ST. HELENA INCLINED PLANE. St. Helena, July 3, 1831. Sir-Having noticed, in vol. xi. p. 271, of your valuable work, an answer by Mr. Thomas Deakin to an inquiry on the subject of an inclined plane, I am induced to forward you the following particulars of one lately constructed on this island; and while I trust they may prove interesting to some of your readers, I shall feel obliged if any of your numerous intelligent correspondents would relate particulars of any other inclined planes, which matches this one in steepness, as well as describe the machinery by which they are worked.

The line upon which this inclined plane is laid down, was in its natural state a continued series of ledges and precipices, and it was not the least difficulty of the undertaking to remove them. The length of the plane is 924 feet. It starts at an angle of 39°, and after a small deviation towards the centre, rises to 41° for the last 230 feet. The railway, as will be seen by the accompanying rough sketches, is a double one; one cart ascending while the other descends. The rails are formed of fir timber, of the dimensions marked; the fir timber is plated with iron 4th of an inch thick. These timbers rest upon wood sleepers, placed at an average parallel distance of 10 feet. The sleepers are bolted to the solid rock, and the intervals filled up with masonry. On every second sleeper, are rollers to ease the chain up and down, of the following form:

In the centre, is a stair for foot passengers; it contains near 700 steps; the machinery is worked by three mules, with a half-inch chain round the capstan, of two feet diameter; this chain broke; but as the greatest weight taken up (and the traffic is principally up) has not exceeded 16 cwt (cart included) it has been concluded that it is of very indifferent manufacture, and not suited to the purpose, having, no swivels in it. I must not forget to add, that the chain has been shut on the ends, and not on the

sides, as Mr. Deakin very justly recommends should be done.

The rough sketch of the apparatus will, I think, show its principle, which was adopted, I believe, in consequence of there being no cog-wheels on the island, which could be brought into action or depended on. The whole of the work was constructed on the island

except the chain. The expense has been defrayed by subscription, and economy studied in the greatest degree.

Having stated these different particulars, I have to conclude, by requesting answers from some of your many intelligent correspondents to the following queries:

If the machinery could be improved, and in what manner, keeping in mind that there are no cog-wheels to be procured on the island?

How the carts could be stopped when the chain breaks?

Yours, &c.

A SINCERE WELL-WISHER OF YOUR VERY VALUABLE

WORK.

Explanation of the Engravings. Fig. 1. Apparatus at the summit of the inclined plane for drawing up the carriages. A A is a stone pier bolted to the solid rock, and clamped with iron. B, a drum, 2 feet in diameter; e e, the palls. C, an upper drum for rope, 3 feet 6 inches diameter. D, break wheel. E E, a strong wooden platform; a a, bushes. FF, the lever bars, 12 feet in length each, which are turned by the mules. R, one of the rollers which conduct the chain from the drum to the inclined plane.

Fig. 2. A plan of the inclined plane; A A A A, the rollers. B B, the sleepers 8 inches square.

Fig. 3. Section of the plane. B B, the sleepers. CCC C, bolts through into

the solid rock.

Fig. 4. Perspective view of the inclined plane.

ST. HELENA INCLINED PLANE.

St. Helena, July 3, 1831. Sir-Having noticed, in vol. xi. p. 271, of your valuable work, an answer by Mr. Thomas Deakin to an inquiry on the subject of an inclined plane, I am induced to forward you the following particulars of one lately constructed on this island; and while I trust they may prove interesting to some of your readers, I shall feel obliged if any of your numerous intelligent correspondents would relate particulars of any other inclined planes, which matches this one in steepness, as well as describe the machinery by which they are worked.

The line upon which this inclined plane is laid down, was in its natural state a continued series of ledges and precipices, and it was not the least difficulty of the undertaking to remove them. The length of the plane is 924 feet. It starts at an angle of 39°, and after a small deviation towards the centre, rises to 41° for the last 230 feet. The railway, as will be seen by the accompanying rough sketches, is a double one; one cart ascending while the other descends. The rails are formed of fir timber, of the dimensions marked; the fir timber is plated with iron 4th of an inch thick. These timbers rest upon wood sleepers, placed at an average parallel distance of 10 feet. The sleepers are bolted to the solid rock, and the intervals filled up with masonry.

On

every second sleeper, are rollers to ease the chain up and down, of the following form:

In the centre, is a stair for foot passengers; it contains near 700 steps; the machinery is worked by three mules, with a half-inch chain round the capstan, of two feet diameter; this chain broke; but as the greatest weight taken up (and the traffic is principally up) has not exceeded 16 cwt (cart included) it has been concluded that it is of very indifferent manufacture, and not suited to the purpose, having, no swivels in it. must not forget to add, that the chain has been shut on the ends, and not on the

I

sides, as Mr. Deakin very justly re mends should be done.

The rough sketch of the app will, I think, show its principle, was adopted, I believe, in conse of there being no cog-wheels island, which could be broug action or depended on. The w the work was constructed on the except the chain. The exper been defrayed by subscription, a nomy studied in the greatest de

Having stated these differe ticulars, I have to conclude, by ing answers from some of your telligent correspondents to the f queries:

If the machinery could be i and in what manner, keeping that there are no cog-wheels t cured on the island?

How the carts could be stop the chain breaks?

Yours, &c.

A SINCERE WEN

OF YOUR VER
WORK.

Explanation of the Eng

Fig. 1. Apparatus at the the inclined plane for dra carriages. A A is a stone the solid rock, and clamp B, a drum, 2 feet in dian palls. C, an upper drum feet 6 inches diameter. D. E E, a strong wooden ] bushes. FF, the lever b length each, which are mules. R, one of the rol duct the chain from the d clined plane.

Fig. 2. A plan of the i AAA A, the rollers. I 8 inches square.

Fig. 3. Section of the sleepers. CCC C, bo

the solid rock.

1st.-Weight is every thing in exchanges.

2nd. Silver is the standard of value. 3rd. All nations should agree upon one weight and one measure.

The reviewer proposes, the decimal system of weights and measures, that the pound of 16 ounces shall be the unit of weight; and that 500 pounds (avoir-du-poids) shall, in silver coin," balance" £2,000 sterling. But then, we find £2,000 × 240 pence 500 pounds

960 pence per pound weight of silver, which is below the present mint price.

From 1804 to 1818, the Spanish dollar was issued by whom? The Bank of England, at 60 pence. There are 162 dollars to the European English and American English pound weight of 16 ounces. Consequently, 163 × 60 pence

1,000 pence. Is not the Marquis of Lansdowne right-weight is every thing in exchanges?

It has been proved, to the conviction of the Committees of each House of Parliament on the Eastern Trades, that the par of exchange between the American and Chinese, and more, his Majesty's East Indian subjects, is 720 cash for the dollar. Then, 720 × 163 = 12,000 cash. There are (need I repeat?) 12 Chinese ounces to the English pound weight of tea. Well, then, appealing, as we may invariably do, from the theories of men, which are not supported by the eternal laws of the Almighty Providence, we find, by the Marquis of Lansdowne's criterion-the "balance" of justice-the Bank of England (former) value of the dollar, determining the exchanges between America and China and his Majesty's Asiatic subjects!

That silver is the representative of

wages and profits, it is merely to state, and then to challenge contradiction, that, with the single exception of the United Kingdom, silver is, and ever has been, (including one and all of the English colonies) the monetary standard of value throughout the world. Indeed, the Chinese have no fixed price for gold. Neis ther have the American, English, or the French courts of justice. Gold, which in England is the standard of value, is, throughout the remainder of the world, a luxury.

The Russians have substituted platina for gold.

Mr. Alexander Baring has always supported this opinion, that gold is a luxury. Mr. Baring is, very much to his honour, a financial reformer. Who is a higher practical authority?

Mr. Dubost, by far the most talented English writer on Commercial science, stated, in 1805, that "in attempting to refute the errors sanctioned by writers who have spoken of the intrinsic par of exchange, without having correctly understood the subject, I prove (Mr. Dubost speaks) that, in respect to two countries, there must be two pars of exchange; one resulting from a comparison of their coins of gold, and the other from that of their coins of silver; and that these pars must remain distinct."

Just so. In the last year, the Ameri cans, who have no idea of luxury, raised the price of the pound of gold to 16 pounds of silver, which is, and has been, the Spanish and Portuguese value, both European and American, since 1772. The most profitable trade, the American English have since had with the European English is, in the importation of silver and the exportation of gold. Why? Because