,transcribed from the third edition by ,peter ,barnes4 ,,minimum ,,gauge ,,railways3 ,,their ,,application1 ,,construction1 ,,and ,,working4 99 99 99 99 99 ,being an account of the origin and evolution of the #ae in4 gauge line at ,duffield ,bank1 near ,derby2 also of the installation of a similar line at ,eaton ,hall1 near ,chester2 together with various notes on the uses of such ,railways1 and on the results of some experimental investigations relating thereto4 99 99 99 99 99 ,,by ,sir ,,arthur ,,percival ,,heywood1 ,bart41 ,m4,a4 99 99 99 99 99 ,,third ,,edition4 ,,printed ,,for ,,private ,,circulation4 99 99 99 99 99 ,contents4 ,,page ,,preface #e1 #f ,i4 ,,introduction #g ,,ii ,,objects ,,of ,,the #ae ,,in4 ,,gauge #i ,,iii ,,construction ,,of ,,the ,,duffield ,,bank ,,line #aa ,,iv ,,details ,,of ,,the ,,eaton ,,hall ,,line #ae ,v ,,locomotives #be ,,vi ,,wagons ,,and ,,cars #cb ,,vii ,,the ,,duffield ,,bank ,,workshops #cf ,,viii ,,scientific ,,considerations #ch ,,ix ,,remarks ,,on ,,narrow ,,gauge ,,railways #db ,x ,,appendix #df ,preface to ,second ,edition4 ,,in the year #ahha1 when the ,royal ,agricultural ,society held their show in ,derby1 it was represented to me that1 as many of the members were interested in the cheap transport offered by narrow gauge railways1 it would be appreciated if ,i opened my experimental line at ,duffield to inspection during the week4 ,in order to facilitate the comprehension of the objects of this little railway1 the late ,secretary of the ,society suggested that ,i should draw up a short descriptive pamphlet to place in the hands of visitors4 ,this was done with success and much saving of verbal explanation4 ,thirteen years later1 having added considerably to the rolling stock and improved many of the details1 ,i decided to give a three days exhibition1 and to issue a general invitation to all interested in the promotion of such lines1 at the same time taking the opportunity to revise and amplify the first edition of this pamphlet4 ,a4 ,p4 ,h4 ,august1 #ahid4 ,preface to ,third ,edition4 ,,some four years have elapsed since the second edition of this pamphlet was exhausted4 ,during this period ,i have constructed and equipped at ,eaton ,hall1 ,cheshire1 a line which has been in regular use since ,may1 #ahif1 exactly similar to my own at ,duffield4 ,this railway having been made wholly for practical purposes and on strictly economic principles1 ,i am in a position to present more reliable data1 both in regard to cost and working1 than ,i could obtain from my own experimental line1 which has been continually altered and only irregularly worked4 ,i desire to take this opportunity of expressing my thanks to the ,duke of ,westminster for the free hand accorded me in regard to the arrangement of all details of the ,eaton ,railway2 a liberty which has resulted in a symmetrical and entirely successful carrying out of the work4 ,what ,i am now able to advance will1 ,i trust1 amply demonstrate the really solid advantages which1 under suitable conditions1 may be reaped from the installation of little railways of the kind described4 ,a4 ,p4 ,h4 ,july1 #ahih4 ,i4 ,,introduction4 ,,at the outset ,i must offer an apology for making use1 throughout this pamphlet1 of the first person4 ,i do so partly for convenience of expression1 and partly because almost all that ,i have to advance is derived from my own experience4 ,in doing so ,i am far from desiring to undervalue the work of others in the same direction4 ,i have1 however1 little hesitation in saying that1 with the exception of the late ,mr4 ,charles ,spooner1 the able ,engineer of the ,festiniog ,railway1 most of those1 so far as ,i know1 who are responsible for the design of plant for these small lines have been manufacturers whose productions1 though often of fair workmanship1 are clearly indicative of a failure to grasp many of the leading principles involved4 ,this shortcoming is the natural result of a want of sufficient time for the consideration of details1 and a consequent tendency to imitate established customs in regard to railway work which by no means apply with equal advantage to very narrow gauges1 where the conditions involved are wholly different4 ,this is especially true of small locomotive building1 the specimens of which evidence in their design not only ignorance on important points1 but also a deplorable absence of the sense of well-balanced proportion4 ,i venture to think that1 in the twenty-five years during which ,i have devoted much of my time to the subject1 ,i have succeeded in bringing to considerable perfection both permanent way and rolling stock suitable for these diminutive lines1 and more especially the locomotives1 which are probably1 for their weight1 the most powerful and flexible ever built to work by simple adhesion4 ,whether this conceit be well founded or no ,i leave to the judgment of those who may be at the pains to acquaint themselves with the details and result of my work1 which has been undertaken wholly as a labour of love with the sole desire to promote improvement in what ,i believe to be an entirely special branch of engineering4 ,i have never wasted my money on patents1 and1 so long as my designs are not imitated in a bungling manner1 ,i am glad to see them made use of by anyone to whom they may be of service4 ,it must be understood that ,i do not here attempt to enter upon the comparative merits of narrow gauge railways generally1 but merely to give particulars of what has come within my own experience4 ,to facilitate a comprehension of the conditions under which ,i have worked1 it will be well to explain that ,i make no pretension to be considered a professional engineer1 and that ,i speak rather as a self-taught mechanic and surveyor4 ,my father possessed a beautiful ,holtzappfel lathe1 with elaborate tools for ornamental turning in wood and metal4 ,as a boy of seven or eight ,i can recall watching him as he worked4 ,at ten years old ,i was promoted to stand on a box and turn candlesticks1 but1 a year or two later1 a few lessons--the only direct practical instruction ,i ever had--from an old fishing-rod maker in chasing metal screw-threads begot in me an ardent desire to construct machinery1 particularly anything pertaining to railways1 for which from my childhood ,i had an absorbing craze4 ,by my father's kindness ,i1 by-and-bye1 fitted up a workshop in which the tools were driven by a half-horse steam engine2 and at eighteen had completed my first locomotive1 weighing #ef lbs41 which1 with a dozen or so of small wagons1 made a fine show on some #dj yards of brass-railed permanent way of #d in4 gauge4 ,locomotive driving was my hobby when ,i went up to ,cambridge1 and many were the tips that ,i learned in my illicit journeyings on the footplate4 ,the new degree of 8,applied ,science0 had just made its appearance1 in which1 in #ahga1 ,i had the doubtful credit of appearing alone in the first class4 ,doubtful1 because the papers were absurdly simple1 and the examiners hardly educated beyond the bare theories of the mechanical processes2 for it was long anterior to the days of ,professor ,stuart and his engineering laboratory1 where1 by-the-bye1 ,i once remember seeing the 8demonstrator0 supervising the reduction of a #d in4 shaft on a stout #i or #aj in4 lathe by a young turner whose nervous and thread-like shavings would have ensured his speedy dismissal from any commercial machine-shop4 ,when ,i settled at ,duffield in #ahgb1 ,i at once began to put into practice the views ,i had formed in regard to the possibility of advantageously superseding horse traction1 in cases where a traffic1 though heavy1 was wholly insufficient to justify a more costly railway1 by a line of the narrowest and consequently the cheapest gauge compatible with safety4 ,it is to a setting forth of the results of my experiments during the years that have since elapsed1 that the following pages are devoted4 ,my claim to a hearing is chiefly based upon having always been my own draughtsman1 and1 for my first two larger locomotives1 also moulder1 machinist1 and fitter4 ,owing to the increasing number of experiments1 and to other calls upon my time1 assistance eventually became necessary1 and1 though ,i am still conceited enough to keep the more delicate manipulations in my own hands1 so far as ,i can find time to execute them1 it has gradually come about that ,i have seven or eight artisans in the little workshops4 ,practical acquaintance with every detail both in survey1 design1 and construction of narrow-gauge railways has given me something of a pull over the professional engineer4 ,thus it happens that1 without the credit of any exceptional ability1 ,i have had advantages that fall to few of acquiring information which ,i desire to lay before those who are interested in the rapid and economical transport of a moderate annual tonnage4 ,the first three sections of this pamphlet comprise a brief sketch of the purposes1 origin1 and construction of my own line4 ,in ,section ,,iv4 is given a detailed account of the construction1 working1 and cost of the similar line which ,i made to connect ,eaton ,hall with the ,great ,western ,railway4 ,sections ,v41 ,,vi41 ,,vii41 and ,,viii4 are more technical1 and may be passed over by those not interested in the mechanical details1 although it is to the care that has been bestowed on these that my success is chiefly attributable4 ,section ,,ix4 deals1 from such experience as ,i have acquired1 with the conditions under which these small railways may be profitably installed4 ,in ,section ,x4 ,i have appended a few further items of possible interest4 ,,ii4 ,,objects ,,of ,,the #ae ,,in4 ,,gauge4 ,,when1 in #ahgd1 ,i started on the construction of my experimental railway1 the more notable narrow-gauge lines in our own country were those of #ah in4 at ,crewe1 ,woolwich1 ,chatham1 and ,aldershot--the latter a sad failure and the admirable #bc in4 from ,portmadoc to the ,festiniog ,slate ,quarries4 ,the ,festiniog ,railway1 which owed its success as a locomotive-worked line to the persistent energy and ability of the late ,mr4 ,charles ,spooner1 opened the eyes of the transport-interested world to the extraordinary capacity of a very narrow gauge4 ,but here the marvel lies in the manner in which the work was adapted to the gauge1 not in the suitability of the gauge to the work4 ,no one but an enthusiast would dare to contend that a two-foot gauge was the ideal width for a line employing twenty-ton locomotives and hauling about #ajj1jjj passengers and some #aej1jjj tons of minerals and goods per annum4 ,if this development could have been foreseen1 the selected gauge would doubtless have been wider4 ,such a traffic1 however1 is quite outside the scope of this pamphlet1 the logic of which is directed to shewing how a much smaller annual tonnage than has been hitherto deemed worthy of a railway may be profitably thus conveyed4 ,an #ah in4 line1 such as one of those above referred to1 would1 if of not more than three or four miles in length and tolerably level1 be capable of transporting1 with one locomotive1 #fj1jjj tons of minerals annually1 reckoning the traffic as in one direction only4 ,there are1 however1 up and down the country1 a number of cases where a traffic of from #e1jjj to #aj1jjj tons is annually hauled between two fixed points over the public highways by a single employer4 ,such cases may be classified as large mansions1 public institutions1 mines1 quarries1 c4 ,now it is clear that1 unless there is a prospect of large increase in the traffic1 it would be absurd to employ for a maximum of #aj1jjj tons a railway equal to #fj1jjj tons1 and so the question arises3--,what is the smallest and therefore the cheapest railway capable of being practically and advantageously worked8 ,this is the question to which ,i venture to think ,i can give a reliable answer4 ,in the year #ahgd1 after various preliminary trials1 ,i determined to construct a line of #ae in4 gauge1 as the smallest width possessing the necessary stability for practical use1 although ,i once laid down one of #i in4 gauge for my younger brothers1 which proved by no means deficient in carrying power4 ,the stability of this #i in4 line was perfect enough so long as persons did not attempt to ride on the ends and edges of the carriages and wagons1 but man being an article of approximately standard size1 it is clear there must be a minimum gauge which will be stable enough to be independent of such liberties4 ,rolling stock properly proportioned to a #ae in4 gauge seems the smallest that will thoroughly insure safety in this respect1 and indeed in ,france the late ,m4 ,dcauville1 who did so much to develop lines of this class1 arrived at nearly similar conclusions in adopting a minimum width of #af in4 ,it must not1 of course1 be understood that gauges of such small proportions are to be advocated except where the traffic is unlikely to increase beyond their capacity1 and where the material to be moved can conveniently be loaded in moderate sized wagons4 ,feeling1 however1 convinced of the eventual recognition of the utility of lines of minimum gauge1 ,i took some pains to become acquainted with what had been already achieved in this direction1 with the result that1 excepting only the ,festiniog railway1 where every detail was most ably worked out by the late ,mr4 ,spooner1 ,i found generally both road and rolling-stock constructed as mere imitations of those of the standard gauge1 and showing a want of apprehension of the totally different conditions to be satisfied4 ,to endeavour to solve the various problems involved in the successful design of engines1 carriages1 wagons1 and roadway for a minimum gauge is1 therefore1 the main object of my little railway4 ,the chief ends in view are the application of such lines to agricultural or commercial purposes on large estates1 or where quarries1 brick yards1 and other industrial establishments need better connection with the pier or railway station from which their productions are forwarded4 ,an excellent example of such a line is now to be found in the one ,i have constructed at ,eaton ,hall1 particulars of which are given in ,section ,,iv4 ,there were also problems relating to adhesion and friction1 particularly from the narrow-gauge point of view1 which ,i was desirous of solving1 some remarks on which will be found in ,section ,,viii4 ,,iii4 ,,construction ,,of ,,the ,,duffield ,,bank ,,line4 ,,the construction of my line of #ae in4 gauge was commenced in #ahgd1 and various additions were made up to #ahha1 when the length laid amounted to a little over a mile1 inclusive of sidings4 ,since the latter date there has been no material extension1 but the permanent way and its accessories have been gradually improved4 ,the line runs from the farm and workshops1 up a gradient varying from #a in #aj to #a in #ab about a quarter-of-a-mile long1 to a level #hj ft4 above1 where the experimental course is laid out in the shape of a figure #h1 so as to admit of continuous runs4 ,this part1 somewhat more than half-a-mile in length1 has a level stretch of a quarter-of-a-mile1 the remainder consisting of gradients1 of which #a in #bj is the most severe4 ,the minimum curve on the main line is #be ft4 radius1 but in the sidings some occur as sharp as #ae ft4 radius4 ,the permanent way was at first laid with #ad lb4 rails1 without fish-plates1 spiked to elm and ,spanish chestnut sleepers fallen and sawn on the premises1 #e in4 wide1 #b in4 thick1 and #b ft4 #f in4 long1 set at #a ft4 #f in4 centres4 ,the maximum load did not exceed #ab cwt4 per axle1 but1 although the work was well done1 the road was not equal to the weight1 and required incessant attention4 ,the line was then re-laid on sleepers #f in4 wide1 #d in4 thick1 and #c ft4 long1 with various sections of rails1 #ab lbs41 #ad lbs41 #ah lbs41 and #bb lbs4 per yard4 ,these were all fitted with fish-plates1 the joints being on a sleeper4 ,the spacing of the sleepers was varied with the rails1 from #a ft4 #f in4 for the #ab lb4 to #c ft4 for the #bb lb4 section4 ,any part of this road carries comfortably #be cwt4 per axle4 ,the fish-plates and larger area of sleeper more than doubled the original carrying power of the rails4 ,six years being about the life of these small sleepers1 it soon became necessary to renew them4 ,seeing that the rails1 owing to the light traffic1 remained perfectly good1 to have to pull the road to pieces for the sake of new sleepers only was a serious annoyance4 ,i then determined to try a light cast-iron sleeper with the same bearing area4 ,after some years of experiment1 a thoroughly satisfactory one was perfected1 in which the rail is held to its place by a curved steel spring key that cannot work out4 ,the greater part of the line is now laid on these cast-iron sleepers1 which weigh #bh lbs4 each1 inclusive of the chairs1 which are cast on4 ,this pattern has now had some eighteen years' test1 and has proved entirely satisfactory4 ,with a #ad lb4 steel rail1 the sleepers being spaced #b ft4 #c in41 and at the suspended fish-joint #a ft4 #c in41 the road1 under the load of #be cwt4 per axle1 requires very little repair1 some parts having stood for five or six years without being touched1 though constantly run over4 ,the length of the sleeper is a very material point4 ,it should project beyond the rail a distance of rather more than half the gauge of the line thus the rail is equally supported inside and out4 ,when the projection is reduced1 the centre of the sleepers cannot be packed up solid1 because the support would then be greatest between the rails1 with the result that the ballast below would assume a convex form lengthwise of the sleepers1 and thus produce an unstable road4 ,on lines of the standard gauge1 if sleepers of this proportion were adopted1 and of sufficient thickness to distribute the load more widely without bending1 a great saving in repairs would be effected2 but it is not likely that any permanent way official will be bold enough to suggest such a radical change4 ,on the ,festiniog ,railway of #bc in4 gauge1 a sleeper #d ft4 #f in4 long has been adopted with excellent results4 ,a detail of importance in laying rails is that the joints should be opposite one another4 ,for this purpose it is necessary to order a proportion of the rails #c in4 to #f in4 shorter than the rest1 according to the gauge and radius of curves4 ,in this way the joints can be kept practically square4 ,a cross-jointed road is not only unpleasant to travel on1 but is also exceedingly difficult to set up true1 particularly on sharp curves4 ,steel rails are now almost universally employed1 but it is worth attention that on any part of a line that is either very damp or rarely used1 iron rails will long outlast steel ones1 as every mining engineer knows4 ,in regard to the most suitable length of rail1 ,i have found #ae ft4 very convenient for weights up to #ah lbs4 per yard4 ,a good deal depends upon whether the rails come from the makers properly straightened4 ,the longer the rail1 the more difficult it is to straighten2 as a rule even the most careful specification will fail to bring them on the ground in a fit condition for use4 ,it is a very usual thing to look at rails only in regard to their horizontal truth1 but in reality the vertical correction is of far more importance1 and1 to detect this1 the rail must be turned on its side4 ,i cannot too strongly insist on the vital importance of laying only straight and level rails4 ,a good running road can never be made if any humpy rails are laid1 and it is quite impossible to subsequently rectify the defect without taking up such rails and treating them under the press4 ,rail-straighteners should be directed to level a rail before straightening it1 that is1 to correct it vertically first1 then horizontally2 the reason being that vertical pressing disturbs the horizontal truth1 while the horizontal pressing does not affect the vertical accuracy4 ,i have employed a rail-press fitted up on a wagon1 specially arranged with drilling machine for fish bolt holes1 with tool boxes1 and a brake4 ,the screw works horizontally1 and the rail runs on adjustable rollers at each end of the wagon4 ,the amount of curve is thus readily appreciated by the eye as the process proceeds1 while with a vertical screw it is scarcely possible to judge correctly4 ,for sharp curves ,i use a roller bender of a type ,i designed many years ago for the use of the ,royal ,engineers in their field railway experiments4 ,in this machine1 which consists of the usual three rollers with the centre one adjustable by a screw1 two men wind the rail through1 and1 except at the extreme ends1 effect a perfect curve4 ,this machine1 however1 is of little use for the ordinary straightening1 and1 though saving some time on a long curve1 is laborious to work4 ,a curve made under the ordinary screw-press is of course really a succession of what are technically termed 8dog-legs10 but1 unless it be of smaller radius than one chain1 these are imperceptible if the successive pressures are not applied more than about #ad ins4 apart4 ,by pressing at still smaller intervals it is possible to produce sharper curves of reasonable truth1 but ,i find the rails on such curves work smoother and wear better if bent with the roller machine4 ,rails can be laid round moderate curves without requiring to be bent1 by screwing up the fish plates tight and then springing the rail4 ,the extent to which this can be effected depends on the weight of the rail and on its length2 the longer rail being the more accommodating4 ,it is not advisable to attempt to spring a #ad lb4 rail round a sharper curve than five chains1 or an #ah lb4 rail beyond ten chains radius4 ,the result of attempting too much springing is that the rails1 under the traffic and changes of temperature1 work outwards at the joints and make 8dog legs0 more or less serious4 ,where the ballast is of a loose dry nature very little1 if anything1 can be done with springing4 ,i have enlarged upon this subject of rail-laying because it is of prime importance to a good road1 and a matter that1 on narrow-gauge lines1 does not receive the attention it requires4 ,to return to a description of my line1 there are on it three tunnels1 two bridges1 and a viaduct #ia feet long and #bj feet high4 ,the latter was erected in #ahgh1 as an improvement upon one at ,aldershot1 put up by a gentleman who induced the ,war ,office to sanction a short experimental line for army transport upon a hopelessly inconvenient and ridiculous plan4 ,my structure is of pitch pine1 and stood for #af years without repair4 ,it is a trestle bridge1 the trestles being so designed that each member is a multiple of the height4 ,the roadway is carried on four timbers2 formerly1 for a #h ton engine1 #aa in4 deep and #h in4 wide2 now1 for one of #e tons1 #ac in4 deep and #c in4 wide4 ,these are bolted together in pairs1 one pair under each rail1 the two being kept parallel by stretchers and through bolts at every #e feet4 ,in each pair the timbers break joint with one another on alternate trestles1 the latter being #ae ft4 apart1 and each timber #cj ft4 long4 ,the advantages of this arrangement are two-fold1 the timbers can be run forward from trestle to trestle as the work advances without scaffolding or lifting tackle1 and1 should one trestle sink out of line1 the continuity of the upper work checks it1 and obviates the dangerous 8dog legs0 to be almost invariably observed in this class of bridge4 ,the original cost with the lighter timbers was #cj1 including every item of expenditure--equal to #a per yard4 ,the average height is #ae ft4 ,the details are arranged to require but little skilled labour1 the connections being made entirely by bolts and cast angle-plates4 ,two carpenters1 in five days framed the five trestles including cutting the timber to length2 and in three more days1 with the assistance of three labourers1 the whole was erected and the rails laid ready for traffic4 ,a platform and railing were1 however1 subsequently added for the convenience of foot passengers1 thus materially increasing the cost4 ,when rebuilt in #ahid with stronger timbers1 the original trestles were retained4 ,where the line crosses field-fences a dyke is dug about #e to #f ft4 square and #c ft4 deep1 across which the rails are carried on two narrow girders1 thus effectually preventing the passage of cattle1 and avoiding both the delay of gates and the expense of side fencing4 ,the line is properly equipped with interlocking signals and points on a very simple plan4 ,these are for the most part worked from two signal-boxes in telephonic communication4 ,particulars of the cost of such a line will be found in ,sections ,,iv4 and ,,ix4 ,on my experimental course there are six stations1 at three of which are sheds for the accommodation of the rolling stock4 ,when the line is used on the occasion of a garden party1 a regular service of passenger trains is run1 and several times trains of eight long bogie cars1 carrying #abj passengers1 have been hauled up the gradient of #a in #bj1 and up the still more trying one of #a in #dg situate on a three-quarter-circle curve of #dj ft4 radius4 ,in the year #ahid ,i exhibited the line to the engineering public during three days4 ,on this occasion a variety of experiments in haulage and shunting were shewn1 and for part of each day two trains were run concurrently4 ,,iv4 ,,details ,,of ,,the ,,eaton ,,hall ,,line4 ,,during the exhibition of my railway at ,duffield in #ahid1 one of the visitors was the ,hon4 ,cecil ,parker1 agent to the ,duke of ,westminster1 who was desirous of laying some sort of light railway from ,eaton ,hall to the ,great ,western ,railway1 three miles distant4 ,it was necessary that the line should be unobtrusive in appearance1 of a thoroughly permanent character1 yet moderate in cost4 ,the traffic was1 as it proved1 correctly estimated at from #e1jjj to #f1jjj tons annually4 ,here was a perfect opportunity for a practical experiment with the #ae in4 gauge1 which was ample for five times that amount4 ,i was asked to inspect the route1 and subsequently roughly estimated the cost1 exclusive of buildings1 at about #f1jjj4 ,i had some doubt at first whether it was possible for me to find time to lay out and construct the whole line and rolling stock myself1 but the difficulty of getting special designs effectively carried out by commercial firms at a reasonable cost decided me to undertake everything4 ,it was at my desire eventually agreed that ,i should have a free hand in regard to all the designs1 doing the work at cost price and without charge for my own time4 ,the line will now be generally described1 after which some of the more interesting details will be enlarged upon4 ,the ,eaton estate railway connects the ,hall with the ,great ,western ,railway at ,balderton1 #c miles distant4 ,the total length of line laid is #d miles1 which includes1 besides the main line1 a branch mile in length to the estate works near ,pulford1 together with several shorter branches to the estate brickyard and other points4 ,the traffic to be dealt with1 consisting chiefly of coal1 road metal1 and building material1 was computed at about #f1jjj tons per annum4 ,as it was desired that the line should be as inconspicuous as possible1 since it had to cross the park and the three principal drives1 and the required capacity being small1 it was decided to adopt the #ae in4 gauge4 ,the line is laid with steel flat-bottomed rails1 weighing #af lbs4 per yard1 and1 to reduce repairs to a minimum1 these are carried throughout on cast-iron sleepers1 #c ft4 long1 #f in4 wide1 weighing #bh lbs41 and coated with anti-corrosive4 ,steel spring-keys secure the rails in jaws cast on the sleepers1 which are spaced at #b feet #c inches centres1 and1 at the joints1 at #a ft4 #d in4 ,steel girders1 on cast-iron foundation plates1 are used for all the bridge-work4 ,thus no timber whatever is employed in the permanent way1 and the depreciation is practically limited to wear of rails4 ,the rails for the points are rivetted on to flat-topped cast-iron sleepers1 and were built up in my workshops1 and forwarded ready for laying down4 ,a set of points with seven sleepers carrying them1 and with lever1 counterweight1 base plate1 and the necessary rods1 weighs about #d cwts41 and costs #g #aes4 #j;d4 ,all the switches are planed out of the solid1 and the crossings are of cast steel4 ,special cast-iron sleepers are employed on the girder bridges4 ,these are of bar form1 having below a cross-piece which is tightened up to the sleeper by two bolts1 and which grips the inner flange of each girder4 ,it is thus possible to set the rails to any moderate curve1 on straight girders4 ,for crossing roads a short and very strong sleeper1 only #b feet in length1 is employed1 with jaws fitted to take a second rail on each side to act as a guard-rail to the running one4 ,these sleepers have a concrete foundation1 and are packed to the required level with tarred macadam4 ,the spaces are then filled in with the same material1 and the road finished to a surface level with the top of the rails with a mixture of tar1 pitch1 and screenings4 ,the flange space is of course left free2 this is #a in4 wide so as to avoid any chance of the shoes of draft horses jamming therein4 ,the field crossings1 to permit of carts crossing the line at convenient points in the various fields1 are arranged with a similar double rail1 but on a specially strong sleeper of the standard length1 packed with ordinary ballast4 ,the ballast is red furnace cinder1 #e to #f in4 in depth below the sleepers4 ,the surface width is #d ft41 and through the park the top of the ballast is level with the turf1 the drainage here being effected by a central #d in4 pipe4 ,the appearance is thus that of a narrow garden walk4 ,for the remainder of the route1 which is entirely over grass land with a stiff clay subsoil1 the ballast is above ground4 ,the railway is unfenced throughout1 and passes from field to field on short open girders with a dyke excavated below1 thus preventing the passage of cattle4 ,two high roads besides the three drives are crossed on the level1 and several brooks by girder bridges1 the longest span being #bh ft4 ,the line is practically a surface one1 there being few noticeable cuttings and embankments4 ,the cost of the earthwork has been #bje per mile4 ,the maximum gradient against the load is #a in #gj1 the highest point of the line is #fc ft4 above the lowest1 and the ,eaton terminus is #ea ft4 above the junction with the ,great ,western ,railway4 ,the curves on the main line do not run below #cjj ft4 in radius1 but curves of #fj ft4 radius1 and1 at difficult points1 of still less1 occur at some of the termini and on the branches4 ,at ,eaton a large covered coal stove #hj ft4 long and #cc ft4 wide has been erected1 so arranged that the little wagons run in at a high level and readily discharge their contents4 ,the rolling stock1 which is all capable of traversing a minimum curve of #be ft4 radius1 is fitted throughout with self-acting coupler-buffers1 and all similar parts are interchangeable4 ,it comprises the following3-- ,one four-coupled locomotive weighing #c tons in working order1 and carrying enough water and fuel for an hour's running4 ,thirty wagons #f ft4 long1 #c ft4 wide1 #a ft4 #c in4 deep1 weighing each #g cwts41 and holding #af to #ag cwts4 of coal1 or #bj to #bb cwts4 of bricks and road metal4 ,the sides are of box form and removable1 so that the floors can be used as flat wagons for the conveyance of large stones1 castings1 c4 ,fittings are attachable to any wagon for carrying long timber4 ,also one bogie passenger car #bj ft4 long and #c ft4 #f in4 wide1 weighing #bc cwts4 and seating #af persons1 and one parcel van1 to carry #b tons1 of approximately similar construction4 ,various other vehicles2 among which are a brake van1 #f wagons capable of carrying #a tons each1 and #b for #b tons each4 ,full particulars of the construction of the rolling-stock1 now increased1 will be found in ,sections ,v4 and ,,vi4 ,the gross load which the engine1 exclusive of its own weight1 will haul in regular work is #dj tons on the level1 and #bj tons up the ruling gradient of #a in #gj2 the speed being about #aj miles per hour4 ,in an experimental trip1 however1 a speed of #bj miles per hour was attained without undue oscillation4 ,this weight of train is by no means the limit which can be hauled on the line1 for1 on the ,duffield ,bank railway1 the eight-wheel-coupled engine draws far more than this load1 and on one occasion took eight bogie passenger cars carrying #abd persons up a gradient of #a in #dg on which is a half-circle curve of only #dj ft4 radius4 ,the entire cost of construction has been #a1jie per mile1 exclusive of sheds4 ,this figure would have been materially less but for the considerable expense attending the extra levelling and turfing required to avoid undue prominence4 ,the cost of rolling stock has been #bad per mile1 thus bringing the total outlay to #a1cji per mile4 ,the annual expenses were computed thus3-- s4 d4 ,interest at #d per cent1 on gross #bhe #j #j expenditure ,renewal of permanent way1 #d per cent #hj #j #j on #b1jjj 7#be years life7 ,renewal of rolling stock1 #h per cent1 #gb #j #j on #ijj 7#ab years life7 ,working expenses s4 d4 ,driver #ia #j #j ,brakesman 7boy7 #bf #j #j ,two ,platelayers #ii #j #j ,fuel and oil #ci #j #j #bee #j #j ,total annual cost #fdb #j #j ,the cost of loading being the same for railway wagons as for carts is not considered4 ,with a minimum traffic of #e1jjj tons per annum over an average distance of #b miles--equal to #ab1ejj ton-miles--the cost of transport is almost precisely #as4 per ton per mile2 which is materially less than the cost of the cart haulage4 ,the same rolling-stock and staff could readily deal with #dj tons per working day of eight hours--equal1 at five days per week1 to upwards of #aj1jjj tons a year4 ,if the traffic were to reach this amount1 the cost per ton of transport would be greatly reduced ,with a more powerful engine and additional rolling stock1 such a line is capable of conveying an annual traffic of #dj1jjj tons4 ,there are probably many localities in which a diminutive railway like that at ,eaton1 ample in its capacity for estate requirements and extremely flexible in threading existing buildings1 would well repay construction4 ,the unobtrusiveness of so small a line and rolling stock1 the relief to the roads1 and the convenience of constant connection with the nearest railway1 are points which are deserving of consideration where the conditions make such an installation possible4 ,the laying of the line was begun in ,august1 #ahie4 ,the earthwork was already well advanced4 ,on account of the large amount of game in the neighbourhood of the line1 it was considered wiser to employ no contractor1 nor were any men obtainable with a knowledge of such diminutive platelaying4 ,for the first fortnight ,i worked away myself with beater1 rammer1 and crowbar1 till ,i had taught a proportion of my staff of #af the use of these tools1 and how to put the permanent way together4 ,my assistant engineer1 new to railway work1 soon picked up the right ideas of what was required1 and in a month1 when ,i had to leave1 everything was going nicely4 ,a bonus was paid on every rail-length beyond a quarter-of-a-mile per week completed4 ,this1 compared with the fine work done by the ,royal ,engineers in the ,soudan1 appears a poor performance1 but it must be remembered that we had to bring not only rails and sleepers from our base1 but also all the ballast1 and that we left our work thoroughly packed1 the banks soiled and turfed1 the road crossings laid in concrete and asphalte with double rails and special sleepers1 the field-crossings for carts made good1 the girder bridges and fence bridges 7cattle stops7 erected1 and all points and crossings permanently finished off4 ,about ,christmas we reached ,eaton ,hall1 and in the following ,may 7#ahif7 had pretty well finished all the branches4 ,of course work done with such care and by the day was costly1 and it would doubtless be possible to construct a similar line by contract at two-thirds of the price4 ,but it is a question whether much would have been saved in the long run1 for1 except the usual platelayers' work1 no repairs of any sort have been necessary since completion1 nor has any part of the mechanism failed or given trouble2 a result not usually attained in contract work4 ,it may interest those who have similar work to deal with if ,i explain that in making this line all our material had to be hauled from our base on the ,great ,western ,railway at ,balderton4 ,the procedure was as follows3--,at the rail-end four #ae ft4 lengths of light timber framing #i in4 deep were laid on the bare formation4 ,a train then backed up with eight wagons of ballast1 and on top of them four lengths of rail ready keyed to sleepers4 ,the rails were lifted off alongside where they were to be laid1 the 8tops0 of the wagons were removed and the ballast shovelled off on each side4 ,the train then drew away to refill4 ,the length of framing next the rail-end was lifted forward to the end of furthest framing1 and so consecutively with the other three1 thus leaving between the rail end and the fresh laid framing a space of #fj ft4 with the loose ballast lying thereon4 ,four men with shovels and four with rammers then put the ballast in shape and rammed it solid1 and also true to a level given by the engineer4 ,the rails and sleepers were next lifted into place1 and the fish plates affixed4 ,the sleepers next the joints were temporarily packed1 by which time a fresh train had arrived4 ,the process was then repeated4 ,in this manner1 with a staff of ten men at the rail-end1 a driver and boy with the train1 six men loading ballast1 three men straightening and bending rails1 and three fixing them in sleepers1 #fj ft4 were laid in about forty minutes1 including delays for field crossings and cattle-stop bridges4 ,after a day or two of this work the men were set to packing and finishing what had been laid4 ,with a larger staff the two processes might1 but less conveniently1 have proceeded at the same time4 ,the following is a detailed account of the cost of construction3-- s4 d4 ,earthwork to formation level #ibc #ah #j ,drain pipes #cc #b #a ,rails1 sleepers 7cast iron71 and fastenings #a1had #ae #a ,girders and fittings for four bridges and #adc #e #i nineteen cattle-stops ,foreman1 trainmen1 and platelayers #efc #e #h ,ballast 7red furnace cinder7 #ccg #aj #d ,road metal1 cement1 and asphalte #ci #a #g ,fencing at cattle-stops #db #aj #b ,sodding in park and finishing banks #bbd #e #e ,locomotive coal1 oil1 c4 #ag #c #aa ,laying water-supply1 ,balderton1 ,belgrave1 and #ij #h #f ,eaton ,weigh bridge1 ,balderton #bb #ah #b ,tools1 huts1 carriage of goods1 repairs1 c4 #bdh #ac #d ,resident engineer #dbg #e #c ,total cost of construction #d1ibh #c #c ,the cost of rolling stock was as follows3-- #a four-wheel locomotive1 #d in4 by #g in4 #djj #j #j cylinders1 #ae in4 wheels #a covered bogie parcel van #ej #j #j #a open bogie passenger car 7#af seats7 #dj #j #j #a covered brake van 7#d seats7 #be #j #j #bh wagons 7load #a ton7 444 at #ab #ccf #j #j #b special wagons 7load #b tons7 444 at #ad #bi #j #j #ajs4 #a rail bending wagon with press and drill #cb #j #j #a platelayers' trolley and tool chest #i #b #j #h sets timber carriers1 and sundries #dc #ag #i ,total cost of rolling stock #ifd #ai #h ,add construction #d1ibh #c #c ,total #e1hic #b #aa ,the amount per mile to which the above works out has already been given4 ,i am unable to give the cost of the coal store at ,eaton1 and of the engine and wagon sheds1 although ,i designed them4 ,they were executed by the estate1 and being1 for the most part1 of the excellence and solidity of the neighbouring buildings1 were doubtless somewhat expensive4 ,for all practical purposes simple wooden sheds would usually answer every requirement1 and the extra amount spent at ,eaton on levelling and sodding in the park much more than outweighed the omission of this item4 ,as to the coal store this was altogether a special matter which does not affect the estimate of the cost per mile of this class of railway4 ,it will be of interest to give the actual amount of working expenses as compared with their estimated amount4 #ahif4 #ahig4 s4 d4 s4 d4 ,wages driver and boy #aae #c #d #aae #ab #j 11 platelayers #ade #h #h #id #ae #h ,locomotive coal #ai #ae #j #ai #ag #g ,oil1 stores1 and sundries #h #a #aj #i #g #a #bhh #h #aj #bci #ab #d ,tons of #f1jfg #e1ihf material hauled ,no4 days in #bbe #bjg steam ,tons hauled #bg #bi per day in steam ,the best ,welsh smokeless coal is used1 costing about #a per ton4 ,from the above figures the following deductions may be drawn3-- ,the locomotive worked an average of #d days per week1 hauling an average of #bh tons each day1 and burning #a cwts4 of coal at a cost of #as4 #i;d4 ,full particulars of the hauling powers of the locomotive are given at the end of this section1 where it will be seen that #gj tons a day can readily be dealt with1 and that1 in an emergency1 #ajj tons would be quite within reasonable compass4 ,it is required1 at ,eaton1 that the engine should meet the wants of several independent departments on the estate1 and in different directions1 added to which only a limited number of men are usually available for loading4 ,in effect1 instead of matters being arranged primarily with a view to the economy of the working of the railway1 the railway is made an instrument for the economical working of the various departments supplied by it4 ,there is doubtless much to be said for the view that1 as the driver's wages have to be paid1 he may as well have his engine in steam as often as required4 ,but1 notwithstanding this easy mode of working the traffic1 the cost of haulage is #c;d4 per ton per mile less than the average cost of carting1 including interest on capital as well as working expenses4 ,i may say that the line is kept in the most admirable order1 clean1 well packed1 and neatly ballasted1 and that1 under the astute direction of the ,hon4 ,cecil ,parker1 the ,duke's agent1 the painstaking ,superintendent of the line1 ,mr4 ,forster1 records with the greatest accuracy the weight of every truck load of goods hauled1 and the exact amount of all expenditure on the railway1 thus giving a value to this somewhat novel experiment which it would not otherwise possess4 ,it should be mentioned that the amount expended on platelayers' wages during #ahif exceeded the probably normal sum spent in #ahig1 on account of the road not having become till the latter year properly consolidated4 ,the cinder ballast1 though admirably porous1 has proved somewhat deficient in solidity1 and the sleepers have required a good deal more packing than should have been necessary4 ,since the completion of the line in ,may1 #ahif1 some additions have been made to the rolling-stock1 with a view of obviating the necessity for the immediate unloading of every wagon4 ,there was a strongly expressed idea among the employes that tip wagons would be more serviceable than the box wagons with loose 8tops0 supplied by me4 ,i have always felt that the greater dead-weight of the former class of wagons in proportion to the load carried1 and also their increased cost1 heavily discounted their only advantage3 celerity in unloading4 ,in order1 however1 to bring the question to a definite proof1 ,i constructed six tip wagons entirely of steel and cast iron which are fully described in ,section ,,vi4 ,in practice these were found to work as well as it is possible for a tip wagon to do1 but1 nevertheless1 the unloading advantages were wholly incommensurate with the drawbacks of greater dead-weight and less capacity4 ,there was the further disability that a wagon of this class could not be used1 as can the others1 for the conveyance of timber or other bulky goods4 ,in the end ,i removed all but two1 which were left as samples1 and replaced them with wagons of the original type4 ,i conclude this account of the ,eaton railway by giving particulars of the trial trips of the small four-wheeled locomotive and of its hauling powers1 and also of a test day's work on time line4 ,the trials of ,no4 #d locomotive at ,eaton were carried out in ,sept41 #ahif1 and the particulars were as follows 7all weights being accurately taken on the weighbridge73-- ,weight of engine in working order1 with two men on the footplate1 #c tons #e cwt42 weight of brake-van1 with two men and a boy1 #ad cwt42 pressure of steam throughout trials1 #aee to #afe lbs4 per sq4 in42 ruling gradient between ,balderton 7,g4,w4,r47 and ,eaton1 #a in #gj rise from ,balderton to ,eaton1 #ea ft42 rise from lowest to highest point1 #fc ft4 ,trip #a4--;,balderton to ,eaton1 distance #c miles exactly4 ,to show that engine could haul its guaranteed load of #ae tons gross1 exclusive of own weight4 ,coal train of thirteen wagons and van3-- ,tons4 cwt4 qrs4 ,coal #aj #aj #c ,thirteen wagons #d #ah #a ,van #j #ad #j -- ,gross load #af #c #j ,engine #c #e #j -- ,total weight of train #ai #h #j ,time from start to stop1 #ag mins42 speed4 #aj miles per hour4 ,in all cases trains have to stop dead on a rising gradient of #a in #ajj before crossing the high road one mile from ,balderton4 ,trip #b4--;,eaton to ,balderton4 ,to test capacity of engine for fast running4 ,the same train as above1 empty4 ,time from start to stop1 #ab mins42 speed1 #ae miles per hour4 ,trip #c4--;,balderton to ,eaton4 ,to determine maximum speed at which average weight of train could be run4 ,gross load1 exclusive of engine1 #ad tons2 time from start to stop1 #ae mins42 speed1 #ab miles per hour4 ,trip #d4--;,eaton to ,balderton4 ,to test power of engine to haul a long train round the curve of #fj ft4 radius on a gradient of #a in #fj1 with which the line starts from ,eaton4 ,gross load1 exclusive of engine1 #ad tons1 consisting of #cc vehicles4 ,the gradient was surmounted without difficulty4 ,no time taken4 ,trip #e4 ,balderton to ,eaton4 ,to test maximum capacity of engine4 ,coal train of #bj wagons and van3-- ,tons4 cwt4 qrs4 ,coal #ad #f #b ,twenty wagons #g #ac #j ,van #j #ad #j -- ,gross load #bb #ac #b ,engine #c #e #j -- ,total weight of train #be #ah #b ,time from start to stop1 #ba mins42 speed1 #h miles per hour4 ,the first mile1 fairly level1 was run at #f miles per hour only4 ,the long gradient up to ,eaton was run at just under #aj miles per hour1 the steam blowing off freely with injector full on and damper three-quarters closed nearly all the last mile-and-a-half4 ,trip #f3--;,from #a to #b mile posts1 chiefly up gradient of #a in #hj4 ,to test maximum running speed with light trains4 ,load3 bogie passenger-car and van only4 ,the maximum speed was attained on passing the #a mile post1 but fell off slightly after passing the #a post4 ,time by stop watch1 from #a to #b mile post1 #a mins4 exactly4 ,average speed1 #bj miles per hour4 ,it is to be noted1 since the #ae in4 gauge is almost precisely one-quarter that of the standard railway gauge1 and since possible speed is in direct proportion to gauge1 that #aj1 #ae1 and #bj miles on the one equal #dj1 #fj1 and #hj on the other4 ,thus the average speed of #aj to #ab miles per hour usually maintained1 including the road-crossing stop1 by the mineral trains on the ,eaton line is considerably in excess of the proportionate speed of similar trains on the standard railways4 ,in ,august1 #ahig1 arrangements were courteously made at my request by the ,hon4 ,cecil ,parker and by ,mr4 ,w4 ,a4 ,forster1 to enable me to test the weight of minerals that could be transported in a full day's work1 over the three miles of line from ,balderton to ,eaton4 ,care was taken to obviate any delays in loading and unloading1 but every truck had to be weighed separately on leaving ,balderton1 a process occupying about ten minutes with each train4 ,six trips were run during the day1 and #fi tons of coal and road-metal were transported4 ,there were four loaders at ,balderton1 and two unloaders at ,eaton4 ,the trains consisted of #ab wagons and van4 ,the average gross weight1 exclusive of engine1 was about #ag tons1 and the weight of minerals1 or paying load1 #ab tons4 ,the speed was just under #aj miles per hour for the loaded trains1 and #aa4e miles per hour for the empties4 ,the engine left the shed at #h4ae a4m41 and returned at #e4de p4m41 with a delay of #ee minutes for dinner4 ,the weather was as bad as possible1 slight showers all through the day making the rails so greasy as to necessitate the constant use of sand up the inclines4 ,time was also wasted in an extra journey for empty wagons1 and in other unavoidable delays4 ,about #a hour #aj minutes was the average time taken over a trip out and back1 reckoning to the time of next start4 ,it is thus apparent that1 with a little more arrangement1 eight trips could have been run in the day4 ,in the earlier trips1 the gross loads hauled were only about sixteen tons1 increasing later in the day to eighteen and nineteen tons4 ,these larger loads might just as well have been also hauled on the earlier trips and it was apparent that1 under less adverse conditions1 #ajj tons of paying load could have been transported in the day4 ,only #c cwt4 of coal was burned1 including lighting up4 ,the total distance run was #da miles1 and the average consumption of coal per mile1 including that burned while standing1 was #hc lbs4 ,for ,eaton ,railway ,regulations see ,appendix ,c4 ,v4 ,,locomotives4 ,,the first locomotive put upon my line was completed in #ahge4 ,this engine was constructed1 not so much as a model of what a small locomotive should be1 as to provide the requisite motive power for the experiments ,i desired to carry out4 ,no great care was1 therefore1 observed in the details1 and in its construction a good deal of material which happened to be at hand was utilized to save time and expense2 this much in excuse of the want of proportion in some of the dimensions1 which will be found in detail under the head of ,no4 #a in the table of locomotive dimensions on page #ca4 ,the boiler was of the launch type1 a cylindrical shell with a cylindrical fire-box terminating in tubes4 ,this pattern of boiler1 though giving less heating surface for its size than one of ordinary locomotive design1 has the great merit of having no fire-box projecting below the barrel1 thus enabling the over-hang of the frame beyond the wheel-base to be equalised at each end1 a matter of the first importance in small tank engines4 ,its low first cost and the ease with which it can be kept in order are additional advantages4 ,so well was ,i satisfied with the working1 that in the four boilers since designed for my locomotives ,i have adhered to the original plan1 which was copied from some shunting engines made by ,mr4 ,ramsbottom for the ,london and ,north ,western ,railway4 ,i go so far as to think that1 without getting rid of a depending fire-box1 no really satisfactory tank engine can be constructed for a small gauge railway unless idle wheels are introduced1 a proceeding that cannot too strongly be deprecated4 ,the gradients1 which are almost invariably the concomitants of these small lines1 make it essential that the whole of the available weight should be utilized for adhesion4 ,the difficulty of carrying on four wheels a boiler of sufficient length for a more powerful engine1 and the unsuitableness of an ordinary six-coupled engine to the sharp curves in which narrow-gauge lines generally abound1 led me1 in #ahgg1 to work out a design by which the wheel-base of an engine of the latter type could be made to accommodate itself to any required degree of curvature4 ,at this time ,i was in communication with officers engaged in promoting a scheme for an army field railway1 where great power conjoined with perfect flexibility was essential4 ,as the result1 ,i constructed the engine of which the dimensions are given under ,no4 #b in the table1 this being put to work in #ahha4 ,while avoiding the complication of the double-bogie system1 this engine possesses most1 if not all1 of its advantages4 ,it is six-coupled in the ordinary way1 the axles having outside bearings and cranks4 ,the wheels1 of cast steel1 are not fixed upon the axles1 but each pair is keyed upon a cast iron sleeve1 through which the axle passes4 ,the sleeve upon the middle axle is capable of sliding #a in4 in each direction laterally1 but cannot revolve upon its axle thus1 when the engine reaches a curve1 the arc of the rail draws the middle wheels on their sleeve to an amount equal to the versed sine of the arc1 without interfering with the rigid position of the axle4 ,the leading and trailing pairs are likewise mounted on sleeves1 but here the connection of the sleeve with the axle is by means of a ball joint at the centre1 so constructed as to leave the sleeve free to radiate in any direction1 but obliging it to revolve with the axle4 ,the middle sleeve is so connected by external hoops and links with the leading and trailing sleeves that1 when the former makes a lateral diversion1 the two latter are radiated precisely to the required curve1 providing it is within the limit of the travel of the middle sleeve1 which1 in this case1 is arranged for a radius of #be ft4 ,this engine excited considerable interest among visitors to my railway at the time of the ,royal ,agricultural ,show in ,derby in #ahha1 but the opinion was expressed that the arrangement would not stand hard work4 ,a few years later1 however1 when some officers of the ,royal ,engineers were trying the engine with a view to adopting the plan on the military railway at ,chatham1 they subjected it to very severe tests1 loading it up steep inclines to its utmost capacity2 stopping it with the steam brake almost dead when travelling at various speeds and over the most awkward places2 and1 finally1 giving it a fifty mile run with all the load that could be got together1 at an average speed of seven and a half miles an hour1 stops being made for water1 c41 for twelve minutes in each hour4 ,this was followed1 shortly after1 by a continuous run with a similar load for an hour and thirty-five minutes1 the extreme limit to which the water in the tanks would hold out4 ,there was no heating of any part during the trials1 nor failure of any kind4 ,after eight years' work1 chiefly on gradients of #a in #aj to #a in #ab1 where sand has to be used freely1 the engine came into the shops to be overhauled4 ,during this time there had been no mishap or breakage whatever1 nor had a wheel ever left the rails1 except on one occasion in descending the steep incline1 when1 owing to the slippery state of the rails1 and sand failing1 the engine slid away and left the road2 less than an hour1 however1 sufficing to get it running again4 ,on removing and examining1 shortly after this1 the working parts of the radiating gear1 they were found in perfect order1 the tool marks being still visible in the ball joints2 and in ,august1 #ahie1 the engine1 which was then sent over to do the ballast work on the ,eaton ,railway1 where it worked for thirteen months1 showed still a clean bill of health4 ,the engine is now rebuilding1 and it is proof of the excellence of the radiating gear that this part is being put together again without re-adjustment of any kind4 ,there is thus no doubt of the success of this radiating principle4 ,this engine is fitted1 as already noticed1 with a steam brake1 which can also be applied by hand but the latter alone is far too slow in action for the abrupt stops necessary on a line like mine4 ,the space between the frames being occupied by the radiating arrangements1 the valve gear is necessarily outside1 and1 to avoid overhung eccentrics1 ,i designed a modification of one of ,mr4 ,charles ,brown's ,swiss valve gears1 which are also the parents of what is known in this country as ,joy's gear4 ,i venture to think that my plan1 in which nothing projects below the connecting-rod1 is better suited to small engines where the motion is almost always near the ground than any yet produced4 ,the gear is extremely simple1 and has worked without any trouble1 the only setting required being the adjustment to length of the valve spindles1 and the setting of one fixed centre on each side of the engine4 ,the springs consist of rubber pads placed between the axle-box and the horn-block4 ,they are simple to fit1 take up no room1 never get out of order1 and last many years4 ,i have no steel-carrying spring on any of my stock4 ,the safety-valve spring is entirely within the boiler1 so that it cannot be tampered with or injured by accident4 ,the connecting-rod brasses are peculiar4 ,in order to avoid the twist to the slide bar when the driving axle1 owing to inequalities in the road1 fails to preserve its horizontal parallelism with the frame1 the brasses are shaped circular1 so as to turn slightly in their straps1 the latter being bored out in the direction of their length instead of slotted4 ,this plan not only relieves both crank-pin and slide-bar of torsion1 but also forms a much more rigid union between the strap and the rod end4 ,the steam jet is worked by the regulator handle1 the valve being so arranged that when the handle is moved beyond the point at which steam is shut off1 the jet is opened4 ,a spring stop prevents the jet being opened inadvertently4 ,thus when steam is put on1 the jet is by the same action closed1 steam is saved1 and two motions are performed in one4 ,an important point in this1 as in all the locomotives ,i have built1 is that the over-hang at the two ends is equal1 and the weight also on both leading and trailing axles practically the same1 when the driver is on the foot plate4 ,a further arrangement of value is that in all my engines the cranks are counter-balanced4 ,it is impossible to effect the counter-balancing on the wheels1 nor1 even if feasible1 will the result be so good1 as counter-balance weights on the wheel are not at the same distance from the axle centre as the disturbing weights1 and therefore not equable in their effect at different speeds4 ,this engine was built for tractive power1 not speed1 and eighteen miles an hour is the highest rate registered over the short straight course available4 ,the previous engine1 with #ae in4 wheels1 reached a speed equal to #bc miles an hour1 the time being in both cases taken over a measured distance with a stop watch4 ,about #aa miles an hour is the usual average speed with passenger cars1 which1 owing to the severe curves1 it is not deemed wise to exceed4 ,the net cost of the engine under consideration was #cji1 exclusive of drawings and patterns4 ,at the time it was built a joiner and occasionally a labourer were my only assistants2 the work consequently proceeded but slowly1 occupying altogether two years and a half4 ,reducing the time to hours1 the whole of my own labour was almost precisely equal to that worked in one year by an artisan1 and that of my assistants together to about half the amount4 ,this includes the time occupied in moulding1 for all the castings were made on the premises1 with the exception of the steel wheels4 ,the boiler1 frame-plates1 and some of the brass fittings1 were purchased1 but the whole of the machine work and fitting was executed on the spot4 ,the cost of all material1 the hours of labour and engine power1 interest on tools1 c41 were all carefully booked1 and it will probably not be far from a fair trade price for the engine if #aj per cent1 for drawings and patterns1 and #bj per cent1 for profit1 are added to the cost given above1 thus bringing the amount to about #djj4 ,the working of the radiating gear of engine ,no4 #b proving so satisfactory1 ,i elaborated the principle so as to apply it to an eight-wheeled locomotive4 7,no4 #c in the table47 ,in this case both of the middle pairs of wheels have the traversing motion already described1 but1 instead of the leading and trailing wheels being radiated from one central pair1 the second pair of wheels radiates the leading pair1 and the third pair of wheels the trailing pair1 thus forming a mechanism practically equal to a double bogie4 ,by this arrangement an eight-coupled engine is obtained capable of passing round curves as severe as may be necessary4 ,in the present instance1 the travel is constructed for a minimum radius of #be ft4 ,the details of the engine are similar to those of ,no4 #b1 but numerous improvements have been effected1 into all of which it would be tedious to enter4 ,it may1 however1 be mentioned that the ends of all the crank pins are boxed in by the connecting and coupling rod brasses1 to exclude dirt4 ,a steam water-lifter has also been added1 by which the tanks can be filled without delay during frost4 ,the blast-nozzle is made adjustable by raising or lowering an internal cone4 ,owing to the steep gradient before alluded to1 it was impossible to get a fixed size of nozzle that would keep up steam with a light load on the level1 without being so contracted as to lift the fire off the bars on the incline4 ,the boiler fittings have been made as symmetrical as possible1 and circular nuts have been substituted for hexagon1 as more easy to clean4 ,the water-gauge glasses are put in through the top cock and fastened by a single cap nut1 thus doing away with the usual external glands4 ,the steam brake has a #e in4 cylinder1 and the rigging is arranged to swing with the traversing wheels4 ,the locomotive for the ,eaton ,railway 7,no4 #d in the table7 was built as an example of a four-wheeled engine for use where the traffic was small and the gradient reasonable4 ,with the exception of radial axles1 it is fitted up precisely as ,no4 #h4 ,it has not1 however1 been altogether a success4 ,from the data of its hauling powers1 it will readily be seen that there is no deficiency in this respect2 indeed1 the maximum load handled exceeded all my expectations4 ,in its working1 for now nearly two years1 nothing has gone amiss1 nor has there been any trouble4 ,on the contrary1 the engine has on all these points given full satisfaction4 ,but it is with regard to its effect on the road that ,i have my doubts4 ,the running is steady enough1 and #bj miles an hour has been attained without undue oscillation1 yet nevertheless the road suffers as it never suffers under the six and eight-wheeled engines4 ,the long and short of my experience is that ,i should not again recommend a four-wheeler except for very short distances and low speeds4 ,nothing but the experience ,i have had with this engine could have impressed so forcibly on me the very distinct advantages of such a radial action as ,i have adopted in my other locomotives1 which enables them to go round a considerably sharper curve than the four-wheeler with an ease and absence of grinding quite remarkable1 to say nothing of the saving to the road by the distribution of weight over more points4 ,the relief seems to be by no means so much in the lessening of the weight per axle1 which is not very great1 as in the increased number of points of support4 ,i am well aware this is not a new discovery1 but it has come home to me with a practical force that leads me to insist somewhat strongly upon its importance4 ,the whole of the foregoing locomotives have been entirely made in my workshops1 with the exception of the boilers and steel castings4 ,the former have been chiefly supplied to me of excellent workmanship by ,messrs4 ,abbott and ,co41 of ,newark1 and the latter by the ,hadfield ,steel ,foundry ,co41 of ,sheffield4 ,the last locomotive in the table 7,no4 #e7 is now being commenced1 and will combine all the advantages of the previous ones in a less costly engine than ,no4 #h which was built specially with a view to see how powerful and fast travelling an engine could be put on the #ae in4 gauge4 ,no4 #e1 with its smaller wheel1 is not very inferior in hauling power to ,no4 #h1 and the expense of the extra axle is saved4 ,this is the engine that1 if ,i had to build another for the ,eaton ,railway1 ,i should certainly recommend in preference to the four-wheeled ,no4 #d4 ,the wheels of such little locomotives1 since speed is no object1 should be kept as small as possible1 and the stroke should be of the greatest length4 ,the nearer the stroke can be extended to half the diameter of the wheel1 the more successful will the engine prove on steep inclines4 ,good sand-boxes1 front and back1 of ample capacity are essential1 but it is not advisable to fit any steam sanding apparatus1 for1 owing to the low position of the motion1 a good deal of the sand will rebound into the joints and bearings1 as ,i found by experiment4 ,cabs on such small engines are to be avoided as unbearably hot in summer1 dangerous in case of emergency1 and inconvenient at all times on account of the contracted dimensions4 ,a stout mackintosh is cheaper and far better for the driver4 ,a steam water-lifter is a convenience in frosty weather when the water supply above ground may be frozen up1 but in summer the engine tanks get so hot from their proximity to the boiler that the water1 which becomes lukewarm in the process of being raised by the lifter1 is then very soon at a temperature which makes the action of the injectors precarious4 ,i may say that in all my locomotives ,i use ,holden and ,brooke's restarting injector1 which1 after experiment with many types1 ,i find takes the hottest water and is in all ways most reliable4 ,i place brass wire strainers in both steam and water-supply pipes close to the injector1 which is invaribly fixed below the tanks1 so that when the injector is overheated the water will run through by gravity and cool it2 a most important advantage4 ,,number1 ,,date ,,of ,,completion1 ,no4 #a4 #ahge4 ,no4 #b4 #ahha4 ,no4 #c4 #ahid4 ,no4 #d4 #ahif4 ,no4 #e4 ,,and ,,name ,,of ,,engine4 8,,effie40 8,,ella40 8,,muriel40 8,,katie40 ,diameter of cylinders #d in4 #d in4 #f in4 #d in4 #e in4 ,length of stroke #f in4 #g in4 #h in4 #g in4 #h in4 ,diameter of wheels #a ft #c in #a ft #a in #a ft4 #f in4 #a ft4 #c in4 #a ft4 #d in4 ,length of wheel-base #b ft4 #f in4 #d ft4 #f in4 #f ft4 #c ft4 #e ft4 ,number of wheels 7all #d #f #h #d #f coupled7 ,length over framing #g ft4 #h ft4 #h in4 #aj ft4 #i in4 #h ft4 #aj ft4 ,overhang at each end #b ft4 #c in4 #b ft4 #a in4 #b ft4 #d in4 #b ft4 #f in4 #b ft4 #f in4 ,width over framing #b ft4 #c in4 #c ft4 #aj in4 #c ft4 #aj in4 #c ft4 #aj in4 #c ft4 #aj in4 ,length of boiler #d ft4 #f in4 #f ft4 #f in4 #h ft4 #c in4 #e ft4 #h in4 #g ft4 #h in4 ,diameter of boiler #a ft4 #aj in4 #b ft4 #a in4 #b ft4 #a in4 #b ft4 #a in4 #b ft4 #a in4 ,length of firebox 7flue7 #a ft4 #i in4 #b ft4 #c in4 #c ft4 #b ft4 #c in4 #c ft4 ,diameter of firebox #aa in4 #a ft4 #c in4 #a ft4 #c in4 #a ft4 #c in4 #a ft4 #c in4 ,number of tubes 7brass1 #a #bc #eg #eg #eg #eg in47 ,heating surface #bc sq4 ft4 #gj sq4 ft4 #ia sq4 ft4 #ec sq4 ft4 #hj sq4 ft4 ,grate area #a4be sq4 ft4 #b4ab sq4 ft4 #c sq4 ft4 #b4ab sq4 ft4 #c sq4 ft4 ,capacity of tanks #ah gals4 #ej gals4 #hd gals4 #di gals4 #gg gals4 ,working steam pressure per #abe lb4 #afj lb4 #afj lb4 #afj lb4 #afj lb4 sq4 in ,weight in working order #a ton #c cwt4 #c tons #ae #e tons #c tons #e #d tons #e cwt4 cwt4 cwt4 787 ,co-efficient of adhesion at #c4f #d4g #d4e #d4i lb #d4c 787 #ade lb4 mean pressure ,tractive power per lb4 #f4b lb4 #ab4c lb4 #ag4c lb4 #i4i lb4 #ae4a lb4 pressure in cylinders ,if diameter cylinder#b #a1 #bjg #dbe #ccf #cef #cha ratio heating surface ,if diameter cylinder#b #a1 #aa4b #ab4h #aa4j #ad4b #ad4c ratio grate area ,load 7exclusive of engine7 #ae tons4 #ce tons4 #di tons4 #bh tons4 #dd tons4 on level4 7,these are up #a in #ajj #i tons4 #ba tons4 #cj tons4 #ag tons4 #bg tons4 average working loads which can be considerably exceeded on the easier gradients47 up #a in #ej #f4d tons4 #ad4f tons4 #ba tons4 #aa tons4 #ah tons4 up #a in #be #c4h tons4 #h4c tons4 #ab tons4 #f4e tons4 #aa tons4 up #a in #ab #a4h tons4 #c4d tons4 #d4i tons4 #b4e tons4 #d4d tons4 ,,vi4 ,,wagons ,,and ,,cars ,,the wagons first put upon my line measured only #d ft4 by #b ft4 inside4 ,it soon became apparent1 however1 that a gauge of #ae in4 could carry with safety a much larger vehicle4 ,in fact it may be taken as a reasonable rule that the floor area of narrow gauge wagons should not be less than four times the gauge in length and twice the gauge in width4 ,i have found such a wagon very handy for light work1 but on the ,eaton ,railway ,i adopted an over measurement of #f ft4 by #c ft4 with #a ft4 #c in4 depth of side4 ,the wheel base is1 in all cases1 half the length of the wagon4 ,the larger wagon above described carries #af cwts4 of coal1 and from #bj to #bb cwts4 of sand1 road metal1 bricks1 etc41 and weighs about #g cwts41 or one-fourth of its total gross loaded weight1 i4e41 it carries three times its own weight4 ,the axles in this case are #b in4 diameter4 ,for heavier loads ,i have made the wagons with #b in4 axles to carry #cj cwts4 which is the standard ,i have finally adopted2 and also with #b in4 axles to carry two tons4 ,two of these last were built for the ,eaton line1 on which logs of timber up to #cj in4 square and #fj ft4 long have to be conveyed from the ,g4 ,w4 ,railway to the ,estate works4 ,each end of the log rests on a 8timber fork10 which can be fitted on to any wagon1 and in this way1 not only timber1 but any kind of lengthy goods can be carried with the greatest ease4 ,my resident engineer at ,eaton gave me an amusing account of the arrival from ,messrs4 ,handyside ,co4 of the ironwork for the coal store at ,eaton4 ,this included a number of long and awkward shaped pieces1 and the foreman sent by this firm to erect the shed was in despair at seeing the toy wagons provided for the transport of pieces that with some difficulty had been loaded in the main line wagons4 ,to his surprise the #ae in4 gauge handled them with far greater facility than the #d ft4 #h in41 owing to length being no drawback4 ,my standard wagons are constructed of pitch pine with angle-iron rims1 and the box sides are framed together independently of the wagon itself1 thus a flat wagon is converted into a box wagon by merely placing this frame upon it4 ,these sides1 or 8tops0 as they have come to be called1 are about #ae in4 deep1 and the wagons being constructed to a standard size1 are interchangeable4 ,an iron rim on each enables two or three of the tops to be placed one above another upon any wagon1 to give an extra depth4 ,to empty the wagon1 two men readily lift off the top1 and1 if necessary1 turn it over sideways1 sufficiently to shoot off the contents2 or the load may be upset without removing the top4 ,this mode is almost as rapid as emptying a tip wagon1 which1 though convenient to unload1 is a fraud as to capacity1 and cannot be designed to carry more than one-and-a-half times its own weight2 and even then there is the objection that the centre of gravity is far higher than in the box wagon4 ,for carrying timber or other lengthy loads swivelling carriers can be placed on any two wagons2 and if a greater length is required1 these two wagons can be set a distance apart1 with or without other wagons placed between them4 ,by adopting the flat wagon as a standard1 it is possible to adapt each one to any class of work1 without the necessity of keeping a large variety for various purposes4 ,a narrow gauge is said not to lend itself advantageously to the carrying of bulky material1 but by loading a train of wagons without break from end to end1 ,i clear hay off land1 to which it happens that carts cannot have access1 with great despatch4 ,there is1 therefore1 no valid objection on this score4 ,the cost of these wagons is from #hjs4 to #hes4 per cwt4 ,in the two years the ,eaton line has been at work they have proved convenient in every way and show no signs as yet of wear4 ,in addition to a number of wagons1 some of which are fitted with brakes1 there are on my line seven bogie passenger cars and a bogie van2 also a variety of miscellaneous stock1 such as workmen's car1 screw and roller rail-benders1 dynamometer car1 and various small trolleys4 ,the dynamometer car is constructed to indicate the tractive effort of the engine1 the speed1 and the distance travelled4 ,the roller rail bender is worked by three men1 two of whom work the winch which draws the rail through the rollers1 while the third adjusts the pressure to produce the required curvature4 ,the screw bender has two thrust blocks1 opposite which works a horizontal screw1 which straightens or bends rails with great accuracy1 but in long or sharp curves the roller bender is more rapid and efficient1 as elsewhere noted4 ,the passenger stock1 which1 like everything else1 was built on the premises1 requires a somewhat more detailed notice4 ,there are four open cars1 holding sixteen persons each1 two abreast4 ,these are #ai ft4 #f in4 long and #h ft4 #f in4 wide1 and are carried on two bogies of #a ft4 #f in4 wheel base1 the total wheel base being #af ft4 #f in4 ,a foot brake is fitted to one bogie on each car4 ,the weight of these cars is #bj cwt42 they therefore only weigh #a cwt4 per passenger seat1 and reckoning sixteen persons to the ton1 the proportion of live to dead weight is as #a to #a4 ,on the main lines it is more than #a to #e4 ,the cost of these cars1 stained1 varnished1 and lined with linoleum1 was #cg each4 ,in order to demonstrate the capabilities of even so small a gauge1 a closed car of the same dimensions as those already described was constructed1 which has doors and windows of the usual kind4 ,lest it should be supposed that the space is unduly cramped1 ,i may mention that a visitor #f ft4 #c in4 in height1 when seated1 found ample clearance for his tall hat4 ,the cost of this car was #fg1 and the weight is #bd cwt4 ,here the proportion of live to dead weight is as #e to #f4 ,as a further test of the capacity of a #ae in4 gauge1 ,i have built a dining car and a sleeping car of the same dimensions as the cars already described4 ,the former seats eight persons and carries a suitable cooking stove in a compartment to itself4 ,the latter contains four berths #f ft4 #f in4 long and #a ft4 #aj in4 wide1 with a lavatory and other fittings4 ,this1 though hardly an essential accompaniment to a line under one mile in length1 can be utilised as an overflow bedroom for my boys when the house is full of guests4 ,i am unable to state the exact cost of these two vehicles1 but exclusive of fittings1 it is little1 if at all in excess of that of the closed car already quoted4 ,the weights are somewhat greater1 owing to the bogie truck frames being of cast iron instead of elm4 ,a closed luggage van1 #ae ft4 in length1 but otherwise of the same pattern as the cars1 concludes the list1 and is used to convey luncheons1 teas1 etc41 for large parties1 to the station where refreshments are served4 ,the extreme height of the closed cars is #f ft4 ,all the wagons and cars are carried on chilled iron wheels1 #ac in4 diameter1 cast in my foundry4 ,the axles1 as has been stated1 vary from #b in4 to #b in4 in diameter1 and on to these the wheel on one side is forced by a hydraulic pressure of about #ae tons1 while the opposite wheel runs loose to reduce the curve friction4 ,the journals run in cast-iron boxes1 which are lubricated by sponges placed in oil receptacles below4 ,the horn-blocks and axle-boxes1 with a rubber block between them to form the spring1 and a cover to the oil reservoir1 are secured together by a single bolt1 after the insertion of which no part can come loose4 ,the castings are put together as they come from the foundry1 without machining or fitting of any kind1 the axle bedding well into the cast-iron box after a few days' wear4 ,for the ,eaton railway1 however1 ,i bored out the boxes1 but have not found any advantage to result4 ,these bearings require oiling only at intervals of several weeks1 and although some of them have been in use more than eighteen years1 there has been no case of heating or other failure4 ,the cost of each complete bearing1 including horn-block box1 cover1 spring1 and bolt1 is only #es41 #as4 of which goes for the rubber4 ,the buffers and couplings are central4 ,a single east-iron buffer1 which in the case of the cars is mounted on a spring draw-bar1 has a coupler of the same metal hinged to it by a bolt4 ,the latter is self-coupling or not as desired2 but1 when turned back so as not to couple1 the driver can1 by bringing the buffers smartly together1 cause it to fall and couple up4 ,these couplers allow the wagons and cars to be shunted out of the train1 when the engine is either pushing or drawing1 by a quick manipulation of the points1 the hook sliding laterally from its hold as the vehicles diverge on different lines4 ,i designed some cast-steel coupler-buffers of this type lately for the ,royal ,engineers' #cj in4 gauge experimental field railway1 near ,chatham1 which1 though for reasons unconnected with their construction not adopted1 are reported as the only ones of several types experimented with #8which fulfilled the necessary requirements4 ,in the bogie stock the coupler-buffers are fitted to the bogie1 and not to the car frame1 on account of the severe curves4 ,in the construction of the wagons and cars almost every part is made to gauge1 and put together without fitting4 ,the aim throughout has been to make the details of all the rolling-stock as simple1 cheap1 and efficient as possible1 which has been principally achieved by adopting designs and modes of construction largely at variance with commonly accepted notions4 ,the totally different conditions under which minimum-gauge lines work1 as compared with ordinary railways1 renders this possible without any sacrifice of safety or durability4 ,in ,section ,,iv4 mention was made of tip-wagons supplied as an experiment to the ,eaton line4 ,these consist of steel tubs1 ,u shaped in section1 hung at each end on two trunnions riding in cast-iron pedestals1 the latter being bolted to an under-frame of channel steel fitted with cast iron ends rivetted in1 and so formed as to carry a drawbar with rubber cushions1 to the end of which the coupler-buffer is attached4 ,these wagons cost #bj as against #ab for the standard box wagon4 ,they weigh #aa cwts41 and carry about this weight of coal1 or a little more4 ,loaded with coal1 they average a trifle under #bd cwt41 exactly the same as the box wagon1 which weighs #g cwt41 and carries #af to #ag cwt4 of coal4 ,thus the paying loads of the two are as #c to #d for the same hauled weight4 ,for short distances1 where the emptying bears a greater proportional relation to the running time1 or where the load must be got rid of in a particularly short space of time1 tip-wagons may answer4 ,for such purposes as my experience has had to deal with1 they are a drawback1 which1 as ,i have previously pointed out1 is increased by their inadaptability to the carriage of bulky goods4 ,one of my strong contentions is that1 on a small line1 to avoid expense in rolling stock1 every vehicle should be available for every purpose4 ,,vii4 ,,the ,,duffield ,,bank ,,workshops4 ,a ,,brief account of my little works will be of some interest to engineers4 ,i have already1 in ,section ,i41 given an outline of my progress as a mechanic4 ,i will now describe the machinery by which the locomotives1 carriage and wagon stock1 and permanent way fittings have been constructed4 ,the machine-shop contains an #aa in4 lathe for wheel turning1 cylinder boring1 and the heavier work2 an #h in4 lathe for surfacing1 sliding1 and general work2 a #g in4 lathe for screw-cutting and fine work2 a #d in4 ,pittler universal lathe1 with a variety of automatic and other fittings1 chiefly used for the smaller brass work1 such as cocks1 glands1 lubricators1 c42 a #c in4 sliding and screw-cutting lathe1 for very light work2 a planing machine to take work #d ft4 by #a ft4 #f in4 by #a ft #f in42 an #h in4 stroke double-table shaping machine1 fitted for hollow and circular shaping1 specially used for machining coupling rods1 c42 a #d in4 shaping machine with circular motion1 for light work2 a milling machine2 a #i in4 stroke slotting-machine with compound table1 for heavy work2 a #b in4 spindle drilling and boring machine2 a #a in4 drilling machine1 for general work2 a screwing and tapping machine1 to #a in4 for bolts and to #b in4 for pipes2 a cold-sawing machine1 to cut iron up to #b in4 square2 a slot drilling machine2 a twist-drill grinding machine2 two grindstones1 three bench vices1 and complete sets of screwing tackle and fitters' tools4 ,the smith's shop contains two fires1 of which one is blown by a fan1 and is suited for the heavier work2 anvils for ordinary purposes and also for the treatment of angle iron1 c42 a #b cwt4 gas hammer2 a punching and shearing machine2 a bench vice1 and complete set of smiths' tools4 ,the erecting shop contains an overhead travelling crane2 an engine pit2 a #cj-ton hydraulic press for putting axles into wheels1 crank pins into cranks1 testing samples1 c42 a hand screwing and tapping machine to in4 for bolts and to #a in4 for pipes2 standards for fitting up frame-plates2 a rivet heating forge2 two bench vices1 and tools for tube extracting and other special processes connected with the construction and repair of locomotives4 ,the iron-foundry contains a #af in4 cupola worked through a double tuyre by a 8,root's0 blower2 an overhead travelling crane2 a core stove2 charge-weighing scales2 a large supply of boxes for general purposes1 and special ones for cylinders1 chilled-wheels1 sleepers1 gutters1 c41 with all ladles and other appliances suitable for producing castings up to half-a-ton weight4 ,especial pains have been taken to turn out chilled wheels 7#ac in4 diameter71 for the rolling stock1 of perfect smoothness and of even depth of chill4 ,the brass foundry contains a furnace1 a metal moulding bench1 and the usual fittings4 ,the carriage shop has two lines of #ae in4 gauge formed of cast plates bolted together and bedded in concrete1 and contains a wood-morticing and boring machine2 fitters and joiners' vices1 with every convenience for erecting1 finishing1 and painting two of the long #bj ft4 bogie cars simultaneously1 or eight of the standard wagons1 according to requirements2 all bulky joiners' and carpenters' work is also done in this shop4 ,the pattern and joiners' shop contains a #e in4 ,holtzappfel lathe2 and a small circular saw2 #b instantaneous-grip vices2 saw tooth-setting machine2 and a variety of other special appliances1 in addition to a full set of joiners' tools4 ,the saw-shed contains a #cj in4 circular saw bench2 a band saw2 a small general joiner2 an #aa in4 planing machine1 and a small emery grinder4 ,the engine house contains an #h horse-power ,otto gas-engine1 of which the water circulation is effected by a small centrifugal pump4 ,the drawing office is fitted up with the usual appliances1 and is in telephonic communication with my house and two of the stations on the railway4 ,the general stores comprise timber2 foundry sand of various qualities2 five kinds of pig iron2 copper1 spelter1 tin1 c42 bar1 rod1 and angle iron2 wrought-iron tubing up to #b in42 bolts1 rivets1 nuts1 and pins2 steam fittings of all kinds2 every sort of requisite needed in the construction of small railways and rolling stock1 and also for meeting house and farm requirements4 ,the pattern store contains patterns for all the locomotive1 carriage1 wagon1 signal1 permanent way1 and general experimental work2 and for drain grates1 gutters1 c4 which are supplied from ,duffield for my other estates4 ,the shops are lit by gas1 and the #ae in4 gauge line runs throughout4 ,the construction1 both in wood and iron1 is done as far as possible to template1 and every endeavour is made to turn out the very best work1 which is perhaps the more easily attained in that there are no profits to be considered4 ,at the same time it should be explained that the shops and machinery are1 throughout1 though good and sufficient for their purpose1 in no way models of excellence4 ,their object is only to turn out the chiefly experimental work required1 and the gradual additions that have been made during the twenty-five years of their existence have been done as cheaply as was consistent with efficiency4 ,outside the shops are a weigh-bridge for weighing rolling-stock and loads1 and a six-ton crane to tranship heavy goods from drays to the #ae in4 railway4 ,adjoining the workshops is the locomotive shed1 with rails raised #cj in4 above the floor1 so as to get more easily at the lower parts of these small engines4 ,it is arranged for two locomotives1 and is fitted with an air jet for raising steam1 and with a water supply4 ,the carriage and wagon stock is1 for the most part1 housed in three sheds at various stations on the main part of the railway1 #hj ft4 above the workshops4 ,,viii4 ,,scientific ,,considerations4 ,,the present section contains the result of experiments and experience on points which1 for the most part1 are of interest only to those who study the scientific side of railway work4 ,i here take the opportunity of placing on record various considerations1 more or less connected with the subject of narrow-gauge railways1 of too technical a nature to be mixed up with the descriptive pages4 ,this explanation will account for the somewhat disjointed nature of the statements which follow4 ,the fact that narrow gauge locomotives are usually required to surmount much steeper gradients than are generally to be found on standard railways1 makes adhesion a question of the first importance4 ,it is very generally supposed that the co-efficient of adhesion between a wheel and a rail is a constant fraction of the insistent weight1 varying slightly with the molecular structure of the metals in contact4 ,there is1 however1 reason to believe that it decreases considerably with an increase of weight4 ,in locomotives of the standard gauge1 with from #ab to #ah tons per driven axle1 it is generally held that a co-efficient of adhesion of one-sixth is all that can be counted on with certainty4 ,from a number of experiments on the ,festiniog ,railway1 with the results of which the late ,mr4 ,spooner1 who himself supported the theory1 was good enough to supply me1 ,i found that the load there per driven axle was five tons1 the co-efficient averaging about one-fifth4 ,again1 with my small engines that have a load on each axle of from #a4b to #a4f tons1 the calculated co-efficient is two-ninths1 in support of which ,i give the following experiment1 conducted in the presence of two gentlemen belonging to a firm of locomotive builders1 when it was under consideration to build for military purposes some engines on the plan of the ,no4 #b described in ,section ,v4 ,i guaranteed that the locomotive referred to should take a load equal to its own weight up a gradient of #a in #aj a quarter of a mile long1 which then was1 in parts1 as steep as #a in #i1 with a short curve of half-a-chain radius at the severest part4 ,this was satisfactorily accomplished4 ,the day being dry1 ,i was requested to ascertain what was the maximum load that could be hauled4 ,on reaching four tons1 when the start had to be made on a less gradient1 the engine barely struggled up1 and this was evidently all it could do4 ,when full up with coal and water it weighed at that time #c tons #f cwt4 ,during the experiment1 however1 there were but #c tons #b cwt4 on the three axles1 all of which were coupled4 ,the boiler pressure was #ade lbs4 exactly1 and1 the gross weight of engine and train being #g tons #b cwt41 the gravity resistance on the gradient of #a in #aj was equal to #ad4b cwt4 ,the weight of #c tons #b cwt4 available for adhesion1 reduced by a tenth part1 which the gradient converts into gravity resistance1 was equal to #ef cwt4 ,thus1 without reckoning the curve friction of the whole train and the journal friction of the wagons1 both uncertain quantities1 the proportion of developed tractive power to load was as #a to #c4i4 ,this result confirms the probability of the truth of the above assertion4 ,assuming its correctness1 which appears beyond doubt1 what is the explanation of increased proportionate adhesion with a decreased weight on the driven axles8 ,the reduced diameter of wheel in the smaller engines might seem to offer a solution of the problem4 ,experience1 however1 goes to prove that1 if there is any difference1 a larger wheel has1 with equal insistent weights1 a better grip of the rail than a small one4 ,i am of opinion that the weight is directly responsible for the difference4 ,a wheel rests upon a rail on one point1 or possibly on a transverse line of which the length is equal to the width of the rail4 ,with a small insistent weight the molecules of the wheel and rail interlock without injury1 and adhesion1 on the principle of an infinitesimal rack and pinion1 is the result4 ,as the weight is increased on the fine bearing area1 the molecules become disturbed1 and fail to offer so firm a fulcrum4 ,ultimately they become displaced1 and move as rollers between the two surfaces1 materially reducing the adhesion4 ,if this theory be the correct one1 as is not improbable1 the graduated reduction in the adhesion would be accounted for4 ,that the rolling wheel and rail do actually interlock was demonstrated by ,sir ,douglas ,galton in his experiments on the retarding power of brakes1 when he pointed out that1 on a wheel becoming skidded1 the rack and pinion motion was converted into a series of jumps of the wheel across the microscopic teeth of the rack1 with a consequent reduction in adhesion proportionate to the sliding speed4 ,in confirmation of this statement ,i detailed1 during the meeting of the ,british ,association at ,sheffield1 an experiment ,i made by reversing a locomotive so as to skid the wheels1 and ultimately to cause them to revolve in a contrary direction1 while descending an incline4 ,with skidded wheels the descent was at a certain speed with backward revolution of the wheels the speed increased rapidly1 the effect of the reversal being to cause the wheel to slip over the rail at a speed greater than that at which the engine was moving1 thus showing that ,sir ,douglas ,galton's theory of the adhesion diminishing in proportion to the extent of departure from the interlocking or rolling motion of the wheel on the rail remained consistent even beyond sliding contact1 and disposing of the old theory that the loss of adhesion with a skidded wheel was due to the creation of a polished point of contact on the wheel4 ,another somewhat curious point in connection with adhesion is the slip of the driving wheels1 which is naturally in the direction of causing a greater number of revolutions of the wheels than would be due to the length of rail travelled over4 ,occasionally1 however1 ,i have1 in experimenting1 noticed that fewer revolutions are made than would suffice to travel the distance as measured on a centre line between the rails4 ,that is1 the wheels slipped forward instead of back4 ,this freak is probably due to the outer wheel on a curve slipping forward when1 owing to considerable superelevation and a low speed1 the inner wheel is the more heavily weighted1 the distance then travelled being the reduced length of the inner rail4 ,i now proceed to explain the basis of calculation of the net loads hauled on various gradients1 as appended to particulars of each locomotive described in ,section ,v4 ,the resistance on the level consists of journal friction1 tire friction1 and locomotive internal friction4 ,tire friction is practically nil1 except on curves and in strong side winds4 ,journal friction ,i find1 in the case of my small rolling stock1 to be covered by an allowance of #aj lbs4 per ton4 ,owing to the numerous curves another #aj lbs4 per ton must be added to cover tire friction4 ,a tractive power of #bj lbs4 per ton proves quite sufficient to keep the train in motion on the level4 ,it is not1 however1 enough to start the train on a curve1 nor to overcome the inertia due to journal friction when1 as on an incline1 there is no slack between the wagons1 and the whole train must be started at once4 ,after considerable experience ,i find it necessary to add a further #bj lbs4 per ton to the required tractive power4 ,a total of #dj lbs4 per ton is thus allowed as a good working equivalent of the frictional resistance of the train4 ,the friction of the locomotive is a much more complicated question4 ,there seems very little information available on this point4 ,it has been said1 in the case of full sized engines1 to absorb thirty per cent4 of the tractive power1 but this is a vague estimate1 out of all reason excessive1 unless it be intended to include gravity resistance on a steep incline4 ,it is desirable to consider the nature of the various causes of resistance to motion separately4 ,viewed as a carriage only1 the journal and tire friction of the locomotive may be taken at the same amount per ton of its weight as in the case of the trains1 namely1 #dj lbs4 ,the additional resistance due to friction of the moving parts of the mechanism cannot be calculated as a constant4 ,if the engine is developing but a small portion of its power1 the amount will be small2 when loaded to its full capacity there will be a large increase of internal resistance1 varying1 however1 in proportion to the accuracy with which it is put together1 and the stiffness of the framing4 ,such experiments as ,i have made show clearly that1 when exerting approximately its full power1 the total frictional resistance of the engine does not exceed #ajj lbs4 per ton1 and when running light is much less1 but in what proportion less ,i have as yet failed to ascertain satisfactorily4 ,of this #ajj lbs4 per ton1 from #bj to #dj lbs4 is due to journal and tire friction1 leaving from #fj lbs4 to #hj lbs4 per ton as the deduction for internal friction4 ,i thus conclude that an allowance of #dj lbs4 per ton for train resistance1 and #ajj lbs4 per ton for engine resistance1 is a basis for calculating the tractive power required on the level that is sufficient under all possible narrow-gauge conditions4 ,in the case of gradients there must1 of course1 be added the gravity resistance of the engine and train1 which is1 on a gradient of #a in #ajj1 one-#ajjth of the gross weight2 on a gradient of #a in #ej1 one-#ejth1 and so on4 ,in calculating the tractive power of the engine1 the effective pressure in the cylinders may be reckoned at fully nine-tenths of the boiler pressure1 on account of the low piston speed4 ,the above particulars are not to be taken as representative of what can be got out of a narrow-gauge engine in a few isolated experiments only1 but of what is well within the compass of daily work4 ,,ix4 ,,remarks ,,on ,,narrow ,,gauge ,,railways4 ,,up to this point ,i have merely detailed the particulars of the construction of my experimental railway and of the line at ,eaton1 giving at the same time the reasons that have led me to adopt certain methods and designs4 ,i now propose1 in conclusion1 to offer a few remarks upon the application1 in this country and abroad1 of small railways of #b ft4 gauge and under to do work at present done by means of horses and carts4 ,the cases in which such lines can be profitably applied may be classed under two heads2 the one1 where1 in a country possessing ports or a system of railways1 large establishments1 private1 public1 or industrial1 might be connected therewith by a narrow gauge line so as to reduce the cost of transport below that which has to be paid for haulage by animal power on roads2 the other1 when no roads worthy of the name are available1 and the choice is a light railway or nothing4 ,the chief condition of success in both cases is a sufficient traffic between two or more definite points4 ,military railways1 however1 must be regarded from a somewhat different standpoint1 as the object here is to supply a movable centre as expeditiously as possible with the vast commissariat requirements of an army rather than to study economy4 ,it is not my intention to enter into the pros and cons of small railways for war purposes4 ,suffice it to say that some countries are ahead of us in the matter1 which is one that has1 in ,england1 been allowed to drop rather into the background4 ,returning to the consideration of cases where a fairly large traffic has to be delivered to a port or railway system1 the first question that arises is that of transhipment4 ,material of any kind can be as effectively delivered on ship-board by narrow gauge railway wagons as by horses and carts1 if not better4 ,in reckoning up the cost of transhipment from small wagons on to a railway system--no great matter with proper appliances--it must not be lost sight of that1 even if a branch of standard gauge were constructed to many establishments1 the large wagons cannot1 as a rule1 be got up to the point where the material lies1 and a preliminary transference in barrows or carts is necessary4 ,with the little wagons it is usually possible to get right up to the place and to load direct1 in which case there is clearly no additional expense incurred4 ,it is1 further1 often forgotten that there is on the standard railways endless transhipment for the sake of economical transport1 in no way connected with a break of gauge4 ,again1 a small line can be carried round curves1 up gradients1 and through confined premises1 where a wider line would be inadmissible4 ,in many places the unsightliness of the standard gauge would be objected to1 nor can such a line be made very light if it has to carry1 as it must1 the #g or #h tons per axle of a full sized coal wagon 7see ,appendix ,a74 ,the narrow gauge has also the advantage in first cost1 and by bringing the small wagons on to a level with the floors of the large ones1 or1 in the case of minerals1 by erecting a simple shoot1 the transhipment difficulty may be reduced to a minimum4 ,it is not well to have gradients steeper than #a in #dj where avoidable1 as difficulty will be experienced in slippery weather2 but it is quite possible with suitable engines to work inclines of moderate length1 as steep as #a in #ab4 ,the diminution of the power of the locomotive on gradients is also a matter for consideration1 the importance of which will be clear when it is stated that if an engine will haul1 as it should1 in addition to itself1 ten times its own weight on the level1 it will haul1 speaking roughly1 only four times its weight up #a in #ej1 twice its weight up #a in #be1 and once its weight up #a in #ab4 ,more work can be done if adhesion does not fail1 but the above is an approximate working average4 ,the speed on small lines is not generally a matter of much moment1 owing to their usually moderate length4 ,a locomotive that is sufficiently powerful to start a given load1 will without difficulty get it along at from #h to #aj miles an hour4 ,it has occurred to me that a very fair approximation to the reasonable running speed of which any gauge is capable is to be found in estimating that the speed of passenger trains is equal to as many miles per hour as the gauge is inches wide1 and1 for goods trains1 to half that amount4 ,the permanent way should be made a thoroughly sound job1 as it will then cost but little for repairs4 ,particulars of what is recommended will be found in ,sections ,,iii4 and ,,iv4 ,i am no advocate of portable railways1 which may be well enough for hand trains1 or even for horse traction1 but a locomotive requires a solid and clean road if it is to work to advantage4 ,it is often possible to carry a narrow gauge railway by the roadside or1 as at ,eaton1 over pasture lands without the necessity of fencing the line in4 ,fences can be crossed as described in ,sections ,,iii4 and ,,iv41 so long as arable land is avoided4 ,where the route is not wholly the property of the projector of the railway1 the requisite way-leave may frequently be leased by paying an annual acknowledgment of from #c;d4 to #f;d4 per yard run4 ,it now remains to show what traffic is required in order that a line of this description may repay the outlay upon it4 ,this may best be effected by drawing a comparison between the cost of locomotive traction on rails and horse traction on roads4 ,the cost of loading and unloading will not be included1 as these are the same in both cases4 7,see also ,section ,,iv47 ,taking the minimum distance apart of two points1 between which haulage may be supposed to be required1 as one mile1 the smallest and cheapest gauge as #ae in41 and allowing #b1jjj yds4 to the mile so as to include the necessary sidings1 the cost of the line will be as follows3-- #b1jjj yds4 of #af lbs4 steel rails1 cast-iron sleepers1 #fej ballast1 and laying ,fence bridges1 field crossings1 fencing1 and other #bjj structural works2 but exclusive of river bridges1 tunnels1 or other costly requirements ,earthwork1 if an approximately surface line 444 say #bej ,one #d in4 cylinder four-wheeled locomotive #djj #ab wagons to hold #a cube yd41 at #ab each #add ,extras 444 say #aef ,cost of #a mile of line1 equipped complete #a1hjj ,if laid with pitch pine sleepers a reduction of about #ajj per mile would be effected1 the cost of renewal being correspondingly increased4 ,the engine would be capable of hauling a gross load1 exclusive of its own weight1 of #ab tons up a gradient of #a in #ej1 which may be taken as a fair ruling gradient for a surface line4 ,this would be equal to an average paying load of about #h tons2 so that1 supposing the engine to make one trip per hour1 about #fj tons would be moved per day2 although1 with a double set of wagons and men1 #ajj tons would easily be handled4 ,if the engine worked two days a week1 or say #ajj days per annum1 it would have hauled #f1jjj tons one mile in the year4 ,a less load hauled on the return journeys need not be taken into account1 as this would make no difference in the comparison1 such work being practically done without extra cost in both cases4 ,the cost of the line per annum would be as follows3-- ,interest on #a1hjj at #d per cent4 #gb ,driver and boy1 who would keep the rolling stock and line in #ajj order ,fuel1 oil1 stores1 and sundries1 at #es4 per day #be ,renewal of permanent way and rolling stock at #ae years life #hj on #a1bjj ,cost of moving #f1jjj tons one mile #bgg ,this is equal to about #aa;d4 per ton4 ,now the same haulage by horses and carts in ,great ,britain would usually cost about #as4 #c;d4 per ton1 and in this case there is the advantage of being able to haul1 if necessary1 in other directions if required1 which would somewhat reduce the financial advantage of the railway1 but still leave it a distinct superiority4 ,it is probable that a traffic of #e1jjj tons annually over a mile of line is the smallest amount that would repay the construction of a narrow gauge railway1 for the estimate has been based upon the narrowest line which can profitably be employed4 ,if the line were longer1 the balance in its favour would be greater4 ,this would also be the case if the traffic were greater1 and with the maximum amount which the line1 using only one1 but a larger engine1 could accommodate1 say #dj1jjj tons1 the concern would be very profitable1 for the extra charge for renewals would not be heavy1 and the cost per ton carried would be reduced to about #e;d4 or #f;d4 ,no allowance has been made for way leaves or purchase of land4 ,should there be outlay under these heads1 the cost of transport would be increased accordingly4 ,in concluding these comparisons1 in which it may be thought that the railway is shown in a less attractive light than might have been expected from an enthusiast1 ,i may explain that ,i am no advocate of ill considered schemes1 planned without proper knowledge1 cheaply constructed1 and carelessly worked4 ,my figures represent thoroughly sound and serviceable plant1 kept in good repair4 ,if it is not worth while to go to such expense1 then it is not worth while to construct a railway at all4 ,i have been fortunate enough to work my line for twenty years without the slightest injury to a single person of the many thousands that have been carried as invited guests for pleasure1 as visitors interested in my experiments1 or as workmen on the premises4 ,none of the rolling stock has sustained more than the most trivial damage2 and derailments1 beyond an occasional mishap in shunting1 are unknown4 ,the working of the ,eaton line has been equally satisfactory4 ,this immunity from accident ,i attribute entirely to proper care having been taken to construct every part1 not only of the best materials and workmanship1 but also with a careful eye to the fitness of each detail for the purpose it has to serve4 ,that there are many openings for lines of #b ft4 gauge and under1 is beyond dispute4 ,but while1 already1 this mode of transport is largely made use of abroad and in our colonies1 a deeply rooted prejudice has hitherto prevented it from gaining a footing in ,england and ,scotland4 ,admirable articles pointing out the advantages of light railways have appeared from time to time in the daily press with little or no effect4 ,it is one of the strangest anomalies in the progress of civilisation in this country that ,great ,britain almost wholly refused till lately to countenance such lines4 ,the reasons for this obstinacy are not readily discoverable4 ,probably the innate conservatism of every ,englishman--for there exists here no such thing as liberalism out of the region of politics--has been the principal factor in determining this course of inaction4 ,even now that the ,light ,railway ,act has passed1 there is little or no movement in the direction of making small lines such as ,i refer to1 and not much in respect of larger ones4 ,whether1 in the future1 private individuals will1 in their own interest and in that of their neighbours and dependents1 lay out money in this way1 it is impossible to foresee4 ,but undoubtedly there are many openings for such installations1 particularly on large estates1 where the possession of the land gives the owner a free hand4 ,x4 ,,appendix ,a ,,the following letter1 which appeared in ,the ,times two years ago1 is here reprinted as bearing on various points connected with narrow-gauge railways4 ,special attention is directed to what is advanced under the third head4 ,,light ,,railways4 ,,to ,,the ,,editor ,,of 8,,the ,,times40 ,sir1--,the movement in favour of secondary railways has evoked from your numerous correspondents widely divergent views4 ,this want of accord is more apparent than real1 and it would facilitate the proceedings of the approaching conference #df if conflicting opinions could be partially reconciled beforehand4 ,the causes to which these differences are due may be summarized under three heads3-- #a4 ,the absence of a defined terminology of the distinctive kinds of railways4 #b4 ,the failure to appreciate that a scheme which is good for one locality is not of necessity the best for all4 #c4 ,the apparently meagre acquaintance on the part of those who state their views with the practical working of any but the standard railways of the country4 ,under the first head1 some confusion has arisen in consequence of the application of the term 8light railway0 now to lines of the standard gauge only1 and again to narrow-gauge lines also4 ,similarly with other expressions4 ,it may be pointed out that the term 8light railway0 is properly applicable and should be confined to a line of standard gauge1 of which the entire construction is lighter1 cheaper1 and simpler than is obligatory where weighty engines1 heavy traffic1 and high speeds are dealt with4 ,any line of less than the standard1 gauge is correctly described as a 8narrow-gauge railway10 and such lines1 when not of a permanent character1 come under the title1 simply1 of 8portable railways10 for these are invaribly of less than the normal width4 ,the term 8tramway0 should be restricted to its modern meaning of a line laid in the metalled or paved surface of a road or street4 ,finally1 the not unfamiliar appellation of 8secondary railways0 might be fitly adopted as generally descriptive of all lines not amenable to the standard railway regulations of the ,board of ,trade4 ,it would be well that the conference should pronounce on these points4 ,in regard to the second head1 needless controversy is engendered by attempting to assume that1 because a light railway is right here1 therefore a narrow-gauge railway is wrong there1 or vice versa4 ,in estimating the transport requirements of any particular locality1 if connection is to be made with the railway system1 the applicability of a light railway1 as above defined1 should first be considered4 ,by its adoption the use of existing rolling-stock is secured1 transhipment is avoided1 and the line can be subsequently and without difficulty transformed1 if necessary1 into a railway of standard construction--advantages for which much may be sacrificed4 ,but as it would be almost invariably essential to build a light railway of sufficient strength to carry the #ae tons gross weight of a standard coal wagon1 the permanent way would be of a somewhat costly character1 and1 in the case of severe gradients1 considerable difficulty would arise in providing suitable locomotive power4 ,where the impediments in the way of a light railway branch are insuperable1 or where the proposed line has no connexion with the railway system1 the advantages of a narrow-gauge railway may properly be weighed--such as the smaller width occupied1 the sharper curves admissible1 the lighter1 cheaper1 and more easily-handled permanent way and rolling-stock1 the absence of much of the unsightliness of a line of standard gauge1 the ease with which1 in the ease of gauges under #b ft41 the rails can be laid among and into existing buildings1 and1 lastly1 the convenience of being able to load and unload small wagons at the exact point required without the intervention of carts or barrows4 ,in regard to the third head1 it may be noticed as a curious fact1 that the strong and commendable predilections of ,english engineers for the standard gauge1 whenever obtainable1 appear to lead them1 where circumstances compel the adoption of a narrower one1 to advocate as little reduction as possible4 ,now1 the general result of foreign experience goes strongly to show that narrow gauges exceeding #cj in4 approximate so closely to a full-size line as to forfeit1 to a considerable extent1 the advantages of either system4 ,this attitude is probably due to ignorance of what can be done on the narrowest gauges1 for1 in spite of the fact that many hundreds of miles of lines of less than #b ft4 gauge are at work abroad1 our professional advisers persist in regarding such railways as mere toys4 ,yet a line of #ae in4 gauge has been at work in this country for twenty years1 on which thousands of passengers have been carried without a single accident1 as many as #abj in one train1 over gradients as steep as #a in #bj1 the goods traffic being worked in all weathers up a long gradient of #a in #aa without difficulty4 #dh ,it would be well that our railway engineers should inform themselves more fully on the subject1 as otherwise their valuable assistance1 which would insure that narrow-gauge railways were constructed in a solid and reliable manner1 will be thrust on one side by the requirements of the times1 and the work will be wholly in the hands of the many manufacturers of narrow-gauge plant1 whose designs1 being chiefly of what is known as the portable class1 are1 for the most part1 ill adapted for permanent locomotive traffic4 ,if so1 it is likely that1 in the push that may very possibly be presently made for secondary railways1 the results will not be so satisfactory as would be the case if the work were carried out under the direction of professional advisers4 ,under the same head1 attention may be directed to the fact that it is entirely unnecessary to urge the adoption of a standard narrow gauge4 ,the circumstances of each case will decide the most suitable gauge1 and it is only where there is a possibility1 as in the ,north ,wales district1 of a wide ramification of connected narrow-gauge lines that the adoption of a particular standard is of any importance4 ,i am1 ,sir1 your obedient servant1 ,,arthur ,,percival ,,heywood4 ,b4 ,the annexed letter1 published in ,the ,times about two years ago1 deals with possible difficulties to be met with by those who make a private line of railway4 ,i brought to bear all the influence ,i could to obtain the insertion of a clause in the ,act which would meet the 8public road crossing0 difficulty1 but without success4 ,the course which ,i took in the case of the ,eaton ,railway here detailed may be of service4 ,,private ,,light ,,railways4 ,,to ,,the ,,editor ,,of 8,,the ,,times40 ,sir1--,may ,i1 through your columns1 draw attention to a class of light railway which does not apparently come within the purview of the ,bill now before ,parliament--that of lines constructed by private individuals or firms for their own purposes8 ,these will usually confer advantage upon the district in which they may be situate by relieving the roads of a more or less heavy traffic1 and in some cases by offering facilities of transport to a section of the neighbourhood4 ,in a proposed route two difficulties may arise4 ,in the first place1 land not in possession of the projector may have to be invaded1 and way-leaves obtained by a judicious tact in selecting the ground and in approaching the owners1 since private interest is properly debarred from invoking compulsory powers4 ,this problem1 then1 may frequently be satisfactorily solved4 ,the second and more common impediment is the crossing or skirting of highways1 and it is to this point that my letter is specially directed4 ,the county and district councils are usually ready in their own interest to permit a private line to cross a road on the level--an over or under bridge is almost invariably impossible by reason of the expense--or to make use for a short distance of waste space by the road side4 ,but--and here is the crux--no permanent agreement is obtainable1 because councils have apparently no power to bind their successors in office1 and without such guarantee the projector is naturally unwilling to risk his capital when the possible rescinding of the concession would render his entire outlay abortive4 ,the ,light ,railway ,bill contains1 apparently1 no provision under which this disability can be remedied1 for it is improbable that the ,commissioners would take action in respect of a private concern4 ,the above difficulty was lately met with in the construction of a private narrow-gauge line for the ,duke of ,westminster1 which crosses a main road4 ,the matter was ultimately compromised by the insertion of a clause in the agreement to the effect that1 should the county council give notice to discontinue the crossing1 the ,duke should be entitled to appeal to the ,board of ,trade for arbitration4 ,there is1 however1 no assurance that the ,board would consent to appoint an arbitrator if called upon1 but it is very certain that if a provision legalizing such an appeal could be incorporated in the ,bill a serious hardship would be thereby removed1 and some encouragement given to private persons to embark capital in enterprises of the kind4 ,as a case in point1 and doubtless there are plenty of others1 a quarry owner of my acquaintance is at the present time conveying some #hj1jjj tons of stone annually by means of traction-engines from his works to the railway along #b miles of highway4 ,the road authorities1 levying #djj a year for extraordinary traffic1 are utterly incapable of coping with the destructive action of the heavy loads1 and the roads are in a state of disintegration that baffles description4 ,the proprietor of the quarry would at once set about making a narrow-gauge line at his own expense1 with the cordial good-will of the county and district councils and his neighbours generally1 could he only obtain some guarantee that the permission to cross and1 in some parts1 run alongside the road1 which to-day would be gratefully accorded1 would not be suddenly revoked at a future date4 ,perhaps those in charge of the ,bill will see their way to give this point their consideration4 ,i am1 ,sir1 your obedient servant1 ,,arthur ,,percival ,,heywood4 99 99 99 99 99 ,,from ,a ,,manchester ,,paper4 ,according to a correspondent in yesterday's ,times projectors of private light railways have hitherto been very chary of risking their capital owing to the precarious nature of their running powers4 ,in nine cases out of ten the light railway proposes to cross or skirt the highways at certain points1 and the permission which may be given by one district council in such cases is revocable by the next4 ,this must be so inevitably1 for circumstances might well arise under which a level crossing1 for instance1 would become a public danger4 ,the difficulty might well be met by an appeal to arbitration in all cases of proposed revocation of the running powers2 and if the ,board of ,trade were to undertake to nominate the arbitrator1 the projector ought to have no reasonable ground for timidity4 ,the present ,bill can only be regarded as proposing to set an example and provide occasional assistance to the construction of light railways4 ,seeing1 therefore1 that its chief result1 if successful1 will be to encourage a more extensive construction of railways1 it is important that all obstacles in the way of private enterprise in this direction should be at once removed4 ,the ,times correspondent suggests that the insertion of a clause providing for arbitration in all cases of dispute with the highway authorities would meet the difficulty4 ,c4 ,the regulations given below1 which ,i drew up for use on the ,eaton line1 and which have worked very well for two years1 may1 to some1 be of interest4 ,,eaton ,,railway4 ,,general ,,regulations4 #a4 ,all persons connected with the ,railway shall be held responsible for making themselves acquainted with such of the regulations as apply to them1 and for acting in accordance therewith4 #b4 ,all workmen on the ,estate shall be liable to such fines for infraction of the ,railway ,regulations as are herein set forth1 and as the ,estate ,office may see fit further to order4 #c4 ,all men employed on the ,railway ,staff shall promptly report any infraction of the ,regulations which may come under their notice1 or they shall be themselves liable to any penalty which may attach to such offence4 #d4 ,all workmen on the ,estate are particularly requested to remove any impediment1 such as sticks or stones1 which they may see on the line2 and in case of any serious block1 such as a tree fallen across the rails1 to give prompt notice to one of the ,railway ,staff4 #e4 ,no wagon or car shall 7under a penalty of #as47 be moved by hand on to or along the main line1 except by special arrangement with the engine-driver2 and the term 8main line0 shall be understood to include every part of the railway not being a siding or within a terminal yard4 #f4 ,hand shunting of vehicles on sidings shall be done carefully1 so as to avoid injury to the rolling stock2 but no vehicle shall be moved at all except by an authorised person4 #g4 ,no vehicle shall 7under a penalty of #as47 be left in such a position on a siding as to interfere with the free passage of other vehicles along adjoining rails4 #h4 ,if it is necessary to throw over time weight of any point-lever1 this shall be done gently1 and the weight shall always be returned as soon as possible to the position in which the white bar thereon is uppermost4 ,point levers of which the weights are pinned in one direction1 shall not 7under a penalty of #as47 have the locking pins tampered with4 #i4 ,no material of any kind whatever shall 7under a penalty of #as47 be deposited within a distance of two feet from the rail on any part of the main line or sidings4 #aj4 ,no heavy weight shall be dropped upon the rails or sleepers1 and no carts shall cross any part of the line except where a proper crossing of double rails is provided4 ,but in the terminal yards light loads may cross the rails where the ballast is for that purpose made level with the top of the metals4 ,any unintentional damage to rolling stock or the line shall be at once reported to the engine-driver or foreman platelayer4 #aa4 ,no unauthorised person shall ride on any part of the train1 and those having permission shall1 whenever possible1 travel in vehicles provided with seats4 #ab4 ,it is desired that all workmen on the ,estate should understand that there exists the same liability to accident on a narrow-gauge line as on one of full size1 and that it is only by a similar careful observance of proper regulations that serious mishaps will be avoided4 ,,regulations ,,for ,,yardmen4 #ac4 ,yardmen shall carefully observe the ,general ,regulations for the safe conduct of traffic comprised in ,rules #a to #ab inclusive4 #ad4 ,the yardman at each terminus shall clean and oil all points in or near his yard at least once a week1 and keep them perfectly free from grit1 leaves1 etc4 #ae4 ,in frost or snow the points shall receive daily attention1 and great care shall be taken in releasing frozen switches not to strain them4 ,salt for this purpose1 shall1 on account of its injurious effect on the rails1 be used only as a last resource4 #af4 ,yardmen shall take care that the loads on wagons are securely placed1 evenly balanced1 and not in excess of the specified weight4 #ag4 ,lengthy articles shall be loaded on a sufficient number of wagons to ensure that the ends thereof do not catch against other wagons4 #ah4 ,all vehicles shall be loaded to the satisfaction of the engine-driver4 #ai4 ,yardmen shall give the earliest possible intimation to the engine-driver of the nature and quantity of the material requiring transport from their respective yards1 that he may provide the necessary wagons at the proper time4 #bj4 ,yardmen shall take care that the wagons and cars are not roughly handled1 and shall see that heavy lumps of coal or other material are not thrown carelessly on to the wagon bottoms4 #ba4 ,the yardman at ,balderton shall be responsible for the washing of all wagons when necessary1 and the yardman at ,eaton shall similarly see to all the bogie cars4 ,care shall be taken in washing that no water is allowed to run into the axle boxes4 #bb4 ,yardmen shall use their best endeavours to get the rolling stock in their respective yards promptly unloaded1 and also put under cover at night and in wet weather4 ,,regulations ,,for ,,platelayers4 #bc4 ,platelayers shall carefully observe the ,general ,regulations for the safe conduct of traffic comprised in ,rules #a to #ab inclusive4 #bd4 ,the foreman platelayer shall be responsible for keeping the whole of the permanent way1 bridges1 cattle stops1 banks1 road crossings1 etc41 in proper repair4 #be4 ,he shall see that every set of points on the line is kept in good working order1 but he shall only be responsible for the oiling and cleaning 7as under ,rules #ad and #ae7 of such points as are not under charge of a yardman4 ,he shall report to the engine-driver any set of points not under his personal charge which he finds neglected1 as also any defect which he is himself unable to repair4 #bf4 ,he shall keep clear all road and field crossing grooves1 and shall at once acquaint the engine-driver when repair to the surface of any road crossing is necessary4 #bg4 ,at least once a week he shall walk over the whole length of the main line and sidings1 observing carefully that the keys1 bridge bolts1 fish bolts1 and sleepers are in order4 #bh4 ,he shall1 at the same time note1 and as soon as possible rectify1 all loose sleepers1 crooked rails1 and defective superelevation4 #bi4 ,he shall pay particular attention to the prompt repair of all parts of the line marked by the engine-driver as defective1 but1 independently of such notice1 he shall be responsible for detecting defective places4 #cj4 ,in regard to any special repairs1 or other emergencies of the traffic1 he shall be under the direction and obey the instructions of the engine-driver4 #ca4 ,when any part of the line is under repair1 care shall be taken that the surface of the rails is kept clear of ballast grit1 and that the free passage of trains is in no way obstructed4 #cb4 ,when it is necessary to remove a sleeper1 a red flag shall be set up between the rails in such a position that the engine-driver can discern it from a distance of at least #aej yards in each direction4 ,such flag shall remain until the line is made good4 ,on no account shall the engine or a loaded wagon pass over any rail from which a sleeper is removed4 #cc4 ,if from any cause it is necessary to remove a rail1 or otherwise block the line1 the foreman platelayer shall previously notify the engine-driver1 and arrange with him a convenient time for the work to be done2 and without such notification the line shall under no circumstances whatever be so blocked4 ,a red flag 7as directed under ,rule #cb7 shall remain exhibited until the line is clear4 #cd4 ,no platelayer other than the foreman shall be authorised to undertake any work interfering with the free passage of trains4 #ce4 ,if1 for ballasting or other purposes1 wagons are left by the engine-driver at any point on the main line1 such wagons shall on no account be subsequently moved by hand to any other point on the main line1 except by special arrangement with the engine-driver4 #cf4 ,the platelayer's trolley shall under no circumstances be left standing on the main line and when not in use1 or unattended1 the trolley shall always be put at a safe distance from the line1 with the wheels padlocked4 #cg4 ,the foreman platelayer shall report to the engine-driver any case of material found deposited within two feet of the rail1 and likewise any other infraction of ,regulations which may come to his notice4 ,,regulations ,,for ,,engine-,,driver4 #ch4 ,the engine-driver shall be responsible for the efficient working of the line1 and shall use the utmost promptitude in dealing with the traffic as notified to him by the yardmen4 #ci4 ,he shall be responsible also for the care of the locomotive1 rolling stock1 and fittings appertaining thereto1 any defect in which that is beyond his own power to rectify he shall at once notify to the ,superintendent1 with whom any further responsibility in regard to such defect shall then rest4 ,but the washing of the wagons and cars shall be done by the yardmen as set forth under ,rule #ba4 #dj4 ,he shall1 further1 be responsible for the proper oiling of the axle boxes1 spring slides1 swivelling forks1 and bake gear of the whole of the rolling stock2 and shall on no account run on the train a loaded wagon having a hot axle box or a bent axle4 #da4 ,he shall see that all rolling stock is kept1 as far as possible1 under cover at night and in wet weather4 #db4 ,he shall watch carefully that the whole of the line and its accessories are kept in thorough working order1 and shall direct the foreman platelayer in regard to any part requiring attention4 #dc4 ,he shall put down white mark pegs1 of which he shall at all times carry a sufficient supply in the brake van1 at all points of the line which he may notice to be in special need of repair4 #dd4 ,he shall arrange with the foreman platelayer1 as set forth under ,rule #cc1 in regard to the time of execution of any work requiring the blocking of the line4 #de4 ,he shall promptly enquire into1 and report to the ,superintendent1 any case of material left within two feet of the rails1 as also any other infraction of the ,regulations which may be brought to his notice4 ,he shall take care that ,rule #aa1 in regard to passengers by the train1 is strictly observed1 and shall allow no person to ride on the engine without permission of the ,duke or from the ,estate ,office4 #df4 ,he shall carefully observe the following ,county ,council ,regulations in regard to crossing the public roads1 and shall be personally liable to the ,county and ,district ,councils respectively for the consequences of any infraction thereof3-- 7a7 ,every train about to cross the road shall be brought to a stand at a point not less than #aj yds4 therefrom1 and the brakesman shall proceed to the centre of the road with a red flag1 and shall1 as soon as any approaching vehicles have crossed the railway1 wave the said flag as a warning to distant vehicles and as a sign to the engine-driver to proceed and shall continue to wave until the whole of the train shall have passed over the road4 ,after dusk a red lamp shall be used in place of a flag 7but a green light shall be momentarily shewn to the driver when the road is clear74 7b7 ,no train shall cross the road at a greater speed than five miles an hour1 nor shall any train impede the traffic along the road further than is necessary for the crossing thereof1 which shall in no case exceed three minutes4 7c7 ,every train crossing the road shall be in charge of a competent engine-driver and brakesman1 and shall consist of not more than twenty-five vehicles1 exclusive of the engine4 #dg4 ,he shall take care to run no train without a brake-van at the rear end1 and a brakesman in attendance4 #dh4 ,he shall at all times whistle before putting his engine in motion1 and also on approaching all road crossings1 termini1 and other points where a warning may be desirable4 ,he shall1 during fog1 proceed with the utmost caution1 particularly in crossing roads1 and shall be ready to stop promptly where cattle may be upon the line4 #di4 ,he shall approach all facing points with caution1 especially after dark1 and shall see that his train is well under control in descending inclines1 particularly the gradient by the ,eaton cricket ground4 #ej4 ,he shall cross the ,great ,western ,siding at ,balderton only when the yard gates are closed1 and at dead slow speed1 and shall be personally responsible for any mishap resulting from neglect of this rule4 #ea4 ,he shall perform no fly-shunting with the engine pushing1 and in draw-shunting he shall proceed with the utmost caution4 #eb4 ,he shall take care to avoid injury to the rolling stock from shocks1 careless usage1 or foul shunting4 #ec4 ,he shall1 between ,september and ,february inclusive1 carry on the train all necessary lamps ready trimmed4 #ed4 ,he shall take care that the breakdown tackle is always kept ready on the brake van in case of emergency4 #ee4 ,he shall under no circumstances leave his engine with the steam up without the hand-brake hard down1 the lever out of gear1 and the cylinder cocks open4 #ef4 ,he shall take care that the spark arrester is kept effective2 the sand boxes full1 and that1 in conveying passengers1 condensed water is cleared from the cylinders before starting4 #eg4 ,he shall keep his engine in good working order1 clean1 and smart2 executing all necessary repairs at the earliest opportunity4 #eh4 ,he shall keep a careful watch that point-lever weights are left in the right positions1 and that the white bars thereon are kept clearly painted4 #ei4 ,he shall notify to the ,superintendent at the earliest possible time any requirement for the rolling stock or line1 such as coal1 stores1 material for repairs1 oil1 waste1 etc41 etc41 and shall keep such booked records of the working as are required4 #fj4 ,he shall impress upon the brakesman the following orders 7a7 ,to travel always in the brake-van2 to keep a sharp look-out and promptly put down his brake should occasion require1 or on receiving a signal from the engine4 7b7 ,to carefully watch the loaded wagons1 and in the event of any part of the load appearing unsafe1 to signal at once to the engine-driver to stop the train4 7c7 ,to carry always on the van a red flag1 and1 between ,september and ,february inclusive1 a hand lamp ready trimmed1 which latter1 in travelling after dusk1 shall shew a red light at the back of the train4 7d7 ,to perform shunting operations with caution1 taking care that all point-lever weights are left in their proper position4 7e7 ,to keep his van clean and smart1 washing it when required4 7f7 ,to carefully observe such of the ,railway ,regulations as apply to the brakesman's work4 ,,signalling ,,regulations4 #fa4 ,the engine-driver shall give three short whistles when he requires the brake-van brakes to be put down1 and one short whistle when they are to be released4 ,when he requires facing points to be set for the main line he shall give two1 and for a branch or siding three medium whistles4 ,a whistle continued for several minutes is a call for assistance1 and workmen within hearing should at once proceed to the spot4 #fb4 ,a red light is a signal to stop2 a green light1 to proceed cautiously2 and a white light1 to go a-head4 ,in shunting1 a green light1 if waved up and down1 is a signal to move a-head2 if from side to side1 to back4 #fc4 ,it is important that all persons having to do with shunting operations should understand that if an engine is either in contact with no vehicles1 or has vehicles both in front and behind1 it is said to go a-head when it moves chimney first1 and to back when it moves fire-box first4 ,if in contact with vehicles at one end only1 it is said to go a-head when it draws and to back when it pushes such vehicles1 without regard to its own direction4 ,d4 ,the following rather neat parody1 which appeared in a ,london evening paper at the time of the passing of the ,light ,railways ,act1 expresses a very reasonable doubt1 in which ,i fully share1 as to the specially beneficial effect of the measure on agriculture4 ,fortunately1 the ,act has been taken very quietly1 and such schemes as have been promoted will1 for the most part1 be of considerable general advantage4 ,certainly there are some cases in which farmers would be the gainers by a light railway1 but these are an infinitesimal proportion of their whole number4 ,,that ,,tight ,,little1 ,,light ,,little 8,non si male nunc et olim ,sic erit40 ,,you farmers1 who lately ,have suffered so greatly ,from agricultural depression1 ,shake off gloom and sorrow1 ,a brighter to-morrow ,will dawn in the course of the ,session4 ,by no relaxation ,of rates or taxation1 ,by a certain sure-never-to-fail way1 ,through ,government's pleasure ,to bring in a measure ,for giving some districts a railway3 ,a tight little1 light little railway1 ,a nice little1 light little railway1 ,o think of the joy ,of that exquisite toy1 ,a tight little1 light little railway4 ,your wheat may grow cheaper1 ,the pay of your reaper ,may rise to a figure outrageous2 ,the weather may lay all ,your crops1 and your hay all ,be ruined by tempests rampageous2 ,your stock mayn't grow fatter1 ,but that does not matter1 ,except in a bargain and sale way3 ,what are these to the blessing ,of really possessing ,a tight little1 light little railway8 7,chorus47 ,you may not have a fraction ,of produce for traction1 ,not a stone's weight to put in a wagon1 ,not a horse in your stable1 ,no bread on your table1 ,not a shoe to your foot1 not a rag on3 ,all this would be frightful ,were it not so delightful ,to see in as-slow-as-a-snail way ,the trucks all go gliding ,from track into siding1 ,from siding to track on your railway4 7,chorus47 ,then1 oh fortunati ,agricol1 wait1 aye ,wait1 for the clouds to roll by you3 ,your troubles are over2 ,to-morrow1 in clover1 ,you'll laugh at the ills that now try you4 8,ex machin ,deus ,is coming to free us1 ,not in an old-fashioned or stale way40 ,let this be your chorus-- 8,a future's before us2 ,three cheers for the light little railway60 7,chorus47 ,,plates4 ,tennis ,ground station1 ,duffield ,bank ,railway4 ,picture3 ,tennis ,ground station1 ,duffield ,bank ,railway ,tennis ,ground station1 ,duffield ,bank ,railway4 ,picture3 ,tennis ,ground station1 ,duffield ,bank ,railway ,viaduct1 ,duffield ,bank ,railway4 ,picture3 ,viaduct1 ,duffield ,bank ,railway ,curve1 #be feet radius1 ,duffield ,bank ,railway4 ,picture3 ,curve1 #be feet radius1 ,duffield ,bank ,railway ,engine ,no #b and ,goods ,train1 ,duffield ,bank ,railway4 ,picture3 ,engine ,no #b and ,goods ,train1 ,duffield ,bank ,railway ,engine ,no #a and ,passenger ,train1 ,duffield ,bank ,railway4 ,picture3 ,engine ,no #a and ,passenger ,train1 ,duffield ,bank ,railway ,balderton ,junction--,engine and ,waggon ,sheds1 ,eaton ,railway4 ,picture3 ,balderton ,junction--,engine and ,waggon ,sheds1 ,eaton ,railway ,engine ,no #d and ,train1 ,eaton ,railway4 ,picture3 ,engine ,no #d and ,train1 ,eaton ,railway ,eaton ,terminus--,coal ,store and ,carriage ,shed1 ,eaton ,railway4 ,picture3 ,eaton ,terminus--,coal ,store and ,carriage ,shed1 ,eaton ,railway ,estate ,works ,sidings1 ,eaton ,railway4 ,picture3 ,estate ,works ,sidings1 ,eaton ,railway ,belgrave ,engine ,shed1 ,eaton ,railway4 ,picture3 ,belgrave ,engine ,shed1 ,eaton ,railway ,engine ,no #a1 ,duffield ,bank ,railway1 #ahgd4 ,picture3 ,engine ,no #a1 ,duffield ,bank ,railway1 #ahgd ,engine ,no #b1 ,duffield ,bank ,railway1 #ahha4 ,picture3 ,engine ,no #b1 ,duffield ,bank ,railway1 #ahha ,engine ,no #c1 ,duffield ,bank ,railway1 #ahid4 ,picture3 ,engine ,no #c1 ,duffield ,bank ,railway1 #ahid ,engine ,no #d1 ,eaton ,railway1 #ahif4 ,picture3 ,engine ,no #d1 ,eaton ,railway1 #ahif ,dining ,car 7to seat eight71 ,duffield ,bank ,railway4 ,picture3 ,dining ,car 7to seat eight71 ,duffield ,bank ,railway ,parcel ,van1 ,duffield ,bank ,railway4 ,picture3 ,parcel ,van1 ,duffield ,bank ,railway ,arrangement drawing of ,dining ,carriage to seat eight4 ,picture3 ,arrangement drawing of ,dining ,carriage to seat eight ,arrangement drawing of ,sleeping ,carriage with four berths4 ,picture3 ,arrangement drawing of ,sleeping ,carriage with four berths ,side elevation of ,passenger ,carriage to seat sixteen4 ,picture3 ,side elevation of ,passenger ,carriage to seat sixteen ,arrangement of ,radiating ,wheels on six-coupled engine ,no4 #b4 ,picture3 ,arrangement of ,radiating ,wheels on six-coupled engine ,no4 #b ,plan and ,section of ,eaton ,railway ,picture3 ,plan and ,section of ,eaton ,railway ,cross ,sections of ,eaton ,railway ,picture3 ,cross ,sections of ,eaton ,railway ,,footnotes #df ,the then approaching ,board of ,trade ,light ,railway ,conference4 #dh ,the ,duffield ,bank ,railway is here referred to4