quarter of an inch of the lower bottom. To the upper end of this tube b, a box is soldered, open at the top, which serves as a funnel, in which to pour water to fill the lower compartment, and likewise to contain the coffee-powder, the powder being previously put into a similar box, having the bottom pierced with fine holes, and a moveable cover pierced in a similar manner, pressed lightly over the coffee, to keep it in a bed of uniform thickness. This box is to be turned upside down, and fixed in the box b. When the boiler is placed on the fire, and the water boils, the steam having no exit but through a tube having a valve atc, equal to a column of water 4 inches higher than the boiler, the steam acts upon the surface of the water and forces it up the tube d through the coffee in the box b, extracting its soluble parts; the

extract falling over into the upper half of the boiler, beautifully clear and nearly boiling hot.

After this pot had been in use for some time, I lent it to a friend in Lichfield-street, Birmingham, to assist him in constructing one of Britannia metal, to be used on a table, making use of spirits of wine as the generator of heat. After constructing one, and having used it in his own family for some time, he found that the expence of the spirits would be a great drawback on the sale of such pots; and I accordingly turned my mind to the production of a fuel that would generate heat at a small cost, and free from deleterious gases. I first tried oils, but could not entirely get quit of the smell during their combustion. I next tried a mixture of fresh burnt lime, nitre and charcoal, made into a cake and well dried; but when burned, carbonic acid gas was given off freely. I next tried different mixtures of charcoal, lime, common salt, nitre and litharge, but the heat generated in a small pot without a chimney, was not sufficient to decompose the salt, so that no soda was set free to take up the carbonic acid from the combustion of charcoal. I then rendered some soda caustic by lime, filtered, and evaporated till much concentrated, into which some red-hot charcoal was plunged, the charcoal being well dried and lighted, was put into a flower-pot admitting air at the bottom to keep up combustion-the gases passing off were collected by a common bellows, placing the valve over the mouth of the pot, and moving up the handle, the nozle having a thin piece of leather tied, so as to form a valve. On blowing the gases through lime-water, the carbonate of lime precipitated was at first in very small portions; but after combustion had gone on for some time, carbonate of lime was precipitated in abundance. This, no doubt, arose from too small a quantity of soda being combined; but if the whole of the carbonic acid could be got rid of, there still remains the nitrogen. For the purpose of boiling a coffee-pot, this would be of little consequence; but the nitrogen passing off from a stove sixteen or eighteen hours continually, would dilute the air in the apartment so much, as to render it very unfit for healthy inspiration. When I had experimented thus far, I left Bir

mingham, and have not again resumed my researches; but I have no doubt, but that a fuel may be made to burn without giving off carbonic acid gas, by using a very porous charcoal combined with a sufficiency of caustic soda having a proper proportion of nitrate of potass to assist the combustion by supplying its oxygen, and thereby reducing the quantity of air that would be otherwise necessary, so that less nitrogen would be given off. If it is a fact, as reported of Joyce's stove, that no noxious gases are given off and that very little residuum is left, the basis of the fuel must be hydrogen, which, combining with the oxygen of the air, forms water, leaving the nitrogen to mix with the air in the

RAILWAYS IN FRANCE.

A report was lately made to the Chamber of Deputies, by its distinguished scientific member, M. Arago, on the part of the commission appointed to examine the ministerial project for a system of railways throughout France. The document, although chiefly of local interest, possesses also, in some of its features, considerable attraction for the English reader; while, in the would-be gaiety of its tone, and the absolute flimsiness of some of its remarks, it presents a glaring contrast to our House of Commons' Reports on the like grave subjects,-more, perhaps, in the former than the latter.

The report pronounces most decidedly against the ministerial plan, according to which the principal lines were to be executed under the direction of the government at the national expense, and the branches only left to be undertaken by private capital. The commission hold that the whole may safely be left, under certain suggested conditions, to the enterprise of private companies; and that the reasons against the interference of the government in the matter, are so numerous and so cogent, as to leave not the slightest doubt which way the question ought to be decided. As the chamber has adopted this view, it may be considered as settled, that the plan of the Ministers is rejected. That plan comprised the construction of the following grand national lines:

9. Marseilles to Basle, by Besançon. Besides branches to Dunkirk, Calais, Boulogne, Amiens, Matz, Tarbes, and Perpignan; without reckoning which, the system would extend to a distance of eleven hundred leagues, or upwards of three thousand miles. The ministers did not propose to commence the whole at once, but had selected 375 leagues—the lines from Paris to the Belgian frontier, and to Bourdeaux, and from Marseilles to Avignon, as proper to be begun upon immediately. The report, of course, is against the government's commencing either of these lines, or any other, now or at any time; and, in stating the reasons for this, the Commissioners, or M. Arago, in their names, enter at some length into both the theory and the history of railways. In the course of doing this, M. Arago shows that he is by no means an enthusiastic admirer of the railway system; in fact, he dwells so much on its defects, and adopts altogether so depreciatory a tone, as to appear almost in the light of an advocate against it; until, at last, he reluctantly, as it should seem, allows that its advantages in point of quickness are so great, that France ought not to be without them! There is one point, on which he dwells at much greater length than would be thought necessary in almost any other than his own glory-loving country,-the military facilities which railways may be expected to afford. From the space and labour devoted to this part of the report, it is evident that this is considered one of the most important points for consideration, and that military affairs still take the precedence of mercantile in France, even when a question which we should consider so exclusively connected with commerce as that of railways, is under discussion! M. Arago takes considerable pains to demonstrate, that the railway system will not realize a hundredth part of the advantages, in military operations, which many of his sanguine coun

trymen have anticipated from it, without due reflection on its peculiarities,—and has thereby deprived it of its strongest hold on the affections of the French public.

Another of the considerations advanced by M. Arago, sounds strangely enough in English ears. The promoters of railways in France urge, as a strong recommendation, that it will greatly increase the transit of foreign merchandize through the kingdom. M. Arago admits this, but endeavours to show, that the saving effected will be all on the side of the foreign merchant, who, by the shorter time required for the passage through France, will be spared the necessity of disbursing two-thirds of the sum now required for incidental expenses, of which the French innkeeper, and so forth, will be minus; while, as the goods will be conveyed quite through the country, no advantage of any kind will be reaped by France from the increased celerity of their transmission. This may be all very well, but why not carry out the principle, and insist on a return to the packhorse system, or any other which would cause greater delay, and of course greater benefit to the innkeepers,—so far, at least, as all foreign goods are concerned? M. Arago's argument is, nevertheless, not without its weight; and shows, at least, that he has considered the subject with great minute

ness.

The ministers, in bringing forward their plan, by way of depreciating the idea of leaving companies to form the great lines, triumphantly enquired,— "Where are we to look for extensive works, completed satisfactorily by private associations?" M. Arago answers by_referring them across the channel. "The objection," says he, "would have great force, if it would apply to countries where the spirit of association has long existed, and met with strenuous support. But, forsooth, France alone is held up to view! By that means, the necessity is avoided of enumerating the overwhelming list of roads, railways, bridges, canals, ports, wharfs, docks, and industrial establishments of every kind, which, in a neighbouring country, demonstrate at every step that association is the most powerful resource of which modern nations can make use, to increase their welfare, their riches, and political importance!" The hit here given, it must be allowed, is a "palpable" one; and M.

Arago follows it up by enquiring, in his turn, whether France, on examination, might not be found to exhibit traces, in its public works, of the powerlessness of even the mighty hand of government itself?-a question easy enough to answer, when the state of the principal roads is a daily subject of lamentation in the Chamber.

Another of M. Arago's points is the difficulty of distinguishing between the principal and secondary lines in many instances. The ministers, as one grand reason for government interference, advance the position that, if the principal lines were left open to companies, they might charge so excessively, as to prevent an influx of travellers, and, regardless of the loss to the nation, so that their own interests were served, drive them, where practicable, to other countries, in preference to France. M. Arago shows, that it would be highly probable, that the branch of the Belgian railway to Boulogne would, on account of its convenience to the English, enjoy a larger traffic, than the main line; and that, consequently, a private company would there have greater influence over the national welfare than the government itself, after all its trouble to secure it! The importance of the railway traffic with this country, seems, indeed, to have been strangely overlooked in France; for we question whether the line best suited for transit from London to Paris, would not turn out the best frequented, and by far the best paying, line in the whole country: and yet it is looked on, by the government at least, as only of secondary importance.

NOTES AND NOTICES.

Needle-making Machinery.-Messrs. Cocker and Son, of Sheffield, have obtained a patent for, and commenced working, a machine for making needles, which draws out the wire, straightens it, cuts it into the exact length, points it, grooves it, drills and counter-sinks the eye, files off the rough edges, and finally drops the needle into the box, at the rate of 40 needles in one minute. The proprietors expect that 50 machines may be attended by five persons, and that these will produce one million two hundred thousand per day. The employment of grinding needles has hitherto been very injurious; but by this machine, the operation is performed in such a manner as not to injure the health of the most delicate person. Patents for the invention, which will work à revolution in the trade, have been taken out in the principal kingdoms of Europe.

Jonathan's Description of a Steam Boat.-It's got a saw-mill on one side, and a grist-mill on the t'other, and a blacksmith's shop in the middle; and down cellar there's a tarnation great pot, boiling all the time.-American Paper.

Prospect of a change in the Patent Law.-Mr. Hall begged to give notice that he should on Wednesday next ask the right honourable gentleman the President of the Board of Trade whether it was his intention to introduce any bill for the improvement of the law relating to patent inventions; and in the event of the answer of the right honourable gentleman being in the affirmative, he should ask him what day it was probable he would introduce the measure. Mr. C. P. Thomson would state now, as he had always done, that he did propose to bring in a bill to amend the Letters Patent Act of last session, but he must say that it was quite out of his power to state when the measure would be discussed. -Mr. Hall begged to give notice that unless the bill was brought in during the present week, he should proceed in a course which suggested itself to him.-Parliamentary Report, Tuesday, June 12. Steam on Canals.-A trial was lately made before the Navigation Committee of the City of London, of Captain Ericsson's ingenious invention for propelling vessels by means of machinery fixed at the stern, by Messrs. Robins and Co., the Canal Carriers of London-wall, the owners of the patent. The experiment was attended with the most complete success. The boat, which was a common fly-boat, such as is ordinarily used on canals, left the wharf of Messrs. Robins and Co., Paddington, shortly before nine o'clock, and having arrived at Bull's bridge, upon the Grand Junction Canal, at an average speed of five miles an hour, proceeded to the Thames, along the Brentford Cut, and having taken on board at Kew-bridge the Chairman and other members of the Navigation Committee and the Waterbailiff, continued her progress to Queenhithe, a distance of fifteen miles, which she accomplished with ease in one hour and forty minutes.'

Animal Magnetism Outdone.-It is said that Mr. Perkins has invented a compound which he calls the "concentrated essence of the sublimated spirit of steam." A person has only to put a vial of it into his pocket, and it will carry him along at the rate of fifty miles an hour; or by merely swallowing three drops when you go to bed at night, in the morning you will wake up in any part of the world you choose.-U.S. Paper.

Railways in France.-The French Railway Commission continues sitting daily, and gravely considering the multiplicity of plans propounded to it on all hands by projectors, capitalists, and the authorities of towns situated near the great proposed lines. This is almost all that is doing, however, in the matter; of consideration there is enough and to spare, but very little is effected in the way of actual execution. It is expected, that a fillip will be given to the Dieppe Railway, by a proposition which, it is said, has been laid before the authorities by the British consul, on the part of the Brighton Railway Company, who consider the extension of their line on the French side of so much importance to their interests, that they have offered to subscribe for shares to the value of twelve millions of francs (fifty thousand pounds) on condition of its being immediately commenced. The affairs of the first railway opened in France,-that from Lyons to St. Etienne,-are not in the most flourishing condition, the shareholders realizing only two per cent. on their capital; but the highly-popular one from Paris to St. Germain is in a different condition, the shares being now at a premium of just 100 per cent.

Architects in want of a House.-The Royal Institute of British Architects applied to Government, without success, in 1835, to be placed on a footing

with the Royal and Antiquarian Societies, and the Royal Academy, by the grant of a suite of apartments at the public expense. The application was unsuccessful; this, however, did not prevent a second application to the same effect on another opportunity occurring by the opening of the National Gallery, which set free Somerset House for diposal; but the "Royal Institute" met with another refusal! Why do they not "shame the rogues," and show the resources of their profession at the same time, by building a magnificent house of their own. Are they afraid their own estimates might happen to be exceeded?

British Museum.-The number of visitors to the great National Museum, during the Whitsun holidays, has been much less than at the same period last year. On Whit-Monday, 1837, the establishment was visited by no less than thirty thousand persons, by far the largest number ever known, the preceding Easter-Monday having fallen short of it by no less than six thousand. Last Whit-Monday the amount was only twelve thousand, showing a decrease of sixteen thousand from the corresponding period of last year.

Nothing New under the Sun.-There is in the British Museum an old French pamphlet, a dissertation on Asphaltum, published at Paris in 1621— two hundred and seventeen years ago. Its author, a certain Monsieur d'Eyrinys, states that he had discovered the existence of this substance in large quantities in the vicinity of Neufchatel, and he proposes to make use of it in a variety of waysprincipally in the construction of air-proof granaries, and in protecting, by means of arches, the water-courses in the city of Paris from the intrusion of dirt and filth, which at that time found their way in to such an extent as to render the water unfit for the use of the inhabitants. He expatiates also on the excellence of this material for forming level and durable terraces-apparently with an idea of increasing by that means the convenience and agreeability of the palaces of the great, the notion of forming such terraces as public footpaths in the streets being one not likely to cross the brain of a Parisian of that generation. All these plans are brought forward and advocated with a vigour that would do honour to the projector of a modern asphalt company, and the pamphlet concludes with a list of the different places in Paris where the new article was for sale. M. d'Eyrinys states, that previously to his discovering it at Neufchatel, asphaltum was only known to exist in the Dead Sea, which covers the ancient cities of the vale of Siddim, and hence, had only been made use of by the inhabitants of Syria, who availed themselves of it for various purposes. We wonder, by-the-bye, no "Dead Sea Asphalt Company" has yet made its appearance in the market. It is a fact that, we are afraid, rather tells against the new material, that its merits should have been brought forward in so able a manner more than two centures ago, and yet that it should never have come into general use.

Pinner's (not Grant's) Improved Lithographic Press. We have received a letter from Mr. Pinner, lithographic press-maker, of Crown street, Finsbury, (which we must apologise for having overlooked) in which he states that "the press designated Grant's improved lithographic press described in No. 743 of the Mechanics' Magazine, consists of inprovements made wholly by himself"--that the first he made was purchased by Messrs. Standidge and Lemon,. of Cornhill, and that Mr. Grant, is their foreman. Mr. Baker the correspondent, who furnished us with the description, confirms Mr. Pinner's statement.