REPARATION OF BLACKFRIARS' BRIDGE.

Report of the Select Committee appointed to consider the practicability of Widening and Improving Blackfriars' Bridge, and to Report their Observations thereupon to the House; and to whom was referred the Petition of Inhabitants of Chatham-place, Blackfriars, in the city of London; and who were empowered to Report the Minutes of the Evidence taken before them to the House:-Have considered the Matters referred to them, and have agreed upon the following Report:

The attention of your Committee was first directed to the necessity of widening Blackfriars' Bridge, and upon this point the witnesses concur in stating, that the present width of the bridge is not sufficient for the traffic over it, and that accidents have frequently happened from that cause. The width of Blackfriars' Bridge, within the balustrades, is 41 feet 10 inches, upwards of 12 feet less than the width of London Bridge. Blackfriars' Bridge could be sufficiently widened, at an expense of about 32,000l., during the repairs now in progress; but if the present opportunity is lost, the expense of widening the bridge, at any future period, would be more than double the sum for which can now be effected.

Mr. James Walker, the engineer employed to superintend the repairs of the bridge, has produced before your Committee a plan and model for widening Blackfriars' Bridge, the particulars of which are stated in his evidence. By widening the bridge, a change will be produced in the style of its architecture, by the removal of the columns over the piers. Upon this point your Committee have been attended by Mr. Mylne, the son of the engineer who built the bridge, but, after due consideration of the objections stated by Mr. Mylne, your Committee do not consider them of sufficient importance to prevent the widening of the bridge upon the plan produced by Mr. Walker.

In addition to the substantial repairs of the bridge, the Corporation of London have entered into arrangements for raising the carriage-way at each end of the bridge; and, after taking into their consideration the petition upon this subject from some of the inhabitants of Chatham-place, Blackfriars, in the city of London, your Committee have no doubt that the houses at each end of the bridge will be rather benefited than injured by raising the roadway at each end of the bridge.

The sum of 90,000l., authorised to be raised by the Act of the 3d and 4th William IV., c. 118, for the repair of Blackfriars' Bridge, will not be more than sufficient for the repairs already contracted for by the

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Corporation of London; and it appears to your Committee that the Bridge-House estates, upon the surplus of which the sum of 90,000l. is charged, are not capable of pro viding for more than the amount of the pres sent charges upon them, and that the Cor poration of London have no other fund applicable to such a purpose.

Under these circumstances, your Committee are of opinion that the sum for widening Blackfriars' Bridge should be charged upon the fund for improving the approaches to London Bridge, consisting of the rate or duty of 8d. per ton on coals imported into the port of London, and the sum of 11,500%. per annum, and other sums paid by the Corporation of London, after the payment of the present charges thereon; and as the sum necessary for that purpose will not occasion a continuance of the duty beyond the period of eight or nine months, they do not see any objection to such a course.

Your Committee, being of opinion that the present opportunity of widening Blackfriars' Bridge should not be lost, recommend that a Bill be brought into Parliament, in the present Session, for the purposes aforesaid. July 1, 1836.

EUPHRATES EXPEDITION.

The following extract of a letter is from the Hampshire Telegraph, and furnishes information of the progress of the expedition up to the 5th of May:-" After many tedious delays and vexatious annoyances, we completed the transport of the vessels and stores, to our station near Binjulo, in February. My vessel, the Euphrates, 200 tons, 50 horse-power, having the Colonel on board, made a trial up the river, on the 17th of March, and commenced the descent on the 19th: we seldom steam more than from 25 to 30 miles in one day, as we are obliged to have the boats on a-head for the survey, and the officers return by land to pilot the vessels. We have been twice aground, once for fourteen days, and again for three; the Tigris joined us at Kara Bam Boutch on the 18th April; she has also been aground for some days. We have been detained here some time, expecting a caravan of stores from Aleppo; on its arrival we shall push on to Giabour, where the Tigris is now waiting for us. Our scientific departments have made great progress, and, from the ample fields of Syria and Mesopotamia, have made abundant specimens, both in the geology, natural history, and

graphy of this country. The river, as far as we know, is perfectly navigable up and down, for steamers of sufficient power, and proper construction. We have had always in the main channel, from one and a half to three fathoms water, the current varying from three and a half knots to five, in the rapids, in the low season; and four and a half knots to six, in the rapids, during the high season: the greatest rise between the two seasons is from fourteen to sixteen feet, and liable to constant fluctuations, the river always rising or falling. The Euphrates has steamed 5-6 knots over the ground, against a 44 current, when drawing three feet six inches on an even keel, engines working thirty and a half revolu tions; therefore, as the river is consi derably more torpid below us, we may reasonably expect to make a speedy Voyage upwards. We carry many stores down with us, to place in depôt on the river, which makes our draught of water four feet; the descent is very anxious work, from the innumerable shoals, islands, &c.; but, please God, we shall weather all yet. As for the Arabs, we are always as ready for fighting as they are, and we contrive to frighten them out of their wits; but they are certainly the most arrant thieves in creation. The

other day we experienced our first shipwreck of a large barge, carrying about forty tons of coals, stores, &c.; she was bilged on a rock, and sunk instantly in a rapid of nine fathoms water; the crew were saved, and the loss of not much consequence to us: we have now several smaller in our squadron. The Expedition has suffered much from sickness, and lost many of its number, but a reinforcement of six seamen from the Columbine, in the Mediterranean, and four soldiers from England, make up its original strength. I am happy to say our Commander has recovered, but, with many others, is subject to repeated attacks of ague."

NOTES AND NOTICES.

A society has been formed in Germany to extract oil from flies, for greasing wheels !*-Cambrian.

Aerostation.-A balloon is being constructed, under the direction of Mr. Green, of such dimensions as to be capable of carrying 10 persons. The gores of silk by which it will be formed are nearly 100 feet in length, the centre being about 4 feet in width, and verging at the extremity to nearly a

* Fly-wheels, I suppose.-Printer's Devil.

point. When finished, the balloon will be about 70 feet high. It is made of the best manufactured silk. The net which will surround it weighs 3 cwt., while the whole apparatus, including net, but without gas, ballast, or passengers, will weigh about 7 cwt.

Improvements and Embellishments in Paris.-The granite for the pedestal of the obelisk of Luxor has arrived, and only awaits the decrease of the waters of the Seine to be landed. It consists of seven blocks, one of which weighs 120,000lbs. The Hotel Dieu, it is said, will shortly be taken down, to carry on the beautiful line of quays which extend along each bank of the Seine. The sick will be removed to the Invalides, which establishment will be broken up, and formed into several branches, in various parts of the country, whero articles of provision, &c. are cheap.-Paris Advertiser. |

British Museum Buildings.-With the exception of the interior finishings, the northern side of the British Museum is completed; and when the jnte. rior of this part is finished, the temporary communication on the western side to the Elgin, Marble room, &c., will be removed, and made to correspond with the eastern side. It will be a few years before the old southern front, and the buildings round the entrance court-yard are taken down; but when they are removed, and the new buildings completed, the British Museum will be one of the most elegant architectural edifices, in the Grecian style of architecture, in the metropolis. The architect to the new buildings is Sir Robert Smirke. Architectural Mag. for July.

Death of Mr. William Reed.-Dear Sir, it is with much regret that I have to inform you, that last night's Globe contains a notification of the decease of our talented friend, Mr. William Reed, Governor of the Emperor of Russia's paper-manufactory, at Peterhoff, in July last. The readers of the Mechanics' Magazine will learn with regret that this gentleman, whose interesting contributions to its pages have often excited their admiration, is now no more; and perhaps you will be kind enough to announce the painful intelligence in this week's Number.-Yours respectfully, W. BADDELEY. 10, Wilderness-row, July 21, 1836.

We are induced (from prudential reasons)_to defer our promised observations on the New Patent Law Amendment Bill till our next.

Communications received from Mr. Graves-A Parisian-Mr. Watkins-T. B. L.-C. R. N.Mechanicus.

The Supplement to Vol. XXIV., containing Title, Contents, Index, &c., and embellished with a Portrait of Mr. Walter Hancock, C. E., is now published, price 6d, Also the Volume complete in boards, price 9s. 6d.

APPLICATION OF STEAM-POWER TO THE

CULTIVATION OF LAND.

Sir,-During the last twenty years steam-ploughs have been frequently on the tapis, and perhaps ere long we shall see them going about and undertaking to plough fields for whoever may desire their assistance, and with very little more preparation than is now required to place a portable thrashing-mill. About the time that the Leeds Railway was done, when high-pressure engines were much improved, the idea of thrashing by steam led me to think of making a portable plough, applicable to all kinds of land. Now that public companies are forming that will require the use of such things, perhaps my old plan may be useful to some of them. I send you, therefore, a description of it, that you may publish it as soon as convenient.

The prefixed sketch shows my arrangements, made long ago, both for ploughing and harrowing land by steam-power. AA represent a piece of land to be ploughed; B, a carriage on small wheels (or rollers if the ground is soft), which carries the steam-engine to work the wheel C; D is another carriage, at the opposite end of the field, to carry another wheel E. On these two wheels I put an endless chain or rope FG, which, when worked by the steam-engine, will draw a plough H and harrow I in different directions; and when they arrive at the end, I cause both the carriages Band D to be moved the width of the furrow, either to the right or left, and reverse the motion of the engine to draw the plough and harrow back again. In place of an endless chain, a common one with cylin ders will answer the same purpose, by using proper conducting pulleys on the opposite carriage. To mention any smaller details, I presume, is useless. I am, Sir,

Your obedient servant,
J. DICKSON, C.E.

9, Charlotte-streer, Blackfriars-road,

June, 1836.

STEAM versus WATER.

(From the American Mechanics' Magazine.) Few persons, even in this age of inquiry and improvement, seem to be aware of the vast superiority of steam over every other form of motive-power. Many are still, by this assertion, reminded of the anecdote of

the famous Brindley. In giving evidence before a Committee of the House of Commons on the subject of Canals, he spoke of their superiority as a mode of communication in such decided terms, that a Member asked for what he thought rivers were intended? he unhesitatingly replied, " to feed canals." Now, though we say that the manufacturer will one day "feed his boiler from the falls," we think that the assertion is not a bold one, and that it does admit of proof.

Some time ago, our attention was directed to a comparison of the expense of the two forms of power in the village of Lowell, possessed of the best water-power in the Union. The expense of steam to water was said to be as 100 to 125.

We have since often had this subject in mind, in reference to the more improved use of steam, and particularly to the economy of the rotary-engine of Avery.

Pursuing the comparison, we have collected some of the more prominent disadvantages of the usual hydraulic system, and the corresponding advantage of steam-power.

The first item of cost is that of the waterright, over and above the value of the ground as increased by any other advantages of locality. This expense is in no case trifling, and sometimes is positively enormous. There is, of course, no corresponding item of expenditure in the use of steam, an engine working as well on the top of a hill as in the bottom of a valley.

2d. The outlay upon wheels, dams, and other hydraulic works. This is often much greater than would be necessary for the average pressure, provided it were constant —that is, we are to erect works to support much more water than we have supplied through three quarters of the year. Freshets, &c. are to be provided against, at an increased cost. It is well known that in some locations the provision for such contingencies is no small portion of the whole capital employed.

It is this expense, other things being equal, that is to be compared with the cost of an engine, and the comparison is favourable to the latter.

3d. After every precaution, damages from floods are of constant occurrence, and their repair is exceedingly costly.

4th. The delay caused by freshets, &c., producing a stoppage from the too great supply of power.

5th. The delay in seasons of drought, when the supply is insufficient.

These last are most vexatious occurrences, preventing work often times when most is to be done, and the uncertainty arising from the possibility of such delays and accidents, is a constant care to the manager of such an

establishment; whereas to the consumer of steain, the perfect certainty of the amount and regularity of the supply of power is a great auxiliary in conducting business.

For a steam-engine, the only use of water is a sufficiency for the boiler; and in these days of economy of heat and steam, a very small quantity of fuel is used, and but little water. We have seen a rotary-engine, estimated at 15-horse power, evaporating but 40 gallons per hour.

6th. Delay in winter, and in our uncertain elimate this may sometimes be considerable, and, in an establishment of great extent, perhaps fatal.

To balance all these expenses, peculiar to the use of hydraulic power, there is, as far as we can recollect, but one peculiar to that of steam, namely, fuel. Now, in saw-mills this expense is nothing, and in all instances much less than formerly.

Our persevering countryman, Dr. Nott, has already succeeded in greatly reducing this item of cost-and he does not yet appear to be satisfied.

As regards fuel, Avery's engine has immense advantages over others, inasmuch as the quantity of water used is less than in any other case. The elasticity of the steam operates more advantageously than in any other construction, the small quantity of water used being a proof of this.

In the engine above referred to, the cost for coal was rather less than one dollar for ten hours.

It is almost needless to observe that, in many large establishments, manufactories, &c., the application of a portion of the steam to heating, &c., nearly, if not quite, compensates the cost of fuel. The certainty and uniformity of this method of drying goods have fully established its superiority. Indeed, in the art of dyeing, certain colours owe their brilliancy to the rapid and high heat of steam, and they could be produced in no other way. While speaking of this use of steam, we must notice an engine erected in the Astor Hotel. This is a small engine of 5-horse power; its use is to pump water from the different cisterns to all parts of the house-supply the baths with hot and cold water-clean knives-brush shoesroast and grind coffee; and the steam cooks the various dishes in the kitchen, and also dries the clothes, which by this method of proceeding are ready for use with unprecedented dispatch.

To these and numberless other uses is this engine turned, saving an immense number of servants, a great quantity of fuel, and a vast deal of time.

(The exhaust steam-pipe of this engine is over 300 feet long.)

One of the greatest advantages of steampower, in many cases, is, that it admits of

change of locality, without injury to the ma chinery, and often with benefit to the em→ ployer.

In this respect, again, Avery's engine stands pre-eminent. The machinery is beautifully compact, and consequently portable. An engine of 15-horse power is hardly a load for a horse, the whole weighing less than 600lbs.

Let us suppose, that a man purchases a piece of timber land, of prime quality, but, unfortunately (as is thought), away from any water-course.

Let him procure an Avery's engine; and this, connected with his saw-mill, can be placed upon wheels and moved, by the en→ gine itself, if he pleases, to any part of his land. (Mills capable of such an arranges ment, and very compact, are now easily to be procured.)

Let him locate his mill near a spring, and commence operations. The waste and rub. bish, that in most cases is a drug, is entirely consumed by the engine; the ground is cleared, and nothing is to be removed but the perfectly formed timber..

Among other useful applications of such an engine, in the forest itself, no one can be equal in beauty of operation to the valuable stave-machine of Philip Cornell, N. Y. This machine promises to be of great service. With such an arrangement as that of the saw-mill above-mentioned, nearly, if not quite, double the usual number of staves can be cut from the timber before transportation, and these are already dressed and ready for use, either for liquids or solids.

These are only a few of the very many useful applications of this sort of travelling machines. Others will suggest themselves to our readers.

It must be very evident that, whatever brings into use property of little or no value, enabling the produce of such land to compete successfully with that of much better, must add to the wealth of the landholder, or timber-merchant, a sum equal to the cost of the best land.

Thus a great uniformity of value would result, and of consequence a more equal competency to those on, or away from, great water-courses and canals.

WORK DONE BY THE TEN BEST ENGINES
OF THE LIVERPOOL AND MANCHESTER
THE
RAILWAY, DURING
YEARS 1831,
1832, 1833, AND THE TWELVE FIRST
WEEKS OF 1834.

(From Pambour on Locomotion.) This statement shows what can be expected from locomotive-engines, when constructed with care and of good materials; and there is no doubt that, in time, more work will still be obtained from them.