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... ntent at http://about.jstor.org/participate--jstor/individuals/early-journal--content. JSTOR is a digital library of academic journals, books, and primary source objects. JSTOR helps people discover, use, and build upon a wide range of content through a powerful research and teaching platform, and preserves this content for future generations. JSTOR is part of ITHAKA, a not--for--profit organization that also includes Ithaka S+R and Portico. For more information about JSTOR, please contact support@jstor.org. AUGUST 3, I 888.] AUGUST 3, I 888.] turing to hint that they would soon pass them. Now, however, as usual with all changes in England, the progress there has taken a great step forward, and even the lines south of London, or more properly speaking, of the Tharnes Valley, are waking up, and the French also have ventured to reduce the time of the Calais and Paris express some fifteen minutes. The fastest train between London and Edinburgh has hitherto been the Great Northern, from King's Cross, and it has performed the journey of 396 miles in nine hours. This same train noxr performs the distance in eight hours and a half, and of this tirne there are twenty minutes taken up for lunch at York, so that the run is seen to be very excellent indeed. On the other hand, the Northwestern, which has hitherto (lone the 40I miles between London and Glasgow in ten hours, has knocked off a whole hour, ancl runs the distance in nine hours, at a speed of forty-four and a half miles per hour, including stoppages, which consume forty-five minutes. Hence, while running, the speed is over forty-eight and a half miles per hour. Of the distance of 401 miles, I90 are over the hills of the Lake district and the Scottish Lowlands, but are covered at the same speed, about forty-seven miles per hour. The Northwestern line has to climb to an elevation of 870 feet over Shap Fell, and the Caledonian sixteen hundred feet at Beattock, with long grades of seventy and seventy-fiXre feet to the mile in both cases. The WIidland, again, which attains an elesation of fifteen hunclred feet llear the head of the Eden Valley, and has a large number of seere curves and gradients, runs 423 miles between London and Glasgow in nine hours and twenty minutes. This is really a better performance than that of the Northwestern, for one of its trains runs twenty-two miles further in only twenty minutes more time. Of the sixty minutes reduction in time by the Northwestel-n train from Euston station, it is remarkable that the whole of it is taken out of the running time, for the stops are as frequent and as long as before. The 250 miles between lManchester and Glasgow are completed in five hours and fifty minutes, with six stoppages. Between Manchester and London there are run daily no fewer than forty-two trains, which maintain a speed, includingstoppages, of over forty miles per hour, and as many as twenty-seven similar traills between London and Liverpool. From London to Manchester is 2032 miles, and the shortest time is four and a quarter hours, by the Great Northern, with a climb of a thousand feet, in Longdendale near Penistone. This run includes a stop of five minutes at Grantham and of four minutes at Sheffield. The time of this train is three hours and twelve minutes to Sheffield, which is I624 miles from London. The speed is thus close upon fifty-one miles to Sheileld, or, deducting a stop of fi.ve minutes at Grantham, over fifty-two miles per hour, and this allows nothing for the slacking off at stops and the time lost in attaining full speed, this loss being always considerable with the large-wheeled engines used in England. These fast English expresses are by no means light trains: the Scotch expresses especially are long, fully loaded trains, and the speeds attained with regularity and punctuality as well as economically as regards fuel, ought to receive attention on this side of the Atlantic, where it is the fashion to believe or pretend to believe that English locomotives are inferior machines, and universally provided with rigid wheel base, and ur.provided with either bogies or other means of axle radiation. The incorrectness of this assumption is shown by the following facts. The three routes to Scotland are worked by the somewhat different types of locomotives owned by four English and three Scotch railways. One company, the London and Northxvestern, employ a single pair of wheels in radial guides under the front end of the engine. Another, the Great Northern, use a four-wheel truck with cylindrical centre pin and no lateral motion, and the five others employ the Adams four-wheel bogie, which has practically universal motion, the centre pin being a portion of a sphere, and he lateral motion being regulated by adjustable springs instead of with links as in American trucks. Thus none of the heavy express engines running these important trains have a rigid wheel base. turing to hint that they would soon pass them. Now, however, as usual with all changes in England, the progress there has taken a great step forward, and even the lines south of London, or more properly speaking, of the Tharnes Valley, are waking up, and the French also have ventured to reduce the time of the Calais and Paris express some fifteen minutes. The fastest train between London and Edinburgh has hitherto been the Great Northern, from King's Cross, and it has performed the journey of 396 miles in nine hours. This same train noxr performs the distance in eight hours and a half, and of this tirne there are twenty minutes taken up for lunch at York, so that the run is seen to be very excellent indeed. On the other hand, the Northwestern, which has hitherto (lone the 40I miles between London and Glasgow in ten hours, has knocked off a whole hour, ancl runs the distance in nine hours, at a speed of forty-four and a half miles per hour, including stoppages, which consume forty-five minutes. Hence, while running, the speed is over forty-eight and a half miles