396 SHULTZ'S RAILWAY-CARRIAGE SPARK-ARRESTER. gether. This Mr. Green, from many ohservations he has made, believes to be the case at an altitude where the atmosphere is not acted on by the reflection of the sun's rays from the earth, or dense masses of clouds. Should this theory be found correct, a grand step in the progress of aerostation will be made. The great power of the machine, even when inflated with coal gas, will enable scientific gentlemen to ascend with philosophi, cal apparatus, for the purpose of making experiments on electricity, pneumatics, magnetism, &c. or astronomical observations, which, from the small dimensions of all other balloons, has been impossible; and this circumstance has caused them to be regarded by scientific men as mere objects of public exhibition. A small chamber to be attached, in place of the car, is about to be constructed for the above purpose, in which from three to six persons can ascend, with ample room and every convenience for experimental apparatus. Mr. Green is, after all, of opinion, that aerial navigation is totally impracticable to any extent. The tenacious cement above mentioned we suppose to be dissolved India-rubber, about which Mr. Green said so much in his examination on the Patent Caoutchouc Case, Macintosh v. Everington and Ellis. Should this be the case, we have our fears for the safety of the aeronauts. If the balloon, as is usual, be covered after being finished with a coating of mastic varnish, this will destroy the tenacious property of the caoutchouc, and unless the gores are also sewn as well as cemented, there is great danger of their giving way. ན purpose, the one now before the Committee resorts to the use of the wire-gauze for intercepting the sparks. But instead of having it on the top of the chimney in the form of a bonnet or cap, it is interposed in a horizontal plane near the bottom-a conical enlargement in the chimney being provided at that place to allow a sufficiently extended surface for a free passage of the smoke and heated air. A small door in the side just above the gauze commands a view of the whole surface of the gauze for the purpose of cleaning, &c. The advantages of this arrangement are evinently three-fold. First, in admitting the escape-steam to be discharged above the gauze by the pipe passing through it in the middle, thereby avoiding the serious incone venience of the meshes becoming choked by the combined effect of soot and moisture, which is felt when the steam is discharged below it. Secondly, in a better disposition of the weight of the apparatus, which in the ordinary mode makes the chimney top heavy. And, thirdly, in having all within convenient reach of the engineer. Besides the main, there are three considerable flues, which are occasionally opened by slides which draw horizontally for that purpose. These flues are on different sides of the chimney, passing outside of the sheet or disk of gauze, and serve to give additional freedom to the pas» sage of heated air and smoke, whilst the fire is starting. In an apparatus of this kind, which the inventor stated had been tried on the Germantown-road, the enlarged diameter of the chimney was three feet in the clear, whilst that of the chimney proper was of the usual size of fifteen inches. The inventor likewise stated to the Committee that the experiment was entirely successful so far as a single trial could be depended on. The Committee are aware that the principle of placing the gauze below the point at which the escapesteam is discharged has been before attempted by putting it in the smoke-chamber. The objection to this plan seems to have been a too rapid destruction of the gauze by the heat to which it was exposed-a fate which it is feared in some degree awaits the present invention. But from the facility with which the gauze can be replaced by removing the upper section of the chimney, the opinion is entertained that this will be found the best arrangement which has yet come to the knowledge of the Committee for the accomplishment of this difficult desideratum. By order of the Committee, l March 11, 1836. THE BRITISH ASSOCIATION. "Ne sus Minervam !" Sir,-Accounts are going the rounds of the public papers laudatory of several most important and astonishing discoveries" that have just been made by members and friends of the "Scientific Association!" Amongst others, we are called upon to stare our eyes out at the idea of crystallisation and other chemical aggregations being promoted, modified, and varied by galvanic, magnetic, or electric action! Another novelty is, by the journalists, attributed, some to Dr. Lardner; by others, to a Petersburgh engineer;-this consists in placing scrapers, brushes, or watering-pots in advance of the locomotive-engines on railways. A third novelty is the traction of a barge on a canal, by means of a chain under water, passing over a drum moved by a steam-engine in the said barge, &c. ; and there are many other similar" novelties" not worth naming. It is a pity that inventors do not make a point of looking well over the pages of your compenduous periodical, and so save themselves much trouble. With regard to the first-mentioned discovery, I beg to refer your readers to my letter in the Mech. Mag. for March, 1831 (Nos. 400, 401), wherein I not only point out the agency of the galvanic, electric, or magnetic fluidsall"aliases"-in the formation of chrystals, chemical assimilations, metallic aggregations, &c., but in the excitation and production of organic life, both “ vegetaable and" animal." But more of this on another occasion. With regard to the scraping, cleansing, and preparing the rails for the wheels of locomotive-carriages, you will find in one of your Numbers (435), just about three years ago, a suggestion of mine similar to this new novelty of to-day, with the addition, that I propose a slight sprinkling of powdered rosin on the cleaned rail, just before the wheels of the locomotive, by which the adhesion will be so increased, as to enable a much steeper ascent to be vanquished without the slipping of the wheels. The great power of locomotive-engines is of no avail, if their wheels do not hold on the rails; and I think that with the use of a little rosin on the ascents, some expense might be saved in leveling. The drawing of barges along canals by means of a fixed chain and a drum BRITISH ASSOCIATION FOR THE ADVANCE- The following is a list of the various grants of money for the advancement of particular branches and objects of science which were awarded by this Association. Section A.-Mathematical and Physical 2501. for the discussion of observations on the tides; at the disposal of J. W. Lubbock, Esq. 1501. for observations on the tide in the port of Bristol; to the Rev. W. Whewell. 701. for the deduction of the constants of lunar mitation, under the direction of Sir T. Brisbane; Dr. Robison and Mr. Bailey. 301. for hourly observations of the baro: meter and rock-salt hydrometer; Mr. Shaw Harris. 1001. for the establishment of meteorological observations on a uniform plán, and experiments on subterranean temperature; under the direction of the Committee of last year, reduced to the Rev. Professor Powell, W. S. Harris, Colonel Sykes, and Professor Phillips-Sec., J. Phillips. 5001. for the procurement of data depending on very accurate measurement of points situate in two straight lines at right angles to each other, for the exact determination of the question of the permanence or variability of the relative level of land and sea; Committee, Messrs. Greenhough, Lubbock, Mackenzie, Whewell, Sedgwick, Stevenson, Robison, Bayley, Griffith, Colly, Cubitt, Porstock, and De la Beche-Sec., Mr. Whewell. 1001. for experimental observations on form of waves as influenced by the effect of winds, and the effect of the form of a canal, and the manner in which the wave is produced-John Robison, Sec., R.S., Edin., and J. J. Russel. 5001. for the reduction of the observations in the Histoire Celeste-and vol. ix. Academie des Sciences, 1789 and 1790; Messrs. Lubbock, Airy, Bailey, and Dr. RobisonSec., Mr. Batley. 1007. for experiments on vitrification→→ Drs. Turner, Faraday, and the Rev. O. Harcourt. 801. for the construction of a rock-salt lens -Sir D. Brewster. 398 RECENT AMERICAN PATENTS. Section B.-Chemical and Mineralogical Science. 501. for researches on the specific gravity of gases-Drs. Henry, C. Henry, and Dalton. 15. for researches on the components of atmospheric air-Dr. Dalton. 301. for researches on the quantity of heat developed in combustion and other chemical combinations. 241. 13s. for the publication of tables of chemical constants-Professor Johnston. 601. for researches on the strength of iron made with hot and cold blasts-Messrs. Fairbairn and Hodgkinson. Section C.-Geology and Geography. 201. for experiments on the quantity of mud suspended in waters of rivers-Rev. James Yates, Messrs. De la Beche and G. Rennie. 301. for special researches on subterranean temperature and electricity-R. W. Fox. 501. for researches on the nature and origin of peat mosses in Ireland - Colonel Coleby. Section D.-Zoology and Botany. 251. for experimental observations on the growth of plants under glass, and excluded from the air, according to the plans of Mr. Ward-Professor Henslow. Section E.-Medicine. 501. Renewed grant to the Committees appointed to investigate the subject of the anatomical relations of veins and absorbents. 501. Renewal of a grant to the Committees appointed to investigate the subject of the motions and sounds of the heart. 251. for researches into the chemical constitution of the secreting organs-Drs. Roget, Hodgkin, and Turner, and G. O. Rees, Esq. 251. for investigations on the physiological influence of cold on man and animals in the Arctic Regions-Mr. Richard King. 251. Renewed grant for the investigation of the effects of poisons on the animal economy -Drs. Roupell and Hodgkins. 251. Renewed grant for the investigation of the pathology of the brain and nervous system-Drs. O. Beirne, Green, Macdonald; Messrs. R. Carmichael, Adams, and O. Smith. 251. for the investigation of the physiology of the spinal nerves - Drs. Harpey and Broughton, and E. Cock, Esq. Section F.-Statistics. 1501. for inquiries into the actual state of schools in England, considered merely as to numerical analysis Colonel Sykes, and Messrs. Hallam and Porter. Section G.-Mechanical Science. 50%. for an analysis of the reports of the duty of steam-engines in Cornwall-Messrs. J. Taylor, G. Rennie, and Cubitt. In the construction of that part of the wheel which is made of cast-iron, the flanch A B, in the accompanying section, is chilled and hardened in the mould as it is cast, in the ordinary way of chill hardening cast iron, A small rim or flanch C D is formed and cast on the inner side, or face of the wheel; this rim is intended and used to confine the wroughtiron band which is afterwards to be put around the wheel. The wrought-iron band EF is first welded together in the form of a hoop, and then heated until it has expanded sufficiently to pass over the small rim, or flanch, above referred to, when it is allowed to become cool, and to contract upon the wheel as exhibited in the drawing. This wheel possesses all the advantages of a chilled cast-iron flanch, with a wrought-iron band or tread, and is therefore deemed to be decidedly preferable to the cast-iron wheels with wrought-iron flanches, inasmuch as the wrought-iron flanches soon wear out, especially on roads that have frequent curves in them. This wheel is also exempt from one of the greatest objections to the common, chilled cast-iron wheels, in being free from slits in the hub; the small quantity of metal which requires to be chilled in this wheel allows the wheel to be cast solid in the hub, and renders the precautionary operation of slitting the hub entirely unnecessary. The shape of the band is that of a flat or oblong square, and hence it may be formed by the ordinary rolls; and consequently, when worn out, may be replaced at a small expense. IMPROVEMENT IN RAISING SUNKEN VESSELS, William Atkinson and Ebenezer Hale, New York. We prepare (say the patentees) bags which are impervious to air and water, and to them we attach hose, or tubes, properly prepared, and of such length as may be necessary for the intended purpose. The most effectual way of preparing such bags and hose, is by coating canvas, or other cloth of sufficient strength, with caoutchouc, or India-rubber, in a manner now well known. The form of the bags may be varied, but the best is that of a globe, as when they are distended by filling them with air, more will be contained under the same bulk than in any other form. The bags should be properly strengthened by bands of canvas or cordage, and be sunk in the water, and firmly attached to the vessel, or other article to be raised, which may be done by means of a diving-bell, or in any other way which the particular circumstances of the case may render convenient. The hose or tubes leading to each bag must be of sufficient length to extend from it to the apparatus by which the bag is to be inflated, which may be on board of a moored vessel, or otherwise. The distending apparatus will consist of a common condensing or forcepump, by which the air may be forced through the hose or tube so as to distend the bag. It may be found convenient, and we sometimes intend, to fill the bags before sinking them, proper tackle and blocks being attached to, or passed under, the vessel or other article to be raised. The inflating of the bags may in this case be rapidly effected by the use of a large, common bellows. We intend, also, to use such bags, so inflated, within the hold, cabin, or other parts of vessels, whieh, when not wanted, will occupy but little space, and when required, may be easily inflated by a pair of bellows adapted to that purpose. In all cases, suitable air-tight valves or cocks should be employed, and such other appendages as may be found useful for coupling the inflating apparatus, or otherwise, when securing the air within the bag. It is not necessary for us to prescribe the size or number of the bags to be employed; nor indeed would it be possible to do so, without assuming a particular case, but it is manifestly a thing of easy calculation, and one which must be made in every individual in stance. The patentee's claim is "the employment of bags rendered impervious to air and water, and furnished with hose or tubes, cock or valves, through which they can be filled with air, after being sunk and properly secured to a vessel, or any other article intended to be raised from the bottom to the surface of any water; or when first distended and afterwards sunk, as herein described. Also their use or employment for preventing the sinking of vessels or other articles." GENTLEMAN'S TRAVELLING DRESS HAT, Victor De Braine, New York.This is to be a kind of hat, the crown of which may be flattened down, its sides folding in like the leather of a pair of bellows. A thin metallic hoop is to surround the interior of the crown at its upper, and another at its lower part, and these are to be connected together by hinges, of thin steel, having a joint in the middle, and at its attachment to each hoop. These hinges fold inwards when the crown is depressed. An intermediate hoop is also employed to increase and regulate the fold. The claim is to the particular arrangement described. It is unfortunate for the American inventor of this hat, that precisely such hats were made and sold in Paris, at least as far back as the year 1833, at which time a friend of ours bought one in the "Place des Victoires," in that city. It is rather too late, therefore, to re-invent the thing in New York. BRAKE FOR THE WHEELS OF CARS AND OTHER CARRIAGES, John R. Smith, Pennsylvania.-This patent is taken for a self-acting brake, and the subject is treated as though such a contrivance had not previously entered into the head of any one. So confident is the patentee of this, that he says "I do not deem it necessary to describe very minutely any particular apparatus, as it must vary according to the construction of the car." It will be found, however, that the law requires such a minute description, although it does not compel the patentee to abide literally, but only substantially, by it. The claim is to "the principle of acting upon brakes by the contact and motion of the cars, by impeding, or stopping, the propelling power." Now the law does not grant patents for principles, but only for the means by which principles are carried into effect, yet all the information derived from the specifi cation, on this point, is that the apparatus by which the cars are coupled is to be connected by rods, bars, or other contrivances, passing under the cars, and acting upon brakes, when brought into contact by the impeding of the locomotives, or from any other cause. We are also informed as regards common road carriages, that " any fixture on them to produce friction on the wheels, by the tendency carriages have to press forward on the horses, when descending hills, I should deem an invasion of my rights." Were such really the case, the patent law, instead of 66 promoting the useful arts," would become the means of putting a stop to all further improvement in the means of accomplishing any object which had been previously effected in any way. NOTES AND NOTICES. Railway Performance Extraordinary. The locomotive steam-engine George Washington, made for the State of Pennsylvania by William Norris, of Philadelphia, was placed on the Columbia and Philadelphia Railroad on Saturday afternoon, the 9th inst. On the following morning her powers were tested in ascending the inclined plane negr Phila elphia. This plane is 2800 feet in length, with an ascent in that distance of 196 feet, or at the rate of 369 feet to the mile, or 7 feet rise in 100 feet, or 1 foot in 13. The weight of the engine is 14,930 lbs. only. The load attached weighed 19,200 lbs., including the weight of 24 persons who The engine were on the tender and burthen car. started immediately at the base without a running start, and dragged up the said load of 19,200lbs. the above distance of 2800 feet in the space of 2 minutes and 1 second, or at the rate of 11% miles per hour; pressure on the boiler a fraction under 60lbs. to the square inch. The engine then descended the plane with the same load at various speed, frequently stopping to test the security. The valves being reversed, or set for going a-head, and when it was desired to stop altogether, the steam was let on very slowly, which brought her to a dead stand for a second or two, when she would inimediately start up the grade. In this way, stopping and starting at pleasure, the time occupied in de scending the 2800 feet was from 12 to 15 minutes, thus testing the perfect security of her performance on the plane. She again ascended the plane with the same load, and took her place on the road, the same morning, ready for use.-American Railroad Journal, July 16. Grand Junction Railway (connecting the Birmingham, and Manchester and Liverpool Railways). -On Wednesday last, the 31st ult., the annual meeting of the Proprietors of this Railway Company was held. A very able Report of the proceedings of the Company since their last meeting was read by their Secretary, Mr. Chorley, which gave general satisfaction. The whole of the line is in so forward a state, that it is expected it will be open for travelling early in the summer of 1837. Fourteen of the twenty arches of the splendid viaduct across the Weaver are finished; it, as well as the viaduct near Birmingham, will be completed next spring. There are several parts of the line ready for the iron rails being laid down. All the carriages are in a forward state, and 25 locomotive-engines will be ready for action in March. The contracts for the rails. and chairs were made at a fortunate period, being at 15 per cent. less than they could now be ob tained for. The income derivable from the Warrington and Newton Railway, now forming part of the general line, yields a surplus after paying the recent proprietors the sum of 4 per cent. per annum, as agreed upon to be paid to them until the opening of the whole line. The proprietors were unanimous in their desire to support the line between Manchester and Crewe, and to assist the inhabitants of the Potteries to form a branch line to the Grand Junction Railway near Newcastle. Power-Looms in Glasgow have increased greatly of late years some idea may be obtained of the extent of their use when it is known that in 1831** four houses employed 3040 looms. These looms, on an average, weave 14 yards each per day. Allowing each loom to work 300 days in a year, these four companies would throw off 10,101,000 yards of cloth, which, at the average price of 44d. per yard, is 189,3937. 153. per annum. The power and hand-looms belonging to Glasgow in 1831 amounted 40. 47,127, viz. steam-looms, 15,127; hand-looms, in the city and suburbs, 18,537; in other towns, for Glasgow manufactures, 13,463. Since that period power-looms have greatly increased.-Athenaum Report of Meeting of British Association. Steam-Engines.-There are in Glasgow and its suburbs 319 steam-engines, viz. 176 employed in manufactories; 59 in collieries: 7 in stone quarries; and 68 in steam-boats. Average power of engines, 20-46-100th; total horses' power, 6406.-Ibid. Iron Works in Scotland in June, 1836. 1767, Carron Company Furnaces. 5 8,000 4 12,000 3,000 3 6,000 1 2,500 1790, Devon..... 3 7,000 Exclusive of the above furnaces, there are eight additional ones in a state of forwardness-viz. two at Gartsherrie, one at Calder, one at Monkland, two at Somerlie, and two at Govan. These eight furnaces will make about 20,000 tons annually. These works are all in the neighbourhood of Glasgow excepting five, and none of them are thirty miles distant from that city.-Ibid. St. Rollox Chemical Works.-This manufactory, for the manufacture of sulphuric acid, chloride of lime, soda, and soap, the most extensive of any of the kind in Europe, covers ten acres of ground, and within its walls there are buildings which cover 27,310 square yards of ground. In the premises there are upwards of 100 furnaces, retorts, or fireplaces, and in one apartment there are platina vessels to the value of upwards of 8,000. In this great concern, upwards of 600 tons of coal are consumed weekly.-Ibid. Erratum.-P. 382, line 11, col. 1, for "precision of the equinoxes" read "precession of the equi noxes." British and Foreign Patents taken out with economy and despatch; Specifications, Dis. claimers, and Amendments, prepared or revised ; Caveats entered; and generally every Branch of Patent Business promptly transacted. A complete list of Patents from the earliest period (15 Car. II. 1675,) to the present time may be examined. Fee 2s. 6d.; Clients, gratis. Patent Agency Office, Peterborough-court, Fleet-street. LONDON: Published by J. CUNNINGHAM, at the Mechanics' Magazine Office, No. 6, Peterbo rough-court, between 135 and 136, Fleet-street. Agent for the American Edition, Mr. O. RICH, 12, Red Lion-square. Sold by G. W. M. REYNOLDS, Proprietor of the French, English, and American Library, 55, Rue Neuve, Saint Augustin, Paris. CUNNINGHAM and SALMON, Printers, |