the truth, or a misrepresentation of actual fact.

The whole course of Dr. Lardner's proceedings in this affair is pregnant with instruction. The overweening confi

dence of his assumptions, previous to their being brought to the test of experiment, is amusingly contrasted with his attempts to escape from the disgrace of having ever uttered them, when that test has proved their hollowness. His theory professes to be founded on the most thoroughly practical data; yet every one of his inferences from these data, (which, at the Liverpool Meeting of the British Association, he would hardly permit to be questioned) has proved to be wrong, egregiously, totally wrong, wrong to such an extent as to make their propounder a mark for ridicule, and even to cast discredit for a time on all conclusions professing to be deduced from "practical grounds." Yet, in spite of all this, the Doctor, for the present at least, shows a bold front; and, perhaps, in spite of all this, will, for some time longer, continue to be consulted as an oracle of mechanical science by Parliamentary Committees, and other grave deliberative bodies. Nay, more, he will possibly still continue to superintend the scientific portion of the Monthly Chronicle, and, (as in the last number,) while he, in one page, reluctantly allows that it may be possible to steam across the Atlantic, he will avow his firm belief in all the wonders of animal magnetism, from reading with the eyes shut to the gift of prophecy, by the mere agency of "twiddling the thumbs." Truly," practical science"and theoretical too,-may well be proud of such a votary!

We believe Dr. Lardner stood pretty nearly alone in his opposition to the grand scheme which has now been consummated. He, indeed, with matchless effrontery, says, in the article in question, that "of its practicability no doubt, so far as we have heard or read, has ever been expressed by any one who has taken a part in the discussion of the question," and this passage occurs on the very leaf preceding that on which the mangled quotation from the Times is given, a quotation which could not have been so mangled without the writer's becoming acquainted with the de

cisive portions so carefully suppressed. But the idea of Dr. Lardner's being unaware of the existence of "doubts" on the matter! Did he never hear of such doubts being contained in a certain Treatise on the Steam Engine, of which Dr. Lardner was the author? Or in a critique in the Edinburgh Review, also by a Dr. Lardner? Or in a pamphpamphlet on Steam Communication with India, from the pen of a Dr. Lardner ? Or in divers lectures at scientific institutions, delivered by a Dr. Lardner? Or in a pseudo-scientific periodical called The Railway Magazine, again by a Dr. Lardner? Or, finally, at both the Bristol and Liverpool meetings of the British Association, a Dr. Lardner being the speaker?-Certain it is, that " doubts" in abundance have been thrown upon the scheme in all these ways, and through all these media, and all, strange to say, have been traceable to no other thanDr. Lardner!

LOCOMOTIVES FOR COMMON ROADS.

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Sir,-By a paragraph which has been going the round of the papers, and was copied into your 769th Number, we learn that Mr. Hancock, the most enterprising and the most persevering of common-road locomotionists, has been trying his hand at steam-carriages of a smaller class than heretofore. In lieu of a steamomnibus, he now astonishes the city with the speed and tractability of his steamgig. Although we have proof, by his progresses, that the steam is up"-I know there are some persons who consider this motion of Mr. Hancock's as retrograde, and speak disparagingly of steam-carriages as "looking down." Permit me to express my firm belief in the good sense and propriety of Mr. Hancock's proceeding. All commonroad locomotives, on a large scale, have hitherto failed; witness the results-or non-results if you please-of Dr. Church's protracted labours at Birmingham, on a scale that might well be termed magnificent; observe the termination of the short but splendid career of the ingenious Heatons, his townsmen; who accomplished more in the character of their performances, with their first steamcarriage of small power, than any of

their competitors-and yet, in attempting to carry out the very same principles upon an extended scale, they completely failed. In spite of all the ingenuity of man, the weight of the locomotive increases in a much quicker ratio than the power; and the evils consequent upon this increase of weight, are of such a magnitude, as greatly to diminish-nay, wholly to extinguish-all reasonable prospect of success.

Mr. Hancock may very judiciously disclaim all connection with the "Steam Carriage and Waggon Company;" for in reasoning upon the experience of the past, it would appear that vehicles of a smaller class are most likely to succeed, and I am quite of opinion, that locomotives of moderate power, will be in general use, and travelling at satisfactory speed on common roads, long before steam-waggons shall have proceeded beyond experiments.

I remain, Sir; yours respectfully,
WM. BADDELEY.

London, July 5, 1838.

MR. HANCOCK'S STEAM-CARRIAGE

EXPERIENCE.

Sir,-In the letter to which your correspondent, "An Advocate of Steam-locomotion," refers, I stated that "I have now in preparation calculations founded upon actual practice, which, when published, will prove that steam-locomotion on common roads is not unworthy of the attention of the capitalist;" and I now beg to inform him that those calculations are in the press, and will shortly be published.

I am, Sir, your obedient servant,
WALTER HANCOCK.

Stratford, July 7, 1838.

SIR JAMES ANDERSON'S STEAM

CARRIAGE COMPANY.

Sir,-Your observations on my steamcarriage and boiler have just been placed before me. Without in the slightest degree detracting from the many and great merits of the gentlemen named by you, who have given so much time and talent to the subject of locomotion upon com

mon roads, I claim for myself_merely whatever merit the public may find me entitled to when I have placed my carriage before them. You accord to others much and deserved credit for their efforts, -pray do not detract from mine, on mere supposition. We all know that some of the most valuable improvements have been made by the most unpretending

persons.

I have spent nearly two apprenticeships to this undertaking, and have, unaided by any company, expended above 30,000l. on my experiments. These have never been brought before the public, or its aid sought; for I did not consider my carriage, until the present time, equal to the difficulties to be overcome. And I now give the measure into the hands of a company, because it is of paramount importance to the country that locomotion on common roads should be introduced as widely and expeditiously as possible, which cannot be done individually: otherwise, my partner and myself would have worked it for our own benefit.

I have sought no money from the public to enable me to try my experiments, nor ask any benefit for which I do not give a quid pro quo." I produce and prove my steam-drags before I am paid for them, and I keep them in repair: consequently, neither the public nor the company run any risk.

There is room enough, sir, in England for us all. If the public find my steamdrag answer, it will but prepare the way for those of greater talent to introduce theirs. Capital can never be wanted for what is really good; and the public are tion on common roads. now awaking to the necessity for locomo

Is it not a little singular that you attack myself and the coinpany, and still state that "you will not give an opinion pro or con. on my invention ?" It is wise, however, and I am glad, for the sake of the leading mechanical journal of England, you have so determined.

I shall not trespass on public expectation much longer; the first steam-drag built for the company is now nearly complete. It will speak for itself.

I am, Sir, your obedient servant, JAMES C. ANDERSON. Buttevant Castle, July 3, 1838.

Sir, I mentioned, a short time since, the circumstance of an honorary fire-brigade having been established at Southampton: I have now the pleasure to announce the formation of a similar corps at Cheltenham. The Southampton brigade have only one engine, but the Cheltenham company will be more extensive; the three town-engines have been put into a state of thorough repair by Mr. Merryweather, who is now building for them a new and powerful engine on the patent principle, which will combine all the latest improvements, with every necessary accompaniment. This corps is already provided with a set of Mr. Merryweather's portable fire-escape ladders, and they promise to be shortly in a highly efficient state. In addition to the protection afforded by this association, the Phoenix Fire-office have a large engine stationed in Cheltenham, in charge of an experienced fireman; so that this town may be considered very adequately protected against the spread of calamitous fires.

In the absence of a properly organized and efficient fire-police, these voluntary associations are likely to be productive of incalculable good; and the successful results of their well-directed energies will, I doubt not, form a pleasing contrast to the sickening details continually afforded by the provincial press, of places where these matters are entirely disregarded, and where fires are left to glut their ruthless fury upon unprotected premises of the largest dimensions, frequently stored with the most valuable contents. No longer ago than last week, a striking exemplification of this incredible recklessness was presented at Bolton, in Lancashire, by the destruction of a considerable portion of the splendid spinning-mills of Messrs. Ormrod and Hardcastle, the damage of which is estimated at upwards of fifty thousand pounds. In the published particulars of this fire, it is stated that "the destruction of this fine property is highly disgraceful to the authorities of the town, as well as to the fire-offices, in a place where such immense mill-property is at stake, covering many millions in value. It is scarcely credible, but such is nevertheless the fact, that out of three engines

belonging to the town, not one was in a condition to work, nor seemingly a single soul who understood how to work them!"

That a similar apathy prevails in many places to a lamentable degree, is a fact notorious to all, and I see no better remedy for this cruel neglect of the "proper authorities," than the immediate formation of honorary fire-associations, after the transatlantic fashion, throughout the kingdom. This course pursued with spirit, in connexion with a judicious and extensive application of the best known preventives, would, although not wholly prevent the recurrence of accident, yet so effectually limit the extent of danger, as to give a security against the loss of life and property by fire, to a degree scarcely anticipated by the most sanguine.

Although the places and persons obnoxious to the charge herein brought forward are exceedingly numerous, there are yet many honorable exceptions, as shown by the large number of fire-engines continually building by the London makers. It was remarked at the Bolton fire, that the most efficient services were rendered by the "stranger engines," and it will very often be found, that the fire-engines belonging to private individuals are kept in better working order, are sooner brought out, and more skilfully directed, than those of towns not having a regular fire-establishment. I am, therefore, glad to observe an increase in the number and power of the engines kept by the proprietors of extensive manufactories in various parts of the kingdom. I may here mention, that Mr. Merryweather has just finished a very excellent carriage-engine for Messrs. Clarke, Murze and Co.'s "Great Western Cotton Mills," at Bristol, and he has already sent two engines to another manufactory in the same city.

Other establishments, both public and private, have lately renewed or increased their fire-extinguishing machinery, and it is to be hoped this important subject will receive from all, the share of thoughtfulness and attention it so imperatively demands.

I remain, Sir, yours respectfully,
WM. BADDELEY.

London, July 4, 1838.

We publish to-day, certainly beyond all comparison, the most singular report of an engineer that was ever before made public in this age for schemers and engineers. It is the report of Mr. James Walker, dated December, 1837, on the works and prospects of the celebrated Thames Tunnel Company. The view which this report presents to the public of the work in question is, we have no hesitation in saying, prodigious in absurdity. Would we could add, that the work itself was not also equally prodigious, or, rather, prodigal, in its drafts upon the public purse, and, in fact, in every species of dupery and imposition. Mr. Walker, it will be seen, in his abstract of his own re port, gives as a head that Parliament should agree to Mr. Brunel's proposal to proceed with the works on the Middlesex side, if it be the resolution to complete the works "without present inquiry as to the cost." We could hardly believe our eyes when we read these last words. Was ever such a thing heard of as continuing works "without any previous inquiry as to what they might cost?" Of what faith, or what religion, we should beg leave to ask, is Mr. Walker? Did he ever read his Bible? "Which of you, intending to build a tower, sitteth not down first and counteth the cost, whether he hath sufficient to finish it? Lest, haply, after he hath laid the foundation, and is not able to finish it, all that behold him begin to mock him, saying, this man began to build, and was not able to finish."-Luke xiv. 28, 29. Well, then, we ask, if, according to Mr. Walker's proposition, the works may, perhaps, ultimately be finished (if Government will continue them without making any present inquiry as to the cost), in what way are they to be continued? First of all, notwithstanding daily accidents are happening on the river from the superabundance of traffic and the rapidity of steam-boats, these are all to be compressed into the narrow space which is already tunnelled under by the present progress of the undertaking. And for what purpose is the passage thus to be compressed? Why, in order that a new bed of clay may be formed for the rest of the river, in the place of its present bed of silt; and this new bed, whereon Father Thames is to rest one part of his body, is to be completed, before the wondrous machine called Mr. Brunel's shield, be advanced one inch farther. Here, we think, we may repose ourselves, and the public may repose with us; for that such a claybed will ever be made, or ever can be made, notwithstanding Mr. James Walker's ad

mirable scheme of "two rows of close whole timber piles, one row on each side of the Tunnel," is as impossible as that two rows of trees should be planted and form an avenue from this sublunary globe to the satel lites which attend it by night. Mr. James Walker and Mr. Brunel, in the contemplation of such a scheme, may well say, that it should be attempted "without making cost an element in the question." Will nothing put an end to this absurd and even murder. ous project? We say murderous; for, in addition to the four irruptions which have been made into the Tunnel, some with loss of life, Mr. Brunel also mentions "the impregnation of the water with sulphurated hydrogen, which has proved very injurious to the health of the workmen."

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Of the causes assigned by Mr. Brunel which had retarded the progress of the Tunnel in May, 1837, one was, the excessive rains of the preceding autumn; which he says, liquified the ground between the ceiling of the shield and the river." How the rain got in there we cannot tell; or how the ground lying between the bottom of the river and the top of the shield could possibly be more liquified" than it was from its natural position, we defy philosophy and all the dabblers in hydrostatics and hydraulics to discover.

RETURN TO AN ORDER OF THE HON. THE HOUSE OF COMMONS, DATED JUNE 27, 1838, FOR COPY OF MR. WALKER'S REPORT TO THE TREASURY ON THE WORKS AT THE THAMES TUNNEL.

I duly received a letter from Mr. Baring, under date 7th of October, 1837, informning me" that the Lords Commissioners of her Majesty's Treasury had under their consideration a report from the clerk of the Thames Tunnel Company of the 13th September, with an account of the breaking in of the river of the 23d of August, 1837, and various papers relating thereto, which, with the former report from the same party, and special reports from Mr. Brunel of the works proposed to be carried on at the Tunnel, were referred to me for my consideration and report, previous to their Lordships giv ing any direction on the application for consent to the several propositions made by the engineer and directors of the Company for continuing and facilitating the progress of the works."

I gave the subjects my immediate attention, and was preparing a report thereon, when on the 2nd of November another (the fourth) irruption of the Thames took place,

and on the 6th, when I visited the works of the Tunnel, Mr. Brunel, the engineer, and Mr. Charlier, the secretary, requested a postponement of my report for a short time, until they should complete an expected arrangement with the navigation committee of the river Thames, from which they expected increased facility and security. This request I communicated to Mr. Baring by letter on the 9th of November.

I have since seen Mr. Spearman's letter of the 2nd of December, transmitting to me, by command of the Lords of the Treasury, a copy of a letter from the secretary to the Thames Tunnel Company, dated 15th November, together with a report of Mr. Brunel on the present state of the Tunnel, and the best mode of proceeding, and also a plan of the works, with a request that I would communicate to their Lordships my opinion upon the several points referred to in the papers, previous to their determining on the proposals and recommendations of the

company.

Since receiving the above instructions, Mr. Spearman has stated to me the desire to be, that every point, particularly as respects cost or estimate, which I consider of importance in the general question of the Tunnel, should be included in my report, so as to bring the whole fairly under the consideration of their Lordships.

That Mr. Brunel's different reports, in which the same recommendations are repeated, may be brought to their Lordships' recollection, I shall give a short abstract of the main points in the order of date.

In his report of May 2, 1837, Mr. Brunel ascribes the difficulties which had retarded the progress of the Tunnel for the last five months to the excessive rains of the preceding autumn liquifying the ground between the ceiling of the shield and the river, and causing it to run into the works; he states that this has been augmented by his being deprived of the pumping-well and drain from Wapping, which is stated to have been originally intended, and to have been considered the most efficient means of drainage, particularly as the dip of the strata is to that side, and that before any satisfactory progress can be calculated on the proposed pumping-well, with a drain or drift-way, should be made, but that a preferable plan would be to sink the 50 feet shaft for the foot passengers' descent, which would, he considers, be a better means of drainage, and would give employment to the workmen when not in the shield. The fact of the pumping at the entrance of the London Docks having dried the wells in that neighbourhood, is adduced as a proof that a pumping-engine on the Middlesex side would diminish the land-springs in the Tunnel.

Mr. Brunel estimates the expense of the shaft, including the steam-engine, pumps, &c., at 6,8447., and the pumping-well alone at 2,9907., independent of the drift-way or drain, which he calculates at 4,3107., making together 7,0007., which sum he presumes would be saved by forming the shaft rather than the well at the present time, exclusive of keeping the workmen and estabment employed, and thereby reducing the amount which is now charged to the tunnel account. He also mentions the impregnation of the water with sulphurated hydrogen, which has proved very injurious to the health of the workmen, as another reason for making the drift-way, as it would be the most effectual means of drawing it off. The report states, that "the fact of 16 feet of the Tunnel having been completed under the described difficulties, is a proof that it can be accomplished, though, owing to the disadvantages, at an enormous price, and that it never could be intended in the conditions of the Treasury that he should be deprived of the means of completing the work at the estimated cost."

Mr. Brunel's report, dated 9th of August, 1837, recapitulates the substance of his previous report, and adduces the successful result of pumping-engines and drift-ways erected for the purpose of taking off the land-springs that impeded the formation of the Kilsby tunnel, in the line of the Birmingham railway, as a proof of the good effect that would be felt in the works of the Thames Tunnel, by a pumping-engine on the Middlesex side. He states also, as an argument for the works he proposed in his former report, the importance of giving the disturbed and artificial ground time to consolidate, and now proposes, on the completion of the Middlesex shaft, to commence the tunnel on that side also, with a view to greater expedition and economy, and to keep the full complement of men more regularly employed by having the two ends to work at. This, it is stated, would reduce the cost of conveying the men, materials, and excavation to the shaft on the Surrey side. this report Mr. Brunel further states, that so soon as the plan he has proposed is in satisfactory operation, the formation of the carriage-roads might be commenced simultaneously with the tunnel, and that by the various means he now proposes, a saving might be effected in the time of four and a half years, which in my report of April, 1837, I considered requisite for the completion of the tunnel and approaches, and that consequently there would be an earlier receipt of toll, and a saving of current expenses and machinery to the amount of 15,000l., by the works being completed one year and a quarter within the time I had calculated. Va

In