

SHIPS of all sorts, and Steamboats, rendered incombustible, nd not liable to sink, at a small expense.

For sale, 10 000 lbs. of ANTIGNIS, or Incombustible Varush, at one dollar per lb.

Apply to C. 5. RAFINE SQUE, Professor of Hist, and Nat. Sciences, Chemist, Architect, & in Philadelphia, No. 59 North A pamphlet given gratis.

PUBLISHED WEEKLY, AT No. 35 WALL STREET, NEW-YORK, AT THREE DOLLARS PER ANNUM, PAYABLE IN ADVANCE.

D. K. MINOR, EDITOR.]

CONTENTS:

Baltimore and Ohio Railroad; Quick Transportation;
Proposed Horse Locomotive; Susquehanna and De-
laware Railroad; &c.
The Undulating Railway; Great North Road in Eng-
land, continued..

...page 673

.674

SATURDAY, OCTOBER 26, 1833.

only one dollar sixty-three cents per hundred pounds. Insurance per cent. in the fall, and per cent at other seasons of the year. The country from Dixon's ferry, on Rock River, to Chicago, is smooth and level, and with little Steam Carriage; Petersburg Railroad; Canal Tolls; improvement, an excellent road may be made. Railroad Accidents, &c.. An ox team could make a trip from thence to Cryptography; The Anglo-Chinese Kalendar for the fear of the Christain Era 1833..... Galena, with great ease, in ten days. Thus we Babbage on the Economy of Manufactures, continued.679 see, that merchandize can be brought from New Saw; Chloride of Soda; Invalid Bed, &c.......681 New-York to Galena in thirty days, and at an Education; Chain Saw; New Oven; Literary Notices.682 expense merely nominal. Foreign Intelligence.... Summary; Advertisements, &c...

.675

.678

.694

.605-6-7

AMERICAN RAILROAD JOURNAL, &c.

NEW-YORK, OCTOBER 23, 1833.

[VOLUME II.-No. 43.

short space of ninety seconds, and without any thing to interrupt the smoothness of its ascent. It is understood that water power will be made use of on these inclined planes, which is attended with far less expense than that which is incident to steam machinery.

SUSQUEHANNA AND DELAWARE RAILROAD.A meeting of the stockholders was held on the 1st inst. at Stroudsburg, in Northampton county, for the purpose of organizing the Company Mr. Stahl left Chicago on the 19th inst. The HENRY W. DRINKER, Esq. was duly elected List of the 23d Congress: Marriages and Deaths 633 commissioners appointed to treat with the Po- President of the Company for the ensuing year tawatomies were there, and Indians to the --WILLIAM HENRY, Treasurer-and JOHN JORnumber of 5 or 6000 had assembled. Several DAN, Secretary. The names of the Managers talks had been held with them by the commis- we have not learned. A more judicious choice sioners, in which the Indians manifested a of officers, probably, could not have been made. very great disinclination to sell their land. A-[Montrose Herald.] In the Journal of the 5th inst. it was host of Indian traders were there, who, it was To the Editor of the American Railroad Journal: stated that the title page and list of contents for large amounts, and who would exert all their understood, were creditors of the Indians to SIR,-I beg leave, through your valuable the three first parts, or half volumes, would be influence to prevent the consummation of any Journal, to suggest what I think would be a forwarded to subscribers in the course of the treaty, till their claims were secured. valuable improvement of the application of then ensuing week-they have been unavoidaly The above is from the Galenian of 27th horse power to propelling railroad cars. Let delayed, but will now be forwarded in a few September last, which came to hand on the 24th the horse, or horses, be put on a moveable platdays, as they are nearly printed. instant. It is another among the many proofs form, (like that in the starch manufactory in BALTIMORE AND OHIO RAILROAD.-We have of the vast importance of internal improve- Dutch street,) which shall roll on two shafts received and read with much pleasure the Se-ments to this country. It shows, by actual of say 8 inches diameter, which shall be fixed venth Annual Report of the President of the demonstration, the value of canals, The in railroad wheels, of 32 inches diameter; thus above named road, as published in the Balti-writer of this recollects the period when, in for every three miles the horse moves the platmore papers, which we intended to publish in 1810, 23 years since, it cost ten dollars per form under his feet, the car will be propelled this number of the Journal, but on reading it hundred to transport merchandise from New-twelve miles on the railroad. The advantage we find it refers to interesting documents, York to Buffalo. This statement shows a gained by this arrangement will be, that the which ought also to be published with the re- very different result. Goods carried to Chi-power of the horse will be applied in such a manport, and, therefore, we shall delay its publica-cago-more than three times the distance-inner as to move the car with any given rapidity, tion for a short time, in the hope that some of one third of the time, and for one sixth of the far beyond the motion of a horse. It is obvious, our Baltimore friends will furnish us with the cost! Such are the results of internal improve- too, that when a horse moves rapidly, his report and documents in pamphlet form. In ments by canals. What, then, will they be strength is expended in procuring the velocity the mean time, however, we would observe that when the country is intersected by railroads of his own movement-or, to speak more scienthe work on the road between the Point of In point of time, at least, the improvement will tifically, in overcoming the inertia of his own Rocks and Harper's Ferry is progressing, and be in an equal ratio, if not in other respects. body; he exerts more force, therefore, in the that it is believed the road will be completed in The completion of the New-York and Erie draught, when his motion is slow, say 3 to 4 the course of the ensuing year as far as the lat- Railroad, and a Railroad across Michigan, to the miles per hour. By increasing the difference ter place, and be there connected with the Win-mouth of the St. Josephs, will enable mer-between the size of the shaft and the wheels, chester railroad-a work, by the by, which will chants to land goods at Chicago in seven days a very great velocity may be procured with a not long terminate at Winchester. -and this will be done in a little over seven years.

slow steady draught of the horse. The wheels should be fixed firmly on the ends of the shafts, CHICAGO. We have had the pleasure of a through the centre of which a strong iron rod conversation with Mr. Frederick Stahl, of the We understand (says the Miner's Journal) should be passed, the ends of which should firm of Johnson & Stahl, of this place, who re- that an experiment was made a few days since move in an iron bar, placed fore and aft, to keep turned from Chicago on Tuesday last. He on an inclined plane of the Danville and Pottsinforms us that he ordered goods from New-ville Railroad, on the Broad mountain, to ascer- the shafts at the proper distance from each York, which were shipped on the 10th, and tain its practical operation; the length of the other. Would not this make a very simple arrived at Chicago on the 30th August. The plane being 800 feet, and perpendicular height horse locomotive, sufficiently well adapted to charges for transportation from New-York to 200 feet. The ascending car, which was raised the purpose to supercede steam? Chicago, including commissions and storage, is by means of a descending one, passed up in the

Yours, &c.

SPEED.!

The Undulating Railway. By JUNIUS REDIVI. Badnall's scheme "than is dreamt of in my
VUS. [From the London Mechanics' Maga- philosophy."
zine.]

posed that duty upon the parishes, and was followed by many others to the same effect in the reigns of Elizabeth and James I. The first toll-bar was erected in 1663, on the northern road leading through Hertfordshire, Cambridgeshire, and Huntingdonshire: "which_road," says the act, "was then become very bad, by means of the great loads of barley, malt, &c. brought weekly to Ware in waggons and carts, and from thence conveyed by water to London." P. S.-Illness, and the pressure of occupa-Three toll-gates were erected, one for each of the above-nained counties; and it is said that the people were so prejudiced against the innovation, that they rose in a mob and destroyed them.

I remain, yours, &c.

JUNIUS REDIVIVUS.

The Undulating Railway. By S. D. [From
the London Mechanics' Magazine.]
SIR,-If you examine the author's account

Coaches are said to have been first intro

" are, by the frequent passage of carts, waine, and horses, to and from London, become so Make two railroads side by side, with the miry and deep as to be almost impassable." SIR, Since I last wrote to you I have ends and beginnings parallel. Let one be an As for the country roads, little or no attenseen Mr. Badnall's treatise on railway improve. horizontal road, say two hundred feet in length. tion seems to have been paid to them till toments; but I must confess I see therein no Let the other be increased in actual length, by wards the middle of the sixteenth century. In statement which tends to shake my incredulity means of any undulating form Mr. Badnall may the course of the reign of Henry VIII. four on the subject of hill and valley locomotion. I choose till it measures two hundred and twenty-statutes connected with this subject were still prefer the level, and doubt not of its being five or fifty feet. Then let a barrel spring be passed: two for altering certain roads in the the most economical railway. In the way of adapted to a carriage, so that, when traversed Weald of Kent, and in Sussex; a third for argument I have nothing to add to my foriner backwards on the horizontal road, it may just mending a lane near the city of Chester; and letters on the subject. I did, indeed, wish to have power enough to reach the extremity a fourth for the repair of bridges. The first geask one or two questions, which I had intended again Then take the carriage, thus wound neral act for keeping the roads in repair was to put when I read your review, and the extract, up, and place it on the undulating road, and if passed in 1555, in the reign of Mary. It im stating that the moving power of the experi-it reach the extremity of that also, I shall be mental carriage was a steel spring coiled round ready to acknowledge the triumph of Mr. Bada barrel; but I have since found that a writer all's principle. But, even then, unless it perin the Magazine edited by the Messrs. Cobbett form something more, there will be no gain in has forestalled me. It is by him stated that the point of economy, but, on the contrary, a conexperiments were unfair; that in the case of siderable loss, by the extra expense of material both the level and the curve, the carriage was consumed in the road. And here I leave the traversed backwards along the whole line, and matter for the present. that on the curved line the distance traversed was considerably greater than on the horizontal line, consequently that the spring was wound up to a greater amount of tension. He tion have, hitherto prevented me from answerstates further his belief, that if the carriageing "R.” were wound up on the level road, and then placed in motion on the curve, that it would stop half way from want of power. Whether this statement be correct or not I cannot pro- of his invention as exhibited in your extracts, Arundel, and by the commencement of the duced into England in 1580, by the Earl of nounce, not having seen the trials, but the winding up of a spring is assuredly a matter of you will find that in paragraph 3, he says, "that next century they had become common in Lonconsiderable importance, when we consider throughout the ascent the pressure upon the don. They were brought to Edinburgh in the that half a turn of the barrel, when nearly is precisely the same as it was down the de-historians of that city tell us, that coaches for rails, and consequently the amount of friction, suite of the English ambassador in 1598. The wound up gives more power than several turns scent A B, viz., as much less than it was on the use of the public generally were established at the commencement. Mr. Badnall says, p. 74, "In allusion to the Now, surely the amount of friction is propor- troduced in London in 1625. the horizontal line E A as the line C D to D C." there in 1610. Hackney coaches were first incomparative difference in the speed between tional to the lines representing the pressure the two curved railways, in the preceding state. As yet there was but little intercourse be. ment, and in the statement at p. 67, I confess upon the rails, which are CP and CG, not tween these two capitals. In London, ScotCD and D C. But even with this understand-land and Edinburgh were considered as fomyself in difficulty." At p. 77 he says, "The advantage gained over a common horizontal railing, let us see if the inference be correct. way will be in proportion to the length and depth though the disposable power of gravity in op- as to this time there hath been no certain inin paragraph 5 we find it stated, "that al-sued by Charles I. to the effect, that, "where. reign parts. In 1635 a proclamation was isof descent." Now, supposing the moving power to be a coiled spring, it is quite clear that the position to pressure is only as CD to CP tercourse between the kingdoms of England tension would increase, and consequently the yet this is no criterion of the extent of advan-and Scotland, his majesty now commands his power would increase, in proportion to the age gained in speed; in fact, CD may as pro-postmaster of England for foreign parts to set. number of turns, and in a compound ratio. It perly be stated to represent the saving in fric-le a running post or two, to run night and day tion." this be the case, the "difficulty" will be solved] If CD may be stated to represent the saving considerable time after the commencement of between Edinburgh and London." It was a without accounting for it by the "vibration." From the letter of Mr. Stephenson, quoted in friction, throughout the whole descent, it the last century before there was more than in Mr. Badnall's book, I take the following ex-may also be stated to represent an augmenta- one despatch of letters in the week from Lontion of friction upon the whole ascent; so that on to Scotland. In the year 1763, the London "This sort of force (periphugal force) per-D will be that of the latter quantity. With CP being the measure of the former, CP+ coach set off from Edinburgh only once in the haps not being thoroughly understood, you wi!!! month, and was from 12 to 16 days on the road. allow me to compare it to a man on horseback, this in mind, let us see what the author says The vehicle which accomplished this adventuriding at full speed, and the animal stopping the ascending part of the undulation were only stage-coach in the northern capital, except two farther on, that if "the power employed upon rous achievement was at that time the only himself with all the power he is master of; we' should in such a case naturally expect to see just sufficient to overcome the friction and re- which ran to the neighboring port of Leith. A the rider thrown forward, taking along with sistance of atmosphere, the carriage would najourney to or from Edinburgh was in those him both bridle and stirrups." turally, as proved by the action of the pendu-days a doubtful and hazardous expedition— With all deference to the opinion of Mr. Ste-|| lum, rise the ascent BE in the precise time it phenson, I beg to remark that I have been for occupied in traversing from A to B." some years in the habit of studying the laws of Now, on the horizontal railway the friction is "forces," in this very species of involuntary represented by the C G, but upon the ascent of experiment. I have seen numerous riders thus the undulating railway by CP+CD, which shaken out of their saddles-technically called being greater than the other, it would oppose "purchasing an estate"-and with nearly the more force to the progress of the carriage, and result he has described: but invariably their it would require more power to overcome it. future progress was arrested by friction, both on levels and up hill, the momentum being absorbed by the material on which the falling body impinged, and sometimes so rapidly that it dragged life along with it. Down hill, it is true, the momentum has occasionally been of considerable avail, unless a thicket or patch of aloes, or spiry larch-thistle, happened to inter-" vene as a recipient. Even thus I suspect the "periphugal force" would impinge upon and be absorbed by the upward ascent of an undulating railroad.

tract:

In thus examining the author's explanation am led to think that the amount of friction is not less on the undulating than on the horizonI am, sir, your obedient servant,

tal railway.

something like setting out in quest of the north. west passage. It is said, that, in Scotland, when a person determined upon attempting the achievement, he used, with the laudable pru. dence of that country, to make his will before setting out.

The change that has since taken place is immense. The journey between London and Edinburgh is now performed by the mail-coach, at all seasons and in all weathers, in little more than forty-three hours and a half. The persou who undertakes it exposes himself to scarcely any more danger than he does when he walks along the street in which he lives. Even in Scotland, a man seldom now thinks of making his will merely because he is about to The Great North Road in England. [From visit London. These changes, and the countthe Monthly Supplement of the Penny Mag-less others of which they are examples or inazine.]

May 20.

(Continued from page 661.)

S. D.

dications, are due to the existence of a good road between the two capitals. This road, more than the compact of the year 1707, is the true union of the kingdoms.

At page 84 Mr. Badnall talks of having given The first notice which has been discovered a limited power to his spring, winding it up ten of the collection of a toll for the repair of roads feet and six feet. Why was this small power in England occurs in the year 1346, in the Within the last thirty years this Great North selected? The experiment seems on too small reign of Edward III. In that year it was or- Road, as it is commonly called, has been exa scale to justify any reliance on the result. Idered that tolls should be exacted for two years tended to the remotest extremity of the island will state an experiment, which, if it give a re-to come, from all carriages passing along Hol--to a point still farther beyond Edinburgh (at sult in favor of undulation, when accurately born, Gray's Inn lane, and the highway called least by the line taken) than Edinburgh is dis. tried, I shall think that there is more in Mr. Charing, "which roads," says the commission, tant from London. This latter portion espe

cially, and also parts of that extending to the the same committee, the handsome new bridge Tyne, at the north end of the village of Ford south of Edinburgh, have recently undergone over the North Tyne at Morpeth, constructed Pathhead, called the Lothian bridge. Cranssome material alterations and improvements. by Mr. Telford, after the model of the bridge of town Dean bridge is forty-six feet in height, Those that have been effected within the last Neuilly, near Paris. and consists of three semi-circular arches of three years alone are well fitted to raise the ad- But the most important improvements in seventeen feet span: the whole building is of miration of all who are qualified to appreciate this quarter, and those to which we would par-ashler, and the piers being only three feet in their importance. They afford an evidence ticularly direct attention, are the alterations thickness, the bridge has a very light appearwhich is extremely gratifying, of the exertions which have recently been effected, or are in pro-ance.

that continue to be made in order to uphold gress of execution, on the portion of the road Lothian bridge is eighty-two feet in height, and extend one of the chief foundations of our to Edinburgh immediately beyond Morpeth. and consists of five semi-circular arches of fifnational prosperity and greatness. We have Here the Chevoit hills run almost parallel to ty feet span, surmounted by ten segments archbeen fortunate enough to obtain very complete the coast, to which they at the same time ap-es of fifty-four feet span and eight feet of rise. accounts of the principal of these improve-proach so closely, that what we may call their The piers are eight feet thick by twenty-eight ments, in most instances, from persons having roots stretch across the intervening space in feet broad, and hollow in the centre, as are also access to the best sources of information; and the shape of so many successive elevations, the abutments.

abstracts of these we now propose to lay be- while the hollows between are occupied by riv- The whole building is of ashler, thereby fore our readers, interspersed with such expla-ers more or less considerable, all having a di-presenting a happy combination of durability nations as may convey a full and correct view rection at right angles to the line of the road. and lightness, and adding much to the ornaof the whole course of this great highway,-This extreme inequality of surface has hitherto, ment of the adjoining grounds. The embankthe longest continued line of road in the Uni-as already intimated, forced the road close upon ments at the ends of the bridges are planted ted Kingdom. the sea: but even while thus retiring as far as up with evergreens. IMPROVEMENTS IN THE NORTH.-So greatly possible from the mountains, it has still not been Of the embankments, that at Cotterburn is does the northern portion of our island incline able to avoid a remarkable steep ridge called of the length of five hundred yards, and will or lean over to the west, that Edinburgh, while Birnside Moor. The gentlemen of Northum-contain 200,000 cubical yards of earth. The it is about 320 miles to the north of London, is berland, however, have at last, aided by the extreme depth of cutting in the line of the also above 100 miles to the west of it-although great exertions of Sir John Marjoribanks, of road will be thirty-two feet. Besides the genethe two capitals stand at about equal distances Leeds, effected the union of several of the lo-ral improvement of the line of road, these opefrom the east coast. Edinburgh, on the east cal trusts into one, and thereby enabled them-rations have opened many fine prospects of the coast of Great Britain, is, in fact, rather farther ||selves to raise the sum of £12,000, which they neighboring beautifully wooded and highly west than Liverpool, which stands on the west are now in the course of expending in carry-cultivated country. The expense has amountcoast. What is called the Great North Roading the road through a series of vallies lying|ed to between £20,000 and £30,000, besides a from London, therefore, diverges considerably farther to the west, in place of this elevated large sum of money which was previously exfrom a line drawn due north. The wide level moorland. The whole of this improvement pended on the improvement of that part of the country which generally prevails as far as to will be completed during the present year; and line which is situated between this district and the heart of Yorkshire enables it to pursue although much still remains to be done to make Edinburgh.

up to that point a course nearly perfectly the road what it ought to be in the more imme. The city of Edinburgh stands within two straight. The first formidable obstacle, in-diate vicinity of Morpeth, the alteration effect-miles of the great arm of the sea called the Frith deed, which it meets with to prevent it from fol-ed here will deserve to be accounted one of the of Forth, which, at the part immediately north lowing the shortest line to the Scottish metro-most valuable works of public utility which of the Scottish capital, is about seven or eight polis, is interposed by the Chevoit hills, which have been recently accomplished in these isl-miles broad. Steamboats and other vessels form the north-west boundary of Northumber-ands. put across this estuary at all hours from Leith, land. These hills, at their northern extremity, The road, following the new direction thus the port of Edinburgh, and from Newhaven, approach so close to the sea as to leave only a given to it, will now leave Berwick to the right, about a mile to the west of that town, both to pass of a few miles broad, through which the and, instead of running along the coast, as it Burnt Island, Pettyeur, and Kinghorn, which road at this part of its course can be carried.does at present, by Dunbar, and thence turn-are directly opposite, and to Kirkaldy, Dysart, Hitherto the town of Berwick, which is on the ing around in a due west direction by Hadding-Leven, Ely, Pittenweem, and Anstruther, which coast, and at a short distance beyond the termi-ton, will proceed by Wooler and Coldstream lie farther to the east. The common passage nation of the Chevoit range, has been assumed in very nearly a straight line to Edinburgh. The for travellers to the north is from Newhaven, as the point which should determine the direc-saving by this route we believe, will be above (where there is a chain pier,) to Pettycur. As tion of the first part of the road between the||10 miles, the distance from Edinburgh to Mor-this passage, however, is subject to be occatwo capitals. This has made the deflection of peth being reduced from 104 miles to about 93 sionally interrupted, (though since the introducthe line to the west less than it otherwise would It is only lately, however, that the road by Cold-tion of steam navigation that is a circumstance have been; for Berwick, although far west of stream, which passes through a very hilly coun-which has very rarely happened,) the mail, inLondon, is still considerably to the east of Ed-try, has been brought to such a condition as stead of crossing here, proceeds along the inburgh. that the mail could travel on it. The exertions coast of the river to Queensferry, about twelve The direction of the southern portion of this of the gentlemen of Berwickshire and Midlo-miles farther west, where the channel is conroad, then, may be considered as necessarily thian, by which this important object has been tracted to the width of about a mile and a half. regulated. not by the relative positions of Lon-at last accomplished, rather preceded those of But before leaving Edinburgh we cannot help don and Edinburgh, but of London and Ber-the Northumberland trustees to which we have noticing, although not upon any of the great wick, or another point but a few miles to the just adverted, their operations having com.lines of road leading from that capital, the westward of the latter town. The route fol-menced in January, 1828.

66

magnificent bridge, called the Dean bridge, lowed by the mail at present, in fact, is very From a report now before us, by the clerks which has lately been thrown across the chasm nearly the shortest line between London and of the Berwickshire trust, it appears that the formed by the river or water of Leith to the Berwick, subject merely to such slight devia-improvements effected on what is called the north of the city. The reader will find a notions as are required in order to make it touch Greenlaw Turnpike Road embrace the reduc- tice of this structure, which was only finished certain great towns. The length of this portion of numerous severe pulls of from one about the beginning of the last year, in the tion of the road, which passes through Hunt-foot in six to one foot in twelve, occurring be- Companion to the Almanac" for 1832. This ingdon, Stamford, Doncaster, York, Darlington, tween Deanborn, the northern extremity of the bridge, which has been erected after a design Durham, and Newcastle, is 342 miles; the whole trust, and Coldstream, to gentle ascents of by Mr. Telford, almost at the sole expense of distance from London to Edinburgh being 399. from one foot in twenty-five to one in forty;John Learmouth, Esq. (late Lord Provost,) to The first improvements which it falls within besides the repair of the bridge over the Black-whose property it forms a communication, conthe plan of the present article to notice are those adder, at the east end of Greenlaw, and of that sists of two series of four arches each, the one which have been recently made on the northern over the Tweed, at the east end of Coldstream. surmounting the other. The span of each of portion of this line of road between London Including £2,100 expended on the Coldstream the upper arches is 96 feet, and the road-way and Berwick. We shall begin by merely ad- bridge, the whole cost of these improvements, passes at the height of more than 120 feet above verting to the magnificent approaches which up to the 8th of March last, had amounted the level of the water below. now lead to the town of Durham, the elevated only to £23,145. Of the adjoining portion of From Queensferry the present route of the situation of which formerly rendered it of such the road in the Edinburgh direction, which is mail is directly north by Kinross to Perth, from difficult access. The new entrances, which under the care of the trustees of the Dalkeith which point, crossing the Tay by a bridge, it have in a great degree overcome the obstacles district, a line of about eight miles, extending takes its way along the northern banks of that presented by the nature of the ground, are ex- from the south-east boundary of the county of river in an eastern direction to Dundee, and cellent specimens of engineering skill, and do Mid Lothian to the north end of Fordel Bank, from thence to Arbroath on the coast. The honor to the local trusts. They would proba-near Dalkeith, has within the same period been common road, however, from Edinburgh to bly, however, have remained unexecuted but shortened, and the passage on it rendered much Dundee, runs in nearly a straight line from for the stimulus given to these bodies by a more safe and easy, by altering the course of Pettycur through the county of Fife, and across committee of the House of Commons, which the road in some places, by cutting down and the Frith of Tay, which at Dundee is about had under its consideration the defective state banking over some difficult and dangerous pass-two miles in breadth. There is on this passage of the communication between London andes, and by building several new bridges. an excellent steamboat of a peculiar construc Edinburgh. We may here also mention, as The principal bridges are the bridge over tion, the paddles being placed in the middle, as having originated in the recommendations of Cranstown Dean, and the bridge over thell if there were two boats joined, and the form be.