1873.] Railway Development. 169 



finally consider the curves possible, for after all these are 

 the most important questions of all ; we have seen that we 

 can get over hills, but we now require to go round corners, or 

 very sharp elbows, as explained before in this paper ; the 

 axles of railway carriages are firmly fastened underneath, 

 so that the vehicle has no tendency to follow the curve or 

 lock as an ordinary four-wheel vehicle upon a common 

 road has ; hence engineers seldom adopt curves sharper 

 than 660 feet radius on railways, although there are in- 

 stances as low as 300 feet : the travelling becomes very 

 bad, and the grinding is fearful. That something better 

 can be done has been demonstrated during the last two 

 years ; any one can see, in daily use, at the Fenchurch- 

 street station two railway-carriages of four wheels each, 

 mounted on bogies in such a way as to be able to go round 

 very sharp corners ; these vehicles are mounted on Grover's 

 patent under-frames, and the results obtained by them in 

 the duration of their tyres, and consequent absence from 

 friction and grind, have been remarkable. 



It is true that the ordinary 8-wheeled double bogie 

 vehicle in use on the American railways will do the same 

 thing, but the enormous length and weight of such cars 

 prevents them from being employed profitably on steam 

 tramways ; what is really wanted is a short handy vehicle, 

 capable of being shunted and moved about at the station by 

 a couple of men easily. 



With respect to the question of engine there is not so much 

 difficulty ; a small traction-engine has its wheels very close 

 together, consequently it will take a sharp curve without 

 difficulty ; besides which, Mr. Fairlie has constructed en- 

 gines on his double bogie system, which have immense 

 power, and are capable of going round curves of 50 feet 

 radius ; in mountain districts these engines are most 

 valuable, and enable gradients to be worked easily which 

 would otherwise be almost impracticable. 



In South America they are in daily use, taking loads of 

 120 tons up a gradient of 1 in 25, continuous for'n miles 

 on the Iquique Line, and also on the Mexican railway. 



It appears, therefore, that the necessary mechanical 

 difficulties have been practically surmounted ; all is ready 

 to hand, the engineer has it in his power to overcome the 

 obstructions which nature has laid in his way, and those 

 only remain which are due to the prejudice of education 

 and human nature ; a great lesson has been learnt, — which 

 must be unlearnt, — but the task is not a difficult one if it be 

 met with the spirit of sincere attention and honest endeavour. 



vol. in. (n.s.) z 



