AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPROVEMENTS. PUBLISHED WEEKLY, AT No. 35 WALL STREET, NEW-YORK, AT THREE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. D. K. MINOR, EDITOR.] CONTENTS: Reply of Jno. S. Williams to J. S.; Saratoga and Schenectady Railroad, &c. . Improvements in Pennsylvania... page 273 SATURDAY, MAY 4, 1833. [VOLUME II.-No. 18. between the two great cities, by this railroad men of observation generally is nearer on a line, is now eight or eight and a half hours. It level than might at first glance be supposed. Report of the Rochester Canal and Railroad Company.274 will be less, considerably, when a locomotive Every day's experience confirms me in the engine shall be employed. A new and spacious steamboat is also to be soon provided. We shall then see the consummation of all that can be deemed desirable, for we presume that such precautions can be taken as would exclude almost the possibility of serious accidents or de280 lays. .276 On the New-York Patent Guard Rail-Communica- Summary.. Miscellany. Poetry Meteorological Record; Marriages and Deaths, &c... 277 .282 .284 .285 AMERICAN RAILROAD JOURNAL, &c. 66 belief that no man of observation is so ignorant that he cannot teach, nor so wise that he may not learn.". A teacher may learn more of the art of teaching from his pupils than from all the books he reads, and as Jno. Loudon M'Adam has found, there are none so impreg At present breakfast may be taken at home,nable to instruction as the smatterer who reand an invitation to dinner at New-York or luctantly parts with "previously imbibed notions." 237 Philadelphia for 3 o'clock, accepted with the 288 assurance of a timely arrival. Ere very long, In respect to the concave road proposed by we may presume, the journey between Balti- my friend J. S., I cannot speak from practice, more and New-York will be performed in the but fear it will be subject to serious objections, summer in one day by the light of the sun; among which might be the washing of collected and this without weariness from motion. In currents on long slopes, the choking of "holthe same way the Philadelphian may visit New-low drains," &c. At present I would propose York and return by the family tea-hour. The a slightly convex cover, as recommended by facilities which this railroad provides for the Mr. McAdam, but as it is next to impossible to transportation of merchandise, provisions, and maintain such a curve so truly as sufficiently so forth, form another signal advantage, upon to free the course of water in most situations, which we might descant in greater detail; but the undulatory system recommended by J. S. they are readily to be conceived and apprecia- is necessary in a convex road. The slopes ted. Experience will teach their value before forming these waves should in no case exceed one half of a degree, or one in 115. I once unthe next autumn. dertook to throw up a level into undulations of one degree, but found they would be unsightly in appearance, expensive in construction, and inconvenient in use. Yours respectfully, JNO. S. WILLIAMS. NEW-YORK GUARD RAIL.-A continuation of Mr. Bulkley's reply to Mr. Sullivan, upon the subject of this rail, will be found in this number of the Journal; also, a second communication from Mr. Sullivan. The subject being one of importance, we do not deem an apology necessary for devoting so much space to its discussion. The editor of the National Gazette, after an absence of nine days from his editorial chair, gives the following description of his journey home, via railroad : To the Editor of the American Railroad Journal: SIR,-Your correspondent J. S. merits and receives my most hearty thanks, not only for the hints he has dropped, but for having dropped them through the columns of your Cincinnati, Ohio, April 13, 1833. useful paper, by which he served the double NIGHT AND DAY TELEGRAPHS IN FRANCE. We have recently journeyed between Philadelphia and New-York by the railroad line. purpose of informing the public and me. I-A project has been laid before the GovernYesterday we left New-York in the beautiful propose to treat of the laying out, the con- ment by a Company (Messrs. Ferrier and and spacious boat the New Philadelphia, at structing, the use, and the repair of every kind Co.,) for improving telegraphic communiabout a quarter past six o'clock, A. M., and ar- of road except railroads, which I leave for abler cations to such an extent, that they will be rived at Chesnut street wharf before three P. M. hands. My range is wide enough without them, able to transmit intelligence an immense The New Philadelphia reached South Amboy and so wide that in some cases I need others distance at any moment of the night or day. in two hours and a quarter. The fine and This plan is especially calculated for the commodious cars on the railroad were drawn to guide my pen, who are of greater experience to Bordentown eleven miles the hour, without than myself. Although the hints and observa- million of francs will be sufficient, according conveyance of commercial intelligence. A undue fatigue of the horses, or any circum- tions thus thrown out may not all be new to me, to the Company's calculation, to establish a stance that could lessen the sense of security yet they may be beneficial by eliciting new ideas full complement of telegraphs between Paris and comfort with which every passenger seems in others,and awakening those in my mind which and the following places:-Havre, Calais, This conveyance is truly admirable for the otherwise might remain obsolete. I hope J. S. Lille, Maubeuge, Marseilles, Toulouse, Borease and order which attend it for all parties. and S. D. may be induced to renew and con- deaux, and Nantes. The yearly expense Each car is divided into three compartments, tinue their communications, and that others they calculate at 900,000 francs, but the and contains twenty-four persons. Two horare attached to it tandem; they pursue the may join them. There are hundreds that might produce per annum would be 2,803,203 track, under the guidance of skilful drivers, add to the common stock of knowledge in the francs.-[London Times.] with the nicest exactness. We could not per-country, which if collected would be respectaceive, by the motion of the vehicle, the slight-ble and useful. It will be a year, perhaps years, [From the Albany Daily Advertiser.] SARATOGA AND SCHENECTADY RAILROAD.-This ⚫est deviation from the grooves; and the route before a treatise will appear from my pen. road is constructed by a joint stock company, incorThe capital was originally $150,plete great activity prevails in the work ne- Although science is a necessary and con-porated in 1831. 000, but the amount has been increased by an addicessary for the accomplishment of the whole venient accompaniment of practice, and the tional subcription of $100,000, made in 1832. design. The average duration of the journey base and beauty of it, yet the knowledge of It was commenced in 1831, and was so far finished to set out. is of more than 30 miles. One track is com The location of the line, and forming the $4,899,41 $3,593,80 1,585,82 506,25 7,051,48 3,623,52 4,467,64 3,397,62 3,737,46 1,521,01 contingent expenses, as to be used for the transportation of passengers early ||being there, and for most of the distance be- Land purchased that is available, in 1832. A number of beautiful cars was placed upon tween that place and where it unites with Lake other than the line of road, the road, and although the cholera prevented the usual Ontario, enclosed between high, precipitous, 44,802 yards of excavating and travel to the Springs, the business actually done un- and rocky banks, presented almost insuperable embankment, at $10,93 der all the disadvantages was much greater than obstacles to the importation of heavy articles per yard, could have been expected. The road was not finish-from the lake, such as salt, pig iron, wheat, 2,286 perches of maed through the village of Ballston, and post coaches timber, lumber, &c. unless by a land carriage sonry, at $69,37, were employed to take passengers going to Saratoga, over the valley of the Kayderosseras. A very lake to Rochester. The expense of this seven horse paths, at 28 cents, of seven miles, being the distance from the 2,023 yards gravel, for admirable piece of masonry carries the road across the creek, and it is now entirely finished. miles of transportation by land has hitherto This road is another proof of the remarkable fa- confined the transportation mainly to descend- Lumber and timber account, cilities existing in this country for the constructioning freight, which could be transported three Iron rails, spikes, 8 sets turn out of works of internal improvement. It is nearly level, or four miles by land, and thence from the irons, &c. and admirably adapted for swift and safe traveling. warehouses down inclined planes, by temporaPleasure and freight cars, horses, The general course of the road from Schenectary machinery, at an angle of 45°, 160 feet, to harness, &c. dv to Saratoga Springs is about north 30 deg. rast. the river, where vessels could receive it. The Expenses of 4th and 5th sections, For three-fifths of the distance it is straight, the object attained by our railroad is the connec-inclined plane, residue consists of curves of various radii, which, tion of the town by a cheap and expeditious with the exception of those at Saratoga and Ballston, mode of conveyance, with the harbor of the do not exceed from 3,000 to 7,500 feet. The graduation of the road is mostly level. The Genesee river, and at the same time providing undulations are very gentle, and in no place exceed for ascending freight. an ascent of 16 feet in a mile, or one in 330 feet. The work is of a substantial and durable charac-grade so as to equalize as far as practicable the Property on hand, other than line ter, with the exception of a few bridges of timber, descent, and passing through a dense popula-of road, being land cars, &c. and and for three miles of the road, the rails rest on stone tion, as well as descending from the canal, re-materials not used, foundations; the residue are laid upon wood. The quired more cutting and embanking, and ex- 221,74 chains, single track of rails are of yellow pine, and are covered with iron pensive items of masonry, than was expected wood, 478 feet crossings, turn outs, plates weighing 23 tons per mile. this company. at the commencement of the organization of circular platforms, wood work to The directors have availed one viaduct and 22,75 chains of track themselves in the absence of any local experi-on stone blocks, advice of John B. Jarvis, Esq. who viewed the ence in the construction of railroads, of the Grading, masonry, and horse paths, 7,051,48 4th and 5th sections, inclined premises and has advised in its location, and as-plane to wharf, sisted in obtaining and constructing the most Engineering, superintendance, and approved cars. David Bates has been employed contingencies, (estimated,) to give the levels and curves, under the advice and assistance, (when sick,) of David S. Bates, Esq. The cars have been principally constructed by J. H. Whitbeck, at the shop of It is calculated that there will be 35,000 persons Whitbeck & Hanford. The superintendant, as passing over the road from the 1st of May to the 1st far as practicable, has economised in every September, judging from the summer business here. tofore done. Merchandize in considerable quanti- test the experiment in this section of the state; part of this work, it being a road which was to since the opening of the navigation, and some canal obtaining at the same time the best materials, freight it is said has been taken in advance of the and built in an improved form. However, in Grading, per mile, single track, opening of the northern canal. On the whole, we con- consequence of the inexperience of all the ar-masonry, including grade of branch sider this road the most successful experiment yet tisans, not having the opportunity of obtaining made, so far as regards the cheapness of of construc- materials advantageously, the unfavorable weation and the great profit to be derived from the in-ther in the spring, the sickness of the season, and the short time taken to execute the work, the work has cost more than if built under other circumstances. In locating the main stem of road track, 75 chains is in curves of different radii, and 165 chains in straight lines,ed with receipts, divided into sections as follows: The length of the road from the bridge over the Mohawk at Schenectady to its termination at Saratoga, is 21.40 miles. The total cost of its construction, including carriage houses, stables, and two dwellings, is $217,201 22, or $10,149 per mile. A locomotive engine has been ordered and is expected to be on the road by June or July next. A more beautiful route, and a cheaper and better road, cannot be found in the United States. The ef. fect is already to be seen in the villages of Ballston and Saratoga, where real estate is coming into de mand. ties has been transported to the north by this route vestment. Rochester Canal and Railroad Company: The object proposed to be attained by the incorporation of the Rochester Canal and Rail. road Company was the increased facility of transportation between the Erie Canal and Lake Ontario. You are aware, that at Rochester 3d Section, 27 ch. 50 1. to warehouse the Erie Canal is distant about three miles from on high bank, descent 1 473-1000 pr. the head of ship navigation, and that all veschain, sels which can enter the harbor at the mouth 4th Section, 600 feet, descent 1 foot in of Genesee river, can come up to within this 6 feet, to Fall brook, distance of the canal, and of the business cen 5th Section, 339 feet, descent 1 foot in tre of Rochester. It was deemed important to 6 feet, to steamboat wharf, the interests of the company, and the public benefits proposed to be derived from the work, 51,90 41,05 100,00 56,50 pay this amount and divide the above reto intersect the canal in the business part of the The principal inclined plane, 4th and 5th ceipts will use the capital of the company. town, near the principal mills, ware-houses, sections, is graded in steep, precipitous rock By retaining the receipts and a call for the baland other business establishments, and also banks, requiring an average cutting of 30 feet ance of the stock, and the use of some part of that the route of the road should be such as to on the upper side of the road, and the filling of the available means, will complete all the obgrant every possible facility to the profitable a ravine at Fall brook, 50 feet in depth, princi-jects contemplated in the original design of the employment of the mills and extensive water-pally of stone. At this point is an angle in company, without interfering with the divi. power near and adjoining the present location the plane, and the artificial table receives Fall dends or receipts of the coming year. The of the road. The northern termination of the brook, after nearly a perpendicular fall of 100 pleasure cars of the company will accommoroad on the Genesee river being within the feet, which water is designed to be used as sta- date 500 passengers per day, and the freight limits of the proposed city incorporation, and tionary power. These sections are nearly com- cars on hand will conveniently transport 800 uniting the harbor of the Genesee river with the pleted, and are intended to be in operation on brls. per day. The directors are satisfied, that business centre of the town by so cheap and the opening of the navigation. The other the objects contemplated by the company will expeditious a mode of conveyance, cannot fail parts of the track, with eight branches and be advantageous to the public, as well as proto aid greatly the commercial enterprise of our turn outs, with circular platforms, being three fitable to the stockholders. They further feel citizens, and to add greatly to the profitable miles and five chains of single track, has been assured, that a single track wood road could trade heretofore carried on with various ports in use for a part of the fall business. The or- be continued up the Valley of the Genesee rivand places on Lake Ontario and the St. Law-ganization of the company and the filling up of er, it being a favorable route for grading, for a the stock was not completed until April, at sum not exceeding $5,000 per mile, including The elevation of the canal above the Gene- which time the work was efficiently com- all expenses of construction. see river, to the highest point where it is navi-menced. rence river. gable for vessels of the description employed The company's expenses under the following in the lake navigation, is 254 76-100ths feet, and general heads are as follows: ELISHA JOHNSON, President, and Superintendant for Construction. Rochester, 1st January, 1833. IMPROVEMENTS IN PENNSYLVANIA.-Inter-||with a railroad of four miles to the Pine||ta, the salt and bituminous coal of the Conenal improvements in this state are progress. Grove coal mines. maugh, Kiskeminetas, and Alleghany, and ing with extraordinary rapidity. It appears 8. The Schuylkill Navigation from Port a country abounding in agricultural profrom the report of the Canal Commissioners, Carbon on the Schuylkill to Philadelphia-duct.] read in Senate Dec. 6, 1832, that, of the length 108 miles. ing the present year, Independently of these, there are others constructed at the expense of corporations, and now in actual use, 1031 280 2. A great line from Philadelphia to the works constructed by the State, there are 9. The Lehigh Canal, from Easton on the junction of the Tioga with the North Branch completed in canals now navigable, miles 4791|| Delaware up the Lehigh to Mauch Chunk of Susquehannah, on the boundary of NewIn hand and likely to be completed dur distance 46 miles. York, where a communication is now form10. A part of the Hudson and Delaware ing with the Erie Canal, by way of ChenanCanal, from Honesdale on the Lackawaxen go Point. This line diverges from the forto the mouth of that stream-supposed 20 mer at the mouth of the Juniata, and passes miles. Liverpool, Selin's Grove, Northumberland, 11. Conestoga Navigation, an improve. Danville, Berwick, Wilkesbarre, Pittston, ment of Conestoga creek by locks and dams Towanda, and Athens. It passes through 8631 from its mouth up to the city of Lancaster the Wyoming coal region, and opens a rich In the construction and completion of rail--distance about 14 miles. agricultural country to market. Whole disroads, great progress is making also. We 12. The Codorus navigation, an improve-tance 324 miles, of which 81 miles are by learn that there are 415 miles either com- ment of Codorus creek from its mouth up to railroad, and 234 by canal-common to the pleted, or progressing so fast that nearly all the borough of York-length about 10 miles. great western route 81 miles of railroad and will be completed during the present year. Total of canal navigation now in use, 43 of canal. Independent of this, other companies are 7593 miles. forming. Thus on the 1st January, 1834, the total of navigable canals will be 3. The West Branch Canal from the The canals authorized and now in pro-mouth of Bald Eagle to the Forks at NorthIn the 14th number of the 2d volume of gress at the expense of the State, and likely umberland, where it unites with the line last this Journal, for March 5th, will be found an to be navigable by the end of this year, are mentioned. It opens the richest land in the interesting letter from Mr. Edmund S. Coxe, From Muncy dam on the West Branch up State, the valuable iron of Bald Eagle valof Philadelphia, giving a description of some that river to the mouth of Bald Eagle creek. ley, and the inexhaustible beds of bituminof the improvements going on, but as we Distance 40 miles and 18 perches. [This ous coal on the West Branch and its tribuconceive a more detailed list would not be is an extension of No. 4, and will complete taries. These articles will have their choice uninteresting to our readers, we shall lay be. the improvement contemplated in that quar- of markets between Philadelphia and the fore them a complete list of railroads and ter.] interior of New-York, where both are canals, finished and unfinished, the greater From two miles below Wilkesbarre up needed. part of which we copy from the Philadel. the north branch of the Susquehannah to 4. The Improvement of French creek phia Commercial Herald. the mouth of the Lackawanna-distance 12 and the Delaware Canal, which at present miles 316 perches. [This is an extension are rather detached works than parts of any of No. 3, and will leave about 90 miles great system of communication. CANALS CONSTRUCTED BY THE STATE. towards the north line of the State un. 1. Canal from Columbia, on the Susque. hannah, to the mouth of the Juniata, and up This brief summary, including all the the Juniata to Hollidaysburg at the eastern touched.] works undertaken or contemplated by the base of the Alleghany mountain-distance From the confluence of the Beaver with State is sufficient to show that the Pennsyl171 miles 246 purches. the Ohio, (20 miles below Pittsburg,) up the vanian system of improvement is simple in 2. Canal from Johnstown on the Cone. former river to Newcastle-distance 24 miles itself, and that almost every part is necessamaugh, at the western base of the Allegha- 240 perches. [This is the commencement ry to the perfection of the whole. By an ny, down the Conemaugh, Kiskeminetas and of a communication between the Ohio and examination of the map it will appear that Alleghany, to Pittsburg-distance 105 miles. Lake Erie, which will pursue a northerly di-every important section of the State, which [The above lines, connected by the " Portage rection up the valley of the Shenango to the it was practicable to reach, has been brought Railroad," over the mountain, form the great summit at Conneaut lake, thence to Lake into communication with the city of Philaeast and west communication. It has a dou. Erie, at the town of Erie. At the Connc-delphia. The counties on the southern borble connection with Philadelphia, one from aut summit it will be supplied with water der, whose waters run into the Potomac and Columbia, by way of the Pennsylvania Rail. from French creek, by a feeder described Monongahela, are alone excluded—and that road, and the other from Middletown, nine above as No. 5. From Newcastle to Erie, by the operation of paramount natural causes. miles below Harrisburgh, and eighteen miles by the route selected, will be about 78 above Columbia, by the Union Canal.] miles.] RAILROADS. 1. Pennsylvania Railroad, constructed at 3. Canal from the mouth of the Juniata A canal and slackwater along French the expense of the State, from Broad street, up the Susquehannah to the forks at North-creek, from the commencement of the feed- Philadelphia, to the Susquehannah at Columumberland, then up the north branch to aer to the junction of that creek with the Al-bia, and there joining the Southeast terminapoint 2 miles below Wilkesbarre. Distance leghany-distance 25 miles 224 perches. tion of the State Canal,-distance 814 miles 96 miles 295 perches. [It is contemplated [This work does not form a part of any great-30 miles being in actual use, and the whole to extend this at some future day to the north communication.] in a fair way to be finished this year. line of the state, when a communication by By this statement it appears that after the 2. Portage Rail Road-constructed by the canal and railroad will take place with the present year only 90 miles on the north State-across the main Alleghany mountain Erie Canal.] branch of the Susquehannah river, and 78 by a series of inclined planes, connecting 4. Canal from Northumberland at the miles between the Ohio and Lake Erie, will the Juniata at Hollidaysburg with the Coneforks of the Susquehannah, up the west remain to complete the whole system of im- maugh, at Johnstown-distance 36 69-100 branch to the Muncy dam-distance 26 miles provement adopted by the State of Pennsyl-miles, including a tunnel of 900 feet long, 160 perches. [For extension see below.] vania, and upon which operations com- four large viaducts, and other works of great 5. The French creek feeder, intended to menced in the summer of 1826, less than magnitude. This unites the Eastern Canal supply with water the future communication seven years ago. That system will embrace with the Western, and will complete the line of communication between Philadelphia and 1. A great line of communication from Pittsburg. A great part of this work is now 6. A canal from Bristol to Easton on the Philadelphia, passing by Lancaster, Co-completed, and will be in use next year. Delaware-length 59 miles 240 perches. lumbia, Middletown, Harrisburgh, Lewis- 3. The West Chester Railroad is a [This is the channel by which the coal trade town, Huntingdon, Hollidaysburg, Johns- branch from the Philadelphia Railroad to of the Lehigh reaches Philadelphia.] town, Blairsville, Pittsburg, Beaver, New-flourishing village of West Chester. It unites between the Ohio and Lake Erie-length 19 when completed: miles. CANALS CONSTRUCTED AT THE EXPENSE OF castle, and Meadville, to the Borough of with the Pennsylvania Railroad on the South CORPORATIONS, AND NOW IN ACTUal use. Erie, on Lake Erie. The whole distance Valley Hill, two miles west of Paoli. It is 7. The Union Canal from the Schuylkill 481 miles, of which 118 miles is by rail-the property of a Company composed of enopposite Reading, to the Susquehannah at road, 20 miles by the Ohio river, and 343 terprizing citizens of Philadelphia and West Middletown-length 82 miles 88 perches. miles by canal. Distance from Philadel. Chester. Length nine miles-cost about Branch Canal and feeder, belonging to the phia to Pittsburgh 358 miles. [This passes $100,000. Completed, and now in use. Union Canal Company, 22 miles in length, through the great iron region of the Junia- See Railroad Journal, No. 5. Vol. 2. the remainder. company. 5. Little Schuylkill Railroad. From Port Clinton, at the mouth of Little Schuyl kill to the village of Tamaqua, on that stream -distance 21 miles, with several branches to coal mines. This is the work of a company, and is designed, principally, to transport coal to the Schuylkill navigation. Finished, [To be continued.] and in use. To the Editor of the American Railroad Journal. 4. The Philadelphia, Germantown, and [For the American Railroad Journal.] rounded by the fluid metal, and while the cast Norristown Railroad. The line begins at MR. EDITOR, I propose for insertion in metal in the centre of the mass is yet in its the intersection of Spring Garden and Ninth your Journal, some additional remarks rela- Auid state, the rod by contact is brought to a red heat, and both by contact become of equal streets, and terminates at Norristown. Six tive to the "GUARD RAIL," as also extracts temperature: and as the contraction of wrought miles of this distance are completed, and now from celebrated publications adverting to Me- and cast iron, under equal temperatures, is the in use. Preparations are making to finish talic Rails: which remarks and extracts are same, or so nearly alike that castings made on Made at the expense of a occasioned by an article written by Mr. Sulli- this principle appear as perfect as castings without rods, and when cold the rod is firmly held van, and published in your Journal of April in contact within the cast metal-not loose, as 20th, in which he misrepresented the principle||remarked by Mr. S.; and such also, we should on which the Guard Rail depends, as also the presume to be the effect in theory. Mr. S. theory and the practical results of uniting states, as above, "cast iron in cooling shrinks, leaving it loose in the bore." Its quantum of wrought and cast iron as practiced in the mashrinkage is one eighth of an inch to the foot, nufacture of "Guard Rails," thus causing a and I presume any iron founder would inform controversy publicly on points, the which a him that the very fact of its shrinking is a few minutes' trouble in examining the rails in cause of an orifice in cast metal being smaller my possession would have satisfied him of his when cooled than when in its fluid state. error: his remarks, therefore, proceeding from stated as follows: In furtherance of Mr. S.'s objections, he "Besides, the claim of this a mistaken view of the true nature of the case improvement is founded in the assertion that in question, seem the more remarkable when there is a necessity for it, assumed contrary to they were in direct opposition to statements of experience;" and adds, "it is denied by some eminent engineers who had examined it; and of the most distinguished of the English engiI may say, in opposition to every individual wheel," and further adds, from Wood's Treaneers, that wrought iron exfoliates under the who has examined it, for, when understood in tise on Railroads, several extracts, all of which principle, I have not known an instance of its are on one side of the question: one, and the most remarkable of which, is the statement being disapproved of. of Newcastle, who stated "It has been said by purporting to be made by Mr. G. Stephenson, some engineers that the wrought iron exfoli ates, or separates in their laminæ, on that part lastly, not the least, his remarkable caution in which is exposed to the pressure of the wheels," and adds, this, he says, I pointedly deny, deciding on the merits of new projects, exaas I have closely examined rails which have It is true that he insists that this rivetting is mined the description and specification of the been in use for many years." This denial of equivalent to the abutments of an arch; and that" Guard Rail," and models, minutely; and re- Mr. Stevenson, to say the least of it, was a the labor of doing this may even be dispensed marked that his impressions were in favor of poor compliment to those engineers whose exwith by the contraction of the cast metal, it, and added that, before he could make up his perience probably warranted their making those around the wrought bar. But nobody will bestatements: in another light, it is of the des mind fully, he must see a rail with all its ap-cription sometimes termed "knock-down argulieve this without experiment, because it is contrary to experience in other cases. Let him pendages in full size for use: consequently a ment," generally proceeding from sources where place the bar in the centre of the mass, and it full sized rail, pedestals, keys, and fastenings, basis is wanting for sound argument. But, as will contract to it; but if placed towards the the rail containing a wrought iron rod through||I before remarked, feeling on subjects of this lower side, it seems to me it cannot. its lower edge, from end to end, which, of it-nature runs high in England, as well as in this He gives no dimensions by which computa. country; every specific object has its interested tion may be made, except that each foot suit-self, would sustain a distending force of more advocates, who will use every means in their able to props 8 feet apart, weighs 20 lbs., of than forty tons, was made, and when this rail power for its attainment. And such judicious course 1 inch weighs one and two-thirds of a was examined by him, it was not only approved directors and engineers, who view statements pound, and contains 7 cubic inches, and of, but recommended favorably to proper sour- in their proper light, will examine, and decide may therefore be 2 inches broad and three ces for immediate adoption. for themselves. inches deep, and will therefore support a It is not at all remarkable, that if a new proweight, if the props are 8 feet apart, of 1 ton ject be announced, wearing the semblance of and 150 pounds-but he says will bear 10 supercedure or competition with old or other tons. If so, the effect must be very much to lessen the quantity of iron, in rails. SIR,-In submitting a few remarks on Mr. Bulkley's cast and wrought iron Rail, I felt aware of the natural sensitiveness of inventors to any objection to their improvements, often the favorite child of much mental labor, and touched on its vulnerable points with tenderness. But all such things being comparative, and their value depending on some calculable principle, that can be understood without seeing A highly respectable engineer in this city, the metal, as well as if one had, opportunity is who has become eminent for skill, sound judggiven, if it will bear the test, of proving by ex-ment, general knowledge in his profession, and periment the difference between a cast rail with a lengthwise opening through it, and the same with a rod inserted and rivetted. 66 I will add one more of Mr. S.'s quotations, as follows: "Mr. R. Stephenson, of Edinburgh, bears testimony to the preference of wrought projects, it should excite feeling; indeed, it iron, of which he says half the weight of cast would be remarkable if it were not so; it, iron will suffice." This I admit, but it should I however beg leave to reserve my belief in it however, is so, and is equally so in Europe as be borne in mind that Mr. Stevenson alluded to until this is experimentally shown. The assu-n this country. Every specific project has its cast iron rails as then used, which were liable rance of it will not at present excuse any en- interested advocates, and any appearance of in- to cause accidents by sudden fracture; consegineer, who may be directed to calculate on this novation is met with a jealous eye; and when quently they required to be made of say double kind of rail, to order them of less size or dimen- at a loss for reasonable objections, feigned ones the weight of wrought iron: this, therefore, is sions than the strength of the cast iron alone become substituted. But it is always easy to not a point in competition with the "Guard will prescribe, because no work for use can be distinguish by the import of publications on Rail," which was not known at the time that permitted to be more experimental than is in- such subjects, whether they were penned with statement was made. The true contrast, in comdispensable. In this case, if there be any who feelings of personal interest, with a view to the parison with the "Guard Rail," would be as think a cast iron surface preferable, the proof public good; and judicious conductors of at follows: The wrought iron edge rail in comof strength is easily made. least so important concerns as the establish-mon use weighs say 12 to 15 lbs. per foot, for ment of railroads, will search out and decide say foundations three feet apart: the "Guard on merits. Rail" of dimensions as now made, say 20 lbs. And if it bears the test, the objections producing it may prove to have been of much use to the inventor and the public. I remarked that Mr. S. had misrepresented to the foot, with foundations NINE FEET It seems to me there is a better way of advan- the principle on which the "Guard Rail" de- APART. Its usefulness in this, the primary cing confidence in any real improvement, than pends, as also the theory and the practical re-object of it, is even admitted by Mr. S., as apin asserting comparative excellence, that it will sults of uniting wrought and cast iron, as prac- pears by his remarks, which he stated as folnot pass with those whose business it is to tised in the manufacture of "Guard Rails." lows: "In cities, where the object is to have know the facts resulting from practice. I take He stated that, "when melted iron is poured few supporters, and guard against shocks, it is the case to be that wrought iron rails are du-around a cold bar of wrought iron, the latter highly probable it would be comparatively userable, and do not exfoliate; but if the combina-expands, and on cooling contracts, and the cast ful." So far as relates to the saving of capital, tion w so increase strength as to lessen iron in cooling shrinks, leaving it loose in the added to the consequent dispatch in completing quantity and cost, then the rail, combined of bore, towards the centre of the mass. All (he roads, it is as important to dispense with twocast and wrought, may be in some places pre-adds) depends, then, on this subsequent ope- thirds of the usual number of foundations in ferable. ration, and the quantity of heading produced the country as in cities, besides the important advantage of the lesser number of founda So also I think there are in our country ex-by percussion." tensive routes on which it is necessary, for the economy of capital, to use wood, but unless precautions for its durability be taken, it will prove in the end dearer than iron. April 27, 1833. J. L. SULLIVAN. In practice the result is as follows: A wrought tions to be kept in order; and it is equally as iron rod of the required strength being first important to guard against "shocks" in the properly placed and secured within the mould, country as in cities. Mr. S. further quotes cast metal in a fluid state is poured into the from Wood's Treatise: "Page 71, mention is mould, which, when coming in contact with the made of a Mr. Hawkes, who attempted an imrod, causes the rod to expand; and when sur-proved rail of this kind, cast over wrought fron, but without success, from the occurrence of understanding, it being well known that of partial difficulties, which, perhaps, Mr. Bulk-wrought iron rails, in capacity, are small, and ley's method may have overcome." It may will not suffer much diminution by corrosion, here be well to mention what those partial dif- before they would become dangerous for use, ficulties were, in order to show that it was a with heavy loads; and when laying long roads, different description of rail. It was deemed aa proportion of the rails must necessarily redesideratum in the construction of "Rails," to main at rest a long time, subject, of course, to retain the benefit of a hard cast iron upper sur-corrosion, before they can be subjected to that face for the wheels to run upon. Mr. Hawkes'" continual" motion alluded to by Mr. Wood. improvement for attaining that point was as And further, in the establishment of long roads, follows: He first constructed a rail of wrought much of it must necessarily be on unsettled metal, upon the upper edge of which were earth, where foundations are liable to yield, dovetails, or notches, and over these notches and require to be broken up for arighting; and cast iron was applied, so that the upper edge if those foundations be so numerous as only of the rail for about three quarters of an inch" three feet apart," the rails might remain for down was cast iron, and the lower part of the long periods in an unused state; they might rail was wrought iron, so that the wrought iron also remain long unused in consequence of the SUPPOSED ORIGIN OF THE CORINTHIAN ORpart was not only exposed near the surface to falling away of embankments, or other damaDER OF ARCHITECTURE.-The above wood corrode, but a trifling deflexion produced by ges occasioned by storms or otherwise, delays weight passing over them, caused the thin cast in winter, &c. &c. I have in my possession cut represents the leaves of a plant called the iron plate to crack, and work loose upon the wrought iron which has been in close contact Herb Bear's Breech, the leaves of which it notches; whereas the "Guard Rail" not only with earth only about four months, and is now will be observed are large and shaggy, and possesses the advantage of a hard cast iron up-incrusted and deeply indented with corrosion; the artist has given it all that beauty of form per surface, but its lower surface is also of cast and there are in the city bars of "cast iron," which it is said, from the accidental circumiron, the wrought iron part is incased and pro- the lower surface of which is imbedded in stone, stance of the pressure on the top, to have oritected from corrosion, and the rod passing the upper surface exposed, which were placed ginated in the mind of Callimachus the idea through the lower edge of the rail from end to in the situation they now are before the revo. of the Corinthian order of architecture. end as before described, secures the rail on the lution in this country; were probably so placed principle of the "arch." about sixty years since, and are now, apparent"It was at first used by the ancients as an Although it is considered by judges who have ly, as free from corrosion as if they had not ornament to friezes and cornices, and at examined the "Guard Rail," that it combines been exposed three months; even the corners length to the other members of architecture, qualities rendering it independent of the good remain perfectly square, and is a circumstance but is principally employed as the grand or or bad qualities of every other description of which goes far in justifying my assertion, that nament of the Corinthian and Composite caprails, yet, inasmuch as partiality has been there were no good reasons for supposing but itals. The Greeks used for this purpose the shown in quoting extracts from publications that the "Guard Rail" would last fifty, or even leaves of the cultivated acanthus (acanthus relative to the subject in question, I propose to a hundred years. add a few, and but a few, extracts in this com- In order further to establish the superiority mollis), commonly called brank ursine, or munication, as I find it to be already too long. of cast iron over wrought iron, I will quote a bear's breech, from its shagginess, which Tredgold, in his Treatise on Railroads, page paragraph from the first American, from the grew spontaneously both in Greece and 128, stated as follows: "Malleable iron rails second English, edition of "Wood's Treatise Italy. The Gothic architects and sculphave been applied only as edge rails, and we on Railroads," page 147, as follows: "Since tors, on the contrary, have used the wild and have already noticed the advantage they pos- cast iron superceded the use of wooden rails, prickly acanthus (acanthus spinosa), being sess in giving connection to the parts and it has been most extensively used in the con- smaller in its parts and mor suited to the strength to the rails themselves. But it has struction of railroads; as usual in like cases, littleness of their styles of art. Although been observed, that the great weight on the at its first introduction considerable opposition wheels, rolling on those rails, extends the lami- was made to its use; its brittleness and liabili- architecture has made the greatest use of næ composing their upper surfaces, and at ty to break; its cutting the wheels when in the the acanthus, yet the other arts have also length causes these surfaces to break up in form of edge rails, and several other objections adopted it as a chaste and splendid decorascales. This defect is a very serious one. It were urged against it; time and experience tion. We find among the ancients, as well has," he adds, "been found that an overstrain have, however, confirmed its utility and extir- as among the moderns, various instruments, does not break them, but only gives them a set pated those prejudices, though its nature ren-household furniture, and utensils, ornamented curvature in proportion to the weakness, and ders it liable to break when subjected to sudden with leaves of the acanthus. These artists, hence the upper fibres become crippled and up-blows." set, to use a technical phrase, very expressive in preserving the general form and character The "Guard Rail," as now manufactured, of the fact." not only remedies that evil, of liability to break, of the plant, have made their sinuosities and It should be remarked that Tredgold alludes but, as any person of discernment will discover curves more or less prominent, to suit their to this effect being produced by great weight.on examination, the "Guard Rail" would even purposes, and have thus given them a more Probably rails used only for light loads would be sustained by its guard fit for use, if from sculpturesque effect. In the Corinthian capnot be thus affected. Again in Tredgold, page any cause the cast tron were, or could, in use, 130: "Wrought iron rails have yet had but an be cracked crosswise in many places. imperfect trial; we expect they will be found At the same page Mr. Wood adds, "It is of short duration; and in consequence of know-considered of paramount importance in the ing that wrought iron exposed in a similar man-construction of a railroad, to form it of such ner to the action of moisture does decay very materials as combine strength and duration with rapidly. We have inquired respecting the fact economy. Cast iron, while it presents a surof the probable duration of wrought iron rails, face that opposes little obstruction to the wheels and have had many opinions, but not a fact of the carriage, forms a substance which is also worth transcribing. The process of decompo- very durable, and resists the action of the STOCKING KNITTER.-The Lancaster, Pa. sition," he adds, "is, undoubtedly, slow, but wheels with great effect." Miscellany notices the invention of Mr. Mcconstant; and before putting down 40 or 50 I have written much more than I intended Mullen, of Huntingdon county, in that state, miles of road with this material, there should when I commenced; the subject, however, of a machine of the above name. It is debe clear evidence of the time it is likely to last." when well understood, must be very interest- scribed as being turned by a crank, and reIt is assumed by the advocates of wrought iron, ing to capitalists who contribute in the estab- quiring about as much power as a small that, while in use, the process of decomposition lishment of railroads. When considering, that ital they are executed with more fidelity and is checked: of this there can be no doubt, at in this state alone, capital to the amount of full, hand organ. It is capable of performing least so far as relates to the upper surface; or perhaps over, $30,000,000 is incorporated, the work of six expert knitters, and adapted but whether checked in those parts which are and proposed to be placed at the disposal of to the knitting of wool, cotton or silk. placed in pedestals, is doubtful. Wood, in his Directors for that object, and in some other NOVEL MODE OF PRESERVING HUMAN RETreatise, when on this part of the subject, re-states, perhaps, in an equal ratio, a correct unmarks on the difference between the tendency derstanding, therefore, not only by Directors, MAINS.-M. Barruel, an eminent French to rust, between a bar at rest, and a bar laid as but by Engineers, on whom reliance for rea- chymist, boasts of being able to extract iron a rail subject to "continual" motion, and states sonable conclusions is placed, is very impor-enough from the blood of a deceased person that a "railway bar of wrought iron, laid careless-tant. ly upon the ground alongside of one in the railway in use, shows the effect of rusting in a very different manner. The former will be continually throwing off scales of oxydated iron, while the latter is scarcely affected. This prop of dependance, to advocates of wrought iron, will be subject of deep reflection among men to strike a medal the size of a 40 franc piece. Sir Thomas Brown, "hath an everlasting treasure." What would the learned author And, if not deemed as intruding too largely He that hath the ashes of his friend," says on the columns of your Journal, I propose, in the next number, (other pursuits permitting,) to offer a few remarks in reply to the communication which appeared in the last number, on this subject, signed "U. A. B." I am respectfully yours, R. BULKLEY. of the Hydriotaphia have said had he known the possibility of possessing iron relics?[Medical Gazette.] |