anomalies and penalties of the old Acts and local bye-laws would give them a fair field. There is little doubt that steam traction will continue to hold that field, as in the past. Of the use of such engines we are reminded in the Report of the Select Committee. Heavy parts of machinery, boilers, trees, blocks of stone, etc., are more conveniently conveyed by them over moderate distances very often, than if such bulky articles were carried to the railway, by the railway, and from the railway to their destination. The cost of working has

been estimated* to be about 2d. per ton per mile.

Of these engines Messrs John Fowler & Co. (Leeds) manufacture two types. The first (Plate I. fig. 1) is designed for agricultural purposes and general work about a farm or estate, such as occasional haulage, driving any belt-driven machinery, pumps, saws, pile-driving hoists, threshing machines, chaff-cutting machines, dynamos, etc. The second type, generally known as road locomotives (Plate I. fig. 2), is specially designed for continuous heavy haulage and long journeys on roads, the working parts of the engine being screened to hide them as far as possible from horses.

The gearing in engines of the second type is of extra strength, the bearings and journals are of larger size, and the tank and bunker capacity are increased to carry a greater quantity of water and fuel. The driving wheels are of large diameter, giving greater adhesion on the roads. This type of engine has been made with three road speeds -approximately 2, 4, and 8 miles an hour. A spring-mounted compound road locomotive of 10 nominal horse-power has been known to run a mile in 5 minutes when time was precious. The compound principle and spring mounting are a sine qua non of this type of engine. The rear axle spring arrangement is based on powerful twin springs, the parts being so arranged that when either driving-wheel comes in contact with any obstacle on the road the other wheel takes its share of the shock, the movement being compensated by transverse levers. The third motion shaft and rear axle bearings are connected, and move simultaneously-in response to the elastic movement of the spring between the horn-blocks-thus giving similar freedom of motion to that which we appreciate in the railway locomotive. At the same time, these engines can be used for belt-driving or any purpose to which the agricultural engine is otherwise applied.

Details and prices are quoted in the following list. To the prices here given must be added such extras as injector (if required in the case of agricultural engines), spark arrester, enlarged firebox, awning, packing for shipment, and duplicate wearing parts. In the prices are included a winding drum and 50 yards of wire rope, a steam waterlifter, and 26 feet of suction hose :

:

* Maclaren on "Steam on Common Roads," Min. Proc. Inst. C.E., ciii.,

Agricultural Traction Engines.

Special Road Locomotives.

Diam. of ordinary wheels, 5' 1" 5' 6" 6' 0" 6' 6" 5' 1" 5' 6" 6' 0" 6′ 6′′

1' 2" 1' 4" 1' 4" 1' 6" 1′ 2′′ 1' 4" 1' 4" 1' 6"

4' 0" 4' 6" 5' 0" 5' 0" 4' 0" 4' 6" 5′ 0′′ 5′ 0′′

Price,

£360 £410 £465 £530 £415 £465 £540 £630

Both types of engines are constructed either on the single cylinder or compound principle. There is no doubt that the compound locomotive is coming into more general use. The boiler can be reduced in size; there is a saving in fuel and water; the noise from the exhaust in the chimney is suppressed; and, for emergent purposes, high-pressure steam may be admitted into the low-pressure cylinder.

These engines are provided with multitubular boilers, ventilated fire-hole doors, and ash-pans with adjustable dampers, and may fairly claim to be considered as smoke-consuming. They are fitted with steel-plate, pressed ash-pans to carry water and to prevent the dropping of fire. With the compound engine there is practically no noise from steam discharge beyond a short quick puff at starting.

Most of the weight, of course, is thrown on the rear or driving wheels. Thus, Messrs John Fowler & Co.'s class A4 single-cylinder agricultural traction engine (the nominal weight of which is about 8 tons or when full 9 tons) places roughly 71⁄2 tons of this upon the

"drivers" and only 2 tons upon the steering or front wheels. Their class A4 compound road locomotive (the nominal weight of which is about 10 tons or when full 11 tons) places roughly 9 tons of this upon the "drivers " and only 2 tons on the "steerers." It will be seen, therefore, that the engines are so balanced on their wheels as to give as great adhesive power as possible on the "drivers."

Smooth-soled wheels are of little use for purposes of traction on any but very level ground. In the Report of the Select Committee on Traction Engines reference is made to the damage done to road paving by the diagonal cross-bars with which the driving-wheels might otherwise be shod. The Boulton blocks, although not authorised, were tacitly permitted in many districts. They consist of wood blocks, bedded upon pliable pads, and loosely held in their sockets by spring bolts, so that from three to five of these pads come in contact with the ground at the same time, distributing the pressure and diminishing the noise. But, although they were harmless to pavements if the blocks were in good repair, they might actually cause more damage than the diagonal cross-bars if the blocks became worn down. It seemed more necessary, therefore, to direct attention to the condition than to the kind of tyre adopted.

Traction wagons may be mounted on springs or constructed with solid axle-beds as required, and Messrs John Fowler & Co. build them to suit any particular description of transport. The forecarriage-like the steering axle of the engine-is fitted with a turntable. The wagon is attached, by means of a triangular coupling-bar and chain, to a jaw on the traction engine. The coupling-bar has a double-acting, spring drawing-bar arrangement, which comes into action in starting as well as in steering.

There are, of course, many types of traction wagons (Plate I. fig. 3), and some have a turntable fore-carriage at each end, which is convenient where the space for loading or discharging is limited. Among others, the writer noticed a traction wagon weighing 3 tons and carrying a load of 8 tons. The total weight was distributed on the wheels so as to relieve "steerers" to some extent, 5 tons being carried on the leading axle, which was fitted with a pivoting or turningcircle, and 6 tons on the rigid or rear axle. For the discharge of broken road-metal, bricks, lime, etc., special traction wagons are built, the bodies of which, by an arrangement of rack, roller, and lever, may be moved to either side and tilted by gravity.

CHAPTER XI.

THE LIGHT RAILWAYS ACT, 1896.

CONTENTS. First use of term "light railway" in an Act of ParliamentFailure of Acts of 1864-68 to facilitate construction of light railways-Difficulties increased by Act of 1889-The Light Railways Act, 1896-Light railways not defined in the Act-Their differentiation from tramways-Light Railway Commissioners-Rules for making application for an order authorising a light railway-Powers of Local Authorities-Conditions under which State aid may be given-Consideration of application by Commissioners-Submission of order to Board of Trade-Consideration of order by Board of Trade-Order confirmed by Board of Trade to have effect as if an Act-Provisions which may be made by the order-Clauses Acts and enactments relating to safety, etc., not to apply unless incorporated in the order-Application of general Railway Acts-Procedure for taking of land simplified-Local inquiries and reports to Parliament by Board of Trade-Expenses of Local Authorities-Working of ordinary railway as light railway-Conveyance of private or Crown lands-Application of Telegraph Act, 1878-Scotland included in the Act-Ireland otherwise provided for.

THE LIGHT RAILWAYS ACT, 1896.

Summary of earlier Legislation.-The first actual use in an Act of Parliament of the term "light railway" occurs in section 27 of the Regulation of Railways Act, 1868 [31 & 32 Vict. cap. 119], under which "the Board of Trade may by license authorise a company applying for it to construct and work, or to work as a light railway, the whole or any part of a railway which the company has power to construct or work." Section 28 prescribes that, on such lines, the axle-load shall in no case exceed 8 tons, nor the rate of speed of trains exceed 25 miles an hour; but, subject to these maxima, a light railway may be constructed and worked under such conditions and regulations as the Board of Trade may from time to time impose or make. The limitations of the axle-load prevented the circulation of main-line stock, and assisted to render the Act inoperative.

There is an earlier and equally abortive Act, the Railways Construction Facilities Act, 1864 [27 & 28 Vict. cap. 121], designed "to facilitate, in certain cases, the obtaining of Powers for the Construction of Railways -such as the making of branches, new works in connection with existing railways, etc.—where landowners and others beneficially interested consent to the making of the same.

Under this Act, promoters may enter into provisional contracts for land required, and their subsequent procedure is thus prescribed :(1) They shall apply to the Board of Trade for a certificate under

this Act: