{"newspaper_name": "American watchman and Delaware advertiser.", "edition": "01", "page": "p3", "byline": ""}
except in few instances are under three feet in
such vast weight, as the accompanying waggo rs
have wheels Of from % to 56 inches diameter only.
1t also seems that those engines had fly wheels
to steady the motion--whch it is conceived will
De found very advantageous-as well as the giving
both the engines and Wagons, wheels Of double The
diameter.


Iredgold gives also table to show the differ
ence between canals and railroads, from which it
appears that at velocity of 2 1-2 miles per hour
the canal is superior to The rail road in 'useu effect"
but IN any increase of motion, the railroad be
comes superior 10 the canal so much SO, that at
live miles per hour it exceeds in that useful ef-
fect,'' 10000 pounds moved on the rail road,
is TO $3.50 on a canal But when we arrive at
speed equal to 10 miles hour, the useful effect is
on the canal, but 2,462 pounds, whereas the rail
road remains the same as before-that is, at l0,-
500 pounds. So far, Tredgold-and this is the case
u nder the disadvantage Of small wheels and en-
gincs supposed to be of not the best construction
When the velocity is raised to IL Q miles per
hour, the canal has sunk to 1850 pounds Of useful
effect the railroad remains as before, at
10000 pounds. This fact, though at first view il
appears improbable, is readily understood, when the
nature Of the moring porer is taken into view
and the vast increased resistance in the oil the
canal while the friction remains the same on the
rail road. MENTOR.


should have mentioned that the above calculation of
the difference of effect railroads and canals, is founded
upon the employment of moving p1wer equal to 100
pounds.