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in a severe winter, when his hay was ex-for a horse performing the same extent of certainty, upon the continuation of his capi-` hausted, to feeding them exclusively on cui labor. Although a mule will work and en-tal for thirty years; whereas the horse fürstraw and Indian corn meal. In no other dure on such mean and hard fare, that a mer, at the expiration of fifteen years, must instance have I ever heard or known of a horse would soon give out upon, he has an look to his crops, to his acres, or a Bank mule being attacked with any disorder or equal relish for that which is good, and for the renewal of his-or, perhaps, what complaint except two or three cases of in. is strict economy to indulge him, for no au- is worse, he must commence horse jockey at flammation of the intestines, caused by mal will pay better for extra keep by eatra an early period. gross neglect in permitting them to remam work. But if by hard fare, or hard work, The intense interest with which the pubexposed to cold and wet, when in a higu he is reduced to a skeleton, two or three ic mind is at present occupied on the substate of perspiration after severe labor, and weeks rest and good keeping will put him ject of canals now in operation and prodrinking to excess of cold water. From in flesh and high condition for labor. gress, encourages me to offer the male as an his light frame and more cautious move- have witnessed several such examples with important auxiliary in the enconomy of their ments, the mule is less subject to casual-subjects twenty years old; so much cannot management; as, I trust, it will not be deties than the horse. Indeed it is not im- he said of a horse at half that age. The used, that on the cheapness of transportation, probable, but a farmer may work the same expense of shoeing a mule, the year round, on them depends their utility as well as team of mules above twenty years, and ne- does not amount to more than one-third that profit to the stockholders. The mule seems ver be presented with a farrier's bill, or find of a horse, his hoofs being harder, more so peculiarly adapted for the labor on ca. it necessary to exercise the art himself. horny, and so slow in their growth, the nals, that compared with the horse, he may Sir John Sinclair, in his "Reports on shoes require no removal, and hold on till be considered almost equal to a locomotive the Agriculture of Scotland," remarks, that worn out; and the wear from the lightness power engine. Among the advantages we "if the whole period of a horse's labor be of the animal, is much less. have enumerated respecting his use in busfifteen years, the first six may be equal in In answer to the charge generally preva-bandry, the most of which are applicable value to that of the remaining nine; there- lent against the mule, that he is vicious, to canal labor, that of the much greater fore a horse of ten years old, after working stubborn and slow," I can assert, that cut of security from diseases and casualties, which six years; may be worth half his original about twenty that have been employed on must necessarily require a great number of value." He estimates the annual decline of my estate at different periods during the supernumerary horses, to prevent interrupa horse to be equal to 50 per cent. on his course of thirty years, and those picked uption in the line of passage, is not the least price every six years, and supposes one out chiefly on account of their size and spirit, important; nor is the very trifling expense of twenty-five that are regularly employed wherever they could be found, one only had at which the mule can be supported during in agriculture, to die every year: constitu-any vicious propensities, and those might the winter months, as he will bear being ting a charge of four per cent. per annum have been subdued by proper management taken off his feed till the boats are about for insurance against diseases and acci- when young. I have always found them to be launched in the spring, and in a few dents. He considers five acres of land, of truer pullers and quicker travellers, with a days can be made fit for efficient dutymedium quality, necessary for the inainte- load, than horses. Their vision ard hear while a horse will require at least half feed nance of each norse, and the annual ex.ing is much more accurate. I have used if he does nothing, or must be fed high for pense, including harness, shoeing, farriery, them in my family carriage, in a gig, and some time before he can resume the labor insurance and decline in value, allowing under the saddle, and have never known that will be demanded of him. The same him to cost $200, to exceed that sum about one to start or run from any object or noise; advantage may be derived by his employfive per cent., which is the only difference a fault in the horse that continually causes ment on railways. between the estimate of this illustrious the maiming and death of numbers of hu- In a communication, published in the and accurate agriculturist, and that of a man beings. The mule is more steady in Utica Observer, the 16th of May, inst., by respectable committee of the Farmers' So- his draught, and less likely to waste his Henry Seymour, Esq., one of the canal ciety of Barnwell District, South Carolina, strength, than the horse; hence more suita-commissioners of New-York, it is stated that who, in a report published in the Charles-ble to work with oxen; and as he walka packet-boat on the Erie Canal, requires faster, will habituate them to a quicker a team of three horses to tow sixteen miles gait. But for none of the purposes of agri-going eighty miles in the twenty-four culture does his superiority appear more hours, including stoppages and detention of conspicuous than ploughing among crops; locks; the relays demanding fifteen horses his feet being smaller, and follow each other for each nautical day. If it takes five days so much more in a line, that he seldom treads for a boat to be towed from Lake Erie to down the ridges or crops. The facility of the Hudson, seventy five horses will be reinstructing him to ebey implicitly the voice quired. I am not certain but it may be done of his driver or the ploughman, is astonish-in a little less time, but as there must always ing. The best ploughed tillage land I ever be supernumeraries kept, we shall be within saw, I have had performed by two nules tandem, without lines or driver.

ton Courier, of 23d of February last, state, that "the annual expense of keeping a horse is equal to his value!" The same committee also state, that "at four years old, a horse will seldom sell for more than the expense of rearing him." That "the superiority of the mule over the horse, had long been appreciated by some of their most judicious planters; that two mules could be raised at less expense than one horse; that a mule is fit for service at an earlier age, if of sufficient size- will perform as much labor, and if attended to when first put to work, his gait and habits may be formed to suit the taste of the owner." This report may be considered a most val nable document, emanating, as it does, from enlightened practical farmers and planters, in a section of our country where we may suppose a horse can be maintained cheaper than in Maryland, or any State far

ther north.

I am convinced that the small breed of mules will consume less in proportion to the labor they are capable of performing, than the large race, but I shall confine the comparison to the latter-those that stand from fourteen and a half to be rising of fifteen hands, and equal to any labor that a horse is usually put to. From repeated experiments, in the course of two winters, I found that three mules of this description. constantly at work, consumed about the same quantity of hay and only one fourth the provender that was given to two middling sized coach horses, moderately worked. And from many years attentive observation, I am led to believe that a large sized mule will not require more than from three-fifths to two-thirds the food, to keep him in good order, that will be necessary

that were

There is one plausible objection often urged against the mule, that "on deep soils and deep roads, his feet being so much smaller than those of the horse, sink farther in;" but it should be considered that he can extricate them with as much greater facility. Few can be ignorant of the capacity of the mule to endure labor in a temperature of heat that would be destructive to the horse, who have any knowledge of the prefrence for him merely on that account, in the West Indies, and in the Southern States.

It is full time to bring our comparison to a close; which I shall do by assuming the position, that the farmer who substitutes mules for horses, will have this portion of his animal labor performed with the expense of one spire of grass instead of two; which may be equal, so far, to making "wo spires grow where one grew before." For although a large sized mule will consume somewhat more than half the food necessary for a horse, as has been observed, yet if we take into the account the saving in expense of shoeing, farriery, and insurance against diseases and accidents, we may safely affirm that a clear saving of one half can be fully substantiated. But in addition to this, the mule farmer may calculate, with tolerable

bounds to estimate that number. In the same communication, the expense of each horse is estimated at ffty cents per day, I pre. sume for subsistence only, without reference to interest or deterioration of capital, for the object of the estimate seems merely to show a comparison between the packet boats and freight boats, on a question of profit and loss; as it is remarked, that "many contingent expenses might be added to both." Taking this data, it will cost thirty-five dollars per day for the horse sub. sistence of a single packet boat. The freight boats require but two, and allowing for the time occupied in taking in and discharging their cargoes, with the other necessary detentions, averaging forty miles per day-which being double the time of the packet boats, although they may not require the same number of relays, the expense cannot materially differ. From these premises we may conclude, that for every boat navigating the great Erie Canal, there must be expended three hundred and fifty dollars for the subsistence of the horses, each time they tow her from the Lake to the Hudson and back. Now, if this can be done effectually by mules for one half this sum, and with an extension of capital free of interest, fifteen years longer than that vested in horses, the aggregate of this im

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mense saving will appear by ascertaining the number of boats at the present time on the canal.

TO BRIDGE BUILDERS.

Scaled Proposals will be received, until the 15th of But this is out of my pow-April, for finding materials and building the superer; and I should, perhaps, lead the reader structure of a bridge, over Harlem Creek and flats, on the New York and Harlem Railroad. nearer the verge of incredulity, were I to of Said Bridge to be on the late improvement of Mr. fer my own prediction what that number Town, 24 feet wide in the clear, and 660 feet long bewill be thirty years hence, the ordinary pe- tween the abutments, to be supported by three piers riod of a mule's labor, and which will then of masonry. The bridge to be completed by the 1st of Nov. ensuing. Communications may be addressed be some years less than a single century to the undersigned, at his office, No. 9 Chambers since the PRIME MOVER and GUARDIAN of street, where plans and specifications may be seen. JOHN EWEN, JR. this stupendous undertaking, the present Governor of New-York, first saw the light of heaven.

I cannot resist an impulse to exhibit the mule in one other point of view. For the movement of machinery, the employment of this animal, when judiciously selected, has met with a most decided preference, in comparison with the horse, independent of the economy in using him. And if we consider the rapid, and probably progressive increase of labor-saving machines, in every department where they can be made

Engineer of the New York and Harlem Railroad.
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PROPOSALS

FOR THE REPUBLICATION OF THE

RAILROAD COMPANY;

TO CONTRACTORS. feel disposed to take Contracts on the Illinois and REPORTS OF THE BALTIMORE AND OHIO NOTICE is hereby given to all persons who may Michigan Canal, that the Board of Commissioners have determined to commence that work as early in Condensed so as to include, together with other the spring as circumstances will permit. The En-matter added thereto, all that is known at the present gineers will commence their surveys about the 10th day of the location and the application of Motive of March, and will have several Sections ready for Power and Machinery thereupon, accompanied with contract by the first of May. It is therefore expected explanatory drawings. The whole being intended to that definite proposals will be received from that date serve as a Manual of the Railroad System, for the use to the first of June. In the mean time the Board in- of Civil Engineers, to which is prefixed a history of vite an early inspection of that part of the route to the Baltimore and Ohio Railroad Company. be required of them.

subservient to the requirements of society,/Chicago, and will afford any information that may publish, was the first of any extent commenced in this

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By order of the Board.
JOEL MANNING, Secretary.
January 20, 1836.
AMES' CELEBRATED SHOVELS,
SPADES, &c.

do plain

do

The work, whose reports it is thus intended to reAll communications will be addressed to "The country for the purposes of general transportation; Board of Commissioners of the Illinois and Michi-and its early history is but a series of experiments, costly to the Company which had it in charge, but gun Canal, at Chicago." furnishing results of the greatest value and importance to others. The character of the .country through which the road passed, involved every species of excavation; and in the construction of the Railway, almost every mode was successively tried for the purpose of ascertaining the best. While portions of the road were straight, others were of the smallest admissable curvature, and the locomotive power employed had to be such, therefore, as was suitable to both cases. This led to a series of experiments in this department of the Railroad System, which has resulted in the production, of Engines preferable to any in use elsewhere-equal in speed to the best imported, and far superior in efficient power. From all these circumstances, the reports of the Baltimore and Ohio Railroad, from its commencement to the present day, have been sought for by Civil Engineers for the sake of the knowledge which they contain, and the frequent demand for them has suggested to the subscriber their republication, with such additional mat ter as shall constitute a Manual of the Railroad Sysin the present state of knowledge on the subject.

it is evident that there will be a corres-
ponding demand for animal power, as well
as for that more potent, derived from the
element; and although the latter may vastly
predominate, yet should the horse be em-
ployed, and his increase for other purposes
continue, as it now does, in the ratio of
population, the number, at no very distant
period, may become as alarming in our 300 dozens Ames' superior back-strap Shovels
own, as it is at present in our mother coun-
try. And notwithstanding we may feel se
cure, from the extent of our territory and
extreme diversity of soil and climate, but.
above all, from being in possession of In-Together
didn corn-the GOLDEN FLEECE found by
our "pilgrim fathers," when they first
landed on these shores; yet such peculiar
advantages may not insure us against the
visitations of one of the most distressing
calamities that a feeling community can
possibly be subjected to.

Brighton, Mass., May 27, 1825

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150 do do
150 do do
150 do
ICO do
50 do

do cast steel Shovels & Spades
Gold-mining Shovels
do plated Spades

do

do socket Shovels and Spades.

with Pick Axes, Churn Drills, and Crow Bars (steel pointed), manufactured from Salisbury refined frou-for sale by the manufacturing agents,

WITHERELL, AMES & CO.

No. 2 Liberty street, New-York.
BACKUS, AMES & CO.

No. 8 State street, Albany.
N. B. Also furnished to order, Shapes of every de-
scription, made from Salisbury refined Iron. 4-ytf

PATENT RAILROAD, SHIP AND
BOAT SPIKES.

The reports are now difficult to be procured, and but few complete sets are known to be in existence. While the proposed republication will therefore be of use to the profession of Civil Engineering, it will The Toy Iron an! Nail Factory keeps constantly be the means also of preserving the records of a work for sale a very extensive a sortment of Wrought Spikes whose importance and value are now universally ap and Nails, fro 3 to 10 inches, manufactured by the subscriber's Patent Machinery, which after five years suc-preciated. The work will be divided into five parts. cesstul operation, and now almost universal use in the I. History of the Baltimore and Ohio Railroad United States, (as well as England, where the subscriber Company. obtained a patent,) are found superior to any ever offered in market.

ing countersink heads suitable to the holes in iron rails.
Railroad Companies may be supplied with Spikes bay.

to any amount and on s ort notice.

Almost all the Rail-
roads now in progress in the United States are fastened
with Spikes made at the above named factory-for which
purpose they are found invaluable, as their adhesion is
more than double any common spikes made by the ham.
mer.
All orders directed to the Agent, Troy, N. Y., will
be punctually attended to.
HENRY BURDEN, Agent.

Troy, N. Y., July, 1831.

II. The location of Railroads, including the principles of reconnoissances, general instrumental surveys, and location for construction. III. The construction of Railroads, including the excavation and masonry and the construction of the Railway on the graduated surface, turnouts, weighing, &c. IV. The motive power including engines, cars, wagons, &c.

V. Forms of contracts for every species of work which has to be performed in the construction of a Railroad.

volume or volumes the contemplated work will make, As it is not practicable to ascertain what sized

Spikes are kept for sale, at factory prices, by I. &
J. Townsend, Albany, and the principal Iron Merchants
in Albany and Troy; J. I. Brower, 222 Water street, New-the price cannot be fixed, but Railroad Companies and
York; A. M. Jones, Philadel; hia; T, Janviers, Balti- individuals who may subscribe for it, may rest assur-
ed, that it will be made as reasonable as the nature of
more Degrand & Smith, Boston.
it will permit Orders directed to

P. S-Railroad Companies would do well to forward
their orders as early as practicable, as the subscriber is
desirous of extending the manufacturing so as to keep pace
with the daily increasing demand for his Spikes.
1J23am
H. BURDEN.
RAILROAD CAR WHEELS AND
BOXES, AND OTHER RAILROAD
CASTINGS.

Also, AXLES furnished and fitted to wheels com

plete at the Jeferson Cotton and Wool Machine Factory
and Foundry Paterson, N. J. All orders addressed to the
subscribers at Paterson, or 60 Wall street, New-York,
will he promptly a t nded to.

Also, CAR SPRINGS.
Also, Flange Tires, turned complete.

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250 do. of Edge Rails of 36 lbs. per yard, with the requisite chairs, keys and pins.

Wrought Iron Rims of 30, 33, and 36 inches diame ter for Wheels of Railway Cars, and of 60 inches diameter for Locomotive Wheels.

Axles of 23. 24, 24, 3, 3, 34 and 3 inches in diameter, for Railway Cars and Locomotives. of patent iron. The above will be sold free of duty, to State Governments and Incorporated Governments, and the drawback taken in part payment. A. & G. RALSTON, 9 South Front street, Philadelphia. Models and samples of all the different kinds of Rails, Chairs, Pins, Wedges, Spikes, and Splicing Plates, in use both in this country and Great Britain, will be exhibited to those disposed to examine them..

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AMERICAN RAILROAD JOURNAL,

AND ADVOCATE OF INTERNAL IMPROVEMENTS

PUBLISHED WEEKLY, AT NO. 132 NASSAU STREET, NEW-YORK, AT FIVE DOLLARS PER ANNUM, PAYABLE IN ADVANCE.

D. K. MINOR, EDITOR.]

CONTENTS:

Editorial Notices; Georgia Railroad and Banking
Company; Jackson and Brandon Railroad-
Notice to Contractors for Graduating, &c.; A
Trip to Boston.....

177

New Mode of Joining the Plates or Bars used up-
on Railroads; Railroads in Georgia.......... 179
Radii of Curves, Acclivity of Grades, Rates of
Speed, &c.; Queries; Avery's Rotary En-
gine....
....... 180
Remarks and Inquiries respecting Mr. Avery's
Patent Steam Engine; Decision of the Circuit
Court of the United States, for the Eastern Dis-
trict of New-York, in a Patent case involving
some important principles. To which is ap-
pended some Remarks by the Editor....
Railroad and Canal Intelligence.......
Select Committee of the House of Commons on

Arts and Manufactures....

Agriculture, &c........

Advertisements........

....

.....

181 183

SATURDAY, MARCH 26, 1836.

pany, to make the prelimirary surveys of a||
Railroad or Canal.

[VOLUME V.-No. 12

We would call the attention of those of our readers, who engage in the construction of He can give the best of references. Railroads, to the following notice of Mr. Applications in relation to his employ-Petrie, Engineer of the Jackson and Bran. ment may be made to the Editor of this don Railroad Company in Mississippi. Journal.

TO CONTRACTORS. Sealed proposals for the graduation, bridging and We ask attention to the article in this ROAD: for the erection of a BRIDGE over Pearl river, superstructure of the JACKSON and BRANDON RAIL number from the Journal of the Franklin and the remaining incidental work necessary to the Institute, in relation to Avery's Rotary En-road Office in Jackson, until the 10th of May next. completion of said road, will be received at the Railgine-both to the strictures of Fair Play? and to the remarks of the Editor of the Journal in reply.

For the satisfaction of those who take an interest in the engine, we will endeavor 184 soon to say something in relation to the 188 one in use in this city.

192

AMERICAN RAILROAD JOURNAL.

NEW-YORK, MARCH 26, 1836.

A project is on foot at New-Orleans, for the construction of a Ship Canal of eight miles in length, to lead from the Mississippi to the ocean. It is to commence about three miles below Fort Jackson, passing through the prairie on the left bank of the river. The cost is estimated at $300,000 to $500,

A gentleman of experience in Civil Engineering, is about visiting Europe for the purpose of examining the Railroads, Canals, and other works of internal im-000. provement, and will remain there most of the ensuing year. It has occurred to us, that some of the numerous Railroad Companies, now preparing to commence operations, may find it for their interest to engage him to furnish information in relation to late improvements, and perhaps, to make contracts for iron, &c., for both of which duties he is every way competent.

Further information will be given on application to the Editor of this Journal.

AN ENGINEER who has had charge of several important works in the United States, and is now engaged upon one of a large class in a neighboring Province, is desirous of being employed during the ensuing six or eight months by some com

We ask the attention of those who are, or desire to be, engaged in putting down the superstructure of Railroads, to the following notice to contractors from the Chief Engineer of the GEORGIA RAILROAD.

GEORGIA RAILROAD & BANKING COMPANY.

NOTICE TO CONTRACTORS.
SEALED Proposals will be received at this office, be-
tween the 1st and 3d of June next, for laying the su-
perstructure on 50 miles of the Georgia Railroad-all
materials to be furnished by the Company.

The first ten miles to be commenced by the 10th of
September, and completed by the 15th January next
the remainder of the line MUST BE finished on or be
fore the 1st of May, 1837.

Plans and Specifications of the work, may be seen,
and all other information obtained on application at
the office, one week previous to the letting.
J. EDGAR THOMSON, Chief Eng'r.
Engineer's Office, Augusta, Geo.
April, 2d, 1836.

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Plans and specifications will be exhibited at the of sistant Engineer upon the line, one week previous to fice, and the necessary explanations given, by the As the letting.

will accompany the propositions of those who are not
It is expected that testimonials of characters, &c.
personally known to the Agent, and the Company re-
serve the right of rejecting any bids not deemed to
their advantage.
W. PETRIE, Chief Eng. & Agent.
J. & B. R. R. & B. Co.
Jackson, Mi. March 15, 1836.
12-31.

A TRIP TO BOSTON.-We were of the party which participated in the pleasure of an excursion, in the new and splendid steamboat Massachusetts, to Providence on Saturday the 2d April. The following ac. count of the boat and her performance, from the New-York American, is all that need be said in relation to her; but of us more is required; we must refer also to those more recent and more useful works of art, RAIL

ROADS.

"THE STEAMBOAT MASSACAUSETTS returned yesterday from her first trip, as one of the regular packets of the Boston and Providence Railroad line, having performed to the satisfaction of her owners, and to the admiration of numerous passengers, among whom the writer was one.

"We left herean Saturday at a little after 5 o'clock, and ran the distance to Providence in a little more than 134 hours-with less perceptible motion, less vibration, and a greater sense of the solidity and security of the noble vessel, than usually attach to fast boats.

"The Massachusetts is of about 700 tons burthen: her cabin, which is one lofty saloon of some 200 feet or more in length, is fitted with three tiers of berths, and can

'hus accommodate 113 passengers: the fin-ing as the train passed over them. This This Road has no grade exceeding 15 ishing is in good and simple taste, where will, however, be remedied as soon as the feet in the mile, and no curve with a less raevery thing appears to have been done for comfort and use, and little for mere show: frost is entirely out and the ground settled. dius than 3,000 feet. The superstructure, the bedding is excellent, and made for the The location of this Road does credit to the if so it may be termed, consists of continu. boat, the blankets and counterpanes being Engineer-and it is for that which an En-ous stone walls with their foundation three woven expressly for her, and having the gineer is first and mainly responsible; after feet and over below the surface, with cross name at length on each: the table service, that, unless he has ample means at his ties or sleepers of stone, about 3 from cenof pure white, is marked on every piece with armorial bearings of the State of Mas. command, his responsibility consists in tre to centre, upon which are placed cast. sachusetts; and the order and regularity of properly appropriating that which he has. iron chairs of about 17 lbs. weight—in which the service of the table are exemplary. This Road must become a great thorough-rests the fish-belly, edge rail, weighing 45 "The upper deck presents an unobstructed fare, and it must and certainly will be made lbs. to the yard; but it is not liked being walk of 200 feet; which, though rather uninviting in this cold and unseasonable permanent. weather, will make a delightful summer promenade, while below, and on a level with the ladies' cabin, the space may be inclosed, as from the severity of the cold it was on Wednesday night, and made a vast apart

ment.

"Of her speed sufficient is said, in noting || feet. the fact that her first trip was performed in entire considerably less than 14 hours; which, for a distance estimated at 200 miles, is fast enough.

"Returning, the steamboat President, not second before certainly to any boat on the sound, started from Providence six or seven minutes ahead of the Massachusetts, and a contest for superiority ensued-a generous emulation, truly, for there was no undue excitement, no impropriety, nor any unsafe exertion made on boare the Massachusetts, certainly; nor, we may say, we are sure, with every presumption of truth, on board the President. The Massachusetts bore away the palm, overtaking the President first abreast of Newport-and subsequently (the President having first, by some minutes, got away from the dock,) in the Sound, and arrived here several miles in advance of

the

found liable to break.

The general features of the Road are very The engines used on this Road are of favrable. It is 42 miles in length; more about 8 tons weight, and are manufactured than one half of it isin a straight line; there at the Manufacturing Company's splendid is no grade exceeding 374 feet per mile; machine shop at Lowell, an establishment and no curve with a less radius than 5000 which is creditable to our country, and at It is graded for two tracks-the first which we are informed the entire machinery and a part of the second, is laid with for a cotton factory of 5000 spindles may rail weighing 56 lbs. to the yard-rest-be supplied in four months—and in addition ing upon cross sleepers, which ought to, to which they are now nearly prepared to but do not, rest upon longitudinal sills be- complete a locomotive engine every two neath the surface of the earth-or upon a weeks, is required. foundation of solid materials. The rails are fastened to the sleepers, by spikes with || the head turned one way, forming a hook, which holds to the under lip of the rail.

We spent our time very pleasantly from 10 to 3 o'clock, in visiting the various factories, and in conversation with gentlemen connected with them, and were in Boston The engines used are of English Manu- a few minutes after 4 P. M.—thus having facture, and weigh about eight and a half travelled 52 miles and devoted five hours to tons, and travel at from 10 to 30 miles per useful observation and inquiry between 9 hour. A part of the country through which || A. M. and 4 P. M.; a performance, the pre. the Road passes is uninteresting, but that in the vicinity of Boston is beautiful.

The Canton viaduct is a stupendous work. her competitor, in something less than four- It is creditable alike to him who projected

teen hours from Providence. Of her com- and those who executed it. There are few
mander, Capt. Comstock, it is hardly neces-equal to it in the country. It is 50 feet
sary to say more, than that to no hands high and 450 feet in length, of solid ma-
could be more worthily confided so fine a
vessel and so responsible a command; he sonry, and contains about 15,000 perches of
solid masonry.
may be likened to the engines of his boat,
working silently but very effectively.

diction of which, only ten years ago, would almost have caused the issuing of a writ of lunacy against him who dared be so bold.

For a more full and highly interesting account of Lowell, we refer our readers to the communication of our worthy correspon. dent, the Rev. Henry Colman, will appear in our next number.

Of the Boston and Worcester Railroad, which we intended to, but for other engage

port of a practical engineer, Mr. James Seymour, who accompanied us over both the Boston and Providence, and the Boston and Lowell Roads.

On our arrival in Boston we took quar. "The Rhode Island, another boat of theters at the TREMONT; and it is no dispar-ments did not, visit, we speak from the resame class, and belonging to the same Com-agement to any other house in our country, pany, was launched in safety yesterday, and will take place in the line in June. A to say that its superior cannot be found in third, to be called the Narragansett, of the Union. If any one doubts it let him go equal force and dimensions, is building, and spend a month or a week there, and and when completed, the three will present satisfy himself. to passengers a combination of power, speed, comfort and sefety, not equalled, probably,

on any waters.

"These boats connect with the Railroad lme, so that on their arrival a train for Boston proceeds immediately, bringing, in fact, the cities of New-York and Boston within easy and unfatigued travel of from 15 to

18 hours."

The Boston and Worcester Railroad is 44 On Monday we proceeded to Lowell--a miles in length-its steepest grade is 35 feet distance of 25 miles-time of travelling ONE per mile, and its shortest curve has a radiHOUR, by the Boston and Lowell Railroad. us of 1140 feet; there is, however, a very This is a work of uncommon firmness. small portion of the curved line with a less The rail mostly used in the construction of radius than 1600 or 1700 feet. The Road the Road is what is usually termed the "fish- is graded for a double track, a single one belly" rail, (see Vol. 1, No. 4, fig. 9, of the only is laid. The superstructure consists of Railroad Journal,) in lengths of about 15 the edge or 1 rail, of 50 lbs. to the yard, We arrived at Providence a few minutes feet, but it is not approved of. placed in cast-iron chairs, upon wood cross before 7 A. M., where we found a locomo- The second track will be laid, we were in- ties or sleepers, which are covered with tive, with a long train of cars, in readiness formed, with the rail. earth-thereby keeping them always moist, to take us to Boston. Taking our seats, The stockholders of this Road are gen- and of course less liable to decay. and putting the train in motion required tlemen of wealth, and most of them deeply but a few moments, when the engine mov-interested in the town of Lowell, and thereed off in beautiful style, crossing the line of fore deemed it to be for their interest to Rhode Island into Massachusetts, passed make the work in the most permanent manthrough a considerable cutting, and ascend-ner, that they might rely at all times upon ed an inclination of about feet per mile.it as a means of communication between We soon found that the past almost un-the two cities of Boston and Lowell-they paralleled severe winter had, in some mea- have succeeded—and may, in all time to sure, affected the Road. The cross ties, or come, and at all seasons of the year, with sleepers had in many instances, sunk below proper care, travel and transport over it at their level, which caused more or less jolt-the rate of 26 miles per hour.

...

This Road, like the Boston and Providence, has been considerably affected by the frost, during the past winter-they will, however, both be speedily put in first rate order for use, and must of course become great thoroughfares for travel and transportation. The Boston and Providence, at least for a tine, for the direct communication with New-York, and the Boston and Worcester for that across the country and the Valley of the Connecticut.

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once appreciate the advantages of this expedient, by which the subscriber conceives they may be effectually secured from all difficulties arising from the working loose of the end spikes, and consequent rising of the extremities of the plates-which coming in collision with the wheels and axles of the engines and cars, give rise to serious accidents, endangering the lives of passengers, and causing frequent and expensive damages to the locomotives.

"With this joint, even should the end spikes work out, or break off, there can be no vertical or lateral separation of one bar from another-and, consequently, no injury can arise from such cause.

A visit to, and examination of, these Railroads, will deeply impress upon the mind of the most casual observer the fact that Bostonians are resolved to omit no ef fort to open, upon the most improved plan, The great and perpetual expense attending the keeping up such avenues of communication as will inof supervisors of the iron, on a long line of sure to her, at all times, her full share of Railroad-now found absolutely necessary business. If any one doubts it, let him contemplate for a moment her pasition. A to prevent injuries and accidents from loose bars-would be entirely obviated. A great good harbor and the wide ocean on one side, with a Railroad to Providence, which will saving in the annual expenses of the road be extended to, or connected with one to "The surface of the bar may be eitler would be thus effected; and the trips could Stonington-both connected with a first rate rounded or flat-a plain plate, or flanged on be performed with more celerity and regusteamboat navigation; another to Worces- the inner edge, or otherwise, as preferred, larity, and the passengers would pass over ter, which will be, in a few years, con- and of any required thickness, width, and the road without that constant apprehennected with a Road to Norwich, another to length. The joint or connection, which I sion of danger, which the prospect of loose Hartford and New.Haven, a third to Alba- claim as new and original, I make with a bars, broken spikes, and raised plates, is so ny and Hudson, and a fourth to and up the double lap or bevel; that is to say, two beautiful Valley of the Connecticut, at least bevels or laps in contrary directions, of to Canada line, and probably to Montreal-equal or unequal width of surface on the and a third to Lowell-which is by no means end of each plate, in such manner that one its termination, as it will probably be ex- part of the bar or plate laps above, or over, tended to Brattleborough, there intersecting a part of the connecting bar or plate, while one from Springfield, cennected with the the other part falls below, or under a corres Worcester, the Hartford, and the Albany ponding part of the same connecting bar. Roads as it certainly will be continued to Concord and Lebanon, N. H., and to Montpelier and Burlington, Vt.—thus opening the way to all New-England, except in an easter-directions, at an angle of 45°, which angle

"In the drawing, the bevel or lap is represented of equal widths upon the end of the plate, each bevel being made in contrary

well calculated to awaken."

I approve very highly of the above plan of joining rail plates, and shall adopt the same on the Montgomery Railroad. ANDR. ALFRED Dexter, Civil Engineer.

March 28, 1836.

RAILROADS IN GEORGIA.

For the Railroad Journal.

There can be little doubt, we should think, ly direction, which is to be effected by a Road may be found most advantageous in prac- of success to any judicious, managing man, recently surveyed through Salem, in the di-tice. And where greater solidity in the ex-who will engage in the business spoken of rection of Portsmouth, N. H., and Portland, tremity of the joint is required, instead of in the following communication. Maine-and will be, beyond all question, a plane surface, or "bevel," I use a convex connected with the contemplated Road to and corresponding concave surface - the Quebec. With such evidences of enlight-point, or centre, from which said curved ened forecast and public spirit in her citi- surface is described, being upon the upper zens, who dare not predict for Boston a de- edge of the plate or bar. gree of prosperity and importance hitherto little anticipated.

With such evidences of public spirit before us, in a neighboring city and State, how great and mortifying the contrast when we review the policy of those who wield the destinies of this State!

"The bevels or laps are of the same width and angle on the connecting plate, but inverted in position, so as to make a perfect joint both laterally and longitudinally, when applied to the preceding plate so that all the plates having the ends thus bevelled or lapped, and laid down continuously upon the bearing surface, may be confined down by one spike in the centre of

Mr. EDITOR, I find your Journal abounds with communications on the subject of Internal Improvements, particularly Railroads. Permit me, through your columns, to say, that description of improvements has com. menced in Georgia. The Central Railroad and Banking Company has lately organized, and will no doubt proceed forthwith to the work of a Road from Savannah to this city, two hundred miles in length. The Monroe Railroad Company is now progressing with their Road from this place to Forsyth, twenty-five miles, through the healthiest part of plates or bars may be permanently fixed Georgia; the water is pure freestone, and with a fewer number of spikes than is ne- the atmosphere of the purest and best; the cessary with the ordinary methods of join-survey is progressing under Messrs. Toming.

NEW MODE OF JOINING THE PLATES OR each bar or plate; and it is evident that the

BARS USED UPON RAILROADS.

To the Editor of the Railroad Journal:

Montgomery, Alabama, March 28th, 1836. Sir,-Enclosed I send you five dollars-my "I also claim the application of this prinamount of subscription for the current year. ciple of the double lap or bevel, to a mitre I also send you a drawing of a new mode joint and tongue joint, or to any other joint of joining the plates or bars used upon Rail-by which the bars thus confine each other, roads, together with an extract from the specification of a patent, applied for by me, for the same-which, should you think it

when placed in connection.

"Any one at all acquainted with the practical operation of Railroads, must at

son and Griffin, from Pennsylvania, and will in a few months be completed and ready for contract. Northern contractors would do well to turn their attention this way, as the field is large and just opening, and competition almost none. Stock will be offered the 1st of November next, for a continuation of the road from Forsyth to

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