750 cubic feet of gas. which, after being washed, so as to deprive it of any disagreeable smell, is conducted into a large cubical plate-iron gasometer, of a capacity equal to 1120 cubic feet. The gas evolved by the regular process of carbonization, during the day, is here stored up for use. From this magnazine, which floats in a water cistern, a main pipe issues, which afterwards branches into innumerable ramiEcations, some of them extending several hundred feet under ground; thence to emerge, diffusing over a multitude of apartments a kind of artificial day; so vivid is the illumination. The flame, however, though exceedingly bright, is very soft and steady, and free from that dazzling glare which has been so greatly complained of in the otherwise beautiful light of the Argand lamps. No trouble attends this mode of illumination; the occasional attendance of one man in the gas-house, to charge the retorts, and mend the fire, being all that is necessary. On turning a stop-cock, any particular flame may be kindled immediately, and no trimming or snuffing is required;-neither are any sparks thrown off, as from a burning wick cubic feet of gas yield the same quantity of light as a moulded candle of six in the pound, which is found, on the average, to last 24 hours. The contents of the gasometer are therefore equal to 900 such candles. To fill it requires three cwt. of coals, value at 6d. each cwt. Is. 6d. ; coal for heating the retorts during the composition, is. Hence, for 2s. 6d. a quantity of light is procurable from coal gas, which obtained from candles would cost about L. 10. But from the above charge for coal, we must deduct the whole expence of what goes into the retort, for this acquires additional value by being charred, and is eagerly brought up by the ironfounders. A large quantity of tar is also obtained in the condensing pit, as well animoniacal liquor, from both of which considerable returns may be reasonably expected A new method of ornamenting all kinds of glass, in imitation of engraving, &c. has recently been discovered. By this invention, the tedious and expensive process of grinding by means of a machine with wheels is exploded, and in lieu of it, an additional surface or coating of glass, prepared for the pur pose, is substituted; which, when subjected to a proper degree of heat, will incorporate with the glass to be operated upon, so as to produce an effect similar to that which has hitherto been obtained by means of grinding. The inventor has taken out a patent for the claim. M. Descroizilles, sen. has described a method of making pickle of violets, instead of syrup of violets, for a chemi cal test, the latter being apt to spill. It is as follows:-On the petals of the violet, slightly pressed into a small pewter measure, pour double their weight of boiling water, and stir them together. Cover the measure and expose it for a few hours to a heat somewhat greater than that of water-bath; after which, let the liquor be strongly pressed out through a very clean linen cloth. Weigh the infusion accurately, and add to it one.third of its weight of common salt, stirring it till dissolved. Very fine white salt should be chosen for this purpose. In a small phial coked, this liquor will keep without alteration, even when exposed to the rays of the sun. He presumes that several other blue flowers, as those of the iris, lakspur, &c. would afford a pickle of sufficient sensibility. The latter, indeed, he has tried with suc Account of the IRON RAILWAY, proposed to be made between Glasgow and Berwick. THER HERE is nothing to which this country is so much indebted for its unexampled prosperity, even under so heavy a pressure of war, taxes, and commercial exclusion, as to the great extension of its internal communications. The facility of exchange is the life of all industry; and in an extensive country like Great Britain, the home trade is always of much greater extent and importance than the foreign. The formation of navigable canals, which has been carried, in this country, to an extent and perfection scarcely paralleled in any other, has been productive of the most important benefits both to its agricultural and commercial interests. But there are inany situations in which the construction of canals is opposed by natural obstacles of such magnitude, as to become either impracticable, or not productive of any benefit sufficient to compensate for the expence. In such cases, iron railways have been found a most useful substitute. Here the carriage wheel, formed of fron, and of a peculiar construction, moves upon iron plates laid along the road; and the friction is thus so far diminished, as to augment in a wonderful degree the efficacy of the forces employed in dragging the machine. The advantage thus gained is often so great, as to be not inferior to that afforded by water carriage. The communication proposed between Glasgow and Berwick, seems to present almost every advantage which can be expected from such an improvement. Berwick is a county completely agricultural; while the neighbourhood of Glasgow, from "being entirely devoted to manufacturing industry, does not produce grain sufficient for its own support. It can return to Berwick, however, not only its own manufactures, and the articles imported from America and the West Indies, but also coal and lime, of which it produces great abundance, and which are entirely wanting in Berwickshire. Every thing is unfavourable for the formation of a navigable canal; the great length of the way, the high level over which it must be carried, and the difficulty of procuring a sufficient supply of water. None of these obstacles, however, are found to operate against the formation of an iron railway; by which districts, so well calculated for the supply of each others wants, may be mutually connected. Several public spirited gentlemen, accordingly, among whom the lead was taken by the late Merton Dalrymple of Fordel, Esq. have set on foot a plan for this purpose: A subscription has been opened; reports and surveys have been made ; and an application is about to be made to Parliament for an act sanctioning the measure. We have always made it a pecu. liar object to record every valuable improvement which is undertaken in this part of the United Kingdom. The present claims peculiar attention; not only on account of its im portance, but of its being the first of the kind which has been attempted in Scotland on a great scale. A railway has been formed by Lord Elgin, at his coal-works in the neighbourhood of Dunfermline; another has been employed in the conveyance of materials for the erection of a light-house upon the Bell-Rock; and such such a variety of important and flourishing districts. In treating this subject, we shall give a view, first, of the line by which the railway is proposed to be carried, and then of the advantages which are likely to result from it. The first is the subject of an elaborate report by that distinguished engineer Mr Telford, the fruit of a very painful and accurate survey. We should not, we conceive, be doing justice to that gentleman or the public, did we not give it at full length in his own words : "The objects here being to form a connection with the river at the Broomielaw, and likewise with the Forth and Clyde Canal, interfering as little as possible with private property or the streets of the city; with these views, I have chosen a point at the bottom of a garden, belonging to Bailie James Cleland, convener of the Trades' House. This point is ninety-nine feet above the level of the highest tides, at a stair at the Broomielaw, and fifty-three feet below the surface of the water in the Forth and Clyde Canal at Port-Dundas. 66 By means of an inclined plane between Port-Dundas and the Broomielaw, which is now in contemplation, ready access will be had with the above-mentioned ports; or the railway may, if found advisable, be carried to some other points of the river Clyde and the Great Canal. "From the point of commencement at Bailie Cleland's garden-wall, the line is carried to the east of the stone quarry, and across two roads at Cowcadden toll, having crossed one field, in order to avoid some goud appropriated for a public purpose. Mr Maccaslen has permit ed the line to cross St Enoch's Bun, and pass along his land. It then passes along Dobbie's Loan or Lane, and crosses Castle Street, so as not to interfere with any houses; and passes to the north of the Infirmary burying-ground. Being car ried past the city in this direction, it interferes not essentially with any valuable private property. Access with all the principal streets is preserved, which having declivities from the railway, renders it easy to transport coals by merely removing the waggon-chest from the rail-road wheels, and placing it upon others suitable for passing along the streets of the city. From the before mentioned point, in order to avoid some houses and gardens situated on the north bank of the Mollindinar Burn, it is necessary to cross the valley, the section of which is narrow, and about forty-six feet in depth. The line is then carried along the south side of the valley, and enters the lands of Provost Mackenzie of Craigie Park; but it runs in the bottom of a dingle, and nearly along the edge of his fields at a distance from his house. It then continues on still the same inclination to Kenny Hill, where the rise from the com mencement is twenty-six feet, and twenty-seven feet below the Monkland Canal. From thence it passes along gently sloping ground by High Carntyne and Lightburn to Springbog; here the line is rather too near the dwelling-house: the ground having a considerable declivity, prevents the situation being changed; but by placing the railway in the manner of a sunk fence, the inconveniency may be much lessened. After passing this place, it proceeds near to Sandyhill and Barachney collieries, and along the north side of the turnpike-road opposite to the gate to Bailiestown house, where the total rise is ninety-four feet. "From Bailiestown gate, in order to obtain the most advantageous place to cross Logie Burn, the line is carried on a level; the section at this burn is deep, but narrow, and the the banks are freestone, so that a bridge will be comparatively cheap. After crossing Logie Burn, the line begins again to ascend regularly along favourable ground, and passing on the north side of the village of Old Monkland and Rosehall, it reaches the north bank of the Calder water at a coalwork on the property of Miss Douglas of Rosehall, and then passes along this bank to a favourable place for crossing the valley a little distance above a mill. At this point, the distance from a branch of the Monkland Canal is only thirty chains, and the rise seven feet. A junction with the Monkland Canal may therefore be very conveniently formed here at a small expence. The section of the Calder valley is here only forty-nine fect deep, and the banks are freestone. After crossing this valley, the line proceeds along the south bank, passing, opposite to the Calder Iron Works, to a valley which divides the property of General Bailie from Woodhall, belonging to Mr Campbell of Shawfield; then turning southwards along that valley, it proceeds on the west side, and nearly parallel to a road which leads from the turnpike-road to Mr Campbell's house. In order to have preserved the best inclination, it ought to have crossed this road near to the porter's lodge, and proceeded towards Holytown; to avoid crossing it, the line is carried with a gentle rise to near the road from Glasgow to Edinburgh, which passes through Holytown. As here will be about twenty feet of cutting, the railway will pass under the public road without causng any additional rise. It will then get into the valley of Holytown burn, and proceed up the same to the bottom of an inclined plane, which it will be necessary to form at this place. This inclined plane will have a rise of seventy-eight feet. "From the top of this inclined plane, the line passes along very favourable ground above Cleland House, and will cross the burn a little way below the Iron Work. The section is deep, but narrow; and from some deep cutting on the southern bank, earth will be very conveniently had to form the embankment across the dingle. The banks of the burn are composed of freestone. From this place the line passes along the north side of the South Calder water, to within about half a mile of Murdiestown. Where the valley is crossed, the section is considerable, but the immediate banks are composed of good freestone, and earth is convenient on both sides for em banking. Having crossed the valley, the line follows the course of the Calder water for nearly a mile, and then turns southward up the Auchter water, to within less than half a mile of the Chapel Collieries. After having proceeded nearly due south along flat ground, it turns a little to the eastward, to a bank well calculated for the second and last inclined plane, the height of which will be ninety feet. "From the top of this inclined plane, which is 635 feet above the high-water at the Broomielaw, the line, with some unavoidable circuits, reaches the village of Carluke, through the upper part of which it passes, then, turning eastward, follows the bend of the valley of Carluke Burn, crosses it at a very easy section, and proceeding along suitable ground reaches Fidler Burn, and passing it likewise at a very fa vourable place, keeps a southerly di rection for about a mile, then turning to the east up a valley, passes immediately under the extensive Craigenhill Lime Works, and along gentlysloping ground to the porter's lodge at Cleghorn House. Here I have purposely placed the railway in a depth of cutting, by which its being partly partly in a tunnel, and partly in the manner of a sunk fence for some distance, will avoid incommoding the entrance to Cleghorn House. The situation occupied by the house and garden, is that upon which the railway should have been placed: the inaccessible ravine immediately below the garden, and the steep ascent above the porter's lodge, confine the line to the direction I have chosen. This point is 743 feet above high-water at the Broomielaw. "The general shape and direction of the ridges and valleys in this part of the country, having, after many trials of levels, and full consideration, obliged me to make this a fixed point in the survey, I was very desirous of having the railway carried from thence by Westshiels, Umpherly, and Dunsyre, to the water summit of the country at Garvaldfoot. For that purpose, a regular survey was made in that direction. But from the ridges and valleys crossing the desired line, I found this plan impracticable, with out being embarrassed with a variety of summits and great circuits. Another survey was made from Cleghorn gate by Westshiels and Carnwath to the North Medwin; but this was found to be nearly five miles longer than a line between the same extreme points by way of Carstairs; this last had also the advantage of being on one inclination, whereas that by Westshiel had an intermediate summit. These circumstances induced me to adopt the direction by Carstairs for the general line of communication, and Teave the country, which forms the upper part of the valley of the Mouse, to be connected by a colla teral branch, which is very practi, cable. "From Cleghorn porter's gate the fine is continued along the north bank of the river Mouse, for about a mile and a half, it then crosse that river. The section is considerable; but stone for a bridge, and earth for embanking, are very convenient. In passing amongst the sand-hills on the south side of the river, several small sections occur. The line crosses a public road about a quarter of a mile east of the vil lage of Carstairs: then passing upwards of two miles along open fields and morassy ground, it crosses Lampit's Burn, about a quarter of a mile south-west of the town of Carnwath; proceeds in a very good direction to the North Medwin, and crosses it a little above its junction with the South Medwin. From Cleghorn gate to this place, the fail is 113 feet. "From this point the line is carried along the north side of the South Medwin, about three miles and a half, and, crossing this stream, passes on the south side of it, chiefly on sloping ground, to the watersummit at Garvaldfoot, which is 735 feet above the level of high-water at the Broomielaw. From this point the water begins to fall to the river Tweed; the pass is very level, and the ground is favourable for a rail way; it is partly arable and partly meadow. The stream which takes its rise here, is named the Tarth. The railway proceeds down the west side of this stream, crossing the road from Edinburgh to Biggar, at Dolphingstoun, it passes to the east side of the valley, a little below the New Mill, and continues on that side, crossing the Edinburgh road to Moffat, and afterwards, in very favourable ground, to the junction of this brook with the river Lynn, near Drachel Castle: it here crosses the Lynn, and passes along the eastern bank, immediately under a Roman Camp at Lynn Kirk, reaching the east bank of the Tweed, where the Lynn falls into that river: proceeding along the same. |