Brought forward From the 4th October to the 12th Dec. 14 From the 13th Dec. to the 6th Feb. 11 980 616 9 189 4137 450 3687 7 3 The milk being measured when milked from the cow, there must be deducted for cream 1 10 0 3687 quarts of skim milk, at 1d. per quart........ 15 Sold the calf for Value of manure, four large waggon loads..... 300 The same as in 2 0 4 6 21 10 8 **Having been taken ill with the yellows at the time of her calving, she required the assistance of a farrier for three weeks. The complaint fell into the udder, and was (no doubt) the cause of her not giving so great a quantity of milk as she did the season before. This complaint was very general. amongst milch cows that spring in this neighbourhood; many cows totally lost their milk, and some died of the disease. I have stated this, because many persons have asserted I ruined my cow's constitution by milking her so long; and that she would never be the same again. The produce of milk was not so much as last season; but I have no doubt that was in consequence of the complaint, and not from any other cause whatever. The produce of butter this season proves her milk to have been equally as rich as it was the former season; the quantity of butter being in proportion to the quantity of milk. It will be observed, that the first fortnight she gave no more milk but what the calf sucked; and that she was not milked so long, by three wecks and one day, as she was the former season. Improved Tram-Plates for Carriages on Rail Roads. Invented by Mr. CHARLES LE CAAN, of Llanelly, in Wales. With an Engraving. From the TRANSACTIONS of the SOCIETY for the Encouragement of ARTS, MANUFACTURES, and COMMerce. Twenty Guineas were voted by the Society for this Communication. I HAVE forwarded to the Society of Arts, &c. a specimen of my new method of laying rails, or tramplates, on such a plan as has met the entire approbation of those who have seen it, and are acquainted with the principle on which such roads should be formed. Rail roads are daily increasing, from the great advantage they afford to those manufactories connected with mines and minerals, particularly to collieries. They also promote agriculture, by occasioning lime to be procured from places almost inaccessible by any other means, or from whence it could not be otherwise brought on moderate terms. I flatter myself that every improvement on this system will be of national importance. The honour I received last year from the Society of Arts, &c. has stimulated me to submit the present subject to their consideration. I have also sent a drawing of my method of laying the tram-plates, with an estimate of the saving that will arise to the public, by adopting the said method, with necessary remarks on the principle on which it is founded. The leading rail or tram-plate has neither tenon or mortise over the plug. The stop-plate terminates the specimen, which stop-plate should go in with some degree of tightness when laid for actual use, but in the present case that force is not necessary, as the wooden wooden blocks by a carriage of upwards of 200 miles, may in some small degree be misplaced. I hope any impediment of that nature will be rectified or allowed for. I wish it to be understood, that a stop-rail is intended to be placed at every 30 yards, at which distance any repairs may be made within ten minutes, which by the present mode frequently occupies more than twice that time, exclusive of disturbing in some measure the line of road. By my method, the plate has a certain degree of play, which is absolutely necessary to avoid that breakage which too frequently takes place whea they are fixed with nails and plugs. The plates which I send have been fixed in stone blocks, and are nearly as rough as when taken from the sand. If I am favoured with any mark of the Society's approbation, I shall hold myself bound to transmit such further communications on this subject as may be required by them, or any person desirous of adopting my plan. The following Letters of Approbation were also communicated to the Society. Sir, I have considered the improvement made by you in the specimen exhibited of a new design of a tram-plate, and am of opinion that much advantage may be derived to tram roads by the adoption of your plan in preventing the temptation of stealing the wrought-iron nails, with which the plates are usually fastened, and by facilitating the operation of laying down new tram roads, and repairing of old ones. I am, Sir, your most humble şervant, Llangennech Park, April 2d, 1806. J. VANCOUVER. To. Mr. Le Caan. Sir, Sir, Several tram-plates on your new method of fixing without either nail or plug have been cast under my immediate inspection, at Stradey furnace. The same may be made with as much ease as any others now in use, and I conceive they will obviate the many impediments that arise from the irregularity of driving the nails. I have no doubt from my observation of yours, but that they will answer extremely well, and prove less expensive. I am, Sir, your obedient servant, Stradey Furnace, April 18, 1806. J. LEWIS. Certificates were also received from Mr. R. Jones of Swansea, Agent to General Ward's Colliery; from Mr. James Barnes, who formed the Myther and Carmarthenshire rail road; and Mr. Edward Martin, of Morristen, an eminent Colliery, surveyor and planner of rail roads, all testifying the advantage of Mr. Le Caan's invention. Reference to the Engraving of Mr. CHARLES LE CAAN'S improved Tram-Plates for Rail-roads. Plate XVI. Fig. 13, 14, 15, 16. The Tram-plates, Figs. 13 and 14, are fastened by means of a tenon and mortise A B, each having a correspondent bevel, just sufficient to keep the end from rising up, so that the head of one plate confines the end of the other; by this means, the workmen are obliged to form their road in right lines, and maintain perfect levels, levels, as the mortise and tenon confine them to the required exactness necessary to make a perfect road: curves or any given segment may be formed with the same nicety, by having two bevel rails or plates made for such purposes. Fig. 14 a side view or longitudinal section of the two plates placed on their stone blocks or sleepers. CD shew two plugs in dotted lines, one bevel, the other perpendicular, cast in the stop-rail or plate, which is so called as it prevents the others from moving, and when taken up releases all those between the stop-plates; 25 yards of rail-road made with these plates may be taken up and replaced within ten minutes. The plugs in dotted lines are shewn in their proper positions within the sleepers EFG. The usual length of a tram-plate is three feet, the flanch or outside edge H, about one inch and half high, the sole or bed I, from three inches and a half to four inches broad, and three-fourths of an inch thick, but these dimensions may be varied according to circumstances; the most approved weight has been 14 pounds to the foot, or 42 pounds to the plate; the ends from which the plugs project, and to which the tenons and mortises fasten, should be one-fourth of an inch thicker than the other part of the plate. Figs. 10 shew the under part of the tenon and mortise, and the form of one of the sloping or bevel plugs. The diameter of the plug near the shoulder is one inch and three quarters, reducing to one inch, its length two inches and a half, forming an angle of eight degrees, the plate from which it projects is counter sunk, SO |
