To the Editor of the American Railroad Journal: me character of the roads. SIR,-Indulging the hope that you are pass over loose sand, but generally the founda- for which I take some credit, and one which is Occasionally roads |I wished, but I have still one project to submit, willing to have the Railroad Journal a medium tion is such a mixture of clay and sand, as peculiarly adapted either to the kind of road of instruction to common and unlearned men, fectly smooth roads, and if not injured by the railroad, as the whole distance may be made would, if properly treated, form the most per-and conveyance suggested above, or to a cheap as well as information to the scientific, I take shoes of horses, and by the vehicles which they level. It is a road for steam carriages from the liberty to communicate, as well as I can, a draw, would be as solid as any transportation Philadelphia, by the eastern shore of Maryland few thoughts and inquiries which have fre- would require. But you know how horses tra- and Virginia, and passing Norfolk, Charleston, quently occupied my mind for three or fourvel: they go the same track, and that is con- and Savannah, to some point on the west coast years past, on the subject of roads, carriages, also passing the same track, wherever a small and to be thence connected with that city by a stantly loosened by their shoes; and the wheels of the Capes of Florida nearest to Havana; and transportation, in the hope that some of indentation happens from any cause, it soon be-line of steamboats. I need not dwell on the the contributors to your valuable Journal, who comes a deep seam or mud-hole, and so remains subject, its value and practicability are appaare practical and scientific men, will do until the next season of repairing highways. rent. It would greatly increase the intercourse the favor to notice them, and point out their interest whatever I find in the papers concern-add to the value of all the road stock south of In connection with this subject I read with between New-York and Havana, and thus I live in the southern level region, ing steam locomotives, and particularly car-your city. If well laid out, it would never have where you know there are extensive districts riages for common roads, and having, as you an injurious rival, and would increase in value of swamp, and where the getting of various des-sec, arrived at a full conviction that, if there is rapidly, constantly, and indefinitely, as long as criptions of timber is the most considerable any suitable propelling power, a great advan-science and society shall continue to advance. business. The men engaged in this businesstage will be gained by adopting large wheels, The time is not distant when it would become I have been quite disappointed in seeing no account of any trial being made of them in on the globe. one of the greatest thoroughfares of its length steam carriages. I confess this circumstance has led me to suppose that there must be some fallacy in the view which I have taken of it; and favor, by preventing my mind from indulging To the Editor of the American Railroad Journal : to have this supposition made a reality will be a the idea any longer, for, I assure you, it has been led to some very high anticipations. errors. C. O. NEW-YORK GUARD RAIL. use, for the transportation of their timber out of the swamps to the places where they raft it, what they call "carry-logs," or very strong and heavy wheels six or seven feet high; and they tell me that without such large wheels they would scarcely be able to move their timber at all, through the mud and over the roots MR. MINOR,-The inventor of the Guard of the trees. Under these circumstances, then,| For steam carriages, large wheels, even to its. It was not in my remarks intended to Rail makes quite a spirited defence of its merI perceive that there is a very great saving or as it appears to me, great advantages over small sixteen or twenty feet diameter, would have, gain in the application of power by the use of ones, almost sufficient indeed to make a good question the propriety of his claim, that its misrepresent" his principle, in calling in wheels of large diameter; and a part of the road of earth equal to a railroad; their motion strength was that of the arch, for an arc is a reason is plain to the most common mind. Iin passing over the road would be much more clearly see that the ease and the smoothness smooth and even. Another advantage would part of a circle: an arch is an arc sustained with which a wheel passes over any object, power, for suppose the wheel to be twenty feet only to resist pressure, and pressure is not tenbe in the application and regulation of the by abutments, in architecture, and is strong whether a root of a tree, as in this case, or over diameter, and the speed designed for the car-sion—a straight line is not a curve. a pebble or a mud-hole, is in proportion to the riage to be thirty miles per hour, the revosize of the wheels, so that a wheel of 12 inches lutions of the wheel would be 2640 per hour, If that gentleman himself misrepresented diameter would be entirely stopped by an ob- the rate of 2 miles per hour, its motion or instead of comparing it with an arch, it was an and 44 per minute; and if the piston moved at the principle of his improvement by calling it, stacle 6 inches high, over which a wheel of stroke would be 30 inches, without any gearing error that does not affect the experimental 7 feet would pass with but a little addition of to increase the motion of the wheels. But on strength of his method. power, and one of 16 feet with a still smaller this subject I should be exceedingly modest addition. I have also reflected on the effect of indeed, for I know very little of steam machiThat it does not contain the arch is evident wheels of various descriptions in passing over understood. I am sorry to learn by the papers combination that will. Hence, if I embed a nery, not even enough, I fear, to make myself from the practicability of making a different sand, and conclude that the larger the wheel that the prospect of steam carriages becoming curved bar completely in the casting, so that and the broader the tire, the less will its motion profitable on common roads is at this time be interrupted by sinking into the sand; and rather discouraging. It is certain, however, its ends rest on a solid mass of iron as abutam also inclined to believe, that the depth to profitably, on railroads, and particularly on such of the middle of the rail, it is then effectively that they are used very efficiently, if not veryments, and its crown rises towards the surface which a wheel will sink into the sand will be as are nearly straight and level. very much as the motion, being least where the There are few places, comparatively, requiring, and though not a an arch of wrought iron enclosed in the castmotion is greatest: but of this I am not song roads, where they can be made at the same “guard” rail, will be a confident. time straight and level, and it appears difficult strong one. For the lower edge of the rail canwinding railroad. as yet to attain safely very great speed on a not draw apart unless the arch flattens, and this I So also the curved bar may be inverted, and binations. some comparison be made between these com. some effect of our climate not experienced in England, my expectation is that rolled iron will make the cheapest rails. But I confess that unless there be found I perceive another advantage which a large wheel has over a small one, in the friction at the In this point, and in the use of large wheels, must occur together before it breaks. The decannot occur unless it draw apart, and both axle. This friction is not affected either by the and in the adhesion of the wheels, a road of size or weight of the wheel. The size of the earth has advantages over a railroad. At the gree of strength beyond what the cast iron alone axle depends upon the load, and the friction at more durable, than a railroad supported by this plan the lower edge may be thick, and the same time it would cost much less, be vastly gives may be ascertained by experiment. On the axle depends entirely upon the load which wood, and require, comparatively, no repairs. inner space of the curve thin. the axle bears, and the number of revolutions It is evident that such roads must be entirely made by the wheel in a given time. There is distinct from other roads, for horses must not the same friction at the axle, (the load, the axle, be objected to such wheels, that the carriages be allowed to travel on them at all. It need not and the time, being the same,) in one revolu-would be too elevated, and liable to upset, for all tion of a wheel three feet as of one twenty feet heavy lading, the furnace water, &c. might be in diameter, and the friction is also probably the suspended under the axle, as near to the ground same at the road or periphery of the wheel, but as would be safe, and over a smooth road this the progress of the large wheel would be as might be very near indeed. twenty to three of the small one; and here I beg||any objection, at least on a level road, because Neither would the weight of the wheels be Wishing every improvement to have due releave to make an inquiry. After the large and the dimensions of the axle, and the strength and |compense, and knowing that they do generally the small wheel have received their motion or weight of all the other parts of the receive it, I could not see the good policy, procarriage, momentum, so that each revolves in the same wheels, and would be governed entirely by the to enhance his, the art of railroad making as would be required no greater than with small priety, or occasion, for running down, in order time, and each has the same load, will the large lading they would have to support. The friction now in practice in England and in this counwheel require more power (saving the resist-at the axle would therefore be greatly reduced, try. It would be a painful discovery to many ance of the atmosphere) to keep up its revolu-as compared with the distance gone over. tion, and its forward motion, than the small one, wheel of 60 feet circumference and 9 inch tire railways will not last over "five years." A stockholders, were it matter of fact that timber although the forward progress of the large one would probably weigh a ton. be in proportion to its circumference? Its adhesion road would be to make it harder and smoother. have been the cause, and the argument founded would of course be greater, and its effect on the case, in which the bad choice of timber may When this was said on the authority of one This communication is already longer thanllin an effect, which I knew was easily guarded I have also often reflected upon the face of the country in this region, and upon the present| If they will examine each other's statements below quoted, where each describes the effect in his opinion produced, each disagreeing with the other, they will discover that both are wrong in theory and in practical results. against, it became a duty to protest against |neers; therefore, in point of consistency, to ||for rails, they were formed by combining this surprising and groundless denunciation of which I alluded, we should at least presume wrought and cast iron, and the invention pata material, which must be extensively used in they would agree, particularly on points of the ented. If he (Mr. Bulkley) had been aware of our country for many years to come, unless this, I (he adds) should have expected him to railroads are relinquished. ory, on a subject which they assume to under-have shown in what way his rail differs from The condition of our country is very differ- stand, if they did not in their thoughts on prac-any which has been tried." In reply to this I ent from that of England. There a dense pop-tical results. will state that I was aware of that, and various ulation and very active trade demands permaother attempts at making rails, and have in nency on their railways, and the revenue can proper place, in my specification, stated where. afford the cost, but if we were to wait till we in it differs from all other rails. It differs in could afford an equally substantial work as the theory, in principle, in effect, and in practicabilLiverpool road, not 30 but 300 miles, we shall which he alludes was that of the formation of ity. The principal object of the invention to have waited till Montreal, Baltimore, and Philadelphia, will have engrossed the western trade. a wrought iron rail containing notches upon its We must adapt means to ends. I allude particularly to those sentences in upper surface, and over these notches à plate It seems to me that the ingenuity of American their communications which described their of cast iron about three-fourths of an inch engineers should be directed to making capital views of the effect produced when pouring with a view to attain a hard cast iron surface downward on the upper surface was applied, produce the greatest useful effects for the next melted metal around a bar of wrought iron for the wheels to run upon; the cast iron plate, thirty years. Men of calculation will put money into works that will give interest and lay where the one gives reasons why it will be as might naturally have been expected, broke up one per cent. for a renovating fund, know-"loose in the bore," and the other gives rea- loose among those notches, and defeated the ing that the growth of the country, the reach-sons why it will be so closely bound in the object: the main part of the rail, the two sides ing and opening the objects of the work, will and lower surface, were of wrought iron unprogive value to the privilege of the route, and bore, or orifice, that it may tear the rod asun-tected from corrosion: whereas the "Guard enable them at the end of thirty years to deem der by contraction, as follows: Mr. S. stated Rail" presents a firm hard cast iron surface it worthy of the most substantial superstructure. that "when melted iron is poured around a for the wheels to run upon. The wrought iron While, therefore, there can be no objection cold bar of wrought iron, the latter expands, guard is incased within the cast iron, thereby to improvements which relate to durability, to and on cooling contracts, and the cast iron in protected from corrosion, it passes from end to expect that we shall be able to make very costend through the lower edge of the cast iron, ly railroads on long routes is unreasonable. cooling shrinks, leaving it loose in the bore to- secures the cast iron on the principle of the Our best skill will be better employed in devis-wards the centre of the mass. All depends, abutments to an arch, thereby tending to preing economy of mode and execution. then, (he adds,) on this subsequent operation vent a fissure from commencing in the cast and the quantity of heading produced by per cussion." When we see inventors offering in support of their claims the anonymous testimony of engineers and professors, it prompts the wish that there was here, as in London, an Institute of On the same point in the statement by U. A. Civil Engineers, who would investigate every B., after premises relative to difference in connew invention, and give them, when meritori-traction and expansion at different degrees of ous, an open support. J. L. SULLIVAN. With a view to show the error of both of iron. U. A. B. in his communication alluding to my having stated that by the combination of netals in forming the "Guard Rail," perhaps four-fold of that description of strength necessary in the construction of safe and permanent rails could be attained than by either descriptemperature, in allusion to melted metal flow-tion of metal of equal weight used separately, [For the American Railroad Journal.] ing around a bar of wrought iron, the following he remarked that it seems to be impossible. I, MR. EDITOR,-In your Journal of the 27th of appears: "The wrought iron bar (he states) however, do think it possible, keeping in view April a communication appeared, the author of will be strained longitudinally, and the cast that the "Guard Rail" is to require supporters from six to nine or ten feet apart; and is to which distinguished it by the letters U. A. B., iron which incloses it compressed longitudipresent a cast iron surface, which will probably containing strictures on the "Guard Rail," to-nally, when the rail is not subjected to any ex-last fifty or a hundred years or more; whereas gether with extracts from publications alluding traneous force; hence (he adds), the wrought Tredgold in his Treatise, when adverting to the to the distinctive qualities of wrought iron rails. iron bar may be nearly or quite torn asunder distinctive qualities of wrought iron, mentions In the course of my remarks I shall show, that without any extraneous force being applied to the disadvantage resulting from a renewal of wrought iron rails every fifteen or sixteen years. U. A. B., if sincere in his statements, is not the rail." Another of its qualities is that by this combionly actuated by erroneous impressions, but nation no fissure can commence in the lower that his statements manifest a want of consis- those statements, and in the first place so far edge of a rail, without drawing the wrought rod endwise; and even if from any cause the tency in allusion to the subject, and a want of as relates to the theory of the case, I will state cast iron part of a rail should become cracked, consistency compared with a previous state- the well known maxim, that effect cannot be the strength of the wrought iron rod alone, in ment on the same side of the subject, made by produced without cause; and if we apply that the lower edge of the rail, is sufficient to susMr. S., which was also published in this Jour-maxim to metals affected by heat, and again,tain the rail in place for use. nal. Both of those statements, however, were if we admit the stated-to-be fact, that contracAs to the comparative compressing force of cast and of wrought iron, to which he alludes, made, without either of the parties having ex- tion and expansion of wrought iron and of cast deem it to be matter of no consequence: there amined a specification of the improvement, or iron are equal at equal temperatures, then, if will be no danger of the upper edge of a cast without examining as to the practical results||heated iron be placed in contact with cold iron, iron rail yielding to compression, whereas effected in the manufacture of the "Guard the one will, of course, impart, and the other wrought iron rails, as appears by publications Rail." It is, therefore, not surprising, that men imbibe heat, until the temperature of both be-in England, do so far yield to compression as to take a set curve when overstrained, even when thus situated should advance wrong ideas, come equal; thus, when equal in temperature, placed on foundations only three feet apart. when some of the most eminent engineers in they will be equally expanded, and if equally In allusion to the destructive quality of this country would not hazard an opinion of cooled, contraction will be equal. Where, then, wrought iron rails, as stated by numerous auits merits, even after minutely examining the it may be asked, is that "force" alluded to by thors and engineers, to be "partly in consequence of the great weight of the wheels, specification and models, but required to exa-U. A. B., which, as he states, may tear a wrought which, being rolled upon the rails, extends the mine rails in full size for use; and after such||iron bar nearly or quite asunder, and that, too, lamina composing their upper surfaces, and rails were made and examined, the castings while in its heated state. Even if it were a at length causes those upper surfaces to break composing those rails were not of a doubtful fact, that contraction and expansion were une-up in scales," U. A. B. stated that Mr. Wood, in the second edition of his Treatise on Railroads, nature, but were perfect, and were approved of qual in reaching equal temperatures, he seems page 45, speaks thus, "It has been said by some to have overlooked the fact that a heated engineers, that wrought iron rails exfoliate, or I to the extent of my wishes. In the last number of this Journal I adverted wrought iron rod may not only be "strained separate in their laminæ, in that part which to interested advocates of specific objects: longitudinally without nearly or quite tearing is exposed to the pressure of the wheels. This among those specific objects are wrought iron it asunder, but it may be drawn to slender I pointedly deny, as I have closely examined shreds in the form of wire without "tearing rails which have been in use many years, and rails, also wooden rails, and that such interest it asunder." Henee, in practice, in the forma- on no part are such exfoliations to be seen." existed and does exist to as great or greater tion of "Guard Rails," whether the wrought If U. A. B. will again refer to Wood's Treatise, extent in Europe than in this country. iron be covered with a casing of cast iron, an Both the communications to which I have eighth of an inch or an inch in thickness, I find the rail to be as perfect in its exterior appearalluded, that of Mr. S., as also that of U. A. B., ance as if it were made entirely of cast iron. are professedly both on the same side of the question, and the authors of them both engi. U. A. B. in his communication also stated "that soon after malleable iron was first used he will find that Mr. Wood is not author of the above stated remarks: he will find that the remarks were made by Mr. G. Stevenson, of Newcastle. This abrupt denial of Mr. Stevenson, in the face of numerous, no doubt respectable, engineers and authors, who stated their views from observation, goes not much to the teen dollars per ton; if, therefore, companies ||fore described, and the wheel would continue credit of his statements. If Mr. Stevenson had who have their millions to expend for rails, to revolve, without any impediment except have remarked that such was not the effect pro- would take advantage of this, after becoming that created by the friction of the collar and duced in the rails he had examined, a query satisfied of the many superior qualities of the rim. Should the axle-tree break at the shoulmight have been made as to the extent of weights" Guard Rail," as admitted by good judges, they rolled upon the rails he had examined; for on would be enabled to construct permanent rail-der of the spindle, or in any other part, the many roads in England rails are made for light roads, with a saving of perhaps one third of the wheel will still be preserved in its ordinary loads, perhaps a ton or less-others for loads of capital now required for constructing roads, position, but will become partially locked ten tons or more. It would be folly indeed to with rails that will require renewing in a com- from the friction of the collar.-For a fur. presume a like effect to be produced on both paratively short time. A method has been de- ther illustration of my invention, I refer to descriptions of rails; those engineers who were vised for moulding "Guard Rails," by which a the model and drawings of the same, deposo abrubtly opposed by Mr. Stevenson, confined single man could probably set moulds for cast-sited in the Patent Office, and to those (if their observations to rails upon which "great ing a hundred rails a day: the object being to weights" were rolled, and their views, as sta- manufacture rails at the blast furnaces, and to more convenient) in my possession also. ted, seem perfectly consistent with the nature convert iron at the furnace into the form of of wrought iron. rails, with but a trifling additional expense to As to that part of the communication of U. A. B. which alludes to the liability of wrought metal to decay and become weakened by crusts of rust, when laid near the surface in damp situations, I refer to the American Railroad Journal dated 4th of May, inst. where that part of the subject is stated at length, accompanied by extracts from publications, in a communication written on the subject of the "Guard Rail.” Treatise on Railroads, first American and se that of converting it into masses denominated Improved Carriage Wheel Guard. [Com- Specification of a Patent granted to Richard Badnall, Junr. of England, for inventing a Propelling Power to enable Engines to ascend Hills on Railroads. [From the Repertory of Inventions, &c.] Fig. 1. 2 The most singular remark in the communication of U. A. B. is as follows, in which he MIDDLEBURG, Md. May 10, 1833. SIR,-Having been informed that your states "Sufficient experiments and observations have not yet been made to determine, ex- paper is exclusively devoted to the publicaactly, how much faster cast iron is worn away tion of all new and important information by the action of the wheels on the rails, than connected with discoveries in mechanics, wrought iron; but it seems that cast iron wears I have taken the liberty of inclosing you off about five times as fast as wrought iron." description of my "Carriage Wheel Guard," A man who would pen a sentence of the above an apparatus for which I have received "Letdescription, for public inspection, might excuse ters Patent" from the Government of the himself by saying he was unacquainted with the nature of metals. United States. With this apparatus attached It is generally well known that malleable iron is comparatively so to wheeled carriages of all kinds, there is soft that a common file will reduce it to frag-perfect safety and security from the occurments; whereas cast iron, particularly if cast rence of accident in case any derangement My improvement in the construction or on a chill, is of consistency nearly, or quite should take place in the running part. The formation of the trams or rails, or lines of equal in hardness, to steel, upon which a file great advantages to be derived by the travel-rail or tram roads, will be best illustrated by seems to make no impression. On this part of the subject, Wood, in hising portion of the community, from the ge- reference to the oscillation of a pendulum. neral introduction of this "Carriage Wheel If a plummet, suspended by a string, as fig. cond English edition, page 147, remarks, "It is Guard," must be obvious to the most super-1, from the point z, be drawn away from the considered of paramount importance in the ficial observer. Respectfully yours, perpendicular line to the point a, and there construction of a railroad, to form it of such W. ZALLICKOFFER, M. D. let go, it will fall by its gravity in the arc, materials as combine strength and durability DESCRIPTION. This apparatus consists of a b, but in its falling it will have acquired so with economy; cast iron, while its hardness pre-a cylindrical flanged rim of iron, guards, much momentum as will sents a surface that opposes little obstruction it forward up carry to the wheels of the carriages, forms a sub-a circular collar, and a semi-circular cap. to a similar altitude at the point c. stance which is also very durable, and resists the The axle-tree and wheels are Let it be supposed that a line of rails or action of the wheels with great effect; and the usual manner. The cylindrical flanged tram-way for carriage be so constructed adds, "its brittleness forms the only source of rim of iron, is either cast whole with the from the summit of two hills, as fig. 2, across reasonable objection." This brittleness, the hub, or in sections, and screwed to its peri- a valley, that the descent from one hill, as only objection, as he states, is obviated by the phery in a groove, having two flanges, one a, to the valley b, shall subtend a similar wrought fron rod,as applied in the "Guard Rail," on each side, raised sufficiently high to form angle up the other hill, from the horizontal obviated to the satisfaction of all who examine it. I could add many pages of quotations from a groove to receive the collar. The guards line to the ascent up the hill, from b to c. publications by celebrated authors, establishing are made of iron, nearly in the form of the Now, if a tram waggon, as d, be placed at the same point, above alluded to by Mr. Wood, letter Z, and secured to the axle-tree by a the summit of the declivity a, it will, by its but the nature of the case is too palpable to be joint and screw bolt. To each axle-tree gravity alone, run down the descending line misunderstood by men of understanding. there are four guards, two on each side. of rails to the lowest point b; but in so run made in In allusion to the description of the principle. The circular collar, made of iron, is se-ning, according to the principle of the oscilon which the "Guard Rail" is predicated; a cured to the ends of the guards, and is put lating pendulum, it shall have acquired a modescription of it as now made in full size for around the cylindrical rim in the groove mentum that would carry it forward without use, experiments of applying weights on rails, formed by the flanges. A semicircular cap, any additional force, up the ascending line, with foundations eight feet apart, together with several quotations from publications, show-secured to the guards by hooks and staple, to the summit of the hill, c, being at the same ing the comparatively destructive qualities of is put over the hub to prevent dirt falling altitude as the hill, a. It is quite certain that wooden rails, and of wrought iron, persons in the groove around the rim. There are this would really take place if the force acinterested in the subject are referred to the three other modes of applying the same quired by the momentum was not impeded "American Railroad Journal, and Advocate of principle described in the specification, which by the friction of the wheels of the carriage Internal Improvements," New-York, Vol. 2, it is, perhaps, unnecessary here to notice, as upon their axles, and upon the rails on which No. 14. Vol. 2, No. 18. and Vol. 2, No. 19. It is matter worthy of inquiry as to how much they are not as likely to answer the purpose they run. this country might be benefitted by the manuquite as well as the present described ap- Hence subtracting the amount of friction facture of rails for its use, and perhaps eventu paratus. as a retarding force from the momentum ally for exportation: millions are now sent to OPERATION.-The operation is thus:- which the carriage has acquired in descendEngland for the purchase of an inferior metal When the axle-tree is whole, and the linch- ing from a to b, it will be perceived that the in the form of rails; while at the same time in pin, or nut, secure, then the wheel turns force of momentum alone would only impel this country, even in the State of Pennsylvania without touching any part of the guards or the carriage part of the way up the ascent alone, permanent rails mi; ht be manufactured collar; but should the spindle of the axle-b c, say as far as z. It must now be evident to furnish a supply for a the numerous rail-tree break, or the linch-pin or nut become that the carriage d would not only pass down roads in progress, and in contemplation. I am informed from two different sources, that in the disengaged, then the wheel would be pre- the descending line of road from a to b by its interior of Pennsylvania, the actual cost of ma- vented from falling by the cylindrical collar gravity, but the momentum acquired in the nufacturing pig iron, aside from profit, is in on the ends of the guards put around the descent would also impel it up the second many instances as low as fifteen to seven-hub, between the flanges of the rim, as be-hill as far as z, unassisted by any locomotive the latter. power. In order, the reforeto raise the car-scarcely a single member, or moulding, but|| cian and Roman style, although derived from riage to the top of the second hill, I have comes to us with a Greek name. [To be continued.] only to employ such an impelling force as Be this as it may, it is certain the Rowould be sufficient to draw it from z to c. It mans, from whom we derive it, borrowed CLOTHING, NATURAL AND ARTIFICIAL.I employ a locomotive power to assist in im- what they had entirely from the Greeks; nor The covering of wool and feathers, which pelling my carriage from a to b, I by that do they seem, till then, to have had any other nature has provided for the inferior classes means obtain a greater momentum than notion of the grandeur and beauty of build-of animals, has a property of conducting heat would result from the descent of the car-ings, beside what arises from their magni- very imperfectly; and hence it has the effect riage by gravity alone; and am enabled by tude, strength, &c. Thus far they were un-of keeping the body cool in not weather, and that means to surmount the hill c, having acquainted with any other beside the Tuscan. warm in cold weather. The heat which is travelled the whole distance from a to con Under Augustus, Architecture arrived at produced by powers provided in the animal the undulating line of road, with the exertion its glory: Tiberius neglected it, as well as economy within the body, has a tendency, of much less locomotive power than would the other polite arts. Nero, amongst a heap when in a cold atmosphere, to escape faster have been requisite to have impelled the car- of horrible vices, still retained an uncommon than it is generated; the covering being a riage the same distance upon a perfectly passion for building; but luxury and disso-non-conductor, intercepts it, and keeps it horizontal plane. luteness had a greater share in it than true confined. Man is endowed with Caculties cumstances. I claim as my invention the form of tram magnificence. Apollodorus excelled in Ar- which enable him to fabricate for himself or rails, or lines of tram or rail road, in such chitecture, under the emperor Trajan, by covering similar to that with which nature undulating curve or curves as will enable which he merited the favor of that prince; has provided other animals. Clothes are me, in ascending hills, to combine and apply and it was he who raised the famous Trajan generally composed of some light non-conthe advantages of momentum from gravity column, existing to this day. ducting substances, which protect the body acquired in running down the descending After this, Architecture began to dwindle from the inclement heat or cold of the extercurves of hills, with the propelling power of again; and though the care and magnificence nal air. In summer, clothing keeps the locomotive engines to be employed thereon, of Alexander Severus supported it for some body cool, and in winter warm. Woollen not confining myself to any particular extent time, yet it fell with the western empire, and substances are worse conductors than those of line or form of curve, but varying and sunk into a corruption, from whence it was composed of cotton or linen. A flannel shirt adapting the curve or curves according to not recovered for the space of twelve centu-more effectually intercepts heat than a linen the surface of the country, or other local cir-ries. or a cotton one; and whether in warm or in The ravages of the Visigoths, in the fifth cold climates, attains the end of clothing In witness, &c. century, destroyed all the most beautiful more effectually. monuments of antiquity; and Architecture If several pieces of cloth, of the same size ARCHITECTURE.-Without entering deep-that their professed architects understood blue, green, yellow, and white, be thrown on thenceforward became so coarse and artless, and quality, but of different colors, black, ly into the subject of Architecture, we pro- nothing at all of just designing, wherein its the surface of snow in clear daylight, but pose to devote a portion of our succeeding whole beauty consists: and hence a new especially in sunshine, it will be found that pages to the explanation of the general and fundamental principles upon which this high-called the Gothic. manner of building took its rise, which is the black cloth will quickly melt the snow ly interesting and beautiful science depends. beneath it, and sink downwards. The blue The science of Architecture has at all Charlemagne did his utmost to restore will do the same, but less rapidly; the green times, and in all civilized countries, been Architecture; and the French applied them- still less so; the yellow slightly; and the considered not only a pleasing but a highly ragement of H. Capet: his son Robert suc- warmth or coolness of clothing depends as selves to it with success, under the encou-white not at all. We sec, therefore, that the useful branch of knowledge. The great utility of this science, and the the modern Architecture was run into as great dress, or one of a light color, will always be ceeded him in this design, till by degrees well on its color as its quality. A white elegant accomplishments connected with its study, have almost rendered a knowledge of an excess of delicacy, as the Gothic had be- cooler than one of the same quality of a dark fore done into massiveness. its rules and principles necessary to complete be added, the Arabesk and Morisk or Moor- when there is much sunshine. To these may color, and especially so in clear weather, a liberal education. But it is not our inten-ish Architecture, which were much of a piece light color reflects heat copiously, and abA white and nor to give any thing like a detailed history south by the Moors and Saracens, as the absorbs copiously and reflects little. From with the Gothic, only brought in from the sorbs little, while a black and dark color of it, but to present our readers with a plain former was from the north by the Goths and this we see that experience has supplied the and condensed account of what may be termVandals. ed its elementary principles. place of science in directing the choice of Architecture is usually divided, with resThe architects of the 13th, 14th, and 15th clothing. The use of light colors always prepect to its objects, into three branches, civil, century, who had some knowledge of sculp- vail in summer, and that of dark colors in ture, seemed to make perfection consist al- winter. Civil Architecture, called also absolutely, together in the delicacy and multitude of orThe scheme authorized by an act of the last and by way of eminence, Architecture, is the naments, which they bestowed on their build. session for forming the CAPE FEAR AND YADart of contriving and executing commodiousings with a world of care and solicitude, KIN RAILROAD, is abandoned by the subscribers buildings for the uses of civil life; as houses, though frequently without judgment or taste. in Wilmington and its vicinity. Dr. Wm. P. temples, theatres, halls, bridges, colleges, Italy and France were wholly bent upon re-subscriptions to it, informs the subscribers In the two last centuries, the architects of Hort, one of the Commissioners for receiving porticoes, &c. Architecture is scarcely inferior to any of trieving the primitive simplicity and beauty that he is now ready to pay them back the mothe arts in point of antiquity. Nature and not fail of success: insomuch, that our church-12 per cent. for disbursements, the inhabitants of ancient Architecture; in which they did ney deposited on their shares, after deducting necessity taught the first inhabitants of the earth to build themselves huts, tents, and es, palaces, &c. are now wholly built after of the western counties having failed to subcottages; from which, in course of time, the antique. Civil Architecture may be disseribe a cent towards effecting the proposed object. they gradually advanced to more regular and tinguished, with regard to the several periods The proposed Central Railroad, also authorstately habitations, with variety of ornaments, modern, &c. Another division of Civil Archi- considered as abandoned for the present. We or states of it, into the antique, ancient, gothic, ized by an act of the same body, may also be proportions, &c. To what a pitch of magtecture arises from the different proportions hope, hereafter, when Mr. Clay's land bill shall nificence the Tyrians and Egyptians carried which the different kinds of buildings ren. become a law, that both schemes will be efArchitecture, before it came to the Greeks, dered necessary, that we might have some fected. At present there is too little capital and from Vitruvius's account of the Egyptian bulk, strength, delicacy, richness, or simpli- ternal improvement. In the mean time, we may be learned from Isaiah xxiii. 8. and suitable for every purpose, according to the public spirit in North Carolina, unaided by Oeci; their pyramids, obelisks, &c. tion to bestow encomiums on the science, military, and naval. Yet, in the common account, Architecture should be almost wholly Grecian original: three of the regular orders or manners of building are denominated from them, viz. Corinthian, Ionic, and Doric: and there is * Barton's Medical Botany, vol. 2, p. 14. city required. Government, to effect any great scheme of in trust that enterprising individuals will continue the ancients at different times, and on diffe- [Raleigh Register, May 7.] Hence arose five orders, all invented by to prosecute and complete smaller works.rent occasions, viz. Tuscan, Doric, Ionic, Corinthian, and Composite. The Gothic Pensacola Canal.-The route of the proposed cal Architecture may also be mentioned here, the company have arrived at the latter place. The nal from Mobile to Pensacola has been surveyed, and for it is perfectly distinct both from the Gre-"particulars, however, are not made public. BABBAGE it birth, at a cheaper price than that at which]] their coarser machinery enables them to manuECONOMY OF MANUFACTURES. facture it themselves.* ON THE INTRODUCTION. 3. The large proportion of the population of this country, who are engaged in manufactures, The object of the present volume is to point appears from the following table, deduced from out the effects and the advantages which arise a statement in an Essay on the Distribution of from the use of tools and machines; to endea-Wealth, by the Rev. R. Jones: vor to classify their modes of action; and to For every hundred persons employed in Agritrace both the causes and the consequences of culture, there are, applying machinery to supersede the skill and power of the human arm. In Italy In England Agriculturists. 100 100 100 Non-Agriculturists. 34 50 200 7. To drag it by these rollers over 28 A view of the mechanical part of the subject will, in the first instance, occupy our attention, The fact that the proportion of non-agriculand to this the first section of the work will be devoted. The first chapter of the section will tural to agricultural persons is continually incontain some remarks on the general sources creasing, appears both from the Report of the from whence the advantages of machinery are Committee of the House of Commons upon derived, and the succeeding nine chapters will Manufacturers' Employment, July, 1830, and contain a detailed examination of principles of also from the still later evidence of the last cena less general character. The eleventh chap- sus, from which document the annexed table of ter contains numerous subdivisions, and is im- the increase of population in our great manufacportant from the extensive classification it afturing towns has been deduced. fords of the arts in which copying is so largely Increase of population per cent. : employed. The twelfth chapter, which completes the first section, contains a few suggestions for the assistance of those who propose Manchester, Glasgow, visiting manufactories. Total. 1801 to 1801 1811 1821 Names of Places. 1831. chapter on the difference between making and SOURCES OF THE ADVANTAGES ARISING FROM of its manufactures well understood and attend- 22 8. When the stone was mounted on a wooden platform, and the same rollers placed between that and a plank floor, it required From this experiment, it results that the force necessary to move a stone along the roughly chiselled floor of its quarry is nearly two-thirds of its weight; to move it along a wooden floor, three-fifths: by wood upon wood, five-ninths; if the wooden surfaces are soaped, one-sixth; if rollers are used on the floor of the quarry, it requires one-thirty-second part of the weight; if they roll over wood, one-fortieth; and if they roll between wood, one-fiftieth of its weight. At each increase of knowledge, as well as on the contrivance of every new tool, human labor becomes abridged. The man who contrived rollers invented a tool by which his first suggested the employment of soap, or The workman who power was quintupled. without exerting a greater effort, more than thres grease, was immediately enabled to move, times the weight he could before.* advantage of machinery in manufactures. So 6. The economy of human time is the next extensive and important is this effect, that we 4. The advantages which are derived from might, if we were inclined to generalize, embrace almost all the advantages under this sinmachinery and manufactures seem to arise prin-gle head; but the elucidation of principles of cipally from three sources, viz.: The addition less extent will contribute more readily to a 1. There exists, perhaps, no single circum-which they make to human power; The eco-knowledge of the subject; and, as numerous stance which distinguishes our country (Eng-nomy they produce of human time; The conland) more remarkably from all others, than the version of substances apparently common and examples will be presented to the reader in the ensuing pages, we shall restrict our illustravast extent and perfection to which we have worthless into valuable products. tions upon this point. carried the contrivance of tools and machines 5. Of additions to human power. With reAs an example of the economy of time, the for forming those conveniences, of which so spect to the first of these causes, the forces de- use of gunpowder in blasting rocks may be large a quantity is consumed by almost every rived from wind, from water, and from steam, noticed. Several pounds of that substance may class of the community. The amount of patient present themselves to the mind of every one; be purchased for a sum acquired by a few days' thought, of repeated experiment, of happy ex- these are, in fact, additions to human power, labor; yet when this is employed for the pur. ertion of genius, by which our manufactures and will be considered in a future page: there pose alluded to, effects are frequently produced have been created and carried to their present excellence, is scarcely to be imagined. If we are, however, other sources of its increase, by which could not, even with the best tools, be which the animal force of the individual is it accomplished by other means in less than ma. look around the rooms we inhabit, or through self made to act with far greater than its unasthose storehouses of every convenience, of 7. The art of using the diamond for cutting every luxury that man can desire, which deck sisted power; and to these we shall at present the crowded streets of our larger cities, we shall confine our observations. The construction of glass has undergone, within a few years, a very palaces, of temples, and of tombs, seems to important improvement. A glazier's appren find in the history of each article, of every fa- have occupied the earliest attention of nations tice, when using a diamond set in a conical fer bric, a series of failures which have gradually led the way to excellence; and we shall notice, just entering on the career of civilization; and rule, as was always the practice about twenty the enormous blocks of stone moved from their years since, found great difficulty in acquiring in the art of making even the most insignificant native repositories to minister to the grandeur the art of using it with certainty, and at th of them, processes calculated to excite our admiration by their simplicity, or to rivet our at- or piety of the builders, have remained to ex-end of a seven years' apprenticeship many wer cite the astonishment of their posterity long found but indifferently skilled in its employmen 2. The accumulation of skill and science after the purposes of many of these records, as This arose from the difficulty of finding the prewhich has been directed to diminish the diffi-well as the names of their founders, have been cise angle at which the diamond cuts, and o culty of producing manufactured goods, has not forgotten. The different degrees of force ne- guiding it along the glass at the proper inclinbeen beneficial to that country alone in which it cessary to move these ponderous masses will tion when that angle is found. Almost the have varied according to the mechanical know-whole of the time consumed, and of the glas is concentrated; distant kingdoms have parti- ledge of the people employed in their transport; destroyed, in acquiring the art of cutting glass cipated in its advantages. The luxurious natives of the East,* and the ruder inhabitants of and that the extent of power required for this may now be saved by the use of an improves. the African desert, are alike indebted to our purpose is widely different under different cir- tool. The gem is set in a small piece of squared cumstances will appear from the following ex- brass, with its edge nearly parallel to one side looms. The produce of our factories has preceded even our most enterprising travellers.periment, which is related by M. Redelet, Sur of the square. A person skilled in its use new l'Art de Batir. The cotton of India is conveyed by British ships round half our planet, to be woven by British skill in the factories of Lancashire: it is again set in motion by British capital; and, transported to the very plains whereon it grew, is re-purchased by the lords of the soil which gave † Captain Clapperton, when on a visit at the court of the Sul-ed calico derives its name,) the price of labor is one seventh of |