employed. The facility of describing, in language, a work and its various processes, is with some persons, more difficult than the drawing, but it is essential to be learned, if the student in engineering ever looks forward, as he ought, to the higher grades of employment in the profession. The number of their future employers who can understand and appreciate drawings, however explanatory and detailed, they will find to be much less, than of those who can comprehend a well written description or report.

Let it not be understood, however, that I would recommend the study of the works of others exclusively, or even principally, after a certain degree of progress and experience. This is an error to be carefully guarded against, as in most cases mental rest is more agreeable than mental exertion. The effect of beginning by consulting authorities, and seeing what others have done, when a subject is proposed, is, by falling into their track we are contented to remain in it. The question whether there is another way probably never presents itself to us. If instead of this, the first call were made upon our own powers of invention and construction, we should probably find our labours rewarded beyond our previous expectations, by the satisfaction of seeing that the result of our thoughts had some sanction from authorities, or even where differences existed, or errors were apparent, we should better feel our own inferiority, as well as the nature of the error, and perceive therefore how they were in future to be avoided. If we would walk alone through the world, we should begin soon to avoid dependence upon the support of others. In what I have said, however, I would by no means countenance that professional confidence which is above being controlled and corrected by experience, which none of us are too old to learn from. The designing which is the result of our own mental exertion, and to which I have referred, is not to go far beyond the study or the confidential friend until it has been matured, compared with, and corrected, by what has been recommended and done by others.

I have been led into these remarks by an anxious desire, that the Institution should contain good accounts of executed works, that members of all classes should profit by the production of them, and that while they discharge their obligation, they should enable the Council to withdraw their names from the list of defaulters, which it must be the duty of the Council soon to lay before the Meeting, and if what I have said shall tend to reduce the list, my object will have been attained.

To this short address, I hope I may be permitted to add my congratulations on the continued and accelerated march of Civil Engineering in this country. The practice of using steam expansively,

first, I believe, explained by Watt, but for prudential reasons not much used by him, when there was so much to introduce; this, and other contrivances have tended, and are daily tending, to reduce the cost of steam power, and to increase the general utility of the Steam Engine. For the two new purposes to which this wonderful machine has been applied within a quarter of a century, viz., travelling by land and by water, it has so triumphed beyond all calculation, that it is difficult to set reasonable bounds that it may not pass.

In 1825 the speed of Steam Boats was estimated at from 6 to 8 miles per hour; had an opinion then been given that within 20 years the speed would be more than doubled, notwithstanding the rapid ratio of increase of the resistance of the water, it would have been received as at least wild and improbable.

The increased velocity of the Locomotive Engine, not having the same law of resistance to keep it in check, has been still greater. The rate which was assumed in the reports for the Liverpool and Manchester Railway in the year 1829, was 12 miles per hour, the speed which has lately been calculated by me for the travelling of the Irish mails between London and Holyhead is 36 miles per hour; and, I believe the present Companies make no objection to it. It would not be just towards our former member Mr. Clegg, to omit stating that the Atmospheric Railway Patentees, Messrs. Clegg and Samuda, consider my calculation for the lower portion of the line (Chester to Holyhead) as too low, if their system be adopted. You are probably aware that two miles of Atmospheric Railway are laid down between Kingstown and Dalkey (Dublin), through the exertions of our zealous and enterprising associate Mr. Pim, and that carriages with loads of passengers are carried upon it daily, although it is not yet opened to the public. Having had occasion lately to visit Kingstown professionally, I witnessed with pleasure the performance of this ingenious invention, and without prognosticating as to the future, I may state that the results of the experiments are much superior to those with locomotive engines, at a corresponding early period of their introduction upon railways.

The interest of this Session is likely to be increased by communications on the subject of the working of the Atmospheric Railway, which, whatever the ultimate results or extent of its application may be, cannot fail to be interesting to the Philosopher and the Engineer, as a new application of the wonderful laws of nature to the use of man.

The duties of the Publication Committee, and the reasons for the restriction of their labours, have been noticed in the report of the Council. You are aware that the domestic affairs of the Institution are managed by the House and Finance Committee, who have also

the task of examining and certifying all the accounts, and approving the payments that are made. The improvements in the rooms, and in the general arrangements, as also in the lighting and ventilating of our Theatre, will have convinced you that much time has been devoted to these labours, for which our thanks are justly due to these gentlemen, and particularly to Mr. James Simpson, whose attention continues to be conspicuously useful.

Before leaving the chair I must express my own opinion, in which I believe every member of the Institution who has had an opportunity of judging, will agree, of the ability, zeal, and obliging manner in which the important duties of Secretary are discharged by Mr. Manby.

ORIGINAL COMMUNICATIONS, DRAWINGS, PRESENTS, &c.

Received between June 28, 1842, and June 27, 1843.

ORIGINAL COMMUNICATIONS.

Albano, B. No. 652. On the method of measuring water for irrigation, in use in Lombardy. With one drawing, and a model. Arrowsmith, W. L. No. 576. On the artificial supply of water to cities.

Bethell, J. No. 602. Notes relative to specimens of a new material for covering roofs of buildings or the bottoms of ships, &c. With specimens.

Braithwaite, F. No. 612. Statement of the results of some experiments with various descriptions of fuel, with and without a blowing apparatus, and with various widths of fire bars and air spaces.

Bray, W. B. No. 583. Experiments on the stiffness of Memel timber and American red pine.

Bruff, P. No. 621. Notes relative to the 'Bogie' locomotive engine, made by Messrs. G. and R. Stephenson. With one engraving.

Burstall, T. No. 637. Description of a method of applying the power of high falls of water to drive machinery. With one drawing.

Carmichael, P. No. 613. Description of a Water Meter. With three drawings.

Carr, H. No. 584. Description of an improved arrangement of a surveying instrument. With one drawing.

Castle, H. J. No. 609. Observations on laying out Railway curves.

With four drawings.

Clark, T. No. 630. Description of the large Auger, or Miser, used for sinking wells through difficult strata. With a model. No. 649. Memoranda of the strata, &c., in several wells sunk on both sides of the River Thames.

Clay, W. N. No. 593. Description of Clay's new process for making Iron. With one drawing and specimens of the Iron. Clutterbuck, Rev. J. C. No. 619. Observations on the periodical drainage and replenishment of the subterraneous reservoir, in the chalk basin of London; being a continuation of the Paper read at the Institution, May 31st, 1842. With diagram's. Cochrane, C. No. 636. On the present state of the streets of the Metropolis, and the importance of their amelioration.

Colthurst, J. No. 577. Description of the method employed for repairing a Chimney 120 feet high, at Messrs. Couper's Cotton Mills, Glasgow. With one drawing.

Davison, R.

No. 642.

On the practical use of the Steam Engine

Indicator. Dickinson, J. No. 650. Statement of the quantity of rain falling in the years 1835 to 1843, as shown by a common Rain Gauge, and by Dalton's Gauge buried three feet beneath the surface of the ground.

Dobson, E. No. 639. Description of the roof lately erected over Mr. Pratt's Show-rooms, 47, New Bond-street. With three drawings and a model.

Dodson, A. I. No. 608. Description of the hydraulic traversing frame, at the Bristol Terminus of the Great Western Railway. With three drawings.

Edge, T. No. 644. Description of a Meter for measuring the quantity of water supplied to Steam Boilers, and for other purposes. With one drawing and a model.

Erskine, D. No. 603. Description of a Pivot Steam Valve for Steam Engines. With two drawings.

No. 604. Description of a self-registering Tide Gauge. With one drawing and a model.

No. 605. Description of a new machine for sweeping Chimneys. With one drawing.

Evans, F. J. No. 614. Description of a roof erected over a coa store at the Chartered Gas Company's Works, Westminster. With one drawing.

Fairbairn, W. No. 610. Description of a model showing the plans,

sections, and exterior views of a Woollen Manufactory to be constructed of Iron, near the town of Izmet (Turkey) for the Sublime Porte.

Faraday, Dr. M. No. 647. On the ventilation of Lighthouse Lamps, the points necessary to be observed, and the manner in which these have been, or may be attained.