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be another man's loss; and that those, at least, who bought at a high premium, have just reason to complain of being deceived and disappointed. In many instances the maxim cited is true enough, but it is wholly without application to a case like the present, where it is yet a question whether any loss whatever will be eventually incurred? If a person has purchased Birmingham shares at double their original price, he must have done so on the faith either that they would yield double the profit which was originally anticipated, or that the interest of the original holder was worth purchasing for twice as much as he paid for it. And having done so, he can hardly have any right to talk of deception and disappointment till circumstances arise (which we deny have as yet arisen) to justify him in considering all hope of his realizing the profit on which he reckoned as for ever gone. We speak here, of course, of such persons only as have bought with a view of permanent investment. As to mere obbers and speculators, who have purchased shares for the sake of gambling in them, of such gentry we make no account; they have no right to be considered at all in a question of the sort now under discussion, doing always more harm than good by their intermeddling, and it being to them a matter of supreme indifference how the concern may ultimately turn out, so that they can but get their turn in the meanwhile.

The question, therefore, narrows itself to this what amount of revenue may this Railway be expected ultimately to produce? According to the original estimates there was to be a net, or clear revenue of 369,3467.; but when we consider how many other railways that directly or indirectly will be tributary to this great inland trunk have started into being since these estimates were framed-that the Grand Junction Railway in particular, which is to connect the Birmingham with the Liverpool and Manchester Railway, is already on the point of completion, and that the great bulk of the Irish passenger traffic to the metropolis (for which hardly any credit was taken) must ultimately fall into this line, we are well warranted in reckoning that the real traffic will be more than double. Our own firm persuasion is (though of course we cannot

expect to impart that persuasion to the reader without a much fuller exposition of causes and consequences than we have here time or space for), that the net revenue cannot fall much short of a million. Let us take it, however, at only double the first estimate, or say 750,0002., and suppose the total cost of the line to amount to as much as 5,000,000l. (which is certainly the outside of the possible cost), then the annual profit on the capital invested will amount to full 15 per

cent.

In realising such a profit as this, the Birmingham Railway Company will be but following in the steps of its great predecessor, the Liverpool and Manchester. The original estimate of the Liverpool and Manchester Line was somewhere under 500,0007; the actual cost was close upon 1,200,000l.; and yet this notwithstanding, the revenue as such as to yield on the capital invested a net annual profit of 10 per cent. With such a precedent as this before them, the subscribers to the Birmingham Line may safely rest assured that they have nothing to fear from the worst that can now befal them in the way of expenditure. Not a reason can be urged in explanation of the brilliant success which has attended the Liverpool and Manchester Line, which does not go to justify the anticipation of a still more brilliant conclusion to the history of the Birmingham. The sources of revenue are much more numerous and ample, in the case of the Birmingham, than of the Liverpool and Manchester Line; while, at the same time, the sources of expenditure are by the great progress which locomotive science has made during the last six years, reduced to a point of economy, which, in the case of the older railway, with its unalterable allocation and gradients, we can never hope to see attained.

TUNNELS.

Report on the Primrose hill Tunnel on the London and Birmingham Railway, by John Paris, M.D., Thos. Watson, M.D., Cantab., Wm. Lawrence, Esq., and R. Phillips, Esq.

We, the undersigned, visited together, on the 20th February, 1837, the Tunnel now in progress under Primrose-hill, with the view of ascertaining the probable effect of such

Tunnels upon the health and feelings of those who may traverse them.

The Tunnel is carried is lined with brickwork. described to us, are as

through clay, and Its dimensions, as follows: height 22 feet, width 22 feet, length 3,750 feet, It is ventilated by five shafts, from 6 to 8 feet in diameter, their depth being 35 to 55 feet.

The experiment was made under unfavourable circumstances. The western extremity of the Tunnel being only partially open, the ventilation is less perfect than it will be when the work is completed. The steam of the locomotive engine also was suffered to escape for twenty minutes, while the carriages were stationary near the end of the Tunnel; even during our stay near the unfinished end of the Tunnel, where the engine remained stationary, although the cloud caused by the steam was visible near the roof, the air for many feet above our heads remained clear, and apparently unaffected by steam or effluvia of any kind; neither was there any damp or cold perceptible.

We found the atmosphere of the Tunnel dry, and of an agreeable temperature, and free from smell or perceptible effluvia, of any kind; the lamps of the carriages were lighted; and, in our transit inwards and back again to the mouth of the Tunnel, the sensation experienced was precisely that of travelling in a coach by night, between the walls of a narrow street. The noise did not prevent easy conversation, nor appear to be much greater in the Tunnel than in the open air.

Judging from this experiment, and know ing the ease and certainty with which thorough ventilation may be effected, we are decidedly of opinion that the dangers incurred in passing through well-constructed Tunnels are no greater than those incurred in ordinary travelling upon an open railway or upon a turnpike-road; and that the apprehensions which have been expressed that such Tunnels are likely to prove detrimental to the health, or inconvenient to the feelings of those who may go through them, are perfectly futile and groundless.

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LIST OF SCOTCH PATENTS, GRANTED BETWEEN THE 27TH OF JANUARY AND THE 23D OF FEBRUARY, 1837.

George Goodlet, of Leith, merchant, for a new and improved mode of distilling spirits from wash and other articles, also applicable to general pur poses of rectifying, boiling, and evaporating or con centrating. Sealed Jan. 25.

Charles Wheatstone, of Conduit-street, Middlesex, and John Green, of Soho-square, musical-instrument manufacturers, for a new method, or me thods, of forming musical-instruments, in which continuous sounds are produced from strings, wires, or springs. Jan. 31.

Peter Spence, of Henry-street, Commercial-road, Middlesex, chemist, for certain improvements in the manufacture of Prussian blue, prussiate of po tash, and plaster of paris. Feb. 10.

Miles Berry, of Chancery-lane, Middlesex, mechanical draftsman, in consequence of a communication from a foreigner residing abroad, of an improved apparatus for torrefying, baking, end roasting vegetable substances, which, with certain modifications and additions, is also applicable to the evaporation and concentration of saccharine juices and other liquids. Feb, 15.

John Gemmell, of Stockwell-street, Glasgow, merchant, for certain improvements in steam or other boats, or vessels, which are partly applicable to other purposes. Feb. 16,

Moses Poole, of Lincoln's-inn, gentleman, in consequence of a communication made to hin by a foreigner residing abroad, for improvements in anchors, and in friction rollers, to facilitate the low. ering and raising such, and other anchois, which friction rollers are applicable to other purposes. Feb. 20.

James Cook, of Birmingham, gun-manufacturer, for improvements in gas-burners. Feb. 22.

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NOTES AND NOTICES.

The First Russian Railway.-The locomotive carriages made in England for the Pawlosk Railway, do not appear to have answered quite so well at the place of their destination, as they are said to have done on experimental trips in the land of their birth. On the 22nd December last, some short journeys were performed on that part of the line already completed, for the express purpose of demonstrating the practicability of Railway travelling in the very depth of a Russian winter. On this occasion, the velocity did not much exceed twenty miles an hour: a very satisfactory pace, especially under the circumstances, but still something under the seventy-five miles an hour" rate reported to have been attained in England: on another day, the result was not even equal to this, which is attributed to the wind's blowing against the line of direction; perhaps, therefore, it blew the right way on the experimental trips, under the direction of the builder. On the 22nd December, the apparatus for removing the snow from before the wheels was tried, and proved quite successful; from recent experience at home, it would appear that any apparatus for that special purpose is quite unnecessary.

Failure on Failure. The Bombay mail, which was confided to Colonel Chesney to be forwarded home by the Euphrates route, has only just reached -England, although sent from India so long ago as the 16th of September. It appears that it was found impossible to convey it by the Euphrates, and that

it was, consequently, sent across the deserts of Arabia to Egypt by a land-party, who were robbed and detained by the natives. It is needless to add, that the idea of effecting steam communication by the Euphrates line is now totally abandoned on all hands. The mail in question has been so long in coming, that it has been anticipated in its arrival by others of later date, both by the line of the Red Sea, and the old circuitous route of the Cape of Good Hope.

Consumption of Coal in Great Britain.-The quantity of iron annually produced in Great Bri tain may be taken at 700,000 tons; and the quantity of coal required, at an average, to produce each ton of iron, including that use by engines, &c. may be estimated at 5 tons; giving a total of 8,50,000 tons consumed in the making of iron. According to Mr. Kennedy, the quantity of coal consumed in the cotton manufacture, in 1817, was upwards of 500,000 tons, and the manufact re has since more than doubled; so that, allowing for greater economy, we may fairly estimate the con sumption of coal in the cotton trade at 800,000 tons a year. Its consumption in the woo'len, lineu, and silk trades cannot be less than 500.000 tons. The smelting of the copper ores of Cornwall consume annually about 250,000 or 300,000 tons; and it is supposed that the brass and copper manufactures require nearly as much. In the salt-works of Cheshire, Worcestershire, &c, the consumption is probably not under, if it do not exceed, 300,000 tons. The consumption in lime-works may, it is believed, be estimated at 500,000 tons. It would appear, therefore, that the total annual consumption of coal in Great Britain may be moderately estimated as follows:

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If we suppose that the above sum of 22,700,000 tous costs the consumer, on an aver ge, 7s. a ton, it will be worth, in all, 7,955,000l. a year!-M'Culloch's Account of the British Empire.

Cultivation of Filberts.-Sir, In consideration of the periodical return of the season for trying the merits of the suggestion I inserted in your Number 183, just ten years ago, for improving the crop of filberts, and as I have reason to believe from my own and other's subsequent experience, that my idea is well founded, you will perhaps allow the re-appearance of the following:-"In countries where figs are cultivated to the greatest perfection, particularly in Italy and Gre ce, a great augmen tation, both in the size and number of the figs, is obtained by placing on the top of the tree a branch of the wild fig-tree (Caprificus), upon which have appeared male-flowered figs, which are the first to come forth. I have often thought, that the crop of filberts might be both ameliorated and increased, by a somewhat analogous application of a branch of the common hazle, when covered with the catkins' or flowers. This is just the time to try the experiment." I hope that some of your correspondents who have the opportunity, will try and report

upon the experiment. Besides the increase of the pollen, it may have an effect like the recurring to the original stock by grafting or seed, as with apples and some other fruit-trees. Filbert-trees are often deficientin male flower.-Yours, &c., F. MACERONI.

Colouring Alum Baskets-Query.-Sir, on referring to the previous volumes of your Magazine, I found a receipt to make alum-baskets, which I tol lowed and found to answer. I have tried to colour the alum with the best ingredients dyers use; indigo and cochineal vanished in two or three weeks, and in all my attempts I have found the colours fugitive. Now I shall be much obliged, if any of your numerous correspondejits will have the kindness to inform me, and the world (for your Magazine is read, by every body), how I can give the alum a permanent colour.-P. B., and a Country Amateur. [P. B. will and a recipe for polishing granite in our 4th vol., p. 228.]

The Practical v. the Poetical Railway speculators have but little feeling for any thing so unsubstantial as poetical association. The Directors of the South-Eastern Railway have just horrified every admirer of "the bard of Avon" by advertising, in the most straightforward and businesslike of all possible ways, for a contractor willing to undertake the driving of a tunnel through Shakspeare's Cliff, at Dover, hallowed as it is by the well-known and often-quote passage in King Lear. Perhaps, after all, it may afford some consolation to reflect, that the present Shakspeare Cliff is identified in fancy only as the one described in the tragedy, and that there will be plenty left quite as high, although none with so peculiar and distinguished an appearance.

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New Patent Law Bill.-A Bill" to amend the Prac ice relating to letters-patent for Inventions," prepared by Mr. Mackinnon and Mr. Baines, was to have been read a second time in the House of Commons last night (March 2). We shall give an abstract of it next week; in the meanwhile, we may remark that it is a commission job; and that though it simplifies the practice, it will inaterially increase the expense of Patents.

Errata in the Arithmetical Question of a Town Teacher in No. 706.-P. 400, line 1, after " per annum" read on the principles of compound interest."

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MERRYWEATHER'S PORTABLE FIRE

ESCAPE LADDERS.

"Any fire-escape to be generally useful, must, in the first place, be capable of being carried about without encumbering a tire-engine; and, in the next place, must be of instant and simple application."-Braidwood on Fire-Escapes.

"The escape best adapted to accomplish so desirable an end should be simple in the extremeflexible and portable-ever ready at command, and capable of being applied at the back of a house as well as in the front."-Wivell's Lecture on FireEscapes.

Sir,-In consequence of the melancholy and fatal fire in Tottenham-courtroad, in December, 1835, at which four lives were lost, and several other persons narrowly escaped a similar fate, the inhabitants of the south-western district of St. Pancras formed an Association for providing and maintaining a fire-engine and a sufficient number of fire-escapes, to guard that populous neighbourhood, as far as possible, against the calamitous effects of fire. The gentlemen who were appointed Trustees and Committee upon that occasion, discharged the duties imposed upon them with great zeal and judgment, and they have the satisfaction of knowing that the example set by their neighbourhood has called forth a similar generous feeling in other parts of the metropolis; several parishes have sought the benefit of their experience, and by their advice have adopted similar pre'cautionary measures. From present appearances, the beneficial results of these endeavours seem likely to be permanently diffused throughout the country. At the commencement of their labours, the St. Pancras Committee invited inventors to come forward by public advertisements. The models and plans that were in consequence submitted to the inspection of the Committee, were so exceedingly numerous as to render the task of examining and deciding upon their respective merits one of a very long and difficult character. Many extremely meritorious 'inventions were not available on account of expense of construction, and want of the requisite portability.

The result of a most careful comparison and investigation was the selection of two escapes, as being most unquestionably the best of the number submitted. These were the spar fire-escapes of Mr. Ford, and the portable fire-ladders of Mr. Merry weather. The former invention I have already fully described at page 130 of your 25th volume, and I

now propose to explain the peculiar merits of Mr. Merryweather's ladders, which have already been several times adverted to in your pages, during their progress towards their present perfect

state.

The formation of a society for the protection of life from fire, in March last, has led to several further investigations into the relative usefulness of all the various methods of escape from fire that have been proposed from time to time by different individuals, which has had the effect of bringing forward several new, as well as of establishing the originality of many old, inventions. The ultimate result of all these inquiries, however, has been a confirmation of the choice made by the St. Pancras Association, and the establishment of the vast superiority of the two inventions they had adopted. One of the earliest parishes that availed themselves of the experience thus gained, was that of St. Andrew, Holborn, who have twelve fire-escape stations under the superintendence of the Police. Besides these, Mr. Merryweather's ladders have been adopted by the parishes of Allhallows, St. Sepulchre's, Greenwich, and several others; by the towns of Carlisle, Hartlepool, Maryport, Monksilver, Richmond, Windsor, &c. They have also been supplied to the City of New York, to the London, Sheffield, Shrewsbury, and several other provincial fire-offices, as well as to numbers of the nobility and gentry, including the Emperor of Russia, His Grace the Duke of Devonshire, Lady Greville, and others.

What the positive requisites for an efficient fire-escape really are, is a point upon which all parties have long since been pretty well agreed; they are, economy in the original cost, portability, simplicity of construction, and management; and, finally, facility and universality of application, All these qualifications preeminently characterise the invention now under review, and its facility and universality of application gives it a decided superiority over every other machine.

Mr. Merryweather's apparatus in its complete state consists of six separate ladders, each six feet and a half long, all precisely alike, each fitting into one another in whatever order they may be taken.

One of the ladders, which is always the first to be raised, is furnished at the top with a pair of small iron wheels,

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