raised to 22 inches; the engine was then stop- | fourth gives the comparative cost of workped and the tube was allowed to fill with air ing on the two systems. We have had ocby the leakage (from all sources) into it.

0

in 10 88-100th,

in 10 76-100th,

casion to cite many remarks contained in this Report, regarding the general merits of the atmospheric railway; and it is unnecessary to review it critically. It is the most valuable document that has yet appeared on the subject: the chief part is occupied with a minute and careful detail of the experiments which M. Mallet instituted on the Dalkey railway, and upon which his opinions are founded. These merit a close examination, and will be peculiarly valua

ble to scientific men interested in the sub

the leakage being at the rate of one inch in 36.83 sec. in the first instance, one inch in 36 sec. in the second instance, one inch in 35-91 sec. in the third instance, showing the additional leakage from the long valve to be only so much as was represented by the gauge falling per inch of a second quicker in the first instance and of a second in the last, and the additional power to compensate this ject of railways. M. Mallet examines being all the increased haulage power required every advantage and disadvantage of the per half mile. This is an experiment of no atmospheric system, -its applicability to ordinary interest, inasmuch as it confirms the existing and new lines, and under every notion that the advocates of the system have circumstance attending construction. The long urged for it, namely, that every extension English translation of this Report is of much of the length is attended with increased advantages, and that while the Atmospheric Railway is equally applicable to short as to long lines, it is by no means applicable only to the former, which its successful application on a short line has induced many to imagine."

We had cited the above experiments, before the appearance of M. Mallet's Report; they however give substantially the same results and figures, but in a more condensed form. Subsequently to the appear

less value than it might have been, had the French measures and values been reduced to the English equivalents; but a point of still greater importance (and which we are surprised not to see noticed by the translator) is, that all the calculations of M. Mallet are founded upon the French prices of iron and of labor-naturally so in a report addressed to the French government; but unless this fact is borne in mind, throughout the calculations, and the difference noted

ance of M. Mallet's first report in the between the English and French prices of French journals, a second and more detail- iron, the reader is liable to be seriously ed one, addressed by him to the French misled. Premising this remark, we obgovernment, has been published in Paris, serve that M. Mallet calculates that, in the and an English translation in London. cost of construction, the atmospheric system That gentleman states, that "the fame of would effect a saving of one-seventh, and the success of this second experiment, in the cost of working a saving of twomade on a scale far greater than that at fifths. The same calculation, made upon Wormholt Scrubs, spread itself into France. the value of iron in England, would show Immediately M. Teste, the minister, and of course a much greater reduction. M. M. Le Grand, Under Secretary of State Mallet examines carefully and impartially of the Public Works, whose attention had every objection which has been, or is likely been roused by the previous report of M. to be, raised to the atmospheric system; Teisserenc, desirous to know all the improvements and advantages of a system which might exercise so great an influence on the future prospects of rail-roads in France, gave me an order to embark for

Ireland."

This Report is divided into four chapters: the first contains a description of the line from Kingstown to Dalkey, of the apparatus, and details of experiments; the second chapter treats of the application of the atmospheric system to railroads in general: the third gives the comparative expense of laying down a locomotive railway and one on the atmospheric plan; and the

and in concluding this part of his Report he says:

"I do not think I have omitted any of the

objections which have been pointed out to me. Several are worthy of being taken into consideration. But do any of them present insurmountable difficulties? Are they of a nature to induce us to abandon the invention? I do not think so, and therefore I advocate a trial. If the system had already arrived at perfection no trial would be necessary; we should have but to lay down the works, certain of success; but in spite of the enormous step shown to have been gained in Ireland, much yet remains to be done. Let its judges remember what the locomotives were at their commence

ment, and the enormous amount of improve- invention, and their Reports contain a ment they have experienced during the last twenty years."-Page 32.

There are many other points, connected with the construction and working, examined by M. Mallet, to which we should have referred, did our space allow, with respect to the crossings, for instance, which we shall give in M. Mallet's words, with a suggestion he offers :

"They are done precisely as on the locomotive roads; for this they divide the pipe; but not to destroy the continuity of the aspiration, the two divided pipes are connected by means of another pipe sunk in the ground, which curves back at a right angle at its two ends, to branch into their lower portion. The points of junction are above the valves of entrance

and exit, which the interruption of the pipes

compels them to put at their extremity. When in a proper state for use, the valve at the extremity of the pipe at the side by which the train would arrive is closed, as well as the en

in the pipe of communication, will be closed at

large body of valuable information and remarks. In the English Report, whilst the applicability of the atmospheric principle and its advantages, in point both of economy and safety, are distinctly admitted, these admissions appear to be unwillingly extorted, and every advantage is reduced to its minimum of computation. In the French Reports, the importance of trying the merits of the invention is pressed upon the government, and an earnest desire is manifested to promote the investigation of a great work of national importance.

The historical sketch of the invention and application of the atmospheric railway here terminates; it is no longer an experiment, but an established means of transit, tested and proved by fair and repeated trials, and by the opinions of the most eminent engineers,* English and continental, who have witnessed and watched its success, and ex

trance-valve of the other pipe. When the pressed their opinions satisfactorily upon leading carriage appears, the first will be the subject. Indeed it is this testimony opened as usual by the compressed air driven that has induced us to offer the present arforwards by the piston, Another valve, placed ticle to our readers: we waited until practhe same time by the effect of the passage of tical results had been obtained, and the the train. That at the entrance of the next merits of the invention had been placed bepipe will be opened, when the piston shall yond a doubt, before we felt it right to exhave entered this pipe, by the valve-man, or, press an opinion. It had ceased to be a

what is better still, by the train itself. Another question limited to the circle of purely scimeans which might be employed consists in entific inquiry, and now comes to be renot dividing the pipe, but making two inclined planes at 0-05° of slope, per meter, for the garded in the results of its application; the passage of carriages. In this case three open- power being once obtained, it remains only

ings are required, two for the wheels of the for enterprise to accomplish the rest, and to carriages, and the third for the piston-rod, the render it available to the service of man. wheel which presses the valve and the cylinder which compresses the composition. The openings would be too large and too deep to

allow of their being left uncovered. It would be easy to adapt thick planks of deal, with a counterpoise for this purpose." -Page 29.

In having occasion to consider attentively and to cite from the official reports presented to the English and French governments, we regret to have a comparison forced upon us disadvantageous to the forThe object of a government, in appointing competent judges to report upon any scientific subject, is not merely to have objections raised and difficulties suggested, but to have every advantage as well as every defect of the system explained intelligibly and impartially. This is the view which M. Teisserenc and M. Mallet have

The subject of the atmospheric railway has, since the opening of the Dalkey line, excited a daily growing interest, and the attention of governments and companies is drawn more and more to the adoption of the system.

*

In the course of a recent discussion in

Amongst the opinions expressed by the most eminent of our Engineers is that of Mr. Brunel. The prospectus of the Gravesend and Chatham Company, which has recently appeared, contains a recommendation of the Committee, founded upon the opinion of their engineer, I. K. Brunel, Esq., to adopt the atmospheric system. The prospectus states that "The Committee, having made a satisfactory inquiry as to the decided economy with which the Dublin and Kingstown Extension Railway is now being worked as an Atmospheric Line, and their Engineer having satisfied himself as to the advantages this plan of motive power taken of their duty; they have given pre- affords, recommend its adoption on the proposed cisely the information, fully and candidly, ing the capital within a very moderate compass line of communication, both as a means of keepwhich might enable the French government and increasing the profits by a reduced charge of to form their opinion on the merits of the working."

the House of Commons, on the appoint- here a new and astonishing application of ment of a select committee to consider the power opened to us, and it is impossible to standing-orders relating to railways, Sir anticipate all the important results to which Robert Peel stated that he concurred in this may lead. Success has silenced the

the opinion,

company, you are perfectly at liberty to

questionings and hostility of interested opponents to the system; and if men are wise, they will at least pause before they rush into new speculations on a system which will probably soon be superseded.

"That the public and the government are not to be precluded from availing themselves of any suggested improvement or invention of science, which may probably affect the present railway property; as also in the remark that The introduction of the atmospheric we are not to be called on to compensate a railway opens a new era in the means of company for its choosing a line upon which it transit, because, from the great reduction may have been found necessary to expend in the cost of construction and working, it £60,000 per mile. Far from it; if you can is clear that we must enter upon an entirely successfully compete, by means of any inven- new scale of economical calculations. This tion, upon a turnpike-road with such a railway will operate in manifold ways: it will enaIf new discoveries are made applicable to rapid ble railway companies to lower their rates, conveyances, the public will avail itself of whilst deriving even greater profits than at them, and those improvements will always be present, and thus to open means of travelthe best security and check against imposition ling to larger classes of the community. or exaction. What may be attempted by Again: one great feature in the atmosmeans of the atmospheric railroad it is diffi- pheric railway is, that it is practicable on cult to conjecture; but I know that those who have witnessed its exhibition near Dublin, lines of road where the locomotive system have returned to this country with changed is wholly inapplicable and useless. Let opinions as to its applicability to longer lines any one take a map of England and trace than one or two miles. The proprietors of the net of railroads which have come into railways must soon find out that they are de-active operation within a few years: let ceiving themselves if they neglect to provide him imagine this immense benefit, which at

present is restricted by the cost attending it to traffic between large towns, extended over the whole country, carrying passengers and produce from one little markettown to another, bringing all this advantage

third-class carriages. But the true interests of society will best be protected by holding over them the checks of competition, and of the improvements that may take place in science, rather than by attempting forcibly to control these companies, by attempting to reduce their profits or take the management of their proper- to every man's door, and placing it within ty out of their own hands."*

This is the sound and only safe course of legislation, to encourage competition, is an indirect and proper means of checking monopoly.

every man's enjoyment. The benefits to the nation, in calling out her industrial powers, assisting her commercial, manufacturing, and agricultural interests, form too large a subject for us to enter upon here, but too obvious and important a considera

In consequence of the determination of tion to escape attention. In a moral point the Government to continue the mail-packet of view, likewise, the result would be to station at Holyhead, a line of railroad is extend largely the advantages of social inprojected from that place to join the Ches- tercourse and of education in every shape, ter line. With a view to ascertain the which are now only to be found in large practicability of adopting the atmospheric communities, in fact, of centralizing the principle on this line, (chiefly as a means of obtaining for the mails a considerable the nation. increase of speed,) Mr. Robert Stephenson has been desired to examine the works on the Dalkey railway, and to furnish a report

to the Government.

We shall, in conclusion of this article, briefly allude to some of the advantages which may be derived from the adoption of the atmospheric railway, in a social, industrial, and commercial point of view. We have

* See Debate of February 6, 1844.

power and raising the moral character of

We have uniformly urged the importance of calling into action, by multiplying facilities, all the sources of our national wealth; and we have pointed this out as one great means of substantially benefiting Ireland. To unfold the resources of a country, is to teach a people their value,the most important lesson of national politics and national economy conveyed in the most practicable and intelligible form. It is impossible to estimate the change which a

large system of railroads intersecting Ire- of the public spirit of the Hungarian noland in every direction, stimulating pro- bles-runs over the Julian Alps from Carlduction and exciting the energies of her stadt to Vienna; its length is ninety Enpopulation, would produce; and if that glish miles. The atmospheric apparatus country, whose interests we are bound to could profitably be adapted to that road,

whose gradients, although moderate, no locomotive engine could overcome. In this manner, the energies of twenty millions of Austrian and Turkish subjects would be made available in the markets of Europe, and the products of some of the finest countries of this quarter of the globe would

promote, not less from motives of policy than of justice, has a claim to share in any great work of national benefit, it has an especial claim in the present instance, where Irishmen have been foremost to second the efforts of English skill and talent, and to overcome the obstacles opposed to the public good by private interests and monopoly. be added to the general stock. If the atmospheric railway should prove, Berlin is to be connected with Hamburg as we anticipate, a new source of benefit to by a direct line, and with the Rhine by mankind, it will be remembered, not ungratefully in this country, that to Ireland we owe its first encouragement and adoption.

two lines of railways. One will pass through Minden to Düsseldorf and Cologne, and there unite with the Belgic-Rhenish net. A second will pass through Cassel to

Extending our view to the Continent, Frankfort, and join the Taunus railway. some idea may be formed of the extent to To the east, a line to Königsberg is prowhich the nations of Europe will be bene-jected. From Frankfort, Hesse Darmstadt fited by this invention of Mr. Clegg, from is continuing the Taunus line to Heidelthe length of the lines of railways now constructing in central Europe.*

In Austria the line from Trieste to Vienna is progressing. The atmospheric pressure removes the grand difficulty pre

berg and Mannheim, where the Baden net will take it up, and carry the communication on to the Swiss frontier. A railway is now constructing from Basle to Zürich. The Wirtemberg net of railways will con

sented within a short distance of the capi-nect the Baden and Hessian nets with the tal, at the traverse of the chain of Alps lake of Constance and with Bavaria: they which forms the boundary of Styria. With- cross the heights that separate the Rhine

out such aid it would be a most costly work to carry a railroad over the Noric and Carnian Alps to the sea, even if the plan of inclined planes were resorted to. From Vienna the line passes to Olmütz, where it branches off westward through Prague to Dresden and Hamburg. From Olmütz a second line goes northward to the Riesen mountains, and through Silesia to Stettin. A third line, which runs to the salt mines of Galicia, will join the Russian railroad from Cracow to the Baltic, by the valley of the Vistula. In mountainous countries, the momentum acquired from descents is available for succeeding ascents, and the difficulties in the one system become facilities in the other.

The prosperity of Hungary is indissolubly linked with a good communication between the valley of the Save and the Adriatic Sea. A road of sufficient width, and of splendid construction-a monument

* At the end of last year there were twenty-one lines of railroad open in Germany, the total length of which was 1083 miles. The railways then in progress would extend to nearly 1000 miles. Since that period many others have been projected.

and its tributaries from the Danube. One line of this net, which has been considered scarcely practicable, is that from the Rhine by the way of Pforzheim and Stuttgardt to Ulm, in which the ascent at Geisslingen is looked upon as insurmountable. By the aid of the atmospheric pressure this obstacle can be overcome, and the Rhine be connected with the Danube at the shortest interval. The Bavarian net is to consist of a central line running from the foot of the Alps to Saxony, which is to be traversed at right angles by a line from the Austrian to the Wirtemberg frontier, passing through Munich to Augsburg.

A most important decision has been made in Bavaria, to commence the line that is to connect Bamberg with Frankfort immediately. The country between these two towns is so mountainous, that it would require an immense outlay to construct a locomotive railroad. The atmospheric railroad, by availing itself of the principle of gravity, might perhaps be even more economically adapted to such a line than to a level.

Of the immense advantages which these vast countries will derive from the adep