The Lyttelton Times. TUESDAY, MAT 31, 1870.

Lyttelton Times, Volume XXXIII, Issue 2930, 31 May 1870, Page 2

The Lyttelton Times. TUESDAY, MAT 31, 1870.

Undeb tbe somewhat significant title of “ The railways of the future,” the Times in its issues of Feb. 18 and March 1, publishes a detailed account of a series of experiments instituted on certain Welsh railways, with the view of testing the capabilities of the narrow gauge as made available by what is known as the “ Fairlie” engine. The Fairlie engine derives its title, as may be supposed, from a Mr Fairlie, who has been labouring, more or less successfully, for the last half-dozen years to recommend his invention to the public. About a year ago, the Home News, actuated probably by a disinterested desire to benefit the colonies, placed what, we suppose, may be called its leading columns, at the disposal of Mr Fairlie. A series of articles appeared in that journal, hymning the praises of the Fairlie engine and the narrow gauge, in no measured terms. Since then, either the intrinsic merits of Mr Fairlie’s invention or the energetic action of its inventor, have succeeded in drawing a large amount of public attention to his discovery. Even the Times has vouchsafed five columns of its space to describe a series of experiments upon Mr Fairlie’s new system of railways, and, if we are to believe all that journal states, it would seem that a revolution has at last commenced which promises to reduce the cost of construction and maintenance, and thereby increase the earnings of railways to an extent sufficient to satisfy the most grasping shareholder. Without necessarily accepting the conclusion conveyed by the writer in the Times, that the Fairlie system opens out a new era in railways, “ when every village and every farmstead may have its railways,” we think that enough has been proved to warrant the governments of this province and the colony making full enquiries into the working of the system, with the view to its possible adoption. In order to enable the public to form their own opinion upon the matter, we shall republish the articles appearing in the Times. In the meanwhile, we propose to draw attention to a few of the most salient points connected with the experiments. In the first place, they seem to have owed their origin to the

recommendation of certain English engineers and contractors, engaged in constructing a Caucasian line for the Russian government. These gentlemen recommended the Russian Minister for Public Works to adopt Mr Fairlie’s 2ft Gin gauge and double bogie engines, although the railway upon which they were engaged was fast advancing towards completion, and the alteration therefore included the loss of much work already done. Their advice appears to have carried weight enough with Count Bobrinskoy to have induced him to appoint an Imperial commission to visit Wales, in order to test the merit of the Fairlie system. The occasion of the Russian visit was taken advantage of by the Home Government to appoint another commission on behalf of the Indian government. The members of the two Commissions were accompanied by the Government Inspector of Railways, and by numerous other scientific gentlemen, who took part in the proceedings and helped to elucidate the result. According to the Times the experiments resulted in complete success. Speaking broadly, it seemed to be the general opinion that railways constructed on this principle would cost two-fifths less with a carrying power equal to that of lines constructed on the present more expensive system. If the stories told by the Times of the performances of these engines are correct, the attention of the Government should at once be directed to the matter. It requires no professional knowledge to understand that a line with a 2ft Gin or 3ft gauge, with 481 b rails, must be infinitely cheaper than one with a sft Sin gauge and 721 b rails. And if the same amount of work can be done on the narrow gauge line at one-fourth less cost of wear and tear, the advantage becomes still more conspicuous. Before taking these vaunted advantages for granted, we confess that we should like to have a little more information. Mr Fairlie’s system is not altogether unknown in these parts. The Queensland Government adopted both the narrow gauge and the Fairlie engine some years ago, and, if we are not mistaken, gave up the use of the latter on account of certain inherent defects. It is quite possible, however, that Mr Fairlie may since then have overcome these defects, and rendered his engines comparatively perfect. A paragraph in a Wellington paper mentions that Dr Featherston intended to visit Wales for the purpose of personally examining the Festiniog railway. His experience will, we doubt not, be pt the service of the Canterbury Government, should it be deemed necessary to communicate with him.

Some aiz months ago, when the flax manufacturers appeared to be on the high road to fortune, we suggested the propriety of steps being taken to form an Association of its members for the purpose of exchanging experiences and information. Our suggestion bore no resulKAt the time, but altered circumstances have since shewn its propriety. An advertisement appears elsewhere calling upon flax manufacturers to meet together with the view of consulting upon the best mode of preparing the fibre for the English market. It is hardly necessary for us to endorse the wisdom of this step. The preparation of flax, though a comparatively large amount of capital has been embarked in it, has not yet passed beyond the stage of experiment. The failure of the stripping process has thrown everyone back almost into the original stage of conjecture. Fresh experiments founded upon the experience of the past are being made on every side. In this somewhat critical situation of affairs, it becomes very necessary that the result of these different experiments should be compared and published without unnecessary delay. To do this efficiently the scattered members of the trade must associate together. Otherwise, the isolated efforts of individuals may never become available for the public benefit. Nor need there be any jealousy on the score of publicity. Any method which renders the flax fibre available for manufacturing purposes is likely to benefit the discoverer quite as much if made public as if kept the most profound secret. For if once the secret of properly preparing it for the manufacturer is discovered, the market for its consumption will grow with the supply till it becomes virtually illimitable. We shall be glad to find that those interested in the trade are sufficiently alive to their interests to perceive the value of exchanging their ideas and experiences with a view to assisting the tide of discovery.