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OF THE

ENGLISH MAGAZINES.

NO. 1.]

BOSTON, APRIL 1, 1825

[VOL. 3, N. s.

THE

RAIL-WAYS.

HE strong feeling of interest and curiosity which this subject is now exciting in the public mind; the variety of companies which are daily forming, to connect, by means of rail-ways, the most important mercantile and manufacturing stations in the kingdom; the secret opposition which is now vigorously exerting itself on the part of interested bodies, with any object in view but the public good; seem to point out the propriety of setting before the public a general view of the advantages which rail-ways are likely to furnish, and to direct their attention to the quarters whence opposition may be expected. On a well made road a horse will draw one ton, in a cart weighing about 7cwt., or about 3000lb., at a rate of two miles an hour.

On a

rail-way of the best construction he will draw, at the same rate of travelling, about 15 tons; let us call this 30,000lb. for the convenience of having round numbers; and on a canal he will draw about 30 tons in a boat weighing 15 tons, or about 90,000lb. Hence, on a rail-way, the draught of a horse is ten times, and on a canal thirty times, as great as on a well made road. Now a rail-way costs about three times, and a canal about nine times, as much as a good road; and it is probable that the expense of keeping them in repair, is in proportion to the original outlay. It is obvious, therefore, if railways should

1 ATHENEUM, VOL. 3. 2d series.

come into general use, that the expense of transporting commodities will be about two-thirds less than on the best roads.

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With respect to the advantages of a rail-way over a canal, which is the question here principally at issue, we may observe, in the first place, that if a horse power effect three times as much on a canal as on a rail-way, the original cost and subsequent repairs of a canal are about three times require about the same rates or dues as great; consequently, a canal will to repay the proprietors as a railway. It must next be observed, that this comparison relates entirely to the transporting of goods at two miles an hour. Now it is easy to show, that so long as horse power is employed on canals, and they are not sufficiently deep and broad to admit the application of steam, this rate of transporting goods cannot be increased without an increase of freight, which would entirely destroy their superiority over roads. We have seen that a horse will draw about 90,000lb. at the rate of two miles an hour. If we increase the velocity of the boat, the resistance will also be increased, and with amazing rapidity. The resistance of a fluid increases as the square of the velocity. Since 90,000lb., therefore, is drawn at the rate of two miles an hour by one horse;

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In this computation it is assumed that the draught of a horse is the same at two, four, six, and eight miles an hour. In fact, however, its draught diminishes very rapidly as its velocity increases, a great portion of its strength being exhausted in supporting its velocity. If 100lb. measure the force of traction of a horse, when travelling at the rate of two miles an hour, then will this power be reduced to 64lb. when he travels at the rate of four miles an hour; and for higher rates of travelling it diminishes still more rapidly. Here the draught of a horse on a canal, at the rate of four miles an hour, is little more than 12,000lb. It is needless to push this inquiry any farther; it is quite clear that goods can never be transported on a canal at a rate exceeding two or two and a half miles an hour.Let us see now what will be the effect of an increased rate of travelling on a rail-way. And here we shall arrive at a series of conclusions diametrically opposite to those we have deduced for canals: The resistance to communication of motion on a rail-way arises from the friction and the resistance of the air. For any rate of travelling which is likely to be adopted, 8, 10, or 12 miles an hour, the resistance arising from the atmosphere is very trifling compared with that due to the friction. We shall, therefore, altogether neglect its consideration. The resistance due to the friction is proportional only to the pressure. It is entirely independent of the velocity. This is the grand circumstance which distinguishes a rail-way from a canal, and which gives the former such an immense advantage over the latter. On a canal, by increasing the velocity of the boat, we increase the resistance to its motion at a very rapid rate; by

increasing the velocity on a rail-way, the resistance is not at all increased; it is, if any thing, rather diminished. Abstracting from consideration the resistance of the air, the very force which impels a body at two miles an hour, may, by very simple contrivances, be made to impel it at ten or twelve miles an hour. If we apply to the body to be moved on a rail-way, a force just equal to the resistance due to the friction, it will not move; it will be exactly in a state of equilibrium. But the smallest increase of force will put it in motion. If this small increase of force be a constantly acting force, like that due to steam, its motion will be continually accelerated, and would, ultimately, become greater than any assignable limit. Here we see the advantage of steam power; animal power could never be so applied as to produce this effect; because, as the velocity of the vehicle increases, the draught of animal power is diminished, becoming small indeed when it reaches the velocity of ten or twelve miles an hour. When the vehicle has attained any proposed velocity, whether that velocity be generated in the first instance by the continued action of the impelling force, or by any other means, it is merely necessary, in order that it should retain that velocity, that there should be an impelling force just sufficient to overcome the friction and the resistance to the air. Hence, on a rail-way, the expenditure of force due to a velocity of ten or twelve miles an hour, is very little more than that due to a velocity of two miles an hour. This is the grand mechanical advantage which a rail-road possesses over a canal. But it is on the application of steam, and on a consequent capacity of maintaining a constant action, however great the velocity of the vehicle, that this advantage depends. Without steam a railway would be of no use; it would possess no superiority over a canal.

Animal power

could not have been applied with any advantageous effect, because its draught diminishes so rapidly with an increase of velocity.

Another point in which a rail-road is very superior to a canal consists in this that being subject to none of the difficulties which occur in the construction of canals, it can always be made in a direct line, and will commonly be the shortest distance between two given stations. Between Liverpool and Manchester, for instance, the distance by the three lines of water conveyance is upwards of 50 miles; by a rail-road it will only be 33 miles thus one-third of the entire distance is saved, a circumstance which will be found to be nearly true of all the principal lines of road and canal in the kingdom.The conveyance on canals too is frequently obstructed in summer from an imperfect supply of water, and in winter from being frozen up. Again, goods transported on a rail-way are free from all the risks and damages incident to water conveyance. This is no imaginary evil. On the canals between Liverpool and Manchester, goods are exposed to the most violent storms and adverse winds, during a passage of 18 miles in the tideway of the Mersey. For days together, when the wind blows strong from the north and south, these vessels cannot move against it. Packages of goods intended for exportation are frequently very materially damaged, but they are polished up previous to shipment, and pass inspection. On being opened in a foreign market, the secret is discovered, and an average is the consequence; and the underwriters are called upon to pay a loss against which they never insured, for which they received no premium.

It is asserted by some that a few hours gained in speed is of no importance. The establishment of vans on all the principal roads in the kingdom withiu a very short period of time is a practical answer to this, better than a thousand arguments.Is it not equally certain that for no other reason than dispatch and certainty of delivery, spinners and dealers are constantly in the habit of carting both raw and manufactured produce to a very great extent, at an

expense four or five times what it would be on a rail-way; and, after all, at a considerably slower pace?

A canal can be employed only in conveying goods; a rail-way is equally applicable to the conveyance of passengers and goods. Their establishment will enable us to travel at least one-third more rapidly than we can by any existing conveyance, and at one half the expense. We can travel now for instance, from London to York, a distance of 200 miles, in about four and five and twenty hours, at an expense of five guineas; the establishment of a rail-road from London to Edinburgh, which would pass not very far from York, would enable us to accomplish the same distance in 15 or 16 hours, at an expense of little more than two guineas.

Great, however, and manifest as are the advantages presented by this mode of conveyance, it is not to be expected that rail-ways will meet no opposition. There always are a set of people whose interest it is that things should remain as they are.Canal and coach proprietors are evidently among this class in the present instance; and we shall doubtless hear from these quarters a great deal about vested rights. These parties will infallibly join and exert whatever influence they possess to stop this growing evil. Improvements must always injure some class or other of individuals, and it is in human nature that they should deprecate and oppose the progress of such improvements. The introduction of the art of printing threw a vast number of manuscript copiers out of employment, and we can pardon that state of irritation and prejudice which represented this noble discovery as a fragment of the black art, an engine of Satan. But we need not pass to so remote a period, or seek illustrations from arts so little analagous as that of which we have been speaking; the inhabitants in the vicinity of London at one time petitioned Parliament to prevent the extension of turnpike roads; they wanted to retain the monopoly for the supply of that city with their own produce.

About the year 1745, when canals were projected, multitudes of pamphlets were published to show their impolicy. Turnpike-trustees, and the owners of pack-horses, saw danger to their interests, and they persuaded the land owners that canals would supersede the use of horses, and diminish the consumption of hay and oats. These parties joined, and, by their representation, that the interual navigation would destroy the coasting trade, and thereby injure our nursery for seamen, succeeded for a time in preventing several important undertakings, and, among others, the Trent and Mersey navigation. Yet what has been the effect of canals? They have increased our trade, commerce, and manufactures; horses have gone on increasing in numbers and quality, and consequently the consumption of hay and oats; the coasting trade has increased, and our nursery for seamen enlarged. Canals have done well for the country; but we have now got something that will do better. Cheaper and more expeditious modes of conveyance are now presenting themselves in the advancing march of science and art. The powers of steam have beeu developed to an extent that our ancestors would have wisely deemed visionary. In its application to our manufactures, it has multiplied our resources and our productive industry incalculably, -it has been applied to navigation, and steam-boats have superseded all the coasting packets in the kingdom. It has now been ascertained that it

can be applied to the propelling and dragging of goods on a rail-road, at a far cheaper and more expeditious rate than can be accomplished by any other means. And its employment for this purpose cannot long be delayed. The struggles of a set of canal proprietors and other interested bodies may obstruct its introduction for a time, but they cannot finally prevent it. The interests of a great body of people, enlightened and enterprising as the population of Great Britain, cannot long be thwarted by any private cabals. In a country where every species of intelligence is diffused with such universality and rapidity, the march of improvement cannot be permanently arrested. If it could, or if it were, we should in vain hope long to maintain our boasted superiority in commerce and manufactures. Were we to trample upon the discoveries of our mechanics and engineers, other countries would not suffer them to lie dormant and uncultivated. Railroads have already excited the strongest feelings of interest in America, that theatre where every faculty of human nature and every discovery in art and science is developed with such miraculous energy. They are undergoing discussion at the seat of government, and letters from Washington are full of inquiries concerning them. The Emperor of Russia has obtained a model of the locomotive engine, and at the present moment has a professional agent employed in investigating the rail-roads of the north.

AMERICAN WRITERS.

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COFFIN-a Yankee: writes under the title of " the "BOSTON BARD."Phoebus, as Lord Byron says-Phoebus, what a name !-We have seen so much of his poetry, of late years, in the American papers, that we are half afraid, now, to open one, unless our fingers are fire-proof:-and, whenever we find a piece with his name to it, we always cut it out-at arm's length-and put it by. It saves

phosphorus-and is useful in many ways, as in lighting segars, &c. &c. Still, however-we do confess, (rather reluctantly,) that we have seen some poetry of his, which was beautiful and sincere.-We don't happen to recollect any, now; and, if we did, would not quote it, believing that some of our own, though not counted off, will read better, here. So-pass him over to immortality.

COLEMAN-ED. NEW-YORK EVE to his father-nothing is) appears NING POST: a lawyer: a pretty clev- whenever he is not expected—it is a er fellow in his way: a good law re- pretty rule in the drama-bad in a porter-but, in the belles lettres busi- novel: and swallows, among other ness, about which he is eternally gos- matters, a protection, given to save siping to the annoyance of every bo- his life-just when the time arrives dy, but his own family-in that 'are for which it was given; and where matter, as a Yankee would say, he nothing else can save him :—the discuts thick on the skull, I guess.- guises; the pathos; the love-parts; Some twenty-five years ago, he was the heroics are all contemptible. delivered of half a pair of twins- In other matters, it is a capital novand is doing well, yet; although the el. PIONEERS-(observe the order other half has never appeared.-Mr in which these works have appeared Jefferson, himself, was the father-it looks well, for a young author, and the midwife. The half that was who grows bold with success)---a born, is a very respectable affair; and is christened LEX MERCATORIA AMERICANA-Vol. II.-We should hardly mention Dr C., were he not considered by the people of NewYork—rather high authority-in polite literature. Nothing can be more unfortunate, either for Dr C., the people of New-York, or polite literature;-for, to speak plainly-after the manner of men-(the men of old Kentuck) his notions, about that 'are sort o' truck, are a little of the damn'dest.

COMEDIES-See DRAMA. No such thing in America. One Mr White has written two or three; but we have never seen or read them. They are spoken well of-in America.

COOPER,- Novelist: formerly a midshipman in the United States navy: wrote PRECAUTION; THE SPY; THE PIONEERS; and THE PILOT.Style without peculiarity, brilliancy, or force-very much improved of late: considerable dramatic power; very fine talents in filling up a pic ture; imitates the great Scotch Novelist-not so much, in any one thing —as altogether; has done his best. PRECAUTION is mere newspaper stuff. There is hardly a fine passage in it -with which our memory is afflicted. THE SPY-the most popular novel ever produced in that country, by a native, is very good-as a whole but rather too full of stagetricks and clap-traps. Thus, the SPY himself (who is a failure, by the way -a dead hum-any thing might have been made of him, after the allusion

heavy piece of repetition in all the best characters: some noble scenes: and a pretty considerable share of lead. LEATHER-STOCKING is true— we have known such a fellow. PILOT-have never read it properly : style greatly improved-some passages quite beyond Cooper-beyond our hopes of him, we mean. Mr C. is a man of sober talent-nothing more. There are no fine individualities about him. Nobody would know a work of his, by the work itself. Talk as you please about mannerism. Extraordinary power cannot conceal itself. The stature of a giant cannot be hidden.

DANA-a Yankee-a lawyer, of course; Editor of the NORTH AMER ICAN; ruined himself-and well nigh damned the work, by a beautiful article on HAZLITT'S POETS, (1819)— EVERETT followed him, in the of fice-a bad one-little pay, and hard work ;-one gets more kicks than coppers, in it. Dana is pure, and sound-uncommon genius-very lazy-very-hangs fire-is timid; and, when he has a chance for a dead shot, shuts the wrong eye: wrote the IDLE MAN; a sleepy, strong, quiet, indolent paper. He has written, altogether, in many years, about as much as he should have written, with his ability, in one month. Like BRYANT, he will carve heads upon cherry tones”— simpletons cares for the otto of prose ?

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We now hasten to work ourselves clear of a labyrinth, into which we

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