Chapter IV: Section V

I guaranteed that the locomotive referred to should take a load equal to its own weight up a gradient of 1 in 10 a quarter of a mile long, which then was, in parts, as steep as 1 in 9, with a short curve of half-a-chain radius at the severest part. This was satisfactorily accomplished. The day being dry, I was requested to ascertain what was the maximum load that could be hauled. On reaching four tons, when the start had to be made on a less gradient, the engine barely struggled up, and this was evidently all it could do. When full up with coal and water it weighed at that time 3 tons 6 cwt. During the experiment, however, there were but 3 tons 2 cwt. on the three axles, all of which were coupled. The boiler pressure was 145 lbs. exactly, and, the gross weight of engine and train being 7 tons 2 cwt., the gravity resistance on the gradient of 1 in 10 was equal to 14.2 cwt. The weight of 3 tons 2 cwt. available for adhesion, reduced by a tenth part, which the gradient converts into gravity resistance, was equal to 56 cwt. Thus, without reckoning the curve friction of the whole train and the journal friction of the wagons, both uncertain quantities, the proportion of developed tractive power to load was as 1 to 3.9. This result confirms the probability of the truth of the above assertion. Assuming its correctness, which appears beyond doubt, what is the explanation of increased proportionate adhesion with a decreased weight on the driven axles? The reduced diameter of wheel in the smaller engines might seem to offer a solution of the problem. Experience, however, goes to prove that, if there is any difference, a larger wheel has, with equal insistent weights, a better grip of the rail than a small one. I am of opinion that the weight is directly responsible for the difference. A wheel rests upon a rail on one point, or possibly on a transverse line of which the length is equal to the width of the rail. With a small insistent weight the molecules of the wheel and rail interlock without injury, and adhesion, on the principle of an infinitesimal rack and pinion, is the result. As the weight is increased on the fine bearing area, the molecules become disturbed, and fail to offer so firm a fulcrum. Ultimately they become displaced, and move as rollers between the two surfaces, materially reducing the adhesion. If this theory be the correct one, as is not improbable, the graduated reduction in the adhesion would be accounted for.

That the rolling wheel and rail do actually interlock was demonstrated by Sir Douglas Galton in his experiments on the retarding power of brakes, when he pointed out that, on a wheel becoming skidded, the rack and pinion motion was converted into a series of jumps of the wheel across the microscopic teeth of the rack, with a consequent reduction in adhesion proportionate to the sliding speed. In confirmation of this statement I detailed, during the meeting of the British Association at Sheffield, an experiment I made by reversing a locomotive so as to skid the wheels, and ultimately to cause them to revolve in a contrary direction, while descending an incline. With skidded wheels the descent was at a certain speed with backward revolution of the wheels the speed increased rapidly, 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 moving, 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 contact, 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 wheel.

Another somewhat curious point in connection with adhesion is the slip of the driving wheels, 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 over. Occasionally, however, I have, in experimenting, noticed that fewer revolutions are made than would suffice to travel the distance as measured on a centre line between the rails. That is, the wheels slipped forward instead of back. This freak is probably due to the outer wheel on a curve slipping forward when, owing to considerable superelevation and a low speed, the inner wheel is the more heavily weighted, the distance then travelled being the reduced length of the inner rail.

I now proceed to explain the basis of calculation of the net loads hauled on various gradients, as appended to particulars of each locomotive described in Section V. The resistance on the level consists of journal friction, tire friction, and locomotive internal friction. Tire friction is practically nil, except on curves and in strong side winds. Journal friction I find, in the case of my small rolling stock, to be covered by an allowance of 10 lbs. per ton. Owing to the numerous curves another 10 lbs. per ton must be added to cover tire friction. A tractive power of 20 lbs. per ton proves quite sufficient to keep the train in motion on the level. It is not, however, enough to start the train on a curve, nor to overcome the inertia due to journal friction when, as on an incline, there is no slack between the wagons, and the whole train must be started at once. After considerable experience I find it necessary to add a further 20 lbs. per ton to the required tractive power. A total of 40 lbs. per ton is thus allowed as a good working equivalent of the frictional resistance of the train.

The friction of the locomotive is a much more complicated question. There seems very little information available on this point. It has been said, in the case of full sized engines, to absorb thirty per cent. of the tractive power, but this is a vague estimate, out of all reason excessive, unless it be intended to include gravity resistance on a steep incline. It is desirable to consider the nature of the various causes of resistance to motion separately. Viewed as a carriage only, 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 trains, namely, 40 lbs. The additional resistance due to friction of the moving parts of the mechanism cannot be calculated as a constant. If the engine is developing but a small portion of its power, the amount will be small; when loaded to its full capacity there will be a large increase of internal resistance, varying, however, in proportion to the accuracy with which it is put together, and the stiffness of the framing.

Such experiments as I have made show clearly that, when exerting approximately its full power, the total frictional resistance of the engine does not exceed 100 lbs. per ton, and when running light is much less, but in what proportion less I have as yet failed to ascertain satisfactorily. Of this 100 lbs. per ton, from 20 to 40 lbs. is due to journal and tire friction, leaving from 60 lbs. to 80 lbs. per ton as the deduction for internal friction.

I thus conclude that an allowance of 40 lbs. per ton for train resistance, and 100 lbs. per ton for engine resistance, is a basis for calculating the tractive power required on the level that is sufficient under all possible narrow-gauge conditions. In the case of gradients there must, of course, be added the gravity resistance of the engine and train, which is, on a gradient of 1 in 100, one-100th of the gross weight; on a gradient of 1 in 50, one-50th, and so on.

In calculating the tractive power of the engine, the effective pressure in the cylinders may be reckoned at fully nine-tenths of the boiler pressure, on account of the low piston speed.

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 only, but of what is well within the compass of daily work.

IX. REMARKS ON NARROW GAUGE RAILWAYS.

UP to this point I have merely detailed the particulars of the construction of my experimental railway and of the line at Eaton, giving at the same time the reasons that have led me to adopt certain methods and designs. I now propose, in conclusion, to offer a few remarks upon the application, in this country and abroad, of small railways of 2 ft. gauge and under to do work at present done by means of horses and carts.

The cases in which such lines can be profitably applied may be classed under two heads; the one, where, in a country possessing ports or a system of railways, large establishments, private, public, or industrial, 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 roads; the other, when no roads worthy of the name are available, and the choice is a light railway or nothing. The chief condition of success in both cases is a sufficient traffic between two or more definite points. Military railways, however, must be regarded from a somewhat different standpoint, 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 economy. It is not my intention to enter into the pros and cons of small railways for war purposes. Suffice it to say that some countries are ahead of us in the matter, which is one that has, in England, been allowed to drop rather into the background.

Returning to the consideration of cases where a fairly large traffic has to be delivered to a port or railway system, the first question that arises is that of transhipment. Material of any kind can be as effectively delivered on ship-board by narrow gauge railway wagons as by horses and carts, if not better. 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 that, even if a branch of standard gauge were constructed to many establishments, the large wagons cannot, as a rule, be got up to the point where the material lies, and a preliminary transference in barrows or carts is necessary. With the little wagons it is usually possible to get right up to the place and to load direct, in which case there is clearly no additional expense incurred. It is, further, often forgotten that there is on the standard railways endless transhipment for the sake of economical transport, in no way connected with a break of gauge.

Again, a small line can be carried round curves, up gradients, and through confined premises, where a wider line would be inadmissible. In many places the unsightliness of the standard gauge would be objected to, nor can such a line be made very light if it has to carry, as it must, the 7 or 8 tons per axle of a full sized coal wagon (see Appendix A).

The narrow gauge has also the advantage in first cost, and by bringing the small wagons on to a level with the floors of the large ones, or, in the case of minerals, by erecting a simple shoot, the transhipment difficulty may be reduced to a minimum.

It is not well to have gradients steeper than 1 in 40 where avoidable, as difficulty will be experienced in slippery weather; but it is quite possible with suitable engines to work inclines of moderate length, as steep as 1 in 12. The diminution of the power of the locomotive on gradients is also a matter for consideration, the importance of which will be clear when it is stated that if an engine will haul, as it should, in addition to itself, ten times its own weight on the level, it will haul, speaking roughly, only four times its weight up 1 in 50, twice its weight up 1 in 25, and once its weight up 1 in 12. More work can be done if adhesion does not fail, but the above is an approximate working average.

The speed on small lines is not generally a matter of much moment, owing to their usually moderate length. A locomotive that is sufficiently powerful to start a given load, will without difficulty get it along at from 8 to 10 miles an hour. 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 wide, and, for goods trains, to half that amount.

The permanent way should be made a thoroughly sound job, as it will then cost but little for repairs. Particulars of what is recommended will be found in Sections III. and IV. I am no advocate of portable railways, which may be well enough for hand trains, or even for horse traction, but a locomotive requires a solid and clean road if it is to work to advantage.

It is often possible to carry a narrow gauge railway by the roadside or, as at Eaton, over pasture lands without the necessity of fencing the line in. Fences can be crossed as described in Sections III. and IV., so long as arable land is avoided. Where the route is not wholly the property of the projector of the railway, the requisite way-leave may frequently be leased by paying an annual acknowledgment of from 3d. to 6d. per yard run.

It now remains to show what traffic is required in order that a line of this description may repay the outlay upon it. This may best be effected by drawing a comparison between the cost of locomotive traction on rails and horse traction on roads. The cost of loading and unloading will not be included, as these are the same in both cases. (See also Section IV.)

Taking the minimum distance apart of two points, between which haulage may be supposed to be required, as one mile, the smallest and cheapest gauge as 15 in., and allowing 2,000 yds. to the mile so as to include the necessary sidings, the cost of the line will be as follows:—

2,000 yds. of 16 lbs. steel rails, cast-iron sleepers, £650 ballast, and laying Fence bridges, field crossings, fencing, and other £200 structural works; but exclusive of river bridges, tunnels, or other costly requirements Earthwork, if an approximately surface line ... say £250 One 4½ in. cylinder four-wheeled locomotive £400 12 wagons to hold 1 cube yd., at £12 each £144 Extras ... say £156 Cost of 1 mile of line, equipped complete £1,800

If laid with pitch pine sleepers a reduction of about £100 per mile would be effected, the cost of renewal being correspondingly increased.

The engine would be capable of hauling a gross load, exclusive of its own weight, of 12 tons up a gradient of 1 in 50, which may be taken as a fair ruling gradient for a surface line. This would be equal to an average paying load of about 8 tons; so that, supposing the engine to make one trip per hour, about 60 tons would be moved per day; although, with a double set of wagons and men, 100 tons would easily be handled.

If the engine worked two days a week, or say 100 days per annum, it would have hauled 6,000 tons one mile in the year. A less load hauled on the return journeys need not be taken into account, as this would make no difference in the comparison, such work being practically done without extra cost in both cases.

The cost of the line per annum would be as follows:—

Interest on £1,800 at 4 per cent. £72 Driver and boy, who would keep the rolling stock and line in £100 order Fuel, oil, stores, and sundries, at 5s. per day £25 Renewal of permanent way and rolling stock at 15 years life £80 on £1,200 Cost of moving 6,000 tons one mile £277

This is equal to about 11d. per ton. Now the same haulage by horses and carts in Great Britain would usually cost about 1s. 3d. per ton, and in this case there is the advantage of being able to haul, if necessary, in other directions if required, which would somewhat reduce the financial advantage of the railway, but still leave it a distinct superiority.

It is probable that a traffic of 5,000 tons annually over a mile of line is the smallest amount that would repay the construction of a narrow gauge railway, for the estimate has been based upon the narrowest line which can profitably be employed. If the line were longer, the balance in its favour would be greater. This would also be the case if the traffic were greater, and with the maximum amount which the line, using only one, but a larger engine, could accommodate, say 40,000 tons, the concern would be very profitable, for the extra charge for renewals would not be heavy, and the cost per ton carried would be reduced to about 5d. or 6d.

No allowance has been made for way leaves or purchase of land. Should there be outlay under these heads, the cost of transport would be increased accordingly.

In concluding these comparisons, in which it may be thought that the railway is shown in a less attractive light than might have been expected from an enthusiast, I may explain that I am no advocate of ill considered schemes, planned without proper knowledge, cheaply constructed, and carelessly worked. My figures represent thoroughly sound and serviceable plant, kept in good repair. If it is not worth while to go to such expense, then it is not worth while to construct a railway at all. 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 pleasure, as visitors interested in my experiments, or as workmen on the premises. None of the rolling stock has sustained more than the most trivial damage; and derailments, beyond an occasional mishap in shunting, are unknown. The working of the Eaton line has been equally satisfactory. This immunity from accident I attribute entirely to proper care having been taken to construct every part, not only of the best materials and workmanship, but also with a careful eye to the fitness of each detail for the purpose it has to serve.

That there are many openings for lines of 2 ft. gauge and under, is beyond dispute. But while, already, this mode of transport is largely made use of abroad and in our colonies, a deeply rooted prejudice has hitherto prevented it from gaining a footing in England and Scotland.

Admirable articles pointing out the advantages of light railways have appeared from time to time in the daily press with little or no effect. 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 lines. The reasons for this obstinacy are not readily discoverable. 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 inaction.

Even now that the Light Railway Act has passed, there is little or no movement in the direction of making small lines such as I refer to, and not much in respect of larger ones. Whether, in the future, private individuals will, in their own interest and in that of their neighbours and dependents, lay out money in this way, it is impossible to foresee. But undoubtedly there are many openings for such installations, particularly on large estates, where the possession of the land gives the owner a free hand.

X. APPENDIX

A

THE following letter, which appeared in _The Times_ two years ago, is here reprinted as bearing on various points connected with narrow-gauge railways. Special attention is directed to what is advanced under the third head.

LIGHT RAILWAYS.
_TO THE EDITOR OF_ “_THE TIMES_.”

Sir,—The movement in favour of secondary railways has evoked from your numerous correspondents widely divergent views. This want of accord is more apparent than real, and it would facilitate the proceedings of the approaching conference {46} if conflicting opinions could be partially reconciled beforehand.

The causes to which these differences are due may be summarized under three heads:—

1. The absence of a defined terminology of the distinctive kinds of railways.

2. The failure to appreciate that a scheme which is good for one locality is not of necessity the best for all.

3. 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 country.

Under the first head, some confusion has arisen in consequence of the application of the term “light railway” now to lines of the standard gauge only, and again to narrow-gauge lines also. Similarly with other expressions. It may be pointed out that the term “light railway” is properly applicable and should be confined to a line of standard gauge, of which the entire construction is lighter, cheaper, and simpler than is obligatory where weighty engines, heavy traffic, and high speeds are dealt with. Any line of less than the standard, gauge is correctly described as a “narrow-gauge railway,” and such lines, when not of a permanent character, come under the title, simply, of “portable railways,” for these are invaribly of less than the normal width. The term “tramway” should be restricted to its modern meaning of a line laid in the metalled or paved surface of a road or street. Finally, the not unfamiliar appellation of “secondary railways” might be fitly adopted as generally descriptive of all lines not amenable to the standard railway regulations of the Board of Trade. It would be well that the conference should pronounce on these points.

In regard to the second head, needless controversy is engendered by attempting to assume that, because a light railway is right here, therefore a narrow-gauge railway is wrong there, or vice versa. In estimating the transport requirements of any particular locality, if connection is to be made with the railway system, the applicability of a light railway, as above defined, should first be considered. By its adoption the use of existing rolling-stock is secured, transhipment is avoided, and the line can be subsequently and without difficulty transformed, if necessary, into a railway of standard construction—advantages for which much may be sacrificed. But as it would be almost invariably essential to build a light railway of sufficient strength to carry the 15 tons gross weight of a standard coal wagon, the permanent way would be of a somewhat costly character, and, in the case of severe gradients, considerable difficulty would arise in providing suitable locomotive power.

Where the impediments in the way of a light railway branch are insuperable, or where the proposed line has no connexion with the railway system, the advantages of a narrow-gauge railway may properly be weighed—such as the smaller width occupied, the sharper curves admissible, the lighter, cheaper, and more easily-handled permanent way and rolling-stock, the absence of much of the unsightliness of a line of standard gauge, the ease with which, in the ease of gauges under 2 ft., the rails can be laid among and into existing buildings, and, lastly, the convenience of being able to load and unload small wagons at the exact point required without the intervention of carts or barrows.

In regard to the third head, it may be noticed as a curious fact, that the strong and commendable predilections of English engineers for the standard gauge, whenever obtainable, appear to lead them, where circumstances compel the adoption of a narrower one, to advocate as little reduction as possible. Now, the general result of foreign experience goes strongly to show that narrow gauges exceeding 30 in. approximate so closely to a full-size line as to forfeit, to a considerable extent, the advantages of either system. This attitude is probably due to ignorance of what can be done on the narrowest gauges, for, in spite of the fact that many hundreds of miles of lines of less than 2 ft. gauge are at work abroad, our professional advisers persist in regarding such railways as mere toys. Yet a line of 15 in. gauge has been at work in this country for twenty years, on which thousands of passengers have been carried without a single accident, as many as 120 in one train, over gradients as steep as 1 in 20, the goods traffic being worked in all weathers up a long gradient of 1 in 11 without difficulty. {48}

It would be well that our railway engineers should inform themselves more fully on the subject, as otherwise their valuable assistance, which would insure that narrow-gauge railways were constructed in a solid and reliable manner, will be thrust on one side by the requirements of the times, and the work will be wholly in the hands of the many manufacturers of narrow-gauge plant, whose designs, being chiefly of what is known as the portable class, are, for the most part, ill adapted for permanent locomotive traffic. If so, it is likely that, in the push that may very possibly be presently made for secondary railways, the results will not be so satisfactory as would be the case if the work were carried out under the direction of professional advisers.

Under the same head, attention may be directed to the fact that it is entirely unnecessary to urge the adoption of a standard narrow gauge. The circumstances of each case will decide the most suitable gauge, and it is only where there is a possibility, as in the North Wales district, of a wide ramification of connected narrow-gauge lines that the adoption of a particular standard is of any importance.

I am, Sir, your obedient servant,

ARTHUR PERCIVAL HEYWOOD.

B.

The annexed letter, published in The Times about two years ago, deals with possible difficulties to be met with by those who make a private line of railway. I brought to bear all the influence I could to obtain the insertion of a clause in the Act which would meet the “public road crossing” difficulty, but without success. The course which I took in the case of the Eaton Railway here detailed may be of service.

PRIVATE LIGHT RAILWAYS.
_TO THE EDITOR OF_ “_THE TIMES_.”

Sir,—May I, through your columns, 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 purposes? These will usually confer advantage upon the district in which they may be situate by relieving the roads of a more or less heavy traffic, and in some cases by offering facilities of transport to a section of the neighbourhood.

In a proposed route two difficulties may arise. In the first place, land not in possession of the projector may have to be invaded, and way-leaves obtained by a judicious tact in selecting the ground and in approaching the owners, since private interest is properly debarred from invoking compulsory powers. This problem, then, may frequently be satisfactorily solved. The second and more common impediment is the crossing or skirting of highways, and it is to this point that my letter is specially directed. 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 side. But—and here is the crux—no permanent agreement is obtainable, because councils have apparently no power to bind their successors in office, 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 abortive.

The Light Railway Bill contains, apparently, no provision under which this disability can be remedied, for it is improbable that the Commissioners would take action in respect of a private concern. The above difficulty was lately met with in the construction of a private narrow-gauge line for the Duke of Westminster, which crosses a main road. The matter was ultimately compromised by the insertion of a clause in the agreement to the effect that, should the county council give notice to discontinue the crossing, the Duke should be entitled to appeal to the Board of Trade for arbitration. There is, however, no assurance that the Board would consent to appoint an arbitrator if called upon, 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 removed, and some encouragement given to private persons to embark capital in enterprises of the kind.

As a case in point, and doubtless there are plenty of others, a quarry owner of my acquaintance is at the present time conveying some 80,000 tons of stone annually by means of traction-engines from his works to the railway along 2½ miles of highway. The road authorities, levying £400 a year for extraordinary traffic, are utterly incapable of coping with the destructive action of the heavy loads, and the roads are in a state of disintegration that baffles description. The proprietor of the quarry would at once set about making a narrow-gauge line at his own expense, with the cordial good-will of the county and district councils and his neighbours generally, could he only obtain some guarantee that the permission to cross and, in some parts, run alongside the road, which to-day would be gratefully accorded, would not be suddenly revoked at a future date.

Perhaps those in charge of the Bill will see their way to give this point their consideration.

I am, Sir, your obedient servant,

ARTHUR PERCIVAL HEYWOOD.

* * * * *

FROM A MANCHESTER PAPER.

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 powers. In nine cases out of ten the light railway proposes to cross or skirt the highways at certain points, and the permission which may be given by one district council in such cases is revocable by the next. This must be so inevitably, for circumstances might well arise under which a level crossing, for instance, would become a public danger. The difficulty might well be met by an appeal to arbitration in all cases of proposed revocation of the running powers; and if the Board of Trade were to undertake to nominate the arbitrator, the projector ought to have no reasonable ground for timidity. The present Bill can only be regarded as proposing to set an example and provide occasional assistance to the construction of light railways. Seeing, therefore, that its chief result, if successful, will be to encourage a more extensive construction of railways, it is important that all obstacles in the way of private enterprise in this direction should be at once removed. 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 difficulty.

C.

The regulations given below, which I drew up for use on the Eaton line, and which have worked very well for two years, may, to some, be of interest.

EATON RAILWAY.

GENERAL REGULATIONS.

1. All persons connected with the Railway shall be held responsible for making themselves acquainted with such of the regulations as apply to them, and for acting in accordance therewith.

2. All workmen on the Estate shall be liable to such fines for infraction of the Railway Regulations as are herein set forth, and as the Estate Office may see fit further to order.

3. All men employed on the Railway Staff shall promptly report any infraction of the Regulations which may come under their notice, or they shall be themselves liable to any penalty which may attach to such offence.

4. All workmen on the Estate are particularly requested to remove any impediment, such as sticks or stones, which they may see on the line; and in case of any serious block, such as a tree fallen across the rails, to give prompt notice to one of the Railway Staff.

5. No wagon or car shall (under a penalty of 1s.) be moved by hand on to or along the main line, except by special arrangement with the engine-driver; and the term “main line” shall be understood to include every part of the railway not being a siding or within a terminal yard.

6. Hand shunting of vehicles on sidings shall be done carefully, so as to avoid injury to the rolling stock; but no vehicle shall be moved at all except by an authorised person.

7. No vehicle shall (under a penalty of 1s.) be left in such a position on a siding as to interfere with the free passage of other vehicles along adjoining rails.

8. If it is necessary to throw over time weight of any point-lever, this shall be done gently, and the weight shall always be returned as soon as possible to the position in which the white bar thereon is uppermost. Point levers of which the weights are pinned in one direction, shall not (under a penalty of 1s.) have the locking pins tampered with.

9. No material of any kind whatever shall (under a penalty of 1s.) be deposited within a distance of two feet from the rail on any part of the main line or sidings.

10. No heavy weight shall be dropped upon the rails or sleepers, and no carts shall cross any part of the line except where a proper crossing of double rails is provided. 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 metals. Any unintentional damage to rolling stock or the line shall be at once reported to the engine-driver or foreman platelayer.

11. No unauthorised person shall ride on any part of the train, and those having permission shall, whenever possible, travel in vehicles provided with seats.

12. 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 size, and that it is only by a similar careful observance of proper regulations that serious mishaps will be avoided.

REGULATIONS FOR YARDMEN.

13. Yardmen shall carefully observe the General Regulations for the safe conduct of traffic comprised in Rules 1 to 12 inclusive.

14. The yardman at each terminus shall clean and oil all points in or near his yard at least once a week, and keep them perfectly free from grit, leaves, etc.

15. In frost or snow the points shall receive daily attention, and great care shall be taken in releasing frozen switches not to strain them. Salt for this purpose, shall, on account of its injurious effect on the rails, be used only as a last resource.

16. Yardmen shall take care that the loads on wagons are securely placed, evenly balanced, and not in excess of the specified weight.

17. Lengthy articles shall be loaded on a sufficient number of wagons to ensure that the ends thereof do not catch against other wagons.

18. All vehicles shall be loaded to the satisfaction of the engine-driver.

19. Yardmen shall give the earliest possible intimation to the engine-driver of the nature and quantity of the material requiring transport from their respective yards, that he may provide the necessary wagons at the proper time.

20. Yardmen shall take care that the wagons and cars are not roughly handled, and shall see that heavy lumps of coal or other material are not thrown carelessly on to the wagon bottoms.

21. The yardman at Balderton shall be responsible for the washing of all wagons when necessary, and the yardman at Eaton shall similarly see to all the bogie cars. Care shall be taken in washing that no water is allowed to run into the axle boxes.

22. Yardmen shall use their best endeavours to get the rolling stock in their respective yards promptly unloaded, and also put under cover at night and in wet weather.

REGULATIONS FOR PLATELAYERS.

23. Platelayers shall carefully observe the General Regulations for the safe conduct of traffic comprised in Rules 1 to 12 inclusive.

24. The foreman platelayer shall be responsible for keeping the whole of the permanent way, bridges, cattle stops, banks, road crossings, etc., in proper repair.

25. He shall see that every set of points on the line is kept in good working order, but he shall only be responsible for the oiling and cleaning (as under Rules 14 and 15) of such points as are not under charge of a yardman. He shall report to the engine-driver any set of points not under his personal charge which he finds neglected, as also any defect which he is himself unable to repair.

26. He shall keep clear all road and field crossing grooves, and shall at once acquaint the engine-driver when repair to the surface of any road crossing is necessary.

27. At least once a week he shall walk over the whole length of the main line and sidings, observing carefully that the keys, bridge bolts, fish bolts, and sleepers are in order.

28. He shall, at the same time note, and as soon as possible rectify, all loose sleepers, crooked rails, and defective superelevation.

29. He shall pay particular attention to the prompt repair of all parts of the line marked by the engine-driver as defective, but, independently of such notice, he shall be responsible for detecting defective places.

30. In regard to any special repairs, or other emergencies of the traffic, he shall be under the direction and obey the instructions of the engine-driver.

31. When any part of the line is under repair, care shall be taken that the surface of the rails is kept clear of ballast grit, and that the free passage of trains is in no way obstructed.

32. When it is necessary to remove a sleeper, 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 150 yards in each direction. Such flag shall remain until the line is made good. On no account shall the engine or a loaded wagon pass over any rail from which a sleeper is removed.

33. If from any cause it is necessary to remove a rail, or otherwise block the line, the foreman platelayer shall previously notify the engine-driver, and arrange with him a convenient time for the work to be done; and without such notification the line shall under no circumstances whatever be so blocked. A red flag (as directed under Rule 32) shall remain exhibited until the line is clear.

34. No platelayer other than the foreman shall be authorised to undertake any work interfering with the free passage of trains.

35. If, for ballasting or other purposes, wagons are left by the engine-driver at any point on the main line, such wagons shall on no account be subsequently moved by hand to any other point on the main line, except by special arrangement with the engine-driver.

36. The platelayer’s trolley shall under no circumstances be left standing on the main line and when not in use, or unattended, the trolley shall always be put at a safe distance from the line, with the wheels padlocked.

37. The foreman platelayer shall report to the engine-driver any case of material found deposited within two feet of the rail, and likewise any other infraction of Regulations which may come to his notice.

REGULATIONS FOR ENGINE-DRIVER.

38. The engine-driver shall be responsible for the efficient working of the line, and shall use the utmost promptitude in dealing with the traffic as notified to him by the yardmen.

39. He shall be responsible also for the care of the locomotive, rolling stock, and fittings appertaining thereto, any defect in which that is beyond his own power to rectify he shall at once notify to the Superintendent, with whom any further responsibility in regard to such defect shall then rest. But the washing of the wagons and cars shall be done by the yardmen as set forth under Rule 21.

40. He shall, further, be responsible for the proper oiling of the axle boxes, spring slides, swivelling forks, and bake gear of the whole of the rolling stock; and shall on no account run on the train a loaded wagon having a hot axle box or a bent axle.

41. He shall see that all rolling stock is kept, as far as possible, under cover at night and in wet weather.

42. He shall watch carefully that the whole of the line and its accessories are kept in thorough working order, and shall direct the foreman platelayer in regard to any part requiring attention.

43. He shall put down white mark pegs, of which he shall at all times carry a sufficient supply in the brake van, at all points of the line which he may notice to be in special need of repair.

44. He shall arrange with the foreman platelayer, as set forth under Rule 33, in regard to the time of execution of any work requiring the blocking of the line.

45. He shall promptly enquire into, and report to the Superintendent, any case of material left within two feet of the rails, as also any other infraction of the Regulations which may be brought to his notice. He shall take care that Rule 11, in regard to passengers by the train, is strictly observed, and shall allow no person to ride on the engine without permission of the Duke or from the Estate Office.

46. He shall carefully observe the following County Council Regulations in regard to crossing the public roads, and shall be personally liable to the County and District Councils respectively for the consequences of any infraction thereof:—

(_a_) Every train about to cross the road shall be brought to a stand
at a point not less than 10 yds. therefrom, and the brakesman shall
proceed to the centre of the road with a red flag, and shall, as soon
as any approaching vehicles have crossed the railway, 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 road. After dusk a red lamp shall
be used in place of a flag (but a green light shall be momentarily
shewn to the driver when the road is clear).

(_b_) No train shall cross the road at a greater speed than five miles
an hour, nor shall any train impede the traffic along the road further
than is necessary for the crossing thereof, which shall in no case
exceed three minutes.

(_c_) Every train crossing the road shall be in charge of a competent
engine-driver and brakesman, and shall consist of not more than
twenty-five vehicles, exclusive of the engine.

47. He shall take care to run no train without a brake-van at the rear end, and a brakesman in attendance.

48. He shall at all times whistle before putting his engine in motion, and also on approaching all road crossings, termini, and other points where a warning may be desirable. He shall, during fog, proceed with the utmost caution, particularly in crossing roads, and shall be ready to stop promptly where cattle may be upon the line.

49. He shall approach all facing points with caution, especially after dark, and shall see that his train is well under control in descending inclines, particularly the gradient by the Eaton cricket ground.

50. He shall cross the Great Western Siding at Balderton only when the yard gates are closed, and at dead slow speed, and shall be personally responsible for any mishap resulting from neglect of this rule.

51. He shall perform no fly-shunting with the engine pushing, and in draw-shunting he shall proceed with the utmost caution.

52. He shall take care to avoid injury to the rolling stock from shocks, careless usage, or foul shunting.

53. He shall, between September and February inclusive, carry on the train all necessary lamps ready trimmed.

54. He shall take care that the breakdown tackle is always kept ready on the brake van in case of emergency.

55. He shall under no circumstances leave his engine with the steam up without the hand-brake hard down, the lever out of gear, and the cylinder cocks open.

56. He shall take care that the spark arrester is kept effective; the sand boxes full, and that, in conveying passengers, condensed water is cleared from the cylinders before starting.

57. He shall keep his engine in good working order, clean, and smart; executing all necessary repairs at the earliest opportunity.

58. He shall keep a careful watch that point-lever weights are left in the right positions, and that the white bars thereon are kept clearly painted.

59. He shall notify to the Superintendent at the earliest possible time any requirement for the rolling stock or line, such as coal, stores, material for repairs, oil, waste, etc., etc., and shall keep such booked records of the working as are required.

60. He shall impress upon the brakesman the following orders

(_a_) To travel always in the brake-van; to keep a sharp look-out and
promptly put down his brake should occasion require, or on receiving a
signal from the engine.

(_b_) To carefully watch the loaded wagons, and in the event of any
part of the load appearing unsafe, to signal at once to the
engine-driver to stop the train.

(_c_) To carry always on the van a red flag, and, between September and
February inclusive, a hand lamp ready trimmed, which latter, in
travelling after dusk, shall shew a red light at the back of the train.

(_d_) To perform shunting operations with caution, taking care that all
point-lever weights are left in their proper position.

(_e_) To keep his van clean and smart, washing it when required.

(_f_) To carefully observe such of the Railway Regulations as apply to
the brakesman’s work.

SIGNALLING REGULATIONS.

61. The engine-driver shall give three short whistles when he requires the brake-van brakes to be put down, and one short whistle when they are to be released. When he requires facing points to be set for the main line he shall give two, and for a branch or siding three medium whistles. A whistle continued for several minutes is a call for assistance, and workmen within hearing should at once proceed to the spot.

62. A red light is a signal to stop; a green light, to proceed cautiously; and a white light, to go a-head. In shunting, a green light, if waved up and down, is a signal to move a-head; if from side to side, to back.

63. It is important that all persons having to do with shunting operations should understand that if an engine is either in contact with no vehicles, or has vehicles both in front and behind, it is said to go a-head when it moves chimney first, and to back when it moves fire-box first. If in contact with vehicles at one end only, it is said to go a-head when it draws and to back when it pushes such vehicles, without regard to its own direction.

D.

The following rather neat parody, which appeared in a London evening paper at the time of the passing of the Light Railways Act, expresses a very reasonable doubt, in which I fully share, as to the specially beneficial effect of the measure on agriculture. Fortunately, the Act has been taken very quietly, and such schemes as have been promoted will, for the most part, be of considerable general advantage. Certainly there are some cases in which farmers would be the gainers by a light railway, but these are an infinitesimal proportion of their whole number.

THAT TIGHT LITTLE, LIGHT LITTLE

“Non si male nunc et olim
Sic erit.”

YOU farmers, who lately
Have suffered so greatly
From agricultural depression,
Shake off gloom and sorrow,
A brighter to-morrow
Will dawn in the course of the Session.

By no relaxation
Of rates or taxation,
By a certain sure-never-to-fail way,
Through Government’s pleasure
To bring in a measure
For giving some districts a railway:
A tight little, light little railway,
A nice little, light little railway,
O think of the joy
Of that exquisite toy,
A tight little, light little railway.

Your wheat may grow cheaper,
The pay of your reaper
May rise to a figure outrageous;
The weather may lay all
Your crops, and your hay all
Be ruined by tempests rampageous;
Your stock mayn’t grow fatter,
But that does not matter,
Except in a bargain and sale way:
What are these to the blessing
Of really possessing
A tight little, light little railway?

(_Chorus_.)

You may not have a fraction
Of produce for traction,
Not a stone’s weight to put in a wagon,
Not a horse in your stable,
No bread on your table,
Not a shoe to your foot, not a rag on:
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 siding,
From siding to track on your railway.

(_Chorus_.)

Then, oh _fortunati_
_Agricolœ_, wait, aye
Wait, for the clouds to roll by you:
Your troubles are over;
To-morrow, in clover,
You’ll laugh at the ills that now try you.
“_Ex machinâ Deus_
Is coming to free us,
Not in an old-fashioned or stale way.”
Let this be your chorus—
“A future’s before us;
Three cheers for the light little railway!”

(_Chorus_.)

PLATES.

Tennis Ground station, Duffield Bank Railway.

[Picture: Tennis Ground station, Duffield Bank Railway]

Tennis Ground station, Duffield Bank Railway.

[Picture: Tennis Ground station, Duffield Bank Railway]

Viaduct, Duffield Bank Railway.

[Picture: Viaduct, Duffield Bank Railway]

Curve, 25 feet radius, Duffield Bank Railway.

[Picture: Curve, 25 feet radius, Duffield Bank Railway]

Engine No 2 and Goods Train, Duffield Bank Railway.

[Picture: Engine No 2 and Goods Train, Duffield Bank Railway]

Engine No 1 and Passenger Train, Duffield Bank Railway.

[Picture: Engine No 1 and Passenger Train, Duffield Bank Railway]

Balderton Junction—Engine and Waggon Sheds, Eaton Railway.

[Picture: Balderton Junction—Engine and Waggon Sheds, Eaton Railway]

Engine No 4 and Train, Eaton Railway.

[Picture: Engine No 4 and Train, Eaton Railway]

Eaton Terminus—Coal Store and Carriage Shed, Eaton Railway.

[Picture: Eaton Terminus—Coal Store and Carriage Shed, Eaton Railway]

Estate Works Sidings, Eaton Railway.

[Picture: Estate Works Sidings, Eaton Railway]

Belgrave Engine Shed, Eaton Railway.

[Picture: Belgrave Engine Shed, Eaton Railway]

Engine No 1, Duffield Bank Railway, 1874.

[Picture: Engine No 1, Duffield Bank Railway, 1874]

Engine No 2, Duffield Bank Railway, 1881.

[Picture: Engine No 2, Duffield Bank Railway, 1881]

Engine No 3, Duffield Bank Railway, 1894.

[Picture: Engine No 3, Duffield Bank Railway, 1894]

Engine No 4, Eaton Railway, 1896.

[Picture: Engine No 4, Eaton Railway, 1896]

Dining Car (to seat eight), Duffield Bank Railway.

[Picture: Dining Car (to seat eight), Duffield Bank Railway]

Parcel Van, Duffield Bank Railway.

[Picture: Parcel Van, Duffield Bank Railway]

Arrangement drawing of Dining Carriage to seat eight.

[Picture: Arrangement drawing of Dining Carriage to seat eight]

Arrangement drawing of Sleeping Carriage with four berths.

[Picture: Arrangement drawing of Sleeping Carriage with four berths]

Side elevation of Passenger Carriage to seat sixteen.

[Picture: Side elevation of Passenger Carriage to seat sixteen]

Arrangement of Radiating Wheels on six-coupled engine No. 2.

[Picture: Arrangement of Radiating Wheels on six-coupled engine No. 2]

Plan and Section of Eaton Railway

[Picture: Plan and Section of Eaton Railway]

Cross Sections of Eaton Railway

[Picture: Cross Sections of Eaton Railway]

FOOTNOTES

{46} The then approaching Board of Trade Light Railway Conference.

{48} The Duffield Bank Railway is here referred to.