convenient situation to be carried out, and a ||and eaten perfectly clean. We now feed degree of economy, comfort, and satisfac-about 40 yoke of oxen, 8 or 10 horses, 6 tion experienced in expending the food to the dozen cows, some sheep and young stock, stock, that amply compensates for all the all in this manner, though not all in one extra expense. The hay and grain it con- building, without any waste at all. Every tains is more than 150 tons, enabling us to thing is saved. Every animal is tied up in feed out every bundle of straw and coarse its place excepting the sheep, and each has fodder, which is in most cases altogether its own portion without fear or molestation. lost, or only used for manure: a plan of this I well know that they consume less food per head by thirty per cent. than they did barn is annexed. during the last winter, when they were fed nearly, if not quite equal to, the ordinary method practised throughout the country. Our oxen, I am satisfied perform more la||bor, the cows yield more milk, and all the animals consume less food by being thus housed and attended. But to the plan of the barn. It is here given. There are so many collateral subjects connected with the barn and other outbuildings of a farm, that it is hardly possible to give an essay on this subject, without discussing the different methods and economy of feeding stock, with the preparation of the food, preservation of manures, &c. &c. But as the principle of feeding is the same in all kinds of neat cattle and horses, it will apply to all cases. In the first place, I hold that there is no straw, corn, fodder or grass cut on a farm, with the exception, perhaps, of the straw of peas, beans and buckwheat, but what may be consumed as food; therefore all reasonable pains should be taken to secure them in good order, and have them well stored and sheltered for winter food. How many thousand tons of valuable wheat straw have I annually seen in our wheat counties thrown out ftom the threshing mills, and piled up year after year to rot and taint the atmosphere with its offensiveness, when it might all be made into the best of food for cattle, by being housed and chopped with trifling labor! It appears with many farmers to be a matter of no sort of consequence who feeds the stock, or how they are fed, provided they are only fed at all; not considering that there is equal economy in expending the food as in securing it. Look at the season of haying and harvest among our farmers. What preparation for toil and incessant labor, increase of help, high wages, &c. &c. by day-break in the morning, and at work, and no rest till dark. It is the extraordinary season of the farmer, when every thing is sacrificed, even the Sabbath, oftentimes, to toil, and no cessation till it is all over. Up But when the winter comes on, this invaluable food, collected at so much cost and toil, is expended with a heedlessness and prodigality unaccountable to any rational or thinking mind. This, indeed, may seem foreign from the subject of which I am treating, but it is too nearly allied to it to be lost or overlooked. My own method of feeding is to cut every kind of straw, and even the coarse marsh or meadow hay, in the cutting box, and mix it with a light portion of shorts, bran or oat meal, just enough for the cattle and horses to eat it. In this way they consume every thing. Nothing is lost; for what they leave is taken from the mangers and mixed over again with the new mess. It is the exclusive business of one man to cut the food, clean the stables, and feed the cattle and if he needs assistance, he has it. By this means he becomes acquainted with the appetite and health of each animal, a matter altogether important. If they be out of health, or need extra nursing or attention, he knows it, and provided for them. A change of food is occasionally given, and by this operation all is relished Ground Plan. Upright-End View. b, b, bays for hay and grain, 18 feet wide and 92 feet long. c, c, stables for cattle and horses, 13 feet wide in the clear. d, d, passages to stables, 4 feet wide. g, g, stable doors, 5 feet wide, double. do. 18 do. feet. Height of leanto posts, 7 feet. Pitch of stable roof, 8 feet. Length of side leantos, 100 feet. end do. 38 do. do. The barn is framed as if to stand alone, omitting the lower girt at the ends on each side of the large doors. The leantos are then framed on to the barn in the simplest manner-the passage being round the main body of the barn, excepting at the ends, where the passage is in the main barn, and the leantos there only 16 feet wide, and the manger is fitted up to the main barn. Only one passage is made to go into the short stables at the ends. Stalls are made 74 feet wide and broad between, and each ox or cow is tied next to the partition side of the stall, which prevents their getting together, and saves much room. The doors are sufficiently wide to drive in a pair of oxen yoked, and large spikes are driven in the plates all round the stables to hang harness, yokes and chains upon. The bottoms of the mangers are raised ten inches from the floor, and laid double. The sides of the stable are also battened with thin boards inside, which makes them perfectly tight and warm; windows with sliding shutters are made in the sides, to throw out the manure. Girts run parallel with the main floor in the posts, across which are laid poles, nine feet above the floor, on which hay or grain can be piled up to the peak. This barn will hold 200 tons of hay and 46 yoke of oxen, or 100 cows or horses. If only ordinary stock is kept, the long leantos need be only 18 feet wide, and the short ones 14 feet. Granaries can be partitioned off from the bays or stables, as may be convenient. If a threshing machine is used, a part of the stable can accommodate it. Its whole expense, finished complete, is about $1,500. On this model, barns of any size may be built, and I am well satisfied that, according to the room required, it is altogether the cheapest in cost and simplest in construction of any plan I have seen. If a less proportion of stable room be needed, it may be omitted where convenient. The passages around the ends of the bays and in front of the mangers, are for feeding the cattle, every thing being put in front of them. The passages are wide enough to carry hay, and when the bay is partially fed out, the hay may be thrown directly into the passages. I would on no account store hay or other material over the cattle, under the stable roofs, although there is considerable room, as I am satisfied from experience, that there is none too much space left for ventilation. The floors are lined with thin refuse either on sleds or wheels to the barn, and||cations produced by cultivation in the dothen feed it to the stock, than to go daily mesticated sheep, consists in the augmentaThis barn is placed on level ground, hav- two or three times to fodder it out. Sotion of the number of its horns; two, three, ing no side hill convenient on which to much has been said and written on the or even four supplementary, appendages of place it. I would prefer, if possible, a wasteful method of feeding at stacks, that in addition to the usual number. Under this description being occasionally procured sloping piece of ground, and make an am- at this time it is almost superfluous to men- these circumstances, the additional usually ple cellar beneath it, to receive the manure, tion it. occupy the upper and fore part of the head, preserve roots, &c. &c. It will add to the As to the other ordinary outbuildings to and are of a more slender shape and take a expenses of building, but greatly to the con- the farm, it is only material that they be more upright direction than the others, thus venience and economy of the farm. conveniently and economically built. No approaching in character to those of the This, it is true, is on a larger scale than farm house should, however, remain without goat's while the true horns retain more or is needed for an ordinary farm; yet many a swill house, with a large cauldron set in less of, the spiral curve th: t distinguish those farms require as much and a larger quan- brick, an ample wood house, wagon and tool of the sheep. There exists a strong tentity of barn room. If every thing be saved house, corn-crib, &c., near by. As to the dency to the hereditary propagation of its monstrosity, which is extremely frequent in and housed that can be profitably expend- dwelling, it is a matter of fancy with many, the Asiatic races, but is also met with in a ed in the feeding of stock, much more shel- and to those who have the ability, provided breed that is common in the north of Euter is required than is supposed. If the they make it comfortable and convenient, it rope, and is said to have been originally defarm be small, the size of the barns should matters little what is the shape, size or style rived from Iceland and Feroe Island. In the be graduated to its wants. This plan has of it. Still there is a model that I consider latter case it is unconnected with any other been closely examined by many farmers cheaper and more convenient than almost anamoly; but in the flocks of the nomad of great experience, and pronounced to be any other, and for those landholders and hordes of Tartary it is usually combined the best they have seen. The utmost pos- farmers who build for the accommodation with the enlargement of the tail and adja. sible economy of room is made for packing of their tenants, I consider.it a most excel-cent parts, by the disposition of fat frequently to an enormous extent." the hay and grain, and the stables are mere lent one to follow. I am about building one In the islands of the Archipelago, anp leantos, made of light frame, attached to the on a farm of my own for the manager to chiefly in the island of Candia, there is a sides and ends of the main building. If live in, sufficiently capacious to accommo-breed of sheep of which Bellon has given wood covering for either of the sides or roof date his own family and half a dozen hired the figure and description, under the name of boards and shingles are not to be obtain- men. Its whole expense will not exceed a of Strepscierus. This sheep is of the make ed, they may be made of thatch. The bo- thousand or twelve hundred dollars, and if of our common sheep; it is, like that, clothed dies of the building may even be laid up of oportunity offers, I may send you the plan with wool, and only differs from it by the logs and covered with slabs, so that they in some future communication. horns, which are larger and rise upwards, but are twisted into spirals. The distance be well chinked and comfortable. It is between the horns of the ewe enlarges totrue that there is some waste room over the wards their tops; those of the ram are pacattle in the stables, but no more than is rallel. This animal, which is commonly wanted for ventilation and to pass off the called the Wallachian sheep, is frequent respired air, which is deleterious to their in Austria and Hungary, where its name is health. The letting in of fresh air in cold Zacke. and stormy weather, through the sides of the building, gives them colds and disease, to which they are as liable as the human family. But even if only sheds are wanted, I am satisfied that they are better to be attached to the sides of the barn in the way these stables are, than in any other, being more convenient, and allowing the stock to be fed in them with greater economy. The stables attached to this barn being for the accommodation of working cattle mostly, are wider than need be for an ordinary stock, and may be made narrower. But amongst all other plans, I have found none which combine the requisites of cheapness, economy of feeding and storage, like this. It has, withal, an appearance of snugness and comfort about it that greatly embellishes the farm. If sheds are wanted in addition, they can be attached to the stables and run off in either direction, and accommodated with racks and mangers, as may be required. But every domestic animal on the farm should be fed at the barn, with the exception of sheep, which require, if kept in large numbers, a different and separate course of October last, from a farmer in Bethlehem, I obtained three bucks and nine ewes, in management. The custom of stacking hay who procured the buck figured above, some or grain in the fields is at best a bad one, five or six years since, from which he bred and if resorted to, it should be removed to several bucks with four horns. The breed the main barn as soon as the cutting season was originally procured, as I have been inis over, or there is room in the barn to re-formed, from some emigrants. I esteem ceive it. Small moveable barns are frequently built to store it in, and from them fed to cattle during the winter: but this, in the best of weather, is accompanied with waste, particularly in the manure, which is valuable even on the best of soils. It is, besides, much less labor to carry the hay TO BRIDGE BUILDERS. THE NEWCASTLE MANUFACTURING keepers to this scene, that it excites no Sealed Proposals will be received, until the 15th of COMPANY, incorporated by the State of Delaware, alarm, and in their monthly return, they with a capital of 200,000 dollars, are prepared to exgo on with a detail of having caught a num-April, for finding materials and building the superstructure of a bridge, over Harlem Creek and flats, ecute in the first style and on liberal terms, at their extensive Finishing Shops and Foundries for Brass ber of the birds which in stormis constantly on the New York and Harlem Railroad. flutter about the light, and sometimes Said Bridge to be on the late improvement of Mr. and Iron, situated in the town of Newcastle, Delaware, break the plate-glass windows. On the Town, 24 feet wide in the clear, and 660 feet long be-all orders for LOCOMOTIVE and other Steam En 23d, an immense flock of marrets and other tween the abutments, to be supported by three piers gines, and for CASTINGS of every description in of masonry. The bridge to be completed by the 1st Brass or Iron. RAILROAD WORK of all kinds sea birds occupied several hours in passing of Nov. ensuing. Communications may be addressed finished in the best manner, and at the shortest nothe lighthouse in their flight from the north- to the undersigned, at his office, No. 9 Chambers ward in the direction of the Isle of May, in street, where plans and specifications may be seen. JOHN EWEN, JR. the Frith of Forth. So uncommonly numerous were they, that it is supposed they must have been turned by stress of weather in their migratory flight.-[Montrose Rev.] RAILWAY PHENOMENON.-On Monday last a gentleman of this town, who had taken his place in the hindmost carriage of one of the railway trains from Bolton to Kenyon, witnessed the following singular occurrence :-He was placed with his back to the engine, and had a clear view of the receding line of railway. The train was going down the inclined plane from Baglane to Leigh, at the apparent rate of from 30 to 40 miles per hour. A man who was standing on the side of the railway threw a stone about the size of a hen's egg in a horizontal direction, and with considerable violence, at the train. The stone was distinctly seen by the gentleman in its progress to the carriage in which he was seated, and, having attained its maximum of velocity, it appeared, like Mahomet's coffin, to be suspended in the air for a few seconds, within a foot of the gentleman's head. He seized hold of it, and he describes the sensation which he felt in doing so as somewhat similar to that which would be felt in grasping a stone, in a state of rest, suspended by a thread.-[Bolton Chronicle.]-[This is easily accounted for; both the train and the stone had attained the same velocity.-[Manchester Adv.] NOTICE TO CONTRACTORS FOR EXCAVA- Engineer of the New York and Harlem Railroad. 9-t15a All communications will be addressed to "The January 20, 1836. tice. Orders to be addressed to feb 20-ytf PROPOSALS TO CONTRACTORS. FOR THE REPUBLICATION OF THE NOTICE is hereby given to all persons who may feel disposed to take Contracts on the Illinois and REPORTS OF THE BALTIMORE AND OHIO RAILROAD COMPANY; Michigan Canal, that the Board of Commissioners Condensed so as to include, together with other have determined to commence that work as early in the spring as circumstances will permit. The En-matter added thereto, all that is known at the present gineers will commence their surveys about the 10th day of the location and the application of Motive of March, and will have several Sections ready for Power and Machinery thereupon, accompanied with contract by the first of May. It is therefore expected explanatory drawings. The whole being intended to that definite proposals will be received from that date serve as a Manual of the Railroad System, for the use to the first of June. In the mean time the Board in- of Civil Engineers, to which is prefixed a history of vite an early inspection of that part of the route to the Baltimore and Ohio Railroad Company. The work, whose reports it is thus intended to reChicago, and will afford any information that may publish, was the first of any extent commenced in this be required of them. country for the purposes of general transportation; and its early history is but a series of experiments, costly to the Company which had it in charge, but furnishing results of the greatest value and importance to others. The character of the country through which the road passed, involved every species of excavation; and in the construction of the Railway, almost every mode was successively tried for the purpose of ascertaining the best. While portions of the road were straight, others were of the smallest admissable curvature, and the locomotive power em. ployed had to be such, therefore, as was suitable to both cases. This led to a series of experiments in this department of the Railroad System, which has resulted in the production of Engines preferable to any in use elsewhere-equal in speed to the best imported, and far superior in efficient power. From all these circumstances, the reports of the Baltimore and Ohio Railroad, from its commencement to the present day, have been sought for by Civil Engineers for the sake of the knowledge which they contain, and the frequent demand for them has suggested to the subscriber their republication, with such additional mat ter as shall constitute a Manual of the Railroad Sysin the present state of knowledge on the subject. 8-6t AMES' CELEBRATED SHOVELS, 100 do do socket Shovels and Spades. WITHERELL, AMES & CO. No. 2 Liberty street, New-York. No. 8 State street, Albany PATENT RAILROAD, SHIP AND The reports are now difficult to be procured, and but few complete sets are known to be in existence. While the proposed republication will therefore be of use to the profession of Civil Engineering, it will be the means also of preserving the records of a work whose importance and value are now universally ap Proposals will be received at the Office of the and Nails, from 3 to 10 inches, manufactured by the sub-preciated. The work will be divided into five parts. Munroe Railroad Company, Macon, Geo., between For further information, apply to Macon, March 28th, 1836. The Troy Iron an1 Nail Factory keeps constantly for sale a very extensive assortment of Wrought Spikes scriber's Patent Machinery, which after five years suc. cessful operation, and now almost universal use in the United States, (as well as England, where the subscriber obtained a patent,) are found superior to any ever offered in market. Railroad Companies may be supplied with Spikes having countersink heads suitable to the holes in iron rails. to any amount and on short notice. Almost all the Railroads now in progress in the United States are fastened with Spikes made at the above named factory-for which purpose they are found invaluable, as their adhesion is more than double any common spikes made by the ham Troy, N. Y., July, 1831. Spikes are kept for sale, at factory prices, by I. & J. Townsend, Albany, and the principal Iron Merchants more; Degrand & Smith, Boston. P. S.-Railroad Companies would do well to forward Also, AXLES furnished and fitted to wheels com Also, CAR SPRINGS. I. History of the Baltimore and Ohio Railroad II. The location of Railroads, including the princi IV. The motive power including engines, cars, wagons, &c. V. Forms of contracts for every species of work which has to be performed in the construction of a Railroad. As it is not practicable to ascertain what sized volume or volumes the contemplated work will make, the price cannot be fixed, but Railroad Companies and ed, that it will be made as reasonable as the nature of individuals who may subscribe for it, may rest assur Orders directed to it will permit Jan., 1836. F. LUCAS, Jr. Publisher, No. 138 Market street, Baltimore. RAILWAY IRON. 95 tons of 1 inch by inch, FLAT BARS in lengths nails to suit. rought Iron Rims of 30, 33, and 36 inches diame ter for Wheels of Railway Cars, and of 60 inches diameter for Locomotive Wheels. Axles of 24. 24, 2, 3, 34, 34 and 34 inches in diameter, For Railway Cars and Locomotives, of patent iron. The above will be sold free of duty, to State Govern ments and Incorporated Governments, and the drawback taken in part payment. A. & G. RALSTON, 9 South Front street, Philadelphia. Models and samples of all the different kinds of Rails, Chairs, Pins, Wedges, Spikes, and Splicing Plates, in use that part of the New.York and Harlem Railroad now in both in this country and Great Britain, will be exhibited to No. 264 Elizabeth street, near Bleecker street, RAILROAD COMPANIES would do well to ex- AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPRM PUBLISHED WEEKLY, AT NO. 132 NASSAU STREET, NEW-YORK, AT FIVE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. Railroad and Canal Intelligence; On the Uses of Zinc for Roofing of Buildings, Culinary Vessels, &c., and on the Products formed by exposure of the Metal to the action of Corroding Agents........ 197 199 200 Embossing on Wood; Remarks on the Construction of Bog Roads......... 201 On the Application of the Hot Blast in the Manufacture of Cast Iron....... ..... Report on the Use of the Hot Air Blast in Iron Agriculture, &c........ On the Comparative Value of Irish and Virginian Advertisements.... 202 EDITORS and PUBLISHERS of Newspapers are respectfully requested to take notice and bear in mind that I propose to act as AGENT to procure and forward promptly, Printing Machines, Printing Presses, Types and Fixtures of every description, ne. cessary to furnish a Printing Office complete. [VOLUME V.-No. 13. GEORGIA RAILROAD AND BANKING COMPANY.-The Southern Banner states, that, 66 at a meeting of the Board of Directors of the Georgia Railroad aud, Banking Com pany, held in Athens, on Saturday, the 26th ult., William Dearing, Esq., was chosen President, James Camak, Esq. Cashier, and Wm. R. Cunningham, Esq. Book Keeper. Hon. A. S. Clayton, and Jacob Phinizy, Esq. were also elected Directors, in place of Messrs. Camak and Cunningham, resigned. We learn that much unanimity prevailed, and the measures were Also to purchase and forward Paper, Ink, adopted to hasten the construction of the and other materials used in the line. Also to COLLECT ACCOUNTS due in the CITY and STATE OF YEW-NORK and in the State of 204 New-Jersey, Pensylvania, and all the NewEngland States. 206 207 208 AMERICAN RAILROAD JOURNAL. NEW-YORK, APRIL 2, 1836. TO ENGINEERS AND RAILROAD COMPANIES. -The Proprietor of the Railroad Journal proposes to act as Agent for ENGINENRS, and RAILROAD COMPANIES, in the purchase, or procuring of Instruments, Books, Account Books, Stationery, &c. In the selection of Instruments the aid and advice of practical Engineers will always be had. In the furnishing of Blank Books for the Company's use, they will be made to order, or to correspond with those in use in this city, if no special order is given, and of the best materials and workmanship. Articles of Stationery of the best quality will be furnished at fair prices-and cash or city acceptances expected on forwarding the articles. Immediate attention will be given to render it necessary that I should redouble The subscriber has taken out Letters Pa- He is aware that the apparatus must vary according to the construction of the car, and leaves further explanation, believing that those interested will be able to make a suita. ble arrangement. My long acquaintance with the business, and with the manufacturers of the articles alluded to, and with the collection of ac- He flatters himself that he has, by this counts for Newspapers and Periodicals, will, discovery, added something to the safety of I trust, enable me to execute orders entrust- Railroad travelling, to say nothing of the ed to me, to the entire satisfaction of those saving that will be made in attendance and who may feel disposed to patronize me in the destruction of cars and machinery inci this new branch of business. dent on Railroads. He hopes that this im My commissions will in all cases be rea-provement will claim the attention of personable. No orders will be given for materials unless the payinents, or paper offered, is satisfactory to the manufacturer. D. K. MINOR. sons engaged on Railroads, inasmuch as every possible security, by means of brakes, is attained, and that instantaneously-without the aid of any attendant. Indeed, in ma ny cases, accidents occur so unexpectedly, that the mischief is done before any agent can act-but by this means, action is imme. diate, and takes place equally on all the cars. I feel the more confident of success, as there is nothing complicated or expensive. Any communications addressed to the subscriber at Port Clinton, Schuyl. Co., Penn., will meet with prompt attention. JOHN K. SMITH. Description of the Drawings. Fig. 1 represents a part of the frame of a tender; and Fig. 2 the ground frame of a coach with 4 wheels, 2 axles, 8 brakes, and 2 slides, all inverted. For the sake of distinction, I will call the large slide [a] the propelling slide, and the small one [6] the adjusting slide. Fig. 3 shows the side view of the two slides. In order that the adjusting slide can be more easily moved, when there is a long train, it can operate over rollers supported from the large slide. The levers of the brakes meet in the grooves of the propelling slide. Through the end of the levers a pin passes, which is secured to the adjusting slide; there being a groove in the under part of the large slide, so as to admit of a motion of the pins of (say) 4 inches, carrying with them the levers of the brakes. The propelling slide is coupled to the tender without any play, but the cars must play along the slide (say) 4 inches. The adjusting slide, being immediately under the other, is coupled to the slide c on the tender, which is to have a shifting motion by means of lever d. The whole drawing represents the slides properly attached, with the cars pressing forward on the slides, and the two front wheels locked, the cross lever d being secured to its place by an upright hand lever, not shown in the drawing. Now give the engine motion, and both slides will be drawn forward 4 inches, when the checks on the large slide will come in contact with the cross pieces of the cars, which move the cars; by this motion the brakes are thrown from the front wheels, and the other brakes thrown towards the hind wheels, but not against them, and consequently the whole train is ready for running. Now, in order that the engine can run her train back, all that is necessary is to relieve the hand lever on the tender, and give motion to the lever d, by which the adjusting slide is operated upon-carrying with it all the brakes on the cars; by this motion the brakes will be relieved from the foremost wheels, during a retrograde motion, and will not be thrown against the hindmost wheels, inasmuch as it would require the forward motion of the large slide to effect this; suffice it to say, that when the engine is to proceed, lever d must be secured by the hand lever in the position it is now in (as shown in the drawing), and when a retrograde motion is necessary, relieve it and give it a forward motion, which 3 |