tree, has a place in the materia medica. Its taste is intensely bitter. It is said to have been sometimes used by the brewers in the preparation of beer, instead of hops: but the use of it for this purpose is prohibited, under severe penalties.-(See ALE AND BEER.) The price of quassia in bond varies from 17. 4s. to 11. 6s. a cwt. The duty is 8/. 178. 6d. ; it is of course intended to be prohibitory; and is one of the few imposed for such a purpose, against which no good objection can be urged. QUEBEC, the capital of Canada, and of the British possessions in North America, on the north-west bank of the river St. Lawrence, about 340 miles from its mouth, in lat. 46° 48′ 49" N., lon. 71° 10′ 45′′ W. Population in 1831, 27,562. Quebec is situated on a ridge, or promontory, formed by the St. Lawrence on the S. and W., and the river St. Charles on the E. The extremity of this headland, called Cape Diamond, is about 345 feet above the level of the water, and on it the citadel is built. The town extends from the citadel, principally in a north-east direction, down to the water; and is, from the difference of elevation, divided into the upper and lower towns. The fortifications, which are very strong, extend across the peninsula; the circuit within them being about 2 miles. From their situation, many of the streets are uneven; they are also, for the most part, narrow; but they are either well paved or Macadamised. The greater number of the houses are built of stone, with shingle roofs. Some of the public buildings are elegant, and well adapted for their purposes. The harbour, or basin, lies between the town and the island of Orleans. It is safe and commodious: the water is about 28 fathoms deep, with a tide rising from 17 to 18 feet; and at springs from 23 to 25 ditto. Quebec was founded by the French in 1608. In 1629, it was taken by the English; but was restored in 1632. It was again taken by the English under General Wolfe, who fell in the engagement, in 1759; and was finally ceded to us by the treaty of Paris in 1763. The rapid increase of population in Upper Canada has occasioned a proportional increase of intercourse between Quebec, Montreal, &c. The first steam boat that plied on the St. Lawrence was launched in 1812. There are now above a dozen steam boats, 1 of them of 600 tons burden, employed in the conveyance of goods and passengers between Quebec and Montreal; and a steam ship of from 700 to 800 tons burden is engaged in the trade between Quebec and Halifax in Nova Scotia. Thus is formed a line of steam communication from the Atlantic to Amherstburgh, one of the remote settlements of Upper Canada,-a distance of more than 1,500 miles; which we may soon expect to see extended to the head of lake Huron, and eventually to the western extremity of lake Superior, about 700 miles beyond Amherstburgh; giving to Quebec a command of internal navigation inferior only to that of New Orleans. The navigation at Quebec closes at the end of November or beginning of December, and opens in April. Below Quebec the river is seldom frozen over; but the masses of floating ice, kept in constant agitation by the flux and reflux of the tide, render navigation impracticable. The waters of the St. Lawrence are very pure; and in point of depth and magnitude it is one of the noblest rivers in the world.-(Bouchette's British Dominions in America, vol. i. p. 272.) Quebec is a free warehousing port. We have already given (see vol. i. p. 425.) an account of the aggregate value and amount of the trade and navigation of Canada, and our other possessions in North America, for three different periods; viz. 1806, 1825, and 1831. The act 3 & 4 Will. 4. c. 59., regulating the colonial trade, and the duties upon the different articles imported into Canada and the other colonies, is given vol. i. pp. 426–434. But the following statements illustrate some of these points in detail, while others refer particularly to the trade, charges, &c. peculiar to Quebec and the St. Lawrence. Deducting 1-10th from the currency value of Paper Currerey-There is no established government bank in the Tovince; but there are private chartered banks, which have the ollowing sums of paper currency in circulation, viz. Quebec Bank L. 3. d. 28,393 0 0 - 88,513 50 8,431 10 0 Z. 125.368 15 0 these coins will give their sterling value. N. B.-No notes or other paper money are issued on the credit of the province. Accounts kept in Halifax currency. Measures.-Standard wine gallon, liquid measure of the province. The Canada minot for all grain, &c. except where specially agreed upen to the contrary; and this measure is about 1-8th larger than the Winchester bushel. The Eaglish Winchester bushel, when specially agreed for. The Paris foot, for all measures of lands granted pre vious to the conquest, and all measures of length, except an agree | The standard English yard for measuring all cloths or stuffs, sold by ment is made to the contrary. The English foot, for measure of the yard or measure of length. The English ell, when specially lands granted since the conquest, and wherever specially agreed upon. I agreed upon. Wise gallons Brandy. Gin and whisky 2 9 60 bobea 91,092 · 2 0 9,109 The remaining exports consist of British fabrics, West India produce, and teas re-exported. Nine tenths of this trade is carried on from Quebec. A great proportion of the imports is, however, consumed in Upper Canada; and it also supplies a very large share of the exports; but it is impossible, owing to the inaccuracy of the returns, to discriminate the imports and exports on account of each province. An Account of Arrivals at Quebec in the Years 1831 and 1832. N. B.-We are indebted for these details to the valuable work of Mr. M'Gregor on British America, 2d edit. vol. ii. pp. 504-515. Population.-According to the latest census, the population of Lower Canada amounted to 539,822. For vessels not exceed From Three Rivers, To Montreal, and If above 200 tons and (From Montreal, and and above Port above Three Rivers, 81. 15. cur. rency. 101. 138. above Three Ri not vers, 134. cur. exceeding 250 tons. 161. If above 250 tons Quantity and Declared Value of the different Articles of British and Irish Produce and Manufacture exported to the North American Colonies in 1831.-(Parl. Paper, No. 550. Sess. 1833.) Immigrants.-The number of immigrants arrived at Quebec, in 1629, was 15,945; in 1830, 28,000; in 1831, 50,254; in 1832, 51,746; [in 1833, 22,062; in 1834, 30,217; in 1835, 30,017; in 1836, 27,513; in 1837, 21,855; in 1838, 2,950; and in 1839, 7,413.--Am. Ed.] MONTREAL, the second town of Canada, is situated on the south side of an island of the same name, in the St. Lawrence, about 180 miles above Quebec, in lat. 45° 31′ N., lon. 73° 35' W. Population 27,000. The harbour is not large, but it is safe and commodious; the facilities for navigation afforded by the noble river on which it is situated being such, that vessels of 600 tons burden may ascend thus far without difficulty. The North American fur trade principally centres in Montreal; which also enjoys the principal share of the commerce between Canada and the United States. It is increasing faster than Quebec, or than any city in British America. Imports and exports included in those of Quebec. (QUEBEC.-A Comparative Statement, for the Seven Years ending with 1835, of the Tonnage and Seamen employed in the Export Trade of the Province of Canada, distinguishing the Proportions thereof cleared in each Year for the United Kingdom from those of other Ports; the Tonnage cleared for the United Kingdom with Wood and other Goods separately; together with the Value of the Exports under each Head.-(Customs' Return.) Note.-The Returns from Gaspé have only been received to the 5th July last, and from New Carlisle to the 10th of October, 1835.—Sup.) QUERCITRON BARK, the bark of a species of oak growing in many parts of North America. It is used in dyeing yellow colours.-(Sec BARK.) QUILLS (Fr. Plumes à écrire; Ger. Posen; Federkiel; It. Penne da scrivere; Rus Stivoli, Sp. Canones para escribir), the hard and strong feathers of the wings of geese, ostriches, swans, turkeys, crows, &c. used in writing. They are classified according to the order in which they are fixed in the wing; the second and third quills being the best. Crow quills are chiefly used for drawing. The goodness of quills is judged partly by the size of the barrels, but more by the weight; hence the denomination of quills of 14, 15, &c. oths, per mille, each mille consisting of 1,200 quills. The duty on goose quills produced, in 1832, 4,202 118.; which, as the duty is at the rate of 2s. 6d. the 1,000, shows that the number of quills entered for home consumption that year must have amounted to 33,668,000. Quills are principally imported from the Netherlands and Germany; but those from Riga are the finest. The price of Riga quills in London, in February, 1834, duty paid, was as under: RAGS (Du. Lompen, Vodden; Fr. Chiffes, Chiffons, Drapeaux, Drilles; Ger. Lumpen; It. Strasci, Strazze; Rus. Trepje; Sp. Tropos, Harapos), shreds or fragments of (generally decayed) linen, woollen, or cotton cloth. Though commonly held in little estimation, rags are of great importance in the arts, being used for various purposes, but especially in the manufacture of paper, most of which is entirely prepared from them. As the mode in which British rags are collected must be well known to every one, the following statements apply only to the trade in foreign rags. Woollen Rags.-Woollen and linen rags are imported in considerable quantities from the continent of Europe, and from Sicily. The woollen rags are chiefly used for manure, especially in the culture of hops; but rags of loose texture, and not too much worn or decayed, are unravelled and mixed up with fresh wool in the making of yarn; a practice more favourable to the cheapness than to the strength and durability of the fabrics into which this old wool is introduced. Woollen rags are also used for making flocks or stuffing for beds, &c.: this process is performed chiefly by the aid of the same kind of engines that prepare pulp for paper; these wash the rags thoroughly, at the same time that they grind and tear them out into separate threads and fibres. The chief importation of woollen rags is from Hamburgh and Bremen; and there are some got from Rostock, but the quantity is trifling. The total average importation varies from 300 to 500 tons, and the price ranges from 61. to 7. per ton, duty (78. 6d.) and freight paid on such as are used for manure; and from 13. to 15. for coloured woollens of loose texture, and 18/. to 201. for white of the same description. Linen Rags are principally imported from Rostock, Bremen, Hamburgh, Leghorn, Ancona, Messina, Palermo, and Trieste. Their export from Holland, Belgium, France, Spain, and Portugal, is strictly prohibited. The imports usually amount to about 10,000 tons; worth, at an average, from 21. to 221. per ton, duty (58.) and freight included. Exclusive of the very large quantity collected at home, all the rags imported were, until very recently, employed in the manufacture of paper; but the Americans, who have for some years been large importers from the Mediterranean and Hamburgh, have lately come into the London market, and purchased several cargoes: a circumstance sufficiently indica tive of the languid state of the paper manufacture in this country, occasioned by the oppressive amount of the duties with which it is burdened, and of the duty on advertisements. (See PAPER.) The imported rags are coarser and inferior in appearance to the English; but, being almost exclusively linen, they are stronger, and bear a price disproportioned to the apparent difference in quality: this disproportion has been materially augmented since the introduction of the process of boiling the rags in ley, and afterwards bleaching them with chlorine, has rendered foreign rags fit for making fine paper, and, indeed, in some respects preferable for that purpose, by their affording greater strength of texture combined with equal whiteness of colour. There is considerable variety in the appearance of rags from different ports; but, in general, those from the north of Europe are darker and stronger than those from the Mediterranean ports. The latter are chiefly the remains of outer garments, and have become whitened by exposure to the sun and air; but since the improvements in bleaching, this does not much enhance their value in the British market. The rags shipped from Trieste are chiefly collected in Hungary. It is only within these few years that we have brought rags from this port, which now furnishes us with considerable supplies. Most part of the rags collected in the Tuscan states, to the extent of 10,000 or 12,000 bags a year, goes to America. Freights are, at an average, about--Hamburgh and Bremen, linen 20s. per ton, woollen, 258.; Rostock, 40s.; Ancona and Leghorn, 38s. to 40s.; Trieste and Sicily, 45s. to 46s. Linen rags are almost all selected and assorted previously to their shipment from the foreign port. Their distinguishing marks and prices per cwt. in the London market, January, 1832, were as follow: viz. RAIL-ROAD, TRAM OR WAGON ROAD, a species of road having tracks or ways formed of iron, stone, or other solid material, on which the wheels of the carriages passing along it run. The object in constructing such roads is, by diminishing the friction, to make a less amount of power adequate either to impel a carriage with a greater velocity, or to urge forward a greater load. Construction of Rail-roads.-The friction on a perfectly level rail-road, properly constructed, is estimated to amount to fromth to th only of the friction on an ordinary fevel road; so that supposing the same force to be applied in both cases, it would move a weight from 10 to 7 times as great on the former as on the latter. But if there be a very moderate ascent, such as 1 foot in 50, which in an ordinary road would hardly be perceived, a great increase of power on the rail-road is required to overcome the resistance that is thus occasioned. The reason is, that the ordinary load on a level rail-road is about seven times as great as on a common turnpike road; so that when the force of gravity is brought into operation by an ascending plane, its opposing power, being proportioned to the load, is 7 times as great as on a common road. Hence the vast importance of having rail-roads either level, or as nearly so as possible. It is also of great importance that rail-roads should be straight, or, at least, free from any abrupt curves. Carriages being kept on the road by flanges on the wheels, it is obvi ous, that where the curves are quick, the friction on the sides of the rails, and consequent retardation, must be very great. In the Manchester and Liverpool rail-road, the curves form segments of a circle which, if extended, would embrace a circumference of 15 miles. Iron rail-roads, the kind now generally used, are of 2 descriptions. The flat rail, or tram road, consists of cast-iron plates about 3 feet long, 4 inches broad, and an inch or 1 inch thick, with a flaunch, or turned up edge, on the inside, to guide the wheels of the carriage. The plates rest at each end on stone sleepers of 3 or 4 cwt. sunk into the earth, and they are joined to each other so as to form a continuous horizontal pathway. They are, of course, double; and the distance between the opposite rails is from 3 to 44 feet, according to the breadth of the carriage or wagon to be employed. The edge rail, which is found to be superior to the tram rail, is made either of wrought or cast iron; if the latter be used, the rails are about 3 feet long, 3 or 4 inches broad, and from 1 to 2 inches thick, being joined at the ends by cast metal sockets attached to the sleepers. The upper edge of the rail is generally made with a convex surface, to which the wheel of the carriage is attached by a groove made somewhat wider. When wrought iron is used, which is in many respects preferable, the bars are made of a smaller size, of a wedge shape, and from 12 to 18 feet long; but they are supported by sleepers, at the distance of every 3 feet. In the Liverpool rail-road the bars are 15 feet long, and weigh 35 lbs. per lineal yard. The wagons in common use run upon 4 wheels of from 2 to 3 feet in diameter. Rail-roads are either made double, 1 for going and 1 for returning; or they are made with sidings, where the carriages may pass each other.-(See the able and original Essays on Roil-roads, by Charles Maclaren, Esq., in the Scotsman for 1824, Nos. 511, 512. and 514.; see also Mr. Booth's Pamphlet on the Liverpool and Manchester Rail-road.) ance. Speed of Carriages on Rail-roads, &c.-The effect of rail-roads in diminishing friction is familiar to every one; and they have long been used in various places of this and other countries, particularly in the vicinity of mines, for facilitating the transport of heavy loads. But it is only since the application of locomotive engines as a moving power, that they have begun to attract the public attention, and to be regarded as of the highest national import These engines were first brought into use on the Darlington and Stockton rail-road, opened on the 27th of December, 1825. But the rail-road between Liverpool and Manchester is by far the greatest undertaking of this sort that has hitherto been completed. This splendid work, which is executed in the most approved manner, cost between 800,0007. and 900,0007.; and, as far as speed is concerned, has completely verified, and, indeed, far surpassed, the most sanguine anticipations. The road has the advantage of being nearly level; for, with the exception of a short space at Rainhill, where it is inclined at the rate of 1 foot in 96, there is no greater inclination than in the ratio of 1 foot in 880. The length of the rail-road is 31 miles; and it is usual to perform this journey in handsome carriages attached to the locomotive engines, in an hour and a half, and sometimes less! So wonderful a result has gone far to strike space and time out of the calculations of the traveller: it has brought, in so far, at least, as respects the facility of passing from the one to the other, Liverpool as near to Manchester as the western part of London is to the castern part! |