the cost of transportation, independent of sonages. M. Roger, Governor of the that can be desired by the most fastidious tolls should not exceed quarters of a cent Province of Antwerp, and the Burgomas-traveller. This novel and attractive design per ton per mile, and does any rational manter of the town, delivered addresses to his will doubtless meet with great encouragedoubt, but, with the improvements every Majesty, who replied in suitable terms.ment.-Galignani Mess. day making in Railroads, transportation by The whole way from Brussels to Antwerp that mode will ultimately be reduced to nearwas lined with troops, and notwithstanding pike roads since the appointment of Mr. The expense of keeping the Bath turnly the minimum of cost on Canals? the rain fell in torrents, an immense con- M'Adam as general surveyor, in 1826, has course was assembled to view the ceremo-been so reduced, as to enable the trustees, ed with Belgian, French, English, and to lay out nearly 45,000l. in lowering hills ny. The carriages were all richly adorn- with an increase of only 18,000l. to the debt, American flags and other decorations. and making new roads, entirely to give up wards of 3,700 a year, and to remove the statute labour, to reduce the tolls upseveral of the toll gates.-Standard.

I did intend in this number, to give a description of the Luzerne Anthracite Coal Valley, but it is impossible to do so consistently with the brevity prescribed to myself, I therefore defer such description to my

next.

the Champs-Elysees, in the presence of a Last week an experiment was made in Committee of the Societe d'Encouragement pour l'Industrie Nationale, and a number of Rail-Road. A new locomotive engine on engineers, on the possibility of running lowing from Holstein, dated the 17th inst.: The Augsburgh Gazette gives the folthe Lowell Rail Road a few days since wagons on iron railroads, having curves of "A report is spread of the English compabrought from Boston 190 tons, weight of a radius less than 50 metres, at an extra- ny having found a more direct road for the engine, cars and loading included. The ordinary velocity, according to the system commerce of the Baitic: they propose same engine without any load except the of M. Laignel. A wagon weighing 500 establishing a railroad to begin at GlukTender, passed from the watering place to kilogrammes, loaded with 1360 kilogram-stadt, and end at one of the Baltic ports, Lowell, a distance of fifteen miles in 20 min-plane of one decimetre in every metre, went the Elbe by Hamburg would thus be ines of paving stones, started on an inclined probably Kiel. The circuitous course utes; that is at the rate of 45 miles per hour. This is quick time, forward march Such a car as this would be convenient "to send after the Doctor." June 17, 1833.

H. C.

FOREIGN RAILROAD ITEMS.}

safely along a curve of 32 metres in length
at the rate of 15 leagues an hour; without
going off the wheel way, though the outer
band of the ridge was not more than one
centimetre in height, and was the only
opposition to the centrifugal force. The
trial succeeded perfectly, and appears to
have resolved a difficulty which has hith-
erto been considered as insuperable. The
system of M. Laignel is extremely sinple
and is applicable to all railroads.

Notwithstanding the very heavy rains
during the whole of the past week, and the
present difficulty of access to the com-
mencement of the London and Greenwich
railway, as well as the company having
been able to work only one engine and
seven carriages in a train, the receipts of
the week amounted to 550l. 17s. 6d.
Courier.

A deputation, consisting of Colonel Knox Gore, Lord Lieut. of the county of Sligo, on behalf of the county of Mayo Committee of the Blacksod and Broadhaven Railway, Sir H. Meredith, Hon. Sir F. Stanhope, R. Murdock, Esq., agent to the Earl of Arran and to Mrs. Leslie, Mr. Leahy, Solicitor, etc., have had an interview with the Lord Lieutenant, at Dublin Castle, relative to the survey of the harbours on the western cost of Ireland, with a view of selecting an eligible one as a packet station; and also for the purpose of getting Accounts of the 23d ult. from Rome his Excellency's instructions to the Board mention that it is in contemplation to estabof Works to have a calculation and state-lish regular steamboats between the mouth ment made of the expense of a survey of of the Tiber and Naples. M. Torlonia, the intended line of railway from Dublin to the noted banker, is at the head of the comBlacksod and Broadhaven harbours by pany organising for this enterprise. Mullingar, Longford, Granard, Carrick-onShannon, Boyle, Ballina, Castlebar, etc., and from Mulli gar to Galway, by Athlone, Ballinasloe, etc. His Excellency received the deputation most graciously, and stated that he would communicate with the Board of Work.-Dublin Packet.

The Brussels Journals contain accounts

of

avoided, and considerable duties upon the transit of goods would be economised. Some steps have already been taken with the Government upon the subject; the report, however, merits confirmation."

The

RAILROAD AND CANAL INTELLIGENCE. RAILROAD FROM ALTON TO GALENA.The Charter is a liberal one. The capital stock to be $1,000,000, and power to increase it to any amount. The Company is not required to pay any bonus or tax. road to be completed in ten years, or at least one-fourth part. This road will pass through the most wealthy and fertile part of our State. Galena, the Potosi of Illinois, is for upwards of six months in the year, shut out from market by ice and low vast hidden treasure in its bowels, will not water. This country, which has such a be shut thus long from market. By this road we will be enabled to send our surplus produce to a near and safe market. We will at some future time take this subject portance of this work.—Rushville Journal. and try to show the great necessity and im

DETROIT AND ST. JOSEPHS RAILROAD.. -We hear favorable accounts of this road.

No pains have been spared to advance the

says:-"Yesterday the steamboat of 100
A letter from Trieste of the 19th ult.
horse power, which is to be employed as a
packet between Constantinople and Galatz,
left this port for Smyrna. The passage
will it is said, be made in six days. She undertaking.
will touch at Corfu and Athens "
It is expected that the road will be
Arrangements are making on the Lon-finished as far as Ypsilanti by the first of
January next.

of the opening of the iron railroad between don and Greenwich Railway to convey
that capital and Autwerp on Tuesday. At 300 passengers at a trip at Easter Fair
half past 11 o'clock, the Belge steam-tug As the carriages make four trips per hour,
started towing after it 12 carriages in this would give 13,200 persons; and as
which were the Ministers, the Governor, this may be fairly doubled during the holi-
the municipality, and other notables of the days, we do not think it too much to sup-
city. These were followed by Stephenson, pose that they may carry 26,400 persons
drawing an infinite number of vehicles con- per diem.-Chronicle.
taining the provincial authorities and other Few persons would even ten years ago
persons invited. They stopped an hour have thought of making a tour in the
at Malines, where the whole party partook Levant and round the Mediterranean in 74
of an elegant breakfast. The convoy thea days including a sojourn of 51 days in 15
proceeded to Antwerp, where, on arriving different places. An advertisement in this
at the suburb of Borgerhout, it was receiv-day's Journal announces the above inter-
ed by the King and Queen, who were underesting voyage to take place in May next,
a tent, and surrounded by their court, the from Marseilles, in a splendid steamboat,
foreign ambassadors, and other great per- having every accommodation and luxury

RAILROAD FROM PENSECOLA TO COLUM BUS.-Major Graham of the U. S. Engis engaged in locating this road. of the iron is contracted for, as also six Much locomotives from Lowell.

ST. ANDREWS AND QUEBEC RAILROAD. -The agents sent to London to cbtain an appropriation for the survey of this road have succeeded.

Lord Glenelg the colonial minister with the consent of the king having appropriated 10,000l. for the expenses of the survey. This liberality has called forth the proper

spirit. The following is from the Morn. Courier, Montreal.

IMPROVEMENT OF MUSKINGUM RIVER. |—The survey preparatory to this improve

Esq. of Zanesville. The selection of this
gentleman appears to find general favor.

It is gratifying to learn that the inhabi-ment has been undertaken by Charles Hill, tants of New Bsunswick are to lose no ime in making the proper use of the 10,000l. ately granted by government for the purpose of effecting a complete survey of the St. Andrews and Quebec Railroad. A let

made to offer increased facilities for getting goods up the river, and with greater des patch, many of the traders who had not previously been to this market, were per suaded to try it for their light as well as heavy goods, but high water and the usual difficulties of navigation at the canals and sand bars, caused such delays as finally exhausted the patience of the sufferers. It has now retrograded nearly to the old spot

We perceive by the following extract ler from Mr. WILSON, of St. Andrews, that Major McNeil, Chief Engineer and (N. B.) to Mr. AULDJO, of this city, ex-Agent of the Boston and Provieence Rail-again. planatory of the steps the Railway Commit-road has resigned his situation. tee are about to take is subjoined :

This gentleman has charge of the Long Island road to which it is said he is about to devote his entire attention.

The compliment is deserved, and shows how highly Major McNeill is esteemed. Extract from the Records of the Boston and Providence Railroad Company, June

ST. ANDREWS, June 14, 1836. DEAR SIR,-You will ere this have received a plan and prospectus of our projected Railroad, from this place to Quebec, and probably have heard of our expectations having been so happily realized by our noble government in England, granting us 10,000l. the more fully to explore and as-11, 1836. certain the practicability of making the road. And we have the strongest assurances from Government, that on this point being ascertained, we shall not be disappointed in the grant of Crown lands through which this road will pass; as well as aid in money from our Casual and Territorial revenue. With these high favors we are fully confident of ultimate success in this great work.

A deputation is now at Fredericton advising with Sir ARCHIBALD CAMPBELL, our Governor, so as to make the necessary arrangements for the exploration.

Voted, that the resignation of Major McNeill, as tendered in his letter of May 28th be accepted, and that the following vote of thanks, and for the payment of his salary to the 1st of July next be communicated to him by the President.

Voted unanimously, that the thanks of the Board be presented to Wm. Gibbs McNeill, Esq. for the distinguished ability and fidelity with which he has conducted the affairs o. the Corporation as their principal agent and engineer; and the gentlemanly deportment which he has uniformly displayed towards all the officers of the Company.

Voted unanimously, that the salary of
the principal Agent and Engineer, be con-
tinued until the 1st of day of July next, and
the Treasurer is hereby directed to pay the
same accordingly.

Office of the Boston and Providence
Railroad Company.
(Signed)

WM. W. WOOLSEY, Pres't.

We purpose to begin at Point Levi, and from thence proceed the whole route to St. Andrews. As the season is advancing, we wish not to lose any time in commencing the survey, and the invaluable services of Captain YULE we fully calculate on, and as many other scientific gentlemen to be selected at your City and Quebec, as may e necessary for the work; the object, therefore, in taking this liberty is to ask the avor of your communicating with Capt. YULE, and should he be absent from your RAILROAD AND TRADE UP THE CONNECTCity, be pleased to address him advising aim of our wishes: and that a Deputation. will leave here in eight or ten days for Quebec via. Montreal, with a view of the necessory arrangements for starting to the exploring party; when they will have the honor to wait upon you. I am, very respectfully, &c. yours,

George Auldjo, Esq.

JOHN WILSON.

ROME AND WATERTOWN RAILROAD.The preliminary survey of this road has been undertaken by W. Dewey, Esq. of this city, assisted by R. F. Livingston formerly of the St. John and Laprairie road.

From the Times.

CUT RIVER.

The quantity of salt heretofore freighted has been large and as a general rule, been bought, not because it was wanted immediately, but to make up a full freight for the boats, and kept on hand from the summer months until wanted in the winter. During the past two years an important change has occurred in the price Boston on this article. charged by the transportation lines from They engage to bring salt to the door of the merchant for the same price per ton as is charged on the river, or deliver it at a certain price per bushel, at their option.

For instance to Wells River, the river price is 60 cts per bushel, or $15,00 per ton. The transportation lines deliver salt at $15,00 per ton or at one dollar per bushel including cost in Boston. The preference already shown by some to the transporta ion lines, is extending to others and will not only be felt here, but also by the proprietors of the locks and canals in their receipts for tolls. The moment this is taken away from us, just so certain will the trade for others follow, because it is an important article, on which the boats rely to make up the deficiencies of other freight and also in order to make constant and regular trips.

On freight from Wells River to Hartford the expense for labor as compared with the tolls, is 1 to 4 for every five dollars and a half paid out. On freight going up the river for every twelve dollars, labor compar ed with the folls, is as 4 to 24, making on about the same as for labor, which to say an average up an down, the charge for tolls

the least is unfortunate for the business of Hartford. The distance to Wells River is 190 miles and the charge for freight on a Railroad, as cha.ged on others which have paid semi-annual dividends of four per cent, would be $13,60-whereas it is $15,00 up $7,00 and down the river. If we can open facilities by which the merchant up the river can have his goods deliverd early and late with certainty and in a given time, they will all come this way for their light and heavy goods together, nor would a trifling differ ence in expense on their light goods deter them from using a Railroad. Light goods are as essential to the transportation lines to make them profitable, as salt to the boats on the river.

The obstructions in the navigation of the river above, are only so many arguments for entering heart and hand in favor of a Railroad through the valley. The further north we go, we find that the number of merchants who visit this market decreases and that the amount of merchan dize freighted up the river, is as compared to the amount sold there, exceedingly small and to a great degree composed of salt. The reason why more of other articles are not purchased in this market, is not because they cannot do as well as they could else where, but because they cannot get them home in season to meet the demand, and This road will be one of many intersec-are therefore compelled to transport them ting this region, and destined to bring into by land from other markets. It is fresh in our recollection what the play the resources of this section of country sold to go up into the upper section, but year after the first of July, and the vast Limited quantities of light goods are state of navigation was on the river last they are reluctant purchasers of them. It amount of property that was prevented may be said that whatever success the from arriving here until this spring, altho merchants here have experienced in the it was ready to come and part of it on the It is needless to insist upon the advanta-sales of such goods, has been entirely ow-way as early as September and October, ges of the location of this place, recent ing to their untiring activity and persever- yet no effort of ours can overcome them, sales of land in the vicinity having satisfied ng energy to induce the up river trade to nor counteract the causes which prevent make our city their market. the merchants from using the river for the capitalists on that score.' In 1831 and 1832 when an effort was transportation of certain descriptions of mer

From all that we can learn it is evident that the proper spirit is about to prevail in Watertown on this subject.

chandize.

324,141 87 62,790 73 Slope or river wall, 17,924 41 Bridges, 61,003 71

Red Cedar timber, 40,619 54
Timber other than

red cedar, and ex-
clusive of that
used for bridges, 48,143 77
Superstructure of
road, including
transportation of
materials,
Coaches and wag-

$941,806 55

3. Of the cost of the Road.
The amount already expended, on ac-
count of construction as heretofore stated
has been
$1.163,325 32

The estimated cost of com-
pleting the single track.
and putting the road in
operation, is as follows:
On the first division, extend-
ing from Utica to the
Nose, so called, in Pala-
tine, about
46 miles,
agreeably to the estimates
of Mr. Higham, the resi-
sident engi

neer,
On the second
division extend-
ing from the
Nose to the
Ballston road
in Glenville,

about 30 miles, agreeably to the estimates of Mr. Lee, the resident engineer,

On the third divi

sion, extending from the Ballston road to State street in Schenectady, agreeably to the estimates of Mr. Lake, the residentengineer,

Balance for en

$70,850

33,150

38,707 15

order, about 31,000

Do. for timber,

including the

37,281

central branch

of fifteen miles,

about

20,000

Do. for iron,

about

5,000

Engineering,

8,000

Horses,

5,000

Harness,

1,000

Miscellaneous, es

timated at

5,000

To which must be added the purchase of the Mohawk turnpike, required by the charter of this company,

I think is evident from the expenditures || the season at the lock in charge of the tenand progress already made in the work. der here referred to, was 24,982, corres4. Of the future prospects of the Company. ponding precisely with the lockages at On this subject, I have seen nothing to Of these lockages, about 2600 were of Fort Plain, as reported to the canal board. change the opinions expressed in my first packets and cribs, leaving a little more annual report. On the contrary, much has than 22,000 of freight boats. Most of these transpired to render it highly probable that boats carried passengers, and many of them the statements then made will be fully realized. If any proof, indeed, were wantto an extent nearly equal to the packets.ed, that the travel on this road would equal confined exclusively to freighting, and Supposing, however, that one third were the anticipations then entertained, it might that the remainder had an average of be found in the great increase which has 10 passengers each, the aggregate would since taken place, and which must coninue to increase, not only from the rapidly growing population of the west, but fron the many facilities which are now in progress to render the communication between the western lakes and the Hudson river easy and expeditions. The remaining links! in the great chain of railroads from the Hudson to Buffalo having been authorized by the legislature at its late session, it can hardly admit of a doubt, that in less than three years the line will be completed, and the transportation of passengers by steam effected on the entire route. Should the road from Lake Erie to the Ohio river, recently commenced, be completed within the same period, this, with the Saratoga and Washington road now in progress, will form an uninterrupted communication in the interior by steam from Quebec to New Orleans, less in extent by several hundred niles than the routes usually travelled at the present time.

The number passing over the
turnpike in private carriages,
who would take the railroad
when completed, has been es-
timated at

Total.

5,000

205,230

Of this number, it is believed that two thirds, or 136,657, would take the pleasure carri ages, and the remainder, or 68,333, the wagons.

the annnal expenses and repairs of the road. In my first report, I gave an estimate of That estimate was based, in some measure, the Saratoga road, and a detailed report of a on an experiment which had been made on commitee of the directors, showing the probable cost of transportation and repairs. The sum fixed by them was $19,000; and Considerable pains have been taken to two years experience have shown its corascertain the number of persons who pass-rectness-the average expense of each year ed in stages and canal boats between Utica having been $18,520 62. I am also asand Schenectady during the last year.sured by the agent of the company, Mr. From the packets and stages official returns Costigan, (and my own observation enables have been received; but from the line or me to concur with him in opinion,) that the freight boats nothing of a definite charac-suin thus expended and the power emter has been obtained. The collector at ployed, (in carrying freight as well as pasLittle Falls, it is true, was requested to sengers,) have been amply sufficient to procure voluntary returns from these boats, transport 200,000 passengers over the road and performed that duty as far as was in-the number which I have estimated to his power; but as the proprietors commute pass between Utica and Schenectady anwith the state at a sum in gross for passengers were interested in withholding correct information--and were under no obligations whatever to make returns, it is evident that the statements made by them were very imperfect; especially when the number of passengers reported falls so far below the estimates of numerous persons on the canal familiar with this kind of travel. 254,998 15 Even the collector himself is satisfied that

62,000

pro

nually. The length of the Saratoga road is 22 miles that of the Utica and Schenectady 78. From the nature of the business on the Saratoga road, locomotive engines cannot be used economically for so long a period in the year as on the Utica road, and the cost of horses must necessarily be portionately greater. conducting a short road bear an unequal The expenses, too, of comparison with those incurred on a more many boats passed from which no informa-extensive route; so that four times the distion was received; and that from others, bursements on the Saratoga road, or $76,the returns made, and especially from those 000, though the Utica road is less than passing in the night, were much below the four times as long, would seem to be a sufactual number. Still, from the information ficient annual provision for conducting the Total, $1,480,323 47 thus obtained, the passengers over 12 years operations of the latter road. But to this Calls to the amount of $1,500,000 hav-of age, reported to him from the 25th of I have added 33 per cent., making a total ing been made of the capital stock, no April, ten days after the navigation had of $101,230. further payments from the stockholders will commenced to the close thereof, amounted be necessary during the present year. The present price of conveying passenThe to 76,463. One of the lock tenders at the gers in the packets and stages between laying of a second track and an increase same place counted the passengers for a Utica and Schenectady is $3,50, and in the of engines and carriages to correspond with limited period, and fixed upon 750 as the line boats exclusive of meals, from $1,20 an increase of business, will probably re-daily average for the season-a number to $1,50. The rail road company, by their quire an expenditure of the residue of the corresponding with the views of several charter, are authorized to charge 4 cents a capital. I have therefore, in the estimates other well informed persons. This num-mile, or $3,12; but as experience has which follow, assumed as a basis, that the ber, allowing the canal to have been navi- shown that a moderate fare is always at road, when completed, will cost $2,000,-gable for 220 days, made an aggregate of tended with more prosperous results; that 000, That it will not exceed that amount, 165,000. The amount of lockages during competition is in that way more effectually

avoided, and the prejudices existing against incorporations of this character materially lessened, it will doubtless be deemed desi rable by the directors to fix upon such a standard of prices as shall accomplish these objects. In this report I have supposed the fare in the pleasure carriages to be $2,50, and in the waggons $1.

Allowing, then, that these estimates are within proper limits, and that the present travel through the valley of the Mohawk will be transferred to the rail road, the following abstract will show the result: 136,667 passengers, at $2,50 $341,667 68,333 do. at $1 68,333 $410,000 101,230 $308,770

Deduct for annual expenses and repairs,

Leaving or a little more than 15 per cent. on the entire capital of $2,000,000, admitting the whole to be expen'led.

erection of fixtures, and the advances made dle of its beight. From the top of this
to land owners for perpetuating division chamber, proceeds a pipe of sheet iron,
fences, not then contemplated, the early which after rising vertically 4 or 5 feet
pledge which was given relative to the assumes a horizontal direction for about 15
cost of this road will be fully redeemned, feet more; at this distance there is no fear
and its operations commenced under the of fire, and the rest of the pipe may be of
most favorable auspices.
wood. The extension of the pipe com
municates with a condensing apparatus, on
the principle of Woolf, but which may be
formed of common barrels.

I am, gentleinen,
With great respect,

Your obt. servant,

G. M. DAVISON, Com'r.
U. & S. R. R. Co.

June 6, 1836.

[Concluded from our last.] IMPROVED MODES OF PREPARING CHARCOAL.

AUTHORITY.—DUMAS Chimic appliquee aux arts. In consequence of the great waste of charcoal, in the usual mode of preparation, and the entire loss of the volatile matter, two modes have been contrived, in either of which the quantity of charcoal obtained may be almost as large as in iron cylinders, and the volatile matters may be collected.

In the foregoing, no allowance is made for an increase of travel, nor for the transThe first of these is best suited to the portation of the mail, both of which may hard woods which contain but little sesinous be anticipated. With no other than the matter. This operation is performed in a present means of conveyance, the increase kiln of the shape of a cylinder, or rather a of passengers through the valley of the truncated cone, whose larger base is upperMohawk has been from 20 to 25 per cent. most. It may be built of sods or tenaceous per annum for several years past; and that earth above the natural surface of the soil, it will be greatly augmented when this but may be more conveniently excavated to road shall have been put in operation, there such a depth that the earth thrown out may can be no doubt. From the permission serve to form the upper part of the enclogiven by the legislature to the Syracuse rail sure. In the only instance in which we road company to carry freight, on paying have seen it employed in this country, nametolls when the canal is navigable, it is fairly at the West Point Foundry, the excavato presume too that a similar permission tion is lined with brick. will be granted to this company. But I have made no account of these matters.The increase of travel will doubtless pro vide for any diversion that may take place; and the carrying of freight would afford a fair remuneration whenever the canal was closed, and the transportation of passengers limited. But wi hout these, it will be seen, if the foregoing estimates are entitled to consideration, that few, if any roads will

possess an equal value. Indeed, the great and increasing travel through this general avenue from east to west; the highly favorable formation of the country, not only for a cheap structure, but for an economical prosecution of business; and the rich and variegated scenery, of the valley through which it passes-all combine to render it morally certain that this will be one of the inost lucrative as well as interesting public works in the Union.

In charging the kiln with wood, a post whose height is equal to the depth of the excavation is set up in the middle, and supported in its place by a heap of fragments of charcoal. A number of the larger logs are chosen and laid on the bottom of the kiln in such a manner as to form rudiating flues term.inating at the places when the air tubes pass through the lining. Across these a horizontal layer of logs is laid. The radiating logs mnst neither touch the post or the lining of the kiln, the secondary layers extend from the one to the other Layers are then placed in succession in such manner as to leave as little empty space as possible, particularly near the circumfrence, until the kiln is filled. The kiln having been charged, the post is drawn out of the middle, the cover set in its place, and coated to the depth of not less than two inches with dry earth.

The stopers being withdrawn from the flues in the cover, lighted charcoal is pourd down through the middle tube; this falls through the space left by the post, to the heap of charcoal by which it was steadied, and sets it on fire. The central flue is then tightly closed, in order that the draught may be directed toward the outside of the In order to admit air to the kiln, when mass of wood. In order to make the joint maintaining the combustion. tubes of ear-clay. made by excavation, for the purpose of of the stopper tight, it is luted with plastic The other flucs begin to discharge then ware or cast iron, are carried down amoke, which is surrounded by flame. As from the surface of the ground to the bottom of the excavation; these lie behind the

lining, and are either passed through it
near the bottom, or enter small brick vaults,
which communicate with the interior of the
kiln. The kiln may be closed at top by a
cover made of sheet iron, to support which
when the lining is not of brick, a ring of
bricks mast be placed around the top of the
excavation. The cover must extend on
all sides three or four inches beyond the
opening of the kiln, in order to have a suffi-
cient support. In this cover there are
several openings, one at the centre, the
others near the circumfrence. Through
each of these a short tube or flue of sheet

iron passes, and the several tubes are fur-
nished with stoppers of iron.

The central tube is nine inches in diameter.
The number of these at the circumfrence is
four, each four inches in diameter.

soon as the flame ceases to have a blue color, and becomes white and clouded, the

flues have their stoppers loosely applied to them, and the openings of the descending air tubes are diminished. The draught will thus be directed to the condensing apparatus. But if the collection of the acid be not intended, the tubes in the cover are but partially closed. The combustion may be regulated within the kiln by the air tubes and those

in the cover. Thus, too rapid an action in any one part may be checked by completely closing the several air tubes and the opposite flue; and if it be too slow, these must be opened as far as possible until the action be restored.

In closing this report, I should do injus For a kiln 10 by 9 the operation occu tice to my own feelings, were I to omit a pies from 60 to 80 hours, and is known to reference to the engineer corps in the emThe size described by Dumas is 10 ft. be complete when the upper layer of wood ploy of this company. Under the direc(French) in diameter, and nine feet deep. appears to be incandescent; when this has tion of Mr. Young, the chief of the detaken place, the stoppers of all the openings partment, aided by his valuable assistants. except that of the central flue are removed the road has been prosecuted in a manner for a short time, and a quantity of hydrogen highly creditable to their talents and enter- That used at the West Point Foundry is will be expelled which if does not injure the prize, and with an economy unsurpassed on 12 feet in diameter and 9 feet deep. quality of the charcoal, would render it less any public work. Indeed, the expen- In order to condense the volatile matter, saleable. As soon as the peculiar flame of ses of construction, notwithstanding its one opening is made in the lining near the hydrogen ceases, all the openings, both of complex character, have not exceeded the top of the kiln to which a tube of cast iron the air tubes, and flues, must be closed by estimates of Mr. Y. originally furnished to or earthenware is applied. This tube com- shuting their stoppers with clay, and coverthis board-a result as novel as it will prove municates with a small chamber built of ing them with caps of sheet iron containing gratifying to every stockholder. Except-brick, about 18 inches long, a foot in width, clay. The dry earth is removed from the ing the purchase of additional grounds, the and 15 inches high, entering about the mid-cover, and it is plastered with earth mixed