much must this disadvantage be increased, when, in addition to being small, the engines are also locomotive. In consuming fuel, and applying its product, steam, to a stationary engine, the utmost possible economy the case admits of, may be exercised, let the engine be as small as it may. But in an engine, which, from being locomotive, renders lightness and efficiency considerations so imperative, that economy cannot one moment be regarded in comparison with them, neither the fuel, nor the steam, can be made use of in the most economical manner. It requires scarcely more than a bushel of coals per hour, to drive a 20-horse engine on Woolf's improved principle. But a bushel of coals will not, in locomotive engines, do the work of more than about four horses for an hour. Between them, and what are, comparatively small stationary engines, it appears, therefore, that there is a difference in the fuel consumed, of about five to one in favour of the fixed engine.

But in comparison with large engines, this difference increases in an important ratio. It is authenticated by the persons appointed to report the work performed by some 30 or 40 of the large engines in the Cornish mines, that in May, 1816, Woolf's engine in Wheal Abraham mine, raised 56,917,312 lbs. one foot high, with every bushel of coals it burnt, which is doing the work of 29.6 hours for an hour, with one bushel of coals.

And it is now said, that another engine of his, in the Consolidated mine, raises 87,360,000 lbs. one foot high with every bushel of coals burnt; which is equal to the work of 45.5 horses for an hour, with one bushel of coals. Now as this last statement is not, like the other, official, we will calculate only on the prior unquestionable one. And contrasting it with what is stated to be the effect of locomotive engines, we cannot but perceive, that should any means, by which large stationary engines could operate to move vehicles from one place to another ever be devised, a bushel of coals would go so much further than it can do in locomotive engines, that the mere expense of transmission might be scarcely more than one-tenth what it will be by locomotive engines.

Without regard to the loss of power, which must arise from the locomotive engine having to move its own weight of five or ten tons, it is evident, therefore, that the expense of rail-way conveyance can never be low enough, either to render impossible any improvement which should operate on them, as they are affecting canals; or to insure the permanent productiveness of the capital sunk in them.

The result of the investigation instituted to ascertain "how

nearly rail-ways come up to the conditions which must be fulfilled, before the arts of intercourse can be considered to have attained the degree of perfection which shall render hopeless any improvement on them, and, consequently insure the permanent productiveness of the capital sunk in effecting them," therefore is, that they are decidedly, and importantly, defective in every particular.

HEADS OF PROSPECTUS

OF

The London,

BRIGHTON, AND SHOREHAM

PNEUMATIC CONVEYANCE COMPANY.

THE principle of transmission by atmospheric pressure being incontrovertible, and its practicability having been de-* monstrated to the conviction of every one who has examined it, advantage may be taken of an opportunity for putting it profitably into practice, and ascertaining at what rate it will be possible to go by it; what proportion of expense it will save; and whether the incalculable national benefits it appears to hold out can be realized, in the following manner :

The official returns prove that above 50,000 tons of goods are annually conveyed by land carriage into Brighton from Shoreham, and that more than 20,000 tons are landed on Brighton beach; but as there are many other goods brought into Brighton from Newhaven and Lewes, besides those officially certified, the amount of tonnage is at the least 75,000 tons, while in the opinion of the collectors at both places the total quantity exceeds 100,000 tons.

Owing to the dangers attendant on the landing of goods upon Brighton beach, and to the higher price paid for such

1 On an average of five years six vessels have been annually wrecked on Brighton Beach; the danger of which renders coals landed there several shillings per chaldron dearer than if delivered in the Harbour at Shoreham. Since this letter was sent to press, two ships have been knocked to pieces,

goods delivered there, it is obvious, that were a method of conveyance in operation, between that town and Shoreham, capable of reducing the present charge for carriage low enough, the whole of these goods would be delivered in the harbour at Shoreham. The principle of transmission by atmospheric pressure will effect, not only a saving in carriage equal to fifty per cent., but vessels need no longer be exposed to the danger of shipwreck on the beach at Brighton.

The charge for carrying goods from Shoreham Harbour to Brighton varies from five shillings to eight and fourpence per ton; and those who have the largest quantity of the heaviest goods (pig-iron) consider six shillings per ton the average cost. The expence of power for moving a ton of goods from Shoreham Harbour to Brighton by atmos-> pheric pressure will not be two-pence, and as ten-pence more will cover all the expence of transit, the mere cost of conveyance will be only one sixth of what is now paid: one shilling per ton, that is.

The principle can be executed and rendered effective between Brighton and Shoreham for £75,000. A toll of 1s. per ton, on 75,000 tons, will pay five per cent. on the total outlay; and as reducing the charge for carriage 50 per cent. will be a sufficient benefit to the public, another shilling may be imposed by way of toll, and the return raised to a clear profit of ten per cent.

But it is not from the conveyance of goods alone that profit would be derived. Were a principle so extraordinary as is here adverted to, in operation between Brighton and Shoreham, curiosity would bring persons from all parts of the kingdom to see it; who would doubtless willingly pay a few (say five) shillings each, to be carried from Brighton to Shoreham and back again by it, and witness the effect of the machinery and pneumatic apparatus at both ends. The number of persons who now visit Brighton, exceeds 100,000 annually; hence it may be expected that the whole sum expended for putting the principle in practice between Brighton and Shoreham would be returned from this source alone, within a few years; in which case each subscriber would receive back his original investment, while the profit accruing from the conveyance of goods (without passengers) would yield an annual bonus of ten per cent. from the completion of the work, till it was worn out: a period of perhaps half a century.

The principle may be rendered effective between Brighton and London for £500,000, so as to bring these two places nearer together (in point of time) by much more than half than they are now. The number of passengers from the