1 PHILLIP E. THOMAS, Esq., President of the Baltimore and Ohio

In conclusion, I would respectfully re- to be traversed by locomotive engines.-engines imported from England, the Bal. mark, that I conceive it to be highly im-Vexatious delays are experienced on this timore and Ohio Rairoad Company have portant, that those sections should be in pro-road, owing to the fact that the State of resolved to locate anew this section of giess of construction as early as practicable. Pemt sylvania provides the motive power their road so as to dispense with these I am, sir, yours very respectfully, managed by State agents, and gives to planes, and to adopt a more cireuitous CASPER W. WEVER. transportation companies only the privio te over the ridge, upon which the lege of attaching cars. This destroys that grades will be reduced to 80 and 100 fert systematic arrangement throughout the per mile, and will be passed exclusively Railroad Company.ne which is necessary on a work of this by locomotive engines. The planes, as kind, and which unformity can only be now located, are passed by applying auxiliary borse power, but they have been lately surmounted with one of the Balti. more locomotive engines, drawing 33 pas. sengers and other freight. The lengths of these planes are respectively as follows: 2150, 3100, 3400, and 1900 feet, and the aggregate distance from the foot of the most easterly to the foot of the most westerly plane about four miles.

whole business of transportation to the
sole management of one set of agents.

Letter from JAMES SEYMOUR, Division En-adequately secured by subjecting the
gineer of the New-York and Erie Rail-
road, in respect to the curvature and gradu-
ation on that and sundry other roads.

5th. The Newcastle and Frenchtown
New-York, January 11, 1836.
Railroad, length 16 miles, and no ascent
SIR,-Having recently, in pursuance
over 25 feet per mile. The train of cars
of your directions, visited and examined containing 60 passengers, was taken at
the several Railroads between this city the rate of 18 miles per hour. The
and Washington, I beg leave to submit greater portion of this road is either straight
the following account thereof for the con-line or curved upon a large radius.
sideration of the Board of Directors.

I was informed by Jonathan Knight, 6th. The Baltimore and Ohio Railroad, Esq., Chief Engineer of that road, that it 1st. The Paterson and Jersey City which is in operation only as far as Harper's is proposed to pass the ridges of the AlRailroad, length 16 miles. The train of Ferry, length 82 miles. In travelling leghany mountains lying west of Cumbercars was drawn by oue locomotive engine, over this road I was favored with the land, exclusively with locomotive power, from Paterson to the Bergen Ridge, with company of P. E. Thomas, Esq., Prosi- encountering grades from 50 to 100 feet forty passengers, at the rate of 12 miles dent of said road, to whom I am indebted to the mile, and containing an aggregate per hour, passing over curved lines vary. for the following information. Between length of about 55 miles. That company ing from 400 to 600 feet radius, and as- Baltimore and Ellicott's Mills, a distance estimate the actual cost of traction on cending a grade for a distance of half a of 15 miles, the road is level from 7 to 8 those heavy grades at two cents per ton mile, at the rate of 45 feet per mile upon miles, and the remainder ascends at the per mile, and on the grades less than 30 a straight line. The engine ascended rate of from 13 to 21 feet per mile. From leet to the mile, at less than one cent per this grade with a velocity of 11 miles per this point 23 miles west, the line as-ton. The road with the planes as now hour; over the remainder of the distance, cends from 18 to 38 feet per mile.-located, is very extensively used for the not yet completely finished, the cars and This part of the line presents gene-transportation not only of passengers and passengers were drawn by horse power.raily a succession of curves to the merchandise, but also of flour, lumber, to2d. The Amboy and Camden Railroad, right and left, varying from 318 to 700 bacco, and the general agricultural prolength 65 miles. Over this road the daily feet radius, and many of them as small as ducts of the country. The nett revenue trains of cars, containing from 50 to 150 400 feet. The grade in the next 4 miles for the year 1835, arising from the secpassengers, are drawn by an engine rises from 38 to 45 feet per mile. A part tion of 2 miles of this road now finished, weighing seven and a half tons, at from of this is straight, and the remainder curved after deducting all expenses of transporta. 12 to 15 miles per hour, ascending a grade from 600 to 1000 feet radius, with the tion and repairs of the road and machinery, of from 40 to 50 feet per mile, for a dis-exception of a few of the curves, which amounted to $107,163 71, being an adtance of about 3 miles, upon a part of which are larger, making the distance 42 miles vance of about 35 per cent, on the nett ascent there is a curved line of 750 feet o the foot of plate No. 1, on the east side revenue of the preceding year, which was radius; the remainder of the road slight. of Parr's Ridge. An engine of 7 and a || $72.574 14. ly un lulating. half tons gravity, took two passenger cars 3d. The Philadelphia and Trenton Rail- 30 feet long, containing 50 passengers, road, length 30 miles. This road is near-from Baltimore to this point, at the rate ly level. A train of cars, containing 60 of 14 miles per hour, and passed over the passengers, was drawn over this road at ascents and curved lines with the same the rate of 14 miles per hour, by a loco-velocity as upon the straight line and motive engine weighing 8 tons. evels, and upon the last mile, which has an ascent of 45 feet, at the rate of 16 miles per hour.

7th. The Baltimore and Washington Railroad, which diverges as a branch from the Baltimore and Ohio Railroad, at a point 9 miles west from Baltimore. The long h of this road from Baltimore to Washing.cn is 40 miles, and is traversed by a locon.c tive engine of 7 and a half tons, drawing passenger cars which are 34 feet long, and unusually commodious, containing 70 passengers, together with the baggage car, at a velocity varying from 16 to 20 miles per

On my return from Washington to Ballarge passenger cais containing 140 passengers, together with the baggage and baggage car, at the same speed before mentioned.

4th. The Philadelphia and Columbia Railroad, length 82 miles. Upon this road there are two inclined planes located¦ We could have travelled over the 42 for stationary steam power. The firs is miles with a greater velocity, had not the located immediately west of the Schuyl.general regulations of the company limit-hour. kill river, near Philadelphia. One trained the speed to 14 miles per hour. of the cars was drawn up this | lane by the The principal ridge encountered be-tin ore, the same engine drew three of these stationary steam engine, another by tween Baltimore and Harper's Ferry is horses, and the delay in passing was halt called Parr's Ridge, the summit of which an hour. Its length 3300 feet, vertical is distant 44 miles from that city, and preheight 165 feet. Trains containing forty sents an elevation of 817 feet above the pas engers (20 in each,) are drawn from ide level. At the time when this road The locomotive ergines are able howthe head of this plane by a locomotive was located over this ridge, about the year ever to travel much faster upon this road, engine of eight and a half tons gravity. 1829, it had not been supposed to be having passed a number of tines from PalThe road presents acclivities of 30 feet.practicable to ascend with locomotive en-timore to Washington in one hour and a and in one instance of 45 feet to the milegines with loaded trains, upon grades half, conveying from 75 to 100 passengers, and numerous curves, many of which are exceeding 30 feet to the mile, and there.pas ng over a part of the road at the rate from 600 to 800 feet radius. An inclined fore, in order to pass this ridge, four in- of 40 miles per hour upon a straight line. plane of 1800 feet long, and 90 feet ver-clined planes arra ged for stationary en. An agreement was made to deliver the tical height, descends to the Susquehanna gines, were adopted at grades respective presidents' message in Baltimore in 40 River at Columbia. Arrangements are ly of 76, 87, 176, and 253 feet per mile. minutes, or at the rate of 60 miles per hour, in progress to supersede one or both of Since the recent improvements, however, and it would have been accomplished but these planes, by a new location, prese in the Baltimore locomotives, much ex- for the circumstance that after the engineer ing grades of about 80 feet to the mile,ceeding in power the comparatively feeble had started and obtained the velocity pro

is used.

J

rate of from 14 to 16 miles

It is

reading. Both houses adjourned till Satur-
ay. Do not despair of the Canal; compro-
ise and concession will carry it rough,
nd the money will be raised on the FAITH of
he State."
R.

Yours,

hot-water

5. It

posed, the fireinan became alarmed at the pelled to adopt curves which would have spel, and put out his fire. Th engines herwise di am sh.d the u ef luess of the upon the different Rulioads above meu-engine, to regain the portion of powe. tioned, have horizon a boilers, and g na-his lost, by reducing the grade in that ly burn wool. Those upon the Biti nore part of the road, and hereby to equalize and Ohio Railroa 1, and the Butimore anihe loss by curvature by a corresponding Washing on Railroad use an hracite coal, gain m acclisi y and have vertical boil rs. This plan of curve of 700 feet radius, at a speed of 12 B.LER.-The advantages of the cugie are: y. The Loss of power on a UPTON'S ROTATORY LEVER ENGINE AND engines I con ider preferable to tho e with unles to the hor, is found in ac.ual prac--1. It occup es only a seventh part of the the horizon al boile, particularly upon tice, to be about equal to an increase of ac-space of the common recip.cealing beam steep grids, as it p eens he wa er from clivity of 18 feet to the unl, so that i varying from its place. The use of coal only necessary to flatten the grade to tha.eagine-beam, crank, connecting-rod, paralI engine of equal power. 2. It has enher is al-o preferable as well on account of extent, wherever we have been obliged to el motion, governor, air-¡um, bulk, as in maintaining a more uniforin submit to a curvature as sharp as that pre- cistern, nor any of the attendant expenses. and regular amount of steam; and in avoid-sented by a ridius of 700 feet,—and in that. It is so constructed that, whether single ing the smoke and sparks, which are found propor ion for curves more gentle. or double, the steam operates upon the ex. exceed ngly inconvenient, unpleasant, and by pursuing this plan, and thereby avoid the axis of the engine, as well as of the reemity of a lever, the fulcrum of which is even dangerous, on the roads where wooding the excessive and useless expense insisting force, as in t e case of paddlewheels curred in attempting, as it were, to force a tixed at each end thereof, cr of coach-wheels Notwithstanding the very great improve-line to a course which shall be absolutely for locomotion on land. 4. It costs less in men s which the locomotive engine has ex-straight and level, that we have been able the first purchase, and does not require a perienced within the last seven years, to avoid the inistakes in that respect of the tenth part of the expense in fixing or repairs, have no doubt that it is destined to undergo English engineers, and to reduce within so alterations which will still further augment moderate an amount the estimated cost of can be made to operate alternately in oppo. as compared with a beam-engine. i's power and usef lness, and enable it to travel with safety at the rate of 30 miles will perceive that the curves upon the Bal-and may be set to work or stopped instantly he New-York and Erie Railroad. You site directions, by reversing the motion of the steam. 6. It is perfectly controllable, per hour, with passengers, over grades va- imole and Ohio Railroad, are much more by any person wha soever, if necessary.— rying from 10 to 30 feet per mile, where evere than those upon the New-York and 7. It has not half the friction of ecmmon the curves are of not too sinall a radius. Erie Railroad, being frequen ly on a radius beam-engines, and, consisting of only about I consider the engines made at Baltimore of 400 feet, and once as high as 318 feet; a dozen parts, will prove infinitely less iiabetter than thos that are imported from and nev rtheless their locomotives pass ble to derangement, and thereby greatly inabroad. An English engine arrived at over these curves without difficulty, at the crease the demand for them. 8. It can be Baltimore a few days since, which was destined for a Railroad in Virginia; but entirely put together in the manufactory, hour. per stead of weeks, as beam-engines always ocand will require only a few days' fixing, inbeing tried upon the Baltimore Road, ran cupy. 9. It is admirably adapted for team off he track once or twice. The foreign stone. The different modes of superstruc- cuiuvation, being the best constructed enengines appear much better calculated for gine for steam-ploughing, grist.mills, and very straight and level roads. than those other agricultural operations. 10. It is the which must be constructed in this country. best application of steam power for canal, The State of Pennsylvania has expended river, and sea navigation; can be fixed 10 $100,000 for English engines, but has rethe kelson of a ship, and the axis protruded cently concluded to abandon the use of through the sides by means of perfectly se then, and hereaf er to order their engines be always under water, and more out of the cure stuffing boxes, so that the paddles may the anchor, pump the ship, and discharge way of the enemy's shot. 11. It will weigh and take in the cargo. fuel than beam-ngites of equal power, and, 12. It requires less by occupying less space, leaves n ore stowage-room for goods. 13. It will be found, from its simplicity and compactness, the best application of steam-power for railways or common roads, and the most profitable engine for manufactories and ming operations. 14. It will propel a carriage at the rate of fourteen miles the hour, including stopp ges for water and fuel. 15. It 2nd, the following extract from a letter in re-lons of water, and 3 sacks of coke in reWe find in the Chicago American, of Jan. 16 passengers, half a ton of luggage, 75 gal. will not weigh-including boiler-carriage, the Illinois River. It appears that the bill ation to the Canal from Lake Michigan to serve.-more than 5 tons. had been lost in the house, but reconsidered. We sincerely hope the prediction of the writer will be realized, as we consider that work one of great importance in the general system of Internal Improvement of the country.

made in this country.

It has been ascertained by actual experi ment upon the Baltimore and Ohio, and the Bal i nore and Washing on Railroads, tha on of the American locomo ives, weighing 8 and a half icns, will draw upon a leve road, 200 tons of freight, at the rate of 10 miles per hour: that the same engine will draw upon an ascent of 25 feet per mile 1CC tons, and 50 tons on a grade of 50 feet, a the same rate of speed; and that by adding another auxiliary engine of the same power, the same weight may be propelled with the same velocity on a grade of at least 90 feet to the mile

By a comparison of the facts above as certained, with the table of grades and curvatures on the New-York and Erie Rail road, the advantage will be found much in favor of the latter. There is no grade on the New York and Erie Railroad which will exceed 90 feet per mil, and that only for one and a half miles in distance, upon the western slope of the Shawangunk Ridge. There are a few places where a gride from 60 to 80 feet per mile for a short distance will be required; but on much the greatest portion of the road the grade will be reduced within 30 feet per mile. There will be no curves on any part of the road less than 700 feet radius, and but one as small as that, and we have fortunatly been able in all cases where we have been com

The rail used on that road is the flat plate rail, laid in part on wood and in part on

ture presented by the roads above mentioned, toge her with the plan which will be most expedient for the New-York and Erie Railroad, I propose to make the subject of future communication, and I beg leave to conclude by stating, that an examination of the difficulties overcome on the roads above mentioned, compared with the faciliies as to graduation and curvature presened by the New-York and Erie Railroad, cannot but remove any doubts as to the feasibility or usefulness of the later work. All which is respectf lly submitted

by your obed ent servant,

JAMES SYN OUR.

TO JAMES G. KING, Eq., Presid nt of the
New-York and Eric Railroad Company.

ILLINOIS CANAL.

made, consists in its being founded on the The advantages of the beiler are:-1. Its dee ded superiority over all other boilers yet well known principle of an which of all others is the best adapted for a.r.furnace, the purposes of combustion, and generating the most intense heat with the least possible expense. 2. It weighs less than any other boiler yet made, generating the sanie "The house, this afternoon,'reconsidered quantity of steam. the vote on the third reading by a vote of 31 other boiler, as it carries its fuel and water 3. It is safer than any to 24. An attempt was then made to strike in separate compartments, the giving way out the amendment, authorising the elec-of any one of which does not interfere with ion of Commissioners by the Legisla.the others. 4. It is stronger than any ot ture, but failed. The question being put on biler, from the peculiarity of its construcpassage of the bill, the vote stood, 29 to tion. 5 It consumes less fuel than any oth26, so it passed ! ! er biler yet made. 6. It works either as a

the

subject, though somewhat different in its
There is a bill in the Senate on the same
features. It has passed the first and second

er

steam in less time than any other boiler. gh or low pressure boiler. 7. It raises and is fed from the top, but may be con

Jordan & Co., in 1832, and was worked du-
ring that and the two succeeding years, on
the ordinary plan, with cold a r. The par-
nal experiment with heated air was made
duri g the months of June and July, of the
present year, 1835.

structed to be fed otherwise if required. S.
It is more durable than any other oui er, and
any one of the compartments for generating
steam may be taken out and repaired, or re-
placed by duplicates, in a few hours. 9. 1
is the best adapted boiler for shipping evi
discovered, being lighter, more compact, The height of the furnace stack, from the
fed from the deck, and perfectly safe by notunnel head to the bottom stone, was, at
carrying its water in bulk; nor can any first, 331 feet, but was afterwards, in 1834,
danger result, even should one of the steam reduced to 313 feet; the he ght of the hearth
chambers give way after long wear and tear. to the boshes is five feet; the inclination of
besides which, it stands on its own legs, auc the boshes was at first eleven inches to the
requires no fixing or brick work. Notwith-foot, and was subsequently changed to ten
standing which, its heat is prevented from and a quarter inches to the foot, at which
being acted upon by the surrounding a mos-it stood during the employment of the heat-
phere, and the steam is collected and pre-ed air.
served in one of its chambers, placed in the
midst of the fire and boiling water. 10. It
is the best boiler ever made, whether for
stationary or locomotive purposes, on land
or water. [John Upton, Agricultural and
Locomotive Steam-Engine Manufactory, 7
New Street, Southwark Bridge, London.]

Description of a successful Experiment.
with the Heated Air Blast, made at the
Oxford Iron Furnace, New-Jersey.
During a recent visit to Oxford Furnace,
in Warren county, New-Jersey, on some
observations connected with the mineralogy
of that neighborhood, my attention was
drawn to an arrangement for applying the
hot blast, which much interested me, on ac-
count of the economical simplicity of its
construction, and the encouraging results
obtained through it.

Upon expressing a wish to make public
through the Journal of the Franklin Insti-
tute, this first successful experiment of the
kind in our country, I was furnished by Mr.
Henry, the enterprising conductor of the
furnace, with a detailed description of the
whole attempt. In a spirit of liberality
worthy of all praise and imitation, he placed
in my hands all his memoranda, exposing
the history of the comparative efficacy of
the hot and cold blast at this furnace, and,
furthermore, gave me possession of draw-
ings of a new and improved form of the ap-
paratus for heating, which he is now con-
structing, to be put into operation when the
furnace again goes into blast.

In the hope that the brief account which I have to offer, may prove of some service in promoting the introduction of that which is confessedly the greatest of modern improvements in the important art of smelting iron, I beg leave to state the comparative trials of the two species of blast at this furnace, in the order in which the furnace was worked, the better to make their relative elfects understood.

It should be borne in mind that this experiment, as far as it has yet proceeded, professes to be merely a preliminary attempt, introductory to a more permanent arrangement, hereafter to be adopted; and it is felt to be defective, therefore, in several points. For example, the temperature of the air used in the blast was found to be quite too low to insure that full result which the mode of apparatus employed is supposed capable of yielding. The experment was imperfect, moreover, from the absence of any precise instrumental observations to ascertain exactly what the temperature of the air was.

To make more intelligible the amount of benefit derived from the heated blast, it seems proper to furnish a brief statement of the capacity of the furnace, and its operation when under the cold blast.

In the more complete arrangement for ap plying the hot blast, about to be introduced, the inclination of the boshes is to be al

tered to nine and a half inches. This is in consequence of the increased temperature within the furnace making it necessary to give more support to the burden. The width on the boshes is six feet six inches, and in the tunnel sixteen inches.

With these dimensions, the rate of working, or yield, of the furnace, was,

In 1832, for nineteen weeks and four days, 327 tons, or an average of 16.7 tons per week.

In 1833, the product of thirty-two and a half weeks, 633.1 tons, or 19.6 tons of iron per week.

During this year, the quantity of char. coal consumed in making one ton of iron was 243 bushels, of eighteen pounds to the bushel.

In 1834, still using the cold blast, but em

Oxford Furnace passed into the hands A, OXFORD FURNACE-hearth 20 by 22 inches; B, incline of boshes-9 inchea to the foot; C, hearth line; of its present enterprising masters, Henry D. position of the heating apparatus; E, hot air pipe; F, inwall; G, exit; d, line dam stone.

ploying an improved quantity of charcoal, No arrangement was made for measur the product, for twenty weeks and five days,ing the temperature of the air, as it issued was 240.4 tons, or, 11.6 tons per week. rom the second hox, farther than ad pting valve in the side of the pip, c. The tem. Derpture, estimrite I tiere by the sensation on the hand, was judged to have been about 200° of Fahrenheit.

Independently of the very considerable || Mr. Henry intends keeping a daily regis Saving of sixty-one bushels of th best charter of temperature of the blast, and the state coal to each ton of iron, there was a steadi.of the furnace. Such a register will be ness in the working of the furnace, and, highly interesting, and we wish every suctherefore, a uniform ty in the quinty of the eess to the ingenuity of the liberal and en iron, of no small object in every extensive terprising masters of the Oxford Furnace.

establishment.

AGRICULTURE, &c.

For the w-York Fant

inches thick; they then sprinkle some wa. ter over it, making it all wet alike as nearly as possible, care being taken that there is no superfluous water, as that would destroy the intention of the process; that done, they carefully mix some rye meal, finely ground, the finer the better, among the chopped straw; a very small quantity of rye meal will be sufficient for a bushel of the cut straw. This causes the horse to use lus teeth much, thereby thoroughly mast.cating the straw, which is all tinged with the rye

ON CUTTING AND PREPARING FEED FOR HOR-meal, for, being more gluey and tenac ous

SES AND CATTLE.

BY HENRY COLMAN.

As a consequence of this regular ty in the action of the Turnace, it was found that the superintendence of the man who managed the tuyere could almost be dispensed with :| so much so, that even a ter casting, during which the blast is u- ually taken off, no sera. than the meal of any other kind of corn, it ping of the tuyere was necessary to detach will not separate or fall off by the horse the congea ed ein ler which con nonly adj} moving the food about with his nose, which heres, prov ng how much higher the tem Economy of food is a matter of great im-is one reason why it is pre.erred; and the perature of the furnace remans, when the straw being so long is much better than if heated a'r is employed. It would seem, in-portance to farmers; and this applies not deed, that weather and season have little or only to the saving from waste by gathering it were cut shorter, for if it were not longer no effect in deranging the work.ng of a fur-up the fragments so that nothing be lost, than a barley corn, the horse would swallow but likewise to the mode of dispensing or much of it without chewing. Walking nace driven by the hot blast. It remains to describe concisely the other applying it, that the smallest amount may along the streets of Philadelphia, I saw form of the apparatus for heating the air, be given required for the nourishment and those men putting a quantity of rye straw, which Mr. Henry is now constructing. health of the animals who are to be sus-chopped in the manner described, to their The object of this, which is upon the tained. It is impossible to go much among horses. At that time, I thought it a bad same principle as the first, but considerably firmers, without being struck by the prodi- way to chop straw long, as the horses I had modified and improved, is to procure a high-galty and wastefulness with which, espe.ed with straw in that state, shuffled it about These er temperature in the blast, and, at the same cially in abundant seasons, the food of our the manger, and threw much of it out, wast. time, to preserve the desired coolness in brute animals is managed; and I have ofing some of the corn likewise. the false tymp, by passing the blast through ten been led to the conclusion that not a horses stood in the streets night and day, it, in substitution of the water before em-third of the number is supported on most during the most severe weather, tied to the ployed. The false tymp is, therefore, hol- || farms which might be advantageously kept; pole of the wagon, with a trough fixed upon it, so narrow and shallow that I supposed low, and forms a part of the chain of con-and those, likewise, from injudicions man. nection through which the air from the bel-gement or culpable neglect, in an inferior the horses must toss a great deal of it out, condition. As much discretion and care but seeing they did not, I stopped to look at lows is made to circulate. Fig. 2 shows the pos tion of the semicir.are required in the disposal of our produce, them. As I had not then particularly noticed cular pipe, which leads the cold air from theas in raising and harvesting it; and, to far- their food, they told me that there was rye bellows, round the stack, to the side of the mers properly regardful of their own inter-meal mixed with it, which, when I exammain tymp; here the pipe descends to en-est, there are equal motives for the one as ined, I found cleaved to the straw like glue, ter the side of the false tymp, an end view the other. Indeed, it is less mortifying to it being so nicely incorporated that every of which is seen in fig. 3. fail in obtaining our crops, than, after hav. straw had its portion of meal, and thus the In fig. 3, a profile, or side view, is present-ing obtained and stored them, to see them horses did not commit any waste." ed, of the manner in which the air is con-wasted through ignorance, carelessness, exveyed, from the interior of the false tymp, travagance, or improvidence. Regularity in through a series of cyphon-shaped pipes, into the front chamber of a box, which les in front of, and paraffel to, the false tymp. This box is divided by a partition into two chambers, an opening at one end of the part tion perinitting the air received into the front chamber from the pipes, to piss behind into the other; from this it issues through a large p'pe, which curves round the angle of the furnace, and conveys the air to the tuyere.

Fig. 4 represents a front view of the an terior box, and the air pipes, seven in nuai ber, which connect it with the false tymp in the rear. The doorway in the middle of this front box is designed to permit the flame and heated air which play up near the dam stone, to pass between and envel ope the pipes, previous to escaping under

the sow.

feeding, to the health and thrift of the ani-
mal, is almost of equal importance with
abundance; and the mode or form in which
the feed is given is not of less moment both
in regard to the aŭimal himself and the uses
and advantages of the feed.

The horses to which Parkinson here refers, were the fine team horses, which, in teams of four and frequently eight horses, finely caparisoned, with wagons bearing some resemblance to a canal boat for size and tonnage, and with their jingling bells, were so frequently seen in Makret street, in their journes to and from Pittsburgh This is a subject which has much occu- across the Alleghany mountains. I have pied the attention of intelligent and inquisi. often admired them as much as Mr. Parkinson; their large stature; their fine athlive farmers; and the present general scar. city of hay and folder throughout the coun-letic frames; their healthy condition; and try, so much increased by the early and have equaily admned the economical mode most extraordinary severity of the first of feeding them. month of winter, and the consequent high The next authority I quote is that of prices of every kind of agricultural produce, Richard Peters, Esq., of Philadelphia, a renders the subject, at this time, of p-cular name always to be in the highest measure importance. I have made such experiments revered by the friends of an improved agriculture. myself as fully to sasty me of the great A more enlightened, active, dis neconomy and advantage of cutting all longterested, devoted friend to the cause, has In a letter dated feed, hay, straw, and corn fodder, for horses never appeared among us. and neat cattle; and am convinced that the April 8, 1817, he says, "I find a wonderiul saving may at least be put down as one saving of provender by chailing it. I ac. third of the expense; and in some cases, count for the utility of chating, by its ex where the price of hay has been very high, posing more points for the extraction of nufully one half; and these trials have not triment, to the maceration of the liquids in, been merely occasional and accidental, but and the action of the stomach, or stomachs, the experience of many years. I have am- of animals. And no provender is wasted, ple details on this subject in my own jour-as it is by feeding it entire, either by negli hals, but I prefer to give the experiments gence in servants, or uselessly passing and opinions of others. Into these I shall through the viscera. I have strong hopes go pretty largely, as far as I may deem them that the practice of chaffing will be a great interesting and important. relief in this season of comparative scarci Parkinson, in his Treatise on the Man-ty. We are so much accustomed to abunagement of Live Stock, thus speaks of "feed- dance, that we have never studied or prac ing horses in America." Vol. ii. p. 156. tised the economy which necessity enforces. The Dutchmen have introduced a method Three bushels of my chaffed hay weigh a of feeding horses in America, which I con- stone, fourteen pounds, and this is enough sider superior to any mode I ever saw prac-for a horse, with a common allowance of t.sed. I tried it when I resided in that ots or chopped grain, for twenty-four hours. The scale of the thermomecountry, and found it both good and cheap. Very little more will be sufficient for a horse ter will, of course, project out of the tube, The method pursued is, they chop rye straw, standing idle, without other food. Mr. Jones that the temperature recorded upon it may about an inch or an inch and a half long, saves more than the wages of a man in a and put it into the manger, two or three year, viz. more than seven tons of hay in

The whole is of cast-iron, the lower part of the walls of the hollow false tymp being at least four inches thick.

In the pipe which leads the air, heated by traversing the tymp, the tubes, and the two chambers of the front box, from the latter to the tuyere of the furnace, there will be a contrivance placed to receive a mercurial thermometer. It will consist of a tube of copper, of about one inch diameter, and six inches length, closed at one end, and the closed end inserted three or four inches through the side of the pipe, so as to expose it to the current of heated air which passes along the pipe, and which will impart its own temperature to it. This tube will be filled to a small height with quicks Iver, and the thermometer bulb male to dip into the mercury.

be seen.

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