394 
Secondari/ or Narrow Gauge Railwaijs 
"He has, in several instances, designed the modes of construction adopted; 
for instance, the pattern of rail and permanent way is entirely of his own 
choosing. He possesses much engineering taste and ability, and has had a 
large experience in the construction and management of railways, acquired 
during his Chairmanship, for many years, of the London and Korth-Western 
Kailway, when Marquis of Chandos." 
The work is of a more solid and therefore more expensive 
character than that advocated by me for ordinary cases. At the 
same time, where the traffic justifies the expense and money can 
be had at cheap rates, it is more economical to lay the permanent 
way well at the outset, for the interest on the additional outlay 
for good work is far less than the cost of constant repairs 
attendant upon rough-and-ready work. 
Even if it can be foreseen that traffic is likely to increase 
permanently, it is well to lay a good road and pay off by a 
sinking-fund the additional expense. 
In the Paris roads the rails laid upon longitudinal sleepers or 
ballast are always going at the joint, apart from settlements and 
upheavals ; and where the original horse traction has been 
replaced by steam engines the repairs have become almost 
disastrous in their frequency and cost. 
The agricultural line laid by Colonel Tomline from Felix- 
stowe to Ipswich should also be described ; to my regret, I have 
not been able to obtain any details thereon, nor upon that laid 
on the high road between Milan and Bergamo by Mr. Pistorius, 
a German gentleman who holds a direct personal concession ; 
but it is understood that the latter works most successfully as a 
commercial speculation. 
During the preparation of this paper the Editor communicated 
to me the following note by Mr. A. Percival Heywood, which 
will be read with interest. 
Comparative Estimate of Haulage hy Steam on Ligld Itailways and hy 
Horses on Eoads. — This estimate does not pretend to deal with other than 
general cases. Special circumstances may cause either steam or horse-power 
to be clearly advisable, without a doubt arising as to which of the two is most 
suitable. 15ut the cases here dealt with are those of places (of whatever class) 
•which require to transfer a large quantity of goods or material to a definite 
other place, between which roads may be supposed to exist, but not railways ; 
and the object of the writer is to show for how small a trafBc a light railway 
will pay better than horse-and-cart haulage. 
A locomotive being capable of working on the average about 250 days in 
the year, is able, however small it be, to move a very large tonnage in that 
time : therefore, the smallest locomotives and lightest lines only will be 
considered. 
Although the writer has experimented with success on a line of only 15 in. 
gauge, with a locomotive weighing 1 ton, the waggons being even capable (on 
4 wheels only) of containing as much as 25 cwt. of heavy material, such as 
lime or sand, yet he would advocate as the smallest advisable gauge one of 
18", so successful at Crewe, Woolwich, and Chatham. The floor area (inside) 
