"Fastest Boat in the World.-The Steamboat Lexington made her first trip to Providence on Monday, and returned yesterday. She is elegantly fitted-up, and so arranged as to be airy and pleasant. But it is not in those respects particularly that she deserves notice, though in them she is probably equal to any other boat. Her superiority is in her firmness and ease in the water, and, above all, her speed, in which we suppose it is safe to say, she surpasses any boat in the world, and has, in fact, reached a degree which was supposed two years ago impossible, and which is calculated to throw some new ingredients into the inquiry respecting the relative value of the various modern improvements in travelling. The Lexington made her passage to Providence in twelve hours and twentyeight minutes, after deducting eight minutes for stops, and her passage back from Providence to opposite the Dry Dock, in this city, was performed within twelve hours. For a part of the way her speed was twenty miles an hour. The distance from New York to Providence is called two hundred and ten miles. The construction of the Lexington is in several respects novel, and as she acquires her superiority from those novelties, they will be interesting to all persons engaged in the building of vessels. She is 208 feet long, has 22 feet beam, and 11 feet hold. She is timbered in a manner to give the greatest degree of strength, and is put together with the utmost accuracy and niceness of work. manship. But that which enables her to endure, on so long a line, the immense pressure which bears upon the stem and stern while she is forced through the water at so rapid a rate, is, that the deck is an arch,' thus bringing the pressure against the ends of the timbers and planks instead of against their sides. The stroke of the piston is 11 feet, the diameter of the water-wheels 24 feet, and the revolutions 21 to 23 a minute. The boiler and the weight of machinery, as far as possible, is placed in the hold. The Lexington was built by Bishop and Simonson, under the direction of Captain Cornelius Vanderbilt, her owner. Her construction exhibits great knowledge of mechanical principles, and a peculiarly bold and independent genius. We ought to add, that notwithstanding her great speed, there are no woodpiles necessary on deck, and the expense of fuel is not more than half so great as in an ordinary boat."

NOTES AND NOTICES.

THE LETTERS PATENT AMENDMENT BILL was, on the motion of Mr. Tooke, read a second time in the House of Commous on Thursday last.—Mr. Mackinnon opposed it in a very sensible speech, on the ground chiefly of its leaving untouched that worst evil of the existing system, namely, the enormous expense; and pronounced it to be altogether "a miserable, bungling piece of legislation."-Mr. Parker regretted that the measure was not more comprehensive.-Mr. Wilks suggested the pro priety of allowing limited patents, as in France.Mr. Wallace supported the Bill, but trusted that a more comprehensive measure on the subject would be brought forward next Session. Mr Lennard regretted very much that this B.ll fell so far short of what the public had a right to expect.—Mr. Potter thought that they might still make this mea. sure more comprehensive in Committee.-The Lord Advocate of Scotland admitted that the expense was far too great, and that all fees connected with the taking out of patents should be reduced; but he recommended the House to pass this Bill, as it would form a foundation for more comprehensive and necessary measures next Session.-Dr. Bowring supported the Bill, as one step in the right way.— Mr. Pryme was anxious to reduce the expense, but as at this late period of the Session they could not pass a general measure, he would support the present Bill. Major Beauclerk thought they might as well at once introduce clauses into the Bill for lessening the expense in granting patents.-Mr. Mackinnon, though he felt as strongly opposed to the Bill as ever, would not, under the circumstances, obstruct its progress.-The Bill was then read a second time, and ordered to be committed on Tuesday next. So far well! All are agreed that it is a most deficient Bill, and that the only apology for passing it will be, that it nray lead to something better next Session, that is, by making, as we said last week, the bad much worse. The unanimity of opinion on the point of expense is particularly gratifying. On every former occasion when the Patent Laws have been under the consideration of Parliament, the danger of making patents cheap has been a favourite theme; but no one seems disposed to risk his character for common sense by talking in this way now. This is a great point gained. The relief sought for cannot now be far distant.

Colonel Macerone requests us to state, that "being at a distance from town, without access to dates, drawings, &c." he is obliged to defer till next week his reply to Mr. Ogle.

Communications received from Mr. CoathupeVindex-Rusticus-C. Z.-Marcellus-Mr. Hen

drie.

Erratum in Mr. Herapath's Communication:P. 356, col. 1, line 23, for "whose compass is interest and gold, the pole to which it points," read "whose compass is interest, and gold the pole to which it points."

Patents taken out with economy and de spatch; Specifications prepared or revised; Ca veats entered; and generally every Branch of Patent Business promptly transacted. Drawings of Machinery also executed by skilful assistants, on the shortest notice.

LONDON: Published by J. CUNNINGHAM, at the Mechanics' Magazine Office, No. 6, Peterborough court, between 135 and 136, Fleet-street. Agent for the American Edition, Mr. O. RICH, 12, Red Lion-square. Sold by G. G. BENNIS, 55, Rue Neuve, Saint Augustin, Paris. CUNNINGHAM and SALMON, Printers, Fleet-street,

Trevelyan's talents no one can doubt, but, in such an imperial strain to"Assume the God,

Affect the nod,

And seem to shake the spheres,"

is going a little too far in these days. If, when thus sublimely occupied in despatching with a few dicta or nods, subjects embracing much information in natural philosophy, he unquestionably exhibits a very small quantity of the requisite knowledge, he must expect that some of those whose names he publicly parades will deny his divinity, set his dicta at nought-smile at his nods, and revolt at the attempt to make his opinions laws. His fourth dictum, which is that in which I am more immediately inte. rested, is in these words:

"Steam-carriage Inventors: Gurney, Dance, Ogle, Macerone, Russell, &c., have all talked much of their success, and of the wonders they had performed, or were to perform, but as yet what have they done? Hancock boasted none, and has done a great deal; the slow motion which he has applied is a great improvement, which any practical mechanic will at once see."

This is not a good-natured paragraph, and shows but little knowledge of the subject or its difficulties. Gurney has withdrawn from the arena-Dance has, I believe, turned over his carriage to Mr. Macneil and others Gurney's boiler, much improved by Field, has been, with some excellent machinery, put into a great drag, and has lately worked powerfully and well to Reading, Marlborough, &c. Both wheels are always kept set, and there are no means of un-geering them in turning, which endangers the axle; a mechanical fault which the talents of Mr. Field will probably remedy. The objections to drawing passengers are numerous dust, ashes, and carbonic acid gas must affect the eyes, noses, and mouths of those who are in the carriage behind. Ascending steep slippery hills, I am not satisfied this drag will always do its duty; and, descending a very slippery one, the drag might swerve, and, per haps, cause serious accidents. Russell's boiler exploded, and was justly expelled Scotland. The machinery, though very pretty to look at and very compact, I think inefficient, excepting on a flat, smooth road. Hancock has done much; the slow motion for drawing heavy weights, or ascending very steep hills

at a slow pace, I think likely to prove serviceable; but there are mechanical objections, of which Mr. Trevelyan, without experience, can know nothing. With regard to myself, I can only say, I never "boasted," (and I never heard any one who had unfortunately embarked time and money in steam-locomotion, but Colonel Macerone boast)-I have travelled some of the most hilly and difficult roads in England, and though I have met with accidents in detail, and stoppages from the inattention of the men, and sometimes from the formation of clinkers on the bars, I know that I have ample powers to go at any required speed at any season of the year-perfect safety from explosion-more safety than any vehicle drawn by horses,-and, as far as I can judge, such durableness, as to make me think very lightly of the usual remarks on steam-carriages "being likely to be always out of order." Why, Mr. Trevelyan may ask, do you not commence operations, and place your vehicles on the road? The answer is very simple-want of sufficient money for such extensive outlays. I have expended years of labour and large sums, both necessary to bring such undertakings to a practical state. After travelling from London to Southampton, and thence to Liverpool, I expected support, and reaped expense and persecution. It was expected that. the journey was to be performed in a day! (it might be in a long summer's day,) but the axle, for which I had paid fifty guineas, was infamously made, and gave way before I reached Oxford. Though the efficiency of the power and the safety were unequivocally proved by the rate of travelling and the elevation of the hills, the breaking of the axle was considered a complete failure, and no support was given me; and Colonel Macerone, in particular, in his scurrilous and disgraceful pamphlet, ridiculed me for the time I expended on the road. Whatever accidents happened from the bad axle (the malicious act of some one plugging the suction-pipe, by which the boiler failed to be supplied with water and was made red-hot, which caused all other delays), not once were we deficient in power. Though the vehicle, with a new axle, ascended, at ten miles an hour, the fresh made trembling em bankment at St. Helen's, and with an injured boiler, from which a section had

been taken, affording the greatest proof of power, safety, and command ever yet given by a steam-carriage, it was not deemed sufficient. Though, after being severely wounded, I steered that vehicle in the depth of winter from Liverpool to London over bad roads and under every disadvantage, and with another section of the boiler taken out, more yet was required by those who professed their readiness to support the undertaking. The only benefit I reaped by such intense exertion was to have the mortgage on my factory foreclosed, and to find myself driven from my home and my county, and to see all the plans I had laid de. stroyed. I have still persevered, and in a stable, without (until very lately) even a foot-lathe, I have prepared two vehicles (the body of one of them is not yet in my possession), and made two boilers for them, which, for perfection of workmanship and superiority of structure, I fearlessly challenge the whole mechanical world to produce any that can compete with them. Unless an individual is possessed of considerable wealth, he cannot carry so great an undertaking so fully

into operation, and, at the same time, support his establishment in accordance with his grade in society, without endangering his credit, and fearing even worse consequences. Mr. Trevelyan has now the answer, and I add, that if ten (or a less number) gentlemen will raise a sufficient sum and pay every expense, including that of myself and servants, 1 will place the great splendid vehicle I have in a vessel, take it as far up the Rhine as possible, and then cross the Alps by the Simplon, and go on to where they like. I would, were I rich enough, do it myself instanter.

The time is not far distant when railways (excepting very short ones, like the Greenwich) will be found profitable only to engineers, lawyers, and managing directors. The Liverpool and Manchester pays the original shareholders almost 9 per cent., the present purchaser about 5. No two points in the kingdom can command an equal traffic; 9 per cent. is not enough, considering the quality of the security. Let us see the time required to go from Liverpool to Manchester by the railway ::

Three changes of vehicles, &c., and 24 hours expended in a distance of 31 miles, at the charge of 7s. 6d.

Let the road be in good condition through Warrington, and the steam-carriages will run it in as short a time for 1s. 6d. less, and without any changing. When this takes place-and it willwhat becomes of the railway shares? They will not be worth 257. per share. If this result may be anticipated on the Liverpool and Manchester, what will ensue on other railways? Can it be supposed that coach-proprietors, innkeepers, carriers, persons who have lent money on the trusts (a very serious consideration to those who have no other security than the tolls), and all concerned on the common roads in the transit trade, will be silent and sit still? Be assured that very soon they will begin to work for their own preservation. Hills will be levelled; soft roads made hard; water and coke stations prepared, and locomotive-car

riages ply, on the roads, and beat in speed comfort, safety, and cheapness, all the railroads, and return a profit to the Companies who work them greater than any undertaking with which I am acquainted.

The coachmen are the fittest men to steer the vehicles; every horse-boy and helper will be required; and the traffic to places like Tunbridge, Margate, Bath, Southampton, &c., facilitated and increased, to the benefit of every body, and not exclusively the shareholder and employés of railway-proprietors.

The coal-owners will be materially benefitted when steam-carriages are esta→ blished. Suppose a steam-carriage to consume one bushel of coke per mile, and to require a supply for 50 miles each day, and to work 313 days per annum, it would require 870 chaldrons a year, which being made at the pit-mouth of small coal, would prove a very profitable commodity. Suppose that coke for 2,000 miles a day were required from Northum