THE FIRST AERIAL SHIP, THE EAGLE."

Sir, Herewith I send you a rough pen-and-ink sketch of the " Eagle," which is at present the Lion of the day. This monster-machine is the production of some individuals who last year formed themselves into a Society at Paris, and proposed opening an aërial communication between that capital and London. After having instituted several experiments, these parties felt so confident of the practicability of their undertaking, that they actually fixed the time at which they would make their first voyage. Upon the appointed day, all Paris flocked to the starting-place, to witness the departure of the intrepid aëronauts; but the eager expectations of this assembled multitude, and the confident hopes of the projectors, were equally disappointed, for, in consequence of the balloon being overcharged with gas, it suddenly burst with a loud report, just as it was on the point of leaving terra firma.

These individuals, under the style and title of "The European Aeronautical Society," with Count Lennox for their President, have lately located themselves in the Victoria-road, opposite the avenue leading to Kensington Palace, where the following announcement may be seen :

"EUROPEAN AERONAUTICAL SOCIETY.First Aerial Ship, the "Eagle," 160 feet long, 50 feet high, and 40 feet wide, mounted by a crew of 17 persons, and constructed for establishing a direct line of communication between the several capitals of Europe. The first experiment of this new system of aërial navigation will be made from London to Paris, and back again."

In the accompanying sketch, A A is the balloon or gas-holder, composed of 2,400 yards of cotton lawn, thoroughly varnished to make it air-tight; it is in the form of a cylinder, terminating at each end in a cone, and is said to contain about 7,000 cubic feet of gas.

The car, or packet-boat as it is termed, BB, is 75 feet long, and 7 feet high; the frame-work is of wood, with strong netting all round it to prevent any of the crew or passengers from falling out. C is a cabin in the centre of the car, 6 feet wide. DEFG are four wings, by which the vessel is to be propelled; each wing is formed of 80 moveable flaps of varnished lawn, 2 feet 6 inches long and 9 inches wide, strained upon a frame-work of cane.

There is a strong netting on one side of the wings to support the flaps whilst striking the air and propelling the vessel. D and F show the net-work; E and G, the flaps. The mechanism for working the wings is placed inside of the cabin C. H is a rudder at the end of the car, by which the inventors expect to be enabled to steer the vessel through the trackless fields of air at pleasure.

The Society have announced their intention of making their first voyage some time in August; in the interim, this Leviathan of the upper regions is exhibiting in the "dock-yard" at one shilling each person.

The Morning Herald observes of this machine:-"A more unwieldy and ungraceful entity never moved on or in any element. The whale and elephant are beaten hollow by it in point of form and grace; yet, like one and the other, it may be able to make more rapid way than man or horse." The projectors have displayed considerable ingenuity in many of their arrangements, and may eventually succeed in rendering balloons manageable than they have hitherto been; but I think the Society would have shown more judgment by continuing their experiments, and establishing the correctness of their theory on a more moderate scale; they would then possibly have proceeded with somewhat less éclat, but with greater probability of success.

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The form of the balloon will cause it to lie in the direction of the wind. If the current of wind is only slightly contrary to the desired course, and the propellers can be made to act, there is little doubt the rudder H will enable the voyagers to keep their path. If the wind proves very contrary-and it is well known that the atmospheric currents are frequent and fitful then the voyagers have no alternative but to descend a little, by which means an unfavourable, may often be changed for a favourable current. To effect a partial descent when necessary, atmospheric air is forced into a small balloon inside of the large one, similar to the air-bladder in fishes; this can be filled or exhausted at pleasure by very simple means.

If this small balloon is filled with atmospheric air, the gas in the large one will be compressed to such a degree, that, with the load in the car, the whole machine will be rendered specifically heavier

than the atmosphere, and descend accordingly. On reaching a more favourable current, the crew withdraw the air from the small balloon, and the gas expanding, restores a due proportion of the original buoyancy to the machine.

This method may answer the purpose, but it appears to me that there is great risk of bursting the balloon, by compressing the gas to such a degree as to effect an efficient reduction of the buoyancy. A much better plan was proposed by Mr. G. C. Atkinson, of Newcastle-on-Tyne (in your 10th volume), viz. to withdraw a sufficient quantity of gas from the balloon by condensing it into a suitable copper vessel, and restoring it again to the balloon as required.

With respect to the mode of propulsion adopted by the inventors of the "Eagle," I may just state, that I do not consider it by any means the best that could be employed.

I remember hearing a lecture on aërostation delivered by Mr. Tatum, some years since, in which he proposed to effect aërial navigation by means of two revolving vanes and a rudder. A very considerable velocity could be imparted to a pair of vanes, without so great a loss of power as must necessarily take place in using wings.

Balloons have for a long time past been mere toys, exhibited for the sake of gain; and, I confess, I am glad to see aërostation, as a science, is not entirely forgotten. There is, doubtless, but a very limited sphere of usefulness open to balloons; but, I believe, much more can be accomplished than many persons are at present prepared to admit. I may return to this subject again by-and-bye. In the mean time,

I remain, yours respectfully,
WM. BADDELEY.

London, July 6, 1835.

THE PROJECTED LINES OF RAILWAY FROM LONDON TO BRIGHTON.

Sir,-Having read in your Journal of the 20th ult. a letter from Mr. Herapath, in which he discusses the merits of the different lines of railway which have been proposed between London and Brighton, and being personally acquainted (which is more than Mr. Herapath pretends to be) with the engineering details of the subject, I beg to be allowed,

through the same medium, to point out some very gross mistakes into which he has fallen (through misinformation, of course). I feel convinced that you can have no other object than to place the eligibility of each line in its true light before the public; neither am I at liberty to suppose that Mr. Herapath is differently influenced: but I may be permitted to express my regret, that Mr. Herapath did not, for the sake of the character of your Journal (if not for his own sake) take more pains to make himself accurately acquainted with the actual characteristics of the competing lines, before taking upon himself to decide so oracularly (yet erroneously) between them. The ground plans and sections, required by law, have all been lodged at the offices of the different clerks of the peace, and could have been examined for (I be lieve) a very trifling fee. Had Mr. Herapath but consulted these documents (the only authentic ones on the subject), he would have been spared the necessity of going through that particular process which he affects to hold in such horror, namely, groping the whole of his way in the dark. He would have seen clearly, that the shortest or direct line between London and Brighton is such, that,

First. Instead of 7 miles of tunnelling out of the 47 miles of railway, there is not so much as 24 miles.

Second. That the longest tunnel, instead of being 24 miles in length, is only ths of a mile; and that there is no such thing in any one of them as conflicting inclined planes.

Third. That the steepest inclination, instead of being at the rate of 1 in 97, is only 1 in 180.

Fourth. That the Balcombe Down summit is crossed at more than 100 feet less elevation above the tideway than he has stated.

And, fifth. That instead of having his nervous system endangered by crossing the River Mole, by an embankment raised some hundred feet in the air, the height of the embankment requisite will not exceed 15 feet.

In judging, moreover, of the skill with which this line has been laid down, it must always be remembered, that every other consideration was made subordinate to that of distance. The question is not whether it is the most level line-and the freest from locomotive difficulties-thatcan

anywhere be found between London and Brighton, but whether, taking the shortest course from point to point, any better could have been selected? When Messrs. G. and J. Rennie surveyed this line in 1825, by direction of a Committee of the

Surrey, Sussex, Hants, Wilts, and Somerset Railway Company," they made a survey at the same time of a longer line, which should take in Epsom, Dorking, Horsham, and Shoreham; leaving it to the Committee to determine whether the advantages to be gained by taking that circuitous course were sufficient to make up for the difference in point of distance. This last line was surveyed for the Messrs. Rennie by Mr. Vignoles, and is the one now advocated by Mr. Cundy.* The whole project, however, was soon after abandoned for want of funds, the Committee coming to no decision as to which of the lines it was the most advisable to adopt. In 1833, the subject was again taken up, when both lines were submitted to the Committee by the Messrs. Rennie, and their respective advantages and disadvantages fully explained. The Committee then decided upon adopting the shortest and most direct line; on which, the Parliamentary surveys, &c., of that line were proceeded with, and every preparation made for applying to Parliament. The Committee, however, not having been unanimous in their preference of this line, differences and discussions arose, which led to the intended application to Parliament being deferred, and to further inquiries being instituted, which are at this moment still in progress. As the question of the best line remains, therefore, yet to be decided, it may not be out of place to examine here a little more minutely the merits of the two lines to which I have here alluded.

1. The shortest or direct line proceeds by Croydon, Merstham, Red Hill, Tilgate, Cuckfield, St. John's Common, and Clayton Hill, to Brighton, being a total distance of 47 miles from Kennington Common. The steepest inclinations are 1 in 180, or 29 feet 4 inches to the nile, but this only on approaching the respective summits for about two miles each way. The other inclinations vary down to a perfect level. There are four tunnels.

What is known at the present time as Mr. Vignoles' line is a third line, lately surveyed by that gentleman. which goes by Herne-hill, Manning's-heath, Bramber, and Shoreham.-ED. M. M.

The first at Merstham is 700 yards long; the second at Tilgate or Balcombe, 700 yards; the third at Cuckfield, 1,330 yards; and the fourth at Clayton Hill, 1,200 yards; making in all rather less than 24 miles, which is shorter than the. united lengths of two tunnels on the London and Birmingham, and little more than the length of a single one on the Grand Western Railway now before Parliament. The whole of the tunnels, as, well as the open cuttings, are through chalk and sandstone. The highest embankments are 65 feet, but this in no instance for more than 200 yards in length, and only in one or two places. The land, comparatively speaking, is of little value. No parks or pleasure-grounds are interfered with, and the line is well adapted (better, indeed, than any other that could be chosen,) for branching eastward to Lewes, Newhaven, Hastings, and Tunbridge-Wells, &c. &c. westward to Shoreham, Worthing, and Portsmouth.

2. The long line proceeds by Merton, Epsom, Leatherhead, Boxhill, Dorking, Horsham, Shoreham, to Brighton, being a distance of about 58 miles, or nearly 11 more than the other. The steepest inclinations are 1 in 200 for at least 10 miles, and the others vary to a level as in the direct line. The cuttings are mostly through clay, the worst of materials; and to avoid tunnels, particularly near Horsham, it will be necessary to cut 90 to 100 feet deep for nearly three-. fourths of a mile.

The quantity of cuttings and embank. ments are about equal upon both lines. The land, however, upon the long line, consists of scarcely any thing else but parks and pleasure-grounds; it is altogether very expensive; and the proprie tors, with very few exceptions, are decidedly hostile. The entry into Brighton, too, is from one end only, instead of in the centre, as in the case of the direct or short line, so that a person going to Kemp Town after leaving the railway, would lose nearly as much time as onefourth of the journey from London. Again, this line may be shortened about two miles, but to do so there would have to be a tunnel of at least half a mile in length near Dorking, besides some very heavy additional cutting, which would materially increase the expense.

Upon the whole, therefore, the preponderance of advantage is decidedly on

the side of the direct line, except in the matter of tunnels. Considering, however, that there are to be no fewer than eleven tunnels on the London and Birmingham Railway, some nearly 14 miles long, and several upon the Grand Western now before Parliament, one of which is 1 miles long, the objection made on this ground to the Brighton line, can hardly be considered as of much weight.

I would just add, with regard to Mr. Cundy's line, a copy of which Mr. Herapath states he has seen and founds his arguments upon, that I am credibly informed, Mr. Robert Stephenson, when recently reporting upon it, used words to the following effect:-" The levels and survey are so incorrect, that it is impossible to form any opinion upon it."

Having now, I trust, placed the subject clearly before your leaders, it only remains that I should apologize for not replying to Mr. Herapath's letter earlier, owing to pressure of business, and to you, Mr. Editor, for having trespassed so much upon your columns, and

I remain, Sir,
Your obedient servant,

JAMES COMBE, Civil Engineer. 35, Nelson-square, Sth July, 1835.

WELCH COAL.

Sir, I observe a notice in your Magazine for June, respecting Welch coal for steamers. The advantages of this article are at present by no means fully appreciated. There are perhaps twenty veins or seams of coal in Wales, and the qualities differ widely. We have such as compares with Scotch and Newcastle in all respects, for heat, economy, and smoke. These find their way into the market, and, from their analogy to others, lose their Welch name. We have, besides these, veins or seams which produce very little smoke, and yet have much flame and heat; these are commonly known in the market as Welch coal by the names of Llangennech, or Nevill's Llangennech, Graigola, and Bryndewy. It probably may be attributed to the demand for and prices of these at the pits, that the striking advantage of yielding little smoke has in so small a degree attracted the public attention. I have frequently been astonished, in days of reform like the present, when the intellect is so much rescued from the clouds of ignorance

which have aforetime encompassed it' that the multitudes inhabiting large cities and towns suffer themselves still to be Smothered with blacks or smuts, from the numerous engine and manufactory chimneys, pouring volumes of black smoke on all around them. How is it, that none of our patriotic agitators think of inquiring, why they continue to consume coal yielding so much smoke, when, at but little more expense, they may obtain a species of fuel which is at once economical and free from the nuisance? In proof of the saving to be obtained from the use of Welch coal, I subjoin a certificate, of which I hold a copy, and wish you would invite the attention of your readers to the subject:

"An experiment was made on board the Ionian Government steam-vessel, the Eptaniros, between coals received from Glasgow and those from Swansea known by the name of Bryndewy coals; and the result was, that the same weight of the former were consumed in three hours, while the latter lasted four hours-being a difference of 20 per cent. in favour of the latter, each under equal circumstances.

(Signed) "JOSEPH THOMAS, "Commander of the Eptaniros. "Swansea, May 7, 1834."

I am, Sir, yours, &c.

A. B. C.

Notwithstanding the Welch interest apparent in the letter of our correspondent, we have no hesitation in adding our opinion, that the Welch coal fully deserves all that he has said in its commendation. Its properties were very fully inquired into in the course of the late Parliamentary Inquiry into Steam Navigation to India, and much valuable evidence was elicited in its favour. We subjoin an extract or two:T. L. Peacock, Esq., Assistant Examiner in the East India House, examined.

"How would coal, if required, be supplied for the Euphrates?-If coals were sent direct from England to Bussorah in sailing vessels, I think it would be cheaper than by sending through the Mediterranean; the best way would be to send it out as the Court did to Bombay last year: 500 tons of Llangennech coal were sent in a vessel chartered for the purpose direct from the port of Llanelly; the price of the coal was 10s. a ton, delivered hand-picked on board, and the freight was 25s., which was to clear all charges except the delivery at Bombay. Coal had never been sent before for less than 60s. per ton, taking all charges together; this coal is be