the whole number of Levels now in possession of the department of construction of thy make is seven. The whole num. ber of the Improved Compass" is eight. These are all exclusive of the number in the service of the Engineer and Graluation Department. Boch Levels and Compasses are in good repair. They have n fact needed but little repairs. except from acc.dents to which all instruments of the kind are liable I have found that thy patterns for the levels and compasses have been preferred by my assistants generally, to any others in use, and the Improved Compass is superior to any other decription of Goniometer that we have yet tried in laying the rails on this Road. This instrument, more recently improved with a reversing telescope, in place of the vane sights, leaves the engineer scarcely any thing to desire in the formation or convenience of --light haze from NNW the Compass. It is indeed the most completely adapted to lateral angles of any simple and chea 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, I think it will be as highly appreciated for common surveying." Respectfully thy trend, JAMES P. STABLER, Superintendant of Construction of Baltimore and Ohio Railroad. Philadelphia, February, 1833. Having for the last two years made constant use of Mr. Young's Patent Improved Compass," I can safely say I be lieve it to be much superior to any other instrument of the kind, now in use, and as suck most cheerfully recommend it to Engineers and Surveyors. E. H. GILL, Civil Engineer. Germantown, February, 1833. AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPROVEMENTS. PUBLISHED WEEKLY, AT No. 35 WALL STREET, NEW-YORK, AT THREE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. D. K. MINOR, EDITOR.] CONTENTS: Facts in relation to the Saratoga and Schenectady Rail- Sketch of Henry Brougham (with an engraving) .293 Alleys; Meteorological Record; Agriculture, &c...297 Attraction. On the Stomach Pump; New Material for Walks and Miscellany.. Summary.. Foreign Intelligence Literary Notices... Poetry; Marriages and Deaths; Advertisements. .299 .300 .302 304 SATURDAY, MAY 11, 1833. Madison, Madison co. N. Y. May 1, 1833. AMERICAN RAILROAD JOURNAL, &c. paring for the location of the Chenango Canal, NEW-YORK, MAY 11, 1833. to comply with my promise of sending you [VOLUME II.-No. 19. A important enterprize of internal improvementtie of timber secured the rails from spreading. is rapidly advancing in favor with capitalists This plan of construction requires the road to and the public generally. The merits of the be well drained; and when put down thoroughly contemplated work need only be known, to ensure for it the most favorable regard of the makes a substantial, and, except the timber in community, it being abundantly manifest that the rail and cross ties, a permanent structure. the road will be highly advantageous to the The remainder of the road is put down on a section of country through which it passes, timber foundation in the following manner. and productive of a rich revenue to the stockholders." timber is laid nearly under the rail, called a longitudinal sill; on this timber the cross sleepers are laid at three feet from centre to centre; the cross sills have a notch (or gain) cut to receive the longitudinal sill, and also to receive the The rail timber is capped with the iron plate, rail timber, which is secured to it by wedges. same as on stone foundation. This mode of construction is not generally quite half as expensive as that before described. There was some This Railroad was commenced about the first the experience of the past winter, however, has apprehension it would suffer much from frost; of September, 1831, and opened for travelling not confirmed the fears that were entertained. the 12th of July, 1832, through the whole route, If the road is well and uniformly drained, the except a heavy section at the village of Balls-front affects it but little, and that so uniformly, ton, which was also opened for travelling about as not to produce an irregularity that materially the 15th ultimo, making the communication injures its use; and when the ground is settled complete from the Mohawk and Hudson Rail-in the spring, this kind of road is very readily road at Schenectady to Saratoga Springs. NEW-JERSEY RAILROAD.-The following paradjusted. It is more favorable for the carThe general direction of the road from Sche- riages than the stone foundation, but, for the agraph from the Newark Daily Advertiser re-nectady to Saratoga Springs is about north 30° fers to a work of which we have before been east. Its total length from the Mohawk bridge able to learn very little-yet, to this city and at Schenectady to its termination at Saratoga the section of New-Jersey through which it Springs, is 21 miles. The total cost of passes, a work of great importance. From the construction, including buildings for carriage extracts given in this number of the Journal, houses, stables, and two dwellings, was it will be perceived that the charter gives the $217,2013 or equal to $10,149 per mile. company the privilege of constructing branch-This is exclusive of the cost of lands, and the es, and of levying rates of toll, which will, be- compensation of such general agencies as are yond all doubt, render an investment in its not embraced in the engineer department. About three miles of the road is put down on stock highly profitable. The charter requires that the work shall be commenced both at Jer-stone foundation. The plan pursued for this sey City and New-Brunswick, within two, and kind of road was to excavate a trench under the entire line completed within five years. each rail 2 feet, and 2 feet in width, and fill "Our readers will find in our columns a brief the same with broken stone. These stones abstract of the charter of the New-Jersey Rail-were rammed down in courses of four inches; road, and a reference to the law which requires on this bed of broken stone a block containing the Camden and Amboy Railroad to construct Canal Tolls. The returns received at the Comp a branch from New-Brunswick to their road, two cubic feet of stone was laid down and fithus furnishing a continued communication by nally bedded at every three feet distance from troller's office show that the amount of tolls collected on all the canals of the state, from the 22d to the 30th Railroad through the heart of the state, so centre to centre. On these stone blocks cast of April, was NINETY-THREE THOUSAND AND SIXTEEN loudly called for and ardently desired by the iron chairs were firmly fastened to receive the DOLLARS: averaging $11,626 for each day. The re people of New-Jersey. We have thought that a publication of the principal provisions of the rail timber, which was secured by wedges. On ceipts, notwithstanding the diminished rates of toll, have surpassed those for the same numbea of days Railroad charter, at this time, would be accep- this timber a flanged plate of iron was laid, to after the opening of the canals, in any former year. table to our patrons, because this grand and form the track. At every eighteen feet a cross-[Argus.] same reason, the traction is not as easy. The road has a single track, and with some exceptions is graded on a substantial and permanent plan. The grade of the road is in part level; the remainder is undulating at various angles of inclination, in no place exceeding 16 feet in a mile, or at the rate of 1 foot in 330. In December last I prepared a plan for a locomotive engine, which was submitted to the Directors of the Company, who have subsequently ordered an engine to be constructed the same, and which it is expected will be on by G. Stevenson, & Co. (England) agreeably to the road in June next. It will be mounted on six wheels. As soon as we have a fair trial (which I have no doubt will be successful) I shall give you an account of her performance. servant, In haste very respectfully, your obedient JOHN B. JERVIS, Civil Eng'r. IMPROVEMENTS IN PENNSYLVANIA. [Continued from page 276.] 6. Mine Hill and Schuylkill Haven, at the mouth of the West Branch of Schuylkill, up that stream 10 miles to Mine Hill Gap. Finished and in use. Trade, coal. Belongs to a company. pany. 8. Danville and Pottsville Railroad. From Pottsville to Sunbury, opposite the forks of the Susquehannah. Length 45 miles-eight miles nearly completed. It is designed to accommodate the great coal region on the Shamokin, Mahoney, &c. and to connect the Susquehannah with the Schuylkill canal. Belongs to a company. forming a railroad from the coal and iron|| "If we pursue this examination for the sake mines near Blossburg, to the state line at of a more extended geological result, our Lawrenceville, a distance of twenty-six miles. position will be yet further strengthened. Mr. T.'s report is rendered exceedingly in- "At 33 miles below Blossburg, the southern teresting by the numerous tables and des- dip is 168 feet in each mile; and at 38 criptions it contains, of the various mineral miles, near the Painted Post, was found to be sections of the mining districts surrounding 130 feet. At 42 miles, at the Chimney Nar7. Mount Carbon Railroad. From Mount Blossburg. Speaking of the mineral re- rows, in the same parallel, near the entrance Carbon, one mile below Pottsville, up the sources of the Tioga Valley, after giving a of the Chemung feeder, this dip is about valley of the Norwegian creek-main line detailed account of those sections, showing 100 feet, making the aggregate southern and branches about seven miles. Finished the position and thickness, of the respective depression of the strata about 1050 feet and in use. Trade, coal. Belongs to a com- beds of coal, iron, fine clay, sand stone, slate, more to this point, to be added to 70 feet, shell, and other strata, he thus proceeds: the descent of the land from the state line. "In taking a general view of this district it Uniting, therefore, these sums with those will be seen that the valley of Blossburg before observed in the Pennsylvania division, forms a kind of central point or area, from the altitude of any land or mountains near whence diverge, irregularly, a number of the Chimney Narrows, capable of contain. smaller valleys or deep ravines. All these ing the veins of the Tioga coal field, must valleys, to the number of twelve, rise with a be more than 6000 feet, whereas they do rapid inclination above the level of this area, not commonly exceed 600 feet; or by reuntil they intersect the mineral strata of the versing the position, the stratum of rock on 9. Schuylkill Valley Railroad. From surrounding mountains, at elevations, between a level with the river of Chimney Narrows Port Carbon at the head of the Schuylkill na- the lowest and the highest, of from 200 to would be about 6275 feet below the summit vigation, up that river to the town of Tusca- more than 380 feet, the prevailing elevation of East Hill, if prolonged so far to the south. rora-distance 10 miles. Trade, coal. Be. of the summits or table lands being 500 or I may add that I have had an opportunity of longs to a company. Finished and in use. 600 feet above Blossburg bridge. Coal and extending the examination 60 miles further, 10. The Mauch Chunk Railroad. The iron ore of different qualities prevail exten- or more than 100 miles from the coal beds, first of any magnitude completed in the Uni-sively, and when thus intersected by deep ra- to the north and north-east; and a general ted States. From the head of the Lehigh vines, occur under the most favorable known observation may be made, that wherever a Canal at Mauch Chunk, to the coal mine on circumstances for mining, and for transmis- horizontal position [which often prevails] is the summit of Mauch Chunk mountain.sion upon railroads." not maintained throughout this parallel, there Aggregate of main line and branches, 123 "Almost every valley is capable of main- exists a depression pointing towards the Tiomiles. Belongs to the Lehigh Coal and taining its separate branch railroad, and of ga coal district, or, generally, south. ConNavigation Company. conveying its contribution of these important sequently there is no probability that any 11. The Roan Run Railroad. From products to the principal line. portion of these mineral beds are prolonged Mauch Chunk, up the Lehigh to a Coal "The series of mineral strata are estimated in that direction, and, as has been before sugMine-length 51 miles. Finished and in to be crossed by the Tioga river at from 5 to gested, we must continue to regard the disuse. Belongs to the above company. 8 miles east from Blossburg. The examina-trict which is the more immediate subject of 12. Lyken's Valley Railroad. From tion has been thus far pursued, and traces of our investigation, and from which I have Millersburgh to the Susquehannah, up La-minerals are discernible throughout that dis- somewhat wandered, as the real termination ken's Valley, to a Coal Basin in the Brody tance; but as the river passes through gra- of the great Alleghany coal field." Mountain. Distance sixteen and a half velly alluvial bottoms, where the banks are Mr. Taylor's report is drawn up with great Begun, and will be completed this not washed or exposed, their examination was ability, and is of itself evidence of great in. left in an incomplete state. The whole industry and perseverance on his part. We 13. Carbondale Railroad. Belongs to the clination is perfectly practical for railroad sincerely hope that this most important plan Hudson and Delaware Canal Company, and purposes, whenever it should be thought ne- will very soon be added to the list of works connects that work with the Coal Mines incessary to locate one down the valley. in active operation, feeling confident that it the valley of the Lackawana. Length of "At the forks near Fishing Camp, about will materially benefit the commercial interroad 164 miles. Finished and in use. five miles up the Tioga, this river is joined est of Pennsylvania. 14. The Philadelphia and Trenton Rail- by Fellow's creek, which traverses another From Philadelphia to the Delaware section of this district from the northeast. Improved Rotary Engine. By G. N. Editor of the Mechanics' Magazine. Bridge near Trenton. Distance 274 miles. The upper part of this ravine is crossed by SIR,-In The line is located, and contracts made for three falls, in succession, descending about your last number I noticed a desgrading and bridges. To be finished this one hundred feet. Below them are numercription of Ericsson's Rotary Engine, exyear. The rails will be laid next year.ous indications of the proximity of coal and tracted from the London Mechanics' Maga. Belongs to a company, and is designed to iron, but the banks are too much obscured zine, the chief recommendation of which is accommodate transportation between Phila- by alluvial deposites to exhibit the precise its extreme compactness combined with its delphia and New-York. sites of the mineral beds on a single examina. Power. Hitherto Rotary Engines have met poor success, and this has in a great measure been owing to the great friction which is necessary for preserving the piston tight, or, a want of surface for the steam to act upon. In a reciprocating engine, the constant distribution of power for moving the valves, and geering, necessary to commu. nicate a reciprocating to a rotary motion, must amount to considerable. Now in Ro. miles. year. road. The above list is believed to comprise all tion. Several small ravines descending into We have not named the York and Baltimore "Three miles below Blossburg there is a with To the tany Engines all this is avoided, and motion may be communicated to machinery without the slightest difficulty. Judging from the description, Ericsson's Engine has, however, one disadvantage, and that is the difficulty of construction. Nothing is more requisite for the good performance of any machinery than simpli city and harmony in all its parts, and, the Blossburg, or Peters's Camp, to the State line at Lawrence- more simple the machine, the better is it ville, in the county of Tioga, and the state of Pennsylvania, made, and consequently the more successful. and Mineralogical Report on the coal region in the environs of Blossburg, By Richard C. Taylor, Engineer. Phila-I give below a description of an Engine intablishment of a Railroad from the coal and iron mines near|delphia, Mifflin and Parry. 1833. vented, I believe, by a Mr. Mollery, of Os * Report on the Surveys undertaken with a view to the es wego, which is even more compact than tal position, in a direction with the arrow. of the boat. EXPLANATION. Yours, &c. G. N. New-York, there was not, perhaps, thirty persons in the city who believed that the boat would ever move one mile an hour, or be of the least utility. And while we were putting off from the wharf, which was crowded with spectators, I heard a number of sarcastic remarks: this is the way, you know, in which ignorant men compliment what they call philosophers and projectors. Having employed much time and money and zeal in accomplishing this work, it gives me, as it will you, great pleasure to see it so fully answer my expectations. It will give a quick and cheap conveyance to merchandise on the Mississippi, Missouri, and other great rivers, which are now laying open their treasures to the enterprize of our countrymen. And although the prospect of personal emolument has been some inducement to me, yet I feel infinitely more pleasure in reflecting with you on the immense advantage that my country will derive from the invention. However useful this may be, it is not half so important as the torpedo system of defence and attack; for out of this will grow the liberty of the seas; an object of infinite importance to the welfare of America, and every civilized country. But thousands of witnesses have now seen the steamboat in rapid movement, and they believe; they have not seen a ship of war destroyed by a torpedo, and they do not believe. We cannot expect people in general will have a knowledge of physics, or power of mind sufficient to combine ideas, and reason from causes to effects. But in case we have war, and the enemy's ships come into our waters, if the government will give me reasonable means of action, I will soon convince the world that we have surer and cheaper modes of defence than they are aware of. Yours, &c. ROBERT FULTON. Part John M'Curdy, of Southampton-row, for certain improvements in machinery for ac. THE FIRST STEAMBOAT VOYAGE.-Wequiring power in rivers and currents. feel gratified at being enabled to lay before ly communicated by a foreigner. To enrol our readers a letter from ROBERT FULTON, within six months from 22d of January. Fig. 1 represents a longitudinal section giving an account of his first trip by steam Luke Hebert, of Paternoster-row, civil enthrough the middle of the chamber A A. Bup the Hudson river. It is an extract from gineer, for certain improvements in machines is a piston or vane, moving on the axis T, a Philadelpbia paper of 1807, and can hard-or apparatus for, and in the process of, manpacked in the usual manner. D, a slidely fail of being read with interest. "When ufacturing bread from grain, and the applimoving in the steam box C. F F are pipes Fulton started upon this first voyage, he cation of other products for another product or holes for throwing the steam on the pis- stood almost alone in his expectations of thereof to certain useful purposes. January ton. E, the aperture for the exhaust. success. He, however, was sanguine; and 24; six months. Fig. 2 is a top view of the cap to the could he now revisit the numerous rivers chamber, having the steam box taken off. F F, holes communicating with the interior of the chamber. E, exhaust hole. and bays of our country, he would find his Robert Stephenson, of Newcastle-uponTyne, engineer, for certain improvements in the locomotive steam-engines now in use for the quick conveyance of passengers and goods upon edge-railways. Jan. 26; six months. NEW-YORK, August 22, 1807. Fig. 3 is a detached view of the piston; To Joel Barlow, Esq. of Philadelphia: G is a bar for giving motion to the crank. My Dear Friend,-My steamboat voyage Fig. 4 is a side view of the engine, with to Albany and back has turned out rather Edwin Appleby, of Doncaster, iron-foundall its parts. G is the bar meeting the rod more favorable than I had calculated. The er, for certain improvements in steam-enN, which joins the crank at O. P is an ec- distance from New-York to Albany is 150 gines. Jan. 29; six months. centric for moving the slide. R, rod for the miles; I ran it up in 32 hours, and down in Josiah John Guest, of Dowlais Iron Works, slide. E, exhaust pipe. Y, pipe for convey-30 hours. The latter is just five miles an Merthyr Tidvil, Esq., for an improvement in ing steam from the boiler. W, balance wheel hour. I had a light breeze against me the the process used for reducing iron ore, and for equalizing the motion. The chamber whole way going and coming, so that no use other materials containing iron, to what is being in two parts, is screwed together by was made of my sails; and the voyage called in the iron trade finers. Jan. 31; nuts as shown in Fig. 4. It remains then has been performed wholly by the power of four months. only to show the manner of setting it to the steam engine. I overtook many sloops Luke Hebert, of Hampstead-road, civil work. This is effected in the following man- and schooners beating to windward, and engineer, and James Don, of No. 9 Lower ner-steam being admitted to the steam box passed them as if they had been at anchor. James-street, Golden-square, for certain imby means of the pipe Y, enters the open pipe The power of propelling boats by steam provements in engines, and other machinery F, (Fig. 1,) moving the vane to a horizon-is now fully proved. The morning I left employed in the construction of steam-ves. sels and steam-carriages, a portion of which improvements is applicable to other purposes. Part of which improvement was communicated by a foreigner. Feb. 21; six months. Alexander Gordon, of the Strand, engineer, for certain improvements in the boilers or generators of steam or vapor, and in condensing such steam or vapor, and in engines to be worked by steam or vapor for propelling or actuating machinery and carriages on land, and boats or vessels or other floating bodies on water. Being a communication made to him by a certain foreigner. Feb. 21; six months. Robert Hicks, of Wimpole-street, Middlesex, Esq., for an improved method of, and apparatus for, baking bread. Feb. 21; six months. Fig. 4 56 track until an opportunity appears for it to resume its proper one: the driver's path being raised but three inches. Mr. JNO. S. WILLIAMS, Engineer and Superin"As to the lastingness of timber thus situated, intendant of the Cincinnati, Columbus, and I am of opinion it would be good. The earth Wooster Turnpike Company, some time since or clay would completely envelope every stick undertook (gratuitously) to survey the route its whole length, except the upper surface, by from Goshen to Columbus, with a view as of which its native juices would be completely certaining the best means of constructing a should be gravelled or M'Adamized on a level enough to cut through the heart. As to the the near or inner tracks, and the horse path extracted, particularly if the timber be large turnpike road thereon. A report has been with the face of the outer track, and rise gently capability of wood to sustain the travel for a made by him, and published by the board of across the horse path towards the near track for great length of time, my experience in this pardirectors, from which we learn that the esti- the purpose of draining, the depth of the fur- ticular is too limited to assert positively, but from what observations I have been able to mated amount of forming a M’Adamized road row admitting of this circumstance. "The two near tracks ought to be laid about make, I am of opinion that it would compare the distance of 81 miles, would be an expense four feet apart, from centre to centre, and grav- better with broken stone than might at first be which Mr. W. doubts the propriety of incur-elled or M'Adamized between them, for what I imagined. The sides of the furrows in the near ring. Mr. W. enters into a detailed statement shall call the driver's path. This path would tracks would suffer abuse; but when we conto show that wood can be substituted for stone accommodate footmen, horsemen, and team-sider that they would be three inches thick at sters, or, if thought best, a horseman's path the top, and four at the bottom, and that as they in the improvement of roads, and gives instan- may be constructed on each side of the outer would wear they would give more room, and ces, gathered from answers to interrogatories or off tracks. Four feet for the driver's path, thereby be less likely to wear, it is not unreaput to several engineers, of the durability of and five feet each for the horse paths, together sonable to conclude that good timber well laid, causeways so constructed, from which it ap- with six inches on each side for the surplus under an ordinary travel, would last on an avepears that good timber laid in clay, and partly of fifteen feet from out to out of the two car- not last more than ten, while the outer or off width of the outer tracks, make a total width rage of fifteen years. The near tracks might covered, will last from 20 to 30 years. From riage ways; eight and a half feet on each side tracks would last twenty. There being little or the estimates made by Mr. W. it appears that would be the width of summer road and ditch no jolting, or even jarring, the great source of to cover a road with timber hewn a foot square in a 33 feet graduation. wear in common roads, the track-road would and covered with earth, of 20 feet wide only should be inclined not less than half a degree. terials of construction. For the purpose of draining, these tracks out-last all others, respect being had to the mathe expense would be $257,419 80. This plan In fact, no part of any M'Adamized road ought "In regard to the cost of constructing, and the also is considered too expensive, and Mr. W. to be less. The near or guttered tracks might perpetuity of such a road, it may be well to obinserts a proposition for a track road, con-be changed for a few inches at the foot of the serve that at present, on a great portion of the structed of timber (see plate), the advantages slopes from the guttered to the flat form with- line, timber sufficient for the tracks abounds out any inconvenience to the travel: this would within 30 to 50 feet of the centre; a great porof which he thus describes : form a side drain across the horse-paths. The tion of which must be removed before the line outer tracks being flat would present no obsta- can be improved in any manner. On no part cle to draining. "It becomes necessary to inquire in what way timber, which is so plenty, and appears to last well, can be disposed of to our advantage. My reflections upon this subject have brought me to believe that timber hewn flat and laid in ways or tracks lengthwise of the road, to bear the pressure of wheels, would insure the end desired. The method that I believe to be the will timber have to be moved far from its na "By carriages keeping always to the right, the tive to its destined locality, and as regards perpower of this kind of road I conceive would be petuity, the prospect is more favorable than much greater than that of common roads, for that of M'Adamized roads in a country where more carriages could operate upon them with-lime-stone, the material of construction and reout obstruction or danger, than if allowed to run pair, is barely sufficient for other branches of promiscuously. improvement, during this and coming ages. "As respects the ease of travelling, a road thus Good oak and other timber can at all times and best is to hew and lay four ways or tracks, wise level, I conceive it would be superlative. rendering it at once beautiful, pleasantly shady, constructed being perfectly smooth and side- forever be cultivated upon the sides of the road, two quite flat, say one foot on the face, and two|| It is observable, in the travelling of M'Adam- and perpetual: advantages by no means atfurrowed or guttered so as to receive the nearized or other roads, that a great difficulty exists tending 'M'Adamized roads, which will forever wheels of all waggons and carriages. in keeping the wheels of waggons out of the continue to exhaust the present existing mate"These tracks ought to be laid about five ruts or furrows that wear, or accident has made rial without there being a possibility of a renewin the road. There seems to be a propensity al. This would in future prove to be a serious feet apart from centre to centre. The gutter or habit in horses to follow each other, and con- disadvantage in districts of country but scantily or furrow made to receive the near wheels of sequently to run in the same track. In this supplied at present. carriages should be about 3 inches deep, and order they are the most easily driven. This The horse paths, the driver's path, and the say 4 inches flat in the bottom, the tops being back of twenty per cent. upon the permanence on them a coat of gravelly earth, which abounds very propensity or habit of horses is a draw- summer roads, might be improved by laying up6 or 7 inches open. This would receive the of M'Adamized covers. It is our privilege, if in many parts of the country destitute of stone, wheels of all or most waggons. The centre not our duty, to turn if possible this propensity and can be procured and laid at a very small cost. of this track, laid say 5 feet from the centre of to our advantage: thus, in such a road as the "Gravelly earth will present an even and pleaits fellow track, which is a foot on the face, one under consideration, little or no trouble sant road to travel, if the weight of loaded would be necessary to keep the wheels steadily wheels can be kept from it, as is witnessed on would give such a diversity of width, that while and regularly in the tracks. When snow would the tow-paths of our canals, where constructed the near wheel is kept in the furrow the off cover the road and thereby render the tracks of that material. But I would suggest that the wheel would be on the other track, notwith-obscure, the chances would be in favor of the horse and driver's paths be M'Adamized to the standing a small diversity in the width which road being frozen so as to bear in any part, and depth of six inches, which would be amply suf exists between the wheels of different waggons. render the keeping of the tracks unnecessary. ficient for any purposes for which it is intend"In case a carriage of speed should overtake ed: under this might be laid, say, six inches of "The face of the outer or off track should be one of burthen, it will be easy for it to mount gravelly earth, whenever it shall be found conlaid on a level with the bottom of the furrow inllover the driver's path and run in the left hand venient. It might also be proper to gravel, say, |