MONUMENT BY THE BAR TO THE CHIEF JUSTICE. The following proceedings of the Philadelphia Bar, with whom the happy idea originated of raising a suitable Monument to John Marshall, set forth the mode in which it is proposed to carry out the plan. They will be of interest to, and command the concurrence, of the New York Bar, which so promptly associated itself in the noble enterprise.

MARSHALL MONUMENT.-At a meeting of the committee appointed by the Bar of Philadelphia, on the 7th July, 1835, held at the Law Library Room, on the 31st of the same month, P. S. DuPonceau, Esq., was appointed Chairman, and James C. Biddle, Esq. Secretary.

The following Resolutions were adopted: Resolved, That a sub-committee be appointed to consist of five members, whose duty it shall be:

1. To proceed immediately to collect subscrip

tions for the Monument, from the bar of Philadelphia;

2. To cause subscriptions to be collected from the Bar of the other parts of Pennsylvania;

3. To promote subscriptions by the members of the Bar throughout the United States;

4. To correspond with such committees, and in dividual members of the profession throughout the United States as may be authorized or disposed to co-operate with us in the proposed object.

5. To confer on the part of the Bar of Philadelphia, with such committees or individuals as may be appointed or authorized to confer with them on the subject of their appointment or matters connected therewith.

6. To adopt such other measures as may seem to them expedient and proper for furthering the contemplated purpose.

Resolved, Tnat desiring to make the subscription as extensive as possible, and to avoid inconve. nience to those who may be willing to unite with them, it is the wish of the committee that individual subscriptions should be moderate, and that the required amount may be made up by the number of contributors, rather than by the magnitude of particular donations, so that the Monument may truly be the work of the Bar of the United States, and an enduring evidence of their veneration for the memory of the illustrious deceased.

Resolved, That it is the desire of the Bar of Philadelphia, that all who may contribute, shall have a voice in selecting the plan to be adopted, and at a suitable time arrangements will be made to give them an opportunity, by their delegates, to take a part in the selection.

Resolved, That before a plan can be adopted, it is necessary to know the extent of the means that will be furnished, and therefore, it is carnestly requested that subscriptions may be collected and forwarded with the utmost possible despatch.

Resolved, That Samuel Jaudon, Esq., Cashier of the Bank of the United States, be the Treasurer of the Marshall Monument Fund, to whom all monies collected, are to be forwarded.

Resolved, That we sincerely hope that our brethren throughout the United States, will immediately and actively exert themselves, within their respective spheres, to collect and forward subscriptions, in such manner as may seem to them

tents of the baggage car. The following, from the Easton (Pa.) Argus, will show that the suspicions were not groundless :-[Sun.]

"Fire in the stage !-On Saturday last, Mr. H. Hummaun, received from Philadelphia by the stage a box containing books and stationary, and among the rest a box of Lucifer matches. It seems that the friction occasioned by the motion of the stage caused the Lucifers to ignite, but fortunately for the want of air the fire was smothered. The whole contents of the box sinelt strongly of burnt matches though the damage was inconsiderable."

TEXAS VS. MEXICO.

[From the New Orleans Bulletin of July 18.] TEXAS.--Captain Moore, of the schr. ShenandoTexonians had seized upon the fort at Anahuac, ah, in a short run from Brazoria, reports that the garrisoned by one hundred men, whom they captured and sent to San Felipe. A portion of the people thought that this step was pushing matters

to extremities, and as one uncalled for, but all were determined to maintain their just rights should they be assailed by the Mexican powers.

Schr. Shenandoah sailed from Brazoria on the 10th, and the Brassos Bar 11th inst., left no vessels -reports that the people of Anahuac on the 7th inst. rose upon the Mexican soldiers quartered in that place, and captured their fort, which was no sooner done, than they offered to desert Santa Anna and join the Texonians, but instead of receiving them the people drove them far into the prairies towards Nacogdoches-and also reports that the people on the Brassos river were organizing a military force to proceed immediately to the defence of the town of San Antonio-great excitement prevailed among all classes of the inhabitants.

RUMORED DISTURBANCES IN COLOMBIA.-The following paragraph is from the books of the Philadelphia Exchange. As there are no papers from that city to day, we have nothing in explanation, confirmation, or contradiction of it. Extract of a letter from the American Consul dated

ST. JOHNS, P. R. July 17, 1835.

The disturbances on the Main continue, and have been of such a nature in Colombia, that the President and Vice President have left, and arrived at St. Thomas on Wednesday last-We have not learned the particulars.

r

all to her; and her lofty primitive mountains, he mighty rivers, her impenetrable forests, her deep blue sky where the sun and the moon sail in cloudless majesty, and banish all idea of darkness; the furious grandeur of her tempest; the strange and uncontrolled forms with which her wastes are peopled; her gay, laughing flowers; her juicy and exquisite fruits, which require no toil to bring to perfection; her children, rude and disgusting as many of them are,even form objects of compassionate interest, from the very curse under which they seem to labor; and all these, perhaps, create feelings in residents which, to those who have always dwelt in civilized nations, are inexplicable. There may be yet another cause, which is the constant excitement afforded by a life which often presents danger, and constantly requires contrivances for comfort and enjoyment.-[Mrs. Lee's Stories of Strange Lands.]

FEROCITY AND FANATICISM.-The less the designs of the Ismailites prospered by the sword the more successful and persevering were they with the dagger: and, however dangerous to the order the times might be, they were not the less so its most powerful adversaries. A long series of great and celebrated men, who during the grand mastership of Kiabusurgomid, fell by the poinards of his Fedavi, signalized the bloody annals of his reign; and, as formerly, according to the fashion of oriental historians, there follows, at the end of each prince's reign, a catalogue of great statesmen, generals, and literati, who have either adorned by their lives or troubled it with their death; so, in the annals of the Assassins, is found the chronological

enumeration of celebrated men of all nations who

have fallen the victims of the Ismailites, to the joy of their murderers and the sorrow of the world.--The first under the grand-mastership of Kiabusurgomid was Cassim-ed-dewlet Aksonker Bourshi, the brave Prince of Mossul, feared alike by the Crusaders and the Assassins, as one of their deadliest enemies. Having fought his last battle with the former, near Maara Mesrin, he was, on the first Sunday after his return, attacked by eight Assas sins, disguised as dervishes, as he was in the act of seating himself on his throne in the mosque at Mossul: protected by a coat of mail and his natural bravery, he defended himself against the wretches, three of whom he stretched at his feet; but before his retinue could hasten to his assistance, he received a mortal wound, from the effects of which he expired the same day. The remaining Assassins were sacrificed to the vengeance of the PICTURE OF AFRICA.-It possesses not the charm populace, with the exception of one young of refined and intellectual society; its European in- inan from the village of Katernash, in the mounhabitants, with very few exceptions, professedly tains near Eras, whose mother, on hearing of try to get money as fast as they can, that they may Aksonker's murder, dressed and adorned her return to England; and yet when they do return, self for joy at the successful issue of the attem there is no place so dear to them as the land they in which her son had devoted his life; bur on have left. I could cite various examples of this, his returning alone, she cut off her hair and blackbut two or three only will serve as a type for the ened her hair, with the deepest sorrow, at he had rest. During our second voyage to Africa, we met not shared the murderers' honorable death. To with our dear friend Mr. M-I-n; he was dying such lengths did the Assassins carry their point of from consumption, and suffering dreadfully, and honor, and what may be termed their Spartanism. yet his pain, his approaching dissolution, were Moineddin, the vizier of Sultan 'Sandjar, was also alike forgotten when Mr. Bowdich and myself murdered by an Assassin, bred by his enemy, would sit by his side and talk of the scenes and ad- Derkesina, the vizier of Me'hammed, and a friend ventures we had known together in Fantee. The of the Ismaelites. In ord er the better to attain his delicious fruits of Madeira were not to be compared object, the ruffian entered his service as a groom. with ours on the coast; the storms were not so One day, as the vizier went into his stable to ingrand; the hottest season there was much more spect his horses, the false groom appeared before intolerable; and the Portuguese servants not half him without clothes, in order to avoid all suspicion so good as his own man, Black Jack, who used to of carrying concealed weapons, although he had beg him "not to take vex, but he wanted a bottle of hid his dagger in the mane of the horse, whose wine particular:" the invalid's eyes would brighten, bridle he was holding. The horse reared, and, unthe color rush into his pale lips and cheeks, and a mo- der pretence of quieting him with caresses, he mentary strength would be imparted by these, and snatched his poina.d and stabbed the vizier. If a multitude of happy recollections. Certainly Bourshi, Prince of Mossul, stood on the list of the no one ever suffered more in Africa than the invictims of the Ismaelites, solely because he was a trepid Mr. Hutchinson, who died only a few months rival to their power and an obstacle to their greatback at Leith, a victim to a northern, instead of a ness, we shall not be surprised at finding the name tropical climate; and yet he never was so animated of Busi, the Prince of Damascus, by whose orders or enthusiastic, in short so happy, as when re- the vizier Masdeghani and six thousand Assassins curring to the scenes of his past life. And so it had been massacred. The slightest pretence was is with myself. I have visited other lands, nay, sufficient to cause the blood of princes to flow belived in them, and my path has been broken and neath their stilettos; how much more when their rugged. Still more thorny was it in Africa, and own called, as in this latter case, for revenge. To yet my thoughts and feelings incessantly recur escape was beyond the power of prudence, as they with indescribable affection to those wild scenes; watched for years, for time, place, and opportunity. overy minute circumstance vividly rushes before Busi, the son of Togtegin, was, in the second year me as if it were the occurrence of yesterday, and after the massacre, attacked by his avengers, and my very dreams are of that magnificent land, received two wounds, one of which healed immediwhere nature has lavished her treasures with such ately; the other was, however, mortal the followunlimited profusion. Perhaps these treasures forming year.-[Von Hammer's History of the Assas one of the secret links of that chain which binds us

sins.]

Musings-By Flaccus in the Country.

ELEGY.

MARSHALL-Thy name is written on the rock,
Where Freedom raised her standard in despair;
But braved triumphantly the tyrant's shock,
And drove the baffled lion to his lair.

For thee thy country mourns-departed worth!

Whose hand upheld her from her childhood's years; For thee her guide, her guardian from her birth The grateful orphan sheds her gen'rous tears. Thine, is the double glory, to sustain

The prize of Liberty, as well as win;
With open foes to triumph on the plain,

And thwart the plots of treach'rous friends within-
Yet some there are, would boldly blast thy name;
(The base would e'er revile the noble dead)
Or praise in whispers what they should proclaim-
Peace! their curse, it cannot reach thy head.
Dogs bay the moon, but heaven's majestic queen
Kolls on, regardless of the yelping crew-
So shall thy fame shine on it's course serene,
Nor heed the hounds of malice that pursue.

Remnant revered of Freedom's holy band!

Who linger'd long, yet bade, too soon, adieuAh! whither now shall turn thy widowed land?

In danger's hour, whose hand shall guide her through Feeble, and few, thy hoary mates appear,

Who drank pure Freedom from her fountain-head;

What now is left, to keep the current clear?

When license threaten's Freedom with its blight;

What, save the bright example of the dead?

In storms of war, in every civil strife,

We'll ope the spotless pages of thy life,

And read the lesson that shall lead us rightNo. 7.

W.

CIRCULAR. TO ENGINEERS and Superintendants of Railroads and Canals.-I am preparing to issue a new edition of my RAILROAD AND CANAL MAP; and being desirous to correct the errors of the first edition, take the liberty to request the ENGINEER, or SUPERINTENDENT, of every Railroad and Canal in the UNITED STATES, to furnish me at his earliest convenience with a full and precise account of the condition of the railroad under his direction or charge. He is requested to state the length of the road, the number of miles completed, the elevation it surmounts, the radius of its curves, the style of its construction, its average cost per mile, the number, if any, of inclined planes, with stationary engines-in short, every thing which may be of interest to engineers, or others who may be connected with the subject of Railroads and Canals.

To such as comply with the above request, and furnish the desired information previous to the first of August next, a copy of the new edition of the Railroad and Canal Map, will be sent, by mail or otherwise, as may be directed, as soon as completed.

New-York, June 27, 1835.

D. K. MINOR.

RAILROADI JOURNAL AND ADVOCATE OF INTERNAL IMPROVEMENTS.

This work is published once a week, in quarto form of EIGHT pages, devoted mainly to the subject of internal improvements, in all its various modes and forms.

Three volumes were completed in December, 1834, and the 4th volume is now in progress. Terms, $8 a year, IN ADVANCE. Previous volumes same price; full sett of four volumes, $13,

"

RAILROAD AND CANAL MAP,

Or a Map of the United States, 24 by 40 inches, on which is delineated all the Railroads and Canals in use, or in course of construction, and most of those in contemplation; together with a concise description of, or reference to, each, and containing over 70 pages of letjer press. The map is on bank note paper, and put up in pocket form, with morocco cover, or in paper cover, and may be sent by mail to any part of the country Price $2

MECHANICS' MAGAZINE, AND REGISTER OF INVENTIONS AND IMPROVEMENTE. This work has nearly completed five volumes. It is published monthly, in numbers of 64 pages each, in large octavo form, and forms two good sized volumes a year, of 384 pages each.

This work is STEREOTYPED from the first number, and therefore any number of copies may be obtained from commencement, if desired. It has many able correspondents, who furnish original communications, in addition to its selections from the best European periodicals of the day, with numerous engravings and illustrations of the subjects on which it treats. The Mechanics' Magazine may be considered as one of the permanent periodicals of the country. Price, $3 per annum, IN ADVANCE. Previous volumes $1,50 each.

THE APPRENTICE'S COMPANION— A monthly publication, in large octavo form, of sixteen pages each number-designed to persuade APPRENTICES, and others, to habits of INDUSTRY, TEMPERANCE, and FRUGALITY-is published at the office of the MECHANICS' MAGAZINE, No. 35 Wall street, NewYork, for FIFTY CENTS a year-for 12 numbersby D.K. MINOR.

All letters must be postage paid. Eleven num

bers sent to one address for $5,- and TWENTY
THREE for $10.
D. K. M.
NEW-YORK FARMER AND AMERICAN GAR-
DENER'S MAGAZINE.

This work is devoted mainly to AGRICULTURE and HORTICULTURE; it, however, treats upon various other subjects more or less connected with them. It is now in its 8th volume, or 3d volume, new series, and is designed to be made equal to any work of the kind in this or any other country. No reasonable expense will be spared, either to secure the best writers the country affords, or to furnish engravings and illustrations. It is published monthly in large octavo, 32 pa. ges per month, at $3 per annum, and when paid in advance eight additional pages per month are givenVols. 6 and 7, or 1 and 2, new series, $3 per volume.

ese works may all, or either of them, be had of S/Bldenburgh, 96 North Pearl street, Albany; D. Vale, 14 Washington street, Boston; Fessenden, Philadelphia; or of the Proprietor and Publisher,

D. K. MINOR.

35 Wall street, New-Ye

Norwich.

each share of the Capital Stock of the Boston, Norwich and New London Railroad Company, has been laid payable on the 18th day of August, 1835, at the Office of the Company, No. 52 Wall street, New York, or at the Quinebaug Bank, THOMAS ROBINSON, Treasurer. Norwich. July 11th, 1835. jy.16. tA13 NOTICE TO CONTRACTORS. Sealed Proposals will be received at the Hudson and Berkshire Railroad Company's Office, in the city of Hud son, until the 5th day of September next, for excavating and embanking 14 miles of their Road from Arnold's shop, near Groat's, at Chatham Four Corners, to the state line, and also for constructing 8 Bridges, from 60 to 70 feet each, between the abutments. Plans of the masonry and superstructure of the bridges will be exhibited at the Railroad Office. Contractors will be required to furnish all the materials for bridges; and the masonry to be completed by the 1st of December next. The road to be graded for a double track, 24 feet wide. A part of the road will be heavy rock and gravel excavation. Profiles of this part of the route will be exhibited at the Railroad Office, in Hudson, and also at the Office of the Engineer, at Chatham Four Corners. The road will be divided into sections of one half and one mile each in length, and prepared for examination by the 10th of August.

Proposals will also be received for furnishing 500,000 feet, B. M., of White Oak Rails, 6 by 7 inches square, and 16 feet long. Also, 15,000 Oak or Chesnut Ties, 6 by 7 inches square, 8 feet long, or, if round, not less than 8 inches in diameter, at small end. Also, 500,000 feet of Chesnut, Pine, or Hemlock Sills, 4 by 10 inches, 12, 16, or 20 feet long.

The whole to be subject to the inspection of the Enginear, and to be delivered on the line of the road, by the 15th of April, 1836.

The remaining 18 miles of the route will be put under contract as soon as the line can be prepared.

Persons applying for contracts will be expected, unless personally known to the Engineer, to present with their proposals recommendations as to ability to perform their contracts.

Any Information on the subject afforded at the Engineer's Office, Chatham Four Corners. JAMES MELLEN, President. GEORGE RICH, Chief Engineer. 31-5t

Hudson, Aug. 1, 1835.

TO TUNNEL MINERS, DRILLERS, &c. Wanted, immediately, 40 Tunnel Miners, (Cornish Miners will be preferred,) 80 Drillers, 50 Laborers, and two experienced Mine Blacksmiths, où the New York and Harlem Railroad, about five miles from the City. Liberal wages will be given, and cash payments made every fort night. Apply at Mr. FOWLER'S, St. John's Hall, Frank. fort street, New-York.

JOHN RUTTER, Contractor.

The Albany Argus, Philadelphia U. S. Gazette aud Pennsylvanian, will please copy this, and send their bills to the Railroad Company, 14 Wall street, New-York. 23-tf

RAILROAD CASTINGS. MANY & WARD, Proprietors of the Albany Eagle Air Furnace and Machine Shop, will make to order car wheels, chairs and knees, and every other description of castings required for railroads. R-ly feb14

PATENT HAMMERED SHIP, BOAT, AND RAILROAD SPIKES.

Railroad Spikes of every description required, made at the Albany Spike Factory. Spikes made at the above Factory are recommended to he public as superior to any thing of the kind now in use Ship and Boat Spikes made full size under the head, so as not to admit water.

Orders may be addressed to Messrs. ERASTUS CORNING & CO., Albany, or to THOMASTURNER, at the Factory, Troy, N.,Y. sept.13-ly

STEPHENSON,

Builder of a superior style of Passenger Cars for Railroad,

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 of the New-York and Harlem Railroad J26 tf 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.

800

900 do. 2 do. do. 24

do.

do.

do.

soon expected.

Flat Bars in lengths o 14 to 15 feet, counter sunk holes, ends cat at an angle of 45 degrees, with spli cing plates and nails to suit.

250 do. of Edge Rails of 36 lbs. per yard, with the requisite chairs, keys and pins.

Wrought Iron Rims of 30, 33, and 36 inches diameter for Wheels of Railway Cars, and of 60 inches diameter for Locomotive wheels

Axles of 24, 23, 24, 3, 34, 31, and 34 inches diameter for Railway Cars and Locomotives of patent iron. The above will be sold free of duty, to State Govera ments 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 Rails, Chairs, Pins, Wedges, Spikes, and Splicing Plates, in use both in this country and Great Britain, will be exhibited to d71meowr those disposed to examine them.

SURVEYORS' INSTRUMENTS. Compasses of various sizes and of superior quality warranted.

Leveling Instruments, large and small sizes, with high magnifying powers with glasses made by Troughton, together with a large assortment of Engineering Instru. ments, manufactured and sold by E. & G. W. BLUNT, 154 Water street, J31 Gt corner of Maiden lane. SURVEYING AND ENGINEERING INSTRUMENTS.

The subscrber manufactures all kinds of Instra ments in his profession, warranted equal, not superior, in principles of costruction and workmanship to any im ported or manufactured in the United States; several of which are entirely new. among which are an Improved Compass, with a Telescope attached, by which angies can be taken with or without the use of the needle, with perfect accuracy-also a Railroad Goniometer, with two Telescopes and a Leveling Instrument, with a Goniometer attached, particularly adapted to Railroad purposes. WM. J. YOUNG, Mathematica! Instrument Maker, No. 9 Dock st., Philadelphia.

The following recommendations are respectfully submitted to Engineers, Surveyors, and others interested. Baltimore, 1838

In reply to thy inquiries respecting the instruments man ufactured by thee, now in use on the Baltimore and Ohio Railroad, I cheerfully furnish thee the following infor mation. The whole number of Levels now in possession of the department of construction of thy make is seven The whole number of the "Improved Compass" is eight These are all exclusive of the number in the service of the Engineer and Graduation Department.

Both Levels and Compasses are in good repair. They have in fact needed but little repairs, except from accidents to which all instruments of the kind are liable

I have found that thy patterns for the levels and com passes have been preferred by my assistants generally ta any others in use, and the Improved Compass is superior to any other description of Goniometer that we have yet tri-ed in laying the rails on this Road.

This instrument, more recently improved wh a revez sing telescope, in place of the vane sighs, leaves the engineer scarcely any thing to desire in the formation of convenience of the Compass. It is indeed the most com pletely adapted to lateral angles of any simple and cheap instrument that I have yet seen, and I cannot but believe it will be preferred to all others now in use for laying of rails-and in fact, when known, Ithink it will be as highly appreciated for common surveying. Respectfully thy friend, JAMES P.STABLER, Supt of Construction of Baltimore and Ohio Railroad. Philadelphia, February, 1833. Having for the last two years made constant use o Mr. Young's "Patent Improved Compass," I can safely say I believe It to be much superior to any other instrument of the kind, now in use, and as such most cheerfully re. commend it to Engineers and Surveyors.

E. H. GILL, Civil Engineer.

NEW-YORK AND ERIE RAILROAD. - We would call attention to the proceedings of the Railroad Convention held at Oswego, published in this number of the Journal. It was well attended, and attended, too, by by delegates from Oneida county from whence came much of the opposition in the last Legislature. That "truth is mighty and will prevail," in this, as in most other important matters, we have never doubted; and it is truly gratifying to those who look at, and advocate, this as a national work, to learn that there are daily and important conversions to its cause from its former opponents.

66

Total foreign and domestic entries and clearances

Amount of duties collected, $14,210 64.

63,735

23,041 23,103 46,154 109,879

House for the above quarter of the current year with On comparing the transactions of the Custom the corresponding quarter of the year 1834, we have arrived at the following results, which we state in round terms:

[VOLUME IV.-No. 32.

new arrai gement of running three times a-day over this road. The change of hour to four o'clock, P. M., for the departure of the New York steamboats from Providence, will be found, it is thought, convenient to passengers from Boston, who may then take an early dinner in that city, and arrive here the next morning before business commences.

In the deep cut of the Chesapeake and Delaware Canal, a slide took place, during the recent rains, which will, says the National Intelligencer, entirely obstruct its navigation, for some time to come, and cost a large sum to remove. The Baltimore American, however, of yesterday, says the damage is not so great, and that two sloops had since passed through.

Several of the steam carriages of the British and American Intercourse Company have been running in the vicinity of town this week, in particular from Hyde-park-corner to Siough, which (21 miles) is regularly done in an hour and 20 minutes. Among the passengers have been Lord Darlington,, Sir Hussey Vivi in, Sir John Elley, Sir Henry Colonels Grove and Thornton, Major Handley, Hardinge, Sir John L mbert, Sir Charles Dance, M.P., and Mr. Cayley, M.P.

STEAM CARRIAGES.- Some of the members of the committee of the House of Commons now sit

cent.

The increase of foreign tonnage arriving from and clearing for foreign ports, is 39 per cent.

The domestic entries and clearances for the 2d quarter of 1834, cannot conveniently be ascertained-but the increase for the corresponding quarter of the present year is known to be very great.

The increased amount of duties collected is nearly 1200 per cent.

The increased amount of imports is nearly 600

per cent.

And the increased amount of exports exceeds 700 per cent.

TROY AND BALLSTON RAILROAD. - We learn, by the Ballston Gazette, the RailWe have not now schooners enough to do the road from the city of Troy to that vil-business of our lake, and there is every reason to lage is so far completed, that the new enbelieve that we shall have double the business next year that we have this. Where shall we find vesgine with a train of passenger cars will sels to do it? Every schooner now which is well arrive there on Thursday or Friday from managed clears from fifty to one hundred per cent. Waterford. Thus it is that one railroad made. We have timber in abundance-and when on her cost yearly. No better investment can be after another is brought into use; and it the business is such that they will pay for themwill not be many years before the mode of selves every year or two, why can we not have a sufficient number to do all the freighting that may travelling on all the great thoroughfares be required by the commercial operations of our will be by railroad and steamboat.

PITTSBURGH.-The river is, three feet above low water mark.

lakes.

THE BOSTON AND PROVIDENCE RAILROAD.-Increased facilities to travellers are afforded by the

to be enabled to judge for themselves as to the prac ticability of a power so long suspended by legisla tive prohibition, in the shape of tolls, were invited a day or two since by Col. Sir Charles Dance, who is just returned from the continent, to accompany him in his steam-carrige on a trip to his house at Hartford, near Stanmore. The invitation being accepted, the carriage started with a par y from Oxford street, at half-past nine in the morning. At Hartford a dejeune was provided by the care of Sir Charles; after partaking of which, and witnessing some experiments in drawing heavy weights by a steam-carriage, (with a view to military purposes,) the party set off on their return to Oxford street, which they reached at half-past twelve, having ac complished the distance in forty-five minutes. On the journey out, the carriage went up Stanmore hill at the rate of eight miles an hour, although this is an ascent where the mail and stage coaches generally make use of six horses. Besides Lord Dar Master General of the Ordnance and several other lington and other members of the committee, the distinguished persons were of the party.

RESPECT FOR THE ARTS.-A Danish fifty-gun frigate has arrived at Leghorn, to take on board and convey to Copenhagen a part of the finished works of Thorwaldsen. The artist himself intends to go to Copenhagen during the summer, in order to be present when they are put up in the places for which they are intended.

Report of Joseph Locke, Chief Engineer of the Grand Junction Railway between Birmingham and Liverpool, Eng.

To the Directors of the Grand Junction Railway Company, GENTLEMEN :

In submitting for your considération the following remarks on the subject of Rails and Chairs, I wish briefly to state the reasons that have induced me, (after you have already decided on the form of Rail,) to investigate the question. Under ordinary circumstances, I might have been justified in simply giving a preference to a particular form of Rail, without stating the grounds on which that preference was founded, but considering the present conflicting opinions on this very important subject, and the scarcity of data upon which to form a correct judgment, I have thought that by contributing the few observations I have made to the general stock, the cause in which you, as well as the public, are interested, might be advanced.

The longitudinal and transverse forms of Rail, the form of Chair and fastening, and the propriety of placing the Blocks further apart, are the subjects to which I have more particularly directed my attention.

The fish-bellied or eliptical form of Rail is already well known. It is deepest in the middle between the supports, and the material is so disposed that when uniformly loaded it is equally strong at all points.

The parallel Rail, on the contrary, is weakest in the middle, and, if loaded excessively, would break midway between the supports; and as it is absolutely necessary to give the requisite strength in the middle, it follows that at every other part the parallel Rail is unnecessarily strong.

The strength of a uniform bar of iron is as the breadth and square of the depth directly, and as the length inversely. In other terms, if the breadth be doubled, its strength is doubled; if the depth be doubled, the strength is quadrupled; and if the length or distance between the supports be doubled, then the strength is impaired one half.

If an eliptical Bar be 34 inches at the least, and 5 inches at the greatest depth, a parallel Bar of equal weight will be about 44 inches, and the relative strength in the middle, (supposing the breadth and distance between the supports to be constant,) being as the square of the depth, will be as 25 is to 18.

This advantage, however, is only gained at one point, viz. midway between the supports; and it gradually diminishes, until it corresponds in depth with the parallel Bar, which, when the supports are 3 feet apart, is at 9 inches from the end, and at this point the two Rails are equally strong but for the remaining distance to the support, the parallel Bar is the strongest.

I am aware that, theoretically speaking, the extra strength of the parallel Rail near the ends is of no advantage, because, as has been well observed, the efficiency of a structure can only be estimated at the weakest point, but I wish that circumstance to be noticed, as I shall have occasion hereafter to direct your attention to it.

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The formula for ascertaining the strength of iron beams are derived from experiments made upon peculiar sections, and with various kinds of iron. Some experiments have recently been made at Newcastle, on the strength of Railway Bars, and these therefore are more applicable to our purpose than any others, although they are not altogether free from objection. The deductions, which I think are very fairly drawn from these experiments, are,

That an eliptical Rail weighing 45 lbs. per yard is equal in strength to a parallel Rail weighing 50 lbs. per yard.

That when a weight of 96 cwt., was applied in the middle, with 3 feet bearings, the deflexion in the former was 1-20th of an inch, and in the latter 1-14th part of an inch, The depth of the fish-bellied Rail in the middle was 5 inches, and at the end 34 inches. The depth of the parallel Bar was 4 inches.

Now if the two Rails had had similar sections, the parallel Bar ought to have been 44 inches deep, instead of 4 inches, and would have been 1.8th stronger.

However, I think there can be no doubt that, both theoreti

cally and experimentally, of the two Rails with similar sections, the eliptical, with the same quantity of material, is strongest form.

But the question for consideration is, whether from the construction of Railways, and the effect of heavy bodies rolling along them at high velocities, we can safely apply theoretical or even experimental deductions? For my own part, I think that the experience obtained from the working of the Liverpool and Manchester, and other Railways, affords much safer data upon which to proceed; and although I would not reject experimental data, I would only apply it in connection with the more generally practical results obtained from these lines.

It is well known that a very considerable number of the eliptical Rails on the Liverpool and Manchester line has been broken, whilst on those lines where the parallel Rails have been used, there are few instances of a broken Rail. The causes that have led to this unexpected result will hereafter be considered.

By far the greater number of Rails have broken at about 7 or 8 inches from the Block, and, in nine cases out of ten, at 7 or 8 inches from the joint Block, or end of the Rail. This circumstance has induced a belief that the Rail is not of the true eliptical form, but that it is weakest at this point; it will, however, be found that the point where the greatest deviation from the eliptical form occurs, is not that at which the fractures have generally taken place.

The Rails used on the Liverpool and Manchester Railway weigh 35 lbs. per yard-the greatest depth is 34, least depth 2; now, the effect of any weight at different parts of the Rail is as the rectangle of the segments into which it is divided. If therefore it be necessary to have a 3 feet Rail, 3 inches deep in the middle, the depth at nine inches from the end will be as 182: 8×28:: 342: 2·912 inches; but the actual depth is 2.94 inches, therefore it is at this point about 1-30 of an inch too deep. The calculated and ascertained depths at other parts of the Rail are:

Thus we find, that up to 9 inches from the end the Rail is stronger than theory assigns, whilst from 9 inches to 12 it is a little weaker, but in so small a degree as not to be worth considering. The depth of the Rail, at 9 inches from the end, is equal to the depth due to a parallel Rail of the same weight per yard. And if the Liverpool Rails had been parallel instead of eliptical, and of the same weight, the fracture, instead of being near the end, would, according to theory, have been in the middle, and the number of broken Rails increased in the proportion of nearly 2 to 3. There have been no parallel Rails exactly of this weight made; therefore, whether this proportion would hold true in practice remains undetermined. If, however, a parallel Rail had been used, as deep in the middle as the eliptical Rail now is, viz. 34 inches, its weight would have been about 42 lbs. per yard, and the number of broken Rails ought to have been the same, the point of fracture only being changed.

This reasoning, theoretically speaking, would be conclusive, had we not the experience of the Bolton, Wigan, St. Helens, and part of the Liverpool and Manchester Railways, wherein such Rails have been used, and where very few have yet been broken.

These Rails weigh 414 lbs. per yard and are 34 inches deep. May we not therefore (fairly conclude that experience does not bear out the theoretical advantages of the eliptical Rail?