52 On Rail Roads. 



gon oF a large size, owing lo the regular and easy descent 

 with which the rails were laid. It wa? not until the year 

 17 <8 that this improvenitnt was introduced at the White- 

 liaven collieries. ATteruards, attenipts were made in dif- 

 ferent parts to introduce cast-iron in^•ead or wouden rail- 

 ways, hut, owing to the great weight ot the waggons then 

 in use, these attempts did not succeed. 



Ahout the year \'GS, a remedy was contrived for the 

 principal objection locast-iron rail-ways; namelv, the making 

 use of several small waggons linked together, instead of one 

 large one; thus diiTusmg the weioht over a greater surface 

 of the road, and con?equentIy throwing less stress on any 

 one part of it. Soon after the year 1797, tl<ey began to be 

 constructed as branches to canals : since that period they 

 have rapidly increased, and their great utility is now un- 

 questionably cslahlished. 



As on canals, locks are required in order to raise the ves- 

 sels from a 'ower to a hii-her level, and vice versa; so, oti 

 rail-ways, w hnt are called inclined planes are often necessary 

 to attain the? diflftrence of levd. 



These inclined plaiics are generally, compared with the 

 rest of the rail-way, very sleep. A perpetual chain raises 

 and lowers the waggons. It is so contrived, that the wag- 

 gons disengage thcm?elves the nioniciit they arrive at the 

 upper or lower extremity of the inclined plane. In some 

 cases, the laden waggons descending serve as a power to 

 briuir up the empty ones; but where there is an iiscending 

 as well ?.s a dcscendinsi traffic on the rail-way, sleam-eir- 

 fines, water-wheels, or other itiachincs to answer the eame 

 purpose, are used. At Chapel le Frith, there is an inclined 

 plane about 550 yards long, so that the chain extended is^ 

 of course, more than double that length. • 



Most rail-ways of considerable extent require the use of 

 this species of machinery for attaining the difference of 

 level requisite, more particularly in cases where minerals 

 form any consider3l)le part of the traffic. On the proposed 

 rail-way between Glasgow and Berwick, several inclined 

 planes will be required; the summit of that rail-way being 

 753 feet above the level of the end of Berwick quay. 



The wagiious are constructed on various plans, and are 

 probably, in n)ost cases, far irom the degree of improve- 

 ment of which they are susceptible. But, with all their 

 disadvantages, the following facts will evince the great sav- 

 ing of animal force to which rail-wav's gave rise. . 



1. With 1-}- inch per yard declivity, one horse takes 

 downward^ three \\aggons, each containing two tons. 



2. In 



