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New York & Harlem railroad,
memorial of,

Mohawk and Hudson railroad
receipts,

N

S

179 Safety brake, King's,
Seasoning timber,

Nashua & Lowell R. R. report, 213 Serrell's, H. R. & J. E., means
New York and Erie railroad, 3, 266 for extinguishing fires,

[275, 343 Shotwell, E., survey Long Is-

land railroad,

367

226

243

17

15, 36, 45 State works,

3

New York & Harlem railroad,

Steam engines, theory of,

20, 89

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Bunnett and Corpe's

52

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and boilers, Parkes on,

61

41, 67, 104, 133 Steam ship, East India Co.'s,

59

New York, State aid to internal

66

"Archimides,"

63

improvements,

302

"

United States,

371

New York and Albany railroad, 373 Steamboat Lexington, burning of, 97

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Pennsylvania appropriation bill, 375 Stuart, C. B., on specifications of

ving power,

181, 206

181, 206 Stone, breaking,

229

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cars, fire on, prevented, 328 Tracy, H., on crank motion,

262

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chair & rail, Fessenden's, 331 Travelling statistics,

342

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corporations in Massa- Water, to purify,

chusetts, report of, 171, 174 Ward, J. D., criticism on Ren-

[188, 210, 244 wick, 193, 257, 290, 322, 335, 350

54

Reading R., performance on, 144, 159 Western and Atlantic railroad,
Reduction of fare, 256, 259, 294 Western railroad report, 220, 244
Reynolds, L. O., report of Cen-
[256, 294

tral railroad,

Roebling, J. A., theory of the
crank,

161,

Roads, common,

24 West Stockbridge railroad rep., 251
Welland canal, improvement of, 366
264 Williams, L., railway constants, 203
293 Wilmington and Raleigh R.R., 269

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In commencing a new volume it may not be amiss to refer to the labors of another year, and to throw out a few hints as to what may be expected as matter of interest and discussion. The difficulties consequent upon the commercial embarrassments of the past year, have retarded, for a time at least, the progress of internal improvement. While the delay is but temporary for all useful and necessary public works, it will have the effect of bringing about a more cautious examination of projected improvements than has hitherto prevailed. A stricter estimate of the resources of proposed public works will hereafter be required, and we conceive that Mr. Ellet has done the profession a service in giving to the public his "Laws of Trade," being the first attempt to reduce to rules and fixed laws, a class of computations hitherto made with the utmost latitude of conjecture.

The difficulty of procuring funds, while operating to the permanent obstruction of injudicious projects, will require much economy in the management of those based upon more solid foundations than mere paper revenues. The assistance of the State authorities becomes more than ever necessary, but before granting this, a very important question has to be settled. Shall the State adopt one or two works and thereby be deprived of the power of giving aid to any other works? The question has been freely discussed in the public prints, and is now very rearly separated from party considerations. There can be no doubt that the best results have been attained where a complete and extensive system of public works, has been definitely arranged before commencing. Belgium affords a fine example of this. Now, it is impossible with us, for State governments to accomplish such a task with their own resources. How, then, shall the enterprise of individuals or companies be assisted by the State, without defeating the formation of a connected system of improvements? Obviously by the formation of a State board of public improvement, who, discarding exploded no. tions in regard to canals shall be able to moull out of the various in ividual projects asking aid of our legislature, such a system as shall satisfy all the wants of the community, and who shall apportion the aid of the State in such manner as to best forward improvement throught the State.

An evil long existing with us will reappear with increased magnitude upon any revival of professional business. We refer to the want of organization and co-operation among engineers throughout our country. The benefits resulting from a proper esprit de corps are entirely lost, and one of the most considerable of these is a greater respect and dignity for and in the profession as a profession. There is hardly a class of men in our country containing more respectable and better educated members, and yet as a class they may be said to have no character or standing other than in their individual capacity. The engineers of Europe take rank among the men of science of the day, while the profession with us, scattered over an immense extent of country, possessing a vast fund of experience and information, and enjoying all the advantages of scientific education, have no mode of intercommunication, and no method of giving to the world the results of their labors. We have often endeavored to induce our professional friends to favor us with communications upon the subjects of their various experience-but with a small number of exceptions, we have found that distance, employment, or want of stimulus have prevented them from complying with our wishes. We however, will not let the present opportunity pass, without expressing our warmest thanks to such of our friends as have furnished us with many very excellent papers.

We conceive that much, if not all, of this indifference to commit to paper, the valuable information known to exist, would disappear under the influence of a proper organization of the Profession in the most liberal manner, and with a strict regard to its scientific reputation.

That we are not mistaken in the value and amount of matter that might be accumulated, we infer from the labors of the Chev. de Gerstner. It is understood that this distinguished gentleman has in his possession such a mass of detail, in regard to our public works, as would in itself, constitute a complete body of engineering. This has been entirely collected by the Chev. de Gerstner, or his assistant, who have in person visited every known railroad in the world. It appears that the impression made upon these gentlemen, by an inspection of our railroads, is most favorable, and far more satisfactory than had been anticipated. We have great faith in the confidence in our railroads, which this testimony will inspire both here and abroad-as well as in the respectable standing which it will give the Profession with those previously unacquainted with its labors.

One of the difficulties complained of in this, and in every other attempt to collect railroad statistics, is the loose manner of keeping accounts, which are correct enough as regards the aggregate of expense and income, but which do not distinguish and separate those items which should be carefully understood, in order to have an economical management of the affairs of a company. This indeed is a fault which belongs rather to companies and their agents, than to Engineers, but a remedy might soon be found by a well directed professional body.

The past year has witnessed a new era in our history, the exportation of locomotive engines, to various parts of Europe, and above all, to England. We well remember the ridicule and sarcasm bestowed upon the first accounts of the performances of locomotive engines, which had accomplished more than was possible, according to calculations based upon some of the most antiquated experiments upon the subject. Now, however, the matter stands differently, and we cannot but confess, that we feel no small satisfaction in having at least aided in the dissemination of the truth of a matter having so important a bearing upon our domestic industry.

In the last place, we beg leave to add a few words in regard to ourselves. During the last year, we have suffered in common with the cause of improvement, and in self-defence have been obliged to adhere more strictly to our rule of payment in advance. We conceive that the loss, from our list of non-paying subscribers, will prove a profit to those who do pay, as well as to ourselves.

No one conducting a public Journal can satisfy every one; we have endeavored to do our best, and though sensible of some imperfections, we do not pretend to please all kinds of tastes, and have only to say, that if Engineers wish to see less of other men's work and more of their own, a very easy remedy is to be found. Send ussomething of your own.

As to those who desire us to exclude all matters pertaining to locomotive engines, etc., or any other particular branch of inquiry, we beg to assure them, that we shall do no such thing. We conceive that great injury has been done to the Profession by too close restriction, and we certainly cannot consistently curtail our list of subjects, though we will at all times be thankful for any suggestions of our friends.

We have made additional endeavors to increase the value and variety of our matter, and hope to give satisfaction throughout this volume.

We promised in the last number, to take up the subject of the railroad through the southern tier of counties, and now redeem that promise by offerring our opinions on the claims of the southern counties, and by frankly stating the reasons which we consider sufficient to justify us in differing widely from the views and wishes of a large majority of the friends of this project.

Were the question an open one, we should be disposed to follow the example of Connecticut and leave all to private enterprize unaided by loans or grants from government; but by the construction of the Erie canal, the central counties were rendered populous and rich, and the emigration, which, without that channel, would have filled the northern and southern portions of the State, was turned off to the far west. One of the effects of this canal has been to bring the northern part of Ohio, a large portion of Michigan, and even Chicago nearer to the city of New York than millions of acres of

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