鈥業 will, first of all, presuppose that air has weight owing to the vapours and halations which ascend from the earth and seas to a height of many miles and surround the whole of our terraqueous globe; and this fact will not be denied by philosophers, even by those who may have but a superficial knowledge, because it can be29 proven by exhausting, if not all, at any rate the greater part of, the air contained in a glass vessel, which, if weighed before and after the air has been exhausted, will be found materially reduced in weight. Then I found out how much the air weighed in itself in the following manner. I procured a large vessel of glass, whose neck could be closed or opened by means of a tap, and holding it open I warmed it over a fire, so that the air inside it becoming rarified, the major part was forced out; then quickly shutting the tap to prevent the re-entry I weighed it; which done, I plunged its neck in water, resting the whole of the vessel on the surface of the water, then on opening the tap the water rose in the vessel and filled the greater part of it. I lifted the neck out of the water, released the water contained in the vessel, and measured and weighed its quantity and density, by which I inferred that a certain quantity of air had come out of the vessel equal in bulk to the quantity of water which had entered to refill the portion abandoned by the air. I again weighed the vessel, after I had first of all well dried it free of all moisture, and found it weighed one ounce more whilst it was full of air than when it was exhausted of the greater part, so that what it weighed more was a quantity of air equal in volume to the water which took its place. The water weighed 640 ounces, so I concluded that the weight of air compared with that of water was 1 to 640鈥攖hat is to say, as the water which filled the vessel weighed 640 ounces, so the air which filled the same vessel weighed one ounce.鈥? at little tables with pink lamps and negro waiters. I never heard I suppose I must have left the note lying open on the table of my office, said Algernon, speaking very distinctly, and not looking at his wife. journey ended I should meet him, too. And you see! The book I wrote was very much longer than that on the West Indies, but was also written almost without a note. It contained much information, and, with many inaccuracies, was a true book. But it was not well done. It is tedious and confused, and will hardly, I think, be of future value to those who wish to make themselves acquainted with the United States. It was published about the middle of the war 鈥?just at the time in which the hopes of those who loved the South were I most buoyant, and the fears of those who stood by the North were the strongest. But it expressed an assured confidence 鈥?which never quavered in a page or in a line 鈥?that the North would win. This assurance was based on the merits of the Northern cause, on the superior strength of the Northern party, and on a conviction that England would never recognise the South, and that France would be guided in her policy by England. I was right in my prophecies, and right, I think, on the grounds on which they were made. The Southern cause was bad. The South had provoked the quarrel because its political supremacy was checked by the election of Mr. Lincoln to the Presidency. It had to fight as a little man against a big man, and fought gallantly. That gallantry 鈥?and a feeling based on a misconception as to American character that the Southerners are better gentlemen than their Northern brethren 鈥?did create great sympathy here; but I believe that the country was too just to be led into political action by a spirit of romance, and I was warranted in that belief. There was a moment in which the Northern cause was in danger, and the danger lay certainly in the prospect of British interference. Messrs. Slidell and Mason 鈥?two men insignificant in themselves 鈥?had been sent to Europe by the Southern party, and had managed to get on board the British mail steamer called 鈥淭he Trent,鈥?at the Havannah. A most undue importance was attached to this mission by Mr. Lincoln鈥檚 government, and efforts were made to stop them. A certain Commodore Wilkes, doing duty as policeman on the seas, did stop the 鈥淭rent,鈥?and took the men out. They were carried, one to Boston and one to New York, and were incarcerated, amidst the triumph of the nation. Commodore Wilkes, who had done nothing in which a brave man could take glory, was made a hero and received a prize sword. England of course demanded her passengers back, and the States for a while refused to surrender them. But Mr. Seward was at that time the Secretary of State, and Mr. Seward, with many political faults, was a wise man. I was at Washington at the time, and it was known there that the contest among the leading Northerners was very sharp on the matter. Mr. Sumner and Mr. Seward were, under Mr. Lincoln, the two chiefs of the party. It was understood that Mr. Sumner was opposed to the rendition of the men, and Mr. Seward in favour of it. Mr. Seward鈥檚 counsels at last prevailed with the President, and England鈥檚 declaration of war was prevented. I dined with Mr. Seward on the day of the decision, meeting Mr. Sumner at his house, and was told as I left the dining-room what the decision had been. During the afternoon I and others had received intimation through the embassy that we might probably have to leave Washington at an hour鈥檚 notice. This, I think, was the severest danger that the Northern cause encountered during the war. e欧美性情一线在线http - [日本高清视频,www ] Borelli was a versatile genius. Born in 1608, he was practically contemporary with Francesco Lana, and there is evidence that he either knew or was in correspondence with many prominent members of the Royal Society of Great Britain, more especially with John Collins, Dr Wallis, and Henry Oldenburgh, the then Secretary of the Society. He was author of a long list of scientific essays, two of which only are responsible for his fame, viz., Theorice Medic?arum Planetarum, published in Florence, and the better known posthumous De Motu Animalium. The first of these two is an astronomical study in which Borelli gives evidence of an instinctive knowledge of gravitation, though no definite expression is given of this. The second work, De Motu Animalium, deals with the mechanical action of the limbs of birds and animals and with a theory of the action of the internal organs. A section of the first part of this work, called De Volatu, is a study of bird flight; it is quite independent of Da Vinci鈥檚 earlier22 work, which had been forgotten and remained unnoticed until near on the beginning of practical flight. A 60 horse-power engine was also made, having four vertical cylinders, each with a diameter of 5.5 inches and stroke of 5.75 inches, developing its rated power at 1,100 revolutions per minute. By accelerating up to 1,200 revolutions per minute 70 brake horse-power could be obtained, and a maximum of 80 brake horse-power was actually attained with the type. The flywheel, fitted as with the original 35 horse-power engine, weighed 37 lbs.; with this and with the ignition system the total weight of the engine was only 250 lbs., or 4.2 lbs. per horse-power at the normal rating. In this design, however, low weight in relation to power was not the ruling factor, for Green gave more attention to reliability and economy of fuel consumption, which latter was approximately 0.6 pint of petrol per brake horse-power per hour. Both the oil for lubricating the bearings and the water for cooling the cylinders were circulated by pumps, and all parts of the valve gear, etc., were completely enclosed for protection from dust. and Miss Pritchard has kindly offered to superintend your outfit. The feature most noteworthy in connection with the running of this type of engine was its flexibility; the normal output of power was obtained with 1,150 revolutions per minute of the crankshaft, but, by accelerating up to 1,400 revolutions, a maximum of 147 brake horse-power could be obtained. The weight was about 5 lbs. per horse-power, the cylinder dimensions being 5 inches bore by 7 inches stroke. Economy in running was obtained, the fuel consumption being 0鈥?8 pint per brake horse-power per hour at full load, with an expenditure of about 0鈥?75 pint lubricating oil per brake horse-power per hour.