Wellington Independent WEDNESDAY, AUGUST 2, 1871.

Wellington Independent, Volume XXVI, Issue XXVI, 2 August 1871, Page 2

Wellington Independent WEDNESDAY, AUGUST 2, 1871.

Amongsi the best papers we have seen on the subject of railways is the report of Mr W. Elsdon, C.E. to the Victorian Government. It contains the result of his observations and enquiries during a prolonged tour in England, Belgium, France, Germany, Austria, Italy, Russia, and the United States. It appears that Mr Elsdon has been dispatched on this mission by the Minister of Railways, in 18G9, for the purpose of making himself acquainted with the railways of Europe and America, and of reporting on their construction, equipment, and general management. Though this report was written at the request of the Government of Victoria, and for ils information, it nevertheless contains information of the last importance at the present time to the Government of New Zealand, whilst many of the observations will be found extremely interesting to the general reader. Its great length precludes its publication in extenso in our columns, whilst the information it contains is put in so condensed a shape that any attempt to convey it in a more brief manner, or to confine it within narrower limits, would prove to a great extent futile. It would be well vyorth printing as one of our own parliamentary papers, and will, we have no doubt, be frequently quoted by members during the railway debates which will probably constitute the principal features of the coming session. This report is the more valuable, as it not only contains the latest and most authentic information on one of the most important of subjects, but because it comes from the pen of a railway engineer of ripe experience, who has been long engaged in railway construction, both in England and the colonies. This being the case, his description of tho new modes of construction and management which came under his observation, and his opinion of their value, are, as might be expected, of tho most useful and practical character. AYe will endeavor to summarise the information he gives on the subject of American railways, confirming as it does the accuracy of Mr Vogel's observations on this matter, and as it must prove interesting to those of our readers who are not acquainted with the facts he discloses ; whilst his opinions regarding them cannot be without value even to those to whom these facts themselves may be familiar. In the United States, the railway lines vary in gauge from -i feet Scinches — -like most of those in England and on the continent of Europe — to fi feet; but in many instances the wider gauges are being reduced to the 4 feet 8-A- inch gauge, the intention being to have a uniform gauge throughout tl-e Stales. We may mention here that Mr Elsdon prefers this medium gauge to a very narrow or a very broad one, and says there is no necessary connection between the Fairlic engine and narrow gauge railways, as whatever advantage the Fairlie railway may possess, it is as applicable to one gauge as another. Moreover, in his opinion there is nothing to bo saved by the adoption of the narrow gauge, beyond a slight reduction in the cost of sleepers and ballast, whilst the reduction in the width of the engine-frame involves the loss of engine power and increase of working expenses on lines of severe gradients, For Victoria he advocates a

4 feet 8£ inch gauge, single lines, with sidings at stations for passing purposes. With regard to the railways of the United States, he observes that they are constructed move economically than any other which came under his notice during his recent tour. He says : — " Public roads are crossed on the level as much as practicable, and there are few over bridges. In the towns, the trains pass along and cross the streets without any protection beyond slackening speed, and the ringing of an alarm bell ; and the Bame regulation applies to the crossing of roads, the general principle being that it is better for Ihe public and cattle to keep out of the way of the trains than for the streets and roads to be protected by gates and fencing aud gatemen. In the construction of the under bridges, great economy is used, timber bridges being generally put in the first instance, after which iron bridges are gradually substituted as the development of the traffic provides the requisite funds, the ultimate cost of the bridges being o/ten less than svonld have been incurred in the erection of permanent structures, without the facilities afforded by the construction of the railway. It must bo borne in mind that, although generally connecting large centres of population, the American lines often pass for long distances through very sparsely populated districts, the lines thus made not only benefiting the terminal towns, but facilitating settlement along the lines. The Americans are fully alive to, and act on the principle, that a new country is more quickly settled, and its resources more rapidly developed, by the construction of railways with light rails and liUle or no ballast than that of ordinary roads." Whilst the Americans have solved the problem of economical railway construction, through sparsely peopled districts, in the manner above described, he says the Indian and Eussian Governments are endeavoring to obtain the same end by reducing the gauge to 3 feet 3 inches and 3 feet 6 inches. Of the two modes he prefers the American. As we were all previously aware in the United States the railway companies are assisted by the Government with free grants of land, the sale of which is depended upon by the shareholders as a means of recouping a portion of the cost of construction, whilst the traffic receipts are generally sufficient, not only to provide a dividend on the capital, but to create a reserve fund for the improvement of the lines and replacing the first temporary bridges with others of a permanent character. With regard to the working expenses of railway lines, there are some specialities in the American system which are well worth knowing ; and though some of the facts have been already referred to by Mr Yogel and others, they are well worth repealing, for a saving in stations, and in the working expenses of our railways, is a matter of the first importance. " The intermediate stations, ns well as some of the terminal ones, are generally of a very temporary kind. At small stations it is common for the agent to engage in other pursuits besides the business of the railway company, attending at the station only when trains are clue. At the principal stations train-masters manipulate the working or direction of the trains from station to station by telegraph — the arrival and departure of the trains being recorded on printed forms prepared for that purpose. A good plan is adopted in the conveyance of passengers' luggage. This is done by fastening a numbered brass ticket to each parcel, a corresponding ticket being given to the passenger, whereby possession can be obtained of such luggage at its destination with the greatest facility ; or, should a passenger prefer, he can have his luggage at once forwarded on to his hotel by handing his luggage ticket over to an agent of the several carrying companies, who meet the trains before arrival, obtaining a check ticket for its safe delivery. A plan is adopted on many lines of handing round tickets informing passengers of the names of the stations at which the trains stop for the purpose of allowing passengers to dine. The carriages having no side doors, fewer porters are required at the stations, and the porters' attention is therefore principally directed to looking after the luggage. The conductor, whilst the train is in motion, collects and examines the tickets, and also issues tickets to passengers who have none." An important suggestion contained in the report is to the effect that both engines and rolling stock should be on the bogie principle, and he thinks the bogie machine used in America to be superior to the one patented by Mr Fairlie. In America, the usual type of engine has four coupled drivers with a four-wheeled bogie under the smoke box. It appeavs that this arrangement gives great facilities for pulling round curves, thus lessening curve resistance, and requiring less adhesive weight on the driving wheels. The distribution of the weight on a greater number of wheels allows a lighter rail to be used than those employed on the European lines, and hence (ho use of (his engine lessens the cost of railway construction. It appears that when such an engine is used, the linos fan be laid without ballast. It is thought that its merits in these respects will sooner or later eifect a revolution in the art of railway construction, as not only sharp curved and severe gradients are overcome, but costly ballasting and heavy earthworks and cuttings may be avoided. Tt appears to us that the bogie machine could be introduced with great advantage in the New Zealand line. Though apparently a mere detail, it is in roality one of tho most important principles that can be adopted, if we desire to secure the benefits of a cheap railway system for the colony.