L

The copious notes by the industrious editor of this work are highly valuable. They were wanted to make the journal a perfect history of the first twenty-eight years of the plantation. Winthrop did not foresee what an interest we should feel, two hundred years after his days, to know every particular and individual transaction; and he therefore related very little of personal anecdote or of family connexions. No man, perhaps, in the community would have performed the important service of supplying these deficiences so completely, or with such singular fidelity and accuracy, as the editor of this volume. The present generation is much indebted to him for his labours. Posterity will certainly

appreciate them.

It is objected, we know, by some, that the notes are too particular and minute. We do not think so. We like to know all that can be collected from any book, or publication, or record existing, of the individuals mentioned in the Journal, who acted a useful part in this early settlement. Besides, the anecdotes given of them throw much light upon some important events incidentally related; and serve to develope the characters and feelings of the puritan fathers of New England.

We have perused the notes to the first volume, which is the only one yet published; and have not been able to detect an error or unfounded assertion of any importance. There is a mistake, we believe, in the observation, that the Hon. George Partridge descended from the Rev. Ralph Partridge, the first minister of Duxbury. And it is said, also, that "little could be ascertained of Rev. Mr Jones, one of the first teachers or pastors of Concord church;" whereas Johnson, in his "Wonderworking Providence of Zion's Saviour," gives a particular account of the first settlement of that town in 1636; when Bulkley and Jones were ordained over the church. Jones is honoured by the writer of that quaint-titled book with some lines; not, indeed, of any poetic merit, but expressive of his high opinion of the piety and virtue of the character he eulogizes. Mr Jones soon left Concord, and settled in Connecticut, in the vicinity of New Haven. As impartial reviewers, we feel it our duty to speak, in unqualified terms, in praise of the correctness and fulness of the notes; and to bear our testimony to the industry and research of the editor. He must have perused all other printed histories with attention; and examined the manuscript records of the State and of the city of Boston. We would rather, however, that he had spoken with a little less severity of Hubbard and Mather. The public should be cautioned against

depending upon them in all cases; but, with a good deal of credulity and some incorrectness, they certainly collected many facts, and laboured for the public and posterity; and it seems to us, that they do not deserve indiscriminate censure.

In some of the opinions expressed by the learned editor upon the conduct of Winthrop and others, we do not entirely agree with him. The condition of our fathers was peculiar and critical. They were far removed from the civil power of the parent state; they were weak and unsettled; and many unprincipled adventurers forced themselves into their society, who could be governed only by strictness or severity. We will allow, that they were rigid, and sometimes intolerant. But they were sincere and pious; and what they did for the preservation of the peace and order of the churches, for the purity of faith, and for the suppression fanaticism and heresies, they believed absolutely necessary for the support of religious truth and of good government. Had they been as lax or liberal in that day as some contend, we fear their posterity would have been less moral and correct than they are.

We cannot close this hasty notice, without repeating our high estimation of this volume, and of the notes appended to it; rejoicing at the restoration of the true reading, which is one great benefit of this edition. We cannot now think of the work, without recollecting many of the prominent characters with interest and admiration. What if they did not figure in the politics and courts of Europe? Their memories are dearer and more valuable to us for their struggles and efforts in the cause of religion and freedom in this new world, where they laid deep and broad the foundations of a great, a prosperous, and a moral empire. We know not what characters it can be more important to us to see portrayed, than those of the wise and faithful Winthrop; of the polished and courteous Johnson; of the sincere, though sometimes too zealous Dudley and Endicott; of the apostolic and pious Higginson and Wilson; of the ardent and enthusiastic Cotton; of the laborious and evangelical Eliot ; of the amiable and heroic lady Arbella. But it is impossible in a workof this kind to speak of all the virtuous, and resolute, and holy men among the early settlers in New England; and we conclude our remarks, by recommending to every one who loves to cherish. the memory of the pilgrims, to place this Journal of Winthrop, as a precious document, in his library with Hutchinson's History and Mather's Magnalia; and, at some future day, with Judge Davis's Morton.

A Practical Treatise on Rail-Roads and Carriages, showing the Principles of Estimating their Strength, Proportions, Expense, and Annual Produce, and the Conditions which render them Effective, Economical, and Durable; with the Theory, Effect, and Expense of Steam Carriages, Stationary Engines, and Gas Machines. Illustrated by four Engravings and numerous useful Tables. By THOMAS TREDGOLD, Civil Engineer, Member of the Institution of Civil Engineers, &c. New York. 1825. 8vo. pp. 184.

THIS work has been some time before the American public, and, indeed, some time upon our own table; and we have been a little in doubt whether we had better add another to the number of writers upon the subject of canals and rail-roads, or let Mr Tredgold's book pass without comment. We have deter

mined on the whole to allot to it a small space, though its merits would demand a large one, and this chiefly, that posterity may not be in doubt whether we belonged to this age. We do believe, however, notwithstanding all that has been written and said, that there are yet many things relating to canals and rail-roads not well understood here; and especially do we believe, that in regard to the expediency of adopting either the one or the other, or any very extensive plan in New England, there are many circumstances and facts to be considered, which have not received › due attention in the public discussions of the subject. We shall not pretend, nor indeed would it come within the purposes of this Gazette, to go much at length into a subject involving so many particulars, and requiring so minute investigation in order to bring it distinctly before the public in its proper light, and in all its bearings upon private and public interest. But we have collected a few facts, and made some calculations upon them, which, we think, our readers may be pleased to see, though they will be far enough from encouraging the popular enthusiasm for canals and rail-roads, which seems so thoroughly to have imbued the public mind. For a more full investigation of the subject, we must refer our readers to the book whose title we have quoted above; as it contains probably a more satisfactory account of the different modes of inland transportation in Great Britain, than can be found elsewhere in the same space. Mr Tredgold is a philosophical as well as practical engineer, and has succeeded in uniting the qualities of both in this work in an eminent degree. All his estimates of the expenses of con

structing canals and rail-roads, however, are founded on data that vary somewhat from those which must be assumed here; particularly in regard to the cost of materials and labour. But of these topics more by and by. We will now select a few passages from Mr Tredgold's book, which will enable our readers to understand the general advantages of the different modes of conveyance, and give them a distinct view of the different kinds of rail-roads.

When it is attempted to compare rail-ways with canals, or common roads, it must be obvious that each mode has its reculiarities; the same may be said of each line of traffic. Hence it is important that those peculiarities should be studied with care; and we shall endeavour to collect them in a concise form for the advantage of comparison.

It is necessary to premise, that in every species of communication, we should endeavour to combine economy, speed, certainty, convenience, and safety. It is also necessary to consider the peculiar requisites of each species of communication.

For a canal, a competent supply of water is wanted, the quantity and expense of which is to be considered. A canal is limited to comparatively small changes of level; otherwise the delay and expense of lockage becomes too great. Canals are liable to frequent stoppages from frosts, floods, repairs; and in all kinds of trade these stoppages create serious inconveniences, if not much disappointment and loss. Canals interfere much with the right of streams and drainage; and consequently injure the property through which they are made, very considerably more than would be done by taking the part occupied by the canal. Both the first cost and the annual repairs of a canal exceed those of a rail-way; the excess differing according to the nature of the country. But in a country suited for a canal, the difference of first expense is more than compensated, by a greater effect being produced by a given power on a canal than on a rail-way, provided the motion does not differ much from three miles per hour, and this renders a canal decidedly better for a level district. On account of the resistance increasing in the ratio of the squares of the velocities, when bodies move in fluids, and also on account of the injury the banks would suffer by too rapid a movement of the water, the velocity of canal boats must be considered as limited to a speed not far exceeding that which they obtain at present; but on a rail-way, a greater velocity may be obtained with less exertion, even where animal power is employed.

A rail-road has more affinity to a turnpike-road than to a canal, both in structure and application. It differs from a turnpike in requiring to be level or slightly inclined, the ascents and descents

being effected by inclined planes, instead of the irregular undulations of the turnpike. To obtain these levels renders a rail-road more costly than a turnpike; for as to the expense of the rail-road itself, it will sometimes be less than a good turnpike road in the same place; for the interest of the excess of capital expended on the road will be less than the excess of annual expense to keep the turnpike in repair. But a horse will draw eight times as much on a rail-road as on a turnpike-road, when travelling at the same rate; and it is not improbable, that the reduced price of conveyance will cause eight times the quantity of traffic.

In a rail-road for an unequal trade, a descending plane in the direction of the greater traffic is desirable; the proportion of descent most favourable we shall show in our third chapter, only noting here that it is frequently an important advantage in any place where there is much ascent to arrive at the matter to be conveyed; a canal can take no such advantage, it must be level. The ascents and descents by inclined planes are much more expeditiously effected than by locks, and are not so limited to change of level.

But the great advantage of a rail-way will consist in its affording the means of transporting heavy goods with speed and certainty; if it be only so far as to double the speed of the fly-boats, it must be a material benefit. And recollecting that rail-roads are yet in an imperfect state, while the united talents of our civil engineers have been chiefly devoted to canals for about a century, we may confidently hope that there is yet scope for improvement; and we may fairly infer, that for new works, rail-roads will, in nine cases out of ten, be better adapted for public benefit than canals. * *

There are but three distinct kinds of rail-ways. The oldest and most extensively adopted plan consists in laying rails of wood or iron for the use of carriages with guiding flanges on the wheels: these are now termed edge rail-roads, in consequence of the ironrails being narrow and deep.

The next method differs from the first, in having the guiding flanges upon the rails instead of upon the wheels of the carriages; it gives the advantage of employing carriages that can be used where there are not rails laid down. Rail-ways of this kind are called tram-roads, from their being first used for running trams upon. The rails are also called flat or plate-rails.

The third kind was invented some years since by Colonel Sargeant of this city; but it is here attributed to Mr Palmer, who, we are bound in courtesy to believe, has made the same invention. in England. The following is Mr Tredgold's description of it.

The carriage is drawn upon a single rail, the surface of which is raised about three feet above the level of the ground, and it is