instructive, by opening to their investigation sources Advices from Vera Cruz to Feb. 18th, state that a conducta of $1,200,000 had just arrived there from Mexico. Gen. Barragan, Minister of War, and Garay, Minister of Finance, had both resigned.--[Jour. Com.] AMERICAN FUNDS.-LONDON, February 4th. Reedeamable: United States....5 per cent........ .5. Ohio............6.... 1835. 1837. 1834, 39,44, 49..96 Subscribers who are indebted for the New York American, the Railroad Journal, Mechanics' Magazine, or New York Farmer, are respectfully requested to remit the amount by merchants, or other gentlemen visiting the city this spring, and, it possible, in notes of the United States Bank, or its Branches, as the expense of postage and the discount on notes of distant Banks, is a great tax upon the Office. VOL. III. OF THE RAILROAD JOURNAL AND ADVOCATE OF INTERNAL IMPROVEMENTS is published once a week in quarto form, with 16 pages to each number, at $3; or in semi-monthly form, of 32 pages, stitched in a cover of colored paper, at 84 per annum, in advance. The first and second volumes of the Journal may be had in two parts to the year, either stitched in covers or bound in boards, at the subscription price with price of binding, in one part, 50 cents, in two parts 31 per volume. Those in covers may be sent by mail to any part of the country, the same as a magazine. Published at Portugal Gold in coin 000 New dols with pillars 04 114 No. 35 Wali st., New-York, by D. K. MINOR, Editor and Proprietor. Indiana .......6.... ....... 1863. [From the Evening Post.] Those papers with which the American ex. We have looked over the Fifteenth Annual Re- of knowledge hitherto unexplored, and of the value changes, and in which the following advertisements port, inade to the Legislature of this State by the of which they can have formed no estimate. Too Directors of the Institution in this city for the In-much praise cannot be accorded to the principal and are inserted, will confer a favor on the subscriber by structon of the Deaf and Dumb. From this docu- professors, in whose zeal and devotion this essential giving the following a few insertions: ment we learn that the whole number of pupils in improvement, involving great labor on their part, the institution at present is 134, having increased had its origin." from 87 since the last report. During the present year 11 have been dismissed and 58 admitted. The greater part of the pupils, as we learn from the report of the Superintendent of Common Schools, contained in the appendix, are educated at the ex. pense of the State. Ninety-seven, the whole number which the law authorizes, are provided for in this manner. Of the remainder, 11 are supported by the supervisors of the city of New-York, 5 by Legislature of New-Jersey, 3 by the New-York Female Association; 15 are pay pupils, and 3 are educated at the cost of the Institution. The cessation of lotteries in the State has cut off one of the sources of income enjoyed by this institution, amounting to several thousand dollars. This dimi. nution of its means will, it is said, prove a serious check to its usefulness; an application is therefore to be made to the Legislature for a grant to make up the deficiency. Very considerable improvements have recently been introduced into the methods of in. struction. Two additional professors have been added to the five by whom the task of education has boon hitherto performed. A class is about to be formed for the purpose of receiving lessons in articu.week lation, after the method by which the deaf and dumb have been taught to speak in some of the European institutions. Among the improvements which have been introduced into the course of instruction, is the method of teaching the construction of language by the means of symbols. Each character denotes a particular part of speech, and by a series of modifieations is also made to represent inflections of language, comprehending nouns and pronouns in their several cases, adjectives in their various degress of comparison, and verbs in their various forms.Their use is to show the artificial arrangement of words in language, after a knowledge of the meaning of single words has been acquired. It is said that this method is exceedingly ingenious, and has been attended with great success. The following are mentioned as some of the most important changes and improvements effected in the institution since the last year. 223 Sea Islande at....14 a 21} THE MECHANICS' MAGAZINE AND REGISTER OF INVENTIONS AND IMPROVE [From a Correspond at of the Daily Advertiser ] LIVERPOOL, January 7.-The transactions in Cotton this MENTS is now just commencing its second year. It will amount to 15,208 bales of all descriptious, viz: be continued in a manner altogether superior to that of the first year. It has drawn forth many valuable correspondents, in different parts of the country, with the assistance of whom, and those who may hereafter contribute to its columns, together with the ability of Mr. JOHN KNIGHT, formerly, and for several years, proprietor and publishe of the LONDON MECHANICS' MAGAZINE, who is engage as Editor, the proprietor has no hesitation in saying that it will be found worthy of an extended circulation and a liberal support. The first year,or two first volumes, having been stereotyped, may now be had either in numbers, or bound in boards-either at wholesale or retail. Price $1 50 per vol. in numbers, or $1 75 in boards, or $3 per anA liberal discount made to the trade. Published num. by the proprietor, D. K. MINOR, at No. 35 Wall st. N. Y. 1120 East India........ 5 a 71 ment. 1. A small library adapted to juvenile reading, and today are estimated at 2000 bags, of which 500 American and LIVERPOOL MARKETS, Feb. 3.-COTTON.-The sales a philosophical apparatus to illustrate truths in phy-Brazil have been taken for expert. Prices remain as on Satur sies and astronomy, have been procured. day. 2. The number of pupils has been increased by sales are estimated at fiom 800 to 1000 bags, and prices are with Feb. 4. The market has been extremely dull today. The nearly one-third, and two additional professors have difficulty maintained. been employed. LONDON MARKET, Feb. 4-Corras.-There was a gen 3. A full supply of large slates, of the same qua-eral decline on all kinds last weeks of 2s per cwt. The reduc lity as those heretofore in use, has been imported from Wales. ion has induced holders to withdraw their sales for the present. and though the market appeared heavy yet no parcels are presSUGAR.-The new sugar market continued very steady, sales nearly 3008 hds. and tierce, being extensive for the season: bright coloury descridtions commanded a further advance of 6d. to is per ewt.; low qualities heavy, and former prices 5. The debt incurred for the erection of the build-scarcely could be obtained. This morning the general de ing has been extinguished. mand for Muscovadoes continued unabated. The refined mar6. The lawn in front of the edifice has been im-in Bengals this forenoon is maintained, but there are few ket improving. and prices rather higher. The improvement proved by planting trees and laying out walks for the sales. purpose of providing a promenade and play ground for the pupils. TALLOW has declined 6d. in the cwt. Agricultural Report for January. The accounts from all lowiand parts of the country, in consequence of the deluge of Courses of lectures are also now given in six de-rain, are most melancholy; the immediate losses sustained are partments of knowledge under the direction of a pro-great, and the effects which may too probably be expected of embarrassing the spring culture, must be highly injurious to the farms. fessor. LONDON, Feb. 6.-Consols 88: do for Accounts, 881; LIVERPOOL CORN EXCHANGE-FRIDAY-Notwith THE NEW-YORK FARMER AND AMERICAN GARDENER'S MAGAZINE, has commenced the second volume of a new series. It is published once a month, in quarto form of 32 pages to each month ly number, at $3 per annum in advance. The last volume may be had either stitched in a cover, so as to be sent by mail, or in boards. Price, stitched, $3 25; in boards, $3 50. Each subscriber who pays in advance, or previous to the first of April, free of postage or commission, will be entitled to eight additional pages to each monthly 35 Wall street, N.Y. number, or 96 extra pages to the volume. Published at No. D. K. MINOR, Proprietor. A QUARTERLY JOURNAL OF AGRICULTURE AND MECHANICS will hereafter be published at the 300 large octavo pages, embracing the most choice articles same office. Each quarterly number will contain about from the best agricultural and mechanical publications both in America and Europe. It will form 2 volumes to the year, of about 640 pages each, and will be put up like other quarterly publications, so as to be sent by mal. Price, $5 per annum, in advance. N. B. A small edition only will be published. All Letters and Communications for the above pub List of Subscribers to the Railroad Journal "The lectures are given three evenings in a week, who have paid in advance to Jan. 1, 1835, during hours which are allotted neither to study nor -continued from March 8, 1834. mechanical operation, and they are so arranged in Roberts & Carmickle, Saxtonville, N. J. point of time and duration as neither to be too burden-standing we have rather a limited arrival of grain and flour Horatio Allen, Charleston, S. C. some to the professors, nor to be regarded by the fresh up since Tuesday, the trade has ruled for all articles ex-J. R. Bartlett, Providence, R. I. tremely dun to-day, and there does not appear to be much conpapils in the light of a task. The departments of fidence on the part of buyers at the same time. The late large H. Bradford, Madison, Madison co., N. Y. instruction embrace the following subjects: supply is not forced upon the market, and we can therefore H. Kochler, Tamaqua, Pa. hardly quote any reduction in prices, though the dullness so T. B. Moore, Tamaqua, Pa. instances to give way a little below the currency of Tuo day Lexington and Ohio Railroad Company, Lexgenerally existing would most likely induce holders in partial Ira Davenport, Hornesville, Steuben co., N. Y. Each lecture is reduced to writing in order that CHARLESTON, March 13.—The Market-[Semi-weekly Re Thomas Meredith, Carbondale, Pa. the subject matter may be referred to and studied by port.-COTTON.-The weather, on Monday and Tuesday, was J. C. Elston, Crawfordsville, Indiana. the pupils at their future convenience. These intel- so anfovorable that little business was trensacted. Yesterday. Samuel Appleton, Boston, Mass. lectual exercises are not embraced within the limits tent were effected, at the closing prices of laet week. We E. F. Johnson, Utica, N. Y. however, it became clear and pleasant, and sales to a consideraof a common education; and besides exciting new make no alteration in quotations. W. Morris, Muncy, Pa. interest in the pupils by varying the monotony of ther RICE-This article continuer very dull. No sales have been ordinary pursuits with a mixture of more attractive effected over 2. Holders seem unwilling to submit to a further T. B. Jervis, Rochester, N. Y. subjects, they cannot fail to be in the highest degree on owner's account. reduction and we andarstand some shipments have been made H. Langtry, Columbia, Ten. Benj. E. Pierson, Memphis, Ten. AMERICAN RAILROAD JOURNAL, AND ADVOCATE OF INTERNAL IMPROVEMENTS. PUBLISHED WEEKLY, AT No. 35 WALL STREET, NEW-YORK, AT THREE DOLLARS PER ANNUM, PAYABLE IN ADVANCE. D. K. MINOR, EDITOR.] CONTENTS: page 177 .180 Athens Railroad; Undulating Railway. Foreign Intelligence.. Miscellany. Advertisements, &c. ..... SATURDAY, MARCH 29, 1834. mate is that the whole road, engines, cars, and Meteorological Table; Commercial Record; Advertisements; &c... .188 .191 AMERICAN RAILROAD JOURNAL, &c. The writer of the following will please accept our thanks for his very acceptable letter. Such favors come, at this time, most opportunely to hand. [VOLUME III.-No. 12. The Undulating Railway-Resistance from Friction--Resistance of the Atmosphere-Mr. Badnall in reply to S. Y., Junius Redivivus, and Mr. Cheverton. [From the London Mechanics' Magazine.] since the undulating railway was first introSIR,-Seven months have now elapsed Our purpose is to make this road a part of zine. During that period I have done my utduced, as a subject of discussion, in your Magathe great road beginning at Memphis and end-most, by fair and conscientious argument, to .192 ing at Charleston; and if the road is ever fin-support the cause which I undertook to defend; ished through the whole distance, the profits, and the gratification which I now feel in havwith good management, must be incalculable. ing witnessed your honorable and candid conIt will command a large portion of western fession of a changed opinion, and in finding travel; and the transportation of an immense myself supported by several of your most able amount of produce. Even if the road should stop at Athens, we the disappointment which the opposition of "S. correspondents, far more than compensates for East and Middle Tennessee, North Alabama, continued after the publication of this letter, calculate on a large amount of business from Y." would naturally excite, even should it be and the counties in this state above us. Welland after the important facts determined by the The Athens Railroad, to which he refers, iron ore, limestone, and marble, which will still unconvinced, he will, I fear, ever remain have near this place inexhaustible deposites of experiments. I say disappointment, because, if cannot fail to attract the attention of business furnish articles of export, in addition to what inconvincible; and, judging from the occamen in this community, although it may not is now supplied by the cotton planters. just now meet with such a reception as its im-ject of interest to the people of the city of New-out losing, in some measure, that evenness of It seems to me that this road must be an ob-he is not likely to be more fairly defeated, withsional piquancy and asperity of his remarks, portance demands. It is certainly a second York. link in a grand southern chain of internal im- Middle Tennessee goes to Baltimore and Phila-I do him injustice, I apologise for it; but I The trade of great part of East and temper which I should be sorry to disturb. If provements, from which the South will de-delphia; but when this road is built, by means feel that the time is now arrived when (pracrive great advantages. It will enable the bu- will certainly find its way to New-York. the question) I have no longer occasion to deof the Charleston road, and steam packets, it tical experiments having decided the merits of siness man, or the man of pleasure, to perform Those interested in the prosperity of that city, fend myself by parrying the verbal attacks of the journey from New-York to Athens, with therefore, would certainly employ their capi-my opponents. On the contrary, I waive all ease, in five, and probably in four days. tal to good advantage, independent of the in-further hypothetical discussion on this subject, come of the stock, by vesting it in this under-unless such discussion refer to the result of my such investment will be offered, I cannot say conclusion I am not considering my own contaking. Whether an opportunity of making late or future experiments. In coming to this I hope the stock will be all taken at home. venience, but I think your readers in general ATHENS, Ga., March 12, 1834. DEAR SIR,-I have been very much at a loss how to remit the subscription for the Railroad Journal. I have at last, however, procured notes that will probably answer your purpose,' and enclose my own subscription for the past and present year. I enclose, also, three dollars, for which you will send the Journal to Mr. Wm. Dearing, of this place; also, to Wm. Lumpkin, and Wm. Williams. By reference to a map of Georgia, you will will agree with me, and with your friend, Profor an improvement of this sort. Begin at Au- horns, the undulating controversy will not only at once see the indications of a favorable route fessor Crackwell, that unless we draw in our and the Ogeechee to near Warrenton; thencelerton's last letter, somewhat disgusting. "Nec gusta; keep the ridge between Little River become sickening, but, judging from Mr. Chevon the same ridge to Crawfordville, and so pro-usisse pudet, sed non incidere ludum," said ceeding near Greenesborough and Lexington, Horace, and I quite agree with him. I feel very much obliged to you for the fa- Athens, not a single bridge will have to be your readers, must judge whether I am led to you will see that until we arrive at the river at vorable notices in the Journal on the subject built; and the Engineer reports the excava-this train of thinking through fear of my oppoYou, Mr. Editor, or an impartial jury of of our Athens Railroad. pretty fair The project is in a tion and embankment to be very little, com-nents, or whether I am not justified in claimway to be accomplished, if the pro-pared with what has been done on other routes.ing the victory I have contended for. Those per energy is used. The route is, I think, one of the best in the United States, being formed in a good degree by nature. The distance from gentlemen who have advocated my side of the Augusta to Athens is about 96 miles by the P. S.-The officers of our Railroad are: question-Saxula, Mr. Ham, Mr. Sanderson, present road: the railroad survey gives 105 President-James Camak. Kinclaven, Mentor, and Mr. Trebor Valentine, miles only; and not a drop of water is crossed, A. B. Linton, Rev. James Shannon, J. A. Cobb, or disproved experiments; whereas neither "S. Directors-Wm. Dearing, Wm. Williams, convincing diagrams, appropriate comparisons, have each and all supported my position by but one or two very inconsiderable brooks. No E. L. Newton, John Nisbet, Wm. Lumpkin, Y." nor Mr. Cheverton have thought proper to inclined plane is necessary, except to ascend W. R. Cunningham, of Athens; John Cun-substantiate their reasoning by a single partithe hill on which Athens stands. The esti- ningham, of Greene; R. B. Thompson, A. cle of corroborative evidence. That both are Janes, of Talliaferro. Secretary and Treasurer-Wm. Williams. but a clever man occasionally errs; and never jelever men, I do not for one moment question; *U. S. Branch notes, which are as good to us as gold.-ED.) Very respectfully, &c. is he more likely to do so than when inflated||when he denied that the speed could be great- PROFOUND IGNORANCE OF MR. BADNALL DEMON- Fig. 1. Fig. 2. B My present object is to reply to all unanswered objections which have been raised by my opponents up to this time. In doing this, I may probably introduce some opinions which may appear open to further discussion; but as I fully concur in the sentiments expressed by P. (No. 532), as to the frequently injurious effects of a too protracted controversy, I shall feel it an act of duty to your readers to be a silent observer of any attacks upon them. place them on record as my deliberate and conclusive opinions; and having done so, I turn from theory to practice, and now present myself to your readers as the defender of the undulating principle in a far more important "If A E (fig. 1) be equal to 16, and the point of view-I mean in defence of its com-depth F B equal to 6, the length of each inplete practicability. E jelined plane will be equal to 10, and the pres- Referring to the preceding diagrams, nothing can be so easy as to determine the exact proproportion which subsists between the pressure or friction on an inclined plane, and the pressure or friction on a horizontal plane, provided the angle of elevation be given. In the case before us we have the angle F E B. Now, let P be the pressure on the base, or horizontal line F E, and let p be the quantity taken off that pressure, owing to the inclination of the plane, and let a be the angle of inclination : we then have in all cases p: PFB: FE but FB: FE :: tangenta: 1 therefore P: P :: tangenta: 1 and, consequently, p: P tangent a. If, then, the amount of friction or pressure on an inclined plane (speaking abstractedly of friction or pressure) be reduced in proportion to the angle of inclination, it must, I should hope, be evident to "S. Y." that his position is wrong. He, no doubt, will allow that the pressure at an angle of 45° is reduced one half. To make myself, therefore, perfectly clear, I will take this angle to prove his formulæ incorrect, and the undulating theory, in regard to friction, perfectly correct : D Draw the line A B, and divide it into 16 equal parts. From the centre C describe the semi In thus a second time throwing the glove, allow me to prognosticate what will be the result of another year's experience. Within that period, engineers and mathematicians will Now "S. Y." must have misunderstood my have an opportunity of making up their minds diagram, *p. 93,to which he refers, and which upon the subject, and from the expiration of was, I think, clearly elucidated. If he did unthat time we shall never have another level rail- derstand it, from whom did he draw his concluway (whereon locomotive steam force is in-sion, that I imagined the friction or pressure tended to be employed) laid down in Great on the inclined plane E B, whose perpendicuBritain. The Liverpool and Manchester rail-lar elevation is equal to F B, equal to 8 of the way, though it will ever maintain the char- friction on the level? acter of being one of the most important ex- Let him suppose, then, (reversing the above circle A D B. Draw the line C D perpendicuamples of British spirit, British perseverance, diagram, as fig. 2,) the plane E B raised upon lar to A B, and from the points A and B draw and British ingenuity, will, in the eye of pos- the base E F, at an elevation of F B. It can- the straight lines A D, B D. terity, have one dark spot upon its fame--it not be doubted (as proved by the parallelo- Now, as before observed, because the perwill be compared to the massive and expensive grams described in my diagram, page 93,) that pendicular line C D is equal to the line B C, aqueducts of the ancients. Our forefathers if the base line E F represent the pressure (or any weight descending on the line B D will knew not that water would find its own level friction) of the whole weight resting on the press with exactly half the force with which --and, while we praise their structures, we plane É B, FB will represent the force of it would have pressed on the level line A_B, cannot help wondering and smiling at their gravity down the plane, or, in other words, as the angle CBD being an angle of 45°. Diignorance. Thus, however, will posterity the length of the line F B is to the length of vide, then, the lines B D, A D, into an equal smile at us, exclaiming, "Could you have be- the line E F, so is the pressure or friction number of parts, each part being equal to th lieved it! They expended, in about thirty-one taken off the inclined plane E B to the pres- of the horizontal line A B=223. Next supmiles, hundreds of thousands of pounds to make sure or friction left on the inclined plane; or, to pose a body, weighing 10 tons, to press upon a railroad level, through their disbelief that all be more explicit, if a body be supposed to every described part of the line A B, in passing bodies descending on a curvilineal arc will rise weigh 10 tons, and to be placed on the hori- from A to B: we then have 16x10-160; but again to their own level, minus friction!" zontal line E F, no one can dispute that, the if 10 tons press upon each part of the horizon servation. I now turn to "S. Y."- -a few words after-line of pressure being vertical, the whole weight tal line, half that weight, according to the prowards to Junius Redivivus; and then, in per- of the mass must necessarily press upon the rail. position, will only press upon each part of fect good humor, to Mr. Champion Cheverton. If, then, E F were exactly equal to F B, and the lines B D, A D. A desire to remove, if possible, every oppo- the weight were removed to the inclined plane We have, therefore, sition founded on mathematical reasoning, E B, the pressure would be reduced one half; 223×5=112 which has been urged against the undulating and thus, in the above diagram, E F being and, consequently, 160-112-48 difference in theory, induces me to return to "S. Y.'s" first equal to 8, and F B equal to 6, and supposing total pressure communication. Before doing so, however, I any weight resting on E B to be divided into But it may be argued, that if the semicircle must at once contend against the liberty which 14 parts, ths of the whole weight would be A D B were divided into an equal number of he takes in stating that I have betrayed ungen- resting on the rail, and would be taken off like parts, the total number to be passed over tlemanlike conduct by my observation, "that I the rail. on the curve would be 25-142; but this argushould have felt hurt that any other correspond- By this explanation it will be evident that ment will not obtain, it being mathematically ent than himself had doubted my proficiency "S. Y.'s" second formula, page 242, is, like to true (see Sir Isaac Newton, Parkinson, Hutin common arithmetic." The "indignation" his first, established on wrong data, for he ton, and others,) that the velocities which of "S. Y." cannot possibly justify such an ob-never takes into consideration the perpendicular bodies acquire in falling either down inclined elevation of the plane; and it is this which has planes, or curvilineal arcs, are precisely alike, In "S. Y.'s" letter, page 181, there is an er-evidently misled him, or otherwise he would viz. as the square roots of their perpendicular ror in print, afterwards corrected, which ren-not consider his argument to hold good for heights; and if the acquired velocities are dered his first formula "incomprehensible." "all lengths and elevations of inclined planes." equal, it is self-evident that the resistance opI allude to the omission of the decimal dot be- "S. Y." considers in both formulæ the pres-posed to motion down each line is also equal. fore the figure 8. In the succeeding column, sure to be determined by the base, divided by however, I find this misprint did not occur; the length of the inclined plane: he consequent-formule would bring us. therefore ought to have understood his object ly draws in each case an erroneous conclusion, better than I did. But allowing that I had for there can be no doubt whatever that, as the fully comprehended it, and that such misprint perpendicular height of the inclined plane is inhad not occurred, I observed that the whole creased, the pressure or friction of any carriage of traction on a level at any given velocity. formula was founded on false data, and that the moving on that plane is reduced. position which he took was altogether untenable. I refer now to the saving of friction "abstractedly," without allusion to the difference in velocity occasioned by the action of gravity, to which latter point he also frequently alluded, Let us now examine to what result "S. Y.'s" Let B represent BC n pounds equal to the force Then the pressure on the line B D On referring to this diagram I find the length of the (according to "S. Y.") will be to the presB level line E A=22, the length of each inclined plane-5 and the elevation=2.5; if, therefore, we deduct 2.5 from sure on the level as the length of F A, we shall find the reduction of friction or is to 1; and thereL pressure nearly one-fifth. llfore the force of traction required in conse quence of friction on the inclined plane, will then, raise the plank on which the same I must now request the attention of your B B L nxL: weight rests to an angle of 45°. He will, no readers to the following experiments, tried be to the force of traction on the level as is doubt, admit that the weight will descend, and down inclined planes, by Mr. Nicholas Wood, to n. According, then, to "S. Y.," the entire that the velocity of descent on the effect of the with a view of measuring the friction of railexpenditure of power to move the wheel the force of gravity will be in proportion to the way carriages. (See his work on Railways, horizontal distance on the level will be Bn, Let him next support the weight on the plank diminution of pressure or friction on the plank. 2d edition, pp. 211-213, &c. &c.) Mr. Wood, in reference to these experiments, and on the inclined plane it will be (the latter still being inclined at an angle of thus writes: "Standing on the end of a carL" 45°), by placing his hand under it, or some ma-riage, and aided by an assistant, at the end of Bn as before. Thus he makes, at an angle of chine by which he can accurately measure the every ten seconds I made a mark upon the 45°, the pressure or friction on the lines A D pressure: he would, I have no doubt, find that plane where the carriage happened to be, and and B D equal to the pressure or friction on precisely half the weight was resting on the afterwards measured the distance between the horizontal line A B; whereas I make the blank, and half the weight upon his hand, or those marks, which gave the space passed over difference in friction as 7 to 10, or ths in fa-upon the instrument by which he was mea-in each successive period." suring the pressure. Let him, then, withdraw Carriage weighing 9,100 lbs. ; wheels, 34 inches; axle, Again, referring to "S. Y.'s" letter (No. his hand, and what becomes of the weight? 21; friction, 44.62 lbs. 531), wherein h. fully explains the bearing of Half is still remaining on the plank, and the his formula, the erroneous view which he has other half is suspended in the atmosphere untaken of the question is again evident. For,||til it reach the earth which attracts it. Surely, taking 5 ounces (as he suggests) to represent on consideration, Junius Redivivus will acthe force of traction on the level, and applying knowledge the truth of this reasoning, and in his observations to the angle of 45°, we shall so, he cannot dispute that the greater the anfind that the calculation will not be, as it would gle of the inclination of the plane the less will arise if his formula were correct, viz. 16x 5=be the pressure or friction of any body, either 80 on the level, and 22·40×·71428571=15.999, ascending or descending, on such plane. or very nearly 16; consequently, 16 x 5=80 on And now for Mr. Champion Cheverton ! the inclined plane, as before. vor of the semicircle A D B. But, instead of the force of traction on the semicircle being equal to the force of traction on the horizontal line, we should have it as follows: Seconds. in 10 the body fell Real space, the descent r.ot being uniform. 6 feet. 26.4 64 Feet. 6.6 26.4 30 59.4 59.8 66 40 .105.6 46 The first explanation which I think due The above experiment was tried at the Kenfrom me to your readers, and to which "Theilworth colliery. Champion" principally alludes, is in reference Now, in examining the result of this experito the resistance of the air. I stated, in a former ment, if Mr. Wood were correct in his mealetter, that I thought that the resistance of the||surement, and upon his correctness I have 16×5=80 on the level, atmosphere did not (a constant power being placed dependence, it is evident that the resist22.40×2·50=56 on the curve, employed to urge the body forwards, or, like ance of the atmosphere did not increase as the precisely agreeing with the reduction of fric-gravity, downwards,) increase as the squares squares of the velocity of the moving body, on before mentioned, viz. ths in favor of of the velocity-that the resistance of the air but that, for some reason or other, with which the semicircle. does not act as a greater opposing force (allu- reason the public will soon, if I mistake not, So much for the question of friction, con-ding, particularly, to the flight of birds, and to be acquainted, it was equable in effect through sidered abstractedly, and as commonly under-the motion of railway carriages,) at high velo-equal spaces throughout the entire distance of stood; but it must be evident to every man cities than at low velocities-that, conse-descent. who has perused the particulars of the experi-quently, the velocity of a train of car We know that if a body fall, in vacuo, a givments, that the amount of reduced friction, asriages, supposed to be descending an in-en space in the first second of time, it will have in this instance considered, according to the lined plane of interminable length, never allen four times the space in the two first seangle of the inclination of the plane, cannot be could in practice become uniform; but, on the conds; that if it fall 16.1 in one second, it will taken as the precise measurement of power contrary, that in theory the uniform accelera-have fallen 64-4 in two seconds; because 16.1 saved, by the adoption of the undulations. On tion would not begin to cease until the resist-4 (4 being the square of the times)=64.4. these interesting points I trust that some valu-ance of the air was equal to the force of de- Again, if it fall 1608 feet in 10 seconds, it able information may shortly be laid before the scent, which it could not be until the body had will fall 6433 feet in 20 seconds, or twice the public in a treatise on railways, locomotive attained a velocity equal to that at which air time; because (omitting fractions) 1608×4= engines, &c., which Mr. Robert Stephenson, would rush into empty space. I further stated, 5432. sen., and myself, are preparing for the press. that it was my opinion "that the resistance Now it appears, according to Mr. Wood's Previously to that time we shall try various of the air, when first overcome by any locomo-measured experiments, that in 10 seconds the experiments, and I have no doubt, from the tive force which is constantly and equally con-carriage fell 6.6 feet, and in 20 seconds 26.4. plans which we intend adopting, and the pre-tinued, does not, throughout EQUAL SPACES or Now 6.6×4 26-4, which is in exact accordcision with which the experiments will be DISTANCES, act as an opposing force with great-ance with the laws of falling bodies. made, that the laws of motion and resistance, er intensity at high velocities than at low ve- Again, in 40 seconds, the carriage fell 105.6, under various circumstances and velocities, locities"; but that, on the contrary, it was my and in SO seconds 422-4. will be more clearly developed than they have opinion that the total resistance of atmosphere. hitherto been. The results which I anticipate throughout a given distance, is less at high velead me to quote a remark of Hooke's in the locities than at low velocities, from the inclina- Again, in 30 seconds it fell 59-4, and in 60 seGravity, though it seems to betion which all bodies have to rise from the sur-conds 237-6. face of the earth when in rapid motion, and, consequently, from a denser to a lighter atmosphere. year 1666: 66 one of the most universal, active principles in the world, and consequently ought to be the most considerable, yet has it had the ill fate to have been always, till of late, esteemed otherwise, even to slighting and neglect." lulating railway; but time, and careful ex- Now, sir, I should have felt not only that an explanation, but that a public apology was I have no apology to make to "S. Y." for due from me, had I published these opinions, considering L as a proper symbol for the length without having very strong reasons for believing of the plane, which was ascended with a given them to be true. I know they are diametricalvelocity, especially as the spaces in most ofly opposite to received opinions: so was the unthe experiments varied on every trial. For an error in the last equation I, however, have to apologise, and I must beg "S. Y." to read L+D for L D-. The word "INVERSE," which he alludes to in his letter (No. 531, p. 23,) was an unintentional omission of mine (see page 222), where, for "is in proportion," I evidently intended to say, "is in inverse proportion." Any person who reads the sentence will, hope, give me credit for this. In the first place, that there are many doubts existing as to the true theory of atmospheric resistance is evident, by the following remark by Hutton: "We conclude (he says) that all the theories of the resistance of the air hitherto given are very erroneous, and the preceding In reply to the observation of Junius Redi-one (alluding to the generally entertained opinvivus, (No. 532, page 38,) let me beg him to ion) is only laid down till further experiments place a heavy ball upon a plank, then raise the on this important subject shall enable us to deplank to a vertical position-he will allow luce from them another that shall be more conthat, because the weight falls perpendicularly, there is no pressure on the plank. Let him, *The resistance of the atmosphere, and the cause of that resistance not increasing as the squares of the velocity, will be particularly elucidated in this treatise by careful experiment. sonant to the true phenomena of nature." Surely this admission is a sufficient apology for the humble attempt which I have made, and for the attempt which Mr. R. Stephenson and myself are now making, to investigate this Ilsubject. Now 26.4×4=105.6 Now, 59.4×4 237.6. Lastly, in 50 seconds it fell 165, and in 100 seconds 660; and 165×4=660. Now, had the resistance against the rolling carriage increased as the squares of velocity, the descent could not have been in accordance with the laws of bodies falling in vacuo. I will, however, refer to other experiments, and try the question by another test: Descent of loaded carriages weighing 9,408 lbs.; wheels, 35 inches diameter; axles, 3 inches. In 18 seconds the carriage fell 25 feet In open atmosphere. 71.9252.876, and In vacuo. 12608.072 5210-892 =2.419. Again, omitting fractions, In open air. In vacuo. 8 124÷71=1.746, and =1.842. The other will be sur in 18 seconds; 71.9 in 28 seconds: and 124-6||rail, will be regarded as a difference altogeth-||210 miles from this to Chicago, the route is considerin 38 seconds: Therefore, er independent of the resistance of air! ably travelled already, and the Government is opening There are many more experiments of Mr. a road the whole distance, also one from here to the Wood's to which I could have referred in sup- Mississippi. The latter is laid out and is to be opened by contract immediately. port of my opinion. It is true there are some which show a different result; but the effect veyed early in the spring. [Journal of Commerce.] might arise from the different state of the rails MAGNETIC POLE.-We understand that the at different times, and the particular point from position of the Magnetic Pole is now finally aswhich the wind blew. It cannot, however, be certained by our adventurous countryman, Cap: doubted, or, if doubted, denied, that the uni-tain Ross. He has actually been on the spot formity of acceleration, proved by the experi- where the dipping needle becomes vertical, or ments herein detailed, could not have occurred in points straight downwards; while the horizon. any instance had the resistance of the air in-tal needle, having, as it were, no longer any creased as the squares of the velocity. thing to point towards, remains indifferently in I shall, in a further communication, turn to any direction given it.-[Athenæum.] my recent experiments on the Liverpool and Captain Ross has ascertained beyond quesManchester railway, for the purpose of adding tion that the Magnetic Pole is nearly in 70° additional strength to this argument. Mean- N. lat., and 97° W. long., being 2° of lat., and while I am, sir, with much respect, your very 3° of long. different from what it was said to be by Captain Parry's observations.—[Naval and Military Gazette.] Again, to make the proof more. indisputable (relying upon the measurement of Mr. Wood), we find that, according to his experiments, the carriage descended, omitting fractions, 25 feet in 18 seconds, and 1266 feet in 128 seconds. Now, as before observed, a body would fall, in vacuo, in 18 seconds, about 5211 feet, because 18x18x16-083 to the total space; and in 128 seconds it would fall 263508-872 feet. Now 1266-25 (in air)=50·64; and 263503÷5211 (in vacuo)=50·56. How very striking, then, is the proportion which the falling body bears in vacuo to the descending body, when opposed to the resistance of the air! So much so, that Mr. Wood must either have imposed upon the public, which I do not and cannot believe, or his experiments, though not intended to elucidate the theory of resistance, are a death-blow to the previously admitted opinions on this subject. Again, referring to Mr. Wood's experiments (see page 225), we find a perfect regularity in the descending motions; for instance, the carriage was 29.16 seconds in moving 100 feet, and 58.33 in descending 400 feet. In other instances: Time in descending 100 feet. 29.10 seconds 30 29.16 Time in descending 400 feet. 58.10 60.41 58.75 64.35 and all with different loads, varying from 1,120 to 8,960 lbs. Again, page 226, when the carriage was loaded with 8,960 lbs. it fell 100 feet in 29 seconds, and 400 feet in 58. Again, in 29 seconds it fell 57-90 feet. 29.10 " Again, Again, Again, 29.74" 31.88" 58.40 the weights varying as before. 45 seconds and in 55 seconds 48651-075 feet. Now 300-200, the fall in 45 seconds on the inclined plane; and 48651 showing a difference of only 134 in about 32,000. 66 - 66 Manchester, Nov. 11, 1833. THE NEW YORK AND PENNSYLVANIA CANALS.-Ac-Animal Mechanics, or Proofs of Design in cording to the Pittsburg Gazette, the Pennsylvania the Animal Frame. [From the Library of Canal was open on the 8th inst.," and but for some Useful Knowledge.] repairs necessary to an aqueduet "might have been open a month earlier." But this dis (Continued from page 135.) Consider two men wrestling together, and Our Canal will not be opened 'till 17th April- then think how various the property of re. although the winter has been an unusually mild one. sistances must be here they are pulling, Hence we perceive a positive difference of forty and the bones are like ropes; or again, they days-and a possible one, under ordinary circum-are writhing and twisting, and the bones bear stances, of two months, in favor of the route to the a force like the axle-tree between two wheels; great West through Pennsylvania. or they are like a pillar under a great weight; This is a serious consideration for us in N. York, or they are acting as a lever. and should turn the attention of all to the adoption of To withstand these different shocks, a bone some settled policy which may enable us to counter-consists of three parts, the earth of bone act so great a disadvantage. The physical obstacles (sub-phosphate of lime); fibres to give it of climate we cannot overcome, and hence it is cer- toughness; and cartilage to give it elasticity. tain that the Pennsylvania canals will always be open These ingredients are not uniformly mixed to navigation weeks earlier than ours. up in all bones; but some bones are hard, vantage may, we are persuaded, be more than com- from the prevalence of the earth of bone; pensated by wise policy on our part. Our first and some more fibrous, to resist a pull upon great aim should be, so to diminish the expense of them; and some more elastic, to resist the transportation on our Canals,as in that particular alone shocks in walking, leaping, &c. But to to present a powerful inducement to the trade, But return to the forms. Whilst the centre of how is that to be done? Manifestly by extinguish the long bones is, as we have stated, cylin ing as rapidly as possible the Canal debt; so that it drical, their extremities are expanded, and being paid, there may be no motive to raise an a-assume various shapes. The expansion of mount of tolls greater than will suffice to keep the the head of the bone is to give a greater, and Canals in repair. consequently a more secure surface for the joint, and its form regulates the direction in We have received the 5th number of a paper re-which the joint is to move. A jockey, putcently commenced at Navarino, (Wisconsin Territory,) called the Green Bay Intelligencer. It appears ting his hand on the knee of a colt, and find. to have been about six weeks in travelling from Nava. ing it broad and flat, augurs the perfection of To admit of this enrino to New York. The distance by land is 1100 or the full-grown horse. 1200 miles. Arrangements have been made for run- largement and difference of form, a change ning steamboats regularly, the coming season, between in the internal structure of the bone is necesDuring the last season, the 32434, Navarino and Detroit. number of arrivals was 34, viz. 5 steamboats, and 29 sary, and the hollow of the tube is filled up schooners. An emigrant recently arrived at Navarino with cancelli, or lattice-work. These cancelli of the bone are minute and delicate-like thus, writes: The "extent of this settlement" is much more con- wires, which form lattice-work, extending in siderable than I had supposed before I came on. The houses are quite thick on each side of Fox River for all directions through the interior of the bone, six miles from its mouth. There are two small clus- and which, were it elastic, would be like a ters of buildings, or villages, Navarino and Meno-sponge. This more uniform texture of the moneeville, in the first of which, being nearest the bone permits the outer shell to be very thin, ing a difference in comparative velocity not worth noticing. Again, with 1120 lbs., in which instance, owing to the lighter weight, the resistance of the air ought to have been the most felt, we find the body descending, mouth of the river, the most of the business is done. In another experiment, with 4,480 lbs., the carriage fell 400 feet in 60-41 seconds, and 500 feet in 67.91 seconds. Now, in vacuo, a body would fall in 60-41 seconds, 58512-7871523 feet; and in 67.91 74315-8133523 therefore, 400+1=500 58512+1=73140, show-In the distance of 3 miles from one village to the other, so that whilst the centre of the long bones But it is pertimay be enumerated four wharves, seven warehouses, are cylinders, their extremities are of a uninine dry-good and grocery stores, besides several form cancellated structure. small shops, &c. &c. A good grist mill is in operation nent to our purpose to notice, that this miwithin one and a half miles of Navarino, and there are nute lattice-work, or the cancelli which conseveral saw mills in the neighborhood. Opposite to Navarino, on the west bank of Fox river, is a Garri stitute the interior structure of bone, have son (Fort Howard) of 4 Companies of United States still reference to the forces acting on the In 64.35 seconds, 400 feet bone; if any one doubts this, let him make 72.64 500 From "this place to the Wisconsin river" at the a section of the upper and lower end of the Now 400+1=500, and "Portage" the distance is 180 miles, following the 66958+1=83247, showing a dif- river, and considerably less by land. Fox river is navi. thigh bone, and let him inquire what is the ference which is altogether immaterial; for gated by boats of 15 tons burthen all the way from meaning of the difference in the lie of these here to the Portage; which is 1 1-4 miles over, and minute bony fibres, in the two extremities? had the distance traversed been 400 and 510 is all the land carriage between this and the Missis. He will find that the head of the thigh bone feet, instead of 400 and 500, the proportions in sippi. This is a great and important thoroughfare. stands obliquely off from the shaft, and that vacuo and in open atmosphere would have been There are 3 settlements on the Wisconsin, besides precisely alike. Surely, then, these 10 feet, the one at the Portage where Fort Winnebago stands, the whole weight bears on what is termed the considering the variation of friction, by the oc- viz. Helena, English-Prairie and Prairie des Chiens, inner trochanter; and to that point, as to a casional rubbing of the flanches against the which last is at its mouth on the Mississippi. It is buttress, all these delicate fibres converge, troops. |