distant from each other, each end turned inward till it forms threefourths of a circle, and is brought against the wire, and at right angles with it, forming an eye nearly round, and of a size that would easily admit a rod of the size of No. 12 wire, which rod supports the heddles by being attached to the shaft. In one of these loops, an eye is formed, about three-eighths of an inch in length, and onesixteenth of an inch in breadth, by twisting the prongs together in a close manner, once and three-fourths round, which places the eye in the proper position to receive the thread by which it is occupied. This is called the eye part, and the other the loop part of the heddle. The loop is put through the eye, and each part extended to its respective rod and shaft.

In the improved harness, each heddle is formed of two pieces of wire bent in the same form as in the original, with the following exceptions and difference. Where the loops are bent in the centre, the prongs are brought parallel, and so close as barely to admit a wire of the same size. In one of these loops, two eyes are formed in succession, the first by twisting the prongs together closely once and a half round, leaving an eye about one-fourth of an inch in length, and in breadth barely sufficient to admit the loop by which it is occupied; the same prongs are again twisted together closely, once and three-fourths round, forming the second eye between this and the first twist, about three-eighths of an inch in length, and onesixteenth of an inch in breadth, or of such other dimensions, as the nature of the weaving, and general convenience require. This last eye is occupied by the thread. When twisted as above, both eyes range in the same and in the proper direction. The eye part is made about an inch longer than the loop, by which means the eye that is occupied by the thread, is situated nearly at an equal distance from each shaft. In each part, the prongs are prevented from separating apart, by twisting them around each other in a slack manner between the eyes and either shaft,

The signal advantage of this improvement is, that the eye which is occupied by the thread, is not encumbered by the interlocking of the loop, whereas, in the original, the thread is evidently exposed, and frequently broken, by getting fastened between the wires where they lock together. EZRA BROWN.

Specification of an improvement on a machine for casting Printing Types, originally invented by Mr. WILLIAM JOHNSON, called a "Type Machine." Patented by GEORGE F. PETERSON, New York, October 13, 1828.

THIS improvement in Johnson's type machine, varies from all others, in the following particulars.

1st. In applying a spiral spring instead of a weight, for the purpose of forcing the plunger downwards.

2d. In having separate chambers in the bottom of the pot, one larger, for the plunger to work in, the other for the stopper-rod.

3d. In having the cap suspended under the pot, on a frame, for the purpose of letting the same rise, and fall, in a position parallel with the top of the mould.

4th. In applying a spiral spring fixed on the connecting rod of the stopper, for the purpose of raising the same; on the lower end of the stopper-rod is a stirrup, surrounding a wheel with an indentation; a pin is fixed in the bottom of the stirrup, falls into this indentation at every revolution of the axis, when the mould is brought up against the spout, thereby permitting the stopper to be raised while the metal is forced into the mould.

5th. In using a perpendicular movement, by which the mould is drawn from the spout, and kept in a horizontal position, which is obtained by means of a sliding frame, in which the mould-bed is hung. To the sliding frame is attached a perpendicular rod, on which plays a slide, to which is joined a shakle bar, passing obliquely, and, connected to the end of the mould-bed, next the mould; the slide and perpendicular rod, are put in motion by the main lever. The sliding frame is raised when the mould-bed has attained a horizontal position, by the slide on the perpendicular rod striking a fixed collar, and is brought down again, by a lever connected with the collar, by an arm on the axis.

6th. The permanent frame in which the sliding frame moves, is fastened on a circular plate, through which, and the permanent frame, the perpendicular passes.

7th. The improvement in opening and closing the mould, consists in using a spiral spring, to give pliancy, so that the mould may accommodate itself to different thicknesses of matrixes, which is obtained in the following manner. Two cylinders are placed on the mould-bed, one within the other; through the inner one, passes a rod surrounded by a spiral spring. The rod is continued out at both ends of the cylinders. The outer cylinder is slit, exposing to view the inner one, which is connected to a lever by a rod having two regulating nuts. To the end of the rod next the mould, is fixed a plate which is attached to the back of the moving half of the mould, but borne off by an intervening spring, to give pliancy to the mould -through the fixed plate is a regulating screw, operating on one end of the intervening spring.

8th. The permanent side of the mould is fastened to a shank, which is hollow, to afford a passage for water.

G. F. PETERSON.

Specification of a patent for an improved Rail-way Carriage. Patented by WILLIAM HOWARD, ESQ. of the city of Baltimore, United States Civil Engineer, November 22, 1828.

(WITH THREE COPPER PLATES.)

Be it known that I, the said William Howard, have made, invented, constructed, and experimentally applied to use, a new and useful improvement in the construction of carriages, intended to travel upon rail-ways, called by the name of "the Improved Rail-way Carriage," specified in the words following: that is to say, To render more useful the establishment of a rail-road through a broken country, it has been a desideratum to construct a carriage which shall move with as much facility upon a serpentine, or curved, as on a straight road, and, at the same time, not to lose the peculiar advantages which the common method of fixing the wheels on the axis, *possesses. It is also desirable to lessen, if possible, the amount of friction, by means not too complex for general use. These two ends, it is proposed to attain in the construction of the wagon hereafter described, upon the principles now set forth. These principles are as follows.

1st. The connexion of the two beds of the axles at a point equidistant from each; and in the same manner the connexion between the hind bed of one wagon, and the fore bed of that following it, or the fore bed of the leading wagon with any system of guide wheels, so that the wheels, not only of one wagon, but of a train, will follow one another in the same curve, without more lateral friction than when on a straight line.

2d. The making the axle revolve in its journals, and at the same time rendering either one or both wheels capable of revolving independent of the axle, as in a common carriage.

3d. The application of a simple friction wheel, to diminish the friction of the axle on its journal.

To explain these principles in detail,

1st. If there be a track of a rail-road of a circular form, and we wish a carriage to move on it without lateral friction, the planes of the wheels must be parallel to the tangents of the two circles at the points where they rest on them, and each axle, consequently, in the direction of the radius of the circle. To find the point at which the axles must be connected to produce this effect, draw a perpendicular from the middle of each, and the intersection of these two perpendicular lines will be the point of junction required. The advantage of this over the common construction, is, that there the pivot of the beam connecting the axles, is on the foremost axle, and, consequently, in turning, the hind wheels do not follow the tracks of the foremost ones, but describe a curve of smaller radius, causing great lateral friction on the rails.

2d. The principle of making the wheels revolve with or without the axles in the present case, is, to secure the advantages of the axle

generally revolving with the wheels, and at the same time to permit one wheel to revolve faster than its fellow, when moving on a curved part of the road. The trifling relative movement which this would produce between the axle and the wheel, would admit of these being adapted with considerable exactness.

Sd. In the application of the friction wheels, instead of an axle resting on the summit of a wheel, as is the usual method of application, and the only one known to the inventor, the wheel with its load is here made to rest upon the axle.

According to these principles, the combination of which, into a rail-way carriage, forms the ground of the patent claimed by the inventor, the carriage itself would be constructed as follows.

The size of the wheels, their distance apart, and the distance between the axles, are in the common proportions used in rail-way carriages. The connecting beam between the fore and hind axles, is fastened firmly thereto by jaws or frames, to prevent lateral motion. This beam is divided in the centre between the axles, one end having a tooth, and the other a socket, cut of the epicycloid form, to keep the point of action at an equal distance from the centres of each axle. The axles are kept together by fastening the body by bolts to the beds resting upon each. Another method of construction, is, to extend the beam from the hind axle, until the end of it rests upon the bed of the fore axle, while the beam from the fore axle reaches to a short distance only behind the central point of action. A bolt then passed through the centre of the hind frame and the end of the fore frame, and equi-distant from the axles, forms the pivot or point of action between them. In this case, the wagon is fastened firmly to the hind bed only, and to the extremity of the hind beam, which rests on the fore bed, which is made to traverse, laterally, more easily by a small roller upon a curved strip of iron.

The friction wheels are contained between upright stands, or supports, of cast or wrought iron; each wheel having one on each side connected at the top by a bolt and nuts, and having jaws at the bottom, wide enough to admit the axle in contact with the friction wheel; each pair of friction wheels is connected by iron bars passing through each arm of the jaws of the supports, and secured by nuts: between these bars the axle revolves, and the bars rising above the axle, receive the beam, and form the fore and hind beds to which the frames of the beam are securely nutted. To obviate the little friction which may arise from the centre of the friction wheel being directly above the centre of the axle, it may be placed a little obliquely, and a small friction roller used in one of the arms of the jaws, to destroy the additional friction there.

The axles have two shoulders at each end, one of which supports the wagon wheel, and is either firmly fixed to it, or only secured by a linch-pin; and the other revolves upon the friction wheel.

These principles are not new, but the combination of them into a rail-way carriage is new, and entitles, the inventor believes, that his invention be secured by patent. The peculiar application of friction wheels, is also new, and claimed as original. WILLIAM HOWARD.

Fig. 1.

Fig. 2.

Fig. 3.

Description of the Plates. Represents a side view of one of the carriage wheels with its friction wheels attached.

Is a view of two fore, or two hind, wheels, with the friction wheels, showing the manner in which they are connected. Represents the plan of the wagon, showing particularly the manner in which the beds of the two axles are connected. In these three figures the same letters refer to the same parts. A, is the iron wagon wheel, made as usual, except that it is arranged so as to turn on the axle to which it is secured by the linch-pin B, or any other contrivance. C, is a wheel fixed upon the axle as in the common rail-road carriage. D, D, the friction wheels moving upon the axles E, E, and supported by the supports F, F. The whole of these parts are of wrought or cast iron, and the frames are secured together by screws and nuts, so as to keep them solid, and as shown in the figure. G, one of the bars connecting the two frames together, and secured in like manner. H and I are the two frames by which the two beds are connected by a bolt at the point K, equi-distant from the centre of each axletree, the frame I of the hind bed is prolonged, and rests on part of the frame H, immediately over the fore axle, the motion of its end, laterally, being facilitated by a small roller at L.

Fig. 4. Represents the axle detached from the wheels and frames; the shoulders P, bearing against the inside of the frame, keeps the axle in its place.

Fig. 6. Represents the shape of the frames F, F, permitting the axle to rest on the periphery of the friction wheels. In the arrangement here drawn, it is proposed to fix, firmly, the body of the wagon on the hind bed and frame L, to move with it. Another method is, to attach each bed to the body by a bolt at M and N, (fig. 5.) round which the beds must be made to traverse. The frames are then to be connected at O, one having a tooth and the other a socket. These are to be cut of the epicycloid form, which will keep the point of action at an equal distance from each of the centres M and N.

If it be not found objectionable to place the body of the wagon entirely above the wheels, the two friction wheels on one bed may be placed on a common axle. This arrangement will simplify the number of parts, and contribute to the steadiness of the motion. Plate III. is a perspective representation of the whole carriage.

Observations upon Rail-roads, and the adaptation of Carriages to such as are curvilinear.

TO THE EDITOR OF THE JOURNAL OF THE FRANKLIN INSTITUTE.

THE prospect of a speedy introduction of rail-ways into this country, has very naturally led to the inquiry, whether they be not