794 KEPORT— 1888. 



The author then discusses certain experiments he has made with a view to 

 ascertain the strains that occur in various types of bridge when loads pass over 

 them, and proceeds to describe an extensive series of photographs illustrative of 

 bridge accidents, which were exhibited to the meeting. 



In concluding he strongly advocates the use of riveted lattice-bridges instead 

 of pin-connected trusses for railway service up to spans of 250 feet, and gives 

 numerous reasons for preferring them, as well as conditions to be observed in their 

 construction. 



4. A few Arguments in favour of Light or Boad Railways. 

 By Thos. Stephen P. "W". D'Alte Sellon, Assoc.M.Inst.C.E. 



The author's object in this paper has been to demonstrate that there is no 

 reason why the present tramway system, familiar in most of our principal towns, 

 cannot be made (with some modifications) of exceptional value as feeders to the 

 trunk lines, and as a means of transit for every description of goods and merchandise 

 as well as passengers. 



That, by utilising the sometimes considerable waste, so often met with along 

 the side of our country roads, cheap and efficient feeders can be constructed, thereby 

 saving the cost of land purchase or the heavy cost of maintenance if constructed 

 on the road. 



For example, a line which has been constructed on this principle and has been 

 working for the last eighteen mouths, is mentioned as proving how increased facili- 

 ties make increased traffic, in the fact that it carries the entire population of the 

 whole district once a week besides dealing with the whole of the cartage and 

 delivery pf goods to and from the London and North-AVestern Railway, with which 

 the line is connected, as well as all the parcels and mails. 



That, besides the advantages proved by the large patronage it receives, the 

 property in the district, since its opening, has risen 20 per cent, in value, and houses 

 which had long been in want of tenants are now all occupied. 



That, as the object of this class of railway is to carry heavy goods and other 

 merchandise that would otherwise be drawn along the road, it is clear that there 

 must be a great saving in the wear and tear of the same as well as a material relief 

 to the road rates which, in some country districts, is a great burthen. 



Being a tramway, the working expenses as compared with railways are very 

 small, owing to the absence of stations and station officials, signals and telegraph. 



The author is strongly against the construction of this class of light railway 

 to any other gauge but that of the line it feeds, as he affirms that the plea of 

 economy cannot be maintained, and that one of the chief causes of the failure of the 

 Irish Tramway Act, 1883, was the fact that the gauge was fixed at 3 ft., the fallacy 

 of which has been demonstrated by the report of the late Royal Commission on 

 Irish Public Works. 



He also points out the great necessity there is for the reform of Private Bill 

 Legislation, there being far too much expense in the introduction of a scheme, i.e., 

 prior to consideration ; a mutilated Bill being often accepted by the promoters in 

 consideration of the money already expended. 



In these days of progress landowners are urged to thoroughly examine the 

 merits of a scheme before they throw away their money in opposition, as by 

 arrangement with promoters all their objections might easily be overcome. 



By a comparison between the ordinary service of a branch line and the ordinary 

 service of a light railway, it is demonstrated by the actual returns of the latter that 

 it is to the interest of all railway managers and railway shareholders to give every 

 facility for the construction of these feeders which must largely increase the value 

 of their properties. 



