quarters, half an hour under the time allowed by the Company's regulations. This was the first train for the conveyance of passengers that ever passed through the celebrated Kilsby tunnel, (one mile and a half in length,) and the passengers describe it, from its shafts, as much more pleasant in the transit than those of a shorter length. As this train came only from Wolverton, it was much lighter than those which subsequently arrived from London. The stations from which the Wolverton trains take up passengers are, Roade, Blisworth, Weedon, Crick, Rugby, Brandon, Coventry, Hampton, all of them places, with the exception of Coventry, of very small population, and from which, except supplied by tributary coaches from the surrounding country, few passengers could be expected.

Soon after 12 o'clock, an emission of smoke announced the approach of a special train, conveying a number of the directors and officers of the company, amongst whom were-Mr. R. C. Glynn, chairman; Mr. Calvert; Mr. Stephenson, the engineer; Mr. Berry, contractor for locomotive; Mr. Creed, secretary; Mr. Baxter, &c. His Royal Highness the Duke of Sussex, suite, and two carriages, were conveyed by this train from Euston-square to Rugby, and appeared throughout the whole of the journey to be highly delighted with railway travelling. The following is an account of the time occupied in the journey, furnished by Rootes, No. 123, the guard who accompanied the directers:

The train left Euston-square at 15 minutes past 7, but did not take on locomotive until 20 minutes past. It arrived at Tring station at 25 minutes past 8, where there was five minutes delay. Arrived at Wolverton 16 minutes past 9, where the directors alighted and changed engines. The train arrived at Rugby at 11 o'clock, where the Duke of Sussex and his suite alighted, and proceeded by carriage to the place of his destination. The directors remained at Rugby 10 minutes, and arrived at Birmingham three minutes past 12, having performed the whole journey, includiug stoppages, in four hours and 48 minutes, and, exclusive of stoppages, in four hours and 14 minutes. This is unquestionably the shortest time in which the journey between London and Birmingham has ever been performed, being upwards of two hours less than the time occupied by Marshal Soult and attendants a few weeks ago.

The speed at which the directors' special train proceeded being considered no test of the rate at which a numerous train of heavy carriages would be able to travel the same journey, considerable anxiety was manifested

by the directors and company in attendance, as to the time the first class train, which left London at 8 in the morning. The directors brought word that in all probability it would be a heavy train, and such it proved to be. The table of hours of arrival and departure stated that it would arrive in Birmingham at 37 minutes past one; and precisely at a quarter to two, eight minutes after it became due, it arrived at the station. The train consisted of 16 first-class carriages and mails, and 4 gentlemen's carriages, and must in the aggregate have conveyed at least 200 passengers. The success of this, the first journey, throughout the entire line, gave unequivocal delight to all persons who witnessed the arrival of the train, and the bustle of so large a number of passengers alighting from the carriages and mixing with friends and spectators added greatly to the interest and excitement of the scene. The passengers generally spoke in the highest terms of the comfort and speed with which they had performed the journey; the only delay being on the new and unsettled part of the road be tween Rugby and Denbigh-hall. As soon as time had been allowed for the transfer of the passengers from the carriages of the London and Birmingham to those of the Grand Junction, those whose destination was Manchester or Liverpool proceeded forward, and would, in the ordinary course of travelling on the latter line, after leaving London at 8 in the morning, arrive at Liverpool or Manchester at half-past 6 o'clock the same evening.Abridged from the Times.

LONDON ELECTRICAL SOCIETY MR. CLARKE'S EXPERIMENTS. (Communicated by the Assistant Secretary.) On Tuesday, the 4th September, at the ordinary meeting, very numerously attended, a paper was read by Mr. Clarke," On Experiments in Magnetic Electricity."

The experiments, so perseveringly conducted, and on a more extensive scale than hitherto, may, by increasing and extending the boundaries of our experimental observations, be of great utility. To theorise, it is true, is to cause people to think, but to register experiments is to cause others to sift and test, and thereby establish data for fixed laws. Upon experiment must chiefly depend the reduction of the wonderful phenomena of electricity to laws. The importance of this desideratum requires no advocacy. For many years the attention of electricians has been directed to this point, and the discovery of the identity of electricity and magnetism has considerably augmented the chances of its attainment; yet, they are far from

success, and probably because, from want of experiments on a large scale, certain phenomena constantly observed, and invariably occurring within the limits of past investigations, so miscroscopic in comparison with the wonders of the mighty agent under examination, have been considered sufficiently established to form a sure foundation for the superstructure.

The experiments were performed with a machine greatly exceeding in dimensions any other that has yet been constructed. The magnetic battery being separated into two parts, connected together by the inductors rotating at their sides-the quantity arrangement being at one side, and the intensity on the other. The results, with the machine in this form, were so opposite to what has been anticipated, that the arrangement was supposed to be defective. As usual, the quantity-inductor was furnished with a short coil of thick insulated copper wire, and the intensity-inductor with 15,375 yards of fine copper wire. On trying the voltameter with the intensity arrangements, no decomposition took place, although the shock obtained by it was most excruciating, nay, even dangerous. The decomposing power of the quantity-inductor was next tried, and one cubic inch of gas obtained in four minutes. This, being a novel fact, was supposed to be caused by a compound action, produced hy the rotation of the inductors. Mr. Clarke, therefore, determined to arrange the magnets similarly to those of the machines he had been in the habit of constructing. The only difference consisting in the size of the instrument, and the means of communication to the inductors, namely-by a crank and treadles similar to the lathe. The battery consists of ten bent steel bars, each four feet long, the whole weighing 156lbs Ivory was made use of to retain the wires on the inductors, in lieu of brass plates, which gave uncertain results, owing to their conducting power. The novel results of the experiments were, first-the great amount of gas obtained by the quantity-inductor, in one instance, one cubic inch in one minute and a half, which result confirmed the correctness of the original arrangement. The second was the trifling decomposition obtained from the intensity-inductor. voltameter employed in the experiments was furnished with two slips of platina, one inch in length, and three-eighths of an inch in breadth. The decomposing power was, however, increased at least fifteen times, by the substitution of fine-pointed wire of platina. The next experiments briefly alluded to, referred to the different appearance of the spark with various modifications of the in

The

ductors; with the intensity-inductor a long straggling noiseless spark is obtained, having much resemblance to the spark which passes from the prime conductor of an electric machine, to a body placed in what is called the striking distance. The quantity-inductor gives a spark which not only has the usual stellar form, but is accompanied with a loud snapping, resembling the discharge of a leyden jar. Although these distinctions exist between the sparks, they appear equally luminous. The experiments were most brilliant.

NOTES AND NOTICES.

Captain Norton's Percussion Lead, for exploding charges of Powder at the bottom of Harbours and Rivers. A sea lead is charged at its heavy end with a small iron tube, having a percussion cap at each end, filled with gunpowder; the lead has two eyes or rings on its side, in a straight line, through which a cord is run, one end being attached to the box of powder, at the bottom of the water; the lead is allowed to slide along the cord, and on striking the box, explodes it; a thin piece of sheet lead or copper being fixed to the box, when the percussion primer strikes. Captain Norton successfully tried his percussion lead at the Polytechnic Institution, Regentstreet, on the 19th instant; he proposes this means as a substitute for the fuzes at present in use, being more simple, less costly, and easy of application.

Prevention of Smoke from Steam-ships.-Mr. Iveson's apparatus is now being applied to the furnaces of the Royal Adelaide steam-ship, preparatory to her sailing to-day for London. The enterprising proprietors of this vessel, the London, Leith, Edinburgh, and Glasgow Shipping Co., deserve great credit for having been the first to introduce this improvement to steam-ships, and the result of its application on this voyage will be looked forward to with considerable interest, not only as to its effects in entirely consuming the smoke, but in the more important one to the proprietors-the economising of fuel. During the last ten days, great numbers of engineers, manufacturers, and men of science, from different parts of the country, have visited the Silk Mills to witness the apparatus in full operation, and one and all of them have expressed themselves highly pleased with its efficiency.-Edinburgh Evening Post.

Blowing up of the brig "William."-It appears that this operation, described in our No. 773, has proved a failure. "The brig William is still at the bottom of the Thames. It is true there was a pop, and a splash, and a bushel or two of coals thrown into the air, but as to the brig herself she remained fast where she was, or, if moved at all, it was only a little further down the river. After a little time some over-curious impertinent persons began to express a doubt whether the thing had really been accomplished; inquiry and investigation followed, and, although a tree nail or two might have been loosened, and a plank or two detached, the vessel was found to be still snugly reposing in the mud. The Colonel's astonishment may be easily conceived. There was nothing, however, to be done, but to set to work again at the business; and, the Colonel and his sappers have been mightily busy for the last two or three weeks in their endeavours to complete the job. Last week there were three puffs and three failures."-Correspondent of the Morning Herald.

Glass Cloth.-A new and curious fabric has been manufactured by Mr. Richard Baker, of Ossett, near Dewesbury; it is a web of glass cloth, which

has a very splendid appearance. The ingenious manufacturer has so far succeeded in annealing this very brittle substance as to admit of its being wove like cloth. It is deposited for inspection in the North of England Society of Arts, together with a slipper made of the same material.-Liverpool Standard.

Dr. Davidge, of Saratoga, has invented a steamboat for canal navigation, in which flexible floats or paddles, operating beneath the water, are substituted for wheels.

Messrs. Dean, iron-founders, of Bolton, are manufacturing an iron gate, twenty-seven feet high, for the grand seraglio of the Pacha of Egypt.

Iron Steamers for the Nile.-The iron steamers destined to ply on the river Nile are at present building at Greenock. The models are of the most approved description, and when ready for plying will draw from 22 to 24 inches of water. A neat handsome steamer, named the Hope, built and fitted out at Greenock, is to sail some of these days from Greenock for the Cape, where she is to run as a constant trader and packet. Almost every quarter of the globe have Clyde-built steamers plying on their rivers.-Glasgow Chronicle.

Night Travelling on Railroads.-A writer in the National Intelligencer states, that Mr. Herron, a distinguished civil engineer on the Gasten and Raleigh Railroad, proposes to illuminate railroads during night travel, by a light shed in front of the locomotive so strong and brilliant as to illuminate objects to a considerable distance ahead.

Another Enormous Steam-ship.-Messrs. Curling and Young, of Limehouse, the builders of the British Queen, have begun a steam-ship of 2000 tons; being 400 tons more than the British Queen; she is not to be so long as that vessel, but much wider.-Mining Journal.

Bitumen Pavements.-Robinson's bitumen pavement is about to be employed at Brighton. At Herne Bay a handsome promenade has been made of it, formed of blocks cemented together; and it is also to be used at Canterbury. The company are also engaged laying down a large floor or area, from three to four hundred feet, in Bunhill-row. The Commissioners for paving Kensington have given permission, and selected a spot, for a foot pavement to be composed of it; a good pavement is much required there.-The Rotunda of the Bank of England is being paved by the Bastenne Company, as also a portion of the Strand, in front of Northumberland House. The piece of pavement in front of Whitehall, laid down by Claridge's company, continues in good order.

Tubular Flue Boiler Explosion.-Another boiler explosion, fatal to seven persons, has taken place at Newton-in-the-Willows, at the viaduct foundry of Messrs. Jones and Co. The rupture was in the flue, and the attendant circumstances appear to have been of a similar nature to that of the Victoria explosion. The boiler was a new one, just started, and cylindrical, with a tube flue; the size of the water spaces is not mentioned. Mr. Jones stated, "that he had endeavoured to ascertain the cause of the accident, and he was of opinion that there was not sufficient

water in the boiler, which caused the flue to get red hot; and when the engine pumped in the cold water, the boiler (flue) collapsed. In his opinion hydrogen gas was formed in the boiler, the moment the water was let in." The circumstance of this, as well as the Victoria boiler, being new, seems to favour the gas theory. The iron plates were clean, and free from the oxide or incrustation which exists on an old boiler, and which might tend to prevent the sudden generation of hydrogen, on the flues becoming red hot, by its interposition between the iron and the water; on a stream of water coming in contact with this clear red hot iron, hydrogen certainly would be generated.

Mr.

American Inventions.-Mr. Thos. Blanchard.The New York Advertiser, of August 24, has the following_communication from a correspondent:Thomas Blanchard, well known in the history of inventions in this country, has produced a model to prevent steam-boat explosions. It is so contrived that when the water is reduced below a given quantity, the door through which fuel is supplied closes, and cannot be opened until the compliment of water is made up. There is, therefore, no possibility of an explosion arising from a deficiency of water, even if the engineer is ever so much disposed for it. It is in this particular a complete guard against carelessness, intoxication, and that fool-hardiness which scatters destruction. Blanchard is a member of the American Institute, and has promised to make a full exhibition of his contrivance, and have it tested at the eleventh annual fair [which commences on the 15th of October next. It is an exhibition of machinery, models, manufactures, &c. in New York, resembling the "Adelaide Gallery" in London]; and he will offer a premium to any one who will cause this boiler to explode. There are few men living whose inventive powers will compare with Thomas Blanchard's. His education is limited, but the faculty of discovering unexpected means to accomplish desired ends strikingly characterises his mind. It was he who invented the wonderful machine for turning irregular forms, which, ever since he brought it forth, has been used in the armory of the United States, for manufacturing gun stocks. Hat blocks, lasts, &c. are turned with this machine. The history of this invention is somewhat curious. Mr. Blanchard had made some improvement in constructing the metallic part of fire arms, which dispensed with a portion of the labour before required, whereby several workmen were thrown out of employ. The gun-stock manufacturers observed, "Thank fortune none of your inventions can deprive us of our employment." "You are not so certain of that," said Mr. B., and in a few weeks he produced his famous lathe, which readily gave an exact fac simile of any pattern. The boats successfully used in ascending flats, particularly on the Connecticut river, which before were deemed insurmountable, are from the same inventive source. We have written this to call public attention to a most important object, and to induce a thorough investigation of this invention, which, if successful, will save thousands of lives, and will rank Mr. B. among the list of benefactors.

The Railway Map of England and Wales continues on sale, in a neat wrapper, price 6d. ; and on fine paper, coloured, price Îs.

ROGERS'S DESCRIPTION OF A CONVENIENT MODE OF ARRANGING A SAND BATH.

(From the Franklin Journal.)

The practical chemist is always more or less incommoded by the corrosion of the balances and other delicate pieces of apparatus in his laboratory, by the gases and vapours evolved during the processes upon his sand bath. He is moreover subject to uncomfortable heat in the apartment from the necessity of keeping his bath at an elevated temperature. To obviate these inconveniences, I have devised an arrangement, the description of which may be useful to those pursuing the subject. The accompanying figures represent the construction of one which I have now in use.

a, figs. 1, 2, represents a nine inch sheet-iron stove, without its ordinary top, while b shows a rectangular sheetiron bath, two feet long by 18 inches wide, made to fit as a top upon the stove; the heated air from the stove is then made to circulate under the sand bath, before it can pass out through the pipe. c, fig. 3, represents the stove and sand bath, in place, surrounded by brick-work. d is a chamber in which the stove is placed, and corresponding in size to that of the sand bath. The fuel is introduced into the stove through the hole e, and the ashes removed through f. The chamber is made to communicate with the external atmosphere, by holes in the outer wall, against which the arrangement is built. The effect of the body of air circulating around the stove is to prevent entirely the wall of the chamber from becoming heated. g represents a window in the wall of the building occupied by wire gauze, through which the vapours pass out, while their escape into the apartment is prevented by the moveable sash, seen in front. Thus at the same time that the operator has completely under his eye and control all his he is entirely exempt from process, the inconveniences of the common forms of sand baths.

shire, South Wales, in November 1831, I was informed that several explorations had been made in that great range of mountain land denominated "the Cusup Hills," and that the explorers had succeeded in extracting both coal and iron. I understood a bar of metal had been made of extremely good quality; but of the quality and quantity of coal extracted from the same depot I cannot speak. Hope was flattering the minds of the inhabitants, that the little, neglected, and obscure town of Hay would speedily become a mart of the first-rate traffic and wealth; but seven years have since rolled on without producing, as far as I know, any verification of the expectation. I have just perused the last part of the Penny Cyclopædia, (although a work of by no means safe authority to quote) which says, speaking of Hereford, that "no coal or productive ore has been discovered here," so that in the absence of better sources of information, I am constrained to suppose that the above-mentioned enterprise has turned out an unlucky and abortive undertaking.

Perseverance and capital are necessary features in all mining transactions, although chance will sometimes put her hand upon a prize, which the most untiring industry will fail to possess itself of. This was the case in that remarkable development of natural wealth, which was exhibited in the copper works at the Parys mountains in Anglesea, North Wales, and which was brought to light by one of the merest accidents which could possibly occur. A countryman (so says village tradition), travelling across a piece of ground which he had traversed hundreds of times before, by chance struck his foot against something which he felt to be a hard substance, which caused him "to measure his length upon the ground;" upon recovering his equilibrium, and looking for the cause of his fall, he perceived upon the surface of what appeared to him to be a large rough stone, some peculiar shining marks or scorings, which were caused by its having come into contact with the iron nails of his shoes. Curiosity prompted him to examine this specimen more minutely: and on stooping down with the intention of lifting it from the ground, he found he could hardly move it; but with considerable exertion he got it upon his