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Editorial Notices, &c..561-565 Steam-Carriages on Com

Olcott's Locomotive Engine.562

Letters to the Editor, from

C. W. Wever, W. P. Mc.
Neill, B.Wright, J.Knight

...566

NEW-YORK, SEPTEMBER 1, 1832.

jects from the best works published in this country;
and also in relation to the cultivation of the vine,

Origin of the Vine, New and the manufactore of silk; -as well as the most

ish Clover...

and J. P. Stabler ....562-569
Railroads in Virginia, Nortli Literary Notices...
Carolina, and Tennessee.563 The Cholera........
On the elevation of rails, &c.564 Summary.
Celebration at Paris.
From Wood's Treatise on
Railroads.

..570

Chinese Mulberry, Span- ..568 interesting news of the day, both foreign and domesForeign Intelligence......069 tic; with a weekly review of new publications, ...572 and such political matters as may be of general inte574 rest and worthy of record, omitting every thing of a ..564 Miscellany, Poetry 575 party nature. Also, meteorological tables kept at ....565 rological Tables, &c....576 Montreal, Trey, city of New-York, Charleston, S. C.

McAdam's System of Road- Marriages, Deaths, Meteomaking..

..572

The AMERICAN RAILROAD JOURNAL is pub

Mobile, and New-Orleans, or its vicinity, thereby ished at 33 Wall-street. New-York, at $3 a year, in advance showing at a glance a comparative state of the wea

AMERICAN RAILROAD JOURNAL.

NEW-YORK, SEPTEMBER 1, 1932.

VOLUME I....NO. 36.

Wm. A. Duer, Esq., President of Columbia College.
James Renwick, Esq., Professor in do.

Robert L. Stevens, Esq.

James G. King. Esq.

Samuel Swartwout, Esq., Collector of the Port.
Messrs. Gracie, Prime & Co.

Messrs. Dwight, Townsend & Co., Eds. Daily Advertiser,

He is also permitted to publish letters from distinguished engineers who have been familiar with the Journal from its commencement; and he assures those who may take an interest in its success, that it will be continued, and every engagement of the Editor promptly fulfilled.

We are under many obligations to the conductors ther in different sections of the country, which may be highly interesting to men of science. It will of the Press throughout the country for the friendly also contain a Bank Note Table, Price Current, and manner in which they noticed the Journal on its what is generally first looked for, a long list of deaths first appearance. It was then an experiment, and by

American Railroad JOURNAL. The very favora- and marriages. A small space will also be devoted many thought visionary. It therefore affords us ble reception which our Journal has met from to advertisements relating to the subject of internal much pleasure now to be able to assure them that it has not been-if an experiment-an unsuccessful hundreds of the most intelligent, scientific, and prac- improvements. tical friends of internal improvement in different The terms of the Journal are $3 per annum in ad. one, as it has a circulation which will ensure its parts of the Union, has induced us to make an-vance. It will be seen on a moment's reflection, that continuance in its present dress; but we are very deother effort to render it more generally known it cannot be afforded at that price unless payment is throughout the United States. made in advance; as, if we were to send it without, to afford better paper and a greater variety of engra

sirous so to extend its circulation as to be able

It has been frequently observed to us, that its title and then be obliged to send a collector at a heavy wings or illustrations for the next volume. We trust indicates an exclusive devotion to the subject of expense for the money-some of which would ne. they will not find it less deserving a passing notice Railroads. That, however, is not the fact. An ac. ver be collected, as there are those who think it is nowthan at its commencement. By a reference to the quaintance with its columns will convince any per quite enough to "patronize" a newspaper by taking terms it will be seen that it is put lower than it can son that its object is the improvement of internal it, without an idea of ever paying for it-the receipts in truth be afforded, where a subscriber pays for two years at one time, commencing with the first numcommunication; and it is to us a matter of indiffer- would not pay its expenses. ence what the mode of improvement may be, provid- The Journal is published upon a sheet of the ber. This is done, however, to enable the editor to ed it is that most suitable to the circumstances largest size, and folded into an octavo form of 16 obtain suoli materials and such aid by a circulation and business of the section intended to be be-pages, containing three columns each a very connefited. Railroads, Canals, McAdam Roads, or venient size for binding, if it should be deemed next what he desires, and altogether worthy of the Steam-Carriages upon common roads, where they worth preserving; and we are gratified to find, that patronage which he hopes to receive. are known, have each their advocates; and it is thus far almost every subscriber has ordered it from HARLEM RAILROAD. We were much pleased to see that the workmen were engaged in laying the the object of this Journal, which will hereafter bear the first number, with that intention.

1

of what remains of the first volume, as will make the

the title of "Railroad Journal, and Advocate of In- We have now on hand and shall be able to fur- iron rails upon that part of this road below 14th ternal Improvements," to collect, embody, and disse- nish the back numbers complete for five hundred street. It is the intention, as we are informed, of minate information upon that subject generally; and new subscribers an accession which we should be the Company, to have one mile of it completed to become a repository of whatever may be worth very happy to receive soon, as it would enable us to and in use by the 1st of October; when those who preserving for future reference, in relation to them. make the work much more valuable, not only to have apprehended danger from its passing through Selections for it will be made from the best works its readers, but also to the publisher, as it would enable the streets may satisfy themselves to the contrary. upon Railroads, from Mr. McAdam's work on him to devote more time and expense to its columns. We have no hesitation in saying, that it will be Road-making, the London Mechanies, and Edin. Companies of ten or more will be furnished at found altogether an ore safe than stages, as the carburgh Farmers' Magazine, the American Journal of $2 50; or where two subscribers will remit $10, riages never deviate from their course to pass those Science, the United Service, and other Journals; they will be furnished with the Journal for two of another line, and will have a uniform velocity. The grading on the other parts of the road is profrom the report of a special committee of the British years each, beginning with the first number. House of Commons upon the use of Steam Car- In order to establish that confidence in its perma-gressing rapidly, and will be completed in time to riages on common roads; from regular files of Lon- nency, which is essential to induce strangers to pay receive the rails e arly next spring. We certainly don and Liverpool papers, together with an exten. in advance for a work with which they are unac- wish its speedy completion, as it may be considered sive exchange list from all sections of the Union. quainted, the Editor has been permitted to refer to the first link in a grand chain of Railroads to connect this city with the "far West." It will contain selections upon agricultural sub- the gentlemen whose names are annexed:

FREDERICK, (MD.) AUGUST 4, 1832. which all depends may be made of much larger size tlemen in Stonington, New-London, and Norwich, Dear Sir: As I have heretofore sent several than is practicable, on planes where stationary pow-the requisite funds have been raised, and surveys are er is used, as weight is no object. names to you as subscribers to your Railroad JourSANDS OLCOTT. now being prosecuted under my direction, by officers nal, and trusting that I may be enabled to send you of the Army, who have been detailed to the service, with a view to ascertain the best route for continuing the Railroad (whether through Providence or Wor.

P. S. I will at some other time, if necessary, furmore, and as it may be desirable to new subscribers nish you with a calculation of the comparative pow. to know whether they can procure the Journal from er between the one now in operation, and one on the commencement, I write to ascertain that fact. the scale usually adopted by Railroads in the United cester) from Boston to Long Island Sound. You Be pleased, then, to communicate the information States and England. sought.

are aware that, whether it should terminate at Sto

Should any person interested in Railroads wish to nington or New London, as the navigation thence I avail myself of this occasion to express what see this engine in operation, by leaving a note at my acts have implied, my entire approbation of the your office appointing the time, I will be happy to would be uninterrupted by the severity of winter, we

work. I cannot but believe that a work so valuable exhibit it to them. should, on the completion of a Railroad to either to all those engaged in the execution of works of place, by means of steamboats and locomotives, at Internal Improvement, whether they be Canals, Railroads, or other works,-will be as extensively We owe an apology to Captain McNeill, for the all seasons be able to travel comfortably, cheaply, and a time when euch works liberty taken with his letter, as we had not permis. expeditiously, between your great emporium and are so generally in progress as they now are in al. sion to publish it. We do it, however, first, that most all of the States in this Union, such a publica- the friends of Railroads, and particularly those in-derstood the course of the Government respecting

patronized

as it morite.

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tion as the Railroad Journal is much wanted, and
must succeed.

I am, Sir, yours, very respectfully,
C. W. WEVER.

D. K. Minor, Esq.

[FOR THE AMERICAN RAILROAD JOURNAL.]

HARSIMUS, Aug. 28, 1832.

this delightful city.

By the by, I perceive you have correctly un.

terested in the road to which he alludes, may be in its aid in the execution of surveys for works of In formed of the highly successful result of his minuter ternal Improvement. True, the Executive declines authorizing the payment of all the expenses of sur. surveys, and of the fair prospects of a speedy com- veys; but, since it liberally affords officers and inpletion of those important links in the great chain struments (to obtain which constitutes by far the of Railroad which will in a few years be made greater source of expense,) it may, I think, be doubt. through the Atlantic and Western States; and seed-considering the small appropriation by Congress of but $30,000 (which would be entirely ina. condly, to say a word upon the subject of surveys dequate to make the numerous surveys required Mr. Editor :-Observing in your much esteem-fer internal improvements by the U. S. Govern throughout our extended country)-if this decision ed and useful Journal some remarks on my locomo-ment. The object of our previous remarks upon be not, not only the most impartial, but also the tive engine, it calls me before the public to give a this subject were not to complain that the surveys most effective, in its consequences. - I have inad. more minute description of it. It was in operation were not made by the Government, but that a de vertently, however, extended this beyond the mere on Saturday last, when a more thorough experiment cided answer upon that subject had not been at as neither of us, 1 suspect, have much time for chat, request I had to make respecting your Journal, and was made with the greatest success. Many very re- first given, that those interested might have provid. I shall dispense even with an apology, and subscribe putable mechanics were present, and it met their ed the means in time to have effected the surveys myself, sir, very respectfully, decided approbation. The power of the engine is this season. It is the time lost, and not the money Your obedient servant,

about one and a half man, and it carried its own not received, of which we complained. We deemweight, which is much more in proportion than one ed it highly important that surveys should be made on a larger scale, with the weight of an additional this season, at least of a part of the route from this car, and six men, up a plane of one foot in five, city to Lake Eric, which has been, by this delay, 30 feet in length, and passed the elevation of 6 feet probably prevented, as the corporators had had their in 1 minute and 4 seconds. Should we make a cal- meetings previous to the late decision of the Gov. culation from this, and compare it with a locomotive ernment and depended upon what they supposed of 10 horse power, which is about the power of those had been provided by the Government, and therefore most approved, and that working on an elevation of omitted to take other measures to raise the necesone foot in fifteen, which is the inclination general sary funds.

ly adopted on planes where stationary power is used.

the result will plainly show, that a locomotive is

Office of the Boston and Providence Railroad
Company, August 15th, 1832.

capable of passing the whole route with its train of To the Editor of the American Railroad Journal:
cars, through any Railroad, without the help of sta. Sir,-As my professional duties will probably
tionary power. And another great object attained continue to confine me, during the season, to this
is, that there is scarcely a possibility of accident oc. city, you will oblige me by forwarding to this place
curring from the breaking of machinery, as is the your Journal, for which I am a subscriber.

WM. GIBBS MCNEILL.

We very cheerfully give place to the following communication, as it is from a source entitled to

great respect, particularly in matters to which it alludes. That part relating to Engineers is unfortu. nately too true; and the maxim there spoken of is too frequently adopted in this country-by which

our stockholders often suffer severely, and sometimes to nearly the amount of their investment.

We should be gratified to hear frequently from the same source, as it would be equally to our own benefit, and to that of our readers generally. To the Editor of the Railroad Journal:

Sir,-Your Journal I have taken since its

commencement, and have been thus far gratified in perusing the contents of the several numbers, and the various remarks on the subject of Railroads, and of Internal Improvements generally.

The plan you are pursuing, of giving copious extracts from the official reports of engineers, who have examined different projects and plans devised

case where stationary power is used. The most sim. From the interest you manifest in the progressive ple way of demonstrating the machinery, is to sup. improvements of our country, you will doubtless be pose a ship sailing in smooth water, and her cable, gratified to learn that the minuter surveys in which stretched fifty fathoms each way from stem to stern, I am still engaged, with reference to the Boston and and the ends fastened each to an anchor, one at her Providence Railroad, developo even greater facilities bow, and the other at hor stern, and she then hav. (favorable as the country seemed to be from the exing two turns of the cable around the capstan. If perimental surveys) than we had anticipated. The regard to ascents and descents-the mode of remov. the capstan is turned, the ship will move forward, and the cable still remain stationary and fast to the road will be virtually (for the most part actually) ing obstacles, and surmounting difficulties--is well anchors at each end. This is precisely the way in straight-no curve, of necessity, greater than of six adapted to the inquiring minds of the American peowhich my locomotive ascends the plane, there being thousand feet radius; and under these circumstan. ple, and tends to draw forth, for public use, many

no machinery on the plane except the rope or cable

which is fastened at the top and bottom.

ces, dispensing with the inclined plane which had

When the locomotive arrives at the bottom of the been projected, the dividing ridge will be passed on plane to be ascended, the driving wheels are thrown an inelination well adapted to the use of locomotive out of gear, and a drum similar to the capstan of a engines. I am satisfied, too, that these improveship is thrown in gear, and two or more turns of the

rope are taken round the drum and the ond again made

men's o. the route will have been effected at a cost

fast at the bottom of the plane, and drawn mode. considerably within that which was anticipated in rately taught: the engine is then put in motion, the iny estimate. Of this, however, we shall soon have drum revolves and consequently the carriage set in a test in the actual cost of the road, for on the 1st motion and ascends the plane. When it arrives at of October we expect to place under contract thirty

the top, the rope is cast off and the drum thrown out

of gear and the driving wheels thrown in gear, and miles (three-fourths) of the road.

the locomotive runs clear of the rope and proceeds The direction of the route is such that while it
on the level in the ordinary way. It is needless to will afford the shortest communication between
go into the minute calculation of the immense ad Boston and Providence, it affords great facilities for
vantage arising from this mode of passing elevations,
as all those who are at all acquainted with Railrond a connexion alse with Taunton, by a branch rail.

will readily perceive it.
The application of this drum may be made to any miles, from Boston) of but eleven and

for improving the country-entering into details in

mechanical improvements, applicable to particular localities, and beneficial to the age and country.

We live in a very interesting period, and our lot

has fallen to inhabit a country where the mind is

left free and unshackled-where mechanical genius

is as fertile, the field for employing it as extensive,
than perhaps in any part of the world.
and its usefulness more valuable at the present time

But we ought to be on our gnard against entering upon visionary projects, or those too expensive to expect a reasonable remuneration for our capital in a fair period of time.

projects, partly by the perusal of a communication I have been led to these remarks against visionary published in your Journal, taken from an English work, signed by Henry Fairbairn, wherein he advo. cates a Marine Railway across the isthmus of Da

way (diverging from the main line, say twenty three rien, although a tunnel should be necessary of a half to thirty-seven miles. Such a project appears to me one twelve miles in length; making the distance, there. of those that, although practicable, yet would reis that the rope upon fore, from Boston to Taunton but thirty-five miles, quire such an outlay of expense and constant repair * Five men power is calculated in mechanics equal or exceeding that by the turnpike only three miles. Others of Mr. F.'s plans are to practical minds not as to preclude any pro probability of compensation. At the same tine, from the public spirit of gon. euch as would bear close investigation, in a comper

of the lucemotives now in use. The great advantage in safety

to one horse.

ison of expense, with utility and profit, especially collection serves us, a route may b located from been assiduously prosecuting inquiries relating to one where he proposes to fill up, and make land for Harper's Ferry, th ough or near the towns of Win the nearest and best route for a land communica. tillage of some thousand square miles of the Irish tion between our navigable waters and the South Sea, by removing for this purpose the mountains of chester, Harrisonburg, Staunton, Lexington, and Atlantic Sea-ports. They have applied for and reFincastle, to Abingdon, without encountering any ceived from the Department of War, a copy of the

of the stockholders.

at an ex

In

Scotland through the aid of Railways. Engineers do not deny the possibility of execu very serious elevations to prevent a profitable use of survey of the Tennessee and Savannah rivers. ting equally bold projects; but the skillful engineer locomotives, and requiring very little stationary formation derived from the personal knowledge of pill determind between that is feasible other is power; and we dare assert, that a route of equal disted of their demanded her sources to consideration, induced them to endeavor to having on view the present or future remuneration tance cannot be found in this country, combining so procure a professional examination of the only other nmany interesting objects of curiosity with so much reute spoken of, to wit, via the French Broad river. Some of your correspondents seem disposed to splendid and beautiful scenery, as that through "the In answer to their application they have received ascondemn all Canals, now believe Completed, andted in thit Valley of Virginia." Who that has aseended the surance that soon as an appropriation shall be made, competent engineer shall be detached to that country. This opinion. I consider, as tending to "Peaks of Otter," and beheld the beautiful expanse service. They have also received from the Direcvery great injury to the community, and leading to of country for near an hundred miles south, east tors of the Railroad of South Carolina the report of erroneous undertakings. and north, with its numerous plantations or that their Chief Engineer from which they learn that Canals are usetul, and there are many locations has visited the "Natural Bridge," and from it cast one against January next their road will be completed to where they are much more so than Rai'roads. Hamburg. It is known that a Railroad is projected These latter may, in turn, be better adapted to cer- dizzy glance into the abyss beneath-or, from below, from Fayetteville, North Carolina, to the Western tain localities and purposes than Canals, and in surveyed in silent admiration its stupendous heights, part of the State." (A central Railroad is proposed some places Canals be impracticable for want of wa- and clambered up its rugged walls, vainly to leave a also from Beaufort via Raleigh and Saksbury to the ter: thus each have their advantages, and the ques-name-or, who that has penetrated the depths of Western part of the State.) "Tennessee has not tion of choice is for the deliberate decision of the been inattentive to her interest in these grand enter. stockholders and engineers. Weir's Cave, with its "ante-chambers," "halls, prizes; and her legislature at its late session incorAnother impression tended to be created by other "saloons," "musical apartments," and "water-porated the Knoxville and Southern Railroad Comof your correspondents, and which in my view is falls" and viewed the thousand varieties of "sta-pany. This brief review of the whole ground justi. erroneous, is, that science will make an engineer. tactites" formed therein by a process beyond the art fies the conclusion that the several cominunities inScience is of unquestionable utility, but no one, with terested in this undertaking are aware of its great this acquirement alone, without practical knowledge of man to imitate-and has then passed on through importance and value to each, and that by a proper and natural qualifications, will ever attain to emi- a beautiful country to "Harper's Ferry," which was concert of action its accomplishment can no longer be nence in the profession-no more than one can be deemed by JEFFERSON to be alone worth a voyage deemed problematical. It has occurred to them that come a poet without the gift of the talent. There is across the Atlantic, where the waters of two large a meeting of Delegates from South Carolina, North a peculiar tact required, and a combination of scienCarolina and Tennessee, should be held at Asheville. tific and practical knowledge and experience; a rivers mingle, that have at some early day burst The members of this convention bringing with them sound judgment, and habit of readily estimating the asunder rocks and mountains of a thousand feet in from the various sections of country they represent, value of labor and materials; and a judicious selec- height, in their passage to the Ocean; - We say who the statistical information they may obtain, the tion of plans adapted to peculiar localities, uniting that has enjoyed the pleasure of a visit to these won. knowledge of particular localities they possess, and economy in all cases with requisite durability.

ders of creation, and participated in the comforts of I hope you will exert your efforts on these heads to disabuse the public mind, and to elevate the stand. "good old Virginia hospitality," will not say that ard of qualifications of engineers. To the want of there are few sections of country with as many, and those may be assigned the failure of many public none possessing more inducements for the traveller, works, and the disappointment of stockholders.

fond of variety, than the "Valley of Virginia?"

「From the Winchester Virginian, July 25.]

a fund of intelligence on the various branches of the general subject, will be able to concert a scheme of extensive co-operation, and concentrate public sentiment in its favor."

The following resolutions were unanimously adopted :

On motion of Col. Samuel Chunn, it was resolved

as the sense of this meeting, that the subject of a Railroad to pass up the French Broad River is one of deep interest to this community.

We are so disposed to be "penny wise and pound foolish," that rather than employ well qualified engineers, at a proper compensation, we resort to the OUR RAILROAD. We are gratified to learn that the inexperienced; and for a smallconsideration, com- engineers employed in surveying various routes for pared with the value of knowledge and experience, a Railroad from this place to the Potomac, have we hazard the frequent disastrous result of erroneous nearly completed their report, after examining re. On motion of J. M'D. Carson, Esq., it was resoly. plans, misapplied expenditure, and often the ultimate cently several routes not explored in their previous ed, that the importance of this subject be recomabandonment of the undertaking. surveys. We are led to believe, from circumstances mended to the citizens of North Carolina and South I regretted to see in your valuable Journal, men- which have come: o our knowledge, that the recent Carolina, and that they be requested to send deletion made of the abandonment of the survey under surveys afford much additional encouragement as to gates to meet the delegates from Tennessee, at this Col. Clinton of a route for a Railroad from the Hud. the practicability of the scheme; and that the esti- place. son river, through the southern tier of counties in mate of expenditures falls considerably short of that On motion of J. M'D. Carson, it was further rethis state, to the state of Ohio. solved that the first Monday in September next, be

which had heretofore been made.

I have been desirous to see that project carried in- A reference to the proposal made by Mr. Forrest, fixed upon as the most suitable time for the convento effect, as one which would do our city great bene. the agent of the Baltimore and Ohio Railroad Com-tion of delegates. fit, and, when in operation, would test the compara pany, to the Chesapeake and Ohio Canal Company, The following gentlemen were then appointed on tive advantages between Railroads and Canals fair-leaves but little doubt that a compromise will be ef. that occasion as delegates for the county of Bunly, and render justice to a neglected portion of our fected between those Companies, so that the Balti-combe, viz. James Allen, James Gudger, Benj. King, more Road will be permitted to pass the Point of Samuel Chunn, James M. Smith, James W. Patton,

state.

I hope your useful Journal will be more exten. Rocks and proceed to Harper's Ferry; but should Samuel W. Davidson, William J. Lewis, Jas. Lowsively circulated, and spread into every part of our this not be the case, we are assured that that Com. ry, Col. John Clayton, Mitchel King, Charles Bearbeloved country, and produce a spirit of inquiry a-pany will take such steps as will insure a junction ing, Philip Brittain, Green K. Cissna, James Bremong all classes how we can, each and all, render with our road at the point of termination. vard, David Vance, Chas. Moore, Robert Williamthe greatest benefit to the family of man.

New-York, August 16th, 1832.

BENJ. WRIGHT.

Taking all these matters into consideration, we son, John Shrash, and Thos. Foster.
think there need be no hesitation on our part in say- On motion of A. M. Burton, Esq. it was resolved,
ing that the work will go on. We know that many that Joshua Roberts, James H. Norwood, Richard
have embraced the idea that the scheme will not be E. Fortune and William Coleman, be appointed a

prosecuted; we entertain no such fears-we have
too much confidence in the intelligence of our citi-
zens to believe that they will blindly throw away the
only means of ad vancing the prosperity of our town

VIRGINIA begins to awake to her true interests. She has long been inactive, whilst her younger sis ters have been progressing rapidly in the scale of improvements; but a new era has commenced in her and country. history, and Virginia will again be found amongst The friends of the enterprize will bear in mind the leading states of the Union; - at least, we hope that a general meeting of the stockholders is to take place on Saturday the 4th of August, for the elec she may, for we cherish much good will to many of her worthy citizens.

Corresponding Committee.

JAS. H. NORWOOD,
RICH'D E. FORTUNE,

BENJAMIN KING, Chairman.
Secretaries.

[From the Raleigh Register, July 20.] EXPERIMENTAL RAILROAD - With a view of promo.

tion of a President and Directors for the ensuing ting the success of the Central Railroad, by a practiyear; at which te me the report of the present Board cal demonstration of the great advantages attendant By the annexed extract from the Winchester Vir. will be read, affording no doubt much interesting upon that mode of transportation, a ompany has information upon the subject. We earnestly recom- been recently organized in this city, for the purpose ginian, we learn that surveys are now in progress mend all interested to attend on that occasion. of constructing in our immediate vicinity an Exfor a Railroad from Winchester to some point on the perimental Railroad. It is to be about one mile in Baltimore and Ohio Railroad. This is a good be. Asheville, July 4, 1832. length, and in every respect will be a complete ginning, and will be of great benefit to that town: RAILROAD MEETING. At a meeting of the citi. model. Nearly the whole amount required for its but we predict that Winchester will not be the ter-zens of Buncombe County, held at the Court House completion has been subscribed, and no doubt is enin Asheville on the 4th inst. to take into considera. tertained of its successful prosecution. At a meeting mination of that road; it will eventually pass thro' tion: a communication received from the Central of the Stockholders, a few days since, the following the whole length of the "Valley," as it is emphati. Co mmittee of the Knoxville and Southern Railroad officers were chosen to manage the concerns of the eally and justly termed, and, if we are not very much Company, Benjamin King, Esq. was called to the Company, viz.; Jos. Gales, President; Col. Polk, mistaken, pass into Tennessee, by the way of Abing Chair, and James H. Norwood and Richard E. For- Thomas Cobbs, F. P. Guion aud Henry M. Miller, don. There is no section of our Union more inuine appointed Socretaries. Joshua Roberts, Esq. Managers; John C. Stedman, Treasurer, and Alfred explained the object of the meeting and read the Willians, Secretary. Proposals for grading the line want of an improved mode of transportation, or that Jommunication from which the following is an ex. of the road, for furnishing materials, &c. are adverwould derive greater benefits from it; and, if our retract. The Central Conrnittee say they have tised for in this paper.

The following communication from the American of gravity AE, is easily found, when the radius of wheels will vary considerably from the direction of curvature of the track and the velocity of the car a tangent, and consequently the friction will be di. Journal of Science, was referred to by a corresponare given. The distance between the centre C and minished. dent in No. 33 of this Journal. It should have ap- the middle of the track may be considered as the peared at an earlier date, but the number containing radius of curvature. it, only came to hand this week.

[From Silliman's Journal.]

On the elevation required for rails on Railroads of a given curvature; by J. Thomson, Engineer, and late Professor of Mathematics in the University

of Nashville, Tenn.

To the Editor:

SIR,-I observe, in a valuable little work on Rail

Now, by a reference to the above figure, it will be seen that a change of weight on the car cannot alter the elevation BD of the exterior rail, or the angle DAB. For, if we suppose the absolute weight of the load to increase or decrease, it is evident that

the centrifugal force will increase or decrease in the

same ratio-in other words, the lines AE and AK will vary in the same ratio, and hence the line EK will always remain parallel to itself, and perpendicroads, by Col. Leng, formerly Engineer in the ser- ular to AD, whatever be the weight of the load, vice of the Baltimore and Ohio Railroad Company, other quantities remaining the same. Again the article on the comparative elevation of rails, on the same track, when the rails are curved. The height of the centre of gravity above the track cannet alter BD, or the angle DAB. For, if EK repreexterior rail requiring some elevation above the in- sent the direction of proszuro of all parts of the load, terior, when the road is curved, the question is to it is evident that the centre of gravity will tend in find what that difference of elevation ought to be, the same direction, in whatever part of the line EK when the road has a given curvature and the car-it be situated, or whatever be its height above the riage moves with a given velocity. track. It may be observed that the lines EA and AK This question who introduces into the inve is investigated by Lieut. Dillahunty, representing any given ratie, may be so drawn that investigation the centres of the line EK may always be perpendicular on the gravity and percussion; for what reason I cannot middle of AD, in which case, the centre of gravity clearly perceive. When a loaded car moves along of the load and car will always be situated in the a Railroad in a right line, the direction of the pres-line EK.

[From the Philadelphia edition of Wood's Treatise

on Railroads.]

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sure of the load is perpendicular to the horizon; but We may obtain a very simple algebraical expres. when the car moves in a curved line, the direction sion for the elevation of the exterior rail. Let g = of pressure is no longer vertical, but inclined to- force of gravity, c = eentrifugal force, d = distance wards the centre of motion. The object, there- between the rails, and E = required elevation, Rand fore, of the investigation is to determine what ele. V representing radius and velocity. Then by the vation should be given to the exterior rail, so that similar triangles EAK and ABD we have E the plane of the rails will be perpendicular to the

=

direction of the pressure of the load. If this be cd

V2

dV2

(and it certainly ought to be) the object of the in-, but by central forces, c = -, hence E =

vestigation, the results, as given by Lieut. Dillahun

R

Rg

ty, appear to be erroneous. These results are ex. In this expression, g is always a constant quantity, pressed by the two following formulas:

and equal to 32.2 feet.

2 (R-r)2 V2

E=

hW (R+r)

To take an example, suppose a car to move with a velocity of twenty miles per hour, on a railway, curving with a radius of four hundred feet, the distance between the rails boing four feet nine inches. The velocity in this case will be twenty-nine feet dV2

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In there formulae, E represents the elevation of

the exterior rail above the interior; R and r, the ra-
dii of the curves made by the rails; h the height of
the centre of gravity of the load and earriage above four inches. We then have E = 3.8 inches.

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and V the velocity of the carriage. From the first The table given by Col. Long makes the elevation
formula it is erident (as observed by Lieut. D. him in this case 5.5 inches, too much by nearly two
self,) that the elevation of the exterior rail will vary inches. If we assume a radius of seven hundred
inversely as the height of the centre of gravity and sixteen feet, the other quantities remaining the
above the track, supposing R, r and V to be con- same, we find E = 2.1 inches. The above mention.
staut; and from the second formula, the elevation ed table makes the clevation three inches.
will vary inversely as the weight of the load and If the velocity of a car on a Railway were always
the height of the centre of gravity.
the same, we should have no difficulty in assigning

That these conclusions are erroneous, and that the proper elevation of the exterior rail. But as the elevation of the exterior rail does not depend on there must be necessarily a great variety in rates of the weight of the load, nor on its height above the travelling, an olevation which would be required by track, may be shown from the following considera. a rate of twenty miles per hour, would be much too tions:

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great for a rate of eight, twelve or fifteen miles per
hour. Perhaps the elevation required by the mean
velocity would be the most eligible. There is one
view of the subject, however, which ought to be taken
into consideration in the location of the exterior

D rail. When a car moves with great velocity on a
curved road, and the plane of the rails is horizontal,
the flange of the fore wheel on the exterior rail is
Bexposed to very great friction, which operates as a
retarding force, and injures both the car and the
railway. This friction is diminished, though not

Let CAB represent a horizontal surface, on which altogether removed, by giving to the exterior rail
a Railway is situated; A and B, the rails placed in the clevation which the velocity and radius require.

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a circular curve around Cas a centre. A car in In order to reduce the friction still further, or re- Fig. I. represents a ground plan of the wheel WW moving over the rails A and B, around the centre move it altogether, it would perhaps be advisable to of a self-acting plane, round the rim of which the C, will be acted upon by two forces; one horizontal increase by a small quantity the elevation obtained rope winds, by which the loaded carriages drag the and centrifugal, arising from the motion of the car as above. It is evident that a car moving on the in-empty ones up the plane. The wheel is generally in a curved line, and acting in a direction from the clined plane AD, will tend by its own weight to ap- cast iron, about six feet diameter, with six spokes, contre C; the other, the force of gravity, acting in proach A and recede from D. This will oppose the and a grooved rim for the rope to wind upon, the a vertical direction. I omit here, as not necessary centrifugal force by which the flange is pressed groove being only of sufficient width to hold the in the preson: investigation, the moving force, de-against the rail D, and thus the friction will be in rope within it as the wheel moves round; consequentrived from animal or other power, acting in the di- whole or in part removed. I know it has been ly the rope, when in action, only passes round one rection of a tangent to the curve. Let the hori- maintained that the flange of the hind wheel on the half the wheel, from a to b. At the top of the plane, zontal line AK represent the centrifugal foree above interior rail produces as much friction as the flange square hole is dug, the sides of which are lined with mentioned, and the line EA the force of gravity.- of the exterior fore wheel. It may however be masonry, the top being nearly upon the same leve It is evident that the resultant of these two forces shown from various considerations, that if either of as the Railroad; the wheel is then placed between will be EK, which will represent both the intensity the hind wheels produces friction, it is rather the two frames of timber, the upper of which a bane and the direction of the pressure of the loaded ear exterior one. Indeed, we may stipposo that ruotione d, is shown in the drawing. They aro kept stead upon the rails. The line EK, therefore, represent- is communicated to the hind whee Is by a force which by the diagonal braces e e. The carriages on which ing the direction of pressure, the rails should be so acts precisely in the same direction as if they were the axle runs, are placed on the front of these frames placed that this line may be perpendicular to the moved by animal power, the direction being mearly the upper one at g, and the other immediately below plane passing through them. Draw the vertical a tangent to the curve. This being admitted, the it, on which the ends of the axle that sustains th line BD, and through A draw AD perpendicular to flanges of the two exterior wheeds sustain all the wheel rest, and on which it is at liberty to run free EK. BD will be the elevation of the exterior rail friction occasioned by curvature. It may be ob-ly round.

above the interior, and the angle DAB will be the served, however, that when the distance between At the top of the inclined plane a certain space c inclination of the plane of the rails to the horizon. the fore and hind wheels is comparatively vary ground, for about 20 or 30 yards, (varying accordin The centrifugal force AK, compared with the force great, the direction of the foree moving the hi ad to the number of carriages run down at a time,)

made nearly level, on which the loaded carriages re-forces, be greater than the hold of the rope, the that a supply of materials for the fature care of the main until they are to be lowered down, and on wheel may be completely stopped, and the rope slide road, for a considerable time, would be left. which the empty ones stop after their passage up round the wheel, which, in some instances, might Would that answer in all the small streets of the the plane; at the end of this level, or slightly inclin be attended with danger. The declivity of the plane metropolis as well as for the large and open streets? ing ground, farthest from the top of the plane, the should never be so great as to cause such an excess -I think not so well in the very narrow streets, wheel is placed, and small horizontal sheeves, 888 or preponderance of gravity, when such a wheel as which are liable to water, and where, from the 888, are placed in the direction the rope runs, to this is used.

prevent its being injured by dragging along the

ground, and also to diminish its friction. These ho. To the Editor of the Railroad Journal:

width of the street, the thoroughfare must necessarily be upon one given spot. I beg, bowever, to observe, that the thoroughfare in those streets is

rizontal shecves are placed at intervals of every eight SIR:- I read in your paper a few days since, a extremely small.

or ten yards upon the plane, from one end to the o very interesting account of McAdam roads. I also Would the dust be increased or diminished by this ther. The drawing will show the form of the peri- observed that you suggested to our Corporation the altoration?-I consider, that upon a well made phery, of two kinds; the one being flat, and the propriety of making an experiment, in some of our stone road, with the same care of cleansing and other circular, and of a width just sufficient to admit principal streets, of McAdam roads instead of pave. watering that is given to the streets, that the an. the rope upon it; their diameter about eleven inches, ments. I think the idea a very good one; and so I noyance from dust would be infinitely less; and a with a flange on each side to prevent the rope from believe will apy person who drives much about the road is more susceptible of retaining the water than running off'; they are made most frequently to run city. Many of our thoroughfares are in a horrible pavement.

upon pieces of wood, and sometimes upon cast iron condition: for instance, look at Chatham street and What would be the proportion of the annual exstands, placed upright upon the middle of the road; Square. The man who drivas fast over theos pave penea hotwoon the pured street and the road?the axles are made of wrought iron, and where they inents may think himself well off, if he does not got Taking seven years, during which time I calculate run upon the upright bearings, about three-quarters indicted for manslaughter. Then look at the Third that the pavement gets worn out, I should think of an inch diameter. The plane is then made into a Avenue-the best road, I presume, in this country the annual expense of the road would not be one proper slope, between the platform or level on which your assertion that it is not a McAdam road to the

fifth part, because in that seven years the whole value of the pavement is nearly lost.

What would bo the effect produced upon the necessity of raising the road for the purpose of alteration of the pipes and other works under the streets? -At present, when this operation is necessary, a paviour, whose wages are from five to six shillings The above communication relative to converting a-day, is required. Were the streets converted into

A CONSTANT READER,

the wheel is placed, and the lower extremity, when contrary notwithstanding. I wish you would again a similar flat or piece of level road is made, for the refer to this subject, and if you can, give us some indescending train of wagons to land upon. The formation relative to what may have been done in slope is either uniform, or such as the nature of the other places in the same way. ground will permit. Sometimes it is necessary to I am with respect, make considerable bends or curves in the line of the road, but whatever be the form or length of the slope, it must always be terminated at each end by our paved streets into McAdamized streets is publish-stone roads, a laborer at eighteen pence a-day would these platforms. The narrow parallel lines in the ed with pleasure; and we also give the following ex- perform the same service; and by due care in laying the materials on one side, and the earth on the drawing will show the rails as laid down upon the aminations by way of complying with his request other, the injury to the road would be tremely the rail: the square hole is covered up, and the rails We think them altogether satisfactory in favor of small, and the spot would very soon become obiite. pass over upon the cover. In the drawing, the rails the plan. are broken off at k k, the cover being removed to show the wheel.

platform; the wheel being placed below the level of

[From McAdam's Treatise on Road-making.]
Mr. James McAdam examined.
Have you in any instance tried the experiment of

jrated; whereas in raising a part of a paved street it is quite impossible ever to unrte the piece so raised with the rest of the pavement.

Supposing the pavement to be converted into a

The dotted line A A, may be supposed to represent the one end of the platform, and the top of the converting paved streets into roads ?--I have in road, in that case, would it be necessary, when ary plane. Three rails rrr" are laid from this part near- several instances taken up small pieces of pave. pipe was repairing, to step up the way to provent ly half way down the plane, of the requisite width ment that I found upon the several road trusts, and carriages and horses passing?-Certainly not more between each rail, for the carriages to run upon, so substituted road. In the town of Stamford I took so than at present, as that circumstance mus: cl that both the ascending and descending train pass a piece up of considerable extent, which is now ways depend upon the width of the street. In very upon the middle, and one of the outer rails: these road instead of the pavement.

are continued to where the one train of wagons has What has been the effect of the conversion of the to pass the other. The three rails are then made to pavement into road?-The expense has considera. branch into four, in the same manner as from A A bly diminished, and the facility of travelling very to B B, for a certain distance, sufficient to allow the considerably increased.

narrow streets, where the pipe lies in the centre, a large opening is necessary; it would follow as a matter of course that the street must be stopped; but upon large streets one side would be left free. Would not a repair be more rapidly executed,

carriages to pass each other; these four rails then Has any suggestion been made to you of convert- supposing the way to be a road instond of a street ? converge into two or a single line of road, as shown ing the pavement of any part of the streets of Lon. -Were the streets converted into roads, the repair alce, and are so continued to the bottom of the don into road?-I have been ordered, by the Parlia of the roads would be almost unknown to the pubplane, so that the parallel lines as shown in the draw-mentary commissioners having charge of Westinin. lic, and no stoppage whatever would take place; ing will represent a complete passing. The empty ster Bridge, to prepare an estimate and report, with the repair of such roads would be limited to a oneor ascending carriages will be at co when the loaded a view to convert that pavement into a broken stone inch coat at a time, which would scarcely be known carriages are at A A, and they will pass each other road, which documents I have furnished; and I have to persons passing in carriages, and the great inreason to believe that the same will be immediately convenience at present constantly felt in every part

near D' E'.

In this form of plane, it will be seen, that the carried into effect. I have been also directed by the of this large metropolis by the necessity of repaving loaded carriages pass alternately down the sides D' trustees and proprietors of St. James's square, to the streets would ceasc. Dand E' E. For instance, if they commence their prepare (which I have done) the same documents, You assume that the roads for the streets in Londescent at D, one end of the rope being attached to with a view to substitute a broken stone road in St, don must be made with granite?-Most assuredly, them, and the other end being at E' E, at the foot James's square, in lieu of the present pavement. I should never recommend any other materials to of the plane, and fastened to the empty carriages, What is your opinion of the effect that would be be made use of for the roads in the town. the loaded carriages will pass down D' D, and when found from its being carried into execution in all Mr. William McAdam, further Examined. they arrive at the bottom, the empty ones will ar-the streets of London, as to the reduction of ex- Have you, in the course of your practice, conrive at the top, at E. Upon the other side of the pense, and benefit generally to the public?-I con-verted any paved street into a road? Yes, I have; plane, the loaded carriages, in the next operation, sider that the expense would be most materially re. Fore-street Hill, in Exeter, forms part of that Turnpass down the side at E' E of the plane, and the emp-duced; the convenience of passing over the surface, pike trust; it is very steep, and was exceedingly Ly ones up D' D. there could be no doubt, would be generally facili- slippery, so much so, that I never rode on horse

When used for passing boats from one level to tated, and made more convenient, particularly in back down it myself till it was converted into a another upon Canals, and also on several Railroads, the great leading streets, such as Piccadilly, Pall-stone road, it has been so for a year or two; it has double line of road is laid from top to bottom of the mall, Parliament-street and Whitehall, and others of answered every purpose, and stood temarkably well, plane, with a double line of rollers or sheeves: but that description, the expense of the same weight of and by being watered a little in very dry weather, I he reader will perceive, that, in most cases, the one stowe now put upon those streets as pavement would believe there is less inconvenience found from dust bove described will answer precisely the same pur- be obtained at infinitely less expense, in a different than when it was paved. I have heard some gentleose. In very short planes the obliquity of the road, form, for the purpose of road-making. men say, that in coming up that hill with their earpassing from a double to a single line, will cause Is it your plan to raise the present pavement, and ringes, it not being above a furlong and a half or - retardation to the carriages, and also additional convert that pavement into materials for making two furlongs in length, they have saved from five to riction to the rope; but upon long planes this is the road, or to bring new materials and dispose of ten minutes time since it was made road; and I carcely felt, and the cost of a double road the whole the pavement?--For Westminster bridge I recom have heard coachmen say, that when they brought istance would be considerably greater.

mended to the trustees to sell the present pavement, their horses quite cool to the bottom of that hill, they

When the slope of the plane is not uniform, de- because as long as pavements continue to be gene. have been quite in a lather by the time they got to the cending more rapidly in some parts than in others. rally used, stone in that shape and size will always top, from the terror of the horses in slipping about. r when the descent is so great as to give more than be valuable, and the same weight of granite I could That was when it was paved? Yes.

requisite preponderance to the moving power, a obtain for the formation of the road over the bridge What kind of stone do you use for making that rake is applied to the periphery of the inclined at 10s. 6d. per ton, the present pavement being road? The pebble of the country picked from the heel, to equalize or regulate the velocity of the worth a guinea per ton; but were the streets of gravel pits.

arriages down the plane; and in many instances, London generally taken up, pavement would of Have yeu converted any other part of Exeter from hen traverse the plane with each train of wagons, course become of less value, and it might be broken pavement into road? There is no other part of nd apply the brake or convoy of the carriages to for the formation of the roads. Exeter under the care of the trust; but in conseheck their velocity when required. The brake up- Is that pavement of a quality calculated to make quence of the effect which the Chamber of Exeter n the inclined wheel will be perceived to have no good roads?-The best material in the kingdom. saw in Fore-street, they have broken up a great ower in checking the velocity of the carriages more What proportion would the pavement now used many of the streets in Exeter, and I believe are pro, han what is equal to the hold the rope takes upon in the streets of London bear to the materials ne. creding gradually to do them all. In the town of he wheel in passing round its seini-periphery: for cessary to the formation of the roads?-There Newton Abbot there is a county bridge; the county the excess of gravity of the loaded carriages, above would be sufficient for the formation of a strong have broken up the bridge bands, and converted is what is required to overcome the whole retarding durable road in the first instance; and I estimate in a similar manner,

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