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 OF ILLINOIS 
 
 LIBRARY 
 
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 The person charging this material is re- 
 sponsible for its return to the library from 
 which it was withdrawn on or l.efon- the 
 Latest Date stani|)<.d below. 
 
 TheM. mutilation, and underiining of boobt 
 ore reasons for disciplinary action ond moy 
 result in dismissal from the University. 
 UNIVERSITY OF IHINOIS lIMAtV AT UMANA-CMAMPAION 
 
 LI6I— O 1096
 
 FIRST SERIES 
 
 OF 
 
 RAILWAY PRACTICE: 
 
 ^ (fToUettion 
 
 OK 
 
 WORKING PLANS AND PRACTICAL DETAILS OF CONSTRUCTION 
 
 IN TUK 
 
 PUBLIC WORKS 
 
 OF rilK MOST 
 
 CELEBRATED ENGINEERS: 
 
 COM PHI SI NO 
 
 ROADS. TRAMROADS, AND RAILROADS; 
 
 BRIDGES. AQUEDUCTS, VIADUCT?, WHARFS, WAREHOUSES, ROOFS, AND SHEDS; 
 
 CANALS, LOCKS, SLUICES, & THE VARIOUS WORKS ON RIVERS, STREAMS, ,S:e. ; 
 
 HARBOURS, DOCKS, PIERS AND JETl'IES, TUNNELS, CUTTINCS AND EMBANKMENTS, 
 
 THE SEVERAL WORKS CONNECTED WITH 
 
 THE DRAINAGE OF MARSHES, MARINE SANDS, AND THE IRRIGATION OF LAND; 
 
 WATER-WORKS, GAS-WORKS, WATER-WHEELS, MILLS, ENGINES. 
 
 &c. &c. 
 
 S. C. BREES, C.E. 
 
 LATE PRINCIPAL ENGISKElt AND SURVEYOR TO THE NEW ZEALAND COMPAJJT. 
 KHO.M THE YEAR 1842 To 1845. 
 
 CflirlJ "Edition. 
 
 WITH ADDITIONAL EXAMPLES. 
 
 LONDON: 
 JOHN WILLIAMS AND CO. 
 
 LIBUARY OF ARTS, 193, STRAND. 
 1847.
 
 % 
 
 
 PREFACE 
 
 THE FIRST EDITION. 
 
 In presenting to the public the first volume of " Railway Practice," the author 
 begs leave respectfully to explain the general intention and purpose of the 
 publication. 
 
 It has long been his conviction that a work of this nature was required by 
 practical and professional men, and that it would at all times prove acceptable to 
 the public generally, yet more especially at the present moment, while railroads 
 are the all-engrossing topic of conversation and discussion, and the subject of 
 investigation the most acute and searching. 
 
 This early impression on the author's mind was confirmed by the opinion of 
 gentlemen the best qualified to decide on such a question, and it became conviction 
 when he was assured by his intelligent publishei', " that inquiries after such works 
 were frequent, and the demand for information connected with them urgent." 
 Satisfied, therefore, as to the paucity of such information, and the consequent 
 value of any particulars descriptive of the minuticp of this most important branch 
 of engineering, he could not hesitate as to the propriety of producing his " Railway 
 Practice," to which he now solicits the favourable notice of the reader. 
 
 The present volume has few pretensions as a work of art. The endeavour of 
 the writer having been to render the whole plain and easy of comprehension, it 
 
 659600
 
 IV 
 
 became iiis duty to avoid the expense of fine engravings, us unnecessary to the 
 purpose in view; and it is in this plain and practical light that he would have 
 his work considered and reviewed. The working plans are effectively portrayed, 
 and the details and descriptions fully illustrated. A clear arrangement and appro- 
 priate distribution of subjects, strict adherence to correct drawing, and simple 
 explanatory effect, are all that he has attempted, as author or artist, beyond a 
 due regard to contrast in the selection of the works here represented and illus- 
 trated. 
 
 The whole of the plates are made to resemble actual drawings, from which 
 indeed, when tinted, they will hardly be distinguishable ; and it is presumed, that 
 this easy and familiar effect will supply a desideratum to the profession, by whom 
 tlie smaller engravings on engineering subjects are objected to for their severe dry- 
 ness, extreme intricacy, and generally uninteresting appearance. 
 
 The series of designs for railway works are respectfully submitted to the 
 attention of the profession, not that they are by any means considered as models 
 of perfection. They are a collection of rough sketches, and of original ideas, of 
 as mucli diversity of style and variety in plan as is perhaps practicable. Full 
 latitude has been allowed to the pencil in these views ; a hasty sketch frequently 
 maintaining more of the original spirit in the form of composition, than when the 
 idea is conveyed by a more elaborate process ; seeing, that in the former case, 
 something is left for the imagination to complete. 
 
 The author hopes to escape the charge of presumption, if venturing to assert, 
 that in this respect a much wider field is open than is generally recognised. Not- 
 withstanding the temptation, however, he has devoted but a few sheets to this 
 portion of the work, being aware that examples from the extensive railways now 
 progressing will prove more useful. Should the present volume, after a careful 
 perusal, supply a few hints and suggestions, it will have equalled the anticipations 
 and fulfilled the intentions of the writer.
 
 The author of "Kaihvay Practice" cannot conclude tliis brief Preface, witliuut 
 earnestly expressing his warm acknowledgments to the seveml gentlemen' 
 engineers to the works here represented, who having sanctioned and patronised 
 the work in its original project, kindly contributed to its progress, not only by 
 utfering every facility to his own researches, but by direct communications up<m 
 the subject to Mr. Williams, the publisher, and to himself. His especial thanks 
 are due to the gentlemen whose names follow, and whose assistance and encourage- 
 ment it is his pride to acknowledge and record : 
 
 James Walker, Esq., P.I.C.E., F.R.S., &c. 
 KoBERT Stephenson, Esq., F.R.S., M.I.C.E., ^ic. 
 .loex MaCiNEIL, Esq., F.K.S., F.K.A.S., &c. 
 Geo. PiENXiE, Esq., C.E., F.R.S., &c. 
 Chas. Vignoles, Esq., F.R.A.S., M.I.C.E. 
 Joseph Locke, Esq., F.R.S., M.I.C.E. 
 Geo. Landmaxn, Esq., M.I.C.E., &c. 
 Geo. Smith, Esq., C.E. 
 Thos. J. WooDHOUSE, Esq., M.I.C.E. 
 &c. *ic. &e. 
 
 S. C. BREES, C.E. &c.
 
 PREFACE 
 
 THE SECOND EDITION. 
 
 It is with no small degree of pride and satisfaction that the Author of " Railway 
 Practice" ventures to lay before the Public a Second Edition of his work, within 
 nine months of the original publication. 
 
 And a striking proof and very flattering testimonial of the high estimation 
 in which this collection of Public Works has been held, is the circumstance of a 
 Translation of the book having already appeared on the Continent, and that 
 another is also in the course of publication. 
 
 It has likewise been honoured with distinguished patronage and consideration 
 in this country, for which the Author returns his most sincere thanks, and begs to 
 solicit a continuance of public favour. 
 
 He also feels much pleasure in stating, that several of the Engineers whose 
 works are delineated, have expressed their approbation of the style and arrange- 
 ment of the subjects in the most gratifying manner, for which he tenders his 
 respectful obligations. 
 
 To the Editors of the several Scientific Journals and contemporary publica- 
 tions, who have in so liberal and candid a manner noticed his humble attempt, the 
 Author expresses his sincere thanks.
 
 PREFAC E 
 
 THE THIRD EDITION. 
 
 The First Series of Kailway Practice Luving been out of print for some 
 years, and the fact of the Publisher receiving constant demands for it ever 
 since, has led to the production of this New and Improved Edition. It is 
 hoped that the Engravings will be found to contain the same clearness in 
 the elucidation of the subjects for which those of the former Editions were 
 so much appreciated, while the mechanical execution will be found greatly 
 superior. 
 
 The Series of Designs have been omitted, in order to make room for 
 some additional Examples of Railway AVorks. 
 
 To the eminent Civil Engineers who have so generously patronised this 
 Work, the Editor and Publisher return their grateful thanks, and have to 
 add the following gentlemen to the List of Patrons, who have contributed 
 their valuable assistance to the present Volume : 
 
 William Cubitt, Esq., F.R.S., M.I.C.E. ' 
 Peter W. Barlow, Esq., F.R.S., M.I.C.E.
 
 *^* Contributions from the Profession to the Third Series of RAILWAY 
 PKACTICE, consisting of Engineering Works and Details, are respect- 
 fully solicited, to be addressed to 
 
 MR. S. C. BREES, 
 
 CIVIL ENGINEEE AND SURVEYOK, 
 
 OFFICE FOR THE '' RAILWAY PRACTICE;' 
 
 43, LINCOLN'S INN FIELDS, 
 
 NEXT DOOR TO THK COLLEGE OF SURGEONS, 
 
 LONDON.
 
 LONDON AND BIRMINGHAM RAILWAY.* 
 
 ROBERT STEPHENSON, Esq. Engineer. 
 
 The Act for the London tind Birmingham Railway was passed in May, 1833 
 and the Act for the Extension from the Haiupstead Road to Euston Square, in 
 July, 1835. The line was partially opened in July, 1837, and throughout in 
 September, 1839. 
 
 This Railway has been laid out through a very difficult country, and the 
 greatest pains have been taken to procure good gradients and curves ; the pre- 
 vailing gradient is consequently only 16 feet per mile, or 1 in 330, and the worst 
 curve on the main line 600 yards radius, which occurs at the Chalk Farm Lane 
 near the Goods Depot. 
 
 The standard gauge is adopted, or 4 feet Scinches; intermediate space, 6 feet 
 5 inches ; and side spaces, 7 feet 1 inch on embankments, making a total of 30 feet 
 between the side di'ains. 
 
 The Terminus is very conveniently situated, the Passenger Depot being 
 at Euston-square, and that for the Goods at Hampstead Road, alongside of the 
 Regent's Canal, which forms a great convenience for the further conveyance of 
 merchandise to the Port of London. 
 
 The Euston Square Station cost £81,632 
 
 The Camden Depot 114,385, 
 
 The Woolverton 109,454 
 
 305,371 
 
 Total of Stations between London and Woolverton . 25,386 
 
 Remaining Stations about 29,243 
 
 Total cost of Stations t'3G0,000 
 
 The line is worked throughout by locomotive engines at the present time, but 
 the Extension, consisting mostly of steep inclinations, was formerly furnished with 
 a rope and a stationary engine. 
 
 * Now called the Loudon and North-Western Railway. 
 B
 
 10 
 
 TABLE OF GRADIENTS OF THE EXTENSION. 
 
 Chains. 
 
 13i. 
 
 . . Level . . . 
 
 . . Hampstead Road. 
 
 m . 
 
 . . Eise 1 in 66 . 
 
 . . Hampstead Road to Crescent Place 
 
 17 . 
 
 . . Rise 1 in 1 10 . 
 
 . . Crescent Place to Park Street. 
 
 9 . 
 
 . . Rise 1 in 132 . 
 
 . . Park Street Bridge. 
 
 16 . 
 
 . . Rise 1 in 75 
 
 . . Park Street to Regent's Canal. 
 
 The following is about the net cost of the Railway and Furniture of the 
 line per mile : — 
 
 Railway Works and Stations £38,112 
 
 Land and Compensation 6,2/6 
 
 Carriages, Trucks, and "Waggons 1,681 
 
 Engines and Tenders, &c 1,305 
 
 Net Cost per Mile £47,374 
 
 There are the Expenses connected with obtaining the Act of Parliament, Law 
 Expenses, &c. &c. &c. additional. 
 
 THE PERMANENT WAY. 
 Vide Plate 1. 
 
 The Permanent Way of a Railway is laid after the cutting and embank- 
 ments are formed, on what is called the formation level. The rails are secured 
 on a bed of metalling, which consists of gravel or broken stone; gravel and 
 loamy sand have also been used, not in a mixed state, but in separate layers. The 
 line was originally laid partly with wood sleepers and partly with stone blocks, as 
 shown on the plate, and the sleepers have been found the most advantageous, on 
 account of the greater weight of the blocks having an injurious effect, particularly 
 when lying over arches and other works. 
 
 (The permanent way of the London and Birmingham Railway cost an 
 average of about 333^. per mile to keep in repair in 1839.) 
 
 The 50 lbs. to the yard, fish-bellied rails, shown on the plate, are secured to 
 the chairs in a very peculiar manner. The rails are rolled with an angular notch 
 on one face, and there is a hole on one side of each chair through which a small pin 
 is inserted, which rests in the notch before stated — a split key is afterwards passed 
 along the cheeks of the chair, and through the pin by which the latter is held 
 in its proper position, and the rail becomes securely, fixed, for although it may 
 move longitudinally, yet it cannot rise from its bed.
 
 11 
 
 A circular ball is sometimes seated in tlie notch, and reUiined by the key in- 
 stead of allowing the latter to terminate there. 
 
 The joint chairs, of course, require two pins and keys, as shown upon the 
 plate. 
 
 The mode of fixing the 65 lbs. to the yard parallel rails, shown on the jJate, 
 is the plan generally adopted at the present time. It consists of a wooden key, 
 or tapering wedge, driven into a vacuity prepared to receive it between the cheek 
 of the chair, and the side of the rail, by which the rail is held tight. The keys 
 are prevented moving by the upper table of the rails, and as they become loose 
 from shrinkage, they ai-e tightened from time to time by a mallet. This process 
 is, however, much diminished by the adoption of May's patent compressed wood. 
 Mr. W. H. Barlow has obtained a patent for tubular metal keys, to be used in 
 place of the wood ; by which he proposes to afford a certain degree of elasticity 
 at the joining of the chairs with the rails. 
 
 SPECIFICATION 
 
 Of Rails, Chairs, Wedging Bolts, Keys, and Pins, for the London and 
 
 Birmingham Railway. 
 
 RAILS. 
 
 To be of malleable iron, from No. 2 Mine, entirely free from cinder, the rails 
 being No. 3, when finished; length of rail 16 feet, parallel form, square ends; 
 bearings 4 feet apart from centre to centre; depth 4f inches; width over the top 
 2^ inches; 651bs. per yard. 
 
 The precise form and dimensions of the Rail in section will be understood on 
 reference to the accompanying full-sized Drawing, fig. 1, which represents the 
 general section of the Rail between any two bearings. At each section the form 
 of the bearing is changed by the vertical rib being thickened, so as to become 
 equal in breadth to the bottom web, making the section at these points a simple 
 T shaped Rail, as shown by the dotted lines, fig. 1. 
 
 In cutting the ends of the Rails, whatever method may be adopted, they 
 shall, when finished, present a uniform sectional outline, accurately corresponding 
 with the section of the adjoining portion of Rail, and exactly square with the top 
 surface of the same. 
 
 b2
 
 12 
 
 At the works where the Rails may be raanufiictured, five chairs, of the 
 description and dimensions hereinafter specified, shall be firmly fixed by spikes, 
 at the proper distances, on a balk of timber. Into these chairs every rail as it 
 is completed, shall be inserted, for the purpose of ascertaining that the positions 
 of the thickened portions, forming the bearings, arc properly situated, and cor- 
 rectly fit the recess in each chair, and that the length does not exceed or fall short 
 of 16 feet, as no deviation will be allowed. 
 
 Tn addition to accurately fitting the chairs, the rails must be entirely free 
 from any warping, and present a uniform, unbroken surface in every part, as all 
 rails will be rejected which exhibit any symptoms of imperfect welding, whether 
 appearing on their sides or upper surfaces. 
 
 CHAIRS. 
 
 To be made, from No. 1, strong grey cast iron, and of two kinds — double or 
 joint chair, and single or intermediate chair. 
 
 Double or joint Chair — will be accompanied by two wrought iron pins, two 
 wrought iron wedging bolts, and two wrought iron keys. The chair to be cleanly 
 cast, free from air-holes, sound, and correctly moulded. The recess in the chair 
 for the reception of the rail shall not exceed the sectional dimensions of the rail 
 more than will admit the rail to drop tightly into it. The greatest attention will 
 be required to this fitting. 
 
 Single or intermediate Chair — will be accompanied by two wrought iron 
 pins, one wrought iron wedging bolt, and one wrought iron key. The same care 
 will be required in casting this chair and fitting to the rail as specified for the 
 double chaii". 
 
 WEDGING BOLTS. 
 
 The form and dimensions of the Wedging Bolts, as well as of the keys, will 
 be understood by reference to the di-awings. To be of the best malleable iron, the 
 key-hole to be truly punched in the axis of the bolt, and the bolt to be swayed 
 and made truly cylindrical tlu'oughout, so as to fit the hole in the chair accurately, 
 without any play. Should the hole in the chair be rough, or otherwise untrue, it 
 shall be carefully rimered out until the bolt fits it in the manner described. Especial 
 care will be required to punch the hole clean and true, and in its proper position, 
 so that before the key is diiven about half home, the chisel end of the bolt shall 
 bear firmly in the groove of the rail. All these bolts to be thoroughly case- 
 hardened.
 
 13 
 
 KEYS. 
 
 To be of malleable iron of the best ijuality, well luunmered, split at one oiul, 
 as shown in the Drawing, fig. G, and carefully S([iiareil at the other. Each k«!y 
 to be uniformly tapered, so as to effect one cpiarter inch of draw. The thickness 
 of the key to be uniform throughout, the tapering sides to be straight and cleanly 
 
 forged. 
 
 PINS OR SPIKES. 
 
 Pins or iron Spikes for fixing the chair into the block to be 7 inches long, 
 and 3-4ths of an inch in diameter, with a head not less than 1^ inches in diameter, 
 and 5-8ths of an inch in thickness. 
 
 N.B. The Directors being anxious that the most scrupulous care should be taken 
 to form the rails, and all the other wrought iron parts above described, of the best 
 No. 2 Mine iron only, will reserve to themselves the power of sending one or more 
 Inspectors, either occasionally or permanently, to the works where the iron and 
 rails are manufactured, the parties whose tender may be accepted binding them- 
 selves at all times during the progress of the execution of the above rails, chairs, 
 &c., to afford every facility of access to such Inspectors to all parts of the works 
 which they may deem necessary for satisfying themselves that the manufacture nf 
 the iron or rails, is in every respect in accordance with the above stipulations. 
 
 With a view of removing as much as possible all ambiguity as to the mode 
 of manufacture, the following particulars are considered as implied by this 
 Specification : — The iron to be refined. The puddled ball to be put under the 
 shingling hammer and rolled into rough bars, by some called " puddled bars," by 
 others " No. 1." These bars being cut into convenient lengths, are to be ball- 
 furnaced, hammered, and rolled into Merchant or No. 2 bars; these bars again cut. 
 heated as before, and rolled into rails. Parties tendering, who do not propose tv 
 follow the above method strictly, are requested to state in similar detail the pro- 
 cess to which their tender applies. Further particulars and explanations may be 
 had by personal application to the Engineer, at the Railway office, St John's 
 Wood, London. 
 
 The whole of the rails, &c., specified above, are to be delivered on board a 
 canal barge in the Pool, or on the Company's Depot, Cumden Town, on the Regents 
 Canal, London.
 
 SPECIFICATION 
 
 OF THE 
 
 EXTENSION CONTRACT, No. I. 
 
 Specification of the several works to be performed in making and completing a 
 part of the said Railway, commencing at a point marked A in a line Avith the 
 faces of the Houses on the North side of a street called Drummond Street, in the 
 Parish of Saint Pancras, in the County of Middlesex, and terminating at a point 
 marked C, about ten yards Northward of the Towing Path of the Regent's Canal, 
 in the same Parish. 
 
 EXTENT OF CONTRACT. 
 
 This Contract includes the formation and completion of so much of the 
 Railway as shall be included between a point marked B at the termination of the 
 intended Depot, and about 275 yards from the hereinbefore named point marked 
 A to the hereinbefore mentioned point marked C, being a distance of about 74 
 statute Chains. 
 
 It comprehends the following Works ^ viz. 
 
 The making and erecting of the Hoards or temporary fence herein specified 
 to be erected before the commencement of any of the other works. 
 
 The formation of the whole of the Excavation Embankments and Spoil Banks 
 represented upon the Plan. 
 
 The erection, backing and completing of the several Retaining Walls shown 
 on the Drawings, with that of the Parapet Walls of the embankment, and the 
 piers and arches which support them, and the pillars and iron palisading on the 
 top of these walls.
 
 15 
 
 The erection of the following Bridges, namely — 
 
 The bridge under the intended street to be called Wriothesley Street. 
 Ditto, 1 / On the Duke of Bedford's estate, (these two bridges arc 
 Ditto, 23 similar in design, Vide Plate 2.) 
 
 The bridge or covered way under the Hampstead Road, (Vide Plate ?>.) 
 The bridge under Stanhope Place, (Vide Plate 6.) 
 
 Ditto under Crescent Place. 
 The bridge or covered way under Park Street, (Vide Plates 4 and 5.) 
 The bridge over the Regent's Canal, (Vide Plates 7, 8, 9, 10, 11, 12, 1.^., 
 and 14. 
 
 The formation of and completing the several Approaches to, and Roads over 
 each of the foregoing bridges, and the paving and flagging the road and footway 
 in such case or cases as are shown on the drawings. 
 
 The paving and railing off the areas, flagging the footways, paving the 
 carriage way, and erecting dwarf walls and palisades, for Wriothesley Street, as 
 shown in the di'awing. 
 
 The restoring the surface of the carriage way and footpath of Granby 
 Street to its present condition, including the finding and fixing of the iron rail- 
 ing, erection of walls, and all other work necessary thereto and specified in the 
 drawing. 
 
 The diversion of such roads as are shown on the drawings, together with the 
 metalling and completing the roads over the Hampstead Road bridge and Park 
 Street bridge, together with the intended new road extending from Park Street 
 through the Oval to the Regent's Canal. 
 
 The formation of Drains in the excavations and embankments, together witli 
 those in such other places as may be specified in the contract drawings. 
 
 The laying, ballasting, and drainage of a quadruple line of permanent way. 
 
 The providing of all timber, lime, bricks, stone, iron, concrete and other 
 materials necessary for the furtherance and completion of the works. 
 
 The doing of all other works mentioned or described in the accompanying 
 specification and drawings. 
 
 Also, the execution of the following 
 
 EXTRA WORKS. 
 
 A wall on the north side of the Regent's Canal, similar to that in the embank- 
 ment between Park Street and the Canal Bridge.
 
 16 
 
 CULVERTS. 
 
 Including excavating tlie foundations, backing, and completing the same, of 
 the several internal bores or diameters shown on the di-awings, to be executed at 
 the places where they may be required. 
 
 The Wing Walls to the North abutment of the Canal Bridge. 
 
 The preceding enumerated works, whether comprehended in the contract or 
 extras,' and the mode of execution, are described in the specification of each par- 
 ticular work, and their forms and dimensions are represented in the accompanying 
 drawings, which are referred to in this specification ; but should any discrepancies 
 exist between the scale attached and the written dimensions, or between the draw- 
 ings and specification, or any ambiguity in them, the same are to be referred to the 
 Engineer, whose decision shall be conclusive. Also, anything contained either in 
 the drawings or specification shall be equally binding upon the Contractor as if it 
 were contained in both. 
 
 The written dimensions are to be taken in all cases in preference to the scale 
 attached. 
 
 FENCING. 
 
 Immediately on obtaining possession of any part of the ground, and before 
 the commencing of any work thereon, the Contractor shall efi'ectually surround and 
 enclose the same with a hoard or close paling 6 feet 6 inches in height; the situation 
 of the hoard is shown on the plan by a black dotted line. 
 
 The hoard is to consist of uprights, 6 inches by 4 inches scantling, morticed 
 to receive three horizontal rails of the shape shown upon the drawings, of a scant- 
 ling not less than 3 inches by 2 inches, to which boards shall be nailed with good 
 tenpenny nails, as shown in the drawings, so as to effectually prevent any one from 
 looking through at the works. The tenons must be fixed into the mortices by 
 wooden pegs. Should the hoard decay, or become damaged during the time that 
 the ground inclosed by them remains in the possession of the Contractor, he shall 
 replace it, or any part of it so damaged, with work equal to the first erection to 
 the satisfaction of the Engineer. 
 
 All Drains, or alterations in or deviations from existing Drains or Water- 
 courses which may be necessary for the exclusion of Water from the excavations, 
 for the prevention of damage to the adjoining property, or for any other purpose 
 whatever, during the progress of the works, shall be made by the Contractor, at 
 his own expense.
 
 17 
 
 EXCAVATIONS AND EMBANKMENTS. 
 
 The Part coloured Bed on the Field Plan, shows the direction of the 
 Kailway, and the Area of the Land which will be purchased by the Railway 
 Company. 
 
 The part coloured Yellow will be rented by the Railway Company, and the 
 Contractor will have liberty to enter thereon, and erect any temporary houses, 
 offices, &c., necessary during the progress of the works, or any machinery for ex- 
 cavating and embanking, which shall not be specially prohibited by Act of Parlia- 
 ment, for making the extension of the Railway. 
 
 The embankments are coloured Green, and the excavations Red, upon the 
 Section of the Line. 
 
 EXCAVATIONS. 
 
 The Red line on the Section describes the tops of the embankments and bottoms 
 of the Excavations, previous to laying the permanent way. 
 
 The Black undulating line describes the present natural Surface of the 
 Ground along the centre line of the Railway, and shows the heights of the 
 Embankments and depths of the Excavations, from which data their contents 
 have been calculated, upon. the supposition "that the Area of any Cross Section 
 in sidelong ground does not differ from the Area of a similar Section in Level 
 ground." 
 
 Plans and Sections of an Excavation, Embankment and Spoil bank, are shown 
 in Drawing No. 24. 
 
 The Excavations are shown in the drawings, and include the excavation ne- 
 cessary for the Retaining Walls, and their foundations. 
 
 The Excavations shall be carried on in such lengths as the Engineer shall 
 direct, and their sides and faces shall be supported by such timber or other mode 
 as shall be to his satisfaction, at the expense of the Contractor, during their pro- 
 gress, and until the completion of the Retaining Walls. 
 
 The face of the Excavation shall in no case be carried on more than 40 feet 
 in advance of the completed Retaining Wall, without the written permission of the 
 Engineer. 
 
 Whenever or wherever Springs, Streams, or Soaks of Water may appear and 
 issue from the sides of the Excavations, or any other portion of the work, tlie 
 Contractor shall, at his own expense, take all such precautionary measures of 
 
 c
 
 18 
 
 draining, dcamming, stopping, lading, or pumping such water, or otherwise getting 
 rid of it, as the Engineer shall direct, in order to prevent any injurious effect, 
 either during the progress or after the completion of the work. 
 
 EMBANKMENTS. 
 
 The Embankments to be made of such height and at such Slopes as are shown 
 in the Section and Drawings, and the Slopes must be carefully trimmed to their 
 proper inclinations as the work proceeds. 
 
 Each Embankment must be carried forward as nearly at the finished height 
 and width as the allowance for shrinkage will admit of. (This must be strictly 
 attended to in all cases, for obvious reasons,) and covered with soil 1 foot in thick- 
 ness. The Contractor will also be required to cover with soil, not less than 2 feet 
 in thickness, the whole (excepting slopes and roadway) of the Embankment or 
 Spoil bank which is intended to form a crescent Garden on the Duke of Bedford's 
 estate; the soil to be taken from the siu'facc of any adjoining excavation. 
 
 The Contractor to provide himself with Tools, Labour, &c., (a similar clause 
 will be found in the specification of 5 B, vide page 52,) for working the excava- 
 tions and embankments. He must take every precautionary measure while working 
 the Hampstead Road and Park Street Tunnels, for the safety of the metropolitan 
 Roads. 
 
 GENERAL STIPULATIONS. 
 
 The General Stipulations are similar to 5 B, except where otherwise described, 
 (vide pages 52, 53, 54, &c. ;) also the description of the Brickwork, mortar, roman 
 cement, concrete, backings to arches, wings and spandrels, stone imposts, (except 
 in cases of skew arches, the skew backs of which must be worked to suit the 
 oblique direction of the springing of the courses,) the stones (with the exception 
 of the backs,) to be fairtooled, string courses (except to be not less than 3 feet in- 
 stead of 2 feet 6 inches in length,) coping stones (except to be in 3 feet lengths 
 instead of 2 feet, and the caps of pillars to consist of one stone;) also excavating 
 Foundations, (the Contractor to do it at his own expense, unless the Engineer 
 considers the foundations of any part of the works ought to be Piled, the Con- 
 tractor sliiiU do it, and be allowed for it as an Extra Work.) The descriptions of 
 the above works are similar to those given in Contract 5 B, (commencing at 
 page 52,) with the exceptions specified.
 
 19 
 
 IRON WORK IN GENERAL. 
 
 The whole of the Cast Iron, except that otherwise si^ecified, to he of good 
 Grey iron of No. 1 pig. No open Sand Castings sliall ho allowed. All the Wrought 
 Iron to be of best ]\Ierchants Iron. All the iron to be subject to such Tests the 
 Engineer may think proper, provided such test does not exceed a strain of 8 Tons 
 per inch sectional area of Wrought Iron, and 5 tons per inch sectional area in Cast 
 Iron. The castings to be clean, smooth, and even, free from air holes and all 
 other defects, entirely corresponding with tlie drawings, in the Skew Girders, 
 the proper winde must be strictly preserved. 
 
 TIMBER. 
 AU the Timber to be approved of by the Engineer. 
 
 ARCHES. 
 
 The method of turning the brick Arches similar to those described in 5 B, 
 (vide page 53,) and the counterforts, abutments and spandrils shall be so worked 
 and bonded into the arch as the Engineer shall direct. Wlien the Ai-ches are askew, 
 the bricks must be laid in proper Spiral lines. 
 
 FILLING IN OVER ARCHES. 
 
 A similar clause will be found in 5 B, (vide page 53;) but the 18 inches 
 below the surface of the roadway may be filled with broken granite, as described 
 under the head of " metalling of roads" hereinafter described. 
 
 RETAINING WALLS IN GENERAL. 
 
 Vide Plates 2, 3, 4, 5, 6, and 7. 
 
 The various Retaining Walls are respectively shown on the several Drawings, 
 where the several lengths, heights, inclinations, and curvatures (where such occur) 
 are shown. The first of these Walls is that which divides Wriothesley Street 
 from the intended Depot, and is represented on Drawing No. 3. The next wall 
 extends from Wriothesley Street bridge to the Hampstead Road bridge, (vide 
 Drawin"' No. 5.) From this last mentioned bridge, the walls extend to Crescent 
 
 c 2
 
 20 
 
 Place bridge, (vide Drawing No. 11.) From Crescent Place bridge they continue 
 to the bridge under Park Street, as shown on Drawing No. 14. From Park 
 Street bridge to the Regent's Canal, they are represented on Drawing No. 18. 
 
 EETAINING WALLS. 
 
 Sections and Elevations of the Retaining Walls are shown on the various 
 drawings. 
 
 The faces of these walls will be a Curved Batter ; the radius of this batter 
 will be 50 feet, giving an average batter of 2^ inches per foot on 20 feet in every 
 case, excepting in the walls from Crescent Place to Park Street, which have a 
 radius of 61 feet 8 inches, being an average batter of 2 inches to a foot on 
 20 feet. The whole of the brickwork of the walls will be laid in courses radiating 
 from the supposed centre of the curve of the batter. The walls will increase in 
 thickness the nearer they are to the foundations, by half-brick offsets, and the 
 footings will consist of stoppings of two courses of brick, projecting one-quarter 
 of a brick. 
 
 One foot thickness of Concrete will be placed under the footings of the walls ; 
 it will project 6 inches from the footings in the front, and be flush witli the neat 
 work behind. 
 
 The space at the back of the walls shall be well Punned in with clay. The 
 faces of the walls will be broken at intervals of 16 feet, or thereabouts, as near 
 thereto as consistent with dividing a given length of wall into an equal number of 
 parts, by Pilasters 4 feet by 4 inches wide, projecting half brick, built and bonded 
 with the rest of the waU. Counterforts will be built at the back of the wall, equi- 
 distant between the pilasters, and bonded into the wall. A stone plinth 6 inches 
 thick must be built in at the required height, and the wall above it will recede 
 one-quarter of a brick from the face of the plinth. 
 
 In excavating for and erecting these walls, the Contractor will be required 
 to provide at his own expense all such Centering, leading frames, plumb rules, and 
 other implements and materials as the Engineer may deem requisite for the expe- 
 dition or soundness of the works ; and also such other Timbering, iron work, 
 props, bars, and pollings as the Engineer shall think necessary for protecting the 
 face or sides of the excavation or any other part of tlie work. 
 
 As soon after the erection of the walls as the Engineer shall permit or 
 require, the Contractor shall proceed to cope them with stone. The Coping shall 
 then be surmounted with pillars 4 feet high and 4 feet wide, capped with a 
 weathered Cap stone 9 inches thick projecting in one stone over the several
 
 21 
 
 pilasters in front of the wall. The Talisade mnst then be fixed between the 
 pillars, and holes cut in the stone for their fastenings. 
 
 At the termination of the excavation beyond Park Street, the Walls change 
 their construction and become Parapets supported on Arches, the piers of which 
 descend through the foundations excavated in the natural ground. These piers 
 and arches will be erected before the formation of the embankment ; and the walls 
 will be coped, and palisades and pillars fixed thereon, in the same manner as the 
 retaining walls. 
 
 PALISADING. 
 
 The Palisading for the retaining wall is shown on Drawing No. 23, (vide 
 Plate 3 :) it is all of the same pattern, consisting of a Wrought iron Handrail 
 riveted to lengths of cast iron open work ; the handi-ail will be in leno-ths of 
 16 feet 6 inches or more, if required. The Castings to be 3 feet 6 inches lone 
 and about 4 feet high ; they will have solid projecting feet, which must be let into 
 the stone, and run in with lead. The whole must be constructed and fixed in a 
 proper and workmanlike manner. The handrail shall be of the best merchant's 
 iron, and the castings of No. 2 pig. 
 
 WPvIOTHESLET STREET BRIDGE. 
 
 This Bridge is to he built on a part of the Railway marked on the Plan 
 Drawing No. 2, where the balance line will be about a foot in excavation. It wiU 
 cross the railway at an angle of 76 degrees, and will consist of iron, stone, and 
 brickwork. 
 
 The foundations will be Concrete, as shown in the drawings, and hereinafter 
 described in the specification for Stanhope Place bridge. The piers and abutments 
 will be constructed in the same manner as those for the bridge under the Hamp- 
 stead Road hereinafter described. The girders will be cast askew, and the cross 
 arches built in the same manner as those in the bridge under Park Street herein- 
 after described. The coping, parapet, string-course, and dentils will be stone. 
 
 For particulars of Materials and Workmanship, see general directions herein- 
 before given. The granite paving for a moiety of the road to and over this bridge 
 to be provided and laid by the Contractor, according to the drawing; no stone 
 must be less than 12 inches by 6 inches by 8 inches, good sound granite. The 
 flagging must be the best Yorkshire, and the fixing of the whole, and otherwise 
 completing the street, must be duly attended to.
 
 22 
 
 BRIDGE ON THE DUKE OF BEDFORD'S ESTATE. 
 
 Vide Plate 2. 
 
 This bridge will be built at a part of the Railway marked on plan, Drawing 
 No. 2, where the excavation is about 9 feet deep. It is Askew, crossing the rail- 
 way at an angle of 76 degrees. The faces will be stone. The soflSts at the arches 
 will be laid in Spiral lines, as hereinbefore described in the general stipulations. 
 The pier and abutment will resemble those hereinafter described for the bridge 
 under the Hampstead Road. In other respects this bridge resembles that under 
 Stanhope Place hereinafter described. 
 
 For particulars of materials, see general directions hereinbefore given. 
 
 BRIDGE ON THE DUKE OF BEDFORD'S ESTATE. 
 
 Vide Plate 2. 
 
 The Bridge will be built at a part of the Railway marked on Plan, Drawing 
 No. 2, where the railway is about 13 feet in excavation. It is 5 feet wider than 
 the last mentioned bridge between the parapets, but in other respects exactly re- 
 sembles it. The Contractor is referred to drawing No. 7, and to the hereinbefore 
 contained specification for bridge No. 1 on the Duke of Bedford's estate. 
 
 BRIDGE OR COVERED WAY UNDER HAMPSTEAD ROAD. 
 
 Vide Plate 3. 
 
 This Bridge crosses the Railway at a part marked upon the plan, where it is 
 about 20 feet excavation. Its total length is 339 feet. It will be built on an in- 
 clination of 1 in 60. The foundation will be concrete as the other bridges. The 
 face of the piers and abutments, the impost, plinth of the parapet, and pillars of 
 the same, are to be stone, also the facing of the plinth of the pillars in the pier. 
 The pier will be a series of pillars with inverts sprung between them, and the im- 
 post stone lying on the top from pillar to pillar above the opening. Each of these 
 stones must be 6 feet long. In the abutments, the pilasters project only half a 
 brick from the face of the wall, which increases in thickness as it gets lower. On 
 the stone impost, and immediately over those pillars, the iron girders rest, whose 
 ends are made flat to lie upon the stone. The Girders are curved, and have a 
 versed sine of about 2 feet 6 inches. Each girder must be of the best No. 1 iron, 
 and they must be proved with a weight of not less than 40 tons ; Groined cross
 
 23 
 
 Arches are sprung from one girder to the other the whole length of the bridge, and 
 they must be well set in Roman cement. Two round wrought iron Bolts of not 
 less than 2 inches in diameter must pass from the front girder through three 
 cross arches, and be firmly keyed in. 
 
 The four Girders for the Faces of the bridge will be different from the others 
 in their construction, and will be flat on the top to receive the stones which form 
 the projecting string-course. An ornamental cast iron front will be bolted to each 
 of these girders. 
 
 For particulars of materials, &c., see general directions hereinbefore given. 
 
 The Contractor will see by drawing No. 10, the houses which are intended to 
 be taken down for the erection of this bridge, and he will be held responsible ft)r 
 any damage that may accrue to any other house except those specified. The lines 
 A-B, B-C, C-D, and E-F, (on the drawing,) show the length of railing the Con- 
 tractor has to erect in Granby Street. 
 
 BPJDGE UNDER STANIIOFE PLACE. 
 
 Vide Plate 6. 
 
 This Bridge will be built at a part of the Railway marked 65 on the plan, 
 where the excavation will be about 18 feet in depth. The Faces will consist of 
 stone, and the internal structure of brickwork. The foundations will be concrete 
 
 1 foot thick, projecting 6 inches from the footings, but flush with the neat work 
 behind. See Drawing No. 12. 
 
 The pier and faces of the Abutments will consist of a series of brick pillars 
 and pilasters, with arches and inverts strung between them, as drawing. The 
 Actual Abutments shall be recessed, as shown on the drawing, and set upon con- 
 crete. In case, at any time, the Contractoi- shall excavate too much earth, he 
 must fill in the extra excavation with concrete, at his own expense. The stone 
 imposts will be continued throughout the whole length of the bridge. Each arcli 
 will be a segment of a circle, with a chord 25 feet long, and with a versed sine of 
 
 2 feet 6 inches. The torous moulding must run the whole width of the bridge, 
 and no stone can be used in it less than 4 feet in length ; the parapet will Ite of 
 stone, with stone piUars of the dimensions shown in the drawings, and the whole 
 coped with stone. 
 
 The Drains must be laid in Roman cement. For particulars of materials, 
 &c., see general directions.
 
 24 
 
 BRIDGE FOR CRESCENT PLACE. 
 
 This Brido-e will be built at a part of the Railway marked on the plan, where 
 the excavation will be about 21 feet deep. The voussoires, faces of the pier and 
 abutments, facing of the plinth, the string-course, dentels and coping, will be of 
 stone. The spandrels, parapets, and other parts of the face of the work of malm 
 bricks, tuck pointed, and the internal structure of good sound brickwork. The 
 actual abutments are solid. This bridge resembles in other respects that of Stan- 
 hope Place, to which the Contractor is referred. 
 
 BRIDGE OR COVERED WAY UNDER PARK STREET. 
 
 Vide Plates 4 and 5. 
 
 This Bridge crosses the Railway at a part marked 15 on plan, where the ex- 
 cavation is about 22 feet. It will be built on an inclination of 1 in 135, but the 
 soffits shall not be parallel with the rails, being 3 feet higher above the rails at the 
 South end than at the North. The cross arches will not be groined, but the 
 spandrels must be carried up from the girders as drawing, and the arches will then 
 spring level for their whole width. In every other respect, the specification for 
 the Hampstead Road bridge will apply to fliis. 
 
 BRIDGE OVER THE REGENT'S CANAL, NEAR CHALK FARM. 
 
 Vide Plates 7, 8, 9, 10, 11, 12, 13, and 14. 
 
 This is one of the boldest specimens of construction on the whole line, the 
 Railway being entirely suspended by attached rods, as shown upon the several 
 plates. We believe it is the first application of the suspension principle to carry 
 locomotive engines and trains as used upon a Railway. 
 
 The railway platform contains four lines of rails, and is hung on wrought 
 iron suspension rods, which are supported by massive cast iron main beams, of 
 which there are three pair, well braced together, and spanning the canal by a 
 length of 50 feet, and at an elevation of 12 or 13 feet above the level of the 
 water. These beams are cast with a flat arch rising in their depth, and strong 
 horizontal tension rods, well coupled, are fixed to counteract any inclination of the 
 ribs to spread at the abutments. The Railway platform consists of a number of 
 fish-bellied girders, each 28 feet long, and which are supported by the suspension 
 rods and laid athwart the bridge. These rods are securely keyed to the main
 
 25 
 
 beams. Oak beams are fixed across the girders upon ■which the railway chairs are 
 
 secured, and cast iron gratings are filled in between the spaces, which completes 
 
 the bridge. 
 
 SPECIFICATION. 
 
 This Bridge will consist of three Main Eibs of cast iron, properly secured. 
 Each main rib will consist of two ribs, properly connected, and each of these will 
 be cast in one piece. The Cross Girders will be secured to these ribs, and the 
 thrust of the arch sustained by tie bolts. The open Ornamental work of the 
 face will be bolted to the main ribs, (vide Plates 11 and 12.) The Ixoadway Plates 
 to be fixed as drawing (vide Plates 11, 12, and 13), and they will be perforated for 
 drainage. No ballasting will be laid on the bridge. The Chairs will be fixed on 
 oak blocks, firmly secured to the girders. 
 
 Coffer Dams will have to be sunk by the Contractor at his own expense, and 
 included in the amount of his tender, in order to get in the foundations of the 
 abutments. Concrete will be employed in these foundations, as shown on the 
 di'awings. The Abutments will principally consist of brickwork, set in mortar, 
 (except so much as is included between the foundations and the level of 1 foot 
 above top water level, for 1 8 inches from the face of the work, which must be set 
 in Eoman cement.) The abutments will be faced with stone, and stones will have 
 to be built and bonded in various parts, as shown on the drawings. 
 
 PILIXG, AXD COFFER DAMS. 
 
 The Contractor shall provide and drive Cast Iron Piling,* to protect the sides 
 or banks of the canal, in tlie parts directed by the Engineer. This piling must 
 be set down in the schedule of prices, and to be provided and driven at so mucli 
 per foot ; and the Conti'actor will be paid at this rate for such quantity of piling 
 as the Engineer shall see fit to give him written orders to di'ive. 
 
 Upon commencing this Bridge, the Contractor must, in the first instance, 
 proceed to place a coffer dam around the intended site of the South Abutment, 
 suQicient to contain the whole of the foundations described in the drawings, and 
 well and conveniently to erect the same; he will be at liberty to withdraw the 
 same, after the completion of the abutment, unless the Engineer should see fit to 
 order it to be driven lower than the top of the concrete shown in the drawings, in 
 which case the Contractor is required to cut off such piles level with the bottom 
 of the canal. In case the Engineer should think fit to increase the length of the 
 
 • The iron sheet piling was omitted, and a brick retaining wall built instead, (Vide Plate 
 No. 8.)— Er. 
 
 D
 
 26 
 
 piles, the Contractor shall be bound to provide and drive them of such length as 
 the said Engineer may order, and is to be paid for the same at the rate contained 
 in his schedule of prices. When the south abutment shall be raised so high as the 
 Engineer may direct, the Contractor shall drive the iron Piling for the new towing 
 path, which must be all driven, and the main towing path made good, before they 
 shall proceed to excavate the foundation of the North abutment. 
 
 The girders are suspended to the bracing frames by 2| in. wrought iron 
 suspension bolts; they consequently extend from rib to rib; and the oak blocks 
 which carry the chairs are to be firmly bolted on the tops of them, as shown on 
 the drawing. 
 
 The Eoadway Plates consist of a lattice 1 inch thick, composed of 1-inch 
 square bars, 3 inches from centre to centre. They are fixed as shown upon 
 drawing. 
 
 Three thicknesses of patent felt are to be interposed between the bracing 
 frames and girders, one thickness between the bracing frame and main rib, where 
 the chipping pieces are shown in the drawing, and one thickness between the 
 girder and oak block, fastened on the top thereof. No bolt holes are to be cast in 
 the ribs or girders, but they are to be carefully drilled out afterwards, to fit the 
 bolts. The mortices in the tie bolts must not be cut until the bolts have been 
 fitted in their places and accurately marked. 
 
 ABUTMENTS. 
 
 Piles, 8 feet long and 1 foot square, are to be driven at the points noted on 
 the plan of foundations, and iron bolts are to be keyed to them, connecting the 
 said piles with the iron piling, in order to hold the latter in the proper place. 
 
 The Bolts are all of them the same length, and the points where the piles 
 are to be driven are situated so that the bolts form portions of radii of the curve 
 in which the piling is fiLxed. The chairs which carry the rails are fixed on the 
 oak blocks on the top of the girders throughout the whole space between the abut- 
 ments. Over the abutments they are fixed on oak beams, which rest on the abut- 
 ment wall, and extend 20 feet from the face of the work, so as to ease the rails in 
 case of the settlement of the embankment. The Rails over the bridge are 
 wrought iron bars, 6 inches by 2i inches. They are fixed on chairs of the con- 
 struction shown on Drawing No. 22, over the bridge, and on those generally used 
 on the line afterwards. The Contractor must observe strictly, and not deviate in 
 the least from the di'awings and dimensions shown, unless in compliance with the 
 written order of the Engineer. The Contractor is to do it all in a thorough
 
 27 
 
 workmanlike manner, and no work shall be allowed to pass without tlie approval 
 of the Engineer; his order must be strictly attended to in every case. The Con- 
 tractor to provide himself with iill machinery, implements, labour, &c., deemed 
 necessary by the Engineer for the furtherance of the work. Each Girder must be 
 tested to 40 tons, and each Tie Bolt to 65 tons. For particulars not contained in 
 this part of the specification, the Conti'actor is referred to the general directions. 
 
 BALLxiSTING AND LAYING THE PERMANENT AVAY. 
 
 A similar clause will be found in 5 B, except that there will be a four-fold 
 way of single Lines of Rails, and they will fall from the point A marked on the 
 Section of the Line to the point B, at the uniform rate of 1 in 156, or 0.423 feet 
 per chain ; from the point B to the point C at the rate of 1 in 286, or 0.237 feet 
 in a chain. From this point to the point D it will rise at the uniform rate of 1 in 
 60, or 1.1 feet in a chain; from the point D to E it will rise at the rate of 1 in 
 135, or 0.4888 feet in a chain ; it will then rise 1 in 75, or 0.88 feet per chain, 
 and continue at this level to the end of the contract. The two outside lines of the 
 way are to be 6 feet apart, and as drawing. There shall be cross drains 30 feet 
 apart, and a sink trap with iron grating to each alternate cross drain. 
 
 DISPOSAL OF MATERIAL. 
 
 The Contractor must calculate the quantity of earth contained in each of 
 these several embankments from the heights given on the plan, the slopes being 
 1 to 1. The embankment between Park Street and tlie Canal will have to be 
 formed from part of the remaining contents of the excavations, and the surplus 
 material must be then carried over the canal, and will form the embankment 
 adjoining the Chalk Farm depot. 
 
 Notwithstanding these arrangements, the Company reserve to themselves the 
 power to order the Contractor to lay out part of tlie material excavated on the 
 site of the intended depot at Euston Grove. 
 
 TIME OF COMPLETION. 
 
 The whole of the above described works are to be completed on or before the 
 1st of January, 1837. 
 
 D 2
 
 SPECIFICATION 
 
 Of the several Works to be done in making and completing a Part of the 
 London and Birmingham Railway. (First Contract joining the Extension.) 
 
 EXTENT OF CONTEACT, AND GENERAL STIPULATIONS. 
 
 This Contract commences at the Depot, near the intersection of the Hamp- 
 stead Eoad with the Regent's Canal, and terminates at the River Brent, inchiding 
 a length of about 5f miles. 
 
 It comprehends the following Works: — 
 
 The making of the Temporary Fences necessary during the progress of the 
 other works. 
 
 The making of the Permanent Fencing. 
 
 The formation of the whole of the Excavations and Embankments. 
 The raising of the Land for the proposed Depot. 
 
 Making and completing the Tunnels under Primrose Hill, and the London 
 and Harrow Road, near Kensal Green. 
 
 The erection of the Bridges over the Railway at the crossing of the private 
 road from Paddington to Hampstead. 
 
 Ditto at the crossing of the London and Edgeware Road, near Kilburn. 
 Ditto at the crossing of the Railway over the road to Wormwood 
 
 Scrubs, called Mitre Lane. 
 Ditto at the crossing of the Railway over the road from Halesdon Green 
 to Acton. 
 The making and completing of the Approaches to each of the foregoing 
 Bridges. 
 
 The erection of the Bridge over the River Brent. 
 
 The making of the Culverts under the Railway for the Serpentine River and 
 Canal Feeder, and all other Culverts shown on the Section.
 
 29 
 
 The laying ami ballasting of the Permanent Way, including the providing of 
 all timber, bricks, lime, stone, or other materials necessary for the completion 
 of the AVorks. Tlie iron rails, chairs, kei/s, pi/is, trenails, blocks, and sleepers 
 for the purpose, being provided by the Company. 
 
 Also, the execution of the following 
 
 EXTRA WORKS. 
 
 The erection of Gates. 
 
 The excavation and embanking of sloped Occupation Bridges. 
 
 The metalling of Occupation Roads. 
 
 The paving of Roads crossing the Railway on a level. 
 
 The building of Occupation Bridges and Culverts. 
 
 The laying and ballasting Permanent Sidings, and the formation of Tool 
 recesses, are considered as extra works, and will be paid for as such, according to 
 the schedule of prices for extra works set out in the Tender. 
 
 The preceding enumerated works, and the mode of execution, are described 
 at length in the Specification of each particular work, and their forms and 
 dimensions described in the accompanying drawings, which are referred to in each 
 specification. But should any discrepancies exist between the measurement by 
 the scale attached and the written dimensions, the same is to be referred to the 
 Engineer, whose decision shall be conclusive. Anything contained either in the 
 Drawings or Specification shall be considered as contained in both. The written 
 dimensions are those by which it is intended the Contractor shall make his 
 estimate. 
 
 EXCAVATIONS AND EMBANK]iIENTS. 
 
 The part coloured Red in the Plan shows the direction of the Railway, and 
 the area of land which will be purchased by the Railway Company, and upon 
 which the Contractor shall liave full permission to erect any temporary houses, 
 offices, &c., necessary during the execution of the works, or any machinery for 
 excavating, embanking, or tunnelling, provided that such proposed erections shall 
 not be specially prohibited by the Act for making the Railway. The Embank- 
 ments are coloured light red, and the excavations of a deeper red. Tlie Red line 
 on the section describes the tops of the embankments and bottoms of the excava- 
 tions, previous to the laying and ballasting of the Permanent Way. 
 
 The Black undulating line describes the present natural surface of the 
 ground along the centre line of the Railway, showing the respective heights of the
 
 30 
 
 embankments and depths of the excavations ; from which data their contents 
 have been calculated, on the supposition that the area of any cross section in 
 sideling ground does not difler from the area of a similar section in level ground. 
 The levels from which the section is made are believed to be accurate, but the 
 Contractor must verify the results, as he will be held liable to the consequence of 
 any errors. 
 
 EMBANKMENTS. 
 
 The whole of the Embankments in this Contract shall have slopes of 2 to 1 
 (that is to say), where the base of the slope is two feet, its height shall be 1 foot 
 only; and they shall be 33 feet wide at the level of the red line in the section, 
 neither more nor less. 
 
 Each of the Embankments shall be uniformly carried forward as nearly as 
 the finished heights and width as the due allowance for shrinking of the materials 
 will admit of; and this allowance shall not exceed or fall short of the quantity 
 deemed necessary by the Engineer. In all cases, this must be carefully and 
 strictly attended to, in order to avoid the necessity of making any subsequent 
 addition either to heights or the width of the embankment, to bring them to the 
 proper level and dimensions. 
 
 The surface of the Embankment shall be kept in such form, or be intersected 
 by such drains, as will always prevent the formation of pools of water upon them, 
 and insure the Embankment being kept as dry as possible. 
 
 Whenever the material teemed over the end of the Embankment shall not 
 form the proper slope, it shall be carefully trimmed to its required form ; and this 
 operation must proceed at the same time with the end of the Embankment, so as 
 to obviate the necessity of any future addition of material to the sides of the 
 Embankment. 
 
 As the Embankments advance and become consolidated, the slopes shall be 
 carefully trimmed into planes, having the proper slope, and be neatly covered 
 with an uniform substance of turf of not less than 8 inches in thickness, and laid 
 with the greensward outwards. The turf must be taken from the ground to be 
 occupied by the base of the Embankment, and cut square, so as to be laid on the 
 slopes in the form of flags ; and where the land is arable, the slopes of the 
 Embankments shall be covered with the soil. It must be uniformly laid on of 
 the thickness of 6 inches, and sown with rye grass and clover seed as soon as the 
 proper season will admit of its being done ; not less than one pound and a half of 
 clover seed, and one pound and a half of rye grass seed, to be sown on each acre. 
 
 When the material brought to the Embankment consists of large lumps, they 
 shall be broken into pieces of not more than 6 inches in diameter.
 
 31 
 
 EXCAVATIONS. 
 
 The excavations iu this Contract shall be 33 feet wide at the level of the Red 
 line on the Section. Between Chalk Farm Lane and the private road from 
 Paddington to Hampstead, the slopes shall have 3 feet base for every foot in height, 
 and from the last mentioned place to the termination of the Contract, the slopes 
 shall have two feet base for every foot in height. 
 
 The slopes of the excavation shall he finished as the cutting advances, and be 
 neatly and uniformly dressed to the specified inclination as near to the face of the 
 cutting as possible. As soon as any part of the slopes are dressed to the proper 
 inclination, they shall be covered with turf taken from the land to be occupied by 
 the excavations, in the same manner as before directed in the Specifications of the 
 Embankment; and when turf cannot be obtained, the slopes must be covered with 
 soil, and sown with rye grass, and clover seed, as before directed in the Specifications 
 of the Embanklnent. 
 
 Whenever and wherever springs, soaks, or streams of water may appear, and 
 issue from the face of the slopes, the Contractor shall be bound to make and 
 maintain, during the progress, and until the completion of the works, such drains 
 or watercourses as shall completely and efiectually prevent the said springs, soaks, 
 or streams of water from injuring the slopes, and shall convey the whole of such 
 water into proper drains, so that none shall be permitted to lodge in the excava- 
 tion ; and where beds of sand, gravel, or other loose mould occur, the face of the 
 slope must be protected from the injurious efiects of such springs or streams of 
 water by any other means that may be advisable or necessary. 
 
 At the bottom of each slope a drain of an uniform depth below the rails, as 
 shown in the Drawings, shall be made, and these drains must be continued on both 
 sides under all the bridges which cross the Eailway. A cbaiu shall also be made at 
 the top of each slope, so as to exclude from the excavations any water draining off 
 or flowing from the land ; and all covered or open drains which may be intersected 
 by the excavation, must be made to discharge their water into the ditch at the 
 outside of the top of the slope, for which purpose the said ditch shall be made as 
 deep, at least, as the bottom of the intersected drain, and the space between the 
 outside drain and the slope shall be well puddled at the point of intersection. 
 The Contractor shall also be compelled to open or make any new drain which the 
 Engineer may deem necessary for the exclusion of any water from the Railway 
 excavations.
 
 32 
 
 ■ In the formation of the Excavations and Embankments, the Contractor must 
 provide, at his own expense, all the necessary rails, chairs, keys, pins, blocks, and 
 sleepers, as well as waggons, barrows, planks, or other machinery, materials or 
 utensils, which stipulation is, however, modified to a certain extent by the follow- 
 ing conditions : 
 
 It is not intended to deliver to the Contractor any of the permanent rails, 
 chairs, keys, pins, blocks, or sleepers, until the completion of at least one con- 
 tinuous mile of roadway, which distance must be certified by the Engineer as being 
 ready for the reception of the Permanent Ballasting, in which case a sufficient 
 number of rails, chairs, keys, pins, blocks, and sleepers, shall be delivered to the 
 Contractor, who will be permitted to use them in such a manner only as is herein- 
 after described in the Specification of the Ballasting and laying the Permanent 
 Way. 
 
 FENCING AND DITCHING. 
 
 The Fencing and Ditching described in the following Specifications is of two 
 kinds : the fii'st temporary, for the protection of the lands adjoining the Eailway, 
 during the progress and until the completion of the works ; the second permanent, 
 for the inclosure of the Railway when finished. 
 
 TEMPORARY FENCING. 
 
 Immediately after the delivery of any portion of the site of the intended 
 Railway into the possession of the Contractor, and previous to the commencement 
 of the other works, the Temporary Fencing shall be completed, and shall include 
 the whole area of land occupied by any of the works contained in the Contract. 
 The temporary fencing shall consist of split oak posts, placed nine feet apart, and 
 3| feet high above the ground, morticed for the reception of 3 horizontal oak 
 or larch rails, which are also to be supported by an intermediate stay or brick post 
 firmly nailed to each of the rails. The whole of this fencing must be firmly and 
 substantially fixed so as to exclude sheep, pigs, and all cattle from the excavations 
 and other works, and efiectually prevent the adjoining lands from trespass during 
 the progress of the works. 
 
 All drains or alterations, or deviations in existing drains or water-courses, 
 necessary either for the exclusion of water from the cuttings, or for the prevention 
 of damage to the adjoining property, or any other whatever, shall be made by the 
 contractor at his own expense.
 
 33 
 
 rKRMANKNT FENCING. 
 
 The Permanent Fencing is of two kinds, us follows : — 
 First, — Wood railing extending from Clialk Farm Lane to the Depot. This 
 portion of the Fencing is to be made witii oak posts constructed in the manner 
 shown in the Drawing. The wood railing is to be placed on both sides of the 
 Railway, on the edge of each slope, at the top of the embankment. The posts and 
 rails shall be of good oak, free from sap, and straight grained. The rails, and s(i 
 much of the posts as are seen above ground shall be sawn out square, and neativ 
 planed to the proper dimensions. Each post shall have i mortices passing com- 
 pletely through it, and shall stand 4 feet above the level of the rails. The posts 
 are to be placed (5 feet apart, and each rail shall be equal in length to two spaces, 
 or 12 feet, passing through every alternate post. The ends of the rails must be 
 fitted exactly into the mortices of the posts, and secured with small oak trenails. 
 The bottom of every post shall be well charred before fixing in the ground ; all 
 the joints must be made witli wliite lead, and the whole of the wood above the 
 ground painted with two coats of stone-coloured paint. At the bottom of the 
 slopes of the embankment, a ditch shall be made, as shown in Drawing, for the 
 purpose of carrying oil' the water draining from the slopes, which must be con- 
 tinued to the nearest drain by which the drainage of the adjoining fields is at 
 present effected. 
 
 The whole of the Fencing must be made at such times as may be directed by 
 the Company's Engineer. 
 
 Second, — Brick Walls, extending from Clialk Farm Lane to the beginning of 
 Primrose Hill Tunnel,, and from the other end of the same Tunnel to the Bridge 
 under the London and Edgware lload at Kilburn. 
 
 This fencing shall consist of brick walls at the bottom of the Cuttings on 
 each side of the Railway, 26 feet apart, equi-distant from the centre of the Railway, 
 and running parallel to the rails. The wall shall be made of the same dimensions 
 and form shown in the Drawing. The height, exclusive of the coping, shall be 
 3 feet above the upper surface of the rails. 
 
 The footings shall be carried at least 1 foot below the bottom of the ditch : 
 and if the ditches shall have been made deeper than directed, then the footings 
 shall be carried as much lower as the Engineer may deem necessary, and this 
 additional depth shall be made by the Contractor at his own expense. Holes, as 
 represented in the Drawing, must be left in the bottom of each wall to allow the 
 water to drain freely from the ballast of Railway. The walls are to be finished 
 
 £
 
 34 
 
 with a stone coping of Bramley Hall or Derbyshire stone, 6 inches in thickness, 
 and projecting 1 inch beyond each side of the walls. The brickwork is to be 
 built with good sound and well burnt grey stocks, laid in good mortar, made with 
 Merstham or Dorking lime, and clean sharp sand, in the proportion of three 
 measures of sand to one of lime. The lime is to be slaked and screened with the 
 sand, both in a dry state, and well tempered with water afterwards. The brick- 
 work is to be flushed in solid, with mortar laid with a neat close joint, and no joint 
 of mortar to exceed one-quarter of an inch in thickness. The outside joints are 
 to be neatly drawn . 
 
 The drains or ditches between the walls and the bottom of the adjoining 
 slopes must be made as shown in Drawing, and kept open until the whole of the 
 works are completed. Quick fencing and ditching, extending from the bridge 
 under the Edgware Road and London Road to the River Brent, excepting the space 
 occupied by the Tunnel under the London and Harrow Road, near Keusal Green. 
 This part of the fencing is to be placed within the limits of fifteen feet from the 
 termination of the slopes. A ditch of 6 feet wide at the top, 2 feet wide at the 
 bottom, and 2 feet deep, shall be made on the higher side of the ground to be 
 occupied by the Railway, and a ditch of 3 feet wide at the top, 1 foot wide 
 at the bottom, and one foot deep, on the lower side of the ground. The outside 
 of the ditch must be 5 feet distant from the boundary of the land occupied by the 
 Railway, and if the last mentioned ditch shall be deemed insufficient in any par- 
 ticular case, the larger sized ditch shall be made instead. The material excavated 
 from the ditch shall be used to form a mound, both sides of which siiall be neatly 
 faced with turf. When the material excavated from the ditch shall be more in 
 quantity than sufficient to form the mound, the surplus must be conveyed to the 
 nearest embankment. The best portion of the vegetable soil excavated from the 
 ditch shall be placed in the middle of the mound, on which a double row of good 
 3-year quicks, 2 years transplanted, shall be planted, and not less than 24 quick- 
 sets shall be contained in one lineal yard. On the inner edge of the ditch, oak 
 posts and rails must be placed to protect the quicks. The posts are to be of split oak, 
 7 feet in length, and equal at least to 5 inches by 3|- inches in sectional area ; they 
 are to be placed at a distance of 9 feet from centre to centre, and to stand 3^ feet 
 above the top of the quick ground. Each post is to have 3 mortices for the 
 reception of the ends of the rails, to be made of split oak, and to be as nearly of 
 a uniform size as possible. The horizontal rails, three in number, between each 
 pair of posts are to be of split oak or larch, equal to 3 J inches, by 1 1 inch in 
 sectional area, and 10 feet in length, and the ends are to be scarfed so as to fill 
 the mortices of the posts. Midway between the posts, an oak or larch stay, 5
 
 35 
 
 feet long. 3 inches wide, and U inch thick, is to ho liimly nailed to each of 
 three horizontal rails with good tenpoiiny nails. 
 
 The posts must be hiiuly fixed in the ground, tiio ends of the rails driven 
 firmly into the mortices of the posts, and a piece of new hoop iron, 1^ inch wide, 
 shall be nailed round the top of every post to prevent its splitting. The fencing 
 shall be made with as few bendings as the nature of the gronnd will admit of, 
 and the ditch alongside of the mound, shall descend as imiformly as p&sible to the 
 nearest main drain, or water-course, by which the drainage of the adjoining lands 
 is at present effected. 
 
 The permanent fencing shall proceed as rapidly as the progress of the other 
 works, and the nature of the season will admit of Such parts of the temporary 
 fencing as can be made available, shall be permitted to be used in the permanent 
 fencing, provided the material be of the requisite strength and quality, and unin- 
 jured in other respects by its previous use. At the bottom of the embankments, 
 small draining tiles shall be laid through the quick mound, at intervals of not more 
 than 100 yards, in order to convey the water di-aining from the slopes into the 
 fence ditches. 
 
 Such parts of the permanent fencing as shall have been completed before the 
 finishing of the other parts of the work, shall be kept in complete order by the 
 Contractor. The quicks shall be cleaned or weeded twice, at h'ast, a year, and 
 any broken rails, or posts, or stays replaced by new ones, equal in quality to those 
 originally used. All the quicksets which may not take root and grow, must be 
 pulled up and 3-year old living quicksets, similar to those before described, planted 
 in their stead. 
 
 PRIMROSE HILL TUNNEL. 
 Plates 15 and 16 describe the Method of Working the Tunnel. 
 
 SPECIFICATION. 
 
 These Plates show the successive stages in the construction of the tunnel 
 from the commencement of the working shaft to the brick arching. A tunnel is 
 commenced by trial shafts, which follow the borings ; and other shafts, called nir 
 shafts, are also constructed, to ventilate the tunnel works. The workmen, with 
 their tools and materials, descend, and the soil excavated is conveyed to the sur- 
 face of the ground by the workimj shafts. 
 
 Upon the shafts being carried down to the level of the top of the tunnel, a 
 small square horizontal boring, termed a heading or driftn-aj/, is generally exca- 
 vated in the line of the intended tunnel about 10 or 12 feet lung, 3 or 4 feet 
 wide, and of nearly the same height, and sufEcient to aflord the miners room to 
 
 E 2
 
 36 
 
 use their tools. The excavation is required to be a little larger than the bore of 
 the tunnel, in order to allow space for the necessary shorings, bars, and pollings 
 to support the several faces of the work while the centering is being brought for- 
 ward ; due allowance is also required to be made for the settling of the pollings, 
 and which always occurs. The top face of the heading serves as a guide to the 
 miners, and represents the upper surface of the excavation. Upon the brickwork 
 being sufficiently advanced, the bars and pollings are withdrawn, and the timber 
 centering moved on a stage ; the excavation then proceeds as before. The back 
 of the arch must always be filled up solid with brick, packing, or some other hard 
 materials; and if any of the bars cannot be drawn out readily, they are bricked 
 in. The miners should never be more than 6 or 8 feet in advance of the brick- 
 layers, in order to guard against accidents from any subsidence of the earth. 
 The heading is sometimes continued from shaft to shaft ; and upon the works of 
 two contiguous shafts approaching near each other, a heading should always pre- 
 cede the main excavation. 
 
 It was found necessary to execute this tunnel in 3 bricks laid in cement, instead 
 of 2,. as originally intended. 
 
 This tunnel commences in the Eaton College Estate, 550 yards from Chalk 
 Farm Lane, and terminates near the Road leading from Saint John's Wood to 
 Finchley. The length is equal to 50 and l-5th statute chains; the other 
 dimensions, situation, and construction of the several parts, are minutely described 
 on the Plan and Section of the Line and Drawings. 
 
 The area of ground on the top of the tunnel to which the Contractor must 
 confine his operations on the surface, is one statute chain wide for the whole length 
 of the tunnel, which must be fenced off on both sides with temporary fencing. 
 
 All the General Stipulations in the Specification, respecting the extension of 
 land, &c., must be considered applicable to this part of the Contract, where no 
 special directions are given. 
 
 The tunnel is to be made with a circular brick arch and curved side walls, 
 resting on stone footings or skew backs, the whole being supported by a brick in- 
 vert or counter arch. The ends will be made with curved brick walls, as shown 
 in the Drawings. 
 
 A cast-iron plate is to be let into the arch near the end, and connected by bolts 
 to another plate built into the arch, 100 feet distant from the first.* 
 
 * Vide Plate 17, which represents the details of iron plates for tunnel fronts. In the Prim* 
 rose Hill Tunnel, which was executed in 3 bricks in cement, the front plate was placed in the 
 centre of the wall with connecting rods 100 feet in length, to another fixed in the arching, but the 
 method shown in the above is considered to be an improvement.
 
 37 
 
 MATKUIALS. 
 
 The whole of the bricks used in the coustruction of the tunnel, shafts, and 
 end, shall be sound, good, hard, well burnt grey stocks; the freestone used 
 shall be Bramlcy Hall, or other stone equally good, perfectly sound and free 
 from flaws. 
 
 The Cast iron, and Wrought iron, must be of the best quality, and subject 
 to any examination the Engineer may deem necessary. The mortar used in the 
 tunnel shall be made from the fresh-burnt Merstham lime, or other lime, which the 
 Engineer may deem equally good; it shall be ground in its dry and unslaked state, 
 under hedge-stones. The sand must be sharp, clean sand, and shall be mixed 
 with the lime in the proportion of 3 of sand, to 1 of lime. 
 
 The lime and sand must be intimately mixed and worked with a proper quantity 
 of water in a pug-mill as required for use. 
 
 The Contractor shall sink 4 shafts, and no more, on the centre line of the 
 tunnel, at convenient distances; they shall be 8 feet in diameter within the brick- 
 work, which shall be of 1 brick in length; each shaft shall be of the same 
 diameter from the top to the bottom, perfectly cylindrical, free from bulges and 
 other distortions ; the brickwork shall be laid in 2 half brick rings, with the 
 joints properly broken, and flushed in solid with mortar. The bricks must be 
 moulded to fit the circumference of the shaft ; where each intersects the top of the 
 arch of the tunnel, a cast-iron curb oi- ring, of the same diameter as the shaft, 
 shall be inserted in the brickwork of tlie arch, and upon it the shaft must be 
 built. No wood curbs will be permitted to be built in the brickwork of the 
 shafts. 
 
 Where any water may occur in sinking, it must be completely excluded fi'om the 
 shafts or tunnel by a lining or puddle behind the brickwork of the shafts, or by 
 laying the brickwork in Koman cement, or by the adoption of any other means 
 the Engineer may judge expedient or necessary. 
 
 The arch and side walls are to be 2 bricks thick, the invert one brick and 
 a half thick, throughout the whole length of the tunnel, except in cases where the 
 material, through which the tunnel will pass, may, in the opinion of the Engineer, 
 require either a greater or less thickness of brickwork in the aich, side walls, or 
 invert. 
 
 In all such cases, the Contractor shall make the brickwork of such thickness 
 as the Engineer may direct, the Contractor being paid lor any increase in the
 
 38 
 
 quantity of brickwork or excavation, and making any allowance to the Company 
 for any decrease at tlie rate stated in tlae Schedule. 
 
 The invert or counter-arch, of whatever thickness it maybe, shall be carefully 
 laid and bonded ; the side walls shall be laid in English bond ; the arch, if one brick 
 and a half thick, shall be built in 3 several half brick rings; if 2 bricks, in 
 4 half brick rings; and so on, each ring containing 5 courses of bricks more 
 than the inner one immediately preceding it. The footings, or skew-backs of the 
 side walls, shall be made of Bramley Hall Stone, of the sectional form shown in 
 the enlarged Drawing, and in lengths of not less than 3 feet ; they shall have 
 a bed of brickwork extending from the inverted arch as shown in the Drawing. 
 The skewback must be carefully bedded in the brickwork in its proper 
 position. 
 
 The mortar in which the brickwork is set, shall be as little in quantity, and as 
 uniform in thickness between the joints, as is consistent with making the arch, 
 side-walls, and invert, firm and solid throughout. The horizontal courses must be 
 kept perfectly straight in the direction of the tunnel, and parallel with the surface 
 of the rails. 
 
 Should, at any time, the regular continuity of the arch or side walls be 
 destroyed, either from the irregular shriidung of the arch, or imperfect fixing of 
 the centres or any other cause whatever, the Contractor must remove and amend 
 the irregularities in a satisfactory manner. 
 
 Wherever water may occur and flow into the tunnel, and it shall be deemed 
 expedient by the Engineer to lay any part of the brickwork in Koman cement, 
 the Contractor shall be paid for so doing such an additional sum per rod of 306 
 cubic feet, as may be stated in the Schedule of Prices. 
 
 EXCAVATIONS. 
 
 The Contractor shall be at liberty to make an open cutting at each end of 
 the tunnel, not exceeding 20 yards in length, nor wider than the outside of the 
 brickwork of the tunnel. The sides of the excavation shall be supported and 
 kept open by suitable timber, in such a manner as to prevent slipping, until the 
 whole of the brickwork is completed in that length. The open space shall then 
 be filled up to the original surface by layers of clay of not more than 1 foot thick- 
 ness, each of which shall be carefully punned, before laying on the succeeding 
 layer. The soil of turf must be laid aside before making the excavation, and 
 neatly replaced when filled up. The excavation shall then proceed in the usual 
 wav under the surface.
 
 39 
 
 lu no case shall the excavation be currieJ more than G feet in advance of 
 the brickwork, and should any deterioration or change in the strata occur, which 
 may appear to the Engineer to require this distance to be reduced, the Contractor 
 shall regulate this distance by the direction of the Engineer. 
 
 In making the excavations, great care nmst be taken that tiiey do not in any 
 way exceed the area necessary for the reception of the brickwork, and the vacant 
 space, if any, between the sides or roof of tlie excavation and brickwork shall be 
 filled with clay, and rammed in solid with proper beaters, so as to avoid any dis- 
 tortion in the form of the tunnel from irregular pressure. 
 
 The foundation for the reception of the invert or counter-arch shall be cut 
 out to the exact form and depth re(iuired, before any part of the brickwork is laid 
 and should any unavoidable irregularity be found to exist, it must be made up with 
 dry clay or clean gravel, firmly rammed by beaters. 
 
 The whole of the material excavated, excepting that required to back the 
 arch, whether taken from the shaft or either end, shall ba conveyed into the pro- 
 posed depot, and disposed of in the same way as the excavation, marked No. 1 in 
 the Section. No material shall be taken out of the end near St. John's Wood 
 Road, unless specially directed by the Engineer. 
 
 In the execution of this part of his Contract, the Contractor shall provide 
 all the necessary materials aud machinery for executing the same; make all the 
 necessary shafts, bore-holes, and perform every operation necessary for completing 
 tlie work in the manner intended by the Specifications; all the machinerv, 
 centering, &c., must be constructed in such manner as the Engineer may approve. 
 AH air shafts which it may be necessary to make, shall be made in the same 
 manner as the larger shafts, aud stand upon cast iron curbs of proportionate 
 shapes and dimensions. 
 
 Any drainage to the land by the falling of the surface during the execution 
 of the work, shall be paid for by the Contractor. 
 
 Marks or signals will be, from time to time given to the Contractor by the 
 Company's Engineers, for the purpose of regulating the direction and level of the 
 tunnel, and the Contractor shall be at the expense of erecting any temporary or 
 permanent marks or signals which may be considered necessary for giving the 
 direction and levels with the required accuracy. 
 
 Whenever the faces of the excavations between two adjoining sliafts, or shaft 
 and end, shall have approached within fifty yards of each other, the Contractor shall 
 drive a heading from the one to the other. 
 
 The slopes of the land over the ends of the tunnel are to be made at the 
 same inclination as the side of the excavation adjoining. A ditch must be cut
 
 40 
 
 round the top, similar to that of the adjoining slopes, and joined thereto. The 
 slope must be made with puddle 4 feet in depth at the base, and carried in at same 
 level 12 feet, and made up to the surface. 
 
 A cast-iron drain, as shown in Drawing, is to be laid in the bottom of the 
 tunnel, midway between the two Railways, and through the whole length of the 
 tunnel. The connexions of the several pieces must be properly and accurately 
 made, and the drain must communicate with the side drains of the excavation by 
 two cast-iron side branches at each end. 
 
 BRIDGE OVER THE RAILWAY AT THE CROSSING OF PRIVATE 
 ROAD FROM PADDINGTON TO HAMPSTEAD. 
 
 The road above mentioned crosses the Railway at a point where the excava- 
 tion is about 4 feet in depth, requiring the road to be raised to the height of 22J 
 feet above the level of the Railway. 
 
 The footings of the abutments will be made 18 inches below the level of the 
 red line in the Section, and each abutment will be strengthened by a counterfort 
 placed at the back. 
 
 The arch will be an ellipse, having above it a projecting band of brickwork, 
 surmounted by a stone string-course; upon this will be jjlaced the parapet wall, 
 witli a brick plinth and surmounted by a stone coping. 
 
 The wing walls extend into the embankments of the approaches, and their 
 foundations must be made, at least, as low as is shown in the Drawings. 
 
 ABUTMENTS. 
 
 The form and dimensions of the abutments are shown at A A A A, Figures 
 1, 2, 3, and 4; their faces will be perpendicular, their thickness being diminished 
 from the bottom to the top by half- brick offsets at the back. The abutments 
 must be built in a solid and substantial manner. 
 
 COUNTERFORTS. 
 
 The Counterforts must be built in the situation, and of the form and 
 dimensions shown at B B in the Drawings. The courses shall be laid as shown 
 at right angles to the drift of the arch; they must be built in a solid manner, 
 properly bonded into the substance of the abutments.
 
 41 
 
 ARCH. 
 
 The arch will be of an elliptical form, as shown at C C; it must be 
 altogether constructed of whole bricks, laid in such manner as the Engineer may 
 direct. 
 
 As many courses as shall be included in 4 feet on each side of the top of the 
 arch, shall be laid in the best Roman cement, and with straight picked bricks. 
 
 The remainder of the arch shall be laid in mortar with a close joint, and the 
 soffit of the arch neatly pointed after the removal of the centres. 
 
 The bricks in the face of the arch shall be rubbed on their faces, and neatly 
 pointed; great care must be taken in the proper summering of the bricks in the 
 arch, and any irregularity of form from imperfections in the laggings or centre, 
 shall be removed and amended by the Contractor. 
 
 BACKING. 
 
 The brickwork forming the Backing D D of the arch, shall be laid in a solid 
 and substantial manner, each brick properly breaking joint with the next, in the 
 same manner as the outside work. 
 
 WIXG WALLS. 
 
 The Wing AY alls, E E, are to be built of the form and dimensions shown in 
 the Drawing; battering both on the outside and inside, and the courses to be 
 properly bonded with the abutments. 
 
 SPANDREL WALLS. 
 
 The Spandrel Walls, F F, are to be of the form and dimensions shown in the 
 Drawing; to be well bonded with the backing, and the bricks neatly cut to fit the 
 curve of the arch. 
 
 PARAPETS. 
 
 The Parapet walls, G G, are to be of the lengths and dimensions shown in 
 the Drawing ; the courses are to be run straight the whole length, and the sides 
 of walls to be parallel and fair. 
 
 F
 
 e 
 
 42 
 
 STRING COURSE. 
 
 A stone String Course, as shown in the Drawing, shall extend the whole dis- 
 tance between the outsides of the two abutments. The String Course on th 
 walls, shall be of brick laid in Roman cement, and the upper arises of the bricks 
 rubbed off. 
 
 COPING. 
 
 The Coping, H H, is to be of stone, of the form shown in the Drawing. No 
 stone shall be less than 3 feet in length. The Coping shall run the whole length 
 of the parapet wall, and be laid perfectly straight. The stones shall be dowelled 
 together with iron dowels fixed with lead. All the faces of the copings and String 
 Course are to be fair bored, and, if required, rubbed in their front faces. 
 
 The spaces between the brickwork and side excavation for containing it, shall 
 be filled up with clay as the work advances, and firmly rammed in with proper 
 beaters. 
 
 The space between the wing walls shall be filled to its proper height, and clay 
 lain in layers of 1 foot in thickness, and each layer well punned before adding the 
 succeeding one, the whole of the clay shall be filled in up to the surface before re- 
 moving the centres. 
 
 MATERIALS. 
 
 Bricks The bricks are to be hard, sound, and well-burnt grey-stocks, of 
 
 uniform size and colour for the fronts. 
 
 Mortar. — The mortar shall be made from the fresh-burnt Merstham or 
 Dorking lime, and clean sharp sand, screened together, both in a dry state, in the 
 proportion of one measure of lime to three of sand. They must be intimately 
 mixed, and well tempered with a proper quantity of water. 
 
 Ro:\iAN Cejient. — Where directed to be used, shall be of the best quality, 
 recently made, mixed with an equal quantity of sand, and only mixed when re- 
 quired for use. 
 
 Stone. — The stone shall be good Bramley Fall, or other similar stone, equally 
 good, free from flaws and iron shot. 
 
 General Clause. — The' walls &c. shall be laid either in Flemish or English 
 bond, as the Engineer may direct, and in no case shall any point of mortar exceed 
 one quarter of an inch in thickness. No broken bricks will be permitted to be
 
 43 
 
 used, either externally or internally, unless al)solutely necessary as closers, nor 
 shall any difference be made in the goodness of the workmanship of the interior or 
 exterior of the work. 
 
 The whole of the brickwork shall be well grouted at every course. The 
 parapets and string-courses shall not be made until after the removal of the centres. 
 
 All the centering must be such as shall be approved of by the Engineer, 
 and in no case shall the centres be struck before his permission has been obtained. 
 
 EXTBA, OR CONTINGENT AVOKKS. 
 
 Fence Gates. — The Fence Gates are to be made of the form and dimensions 
 shown in the Drawing. The heels and heads are to be of good oak sawn out to 
 the proper dimensions, and morticed for the reception of the horizontal bars. 
 
 The horizontal bars are to be five in number, of cleft oak, and smoothed 
 over. The ends must tit the mortices of the heels and heads, and be secured bv 
 oak pins. The diagonal braces are similar to the bars, and to be firmly nailed to 
 the bars ; the nails to pass through both, and their points clenched. 
 
 The posts to be of oak, the top sawn to the dimensions and form, with a 
 small cap on each; the bottom of the posts must be charred. The gate irons 
 .shall be of the form shown, and shall not weigh less than fourteen pounds per set. 
 The gates must be firmly fixed in the line of the quicksets, and the wood railing 
 neatly joined to the gate-posts. The gates and posts nuist be painted with two 
 coats of white or stone-coloured paint. 
 
 EXCAVATIONS AND EMBANKMENTS OF SLOPED OCCUPATION 
 
 ROADS. 
 
 These Excavations and Embankments are to be made in the same manner as 
 those on the line of Railway, and with such slopes as may be directed. The con- 
 tents of the excavation shall Ix' conveyed to the nearest embankment or spoil 
 bank. The embankments are to be made from the surplus materials in the exca- 
 vations; when made to form the approaches to a bridge, they must be carefully 
 punned in between the. wing walls. 
 
 METALLING OCCUPATION BRIDGES. 
 
 This is to be done in the same manner as described in the Specification of 
 the approaches to Bridges 
 
 f2
 
 44 
 
 PAVING CROSSINGS. 
 
 All the roads crossing the Railway without bridges are to be paved in the 
 manner shown in Drawing, with good 6 or 7-inch paving of Aberdeen, or other 
 granite equally good. The Paving must be laid on a bed of fine clean gravel of 
 12 inches in tliickness, in a solid and substantial manner. The paving stones 
 must be cubes as nearly as possible. Each rail must be protected by two iron 
 bars, as shown in the Drawing; they will be considered part of the rails, and 
 provided by the Company. 
 
 OCCUPATION BRIDGES. 
 
 These Bridges will be similar in form and construction to the bridge at the 
 crossing of the private road from Paddington to Hampstead. The same direc- 
 tions will apply to the workmanship and material in both. 
 
 CULVERTS. 
 
 The Culverts are to be built in the same manner as those previously 
 described in the former part of the Specification ; they are to be built of the 
 forms and dimensions shown in Drawing, the sizes being selected to suit the par- 
 ticular situation. 
 
 LAYING AND BALLASTING PERMANENT SIDINGS. 
 
 The Sidings are to be laid in such positions and of such lengths as may be 
 directed by the Engineer. They must be laid in the form and manner shown in 
 the Drawing. The Contractor will be required to take up any part of the rails 
 already laid that may be found necessary; to cut them into proper lengths for 
 the reception of other iron work, to relay them, and to fiix all the necessary cross- 
 ing plates, check rails, moveable points, or sliding rails, with the requisite 
 machinery for moving them. 
 
 The whole must be made equally as fii'm and substantial as the other parts 
 of the permanent way. 
 
 The Specification of the Permanent Ballasting already described must be 
 considered equally applicable to the construction of the Sidings.
 
 45 
 
 CONTRACT No. 5. B. 
 
 Specification of the several Works to be performed in making ami completing a 
 part of the said Railway, commencing at a point marked A on tiie Section, and 
 corresponding with a pole on Boxmoor, 16 chains south of the Grand Junction 
 Canal, in the parish of Ilemel Hempstead, in the county of Hertford, and ex- 
 tending to a point marked B on the Section, 25 chains North of the road leading 
 from Northchurch to Little Gaddesden and Ashridge, in the parish of Berkhamp- 
 stead in the said county. 
 
 EXTENT OF CONTRACT, AND GENERAL STIPULATIONS. 
 
 This Contract is to include the formation and completion of so much of the 
 Railway as shall be included in the limits mentioned above, being a distance of 
 about 350 chains. 
 
 It comprehends the following Works .- 
 
 The making of the Temporary Fences necessary during the progress of the 
 works. 
 
 The making of the Permanent Fences. 
 
 The formation of the whole of the Excavations and Embankments represented 
 on the Section of the Line Drawing No. 2. 
 The erection of the following Bridges : 
 
 The Bridge at the ci-ossing of the Grand Junction Canal. 
 
 Ditto at the crossing of the road from Bourne End to Pouching End. 
 
 (Vide Plate 18.) 
 Ditto at the crossing of the road from Huxtor's End, (Vide Plate 19.) 
 Ditto at the crossing of the road from Great Gaddesden to Berkhamp- 
 
 stead, (Vide Plate 20.) 
 Ditto at the crossing of another road from Great Gaddesden to Berk- 
 
 hampstead. 
 Ditto at the crossing of the road from Berkhampstead to Berkhampstead 
 Place, (Vide Plate 40.)
 
 46 
 
 The maldng, metalling, and completing the Approaches to each of the fore- 
 going bridges. 
 
 The making a Paved Crossing for the road from Berkharapstead Common, 
 and completing the approaches to the same. 
 
 The Diversion of such Roads as may be required, and are shown on drawings, 
 with the metalling and completing the same. 
 
 The building a Retaining Wall opposite Berkhampstcad Castle. 
 
 The making and completing the Tunnel called Northchurch Tunnel, (Vide 
 Plates 27, 28, 29, and 30.) 
 
 The formation of side drains in the excavations on each side of the railway. 
 
 The laying, ballasting, and drainage of the Permanent Way, including the 
 providing of all Timber, bricks, lime, stone, or other materials necessary for the 
 completion of the works. The iron rails, chairs, keys, pins, trenails, blocks, and 
 sleepers for the purpose, being provided by the Company, under conditions herein- 
 after described, (Vide Plate 1.) 
 
 The doing of all other works mentioned or described in the accompanying 
 drawings or specifications. 
 
 Also, the execution of the following 
 
 EXTRA WORKS. 
 
 The erection of Gates. 
 
 The excavation and embanking of approaches to occupation bridges, perma- 
 nent sidings, stations, and tool recesses. 
 
 The metalling of occupation roads. 
 
 The paving of occupation roads crossing railway on a level. 
 
 The building of Occupation Roads and Culverts. 
 
 The laying and ballasting Permanent Sidings, and the formation of Tool 
 recesses. 
 
 The above works must be executed at tlie places wliere they may be required, 
 and the Contractor will be paid for them according to the schedule of prices for 
 extra works set out in the tender. 
 
 The preceding enumei'ated works and mode of execution are described at 
 length in the specification of each particular work, and their forms and dimensions 
 are represented in the accompanying drawings, which are referred to in each spe- 
 cification. But should any discrepancies exist between the schedule attached and
 
 47 
 
 the written diiueusions, ur between the drawings and specification, or any ambiguity 
 in them, the same shall be referred to the Engineer, whose decision siiall* be 
 decisive; also anything contained in either the drawings or the specification, shall 
 be equally binding to the Contractor as if it were contained in both. The written 
 dimensions upon the drawings are to be taken in all cases in preference to the scale 
 attached. 
 
 FENCING AND DITCHING. 
 
 The fencing described in the following Spocitioation is of two kinds. The 
 first Temporary, and for the prevention of tresi)ass upon the lands adjoining the 
 railway, during the progress, and until the completion of the works ; the second. 
 Permanent, for the enclosure of the railway when finished. 
 
 TEMPORARY FENCING. 
 
 Immediately after the delivery of any portion of the site of the intended 
 Railway into possession of the Contractor, and previous to the commencement of 
 the works, the Temporary Fencing shall be completed, and shall include the whole 
 area of the land to be occupied by any of the works contained in or connected 
 with this contract. 
 
 The Temporary Fencing shall consist of split oak Posts, placed 9 feet asunder, 
 and 3 feet 6 inches high above the surface of the ground, morticed to receive 8 
 horizontal oak or larch Rails, which are also to be supported by an intermediate 
 Stay, or prick post, firmly nailed to each of the rails. 
 
 The whole of this fencing must be firmly and substantially fixed so as to ex- 
 clude sheep and all cattle from the excavations and other works, and efiectually 
 protect the adjoining lands from trespass, at all times during the progress of the 
 works. All Drains, or alterations, or deviations in existing drains or watercourses 
 which may be necessary for the exclusion of water from the excavations, or for 
 the prevention of damage to the adjoining property, or any other whatever, shall 
 be made by the Contractor, at his own expense. 
 
 PERMANENT FENCING. 
 
 The Permanent Fencing is of one description only, and as follows : — (^uick 
 fencing and ditcliing extending throughout the whole length of this Contract on 
 each side of the railway, excepting the space occupied by the various bridges and
 
 48 
 
 crossings of roads. This fencing is to be placed within the limits of 15 feet from 
 the«terminating slopes of the excavations and embankments. A Ditch of 6 feet 
 wide at top, 2 feet wide at bottom, and 2 feet deep, shall be made on the higher 
 side of the ground to be occupied by the railway. And a Ditch of 3 feet wide at top, 
 1 foot wide at the bottom, and 1 foot deep on the lower side of the ground. The 
 outside of the Ditch must be 5 feet distant from the Boundary of the Land 
 occupied by the Eailway ; and if the last-mentioned ditch shall be deemed insuffi- 
 cient in any particular case, the larger-sized ditch shall be made instead. The 
 Material excavated from the ditch shall be used to form a mound on the space be- 
 tween the edge of the ditch and the Railway slope, both sides of which must be 
 neatly faced with Tmf. When the Material excavated from the ditch shall be 
 more in quantity than sufficient to form the mound, the surplus must be conveyed 
 to the nearest embankment. The best portion of the Vegetable Soil excavated 
 from the ditch shall be placed in the middle of the mound, on which a double row 
 of good 3 years old Quicks, 2 years transplanted, shall be planted, and not less 
 than 12 Quicksets shall be contained in 1 lineal Yard. 
 
 On the inner edge of the ditch, Oak Posts and Rails must be fixed to protect 
 the quicks. The Posts are to be of split Oak, 7 feet in length, and equal in a 
 sectional area to a scantling of 5 inches by 3^ inches at least. They are to be 
 placed at a distance of 9 feet from centre to centre, and to stand 3 feet 6 inches 
 above the top of the quick mound ; each post is to have three mortices completely 
 through it, for the reception of the ends of the rails, and to be as nearly of 
 uniform size as possible. The horizontal Rails, two in number between each pair 
 of posts, are to be of split Oak or Larch, equal in a sectional area to a scantling 
 of 3| inches by 1^ inches. They are to be 10 feet in length, and the ends to be 
 scarfed so as to fill the mortices of the posts. IMidway between the Posts, an oak 
 or larch Stay, 5 feet long, 2 inches wide, and 2 inches thick, is to be firmly nailed 
 to each of the three horizontal rails with good tenpenny nails. The Posts must 
 be firmly fixed in the ground, and the ends of the Rails firmly di-iven into the 
 mortices in the posts, a piece of new iron hoop, Ij inch wide and l-16tli of an 
 inch thick, shall be nailed round the top of every post, to prevent its splitting. 
 
 The Fencing shall be made with as few bendings as the nature of the ground 
 will admit of, and the Ditch along the side of the mound shall descend as uniformly 
 as possible to the nearest main drain or watercourse, by which the drainage of the 
 adjoining lands may be effected. Such parts of the Temporary Fencing as can be 
 made available shall be permitted to be used in the construction of the Permanent 
 Fencing, provided the material be of the requisite strength and quality, and 
 uninjured by previous use.
 
 49 
 
 The erection of the Permanent Fencing .sluill jirncced as r!i]>iilly as the pro- 
 gress of the other Avorks and the nature of the season will admit of. At the 
 bottom of the Embankment, small Draining Tiles mnst be laid through the quick 
 mound, at intervals of not more than 20 yards, for the purpose of bringing all the 
 water draining from the slopes of the Embankment into the fence Ditches. 
 
 Such parts of the Permanent Fencing as may be erected before the com- 
 pletion of the other works, shall be kept in complete order by the Contractor. 
 The Quicksets shall be cleaned and weeded at least twice a year, and all broken 
 posts, rails, or stays, replaced by new ones, equal in quality to those originally 
 used. All the Quicksets which may not grow or take root must be pulled, and 
 three-years old living quicksets, similar to those described, planted in their 
 places. 
 
 EXCAVATIONS AND EMBANKMENTS. 
 
 The part coloured Red on the Plan, Drawing No. 2, shows the direction of 
 the Railway, and the area of the land whicli will be purchased by the Railway 
 Company, and upon which the Contractor shall have full permission to erect any 
 temporary houses, offices, &c., necessary during the execution of the works, or any 
 machinery for excavating or embanking, provided that such erection shall not be 
 specially prohibited by the Act of Parliament for making the Railway. 
 
 The Embankments are coloured Green, and the Excavations Red, on the 
 Section, Drawing No. 1. The black line on the section describes the top of the 
 embankments, and the bottom of the Excavations, previous to the laying of 
 the permanent way. The black undulating line describes the present Natural 
 Surface of the ground along the centre line of the Railway, and shows the heights 
 of the embankments and depths of the excavations, from which data their con- 
 tents have been calculated, on the supposition " that the Area of any cross section 
 in side long ground does not differ from the Area of a Section on level ground." 
 The level and other admeasurements from which the section is made, are believed 
 to be accurate, but the Contractor must verify the results, as he will be held liable 
 to the consequences of any errors. Plans and Sections of an excavation and an 
 embankment, with drains and fence, are shown on Drawing No. 19. 
 
 EMBANKMENTS. 
 
 The whole of the Embankments in the contract are to be made at a Slope of 
 two to one, that is to say, when the base of the slope is 2 feet, its height shall be 
 1 foot, and the widths of the Embankment at the level of the Red line upon the 
 
 G
 
 50 
 
 Section is to be 33 feet when turfed or soiled, neither more nor less. Each 
 Embankment shall be carried forward uniformly, as nearly at the finished height 
 and width as the due allowance for shrinking of material will admit of, and this 
 allowance shall not exceed or fall short of the quantity deemed necessary from 
 time to time by the Engineer. In all cases this must be carefully and strictly 
 attended to, in order to avoid the necessity of making any subsequent addition 
 either to the heights or widths of the embankments, to bring them to their proper 
 level and dimensions. 
 
 The surface of the Embankment shall be kept in such form, or shall be inter- 
 sected by such Drains or channels, as will always effectually prevent the formation 
 of pools of water on them, and insure the embankments being kept as dry as 
 possible during the progress of their formation. Whenever the ]\Iaterial turned 
 over the end of the embankment shall not form the proper slope, it shall be care- 
 fully trimmed to its required form ; and this operation shall be proceeded with at 
 the same rate as the formation of the embankment. 
 
 As the Embankments advance and become consolidated, their sides shall be 
 carefully trimmed into planes, or faces having the proper slope specified on the 
 section, and the face of the slopes are then to be neatly covered with Turfs of 
 grass, not less than 8 inches in thickness, laid with the greensward outwards. 
 The turf must be taken from the ground to be occupied by the base of the 
 embankments, and where the land is arable, the soil must be carefully removed 
 from the base of the embankment, and afterwards uniformly distributed over the 
 slopes not less than 6 inclies in thickness. The Slopes which are to be thus 
 covered with Soil or vegetable mould, are to be sown with rye-grass and clover- 
 seed, mixed in equal quantities, and not less than 3 lbs. of the mixed Seed per 
 acre is to be sown and equally distributed on them, as soon as the season will 
 admit of its being properly done. When, amongst the material which is brought 
 to and shot over the ends of the embankments, there shall be large lumps, they 
 must, if more than 6 inches in diameter, be broken to pieces. 
 
 EXCAVATIONS. 
 
 The whole of the Excavations in this Contract must be 33 feet wide at the 
 level of the Red line upon the Section when turfed or soiled, neither more nor less. 
 The Slopes will be one and a half to one, that is to say, 1 foot 6 inches horizontal 
 base to every foot of vertical height, excepting in the excavation marked No. 36 
 on the Section, and for a distance of 20 chains southward of Northchurch tunnel
 
 51 
 
 in excavations marked No. 35, where the Slopes will bo three quarters to one — that 
 is, S:) inches horizontal base to every foot vertical lieij^'ht. 
 
 The Slopes of the Excavations shall be tinished as the cutting advances, and 
 they shall be neatly and uniformly trimmed or dressed to the specilied inclination, 
 as near to the face of the cutting as possible ; and immediately after any part of 
 the Slopes shall have been dressed to the proper inclination, they shall be covered 
 with Turfs which have been previously taken from the land so excavated, in the 
 same manner hcroinbefore specitied for the embankments; and where tiie excava- 
 tions occur in such parts as are not grass laud, the slopes are to be covered with 
 Soil or vegetable mould previously procured from the site of the said excavation, 
 and sown with rye-grass and clover-seed, as hei*einbefore specified for the embank- 
 ment 
 
 In the formations of the Excavations and Embankments in this contract, the 
 Contractor shall not remove the turf or soil from the ground for a greater distance 
 than one statute Chain in advance of the face of the excavations or embankments, 
 and that which has been cut must be removed back to a point where the slope is 
 ready for receiving it, and laid down as previously directed, with as little delay as 
 possible. Whenever and wherever springs, soaks, or streams ol' water may appear 
 and issue from the face of the slopes, the Contractor shall be bound to make antl 
 maintain during the progress and until the completion of the works, such Drains 
 or water-courses as shall completely and effectually prevent the said springs, soaks, 
 or streams of water from injuring the Slopes, and shall convey the whole of such 
 water into proper drains, so that none shall be permitted to lodge in the excava- 
 tions ; and when beds of sand and other loose material occur, the face of the slopes 
 must be protected from the injurious effects of such springs or streams of water 
 by such other means as may be deemed advisable or necessary by the Engineer. 
 At the bottom of each slope, a Drain of uniform depth below the rails, as shown 
 on Drawing No. 19, shall be made; and these Drains must be continued on both 
 sides under the Bridges which cross the Railway ; and a Drain shall be made at the 
 top of each slope so as to exclude from the excavations any water draining off or 
 flowing from the adjoining lands; and all covered or open Drains which may be 
 intersected by the Excavations, must be made to discharge their water into the 
 Ditch outside at the top of the slope, for which purpose the said Ditch shall be 
 made as deep at least as the bottom of the lowest intersected Drains, and the 
 Space between the ditcii and the top of the slope of excavation shall be well 
 puddled at the place of intersection. The Contractor shall be compelled to open 
 or make any new Drain which the Engineer may deem necessary for the exclusion 
 
 g2
 
 52 
 
 of any water from the Railway excavation, or in the formation of any of the 
 excavations or em!)ankments. The Contractor must provide, at his own expense, 
 all the Rails, chairs, keys, and pins, blocks and sleepers, as well as Waggons, 
 barrows, planks, and all other machinery, materials, and utensils, which may be 
 necessary for executing this Contract. When any IMaterial occurs in the excava- 
 tions suitable for making Bricks, the Contractor shall be at liberty to make use of 
 that material for that purpose; but if, in so doing, he shall cause any deficiency 
 for the formation of the embankment, he shall make up the deficiency by a Side 
 Cutting, at his own expense, in such of the excavations as the Engineer may 
 direct ; and if such side cutting require an additional quantity of Ground, the 
 Contractor shall indemnify the Company for the purchase of the same. Trial 
 Shafts have been sunk in several places on the Line, for the purpose of procuring 
 information as to the nature of the material; and their situations are marked on 
 the Section. 
 
 GKNERAL STIPULATIONS, 
 
 Which ore to apply to the whole of the Bridges^ Culverts, and other Works, 
 wherein the workmanship and materials described may be used. 
 
 BRICKWORK. 
 
 The Bricks made use of shall be sound, well-shaped, thoroughly burnt, and 
 of uniform colour on the face of the work. 
 
 No broken Bricks shall be used, exce})t in the case hereinafter mentioned, 
 and no joint of mortar shall exceed one-quarter of an inch in thickness. No dif- 
 ference of workmanship shall be allowed in the inside and outside work, except so 
 far as hereinafter specified ; and the whole of the joints shall be liushed-up solid 
 with mortar, and the outside joints neatly drawn. The Bond shall be either 
 English or Flemish, as the Engineer shall direct. 
 
 MORTAR. 
 
 The Mortar shall consist of the best fresh burnt Dorking or other Lime, 
 approved by the Engineer, and sharp Sand, mixed in the proportion of 3 measures 
 of sand to 1 of lime. They must be mixed in a dry state, and well tempered, by 
 passing through a pug mill, with a proper quantity of water.
 
 53 
 
 ROMAN CEMENT. 
 
 The Roiuau Cement shall be of the best {quality, and shall be mixed with an 
 equal quantity of sharp sand. None shall be used which has set or become hard. 
 
 ARCHES. 
 
 Arches when of brick shall be built either in concentric half-brick Rings, or 
 in such other manner as the Engineer may direct. 
 
 BACKING TO ARCHES. 
 
 The Backing shall consist of Brickwork laid in mortar as before described, 
 and shall be built in every respect equal to the outside work. Bats may be used 
 in this part of the work, but no course shall contain a greater quantity of bats than 
 whole bricks. 
 
 WINGS AND SPANDRELS. 
 
 The Wing Walls shall be of that description of brickwork before described ; 
 they shall be built battering, as shown upon the drawings. Tlie Spandrels will be 
 of precisely the same description of workmanship as the wings. The bricks must 
 be cut so as to fit the arch accurately all round. 
 
 FILLING IN OVER ARCHES. 
 
 The space between the wing walls, arch and backing of bridges, shall be tilled 
 in with hard dry material, when it can be got, weU rammed down, but when it is 
 necessary to use clay for the purpose, it shall be firmly punned down in layers of 
 not more than 9 inches thick, until it is within 18 inches of tlie level of tlie surface 
 of the roadway, which depth must be filled with gravel, and the roadway formed 
 as hereinafter described under " Approaches to Bridges." 
 
 STONE IMPOSTS. 
 
 AVhere Stone Imposts or springing courses are used, the stones shall always 
 be ecpial to the full thickness of the arch, and no stone shall be less thau 2 feet 
 <j inches long, and when required, they shall be dowellcd together.
 
 54 
 
 SPEING-COURSES. 
 
 These must be of the form and dimensions shown on the drawings. No 
 stone must be less than 2 feet 6 inches in length, and the whole to be throated 
 underneath. All the surfaces, excepting the back, shall be fair tooled. 
 
 COPING. 
 
 To be of the form and dimensions shown on tlie drawings. No stone to be 
 less than 2 feet in length, and each stone must be dowelled and leaded to the 
 adjoining one. The coping shall be fair-tooled all over, and a throating, half 
 an inch wide, cut on its under side. 
 
 STONE. 
 
 All Stone used for Bridges and parts of bridges throughout this contract, 
 shall be Derbyshire Bramley Fall, or stone fully equal to it in quality, and 
 approved by the Engineer. The String-course, Parapet wall, and Coping, shall not 
 be put on until after the centres are struck, which shall not be done without the 
 permission of the Engineer. All the centering must be done to the satisfaction 
 of the Engineer. Great care must be taken that the bridges are so placed, that 
 the outside rails when laid shall be equi-distant and parallel with the faces of tlie 
 abutments or parapet walls. 
 
 EXCAVATING FOUNDATIONS. 
 
 The Contractor is to excavate for the foundations of all Bridges, Culverts, 
 and other works, to keep out all water, place Dams, and provide all Centering 
 planks, and tools of every description necessary for the perfect execution of his 
 work at his own expense, and to be included in the amount of his tender ; and in 
 case of the foundations of any of the works requiring, in the opinion of the 
 Engineer, to be carried lower than is shown upon the drawings, the Contractor is 
 to make such Extra excavations and do all Extra pumping, or other contingent 
 works incident thereto, at the rate specified in the Schedule of prices. The 
 increase to the masonry or brickwork, or other matter constituting the foundations 
 caused by such additional depth, will be allowed as an Extra to the Contractor, 
 according to the rate specified in his Schedule of prices.
 
 55 
 
 DRAINS UNDER mUDCxES. 
 
 Drains must be constructeil under all the Bridges, on each side of the Kail- 
 way, 15 inches wide at the top, and 12 inches wide at tiie bottom; to be sunk as 
 low as the drain at the outside of the ballasting. They will each consist of a brick 
 wall, 14 inches thick, 3 feet deep, and equal in length to the width of the bridge, 
 and as much more as shall be necessary to connect with the side Drains. At the 
 outside of tlie ballasting, there will be two courses of bricks to form the bottom. 
 The whole will be laid in mortar, as described for the bridges. 
 
 CONCRETE. 
 
 All Concrete must be composed of Gravel, perfectly clean, and mixed with 
 fresh, well-burnt Lime, in the proportions of 6 parts of Gravel to 1 of Lime. The 
 lime and gravel to be mixed in a di-y state, and a sufficient quantity of water 
 afterwards added. 
 
 BRIDGE AT TIIE CROSSING OF THE GRAND JUNCTION CANAL. 
 
 The Bridge crossing the Grand Junction Canal at Blisworth is very similar 
 in design to this. Vide Plates 36, 37, 38, and 39. 
 
 The Railway intersects the Canal at an angle of 40"^, and at a point where 
 the height of the Rails above the level of the water is 29 feet 8 inches, and the 
 depth of the Embankment 25 feet. The Railway rises in the direction of Bir- 
 mingham at the rate of 1 in 330. 
 
 The Bridge will consist of six Main Ribs of cast iron, forming an arch of 
 66 feet span on the skew, and 11 feet 9 inches rise, and leaving a clear width of 
 "33 feet 6 inches between the abutments, measured at right angles, to the centre 
 line of the canal. Each of the Ribs will consist of three pieces, upon which the 
 open work of the spandrels will be fixed. Beams of Oak will run along the top 
 of the four middle ribs, and be bolted to them ; to these beams will be attached 
 the Railway Chairs. The spaces between the ribs will be covered with cast iron 
 Plates, upon which the ballasting of the Railway will be laid. The Abutments 
 and wing walls will consist of brickwork laid in mortar, excepting such parts of 
 them as stand on the planked platform hereinafter described, which must be built 
 in Roman Cement for the distance of 18 inches from the lace up to the level of 
 the Towing Path of the canal. The bottoms of the excavations for the founda-
 
 56 
 
 tions of the abutments must be made perfectly smooth and level ; and a Platform, 
 consisting of a double thickness of Planking, and extending under every part of 
 the base of the abutments, must be laid down. On this platform the Abutments 
 will be raised. At the springing of the Arch, a course of Bramley Fall stone, 
 forming the skew backs or imposts, will be built into the brickwork, and upon this 
 will be built the brick walls. At the backs of the j\Iain Ribs, the backing of the 
 arch, consisting entirely of brickwork, will be carried out between the wing walls 
 to the extent shown on the drawings. It will be supported on five small Arches, 
 springing from walls which run parallel with the wing walls. The Wing Walls 
 and pilasters in front of the abutments will be wholly of brick, and will be built 
 1)atterino-. The whole of the outside of abutments and pilasters to be faced with 
 White bricks from Cowley, or such other white bricks as may be approved of by 
 the Engineer. A string-course of stone, as shown in the drawings, will run along 
 the wing walls and pilasters as far as the face of the abutments, and the same 
 form will be continued in cast iron over the arch. The Pilasters, both in front 
 of the abutments and at the ends of the wing walls, will have plinths, facias and 
 caps of stone. The Towing Path of the canal will be retained by a row of cast 
 iron piles and plates running along its face and joining on the present towing path 
 with an easy curve, as shown in drawings. The Piles will ])e tied back by land 
 Ties fixed into the abutments of the bridge, or to wooden piles driven in for the 
 purpose; the space between this row of piling and abutments will be filled with 
 gravel and lime Concrete. 
 
 Do Do. PLANKING OF PLATFORM. 
 
 The Planking shall consist of two courses of good Memel Timber, each 
 4 inches in thickness. The upper course must cross the lower at right angles, 
 and be firmly spiked to it with wrought iron Spikes 7 inches long and half an 
 inch square. 
 
 Do Do. ABUTMENTS. 
 
 The bottom of the brickwork of the Abutments shall be laid 6 feet below the 
 water level of the Canal, and 8 feet below that of the Towing Path ; they will 
 consist of brickwork laid in mortar, as hereinbefore described, excepting for the 
 depth of 18 inches from each of the faces, and up to the level of the Towing 
 Path, which will be laid in Roman cement. The Walls which carry the small 
 arches supporting the backing shall be founded at the depth of 3 feet below the 
 water level of the canal ; they shall be 2 feet in thickness, and uniformly carried
 
 57 
 
 up to -the springing of tlie cross arches ; these Arches are of different spans, and 
 spring at different heights, so as to keep the level at the crown the same in each ; 
 they are to be 9 inches in thickness ; and the backing is to be 4 feet in tliick- 
 ness above the estrados of the cross arches hist mentioned. The Walls at the 
 back of the cast iron ribs shall be 3 feet in thickness, and carried up to the level 
 of the top of the ribs ; they shall consist entirely of brickwork. The Skew-backs 
 or Imposts shall be of IJramley Fall stone, of the shape and dimensions shown on 
 the drawing and each Stone shall be cramped to the adjoining one with wrought 
 iron cramps run in with lead, 12 inches long, 2 inches wide, and f of an inch 
 thick. The fronts and the beds of the stones are to be fairly dressed, and the 
 backs only to be left rough. 
 
 Do Do. WING TVALLS. 
 
 The Wing Walls shall consist of brickwork laid in mortar, and must be built 
 up to the string-course with a batter of 1 inch to a foot. Counterforts, 3 feet 
 wide, 3 feet in thickness, and about 1 1 feet apart, must be built at the back of the 
 wing walls, and well bonded into the substance of the walls. 
 
 Do Do. STONE STRING CODESE. 
 
 A String-course of Bramley Fall stone, dressed into a torus moulding, must 
 be set on the wing walls and abutments, at the height shown in the drawings. 
 The average length of the stones must be 4 feet, and whenever any stone fails 
 short of this dimension, the next shall exceed it as much as the former is below 
 it, and no stone shall be less than 3 feet in length ; the whole must be neatly 
 dressed, and the beds and cross joints made perfectly true and close. 
 
 Do Do. STONE PLINTHS, FACIAS AND CAPS TO THE PILASTERS. 
 
 The stone Plinths and Facias must project 2 inches from the face of the 
 brickwork, and shall be bedded in the work not less than 6 inches. The Caps 
 to the pilasters must be 9 inches thick on the face and 1 foot in the middle, and 
 must in no case consist of more than one stone. The whole of the outer surfaces 
 are to be fair-tooled.
 
 58 
 
 Do Do. CAST IRON EIBS, 
 
 Each cast iron Eib will be a segment of a circle of 66 feet span and 11 
 feet 9 inches rise ; 2 feet deep at the crown, and 2 feet 9 inches at the springing. 
 The thickness of the metal of the middle part must be 2 inches, and that of 
 moulding at top and bottom 6 inches. Each rib is to be cast in three pieces, and 
 they will be bolted together through the flanges cast on them for that purpose, 
 with bolts 2 inches in diameter. The Open work in the spandrels must be cast 
 separate, (excepting so far on each side of the arch as is pointed out by the 
 letters A, A, Drawing No. 5, Fig. 1, which will be cast on the centre piece of the 
 main rib,) and keyed into sockets cast on the ribs for that purpose, as shown on 
 the drawings. Sockets must be cast on the ribs to receive the ends of the longi- 
 tudinal and diagonal Braces, and to admit of their being firmly keyed to them, 
 (see Drawing) and holes must also be formed at the proper places to allow a 
 wrought iron Tie to extend from one side to the other of tlie bridge. All the 
 bolt Holes which go through the outside ribs must be counter sunk. The Top 
 Tables of each of the Ribs on which the oak timbers hereinbefore mentioned rest, 
 must have bolt holes 1 inch in diameter cast in them, at a distance of 3 feet, 
 centre and centre, alternately, on opposite sides of the beam, in order to secure 
 the said timbers. They must also have bolt holes cast | of an inch in diameter, 
 suitable for bolting the roadway plates. 
 
 Do Do. SKEW BACK PLATES. 
 
 The Ribs will spring from cast iron plates 2 inches in thickness, cast in two 
 pieces and bolted together with four 2 inch iron bolts. The parts where the main 
 ribs spring must be so recessed as to present faces at right angles to the direction 
 of the ribs, which must be also keyed into their places with wrought iron wedges. 
 The stone Skew-backs must be worked to fit exactly the various bendings of the 
 plates, and where they join they must be let into the stone work. The whole 
 must be firmly and solidly bedded, and run with Roman cement. 
 
 Do Do. CROSS BRACES AND TIES. 
 
 Between the main ribs, and diagonally across the arch, are cast iron Braces, 
 as shown on Drawing No. 4. They are cast with palms to admit of their being 
 wedged into the sockets cast on the ribs. Wrought iron Tie bolts run across the
 
 59 
 
 arch at a direction parallel with the abntmonts. Tiicy are coiitaiiieiJ in cast iron 
 pipes, the sides of which arc feathered, and the ends I'urnishctl with palms, in 
 order that they may be wedged into sockets cast on the ribs. Tiie greatest care 
 will be required in the fitting of these braces and ties, in order that they may not 
 be subject to unequal or twisting strains. 
 
 Do Do. TORUS MOULDING AND PLINTH OVER ARCH. 
 
 This moulding and plinth must be of cast iron. It must be cast in several 
 pieces, which are to be bolted together witii four 1 inch bolts; and .sockets must 
 also be cast in it for the reception of the standards of the iron railing, which aie 
 to be fastened with keys as shown on the drawing. The Back plates, or that part 
 next the railway, must be cast separate, in order to give access to the bolts which 
 form the fastenings to the main front rib. They must be afterwards screwed on, 
 and the joints so arranged as to come intermediately between the joint moulding 
 and plinth. 
 
 Do Do. IRON RAILING. 
 
 The whole of the distance between the pilasters and the abutments, and be- 
 tween them and the piers at the end of the wing walls, is to be occupied by Iron 
 Railing, as shown in the Drawings. It is to be cast in lengths corresponding with 
 those of the moulding and plinth, into the sockets of which, as before mentioned, 
 it must be firmly fi.xed with wrought iron keys. Each lengtli of railing must join 
 to the next with a neat half-lap joint, and its middle standard must be steadied by 
 having a cast iron knee or bracket screwed to it, as shown on the drawings. 
 
 That portion of railing between the pilasters and piers, at the end of the 
 wing walls, must be secured to the stone plinth, by being run in with lead, the 
 knees or brackets being attached as before described. The ends of the railing 
 must run into the pilasters for the length of 3 inches, and either be secured there 
 or left loose as the Engineer may direct. All the Castings must be of No. 1 iron, 
 excepting the roadway Plates, which may be of No. 3; and no open sand cai^ts 
 will be allowed, excepting for roadway plates. All the malleable iron used in this 
 work must be of the best scrap iron; a thickness of patent felt covered with white 
 lead, to be placed between all the joints of the iron work. All the iron work must 
 be painted with two coats of paint. 
 
 H 2
 
 60 
 
 Do Do. OAK BEAMS. 
 
 An English oak Beam of the dimensions shown in the drawings must be 
 bolted on each of the four middle Ribs with bolts 1 inch square, 3 feet distant^ 
 centre to centre, so arranged as to be on opposite sides of the centre beams. The 
 length of each oak Beam must be equal to that of the Rib, together with the 
 thickness of the wall at the back of the ribs : they must be cut away to fit the 
 road Plates, and their bolt heads, and so as to secure a firm and solid fitting upon 
 the tops of the ribs. The Chairs must be secured to the beams, each with two 
 wrought iron bolts | of an inch in diameter, screwed into nuts let into the sub- 
 stance of the beams. None of the beams shall be made in less than two pieces, 
 and these shall be of equal length, and joined with a Scarf 2 feet long. 
 
 Do Do. FILLING IN BETWEEN WING WALLS. 
 
 The ends of the embankments shall not be brought by means of waggons 
 nearer than 20 yards to the extremity of the wing walls, and the remainder of the 
 earth necessary to complete the embankment shall be wheeled in barrows. The 
 filling in between and around the wing walls shall be well punned in layers of not 
 more than 9 inches thick, as the brickwork is brought up, so as to be firm and 
 solid. 
 
 Do Do. BALLASTING ROADWAY. 
 
 The whole surface of the Bridge shall be covered with a stratum of clean 
 Gravel, perfectly free from earthy matter. That part of the Bridge over the 
 arch, up to a level of 2 inches beneath the surface of the Rails, and the remainder 
 of the bridge to be covered to the depth of 2 feet 4 inches beneath the same level, 
 as hereinafter directed in the description of laying the permanent way. 
 
 Do Do. INCLINATION OF RAILWAY. 
 
 The Railway over the Bridge will have an inclination of 1 foot in 330 feet, 
 and the whole work must be erected as much out of the level as that quantity. 
 
 Do Do. CAST IRON PILING FOR TOWING PATH. 
 
 The Towing Path of the Canal is retained by a row of cast iron piling to the 
 extent shown on the drawings. The piling is to consist of Main Piles and Plates,
 
 61 
 
 tlie form and dimensions of wliich are represented on the drawing. The Main 
 Piles are to be driven to the distance of G feet 5 from centre to centre, perfectly 
 upright, and exactly equi-distant from each other at top and bottom ; they are 
 then to be tied back by wrought iron Ties, 1^ inch in diameter, in the manner 
 shown in the drawings. 
 
 The ground having been cleared away between these piles, the cast iron 
 Plates are to be dropped into the grooves in the main piles, and tiie whole being 
 secured at top by the capping being fu'mly bolted on. The Tie bolts mentioned 
 above are to be secured to stones built into the abutments, or to needle Piles, con- 
 sisting of whole timbers, 12 inches square, and driven to the depth of 8 feet below 
 the surface of the ground. At the ends of the Piling, and to the extent shown on 
 the drawing, brick walls are to be built; and they are to be 3 feet thick at the 
 bottom and 2 feet 3 inches at the top, aiul must return for a depth of 18 inches 
 at the points where they join the piling and the present towing path. 
 
 Do Do. COFFER DAMS. 
 
 In removing the Coffer Dams which may be necessary in putting in the 
 foundations of the bridge, the sheet piles must be cut ofl' level with the bottom of 
 the canal. 
 
 In explanation of the restrictions to which the Contractor will be liable in 
 regard to any interference with the navigation of the Canal which he may disturb 
 in laying the foundations of this bridge, by driving coffer dams or otherwise, the 
 following quotations from the Act of Parliament are subjoined : — 
 
 " And the said Railway Company shall, and they are hereby required, 
 " during the progress of constructing each such bridge over the said Grand 
 " Junction Canal, and of the necessary repairs or renewal thereof from time 
 " to time, and at all times, to leave an open and uninterrupted Navigable 
 " water way in such Canal, of not less than 16 feet, during the time of con- 
 " structing and putting the foundation walls of the abutments of each of the 
 " said bridges, and of the new towing path of the same, up to 1 foot above 
 " the top water level of the said canal, and which time of contracting the 
 " water way shall not exceed thirty days; nor shall less than 22 feet for the 
 " said water way, and 8 feet for the said towing path, be left during the con- 
 " struction or repairing or renewing each such bridge ; and the present 
 " Towing Path shall remain undisturbed until the new towing path wall shall 
 " be erected, and the ground made good and jiroperly gravelled, and open 
 " for the free passage for horses under each such bridge."
 
 62 
 
 The Contractor shall be required to fix the whole of the Iron work of the 
 bridge upon his own premises, for the inspection of the Engineer, and no part to 
 be removed until he receives a written order to that effect. In this case, as in' 
 any other case, (in accordance to the general clause to that effect hereinbefore 
 mentioned,) the Engineer shall have the power to make any alterations, deduc- 
 tions, or additions he may see fit. 
 
 BRIDGE AT THE CROSSING OF THE ROAD FROM BOURNE END 
 
 TO POUCHING END. 
 
 Vide Plate 18. 
 
 This Bridge passes under the Railway at a point where the depth of the 
 embankment is 24 feet 9 inches, and the level of the rails is 27 feet 1 inch above 
 the present surface of the road. The Arch is a semicircle of 7 feet 6 inches 
 radius and 1 foot 6 inches thickness ; and the heiglit of the springing from the 
 level of the road is 15 feet 6 inches. The clear width between the parapets is 
 28 feet. This Bridge is to be built of brick, with the exception of the string- 
 courses, copings, and caps to the pilasters, which are to be of stone. Counterforts 
 are to be built behind tlie Abutments, and Arches turned between them in the 
 manner shown in the drawings. For Materials and Workmanship, see General 
 Stipulations hereinbefore given. 
 
 BRIDGE AT THE CROSSING OF THE BAXTER'S END ROAD. 
 
 Vide Plate 19. 
 
 This Bridge passes over the Railway at a point where it is level with the 
 present road. The bridge is to be of brick, except the string-course, coping, and 
 imposts, which are to be of stone. The Arch is a semi-ellipse, 30 feet span, and 
 9 feet rise; the height from the rails to the crown of the arch is 17 feet, and the 
 clear width between the parapets is 15 feet The Inclination of the roadway 
 must be at the uniform rate of 1 in 13. The Slopes of the approaches are 2 to 1 
 at right angles to the road, but they must be reduced to 1| to 1 along the face of 
 the wing walls. The Approaches to the bridge are shown on the drawings. For 
 particulars of Materials and Workmanship, see general directions hereinbefore 
 given.
 
 63 
 
 BRIDGE AT THE CROSSING OF THE ROAD FROM UERKIIAMI'- 
 STEAD TO GREAT GADDESDEX. 
 
 Vido Plate 20. 
 
 This Bridge passes over the Railway at a puint where the Eiiibauknient is 
 4 feet 4 inches deep, or where the level ol" the rails is (j feet 8 inches alwve the 
 present surface of the ground. It is to be built of brick, excepting the string- 
 courses, imposts, coping, and caps to the pilasters, which are to be of stone. The 
 Arch is a semi-ellipse of 30 feet span, and 10 feet rise, and 1 foot 10^ inches 
 thick. The height from the level of the rails to the crown of the arch is 1 7 feet, 
 and the clear width between the Parapets is ] 5 feet. The Wing Walls run nearly 
 parallel with the Railway, and are returned with a short wall at the ends, as 
 shown in the drawings. The Approaches to the bridge are shown in the draw- 
 ings. For particulars respecting Materials and Workmanship, see General Stipu- 
 lations hereinbefore given. 
 
 BRIDGE AT THE CROSSING OF THE ROAD FROM BERKHAMP- 
 STEAD TO GREAT GADDESDEN, 
 
 This Road crosses the Railway at a point where the depth of the cutting is 
 24 feet, measure at the centre line. The Bridge is to be of brick, excepting the 
 imposts, string-courses, and coping, which are to be of stone. The stiing-course 
 is to be 9 inches deep on the face, to project 3 inches, and to be built into the 
 brickwork 4^ inches. The coping must be 6 inches deep in the middle, the top ami 
 upper corners must be neatly rounded off, and it must project 3 inches from the 
 face on each side. A throating 2 inches deep must be cut on both string-course 
 and copings on the underside, throughout their length. The arch is a semi-ellipse 
 of 30 feet span, and 8 feet rise, and the thickness is 1 foot 10^ inches. The 
 height, on the level of the Rails to the crown of the arch, is 17 feet 8 inches, and 
 the clear width between the parapets is 15 feet. The surface of the Road is in- 
 clined at the rate of 1 foot iii 8 feet. This inclination must be kept as it is, and 
 the parapet of the bridge built parallel to it. The form and dimensions are shown 
 in the drawing. For particulars of Workmanship and Materials, see Geneial 
 Stipulations hereinbefore given.
 
 64 
 
 BRIDGE AT THE CROSSING OF THE ROAD FROM BERKHAMP- 
 STEAD TO BERKHAMPSTEAD PLACE. 
 
 Vide Plate 40. 
 
 This road passes tlie Railway at an angle of 45 degrees, and at a point where 
 the depth of the embankment is 13 feet 6 inches, or where the surface of the rails 
 is 13 feet 10 inches above the surface of the present road. The Bridge consists 
 of six cast iron Girders, or Ribs, resting on a course of stone built into the abut- 
 ment walls ; those on the outside, and supporting the parapet walls, are 2 feet 
 6 inches deep ; and those inside, carrying the Railway, are 2 feet 3 inches in 
 depth, with top and bottom Tables, the former 10 inches, and the latter 1 foot 
 6 inches broad ; the thickness of the iron throughout is 2 inches. Three pairs of 
 wrought iron Ties, 1 ^ inch in diameter, must pass through each of the outside 
 ribs, and attach it firmly to the adjoining inside rib, in the manner shown on the 
 drawing. The holes in the face must be countersunk, and bosses must be cast on 
 the inside, so as not to decrease the material at those particular points. A 2-inch 
 plank of Oak extends along the top of the four inside ribs, and on this rest the 
 railway Chairs, which must be bolted through the wood to the table of the Rib. 
 Brick Arches, 9 inches thick, are to be turned between the ribs, in the manner 
 shown on the drawing, and the Spandrel Walls must be built across the Bridge at 
 right angles with the face, and carried up to a height level with the top of the 
 ribs. A stone string-course, dressed into a torus moulding, runs along the bridge 
 as far as the outside of the pilasters, in the front of the abutments : it must be 
 attached to the ribs by iron plugs, leaded into the stone, and keyed under the 
 table of the rib. The width on the square, between the Abutments, is 15 feet, 
 and the clear headway under the ribs must be 15 feet also; but in order to obtain 
 this height, the road must be lowered to the extent of 1 foot 9 inches under the 
 bridge, and it must rise at the gradual inclination of 1 in 20 to the present sur- 
 face on each side. The Ribs must be of No. 1 iron, and the wrought iron 
 bolts &c. must be of the best scrap iron. 
 
 The Contractor must be at the expense of subjecting the whole of the iron 
 work to any test which the Engineer may think proper to apply, in order to 
 ascertain its strength and soundness ; and if any defect shall appear, the Contractor 
 shall replace the defective casting, or iron work, for others free from such objection. 
 For particulars of Workmanship, and material, diverting, lowering, and metalling 
 the road, see approaches to bridges and General stipulations.
 
 65 
 
 RETAINING WALL AT BERKIIAMPSTEAD CASTLE. 
 
 This Wall is for the purpose of retaining the Railway Embankments along 
 the part of the road from Berkhumpstead to Berkhampstt'ad place, immediately 
 in front of the Castle. Pilasters are to break forward half a brick from the face 
 of the wall, at a distance of 20 feet, as near as may be, centre to centre, and they 
 are to run flush into the plinth at the bottom, which must project half a brick. 
 The top course of the Plinth iimst consist entirely of headers, neatly bevelled off, 
 and laid in cement. A piece of stone, of the dimensions and form shown, is to 
 stand out as a string-course from the pilasters, and in the manner shown in the 
 drawings, and along the wall, at the same level, a half brick projection of equal 
 depth is to be continued, the bricks of which must be rubbed on the outer surface. 
 Where the road passes under the Railway, this arrangement is altered, as will be 
 seen from the drawings. A torous moulding extending as far as the outside of the 
 pilasters in front of the abutments. Immediately behind the pilaster, the wall 
 must be broken by counterforts, of the form and dimensions shown in the drawings, 
 and they must be well bonded into its substance. The footings are to be carried 
 down 1 foot 6 inches below the present surface, and whatever is the section of the 
 ground, they must in no part be formed at a less depth. The wall is finished at 
 each end by a curved return, and along the top of the whole extends a stone 
 Coping, 6 inches in depth. No Stone must be less than 3 feet in length, and each 
 stone must be secured to the adjoining one with a wrought iron cramp, 8 inches 
 long, turned down at the ends 2 inches, and run with lead. The length of the 
 walls, between the commencement of the return walls at each end, is 5")5 feet 6 
 inches, and the length of the return walls is 42 feet 6 inches, making the total 
 length of the wall 64U feet G inches. In bringing up the Embankment, the earth 
 must be well rammed in layers of not more than 1 foot thick, for a distance of at 
 least 6 feet from the back of the wall. The whole of this wall must he neatly 
 finished, and the joints drawn, and if they are acted upon by the frost before the 
 mortar has become hard, they must be repointcd in the ensuing Spring. Care ' 
 must be also taken to give the wall a proper and even curvature, so that it shall 
 be in every part parallel with the centre line of the Railway. 
 
 DIVERSION OF ROAD INTO BOURNE END ROAD. 
 
 This Road is to be diverted between the letters A and B, a distance of about 
 19^ chains. The diversion must follow the direction of the railway embankuient 
 
 I
 
 66 
 
 at the oiitside of the ditch. The gravelling of the road must in no part be of less 
 width than 15 feet, and a Fence and Ditch, similar to those specified for the Rail- 
 way, must be formed along the further side of the road, joining neatly at the ends 
 with the present fences. See Specification of Approaches to Bridges. 
 
 NORTHCHURCH TUNNEL. 
 
 Vide Plates 27, 28, 29, and 30. 
 
 This Tunnel commences in the field marked 34 on the plan, and terminates 
 in that marked 38, being about 16 chains in length. The Contractor is to confine 
 his operations to the width of 1 statute Chain, upon the surface of the ground 
 over the intended tunnel ; and previous to commencing any part of the said 
 tunnel, the above width is to be fenced in with Temporary Fencing, similar 
 to that hereinbefore described, which must be made to unite with the fencing 
 along the line of Railway. This fencing is to be removed after the comple- 
 tion of the tunnel, and no other fencing erected, excepting over the ends, where 
 Permanent Fencing (similar to that hereinbefore described) must be erected 
 for the sides of the Railway. This tunnel is to consist of a brick Arch, of 
 the form shown in the drawings, (vide Plate 29,) supported by carved Side 
 Walls, standing upon stone skew backs, which are to be bedded upon the 
 counter or Inverted Arch, forming the base of the tunnel: this part is to be 
 one and a half brick in thickness, excepting the shaft, as shown on next draw- 
 ing, and the arch and side walls are to be two bricks thick throughout the 
 whole length of the tunnel, excepting for a length of 7 feet 3 inches at the front, 
 and at a distance of 1 2 feet on each side of the shaft, together with the shaft 
 length, where they will be three bricks thick, or in such other places as the 
 Engineer may think it requisite to make them thicker ; in which latter case the 
 Contractor shall be paid for the increase according to the rate mentioned in his 
 Schedule of Prices. The Ai'ch, if of the thickness of one and a half brick, shall 
 consist of three half brick rings ; if it be two bricks thick, it shall consist of four 
 and a half brick rings, and so on, and each ring shall contain five coui'ses of bricks 
 more than the ring immediately beneath it. 
 
 The bricks to be made use of in that part of the arch between the points C 
 and D, Drawing No. 17, Fig. 2, are to be moulded tapers, so that the sides may 
 radiate agreeably to the curvature for that distance. All the rest of the bricks 
 may be of the ordinary shape. The whole of the Brickwork is to be set in mortar, 
 excepting that part on each side of the shaft which is marked on the Drawing 
 No. 17 to be set in Roman cement; but if the Engineer should think it necessary
 
 67 
 
 to have any other portion of it set in cement, the Contractor shall be paid for tlie 
 difference of cost according to the rate set forth in his Scliochile of Prices. Tlie 
 longitudinal courses of brickwork must be laid perfectly straight in the direction 
 of the tunnel, and must be parallel in every direction with the surface of the 
 rails; and if at any time the regular continuity of the brickwork of the tunnel 
 shall be destroyed, either in consequence of irregular shrinking, or settlement of 
 the arch, or imperfection of the centres, the Contractor shall amend or remove 
 such irregularity in a satisfactory manner. The stone Skew backs of the side 
 walls, (next the invert) shall consist of stone of the quality hereinbefore described. 
 No stone must be used less than 3 feet in length. There must be a bed of brick- 
 work under the stone skew back, extending to the inverted arch, in which the 
 stone work shall be soundly bedded. 
 
 Do Do. SHAFTS. 
 
 Vide Plates, 29 and 30. 
 
 The Contractor may sink two working Shafts on the centre line of the tunnel, at 
 such places as the Engineer shall direct. They shall be 9 feet diameter inside the 
 brickwork, and the brickwork shall be of the thickness of one brick's length. The 
 Shafts shall be the same diameter from top to bottom, perfectly cylindrical, free 
 from bulges and all other imperfections. The brickwork shall rest upon a cast 
 iron Curb, fitting into the crown of the arch of the tunnel, forming a level base 
 for the shaft to rest upon ; the Bond shall be of whatever description the Engineer 
 may require. The shafts shall be carried up to a level of 10 feet above the level 
 of the surface, and finished with a coping of Brandey fall stone, 9 inches thick, 
 and 15 inches long; and the stones shall be dowelled together, and run in with 
 lead, and the dowels shall not be less than 4 inches long. Whenever any AVater 
 may occur in sinking the shafts, it must be excluded from it by a lining of Puddle 
 behind the brickwork, or by setting the brickwork in Roman cement, or both, if 
 necessary. The Conti'actor must also sink two other shafts on the centre line of 
 the tunnel, one at each end of it, and drive a Heading, 4 feet wide and 5 feet high, 
 the whole length of the tunnel. This Heading must be carried through, before 
 any part of the main tunnel is commenced, and must be supported and kept open 
 during the execution of the whole work, by timbering or such other means as may 
 be deemed necessary by the Engineer. The Contractor will be at liberty to sink 
 whatever Air shafts he may think proper, provided they in no case come within 
 bO yards of the Avorking shaft. They are to be 3 feet diameter witiiin the brick- 
 work, and supported at their intersection with the arch of the tunnel un cjist iron 
 
 l2
 
 68 
 
 curbs. The specification for the working Shaft, in regard both to these curbs and 
 other workmanship and materials, must be equally applicable to these shafts. A 
 brick Drain, as shown upon drawing, must be constructed throughout the whole 
 length of the tunnel. The brickwork is to be laid in mortar, as hereinbefore 
 described. 
 
 Do Do. EXCAVATING. 
 
 I 
 
 In excavating the Tunnel, the Contractor shall not in any length advance 
 beyond the completed brickwork more than 6 feet, without the special permission 
 of the Engineer ; and should the nature of the ground render it unsafe or inex- 
 pedient at any time to advance so much as 6 feet with the excavation beyond the 
 brickwork, the Contractor shall limit such advances, as may be directed by the 
 Engineer. The space excavated in advance of the brickwork shall be care- 
 fully and substantially supported by the usual modes of timbering — namely, sill 
 props, or shores, bars, and polling boards.* The dimensions and arrangement of 
 such timbering to be approved of by the Engineer. The invert sides, and the 
 roof, must be- cut out as nearly as possible of the finished size of the exterior of 
 the brickwork ; and in any case where the bottom may have been taken out be- 
 yond the stipulated dimensions, the excess must be made perfectly sound and 
 good, before the brickwork of the invert is commenced, by being well filled up 
 with suitable material. "Wherever any space exists between the exterior of the 
 brickwork and excavation, whether on the sides of the roof, arising either from 
 the required size of the excavation being exceeded, or whether from the withdrawal 
 of the Bars, the greatest care shall be taken to form the same perfectly solid, with 
 suitable materials, as the brickwork advances in height, and in no case shall the 
 brickwork rise more than two courses without this operation being efiectually per- 
 formed. 
 
 When the bricklayers are getting in the Side Walls, and turning in the arch, 
 one Labourer at each face must always be employed by the Contractor to do 
 nothing else but to pack the brickwork, by ramming in small Chalk behind the 
 walls with an iron Rammer ; and in case the Contractor should neglect or refuse 
 to employ a man at each face for that purpose only, the Engineer shall have power 
 to do so, and to charge the Contractor with the expense. In the upper portion of 
 the arch, where the Bars cannot be drawn, or the operation of packing performed, 
 until the brickwork is completed, the operation shall be proceeded with as soon as 
 the succeeding length of excavation shall have advanced so far as to admit of its 
 
 * The Tunnel was worked similar to the Primrose Hill Tunnel, (vide Plates 15 and 16.)
 
 69 
 
 being soundly and effectually performed from the end, by beaters of a suitable 
 construction ; and should the nature of the material throujjh which the Tunnel 
 may at any time be advancing, be so unsound as to render the drawing of the 
 bars and planking likely to affect or disturb the brickwork, either in its form or 
 stability, such portions of the said Bars and rianking shall be left as deemed 
 necessary by the Engineer. None of the Sills nuido use of, excepting those in the 
 first length in the shaft, shall be allowed to penetrate into or rest upon the brick- 
 work in the Side Walls, but shall be supported by means of Tressels resting upon 
 the invert, and quite independent of the side walls. 
 
 The holes formed by the Sills in the said first lengths shall be made good with 
 brickwork laid in Roman cement, immediately on tlie sills being withdrawn. In 
 the executing of this, and in every other part of the Contract, the Contractor 
 must find all the Materials and Machinery for executing the Avorks; make all the 
 necessary Shafts, bore holes, and perform every operation necessary for completing 
 the work in the manner intended by the Specification. All the machinery, center- 
 ing, «S:c. must be constructed to the satisfaction of the Engineer. The material 
 excavated from this tunnel must be conveyed to form the embankments in this 
 Contract. Marks or signals will be given to the Contractor by the Company's 
 Engineers, for the purpose of regulating and directing the level of the tunnel ; 
 and the Contractor shall be at the expense of erecting any temporary or per- 
 manent Marks or signals which may be considered necessary for giving the direc- 
 tion and levels with the requisite accuracy. 
 
 Do Do. IRON CURBS TO SHAFTS. 
 
 Vide Plates 29 and 30. 
 
 The cast iron of the Curbs must be of the best No. 2 iron, the casting free 
 from air bubbles and perfectly sound, and the bolts and nuts must be of the best 
 .scrap iron. 
 
 Do Do. TUNNEL FRONTS. 
 
 The two fronts of this Tunnel are not of similar design, as shown upon the 
 drawings. 
 
 North Front. — The Arch of the Tunnel ends in stone quoins 2 feet deep on 
 the face, and toothing into brickwork alternately 2 feet and 4 feet G inches ; they 
 project from the face to the extent of 3 inches. The Arises or corners thus 
 formed must be neatly chamfered, and great care must be taken to make the 
 joints close and accurate, without flushing or flaw of any kind. Pilasters of solid
 
 70 
 
 brickwork faced with stone, break forward from tlie general front on each side of 
 the arch. They are crowned with caps of stone, and the same form of moulding 
 is carried on between the pilasters, and also on the tops of the side walls. The 
 arch and pilasters are surmounted by a frieze cornice and blocking course. On 
 the pilasters, the Frieze will be of brick, faced with stone to the depth of 1 foot 
 (5 inches and 2 feet 3 inches alternately, whilst that over the arch will be entirely 
 of brick. The Cornice will be of solid stone throughout, and all the mouldings 
 cut sharp and clean. The blocking Course over the arch will consist of stone, 
 whilst that over the pilasters will be of brick, faced as before mentioned with 
 stone. It must also be closed in at the top, the joints of which must be laid in 
 Roman cement, so as to completely exclude water. The whole of the stone work 
 must be fairtooled, and the joints made true and accurate. A brick Drain runs 
 along the back of the tunnel front, and connects with other drains down the 
 slopes of the cutting, as shown in di-awing. This Drain is to consist of 9-inch 
 brickwork, laid in Roman cement, and it must be bedded in a mass of concrete, 
 of the extent shown on the drawing. 
 
 South Front (vide Plates 27 and 28.) The Specification for the tunnel 
 Front just described, must be considered equally applicable to this in everything 
 which is common to both. The Arch of the tunnel ends into stone quoins, which 
 tooth into brickwork, alternately 2 feet 6 and 3 feet 6 inches. The whole front 
 is faced with stone, excepting the side walls, and a part of the parapet or frieze 
 over arch, which are of brick. The Pilasters batter on the face, as shown on the 
 drawing, and the side walls batter at the same rate, being set back 9 inches. A 
 Drain, as previously described, laid in cement, and bedded in concrete, runs along 
 the foot of the slope, behind the tunnel front, and connects with other drains down 
 the slopes of the excavation. In these fronts, wherever the brickwork appears, it 
 must be faced with white Cowley bricks. 
 
 APPROACHES TO BRIDGES. 
 
 The Embankments forming the Approaches to the bridges, are to be made of 
 the surplus material from the excavations on the line, should such exist. Should 
 there be no surplus material, then the requisite quantity for any approach must 
 be obtained by altering the slopes of one or more of the excavations on the line of 
 Railway. The Approaches must be made of such height and inclinations as 
 shown in the section of approaches to each bridge. The width of the top of the 
 approach shall be six feet more than the width of each bridge within the parapets. 
 The embankments must be formed in the same manner as directed in the specifica-
 
 71 
 
 tion of the embankments on the line of Railway. The surface of the Embank- 
 ments when formed, shall be made regular and even, and be well beaten with 
 heavy beaters, and covered with a casing of good Gravel, 10 inches in tiiickness 
 in the middle part of the road, and 6 inches on each side ; the best portion of tlie 
 gravel must be placed in 9 feet of the middle part of the road. The ruts must 
 be filled up from time to time, and the surface kept smooth and even. The whole 
 of the embankments, from either termination up to the parapet walls of the 
 bridges, must be protected on both sides by wood posts and rails, as shown on 
 drawings. The wood Posts must be of good oak, free from sap, and straight 
 grained. The Rails, and so much of the posts as is see% above the ground, shall 
 be sawn out square, neatly planed, and painted with two coats of stone-coloured 
 paint; all the joints must be made with white lead, and all the wood beneath the 
 surfixce of the ground to be neatly charred. A ditch, with railing and quick fence 
 similar to that hereinbefore described, for the tops of the excavations and bottoms 
 of the embankments upon the line of Railway, must be made on each side of the 
 line of embankments of each approach, and they must be made to join the fence 
 of the Railway. Previous to any of the works connected with any of the bridges, 
 approaches to bridges, approaches to paved crossing, or diversions of roads, which 
 may in any way afiect existing roads, being begun, a good and well made Tempo- 
 rary Road shall be provided and maintained, for the free and uninterrupted 
 passage of carriages of every description. Every precaution must be taken by 
 the Contractor during the alteration of any of the roads to erect proper fencing, 
 and fix lights, as the Company will not be held liable for any injury which may 
 ensue from neglect of these precautions. The Contractor must make any 
 alterations necessary in the direction of the roads, for the convenient approach to 
 all bridges specified in this contract. 
 
 BALLASTING AND LAYING THE PERMANENT WAY. 
 
 Vide Plate 1. 
 
 The Railway is intended to form a double way, composed of four single lines 
 of Rails, and will ascend in the direction of Birmingham at the uniform rate of 1 
 in 330, throughout the whole length of this cuntract. The greatest care will be 
 required that the portions shown on the Plan, Drawing No. 2, as straight, shall 
 be perfectly so, and that the Curves are all uniform and properly brought into the 
 straight lines. The laying and ballasting the Permanent Way is intended to be 
 completed in such portions, and at such times, as will meet the convenience of the 
 Contractor in executing the other works. Previous to the delivery of the
 
 72 
 
 materials of the permanent way to the Contractor, the surfaces of the embank- 
 ments, and the bottoms of the excavations, shall be made the proper heights and 
 depth, and uniform in width, level, or inclination ; and they shall be completely 
 drained, and certified by the Engineer as being in a fit state to receive the per- 
 manent ballasting. The Materials to be delivered to the Contractor, shall con- 
 sist of Rails, chairs, keys, pins, blocks, sleepers, and oak trenails; and he will be 
 held responsible for the re-])lacement, in case of loss or injury, of the materials 
 thus delivered to him, from the time of their delivery to the expiration of his con- 
 tract. The rails, chairs, keys, pins, blocks, sleepers, and trenails, will be delivered 
 on any wharf, or landingiplace, upon the line of the Grand Junction Canal which 
 may be made choice of by the Contractor; but the Contractor is to pay the 
 wharfage, and other incidental charges, and also the expense of conveyance from 
 the wharf, or landing place, to the line of Railway. 
 
 The Rails will be in lengths of from 12 to 18 feet, and weigh SOlbs. per 
 lineal yard. They will be supported every yard by a cast iron Chair, or pedestal, 
 which will weigh about 201bs., and be accompanied by two wrought iron keys for 
 fixing the rail into the chair, and two pins for fixing the chair upon the block or 
 sleeper. The Sleepers will be of wood, the dimensions of each part, and the con- 
 struction of the whole, are shown upon the drawing. The Company will reserve to 
 themselves the right of directing whether stone blocks or wood sleepers shall be 
 used, or both, and if both, in what proportion and situation. The material for 
 Ballasting shall be composed of broken stone, or clean gravel, entirely free from 
 any admixture of clay, capable of setting hard, and not retentive of moisture. 
 If broken stone be used, none shall be larger than cubes of 2 inches. The Ballast- 
 ing shall be spread over the whole surface of the top of the embankment, and 
 bottoms of excavations, between the drains, and an uniform thickness of 10 inches 
 where stone blocks are employed, and 18 inches where wood sleepers are used. 
 This stratum of Ballast shall be beaten into a firm and solid mass, by heavy 
 beaters, worked by at least two men, and the thickness before mentioned shall be 
 considered to apply only after this operation has been efiectually performed. Upon 
 this surface the blocks and sleepers are to be laid in their proper situations for re- 
 ceiving the rails. 
 
 When stone blocks are employed, each block shall be bedded in its proper 
 situation, by frequently lifting it by a spring lever to the height of 1 foot above 
 the surface, and letting it fall forcibly on the ballasting; this operation shall be 
 continued until no sensible difierence of level is perceived after each fall : should 
 the block then be found too low, it shall be removed out, and more material placed 
 in its intended bed, and the same operation continued until the block has reached
 
 its proper level, and lias obtained as firm and uniform a bed ns can be obtained 
 througlioiit the whole area of the under side of the block. ^Vhen wooden Sleepers 
 are employed, the ballasting for the intended l)ed shall be beaten by heavy Iwatcrs, 
 and each sleeper also forcibly beaten when it has been placed in its position, until 
 it has been firmly and uniformly bedded throughout its whole length, and reached 
 its proper level. If it be found lower than recpiired, it shall be removed, and 
 additional materials placed under its bed : the same process as before must then 
 be renewed until it has reached its proper level. Tiie Kails must be laid at their 
 proper level, each of them parallel to each other, and at the same height at any 
 point. The joinings must be made perfectly even, whetjier square, half-lapped, or 
 scarfed, and be firmly secured in the chaiis. The two lines of way to be 6 feet 
 apart, and the width between the inside of the rails 4 feet 8^ inches. 
 
 The Stone Blocks will be delivered to the Contractor in a rough state, and 
 he will be required to drill two cylindrical holes in each block, G inches deej), and 
 2 J inches in diameter; to make the upper surface of each block perfectly level; 
 to di-ive the oak trenails, and cut off their tops flush with the surface of the 
 block ; and to fix the chair finnly in its proper position, by means of the iron pins 
 furnished to him for that purpose. The wood Sleepers will be delivered to the 
 Contractor as sawn out, and he will be required to make their upper surfaces per- 
 fectly level for the reception of the chair, which must be firmly fixed in to the 
 exact guage. The pins shall not be driven into the sleepers without the holes 
 having l»een previously bored with a proper sized auger. The Rails must be 
 securely fixed into the chairs, by means of two keys. The Chairs shall be firmly 
 fixed on the sleepers or blocks. The whole of the upper surfaces of the stone 
 blocks must be worked to a plain sui"fiice, and a space in the centre, of sufficient 
 size for the whole bed of the chair, must be fairtooled perfectly level, so that the 
 chair will rest perfectly steady upon the block. Any of the Kails which may be 
 twisted or bent in the least degree, to be made perfectly straight with proper 
 hammers and anvils, previous to their being laid down. Should any Gravel, or 
 any other suitable material, occur in any of the excavations included in this con- 
 tract, the Contractor shall be at liberty to use the same; but if in so doing he 
 shall cause any deficiency in the material for the formation of the embankments, 
 he shall make up the deficiency by a side Cutting, in such of the excavations as 
 the Engineer may point out, and at his own expense. If such side Cutting shall 
 require an additional quantity of land, the Contractor shall indemnify the Com- 
 pany for the expense of purchasing the same. 
 
 The Contractor shall in no case remove any material from the intended sites 
 of any of the embankments, unless permitted by the Engineer. The Coutractor 
 
 K
 
 74 
 
 shall also be at the whole expense of purchasing and obtaining gravel, or stones, 
 for the purpose of Ballasting, whether brought from the adjoining lands or other- 
 wise. Brick Drains, throughout the excavations, are to be laid in the ballasting, 
 as shown on the drawing. One Drain shall be laid in the centre of the ballasting, 
 throughout the whole length of the excavations, and shall have Cross Drains, at 
 intervals of every 5 yards, communicating- with the Open di-ains outside the bal- 
 lasting, on either side alternately. They must be properly and securely laid with 
 good bricks, without mortar, but 18 inches in length at the open ends, and shall 
 be laid in Roman cement. 
 
 The Contractor shall give the Assistant Engineer a receipt, stating the 
 number of rails, or other materials, in each parcel delivered to him, and after 
 they are placed in his possession, he shall be accountable for the loss of any part 
 of them. He shall also replace any rails, chairs, keys, pins, trenails, blocks, and 
 sleepers, which may have been broken, or otherwise rendered unfit for use, while 
 in his possession. The Contractor shall be permitted to make Sidings or crossings 
 from one line of the permanent way to the other, for his own convenience, during 
 the progress of the works, provided he does not injure the rails in so doing, and 
 removes them when the works are completed. No Waggons, carriages, or engines, 
 employed by the Contractor on the permanent road, shall have a greater weight 
 placed on any one axle than 3 tons, unless the carriages or engines are placed on 
 good and sufficient springs; and when they are so mounted, the weight on any 
 one axle shall not exceed 4 tons. 
 
 EXTRA OR CONTINGENT WORKS. 
 
 FENCE GATES. 
 
 The Fence Gates are to be made of the form and dimensions shown in the 
 drawing. The heels and ends are to be of good oak, sawn out the proper dimen- 
 sions, and morticed for the reception of the horizontal bars. The horizontal Bars 
 are to be five in number, of cleft oak, and smoothed over. The ends must fit the 
 mortices of the heels and heads, and be secured by oak pins. The diagonal 
 Braces will be similar to the bars, and firmly nailed to them. The nails to pass 
 through both, and their points are to be clenched. The Posts are to be of oak, 
 the top sawn to the requisite dimensions and form, and a small cap fixed upon 
 each. The bottoms of the post must be charred. The gate irons shall be of the 
 form and dimensions shown on the drawings. The Gates must be firmly fixed in 
 the line of the quicksets, and the wood railing neatly joined to the gate posts. 
 The gate posts must be painted in two coats of white or stone-colour paint.
 
 I 
 
 EXCAVATIONS AND EMBANKMENTS OF SLOPED 
 OCCUPATION ROADS. 
 
 These Excavations and Embankments are to be made in the same manner as 
 those upon the line of Railway, and slopes, as may be directed by the Engineer. 
 The contents of the excavations shall be conveyed to the nearest embankment 
 upon the line of Railway, or to the nearest spoil bank. The embankments are to 
 be formed with the surplus material in the excavations upon the line of Railway, 
 should such exist; but if not, they must be made with material obtained from one 
 or more of the excavations upon the line of Railway, as may be fixed by the 
 Engineer, by altering the Slopes, so as to afford a sufficient supply ; and the Con- 
 tractor shall be paid for the same at the rate specified in the Schedule of Prices. 
 But whenever there is a surplus of material, the Contractor shall employ the same 
 in forming the Approaches to occupation bridges, or sloped roads, should such be 
 required; and the cost of so employing it shall be considered a part of his con- 
 tract, to which the stipulations and prices of extra works do not apply. 
 
 METALLING OF APPROACHES TO OCCUPATION BRIDGES. 
 
 To be done in the same manner described in the Specification of approaches 
 to bridges. 
 
 PAVED CROSSINGS. 
 
 All the Roads crossing the Railway without bridges, are to be paved in the 
 manner shown in the drawing, with good 6 or 7 inch Aberdeen granite, or other 
 granite equally good. The paving must be laid on a bed of fine clean gravel, of 
 12 inches in thickness, in a solid and substantial manner. The paving stones 
 must be cubes, as nearly as possible. Each rail must be protected by two iron 
 Bars, as shown in the drawing; they will be considered as part of the rails, and 
 will be provided by the Company. 
 
 OCCUPATION BRIDGES. 
 
 The general form of Bridges which will be used as Occupation bridges is 
 shown on the drawings. Foe particulars of Materials and Workmanship, see 
 Greneral Stipulations hereinbefore given, 
 
 K 2
 
 76 
 
 CULVERTS. 
 
 Vide Plate 21. 
 
 The form and dimensions of the Culverts are shown on the drawing, the 
 sizes being selected to suit the particular situation. For particulars of Materials 
 and Workmanship, see General Stipulations hereinbefore given. 
 
 LAYING AND BALLASTING PERMANENT SIDINGS. 
 
 The Sidings are to be laid in such positions, and of such lengths, as may be 
 directed by the Engineer. They must be laid in the manner and form shown on 
 the drawing. The Contractor will be required to take up any part of the rails 
 already laid down which may be found necessary, to cut them into their proper 
 lengths for the reception of the other iron work, to relax them, and to fix all the 
 necessary crossing plates, check rails, moveable points, or sliding rails, with the 
 requisite machinery for removing them. The whole must be made equally firm 
 and substantial as the other parts of the permanent way. The Specification of 
 the permanent Ballasting, already described, must be considered applicable in all 
 respects to the construction and ballasting the sidings. 
 
 TOOL RECESS. 
 
 Tool Recesses, similar to that represented in the drawing, shall be built in 
 such situations and intervals on the side of the railway as may be directed by the 
 Engineer. They shall be constructed of brickwork, with stone coping. For par- 
 ticulars of Materials and Workmanship, see General Stipulations attached to 
 bridges. 
 
 DISPOSAL OF MATERIAL. 
 
 Throughout the whole of this Contract, the material from the excavations 
 is to form the next adjoining embankment, as well as the approaches to the bridges, 
 and crossings, of every description; and whenever, or wherever, any excavations 
 shall not be sufficient in quantity to complete the next adjoining embankment, and 
 approaches to bridges, and sloped roads, the quantity so deficient must be brought 
 from the nearest excavation which shall have a redundancy. After excavation, 
 No. 31, shall have been carried into embankment, No. 23, the deficiency of
 
 material to complete this embankment must bo obtained from the redundancy 
 in the other parts of the contract, including the material out of Northclmrch 
 Tunnel. If there should be a redundancy of material in the excavations, such 
 redundancy may be laid in spoil bank if not required, to be otherwise disposed of 
 by the Engineer. If there should be a deficiency of material in the excavations 
 to form the embankments, the quantity required to complete them must be obtained 
 by altering the slopes of such of the excavations as the Engineer may think proper 
 to order, and at the cost of the Contractor. 
 
 The entire surface of the Spod Banks must be finished ofi" with a regular, 
 even, horizontal plane, excepting the outer edges, or boundaries thereof, which 
 must be finished off with slopes of not less than 6 to 1 . The area to be occupied 
 by the spoil banks is to be stripped of all turf, or soil, previously to depositing the 
 spoil tliereon ; all of which turf, or soil, shall be afterwards equally distributed 
 over the surface of the spoil banks. The whole surface of the Spoil Banks, in- 
 cluding tiieir slopes, must then be sown with grass and clover Seeds, as hereinbefore 
 described for the slopes of the excavations. All damage done to the lands by 
 the occupation of, and during the execution of the above works included in this 
 contract, and in the formation of spoil banks, to be defrayed by the Contractor. 
 The Company binding themselves only to exercise the power of tueir Act of Par- 
 liament, in aiding the Contractor to purchase or to settle compensation for such 
 Lands as he may select for the formation of spoil banks, or for other lands injured, 
 or occupied, temporary or permanently, by any works or erections, or for any side 
 Cuttings which the said Contractor may employ, or require, beyond the width 
 purchased by the Company, and described in the field plan. 
 
 TIME OF COMPLETION. 
 
 The whole of the TTorks in this Contract are to be completed on or before 
 the 1st day of May, 1837, and the Contractor will be bound to keep in good order 
 and uphold the whole of the works, for the space of one year after the ^Yorks 
 shall have been completed. 
 
 RATE OF PROGRESS. 
 
 Embankments Nos. 24, 25, 26, and 27, shall all be made on or before the 1st 
 day of August, 1836, and at the same period, 100,000 cubic yards of the embank- 
 ment, No. 23, must be formed.
 
 78 
 
 150 yards in length of the Northchurch tunnel to be completed in the same 
 ])eriod. 
 
 In the same period, the foundations of the Bridge over the Grand Junction 
 Canal, the site of which is represented between the fifteenth and twentieth chain 
 on the section, must be laid, and the walls built up to the level of the springing 
 of the arch. 
 
 On or before the 1st day of March, 1837, the whole of the excavations 
 and embankments, and the whole of the Northchurch Tunnel, to be completed. 
 
 It is understood, that only the neat Measurement of the masonry, brickwork, 
 or timber, will be allowed, notwithstanding any custom to the contrary.
 
 CONTRACT No. 1, V. 
 
 Specification of the various Works to be executed in making and com- 
 pleting a portion of the said Railway, extending from, at or near the boundary 
 between the Counties of Buckingham and Northampton, near Hartwell, to a part 
 near the Grand Junction Canal, in the parish of Blisworth. 
 
 EXTENT OF CONTRACT, AND GENERAL STIPULATIONS. 
 
 This Contract commences at or near the boundary between the Counties of 
 Buckingham and Northampton, at a point marked with the letter A, in a field in 
 the Parish of Hartwell, belonging to the Trustees of Stony Stratford Poor, num- 
 bered 2 on the Field Plan, marked Drawing No. 2, and on the section, marked 
 Drawing No. 2, hereto respectively annexed, and thirty-nine statute chains, or 
 thereabouts, on the South East side of the road leading from Bozenham Mill to 
 Hartwell, and terminates at a point marked with the letter Z, in a field in the 
 Parish of Blisworth, in the County of Northampton, belonging to his Grace the 
 Duke of Grafton numbered 35 on the said general plan and section, the point 
 about twenty-seven statute chains on the North West side of the road leading from 
 Towcester to Cotton End, being a distance of five miles or thereabouts. 
 
 It comprehends the following Works. 
 
 The making of Temporary fences necessary during the progress of the other 
 works. 
 
 The formation of the whole of the Excavations and Embankments represented 
 on the section. 
 
 The making of the Permanent fencing. 
 
 The erection of Bridges under the Railway, viz. 
 
 At the crossing of the road leading from Bozenham Mill at Hartwell. 
 At the crossing of the road leading from Stoke Bruern to Hartwell. 
 At the crossing of the road leading from Ashton to Hartwell. 
 At the crossing of the turnpike road leading from Towcester to Cotton 
 End, Vide Plate 25.
 
 80 
 
 The erection of Bridges over the Eailway, viz. — 
 
 At the crossing of the road leading from Ashton to Koade, 
 
 At the crossing of the turnpike Eoad leading from Hardingstone to Old 
 
 Stratford. 
 At the crossing of the road leading from Roade Hyde to Eoade. 
 At the crossing of the road leading from Roade to Plane Woods. 
 At the crossing of the road No. 2 leading from Roade to Plane Woods. 
 
 Vide Plate 23. 
 At the crossing of the road leading from Blisworth to Roade. 
 At the crossing of the road leading from Blisworth to Courteen-hall. 
 Vide Plate 24. 
 The formation of Roads over or under the above bridges, and Metalling the 
 same ; and also for diversions. 
 
 The making of the following Culverts, viz. — 
 Two double, 6 feet in diameter. 
 One single, 6 feet ditto. 
 Three ditto, 4 feet ditto. 
 Three ditto, 2 feet ditto. 
 The formation of the side Drains in the excavations on each side of the 
 Railway. 
 
 The laying, ballasting, and draining of the Permanent way, including the 
 providing of all Timber, bricks, lime, stone, or other materials necessary for the 
 completion of the works. 
 
 The iron Rails, chairs, keys, pins, trenails, blocks, and sleepers for the pur- 
 pose, being provided by the Company, under conditions hereinafter described. 
 
 And all other Works mentioned or described in the accompanying drawings 
 or plans ; together with the following 
 
 EXTRA WORKS. 
 
 The erection of Gates. 
 
 The excavation and embanking of Approaches to occupation bridges. 
 
 The Metalling of occupation roads. 
 
 The Paving of occupation roads crossing the Railway on a level. 
 
 The building of Occupation Bridges and Culverts. 
 
 Laying and ballasting permanent Sidings, and the formation of Tool recesses, 
 are considered as Extra works, and will be paid for as such, according to the 
 schedule prices for extra works set out in the tender.
 
 81 
 
 The preceding enumerated Works, and the mode of execution, are (lcscril)ed 
 at lengtli in the Specification of eacli partionhir work, and their forms and dimen- 
 sions are described in the accompanying drawings, which are referred to in each 
 specification ; but should any discrepancies exist between the measurement by the 
 scale attached to the drawings and the written dimensions, or between the draw- 
 ings and the specification, or any ambiguity in them, the same is to be referred 
 to the Engineer, wliose decision shall be conclusive. Anything contained either 
 in the drawings or specifications shall be considered as being contained in both. 
 The written dimensions are those by which it is intended the Contractor shall 
 make his estimate. The clause relative to the " Fencing and Ditching, and the 
 temporary and permanent Fencing," is similar to that specified in Contract 5 B, 
 hereinbefore given, (vide page 47. ) 
 
 EXCAVATIONS AND EMBANKMENTS. 
 
 The part coloured Red on the Field Plan, Drawing No. 2, shows the direction 
 of the Railway, and the area of the laud which will be purchased by the Railway 
 Company, and upon which the Contractor shall have full permission to erect any 
 temporary houses, offices, &c., necessary during the execution of the works, or any 
 machinery for excavating or embanking, provided that such proposed erection 
 shall not be especially prohibited by the Act of Parliament for making the Railway. 
 
 The Blue line on the Section Drawing No. 1 describes the top of the embank- 
 ments and the bottoms of the excavations previous to the laying and ballasting of 
 the permanent way. 
 
 The uncoloured space on the Section below the blue line represents the 
 embankments, and the space between the blue line and the surface shows the 
 excavations. 
 
 The Black undulating line describes the present natural surface of the 
 ground along the centre of the line of the Railway, showing the respective 
 heights of the embankments and depths of the excavations, from which data their 
 contents have been calculated, on the supposition " that the area of any cross 
 section in sidelong ground does not difier from the area of a similar section in 
 level ground." 
 
 The levels and other admeasurements from which the section is made are 
 believed to be accurate, but the Contractor must verify the results, as he will be 
 held liable for the consequences of any error. 
 
 Cross Sections of a Cutting and Embankments, with drains, fences, &c., are 
 shown in Drawing No. 19.
 
 82 
 
 EMBANKMENTS. 
 
 The whole of the Embankments iu this Contract shall have Slopes of 2 to 1, 
 that is to say, when the Base of the slope is 2 feet, its perpendicular height shall 
 be 1 foot only, and they shall be 33 feet wide at the level of the blue line on the 
 Section, neither more nor less ; which width shall extend equally on either side of 
 the outside rails after they shall have been laid and completed, as hereinafter 
 described. Each of the Embankments shall be uniformly carried forward as 
 nearly at the finished heights and widths as the due allowance for the shrinking of 
 the materials will admit of, and this allowance shall not exceed or fall short of the 
 quantity deemed necessary by the Engineer. In all cases this must be carefully 
 and strictly attended to, in order to avoid the necessity of making any subsequent 
 addition either to the heights or widths of the embankments, to bring them to 
 their proper level and dimensions. 
 
 The siuface of the Embankments shall be kept in such form, or be inter- 
 sected by such drains, as will always prevent the formation of pools of water upon 
 them, and insure the embankments being kept as dry as possible. 
 
 Whenever the material teemed over the end of the embankments shall not 
 form the proper Slope, it shall be carefully trimmed to its required form ; and this 
 operation must proceed at the same time with the end of the embankment, so as 
 to obviate the necessity of any further addition of material to the sides of the 
 embankment. 
 
 As the Embankments advance and become consolidated, the Slopes shall be 
 carefully trimmed into planes having the proper slope, and be neatly faced or 
 ramped with an uniform covering of turf of not less than 8 inches in thickness, 
 and laid with the greensward outwards. The Turf must be taken from the 
 ground to be occupied by the base of the embankments ; and where the land is 
 arable, the slopes of the embankments shall be covered with the Soil, which must 
 be uniformly laid on, of the thickness of 6 inches, and sown with rye-grass and 
 clover-seeds, as soon as the proper season will admit of its being done ; not less 
 than one pound and a half of clover-seed and one pound and a half of rye-grass 
 seed to be sown on each acre. 
 
 When the materials brought to the embankments consist of large lumps, they 
 shall be broken into pieces of not less than 6 inches in diameter, unless they con- 
 sist of rock.
 
 83 
 
 EXCAVATIONS. 
 
 The Excavations throughout the Contract shall, when turfed or soiled, be 
 33 feet wide at the level of the blue line on the Section, neither more nor less, 
 and shall extend to an equal distance on each side of the outside rails, except in 
 certain parts of the excavation No. 5, where Retaining Walls are inserted, in 
 which case the widths are variable ; and the Contractor is referred to the drawing 
 and specification of that part of the line. 
 
 The Excavations in this Contract are five in number, and are designated in 
 the Section as Nos. 1, 2, 3, 4, and 5. 
 
 Trial Shafts have been put down in all the excavations, to ascertain the 
 nature of the materials to be excavated ; and the nature, thickness, and relative 
 positions of the various beds of Clay, marl, shale, limestone, &c., are shown in the 
 Section, which it is believed correctly represents the extent and quality of the 
 materials to be cut through ; but it remains with the Contractor to verify the cor- 
 rectness of the section, as he will be held liable to the consequences of any altera- 
 tion in the continuity of the strata between the shafts. 
 
 The Shafts have been left open for examination ; the materials obtained in 
 sinking them may be seen at the top of each shaft, and samples of the various 
 strata sunk through may be seen on application at the Eailway-office at Weedon. 
 
 As soon as any part of the Slopes, not having less base than 1 ^ foot to every 
 foot in height, are dressed to the proper inclination, they shall be covered with 
 Turf taken from the land to be occupied by the excavations in the same manner 
 as before directed in the embankments ; and where turf cannot be obtained, the 
 slopes must be covered with Soil and sown with rye-grass and clover-seed, as be- 
 fore directed in the specification of the embankments. 
 
 In the formation of the excavations and embankments in this Contract, the 
 Contractor shall not remove the turf or soil from the ground for a greater distance 
 than half a statute chain in advance of the face of the excavation or embankment, 
 and that which has been cut must be removed back to a point where the slope 
 is ready for receiving it, and laid down as directed, with as little delay as 
 possible. 
 
 Whenever and wherever springs, soaks or streams of water, may appear and 
 issue from the face of the slopes, the Contractor shall be bound to make and main- 
 tain during the progress and until the completion of the works, such Drains or 
 water-courses as shall completely and effectually prevent such springs, soaks or 
 streams of water, from injuring the slopes, and shall convey the whole of such 
 
 L 2
 
 84 
 
 vater into proper Drains, so that none shall be permitted to lodge in the excava- 
 tion : and where beds of Sand, gravel, or other loose mould occur, the face of the 
 slope must be protected from the injurious effects of such springs or streams of 
 water by any other means than may be deemed advisable or necessary by the 
 Engineer. 
 
 At the bottom of each slope, a Drain of an uniform depth below the rails, as 
 shown in the drawings, shall be made, and these drains must be continued on both 
 sides under all the bridges which cross the Railway. A Drain shall also be made 
 at the top of each slope, so as to exclude from the excavations any water draining 
 off or flowing from the lands adjoining, and all covered or open drains which may 
 be intersected by the excavations, must be made to discharge their water into the 
 ditch at the outside of the top of the slope, for which purpose the said ditch shall be 
 made as deep at least as the bottom of the intersecting drain, and the space between 
 the outside drain and the slope shall be well puddled at the point of intersection. 
 
 The Contractor shall also open or make any new Drain which the Engineer 
 may deem necessary for tlie exclusion of any water from the Railway excavation. 
 
 In the formation of the Excavation and Embankments, the Contractor must 
 provide, at his own expense, all the necessary Rails, chairs, keys, pins, blocks and 
 sleepers, as well as Waggons, barrows, planks, or other machinery, materials, or 
 utensils, which stipulation is, however, modified to a certain extent by the following 
 conditions : — 
 
 It is not intended to deliver to the Contractor any of the Permanent Rails, 
 chairs, keys, pins, blocks or sleepers, until at least one continuous mile of roadway, 
 together with 300 yards in continuation at each extremity of such mile, shall have 
 been completed ; also certified by the Engineer as being ready for the reception of 
 the permanent ballasting, as in the Contract hereinbefore mentioned, on which 
 certificate a sufiicient number of Rails, chairs, keys, pins, blocks and sleepers shall 
 be delivered to the Contractor by the Company, and he shall be permitted to use 
 them in such manner only as is hereinafter described in the specification of the 
 ballasting and laying of the permanent way, provided, however, that such perma- 
 nent rails shall in no case whatever be laid down and employed within 300 yards 
 of the face of any excavation, or the end of any embankment then in progress. 
 
 From the Shafts that have been sunk in the cutting No. 5, it is expected that 
 a considerable quantity of Stone will be found suificiently hard for the purpose of 
 Blocks such as described in the drawings and specification of the ballasting and 
 laying the permanent road. 
 
 In all and every case, either in the above-named excavations, or any other 
 within the limits of this Contract where Rock exists, (which, in the opinion of the
 
 85 
 
 Engineer is proper for making blucks,) tlio Contractor shall proceed in such 
 manner as may be best calculated for obtaining blocks of the size and quality 
 specified under the head of ballasting and laying already alluded to, and shall obey 
 the directions of the Engineer in working such rock. For each block so procured 
 and delivered at the situation within this contract where it will be used, the Con- 
 tractor shall be paid by the Kaihvay Company one shilling over and above the 
 amount of his tender; and should the Contractor in any case where stones exist 
 suitable for blocks, neglect to work it in the manner best calculated for obtaining 
 them both sound and in the greatest quantity, he shall be liable to a deduction 
 from the amount of his tender, equal to the estimated value of the blocks which 
 might have been obtained. The estimate of value shall be made by the 
 Engineer. 
 
 Whenever Material occurs in any of the Excavations of a quality suital)le 
 for making Bricks, the Contractor shall be at liberty to make use of such material 
 for that purpose ; but if in so doing he shall cause any deficiency in the material 
 for the formation of the embankment, he shall make up such deficiency in the 
 material by a Side Cutting, at his own expense, in such of the excavations as the 
 Engineer may point out, and if such side cutting require an additional quantity 
 of ground, the Contractor shall indemnify the Company for the purchase of the 
 same. 
 
 The excavation No. 1 consists of Clay and Shale, and the sides are to be 
 formed at a Slope having a base of 2 feet for 1 foot in perpendicular height. 
 
 The excavation of No. 2 consists of rubbly Sandstone, Limestone, and Shale, 
 (as sho\vn in Section No. 1,) and the sides must be formed at a Slope having a 
 base of 1 foot and a half for each foot in perpendicular height. 
 
 The excavation of No. 3 is nearly similar as regards material to No. 2, and 
 the sides must have a like Slope of 1 foot and a half to each foot in perpendicular 
 height. 
 
 The excavation No. 4, is principally Soil and Clay, and must have the same 
 Slope in the sides as Nos. 1, 2, and 3. 
 
 In the excavation No. 5, the strata are of various kinds, consisting 
 principally of a bed of Limestone extending nearly throughout the excavation, 
 which bed of limestone is overlaid by beds of Clay and Marie in the deepest parts 
 of the cutting, and underlaid by a thick bed of Shale throughout its whole length. 
 The sides of the excavations must have Slopes of various inclinations, (hereinafter 
 particularly described,) according to the nature of the materials to be cut through, 
 from the end of the cutting A to the point B ; the sides shall bo taken out to an 
 uniform Slope of 2 feet base to 1 foot in perpendicular height.
 
 86 
 
 Throughout the whole of the remaining part of the excavation, all Soil, Clay, 
 Sand, Marie, or other materials above the aforesaid limestone rock, shall be taken 
 out at a Slope of 2 feet base to 1 foot in perpendicular height, between the foot 
 of which slopes and the top of the cutting in the rock a Bench of 9 feet in width 
 shall in all cases be left. The Slopes of the cutting in the limestone Eock to 
 have 3 inches base to 1 foot in perpendicular height. 
 
 Wlienever the Shale or other soft strata lying under the limestone is found 
 to rise above the level of the bottom of the cutting, a portion of such shale or 
 soft strata shall be excavated from under the limestone on each side of the 
 cutting, and replaced by Walls, buttresses, arches, and inverts, as hereinafter 
 described. 
 
 Whenever the depth or thickness of such Shale or soft strata falls short of 
 14 feet, the side walls shall be of the dimensions shown in Drawings Nos. 3 and 4, 
 and described in the specifications relative thereto. 
 
 To prevent any injury to the Slopes by the springs of water issuing from the 
 rock and other strata in this excavation, the strictest attention will be required 
 on the part of the Contractor, and the modes of drainage adapted to the varying 
 thickness of the shale and other strata are particularly described in the Drawings 
 Nos. 3 and 4, and the specifications relative thereto. 
 
 Drawing, No. 4. 
 Vide Plate 22. Undersetting of the Eock in the Blisworth Cutting. 
 
 Fig. 1. — Eepresents a cross section of such excavation where shale rises to 
 the height of 22 feet above the bottom of the cutting. 
 
 AB. Fig. 1. Is a cross section of a buttress. 
 
 CD. Is a longitudinal section of one half of an invert. 
 
 EF. Is a cross section of the recess wall. 
 
 G-H. Is a cross section of a drain in the centre of the cutting. 
 
 IK. Eepresents the method of carrying off the water from behind 
 
 the wall. 
 LM. Section of pitching between buttresses. 
 
 Fig. 2. — Is a plan of the retaining walls and buttresses. 
 AB. Plan of buttress. 
 
 CD. Plan of invert. 
 
 EF. Plan of recess wall. 
 
 GH. Plan of central drain.
 
 87 
 
 A. Fig. 2. — Side drains, communicating with central drain by means of cross 
 
 drains bb. 
 IK. Sunk drains in face of wall, commimicating with side drains AA, 
 
 by sunk drains CC. 
 LM. Plan of pitching between buttresses. 
 
 The Inverts to be of an invariable width of 27 feet, and to have a rise of 
 3 feet 3 inches; the radius being 29 feet 8 inches; the junction of which inverts 
 with the face of the buttresses to be always at the level of the surface of the rails. 
 
 The face of the Ruttresscs in the cross section to be described by a radius 
 of 106 feet; the radius to be square with the face of the rock, at its junction 
 with the top of the buttresses; therefore, rising 3 inches vertical to 1 foot hori- 
 zontal, corresponding to the slope of the rock. 
 
 The back of the Buttresses to batter outwards, from the centre of the 
 cutting, at the rate of | of an inch horizontal for 1 foot in height, as shown in 
 the section ; and the side of the buttresses to batter, at the rate of 1 in 20, on 
 each side, as shown in the plan and elevation. 
 
 The Recess Walls to have the same batter at the back, corresponding with 
 the buttresses, and the face of such walls to have a straight batter, of 2 inches 
 horizontal to 1 foot vertical. These walls shall have three courses of 1 foot each 
 in depth; each course to step 6 inches. The bottom of the walls to be level 
 with the bottoms of the inverts and buttresses. 
 
 The central Drain to be made according to the dimensions in plan. Where 
 it crosses the inverts, they will form its bottom; and between the inverts, the 
 bottom to be laid to an uniform inclination. 
 
 At a depth, never falling short of 1 foot below any wet stratum that may 
 occur, two courses of the recess wall and buttresses to be projected beyond the 
 back of the wall ; the lower course to project beyond the upper, so as to receive a 
 stone, to rise 1 foot above the upper course, forming a Drain 1 2 inches deep and 
 6 inches wide; to be surrounded at the bottom and back with a casing of sound 
 Puddle, and filled in at the top with Rubble stone, to aUow the top water to 
 have access to the drain, as shown in the Drawings at IK. This drain to have a 
 regular fall from the centre of each buttress, as shown by the dotted lines Nos. 1 
 and 2, in elevation Drawing No. 4. 
 
 The water, when thus collected, shall be carried through the recess wail, 
 and down the sunk channel in its face, as shown in section and elevation of 
 Drawing No. 4. 
 
 The pitching between the buttresses to extend from the foot of recess walls 
 to the side drains A A.
 
 88 
 
 The Inverts being preserved of a constant width, at the level of the surface 
 of the rails, and the face of the buttresses being an uniform curve, proceeding 
 from the slope of the rock, at its junction with the top of the buttress, the width 
 between the tops of any two Buttresses on section " will depend upon the depth 
 of the shale above the bottom of the cutting." The width of the said Buttresses 
 viewed in elevation being invariably 4 feet at top, the same circumstance will 
 affect the width of their junction with the inverts : the same circumstance will 
 also affect the thickness of the recess wall and buttresses. Thus, in Fig. 3, 
 Drawing No. 4, where the shale is 22 feet deep, the width between the top of the 
 buttresses is 41 feet 6 inches; while in Figs. 4, 6, and 7, Drawing No. 4, where 
 the depth of the shale is 14 feet, the width is 34 feet 2 inches. This will also 
 in like manner determine the width of Excavation at the bottom of the rock, 
 which being flush witli the face of the buttresses at their top, overhangs the 
 recess wall 1 foot 6 inches. 
 
 When the depth of the Shale, from the bottom of the rock to the bottom of 
 the cutting, shall be less than 14 feet, then the Inverts between the buttresses 
 shall be discontinued, and in lieu of the inverts, the buttresses shall have 
 4 courses of Footings, when the depth of Shale above the bottom of the cuttings 
 exceed 10 feet; and 3 courses for all lesser depths. Further, when, as aforesaid, 
 the Shale, or clay, or other soft material, rises to the height of 10 feet above the 
 bottom of the cutting, then the level of the bottom Footings of the buttresses 
 sliall be 3 feet 3 inches below the said cutting, which depth shall decrease pro- 
 portionally as the above height diminishes, until the rock meets the level of the 
 bottom of the said cutting. 
 
 Where there are no Inverts, (which is invariably the case where the depth 
 is less than 14 feet,) the distance between the tops of the buttresses, and conse- 
 quently the width of the excavation between the tops of the buttresses, shall be 
 uniformly 34 feet 2 inches. 
 
 The face of the Buttresses, and recess walls, being determined in this case 
 by the same rules as where the inverts exist, and the width at the top buttresses 
 being constant, the width of the cross section at the level of the rails will depend 
 upon the depth of the shale, as will be seen by referring to Figs, from 4 to 13 
 inclusive. Drawing No. 3 ; where it will be seen that by this means the Cross 
 Section at the top of the undersetting gradually approximates in width and form 
 to the ordinary shape of the cutting in rock. 
 
 The North-west end (C) of the Retaining Wall terminates by a buttress, 
 and at 38 feet North-west of the buttress (extending to B) the excavation, 
 as before stated, will have an uniform slope of 2 feet base to 1 foot in height.
 
 89 
 
 Between the points C and B, the form of the Excavations will be deteruiined 
 by straight lines, drawn parallel to the surface of the Railway from corresponding 
 points in the face of the cross section at C and B. Throiigliout this extent 
 (from C to B) the Shale beneath the rock will have a facing of masonry, (com- 
 mencing at C and terminating at B,) as shown in Figs. 1, 2, and 3, Dniwing 
 No. 3. 
 
 The back of tins Ketaining Wall to be determined in a similar maimer 
 to the front, by straight lines being drawn from corresponding points at the back 
 of the buttress at C, to the same at the back of the lining at B, thus lessening 
 regularly in thickness from C to B. 
 
 To render this description more easily understood, a Model of the North- 
 west, and of the Cutting, accompanies the plans. 
 
 MATERIALS AND WORKMANSHIP FOR WALLING. 
 
 The wliole of the Walls and Buttresses to be of masonry ; the stones to be 
 procured from the excavations. The courses to run as thick as the material 
 obtained from the excavation will afford when properly quarried. The facing 
 stones to be at least 18 inches; the beds to be square with the face of the 
 buttress, or wall. 
 
 The stones to be hammer dressed, and brought to a rough bed, but perfectly 
 true ; special care being taken to prevent too full a bearing in the centre of them. 
 
 Their faces will not be required to be smooth dressed, but rough nobbled, 
 similar to pitching, with rustic joints. If it should so happen, that after the 
 quantity of sufficiently large stones shall have been procured to form the faces of 
 the walls and buttresses, the excavation will not afford any of a similar description 
 for the backing, then the said backing may be formed of Rubble, set in mortar, 
 as hereinafter described; the stones composing which to be brought to a bed, top 
 and bottom, laid in courses. It being understood, that the Ejigincer or Engineers 
 for the time being shall have the sole option of determining the necessity of 
 adopting and the manner of performing the Rubble work. The bottom of the 
 Rock to be taken out, to receive the walls and buttresses, as shown in the plans 
 and sections; and stones, corresponding as near as possible with those shown in 
 the said section, to constitute the top of the said walls and buttresses. The 
 stones to be accurately fitteil to rock, and soundly fixed, so that for the whole 
 depth of the said walls and buttresses, the rock shall rest upon them. 
 
 H
 
 90 
 
 The object of this arrangement being to secure a sound support to the rock, 
 and to effect by the dove-tailed Stones a connexion with the rock, to prevent the 
 top of the wall being pushed out. 
 
 The Spandrels of the inverts and base of the buttresses to be filled with 
 masonry in courses, and the angle made good, as shown in the Fig. 1, Drawing 
 No. 4. 
 
 The bottom course in all cases to be composed of stone as large as can 
 be obtained, and the bottom be worked true. 
 
 The bottom of the Buttresses and walls, when there are no inverts, to 
 be laid on a level bottom, the courses to be brought gradually to radiate with the 
 wall at the top of the footings, by the varying thickness of the courses, as shown 
 in the Figs. 5 and 8, Drawing No. 3. 
 
 The courses of the Masonry in the walls between the points C and B, at the 
 North West end of the walling, to correspond with those of the buttress at C, and 
 to have the same inclination or rake. The increasing batter to be obtained by 
 enlarging the width of the benches between the upper and lower courses in the 
 face of the wall. The working, setting, and mortar for this walling will be 
 similar to that specified for the buttresses and recess walls. 
 
 The Invert to consist of stones laid in regular courses, and each stone 2 feet 
 in depth ; the stones to be brought to a smooth bed, and radiated to the centre of 
 the courses. 
 
 The Skew back at the end of the invert to be formed so as to suit the 
 radiating course of the invert and the buttress, and to be not less than 9 inches 
 deep on the face. The sides of the centre Drains to consist of masonry according 
 to dimensions on plan, the interior face being fair and regular. The top to con- 
 sist of an arch of brickwork set in mortar, or covered with stones, if they can be 
 procured large enough to stretch across the drain, and to bed 4 inches on each 
 side between the inverts ; the bottom of the drain to be pitched with stones or 
 brick brought to a fair face. 
 
 The Side and cross Drains to be formed either of brick or stone, neatly 
 faced at the sides and bottom, and set in concrete mortar of the description 
 hereinafter described. 
 
 The centre Drain will not be required between the points H and I, at the 
 South East end of the cutting, and instead the side drains A A will be made 
 2 feet wide at top and 1 foot 6 inches at bottom, and deepened so as to be level 
 with the bottom of the excavations; their bottom to be pitched and finished 
 similar to the centre drains, and the drains for the cutting between D and H to
 
 01 
 
 be diverted by similar drains into the above. The side walls of the above to l>e 
 of stone, or brickwork set in mortar, and to be 1 foot 6 inches thick : thus — 
 
 ^^ 
 
 1.6 „ 1.6 
 
 ~ - LI-T_1 \\\l\X 
 
 WM 
 
 The Mortar to be used in the beds and faces of buttresses, walls, sides of 
 drains and invert arch, to consist of one part Lime to three parts of clean river 
 or other unexceptionable Sand. The sand to pass through I inch skreens; the 
 lime to be fresh, and well intermixed with the sand through beating. 
 
 The Mortar for running into the upright Joints of the courses, and for Jillinij 
 in the tcork sound, to consist of one part Lime to four parts of small unskrecned 
 Gravel, to be well mixed and beat to a tough consistency and liquefied in tubs or 
 other vessels, to be properly adapted to run into and fill up all vacuities. The mortar 
 to be used as hot as is consistent with the saiety of the work, and the sand and 
 gravel to be perfectly free from any loamy or other particles of a muddy nature. 
 
 The Limestone rock found in the excavation may be used for the mortar 
 specified to be used in the retaining walls in this Contract. 
 
 The Pitching between the buttresses to consist of 4 inch pitchers, procured 
 from the excavation, and neatly squared; their base to be four-fifths their top 
 face, and to be laid to an uniform surface, falling from the recess walls to the 
 longitudinal drains, and filled in with grout made of mortar similar to the face 
 mortar previously described, only with one part lime to five parts sand. 
 
 All spaces behind the walls and buttresses, and in front of the footings 
 beneath the ordinary bottom of the cutting, shall be filled with Clay or other 
 suitable material thoroughly punned in; and if through mistake, or otherwise, 
 any excavation for walls, buttresses, or inverts, shall be made below the proper 
 level, the space shall be filled up to the proper level with Masonry or Concrete, 
 at the option of the Engineer. 
 
 The Puddle behind the wall, for preventing the water from the wet clay 
 intermingling with the dry strata beneath, to be at least 18 inches thick, and to 
 consist of clay proper for the purpose, to be thoroughly worked in with the 
 original strata of dry clay or shale. 
 
 The broken stones above not to be less than what will pass through a 1 ^ 
 inch ring, and to be laid indiscriminately, without any gravel, sand, or other loose 
 
 M 2
 
 92 
 
 material being intermixed in their interstices. This provision to be made when- 
 ever any wet strata shall be encountered. 
 
 Throughout that portion of the Excavation where the retaining walls are 
 required to be built, the face of the cuttings shall in no case be advanced beyond 
 the completed portion of the wall more than a length equal to the distance 
 between two buttresses, so as to avoid the weight of the Rock breaking or 
 injuring the natural solidity of the Clay or Shale; and should it be found 
 necessary ia effecting this object, to follow the face of the excavation Avitli the 
 retaining wall at a less distance than that already stated, the Contractor shall do 
 so, or otherwise support the exposed portion of the Sliale by efficient Shoring, at 
 his own proper cost and charge. 
 
 It will be understood, that the whole object of these precautions is to 
 prevent the natural beds of the Shale being disturbed by the pressure of the Rock 
 or dripping of water, previous to the retaining walls being completed, as already 
 specified. 
 
 All moulds, templets and materials that may be requisite for the due 
 execution of the above works, are to be furnished at the charge of the Contractor. 
 
 If the Engineer or Engineers for the time being, during the execution of the 
 works, shall see fit to extend or diminish the length of the Walling, number 
 of buttresses and inverts, or to alter the quantity of any excavation or other 
 work scheduled, then a proportional deduction or addition shall be made according 
 to the Schedule of Prices, or if any strata or fissure of Clay shall occur in the 
 limestone Rock itself, then the clay or shale in such fissures shall be faced with 
 masonry, according to the direction of the Engineer or Engineers for the time 
 being, and paid for according to the Schedule of Prices. 
 
 Throughout the whole of this Cutting, the slopes of the Clay and Shale 
 above the rock, and the Fencing and ditching, will be executed as for the rest of 
 this Contract. 
 
 The face of the Rock will not be required to be taken out to a smooth slope, 
 but no projections or indentions on its face shall exceed 3 inches beyond the blue 
 line of slope ; and if any loose lump or mass of rock shall occur in the slope, so as 
 to be deemed insecure by the Engineer, then the said mass or lump of rock shall 
 be removed at tlie charge of the Contractor. 
 
 EXTENT OF WALLING AND EXCAVATION. 
 
 The undersetting of the Rock in excavation No. 5 (the Ellsworth Cutting, 
 vide Plate 22) extends from the point marked D to the point marked B in the
 
 93 
 
 Section No. 1, a distance of 6C0 yards, luid also between the points marked II and 
 I, a distance of 440 yards. Of the length between li and D, the space li to E, 
 extending; 396 yards, will require inverts in addition to the walls ami buttresst-s. 
 The remaining space from E tu I), 2G4 yard.s in length, and also the part 
 included between II and I, extending 440 yards, as aforesaid, will only have the 
 walls and buttresses, the inverts being omitted. * 
 
 However, as the shafts merely indicate at different points the depth and 
 thickness of the various strata, such Strata in the intermediate distances may not 
 be shown precisely correct upon the section ; and any increase or dimiiuition over 
 or under the quantity of work calculated from the section, will be added to or 
 deducted from the amount of this contract, according to Schedule of Prices 
 accompanying the tender. 
 
 The central Drain will be carried beyond the point C to the end (A) of 
 cutting No. 5, at the same level below the bottom of the cutting as where the 
 walling exists, and at A to be diverted into one of the side drains at the foot of the 
 embankment. 
 
 DISPOSAL OF MATERIAL OF EXCAVATION. 
 
 The material yielded by Cuttings, marked on the Sections Nos. 1, 2, 3, and 
 4, to be deposited in embankments, marked Nos. 1, 2, 3, and 4. The remainder 
 of the material requisite for the completion of the said embankments, 1, 2, 3, and 
 4, to be obtained from the cutting No. 5. 
 
 The Embankments No. 5 to be formed entirely from tlie remainder of the 
 material yielded by cutting No. 5. 
 
 In this Contract the aggregate contents of the Cuttings being rather greater 
 than tlie Embankments, the Contractor, after having supplied the ([uautity 
 requisite to form the approaches to raised occupation roads, shall be at liberty to 
 employ any remaining redundancy for ballasting the surface of the road, provided 
 such redundancy consist of Rock or other material suitable for the purpose, and 
 in conformity with that part of this specification wherein the Ballasting and 
 laying of the rail is particularly described. 
 
 Throughout this Contract the Cuttings consist of variable proportions of 
 Rock, Shale, and Marie; the Contractor will therefore be rei[uired, throughout the 
 progress of the different excavations, to make such arrangements as will insure 
 the Rock, Sliale, and Marie being yielded from time to time by each cutting, in 
 such proportions, and disposed of at each embankment in such manner, as will 
 effectually secure the eml)aiikments being composed of shale and niarle in the 
 centre, with a covering of rock on the tops and slopes.
 
 94 
 
 It is not intended, however, that the Rock shall in any way be set by hand, 
 but merely trimmed into an uniform slope, and covered with Soil and sown with 
 Seeds, as already stipulated under the head of embankments. • 
 
 GENERAL STIPULATIONS, 
 
 Which are to apply to the whole of the Bridges, Culverts, and other Works 
 wherein the ivorhnanship or materials described may he used. 
 
 BEICKWORK. 
 
 The Brick made use of shall be hard, sound, square, well burnt, and of good 
 colour. No broken bricks will be allowed, and no joint of mortar shall exceed 
 one-quarter of an inch in thickness ; no difference of workmanship will be allowed 
 in inside and outside work, and the whole of the joints shall be flushed up solid 
 with mortar, and the outside joints neatly ckawn. The bond may be either 
 English or Flemish, as the Engineer may direct. 
 
 MORTAR. 
 
 The Mortar shall consist of fresh burnt Lime, equal in quality to that from 
 Dudley, and sharp Sand, mixed in the proportion of three measures of sand to 
 one of lime ; they must be mixed in a diy state, and well tempered by passing 
 through a pug-mill, with a proper quantity of water. Should the Limestone 
 obtained from the excavations in this Contract, or in any adjoining quarries, be 
 deemed suitable for building purposes by the Engineer, the Contractor shall be at 
 liberty to employ it. 
 
 ROMAN CEMENT. 
 
 The Roman Cement shall be of the best quality, recently made, and shall be 
 mixed with an equal proportion of sand. None shall be made use of which has 
 set or become dead. 
 
 STONE WORK. 
 
 Throughout this Contract, it is intended that all Stone required for bridges, 
 walls, drains, or other works of the like description, shall be obtained from the 
 excavation. Should, however, the stone found in the excavation be deemed insuf-
 
 95 
 
 ficient, either in soundness or other quality, for the above purposes, the Con- 
 tractor shall substitute brickwork or other stone work equal in quality to the best 
 Derbyshire Bramley Fall, in such places as the Engineer may direct, allowance 
 being made for the same according to the prices stated in the Schedule. 
 
 VOUSSOIRES: 
 
 > 
 The stones of Voussoires of Bridges must be neatly hammer dressed (except 
 when directed otherwise) ; the joints chamfered ; the beds di'essed true and 
 smooth ; each Voussoire to consist of one stone not less than the full thickness of 
 the arch, and to break joint into the body of the arch not less than as shown in 
 the drawings. 
 
 -o^ 
 
 STRING COURSES AND FACIAS. 
 
 String courses and facias must be fairtooled throughout, except at the back. 
 No stone to be less than 2 feet 6 inches in length. The depths and widths, 
 together with the forms, are fully described by the ilrawings. 
 
 PARAPETS. 
 
 The Parapet, when of stone, must not be in more than three courses in 
 depth ; the stone must be neatly hammer dressed, and the beds and cross joints 
 made perfectly smooth. The average of the stones must be 2 feet in length. 
 
 COPING. 
 
 Coping, when upon bridges which pass over the Railway, must be neatly fair- 
 tooled ; the stones dowelled, and to be leaded together. No stone shall be less 
 than 2 feet in length. The cross joints and beds sliall be made perfectly true. 
 The form and dimensions of the Coping are fully explained by the drawings. 
 
 ARCHES. 
 
 When Arches are of Stone, to consist of stones not less than 24 inches on 
 the soffit. All the surfaces must be hammer dressed perfectly true when they are 
 in sight. The beds and joints to be chisel dressed, and accurately fitted. When 
 the arches are of the Skew principle, especial care to be taken in working the
 
 96 
 
 skew hacks with planes, truly square with the spiral direction taken hy the arch 
 stones. Where counterforts are added, the arch stones must be made longer, so as 
 to abut in the manner of an arch against tliem, and form a rib on the back of the 
 arch, and continued as near to the crown as shoAvn on the drawings. 
 
 When Arches are of Brick, they shall be laid either in concentric half-brick 
 rings, or in such other manner as the Engineer may direct. In this case, the 
 counterforts shall be bonded into the arch, as just described for stone arches. The 
 courses of brick in the counterfort radiating, so as to correspond and bond into 
 the arch. 
 
 IMPOSTS. 
 
 Imposts to arches shall be made of stone, of sufficient width in the beds to 
 receive the whole thickness of the arch ; and no stone shall be less than 2 feet 
 G inches long; and, where required, they shall be dowelled together. In cases of 
 Skew arches, the skew backs must be cut or worked, so as to suit the direction of 
 the springing of the courses. The stones to be dressed in the same manner as 
 described under the head Arches. 
 
 STONE FACING TO THE ROCK UNDER BRIDGES, &c. 
 
 The Stone shall be in courses of from 8 to 12 inches in depth, worked in 
 regular header and stretcher. The headers to be the full thickness of the wall, 
 and the stretchers on an average 2 feet 6 inches long. The beds must be worked 
 true. The bed and cross joints chamfered. The middle part of the stones, on 
 their outside, to be left rough. 
 
 COUNTERFORTS AND RIBS OVER ARCHES. 
 
 Whenever Sto7ie Counterforts or Ribs are placed upon the arches, they must 
 be of good Ashlar work, and bonded into the thickness of the arch. The beds of 
 the stone, as well as the cross joints, must all be dressed true. When they are of 
 brick, they must be built either in the radiating direction of the joints of the 
 arch, or in horizontal courses, as the Engineer may direct, but in all cases they 
 must be of the same description of workmanship as the outside work.
 
 97 
 
 RUBBLK HACKING. 
 
 The Rubble Backing to arches shown upon the drawings, must be built of 
 rubble stone, carefully levelled up every 12 or 14 inches, and thoruuglily grouted 
 with mortar of the kind hereinbefore described. 
 
 SPANDREL WALLS. 
 
 Spandrel walls, when of stone, shall be of good sound Ashlar, set in regulai- 
 courses of headers and stretchers, from 8 to 12 inches in depth, but in no cases 
 less than 8 inches. The headers shall be the whole thickness of the walls, and 
 not less upon the point than 1 foot wide. The stretchers shall not be less than 
 2 feet upon the point, and one-half of the tliickness of the wall. 
 
 The whole of their joints shall be neatly hammer dressed, excepting when 
 described to be worked otherwise, and all the beds and cross joints shall be made 
 perfectly true. 
 
 The whole to be set in mortar, as hereinbefore described. 
 
 When the walls are of brick, they must be of the description hereinbefoj-e 
 described under the head of brickwork. 
 
 WING WALLS. 
 
 Wing Walls, when of stone, shall be of the same description as that described 
 under spandrel walls. 
 
 EXCAVATING FOUNDATIONS. 
 
 The Contractor is to excavate for the foundations of all Briilges, culverts, 
 and other works; to keej) out the water, place dams, and provide all Centering, 
 planks, and tools of every description, necessary to the perfect execution of his 
 work, at his own expense, and to be included in the amount of his tender. And 
 in case of the foundations of any of the works requiring, in the opinion of the 
 Engineer, to be carried lower than is shown upon the drawings, the Contractor is 
 to make such Extra excavation, and to do all Extra Pumping, or other contingent 
 works incident thereto, at his own expense. 
 
 The increase to the Masonry, or brickwork, or other matter constituting the 
 
 N
 
 98 
 
 foundations, caused by such additional depth, will be allowed as an Extra to the 
 Contractor, according to the rate contained in his Schedule of prices. 
 
 FILLING-IN OVER ARCHES. 
 
 The space between the wing walls, arch, backing, and side of the excavation 
 of bridges, to within 18 inches of the surface of the roadway, shall be filled in 
 with broken Stone, where it can be got; to be punned hard down, and if re- 
 quired by the Engineer, to be mixed with a certain proportion of Lime. The 
 metalling of the roadway, occupying the remaining 18 inches, is to be done as 
 hereinafter described under the head of " Metalling of roadway to Bridges." If, 
 in the opinion of the Engineer, it shall be advisable to substitute brick where stone 
 is shown in the drawings, or vice versa, it shall be found by the Contractor ; the 
 difiereuce in expense being added or deducted, as the case may be, according to 
 the rate given in his Schedule of prices. 
 
 All the Centering shall be constructed to the satisfaction of the Engineer, 
 and all string courses, parapet walls, and coping shall not be put on until after the 
 centres are struck, which in no case shall be without the permission of the 
 Engineer. Great care must be taken that the bridge be so placed, that the out- 
 side rails, when laid in their proper line, shall be equi-distaut and parallel with 
 the faces of the abutments. 
 
 ^ DRAINS UNDER THE BRIDGES. 
 
 Drains must be constructed under one of the bridges on each side of the 
 Railway, 15 inches wide at the top, 12 inches wide at the bottom, to be sunk as 
 low as the drain at the outside of the ballasting, and will consist of a brick 
 wall 14 inches thick, 3 feet deep, and equal in length to the width of the bridge, 
 and as much more as shall be necessary to connect with the side drain at the 
 outside of the ballasting. There will be two courses of brick to form the bottom. 
 The whole will be laid in mortar in the same manner as described for the bridges. 
 
 BRIDGE FOR ROAD FROM BOZENHAM MILL TO HARTWELL. 
 
 This Bridge is to be built at a point where the Railway is about 37 feet 
 embankment, and the direction of the arch will make an angle of about 5 1 degrees 
 with the line of the Railway. The arch will be semi-circular, and must be built 
 upon the skew principle for a distance of 10 feet from each end. Its span will
 
 99 
 
 be 15 feet, height from road to soffit 16 feet, length 141 feet, and thickness 1 foot 
 lOi inches. The materiiil will be brick, excepting at the faces of the arch and 
 the imposts, which will be of stone. The Wing Walls will be of brick, fmi.shed 
 by square pillars of brick, and the whole coped with stone as shown in the 
 drawings. The abutments will be strengthened at the back by means of 
 counterforts. 
 
 For description of materials and workmanship, see General Stipulations, 
 
 PARTICULAR DESClilPTION WITH REFERENCE TO 
 DRAWINGS, Nos. 5 and G. 
 
 A. Abutments of 4 feet 6 inches thick carried up as high as the springing 
 of the arch. 
 
 B. Counterforts 3 feet square carried up 2 feet above the springing of the 
 arch. 
 
 C. Backing to the arch carried up 5 feet 4 inches above its springing. 
 
 D. The brick Arch, 1 foot 101 inches thick, and worked 10 feet in from 
 each end, on the skew principle, the courses being made to tooth into the straight 
 courses, as shown in the drawing. 
 
 E. Stone vpussoires at the end of the arch. They must be each equal to 
 four courses of bricks on the soffit, and tooth into the brickwork. Their whole 
 length (under the arch) being alternately 1 foot 5 inches and 2 feet G inches, 
 their height must be 2 feet, and they must project 1 1 inches from the face of the 
 brickwork, being the depth of the chamfered rustic joints. 
 
 F. Stone imposts to be 9 inches deep, and not less than 2 feet long upon 
 the bed. They must be cut to suit the direction of the skew back, and particularly 
 in that part where the arch is worked upon the skew principle. 
 
 G. Spandrel walls of brickwork. 
 
 H. Wing walls of brickwork, built with a batter of 1 inch to 1 foot of height. 
 
 I. Stone coping to wings to be 6 inches thick, and 1 foot 6 inches upon 
 the bed. 
 
 K. Caps of pilasters to be of the dimensions shown upon the di-awings. 
 
 BRIDGE FOR ROAD FROM STOKE BRUERN TO IIARTWELL. 
 
 This Bridge is situate in a part of the Railway where it is an embankment 
 about 36 feet high, and the road will pass under at right angles to the Railway. 
 The Arch will be of brick. 18 feet span and 16 feet high from the surface of the 
 
 n2
 
 100 
 
 road to its soffit. The coping and caps to the pilasters will be the same as that 
 described for the bridge for road from Bozenham Mill to Hartwell, Drawings 
 Nos. 5 and 6. The forms of the different parts will be sufficiently seen by refer- 
 ence to Drawing No. 7. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD FROM ASHTON TO HARTWELL. 
 
 This Road at present crosses the Railway where the latter is in embankment 
 of 7 feet 6 inches, but it will be diverted, as shown upon the Field Plan No. 2 
 and Drawing No. 20, so as to allow height for the road to pass under. The Arch 
 will be of brick, of 15 feet span and 16 feet from the ground to soffit; thickness 
 of the arch 1 foot 6 inches. The Wing Walls will be built at right angles to the 
 Railway, and will terminate against pilasters in front of the arch. The stone 
 coping and caps will be of the dimensions shown on the drawing, and worked as 
 described in general stipulations hereto attached. The form and dimensions of the 
 different parts will be seen in the drawing. 
 
 For descriptions of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD AT ONE MILE TWENTY-TWO CHAINS 
 
 ON SECTION. 
 
 The Railway at the crossing of this Road will be in about 33 feet 6 inches 
 cutting, and the Bridge will cross at right angles to the Railway. The Arch will 
 be a segment of stone of 32 feet 6 inches span, 18 inches thick, and 10 feet 3 
 inches rise, 23 feet 8 inches from the rail to the soffit of the arch, and 15 feet in 
 the clear between parapets. The rock forming the abutments at A must be faced 
 with good Ashlar to support the imposts and protect the rock from weathering. 
 The facing of the rock abutment will retm-n round its sides 3 feet wider on each 
 side than the outside of the bridge, until it intersects the slopes of the cutting. 
 The dimensions and forms of the various parts of the bridge will be seen upon the 
 drawing. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD FROM ASHTON TO ROADE. 
 
 The Railway, at the crossing of this road, will be in about 24 feet 9 inches 
 cutting. The Bridge will be built at an angle of 45 degrees with the direction
 
 101 
 
 of the IJailway. The span of the arch will be 30 feet, upon a section taken at 
 right angles to the IJailway. The height from the rail to its soflit will bo 18 feet 
 8 inches, and the width, the clear between the parapets, 15 feet. The body of the 
 arcb will be of brickwork, 3^ bricks thick, and its quoins will be of stone, which 
 will run in under the arch alternately 2 feet and 2 feet 6 inches. Each stone 
 must be made equal to four courses of bricks on the soffit. The courses must run 
 in a spiral direction, as shown upon the drawing ; and the imposts, as shown on 
 Fig. 5, must be cut or worked to suit the proper direction of the springing of the 
 skew courses. The stones of the imposts must be dowelled together, and run in 
 witli lead. 
 
 For description of materials and workmanship, see (Jeneral Stipulations. 
 
 BRIDGE FOR ROAD FROM HARDIXGSTONE TO OLD STRATFORD. 
 
 This Bridge is for the crossing the Railway where it is 33 feet 3 inches cutting, 
 and must be built at an angle of 53^ degrees to its direction. The span of the 
 Arch will be 53 feet 6 inches upon the skew face, and its rise 8 feet 10 inches. 
 The height from the rail to the soffit will be 26 feet 2 inches; the thickness of the 
 arch (which will be entirely of stone) at the key will be 3 feet, and the springin<r 
 4 feet. The width, in the clear, between the parapets, 20 feet. 
 
 The Shale and i\Iarlc, marked A, upon which the rock rests, from which the 
 bridge springs, will requii-e to be faced with Ashlar work, extending 10 feet on each 
 side of the bridge, and of the thickness shown upon the drawings. 
 
 An invert (B) of rough stone must be made across the Railway, between the 
 facing walls, and extend a certain distance on each side of the bridge as shown in 
 the drawing. The courses of stone composing the invert will be built square with 
 the line of Railway; but the courses of stone composing the arch of the bridi-e 
 will be laid in a spiral direction, as usual in skew bridges, and as is shown in Draw- 
 ing No. 10, Fig. 2. The bridge for road from Ashton to Roade, and where thev 
 intersect the springing of the rock must be cut or toothed, as shown in Fi"-. 5, 
 Drawing No, 10, to receive them. The whole of the remainder of the bridge will 
 be built of stone. 
 
 For description of materials and workmanship, see General Stipulntions. 
 
 BRIDGE FOR ROAD FROM ROADE HYDE TO ROADE. 
 
 This Bridge will be at a part of the Railway where it is about 35 feet 
 9 inches cutting, and will be square to the direction of the Railway. The span
 
 102 
 
 of the Arch will be 45 feet, and its rise 10 feet : thickness of the arch at the key , 
 2 feet 6 inches; thickness at the springing, 3 feet; the width between the 
 parapets will be 15 feet clear. The whole of the bridge will be of stone: the 
 dimensions are shown upon the drawing. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD FROM ROADE TO PLANE WOODS. A. 
 
 This Bridge is upon a part of the Railway where it is about 46 feet 4 inches 
 cutting, and will be built square to the direction of the Railway. The span of 
 the Arch will be 45 feet 2 inches, rise 18 feet, thickness at the key 2 feet 
 6 inches, and at the springing 2 feet 9 inches; width between the parapets, 
 15 feet in the clear. It is intended to be built entirely of stone. The dimensions 
 and forms of the various parts are shown upon the drawing. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD FROM ROADE TO PLANE WOOD. B. 
 
 Vide Plate 23. 
 
 This Bridge is in a part of the Railway where it is about 52 feet 4 inches 
 cutting. The Arch will be a semicircle of 46 feet span, thickness at the key 
 2 feet 6 inches, thickness at the springing 3 feet, width in the clear between the 
 parapets 15 feet. The bridge is intended to be entirely of stone. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE FOR ROAD FROM ROADE TO BLISWORTH. 
 
 This Bridge wiU be built in a part of the Railway where it is about 53 feet 
 6 inches cutting, and it will cross at right angles. The span of the Arch will be 
 48 feet 4| inches, rise 18 feet 9 inches, thickness at the key, 2 feet 6 inches, 
 thickness at the right course, above the springing, 2 feet 6 inches; width in the 
 clear between the parapets 15 feet. The bridge is intended to be built entirely 
 of stone. The dimensions and forms of the various parts are shown upon the 
 drawing. 
 
 For description of materials and workmanship, see General Stipulations.
 
 103 
 
 BRIDGE FOR ROAD FROM BLISWORTU TO COURTEENIIALL. 
 
 Vide Plate 24. 
 
 This Bridge is on a part of the Railway where it is in about 55 feet 3 inches 
 cutting and will be built at an angle of 56 degrees with the direction of the 
 Railway. The Arch is to be of stone, and to be strengthened, as shown, by 
 4 counterforts of Ashlar work. 
 
 Span of Arch on the skew face 63 feet, rise of arch 13 feet, thickness at the 
 key 2 feet 6 inches, tliickncss at the springing 3 feet 6 inches, width in the clear 
 between the parapets 18 feet. The dimensions of the various parts are shown 
 upon the drawings. 
 
 For description of materials and workmanship, see General Stipulations. 
 
 BRIDGE AT THE ROAD FROM TOWCESTER TO COTTON EXD. 
 
 Vide Plate 25. 
 
 This Bridge is on a part of the Railway where it is in about 38 feet 9 inches 
 embankments, and will be built square to the direction of tlie Railway. The 
 Wings will be built parallel to the Railway, and will be pierced with arched 
 openings. The span of the Main Arch, 30 feet, to be composed of brick, faced 
 with stone, which will be worked with archivolt mouldings. No stone forming 
 the front of the arch must be less than 2 feet long, measured on the circumference 
 of the soffit of the arch, and they must tooth into the brickwork, so that tlie 
 stones may be 1 foot 6 inches and 1 foot 1 inch in length, under the arch 
 alternately, and also on the return of the groins of the abutments, which will also 
 be faced with stone. The arch will also be faced with stone, and have archivolt 
 mouldings. The fronts of the pilasters must be faced with stone, in courses 
 of not less than 12 inches in height, consisting of regular headers and stretcher^;. 
 The headers must be not less than 18 inches long, and 14 inches wide. Tlie 
 stretchers not less than 3 feet long, and 9 inches wide. 
 
 The fronts of the Pilasters, stone facing to main and side arches, key stones, 
 facia cornice, dentils, plinth to parapet and coping, must be smooth chisel dressed, 
 and the beds must be made true and level. The Wing Walls will be pierced by 
 openings, and they again will be intersected by other openings, at right angles to 
 the former, so that the Transverse Arches will be resting upon piers oidy.
 
 104; 
 
 The whole of the details of form and dimensions will be seen upon the 
 drawings. 
 
 For description of materials and workmanship, see Greneral Stipulations. 
 
 FORMATION OF ROADS OVER AND UNDER BRIDGES, 
 AND METALLING THE SAME. 
 
 Where the necessary backing to the bridges shall have been filled in, and 
 duly completed, to within 1 foot 6 inches of the surface of the existing or 
 intended road, then a coating (6 inches thick) of Stones, broken to a gauge ring 
 of 3 inches diameter, shall be properly spread and levelled ; and on this another 
 coating (also 6 inches thick) of Stones, broken to a 2-inch gauge ring, shall be 
 laid and properly levelled. This being duly performed, the traffic of the road 
 shall be allowed to pass over the new road. And when the new material has 
 been sufficiently consolidated, in the opinion of the Engineer or Engineers for the 
 time being, but previous to a surface crust being formed, then a further coating 
 of Stone or Gravel, of a size and quality corresponding with that constituting the 
 surface of the existing roads, shall be laid, of sufficient thickness and form so as 
 to render it in every way agreeable to the form of such existing road: due 
 allowance being made for sinking and compressing of the loose material. 
 
 Previous to the last coating of Stone or Gravel being applied, and also after- 
 wards, until all the works included in this contract are completed, the surface of 
 such roads shall be kept in proper form ; the ruts being filled in, and all settling 
 from sinking and compressing made good. And if there are on the existing roads 
 any Footpaths, then similar ones shall be made, of the same form and dimensions, 
 and of similar materials to those of the existing roads, at the charge of the 
 Contractor. 
 
 It being further understood, that this Metalling shall extend for the whole 
 width between the abutments or parapets of all the Bridges, and shall be con- 
 tinued beyond such abutments and parapets of the width and form of the existing 
 roads, until its junction with the line of such roads. Through the extent of all or 
 any of the diversions, the top soil shall be removed, and the level of the surface 
 formed so as to rise or fall from each commencement of such diversion to the 
 lowest or highest parts of such diversions uniformly. 
 
 The metalling and footpaths for such diversion being excavated, as herein- 
 before described for the roads over or under bridges. The gravel or Stones 
 composing- the existing line of road, when it is requisite, shall be Excavated and 
 removed, and also the fences grubbed up, and left for the use of the owners or
 
 lOf) 
 
 occupiers of such land ; tlie vncuitics and irrogularities on the surface occasioned 
 thereby, sliall he levelled and made good by the soil from the new line of road, 
 and if that is not sufficient, from the soil on the line of Kailway. 
 
 The Fencing to make good to the ends uf tiie parapets or abutments of the 
 bridge; and ft)r the extent of divei"sions, shall be executed in accordance with 
 that hereinbefore desciubed for the permanent fencing of the Railway ; and where 
 a ditch is not to be made, then an additional line of posts and rails shall be used 
 in lieu thereof. 
 
 It is expressly stipulated, that in all cases wherein (in the execution of the 
 works herein specilied) any part of any cai'riage or horse or other Road, either 
 public or private, shall be found necessary to be cut through, raised, or sunk, 
 taken, or so much injured or interfered with that the same shall be rendered 
 impassable or inconvenient for passengers or carriages, or the persons entitled to 
 the use of such road, the Contractor shall, at his own expense, before any such 
 road shall be so cut through, raised, sunk, taken, injured, or interfered with, as 
 aforesaid, cause " another good and suflicitnt Hoad," as the case may require, to 
 be set out and made in place of same ; and maintain and keep the same in repair 
 during the continuance of this Contract, or until the principal road shall be 
 restored, and rendered as convenient for passengers and carriages as the said road 
 to be cut through, sunk, taken, injured, or interfered with, as aforesaid, or as 
 near thereto as may be. 
 
 And whatever Agreement the Railway Company, by tlieir Act of Parliament, 
 shall be liable to perlbrin with the Trustees of any road or roads, regarding the 
 construction of such temporary roads during the continuance of the works, or the 
 regulating of any of these works in connexion with these roads : 
 
 It b further stipulated, " that the Contractor shall become liable for the due 
 observance of the same ;" and if he fail in this, then the amount of any fines or 
 penalties which the Company shall become answerable for, shall be deducted from 
 the amount of his Contract. 
 
 CULVERTS. 
 Vide Plate 21. 
 
 The Culverts must be built in the situations at the angle, and of the size 
 shown upon the General Section, the form and particular dimensions to be as shown 
 upon the Drawing No. 21. 
 
 Each Culvert must be placed so as to afford a free and uninterrupted passage 
 for the water. 
 

 
 106 
 
 The foundations must be cut out as nearly the size of the brickwork as 
 possible, and the vacant spaces must be punned up to the surface of the ground. 
 
 The brickwork of the Side Walls and Wing Walls must be laid on English 
 bond, and the Arch and Invert in separate half brick rings. 
 
 The materials and workmanship, and general instructions, must be similar to 
 that described under the head of materials and workmanship, see General Stipula- 
 tions. 
 
 All Culverts exceeding 4 feet in diameter, shall be covered with Clay 2 feet 
 above the top, and 4 feet on each side, well punned in layers of 1 foot in thick- 
 ness, and at least .500 cubic yards of earth shall be placed uniformly on each 
 culvert, before the embankments shall be allowed to come upon it. 
 
 Wherever the direction or position of the Culvert does not correspond with 
 that of the stream, the course of the latter shall be altered, so that the water may 
 be conducted to and from each end of the culvert, in the manner best suited for 
 facilitating the drainage. 
 
 The clause describing "• The Ballasting and Laying the Permanent Way" is 
 similar to that specified in Contract 5 B, hereinbefore given, (vide page 71.) 
 
 EXTRA, OR CONTINGENT WORKS. 
 
 FENCE GATES. 
 
 The Fence Gates arc to be made of the form and dimensions shown in the 
 Drawing No. 26. 
 
 The heels and the beads are to be of good English Oak, sawn out to the proper 
 dimensions, and morticed for the reception of the horizontal bars. 
 
 The horizontal bars are to be five in number, of cleft oak, and smoothed 
 over. The ends must fit the mortices of the heels and heads, and be secured bv 
 oak pins. 
 
 The diagonal Braces are to be similar to the bars, to which they must be 
 firmly nailed. The nails to pass through both, and have their points clenched. 
 
 The posts to be of oak, the top sawn to the dimensions and form, with a 
 small cap on each. That portion of the post to be placed under the surface of the 
 ground to be charred. 
 
 The gate irons shall be of the form shown in the drawing. 
 
 The gates must be firmly fixed in the line of the quicksets, and the wood 
 railing neatly joined to the gate posts. 
 
 The gates and posts must be painted with two coats of white or stone coloured 
 paint.
 
 107 
 
 EXCAVATIONS AND EMBANIOIENTS OF SLOPEl) OCCUrATION 
 
 liOADS. 
 
 These Excavations and Einbankments are to be made in the same manner as 
 those upon the line of Railway, and with Slopes, as may he directed by the 
 Engineer. The contents of the excavations shall be conveyed to the nearest em- 
 bankment npon the line of Kailway, or to the nearest spoil bank. 
 
 The Embankments ai-e to be formed with the snrplus materials in the exca- 
 vations upon the line of Railway, should such exist, but if not, they must be made 
 with material obtained from one or more of the excavations upon the line of rail- 
 way (as may be fixed by the Engineer) by altering the slopes so as to afford a 
 sufficient supply; and the Contractor shall be paid for the same at the rate 
 specified in the Schedule of prices. 
 
 But whenever there is a surplus of materials, the Contractor shall employ 
 the same in forming the Approaches to occupation bridges or sloped roads, should 
 such be required, and the cost of so employing it shall be considered a part of his 
 Contract, to which the stipulations and prices for extra works do not applv. 
 
 METALLING OCCUPATION BRIDGES. 
 
 This is to be done in the manner as'described in the specification of formation 
 of roads over and under bridges, and for diversions. 
 
 PAVING CROSSINGS. 
 
 All the roads crossing the Railway without bridges are to be paved in the 
 manner shown in the Drawing No. 25, with good 6 or 7-inch paving of Leicester 
 granite, or other granite equally good. The Paving must be laid on a bed of fine 
 clear gravel of 12 inches in tliickness, in a solid and substantial manner. 
 
 The paving Stones must be cubes as nearly as possible. 
 
 Each rail must be protected by two iron Bars, as shown in the Drawing 
 No. 25 ; they will be considered as part of the rails, and will be provided by the 
 Company. 
 
 OCCUPATION BRIDGES. 
 
 Those under embankments are to be similar to that at the road fiom Bozen- 
 ham Mill to Hartwell, Drawing No. 5. 
 
 o2
 
 108 
 
 Those over cuttings to be similar to that for road at 1 mile 22 chains, 
 Drawing No. 9. It being understood that the specification for the above bridges 
 referred to are to apply to the occupation bridges. 
 
 CULVERTS. 
 
 The Culverts are to be built in the same manner as those previously 
 described in the former part of the Specification ; they are to be built of the 
 forms and dimensions shown in Drawing No. 21, the sizes being selected to suit 
 the particular situation. 
 
 » LAYING AND BALLASTING PERMANENT SIDINGS. 
 
 The Sidings are to be laid in such positions and of such lengths as may be 
 directed by the Engineer. They must be laid in form and manner shown in Drawing 
 No. 22. 
 
 The Contractor will be required to take up any part of the rails pre- 
 viously laid that may be found necessary ; to cut them into their proper lengths for 
 the reception of other iron work, to relay them, and to fix all the necessary cross- 
 ing plates, check rails, moveable points, or sliding rails, with the requisite 
 machinery for moving them. 
 
 The whole must be made equally as firm and substantial as the other parts 
 of the permanent way. 
 
 The Specification of the Permanent Ballasting already described must be 
 considered equally applicable to the construction of the Sidings. 
 
 TIME OF COMPLETION, 
 
 The whole of the Works in this Contract are to be completed within the 
 space of two years from the date of signing this Contract, and the Contractor 
 shall be bound to uphold and keep in good order the whole of the works for the 
 space of one Year after the works shall have been so completed. 
 
 RATE OF PROGRESS. 
 
 At or before the 22nd day of October, 1835, the Excavations, Nos. 1, 2, 3, 
 and 4, referred to in the aforesaid Specifications, plans, section,- and drawings, 
 shall be performed and completed. On or before the 22nd day of October, 1835,
 
 109 
 
 not less than 70,000 cubic yards shall be excavated at the situation marked with 
 the letter A in the Cutting No. 5, and referred to in the said specification, and 
 removed to the embankment or embankments as is directed in the aforesaid speci - 
 fication. On or before the 22nd day of April, 183G, not less than 70,000 cubic 
 yards shall be excavated at the situation marked with the letter I, in Excavation 
 No. 5, referred to and described in said specification hereunto annexed, and 
 removed as aforesaid ; and after the 22nd day of April, 1S36, at the situation 
 marked with the letter I, in Excavation No. 5 ; and after 22nd day of October, 
 1835, at the situation marked with the letter A, in Excavation No. 5, each 
 described and referred to as aforesaid. The said (Contractor) shall excavate and 
 convey to the several embankments not less than 25,000 cubic yards per Moiitii, 
 at each and every of the aforesaid places in each and every of the following 
 months of April, May, June, July, August, and September ; and also 20,000 
 cubic yards at each and every of the above places as aforesaid, for each and every 
 of the following months of October, November, December, January, February, and 
 March, until the completion of the said excavation ; it being proposed that, under 
 this arrangement, the whole of the excavations and embankments contracted to be 
 executed by the said (Contractor) under this Contract, shall be completed and 
 finished within two Years and a half from the date of the same Contract, all 
 which said places and works are mentioned in the said specification hereunto 
 annexed. 
 
 KILSBY TUNNEL. 
 
 Vide Plate 31. 
 
 The formation of this Tunnel has been found more difficult than was 
 anticipated. It is 2398 yards in length, and is the most formidable undertaking 
 on the line; having cost from £125 to £130 per lineal yard, which great expense 
 was incurred in pumping, a quicksand being found to extend over about 450 
 yards of its length. The brickwork is principally 2 feet 3 inches in thickness, 
 and is executed in Roman, or otherwise in metallic, cement. It is divided into 
 three lengths by two large ventilating shafts, each of 60 feet diameter. They 
 were carried down to the necessary level in four bricks thick, in cement, by a 
 system of underpinning, and in lengths from 6 to 10 feet deep at a time.
 
 WATFORD TUNNEL. 
 
 SPECIFICATION. 
 
 This Tunnel commences in the Merton College Estate, in the township of Cashio, 
 in the parish of Watford, and terminates in the estate of the Earl of Essex, in 
 the parish of Lees, or Abbott's Langley ; the length is 78 statute chains ; its 
 other dimensions, precise situation, and the construction of its several parts, are 
 minutely described, delineated, and set forth in the Plan and Section of the Rail; 
 way, and in Drawings Nos. 40 and 41. The area of ground above the Tunnel, 
 to which the Contractor must confine his operations on the surface, is 1 statute 
 chain in width for the whole length of the tunnel. The whole space along the 
 top of the tunnel, 1 chain in width, is to be fenced off on both sides with the 
 temporary Fencing, which must be made to unite with the other fences, either 
 temporary or permanent, at the ends of the tunnel. These temporary fences are 
 to be removed after the completion of the Tunnel, and no permanent ones to be 
 erected in their stead. All the general stipulations in the Specification, with 
 respect to the extension of land, &c.. are applicable to this part of the Contract, 
 where no special directions are given. 
 
 The Tunnel is to be composed of a Brick Arch, nearly semicircular, sup- 
 ported by curved side walls standing on stone footings or skewbacks, which are to 
 rest on the counter or inverted arch forming the base of the tunnel. The ends of 
 the tunnel will be made with wing walls, as shown in the drawings. 
 
 A cast iron Plate is to be built into the arch, near the mouth of the tunnel, 
 and connected by bolts to a second similar plate built into the arch, 100 feet dis- 
 tant from the fii'st plate. 
 
 MATERIALS. 
 
 All the Bricks used in the Tunnel, the mouths of the tunnel wing walls, and 
 all the shafts, must be good, sound, well-burnt, hard grey-stocks. The freestone 
 shall be Bramley Fall, or other stone equally good, perfectly sound, and free from
 
 Ill 
 
 flaws. The cast iron and wrouglit iron must be of the best quality. The strenirtli 
 of the wrought iron bolts and tlieir couplings must be proved by their beinf sub- 
 jected to a chain of twenty-tive tons eacli, before being used in the tunnel. 
 
 The ^Mortar to be used in the Tunnel shall be made with the best fresh- 
 burnt Merstham or Dorking lime, or other lime which the Engineer may deem 
 equally good. It shall be ground under edge-stones in its dry or unslaked state. 
 The sand must be sharp clean sand, and shall be mixed with the lime in the pro- 
 portion of three measures of sand to one of lime. 
 
 The Lime and Sand must be well mixed and worked with a proper quantity 
 of water through a pug-mill, as reiiuired for use. 
 
 The Contractor shall sink six working Shafts on the centre line of the 
 tunnel, at convenient distances. They shall not be less than 8 feet diameter 
 within the brickwork, which shall be of the thickness of one brick length. 
 
 Each shaft shall be of the same diameter from top to bottom, perfectly 
 cylindrical, free from bulges and other distortions. The brickwork shall be laid 
 in two half-brick rings, with the joints properly broken, and ilushed in solid with 
 mortar. The bricks must be moulded to tit the circumference of the shaft. 
 
 ^There each shaft intersects the top of the arch of the Tunnel, a cast iron 
 curb or ring of the same diameter as the shaft shall be inserted in the brickwork 
 of the arch, and upon which the shaft must be built. No wood curbs will be per- 
 mitted to be used in the brickwork of the shafts. 
 
 The Contractor must sink an Air Shaft at the distance of 50 yards on each 
 side of each working shaft, unless the said distance of fifty yards shall fall in any 
 road ; in which case, the air shaft must be sunk as near thereto as practicable. 
 
 The Contractor will be at liberty to sink as many other air shafts as he may 
 think proper. The diameter of these shafts must not be less than 3 feet 6 inches 
 within the brickwork. At their intersection with the brickwork of the arch of 
 the tunnel, they must stand upon cast iron curbs, exactly similar to those specified 
 for the working shaft : and the air shafts must, in every particular, except as to 
 their diameter, be made in the manner hereinbefore specified for the working 
 shaft. 
 
 After the completion of the Tunnel, tlie brickwork of the working and air 
 shafts must be carried up to a height of lU feet above the surface of the ground. 
 and finished with a coping stone G inches thick at the inner circumference, and 
 4^ inches at the outer circumfei'ence. The width of the coping is to be 15 inches, 
 projecting 1 inch on the outside of the brickwork, and throated. 
 
 Wlien any water may occur in sinking, it must be completely excluded from 
 the shafts or tunnel by a lining of puddle behind the brickwork of the shafts, or
 
 112 
 
 by laying the brickwork in Roman cement, or by the adoption of any other means 
 which the Engineer may consider necessary. 
 
 The Arch and Side Walls are to be two bricks thick ; the invert, one brick 
 and a half thick throughout the whole length of the tunnel, unless the stratum 
 through which the tunnel shall pass, should, in the opinion of the Engineer, 
 require either a greater or a less thickness of brickwork in any part of the walls 
 of the tunnel. 
 
 Whenever required to do so, the Contractor shall make the brickwork of the 
 tunnel in any part thereof, of such thickness as the Engineer may direct. 
 
 The Contractor is to be paid for any increase in the quantity of brickwork 
 or excavation, and he is to be charged for any decrease at the rate specified in the 
 Schedule. 
 
 The counter-arch, or invert, of whatever thickness it may be, shall be care- 
 fully laid and bound. The side walls shall be laid in English bond. 
 
 The arch, if of the thickness of one brick and a half, shall be built or com- 
 posed of three several half brick rings, if of the thickness of two bricks, it shall 
 be built or composed of four several half brick rings, and so on, and each half 
 brick ring shall contain live courses of bricks more in number than the inner one 
 immediately preceding it. The footings or ske<v backs of the side walls shall be 
 made of Bramley Fall stone, or other stone equally good for the purpose, and of 
 the sectional form shown in the drawing. 
 
 The length of each stone must not be less than 3 feet. There must be a 
 bed of brickwork under the stone footing or skewback, extending from the 
 inverted arch, as shown in the Drawings. The skewback must be well bedded in 
 the brickwork. 
 
 The mortar used in the brickwork shall be as little in quantity, and as uniform 
 in thickness between the joints, as is consistent with making the work firm and 
 solid throughout, the longitudinal courses must be laid perfectly straight, in the 
 direction of the tunnel, and must be parallel in every direction with the surface 
 of the rails. 
 
 If at any time before the termination of the Contract, the regular continuity 
 of the brickwork of the tunnel should be destroyed, arising either from irregular 
 shrinking or settlement of the arch, or imperfection in the centres, or any other 
 cause whatsoever, the Contractor must remove and amend the irregularities in a 
 satisfactory manner. 
 
 Whenever water may occur, or flow into the tunnel, and it may be deemed 
 expedient by the Engineer to lay any part of the brickwork in the best Roman
 
 113 
 
 cement, the Contractor shall be paid for so doing, such an additional sum per rod 
 of 306 cubic feet as may be stated in the Schedule of prices. 
 
 EXCAVATION. 
 
 In no case shall the excavation be carried more than G feet in advance of the 
 brickwork ; and should any change in the strata occur, which may, in the opinion 
 of the Engineer, require the distance to be reduced, the Contractor shall regulate 
 the distance by the directions of the Engineer. 
 
 In making the excavations, great care must be taken that they do not ex- 
 ceed the area necessary for the reception of the brickwork ; but such may unavoid- 
 ably be the case. The vacant space between the sides or roof of the excavation 
 and the brickwork of the tunnel shall be filled in with chalk, broken small, and 
 rammed in hard and solid with beaters, so as effectually to prevent any distortion 
 in the form of the tunnel from irregularity of pressure. 
 
 The foundation for the reception of the invert or counter arch shall be cut 
 out of the exact form and depth required, before any part of the brickwork of the 
 corresponding portion of the tunnel shall be laid; and if any faulty places shall 
 occur in the chalk or other stratum forming the floor of the excavation, the foulty 
 places musL be made good by being filled up. 
 
 TThenever the faces of the excavations, carried on by means of two contiguous 
 shafts, shall approach within 50 yards of each other, the Contractor shall then 
 drive a heading quite through, and join the workings before he proceeds with the 
 erection of any more of the brickwork of the tunnel. 
 
 No shaft whatever shall be permitted to be sunk in any public or private 
 road which may cross the line of the tunnel. 
 
 About 1700 yards of the excavation from the tunnel will be required for the 
 embankment over the Colne Valley, and the whole of the remainder will be re- 
 quired for the embankments beyond the north end of the tunnel ; all the material 
 which shall be excavated from the tunnel, whether brought out at the ends or 
 taken up the shafts, must be conveyed into the embankments at the ends. 
 
 In the execution of this part of his Contract, the Contractor shall provide 
 all the necessary materials and machinery for executing the work ; make all the 
 necessary shafts, bore holes, and perform every operation necessary for completing 
 the work in the manner intended in the Specifications. All the machinery, cen- 
 terings, &c., must be constructed in such a manner as the Engineer shall approve. 
 Any damage done to the land by the falling of the surface during the execution of
 
 114 
 
 the work, shall be paid for by the Contractor. Marks and signals will from time to 
 time be given to the Contractor by the Company's Engineers, for the purpose of regu- 
 lating the direction and level of the tunnel ; and the Contractor shall be at the 
 expense of erecting any temporary or permanent marks or signals which may be 
 considered necessary for giving the direction and levels with the required accuracy. 
 The slopes of the ground over the ends of the tunnel are to be made at an inclina- 
 tion of one to one, and a ditch must be formed at the top, similar to those at the 
 tops of the excavations, and must communicate therewith. The slope must be 
 made with puddle, as shown in the Drawing. A cast iron drain, as shown in the 
 Drawing, is to be laid in the bottom of the tunnel, midway between the two lines 
 of Railway, and through the whole length of the tunnel. The connexions of the 
 several pieces must be properly and accurately made, and the drain must com- 
 municate with the side drains of the excavations by two cast iron side branches 
 at each end.
 
 RAILWAY TURN-TABLES. 
 
 Vide Plates 34, 35, 56, 57, and 58. 
 
 The Turn-table consists of a circular table furnished with rails, which is 
 secured to a strong centre moveable pivot, and the table rests at its extremities 
 upon small rollers. The pivot turns in a socket properly prepared to receive it, 
 and the latter is borne upon cast iron arms extending from the centre to a circular 
 iron plate, which also serves as a cui*b for the rollers to run upon. The lower 
 curb frame is founded on brickwork ; and in the case of a turn-table being 
 required on an embankment, it is necessary to carry the bearing walls down to 
 the solid ground. 
 
 The Turn-tables on railways are sometimes made sufficiently large to take an 
 engine and tender upon the platform together, by which much time is saved, as 
 that upon the London and Greenwich Railway at Greenwich. These large ones 
 are turned by means of a rack and pinion, instead of by the mere leverage 
 obtained by pushing the vehicles to the position required. 
 
 p2
 
 SPECIFICATION OF 12 FEET TURN- RAILS. 
 
 Vide Plates 34 and 35. 
 
 The Turn-rails are to be 12 feet in diameter, and all of cast iron, except 
 where otherwise described. 
 
 The Table is to be hung to and turn upon a centre Pivot, marked A 
 upon the drawing, and 8 cast iron Rollers, B B, which work upon wrought iron 
 Arms, C C, radiating from a^ wrought iron Hoop, D, the whole working round the 
 centre Pivot. 
 
 The whole table is to be enclosed by a cast iron Ring, E E, 12 feet 7 inches 
 in diameter on the outside, and 1 foot 8^ inches deep. Upon this Ring the cir- 
 cular Rail, F F, is to be cast for the rollers to work upon ; the centre diameter of 
 this Rail to be 11 feet 3 inches, and its width 1^ inches. 
 
 The outside Ring is to be cast in two parts, and bolted together by means of 
 flanches and screw bolts three in number, each 1 inch diameter, on each side, as shown 
 in the drawings at G G. The section of Ring is shown in the drawings, with the 
 respective thicknesses marked thereon. 
 
 The top, or Table, consists of four principal Arms, marked I I, traversing 
 the tables at right angles, 9 inches deep at their centres, and 6| inches at 
 their ends. Also four Arms radiating from the centre piece to the corners 
 formed by the others; these Arms are marked K K in the drawings, and are 8j 
 inches deep at the centre piece. Holes f of an inch diameter are to be cast 
 in the first named arms, for fastening the Railway bars or Rails to the table. At 
 the extremity of these arms is the circular Rail ]\I M, for working or bearing 
 upon the rollers ; its centre diameter being 10 feet 3 5 inches, and its width 2 inches ; 
 the Section of which, with the respective thicknesses marked thereon, is shown in 
 the drawings. 
 
 In the centre piece four Holes are to be cast for receiving 1\ inch screw bolts, 
 for hanging the table to the centre pivot. The space between the principal arms 
 are to be left open, and the Grating to be of the shape shown in the drawings, 
 and to be put on afterwards. 
 
 The table to work upon eight cast iron Rollers, B B, of the shape shown in 
 the drawings, and 10 inches diameter; to have a hole bored out in their centres 
 for a I of an inch rod to work in freely. The periphery of each roller to be 
 turned. These rollers to work between two wrought iron Hoops, P P, five-eighths of
 
 117 
 
 an inch thick and two inches deep, and made in two parts ; and upon eight wrought 
 iron Arms, C C, f of an inch diameter ; each of these arms to be screwed into the 
 hoops, and a nut, Q Q, screwed up tight against them. The other extremities of 
 these arms are to be screwed into another wrought iron Hoop, D D, 2 inches deep, 
 and 1 inch thick : the inside diameter of this hoop to be 5 inches, and to be turned, 
 so as to work round tlie colhir on the centre pedestal R. The Collar for the hoop 
 D to w^ork upon must be turned. 
 
 The centre Pedestal is to be of cast iron, having a Hole, 3 inches diameter, 
 and 5 inches deep, bored out of its centre. A brass Step, S, 2 inches thick, is to 
 be put into the bottom of this hole, for the pivot to work upon ; four Holes, 1 inch 
 diameter, to be cast in the feet of the pedestal, for fastening it to the stone block. 
 The centre pivot. A, is to be of cast iron, 13 inches long, including the head, 
 which is to be 1 inch thick, and 10 inches diameter, with four holes, each 1 \ inches 
 diameter ; that part of the Pivot working in the pedestal to be 3 inches diameter, 
 with a rounded end, as shown in the drawings, the working part of the Pivot is to 
 be turned : the remaining part of same to the underside of the head, is to be four 
 inches diameter. A Hole, V, is to be cast in a slanting direction, down to the 
 Pivot, for the supplying of oil to its working parts, so that it shall run into the 
 pedestal at the side of the pivot. 
 
 The table is to be hung to this pivot by four screw bolts, each IJ inch 
 diameter, in such a manner that the table may be eased off or lowered on to the 
 rollers at pleasure. The heads of these Bolts to be counter-sunk into the centre 
 piece, as shown in the drawings. On the surface of the table two Lines of Rail- 
 way must be fixed, at right angles to each other ; the distance between the rails 
 inside to be 4 feet 8 J inches. The bars or rails, W W, are to be of wrought iron, 
 3 inches broad, and 2 inches thick, and of the shape shown in tlie drawings; 
 bolted to the principal Arms with | of an inch screw bolts, the heads being counter- 
 sunk into the rails. Four sets of wrought iron Inclined Planes are to be fixed at 
 the intersection of the rails, for the flanches of the wheels to run upon when pass- 
 ing the openings. A Latch, X, is to be fixed to the table, and two Catches, Y, Y, 
 are to be cast on the outside rim at right angles to each other, for holding the 
 table in the required position. 
 
 The whole of the materials and workmanship to be of the best possible 
 description, and the Contractor is to uphold all the several parts for the space of 
 six Months, replacing any unsound castings, or imperfect workmanship. 
 
 The Company's Engineer, or any person whom he may appoint, may reject 
 any Turn-Rail, or part of one, wliich he may tliink is not suiSciently sound. 
 
 N.B. The top, or table, may be cast in two parts.
 
 SPECIFICATION FOR A FIRST-CLASS COACH, 
 
 FOR THE LONDON AND BIRMINGHAM BAaWAY. 
 
 THE BODIES. 
 
 Each coach is to consist of three bodies or compartments, as represented in 
 the annexed Drawing, Fig. 1, the extreme length, outside measure, being 15 feet 
 6 inches ; the length of each body 4 feet 1 1 inches, the breadth 6 feet, and the 
 height from floor to roof 4 feet 6^ inches, all inside measure, and exclusive 
 of stuffing. The frame-work of the bodies must be made of well-seasoned ash, of 
 the following dimensions: for the bottom sides 2| inches by 4^ inches; standing 
 pillars at the corners and doorways (twenty in the three bodies) 2^ inches, with 
 a sweep 3 inches at the widest part, and the turn-under 2^ inches, the standing 
 pillars in the doorways being strengthened at the bottom by uprights of birch, 
 firmly screwed to the seat rail; the top rails 2| inches by 1^ inch; cross bars for 
 the two ends (four in each) 2| inches by 2 inches, with battens of ash between, 
 2^ inches by 1^ inch, and not less than twelve of them at each end; the cross- 
 bars across the divisions (one for each) 2 J inches by 1 inch; the seat rails (ten 
 in three bodies) 1| inch by 2| inches; the hoop sticks to support the roof (four 
 in the two end bodies, and three in the middle body) 2^ inches wide by 1 inch 
 and 5-8ths thick; the sides to be battened with ash of the same strength, and in 
 the same manner, as the end of the coach ; the flooring of American pine, 1 J inch, 
 plated underneath with three strap plates of wrought iron, 1^ inch wide by a |^ of 
 an inch thick from end to end, secured by about one hundred clip-headed bolts 
 and nuts ; the divisions between the bodies of the same | of an inch thick ; seat- 
 boards of the same, also | of an inch ; the roof of the same, also to be | of an 
 inch ; to be covered with three hides, weighing not less than thirty-eight pounds 
 each, protected on the top with ribs of ash screwed on, 3 inches apart, 2^ inches 
 broad by 5-8ths of an inch thick. The roof to be bound with a beading of ash
 
 119 
 
 1^ inch square, screwed on and projecting, so as to allow of the rain to drop clear 
 of the panels ; to be channelled, and to stand somewhat higher over the doors ; 
 seats, E, at both ends of the roof, to hold two persons on each, with iron seat rails, 
 F ; three steps, G, on each side, and two iron handles covered with leather at each 
 end to mount; and a foot-board of birch, II, supported underneath with iron 
 stays. The roof, for the space of 8 feet 6 inches, to be fenced along and across with 
 luggage rails, 1), 5-8ths of an inch in diameter, of iron, supported at intervals 
 with uprights, 4^ inches high, and an oiled canvas luggage sheet, with straps 
 complete, of dimensions sufficient to extend over the same. The whole of the 
 exterior of the coach to be panelled with well-seasoned panel boai'd, the upper 
 quarters, B, ^ an inch tliick, lower quarters. A, 5-16ths of an inch thick, and 
 ends ^ an inch, C, Fig. 3 ; the panels, before being fixed, to be covered with 
 canvas, glued on, and when fixed, which must be done with copper sprigs, 1 inch 
 apart, they must have glued on them a second lining of canvas. The mouldings 
 to be of brass, and blacked if required. Brass door and side handles ; two lamp 
 irons to each coach, and two large-sized lamps, upon an approved principle. The 
 windows (two in each body) to be of good plate glass, 22^ inches by 19 inches, 
 and not less than 5-16ths of an inch thick; and the frames to be made of well- 
 seasoned oak, 1-| inch broad, and to be covered with strong black velvet, or 
 painted, filled up, pumiced, and varnished, as may be required; small leather 
 pads, stuffed with horsehair, to be put at the bottom of the glass stop, for the 
 glass to fall upon when let do'vvn. The painting to consist of three coats of white 
 lead or colour, and four coats of filling up; after being pumiced, the body to 
 receive three more coats of the same colour, and is then to be finished with two 
 coats of a colour to be approved of by the Directors ; the upper quarters are to 
 be painted black in like manner, and the whole body is to be varnished with four 
 coats of the best varnish. The panels are to be lettered in gold, and ornamented 
 in the centre with a coat of arms or other device. The insides to be lined 
 throughout with drab cloth, of a quality wortli at the present time 12*. 6d. per 
 yard, of 60 inches wide, the quantity required for the three bodies being about 
 38 yards. Lace (seven dozen for the three bodies) 18s. per dozen; seaming 
 ditto (twelve dozen) 3s. 6rf. per dozen; pasting ditto (four dozen) 3s. 6rf. per 
 dozen ; holders of lace and glass strings of the same, lined with strong leather liat 
 strings, and the floor to be covered with the best Brussels carpet. The backs and 
 cushions to be stuffed with the best curled hair, the quantity required for the 
 three bodies being about one hundred and twelve pounds. The seats to be 
 divided into four arms in each body, fixed on with iron corner plates and screws,
 
 120 
 
 and finished with broad mahogany tops, varnished ; each seat also to be numbered 
 with a japan label, with gilt figures. The bodies to be firmly fixed upon the 
 under carriage, with strong bolts secured with nuts ; the whole of the workman- 
 ship to be strong and substantial, equal in every respect in style and execution to 
 that of the coaches the most recently built by the Liverpool and Manchester 
 Eailway Company, at their yard in Crown Street, Liverpool. The whole of the 
 iron work to be of the best quality, the weight of that portion attached to 
 the bodies, consisting of luggage rails, steps, bolts, foot-boards, stays, &c., being 
 about one hundred weight one quarter and twenty-four pounds. Screws to be 
 used throughout instead of nails. 
 
 UNDER CARRIAGE FRAME. 
 
 The plan of the under carriage frame will be seen by the annexed Drawing, 
 Fig. 2 : its extreme length is 15 feet 8 inches, the bufiers extending 1 foot 
 9 inches beyond at each end. The whole must be made of well-seasoned ash, of 
 the following parts and dimensions: — The carriage sides, Fig. 1, I, (two on each 
 side, but they may be made in two pieces, spliced in the middle, and fitted with 
 iron bolts and nuts,) must be 3 inches square, coupled together vertically by 
 wrought-iron props. Fig. 1, K, and corner plates, eight of the former in each 
 carriage weighing two quarters twenty -five pounds, and four of the latter weighing 
 two quarters eighteen pounds. The ends of the carriage, Fig. 3, consist of two 
 pieces of ash, L, at each end, extending from side to side (6 feet 1 inch), 
 3^ inches wide by 3 inches thick, and swelling to 11^ inches at the deepest part, 
 morticed together as in the sides, only with three upright blocks, M, of ash 
 instead of iron. The frame is strengthened by four diagonal. Fig. 2, N; two 
 centre longitudinal, ; and two centre cross-stays of ash, each 3 inches by 2^ 
 inches, extending from the lower carriage, side morticed into a solid piece of ash, 
 Q, in the middle of the frame, 2 feet 3 inches by 1 foot 4 inches, and 3 inches 
 thick, secured thereto, as well as to the carriage sides, by strong angle plates of 
 wrought iron, and plated at the corners with wrought iron, 3-8ths of an inch 
 thick, 2 1 inches wide, fixed on with | inch bolts and nuts. The two centre 
 longitudinal stays, the two centre cross- stays, and the Avhole of the lower carriage 
 side. Fig. 1, F, must be plated throughout on one side with wrought iron, 3-8ths 
 of an inch thick, 2f inches wide, and fixed in the same manner as the corner 
 plates, with bolts and nuts. The weight of the plating will be about two 
 hundred weight and twenty pounds, and that of the bolts and nuts (about 350 of 
 each) one hundred two quarters. There must be four axle guards, Fig. ], R, of
 
 121 
 
 wrought iron, tapering from | of an inch to 5-8ths of an inch thick, firmly fixed 
 to the carriage sides by bolts and nuts, in exact square with each other, at thi- 
 distance of 8 feet 6 inches from centre to centre. The steps, S, consisting of 
 eighteen, and weighing about one hundred two quarters and twenty-two pounds, 
 having a tread of 12 inches by 9 inches, must be fitted in like manner to the 
 carriage sides. There must be eight wrought iron roller boxes, weighing, with 
 rollers for the same, three quarters of a hundred weight; these are to be screwed 
 under the under part of the carriage sides, for the extremities of the sides 
 or bearing springs to rest and work upon. 
 
 BUFFERS AND DRAWING APPARATUS. 
 
 There are in each carriage four large buffer rods. Fig. 1, T, of wrought iron, 
 weighing two hundred one quarter and six pounds, with a butt end of ash, U, 
 14 inches diameter, covered with stout leather, and stufled with horse-hair; thesr 
 rods abut upon two large springs. Fig. 2, V, having fifteen plates, each of i inch 
 steel, 3 inches broad, and, when fixed, 5 feet 9 inches long; there are also twn 
 drawing springs, W, with six plates, each of steel, of the same dimensions, anil 
 o feet long, the weight of the four springs being three hundred weight and twenty- 
 live pounds. These are fitted into a groove, X, which is firmly bolted upon the 
 slab of ash in the centre of the frame, with liberty to work to and fro for the 
 space of 2i inches. The iron-work connected with the buffer and drawing 
 apparatus (besides the buffer rods already described) consists of draw-rods and 
 plates, Y, attached, weighing three quarters and twenty-two pounds ; four square 
 socket rings and buffer plates, Z, weighing two quarters and eighteen pounds; 
 one grove plate, «, two side plates, and two edge plates, weighing two quarters 
 and six pounds. The weight of sundry small iron-work about the under frame, 
 not enumerated, may be estimated at three quarters of a hundred weight. 
 
 The whole of the steel for the bufler and draw-springs, as well as fur the 
 bearing-springs hereafter described, to be well tempered and of the best quality, 
 and all the iron to be also of the best quality, well and neatly wrought, filed, and 
 fitted; the framing to be firm and substantial, and to be constructed according to 
 the most approved mode adopted in the recently-built carriages on the Liverpool 
 and Manchester Railway. The carriage to be painted with five coats of paint, of 
 the colour corresponding with that of the bodies, to be neatly picked out, and 
 finished with two coats of the best varnish. There must be three chains at each 
 end of the carriage, about 18 inches long, with an oj)en link with a bolt and nut 
 at one end, and a strong hook at the other; the centre chain, being the one 
 
 Q
 
 122 
 
 by which the carriage is drawn, must be rather stronger than the ether two, 
 which are only for additional safety. The weight of the six chains may be about 
 one hundred weight six quarters. 
 
 BREAK. 
 
 As it is not necessary that every carriage should be provided with a break, 
 this must be considered an extra, and a separate Tender made for it accordingly. 
 It consists of a number of levers, tooth and pinion wheels, &c., the application of 
 which can only be understood by inspection or detailed drawings. It acts on both 
 sides of the two wheels on the same side of the carriage simultaneously. The 
 whole of the apparatus will be about four hundred weight. 
 
 WHEELS, AXLES, AXLE BOXES, AND SPRINGS. 
 
 The wheels must be made with the rim and spokes of wrought iron, and the 
 nave of cast iron, of a plan and construction to be approved of by the Engineer. 
 The outer rim or tire to be tapped on the inner rim with not less than eight screw- 
 bolts and nuts in each wheel. The axle to be made of tlie best rolled or wrought 
 iron, 3 inches diameter in the centre, and 3l inches where it passes through the 
 nave, to be turned down to 2 inches and 5-8ths, for an outside bearing of 
 4^ inches long, which must be case-hardened. The wheels to be firmly keyed on 
 the axle with a 5-8ths of an inch key, according to a guage, and the tire to be 
 turned to a template, to be furnished by the Engineer, and to be painted and 
 picked out with one coat of paint and a coat of varnish. The weight of the four 
 wheels and two axles is about eighteen hundred weight. The axle boxes. Fig. 1, 
 /), which are of cast iron, must be fitted up with brass steps to suit the journals, 
 and to be of the best quality. Upon the axle boxes are fixed the side or bearing 
 .springs. Fig. 1, c, of which there are four, having each twelve plates, 4 inch steel, 
 3 inches wide, and when weigh-led are 5 feet long; the weight of the four is 
 about three hundred weight one quarter and fourteen pounds.
 
 123 
 
 RECAriTULATION OF THE IKON AVOKK. 
 
 cwta. qn. Ib«. 
 
 Luggage rails, lamp irons, and other body work 2 14 
 
 Eight iron props between upper and lower carriage side .... 2 25 
 
 Four corner plates at each corner of under carriage 2 18 
 
 The plating under the carriage sides and centre 2 20 
 
 About three hundred and fifty bolts and three hundred and fifty nuts 12 
 
 Four large buller rods 21G 
 
 Two bulfer springs and two draw springs 3 25 
 
 Draw rods ;uid plates attached 3 22 
 
 Four square socket rings and buffer plates 2 18 
 
 One grove plate, two side ditto, two edge ditto 2 6 
 
 Four axle guards 111!) 
 
 Six draw and safety chains 1 2 
 
 Four side or bearing springs 3114 
 
 Eight roller boxes and rollers 0213 
 
 Eighteen steps 1 2 22 
 
 Sundry iron work about the under frame, not enumerated ... 030 
 
 Axle boxes and brasses 12 
 
 Wheels and axles 18 
 
 Break apparatus 4 U 
 
 Total weight of iron work in each carriage . . 47 3 16 
 
 A model of the proposed carriage may be inspected at the office of the 
 London and Birmingham Company, No. 83, Cornhill, and a full-sized pattern 
 coach may lie seen, and all other particulars had, on application to Mr. Woods, at 
 the Company's office, India Buildings, Liverpool. The weight of the iron woik, 
 and the dimensions of the wood work, are furnished in the foregoing Specification, 
 in order to facilitate the calculations of coachmakers and others who mav be 
 disposed to contract with the Company ; but it is clearly tti Ll- understood that 
 in all matters relating to the mode of construction the fittings, finish, arrange- 
 ment, or design, reference is to be had wholly and entirely to the full-sized 
 pattern coach, which will be exhiliited in Liverpool, and not to the model in 
 I.,ondon, or to the above description or the accompanying drawing; and it must 
 
 H 2
 
 124 
 
 1)6 further understood, that the Contract is to be completed to the satisfaction of 
 the Engineer of the Company, or of any other person appointed by the Directors 
 to inspect and pass the work. 
 
 The carriages must be delivered at the Company's Station, at Euston Grove, 
 London, or at their Station in Birmingham, at the option of the Directors, not 
 later than the day of 1847,
 
 GRAND JUNCTION RAILWAY. 
 
 JOSEPH LOCKE, Esq., Engineer. 
 
 This Railway obtained the Act for its construction in the month of May, 
 1833. The line was laid out with a view to avoid unnecessary expense; the 
 gradients are consequently not equal to those of some other lines. It commences 
 from the Birmingham Station of the London and Birmingham Railway, and com- 
 municates with the Liverpool and Manchester, per Warrington and Newton. The 
 distance from Birmingham to Warrington is 78 miles, and to Newton 82*63 
 miles, or from Birmingham to either Liverpool or Manchester 97*50 miles. Tlie 
 average cost per mile is stated at £23,102. 
 
 The standard guage of way, or 4 feet 8^ inches, is employed ; with Inter- 
 spaces 6 feet in Avidth, Side-spaces varying from 2 feet 9 inches to 3 feet 3 inches 
 at the stations, and G feet 6 inches and 7 feet 9 inches at the other parts of the 
 line. Parallel rails are laid down, set on chairs and upon blocks and sleepers, 
 according to the usual practice. 
 
 Vide Plates 42, 43, 44, and 45. 
 
 Plate 42 represents the Aqueduct for the Duke of Bridgewater's Canal at 
 Preston Brook, which is built entirely of stone. The backing of the arch is 
 covered with milled lead, 71b. to the foot superhcial, at the points marked A, A. 
 A, A, to prevent the water percolating through the stone work. This plan has 
 been found to answer the purpose admirably, as I have heard the celebrated 
 Engineer state that no signs of the canal can be traced from beneath the bridge. 
 
 There are several bridges of the same character as that described in Plate 43, 
 of one, two, three, and more similar arches, some of which occur upon the skew.
 
 GREAT WESTERN RAILWAY. 
 
 I. K. BRUNEL, Esq., Engineer. 
 
 Vide Plates 46, 47, and 48. 
 
 The Act for the Great Western Railway was obtained in August, 1835, and 
 the works were shortly after commenced. Mr. Brunei, like the celebrated Engineer 
 of the London and Birmingham Railway, adopted low gradients in preference to 
 steep ones, together with slight curves, and, with the exception of the Wootten 
 Basset and Box Planes, none of it is steeper than 1 in 344 or 15"3.5 feet per mile, 
 and the curves are generally about 4, 5, or 6 miles radius. The Wootten Basset 
 incline is 1 mile 29'09 chains in length, and the Box, which passes through a 
 tunnel, is 2 miles 30*15 chains, and each of these planes is laid at 1 in 100 or 
 52*80 feet per mile. 
 
 The Box tunnel is If miles in length, and is carried through the oolite rock. 
 The cost is estimated at upwards of £100 per yard, although only partially lined. 
 It is 27 feet 6 inches wide at the invert, and 30 feet at a height of 7 feet 3 inches 
 above it, the clear height from the surface of the rails being 25 feet. The parts 
 which are lined consist of seven half brick rings at the sides, six at the arch, and 
 four at the invert, and the foundation is 36 feet deep. The depth of cutting at 
 the Eastern end of the tunnel is 69 feet 6 inches to the level of the rails, and it 
 is 64 feet at the western. 
 
 This line is tlie parent of the Broad guage, the width between the rails being 
 7 feet, Intermediate-spaces 6 feet 6 inches and 4 feet 9 inches Side-spaces, on em- 
 bankments, making a total of 30 feet. The cuttings are 38 feet wide at the level 
 of the rails. The arches of the Bridges over the railway are 30 feet span, and 
 about 18 feet 6 inches high, and the bridges carrying the railway are generally 
 about 30 feet between the parapets. 
 
 The Permanent way of this railway is constructed somewhat in the form of 
 a framing, longitudinal pieces of half timbers, or 12 inches by 6 inches are laid
 
 127 
 
 under each rail ; these are connected together by cross beams, having a scantling 
 of G inches by 4 inches, and the latter are dovetailed and bolted to the former. 
 The rails are of the form denominated Bridije mils, and weigh from 44!bs. to fiSIbs. 
 per lineal yard : the latter is found no more than sufficient for the traffic, tliev are 
 fastened down to the beams on each side by screw bolts. 
 
 Some of the earthwork on this line is very heavy. The cutting eastward of 
 the Box tunnel is calculated at 1,533,000 yards, consisting of corn brash, forest 
 marble, and great oolite; the average depth of it is about 30 feet, with slopes 
 varying from vertical to If to 1, and it is abuiit 2^ miles long. The average 
 price of the earthwork throughout the line is said to be 19(/. per cubic yard, and 
 the cost from £40,000 to £44,000 per mile.
 
 SOUTH EASTERN RAILWAY 
 
 WILLIAM CUBITT, Esq., Engineer. 
 
 This line branches off from the London and Brighton Railway at Eeigate, 
 and passes, via Tonbridge, Ashford, and Canterbury, to Folkestone and Dover; 
 there are also branches from Canterburyto Ramsgate and Margate. The distance 
 from the Terminus at London Bridge to Dover, is 87 miles, 43 chains, or 66 miles 
 22 chains from Reigate. The first act of Parliament was obtained in June, 
 1836, but the undertaking has received many amendments by subsequent Acts. 
 The whole of the railways connected with the London Bridge Terminus are 
 laid down upon 4 feet 8J inches gauge. The ruling gradient is 20 feet per mile, 
 and it is the same upon the London and Brighton Railway. 
 
 The Engineer estimates the cost of the work as follows : — In the Godstone 
 district, including the Bletchingly Tunnel, which is 1080 yards in length, at 
 £17,948 per mile, the works not being particularly heavy. 
 
 The Tonbridge district, comprising the Leigh cutting and the river Medway 
 embankment, containing upwards of half a million cubic yards eacli, cost £19,180 
 per mile. 
 
 The Dover district, which abounds in difficult undertakings, both tunnels and 
 earthwork, &c., he states at £32,615. A double line of tunnel is constructed 
 through the chalk, each 13 feet wide in the clear, 19 feet high to the springing of 
 the arch, which is pointed, and 30 feet to the apex ; the pier separating them is 
 10 feet in thickness. 
 
 BRIDGE OVER THE RAILWAY AT TUDELY. 
 
 Vide Plate 49. 
 
 The archway of this Bridge is 30 feet span, and of a novel description. 
 The faces of the arch are turned in brickwork, but the remaining portion is 
 formed with three cast-iron plates bolted together, extending to a certain distance 
 along the crown, by which the level of the roadway is lowered, and the slopes of 
 the approaches reduced.
 
 129 
 
 OCCUPATION BRIDGE OVEU THE RAILWAY AT SUMMERDEN 
 FARM, IN THE TONBRIDGE DIVISION. 
 
 Vide riate 50. 
 
 This Bridge is built over a cutting, and the earth was removed without 
 interfering with the portion under tlie proposed arch, hy wliich the expense of 
 framed centering was saved. There are 33 roods of brickwork in the Bridge. 
 
 SPECIFICATION. 
 
 The Bridge to be commenced before the upper lift of the cutting arrives at 
 its site. 
 
 The ground to be got out to a shape resembling the arch, as shown in 
 longitudinal section, leaving about 2 feet clear space above. 
 
 The centering to consist simply of strong arched ribs, which are to be made 
 to the true form required, and should any alteration of slope occur, either by 
 their own weight or otherwise, they are to be adjusted by the wedges beneath 
 them. 
 
 The wedges to be of good hard oak or teak, so as to be readily eased or 
 struck when the work is completed, and a sufficient number to be employed in 
 order to give the requisite stability to the ribs. 
 
 DETAILS OF TIMBER BRIDGES. 
 Vide Plate 51. 
 
 The abutments and wings at each extremity are constructed of brickwork, 
 but all the rest of the structure is formed of timber. 
 
 The span of the arches, formed after the Plan represented, is 32 feet 6 inches, 
 but there are some upon the line of 50 feet. 
 
 The details of the Timber Pier, at Folkstone Harbour, are represented in 
 Plate 52, and the construction of the Reservoir, Tanks, &c., at Tonbridge, in 
 Plates 53, 54, and 55. The Turntables on the line of Railway are described in 
 Plate 56.
 
 LONDON AND GREENWICH RAILWAY. 
 
 GEORGE LANDMANN, Esq., Engineer. 
 
 This short Line is now incorporated with the South-Eastern Railway, of 
 which it forms a branch. The Act of Parliament authorizing the construction 
 of it was obtained in May 1833. 
 
 The Railway consists of a double line of rails raised on a brick viaduct, 
 consisting of semicircular brick arches, excepting at the crossings of roads and other 
 thoroughfares, where a suitable mode of construction is adopted. The arches are 
 18 feet span with piers between them, 3 feet in thickness, and are built of 
 Sittingbourne stock-bricks, and Hailing lime-mortar; they are turned one brick 
 and a half in thickness, and in two bricks under the spandrel walls. The via- 
 duct is 22 feet 3 inches in the clear, between the parapets, and tool recesses are 
 can'ied up in the shape of piers at intervals of every twelve arches. 
 
 The rails are laid to the Standard Guage, or 4 feet 8 J inches; the 50 lbs to 
 the yard edge-rails being employed with 18 lbs. chairs, set 3 feet apart, and fixed 
 on granite blocks. A thin piece of elm plank is introduced between the chair 
 and the block ; the latter are also bedded in concrete with a layer of sand below. 
 The drain along the superstructure is laid in brickwork in cement. 
 
 BRIDGE OVER THE SPA ROAD, BERMONDSEY. 
 
 Vide Plates 57 and 58. 
 
 Angle of Askew ... 52" 30' 
 
 This Bridge consists of a large centre arch over the roadway, and two side 
 arches over the footways. The imposts on each side of the middle arch are 
 supported by Grecian Doric columns of good proportions. The plinth for the 
 columns, the piers in roadway and the springers to arches, are executed in Bram- 
 ley Fall stone ; the abutments, arches, spandrels, internal spandrel walls, parapets,
 
 131 
 
 &c., being carried up in brickwork. Tlie bricks throughout are good, sound, 
 hard-burnt stocks. The tluee oblique arches, and solid spandrels over the same, 
 are set in Roman cement, composed of Hailing lime and river sand. 
 
 The columns supporting the arches are formed of cast iron, and filled up in 
 the interior with concrete. Each column also has a wrought- iron bar passing 
 vertically along its axis, which is let into the plinth at one extremity, and 
 into the stone springers at the other. The latter are connected together by 
 chain-bars secured to a horizontal bar prepared to receive them, and at a level 
 of 4 feet 9 inches above the springing line of the arches. 
 
 The chain bars first described are furnished with proper mortices, through 
 which the vertical bars pass. 
 
 The spaces between the internal spandrel walls are filled up to the level of 
 the crowns of the arches with concrete, composed of seven parts of river gravel 
 and one of ground Hailing lime. 
 
 The cornice, parapet, and coping are in Roman cement, and the caps of the 
 recesses on the superstructui-e are of Bramley Fall stone. 
 
 CENTRE ARCH. 
 
 F(. Inch. 
 
 Perpendicular span 27 9 
 
 Span on the face 35 4 
 
 Rise 9 
 
 Radius "22 
 
 Thickness of rim of arch 16 
 
 SIDE ARCH. 
 
 Perpendicular span 8 
 
 Span on the face 10 2 
 
 Rise 2 7 
 
 Radius 6 3 
 
 Thickness of rims of arches on the face .... 12 
 
 Ditto, in the interior of the work 9 
 
 R 2
 
 132 
 
 DETAILS OF 26 TURNPLATE AT GREENWICH. 
 Vide Plates 59 and 60. 
 
 Tliis Turnplate is sufficiently large to receive both the engine and tender at 
 the same time. It consists of two cast-iron girders, 26 feet in length, placed at 
 a suitable distance apart to receive rails of a corresponding guage to the wheels 
 of the engine. The girders are connected together by strong diagonal bracing, 
 and they are supported on small conical rollers below, — viz., one pair at the 
 extremities, and another pair about midway between the same and the centre 
 pivot on each side ; proper bearing plates being laid to receive the rollers. This 
 girder framing is moved by means of a winch fixed to one of the girders, and 
 which turns a pinion communicating with a circular rack.
 
 LEEDS AND SELBY RAILWAY. 
 
 JAMES WALKER, Esq., Engineer. 
 
 The Act for the formation of this Railway was obtained in May 1830, 
 and it was publicly opened in September, 183-1. The line is laid out sufficiently 
 wide to accommodate four sets of rails, although two only are laid down, and the 
 arches of the bridges over it are also built of corresponding width. The rails 
 were originally 35 lbs. to the yard T rails, but 42 lbs. rails were subsequently 
 adopted. They are laid to the 4 feet 8 1 inches gnage. The gradients are only 
 moderately good, but the curves are generally easy. 
 
 Commencing from Leeds, the inclinations are as follows : — 
 
 Lengths of Planes. 
 
 
 
 
 
 Miles. Chains. 
 
 Ratio of Inclination. 
 
 Locations. 
 
 8-00 . . 
 
 . level. 
 
 
 
 
 8-00 . . 
 
 . ascending at the rate of 1 in 
 
 218 Entrance to tunnel, 
 
 31-80 . . 
 
 . ascending 
 
 )5 
 
 1 in 
 
 349 End of tunnel. 
 
 18-00 . . 
 
 . ascending 
 
 )> 
 
 1 in 
 
 229 
 
 59-20 . . 
 
 . ascending 
 
 >) 
 
 1 in 
 
 210 
 
 2 4-80 . . 
 
 . ascending 
 
 1> 
 
 1 in 
 
 160 
 
 1 4-20 . . 
 
 . ascending 
 
 »J 
 
 1 in 
 
 108 
 
 2 61-00 . . 
 
 level. 
 
 
 
 
 2 47-00 . - 
 
 . descending 
 
 M 
 
 1 in 
 
 150 End of New-street 
 cutting. 
 
 3 21-00 . . 
 
 . descending 
 
 >> 
 
 1 in 
 
 137 Occupation-road to 
 Milford. 
 
 18-00 . . 
 
 . descending 
 
 )) 
 
 1 in 
 
 182 
 
 r. 41-00 . . 
 
 . descending 
 
 >> 
 
 1 in: 
 
 3785 Selby station. 
 
 20 00-00 . . 

 
 134 
 
 An assistant engine is employed on the Milford inclines of 1 in 137, and 1 in 
 150 in the case of heavy trains. 
 
 The earthwork is considered to be rather heavy, but is much lessened by 
 means of retaining walls, which are carried along the faces on each side, and 
 thereby cut off or reduce the slopes. Some of the cuttings and embankments 
 are finished in this manner at the feet — i. e., with dwarf walls, 5 or 6 feet high 
 only, and there are some instances where they are carried up the entire height of 
 the embankment, whereby the area of land required is considerably decreased. 
 They are built with a curved batter, the chord line forming an angle of 673° 
 with the base. Stone fences are requisite on each side at the top, for the security 
 of the passengers, in case the train should get oflf the rails : the entire width of 
 the embankments at the top is 30 feet ; and clear space between the parapets, 
 27 feet. The greatest depth of cutting is 43 feet; and height of embankment, 
 50 feet. 
 
 The front of Leeds tunnel is represented in Plate 61. This tunnel is 700 
 
 yards in length, and the expense of forming it is said to have averaged about 
 
 £25 per lineal yard. It is carried throughout in 18-inch brickwork, and about 
 
 two-thirds of its distance is in shale and coal measures, and the remainder in 
 
 rock. Tlie two shafts used in working it are left for the purposes of 
 
 ventilation. 
 
 Plates 62 and 63 describe the construction of the Depots at Selby and at 
 Leeds. 
 
 The roofing of the Sheds is formed of timber, and it is supported on cast 
 
 iron columns ; the whole having a neat appearance.
 
 MIDLAND COUNTIES RAILWAY. 
 
 CHARLES VIGNOLES, Esq., Engineer. 
 
 The Act for this Railway was obtained in June, 1836, and the line was 
 opened complete to the public in July, 1840. Tlios. Jackson Woodhouse, Esq., 
 was the Resident Engineer appointed to superintend the works. 
 
 The line commences at the London and Birmingliam Railway, near the 
 town of Rugby; and after passing the large manufacturing towns of Leicester and 
 Loughborough, crosses the river Trent nearly midway between the towns of 
 Nottingham and Derby. Immediately after crossing the river, the line separates 
 and diverges to the eastward and westward; one branch running to and term- 
 inating at the town of Nottingham, the other going to the town of Derby, antl 
 there connecting with the North Midland Railway, and also with the Derby and 
 Birmingham. 
 
 The earthwork is not very heavy ; the Leir cutting between Rugby and 
 Leicester being the heaviest, and which is 62 feet deep as a maximum, and contained 
 upwards of 600,000 cubic yards; the slopes are 2 to 1. The Leu- embankment also 
 contains 430,000 cubic yards, and is about 40 feet high; also with slopes 2 to L 
 Mr. Woodhouse states the average price of earthwork throughout to have been ISd. 
 per cubic yard. 
 
 The rails are of the parallel form, 77 lbs. per lineal yard, and set in chairs. 
 They are formed in lengths of 15 feet, and have a bearing of 5 feet. The joint 
 chairs weigh 28 lbs., and the others 23 j lbs. The rails ai'e secured to the chairs 
 by wooden keys, according to the plan now generally employed.
 
 136 
 
 Table of gradients of the Midland Counties Railway from Rugby to Derby 
 Junction : — 
 
 Lengths 
 
 of Planes. 
 
 
 
 
 
 Miles. 
 
 Chains. Ratio of Inclination. 
 
 40 ... . level. 
 
 
 5 
 
 10 . 
 
 
 
 descending at the rate of 1 in 330 
 
 2 
 
 12 . 
 
 
 
 . descending „ 
 
 1 in 420 
 
 7 
 
 30 . 
 18 . 
 
 
 
 descending „ 
 level. 
 
 1 in 354 
 
 3 
 
 18 . 
 
 
 
 . descending „ 
 
 1 in 387 
 
 
 32 . 
 
 
 
 . descending „ 
 
 1 in 704 
 
 
 40 . 
 
 
 
 level 
 
 
 2 
 
 20 . 
 
 
 
 descending „ 
 
 1 in 495 
 
 I 
 
 30 . 
 
 
 
 level. 
 
 
 
 37 . 
 
 
 
 descending ,, 
 
 1 in 349 
 
 2 
 
 56 . 
 
 
 
 level. 
 
 
 5 
 
 17 . 
 
 50 . 
 
 
 
 descending „ 
 level. 
 
 1 in 504 
 
 1 
 
 20 . 
 
 
 
 ascending „ 
 
 1 in 1333 
 
 1 
 
 00 . 
 
 
 
 level. 
 
 
 
 45 . . 
 
 
 
 ascending „ 
 
 1 in 1120 
 
 
 40 . 
 
 
 
 level. 
 
 
 2 
 
 57 . . 
 
 
 
 descending „ 
 
 1 in 550 
 
 1 
 
 01 . 
 
 
 
 level. 
 
 
 1 
 
 00 . 
 
 
 
 ascending „ 
 
 1 in 1320 
 
 
 53 . 
 
 
 
 descending „ 
 
 1 in 874 
 
 
 14 . 
 
 
 
 level. 
 
 
 3 
 
 40 . 
 
 
 
 ascending „ 
 
 1 in 883 
 
 1 
 
 02 . 
 46 . 
 
 
 
 ascending „ 
 level. 
 
 1 in 541 
 
 2 
 
 00 . 
 
 
 
 . ascending „ 
 
 1 in 503 
 
 48 08 to Junction with North Midland Railway at Derby.
 
 SPECIF I CAT I ON 
 
 Of the IVorks necessary in con.str noting the Viaduct over the VaUcij of the 
 River Avon, {near its junction with the London and Birmingham Railway.) 
 
 Vide Plate 64. 
 
 Tnis Viaduct consists of eleven Arches, each of 50 feet span, which are to 
 be built agreeably to the plan. The foundations to be sunk to an average depth 
 of 6 feet below the surface of the ground, or to 44 feet below the level of the 
 rails, as shown on the longitudinal section. Should an increased depth appear 
 necessary to the Engineer, or an artificial foundation be required, it will be paid 
 for according to the Schedule of prices. 
 
 The structure to be BrickAvork, with tlie exceptions hereafter specified. 
 Every part of the work, where the thickness of the walls will admit of it, to be 
 set flush in grout, and the whole to be put together in the most substantial and 
 compact manner. 
 
 The ends of the piers to be faced with the best Staffordshire blue Bricks, 
 properly bonded, and returned 9 inches and 14 inclies into the fianksof the piers. 
 
 The rings or quoins of the Arches to be similar bricks, and similarly bonded 
 into the soffit ; also the Coping of the parapets to be formed of Staffordshire bricks, 
 moulded 14 inches on the bed, and 8 inches thick, rounded on the top, and set 2 
 inches from the face in Roman cement. The Spandrels and Parapets to be faced 
 with square hard burnt common In-icks selected for the purpose, and the clay for 
 the whole of the bricks for this structure to be ground; none other will be 
 allowed to be used. Openings are to be left in the piers of the dimensions 
 shown, with Arches at the top and bottom of the same. Spandrel arches 
 to be built over the piers, and quarters of the main arches, as shown in the 
 sections. 
 
 In the centre of each pier, a cast iron Pipe of 2 inches diameter is to be 
 built, to carry ofl' any water which may percolate through the ballast and spandrel 
 arches, and openings to be left in the piers of the spandrel arches, and chaimels 
 formed, so as to draw any water to the pipe. 
 
 3
 
 138 
 
 The whole of the Arches, when built, to be covered with a clay pun, or 
 Puddle, 9 inches in thickness. 
 
 ASHLAR. 
 
 Imposts or Caps to the piers to be placed, of the dimensions shown on the 
 enlarged Section, and returned 2 feet 6 inches into the piers. The lower member 
 to be 2 feet on the bed, with 2 inches projection, the upper member to have 12 
 inches projection, and 2 feet insertion into the wall. A Springer, 10 inches 
 thick at the face, and 2 feet on the bed, to run entirely through the whole of 
 the arches, and upon the face of the same ; and to run across the whole width of 
 piers. 
 
 The Cornice to be stone, of the dimensions shown on the plan. The upper 
 member to be 15 inches thick, with 15 inches projection; the lower member to 
 be 9 inches high, with 3 inches projection, and both to have at least 1 foot 9 inches 
 bearing on the wall. 
 
 The Caps of the piers, at the ends of the parapets, to be of Ashlar, and the 
 whole to be very neatly tooled. The cornice to be in lengths of not less than 3 
 feet, and the ends closely jointed, and pointed with Roman cement. 
 
 The Mortar is to be made by passing the lime and sand through a mill, in the 
 proportion of 1 measure of Lime, newly burnt, to 2 measures of clean sharp 
 Sand, and thoroughly incorporating them together with the least possible quantity 
 of water ; and no more is to be mixed or ground than will be used in the work by 
 the expiration of the following day. 
 
 All Centering and other materials to be found by the Contractor. 
 
 The Earth at the back of the Abutments, and about the wings, to be carried 
 up in courses, and regularly pounded, or rammed to the full height. 
 
 The whole of the works to be executed in a workmanlike and substantial 
 manner, to the entire satisfaction of the Engineer.
 
 139 
 
 BRIDGE OVER THE RIVER TRENT. 
 Vide Plate 65. 
 
 The Bridge consists of three cast iron arches, each of 100 feet span, and 
 which are segments of a circle of 130 feet radius, the versed sine of the arch 
 being 10 feet. There are 6 tiers of arches or ribs running throughout the 
 length of the bridge, one under each rail, of which there are two pairs, and one 
 also under each of the parapets. The inner ribs are of greater substance than 
 the outside ones. Each of the ribs is formed of three castings, accurately fitted 
 together, and further joined by diagonal braces, which also connect the whole of 
 them togetlier. These braces were properly prepared, with their faces of contact 
 worked square and parallel by means of a planing machine. The ribs are also 
 further stiffened by other pieces, and they rest on a cast iron abutment plate, thin 
 sheets of lead being laid between the iron and stone, to preserve the latter from 
 the effects of any unequal pressure. The bridge is covered by a timber plat- 
 form 6 inches thick, upon which oak longitudinal beams are laid to receive 
 the rails. 
 
 The Piers of the Bridge are 14 feet thick at the foundations, and diminish 
 upwards to 10 feet ; the abutments are 14 feet thick at the foundations, and 
 arched on plan as shown upon the plate. The bridge rests on red marie, inter- 
 sected with beds of gypsum, and the foundations of the piers were carried up by 
 means of coffer dams. The masonry is seated on a platform of baulks crossed by 
 half baulks, trenailed together. 
 
 The total cost of the Bridge was £21,000; the whole of the iron, including 
 carriage and fixing, being £10,000. The amount of cast iron was about 680 tons, 
 and of wrought, five tons. 
 
 s2
 
 SPECIFICATION 
 
 Of Works required in Constructing a Bridge over the River Trent. 
 
 EXCAVATION AND MASONRY. 
 
 The respective parts of the Works are to be built and made of the dimensions 
 shown in the drawings, and agreeably to this specification. 
 
 The excavations for the Foundations are to be sunk to the depths shown on 
 the drawing. A Coffer Dam is to be constructed for laying the foundations of the 
 south pier; the dimensions of which, as also the mode of construction, to be ap- 
 proved of by the Engineer. 
 
 The dimensions required for the base of the said Pier, is to be enclosed by 
 driving Sheeting Piles, 6 feet in length and 4 inches in thickness, each having a 
 wrought iron shoe of l^lbs. on its lower end, the piles to be driven until their 
 tops are nearly level with the river bed. The space so enclosed is then to be ex- 
 cavated from 3 feet 6 to 4 feet below the bed of the river, and layers of Concrete, 
 forming a depth of 2 feet, to be laid completely over and upon the space within 
 the sheeting piles, the upper layer of concrete having been truly levelled up 
 and down stream, a Grating of Timber to receive the masonry is to be laid 
 upon it. 
 
 The component parts of the concrete, and the proportions of each, will be 
 hereinafter specified ; and the foundations will be required to be kept free from 
 water, until the concrete has become properly set. 
 
 The Grating to be of Memel Beech, or Elm timber, of the following dimen- 
 sions: the outer Sills lying transversely to the bridge, to be 12 inches square; the 
 intermediate ones, 3 in number, to be 12 by 9 inches : the Cross sills to be 9 in- 
 ches square, and to be sunk into the transverse ones at the points of intersection, 
 then to be properly trenailed and secured : the Spaces between the timbers to be 
 filled with Concrete. 
 
 A similar grating, &c., to be used for the other piers and abutments, if 
 thought necessary : in that case they wiU be paid for according to the Schedule 
 prices.
 
 141 
 
 The whole of the Abutments and Piers are to he built of Ashlar stone, the 
 largest blocks being selected for the bottom courses, and no course to be less than 
 18 inches high; the beds of the stretchers to average 21 inches, the headers to 
 form a third of the whole face, and to be 3 feet (j inches deep on the bed, the beds 
 and end joints to be truly wrought. The face from the foundations, to 2 feet be- 
 low water level, to be pick dressed. The remaining part to have a tooled or 
 drafted margin, the remainder of the face to be neatly punched. 
 
 The filling of the Piers and backing of the Abutments to be of Ashlar stone, 
 having one good bed. Two stones may be used to make the height of a course 
 each of which must be evenly levelled off: sound well burnt Bricks may be sub- 
 stituted for the stone backing of the abutments, if the Engineer should approve 
 of the quality. 
 
 The impost or moulded course under the springing of the Arches to be 
 neatly tooled, and wrought in lengths not less than 3 feet, to be 2 feet on the pier, 
 and filled with solid Ashlar masonry between. 
 
 The salient Angles of the piers to be formed with stone blocks of large dimen- 
 sions, and no joint to be within 2 feet of the angular point. 
 
 The Caps of the Piers are to be formed in two blocks neatly tooled, close 
 jointed and connected with iron dowels. 
 
 The stone blocks forming the Springing courses to be the whole depth of the 
 cast iron abutting or Springing Plates which is laid upon them, the bottom beds 
 to be 3 feet deep, and not less than 3 feet long; the back joints to be wrou"-ht 
 square, and filled in with square wrought Ashlar masonry, so as to make the top 
 of the piers a close bed of Ashlar work. The backs of the Springing Courses and the 
 filling course are to be jointed and joggled thus f^ZJZ^^^^^^^^ZZJZ^^^fZZ^ into which 
 the springing plates, junction frames, or pier ^----T'-~--L----j--~J.^^~^ standards, 
 are to be sunk. 
 
 The wings are to be faced with Ashlar stone, neatly tooled; and the backin" 
 is to consist of flat bedded Rubble masonry, properly bonded, and closed in each 
 course, the Ashlar work to average 1 foot 9 inches in the bed, and to have headers 
 in the proportion before described for the piers and abutments. 
 
 The Base Cornice (the members of the latter are to correspond with the cast 
 iron cornice over the arches) and Coping to be of Ashlar stone, of the figure and 
 dimensions shown on the drawing, closely tooled. The Parapet is to be of solid 
 blocks, each the height of the Parapet, margin drafted and punched, as before 
 described, and to be coped with a moulded coping of 12 inches thick, having 4 
 inches projection on the outer face. 
 
 The whole of the Stone for this work to be of the best quality, from the
 
 142 
 
 Cromford quarries, or some other which produces equally good stone ; as to colour 
 and quality, to be approved of by the Engineer. 
 
 The exterior face of all the Masonry in the Bridge, to the level of the tops 
 of the piers from the foundations, for 9 inches in depth, from the outside, to be 
 set in the best Roman cement, with a proper proportion of clean sand, or in mortar, 
 made in the following manner : — " Two measures of barrow Lime, one measure of 
 Pozzuolana, and three measures of clean Sand ; the whole to be well ground and 
 tempered until it forms a tough paste. No more water is to be used in mixing 
 than is absolutely necessary to thoroughly incorporate the mixture. The Backing 
 Mortar to be composed of one measure of Lime, half a measure of Pozzuolana, 
 and two measures and a half of clean sharp Sand, ground, tempered and mixed as 
 before stated. 
 
 The Concrete is to be made of fresh barrow Lime, ground as described for the 
 mortar, and mixed with clean sandy Gravel, in the proportion of 1 of lime 
 to 4 of gravel, mixed with the least possible quantity of water; the whole to 
 be well beaten, and tui*ned twice at least with a shovel, and used while in a 
 hot state. 
 
 The Contractor is to cut away and open the banks of the River, to suit the 
 new constructions, as may be directed. He must also cut a temporary Channel 
 for the water on the north side, to enable him the better to get in the foundations ; 
 and also construct all Dams necessary for the construction of the work. He must 
 find all materials necessary for the construction of the work, according to the plan 
 and this specification, and complete the same to the entire satisfaction of the 
 Engineer, who shall have power to reject any improper materials, or order any in- 
 suflBcient work to be taken down and rebuilt ; and his decision as to the intent 
 and meaning of any and every part of this specification is to be binding on all 
 parties concerned. 
 
 IRON WORK. 
 
 The Bridge is to have 3 Arches, each of 100 feet span, having a versed 
 sine or rise of 10 feet; the inner curve being a segment of a circle of 260 feet 
 diameter. 
 
 Each Arch is to consist of six Ribs of cast iron, and each rib to be composed 
 of 3 pieces ; each piece being a solid casting, forming the segment spandrels and 
 roadway bearer. The Segment Pieces are to be 3 feet deep at the springing, and 
 to diminish 2 feet 6 inches at the crown; the plate of the segments, excepting 
 the outer ones to be 2 s inches thick, strengthened with a top and bottom web, or
 
 143 
 
 ^ 
 
 id-b 
 
 Roadway Bearer. 
 
 Flange, 2^ inches scjuarc, thus the plate of the two outer segments 
 to be 2 inches in thickness. The joints of the segments arc to be con- 
 nected by Tie Pliites of a siiuilur depth and tiiickness, and reaching tlie 
 entire width or breadth of the bridge. The webs or Flauches to be re- 
 turned on the ends of the joints of the segments, by which they are to 
 be secured to the Tie plates with I ^ inch screw Iwlts. 
 
 And further, to be braced late-rally with feathered Diagonal Braces between 
 each lie plate, secured to the segments by inch screw bolts, passing through 
 flanches to be cast upon them; the Braces to be (5 inches broad in section, 
 thus |^'-H:t*j- The ends of the Segments are to rest upon and be fitted to cast 
 iron tr'TTJ^ Springing Plates, bedded and sunk into the abutments and piers, 
 3 inches thick, with raised grooves to receive the same. The plate of the Road- 
 way Bearers is to be 1 i inch thick and 9 inches deep, with a flanche on each side, 
 on the top, of 3 inches by 1 i. 
 
 The Spandrel fillings, next the pier standards, are to be 6 by 4 inches, and 
 reduced gradually to 4 inches s([uare, as they approach the crown of tlie arch ; 
 those on the outer ribs to be formed in section, thus r" '~\ with Gothic heads, 
 as shown in elevation. '^-^ 
 
 The inner four to have plain vertical pieces of the 
 above dimensions, and the Gothic heads to be omitted, thus. 
 The several spaces of same being the same width as the 
 outer ones. 
 
 The pier Standards are to be of the dimensions shown 
 on the elevation, and 2 inches thick ; those on the outside to have a sunk panel, 
 the inner ones plain ; and they are to be secui'ed at their junction with the ribs 
 by flanches, with proper screws, bolts, and nuts. 
 
 The Roadway bearers are to be braced by one set of Diaf'onal Braces 
 between the crown of the arch and pier standards, to act on points at least 
 12 feet apart in the length of the bearer; to be feathered castings, 4 by 2 in- 
 ches — thus |z[Jq attached to the bearers by flanches, bolts, &c., as before 
 stated. 1^*'"^ 
 
 A Cornice of cast iron, 3-4ths of an inch thick, and of the figure shown 
 on the elevation, is to be secured to the outer bearers by inch screw bolts. 
 
 The parapet railing is to be of wrought iron, 7-8ths of an inch S(iuare; but 
 the Gothic heads may be of cast iron. The handrails to be 2 i inclies broad, and 
 7-8ths thick, rounded on the top, and riveted to the Gothic tops of the railing. 
 The number of tliem is shown on the drawing, and they must be keyed into the 
 base or plinth of the parapet.
 
 144 
 
 The Eoadway is to be formed of half baulks of Memel timber, Kyanized. To 
 be not less than 12 inches broad and 6 inches thick, and placed so as to leave 
 spaces of 2 inches between them. 
 
 Each Timber to reach the entire width of the bridge — namely, 27 feet ; and 
 to be secured to the roadway bearer in two points of its length, by screw bolts 
 Jths of an inch square — the bolts to be dipped into white lead before being 
 driven; or, if the Engineer shall direct, the screw bolts shall be dispensed with, 
 and the timber secured to the bearers by battens spiked to them from below ; in 
 which case, the upper flanche of the bearer will require to be cast beveled, so as 
 to form a dovetail between the battens. 
 
 All the Joints of the Castings shall be truly fitted solid, by chipping or 
 filing, and no packing of sheet iron, wedges, or cement, shall be used, but the 
 workmanship shall be of the very best kind possible. The Castings shall be 
 of the best grey metal, No. 2, without flaw or defect, and shall be put together 
 and erected at the foundry where they are cast, and be subject to the inspec- 
 tion of the Company's Engineer, who shall reject all such as he may deem 
 insufficient. 
 
 The Contractor to find all Models, fitting materials, centres, timber, tackle, 
 and labour ; to make, erect, and complete the iron work as aforesaid upon 
 the masonry provided to receive it, according to the true intent and meaning 
 of the Plans, sections, and specification, and to the entire satisfaction of the 
 Engineer. 
 
 The iron work to be painted when temporarily erected, and two coats when 
 permanently fixed, of the best white lead and linseed oil.
 
 8LAMAN NAN K A I \A\ .\ V 
 
 .lOlLX MACNi:iLL, Ksy., Enoinkeu. 
 
 Slama.nnan is a village in Scotland, ami sitnatod in the uiii»er \nirt vl' the county 
 of Stirling, or about fifteen miles in a direct line from Glasgow in a north-easterly 
 direction. This Railway forms one of the links of communication between the 
 mineral districts of Stirling and Lanarkshire, and the cities of Edinburgh and 
 Glasgow. The Act for the undertaking was obtained in the year 1834, and the 
 line was opened in the spring of 1840. 
 
 The line of Railway is 12.488 miles in length, and lias both severe gradients 
 and sharp curves upon it. There is an incline of 6,635 yards, 1 in 1(IU, and 
 another 3,435 yards at the same rate, amongst others, and which are worked by 
 locomotives. The curves vary from 20 to 80 chains radius. 
 
 The line is executed on a scale of rigid economy, and the earthworks are not 
 heavy. Only a single way is laid down, and it is estimated to have cost about 
 £8,128 per mile, the permanent way included, which was executed for 5.v. per 
 lineal yard. The completing of the way with a double line- is estimated at 
 £10,000 per mile. 
 
 SPECIFICATION 
 
 Of the Work to be executed by the Contractor for the First and Second Lot 
 
 oj'this Railway. 
 
 This portion of the Railway commences at a point on the Hallociiney Kail- 
 way, in the lands of Stanrigg, marked by a pin driven into the ground, and 
 numbered 1. 
 
 T
 
 146 
 
 This point corresponds with the points marked A on the Plan and Section of 
 the first division of the proposed Railway hereto annexed. 
 
 The Line runs in nearly a N. E. direction through the lands of Longrigend. 
 Longrig, Lodge, Binnyhill, Balquharson, and Peatrigend, and terminates at the 
 fence at the east side of the road leading to Pirney Lodge, after crossing the 
 Burn. 
 
 The Red line on the plan represents the centre midway between the two lines 
 of Railway, and is now marked out by stakes driven in the ground at every 100 
 feet apart, which are numbered on the top, commencing with the figure 1, at the 
 Ballochuey Railway. These numbers are continued in regular series up to No. , 
 which terminates the fii'st Lot. 
 
 The stakes are represented on the section by the same figures. The height 
 of embankments, and depth of cuttings, are shown by the figures in red on 
 the Section at each of these stakes, which are 100 feet apart along the whole 
 line. 
 
 Two large stakes will be driven firmly into the ground ; one near the middle 
 of the lot, the other near the termination, in the lands of Peatrigend, but out of 
 the line of Railway, so as not to be disturbed by the operation of the works ; and 
 which are to serve as standard Bench marks, to which the level of the stakes are 
 to be referred in the first instance, and during the progress of the works. 
 
 These Bench marks and stakes will be levelled by the Superintendent, and 
 the Contractor is to satisfy himself of their accuracy before he commences the 
 work ; and he is to sign a paper to that efiect, to prevent all disputes as to levels, 
 as no extra sum whatever will be allowed the Contractor for cutting or embank- 
 ing, beyond the depths or heights marked on the section hereunto annexed, in 
 order to acquire the rates of Acclivity marked on the said Section ; that is 
 to say — 
 
 1 in 112 from A to B, being a distance of llSSk yards; 
 1 in 349 from B to C, being a distance of 1233 J yards; 
 1 in 300 from C to D, being a distance of 400 yards ; 
 1 in 100 from D to E, being a distance of 6649f yards; 
 
 the whole measured along the surface of the Rails, when laid in the chairs, and 
 fixed to the blocks or sleepers.
 
 u; 
 
 CUTTINGS AND EMBANKMENTS. 
 
 Tlie roadway through the Cuttings, at the surface of the rails, is to be 25 
 feet wide, except througli the Moss, where it is to be 35 feet wide. The sides of 
 the Cuttings are to he formed with slopes, 1 to 1, where the cutting does not 
 exceed 4 feet in perpendicular height; H horizontal to 1 perpendicular, where 
 the height does not exceed 1 feet ; and at all heights above that, the slopes are 
 to be 2 horizontal to 1 perpendicular. 
 
 The Embankments are to be 30 feet wide, when raised to the proper height, 
 and formed ready to receive the ballasting, except in Moss, where it is to be 
 35 feet. The slopes of all Embankments are to be 2 horizontal to 1 per- 
 pendicular. 
 
 All the Materials arising from the cuttings are to be employed in raising the 
 embankments ; and should it produce more than is necessary for this piu-pose, the 
 residue is to be applied to giving a greater width to the embankments, by widen- 
 ing out the slopes, or otherwise disposed of in places equally convenient for the 
 Contractor, as may be pointed out by the Engineer or Superintendent to the 
 Company for the time being. But if the materials procured from the cuttings be 
 not suflicient to make up the embankments to the specified heights and widths, a 
 sufficient quantity must be procured by making the cuttings wider than specified, 
 or by flattening the slopes, as may be pointed out by the Superintendent or 
 Engineer, without any additional expense to the Company. 
 
 Before any Embankment is commenced on any part of the line, except 
 through the moss, the Soil is to be raised for a depth of G inches over the whole 
 space to be occupied by the embankment, and for the depth of 1 foot over the 
 space to be excavated, and removed to some convenient site, pointed out by the 
 Inspector or Superintendent ; to be hereafter employed in soiling down the slopes 
 of the Cuttings to a depth of not less than 6 inches, and the slopes of the 
 Embankments to a depth of not less than 1 2 inches. This part of the work is 
 not to be done until after all the slopes are carefully levelled, trimmed, and 
 dressed, and reported by the Superintendent to be sufficiently consolidated and 
 firm. 
 
 The Embankments are to be raised by Lifts not more than 4 feet thick, and 
 the Contractor is to satisfy himself that each layer is perfectly consolidated before 
 he commences a new one over it. 
 
 T 2
 
 148 
 
 In the cuttings through the Moss, Drains are to be formed at the bottoms 
 of the slopes, as shown in the Drawings hereunto annexed (vide Fig. 1 on 
 Plan.) These drains are to be 9 feet wide at top, 3 feet deep; to slope on 
 the outside as the cuttings — that is, 2 horizontal to 1 perpendicular, and on the 
 inside 1 to 1 . Two Drains are also to be cut, one on each side of the road, at 
 the top of the cutting, and 6 feet from the edge of the slopes; these Drains are 
 to be 8 feet wide at top, 3 feet at bottom, and 3 feet deep : the moss taken from 
 them to be deposited on the outside of the drains, not less than 3 feet from the 
 edge thereof 
 
 In the moss the embankments are to be formed with slopes of 2 horizontal 
 to 1 perpendicular, and to be 30 feet wide at the surface level of the rails. 
 
 Before the Sleepers are laid on the surface of the embankment, a space of 
 15 feet in width is to be covered with heather and green sward, or divits under 
 the ballasting. 
 
 Should Rock be found in the cuttings, the slopes may be ^ horizontal to 1 per- 
 pendicular; and the Contractor is to allow the Company, or the Contractors for the 
 other portions of the line, to quarry and take away whatever quantity they may 
 require for Blocks, masonry, ballasting, or any other work the stone may be fit for, 
 without any charge whatever, provided there is a superabundance above what he 
 will require for his own portion of the work; the Company, or Contractors, 
 giving him, in place of the stone thus taken away, as much earth or other material 
 as will make up the same quantity of eml)ankment, should he so require it. 
 
 DWARF WALLS. 
 
 Vide FiiT. 2 on Plan. 
 
 The Contractor is to cast out the foundations, and build Dwarf Walls through- 
 out the cuttings, except in moss, to the extent of 2,700 yards, on each side of the 
 road; these Walls to be 21 inches thick at bottom, 15 inches at top, and 2|- feet 
 high, and coped with two courses of 3 inch divits ; these dwarf dykes to be of 
 substantial dry stone work, with thorough bonds not more than 1 yard apart. 
 
 FENCES. 
 
 Post and Rail Fences are to be erected along each side of the Railway, at 
 the top of the cuttings, and at the bottom of the embankments, except through 
 moss; — these Fences are to consist of the best description of post and rails, and
 
 149 
 
 quick plants, or of eartlicu mounds, and stub fence. Tlicse inuunds to be 2 J^ feet 
 high, 5 feet broad at the bottom, anil 3 feet broad at the top ; tiio sides, to the 
 thickness of 1 foot, to be laid with divits on their flat bed, and the centre to be 
 made up with fine soil, taken from the Railway sides of the Fences. The plants 
 are to be provided by the Company, but they are to be planted by the Contractor 
 in a careful and workmanlike manner, nt such times and seasons as may be pointed 
 out by the Engineer to the Company. The Contractor to have the lil)erty of 
 putting up either the post and rail fence, or mound and stub fence, as he may 
 think proper, but it is to be uniform throughout the whole length. 
 
 DRAINAGE. 
 
 Besides the preparatory Drains already described along the moss. Cross 
 Drains are to be formed where there is any run of water, or means of carrying oil' 
 surface water. These Drains are to be open cut, 4 feet wide, and 3 deep, and made 
 to communicate with the nearest stream or outlet for the discharge of the water. 
 
 Two Main Drains are to be cut, in such places as may be pointed out by the 
 Engineer; these drains to be 10 feet wide at top, 3 feet wide at bottom, and of 
 sufficient depth to communicate with the side drains already described in the 
 cuttings through the moss. These drains are intended to carry oft' tiie water that 
 would otherwise accumulate in the side drains, and overflow the road. They must 
 be made in the best manner for discharging the water, and carried to a suflScient 
 length to communicate with the stream that now runs to the South of the moss, 
 or to some low situation where the drainage may be affected. 
 
 The Contractor shall also open the Foundations and build Drains along the 
 Railway, (except in moss,) and embankments to the extent of 2,700 yards; the 
 bottom of the drain to be 1 foot below the bottom of the level prepared for bal- 
 lasting. The bottom of these drains are to have the same declivities as the Kail- 
 way when finished. These drains are to have Inlets in such places as may be 
 pointed out by the Engineer. The Contractor is also to open foundations and 
 build Cross Drains to the extent of 3.50 yards, on such parts of this portion of 
 the Railway as may be fixed on by the Engineer, or his Inspector. 
 
 All these Drains shall be 1 foot square in the clear ; the Side Walls shall be 
 substantial Rubble masonry, not less than 1 foot thick, and laid in well prejjared 
 mortar; the Covers not less than 4 inches thick, no stone of which shall be less 
 than 12 inches broad, and neatly hammer-dressed in the joints, and to have a 
 bearing on each side of not less than G inches; the Bottom to be laid with stouf. 
 set on edge, not less than 5 inches deep, and laid in well wrought clav puddle.
 
 150 
 
 440 yards of Open Drain is to be made along the outside of tlie Eailway, in Mr. 
 Waddell's lands of Peatrigend. Besides the 350 yards of cross drains already 
 described, five Cross Drains are to be built in the lands of Balquharson, the pro- 
 perty of Mr. AVaddell. 
 
 Three wooden Trunks, 18 inches square, are to be provided, and of sufficient 
 length to cross the Eailway in the moss, (vide Fig. 4 on Plan,) and are to be 
 laid sufficiently low to carry the water from the main drains on the upper side 
 of the moss to the main cross drains before described. These Trunks to be of 
 Elm, or Fir, 3 inches thick, spiked, and bound with oak ties, or bonds, 4 inches 
 square, tenanted and keyed; these bonds to be placed 4 feet apart along the 
 trunks, and one 6 inches from each end. Should more of these trunks be necessary 
 than those mentioned, the Contractor to be allowed for them extra, at a fair price, 
 to be settled previous to the work being done. 
 
 BALLASTING. 
 
 The whole extent of this division of the Eailway is to be ballasted to the 
 depth of not less than 9 inches on the Embankments, and ten inches through the 
 Cuttings, the width to be 12^ feet. The remaining portion of the width of 
 Eailway to remain at present without ballast, for a space of 200 yards in length. 
 The ballasting is to be the full width of 25 feet, for the Sidings in such places as 
 may be hereafter agreed on by the Engineer. 
 
 The Ballasting is to be of hard durable free stone, from the quarry at Arden, 
 or any other quarry that may be approved of by the Inspector, broken so that 
 every stone may pass in any direction through a ring 3 inches diameter. This 
 ballastino' is to be procured, carried, and spread on the Eailway by the Contractor; 
 but not until the Engineer is satisfied that the embankments are consolidated, and 
 the surface prepared and levelled, and brought to the rates of Acclivity that will 
 be necessary to produce the rates already specified, and marked on the section, 
 when the rails are laid. 
 
 Before the Ballasting is laid through the Moss, the surface is to be first 
 covered with a layer of goss, whin, or fern, over which a layer of green vegetable 
 sod or turf is to be laid, 4 inches thick, evenly laid and jointed : if Gravel can be 
 had it may be used over the moss, instead of broken free stone ; but it must be 
 put on double the thickness above specified — that is, 20 inches thick. The bal- 
 lasting may be got at Callough Burn quarry, or such other quarry as may be 
 approved of by the Eesident Engineer.
 
 151 
 
 liLOCKS AND SLEEPERS. 
 
 The Blocks to be provided for this work are to be taken from Craig Mochaii, 
 or Avon Bridge, or such quiirrios as may be approved of by the Inspector. To be 
 not less than 9 inches thick, 18 inches square on the top, and 20 inches on tlie 
 sole; those at the joinings to be 12 inches thick, 20 inches square on the top, and 
 24 inches on the sole. To be free from cracks or fissures, and otherwise neatly 
 hammer-dressed to the shape of the drawing, with the top and bottom quite 
 parallel, and so that every block shall rest on the natural bed of the stone. Two 
 holes are to be bored in each block, 5 inches deep, and 1^ inch in diameter. These 
 blocks to be placed as hereafter described, through the cuttings and embankments 
 on the solid ground. 
 
 Through the moss. Sleepers are to be used ; they are to be of fir, or elm, that 
 would square to 8 inches, and to be 9 feet long. Longitudinal Beams are to be 
 laid along the sleepers, at least 9 feet 9 long, and 4 inches deep, and 10 inches 
 broad, scarf jointed, to receive the chairs for the rails; the spikes to pass through 
 these longitudinal pieces, and enter at least 3 inches into the sleepers. 
 
 The Blocks and Sleepers to be placed 3 feet apart, for receiving the chairs. 
 
 In the very soft and deep portions of the moss, and such places as the 
 Resident Engineer shall direct, there must be a Platform of Timber, about 100 
 yards in length, (vide Fig. 6 on Plan:) this platform is to consist of common 
 Fir poles, 5 or 6 inches diameter, and 10 feet long, placed side by side, so as to 
 fill up the space between the sleepers; two beams of timber, 8 x 10 inches, are 
 to be laid along the sleepers in the line of the rails ; these beams are to be laid so 
 as to break joint with the one on the opposite side, and to be firmly fixed to the 
 main sleepers by brackets and bolts, the joining of these beams to be at a main 
 sleeper, the openings between the sleepers and the cross pieces to be filled with 
 moss, or heather, and the whole covered with gravel, or quarry chips, 4 inciies 
 thick. As the length of Platform that will be required is uncertain, the Contractor 
 is to give in his tender a price per running yards. Should it be required, upright 
 fir piles are to be driven into the moss, for the sleepers to rest upon ; these piles 
 to be 8 inches diameter, and 8 or 10 feet long ; the sleepers to be firmly spiked to 
 the piles, and their ends secured by diagonal braces. This work is to be estimated 
 for by the yard, so that it may or may not be used, as occasion requires.
 
 152 
 
 EAILS. 
 
 The Rails required for the work will be provided by the Company ; but the 
 Contractor is to load, and lay them through the whole extent of this division of 
 the Railway, in a single road, and that in the centre of the formation, with one 
 set of offset plates, blocks, and other materials, and works necessary for the con- 
 nexions. All the Blocks, sleepers, offset plates, and rails, are to be accurately 
 laid, both as to the line of direction, curve, and level. The joint Chairs to be 
 neatly keyed, and the intermediate bearing Chairs carefully wedged. 
 
 The iron of which these keys and wedges are to be made, will also be pro- 
 vided by the Company, but the Contractor for the work must execute the work- 
 manship thereof, and carry them to the line. 
 
 The Chairs are to be fixed to the blocks by two pegs, made of Scotch oak, 
 with an iron pin, f of an inch diameter, and G inches long, in the centre of 
 each. The Company to provide these pins, but the Contractor is to provide the 
 pegs. 
 
 Before laying the Blocks and Sleepers, the ballasting under them, and 
 immediately adjoining them, is to be reduced to a solid and compact mass, by 
 ramming them with a paviour's jumper,' except where the sleepers are laid on 
 moss. 
 
 The Rails will be delivered to the Contractor at the nearest point of the 
 Ballochney Railway, and the Chairs, and other castings, from the foundry, 
 
 in , at such times, and in such quantities, as the Resident Engineer may 
 
 think desirable or necessary. 
 
 The Contractor is to be allowed the use of part of the Rails and Chairs, for 
 carrying out the stuff, or loading building and other materials along the line ; but 
 he must provide Sleepers, offset plates, switches, keys, and pegs, necessary for lay- 
 ing the temporary roads. 
 
 The Contractor shall furnish and provide all the necessary Tools and 
 apparatus for laying the Blocks, sleepers, chairs, and rails, and adjusting them to 
 the proper curve and level. 
 
 The Contractor not to be allowed the use of more than three quarters of the 
 quantity of Rails necessary for the permanent road ; and should he injure, break, 
 lose, or destroy, any of the rails or chairs, in using them for the Company's road, 
 he must replace the same with others in every respect similar to those he may have 
 injured, broken, lost, or destroyed.
 
 153 
 
 In order to provide for the safety of tlie rails, the Temporary Koad is to 
 be laid, and maintained in good condition ; and the waggon wlioeis and axles em- 
 ployed thereon shall also be properly constructed, and kept in good working 
 order, to the entire satisfaction of tlie Engineer to the Company for the time 
 being; and no Waggon weighing more than 2^ tons gross, shall upon any account 
 be allowed to pass along any of the temporary roads. 
 
 BOXING, &c. 
 
 When the Rails are laid, and permanently fixed, to the satisfaction of the 
 Engineer, the ballasting is to be covered with good Boxing material, 10 inches 
 thick in the middle between the rails, and diminishing gradually to 5 inches at 
 the sides, as represented in the cross section, (see Figs. 7 and 8 on Plan.) 
 The Boxing to consist of hard, durable free stone, broken so that no stone will 
 weigh more than 4 ounces. That part between the rails, for a width of 3^ feet, 
 and depth of 6 inches, is to be laid with the hardest of the stone produced from 
 the dressing of the blocks, or scaling of free stone ; these to be broken, so that no 
 stone will weigh more than four ounces. The surface to be blinded, or di'essed 
 with 2 inches of tine gravel, or quarry chips, free from clay, to within an inch of 
 the surface of the rails. If required, one side of the road through the cuttings, 
 to the extent of 2,700 yards, is to be edged or bordered with a neatly hammer- 
 dressed free stone Curb, no stone of which is to be less than 14 inches deep, nor 
 less than 15 inches long; to be 5 inches thick at top, and 8 inches at the bottom, 
 and to be neatly dressed in the joints to the depth of not less than 6 inches. 
 The water channels, to the breadth of G inches, and to the same extent as the 
 curb stone above described, is to be laid with hard stones set on edge, not less than 
 4 inches deep, and all laid and neatly packed, pinned, and pointed. The boxing 
 to be taken from Avon Bridge or Craig Slochan quarry, or such other quarry as 
 the Resident Engineer may approve. 
 
 When the boxing and roadway is completed, the surface is to be neatly 
 trimmed and dressed, exactly to the curve represented on the cross section.
 
 154 
 
 MASONRY. 
 
 There are to be three Occupation Bridges, two Parish road Bridges and four 
 Arches, or culverts, in this division of the work; the particulars of which are as 
 follows : — 
 
 No. 1. Parish Eoad and Bridge. 
 
 The Parish Road, leading from Avonhead to Slamannan, is to be crossed by 
 the Railway at the point D, as shown in the plan, in a 9 feet cutting. By lower- 
 ing the parish road, a crossing may be made on the level, and in this case a bridge 
 need not be built; but should the Company not be able to effect such an 
 arrangement, then the Contractor is to build a bridge as shown in Plan No. 1, and 
 according to the following specification: — 
 
 The foundations are to be excavated sufiiciently deep to secure a solid and 
 uniform bearing. The walls of the bridge to be founded, and carried up to 1 foot 
 above the surface of the ground, with stones measuring not less than 6 inches 
 thick, nor less than 6 superficial feet on the bed; the joints to be made to fit each 
 other, and laid in even courses of uniform height. 
 
 The face of the Abutments, arch, wings, parapet, and outside spandrel walls, 
 to be coursed work, with close square joints. No course in the abutments shall 
 be less than 8 inches thick, and to be of the same thickness throughout ; no stone 
 in the abutments to be less than 1 foot 4 inches on the bed ; no stretcher less than 
 18 inches long, and no header less than 2| feet long, laid 1 header for every 2 
 stretchers. None of the arch stones to be less than 21 -inches long, nor less than 
 11 inches deep, and their beds neatly dressed, to radiate to that part of the arch 
 where laid. 
 
 The face of the Abutments, arch, corners of wing walls, and spandrel walls, 
 likewise to have chisel draft round each joint, and bratched in the centre, not less 
 than twenty-four stripes to the foot. 
 
 The quoins of the Abutments, ring pins, string course, and coping of parapet, 
 and pillars at the ends of parapet, to be droved work ; the quoins and ring pins 
 to project I of an inch, and each joint to be chamfered to that depth, and the ring 
 pin to be made to vary in depth, so as to square with the joints of the outside 
 spandrel walls. No course in the wing walls to be less than 8 inches thick; no 
 stone less than 12 inches broad on the bed; no stretcher less than 8 inches 
 long ; no header less than 24 inches long, laid 1 header for every 2 stretchers.
 
 155 
 
 The face of the Wing Wulls is to Lc neatly hammer-ilresscd, with a chisel 
 draft round each joint. The string course to be 12 inches thick, and no stone to 
 be less than 18 inches long, and to project 2^ inches. »The parapet wall to be 
 1 foot thick, and 1 stone in breadth, wrought in the same manner as the abut- 
 ments, and spandrel walls. The c^pe of the parapet walls to be l(j inches broad, 
 and 9 inches thick at the centre, and weathered off 2^ inches on each side; no 
 stone to be less than 18 inches, and to be connected to each other by cast iron 
 dowels, 6 inches long, and 1^ inch square, run with cement. 
 
 The cope of the pillars, at the extremity of the parapet walls, to be 1 foot 
 thick, dressed, and weathered off, as described for the cope of the parapets, and 
 firmly bolted to the masonry below. 
 
 The other parts of the building not here described, to consist of substantial 
 Rubble masonry ; and all the stones to be laid on their natural bed, and all well 
 packed, primed, and pointed. 
 
 The back of the Abutments, and space beliind the wing walls, to be made up 
 with hard dry materials, in courses not more than 1 ^ foot thick, and beat up hard, 
 and tirmly placed behind the walls. "^ 
 
 When the Masonry is completed, and finally ai)proved of by the Engineer, 
 then the approaches and roadway are to be made up by the Contractor, and the 
 roadway is to be covered with broken stones to the breadth of 12 feet, and 1 foot 
 thick. 
 
 The Contractor must be particular as to making up the Mortar fresh before 
 it is used; it is to be composed of good lime, and mixed with sharp river sand, in 
 the proportion of 1 of Lime to 2 of Sand. The lime to be well burned and 
 slacked, and the whole well wrought, and thoroughly mixed with the sand, and 
 used whilst fresh. 
 
 The Contractor is to make and maintain a Temporary Road, for the 
 accommodation of the public, while the bridge is erecting; he is to fence off thi; 
 same, and do everything else that the Inspector may deem necessary for the safety 
 of the public. 
 
 As it is uncertain whether this Bridge will be required or not, or the parish 
 road changed, the Contractor is to specify the sum for which he will build it 
 separately. 
 
 u2
 
 156 
 
 No. 2. Occupation Bridge. 
 Vide Plate No. 67. 
 
 The Contractor is also to excavate the foundations, and build an Occupa- 
 tion Bridge over the Railway, in the lands of Longrigend, at the point marked E 
 in the plan and section. The Bridge is for the accommodation of the occupier of 
 the land, and is to be built according to the Plan No. 2, the Abutments and Wing 
 Walls according to the specification for the Bridge No. 1. 
 
 Timber Beams are to be thrown across the piers, instead of a stone arch, as 
 shown in the plan and sections. These Beams are to be of Memel Timber, 1 foot 
 square, and trussed with 2 inch round iron, resting in three Saddles, as shown in 
 the plan. The Beams are to rest on a sleeper of Memel, 6 inches by ] 2, and are 
 to be bound and connected by an iron Rod, and the upper surface sheeted with 
 planking of the best description, 3 inches thick, firmly spiked to the main beams, 
 and the roadway protected by two iron hand rails, as shown in the plan. 
 
 No. 3. — An Arch is to be built under the embankment, at the point marked 
 F in the plan and section, for farm occupation. This Arch is to be built according 
 to the Plan No. 3, which accompanies this specification. The ground is to be 
 Excavated to a sufiicient depth to secure a good and solid base for the masonry. 
 The whole of the walls are to be founded with stones, not less than 2 feet broad, 
 4 feet long, nor less than 10 inches thick, and dressed to a parallel upper and 
 under bed ; hammer-dressed in the joints, and carried up in this manner to 1 foot 
 above the level surface of the ground. 
 
 The Abutments, arch, and wing walls, shall be of coursed work, and of the 
 same thickness throughout. No course in the abutments, or wing walls, to be less 
 than 10 inches thick, and no stone to be less than 15 inches broad on the bed; no 
 stretcher to be less than 2 feet long, and no header less than 3 feet long, and laid 
 header and stretcher alternately. No arch stone to be less tlian 1 foot 9 inches 
 long, nor 2 feet deep at the spring, but may be diminished gradually to 1 foot 9 
 inches at tlie crown, and no course to be less than 9 inches thick. The soflSt of 
 the arch is to be neatly dressed to the curve, with a chisel draft round each joint, 
 and neatly picked between, and all the joints to be dressed full and fair. The 
 quoins of abutments to be returned with stones, not less than 18 inches broad, and 
 3 feet long, alternately, and those with the ring pin to be droved work. 
 
 The Wing Walls are to be coped with stones, set on edge, 1 foot deep, and 1 
 foot 9 inches broad, with a 3 inch projection; to have a chisel draft on each joint, 
 and left rough in the centre.
 
 157 
 
 All the work in this Bridge, or Arch, not particularly speoitied, is to consist 
 of the best and most substantial rublilo masonry, and the large Hat l)eddcd stones 
 laid so as to require little jjacking. The mortar used to be similar to that already 
 described, and the whole to be executed in a substantial and workmanlike manner. 
 The whole of the arch is to be covered with a layer of well wrought clay Puddle, 
 not less than 18 inches thick. 
 
 In putting in the embankment near the arches, and other masonry, care must 
 be taken to lay the stutV in regular courses, not exceeding 2 feet thick; which is 
 to be pounded well up to the masonry, and beat into a solid, fii-m mass, for a dis- 
 tance of 15 feet at least from the face of the work. 
 
 No. 4. — An Occupation Bridge is to be built in the lands of Binney Hill, at 
 the point marked G in the plan and section, in 30 feet cutting, according to the 
 plan marked No, 4, and the specification for the Bridge No. 2, of the same descrip- 
 tion — that is. Stone abutments, and wing walls, and Timber roadway. 
 
 No. 5. — A Bridge for the parish road to Slamanniin, by Binney Hill, at the 
 point marked II, in 21 feet embanking, according to the Plan No. 5, and agreeable 
 to the specification for the Bridge No. 1, already described. 
 
 A 9 feet arch is to be built over Collagh Burn, at the point marked 1 on the 
 section, according to the Plan No. 6, on the occupation road to Binney Hill, the 
 property of Mr. Waddell, and conformable to the specification of the arch over the 
 said Burn, in 35 feet embankment, as hereafter described. 
 
 The accommodation Road to Binney Hill is to be raised, as shown in the 
 ground section at I, so as to pass over the arch. It is to be 12 feet wide, and to 
 be covered with 6 inches thick of stone from the Collagh Burn quarry, properly 
 broken, and laid on at such times, and in such quantities, as may be pointed out 
 by the Inspectors. 
 
 A Fence is to be erected on each side ; it is to be of dry stone, or post and 
 rails, as may be most agreeable to Mr. Waddell. A Retaining Wall may be found 
 necessary on the East side of this road ; if so, the dimensions and price is to be 
 fixed by the Inspector, and the amount allowed in addition to the Contractor. 
 
 In case the Company should deem it advisable to deviate or alter any of these 
 plans of Bridges, and build others of a diflerent description, or omit them 
 altogether, then tiie Contractor is to be furnished witii another plan and s[)ecifica- 
 tion, to enable him to make a tender for such work : or the Company may have tlie 
 power of letting these Bridges to other Contractors, should they think proper to do 
 so; in which case, the estimated sum for these Bridges is to be deducted from the 
 amount of the general estimate, a detail of which is to be annexed to the Contract.
 
 158 
 
 ARCHES, OR CULVERTS. 
 
 Besides the bridges above specified, a Culvert, 4 feet wide, is to be built in 
 the lands of Lodge, under a 17 feet embankment, according to the figures 4, 5, 
 and 6, on the Plan No. 7. 
 
 The masonry in the Abutments and Wings to be of sound Rubble, the stones 
 to be laid on their natural beds, and all well packed, primed, and pointed; the 
 masonry of the Arch to be of dressed stone, neatly jointed and dressed, and 
 finished in a workmanlike and substantial manner. The back of the abutments, 
 and space behind the wing walls, to be made up with hard dry materials, in 
 courses not more than 18 inches thick, beat up hard, and firmly placed behind 
 the walls. The bottom of the Culverts to be paved with hard stone, firmly laid, 
 and packed with stone chips, and the ends secured by a row of large stones. 
 
 A Second Culvert of the same width is to be built in the same lands, accord- 
 ing to the figures 1, 2, and 3, on Plan No. 7, and of the same description of 
 masonry as already described for the first culvert. 
 
 An Arch, 9 feet span, is to be built over the Collagh Burn, under a 35 feet 
 embankment, according to the figures 1, 2, and 3, on Plan No. 8. The ground 
 is to be opened for the Foundation in tlie direction of the stream ; it is to be sunk 
 6 feet below the ground line, or as much more as may be necessary to secure a 
 sure and Gjcm bottom. The foundations of the Abutments and Wings to be of 
 sound rubble masonry ; feet thick at the base, to have an off of at 
 height, and 9 feet thick within feet of the ground line. The Abutments to 
 be of sound rubble, hammer-dressed on the face, and no course to be less than 
 8 inches thick, and to be of the same thickness throughout. None of the arch 
 stones to be less than 18 inches long, nor less than 12 inches deep, and their beds 
 neatly dressed to radiate to the arch. The Arch to be 9 feet span, to rise 3 feet, 
 and to spring feet above the ground line. The to be hard sound 
 
 stone, 9 inches deep, laid dry, and firmly packed. The Wing Walls to be feet 
 long, to be founded as low as the abutments, if found necessary, and to be built 
 of sound stone masonry, feet thick, and at the ground line. The Spandrel 
 and Wing Walls, from the level of the ground line, to be thick, the counter- 
 forts to rise to the level of the springing. The parapet and wing walls to be 
 coped with stone, similar to the bridges already described.
 
 159 
 
 BREAST WALL. 
 
 A breast or Retaining Wall is to be built along the bottom of the slope, in 
 front of Binncy Hill Lodge, to prevent the slopes from being injured by a run ol' 
 water in Collagh Burn in the times of flood. It is to be 2 feet 6 at bottom, 
 14 inches at top, 4 feet high, and 300 feet long, or more if required; the running 
 yard should therefore be stated. 
 
 An Arch is to be built over the Cross Burn, in a 14 feet embankment, 
 extending under the road to Slamannan by Pirney Lodge. It is to be 7 feet 
 span, to be built according to the 4, 5, 6, in Plan No. 8, and agreeable to the 
 specification of the 9 feet arch, already described, for the Collagh Burn ; and a 
 new water course is to be built, as shown on the plan of the Railway at X Y. 
 
 CROSSING OF PARISH AND OCCUPATION ROADS. 
 Not already described as requiring Bridges. 
 
 The parish Road by Lodge to Slamannan is to be raised 1 foot, by earth and 
 rubble pitching, laid by hand; the surface of which, to the depth of 4 inches, is 
 to be covered with broken whinstone, 18 feet wide, neatly and evenly spread. The 
 length to be 20 yards on each side of the Railway. 
 
 The parish Road to Slamannan at Blaquharson is to be raised 1 foot 2 inches, 
 by a rubble pavement, placed on G inches of earth tilling ; and the pavement 
 is to be covered with broken whinstone, 4 inches thick, neatly spread and formed. 
 The width to be 18 feet and the length 20 feet on each side of the rail. 
 
 Where the Railway crosses the road to Slamannan by Pirney Lodge, this 
 road is to be raised 9 feet 9 inches, as shown on the general section at G, and 
 carried on the level over the Railway. When the fdling is completed, the surface 
 of the road is to be carried up with G inches of properly broken wliinstoue, formed 
 to a proper curve, and cross section, 18 feet wide. 
 
 A post and rail Fence is to be constructed on each side of the roadway, 
 similar to that described for the Railway ; only that there is to be a double row of 
 posts and rails, to protect the quicks from cattle.
 
 160 
 
 GENERAL OBSERVATIONS. 
 
 All the Stones required for the blocks, stone dykes, and bridges, ^all be pro- 
 vided by the Contractor ; which stones shall be taken from Craig Mochan quarry, 
 Arden quarry, Avon Bridge quarry, upon payment of per fall, or from any 
 
 other quarry that may be approved of by the Engineer or Inspector. 
 
 As it is of the greatest consequence that the Blocks should be provided and 
 dressed in the quarry as early as possible, so as to be examined by the Resident 
 Engineer from time to time, previous to their being carried to the work, by which 
 means he has time to examine and reject those that are defective in size or quality, 
 the Contractor is to bind himself to furnish every month, or forfeit a 
 
 sum of 10/. for any such omission. 
 
 The Stones required for the Ballasting, boxing, drains, and dwarf walls, may 
 be got from Arden, or any more convenient quarry that may be discovered near 
 the work, upon payment of per cube yard. 
 
 The Contractor is to furnish and provide all Materials, Centering for 
 the bridges, arches, and culverts, with Waggons, tools, barrows, and implements 
 of every kind and description necessary for the proper execution of the work, with 
 the exception of the rails and chairs as above mentioned. 
 
 The work shall be proceeded with so soon as the Contract (to follow hereupon) 
 is subscribed to by the parties. The whole work herein specified shall be com- 
 pleted and perfectly finished before the 1st of 
 
 Until the Work be finally approved of by the Engineer, and taken off the 
 hands of the Contractor, he shall maintain all the works, stone, masonry, and 
 iron, and shall keep all the fields properly fenced through which the road passes, 
 so far as his operations extend; and if by neglect of the Contractor, his workmen, 
 or others, damage shall arise by cattle straying, or otherwise, the amount thereof 
 shall be withheld by the Company from the amount of the Contract price for the 
 work. 
 
 The Company is to pay all Temporary Damage on the line of road, in so far 
 as the ground to be permanently occupied extends; but the Contractor shall be 
 liable for damage done by himself or workmen by quarries, roads, or any other 
 operation beyond the line of road. 
 
 The Company reserve power to make such alterations, or deductions from, or 
 additions to the work, as they may think proper, without violating the Contract 
 to follow hereupon : Provided such deviations or alterations be made in writing, 
 signed by the Engineer and Clerk of the Company ; allowance being made in
 
 either case for the same, as shall be tixed and determincil between the parties by 
 the Company's Engineer. 
 
 The whole work herein specified shall be done in a substantial, neat, and 
 workmanlike manner, to the satisfaction of the Engineers to the Conipany. 
 
 In order to secure the proper laying and fittings of the Blocks and Sleepers, 
 rails, and chairs, for the Permanent Road, the Contractor shall be bound to 
 appoint an experienced Foreman to conduct that part of the work, and one that 
 shall be approved of by the Company's liesident Engineer. 
 
 Security will bo required for the i)roper performance of the work, and the 
 price will be paid by monthly instahnents, as the work advances, and as the 
 Superintendent shall certify, deducting one-tenth from the amount of such cer- 
 tificate of the work actually executed, and measured in detail by the Super- 
 intendent. The balance arising from these deductions to be paid the Contractor, 
 on the certificate of the Engineer, every three months, or as often as he inspects 
 tlie works. 
 
 The Contractor shall also be bound to maintain the Bridges, drains, and 
 other masonry executed by him, for the space of one year after the completion of 
 the work. 
 
 Persons desirous to contract for the work are to state a lump sum for exe- 
 cuting the whole work herein specified. The Engineer for the Company may, 
 however, call for the detailed estimate of the Contractor approved of by the 
 Company. 
 
 Should Stone be found in the Cuttings, or along the line, fit for blocks or 
 bridges, a corresponding deduction is to be made from the lump price mentioned 
 for the same, as the Company's Engineer shall consider f;iir and reasonable 
 between the parties. 
 
 The Company will not pledge themselves to accept the lowest ofier for the 
 work, unless the person so oifering be otherwise approved of. 
 
 Sealed Proposals for the work, addressed to the Committee of [Management, 
 will be received at the office of Messrs. Mitchell, Graham and Mitchell, 36, Miller 
 Street, Glasgow. (Signed) 
 
 JOHN MACNEILL. 
 London. ?i(l Aiiqufit. 183fi. 
 
 [All clauses referring to the Stone blocks and Stone bridges, centering, &c., were 
 omitted, and the Contractor was not requii-ed to include the same in his estimate; 
 also, the clauses relating to Security reijuired, &c., were omitted. — Editor.] 
 
 X
 
 LANCASTER CANAL. 
 
 JOHN EENNIE, Esq., Engineer. 
 
 Aqueduct over the River Lune. Vide Plates 68 and 69. 
 
 A very elegant Work. We cannot do better than avail ourselves of Mr. 
 Peter Nicholson's description, as given in his Architectural Dictionary; merely 
 observing that the aqueduct, like all the works of its great designer, maintains 
 at the present time the distinguished position which Mr. Nicholson has so justly 
 assigned to it. 
 
 " Mr. Rennie also constructed the Aqueduct Bridge over the river Lune, at 
 Lancaster, which is considered as one of the most magnificent works of the kind 
 extant. At the place where it is built, the water is deep and the bottom bad, — 
 the foundation is therefore laid 20 feet below the surface of the water, on a floor- 
 ing of timber resting on piles ; the Arches are five in number, each of 70 feet 
 span, and rise about 39 feet above the surface of the water. It has a handsome 
 Cornice, and every part is finished in the best manner. The total height, from 
 the surface of the river to that of the canal, is 57 feet, and the canal admits barges 
 of 60 tons burden to navigate upon it. The foundation alone of this building 
 cost £15,000, and the superstructure more than double that sum, although the 
 stone was obtained from a quarry less than a mile and a half from the spot." 
 
 Plate 69 shows the Works in state of execution, as they appeared in 
 September, 1795. 
 
 The Frontispiece (Plate 70) represents the Bridge over the Grand Junction 
 Canal at Ellsworth, upon the London and Birmingham Railway, with the works 
 in state of progress as they appeared in the month of September, 1837.
 
 LIST OF PLATES. 
 
 Pl-iTE I. London and Birmingham 7?ai/iray.— Pi-rmanent Way in excavation. 
 
 2. — — Bridge for intended Street on the Duke of Bedford's Estate. 
 
 — 3. — — Bridge oyer the Uampstead Road. 
 
 — 4. — — Bridge over Park Street, upon the Extension. 
 
 — 5. — — Ditto ditto Details. 
 
 — 6. — — Bridge for Stanhope Street. 
 
 — 7. — — Retaining Wall from Park Street to the Regent's Canal. 
 
 — 8. — — Bridge over the Regent's Canal, near Chalk Farm. 
 
 — 9. — — Ditto ditto Details of outside Main Ribs, &c. 
 
 — 10. — — Ditto ditto Details of outside Main Ribs, &c. 
 
 — II. — — Ditto ditto outside Bracing Frames, Girders, &c. 
 
 — 12. — — Ditto ditto inside Bracing Frames, Girders, &c. 
 
 — 13. — — Ditto ditto Plan showing Cast Iron Grating, &c. 
 
 — U. — — Ditto ditto Plan showing mode of fixing Chairs, Rails, &c. 
 
 — 15. — — Method of Working the Primrose Hill Tunnel. 
 
 — 16. — — Ditto ditto. 
 
 — 17. — — Details of Iron Plates for Tunnel Fronts. 
 
 — 18. — — Bridge for the Bourne End Road. 
 
 — 19. — — Bridge for Haxter's End Lane. 
 
 — 20. — — Bridge for road from Berkhampstead to Gaddesden. 
 
 — 21. — — Details of Culverts. 
 
 — 22. — — Undersetting of Rock in Blisworth Cutting. 
 
 — 23. — — Stone Bridge from Roade to Plane Woods. 
 
 — 24. — — Bridge at road from Blisworth to Courtenhall. 
 
 — 25. — — Bridge from Towcester to Cotten End. 
 
 — 26. — — Stone Bridge from Stivichal to Uearsall Common. 
 
 — 27. — — Front of Northchurch Tunnel Elevation. 
 
 — 28. — — Ditto ditto Plan and Sections. 
 
 — 29. — — Ditto ditto Section of Tunnel, Shaft, &c. 
 
 — 30. — — Ditto ditto Iron Curbs to Shaft. 
 _ 31. — — Front of Kilsby Tunnel. 
 
 — 32. — — Bridge at Road in Yardley Parish. 
 
 — 33. — — Bridge over the River Saw. 
 
 — 34. — — Details of a 12-feet Tumrail. 
 
 — 35. — — Ditto ditto. 
 
 — 36. — — Bridge across the Grand Junction Canal at Blisworth. 
 
 — 37. — — Ditto ditto Transverse Section with Details. 
 
 — 38. — — Ditto ditto Plan of Ribs with Details. 
 
 — 39. — — Ditto ditto Details of Main Ribs. 
 
 — 40. — — Bridge over road at Berkhampstead Castle. 
 
 — 41. — — Plan of Syphon Pipe for a Stream.
 
 164 
 
 Plate 42. Grand Junction Railway. — Aqueduct for the Duke of Bridgewater's Canal at Preston Brook. 
 
 — 43. — — Details of Iron Bridges. 
 
 — 44. — — Bridge over Slade Heath, near Wolverhampton. 
 
 — 45. — — Bridge over the River Mersey and Canal. 
 
 — 46. Great Western Eailtvay. — Details of Brick Bridges over Railway in Cutting and in Embankment. 
 
 — 47. — — Bridge crossing the Float at Bristol. 
 
 — 48. — — Details of Uxbridge Road Bridge. 
 
 — 49. South Eastern Railway. — Bridge over the Railway at Tudeley. 
 
 — 50. — — Occupation over the Railway at Summerden Farm. 
 
 — 51. — — Details of Timber Bridges. 
 
 — 52. — — Timber Pier, Folkestone Harbour. 
 
 — 53. — — Reservoirs at Tonbridge. 
 
 — 54. — — Ditto ditto Details of Construction. 
 _ 55. _ _ The Water Tank at the Tonbridge Station. 
 
 — 56. — — Details of a 15-feet Turntable. 
 
 — 57. London and Greenwich Railway. — Bridge over the Spa Road. 
 
 — 58. — — Ditto ditto Sections, &c. 
 
 — 59. — — Details of 26-feet Turnplate at Greenwich. 
 
 — 60. — — Ditto ditto Enlarged parts. 
 
 — 61. Leeds and Selby Railway. — Details of Tunnel front. 
 
 — 62. — — Details of Shed at the Selby Depot. 
 — .63. — — Details of Shed at the Leeds Depot. 
 
 — 64. Midland Counties Railway. — Viaduct over the River Avon. 
 
 — 65. — — Cast Iron Bridge over the River Trent. 
 
 — 66. — — Bridge over the Oxford Canal. 
 
 — 67. Stamannan Railway. — Occupation Bridge on Farm Road on the lands of Hill. 
 
 — 68. Lancaster Cana/.^Aqueduct over the River Lune. 
 
 — 69. — — Ditto ditto showing the Works as they appeared in September, 1795. 
 
 — 70. London and Birmingham Railway. — View of the Bridge over the Grand Junction Canal at Blisworth, 
 
 showing the Works in state of progress, as they appeared in September, 
 1837. 
 
 T. C. Savill, Printer, 4, Cbandos Street, Covent Garden.
 
 SKCOND SKKI KS 
 
 or 
 
 RAILWAY PllACTICE: 
 
 a CToUcction 
 
 OF 
 
 WORKING PLANS AND PRACTICAL I)1:TAILS OF CONSTRUCTION 
 
 IN THK 
 
 PUBLIC WORKS 
 
 OF THE MOST 
 
 CELEBRATED ENGINEERS: 
 
 rOMPRISISO 
 
 ROADS. TRAMROADS, AND RAILROADS; 
 
 BRIDGES, AQUEDUCTS, VIADUCTS, WHARFS, WAREHOUSES, ROOFS, AND SHEDS; 
 
 CANALS, LOCKS, SLUICES, & THE VARIOUS WORKS ON RIVERS, STREAMS, &c. ; 
 
 HARBOURS, DOCKS, PIERS AND JETTIES, TUNNELS, CUTTINGS AND EMBANKMENTS; 
 
 THE SEVERAL WORKS CONNECTED WITH 
 
 THE DRAINAGE OF MARSHES, MARINE SANDS, AND THE IRRIGATION OF LAND; 
 
 WATER-WORKS, GAS-WORKS, WATER-WHEELS, MILLS, ENGINES, 
 
 &c &c. 
 
 BY 
 
 S. C. BREES, C.E. 
 
 l.ATE l-RINCIPAL KNGINEER AND SURVEYOR TO THE NEW ZEALAND COMPANY, 
 FROM THE YEAH 1842 TO 184.'). 
 
 S'EConlj IStiition. 
 
 WITH ADniTlONAL EXAMPLES. 
 
 LONDON: 
 
 JOHN WILLIAMS AND CO. 
 
 LIBRARV OK ARTS, 193, STRAND. 
 1847.
 
 PREFACE 
 
 TO 
 
 THE SECOND EDITION. 
 
 It is always satisfactory to an Author to find tlie public appreciate 
 his labours, but more especially when his work is of a professional 
 character, and expensive to get up. It was not without some risk, 
 that the Editor completed this " Second Series of Railway Practice " 
 originally, and he is happy to state that it has met with every encou- 
 ragement from the Engineering profession. 
 
 Once more the Editor returns his thanks for the kindness of the 
 several engineers who have contributed to the present volume, in- 
 
 duding- 
 
 llOBERT STEPHENSON, ESQ., M.P. 
 JOSEPH LOCKE, ESQ., M.P. 
 JAMES WALKER, ESQ. 
 GEORGE RENNIE, ESQ. 
 SIR JOHN RENNIE. 
 SIR JOHN MACNEILL. 
 WILLIAM CUBITT, ESQ. 
 CAPTAIN W. S. MOORSOM. 
 JOSEPH GIBBS, ESQ. 
 GEORGE AVATSON BUCK, ESQ 
 CHARLES VIGNOLES, ESQ. 
 THOMAS J. WOODIIOUSE, ESC^ 
 ROBERT NICHOLSON, ES(i. 
 W. C. T. WEST, ESQ. 
 CHARLES DAVY, ESQ.
 
 THE LIBBAKY 
 
 OF THE 
 
 UKlVERblTY OF ILLINOIS
 
 PREFACE. 
 
 'I'liF, First Series of " Railway Practice" having been very I'avourably 
 received by the profession, tlie publisher felt warranted in commencing 
 a Second, but owing to untoward circumstances at the time was 
 prevented proceeding with it ; the Editor has, therefore, been induced 
 to produce the work at his own cost, rather than tliat it should have 
 been left unfinished. 
 
 In presenting the present volume to the notice of the profession the 
 Editor begs to remark, that it consists simply of a collection of '• L'scful 
 Examples in Civil Engineering," the works of eminent men; and all 
 he has attempted has been to do justice to the various subjects, and to 
 economise the time of the reader by making the illustrations as clear 
 and explicit as possible; throwing forward the most essential points in 
 the details, and keeping all subordinate parts at a due distance ; and 
 he considered it better to insert the specifications in their original form, 
 than to give the matter in another shape, notwithstanding the appear- 
 ance of conciseness which might he attained bv the latter plan.
 
 IV. 
 
 Since the object of the work is merely to illustrate an import- 
 ant branch of the profession, and one little before pourtrayed, at least 
 in a practical point of view, if he has succeeded in accomplishing this, 
 and has moreover produced an useful book of reference for the student, 
 he trusts it will not be found unacceptable. 
 
 To the numerous gentlemen who have so kindly assisted and co- 
 operated with the Editor, comprising the engineers of the works repre- 
 sented — to each of those gentlemen individually he begs most respect- 
 fully to acknowledge his obligations, and to return his most grateful 
 thanks. 
 
 12, South Square, Gray's-Inn, 
 May \st, 1840.
 
 INTRODUCTION 
 
 The science of Civil Engineering is one of those which have arisen from the 
 increased demands of the community, in consequence of the advance of civili- 
 zation in modern times, and from the quiet workings of the wealth of nations 
 in times of peace ; hence those countries most secure from the presence of war 
 are generally in better condition, as respects internal improvements, tharf others 
 which are subject to be oveiTun l^y it. 
 
 Engineering, although of such paramount importance to the prosperity 
 of a country, was ,but little understood or practised formerly, more especially 
 for purposes of a civil nature, its application being almost exclusively confined 
 to the service of warfare and military erections, such as fortifications, and tlu'ir 
 accompanying works ; yet, it must be admitted that civil engineering has 
 existed during all ages, and in most countries, in one shape or other. 
 
 The subject of roads was well understood by the Romans; in fact, they 
 may be said to have excelled the modems in this department, although it should 
 not be forgotten, that the weight to which ancient roads were subjected was 
 light compared to that of modern carriages, the traffic upon them was also 
 much less, and their cost was extremely great, no expense whatever havimr
 
 VI. 
 
 beeu spared upon them. Canals were also constructed by the Romans, but not 
 to the same extent as roads : they were used by the Egyjitians also, and by the 
 (/hiuese, from a very early period, as generally supposed ; but they were not 
 adopted by the moderns mitil the sixteenth century. The erection of bridges 
 was probably among the earliest instances of civil engineering, roads only ex- 
 cepted ; the aqueducts and bridges of the Romans are among their most cele- 
 brated works ; yet, notwithstanding the costliness of these and other works 
 of the ancients, all are comparatively inefficient, compared with many modern 
 engineering works of a similar nature ; but the materials employed by them 
 were, from some cause, superior to those now used, and the excellence of their 
 cement may be instanced, in corroboration of this remark. Our forefathers 
 in the middle ages were also well acquainted with the properties of building 
 materials. 
 
 From what has been stated, it follows that the profession of civil engineering 
 is one of modern times, originating from the necessities of the art : the profession 
 of architecture was anterior to it, although far from assuming a decided cha- 
 racter in all ages, and the date of its practice in this country is not considerably 
 in advance of that of engineering, the latter being formerly included in the 
 architectural department; but it was then very limited, comprising merely the 
 drainage of fens, which is of early origin, the navigation of certain rivers, the 
 erection of bridges, and the formation of the New River, by Sir Hugh Myddleton, 
 for the supply of the city of London with water, almost completes the list, up to 
 the period of the introduction of canals by the celebrated Brindley, in the year 
 17q8, when engineering received a grand stimulus. The subject of machinery was 
 also making rapid progress about the same period, for the steam-engine being 
 then very generally employed, afforded extended means in mining, and such 
 like operations, which had previously existed in a very contracted state. The 
 necessity of exclusive attention to the subject of civil engineering then became 
 apparent, and which led ultimately to its severance from architecture : from hence- 
 forward it became a separate profession, partaking with the latter in some
 
 Vll. 
 
 general principles, l)ut comprehending a more extended range ; and this disso- 
 lution may be easily accounted for, when the increased practice and importance of 
 both professions at the time is considered. 
 
 In the early stage of the profession its followers may be styled self-taught, 
 or men possessing great natural abilities for the subject, among whom may be 
 mentioned Brindley and Smeaton; also, Jessop, llennie, and Telford. To 
 enumerate the many celebrated works of these great men, would be to form a list 
 of almost all our public works since the period of their commencement ; suiHce 
 it to say, that by the talents of these men civil engineering received a wonderful 
 impulse : and it is further gratifying to its professors, to know that its influence 
 is becoming yet more extended, as the many new applications of means for 
 the accomplishment of various pwrposes, and the improvements effected by it 
 every day, embracing the subject of roads, canals, harbours, docks, drainage of 
 fens and marine sands, water-works, gas-works, mines, bridges, and railways, 
 with the several collateral branches connected with each fully prove : and all 
 scientific men agree, that far greater advantages will yet result from the practice 
 of it. There is scarcely any department of engineering that can be described 
 as perfect ; improvement follows improvement, and the work last executed is 
 always superior to the preceding. 
 
 It is therefore highly necessary that the student in cinl engineering 
 .should be acquainted with the latest mode of construction employed, for although 
 much may be derived from theory in all speculative sciences, yet, where great 
 capital is at stake, it behoves those who have the direction of the works to he 
 careful not to trust too much to new theories, but to be guided more by practice 
 and experience ; and upon referring to most great discoveries connected Avith 
 engineering, it will be found that they have generally resulted from practice 
 mo\-ing, as it were, step by step ; hence the great desire of mathematicians to 
 make the theory agree with the practice ; yet we must, in justice, admit tlie value 
 of correct theories on scientific subjects.
 
 VIU. 
 
 The practice of civil engineering, at the present time, comprises the con- 
 struction of roads, tramroads, and railroads ; the erection of bridges, aqueducts, 
 and viaducts, also wharfs, warehouses, roofs, and sheds ; the preservation of the 
 navigation of rivers, streams, &c. ; the execution of canals, locks, sluices, &c., 
 also tunnels, cuttings, and embankments ; the formation of harbours, docks, piers, 
 and jetties; the drainage of marshes and marine sands, and the irrigation of 
 land ; the execution of water-works, gas-works, water-wheels, mills, engines, &c. ; 
 the working of mines, &c. ; together with the general direction of all engines, 
 machines, and contrivances, contingent or connected with any of the above-stated 
 departments, although the absolute construction and manufacture of the latter 
 are conducted by another class, who may be styled "' Mechanical Engineers;" 
 and there are instances of the same individuals practising in both depart- 
 ments. 
 
 Having enumerated the several branches in the practice of civil engineering, 
 we have now only to remark, that it is the intention of the present work to 
 illustrate them, which we have endeavoured to effect, by a series of suitable 
 examples in each.
 
 GREAT WESTERN RAILWAY. 
 
 I. K. BRUNEL, Esq., Engineer. 
 
 The Frontispiece represents the Bridge over the Thames, at Maidenhead, on 
 the line of the Great Western Railway. 
 
 The two river arches are each 128 feet span, with a rise of 24 feet 3 inches, 
 and there is a towing-path arch on each side 21 feet span, and three land arches 
 each of 28 feet span. The whole structure is built of brickwork, except the 
 cornice and coping, which are of stone ; the two principal arches are the largest 
 yet constructed of brickwork, and are turned in cement and in half-brick rings ; 
 the thickness of the arch at the springing being 7 feet 1| inches, and each of 
 them are gradually diminished towards the crown, where they are made 5 feet 
 3 inches. 
 
 This bridge has created a great sensation in the scientitic world, and 
 many have been the predictions respecting it ; a portion of the eastern river 
 arch was taken down, and rebuilt ; after the period of its first erection, certain 
 defects of workmanship having appeared in the crown, where some of the rings 
 had partially separated from each other, extending for a distance of two or three 
 yards on each side of it, and the cracks were about half an inch wide, but the 
 whole is now executed thoroughly strong, and to the true fonn required ; it is, 
 therefore, likely to remain a lasting monument of the skill of its engineers 
 and builders. 
 
 In constructing arches of great span in brickwork, it becomes a point of 
 immense importance to secure good materials and workmanship ; this bridge may 
 be said to have Ijeen wholly accomplished by the great care bestowed upon it in . 
 this respect; had the cement or bricks proved to have been inferior, the whole 
 must have come down, it may, therefore, be described as an extremely hazardous 
 undertaking, and one which few men would have risked.
 
 10 
 
 LONDON AND CROYDON RAILWAY. 
 
 JOSEPH GIBBS, Esq., Engineer. 
 
 This railway forms a junction mth the Greenwich railway, at about a mile 
 from the terminus at London Bridge : the Act was obtained in the year 1835, 
 and the works were shortly afterwards commenced. 
 
 The mode of constructing the line and contingent works differs from the 
 usual plan of execution, but the alterations are of such a nature that the engineer 
 could safely make, and are within the bounds of prudence, although nothing is 
 more injudicious than the premature adoption of new systems, more especially 
 when employed upon an extensive scale ; as improvements in engineering have 
 hitherto proceeded step by step, the safest way, most imdoubtedly, must be 
 to continue in the same course, and to perfect those systems which have already 
 been in use, as in the present case, in preference to commencing altogether 
 de novo upon a different plan : in the former, the full benefit of experience is 
 taken advantage of 
 
 The rails are laid bodily upon beams, as shown in the plates, and thus 
 have a continuous bearing throughout ; the system of securing them is very 
 simple, and has been found to answer exceedingly well, it may be called the 
 most perfect plan of simple continuous bearings up to the present period ; some of 
 the bridges are also in a new style of construction. There is an oblique bridge 
 formed by separate walls, thus, \ ^^^^'^^^ \ ^"'^ ^*°°® landings are 
 laid across the paces between ''^^^s ar^-r^-- them at the top, upon 
 which the road is laid, instead ^ \>V.V of the usual expensive 
 
 process of forming the arch and abutments aslant.
 
 11 
 
 
 TABLE OF GKAUIENTS. 
 
 Miles. Chains. Links. 
 
 1 . 
 
 . 
 
 
 
 (iO . (firvenwich railway J 
 . 41 . 15 falling 1 in 4.744 
 
 . 
 
 
 
 57 .63 „ 1 „ 1.311 
 
 2 . 
 
 . 
 
 
 
 50 . 36 rising 1 „ 100 
 34 . 40 level „ „ „ 
 
 . 
 
 1 . 
 
 . 
 
 
 
 34 . 55 falling 1 „ 2.591 
 4 . 70 rising 1 „ 660 
 46 . 39 level „ „ 
 
 1 . 
 
 . . 
 
 
 
 29 . 13 falling 1 „ 660 
 41 . 50 rising 1 „ 823 
 
 . . 
 
 . 
 
 . 
 
 40 . 97 level „ „ „ 
 
 The earth employed in forming the embankments was sorted; and the 
 upper stratum, or yellow plastic clay, -was taken to spoil, the blue arenacious clay 
 only being used ; the extra expense accompanying this has been amply repaid, a 
 slip not having occurred on any of the embankments, although they are formed 
 throughout the line with side slopes of 2 horizontal to 1 vertical. The cuttings 
 in clay arc, for the most part, at slopes of 2 to 1, except in i)laces where the 
 depth is less than 10 feet, where they are made 1^ to 1, and in the diluN-ial 
 deposits of gravel, near Croydon, they stand well at | to 1, and at 1 to 1. 
 
 RADII OF CURVES ON MAIN LINE. 
 1 curve of 142 chains radius. 
 
 1 
 
 ji 
 
 140 
 
 1 
 
 9? 
 
 112 
 
 2 
 
 11 
 
 90 
 
 6 
 
 ?i 
 
 80 
 
 4 
 
 11 
 
 60 
 
 1 
 
 ^l 
 
 20 
 
 The curve of twenty chains radius is situated near the Croydon terminus, 
 and is never traversed at a speed exceeding 15 miles per hour. 
 
 The curves in the stations practicable for the working of .six-wheeled 
 engines, vary from 1.050 to 250 feet radius; an engine will readily traverse a 
 curve of the latter radius, if the outer rails be lifted 1^ inches higher than the 
 inner ones. 
 
 c2
 
 12 
 
 PERFORMANCES OF ENGINES. 
 
 The Surrey engine, with one carriage attached, traversed the distance, 
 between London and Croydon, IQi miles, on the 2nd of June, 1839, in sixteen 
 minutes, including starting, easing off at the junction with the Greenwich railway, 
 ascending the inclined plane (without an assistant engine), and stopping, which 
 gives an average of 39.37 miles per hour throughout. 
 
 The highest measured velocity attained by an engine attached to a train of 
 carriages on this line, was 50 miles per hour, in which case there were six 
 carriages, containing 120 passengers in the whole. The highest measured velo- 
 city attained by the above-mentioned train in descending the inclined plane 
 of 1 in 100, was 47 miles per hour, which was from the force of gravity only ; 
 but the average of several journeys seldom exceeds 25grd miles per hour. 
 
 The average velocities of several trials in ascending the inclined plane 
 with the above train, were as follows : — 
 
 Time in Minutes. Distance in Miles. 
 
 . (Foot of 2)lane.J 
 
 1 i 
 
 3. 1 
 
 4. 2 
 
 1 1 
 -2 4. 
 
 1 1 
 
 h ^ 
 
 h If 
 
 1 . 2 
 
 1 91 
 
 I 91 
 
 5 ^2 
 
 65; minutes. 2f miles. 
 
 which gives an average velocity of 26.40 miles per hour. 
 
 The train had not the help of an assistant engine ; and it started from a state 
 of rest in each instance, vpithout any lead whatever. 
 
 The average time employed in performing the journey of 10| miles, both 
 up and down, is 301 minutes, including starting, stopping at five intermediate 
 stations, and easing off at the junction with the Greenwich railway. The
 
 13 
 
 average time occupied in stopping at the whole of the stations is 2^ minutcb, or 
 half a minute at each, during which period the engine is completely idle. 
 
 There is an inclined plane rising 1 in 50, and 330 yards in length, com- 
 municating with the main line from the .Surrey' canal wharf, on whicli there are 
 three curves — cue of twenty chains radius, and two of GOO feet raiiius — and a 
 six-wheeled engine, weighing thirteen tons, drew itself and tender up this inrline 
 with a load of 11.33 tons, at a velocity of 7| miles per hour, having a lead 
 of 125 yards to the foot of the plane; the same engine, starting on the plane 
 without any lead, took up 10.83 tons, at a velocity of 6.18 miles an hour, the 
 diameter of the cylinder of the engine heing 13 inches, with an 18 inch stroke, 
 and the diameter of the driving wheels 3 feet (5 inches. 
 
 Pl.vte 2. — Represents the method of forming the Permanent way ; the trans- 
 verse sleepers are of oak, and the longitudinal beams are of ]\Iemel fir, and 
 each of them are subjected to the process denominated "Kyanizing;" the lon- 
 gitudinal sleepers are secured to the transverse beams by spring bolts, and to 
 the rails by wood screws, as they are termed, or screws in which the bodies taper, 
 but not the worms, which continue straight, a layer of patent felt being placed 
 between the sleeper and the flanges. 
 
 Plate 3. — Bridge for Occupation Road on Deptford Common. There are 
 several bridges built after this plan upon the line, and they have a very elegant 
 appearance.
 
 14 
 
 DETAILS OF THE 
 
 LOCOMOTIVE ENGINE NAMED THE "CROYDON," 
 
 For assisting the Trains vp the Inclined Plane, of 1 in 100, on the 
 
 Croydon Railway. 
 
 GEORGE AND JOHN RENNIE, Esqs., Engineers. 
 
 Plate 4. — Side Elevation of engine. 
 Plate 5. — Plan of ditto. 
 
 Plate 6. — Transverse Sections of ditto, taken through the boiler and 
 through the cylinders and smoke box. 
 
 Diameter of cylinder 
 Length of stroke of piston 
 Diameter of driving wheels 
 Ditto smaller wheels 
 
 <No 
 
 (No 
 
 No. 117 
 4 . 
 
 Ditto of tubes . . 
 
 Length of ditto .... 
 
 C Length 
 Fire box \ Breadth 
 
 ' Depth 
 
 Boiler, (cylindrical part) ■? ^. 
 
 ^ ■' ^ \ Diameter 
 
 ^, . 5 Height 
 
 Uhimney .... < _. 
 
 i Diameter 
 
 Steam passag'e .... 
 
 Diameter of blast pipe 
 
 Weight of engine 
 
 Ditto with water 
 
 Oft. 
 
 13 in. 
 
 
 
 18 
 
 5 
 
 6 
 
 3 
 
 6 
 
 
 
 11 
 
 
 
 If 
 
 8 
 
 5 
 
 3 
 
 
 
 3 
 
 7 
 
 4 
 
 
 
 8 
 
 
 
 3 
 
 3f 
 
 5 
 
 6 
 
 1 
 
 2 
 
 
 
 1| X 8| 
 
 
 
 3 
 
 L3 tons 
 
 
 14 „ 
 
 5 cwt.
 
 15 
 
 The "Croydon" locomotive was constructed in the month of September 1838, 
 and was worked for four months with scarcely any repairs, being employed twelve 
 hours per day, m., from 6 o'clock in the moniing until (J in the evening, perform- 
 ing about 170 miles daily ; and it accomplislied a speed of 28 miles an hour up 
 the inclined plane, with 12 ballast waggons attached to it. the weight of which 
 was 4.3 tons. 
 
 The cylinders are situated on the outside of the wheels, as shown on llic 
 plates, the piston roils working in slides, and the connecting rods are tixeil to the 
 naves of the driving wheels, the latter being coupled to the foremost wheels, 
 whereby the power of adhesion of the engine is increased. 
 
 Messrs. Rennie also constructed another locomotive engine for this railway, 
 of precisely similar form and dimensions to the Croydon, which was named 
 the •• Archimedes."
 
 16 
 
 BIRMINGHAM AND GLOUCESTER RAILWAY. 
 
 CAPTAIN W. S. MOORSOM, Engineer. 
 
 Plate 7. — Plans, Elevations and Sections of bridge, Nos. 5 and 6, at Chel- 
 tenham, fsee Specification of same. J 
 
 Plate 8. — Ditto, ditto. Details of iron girders and framing, fsee 
 Specification.) 
 
 Plate 9. — Plans, Elevations and Sections of bridge, No. 35. Bredon 
 Conh'act. 
 
 Plate 10. — Elevations and Sections of Tewkesbury Depot. Contract 15 G. 
 (See Specijication, At. of same. J 
 
 Plate 11. — Ditto, ditto, Plans of ground and one-pair floors.
 
 BlRMINCillAM AND GLOUCESTER RAILWAY. 
 
 CONTRACT, No. 12. G. 
 
 Lausdown Extension. Bridges 5, 6, and 27, Cheltenham. Masonry. 
 
 Specification of the several works to be performed in making and com- 
 pleting the masonry in the girder bridges to be built for carrying the Gloucester 
 turnpike road and tramway, Nos. 5 and G on the plan, and the Arle road, 
 No. 27 on the i)lan, over the railway in the parish of Cheltenham, in the county 
 of Gloucester. 
 
 CONDITIONS ON WHICH CONTRACTS ARE TO BE MADE. 
 
 1. The contractor is to furnish all materials (with exception of stone), imple- 
 ments, and tackle that may be required during the execution of the works. 
 
 2. The contractor is to execute the whole of the works, as described in the 
 specification, according to the working plans, sections, and drawings, to the 
 satisfaction of the company's principal engineer and resident assistant engineer, 
 who shall have power to reject materials which are not of the best quality, and to 
 take down imperfect workmanship. The principal engineer is to decide disputes, 
 if any arise ; and the works are to lie executed within the periods limited, either in 
 whole or in successive portions, as stated in tlie specification 
 
 3. The contractor to receive fortnightly 90 per cent, of the amount due 
 for works performed. The balance to be retained ])y the company until after 
 completion of his contract, under certificate of the engineer-in-chief, and to be then 
 paid to him. 
 
 D
 
 18 
 
 4. The work to be measured by the engineer, and the payment to be made by 
 the company, through their secretary 'or pay-clerk, upon the certificates of amount 
 due, signed by the engineer-in-chief. 
 
 5. Copies of the specification, &c., and of the tender annexed, to be deposited 
 with the resident assistant engineer. Contractor to have access to them. 
 
 6. In case of workmen employed or materials provided by contractor not 
 being sufficient for completion of the works within the period named, contractor 
 shall, upon notice from the company, provide such additional workmen or materials 
 as the principal engineer shall deem necessary; and, in default, company shall 
 employ such additional workmen or materials at the cost of the contractor, and 
 may also deduct their wages and cost out of monies due to the contractor, so for 
 as the same may be sufficient for that pm-pose. 
 
 7. The company to have power to remove any persons in employ of con- 
 tractor on the line, after notice thereof being given to the contractor. 
 
 8. The contractor is to deliver, at the office of the resident assistant engineer, 
 an account, every fortnight, of the number of artificers and other workmen em- 
 ployed the preceding fortnight, according to a form to be furnished, or to pay £2. 
 on default ; also to deliver, at the same time and place, an acknowledgment, imder 
 the hand of the sub-contractor,';, or foremen, or overlookers, or head-workmen, that 
 every person engaged by or \nider the contractor, has received the whole amount of 
 his demand upon the contractor up to the date of such acknowledgment, or in case 
 of any exception, to state the reason for such exception. 
 
 9. The contractor not to use adjoining lands without consent, in writing, of 
 the engineer-in-chief. 
 
 10. The contractor to dispose of spoil as directed by the principal engineer. 
 
 11. The contractor not to make bricks, &c., without consent of the engineer, 
 in writing ; nor to use the land for any purpose, nor upon any spots to which pro- 
 hibitions attach in the Act. 
 
 12. If temporary roads be necessary, engineer to set them out; contractor not 
 to deviate therefrom. 
 
 13. The contractor to make satisfaction and compensation, as required by the 
 Act, to all owners and occupiers, for damages by trespass of himself or his men. 
 
 14. The contractor not to make sub-contract without the consent of the com- 
 pany, except as to labour only. 
 
 15. Alterations or additions to works not to be executed without written 
 authority, signed by the engineer-in-chief or resident engineer. Works omitted by 
 the same authority to be deducted for, according to the scale established in the 
 " Schedule of Prices."
 
 19 
 
 16. The contractor, if roquircd by the company, is to pay the sulwontrac- 
 tors and workmen fhoir full watjos (vouched as stated in clause 8) on the day to be 
 appointed by tlie company, and in presence of the company's agent, in such places 
 as the company may appoint, and no other. The same rule to apply to all pay- 
 mentij made by sul)-coutractors, and company to have the power of dismissal in 
 ca.se of non-compliance. 
 
 17. The contractor to employ no men on Simdays, except on such works as 
 are certified in writing by the cngineer-in-chief, or resident engineer, to be 
 absolutely necessary. The company to have power to dismiss any man found 
 so employed on Sundays, except under this certificate. 
 
 18. The contractor not to retail, either directly or indirectly, (without per- 
 mission of directors) any article of consumption to the workmen. 
 
 EXTENT OF CONTRACT. 
 
 This contract comprises the formation and completion of the wing walls and 
 abutments up to the level of the timber bearing plate to be placed on the latter, 
 and may be extended at the option of the company's chief engineer; to be mcluded, 
 on the same terms and conditions, the entire completion of the masonry of these 
 bridges, including coping, string courses, and moulded imposts, caps, &c. 
 
 It will comprehend the followin/j works, viz. : — 
 
 1. Excavating for foundations to such depth as in the judgment of the 
 
 engineer shall be found requisite, and as shall be set out by him ; or 
 by such person as he shall appoint. 
 
 2. Huilding with clure-hill oolite stone, laid in mortar, the foundatiouh 
 
 and upper walls of the abutments and counterforts, piers and wing 
 walls, up to the level of the springing plate. 
 
 3. Filling into the walls as they are carried up, and backing to them with 
 
 gravel or other dry material from the neighljourhood. and approved b\ 
 the engineer
 
 20 
 
 Also the foUoxving extra works, if required to be executed, viz. : — 
 
 1. Completing the parapets to the wing walls, and carrying up the latter 
 
 to the height shown in the drawings ; as also the parapet walls over 
 the arched girders. 
 
 2. Dressing and setting the coping, and caps, and moulded imposts. 
 
 3. Turning 9 inch coombs* in brick between the girders, and carrying up 
 
 side walls on the flanges, to keep theii- springing line at its proper 
 level. 
 
 4. Spreading a course of concrete over the whole surface of the bridge to a 
 
 thickness of not less than 3 inches over the crown of the coombs. 
 
 DRAWINGS AND SPECIFICATIONS. 
 
 The preceding enumerated works, and mode of execution, are described in 
 the specification of each particular work, and their forms and dimensions are 
 represented on the accompanying drawings, Avhich are referred to in this speci- 
 fication; but should any discrepancy exist between the scale attached and the 
 written dimensions, or between the drawings and specifications, or any ambiguity 
 in them, the same are to be referred to the engineer-in-chief, whose decision 
 .shall be conclusive. 
 
 Also anything contained either in the drawings or specifications shall be 
 equally binding upon the contractor, as if it were contained in both. 
 
 The written dimensions upon the drawings are to be taken in all cases in 
 preference to the scale attached. 
 
 The drawings attached to this contract contain a plan and elevation of the 
 bridges when finished, and sections of the wings and abutments, and of the parapet 
 wall over the arched girder, showing the method of fitting the stones to the flanges 
 of the upper and lower ribs of the principal girders ; also enlarged sections of the 
 cap stones, coping and mouldings to the pilasters, and a section showing the brick 
 coomljs,* and concrete laid over them. 
 
 * Forest of Dean landings were substituted for brick coombs in the bridges Nos. 5 and 6.
 
 21 
 
 FOUNDATIONS. 
 
 The contractor is to excavate for the romulations of all the walls ; ami. in 
 cases of the foundation requiring, in the opinion of the engineer, to be carried lower 
 than is represented in the drawings, the contractor shall execute the same, where 
 so directed, and shall be allowed for the atlditional work, according to the prices 
 set forth in the "Schedule, No. 1.;" and he shall l)e allowed in like manner for 
 concrete placed under the foundations, or in other situations, by the direction of the 
 engineer, in cases where the same has not lieen specified or shown on the drawings. 
 
 \NTien the excavation is complete, the ground is to be well rammed before 
 laying any masonry, if required by the engineer. 
 
 MASONRY. 
 
 1. The footing courses are to consist of large flat stones, with fair l)eds and 
 joints squared so as to lie close, they arc to be laid full in mortar, and properly 
 bonded vertically and horizontally, and of the heights and onsets figured on th«' 
 drawings. 
 
 2. The foundations of the wing walls will rise along the slopes of the railway 
 in successive level steps, as shown on the drawings. 
 
 3. The upper walls shall be carried up in level courses on each side of the 
 railway, and each side is to be built if so required at the same time. They shall 
 consist of sound rubble masonry, without regard to courses, and to be faced with 
 ashlar, axed on the face in the best manner. 
 
 4. The ashlar must be dressed in coui"ses, not less than 8 inches in height ; 
 width of top bed not less than 16 inches, and length not less than 2 feet ; the 
 beds to be full and square for their whole depths, and the joints for a distance of 
 not less than 8 inches from the face. 
 
 5. The faces are to be fine axed or chopped, at least equal to the best portion 
 of a sample to be seen on application to the sub-engineer in charge of the works 
 at Cheltenham. 
 
 6. The face work .shall be laid with a header to every three stretchers, on a 
 fair and even bed of mortar, the joints pointed, and the whole grouted full in. 
 
 7. No joint of mortar on the face shall exceed 1th of an inch thick; and if 
 the outer arrises of a stone are imperfect it must be removed and redressed, and 
 on packing or pinning will be allowed. 
 
 8. The vertical bond shall be such, that the headers shall lie in the interior
 
 22 
 
 (and as near its centre as may be), between the headers in the course below and 
 the lengths of the stretchers so regulated under the limits already assigned, that 
 the vertical bond of the joints shall not be less than half the height of the course 
 below. 
 
 9. The quoins, cheeks, and internal angles must be carefully cut, and the 
 stones composing them bonded with the strictest attention. 
 
 10. The l^acking of uncoursed rubble work shall be carried up at the same 
 time, as the face of the stones shall he laid in a thick bed of mortar, and shall l)e 
 properly selected as to size. 
 
 11. Thorough stones shall extend from the face to the back of the walls at 
 intervals in the abutments, not exceeding two spaces of headers and stretchers 
 horizontnlly, nor the height of three courses vertically, and in the wing walls not 
 exceeding three spaces of headers and stretchers horizontally, nor the height of 
 four courses vertically, and these thorough stones must be properly an-anged for bond. 
 
 12. The counterforts must be built up Avith the walls, and well bonded in 
 with them. 
 
 13. In carrying up the abutment walls cast iron plates, 18 inches square and 
 1| inch thick (Avhich will be furnished by the Eailway Company), shall be built in, 
 so as to have their lower surfaces 7 feet 2 inches from the top of the wall, when 
 finished, to the under side of the springing plate ; the hole which perforates these 
 plates shall be 15 inches from the face of the wall; wooden trunks, for the holding 
 down bolts, 2 inches square in the clear, shall be built in the thickness of the wall, 
 standing plumb over the holes in the plates. Holes, 9 inches square on the face 
 and 2 feet deep, shall be left under the cast iron plates ; and these holes shall have 
 stones neatly dressed and fitted to them, but which may be removed when it may 
 be necessary to have access to the ends of the holding down bolts. 
 
 14. When up to their proper height the abutments shall be levelled out, and 
 the timber bearing plates shall be well bedded Ijy the mason. 
 
 15. The abutments and wing walls shall be filled into and backed with clean 
 dry gravel or other material approved by the engineer, and procurable in the 
 neighbourhood; as they are carried up the filling and backing shall be well 
 rammed with punning malls, in courses not exceeding 18 inches thick. 
 
 16. The parapets are to be built solid in header and stretcher without above. 
 One header to every two stretchers on the face, and dressed on Iwth faces above the 
 intended level of roadway ; they are not to be built until the concrete is laid over 
 the bridge. 
 
 17. Nine inch brick coombs,* laid in roman cement, are to be turned between 
 
 * Forest of Dean landings were substituted for brick coombs in the bridges Nos. 5 and 6.
 
 23 
 
 the girders, in such manner that the crown at the back shall be level with the 
 upper flange of the niiddle ginler at its middle point ; and, in order to keep the 
 springing courses level through, side walls are to be built upon the flanges of the 
 girders of bricks on their flat sides, the lower courses being properly cut or rubbed 
 to tit the curve of the girder as it falls. 
 
 18. The open spaces at the ends are to be filled up with 13 inch brick walls. 
 in english bond, laid in cement. 
 
 19. A course of concrete, not less than 3 inches thick over the crown of the 
 coombs, shall be spread uniformly over the whole surface of the Ijriekwork. and 
 rammed hard. 
 
 20. The contractor will be required to take every necessary precaution for 
 the security of the temporary tramway bridge during the progress of the work, as 
 well as for the security of the public, by keeping up the fencing, and watching and 
 lighting, if requisite. 
 
 COPING 
 
 Shall be of the form and dimensions shewn upon the drawings; each stone 
 shall not be less than 3 feet in length, unless directed otherwise by the engineer; 
 and each stone must be dowelled and leaded to the adjoining one, and well 
 throated. The string courses, parapet walls, and coping, shall not be put on 
 until after the centres are struck, which shall not be done in any case without the 
 permission of the engineer. Caps to the piers to be of one stone only. 
 
 The mouldings to the pilasters must be neatly worked with the chisel or tool, 
 and there shall not be more than two stones in each impost in length, and the 
 bottom beds when set must have a solid bearing on the wall of at least 18 inches. 
 
 MORTAR. 
 
 The mortar shall consist of fresh burnt lime of the best quality (to be approved 
 by the engineer), and clean sharp river sand, mixed in the proportion of three 
 measures of sand to one of lime, or in other proportions if deemed necessary by the 
 engineer; they must be mixed in a dry state, and well tempered, by passing 
 through a pug-mill, with a proper quantity of water.
 
 24 
 
 CONCRETE. 
 
 The concrete shall consist of good coarse gravel or broken oolite stone not 
 larger than a hen's egg, mixed with unslacked lime in the proportions of 5 
 measures of gravel or stone to 1 of lime, and beat up with a proper quantity of 
 Avater. 
 
 The lime must he thoroughly ground to powder before being mixed up with 
 the gravel. And it shall not be mixed up till wanted for use. 
 
 ROMAN CEMENT. 
 
 The roman cement shall be of the best quality, and shall be mixed with an 
 equal quantity of clean sharp river sand ; it shall be mixed immediately before 
 being used, and none of it shall be employed which has become hard or set. 
 
 GENERAL STIPULATIONS. 
 
 The general regulations for the observance of the contractor are set forth in 
 the printed form of " Conditions" at the commencement of this specification, and 
 to them the contractor is referred. 
 
 Should it become necessary in the opinion of the engineer at any time during 
 the progress of the works to increase, diminish, or alter the form or dimensions of 
 any part of the work, the contractor shall comply with any order he may receive 
 to that effect in writing from the engineer; the addition, diminution, or alteration 
 to be allowed for according to the rates stated in the " Schedule of Prices" for 
 the particular work annexed to the tender, and the general contract not being 
 vitiated thereby. 
 
 The contractor is to proAade all the necessary machinery and materials for 
 thoroughly draining the works during their progress, whether by drifting, pumping, 
 or other means. Also all planks, waggons, barrows, tools, and materials whatso- 
 ever for temporary ways that may be required in the execution of his contract ; 
 all of which are to be of a quality and construction approved by the engineer. 
 
 Any materials which the engineer shall deem insufficient or improper to be 
 used shall be removed from the ground by the contractor within three days after 
 notice has been given him in writing to that effect ; and in case of his failing to 
 remove such materials in the time above specified, the engineer shall have the
 
 25 
 
 power to cause them to he removed by the most convenient means, and at the 
 contractor's expense. 
 
 The contractor will he held liahle by the company for all damage to adjoin- 
 ing lands done by trespass of the people in his employ. 
 
 The whole of the work executed under the contractor is to be of the soundest 
 description, done in a substantial and perfect manner. 
 
 The contractor will be at liberty to use the quantities of tiie several descrip- 
 tions of work from which the engineer's estimates have been made, without the 
 engineer being any further pledged for their accuracy. 
 
 In case of foreclosure of the contract, the contractor shall forfeit all claim to 
 the balance of monies, if any then due to him from the company, iipon this 
 contract. 
 
 PROGRESS OF THE WORKS. 
 
 The work shall be commenced immediately, and shall proceed at such rate as 
 to insure the completing the abutments and wings up to the level of the timber 
 springing plate, within nine weeks from the date of contract ; and if this rate of 
 progress is not complied with, it shall be at the option of the engineer to close this 
 contract at any period during the same, upon giving a week's notice in writing to 
 the contractor to that effect.
 
 26 
 
 TENDER. 
 
 WE, Masons, of 
 
 do hereby propose to execute the masonry of bridges, Nos. 
 5, 6, and 27, Cheltenham, aecordmg to the plans and specifications exhibited to us ; 
 and to maintain the same until delivered over to the engineer on completion of the 
 contract; and provide all the requisite materials within the periods, and upon the 
 terms and conditions mentioned and contained in the draft also exhibited to us, for 
 the sum oi four hundred and eleven pounds eighteen shillings (the springing 
 course or impost is not included in this tender, as per insti-uction), allowance more 
 or less being made at the above rate when the work actually performed is measured. 
 
 And we have in the " First Schedule," hereto annexed, set forth the prices of 
 the different descriptions of work at which this tender is computed. 
 
 And Ave further propose to execute the several works in the said specification, 
 denominated " Extra Works," at the prices affixed to each description of work in 
 the " Second Schedule" hereto annexed. 
 
 And in case this tender shall be accepted, we hereby imdertake to execute the 
 agreement following to perform the works as above proposed, and under the condi- 
 tions above referred to. 
 
 And lastly, we do hereby undertake and agree that in case the said agreement 
 shall not be executed by us within one week from the date hereof, the said company 
 shall not (unless they think fit) be bound by this tender, but the same shall be 
 absolutely void, in case the company shall so think fit ; nor shall they in that case 
 be liable to any claim by us in respect of work then already done by us upon the 
 said railway. 
 
 Witness our hands this d§y of 1838. 
 
 To the Directors of the 
 
 Birmingham and Gloucester Railway.
 
 27 
 
 FIRST SCHEDULE HEEEllUED TO, 
 
 Containing a list of the prices of the several descriptions of works at whicli 
 the accompanying tender is computed, the whole of the work being executed 
 and completed according to the foregoing specification : — 
 
 1. The price of masonry set in mortar in foundations, abutments, 
 
 counterforts, wing walls, and piers, Ike, per cubic yard of 
 masonry. ...... 
 
 2. The price of excavating for foundations, at per cubic yard . 
 
 3. The price of concrete laid and set in place, at per cubic yard . 
 
 4. The price of moiddings to imposts, pilasters, &c., if not paid 
 
 for as work under extension of contract for 2nd schedule 
 below, at per foot run ..... 
 
 5. The price of backing and tilling into walls punneil, at per 
 
 cubic yard. . 
 
 SECOND SCHEDULE REFERRED TO, 
 
 Containing a list of the prices of the extra works ; — 
 
 1. The price of masonry set in mortar in the parapets to wings, 
 
 and also in parapets over arched girders, at per cubic yard. 
 
 2. The price of coping with cramps and dowelled joints run 
 
 with lead weathered and throated, at per foot superficial . 
 
 3. The price of mouldings to imposts, pilasters, Ike, at per foot 
 
 run. . . . . 
 
 4. The price of concrete laid over the surface of the bridges, at 
 
 per cubic yard ..... 
 
 5. The price of brickwork in coombs and wide walls to ditto, 
 
 laid in cement, at per cubic yard. 
 
 E 2
 
 28 
 
 AGREEMENT. 
 
 * 
 
 WE, " Masons of 
 
 do hereby agree and undertake to execute, according to the speci- 
 fications hereunto annexed, and subject to the conditions prescribed, the works 
 on the Birmingham and Glouscester Railway, comprised in the permanent bridges, 
 5, 6, and 27, Cheltenham, amounting by computation to four hundred and 
 eleven pounds eighteen shillings, more or less, at the average price of 
 
 Y>er cubic yard of masonry, and of other particulars to be paid to 
 us according to the " Schedule of Prices" for each particular Avork hereunto 
 annexed. 
 
 Dated this day of 1838. 
 For selves and partners 
 
 (Signed) JAMES P. RENNIE. 
 
 JOHN LOUGAN.
 
 29 
 
 lilRMINGHAM AND (iLOUC ESTER RAILWAY. 
 
 CONTRACT FOR IRON-WORK IN BRIDGES. 
 
 Specification of the several works to l)e poribrmed in making and com- 
 pleting the iron-work in the bridges hereinafter enumerated on the line of the 
 Birmingham and Gloucester Railway. 
 
 CONDITIONS ON WHICH CONTRACTS ARE TO BE MADE. 
 
 1. The contractor is to furnish all materials, implements, and tackle, that may 
 be required during the execution of the works. 
 
 2. The contractor is to execute the whole of the works, as described in the 
 specification, according to the working plans, sections and drawings, to the satisfac- 
 tion of the company's principal engineer and resident assistant engineer, who shall 
 have power to reject materials which are not of the best quality, and to take down 
 imperfect workmanship. The principal engineer is to decide disputes, if any arise ; 
 and the works are to be executed within the periods limited, either in whole or in 
 successive portions, as stated in the specification. 
 
 3. The contractor to receive fortnightly 90 per cent, of the amount due for 
 works performed less by the instalment due to the company on account of materials. 
 The balance to be retained by the company until after completion of his contract, 
 under certificate of the engineer-in-chief, and to be then paid to him. 
 
 4. Tlie work to be measured by the engineer, and the payment to be made 
 by the company, through their secretary or pay-clerk, upon the certificates of 
 amount due, signed by the cngineer-in-chief 
 
 5. Copies of the specification, Stc, and of the tender to be annexed, to be 
 deposited with the resident assistant engineer and contractor.
 
 30 
 
 6. In case of workmen employed or materials provided by contractor not 
 being sufficient for completion of the works within the period named, contractor 
 shall, upon notice from the company, provide such additional workmen or materials 
 as the principal engineer shall deem necessary; and, in default, company shall 
 employ such additional workmen or materials, at the cost of the contractor, and 
 may also deduct their wages and cost out of monies due to the contractor, so far 
 as the same may be sufficient for that purpose. 
 
 7. The company to have power to remove any persons in employ of contractor 
 on the line, after notice thereof being given to the contractor. 
 
 8. The contractor not to make sub-contract without the consent of the com- 
 pany, except as to labour only. 
 
 9. Alterations or additions to works not to be executed without written 
 authority, signed by the engineer-in-chief or resident engineer. Works omitted by 
 the same authority to be deducted for, according to the scale established in the 
 " Schedule of Prices." 
 
 10. The contractor to employ no men on Sundays, except on such works as 
 are certified in writing by the engineer-in-chief, or resident engineer, to be abso- 
 lutely necessary. The company to have power to dismiss any man found so em- 
 ployed on Sundays, except under this certificate. 
 
 11. The contractor not to retail, either directly or indirectly, (without permis- 
 sion of director) any article of consumption to the workmen. 
 
 EXTENT OF CONTRACT. 
 
 This contract comprises the formation and completion of the cast and wrought 
 iron-work, in the several particulars hereinafter enumerated, for the whole of the 
 bridges enumerated in the list accompanying this specification ; the accurate fitting 
 and proving the same ; the delivery of the whole in a complete state, at such 
 places as are herein specified ; and fitting and fixing the same in place. 
 
 It will coviprehend the following works, viz. : — 
 
 1. Providing the materials and casting the interior and exterior girders 
 and beams of the forms and dimensions shown on the drawings, Nos.
 
 31 
 
 1 anil 2, to which more jiarticular reference is hereinafter made, when 
 the several bridges are enumerated to wliich each ilrawing is intended 
 to apply. 
 
 2. Bearing plates to lay upon the timber plates and to receive the upper 
 
 ends of the holding down bolts, as also bottom plates to l)e fitted on 
 the lower ends of the same as shown in the drawing, No. 3. 
 
 3. Manufacturing and completing in wrought iron the tie bolts with coui>- 
 
 lings, cotters and washers complete, the holding down Ijolts, the king 
 bolts for the principal girders, and the connecting bolts for the flange 
 plates, with requisite nuts, washers and cotters. 
 
 4. The manufacturing, completing and fitting in wrought iron the segmen- 
 
 tal bars in the straight girders designed for bridges under the railway. 
 • with the requisite bolts and fastenings. 
 
 5. Also all other bolts and fastenings which may be thought requisite by 
 
 the engineer for securing the timber or iron-work in any or the whole 
 of the bridges hereinafter enumerated. 
 
 6. Fitting and fixing in place the whole of the iron-work, after being de- 
 
 livered, to be considered as "Extra Work," and to be paid for separately. 
 
 The preceding enumerated works, and the mode of execution, are described 
 in the specification of each particular work, and their forms and dimensions are 
 represented on the accompanying drawings, which are referred to in this specifica- 
 tion; but should any discrepancy exist between the scale attached and the written 
 dimensions, or between the drawings and specifications, or any ambiguity in 
 them, the same are to be referred to the engineer-in-chief, whose decision shall 
 be conclusive. 
 
 Also anything contained either in the drawings or specifications shall l)e 
 equally binding upon the contractor, as if it were contained in both. 
 
 The written dimensions upon the drawings are to be taken in all cases in 
 preference to the scale attached. 
 
 DRAWINGS. 
 
 The drawings are three in number, and are arranged for a general design ; 
 they show plans, elevations and sections of the several girders and beams, and of 
 their principal parts and details. The only deviation from them now contemplated, 
 will be the lengths of the exterior or principal girders, for skew bridges (ilepend- 
 ing on their angle of skew), and consequently the curvature of their upper and
 
 32 
 
 lower ribs, the length of the king bolts, and the lengths of the beams bearing on 
 them from the abutment walls. 
 
 The fitting and general construction will be the same, and deviations under 
 this clause will be distinctly'specified in the requisitions of the chief engineer, so 
 as to leave no uncertainty as to precise form and dimensions. 
 
 PARTICULAR SPECIFICATIONS— CAST IRON. ' 
 
 Girders are to be of the best No. 2 iron, remelted in the air furnace with 
 bright open round fractures of such a mixture most applicable for the purpose as 
 shall be approved by the engineer; no hot blast iron is to be used. All the bolt 
 holes to be drilled, excejit those for receiving the wn'ought iron bars for bracing or 
 tying the gii-ders together, which are to be cast to a proper size, and then bored 
 out true to the size of the bar, so that it will fit and stand firmly in its position ; 
 each hole to have a boss cast round it sufficient to make up the difference of iron 
 displaced by the holes. 
 
 No cement stopping or plugging to be inti-oduced into a joint or cavity, unless 
 first sanctioned by the engineer ; and before the girders are delivered they shall be 
 subject to be proved by hydraulic press, or otherwise by the contractor, under the 
 inspection of the engineer, to such extent as the form and substance are calculated 
 to bear, each girder not less than one half of the calculated breaking weights ; this 
 proof shall be made at the establishment of the contractor, and at the expense of 
 the contractor. 
 
 The bearing plates are to be composed of the same metal as the girders above 
 specified. 
 
 The whole of the castings shall be correctly moulded free from air holes, and 
 shall measure their true dimensions when ready to be fitted in place. 
 
 WROUGHT IRON. 
 
 The segmental strutting bars for the straight girders designed for bridges 
 under the railw^ay, as well as all the bolts, shall l)c made from the best fagotted 
 iron, or from any other equally good, if approved by the engineer in writing pre- 
 vious to manufactiu'e. 
 
 The bolts for tying or connecting the girders to be made so as to tit the holes 
 coiTCctly, after the same are reamed to receive them.
 
 33 
 
 The screwed ends of the bolts and tlu' nuts to bo cut with good screwing gear, 
 and of such a mace as may be approved by the engineer. 
 
 The nuts and heads of the bolts to be well squared and of full dimensions; no 
 nut to be screwed on the cast iron, but to have a washer under it, well projtortioned 
 as to thickness and diameter 
 
 PROGRESS OF THE WORKS AND DELIVERIES. 
 
 The deliveries shall be made at any one of the wharfs hereafter designated. 
 
 Requisitions shall be made \ipon the contractor by the chief engineer for all 
 the iron-work hereinbefore specified which may be wanted. 
 
 Such requi.sitions in any one month shall not exceed in amount the quantity 
 required for three bridges complete, commencing in the month of September next, 
 besides holding down bolts and plates for the same, which shall be furnished upon 
 requisition (as above) for not more than three additional bridges per moutli. 
 
 The contractor shall complete such requisitions and shall deliver the iron-work 
 to the extent and in the manner they shall point out, within eight weeks after their 
 transmission to him by post, for bridges, and within five weeks for holding down 
 bolts. 
 
 The day of delivery shall be notified to tlie chief engineer at Worcester, in the 
 same manner as prescribed in the Railway Company's Contract for rails and fasten- 
 ings with James Foster, Esq., the contractor for the work herein specified, dated 
 14th April, 1838 ; and the consignments shall be made in the same manner that 
 has been practised in the deliveries of rails, &c., to the resident assistant, or to the 
 sid>engineer on the spot. 
 
 PLACES OF DELIVERY. 
 
 The following are the points at which deliveries are to be made on or before 
 the dates respectively specified (see page 19) in the tabular enumeration of 
 bridges appended hereto ; — viz. : 
 
 Coombe Hill, Defford, 
 
 Tewkesbury, ^ Kempsey, 
 
 Twining, Lowesmoor Wharf, Worcester, 
 
 Bredons Norton, Diggli's Wharf, Worcester, 
 
 Eckington. Tibberion Wharf,
 
 34 
 
 Oddingley Wharf, Hopwood Wharf, 
 
 Oddingley Tramway Wharf, King's Norton Wharf, 
 
 Hanbury Wharf, Bredons Cross, 
 
 Stoke Prior Wharf, Selly Oak Wharf, 
 
 Tardebigg Wharf, Digbeth Wharf, Birmingham. 
 
 FIXING IN PLACE. 
 
 The contractor shall pro^dde and furnish a sufficient number of artificers, 
 under a competent foreman or overlooker, to fit and fix in place, in a complete and 
 workmanlike manner, the whole of the iron-work provided for each bridge, within 
 one week after notice in writing has been given by the chief engineer, specifying 
 the particular bridge or bridges which are ready for such fitting to proceed. 
 
 The Railway Company shall provide sufficient materials, tackle and labourers 
 to assist the above foreman, and to be under his directions ; and the Railway 
 Company shall be liable for the additional wages of such men so pro\'ided, during 
 any period of delay caused by the works not being thoroughly ready, after the 
 notice of the engineer shall have been acted upon by the contractor. 
 
 It is to be distinctly understood that the fixing in place is an " Extra Work," 
 and is to be paid for agreeably with the " Second Schedule of Prices" hereunto 
 annexed, and that the contractor is not to be at the expense of intermediate car- 
 riage from the wharf to the place of erection. 
 
 GENERAL STIPULATIONS. 
 
 The general regulations for the observance of the contractor are set forth in 
 the printed form of " Conditions" at the commencement of this specification, and 
 to them the conti-actor is referred. 
 
 Should it become necessary in the opinion of the engineer at any time during 
 the progress of the works to increase, diminish, or alter the form or dimensions of 
 any part of the work, the contractor shall comply with any order he may receive 
 to that effect in writing from the engineer; the addition, diminution, or alteration 
 to be allowed for according to the rates stated in the " Schedule of Prices" for the 
 particular work annexed to the tender, and the general contract not being vitiated 
 thereby. 
 
 The contractor is to provide all the necessary machineiy and materials for 
 the works during their progress, except those specified above for fixing.
 
 35 
 
 Any materials which the engineer shall tleem insufficient or improper to be 
 used shall be removed from the ground by the contractor within three days after 
 notice has been given him in writing to that effect ; and in case of his failing to 
 remove such materials in the time above specified, the engineer shall have the 
 power to cause them to be removed by the most convenient means, and at the 
 contractor's expense. 
 
 The whole of the work executed under the contractor is to be of the soundest 
 description, done in a substantial and perfect manner. 
 
 In case of any question arising as to the weight of materials supplied, which 
 cannot be conveniently determined by weighing on the spot, the weight computed 
 from the drawings will be allowed ; and no other weight will be admitted, unless 
 an order in writing for the extra work or alterations or diminution, as the case may 
 be, signed by the engineer and contractor is produced as a voucher. 
 
 LIST OF GIRDER BRIDGES 
 
 On the Birmingham and Gloucester Railway, to be provided with iron-work 
 by contract with James Foster, Esq. 
 
 
 
 Orcr or 
 
 Square 
 
 Drawings 
 
 Number of Girders required. 
 
 Estimated 
 weight eumplete 
 
 DATE 
 
 
 Situations. 
 
 under 
 
 or 
 
 to regulate 
 dimen- 
 siou. 
 
 
 
 
 
 
 
 Railway. 
 
 Skew. 
 
 2 
 
 23 
 
 ''^- 
 
 't 
 
 P.,. 
 
 FiB- 
 lU. 
 
 Cast 
 Tons. 
 
 Wrot. 
 lbs. 
 
 at which required. 
 
 5.6 
 
 Cheltenham 
 
 over 
 
 skew 
 
 1 
 
 6^ 
 
 2714 
 
 I 30 September. 
 
 27 
 
 Cheltenham 
 
 do. 
 
 do. 
 
 1 
 
 2 
 
 6 
 
 
 
 — 
 
 — 
 
 — 
 
 22i 
 
 1349 
 
 87 
 
 Cheltenham 
 
 do. 
 
 do. 
 
 I 
 
 2 
 
 19 
 
 
 
 — 
 
 — 
 
 — 
 
 55' 
 
 1928 
 
 15 November. 
 
 75 
 
 Cheltenham 
 
 do. 
 
 do. 
 
 2 
 
 
 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 1032 
 
 20 
 
 Besford 
 
 do. 
 
 do. 
 
 2 
 
 
 
 — 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 745 
 
 
 61 
 
 Bredicot 
 
 do. 
 
 do. 
 
 1 
 
 2 
 
 19 
 
 
 
 
 
 — 
 
 — 
 
 55 
 
 1928 
 
 
 45 
 
 .Ashehurch 
 
 do. 
 
 do. 
 
 2 
 
 
 
 
 
 4 
 
 o 
 
 — 
 
 — 
 
 14 
 
 745 
 
 31 October. 
 
 12 
 
 Tredington 
 
 do. 
 
 square 
 
 2 
 
 
 
 — 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 745 
 
 
 3 
 
 .\shchureh 
 
 do. 
 
 do. 
 
 2 
 
 
 
 — 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 745 
 
 
 7 
 
 Defford 
 
 do. 
 
 do. 
 
 2 
 
 
 
 — 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 745 
 
 31 October. 
 
 12 
 
 Norton 
 
 do. 
 
 do. 
 
 2 
 
 
 
 — 
 
 4 
 
 2 
 
 — 
 
 — 
 
 14 
 
 745 
 
 
 86 
 
 Cheltenham 
 
 under 
 
 skew 
 
 2 
 
 
 
 — 
 
 
 — 
 
 4 
 
 2 
 
 8 
 
 1203 
 
 31 October. 
 
 4 
 
 Swindon 
 
 do. 
 
 square 
 
 2 
 
 — 
 
 — 
 
 — 
 
 — 
 
 4 
 
 2 
 
 8* 
 
 1032 
 
 15 November. 
 
 32 
 
 .\shehureh 
 
 do. 
 
 do. 
 
 2 
 
 — 
 
 — 
 
 — 
 
 — 
 
 4 
 
 2 
 
 81 
 
 \OSJ 
 
 ditto. 
 
 4 .\shchurch 
 
 do. 
 
 do. 
 
 2 
 
 _ 
 
 — 
 
 — 
 
 — 
 
 4 
 
 2 
 
 8 
 
 1032 
 
 ditto. 
 
 9 Spelchlcy 
 19 Himbleton 
 
 do. 
 do. 
 
 skew 
 do. 
 
 2 
 2 
 
 z 
 
 — 
 
 .^ 
 
 „_ 
 
 4 
 
 4 
 
 2 
 2 
 
 i 
 
 1032 
 lf>32 
 
 March 1839. 
 
 ditto. 
 .\pril 1839. 
 
 54 Hadsor 
 45 Hadsor 
 34 Hanburv 
 
 do. 
 
 do. 
 
 square 
 do. 
 
 2 
 2 
 
 — 
 
 
 
 ~~ 
 
 z 
 
 4 
 
 4 
 
 2 
 2 
 
 8 
 
 10.-32 
 1082 
 
 over 
 
 do. 
 
 2 
 
 _ 
 
 — 
 
 4 
 
 2 
 
 ""~ _ 
 
 14 
 
 745 
 
 Jauuary lfc39. 
 
 eo 
 
 Brumsprove 
 
 under 
 
 skew 
 
 2 
 
 — 
 
 — 
 
 — 
 
 — 
 
 4 2 
 
 84 
 
 10.32 
 
 
 26 
 150 
 
 64 
 
 Bmmsgrove 
 King's Norton 
 King's Norton 
 Bordsley 
 
 do. 
 over 
 under 
 do. 
 
 do. 
 
 square 
 skew- 
 do. 
 
 2 
 2 
 2 
 2 . 
 
 — 
 
 — 
 
 4 
 
 2 
 
 4 
 
 4 
 
 4 
 
 2 
 
 2 
 
 
 I(I3S 
 745 
 1032 
 1(132 
 
 .Xpril ia39 
 May 1839. 
 
 
 
 4-24 i 
 
 27,4t>(i 
 
 
 F 2
 
 36 
 
 The following Bridges will require particular Designs 
 
 
 Situations. 
 
 Over or 
 
 under 
 
 Railway. 
 
 Square 
 or 
 
 Drawings 
 to regulate 
 
 Number of Girders required. 
 
 Estimated 
 weight complete 
 
 DATE 
 
 
 Skew. sious. 
 
 '^- 
 
 Fig. 
 2. 
 
 Pig. 
 
 Fig. 
 
 Fi,. 
 
 '^: 
 
 Cast 
 Tons. 
 
 Wrot. 
 lbs. 
 
 at which required. 
 
 14 
 
 48 
 
 29 
 
 117 
 
 95 
 
 71 
 
 9 
 
 109 
 70 
 60 
 60 
 
 Himbleton 
 Hadsor 
 
 Hanbury Canal 
 
 Stoke Prior 
 Stoke Prior 
 Stoke Prior 
 Stoke Prior 
 Kinfr's Norton 
 Bordsley 
 Bordsley 
 Bordsley 
 
 under 
 do. 
 
 do. 
 
 do. 
 
 do. 
 
 do. 
 
 do. 
 over 
 under 
 
 do. 
 
 do. 
 
 square 
 do. 
 
 skew 45° 
 
 do. 
 
 do. 
 square 
 
 do. 
 skew 
 
 do. 
 
 do. 
 
 do. 
 
 — 
 
 — 
 
 — 
 
 
 8 
 8 
 
 60 
 
 9 
 9 
 
 8 
 
 8 
 
 15 
 
 5 
 
 9 
 
 1000 
 1000 
 
 2000 
 
 1100 
 1100 
 1000 
 1000 
 1000 
 300 
 
 1000 
 
 March 1839. 
 
 April 1839. 
 C Span on square 
 - 24 ft., on skew 
 ( 34 ft. 
 
 November 1839. 
 
 November 1839. 
 
 May 1839. 
 May 1839. 
 
 Approximate Estimate. 
 
 139 
 
 10,500 
 
 
 SUMMARY. 
 
 456 Tons of Cast iron in beams, girders, and bear' ng plate.s at 
 
 107^ Ditto, ditto, in segment bars at 
 
 1 7 Ditto of Wrought iron at 
 
 ^6,420 18 4 
 
 AGREEMENT. 
 
 I, of 
 
 hereby agree and undertake to execute, according to the specification hereunto 
 annexed, and subject to the conditions prescribed, the works on the Birmingham 
 and Gloucester Railway, comprised in the contract for " Iron-works in Bridges," 
 amounting by computation to 
 more or less, at the average price of 
 
 to be paid to me according to the " Schedule of Prices" for each particular work 
 hereunto annexed. 
 
 Dated this 
 
 day of 
 
 1838. 
 
 Accepted and agreed to< 
 
 Directors of the Birmingham and Gloucester Railway Company. 
 
 (Signed) 
 
 JAMES FOSTER.
 
 37 
 
 BIRMlNCillAM AND GLOUCESTER RAILWAY. 
 
 CONTRACT. No. 15. G. 
 
 Tewkesbury Depot. 
 
 Specification of the several works to be performed in making and com- 
 pleting the depot for the railway in the town of Tewkesbury, in the parish nf 
 Tewkesbury, in the county of Gloucester. 
 
 CONDITION.S ON WHICH CONTRACTS ARE TO BE MADE. 
 
 1. The contractor is to furnish all implements and tackle that may be required 
 during the execution of the works. But it is understood that columns, girders, 
 balustrades for office and entry stairs, grates, coppers, and stink traps are to be 
 supplied to the contractor on the spot free of expense. 
 
 2. The contractor is to execute the whole of the works, as described in the 
 specifications, to the satisfaction of the company's principal engineer and resident 
 assistant engineer, who shall have power to reject materials which are not of the 
 best quality, and to take down imperfect workmanship. The principal engineer 
 is to decide disputes, if any arise ; and the works are to be executed within the 
 periods limited, either in whole or in successive portions, as stated in the specifi- 
 cation. 
 
 3. The contractor to receive fortnightly 90 per cent, of the amount due for 
 works performed. The balance to be retained by the company until after comple- 
 tion of his contract, under certificate of the engineer-in-chief, and to be then paid 
 to him. 
 
 4. The work to be measured by the engineer, and the payment to be made by 
 the company, through their secretary or pay clerk, upon the certificates of amount 
 due, signed by the engineer-in-chief a^
 
 38 
 
 5. The copies of the specification, &c., and of the tender annexed, to be 
 deposited vrith the resident assistant engineer. Contractor to have access to 
 them. 
 
 6. In case of workmen employed or materials pro\-ided by contractor not 
 being sufficient for completion of the works within the period named, contractor 
 shall, upon notice from the company, provide such additional workmen or materials 
 as the principal engineer shall deem necessary; and, in default, company shall 
 employ such additional workmen or materials at the cost of the contractor, and may 
 also deduct their wages and cost out of monies due to the contractor, so far as the 
 same may be sufficient for that pui'pose; or it shall be at the option of the engineer, 
 in case of such deficiency of progress, to foreclose the contract, on gi\ing to the 
 contractor a written notice days previously, to this effect. And 
 
 if the contract is thus foreclosed, the contractor shall forfeit his claim to all 
 
 * 
 
 monies or balance that may then be due to him, on account for it, by the Railway 
 Company. 
 
 7. The company to have power to remove any persons in employ of con- 
 tractor on the line, after notice thereof being given to the contractor. 
 
 8. The conti-actor is to deliver, at the office of the resident assistant engineer, 
 or sub-assistant engineer, an account, every fortnight, of the number of artificers 
 and other workmen employed the preceding fortnight, according to a form to be 
 furnished, or to pay on default; also to deliver, at the same time and 
 place, an acknowledgment, under the hand of the sub-contractor, or foreman, or 
 overlookers, or head-workmen, that every person engaged by or under the con- 
 tractor, has received the whole amount of his demand upon the contractor up to 
 the date of such acknowledgment, or in case of any exception, to state the reason 
 for such exception. 
 
 9. If temporary roads be necessary, engineer to set them out ; contractor not 
 to deviate therefrom. 
 
 10. The contractor to make satisfaction and compensation, as required by the 
 Act, to all owners and occupiers, for damages by trespass of himself or his men. 
 
 11. The contractor not to make sub-contract without the consent of the com- 
 pany, except as to labour only. 
 
 12. Alterations or additions to works not to be executed without written 
 authority, signed by the engineer-in-chief or resident engineer. Works admitted 
 by the same authority to be deducted for, according to the scale established in 
 the " Schedule of Prices." 
 
 13. The contractor, if required by the company, is to pay the sub-contrac- 
 tors and workmen their full wages (vouched as stated in Clause 8) on the day
 
 39 
 
 to be appointed by tho company, and in presence of the company's agent, in such 
 places as the company may appoint, and no otlier. The same rule to apply to all 
 payments made by sub-contractors, and company to have power of dismissal in 
 case of non-compliance. 
 
 14. The contractor to employ no men on Sundays, except on such works as 
 are certified in writing by the engineer-in-chief, or residi-nt engineer, to be abso- 
 lutely necessary. The company to have power to dismiss any man found so em- 
 ployed on Sundays, except under this certificate. 
 
 15. The contractor not to retail, either directly or indirectly, (without per- 
 mission of directors) any article of consumption to the workmen. 
 
 EXTENT OF CONTRACT. 
 
 This contract comprises the formation and completion of several artificer's 
 works hereinafter more particularly specified for the buildings, &c., according to 
 the accompanying drawings. 
 
 The preceding enumerated works, and the mode of execution, are described in 
 the specification of each particular work, and their forms and dimensions are repre- 
 sented on the accompanying drawings, which are referred to in this specification ; 
 but should any discrepancy exist between the scale attached and the written dimen- 
 sions, or between the drawings and specifications, or any ambiguity in them, 
 the same are to be referred to the engineer-in-chief, whose decision shall be con- 
 clusive. 
 
 Also anything contained either in the drawings or specifications shall l)e 
 equally binding upon the contractor, as if it were contained in both. 
 
 The written dimensions upon the drawings are to be taken in all cases in 
 preference to the scale. 
 
 GENERAL STIPULATIONS. 
 
 The general regulations for the observance of the contractor are set forth in 
 the printed form of " Conditions" at the commencement of this specification, and 
 to them the contractor is referred. 
 
 Should it become necessary in the opinion of the engineer at any time during
 
 40 
 
 the progress of the works to increase, diminish, or alter the form or dimensions of 
 any part of the work, the contractor shall comply with any order he may receive 
 to that effect in writing from the engineer ; the addition, diminution, or alteration 
 to be allowed for according to the rates stated in the " Schedule of Prices" for the 
 particular work annexed to the tender, and the general contract not being vitiated 
 thereby. 
 
 The contractor is to proAade all the necessary machinery and materials for 
 thoroughly draining the works during their progress, whether by drifting, pumping, 
 or other means. Also all planks, waggons, barrows, tools, and materials what- 
 soever for temporary ways that may be required in the execution of his contract ; 
 all of which are to be of a quality and construction approved by the engineer. 
 
 Any materials which the engineer shall deem insufficient or improper to be 
 used shall be removed from the ground by the contractor within three days after 
 notice has been given him in writing to that effect ; and in case of his failing to 
 remove such materials in the time above sjiecified, the engineer shall have the 
 power to cause them to be removed by the most convenient means, and at the 
 contractor's expense. 
 
 The contractor will be held liable by the company for all damage to adjoin- 
 ing lands done by trespass of the people in his employ. 
 
 The whole of the work executed under the contractor is to be of the soundest 
 description, done in a substantial and perfect manner. 
 
 The contractor will be at liberty to use the quantities of the several descrip- 
 tions of work from which the engineer's estimates have been made, without the 
 engineer being any further pledged for their accuracy. 
 
 In case of forclosure of the contract, the contractor shall forfeit all claim to 
 the balance of monies, if any then due to him from the company, upon this contract. 
 
 Nett measm-ements only mil be paid for, or allowed, without regard to any 
 usage or custom to the contrary. 
 
 It is to be distinctly understood that the whole of the work executed under 
 this conti-act is to be of the soundest and best description of each kind; and if any 
 work of inferior description is introduced, which does not satisfy the engineer, it 
 shall be rejected and not paid for.
 
 41 
 
 PARTICULAR SPECIFICATIONS 
 Of the several works to be performed. 
 
 DIGGKR OR EXCAVATOR 
 
 Is to excavate for the foundations of all walls that are to be built on new 
 foundations, to level the ground and ram the same previous to commencing the 
 footings, and to clear away all rubbish or material from the excavation according 
 to the direction of the engineer ; he is to excavate for the sewer or drain and cess- 
 pool shown on the drawings, and for all other drains or cesspools that may be 
 required, and to clear out the wells if so ordered. 
 
 BRICKLAYER 
 
 Is to build all the walls of the several thicknesses and heights sho\vn, leaving 
 openings for doors, windows, &c., to the full dimensions figured on the drawings. 
 
 To build the several fire places, chimney jambs, breasts, backs, and shafts, 
 with flues, 9 inches by 14 inches, properly gathered and pargettcd, as shown on the 
 drawings ; the fire places to have each a strong iron chimney bar, 2i by ^ths of an 
 inch, with the ends turned up and down ; the opening for fire places to be 3 feet 
 high by their respective widths, and in the kitchen 4 feet high. As also all 
 recesses, dwarf walls, piers, and retaining walls. 
 
 To dome over in 14 inch brick the wells now existing, with proper man holes, 
 covered with forest landings and a strong iron ring; to build a 9 inch barrel drain 
 to lead into the street sewer, forming a stink trap to former ; to line in 9 inch 
 brick the cesspool and water cisterns, and also a shaft for the water pump; to 
 build proper stacks and spandrils for carrying the several flights of steps shown 
 on the drawings ; to build all privies and other conveniences, and generally to 
 execute the whole of the brickwork requisite to carry out the design of the draw- 
 ings, &c.; to turn 9 inch discharging arches over and under all openings, leaving 
 a suflicient thickness for the face work. 
 
 The bricklayer is to cut all splays, rakes, and chasing, for lead fla.shings, and 
 for stone or oak sills, and to make good where necessary ; to form all reveals ; to 
 bed all plates, lintles and door and window frames, wooden bricks and bond 
 timber; to do all wind pinnings and beam fitting. 
 
 The walls are to have the courses well flushed up, and they are to be carried 
 
 G
 
 42 
 
 up in even and level courses throughout, in order to settle fairly. External faces 
 to be worked with a flat nded joint. 
 
 The bond shall be english or flemish at the option of the engineer. The 
 walls shall be built solid whh whole bricks, bedded full in mortar, with joints not 
 exceeding |th of an inch thick, the bricks being previously thoroughly soaked in 
 water, the whole being flushed solid, the joints pointed, and then grouted full. 
 
 The bricks to be used shall be sound and hard burnt ; and where worked in 
 on the face shall be of the very best severn bricks of uniform colour, and shall be 
 thoroughly soaked in water before being worked in. The mortar shall only be 
 used when fresh mixed ; it shall consist of three parts of clean sharp river sand 
 and one part of strong fresh burnt lime, thoroughly slacked and mixed dry with the 
 sand, and then thoroughly tempered with a sufhcient quantity of water. 
 
 EXTRA WORKS AT ORDER OF ENGINEER. 
 
 Cast iron stink traps to be fixed to all external apertures of drains. 
 To set all grates and coppers, also where walls are to be built on foun- 
 dations. 
 
 MASON. 
 
 The front, in High-street, is intended to be faced with stone in the most sub- 
 stantial manner. 
 
 The stone shall be selected of the largest possible size, carefully chiselled 
 and dressed to the diff"erent cheeks and mouldings shown on the drawings; no 
 joint of mortar shall exceed ^th of an inch thick, the beds shall be full and 
 square for the whole depth of the stone, which in no case shall be less than 18 
 inches, and the joints squared back for not less than 18 inches ; the courses shall 
 be so selected in height as to suit in the best manner the several panels and 
 mouldings. 
 
 All the arrises shall be carefiiUy protected, so that when finished the work 
 may be shaqj and perfect. The parapets and chimney shafts above the roof shall 
 in like manner be faced with stone, the coping being dowelled together. 
 
 The backing of brick shall be carried up at the same time as the facing and 
 bonded into it, thorough stones being inserted at proper intervals, and at the gate- 
 door and windows jambs in every alternate course. 
 
 The piers, to which the large entrance gates are hung, must be built solid, 
 and the gate irons must be built in, sunk and run with lead; and forest blocks shall 
 be used for the basement of the entii'e front. Forest stone landings, 6 inches thick, 
 are to be laid over the tops of the two cross walls carried up in the middle of the
 
 43 • 
 
 building from the groiiiul ; upon those landings the fire places and chimney ijreasts 
 and shaft are intended to be carried U|), as also the partition or cross wall between 
 the rooms on the first floor. 
 
 Stone sills, 8 inches wide and 5 inches thick, weathered and throated, are to 
 be provided and fixed to all the windows in the back fronts. 
 
 Forest stone stej)s, 12 inch treads and 6 inch risers, Avith rounded nosings, to 
 be built under the entrance gateway, as show n on the draw ings ; the stones must 
 be obtained of the greatest possible length, and the work must be of the most 
 solid description. 
 
 The smaller flights of steps must in the same way be carefully and substan- 
 tially built of the same material. 
 
 Large square forest stones, not less than 10 inches thick, must be fixed in the 
 brick piers as bases to the iron columns, and as bearers for the iron girders. 
 
 Solid stone coping, not less than 4^ to 5 inches thick, showing 2 inches tomus 
 on the outer edge in stone, not less than 3 feet long, dowelled together, must be laid 
 on the retaining walls along' the platform or stage, as also stone plancers, not less 
 than 6 inches thick, along the ramp of the steps leading to the booking office, into 
 which an iron railing will be smik, the holes being cut for the l)alusters by the 
 mason. Proper stone hearths, 18 inches longer than the width of the fire places; 
 must be proraled and fixed to all the fire places. 
 
 The fire places in the chambei-s to have plain stone mantle jambs, slips and 
 shelves with rounded comers. Stone sinks shall be provided and fixed in the con- 
 venience and outhouse, with holes cut in them and large landings laid as pavement 
 in a substantial manner to the privy entrance and area before it, as also to the back 
 doors of the out buildings. 
 
 Stone imposts must be fixed to all arches exceeding 5 feet span. 
 
 PLUMBER, PAINTER AND GLAZIER 
 
 To lay all the lead gutters with 71bs. rolled sheet lead, with 3 inch drips, 
 to extend in all places 9 inches up the roof and 4 inches up the wall, with a lead 
 flashing, 511)s. to the foot, at least 5 inches deep ; all the hips, vallies, and 
 ridges to be laid Avith 511) lead. 
 
 To provide and fix a ])unip with proper service pipes and all necessary stays 
 and standards for the same. 
 
 To fix two rain water pumps with 2 inch suction pipes and 31 inch cyliniler, 
 with oak standard plans, wrought iron lift and cheeks complete, using the old 
 pumps for the purpose ; if the old are rejected by the engineer as not fit, their price 
 of pro\iding new pumps to be extra. 
 
 c. 2
 
 44 
 
 To glaze with best Newcastle crown glass all windows and lights, to be well 
 bedded and back puttied, and to make good all broken glass until the work is 
 delivered over. 
 
 To stop, knot and paint in three coats of good oil colour all interior work 
 usually painted, and all similar exterior work in four coats of oil. 
 
 PLASTERER. 
 
 Render, float and set kitchens, lath, plaster, float, and set fair for papering 
 the living room and chambers, and for colouring or painting in the passages and 
 
 offices. 
 
 Plain cornices, not exceeding 10 inch girth, are to be run in the chambers of 
 
 the dwelling house. 
 
 The ceilings to be lath laid, and set in plaster. 
 
 SLATER. 
 
 To cover the whole of the buildings with duchess slates, nailed in two places 
 with coper nails 2 " X f deal sav^-n laths. Eaves to be laid double ; the whole of 
 the slates to have a sufficient overlap, not less than 3 inches, and to be carefully 
 assorted in courses consisting of slates of equal thickness. 
 
 CARPENTER. 
 
 The whole of the timbers to be of the best sound yellow Memel, Dantzic or 
 Riga fir, free from shakes or large loose or dead knots, and to be prepared accord- 
 ing to the patentee's specification for Kyan's process. 
 
 No rafters, joists or quarters to be more than 12 inches apart in the clear, a 
 tier of herring-bone struts, 2" X 2", in each room, on each of the floors. ProAade and 
 fix all necessary centreing to the arches and apertures, and support the same with 
 proper struts and braces. Provide and fix 2 tier of bond timber in each of the 
 stories, fir lintels, wall plates, and with wood bricks for the fixing of the joiner's 
 work, as may be directed. 
 
 The bond and plates to be halved and dovetailed at the angles, and nailed 
 and returned at the chimney breasts. 
 
 Lintels over all door and window openings to be 4^ inches thick, and 18 
 inches longer than the width of the internal opening, and as wide as the walls will 
 admit.
 
 • 
 
 45 
 
 The roof, floors, and cuiarter partitions to be framed in a .sound proper manner 
 of the following scantlings : — 
 
 Feet. Ini'lica. 
 
 Bond and wood bricks 4 X 2J 
 
 Wall plates on each story 4^X4 
 
 Joists of lodge and sitting room, ground floor . . 5 X 2| 
 
 English oak sleepers 4 x4 
 
 Joists of one pair floor 10 X 3 
 
 Framed and trussed quarter partition head . . . G X 4 
 
 Counter head 4 x4 
 
 English oak, Queen's 6 x4 
 
 Crown piece 4^ X 4 
 
 Strutts 4 X 4 
 
 Sills, quarters, braces, and puncheons .... 4 X 2^ 
 
 Posts 4 x4 
 
 Roof. 
 
 Rafters 7 X 3 
 
 Properly secured with iron foot straps and 
 
 bolts to the tie beams, and securely nailed to 
 
 the collar beams where they are used. 
 
 Tie beams 9 x 3 
 
 Collars 5 X 3 
 
 Ridge pieces and hips 9 Xl| 
 
 Pitching pieces 9 Xl| 
 
 Diagonal and Dragon pieces 4i X 4 
 
 Trimmer to sky-lights . 4i X 4 
 
 Cover the whole of the roof with | yellow 
 
 deal rough boarding for slates, the edges shot 
 
 with all proper tilting and springing fillets. 
 
 Privy. 
 
 Joists 10 X 3 
 
 Trimmers 10 X 3i « 
 
 Fir proper door frames, 4x3, tenoned into 
 stone sill, and Ij ledged and l)eaded door, hung 
 with 12 cross garnets and screws and norfolk 
 thumb latch, small })olt to same ; 1| ploughed 
 and tongued seat, with hole cut in same, and all
 
 46 
 
 proper bearers ; | deal square skirting, 4 inches 
 wide, rovind same; 1^ deal ovolo sash hung on 
 pivots. 
 
 Joiner. 
 The deals to be of the best seasoned Christiana or Stockholm. 
 
 Floors. • 
 
 Lay I5 yellow deal floors (free of sap) to the rooms and passages on the one 
 pair and ground floors, those on the ground floor, that are to be boarded, to be 
 ploughed within ^ of the bottom edge, and to be tongued with thin zinc. 
 
 Windows and Frames. 
 
 Deal cased frames, english oak svmk and weathered sills, IJ brass axle 
 puUies, 1| deal ovolo sashes single hung, with best extra stout patent white lines 
 and iron weights. 
 
 Those that are shown upon drawings with gothic heads, will have inch deal 
 wrought and tongued linings or splays with backing, | quirk moulding round 
 same to all the windows, except the lining rooms, which are to have Ij framed bead 
 butt and square shutters, hung with I5 pair 3 butts and screws, with boxing to 
 receive the same Avith single. 
 
 The window in the porter's room to be double hung. 
 
 Pronde and fix square angle stafs, wherever required, at the chimney breasts, 
 &c. 
 
 Doors. 
 
 The cellar doors to be I5 proper ledged doors, hung with 12 cross garnets, 
 wdth oak proper door frames, 4x3, tenoned into stone sills, with 9 inch stock lock 
 and norfolk thumb latch to same. 
 
 The doors under the spandrils of the stairs, opening on the platform for 
 passengers, to be 2 inch panelled, as on the drawing, bead flush and square with 
 gothic head and rabeted frame 4 X 31, tenoned into stone sill and beded casing 
 4 X |, fixed round the jambs, sofiiet to the outside, hung with 4 inch butts, 
 with* 10 inch best iron rim knob locks, and 2 — 10 inch bright barrel bolts to 
 same. 
 
 Similar doors to other openings on the ground floor, except the centre one, as 
 shown in section, Avhich is to have moulded transom and fanlight, as drawings. 
 
 Two inch moulded and square doors to the rooms on the one pair floor, the 
 moulded side towards the passages with 1^ deal single rebated jamb linings, with
 
 47 
 
 dovetailed backings to each jaml). inch deal framed grounds. 4|. wide, s|>layed at 
 the back edge lor i)Ia.ster, and I moulding to same, hung with 4 inch Redmonds 
 iron patent rising spring hinges, and 7^ inch mortice locks, with best knob furni- 
 ture. 
 
 Skirtings. 
 
 Inch deal grooved skirting grounds to the booking oflice, passages, and sitting 
 foom on the one-pair floor, with deal moulded skirting, 9 inched wide, the angles t(» 
 be ])roperly tongued autl housed. 
 
 Inch deal square skirtings, 7 inches wide, to the other rooms that are floored. 
 
 Staiiicask. 
 
 One and a quarter hard yellow deal nosed *and 1 inch risers to stairs, with all 
 proper brackets, carriages, &c. 
 
 One inch square bar balusters, 2 to each step, and 1 iron bar baluster upon 
 every fourth step properly secured, 2 iueli oak handi-ail to stairs, single moulded 
 skirting on landings and stairs. 
 
 PROGRESS OF THE WORKS. 
 
 1. Up to the joists of the first floor throughout shall be laid by the I7th of 
 November next. 
 
 2. Up to the wall plates throughout shall be laid by the 20th of December 
 next. 
 
 3. The buildings shall be covered throughout by the 15th of January, 1839. 
 
 4. All the interior Avork shall be finished by the 28th February, 1839. 
 
 The advances, as per proposal annexed hereimto. shall be subject to 20 per cent, 
 deducted, which 20 per cent, shall be paid on the subsequent fortnightly certificate 
 of the engineer, provided that the above times have been duly observed ; but this 
 20 per cent, shall be forfeited to the company, if the above times and amounts of 
 work done have not been duly observed. 
 
 TENDER. * 
 
 I, of 
 
 do hereby propose to make and erect the depot in the town of Tewkesbury 
 according to the plans and specifications exhil)ited to me ; and to maintain the same 
 until delivered over to the engineer, on completion of this contract ; and to provide 
 all the requisite materials within the periods, and upon the terms and conditions
 
 48 
 
 mentioned and contained in the draft also exhibited to me, for the sum of sixteen 
 hundred and sixty pounds — to be paid as follows, viz. : when the joists of the first 
 floor throughout the building are laid ,£500 ; when the wall plates for the roof are 
 laid throughout the building ^£300 ; when covered in throughout J200 ; when all 
 interior work specified is finished £20Q : and the balance within one month after 
 engineer's certificate of completion ; allowance more or less being made, when the 
 work actually performed, for any increase or diminution of work ordered as per 
 clause 12 of the conditions hereunto annexed. 
 
 And I have in the " First Schedule," hereto annexed, set forth the prices of 
 the different descriptions of work at which this tender is computed. 
 
 And I further propose to execute the several works in the said specification, 
 denominated " Extra Works," at the prices afiixed to each description of work in 
 the " Second Schedule" hereto annexed. 
 
 And in case this tender shall be accepted, I hereby undertake to execute the 
 agreement following to perform the works as above proposed, and under the con- 
 ditions above referred to. 
 
 And lastly, I do hereby undertake and agree, that in case the said agreement 
 shall not be executed by me within one week from the date hereof, the said com- 
 pany shall not (unless they think fit) be bound by this tender, but the same shall 
 be absolutely void, in case the company shall so think fit; nor shall they in that 
 case be liable to any claim by me in respect of work then already done by me 
 upon the said railway. 
 
 Witness my hand this day of 1838. 
 
 To the Directors of the 
 
 Birmingham and Gloucester Railway. 
 
 (Signed) THOMAS P. HOLDER. 
 
 COPY OF A LETTER FROM THE CONTRACTOR TO THE ENGINEER-IN-CHIEF. 
 Sir, 
 
 Having Mcamined the drawings along with you this morning, I find that the platform 
 extends further than shown on the sketches from which I made my estimate of £'1660, and 
 that the additional quantity of work, both stone and brick, will amount to a further sum of 
 £80, I beg to make my proposals subject to this increase for the Tewkesbury depot. 
 
 Tewkesbury, October 11th, 1838. 
 
 (Signed) Thomas P. Holder.
 
 49 
 
 ABSTRACT OF THE CONTRACTOR'S ESTIMATE. 
 
 Description of Work. 
 
 BRICKLAYER. 
 
 Brickwork in walls f 
 
 14 inch arches 
 Cut spliiys in arches 
 Cut quoins to do 
 Barrel drain 
 
 MASON. 
 
 In plinths 
 
 Moulded work on face 
 Plain work on face . 
 Doors and windows . 
 
 3 inch landings 
 2 inch hearths 
 6 inch landings 
 2 inch mantle and jambs 
 Moulded steps 
 18 inch coping 
 
 4 inch sill to privy . 
 No. 3 plain chimney-pieces 
 
 CARPENTER. 
 
 Fir framed 
 
 Ditto, in bond and lintels . 
 
 Ditto, in joists . 
 
 Gutter boards and bearers 
 
 1| inch yellow deal floor . 
 
 6 inch partition 
 
 4 inch ditto 
 
 1 Rough boarded to roofs 
 
 2 Panel square doors 
 1^ inch partition 
 4 Panel bead, both sides gothic 
 4 Panel square doors 
 1| inch proper ledged door 
 Sasii-doors 
 
 Single rebated jamb linings 
 Architrave linings 
 Single moulding 
 Gothic fan-lights, No. 1 
 Herringbone strutting 
 Deal cased frame oak sunk sills 
 
 IJ inch ovolo sashes, 1| brass axles 
 
 weights and lines, &c. 
 Inch framed shutters 
 
 head doors 
 
 puUics 
 
 5ti5 
 152 
 
 iuchcu. 
 
 u 
 
 6 
 
 451 4 
 800 
 512 
 210J sq. yds 
 
 37 6 
 
 10 yds. 
 
 10 10 
 694 B 
 
 210 6 
 21 
 
 47 187 
 
 15 
 151 
 
 
 4 
 
 Riin. 
 
 twt. inclii*9 
 
 65 n 
 
 141 3 
 
 - 
 
 553 
 
 10 
 
 - 
 
 171 
 
 
 
 385 3 
 
 233 
 
 2 
 
 13| sq. 
 2 sq. 65 
 
 
 
 80 ft. 6 
 
 
 
 14^sq. 
 82 4 
 
 
 
 53 
 
 
 
 97 6 
 
 
 
 60 
 
 
 
 72 
 
 
 
 54 
 
 
 
 5 8 
 
 
 
 184 2 
 
 
 
 no 
 
 2 
 
 51 ()• 
 17ti 
 
 H
 
 50 
 
 Description of Work. 
 
 No. 1 
 
 Inch and quarter deal nosed treads and risers, 
 
 square bar balusters 
 Oak handrail . 
 Iron bar baluster, inch square 
 4 inch square skirting 
 inch plain, ditto 
 9 inch moulded, ditto 
 Cut hole, and dished with cover to P 
 4 inched dresser top to corridor and drawers. 
 
 handles, lock and key to dresser 2 
 Iron-rimmed knob locks. No. 12. 
 4 inch butts, No. 12 p 
 Norfolk thumb latch. No. 7 
 Woodstock locks. No. 6 
 Cross garnets. No. 4, pair. 
 6 inch bright bolts, No. 6 
 Patent sash fastenings. No. 32 . 
 
 Duchess slates 
 
 SLATER. 
 
 PLUMBER. 
 
 feet. inches. 
 
 108 3 
 70 10 
 
 189 
 
 rods, feet. 
 
 feet, inchfs. 
 
 16 
 18 
 55 
 56 
 281 
 
 
 
 6 
 6 
 
 
 Gutters and flashing, lead .... 
 
 Wall-hooks, No. 39 
 
 Washer and waste in sink, No. 1 . . . 
 
 2 inch lead pipe ...... 
 
 Pump, with proper service-pipe complete, No. 1 
 No. 2 rain-water pump suction pipes 
 
 GLAZIER. 
 
 Best Newcastle crown glass .... 
 Skylight tops cut circular .... 
 
 Fanlight over door. No. 1 . . . . 
 
 PAINTER. 
 
 4 Oils 
 
 3 Oils 
 
 4 Oils sashes and frames. No. 29 
 Sash squares in 4 oils, 8 dozen and 4 
 Chimney-pieces, No. 4 . . . 
 
 PLASTERER. 
 
 Render, float and set to walls . 
 Lath, plaster, float and set to partition . 
 Laths lay set and white to ceilings, compo 
 Plain corner, 10 inch girt 
 
 15 sq. 
 
 44 cwt. 
 
 208 
 11 
 
 
 
 
 80 lbs. 
 
 18 
 
 36i yds. 
 128 yds. 
 
 559 yds. 
 
 66| yds. 
 270 yds. 
 
 66i yds. 
 
 169
 
 51 
 
 FIRST SCHEDULE REFEUHEU TO, 
 
 Containing a list of the prices of the several descriptions of work at which 
 the accompanying tender is computed, the whole of the work being executed and 
 completed agreeably with the foregoing specification : — 
 
 Excavator and Bricklayer. 
 Digging, per cubic yard ..... 
 
 Bricklaying, per rod of 272 feet .... 
 
 Banel drains, per foot ..... 
 
 Brick flat in cellar floor, per yard superficial 
 
 Mason. 
 Cased and bonded stone front per foot superficial on the whole 
 
 extent, opening included 
 (J in. forest landing, per foot superficial 
 Weathered and throated sills, per foot run 
 Forest treads and terrace steps 
 Ditto, risers ditto .... 
 
 Landings on platform forest tliin, per superficial 
 Cube forest under columns 
 Blue stone hearths, per foot superficial 
 Weathered coping, per cube 
 Forest border, sills, per foot superficial 
 Stone jambs and muUions, per superficial 
 Moulded coping, per run 
 Ditto, cornice ditto 
 
 Carpenter. 
 Memel timber, per cube ..... 
 
 Ditto, in bond plates, lintels as per ditto 
 
 Ditto, door-frames ...... 
 
 Oak sleepers ...... 
 
 E.rtra works. 
 Yellow deal ploughed and tongued floors with chains, per square 
 Ditto, staircases, per superficial .... 
 
 Ditto, boarding roof, per square .... 
 
 Ditto, gothic door head, per superficial 
 Ditto, double-hung gothic head, per ditto 
 Deal cased frames oak sunk sills, 1| wide deal sashes, per super.
 
 52 
 
 Ledged and beaded doors, per ditto 
 
 Angle staff beads, per run 
 
 Moulded skirting, per run . . . 
 
 Beaded linings, per superficial 
 
 Jamb linings, per superficial . 
 
 Framed and beaded box shutters, per superficial 
 
 Skii'ting, per run .... 
 
 2 inch moulded sash door, per superficial 
 
 Ditto, gothic headed, j^er ditto . 
 
 Wrought strings, per ditto 
 
 Slater and Plasterer. 
 Deal sawn lath for slating, per square 
 Duchess slating, per square 
 Plastering on walls, per yard . 
 Ditto, lath ceilings in plaster, per ditto 
 Cornice plaster, per run 
 
 Gothic ariis, per ditto .... 
 Lath and plaster partition, 3 yards square 
 
 Plumber, Glazier and Painter. 
 Lead flashing, per cwt 
 
 Ditto, gutters ..... 
 Best Newcastle glass, per superficial . 
 
 AGREEMENT. 
 I, of 
 
 hereby agree and imdertake to execute according to the specifications hereunto 
 annexed, and subject to the conditions prescrib*ed, the works on the Birmingham 
 and Gloucester Railway, comprised in the contract Teivkcsbiiry depot, hereunto 
 annexed, amounting to the sum of one thousand seven hundred and forty lioimds, 
 exclusive of " Extra Works" and alterations regularly ordered by the engineer, as 
 contemplated in clause 12th of the conditions hereunto annexed, which are to be 
 paid to me according to the " Schedule of Prices" for each particular work 
 hereunto annexed. 
 
 Dated this day of 1838. 
 
 5 ^ 
 
 Accepted and agreed to 
 
 I 
 
 Directors of the Birmingham and Gloucester Railway Company. 
 
 (Signed) THOMAS P. HOLDER.
 
 53 
 
 DETAILS OF THE 
 
 SWING BRIDGE, LONDON DOCKS. 
 
 H. R. PALMER, Esq., Engineer. 
 
 Plate 12. — Elevation and Transverse Sections of Ijridge, and Details of friction 
 
 rollers. 
 Plate 13. — Longitudinal Section and Plan of bridge, showing framing. 
 
 Exiilauotion of References on Plates. 
 
 a . . Iron post cased with steel, turned and polished. 
 
 b . . Iron socket cast hard in a metal mould and groiuid. 
 
 c . . The four adjusting screws. 
 
 d . . The inside of the ring turned true for the rollers to run in. 
 
 e . . The soil-plate cast solid. 
 
 f . . The arms ha\'ing fouf adjusting screws. 
 
 The rack is secured to the tail of the bridge, and the projecting part is 
 supported by a cast-iron bracket, screwed to external rib.
 
 54 
 
 MANCHESTER AND BIRMINGHAM RAILWAY. 
 
 G. W. BUCK, Esq., Engineer. 
 
 Plate 14. — Plans, Elevations and Sections of the Stockport Viaduct, (see 
 
 Speci/ication of sa?nej. 
 Plate 15. — Ditto, Details of Constmction. 
 Plate 16. — Elevations, Sections and Details of the Cangleton Viaduct. 
 
 Specification for the erection of the Viaduct over the River Mersey, 
 at Stockport. 
 
 The viaduct will l)e constructed of 22 semi-circular arches, each of 63 feet 
 .span ; the particulars of which are exhibited in the drawings, and herein further 
 described. 
 
 The whole of the foundations of the abutments and piers are to be laid 
 upon the solid sand-stone rock. It is presumed that the rock will l)e met with at 
 the respective depths shown in the drawings ; and if otherwise, the foundations 
 must be laid either higher or lower, as the case may require, in the judgment of 
 the engineer. 
 
 The rock must be dressed oflf to a uniform level surface, equal in extent 
 to the bottom course of the masonry of each foundation. 
 
 The contractors are to excavate all the foundations, to the depths shoAvn 
 in the drawing; to construct dams, to keep out or pump out the water, and 
 provide all cenh-eing-planks and tools of every description necessary to the 
 perfect execution of the work, at their own expense, and to be included in the 
 amount of their tender ; and in case any of the foundations shall, in the opinion 
 of the engineer, require to be laid lower than is shown in the drawings, the 
 contractors are to make the required additional or other contingent works, 
 incident thereto, at the rate specified in the second list of prices.
 
 00 
 
 The increase of the excavation, masonry, or brick-work, or other matti-r 
 constituting the foinulation caused hy such additional depth, will he paid for a« 
 additional work, at the rate sjjeeilied in the second list of prices. 
 
 The earth, or other material, which it may he necessary to fill in round 
 the brick-work or masonry of the foundations, must be widl punned, pounded, or ' 
 puddled-in. as the case may require, or as may be directed by the enj^iueer ; 
 and the expense of performing it is to be borne by the contractors, and not to be 
 charged as additional or extra work. 
 
 The value of such tilliug-in round the foundations of the piers and 
 abutments, is to be included in the price for the excavations, where additional 
 excavation is necessary, and to be included in the contract where additional exca- 
 vation is not necessary. 
 
 The tilling-in is to extend from the bottom of the foundation to the level 
 of the surface of the ground. The surplus earth arising from the excavation of 
 the foundations must be removed into the embankmeuts surrounding the aljut- 
 ments, by and at the cost of the contractors. 
 
 BRICK. 
 
 The Ijricks to be made use of in the inside work .shall be such as are known 
 in Manchester by the name of '" common bricks," of good quality, well shaped, 
 and hard bunit. 
 
 The whole external face of the brick-work of the viaduct is to be built 
 with second-stock bricks, of the best quality ; and the whole depth or thickness 
 of all the arches of the viaduct must be entirely built with the said second-stock 
 bricks. In the arches the bricks must be laid by a line, and each l)rick tirnil) 
 bedded with a mallet. No broken bricks shall be used, and no joint of mortar 
 shall exceed a quarter of an inch in thickness. No difference of Avorkmanship 
 will be allowed in outside and inside work, except so far as herein specified ; 
 and the whole of the joints .shall be flushed up solid w ith mortar, and the outside 
 joint neatly drawn with a trowel, and struck with a straight edge. 
 
 The bond will be either English or Flemish, as the engineer may direct. 
 
 The contractors will not be allowed to build any of the outside work over- 
 handed ; but they must, in every case, lay it from the outsiiic, and prdvide all 
 scaffolding or stages necessary for the .same. 
 
 The arches are to be backed with solid brick-work, up to the height shown 
 in the drawing, and the spandrils are to be carried up with the backing to the
 
 56 
 
 same height before the centres are eased; and the remaining or upper portion 
 of the spandrils is not to be built until the centres are eased quite clear of the 
 arches, and all the arches are tiu-ned and backed to the height shown in the 
 drawing. 
 
 All the joints of the soffits of all the arches must be raked and neatly 
 pointed. 
 
 After all the arches shall have been turned, and the centres eased or struck, 
 and after so much time shall have elapsed as shall be sufficient, in the opinion 
 of the engineer, to ensure no further subsjidence of any of the arches, then, and 
 not till then, shall the remaining portion of the spandril walls be built up to 
 the level of the under side of the stone parapet. 
 
 No brick-work, or stone-work, to be set during frosty weather. 
 
 MORTAR. 
 
 The mortar to be made use of in the foundations in all those parts below 
 the surface of the ground, in all the arches, and in the piers which stand in 
 the River Mersey, to the height of the uppermost course of the stone-work of the 
 base, must be laid in Artbury lime mortar, or in mortar made with hydraulic 
 lime of equally good quality, such as shall be approved by the engineer. 
 
 The mortar to be used in the other parts of the work may be made with 
 Burton lime, or any other lime such as shall be approved of by the engineer. 
 The lime is to be mixed with clean sharp sand, in the proportion of three mea- 
 sures of sand to one of lime. The lime and sand must be intimately mixed and 
 well tempered, by being ground together under edge-stones with a proper 
 quantity of water. 
 
 STONE. 
 
 All the stone to be used in or for the viaduct, is to be stone of the best 
 quality, from the Cloud Hill, or Runcorn Quarries ; or other stone equally good, 
 and approved of by the engineer. 
 
 The stone-work of the piers and abutments is to be of solid ashlar work 
 throughout, from the foundations to the height shown in the drawings. Each 
 course to be 2 feet thick. The outside courses to measure 2 feet 6 inches, and 
 4 feet alternately in the bed. No stone in the outside courses to be less than 
 4 feet long ; and no stone, either in the inside or outside work, to break joint less 
 than 18 inches.
 
 0/ 
 
 Tlie outside courses of the bases of the piers and abutments are to have 
 3 inch chanipered joints, with u tool-draft or margin 2 inches wide, and the 
 remaining space pick-dressed. All the beds of tlie stones are to be accurately 
 worked into true plane surfaces without any winde or hollow, and set with as 
 close a joint as possible. Each course to be completed before the next is begun, 
 and drafted and pick-dressed to a true horizontal bed. 
 
 The imposts are to be 3 feet thick, in two courses ; and the stones of which 
 they are composed are to measure 4 feet long in the face, and alternately 4 feet 
 and 6 feet deep in the bed, exclusive of the projection ; by this arrangement the 
 long stones will break joint with each other two feet, and in I'aeh cross joint a 
 3 inch square joggle of hard stone, or of well burnt Staffordshire brick earth, is 
 to be inserted throughout the whole thickness of the impost (as shown in the 
 drawing), and set in lluid roman cement of the best quality. 
 
 The inq)osts are to be moulded (as shown in the draAving), and their whole 
 external surface fair tooled. 
 
 After the spandril walls shall have been built to the height shown in the 
 drawings, then the stone parapet is to be erected (of the form and dimensions 
 shown in the drawings). The whole of the internal and external surfaces of the 
 parapet are to be fair tooled. No stone in the parapet to be less than 5 feet 
 long. All the beds and cross-joints to be perfect planes, and set with close 
 joints. 
 
 In each cross-joint of the parapet there must be a vertical joggle through 
 the whole height or thickness of the course ; and in each joggle a piece of hard 
 stone, or of well burnt stalTordshire brick earth, is to be inserted, 3 inches square, 
 set in fluid roman cement of the best quality. 
 
 To carry off the water from the railway a 4 inch cast-iron pipe is to be 
 built horizontally into the centre of each pier, and of each abutment, to discharge 
 the water 1 foot above the level of the surface of the ground ; the discharging 
 end must project 4 inches beyond the face of the masonry, and be terminated 
 with a ;| of an inch bead, the inner end of each horizontal pipe must have a faucit 
 joint, the bottom of which must be G inches above the upper sin-face of the 
 horizontal pipe ; the pipe is to have a quarter bend at this end ; the faucit joint 
 is to receive a 3 inch cast-iron pijje, which is to be built in the centre of each 
 pier, and in each abutment, up to the level of the backing (as shown in the 
 drawing). 
 
 'i'he uppermost h-ngth of the 3 inch pipe is to finish in a cesspool made in ' 
 a stone block, into which the water is to be brought by the drains (shown in 
 the drawing.) 
 
 I
 
 58 
 
 After any one of the arches shall have been turned and backed to the proper 
 height, the arch and backing are to be coated with coal-tar, in the following 
 manner, as soon as the weather will permit: — 
 
 The whole of the upper surface of the arch and backing must be freed from 
 all dirt, dust, loose materials, or any other extraneous matter, by being thoroughly 
 swept, or by other efficient means ; and the work, after being thus cleaned, must 
 be covered with coal-tar, prepared and put on in the following manner; — The 
 coal-tar is to be boiled a sufficient length of time, to evaporate its water and 
 ammoniacal liquor, to such an extent that when the remainder is suffered to 
 cool it will set moderately hard, and without cracking: the requisite time for 
 ])oiling is about ten or twelve hours. 
 
 The coal-tar, when thus prepared, is to be poured upon the brick-work by 
 means of ladles or cans, and well rubbed into the surface of the brick-work with 
 stiff brushes ; and after the tar has been thus brushed into the surface and joints 
 of the brick-work, another coat is to be poured upon it and suffered to cool 
 thereon, to the thickness uf, and not less than, a quarter of an inch. 
 
 After the erection of the spandril walls, they must be carefully coated with 
 prepared tar, to the extent of 18 inches in height above the arch and backing ; 
 and great care must be taken to make perfect the connection between the coating 
 of the arches and the spandrils. 
 
 The purport of the coating is to render the arches impervious to water ; 
 and it is proper to add, that the operation cannot be performed except in 
 dry weather. 
 
 It is now known by experience, that when this work is well executed, the 
 arches are rendered perfectly drop dry, and the contractor will be held responsible 
 to make them so. 
 
 All the centreing must be consti-ucted to the satisfaction of the engineer, 
 for which purpose the contractor must lay before the engineer drawings of the 
 centres which he purposes to make use of, and which must have the engineer's 
 approval before the centres are consti-ucted. 
 
 The contractor must commence turning the arches at one end of the viaduct, 
 and proceed onwards to the other end ; and he Avill not be allowed to remove 
 or to ease any one centre until he shall have not fewer than eight arches turned, 
 after which, the centi-e next the abutment may be removed, and be placed in 
 advance, to serve the purpose of turning the next succeeding arch upon, and 
 so on regularly in succession. 
 
 Provided nevertheless that the contractor shall not, in any case, be permitted 
 to strike, remove, or ease a centre, without having the written permission of
 
 59 
 
 the cnginccr-in-chicf for that purpose; ami if tlu' contractor sliall persist in 
 acting in opposition to this provision of the sj)ecitication, he shall be liable to the 
 expense of all accidents or damages arising therefrom ; and shall, in addition 
 thereto, forfeit and pay to the company the sum of one thousand pounds for any 
 violation thereof. 
 
 After the arches shall be turned back and coated, and the sj)andril walls 
 shall have been carried to the proper height for the parapet, the contnutor 
 must fill the spaces between the arches, and also cover the whole of the arclies 
 with sand, up to the height of 1 foot above the level of the tops of the 
 arches. 
 
 This must be done from one end of the viaduct to the other, and embrace 
 the whole breadth between the parapets. The contractor will be required to 
 fix as many vertical earthen drain-pipes in the ballasting between the arches as 
 the engineer may direct. 
 
 These pipes will be furnished by the railway company. 
 
 I 2
 
 60 
 
 PARIS AND VERSAILLES RAILWAY. 
 
 M. PERDONNET, Engineef. 
 
 Plate 17. — Plan, Elevation and Details of the Viaduct across the Vale 
 of Fleury. 
 
 This design, it is presumed, will be reviewed with particular interest, as it 
 contains some deviations from the usual mode of construction adopted in this 
 country.
 
 61 
 
 GLASGOW, GREENOCK, AND PAISLEY RAILWAY. 
 
 JOSEPH LOCKE, Esq., Engineer. 
 
 Plate 18. — Plans, Elevations and Sections of the Bridge over the River Cart, 
 
 at Paisley,* face Specijication of same j. 
 Plate 19. — Bridge over South Croft Street, (sec Specifcation of same J. 
 Plate 20. — Plans, Elevations and Sections of the Bridge over Cook Street. 
 Plate 21. — Ditto, Details of Construction. 
 Plate 22. — Plans, Elevations and Sections of the Bridge over the Pallack 
 
 and Govan railway. 
 Plate 23. — Ditto, Details of Construction. 
 
 SrECiFiCATiON of Bridge for crossing tlio River Cart, at Paisley. 
 
 This bridge of one arch, for carrying the railway across the River Cart, 
 shall be built according to the form and of the dimensions represented on the 
 drawing. 
 
 The foundations of the abutments shall be laid at the depths shown on the 
 drawing, and shall be 33 feet long and 23 feet 6 inches thick, stepping off in three 
 courses (1 foot each) to 28 feet long and 18 feet 6 inches thick. From this point 
 to the springing of the arch, being a height of 25 feet 10 inches, the face of the 
 al)utment shall l)e built perpendicular, while at the l)ack the curve of the arch 
 being carried to the foundation, the abutment will gradually decrease in thickness 
 to the springing, where it shall be 6 feet 6 inches thick, and 28 feet long. 
 The courses in the abutment shall be radiated in the same manner, and from the 
 same centre as the arch stones — the face stones being set square and bounded 
 at every alternate course to the radiated arch of the abutment, as shown on tlie 
 drawing. 
 
 • A clause in the Act of Parliament for the railway reejuireJ this bridge to span the river in 
 one arch, and that the foundations shall be 10 feet below high water-mark. The cost of it 
 amounted to about £4,(XK).
 
 62 
 
 The foundation courses, and for 10 feet in height from the base, shall be 
 set in water lime. 
 
 As the dimensions are written on the drawing, it will not be necessary to 
 insert them here : the following, however, are the principles : — 
 
 The impost shall be 1 foot 6 inches thick, and shall project and be wrought 
 into the torus form, shown on the drawing ; the arch shall be 85 feet span at the 
 impost, and the rise from the springing to the soffit must be 18 feet. The arch 
 stones must be 3 feet deep at the crown, increasing in thickness to 5 feet at the 
 springing; they shall be 18 inches thick at the under side, and not less than 
 3| feet long. The exterior ring of arch stones shall have a torus moulding 
 course, 1 foot thick, dressed into the form shown on the drawing. The string 
 course shall be 15 inches thick, 4 feet on the bed, with a projection of 2 feet. 
 Each stone shall not be less than 3 feet long. It shall be throated or undercut 
 for the drop. 
 
 The parapet shall be 4 feet high, consisting of a plinth course, 15 inches 
 in depth, 1 foot 9 inches wide ; and one course 2 feet deep, 1 foot 6 inches thick ; 
 and a coping 9 inches deep, and 1 foot 10 inches wide. No stone in the parapet 
 shall be less than 3 feet long. The ujjper edges of the plinth shall be chamfered. 
 Each stone in the parapet shall be doweled together Avith iron dowels run in 
 with lead. 
 
 A layer of good puddle, 18 inches thick, shall be laid over the arch for the 
 full width of the bridge. 
 
 For the abutments, no stone in the outside courses shall be less than 
 2 feet by 3 feet by 14 inches ; and every joint shall be broken by at least 1 foot 
 of overlap. 
 
 The interior work shall consist of stones in courses equal in thickness to 
 those on the outside, and not less in their other dimensions than 2 feet by 
 2 feet. The arch stones shall not be less than 2 feet 6 inches deep ; but every 
 alternate course, where the thickening of the arch will admit of two of these sized 
 stones, shall be of the full depth shown on the drawing. 
 
 » The exterior of the abutments to the springing shall be rough rusticated, 
 as shall also the quoins of the pilasters, with a cleanly dressed joint, showing a 
 clear edge of 1| inch at the front. The pilasters, impost, spandrils, string 
 course, parapet, coping and caps, shall be tool-dressed. The underside of the 
 arch stones to be neat pick-dressed. 
 
 The bridge shall be built of the best freestone, free from beds, shivers, flaws, 
 or iron bands. Every stone shall be truly squared, jointed, and bedded, for the 
 full dimensions given. No pinning will be allowed.
 
 63 
 
 The morlar shall be ground in a pug-mill ; and each course, after having 
 been set in mortar, shall be well grouted. 
 
 The spandrils and arch stones shall be dressed off for the space of 2 feet, to 
 receive the string or cornice, which shall he- worked into the form shown on 
 the drawing. 
 
 The pilasters shall be dressed off for the space of 2 feet, to receive the 
 blocks and bands, which shall be finished Avith a moulding, as shown on the 
 drawing. 
 
 Each block shall be 3 feet on the bed, 1 foot 6 inches in di-pth, 9 inches 
 wide, and shall project at the top 1 foot beyond the band, which shall be formed 
 of stones between each block, 1 foot G inches deep, 1 foot three inches wide, and 
 2 feet on the bed. 
 
 Relieving arches shall be built in between the spandrils, of the form and 
 dimensions shown on the drawing. The piers or sleeper walls shall be 1 foot 
 6 inches thick, and shall be properly bonded to the cross wall, which shall also 
 be 1 foot 6 inches thick, and 17 feet 6 inches high, built from spandril to spandril. 
 and properly bonded thereto. These walls may be either of brick or rubble. 
 The arches shall be of brick, 9 inches thick (as shown on the drawing). 
 
 All proper centreing, piling, dams, &c., to be formed by the contractor. 
 
 Specification of Bridge for carrying the Railway over South Croftrstreet. 
 in Paisley. 
 
 The cast-iron bridge represented in this drawing is intended to carry the 
 railway over South Croftrstreet. It shall be built of the form and dimensions 
 shown on the drawing. It will require to be built askew, the line of the railway 
 making with that of the street an angle of about 17°. 
 
 The roadway arch shall be 15 feet wide on the square, and have 21 feet 
 4 inches in clear height, from the present surface of the street to the underside 
 of the arch at its highest point. The side or footway arches shall be 5 feet widi- 
 on the square, and 16 feet 2 inches high. 
 
 The abutments shall be built of brick, with stone pilasters and quoins. 
 3 feet by 2 feet, which shall correspond in thickness with four or five courses 
 of bricks. 
 
 The piers shall be of brick or of solid ashlar, with chamfered joints, showing 
 a clear edge to the front. They shall be of rough rustic-work, willi a plinth- 
 course 2 feet deep, projecting 11 inch. This course shall be tool-dressed.
 
 64 
 
 Grooves shall be cut in the masonry for the flange of each rib, 9 inches deep 
 and 3 inches wide. 
 
 The imposts, pilasters, coping, string course, and plinth, shall be of stone, 
 neatly and truly dressed, in lengths not less than 3 feet. 
 
 The stones in the pilasters shall average 1 foot 6 inches thick, and shall be 
 laid header and stretcher, and the quoins shall not be less than 18 inches on the bed. 
 
 The counterforts shall be built 3 feet vdde and 4 feet deep, of brick or 
 rubble, in the form shown on the drawing. 
 
 In the rubble work, stones of a large size, as large as a man can conveniently 
 lift, shall be used, and every course shall be flushed up with scabblings and 
 well grouted. 
 
 The footway arches shall be built of brick ; and in order to finish the 
 extreme angles of the face, a 3 inch flange must be cast on to the inside of the 
 footway beams, on to which the bricks shall be bedded. 
 
 On the top of these arches, and in line with the ribs and counterforts, brick 
 walls shall be built, 1 foot 2 inches wide on the square, and of the height and 
 in the manner shown by the cross section of the abutment in the drawing. The 
 strength of the counterforts, piers and abutments, together with the position of 
 the bed-plate and rib, as let into the masonry, is also described thereon. The 
 course of masonry for receiving the bed-plate, shall, at the springing of each 
 beam, be 2 feet 6 inches in thickness and 3 feet on the bed ; in other parts the 
 skew-back and impost may be in two courses, they shall be properly bevelled to 
 receive the bed-plate, which shall be firmly fixed therein. The bed-plate shall 
 be cast in convenient lengths, 1 foot 9 inches wide, and 2 inches thick, and shall 
 be provided with suitable recesses for receiving the ribs ; the ends of each piece 
 shall be provided with an overlap flange to bolt them together, and to the masonry. 
 
 The span of the ai-ch on the skew is 35 feet 6 inches, with a rise of 7 feet 
 6 inches ; and the roadway of this main arch is to be supported by six cast-iron 
 ribs, of the dimensions shown on the drawing. If it be found inconvenient to 
 cast the ribs in one piece, the contractor shall provide, at the end of the beams, 
 flanges 1| inch thick, for the full depth of the rib, which shall be strengthened 
 by three brackets on each side ; and the ends of the ribs shall he bolted together 
 with eight bolts, 1|; inch square; the face of this flange shall be chipped smooth 
 for its whole depth, so as to bear the pressure equally, for which purpose it shall 
 be provided with chipping pieces ; a key-plate shall be provided for the outer 
 ril)s to cover the bolts. 
 
 The covering plates slhal be 6 feet long for the space between the roads ; 
 they shall be 5 feet long for the space between the rails, and 4 feet 9 inches for
 
 65 
 
 the space between the rail and the outer rib. They shall be bolted together 
 with iive bolts, and to the ribs by bolts passing through the chair and oak bearer, 
 as shown on the drawing. 
 
 The cornice shall be cast hollow, of the form shown on the drawing, 9 inches 
 deep, and projecting 11 inches from the face of the rib; it shall !)(.■ | of an inch 
 in thickness. The jilinth plate shall form part of this casting, and shall be 
 8 inches above the cornice, with a top flange 4 inches wide. Upon the inside 
 face of the cornice, at points 3 feet apart, sockets shall be cast to receive the 
 fastening pins from each length of the iron railing. The socket holes shall be 
 2 inches by 1^ inch inside, and ^ of an inch thick; the socket shall have holes 
 cast at the points shown on the drawing, to receive a key, which shall pass 
 through a corresponding hole in the fastening pins of the railing. A covering- 
 plate shall be screwed on at the back of the cornice, to form a plinth course to 
 the roadway. The cornice shall have a flange at the bottom, which shall be 
 bolted to the top web of the rib ; and on the inside the bolts shall pass also 
 through the covering plate, so as to tie them firmly together. 
 
 The ballusters shall be 3 feet 6 inches above the plinth, and shall be 
 2 inches by 1 inch and 5 inches apart, and finished off at the top and bottom, as 
 shown on the drawing. The top rail shall be 1| inch by 3 inches. 
 
 The span of the footway arches shall be 19 feet 2 inches on the skew, with 
 a rise of 2 feet 6 inches ; the ribs shall be 1 foot 9 inches deep, 2 inches thick, 
 and shall be cast of one length, of the form shown on the drawing. Four of 
 these ribs will be required; namely, one for each face of the footway arches. 
 The roadway over those parts of the footway arches, from the face to the first 
 spandrel wall, shall be covered with oak planks, 4 inches thick, as shown on the 
 plan at B. The remaining space over these arches shall be filled in with ballast 
 to the level of the roadway. 
 
 The bolts for connecting the ribs, roadway, and cornice-plate, shall be made 
 of the best wrought iron, 1 inch square, and pro^'ided with proper washers. 
 
 All the ribs and plates shall be cast perfectly sound, from the second melting 
 of metal, either from the cupola or air funiace ; and each rib shall be tested with 
 a load of forty tons, applied uniformly along its whole length before leaving 
 the works. 
 
 All the joints of the plates shall be made good with gaskin, well saturated 
 in the best tar, and filled up with iron borings, mixed to a proper consistency 
 with sulphur and sal ammoniac, so as to make the whole impervious to water. 
 The external part of the iron-work shall have three coats of good mineral jiaint. 
 the colour of which will be fixed upon Ijy the engineer at the time. 
 
 K
 
 66 
 
 LEEDS AND SELBY RAILWAY. 
 
 JAMES WALKER, Esq., Engineer. 
 
 Plate 24. — Plans, Elevations and Sections of the " Accommodation Bridge, 
 built for Shippen Fann. 
 
 Plate 25. — Ditto, ditto, Details of Constmction. 
 
 This bridge is distinguished for its lightness of construction, there being no 
 immoderate use of metal, as is frequently the case in cast-iron bridges.
 
 67 
 
 BRIDGE OVER THE CLYDE, AT MILTON 
 
 GEO. BUCHANAN, Esq., Engineer. 
 
 Plate 26. — Plans, Elevations and Sections of the Bridge over the Clyde, at 
 ^Milton, (see Specification). 
 
 Specification for building a Bridge over the Clyde, at Milton. 
 
 The south side of the bridge to run in a line between the north-west corner 
 of the old mill, marked A on the plan, No. 1 ; and at point B, 79 feet from the 
 east angle of the Duke of Hanulton's mill at C (the distance being taken square 
 with the proposed direction of the bridge,) and thence continued in the same 
 straight line. The north side to run parallel with the south side, and 14 feet 
 distant, that being the intended breadth of the bridge, including the outside 
 walls. 
 
 The bridge to consist of three semi-circular arches, each 47 feet span and 
 14 feet across the soffit. The face of the north abutment pier above the offsets 
 to be about 23 feet from the comer of the old mill, at A, and exactly as marked 
 off by the engineer, in presence of the two contractors ; and the distance of the 
 other piers to be determined from this. The foundation of the south abutment 
 to be excavated 6 feet below the level of the springing of the arches, and also 
 the rock between that and the middle pier (as shown in the elevation,) and tlu* 
 materials taken to till up the space between the wing walls, or in building any of 
 the rubble, if it shall be thought fit for it. 
 
 The body of each of the middle piers to be 8 feet thick and 14 feet long, 
 exclusive of the cutwaters on each end, which are to project 5 feet in the middle, 
 and to consist of segments of circles, tangents to the exti-emity of the pier on 
 each side. 
 
 The abutment piers to be each 7 feet thick and 14 feet long, to be rounded 
 off, and terminated at each end with a quadrant of a circle 2^ feet radius, pro- 
 
 k2
 
 68 
 
 longed into a straight line running 18 inches parallel with the direction of the 
 bridge, and terminating in the pilaster which projects 8 inches, and is 3 feet 
 4 inches broad, beyond which the wing wall commences. The pilaster rises 
 peqiendicular up to the springing, and then batters in a regular sweep along with 
 the wing walls; the inside of the pier is prolonged into the wing walls and 
 middle abutment wall ; the comers at D and E next the wing walls, in plan No. 2, 
 to be rounded off, as shown. 
 
 The wing walls on the south end of the bridge to run from the extremity 
 of the abutment pier in the arch, of a circle 40 feet radius, setting off a 
 tangent to the direction of the bridge, and extending 15 feet along the circle; to 
 be then continued 30 feet further in the arch of another circle 65 feet radius, 
 and touching the former at the point where they meet, the walls terminating in a 
 point 40 feet from the inside of the pier, measuring along the direction of the 
 bridge, and 24 feet from the line of the outside wall. The wing walls on the 
 north side to run in the same manner, but to terminate in a point 50 feet from 
 the inside of the pier, in the direction of the bridge, and 40 feet from the line of 
 the outside walls ; the radius of the circle being 45 and 70 feet respectively. 
 
 The wing walls, where they commence at the extremity of the bridge, to 
 batter with a regular curve from the foundation to the top, where they stand on 
 a line with the outside walls of the bridge, and this batter to diminish gradually 
 till it terminates at about half the distance where the wall is carried straight up. 
 The walls where they commence to be raised to a level with the roadway 
 which is on the same level with the top of the cornice ; to be continued at this 
 level 15 feet, and then as they recede from the roadway, to diminish in such a 
 manner that there be in every part a slope of 1| foot horizontal to 1 foot perpen- 
 dicular, from the side of the roadway to the top of the Avail ; the roadway being 
 25 feet wide. 
 
 Raise a sufficient iron railing on the level part, on the top of the wall next 
 the bridge, extending 15 feet from the extremity of the parapet where it declines, 
 and terminates in the arch of a circle. The foundation of the wing walls at the 
 said commencement to be 4 feet thick, and to diminish gradually to 18 inches at 
 its extremity. At the top under the coping it is to be 2 feet thick, and the 
 coping to be 12 inches high, and to project 3 inches on each side. Each wall to 
 terminate in a square pillar, projecting where it appears 3 inches all round, and 
 the coping also to project 3 inches. 
 
 The middle abutment wall to be 3 feet thick at the bridge, to be 
 raised to a level with the covers on the spandrel walls, and to diminish 
 gradually in the arch of a circle, 45 feet radius, till it be 4 feet high.
 
 69 
 
 whefe it terminates in a pillar 4 foet square; the upper course to form a 
 cope of 12 inches thick, and |)rojecting '.i inches on each side. In the mitldle 
 piers, the coping under the springing of the arches to project 12 inches at the 
 extreme points below this, and including the space for tlie moulding to he 
 12 inches thick ; and above it on the top of tlie cutwater to rise 2 feet at the 
 pilasters, and to l)e rounded to two spheres of 1.'} feet radius, and intersecting each 
 other above the middle of the cutwaters. 
 
 The piers below the coping to be 8 feet thick for 12 feet, to be then enlarged 
 by three offsets, each G inches broad and 12 inches thick, and below that is the 
 foundation course of the same breadth and thickness, with the last and sunk 
 level into the rock as far as necessary. The abutment piers to have the same 
 coping and moidding continued round as far as the wing walls ; al)ove, the cut- 
 waters to be rounikHl olT to a sphere (it feet radius above the curved part of the 
 pier, and to a cylinder 6| feet radius above the flat part, and both terminating 
 in a flat at the pilaster. The arches to spring 1 inch within the body of the 
 piers, so that the piers will be separated 2 inches more than the span of 
 the arch. 
 
 The arches to l)e composed each of four ribs, running at equal distances 
 between springing, and the intermediate spaces to be filled up with a course of 
 covers 6 inches thick nmning between each rib. The two outside ribs 
 to be 2 feet deep in the arch, and 2 feet broad across the sofHt, and the mouklings 
 cut out of them, as shown in the section. The two middle ribs to be 18 inches 
 deep in the arch, and 20 inches broad across, the soflit, and to have the under 
 corners bevelled off and rounded, as in the sel^tion. 
 
 The stones in all the ribs to be from 2 feet to 15 inches thick, diminishing 
 regularly from the springing to the crown, the covers to rest on the top of the 
 middle ribs, and to meet in the centre ; but at every 6 or 8 feet one of the stones 
 to project above the covers 9 inches or more, and to be 12 inches broad, leanng 
 4 inches of a check on each side for receiving the ends of the covers. The 
 side walls to be perpendicular from the outside ribs, and to rise 16 inches above 
 them at the crown, and to be at an average 2 feet thick. 
 
 Above the wall a course to run, 12 inches thick, and to project 1 inch; 
 above this the cornice, 12 inches deep, .and above it the parapet walls, consisting 
 of a base 12 inches high and 12 inches broad, a dado course 18 inches high and 
 10 inches thick, and a coping 12 inches high, and j)rojecting, as shown in 
 the section. 
 
 Above each abutment pier a pilaster is to rise li hind the outside ribs, 
 3 feet 4 inches broad, projecting 8 inches from the side walls, and the projection
 
 70 
 
 continued to the top of the parapet, with mouldings similar to the cornice* and 
 running on the same level; also projections similar to those on the parapet, 
 the stones in the pilaster to be 2 feet 8 inches thick at an average. Between 
 the side walls, and directly over the two middle ribs, two spandi-el walls to run 
 parallel with the side walls to the crown of the arch, 2 feet thick, and rising to 
 the level of the top of the arch stones at the crown; to be closed in at the top 
 with covers, at least 8 inches thick, and of such a length as to meet in the middle 
 of each wall, the covers to run across the crown of the arch uniting and resting 
 on the ribs. 
 
 Above the piers the spandrel walls to be united by a cross wall rising 
 above the middle of the pier, filling up the space between the opposite arches, and 
 at the abutment piers uniting with the wing walls and middle abutment walls. 
 Between the arches this wall to be 4 feet thitk at the springing, and to increase 
 as the arches recede to 8 feet, and to continue of this breadth to the top ; and 
 at the abutments to be 5 feet at the springing, to increase with the spreading of 
 the arch to 7 feet, and to continue at this thickness to the top. 
 
 The masonry of the middle piers and abutment piers to be on the outside 
 of ashlar, laid in courses, from 12 to 15 inches thick, well bedded in the best 
 lime mortar, and pointed on the outside with roman cement ; the outside stones 
 to be all broached in the face with good broached work, and to be well squared, 
 drafted, and scabelled, in the joints and beds, at least 6 inches within the face ; to 
 be laid with headers and stretchers alternately, the headers not less than 3^ feet 
 long, nor less than 18 inches or 2 feet broad; the stretchers not less than 2| feet, 
 nor more than 4| feet in length, and not less than from 18 inches to 2 feet in 
 the bed. 
 
 The stones of the interior packing to be of the same thickness as the 
 ashlar, of as large materials as can be introtluced, laid so as to bond well with 
 each other, as well as with the outside stones, and each course to be grouted 
 with lime, and to be levelled throughout before the succeeding one is laid on. 
 
 The arch stones of the outside ribs to be droved on the outside and 
 mouldings. The remaining inside and under side broached, and the middle ribs 
 to be broached throughout, where they appear projecting from under the covers; 
 the covers to be hammer-dressed on the under side. The stones in all the ribs 
 to be levelled in the joints towards the centre of the arch; the joints draughted 
 throughout and well scabelled between the draughts, so as to form the joints as 
 smooth and close as possible ; the checks in the ribs, and the back of the middle 
 ribs where the covers rest, to be also draughted and scabelled ; the covers to be 
 all levelled and dressed in the joints the same as the ribs ; and all the covers
 
 71 
 
 and ribs laid in the best lime mortar. The outside walls to be built in course^ 
 from 12 to 15 iuehes thick, well bonded together with headers and stretchers, 
 and bedded in lime, to be broached in the face, and to be squared, draughted, 
 and scabelled in the beds and joints 6 inches within the face. 
 
 The projecting course below the cornice to be droved and .scabelled in the 
 joints and beds at least 6 inches within the face. The stones in the cornice to be 
 not less than 25 feet in breailth along the cornice, and not less than ',i feet in 
 the wall. The space under them, and above the covers of the spandrel walls 
 and crown of the arch, to be tilled up with good rubble laid in lime ; tlie joints 
 and beds of the cornice course well squared and draughted, and scabelled at 
 least G inches within the wall, and the outside and mouldings droved ; the base 
 of the jjarapet wall, and the coping, to be droved on the outside and inside ; 
 the dado course to be broached outside, and the inside to be broached similarly 
 to the work now executing on the front wall of the house ; the stones in the base 
 to be not less than 3 feet in length, and tlic dado course and coping the same, 
 and not less than 9 inches of regular liand. The spandrel walls to be of good 
 rubble, and of as large materials as possible, laid in courses, and well bedded 
 in lime. 
 
 About 15 feet above the springing of the arches a course to be carried 
 horizontally in each spandrel wall, between the ribs, consisting of stones 2 feet 
 long, set on edge and well packed together, and butted against one of the pro- 
 jecting stones in each rib; the middle abutment wall to be of the same kind of 
 work with the spandrels, the wing walls to be also of good coursed rubble, of 
 large materials, and the outside neatly laid and pointed. The coping of the 
 wing walls to be hammer-dressed on the outside and half way over the top. 
 The covers above the spandrels to be well jointed and bedded in lime. 
 
 Above the covers a stratum of clay to be laid, 9 inches thick, well puddled 
 and beat down to a smooth surface. Above this, the space for 18 inches to be 
 filled up with shivers of stones, laid with a regular surface on the top, 3 inches 
 higher in the middle than the sides. Lastly, above all, a coat of good road metal 
 of whinstone, 8 inches thick, extending between the walls, the stones broke 
 to 8 ounces weight each. 
 
 The space between • the wing walls and abutment walls on each end 
 of the bridge to be filled up with clappings of stones, as far as they 
 can be procured, and the remainder at the top with earth ; the roadway to be 
 also continued by an emljankment of earth, gravel, or stones, to the Glasgow and 
 Lanark turnpike, on the south, and to the Milton a])proach on the north, luid
 
 72 
 
 -jfunning level as far as the termination of the wing walls, and then rising 
 regularly to each road ; at the junction with the turnpike the sides to he rounded 
 off, as shown in the plan, No. 1. 
 
 The top of the emhankment for the roadway to be every where 20 feet 
 
 broad, and to be regularly formed and laid with metal, similar to the roadway 
 
 in the bridge, 12 feet broad and 8 inches thick, and rising 3 inches in the centre. 
 
 The side slopes of the embankment beyond the wing walls to be 2| feet 
 
 horiiiontal to 1 foot pei-pendicular. 
 
 (Signed) GEO. BUCHANAN 
 
 2bth Feb 1830.
 
 73 
 
 G R A N I) WESTERN C A N A J.. 
 
 JOSEPH GUEEN, Esq., Civil Engineer. 
 
 Plate 27. — Plans, Elevations and Sections of a Swing Bridge over the Canal. 
 Plate 28. — Ditto, ditto. Details of Construction. 
 
 Bridges of this description afford a very ready means of communicating 
 between the opposite sides of small canals, as they may be very speedily opened ; 
 the framing also being light, and equally balanced, causes it to turn freely 
 upon the centre pivot, upon the application of a very small degree of force.
 
 74 
 
 NE^rCASTLE-UPON-TYNE AND NORTH SHIELDS 
 
 RAILWAY 
 
 ROBERT NICHOLSON, Esq., Engineer. 
 
 Platk 29. — Plans, Elevations and Sections of the Bridge over the turnpike 
 
 road to North Shields, (see Specification. J 
 l.^LATE 30. — Ditto, ditto. Details of Construction. 
 
 The adoption of timber bridges on railways, instead of stone and brick, is 
 now becoming very frequent ; and they may be described as very well fitted 
 for oblique crossings on account of their economy, and tliis bridge is a very good 
 specimen of this style of construction. 
 
 Specification and description of work to be done in the erection of a 
 bridge over the liranch turnpike road from Percy Main, High Row, to North 
 Shields, on the line of the Newcastle-upon-Tyne and North Shields Railway. 
 
 The masonry to consist of two stone abutments, and wing walls, haAdng 
 parapets and copings thereon. The cai-pentry of a timber arch, of two ribs, and 
 a timber roadway ; the span of the arch, in the direction of the line of railway, 
 to be 52 feet 6 inches, clear of the abutments ; and the breadth of roadway, clear 
 of the ribs at right angles to the line of railway, to be 22 feet. 
 
 MASONRY. 
 
 All the stone to be used in this bridge to be of a strong and durable nature, 
 similar to that from Byker Hill, or White House Quarries. 
 
 The lime mortar to be composed of the best stone lime, well burnt, and 
 mixed with clean sharp sand, using not less than one cart load of clod lime to 
 three cart loads of sand. 
 
 The iron cramps, dowels, &c., to be made from the very best scrap iron.
 
 /O 
 
 MANNER OF WORKMANSHIP. 
 
 Proper trenches for the foundations will be dug out by the Railway Com- 
 pany ; but when once dug out, the contractor of the maison's work of the bridge 
 to take out any earth that may afterwards fall into them ; the contractor also 
 to keep the foundations clear of water. 
 
 All the foundations to be built 2 footings in height each. The lowest 
 footing to project 4 inches on each side beyond the one above it, and to be laid 
 with large bedded stones, broached to an imiform thickness of 14 inches. The 
 faces to be drafted, and left rough as from the quarry. The stones to be jointed 
 perpendicularly, and bedded solid. 
 
 The second, or upper footing, to project the same as the lower footing, 
 and to be built of the same description of masonry as hereafter described fur 
 the abutments. 
 
 The abutments to be 8 feet thick above the footings, to be built of solid 
 ashlar work ; in front, averaging 2 feet broad in the bed, and in courses from 
 14 to 18 inches in height, backed with good rubble masonry, carried up vertically 
 behind to the top of the facia course. The acute angles of each abutment to be 
 built of solid ashlar work, the whole height to the dotted lines, as shown on the 
 plan of the abutment. 
 
 The buttresses to be carried up with, and properly bonded to, the abutments, 
 and to be built of solid ashlar work. 
 
 The ofiFsets, mouldings, and chamfers, to be worked agreeably to the plans, 
 elevations, and sections, hereunto referred. 
 
 The wing walls to be 5 feet thick above the footings, and diminished by 
 offsets to 4 feet at the top of the facia course. The faces to be ashlar work, 
 averaging 16 inches thick, backed with good rubble masonry; the whole to be 
 built in courses from 14 to 18 inches in height. 
 
 The facia course, parapet, coping pillars, and caps, to be of the several 
 dimensions and descriptions shown on the drawings, and all solid ashlar work. 
 
 Wrought-iron bars, thus : — __— — — ===^^^1 ^^ -^ ? i"''li^s to be let 
 
 in the stone-work at the acute IS* [; angles of the abutments, 
 
 with a bolt through the bar into ! '%.« '' ~" each stone, thus, -|- 
 
 and a nut on the top. Five courses in each abutment, to the extent <^ 
 above shown, to be thus cramped, omitting each alternate course, and commencing 
 from the top. 
 
 l2
 
 GENERAL DESCRIPTION OF MASONRY. 
 
 All the beds of the ashlar work to be broached ; the joints to be squared 
 back 12 inches from the face at least, and the face of all the ashlar work, 
 excepting so much as will be hid by the embankment, (as per elevation), to be 
 broached and drafted. 
 
 The faces of the abutments to batter, as shown on the drawings. 
 
 The stones to be set on their natural beds. 
 
 The ashlar work that will be covered by the embankment need not be 
 liroached on the face ; but, with this exception, it must be similar to the other 
 ashlar work. 
 
 The rubl)le masonry to be of the best description, and one-sixth of its 
 contents to be thorough stones, to be joined to, and carried up with the ashlar 
 work forming the front of the walls. 
 
 The parapet walls and pillars to be drafted and broached on both sides to an 
 uniform thickness, and the f ■^ 4. ^^ coping and caps to be dowellcd and 
 cramped at the joints, thus, I and run with lead. 
 
 A seat for the wall-plate, 12 inches broad and 4 inches thick, to be cut in 
 the masonry, along the top of the abutments, 1 foot from the face. 
 
 CONDITIONS. 
 
 The contractor to find all labour, lime, sand, stones, quarrying the same, 
 leading, lead for dowels and cramps, machinery, jilanks, implements, materials, 
 pumps, scaffolding, and every other thing necessary for commencing, carrying on, 
 and completing the mason work ; and in case it should be deemed advisable by 
 the engineer to the Railway Company, for the time being, to make any alterations 
 from the plans, sections, elevations, or details hereunto referred, (which said 
 plans, sections, elevations, or details, are to be signed by the engineer, and the 
 contractors for the masonry, to signify that they are the same referred to in the 
 foregoing specification,) such alterations are not to vitiate the contract ; but the 
 addition to, or reduction from, the masonry which may arise from such alterations, 
 in case of non-agreement between the contractor and engineer, shall be left to 
 arbitration in the usual way. 
 
 All the iron-work specified with the preceding masonry is to be included in 
 the tender for the masonry.
 
 77 
 
 The masonry is to be AvhoUy completed and finished witliin three months 
 from the date of the Railway Conijiany aecepting the tender. 
 
 CARPENTRY. 
 
 Two longitudinal beams, 66^ feet long each, to be laid across the opening 
 on each side of the bridge, the ends of the beams resting on corbels 14 feet long 
 each. The cast-metal saddles are to be set into these beams, and secured to 
 them by bolts passing through both the beams and corbel ; and the two segmental 
 timber ribs, composed of three inch deals trenailed together, are to be fixed in 
 these saddles, as shown in the plans. 
 
 The longitudinal beams are to be suspended from the arched ribs, and the 
 whole trussed, framed, and strapped ; as shown on the elevation, and according to 
 the dimensions and scantlings marked. 
 
 The ends of the transverse joists are to rest upon the longitudinal timbers 
 first described, and the ends to project 12 inches btyoud the timbers; eight of the 
 transverse joists, nearest the centre of the bridge, omitting each alternate joist, 
 are to be trussed with a bar of iron 1| inch square, having three upright struts 
 in the same, and the ends properly keyed on a metal plate G inches square and 
 I an inch thick, as .shown in the transverse section. 
 
 The planking to be laid longitudinally across the transverse joists, and 
 trenailed thereon. 
 
 Each side of the bridge to be closely boarded to the height of the top of the 
 coping on the walls ; the inside of the boards being flush with the inside of the 
 parapet — the boards to be 1 inch thick, nailed to the framing and ribs. 
 
 MATERIALS. 
 
 All the timber to be from Memel, of die very best quality, and of sueli 
 scantlings as are described in the drawings. 
 
 The deals forming the arched ribs, and the roadway, and all other deals, to 
 be from Dantzic, of such lengths as may be required, and to be of the quality 
 called " best middling," which is understood to be the best descrijjtion of deals 
 brought into the jjort of the Tyne. The whole of the timber and deals to be as 
 free from sap, shakes, and loo.se knots, as possible. 
 
 All the trenails used in forming the arched ribs to be of English oak. or 
 such other as may be approved of.
 
 78 
 
 The iron straps, bolts, spikes, nails, and all other malleable iron-work, to 
 be manufactured from the best scrap iron, or from iron of equal quality. 
 
 Each longitudinal beam to sh-etch between the aliutments, and extend 
 7 feet upon each; to be 13 inches by 13 inches. Two beams in depth to be laid 
 upon corbels, extending the same distance upon the abutments, and 7 feet from 
 the face : these beams and corbies to be bolted together by 1| inch bolts, nuts, 
 and screws. Two of the bolts at the end of each rib to pass through the cast^ 
 metal saddles. The beams to be laid to the gradient line of the railway, and 
 proper mortices to be made in them for the insertion of the tenons of the upright 
 posts of the trussing. 
 
 A wall-plate 43 feet long, 13 inches by 4 inches, to be laid along the top 
 of each abutment, 12 inches from the face, and sunk its full depth into the 
 masonry ; the cross joists have to be laid upon, and spiked down to, this wall-plate, 
 as hereafter described. 
 
 The joists of the roadway to be of the following scantling, viz., eight of the 
 joists nearest the centre of the bridge, omitting each alternate joist, to be 
 13 inches by 13 inches, and the remainder 13 inches by 6| inches; the whole 
 to be laid 3 feet apart, middle and middle, upon the longitudinal beams. The 
 joists, 13 inches by 13 inches, to be trussed with a malleable iron bar 1| inch 
 square, having upright struts resting upon the bar, of the dimensions, and affixed 
 to the joists, in the manner shown in the drawings ; the ends of the iron bar to 
 be keyed upon a metal plate 6 inches square, and | of an inch thick, resting 
 upon the ends of the joists. 
 
 Ten 1:^ inch bolts (five at each side of the bridge) to pass through the 
 smaller joists and the two longitudinal beams, to bolt the whole firmly together, 
 and six of the other joists, viz., three at each side of the '^bridge, to be spiked 
 down with iron spikes, 21 inches long and J of an inch diameter, uj^on the 
 longitudinal beams ; the other ends of the joists being in each case spiked down 
 upon the wall-plate by an iron spike 17 inches long by | of an inch diameter. 
 The ends of the whole of the joists to be rounded ofi", as shown. 
 A horizontal deal strut, 13 inches by 3 inches, to be laid edgevrise between 
 each joist on the longitudinal beam, (as shown,) and secured with strong nails. 
 
 The two arched ribs are to l)e made to the proper radius, 1 foot 9 inches 
 deep by 1 foot 6 inches broad, formed with Dantzic deals, 12 inches broad by 
 3 inches thick, laid flat, and dressed on the sides and edges, and of such lengths, 
 varying from 20 feet to 50 feet long, as may best suit. The deal above to be 
 bent over the one below, breaking the joint alternately both ways, and so that 
 two end joints may never come fair over each other.
 
 79 
 
 A layer of strong brown paper, laid on uitli the best Stockholm tar, to be 
 put between eaeli layer of deals. 
 
 The whole of the deals to be properly fixed together with the best oak 
 trenails, placed 4 feet apart, thus, r » • ^ ; each trenail to pass through 
 
 three deals. 
 
 The upper side of the ribs to be weathered by a projecting deal on each 
 side, sloped on the top, and a coping over and al)()ve. 
 
 The ends of the ribs, where they are fixed into the cast-iron abutment-plates, 
 hereafter described, and the plates also, to have a good coating of tar. 
 
 ^lortices are to be made in the under side of the ribs, for the insertion of the 
 tenons of the upright posts of the trussing. 
 
 The abutment-plates to be 13 cwt. each, and of the description shown in the 
 drawing ; they are to be sunk their full depth into the longitutlinal beams, and 
 secured to them by two bolts l\ inch diameter, passing through both beams and 
 corbels as shown ; that portion of the plate which does not rest upon the beam 
 is to be sunk into the masonry on each side, the same depth, and the whole of 
 the plate to be firmly bedded on tar and oakum. 
 
 The ends of each rilj are to be further secured to the longitudinal beams by 
 an iron strap, 3 inches by | of an inch, passing round the beams and ribs, and 
 properly keyed, as shown in the drawings. 
 
 The timber for the trussing is all to be of the scantlings marked on the 
 drawings. The upright posts are to be properly tenoned and fixed into the 
 mortices of the longitudinal beams, and the arched ri])s ; they are also to be 
 morticed for the reception of the tenons of the struts, and holed for die reception 
 of the keys of the iron straps hereafter mentioned. These struts are to be of the 
 scantlings marked, and tenoned into the upright posts; each alternate strut 
 being tenoned into the opposite side of the centre of the posts, they will pass each 
 other without reducing the scantling. The struts are to be bolted to each 
 other when they pass, with five-eigths of an inch bolt, having proper nuts and 
 screws. 
 
 An iron strap, 3 inches by f of an inch, is to pass over the arched ribs at 
 each upright post, and to be properly keyed through the posts on iron plates, as 
 shown in the drawing ; and a similar strap, keyed in the same way, is also to pass 
 underneath the two longitudinal beams. 
 
 The planking is to be of 3-inch deals, of the quality before described, to be 
 fixed to the joists by oak trenails, having two trenails in every deal at each joist ; 
 the planking to be laid down in such a manner that the ends may always break 
 joints, and that two enel-joiuts may never be opposite to each other, thus, y — .' t
 
 80 
 
 The boarding for the sides of the bridge is to be of 1-inch deal ; the inside 
 of the boarding is to range flush with the inside of the parapet walls, and to be 
 carried up to the height of the top of the parapet, and fixed to the framing of 
 the bridge by double tack-nails, having two nails in each board where it passes 
 every part of the framing. 
 
 All the timber for this bridge, after being cut into the proper scantlings, is 
 to be led by the contractor to the Railway Company's tank-yard, on the line of 
 railway near the Red Barns, Newcastle, where it will be put through a prepa- 
 ration for the prevention of rot, at the expense of the Railway Company : after 
 being dried, it must be led away from the said tank-yard by the contractor, to 
 the site of the bridge, free of all expense. The iron to be used in this bridge 
 must be heated to about a blue heat, and the surface then struck over with raw 
 linseed oil to prevent rust. 
 
 CONDITIONS. 
 
 The contractor to find all labour, wood, deals, iron, metal, cartage, 
 machinery, tools, implements, scaffolding, centreing, planking, and every other 
 thing whatever for commencing, carrying on, and completing the timber-work; 
 and in case the engineer to the Railway Company for the time being, shall deem 
 it advisable to make any alterations from the plans, sections, elevations, or 
 detailed drawings, or in the construction of the timber or iron-Avork, which said 
 plans, sections, and detailed drawings, are to be signed by the engineer to the 
 Railway Company, and the contractors of the bridge, to signify that they are the 
 same referred to in the preceding specification, such alterations shall not vitiate 
 the contract; but the additional or decreased expense consequent upon such 
 alterations as aforesaid, in case of non-agreement between the contractors and the 
 Railway Company's engineer, shall be left to arlntration in the usual way. 
 
 All the malleable and cast-iron work .specified with the carpentry, and all 
 other iron-work, to be included in the tender for the carpentry. 
 
 The carpentry to be wholly completed and finished within one month from 
 the time that the mason's work is in such a state of forwardness as to allow 
 the carpentry to be commenced. 
 
 (Signed) ROBERT NICHOLSON, 
 
 Newcastle-upon-Tyne.
 
 81 
 
 FORTH AND CART JUNCTION CANAL. 
 
 Plate 31. — Plan and Longitiulinal Section of Lock. 
 Plate 32. — Ditto, Transverse Section and Elevation. 
 
 Krphmation Letters of Reference worked on the Plate. 
 
 A. A. . . The side culverts, or puddle doughs. 
 
 B. B. . . The overflow weirs. 
 
 C. C. • . The paddle frames. 
 
 D. D. . . The paddle wells. 
 
 Plate 33. — Ditto, Plan and Elevation of Lock Gates. 
 Plate 34. — Ditto, ditto. Details of Lock Gates. 
 Plate 35. — Ditto, ditto, Details of Paddle, Rack, Pinion, &c. 
 (For Descriptions see Specijicatiou ) . 
 
 Specification of sundry Artificer's Work required to be done, in cutting, 
 completing, and making navigable the intended branch from the Forth and Clyde 
 Canal to the River Clyde, opposite the River Cart. 
 
 This intended I^ranch will commence at Whitecrook, near Mr. Black's 
 house, and will jiroceed from thence in a straight line to the River Clyde, opposite 
 to the River Cart. The line of proposed canal is marked out upon the ground; 
 but the contractor must construct the several works according to the several 
 drawings, and the specification. As the embankment between lock. No. 1, and 
 lock. No. 2. has been increased in height since the ground was staked out, the 
 ground required for the canal will consequently be wider than the space marked 
 out upon the site. 
 
 .M
 
 82 
 
 With respect to the several lengths and heights, marked and figured upon 
 the plan and section, the contractor must satisfy himself of their accuracy, as 
 no claim will be allowed for extra work on account of any inaccuracy that may 
 appear upon the drawings. 
 
 GENERAL CONDITIONS. 
 
 The following conditions and observations are to be strictly attended to by 
 the different parties tendering for the execution of the proposed work : — 
 
 The whole of the materials provided are to be the best in quality of their 
 respective kinds, sound, and well seasoned, and to be applied in the most 
 substantial manner, under the direction and to the entire satisfaction of John 
 Macneill, C.E., and the resident engineer appointed to superintend the works. 
 
 The drawings are to be equally binding with the specification ; and should 
 any thing appear to have been omitted in either or both, which is usually con- 
 sidered necessary for the completing of the several works, the contractor is to 
 execute the same as if it had been particularly described, and is not to ol)tain 
 any advantage whatever from such omission, but shall apply what may be wanting 
 to complete the whole, and the works are to be left in a complete state, accortling 
 to the true intent and meaning of the drawings and specification ; and the directions 
 for their correct performance, as given from time to time by the resident engineer, 
 are in all cases to be strictly attended to. 
 
 The whole of the stone, timber, iron, and other materials, are to be delivered 
 on the premises, and to be examined by the resident engineer previous to their 
 being worked or used. 
 
 It shall be in the power of the resident engineer to reject any part of the 
 materials which he may consider unfit for the work, and cause any part of the 
 work to be altered which, in his opinion, is unsound or unworkmanlike, and not 
 according to the contract, upon three days' notice having been given in writing 
 for that purpose by the resident engineer ; and in case the contractor shall refuse, 
 or delay to rectify, or comply with the orders that may be given to him in 
 writing, and shall perform all or any part of the work in an improper manner; 
 or in case the works do not proceed with proper dispatch, the resident engineer 
 shall have power and be at full liberty to suspend the further execution of the 
 works by the said contractor, to take it out of his hands and employ or engage 
 any other person or persons to perform or execute, and to find proper materials 
 for the same, in which case all the costs and charges thereof shall be paid or
 
 83 
 
 allowed to the Forth ami Clyde Junction Canal Company, by the contractor or 
 his sureties, or allowed or deducted out of the monies which may be then 
 or become due to the said contractor, the amount of which shall be valued and 
 decided by the engineer, whose award in this and all otiier cases respecting the 
 works shall be final and binding. 
 
 It is also to be in the power of the engineer to direct such alterations to be 
 made in the work during its progress as may be found expedient, which alter- 
 ations shall not vacate or make void the contract, but shall be performed by the 
 contractor according to llie directions he may receive ; and the value of the same, 
 whether an addition or a deduction, shall be ascertained by the engineer, and be 
 added to or deducted from the amount of such contract, according to the rate at 
 which such work was undertaken ; the award of the engineer, in such case, to be 
 final and binding. 
 
 No allowance will be made to the contractor for extra or additional work 
 unless the same shall be ordered, in writing, by the engineer, and unless a 
 correct account or voucher of the said work is delivered to the engineer within 
 three days of its performance. 
 
 The contractor to provide himself with all manner of labour tools, moulds, 
 implements, scaflFolding, centreing planks, ropes, ladders, hoisting tackle, and 
 materials of every description ; carriage, freightage, and every requisite for the 
 completion of the works : he is also to make good any damage done by his work- 
 men to any part of the works, through carelessness or otherwise ; likewise to 
 clear away all rubbish or waste that may arise, when desired to do so by the 
 resident engineer. 
 
 To excavate for the foundations of all locks, bridges, culverts, as well as 
 the other necessary works for the proposed canal, keeping out the water by 
 placing dams, if required, &.c. 
 
 Should it be deemed necessary at any time to suspend the progress of the 
 works on account of the weather, or any other cause, the engineer shall be at 
 full liberty to do so, and no extra charge shall be made on this account by the 
 contractor. 
 
 The resident engineer to be at full liberty to order the discharge of, or 
 dismiss from the works, any man or men for incompetency or misconduct ; and 
 the contractor shall not replace them without the written approbation of the 
 resident engineer. 
 
 Should any of the materials be lost or stolen from the premises, no allow- 
 ance can be made for the same. 
 
 ^ m2
 
 84 
 
 The works shall be begun as soon as the contracts are signed, and the whole 
 completed within under the 
 
 penalty of 
 
 for the non-fulfilment of same, to be recovered as liquidated damages in any of 
 Her Majesty's courts of law. In case of extra works, additional time will be 
 allowed for same. 
 
 To deliver in a paper containing a copy of the estimate, with the quantities 
 and prices upon which such estimate was founded, in order to show that it is a 
 hondjide calculation, the same to be left with the engineer, in order that he may 
 be enabled to value any additions or deductions that may arise, according to the 
 prices of such estimate. 
 
 The contractor must enter into a bond, with two proper and approved 
 sureties, for the performance of his contract. 
 
 The contractor will receive payments, upon producing a certificate from 
 the engineer. 
 
 The conti-actor will have to keep the canal and works in proper repair and 
 order for the space of twelve months after the completion of the same. 
 
 To keep an experienced foreman on the works, who is to be approved 
 of by the resident engineer. 
 
 CUTTINGS AND EMBANKMENTS, AND FORMATION OF CANAL. 
 
 The extent of the several cuttings and embankments is shown upon the 
 plan and section : the line sh.aded red represents the natural surface of the 
 ground; and the space enclosed, and coloured blue, represents the proposed 
 canal branch. 
 
 The slopes of both cuttings and embankments, except where otherwise 
 described, will be 2 to 1 — that is to say, when the height is 2 feet its base 
 shall be 4 feet. The width of the canal being 40 feet, and a towing-path of 
 10 feet on each side, will give a base throughout of 60 feet, except at the open 
 cut into the River Clyde, and the space between the stone bridge over the road 
 from Glasgow to Dumbarton, and lock. No. 3, where the base will be 34 feet, 
 also except at the locks generally. 
 
 The embankments to be carried forward as near the finished heights and 
 widths as the due allowance for shrinking -will admit of. 
 
 Great care must be taken to prevent water settling upon the embankments 
 and cuttings during the progress of execution.
 
 85 
 
 In the event of any springs or streams of water ai>i)caring from the face of 
 the slopes, or otherwise, tin* contractor will he retjuirecl to make such drains or 
 water-courses as shall completely and elTectually prevent such springs or streams 
 from injuring the slopes during the progress of the works, and sliall convey the 
 whole of such water into proper drains. 
 
 The contractor shall also open or make any new drains, which the engineer 
 may direct, for the exclusion of any water. 
 
 The space between the River Clyde and lock. No. 1, to he properly 
 excavated, to a slope of 2 to I ; the whole of these slopes and tops of same 
 banked up with, and to have a covering of rubble stone pitching, similar to the 
 banks of the Clyde. 
 
 Dig for, and fill in. a good vertical puddle to same, 2 feet at top and 3 feet 
 at bottom, to go at least 1 foot beneath the bottom of cut. Include 100 yards 
 run of side and bottom puddle lining, as shown upon drawing, I foot thick, 
 properly protected by suitable materials (as gravel, G inches thick) next the lock, 
 or equal to the same in depth. 
 
 The circular ends to canal next the river must be pitched, 2 feet thick, with 
 rubble stone, properly bonded together, and well backed up. 
 
 On the spots marked upon plan carry up circular dolphins, or water-marks, 
 7 feet diameter, and 3 feet above the Hood tides, to be of hewn stone, domed over 
 at top similar to the water-marks upon the banks of the Clyde. 
 
 The canal will be formed in embankment between lock. No. 1, and lock. 
 No. 2. where it will be 7 feet 6 inches deep, witli double towing-paths, and 
 executed as shown upon drawing. The slope of water banks for canal to be 
 I^ to l.all the rest 2 to 1. 
 
 The whole of the emljaukment will be made with side and Ijotlom puddle 
 lining, 2 feet thick ; the upj^er towing-paths will have a lining of puddle, 
 2 feet thick. 
 
 Form a ditch upon each side of embankment, properly laid to a current, and 
 having all the water-courses directed to same ; the size to be 4 feet at the top by 
 2 feet at the bottom, and I foot (j inches deep. 
 
 The cutting between lock, No. 2, and lock. No. 3, to be as shown upon the 
 drawings, and to be executed entirely with vertical puddles, except where 
 otherwise described. There will be a ditch, the high side of ground, I foot 
 6 inches deep, 3 feet at the top and 2 feet at the bottom, at the largest part, having 
 the several water-counses properly diverted into the same: there will also be a 
 small ditch on the other side of the cutting. * 
 
 The remaining portion of the canal will be formed in a similar manner.
 
 86 
 
 One-third of the deepest part of the line is intended to have side and bottom 
 puddle linings, and the remainder vertical ; the remaining portion of side and 
 bottom puddle lining provided for as above stated, will be used in this embank- 
 ment. There will be small ditches, as before described, to the embankment ; 
 and large ditto, as before described, to the cutting. 
 
 SOILING OF THE SLOPES. 
 
 The outside slopes of the banks to be neatly dressed to the required slopes, 
 and soiled over with at least 6 inches of good vegetable soil, which is to be saved 
 for that purpose : the slopes thus covered with vegetable soil are to be sown 
 with good grass seeds, at the proper season. 
 
 APPROACHES TO STONE BRIDGE ON THE ROAD FROM 
 GLASGOW TO DUMBARTON. 
 
 The rate of acclivity to the bridge to be 1 in 30. 
 
 The embankment of approach to be formed to a slope of 2 to 1, and similar 
 to the other embankments upon the canal. The fence, and hedge and ditch, must 
 be properly reinstated and re-planted. 
 
 There must be gates at each side of the road across the towing-path. The 
 gates must have good Scotch oak 12-inch square posts, and five straight bars and 
 two diagonal bars, 6" X 3", to be hung upon proper strong gate hinges, 2 feet 
 6 inches long, and proper spring catch and staple ; the whole well painted, two 
 coats, lead colour; the ends of the posts to be properly charred. 
 
 Four other gates, of this description, are to be provided for other parts 
 
 of the line. 
 
 Previous to any of the works connected with the bridges being begun, a 
 proper well-made temporary road shall be prepared and made ; and in the case of 
 the road before mentioned, it must be sufficient to afford a free and uninterrupted 
 passage for carriages of all descriptions. Every caution . being taken by the con- 
 tractor, during the alteration, to erect proper fencing, and fix lights, as the 
 Company will not be held liable for any injury which may ensue from neglect to 
 these precautions. 
 
 The approach to the timber bridge over the towing-path of the Forth and 
 Clyde Canal to be formed as before described, the acclivity of the road being in
 
 87 
 
 the proportion of 1 to 1 ; and any extra stuff arising from the works to be given 
 to this approach. 
 
 The general Mpditions to he as described to the stone bridge. 
 
 FORMATION OF ROAD FROM GLASGOW TO DU^IBARTON. 
 
 Lay a coating of stones, 6 inches thick, over bridge and approach to bridge, 
 properly spread and levelled ; size of the stones about 2 inches diameter. 
 
 The traffic of the road shall then be allowed to proceed upon it until the 
 works are completed, when a layer of fine stones, or gravel, shall be spread over 
 the same, 6 inches thick, due allowance being made for the sinking and com- 
 pression of the materials. 
 
 This metaling to be continued the whole length of approach, and the foot- 
 path must be properly continued throughout. 
 
 TOWING-PATHS. 
 
 Towing-paths are to be 10 feet in width, and to be formed by first leveling 
 the canal bank to a height of 6 inches above the surface of the water, and then 
 turning the same, and forming the road in a similar manner as described, to the 
 road, from Glasgow to Dumbarton : proper drains must be made to carry the 
 water off from the tail of the cuttings, and where required, of stones and tiles, 
 set in strong mortar. 
 
 FENCING, &c. 
 
 The towing-path and boundaries of the Company's premises generally to be 
 fenced with larch, or Scotch oak, as drawing ; the posts to be 6 inches square. 
 3 feet G iuchi-s out of the ground, and 2 feet 6 inches in the ground, and two 
 rails, G" X 3", of the same wood, to be properly morticed into the same, the 
 posts to be 7 feet apart. 
 
 Quicks will be planted on the outside of the fences ; the quicks to be three 
 years old, strong and healthy, and nine planted in each lineal yard, in a suitable 
 soil provided from the excavations. 
 
 A proper ditch must enclose the whole, as before described.
 
 88 
 
 To provide whatever temporary fencing may be required during the ex- 
 ecution of the vrorks. 
 
 The whole of the fences, hedges, and ditches, also road§L and the like, that 
 may be disturbed by the proposed works, to be properly reinstated, and connected 
 to the new portions of the same. 
 
 Whatever stones, sand, and gravel, and whatever may be found in digging 
 and opening the cut, is not to be sold or taken from the work, but to be used or 
 deposited where the resident engineer may direct. 
 
 The puddles to be composed of good stiff clay and a small quantity of 
 gravel, well mixed together, and the whole of it is to be laid in courses or 
 layers, about 9 inches in width, the whole rendered thoroughly impervious, or 
 water-tight. 
 
 The concrete used in the foundations, and where ordered, is to be mixed 
 in the proportion of seven measures of gravel to one of ground lime, of approved 
 quality ; they are to be well mixed, by manual labour, after which a sufficient 
 quantity of water is to be added and well mixed in ; it is then to be pitched 
 from barrows, from a height of at least 10 feet, in regular layers, and brought 
 perfectly level. 
 
 LOCKS. 
 
 The locks to be constructed according to the several drawings. 
 
 The lock chambers to be G8 feet long, out and out, and 15 feet wide at the 
 gates, and 17 feet in the centre of the lock at the coping. 
 
 A space of 33 feet is to be included on each side of the lock chamber 
 (taken from each side of the gates, a width of 15 feet), and the embankment and 
 cuttings to this space of ground to have slopes 2 to 1, similar to other embank- 
 ments, and proper ditches and fencing. 
 
 The ground around lock, No. 1, will be laid out as shown upon drawing, 
 having circular embankments ; the whole siu-face of terrace and embankment 
 will be laid with puddle, 2 feet thick, and then properly metalled and ballasted, 
 similar to the towing-path. 
 
 The ground around the other locks vdll likewise be metalled and ballasted. 
 
 A plot of ground next the road from Glasgow to Dumbarton is marked out 
 on the site, for the lock-keeper's house, &c., which is to be fenced and ditched 
 in a similar manner to the rest of the works. 
 
 After the requisite excavation is formed, the lock chamber, and counterforts,
 
 89 
 
 to be carried up in good freestone, free from all flaws and defects, the whole laid 
 in its natural or quarry bed, and of gowl even colour; the upper and lower 
 breadth of every stone to carry its full thickness from front to back, so that the 
 bearing, both above and below, may be perfectly square and level througliout. 
 No pinning in levelling will be allowed ; and each stone is to be brought firndy to 
 its bed by a wooden mallet. 
 
 The walls to be carried up to the required curve and batters, in courses 
 varying from 12 to 15 inches in thickness; the headers to be the whole thickness 
 of wall, and the stretchers to be half the thickness of wall in width, to be laid 
 one header to two stretchers, properly bonded, and breaking joint together. 
 
 The course of stone immediately under the coping to be laid all headers. 
 
 The top course of stone to wall, forming coping, to be good whinstone, 
 12 inches thick, and rounded on the top edge, and to be alternately about 
 1 foot 8 inches and 2 feet in width, and in long lengths, as shown upon drawing. 
 The stones next the lock-gates to be in large sizes, the quoin-stones being 7 feet 
 by 6 feet, as shown upon drawing; and the curb to lock-head will be of 
 whinstone, 12 inches thick, and rounded on the top edge, and of the sizes shown 
 upon the drawings. 
 
 The invert to be formed of freestone, as shown upon drawing, the centre 
 course being 15 inches thick. 
 
 Carry up the paddle-wells and culverts the several thicknesses shown and 
 figured on the drawing, the paddle-frame being properly let into the wall. Set 
 whinstone coping round the same. The culvert will be quite unconnected with 
 the wall of the chamber, and it will be laid with a slight fall. 
 
 Form waste weirs, or overflow drains, in masonry, from the upper level, into 
 culverts, as shown upon drawings. 
 
 The wing walls to be carried up the several thicknesses and dimensions 
 shown and figured upon drawings, with a winding batter ; the counterfort to be 
 plumb: cope the same with whinstone coping alternately 1 foot 7 inches and 
 1 foot 10 inches wide, and 12 inches thick. 
 
 The retaining walls next the lower level to extend 20 feet on each side of 
 the lock chamber, to be carried up in freestone, with whinstone coping, 12 inches 
 thick, of the several thicknesses shown and figured on drawing, with the 
 required batter. 
 
 There will be a wall of freestone, 2 feet thick, with whinstone coping, 
 12 inches thick, at the lower entrance into the lock, to protect and support the 
 bottom of the canal at this point. Fill in puddle, 2 feet thick, properly protected 
 by gravel, between this wall and platform. 
 
 N
 
 90 
 
 The whole of the walls and masonry above described will be backed with 
 stiff puddle, 2 feet in thickness, where the foundation is not good ; the ground 
 must be laid with concrete, properly levelled, to receive the walls. 
 
 In all cases there must be bottom and side puddle lining to the bottom of the 
 canal, to 10 feet beyond all wing walls. 
 
 The whole of the whinstone coping and curb to be well joggled together, 
 by a groove in the centre of each joint, into which a whinstone block will be 
 fixed, properly grouted with mortar, and worked with chisel-drafts round their 
 faces, beds, and joints, and picked between the joints, so that, upon applying a 
 ruler upon the face, no part shall be above them, and no more space than |th of 
 an inch below them, the outside faces being marked with exact regularity 
 and neatness. 
 
 The freestone is to be of the best description, and from Netherwood, 
 Brighton, or Dobbie's Quarries, and to be fail- di-essed on the faces, backs, 
 and joints. 
 
 The whole of the stones are to be worked on the ground, and set with lewises 
 and proper tackle. 
 
 The whole of the stone-work throughout is to be laid on a thick bed of 
 mortar, of the following description : one measure of good stone-lime, one measure 
 of mine-dust, and one measure of sharp clear sand, free from rubbish, dirt, and 
 other impurities. The mortar is to be well tempered and worked to a tough and 
 proper consistency, and properly ground ; and no more is to be made at one time 
 than can be consumed in the day's work. 
 
 The lime is also to be brought in small quantities, and to be kept under an 
 inclosed shed, so as not to be injured by exposure to the air or weather. 
 
 The lime is to be slacked, and mixed with mine-dust and sand ; they 
 are then to be pressed together in a dry state through screens, and the water 
 added. 
 
 THE UPPER LOCK-GATES AND PLATFORM. 
 
 The gates to rest upon a proper timber platform, as shown and figured upon 
 drawings, having No. 4 cross bearers, 12" X 9", resting upon plates, 10" X 5". 
 Planking, 4 inches thick, will be laid down upon the cross bearers, and 3 inch 
 planking laid in a diagonal direction upon the same: the clap cill, 14" X 12', and 
 frame, 12" X 12", will also be laid upon the 4 inch planking: the frames will 
 be strengthened by wiwight-iron ties, 2i" X f ", properly bolted to cross bearers 
 and planking : there will be one tier of 2| sheet piling, 8 feet deep, to protect
 
 12 X 10, 
 
 ditto. 
 
 11 X 10 
 
 ditto, 
 
 10 X 9^, 
 
 ditto. 
 
 10 X H^ 
 
 ditto. 
 
 14 X 12 
 
 
 
 
 11 X 11 
 
 
 
 
 22 
 
 
 
 
 91 
 
 platform. The whole of the timber above described to be of sound elm, and 
 properly bolted and secured together. 
 
 Iu!<. I US. Ini. Ins. 
 
 The gates will luive top rails, 12 X 10, at one end, and 11 X 10 at the other, 
 „ bottom rails, 
 
 „ middle rails, 
 
 „ heel posts, 
 
 „ meeting posts, 
 
 „ planking, 
 
 balance beams, 13 X 13, ditto, 9x9 ditto, 
 
 having a moulded lining to the same, properly loaded. 
 
 There will be a fi)ot-l;ridge attached to each gate, as shown upon drawing, 
 having brackets, 5" X 4'. upon which 2 inch planking is laid, 1 foot 9 inches wide, 
 with hand-rail and posts, 3" X 3", to complete the whole, properly secured. 
 
 The whole of the above-mentioned timbers are to be of good sound oak, and 
 to be properly morticed and tenoned into each other, and further stiffened by a 
 wrought-iron stay at back, 2:j" X f ", continued the whole height of gate, and 
 extending upon the rails, as shown upon drawing, properly bolted. 
 
 PIVOTS TO GATES. 
 
 The heel-posts of gates are to be secured by a hoop of wrought-iron, ^ of 
 an inch thick and 2| inches wide, laid on top ; a 3 inch cast-iron pivot to be 
 secured to the same, hanng a 7| inch shoulder, and a plug, 2\_ inches square, 
 and let into the post 12 inches ; a cast-iron socket-plate of 1.^ inch metal, the socket 
 being 2^ inches above the face of the plate, is to be prepared to receive pivot ; 
 the plate is to be let li inch into a stone carried uj) from the wall beneath the 
 planking, being cut to fit the .same. 
 
 GATE-ANCHORS AND COLLARS. 
 
 The gates to be secured to anchors by wrought-iron collars, ■'j inches wide 
 and 1}. inch thick at the swing, and 3 inches wide and li inch thick at the ends, 
 with 1 inch wrought keys to anchor, which is to be of wrought metal, the arms 
 1 1 inch wide, and let into stone coping 2^ inches, and well run with lead ; at 
 the extremities of the latter will be cross pieces, let into stone 5 inches, and 
 well run with lead ; the cross piece, ha\nng eyes to receive the ends of collar, 
 
 n2
 
 92 
 
 will be 3 inches thick, and will stand up above face of coping 5 inches; a 
 shoulder must be formed for the keys to pass through, as shown upon drawing ; 
 the anchors will be fiu-ther secured by f inch bolts, let into stone 12 inches, and 
 well run with lead ; a wrought-iron hoop will be dropped upon the top of post, 
 which will be tenoned into the balance beams, and the latter will be tenoned 
 into the mitre-posts, these posts having a | inch wrought hoop of iron at 
 both ends. 
 
 PADDLE AKD FRAME, RACK, PINION, &c. 
 
 Build an oak frame, 9" X 9", in the masonry, for paddle, ha\ing a lintel and 
 sill 9" X 9", projecting 12 inches beyond frame on each side, properly morticed 
 for the same ; there will be another cross timber, 9" X 9", tenoned into frame 
 for paddle iron-frame. Line between the last timber and lintel, with 3 inch 
 elm lining, well caulked and pitched, the framing being properly prepared for 
 the same. 
 
 The paddle to be of cast metal, 1| inch thick, having 2 inch bordering on 
 both sides, the bordering will be 1 inch thick ; also cross bars, i inch thick, to 
 eye of paddle, as shown upon drawing. 
 
 The iron paddle-frame to be 1 inch thick on the face, which is 4 inches 
 wide, the bottom rail excepted, which is but 2 inches wide, ha\'ing studs, through 
 which the bolts are passed ; the return will be i inch thick, and showing a face 
 of 2| inches, it is let in flush with the oak frame \^ inch slides of cast metal, 
 2J inch on the face, having studs cast upon the same ; i inch bolts are passed 
 through these studs and through the frames, and properly bolted ; a | inch cast 
 metal stop is to be bolted on the bottom of frame, as shown on drawing. 
 
 The several joints in the paddle and frame must be made perfectly true 
 and water-tight, by rubbing them together. 
 
 There is a wrough-iron rod, 1 inch diameter, attached to the paddle by the 
 two eyes cast for the same, and secured by wrought keys, being properly 
 shouldered at the upper eye, through which it is dropped square instead of 
 circular, as the remaining portion ; this rod is secured at the upper end to 
 the rack, where it is again shouldered and let in square, and secured by a 
 wrought key. 
 
 The rack is to be 3| inches on the face and H inch thick, ha^-ing a fillet 
 cast on the back, which runs on a friction roller to keep it straight; a groove will 
 be left in the centre of front, ^ inch wide, and the teeth will be reversed on each 
 side of the same; the teeth will be 1 inch pitch, or from centre to centre.
 
 93 
 
 The pinion to be 3| inches wide and 4 inches diameter, the teeth properly 
 fitting into the rack with groove, &c. 
 
 The pivot is supported at each end by cast cheeks, 1 inch thick and 1 \, inch 
 at the eye, having a j inch wrought-iron si)indle passed through the same, to 
 which the handle, ])ro|)erly shouldered, is attached by a sq\iare socket ; the cheeks 
 are secured to the cap of the oak post, 6" X 6'', by ^ inch bolts and nuts, the 
 capping of the post is § of an inch, cast metal, as shown on drawing ; the friction 
 roller, 2 inches diameter, is allowed to run in sockets left for same in the back 
 of the cap. 
 
 The well is covered at the top by a 3 inch proper ledged oak flap, in a 
 rebated oak frame, 6" X 6", for which the coping must be properly prepared ; the 
 flap must have strong flap hinges, staple, asp, and strong padlock. 
 
 The gates must be made perfectly water-tight at the joints, by sand and 
 water being worked through the hinge-joints ; the mitre-joints to be made 
 exactly true ; the platform must also be well paid with tar, the joints being 
 properly stopped, as the resident engineer may direct 
 
 LOWER LOCK-GATES. 
 
 ITiese gates will have rails, posts, and planking, and foot bridges similar 
 to the other gates, and as before described. 
 
 Each gate will have a paddle at the bottom of same, the muntins of which 
 will be 9" X 6". 
 
 The paddle must be similar to the other, and have a cast-iron frame complete, 
 as before described. 
 
 The rack, pinion, &c , will also be similar. 
 
 The platfoi-m, also, will be of similar scantlings and descriptions, and 
 according to the several drawings, except that there will be two tier of 2^ inch 
 .sheet piling, 8 feet deep. 
 
 Fix, properly secured in chamber wall of lock No. 1, two fender-piles. 
 6 feet above coping, and 5 feet below it, to secure the lock-gates to when open ; 
 provide all proper chains and staples for same. 
 
 Build up solid with front retaining wall 6f the same lock, an oak stej)- 
 ladder, having 2 inch treads 9 inches apart, and G inch sides, with the proper 
 iron mn and g\iide-ropes. 
 
 The retaining wall must be built to the required skew. 
 
 Provide eight oak mooring-posts, 2 feet out of the ground and 4 feet in it. 
 to be fixed where directed.
 
 94 
 
 STONE BRIDGE AT ROAD FROM GLASGOW TO DUMBARTON. 
 
 This bridge to be built of the several heights, widths, and thicknesses, 
 shown and figuivd on the di-awings. 
 
 The general description of the stone and materials, and also the method of 
 working, to be similar to that described for the erection of the locks. The 
 bridge will be built of freestone, in courses of about 12 inches wide ; the coping 
 and blocking courses forming the plinth of bridge upon the inside, to be of 
 whinstone, worked as Ijefore described. 
 
 The wing walls will also be as those descril)ed for the locks, having puddle 
 backing, &c. 
 
 The backing of arch, and the excavation formed in putting in the walls, to 
 be filled up with concrete. 
 
 The bridge to l)e built to the required skew, to suit the direction of 
 the road. 
 
 And the arch stones must likewise be built in spiral courses, to suit ac- 
 cording to the skew. 
 
 TIMBER BRIDGE FOR THE TOWING-PATH OF FORTH AND 
 CLYDE CANAL, AND WING RETAINING-WALLS. 
 
 The wing retaining-walls to be as described, to the lock wing-Avall, with 
 whinstone coping, &c. 
 
 The timber for bridge to be Memel, Riga, or Dantzic, free from flaws 
 and defects. 
 
 Throw over two beams, 12" X 6", as shown, well struted by struts, 12" X 6", 
 notched into beams, upon which the handi-ail and posts, 6" X 4", will rest ; wrought^ 
 iron straps and bottom plates, 2" X §", with nuts and screws complete, must be 
 provided to tie the whole together, as shown on drawing. The centre tie-iron 
 will be 2 inches square, to which the heads and shoes will be secured by wrought 
 pins ; the posts at each end of the longest truss will be secured on the outside of 
 same, by f inch screw-bolts. 
 
 Two good stiff struts, 6" X 4", will be bolted to hand-rail at each end, well 
 footed at their extremities. Lay upon beams 4 inch planking, properly fastened 
 to same. 
 
 The beams will lay upon Scotch oak plates, 12" X 9", and the struts upon
 
 95 
 
 Scotch oak plates, 9" by 6", properly let in flush with wall, ami extending over 
 4 feet on each side of bridge. 
 
 This bridge must also l)e built to tlie required skew, which will also regulate 
 the situation of the wing-walls. 
 
 CULVERTS. 
 
 The culverts must be built to the necessary augle, according to the situ- 
 ation, and each culvert is to be placed so as to alTord a free and uninterrupted 
 passage for the water. 
 
 The foundations must be cut out as nearly the size of the culvert as possible, 
 and the vacant space must be punned up. 
 
 All the several culverts to be well punned over with clay, in uniform layers, 
 before the earth is tilled in over same. 
 
 In all cases the streams must be properly diverted into the culverts. 
 
 They are to be built with a stone that will stand well under water, and to 
 be set in good water-lime mortar. 
 
 The canal, its banks, and puddles, will continue over them without any 
 variation or diirerence being made. 
 
 The precise spot or scite of the culverts may be varied according to circum- 
 stances, by the resident engineer. 
 
 There wdl be a culvert, 3 feet wide and 4 feet high, between lock, No. 1 , 
 and lock. No. 2, at the situation shown on the drawing. The extrados of the arch 
 is to be at least 3 feet below the bottom of the canal, it will be turned in arch 
 stones, 15 inches thick, the sides will he 1 foot 6 inches thick, and the invert 
 9 inches, the whole well backed and fair dressed. 
 
 Erect a proper apron and wing walls at the entrances, as will be du'ected. 
 
 There will be another culvert, 3 f > t wide and 4 feet high, between lock. 
 No. 2, and lock, No. 3, similar in construction to the last. 
 
 There will also be another culvert, 4 feet wide and 4 feet 6 inches high, 
 near the canal, at the spot marked on section ; the crown to be 1 foot 8 inches 
 thick, and the sides 2 feet thick, the invert being 12 inches thick, of the general 
 description as before described, with apron and wing walls. 
 
 If, upon opening the ground, more or less depth is found advisable for the 
 several works, additions or deductions are to take place, according to the schedule 
 of prices which shall be delivered in.
 
 96 
 
 LIST OF THE DRAWINGS. 
 
 No. 1. Plan and section of the line of proposed canal. 
 
 ,, 2. Details of cuttings and embankments. 
 
 ,, 3. Ditto of lock, No. 3, plan, &c. 
 
 „ 4. Ditto „ ,, section, &c. 
 
 „ 5. Ditto „ „ higher lock-gate, paddle, rack, &c. 
 
 „ 6. Ditto „ ., lower lock-gate, anchors, pivots, &c. 
 
 „ 7. Ditto lock. No. 2. 
 
 „ 8. Ditto ,, No. 1, plan, &c. 
 
 „ 9. Ditto „ „ elevation, &c. 
 
 „ 10. Ditto stone bridge on road from Glasgow to Dumbarton. 
 
 „ 11. Ditto timber bridge over towing-path of Forth and Clyde Canal.
 
 97 
 
 EMBANKMENT WALL OF THE 
 
 NEW HOUSES OF PARLIAMENT, LONDON. 
 
 JAMES WALKER AND ALFRED BURGESS, Esqrs., Engineers. 
 
 Plate 36. — Plan, Elevations and Details of the Pile-driWng Machines 
 employed in forming the Coffer-dam. 
 
 The machine is composed of strong framework : two pieces of wood, from 
 about 30 to 35 feet long, are placed in an upright position, and rested upon sill 
 pieces at the bottom, the space between them constituting tlie slide or gauge for 
 the iron ram to be drawn up and run down, and the slide is edged with iron, as 
 shown on the plate ; a shoring piece is placed on each side, a ladder is also con- 
 nected with them in the opposite direction, with horizontal ties at different 
 heights, and the whole is further secured by stays and chains at different parts. 
 There are two cross pieces laid athwart the sills, upon which tlie crab is placed, 
 by which the ram is drawn up ; and an apparatus is situated immediately above 
 the latter, usually called a monkey, for disengaging and again securing the ram 
 after each fall, a chain being attached to it, which is carried over a pulley lixed at 
 the top of till' framing, and passed down again on the other side to the crab ; and 
 the length of the fall is regulated at pleasure by means of a rope fastened to 
 the monkey, which allows of its moving upwards to a certain extent, when its 
 disengagement from the monkey is effected.
 
 98 
 
 DETAILS OF THE 
 
 SWING-BRIDGE, SAINT KATHERINE'S DOCKS 
 
 THpMAS TELFORD, Esq., Engineer. 
 
 Plate 37. — General Plan and Section of bridge, and Details of construction. 
 Plate 38. — Ditto, Longitudinal Elevation and Section of bridge, to an 
 
 enlarged scale. ♦ 
 
 Plate 39. — Ditto, ditto, Plan showing ribs and framing. 
 Plate 40. — Ditto, ditto, Transverse Sections. 
 Plate 41. — Ditto, ditto, Details of iron-work. 
 
 The section at A — . — . — B, shows the connection with the circular part of the abut- 
 ment plates ; and the Section C — . — . — D shows the connection of the ribs with 
 the straight part of the abutment plates. 
 
 Plate 42. — Ditto, ditto. Details of iron-work. 
 
 Explanation of Letters of Reference marked on the Plates. 
 a, Cast-iron plates situated in the carriage way, and secured to the stone-work, at the 
 
 tail of the bridge, by bolts and nuts keyed into the stone. 
 \>, Cast-iron guide plates attached to the stone-work at each end of bridge. 
 c, c, c, c. Planches cast on to the ribs, with cast-iron plates laid across, to support the 
 
 ballasting. The planks are bolted to these flanches with ^ inch bolts and nuts, 
 
 and 4i inches apart in the clear. 
 The tail plate is cast in three pieces, with joints at the third ribs, d, d. 
 
 e, e, Flanches to attach arms of wheels. 
 
 f. f. In the plan of abutment plates are flanches for ribs to be bolted to. 
 
 Plate 43. — Ditto, Details of working gear to bridge. 
 
 Explanation of Letters of Reference marked on this Plate. 
 
 a, The cap of the post which lifts off. 
 
 b, The cross to carry the upper end of the shaft. 
 
 c, The bolts which secure the post to stone-work, of which there are six.
 
 99 
 
 MANCHESTER AND LEEDS RAIL^VAY. 
 
 THOMAS L. GOOCH, Esq., Engine6k. 
 
 Plate 44. — Plans of construction and Elevation of bridge over the Rochdale 
 
 Canal at Scowcroft. 
 Plate 45. — Ditto, Plans showing foundations and Sections through wing 
 
 walls and arches. 
 Plate 46. — Ditto, ditto, details of iron girders and framing. 
 
 Weight of the Cast Iron-work used in the construction of the Bridge. 
 
 
 Tons. 
 
 cwt. 
 
 ■irs. 
 
 lbs. 
 
 4 Main ribs ..... 
 
 68 
 
 18 
 
 
 
 
 
 20 Brucing frames • . . . 
 
 9 
 
 9 
 
 
 
 
 
 4 End, diUo 
 
 1 
 
 17 
 
 
 
 
 
 17 Roadway girders .... 
 
 50 
 
 8 
 
 
 
 19 
 
 Cornice to main ribs .... 
 
 11 
 
 
 
 
 
 
 
 Brackets for carrying tension bolts 
 
 
 
 10 
 
 
 
 
 
 Spandrels ... 
 
 13 
 
 
 
 
 
 
 
 
 155 
 
 o 
 
 
 
 19 
 
 Wrought Iron-work. 
 
 26 Suspension bolts 
 Gibs and cottrels for ditto 
 8 Tension rods 
 16 Coupling boxes for ditto 
 Gibs and cottrels for ditto 
 
 Total weight of screw bolts 
 
 Cwt. 
 
 qrs. 
 
 ibt. 
 
 26 
 
 2 
 
 
 
 4 
 
 
 
 14 
 
 191 
 
 2 
 
 
 
 33 
 
 1 
 
 15, 
 
 10 
 
 1 
 
 3 
 
 26-) 
 
 3 
 
 4 
 
 17 1 19 
 
 o 2
 
 100 
 
 LONDON AND SOUTHAMPTON RAILWAY. 
 
 Details of the Locomotive Engines employed on the Line, and constructed hy. 
 
 GEORGE AND JOHN RENNIE, Esqrs., Engineers. 
 
 Plate 47. — Side Elevation of engine. 
 Plate 48. — Longitudinal Section of ditto. 
 Plate 49. — End Elevation of ditto. 
 
 Diameter of cylinder 
 
 Length of stroke ...... 
 
 Area of each of the cylinders 
 Steam required in each cylinder, per stroke 
 Area of fire-grate for the admission of air 
 Total area of fire-grate .... 
 
 Fuel contained in fire-box .... 
 
 Number of brass tubes .... 
 
 Heating surface of ditto .... 
 
 Water evaporated in one hour, with steam equal to 50 ft. 
 
 pressure on the safety-valve 
 Water contained below average water line 
 
 Steam room 
 
 Water supplied by each pump, per stroke 
 Number of wheels ..... 
 
 Diameter of driving wheels .... 
 
 Ditto of small wheels 
 
 Cubic content of water in tender tank 
 Weight of ditto when full .... 
 Time which the water in tender will supply engine 
 Coke fuel necessary to evaporate all the water in the tank 
 
 13 inches. 
 18 „ 
 
 132.73 „ 
 
 1.4 cubic feet 
 588 square inches. 
 1344 or 9.3 square feet 
 
 14 cubic feet 
 118 „ „ 
 492.78 square feet. 
 
 63.466 cubic feet 
 
 36.4 „ 
 
 32.5 „ 
 
 56.5 cubic inches. 
 6 
 
 5ft. 6in. 
 3ft. 6in. 
 118.8 cubic feet. 
 3.3 tons. 
 1.87 hours. 
 9| cwt.
 
 458.28 
 
 
 9.62 
 
 square inches. 
 
 9.56 
 
 i> 
 
 14.87 
 
 It 
 
 7.06 
 
 n 
 
 159 
 
 II 
 
 6696 
 
 1> 
 
 709C0 
 
 II 
 
 77050 
 
 II 
 
 lui 
 
 Number of revolutions of driving-wheel per minute, at 30 miles 
 per hour 152.76 
 
 Velocity of each piston in feet, per minute, at the average 
 speed of 3 miles per hour .... 
 
 Area of steam pipe ...... 
 
 Ditto of steam ports ... . . 
 
 Ditto of eduction ports .... 
 
 Ditto of blast-pipe mouth ..... 
 
 Ditto of chimney ...... 
 
 • Ditto of radiating surface ..... 
 
 Ditto of communicative surface .... 
 
 Ditto of total heating surface 
 
 Total resistance to the motion of the pistons, per square inch 
 
 of its surface . 38.4 ft. 
 
 Volume which the whole steam produced per hour will 
 occupy at the reduced pressure of the preceding re- 
 sistance 46695 cubic feet. 
 
 Ratio of the preceding volume to that expended in effecting 
 
 a single stroke of one piston . . . 32427 num. of strokes per hr. 
 
 Corresponding number of revolutions of driving-wheel, 
 
 per hour 8106.75 
 
 Distance travelled, per hour 26jJ miles. 
 
 Weight of the engine without water .... 11| tons. 
 
 Ditto of tender 5J ,, 
 
 The safety valve is constructed so as to liberate the steam more freely than 
 by the old mode, the principle being to diminish the resistance in proportion to 
 the opening of the valve, whereas by all previous methods, whether by springs 
 or levers, the resistance is increased 3 feet, and the improved valve is capable 
 of being regulated to any intensity of resistance. 
 
 The velocity of the engines have frequently exceeded 41 miles per hour, with 
 light trains.* 
 
 * Similar engines were also constructed by Messrs. Rennie for the London and Croydon 
 Railway.
 
 102 
 
 GRANGEMOUTH HARBOUR. 
 
 JOHN MACNEILL, Esq., Engineer. , 
 
 Plate 50. — Transverse Section of Quay wall and coffer-dam, (see Specifi- 
 cation of same.) 
 
 Plate 51. — Ditto Plans of superstructure and foundations. 
 
 Plate 52. — Elevation and Sections of timber Pier, (see Specification of 
 same. J 
 
 Plate 53. — Ditto, Plans of superstructure and Sections of details. 
 
 Specification of sundry artificer's work required to be done in erecting and 
 building complete a Quay wall, 100 feet long, inckuling the coifer-dam, steam- 
 engine, and works attendant thereon, upon the banks of the Frith of Forth, 
 situate at Grangemouth Harbour. 
 
 GENERAL CONDITIONS. 
 
 The following conditions and observations are to be sti-ictly attended to by 
 the diflferent parties tendering for the execution of the proposed work : — 
 
 The whole of the materials provided are to be the best in quality of their 
 respective kinds, sound, and well seasoned, and to be applied in the most 
 substantial manner, under the direction and to the entire satisfaction of John 
 Macneill, C.E., and the resident engineer appointed to superintend the works. 
 
 The drawings are to be equally binding with the specification ; and should 
 anything appear to have been omitted in either or both, which is usually con- 
 sidered necessary for the completing of the several works, the contractor is to 
 execute the same as if it had been particularly described, and is not to obtain 
 any advantage whatever from such omission, but shall apply what may be wanting
 
 103 
 
 to complete the whole, and the works are to be left in a complete state, according 
 to the true intent and meaning of the drawings and si)ocificatii)n ; and the directions 
 for their correct performance, as given from time to time hy the resident engineer, 
 are in all cases to be strictly attended to. 
 
 The whole of the stone, timber, iron, and other materials, are to be delivered 
 on the premises, and to be examined by the resident engineer previous to their 
 being worked or used. 
 
 It shall be in the power of the resident engineer to reject any j)art of the 
 materials which he may consider unfit for the work, and cause any part of the 
 work to be altered which, in his opinion, is unsound or unworkmanlike, and not 
 according to the contract, upon three days' notice having been given in writing 
 for that purpose Ijy the resident engineer ; and in case the contractor shall refuse, 
 or delay to rectify, or comply with the orders that may be given to him in 
 writing, and shall perform all or any part of the work in an improper manner, 
 or in case the works do not proceed with proper dispatch, the resident engineer 
 shall have power and be at full liberty to suspend the further execution of the 
 works by the said contractor, to take it out of his hands and employ or engage 
 any other person or persons to perform or execute, and to find proper materials 
 for the same, in which case all the costs and charges thereof shall be paid or 
 allowed for by the contractor or his sureties, or allowed or deducted out of the 
 moneys which may be then or become due to the said contractor, the amount of 
 which shall be valued and decided by the engineer, whose award in this and all 
 other cases respecting the works shall be final and binding. 
 
 It is also to be in the power of the engineer to direct such alterations to be 
 made in the work during its progress as may be found expedient, which alter- 
 ations shall not vacate or make void the contract, but shall be performed })y the 
 contractor according to the directions he may receive ; and the value of the same, 
 whether an addition or a deduction, shall be ascertained by the engineer, and be 
 added to or deducted from the amount of such contract, according to the rate at 
 which such work was undertaken ; the award of the engineer, in such case, to be 
 final and binding. 
 
 No allowance will be made to the contractor for extra or additional work, 
 unless the same shall be ordered, in writing, by the engineer, and unless a 
 correct account or voucher of the said work is delivered to the engineer within 
 three days of its performance. 
 
 The contractor to provide himself with all manner of labour, tools, moulds, 
 implements, scaffolding, centreing-planks, ropes, ladders, hoisting tackle, and 
 materials of every description ; carriage, freightage, and every requisite Tor the 
 completion of the works ; he is also to make good any damage done by his work-
 
 104 
 
 men to any part of the works, through carelessness or otherwise; likewise to 
 clear away all rubbish or waste that may arise, when desired to do so by the 
 resident engineer. 
 
 To excavate for the foundations of the wall, and all other requisite works 
 as may be found necessary, keeping out the water by placing proper dams, if 
 required, &c. 
 
 Should it be deemed necessary at any time to suspend the progress of the 
 works on account of the weather, or any other cause, the engineer shall be at 
 full liberty to do so, and no extra charge shall be made on this account by the 
 contractor. 
 
 The resident engineer to be at full liberty to order the discharge of, or 
 dismiss from the works, any man or men for incompetency or misconduct ; and 
 the contractor shall not replace them without the written approbation of the 
 resident engineer. 
 
 Should any of the materials be lost or stolen from the premises, no allow- 
 ance can be made for the same. 
 
 The works shall be begun as soon as the contracts are signed, anJ the whole 
 completed within under the 
 
 penalty of 
 
 for the non-fulfilment of same, to be recovered as liquidated damages in any of 
 Her Majesty's courts of law. In case of extra works, additional time will be 
 allowed for same. 
 
 To deliver in a paper containing a copy of the estimate, with the quantities 
 and prices upon which such estimate was founded, in order to show that it is a 
 bond fide calculation ; the same to be left with the engineer, in order that he may 
 be enabled to value any additions or deductions that may arise, according to the 
 prices of such estimate. 
 
 The contractor must enter into a bond, with two proper and approved 
 sureties, for the performance of his contract. 
 
 The contractor will receive payments, upon producing a certificate from 
 the engineer. 
 
 To keep an experienced foreman on the works, who is to be approved 
 of by the resident engineer. 
 
 The contractor must include for making good and filling into all irregula- 
 rities of ground, for the before mentioned length of wall, also for any extra depth 
 of piling at the different parts of the river. 
 
 In the event of the ground requiring extra piling under the foundation of 
 wall, for the sleepers to rest upon, it wUl be allowed for by the engineer, accord- 
 ing to the " Schedule of Prices" hereto attached.
 
 105 
 
 COFFEH-UAM, &c. 
 
 The coffer-dam is to be conslructed according lo the several drawings and 
 instructions, properly returned at each end, and connected to banks of river by a 
 secure and water tight method. 
 
 Dredge a proper trench, of a sufficient depth, to facilitate the drainage of tlu- 
 piles : after the latter are driven, it is to be tilled up solid. 
 
 SCANTLING OF THE SEVERAL TIMBERS. 
 
 Main piles 12 X 12, or w-hole timbers. 
 
 Waling pieces 12 X 12, halved cUtto. 
 
 Outer sheet piling 12 X 12, ditto, ditto. 
 
 Inner sheet piling 12 X G, qt half timbers. 
 
 Filling in planking upon cUtto . . 12 x 6, lUtto. 
 
 Furring pieces to ditto 12 X 12, or whole timbers. 
 
 Brace piles 12 X 12. ditto. 
 
 Braces, shoring pieces, ties, &c. . . 12 X ti, or half timbers. 
 
 Fender piles 12 X 12, ditto. 
 
 Booms 12 X 12, ditto. 
 
 The main or gauge piles are to be diiveu to the required depths, and at 
 least 2 feet home, into a solid material. 
 
 The waling pieces to be in two thicknesses, breaking joint vnth each other, 
 and bolted to main piles by 2 inch wrought-iron bolts, (these bolts to pass through 
 the sheet piling, out and out) and washers complete. 
 
 The ends or extremities of dam are to be splayed off. instead of stpiare, 
 and the waling of same will be in whole timber in one length, strapped upon 
 and secured to side waling, and bolted to the outer gauge-piles, similar to the 
 others, and blocked where required. 
 
 The outer sheet piling to be driven to the same depth as the main piles, 
 and exactly square and close to each other; and every pile to be bolted to 
 the waling by an inch wrought-iron bolt. 
 
 The inner sheet piling is to be cut off level at the height shown on drawings, 
 and horizontal pieces to be filled in on ditto, and securely bolted by | inch screw 
 bolts to furring-pieces, the which are to be strapped to eaeli gauge-pile ; tli • 
 sheet piling will be splayed and fitted together at the angles at each end 
 of the dam. 
 
 P
 
 106 
 
 The brace piles are to be of the same length, and driven with an inclination, 
 as shown on drawings ; ha\'ing a waling piece of whole timber, bolted with a 
 
 1 inch wrought-iron bolt, at a level with the bottom of the river, for the diagonal 
 and raking braces to rest upon. 
 
 The upright shoring pieces to be two in number to each brace pile, and 
 
 2 diagonal shores or braces to each brace pile, secured by 1 inch wrought-iron 
 bolts, and washers at each end. 
 
 There will be two 3 inch planks upon both sides of brace piles, bolted to 
 same and shores, secured by 3 inch stirrups, and | inch wrought-iron bolts, and 
 1 raking plank on each, fastened as the others. 
 
 Pro\ide all necessary cleats and wedges, to be properly spiked against piles. 
 
 The braces at the angles of returns to be in whole timber, and each return 
 will have an additional brace pile and brace, and whatever extra piling and 
 struting may be deemed expedient. 
 
 The fender piles to be driven similar to other piles, and to be 6 in number 
 at each end of dam ; having booms to same, properly chained, to allow of their 
 free rising or sinking according to the tides. 
 
 The greatest care must be taken in the pile driving, to ensure its true 
 direction ; all that are improperly driven must be taken up and redrove, and if 
 split or injured they must not be used a second time; wrought-iron hooping to 
 be fitted on the head of every pile. 
 
 All the whole piles are to be shod with a wrought-iron shoe, not less than 
 25 lb. in weight, and the half timber piles with a similar shoe, 20 lb. in weight. 
 
 Upon the whole of the piles and sheet piling being driven, and the 
 timbering properly secured and braced, the soil enclosed between the sheet 
 piling is to be thoroughly removed, and the space is then to be filled in with 
 good stiff clay, having a portion of gravel mixed with it, or good puddle ; the 
 Avhole worked together, and puddled-in and rendered impervious or water-tight, 
 and as the substance consolidates and sinks, fresh stuff must be filled in and 
 rammed down, always keeping it above the top of the sheet piling. 
 
 The base of the dam, both inside and outside, is to have a mass of proper 
 materials constantly piled up against it, with dwarf piling to support same, 
 if required. 
 
 PIPES. 
 
 Provide and fix two trunks or shoots, consisting of 5 feet of cast-iron pipe, 
 fitted in with proper water-tight valves, and fixed with water-tight joints ; the 
 situation and level of same to be pointed out by the resident engineer.
 
 107 
 
 PrMPlNG. 
 
 The contractor to [irovulo ami tix conipK'te hy tlic time the clam is 
 constructed, and keep constantly at work, a good low-prcss)ire engine of" 
 sufficient power (the power to be of at least 8 horses), to which punijis of 
 sufficient size are to he attached ; also pumping apparatus, and all other neces- 
 sary machinery, to be approved of by the resident engineer. 
 
 The engine will be erected in the centre of scite, or where directed, upon a 
 proper foundation and staging ; the Avhole having a temporary engine-house and 
 shed over, and the same over the mill-stones, which will be required for grinding 
 the lime. 
 
 QUAY WALL. 
 
 Excavate to the depths required for the foundation of proposed wall, as 
 shown upon drawings, the bottom of same being perfectly flat to receive the 
 sleepers, &.c. ; and working room is to be allowed on both sides ; if the soil should 
 be bad and will not stand, sheet piling or planking must be driven to support 
 same. 
 
 All the soil and material arising from the excavations or works, that cannot 
 be used for same, are to be removed or carted away. 
 
 FOUNDATION. 
 
 The foundation of proposed wall to be laid upon 6" planking, supported by 
 .sleepers 12" X8" ; the sheet piling will be of red pine timber 8" thick, having an 
 iHtt). shoe to each, and it must be driven in the most careful manner, with 
 waling pieces 15" X 8", bolted to them by 1 inch wrought-iron bolts. 
 
 CONCRETE. 
 
 The concrete used in the founding of the walls, &c., to be mixed in tiir 
 proportion of 7 measures of gravel to 1 of ground stone lime, of approved cpiality. 
 the stone lime to be ground to powder by mill-stones attached l)y a gear to the 
 .steam-engine ; the materials above stated are to be well mixed without any 
 water, but by mere manual labour, when this is done a sufficiency of water is to 
 
 1' 2
 
 108 
 
 be added, and the whole well mixed together, it is then to be wheeled away in 
 barrows, and pitched from a height of at least 10 feet in all its stages and layers ; 
 where it cannot he pitched, it is to be well puddled and trodden down by men, 
 and well cemented together, and brought to a solid bearing to receive the sleepers, 
 planking, &c. 
 
 The filling in concrete to be of similar materials, mixed in a like manner, in 
 the proportions of 1 of lime to 10 of gravel, pitched and laid in layers of 9 or 
 10 inches in thickness. 
 
 The concrete is to be kept perfectly clear of the water. 
 
 STONE WORK. 
 
 The wall and counterforts to be carried up of the several dimensions shown 
 and figured on the drawings. 
 
 The footings of proposed wall to be in large sizes, the stones not less than 
 from 4 to 5 feet by 2 to 3 feet, and 12 inches thick, of good tough quality, from 
 the quarry, squared and fair worked and laid in mortar ; the courses 
 
 properly breaking joint with each other, and according to the drawings. 
 
 The wall to be carried up in courses varying from 12 to 15 inches in 
 thickness, and the sizes to be about 3 feet 2 inches by 2 foot for headers, and 
 3 feet by 1 foot 6 inches for stretchers, and to be laid 2 stretchers to 1 header, 
 and properly bonded together. 
 
 If the engineer should think fit to have the stone from some other quarry, 
 instead of from the quarry, and the distance should be greater, it 
 
 Avill be allowed for extra. 
 
 The whole of the outside stone to be carefully selected as to colour and 
 quality, and to be laid in its natural or quarry bed, the upper and lower bed 
 of every stone to carry its full thickness from front to back, so that the bearing 
 both above and below may be perfectly square and level throughout ; no innning 
 in levelling will be allowed ; each stone is to be brought firmly to its bed by a 
 wooden mallet. 
 
 The top course of stone to wall forming the curb to be good whinstone, and 
 to be 12 inches thick, in large sizes, and rounded on the edge, and to be placed 
 round the whole width of wall, and well joggled together ; the pitching or pavdng 
 is likewise to be of whinstone. 
 
 All the masonry to be worked with chisel drafts round their faces, beds, joints, 
 and backs, and to be picked between the drafts, so that upon applying a ruler
 
 109 
 
 vipon the face no part shall be above them, and no more space tlian 1th of an inch 
 below tiieni ; the outside faces being worked with exact regularity and neatness. 
 
 The whole of the stones are to be worked on the ground, and to be set with 
 lewises and proper tackle. 
 
 The whole of the stone-work is to be laid throughout on a thick betl of 
 mortar, of the following description — one measure of good stone lime, one measure 
 of puzzolana, and two measures of sharp clear sand, free from rubbish, dirt, and 
 other impurities. 
 
 The lime is to be slacked and mixed with puzzolana and sand, they are then 
 to be passed together in a dry "state through screens, and the water added. 
 
 The mortar is to be well tempered and worked to a tough and proper 
 consistency, and ground by edge stones, worked by a gear from the steam-engine. 
 
 No more mortar is to be made at a time than can be consumed in 
 the day's work. 
 
 The lime to be brought in small quantities, and to be kept under an enclosed 
 shed, so as not to be injured by exposure to the weather. 
 
 ITie wall to be properly returned for a space of 30 feet from the face in 
 similar masonry, and to be carried as deep as the nature of the ground may 
 require ; the sj)ace enclosed by the walls to be properly pitched or paved with 
 whinstoue, 12 inches in thickness, as before described. 
 
 Lay in wall 3 tier of oak plates, 1 2" X 9", to secure fenders to ; the top plate 
 is to have a return piece, dovetailed and spiked to same at every 10 feet. 
 
 The fenders are to be of oak 9 inches wide, and projecting 7 inches from face 
 of wall, and to be bolted on with inch screw bolts, having oak cleats, &c., morticed 
 and tenoned on each side, and spiked to plates ; and fix iron rings to same in a 
 secure manner.
 
 110 
 
 Specification of the timber Pier, to be erected on the Frith of Forth, at 
 Grangemouth Harbour. 
 
 GENERAL CONDITIONS. 
 
 The following conditions and observations are to be strictly attended to ]jy 
 the different parties tendering for the execution of the proposed work : — 
 
 The whole of the materials provided are to be the best in quality of their 
 respective kinds, sound, and well seasoned, and to be applied in the most 
 substantial manner, under the direction and to the entire satisfaction of John 
 Macneill, C.E., and the resident engineer appointed to superintend the works. 
 
 The drawings are to be equally binding with the specification ; and should 
 anything appear to have been omitted in either or both, Avhich is usually con- 
 sidered necessary for the completing of the several works, the contractor is to 
 execute the same as if it had been particularly described, and is not to obtain 
 any advantage whatever from such omission, but shall apply what may be wanting 
 to complete the whole, and the works are to be left in a complete state, according 
 to the true intent and meaning of the drawings and specification ; and the directions 
 for their correct performance, as given from time to time by the resident engineer, 
 are in all cases to be strictly attended to. 
 
 The whole of the stone, timber, iron, and other materials, are to be delivered 
 on the premises, and to be examined by the resident engineer previous to their 
 being worked or used. 
 
 It shall be in the power of the resident engineer to reject any part of the 
 materials which he may consider unfit for the work, and cause any part of the 
 work to be altered which, in his opinion, is unsound or unworkmanlike, and not 
 according to the contract, upon three days' notice having been given in writing 
 for that purpose by the resident engineer ; and in case the contractor shall refuse, 
 or delay to rectify, or comply with the orders that may be given to him in 
 Avriting, and shall perform all or any part of the work in an improper manner, 
 or in case the works do not proceed with proper dispatch, the resident engineer 
 shall have power and be at full liberty to suspend the further execution of the 
 works by the said conti'actor, to take it out of his hands and employ or engage 
 any other person or persons to perform or execute, and to find proper materials 
 for the same, in which case all the costs and charges thereof shall be paid or
 
 Ill 
 
 allowed for by the conlractor or his sureties, or aliowfcl or deducted out of the 
 moneys which may he then or become due to the said contractor, the amount of 
 which shall be valued and decided by the I'ngineer, whose award in this and all 
 other cases respecting the works shall be linal and binding. 
 
 It is also to be in the power of tlie engineer to direct such alterations to be 
 made in the work during its progress as may be louiul expedient, which alter- 
 ations shall not vacate or make void the contract, but shall be performed by the 
 contractor according to the directions he may receive ; and the value of the same, 
 whether an addition or a deduction, shall be ascertained by the engineer, and be 
 added to or deducted from the amount of such contract, according to the rate at 
 which such work was undertaken ; the award of the engineer, in such case, to be 
 final and binding. 
 
 No allowance will be made to the contractor for extra or additional work, 
 unless the same shall be ordered, in writing, by the engineer, and unless a 
 correct account or voucher of the said work is delivered to the engineer within 
 three days of its performance. 
 
 The contractor to provide himself with all manner of labour, tools, moulds, 
 implements, scaffokUng, centreing, planks, ropes, ladders, hoisting tackle, and 
 materials of every description ; carriage, freightage, and every requisite for the 
 completion of the w orks : he is also to make good any damage done by his work- 
 men to any part of the works, through carelessness or otherwise ; likewise to 
 clear away all rubbish or waste that may arise, when desired to do so by the 
 resident engineer. 
 
 To excavate for the foundations of the wall, and all other rt-quisite works 
 as may be found necessary, keeping out the water by placing proper dams, if 
 required, &.c. 
 
 To excavate for the foundations of all works that may be required, placing 
 dams, &c., if found necessary. 
 
 Should it be deemed necessary at any time to suspend the progress of the 
 works on account of ihc weather, or any other cause, the engineer shall be at 
 full liberty to do so, and no extra charge shall be made on this account by the 
 contractor. 
 
 The resident engineer to be at lull liberty to order the disdiaige of, or 
 dismiss from the works, any man or men for incompetency or misconduct ; and 
 the contractor shall not replace them without the written approbation of the 
 resident engineer. 
 
 Should any of the materials l)e lost or stolen from the premises, no allow- 
 ance can be made for the same.
 
 112 
 
 The works shall be begun as soon as the contracts are signed, and the whole 
 completed within under the 
 
 penalty of 
 
 for the non-fulfilment of same, to be recovered as liquidated damages in any of 
 Her Majesty's courts of law. In case of extra works, additional time will be 
 allowed for same. 
 
 To deliver in a paper containing a copy of the estimate, with the quantities 
 and prices upon which such estimate was founded, in order to show that it is a 
 bo7m fide calculation ; the same to be left with the engineer, in order that he may 
 be enabled to value any additions or deductions that may arise, according to the 
 prices of such estimate. 
 
 The contractor must enter into a bond, with two proper and approved 
 sureties, for the performance of his contract. 
 
 The contractor will receive payments, upon producing a certificate from 
 the engineer. 
 
 To keep an experienced foreman on the works, who is to be approved 
 of by the resident engineer. 
 
 The timber, unless otherwise described, is to be of the best Memel, Riga, 
 or Dantzic, free from sap, shakes, and defects, also large, loose, or dead knots. 
 
 All the iron to be wrought, and of the best merchant's iron, which is to be 
 properly tested, as the resident engineer may direct. 
 
 The work will consist of 5 bays, of 19 feet 5 inches each, leaving 1 foot 
 6 inches on the outside at each end, making in all about 100 feet. 
 
 The contractor to prepare for the driving of the piling, as may be found 
 necessary. 
 
 SCANTLINGS OF THE TIMBERS. 
 
 Ins. Ins. 
 
 Front and side piles 12 X 12 
 
 Ditto, ditto, walls 12x6 
 
 Cross beams ..••;.... 12 X 12 
 
 Top beams 12 X 9 
 
 3 pair of front braces 9x9 
 
 Side braces 12 X 6
 
 113 
 
 Straining pieces . !> X 9 
 
 Struts to same 9x0 
 
 Diagonal struts to same (i X 
 
 Cross sleepers or sills situated on the banks 12 X 3 
 Longitiulinal sleepers at top of bank 1 2 X (J 
 
 Fenders 12 X <) 
 
 The whole of the piles to be driven, until a good solid and suificient 
 foundation is found. 
 
 The front piles to be two in number to each pier, being properly connected 
 to side wales by wrought-iron straps, 4" X 1" round both piles and bolts ; these 
 straps will also have a hole wrought in same with a proper shoulder to receive 
 the bolt, which secures front wale ; the heads of the piles are to be properly 
 morticed 6 inches into cross beams. 
 
 The side piles to be in a single row, and in a line with the centre of front 
 piles, and they will be morticed 3 inches into bolsters upon top of same, 12" X6" 
 upon which the cross beams are laid ; all the piles are to be shod with a proper 
 wrought-iron shoe, not less than 25 lb. in weight. 
 
 The front wales are to be secured to the straps round front piles, by an inch 
 wrought-iron bolt ; the strap being properly prepared to receive same, as before 
 described. The side wales to be notched on and secured to front main piles by 
 straps and bolts, as before described, and to braces and side piles by inch wrought- 
 iron bolts, nuts and washers, the ends of same resting upon sills ; to have cleats 
 drove tight upon them, running from one sill to the other, and screwed to same 
 with ^ inch bolts and nuts, as shown on drawing ; these cleats likewise support 
 the ends of the braces. 
 
 The cross beams to be secured to front piles and bolsters by mortices and 
 tenons, as before described. 
 
 The top beams to 1)e secured to bolsters and cross beams by inch wrought 
 l)olts and nuts, running right through each of them, and to straining pieces by two 
 1 inch wrought screw bolts. 
 
 The three front top beams to be bolted together by \\ inch wrought bolts and 
 nuts, hanng a loose ring attached on the outside face of beam, as shown on 
 drawings. And 3 inch planking vriW be laid upon top beams, properly fastened 
 with jagged spikes. 
 
 The front, or face braces, to be as shown on drawings, having 3 inches 
 notched out of each at the crossing, where they are to be halved and fastened 
 with an inch bolt and nut ; the bolts to the first pair passing through the front 
 waling, the lower end to be let into the pile and secured by 2 inch straps and 
 
 Q
 
 114 
 
 bolts, the upper ends also to be morticed and tenoned into piles, and spiked, and 
 to have a cleat bolted on to top of same, which likewise supports the struts to 
 straining pieces : the second pair from the front to be bolted together at their 
 intersection, and secured to side piles by mortices and tenons, and connecting irons 
 and bolts at the lower end, and having cleats bolted on the upper end ; the third 
 pair of braces from the front to be morticed and tenoned into piles, and secured 
 to side piles by 1 inch wrought screw bolts, they will rest upon, and be morticed 
 and screwed into a sleeper, 6 inches thick, laid on bank to receive same. 
 
 The side, or framed braces, to be secured to side piles by bolts, as befoie 
 described ; the upper end being fastened to the cross beams by 2 inch stirrup 
 irons, properly wedged and spiked, to obviate any deficiencies in the different 
 thicknesses of the timbers ; the end resting on the sleepers or sills to be spiked 
 to same : they will likewise be supported by cleats, as before mentioned. 
 
 The straining pieces to top beams to be bolted to same, as before described ; 
 the struts to same to be tapered off or reduced at the end, to allow the 
 diagonal struts to fit close to them, and they will each be morticed, tenoned, 
 and spiked into piles ; cleats will be bolted on immediately under and fitting to 
 them, the bolts passing from wale to wale. 
 
 The diagonal pieces will likewise be bolted together at their heads 
 by f inch bolts. 
 
 The scarfings to the several timbers to be at least 2 feet long, and thoroughly 
 strong, and secured together by bolts and irons properly wedged. 
 
 The paving of the surface of the platform to be laid with pitching stones, 
 12 inches in thickness, upon planking to receive same, having a wrought curb, 
 as shown on drawing; the whole to be of tough whinstone, set with mortar, 
 composed of good stone lime, gravel, and puzzolana ; the curb will have irons, 
 3 inches by 1 inch, let into the joints, and well run with lead, and screwed on to 
 planking to prevent their being shaken. 
 
 The banks to be properly consolidated and rammed with hard rubbish, to 
 receive pitching stones, 12 inches in thickness ; the said pitching to be properly 
 laid, and the bottom course to be well secured and cramped together. 
 
 LA.ND-TIES. 
 
 Drive a pile 25 feet deep of whole timber opposite each pier, shod similar 
 to the other piles, and 60 feet from face of front piles, secure to same a 1^ inch 
 tie bolt, with nuts and washers, the other end will be fastened to an iron strap, 
 which is fastened to cross beam.
 
 115 
 
 The strap to bo 1 ^ inches thick at the sides, and 2 inches in front, and 
 I inches wide, it will be 5 inches in centre of front, properly shouldered with inch 
 i)olt to same ; the tie-bolt will be coupled at every 10 feet, having a moo ring- ring 
 fastened to the outer extremity : should the tie-bolt swag, so as to recpiire any 
 supports in its length, stirrup-irons must be provided in order to keep it in its 
 place. The whole of the iron to be wrought. 
 
 The fenders to be as shown on drawings, having their several heads {)roperly 
 tenoned into the beams, and listened to walls and piles by 1 inch Ijolts and 
 nuts. 
 
 The cross sleepers will be properly secured to timbers at each end, as may 
 be found necessary, also properly spiked to longitudinal sleeper at top of bank. 
 The ground is to be well rammed and secured for same, and all the sleepers must 
 lay upon proper stone landings in large sizes, 12 inches in thickness. 
 
 The longitudinal sleeper to be properly supported, and well secured to the 
 framing; fillets, 18 inches apart, will be nailed to same, for the planking to be 
 secured to ; the latter being made 3 inches thick, and spiked as may l)e found 
 necessar). 
 
 The whole of the framing effecting, and immediately connected with the 
 surface or platform, must be framed so as to give an inclination or fall towards 
 the river. 
 
 The greatest care must be taken in the pile-driving to ensure their true 
 direction, as all piles improperly driven must be taken up and redrove, and all 
 that are split or injured will not he allowed to remain ; iron hooping must be 
 fitted to the head of each pile in the driving, and generally frame and fasten 
 the timbering properly together finding all bolts, mortices, and tenons, where 
 required.* 
 
 • It is proper to mention, thtit the Quay wall was not erected precisely according to 
 either of these plans. — Editor. 
 
 q2
 
 116 
 
 MIDLAND COUNTIES RAILWAY. 
 
 CHARLES VIGNOLES, Esq., Engineer. 
 
 Plate 54. — Plans and Elevation of the bridge over the River Soad, at 
 
 Stamford.* 
 Plate 55. — Ditto, Details of the iron piles, girders, &c. 
 
 This bridge is constructed principally of cast-iron, and forms a very interest- 
 ing subject, being almost an imitation of the timber pile bridges in common 
 use for crossing rivers ; and we believe it is the first instance of the application of 
 iron piles for such a purpose. 
 
 This bridge was designed by T. J. Woodhouse, Esq., the Resident Engineer.
 
 ii; 
 
 LONDON AND BIRMINGHAM RAILWAY. 
 
 ROBERT STEriiEN'SON, Esq., Engineer. 
 
 Pl.\te 56. — Plans and Elevation of bridge for road from Banbury to 
 
 Luterwortb. (See Spccijicution of same.) 
 Pl.\te 57. — Ditto, Details of Iron-work. 
 Pl.\te 58. — Ditto, ditto. 
 
 Specification of bridge for road from Banbury to Luterwortb. 
 
 This road passes over the railway at an angle of 28°, at a point where the 
 depth of cutting is 26 feet 6 inches. 
 
 The bridge consists of a central opening, with three small archways on each 
 side ; the slopes ending in wing-walls, which extend to the edge of the cutting. 
 
 The central opening is 30 feet wide on the square, and is spanned l)y six 
 trussed frames or ribs of iron, resting on piers at each side. 
 
 Each frame con.sists of 2 cast-iron main ribs, abutting at the crown and 
 having three ends attached to 2 wrought-iron ties, which are stretched benrath 
 them, and united in the middle. 
 
 Tlie ribs and ties are kept at the proper distance from each other by cast-iron 
 open work placed between tliem, and acting the part of struts. 
 
 Tlie main ribs of the upper sides are horizontal, and have tlanges proji-eting 
 on each side, to admit of the roadway plates (hereinafter descrilied) Ijeing bi)lted 
 to them : the under sides are curved with a flat circular curvature, and have tables 
 projecting on each side in the foi-m of rounded mouldings, their breadth being 
 greatest in the middle of the rib, and gradually decreasing to nothing at each end.
 
 118 
 
 Similar moulditigs run along the ribs at the distance of 2 feet from the 
 l)ottom, and the thickness of metal between them is 1 inch. 
 
 At the meeting at the crown the ribs present a section of 2 feet in depth, 
 with a uniform thickness of 4 inches ; their ends are rounded into circular arcs, 
 which fit into corresponding sockets in the sides of the cast-iron key, hereinafter 
 described. 
 
 The ends of the ribs resting on the bearing piers are cast with cu-cular holes, 
 to admit the bolts which attach the wrought-iron ties ; round these holes the metal 
 is swelled into bosses, 4 inches thick, and the same thickness is continued to the 
 bottom of the ribs, which is slightly rounded. 
 
 The ends of the ribs just described rest in chairs, forming part of a cast-iron 
 plate, which extends along the whole length of the piers, which is run with Roman 
 cement, and firmly bolted to a course of stone, hereinafter described. 
 
 The w^rought-iron ties are attached to the ribs by bolts passing through the 
 holes above-mentioned, and are united in the middle by a connecting link and 
 bolts. On this joint, which it encloses in a kind of box, rests the main strut. 
 
 It consists of a cast-iron pillar, with fins projecting from the sides; the upper 
 part is cast hollow, in the form of a rectangular pipe, to admit of a strong bar of 
 wrought-iron being inserted, and firmly riveted in its place. 
 
 This bar extends through a hole in the key, and by means of a strong thread 
 screw and nut working against the underside of the key admits of an adjustment 
 of the length of the strut. 
 
 The cast-iron open work, between main ribs and the ties, are shown on the 
 drawings. The top rests firmly against the bottom of the ribs, and is attached to 
 them by means of feet projecting at intervals and fastened by wrought-iron wedges 
 into corresponding sockets cast on the side of the ribs. 
 
 The bottom is cast in the shape of a three-sided box, the top resting on the 
 ties, the sides enclosing them ; and the box is completed by pieces of boiler-plate 
 being screwed on beneath, neatly fitted to the edges of the box and cut to the 
 exact width. 
 
 The ties are kept at the proper distance from each other by pieces cast at 
 intervals on the top of the above-mentioned box, and fitting accurately between 
 them. 
 
 The meeting-plate consists of a cast-iron plate, extending the whole width of 
 the bridge, vdth the keys of the different ribs cast on it at the proper intervals. 
 
 The parts between the keys are strengthened by fins projecting from each 
 side.
 
 119 
 
 The keys themselves, against whieh the ribs abut, are east with soekt ts 
 on each edge, for the reception of the rounded ends of the main ribs, and \\iih 
 holes through the centre, to admit the wrought-iron bur of the main strut, before 
 tleseribed. 
 
 Tlie outside key has its face cast with a sunk panel, the edges of which ari- 
 neatly rounded ; it has also a plate falling beneath the general level of the bottom, 
 in order to hide from view the top part of main street. 
 
 A long strip of boiler-plate, I| inches thick, and 1 foot wide, is to extcml 
 the whole width of the bridge, at the point where the main ties unite, and it nnist 
 be tirmly secured to the under edges of the main struts. 
 
 The roadway-plates are of two sizes, the one to extend over four ribs, the 
 other over two ; and they must be so arranged that the smaller plates may break 
 joint alternately with the larger. 
 
 At the points where they rest upon the main ribs they are to have projecting 
 cleats, fitting exactly to the sides of the upper tallies of the ribs, to which thi y 
 must be bolted down Ijm wroughl-iron bolts alternately on each side. 
 
 They are also to nave diagonal flanges cast on their under sides between 
 each of the ribs, and projecting to the extent shown on tlie drawings. 
 
 The whole of the joints of the roadway plates are to be accurately fitted and 
 caulked with oakum, so as to be perfectly water-tight ; and a layer of concrete. 
 (') inches thick, is to be laid over the whole .surface. 
 
 A string course of cast-iron, in the form of a torus moulding and plinth, is to 
 be bolted to the top of the exterior ribs, and to the road-plates by lugs occuring 
 at intervals of 2 feet. 
 
 It is further steadied by wrought-iron stays attached at one end to these tugs, 
 and at the other to the inner sides of the plinth. 
 
 Sockets, as shown, are to be cast on the interior at every 2 feet, for the 
 reception of the standard of the cast-iron railing hereinafter described, and the 
 inside plate is to be cast loose, and afterwards screwed on. 
 
 The railing is to be of cast-iron, in lengths of 10 feet, as near as may be. 
 
 The standards of the railing are to l)e fastened into the sockets of the string- 
 course, above described, with wrought-iron wedges, and the middle standard of 
 each length is to be steadied by a Ijracket, or knee, riveted to it and to the top ol 
 the torus moulding. 
 
 The joints of this railway are to be made with half-laps, and neatly and 
 accurately riveted together. 
 
 The form and dimensions of the brickwork and masonry of the bridge are 
 shown on drawing.
 
 120 
 
 The main piers, on which rest the iron frames, are to be of brick faced with 
 stone toothing into the brickwork, alternately to the depth of 2 feet and 2 feet 
 6 inches. 
 
 The faces of these piers are broken by stone pilasters, standing forward 
 9 inches from the general face ; the whole is carried to a height of 4 feet 6 inches 
 above the surface of the roadway, and is crowned by a large stone cap, which 
 must l)e formed of a single stone. 
 
 A course of Bramley Fall stone, 2 feet deep, and bedded in the brickAvork 
 3 feet 6 inches, runs along the whole length of the pier at the part where the 
 iron frames rest. 
 
 None of the stone forming this course are to be less than 3 feet long ; and 
 they are to be firmly dowelled together and cramped on the top with 2 wrought- 
 iron cramps to each joint, 1 square inch in section, 14 inches long, and leaded 
 into the stones to the depth of 3 inches. 
 
 A brick wall, 3 feet thick, is to be built between the ribs up to the level of 
 their tops. ^ 
 
 The arches on the slopes are of brick, 8 feet span on the square, and 1 foot 
 6 inches thick, with stone quoins or voussoirs on the face, toothing into the brick- 
 work alternately to the depth of 2 feet and 2 feet G inches. 
 
 The whole of the arches must be laid with spiral courses at right angles to 
 the face. 
 
 A solid backing of brickwork must be carried up to the height shown by the 
 dotted lines. 
 
 The arches rest on brick piers, faced Avith stone to the depth alternately of 
 2 feet and 1 foot 6 inches ; they are to have stone imposts, as shown, from which 
 the arches spring. 
 
 The wing-walls begin to batter at the rate of 1 inch per foot at the set ofi", 
 shown on drawings ; they are stepped up the slopes in the manner shown by the 
 dotted lines, and are carried out to the edge of the cutting, where they end in 
 pilasters of ^ brick projection, and are crowned with caps of stone 9 inches deep in 
 the middle. 
 
 A torus moulding of stone, and a brick plinth of the exact form and dimen- 
 sions of that specified over the iron ribs, runs along the whole extent of this 
 bridge. 
 
 The torus must return round the pilasters, and .the corners must in every case 
 be formed of whole stones cut to the proper form. 
 
 All the castings of this bridge must be of No. 1 iron, and the malleable iron 
 must be of the best scrap iron.
 
 121 
 
 Great care must be exercised in making all the joints and fittings of the iron- 
 work perfectly true and accurate, and every l>art must he hrought to an rqiiul and 
 uniform lieariiiij; lu'fore tlu- centreing or supports are removed, so tliat there shall 
 he no risk of any jjart being subjected to unetpial or cross strains. 
 
 Tlu' whole of tlie iron must be submitted to such trials of its strength as the 
 engineer may consider necessary, and the contractor must be at the expense of ail 
 the means or apparatus required ; and should any part of the iron-work fail, or be 
 damaged, he nuist replace them by others fully capable of undergoing the trial. 
 
 The whole of the iron-work must be painted with 2 coats of jmint, after it 
 is erected. 
 
 For other particulars of materials and workmanship .see •' General Stipu- 
 lations."
 
 122 
 
 SECHILL RAILWAY. 
 
 ROBERT NICHOLSON, Esq., Engineer. 
 
 Plate 59. — Plan and Elevation of bridge over the Cramlingtoii Railway. 
 Plate 60. — Ditto, Details of timber arch and iron-work. 
 
 This bridge is of similar description to a bridge on the North Shields Railway, 
 hj the same engineer, and represented in another part of the work ; but the span 
 in this case is much greater, and it has been found to answer every purpose. 
 
 DETAILS OF 
 
 LOCK ox THE RJVER CAM. 
 
 Plate 61. — Plans, Elevations, Sections, and Details of the lock.
 
 123 
 GLASGOW. GREENOCK, AND I'AISLEV RAILWAY. 
 
 JOSEPH LOCKE, Esq., Engineer. 
 
 Plate 62. — Plans, Elevations, and Sections of the bridge over the Hhick 
 Cart Water. 
 
 Specification of bridge for the purpose of carrying the railway over the 
 Cart Water. It shall be built of the form and dimensions shown on the drawing. 
 
 A platform of stone shall be laid under each of the piers, 2 feet thick, and no 
 stone shall contain less than 24 superficial feet ; each stone shall be squared and 
 jointed; the joints shall be tilled with Koman cement. The platform shall be laid, 
 at the depth shown on the drawing, on a level bed of concrete, 2 feet thick ; it 
 shall consist of 5 parts of clean round gravel, and 1 part of water lime. 
 
 On each of these platforms shall be laid 6 sleepers in the longitudinal direc- 
 tion of the bridge; they shall be secured by 1^ inch screw bolts, 4 bolts in each, 
 let 9 inches into the stone, and securely Lewis wedged. On these bearers shall 
 be placed the trusses which support the bridge. 
 
 The sills of the trusses shall be joggled 3 inches into the bearers, and 
 securely bolted with 1 inch bolts ; 2 bolts into each end of every bearer. 
 
 The uprights shall be tenoned into the sills and crown trees, and shall be 
 secured by wrought-iron knees | inch in thickness, each end of such knees shall 
 be at least 2 feet 6 inches in length, and 4 inches in breadth, and shall have 6 
 screw bolts in each knee. 
 
 It may be as well to observe here, that whenever screw bolts are named, 
 bolts and nuts are meant, and that in every case the thickness of the nut shall be 
 equal to the thickness of the bolt, and that the bolt shall project half its thickness 
 through the nut. 
 
 A row of sheathing piles, not less than 15 feet long, and 6 inches thick, shall 
 be driven quite round the platform in the river, and three sides of each of the 
 others. The waliugs of all shall be secured to the stone in the same manner as 
 the bearers — viz., by screw bolts let 9 inches into the stone, and securely Lewis 
 wedged. Great care must be taken in driving these sheathing piles, that the 
 whole row on each side is preserved on the same plan, and that the joints are kept 
 as close as possible. 
 
 The footuigs for the stay.s that support the longitudinal beams sliall be 
 securely bolted to the crown trees with 1 inch bolts, and the stays shall be secured 
 at each end by iron knees of the same dimensions as those before described. 
 
 The scarfes in the longitudinal beams shall be united by an iron plate, not
 
 124 
 
 less than 6 feet long, fixed on the upper and underside of the beam, with screw 
 bolts through the whole, and no scarfe will be allowed on any pretence whatever, 
 except where shown on the plan. 
 
 The trusses which stand upon the footings for the stays shall be fixed at top 
 and bottom in the same manner as those in the truss below, and the beams shall 
 be securely bolted to the crown trees of these trusses with 1 inch bolts. 
 
 Transverse stays shall be chase-morticed into the longitudinal beams, over 
 each of the trusses, and also in the intervals between them. There are in all 10 
 transverse stays, extending from side to side of the bridge. An iron strap shall 
 be fixed on all these, (except such as stand over the trusses,) these straps shall 
 be put on from each side of the bridge, and shall nearly meet in the middle, 
 having keys made so as to draw the beams tight against the transverse stays, 
 wliich shall be well secured with screw bolts through the whole. 
 
 The diagonal stays shall be bolted to the trusses, and to the underside of the 
 longitudinal beams, with 1| inch screw bolts. 
 
 All the masonry shall be built on a level bed of concrete, 2 feet thick. 
 
 The piers shall be built of ashlar, tool dressed, laid header and stretcher, 
 1 foot and 2 feet, alternately. 
 
 The abutments shall be built of stone, 4 feet 6 inches thick, in courses of about 
 8 inches. Rough rustic on the face, with i inch chamfor. They shall have 
 ashlar quoins of the same depth as each two courses. Four throughs shall be put 
 into each course, as shown on the drawing. The backing may be of rubble. 
 
 The wing walls shall be faced with a similar description of stone-work as the 
 abutments — they shall be backed with rubble. 
 
 The string course and pillars shall be tool-dressed. 
 
 All the rubble-work in the bridge shall be built in courses, of stones of a size 
 as large as a man can conveniently lift, and each course shall be flushed up with 
 scabblings and well grouted. 
 
 The whole of the iron work shall be of the best British scrap. The whole 
 of the timber below the footing of the stays that support the longitudinal beams 
 shall be of larch, and also the sleepers on the embankment ends ; and all other 
 timber shall be of the best, straight-grained crown memel, or crown Dantzic. 
 
 A wooden railing shall be fixed the whole length of the longitudinal beams 
 on each face. It shall be formed of uprights 4 feet 6 inches high, morticed into 
 the longitudinal beams, and also into a top rail, which shall be half round on the 
 top. Cross braces shall be morticed and tenoned into the uprights, and each 
 other, as shewn in the drawing. 
 
 The whole bridge shall be planked across with Dantzic deck deals, close 
 jointed, and well nailed with 7-inch spikes, and covered with a thick coat of 
 boiled pitch, mixed with quick lime, and covered with coarse sand, or rather 
 oxide of iron, if it can be procured.
 
 125 
 
 LEEDS AND SELBV RAILWAY. 
 
 .JAMES WALKER, Esq., Enginekb. 
 
 Plate G3. — I'hiii, Elevation, and Section of Bridge over the Railway 
 
 at Cross Gates. 
 
 SEWERS OF WESTMINSTER & PART OF MIDDLESEX. 
 
 JOHN PHILLU'S, Esq., Surveyor. 
 
 Pl.\te 64. — Sections of a Two-feet, a Two-feet-six-inches, and a Three-feet 
 Sewer — Plan and Sections showing the mode of forming the 
 junction of a Side-sewer with a leading one — Plan and Sec- 
 tions showing the mode of forming the junction of Two Side- 
 sewers with a leading one — Plan and Section showing the 
 mode of forming the junction of Two Side-sewers where a 
 straight one terminates — Details of a Side-entrance into a 
 Sewer — and Details of the mode of connecting Drains with 
 Sewers. 
 
 BIRMINGHAM AND GLOUCESTER RAILWAY. 
 
 CAPTAIN W. MOORSOM, Engineer. 
 
 Plate 65. — Plan, Elevation, and Section of a Bridge over the Brancli 
 Canal, High Orchard, Gloucester. 
 
 Plate 66. — Plan showing Ribs and Longitudinal Section. 
 
 Plate 67. — Details of Meeting-plates, Heel-plates, Standards for Tension- 
 rods, Screws, &c. 
 
 Plate 68. — Plan .showing Construction and Elevation of Bridge over the 
 River Avon, at Deflford.
 
 126 
 SOUTH EASTERN RAILWAY. 
 
 W. CUBITT, Esq., Engineer. 
 
 Plate 69. — Details of the Timber Viaduct to the Bricklayers' Arms Station. 
 Details of Chairs and Hails, and Barlow's Patent Metal Keys. 
 
 This viaduct consists of pile piers, twenty feet apart longitudinally, each 
 pier being composed of three piles. Two planks were afterwards bolted trans- 
 versely on each side of the piers, just above the surface of the ground, the bolts 
 passing through the piles. The ends of these planks were supported on short 
 longitudinal bearers, each resting on two short piles. Wooden wedges were in- 
 terposed above the bearers, in order to accommodate any unequal settlement of 
 the main structure with the shorter pile supports. 
 
 LONDON AND BLACKWALL RAILWAY. 
 
 Messrs. GEORGE STEPHENSON & BIDDER, Engineees. . 
 
 Plate 70. — Details of a Forty-feet Span Iron Bridge. 
 Plate 71. — Details of Timber Viaduct and of Twenty-five feet span Iron Bridges.
 
 12; 
 
 \A6i OF PLATES. 
 
 Platb 1. Grral If'rstfrn RaUua^. — View of tbt- Driilge over the ThuDCS at Maidenlicul, on the line of ibe Greui 
 
 Western ItailwBv. 
 •i. London ami Croydon Jtailiray. — Metlmd of forming the Permanent Way, with Plans of Cuttings and 
 
 Kmbauknients. luid Details of the Ruils. 
 „ 3. „ „ Plans. EleTBtions, and Sections of Bridge for Occupation Uoad on DeptforJ 
 
 Common. 
 4. The " Croydon" Lncomolirr Enyine. — Side Elevation of Engine. 
 „ .^. „ „ Plan of ditto. 
 
 „ 0. „ „ Transverse Seelious through Boiler, Cylinders, and Fire-box. 
 
 7. Birminykam and Glouctsier Bailurni/. — Plans. Elevations, and Sections of Bridges Nos. .'i and t), at 
 
 Cbelleubom. 
 „ tt. „ „ Ditto, ditto. Details of Iron Girders and Framing. 
 
 „ 9. „ „ Plans, Elevations, and Sections of Bridge, No. 31), Bredon Contract. 
 
 10. „ „ Elevations luid Sections of the Tewkesbury Depot. (Contract, 1,') G.) 
 
 11. „ „ Ditto, ditto, Plans of ground and one-pair floors. 
 li. London Docks. — Details of Swing-Bridge. Elevation and Transverse Sections of Bridge, and Details of 
 
 Friction Rollers. 
 IM. „ „ Longitudinal Section and Plan of Bridge, showing Ihuniug. 
 
 14. Manchttler and Birmingham Bniliiny. — Plans, Elevations, and Sections of the Stockport Viaduct, 
 l.'i. „ „ Elevations, Sections, and Details of Ibe Congleton Viaduct.* 
 
 IIS. ,, ,, Ditto, Details of Construclion. 
 
 17. Paris and Versailles Railway. — Plans, Elevnlions, and Details of the Viaduct across the Vale of Fleury. 
 
 18. Glasgow, Greenock, and Paisley Railway. — Plans, Elevations, and Sections of the Bridge over the River 
 
 Cart, at Paisley. 
 
 10. „ ., Plans, Elevations, and Sections of the Bridge over South Crofl Street. 
 
 ".ill. „ ,, Plans, Elevations, and Sections of the Bridge over Cook Street, Glasgow . 
 
 '^1. „ „ Ditto, ditto. Details of Iron Girder, Framing, &c. &c. 
 
 1'i. „ „ Plans, Elevations, and Sections of the Bridge over the Pollack and Govan 
 
 Railway. 
 'i'.\. „ „ Ditto, ditto. Details of iron girders, framing, &c., &c. 
 
 l\. Leeds and Selby Railway. — Plans, Elevations, and Sections of the " Accommodation Bridge" built f»r 
 
 • Shippen Farm. 
 
 25. „ „ Ditto, ditto. Details of iron girders and framing. 
 
 a6. Clyde River. — Plans, Elevations, and Sections of the Bridge over the Clyde at Milton. 
 *il . Grand Western Canal. — Plans. Elevations, and Seetious of a Swing Bridge over the canal. 
 2H. „ „ Ditto, ditto, lletails of construction. 
 
 29. XeiecattUupon-Tyne and Xurtk Shields Ruiluay. — Plans, Elevations, and Sections of iJie Bndge over ibr 
 
 Turnpike Road to North Shields. 
 „ !)0. Ditto, ditto. Details of construction. 
 
 • Plate li is sUtcU ill the detcription to be " Details of Ibc SbKkporl Viaduct," whereas II U the " Congleton,' u comcled 
 in tbia UsU
 
 128 
 
 Plate 31. Fmili and Cart Junction Canal — Plan, and Longitudinal Section of Lock, No. :i. 
 ;3o. j_ „ Ditto, Transverse Section and Elevation. 
 
 33. „ „ Ditto, Plan and Elevation of Lock-gates. 
 
 34. „ „ Ditto, ditto, Details of Lock-gates. 
 
 35. „ „ Ditto, ditto. Details of Paddle, Rack, Pinion, &c. 
 
 36. New Houses of Parliament. — Plans, Elevations, and Details of the Pile-driving macliines employed in forming 
 
 the Coffer-dfun for the Embankment Wall. 
 „ 37. St. Katharine's Z>ocfc.— Details of Swing Bridge, General Plan and Sections of Bridge, and Details of 
 
 construction. 
 
 38. „ „ Ditto, Longitudinal Elevation and Section of Bridge to an enlarged scale. 
 
 „ 39. ., „ Ditto, ditto, Plan showing ribs and framing. 
 
 „ 40. „ „ Ditto, ditto, Transverse Sections. 
 
 „ 41. „ „ Ditto, ditto, Details of Iron-work. 
 
 ,, 42. „ „ Ditto, ditto, Details of Iron-work. 
 
 „ 43. ,. „ Ditto, Details of Working gear to Bridge. 
 
 ., 44. Manchester and Leeds Raihvay. — Plans of Construction and Elevation of Bridge over the Rochdale Canal 
 
 at Scowcroft. 
 
 45. ji „ Ditto, Plans showing foundations and Sections through wing walls and land 
 
 arches. 
 „ 46. „ „ Ditto, details of iron girders and framing. 
 
 „ 47. Locomotive Engines employed on the London and Southampton Railway.— Side Elevation of Engine 
 
 4B. „ „ Longitudinal Section of ditto. 
 
 „ 41). ,. „ End Elevation of ditto. 
 
 „ 50. Grangemouth Harbour. Transverse Section of Quay-wall, and Coffer-dam. 
 
 51. ,^ „ Ditto, Plans showing superstructure and construction. 
 
 „ 52. „ „ Elevations and Sections of Timber Pier. 
 
 53. „ „ Ditto, Plims of superstructure ; also Sections and Details. 
 
 54. Midland Counties Railway. — Plans and Elevations of the Bridge over the River Soad, at Stamford. 
 „ 55. „ „ Ditto, Details of Iron-piles, girders, Sec. 
 
 „ 56. London and Birmingham Railway Plans and Elevations of Bridge for road from Banbury to Lutterworth. 
 
 „ 57. „ „ Ditto, Details of Iron-work. 
 
 ,, 58. „ „ Ditto, ditto, ditto. 
 
 „ 59. Sechill Railway.— Plan and Elevation of the Bridge over the Cramlington Railway. 
 
 60. „ „ Ditto, Details of Timber, Arch, and Iron-work. 
 
 „ 61. River Cam. — Plans, Elevation, and Sections of Lock upon River Cam. 
 „ 62. Glasgow, Greenock, and Paisley Railway. — Bridge over the Black Cart Water. 
 ., 63. Leeds and Selby Railway. — Bridge over Railway at Cross Gates. 
 „ 64. Sewers of Westminster and part of Middlesex. 
 
 „ 65. Birmingham and Gloucester Railway. — Svring Bridge over the Branch Canal, High Orchaid, Gloucester 
 „ 66. „ „ Ditto, ditto. 
 
 ,, 67. „ „ Ditto, Details and enlarged portions of ditto, ditto, ditto. 
 
 ,, 68. „ „ Ditto, Bridge over the River Avon, at Defford. 
 
 69. South Eastern Railway. — Details of Timber Viaduct to the Bricklayers' Arms Station. 
 
 70. London and Blackwall Railway. — Details of a40-feet span Iron Bridge. 
 
 71. „ „ Ditto, Details of Viaduct and Bridges. 
 
 T. C. Savin, Printer, 4, Chandos-street, Covect-garden.
 
 TIIIllD SKUIES 
 
 OP 
 
 RAILWAY PKACTICK: 
 
 a CToUcction 
 
 OF 
 
 WORKING PLANS AND PRACTICAL DETAILS OF CONSTRUCTION 
 
 PUBLIC WOKKS 
 
 OP THt MOST 
 
 CELEBRATED ENGINEERS: 
 
 coMPnisiNc 
 
 ROADS, TRAMROADS, AND RAILROADS; 
 
 BRIDGES. AQUEDUCTS, VIADUCTS, WHARFS, WAREHOUSES, ROOFS, AND SHEDS; 
 
 CANALS, LOCKS. SLUICES, & THE VARIOUS WORKS ON RIVERS, STREAMS, &c.; 
 
 HARBOl KS, DOCKS, PIERS AND JETTIES, TUNNELS. CUTTINGS AND EMBANKMENTS; 
 
 THE SEVERAL WORKS CONNECTED WITH 
 
 THE DRAINAGE OF MARSHES. MARINE SANDS, AND THE IRRIGATION OF LAND; 
 
 WATER-WORKS, GASWORKS, WATER-WllEELS, MILLS, ENGINES, 
 
 &c. &c 
 
 S. C. BREES, C.E. 
 
 L.\TE PRINriPAI, ENGINEKR AND SURVEYOR TO THE NEW ZEALAND COMPANY, 
 FROM THE YEAR 1842 TO 1845; 
 
 AUTHOR or " CLOS6AKV OF TERJI8 UBED l.V CIVIL ENCINEEKINi;," " PRESLNT PRACTICE OF 8DRVETING 
 
 AND LEVELLING," ETC. 
 
 LONDON: 
 JOHN WILLIAMS AND CO. 
 
 HI, STHANI), (late Cauell'8.) 
 1847.
 
 TO 
 
 Sir. .J O 11 N R E N N I i:, F. R. S. 
 
 PRESIDKNT OP THE INSTITUTION OF CIVIL K.NGINEICHS. 
 KTr. KTC. ETC. 
 
 THIS COLLECTION 
 
 ENGINEERING WORKS, FACTS, AND DETAILS, 
 
 ruKIflNG TIIK 
 
 "THIRD SERIES OF RAILWAY PRACTICE," 
 
 S, BY PERMISSION. 
 
 Ucspcttfullp DctiicatrtJ, 
 
 BY HIS MOST OBEDIENT SERVANT. 
 
 SAMUEL CHARLES BREES.
 
 1¥. lipsaiiy 
 
 Of iM ' 
 
 UKiVEiLir/ 0} iLL!;ji!is 
 
 M'
 
 r K i: F A c E. 
 
 The present volume consists mainly of a translation from the " Porle- 
 feuUIe (Ic ringcnictir dvs Chcmina dc Fit, par M, Augustk Pi;r- 
 DoanKT, foniu'r/i/ (i pupil of the Polytechnic School, Professor at the 
 Central School of.lrts and Maniifacti(rcs, and Engineer ii/ Chief to 
 several liailicay.s ; and (a.milli: Polonceau, Director of the Alnace 
 Railway , formerly a pupil if the Central School of Arts and Manu- 
 factures," the value of which is generally admitted both on the Conti- 
 nent and in this country. 
 
 The Editor feels some diffidence in laying the volume before the 
 profession, being well aware that the importance of the subject demands 
 an engineer of the higliest })retensions and standing. Since, however, 
 it is seldom that one possessing these advantages can afford the 
 requisite time, he trusts that his humble efforts will meet with some 
 countenance and consideration. 
 
 To the gentlemen who have so kindly contributed subjects to 
 the present volume, tlie Author returns his best acknowledgments, 
 and his thanks are due to his young friends, Messrs. Rickman, 
 Robinson, Mouuison, and others, for the assistance they have ren- 
 dered him in the reduction of the drawings, measurements, tables, &c., 
 into English. 
 
 43, Lincoln's Inn Fields.
 
 CONTENTS. 
 
 CIIAPTF. U I 
 
 OF TlIK LAND HKgUIKKI) FOU Till: KSTAULISHMENT OF A KAll.WAV. 
 
 Section 1. — Gauge of way, and width betwcn tlic rails 1 
 
 Section 2. — Of the inclination of the slopes for cuttings and ciubankmenU ... 7 
 Section 3. — Of the span and height of bridges . . . .11 
 
 CHAPTER II. 
 
 OF THE E AUTIl WORK .S. 
 
 Section I. — Means to prevent the occurrence of slips of the side slopes of deei> cuttings . 14 
 Section 2. — Of the construction of large embankment.^ iinJ the method of preventing 
 
 their slipping, or rolling down . . . . .18 
 
 CHAPTKR III. 
 
 OF THE EXECUTION OF THE BEU OF THE ROAI) FOU THE RAILWAY, WITH A DESCRIP- 
 TION OF THE M.\TERIALS EMPLOYED IN ITS CONSTRUCTION, COMPRISING ULOCKS 
 AND SLEEPERS. 
 
 Section 1 . — Method of construction 27 
 
 Section 2. — Minutes of specifications for supplying sand, broken stone, blocks ami 
 
 transverse sleepers .......... 34 
 
 CHAPTER IV. 
 
 ON RAILS AND CHAIRS, AND MINUTES OF SPECIFICATION FOR THEIR MANUFACTURE. 
 
 Section 1. — (Jn rails and ciiairs ........... 39 
 
 Section 2. — On the manufacture of rails ......... 6S 
 
 Section 3. — Minutes of i^pecilication for supplying of rails, chairs, trenails, and wedges 79 
 
 A. — Minutes of specifications for sujiplving of rails .... 79 
 
 li. — Minutes of specifications for the iiianufacture of chairs . S."! 
 
 C. — Minutes of specifications for the pins ...... 87 
 
 D. — Minutfs of specifications for wooden wedges . ... 87 
 
 Supplementary note on bridge rails .......... 88
 
 via 
 
 CHAPTER V. 
 
 Page 
 ON THE LAYING DOWN AND MAINTENANCE OF THE WAY .89 
 
 CHAPTER VI. 
 
 OF CHANGING-PLACES — TDRN-TABLES — SLIDE-RAILS FOR CHANGING THE LINE- 
 LEVEL CROSSINGS AND FENCINGS. 
 
 Section 1. — Changing- places 100 
 
 Section 2. — Of turn-tables . . . . . . . . . . . .114 
 
 Section 3. — Slide-rails for changing the line . ........ 120 
 
 Section 4. — Level crossings and fencings ......... 122 
 
 DOCUMENTS, ESTIMATES OF COST, AND MINUTES OF SPECIFICATION. 
 
 ESTIMATE OF THE COST OF EARTHWORKS EXECUTED BY MEANS OF RAILWAYS 
 AND BY HORSES, ALSO BY LOCOMOTIVES. 
 
 Statement of prices ............. 134 
 
 For teaming to a distance of 1000 metres (1093 yards) with horses . .... 137 
 For transporting with locomotive machines to a distance of 1000 metres (1093 yards) . 137 
 
 No. 1. (A) Details of the cost of conveyance of a cubic metre (I'308 cubic yards) of 
 earth, transported with wagons drawn by horses, upon a way having a fall of 4 
 millimetres per metre (1 in 150) . . . . . . . . .139 
 
 No. 2. (A') Details of the cost of conveyance of a cubic metre (3o'317 feet) of earth, 
 transported with wagons drawn by horses, upon the hypothesis of the railway 
 being laid Iiorizontally ........... 141 
 
 No. 3. (A") Details of the cost of conveyance of a cubic metre (35'317 feet) of earth, 
 transported by wagons drawn by horses, upon the hypothesis of the railway 
 being laid upon a rise of 4 millimetres per metre . . . . . .141 
 
 No. 4. (B) Details of the cost of conveyance of a cubic metre of earth ( 1 -308 cubic 
 yards), transported by wagons drawn by locomotives, upon a way having a 
 fall of 4 millimetres ........... 142 
 
 No. 5. (B') Details from the data where the transport takes place, upon a level way . 143 
 
 No. 6. (B'') Details from the data where the transport takes place, upon a way with 
 
 a rise of 4 millimetres ........... 143 
 
 No. 7. (C) Details of the cost of conveyance of a cubic metre (1*308 cubic yards) of 
 earth, the wagons moving upon self-acting planes {plans automoteiirs) of 200 
 metres (219 yards) long, having a fall of 0'05 per metre (1 in 20) . . .144 
 (E) Table of comparison of the cost of transporting earth upon a level way . 145
 
 IX 
 
 SUN'DKY NOTKS. 
 
 Expense of a locomotive-engine, with cylinders of 0'28 nietres(ll inches) in (liiinici) r, uikI 
 wheels I metre 25 (4 feet 1 inch), employed at the cutting of Clnmart, and ('iii|ilove<l 
 in drawing 20 wagons loaded with earth a distance of alxmt 2()0() met res (2IHT yards) 
 for a juriod from tlie 1st to the 15lh of Allgu^t, <oni|iri?iiig 14 days' work, at tlie 
 rate of 1 2 hours per day ........... l-U) 
 
 Cost of earth- wagons ............ .147 
 
 The weight of iron work require<i to complete 10 earth wagons (tipping before). 11!* 
 
 The weight of iron work to complete 10 earth wagons (tipping sideways) . . . I.OO 
 
 Observations on the various methods eniploj-ed in unloading wagons for earthwork . . l.*)! 
 
 Comparison of the French barrow with the English, represented in Plate 8 . . . ],').'> 
 
 Description of tiie method of executing the earthwork at the cutting of "' Des Ogiers" upon 
 
 the Lille Railway of the Belgian Frontier ........ 15S 
 
 Distribution of the earth from the cutting . . . . . . . hW 
 
 Carriage of the earth . . . . . . . . . .159 
 
 Description of the temporary ways IGO 
 
 Discharging the wagons . . . . . . . . . . .IGO 
 
 Progress of the works . . . . . . . . . . . . .1(31 
 
 On the causes which occasioned the land slips, and on the means employed to prevent their 
 
 recurrence .............. IG2 
 
 Work continued day and night . . . . . . . . . . . 1G3 
 
 Details of the cost of digging, loading, teaming, and discharging a cubic metre of earth, the 
 length of lead being equal to 1000 metres (1093 yards), with wagons running upon 
 temporary lines of rails, drawn by horses and the gradients of various inclinations . 164 
 Table of the cost of labour in forming embankments, the earth being led by wagons from the 
 
 cutting " Des Ogiers," from January, 1 842, to November, inclusive . 1G.5 
 
 Details of the expense of conveying ballasting in wagons drawn upon a railway by loco- 
 motives and by horses . . . . . . . . . . . .166 
 
 Conveyance of ballast in wagons propelled by locomotive engines . . .167 
 
 Detail of the cost of conveyance of a cubic metre of ballast, taken from a depot at Bellevue, 
 and conveyed from thence to that at Versailles, being a distance of 4226 metres 
 (4621 yards). The quantity conveyed was equal to 36,767 '29 cubic metres, (or 
 
 48,094 cubic yards) 1G7 
 
 Conveyance of ballast in wagons drawn by horses ........ 168 
 
 Detaibi of the cost of conveyance of a cubic metre of ballast, taken from the depot at lielle- 
 vue, and conveyed from thence to that at Versailles, being a distance of 4226 running 
 metres (4621 running yards). The quantity conveyed was equal to 36,767 cubic 
 
 metres (48,094 cubic yards). . . " 168 
 
 On the general method of diminishing the resistance upon railway curves during the execu- 
 tion of earthwork. . . . . . .169 
 
 Minutes of specification for the supplying of wagons for earthwork . . .171 
 
 Minutes of specification for the supplying of 6000 oak sleepers . . . . .171 
 
 b
 
 X 
 
 IMinutes of specification for the supplying of 14,000 wrought iron bolts .... 176 
 
 Minutes of the Government specification for the supplying of rails . . . . .177 
 
 Specifications for the manufacture of rails for the railway from Paris to Rouen . . .180 
 
 Of the specifications employed in Belgium ......... 181 
 
 Minutes of specifications for the supplying of iron pins for the railway from Amiens to 
 
 Boulogne .............. 181 
 
 On the preparation of wood .......... . . 183 
 
 Details relating to the cost of turn-tables supplied from the works of Forchambault . .186 
 
 Estimate of a turn-table for the Versailles Railway (left bank), similar to those on the 
 
 London and Birmingham Railway. . . . . . . . . .187 
 
 Details of the expense of two timber turn-tables on the railway from Paris to Versailles 
 
 (left bank) 189 
 
 Statement of the expense of a crossing-place and switches, forming a complete change of line 
 
 on the Versailles Railway (left bank). See Plate 16 192 
 
 1st. The crossing-place .......... 192 
 
 For the switches 1 93 
 
 Details of the cost of bolts for fastening the crossing-points ...... 194 
 
 Details of prices relative to the construction of the line, changing-places, and turn-tables, 
 
 on the railway from Lille to the Belgian Frontier . . . . . . .195 
 
 List of tlie tools required by a gang of layers, with their prices ...... 198 
 
 Agreement for the construction of guard-rails for the Versailles Railway (left bank) . . 209 
 
 Details of the cost of a gate 9 metres (29 feet 6 inches) wide, and formed with four 
 
 openings . . . . . . . . . . . . . .211 
 
 Estimate of the fencing to be made for the company of the Paris and Versailles Railway 
 
 (left bank), by Leveque, fence-maker, in Rue Rousselet, at Paris . . . .212 
 
 Minutes of specification, plantations, sowings, and fencing . . . . . .212 
 
 Estimate, fencing . . . . . . . . . . . . . .213 
 
 Quick hedges .............. 214 
 
 DESCRIPTION OF THE PLATES 215
 
 IxNTRODUCTION. 
 
 The distinguished autliors of the PortefeuiUe de Vlngeiiieur dis Cheminn de Fer* 
 liaving left nothing to be desired in the several subjects treated upon, the Editor 
 has seldom found occasion to carry their statements or descriptions any further. 
 
 The numerous observations on earthworks are particularly valuable, being 
 the result of practice; also the remarks on the most efficient system of rails, and 
 the formation of the line. These comprise nearly everything that can be written 
 concerning the execution of cuttings, their drainage, &c., and the results, in every 
 instance, show the importance of doing everything well at first. 
 
 Thus we find that side ditches were soon considered indispensable along the 
 tops of cuttings; these were followed by longitudinal ledges or steps, and even by 
 second ditches at a lower level. Improvement* continued until deep, vertical, 
 dry drains filled up with loose stones were introduced on each side, in a similar 
 manner to the lining of canals. Surface drains were also formed down the slopes ; 
 and, carrying out this princi|)le, it has struck us that extensive cuttings might be 
 still further improved by a closer appro.ximation to nature. 
 
 Now, if we take the form of a railway cutting, and compare it with a 
 natural ravine, we shall find that there is but little resemblance between them, 
 and much of the surprise on viewing the effects of moisture on tiie slide slopes of 
 artificial works ceases, when we consider the really small provision that is usuallv 
 made for carrying off" the water, compared with that supplied in the works of 
 nature. The water from the higher levels of a ravine is carried down liv 
 auxiliary valleys on each side, and the entire lay of the couiitn/ between the latter, 
 tends to the accomplishment of this grand system There is a summit level 
 between the side valleys, the ground falling in each directinn with a regular 
 
 • Paris: Librairie Scientifiqup-Industriolle, de L. Mathiif. 1H46. 
 
 l> -2
 
 xu 
 
 systematic series of surface drains and feeders in the shape of streamlets and 
 brooks, by which the water is carried away. It is very rare to find a straight 
 face, like a railway slope, extending any distance, as the action of nature neces- 
 sarily breaks the surfiice and forms side valleys. 
 
 We therefore offer a suggestion, that, independent of the precautions com- 
 monly taken to relieve the lower strata from the weight of the upper in the 
 execution of important earthworks, a proper examination of the levels of the 
 country along each side should be made, and lateral drains constructed, of much 
 greater extent than heretofore, at certain intervals, the distances to be regulated 
 by the inclination of the land. The shape of the slopes between these side gulleys 
 might also be made of more suitable form, and the means to be employed in their 
 maintenance and support constitute a part of the original design, rather than be 
 left to chance or futurity, as at present. 
 
 The dimensions of the lines of railway have not undergone any alteration 
 since the appearance of the French work.* 
 
 The gauge on all the lines in France is 1"" 50 from centre to centre, or the 
 4 feet 11 inch English gauge, and the interspace 1" 80 (5 feet 11 inches.) 
 
 A royal commission was appointed by the English government to examine 
 into the question respecting the most advantageous dimensions for the gauge of 
 railways, when the commissioners came to the following conclusions, and made 
 their report, in the beginning of last year, (1846.) 
 
 " 1st. Tliat an increase in the gauge of way would not present any advan- 
 tage, as concerns the safety and comfort of the passengers. 
 
 " 2nd. That greater speed may be attained with the wide gauge than with 
 tlie narrow, but there would be some danger in exceeding the maximum velocity 
 at present attained upon railways of the ordinary gauge, according to the present 
 construction. 
 
 " 3rd. That the narrow gauge is preferable for the transport of goods, and 
 the most appropriate for the exigencies of trade. 
 
 " 4th. That the employment of the wide gauge necessitates greater expenses 
 in the formation, and any reduction which might result in the cost of main- 
 tenance, or in locomotive power, does not appear to be of such a nature, as to 
 compensate for the increase in the first outlay. 
 
 " 5th. It is very important that the gauge should be uniform throughout 
 
 * The remainder of this Introduction is principally taken from the " Portefciiille de 1' Inge- 
 nieur des Cherains de Fer." 
 
 ^
 
 XIU 
 
 the same country. Great inconvenicneo Ims resulted iVdiii tin- break of pauge 
 on the Great \Vestern and Gloucester lines. 
 
 " Gth. The commission see no reason for changing the luirrow gauge, which 
 is t feet 83 inches, corresponding to 1"' 50 (4 feet 1 1 inches) from the centre of 
 one rail to the centre of the other, in France." 
 
 The railways laid down witii the narrow gauge in England, at the date of 
 the report, amounted to 1!I01 miles, while that of lines formed of the broad 
 (7 feet) gauge, amounted to 274 miles only, and 12ij miles of the Irish gauge 
 (5 feet 3 inches.) 
 
 Experience in the management of railways has led generally to an increase in 
 the size of the stations, especially of those for goods. The goods department on 
 railways cannot he conducted with sufficient economy to compete successfully with 
 canals, unless the depots afford extensive accommodation. 
 
 Attention has been much directed the last few years to the processes em- 
 ployed in the preservation of timber sleepers, and a description of these expe- 
 riments will be found among the documents. 
 
 The opinion of the profession, which has been so long favourable to the 
 double T rail, has at length changed in France, experience having shown the im- 
 possibility of reversing this rail upon one of the mushrooms becoming worn. 
 Many engineers now give a preference to the simple T rail. 
 
 M. Prisse, formerly pupil of the Central School of Arts and Manufacture, 
 and Chief Engineer of the West Flanders Railway, has written to us in the follow- 
 ing terms : — 
 
 " M. Cabry and I have returned from England perfect converts to the value 
 of the description of rails which you have so long adopted.* We have seen 
 rails weighing as much as 82 lbs. per yard, but we did not find that they were 
 the best. 
 
 " We have adopted a similar rail to yours for our railway since our return, 
 comprising a su[)ply equal to 6000 tons, which has been finally let." 
 
 We understand that the worn-out rails on the Grand Junction Railwav have 
 been rei>laced by others formed of the single T pattern. 
 
 A single chaiiqiujnon rail has also been adopted on the line from Avignon to 
 Marseilles, and M. Gervoy has shown us the model of a i;ul of the same kind 
 which he intends for the line from Tours to Nantes. 
 
 • See the rail of the Versailles line (left bank,) Plati.' 4.
 
 XIV 
 
 The surface on which the wheels run of these new rails is always rounded 
 more or less. ^ 
 
 Rails of the weight of 37 kilogs. per metre, (74 lbs. per yard,) are generally 
 adopted in laying down new lines where the traffic upon them is expected to be 
 great. They are as much as o™ 50 (18 feet) long, on the railway from Orleans 
 to Vierzon. It is necessary for the rails to possess great resistance, in order to 
 support the heavy engines in present use, but it remains to be seen whether the 
 most massive rails uniformly present the greatest resistance. When the quality 
 of the iron and the form of the rail are the same in two different models, there 
 is no doubt that the largest is the most solid, but the manufacture becomes more 
 difficult as the weight of metal is increased, whereby it suffers in quality. 
 
 The rails on the Northern Railway, which equal a weight of 50 kilogs. per 
 metre (61 lbs. per yard,) are at present supported on four sleepers, but an 
 additional one has been proposed. 
 
 The manufacture of rails is still conducted by the old method at some works, 
 as at that of the Hayange foundry, for instance, or with the upper layer of the 
 bundles formed of two plates, placed side by side, whicli is the opposite of the system 
 directed by most Minutes of Specification. The rails made at the above mentioned 
 works are in excellent repute, but they have not been long used on the great lines, 
 and the attention of engineers has not, at present, been sufficiently directed to the 
 subject of wear, so as to be able to determine that these rails are not liable to 
 divide longitudinally, after a short period, like those manufactured after the same 
 method at other foundries. We consider that the mode of manuficture employed 
 at Hayange should not be allowed, except in particular cases. There are certain 
 foundries where the iron is known to present great facilities for welding, but even 
 then the manufacturer should be subjected to the strictest surveillance, for iron 
 which welds easily cannot be finished properly, unless the temperature of the fur- 
 nace is sufficiently high, and the rolling cylinders perform their work efficiently ; 
 we are confirmed in our opinion by many experienced engineers whom we have 
 consulted on the subject. 
 
 The Minutes of Specification do not usually tolerate a variation of two mil- 
 limetres (0*078 inch) in the length of the rails; but M. Senez, Engineer of 
 Mines, who is commissioned to receive the rails for several companies at the 
 Decazeville foundry, considers it impossible for the workmen to keep within these 
 limits, and recommends five millimetres (0'196 inch) to be allowed. 
 
 It is important to examine how far the opinion of M. Senez is well founded, 
 and whether it is proper to modify this minute, in the specifications, since they
 
 XV 
 
 ought not to contain any conditions that cannot be fullillcd, or tliat are too 
 onerous for the nianul'acturer to undertaiic'. 
 
 The practice of borinji tiie holes for the trenails in an oblicjiie directinn (to 
 the length of the sleeper), as on the South Kastern Railway, has been adopted on 
 the line from Orleans to Vierzon, on the Amiens to Boulogne, and the Ilazebrouck 
 to Tampoux; wooden pins are also made use of on the line from Montereau to 
 Troyes. 
 
 The bottom parts of the new 
 chairs are generally hollowed out, as 
 represented in the cut, whieh is a sec- 
 tion of a chair of tlie Ilazebrouck 
 Railway. 
 
 The bases of the chairs on the 
 line Irom Orleans to Vierzon, on the 
 Amiens to Boulogne, and on the Ilaze- 
 brouck Railway, are formed of the inclination required by the rail towards the 
 axis of the way. ' 
 
 The switches employed at the present time are almost invariably formed 
 after the plan of those on the Orleans Railway, and represented in Plate 22. The 
 note by M. Meyer, which will be found among the Documents, supplies all the 
 requisite information for setting up the apparatus. 
 
 An English model is generally adopted at tlie present time for turn-tables 
 under 4"" 20 (13 feet 9 inches) in diameter, similar to the larger turn-table shown 
 on Plate 27, in use on the London and Birmingham Railway. The only dif- 
 ference made in new turn-tables consists in casting the lower plate of the turn- 
 table in one piece, which renders it less subject to derangement. 
 
 Turn plates formed with columns are also used after the plan described in 
 Plates 28 and 36. 
 
 Turn-tables of larger diameter are constructed after different models, as shown 
 in Plates 26, 28, and 31.
 
 m LIBSAKY 
 
 Of THE 
 
 UIIIVERilTlf OF ILLINOIS
 
 CII APTKK I 
 
 OF THE LAND KKgilUED FOU TlIK ESTAHLISIIMENT 
 
 OF A RAILWAY. 
 
 TiiK first (lucsticiii to be resolved on undertaking the construction of a 
 Railway is the extent of land required for its several parts. We have first to 
 determine carefully the plan and section of the line, and upon the same being 
 accomplished, the width of the way, both in cuttings and on enibauknients, 
 remains to be fixed, and the ground re([uired for contingent works; — the inclina- 
 tion requisite for the slopes in the cuttings and on embankments also has to be 
 decided; — the size of the ditches to be dug, and the pathway to be left between 
 the top of the slopes in cuttings or the bottom thereof in embankments, and the 
 fencing to separate the Railway from the adjacent property ; — the span and height 
 of bridges and tunnels; — the breadtii of base to be given to the earthworks in 
 different soils; — the extent of the terminal and intermediate stations, and also of 
 the goods depots; — the space required for woikshops or magazines, and for the 
 yards belonging to them. 
 
 The least error committed in the calculation of the area required by the 
 several parts of a Railway will occasionally give rise to considerable increase in 
 the expenditure, since anv small portions of land recpiired for subsecpient eidarge- 
 ment always cost far more in proportion than the original strip purchasetl. 
 
 In making our calculation of the land required for a Railway, and in taking 
 out the cubic contents of the earthworks, we must always remember that the line 
 representing the Railway in the longitudinal sections commonly refers to the level 
 of the rails, and that the ballasting on which the way is laid is generally 0"" TiO 
 to 0" 60 (1 foot 8 inches to 2 feet thick). 
 
 Sect. L — Gauge of May and Wldtli bdiceen the Hails. 
 
 The total width of the road on embankments consists of the spaces required 
 for the two lines of way ; the space between them, and the two spaces on the out- 
 
 B
 
 side of each. The same widths are required in the cuttings, together with the 
 ground necessary for the ditches. 
 
 The gauge of way of all the Eailways employed in the conveyance of pas- 
 sengers in France and Belgium, and of the greater part of those in England, is 
 l" 44 (4 feet 8^ inches), measuring from the face of one rail to that in con- 
 nexion with it; or 1"" 50 (4 feet 11 inches) from centre to centre of the rails. 
 
 The gauge is a little wider on the Eastern Counties Railway; taken from 
 the interior, it is 1"" 52 (5 feet).* It is extended, on tlie line from Dundee to 
 Arbroath, in Scotland, to 1" 68 (5 feet 6 inches). On the Irish lines and rail- 
 ways in Russia — as that from St. Petersburgh to Zarcoe Selo — it is increased to 
 1" 83 (6 feet). On those of Holland, to 1" 93 (6 feet 4 inches) ; and lastly, Mr. 
 Brunei, jun.,.has adopted a gauge 2" 13 (7 feet), fi'om inside to inside, on the 
 Great Western Railway, or an addition of one half the usual gauge, or 1" 44 
 (4 feet 85 inches). 
 
 The principal object in increasing the width of gauge is to secure a means of 
 constructing larger locomotives, with wheels of greater diameter, and with more 
 powerful boilers, so as, consequently, to be capable of acquiring greater speed. It 
 is a well-known fact, that, comparing the engines in present use, the speed of 
 those on the Great Western exceeds the average rate of the whole of those on the 
 remaining English Railways. We have often travelled on this line, and the rate 
 of transit, of which we made notes, exceeded that of most of the other English 
 lines by about a fourth. It has been at the rate of 10 or 12 leagues (24 to 29 
 miles); while on the other lines it was only 8 or 9 leagues (19 to 2H miles) 
 per hour. But the locomotives employed on the ordinary gauge have not yet 
 attained their maximum rate of velocity, although the surface exposed to the action 
 of the fire has been considerably increased, but it is susceptible of still further 
 augmentation; hence there is a possibility of constructing engines capable of 
 transporting considerable loads without altering tlie width between the rails, and 
 to acquire with these loads the greatest velocity which the resistance of the air 
 will permit. The utility of increasing the gauge is not, thei'efore, sufficiently 
 proved by our present experience ; and admitting that it offers some advantages, 
 and, among others, that of allowing a greater velocity, we should still have to in- 
 quire, what ratio these advantages bear to the additional expenditure incurred in 
 the construction of the line. It will be readily perceived that the solution of this 
 question would be influenced by the locality. Speed is more or less important 
 
 * The gauge of way of the Eastern Counties Railway has been since altered to the original 
 standard of 4 feet 8^ inches. — TV.
 
 according to the demands of trade in each particidar district ; and it must not be 
 forgotten that these necessities are constantly on the advance. It is a matter of 
 regret at the present time, tliat many of the canals in England are established on 
 too small a scale, altiioiigh suflicient for the ])iirpose at the original date of their 
 construction. Some manufacturers of lucumutive engines seem to favour an in- 
 crease of gauge, from a belief that the several parts of the machinery would have 
 more room, and that greater facility would be allbrded both in their construction 
 and maintenance; but their claims do not appear to us well founded, for when 
 the several parts of the machines now in use are well arranged, they may be in- 
 spected and repaired without any diflicuity; besides, any difhculty of this kind 
 must be removetl from the constant introduction of more simple mechanism, ami 
 especially those recently invented by the talented Robert Stephenson. 
 
 M. (le Kidder is constructing, at the present time, an economical line of 
 railway from Ghent to Antwerp, with one pair of rails only 1"" 10 wide (3 feet 
 7 inches). The line may be classed as second rate with respect to the amount of 
 trartic* The classification of railways according to their importance, as is done 
 with ordinary roads and canals, appears to us to be the proper course, and making 
 them of large or small sections accordingly, as in the case of canals. 
 
 The space between the rails on most of the French and Belgian lines is 
 l" 80 (5 feet 11 inches); on the London and Birmingham line, l" 92 (6 feet 
 4 inches); on the Great Western, 1™ 87 (6 feet 2 inches); on the line from 
 Brussels to Mons 2"" 50 (8 feet 3 inches). The space between the rails should 
 be calculated to allow of the trains on each line passing each otlier, and leaving 
 sufficient space between the bodies of the carriages to permit of foot passengers 
 remaining, uninjured, between them, and for the passengers in the carriages to 
 put their heads out of the windows without striking each other. 
 
 The distance between the bodies of the carriages on the Versailles line, left 
 bank, is 0" 8-4 (2 feet 9 inches), and 0"" 45 (1 foot 6 inches) between the foot- 
 path. A man situated in the middle space between the rails, should be able, 
 strictly speaking, to stand upright during the passing of two trains without being 
 injured, but the space between the rails and the width of the carriages have not 
 been taken into the calculation (as we suppose) in this allowance, for there is 
 reason to believe that a foot passenger in this critical situation could only save 
 his life, if he had sufficient presence of mind, by throwing himself upon the ground. 
 
 • The locomotives on this line do not weigh, with their tenders, more than 5 tons. The 
 wagons are also very light, with small springs, weighing no more than 13 kilugrnmmejs each 
 (28^ lbs.); but they are found sufliciently strong. 
 
 b2
 
 We believe that we have given the carriages on the Versailles line (left bank) 
 the greatest width that is practicable with a gauge of 1" 50 (4 feet 11 inches), 
 and the interspace of 1" 80 (6 feet) between the two lines is found sufficient ; but 
 we must remember not to reduce this space by placing small columns in the 
 middle of it, between the lines of rails, for the support of timber bridges, which is 
 sometimes done. The engineer and guard of one of the trains were killed on the 
 line of the Versailles Railway (left bank) by striking their heads against columns 
 so placed. 
 
 If the width between the rails is extended to 2™ 50 (8 feet 3 inches), on the 
 line from Brussels to Mons, it will be for the purpose of obtaining a ready means 
 of increasing the gauge, as we have been informed. The middle space being only 
 1"* (3 feet 3 inches) on the Railway from St. Stephens to Lyons, the Directors 
 have found themselves much restricted in the construction of the carriages, and 
 have been obliged to increase them in length instead of in their width, in order 
 that the bodies of the carriages of two meeting trains may be enabled to pass each 
 other. 
 
 On the Liverpool and Manchester Railway, which was made about the same 
 time as that from St. Stephens to Lyons, this middle space is greater, being 1"" 55 
 (5 feet 1 inch) wide, but experience has shown that even this width is insuffi- 
 cient ; it is consequently increased on all lines of importance recently constructed 
 to 1™ 80 (5 feet 10 inches), or 1" 90 (6 feet 3 inches). 
 
 In respect to the extent of the side spaces, these vary like the inclination of 
 the slopes, according to the nature of the soil. They should be increased in 
 proportion as the soil on which the road is laid deteriorates in quality. 
 
 We observe the following rule is laid down in English specifications. Upon 
 embankments on ordinary soils the side spaces are 0™ 50 ( 1 foot 8 inches) wider 
 than in the cuttings, but when the soil is marshy, they are on the contrary widest 
 in the cuttings. In certain soils of this kind they are 3"' (9 feet 9 inches) in 
 cuttings, l"" 50 (4 feet 11 inches) to 2" (6 feet 6 inches) on embankments. 
 
 This width is necessary, lest the vibration occasioned by the motion of the 
 trains should produce any slips in the earth; or in the event of any slips taking 
 place, the road would be less likely to be buried and thrown out of order. 
 
 On the Versailles line (left bank) the side space in the cuttings is 0" 87 
 (2 feet 10 inches) in good soil, comprising the distance between the outside of the 
 rail and the side of the ditch, and on embankments 1" 57 (5 feet 2 inches) or 
 0" 90 (3 feet) for cuttings, and 1™ 60 (5 feet 3 inches) for embankments mea- 
 
 suring from the centre of the rails.
 
 The distance on the Great Western from tlie outside of the rail and the edge 
 of the embankment, or to that of the ditch, is 1'" 15 (4 feet 9 inches) on ordinary 
 soils. On the line from Liverpool to Manchester 1"" 52 (5 feet); on the London 
 and Birmingham 2"" 20 (7 feet 2 inches); on the new Belgian lines — as tliat 
 from Brussels to Mons — it is 1" 75 (5 feet 9 inches). 
 
 The width of the side spaces on the Versailles line (left hank) appear to be 
 too little, especially in the cuttings. We think the width ouglit not to have been 
 less than l" 50 (4 feet 11 inches) and that it would conduce to the advantage of 
 the Railway and the safety of the traffic to increase it. 
 
 The side spaces are diminished in tunnels, and sometimes in otlier works, in 
 order to lessen the expense. The water is then carried ulV by a drain, or conduit, 
 placed between the rails (see Plates 17 and 29, First Series, Railway Practice). 
 In cases where there is no reason to fear tiie watoi- from witliuut, the drains may 
 be omitted.* 
 
 We must, however, recollect that too great a reduction of the side spaces in 
 the tunnels may expose the passengers to sei-ious accidents. 
 
 The " Administration of Bridges and Higiiways"' state that the width of the 
 side spaces of Railways shall be 1" (3 feet 3 inches) in the cuttings, in tunnels 
 and on bridges, measuring from the extreme edge of the rail to the exterior edge 
 of the road, and 1"° 50 (4 feet 11 inches) on embankments.f 
 
 The width and generally all the other dimensions of the ditches must be 
 proportionate to the quantity of water they are subject to receive. 
 
 In deep and extensive cuttings, tiie ditches not only receive the water 
 flowing along the road, but also that arising from the slopes, which is sometimes 
 considerable. The ditches are very difficult to maintain in such cases, and 
 re(iuire to be of great capacity. The depth should be regulated so as to fall a 
 little below the bottom of the ballasting forming the roadway, which ought to be 
 kept as dry as possible. 
 
 The depth ought in general to be greater in marshy soil than in that of the 
 ordinary character, in order to give height to tlie dry portions separating the 
 road from the humid soil, for the rails will be exposed to perpetual derangement 
 if the vibrations arising from the trains are transmitted to the latter. We shall 
 allude hereafter, in treating of the construction of the roadway, to the manner in 
 which we succeeded in crossing a swampy soil of tin; worst character on the 
 
 • The invert and drain is omitted in some of the tunnels on the Birmingham l{,ail\vay.— Tr. 
 t This term in the speoification doubtless refers to tlie edges whicli border tlie ditches in cuttings, 
 but it is not eleurly detined.
 
 6 
 
 Versailles Railway (left bank) by the adoption of a peculiar system of draining 
 with deep ditches. 
 
 The dimensions of the ditches in a deep cutting on the Versailles line (left 
 bank), called the Clamart cutting, are 0" 90 (3 feet) wide at the top, 0" 24 
 (9 inches) at the bottom, and 0"" 60 (2 feet) deep. A wall formed of dry stones 
 borders the ditch at the side of the road, and is inclined in the ratio of one-tenth 
 of base to one in heiglit ; the slope of the opposite side of the ditch is cut in the 
 soil and inclined in the ratio of one of base to one in height. This cutting, being 
 1700 metres long (1859 yards) with a maximum deptli of 16'" 86 (55 feet 
 3 inches) these dimensions have been found insufficient. 
 
 The ditches require to be emptied when they become filled, and as often as 
 their situation permits of. There are four absorbing wells or tanks dug in 
 the great cutting of Clamart, and disposed along the line. By increasing the 
 number of these wells they have been enabled to remedy the deficiency in size of 
 the ditches, which arc thereby kept of moderate dimensions. The ground in the 
 vicinity of Paris is admirably adapted, by the nature of the strata composing it, 
 for the formation of absorbing wells. All soils, however, do not possess this 
 quality. 
 
 It is of the highest importance, generally speaking, to preserve, by every 
 means, the whole of the works of a railway from contact with water, especially 
 the road, whether arising from springs or rains. No expense should be spared to 
 secure this object, and we propose to explain hereafter the means by which this 
 object may be attained. 
 
 On embankments, the water which flows from the road nearly always runs 
 down the face of the slopes ; if there are any ditches, they are placed at the foot, 
 and generally only upon that side where the water, running from any sloping 
 ground, might tend to wash away the base of the embankments. 
 
 There are parapets raised on each side of the embankments on some rail- 
 ways, as the Liverpool and Manchester and the Grand Junction, to prevent, as 
 far as possible, the fall of the locomotives over the banks, in the event of their 
 getting off the rails, and to break the force of the falls, in which cases drains are 
 dug on the embankments, by the side of the parapets, which empty themselves at 
 regular distances, through openings made in the latter. 
 
 We cannot furnish any other guide for the calculation of the other 
 dimensions of the ditches skirting the feet of embankments, than that they 
 should be proportioned to the volume of water they have to carry off. 
 
 The open ditches at the base of the embankment on the Versailles line (left
 
 bank) ought, according to the specifications transmitted to tlie principal con- 
 tractor of the line, to be l"" GO (5 feet 3 inches) at the top, 0"' 30 (12 inches) 
 at the bottom, and 0™ 50 (20 inches) in depth. 
 
 The sides of the embankments having received the requisite inclination, a 
 path of l" (3 feet 3 inches) appears to us sufficient for the purposes of commu- 
 nication along it, and for protecting the adjacent property from any fall of stones 
 which might happen to get detached from the embankments. 
 
 M. Seguin, sen., in his Work on Railways,* expresses his opinion as follows, 
 respecting the quantity of laud that companies should purchase along extensive 
 
 cuttings. 
 
 " It is indispensable that the Company should be proprietors of a strip of land 
 on each side of extensive cuttings throughout their entire length, for a width of 
 2 or 3 metres (6 feet 7 inches to 10 feet 9 inches) or more if necessary. This 
 space is reserved to constinict a ditch to carry off the water, and should be attended 
 to with the greatest care, for it may be readily perceived that a stream of water 
 flowing along a length of 12, 15, or 20 metres (13, 16, or 22 yards) is quite 
 sufficient to wear away and channel the soil, choke up the ditches below the road, 
 and cause slips, and consequently accidents. The Company ought also to obtain, 
 especially when it can be acquired at a small cost, all the land above the cuttings 
 which may be inclined to slip ; for sometimes, whether through ill will, ignorance, 
 or real necessity, the owners thereof being masters in their own riglit, cause any 
 kind of works to be constructed thereon, without concerning themselves whether 
 the same are liable to be destroyed by the works of the Railway, and in case of 
 such accidents as the loss of their land and works occurring, the arbitrators will 
 not fail (they may well expect) to make the Company pay according to the 
 increased value their property has accpiired by the opening of the new channel of 
 communication." 
 
 " The ditches connected with extensive cuttings should be considerably in- 
 creased in capacity at the upper side ; both the width and depth necessarily require 
 to be much greater in proportion as the face of the cutting becomes elevated." 
 
 Sect. II. — Of the inclination of the slopes for cuttings and embankments. 
 
 The rules employed to determine the inclination of the slopes for the cuttings 
 and embankments of roads and canals, apply equally to railways. It is, however, 
 
 • " On the influence of Railroads, and on the art of planning and constructing them, hy Seguin, 
 senr.," 1 vol., Oct., 1839.
 
 8 
 
 necessary to observe, that the consequences of a slip of the eartli on railways are 
 far more serious than on ordinary roads, also much more difficult to repair, and 
 that the cost of altering the inclination of the sides of cuttings when tlie railroad 
 has been opened is much more considerable. It is consequently important, in 
 making railways, to determine the inclination of the slopes with the requisite 
 accuracy, in order to obviate the necessity of altering them after the line is 
 opened. 
 
 The slipping of one of the slopes in a cutting on the line from Alais to 
 Beaucaire, occasioned the destruction of a locomotive and several wagons loaded 
 with coal, by overwhelming them upon the line; and an accident of a similar 
 nature on the Great Western Railway caused the death of several passengers. On 
 the great cutting of Claraart on the Versailles line (left bank), the necessity for 
 rectifying part of the slope after the road was opened, occasioned an outlay of 
 double what would have sufficed if it had been done at first. The works also, 
 unless executed by night, require redoubled vigilance on the part of the workmen 
 to prevent accidents. 
 
 It is advisable in extensive cuttings to form a narrow platform or stage above 
 the ditch, about 0'" 30 (12 inches) wide, inclined considerably in an opposite 
 direction to the slope. (See some of the Sections of Earthwork in Plate I.) Tlie 
 object of this bank {banquette) is to prevent the small stones, &c., which become 
 loosened from the bank, especially during the period of frost and thaw, from 
 falling into the ditch, and obstructing its channel. It is also useful as a place to 
 deposit the mud removed from the ditches in the process of cleansing. 
 
 It is often found necessary, at the top of high cuttings, to intercept the water 
 by means of banks or by ditches, and prevent it running over, and injuring the 
 surface. (See Sections of Earthwork. Plate I., which exhibits the dimensions 
 necessary for this part.) The inclination of the slopes in cuttings varies, but 
 within moderate limits ; those of embankments are usually one and a half at the 
 base, to one in heisjht. When formed of soft soil, the breadtli of the base is 
 increased without that of the road itself proportionally increasing. If the incli- 
 nation of tliese slopes should afterwards be found insufficient, they cannot be 
 changed. When an embankment is required to be carried up to a certain height 
 in earth, we should first ascertain what base it is necessary to give it, regard being 
 paid to the greater or lesser degree of solidity possessed by the soil on which it has 
 to be raised. The slopes are very flat on the London and Birmingham Railway ; 
 the slopes of all the great cuttings have a proportion of two of base to one of 
 height, and those of the embankments have the same inclination.
 
 9 
 
 The following extract from the work of M. Seguin, senior, already cited, 
 naturally presents itself after the observations we have just made on the inclina- 
 tion to be given to the slopes of cuttings and embankments. 
 
 " It is hardly possible to determine beforehand what angle is best for the 
 cuttings, in order to prevent the occurrence of slips. There are certain soils which 
 stand perfectly well at an angle of 45°, and others which crumble down at a much 
 less angle, on account of their being mixed with l)eds of clay, and moistened by 
 underground springs, &c." 
 
 " The lower sides of cuttings are generally more solid than the upper, because 
 they are always free from water. From the uncertainty resjjecting the angle under 
 which the slopes are best sustained, and for the sake of expedition, the slope is 
 sometimes left to time and the influence of the ruin and frost, to form, when it 
 takes a natural angle according to the nature of the soil. The workmen are 
 directed to throw up the soil from the ditches as fast as it slips. We have found 
 this method succeed when the soil in the cuttings has been sandy, or full of loose 
 stones, and adapted to form a foundation for the road; but we have remarked 
 that when movements take place in vegetable soils, the slips of earth occur with 
 great irregularity, and the slopes, in place of taking an inclination favourable to 
 their stability, as might be expected, the result of a natural movement, assume, 
 on the contrary, a form the most — p 
 unfavourable for stability. The | 
 
 upper parts always remain stand- * '^' 
 
 ing perpendicular. The slip at 
 E buries itself in the middle of the 
 cutting, the base A is set in mo- 
 tion, when it becomes necessary 
 to excavate much more of the soil, 
 and even then the slopes never 
 stand so regular or so solid as 
 when it is cut at first to a suitable 
 form." 
 
 " The slope requisite to be given to cuttings is determined, not only by the 
 
 nature of the soil, but also by its 
 '^ ■ position with respect to height. If 
 an excavation is made on an ele- 
 vated portion of land at its crest 
 or highest part, a greater indina- 
 
 -s — s- 
 
 -s-
 
 10 
 
 tiou can be given to the slopes than usual, since there is no reason to fear the 
 presence of water above, either from floods or springs. But if the cutting should 
 pass through the side of the hill, it will be necessary to calculate the inclination 
 accurately, and to make the slopes sufficiently flat to secure the works from the 
 chance of subsequent accidents and interruptions. We should also be on our 
 guard, and provide against the slipping of any masses of earth situated at the 
 upper sides of extensive cuttings, and which under certain angles have a constant 
 tendency to descend into the cutting, together with the water arising from rain or 
 springs, with which they may be charged. The opening of the cutting often 
 occasions the running of streams, and which at length reach any beds of clay that 
 may exist, and sooner or later cause slips." 
 
 " The local nature of tlie climate in the vicinity of a railway ought also to be 
 taken into consideration, and viewing the subject in reference to this point, the 
 southern parts are much less advantageous than the northern. In the high and 
 mountainous districts of the south more especially, we may expect to meet with 
 frequent interruption, as the works are exposed to the twofold influence of oppo- 
 site climates. 
 
 " The Railway from St. Stephens to Lyons is elevated at its upper extremity, 
 500™ (546 yards) above the level of the sea. Now, it is known that on an 
 average an elevation of 160" (175 yards) gives a difierence equivalent to one 
 degree in temperature, and answers to a distance of 56 leagues, (1351 miles) further 
 northwards, within the limits comprised, or between 30 and 60 degrees of latitude. 
 The works have therefore to resist the influence of cold equal to a climate 200 
 leagues (484^ miles) further north than our part of the country, while they are 
 also liable to all the damage which may result from storms of rain, and the over- 
 flowing of torrents, &c. so common in southern climates." 
 
 The work of M. Minard, " On Works for the Navigation of Eivers and 
 Canals," contains an excellent chapter on extensive cuttings, and the inclination 
 requisite to be given to the slopes. The author reviews the different slopes by 
 which the various kinds of soil are best sustained, and he enters into details, 
 which are too long for quotation, for which reason we must refer our readers to 
 the work itself. 
 
 Some hints on the angles under which various soils are sustained will be found 
 in Brees' " First Series of Railway Practice." 
 
 It must not be forgotten, whatever angle may be adopted, that a soil which 
 will stand with a slope of great inclination before being exposed to the changes of 
 the atmosphere, may possibly give way when subjected to their influence. This
 
 11 
 
 is more particularly the case with certain schistes which are much aflected by 
 exposure to the air. 
 
 Sect. III. — Of tlw Spmj and Hii>iht nf Bruhjes. 
 
 The Articles 9 and 10 in the Specifications of the Railway from Paris to 
 Rouen, wliicli amtc copied exactly from those of the Railways from Orleans and 
 from Strasbourg to Basle, fix the dimensions of bridges on railways as follows : 
 
 " When the railway passes over a highway {route roi/itlc), or a district road 
 (routi' di'iHirtiuncntiile), or over an internal line of connnunication {che-min vici- 
 nal), the span of the bridge is not to be less than 8" (26 feet 3 inches) for a 
 highway {route royale); T" (23 feet) for a district road {route departamentale) ; 
 5" ( IG feet 5 inches) for an important internal communication {chemin vici- 
 nal); and 4" (13 feet 1 inch) for ordinary ones. The height from the roadway 
 to the keystone must be 5"" (16 feet 5 inches) at least. The height to the beams 
 of timber bridges must be at least 4" 30 (14 feet 1 inch) ; the width between the 
 parapets must be at least 7" 40 (24 feet 3 inches) ; and the height of these para- 
 pets O" 80 (2 feet 7 inches.)" 
 
 " When the railway passes under a highway or district road {route royale 
 ou departamentale), or an internal communication {chemin vicinal), the 
 width between the parapets of the bridge which support the road must be tixed 
 at 8'" (26 feet 3 inches) for a highway {route royale), 7°" (23 feet) for a 
 district road {route departamentale), and 5"" (16 feet 5 inches) for an important 
 internal communication, and 4° (13 feet I inch) for an ordinary one. The span 
 of the bridges between the piers must be at least 7"" 40 (24 feet 3 inches), and 
 the vertical distance between the rails and the intrados must not be less than 
 4"" 30 (14 feet 1 inch)." 
 
 The 13th article tixes the slopes of approaches of the iieighl)uuring roads and 
 thoroughfares {routes et chemins vicinai/.v). By the assistance of which, and the 
 preceding, we can calculate the surface of land necessary to be purchased for the 
 alteration of the different roads to be lowered or raised. 
 
 This article may be rendered as follows: — 
 
 " When it is necessary to alter the present routes, the inclination of the 
 slopes of approach for tjie deviations must not exceed 0'" 3 centimetres per metre 
 (1 in 33) for the highway and district roads {routes royale et departamentale), 
 and 5 centimetres per metre (1 in 20) for the neighbouring routes of internal 
 communication {chemins vicinaux)." 
 
 c2
 
 12 
 
 " The Companies are at all times at liberty to suggest any departure from 
 the preceding rule with regard to the lines of internal communication." 
 
 The breadth between the walls of bridges under Railways is fixed by the 
 same specifications at 7" 40 (24 feet 3 inches), and the height beneath the key- 
 stone at 5"° 50 (18 feet). 
 
 With respect to the height of the bridges built over the Railway, we conceive 
 that they should be suificient to allow of the tallest passenger standing upright on 
 the imperial of the highest carriage with his hat on, as the train is proceeding. 
 We have seen passengers, occupying the outside places on the Versailles Railway 
 (right bank), rashly stand up during the passage of the trains. They would 
 have inevitably been killed if the bridges on this line had not been of great height 
 above the rails. 
 
 The height of the bridges on the line of the left bank being of smaller size, 
 we have raised a kind of covering over the seats of the imperial, not, as some 
 imagine, to shelter the passengers from the rain and sun, but to prevent their 
 standing upright. The highest carriages are 2" 80 (9 feet 2 inches) high, and if 
 we take the height of the tallest traveller, with his hat on, at 2'" 20 (7 feet 3 
 inches), we shall find that the distance from the rails to the intrados of the arch 
 in stone bridges, or to the cross-beams in timber bridges, must be at least 5" 
 (16 feet 5 inches). 
 
 It is not only for the sake of obtaining the means of placing seats on the im- 
 perials and to prevent accidents that it is necessary to give such a great height 
 to the bridges constructed over a Railway, but also for the convenience of taking 
 diligences, fully equipped and loaded, on the Railway-trucks.
 
 CHAPTER 11. 
 
 OF THE EARTHWORKS. 
 
 It is an acknowledged principle that Railways intended to afford the highest 
 rate of velocity to the trains should fulfil, as near as possible, the two following 
 conditions, unless the amount of profit to be derived does not warrant the neces- 
 sary outlay in accomplishing them. First, they should present gradients of the 
 slightest inclination ; and. Secondly, curves of large radius only. 
 
 If, therefore, the gradients on ordinary lines are considered equal to tott, then 
 on those where the highest velocity is employed they should rarely exceed rhs. 
 It is also only at certain points on the great lines of railway that the engines are 
 necessitated to proceed at reduced velocity. Curves of less than 500™ (54G yards) 
 radius are therefore generally to be found near the extremities of a railway ;* 
 the turns on ordinary roads and canals are, however, both sharp and frequent. 
 
 It is impossible to fulfil the before-mentioned conditions in many localities, 
 except by incurring a vast amount of earth and other extensive vrorks, by opening 
 deep cuttings through the hills, or driving long tunnels and traversing the valleys 
 by enormous embankments or by gigantic viaducts, in order to form the line. 
 
 The earthworks on Railways are of far greater importance than those 
 occurring in the making of ordinary roads and canals, and cannot be executed 
 with the requisite economy and despatch, without employing new modes of con- 
 struction. The railway itself has afforded the requisite assistance, temporary 
 rails being laid down to convey the soil arising from the cuttings proceeding at 
 other parts of the line, and even the steam-engine employed on these temporary 
 lines to convey the wagons when the distances of transport are great. The 
 method of construction requires important modification when applied to extensive 
 viaducts, but which are trifling compared with the new systems applied upon the 
 earthworks. 
 
 We have executed earthworks on the Versailles Railway (right bank) by 
 
 • The line from Newcastle to Carlisle forms an exception to this rule. A very great number 
 of curves of small radii (about 400 yards) being formed along it, so that the trains cannot proceed 
 with great speed, and the maintenance of the way and material is rendered very expensive.
 
 14 
 
 means of self-acting planes {plans automoteurs) and locomotive engines, with 
 greater rapidity, to the best of our knowledge, than has been attained with any 
 other works of a similar nature, but it has been at an increased expense. The 
 conveyance of earth on the Belgian lines is effected by means of rails laid down 
 at less expense, but also attended with far less despatch. 
 
 The arrangement of large workings along the lines for the execution of the 
 earthworks varies according to the degree of economy or despatch regulating the 
 views of the Directors, and numerous other circumstances, which our readers may 
 readily imagine without our detailing them. 
 
 This constitutes a distinct art, with which we are too imperfectly acquainted, 
 but much useful information on this subject may be found in the work of M. Etzel, 
 already quoted.* 
 
 We shall limit our remarks in this chapter to the precautions necessary to be 
 taken to sustain the slopes of deep cuttings, and to prevent the occurrence of slips 
 in extensive earthworks. 
 
 Sect. I. — Means to Prevent the Occurrence of Slips of the Side Slopes of 
 
 Deep Cuttings. 
 
 The slopes of cuttings present a large surface. It is always found necessary, 
 in order to prevent their slipping, to drain away the water, either by means of 
 open ditches dug along the surface of the soil, by drains filled with broken stones, 
 by means of conduits constructed of masonry, or by parapets. (See Sections of 
 Earthworks, Plate I.) If there is reason to suppose that the water which 
 collects behind the parapet will find its way beneath to the cutting, by penetrating 
 the soil, it will be necessary to open passages at certain distances in the parapets, 
 corresponding to the stone drains laid along the cutting. Small banks {banquettes) 
 are also carried along, at different heights, to prevent the wearing down of slopes 
 of great elevation, and on these banks ditches are made, which empty themselves 
 in those bordering the road by sloping gutters. 
 
 A review of the various means which have been employed both to drain and 
 support the slopes of deep cuttings does not form part of our design. We shall 
 limit ourselves to describing those which M. Delaseri'e, Engineer of bridges and 
 roads, has successfully employed on the Versailles Railway (left bank) to prevent 
 the slipping of the upper portion of the l)ank, of cuttings made in a sandy clay 
 soil, and to point out the process followed under similar circumstances in the 
 
 * See Introduction to these notes.
 
 15 
 
 canal of St. Maur on the Belgian line, and on the line from St. Stephens to Lyons. 
 We will also state how Mr. George Stephenson succeeded in opening cuttings of 
 great depth through marshy soils on the Liverpool and Manchester Kailway. 
 
 A cutting through a soil con'sisting of sandy loam on the Versailles Kailway 
 (left bank) was found very difficult to execute, near Sevres. It became conti- 
 nually filled up by slips from tJie upper portion of the bank, which were dragged 
 down from the eflects of water. 
 
 In order to drain this cutting, M. Delaserre constructed at the base near the 
 ditch, a small bank (IxDiqiitfti) AB, inclined in a contrary direction to the face 
 of the great slope as shown by the figui'e ; and on this bank he raised a wall of dry 
 stones, the whole 
 height of the cut- 
 ting, whose exterior 
 surface was inclined 
 at an angle of l" 50 
 (4 feet 11 inches) 
 to l" (3 feet 3 
 inches. ) The water 
 passing from above 
 runs between the 
 
 stones of this wall, and flows partly into the ditch, partly into the angle A, com- 
 prised between the slope A C and the bank (Inincjuette) A B. Small channels 
 empty the water collected at A into the ditch F, a slight inclination is given 
 to the surface of the banquette at the angle A towards these channels to 
 facilitate their flow. Thus the water which might overflow the slope A C being, 
 as it were, absorbed by the wall of dry stones, cannot wear it away, and the 
 earth of the slope is sustained by the weight of the wall. 
 
 The thickness of this dry stone Avail varies even in the same cutting with the 
 nature of the soil; buttresses, or counterforts, are placed opposite the most consi- 
 derable springs. 
 
 In other cuttings on the same line, they have constructed several banquettes 
 receding on the side slopes, and which support the stone walls, which are formed 
 of the same thickness throughout. At certain points where there was reason to 
 doubt of the sulidity of the bottom ol' the ditch, they constructed small arches over 
 it, as shown in the cut. 
 
 They g^ve the bank {banquette) originally supporting the dry stone wall, a 
 slight fall towards the ditch in the same direction as the inclination of the 
 slopes. This ledge is 2" (6 feet 6 inches) wide. The wall of dry stone serving for a
 
 16 
 
 drain was only 0" 20 (8 inches) in thickness. It was covered over with a thin 
 layer of puddled clay, and another of rammed earth of sufficient thickness, but 
 the water, accumulated in the drain on account of its being too narrow, flowed 
 over on to the banquette and injured the slopes. 
 
 They then inclined the banquette in a contrary direction, increased the thick- 
 ness of the wall, and removed the layer of puddled clay, but preserved the bed of 
 rammed earth, which further experience soon led them also to take away. We 
 have extracted the following details from the Annals of bridges and roads : 
 
 " Tlie following method was employed on the Canal of St. Maur, to 
 remedy the effect produced by the waters which were breaking down the 
 banks on each side. A drain, T R, was formed parallel with the cutting, 
 and of the same depth, which emptied itself at its extremities. It appears to us 
 that the construction of this drain would be found more expensive under some 
 circumstances than a dry stone wall placed on the face of the slope. (See cut, p. 15.) 
 It is self-evident, although we have represented each method of draining by one 
 figure only, that it is never necessary to employ both at the same time. 
 
 We read in the last report laid before the Belgian Chambers by the Minister 
 of Public Works, the following passage on the difficulties encountered in making 
 a cutting on the railway from Courtrai to Mouscron, and on the methods employed 
 in surmounting them : 
 
 " It was observed at the commencement of the year 1841, that the banks of a 
 portion of a cutting made at Lauwe, which, however, was hardly an average depth 
 of 2"' (6 feet 6 inches), would not stand under the inclination given to them. 
 The waters collected by the mountain which was cut beneath by the railway, were 
 continually flowing and channeling out fissures in the soil situated in the rear of the 
 cutting. These increased more and more, and undermined the slopes of the cutting. 
 The soil slipped away in successive vertical layers, and the earth thus shaken 
 acquired such a degree of moisture, that it appeared impossible to replace it at any 
 angle." 
 
 Effects similar to these, but of less importance, viewed in reference to the height 
 of the cutting, have been in many instances successfully combated, especially in the 
 case of the Wilmerson cutting, near Tirlemont, where by employing cradles full of 
 stones or fascines the result was most successful. 
 
 The engineer determined, in the month of August, 1841, to make a trial of 
 some works of this kind in the cutting of Lauwe, and which were attended with 
 equal success, for this section of the line having been reconstructed in 1841, it 
 has been found that the portion formed with cradling has preserved its soundness 
 up to this date. May, 1842, notwithstanding the rain and frost, while the remain-
 
 17 
 
 Fig. 1. 
 
 ing portion of the cutting has been entirely filled up by slips of the earth ; the 
 land situated behind it has also sunk away to a great extent. 
 
 On another railway in Belgium, a course for the waters was opened through 
 thin layers of clay by perpendicular borings. 
 
 " There are certain descriptions of soil," says M. Seguin, senior, "more sus- 
 ceptible than others to absorb and maintain humidity, and which in rainy seasons 
 wear away, and become transformed into mud, and are then apt to fall to the 
 bottom of the slopes. When this is the case, it is necessary to supply channels to 
 lead off the water, by giving it issues sufficiently deep, that the i)ressure of the 
 water should be suflScient to cause it to filter away through the soil. The follow- 
 ing is a method which I have employed with the greatest success." 
 
 " I had a ditch dug at the 
 base of the slope, in the dry 
 season, A B, 3" (9 feet 9 inches) 
 deep. I had the entire space, 
 B C, filled with stones, arranged 
 by hand, and covered from C to A 
 with clay, in order to prevent the 
 water of the ditch flowing on this 
 bed and depositing any earthy 
 particles in the interstices of the 
 mass of stones. (The latter ob- 
 tained the name of pierelle in the 
 locality where it was used.)" 
 
 " This expedient is sufficient to drain the upper portion of the cutting effec- 
 tually, and gives the shrubs and vegetation time to cover it, which has consoli- 
 dated and secured the soil for ever." 
 
 " We may also place slabs of 
 stone, A B, at intervals, near 
 those points where we anticipate 
 any movement of the earth, in 
 order to maintain the feet of the 
 slopes, which should be very 
 strong and sound. The slal)s press 
 on the ballasting on one side, and the slope on the other, and form a kind of 
 arch over the ditch. This arrangement has also the advantage of protecting 
 the bank AC, which ought always to be better supported than the road CI), because 
 
 
 
 Fi-. 2.
 
 18 
 
 the flanges of the wheels tend to preserve the latter, by pressing against the rails. 
 These present an insurmountable obstacle to the rails approaching each other, 
 wliile a multitude of causes tend to push them outwards, and to enlarge the 
 breadth of the road." 
 
 The following method was adopted by the celebrated Mr. George Stephenson 
 (whose son, Robert Stephenson, is no less distinguished) in forming the cuttings 
 through the Chat-moss bog on the Liverpool and Manchester Railway, some parts 
 of which are nine feet deep. The depth of the marshy soil above the clay, which 
 formed the substratum, varied from 10 to 34 feet, and was so soft that animals 
 were unable to pass over it. 
 
 The cutting was commenced by digging on either side of the railway two 
 ditches parallel to it, two feet deep ; and when, by means of these ditches, a strip 
 of the upper portion of the marsh became drained, they excavated the earth by the 
 usual method, from 12 or 15 inches deep, and then deepening the ditches, they 
 removed a new layer until they reached the level required for the base of the 
 railway. 
 
 The draining of the marsh was facilitated by some portions of the railway 
 being situated above the level of the surrounding land, which was the only cir- 
 cumstance which favoured the undertaking. 
 
 Sect. II. — Of the ConsMiction of Large Embankments^ and the method of pre- 
 venting their slipping or rolling down. 
 
 It is considered desirable, in laying out plans for roads and canals, to com- 
 pose the cuttings and embankments in such a manner that their contents are 
 equalized as much as possible, and consequently so that the soil removed from 
 one should serve to form the other. From our experience of railways, we find 
 that this plan is not always suitable ; since it cannot be adopted, in some cases, 
 without making the embankments excessively high, and expensive in the construc- 
 tion and maintenance; or, on the other hand, the cuttings will be difficult to 
 excavate, or at least to drain. In other cases, the earth would have to be con- 
 veyed to long distances, and a great increase of expense would be the result, not 
 only on account of the length of the lead, but also from the delay which would 
 occur in the completion of the line. 
 
 The capital required in the construction of a railway is so considerable in 
 its early stages, that too much despatch can hardly be used to render the same 
 productive.
 
 19 
 
 It is moreover of the highest importance that the extensive embankments 
 so fretjuent on railways shouM be us rarely ivs possible composed of clayey soils, 
 as we shall explain hereafter, and of still greater moment that they should nut be 
 laid upon swampy soils; vet, in point of fact, it is seldom that both of these 
 evils can be avoided, and the embankments made to compensate the cuttings. 
 
 We dwell upon these points, in order that it may become evident, notwith- 
 standing the analogy which appears to exist between the earthworks of roads and 
 canals and those of railways, that there is a jialpable difference in the method 
 employeil in executing them. 
 
 The method of spoil banks and side cuttings is much more frequently 
 adopted in making railways than in other works of communication. 
 
 They are very generally used on the English railways, the Belgian, and those 
 in the environs of Paris. The excavations which may be seen bordering many of 
 these embankments, and which have unfortunately become converted into pools 
 of unwholesome and stagnant water, sufficiently denote their origin. 
 
 On the line from Basle to Strasbourg, almost all the embankments have been 
 executed by means of side cuttings ; but they have not formed these excavations 
 of such a depth as to prevent the soil being used for the purposes of agriculture ; 
 a portion of the vegetable soil was first deposited at the sides, and afterwards re- 
 turned to the surface. 
 
 On the Versailles Kailway (left bank), the quarries bordering the line have 
 furnished materials for the foruiation of some of the filling, without expense to 
 the works; the proprietors of these ([uarries have even supported a part of the ex- 
 pense of the transport from the quarry to the rails. 
 
 After the period of the Belgian report, which we have before quoted, an im- 
 portant portion of the line from Courtrai to Mouscron was being executed by 
 means of wagons; but, alarmed by the tardiness in the conveyance of the earth, 
 the managers had recourse to the method of spoil banks and side cuttings, and have 
 had every reason to congratulate themselves upon the result, fur the earth arising 
 out of the cuttings proved to be of the worst character possible, whereas that em- 
 ployed for the embankments is of tlie best description. 
 
 The embankments for ordinary roads and canals are generally raised in suc- 
 cessive layers. They are sometimes rammed, and are in all cases compressed by 
 the wheels of the wagons and the feet of the horses. 
 
 It would be too long and expensive a i)rocess to raise the extensive embank- 
 ments on railways by layers of earth rammed down, or even simply compressed by 
 means of the carts and horses. 
 
 d2
 
 20 
 
 The formation of railway embankments proceeds en masse the whole height 
 intended, except in particular instances; thus the embankment is commenced 
 next the cutting, and a small portion finished to its full height, by discharging the 
 earth from the cutting in the line of the intended work ; they then move the rails 
 forward, and continue to deposit the soil at the head of the embankment as before, 
 until it is again level with the top. It is only by proceeding in this manner that 
 rails can be employed for the conveyance of the soil, and they are laid down on 
 the embankment as the latter becomes extended. The earth wagons are drawn 
 up and tipped at the extremity of the rails, which reach to the head of the em- 
 bankment. 
 
 We allude, in the present instance, to embankments of great height and 
 considerable length ; for when the earth required for an embankment has to be 
 carried a short distance only, it is often more economical to employ ordinary carts 
 in preference to railway wagons. 
 
 Earthwork executed by means of carts is also more dense and less subject 
 to settle than when formed by wagons ; nevertheless, we must admit, that if we 
 were called upon to determine the mode of conveyance, the use of carts, on certain 
 lands, becomes next to impossible, after heavy rains, wliile the working of wagons 
 suffers no interruption. 
 
 Where embankments are constructed of great height, in connexion with and 
 surrounding constructive works, if carried on witli much haste, the masonry will 
 frequently split, shrink, and settle. They require, therefore, to be executed with 
 the greatest care, and to be well supported on all sides by arches formed of 
 masonry, and spread uniformly on these arches in layers of about 15 centimetres 
 (6 inches) deep, well rammed. 
 
 When large embankments are formed on soils capable of compression, it is 
 necessary to use similar precautions in order to avoid bursting the soil, by com- 
 pressing and loading certain parts with too great weight. It is as well, also, 
 when soils capable of compression ai"e composed of strata which are liable to slip 
 one over the other, to commence the embankment by conveying the earth to the 
 lowest level, or bottom of the valley, instead of tipping it in the usual manner 
 from the extremity of the cutting. 
 
 A serious accident of this nature took place on the Versailles Railway (left 
 bank). In traversing the Val-Fleury, the embankment, which was required to be 
 30 metres high (99 feet), had not reached above 13 metres (42 feet), when the 
 soil, composed of solid beds of chalk and clay, lying in an inclined position, 
 became softened by the action of some currents of water, commenced cracking.
 
 21 
 
 The execution of the work with wagons ought to have been iinnicdiutcly discon- 
 tinued, but the contractor, owing to a misunderstanding with the directors of the 
 conipunv, did not feel bound to comply with the instructions of the engineer. The 
 tissures in the soil conseciuently increased iu number and size, and certain portions, 
 which were much incumbered, gave way, while the adjacent masses, being less 
 loaded, swelled up. In other parts the chalky soil slipped over the clay which it 
 covered, and buildings situated at a short distance fell dnwu. The use of wagons 
 was therefore obliged to be discontinued, and recourse had to carts. Tiie body 
 of earth throughout the entire embankment was increased, commencing with the 
 portion at the bottom of the valley, and the motion of the soil at length became 
 almost imperceptible. 
 
 We see, notwithstanding, that even when these precautions are taken, it is 
 impossible to prevent the earthwork giving way from the mere weight of the soil 
 when raised above a certain height. 
 
 The most simple method of attaining the end desired, and which has been 
 employed with complete success on other parts of this line, consists of enlarging 
 the base of the embankment in such a manner as to reduce the pressure on the 
 area of surface as much as the yielding nature of the soil required, and to ram 
 the earth; Imt where the land round the embankment is covered with houses of 
 great value, it becomes necessary to have recourse to other expedients. 
 
 They endeavoured to drain the soil, and render it incompressible; to attain 
 which they dug wells and pits, and united them by subterranean canals. This 
 operation, however, was found very diflScult to accomplish effectually. The earth 
 having already broken away in all directions, presented nearly all its former 
 instability, and they were obliged to abandon the prosecution of the embankment 
 for a certain time, and to replace the upper portion by timber work. 
 
 The base of the embankment, as we have above shown, may be increased 
 either by diminishing the inclination of the sides, or by strengthening tlie lower 
 part by means of a small portion of additional earthwork well rammed, with the 
 upper face finished with a bank (jMinquette) extending along the slope of the prin- 
 cipal embankment. See Sections of Earthwork, Plate I. 
 
 By making the inclination of the sides flat, embankments may be rendered 
 available for all kinds of pl.intations. The same advantage is not obtained by 
 adopting the second plan, but if tlie banrpiettes are not raised to a great height, 
 the total amount of earthwork will not be much increased. 
 
 The employment of an additional embankment of support terminated above 
 with a banquette, ought moreover to be recommended for embankments raised on
 
 22 
 
 the flanks of hills as a means of sustaining them, as they are naturally inclined to 
 slip on the sides constituting the greatest inclination. 
 
 A soil of very yielding nature, similar to that we met with on the Val- 
 Fleury, presented itself at the bridge of Cubzac. The embankment was obliged 
 to be constructed of material having a great number of open cavities connected 
 with it, in order to diminish the weight of the mass. 
 
 In the execution of the Canal of Beaucaire, in Central France, they intro- 
 duced a bed of fascines between the soft soil and the embankment. 
 
 Mr. George Stephenson proceeded in the following manner with the embank- 
 ments raised on the swampy soil of Chat-moss, of which we have before spoken, 
 and which were 12 feet high. Deep ditches were dug along the two sides of the 
 line, and the earthworks were then raised on the band of earth drained by these 
 ditches. No more than four times the quantity of earth was required than is neces- 
 sary to be employed for an embankment of the same dimensions on a resisting 
 soil. 
 
 In another moss, 20 feet deep, where the ordinary method of forming em- 
 bankments had been followed, they used an amount of soil in raising an embank- 
 ment of 4 feet, that would have sufficed for one of 24 feet high on solid ground.* 
 
 Therefore, whatever may be the means adopted to distribute the pressure on 
 a soil which is subject to compression, it is essential that we should not neglect to 
 drain it as much as possible, as we have described was attempted to be done in the 
 Val-Fleury. 
 
 The cuttings on the Versailles Railway (left and right banks) furnished a 
 considerable amount of sandy clay soil, which should have entered into the forma- 
 tion of the embankments, but it was soon found, from the nature of the soil, that 
 it would be subject to accidents, unless constructed witli proper precautions. 
 
 These precautions consist principally in the employment of certain means to 
 preserve the clay from coming in contact with the water running over the surface 
 of the soil, or from the rain. Clay, when undiluted, is not more subject to dis- 
 placement than other soils. 
 
 M. Delaserre employed the following method of preserving argillaceous soils 
 from the effect of rains on the line of the left bank. The slopes were covered 
 with as thick a layer as was possible of sound earth, well rammed, which was 
 
 * The English author, from whom we have extracted this paragraph, does not say whether 
 Mr. G. Stephenson enlarged the base of the embankments in the mosses, but there is reason to 
 believe he did so.
 
 23 
 
 united to the heart of the soil by tics worked into it. The surface was tiieii 
 carefully covered with turf, and the water fliiwing over was led olVfiuni the foot 
 of the slopes by conduits, ditches, or drains. 
 
 The thickness of this coating of sandy earth was 0"' 50 (1 foot eight inches) 
 at top, for embankments 12 to l.j metres (40 feet to 50 feet) high. The 
 argillaceous body of this embankmcut was sloped to an angle of 45 degrees, while 
 the surface coating was formed in the jjrojtortion of one and a half of base to one 
 of height, consequently, the layer of sandy earth increased in thickness from the 
 summit towards the base. He used clay in tiiin layers, well imdiUed, alternately 
 with the sand, from motives of economy ; another advantage also resulted from 
 this method, for the clay prevented the rain which fell on the surface of the em- 
 bankment from filtering through the sand and etfecting a separation between the 
 two descriptions of soil forming the embankment. 
 
 These thin layers of clay were terminated at a short distance from the surface 
 of the slopes, and their edges covered with sound earth, so that they were not ex- 
 posed to contact with the air. The thickness of this covering has been wonder- 
 fully reduced on an embankment 16" (52 feet 5 inches) high, executed at 
 Chaville. The thickness of the covering at the foot of the slope was about 3"" to 
 4° (!) feet 9 inches to 13 feet) wide, and carefully rammed; and the remainder, 
 0"' 50 to 1"" (20 inches to 39 inches) thick, which sufliccd to protect the clay 
 from contact with the air and the eflects of frost, and thereby preserved them safe 
 from accidents. 
 
 Clayey soils are not only subject to slip when employed in earthworks upon 
 becoming diluted by ruin ur natural springs, but moreover, are very difficult to 
 dry if they become wetted previous to being used. M. Delaserre obtained excel- 
 lent results in the work just referred to, by mixing thin layers of sand with the 
 beds of clay forming the body of the embankment, from 0'" 08 to 0"' 10 (3 inches 
 to 3i inches) thick, to layers of clay 0" 40 to 0™ 80 (16 inches to 32 inches) 
 thick. 
 
 A portion of way 800" (875 yards) long was executed entirely by embank- 
 ments formed of clay properly dried. It was raised by wagons, and without any 
 particular care excepting that the slopes were sprinkled with sand about (0"" 05) 
 2 inches thick, to facilitate vegetation and lessen the ellect of rains. This em- 
 bankment, which was between 4" to 5" (13 feet to 16 feet) high, has stood 
 remarkably well. It is, however, prudent to employ clay in horizontal layers 
 only, beaten and rammed, or rather executed with carts, and when the height of the
 
 24 
 
 bank exceeds 5"' or 6" (16 feet to 19 feet), it is essential to have recourse to the 
 precautions we have described.* 
 
 All embankments are subject to settle, the materials of which they are com- 
 posed becoming more closely united and denser in quantity after a short time, 
 when the height of the work is consequently diminished. The amount of settle- 
 ment varies chiefly with tlie nature of the materials of which the embankment is 
 composed, its height, and the process adopted in forming the same. Certain kinds 
 of soil settle much more than others, and earthworks formed with railway wagons, 
 without being rammed, settle more than those which are subjected to this opera- 
 tion. Finally, the settling of an embankment varies, ceteris paribus, almost pro- 
 portionately to the cube of its height. 
 
 The settling sometimes goes on for many years decreasing, until at length it 
 ceases altogether. 
 
 We must not omit to estimate this shrinking in the formation of embank- 
 ments as near as possible, and to make allowance for it. If earthworks did not 
 settle, they would be formed of the proper height at first, according to the longi- 
 tudinal elevation of the line, an allowance of about 0"" 50 (20 inches) being made 
 for the thickness of the ballasting; but it is necessary to increase this height by 
 the amount required for the settling. This excess has to be added to the height 
 in practice, and varies from one end of an embankment to the other, in proportion 
 to the cube of its height, above the level of the ground. Rails laid upon newly 
 formed embankments present a series of rises and falls even in those portions where 
 the slopes should be definitively uniform; but these rises and falls being in short 
 lengths, are not detrimental to the working of the line, and their effects become 
 diminished daily. 
 
 If, on the other hand, we were only to raise the embankment to the height 
 shown on the section, not only would there be a constant expense in increasing 
 successively the thickness of the ballasting forming the roadway, but also in the 
 labour of raising the line as the soil settles. 
 
 It is proper for us to observe, that in calculating the excess of height neces- 
 sary to give to an embankment as an allowance for settling, it would be better to 
 err on the side of too little than to give it too much, for it is much easier, and 
 consequently far less expensive, to heighten the road by adding ballasting than to 
 lower it by digging under the sleepers. 
 
 The earth sometimes divides longitudinally at the time of settling ; therefore, 
 
 * These details are taken from a memorandum of M. Delaserre, inserted in the Annals of 
 Bridges and Highways.
 
 25 
 
 upon the slightest indication of a crack l)oing observed in this direction, the road- 
 way should bo takon up, and eartii rammed into the aperture, so that the solidity 
 of the embankment may not be injured by the introduction of water or gravel 
 within it. 
 
 It is pnident to submit such embankments only on a line to the traffic which 
 have already settled in part ; and it would be advantageous to conduct the works 
 in such a way as to accomplish this object, as far as possible, without retarding the 
 opening of these lines of communication. 
 
 The natural desire of accommodating the public induced the managers of the 
 Belgian Kailways to open the line from Brussels to Mons when scarcely finished; 
 the maintenance of the road has consequently been found very expensive. An 
 arch of one of the viaducts in the section of Braisne le Comte a Manage recently 
 gave way for a distance of about 25™ (82 feet), doubtless from the masonry being 
 shaken by the passage of the trains before it had become sufficiently hardened ; but 
 no accident occurred to the passengers, thanks to the great care of tlie directors. 
 
 " The desire of entering into a participation of the benefits of a railway," 
 says the Belgian Railway Journal, in discussing this point, " has cost enormous 
 sums of money." 
 
 The greatest caution is required to be exercised in the construction of em- 
 bankments in England, by the terms of the specifications for these works ; also to 
 prevent water penetrating them, either during the course of execution or after 
 their completion. We will conclude this chapter on earthworks with the following 
 extract from one of the specifications of the Railway from London to Bir- 
 mingham : — 
 
 " The slope of all the embankments mentioned in this specification to have 
 an inclination of two of base to one of height; the width of the embankment at 
 the level of the red line is to be 33 feet after the earth and the turf have been 
 placed thereon, 
 
 " Every embankment shall be constructed of the height and width stated in 
 the specification, allowance being made for the settlement of the earth, and con- 
 formable to the instructions of the engineer. This clause will be strictly observed 
 under every circumstance, in order to avoid the necessity afterwards of being 
 obliged to add either to the height or width of the embankments, as the case may 
 be, to bring them to the level required. 
 
 " The surfaces of the embankments are to be properly dressed and intersected 
 by drains, in order to prevent the accumulation of water, and to secure their 
 drainage during the period of formation. 
 
 £
 
 26 
 
 " The contractor shall he hound to dress those slopes which are not laid to 
 the proper inclination, as may be required ; and this operation is to be performed 
 as the work advances. 
 
 " When the earthworks have settled, the inclination shown by the diagram 
 attached to this specification shall be given to their side slopes, and they shall be 
 covered with a layer of turf, 8 inches thick, of which the grass shall be outermost. 
 The turf is to be taken from the ground which the embankments are to occupy, 
 and the earth must be taken from the surface, and afterwards spread over the 
 sides in layers 6 inches deep. These side slopes are in this state to be sown with 
 trefoil and lucerne mixed together in equal quantities. This sowing is to take 
 place as soon as the season admits, in the proportion of 3 lb. of mixed seed per 
 acre of slope. 
 
 " When any particles composing an embankment exceed 6 inches in diameter, 
 they are to be broken in pieces."
 
 CHAPTER ITI. 
 
 OF THE EXECUTION OF THE BED OF THE ROAD FOR THE RAIL- 
 WAY, WITH A DESCRIPTION OF THE MATERIALS EMPLOYED 
 IN ITS CONSTRUCTION, COMPRISING BLOCKS AND SLEEPERS. 
 
 Sect. I. — }[ethod of Constiniction. 
 
 The bars of iron, or rails, forming the road of a railway, are fixed, as is 
 well known, by means of cast iron sockets, which are called chairs, to bearers which 
 constitute the foundation of the railway, consisting either of stone blocks or 
 timber sleepers. 
 
 If these bearers were placed on the soil, without the intervention of any 
 other substance, the road would settle unequally, and would become deranged, as 
 the soil became washed away from the effect of rains, and to such a degree, that it 
 would be impossible to travel at great velocity without the trains being constantly 
 liable to be thrown off the line. These blocks or sleepers ought therefore to be 
 placed on a pervious bed, so that the water which it occasionally receives may 
 run off readily. This lower bed, and the layer covering it, in which the blocks 
 or sleepers are buried, form together the ballasting, the thickness of which we 
 have before stated is generally about 0"° 50 to O" 60 (20 to 24 inches). The rail- 
 way is always inclosed by ditches on either side. 
 
 The mode of constructing the bed of the road depends on the nature of the 
 soil on which it is to be laid. 
 
 It has to be formed — 
 
 First — In cuttings made in solid soil. 
 
 Secondly — On embankments raised on earth-work. 
 
 Thirdly — On soft moveable soil, either on the surface of the ground, or in 
 cuttings. 
 
 In the cuttings a depth of 50 to 60 centimetres (20 to 24 inches) is cleared 
 away below the level of the rails. As the earth is solid, the bottom is arranged 
 so as to slope 3 centimetres (1 inch) from the centre towards each side. (See 
 
 e2
 
 28 
 
 Section of Earthwork, Plate I.) Then two small walls of dry stone are built on 
 each side, parallel to the centre line, and which separate the road from the ditches. 
 These walls have a batter of 1 in 10 next the ditches, and are equal in height to 
 the roadway formed between them. 
 
 A layer of sand 0" 25 (10 inches) thick, or of broken stones or small cinders, 
 or any other substance which is pervious, is spread over the roadway. It must 
 also be slightly elastic, since the roadway not only requires to be constantly dry, 
 but also to possess some degree of elasticity, that the passage of the trains over 
 the rails shall be as light as possible. The bearers are placed in rows along this 
 bed, on which the rails are laid, and they are arranged either parallel or per- 
 pendicularly to the direction of the line. The stone blocks or sleepers of each 
 pair of rails are laid more or less close, according to the weight of the rails; the 
 blocks for each line of road are placed two by two perpendicularly to the centre ; 
 and their distance from centre to centre should equal the width of the way 
 measured from centre to centre. The blocks, or the transverse sleepers, as the 
 case may be, are first laid in the proper position, and the chairs are then fixed 
 upon them. The rails are adjusted and secured in these chairs by means of 
 wedges. The space between the blocks or the sleepers, and the level of the upper 
 surface of the road, is filled in with the same material that is employed to form 
 the bed of the road. 
 
 It is important that the blocks, but more especially that the sleepers, should 
 be well covei'ed with ballasting, which should be tightly rammed round them, to 
 prevent, as much as possible, their getting displaced. This process also preserves 
 the sleepers from rotting. It is especially necessary, in the curved parts of the 
 line, that the ends of the sleepers situated on the outer curve should be well 
 sustained by ballasting, for if this is neglected, the sleepers will frequently require 
 to be pushed back into their proper positions. 
 
 We shall speak hereafter, in the fifth chapter, on " the laying down and 
 maintenance of the way ;" of the care which must be employed in adjusting and 
 fixing each of these several parts accurately together, comprising the blocks or 
 sleepers, chairs, rails, &c. 
 
 Stone blocks are less used in some parts than timber sleepers, as the latter 
 possess a certain elasticity which is favourable to the preservation of the mate- 
 rials as well as to the motion. The stone blocks do not tie the two rails forming 
 the way together, like the transverse sleepers, nor have the effect of maintaining 
 the due distance between them. The use of sleepers likewise renders the settle-
 
 29 
 
 ment more uniform, and they are less difficult to take up than stone blocks, when 
 the road sinks, which reduces the cost of maintenance considerably. 
 
 Transverse sleepers should be exclusively used on enibauknients, and eitla-r 
 blocks or sleepers may be employed in cuttings. Sleepers are, Imwever, uniformly 
 preferred at the present time, unless there is a great difference of price in favour 
 of the blocks. 
 
 There is but one objection to be raised against the employment of sleepers, 
 but it is a serious one, viz., the uncertainty respecting their durability, and the 
 necessity which might arise, from time to time, of renewing them. 
 
 Various processes have been employed to preserve the sleepers. They have 
 been soaked in corrosive sublimate in England, according to the patent process of 
 Kyan, but the sublimate has been found too expensive in France, or its efl&cacy 
 has been doubted. Crude creosote and different sulphates have been tried, and, 
 lastly, a native of Bordeaux, M. Boucherie, has conceived the plan of impregnating 
 the timber, while standing, with pyrolignite of iron, or even after it has been cut, 
 but still in a green state, and with the foliage on. Hitherto none of these pro- 
 cesses, save that of Kyan, has been employed on a scale sufficiently extensive, or 
 for periods long enough to enable us to decide which is best. 
 
 We have made some experiments with the crude creosote, but the quantity 
 of creosote absorbed was found so considerable that we were obliged to reject the 
 use of this preservative, simply on account of its expense. 
 
 M. E. Prisse, formerly a pupil of the Central School of Arts and Manu- 
 factures, Engineer of Bridges and Highways in the Belgian service, has made 
 some experiments in M. Boucherie's process ; we extract the following notes from 
 the information kindly afforded us by M. Prisse. 
 
 " The operation was tried principally on beech and poplar wood, the pyro- 
 lignite of iron was tried alone as a preservative, and mixed with a solution of 
 common salt, and also with chloride of lime, and lastly chloride was used alone." 
 
 " The results were : — 
 
 " 1st. That timber prepared in large masses was neither equally nor uni- 
 formly penetrated. 
 
 " 2nd. That sleepers prepared, and even when well soaked, with the anti- 
 septic, did not appear to remain sound as long as oak sleepers unprepared. 
 
 " 3rd. They have not, in point of fact, yet observed any signs of alteration 
 of the sleei^ers prepared and laid in the road, but it is different with other sleepers 
 which have been buried in the earth.
 
 30 
 
 " 4th. The sleepers which were buried in the month of March of last year 
 (1842), commenced to show symptoms of decay at the end of November, while 
 oak sleepers placed along with them at the same time remained perfectly sound. 
 
 " 5th. The rotting, or commencement of decay, observed in the poplar and 
 beech sleepers, prepared with the various antiseptics already described, pene- 
 trated a depth equal to some millimetres (some small fractions of an inch), and 
 exhibited a contraction of the fibres forming the wood, and the surface had become 
 perfectly black and weak. The surface of the sleepers which were exposed to the 
 air remained in good condition. 
 
 " 6th. The cost per sleeper for labour and ex- 
 penses amounted to Ofr. 55c. . . (b^d.) 
 
 For the Ingredients 20 . . {2d.) 
 
 For the Patentee's Licence .... 40 . . (4(Z.) 
 
 1 15 .. (Ilk/.) 
 
 " 7th. According to the prices of wood in Belgium, the prime cost of a 
 sleeper of white wood thus prepared would be nearly as much as one of pollard 
 oak unprepared." 
 
 M. Prisse considered that it would be a great advantage to be able to sub- 
 stitute pollard oak for the same expense as white wood; but referring to the 
 results before given, there is reason to fear that M. Boucherie's process is not so 
 efficacious as was at first supposed. 
 
 The agent of M. Boucherie in Belgium states, that the estimate of expense 
 given by M. Prisse is exaggerated, but this engineer still maintains its correct- 
 ness, unless some more economical plan of preparation can be employed than that 
 which he used. 
 
 M. Payen, Member of the Academy of Sciences, has also tested the process 
 of M. Boucherie, and his results differ but little from those of M. Prisse. 
 
 The experiments of Messrs. Payen and Prisse, therefore, cast a doubt on the 
 efficacy of M. Boucherie's process. We think, nevertheless, that it is necessary 
 to repeat them before passing judgment on these means of preserving wood. The 
 French government has ordered experiments to be made on a large scale, which 
 will perhaps determine the question. 
 
 The various descriptions of wood are not all equally durable, and we shall 
 state what kinds are to be preferred at a future period, in our remarks concerning 
 the specifications for supplying railway sleepers.
 
 31 
 
 Sand either loamy or only slightly so, and composed of largo grains, is the 
 material generally preferred for ballasting the road. We shall hereafter enlarge 
 on the qualities it ought to possess to form a good roadway. 
 
 Broken stone roads are less homogeneous and less elastic than sand. We are 
 not aware of many railways supported on sleepers laid on broken stone, but it has 
 been in common use in the prejjaration of the beds for stone blocks. 
 
 Small coal has been often advantageously substituted for sand upon the 
 English railways, as upon the Darlington and Stockton, Liverpool and Manchester 
 Railways. 
 
 We are informed that broken bricks are employed on the line from Lille on 
 the Belgian frontier. Bricks are also employed on the London and Croydon 
 Railway. 
 
 We read in the last report of the Minister of Public Works to the Belgian 
 Chambers, that a mixture of sand and forge cinders has been employed for the 
 roadway of many lines in Belgium, the cinders being used on the surface. 
 
 Pebbles and scoria have been used at the bottom of the trenches, in some 
 localities where the embankment consisted of peat, and in cuttings through wet 
 earth, such as at the part between Boussu and the French frontier. Finally, 
 Wishaw, in his work on English railways, states that a mixture of chalk and 
 sand has been successfully employed, and also a mixture of sand and powdered 
 freestone. 
 
 On a portion of the Stockton and Darlington Railway, Mr. Storey placed the 
 blocks on small walls, but no English engineer, that we are aware of, has thought 
 this method deserving of imitation. 
 
 On the line from St. Stephens to Lyons, solid masses of earth were left in 
 the spaces between the rails, and also at the sides, to save ballasting. These 
 masses were intersected by small cross drains in order to lead olf the water to the 
 side ditches, and the blocks placed in the longitudinal trenches, of which the 
 bottoms and sides were covered with ballasting. 
 
 They diminished the quantity of ballasting in the Versailles Railway (left 
 bank) by the same method, but soon found that it was impossible to keep up these 
 masses of earth, on account of the action of the levers employed in repairing the 
 road, the earth consequently became mixed with the sand, and deteriorated it in 
 quality. 
 
 A small conduit is laid along the centre of the space between the rails on some 
 English railways, communicating with conduits running transversely ; the water, 
 after passing over the ballasting, penetrates into these channels, and the dry stone
 
 32 
 
 walls forming its sides, and the central conduits empty themselves by small gutters 
 perpendicular to the road. 
 
 They have employed conduits of the same kind on the Belgian railways, but 
 only at such parts of the road which are placed on a very moist soil. 
 
 Sometimes the dry stone walls supporting the road are dispensed with in the 
 cuttings, and the ballasting takes its natural slope next the ditches, as the Ver- 
 sailles Railway, (right bank) ; the ballasting is very likely to be washed down by 
 heavy rains into the ditches, when situated under these circumstances. It is also 
 necessary in this case to enlarge the base of the cuttings, by the difference of width 
 between the dry stone wall, and the slope of the ballasting. 
 
 The two sleepers situated on each side of a joint of the rails, are brought 
 nearer togetlier on some railways, as on the Orleans line : to diminish, as much 
 as possible, the inequality of resistance which occurs at the joints, and to multiply 
 the points of support of the rail, where it may be supposed to be weakest. It 
 therefore becomes necessary to extend the distance between the other sleepers, or 
 to increase their number. 
 
 When the road is laid on transverse sleepers, the inequalities in the resistance 
 is less perceptible than when laid on blocks, but it is much the greatest at the 
 passage over the joints. 
 
 They have attempted to remedy this inconvenience, not only by placing the 
 adjacent sleepers nearer to the one receiving the joint, but they have laid the rails 
 on a way consisting of longitudinal and transverse sleepers connected together, and 
 also on longitudinal ones alone. 
 
 In adopting the first method of construction, that is to say, attaching the 
 transverse sleepers to longitudinal beams, the former, being often subject to unequal 
 settling, are rendered more compact, and the joints are supported against the pres- 
 sure of the wheels. 
 
 It is requisite in this system, in order to attain the desired end, for the sleepers 
 to be arranged in such a manner that their lower surfaces shall be exactly in the 
 same plane, otherwise the ballasting supporting the frame ought to be very 
 thick. The repairs, moreover, are attended with greater expense and more diffi- 
 culty, than with the transverse sleepers alone. 
 
 This system of frame work is therefore only suitable in cases where the rails 
 are fixed directly on the longitudinal timbers, without the intervention of chairs, 
 since they then form a part of the rail, and the road itself, properly speaking, 
 rests on a system of transverse sleepers. 
 
 When longitudinal beams are employed alone, they become buried in the bed
 
 of the road, the soil being directly compressed, but if the iron rails, or rails lorined 
 of wood and iron, are supported by transverse sleepers, the efl'ect of the pressure 
 on the soil is diminished by the elasticity of these sleepers. 
 
 A portion ul" the sleepers on tlie Great Western Railway were supported 
 originally by means of jtiles driven into tlie ground, the expense of which was 
 considerable, but it was soon discovered that the rails bent between the points of 
 support, although only u few yards ajiart, and to such a degree, that upon the 
 expiration of a very short period of time tlie road presented a series of undula- 
 tions, when the piles were consetiuently obliged to be removed. 
 
 Lastly, the mils were placed on a continuous wall of hewn stone, on a por- 
 tion of a railway at liolton, which was found very expensive, both in the con- 
 struction and the maintenance, on account of its want of flexibility. 
 
 We will now return to the subject of the construction of the roadway. 
 
 The roatlwav is constructed ou embankments, the same as in cuttings on 
 solid soil, with this tlilVerence, that a greater width is given to the sides, and that 
 the water generally runs over the surface of the slo[ies, instead of being conveyed 
 aw:iy in drains; and it is not absolutely necessary to ram the surface on which 
 the road is laid, as practised in cutting; the une(|ual settling of the embankment 
 naturally producing compression. When the roadway is required to be laid on « 
 soft earth, diflerent expedients are employed, according to the nature of the soil ; 
 sometimes it is marshy, but easily drained, and of small depth; or it may be a 
 very deep marsh ; or, lastly, one of quicksand, of unknown depth. 
 
 If the soil can be easily drained, this is proceeded with, and when the earth 
 becomes solid, it is completed by some of the methods already given. 
 
 If the marsh is of slight depth, and it is not thought easy or advisable to 
 drain it, piles are driven into the solid earth below the marsh, and the tops of 
 these piles are united bv longitudinal timbers, on which cross sleepers are laid, 
 and on these another course of longitudinal timbers are i)laced, which carry the 
 rails. 
 
 This method was adopted for carrying the road over certain marshes in 
 South Carolina, in the United States. This plan admits of the road being filled 
 up solid, if necessary, and that portion of the marsh cleared out which it is retpiired 
 to [lass over. If the marsh is of considerable depth, similar to Chat-moss, on the 
 Liverpool and Manchester Kailway, we must employ another plan. 
 
 In this case a layer of soil, e(|ual to the ground plot of the road, should be 
 drained to a depth of 15 to 18 inches, by means of parallel ditches, after the 
 manner we have before pointed out. On this strip of land a bed of liiggots nnist 
 
 y
 
 34 
 
 be liiid, and upon these a layer of pebbles, next a course of longitudinal and 
 transverse timbers; and lastly, a second course of longitudinal sleepers, as shown 
 in the Section through a swamp, Glasgow and Garnkirk Railway, Plate I. 
 
 The last case, or that of a quicksand of considerable depth, is met with on 
 the Versailles Railway (left bank), at the bottom of a deep cutting, viz. that of 
 the lime kilns. 
 
 They sank two tiers of planks about 1™ (3 feet 3 inches) apart, along the 
 side of each slope, in order to form the way, at certain distances, one on each side 
 of the centre line. The earth inclosed between the courses of planks, was after- 
 wards dug out, and walls of drystone constructed in the two excavations formed ; 
 with drains between them. A strip of land was thus drained between these two 
 works, and the whole of the earth removed from it ; and at the bottom of this 
 large excavation a layer of large stones was carefully spread, on which a second 
 was occasionally placed, and even a third layer of smaller stones ; and, lastly, the 
 ballasting was laid over the whole 0" 50 (20 inches) thick, the same as upon 
 solid land. 
 
 The part thus laid down has proved the best on the whole line. The road 
 vibrates slightly wlien the trains pass over it, but it is not attended with any 
 danger to the passengers. 
 
 Sect. II. — Minutes of Specifications for sxipplying Sand, Broken Stone, 
 Blocks, and Transverse Sleepers. 
 
 The sand employed in the ballasting the road should be of middling quality, 
 and sufficiently hard not to be either crushed or powdered by the passage of the 
 trains. 
 
 Water does not run off so readily through fine sand, which moreover becomes 
 injurious to the carriages, by lodging on the machinery, from being so easily drifted 
 by the wind, or simply by the current of air produced by the passage of the trains. 
 It penetrates the joints, and reaches even the boxes of the carriage axles, attaching 
 itself to the grease used to lubricate them, thereby occasioning their destruction 
 very speedily. 
 
 A mixture of sand, which contains a large proportion of clay, absorbs the 
 water, and becomes converted into mud after heavy rains. It should therefore be 
 rejected; but if the clay only bears a small proportion, so far from altering the 
 quality of the sand, it gives a certain degree of consistency, and prevents its being 
 too readily displaced.
 
 35 
 
 The sand forming the bed of the road of the St. Germains and tlie Versailles 
 Railways (right ami left banks) is obtaine<l from plains which niodurn geologists 
 term Jiluridl, and is composed nf I'ragnients of every kind of rock. The grains 
 of sand consist almost wholly of quartz, ronnded by the action of water. The 
 softer portions of the rocks from whence they proceeded have been carried by 
 currents to a greater distance; a small quantity is thrown in and mixed with 
 the former, which renders it slightly clayey, and consetpieiitly suitable in every 
 respect for the purpose to which it is applied. Uiver sand consists of aUuvial, 
 and is composed of grains nearly all of cpiartz, but it has no mi.\ture of clay, like 
 that of the plains; it is, however, used for some parts of the Versailles Railway, 
 (left bank.) 
 
 We have also employed rather fine sand, with a sufficient quantity of clay in 
 its composition, in which case it became necessary to assist the escape of the water 
 by means of drains, or some other mode. Sand of the same character is also used 
 in Euijland and Belgium. 
 
 They have been obliged to suspend the working of the line of the Versailles 
 Railway (right bank) for many months, in order to replace the sand, which was too 
 clayey, with another kind, and of better quality, which was a great loss. 
 
 Good sand cannot be obtained in some localities, except at a very high price. 
 The St. Germains Railway crosses sandy plains, and the sand did not cost more 
 than '2 francs per cubic metre (3.')-317 cubic feet); it has amounted, upon certain 
 parts of the Versailles Railway (left bank), and not at great distances from the 
 pits, to 4 francs (3«. 4rf.), 4 francs 50 cents (3.s\ 9</.), and 5 francs (In. 2(/.); 
 and on other lines to 6 or 7 francs (S.s-. to 5s. \0d.) On the Lille line on the 
 Belgian frontier it cost as much as 12 francs (lO.s.) Sand purchased at the pits 
 seldom costs more than 50 to 75 cents (5(7. to lUL) per cubic metre (35'371 cubic 
 feet). It is the expense of carriage which increases its cost so much. 
 
 As 4 cubic metres (141 -484 cubic feet) of sand are required per metre 
 (3 feet 3 inches) in the construction of the road, and since a considerable quantity 
 is used during the first year tf the traffic, it is important to calculate this item of 
 expense accurately in the estimates. A Company soon finds the advantage of 
 undertaking the ballasting itself, being able to make use of its locomotives and 
 wagons for that purpose. 
 
 A portion of the ballasting requisite for one of the lines on which the sleepers 
 are intended to be laid, consisting of a bed of about 25 centimetres (10 inches) in 
 thickness, ought to be laid by carts, but the remaining portion, and that which is 
 intended for the bed of the second line, should be carried by wagons. 
 
 V 2
 
 36 
 
 The sand is measured at the time it is deposited, by the contractor, upon the 
 side of the road, although its volume is diminished when disposed along the road- 
 way, by the compression which it undergoes in ramming. 
 
 Ballasting composed of broken stones should be, as near as possible, of equal 
 hardness, and able, like sand, to resist any attempts to crush them. Such stones 
 as are liable to be reduced to powder by frost should be rejected. 
 
 Any kind of stone may be used for the blocks, provided it is not too soft nor 
 liable to be affected by frost. 
 
 They have used the refuse of coal workings on the St. Stephens and Lyons 
 Railway, and masses of chalk and stone on that of Liverpool and Manchester, also 
 granite on tlie Rouen line. Tlie dimensions of these blocks should be fixed by 
 the specifications. They are not less than 0'" 60 (24 inclies) wide, 0'" 30 (12 
 inches) high on the English lines. 
 
 It is not essential they should be of a perfectly regular form, all that is 
 requisite is a suflicient width of base to set well upon the bed of the road. 
 
 The sleepers ought to be wood of good quality, sufficiently dry, and as free 
 from alburnum as possible. Oak is the wood that lasts longest, then red beech. 
 White-leaved poplar, larch, and certain kinds of fir, perish very rapidly. Oak is 
 exclusively employed on the railways in the environs of Paris, and on that of 
 Strasbourg to Basle. Deal is employed for sleepers in England, but impregnated 
 with the corrosive sublimate, oak being very scarce in that country. White wood 
 of the worst quality having been laid down on the railway from Brussels to An- 
 twerp, in Belgium, the sleepers required to be changed after six or seven years' 
 wear, when Pollard oak was substituted instead. The wood employed for sleepers 
 should be seasoned for one year at least. Wood which has laid some time in 
 water, as that known at Paris by the name of Bois-flotte. (floated Avood), is the 
 most esteemed. The wood for sleepers ought also to be sound and free from flaws, 
 knots, or other defects, &c. The specification should give the limits maxima 
 and minima for the size of sleepers : maxima, if they are paid for by the cube ; 
 minima, if by the piece. 
 
 It is of great importance that the sleepers should be of large size. 
 A line of rails laid upon sleepers which are too weak, wants solidity, and costs 
 a great deal to maintain. 
 
 The sleepers placed under the joists, called joist-sleepers, should be re-selected 
 from the best. 
 
 The sleepers ought to be long and large, to maintain their position in the 
 earth. Their size should be comprised within certain limits, as it becomes impos-
 
 37 
 
 sible to peck out the ballasting under sleepers of very large size. The sleepers 
 being only sustained at the sides, while the pins that fasten the chains upon them 
 are all four placed along their centres, it fretiuently hajjpcns that a sleeper splits 
 through the middle as the trains are passing over it, when the chairs lose all their 
 stability. 
 
 The dimensions specified for sleepers on the Versailles Railway (left bank) 
 are — 
 
 Metres. Metres. Ft. In. Ft. In. 
 
 Length .... 2-20 to 2-40 .. (7 8 to 7 10) 
 Thickness . . . 0-15 to 0-20 .. (0 G to H) 
 Width 0-20 to O-Sr) .. (0 8 to 1 1) 
 
 A fourth of the sleepers, at least, ought to be 0" 30 (12 inches wide) for 
 placing under the joints. 
 
 We have stated, that in using sleepers of less than 2"" 20 (7 feet 3 inches) 
 in length, the greater part split when the pins are driven into them. The same 
 accident occurs with sleepers of less than O" 15 (G inches) thick, because the 
 pins pass completely through them. 
 
 On the line from Stntsbourg to Basle, the dimensions specified in the contract 
 for sleepers were as follows, and a great numl)er were delivered of larger dimen- 
 sions : — 
 
 M. C. Ft. In. 
 
 Length 2 20 . . (7 3) 
 
 Width 2.) . . (0 10) 
 
 Thickness .... lo . . (06) 
 
 On most of the railways of the first class in England — as the Liverpool and 
 Manchester, London and Southampton, Grand .Junction, Nottingham and Derby, 
 &c. — the lengtii of the sleepers is usually 2'" 70 (8 feet 10 inches), and never 
 less than 2" 40 (7 feet 10 inches); tlieir width is 0™ 22 (8 inches) to 0"' 25 (10 
 inches); the thickness, 0° II to 0" 14 (4 to 4^ inches); and the length of the 
 pins is proportionate to the thickness. 
 
 On the Belgian Railways, recently constructed, the sleepers are also 2"' 70 
 (8 feet 10 inches) long. The sleepers on the Versailles Railway (left bank), and 
 those of the Strasbourg to Basle line may therefore be cunsidercd as too short. 
 It is proved by .the effect produced on the ballasting by sleepers which have been 
 taken up and removed, and which were from 2'" 20 to 2'" 40 (7 feet 3 inches to 
 7 feet 10 inches) long.
 
 38 
 
 Upon the Led being examined, it was found to exhibit a slight alteration 
 towards the centre of the sleeper, while at the extremities the finer sand had sunk 
 down to the bottom of the roadway, and the coarser had risen to the surface ; 
 hence we must conclude that the movement of the sleepers was most considerable 
 at their extremities, and, consequently, that the points which support the rails 
 were too close to their extremities. 
 
 We have employed square sleepers in the environs of Paris, not that we 
 believe square ones are preferable to the rounded, but because they are obtained 
 in the trade more easily than others, when large timbers are required. 
 
 In Belgium and England almost all the railroads are laid upon round timbers 
 sawn in half, and laid with their flat surface downwards. 
 
 A company should saw out the wood which it buys in the lump itself. It 
 is, however, necessary that the chief engineer should exercise the greatest vigi- 
 lance to prevent the mistakes which the carpenters whom he may employ in the 
 sawing constantly make, and the numerous petty thefts which are so easily com- 
 mitted in a timber-yard. 
 
 This surveillance being very difficult, on account of the press of business 
 connected with the management, a railway company will often find it advan- 
 tageous to contract for the supplying of the sleepers. We have tried both methods 
 on the Versailles Railway (left bank), and the result of our experience inclines us 
 to prefer the latter. 
 
 When a company undertakes the sawing out of the sleepers, they should 
 reserve the pieces arising from the operation for the manufacture of wedges. 
 
 The oak sleepers on the Versailles Railway (left bank) being a little more 
 than I decistere (3"5317 cubic feet), cost the company about 7 francs 50 cent. 
 (65. 3rf.) each. Sleepers of pollard oak only cost ?> francs 80 cent. (3«. 2irf. ) 
 on the line from Brussels to Antwerp. 
 
 The fir sleepers on the London and Birmingham Railway cost about 9 francs 
 (7s. 6fZ.) each, and their preparation with corrosive sublimate added 90 cents 
 {^d.) more to the expense. The cost of sleepers on other English lines has been 
 a little under this price.
 
 CHAPTER IV. 
 
 ON RAILS AND CHAIRS, AND MINUTES OF SPECIFICATIONS 
 FOR THEIR MANUFACTURE. 
 
 Sect. I. — On liaib aiul Chairs. 
 
 Railways are divided into two classes: first, those formed of P/ate-r«j7^, and 
 secondly, those of Ed(je-rails. 
 
 On railways of the first description, the iron bars constituting the plate-rails 
 are formed of two jiieces, placed at right angles to each other, comprising the hori- 
 zontal i)art on which the wheels run, with a vertical projection, which prevents 
 their running ofl' the rails. 
 
 This vertical projection is always placed on the inside — that is to say, at the 
 side nearest the axis of the line, by which the mud which tends to accumulate on 
 the rails is thrown ofl" upon the outside. 
 
 On lines constructed with edge-rails, the wheels of the carriages enijiloyed 
 are furnished with fianges, which prevents their getting off the rails, as the latter 
 have no projection whatever: the flanges are always placed on that side of the 
 wheels nearest the centre of each line of rails. 
 
 The wagons or vehicles employed on a line laid with plate-rails would travel 
 t'ljually well on a common road, but it would be necessary to have a diflerent car- 
 riage, in order to pass from a railway formed with edge-rails to an ordinary road. 
 Notwithstanding this advantage possessed by lines formed with plate-rails over 
 those with edge-rails, the latter are generally preferred, for this sole reason, that 
 it is much easier to maintain the surface of the rails on which the wheels run 
 more clean and even than the former. The use of plate-rails at the present time 
 is almost universally abandoned, even in the working of mines and foundries, for 
 which they had been long employed concurrently with edge-rails. 
 
 The rails used on the first railways established at the Newcastle coal mines, 
 in about the yejir 1G82, were of wood, and cast-iron rails were substituted towards 
 the year 1738; but it was not until the year 1805 that rails of wrought-iron were 
 employed.
 
 40 
 
 Cast-iron rails are generally laid aside at the present time, and wrought-iron 
 ones, or rails formed of wood and wi'ought-iron, are alone em2;)loyed. The great 
 objection to cast-iron rails is their liability to fracture; those of wrought iron are 
 much less liable to break when the metal has been properly chosen and well forged. 
 
 Wrought-iron rails have another advantage over cast, which is an important 
 one — viz., that of being able to be made in much longer lengths, since the greater 
 part of the wrought-iron rails used in the present time are 4™ 50 (15 feet) long; 
 some are even 4"" 80 (15 feet 8 inches), as upon the line from Paris to Rouen; 
 while cast-iron rails were never made longer than 1" 20 (3 feet 11 inches). The 
 result is, that the joints on lines furnished with wrought-iron rails, and conse- 
 quently the vibrations which take place at the joints, are much less frequent than 
 on railways formed of cast-iron rails. ' 
 
 The price per ton of the cast-iron rails being generally less than the wrought, 
 might lead us to suppose that railways constructed with cast-iron rails would be 
 found less expensive tlian those laid down with wrought ; but the contrary is the 
 fact, for the cast-iron used in the manufacture of rails is required to be of the 
 first quality, while that which is generally employed for the wrought is of the 
 second. 
 
 Cast-iron rails cost almost as much as an equal weight of wrought-iron ones, 
 and as an equal weight of wrought-iron rails offers a much greater resistance than 
 those which are cast, they consequently make them of less dimensions, so that the 
 wrought-iron rails cost less than the cast ones of equal length. Those lines which 
 are laid down with wrought-iron rails have the advantage in an economic point 
 of view over those formed of cast-iron. 
 
 Wrought iron being more subject to oxidation than cast, it was feared that 
 the wrought-iron rails would be soon destroyed from the effects of rust, which does 
 but little injury to cast-iron ; nevertheless, experience has proved that the wrought- 
 iron rails resist the influence of the atmosphere as well as the cast; the friction 
 and pressure to which the rails are constantly exposed on the road produces a 
 polisli upon their surface, on which the wlieels run, which probably contributes to 
 preserve them from rust, whether they are cast or wrought. The lateral portions, 
 no doubt, are protected by the crust of black oxide which always covers the sur- 
 face of iron ; the agitation and motion communicated to the rails by the passage 
 of the trains may also contribute to preserve them from oxidation. 
 
 Experiments have proved that a magnetic current runs throughout the line. 
 It has been affirmed also, that the action of this current is moditied by the position
 
 41 
 
 SECTION AND PLAN OP TICMPoRARV 
 RAILS. 
 
 of the mils relative to the magnetic meridian, and by the direction taken by the 
 traflic along the line; but we think this opinion has not been sulliciently well 
 estiiblished, and even if it should Ih", it is no less certain that the action of the air 
 would have no perceptible effect on wrought-iron rails on a line, when opened, 
 whatever might be its direction and the number of the ways. 
 
 It has been asserted that wrought-iron rails are subject to exfoliate and to 
 divide in the direction of their length, which does not happen to cast-iron rails; 
 it is true, that we find the wrought-iron rails on many lines divided in the direc- 
 tion of their length, or reduced by a separation of the layers, which bect)me de- 
 tached from the upper surface; but this arises from defects in their manufacture, 
 and may be avoided by observing proper precautions, which we shall point 
 out on a future occasion. 
 
 Cast-iron rails resist the friction very well for a certain time, but tiiey always 
 consist of a hard crust, of little thickness, with softer metal within, and when 
 the crust is once worn through, the rail is soon destroyed. 
 
 The form of edge-rails, both of cast and 
 wrought, varies considerably. Rails of tlie 
 following description are sometimes laid down 
 on the temporary lines employed in the execu- 
 tion of earthworks, or for the carriage of ma- 
 terials, and for the railways used in mines, 
 also in large foundries upon which light wagons 
 only are used. 
 
 This rail consists of a simple plate of 
 bar-iron (mi-jilat), which is laid directly upon 
 
 the sleepers, and lixed in its position by means of wooden wedges, as shown in 
 the cut. 
 
 This kind of rail is cheap, and after it is done with, may be disposed of as 
 other iron for the purposes in trade, but it will not answer for a line on which the 
 carriages travel at great speed and are heavily laden. 
 
 The friction on rails so narrow soon cuts and wears away the wheels. Tlie 
 lateral pressure which is exerted along the curves by the operation of the centri- 
 fugal force of the trains, bends the rails, unless the sleepers are placed at very 
 short distances at these parts of the line. 
 
 Lastly, the rails bend between the points of support under the vertical pres- 
 sure of the carriages, and rise up at their extremities, and so slip on to the wedge 
 
 G 
 
 ^ 
 
 Ji 
 
 iJk 
 
 nj
 
 42 
 
 and the side of the notch in the sleeper; and since they are not perfectly elastic, 
 they finally become so much bent that jolts at the points of junction become very 
 palpable. 
 
 The two first inconveniences which these iron-bar rails possess may be 
 remedied by enlarging tlieir upper faces on which the wheels run, and the last is 
 in some degree corrected by adding projections at their lower parts, to catch in 
 notches prepared for them in the cast-iron chairs, which should be securely 
 fastened to the sleepers. 
 
 The rail laid on the line from Montpellier to Cette, a section of which is 
 represented in Plate 2, belongs to this class, and details of a single chair of the 
 Paris and Versailles Railway (left bank), Plate 5, show the mode of securing it. 
 
 The form which this rail assumes in section has caused it to be called the 
 champignon (mushroom) headed rail. It consists of a head, or mushroom, 
 properly speaking, a stem or centre rib supporting it, with projecting edges 
 below, or bottom web. 
 
 The champignon-headed rail, with the top and bottom faces parallel 
 throughout its length, was employed in the year 1828 on the line of St. Stephens 
 to Lyons, and from St. Stephens to Roanne, in France. 
 
 The section resembled that of the rail employed on the line from Montpellier 
 to Cette, but weighed 13 kilogrammes (28^ lbs.) per running metre — the chairs 
 weighing 3 kilogrammes (6^ lbs.) with bearings of 0'" 90 (3 feet). As the projecting 
 lower Aveb was placed on one side of the girder only (see Plate 2), it becomes 
 self-evident that it was requisite to fix the chair in a suitable position on the 
 sleeper, since the rails were not able to be placed with the side web next the axis 
 of the way without unfastening and changing the position of the chair. This 
 defect has been remedied by forming webs on each side, as shown in the section of 
 the rails of the Versailles Railway. ( Plate 2. ) Lastly, rails have been constructed 
 symmetrically with double champignons, in order to ;illow of their being reversed. 
 (See Plate 2.) 
 
 The single champignon-headed rail has acquired the name of the single or 
 simple T rail, and the double-headed one has received tliat of the double T rail. 
 The rails employed on nearly the whole of the great lines of railway consist of 
 wrought iron T rails, either single or double, and more or less heavy. The 
 shape of these rails, however, is not without inconvenience. The sides of the 
 mushroom-shaped portions being unsupported, may be considered as in a very 
 unfavourable position to resist the pressure of the wagons, and this circumstance 
 is still more unfortunate, as we sliall proceed to show that from the method of
 
 43 
 
 mamifacturc, the champignon portion is generally composed of inferior iron, com- 
 pared with the stem. 
 
 If we study the several processes in tlie nianufacture of champignon rails, 
 we see that tlie bundle of iron intended to form a rail is lirst passed under the 
 drawing cylinders with jwintod flutings,* and is drawn into a bar of marly a 
 square section, whose side width is less than the height of the rail, and something 
 less than the width of the mushroom. It is necessary to perform the operation 
 in this manner, or the laniinage would perliajts re(|uire double the force that 
 would otherwise be sufficient, whereby the cylinder would bo liroken, and the cost 
 of the rails would be rendered too high. The iron is not always perfectly com- 
 pressed when it passes through the grooves of the finishing cylinders, excepting at 
 the thinner portions, and the rounded and salient portions are even sometimes 
 expanded; thus when a champignon rail is accidentally broken, the stem may be 
 seen to be much firmer and more liomoL'cneous in grain than the mushroom 
 portion, while we can trace unsound and badly-wrought portions in the latter. It 
 therefore follows, that the difficulty of manufacture increases with the weight of 
 the rail, and that the interior portion of a large bar is more defective than that 
 of one of less size, and these imperfections are still more considerable in a cliam- 
 pignon rail badly compressed than in an ordiimry iron bar. 
 
 Two engineers of great experience, Messrs. Wood and Storey, proposed to 
 remedy this defect by forming the mushroom of a small portion of hammered iron. 
 The plan consisted in re-covering the bundle to be laminated with a small portion 
 of hammered iron, of nearly one-third the weight of the bar, ;ind to direct the 
 working in such a manner as to form the mushroom of this portion, so that the 
 interior should be formed perfectly homogeneous. 
 
 This process, however, possessed difficulties, since iron of diilbrout (pialities 
 requires to be heated at different temperatures; that which is to be hammered out 
 generally requires greater heat than that which is to be drawn out ; therefore, 
 when the temperature would be sufficient for one portion of the bundle, the other 
 would be either burnt up or otherwise too cool, so that the mushroom-head would 
 not l>e welded in a perfect manner to the stem of the rail. 
 
 We have seen rails manufactured after this plan at a foumlry in tlie neigli- 
 
 • For an account of the processes in the manufacture of iron, see the Metallurgie ditjer, by 
 M. Walter, Professor at tlie Central Schools of Arts and Manufactures. The work on the same 
 subject, by MM. JCugene Flacliat, civil engineer, Jules Petict, and Barrault, lornierly pupils of 
 the Central School, and V'oifatfc MetaUiirgique en Anyleterre (second edition), by MM. Du- 
 frenoy, Etude Beaumont, Coste et Perdonnet. 
 
 G 2
 
 44 
 
 bourhood of Newcastle, but they have not been extensively used, most likely ou 
 account of the rails dividing into two pieces. M. Leon Coste has en- ^ 
 deavoured to obviate the defects that we have just pointed out in the 
 champignon rail, by altering the form nf the rail to nearly that of a 
 simple plate bar, with the angular edges rounded off, and he has re- ^ 
 placed a part of the line from St. Stephen to Lyons, originally laid 
 with champignon rails, with rails of this description. 
 
 The rail is sufficiently wide not to wear away the wheels of the locomotives 
 or carriages, and it is provided with flanges, which enables it to resist the lateral 
 pressure upon the curves, and by means of which its extremities are maintained 
 in the chair like the champignon-headed rail, and its form admits of being turned 
 upside down, if required. This rail, however, is deficient in height, which is a 
 great defect; and since its flexibility as well as its resistance to fracture varies 
 with the square of the height, it is found too elastic. 
 
 If it was formed of greater height, and its width at the same time preserved, 
 it would have been necessary to have increased the weight beyond the limits to 
 which it is necessary to be restricted. Therefore, one of the defects of the cham- 
 pignon is merely remedied by substituting a rail of equal thickness, and which is 
 equally objectionable in another respect, since experience has proved that these 
 rails are destroyed as quickly as the former ones ; that they do not unite so firmly 
 to the cast-iron chairs as the champignon rails; and lastly, that they do not suffi- 
 ciently secure the chairs from contact with the carriage- wheels. 
 
 We have adopted a rail on the Versailles line (left bank), which maybe con- 
 sidered to resemble both that of M. Coste and the old champignon-headed rail. 
 
 Allowing the same quantity of metal to form our rail that is used for the 
 greater part of the double T rails on the French railways, including the rails laid 
 down by M. Coste, or 30 kilogi-ammes to the metre (61 lbs. per vard), we 
 have endeavoured to distribute it in such a manner as to obtain a rail which, 
 without presenting the inconveniences of M. Coste's rail, should possess some of its 
 advantages. This rail, which is represented in Plate 2, is a simple champignon- 
 headed rail. It affords nearly the same height and width for the passage of the 
 wheels as the double champignon rail of the weight of 30 kilogrammes to the 
 metre (61 lbs. per yard); but part of the metnl, instead of being used to form 
 the second champignon, has been placed beneath the single champignon head 
 in such a way as to support its sides and to increase the thickness of the stem. 
 The champignon being thus strengthened, offers a greater resistance to any force 
 exerted upon it ; and although the bar, in passing under the rolling cylinder, is
 
 45 
 
 not so equally compressed throujiliout as M. Coste's rail, the injurious effects of 
 this iiu'iiuality of coiuprossiou are at least reduced, as the difl'ereiiee hetweeu the 
 thickness of tiie chauii)ignon and that of the stem is so much less, compared witli 
 tlie double champignon. 
 
 Our single T rail cannot be inverted like the double T rail ; hut wiien we 
 find that the single-headed champignon rail, of the shape and dimensions such as 
 we have given it, is likely to last longer than the ordinary rail with double 
 champignons, the advantage will be in its favour. 
 
 If, upon one of the champignons of the double T rail bocuming, in the 
 course of time, worn out by the passage of the trains, and on our turning and re- 
 placing it by the lower one, we were to expect that the latter would be iu the 
 same condition as the first when the rail was new, we should be deceived. Pro- 
 fessor Barlow, so well known for his experiments on the strength of iron, and the 
 author of a valuable work on the form of Kails,* has with reason observed, that 
 if the lower parts of the rails in use upon a railway are not worn by the fiiction, 
 they are not less so by the action of the weight of the trains; so that, in fact, 
 when a bar, resting on supports, bends with the effect of a transverse strain, the 
 fibres at the side of the convex face are elongated, and those ;it the side of the 
 concave face are shortened, while certain fibres in the interior of the body of the 
 bar ]>reserve the same length. The line which separates the contracted from 
 the extended fibres is called the neutral axis. Professor Barlow observes, tliat 
 the neutral axis in these bars of iron is placed between the third and fifth por- 
 tions of their height, reckoned from the line of tiu-ir upper surface, since the 
 shortening or lengthening of the lower fibres of the bar is in propoition to their 
 distance from the neutral axis; the extension of the lower fibres is therefore 
 greater than the contraction of the ujjper ones. 
 
 This being, continues Professor Barlow, an established fact, 1 consider 
 those engineers very short sighted who make the ujiper and lower mushrooms in 
 ilouble T rails of the same figure, for, in the event of the upper mushroom being 
 worn out, and it is proposed to turn the rail for the purpose of replacing the 
 upper part with the lower; then, since the lower talde supports the greater 
 strain, to turn a rail which has been subjected for many years to a great com- 
 pressing force, (therefore, as may be supposed, greatly altered,) and expect it 
 to sustain still greater strains of extension, will be, continues Professor Barlow, 
 
 • Erpriitnces tiir la force trnjisvirsale rl Irs aulres proprieth dii fer iiiallnif>le, dans son ap- 
 plication aitr chemim de fer, par 1'. liarlow. TraJuit Je I'Aiiglais par C. C^iillRt, aiieien elive 
 de I'Ecole Polyteclinique.
 
 46 
 
 a dangerous experiment. It is for this reason he recommends That all rails 
 should, on the contrary, be furnished with metal at their lower parts, or base, 
 and of the most suitable form for present purposes, without regard to the future. 
 
 It is also stated of the double T rail, says the same author, that as the two 
 sides are alike, whichever adjusts itself best can be placed upwards Avhen it is 
 laid down, but it would certainly be preferable to have the rails manufactured 
 sufficiently uniform that no choice remained to be made. 
 
 We need merely observe, in conclusion, that supposing it desirable to 
 invert the double T rail upon the upper mushroom getting out of shape from the 
 effects of pressure and friction, it would not, in general, fit the sides of the chair 
 with sufficient exactness: the stability of the road would therefore be very 
 imperfect, and the fracture of the chairs more frequent. 
 
 We consider the single T rail of the model that we have described to be 
 more durable than the double T, containing the same weight of metal per metre, 
 and this is not the only advantage which it possesses over the same. 
 
 It is necessary to provide facilities for introducing the rail from above into 
 the socket of the chair in the employment of the double T rail, either vertically 
 or inclined on one side. The space prepared for the reception of the rail in the 
 chair, being of great width, renders it necessary to have the wooden wedges very 
 thick, in order to fix the rail ; the chairs are also required to be very long, which 
 renders them too heavy ; the wedges also soon slip out. The single T rail, on 
 the contrary, can be fixed with a small chair and a smaller sized wedge, which 
 reduces the cost of the chairs, while it increases their stability. 
 
 In short, although our single T rails cannot be turned or rendered service- 
 able for lines of the first class ; they will at least serve for earthwork, or for the 
 execution of smaller undertakings. 
 
 The double T rails are said to possess an advantage over the single ones, in 
 being less likely to upset, since they rest in the chairs upon a larger base. We 
 have not, however, heard of any engineer complaining that the lines laid down 
 with single T rails were deficient in stability. The single T rail does not, 
 according to the general opinion, resist either the vertical or the lateral pressure 
 so well as the double T rail of equal weight, and it is not quite so stiff as the 
 latter, which is a defect. But the difference of resistance, whether to rupture or 
 flexion, is so small that, practically, it has no injurious effect. 
 
 Although we employ the heaviest engines on the Versailles line (left bank), 
 we have never found that our rails were either deficient in strength or too 
 flexible.
 
 47 
 
 Professor Barlow asserts, tliat tJie shape of tlie double T rail does not cor- 
 respond witii the form wiiicli theory would assign to produce the nuuiiuum of 
 resistance. 
 
 The following Table of Experiments made at tlic Decazeville Foundry for 
 the purpose of comparing the strength of double and single T rails, will, however, 
 lead to a contrary conclusion.* 
 
 The numbers referring to the rails used on the Orleans line, and given in 
 this Table, are the mean results of experiments made upon the rails whose 
 casings or coverings were made (the first) witli u mixture of line metal and scrap 
 iron, the second with pure tine metal, the third with a mixture of tine metal and 
 cast with wood, which was used instead of the scrap iron.f 
 
 In making the above experiments, the rails were placed on supports 0"' 05 
 (2 inches) wide and 1'" 25 (4 feet 1 inch) apart, from centre to centre. 
 
 TABLE OF THE STRENGTH OF RAILSJ 
 
 Weight 
 
 mill' 1 inNs ((iin;i,M'uM>iM. 1(1 iin: wi.itiui. 
 
 Kail from 
 l'ari<« lo 
 
 Kail from 
 Paris lo 
 
 Kail from 
 Paris to 
 
 liail of 
 
 Ituil of \ er>Hilles ( Left Hnuk i. 1 
 
 
 
 ill 
 Tons. 
 
 Orleans, 
 
 Orleans, 
 
 Orleans, 
 
 St. Germain. 
 
 Tbe Larger 
 
 The Smaller 
 
 No. 1. 
 
 No. -i. 
 
 No. 3. 
 
 
 Cbampignon. 
 
 Cbampignon. 
 
 
 Met. 
 
 Met. 
 
 Mel. 
 
 jrel. 
 
 Met. 
 
 Mel. 
 
 800 
 
 000000 
 
 000150 
 
 0-00075 
 
 0000000 
 
 0002oO 
 
 0-000000 
 
 9 00 
 
 0-00000 
 
 0-00250 
 
 00125 
 
 0-000000 
 
 000325 
 
 0-003500 
 
 10(X) 
 
 0-tX)050 
 
 000300 
 
 000175 
 
 0-000750 
 
 0-00400 
 
 0004500 
 
 1100 
 
 000100 
 
 00375 
 
 000275 
 
 0-001000 
 
 0-00(iO() 
 
 0-005000 
 
 1200 
 
 0-00125 
 
 0-00450 
 
 0-00300 
 
 0-002000 
 
 0-00700 
 
 0-005500 
 
 13-00 
 
 001.50 
 
 0-00555 
 
 000350 
 
 0-003500 
 
 0-00S50 
 
 0-(X)6500 
 
 1400 
 
 0.00250 
 
 0-00650 
 
 0-004.50 
 
 0-004000 
 
 0-00900 
 
 008000 
 
 1.J00 
 
 0-00500 
 
 0-01 100 
 
 00700 
 
 0-005000 
 
 0-01300 
 
 0-0105(M) 
 
 IGOO 
 
 0-01-200 
 
 0-02100 
 
 0-()OS25 
 
 0-006500 
 
 0-02300 
 
 0-013000 
 
 1700 
 
 001. -^^o 
 
 0-031.50 
 
 0-01400 
 
 0009000 
 
 0-03350 
 
 0-020000 
 
 ISOO 
 
 0-02500 
 
 0-01100 
 
 broke 
 
 0-018000 
 
 broke 
 
 0-28000 
 
 liCOO 
 
 0-037.50 
 
 brjke 
 
 do. 
 
 0.025000 
 
 do. 
 
 0-3S0O0 
 
 20(>0 
 
 0047.50 
 
 do. 
 
 do. 
 
 0-031000 
 
 do. 
 
 broke 
 
 21-00 
 
 005650 
 
 do. 
 
 do. 
 
 0048500 
 
 do. 
 
 do. 
 
 2200 
 
 0-07550 
 
 do. 
 
 do. 
 
 0-065000 
 
 do. 
 
 do. 
 
 22 50 
 
 broke 
 
 do. 
 
 do. 
 
 do. 
 
 do. 
 
 do. 
 
 2.3 00 
 
 do. 
 
 do. 
 
 do 
 
 00«0(X)0 
 
 do. 
 
 do. 
 
 •24 on 
 
 .1., 
 
 .1... 
 
 .lo. 
 
 lir.ik.- 
 
 .lo. 
 
 .1... 
 
 • This table is extracted Iroui the work of MM. Eugene Flachat, Jules Petiet, and Barrault, 
 already cited. 
 
 f These experiments were communicated to us by M. L. de liarruel, the officer appointed 
 to receive the rails on the Versailles Railway (left bank), and afterwards for that of Orleans. 
 
 } See further observations in the article on the luanufacture of ruilway bars. See, also, the 
 plates of rails and explanations.
 
 48 
 
 The weight was applied merely momentarily, and confined to a space of 0™ 07 
 (2f inches) in the middle, and the apparatus was not disposed in such a manner 
 as to allow sufficient time to prove that the rail underwent the whole extent of 
 deflection that the load was capable of producing upon it. These experiments, 
 however, sufficed as a means of comparison. None of the several rails experi- 
 mented upon exhibited any sensible signs of deflection under a weight of eight 
 tons. 
 
 Time only can determine the question respecting the relative durability of 
 single and double T rails, containing the same weight of metal. It is therefore 
 highly desirable that those engineers who have the direction of these channels of 
 comraunicatioii should collect all documents which might lead to the solution of 
 the problem, together with the numerous others connected with the subject of 
 railways. 
 
 The Minister of Public Works .it Belgium, in which country this new system 
 of communication has been much developed, did us the honour of communicating 
 an idea which occurred to him of calling a meeting of the engineers and directors 
 of railways established there, and we regret that his design has not yet been 
 carried out, but trust it will not be abandoned. 
 
 It remains for companies so enlightened and liberal as those of tlie Belgian 
 railways to set the example. 
 
 Returning to our examination of the qualities and defects of the single and 
 double T rails, we beg to state that opinions on this point are at present so 
 divided, that the railways recently constructed with the two descriptions of rails 
 are about equal in number and importance. 
 
 The single T rails are adopted in nearly all the railways in the North of 
 England on the North Midland Railway, on the line of the Manchester and Leeds, 
 the Eastern Counties and the Greenwich, the whole of the Belgian Railways, the 
 line from Berlin to Potsdam, the Versailles Railway, (left bank,) those of Mont- 
 pelier to Cette, of Bordeaux to the Teste, and on that from Naples to Nocerra. 
 
 The double T rail on the other side has obtained the preference on the rail- 
 way from Liverpool to Manchester, the London and Birmingham, the Grand 
 Junction, the London and Southampton, the Paris to St. Germains, to Versailles, 
 (right bank), to Orleans, and to Rouen, the St. Stephens and Lyons. Strasbourg 
 and Basle, and the St. Petersburgh to Paulosk. 
 
 It may be seen upon an inspection of Plates 1, 2, 3, 4, and 5, that engineers 
 have not restricted themselves to varying the relative dimensions of the cham- 
 pignon and of the stem only, but have also modified their shape.
 
 49 
 
 Thus we see the rails on the line of the St. Gerniains, and on the Liverpool 
 ami Manchester, (see Plate 2,) have the chumpigiion loundud on one of the sides, 
 and finished by aii acute angle on the other, which has the effect of extending 
 the surface on which the wheels run in a small degree. The convex face of tlie 
 champignon is obliged to be placed next tlie centre of the way, and experience has 
 proved that the sharp edge, from being frequently defective, is soon destroyed. 
 The double champignon rail, but without these acute edges, was also employed 
 on the Versailles line, (right bank,) which was constructed by the same engiucers 
 as the St. Gerraains Railway, after the completion of the latter. 
 
 The surface of the champignon on which the wheels run was originally convex, 
 as the original rail on the line from Newcastle to Carlisle, which lias been since 
 replaced by one with a plane surface, but there has been a return tluring the last 
 few years to the convex shaped rails. The new rails of the railway from Orleans 
 to Rouen, and of St. Stephens to Lyons are formed convex on their upper surface. 
 
 The flat surface occasions great disadvantages. The wheels of the carriages 
 being formed conical in order to facilitate their passage along the curves; rails 
 formed with flat surfaces are consequently inclined in a direction towards the 
 centre of the road, so that the conical face shall run along the centre part of the 
 champignon : an excess of friction is therefore the result on the straight parts of 
 the line, and slipping in proportion as the surface of the rail is enlarged, since u 
 cone cannot move in a right line along a plane without slipping. Again, if the 
 inclination of the surface of the rail is not exactly the same as that of the peri- 
 phery of the wheel, which is seldom the case, the conical wheels rest only on the 
 interior or exterior edges of the champignons, in passing along them, which cause 
 them to scale. And wherever the inclination of the rails forming the same line of 
 way, differs, it occasions (together with the parts preceding and following this im- 
 perfection,) lateral oscillations, which increase the movements of the apparatus.* 
 
 • When the two conical wheels of a railway carriage are required to move in a right line along 
 the road, it is necessary that they should rest on the rails at points of equal distance from the 
 flanges of the wheeU. If, in consequence of any lateral influence whatever, tlie flanges of one of 
 the wheels should approach nearer the rail, and the other get further removed from it, the car- 
 riage no longer moves in a right line ; the wheels turn along the road in such a manner that the 
 flange which was furthest from the rail approaches nearer, and that wiiich was the nearest 
 becomes more distant. 
 
 It is true that the two flanges are situated at equal distances again from the rails during this 
 process, but for a single instant only, in consequence of the velocity they have acquired obliging 
 them to pass over it; the flange which at first was the most distant becomes nearest, and vice 
 virsa. llie movement of the carriages is therefore iu contrary directions, and their course is 
 rendered tortuous instead of direct and straight. 
 
 H
 
 50 
 
 The inconveniences which we have just described are avoided by making the 
 rails convex, but there is reason to fear that the action of the wheels being con- 
 fined to such a small extent upon the rails, would rapidly wear away their surface, 
 and that the champignon would be worn down in the course of a short space of 
 time. It is not uidikely that it was a knowledge of this fact that led to the 
 abandonment of convex rails. 
 
 The rails adopted at the present time on all the great railways are, with few 
 exceptions, made of the same height throughout their entire length, being called 
 parallel rails, so that a transverse section always presents the same profile 
 wherever it may be taken. There is another description of rail which has been in 
 use for some years past, whose vertical section varies between the points of support 
 in such a way as to aflord a corresponding degree of resistance throughout to the 
 weight of the load. These rails, which are called undulating (ondules), ov fish- 
 bellied rails, on account of their lower edge being formed in an undulating line, 
 are abandoned at the present time, and for the following reasons : 
 
 1st. The sleepers, which ought always to be perpendicular to the centre of 
 the road, cannot be so disposed along the curves, inasmuch as the distances between 
 the points of support are greater on the line of rail forming the outside curve 
 than on that constituting the inner one, the diflerence of distance between the 
 points of support ought to vary with the radii of the curves, but when fish-bellied 
 rails are used, these distances are necessarily made equal. 
 
 2nd. The points of support of fish-bellied rails being necessarily always placed 
 at equal distances, it therefore follows that when a rail becomes broken or gets 
 bent between the supports, it is not possible to slip a sleeper underneath to sustain 
 it, which is often done with the straight or parallel rails, as they are called. 
 
 3rd. It is equally impossible to vary the number of the points of support 
 with fish-bellied rails according to the nature of the soil, weight of the engines, or 
 any other circumstance which may require them to be altered. 
 
 4th. If the soil beneath the supports of a fish-bellied rail, or even a single 
 support, happens to sink, the rail is immediately suspended, as it were, above the 
 soil, and consequently weakened at the very point where it is required to resist the 
 greatest strain. 
 
 5th. The fish-bellied rail contains less metal, according to theory, for an 
 equality of resistance than the parallel rail, but the metal forming it being 
 unequally compressed, is less homogeneous. The manufacture of fish-bellied rails, 
 moreover, presents greater difficulties than parallel rails. Unless formed with 
 the requisite accuracy, they lose their proper solidity.
 
 Fig. 1. •:,- 
 Fiff. 2.; — 
 
 B 
 
 //■ zr 
 
 r-^ 
 
 *■ .' 
 
 
 ::=^ 
 
 51 
 
 6th. Lastly, fish-bellied mils are more difficult to manufacture than parallel 
 rails, and cost as much as the latter, although they contain less metal, and when 
 fish-bellied rails are worn out, they ore found to have lost the greatest part of 
 their value. 
 
 The (lid oast-iron rails all take the form of a section of ecjual resistance, but 
 since they never exceed a length of l" 20 (3 feet 11 inches), they rest on sup- 
 ports at either extremity, the line forming the lower edge is consequently of a 
 convex form throughout. 
 
 The rails are sometimes Fig. 1. \ I ' 7 f |i } pjg 3 
 
 simply laid end to end, form- 
 ing a straight joint, cither of 
 a square or a diagonal shape, 
 as shown by the following 
 cuts. See Figs. 1 and 2. 
 
 Sometimes the champignons are halved in the middle and lapped together, as 
 shown in Fig. 3, the stems being joined in a similar manner, as shown at Fig. 4, 
 or after the plan of Fig. 5. The mode of uniting the rails exhibited in Fig. 1, is 
 exclusively employed on all the French railways, and on a great number of English 
 lines. 
 
 The method shown at Fig. 2, has been employed in Belgium. The jolts at 
 the passing of the carriages over joints formed in this manner are not so percep- 
 tible as those of Fig. 1, but Avhcn the lateral surfaces of the rails are not laid in 
 a straight line, as they should be, but are as shown in Fig. 2, and the flange of 
 the wheels happens to strike or even press laterally against the acute angle A, or 
 against the angle B, the rail is soon broken. 
 
 The method shown in Fig. 3, although expensive, has obtained the preference 
 for some years past on many important lines, especially in Belgium, the stems 
 being finished as shown in Fig. 5.* 
 
 The whole of the rails that we have at present described are always fixed 
 either on stone blocks or wooden .sleepers, by means of cast-iron chairs, but cham- 
 pignon rails terminated below l)y flat feet, which rest immediately on the sleepers, 
 have also been employed. (See the lower row of rails among the specimens exhi- 
 bited on Plate 3.) These rails are known by the name of American Bails, and 
 are kept in their position by iron spikes, as shown in the section of the " Rail tried 
 on the St. Germains Railway,*' Plate 5. 
 
 • See Plate I. " First Series of Railway Practice." Third Edition. — 7V. 
 
 h2
 
 52 
 
 The American rails have been tried on the St. Germains line, where the 
 method of uniting them to the sleepers was found to be deficient in stability, more 
 particularly upon the curves. The lateral pressure of the trains, it is believed, 
 produces this effect upon the fastenings, by forcing the rail from the inside of the 
 way towards the outside. A similar effect is produced upon the pins which are 
 employed to attach the chairs to the blocks and to the sleepers, with rails of the 
 ordinary description, but in a much less degree. Tliis no doubt arises principally 
 from the imperfect union between the rail and the chair. The rail possesses but 
 a weak hold in the latter, more especially when wooden wedges are employed. 
 
 M. Minard, in the course of his lectures upon railways, delivered at the 
 School for Bridges and Highways, expressed himself as follows : " The rails were 
 originally terminated at each extremity by contrivances resembling ears, which 
 were applied upon the blocks and fastened thereto by nails, the rails being placed 
 together end to end by this method. The weight was entirely borne on the four 
 extremities of the ears, and when the upper surfaces of the three contiguous blocks 
 got out of the same plane, the ears which received the direct action of the wagons 
 became twisted, and were often subjected to fracture ; the rigidity of the cast- 
 iron, further, did not allow of the whole yielding together." 
 
 " Hence the idea arose of interposing a third body between the rail and the 
 block, in order to weaken the shocks as much as possible, and the rails were 
 secured to the blocks by the help of an intermediate and separate piece of cast- 
 iron, called a chair. These chairs were fixed to the blocks by two pins." 
 
 M. Minard refers to cast-iron rails, but his remarks apply equally to wrought 
 iron, with this difference only, that the ears do not break in the latter case, but 
 the pins or bolts connected with the fastenings come out. 
 
 Kails formed of wood and iron {longitudinal bearings) are often employed in 
 the United States, but are much less general in Europe. They have, however, 
 already been employed on several railways in Germany and in England. The 
 following English lines are laid upon longitudinal Itearings, with rails constructed 
 of wood and iron : the Great Western, the London and Croydon, the Ulster, the 
 Newcastle and North Shields. Rails formed of wood and iron are employed on 
 different portions of some other lines where wrought-iron rails, after the usual plan, 
 are adopted. Rails laid on longitudinal bearings are used in Germany upon the 
 railway from Heidelberg to Manheim, the Carlsruhe and Magdeburg, the Leipsic 
 and Dresden. 
 
 Rails consisting of a longitudinal sleeper with a bar of flat iron screwed down 
 on the sleepers have been used in the United States, but the screws have been soon
 
 fouiul to get loose, liuils of this description are not to be Ibund on any line of 
 importance in Europe. 
 
 The portion formed of iron in the rails constructed of wood and iron is always 
 cither a champignon head, formed with a base, as the rails of the Newcastle and 
 North Shields and other railways, (see Plate 3,) or a rail sloped like those of the 
 Great Western and otiier railways, and known as bridije mils. (See Plate 3.) 
 Each of these descriptions of rails are fixed to the longitudinal sleepers, either by 
 spikes, like those used with the rail tried upon the St. Germains Kaihvay, (Plate 5,) 
 by screws, or by bolts, as the champignon rails with feet, are secured. 
 
 Tlie longitudinal beams which we consider as forming a constituent part of 
 the rail in lines formed upon the system of continuous bearings, are fastened to 
 the transverse sleepers by bolts or trenails. AVluitever form may be given to the 
 iron rails fixed upon the longitudinal sleepers, they ought always to be fastened 
 with cast iron feet plates let into the timbei-. Tiiey require to be cut at the ends, 
 either obliquely or square, to form the joints. 
 
 The ratio between the height and the base of the iron portion of the rail 
 being much less with rails formed with wood and iron than with the champignon- 
 headed rails laid on chairs; and as they may be secured with as many fastenings as 
 desired, tiiey are therefore less likely to get twisted. They also possess a much 
 greater degree of elasticity than ordinary iron rails, which tends to preserve the 
 materials, and eases the motion of the carriages. 
 
 In localities where timber is dear they are more expensive than rails formed 
 entirely of iron, notwithstanding the price of iron may be low. They appear, 
 however, to be less durable, and occasion an inconvenience in being more difficult 
 to raise and replace than iron rails fixed by means of wooden wedges between 
 the cheeks of the chairs, which defect may become serious when the traffic is 
 considerable. 
 
 Of the two descriptions of iron rails which are lixed upon longitudinal 
 sleepers constituting the lines of way — namely, the champignon rail, formed with 
 feet, and the bridge rail, the latter appears to us to be preferable, as the metal is 
 the most equally compressed. This rail is consequently more homogeneous, and 
 the surface upon which the rails run is not so subject to wear down as the cham- 
 pignon. 
 
 We shall now conclude our description of the different kinds of rails, in which 
 we have alluded more particularly to their shape, and pass on to compare the 
 ditlercnt modes employed of attaching them to the ground. 
 
 In our statements of the respective advantages of the ordinary chauiiiignon
 
 54 
 
 or T rails and the American rails, we give the preference to the mode of listening 
 adopted with the first over that employed for the latter. 
 
 We will now enter into some details which occur in the practice of each of 
 these methods. 
 
 The chairs are fixed to the sleepers, or to the blocks, by trenails and iron 
 pins, which are passed through their feet-plates. When stone-blocks are em- 
 ployed, they are drilled with holes for the chairs at the spot, to receive the 
 trenails, into which the iron pins are driven. 
 
 M. Manby has communicated to the Railway Journal an excellent article on 
 the respective advantages of iron and wooden bolts for fixing the chairs to their 
 supports, from which we extract the following passage : — 
 
 " Stone blocks were employed to support the chairs upon the first railways 
 constructed for the conveyance of passengers ; but in the present practice of the 
 profession it is generally admitted that wooden sleepers are far preferable, as they 
 maintain the width of the way more correctly ; since, by extending the same base 
 to both sides of the way, the two parallel lines of rail forming each line thereby 
 assist each other. In all the various methods adopted of forming the supports, 
 iron pins are, with few exceptions, always employed to fix the cliairs to the 
 sleepers, and which we shall soon refer to." 
 
 " The great experience already possessed by our English neighbours on all 
 points relative to the construction of railways, led them to a discovery of the 
 defects of iron fastenings; and the want of an efficient substitute alone induced 
 
 them to continue their use, without alteration, up to a 
 late period, until the recent experiments of Mr. Wil- 
 liam Cubitt appear to have aiforded the desideratum 
 required." 
 
 " In order to give some idea of the alteration 
 
 which takes place with iron fastenings, and the various 
 
 effects that result from the same, we have annexed 
 
 a representation of some iron bolts, which were taken 
 
 up on the Liverpool and Manchester Railway, after 
 
 being down many years, which are carefully drawn at 
 
 a fourth of their real size." 
 
 " We observe, on examining these cuts, that the bolts are not formed exactly 
 
 of the shape required to fill the holes drilled in the chairs to receive them ; in 
 
 consequence of which defect in their original manufacture, and which cannot be 
 
 avoided where economy has to be considered, there is a want of connexion between 
 
 Fig. 1. 
 
 Fig. 2.
 
 55 
 
 them which lias allowed the water to get into the hole in the chair along with the 
 bolt, by which the oxidation of Ktth is very (luickly elll-ctod. If to this destruc- 
 tive agency we add the shaking which takes place between these two bodies in 
 contact, but not united together, by the passing of the trains, it may be easily con- 
 ceived that every vibration causes a shock of the bolt against the chair which 
 detaches the several layers of rust as fast as they accumulate." 
 
 "Fig. '2 represents the section of a bolt which was originally 1!) millimetres 
 (.748 inches) in diameter, but was reduced by the above-mentioned causes to 
 It millimetres (.35-4 inches) only, while the corresponding hole in the chair was 
 increased in the same way from 19 to 23 millimetres, (.9 inches,) so that 
 a space of 14 millimetres (.55 inches) remained in the chair for the bolt to 
 play. This tigure shows that iron fastenings, which are preferred, <) jiriori, as 
 possessing the greatest strength, and as the most secure, are far from answering 
 the expectations formed of them in practice." 
 
 " The defects which arise from the careless manner in which the chairs are 
 usually made, are as serious as those we have just described in reference to the 
 bolts. There is a want of uniformity, the natural result of their being moulded 
 by the hands of different workmen of uneriual ability, which produces a want of 
 stability in the chair in its connexion with the sleeper, and the rail with the chair, 
 as well as a want of parallelism between corresponding rails, and a deliciency in 
 the uniformity of the necessai-y inclination of the rails towards the centre of the 
 line. It is impossible to form even an approximate calculation of the loss 
 occasioned by these general imperfections, both in the system of fastening, and in 
 the casting of the chairs. The expense of renewing the bolts is nothing compared 
 to the destruction in other parts of the construction. In the first place, the 
 sleepers get displaced by the jolts, and not being able to receive the bolts again in 
 the same holes, are obliged to be changed. Secondly, the chairs get twisted and 
 broken The engines and wagons are, however, more particularly affected, in 
 consefjuence of the want of stability of the road, they are jolted along, by which 
 they sometimes get off the line. The damage direct and indirect is incalculable, 
 especially when from any of the above enumerated causes, one of those unfortunate 
 accidents, by which the safety of the passengers is endangered, and which are so 
 much to be lamented, occurs; hence demands arise, together with verdicts of 
 indemnity, the payment of which always falls upon the companies." 
 
 " It was for the purpose of remedying these great and numerous defects that 
 Mr. William Cubitt, whom we have already mentioned, instructed Messrs. Kan- 
 some and May, skilful engineers at Ipswich, to try some experiments, from which
 
 56 
 
 Fig. 1. 
 
 certain improvements have resulted, which we are about to describe, and with 
 which, through the kindness of Messrs. Manby, brothers, we are well acquainted." 
 
 " The chair represented in Figs. 1, 2, and 
 3, is that employed on the South Eastern Rail- 
 way, and of a new pattern. The points of re- 
 sistance, and the edges are placed in such a 
 manner as to give the chair all the solidity and 
 strength requisite without unnecessarily in- 
 creasing its weight. A rim, c. Fig. 2, which 
 partly covers the wedge B, has been so disposed, 
 as to fix the rail immoveable in the chair. As 
 it is of the highest importance to jirevent all 
 rising of the rail, the rim, c, of the intermediate 
 point is prolonged in the joint chairs, as shown 
 
 2. 
 
 Fig. 
 
 ;i 
 
 by the dotted lines. Fig. 2. The holes, i. Fig. 3, 
 formed in the feet of the chair to receive the 
 bolts, have been arranged in a new way ; instead 
 of being in the same line as in ordinary chairs, 
 their centres take two different vertical planes. 
 The object of this change is to prevent the 
 sleepers being split, either in driving the bolts, 
 or by the passage of the trains, since they are 
 much weakened by the two holes being in the 
 same line, and passing through the same fibres 
 of the wood. The greatest improvement in the 
 manufacture of these chairs consists in the em- 
 ployment of a centre and a metal mould, which 
 
 secures an exact shape and a uniform casting, 
 free from roughness. The employment of a 
 metal mould is more valuable than all, because 
 it secures the seating of the rail with mathe- 
 matical precision in the place it is intended 
 to fill in the chair, as well as the requisite incli- 
 nation toward the centre of the way; without 
 the workmen who fasten the wedges having the 
 power, either from negligence or clumsiness, of 
 fixing the rail in a wrong position." 
 
 " The mathematical exactness of all the 
 
 Fig. 3. 
 
 several parts of the chairs is
 
 57 
 
 consitlered so very important by Mr. William Cubitt, that ho caused all the chairs 
 intended for the .South Kastern Kailway, (of which he was the engineer in chief',) 
 to be examined one by one, and every chair in which the points of contact of the 
 r:til with the checks varied only tiie fraction of an inch in its relation to the base, 
 was by his orders rejected. ^^ i' must, however, add in reference to this point, 
 that among all the chairs cast by Messrs. Ransome and May, of this shape, there 
 were not 2 per cent, returned to the foundry in twelve months a.s faulty, and that 
 among 4,000,OOU kilogrammes, (S,H2U,UUU lbs.) of cast iron chairs delivered for 
 the South Eastern Railway, not one was refused, notwithstanding the strict 
 examination to which they were subjected. This remarkable fact proves at once 
 the great care bestowed by the founders upon the work, and the superiority 
 obtained by machinery over that of the hand." 
 
 " We stated at the commencement that the great defects occasioned by the 
 use of iron fastenings, led engineers to try many expedients, and the substitution 
 of wooden pins for the iron ones, for fixing the chairs to the sleepers was tried, 
 but without obtaining much success. Wooden bolts, used in their natural state, 
 do not answer in dry seasons, as they shrink, and lose some portion of their bulk, 
 which make the chairs ricketty, and occasion alterations in the work, which 
 always end in considerable expense to the Company in the maintenance. Not- 
 withstanding the imperfections of trenails, the defects of iron bolts are sucii, that 
 some engineers are induced to give a preference to the former; M. Seguin, 
 amongst others, who continues to use them. A method was proposed some years ago 
 of remedying the inconvenience of the alternate shrinking and swelling of trenails, 
 by means of compression, or by forcing them, previous to being used, through 
 conical holes." 
 
 The first trials gave favourable results, but it was soon found, when tlii' 
 trenails were taken from the moulds, that they were continually inclined to 
 recover their original dimensions, and that after laying a short time in the stores, 
 they again became subject to yield to all the hygromettnc changes of the au", or 
 medium in which they were placed. 
 
 The method recently adopted by Messrs. Ransome and Fig- 1- Fig. 2. 
 
 May has, however, succeeded in overcoming the dilHculty, P^^ \ ^ 
 
 and the wooden bolts thus obtained have become celebrated 
 for their resistance to the influence of external agencies. 
 The trenails are cut in the direction of the grain, out of 
 a piece of heart of oak, and formed round to the dimen- 
 sions represented in the cut, fig. 1, which is one-fourth of 
 the real size. 
 
 I
 
 58 
 
 " The trenail, thus shaped, is then forced into a mould with a conical aper- 
 ture, whose interior dimensions are made to suit those of the prepared trenail. 
 (See Fig. 2). It is next submitted, in the mould, to the action of steam, for 
 about half an hour, at a temperature sufficient to efiect a kind of fusion of the 
 resin and of the sap, and this period having elapsed, it is allowed to cool." 
 
 " The wood, thus prepared, becomes reduced in volume to about 63 per cent, 
 of its original size, and its transversal strength is increased nearly 50 per cent. 
 The compression, however, is not quite permanent." 
 
 " We must call attention to the circumstance of the interior form of the 
 mould, giving three different diameters to the trenail, so that it resembles two 
 cones, truncated at different bases, but united at their top. The upper extremity, 
 which rests on the foot of the chair, and forms the head of the trenail, is formed 
 the largest, since this part necessarily requires to be of greater strength, in order 
 to be able to support the blows of the mallet in driving. The slight alteration of 
 shape which it undergoes, enables it also to serve the same purposes as an imper- 
 vious cork, and thus prevents the soaking in of water, which might rust the chair. 
 The diameter at A A, fig. 2, is less than at the top, and it is even about a milli- 
 metre (.039 of an inch) less than at BB, at the lower extremity of the trenail, 
 which, when once firmly driven into its place, remains fixed there, by a kind of 
 dovetail, which nothing can break. Any slight tendency to swell which might 
 still remain in wood, thus prepared and compressed, would only increase the com- 
 pactness of union between the wood forming the sleeper and the trenail, which 
 thus forms one solid whole, perfectly homogeneous." 
 
 Whatever may be the relative advantages and disadvantages between the 
 use of iron and of wood bolts, the former have been used on almost all the great 
 lines of railway now existing, and the employment of trenails has not yet been 
 sufficiently general to warrant the condemnation of iron pins. The iron bolts, 
 known by the name of spikes or pins, are either round or fiat-headed. The former 
 are preferable, as the blows of the hammer fall exactly on the middle of their 
 heads, which is not always the case with the flat ones. The heads of these pins, 
 even when well manufactured, and of good quality, sometimes break ofi' both from 
 the blows in driving, and from the workmen striking the sleepers too violently 
 with their rammers. The chair is then secured with iron spikes, in the same way 
 as practised on the American railways. 
 
 Iron screws or bolts are never employed to fix the chairs, but they have been 
 used to fasten the iron rails to the longitudinal sleepers, as before stated. The 
 pins may be placed with the nut either above or below the longitudinal sleeper.
 
 59 
 
 If the screw end of tlie pin and the nut arc placed al>ove the projecting parts, they 
 are liable to be toiidied by the rim of the wheels, it therefore becomes necessary 
 to give a greater height to the iron rail, than when the heads of the screws are 
 sunk flush with the bottom of the rail. The worm of the screw is also liable to 
 get rusted even in the interior of the nut, when the union is not perfect and the 
 air and damp perfectly excluded. And if the worm once becomes rusted, the 
 operation of screwing and unscrewing of the nuts is very difficult. 
 
 The ordinary pins are not used on the Great Western railway, but others, 
 furnished with screw-heads for the exterior portion of the feet only, and screws 
 with countersunk heads are used exclusively for the centre part exposed to contact 
 with the wheels. If the nuts were placed below the longitudinal sleepers, the 
 taking up and replacing of the iron rails would require too much time, as well as 
 great care. Kails of the bridge shape have, however, been fixed in America, by 
 means of pins, the nuts of which were placed below the longitudinal sleeper, and 
 the heads lodged in the hollow interior ut" the rail. (See United States Kails, 
 Plate 3.) 
 
 After all, a screw furnished with a countersunk head, or screw-bolts, appears un- 
 doubtedly to lie superior to ordinary pins. Screws have been adopted on the 
 Croydon Kail way,* as well as on the Great Western. 
 
 The rails are fastened to the longitudinal sleepers by screws on the Haarlem 
 and Leyden Kailway, according to the plan of M. Jiaude; the extremities are also 
 secured by two large pins, which pass right through the plank, and are fixed be- 
 neath by a strong nut. (See Plate 4.) 
 
 Iron spikes are used on the Heidelberg and Carlsruhe line, which possess 
 one advantage over the screws, that of permitting the rail to expand and contract 
 as its temperature increases or diminishes. They are likewise more easily and 
 sooner tixed than screws, and the fastenings can be placed anywhere upon the side 
 of the rail, unless they approach too near the end of the sleeper, or too near each 
 other, when they are apt to split the rail. 
 
 The iron pegs which are employed to fix the chairs, and the spikes to fasten 
 
 the rails to the sleepers, are either plain, as those on all the French railways, or 
 
 ja(f(/ed, as the spikes used on the railway from Haarlem to Leyden, &c. (See 
 
 Plate 4.) The jagged spikes are capable of being tixed firmer than those which 
 
 are plain, but it is impossible to withdraw them without tearing the wood. 
 
 The dimensions of the chairs vary with the weight of the rails, and the 
 
 • See Plate II. Second Series of liailway Practice. — Tr. 
 I 2
 
 60 
 
 distance which tliey are placed apart. We propose to discuss this subject liere- 
 after, in examining the relative proportions between the dimensions of the rail 
 and the distances of the bearings of the supports, and shall limit ourselves at 
 present to some observations on the shape of chairs. 
 
 The form requisite for tlie chair depends on the method employed in attaching 
 the rail to it. 
 
 Tlie rail is fixed to the chairs by iron or wooden wedges, as shown in Plate 5, 
 so tliat in the event of the chair upsetting in any direction, it necessarily drags 
 the rail witli it. It is sometimes fixed by pins and wedges, when the chair is 
 arranged in such a manner that it may incline a little either fore or aft, without 
 the rail losing its position.* 
 
 The ordinary effect of tlie passing of the trains over tlie rails being to de- 
 range the chairs, either more or less; there is no doubt that in the system with 
 the pins and wedges {'■''George Stephenson's Plan") there is a greater probability of 
 maintaining the joints in good condition than in the common system of wedges; 
 but the latter being so much simpler than the other, is almost universally em- 
 ployed. The former system has only been adopted on some of the railways con- 
 structed by Mr. George Stephenson, as tliat of the Manchester and Leeds, and the 
 Midland Counties Ivailway, (Derby.) 
 
 The chairs are composed of a foot, which rests upon the sleeper or on the 
 blocks, and the two projecting cheeks enclose the rail on each side. The foot and 
 the cheeks being formed of one piece, each of the cheeks of the chairs, shown in 
 Plate T), is sustained by two shoulders, and the holes required for the bolts are 
 placed between them in the foot. The cheeks of the chairs have one shoulder only, 
 on the South Eastern Railway, as we have already stated, in order that the four 
 holes of the two chairs may not be placed along the centre of the sleeper. 
 
 We perceive, by an inspection of Plate 5, that the side of the rail touches 
 the cheek of the chair for a short height only in the direction of a vertical plane. 
 By keeping the surface in contact of the smallest extent possible, the connexion 
 is rendered much closer than if they tilled the entire height of the cheek. The 
 bottom of the chair is sometimes convex, so that the rail only rests on a point 
 perpendicular to the centre of the line. This shape has been adopteil principally 
 where pins and iron wedges were used, in order to prevent the chair, when it 
 happens to incline either fore or aft, from dragging the rail along with it ; but 
 
 * vSee the 501bs. to the yard, fish-bellieil Rails, known as "George Stephenson's Plan," 
 First Seiues ol" Railway Practice, Third Edition. — Tr.
 
 Gl 
 
 this defect is not reiiieilicd by these chairs, so well as by those formed after " Gtorg^ 
 Stephen-noiift Plan," for if we supjKtsc that the rail rests oa the top of the convex 
 Iwse of the chair, and the lattt-r hap|)eus to got inclined, it cannot turn oxccptin}; 
 round the lK)lt which is lixiil, for the convex portion of the chair lieconies arrested 
 in its movenicnt by the straight portions forming the bottom of the rail, and the 
 bolt is necessarily forced out. 
 
 When thin iron wedges are employed, the cheek of tlie chair which receives 
 the we*lge is groove«l, or otherwise has a projecting chamfer at the top, lus those 
 nsed on the Roanne line, and on the South Eastern, in order that the wedge should 
 l»e secured in every din-ction. With the same view we liave increased the space 
 K'tween this projection on the Versailles line (left bank), at one of the extremities 
 of the chair. (See IMate 5.) So that the face of the chair, against which the 
 wedge rests, is inclined to the line of the rail — i.e., the space between A A is of 
 less width than B B. There are inconveniences with this system in practice 
 which are sufficient to lead us to reject it, notwitlistauding the advantages which 
 it may ajipear to present in theory; the following are some of them. The rails 
 on a line formed with two ways frequently slide onwards upon the straight parts 
 in the direction which the trains run, which may be cs|KH:ialIy noticed after a long 
 continuance of drought on railways where wooden wedges are employed. This 
 arises from the force of the traction to which the rails are subjected, in consequence 
 of the friction and the shocks of the wheels in passing over the joints, all of which 
 give the rails a tendency to move foricardy particularly when the wedges are dry, 
 as they do not then secure the rails so firndy. The complicated elVect of the 
 friction at the curves and the slipping of the wheels, generally causes the rails to 
 move in a contrary direction upon them. 
 
 In order t<> prevent as much as possible the displacement of the rails, such 
 us we have just mentioned, the wedges should be uniformly driven towards the 
 same direction that the trains proceed. The rails will be secured with nnich 
 greater tlrmness by this method, than if the wedges had been driven in a contrary 
 direction, and the lalx)ur and expense of repairs and maintenance diminished. This 
 forms also a necessary precaution against the danger of accidentjs, for should a 
 rail Ix'come displaced, the extremity lK?ing no longer supported by the chair, is 
 liable to fracture. It is therefore unnecessary to jtrovide for the admi.«;sion of die 
 wedges, by tapering the cheeks of the chairs longitudinally in the tlirection of the 
 railway, either in one direction or the other; it is only necessary to roundrrTiMr 
 edges in order to be able to introduce the wedges without tearing the tibres of the 
 wood on the metal.
 
 62 
 
 We have stated that the rails are fixed between the cheeks of the chairs by 
 wooden wedges, also by pins and wedges formed of iron. 
 
 The wooden wedges are more effective fastenings, when used sufficiently dry, 
 than iron pins and wedges. They do not fracture the cheeks of the chairs from 
 swelling under the effects of moisture, as was feared before they had been tested 
 by experience. The cheeks of the chairs often break in the operation of driving 
 iron wedges or bolts, more especially if this is performed too violently, which 
 accident never occurs with wooden ones. The displacement of the rails in the 
 direction of the traffic is much greater with iron wedges than with the others, 
 since, when once loosened, they afford no support whatever to the rail. 
 
 Wooden wedges have obtained the preference on all the railways constructed 
 in France, and on a great number of those in England. The use of iron wedges 
 has, however, been persevered with in Belgium. True iron wedges were used on 
 the railway from Leeds to Selby, and tapered, in order that they should be in con- 
 tact with the smallest extent of surface possible of the rail. 
 
 Wooden wedges are used either uncompressed or compressed. 
 
 Tlie latter are generally adopted in England, as they effect a secure 
 fastening, but we understand from Mr. Robert Stephenson that he did not employ 
 compressed wedges on the London and Birmingham Railway until the way 
 became consolidated by use, and the displacing of the rails had ceased to render 
 it necessary to be constantly fastening and unfastening the wedges in order to 
 restore the level or to replace the rails. 
 
 On the railways in the environs of Paris, that of Rouen excepted, the wedges 
 employed are formed of uncompressed wood. 
 
 The wedges were dried in a kiln for the railway from Nuremburg to Furth. 
 The compressed wedges have been used on the Rouen since the opening of the 
 line. We have before stated our reasons for recommending that the seat of the 
 rail be made of the same width through the whole length of the chair, after which 
 we cannot do otherwise than advise the use of compressed wedges, by which the 
 joining will always be properly maintained. 
 
 The wedges may be placed either on the inside, that is to say, between the 
 rail and the cheek of the chair nearest to the centre of the rail, or on the outside 
 between the rail and the cheek of the chair furthest from the centre of the road. 
 
 The wedges are placed on the outside on all lines that we have examined, 
 that of St. Stephens to Lyons alone excepted, and for the following reasons : — 
 When the wedge is placed on the outside, it can be carried a greater height, and 
 preserved from decay by being covered with ballasting, but if it is placed within
 
 63 
 
 the way, this cannot be the case, since the flanges of the wheels would rub against 
 the ballasting, 11" not upon the wedge itself. 
 
 Another advantage is also obtained in placing the wedge between the rail 
 and the exterior cheek of the chair, provided it is made of wood. It reduces the 
 efl'cct of lateral shocks on the check, which always take a direction from the 
 inside towards the out. 
 
 The dimensions, and consetiuently the weight o{' the rails, as well as the size 
 and weight of the chairs, ought to be proportionate to the distance which the 
 points of support are placed beneath them, and the weight of the locomotives. 
 
 The proportions eniployod on the most important lines between these several 
 parts are exhibited in the following Table: — 
 
 
 l)i>tilIlCC liClUt.II ill. 
 
 \'i. 1,,.: ..1 
 
 W. :,■:.: ..! 
 
 Rnils weijihinp from 13 to 2.j kilojr. 
 
 Points of Snp|Mjrt. 
 
 Oiiliiiurv tliuirs. 
 
 Juilil Cluiirs. 
 
 
 
 
 per metre (from 27 to 51 lbs. 
 
 
 
 
 per yard) 
 
 metre 90 (3 feet) 
 
 from 7 f 8 i kilog. 
 
 from 9 to 1 1 kilog. 
 
 
 
 (from 15 to 18 
 
 (from 20 to 24 
 
 
 
 lbs.) 
 
 lbs.) 
 
 Rails weighing from 25 to 32 kilog. 
 
 
 
 
 per metre (from 51 to 66 lbs. 
 
 
 
 
 per yard) 
 
 from metre i)0 
 
 frum 7 to 10 kilog. 
 
 from 9 to 1 4 kilog. 
 
 
 to 1 metre 12 (3 
 
 (from 15 to 22 
 
 (from 20 to 31 
 
 
 feet to 3 feet 9 
 
 lbs.) 
 
 lbs.) 
 
 
 inches) 
 
 
 
 Rails weigliinpr from 32 to 37 kilog. 
 
 
 
 
 per metre (from 66 to 76 lbs. 
 
 
 
 
 per yard) aud upwards . . 
 
 1 metre 20 (4 feet) 
 
 from 9i to 12 ki- 
 
 from 12 to 16 ki- 
 
 
 
 log. (from 21 to 26 
 
 log. (from 26 to 
 
 
 
 lbs.) 
 
 35 U.S. ) 
 
 The weight of the rails, which is regulated by their different heights and 
 dimensions, will be found in the Plates. (Seethe explanations of the Plates.) 
 
 Kails weighing less than 20 kilogrammes per metre (41 lbs. per yard,) are 
 placed on supports at distances of 0'" 90 (3 feet) apart, and are too light for 
 carrying the engines used at the present time on the great lines of railway ; these 
 locomotives weigh from eight to sixteen tons, the lighter having four wheels and 
 the iieavier six. We think that rails placed on supports, 0" 90, (3 feet apart,) 
 should be equal to 25 kilogrammes per metre, 51 lbs. per yard, if heavy engines 
 are intended to be constantly used. The engineers of the railway from Strasbourg 
 to Ba.sle have adopted this weight. 
 
 We have found a weight of 7 kilogrammes, (15 lbs.) which we have men- 
 tioned as that of the ordinary chairs on the St. Stephens and Lyons Railway, too
 
 64 
 
 little. The rails on this line being equal to 30 kilogrammes (61 lbs. per yard) 
 in weight, and the supports being 0" 90 (3 feet) apart. We should prefer the chair 
 used on the Strasbourg and Basle line, which weighs 8.50 kilogrammes, (18i lbs.) 
 
 We adopt a chair weighing 9-20 kilogrammes, (20 lbs.) for rails of 30 kilo- 
 grammes per metre (61 lbs. per yard,) as those on the Versailles Eailway, (left 
 bank,) and on the Orleans line, the distance between the supports being 1'" 12, 
 (3 feet, 8 inches.) The dimensions of some of the chairs on the Versailles line, 
 (left bank) could be reduced without inconvenience, as, for Instance, the thickness 
 of the sides of the shoulders, but it is not advisable to alter the height of the 
 foot beneath the rail, although it may appear large, as this part of the chair is 
 the most liable to break. 
 
 When the rail weighs 37 kilogrammes per metre, (77 lbs. per yard,) the 
 supports are placed 1™20 (3 feet, 11 inches) apart, and it has been even tried to 
 increase the bearings to 1'" 50, (4 feet, 11 inches.) but practice has proved this 
 distance to be too great. < 
 
 A chair weighing 9i to 10 kilogrammes, (201 to 22 lbs.) appears too heavy 
 for a rail of 36 to 37 kilogrammes per metre, (73 to 771bs. per yard.) (See the 
 chair used on the line from Paris to Rouen.) 
 
 In our remarks concerning the proportion between the weight of the rail and 
 that of the chair, we have referred to parallel rails only. 
 
 If the rail is Jish-beUied, the tendency of the chair to upset is a trifle dimi- 
 nished, since the height of the rail at the point of support is diminished, tlierefore 
 the chair may be formed lighter, but we must recollect that the undulating rail 
 occasions inconveniences so far exceeding this slight advantage that its use is 
 almost universally rejected. 
 
 It has been already stated that on many of the railways recently constructed, 
 the distance between the points of support has not been preserved uniform through- 
 out the entire length of the line. The distances between the supports on the 
 Rouen Railway are 1'" 12 (3 feet, 8 inches) at the joints, and 1'" 28 (4 feet, 
 2 inches) at the other parts. On those parts of the line from St. Stephens to 
 Lyons where the rails have been relaid, the distances are 0" 80 (2 feet, 7 inches) 
 at the joints, and 0™ 90 (3 feet) at the other parts. 
 
 The distances are as follows on the Orleans Railway : — In the cuttings, and 
 where the soil is good, the distances between the sleepers at the joint and those 
 next to them are 1™ 0, (3 feet, 3 inches,) and between the ordinary sleepers, 1" 25, 
 (4 feet, 2 inches.) Upon embankments, and in those cuttings where the soil is 
 doubtful, the distances between the sleepers at the joint and those next to them
 
 is 0" T.") (2 feet 5 inches), ami the distance between tlic other sleepers is I"' 
 (3 feet 3 inciies). 
 
 The wrought-iron rails are usually 4"' M) (14 feet 9 inches) long; those 
 used on the Rouen line are 4"" 80 (13 feet 8 inches). 
 
 The scantling necessary to be given to the sleepers has been described in u 
 former i>urt of the work. The flat-footed champignon rail, or those used on the 
 line from Hull to Selby (see IMate 3), also those laid down on the Croydon 
 niilway, upon longitudinal beams, may be considered excellent models of rails, 
 formed of wood and iron, after the manner of continuous bearings, for the recep- 
 tion of locomotives. 
 
 The longitudinal beams on the Croydon line are 30 centimetres by 1') cen- 
 timetres square (12 inches by G inches.) The sleepers on which they are laid are 
 placed at distances of 3"' at the leiu?t (9 feet 9 inches) to 4'" 50 ( 14 feet 9 inches) 
 at the most from each other, and have a scantling of 20 to 30 centimetres by 
 10 centimetres (8 to 12 inches by 4 inches). 
 
 Of the different patterns of bridge rails tried upon the Great Western Rail- 
 way, and exhibited in Plate 3, the heaviest is the only one which appears to 
 possess sufficient strength to support the powerful engines employed on this line. 
 
 These rails, weighing 31 kilogrammes per metre (04 lbs. per yard) are fixed 
 on longitudinal beams, which are 38 centimetres by 18 centimetres (l.'i inches by 
 
 7 inches); the sleepers are placed from 3™ to 4'" (9 feet 9 inches to 13 feet) 
 apart. 
 
 The Railway from Leyden to Haarlem is formed with a gauge of way equal 
 to 2™ (6 feet GJ inches), which nearly equals that of the Great Western. 
 Bridge rails, weighing 3U kilogrammes per metre (Gl lbs. per yard), are employed, 
 the longitudinal beams being 38 centimetres by 20 centimetres (14 J inches by 
 
 8 inches); the transverse sleepers are 2'" 90 (9 feet G inches) long, and have u 
 scantling of 28 centimetres by 15 centimetres (11 inches by G inches), and are 
 set at distances of l™ (3 feet 3 inches) apart. 
 
 On a railway, formed of the gauge of 1"' 50 (4 feet 11 inches) from centre 
 to centre, and intended to support locomotives of the ordinary weight, as the line 
 fnjiu Heidelberg to Carlsruhe, bridge rails, weighing 23'50 kilogrammes per metre 
 ( 1-7 lbs. per yard), are found sufficient. The longitudinal beams having a scant- 
 ling of 25 centimetres by 15 centimetres (9{ inches by 6 inches), and the trans- 
 verse sleepers placed 1'" 50 (4 feet 11 inches) apart. 
 
 Some of the bridge raiLs, shown in Plate 3, are not high enough. 
 
 There have been experiments made to determine the theory of the strength 
 
 K
 
 66 
 
 of champignon rails, and the dimensions corresponding to their maximum strength. 
 The third edition of the English Treatise on Railways, by Mr. Nicholas Wood, 
 contains several Tables of the strength of cast and wrought iron rails, but we do 
 not think they possess sufficient interest to introduce in this work, and therefore 
 refer such of our readers who may desire to consult them to the Treatise itself. 
 
 Professor Barlow has shown, by a deflectometer of his own invention, the 
 effect produced by a weight passing in rapid motion over a wrought iron rail, and 
 he has compared the same with the known effect produced by the same weight 
 in a state of repose. He found that, with the chairs well fixed upon stone 
 blocks or sound timber sleepers, the joints of the rails correct and true, and 
 the roadway perfectly solid, that the rail, at the time of the maximum speed, 
 showed a deflection to an extent very little exceeding that produced by the same 
 load in a state of rest upon it, or equal to half the weight on two wheels ; but the 
 motive force would sometimes produce a deflection of the rail equal to double the 
 weight of the load, where there were any imperfections in the way. 
 
 It follows, therefore, that until greater perfection is obtained in the con- 
 struction of railways, we ought to lay down rails of double the strengtli required 
 to resist the average force exerted upon them. Professor Barlow has calculated 
 that 10 to 20 per cent, less than double would be sufiicient, that is to say, a 
 strength equal to 7 tons would be quite suflficient for a locomotive of 12 tons, as 
 the weight is at present distributed. 
 
 And by using greater care for the future in the construction, which may be 
 confidently expected at the present time, this amount may be still further reduced ; 
 or rather by continuing the same strength of rails, engines of 14 to 16 tons* 
 may be employed with perfect security. 
 
 Professor Barlow applied this calculation to the simple T rail, and found the 
 most advantageous dimensions for the bottom web. 
 
 The size requisite for the mushroom head, which varies with the weight of the 
 locomotives used on the line of railway, has been determined from practice. Thus 
 it was found that the mushroom-head rails of 17 kilogrammes per metre (34 lbs. 
 per yard) employed on the Liverpool and Manchester Eailway, were, after a short 
 time, worn down by the engines. 
 
 The rails laid down on the Dublin and Kingstown line, which were furnished 
 with a larger head {champignon)^ although defective, did not so soon wear out. 
 
 * See the different tables of the strength of wrought and cast iron rails, in the third edition 
 of Wood's Treatise on Railways.
 
 67 
 
 The simple parallel T rail of 25 kilogrammes per metre (51 lbs. per yard), 
 and that of the (Jraiui Junction, may be numbered among those possessing the 
 most suitable dimensions. The size of the champignon at the surface where the 
 wheels run is 0"' 05G {'21 inches). 
 
 Experience has also shown that the height of the rails ought not to exceed 
 0"' ll>5 (o inches). 
 
 Taking practical results, and comparing them with deductions of calculation, 
 Professor Barlow determined in favour of the simple T shaped rail, and pro- 
 posed to give it the following dimensions, varying with the distance between the 
 supports : — 
 
 bflwri-ii ihr WiJUl of die 
 points of 1 Mushroom. 
 
 
 
 
 
 
 Wtioiir. 
 
 Width of the Stem. 
 
 Widlh of ihe W<b. 
 
 1 
 
 Height of ih.- Web. 
 
 Total H 
 
 eih'hl. 
 
 Weight 1 Wfinlil 
 per ! per 
 
 support*. 
 
 
 
 
 
 
 running running 
 metre. \ur.l. 
 
 MltlVS Kt. Ill«. Mel. Ill^. 
 
 .Mrl. Ini.. 
 
 .M.I. ?ii>.. 
 
 Mel. Ills. 
 
 M.U 
 
 Iii». 
 
 Kilos. lbs. 
 
 0.90 (3 0) 
 
 0.056 (2.2) 
 
 0.012 (0.472) 
 
 0.024 (0.944) 
 
 ' 0.025 (0.984) 
 
 0.114 
 
 (4.4) 
 
 25.00 (51) 
 
 1.14 (3 9) 
 
 0.056 (2.2) 
 
 0.015 fO.590) 
 
 0.037 (1.4) 
 
 1 0.025 (0.984) 
 
 0.115 
 
 (4.5) 
 
 28 90 (59) 
 
 1.22 (4 0) 
 
 0.056 (2.2) 
 
 0.020 (0.787) 
 
 0.037 (1.4) 
 
 0.025 (0.984) 
 
 0.118 
 
 (4.6) 
 
 30.00 
 
 (61) 
 
 1.52 (5 0) 0.056 (2.2) 
 
 0.043 (1.6) 
 
 0.043 (1.6) 
 
 ! 0.028 (1.1) 
 
 0.126 
 
 (5) 
 
 33.10 
 
 (67) 
 
 These dimensions are nearly similar to those now adopted on the principal 
 railways, and represented in Plate 1, containing specimens of rails from diilerent 
 railways. We perceive, on examining this plate, that the width of the sur- 
 face on which the wheels run is not made less than 0"' 056 (2i inches), 
 excepting on the Orleans Railway, and on the railway from St. Stephens to 
 Lyons. 
 
 The employment of the !•" 52 (4 feet 11 inches) bearing is entirely discon- 
 tinued at the present time. 
 
 The great lines of railway have been opened too short a period to determine 
 the loss which the rails sustain by friction in a certain time, under given circum- 
 stances. 
 
 Mr. George Bidder concludes, from some experiments made by him, and by 
 Mr. Dixon, on the Liverpool and Manchester Kailway, that the reduction of the 
 rail by friction would be 0™ 00028 (o'n of an inch) annually, but he does not 
 inform us of the amount of tonnage which pa.'^sed over the rails experimented 
 
 K 2
 
 68 
 
 upon, or weight of the engines, and many other circumstances which it is neces- 
 sary to be made acquainted with. 
 
 It is, however, remarkable that one of us, M. Polonceau, had the diminution 
 in the height of the rails on the line from Mulhouse to Thaun measured after the 
 railway had been opened three years and a half, and on which four trains passed 
 daily, when it was found to amount to a millimetre ('03937 inch), which gives 
 0'" '00029 for the annual wear, or about ^ of an inch, and the same result which 
 Mr. Bidder has stated. 
 
 Notwithstanding the singular coincidence of these results, we merely state 
 them in order that they may serve for the basis of future calculations, and with- 
 out attaching greater importance than is necessary. 
 
 Some allusion to the Specifications for the manufacture of rails and chairs 
 remains to be made. Perhaps the best plan will be for us to commence with a 
 description of the processes of manufacture, which we have extracted literally 
 from the " Treatise on the Manufacture of Iron," by Messrs. Eugene Flachat, 
 A. Barrault, and Jules Petiet. 
 
 Sect. II. — On the Manufacture of Railf^. 
 
 " The manufacture of rails employed in the construction of railways is an 
 important branch of the business of iron-foundries at the present time, as it 
 affords the manufacturers a ready means of employing all their iron of middling 
 quality." 
 
 " All kinds of iron may be used for rails, provided it can be easily welded. 
 That which possesses the greatest stiffness and durability is, however, the most 
 esteemed. These qualities are found united in a high degree in the greater part 
 of the pudlings made from coke castings, which alone are used, those arising from 
 charcoal being too expensive, and since the latter find a better market when 
 manufactui'ed into iron for the purposes of trade. 
 
 " The manufacture of the difierent kinds of rails differs merely in the shape 
 of the gates or grooves belonging to the cylinders, the general process in the 
 operation remains the same in all cases. 
 
 " The forges appropriated solely for the manufacture of rails are rather 
 larger than those used for general purposes, and should contain 600 to 700 kilo- 
 grammes (1323 to 1543 lbs.) of iron distributed in 3 or 5 bundles according to 
 the weight of the rails in course of formation. The furnace is capable of burning 
 150 to 180 kilogrammes (330 to 396 lbs.) of coke per hour, and each furnace 
 gives on an average 16 meltings in 24 hours, which produces 6 to 8 tons of
 
 G9 
 
 perfect iron. It is necessary to have 5 or 6 furnaces in operation to employ a 
 set of rollers advantageously, and which rerpiire a good engine to work tlieni. 
 
 ■' Hammers are not used in France in the mainifuctiire of rails, but they are 
 employed in some English foundries to weld the l)undles t^igether before they are 
 passed under the cylinders. Thus, when taken from the furnace, the iron is first 
 placed under the hammer, and receives a volley of IT) to 20 blows, it is then sub- 
 jected again for a few minutes to the fire, and afterwards taken to the rollers. 
 
 " This method is verv advantageous, and should have the eil'ect of diminishing 
 the number of bad rails by securing the proper welding of all the several pieces, 
 forming the packets together." 
 
 A hammer of 3 or 4 tons striking 80 blows ])er minute is the usual apparatus 
 employed in this operation, but the tilt-hum inrr produces still better results. 
 
 All rails, even the strongest, may be made in a series of cylinders of 
 0" 35(14 inches) diameter, and 1"' 00 (3 feet 3 inches) broad, but the use of 
 cylinders of 0'" 45 to 0"' 50 (1 foot oa inches to 1 foot, 10 inches) in diameter, 
 carrying a breadth of 1°' 20 to 1" 40 (3 feet 11 inches to 4 feet 7 inches) and 
 making 55 to 65 revolutions a minute, is very properly preferred. 
 
 " A set of cylinders answering this description would require an engine of from 
 60 to 80 horse power. 
 
 '* The formation of a rail is generally etfectcd by two gates or grooves, the 
 first comprising the cylinders which shape the rail, and the second, those which 
 finish it. Both are adapted to the same form of rail, and almost always require 
 to be renewed when the manufacture is altered. 
 
 " The bundles adopted for large rails should always be formed of large dimen- 
 sions. It is as well, in order to avoid overstraining the preparing cylinders, to 
 form their gates (which should be at least live in number) in the shape of right 
 angles, with their upper and lower faces parallel to the axes of the cylinders. The 
 bundles are subjected successively to the action of the rollers, flatways and edge- 
 ways, and the bars composing them thus brought in good condition on every side 
 (X)r welding together. The preparing cylinders at Decazeville (see Plate 6) serve, 
 at the same time, to prepare round iron of different dimensions; the cylinders have 
 one series of lozenge-shaped channels, and two rectangular ones. The bars for the 
 rails are first welded together by being pas.sed four times through the first and 
 second, and once afterwards through each of the following channels, which are 
 lozenge-shaped. (See Plate 6.) 
 
 *' Hails of small section may be formed in the ogee, or the square channels or 
 diagonal preparing cylinders, like ordinary bars of iron; but when there are a
 
 70 
 
 great many of the same shape to make, it is better to employ cylinders formed on 
 purpose, because they always have the effect of facilitating and accelerating the 
 operation." 
 
 " The finishing cylinders are formed with six grooves, whose shape assimilates 
 by degrees to that of the rail which they are employed in making." 
 
 " The simple and double T rails, and those which are bridge-shaped, as 
 the American rails, are always passed through flat, so that the width of the groove 
 coincides with the height of the rail." 
 
 " As it is necessary for the facility of working that the iron should spread 
 about 0™ 001 to 0™ 0015 (to to A of an inch), in passing through each of the 
 grooves, it is therefore evident that each piece, when it enters the first groove of 
 the finishing cylinder, should have a width equal to the height of the rail, minus 
 0™ 001 to 0'" 0015 (A to A of an inch), multiplied by the number of the grooves 
 it has to pass through before it is finished, amounting to about 0'" '005 (i^S).*" 
 
 " The depth is necessarily equal to the width, when the drawing cylinder is 
 composed of lozenges only, or square grooves, placed diagonally, but when they 
 are formed with faces parallel to the axis of the rail, they are disposed in such a 
 manner as to give the bar a rectangular shape when it enters the first groove of 
 the finishing cylinders, and the labour of the latter is diminished without increasing 
 that of the preparing cylinders, provided proper precautions have been taken to 
 give the packets of iron a rectangular shape." 
 
 " Upon a rail being passed through the finishing rollers, the first grooves 
 perform all the drawing out. There should not be more than a small difference 
 between the sections of the two last, since the metal becomes consideraljly cooled 
 by the time it is passed through them, which renders it liable to rent on the sur- 
 face, which would cause the rail to be rejected, independent of the excessive force 
 that would be required in the engine. 
 
 " The pieces of iron pass through the preparing rollers twice, flatways and 
 edgeways, through the first and second grooves, and twice in each of the others. 
 The finishing rollers have five grooves, the iron being passed once through the first 
 four, and twice through the last, which is called the finisher, care being taken to 
 give it a semi-revolution after the first passage. 
 
 " The packets should be passed through the first grooves as quickly as pos- 
 
 * In manufacturing rails with engines of small power, the grooves are often considerably in- 
 creased in size, which renders the grain of the iron very open, by which the layers welded 
 together frequently separate after a time, and cause the destruction of the rails.
 
 71 
 
 siblc, in onler tliat the inm iniiv be weltled lugetlier wliile it retiiuins hot. A 
 moving stage, proviiletl with a hammer, is tbnnJ very mlvuntugeuus in I'acilituting 
 this operation, Ity wliicli tiie end of the bar is heavily liammered, npun Iteing 
 placed on the table of the preparing cylinder. 
 
 "When the npper and lower faces of the mil are .straight, or convex and 
 perpendicular to the axis, the grooves can be formed .symmetrical in both cylinders, 
 but they must be arranged so tiiat each of them shall eiVace the small edge wliich 
 would otherwise be left at the joint throughout the entire length of the bar where 
 the two cylinders are in contact. (Sec Finishing Cylinders used at Terrenoire, 
 Plate l>. ) But when the face of the rail is inclined or on one side, it is generally 
 better that the groove should be formed entirely in the lower cylinder, by which 
 the faces are rendered much superior, and the rail has less tendency to spring 
 when it comes out; which advantages fully compensate fur the .slight inconvenience 
 resulting from the ditlerence in speed of tlie rolling at the circumference of the two 
 cylinders. (See the Finishing Cylinders u.sed at Decazeville, Plate G.) 
 
 ••The rolling of rails rcijuires a great number of workmen; those usually 
 employed comprise the chief ivUer, the drawer^ the two receivers, and the tiro 
 li/tt'rs, and three or four more labourers are necessary to assist in presenting the 
 pieces at the grooves and to lift them away from the top of the male cylinder after 
 their pixssage through. 
 
 " Fish-bellied rails are first formed straight by the preceding methods. They 
 are next passed through a vertical groove, of which the upper part is concentric 
 with a male cylinder, while the lower is eccentric in its relation to a female one, 
 whose diameter is such, that each turn renders the lower edge of the rail curved 
 and of the form required. 
 
 '• The guard iron of this groove is moveable round an axis, so that its 
 extremity always fits exactly upon the larger cylinder. 
 
 " When the rails have a lateral groove, such as the rail employed on the 
 Birmingham and Derby Junction, (see Plate 2,) it is finished in the horizontal 
 grooves, whose width is ecpial to the highest part of the rail in its convex portion. 
 
 " The manufacture of bridge-rails is not more dillicult than that of solid ones; 
 it is only necessary to arrange the cylinders so that the iron shall be rolled equally 
 in all directions. If the rail was formed of the proper slmpe at once, with the 
 interior faces pandlel, it must be evident that the cheeks would necessarily be 
 much less compressed than the top and base, whereby the rail would conse(|uently 
 be defective. Therefore, in order to avoid this inconvenience, the workmen com-
 
 72 
 
 raence by giving tlie rail an open form, like that shown at Fig. 11, Plate 6; 
 and the sides are drawn together during its last passage, when the foot is brought 
 parallel to the surface which is intended to receive the wheels. 
 
 " When the rail is passed through the finishing cylinders, it is placed on a 
 cast-iron table {plaque a redresser), and dressed with the greatest accuracy to the 
 shape required by means of wooden mallets. 
 
 " The rails are cut by a niachine placed at the end of the dressing table, so 
 that upon the last operation being finished, the end of the rail is cut before it has 
 time to cool. 
 
 " The cutting of the rails is generally performed while they are hot by 
 circular saws. Both ends are frequently cut at the same time in England, the 
 distance between the saws, which are placed parallel, being equal to the length of 
 the rail when finished and cold, plus a quantity equal to the amount which it 
 contracts during the period of cooling. The length of the rails, however, is not 
 always rendered the same by this method, as they are not all cut at the same 
 temperature. The French Railway Companies, perhaps, attach too great import- 
 ance to an uniformity in length of the rails. They begin by cutting one end of 
 the rail, when it is allowed to cool, and the extremity remaining to be cut is after- 
 wards re-heated and cut to the length required. 
 
 " The Railway Company should determine the method to be employed for this 
 purpose, and it is important in all cases, unless a slanting joint is desired, that 
 the end of the rail should be perfectly square, the proper accomplishment of which 
 should be kept constantly in view in tlie arrangement of the saws with the rail. 
 This apparatus is composed of two parts — one, which is fixed, consists of the sate ; 
 the other is moveable, and forms the stage on which tlie rail is placed, and which 
 is contrived so as to approach the edge intended to cut the rail by an arrange- 
 ment that causes the axis of the saw and the rail to be always perfectly parallel. 
 
 " The diameter of the saws varies in the different foundries from 0" 80 to 1"" 20 
 (2 foot 7 inches to 3 feet 1 1 inches). They are fixed in two cast-iron discs, and 
 fixed at the extremity of a shaft which makes 800 to 1000 revolutions per 
 minute. Large blades possess the advantage of not wearing out so soon as 
 smaller ones, also of being able to be re-set more frequently ; but the latter are less 
 expensive, and do not become so soon clogged, and are therefore often preferred. 
 The teeth of the saws are turned back in some foundries, to allow of play and to 
 render the operation easier. They endeavour to preserve their temper as long as 
 })ossible by passing them through a trough full of fresh water during their 
 revolution. The edges require great management notwithstanding these pre-
 
 73 
 
 cautions. They ought to be changeil iintl inspected iifter every 24 hours' work 
 to ensure of perfect i>erforumnce. It is necessary to liave at leiust three or four 
 extra saws for each apparatus. 
 
 " The static for the rail is ennhled to move in a hiteral direction and parallel 
 to its length by slides carefully adjusted. This plan is followed at the works of 
 Decazeville, but more especially at the English foundries. (See the representations 
 of a double gaic for cuttituf both enils of the rails at the ndiue time, IMate 7.) 
 Since, however, this apjjaratus is both expensive and dilficult to make, and but 
 rarely answers the purpose, tliere is periiaps some reason for preferring the j^iivot 
 support, of wliich we give a rough sketch in Plate 7. (See a nini/le .saw for 
 cuttimj the end only of a rail at a time. ) The rail is generally placed flatways 
 on the stage, but it is sometimes fixed edgeways to reduce the lateral run of the 
 carriage, and secure a right angle at the joint." 
 
 " When the rails are severed by a nitter, tliey are fixed at one end in a sort 
 of vice, furnished with jaws, which embrace the rail horizontally, as shown in 
 Plate 6. (See riee for cuttin<] the rail.s.) The severance is accomplished by 
 a sort of axe, which is struck lieavily by a hammer. This method is generally 
 employed to cut the second end after the first has been cut by the saw, but it 
 would be better to employ the latter expedient for botli." 
 
 " When the extremities of a rail are not both cut at the same time, it is 
 necessary to re-heat the end remaining to be cut before cuunnencing tiie operation. 
 The heating may be eflected in a forge fire, but a small reverberating furnace 
 answers better, which should be furnished with four or five openings upon each face, 
 corresponding exactly witli the form of the rail. The l)ars are laid partly in the 
 furnace and partly on a cast-iron support, furnished witli a horizontal roller to 
 facilitate their movements. Upon their being sufiioieiitly heated, tliey are 
 removed and cut either with the saws or by the axe." 
 
 " When the saws are set incorrectly, the ends of the bars are not taken off 
 exactly perpendicularly to their axis, in which case it is necessary to employ the 
 chisel and file to form them properly after they are cold. The same means are 
 resorted to whenever any inequalities are left at the ends, which give the rails a 
 bad appearance. This ojieratiun is generally found indispensable, and is practised 
 in all foundries." 
 
 " Although the rails are dressed while hot on their leaving the rollers, upon a 
 table formed of cast iron, where they are left to cool, still it is seldom that they do 
 not require redressing upon their Incoming cold. This operation may be performed 
 in different ways. The plan followed at Decazeville, and at many other foundries, 
 
 L
 
 74 
 
 is to place each bar on an anvil, furnished with grooves of the same shape as the 
 rail, and by striking it with a heavy hammer the workmen form it to the shape 
 required." (See anvil for redressing the rails, Plate 6.) 
 
 " A horizontal lever screw is very successfully employed at Creuzot Iron 
 Works for this purpose. (See the details of this machine, Plate 6.) It is worked 
 by three men, and all parts of the rail presenting inflections successively undergo 
 the action of the screw. About a dozen blows generally suffice to accomplish the 
 purpose required. If the rail is not expected to caste during the cooling, the cast 
 iron table on which it is placed on quitting the saw is formed plain ; but when the 
 section of the rail presents greater density on one face than the other, as the 
 Great Western Rail for example, the bar is placed on a table formed with a convex 
 surface, corresponding to the form of the rail, and it is so arranged that the 
 difference which it undergoes from the effects of contraction in cooling shall cause 
 it to return to the figure required." 
 
 " The workmen either employ a strong chisel to break the refuse rails into 
 pieces upon their being required for other purposes, or a vertical lever provided 
 with a fly-wheel, which is more economical : the rail is placed on two small cast- 
 iron brackets sufficiently close, with the point where the rail is required to be 
 broken, which is previously marked by a notch placed in the centre between them, 
 the force of the screw is then applied to it, and the fracture eifected. The operation 
 does not generally present any difficulties, since the iron constituting the rail is 
 not sufficiently soft to bend rather than break. This apparatus is used at the iron 
 works of Creuzot, where it answers very well. 
 
 " The bundles or packets of iron, which are employed to make the rails, being 
 too heavy to drag along the ground, from the furnace to the rollers, are therefore 
 drawn along on small trucks formed of cast and wrought iron, and run on two 
 wheels ; the bottom of the truck is a little higher than the table of the preparing 
 cylinder, and is furnished with a cast iron hammer placed at its extremity, by 
 means of which the workmen strike the end of the packet forcibly, and force it 
 into the first gate or groove, which method greatly expedites the work. 
 
 " The transport of the rail after being drawn out is effected by a four wheeled 
 truck, the bottom being formed of plate iron. 
 
 " We have now described the principal apparatus employed in the manufac- 
 ture of rails, and we may add that it is very expensive, and costs considerable 
 sums in maintenance, so that the expenses connected with these works can only 
 be repaid where the amount of manufacture is considerable. 
 
 " The bundles of iron intended for the manufacture of rails are generally
 
 75 
 
 composed of iron of two qualities, viz. : No. 1, iron which iscinployod for the inte- 
 rior, and No. 2, for the external covering, since it is essential that tiie upper part 
 of the rail, which forms the surface on which the wheels art; to run, should be us 
 free from defects as passihle; thus for every 10(H) kilogrammes (2,205 lbs.) of 
 rails manufactured tliore will be us follows : 
 
 1st, 1000 kilogrammes (2,20') lbs.) of rails suitable for reception on 
 
 the line. 
 2nd, 100 „ ( 220 lbs.) ditto, liable to rejection. 
 
 3rd, 100 „ ( 220 lbs.) by loss in furnace. 
 
 4th, 125 „ ( 275 lbs.) of cut ends. 
 
 Total weight 1325 kilogr. (2,920 lbs.) 
 
 Thus the bundles intended to make rails, 4'" 50 (14 feet 9 inches) long, 
 and weighing 30 kilogrammes per metre (GOJ lb. per yard,) weighing altogether 
 135 kilogrammes (297 lbs.), will require a weight of 
 
 135 kilogrammes (297 J lbs.) for the Rails. 
 17 „ (37 lbs.) for Cut ends. 
 
 13 „ ( 28^ lbs.) for loss in furnace. 
 
 Total weight U!5 kilogrammes (363 lbs.) 
 
 In making rails of 3(5 kilogrammes weiglit per metre (72] lbs. per yard), 
 and 4" 80 (15 feet 8 inches) long, as those on the line from Paris to Kouen, and 
 like the bundles shown in Fig. 6, Plate 6, we shall have 
 
 173 kilogrammes (38H lbs.) for the Rails. 
 21.70 „ ( 47? lbs.) for Cut ends. 
 
 17.30 „ ( 38 lbs.) for loss in furnace. 
 
 Total weight 212.00 kilogr. (467 lbs.) 
 
 The relative proportion between the weight of the iron forming the outside 
 and that of the coarse iron, varies from ^ths to ^rd. 
 
 Thus, in making up a packet of 165 kilogrammes (363 lbs.) in 6 or 7 
 lengths, there would be about 
 
 55 to 48 kilogrammes (121 to 105J lbs.) of No. 2 Iron. 
 110 to 117 „ (242 to 2575 lbs.) of No. 1, or Coarse Iron. 
 
 Total 165 165 kilogrammes (363 363 lbs.) 
 
 L 2
 
 76 
 
 The length of the bundle would be about 1™ 000 (3 feet 3 inches) for Rails of 
 173 kilogrammes (381^ lbs.), and there would be 
 
 71 to 61 kilogrammes (156 to 134 lbs.) of No. 2 Iron. 
 141 to 151 „ (311 to 333 lbs.) of No. 1, or Coarse Iron. 
 
 Total 212 212 kilogrammes (467 467 lbs.) 
 
 And the bundle would be nearly 1'" 20 (3 feet 11 inches) in lengtli. 
 
 " The greatest dimension given to bundles is a width of 0™ 162 (6 inches), 
 with a thickness nearly equal. In order to ensure that the casings, carrying a 
 width of 0™ 162 (6 inches), should cover the interior bars exactly, it is necessary 
 that the latter should consist of bars of 0"' 108 and of 0" 054 (of 4 inches and 
 of 2 inches) in width, and 0™ 18 (7 inches), and arranged as shown in the Figs. 
 1 and 3, Plate 6." 
 
 " The bundles are sometimes composed, as represented in Fig. 5, Plate 6, 
 for the purpose of giving a better quality to the edge of the champignon, in which 
 case bundles of 165 kilogrammes (363 lbs.) are employed, as 
 
 80 kilogrammes (176 lbs.) of No. 2 Iron, 
 and 85 „ (187 lbs.) of No. 1 Iron. 
 
 Total 165 kilogrammes (363 lbs.) 
 
 " The quality of the No. 1 iron, however, must be very inferior to require 
 so large a proportion of the No. 2. 
 
 " A bundle of this size is formed of three sorts of iron, at the Decazeville 
 foundry, viz. : 
 
 The centre of No. 1, weighing 85 kilogrammes (187 lbs.) 
 
 The lateral pieces of No. 2, „ 25 „ ( 55 lbs.) 
 
 The top and bottom casings of No. 3, ,, 55 „ (121 lbs.) 
 
 Total 165 kilogrammes (363 lbs.) 
 
 " They have endeavoured, in some foundries, to use up the ends cut oiF by 
 the saws, in the composition of the bundles, in consequence of which the iron did 
 not become properly welded. These fragments are now generally used for making 
 the coverings, together with the coarse iron." 
 
 " The casings being intended to form the surface for the wheels to run on, 
 consequently require great care in their manufacture. The bundles employed in
 
 forming tliciu weigh as much ils those employed for the rails, ami may be composed 
 of iron of tlie same dimensions; hut as it is in general diUicult to fmd bars of 
 No. 1 iron 0™ 162 (G inches) wide, it is necessary to employ the fragments of 
 the casings of No. 2 iron, or to make them expressly, unless No. 1 iron, 0™ 135 
 (5 inches) wide, is preferred to be used as the bundle. Fig. 2, Plate G." 
 
 " In order to render the ends of the rails available in the composition of the 
 bundles forming the casings, it is necessary to make pieces of No. I iron of such 
 a shape as to till up the cavities at the sides of the rails, between the two project- 
 ing flanges. (See Fig. 7, Plate G.) The packet is then composed in two 
 ditVerent ways, either as shown at Fig. 2, by bringing in pieces of No. 2, 0" 1G2 
 (6 inches) wide ; or emi)loying bars, 0"' 135 (5 inches) wide, of No. 1 iron, if 
 the former is impossible. It is evident that the first method is the best, but it 
 is also the most expensive. 
 
 " In the composition of these bundles, the casings are always of the same 
 length throughout, but the interior bars may be composed of pieces of different 
 lengths, placed end to end. The bundles employed in forming the rails, on the 
 contrary, recjuire to be made with bars, all of the same length. 
 
 " Fig. 8, Plate G, represents the mode of forming a packet intended to be 
 made of small bars of No. 2 iron, which are employed in the bundle. Fig. 5. 
 
 " The welding of the casings is made by a set of rollers of the same strength 
 as tliose employed for the rails, and freiiuently in the same gates, but with the 
 cylinders changed. Thus rails are made for a period of 18 days, at the works of 
 Decazeville, and casings for the 8 following, and so on in succession. The set 
 used at the Creuzot works consist of four gates, two of which serve for the rails, 
 and the other two for the casings. 
 
 " The number of bundles placed together in a furnace to re-heat depends on 
 the size of the bottom, and on the dimensions of the pieces. It is not, in general, 
 loaded with more than three packets when of 210 kilogrammes in weight (4G3 lbs.), 
 four of 1G5 kilogrammes (3G3 lbs.), or five of 135 kilogrammes (297^ lbs.) 
 
 "There are about fifteen or sixteen heats in twenty-four hours; thus a fur- 
 nace will produce, on an average, 7 or 8 tons of finished rails in this period, with 
 a consumption of G50 to 700 kilogrammes (1443 lbs. to 1543 lbs.) of coal per 
 ton." 
 
 The following notes complete the amount of information derived from Messrs. 
 Flachat, Petiet, and Barrault : — 
 
 A second furnace is made, in some foundries, next the principal one, where 
 the bundles to l)e heated are commenced, by which the heat usually lost in the re- 
 beating ovens, which is considerable, is turned to a useful account.
 
 78 
 
 The use of the hammer, more especially the tilt hammer, to weld the packets, 
 is doubtless very advantageous. We must, however, remark, that the perfection 
 of the welding depends much less on the force of the compressing power than on 
 the nature of the surfaces of the bodies to be united, and on their state of tempera- 
 ture. It requires to be varied according to the different qualities of the iron; 
 the furnace, therefore, requires more attention than the forge, in order to effect 
 good welding. 
 
 The iron employed at the works of Alais was found very diiEcult to weld, 
 and it was not until after a number of trials that it was accomplished. 
 
 Presses are often substituted for hammers, since they do not cost so much 
 in setting up, require less motive power, and are not so apt to produce splitting. 
 The hammers also create shocks which injure the machinery ; lastly, presses may 
 be attended to by workmen at a less rate of wages than those employed in working 
 the hammers. Presses, however, do not clear the iron so well as the latter. 
 
 Messrs. Flachat, Petiet, and Barrault describe a new machine lately employed 
 in England for hammering, which, according to their statements, appears prefer- 
 able in many respects to both hammers and presses. We are not ourselves suffi- 
 ciently acquainted with this machine to be able to speak of its merits. We have 
 noticed it in order that the engineers of new lines of railway may study, and either 
 recommend or give instructions to the manufacturers respecting it, provided they 
 approve of it, since no means should be neglected to obtain perfectly welded 
 rails. 
 
 The rolling of the packets ought always to be commenced by passing them 
 beneath the cylinders sideways, to bring the several pieces close together before 
 they are compressed ; and they should be subjected to a very slight rolling only in 
 a direction perpendicular to their length. 
 
 The difficulties connected with handling a heavy bar in a red-hot state, and 
 of placing it, when badly dressed, correctly in the seats in connexion with the 
 saw, has led to the custom of cutting one end, directly the bar leaves the cylinders, 
 to be almost universally rejected. 
 
 The greatest precautions ought to be taken to prevent the extremities of 
 the rails oxidating when they are re-heated, preparatory to subjecting them to the 
 saw. As the air which penetrates between the rail and the sides of the opening 
 contributes greatly to this oxidation, the joints should therefore be welded with 
 the greatest care. The derangement of the teeth of the saw is principally attri- 
 butable to its contact with this crust of oxide of iron. 
 
 The saws are difficult to keep in proper adjustment and in good order for
 
 working. The axis of the siiw uiul that of tlu' rail are rart-ly parallel, iiotwith- 
 stamliiig all the care of the setters; besides which, some of the jiarts ure apt to 
 get twisted on one side. An adjusting screw is very useful for regulating the 
 portion of the rail in the supports. 
 
 During the operation of suwing, upon the end of the rail Wing half cut 
 through, it becomes inclined, and its weight tends to tear away the jiart still 
 remaining to In* cut. The tool also follows the line presenting the least resistance, 
 by which the section is rendered obli<iue. The end ought therel'ore to be sup- 
 ported until entirely cut through. 
 
 The teeth of the saws also get deranged, and the slightest twist on the side of 
 a tooth lH?comes most injurious at every revolution of the wheel. The twisted tooth 
 drags the saw out of the cutting plane, and makes a new furrow, and conse(|uently 
 a series of scratches, in an oblique direction across the rail. It is necessary to 
 take out any twists in the teeth as soon as they appear. The teeth should be 
 made a thickness of 0'" "04 (li inches,) in order to eiuible them to resist flexion. 
 It is further necessary to change the saws every twelve hours. The effects of 
 work and friction cause a loss of from 0°' 004 to 0™ -005 (-157 to •19(i of an 
 inch) per diem. 
 
 Sect. 111. — MinuUs of Spec!Jicati(m.'< fur supplying if Rails, Chairs, TniuiiLt, 
 
 and HVJf/t'.s. 
 
 A. — .Uinttte,'! of Specijicatiom for supplijinij of Hails. 
 
 Amongst the means taken for obtaining good workmanship from the manu- 
 facturer, one of the most efficacious, doubtless, consists in imposing stringent 
 minutes of specifications upon him. 
 
 We must, however, admit, that notwithstanding whatever pains may be taken 
 in drawing this up, it ofl'ers but a slender guarantee if the Company should not 
 .M-dect a resjKictable tradesman, one in a position to fultil his engagements, and at 
 the same time allow him a fair price for his work. 
 
 It often hapjx'ns that companies are tempted by low tenders, and conse- 
 quently cheated by the nninufacturer, who cannot realize a profit except by sup- 
 plying an inferior article. When this material is once badly manufactured, it is 
 seldom that the neeessary time can be allowe<l for replacing it. 
 
 The coercive and remedial measures provided in the minutes of specifications 
 are always unavailing. The Company is besides exposed to a process of arbitra-
 
 80 
 
 tion, and when recourse is taken to this, the judges, being averse to ruin the 
 manufacturers, generally behave with great indulgence towards them. 
 
 We should, therefore, advise Companies either to apply directly to manufac- 
 turers of known standing, or to proceed to make a fair selection from among a 
 certain number of them. 
 
 The conditions wliich ought to be stipulated for in the statement of specifi- 
 cations may be described as follows : 
 
 1st. The manufacturer should have a plan or model of the rail transmitted 
 to him, bearing the Company's stamp, and a letter signed by the Engineer. He 
 should form his cylinders of such dimensions, that the rails produced may be 
 exactly similar to the rail represented by the model, or in the drawing. 
 
 2nd. The first rail manufactured ought to be sent to the Engineer of the 
 Company, and the manufacturer should not be allowed to proceed until the 
 Engineer has notified his approval of the sample. 
 
 This precaution having been neglected by the Versailles Railway Company 
 (left bank), the Engineer consequently did not receive the sample until 400 tons 
 weiglit had been made, through the carelessness of an agent, who absented him- 
 self from the foundry when the manufacture of the rails was commenced. The 
 shape of the rail was not so correct as it ought to have been, but yet not suffi- 
 ciently defective to warrant the refusal of the 400 tons which were ready. If the 
 minutes of specifications had contained the above clause, the Engineer would have 
 been informed in sufficient time to have had the cylinders modified. 
 
 3rd. The iron of the rails ouglit to be at the same time hard, stiff", and 
 tenacious. Iron of a hard description is preferred for the construction of rails, 
 which is that least esteemed for ordinary purposes. 
 
 Since iron bars resist the force arising from the power of traction in the 
 direction of their fibres better than they do the effects of pressure, it is always 
 desirable to place them in the works, so that the effect should be carried in their 
 longitudinal direction; and it is especially necessary that the iron should be 
 tenacious to resist this force. 
 
 It is impossible to obtain the above stated desideratum upon railways. The 
 efforts of the motive power, however, tend to break the bars in a direction perpen- 
 dicular to their length, producing at intervals a kind of vibration, the force of which 
 varies with the weight and velocity of the trains, and this destructive effect on 
 the rails is seconded by the friction arising from the wheels. It is subjected also 
 to a particular kind of action, and of which there is no example in the other appli- 
 cations of iron to useful purposes. The bars forming a railway alone, are situated
 
 81 
 
 under these circumstances— viz.. that of being liable to be destroyed by exfoliation 
 or scaling, and dividing into fibres, extending iikmg in their longitudinal direction. 
 Iron of superior quality, and that which is considered best for certain pur- 
 poses, is not therefore eligible for tlie construction of rails ; while tiiat which is 
 generally rejected is, on the contrary, the most suitable. Thus the rails employed, 
 some years ago, on the St. Stephens Railway, and manufactured with charcoal, 
 although considered to be of excellent quality, were soon destroyed ; while those 
 employed on our lines in the environs of Paris were made of iron cast with coke 
 furnaces, which lasted excellently well, though rejected for the purposes of con- 
 struction and machinery. 
 
 •1-th. That portion of the rail on which the locomotives and wagons run, 
 which, on those formed entirely of iron, constitutes the inti.s/ii\H>m, being the por- 
 tion most liable to wear and tear, ought therefore to be made the strongest, and 
 the intermediate part of tlie rail, or that forming the stem in chamjtignon rails, may 
 be of inferior quality; thus, all the champignon rails used in France are required 
 to be as follows: — The champignon of No. 3 iron, and the stem of No. 2. The 
 rails employed on some of the English railways are composed entirely of No. 3 
 iron.* 
 
 The quantity of No. 3 iron to be used in the manufacture of rails should be 
 determined by the minutes of specifications. This quantity and its divisions 
 are dei>endent on the shape of the rail. It is generally made a third in double 
 champignon rails. The bundles are then composed of No. 1 and No. 2 iron. 
 No. 1 becoming No. 2, when the bundle is rolled, and No. 2 iron, No. 3. (See 
 the preceding article on the manufacture of rails.) 
 
 We stated at page 43, that rails have been manufactured in England, with 
 the champignon composed of hammered iron, and the stem rolled, but we observed 
 that they were not united properly together in the rolling. Some difficulty 
 is even found in joining the No. 2, and No. 1 iron properly. Some English 
 engineers have given a preference to rails composed entirely of No. 3 iron, on this 
 account, notwithstanding their greater cost. 
 
 5th. The upper layer or casing of the bundle for the single T rail, and the 
 upper and lower casings of those for the double T, ought always to be composed of 
 one plate each as shown by the figures. (See Plate 6.) 
 
 This condition not having been observed in the first rails manufactured in 
 
 * The force of flection to which the rails are subjected being ciianged into one of traction at 
 their luwer iwrtion, it would be prudent to require that simple T rails should have their bubes 
 made of Nu. 3 iron.
 
 o 
 
 82 
 
 France, many of them consequently split longitudinally in a vertical plane, and 
 separated the two pieces forming the surface on which the wheels run. All our 
 great foundries possess cylinders at the present time, capable of forming these 
 coverings of one piece. It is, however, necessary to specify their employment, lest 
 from motives of economy, and in order to work in the waste pieces, the manufac- 
 turers should form some part at least by the old method. 
 
 6th. The section of the rails at their ends should be exactly perpendicular 
 to their axles. It is well known in laying down the rails that it is necessary to 
 leave a certain space between the ends as an allowance for contraction and expan- 
 sion. If the section of the rail is oblique to its axis, the rails may appear to be 
 situated at a suitable distance apart, at the level of their upper surface, and yet 
 be in contact below. 
 
 The greater part of the rails delivered to us for the Versailles line (left bank), 
 were cut at one extremity only properly, which arose from that being cut by the saw 
 and the other by an axe. 
 
 It is therefore necessary to describe that both ends of the rail shall be cut by 
 the saw, or by some other efficient instrument. The manufacturer ought to guarantee 
 the employment of the requisite machines. 
 
 7th. A proportion of i^ of the rails forming the supply ought to be of the 
 same length to a millimetre ('039 of an inch), A may be received less, provided 
 they are of a uniform length of 3" 75 (12 feet 3 inches) to 4" (13 feet). 
 
 It is important that all the rails used upon the straight portions of the road 
 should be of exactly the same length, in order that the points of support may be at 
 uniform distances, and that no delay should arise, or embarrassment, in selecting 
 the bars when workmen lay down the way, or when they require to replace a bar 
 that may become damaged during the working of the line. 
 
 It is necessary to cut some of the rails in order that the joints should be all 
 normal along the curves. They are formed of various lengths accordingly. When 
 the curves are of great radius, like those employed on the French lines of rail- 
 way where great speed is employed, the point to be cut off is very trifling. The 
 operation ought to be performed in the workshops of the company. They dispose 
 them also as we shall hereafter explain, so that the number of rails to be shortened 
 is inconsiderable. 
 
 If 2*0 of the quantity of rails are received of less than the standard length, 
 provided they are free from defects, excepting at their extremities, it gives the 
 manufacturer an opportunity of getting such rails off his hands. These rails 
 may be generally employed at the siding places, the workshops, &c. 
 
 8th. The rails should not present any kind of defect, such as cracks, dents.
 
 83 
 
 or other flaws. These imperfect ions miiy \)o sonu'tiines pnsscvl over when sitimted in 
 the stems, but if they are found in tlie nmshrooni, the rails oujrht not to Ik? retvivcil. 
 
 9th. The rail should Ik- redressed, ut the exj)ense of tiie manufacturer, wlien- 
 evernecessary. We liad all the rails for the Versailles Railway (left bank) nuide 
 at the Decazcville foundry, and all those which were badly dressed at the foundry, 
 or damaged in the carriage, were redressed in our workshops. The exiK'iise of 
 carriage to the workshops ought also to be borne by the manufacturer. It is liir- 
 ther prudent to include in his contract the additional labour of conveying the 
 rails directly to the spot where they are recjuired to be used. 
 
 loth. The quality of the iron employed for the rails nmy be tested by break- 
 ing them, but as it would be expensive to break a large number of rails, a mode of 
 trial by weight is preferred, in which they are re<juire<l to support a certain load. 
 When there is reason to believe that the iron will not break, it is sometimes sub- 
 jected to a blow from a rammer, or let fall upon some hard .substance from a given 
 height, in the same way as artillery axles are tested. 
 
 The Minutes of Speciticatioiis for the supplying of rails on the Government 
 lines do not stipulate for testing by blows. We, however, think it is well to 
 reserve a right to demand it. A very slight blow will sometimes have the eflect 
 of breaking a rail, which might cause a serious accident ; and it is necessary to 
 guard against such casualties as much as possible. It is needless to add, that no 
 more than a few rails, taken at random from the whole supply, are tried. 
 
 The Government specifications state the weight which champignon rails, of 
 30 kilogrammes per metre (60i lbs. per yard), are required to support, the rail 
 l>eing placed on supports at distances of 1'" 12 (3 feet 8 inches) apart. (See the 
 Documents.) 
 
 11th. We may judge in some degree of the stillness and tenacity of the iron 
 by means of testing, but use alone can determine its comparative hardness, and 
 power of resisting exfoliation. It is therefore necessary that the manufacturer 
 should warrant his goods for the space of (one year) from the time of their being 
 brought into use : the extent of this warranty being always fLxed beforehand. 
 
 ll'th. The Company ought to reserve the right of placing their own agent 
 in the foundry, to overlook the manufacture. 
 
 The interests of the Comjiany require that it should be represented at the 
 foundries during the course of manufacture, since the rejection of a large quantity 
 of the supply would cause an incalculable loss of time, as well as money, as we 
 have l)efore remarked. It is therefore prudent to take steps to preclude the pos- 
 sibility of being forced into this course. 
 
 u 2
 
 84 
 
 The Minutes of Specification ought moreover to stipulate — 
 The time of delivery, and the place where it is to be made. 
 The periods of payment. 
 
 A fine should be imposed on the manufacturer, if he does not make the 
 delivery at the time and place specified, the extent of which fine ought to be in 
 proportion to the loss sustained by the Company from the delay. 
 
 Lastly. It is necessary to name the arbitrators, or rather one arbitrator, in 
 the Minutes of Specifications, who should have an unequivocal right of decision 
 in every dispute between the manufacturer and the Company, without being bound 
 by forms or processes, and who ought to reside near the works. 
 
 The price' paid for the rails on the St. Germains, and on the railway from 
 Versailles to Orleans, some years since, was at the rate of 42 francs (£1 15s.) per 
 100 kilogrammes (220 lbs.), and delivered at Paris, which is equal to 35 francs 
 (£1 9*\ 2rf.) at the foundry. 
 
 The new rails on the St. Stephen's line were manufactured at the foundry of 
 Terre-Noire at the rate of 36 francs, 75 cents, (£1 10^. Id.) per 100 kilogrammes, 
 (220 lbs.) The manufacturers took the worn out rails as well as the old rails, 
 which they replaced at the price of 24 francs. (£1.) 
 
 The price of rails has since fallen, the supplying of rails for the lines from 
 Montpellier to Nismes has been let at the rate of 32 francs, (£1 6s. %d.) per 100 
 kilogrammes, (220 lbs.) taken at the foundry. 
 
 The rails costless in Belgium, the price of 23 francs 90 cents, (19s lOrf.) 
 was paid on the lines of the section from Aus to the Meuse. 
 
 The iron used in France, for the manufacture of engines, costs one half as 
 much again as that employed for rails. 
 
 The inspector intrusted with the reception of the rails ought to feel satisfied 
 that the work will be executed by the time fixed; he should preside over the 
 manufacture to see that the several clauses in the specifications are carried out. 
 
 He should direct his attention to the management of the upper furnaces, 
 examine their conditions, anticipate the chances of any obstacles and impediments 
 occurring, and take care that the number of puddling furnaces, and those used to 
 heat the rail a second time, are sufiicient for an average monthly produce, and in 
 regular working condition. 
 
 He should see that the bundles of iron are composed of Nos. 1 and 2 iron in 
 
 the requisite proportions, and provide precautions, so that during the night, or any 
 
 other time when he is obliged to be absent, the proportions should remain the same. 
 
 He should never allow the top and bottom casings to be made otherwise than 
 
 with one plate only, of the whole width of the bundle.
 
 85 
 
 He should examine and see timt tlic welding is perfect, especially ut the ends 
 of the rails, and should make it his business to detect any holes and flaws tliut 
 may be sometimes concealed by iron or lead filings, and soldering, which may be 
 hidden by a coat of red oxide of iron. 
 
 He should satisfy himself that the rails are of the requisite length, and that 
 they are cut jKjrfectly stjuare at their ends. 
 
 IK' should also devote the greatest attention to the shape of the rails, and 
 see that they are of the retjuisite form throughout. The surface of tlie rails aa 
 which the wheels run is freciuently irregular, which ought not to be tolerated, since 
 it prevents their receiving tlie requisite inclination on being laid. The inspector 
 should direct the rails to be piled up in regular figures, in order that they may be 
 counted quickly, to facilitate their removal, and to prevent their being changed at 
 the time of removal. He ought, lastly, to send a monthly report to the chief 
 engineer, stating, — 
 
 1st. The number of rails manufactured ; 
 
 2nd. That of the rails to be received ; 
 
 3rd. An approximate calculation of the quantity which will be made during 
 the following month. 
 
 The transmission of these documents is a guarantee to the central adminis- 
 tration of the vigilance of their agent. 
 
 B. — ^finut^'s of Specificatiom for the Manufacture of Chairs. 
 
 The chairs, like the rails, should be exact copies of the original model, the first 
 chair cast ought to be sent to the engineer of the railway and the manufacturer 
 should not be allowed to proceed until he obtains a '\vritten approval. 
 
 Kesju'cting tlie reception of the chairs — it is especially important, that the 
 rail should lodge properly between the cheeks of the cliuir, and be in perfect con- 
 tact with the same, and of the bottom upon which it rests ; that the base of the 
 chair, or the part intended to rest on the block, or sleeper, should be perfectly 
 plain; that the holes which are to receive the pins should be of the given dimen- 
 sions, and formed perfectly vertical. We were obliged to reject a great number of 
 chairs on the Versailles line (left bank), on account of the holes being either too 
 small or formed obIi(iuely, and the surface of the base uneven. 
 
 The cast iron for the chairs ought to be of a grey colour, free from flaws, air 
 holes, or other defects of the same kind. Tiie grain ought to be neither too close, 
 too open, nor too fine, or dense.
 
 86 
 
 The French government, like that of the Belgian, have accepted of cast chairs 
 for the government lines, of the first melting as well as those of the second. 
 
 The upper furnaces which produce cast iron of the first melting, being subject 
 to variation during their progress of working, the castings made therefrom are 
 therefore sometimes of diiferent qiialities. It is consequently difficult to obtain 
 chairs of a uniform quality, and we must not forget that the fracture of one of bad 
 quality, during the passing of a train, might occasion a serious accident. 
 
 If, therefore, chairs of the first melting are intended to be made use of, it is 
 most important that a careful agent should be appointed at the foundry, who 
 should constantly watch the furnaces, and cause the run to be stopped, whenever 
 the metal appears bad, or of middling quality. An active surveillance of this 
 kind is unnecessary for castings of the second melting, but the difference in price 
 being so great between the castings of the first and second meltings, we should not 
 hesitate to prefer the first at the present time. 
 
 Chairs are paid for by the kilogramme; the specification ought to fix the 
 weight, which may vary within certain maxima and minima limits. 
 
 When they are less than the minimum weight, they should be refused ; if, on 
 the contrary, they exceed the maximum., the manufacturer should not be paid for 
 the excess. (See Government Minutes of Specifications in the Documents.) It is 
 very important that the manufacturer should be subjected to this condition, since it 
 is easy to increase the price of the chair without much extending the given form. 
 The addition of a small quantity to each of the chairs, although almost imperceptible, 
 greatly afiects the total weight. 
 
 The quality of the chairs is tested by breaking a certain number, taken at 
 random from among the supply. Government has very properly given instructions 
 for experiments to be made on the cast iron of which they are made, since there 
 is reason to fear that they would otherwise be run with castings in hot air, and the 
 iron, although of small tenacity, presents a satisfactory appearance when broken. 
 
 The tenacity of the metal forming the chairs may also be tried by placing 
 therein the end of a rail, and wedging up between the rail and the chair, by 
 means of a machine, until the chair breaks : the amount of pressure exerted being 
 capable of being ascertained. 
 
 When a certain portion of the supply is decided to be of bad quality, one 
 seventh, for instance, the engineer should have the power of refusing the whole 
 supply, without being obliged to break a greater number of chairs, and the manu- 
 facturer ought to be liable to a fine, to be previously determined, by way of 
 damages. 
 
 We were obliged to reject the entire supply on the line of the Versailles
 
 87 
 
 (left bank), although wo had ordfrcii thcui to be iiiuilo after an approved ex- 
 ample. 
 
 The engineer of tlie line ought to require of the manufacturer a year's war- 
 ranty for the chairs as well as for the rails; ho should also reserve a right of send- 
 ing an agent of his own selection to overlook the process of their manufacture. 
 
 The minutes of s{)ecitications for the chairs ought to contaiin the same rela- 
 tive articles concerning payuK-nt, place of delivery, Sec, as that for the rails. 
 
 The chiiirs of the second melting un the St. (lermains, the \ ersailles, and the 
 Orleans Railways, were obtained principally from the foundry of Founhambault, 
 and were paid for at the rate of from 30 to 31 francs (£1 5.v. to £1 8.s'.) jh-T 100 
 kilogrammes (•J20lbs.) The price of chairs at the last letting of the government 
 contracts wa^i 23 francs (19*-. 2</.) per 100 kilogrammes (220 lbs.) for those of 
 the first melting delivered at the yards of the Compiuiy. 
 
 C. — MiuuU'^ of Spi'cijicationji for the J'iiis. 
 
 The minutes of specification for the bolts should state their size and weight. 
 
 They should be made of iron of the second quality, tested by bending them 
 by blows with a hammer under an angle of 45", and redressing them afterwards. 
 
 They ought neither to break nor crack. 
 
 The head of the bolt should form part of the same piece with the body ; 
 when they are only welded together, they part under the blows of the hammer, or 
 during the passage of the trains. 
 
 Therefore a certain number .should l>e tried when they are delivered, by strik- 
 ing their heads, or subjecting them to any process directed, to detach the head of 
 the pin from the shank. 
 
 l>. — .\[iiiutej< of Specijications for Wooden WtJijes. 
 
 It is highly important that all the wedges arc made from a good pattern, 
 which should lie sufficiently thick and long to fasten the rails firmly in the chairs, 
 and due Icflgth left to allow of their being driven up further when they get 
 dry. 
 
 A certain numW-r ought to be tried on their delivery, by driving them between 
 the rail and the chair. 
 
 They ought to Ix* made of dry wood, and as free as possible from knots and 
 other defects. They should Ix; cut from wood of straight and compact grain. 
 
 Wedges made of pithy wood, or of weak grained, shrink from the eflects of
 
 88 
 
 drought, which renders it necessary to refasten them frequently. They also 
 frequently split under the blows of the mallet, and last only a little time. It is 
 important that the wedges should not be cut out by the saw, as it reduces their 
 consistence and tears their fibres, so that they are liable to be grazed against the 
 sides of the chairs during the operation of driving. 
 
 The wood should therefore be split, but since this cannot be performed with 
 sufficient uniformity for the process of planing, it is necessary that they should 
 be first prepared. 
 
 The plan of driving the wedges by a hammer into a steel mould, furnished with 
 cutting sides, by which they acquire a shape somewhat resembling that finally 
 required, is found to answer very well. The wedges are afterwards finished ofi" by 
 the plane. 
 
 Wedges manufactured after this method, are worth 150 to 175 francs, (£6 5s. 
 to £7 5s. 10(7.) per thousand at Paris. Wedges, however, are more economi- 
 cally manufactured by machinery. 
 
 SUPPLEMENTARY NOTE ON BRIDGE RAILS. 
 
 Bridge rails are sometimes placed on cast-iron plates at each end, in order that 
 they may rest directly on the sleepers at these points, otherwise they are liable to 
 get out of a level at their extremities, in consequence of the unequal resistance of 
 the longitudinal sleepers. The shocks arising from this cause, inconvenience the 
 passengers, as well as act prejudicially upon the materials. 
 
 Although this arrangement allows of the rails being in perfect juxtaposition, 
 yet it, nevertheless, presents serious inconvenience, which it is necessary to notice. 
 
 The vibrations on the cast iron plates being violent, the pins become shaken, 
 and play is by degrees produced in the timbers, until at length they cease to hold 
 the rails. The wood is too much injured to admit of the bolts being re-driven, as 
 the holes are increased in size from the motion of the bolts, and therefore do not 
 close again. It is difficult to replace them, even in any way, as the sleepers are 
 generally found to be unsound under the extremities of the rails, and incapable 
 of affiardiug a hold to the pins. 
 
 The same inconvenience arises in replacing a rail which may have sprung, 
 or in removing one that is worn out or otherwise defective, since the shocks are 
 not broken by wooden wedges (placed between the rail and the chair), which form 
 an easy safeguard, with ordinary rails, against all the inconveniences enumerated.
 
 ( II A r rKK V. 
 
 OF TlIK LAYING DOWN AND MAINTENANCE OT TIIK WAV 
 
 The laying down of the way is one of the most important operations in thr 
 instruction of n railway, and requires the greatest care. 
 
 A road carelessly laid occasions considerable additional exi>ense. It renders 
 the motion of the carriages disagreeable to the passengers, and may l>e the cause 
 of most serious accident-^. We propose to jxiint out. in this cliapter, the m-ci'ssary 
 jtnHautions that should l>e taken to execute the way with the ri'(|uisit<' j)erfocti<in. 
 
 The chairs usually employed in France, in tixing the rails, are nailed to the 
 MtKlcs, or the sleepers, in workyards appropriated for that purpose, before the 
 laying down is In'gun. 
 
 This ojwration, which jireoedes the execution of the way, is knowti by the 
 name of s/ioeituf. The tirmiiess of the rail with the block, or the sleeper, depi-nds 
 on the degree of care taken in the shoeing, and on the inclination of the chairs to- 
 wards the centre of the road In-ing constantly uniform. The surface of the rails 
 on which the wheels run are usually perpendicular to their height, and the bases 
 of the chairs (excepting at the changing places, see Plates l."), IS, and 21 ) formed 
 S4)uare and level ; tlie rails, therefore, necessarily derive their recjuisite inclination 
 from the sleepers. It is generally accomplished by the workmen charged with the 
 shoeing, notching the sleepers to the proper slope. The f/nn', or (•//(///■, is then 
 placed in the notch, which is proved by the <j(iu(je for fixiiuj the chaira, shown in 
 Plate 10. 
 
 This gauge, as we may observe by studying the Plate, is compose<l of two 
 ends of rails, fixed by screws to the extremities of an iron bar. The length of the 
 bar Ix'tween these pieces of rails, should be made exactly etpial to the tlistance 
 between the two opposite rails nf the way, and the upjMT surface of the two ends 
 of the rails ought to have the same inclination towards the middle of the bar, that 
 the rails are required to Vk- laid to, in reference to the centre line of the way. 
 
 When the gauge is used, a chair is connected to the rails at each end, 
 secured by a we<lge in the usual manner a.s those on the line. The bases of these 
 
 .\
 
 90 
 
 chairs are tlien placed on the sleeper to be shoed, in such a manner, that the 
 distances at each extremity of the sleeper are nearly equal, when the notches are 
 marked. The gauge is now taken up, and the workmen shape the notches by the 
 eye; and when they have made the necessary inclination, the gauge with the 
 chairs is again tried, until they feel assured of the chairs resting properly in their 
 places. The workmen next bore the holes for the bolts, keeping the chairs in 
 their places at the time, and finish by driving the pins ; upon which the wedges 
 are removed, and the gauge taken away. 
 
 This operation is generally done by two men, who work together, one at each 
 notch ; and by tlie system of task-ivork : when they are not overlooked, they often 
 endeavour to save time by neglecting to finish off the notches made upon the first 
 cutting, if the chairs fit tolerably well. The heavy blov/s of the hammer also 
 twist the bar of the gauge in driving the pins, unless it is very thick; if, 
 however, it resists, they take out the wedges and finish by driving in the pins 
 after they have removed the gauge. The chairs, therefore, have neither the 
 distance nor the inclination required. It is therefore necessary, before paying 
 these workmen, to examine each of the sleepers that are shoed, and prove them 
 carefully, or a large number taken from among them, and it is advisable, in order 
 to prevent delays, to place the workmen under the inspection of a sharp overseer. 
 
 The gauge ought to be strongly formed, the intermediate bar being sufii- 
 ciently thick to prevent the workmen altering its inclination, and the ends of the 
 rails should be adjusted by strong screws, firm enough to prevent any play. 
 The gauge requires to be tested, not only when it is received from the hands of 
 the maker, but very often during the period of being used. 
 
 We have observed sleepers laid on some railways in England, witli the 
 notches only formed upon them, the chairs, pins, and rails having been put on 
 afterwards. This plan is more simple than that which we have just described, 
 since it is not possible to place the whole of the sleepers perfectly square, although 
 it is requisite when they are shoed beforehand. The rails, however, never occupy 
 the spaces left for them in tlie chairs precisely, when it is followed, but take dif- 
 ferent inclinations, notwithstanding the notches having been properly cut; for in 
 taking up the models from the sand, when the chairs are moulded, irregula- 
 rities are always left, and the chairs, from other causes, are not always ex- 
 actly alike. 
 
 We may therefore presume, that laying down the road in this manner will 
 render it less regular in character than when the chairs are adjusted on the 
 sleepers previously. But viewing it in another point of view, we see that ma-
 
 91 
 
 chinerj can be emplovod for cutting the notches, so that a prent number of 
 sleejiers may l>e cut at the same time, without fittiiij: the cimirs, which is inap- 
 plicable in the former case, by which a great saving would be realized. 
 
 It is seldom that all the notches are regular, whatever plan may be pursued, 
 from which serious variations arise in the inclinations of the rails. I'erhups it 
 would be more advantageous to give a certain inclination to the base of the chair, 
 and merely to fix it upon the surface of the sleeper, after the same was properly 
 dressed. 
 
 The shoeing is done either by the day, or by tusk.trork. Two skilful workmen 
 can shoe from 40 to 50 sleepers in a day of 10 hours, who are paid at the rate of 
 1.') to 20 cents per sleeper; so that their day's work would amount to S francs. 
 (8.S-. 4(/. each.) 
 
 The rails intended for the permanent way should be re-dressed by the manu- 
 facturer, whenever they are bent, whether delivered so or caused by being used 
 upon the earthwork. This operation, which should always precede the shoeing 
 and laying down, may be performed with the rails either heated t>r cold, by ham- 
 mers. The rails are always heated previous to undergoing this process on the 
 Versailles line (left bank); but the opposite plan is pursued on the Strasbourg 
 and liasle Kaihvay, the rails being always cold when it is performed. A\'e think it 
 as well to le-heat the rails when the weather is cohl. The llnrizoutal Srn-ir Lrnr 
 represented in I'late (i, and before alluded to at page 74, is sometimes advan- 
 tageously substituted for the hammer. 
 
 The direction and height of the rails should always be correctly indicated by 
 means of pickets placed along the centre of each line. These pickets ought to be 
 placed closer upon the curves than in the straight portions. The surface of the 
 heail of each picket ought to correspond witii the jfroposed level of the rails. 
 
 The Workmen should level the ground before commencing these operations, 
 and ram that part of the ballasting upon which the sleepei-s are intended to be 
 laid. The latter being then placed on it, should be beaten down in the most 
 careful manner, for since the soil is newly laid and hard, the sleepers consetiuently 
 rebound at every blow of the rammer, by which the pins are liable to be jerked 
 out of the chairs. 
 
 The sleejMjrs being thus laid on the soil, and the rails fixed in the chairs, 
 they are brought to the re^juisite level by packing the ballasting l>cneath them 
 with the wooden mattocks shown in I'lates 8 and 9. 
 
 In i)erforming this ojK-ration, also in that of ramming the balhisting under the 
 sleepers previous to laying; it is necessary to manage so that the earth at each end 
 
 N 2
 
 92 
 
 of the sleepers, for a distance of 40 centimetres (1 foot, 4 inches), should be packed 
 firmer than in the middle ; for if this precaution is neglected, the road will soon 
 lose all its stability. The trains, in fact, press directly on the ends of the sleepers, 
 but indirectly only upon the middle portions ; so that if the resistance is made 
 equal throughout the entire length of the sleepers, the middle portions alone are 
 soon compelled to sustain all the weight, as the soil settles from beneath the 
 extremities; when the sleepers consequently bend at the passage of every wheel in 
 the train, and shake the soil away at the ends, and only settle by throwing ofi" 
 the ballasting, Avhich covers them, until the evil increases to such an extent, that 
 the road soon loses all stability. 
 
 The small level shown on the Plate last referred to, is employed in laying 
 the way, and is used in the following manner : 
 
 The men commence by sticking iron pickets into the ground before them, 
 and in the direction of each line of rails, the projections at their lower extremities 
 being made on a level with the pickets placed along the middle of the line, which 
 we have already alluded to, that is to say, at the level of the surface of the rails. 
 
 Two levels, A A, are placed on these projections, and fixed to the pickets in 
 a vertical position. The levels are painted on each side, and in two colours, 
 the lower part white, and the upper red or black. 
 
 The workmen carry two other levels in their hands, painted one colour, the 
 height of the one at C (see cut) being equal to that of the level A, from its foot 
 to the top of the white part. The height of the other, B, is equal to that of C, 
 with the height of the rail added to it. 
 
 The laying down of the way is carried on by the foreman taking the level C, 
 and placing it on the end of the last rail of the portion already laid ; he causes a 
 joint sleeper to be laid at the distance of one rail, and regulates its height by the 
 level B, which one of the workmen holds at the base of the chair; the lineal
 
 93 
 
 distance is given by means of a cord. The intt rmcdiatc slceiicrs are utterwards 
 laid down by a deal rule, whicii ouglit to be of tlie same letigtli and height as tiie 
 rail; they then beat them down, drop the rails into the ciiairs, and drive in the 
 wedges. 
 
 Upon several rails Iwing thus laid, and temporarily wedgeil, they verify the 
 direction of the line; and if the work does not appear sulHciently correct, they 
 modify it, by forcintr the sleepers by levers, to tlie right or to the left of the 
 centre line of tiie way, as may be necessary. They also regulate the height of the 
 sleepers, and tiually adjust them by packing the ballasting beneath, by means of 
 rammei-s and mattocks. 
 
 The layers employed use a piece of plate iron, of a certain thickness, to 
 measure the distance required to be left between the i-nds of the rails; this space 
 ought tol)e 4 millimetres (0.157 inch) in winter, and '2 millimetres (U.7H inch) in 
 summer. 
 
 The rails being securely laid, the whole is finished i»y laying ballasting suffi- 
 ciently thick to effectually cover the sleepers, and to allow of ramming in the 
 middle of each line, and in the space between the two lines of way. This addi- 
 tional coat of ballasting prevents the sleepers rotting by the alternate moisture and 
 drought, and preserves sufficient humidity in the lower layer to nmintain proper 
 consistence. The convex portions, which may appear superlluous, is soon used 
 in the maintenance of the way. 
 
 We cannot dwell too much on the advantages of ballasting the road properly, 
 not only as a means of diminishing the expense of nmintenance, but of rendering 
 accidents less frequent and serious. 
 
 If the road is not pmperly ballasted along the curves, the sleepers are liable 
 to get displaced laterally, which may have the effect of throwing the trains off" the 
 rails, and the consequences are more serious when the ballasting is bad, since the 
 latter forms the best medium of opposition whereby to airest the progress of the 
 wheels. In the event of a locomotive or a carriage running off" the line, the bal- 
 lasting stoj>s them gradually without causing any violent shocks, and consequently, 
 risk of danger. 
 
 If the layer of ballasting is not sufficiently thick, tlie wheels of an engine or 
 wagon which may have run off' the rails, would soon be broken to pieces by the 
 shocks arising from striking against the sleepers. 
 
 In laying the rails along the curves, the outside rails of each line are elevated 
 above the level of the inside ones, for the purpose of counteracting the centrifugal 
 force. The additional height necessary to be given to the exterior rail above the
 
 94 
 
 interior, depends on the radius of the curve, and the general velocity of the trains. 
 Where the trains travel at high velocities, it should be about 2 centimetres (0.787 
 inch) for curves of 1200 to 1500 metres (1312 to 1640 yards) radius. 
 
 It is prudent in laying rails upon an embankment, to keep the rail on the 
 side next the slope a little higher than that next the centre line of the road, as the 
 earth settles most on this direction, and unless this precaution is taken it would 
 be frequently necessary to take up the way. 
 
 In each of these cases that we have just referred to, in which the rails 
 are required to be placed at diiferent heights, the lower rail should always be laid 
 at the regulated level of the line. 
 
 The laying down of the way upon the constructive works ouglit to be care- 
 fully studied. It is especially necessary to interpose a layer of ballasting, of suit- 
 able thickness, between the road and the masonry, in order to guard against the 
 effects of vibration. It is equally requisite to place a layer of ballasting upon the 
 bridges and timber viaducts. This dead weight affords stability to these descrip- 
 tions of works, which is very necessary, and it facilitates the re-dressing of the 
 road. 
 
 If rails are placed on timber bridges, and laid directly on the boards, the line 
 inevitably gets out of order by the play of the wood-work, and it is soon brought 
 into a very bati state. The chairs and fastenings of the rails get out of their 
 places, and the repairs are rendered very difficult. 
 
 The laying of ballasting upon wood-work also possesses the advantage of pre- 
 serving it from fire, to which it is liable from the occasional fall of inflammable 
 particles from the engines, more especially during the dry summer season. 
 
 They have replaced the rails upon some artificer's work on the railway from 
 Strasbourg to Basle by square bars of iron, screwed to the longitudinal sleepers ; 
 the pressure of the trains being consequently distributed over a very small surface, 
 consequently crushes the wood beneath the rails, and since the latter is also exposed 
 to alternate moisture and dryness, it soon loses its consistence, whereby the screws 
 which the wheels pass over are rendered ricketty, when it becomes necessary to 
 replace them with bolts. The employment of bridge-rails, according to Mr. 
 Brunei's system, would be more advantageous in this case, as is done on the Kouen 
 line. 
 
 The laying of the way is performed either by the day or by task-work, in 
 gangs, generally composed of eight men, viz. a foreman, and seven labourers. 
 There is reason to fear that the work cannot be executed with the requisite care 
 when performed by task-work, as mere labourers, who generally undertake it, can-
 
 95 
 
 not be considered resjionsible. It is iuipussihle to guurd uguinst their negligence 
 by making them pay the expense of altering the work. Tlie line also soon gets 
 out of order, ej^pecially where laid on earthwork, from causes j>erfectly in<lipon- 
 dent of the degree of perfection with which tiie road is laid, and wliicli it is inijtos- 
 sible to guard against. It is therefore very diilicult to define the conditions to be 
 observed in keeping the road in order in the specifications. >Ye may state that 
 notwithstanding these great difficulties in the mode of executing the laying down 
 of the line by t^iskwork, it is generally preferreil. It is important to subject the 
 workmen to a rigid surveillance. 
 
 The price varies with the localities; we have paid the foreman at the rate of 
 4 francs (3*'. 4(/. ) per day, and the labourers 3 francs (2.f. 6</.) The price for 
 task-work is at the rate of 75 cents per metre {lil. per yard) for eacli line of 
 rails, comprising the transport of the rails and sleepers from the workshops on the 
 way (coltituiift) to distances of 500 metres to (500 metres (546 yards to 65G yards), 
 which is accomplished by wagons pushed along by the men. 
 
 The chief foreman on the line from Strasbourg to Basle receives 3 francs 
 (2.<. 6(/.) and the labourers 2 francs (l.y. Sd.) per day, and the task-work is 
 paid for at the rate of 42 cents per metre (id. per yard) for each way, the 
 sleepers being forwarded along the line to them, as well as the rails, and the level- 
 ling of the ballasting was paid for separately. 
 
 The foreman was paid 4 francs (3.v. 4(/.), the under-foreman 3 francs ( 2.v. G(/.), 
 and the assistants 2 francs 50 cents (2.s'. 1'/. per day) on the line from Lille to 
 the Belgian frontier, and the laying amounted to 44 cents tlie running metre 
 (4k/. per yard) for each way. (See the Documents.) 
 
 It is calculated that a gang, well supplied with rails and sleepers, ought to 
 lav .jO metres (55 yards) of one line uf rails in a day of 10 hours. 
 
 It is as well to omit the supply of the ballasting in tiie contract with the 
 workmen, as it is unnecessary to spread more ballasting than is absolutely re- 
 (piired to carry the sleepers. The remainder, as we have already stated (at page 
 35), ought to be conveyed in wagons. A list of the tools required by a gang of 
 workmen will be found in the Documents, together with their cost- 
 Mr. W. Cubitt, the engineer, has adopted a different i)lan on the South 
 Eastern Railway from that which we have given. The following descrij)tion of 
 the method is extracted from an article by Mr. Manby, and inserted in the '' Rail- 
 way Journal" : — 
 
 " Mr. Cul)itt has employed sleepers on the South Eastern Railway, difl'ering 
 in form from those usually employed. They are made of a triangular shape, by
 
 96 
 
 taking two diagonal cuts of a saw through beams 30 to 35 centimetres (12 inches 
 to 14 inches) square, of northern fir. 
 
 " These sleepers are placed with the angular edges below, which affords them 
 as large a base as those of a rectangular form, and containing twice the quantity 
 of timber. It also permits of the ballasting being packed with greater precision, 
 by which the level of the road is maintained without deranging or taking up the 
 way. 
 
 " The beams employed originally on the South Eastern line being merely cut 
 by the axe, Mr. W. Cubitt had them re-dressed and trimmed up at the places where 
 the chairs rested, which operation was performed by the hand. Upon the sleepers 
 being thus prepared, two lines were covered with ochre, and held firmly at the 
 parallel distance of the rails, and unless the lines touched throughout, and showed 
 by the traces left that the contact was perfect, and that the re([uisite accuracy 
 was obtained, the sleepers were laid aside, and not used. 
 
 " Upon the sleepers being dressed, and one of the holes bored in each, they 
 are placed in the soil. The chairs are then fixed upon them, and tlie bolts cor- 
 responding to tlic holes are driven in, upon which the rail is placed in the chairs, 
 and upon the sleepers being finally fixed, the wedges are driven permanently into 
 each cliair. 
 
 " Tlic wedges are formed of deal, and compressed by steam, like the trenails, 
 in moulds properly prepared, but the diminution is limited to one-fifth. 
 
 " By the mode of operation which we have just described, one of the rails 
 intended to form, the way is placed in its proper position, and the action of driving 
 the wedge forces the chair, so that its hold on the rail is rendered perfect. The 
 hole required to place the second trenail is then bored, which fixes the other side 
 of the chair. 
 
 " The operation of boring the holes is conducted in the following manner : — 
 A portable instrument, standing upon three feet, is lodged upon the sleeper. It 
 consists of a tube, the end of which is introduced into the hole of the chair, which 
 is about 4 millimetres (0*157 inch) less than that of the trenail in diameter, and 
 which it fits exactly. Upon the instrument being adjusted, an augur is set to 
 work within it, and a hole bored in the wood, which is necessarily vertical and 
 concentric with that of the chair. Like the tube, it is 4 millimetres (0"157 inch) 
 less in diameter than tlie trenail which goes into it. There are two trenails 
 driven in at the inner side of the joint chairs. 
 
 " In laying the second rail, the chairs are placed nearly in their exact situa- 
 tions on the sleepers, with the rails within them and the wedges driven.
 
 97 
 
 " The mil is urninjri'tl in tin; oorritt jKoitidii hy im-iitis of an iron miujri\ 
 which tests the distaiicos aiul iLxcs tlie ruil U-twifii t-uch chair. The im.sitioii of 
 the rail being thus (k'terniined with the re<|uisite precisiun, tlie holes are Itored for 
 the second chair with the instrument, in the same manner na tlie ^.Tond hole of 
 the first was formed." 
 
 The engineer suiHrintendinp tlie line ought to satisfy himself that the gra- 
 dients are correctly laid oil', and that the curves are pro|)erly descrihcd. 
 
 Tiiat the sleepers laid along the sU'aiglit portions aif pcriMii.liciihir t-i iiiid 
 in the curves tiormal to the axis of the way. 
 
 That they are laid at the stipulated distances. 
 
 That the width of the road is uniform throughout. 
 
 That the inclination of the rails is also uniform and constunt. 
 
 That the vacuities left at the joinings between the ends of the rails are 
 neither too great nor too small. 
 
 That the surfaces of the rails on each side of the centre of the way on which 
 the wheels run are exactly on the same level as the straight portions of the line. 
 
 That the exterior rail of all curves is elevated above the level as much as the 
 radius of the curve and the degree of velocity of the trains require. 
 
 That the wedges fasten the rails firmly, and do not j>enetrate too much before 
 the chairs, or present the least obstacle to being driven home when they become 
 dry. 
 
 That the trenails do not get detached when they ram the sleepers. 
 
 That the ballasting is sufficient. 
 
 The maintenance of the way of a railway should l>e kept in order by gangs 
 of workmen, who recpiire to work together repeate<lly l>efore they act eflicieutly. 
 
 These gangs should each consist of a foreman and four men, taken exclu- 
 sively from among the layers, who should trim and level the way, and jjerform all 
 the repairs that are re<|uired. 
 
 There should be guards placed at intervals along the line, who sliould act us 
 the jHtlice of the road, and make examinations after the jmssage of each train 
 whether any j)art of the road is injured or deranged. They should also fasten 
 any wedges which by any means whatever may have got loosened. 
 
 The numlier of road guards employed to watch the line varies according to 
 the plan of the railway and the number of level crossings entrusted to their sur- 
 veillance. 
 
 IJespecting the numl>er of workmen re(|uisite on lines of railway. The 
 nuniUr should be considerable, especially at the first opening of the line, if the 
 

 
 98 
 
 earthwork is subject to much movement. They may be reduced, after a certain 
 period of time, to one or two layers for every kilometre (1094 yards), where the 
 works have been executed with the requisite care, and the road is well ballasted. 
 
 The road of a railway ought not to be neglected for an instant, as the least 
 damage causes the greatest injury to the material, and soon increases if not imme- 
 diately remedied. 
 
 The road ought to be repaired, especially before the season of the greatest 
 drought, and previous to the setting in of the frost. 
 
 If the ballasting is removed from the road during the dry season for the pur- 
 pose of repairs, the small degree of humidity left in the lower layer is lost, and it 
 accordingly loses its cohesion, and runs away beneath the sleepers. The earth 
 along the road becomes so indurated tliat repairs are impossible to be made dur- 
 ing the prevalence of frost, and the shocks which the material receives are more 
 injurious in severe frosts than at any other time, if tlie way is not well dressed. 
 In cases where the frost is not sufficiently hard to suspend all operations, so that 
 the workmen are induced to pack ballasting under the sleepers, and it becomes 
 frozen during the process, then the way does not remain in a sound state after the 
 period of the thaw. 
 
 Earthworks settle unequally, and it is most important that they should be 
 continually examined, to be sure that the proper difference of height between the 
 rails of the outside and inside curves is maintained. It Avould be highly dan- 
 gerous if the rail forming the outside curve become reduced to a less height than 
 the inside one, (instead of greater,) from the effect of settlements. 
 
 As the sleepers require to be frequently taken up for a few years following 
 the opening of a railway, we must not, therefore, omit to distribute sufficient 
 quantities of ballasting at various points on the line. It is also necessary to have 
 spare rails and sleepers distributed along the way, which should be kept locked 
 up wherever possible, not so much for the sake of security as to prevent their 
 getting into the hands of evil disposed persons, who might employ them for malig- 
 nant purposes. Sleepers with chairs attached to them have been found placed 
 intentionally across the rails, both on the Versailles line (left bank) and on the 
 railway from Strasbourg to Basle, the moment after the switchmen had turned the 
 rails, and when a fresh train was on the point of passing. 
 
 We may remark, that no special law exists in France for the prevention of 
 these crimes, by which the lives of the public are exposed to serious dangers. 
 
 This class of offences is more frequent than might be supposed, as the punish- 
 ment to offenders is very trifling. Now that the means of preventing accidents on
 
 99 
 
 railways appears to cngairo the attention of government, it is to be Imped tliat 
 this umissioii will be soon supplied. 
 
 We shall terminate these remarks on the niaiutenunce of the way, by point- 
 ing out a precaution which should be observed when the way is taken uji, which, 
 although it may appear trifling, is, however, of pnictical importance. 
 
 The workmen have a practice, when they take up the way for the purpose 
 of repairs, of only turniiiir u]i the portion of ballasting next the sleeper to be re- 
 moved, the rest of the ballasting remaining uiunovi'd. The latter is, therefore, 
 denser than that wliiih has been repaired, whereby the rain filters under the 
 sleeper, and consecjuently deprives it of its stability. It is therefore necessary, 
 when a sleeper is removed, to instruct the workmen not only to move the portion 
 of ballasting at the two sides, but also that situated along the middle of the line. 
 
 02
 
 CHAPTER VI. 
 
 OF CHANGING PLACES— TURN-TABLES— SLIDE-RAILS FOR CHANG- 
 ING THE LINE— LEVEL CROSSINGS AND FENCINGS. 
 
 Sect. I. — Changing Places. 
 
 The changing places upon a line of railway are composed of two distinct 
 parts : — 
 
 1st, The switches, or moveable portions, which are placed at the points of 
 junction of the two lines, and intended, by their movement, to direct the trains 
 to either one branch or the other. 
 
 2nd, The crosftings, which are situated at the spots where one set of rails is 
 intersected by another and cut through, in order to allow of a passage for the 
 flanges of the wheels. This portion is generally fixed in its position, but is, how- 
 ever, sometimes constructed so as to be moveable. 
 
 The different systems employed for changing the way may be reduced to 
 three distinct classes, which are determined by the manner in which the switches 
 operate : — 
 
 1st, When the line of way is broken, and the switches are formed by the 
 portions of the road displaced, as shown by the plan connected with the section 
 C — D, Plate 20, (employed on the St. Germains Railway.) 
 
 2nd, Those in which all the several parts of the way are fixed, the switches 
 serving as guard-rails to direct the trains, which are called check-rails. See 
 Plate 16, (employed on the Versailles Railway, left bank.) 
 
 3rd, When the changing places are contrived so that the engines and wagons 
 pass along one moveable rail only, as shown at Plate 11 (Mr. Stephenson's switch 
 rails), or like the changing places employed for temporary works. 
 
 The changing places of the first kind, in which the switches consist of the 
 portions which become displaced , permit of the passage of the trains with less 
 abruptness, and present the least resistance of any, more especially if the switch 
 rails are made of great length. Great danger, however, arises if the switch rails
 
 101 
 
 are Inully set: a train passing along it in it-s courM' irum one of the branches to- 
 wards the single line, is sure to get olV the line. Although such un lucident, if 
 the velocity is not great, may only slightly injure the engine and train, yet it 
 always causes interruptions to the traffic, and oltcu breaks the moving nxLs 
 which connect the switch rails. 
 
 The changing places furnished witli the check-rail are not so gentle as the 
 others which we have already alluded to. The speed of the trains, therefore, 
 should always be diminished when these are adopted. This system is much safer 
 than the first, since the carriages are never liable to get otf the rails when pro- 
 ceeding in either direction, provided, as we shall show hereafter, that the sjK'ed is 
 always diminished, and the changing place judiciously placed. The train can do 
 no more than pass on to a different line from that which it ought to have followed, 
 or pass over the switches, which gives the engine and train a slight siiock, but is 
 perfectly free of danger. 
 
 We may add, that although these crossings effect a more sudden deviation 
 than the others, they will afford an easy passage, when correctly laid out, and 
 switches of sufficient length are employed. 
 
 It has been proposed to use changing places with moveal)le rails (the 1st 
 kind), on such portions of the line as are traversed at great velocity, and 
 c/uck-niils (the :iinl kind) in connexion with the stations where the comumuica- 
 tions are so much more frttjuent in each direction, whereby the switchmen may 
 be rendered more liable to mistakes; but we are not advocates for this arrange- 
 ment. 
 
 It is especially necessary to endeavour, in tiie construction of railways, to 
 reduce the causes of accidents. It forms one of the principal objects to which we 
 have directed our attention, and should never be lost sight of. Accidents are 
 always injurious to the material, interrupt the traffic, and are the cause of greater 
 ex|)enses than is generally supi)osed, independent of the loss of life which they 
 may occasion. 
 
 Taking these facts into consideration, we are therefore of opinion, tliat 
 changing places with moveable raiis should only be used on lines which are tra- 
 versed at great velocity, and in certain situations only, as we shall hereafter i>oiut 
 out. They lose even the only advantage which they possess over changing places 
 fonuetl with cheei-rail.i, or that of presenting a less sudden deviation, when 
 the latter are placed in such a way that the trains passing in one direction 
 cannot be exposed to take an obliciue course. 
 
 Let us observe, finally, that when trains pass along an obliipie line by means
 
 102 
 
 of a changing place, they ought always to go slowly, consequently the resistance 
 encountered, although more perceptible in the changing place formed with check- 
 rails, would never be very great. 
 
 Changing places of the first kind have been advantageously adopted on the 
 St. Germains Railway, at the point where this line branches into the Versailles 
 (right bank), in order to enable the trains to pass along rapidly from one line to 
 the other. The switch rails being made equal to 9 metres (29 feet, 6 inches) in 
 length, the deviation in this case is rendered very gentle. There is still room for 
 the introduction of some other contrivance, under similar circumstances, to answer 
 the same end, without exposing the passengers to a like danger. 
 
 Switch rails of the first kind are the only ones applicable where three or more 
 distinct lines terminate in a single way. Several ways are often united in one 
 by tliis method in Belgium. The plan has some advantages, which we shall 
 allude to hereafter ; it should, however, be avoided as much as possible, especially 
 on lines intended for the conveyance of passengers. 
 
 Changing places of the third kind are the oldest in use. This plan had been 
 abandoned on the permanent way, on account of the effect produced upon one 
 of the switch rails, by the engines and wagons pressing laterally against it ; and from 
 the rapidity of the motion in passing along from the oblique line, whereby the rails 
 got curved and were rendered unfit for use. 
 
 It has, however, been preferred recently to the check-rail on some important 
 railways, as those of Rouen and Orleans, but greater strength is given to the 
 switch of the oblique line, and it is supported for a long distance against the rail 
 and sustained by brackets. 
 
 This switch presents the greatest simplicity in its construction, and is not 
 dangerous like those of the first kind, and alone possesses the property, when cor- 
 rectly disposed, of being Avorked by the train itself; without the help of a switch- 
 man in certain particular cases. (See the switch shown in Plate 11, and the descrip- 
 tion. ) 
 
 Notwithstanding the advantages which this kind of changing place appears to 
 offer, it is still open to improvements. 
 
 When the plan shown in Plate 11 is employed, with one moveable switch 
 rail, the counterpoise causes the switch-rail to press against the rail of the 
 leading line, so that the oblique line is constantly open. The trains always pass 
 in one direction on a line formed with two lines of rails, and the changing places 
 ought to be placed in such a manner, that the opening of the acute angle at ABC,
 
 103 
 
 (See cut,) and formed by the intersection of the switch with the ruii, bhould bo 
 opposed to, or point in the dirocticni, 1) S. 
 
 The thinges of the wheels puss 
 through the aii'rle A IJ C, forcing the 
 switch asunder in tlie passage, and 
 the counterpoise brings it back again 
 into its original position immediately 
 after the train has proceeded. But 
 if any derangement of the apparatus 
 should occur, or an obstacle arise at 
 
 the side of the switch, either from accident or design, so as to prevent its free 
 motion, the train would be likely to get otf the rails. It is, therefore, necessary, 
 if the directors are unwilling to employ a man for the esjwcial purpose of working 
 it, tliat the overseers should Ihj assured of it^ l>eing in i)roper working condition. 
 Wo have also to remark that tlie engines do not constantly proceed in the same 
 direction, or along the same line at the stations, like the trains; it therefore 
 becomes indispensable to work the switch by the hand in passing in the opposite 
 direction, or that of S — D to D — S. The stoker certainly might get off the 
 tender and perform this operation. 
 
 The point rail of the switch shown in Plate 11, alters its position much 
 sooner than the switch rail, when the distance from the adjoining rail gets too 
 great, by which the wheels fall upon the ballasting. In order to rectify this, the 
 I>oint is replaced on tlie Orleans and Kouen Railways by a second moveable switch- 
 rail, which resists better. It shoulders against the rail in use for the straight line, 
 without leaving any gap between them. Tlie counterpoise in this case no longer 
 keeps the oblique way open. The trains pass along tiie straiglit line without it 
 being requisite for the wheels to displace tiie switches, and since they necessarily 
 pass along one or the other switch, we fear that the action of the wheels, and their 
 great weight, will soon twist and render them ricketty. The points of these 
 switches may also become crooked, by which the engines ))roceeding in the direction 
 S — D may lx» thrown out of the line. 
 
 A changing place furnished with one switdi will keep the principal line open 
 as well as another formed with two, but the working of tiie oblique way in that 
 case can only be accomplislied by displacing the switch. 
 
 We shall now terminate our exposition of the general advantages and disad- 
 vantages of the different kinds of changing places, and will proceed to examiue in
 
 104 
 
 detail some of those employed on the various railways, commencing with the sidings 
 intended for temporary works. 
 
 A system of switches and crossings, consisting of square bars of iron screwed 
 on to wooden beams, as shown in Plate 42, is often employed in England for 
 the execution of earthworks. The curves of this changing place, as drawn upon 
 the Plate, are too short for the passage of engines or even wagons proceeding at 
 great speed, and are only applicable on lines where the traffic is carried on exclu- 
 sively by horses, and it would even then be as well to increase the curve of the 
 guard-rails at the crossing, in order to derive the greatest advantage from them, 
 and the piece of wood which is employed should be protected by a plate of iron 
 placed upon its face. 
 
 Other changing places are employed, as that shown in Plate 40, which was 
 adopted on the St. Germains Pailway, and which we have ourselves employed on 
 the line of the Versailles (left bank), as well as the preceding plan, but the last 
 gave us the greatest satisfaction. The passage of the wagons is very gentle 
 when they are properly laid out. They are also simple in construction and per- 
 fectly solid. 
 
 It, moreover, presents another advantage, which is not unimportant in this 
 description of apparatus — viz., that each of the switch-rails and crossings are of 
 such lengths that the rails of the principal way do not require to be cut in order 
 to be laid down. This is accomplished by making the switch of the principal way, 
 including tlie heel, equal in length to the rail of the way of deviation, jjIus the 
 difference requisite to compensate for the obliquity; and lastly, to make the 
 crossing of the same length as the switch of the principal way. The head of the 
 switch in these changing places undergoes great wear and tear, and therefore 
 ought to be securely fixed by very strong bolts. It is also unnecessary to make 
 the point so sharp at the crossing as indicated in the Plate, and the guard rails 
 should be curved, to bring them more readily to the fixed points. The best mode 
 of constructing the crossing rails consists of composing them of two pieces of wood, 
 separated by a vertical joint, and secured together by bolts. 
 
 Lastly, it would be advantageous to reduce the length of the changing place 
 by tracing the line of deviation with a double curve, by which it would be 
 rendered more gentle, instead of carrying it in a straight line, as shown in the 
 Plate. 
 
 Changing places have been used on some lines on which the switches are 
 fixed upon cast-iron plates, and the fixed parts raised upon the same. The cross- 
 ings are formed of single pieces of cast-iron. (See Plate 41.)
 
 riinnpiri^' place* of tliis cliwriptioii nHiuin- to lininrh nil verv sikMimiIv. 
 unless the |)liitfs iire tormeil nf vi-ry liirfrt* diiueiiMuiiiv, wiiirli wotilil rt'iidi-r the 
 e.\j)eiise too gnat. Tliey sliuuld, tliert'foro, likf tliow first drMriUHl, l»c only fin- 
 ployed in aises where the tructiuu is |H'rforuied by hors<*«. They nn- fnN|iiently 
 used in tlie interior of mines. un<i in tlic vicinitii*8 of the Nhiifts, U-inp of very 
 simple coiistnietion. 
 
 The eartliworks were executed on the (Jreut Western Knilwuy with what nre 
 called Afiitricdti ralLs ; and chnn^iin;.' phii-es, after the plan shown in l'late41, 
 were einployi-d even at those parts traversed hy locomotives. This ttrranjfenient 
 requires no sjiecific tmiterinl, and is extremely simple. It apjK'ars to us in every 
 respect deserving of the greatest jtraise. 
 
 We will now turn to the changing places employed on the permanent way. 
 We will first examine the ditVerent systems of switch-rails, according to the order 
 in which we originally clii-ssifiinl them. The crossing places Ix-ing jK-rfeetly inde- 
 {>endcnt of the switches, and since the whole of them are applicable with any 
 arrangement of the former, we will treat of them, and also of the various con- 
 trivances for working the switches separately. 
 
 The switches employed in the changing jilaces, furnijlied with moveable 
 rails [tJif jiiKt iiiid), were originally formeil of a single line of rails, or squnre 
 bars of iron. (See Section C — I) and IMan, I'late 20); but it wa^soon found that 
 this plan did not possess sufficient solidity to resist the lateral pressure of the 
 trains passing into the oblique way, and that the heel-bolts which secured the 
 switches were displaced liy the pressure of the wheels in passing over them. These 
 defects were remedied by substituting double switch-rails instead of single one's, 
 as represented in I'late 13. The ImjUs on which the switches turn are jdaced 
 at the other end in this plan, next the two branch lines, and K-tween the double 
 rails, forming each switch. The wheels are therefore no longer able to touch it. 
 the liea<l of the switch being formed by cast iron chairs to which the double mils 
 are screwe<l, which makes the whole much more solid. The switch it-self alsf> 
 fKtsscsses greiiter strength ; and as one of the two rails constituting each switch 
 serves for the straight portion of the road, and the other for the oblique way, the 
 latter is slightly curve<l in, which renders the deviation more gentle than changing 
 places furnished with the .»ingle switch. 
 
 It is not merely neces.sary in this kind of chauging-place that the double 
 rails, forming one switch, should Ik* joine*! together; the switches themselves, (i. e. 
 each double switch) must be unite<l in such a innnner that llection in any direc- 
 tion shall be impossible. 
 
 r
 
 106 
 
 We perceive, by an inspection of the Plate (13), that the sleepers which 
 support the switches, are not connected, which is a defect in the apparatus that 
 ought to be remedied. It would be preferable to form a long framing of very 
 strong timbers, and of a fixed shape. 
 
 Plate 14 repi'esents a description of switch, with moveable rails, employed in 
 Belgium. It is formed of square bars of iron, fixed to an iron plate, which gives 
 it greater power of resistance in a transverse direction, and was formerly the only 
 one suitable for a three-branch line. 
 
 The employment of these tliree-throxv switches possesses the advantage of 
 diminishing the number of branches, of rendeiing the operations more simple, and 
 of reducing the ground occupied by siding places at the stations, considerably. 
 They are, however, the most liable of any to expose the trains to the risk of 
 getting off the rails, as we have already pointed out. These switches have been 
 used in the construction of the earthworks on the line from Lille to the Belgian 
 frontier. 
 
 We recommend the number of sleepers always to be increased when they are 
 used to support the switch-points, as shown in the plan. 
 
 In changing places furnished with the check-rail switches, the carriages 
 adhere by the flanges of the wheels in a groove situated between the switch and 
 the adjacent rail, by which method the switch directs the train. 
 
 By referring to the plan of the set of switches shown at Plate 16, we may 
 observe that a train coming from the direction A A', would pass along the rails 
 S S', since the flange of the right wlieel being confined between the switch D and 
 the rail S', the left wheel is consequently obliged to pass over to the rail S. 
 It may be further perceived that the space between the rail S' and the point of 
 the rail S, ought to be made equal to the distance between the flanges of the 
 wheels, and that the greatest precision is necessary in constructing this part of 
 the way. 
 
 We have stated that this crossing possesses the great advantage over the 
 other, of not throwing the trains oft' the line, when the switches may chance to 
 be improperly set, except in certain cases, which are extremely rare. Supposing 
 the switches were in the position shown in the " Plan of the Switch," (Plate 16), 
 and a train was coming by the line RR' ; the right wheel, meeting with no obstacle, 
 would pursue its path, while the left would meet the end of the switch at g ; but 
 since this part is formed sloping, the flange would consequently ascend the slope, 
 or inclined plane; by which the carriage would run along the top of the switch,
 
 107 
 
 and tlien drop down l)otwccn the same and the rail at A, which would cause a 
 slight shock oidy to tlic passonpcrs. 
 
 In case of a train proceeding from tlie oblique line, and travelling at great 
 speed, meeting with a switch placed falsely ; then, supposing the two ways are 
 curved, it might he thrown off of the line at the moment of passing on to this 
 switch, from the action of the centrifugal force, arising from the velocity, j»re- 
 venting the flange of the other wheel catciiing in the space left between the 
 switch and the rail, the direction of which is obli(|ue to its movement. 
 
 Thus we see, that when the changing places are placed so that the junction 
 of the deviation with the principal line is made in the direction of the course of 
 the trains, and carried in a straight line, no danger can arise, even when the trains 
 are proceeding with great speed. It therefore becomes necessary to avoid, as 
 much as possible, placing the changing places at the curves. 
 
 We have frequently seen an entire train pass along switches badly placed, 
 without the least accident occurring, or scarce a trace of the passage to be perceived 
 on the switches. 
 
 The switches ought to be constructed of great strengtli, in tirder to be able 
 to resist the pressure and the shocks when the engines and wagons are passing 
 over them. When they are properly laid down, not only are the passengers free 
 from danger, but tlie switches perfectly secure from getting displaced. 
 
 We have pointed out the necessity for the deviation being made sudden, as 
 one of the defects of a changing place constructed with check-rails, since u train 
 following the line A A'. Plate 16, and taking the way R R', ought, in fact, to de- 
 viate in a lateral direction along half the switch, to an extent almost equal to that 
 wliich sejjarates the interior edge of the rail S' from the point R', in order that 
 the flange of the right wheel wliicii runs along tlie inside of the rail S' shall follow 
 that of the rail R'. As the wheel is liable, during this lateral movement, to fall 
 between the rails, we must not fail to leave the proper space between tiie rail and 
 the point of the fixed rail, and to mtiintain the same by solid frame-work. It is, 
 of course, necessary to make the peripiieries of the wheels of suflicient width. 
 
 There is another circumstance, also, to be taken into consideration in the 
 construction of check-rails. When the trains pass into the oblique way, one of 
 the switches is pressed, laterally, with great force by the wheels, and should it 
 become displaced, the point of the rail S would get out of level, and as the wheel 
 encountered this projection, it might rise on the rail, and derange some part of 
 the apparatus, or even get off the rails. The liability of such an accident may be 
 
 P 2
 
 108 
 
 rectified, first, by joining the switches carefully to the moving rods, or with the 
 connecting rod of the eccentric, as well as the connecting rod with the eccentric ; 
 secondly, by placing the point of attachment of the switch nearer to its extremity ; 
 thirdly, and lastly, by regulating the eccentric in such a manner that it shall be 
 necessary to force it a little after the switch is brought in contact with the rail. 
 It is customary to make the distance from the eccentric to the point K a little 
 greater than is actually shown in the Plate, to ensure this result. 
 
 To conclude : as the switch D' supplies every effort requisite for the devia- 
 tion, while the switch D merely serves to support the natural tendency of the 
 train to follow the direct line, it is advisable to place the eccentric as near as pos- 
 sible to the side of the switch D' which tiien acts more directly upon it, and the 
 shaft partakes of the force of the traction. 
 
 The first changing places constructed in England after this system, were 
 executed with vei'y short switches, formed of slight section, the deviation being 
 very sudden. The length of these switches is increased greatly in France, on the 
 St. Germains line, and additional strength given to them ; and the dimensions re- 
 presented in Plate 20 have been at length adopted, which are considered quite 
 sufficient. 
 
 The switches on the Versailles liailway (left bank) are formed with pro- 
 jecting edges, and those of the railway from Strasbourg to Basle, of flat bars; both 
 of which systems are equally good. 
 
 The switches employed on the changing places of the Versailles Railway (left 
 bank) are fixed on very solid framings, resting on timber beams, faced at certain 
 intervals with small iron plates, upon which the switches slide, whicli plan has 
 been found to answer very well. 
 
 This method of sustaining the switches allows of a wheel whicli may have 
 tallen between the switch and the rail in consequence of a displacement of the 
 apparatus, to run on its edge and ascend the fixed point readily, and so continue 
 its course. It is more simple and convenient to rest the switch on a shoulder placed 
 on one side of the chairs, as on the line from Strasbourg to Basle. (See Plate 1.5.) 
 
 In laying out a crossing on the model of that of the Versailles line (left baid^) 
 it would be advantageous to increase the length of the switch D', between the 
 joints of tlie rails A and R, beyond that shown in the Plate, and to replace the 
 angle at that part by a curve; it would also be necessary to give a greater' curve 
 to the heads of the switches towards the inside of the way, which would enable 
 them to force the flanges of the wheels to catch in the groove better. 
 
 The switches on the railway from Strasbourg to Basle operate very well; we
 
 109 
 
 think, however, that it would hiive been preferable to have fixed the chairs, which 
 support the heads ot* the switches, to the sleeper with bolts, independent of that 
 forininjr the axis of rotation of the switches. Tiiis has been done on tiie Versailles 
 line (left bank). We think, also, that it would have been as well to have secured 
 }i;reater solidity between the sleepers, by means of longitudinal timbers, or in the 
 arrangement of the switches, more especially of that which supports the eccentric. 
 
 The Fixed Point-s of changing places formed with check-rails, are compo.sed 
 of rails with the upper champignon removed on each side, which operation ougiit 
 to be performed when tiie iron is cold, and it is best accomplished with a planing 
 machine. These pieces ought to be of iron of good quality ami carefully worked, 
 as they are soon worn away and partially destroyed by the passage of the trains. 
 
 We have only given one representation of a changing place of the third kind, 
 with counter weights, whicii is used in England on the London and Birmingham 
 line, being worked with one switch. 
 
 The crossings of t!ie ways, as well as the switciies, ought to be studied and 
 laid out carefully. It is necessary to make the distance between the point i, in 
 " Plan of Crossing Place for two lines," Versailles (left bank), Plate 17, and the 
 guard-rails, R' and R", as little as possible, first, in order that the peripheries of 
 the wheels supported on K' and R" should not undergo any shock previous to 
 leaving the point / ; an<l secondly, that the point should not be compelled to sup- 
 port the whole weight of the wheels, since it is of slight section and would be 
 speedily destroyed. 
 
 It is necessary that the angle of the crossing should not be more acute than 
 is requisite, which is another reason for laying out the changing places with a 
 double curve. The point ought to be at least 15""" (0'59 inch) thick at its 
 extremity, in order to preserve its shape. 
 
 Guard rails should be laid down upon all the crossings of the way, by the side 
 of those rails whicli are not intei i'ered with, since, by guiding tiie llange of oue 
 of the wheels, they force the train to continue along the line to which the switch 
 has directed it. If this precaution is not taken, the wheels passing over the 
 crossing in the direction C A, might take the direction A D or A D; when the 
 other wheel would fall off the rail. 
 
 The fixed parts of the changing j)laces, wJiich are called cros.'i{n(j.t, are formed 
 of cast-iron in Belgium, and form one piece, togetiier with the plate supporting 
 them. 
 
 This system is very simple and economical, although the crossings are 
 necessarily very short, and are subject to be broken ami crushed under the
 
 110 
 
 pressure of the wheels. The use of this description of crossing is discontinued on 
 every other railway. 
 
 On the line from Strasbourg to Basle, crossings formed of one piece of wood 
 have been used, on which square bars of iron were secured with screws and bolts. 
 We have already stated the great inconveniences which rails of this description 
 present in treating of the laying down of the way upon constructive works. 
 
 On the Versailles (left bank), and most other railways, the crossings of the 
 way are composed of rails fixed in chairs of particular shape, with wedges of 
 the same kind as those employed on the other parts of the line. This system, 
 although the most expensive, is incontestably the most convenient. It is very 
 firm, and does not present a difference in the mode of constructing the way like 
 the others, which produce unequal settlements after a short time, and give rise to 
 shocks during the passage of the trains. 
 
 The following description of crossings have been used on some English lines, 
 more especially on the Newcastle and Carlisle Railway : — 
 
 The point is fixed, and the two parts 
 forming the guard-rails are moveable at 
 A and A', and are constantly pressed 
 against the fixed point by spiral springs, 
 R and R', or by counterpoises. Upon the 
 
 passage of a train, the flanges of the wheels easily throw open the guard-rails 
 which stand in their way. Therefore there is no suspension in the continuity 
 of the rail which the wheels run on. 
 
 Shocks are not, however, often felt with fixed crossings if they are well laid, 
 and the tires of the wheels formed of sufficient width. There is, therefore, no 
 occasion to replace these by machinery, which is much less firm, more complicated, 
 and dangerous; for if the action of the moveable rails should by any cause 
 become obstructed or stopped, the flange of the wheel passes on them, or strains 
 the apparatus. 
 
 The rods moving the switches are put in motion after different plans, as by 
 levers, by cranked shafts, or by eccentrics. 
 
 The lever has been exclusively employed for some time past in earthworks. 
 It is difficult to fix it so that the pressure of the flanges of the wheels against the 
 switches should not cause it to change its position, while the cranked axle and the 
 eccentric, being placed at the dead pointy have not this tendency to get deranged. 
 
 The switch represented in Plate 11 is sometimes used with a counterpoise
 
 Ill 
 
 luWed to it, which is shown at N in the plate (Details of Lever), the use of which 
 is explained at pages 102 and 103. 
 
 The cranked shaft used for moving the switches was place<l in a vertical 
 position originally, and furnished with a handle, which system has been adopted 
 on some of the ilianjring places on the Belgian lines, and for the Paris ami ^'er- 
 suilles Kaihvays (right and left banks). 
 
 A horizontal cranked axle is used on the St. Germains line, with a lever 
 fitted to it, whicli makes a half revolution. See N, E, and P, Plate 20. This 
 method is found inconvenient for the workmen, as it obliges them to stoop to the 
 ground, and does not permit the signals being placed up above them to direct 
 trains at a distance, and to show whether the line they arc running on is open or 
 closed. This lever, further, does not efl'ect much saving, cumpaied with others. 
 The lever used on the Versailles line (left bank) acts very well, and is of a con- 
 venient size, but it is difficult to attach a signal firmly to it. 
 
 The apparatus shown on Plate 13 was originally used instead of the lever, 
 on the London and Birmingham Railway. It consisted of a cast-iron box, cou- 
 taining an eccentric, with a moveable spindle attached to it. The latter was sup- 
 l)orted on a chair by four iron standards, which rested on the box, and gnided 
 the spindle. This contrivance having been found expensive in the adjustment, 
 and as it presented several fastenings, which sometimes became ricketty, a cast- 
 iron column h;is since been substituted, as shown upon the same Plate, which 
 is more firm, less expensive, and much superior iu appearance. The run of the 
 switch being double that of the eccentric, the latter is consecjuently at the dead 
 points at the time that the lateral pressure of the train is exerted, which tends to 
 displace the switch; it is therefore necessary to fix the lever by a pin, or by some 
 other means, by passing the dead point of the eccentric a little further, in order 
 that if any effort takes place, it should be exerted upon a fixed point. 
 
 Details of an eccentric employed on the Liverpool and Manchester Railway 
 are given in Plate IG. It is similar to the others, excepting that it is not inclosed 
 in a cage. 
 
 The eccentrics used upon the English Railways are made of cast iron, and 
 fixed on shafts, which renders it necessary to form them of \ery large diameters, 
 and consequently to employ very large collars and cast iron boxes. 
 
 The eccentrics on the line from Strasbourg to Basle are nuxde of the same 
 piece as the shaft, so that its diameter is reduced to a minimum. The collar 
 consi-sts of an iron ring, which is turned so as to be easily adjusteil, and without 
 much expense; by which the size of the iron box is reduced considerably. It is
 
 112 
 
 necessary to leave an opening for the passage of the rofl, snch as is left when a 
 cranked shaft is employed, which is not the case with the English apparatus. 
 
 As an eccentric costs no more than a cranked axle, we see no reason why it 
 should not be preferred. 
 
 All the eccentrics employed on the line from Strasbourg to Basle are moved 
 by a double lever, which the workman stops by means of two spring latches, by 
 laying hold of the handle. The use of latches affords greater security than pins, 
 and saves time in the working. 
 
 The lower part of shafts having handles or eccentrics such as we have 
 just described, are always placed in cast iron boxes. It is important that these 
 boxes should be perfectly close, so that the sand raised by the wind should not 
 introduce itself between the parts which rub together. 
 
 \\'e have said that it is necessary to place the signals on the shafts of the 
 eccentrics. They generally use a disc painted two colours, which shows the 
 direction in which the switches are turned. But since it rarely happens that all 
 the branching-off places on a great line are placed in the same direction, it follows 
 that an engine driver is obliged to look out for some eccentrics of one colour, and 
 others of another, in order to be sure that the way is clear ; and if the movements 
 are very much varied, his memory may fail, whereby he may be betrayed to make 
 erroneous movements. 
 
 The discs are replaced at night by lanterns also of two colours ; but since 
 the switches themselves can no longer be seen, and since, moreover, the engine 
 men cannot always judge accurately of the distances and positions of the several 
 luminous points at a station, the diiBculty is much greater than in the daytime. 
 We think that the following signals are better : — 
 
 A flame of plate iron, painted of a very vivid colour during the day, which 
 will show, by the direction in which it is turned, the position of the switches, and 
 a triangidar lamp at niglit, of which the luminous part forms a point, which fur- 
 nishes the same information. 
 
 The plans of the diiferent changing places are shown complete in Plates 1 4. 
 16, and 17. The length of changing places, especially those constructed with 
 moveable rails, varies greatly. A changing-place, formed with check-rail switches, 
 for a gauge of 1™ 50 (4 feet 11 inches) and an interspace between the lines of 
 1™ 80 (6 feet), would require a lengtli of between 50 and 60 metres (55 yards 
 and 66 yards.) 
 
 We have stated that the position of the changing places, in one direction or 
 the other, on those parts of the line where the trains pass at great speed, is not a 
 matter of indifference. The trains pass along the (upper) line next the margin
 
 113 
 
 of the plate, from left to rights in the general plan of change of way (Plate 17); 
 and on the other line from riglit to left. The switoii employed being of the first 
 kind of the previous classification. It is necessary that this changing-place should 
 be arranged as shown upon the plan. If the switch should be placed wrong during 
 the passage of a train, the latter would merely run along the branch, instead of 
 the straight line, but this would not be the case if the train was passing in the 
 opposite direction. If it passed on the branch at great speed, it would either 
 strain the switch or get off the line, on account of the small radius of the curve 
 in the siding-place; or lastly, meet the switch placed properly on the principal 
 way at the other end of the deviation, and then run ofl" the rails. But even 
 admitting the last supposition, which is the most unfavourable, the train would 
 not get off until its speed becomes considerably diminished from passing along 
 the siding. The accident would therefore be much less serious than if the train 
 had got off the road, and been driven at full speed in a straight direction. 
 
 Changing places formed with check-rails ought to be placed in an opposite 
 direction, or, what is the same thing, the trains should be arranged to proceed in 
 the opposite direction to that which they follow in the last case (see Plate 17); 
 that is to say, from left to right along the (lower) line next the margin of the 
 plate, and from right to left on the other, the changing place being fixed in the 
 same direction as that shown in Plate 17. The trains are then never exposed to 
 follow the branch, and if the switches are badly placed they pass over them 
 without losing their straight course. 
 
 We will now examine a changing place entirely different from those com- 
 monly employed, and which was constructed to enable the trains to pass along at 
 great velocity. It is placed on the St. Germains Railway, at the Asnieres Junc- 
 tion, where the Versailles Railway (right bank) branches off. The portion used 
 by both lines extending from Paris to Asnieres, is made equal to a length of 
 6 kilometres (31 miles), and is furnished with three sets of rails. The trains 
 from St. Germains take the left rail, those from Versailles the right, so that the 
 intersection of the Versailles is made to the left of the departure line, which is 
 the middle one, and common to both railways. The crossing of which we speak 
 is formed at the branching off of the middle way, and represented in Plate 19. 
 It is G3 metres (69 yards) long from the head of the switch to the point of the 
 crossing, which is nearly three times that of ordinary changing places. It is very 
 gentle in passing over, even with trains travelling with great velocity. 
 
 The lines being too oblique for such a great length, it was necessary to make 
 the crossing moveable as well as the switch-rails, and the same shaft is employed 
 
 Q
 
 114 
 
 to move each. The plans represent the change of way, disposed so that trains 
 shall pass along the right hand line, or the St. Germains line. This apparatus 
 acts in a very satisfactory manner, and the working of it is explained in the 
 description of the Plate. 
 
 Sect. II.— 6>/ Tum-Tables. 
 
 There are two methods of turning or changing the direction of trains, or of 
 the carriages separately on railways. The first consists in causing them to de- 
 scribe a curve ; the second, which is only applicable to the carriages separately at 
 the stations, consists of making a part of the line moveable, and placing the 
 carriage or engine on this moveable portion, upon which it is turned to the angle 
 required. 
 
 The moveable part of the way in this case takes the name of turn-table, or 
 turn-plate. 
 
 The following apparatus, which is used for 
 
 earthworks, is comprised under the head of turn- j^x ^i^ A- 
 
 tables, and may be described as the simplest of 
 all, being constructed of two sleepers, placed one 
 upon the other, and united by a bolt, as shown 
 in the cut. 
 
 The upper sleeper carries two chairs, or one at each end, and two portions of 
 rail are fastened in the same at about the middle. 
 
 This kind of turn-table is not only employed for earthworks, but is ex- 
 tremely useful at the early stages of a railway, when large quantities of ballasting 
 require to be moved, for the maintenance of the way. The wagons, by the 
 means we are about to explain, may be placed on the line during the evening, 
 when work has to be performed at the night, and removed to the sheds, either by 
 the side or outside of the railway station in the morning, without interrupting the 
 way by crossings or fixed turn-tables, which are expensive, and may also occasion 
 accidents. 
 
 When this apparatus is employed for earthworks, the moveable rails form a 
 part of the way. The upper sleeper is turned on its pivot, in order to change 
 the direction, and a railway sleeper is then placed before each way, upon which 
 the ends of the rails rest, by which the movement is facilitated. The moveable 
 pieces are united by a bolt passing through them, which gives the requisite firm- 
 ness to the plan. When this tui'n-table is employed to place the ballast-wagons
 
 115 
 
 on the pormanont way, the lower sleeper is placed so that the rails of the turn- 
 table shall be above those of the line, and the shed for receiving the wagons is 
 placed at the same height as the rails on the turn-table. Wooden wedges are 
 made use of to enable the wagon to pass on to the principal way or to take it off, 
 which equalizes the difference of level. The operation is very easy, since the 
 wagons are always empty when they are placed on the moveable rails. 
 
 The wagons being convevod to the line or to the station, the upper sleeper, 
 with its rails, is then raised, and there no longer exists any obstacle to the passage 
 of the trains. 
 
 A provisionary station is built on the line from Strasbourg to Basle, for the 
 loading of coal, and the turn-tables are formed after this plan. The wagons 
 weigh 2500 kilogrammes (5112 lbs.), and carry 4000 kilogrammes (8820 lbs.) 
 of coal. Skilful workmen can turn wagons on these platforms with great facility, 
 and as quickly as on the ordinary ones, and no accident has occurred during the 
 many months that they have been used at that station. 
 
 The platforms, or turn-tables, properly speaking, erected permanently on the 
 way, are composed of three distinct parts. 
 
 1st. Th^ frame of the table, which supports the ends of the rails. 
 
 2nd. The pivot, on which the centre of the tabic is placed, and the rollers 
 supporting the circumference. 
 
 3rd. The well-hole, or trench, below the table on which the pivot and rollers 
 are placed. 
 
 The frame of the turn-table is either of cast-iron or of wood. Those formed 
 of wood cost less on their first establishment than the former, but they require 
 more superintendence, and are not so easily worked. We think that there should 
 be no hesitation in the adoption of cast-iron turn-tables on all lines of any im- 
 portance, and they are decidedly to be preferred for locomotives, whatever the 
 cost may be. One of us having used timber turn-tables, has discovered all their 
 inconveniences. They are, however, still employed in the north of England, on 
 the line from Vienna to Brun, and on many other railways. 
 
 Turn-tables carry one set of rails only, or two arranged crossways : the first, 
 when not properly placed, are liable to interrupt the traflic and prove dangerous. 
 
 The construction of the pivots offer little variety ; we shall review the dif- 
 ferent descriptions of pivots in describing the turn-table represented in the 
 collection of Plates. 
 
 The rollers are either fixed or moveable ; the fixed rollers turn on their axles. 
 The moveable rollers revolve between two circular iron plates, the upper one 
 
 Q2
 
 116 
 
 being fixed in the frame-work of the table, and the other laid at the bottom of the 
 trench. 
 
 The friction with the fixed rollers consists of a sort oi grating upon the axis 
 of the rollers, together with the rolling friction. The friction at the circum- 
 ference is all that occurs in the motion of moveable rollers, whereby the latter are 
 generally preferred at the present time. 
 
 The moveable rollers are kept at uniform distances from the centre of the 
 table by their axes, which are prolonged in the direction of the radii of the circle 
 in which they revolve, and are then fixed in a collar, through which the pivot 
 passes. Their axes are also united together by two circles of iron, which thereby 
 preserve the proper distances. The rollers of the turn-tables employed in Eng- 
 land are generally placed at the extreme circumference of the table, but the 
 engineers of some of the railways in France have endeavoured to bring the rollers 
 nearer the centre, for the purpose of reducing the expense, and to render the 
 movements easier, which has had the efiect of diminishing the stability of the 
 platform. It was found that the passage of the trains soon shook their founda- 
 tions. The small saving effected by the use of these turn- tables does not appear 
 to us to compensate for their defects, more especially where the rollers are very 
 near the centre, for instance, as the original turnplate of the Orleans Railway. 
 
 Turn-tables are never employed except at the extremities of the stations. 
 
 The peripheries of the rollers are sometimes rounded, in order to avoid 
 turning them, as well as the bands of iron upon which they roU. When the 
 moveable rollers are formed with rounded peripheries, they require continual 
 repair, and render the working very difficult, since they never preserve the posi- 
 tion intended. This is not the case when they are fixed, the weight which they 
 support preventing their getting displaced so easily. 
 
 The foundation requisite for turn-tables is regulated by the nature of the 
 ground; they should be built on piles (see Plate 30), or on circular walls of 
 masonry (see Plate 33), if the soil is not firm, and whenever they occur on 
 embankments. 
 
 Timber foundations are more elastic than those constructed of stone, by 
 which they ease the shocks which the platform is subject to receive when the 
 engine is being passed on the turn-table ; but as they suffer from the action of 
 the water falling from the locomotives during their passage, stone foundations 
 are therefore preferred. It may be further remarked, that whatever kind of 
 foundation is adopted, the construction of drains to lead off the water must not 
 be neglected.
 
 The vertical lining of the well-hole should consist either of walls of cut 
 stone, of cast-iron circles, or of walls formed with small stones, and crowned by 
 wooden curb plates. The shocks arising from the passage of the engines, together 
 with those produced by the stops or bolts, soon unsettle the masonry and the 
 pins of the chairs. 
 
 We were perfectly satisfied with the wooden curbs which we employed on the 
 Versailles line (left bank), and consider them far preferable to any others. 
 
 The turn-tables used on the St. Germains line are copied from those formerly 
 employed in England. 
 
 The rails are cast in one piece, with the framework, and, being too slight, 
 they soon wear out, more especially those parts which form the passages for the 
 flanges of the wheels. The shocks which they receive soon disorganize them, and 
 upon these rails being worn out, the turn-plate becomes useless. 
 
 We must condemn the fixed rollers equally with the last, and for the same 
 reasons, the cast-iron covering being so liable to break, from the shocks of the 
 engine getting ofi" the rails, or any other cause. The foundations being of cast- 
 iron, also renders their expense very great in France, where this metal is still sold 
 at a high price. 
 
 The mode of constructing the turn-tables on the London and Birmingham 
 Railway, represented by Plate 27, is more satisfactory. The rails, which are 
 made of wrought-iron, are directly sustained by strong ties, and fixed firmly to 
 the table by means of bolts. 
 
 The grating, covering the framework, is made of cast-iron, also the 
 foundations. 
 
 The rollers are moveable in each of the models represented in the Plate, but 
 they are made of the rounded form in the smaller turn-table, which we do not 
 approve of. The frame of the table is suspended on the pivot by foui- bolts, as 
 shown by the sections, and the weight which the pivot and rollers are required 
 to support is regulated by the same. 
 
 This arrangement is excellent, and has been adopted with almost all the 
 turn-tables recently constructed; not only does it render the working easier, but 
 also prevents their breaking when subjected to false ecjuilibrium at the time of 
 the locomotives passing over. 
 
 The turn-tables formerly employed upon the Versailles Railway (right and 
 left banks), had their rollers placed much nearer the centres than the top, the 
 defects of which mode of construction we have already exposed. The foundation 
 of rollers thus constructed costs the same as those having their rollers arranged
 
 118 
 
 around the circumference, and the saving effected in the whole apparatus is of 
 very trifling importance. 
 
 It is further impossible to continue this mode of construction when the turn- 
 tables are disposed for a double way, since the iron rails, which are prolonged 
 with a false support beyond the circle of the rollers, will not admit of being cut 
 to allow of the passage of the flanges of the wheels without losing all their 
 stability. It is also necessary to state another inconvenience attending the turn- 
 tables we are speaking of, which consists in the difficulty that is found in fixing 
 them firmly to the planks and bolts to keep them in their position. 
 
 The pivot of these turn-tables appears deserving of imitation, being inverted, 
 by which the water and ashes are prevented falling into the sockets. The weight 
 of the platform is regulated the same as the preceding ones. 
 
 We will remark, lastly, that the piece of cast-iron employed to fix the pivot 
 to the stone at the foundation, is of a shape which renders the connexion difficult 
 to accomplish, since it is not easy to introduce the solder required between the 
 iron and the stone, so that the fastenings frequently get shaken, and require 
 repairing. 
 
 The circle on which the rollers run is cast in one piece, and fixed directly 
 on blocks of cut stone, fastened by cramps to the body of the masonry. It is 
 turned in the same manner as the upper one, which is fixed to the table and the 
 rollers themselves. 
 
 The rollers of the original turn-tables on the Orleans line were brought still 
 nearer to the centres than those on the Versailles. The false bearings were so 
 much extended that a simple fastening was not sufficient to sustain the pivot. It 
 was therefore placed in a socket, which was formed in the shape of a disc of large 
 diameter, upon which the rollers were fixed. 
 
 The rails upon the turn-table were cast with the same, and the weight on the 
 pivot was regulated by the key, which appears to us a more complicated plan 
 than bolts placed within reach of the workmen. These turn-tables have been 
 lately replaced by others, greatly resembling those with moveable rollers on the 
 London and Birmingham Railway. 
 
 The turn-tables on the Great Western Railway (see Plate 29) appear to 
 maintain their proper positions. The great width of this road allows of the 
 adoption of a very convenient mode of supporting the points of junction, and the 
 space between each pair of rails. The ways are then well sustained, and the 
 distribution of the metal is very regular. 
 
 The pivot is cast in one piece with the foot-plate, and fixed to the masonry
 
 119 
 
 by bolts, which mode of fastening is both strong and easily executed. The 
 turu-tables are covered by strong oaken planks, upon which the rails are fixed. 
 This disposition is, in our opinion, very serviceable, as it softens the shocks which 
 the rails receive, both when the engines pass from the road to the platform, or in 
 passing over the joints, and prevents reaction, which is injurious to the different 
 parts of the table and fastenings. The cast-iron curbing of the masonry inclosing 
 the top of the turn-table will, in our opinion, be soon shook out of i)hice, from the 
 effects of the latchet stop connected with it. We should prefer the use of wood 
 curbing. 
 
 The iron does not appear to us judiciously distributed in the turn-table used 
 on the Gard Railway, although copied from an English model; and the arms of 
 the table are often subjected to fracture at their extremities nearest the centre. 
 
 The cast-iron turn-tables of the Liverpool and Manchester Ivailway are much 
 better distributed, but it was found necessary to diminish the relative size of 
 the several parts, in order to avoid rendering them of too great weight, which 
 reduced their strength, and was doubtless the cause of this model being aban- 
 doned. 
 
 The turn-table on the railway from Strasbourg to Basle (see Plate 35), like 
 that of the Great Western, is covered with a flooring formed of planks, on which 
 the rails are laid. The crown plate supporting the rollers is of wrought iron, 
 tixed on a wooden frame. The rollers are generally rounded at their peripheries, 
 but are not turned, nor the circles on which they roll, whereby the tables are 
 rendered very difficult to work. The iron circles, possessing only a slight 
 power of resistance, become curved, and the rollers, although sustained by very 
 strong rods, frequently get disarranged. It has been found necessary, in some 
 instances, to add a second circle to the turn-plates to keep them in order, but 
 thb has not remedied the defects. The turn-table represented in the Plate (35), 
 is intended for the locomotives. 
 
 The turn-tables, which are placed in such situations upon the line that the 
 trains pass across them, are only used for shifting wagons, and constructed about 
 three metres (9 feet 9 inches) in diameter; are of the same form as the last, 
 but have wood interposed between the rails and the iron plate. These turn-tables, 
 being exposed to great strains, are frequently subjected to fracture. 
 
 The curbs of the turn-tables on the line from Strasbourg to Basle, are formed 
 both of stone and of wood. Those of wood are much the most serviceable, and 
 are substituted in place of stone as fast as the latter gets worn out. 
 
 The Plates 30 and 33 represent the foundations requisite for turn-tables in
 
 120 
 
 particular cases. The Plate 33 gives the details of the foundation of a turn- 
 table placed in the centre of a circular shed. A circular drain is left in the body 
 of the masonry, which receives the water from the platform, and all the drains 
 leading to it. The plan shows a portion of the drains, and the crossings of the 
 different lines connected with the turn-table. 
 
 The Plate 32 gives the details of a turn-table formed entirely of wood, and 
 executed on the Versailles Railway (left bank), for the use of the wagons. The 
 rollers are fixed to the upper part, and roll on an iron circle ; the movement of 
 this table is very gentle, as it is well supported. The fastening of the upper por- 
 tions of the wooden crown pieces is accomplished in such a manner that the pieces 
 L, L', are dropped in from above, and form wedges, thereby serving to fix and 
 strengthen all the fastenings together. The beams placed upon the rollers receive 
 these pieces, and maintain them in their places. 
 
 Timber turn-tables have been employed on the line from Newcastle to Car- 
 lisle, not only for the carriages, but also for the engines. It is necessary in these 
 cases that they should be carefully constructed, and very solid. It seldom hap- 
 pens, when these large dimensions are adopted, that the water running from the 
 engines does not injure them. 
 
 Timber turn-tables have also been used in Austria, with moveable rollers; 
 there is reason to believe that these are deficient in stability, being of compara- 
 tively weak construction. 
 
 Sect. III. — Slide Rails for changing the Line. 
 
 Turn-tables are not the only means employed to shift carriages and engines 
 from one line to another. Parallel slides are also used to accomplish the same, 
 which carry a pair of rails, and run on a railway perpendicular to the parallel 
 lines to which it is applied. The slide is placed over a kind of trench, pre- 
 pared on purpose, by which the surface of the rails fixed on it is made of the 
 same level as the ways of the railway. 
 
 The carriage, or the engine required to be moved, is merely run out upon one 
 of these slides, and taken where necessary. One slide will consequently serve for 
 a great number of parallel ways abutting upon either side of the trench, and their 
 cost is much less, both in the first expense and in the maintenance, than the turn- 
 tables which they answer for. But since all the lines are interrupted by this 
 plan, except that with which they are connected, it cannot be employed without 
 some risk of danger ; turn-tables are therefore generally preferred, on the principal
 
 121 
 
 lines of a railway. The turn-taliles. nuneovfr. may Ijl- iiiaik- tn admit ul' a passage 
 in any direction, wliile the slides will only allow of a parallel movumcnt. 
 
 The rails of the slide are sometimes fixed to a wooden frame, which rests by 
 means of the grease-boxes upon the axles of the slide, as the slides used in the 
 engine-house on the Strasbourg and B&sle Kailway, and in the workshops of the 
 St. Germains. The trench in this case is not recjuired t« be so deep, or more 
 than the height of tho axles, above the level of the rail line of the wheels, jilus 
 that of the grease-boxes above the axles, and the thickness of the frame; but the 
 trench, even then, being dug in the centre of the building, becomes a serious im- 
 pediment to business. 
 
 The depth of the trench is reduced on the Versailles Railway (left bank) to 
 20 centimetres (8 inches), (being the usual height of the step of a staircjise,) by 
 suspending the frame from the axle instead of placing the same upon it. 
 
 It is true, that the slide is only intended to shift wagons; it has, however, 
 been applied to engines, and there is no reason why it should not be employed for 
 housing them, by modifying some of the dimensions, without increasing the height 
 much. 
 
 It sometimes happens, at the period of lighting the fires of the locomotives 
 in the engine-house, that an escape occurs in the steam-pipe or entrance, which 
 causes the engines to move, if they are not scotched by wedges; they might other- 
 wise fall into the trench. Wedges which cannot be either displaced or removed, 
 are securely fixed on the borders of the trench, in order to prevent this kind of 
 
 accident. See the Cuts. These wedges are also 
 enii)loyed on inclined planes, to keep the trains 
 at the top. 
 
 If the carriages arrive by a line perpen- 
 dicular to that of the sheds, or by lines in dif- 
 ferent directions, the slide we have just described 
 is replaced by one carrying a moveable turn- 
 table. 
 
 This apparatus being rather complicated, 
 
 does not possess suflicient stability to be eni- 
 
 ployed for the engines. It is only used for car- 
 
 — riages, and some difiiculty is found in working it 
 
 even with these light weights. 
 
 oL 
 
 I I
 
 122 
 
 Sect. IV. — Level Crossings and Fencing. 
 
 Those portions of a railway which are crossed by roads formed on the same 
 level as the railway are called Level Crossings. 
 
 The permanent fencing employed in France and England, to inclose the 
 railways, is generally replaced by gates wherever a road crosses, and either the 
 guard or another man is specially appointed to attend the same. The lines being 
 seldom inclosed in Belgium, these gates are unnecessary. Guards are only occa- 
 sionally employed on a few of the most frequented roads ; it therefore becomes the 
 duty of the public who cross the line to take care that there are no trains in sight 
 at the time. 
 
 Serious accidents sometimes occur from defective fencing, or imperfections in 
 the gates. 
 
 A cow once strayed on the Birmingham line, and was the cause of the train 
 being turned off the rails, when several of the passengers were killed or severely 
 injured; and a similar accident occurred on the Liverpool and Manchester Rail- 
 way. 
 
 It appears, at first sight, dangerous for the public to pass over these crossings 
 on the level often. We, however, think, that if the police regulations were less 
 strict in France, and the authorities were not to insist upon these crossings being 
 kept constantly closed, nor the public vexatiously restrained by emjyloyes, who 
 are constantly induced to infringe their duties, and be deceived, less accidents 
 would occur. 
 
 We do not pretend to deny that these crossings on a level do not present 
 some danger, especially when the roads are much' frequented and intersect the 
 line of railway obliquely, when they cannot be seen at a distance by the engine- 
 drivers. 
 
 A carter crossing over one of these passages on the Versailles Railway (left 
 bank), unobserved by the guards, at night, the road being very oblique, lost 
 the proper track, and was within an ace of meeting a train coming from Ver- 
 sailles at full speed. Another man, crossing the railway at a different point, 
 in spite of the guard, at the time a train was expected, the engine-driver could 
 scarcely arrest the train without a collision, as it was descending an incline. In 
 short, we admit that the terrible catastrophe of the 8th of May is chiefly attri- 
 butable to one of these level crossings. 
 
 It is therefore necessary for the public safety to avoid these level crossings
 
 l'J3 
 
 as luuch as possible, especially on the curves, in cuttings at the bottom of in- 
 clines, and on roads that cross the railway obliquely, or are much fre(iuented. 
 
 Bridges may be substitute<l for crossings on the level, and the ruads carried 
 either over or under the railway. Bridges are more advantageous than gates 
 as respects expense, and a saving is effected by adopting them. The interest of 
 the capital required in their construction and repairs does not equal the annual 
 expenditure required for a level crossing and its guards, with the interest of 
 capital emploved in the construction and the expense of maintaining the cross- 
 ing and gates. The management of one of these gates costs (JUG to 1000 
 francs (25/. to 41/. 13>s'.) per annum. The cost of constructing bridges and 
 gates varies within very confined limits. The formation of bridges and of gates 
 often necessitates the construction of ai)proaches, which are very prejudicial in a 
 flat country, or where the wagons travel heavily laden. The number of level 
 crossings mav be reduced by uniting several communications together. When a 
 road passes over the railway by means of two approaches in opposite directions, 
 the waters which descend from each of these roads under the bridge are sometimes 
 difficult to carry off. We must not forget to provide means of drainage. 
 
 The construction of bridges is modified in various ways for the purpose of 
 reducing the approaches on each side of the rails, and according to the height. 
 We will merely remark, that it is possible for a railway to pass over by a bridge 
 without inconvenience, like an ordinary road, by means of two opposite approaches; 
 and if the gradient is slight, the engines can overcome it without much variation 
 in their speed. 
 
 The number of these level crossings is much increased when the country is 
 flat or the expenses are considerable. Thus we find a great number on the Bel- 
 gian lines and on those of Alsace. There are 229 of these crossings within a distance 
 of 134 kilometres (83i miles), on the line from Strasbourg to Basle. One guard 
 is found sufficient to attend to several crossings. Although the ground is very 
 hilly, on the Versailles line (left bank), the number of these passages on the level 
 was increased, in order to reduce the absolute capital : there are as many as 23 
 on a length of 17 kilometres (10? miles). There is but one on tlie line of the 
 right bank, which is at the Park of St. Cloud. Guard-rails are always placed 
 along these level crossings, generally on each side the rails, but sometimes on the 
 inside only (see Plate 37.) 
 
 These guard-rails are not laid down for the purpose of guiding the engines 
 and preventing their getting off the rails, like those employed on changing places. 
 When two are employed, they are always placed a little higher than the rails, so 
 
 k2
 
 Cl 
 
 124 
 
 that the carriages passing along the ordinary road, and requiring to cross the 
 rails, pass over a kind of trough, at the bottom of which the rails are laid. The 
 guard-rails on the level crossings also prevent pebbles or dung lodging on the 
 rails. If guard-rails are only placed within, the carriages necessarily pass over 
 the rails, and the former merely serve to protect the interior face of the rail, and 
 to sustain the earth between the rails, in order to keep the passage free for the 
 tianges of the wheels. 
 
 Although two guard-rails are certainly more advantageous than one, yet the 
 latter plan is adopted on many railways from motives of economy, and without 
 any injurious effects. 
 
 When crossings on the level are intended for the use of foot passengers only, 
 guard-rails are dispensed with altogether. 
 
 The space between an inner guard rail and the rail, depends on the thickness 
 of the flanges of the wheels of the engines or carriages, and on their usual distance 
 {more or less) from the centre of the road. This space is generally 0.05'" 
 (2 inches), on the Versailles line (left bank). 
 
 The iron guard-rails generally consist of the ends of rails, which are curved 
 and fixed by chairs. (See Section of Single Guard-rail of Iron, Plate 37.) 
 
 If the section of the way between the guard-rails was formed convex, the 
 water and mud would run in between the rail and the guard-rail ; it is therefore 
 generally made level. It is, however, impossible to prevent some dirt getting into 
 these spaces. It should be constantly picked out and removed by the guards at 
 the various barriers. This is more especially necessary in the winter, since the 
 frost hardens it, whereby the engines may be thrown off the rails. The space 
 between the inner guard-rails is filled with paving, pebbles, or planks. We recom- 
 mend the adoption of the first, as it is the most durable, and does not require to 
 be taken up when the sleepers are removed. 
 
 It is necessary to extend the paving at the crossing beyond that which is 
 requisite for the gates, in order that the carriages should not fall between the rails, 
 in the event of the horses taking fright or getting off the road, where they would 
 be difiicult to remove. 
 
 We remember a crossing which was obstructed in this way by a wagon at 
 the moment the train was in sight, from being too confined. 
 
 The gates, or moveable inclosures, placed at the level crossings, are con- 
 structed in various styles, as represented by Plate 37. That of the Versailles 
 (left bank) is one of the most convenient for the passage. 
 
 The gates are sustained by iron tie-bolts fastened to the upper extremities of 
 strong posts, and the wooden frames forming the gates turn beneath the same.
 
 125 
 
 The gates of the Loudon and Binuingham are not sustained by bolts ; there- 
 fore those of large size bend under their weight, or from the efl'ects of people 
 climbing upon them, and lose tlieir proper shape. 
 
 The gates employed on many railways in Germany and Belgium arc composed 
 of simple Im-'juus sliding between the posts, as the " sliding-gate (Geniian)." 
 
 These barriers are also used on the lines in Alsace, but they do not keep off 
 the foot passengers effectually, and cattle of small size are able to get under the 
 beams. 
 
 Tlie iron gates employed to inclose the line from Strasbourg to Basle, where 
 crossed by high roads (route royale) and important county roads (ruute departe- 
 mentale), are shown in the Plate. We think that simple wooden gates would have 
 cost less, and have better suited tlie wooden paling inclosing the line. 
 
 The arrangement of the government engineers, of placing double iron gates 
 with a pillar between them, appears to us mure dangerous than useful. It is never 
 necessarv for two carriages to pass over at the same time, and the pillar placed in 
 the middle of the gate is very objectionable at night, as it forces the carriages 
 to take an oblique direction, whereby they ai-e thrown off the road, as we have 
 before shown. 
 
 The gates connected with level crossings generally open towards the railway, 
 and sometimes in the opposite direction. 
 
 When the gates are opened towards the railway, they extend across the line, 
 and carry a disc in front, generally painted red, which indicates to the engine- 
 men at a distance that the railway is closed. Gates formed in this maimer 
 possess the advantage of preventing pedestrians and cattle, or even drivers, from 
 getting on the rails on each side of the crossing. The gates are generally closed 
 at night across the railway, and the guards stationed at them open the railway 
 every time a train re([uires to pass; in the event of this being neglected, the gates, 
 being left extended across the railway, are destroyed by the engines at Avork 
 during the night, which are either engaged upon the maintenance of the road, or 
 employed for the purposes of trade. 
 
 It may be stated, lastly, that gates cannot be used when the road cuts the 
 railway at a very acute angle, as they would require to be made of such very large 
 dimensions. 
 
 All the railways in France, with the exception of the Saint Stephen's and 
 Lyons, are fenced in upon each side of the line, which protects the works. These 
 inclosures are sometimes dispensed with, at the foot of large embankments, and 
 the bottom of extensive cuttings, whose slopes are protected by ditches instead.
 
 126 
 
 It is, however, very advantageous, as it prevents accidents from the passers- 
 by leaping over the ditches, and slipping down by accident into the cuttings. 
 
 The fencing of many of the railways in the environs of Paris consists of 
 simple trellis-work, formed of very slight laths of chestnut wood finished with 
 points at their upper parts. A man cannot climb over this fence without breaking 
 the laths, and it is found to protect the road very effectually, although only 
 1" 13 (3 feet, 8 inches high,) when the cost does not exceed 1 franc, 30 cents, 
 the lineal metre (ll|f/. per yard.) (See the Documents.) 
 
 Pine-wood laths have been used for fencing on the line from Strasbourg to 
 Basle, which is represented on Plate 37. It is not so good as the former, but is 
 preferred in places where chestnut timber is scarce, and the workmen do not 
 understand working the latter. It costs the same price as hurdles. 
 
 The fencing employed in England is much more simple and economical. It 
 consists of rough wooden posts driven into the ground, in which two mortices are 
 cut, which receive the ends of the rails. 
 
 These wooden posts are five or six metres, (16 feet, 5 inches, or 19 feet, 
 8 inches) apart, and there 
 is a flat stake, called a 
 prick post between them, 
 on which the horizontal 
 rails are nailed. The ends 
 of the piles are sometimes 
 bound with iron hooping, 
 fastened by two rails, as 
 shown in the cut. Iron 
 wire is often stretched be- 
 tween the rails in the vicinity of towns and in pasture land, where animals of small 
 size graze (see cut). Trellis work, formed of iron wire, galvanized, has been used 
 in some parts of the Orleans line. 
 
 When the line crosses large estates, the trellis is replaced by high palings at 
 double the cost, or by walls. Hedges serve equally well for inclosures in the 
 place of trellis work. 
 
 Hedges are planted on a great number of railways within the original fencing, 
 so that when the latter is worn out, it is replaced by the hedge, which requires 
 less care and forms a better fence.
 
 DOCUMENTS, ESTIMATES OF COST, AND MINUTES 
 
 OF SPECIFICATION. 
 
 We have comprised under this title, Estimates and Specifications, together with 
 observations on various subjects, wliich, although of great interest to practitioners, 
 did not appear to require a place in tlie body of the work. 
 
 The estimates of cost (prii' de revient) are not founded on theory alone, but 
 are the results of practice, the perfect accuracy of which we have verified. 
 
 ESTIMATE OF THE COST OF EARTHWORKS EXECUTED BY MEANS 
 OF UAITAVAYS AND T.Y HOUSES, ALSO KY LOCOMOTIVES. 
 
 We have already stated that we have not had an opportunity of studying the 
 subject of forming earthwork by means of railways, and the employment of horses 
 or of locomotives, with sufficient atfontion to warrant our attempting a description 
 of the operation; but having executed some earthworks with wagons on the Ver- 
 sailles liailway (left bank) with a rapidity almost unprecedented, and wliich may 
 be classed among the most important which has occurred in the construction of 
 railways, we think that a statement of the expenses of the work will not be unac- 
 ceptable to our readers. 
 
 The statement of prices, &c., exhibited in the following tables, is the work 
 of Mons. Brabant, a very able and experienced superintendent of bridges and 
 roads, and whose ability in the direction of these difficult works we cannot suffi- 
 ciently commend. 
 
 We will, however, precede the tables by an explanation of the mode of opera- 
 tion adopted in the removal of the earth. 
 
 The tables of prices calculated by Mons. Brabant are only applicable, strictly 
 speaking, to works executed under precisely similar circumstances to those in 
 which we were placed; but it is easy to modify them, so as to make the same 
 data applicable where the problem may be changed. 
 
 Of all the several railways now forming throughout Europe, none have re-
 
 128 
 
 quired so great an amount of earthwork in their construction as that of the 
 Versailles Railway (left bank). 
 
 The cubic contents of the earth removed from the single cutting of Chxmart, 
 crossing the hill which separates the valley of Clamart from the valley of Fleury, 
 was 378,000 cubic metres (494,438 cubic yards), and upwards of three-fourths 
 of this quantity required to be conveyed away from one extremity of the cutting 
 — viz., that on the Paris side. 
 
 The directors of the line having instructed the engineers to employ the most 
 expeditious methods, without regard to expense, in order that the line might be 
 made available for traffic with as little delay as possible, they adopted a plan in 
 which economy was sacrificed to extreme rapidity of execution. 
 
 Fig 1. 
 
 Longitudinal Section of the Clamart Cutting. 
 
 Fig. 2. 
 
 Transverse Section of the Clamart Cutting. 
 
 Fig. 1 represents a longitudinal section of the earth along the axis of the 
 cutting of Clamart, and the embankments in connexion with the two extremities 
 of the cutting. 
 
 The earth to the left of the line A B was carried northwards, in a direction 
 towards Paris, and that to the right, southwards towards Versailles. Of the 
 300,000 cubic metres (392,411 cubic yards) carried towards Paris, 120,000
 
 129 
 
 cubic metres (156,964 cubic yards) were dci»ositeJ in the valley of Clumurt, for 
 the embankment 1) E F; the remainder was used to form the ctubanknients at II 1, 
 on the other side of the small cutting H F, called the I'anvres cuttiiuj, or was de- 
 posited in the valley of Chimart, in order to increase tlic cmbanknicnt. The earth 
 to the right of the line A li was carried to the embanknieiit on tlie Versailles side, 
 between tlie extremity of the cutting of Clamart and the Fleury viaduct. 
 
 The soil of the cutting was taken out in the following manner: — A small 
 working cutting, or gullet, a longitudinal section of which is shown at K L A, 
 Fig. 1, and a transverse section at DC, Fig. 2, was first opened on the northern 
 extremity of the cutting, as far as the line A B, and large enough to contain a 
 single way, and of various depths. The bottom of tliis gullet was formed at an 
 uniform height of 7 metres (23 feet) above the intended level of the permanent 
 cutting. It was formed with an inclination of 4 millimetres per metre (1 in 250) 
 towards Paris, whicii was also intended for the inclination of the railway. 
 
 This small cutting, or gullet, having been commenced at a great many points 
 at the same time, the earth arising frt)m it was thrown up along the sides at A and 
 B, Fig. 2. A pair of rails was next laid down upon the bottom, and earth wagons 
 placed thereon, which were employed to carry away the earth of the mounds A 
 and B, which could not be allowed to remain deposited on account of the great 
 value of the land. 
 
 As soou as a part of the earth from the mound B had been carried away, the 
 masses F and G, on the side of the lirst gullet, were dug out, by which they were 
 enabled to lay down a second line of rails, the earth forming the uuiss E and that 
 of the mass II being at the same time broken up and taken away by the wagons. 
 A portion of the earth of this mass was conveyed by barrows directly into the 
 wagons ; another portion was conveyed to the edge only of the gullet, and thence 
 cast into them by spades. 
 
 The mass of earth marked I, was transmitted entirely by spades, — one portion 
 immediately after being broken down, and the remainder after having been 
 transported by barrows to the edge of the way. 
 
 The remaining quantity of the lift forming this portion of the cutting having 
 thus been excavated, the excavating of a second gullet, K L, was commenced, and 
 from several points at once, as before, the greatest part of the earth being throivn 
 up by casts of the spade upon the bank, and from thence transmitted to the wagons 
 running along the railway in the upper gullet, or turned immediately into wagons 
 run on a new line formed at the bottom of the gullet F G C D. 
 
 The mass L was next overthrown, and loaded directly into the same wagons, 
 
 8
 
 130 
 
 and a second working line laid down in the cutting K L, and at length the rails 
 laid along the upper gullet were taken up, and the masses N and broken down 
 and carried away by the wagons running on the lower gullet. 
 
 The soil consisted of beds of marl and lime, which were capable of supporting 
 themselves, for some time at least, under very inclined faces. If they had been 
 otherwise, the sides of the gullets could not have preserved the forms stated. 
 
 The earth was teamed or led along the temporary line laid for the upper 
 gullet, by horses, and upon its arriving at the extremity of the same at K (see 
 Fig. 1) was let down to the level of the top of the embankment by a self-acting 
 plane {plan auto-moteur, see Plate 42), by which a loaded wagon, in descending, 
 drew up an empty one. 
 
 The earth of the lower gullet was led to the embankment, either by horses or 
 by locomotives, according to the distance. 
 
 The embankment was formed in two lifts, and the earth was let down to the 
 level of the lower lift by means of two self-acting planes (plans auto-moteurs) 
 projected at D N, and one of them corresponding to the line of the upper gullet, 
 the other to that of the lower one. The earth of the upper gullet, forming a por-' 
 tion of the lower bed of the embankment, was thus let down by two successive 
 self-acting planes (plans auto-inotciirs), and that of the lower cutting by one only. 
 The employment of locomotive engines for the conveyance of the earth of the lower 
 cutting was not commenced until the plans auto-moteurs connected with the em- 
 bankment were removed, and the upper bed nearly finished. 
 
 The locomotives were employed more particularly in conveying the eai'th to 
 embankments of small height on the other side of the Vanvres cutting. 
 
 The line LKMDN, Fig. 1, represents the section of the temporary rails 
 laid down for the conveyance of the earth cleared by the upper gullet, and carried 
 on to the lower bed of the embankment. The line B D N is the section of the 
 temporary rails used for clearing the lower gullet. 
 
 The operation of discharging the wagons at the extremity of the embankment 
 was accelerated and facilitated by the employment of two moveable machines 
 (baleines). 
 
 This ingenious apparatus, consisting of a kind of moveable scaffold, was in- 
 vented by M. Clapeyron, engineer in chief of the Kailways of St. Germain and of 
 Versailles (right bank). We have given illustrations of these machines in Plate 
 39 ; and their mode of application will be found by turning to the explanation of 
 the Plate. 
 
 A baleine was placed before each of the two lines of way abutting on the ex-
 
 131 
 
 trcmity of tlie embankment. A part of the eiirtli was also discliarged over an 
 auxiliary lateral line, by means of wagons tilting in the front, and others tilting 
 at the side, but the latter were principally employed. 
 
 The earth extracted from tlie other extremity of the cuttiufr, having to be 
 carried a short distance only, was conveyed by means of carts and small wagons 
 drawn by horses. 
 
 Thus, in order to accomplish the object retjuired, and to execute the cutting 
 as rapidly as possible — 
 
 1st. We multiplied the points of fdling or loading, by forming works for the 
 removal of the earth on two stages, or lifts, at the same time, and contrived by 
 costly but expeditious means to lengthen or extend tlie stations for loading. 
 
 2nd. We increased the rate of speed of the teaming as much as possible, 
 partly l)y means of self-acting planes (pLui.'i auto-moteurs), and partly by the aid 
 of locomotive engines, which were regulated according to the length of the lead 
 and the inclination of the ways. The adoption of plaiis- auto-inotctirs also pos- 
 sessed the advantage of being more economical than the employment of horses for 
 working very steep inclines. 
 
 3rd. We multiplied the points of discharge as much as possible, and rendered 
 this operation very rapid, by depositing a part of the earth in the Val-Clamart, 
 and raising the embankment in two separate layers. 
 
 If the embankment had been formed by a single lift, it would have been ne- 
 cessary, upon accpiiring a certain height, to have given up the emi)loyment of the 
 baleine.'^, although so useful in facilitating and accelerating the operation of tip- 
 ping the wagons. 
 
 The opening of the Clamart cutting was soon accomplished by the fortunate 
 adoption of this plan. The quantity of earth excavated at one extremity during 
 the summir months, and at the period of the greatest activity on the works, ex- 
 ceeded 30,0U0 cubic metres per month (39,241 cubic yards). From 1300 to 
 1400 cubic metres (from 1700 to 1832 cubic yards) were excavated on some 
 days. This cutting was not completely finished until two years and a half after 
 the commencement of the works, owing to the execution of the southern extremity 
 having been retarded by the time lost in purchasing the land, by the con- 
 struction of the viaduct on which the embankment was to be supported, and more 
 especially by the want of cajiital. 
 
 The earthworks of the cutting of Clamart were costly, and although executed 
 rapidly, the degree of despatch did not fully equal our expectations, for the follow- 
 
 ing reasons ; 
 
 8 2
 
 132 
 
 1. Great speed and great economy are found to be incompatible; one must be 
 sacrificed to tlie other. Earth whicli might have been laid direct was handled 
 about several times. The portion taken from the lower part of the gullet could 
 not be conveyed into the wagons of the upper gullet by any other means than by 
 several casts of the spade. The expense would have been reduced by placing a 
 larger portion of this earth directly into the wagons of the lower gullet ; but it 
 would have increased the time for the execution of the works. The expense would 
 have been equally reduced by leading away a portion of the earth arising from 
 that cutting at once, in the wagons of the upper gullet, more especially that por- 
 tion next the bottom. 
 
 2. The laying down of rails along the upper gullet rendered it necessary to 
 prepare the bottom suitable to receive tlie same, which operation presented more 
 difficulties than usual, as the soil at that height was found to consist of a very irre- 
 srular bed of calcareous-siliceous flints, which could not be worked without diffi- 
 culty, either by tools or with gunpowder. The presence of this bed would have 
 been the cause of a considerable increase of expense, even if it had not occurred at 
 the bottom of the gullet. 
 
 3. The extra precautions arising from the necessity of throwing down the 
 mass E to the right of the upper gullet, and of part of the masses F, G, H, 
 and I, situated to the left, in order to prevent slips of earth upon tlie way, induced 
 the superintendent to allow the contractor an increased price. The tlirowing 
 down of one portion of the remaining masses could not be so readily done in large 
 quantities. 
 
 4. The working of the wagons, and the substitution of the empty for the 
 loaded wagons along the gullet, and by a single way, being attended with great 
 difficulty, consequently occasioned a great loss of time to the workmen employed 
 in loading, — for instance, when loading the earth of the mounds, they could not 
 dig the soil whilst looking out for the wagons. When two lines were laid down, 
 the execution became easier, although the loaded wagons could not then be re- 
 placed by the empty ones so fast as could have been desired, and the operation 
 required a great many changing places in the lines, the cost of pui'chasing which, 
 and of laying down, was considerable. A part of the earth of the cutting H was 
 carried direct to the wagons by barrows, but anotlier part was of necessity de- 
 posited on the edge of the line, to wait for the empty wagons, which were then 
 loaded with it by the spade. The whole of the earth of the cutting marked I, was 
 conveyed by bari'ows along the line of the upper cutting.
 
 5. Numerous accidents interrupted tlie works, which occjisioned otlier estra 
 cxiH?nses to the couipany. Some of tliese accidents were coMtiii^'ent upon the 
 imture of the works whicli hud heen undertaken, otliers pri>cwdi-d from u want ol 
 experience in tlic workmen and tla-ir suptrintendents. The waj;on-drivers were 
 unable to regulate the speed of the trains on the self-acting planes {plmtf auto- 
 moteurs) at the commencement of the works, and frojuently ran otf the raiU into 
 the changing i>lac€S situated between the upper and lower inclincil planes. The 
 wagons even sometimes passed over the head of the cmlmnknient, and destroyed 
 the baleines, which did not possess sufficient solidity to bear the loaded wagons. 
 Wo in vain placed moveable supports to strengthen the ways at the points of dis- 
 charge, and directed by the most stringent orders that the ways should not be 
 opened excepting at the moment of tipping. At other times the wagons ran off 
 the rails, from the driver jdaced at the head of the train not detaching it from 
 the roix> with sufficient rapidity, on arriving at the top of the plan auto-moteur. 
 rpon the works becoming more advanced, and the workmen accpiiring greater 
 ex|x.'rience, accidents of this nature were exceedingly rare, although it was often 
 necessary to repair the pulley and rope of the upper plan auto-moteur. The rope 
 also frequently broke as it became worn by the effects of friction. 
 
 (j. The works were much prejudiced through the numerous disputes arising 
 from the operation of teaming not having been included by the contractor of 
 the earthworks. No contractor could, in fact, have been expected to take the 
 resIaln^ibility of these new experiments which we have just described, but would 
 have preferred, under all circumstances, in our opinion, to have executed the 
 whole of the works by valuation (en retjie) rather than divide them. The engi- 
 neers proposed this course to the directors of the company ; but the proposition 
 did not meet their approval. 
 
 The working of the locomotives left nothing to be desired, since they were 
 directed by the engineer, Georges, a very able man, who subsecpiently lost his life 
 by the accident of May the 8th. Hicks' light four-wheeled engines were adopted, 
 which were perfectly suitable for these purposes. 
 
 By our describing the difficulties which we encountered in the ajiplication of 
 tlie principles applied at the cutting of Clamart, and concealing nothing, we shall 
 enable such of our professional brethren who may be tempted to follow, to avoid 
 the stumbling-blocks which lay in the way. it is seldom that the land is so va- 
 luable as that through which the cutting of Clamart was formed. Sjioil-banks 
 can be formed, and economy exercised both in time and money, when the ground
 
 134 
 
 is less expensive. A large portion of the earth extracted from the upper part of 
 a cutting may be deposited along the sides of the line, and the earth of the lower 
 cutting may be conveyed in wagons, by a method similar to that which we have 
 already described. We consider that the execution of a cutting of the greatest 
 dimensions may be accomplished with extreme rapidity, and without excessive 
 expense, by these methods. There is, moreover, reason to hope that rich and able 
 contractors will soon be found in France the same as in England, possessing the 
 requisite plant, tools, and tackle for the execution of the earthworks, who will afford 
 the engineers proper co-operation, which those who constructed the first railroads 
 in France had not the benefit of.* 
 
 STATEMENT OF PRICES. 
 
 The statements of prices which follow, refer to the execution of earthwork, 
 and the removal of the soil by the aid of wagons drawn by horses and by loco- 
 motives. These statements have been made from notes collected during the 
 execution of the cutting of Clamart, on the Versailles Railway (left bank), and 
 may be applied on the following hypothesis : — 
 
 1. That the operation bears reference to the opening of a cutting containing 
 300,000 cubic metres (392,411 cubic yards) of soil, to be conveyed a distance 
 exceeding 1000 metres (1093 yards). 
 
 2. That the cutting is situated in the environs of Paris. 
 
 3. That the period for the execution of the works is limited to 20 months, 
 and that an amount of 600 cubic metres (784 cubic yards) of earth is to be 
 excavated /(g/- diem of 10 hours. 
 
 4. That the iron tracks, on which the wagons run, have a gradient of 4 
 millimetres per metre (1 in 250), and that they are supported on sleepers, and 
 formed with the rails intended for the permanent line. 
 
 5. That each of the wagons contains li cubic metres (1'962 yards) of 
 earth; that they descend, when loaded, with the inclination of 4 millimetres per 
 
 * An average of 30,000 cubic metres (39,241 cubic yards) of earth was moved during the 
 summer months in the cutting of Clamart from a single working {chautier.) This amount would 
 undoubtedly have much increased if the earthwork had been executed by valuation {en regie), the 
 same as the teaming. It appears that no more than 20,000 cubic metres (26,124 cubic yards), 
 were tipped on the Rouen Railway, although executed very rapidly upon a bridge.
 
 135 
 
 metre (1 in 250); that they re-ascend empty; that they are strongly constructed, 
 and of the following weight : — 
 
 The body of wiigou 1000 kilog. .. (2203 lbs.) 
 
 The two pair of wheels, including axles 440 „ •• ( 970 lbs.) 
 
 Total .... 1440 (3175 lbs.) 
 
 That the diameter of the wheels is 0-50 metre (1 foot 8 inches), and that 
 of the bearings of tiie axles 0'05 metre (2 inches), that these axles are formed of 
 wrought-iron, and that they turn in cast-iron boxes filled with grease. 
 
 G. That three horses di-aw ten wagons with a speed of 25,000'" per diem of 
 10 hours.* 
 
 • The jjowcr required to draw 10 loaded wagons upon a slope fulliii'; 4 millimetres per 
 metre (1 in 2oQ), may Ite calculated thus : — 
 
 Ten empty wagons, at 1440 kilog. each, will weigh 14,400 kilog. ... (31,752 lbs.) 
 These contain 150 cubic metres (196 cubic yards) 
 
 of earth, weigliing 1800 kilog. (3969 lbs.) each 27,000 „ ... (59.535 lbs.) 
 
 Total weight of 10 loaded wagons . . 41,400 (91,287 lbs.) 
 
 The resistance due to friction of wagons moving along a horizontal plane upon a railway 
 has been found, after sufficient experience, to equal -0067 of the weight to be drawn. It, there- 
 fore, follows that the amount of tractive power necessary to draw the 10 loaded wagons = 
 
 0-0067 X 41-400 277-38 kilog. ... (6116 lbs.) 
 
 As the slope falls 4 miilimetree ( 1 in 250), the above 
 quantity must be reduced by 41-400 X 0-00 i . . 1656 „ ... (3651 lbs.) 
 
 Remainder 111-78 (2465 lbs.) 
 
 As there are three horses, each horse must consequently exert a force of traction equal to 
 y^ = 37-26 kilog. (82-15 lbs.) in taking the loadeJ wagons. 
 
 The resistance due to friction in taking up the empty wagons . . 00067 
 Ditto for the rise of 0-04 0-(X)40 
 
 Amounting to 0-0107 
 
 The weight to be drawn being 1440 kilogrammes (31'75 lbs.), the amount of traction is 
 14-400 X 0-0107 = 154-08, whence it follows that each horse exerts an effort of -\- = 51-36 
 kilogrammes (1 132 lbs.), in drawing the empty wagons back. A horse, attached to ;iii ordinary 
 carriage, and travelling with a velocity of 36,000 metres in 10 hours, is capable of exerting a 
 tractive force equal to 70 kilogrammes (154 lbs.): but, under the circumstances in which the 
 loads are placed on a railway, a horse cannot exert an effort of more than 55 kilogrammes, 
 (121 lbs.) [See Wood's Treatise on Railways, in which he gives 50 kilogrammes (110 lbs.) as 
 the mean effort of horses on railways in the North of England.] Consequently, the number of 
 horaes re<iuisite to draw the train on horizontal railway, will •>« 4^ = 504; and it would 
 requireanamountof tractive power e<iuul to 0-0107 x 41400= 44298 kilogrammes (976-7 lbs.) 
 to ascend a gradient of 004 ( I in 250) and the number of horses necessary would be -jj- = 8-05
 
 136 
 
 7. That a locomotive engine, with pistons O" 25 (9'8 inches) in diameter,* 
 will draw 20 wagons at a rate of 100,000 metres (109,363 yards) per day of 
 10 hours. 
 
 8. That the time occupied in getting and in tipping is 10 minutes eaoli 
 journey, without reference to the length of the lead, or the system of traction. 
 
 The locomotive engines being subject to frequent injuries, it is always 
 necessary to have more on the works than are strictly necessary; they may be 
 generally taken at double the number that are absolutely required. 
 
 Whatever mode of drawing the wagons is adopted, whether by horses or by 
 engines, the number of wagons required for getting and tipping always remains 
 the same, but the number of those moving to and fro along the way is in inverse 
 proportion with the velocity of the motive power employed to draw them. 
 
 Taking this hypothesis, and comparing the velocity of horses and of loco, 
 motive engines, we find that it would be necessary to have four times as many 
 wagons to convey the earth, if horses are employed, as would be required with 
 locomotive engines. 
 
 * The following were the principal dimensions of the engines employed on the earthworks 
 of the cutting of Clamart: — 
 
 Diameter of pistons 
 
 Stroke of pistons 
 
 No. of smoke tubes 
 
 Length 
 
 Interior diameter 
 
 Length of the grate 
 
 Breadth do. 
 
 Area of furnace in direct contact 
 
 with the fire 
 Area of entire furnace 
 Diameter of the body of the 
 
 boiler .... 
 Diameter of each of the four 
 
 wheels .... 
 Length of the rods joining the 
 
 wheels, or distance between 
 
 the axles .... 
 Total length of the engine under 
 
 the buffers 
 
 M. 
 0-253 
 
 ■ •• 
 
 
 Feet. 
 
 
 In. 
 9 ) 
 
 0-400 
 
 • •• 
 
 
 1 
 
 H) 
 
 76 
 
 f Area of furnace in con- 
 
 ~j 
 
 
 
 2-33 
 
 0-037 
 
 0-70 
 
 < tact 17-60 metres (133 
 L square feet 6 inches). 
 I Area of the grate 0™ 58C 
 \ (6 square feet). 
 
 '}{ 
 
 7 
 
 2 
 
 7 ) 
 
 H) 
 
 3 ) 
 
 0-98 
 
 3 
 
 2 ) 
 
 3-40 
 
 
 Squa 
 
 re ft. 
 
 36 
 
 In. 
 6 ) 
 
 >100 
 
 • •• 
 
 (226 
 
 ) 
 
 
 
 
 Feet. 
 
 In. 
 
 0-43 
 
 • •• 
 
 ( 
 
 1 
 
 5) 
 
 1-35 
 
 1-44 
 
 (45) 
 
 ( 4 8^) 
 
 4-47 
 
 (14 8 ) 
 
 These engines were supported on four cast-iron wheels, and wooden frames between them, 
 with a cylindrical fire-box covered by a semi-spherical dome, with band gear and loose 
 eccentrics.
 
 137 
 
 The following calculations show the number of wagons that are required on 
 the line by each mode of traction for a given distance. 
 
 Fur Teaming to a Jfistancf of 1000 metres (1093 yards) with Horses. 
 
 The cubic quantity to be transported jwr cliiiii being (lUO metres (G5G yards), 
 which, as the wagons contain 1'" 50 (1-9 yards), consetiuently an)ounts to 100 
 wagon-loads per diem, which will require, due regard being paid to their returning 
 after being tipped, a run of 800,000 metres (874,911 yards), the speed of the 
 horses being 25,000 metres (15i miles) per day, the number of wagons 
 necessary will be "^^-^ = 32. Thirty-two wagons will therelbre be required for 
 each 1000 metres (1093 yards); but for the lirst 1000 metres (1093 yards), it is 
 necessary to have forty. 
 
 For Transporting with Locomotive Machines to a Distance of 1000 meti-es 
 
 {109'3 yards.) 
 
 With a locomotive engine moving at a velocity of 100,000 metres (G2i 
 miles) per diem of 10 hours, the number of wagons necessary for the conveyance 
 to a distance of 1000 metres (1093 yards) will be ^^ = 8. The calculation 
 gives 8 wagons; but since tlic engine can draw 20, it is necessary to employ this 
 number at the least for the tii-st lOOO metres (1093 yards.) 
 
 The engine being capable of running 100,000 metres (621 miles) per 
 diem with the 20 wagons, the total length of run for the wagons will be 2,000,000 
 metres (1242? miles); the number of wagons to be conducted per day being 
 400, it will be possible to run over a space of '"^'^ = 5000 metres (5468 yards) 
 at each trip, or, deducting their return after being tipped, a distance of 2500 
 metres, (2734 yards); thus a locomotive engine would be retiuired and 20 wagons 
 for every length of 2500 metres (2734 yards.) 
 
 The number of wagons necessary with horses would be 24. Taking the case 
 as we have stated, it would be necessary that the engine should convey the earth 
 a distance of IGGG metres (1822 yards), in order to derive the full bt-nefit of its 
 work. Since, in fact, the engine conducts 400 wagons ; it will make 20 journeys 
 per diem, and as it loses 10 minutes per journey, it will cun- 
 sequeutly lose a total of 200 minutes 
 
 Out of the day of ten hours, containing (iOO 
 
 The time during which it will be engaged in drawing will be, -tOO
 
 138 
 
 The velocity of the engine being 10,000 metres (Gi miles) per hour, it 
 will run over a distance of '522?.^^_«o _ 66^667 metres (72,909 yards) in 400 
 minutes, and as it is required to make twenty journeys per diem, each journey will 
 be -^ = 3333 metres (3645 yards) without taking into consideration the 
 return empty, 1666 metres, (1822 yards.) 
 
 We have allowed a high sum in the following list of prices, upon starting with 
 1000 metres ( 1093 yards), for the wear and tear of the engines and interest of capital, 
 as it would be very difficult in a trial of this nature to prevent the loss of a con- 
 siderable portion of the services of the engines, from the novelty of the undertaking. 
 We have supposed that this loss would equal an extension in the conveyance of 
 666 metres (728 yards) beyond the 1000 metres (1093 yards) which would make 
 about two centimes per metre. It would be necessary, in order to prevent this 
 loss, or to diminish it, to vary the number of wagons upon the line every day, 
 accordingly, to suit the length of the lead, which would have the effect of reducing 
 the price of labour by a much greater amount than two centimes. 
 
 The following lists of prices are, strictly speaking, only applicable under 
 precisely similar circumstances to those in which we may be supposed to have been 
 placed, but they will serve as data in calculating other prices, according to the 
 nature of the work to be executed. 
 
 As the cost of the plant, or tools and tackle, and some portions of the labour, 
 does not increase in the same proportions as the cubic amount that may require 
 to be executed, it therefore follows that there is an advantage in performing earth- 
 work in large masses. 
 
 The Table E, which follows the lists of prices, shows that the expense of 
 transporting to a distance of less than 2000 metres (2186 yards) is more 
 with railway wagons than with ordinary carts, supposing the cubic quantity of 
 cutting under 300,000 metres (392,426 cubic yards). The wagons, on the 
 other side, possess an advantage over the carts, in being able to proceed in nearly 
 all weather, of requiring fewer horses, and at the same time being able to be drawn 
 by locomotives, and consequently, of rendering the works continuous, and inde- 
 pendent of the accidental circumstances which are liable to arrest and suspend 
 them.
 
 No. I, (A). — Details of (he cost of conrei/ance of II cubic metre {\-^\ cubic i/arils) of earth transported trit/i 
 irai/ntis tliiiwii bi/ Imrsis. Ujuiii a iriii/ biiriiii/ a fall of A iiiilliiiirtns pir iiiitre. ( I in '2oO.) 
 
 GENBRAL PARTICULARS. 
 
 Art. lit.— Tools <md 
 TackU. 
 
 loO cartli-wagons, at 620 
 fr. each 
 
 (a) 3000 lineal iiietrc>(3280 
 yards) ul' iluulile wav, 
 at 80 fr .'.. 
 
 40 temponiry cimngiiif; 
 place*, at 2"J5 fr 
 
 Slieils ami ImiMiiiy 
 
 I'ools for llic wuiks)iop> 
 ami layiii|;(lo\viitlie wav 
 
 1 platforms fordiscliargiiijj, 
 at 5000 fr 
 
 Cost 
 Price. 
 
 Vt. 
 97,500 
 
 ^40,000 
 
 9000 
 10,000 
 
 8200 
 
 10,000 
 
 :)75.000 
 
 Interest at 5 per cent, on 375,000 fr. 
 for 'iO months 
 
 Depre- 
 ciuiion. 
 
 Kr. 
 48,750 
 
 40,000 
 
 4500 
 5000 
 
 4250 
 
 5000 
 
 Total expenses, fr 138,750 
 
 107,500 
 
 31,250 
 
 UTiich gives for the cubic metre 1^"*= 
 
 " 3U0.000 
 
 Art. 2nd. — Maintenance of Plant. 
 .Such as Wood, iron, steel, and nails, levers, oil, 
 
 RTcasc, &o 
 
 Workmanship 
 
 Laving Down, Uaisinc. I'p, and Maintenance 
 OF Tk.mi-orarv Ways. 
 Art. 3rd. — Laying Me Ways. 
 The difficulties ex|«'riciiced hy the workmen 
 during the execution of the works lieing al- 
 lowed for, and the loss of time from their being 
 obliged to hiy down the way as the works 
 aivance. ami merely a few rails at a time. 
 Price, 0-70 cents for a single way, including 
 the conveyance of the mils, &c. to the spot. 
 \Vc have reckoned above 3000 lineal metres (3280 
 yards) of double way, but as the works nearly 
 always require the removal of the ways, and 
 since there are two lines Ix'forc the platforms 
 being constantly removed, we must allow fur 
 laying 12^000 lineal metres (13,123 yards) of 
 
 8,400 
 1,600 
 
 way at 70 cents ])er metre 
 Laying of 80 changes of line at 20 fr... 
 
 Total, fr 10,000 
 
 Which gives for the cubic metre (35,317 feet) 
 *' iw.'KK) =0.0333 
 
 Art. 4th. — Maintenance of the Ways. 
 
 .V chief layer at 5 francs per day, and 7 layers 
 
 at 21 francs, making together a total expense 
 
 of 26 francs, which giies for the cubic 
 
 metre J?, 
 
 Art. 5lh. — Taking up of Temporary Ways and 
 
 of the llaibi ami Sleepers. 
 12,000 lineal metres (13,123 jards), at the rate 
 
 of ■2', c 
 
 Taking up and conveyance of 80 changes 
 of way, at 2.50 fr 
 
 3,000 
 200 
 
 Total, fr '. 3,200 
 
 Which gives for the cubic metre, at _iil!? 
 
 Carried on 
 
 I'rice uf a culiio nif- 
 lr«. (I'l.ll? rerOln. 
 cluUiiig fxcav»liii|{, 
 luailtiig hi wai^uiiii, 
 can'yiiiit uid dU* 
 ctiMviDK laOmelrva 
 (lOVjrardi.) 
 
 Fraccn. 
 
 Prico of ctiiivfylng 
 ail aadlliuiial laou 
 m<lnM(lU»3)tanla.) 
 
 0-4625 
 
 00800 
 01200 
 
 Franca. 
 
 (b) 0113 
 
 Js 00020 
 ^ 00030 
 
 00333 
 
 004333 
 
 00107 
 
 o-74;iH 
 
 ^ 00017 
 
 ^ 00022 
 
 ,\, 0-0005 
 
 002(17 
 
 obskrvatiuns. 
 
 NUUnEB or HACONS. 
 
 For loading and unloading , 80 
 
 On the line I 40 
 
 In reserve 10 
 
 Under repair 20 
 
 1.10 
 
 (a) When the length of the lead averaged 
 1000 metres (1093 yards), there were (1000 
 metres (G5G2 yards) of single way at the cutting 
 of Clamart. 
 
 (I>) Details of tackle for the conveyance of an 
 additional 1000 metres (1093 yards): 
 
 ;J2 wagons at 650 fr 
 
 1000 metres (1093 yards) of 
 
 way, at 80 fr 
 
 10 changes of line, at 2-25 fr. 
 Stores and tools 
 
 20,800 i 
 
 80,000| 
 2.225, 
 1,000 
 
 104,025 
 
 Interest at 5 per cent, on 104,025 fr. for 
 20 months 
 
 Total. 
 
 10,400 
 
 13,333 
 
 1,113 
 
 500 
 
 25,346 
 
 Which gives for the cubic metre conveyed a 
 distance of 100 metres (109 yards) 
 
 0.0113 
 
 3^, ol.^ 
 
 300,000 X 10 '
 
 140 
 
 GENERAL FEATURES. 
 
 Brought forward 
 
 TEANSPOBT OP THE EARTH. 
 
 (A) 
 
 Art. 6th. Eight horses to take the wagons to 
 the points where they are required to he taken 
 by horses, to be loaded, wliich occasioned a 
 daily expense of 48 francs, which gives for 
 the cubic metre at ^*y 
 
 Art. 7th. Three horses costing 18 francs per 
 day, and 2 drivers paid 6 francs, making a 
 total of 24 francs, will draw 10 wagons con- 
 taining 15 cubic metres, (18 cubic yards) of 
 earth, adistance of 25,000 lineal metres (27,341 
 yards), which gives for the cubic metre 
 
 24 X 2 
 
 2.5X i.'J ■ ■ 
 
 Art. 8th. Time lost in loading and unload- 
 ing, estimated at 10 minutes each journey, 
 which gives for the cubic metre g ^ in x^ 
 
 Art. 9th. Pushers and unhookers, 12 work- 
 men at 2.50 francs, making a daily expense 
 of 30 francs, which gives for the cubic metre 
 
 at^% 
 
 Art. 10th. Twelve workmen, being switch- 
 men, cleaners of rails, and greasers, paid 24 
 francs, which gives for the cubic metre f^ ... 
 
 GETTING, LOADING, RETAKING AND DIS- 
 CHARGING THE EARTH. 
 
 Art. 11th. Getting and loading the earth 
 Art. 12th. Retaking and throwing with 
 shovels, or transporting the earth by barrows 
 in order to load the wagons ; taken at half 
 
 the first getting 
 
 Art. 13th. Discharging the wagons and 
 arranging the points of discharge, being equal 
 to 24 men, making a daily expense per day (of 
 12 hours) of 84 francs, which gives for the 
 cubic metre at ^^ 
 
 SUNDRY EXPENSES. 
 
 Art. 14. Workmen for various work, being 
 equal to 16 workmen paid at the rate of 40 
 francs per day, which gives for the cubic metre 
 ats'fe'J; .". 
 
 Art. 15. Superintendents and keepers. Ten 
 employed, paid at the rate of 30 francs per 
 day, which is for the cubic metre at ^■^ 
 
 Total in francs 
 
 Or equal to 
 
 Price of a 
 
 cubic metre 
 
 0-55.317 
 
 cubic feet,) 
 
 excavated, 
 loaded iu 
 wagous, dis- 
 cbnrged aud 
 cari'ied adis- 
 tauce of 100 
 metres (109 
 
 yards. ) 
 
 Francs. 
 0-7498 
 
 O'OSOO 
 
 0-1280 
 0-026G 
 
 0-0500 
 00400 
 0-6000 
 
 0-3000 
 0-1400 
 
 0-0667 
 0-0500 
 
 Price of au 
 additional 
 conveyance 
 of 1000 me- 
 tres. (1093) 
 yards. 
 
 Francs. 
 0-0207 
 
 0-0004 
 
 2-2311 
 (1.1. 5rf.) 
 
 ^ 0-0128 
 
 0-0001 
 
 ^3 0-0003 
 
 ^ 0-0020 
 
 1^0-0006 
 
 -nfcu 0-0003 
 
 Wire 0-0007 
 
 0-0013 
 
 ■fe 0-0010 
 
 OBSERVATIONS. 
 
 (A) 
 There would be 12 horses re- 
 quired with locomotive engines 
 instead of 8, as the horses em- 
 ployed in the conveyance are often 
 able to take the wagons direct. 
 
 We have allowed one-tenth on 
 account of the inconvenience and 
 loss of time occasioned by this 
 mode of working. 
 
 The tippers arrange the points of 
 discharge, and work 12 hours, the 
 same as the other workmen. The 
 respective advantages of discharg- 
 ing, with or without moveable 
 platforms (Baleines) are discussed 
 in a note following these tables. 
 
 0-0402 
 
 (-02540 of a shilling) per cubic yard.
 
 Xo. 2 (A') Delaih of the citst of convrt/anci ol' a cubic metre {'i').'.\\1 fret) of earth, transported 
 with wagons drawn by horses, upon the hifpolhesU of the raitwoy being laid horizontal. 
 
 OENKR.\L FEATURES. 
 
 I'tU'c iif A 
 
 vubir mrtrr. 
 
 (l;U»t cubic 
 
 yanl»,) rxca 
 
 valrd, luadrd 
 
 in »«);<""■• 
 
 dikcharp*d, 
 
 and carried a 
 
 diHiaiicf of 
 
 I(K) melm, 
 
 (KM) jard..) 
 
 I*rice of an 
 
 addiiiunal 
 
 ctimryancr 
 
 uf UN Ml 
 
 mctrrs ( IIIIKI 
 
 yani". ) 
 
 0U9EHVAT10NS. 
 
 Article 1, 2, 8, 4, 5, 6, il, 10, U, 12, 13, 
 
 14, Bii J 15, as Wfiirt' ^tatltl 
 
 TBANSroBT or TIIK EABTU. 
 
 Art. Till. Five hones (see Note A, p. 140) 
 costiiii; SO fraiu-s piT ilav, aiid 2 drivers paid 
 t) fmnoss making a Jiiilv expense uf 3(5 francs, 
 will draw 10 wai.'ons, carrviiig 15 cubic 
 metres (IS cubic vards) of tarlli a distance 
 of 25,000 lineal uiitres, (27,341 yards) which 
 jfives for the cube metre (35,317 cubic feet) 
 at ■■"*■>- 
 
 PrwiCL 
 20765 
 
 01920 
 
 Krwic*. 
 00275 
 
 t\, 00192 
 ihs 00002 
 
 ('03 of n shilling per culiic yard.) 
 
 *S X 1.. 
 
 Art 8th. Time lost in loailinj.' and unload- 
 ing, estimate<l at 10 minutes each journey, 
 wliich gives for the cube metre at j. — ^ -—^^^ 
 
 00400 
 
 Price per cube metre 
 
 ( I\. .'j'/A lu-r rlil.'i.- \:irtl."^ 
 
 2-30R5 
 
 00467 
 
 •Vo. 3 (A") Delads of the cost of conrryanre of ii cubic metre {'A.')-'i\l feet) of earth, transported 
 with wagons drawn bg horses, upon the hypothesis of the railway being laid upon a rise of 
 4 millimetres per metre ( 1 in 250.) 
 
 GENERAL FEATURES. 
 
 Trice cf u 
 cubic mt'Lre, 
 (3a.3l7 cubic 
 feet,) exca- 
 vated, loadeii 
 in wagons, 
 discbarged, 
 and carried a 
 distance of 
 IIX) metres, 
 (109 jrards.) 
 
 Price of an 
 
 uddilional 
 
 convevance 
 
 of 1(HH) 
 
 metres ( 10U3 
 
 yards.) 
 
 OBSERVATIONS. 
 
 Articles 1, 2, 3, 4, 5, 6, 9, 10, 11, 12, 13, 
 
 14, and 15, as before stated 
 
 TKANSruBT or THE SOIL. 
 
 Art. 7th. Eight horse* (see Note A, p. 140) 
 costing 48 fmiics per day, and 2 drivers paid 
 tj francs, making altogether an expense of 54 
 frani-s, will draw 10 waifons carrying 13 
 cubic mrtres (IS cubic yards) of earth a dis- 
 tance of 25,000 metres (27,341 yanhj \ht dy, 
 and the same for returning, which gives tor 
 the phIm' metre at — 
 
 Francs. 
 20765 
 
 0-2880 
 0-0600 
 
 Francs. 
 00273 
 
 Vb 0-288 
 Tin 00003 
 
 
 Art. 8th. Time lust in loading and unload- 
 ing, valued at ten minutes each journey, 
 which is for the cubic metre (35,317 cubic 
 feet) at — "- — 
 
 '"^'^ *' 6 X 10 :< 11 
 
 
 1 1 -. >.['!. p. r cubic yard.) / 
 
 2-4245 
 
 o-aot)4 
 
 (•036 of a shilling per cubic yard.)
 
 No. 4, (B.) Details of the cost of conveyance of a cubic metre of earth ( 1 -308 cubic yards) transported with wagons drawn 
 by locomotives upon a irny having a fall of A millometres. 
 
 GENEEAL FEATURES. 
 
 Art. 1st. — Tools and Tackle. 
 
 Price. 
 
 130 earth wagons, at 630 fr 
 
 2 intermediate do at 7.50 do. ... 
 3000 lineal metres (3280 yards) of 
 
 double way, at 80 do 
 
 40 temporary changes of line, 
 
 225 do. ..' 
 
 2 locomotives, at 33,000 do 
 
 Buildings and sheds 
 
 Tools for the repairing shops ... 
 A tank, a pump, and a trough ... 
 2 discharging platforms, at 5000 fr. 
 
 84,500 
 1,500 
 
 240,000 
 
 9,000 
 
 66,000' 
 
 15,000 
 
 9,000 
 
 1,000 
 
 10,000 
 
 Depre- 
 ciation. 
 
 42,250 
 750 
 
 40,000 
 
 4,500 
 6,600 
 7,500 
 4,500 
 500 
 5,000 
 
 436,000; 1111,600 
 
 Interest, at 5 per cent., on 436,000 fr. for 20| 
 
 months, fr I 36,333 
 
 Total expenses, fr 147,933 
 
 Which gives for the cubic metre 1!!'?^!:= 
 
 Art. 2nd. — Maintenance of Plant. 
 Material as wood, iron, steel, nails, a vice, oil, grease, &c. 
 Workmanship 
 
 LAYING AND MAINTAINING THE TEMPORARY WAYS. 
 
 Art. 3rd. Laying the Ways, (see table A) 
 
 Art. 4 — Maintenance of Way. 
 
 Chief layer at 5 francs per day, and 9 layers, paid 27 
 francs, making, together, 32 francs which is to main- 
 tain all the ways, which gives for the cubic metre e5j;5= 
 
 Art. 5th. Taking up the Ways and Conveyance of the 
 Rails and Sleepers (see table A) 
 
 Transport of the Earth. 
 
 Art 6th. 12 horses to bring the wagons to the locomotives, 
 making an e.vpense of 72 francs per day, which gives 
 for the cube metre at ^im^= 
 
 Art. 7th. A locomotive with cylinders 0.28™ (11 ins.) 
 diameter, and wheels of 1.25" with a driver and 
 stoker, making, for a day of 10 hours, including the 
 wages of the men, an expense of 94 francs for coke, 
 coal, oil, water, and petty expenses 91.00 fr. 
 
 The engine di-cw with a velocity of 10,000'" 
 an hour a train of 20 wagons, containing 30 
 cubic metres (39 cubic j-ds.) of earth, driven 
 by 3 conductors, who received 10.00 
 
 Total 101.00 
 
 Whence it follows that a cubic metre of earth carried a 
 distance of 1000 (1093 yds.) cost, including the return 
 of the wagons after being emptied 
 
 101 X 2 . 
 
 too X 30 
 
 Art. 8th. Time lost, loading and unloading, ten minutes per 
 
 journey, which gives for the cube metre — "" = 
 
 ■" •' ° 6 X 10 X 30 
 
 Art. 9th. Pushprsandunhookersofthewagons(seetableA) 
 Art. 10th. Switchmen, cleaners of rails, and trreasers (see 
 
 table A) :. 
 
 Art. nth. Getting and loading, regetting and discharging 
 
 the soil (see table A) 
 
 Art 12th. Retaking !.!!"!!!.!!!!!!!. 
 
 Art. 13th. Discharging 
 
 Sundry Expenses. 
 
 Art. 14th. Arrangers for the different works (see table A) 
 Art. _15th. 12 superintendants and kpepers employed and 
 paid 36 fr. per day, which gives, per cubic metre .''« 
 
 Total 
 
 Or equal to 
 
 Price of a cubic me - 
 tre for excavating, 
 loading, discharg- 
 ing, and conveying 
 a distance of 100 
 metres (109 yards.) 
 
 0-4931 
 
 0-0840 
 0-1260 
 
 0-0333 
 
 0-0533 
 0-0107 
 
 0-1200 
 
 00673 
 
 005G1 
 0-0500 
 
 Price of an addi- 
 tional conveyance of 
 1000 metres (1093 
 yards.) 
 
 (c) 0-0102 
 
 jLj 0-0021 
 
 jL 0-0032 
 
 5^5 0-0017 
 
 ^ 0-0027 
 5ij 0-0005 
 
 ^ 0-0006 
 
 '% 
 
 I'n 0-0067 
 
 ^Jra 0-0003 
 57^ 00003 
 
 0400 r|'' • ^ 0-0020 
 
 0.6000 
 0.3000 
 0-1400 
 
 0-0667 
 0-0600 
 
 0-0006 
 0-0003 
 0-0007 
 
 ife 0-0013 
 ife 0-0012 
 
 observations. 
 
 NUMBER OF WAGONS. 
 
 Loading and discharging 80 
 
 On the way 
 
 In reserve 
 
 Under repair 
 
 Total 
 
 20 
 10 
 20 
 
 130 
 
 (c) Depreciation of material for the transport 
 of 2500 metres additional. 
 
 2 locomotives | 66,000 
 
 5,000 
 
 15,000 
 
 750 
 
 1 shed for do. 
 
 20 earth wagons at 750 fr. 
 
 1 intermediate do 
 
 2500lineal metres of double 
 
 way at 80 fr 
 
 15 changes of line at •2'25 fr. 
 Stores and tools 
 
 200,000 
 3,375 
 2,000 
 
 292.125 
 
 6,600 
 
 2,500 
 
 7,500 
 
 375 
 
 33,333 
 1,683 
 1,000 
 
 Interest, at 5 per cent., on 292.125 for, 
 
 20 months j 24,831 
 
 I 77,822 
 Which gives for the cubic metre , „„"''^'' 
 
 S 300.00 X '2500 
 
 = 00102 
 
 2-3005 0-0344 
 
 (Is. 6d.) (-021 of a shilling) per cubic yard.
 
 143 
 
 .Vo. 5 ( B'). Df tails from thr data tchrre the transport takes place upon a level tcay. 
 
 
 I'rur ,,f • 
 
 
 
 
 
 cubr Illrlir 
 
 
 
 
 
 for eicsvft- 
 
 I'ncr of as 
 
 
 
 
 lion, louliiiK 
 
 uldiuouaJ 
 
 
 
 GENERAL FEATURES. 
 
 on wsf^na, 
 diirhuviuK, 
 and coiivrv. 
 iug «ili»l«Dcr 
 of IlKI incirrti 
 (lOltyanls) 
 
 cuuvevaoce 
 
 of 
 1000 mrtm 
 lliniavanJ.) 
 
 ODSEBVATION^* 
 
 
 Articles 1, '.>. .1, 4, 5. 6, 9. 10, 11, 12, 13, 
 
 Franc*. 
 
 Ptsiks. 
 
 
 
 14, and 15, as bofuri^ stated 
 
 21771 
 
 00274 
 
 
 
 Art. 7th. .V 10- horse power locomotive, 
 
 
 
 
 
 beiii)f an expense per dav of 101 francs. 
 
 
 
 
 
 which will draw with a velocity of 10,000 
 
 
 
 
 
 metres (6 mile*) per hour, a tniin of 12 
 
 
 
 
 
 wajfons, carrvin^f 18 cubic metres (24 cubic 
 
 
 
 
 
 yards) of earth, which pives fur the cube 
 
 
 
 
 
 metre '""'■^ = 
 
 0-1122 
 
 Vb 00112 
 
 
 
 ^'"^ lori X IS 
 
 Art. 8th. Time lost in loading and dij- 
 
 
 
 
 
 chargin;;, 10 minutes {ler journey, which 
 
 
 
 
 
 gives for the cubic metre ^ ^ '"'^ „ = 
 
 00935 
 
 A 0-0005 
 
 (•0249 of a shilling per cubic 
 
 yard.) 
 
 0.,'^*i*_»y 
 
 oca!) I 
 
 I Is. ll}./. [XT culiio vard.) 
 
 No. 6 (B*). Details from the data where the transport takes place upon a tcay with a 
 
 rise of 4 millimetres. 
 
 GENERAL FEATURES. 
 
 I'nce of a 
 cubic mem 
 for exetr*. 
 lion, loading 
 and di^cbarf? 
 ing, and cun- 
 Tcjing a dis 
 
 lance of 
 10() meires 
 ( lUU vards ) 
 
 Price of an 
 addliional 
 convcvajice 
 
 of 
 1000 meires 
 (lOIiy yards). 
 
 OBSERVATIONS. 
 
 Articli-s I. 2, 3, 4, 5. G, 9, 10, 11, 12, 13, 
 14, ami l.j, as before statiil 
 
 Art. 7th. A 10-hor»e power locomotive, 
 lieini; an expt'n^e per day of 10 hours, of 
 101 francs, which will draw with a »peed of 
 10,000 metres (6^ miles) per hour, a train 
 of 7 wapjns, carryini; II cubic metres (14 
 cubic yards), which gives for the cube 
 
 "^'^ .00X14= ••• 
 
 Art. 8th. Time lost in loading and dis- 
 charging, 10 minutes a journey, which gives 
 
 for the cubic metre ,„..„,, ^ 
 
 Franca. 
 
 21771 
 
 Frmnn. 
 
 00274 
 
 0-1836 
 
 1530 
 
 Y^ 0-0184 Seven wagons carry 1 1 -25 cubic 
 mttres, taken correctly. 
 
 rt, 0-0008 
 
 Cost per cubic metre 
 
 ( U. 7i</. per cubic yard.) 
 
 } 
 
 2-5137 
 
 0-0466 (-0275 of » shilling per cubic yard.)
 
 iVo. 7 (C) Details of the cost of conveyance of a cubic metre (1-308 ctihic yards) of earth the 
 wago7is moving upon self-acting planes (plans automoteurs) of 200 metres (219 yards) long, 
 having a fall of 0.08 per metre, (I in 20.) 
 
 GENERAL FEATURES. 
 
 Art. 1st. — Tools and Tackle. 
 
 Cost Depre- 
 
 jirice. cifltion. 
 
 (francs) (francs) 
 Wagons, rails, workshops, sheds, and 
 
 discharging platform, as No. 1 375,000 ... 107,500 
 
 Additional for repairs of discharging 
 
 points 2,500 1 2,500 
 
 Self-acting planes {plans automoteurs) 
 
 and ropes 6,500 f 5,200 
 
 Cost of a 
 cubic metre, 
 excavated, 
 loaded in 
 wagons, un- 
 loaded, and 
 carried a dis- 
 tance of 1000 
 metres, (1093 
 yards.) 
 
 384,000 115,200 
 Interest at 3 per cent, for 20 months 
 
 on 399,000 32,000 
 
 Total expenses, fr 147,200 
 
 Which gives for the cubic metre 3q(|'qi;io = 
 
 Art. 2nd. — Maintenance of Plant. 
 
 Such as wood, iron, steel, nails, screws, grease, oil, &c 
 
 Labour 
 
 Laying, Taking Up, and Maintaining the Temporary 
 Ways. 
 
 Art. 3rd. Laying the rails (see Table A) 
 
 Art. 4th. Taking up ditto (ditto) 
 
 Art. 5th. Maintaining the ways, (ditto) 
 
 Carriage or Earth 
 
 Art. Gth, 7th, and 8th. Twelve drivers and 15 horses, making 
 a daily e.xpense of 126 francs, who will conduct the whole 
 of the wagons, which gives for the cubic metre ^i%= 
 
 9th. Pushers and unhookers of the wagons (see Table A) 
 
 10th. Switchmen, cleaners of the rails, and greasers (do.) ... 
 
 Getting and Loading, Retaking and Unloading 
 THE Earth. 
 
 11th. Getting and loading the earth (see Table A) 
 
 12th. Retaking ditto (ditto) 
 
 13th. Discharging ditto (ditto) 
 
 Sundry Expenses. 
 
 14th. Workmen for the different works (see Table A) 
 
 15th. Superintendents and guards (see Table B) 
 
 Total 
 
 0-4907 
 
 00840 
 0-1260 
 
 00333 
 00107 
 00433 
 
 0.2100 
 0.0500 
 0.0400 
 
 0-6000 
 0-3000 
 0-1400 
 
 0-0667 
 00600 
 
 2-2547 
 
 OBSERVATIONS. 
 
 These calculations have 
 been made on the supposi- 
 tion that the wagons, after 
 arriving at the bottom of the 
 self-acting plane, {plan uuto- 
 moteur,) would continue to 
 run for 800 metres (875 
 yards further.) They might 
 be carried to a greater dis- 
 tance, but it would be neces- 
 sary to start them with a 
 speed which might be dan- 
 gerous. 
 
 (1«. 5 j(£. per cubic yard.) 
 
 It will be necessary to have recourse to self-acting machines, (plans automoteurs,) whenever circum- 
 stances require the earth to be lowered from a great height, for if it was terminated by a simple inclined 
 plane, it would be necessary to take up the empty wagons with horses, which would occasion an enormous 
 expense, a delay in the work, and more frequent loss of time. 
 
 It would have been necessary to have emploj-ed 20 horses in returning the wagons upon the cutting of 
 Clamart, and upon three planes, at a cost of 120 francs per da}'.
 
 l-!5 
 
 (E.) — Table of Comparison of the Cost of Transjtorting Earth upon a lerrl trny 
 
 
 
 ; . rt~ liv l'«rl.-. 
 
 
 
 1 
 
 rnui>purt. 
 
 
 
 
 
 1 
 
 Upon an Kvtb 
 
 
 1 
 
 
 Itotd. 
 
 ' Tpon ■ Ilinl Koad. 
 
 Wiih 1 
 
 ontfa. 
 
 Wilb I^comolivrt. 
 
 Metres. Yards. 
 
 Krwics. 5. 
 
 it. 
 
 Fnuirs. ». rf. 
 
 Kruira. 
 
 >. H 
 
 KrancH, «. d- 
 
 KKK) (1093) 
 
 2-2195 (1 
 
 10) 
 
 1-75SO (1 50 
 
 2-3085 
 
 (1 11) 
 
 2-3M28 (1 llj) 
 
 IJCK) 
 
 27955 
 
 
 2-1470 
 
 2-5420 
 
 
 2-5783 
 
 l«i(X) 
 
 2-9107 
 
 
 2-2248 
 
 2-5887 
 
 
 26174 
 
 1700 
 
 3-0259 
 
 
 2-3026 
 
 2-6354 
 
 
 2-6565 
 
 KSOO 
 
 31411 
 
 
 2-3S04 
 
 2-6821 
 
 
 2-6956 
 
 1!((X) 
 
 3-2563 
 
 
 2-4582 
 
 2-7288 
 
 
 2-7347 
 
 2000 (2186) 
 
 3-3715 (2 
 
 n) 
 
 2-5360 (2 I) 
 
 2-7755 
 
 (2 4) 
 
 2-7738 (2 3i) 
 
 a(KX) 
 
 4-5235 
 
 
 3-3140 
 
 3-2425 
 
 
 3-164S 
 
 4(KK) 
 
 5-6755 
 
 
 4-0920 
 
 3-7095 
 
 
 3 5508 
 
 4,5t)0 
 
 6-2515 
 
 
 4-4810 
 
 3-9430 
 
 
 3-7513 
 
 46tK) 
 
 ()-3667 
 
 
 4-5588 
 
 3-9897 
 
 
 3 7904 
 
 irtM) (5140) 
 
 <i-isi;> '5 
 
 5) 
 
 4-6366 (3 10 1) 40.Ui4 
 
 (3 41) 
 
 3S-.>y5 (3 2) 
 
 The prices given in this table comprise expenses of every kind, as the cost of 
 labour for digging, loading, conveying, unloading, levelling, cost of plant, and 
 sundry prices. 
 
 The cost of the earth transported in wagons, has been calculated before in 
 Table Xo. 2, A', and No. 5, B'. 
 
 Respecting the cost of conveying the earth in carts, we have supposed that a 
 cart drawn by two horses, and driver, would be paid 1 I francs per day of 10 hours. 
 That the time lost in loading and discharging would be A of a day. That 
 two horses could convey 0.80 cubic metres of earth a distance of 3G,000™ (39,371 
 yards) per day upon an earth road, so that upon a well maintained way two 
 horses would convey 100 cubic metres, a distance of 36,000™ (22i miles) per 
 day. 
 
 It will be seen from the above table that the conveyance of earth by carts 
 is far from presenting advantages in respect to economy. In looking over the 
 details of the expense of conveyance, we observe that the expense of traction 
 with WHgons is much lower. But on the other iiand, the wagons can- 
 not always approach the points of loading like carts. Additional expenses 
 frequently arise in loading, and it is the same case in unloading: and fiiiallv, the 
 conveyance is burthened by the expcn.ses of laying, maintaining, and de[ireciation 
 of way, which are considerable, and do not exist when the conveyance is pur- 
 formed by carts.
 
 146 
 
 The conveyance of great masses of earth by wagons does not present much 
 advantage as respects economy, when the distance is within 1000™ (1093 yards,) 
 but they are often employed for less distances, because earth roads are impracticable 
 for carts during the bad season, and in the rainy days, so frequent at all seasons, 
 whilst it is seldom necessary to suspend the works with wagons upon railways. 
 
 The extra expenses were much increased at the cutting of Claraart, on 
 account of tlie means employed to accelerate the work, which exceeded every- 
 thing which had been previously done. These expenses would be considerably 
 reduced, where the same rapidity of execution is not required. 
 
 SUNDRY NOTES. 
 
 Expense of a locomotive engine, with cylinders of 0'28 metres (11 inches) in diameter, and wheels 
 1 metre 25 (A feet 1 inch), employed at the cutting of Clamart, and employed i7i drawing 20 
 ivagons, loaded with earth, a distance of about 2000 metres (2187 yards), for a period from 
 the \st to the loth August, comprising 14 dayi work, at the rate of 12 hours per day. 
 
 General Piirticulars. 
 
 Number. 
 
 Price. 
 
 Total 
 Amount. 
 
 Obsenations. 
 
 Hectolitres of coke 
 
 Do. charcoal , 
 
 TTater casks, holding 0-85 
 Kilogrammes of oil 
 
 H. 
 
 344-50 
 
 20-50 
 
 96-00 
 
 24-00 
 
 Francs. 
 
 2-50 
 3-00 
 2-50 
 3 00 
 
 Petty expenses and maintenance , 
 
 Francs. 
 
 sei- 
 se- 
 
 240- 
 72- 
 25- 
 
 Total cost of articles consumed 1287 
 
 Conductor at 200 francs per month... 100 fr. 
 Stoker at 120 francs per month 60 
 
 Sum Total for Engine 
 
 The engine drew 20 wagons, with 3 conductors, 
 paid 12 francs per day, whicli makes for 14 
 days 
 
 Total expense 
 
 The number of wagons conveyed was 5760, 
 each wagon, therefore, cost \^\% = 
 
 And as each wagon contained 1 -47 cubic metres 
 of earth, the cubic metre amounted to — ^—~ — 
 
 5760 X 147 
 
 (or -118 of a shilling per yard) 
 
 160- 
 
 25 
 50 
 00 
 00 
 25 
 
 00 
 00 
 
 1447- 00 
 
 16S- 00 
 
 1615- 00 
 
 0-2804 
 
 0-1907 
 
 This data, having been taken 
 under favourable circumstances, 
 cannot, therefore, be considered 
 as a mean. The prices should 
 be increased by about one-fifth.
 
 147 
 
 COST OF EAKTHWAGOXS. 
 
 The enrthwagons were employed on the Versailles Uiiilway, (left bank,) and 
 tipped before. See No. 1, Plate i,i. The cost aniouiited to ('.40 francs, 05 cents, 
 wliicli was subdivided in the folUpwinjr manner : — 
 
 CUBIC AMOUNT OK WOOD IN THE FUAMING. 
 
 Side i)ieoes A. ( Sit I'liitc) 
 
 Cross slei'pers |{ 
 
 „ Knlgt-s C 
 
 Tipjiiii!; lodges I) 
 
 Cross-pifOf for brake K 
 
 Shoe of brake S 
 
 Length. 
 
 274 
 1 (K) 
 ()(i3 
 0-94 
 1(K) 
 0V2 
 
 llriglit. Urrwltli. 
 
 ()-22 
 
 0-20 
 0-22 
 018 
 010 
 020 
 
 Oil 
 010 
 Oil 
 Oil 
 008 
 010 
 
 L'ub«. 
 
 00()fi3()8 
 0()3!SOOO 
 001o2-l(i 
 001H(jl2 
 0-{H)H(KK) 
 00()H4(K) 
 
 No. 
 
 Cube. 
 
 Genrrftl 
 Cube. 
 
 0-132 X 
 01 76 
 0030 
 0037 
 0008 
 •008 
 
 CUBIC AMOUNT OF WOOD IN THE BODY. 
 
 Side pieces F 
 
 Cross sleepers II 
 
 Small cross sleepers K 
 
 Ledges L 
 
 Ledge fur brake M 
 
 Side pieces li 
 
 0-291 
 
 2-30 
 
 015 
 
 010 
 
 0034500 
 
 o 
 
 0069 V 
 
 
 2- 10 
 
 Oil 
 
 0-10 
 
 0023100 
 
 •) 
 
 046 
 
 
 210 
 
 Oil 
 
 007 
 
 0016170 
 
 
 
 0032 
 
 0-199 
 
 0-50 
 
 018 
 
 010 
 
 00090{)0 
 
 •) 
 
 0018 1 
 
 0-70 
 
 0-11 
 
 010 
 
 0007700 
 
 2 
 
 0-015 
 
 
 0-6o 
 
 010 
 
 0-06 
 
 0-003900 
 
 5 
 
 0-019 ' 
 
 
 0-490 
 
 Fr. Cu. 
 
 This gives, at the rate of 109 fr. per metre 53 40 
 
 The oak pknks for the body of 0-04 iu thickness, at 6-56 fr. per 1 ,,, ,„ 
 
 square metre J 
 
 Making 50 " 
 
 Mounting 30 " 
 
 Iron-work. 143-26 kilog. (316 lbs.) at 1 fr. 20 c. the kilog 174 30 
 
 4 pieces of cast iron for pivots, 32-50 kilogs. (72 lbs.) at 0-60 fr. per) ,„ ^„ 
 
 kilogramme J 
 
 Total amount of carpentry and iron work 379 70 
 
 2 axles weighing 66 kilog. and making each 132 kilogs. (291 lbs.)|^ .„^ „ 
 
 at 1 fr. per kilogramme j 
 
 4 cast-iron wheels cast in a shell, weighing 68 kilogs. each, and j .„., „.. 
 
 making 272 kiK)gs. (600 lbs.) at 0-3H fr. per kilog. (2-2051bs.) J "^ ''^ 
 
 4 grease boxes weighing 7 kilogs. each, and making 28 kilogs. | ., ,, 
 
 (611bs.) at 0-50 fr. per kilog | 
 
 4 pins weighing 1 kilng. (2-205 lbs.) at 1 fr. per kilogramme 4 
 
 4 iron hoops weighing each 3 kilogs. and making 12 kilogs. (261ba.)l » ... 
 
 at 060 fr. the kilogramme J 
 
 Total amount of the wheels, axles, i<cc 260- 95 
 
 The total cost of a wagon therefore amounts to 610- 65 (.f26 13s. 9J;d.) 
 
 —
 
 148 
 
 The earth wagon, tipping at the side, and represented by No. 2, on the same 
 Plate, cost 664 francs 80 cents (£27 145.), being subdivided in the following 
 manner : — 
 
 CUBIC AMOUNT OF WOOD IN THE FRAMING. 
 
 Side pieces' . . . 
 Cross sleepers . . 
 Centre cross sleepers 
 
 Ledges 
 
 Tipping ledges . . 
 Small block piece . 
 Large ditto . . . 
 Diagonal pieces . . 
 Cross piece for brake 
 Shoe of brake . . 
 
 Lenprtb. 
 
 m 
 
 2-66 
 2-00 
 1-91 
 0-38 
 0-74 
 0-36 
 0-46 
 105 
 1-00 
 0-42 
 
 Height. 
 
 0-20 
 0-17 
 0-18 
 0-20 
 0-17 
 0-12 
 0-20 
 0-19 
 0-10 
 0-20 
 
 Breadth. 
 
 Cube. 
 
 m 
 
 0-12 
 010 
 010 
 0-10 
 0-10 
 0-10 
 0-10 
 0-03 
 0-OS 
 010 
 
 0-064 
 0-034 
 0-034 
 0-0 II 
 0-013 
 001 
 0-090 
 0006 
 0-008 
 0-008 
 
 No. 
 
 Cube. 
 
 General 
 
 Cube. 
 
 m 1 
 
 0-128 
 
 0-068 
 
 0-034 
 
 0-022 
 
 0-026 I- 
 
 0-004 
 
 0-090 
 
 0-012 
 
 0-008 
 
 0-008 J 
 
 0-410 
 
 CUBIC AMOUNT OF WOOD IN THE BODY. 
 
 Side pieces . . . 
 Cross sleepers . . 
 Small cross sleepers 
 
 Ledges 
 
 Tipping ledges . 
 Side pins . . . . 
 
 2-30 
 2-08 
 2-08 
 0-45 
 0-70 
 0-65 
 
 0-15 
 
 0-10 
 
 0-034 
 
 2 
 
 0-068 N, 
 
 0-11 
 
 0-10 
 
 0023 
 
 2 
 
 0-046 
 
 0-10 
 
 005 
 
 0-010 
 
 2 
 
 0-020 
 
 0-20 
 
 0-10 
 
 0-009 
 
 2 
 
 0-018 
 
 O-IO 
 
 0-10 
 
 0007 
 
 2 
 
 0-014 
 
 0-10 
 
 0-06 
 
 0-004 
 
 5 
 
 0-020 ' 
 
 0-186 
 
 Total cubic amount of wood 0-596 
 
 This gives at the rate of 109 francs per cubic metre 
 
 Oak planks for the body, 0-04 in thickness, at 6 fr. 50 e. per square 
 
 metre 
 
 Making 
 
 Mounting , 
 
 Ironwork, 155 kilog. (342 lbs.) at 1 fr. 20 c. the kilog. (2-205 lbs.) 
 4 pieces of cast-iron for pivots, 32-60 kilog. (719 lbs.) at 0-60 fr. the 
 
 kilog 
 
 Fr. Cts. 
 
 64 95 
 
 ■ 52 50 
 
 50 00 
 
 30 00 
 
 186 90 
 
 - 19 50 
 
 Total cost of wood and ironwork 403 83 
 
 Add for wheels, axles, &c 260 95 
 
 The total cost of a wagon, comprising wheels, axles, &c. 
 
 664 80 (£27 15s.) 
 
 We conclude our account of the cost of earth wagons by the following details 
 of the weight of the ironwork and the nature of the iron employed in the manu- 
 facture : —
 
 Ill' iriii//it I if I mil iri>rk ri(/iiiriil li> f4)iiijili ti 10 mrllt irai/nili llipi>iiii) lieforeA 
 
 
 
 
 
 
 l*ric« of 
 
 
 Wriglil in 
 kilogruumes. 
 
 
 
 DimeniioD of 
 
 COtfM 
 
 
 Bbapo. 
 
 Quality. 
 
 Uir iron iu 
 iiuet. 
 
 iron per 
 
 look. 
 
 
 
 
 
 
 (.,">t)IU.) 
 
 
 k. 
 
 
 
 
 fr. 
 
 10 Breaks 
 
 131-625 
 
 Square 
 
 Roche 
 
 15-15 
 
 TiG 
 
 20 Tilting; pivots 
 
 83-375 
 
 Flat 
 
 do. 1st quality 
 
 »» 
 
 II 
 
 10 Slialts to breaks 
 
 15-800 
 
 Square 
 
 Uoche 
 
 » 
 
 56 
 
 40 l!f!irin<; chains 
 
 49-500 
 
 liiiund 
 
 Crenelle 
 
 1212 
 
 60 
 
 20 Uniw links and rings .... 
 
 73- 
 
 (. ...... . 
 
 Roche 
 
 24-11 
 
 56 
 
 20 Ct-ntri' ]>\u irons 
 
 33- 
 
 Flat 
 
 Grenelle 
 
 33- 4 
 
 60 
 
 20 Lar-ri- pins 
 
 37-500 
 
 »» 
 
 tt 
 
 33- 4 
 
 It 
 
 10 S<iuart' pins and fillets . . . 
 
 19- 
 
 »» 
 
 M 
 
 22- 5 
 
 l» 
 
 20 Ilan^'injis and iiinjri's .... 
 
 74-500 
 
 tt 
 
 Ba.sse-Indre 
 
 24- 5 
 
 50 
 
 40 Larjie lerrules to side pieces. . 
 
 59- 
 
 >» 
 
 Grenelle 
 
 14- 4 
 
 60 
 
 20 Small ferrules to brakes . . . 
 
 10-500 
 
 »» 
 
 n 
 
 12- 3 
 
 II 
 
 10 Stays 
 
 15-500 
 
 i» 
 
 » 
 
 14- 4 
 
 II 
 
 40 Square irons to body .... 
 
 43-250 
 
 »» 
 
 Basse-Indre 
 
 24- 2i 
 
 38 
 
 10 Sijuarc irons to turning piece . 
 
 6-750 
 
 »j 
 
 J* 
 
 1» 
 
 i» 
 
 40 Distancin-; fillets 
 
 21-500 
 
 »> 
 
 »i 
 
 24- 2i 
 
 50 
 
 20 Cireular staples 
 
 15- 
 
 »> 
 
 Grenelle 
 
 14- 4" 
 
 60 
 
 20 Tipping bolts 
 
 26- 
 
 Ruund 
 
 >» 
 
 16-16 
 
 11 
 
 20 Cireular straps fitting to eye 
 
 
 
 
 
 
 pieees 
 
 55- 
 
 Flat 
 
 Basserlndre 
 
 24- 5 
 
 50 
 
 20 Ditto to turning pieces . . . 
 
 34- 
 
 i> 
 
 Grenelle 
 
 24-24 
 
 60 
 
 10 Leading turns 
 
 9-775 
 
 »i 
 
 II 
 
 »J 
 
 11 
 
 10 Conductors and pins .... 
 
 49-500 
 
 j> 
 
 II 
 
 »» 
 
 It 
 
 10 IJolts to break 
 
 4- 
 
 »» 
 
 II 
 
 12- 3 
 
 II 
 
 20 Large bolts of 2-28 (9 lines diam.) 
 
 129-300 
 
 Round 
 
 II 
 
 9- 9 
 
 II 
 
 20 Bolts „ 0-44 
 
 31- 
 
 }f 
 
 II 
 
 9i 
 
 »» 
 
 20 „ 0-42 „ 
 
 27-775 
 
 >» 
 
 II 
 
 >» 
 
 II 
 
 20 „ 0-41 
 
 26- 
 
 j» 
 
 11 
 
 » 
 
 II 
 
 40 „ 0-40 
 
 57-550 
 
 1* 
 
 II 
 
 )l 
 
 II 
 
 20 „ 0-39 
 
 24-125 
 
 >» 
 
 II 
 
 II 
 
 II 
 
 10 „ 0-37 
 
 12- 
 
 )* 
 
 II 
 
 II 
 
 II 
 
 40 „ 0-29 „ 
 
 43- 
 
 yj 
 
 II 
 
 11 
 
 »l 
 
 40 „ 0-27 
 
 38-500 
 
 »J 
 
 II 
 
 II 
 
 11 
 
 10 „ 0-20 „ 
 
 8-250 
 
 »J 
 
 II 
 
 1) 
 
 11 
 
 40 „ 016 
 
 29- 
 
 *> 
 
 II 
 
 )* 
 
 »l 
 
 20 „ 0-31 (71ines diam.) 
 
 13- 
 
 » 
 
 II 
 
 7- 7 
 
 »» 
 
 20 „ 0-23 „ 
 
 9-250 
 
 i9 
 
 II 
 
 )» 
 
 )> 
 
 60 016 & 019 
 
 31- 
 
 »» 
 
 II 
 
 - 6 
 
 »» 
 
 SO Holts for grcaseboxes (6 lines diam.) 
 
 Ml.-JO 
 
 » 
 
 II 
 
 6- 
 
 )» 
 
 50 Bolts of 013 
 
 9-500 
 
 )) 
 
 Grenelle of 
 
 »» 
 
 )» 
 
 30 „ Oil 
 
 8-250 
 
 » 
 
 inferior qua- 
 
 11 
 
 II 
 
 50 „ 009 
 
 7-800 
 
 >i 
 
 lity, for bolts 
 
 »» 
 
 >» 
 
 125 „ 007 
 
 16-120 
 
 »» 
 
 which are 
 
 II 
 
 >» 
 
 40 „ 005 
 
 4-750 
 
 ,. 
 
 not niucli 
 
 » 
 
 )» 
 
 160 „ U05 
 
 19-750 
 
 11 
 
 strained. 
 
 J» 
 
 n 
 
 10 Stirruj) bolts to break. . . . 
 
 3-500 
 
 7t 
 
 
 11 
 
 II 
 
 2(K) "\Va>liers f(jr bolts .... 
 
 9-250 
 
 n 
 
 
 II 
 
 II 
 
 150 Ditto for >niall bolts .... 
 
 1-775 
 
 )i 
 
 
 
 
 50 Small double pins 
 
 Total weight of iron work 
 
 1- 
 
 »» 
 
 
 
 
 
 for 10 wagons . . . 
 
 1452-640 
 
 [32031bs.) 
 
 
 
 
 The contract price being I fr. 20c. p 
 
 er kilogramn 
 
 e, the iroi 
 
 1 work for 10 w 
 
 ragons would 
 
 conse- 
 
 quently cost 1743fr. 15c., or 174fr. 3-^ 
 
 c. (7/. 5s. 3d 
 
 . for each 
 
 wagon.) 
 

 
 The Grenelle iron made at the Grenelle Iron Works near Paris, is of superior quality. It is 
 made of old iron of sufficient strength and hardness, and sells at 60 fr. per 100 kilogrammes. 
 
 ■J he Basse-Indre iron consists of iron manufactured with rolling mills, and that of good 
 quality sells at 50 fr. 
 
 The Roche is the iron of Champagne, made with charcoal, and sells at 56 fr. per 100 kilo- 
 grammes. 
 
 The weight of Ironwork required to complete 10 earth wagons {tipping sideways.) 
 
 
 Weight in 
 
 
 10 Breaks 
 
 kilogrammes. 
 
 Observations. 
 
 130-500 
 
 The qualities and 
 dimensions of the iron 
 
 20 Tilting pivots 
 
 87-500 
 
 10 Shafts to breaks 
 
 15-500 
 
 are the same as the 
 
 40 Bfarin^ oliairs 
 
 51-750 
 
 similar pieces in the 
 wagon tipping for- 
 
 20 Draw links and rings 
 
 73-750 
 
 20 Oentrft i">in irons 
 
 35-250 
 
 wards. 
 
 20 Large pins ... 
 
 38-250 
 
 
 
 20-250 
 73-500 
 
 
 20 Hanging and hinges 
 
 40 Large ferules 
 
 55-750 
 
 
 10 Small ferules to breaks 
 
 5-000 
 
 
 10 Stirrups to breaks 
 
 
 15-500 
 49-750 
 
 
 40 Square irons to bodies 
 
 
 40 Distancing fillets 
 
 21-500 
 
 
 20 Circular staples 
 
 14-000 
 25-000 
 
 
 20 Tipping bolts 
 
 20 Circular straps fitting to eye-pieces .... 
 
 55-000 
 
 
 20 „ „ turning-pieces . . 
 
 34-500 
 
 
 10 Leading turns 
 
 15-500 
 
 
 
 47-000 
 119-550 
 
 
 20 Large bolts -30 (9 lines diam.) 
 
 10 „ 1-98 „ 
 
 52-250 
 
 
 20 „ 0-58 
 
 
 36-250 
 
 
 20 „ 0-40 , 
 
 
 26-000 
 
 
 20 „ 0-40 
 30 „ 0-40 
 
 :::::::} 
 
 65-500 
 
 
 20 „ 0-33 
 
 
 21-750 
 
 
 20 „ 0-31 
 
 
 23 000 
 
 
 20 „ 0-27 canted with inclined heads . 
 
 20-000 
 
 
 20 „ 0-27 ditto with square heads . . 
 
 20-000 
 
 
 30 ,, 0-27 with square nuts .... 
 
 28-750 
 
 
 80 „ 0-27 with canted nuts .... 
 
 77-750 
 
 
 20 „ 0-18 
 
 14-500 
 32-750 
 
 
 10 Bolts 1-95 (7 lines diam.) 
 
 10 „ 0-40 „ 
 
 8-000 
 
 
 20 „ 0-33 „ 
 
 13-500 
 
 
 20 „ 0-25 
 
 11-250 
 
 
 40 „ 0-25 „ 
 
 20-500 
 
 
 10 „ 0'17 with square heads .... 
 
 4-250 
 
 
 80 „ of grease-box, (3 lines diam.) .... 
 
 15-250 
 
 
 50 „ 0-13 (Spikes) 
 
 10-250 
 
 
 50 „ 0-11 
 
 9 000 
 
 8-000 
 17-500 
 
 5-750 
 20-750 
 
 4-750 
 
 
 50 „ 0-10 
 
 125 „ 0-07 
 
 40 „ 0-16 
 
 160 „ 0-05 
 
 100 Washers for bolts of 9 lines diam 
 
 100 „ „ 7 „ . . . . 
 
 1-500 
 
 
 75 „ „ 5 „ .... 
 
 )) 
 
 3434 lbs.) 
 
 Total weight of ir 
 
 onwork for 10 wagons 
 
 1557-500 ( 
 
 The contract price was Ifr. 20c. per kilogramme. The iron work for ten wagons would, 
 consequently, cost 1,869 frs.; or 186 fr. 90 c. (£7 15s. Id.) for each wagon. 
 The same iron may be now obtained at the price of 1 fr. per kilogramme.
 
 OBSERVATIONS ON 'lili: \ AKIOl S .MHTIIODS l.Ml'l-OVKI) 
 IN UNLOADING WAGONS FOR EARTHWORK. 
 
 l>v M. Bk.vuant. 
 
 Tlie method requisite to be employed in unloading earth wagons is entirely 
 dependent upon the work to be executed. 
 
 The earth removed is in general laid out in the form of a mound, of mode- 
 rate width, but of great length. 
 
 The earth wagons employed to form the embankment may be discharged by 
 means of baleines (see Plate 39, and Description), or by siding places, each of 
 which serve to remove the wagons out of the way after being discharged. 
 
 No apparatus is necessary when the tipping is conducted without u baleine; 
 but it is less expeditions, and scarcely permits of a hundred wagons being dis- 
 charged per diem of twelve working hours upon one line; so that it would be 
 rctpiisite to increase the number of ways, in order to advance with any celerity, 
 which is expensive, and not always practical. 
 
 Thus, when earthwork is executed by a single lift, the top is necessarily so 
 narrow, that no more than two or three teaming places can be obtained, nur up- 
 wards of 200 to 300 wagons (consequently) tipped jd^t diem. It is even rare that 
 so many are discharged. 
 
 But if the embankment is high, and two or three lifts can be laid out, the 
 lower one will be of great width, by which as many as six ways can sometimes 
 be laid down, on which from 400 to 500 wagons per diem can be discharged. 
 Every line does not, however, in this case accommodate 100 wagons, since this 
 would crowd it, and occasion difficulty in the management, which becomes com- 
 plicated in proportion as the number of wagons create stoppages. 
 
 The system of tijtping the wagons without a baleine is applicable with small 
 heights and in loose soils, also where short cuttings follow short embankments, 
 where the height varies suddeidy, as some portions of the Belgium line, between 
 Varennes and Liege, where the volume of earth to be moved, although small, was 
 very much dispersed. It is necessary to find more simple means in these cases,
 
 152 
 
 wliich can be applied simultaneously at every part where work is required to be 
 executed, rather than powerful agents and expensive apparatus. 
 
 Thus it would not be necessary, under these circumstances, to employ 
 wagons, unless the transport with carts should be impracticable. 
 
 The wagons may be tipped more rapidly with baleines than with siding 
 jilaces. The rate of progress attainable with this plan depends upon the nature 
 of the work to be executed and the baleines employed. 
 
 Where extensive cuttings are required to be made, on which the accomplish- 
 ment of the railway depends, it is requisite to employ rapid means, similar to 
 those employed on the railways of St. Germains and Versailles, on which twenty- 
 four labourers tipped ten wagons in four minutes; but the baleines cost 4500 
 francs (£187 10s.), and involved very expensive repairs. 
 
 These great baleines are used in the construction of embankments of 5 to 10 
 metres high, and, taking into account the loss of time, do not discharge more 
 than 40 wagons, containing 1'" 50 cube each (1*96 cube yards), per hour; but 
 this amount is considerable, compared with the quantity discharged without the 
 assistance of baleines. The cost of unloading and spreading comes to about 
 15 cents per cubic metre (Id. per yard). 
 
 At the commencement of the campaign of 1838, and under very favourable 
 circumstances, as many as 900 wagons, each containing 1™ 50 (1"96 cube yards), 
 were tipped per diem of fifteen hours' labour, on the Versailles Railway (left 
 bank), which makes a cubic quantity of 1350 metres (1765t cubic yards). If 
 both sides of the cutting had been opened in a similar manner, the cubic amount 
 would have equalled 2 x 1350 metres = 2700 metres (3531 cubic yards). 
 
 Small baleines of 12'" (39 feet 4 inches) long, and 6" (19 feet 8 inches) 
 high, were used on the Lille Railway, on the Belgian frontier, which only cost 
 300 francs (£12 10s.), and were of great service. 
 
 They were sufiicient to eifect the discharge of all the earth arising from the 
 cuttings, even in places where the height of the embankment was from 6 to 10 
 metres, (19 feet 8 inch, to 32 feet 10 inch.) It was necessary to construct cer- 
 tain embankments at these places at convenient heights, to receive the baleines, 
 and render them eifective. These embankments did not occasion any increase of 
 expense, as they were formed, by means of the side cuttings required in completing 
 the embankment. It is necessary, in making the side cuttings, to give a prefer- 
 ence to the lowest places. 
 
 Twelve workmen would discharge 5 wagons in 6 minutes with these baleines, 
 the number of wagons discharged on each baleine being generally 20 per hour.
 
 1 53 
 
 Nine Immlrocl wagons contuinin'; l.'iA'" ciieli (l-GS cubic ynnls) was the 
 regular number discharged per diem of 24 hours continuous hibour, night us wt-ll 
 as day, on tlie Ogicrs cutting, during the fine s^'usoii of" tlie year lS-12, witli 4 
 l)aleines, |)biccd in pairs on each side, which makes a cubic <|iiantity of Wi't"^ 
 ( 14.')G1 cubic yards.) 
 
 The results would have Iteen much greater if the ways had lH.'en good; but 
 the line being formed with iron bars j)laced edgeways for want of rails, the 
 operation of teaming could not receive full development. 
 
 The alxive. indicating the number of wagons tipped, although less than if the 
 trains could have U-en discharged continuously, still exceeds the avrage, 
 even during the fine season; since impediments and accidents were constantly 
 occurring, which occasioned {more or less) delays, so that the advantages and ca- 
 pabilities of the metho<l employed in the tipping were never more than partially 
 obtained. 
 
 We must not reckon on more than a moiety of the results given above, in 
 winter, taking tlie average. 
 
 Baleines are the constant cause of delay, lus it is necessary to move them 
 forward once, twice, or even as many as three times in the course of the day, but 
 they can generally arrange them so as to prevent delay, more or /tv/s, by per- 
 forming this portion of the work as frequently as possible during the meal hours 
 ami bv night, by which there is not much time lost, unless the work is continued 
 during the twenty-four hours. 
 
 When the baleines are moved forward during the work, one only should be 
 ailvanced at a time, the wagons being discharged on the other baleine; the men, 
 moreover, ought always to manage, so as to tip the wagons towards the sides and 
 between the ways, iluring the operation of advancing the baleines. 
 
 The requisite time for moving a well-niade baleine forward ought not to 
 exceed half an hour; but wlien the baleines are badly constructed, or are allowed 
 to get too much encumbered, or are left to unskilful and inexperienced work- 
 men, the operation occupies as much as two houVs. In order to prevent these 
 delays, it is necessary to choose a gang of select labourers, and reserve them 
 constantly for ti[»ping the wagons and moving the bah'ines forward. 
 
 The height of embankment capable of being made with baleines is from 
 2 to 9 metres (6 feet 7 inches to 2D feet G inches). 
 
 When the embankments are less than 2.00" (6 feet 7 inches), the men 
 are obliged to change the baleines frequently, which occasions a great loss of time, 
 
 When, on the contrary, they are more than y.d" (29ft. Gin.) high, the result 
 
 X
 
 154 
 
 is, that larger baleines are required, which are consequently difficult to manage 
 and to keep in their places properly. 
 
 When it is necessary to raise an earthwork of great length, of a height 
 exceeding 10'" (32ft. lOin.), it is advisable to make it in two lifts, or to raise the 
 soil beneath the baleines. 
 
 If the embankments required to be executed to fix the baleines are trifling, 
 or a portion has to be made by side cuttings, or, finally, if it is upon an unsettled 
 soil, the level of which is very irregular, it is preferable to raise the soil ; and the 
 embankment requiring to be first made, should be taken either from side cuttings 
 on the adjacent land, or on the site of the road, or be composed of earth brought 
 by wagons from other spots. 
 
 The number of baleines may be diminished, or entirely dispensed with, by 
 forming a narrow embankment, which can be rapidly widened afterwards by 
 means of a long file of wagons tipping at the side, either by a baleine in the 
 middle, or by aid of a side cutting, but it is generally more convenient, and, what 
 is of greater importance, more expeditions to employ baleines, and to reserve the 
 side cuttings for the upper portion, when the height of the proposed embankment 
 is very great. 
 
 It is generally preferable to tip the wagons on the baleines, but there is no 
 rule to prevent the choice of whatever plan is most convenient. This choice 
 depends on a variety of circumstances, which must be studied and carefully 
 compared before adopting any method. We may, however, in most cases, comply 
 with the following principles : — 
 
 1st. To use baleines whenever the surfoce of the ground is not much broken, 
 the height of the embankment exceeds 3'" 00 (9ft. lOin.), and the cubic amount 
 important. 
 
 2nd. To proportion the baleines to the height, and the cubic quantity of 
 the embankments to be made. 
 
 3rd. To discharge the wagons without baleines, but with siding places, in the 
 more trifling earthworks, when the height is less than 2 or 3 metres (6 feet 7 inches 
 to 9 feet 10 inches), or if the ground varies much, and occasions numerous cuttings 
 and embankments, the amount of which is inconsiderable. 
 
 4th, and lastly. To discharge the wagons without baleines or siding places 
 when it is merely necessary to increase the size of an embankment already made, 
 since this enlargement may be readily made by a long file of wagons tipping at the 
 side.
 
 155 
 
 Comparison of the French harrow witfi the Kn<jh's/i, represented in Plate 8. 
 
 Tlie barrow lH'iii<r the iimcliine in most iVoquont use- fur tlic tnuisport of 
 earth, iminy engineers Iiavo endeavoured to improve it, by shifting the position 
 of the weight with respect to the wheel, and by increasing the diameter of the 
 hitter and lengthening the handles, whicli modifications have produced but 
 little resiilt*; the workmen always ])refer the ordinary barrow. That used in 
 Franco cannot, however, be conveniently used in the formation of earthwork with 
 wagons; and this obstacle not having been foreseen, is so nuich felt in practice, 
 as to occasion a modification in the mode of opening a cutting, by which the 
 expenses are increased. 
 
 It will not, therefore, be uninteresting to consider the construction of 
 barrows reijuisite to l)e used in connexion with extensive earthworks, and such 
 as are executed by means of wagons. 
 
 Tlie barrow of the shape adopted in fortification, appears to us very conve- 
 nient for the transport of earth in ordinary cases of earthwork. 
 
 Some persons have sought to place the wheel nearer the centre of gravity of 
 the load, in order to ease the man who wheels it. This plan would be advan- 
 tageous, provided the wheel ran on a plank, perfectly hard, smooth, and 
 horizontal. Rut under different circumstances — for instance, if the soil yielded to 
 the pressure of the wheel, or a slight obstacle presented itself — it would be stopped, 
 as the man exerts but a weak effort in a horizontal direction, and conse- 
 quently cannot overcome the difficulty. He prefers, therefore, to have the 
 heaviest part of the load on his arms, and by easing the wheel, it is prevented from 
 sinking in any soft soil on which it may rest, and enabled more easily to sur- 
 mount the obstacles along an unetpial road, such as stones or earth, which 
 may have fallen along its track. 
 
 We may add, that as the load is generally conveyed up an incline, the weight 
 on the wheel is still more disadvantageously situated, lor we may always notie* 
 that the labourer who wheels the barrow, stoops to get the weight on his arms in 
 order to disengage the wheel, and to exert his strength as much as possible in a 
 direction parallel t<i the plane of the weight. 
 
 We nuiy therefore consider the load well placed on the ordinary barrow em- 
 ployed for earthwork, with respect to the wheel, and it does not present incon- 
 veniences excepting where used in connexion with wagons. 
 
 WTien earthwork is executed by means of railways, it is usual upon the way 
 
 x2
 
 156 
 
 being laid down, to carry the earth to the wagons by means of barrows. It is there- 
 fore necessary to empty the barrows directly into the wagons, or the men would 
 have to make an additional cast of the earth. Upon the barrows being loaded, 
 it is quite a matter of indiflerence as regards expense whether they are shot in 
 the wagon or by the side, if the plane on which they are wheeled is of a convenient 
 heiglit with respect to the first, which may always be insured by arranging a 
 convenient method of opening the work. 
 
 The French barrow, however, cannot be discharged without turning it nearly 
 over, which obliges the man to place himself in a suitable position to be 
 able to accomplish this, and on a plane sufficiently large; and it is requisite 
 for the plank placed upon the wagon from which the barrow is discharged, to be 
 very thick, in consequence of its great length ; it is also expensive to shift the 
 position, so that, in short, the plan of depositing the earth near the wagon (in- 
 stead of into it) and loading the same with shovels, is generally preferred. This 
 causes a considerable expense, and occasions the loss of a great part of the 
 advantages of executing earthwork by means of wagons. 
 
 The barrow employed in England for earthwork is shown in Plate 8. The 
 portion forming the body is spread open wide, and the sides are very much 
 inclined, so as to leave a slight projection only from the bottom. The centre of 
 gravity of the load is placed in the same relative situation, as respects the wheel 
 and the ends of the handles, as in the French barrow. It therefore results from 
 this arrangement — First, That the centre of gravity of the load is situated much 
 lower in respect to the handles than in the French barrow, which renders it more 
 stable and easier to wheel. Secondly, That the contents may be discharged by 
 inclining the barrow at an angle of 45'', and supporting it constantly on the wheel, 
 without requiring the man to alter his position, or to loose his hold of the handles; 
 so that the workman may be placed on a very narrow plank, and the barrow dis- 
 charged quickly. The discharge into the wagon is afterwards made with great 
 facility, by placing it upon a single plank, as practised in England upon earth- 
 works; this is impracticable with the French barrow. The capacity of the 
 English barrow is the same as that of the French, but it may generally be loaded 
 more without rendering the labour of wheeling greater, which results from the 
 mode of construction, which we have just described. 
 
 The wheel is of the same diameter as the French, but formed of cast iron 
 instead of wood. The nave is terminated by a point on each side, which serves 
 for the axle: the periphery is only 0'" 025 (1 inch) in thickness, and is finished
 
 If)? 
 
 by a rounded surfiice, wliilu it is flat iu tlic Frcncii barrow, and live centimetres 
 (2 inches) wide. 
 
 The cast iron wheel belonging to the Knglish burrow can only be run on 
 planks placed on the ground, when it clears away the earth and stones which 
 may lie before it; the wheeling, consetjuently, is soft and easy. The periphery of 
 the wheel with the French barrow being large and Ihit, soon collects a layer of 
 earth and stones before it, which opposes its movement, and causes it to jump. 
 It therefore requires great eflbrts on the part of the workman, and obliges him to 
 diminish his luail ; we cannot therefore too sti'imgly recunjmend a trial of the 
 barrow employed in Kugland for this kind of earthwork, which appears to us the 
 only oue suitable for those works.
 
 DESCRIPTION OF THE METHOD OF EXECUTING THE 
 EARTHWORK AT THE CUTTING OF " DES OGIERS," 
 UPON THE LILLE RAILWAY ON THE BELGIAN 
 FRONTIER. By M. Brabant. 
 
 General Description. 
 
 The Ogiers cutting is about 1142 metres 37 long (about 1250 lineal yards), 
 its greatest depth is 12 metres 32 (about 40 feet 5 inches), and its average depth 
 is 7 metres 35 (about 24 feet.) The cubic quantity of earth requisite to be 
 removed in order to execute it with slopes inclined at angles of 45°, intersected by 
 solid earth piers {banquettes) 1 metre in width, and situated at distances of 
 3 metres (3*27 yards) from each other, was 218,000 metres (285,152 cubic 
 yards) but the actual contents amounted to 264,000 metres (345,321 yards), on 
 account of the slopes not having preserved their original position. A large portion 
 was necessarily inclined in the proportion of one and a half at the base to one in 
 height, and the banquettes were widened, which caused an increase in the earth 
 removed of 46,000 cubic metres (60,169 cubic yards). The earth consisted of a 
 clay which readily yielded to the spade, but the sides, when perpendicular, would 
 not stand long without falling, if of great height. 
 
 Distribution of the Earth from the Cutting. 
 
 The cutting having been situated between two small valleys crossed by the 
 railway, was commenced at either extremity, and the earth carried down botli 
 valleys by means of wagons run on iron rails. The centre portion of the cutting 
 Avas removed in wheelbarrows and taken to spoil on each side, at places which, by 
 virtue of a decree of the prefect, the company were allowed the use of, and which 
 were subsequently surrendered to the proprietors, with an indemnity to the amount 
 of the damages occasioned by the same. 
 
 During the coui-se of the year 1842, the amount of work was as fol- 
 lows : —
 
 159 
 
 rRKNCII. RNGLISII. 
 
 Cubic Mctrea. Cubic Yordn. 
 
 Carried by waprons on temporary lines of rails'! 
 
 ?■ 0! 000 = (11!) o.'JI ) 
 towards Lille, to the valley of Wastiuelml. .J ' \ ' y 
 
 Carried by wagons on temporary lines of rails'] 
 
 towards the frontier, in the valley of >> 75,000 =- (9K,102) 
 
 Favreuil J 
 
 106,000 = (217,133) 
 
 Carried by wheelbarrows and deposited as spoil "1 , 
 
 , . , - , . y 42,000 = (o4,9o7) 
 
 on the sides oi the cutting J 
 
 Remaining on the slopes to clear away 10,000 = (13,080) 
 
 Total cubic contents 218,000 = (285,150) 
 
 The depth of the cutting being 12 metres, and the soil of such a nature as to 
 slip down when cut to any great height, it was therefore resolved to divide it into 
 three lifts, which were made as nearly as possible of the same depths. Two longi- 
 tudinal excavations, or gullets, three metres wide, were opened in the first instance, 
 in order to expedite the loading of the wagons, the depth being equal to the lift 
 about to be worked, into which the wagons were readily passed and loaded with 
 earth from each side. The stuff was brought forward by wheelbarrows, or thrown 
 up by shovels along the sides, according to circumstances, and afterwards taken 
 up and thrown into the wagons, or the barrows were wlieeled diivct to the wagons 
 along planks placed to receive them. 
 
 The upper lift being much wider than the others, four gullets were formed 
 along it, while three were made in the second, and two only in the lowest. 
 
 Carriage of the Earth. 
 
 The wagons employed contained each TGO cubic metres (2*09 cubic yards), 
 which is only equal to 1-25 metres (1-63 yards) of earth, measured as it stands in 
 the cutting before digging. The average weight of a cubic metre of earth, mea- 
 sured at the clearance, was 11)00 kilogrammes (4189 lbs.), and as each wagon 
 carried 1 metre 25, the weight removed was .... 2375 kilogrammes = (5236 lbs.) 
 
 Add the weight of wagons 1200 „ =(2646) 
 
 Total 3575 (7882)
 
 160 
 
 Upon the wagons being loaded, they were linked in trains of four or five 
 together, and carried an average distance of 1000 metres (1090 yards) to the 
 JDlace of discharge. 
 
 At the time of working the upper lift, the wagons descended singly upon an 
 inclined plane of 15 millimetres (1 in 67), which afforded them a greater 
 momentum than was necessary to reach the place of discharge, and to carry them 
 over the small portions of embankment completed, the gradient of which was that 
 of the permanent line. But when the two other lifts were in progress, the 
 gradient of the temporary ways of cutting was not sufficient, and it therefore 
 became necessary to draw the wagons along by the assistance of horses. 
 
 The number of horses employed in this work was regulated by the gradients, 
 which varied in the cuttings, but the complete portions were always laid to the 
 same gradients as the permanent line. Two horses were required, near 
 Wasquehal, to draw 5 wagons upon an inclination of .5 millimetres (1 in 200), 
 and towards Eoubaix one horse per wagon, to ascend a slope of 2 millimetres and 
 a half (1 in 400). 
 
 Description of the Temporary Ways. 
 
 In consequence of a deficiency in the supply of rails, the temporary lines 
 were constructed with flat bars of iron, 7 centimetres wide (2'758 inches), and 
 2 and a half ( 1'085 inches) thick, placed edgeways on small cast-iron chairs; the 
 latter were fixed upon cross sleepers of white wood, at distances of 0"' 9 (0-98 
 of a yard) apart. 
 
 This mode of construction, which was adopted from necessity, answered the 
 purpose, although less advantageous than proper rails, both in respect to speed 
 and expense. The teaming was slower, and the cost of maintenance was greater, 
 since they presented greater resistance to the traction, met more frequently with 
 accidents, and also incurred more expense in materials ; but, as there were 
 no rails, and the use of carts was impracticable, no other alternative remained but 
 to resort to some other system of temporary way, and that adopted, notwith- 
 standing its inconveniences, was the best expedient that could be employed. 
 
 Discharging the Wagons. 
 
 The wagons were discharged upon small moveable scaffolds (baleines) of 12 
 metres (39 feet 4 inches) long, and six metres (19 feet 8 inches) high, put to-
 
 IGl 
 
 gether in the most simple manner, and costing only 300 francs each. Two pairs 
 of baleines were constantly at work, one pair iit each extremity of the two em- 
 bankments next the cutting. Twelve men were able to discharge live wagons in 
 six minutes, by means of these sraflblds, and, allowing for time lost, more than 
 twenty wagons were tipped per hour; but a greater number could have been dis- 
 charged had it been practicable to have conveyed them to the baleines. 
 
 Although the scaflblds were only G metres (19 feet 8 inches) high, they 
 were found sufficient for all jiarts of the embankment, notwithstanding it was 
 10 metres (32 feet 10 inches) high in places, but it became necessary to raise the 
 earth to support them ; this, however, did not occasion any additional expense, 
 since the earth was wanted to complete tiie fillings, and it was merely necessary to 
 apply a portion where the ground rec|uired raising, in order to fix the scafTolds at 
 suitable heights. 
 
 Progresfi of the Works. 
 
 The removal of earth in the cutting of Ogiers was commenced on the 1 1th of 
 January, 1S42, but the works did not proceed very fast until the early part of the 
 month of March following. 
 
 During the months of April and May, 2.50 wagons generally ran upon each 
 incline, making a total of 500 for the entire cutting ; but taking the aggregate 
 of these two months only, the number of wagons amounted to 20,.')00, being an 
 average of 341 wagons per day, inasmuch as Sundays, festivals, pay days, and 
 rainy weather, together with the numerous contingencies which afl'ect the execu- 
 tion of these works, generally reduce the working days by at least one-third. 
 
 It having been required that the railway should be opened for the accommo- 
 dation of traffic by the 1st of May, 1843, and a free transit secured clear of all 
 obstructions, it was necessary, in order to accomplish this, to finish all the 
 embankments before the close of the year 1842; but the results obtained at this 
 period being considered insufficient to warrant this conclusion, it therefore became 
 imperative that additional means should be adopted. It was determined, under 
 these circumstances, to carry on the works day and night, which was done by 
 working double gangs of men, who were relieved every eight hours. 
 
 This new mode of working was put into execution on the 1st of .Time, and 
 during June, July, August, and September, whilst the weather continued con 
 stantly favourable, 8 or 900 wagons ran regularly per day of 24 hours, 
 but Uiking into consideration the impediments above enumerated, the average 
 only amounted to 1900 wagons per month, which gives a total of 24,000 cubic 
 
 Y
 
 162 
 
 metres of earth (31,392 cubic yards). The men continued working during the 
 ni<''hts, until December, but not with the same advantage, as after the month of 
 August the bad weather became a very great obstacle. 
 
 The cutting was at length completed, on the 26th of December, both in 
 respect to height and depth, excepting about 10,000 metres (13,080 cubic yards) 
 which remained on the slopes, and was intended to be removed when the proper time 
 arrived for finishing them, as this operation could only be performed during the 
 spring of the year. 
 
 During the months of January and February, the weather was constantly bad, 
 and the frost and thaw, rain and snow, liaving rapidly succeeded each other, con- 
 siderable slips took place, extending over more than half the entire length of the 
 cutting, and the sides suffered considerably. It was determined, in order to guard 
 against a recurrence of these calamities, to increase the inclination of the slopes 
 of a certain portion where the slips had occurred, which was effected at the rate of 
 a metre and a half of base for one of height ; and to increase the dimensions of the 
 banquettes, which were increased to different widths, according to circumstances, 
 some of them extending even to 3 metres (3*27 yards). 
 
 These alterations increased the quantities of earth removed by 46,000 cubic 
 metres (60,169 cubic yards), the contents being at first 218,000 metres (285,150 
 yards), were consequently augmented to 264,000 metres (345,321 yards). 
 
 The weather having improved, the works were resumed on the 9th of March, 
 1843, and the trains were enabled, by the Isc of May, to run along the cutting at 
 great velocity. 
 
 On the Causes which Occasioned the Land Slips, and on the Means employed to 
 
 Prevent their Recurrence. 
 
 Having alluded to the slips, it is, perhaps, necessary to give some particulars 
 of the causes which occasioned them, and of the means employed to prevent their 
 recurrence. The soil through which the cutting of Ogiers is made consists of 
 three strata of earth of different qualities, the upper stratum, which is about 
 3 metres in thickness (9 feet 10 inches), is a brick clay, which stands well enough. 
 The lower stratum is the thickest, although it varies : it consists of a compact 
 blue clay, which retains the water and holds it well. 
 
 The soil between these two strata is a clay mixed with a quicksand without 
 any tenacity whatever, from which numerous filtrations oozed, and some small 
 springs; the thickness of this bed was about two metres, (6 feet 6 inches,) and it
 
 163 
 
 was constantly slipping over the lower stratum, wlierrliy the upper one was left 
 without support, and great inconvenience conserpiently ensued. In order to pre- 
 vent fresh slips, the inclination of the slope was increased, as already stated, by 
 one and a half of the base to one of height, ami the widtli nf the bancjuettes 
 increased. 
 
 It is intended, further, to commence works of consolidation, to consist of 
 stones or fascines fixed upon large banquettes, placed upon the lower or solid 
 stratum, so as to keep the intermediate one in its place, and counteract the effects 
 of the quicksand. 
 
 Channels will be formed in the baiKjuettrs, at intervals, to drain the water wiiich 
 must necessarily collect, and which will be connected at certain spots, so as to be 
 carried oft" by the main drains. 
 
 Work continued day and night. 
 
 Two gangs of men and horses were employed, who were relieved every 
 eight hours, by which the works were continued constantly. The hours of relief 
 were four o'clock in the morning, noon, and eight in the evening, which arrange- 
 ments were found convenient. 
 
 The works were lighted at night by different modes, according to the nature 
 of the various operations. 
 
 The line was lighted throughout its entire length by common lanterns, and 
 torches were used for such works which required moveable lights, and fires were 
 used at the places of loading and unloading, burning in a sort of iron pan, which 
 gave a clear flame. 
 
 These fires were made of small bundles of the refuse of dried fir, split very 
 fine, and cut into lengths of thirty centimetres (about eleven or twelve inches) ; a 
 few shavings and old tar-ropes were mixed with them, the whole steeped in a 
 mixture of coal-tar, pitch, and brimstone, in a boiling state. 
 
 Y 2
 
 164 
 
 The following Table exhibits the cost of removiug a cubic metre of earth from 
 the cutting of Ogiers to the embankment, according to memoranda taken during 
 the works, the length of the lead being 1000 metres (1093 yards.) 
 
 Details of the cost of Digging, Loading, Teaming, and Discharging a Cubic Metre of Earth, the 
 length of lead being equal to 1000 ?netres {1093 i/ards), with wagons running upon temporary 
 lines of rails, drawn by horses, and the gradients of various inclinatio7is. 
 
 GENEBAL PARTICULARS. 
 
 Cost of a cubic 
 metre, getting, 
 loading in wa- 
 gons, discbarg- 
 ing and loading, 
 1000 metres. 
 
 Cost of 
 teaming it 
 an addi- 
 tional 
 10(10 
 metres. 
 
 1st 
 
 Tools and Tackle— 
 1 10 wagons, at 450 francs each 
 800 metres of temporary rails, at ) 
 
 26 francs / 
 
 24 Temporary switches, &c. at \ 
 
 60 francs j 
 
 Sheds and buildings 
 
 Six moveable scatiTolds (baleines)) 
 for unloading, at 300 francs j 
 
 Price. 
 
 49,500 
 208,000 
 
 1,440 
 3,000 
 1,800 
 
 263,740 
 
 Wear and Tear 
 
 Interest at 5 per cent, on 263,740 francs for 1 year 
 Total expenses, fr 
 
 24,750 
 104,000 
 
 7,200 
 
 1,500 
 
 900 
 
 131,870 
 13,187 
 
 145,057 
 
 145 1 5 7 _ 
 
 Total quantity of earth teamed, being . 166,517 met 
 The cost of a cubic metre of earth consequently was 
 
 2ndly. Tools and Tackle — 
 
 As materials, timber, iron, steel, &c 0'05 1 
 
 Workmanship and labour 0*06 j 
 
 3rdly. Laying and maintaining way 
 
 4thly. Carriage of earth — 
 
 Switchmen, drivers, and other men employed in teaming 0-09 
 Horses used for draught 0"19 
 
 5thly. Digging, loading, and spreading the earth 
 
 6thly. Discharging the wagons 
 
 7thly. Sundry charges 
 
 Cost per cubic metre in francs 
 
 Equal to per English yard 
 
 0-871 
 
 0-110 
 040 
 
 0-280 
 
 0-470 
 0-260 
 0-100 
 
 2-131 
 
 (1^. 4rf.) 
 
 0-029 
 
 0-005 
 0-002 
 
 0-020 
 0-400 
 
 0-060 
 
 (■388 of a 
 shilling.)
 
 165 
 
 TaDLE of the Cott of Labour in forming Kmbanhmrnts, the eart/i hting led hij uiujons from the cutting 
 Des Ogiers, from Janiiari/, 1842, to .Wirrnilitr, im-lusirr. 
 
 X umber of wafrims 
 
 Quantity tt-aiueJ, in cubic metres, as per note 1 
 
 Di^in^ and loading wagons. 
 Days' work of tlii- iiavijjators . . . 
 Amountinj; to, as per note 2 (in francs) 
 Actual cost „ 
 
 Discharging the wagons. 
 
 Days' work of the navigators 
 
 Amounting to, as per note "J (in firancs) . . . . 
 Actual Cost „ . . . . 
 
 Laying and maintenance of the way. 
 
 Days' work of layers 
 
 Amounting to as per note 3 (in francs) . . . . 
 Actual cost „ . . . . 
 
 Days work of the men employed in teaming the 
 earth. 
 
 Switchmen (in days) 
 
 Conductors (ditto) 
 
 Driirers (ditto) 
 
 Total 
 
 Amounting as per note 2 (in francs) 
 
 Actual cost „ . . . . 
 
 Artificers employed in the repairs. 
 Days' work of carpenters, farriers, & harness-makers 
 Amounting to, as per note 4 (in francs) .... 
 Actual cost „ .... 
 
 Davs' work of horses for the carriage of earth. 
 
 Days of horses 
 
 Amounting to, as per note 5 (in francs) .... 
 Actual cost „ .... 
 
 Total amount of expenses, (in francs) . 
 
 Actual amount of labour, as per note 6, per cubic } 
 
 metre (in francs) j 
 
 Slope or Wasquehal. 
 
 D«T. 
 
 49,4-« 
 61,806-25 
 
 15,52910 
 
 ;)l,05S-2O 
 
 0-50 
 
 8,267-90 
 
 16,535-80 
 
 0-27 
 
 1,54910 
 
 3,872-75 
 
 0-06 
 
 830-10 
 
 611-40 
 
 1,397-50 
 
 2,839-20 
 
 5,678-40 
 
 0-10 
 
 1,947-30 
 
 5,841-90 
 
 0-10 
 
 2,113-70 
 
 10,568-50 
 0-17 
 
 KigUt. 
 
 23.475. 
 29,343-75 
 
 5,333-40 
 
 13,333-50 
 
 0-45 
 
 3,195-40 
 
 7,988-50 
 
 0-27 
 
 348-40 
 
 1,045-20 
 
 0-04 
 
 391-70 
 243-80 
 664-20 
 
 1,299-70 
 
 3,249-25 
 
 0-11 
 
 71-70 
 
 250-95 
 
 0-02 
 
 1,011-40 
 
 6,068-40 
 
 -21 
 
 73,555-55 
 1-20 
 
 31,736-80 
 1-05 
 
 Slopb op Koudaix. 
 
 Div. 
 
 43,710 
 54,637-50 
 
 11,700-90 
 
 23,400-60 
 
 •43 
 
 6,492-90 
 
 1-2,985-80 
 
 0-23 
 
 1,047-40 
 
 •2,618-50 
 
 0-04 
 
 844-50 
 
 512-50 
 
 1,101-05 
 
 Niglii. 
 
 16,714 
 •20,892-50 
 
 4,134-90 
 
 10,337-25 
 
 0-25 
 
 2,096-70 
 
 5,-24r75 
 
 0-25 
 
 202-80 
 
 608-40 
 
 0-03 
 
 285-10 
 162-60 
 410-70 
 
 2,458-15 
 
 4,916-30 
 
 0-09 
 
 858-40 
 
 •2,146-00 
 
 010 
 
 1,657-90 69-20 
 
 4,973-70 242-20 
 
 0-10 i 0-01 
 
 •2,124-70 
 
 10,62350 
 
 0-19 
 
 818-00 
 4,908-00 
 
 Total. 
 
 133,344 
 166,680-00 
 
 36,697-70 
 
 7n 129-55 
 
 \veragi' -26 
 
 20,052-90 
 4-2,751-85 
 Average 0-04 
 
 3,147-74 
 8,144-85 
 Average 0-04 
 
 2,351-40 
 1,530-40 
 3,573-65 
 
 7,455-45 
 
 15,989-95 
 
 Average 009 
 
 3,746-10 
 
 11,308-75 
 
 -Vverage 006 
 
 6,067-80 
 
 3-2,168-40 
 
 0-23 Average 019 
 
 59,518-40 23,483-60 
 1-08 1-11 
 
 188,-294-33 
 
 Average 1-12 
 
 (71 of a shilling.) 
 
 Metre. 
 
 Note 1. Cubic contents of wagon 1-25 
 
 Krs. CIS. 
 „ 2. Wages of narigators, per day .... 2 00 
 
 „ per night .... 2 50 
 
 „ Average .... 2 13 
 
 3. Wages of layers, per day 2 50 
 
 „ per night .... 3 00 
 
 „ Average .... 2 58 
 
 4. Wages of artificers, per day .... 3 00 
 
 „ per night .... 3 50 
 
 „ Average .... 3 02 
 
 5. Cost per day 5 00 
 
 per night 6 00 
 
 Average 5 31 
 
 6. The average length of the lead was 1000 French metres, equal to 1093 Englbh yards. 
 
 Yards. , 
 
 1-635 
 
 }s. 8d. sterling per day. 
 
 2s. Id. „ 
 
 U. lOd. 
 
 2s. Id. 
 
 2s. ed. 
 
 2s. 2d. 
 
 2s. 6d. 
 
 2s. lid. 
 
 2s. Gd. 
 
 4s. 2d. 
 
 5s. Od. 
 
 4s. Sd. 
 
 nearly. 
 
 nearly. 
 
 and a small fraction.
 
 166 
 
 Details of the Expense of conveying Ballasting in Wagons drawn 
 upon a Railway by Locomotives and by Horses. 
 
 We stated, when treating upon the construction of a railroad, that a portion of 
 the ballasting requisite for laying the permanent way — viz., about one quarter 
 of it — is usually conveyed to the spot by carts, or by means of wagons run 
 upon temporary ways, and that the remainder ought always to be carried upon 
 one of the permanent lines as soon as completed. 
 
 The following is a table* of the expense incurred in the conveyance of ballast- 
 ing upon a portion of the Versailles railway (left bank) by means of temporary 
 ways and locomotives, the load being taken up a gradient of four millimetres (1 in 
 250). It is followed by another table, being an estimate of the cost of conveyance 
 supposing that horses had been employed instead of locomotives. 
 
 It is easy to calculate the expense of conveyance upon a level, when the cost 
 upon a rise of four millimetres (1 in 250) is known, and by deducting the ex- 
 pense of laying the temporally lines, the cost of transporting it on the permanent 
 line may be ascertained. 
 
 * This table was drawn up by M. Brabant.
 
 ig: 
 
 CONVEYANCE OF BALLAST IN WAGONS riiOPELLED BY LOCOMOTIVE 
 
 ENGINES. 
 
 Detail of the Cost of Cotivrifance of a Cubic Metre of Bntliisl liiktn from llic Depot at liellevue, 
 and conveyed from thence to that at I'ersailles, beimj a distance of 4'2'26 metres (4G21 yards). 
 The quantity conveyed was equal to 36,7<>7'29 cubic metres {or 48,092 cubic yards). 
 
 Materials. 
 
 Wear and tear of wagons, being one quarter more than the F"- 
 
 sura stated in the list No. 20, "J^^ = 0216 
 
 Laying and maintaining tlie ways J ditto in No. 20, - — - — = 0'304 
 
 Carriage of 4,226 metres, upon ti gradient of 0-004: A loco- 
 motive engine, with 10-inch eylinders, and a driver and •■"'• 
 stoker, would cost per day of 10 hours, about 91 francs . . 91'00 
 
 It will draw, with a speed of 16,000 metres (10 miles) per 
 hour, a train of 4 wagons, containing 14 cubic metres of 
 ballast, having two paid drivers 6'00 
 
 Together . . . 97-00 
 
 Hence it follows that the carriage of a cubic metre of ballast 
 will cost, due regard being paid to the return-trip, when 
 
 the wagons are empty, at ,o x 16.000 x' u = ;, " •^^'^ 
 
 Time lost in loading and unloading, ^ of a day, at 97 francs, 
 
 making, per metre, -golTT "^ 0-115 
 
 486 days' work of horses to draw the train near the locomo- 
 tive engines, at 6 francs 2916-00 
 
 800 days' work of switchmen and attendants upon the rails, 
 
 at 2 fr. 25 180000 
 
 47)6-00 
 
 Which makes, per cubic metre, ^^^7^7^ = 0*131 
 
 1-132 
 Petty charges, ^ 0-057 
 
 1-189 
 
 The cost of conveyance of 1 cubic metre a distance of 100 metres, being ^\^^ = 0-0283 francs, 
 equal to 1 cubic yard, conveyed a distance of 100 yards, at -00164 of a sliilling.
 
 168 
 
 ue. 
 
 CONVEYANCE OF BALLAST IN WAGONS DRAWN BY HORSES. 
 
 Details of the cost of Conveyance of a Cubic Metre of Ballast taken from the Depot at Belle- 1 . 
 and conveyed from thence to that at Versailles, being a distance of 4226 running metres, 
 (4621 running yards). The quantity conveyed was equal to 36,767 cubic metres (48,094 
 cubic yards.) 
 
 MATERIALS. 
 
 Wear and tear of wagons, 130 wagons j.^.^ 
 valued at :i3,800fr. Deterioration 
 
 taken at one-eighth, will make . . • 4225 00 
 
 Repairing and greasing, one-half . . . 2 1 1 2 50 
 
 fr. 6337 50 
 The contents to be carried being 36,767"29, the 
 
 cubic metre will be ^l-j^-j'.^c, — 
 
 Laying and Maintenance of the Way. 
 Laying and maintaining a length of 8552 
 
 metres at Ifr 8552 00 
 
 For switches &c 400 00 
 
 8952 00 
 
 Which makes the cubic metre of ballast at 3^'^^^.^^ = 
 
 Conveyance of 4226 Cubic Metres upon a 
 Rise of 0-004. 
 
 Three horses and a cart costing 18fr. per day of 10 
 hours, will draw three wagons containing 6 cubic 
 metres, or 25,000 cubic metres per day, which 
 makes the cubic metre cost — due regard being 
 had to the return trip, when these wagons are 
 
 , . J I8fr. no X 2 X 4226 
 
 emptied » x 2.^.000 = 
 
 Time lost in loading and unloading J^j of a day at 
 18fr., which makes .„ [; ^ ^ 
 
 ' 40 X b 
 
 Switchmen and attendants upon rails, five hundred 
 
 men's days at 2fr I,170-00 _ 
 
 Which makes per cubic metre . . 36,767"29 
 
 Petty charges, ^-^ 
 
 Fr. 
 
 0-173 
 
 0-243 
 
 1-014 
 
 0-075 
 
 0-032 
 
 1-537 
 0-077 
 
 1-614 
 
 120 wagons at 4 metres a 
 day ^ 480 metres, 25 days 
 at 480 = 12,000. Three 
 montlis are required to carry 
 36-767-29. Ten wagons are 
 always supposed to be under 
 repair. 
 
 The carriage taking place 
 upon the permanent line, this 
 part of the expense is reduced 
 to the cost of keeping it in 
 order. 
 
 This part of the expense is 
 susceptible of reduction. 
 
 The cost of conveyance of one cubic metre a distance of 100 metres, being '^W* = 0-0384 fr. 
 (Equal to one cubic yard conveyed a distance of 100 yards at -0223 of a shilling.)
 
 169 
 
 On the General Method employed of Diminishing the Resistance upon Railway 
 Curves duriny the execution of Eartlitcork. 
 
 The curves required in the execution of eartliwork are numerous, and of 
 various radii. The line of rails often becomes inflected and crooked from being 
 imperfectly maintained, whereby the wagons are thrown ofl" the rails. DifTcri'nt 
 expedients are consemieiitly resorted to in order to rootity tliis, and to diminish 
 the friction. 
 
 The wheels sometimes turn vn tlair iixics. iuul sometimes have moveable 
 axles, but the latter are not able to proceed witli iiiiich sjiccd witliout running oil' 
 the line, and even run oft" when moving witli a moderate velocity. 
 
 Wagons with four independent axles are also employed, viz., one for each 
 wheel. The wheels are then supported on the axles, and tlie axles move in a box. 
 This mode presents the same difticulty as the last, altliuugh in a somewhat lesser 
 degree. The '* Laiguel" system enables us to diminish the resistance on the curves, 
 but as it is necessary to keep the whole of the wheels to the same radius, and 
 of equal height, it is not always practicable, without great difticulty and very great 
 expense. 
 
 The " Arnuux " system is too complicated to be applied to embankments, 
 without undergoing important modifications. 
 
 In certain cases where the vehicles are propelled by manual labour, we should 
 recommend a kind of truck, called chien de miiu\ and used in mines. 
 
 The chien de mine consists of a narrow box, of some depth, supported upon 
 two axles and four wheels. The two forewheels are smaller than the hinder ones. 
 This truck is usually run upon wooden ways formed of two lines of timber, placed 
 only a few centimetres distance from each other. 
 
 The timbers may be strengthened by bands of iron, in which case the cliieii de 
 mine would run upon an actual iron railway. In passing along a curve the 
 labourer who propels the chieii de mine rests upon the hinderniost part, and makes 
 it swing slightly upon the hinder axle, so that the weight presses upon the two 
 great wiieels only. Tiie load is distributed in such a niaiuier as to favour this 
 motion. By this means, the friction which takes place in turning a curve with 
 ordinary carriages upon axles fixed parallel to each other is avoided. A vertical 
 peg is fixed in the box of the chien de mine, and connected with a small horizontal 
 friction roller which runs in a groove between the rails, by which the truck is 
 prevented getting off tiie line. 
 
 The conveyance of earth and materials in the Bdis de Boulogne, for the forti- 
 fications of Paris, was eft*ected by means of a way consisting of a single rail, Avhich 
 was remarkably well laid down, but we regret we have no description of it. 
 
 z
 
 170 
 
 Lines of this kind consist of a longitudinal beam upon which the rail is fixed at 
 
 a certain height above 
 
 1 ,1 Fi"- 1 Fio-. 2. 
 
 the ground ; these " =■ 
 
 beams are supported 
 
 on posts raised in a 
 
 solid manner and at 
 
 regular intervals (see 
 
 cuts) The kit which 
 
 contains the load is 
 
 supported by means 
 
 of an iron bar or crook 
 
 connected with a roller 
 
 which moves along the 
 
 rails and corresponds 
 
 with the centre of gravity of the road and the axis of the railway. These 
 
 kits acquire an oscillatory motion while they are in motion, which is not without 
 
 inconvenience. 
 
 One mode which appears very convenient under many circumstances for passing 
 
 over curves of small radius, and in temporary ways where the loads do not require to 
 
 be conveyed in large wagons or to great distances, has been applied by M. Serveille, 
 
 senior, at Mendon, for 
 the working of a quarry, 
 and is described in the 
 bulletin of the Society 
 for Encouragement (year 
 1842, page 401). It 
 consists in the use of 
 carriages running upon 
 a narrow line of way, 
 (see cuts.) The carriage 
 rests crossways upon the 
 rails, and on points at 
 
 equal distances from the centre between the two large conical rollers forming the 
 
 wheels. It becomes displaced laterally at the curves, and rests upon points more 
 
 or less distant from the base according to the nature of the curve, and in such a 
 
 manner that the wagons naturally follow the curve of the road. The motion of the 
 
 wheels is precisely similar to that of two distinct cones rolling upon the way. 
 
 Fig. 3.
 
 171 
 
 The effect produced when M. Servcille's wagons enter a curve is analogous to 
 that whicli i)revails, under the same circumstances, with the couiiuou wagons and 
 separate wheels, on the ordinary lines of railway. 
 
 Rut the length of the conical jxirtions lieing so much greater in M. Scr- 
 veille's system, the lateral displacement can therefore act upon a greater width, and 
 the wagons, consec[uently, are enabled to pass over curves of much smaller 
 radius. 
 
 Minutes of Specification for the Su/tph/ing of Wagons for Earthwork. 
 
 AKTlLLE KIRST. 
 
 The wagons to be built in conformity with the designs and models annexed 
 to the present specification. 
 
 The builder is not to modify the forms and dimensions described. Any part 
 formed of inferior dimensions, is to be liable to rejection, and the same with those 
 made of larger proportions. 
 
 ARTICLE SECOND. 
 
 The iron used in the work to be carefully foiged, and of good (juality, with- 
 out flaws, cracks, or other defects. All the ironwork that is broken during the 
 first six months of being in use, shall be replaced at the works, under the direc- 
 tion of the company, and at the expense of the contractor, provided the breakage 
 arises from a defect of quality in the article. 
 
 ARTICLE THIRD. 
 
 The timber employed for the body and the various parts shall be of the 
 first quality, without defects. It must be properly seasoned, squared, perfectly 
 true on all sides for use, and joined with the greatest care, according to the speci- 
 fication. The edges must also be correctly squared, and the joints free from play. 
 
 In case of any part warping from imperfection in quality, or the joints 
 becoming loose during the course of the first six mouths, they shall be replaced 
 at the shops of the company, and at the expense of the contractor. 
 
 The wagons to be formed entirely of oak. 
 
 Minutes of Specification for the Supplying of 6000 Oak Sleepers. 
 
 ARTICLE FIRST. 
 
 The sleepers to be 2-" 20 (7 feet 3 inches) in length, 0"' 32 (0-r)9 inch) 
 in breadth, and 0"" 16 (6 inches) in thickness; the cubical contents of these 
 prescribed dimensions being therefore equal to about 0" 1 (3"53 cubic feet). A 
 difference of Ath over or under each of the above dimensions will be allowed. 
 
 z2
 
 172 
 
 ARTICLE SECOND. 
 
 If any piece falls short of the minimum limit in its dimension, it will be 
 rejected, or if it exceeds the stipulated size, by iVth, the contract price only will 
 be allowed. 
 
 ARTICLE THIRD. 
 
 The wood to be Champagne oak, of the first quality, and felled at least 
 one year previous. It is to be floated {flaotte) timber, and to weigh, at the 
 time of delivery, 60 to 65 livres to the cubic foot (930 kilogrammes to the stere 
 or cubic metre, or 1564 lbs. to the cubic yard). 
 
 ARTICLE FOURTH. 
 
 The sleepers to be cut up by the saw, and to be squared, so as to leave 
 tie smallest quantity of bark and sap-wood possible. 
 
 ARTICLE FIFTH. 
 
 No piece to have a knot, the centre of which is less than 0"' 30 (11-81 
 inches) from its extremity. 
 
 ARTICLE SIXTH. 
 
 Every sleeper to be measured separately, and submitted to a distinct 
 examination. 
 
 ARTICLE SEVENTH. 
 
 All those having flaws or splits at a greater distance than 0™ 02 (-78 
 inches) from their extremities wiU be rejected. 
 
 ARTICLE EIGHTH. 
 
 The ends of the sleepers to be cut square, without slant or slope. 
 
 ARTICLE NINTH. 
 
 If more than iVth of the sleepers are rejected, upon any delivery, the 
 contractor shall be bound to pay the company a sum equal to 25 per cent, of the 
 amount delivered, as damages. 
 
 ARTICLE TENTH. 
 
 The contractor to be bound to convey the wood to the depots which will 
 be pointed out to him between Paris and Versailles. 
 
 ARTICLE ELEVENTH. 
 
 Three thousand sleepers to be delivered by the 1st of September, and 3000 
 by the 1st of October.
 
 I 73 
 
 ARTICLE TWELFin. 
 
 The price per cubic metre (1-308 cubic yards) to be fixed at , and the 
 
 tender to state any discount that may be further allowed upon this price. 
 
 ARTICLE TniUTEENTU. 
 
 Payment will be made as follows: Stlis in ready money, and Uh at six 
 months' date. 
 
 ARTICLE FOURTEENTH. 
 
 In case of the contractor failing to fulfil any of the clauses of this con- 
 tract, the company shall be at liberty to annul it, and the contractor shall pay a 
 sum of 2000 francs, by way of damages and compensation to the company. 
 
 Minutes of Specification for the Supplying of Cast-iron Chairs. 
 
 ARTICLE FIRST. 
 
 The form and dimensions of the chairs to correspond exactly with the 
 stamped models transmitted to the contractor. 
 
 ARTICLE SECOND. 
 
 The cliairs to be of two kinds, the intermediate chair and the joint chair. 
 The joint chair to form ith, and the ordinary chairs iths of the total number 
 of chairs included in the contract. 
 
 ARTICLE THIRD. 
 
 The standard weight of the chair must agree precisely with the adopted 
 model to be finally agreed upon by the engineer and the manufacturer before 
 commencing. 
 
 A difierence of 3 per cent, over or under this weight will be allowed on the 
 delivery. The chairs within these limits will be paid for according to their real 
 weight; but all chairs of less weight will be rejected: those, however, possessing 
 an excess of weight will be accepted, without an extra allowance being made to the 
 contractor. 
 
 ARTICLE FOCRTH. 
 
 The chairs to be of grey cast-iron of the first or second melting. To be 
 tenacious and soft to the file, the grains grey-coloured, compact, and uniform, 
 without any flaws, such as smut, blisters, &c. The positive resistance to be at 
 least 1500 kilogrammes to a square centimetre of section (3307 lbs. to -155 square
 
 174 
 
 inches). This strength to be proved by decisive experiments made during the 
 course of manufacture, and as often as the engineer may consider necessary. 
 
 The manufacturer to be bound to submit the chairs to whatever modes of 
 examination the directors may think proper to adopt. 
 
 ARTICLE FIFTH. 
 
 The surfaces of the chairs to be smooth and uniform, all the irregularities 
 and seams being levelled by proper tools, and the edges rendered smooth. The 
 bottom face of each chair to be perfectly even, so that there shall not be any 
 vacuity below them, on being fixed to the sleepers supporting the line. 
 
 ARTICLE SIXTH. 
 
 The contact of the rail with the cheeks or sides of the chair to be perfect 
 throughout, which condition will be strictly insisted upon. One end of a stamped 
 rail will be sent to the manufacturer to guide him in the manufacture. The 
 examination by the engineers to consist in passing an exact model, formed of 
 plate iron, into each chair. 
 
 ARTICLE SEVENTH. 
 
 The delivery of the chairs to be made at the works once a week, at least. 
 The engineer appointed to receive them shall have the right of trying, or of 
 delegating to others their examination, together with the necessary trials for 
 determining whether the whole of the conditions of the present contract have been 
 properly complied with. 
 
 All the expenses connected with the delivery and trials instituted by the 
 engineer, or his delegated agent, to be made at the expense of the contractor. 
 The whole of the chairs accepted are to be stamped. 
 
 ARTICLE EIGHTH. 
 
 Should any of the chairs become injured during their conveyance, or broken 
 either before or at the time of fixing, they will be rejected, notwithstanding their 
 delivery at the works after being tested. The rejected chairs to be weighed and 
 returned to the contractor at one of the places of delivery, and to be deducted 
 from the amount of his delivery, or he shall replace them if the directors prefer it. 
 The expenses of this final examination is also to be borne by the contractor. 
 
 ARTICLE NINTH. 
 
 The delivery to be made at spots to be determined by the engineer, and near 
 the workshops or depots established along the line of railway, provided such parts 
 can be approached by a road passable for loaded wagons.
 
 175 
 
 ARTICLE TENTU. 
 
 The whole supply to consist of chairs. 
 
 The contractor to deliver and convey the nuiubcr of chairs comprising his 
 contract, at his own expense and risk, to the places pointed out for the deliveryj 
 within the period of . The directors simll, however, be at liberty to 
 
 defer receiving the chairs if they think proper; in wiiich case, the contractor is to 
 pile theui in order, in regular prisms, in a warehouse to be supplied by the 
 directors at the iron-works, bo that they may be readily counted. 
 
 ARTICLE ELEVENTH. 
 
 The amount of the contract to be paid to the contractor, upon the produc- 
 tion of the receipt of the provisional reception at the works, excepting l-4th, 
 which will be retained to cover the expense of conveyance of the rejected chairs, 
 on fixing, and as security. The sum retained will be reduced to 1-lOth, at one 
 month after the delivery of the chairs. 
 
 The chairs, when thus received at the factory, and piled up in the company's 
 warehouse, will be considered to form part of the contract. It is, moreover, under- 
 stood that tlie contractor shall, conformably to Articles 8 and 0, transport these 
 chairs to the places appointed for the delivery, where they shall be subjected to 
 further tests. 
 
 ARTICLE TWELFTH. 
 
 The manufacturer to guarantee the chairs for the first year, and when in use 
 on the temporary line. Every chair which becomes injured during this prescril)ed 
 term, by any cause whatever, unless it be proved to have resulted from a violent 
 shock, shall be replaced at the expense of the contractor ; the remaining tenth due 
 to the contractor will not be paid until after the expiration of the period of 
 guarantee. 
 
 ARTICLE THIRTEENTH. 
 
 In case of the contractor not having completed his contract at the period 
 stated in the present specification, rcth of the total amount of the chairs not 
 delivered at the periods assigned shall be deducted from the sum due to the con- 
 tractor as damages. 
 
 ARTICLE FOURTEENTH. 
 
 Further, the contractor is to be subjected to the clauses and general con- 
 ditions drawn up on the 2.5th of August, 1833, by M. the Director- General of 
 Bridges, Highways, and Mines, for all works connected with Bridges and Koads.
 
 176 
 
 ARTICLE FIFTEENTH. 
 
 No party will be allowed to tender who is not the proprietor or manager of a 
 foundry. 
 
 Minutes of Specification for the Supplying of 14,000 Wrought Lvn Bolts. 
 
 ARTICLE FIRST. 
 
 The bolts to be one hundred and eighty millimetres (0-180""" = -708 inches) 
 in length, exclusive of the head, which is to be nineteen millimetres (0-019""" = 
 748 inches) in thickness ; the head to be squared and flattened, and of the thickness 
 of eighteen millimetres (0-018™" = 0-78 inch), and to be exactly similar in shape 
 to the given model. 
 
 The weight to be with a limit of 1 — 10th if below this, but if over 
 
 this, the extra weight wUl not be paid, thus a thousand bolts should weigh 
 or at least 
 
 In each of which cases the exact weight will be paid, for if they weigh less 
 they will be rejected, and if they weigh more the stipulated weight 
 
 only will be paid for. 
 
 ARTICLE SECOND. 
 
 The bolts to be of Roche iron, soft, and not liable to fracture when cold. 
 
 ARTICLE THIRD. 
 
 The proving to be made on 1-lOth of the supply, which will consist in 
 striking the bolt when cold with a hammer, so as to form it to an angle of about 
 45 degrees, and then to bend it straight again. If 1-lOth of the bolts thus tried 
 break, the whole will be rejected. 
 
 ARTICLE FOURTH. 
 
 The bolts broken either in the trial or during their use, to be replaced by 
 the contractor, the turning up of the head of the bolt to be a sufficient defect for 
 this step. This guarantee to continue for one year from the day of their de- 
 livery. 
 
 ARTICLE FIFTH. 
 
 7000 bolts to be delivered by the 1st October next, the remaining 7000 on 
 the 15th October, and forwarded to the depots pointed out to the contractor between 
 Paris and Versailles.
 
 177 
 
 Minutes of the Government Specification for the Suppltjituj of /'iiils. 
 
 ARTICLE FIRST. 
 
 The rails to be of the exact shape of the stamped model to he remitted to 
 the manufacturer. The cross section to be exactly similar throughout the entire 
 length of the rails, more especially at the extremities, which are to be carefully 
 protected from any compression or alteration at the time of sawing. 
 
 ARTICLE SECOND. 
 
 The standard length uf tlie rails to be 4'" 50 (14 feet 9 inches) for tlie 
 greater facility of manufacture. One rail in twenty will be admitted at a length 
 of 3"' 75 (12 feet 3 inches), provided these shorter mils arise during the iimnu- 
 facture of those required of the standard length, and which have been clipped in 
 consequence of flaws at their extremities. 
 
 The weight of the rail to be determined by the model delivered to the manu- 
 facturer, and which will be proved at the first delivery. An allowance of two per 
 cent, over or under will be made on this weight, provided the whole supply does 
 not difler from the standard weight l)y more than iJuth. The rails to be paid 
 for according to the actual weight within the limits of allowance. If below this 
 limit, they will be rejected ; they will be accepted if above it, but the contractor 
 will lose the extra sum arising from any excess above the standard weight. 
 
 ARTICLE TIIIUD. 
 
 t 
 
 The iron employed in the manufacture of the rails to be of two qualities; the 
 body of the rails may be of coarse puddled iron, but the top and bottom faces to 
 be each formed of a single piece of iron previously forged. For this purpose the 
 bimdlc-s, subsequently drawn into rails, are to be formed of not more than two- 
 thirds of coarse puddled iron, with one-third, at the least, of iron previously forged. 
 
 ARTICLE FOURTH. 
 
 The workmanship of the rails to be perfect in every respect. All those 
 which may be badly welded or formed with flaws, or indented on either face, will 
 be rejected. 
 
 ARTICLE FIFTH. 
 
 The whole of the rails to be cut at the two ends Ijy a s;iw, or by some other 
 eflicient apparatus, to be agreed upon by the Directors. All excrescences to be 
 
 A A
 
 178 
 
 carefully removed. The planes of the sections to be perfectly square with the axis 
 of the rails. The allowance on the fixed lengths never to exceed a millimetre and 
 a half, (0.059 of an inch.) Every rail which is ordered to be cut at a different 
 length from the standard, to be paid for at the rate of five per cent, above the con- 
 tract price. 
 
 ARTICLE SIXTH. 
 
 The rails to be dressed on both sides with the greatest care, their surfaces 
 being made smooth and uniform, and they must fit into the chairs, employed to 
 support the rails, with the greatest accuracy ; the chairs will, therefore, be sent to 
 the manufacturer to enable him to fit them together. 
 
 The rails to be capable of bearing, and to be submitted to the following 
 proof, which is to be made peremptorily with any portion of the rails which the 
 engineer may select. 
 
 The rails are to be rested upon two supports of 0" 08 (3-14 inches) in size, 
 and at a distance of 1™ 12 (3 feet 8 inches) from each other {centre to centre)^ 
 when each rail is to be capable of supporting a weight of 8000 kilogrammes 
 (about 8 tons), in the middle of this bearing, without undergoing any perceptible 
 deflection. 
 
 ARTICLE SEVENTH. 
 
 The provisional delivery of the rails at the works to be made at least once a 
 week. The engineer appointed to receive the rails, and to examine them, shall 
 have the right of trying, or of delegating to others, the necessary trials for 
 determining whether the whole of the conditions of the present contract have 
 been properly complied with ; more especially that regulating the mode of manu- 
 facture, described in Article 3. All expenses connected with the delivery, and 
 the trials instituted by the engineer or his delegated agent, to be made at the 
 expense of the contractor. The whole of the rails accepted to be stamped. 
 
 ARTICLE EIGHTH. 
 
 Notwithstanding the delivery of the rails at the works, if, upon further 
 examination, any imperfection should be discovered, even after being placed on 
 their supports, they shall be put aside and submitted to the test of the engineer- 
 in-chief, who shall have the right of rejecting and deducting them from the 
 amount of the contract ; and, upon their being weighed, they shall be placed at 
 the disposal of the contractor, at one of the places of delivery. 
 
 The expense of this final examination is also to be borne by the contractor.
 
 179 
 
 ARTICLE NINTH. 
 
 The delivery to be made at spots to be determined by the engineer, and near 
 the workshops or depots established along the line of railway, provided such 
 parts can be jipproached by a road jjassable for loaded wagons. 
 
 ARTICLE TENTH. 
 
 The whole supply to consist of rails. The contractor to deliver and 
 
 convey the amount of rails comprising his contract, at his own expense and risk, 
 to the places pointed out for the delivery, within the period of 
 
 The directors siiall, however, be at liberty to defer receiving the rails, if 
 they think proper; in which case the contractor is to pile them carefully in 
 regular prisms, in a warehouse pointed out by the directors at the works, so that 
 they may be readily counted. 
 
 ARTICLE ELEVENTH. 
 
 The amount of the contract shall be paid to the contractor upon the pro- 
 duction of the receipt of their provisional reception at the works, excepting one- 
 fourth, which will be retained to cover the expense of conveyance of the rejected 
 rails, and for security. The sum retained will be reduced to 1-lUtli at one 
 month after the delivery of the rails. 
 
 The rails, when thus i-eceived at the factory, and piled in the company's 
 warehouse, will be considered to form part of the contract. It is, moreover, 
 understood that the contractor shall, conformably to Articles 8 and 9, transport 
 these rails to the places appointed for the delivery, where they shall be subjected 
 to further tests. 
 
 ARTICLE TWELFTH. 
 
 The manufacturer to guarantee the rails for the first year, and when in use 
 on the temporary lines. It is to be understood that the guarantee shall apply to 
 any imperfection in the workmanship, which may not be perceived at the time of 
 delivery. Every rail that becomes injured during this prescribed term, by any 
 cause whatever, unless it be proved to have resulted from a violent shock, shall 
 be replaced at the expense of the contractor. Tlie remaining tenth, due to the 
 contractor, will not be paid until after the expiration of the period of guarantee. 
 
 ARTICLE THIRTEENTH. 
 
 In case of the contractor not having completed his contract at the period 
 stated in the present specification, 1-lOth of the total amount of the rails not 
 
 A A 2
 
 180 
 
 delivered at the period above assigned, shall be deducted from the sum due to the 
 contractor, as damages. 
 
 ARTICLE FOURTEENTH. 
 
 Further the contractor is to be subject to the clauses aud general conditions 
 drawn up on the 25th of August, 1833, by M. the Director-General of Bridges, 
 Highways, and Mines, for all works relating to Bridges and Roads. 
 
 Specification for the manufacture of Rails for the Railway from Paris to Rouen. 
 
 ARTICLE FIRST. 
 
 This clause is similar to that of the Government Specification for the supply 
 of rails, page 177. 
 
 ARTICLE SECOND. 
 
 Tlie standard length of the rails to be 4 metres, 80 centimetres (15 feet 
 
 8-98 inches.) 
 
 One rail in twenty will be accepted at a length of 3"" 60 (11 feet, 9*73 inches.) 
 One rail in twenty will be allowed of a longer or shorter length than 4™ 80 
 (15 feet, 8-98 inches.) All the other rails to be exactly this length, and in no 
 case to vary from it more than one millimetre and a half, (0-059 inches.) 
 
 The contractor is to inform the company of the exact length of each rail at 
 the time of their delivery, in order that the rails may be classed separately. 
 
 The weight of the rail to be 35 kilogs. (71 lbs. per yard) with the same 
 limits to variations described in page 177 of the Government Specification. 
 
 ARTICLE THIRD. 
 
 This clause is similar to that at page 177, with this difierence only, that the 
 bundles drawn out for the rails are to consist of 3-5ths puddled iron, and 2-5ths 
 forged iron, instead of 2-3rds and l-3rd. 
 
 ARTICLES FOURTH AND FIFTH. 
 
 Similar stipulations will be found in Articles 4, 5, and 6 of the Government 
 Specification, page 177. The employment of the lever screw instead of the hammer 
 in the (cold) straightening is required of the manufacturer. The rails must be 
 capable of bearing the following proof. Upon being placed freely on two sup- 
 ports of 0™ 05 (1-95 inches) wide, and at a distance of 1" 20 (3 feet, 11-24 
 inches,) from centre to centre; each rail must support a weight of 8000 kilogs., 
 (about 8 tons,) in the middle of this bearing, without sustaining any permanent 
 alteration.
 
 IHl 
 ARTICI.K SIXTH. 
 
 TIlis is similar to Article 7, at patro ITS. 
 
 ARTICLES EIGIITU, NINTH, TENTH, ELEVENTH, AND TWELFTH. 
 
 These are similar to Articles 8, 9, 10. 11, 12, and 13, at pages 178 and 179. 
 
 On the SpeciJicatio7is employed in Belgium. 
 
 The specifications employed in Belgium do not difVor essentially from the 
 preceding, except that they stipulate for a trial by sihock in the following manner : 
 — Kach rail of 27 kilos (54 lbs. per yard) is required to be placed on supports at 
 a distance of one metre (3 feet 3.27 inches) from each other, and is to be capable 
 of bearing, when cold, a deflection equal to 1- 10th of the distance between the sup 
 ports. This is to be produced by the fall of a rammer of 200 kilos, (nearly l-5th 
 of a ton) dropt from a height of four metres, (13 feet 148 inches.) N.B. — The 
 extent of surface of the rammer was not stated in the Specification which we 
 examined. 
 
 The specification fur the Railway from Roauno to Andresien stipulates for 
 the distance and the shock in the following terms : — 
 
 Rails weighing 13 kilos. (25 lbs. per yard), similar to the old rails of the 
 line from St. Stevens to Lyons, and resting on supports placed at distances of 
 ninety centimetres (3 feet), are to receive the shock of a raunner of 2000 kilos' 
 weight (2 tuns), with a surface of four square decimetres (62 square inches) 
 dropt from a height of 60 centimetres, (1 foot 11'62 inches.) The rail must not 
 bend more than 12 centimetres (4'71 inches) from the eflects of the blow, and it 
 must be capable of being re-bent, whilst cold, to its original shape. 
 
 Minutes of Specification for the supply of Iron Pins for the Railway from 
 
 Amiens to Boulogne. 
 
 ARTICLE FIRST, 
 
 The shape of the whole of the pins to be like the pattern which shall be for- 
 warded to the manufacturer by the engineer-in-chief of the company. 
 
 ARTICLE SECOND. 
 
 The normal weight of the bolts to conform strictly to the model determined 
 previously between the engineer and the manufacturer. Au allowance will be
 
 182 
 
 made, on delivery of the pins, of 3 per cent, more or less than this weight ; they 
 will be paid for, within this limit, by their real weight ; if below this weight, they 
 will be rejected ; but they will be accepted if they exceed it, provided they are 
 conformable with this specification in other respects ; the additional weight will 
 not, however, be allowed the manufacturer. ^ 
 
 ARTICLE THIRD. 
 
 * 
 
 The company reserves the right of inspecting the manufacture in the work- 
 shops of the manufacturer. 
 
 ARTICLE FOURTH. 
 
 The pins to be of iron of good quality — soft, but not fragile ; the head to be 
 made out of the solid piece, and not joined on it. 
 
 ARTICLE FIFTH. 
 
 Trial to be made peremptorily by the engineer at the time of delivery on 
 some portion of the supply delivered. This trial to consist of driving the pin 
 half-way home into an oak block, and striking it laterally on its upper extremity, 
 so as to make it form an angle of 45 degrees with the vertical. The pin is then 
 to be withdrawn, and redressed cold, without exhibiting any fracture. 
 
 ARTICLE SIXTH. 
 
 Besides the pins which are rejected on the'vc reception at the store-yards, all 
 that ai?e found inadmissible, either by deficiency or excess of weight, as well as 
 those which break under the hammers of the workmen, will be rejected, and are 
 to be replaced by the manufacturer. 
 
 ARTICLE SEVENTH. 
 
 The contract to comprise 250,000 pins. 
 
 ARTICLE EIGHTH. 
 
 The delivery to be made at the magazines of the company, at the places 
 directed by the chief engineer, on the 15th of July and the 15th September, so 
 that the supply shall be completed at the last date. 
 
 ARTICLE NINTH. 
 
 > The contractor to be paid for the contract in proportion to the supply, to be
 
 183 
 
 proved by the receipts, excepting; ii drawback of one-tenth of the amount, which 
 is not to be paid for until aft«r the bolts are employed. 
 
 ARTICLK TENTH. 
 
 lu case the manufacturer should not fultil his contract, and the deliveries 
 are not made at the times stated, the engineer-in-chief is authorized, without being 
 under the necessity of giving any formal process, to complete the number of pins 
 forming the contract at the expense of the manufacturer, by any means in his 
 power. 
 
 ARTICLE ELEVENTU. 
 
 In case of difficulties and disputes on any point, and of whatever nature, re- 
 lative to the contract, the parties engage, by these presents, to refer to M. , 
 
 chief engineer of the company, residing at . The arbitrator to dfecide 
 
 finally, as sole arbitrator, without appeal or trial; and, moreover, as a friendly 
 umpire, to dispense with all forms and the delay of processes. The contiactor 
 hereby agrees to the said arbitration, the company having informed him that 
 
 -M. , the chief engineer of the company, is appointed by them to receive the 
 
 above-mentioned supplies. ^ 
 
 Examined in duplicate, by the undersigned, who is appointed to superintend 
 the present contract, this day, 3rd February, 1846. 
 
 O71 the Preparation of Wood. 
 
 The attention of the engineers of railways has been for some time directed 
 to the processes employed, or proposed, for the preservation of wooden sleepers, 
 and as we have collected some information on the efficacy of the same, we will 
 present a statement of it to our readers. 
 
 M. Payeu, member of the Academy of Sciences, in the coujse of his lectures, 
 delivered at the Museum of Arts and Manufactures, states the causes of alteration 
 in wood to be as follow : — 
 
 1st. The solubility of the animal matters which it contains. 
 2nd. The weak cohesion of its parts. 
 
 3rd. Their four-fold composition. We know that the more elements a body 
 contains in its composition, the sooner it decomposes.
 
 184 
 
 4th- The oxygen of the air, heat, and humidity. 
 
 Stii. The azotic matter which is contained in wood. 
 
 6th. The insects, such as ants and teredos. 
 
 The woodwork of the ports of Rochefort and Eochelle have suffered consider- 
 ably from the action of these insects. 
 
 The following have been employed or proposed for the preservation of 
 wood: — 
 
 1st, Creosote. 
 
 2n'\. Tannin. 
 
 3rd. The bichlorate of mercury, or corrosive sublimate. 
 
 4th. Arsenic acid. 
 
 .5th. The pyroligneou-s acid and pitch. 
 
 6th. Marine glue. 
 
 7th. Marine salt. 
 
 8th. Pyrolignites of lead and iron. 
 
 9th. Sulphate of protoxide of iron. 
 
 10th. Sulphate of copper. 
 
 ] 1 f h. Sulphate and chlorate of zinc. 
 
 12th. The usual acids and acid salts. 
 
 LSth. The alkalies. 
 
 14th. Fat of all kinds. 
 
 15th. Eesins. 
 
 The creosote is the most efficacious, but is too expensive. 
 
 Pyroligneous acid and pitch contain a great quantity of creosote, and act in 
 the same manner, but with less energy. 
 
 Marine glue may be ranged among the reactives whose use appears to be 
 most efficacious. 
 
 Fat generally, and tlie resins especially, produce an excellent effect, but are 
 too expensive. 
 
 M. Bourdon, of Dunkerque, states that he has used tannin with advantage 
 for the preservation of wood, yet leather prepared with tannin is not protected 
 from the effects of moisture? 
 
 We are doul)tful respecting tannin for the preservation of railway sleepers, 
 since it has not been tried sufficiently long, or upon a scale to establish the 
 several experiments made to test its efficacy, and we therefore cannot recom- 
 mend it.
 
 185 
 
 The corrosive sublimate appears to be the best of all the rcactives. It has 
 been iisid witli advantage on the greater part of the English railways. Although 
 soluble in itself, yet it becomes insoluble when it is combined with the allninipn 
 of woody substances. It is, moreover, an active poison, and drstroys insects, but 
 it has, unfortunately, become very high in i)ricc. 
 
 Arsenic acid is dangerous to the workmen. 
 
 Marine salt preserves the woodwork of mines perfectly, Imt is expensive, 
 and it absorbs water in very <lam]) situations. 
 
 The sulphate of the protoxide of iron attacks the fibres of the wood, and 
 separates them. It is the same with all the acid salts, and still more su witli 
 acids. 
 
 The alkalies dissolve the azotic particles well, but they also separate the fibres, 
 and moreover form slimy solutions which obstruct the drainage. 
 
 The chlorides of lime and magnesia may be employed with advantage to 
 preserve elastic timber, but they are deliquescent. 
 
 Borates and phosphates of ammonia arc only used to preserve the wcuid from 
 fire. 
 
 The sulphate of copper appears to be a more convenient reactive than any. 
 It forms an insoluble compound in the wood, and is neither deliquescent nor 
 expensive. As this salt is not volatile, the health of the workmen is not endan- 
 gered. It is not acid, like the sulphate of the protoxide of iron, and therefore 
 does not attack the fibres of the wood. 
 
 The sulphate of copper is also a destructive poison to insects. 
 
 The properties of the sulphate of zinc are very similar to those of the sul- 
 phate of copper, but the latter is a more scarce article in trade. 
 
 The operation of penetrating the wood by reactives is effected by different 
 systems. Sometimes the reactives are introduced by natural agents, such as the 
 process of vegetation, and sometimes by mechanical means, or by simple im- 
 mersion. 
 
 It cannot be introduced by the power of vegetation only, or be made to act 
 on the trees while standing, or on those wliich are fresh cut down. The mode of 
 operation is describeil in the review of the course of organic chemistrv by M. 
 Payen, published by MM. Knali and Leblanc, a work to which we refer our 
 readers. 
 
 The process of M. Payen, wliicii consists of introducing the liquid by pres- 
 sures, is more simple; it is also reviewed in the course of this professor. 
 
 Lastly, there is a third process of impregnating wood with the reactives of 
 
 li u
 
 186 
 
 M. Breant, which consists in placing each piece in a cast iron cylinder, and ex- 
 hausting this cylinder, which disengages the air from the pores of the wood, and 
 then forcing the reactive liquid into the wood by means of a pump. 
 
 Wood subjected to this mode of treatment is penetrated more effectually by 
 the liquid than in either of the two first methods ; but the operation is very ex- 
 pensive. 
 
 The following Tables, taken from M. Payen's course, show the prime cost 
 of preserving trunks of wood, of 6 or 7 metres long (19 feet 8 inch., or 23 feet,) 
 and 32 centimetres (12 inches) diameter. 
 Pine and fir, 120 to 130 litres (4-2 to 4-5 cubic feet), oak poplar, 100 to 110 
 
 litres, (3'5 to 3*8 cubic feet.) 
 
 frs. cts. £ s. d. 
 Pyro-lignite of iron of the forests of Choisy, 1 00 kilog. 
 
 (220 lbs.) to 5°, at 1 fr. 50 cts. per 100 kilog. 
 
 (220 lbs.) 1 50 (0 1 3) 
 
 Pyro-lignite of solid lead, 5 kilog. (11 lbs.) at 78 frs. 
 
 per 100 kilog. (220 lbs.) 3 50 (0 2 11) 
 
 Pyro-ligneous acid, 40 kilog. (88 lbs.) to 7° at 10 frs. per 
 
 100 kilog. (220 lbs.) 4 (0 3 4) 
 
 Tar water rendered 25 kilog. (55 lbs.) at 12 frs. per 100 
 
 kilog. (220 lbs.) 3 (0 2 6) 
 
 Bichloride of mercury, 0-8009 kilog. (1^ lbs.) at 13 frs. 
 
 the kilog. (2-205 lbs.) 10 (0 8 4) 
 
 lode, 0.0505 (0-111 lbs.) at 25 frs. the kilog 4 (0 3 4) 
 
 Chlorydrique acid, 1 litre (61-028 cubic inch.), alcohol 
 
 5 litre (30-514 cubic inch.) at 25 frs. per kilog. 
 
 (2-205 lbs.). . . . „ 4 (0 3 4) 
 
 Sulphate of zinc, 5 kilog. (11 lbs.) (variable.) 
 
 Sulphate of iron, 5 kilog. (11 lbs.) x 50 litres (1-7 
 
 cubic feet) of oil . . 90 (3 15 0) 
 
 Crude rosin of the lands, 100 kilog. (220 lbs.) at 10 frs. 
 
 per kilog. (2-205 lbs.) 10 (0 8 4) 
 
 Details relating to the cost of the Turntables supplied from the works 
 
 at Fourchambault. 
 
 fr. £ s. d. 
 
 Contract price of each turn-plate 2594 (103 15 0)
 
 18 
 
 / 
 
 DetaiLs of Weujht. 
 
 Cast Iron — kiiog. 
 
 Upper plate 2074 
 
 Circumscribing crown-piece 455 
 
 Bottom plate 124 
 
 12 friction rollers 338 
 
 Iron collar 10 
 
 Socket 9 
 
 3010= (6,637 lbs.) 
 
 Wrougut Iron — 
 
 2 rings 178 
 
 2 rails 376 
 
 12 bolts for the friction rollers .... 123 
 
 1 iron shaft 31 
 
 2 hoops, or tires 7 
 
 22 tie bolts 31-50 
 
 22 rail bolts 20 
 
 4 socket bolts - . . 7 
 
 773-50 = (1705-7 lbs.) 
 
 Copper for socket 1-00 
 
 Recapitulation — 
 
 Cast iron 3010 
 
 Wrought iron 773-60 
 
 Copper 1 
 
 37S4-r,0 = (8345 lbs.) 
 
 Cost of model 450 fr. = (£ 18 0) 
 
 Estimate of a Turntable for Vie Versailles Railway {left bank), similar to those 
 on the London and Birmingham Railicay. 
 
 Cast Iron, 
 
 Cubic metres. 
 
 Platform, outer circle, section 0-0115 long, 12 metres 0-1380 
 
 4 girders carrying the rails, section 0-012 long, 16 m. 0-1920 
 
 2 ditto on the cross, 0-015 and 4 metres .... 0-0600 
 
 Centre 0-0300 
 
 O-42U0 (2-11 cubic ft.) 
 u B 2
 
 188 
 
 Wrought Iron. 
 
 4 lines of rails, lengtin ^.^^gg^ ^^^^^^ ^^ ^g^^ ^.^ 
 toirether 16 metres, *> ° 
 
 section 0-0048, J P^f cubic metre . . • . 
 
 4 inclined planes at the crossing of the rails . . 
 52 holts for the rails at 2 kilog 
 
 8 holts for the friction-rollers 
 
 2 iron rings joining the bolts of the friction-rollers 
 (11-90 each, or 23-30 taken together) 2330 x 
 0-0008,0-01904 
 
 1 connecting ring for the friction-rollers . 
 
 28 bolts at 2 kilog. 50 
 
 1 iron shaft steeled 
 
 1 brass socket 
 
 1 iron angular ring 
 
 Total length, 13 metres at 7 kilog. the running metre 
 
 Total weight of wrought iron 
 
 Kilog 
 
 The 0-42 cubic metre of cast iron weighs, at the rate 
 
 of 7210 kilog. to a cubic metre 3000 
 
 Outer ring, section 0-0046 x 13 metres 0-0598, at 
 
 7210 kilog. the metre cube 432 
 
 Plate for the friction-rollers, section, 0-0057 x 12 
 
 metres, 0-0684 492 
 
 Socket 60 
 
 8 friction-rollers at 20 kilog 160 
 
 Weight of iron castings . . 4144 
 
 599 
 
 15 
 104 
 
 88 
 
 148 
 10 
 
 70 
 20 
 
 91 
 
 (9137 lbs.) 
 
 1145 (2524 lbs.) 
 
 Summary. 
 
 4144 kilog. of cast iron at 60 cents 
 
 1145 kilog. of wrought iron at 1 fr. 30 cents 
 
 To the manufacture 
 
 frs. cts. 
 
 2486 40 
 
 1448 50 
 
 3974 90
 
 189 
 
 frcs. ctj. 
 Brought forward . . . 3974 90 
 
 The cost of the model of a turn-talilo ami its ap- 
 pendages would amount to 1400 (£5G), which 
 should be divided amongst the number of turn- 
 tables required. If 7 are ordered, l-7th of 
 1400 francs must be added 200 
 
 4174 90 (£IG7 0) 
 
 This amount may, liowever, be reduced by I -5th or even l-4th. 
 
 Detail'^ of tlie Ejpeiu<e of two Timber Turn-tables, on the Railway from Paris to 
 
 Versailles {left bank). 
 Wbolght Iron. 
 
 kilog. 
 8 cross bars weighing 57-50 
 
 8 squares 240 
 
 2 rings 160 
 
 16 shafts for the friction rollers 31 
 
 48 bolts 57-20 
 
 2 pivots with steeled points 45 
 
 32 double pins for friction rollers 6 
 
 2 screws for the pivots 3 
 
 2 shields 1-50 
 
 8 bolts 8 
 
 10 bolts 2-50 
 
 32 double pins 6 
 
 8 rollers, 25 kilogs. each 200 
 
 Total 817-70 = (1803 lbs.) 
 
 irSi cts> aL. 5 d 
 
 817-70 kilog., at 62 frs. per 100 kilog 506 95 (2U 5 9^) 
 
 Cast Iron. 
 
 kilog. 
 
 16 irons, or supports of the friction-rollers .... 448 
 
 16 friction- rollers ... 160 
 
 2 square plates for pivots , 15-20 
 
 2 socket plates 40 
 
 Total 663-20 = (1462 lbs.) 
 
 frs. eta. JC t. d. 
 
 663-20 kilog. at 55 frs. per 100 kUog 364 80 = (14 110)
 
 190 
 
 Steel. 
 
 kilog. 
 
 2 pivots in steeled iron 2 
 
 2 lintels 5 
 
 Total 7 
 
 ITS cts V fl 
 
 7 kilog. at 2 fr. 10 cts. per kilog 14 70 = (11 9) 
 
 Timber. 
 
 fr. cts. 
 
 10 steres of oak at 82 frs. per stere 820 00 
 
 1848 of deal at 75 frs 138 50 
 
 f s. d. 
 
 958 50 = (38 6 9) 
 
 WORKMANSHIP. 
 Wrought Iron. 
 
 fr. cts. 
 
 (By the piece.) 8 cross bars at 3 frs. each .... 24 
 
 8 squares, at 2 frs. 50 cts 20 
 
 2 rings at 10 frs. each 20 
 
 16 shafts for the friction-rollers at 1 fr 16 
 
 48 bolts at 30 cts 9 60 
 
 2 do. of steeled iron, 40 kilog. at 50 cts 20 
 
 2 lintels of 5 kilog. each, at 50 cts 2 50 
 
 32 double pins at 1 fr 32 
 
 2 screws for pivot of 2 kilog., at 40 cts 80 
 
 8 plugs at 25 cts 2 
 
 10 bolts at 20 cts 3 20 
 
 8 mouldings at 30 cts 2 40 
 
 32 double pins for the friction-rollers 32 
 
 (Day-work.) 2 shields 8 bolts (6 hours) 4 50 
 
 8 slips ( 1 day) 8 25 
 
 f s. d. 
 
 Total 197 25 = (7 18 0)
 
 191 
 Fittings. 
 
 frs. ct«. 
 
 (8 days.) 8 cast box irons at 4 frs. 50 cts 3() 
 
 16 friction-rollers at 1 fr 10 
 
 (2 days.) 2 socket plates 9 
 
 (1 day.) 1 square plate for pivot 4 50 
 
 (1 day.) 2 pivots with steel points 4 50 
 
 (1 day.) 2 lintels 4 50 
 
 (6 days.) 32 double pins 27 
 
 (2 days.) 8 panels in plates 9 
 
 (6 days.) 32 double pins . . . . • 27 
 
 £ s. d. 
 
 Total 137 50 = (5 10 0) 
 
 Turning. 
 
 frs. 
 
 16 friction-rollers, by agreement 40 
 
 10 beams, do. 1 franc 25 cts 20 
 
 (1 day.) 2 socket plates 10 
 
 (2j days.) 2 pivots, steeled points 25 
 
 (1 day.) 2 lintels 10 
 
 Total 105 (4 4 2) 
 
 Tapping. 
 
 frs. cts. 
 
 48 bolts, at 20 cents 9 60 
 
 (1 hour.) 2 pivots 3 25 
 
 (3 hours.) 2 screws for pivots 85 
 
 (6 hours.) 8 bolts 1 70 
 
 10 bolts at 10 cts 1 60 
 
 s. d. 
 
 Total 17 00 ( 14 0) 
 
 Boeing. 
 
 frs. ct.s. 
 
 8 cross bars at 95 cts. (task work) 7 GO 
 
 8 squares 15 
 
 (2J days.) 2 rings 7 50 
 
 (23 days.) 10 friction-rollers 25 
 
 (6 hours.) 8 mouldings 1 00 
 
 8 slips 8 
 
 £ s. d. 
 
 Total 64 70 (2 12 0)
 
 192 
 Carpentees' Work. 
 
 frs. cts. 
 
 60 days at 4 frs 240 
 
 (23 days.) Saws at 7 frs. 75 cts 178 25 
 
 £ s. d. 
 
 Total 418 25 (IC 14 7) 
 
 Coal 38 75 ( 1 11 0) 
 
 Recapitulation. 
 
 Eaw materials, including coal 1883 90 
 
 Workmanship 938 70 
 
 Making together 2822 60 
 
 Sundry expenses, 20 per cent 564 52 
 
 Total ..... 3387 12 (135 9 7) 
 
 Or, 1693 frs. 55 cts. (£67 14x. 9)d.) per turn-table. 
 
 Statement of the Expense of a Crossing-place and Switches, forming a complete 
 
 change of Line on the Versailles Railway [left bank), See Plate 16. 
 
 1st. — The Crossing-place. 
 
 Irs. cts. 
 
 From seven-tenths to eight-tenths of a cubic metre of rough oak, at 80 
 francs per stere, the timber being supposed to be of the first 
 quality, say eight-tenths of a cubic metre C4 00 
 
 To carpenters, sawing it out and fitting, due regard being paid to the 
 great precision with which this work is required to be done (laying 
 not included) 80 00 
 
 26 bolts for securing the cross-pieces, weighing 26 kilogrammes, at 1 
 
 fr. per kilogramme 26 00 
 
 8 bolts of 00-27'" (1 inch) in diameter, for a similar purpose, weighing 
 
 together 14 kilogrammes, at 1 fr. per kilogramme 14 00 
 
 Weight of Iron forininji the Crossing. 
 
 kilog. 
 
 2 curved rails 274 
 
 2 guard rails 274 
 
 2 pieces forming the point 94 
 
 642 
 Loss in forging, l-20th 32 
 
 674
 
 193 
 
 frs. ctj*. frs. ct». 
 Brought forward 184 00 
 
 674 kilogranuncs, at 40 francs the 100 kilograimiie . . 200 fiO 
 
 Forging the G pieces 20 00 
 
 Coal 225 hccto, or 200 kilogruniines, at 55 francs per 1000 
 
 kilograniuies 1 1 00 
 
 Sundry expenses, l-5tli 61 00 
 
 36 1 
 
 60 
 
 4 
 
 45 
 
 4 
 
 25 
 
 554 
 
 30 
 
 3 bolts for joining the joints:, weighing 4 kilogrammes, 
 
 cost making 
 
 (See details in the following page.) 
 Marking the chairs 
 
 Total, exclusive of chairs .... 
 
 For the Switches. 
 
 1" 70 cents, of timber, comprising the sleepers N, 0, P, 
 
 (see Plate 16), at the rate of 80 francs per cubic metre 136 00 
 
 The fixed points which the moveable switches or kilog. 
 
 guard-rails rest against, weighing . . 152'00 
 Waste l-20th 760 
 
 159 60 
 
 159"60 kilogrammes, at 40 francs the 100 kilogrammes . 63 85 
 
 Forging 6 00 
 
 Coal 0'75 hecto, weighing 60 kilogrammes, at 55 francs 
 
 per 1000 kilogrammes 3 30 
 
 Sundry expenses, l-5tli 14 65 
 
 87 80 
 
 kilog. 
 2 moveable switches forming guard-rails, weighing 304*00 
 
 6 wedges 366 
 
 1 connecting rod 35*20 
 
 2 supporting bolts 9*00 
 
 1 cast-iron eccentric 27 "66 
 
 Iron 13-00 
 
 Brass 1-00 
 
 393-52 
 393-52 kilogrammes, at 0.75 the kilogramme .... 295 15 
 
 Total of the switches, exclusive of chairs and laying down, fr. . . 518 95 
 
 c c •
 
 194 
 
 Kecapitulation. 
 
 frs. cts. 
 
 For the crossing-places, exclusive of chairs and laying 
 
 down 554 30 
 
 For the switches, say, in round numbers 600 
 
 The chairs* for the crossings and the switches, being a 
 
 total of 450 kilogrammes, at the rate of 25 francs 
 
 per 100 kilogrammes 112 00 
 
 Laying the crossings and switches 120 00 
 
 £ s. d. 
 
 Total expense of laying down change of line complete, 1386 30 (55 9 0) 
 
 Details of the cost of Bolts for fastening the Crossing-points. 
 
 frs. cts. 
 
 Materials for 3 bolts, at 0-40 cts. the kilogramme . 1 60 
 Waste, 1-lOth 16 
 
 1 76 
 
 Forging at the rate of 35 cts. each 1 05 
 
 Tapping at the rate of 30 cts. each 90 
 
 3 71 
 Sundry expenses 74 
 
 s. d. 
 
 4 45 (3 8) 
 
 • 
 
 These chairs, requiring particular models, cost rather more than the ordinary ones.
 
 195 
 
 Details of Prices relative to the Construction of the Line, Chtnif/im/ Pltices, and Turn-tables, on 
 the linilira;/ from I. tile to the IMi/inn Frontier. 
 
 NuiuImt und Bub- 
 jecl of ibc follow- 
 iug details. 
 
 Dctaila of Tackle and Workmansliip. 
 
 PlllCK. 
 
 As calculated. 
 
 lo 
 
 I'ractice. 
 
 Obbebtatioxs. 
 
 Xo. 1. 
 The making of a 
 temporary line 
 with rails of 30 
 kilog. (01 Ihs. 
 per yard) to the 
 running metre, 
 supported on oak 
 sleepers, at dis- 
 tances of l'12,j 
 metres, (3 fiet 
 8'27 inch.) apart, 
 the ground being 
 supposed to be 
 levelled. 
 
 No. 2. 
 
 Construction of a 
 permanent line, 
 with rails and 
 sleepers as above, 
 the soil being 
 supposed to be 
 level. 
 
 Loading, unloading, and conveying, by 
 barrows, from the depot to the wagons, 
 and from the place of unloading to the 
 spot where required 
 
 Transport by Hajfims of the transverse 
 sleepers, rails, and wooden wedges, to 
 an average distance of 1500 metres 
 (about 1600 yards); two horses and 
 carter, paid 14 tVancs |ier day, conveyed 
 the materials required for the construc- 
 tion of ViO metres (about 130 yards) of 
 way per day, which gives per metre . 
 
 Notching the sleepers and bolting the 
 chairs at 15 cents, per sleeper, gives per 
 metre f JJ 
 
 Construction — A gang, composed of a 
 foreman, at a salary of four francs for a 
 day of ten hours ; under foreman, at 
 three francs ; and six men, at two francs 
 fifty cents ; making together an expense 
 of 22 francs, will prepare and lay down 
 70 metres (229 feet 7 inches) of single 
 line, which gives per metre .... 
 
 Expense of tools and waste being . . 
 
 Price per running metre . . ) 
 Equal to 7d. per running yard. ) 
 
 Loading, unloading, and conveying, by 
 harrows, conveying, notching, and bolt- 
 ing the chairs, as before in Xo. 1 . . 
 
 Construction — A party composed of and 
 paid as l)efore, laid down and prepared 
 50 metres of way (about 54 yards) per 
 day of ten hours, which gives per Fan- 
 ning metre 
 
 Expense of tools and waste 
 
 Price per running metre . . "| 
 Equal to S^d. per running j-ard. / 
 
 Franca. 
 
 0100 
 
 Franca. 
 
 0117 
 
 0133 
 
 0-314 
 OOCO 
 
 0-730 
 
 0-75 
 
 0-350 
 
 0-440 
 0-079 
 
 0-869 
 
 0-90 
 
 This price docs not include the maintenance of the way, which 
 is generally very expensive at first, but which varies considerably 
 according to the season, the weather, the nature of the ground, 
 the greater or less importance of the embankments, and the rate 
 of speed of the traffic. In rather unfavourable circumstances, the 
 maintenance of the line may amount to 40 cents, per running 
 metre, or 3jd. per running yard, during the first month. 
 
 c c 2
 
 196 
 
 Number and sub- 
 ject of the follow- 
 ing details. 
 
 No. 3. 
 Construction of a 
 temporary change 
 of line, consisting 
 of a crossing and 
 switch rails, with 
 an eccentric. 
 
 No. 4. 
 Construction of a 
 cliange of perma- 
 nent line, com- 
 posed of a cross- 
 ing and switch 
 rails, with an ec- 
 centric. 
 
 No. 5. 
 Construction of 
 the foundation 
 for a turn-table 
 of 4'o0 metres in 
 diameter ( 1 4 feet 
 9 inches) for lo- 
 comotives made 
 on the system 
 employed on the 
 Belgian lines. 
 
 Detnils of Tackle and Workmanship. 
 
 A party, composed of and paid as before, 
 laid down a change of line in eight 
 hours, which will amount to . . . 
 
 Fittings 
 
 Expense of tools and waste .... 
 
 Cost of a change of line 
 
 A party, composed of and paid as before, 
 laid down a change of line, in two days, 
 which gives for the cost of the same . 
 
 Carpenter, two days' work, at four francs 
 
 Mounter, one day, at s;.x francs . . . 
 
 • Ditto two days, for adjusting at four 
 francs 
 
 Various works 
 
 Expenses of tools and waste .... 
 
 Pbice. 
 
 As calculated. 
 
 ]''lttUCS 
 
 17-60 
 3-40 
 300 
 
 ■24-00 
 
 In 
 Practice. 
 
 Fraucs. 
 
 •24 
 
 44-00 
 8 00 
 600 
 
 8 00 
 
 1600 
 
 8-00 
 
 90-00 
 
 90 
 (£3. 12s.) 
 
 The sums stated in Nos. 3 and 4 do not include any more than 
 the laving down of the parts mentioned. The laying down the 
 line between the crossing points and the switch rails was paid for 
 separate, and at higher rates than those given in Nos. 1 and 2, by 
 50 per cent, at least, and it may be much greater when the levelling 
 presents difficulties, on account of the additional time required. 
 
 EARTHWORK AND MASONRY. 
 
 25 cubic metres (882-73 cubic feet) of 
 earth excavated and conveyed a distance 
 of 200 metres (about 218 yards), at 1 fr. 
 
 15 cubic metres (5298 cubic feet) of 
 common masonry, at 18 fr 
 
 0-25 metre (84 cubic feet) of cut stone 
 masonry, at 150 fr 
 
 25 cubic metres of mortar, at 34 fr. 
 
 ACCESSORIES. 
 
 1-40 cubic metres (493 cubic feet) of oak 
 for sleepers, at 120 francs per cubic 
 metre 
 
 44 lbs. of lead for soldering, at 1 fr. (la- 
 bour included) 
 
 RAISING, ADJUSTING, AND FIXING. 
 
 Mounter, 1 day, at 6 fr 
 
 2 days' adjusting, at 4 fr 
 
 Carpenter, 2 days' work, at 4 fr. . . 
 Stone-cutter, 2 days' work, at 4 fr. 
 Labourer, 8 days' work, at 2 fr. . . 
 
 Extra labour 
 
 Expense of tools and waste .... 
 
 Price of a platform .... 
 
 '25-00^ 
 27000 
 
 37-50 
 
 8-50J 
 
 y 341-00 
 
 1 68-00 ^ 
 
 188.00 
 
 20-00 
 
 6-00 
 800 
 8-00^ 
 8 00 
 16-00 
 
 46-00 
 
 15-00 
 10-00 
 
 600-00 600- 
 
 Observations. 
 
 Thirty francs 
 was paid for a 
 change of tempo- 
 rary line on the 
 line of the Ver- 
 sailles, left bank. 
 
 The change of 
 permanent line, 
 the construction 
 of which is esti- 
 mated, consists of 
 a Belgian iron 
 crossing plate, 
 switch rails on 
 Stephenson's plan, 
 with counter 
 
 weights. 
 
 The execution 
 of the permanent 
 change of line on 
 the Versailles 
 (left bank) cost 
 120 francs.
 
 1!)7 
 
 No. uiil Subject of 
 Detail. 
 
 Dritilit ol Tackle and Workmaiuliip. 
 
 PaicB. 
 
 At calculatnl. 
 
 In 
 
 I'raotiee. 
 
 OBaiBTATioiia. 
 
 No. 6. 
 Construction of 
 the t'oumlatioii 
 for a turii-talile 
 of 340 metres in 
 dianioter ( 1 1 feet 
 1'85 inch) for 
 wn^ns on the 
 same s^'stem as 
 lust. 
 
 EMUAKK.VBXT AMU MASU.NBT, 
 
 Francs, 
 
 20 cubic iiietri'S (7CH> culiic feet) of earth 
 excavated anil conveveil a distatice of 
 •200 metres (218 yara^) at 1 fr. . . . 2000 
 
 12 cubic metres (4;13 cul>ic feet) of coin- 
 mun masonry, ut 18 fr 21C'00 
 
 0"20 cubic metre (70() cubic feet) of cut 
 stone-inasonrv, at 150 fr ' 3000 
 
 0'20 cubic metres of mortar, at 34 fr. . . U'80 
 
 .272-80 
 
 ACCBSSOEIBS. 
 
 O'OO cubic metre (31-79 cubic feet) of oak 
 for slee|iers, at 120 fr. the cube metre . 
 
 15 kilogrammes (S3 lbs.) of lead for sol- 
 dering, at 1 fr. (labour included) . . 
 
 BAIS1^G, ADJUSTING, AND FIXING. 
 
 Mounter, 1 day mounting, at G fr. . . 
 
 2 days" adjusting, at 4 fr. . . 
 
 Carpenter, 2 days, at 4 fr 
 
 Stone-cutter, 2 days, at 4 fr 
 
 Labourer, 6 days, at 2 fr 
 
 Extra labour 
 
 Expense of tools and waste 
 
 Price of foundation for a platform . . 
 
 10800 
 15-00 J 
 
 6-00 
 800'* 
 8-00 
 800 
 12-00 
 14-00 
 8-00' 
 
 12300 
 
 6400 
 
 ■I- 
 
 460-00 
 
 460- 
 (.£18 4j.) 
 
 The quantity of masonry and earthwork required in the foundation of turn-tables is very variable, 
 .i:. 1 depends entirely on the nature of the soil where they are situated. 
 
 The amount in this case corresponds to a minimum, os the earth on which they rest is supposed to 
 b^ solid; but if they were placed upon earth of less resistance, as upon embankments newly made, and 
 of great height, the expenses (or the foundations would be necessarily much increased. 
 
 When the foundations are secure, the cut stone, wood, and workmanship, always remain the same. 
 
 The friction-rollers run upon a cast-iron circular plate, fixed upon oak slee|)ers, which are cramped 
 to the masonry. Other sleepers, tixed upon these, are employed to carry another cast-iron plate, placed 
 round the platform, and le%-el with the planking, for the purpose of preserving it from the ballasting. 
 
 There is merely a single cut stone placed in the middle, to receive the pivot, which it enciL-.es, being 
 maintained by bolts ; the whole is cramped in lead.
 
 198 
 
 List of the Tools required hy a Gang of Layers^ with their Prices. 
 
 Frs. Cts. 
 1 Wooden rammer, bound with iron 8 
 
 1 Set of levels, composed of five — two red, two 
 
 black, and one white 150 
 
 4 Pickets, shod to receive the levels 16 
 
 2 Wooden rules of 4"" 50 (14 feet 9 inches) ... 10 
 
 1 Wooden lever, shod 30 
 
 1 Iron crowbar, with claws, for dressing the rails, 
 
 weighing 41 kilogrammes (90 lbs.) 49 20 
 
 1 Iron crowbar for dressing the way, weighing 
 
 20kilog. (44lbs.) 18 
 
 1 Iron hammer, for driving the wooden wedges in the 
 
 chairs, weighing 4 kil. (9 lbs.) 7 85 
 
 1 Iron guage for setting out the width of the ways . 3 
 
 1 Hand hammer 
 
 1 Auger, of 18 to 20 millimetres (0-708 inches 
 
 to 0-787 inches) in size 2 
 
 1 Tool marker 3 
 
 165 05 or £6 12.s'. Orf. 
 On Changing-Places and Crossings* 
 
 Changing-places, with moveable switches, are best suited for lines where the 
 trains constantly run in the same direction. We believe in fact that they possess 
 an important property, and one which is peculiar to them (when properly laid), 
 viz. that of enabling the train, on arriving at the switch, to place the rails in the 
 proper position, if they should not by any accident have been previously arranged 
 so. 
 
 We will call the end forming the centre of rotation, the heel of the switch, 
 and the tapering end the point. 
 
 The switch rails are kept constantly open in one direction, on the right 
 hand line, which is the most used, since this generally forms the trunk line for 
 both ways, by means of a counterpoise acting on the axis of the lever used by 
 
 * This note was drawn up by M. E. Meyer, formerly a pupil of the Central School of Arts 
 and Manufacture, and employed under the direction of M. Eugene Flachat, in the construction of 
 the S. Germains Atmospheric Railway.
 
 199 
 
 the switchiueu. We may, however, j^erooive from whut liiis tniiispired, tliut the 
 counterpoise is not retjuired in the exceptioiml ciuse, or wlitn the train proceeds 
 from the point towards the lieel of tiie swit<^h: it is necessary, in fact, for the 
 switchman to lift up the counterpoise, in order to open the oblique way, at the 
 time of a train passing. 
 
 An accident which occurred on the Orleans line, proves this to be a serious 
 inconvenience : we ought nut, however, to employ a catch for the purpose of guard- 
 ing against it, since the counterpoise would then be perfectly useless. It is 
 merely necessary, in order to ameliorate this movement in the way as much as 
 possible to dispose the levers in a convenient position, so that the slightest force 
 shall be suflicient for them. 
 
 The switch rail tic (in the cut) which serves for the oblique way, is the 
 only one that produces a change in the direction of the train, and consequently 
 the only one necessary to be formed of great length; being made 4'" 50 (14 feet 
 9 inches) or upwards. The second t'</ which forms a part of the right way, is 
 generally 3™ to S™ 50 (9 feet 9 inches to 11 feet G inches.) 
 
 The switch rails are connected together — 1st. At their heels, by means of 
 a strong sleeper, the centre of rotation being always placed perpendicular to the 
 axis of the crossing — 2ndly. By an iron bar, either round or square, near the 
 point of the switch eg. It is considered requisite to provide means of length- 
 ening or shortening this bar, in order to adjust the relative position of the two 
 switch rails, as may be necessary in the laying down, or at any subsequent 
 period, although this is not indispensable to the perfect working of the rails. It 
 appears to us more important to make the connecting rod of two or three pieces 
 jointed together, by which some play is afforded to the relative movement of the 
 two switch rails. 
 
 In order to lay down a change of way with moveable switches, geometrically.
 
 200 
 
 we require to determine, first, the angle of deviation h ac, which is regulated by 
 the use for wliich the changiug-place is intended, the situation and the velocity 
 of the trains upon reaching it, the distance between the axles, &c. These regu- 
 late, at the same time, the length a c, for ^ c is a quantity nearly constant upon 
 all lines, being made as small as possible. It is determined by the width of 
 the rail, and the grooves requisite for the passage of the flanges of the wheels. 
 We shall represent this angle by ' its trigonometrical tangent b c I ac ; taking, 
 for example, bc^\05"™ (4 inches); a c, =4'" 50 (14 feet 9 inches), we have 
 for the value of their relation about 1'" 43 (4 feet 8 inches.) The following 
 numbers give the results for the diflerent switches recently constructed : — 
 
 Mr. Stephenson's switch 1/41 
 
 Switch on the Orleans Railway . . . . 1/40 
 
 „ on the Rouen ditto . . . . 1/43 
 
 „ on the St. Germains ditto . . . 1/51 
 
 This angle may be diminished in certain cases. The above figures always 
 give the inclination of one way to the other after it branches off, and do not 
 really show the deviation to be given to the line of the train, unless one of the 
 two ways continues along the line of the common trunk ; if, on the contrary, one 
 deviates to the right and the other to the left of the terminal line, it is evident 
 that the deviation would be, in reality, one-half for each ; but this very rarely 
 occurs. 
 
 The points of the switches not being square with each other, the part d' e 
 serves for the two ways, so that D' e and a b are not parallel ; and the slight 
 deviation traced by the rail a 5 in one direction, diminishes in the same degree as 
 the deviation produced in an opposite direction by a c. This extra width between 
 the two rails of the same line is limited by the distance between the wheels and 
 the play arising from the wear of the peripheries of the flanges, and it ought not 
 to exceed 50 millimetres (2 inches) in ordinary cases. 
 
 According to the figure represented by the last Cut, the line d e g is, broken ; 
 where it is run over by the carriages, the point e is protected from the shock of 
 the wheels both by the increase of distance at this point and by the switch a e, 
 which being then separated from the line a b, serves as a guard-rail to it. The 
 point a is protected by the guard-rail fixed at the opposite side, and which ought 
 always to be prolonged to a certain distance to the left of the point d. 
 
 The interior line a c is straight, the thickness of the rail determines the 
 point h, at the parting of which, and up to the point a, the rail and the switch
 
 201 
 
 are cut in the same line. Tliis line is cuMijiosed of tin- tun-rout m A, iind nf un 
 arc of a circle ii in of I") millimetres' (half an inch) <lianieter, having its centre 
 on a c. The angles of the point are aftcrwanls retliiceil, and in h and h r are 
 joined together by an arc of a circle of large radius. 
 
 The diagram bears reference to the upper portion of the switch 
 only, the champignon remains at the lower part of the switch-raih 
 and upon the side opposite the rail, the switch conseiincntly has the 
 annexed section, which gives it great stability. 
 
 Any strain is also prevented, by making the switch abut against 
 the rail, iis before stated, and from // and c against the brackets. 
 The jioint is furnished with a layer of steel for a length of 20 to 30 
 centimetres (8 to 12 inches), and of the thickness of about a centi- 
 metre, (39th of an inch.) 
 
 Finally, in order that the switch slioiild maintain the proper thickness of 
 the rail, the plane of the chair on which it rests is placed from 1 to 2 milli- 
 metres (-039 inch to -078 inch) lower than that supporting the rail, the latter 
 consequently supports the greatest part of the weight. 
 
 It is necessary that the surface on which the switch slides should be hori- 
 zontal, and the switch perfectly vertical, which is as mucli to facilitate its move- 
 ments as to prevent the necessity for varying its relative height along the rest of 
 the way, also to secure an equal distribution of the weight on all the chairs more 
 readily, and prevent flexion ; this also allows (by reason of the inclined posi- 
 tion of the rails) of 5 to 6 millimetres (0-19 inch to 0*23 inch) more iron being 
 left on the lower champignon than it could have had if the switch bad been placed 
 on a plane parallel to that of the rail. 
 
 The switches are moved by a system of levers, with counterpoises and rods. 
 The axes of the levers ought to be at least 1™ 20 (3ft. llin.) from the exterior 
 rail of the road. The standards which support tliem are bolted on a piece of 
 wood, firmly set in the ballasting, and secured to the roadway-sleepers. The 
 whole of this apparatus is enclosed in cast iron, for the purpose of preservation. 
 
 We may state, in reference to the rotation of the switches, that the system 
 of depending upon the flexion of the pieces and the play of the adjustments is 
 abandoned, and a hinge is fitted to the vertical axle, which attaches the switch 
 either to the rail or the chair, or lastly, with the guard-rail. 
 
 In the first, and also in the third instance, the foot of the chair requires to 
 be prolonged beneath the hinge, in order to support the heel of the switch. 
 
 D D
 
 202 
 
 Fig. 1. 
 
 ■"VH_ 
 
 "^ 
 
 The guard-rail operates by forcing the flange of the wheel as close as pos- 
 sible to the rail, to which it is nearest, and diverting it from the opposite one. 
 It is therefore necessary, when the right way is open, that the switch, c a, should 
 be situated at a sufiicient distance from the rail, in order not to come in contact 
 with the wheels arriving in the direction of the deviation. (See cut.) 
 
 When the materiel 
 are new and perfect, the 
 flanges of a pair of 
 wheels attached to the 
 same axle are both at 
 the same instant very 
 close to the rails, and 
 
 it is not necessary to leave any more room than sufiicient for the thickness of 
 tlie flange and the switch, except at the points a a. Afterwards, when the 
 peripheries and the rails become worn, the flanges get further from the rails, as 
 the distance between the rails remains as originally. 
 
 If, for instance, we take the sides of the figure shown in cut 2, and find 
 that after a certain period of service the thickness of the 
 flange should be reduced to 20 millimetres (0"78in.), the 
 interior plane of the wheel M M may become a distance of 
 2 X (45— 0)+ 20 = 70 millimetres (2|in.) from the rails. 
 The thickness of the point of the switch being 15°"° (half 
 an inch), the minimum of its course will be 70 + 15=85°™ 
 (3in.), which being a minimum, it is often necessary to 
 alter the eccentrics and cranked axles employed in trans- 
 mitting the movement, from neglecting this precaution, 
 which is further applicable to every kind of switch. 
 The point e is not exposed to the same danger of a shock, provided it lodges 
 properly on the notch in the guard-rail. The course of the switch g ought to be 
 such, that on slightly raising the iron point on the angle i, the wheels shall pass 
 readily over the rail d' f of the oblique way. This may further lead to an 
 increase of the course of the longer switch. 
 
 All that has been said on the plan and on the details of construction of a c, 
 is applicable to e g. 
 
 The guard-rail ought to extend 45 or 50°"" (If to 2in.) from the rail at 
 the point J, in order to protect the point a effectually. When the oblique way, 
 a c, is open, its position at e is determined by the course of the switch, the line 
 
 Fis
 
 1>()3 
 
 of which, «'</, fixes equally the direction of the gunrd-ruil in the second part of 
 its K'ugfh. I'jwn leavinj: the point «', the section should present 
 "■ ■ the following form, which is necessary in order to receive the 
 switch. 
 
 Independent of the horizontal curvature wliicli is always 
 adopted at the extremities of the guard-rail, it is necessary to curve 
 them vertically sufficient to allow of their being driven into the bal- 
 lasting, which is accomplished by raising ime portion of the height 
 of tiie rail in a heated state, and beating down the other. This 
 arrangement facilitates the passage of the ropes when a train is towed along on 
 one way by an engine proceed- 
 ing along another parallel line. ^^ '^" 
 
 It is by no means indis- 
 pensably necessary to ])lace the 
 guard-rail on a higher level 
 than the chairs of tjie rail. 
 The common mode of fastening 
 is evidently inadmissible when 
 
 a switch moves at the side of the rail; it is consequently replaced by a bolt of 
 2.5""" (Jin.), with a very long screw. Even then it is necessary, in important 
 cases, and the distance of the switch permits, to adopt a mode of fastening by which 
 the rail shall be boxed firmly upon each side, without any manner of fastening; 
 in which case it is necessary to introduce the chairs at the end of the rail, and 
 to slip them along until they reach their places. 
 
 This plan of securing the entire fastening with a bolt upon one or two chairs 
 near the heel of the switch, may be strengthened by cast iron supports placed 
 within the rail, like brackets, which Avill counteract any tendency to derange- 
 ment. These supports should rise to at least one-half of the height of the 
 switch. 
 
 The distance between the upper plane of the rail and the top of the chair 
 ought to be at least 45""" (Hin.) Whenever a less height is adopted, it will be 
 found insufficient with the fastenings now in use. 
 
 It is necessary to increase the number of the cross sleepers at the changing 
 places, as they should never exceed 90°° (3ft.) from centre to centre. 
 
 It is generally found necessary to introduce the rails sideways into the 
 chairs, and to turn them up properly afterwards, by which the rails describe a 
 fourth part of a revolution upon their axes. It would, perhaps, be found advau 
 
 I) D 2
 
 204 
 
 i 
 
 tageous to remedy this mode of fitting, by leaving a greater distance between the 
 
 cheeks of the chairs, and employing thicker wedges; the rails could then be 
 
 dropped vertically into the chairs, or the latter taken up, when they are fixed to 
 
 the sleepers by a simple vertical movement. This mode becomes imperatively 
 
 necessary whenever the rail is disposed along a curve, or in replacing a broken 
 
 one, since the men cannot manage to lay a curved rail in its place by any other 
 
 plan without losing a great deal of time, and devoting much labour to it. The 
 
 cast iron chairs and the rail are necessarily grazed against each other. 
 
 Although the distance between the switch and the fixed point depends on 
 the radius of the curve joining them, still it is necessary to make proper arrange- 
 ments respecting the joints of the rails, in order to employ ^as little cutting and 
 soldering as possible. It is therefore necessary — 
 
 1st. To calculate the distance according to the curve intended to be adopted 
 corresponding to the angle of crossing required. 
 
 2nd. To complete this distance (taking care to exceed it a trifle) by dis- 
 posing the rails in a suitable manner, and upon which the exact lengtli will de- 
 pend. The rails should present the least possible amount of soldering, also of 
 cutting, but more particularly of the former. 
 
 3rd. To join the two lines of direction by means of an arc of a circle, of 
 which it is necessary we should find the radius, or, if necessary, by a right line 
 and an arc of a circle. The radius of tliis arc should not be less than that ori- 
 ginally pointed out. 
 
 TABLE. 
 
 Radius of Curve. 
 
 
 CiLCULATEE 
 
 DISTANCES. 
 
 Distance between the 
 
 moveable point and the 
 
 fixed. 
 
 Distance between the 
 moveable point and the 
 point where the interme- 
 diate space has attained 
 1-HO. 
 
 Metres. 
 150 
 200 
 300 
 400 
 
 Yards. 
 (164) 
 
 (219) 
 
 (328) 
 (438) 
 
 Metres. 
 
 20-73 
 23-95 
 29-35 
 33-91 
 
 Yds. Ft. In. 
 
 (22 2 0) 
 (26 7) 
 (32 3) 
 (37 3) 
 
 Metres. Yds. Ft. In. 
 
 44-36 (48 1 6) 
 51-26 (56 0) 
 62-84 (68 2 2) 
 72-41 (79 7)
 
 20j 
 
 The numl)ers are foiiml on the supposition tluit the moveable point represents 
 the chord of a portion of the arc taiiL'ential to the ordinary way, while the devia- 
 tion is much more sudden than that whicli would be given by the ordinate to the 
 tangent of the connecting curve. It is necessary to take this deviation into ac- 
 count in the third operation above stated. 
 
 As the two rails forming the right line, in changing places, diverge from 
 each other as they i)roceed, therefore where the line is straight they afterwards 
 converge towards each other. If it is curved, the interior rail nnist be placed on 
 a circle of greater radius than the exterior. The bearings between about eight 
 or ten of the sleepers following the switches are too great in both cases. The 
 radius of the curve -of union is limited to a minima by the resistance which it 
 opposes to traction, and to a mcu-ima by the correlative diminution of the angle 
 of crossing, a diminution which increases the break in the continuity which takes 
 place at this point. A curve of 200 metres (219 yards) appears to be the best 
 suited for crossings at the stations, which corresponds to a fixed point whose angle 
 equals 0*12 per metre. 
 
 It is necessary to increase the radius of the curve considerably in changing 
 places, which are traversed at great speed, and to place a switch or moveable 
 guard-rail at the crossing. 
 
 The crossing should be disposed on the supposition of its l)eing traversed 
 most freijueutly from heel to point, like the switch. The extremity of the fixed 
 point at m should be 15"^ (half an inch) thick. (See cut.) 
 
 The space n o forms the 
 limit to which the rails ap- 
 proach before they turn off to 
 form guard rails, and it ought 
 to be no larger than sufficient 
 to admit of a passage for the 
 flanges of the wheels, in order • ; 
 
 to reduce the break in the continuity o m as much as possible. It is made equal 
 to 4™" (1^ inch). There are also 4'"° (I^ inch) from a n to p, and from ///' in p 
 according to the geometrical construction of the diagram. 
 
 Supposing a wheel passing in the direction of the turn, and supporting itself 
 by the internal angle formed in its periphery, (next the flange) against the 
 interior edge of the rail fe. It is necessary that the wheel should have actjuired 
 a hold on the guard-rail, upon its arriving at //<, in order to prevent slipping, 
 for should this occur, even to a trifling extent, the wheel will not rise again
 
 206 
 
 without producing a shock at p'. Tliis may evidently be effected by the method 
 just described, since mp' should barely exceed 5 centimetres (2 inches), which 
 is the distance that we have already allowed for the switches. 
 
 The fixed point is protected the same as the switches — 1st. By placing a 
 chair at the extremity. 2ndly. By furnishing the same with a layer of steel, 
 with rounded edges, 25 to 30 cents, long (10 to 12 inches.) 3rdly. By making 
 the guard-rails one to two millimetres (0'039 to 0*078 inches) higher than op, 
 op* Further, a guard-rail supported by the three sleepers, corresponding to 
 the three chairs n in. /, ought to be placed between the outer rail, a little more 
 room being given at the two extremities than is left in the middle. If the cross- 
 ing should happen to be traversed in a direction opposite to the bend, it would 
 be a good plan to prolong the guard-rail one or two metres, (3 feet 3 inches or 
 6 feet 6 inches) to the left of the chair no. The guard-rails np, op, appear 
 to be sufficiently prolonged, when they are supported by the two chairs m. They 
 are also further secured by being incorporated with the rails placed to the left 
 of the chair o. 
 
 The point a is called the mathematical point. The intersection of the lines 
 which determine it are 15 millimetres (half an inch) apart on one side m ?«', and 
 40 millimetres (1^ inches) on the other n o. The length a m + a n, would be 
 the same if m and n were at the same side of the point a. Moreover, it is easy 
 to perceive that they would form one length equal to the sum of a m + a n, by 
 starting from the summit of the angle a, and touching the points on each side, 
 which would give a distance of 40 -i- 15^55 millimetres (2-16 inches.) If, 
 therefore, the angle of the fixed point is 0*11 per metre, the distance m o will 
 be =VA' =0™ 50 (20 inches), and for a point of 0-15 mo = Vt¥=0'" 3666 
 (14 inches.) We conceive that the fixed point will be tried in proportion as 
 it becomes isolated. If the action to which it is subjected is on the contrary 
 distributed over some length of the way, the point will preserve its level and wear 
 much longer, the passage of the crossing will also be imperceptible, provided the 
 line is well constructed. It is therefore of the highest importance to secure the 
 whole of these rails and guard-rails particularly firmly, in order to obtain the 
 
 • It has been considered necessary, for reasons entirely secondary, to increase this elevation 
 to above 12 millimetres (0-47 inches) for example at the chair placed at I. But the exterior line, 
 forming the periphery of the flange, being developed on k I, consequently sustains the whole weight 
 of the carriage for a moment, and therefore becomes greatly altered, after a time, from its action 
 on the guard-rail along this portion, until the latter obtains the proper level, and the weight is 
 distributed over a suitable surface.
 
 207 
 
 proper position, and to maintain it securely. One of tiie most eflicacious means 
 of consolidating the lixed point, and more particularly of preserving it from dis- 
 placement, is to make it of groat length, since it then forms a triangle, whose base 
 maintains the vertical position of the whole. The lengths in the latest examjiles 
 that we are aware of, are three or four metres (9 feet 9 inches or 13 feet) for the 
 smallest branch, and 3™ 50 to 4'" 50 (11 feet 5 inches to 14 feet 9 inches) for the 
 largest. 
 
 The two rails forming the point were with few exceptions welded until a 
 very recent period. This having been found dillicult to accomplish with rails of 
 great length, another contrivance is at present substituted, which does not require 
 the rails to be heated. It can also be executed with much greater precision, and 
 aflfords the requisite rigidity, without presenting any difficulties. 
 
 The point is formed of one rail for a length of about 45 to 50 centimetres, 
 (1 foot, 6 inches to I foot 8 inches) from its extremity, the champignon being cut 
 away so as to expose the vertical face on which the second rail is rcijuired to be 
 applied. In order to unite these rails together properly, and in the most solid 
 manner, it is advisable to maintain them at first by means of two or three screws, 
 then to pierce other holes through the two pieces which are intended to form one, 
 and to introduce proper screw-bolts into the same, screwing them into the screw- 
 holes as tightly as possible, and removing any salient parts afterwards. It there- 
 fore follows that if it were necessary to replace a point, this connexion could not 
 be undone without removing all the chairs supporting one of the two branches, 
 which is an inconvenience. It is, however, unavoidable, as a means of ensuring 
 the requisite solidity. 
 
 The lines frequently 
 pass across each other 
 at the stations, and at the 
 branching off places, as 
 shown in the diagram. 
 There are four points of 
 crossing in this instance, 
 the rails meet at a and // 
 without interruption, and 
 form acute angles, and 
 those at c and d, the angles of which are obtuse, are exactly opposite. 
 
 Each extremity of the rails at to, 7i, o, p, in the following cut, may be 
 considered as so many fixed points of one piece, to which all that has been be- 
 fore stated is applicable.
 
 208 
 
 Various means are employed to prevent the trains getting off -the rails at 
 
 these crossings ; that adopted on the Or- 
 leans line is the most simple, and ap- 
 pears to answer the purpose at the 
 stations. It consists in applying two 
 angular guard-rails along each of the 
 two tixed points, m, n, o, p^ carrying 
 them as near as possible to the angles c 
 and d — that is to say, within 40 to 50 
 millimetres (H incli to 2 inches) of 
 them. 
 
 These points, which may be described as opposed to the direction of the trains, 
 are always subjected to the greatest wear ; therefore, when the direction of the 
 traffic is specifically determined upon each way, we are consequently made ac- 
 quainted with the points which will be most exposed, and which ought to be fixed 
 with tlie greatest security. The usual precautions consist in simply elongating the 
 guard-rail placed along the sides of the points for supporting them, and which pre- 
 cedes them in the direction of the trains ; since therefore, the two lines are to be 
 traversed in the direction of the bends, it is necessary to make the two branches 
 of the curved guard rail near the angle d of great length. 
 
 The points are protected more effectually by making them moveable, but this 
 method should always be reserved for occasions where great speed is employed, 
 as it is much more expensive. There is a good combination of these methods at 
 Colombes, upon the crossings of the return line of St. Germains with the departure 
 line of the Paris to Eouen. 
 
 The system employed on the St. Germains railway, in front of the workshops 
 of Batignolles, and at the hranching-off place leading to the Carriere de la Folie, 
 near Nanterre, is less expensive, and although, upon the whole, satisfactory, still 
 it participates slightly in the inconveniences before enumerated in reference to 
 the switches formed with moveable rails. 
 
 When the angle of crossing approaches 90°, it presents an inconvenience 
 which doe? not occur in the various cases already examined, since the breaks in 
 the continuity of the rails cannot be any longer supported by guard-rails ; the 
 wheels are consequently unsupported when they pass across them. It occurs, for 
 example, with turn-tables furnished with two lines of rails fixed at right angles, 
 apd the inconvenience is increased by the difficulty of taking up and restoring the 
 parts in the present construction of the turn-tables, as they become affected by 
 the shocks.
 
 •JO'J 
 
 A shock inevitiibly occurs evory time the wheels pass over these rails, since 
 they are some centimetres apart. Although the efl'eets are only slight at first, 
 they soon inerease, until, by degrees, as the points wear, the level of the rails 
 becomes slightly sunk at these parts. 
 
 Where crossings at right angles cannot be avoided, we recommend that the 
 breal- in of the continuity of the rails — i. e., the joint — should bo iorined as close 
 as possible, and that those portions of the rails which form it should be furnished 
 with steel. Means ought also to be provided for taking up and rcpbicing these 
 portions of the rails readily, whenever it may be required. 
 
 Agreement for the Con.itnieh'<m of Guard-rails for the WTsaitles Railway, 
 
 {If ft Ihih/,-.) 
 
 The undersigned (Reviron) master carpenter, of Versailles, engages, by these 
 presents, to execute the following works for the Versailles Railway Company, 
 (left bank), subject to the annexed conditions: 
 
 1st. Four Guard Kails, each of 13" 50 (44 feet 3 inches) length, for the 
 level crossing of the road. No. 40, at Bellevue. 
 
 2nd. Four Guard Rails, each of 9"' (29 feet 6 inches) length, &c., for 
 the level crossing of the rue des Potagers at Bellevue. 
 
 3rd. Four Guard Rails, of Q" (29 feet 6 inches) length each, fur the level 
 crossing of the rue Velizy, at Bellevue. 
 
 4th. Four Guard Rails, of 9'" (29 feet 6 inches) length each, for the 
 level crossing of the rue Melanie, at Bellevue. 
 
 5th. Four Guard Rails, of 9™ (29 feet 6 inches) length each, for the level 
 crossing of the rue du Cerf, at Bellevue 
 
 6tli. Four Guard Rails, of 9'" (29 feet G inches) length each, for the level 
 crossing of the rue Emile, at Bellevue. 
 
 7th. Four Guard Rails, of 23™ 30 (76 feet 5 inches) length each, for the 
 level crossing of the avenue de Viroflay. 
 
 8th. Four Guard Rails, of U™ 40 (47 feet 2 inches) length each, for the 
 level crossing of the rue de la Patte d'Oie, at Versailles. 
 
 9th. The continuation of the platforms on the two sides oi the ■•<tation at 
 
 Versailles, in connexion with those constructed by M. A , to the point of the 
 
 bridge in the rue de Limoges. 
 
 10th. The wooden curbs round the well-holes of the turn-tables. These 
 
 works to be executed in conformity with the designs of M. 15 . 
 
 £ £
 
 210 
 
 The timber for the Guard Rails, supports for the Platforms and Curbs to be 
 of oak. The flooring of the platform to be of fir. 
 
 The timber to be of the best quality, sound, without splits, shakes, bad knots, 
 rottenness or defects, and also free from sap. 
 
 The price is hereby agreed to be 100 francs per cubic metre for the rails 
 at Bellevue; 95 francs for the rails at Viroflay, and for the platforms of 
 Patte d'Oie; and lastly, 130 francs for the curbs. The timber to be measured 
 when the work is finished, and fixed in its place without any extra quantities being 
 allowed. 
 
 In consideration of the above prices, the undersigned engages to deliver the 
 timber at the works, and to add the iron-work required in fixing the same, and to 
 indemnify the Company of all charges for the works above stated. 
 
 In the event of the Company supplying the timber, it shall be allowed for at 
 the rate of 75 francs. 
 
 The undersigned engages to deliver and fix in their place the guard-rails for 
 Bellevue by the 31st of this month. Those for the avenue of Viroflay and the 
 Patte d'Oie by the 5th of August, and the platforms by the 10th of August next. 
 It is understood that all the several works shall be entirely completed by the time 
 above specified. In case of non-completion of all or any of the works by such 
 period, the undersigned will submit to a deduction of 2 francs for each day's 
 delay, to be deducted from the amount of the contract. 
 
 The works to be paid for within a fortnight after their completion. 
 
 Versailles, 1840.
 
 Details of the Coat of a Gatt; 9 indrtK {29 feet 6 incheti) iri,/,, 
 and formed with four Openings. 
 
 Caki'entek, &c. 
 
 fra. cts. 
 4 oak posts of 3"" 40 lonjr, at 25 francs 100 
 
 8 transverse pieces of oak, 1"' GO long^ 
 
 4 upriu'lits of oak, 2'" 18 long v2G"' 50 at 14 frs. 106 
 
 4 uprights of oak, l™ 25 long ) 
 
 52 cross pieces of oak, 4" 50 long, 54™ at 2 francs . . 108 
 
 4 inner cross pieces of 4" 50 long ) ^^ 
 
 ., .,,„,, ° [- 28™ at 70 cents . 1!» GO 
 
 h uprights in oak, 1™ 25 long 3 
 
 IGG bars of oak, 1"' 12 Kmg, 197™ 12 at 50 cents. . . 98 80 
 
 4 forked pivots and their sockets, weighing together 85 
 
 kilogrammes, at 1 franc 20 cents 102 
 
 16 Iwlts with strong screws, 0™ 16 at 90 cents. ... 14 40 
 
 Stopping and plumbers' work for sockets 8 
 
 4 hoops for the top 6 
 
 4 collars with tapjted heads and screws, and 4 covering 
 
 plates, including screws 25 
 
 4 supports of rod iron to support the screw work at each 
 
 end 50 
 
 4 squares, strengthened with discharging pieces in 28 
 
 places, secured by 20 screws and 8 screw bolts . 25 
 8 twisted catches, furnished with screws to keep the 
 
 gates open, fixed by 40 screws and 4 covering 
 
 plates 30 
 
 4 hasps to hinge the gates at the bottom 40 
 
 4 straps for the top 10 
 
 4 bolts with screws for the rails 4 
 
 4 bolts of 0'" 25 to hinge the open bars 6 
 
 4 padlocks at the sides 10 
 
 8 bolts for the arch supporters 20 
 
 £ s. d. 
 
 Total 782 80:^(31 5 0) 
 
 E E 2
 
 212 
 
 Estimate of the Fencing to be made for the Company of the Paris and Versailles 
 Eailway [left bank.) By Leveque, fence maker, in Rue Rousselet, at Paris, 
 namely — 
 
 frs. cts. 
 
 Fencing of chesnut wood, the uprights set at distances of 2 1 lines apart, 
 (I3 inches), supported by five rails, the whole three feet six inches high 
 (3 feet 10 inches Eng.), and pointed at the top, and secured by posts 
 and strong stays also of cliesnut, five feet high, pointed, inserted in 
 the ground of four feet distance, at pertoise (6 ft. 61 in. Eng.) . . 2 90 
 
 The same fencing, but four feet high, supported by six rails instead of 
 five, strengthened by posts as supports, at five feet six inches distance, 
 as the former at per toise 3 15 
 
 Similar fencing to the preceding, but supported by posts of chesnut wood, 
 much stronger; that is to say, from eight to nine inches in circum- 
 ference, whether round or split at per toise 3 50 
 
 N.B. These posts may last ten or twelve year, and the preceding six or seven. 
 
 Trellis fencing, a lozenge-pattern, of three inches, pointed at the top, sup- 
 ported by posts of chesnut-wood, from eight to nine inches in circum- 
 ference, whether round or cleft; tliere is to be a course of rails upon 
 these posts, of Baltic fir, fifteen lines thick, and two inches 9 lines 
 wide, strongly nailed to the posts witli large pins, and the trellis- 
 work nailed upon the rails and posts at per toise 4 50 
 
 Minutes of Specification Plantations, Sowings, and Fencing. 
 
 The description of plants constituting the supply of fruit or forest trees to be 
 determined by the engineer. The trees to be raised from seed or slips, but never 
 from new wood thrown up from old trunks. To be young and well grown. To 
 be from 10 to 15 centimetres (4 to 6 inches) in circumference, measured above 
 the branches. The holes intended to receive them to be 70 centimetres in every 
 direction in earthworks, and to be increased to a metre in new earth. They 
 shall be moved twice, at least, before planting, and the bottom picked up with 
 a mattock. 
 
 The planting to be made between the 1st of November of one year and the 
 15th of March in the next. The bottom of the holes to be first filled with vege- 
 table mould, well broken up, to the level where the roots of the young trees will
 
 213 
 
 reach when planted, the proper distances ami the prescribed lines being observed. 
 The contractor to devote the necessary care of the sowings and plantations of all 
 kinds np to the period fixed for the surrender of the same. It is hereby properly 
 understood that those portions of turf sowings and plantations wiiich are not in 
 proper condition, shall be deducted from the general account. 
 
 Estimate. 
 
 Each young forest tree, elm, plantain, ash, poplar of all kinds, &c., com- 
 prising the digging of the holes, to be 75 cents, in every direction. The filling 
 in with good vegetable mould planting, and taking care of them during the ap- 
 pointed time, to be estimated at 1 franc. (lUt/.) 
 
 Each young fruit tree — apple, pear, plum, cherry, &c — comprising the 
 same as before, to be estimated at I fr. 50 c. (In. 3</. ) 
 
 The sowings of the slopes in grass, trefoil, lucerne, &c., comprising the pre- 
 paration of the slopes and covering them with a layer of vegetable mould if there 
 is occasion, every operation extra charge and allowances to be estimated at 
 5 cents. 3 dix. the superficial metre (lOi square feet). 
 
 Fencing. 
 
 A post and trellis fence, like those uniformly used on the lines in the neigh- 
 bourhood of Paris, to be put up on both sides the line, composed of oak posts, of 
 0" 08 (3 inches) diameter at the smaller end; each piece to be cut or split, to 
 form two posts, which are to be placed at 1"' 50 (4 feet 11 inches) from each 
 other, and driven 0™ 40 (1 foot 4 inches) into the ground. 
 
 The trellis-work to be fixed to the posts by nails of 0'" 042 (H inch) long, 
 and of a convenient shape. 
 
 The trellis to be of oak or other hard wood, approved by the engineer and 
 fixed in the following manner: six horizontal lines of trellis of 2 to 3 centimetres 
 wide, and ir to 1 inch by j thick on an average, are to be placed at distances 
 of 0™ 215 (8 inches) from each other, as shown on the plan, and the remaining 
 trellises to be of similar section and placed vertically at distances of 0'" 07 
 (2 inches 75) from each other, from centre to centre. They must be firmly fixed 
 to the former, at each intersection, by fastenings of No. 6, iron wire. When the 
 transverse section of the earth forms an inclined line, the ditch will be only re- 
 quired on the upper side of the cutting or embankment. They are to be enlarged 
 according to circumstances, and may be dispensed with in certain localities on tlu 
 ower side.
 
 214 
 
 Quick Hedges. 
 
 The quick hedges planted on the sides of the railway to be composed of white 
 thorn, (mespiUus oxiacantha.) Elm may be substituted in gravelly soils which do 
 not suit the above, also the Sainte Lucie or other trees which are known to agree 
 with the soil, and suitable for the pui'pose of making a good hedge; but this must 
 not be done without the engineer's authority, given in writing to the contractor. 
 
 The plants to be 2 or 3 years old, and raised from seed. To be placed in one 
 row, 10 plants for every metre, (3 feet, 3 inches) in the straight parts and in a 
 perfect line, with the utmost regularity along the curves. 
 
 Where the railway has no guard ditch, the hedges to be planted at 50 cen- 
 timetres from the boundary of the land belonging to the company, but where there 
 are guard ditches, they are to be planted at the edges of the ditches on the sides 
 next the line. The contractor must follow the lines drawn out by the agents ap- 
 pointed by the directors. 
 
 The hedges ought to be perfectly direct on the straight portions, and they 
 ought to be laid out without any gaps or inequalities along the curves. 
 
 The hedges should all be planted by the 1st of March, 1846, or the June 
 following at the latest, to be accepted temporarily, but the contractor will be 
 responsible for two years, and be required to manage them during this time. He 
 must hoe up the earth at least twice, and dig it once each year, and replace the 
 plants which have not taken root; in short, take all necessary care to deliver up 
 the hedge in good condition at the expiration of the appointed time. 
 
 Where the soil is strong, the contractor is to report to the engineer, in order 
 that this bad earth may be replaced with good. The hedges to be paid for by the 
 metre, the price to comprise all supplies and work necessary for making the hedges 
 and for their cultivation during the period of the guarantee. 
 
 The contractor will receive a certificate for every 10,000 metres (10,936 
 yards) of hedge planted; one-fifth of this amount will be retained, which will 
 be reduced to one-tenth after all the plantations are finished. The drawback to 
 be paid to the contractor after the expiration of the term of guarantee, and when 
 the plantations are finally surrendered. 
 
 The contractor is, moreover, to be subjected to the clauses and general con- 
 ditions contained in the circular of the Director-General of Bridges and Highways, 
 dated 25th August, 1833, in all that is not contrary to the especial clauses of 
 this specification.
 
 DESCKIPTIOX OF THE PLATES. 
 
 Plati: 1. 
 
 Detail'i of Earthwork. 
 
 Tlie plate represents sections of Cuttings and Embankments under numerous 
 circumstances. 
 
 See pages 22 and 23 for a description of the embankment on the Versailles 
 Railway (left bank), shown in tlie plate; and pages 15 and 16 for that of the 
 cutting, Fig. 2, which is through very soft wet earth. 
 
 The covered drain in the Section showing a cutting on a Belgian line 
 through wet land ; and situated between the two ways, consists of cut stones, but 
 is only made through those portions which are very wet. It communicates with 
 the side ditches by other small conduits, or cross-drains, which are generally 
 placed about 10 metres (32 feet 9 inches) apart. 
 
 The distance between two contiguous aqueducts is often no more than five 
 metres (IG feet 5 inches), where the earth is very wet. Outlets are made upon 
 some parts of the line, furnished with a kind of small drain, by wiiicli the water 
 is carried off into the side ditches. 
 
 This flow of water is protected by small walls of cut stone, or by n fascine 
 sunk beneath it. Old sleepers are also sometimes employed. 
 
 The portion of railway on the St. Stevens and Lyons, supported upon piles, 
 and represented in the plate, is situated along the line of the swamp Caroline 
 du Sud.
 
 216 
 Plate 2. 
 
 Specimens of Rails from different Railways. 
 
 The following may be taken as a close approximation of the weight of the Rails 
 and Chairs, in use on the principal Railways, and represented in the Plate. 
 
 The rail from St. Stevens I 
 to Lyons is . . . . j 
 
 Moiitpelier to Cette . . . 
 
 Paris and St. Germains . 
 
 Paris and Versailles (left| 
 bank I J 
 
 Alais and Beaucaire . . . 
 
 Paris and Orleans . . . . 
 
 Strasbourg and Basle . . . 
 
 Paris and Rouen . . . . 
 
 Grand Junction 
 
 The rails of the Liver- 
 pool and Manchester vary 
 from 
 
 London and Birmingham — 
 The smaller rail . 
 The larger . . 
 
 London and Brighton 
 
 North Eastern . 
 
 Chester and Birkenhead 
 
 Birminghani8c Derby Junction 
 
 Weight. 
 
 Per Metre. Per Yard 
 
 lbs. 
 (60i) 
 
 (-IQi 
 (60l 
 
 (60X 
 
 (62 
 
 (601 
 
 (50 
 
 (72 
 
 31 (62 
 
 ■29-70 (60 
 
 to 
 
 (74 
 
 metres. 
 
 30 
 
 20 
 30 
 
 30 
 
 31 
 30 
 25 
 
 36 
 
 to 
 
 (37 
 
 31 
 37 
 36 
 
 28 
 
 y7-72 
 
 (62 
 
 (74 
 
 (72 
 
 (56^ 
 
 (56 
 
 
 
 
 Weight of 
 
 Beaiiinos. 
 
 
 
 
 
 
 
 
 OnDINAIlY UHAIR 
 
 French. 
 
 En 
 
 ;lisU. 
 
 French. 
 
 English. 
 
 metres. 
 
 ft. 
 
 in. 
 
 kiloR. 
 
 lbs. 
 
 f -90 = 
 \ -80 at the joint 
 
 (2 
 
 11) 
 
 7 = 
 
 (15 ) 
 
 (2 
 
 7) 
 
 
 
 0-90 
 
 (2 
 
 11) 
 
 7 
 
 (15 ) 
 
 1-12 
 
 (3 
 
 8) 
 
 9-85 
 
 (2U) 
 
 1-12 
 
 (3 
 
 8) 
 
 9-60 
 
 (21 ) 
 
 M2 
 
 (3 
 
 8) 
 
 10- 
 9-20 
 
 (22 ) 
 (20 ) 
 
 0-90 
 
 (2 
 
 11) 
 
 8-50 
 
 (18i) 
 
 f 1-28 
 
 1 1-12 at the joint 
 
 (4 
 
 2) 
 
 
 
 (3 
 
 8) 
 
 9-50 
 
 (20|) 
 
 1-12 
 
 (3 
 
 8) 
 
 9-50 
 
 (20J) 
 
 •90 
 
 (2 
 
 11) 
 
 
 
 to 
 
 
 to 
 
 10- 
 
 (22 ) 
 
 M2 
 
 (3 
 
 8) 
 
 
 
 1-12 
 
 (3 
 
 8) 
 
 9-50 
 
 (201) 
 
 1-20 
 
 (3 
 
 11) 
 
 11-70 
 
 (25i) 
 
 1-10 
 
 (3 
 
 7) 
 
 10- 
 
 (22 ) 
 
 •90 
 
 (2 
 
 11) 
 
 8 
 
 (17J) 
 
 0-90 
 
 (2 
 
 11) 
 
 9-45 
 
 (201) 
 
 The joint chairs are 2^ to 4 kilogs. (5J to 91bs.) more in weight than the 
 ordinary ones. 
 
 The bearings vary upon the Orleans Railway, also upon the lines of St. 
 Stevens and of Rouen. 
 
 m. ft. in. 
 
 In cuttings where the soil is good, the distance between the 
 
 joint sleepers and those next them, is 1- (33) 
 
 And between the others 0'25 (4 1) 
 
 Upon embankments, and in cuttings where the soil is 
 
 doubtful, it is 0-75 (2 5) 
 
 And between the others 1- (3 3) 
 
 (The rails upon the Orleans Railway are usually rounded on the top.)
 
 217 
 
 Plate 3. 
 
 Specimnis of Rails from different Railways. 
 
 The rails of the shape of the two first patterns (in the plate), and employed 
 in the United States, arc sometimes fixed by a sort of key bolt, the heads of wliieh 
 are of the same section as the hollow part of the rail, and the latter is fixed by 
 sliding it along upon the heads of the bolts, which arc then passed through holes 
 left in the timbers, and properly secured. The larger rail, above referred to, has 
 been found sufliciently strong to be employed without longitudinal bearings, but 
 the engines run upon them were not heavy. 
 
 The double L (JL) rail or that laid down on the Birmingham and Gloucester, 
 the United States, and the Hull and Selby, is sometimes fixed to the sleepers by 
 means of spikes, which do not pass through the bottom part of the rail, but are 
 taken through holes in a cast iron sole plate, which is made use of, and the head 
 of the spikes projects on the foot of the rail, and hold it down. See the rail used in 
 the United States, in the plate, also the rail tried on the St. Germains Railway, 
 Plate 5. 
 
 The Magdeburg rail weighs 21 kilogs. per metre (421bs. per yard), and the 
 Amsterdam to Haarlem, 30 kilogs. per metre (GOlbs. per yard). 
 
 The rail employed on the line from Manheim to Heidelberg is fixed by jagged 
 spikes to longitudinal bearings. 
 
 The rails of the Hull and Selby weigh 27 kilog. per metre (53 lbs. per yard). 
 
 The original rail of the Great Western (the small pattern) weighed 19 kilog. 
 (38 lbs. per yard,) but it was found much too light; the large rails shown in the 
 plate are those at present in use, which weigh 31 kilog. per metre (62 lbs. per yard.) 
 
 Pl.vte 4. 
 
 Specimens of Rails from various Foreign Railways. 
 
 kilogs. per metre lbs. per yard. 
 The rails on the Berlin and Potsdam weigh . 25 (51) 
 
 Cologne to Aix-la-Chapelle 27 (54) 
 
 Berlin to Dresden 28 (57) 
 
 Frankfort to May ence 30 (61) 
 
 Leipsic to Dresden 26 (521) 
 
 The mode of securing the rails to the longitudinal bearings on the Heidelberg 
 
 to Carlsruhe, and the Haarlem to Leyden railways, is shown in the plate. The 
 
 F F
 
 218 
 
 small seini-cylindrical dowels used in connecting the rails at the joints of the 
 former railway, are formed of wood set in cast iron chairs. 
 
 Plate 5. 
 
 Specimens of Railway Chairs. 
 
 The following gives the weight of some of the chairs represented in the 
 plate. 
 
 kilog. lbs. 
 
 Paris and Versailles (left bank) 9.60 (21) 
 
 Ditto, joint chair 13.10 (29) 
 
 Paris and St. Germains and Versailles (right bank) . 9.60 (21) 
 
 Ditto, joint chair 12. (25) 
 
 New chairs Paris and Orleans ........ 9.20 (20) 
 
 The chair in use on the London and Birmingham, carries rails, 32 kilogs..per 
 metre, (64 lbs. per yard.) 
 
 Plate 6. 
 
 Details of the Manufacture of Railway Bars. 
 
 Figs. 1 and 3 are sections of bundles for making rails. The parts tinted 
 dark consist of No. 2 iron, and the remaining portions are No. 1 iron. 
 
 Fig. 5 represents packets weighing 165 kilogs. (364 lbs.), which are used at 
 the Decazeville Iron Works, when the No. 1 iron is of inferior quality. 
 
 Fig. 2 is a section of a bundle for the manufacture of covering pieces ; and 
 Fig. 4 shows another arrangement for the same ; Fig. 6 is the bundle used at the 
 Creusot Foundry, for bundles of the largest size, or fig. 9. 
 
 Fig. 7 represents pieces of No. 1 iron, to fit into the bundles fig 4, for 
 coverings. 
 
 Fig. 8. The pieces of No. 2 iron, to fit into the bundles fig. 5. 
 
 Fig. 9. A section of a rail of the largest size, made of packets fig. 6. 
 
 The finishing cylinders used at the Terrenoire Works were employed for 
 making the rails of the line from Andrezieux to Roanne, (after M. Walter's 
 plan.) 
 
 The horizontal screw lever (see Plate) is employed at the Creusot Works for 
 redressing the rails. 
 
 The rail R R, is placed upon friction rollers, supported by carriages upon a 
 cast-iron bottom plate, S, and it is maintained firmly in its horizontal position
 
 '2\0 
 
 by pillows T T, the jHisitiou nf which can lie altorcil iiccor(liii<; tn tho nature of 
 the curve aflecting the rail. The most proiniiient part recpiircd to be titraightened 
 ought to face the screw V. 
 
 P is a piece of iron phux'il between the screw and the rail. 
 
 V V. The great screw wliich passes through the brass screw-box, E, bears 
 a large cog-wheel, G : a pinion, N, is fixed upon the shaft which carries the 
 wheel, L, and a winch, M. Two men are employed to work the machine, one 
 acting upon the arm, ///, and the other upon the winch, M. 
 
 This apparatus has been adopted in England, and works very well. 
 
 1'latk 7. 
 
 Details of the Manufacture of Jiaihray Bars. 
 
 The Double Saw represented in the plate is a machine employed in England 
 for cutting both ends of the rails at the same time. 
 
 It is made moveable in order that the length of the rail may be varied, if 
 required. 
 
 It is composed of an open table, A A, one of the upper edges of which is cut 
 with a bevel, to enable the stages supporting the saws to slide along as may be 
 required. 
 
 The rails are supported on two small platforms, B B, which are subjected to 
 a movement perpendicular to that taken by the carriages of the saws, which is 
 accomplished by means of racks C ; the rails may consequently be placed either 
 close or distant, as desired. 
 
 The racks are maintained firmly by rollers D, D, i)laced above small pinions 
 E, E, which can be moved by the hand, by the aid of the wheel H. 
 
 The saws receive a rapid rotary movement by means of bands passed round 
 the band-rolls F, F, which are put in motion by the steam-engine. They make 
 about 1000 revolutions per minute, and the rail is cut in 12 or 15 seconds. 
 
 We observe from this mode of arrangement — 
 
 1st. That the distance of the saws can be regulated as required. 
 
 2ndly. That they are rendered perfectly parallel. 
 
 3rdly. That the parallelism of their axes, with that of the rail, is insured by 
 the strength of the pieces which carry the saws and the rail. 
 
 These are the chief conditions required to be complied with in machines for 
 
 cutting rails. 
 
 IF 2
 
 220 
 
 The saw is covered during the works by a cowl or plate-iron cap, which 
 protects the workmen from the incandescent dust discharged at the time. 
 
 The single saw cuts one end only of a rail at a time. 
 
 The rail R, II, is supported by two brackets, a a, cranked upon an horizontal 
 shaft, b. The latter is strongly supported on three carriages — c, c, c, which are 
 bolted upon the foundation plate, A ; piece e is also cranked upon the shaft b, and 
 intersected by a screw, /, by the aid of which tlie former is carried backwards or 
 forwards, and the rail applied or withdrawn from the teeth of the saw. 
 
 This saw is employed at the works of Terrenoire, in France, where it passes 
 through a vessel filled with water, and performs with the requisite accuracy. 
 
 Plate 8. 
 
 Details of Railway Tools. 
 
 This plate represents the principal tools in use in the formation of railways 
 in England. 
 
 Plate 9. 
 
 Details of Tools for Laying the Rails. 
 
 These describe the tools employed on the Versailles Railway, (left bank.) 
 The Anvil is employed for redressing the rails, and the chisel for setting the 
 joints at the proper distance apart. The chair wedges are adjusted by the iron 
 chaser. The levelling lever is made of a suitable form at one end, to embrace 
 the rail, and the rail lever is used for raising them. 
 
 Plate 10. 
 
 Strasbourg and Basle Railway. 
 
 This plate shows the tools used on this line of railway. 
 
 Plate 11. 
 
 Details of Mr. Stephenson^ s Switch Rail. 
 
 This switch consists of a moveable rail R", fixed in a chaii" H Q, by a bolt, 
 which allows it to turn laterally. (See chair at A H Q enlarged.) 
 
 The rail R" is connected by a rod E to a lever P, by a moveable axle (to
 
 221 
 
 wliioli a wei};Iit \ is attached), u liaiuUu also being connected to the lever. (See 
 detiiils of lever. ) 
 
 The action of the weijiht N keeps the moveable mil pre.ssed constantly tight 
 against the rail S S', and eflects a passsige alonj: the line K K'. 
 
 If a train advanced alonjr the rails S S', the switch rail K' would bo thrust 
 away from the rail S' by the Manges df the wlu-els, but would resume its original 
 position immediately after the pas-sage of the carriages. A train coming in the 
 opposite direction would pass into the oblique line, provided the switch li' re- 
 mained pressing against the rail S', or it would proceed straight forward on S', if 
 the jKtint was turned by the lever on the rail U" moved from S', but the train 
 cannot get off the line in either case, as with the original switches employed on 
 the St. Germains railway. (See the Te.xt.) 
 
 The switch chair A 11 li is composed of two distinct parts cast together, that 
 is to say, the chair A, with the cast-iron plate Q. The latter is pierced in the 
 middle by a circular hole to receive the bolt li. The chair II is fixed to the bolt 
 by means of a pin c, and turns rouml the former. 
 
 The switch rail K' is maintaiued in the chair by means of the bolt d. 
 
 Plate 12. 
 
 DetaiLs- of a Switch Rail adapted for three Lines of Bailway. 
 
 Upon the points being placed as shown upon the plan, and a train advancing 
 by the line N, \\ it consequently passes into the middle line, M, .M'. This may be 
 called the normal or regular position of the switches, and whicli the counterpoise 
 P, and I*', enables them constantly to maintain, excepting when acted upon by 
 the lever, the position of which is vertical. If the switchman lowers the lever, 
 the bar, which is furnished with a counterpoise V at the extremity, is raised. 
 The rotls t" and t'", as will be readily perceived by reference to the section, are 
 drawn in the direction of A and A', and the switches A ami A' are pressed 
 against the points B and the counter rail R on one side, and against the point B' 
 on the other, by which the train is enabled to proceed along the line N N'. 
 
 If, instead of lowering the lever, it is drawn in the opposite direction, the 
 cam r operates by raising the bar with the counterpoise P at the end of it, and 
 the rods t and t' are pushed in the direction B' .\. The point B' is forced against 
 the point A' and the guard rail K' li'. The point B against the point .\ and 
 the third way V V is then open for the train.
 
 222 
 
 The iron box at A, L, B, contains the rods by which the points are shifted. 
 It is represented open in one of the figures to explain the interior. 
 The section at C D shows the counterpoise P. 
 
 Plate 13. 
 
 Details of Switch, London and Birmingham, Railway, and Details of 
 Switch Box, Orleans Raihcay. 
 
 This change of way very much resembles that of the St. Germains repre- 
 sented by Plan No. 2, Plate 20, and, like it, presents the inconvenience of 
 exposing a train to fall upon the ballasting, if by inattention or malice the crank 
 should be improperly placed. 
 
 It is composed of two double switch-rails, D, D', and D, D', bound immovably 
 together by tie rods E' and E'. The two rails forming each double rail are 
 united by bolts (', e, and fixed in moveable chairs, H, H', by bolts, h J>. The 
 rails R", R", may be placed at one time opposite the rails D, D, and, at another, 
 to the rails D', D', by means of an eccentric, M, and consequently open a commu- 
 nication between the way either with that of R" R", or that of S, S. The way 
 formed by the rails R, R, and by that of R" R" is shown continuous in the plan. 
 
 It will be seen that the chair H, differs but little from that described in 
 Plate 11, (A, H, Q,) and rests like it upon a shoe Q, cast together with the chair 
 A. A bolt passes through the latter which permits the rails J) and D' to describe 
 an arc of a circle, whenever the switch rails change their position. 
 
 Plate 14, 
 
 Details of changing place for three Lines of Bails employed in Belgium, and Details 
 of Switch Plate employed for tico Lines. 
 
 This switch, with three throws, differs from that originally employed on the 
 St. Germains Railway in this respect only. The switch rails D, D, can place 
 the line R, R, in communication successively with three lines. It may be the cause 
 of serious accidents, like the preceding, if the rails D, D, do not follow the same 
 direction along the line as the general run of the trains or engines. 
 
 A different mode of working the switches is shown upon the plate by 
 " Another Plan, &c.," with an eccentric instead of a crank. 
 
 The switch represented in the Plate is furnished with moveable guard rails, 
 and is employed in Belgium for a double line.
 
 223 
 
 The guard rails are formed of wrought in<n, but tin- foundutioti upon which 
 they slide consists of cast iron, and the portions of rails connected with the same 
 are cast upon it. They rise uIkivc the surface upon which the ^iiard rails slide. 
 
 Pi.Aii; 1"). 
 DeUtih of ,Switc/4 for champing the Line. — Basle Railtray. 
 
 The system adopted on the Basle Railway is nearly the same as that on the 
 Versailles (left bank), represented in Plate IG. It is only in the arrangement of 
 the eccentric, of the wood work upon which the rails are lixed, ami in the form 
 of the chair, that it differs. 
 
 The usual oak sleepers without longitudinal pieces replace the foundation 
 we have described for the switches upon the line of the left bank, which ren- 
 dered the establishment of the changing place very expensive. The chairs 
 11 K 1, placed symmetrically on each side, the details of which are given, permit 
 the guard-rails D I) to slide along easily, without the assistance of longitudinal 
 pieces in the same plane as the rails. 
 
 The eccentric is enclosed in the switch-box, and cannot be touched without 
 opening the door P, which is locked, the key is shown with the lock, &c. 
 
 The plans are taken at the levels of the eccentric and of the door P. The 
 centre and guard-rails, in the crossing point, are fixed with screws. 
 
 kilogs. lbs. 
 
 The chair at II, upon which the guard-rails turn, weighs 20*20 (45) 
 
 Do. at K. „ „ 13.70 (30) 
 
 Do. at 1, „ „ 15-20 (34) 
 
 Do. at L, „ „ 13-70 (30) 
 
 Do. at 0, „ „ 17-80 (39) 
 
 Do. at M, „ „ 15-80 (35) 
 
 Plati: 1G. 
 Details of Changing Place. — Paris and Ver.<<ailles Railway (left bank). 
 
 This changing place is furnished with check rails; and arranged in such a 
 manner that, notwithstanding whatever position the switch may be in, the trains 
 will not leave the line. 
 
 It is composed of two pair of rails, R R', S S', each being set at a uniform
 
 224 
 
 distance of 4" 50 apart, or (4 feet 11 inches from centre to centre,) and fixed in 
 chairs of a particular form, M N P, (See Plate 18.) 
 
 The two guard-rails, D and D', are bound immoveably together by means of 
 an iron rod E, and turn in the chairs H round the bolts h h. They receive an 
 alternating movement horizontally, by means of a cranked axle enclosed in a box, 
 which communicates with them by a rod F. They are pressed at one time 
 against the rail S, and at another against the rail K, accordingly as the train is 
 required to be directed upon the rails E R', or upon the rails S S. 
 
 The switch-box is found hollow in the form of a half column, and incloses a 
 qirank placed upright upon its axle, and which is connected with the rod F. This 
 axle turns in a socket y, at its lower extremity, and in a brass chair at its upper 
 part, maintained by an iron plate ;• and two bolts. An arm ?/,, is fixed upon the 
 handle m, and pierced by a square hole at its extremity to receive the pin a, 
 which passes through it into the upper plate p. The guard-rails D and D' are 
 thus maintained in one of the two positions which they are required to take, as 
 may be necessary. 
 
 In the details of the eccentric employed on the Liverpool and Manchester 
 Railway, represented in the Plate, we may state that the use of the square collar 
 has been abandoned, and the elliptical one substituted. 
 
 Plate 17. 
 
 General Plan of Change of Way for two Lines, Paris and St. Germains Rail- 
 way, and Plan of Crossing-place for two Lines, Versailles Railway, {left ba^ik.) 
 
 The general plan of the change of line is arranged for switches formed witli 
 moveable rails. 
 
 The crossing-place is composed of a frame formed of two wooden longitudinal 
 
 pieces b h, fixed solidly together to four transverse sleepers, a, a, a, a, by the aid 
 
 of bolts. These sleepers carry the chairs A, B, C, D, E, F, which are called 
 
 switch-chairs, and secure each pair of rails R, R', R", R'", parallel together, so 
 
 that the guard-rails are enabled to direct the train. 
 
 Kilog. lbs. 
 
 The chair at E, E, E, &c., weighs . . 17-20 (38) 
 
 Ditto at C 30-60 (67)
 
 225 
 
 Platk 18. 
 Crossing-place for two Lines, Versailles Railicay {left bank). — Details of Chairs. 
 
 
 Kilog. 
 
 lbs. 
 
 The chiiir at A weighs 
 
 . 19- 
 
 (+2) 
 
 Ditto at B „ . 
 
 . 2310 
 
 (51) 
 
 Ditto at D „ . 
 
 . 13-6 
 
 (29) 
 
 . Ditto at II „ . 
 
 . 15-10 
 
 (33) 
 
 Ditto at N „ . 
 
 . lG-50 
 
 (36) 
 
 Ditto at r „ . 
 
 . 21-80 
 
 (48) 
 
 Plate 19. 
 
 St. Germains and Versailles Bailicays {right bank) — Change of Way at the 
 
 Asnieres Junction. 
 
 The switch and crossing rails eni]>loycd by M. Chvycron, at this junction, are 
 constructed in such a manner tliat one cannot be altered without the other being 
 at the same time shifted. This plan has the effect of preventing any irregularity 
 of the crossing-rails, which is so general with those of the usual construction. 
 
 The contrivance consists of a longitudinal beam E F laid by the side of the 
 line and supported on small standards, which receive a shaft upon which there 
 are four eccentrics, C C €" C '. The required motion is communicated to the 
 switch and crossing-rails by means of two wheels, 1) D'. 
 
 In the details of the shaft, &c., represented in the Plate, P is one of the 
 standards supporting the shaft, Q an eccentric, R a collar embracing the eccen- 
 tric, and one of the stops which arrest the wheels D and 1)'. Tlie coupling 
 boxes, shown in the details of the switch rods, serve to regulate the length 
 of the rod between the two switches. 
 
 Plate 20. 
 
 Details of Switches employed on the St. Germains Railway. 
 
 Plan. (No 1.) 
 
 This represents another check-rail siciich, and only differs from that on the 
 Versailles Railway (left bank) shown in Plate 16, by the length of the guard-rails 
 
 G
 
 226 
 
 and the arrangement of the frame and crank rods, which may be lengthened or 
 shortened by means of screw-boxes, F, as necessary. 
 
 Plan. (No. 2.) 
 This switch consists of moveable rails, and was formerly in use upon the 
 St. Germains Railway, but has been subsequently abandoned on account of being 
 considered dangerous. The trains were liable to get off the line, if the switches, 
 either by wilfulness or inattention, were placed wrong. (See Text.) 
 
 Plate 21. 
 
 St. Germains Railway. — Details of Chairs for Sivitches and Crossing-rails. 
 
 The relative situations of these chairs will be found by studying Plates 16, 
 
 17, 18. 
 
 kilogs. lbs. 
 
 WeightofchairH (See Plate 20) 20-71 (451) 
 
 Do. „ 2 20-50 (45 ) 
 
 Do. „ 3 21 (46 ) 
 
 Do. ,,4 13-30 (29 ) 
 
 Do. ,,5 14-59 (32 ) 
 
 Do. „ 6 13-90 (31 ) 
 
 Plate 22. 
 
 Paris and Orleans Railway. — Details of the new Switches and 
 
 Crossing-points. 
 
 The action of this switch is similar to that of Mr. Stephenson's, represented 
 in Plate 11, with this difference: the fixed switch point is replaced by another 
 moveable switch rail. 
 
 The section on C D shows the wedging blocks placed between the switches, 
 and the rails to secure the switches from lateral pressure. 
 
 Plate 23. 
 
 Paris and Orleans Railway. — Details of the new Switches and 
 
 Crossing-points. 
 
 The old pattern chair used at R and Q, Plate 22, and represented in this 
 Plate, after having been employed some time, was found defective, from the bolt
 
 227 
 
 n, shown in section at tn ti, making too much piny, by which u ilungcrous 
 
 movement occurred throughout the entire switch. A new pattern clinir has been, 
 consequently, suhstitutod. in which the horizontal motion is very trifling, and the 
 switch is maintained l)etter vertically. 
 
 The old pattern chair is formed of two distinct parts; the larger one, a b c d 
 (See Plan), is fixed and let into the woodwork at 7. (See the other Figures.) 
 
 The smaller chair, «•/, rests upon the plate of the former, and is joined to it 
 hy the holt A, which, however, jiermits of its turning when the switch is moved. 
 
 The Ixiit /( (see the section at /// h), represents the pivot of the switch rail, 
 
 and, after passing through the two pieces forming the chair and the timber 
 beneath thenj, it is keyed. 
 
 The weight of this chair is as follows : — 
 
 hec'tofir. lbs. 
 
 The large portion .MO (7.'>) 
 
 The smaller portion 91 (20) 
 
 431 (95) 
 
 The new pattern chair is attached to the head of the switch at a <i, and the 
 connexion is nmintained very close at this jtart ; but the chair is enlarged on each 
 side of it, in order to allow of the reijuisite motion to the switch, when it is re- 
 quired to be shifted. 
 
 The weight of this chair is 315 hectogrammes, (69 lbs.) 
 
 The chairs at R R R are placed at different distances along the switch, (see 
 the last Plate.) 
 
 The rail on the right in the section represents the switch. The weight of 
 each of these chairs amounts to IIG iiectogrammes, (25 lbs.) 
 
 The following chair is, however, preferred, as it offers some support to the 
 switch at a a. 
 
 The chairs at U and V weigh 133 hectogrammes, (29 lbs.) 
 
 Plate 24. 
 
 Parix and Orleans Railway. — Details of the New Switches 
 and Crossin(j-point.s. 
 
 The crossings on the Orleans line are more than a hundred in number, and 
 are all formed exactly alike; the chairs are therefore made of the same pattern. 
 
 G G 2
 
 228 
 
 Lectogr. lbs. 
 
 The chair A, which is the first on the crossing past the 
 
 switch, weighs 216 (48) 
 
 Do. B, . . 249 (55) 
 
 Do. C, 213 (47) 
 
 Do. D, 140 (31) 
 
 Plate 25. 
 
 Paris and Orleans Railway. — Details of the new Switches and Crossing- 
 points, and Details of a Crossing -place at right angles. 
 
 The chairs at K S and T (Plate 22,) are placed between the heel of the 
 switch and the point in the change of way. 
 
 hectogr. lbs. 
 
 The Chair at K weighs 160 (35) 
 
 Do. S 150 (33) 
 
 Do. T 141 (31) 
 
 The Chair for " rail and guard-rail " is em])loyed exclusively at all parts where 
 there are guai'd-rails. One of the rails shown in the section is the guard-rail. 
 
 "We may observe, in the details of the crossing-place at right angles, that the 
 rails a and a' in the plan are not broken off, but are merely notched out on their 
 surfaces to form a passage for the flanges of the carriage-wheels passing along the 
 rails h and c. 
 
 The lower portions of the I'ails remain perfect, by which any movement 
 horizontally from the passage of the trains is prevented. 
 
 The other rails b b' and b'\ c c and c", are broken off and fixed by wedges. 
 
 Plate 26. 
 
 Details of the large Turn-plate at the Derby Railway Depot. 
 
 This table rests upon two circular iron ways c c', laid at the bottom of the 
 well-hole. 
 
 There are moveable friction rollers running on the smaller circle c, which 
 support another circle of the same diameter and width. Two long timber 
 beams p p' are fixed upon the circle, and secured by iron cross pieces 1 1. These 
 pieces are employed to carry the rails, and are supported at their extremities by
 
 means of cast-iron fittinps resting upon tiic axlcH of four friction n)llers </ 7 <y' and 
 </', which run upon the outer circle c c'. We may, therefore, consider the hirgc 
 Derby turn-tuble as a platform of small diameter, with the rails h-ngtheiied. 
 
 It is put in motion by turning tlie iiandle, shown ut >/" , whicii moves the 
 friction roller 7 ', and by the reaction of the hitter upon the circular rail cv'; 
 tlie plate is at the same time turned, and the other friction rollers follow the 
 movement. 
 
 Plate 27. 
 
 London and Binuinghatu Railway. — Details of a Twenty-one feet and of a 
 
 Twelve feet Turntable. 
 
 The large turn-table represented in the plate is erected in tiie locomotive 
 rotunda at liirmingiiam. 
 
 It is conij^sed of four distinct parts : — Istly. Of a cast iron curb A A, which 
 is cast in two semicircles of a depth equal to that of the well-hole. The lower 
 part forms a circle, upon wliicli the friction rollers run, being supported on a 
 foundation set in masonry. 
 
 2ndly. Of an iron bearing frame, formed with four branches B 15 B IJ, 
 the extremities of whicli receive the circular curb. The socket is also fi.xed at 
 the intersection of the branches in the centre of the table. 
 
 3rdly. Of eight conical friction rollers maintained between two iron circular 
 plates. 
 
 4thly and lastly. Of tlie table itself, upon which the wrought-iron rails 
 are fixed perix'ndieularly to each other, which atibrd the platform means of com- 
 munication witli the difl'erent ways. 
 
 The frame of the smaller turn-table is cast in a single piece. 
 
 Plate 28. 
 
 Sections of a new description of Turn-table. 
 
 Fig. 1. 
 
 This turn-table consists of a fixed column A, terminated by feet B B, which 
 are embedded in betun or concrete. The table is fastened to an outside jacket C, 
 which is moveable upon the column. The arms D D transmit the weight of the 
 table to the base of the column, and serve at the same time to stiffen the appa. 
 ratus. The globular eye-piece at the top, and the ring-piece ee below, between
 
 230 
 
 the jacket and the column, facilitate the motion of the table. The latter is sup- 
 ported on a circular girder resting on friction rollers, arranged upon a suitable 
 bed at the foundation. 
 
 A cast-iron curb plate E E skirts the table, which is laid upon timber 
 framing, resting directly on massive masonry. 
 
 Fig. 2. 
 This also consists of a fixed column A, but with a conical shaped foot, 
 extending very wide at the bottom. It serves as points of support for the stays 
 B B, which rest on, and are fastened to, the circular lining of the well-hole. The 
 arms DD, supporting the table, are bolted to the same, and to the jacket E E, by 
 which the whole of the moveable parts of the platform are secured together. 
 The ring-pieces e e, at the top and bottom of the column, facilitate the motion, 
 and prevent any oscillation, whereby the friction rollers, usually placed at the 
 circumference of the foundation, are enabled to be dispensed with. This turn- 
 table is not intended for moving locomotive engines or tenders, but for carriages 
 of less weight. 
 
 Fig. 3. 
 This is a large turn-table, intended for shifting an engine and tender at the 
 same time ; it differs from Fig. 1 by having an additional set of arms, which are 
 rendered necessary by the increased dimensions of the machine. The employment 
 of horizontal friction rollers, A A, at the bottom of the column, in place of a 
 metal ring, changes the sliding to rolling friction; the former would otherwise be 
 considerable. 
 
 The Balance Turn-table. 
 
 Fig. 5. 
 
 This turn-table rests upon a horizontal crownpiece, A A, forming the head 
 of the moveable column B. The jacket is fixed and secured by the aid of rods 
 C C, to arms D D, which support the circular curbing, E E, enclosing the 
 table. 
 
 The rods and screw-boxes F F, serve to maintain the vertical position of 
 the column. 
 
 The box G, enclosing the socket, transmits the entire weight upon the table? 
 (by means of stirrup pieces H, attached to it, and secured on each side of the 
 balance beam at I,) Avhich it receives from the fixed jacket, to the balance beam, 
 being secured to it at the centre of oscillation K.
 
 281 
 
 Section explaluini/ the Action of the Balanci' lUitm. (S,y jhj. 5.) 
 
 Fi<:. 4. 
 
 A\ lii'ii tlie lever L is raisctl, the biiliuice beam oscillates round the point K, 
 and d<'scril)os a small nn- of a circle at the puiiit 1, of which K I, is the radius. 
 
 The column then l>ec<>nies raised fmm its base, and the table conse(|uently 
 disengaged at the circumference, a a, when it nuiy be turned with the greatest 
 ease, liowever burdened. 
 
 Fio. 6. 
 
 The jdan of this turn-table is very much like fig. 5. It is only used for 
 passenger and goods' carriages, and is consequently not calculated to bear much 
 weight, much less engines; the balance beam is therefore omitted, and the 
 extremities of the table are not required to be supported upon an outside curb. 
 The catches A A, are employed to fi.x the platform iu whatever position may be 
 required. 
 
 Plate 29. 
 
 Turn-pLite employed upon the Great Western Railway. 
 
 The surface of the table is floored with planks fixed to the iron work by bolts 
 of 0" 013 (Oin. 511) in diameter. The holes for the bolts are drilled when cold, 
 the heads of the latter being dipped in grease. 
 
 The planks are 0""" 55 (2 in.) in thickness, ploughed along the edges, and 
 secured together with iron tongues. The flooring is maintained in its position by 
 a large iron circle, and by a cast iron centre-piece, as shown in the plate, and 
 tarred over, for the purpose of preservation. The table is raised and displaced 
 by means of a large screw, the head of wliich is furnished with a ring. Upon 
 being introduced into the hole of the plate, a nut is screwed on the extremity 
 upon which the plate is rested when the men raise it. 
 
 The rails are fixed upon the plate by bolts which pass through the planking 
 and cast iron framing.
 
 232 
 
 Plate 30. 
 
 Strasbourg and Basle Railway. — Timber Framing enclosing Turn-tables. 
 
 These foundations have the effect of rendering the turn-table perfectly 
 secure. They are composed of timber frames, placed upon each other. The first, 
 C C, D D, and E E, F F, is of a rectangular form, and supported on eight piles, 
 a a, with the side pieces halved and notched. The second, G, H, 1, K, is of 
 larger dimensions, and supported on four piles, b b. It bears the cross timbers 
 upon which the socket is fixed, and the iron circle which receives the friction 
 rollers. The several polygonal pieces forming the circumference also rest upon 
 it. This frame differs but little from that represented in Plate 35. 
 
 Plate 31. 
 
 Turntable for a Locomotive Engine and Tender employed in Germany. 
 
 This turntable consists of a cast iron nave, upon which the girders. A, A, 
 supporting the rails are bolted, also the intermediate girders, B B, which con- 
 nect the large outside ring with the nave. The girders, I I, connect the main 
 girders together, and maintain them at the proper distances apart. 
 
 The whole of the surface covering between the rails is formed of cast-iron, 
 which prevents the embers from the engines doing any damage; the remaining 
 portions of the table are covered with wood. 
 
 The friction-rollers E are fixed to the girders by means of uprights, F, F, 
 resting on the bearings G, G. The pivot is secured to the nave by means of four 
 long bolts. The cast-iron socket H is secured to the foundation by means of very 
 strong bolts, as shown in the Plate : a steel eye-piece is placed in it to receive the 
 pivot. 
 
 There is a circular plate K, passing round the bottom of the well-hole upon 
 which the rollers run. The circular curb D is formed with toothed racks next 
 the well-hole. The table is turned by means of a winch, consisting of a tandard 
 and two handles, by which the motion is transmitted to the toothed wheels L, M, 
 N, 0. The latter are secured to the table by cross pieces of cast iron. 
 
 The toothed wheel L, being in contact with the circular rack D, effects the 
 movement of the table.
 
 233 
 
 Pi.ATi. ;}2. 
 
 Versailles Baihcay. — Timber Turn-plate einploifed on the left hank for Goods 
 
 Wagons^ i.fc. 
 
 The rails upon the turn-table a, a: />, />: consist of pieces of flat iron, screwed 
 upon the planking covering the turn-tabk', and serve to direct the wagons which 
 are required to be turned. The iron crossing-i»ieoes </ </, form inclined planes, 
 which are intended to support tlie edges of the wheels, and prevent their receiving 
 a shock from the break in the rails. Tiie iron bolts / f\ wiiich are hali-]ap[ied at 
 {f (J, and morticed and tenoned at /( //, serve to secure the timbers properly 
 together. 
 
 Plate 33. 
 
 Details of Foundation of Turn-table, ]'er.tailles Railway {left bank). 
 
 This foundation with the turn-table is built on the Versailles Railway (left 
 bank), in the centre of a polygonal carriage depot. The lining of the well-hole 
 is maintained by a stone wall, surmounted by two circular tiers of timber com- 
 posed of segments e c. The rails of the twelve lines of way for the service of the 
 locomotive engines in the rotunda are laid upon longitudinal timbers along the 
 sides of the trenches H H. They are directed towards tiie centre, as sliown in 
 the plan, by crossing-points formed of wood and iron, F F, which are fastened to 
 the rails. 
 
 The water which falls into the trenches is carried by means of drains B B, 
 into a culvert A, running round the well-hole, which is discharged by a special 
 drain into a dry well or a cess-pool placed on the outside of the dep6t. There is 
 also a drain D, from the well-hole of the turn-table into the circular culvert A. 
 
 Plate 34. 
 
 Turn-table for a Locomotive Engine and Tender. 
 
 The platform, or table, (properly speaking,) of this apparatus, consists of a 
 large disc formed of strong planking A A, supported on a cast iron framing com- 
 posed of four principal pieces B B, and C C, securely fastened and maintained 
 at the proper distances apart by cast iron cross pieces and bolts. The rails are 
 
 II II
 
 234 
 
 placed over the girders B B, and fixed to the planks by screws. Two cast iron 
 cross pieces are bolted between the large girders B B, and C C, parallel to each 
 other, to receive the friction rollers, the axles of which turn in the chairs cast 
 upon them. These axles are formed of wrought iron turned at each end to about 
 98 millimetres (4 inches) diameter to form a pivot, and are fixed to the centre of 
 the friction rollers by a key, as shown in the details. The friction rollers are 
 placed very close to the two large interior girders B B, and are fixed at unequal 
 distances apart, which is contrary to the usual mode of arrangement adopted with 
 small turn-tables for receiving engines, and carrying four rails. The rollers of the 
 turn-table represented, are modified in order to support the load more efficiently. 
 The friction rollers run upon a circular iron way, supported on an octagonal 
 wooden framing let into the masonry of the foundation. 
 
 The turn-table is moved by means of a handle connected with the spindle of 
 a pinion, as described in the plan and details. 
 
 The section of the " bevelled gear and frame supporting the spindle," refers 
 to one of the cross pieces, which receive the pivots of the axles of the cog wheels 
 and friction rollers. The outline of the gearing is shown in this figure by dotting. 
 
 The section of the " moving gear" exhibits a transverse section of the pinion 
 of the bevelled gear, and of the cross pieces which bear the axles. 
 
 The elevation of " cog wheel and pinion" is taken in front. The cog wheel is 
 borne upon the axle of the friction roller, which is also shown in the Figure. 
 
 The position of the friction roller is fixed by means of the adjusting screw 
 applied at one of the extremities of the axle. 
 
 Plate 35. 
 
 Strasbourg and Basle Railway. — Details £/" Turn-tables. 
 
 This turn-table is laid upon a grating of timber set in masonry, and is very 
 highly approved of. 
 
 Plate 36. 
 
 Details of Railway Weigh- Bridges. 
 
 Figs. 1, 1' and 1", represent a weigh-table. 
 
 The section is taken through the vertical axis of the table, which consists of 
 a fixed socket B, maintained above and below by arms B', B', and B", B", also by
 
 roils t, (, and t', t-. The column A is tcrMiiiiatt'tl liy the heail-jjioco A', A', which 
 supports tlie fVaniing V, C, of the phittbrni. It rests upon a socket, wliicli con- 
 stitutt's the piston of nn hydraulic press 1*, wliicii it moves in a vertical direction. 
 
 The socket-l>ox D is fastened ]>y stirrup-pieces at y, to t!ie balance-lteam X, 
 and the latter oscillates round the pi>int ji, which is fixed to tiie jacket B. 
 
 If the socket is raised by means of the hydraulic-press 1', and the platform 
 consequently elevated, all contact at the points </' ti' ceases, when the platform 
 can be easily turned; tiie whole of its weight, moreover, would l»ear upon the 
 socket D, and be transmitted from thence to y, upon the balance-beam X, wiiich 
 would thus \>Q enabled (by means of the moveal)le weigiit K upon tlie graduated 
 lever L) to show the exact weiglit with which the platform was loaded. 
 
 The counterpoise S serves to e(|ualize the weight of tlie platforin, the dead 
 weight of which varies according to description of the carriage being weighed. 
 
 Some of the planks are raised in the " Plan of the turn-table," to siiow the 
 arrangement of the pieces employed in its construction. 
 
 Fig. V is a section through the centre of the socket I). The exterior box 
 aflfords a communication witli the hydraulic-pump I', by means of the pipe T; 
 the socket being pressed by the coluuui A, consequently acts upon the piston, and 
 either raises or lowers it in this box. Ry the assistance of a stuffing-box K, all 
 escape of water is impossible. 
 
 Figs. 2' 2' 2'" 2"" illustrate a smaller weigli-table. 
 
 This differs from the former merely in the omission of the hydraulic-pump. 
 The entire weight of the platform always rests upon the socket D, which conveys 
 the pressure to <j, upon the balance-beam X, as in the preceding. The lever /is 
 employed to work the rods 1 1, which stay the position of the platform, and lodge 
 it firndy on the circular curb of the lining. 
 
 Figs. 23 and 24 are* sections of the socket. The box 1) is fastened to the 
 balance-l)eam by rods n n, furnished with nuts. M is the steel socket; ;• /• a 
 metal ring, which serves to diminish the friction. 
 
 Plate 37. 
 
 Level- Crossings and Gates. 
 
 The different plans of crossings are fully described in this Plate. The gate- 
 posts should always be fixed very securely with struts and masoiuy. 
 
 Q u 2
 
 236 
 
 Plate 38. 
 
 Details of Draw Bridges on the St. Germains and Rouen Railway. 
 A double Hoist-bridge. 
 
 The bridge is situated at a height of 1'" (3 feet, 3 inches) above the line of 
 railway V V, and is composed of four leaves, or moveable platforms, supported on 
 wheels as shown by the section. The wheels rest on two auxiliary ways, V" and 
 V crossing the principal way V and V'. 
 
 Upon the flaps being lowered, they constitute a footway by which the pas- 
 sengers and men connected with the works pass to and fro. The way V and V 
 conducts to one of the departure slieds. When it is required to take a passenger 
 coach across the line of footway from the shed to the departure line, the four 
 leaves (as shown in section along the line X Y) which turn upon the hinges h e 
 and g e, are raised. The wheels which carry the leaves run back upon the 
 auxiliary rails V, V- and V^ and the articulated axle changes its position as shown 
 in the section. P is a counterpoise which prevents the flaps falling with too great 
 violence when they are lowered. 
 
 A single Hoist Bridge. 
 
 This bridge consists of a single leaf, which, upon being lowered, forms the 
 footway. The leaf is fixed firmly on three wheels, R R R placed upon three rails. 
 Each outside wheel is furnished with a flange, in gear with the outside rails, but 
 the middle wheel is formed without any. The section at Y Z, shows a section of 
 a portion of the departure line (V), which is taken to a shed on the other side of 
 the draw-bridge. 
 
 When it is desired to pass a carriage from the sheds to the station or the con- 
 trary, they hoist the bridge which enables them to use the railway, and the wheels 
 connected with the leaf turn and run on the rails supporting them. The counter- 
 poise eases the fall of the leaf when it is lowered. 
 
 Pl.\te 39. 
 
 Moveable Machine (Baleine) for executing embankments. 
 
 This ingenious contrivance was first employed on the St. Germains Railway, 
 by M. Clapeyron, engineer in chief of the railway.
 
 237 
 
 It consists of two trussed lieanis, which are laid witli rails. It is jtluoed at the 
 head of the embankment during the course of execution, the earth wagons l^eing 
 run upon it after being tipped. Suppose the forniatinii of an embaiikiiu-iit pro- 
 ceeding from one end of a cutting, the baleine is i»laccd as shown in the plate 
 with one end resting upon the embankment, and the other laid in the same line of 
 direction, and supported on a wheel carriage. The carriage stands on a small 
 auxiliary railway proceeding from the lower level of the head of the embankment, 
 the rails being taken up at one end as the other ])rogresses. 
 
 Upon a wiigon being tipped (at the battery head) and the contents discharged 
 between the rails, it is then pusiied to the further end of the baleine. This 
 course is followed with a second wagon, which is also discharged and run on the 
 baleine, next the first, and it is coiitinued until the baleine cannot accommodate 
 any more, when the whole of the wagons are carried back together t<j the places of 
 filling, by a horse or a locomotive engine. 
 
 The workmen move the baleines forward upon the wheels of the carriage 
 supporting it, by crow-bars and other tools. They also raise it by ropes and 
 pulleys to whatever height may be required at the head of the embankment. 
 
 Plate 40. 
 
 St. Germaim Railway.— DeUiils of Changing and Crossing Places 
 for Temporary Works. 
 
 This crossing-place is formed of wood and iron. The iron edging the pieces 
 of wood being fixed by bolts, as shown in the Plate. 
 
 Platk U. 
 Details of Changing-place for Temporary Works. 
 
 The moveable rails at the points C and B are placed between the spikes 
 employed in fixing them upon the sleepers, as shown in the detailed plan. The 
 rails slide upon these sleepers in the plane of the way, and are placed at one time 
 in the direction of the principal way, at another in the branching ofl' line. 
 
 There is a third moveable rail at A, which is the depth of a rail higher in 
 its level : it slides upon the surface of the other line, which is fixed. When the 
 wagons proceed along the oblique line, they consequently run over the crossing 
 above the direct line (/. e.y upon it). When, on the contrary, they are running 
 along this line, the moveable rail A is displaced, and slid into the position shown
 
 238 
 
 by the dotted lines, by which it is out of the way of the flanges of the wheels. 
 The difference of level consequent upon this arrangement between the points C 
 and A renders it necessary to lay the rails, or the ends of the rails, between 
 these two points with slopes upon supports properly adjusted with the sleepers of 
 the principal way. 
 
 The height of a rail being -OS"" (3-15 inches), and the distance from the 
 point C to the point A equal to the length of the two rails 9™ 16 (30 feet), 
 the inclination of this slope is therefore found to be about •0145 (1 in 114), 
 which is not objectionable for a short distance, even for the speed I'equisite in 
 transport with locomotives. 
 
 Plate 42. 
 
 Paris and Versailles Railitmy {left bank). — Changing and Crossing Places for 
 Temporary Works and Sheaves of the Self- Acting Plane {Plan Automoteur). 
 
 The sheave was made use of on the self-acting plane employed on the works 
 at the cutting of Clamart on the Versailles Railway (left bank). See the 
 Documents. 
 
 The small wooden voussoirs forming the side cheeks round tlie periphery of 
 the pulley were found deficient in strength, and were consequently several times 
 broken, or detached, from the effects of the cord pressing them. It would be 
 necessary in constructing new pulleys to make these voussoirs thicker, and to 
 fix them with good wooden screws or small bolts instead of nails. It is also im- 
 portant that the neck of the j^ulley should be enclosed in such a manner as to 
 prevent the rope leaving it. 
 
 Plate 43. 
 
 Details of Wagons for Executing Earthwork. 
 
 No. 1. Wagons employed on the Versailles Railway (left bank). 
 
 This wagon is tipped at the end. 
 No. 2. Ditto ditto. 
 
 This wagon is tipped at the side. 
 No. 3. Wagons employed on the Versailles and the St. Germains Railway. 
 
 This wagon may be tij^ped both at the side and at the end. 
 No. 4. Ditto. ditto. 
 
 This wagon is tipped at the end.
 
 239 
 
 I'l.ATI. M. 
 
 Detailti of Wagons for Kxeaiting Earthicork. 
 
 These comprise the chain stops, Ihip hinges, tilting pivots, wheels, sinJ grease 
 boxes, clusp-iron, druw-liiiks, hooks, limber, &c., of wagons employed on the 
 Versailles and St. Gerniains Kailway. 
 
 Plate 45. 
 
 Pitails of Wagoiui for Executing Earthwork . 
 
 No. 1. \\ aguus employed on the London and Birmingham Railway. 
 
 This wagon is tipped at the end. 
 No. 2. Ditto. ditto. 
 
 This wagon is tipped at the side. 
 No. 3. Wagons employed on the Great AYestern Railway. 
 
 Tliis wagon is tipped at the end. 
 No. 4. Ditto. ditto. 
 
 This wagon is tipped at tlie side. 
 
 Plate 4G. 
 
 Details of Wagon.i for Executing Earthwork. — Great Western Railway. 
 
 These comprise the iron chain-strap attached to the flaps (of No. 4, in last 
 plate); chain-straps to another wagon (No. 3); wheels, axles, grease boxes, &c. ; 
 tilting shaft, chisp irons, which are employed to hold the body ; side break-irons 
 of Nos. 3 and 4. This bolt forms the fulcrum of the break, the flat part being 
 bolted on to the side-frame of the wagon; hook for drawing, placed at the 
 extremity of the longitudinal piece under the body; handle of break; strap 
 through which the irons pass which sustain the flaps; hook for grease boxes fixed 
 at the end of the frame; draw-link, by which the chain is attached to the end of 
 the wagons; chain-hook for supjjorting the break; and the strap at the end of the 
 flaps, which serves for hinges.
 
 240 
 
 Plate 47. 
 
 Details of Wagons for Executing Earthiwrk — London and Birmingham 
 
 Railway. 
 
 These comprise the turning or tilting pivot ; iron chain stop attached to the 
 flaps ; hinges, wheels, axle, and grease boxes ; draw-link (7) placed at the extremity 
 of the frame; draw-link (8) placed at the other end of the same wagon; hook (!J) 
 for sustaining the break; bolt (10) forming the axis of the break, which is passed 
 through the frame ; traction-rods placed in the middle ; clasp-irons for holding 
 the body ; and the lever-break. 
 
 Plate 48. 
 
 Details of Wagon for executing Earthwork. 
 No. L 
 The wagons. No. 1, were employed on the Northern Railway, and No. 2 on 
 the Rouen line, by M. Nepveu, architect, contractor of the three first contracts of 
 earthworks on the Northern Railway. They differ from each other in this respect 
 — The four wheels of the first are united by a peculiar frame, but the wheels of 
 the second wagon have no frame, and are merely united in pairs at the middle 
 of their axles by a wooden shaft secured with irons. We perceive, by the side 
 elevation of No. 1, that the body of the wagon is inclined. The vertical irons 
 situated in the centre, and shown in the front view, and which are seen at large 
 in the following plate, prevent the wagon from tipping. It is not merely neces- 
 sary to raise the clasp, and separate the pieces in the operation of tipping, the 
 wagon requires to be pushed forward, and then arrested suddenly by cross pieces 
 of timber, placed below the rails. The wheels fall in this opening, and are stopped, 
 when the body is immediately tipped with the requisite velocity. The wagon 
 rests in this position until the wheels are brought back upon an horizontal plane. 
 This wagon contains two cubic metres of earth, (2'6 cubic yards.) 
 
 No. 2. 
 
 This is much ligliter than the last. It is said that M. Nepveu gives it the 
 preference. 
 
 The bodies of each are nearly the same in weight; we perceive by the eleva- 
 tion of the " side without the wheels," that the grease-boxes are not alike on 
 both axles.
 
 No. 3. 
 
 This wngon has a movoiiMe body, whicli is pushed forward, and run upon 
 
 friction-rolk-rs, when it is tipped, the frame being stopped short suddenly; V is 
 
 retained by hooks, one on each siile. Tlie body, tlie two frictiun-rolUrs. and the 
 
 hooks, are shown at ./ and >/'. 
 
 No. 4. 
 
 This wagon is formed partly of plate iron, and was employed on the Paris 
 and Rouen Railway. The upper part consists of wood, and the remaining por- 
 tions of the sides and the bottom of plate iron of 0™ -0035 (-l.'JTT inch) in thick- 
 ness. The body tips upon the hindermost axle. 
 
 The back elevation shows the interior of the body. Two pieces of wood nmy 
 also be perceived under the body, which are united by other cross pieces, and thus 
 form a small frame, which, by means of iron rings /* and O", is united to both 
 axles. 
 
 The dotted line in the " Plan of the frame " shows the dimensions of the 
 body; the small frame, /> // ///''. which unites the axles, is alsn scrn. 
 
 No. 5. 
 
 Wooden wagon employed on the lines of the Rouen and the Havre. Tlie 
 wheels are arranged with a frame formed with a chamfered end, upon which the 
 body abuts in tipping. We have represented the wagon tipping, with the wheel 
 upon the same horizontal plane; they, however, generally fall to a lower level, 
 and do not tip upon the axles like the others. 
 
 In the usual plan of earthwork, these wagons are brought forward one after 
 another at the usual pace of the horse, which is about four or five metres (13 feet 
 to 16 feet 5 inches) in advance of them. The draw^-rope is attached to the wagons 
 by a particular kind of fastening, which unhooks itself immediately upon the 
 man who conducts it drawing a string. The wagon then runs by itself towards 
 the battery head, where it tips. 
 
 Pl.\te 49. 
 
 Details of Wagons for executing Earthwork, Northern Baihray. 
 
 These comprise the wheels which are formed out of a single piece, and the 
 axles. The " small bolt" at a n' in the end elevation, forms the hinge of the 
 flap, No. 1, in last plate, and passes through the strap (4), shown below it. The 
 " cast-iron carriage" bears nearly all the weight of the wagon when loaded, and 
 upon which it tips : it is also shown over the " bearer for flap." The " flaps, 
 
 I I
 
 242 
 
 &c." (4, 5) show the ironwork and hinges. The flaps are closed by hooks at the 
 corners a!" and d'". The " grease boxes" (6) are those of No. 2 of last plate. 
 " Grease boxes" (7) are at / of the same wagon. Those of No. 1 are similar. 
 The small shield shown at the top is placed a,t g </. The rod at jop', in No. 2, 
 last plate, nnites the wheels, ii are pieces of square iron, and jj iron straps. 
 The irons connected with the flap (g) prevent the wagon tipping. 
 
 Plate 50. 
 
 Bailway Crah for moving the Bodies of Carriages. Invented by M. Arnoux. 
 
 This crane consists of an elevated stage, A, B, C, D, E, F, with a railway 
 fixed upon it, m, n, o, p, and a car marked 0, P, in the elevation, and L, 0, P, 
 in the plan, which is placed upon the rails. 
 
 The car carries all the apparatus required in raising the bodies from the car- 
 riages R, S. It is put in motion upon the railway by means of a winch handle, 
 and a number of cog-wheels V, Y, and a tight-stretched chain Z, X. 
 
 When a body, placed upon one of the railway carriages, requires to be trans- 
 ferred to the frame of an ordinary carriage, the motive car is placed above the 
 carriage, as shown in the Plate. 
 
 The apparatus for raising the bodies consists of a windlass, a break acting 
 upon the same, a number of cog-wheels of different diameters, and chains which 
 revolve in an opposite direction upon the windlass, passing over the pulleys 
 (j) and p in the elevation, or p p' p" and p'" on the plan). Round iron suspen- 
 sion-rods are fixed at the extremities of these chains, which pass through holes left 
 in the small iron hangers s and s', supporting the body of the carriage, and which 
 are properly keyed up at their extremities. The body is thus suspended to the 
 rods, and may therefore be turned by the aid of the handle and the cogs of the 
 windlass in either direction. It may also be raised or lowered as required. 
 
 Upon the body being raised, as shown in the Plate, the motive car is moved 
 upon the railway with its load until it is situated over the ordinary road carriage, 
 when it is lowered by means of the windlass. The keys of the suspending rods 
 are then withdrawn, when the body is conveyed away on the carriage by horses. 
 
 The body of a diligence is transferred to a railway carriage-frame by a re- 
 verse operation. It is easy to perceive that the action of the handle turns the 
 small wheel which operates upon the chain Z, X, and the movement of the carriage 
 upon m, 71, and o, p, is efiected. 
 
 The wagon for carrying the bodies is also the invention of M. Arnoux.
 
 24.1 
 
 Pi..\Ti:s T)!. :>:>. ').•{, '){. ')'). iS.- r)(). 
 
 Manclie.'iter, Sfwjfifld, uml Lirn'olnshirc Raihrny. — DeUiiis of (iitrton De/n'if. 
 
 Gorton di'iiut is about two miles from Maiirlu'stcT, ami is intfiidi-d to acoom- 
 modate the locomotive works of the line. It is so arranged, tliat the capacity of 
 the works can, if necessary, be doubled at any time without interfering with the 
 arrangements. The principal novelty connected with it is the construction of 
 the rotunda for the engines, the roof of which is supported by a single pillar, 
 round which a circular turn-table revolves, thus providing standing room for a 
 much larger numl)er of engines than could be placed in the shed upon the old 
 plan. 
 
 The plot of ground upon which the depot is built, besides affording the rcfjui- 
 sit€ accommotlation for the works, includes sites for 140 cottages, a house for the 
 locomotive engineer, and spacious wharfage adjoining the canal, for the stowage of 
 iron, timber, &c., for the use of the dep6t. 
 
 The experience of previous companies has been carefully collected in pre- 
 paring the plans, and every provision has been made for the future extension 
 which these works invariably require, without in any way interfering with the 
 simple and comprehensive arrangement of the plan. 
 
 This depot hjis been designed under the direction of A. S. Jee, Esq., the 
 engineer of the company, by Messrs. Weightman and Iladfield, architects, of Shef- 
 field, the plan being arranged upon the suggestion of Mr. Peacock, the company's 
 intelligent locomotive engineer. 
 
 Plate .'il. Plan and Elevations of Depot. 
 
 „ 52. Details of Engine-house: Ground Plan, Elevation, and Cornice 
 enlarged. 
 
 „ 53. Details of Engine-house : Plan of Iron Principals, Section, and De- 
 tails of Roof. 
 
 „ 54. Details of Fitting-shop: Smith's-shop, &c. ; Section on the Line 
 A li on the Plan, and Elevation. 
 
 „ 55. Details of Workshops : Plans and Transverse Sections ; Details of 
 Roof, Floors, Columns, &c. 
 
 „ 56. Details of Store-sheds for Carriages : i'lans. Elevations, Sections, 
 and Details of Roof. 
 
 I I 2
 
 244 
 
 Plate 57. 
 
 Designs of Bridge proposed to he erected over the River Clyde at Glasgow^ on the 
 
 ground of Hutchison Hospital. 
 
 » 
 
 (John Rennie, Esq., F.R.S., Engineer.) 
 
 Hutchison Bridge was completed in the year 1833, under the direction of 
 Mr. Stevenson, but the Trustees of the Hospital availed themselves of the pro- 
 fessional services of the late John liennie, in the design, as will appear by this 
 Plate, which was engraved from the original drawing by that celebrated engineer. 
 
 Upon reference, it will be found that the present bridge is executed of the 
 same proportions as the stone one shown in Mr. Rennie's drawing. Such is the 
 matchless beauty of each design, shown in this plate, that the selection must have 
 been a matter of some difSculty for the Trustees. 
 
 Plate 58. 
 
 West Durham Railway. — Bridge over the River Wear, Willington. 
 
 This bridge was erected in the years 1838 and 1839. It was originally in- 
 tended to have been executed with stone arches, but as the line of the railway 
 came so close upon the level of the river (24 feet at one end, and only 18 at 
 the other, being an inclination of 1 in 28), the water-way would have been so 
 contracted that it became self-evident that a stone bridge was not suitable. The 
 flood-line being only 12 feet 6 inches above the summer water, the first high one 
 would in all probability have effectually filled the arches and carried them away. 
 It was therefore determined to erect a bridge with a flat platform, so as to inter- 
 fere with the water-way as little as possible. 
 
 The bridge has two abutments, with a stone pier in the middle of the river, 
 7 feet thick. Both the abutments and the piers are supported entirely upon piles 
 21 feet long, which pass through the soft clay into the strong. There is an occu- 
 pation arch, 12 feet wide, in one of the abutments. The superstructure con- 
 sists of timber, with four sets of rails laid down upon it, the width of the platform 
 being 43 feet, and which is divided into two compartments (see Plan), by the ribs 
 supporting the roadway. 
 
 The spans of the arches are 79 feet, and the ribs one plank only in width 
 (11 inches by 3 inches), with nine in depth. There are two longitudinal tie 
 beams, 13 inches by 10 inches, beneath each rib, which are supported by queen
 
 245 
 
 posts and iron bars, as shown on the drawing. The ironbars are four in niuu- 
 bor, and 11 inches diameter; and the posts (four in muuber) are 13 inches by 
 10 inches, and strapjK'd ami keyed to the ribs and beams. The two struts are 
 13 inches by GJ inches. Corbels of the same scantling as the lonj;itudinaI beams 
 extend underneath them to about 17 feet on each side, from tlie ma.sonry, which 
 add to the stiffness. Tliey are all strapped to the beams, and keyed together to the 
 ribs. 
 
 The deals of the ribs, as in other examples of laminated timber bridges, by 
 Messrs. Green, are inserted into cast-iron springing plates, whicli are bolted to 
 the ends of the Inianis. The joists of the plutforms are 13 inches by GJ inches, 
 laid 4 feet a])art, without any trussing between them. 
 
 The total actual cost of this bridge was: — 
 
 Masonry, including piling and foundations £2438 
 
 Carpentry 1218 
 
 £3656 
 And for the oblique arch, with the additional length of the 
 
 walls and abutments entiiiled thereon 200 
 
 Total cost . . . £3856 
 
 Plate 59. 
 
 Namur and Liege Railway. — Bridge over the River Meuse, near the valley of 
 
 St. Liiinbert. 
 
 Plans, Elevations, and Sections. 
 
 Plate 60. 
 
 Namur and Liege Railway. — Bridge over the River Meiise. 
 
 Details of Construction, Elevation of centre for Arch, Plan and Section of 
 
 Coffer Dam. 
 
 Plate G1. 
 
 The Great Wairarapa Road, New Zealand. — Bridge, over the River llutt.* 
 
 Plan, Elevation, and Sections. 
 
 • Thi» bridse was not erecte<l at the time the authur left the colony, but u pile bridge, of 
 three archea, was thrown acrow the river, as Butlieient for present purposes.
 
 ^46 
 
 Plate 62. 
 
 Sheffield and Manchester Railway. — Dinting Vale Viaduct. 
 Plan and Elevation, and Details of Construction. 
 
 The laminated deal principle was first applied, on a great scale, by Messrs. 
 J. and B. Green, of Newcastle-upon-Tyne, in 1834, on the line of the Newcastle 
 and North Shields Eailway, at the Ouse-burn and Willington Dean. The former 
 is 918 feet long, and 108 feet high, with stone piers and abutments, and five 
 laminated deal arches, three of 116 feet span, and two of 114 feet. The Willing- 
 ton Dean is 1050 feet long and 82 feet high, with seven deal arches. Five of 
 120 feet span, and two of 115 feet span each. 
 
 The timber arches of the Dinting Vale Viaduct consist of five arches each, of 
 125 feet span, and the laminated model is carried out very successfully. 
 
 Plate 63. 
 
 Sheffield and Manchester Railway. — Dinting Vale Viaduct. 
 Longitudinal Section and Details of Construction. 
 
 Plate 64. 
 
 Sheffield and Manchester Railway. — Dinting Vale Viaduct. 
 Transverse and Longitudinal Sections. 
 
 Plate 65. 
 
 Manchester^ Leeds., and Liverpool Railway. 
 Details of Principle for centre Roof at Hunt's Bank Station. 
 
 Plate 66. 
 
 Manchester., Leeds, and Liverpool Railway. 
 Details of Principles for Side Roofs at Hunt's Bank Station.
 
 247 
 
 Plate 07. 
 
 Manchester, Leed« aiul Liverpool Jiuilimi/. 
 
 Details of Principles for Side Roofs at Hunt's Hank Station. 
 
 Plate 68. 
 
 London and Birmintjham liailicai/ Bridge for Road to Wing. 
 
 Elevation, Plans, and Sections, Details of Girders, &c. 
 
 Plate 69. 
 
 London and Birmingham Railway. 
 Detiils of cast-iron Syphon Culvert, and of a double Six-feet Culvert. 
 
 T. 0. 8>TiU, Prioler, 1, Chandos-street, CoTent-gsnlen.
 
 0? ^«' 
 
 \iU\Nt«i^^^ 
 
 ftf \WU»^»^
 
 FOURTH si:iM i:s 
 
 OF 
 
 RAILWAY PKACTFCE: 
 
 '31 eTollcctiou 
 
 or 
 
 WORKING PLANS AND PRACTICAL DETAILS OF CONSTRUCTION 
 
 IN THE 
 
 PUBLIC WORKS 
 
 or Tiu: MOST 
 
 C E L E B J{ A T 1-: I ) !•: X G I X 1 : 1-: U S : 
 
 COMrBISI.VO 
 
 ROADS, TRAMROADS, AND RAILUOADS; 
 
 BRIDGES. AQUEDUCTS, VIADUCTS, WHARFS, WAREHOUSES, ROOFS, AND SHEDS; 
 
 CANALS, LOCKS, SLUICES, i THE VAUIOUS WORKS ON RIVERS, STREAMS, &c.; 
 
 HARBOURS, DOCKS, PIERS AND JETTIES, TUNNELS, CUTTINGS AND EMBANKMENTS; 
 
 THE SEVERAL WORKS CONNECTED WITH 
 
 THE DRAINAGE OK MARSHES, MARINE SANDS, AND THE IRRIGATION OK LAND; 
 
 WATER WORKS, GAS-WORKS, WATER-WHEELS. MILLS, ENGINES. 
 
 &c &c 
 
 BT 
 
 S. C. BllEES, C.E. 
 
 LATE PRINCIPAL ENGINEER AND SURVETOR TO THE NEW ZEALAND COMPANY, 
 FROM TUE YEAR 1842 TO 1845; 
 
 ACTBOB or " CLOSSART Or TEBHa CBED IN CIVIL KSUINEKRING," " PRESKN'T PRACTICE Or 80RTETINC 
 
 AMD LEVEiajNO," ETC 
 
 LONDON: 
 JOHN WILLIAMS AND CO. 
 
 HI, STUAXD, (latk CadellV.) 
 
 1847.
 
 PREFACE. 
 
 Tm: present volume prineipally illustrates Railway Depots, Stations, 
 Carriages,* Wjigons, Trueks, ^\'ater Cranes, and tlie other contrivances 
 connected witli Stations. Like the " Third Series of Railway Prac- 
 tice," it eonsisUj principally of a translation from the " PortifctiiUc dc 
 rin<rcmctir dcs- Clwinhis de Fer, par M. Augusti: Pkuoonnet, ^br- 
 mcrlij (I pupil of the Polijfcclniic School, Professor iit fhc Centra/ 
 School (if Jrts and Manufactures, and Enirineer in Chiif to .sereral 
 Jiai/uvii/s ; /aWCamille Polonceau, Director of the Alsace Jiailwaij, 
 fornierlij a pupi/ (tf the Centra/ School of Arts and Manufactures." 
 
 It was the intention of the Editor to have carried the suhject 
 further, l)ut he is compelled, by ])rofessional engagements, to bring it 
 to a conclusion ; and although it is not so complete as it might have 
 been, had he been able to have devoted more time, still he is not 
 without hope that the work will be found of some service to the Eng- 
 lish engineer. 
 
 43, Lincoln's Inn Fields. 
 20//, Sept. 1847. 
 
 * See note on following page.
 
 NOTE. 
 
 The Carriages constructing for the new lines in France differ very little from 
 those used on the Rouen line. 
 
 Those built for the first and second class (January, 1846), on the Northern 
 line, differ only in their dimensions, and the dispositions of the springs. 
 
 The bodies of the berlins or carriages are 1" 75 (5 feet 9 inches) high in the 
 inside, 2" 40 (7 feet 10 inches) wide, and 5™ 46 (18 feet 9 inches) long. They 
 are ventilated by small shutters. 
 
 The bodies of the second-class carriages, inside, are 1"' 7.5 (5 feet 9 inches) 
 high, 2'" 30 (7 feet 6 inches) wide, and 5™ 45 (18 feet 9 inches) long. 
 
 Those of the third-class are covered, but are not enclosed at the sides, except 
 by curtains, neither are they furnished. 
 
 The Engineer of the line from Avignon to Marseilles appears determined to 
 use carriages with six wheels only, and states that they are better than those with 
 four for great velocities. 
 
 They replace the brass of the chairs on many lines by an alloy forming an 
 anti-friction metal composition.
 
 INTKoDlCTlON.' 
 
 No work of any magnitude litis at present api>cnred on the construction and 
 materials of Kailways, and what we now present to the public is not a treatise on 
 the subject, since such a work would have exceeded our means. 
 
 The title of our work sullicieutly explains the humbleness of our pretensions. 
 
 The " Engineer's Portfolio for luiilways" consists simply of a selection of 
 works, with notes, documents and plans, relative to the construction of Railways. 
 
 It will contain a few theoretical ideas, but many facts and calculations which 
 may eventually serve as the basis of theory. 
 
 The subject of railways is of recent date in France. We were among the 
 numlier of the first engineers who introduced them, and it is the result of some 
 years' practice that we are about to offer to our companions, and those who intend 
 to follow the same path. However insufficient or incomplete the information we 
 are able to supply may be, however short our experience, we hope that the perusal 
 of this work, and the study of the plates whicii accompany it, will not be alto- 
 gether useless. 
 
 The works occurring in thf construction of railways are divideil into two 
 great sections — Earthworks and Artificer's works. 
 
 We shall offer some general observations on earthworksf in the first parts of 
 this work, and on the laying down of a railway ; but shall not treat of artificer's 
 works. 
 
 The material for railroads comprises the rails, chairs, sleepers, sidings, turn- 
 tables, and different kinds of wagons, tic. 
 
 • Thia forms Uie Introduction in the " I'urtefevUle de ringhiieur des Chemins de Fer." — Tk. 
 
 t M. Carl. Ktzel, urcliitect, formerly cliii-f of tlic oflTioL" on the Versuillfs Itailniiy (left bunk), 
 has published notes on the execution of earthworks by means of railwiiys, which he collected on 
 the subject during a tour made by him through England by the cumnmnd and at the expense of 
 the Company of the left bank. Much useful information on the subject may be found in his work.
 
 It has been our special endeavour to bring forward the best models of every 
 kind of mechanism connected with railway works. We have introduced some 
 which are now known to be defective, as we thought it necessary to notice them 
 as experiments, if it were only to prevent their recurrence, rather than reject them 
 entirely from our collection. 
 
 It does not comprise the locomotives. A description of the engines would 
 require plans on too large a scale for the size of the portfolio, and a special 
 treatise* would exceed the limits to which we have confined ourselves. Our 
 object has been rather to study the other parts of the material and the arrange- 
 ment of stations, a subject already sufficiently extensive and important to appear 
 defective in a given case, and yet be admirably adapted for the purpose under 
 different circumstances, or these imperfect plans may lead to real improvements. 
 
 The subjects represented in the plates of this portfolio may perhaps appear 
 on too small a scale. Doubtless we have not always represented the subjects 
 with as much clearness as we could have wished, but the numerous views witli 
 which almost all the figures are accompanied, will, in a great measure, remedy 
 this inconvenience ; and the smaller scale possesses the great advantage of com- 
 prising, in a small volume, a considerable mass of information. 
 
 The plans and sections of some of the subjects represented in the Portfolio, 
 are sufficiently explicit to suffice for their execution in cases where a faithful copy 
 might be desired. With respect to others, of which we have not been able to 
 obtain the details complete, or otherwise have intentionally omitted parts, we may 
 observe, that it is seldom an engineer requires to copy previous works exactly. 
 A study of the plates will direct him to general principles and leading features to 
 be attended to. He will find such a collection of plates in the Portfolio, as will 
 conduce to his object, by affording him the means of comparing at a glance the 
 different systems in practice. (See the Plates of Ballast Wagons, Passenger 
 Carriages, &c.) When he afterwards wishes to complete his plans, he should 
 examine the plates of details, among which he will find some of the best models, 
 and if any blanks require filling up, his natural abilities, and practical experience, 
 must supply him with the means. 
 
 A work of this nature affords great assistance to the engineer, but cannot 
 exempt him altogether from labour. 
 
 * We have authorized M. Felix Mathias, Second Engineer of the* Railway Works on the 
 Versailles Line (left bank), formerly a pupil at the Central School, to take the plans of one of 
 the best locomotive machines, purchased of Sharp and Eoberts by the Company of the left bank. 
 These plans will be published by him at Mathias' Library, on a large scale, and will be accom- 
 panied by an explanatory text and comparative detail.
 
 It would have been impossible for us to furnish working Jrnughts for each 
 object, but we candidly state that, had all the necessary infonuatitm been in our 
 possession for such an object, we would not have done so, as it would have ren- 
 dered the work excessively dear, and one of the principal conditions which it 
 appeared to us necessary for the work to fulfil was, to come within the means of 
 those fur whom it is more particularly intended. 
 
 The work will not termiuato with this volunje, but we shall procure the 
 drawings of new models, and publish theiu in the form of appendices. Wc shall 
 also annex the necessary numerical information, and the various documents tiiat 
 may be collected. 
 
 The whole of the plates of the Portfolio have been executed under the direc- 
 tion of M. Felix Mathias, Second Engineer of the Railway Works on the Versailles 
 Railway (line of the left bank). Many of the documents accompanying the text 
 have been collected together by his exertions. We cannot bestow too much 
 praise on the zeal, devotion, and ability with which he has so powerfully seconded 
 us in this work. 
 
 Lastly, a public acknowledgment is due from us to the several scientific 
 gentlemen who have assisted us — all of whom, without exception, have readily 
 replied to the numerous cpiestions we have addressed to them, and furnished us 
 with valuable information: — To M. Masuy, Director General of the Construction 
 of the Belgian Railways; to MM. Prisse and Mauss, Engineers of Bridges and 
 Roads in the Belgian Service; to M. Bazaine, Engineer, who, with M. Chaperon, 
 constructed the line from Strasbourg to Basle; to M. Clapeyron, Chief Engineer 
 on the Railway from St. Germain's to Versailles (right bank); to M. Jullien, 
 Chief Engineer of the Orleans Line; to M. Clarke, Engineer of the Works on the 
 same Line; to MM. Didion and Talabot, Chief Engineers on the Railroad from 
 Alais to Beaucaire; to ^L Arnoux, Superintendent of the Workshop for the 
 Manufacture and Repairing of the Conveyance Oflices, Lalitte-Caillard; to 
 M. Thebaiideau, Secretary of the Paris and Rouen Railway Company ; and to 
 M. Guillaume, Chief Superintendent of the Line from St. Stephen's to Lyons.
 
 m LIBRARY 
 
 OF THE 
 
 UNIVERi>IT)f OF ILLINOIS
 
 CllAPTEU 1. 
 
 ox THE DIFFKRENT KINDS OF CAinUAGES AND WAGONS 
 EMPLOYED ON KAILWAYS. 
 
 The name of wagon is given to vehicles of every description employed on 
 railways, and is adopted for carriages employed in the conveyance of passengers 
 of the second class on the railways in the vicinity of Paris. 
 
 These vehicles differ essentially from those used on ordinary roads. 
 1st. They are always supported on four wheels, at least. 
 2ndly. The wheels are fixed to the axles, which turn in the boxes. 
 3rdly. The axles are ahvays parallel. 
 
 It therefore results, that as they do not turn so easily as the vehicles on ordi- 
 nary roads, they are not liable, as the latter would be, to get off the track, upon 
 meeting with trifling obstacles. This mode of construction causes a considerable 
 increase in the resistance at the passage of the curves. 
 
 The wagons differ from each other, according to the nature of the service for 
 which they are intended, more especially in the shape of their bodies. There 
 arc: — 
 
 1st. Earth wagons. 
 2ndly. Ballast wagons. 
 3rdly. Passengers' carriages. 
 
 4thly. Carriages for the conveyance of letters, the sorting of which is per- 
 formed in them. 
 
 5thly. Wagons for the transport of ordinary vehicles. 
 Gthly. Do. for the transport of horses. 
 7thly. Do. do. cattle. 
 
 8thly. Do. do. goods of different kinds. 
 
 9thly. Do. do. sea coal, both in the lump, and small. 
 
 lOthly and lastly. Wagons for the transport of timber of large size. 
 
 B
 
 10 
 
 Sect. 1. — Wago?is for Earthworks. 
 
 These wagons are employed for conveying the earth in the execution of em- 
 bankments. The bodies are generally formed moveable upon an axis, so that 
 they may be turned up either from the back, or on one side, when in use, like 
 carts. A wagon which tilts up at one end, is called, a wagon tilting on end, or 
 simply an end wagon. If it discharges at the side, it is known as a side-tilting 
 wagon, or a side wagon. 
 
 Further, there are wagons which tip both at their sides and ends, whichever 
 may be most convenient. The most simple method of constructing earth wagons, 
 or, if we may use the expression, the most rustic mode is, in our opinion, the best. 
 
 If the earth wagons are too finely constructed, not only are they rendered 
 costly, but their preservation at the yards is also rendered difficult and expensive. 
 
 The carpenter should be employed in the construction of this kind of wagon 
 in preference to the carriage builder. 
 
 The capacity of earth wagons depends on the importance of the work for 
 which they are intended, and the distances tliey are required to run. 
 
 It is necessary to make them more or less substantial, according to the time they 
 are expected to be in use, and the nature of the work for which they are intended. 
 
 The Companies of the Versailles and St. Germains Railways, being obliged to 
 procure wagons for their earthworks, adopted the form of those employed by the 
 great English contractors in the execution of various important railway works. 
 But since the former could not look forward to require them for the construction 
 of other extensive lines, they have not, in our opinion, acted wisely in selecting such 
 expensive models. 
 
 It was supposed that these wagons would afterwards serve for the ballasting 
 required in the maintenance of the way, which was a mistake it is important that 
 we should explain. 
 
 Ballast wagons require to be larger, and constructed with more care, than those 
 for earthworks ; and the bodies ought to be suspended, which is unnecessary with 
 the latter. 
 
 Wagons which are drawn at a slow rate by horses, ought to be lighter than 
 those conveyed at high velocities by locomotives. It would not, on the other 
 hand, be prudent to use the lighter and weaker ones upon inclined planes, or 
 where they would be exposed to violent shocks, or at the bottom of deep cuttings, 
 since the earth is sometimes obliged to be thrown from a great height into the 
 wagons. The loading of the wagons is often accomplished, by workmen placed on
 
 11 
 
 the road itself. It is necessary that the height of the wagon should not exceed 
 1'" 60 (5 feet 3 inches), so that men of low stature may not liiid any difBculty 
 in this operation. 
 
 The total weight ought to be distributed as (-(lually as jiussibie uiiori the four 
 wheels. That jHirtiou of the weight forming the body of tlie wagon, and jilaccd 
 at the side of the axle from which the wagon discharges, should not be formed so 
 strong as that situated on the other side (See Plates 43 and 45, Third Series of 
 Railway Practice), in order that the body may not be liable to continual oscil- 
 lations during the progress of the wagon. It is, however, important that the 
 dirt'erencc in the load upon ti>e two sides should not be considerabk-, by which the 
 workmen employed in disdiarging may accomplisli tiieir work easily. The distri- 
 bution should tiierefore be made accordingly in the loading. 
 
 The angle of tipping ought to be greater in j)roportion as the soil becomes 
 bad, so that clay and wet soil may slide easily ofl' the bottom of the wagon when 
 discharged. f" 
 
 The wheels should be of suflicient diameter, so that the wagons may not be 
 too dirticult to move, and enabled to pass over any small stones or other substances 
 which fretjuently obstruct the way. 
 
 Finally, it is necessary that the wagons be disposed so that the soil shall fall 
 a certain distance from them. 
 
 The whole of these conditions in the construction of wagons for earthworks, 
 are not fulfilled without some difficulty. 
 
 The wagons employed for earthwork on the London and Birmingham Kail- 
 way, the Great Western, the St. Germains and Versailles Railway, (See Plates, 
 43 and 45, Third Series of Railway Practice) are all composed of two distinct 
 parts. 
 
 1st. A limber, which comprises the wheels, axles, grease-boxes, and a framing 
 resting on the latter. 
 
 2nd. A moveable body, turning on two chairs, supported by the frame. 
 
 The wheels of the English wagons are larger than the French, being 75 cen- 
 timetres (2 feet 6 inches) in diameter, while the latter are only 50 centimetres 
 (1 foot 8 inches). We have already alluded to the advantage of large wheels in 
 facilitating motion ; we must not, however, suppose that large wheels diminish the 
 friction upon the gudgeon of the axles, since they require to be increased in 
 diameter in the same degree as the wheels; the friction, therefore remains the same. 
 It is the resistance at the circumference only that is diminished, which is of greater 
 importance on a temporary way full of pebbles than on a permanent line in good con- 
 
 u 2
 
 12 
 
 dition. W"e have also pointed out another advantage in large wheels — namely, 
 that they may be employed upon the line itself upon its completion. This point, 
 however, ought not to influence our choice of wheels much, since the largest that 
 have been employed for earth-wagons are only 75 centimetres (2 feet 6 inches) in 
 diameter, which is too small a size even for goods trucks, the wheels of which are 
 seldom less than 90 centimetres to 1 metre (3 feet to 3 feet 3 inches) in diameter. 
 They would answer better for coal wagons, but even in this case they would 
 require to be bound with iron, if intended to run at great velocity. We consider 
 that wheels formed altogether of cast-iron, like those used for the earth-wagons on 
 the Birmingham and the Great Western Railways ought to be rejected for subse- 
 quent employment on the line. They are, moreover, in most instances, completely 
 worn out after some months' use in the earthworks. 
 
 Smaller wheels have been adopted for the earth wagons on the lines in the 
 vicinity of Paris than those used in England, on account of their being less 
 expensive, and from their permitting the centre of gravity of the wagon falling 
 down lower, which renders the working easier under the circumstances before 
 enumerated. 
 
 Tlie wheels of earth Avagons, whatever their height may be, are always 
 formed of cast iron in one piece. It is indispensable to cast them in a shell, 
 forming a metal mould {e?i coquille) by which tlie periphery of the wheel under- 
 goes a kind of tempering from being suddenly cooled by contact with the metal. 
 There are certain openings formed in the nave, as shown in the plates of details 
 which enables the metal forming the nave and spokes to shrink and settle down Avith- 
 out difficulty, since these parts take longer time in cooling than the circumference. 
 The openings are afterwards filled up with iron wedges, and the nave is girdled when 
 cold with an iron ring to enable it to resist the action of the wedging (see Plates). 
 We have known instances of cast-iron wheels that have been neither formed en 
 coquille nor girdled with iron, to wear out in a few weeks. 
 
 The axles ought to be made of Avroiight iron of the first quality, Avhen they 
 seldom break. The gudgeons on which the bearings and grease boxes are placed are 
 the only parts that are turned. The usual dimensions may be seen by turning to 
 Plates 44 and 47, " Third Series of Railway Practice." Referring to the fact that 
 the gudgeons do not last long, but are invariably soon Avorn out from the action 
 of the bearings, it would be better to increase their diameter, and the extra 
 resistance which Avould consequently result would not be of much consequence 
 in cases where the obstruction is principally found at the peripheries of the wheels.
 
 The gudgeons are either placed outside tlie wheels, as in the French wagons, 
 or inside, :is in the English. 
 
 They are formed of less diameter, taking wheels of similar size when they are 
 placed outside, as it renders them less liable to rupture, but the wagon is sub- 
 jected to be upset by the axle breaking on the inside at the part near the nave; 
 when these wheels are pushed laterally, or the flanges rubbed forcibly against the 
 rails. In order to resist this kind of action, the gudgeons ought to be of greater 
 thickness when placed inside. 
 
 The l>earings and grease boxes of the earth wagons are generally very 
 simple, the bearings are formed of one piece of cast iron, which is fixed directly 
 on the side pieces by screws which also serve to support a small piece of wood, or 
 a small plate of iron beneath the axle. The latter pieces prevent the body of the 
 carriage from rising up and becoming separated from the frame by the effect of 
 jolts, which are sometimes violent on roughly laid ways. It is essential that the 
 screws should be thick and of good quality to resist the shocks arising from these 
 jolts, also those which take place when the wagon is tilted and pulled up again by 
 the frame in the operation of discharging the soil. 
 
 The bearings, or grease-boxes of the earth-wagons on the St. Gerniains Bail- 
 way are very light and simple, but want strength at tliose parts where they are 
 fixed to the lower side-pieces. The introduction of a brass bearing between the 
 cast iron grease box and the wrought iron gudgeon of the axle, the same as 
 with those used on the finished line, is unusual in wagons for earthwork. The 
 surfaces in contact, therefore, consist of cast and of wrought iron. We consider 
 that, notwithstanding the complication that would result from having a brass chair 
 in the grease-box, that it would be very useful for earth-wagons. 
 
 It is of consequence to preserve the inside of the grease-boxes and their joints 
 with the axles next the naves from the dirt, even of earth-wagons, with the greatest 
 care, the wheels are for this purpose covered with a plank projecting over the 
 lower side-pieces, and pieces of leather are nailed to the lower side-pieces over 
 the grease-boxes. 
 
 The framework of earth-wagons is composed of long timbers, which form the 
 lower side-pieces, of cross-pieces and bolts, for maintaining them at their proper dis- 
 tances, and of wood or iron diagonal pieces. The brackets supporting the tilting 
 pivots of the body are placed on this frame, also those upon which the hinder 
 part of the body rests. 
 
 In the different wagons shown in Plates 43 and 45, (" Third Series Kailway 
 Practice,") those of the Great Western excepted, the terminations of the lower
 
 14 
 
 side-pieces form the touching points between the several wagons of the same train. 
 These extremities are, for this reason, called the butting ends, or butters, and are 
 securely bound with iron; the frame, therefore, being the part which receives the 
 greatest shocks, consequently requires to be very strong. 
 
 The extremities of the upper longitudinal pieces of the body form the butters 
 in the wagons of the Great Western Railway, from which we conceive that the 
 body must undergo great wear. 
 
 The bolts wiiich answer for the tilting pivot for the bodies of the wagons turn 
 in cast iron boxes. These bolts are maintained on boxes in the wagons on 
 the St. Germains line, and in some of those on the Versailles line (left bank) by 
 iron stirrups, which are very expensive. The boxes adopted in the wagons of the 
 Birmingham llailway are all formed of cast iron, and are much more economical. 
 We have tried them, and found that they answered very well. 
 
 The bodies of earth-wagons are trapezoidal in shape, and a certain inclination 
 is given to the sides to facilitate the tipping. The effect of the depth is diminished 
 by extending the length and width ; the inside is also made as plain and level as 
 possible, and every projection is carefully avoided, as those occasioned by the heads 
 of bolts and screws ; the planks also forming the bottom are placed longwise. The 
 angle of tilting is reduced, which facilitates the operation of the wagon greatly ; 
 it is, however, necessary that this angle should not be less than 40 to 45 degrees. 
 Argillaceous soils are difficult to discharge under a less angle ; and even under this, 
 the workmen are sometimes obliged to detach it with pickaxes. 
 
 The bottom ought not to be formed of oak, but of deal, if not of poplar, and 
 of sufficient thickness. The sides may be either of oak or deal. 
 
 The bottom also requires to be strongly supported, so as to withstand the 
 effect of stones thrown in from a great height. It is with this view that the 
 earth wagons on the Versailles (left line) have been formed with a special frame- 
 work, which is not the case with those of the St. Germains. The employment of 
 this frame has rendered it necessary to elevate the centre of gravity of the wagons. 
 Therefore, in order to discharge them under the angle of 45 degrees, the two axles 
 require to be loaded unequally, by which the hinder wheels jump up at the 
 moment of tipping, and afterwards fall down on the rails. This raising up of the 
 hinder wheels renders the discharge much more easy. The jolting has, however, on 
 some occasions, caused the fracture of the grease boxes, although such accidents 
 are rare. 
 
 We recommend, finally, that the transverse beams of the frame which, with
 
 15 
 
 the longitudinal ones, support tlie body of the wii{?ons, should be connected witli a 
 mortice, otherwise they run the risk of splitting upon the leiist shock. 
 
 The flap of the wagon, when placed at one of the extremities, may be raised 
 like those of ordinary carts, which mctlind is simple, and permits of the centre of 
 gravity of the wagnn being lowered, and of tiie angle of tipping being increased, and 
 the discharge regulated accordingly. Or the flaps may be lixeil to the bodies by 
 hinges, as in the dilicrent wagons shown in the Plates l.'i and Ao, (" Third Series of 
 Railway Practice.") The two iron arcs (see I'lates), placed upon each side of the 
 body, serve sometimes to keep the flap shut, and at others to sustain it while open 
 in any particular position. The arcs of the wagons used on the Versailles line 
 (left bank), and those of the St. Germains IJailway are disposed so that upon the 
 flaps being opened, they lie on the same plane as the floor of the wagon, which 
 may be said to be prolonged. The eartli is thus thrown some distance from the 
 wagons. This advantage is lost with the English wagons, as the flaps hang down 
 vertically. The inclination of the body when tilted is also obliged to be dimi- 
 nished, or the wagon lifted up in the operation of tilting, in order to prevent the 
 flap striking against the rails. 
 
 It is essential to provide means, in the arrangement of the hinges, to prevent 
 the earth which adheres to the flap from falling in the joint, and thus impeding 
 the play of the hinge. The flaps ought to be made of one piece, and require to 
 be very strong. 
 
 All the straps should be made of convenient dimensions, and of iron of good 
 quality. The dimensions of the straps of the earth-wagons used on the Versailles 
 line (left bank), and represented in the plates, are found from experience to be 
 the most suitable. A description of the most approved forms will be found in the 
 documents at page 149 of the " Third Series of Railway Practice." 
 
 The chain straps to the flaps which are employed to unite the body to the 
 frame during the transit, are subjected to the greatest strain, more especially 
 when the bodies are too heavily laden in front. It is, therefore, necessary to take 
 particular precautions in manufacturing them. 
 
 It is not merely requisite to avoid all unnecessary expense in the construc- 
 tion of earth-wagons, but to make them upon such a plan as shall reduce the repairs 
 to a nunimuiu. One of the best means of eflecting this is to provide all the wood 
 of the same dimensions, and to manufacture the whole of the ironwork nf the same 
 forms and sizes, so that the pieces forming one wagon may be brought into use 
 for the repairs of another; even the holes in these straps ought to be of a uniform
 
 16 
 
 size, in order that when one strap is replaced by another, it may be unnecessary 
 to cut the wood, or reduce its solidity. It is very important that the worm of 
 the nut should also be of the same dimensions, and the bolts ought to be terminated 
 by the same thread, so that every screw which is lost may be replaced by one of 
 the same order. 
 
 The bodies rest immediately on the axles, in the earth-wagons employed on 
 the Rouen line, shown in Plate 48, (" Third Series of Railway Practice.") This 
 wagon is very simple in its construction, and of moderate height; but the mode 
 of construction is only applicable for wagons that are discharged from their fore- 
 end. 
 
 All earth-wagons ought to be provided with a break, more especially if they 
 are employed on steep inclines. The Plates 43 and 45 (" Third Series of Railway 
 Practice") represent breaks of different models, which are very simple and ser- 
 viceable. 
 
 The breaks of the English wagons (Plate 45), have the advantage over the 
 French (Plate 43), by acting on two wheels at once; but we may remark that it 
 is impossible to use them with wheels of smaller diameter, if the same interspace be- 
 tween the axles be preserved. The lever of the break in the French wagons is 
 nearly horizontal, so that the breaksman, who generally stands upright on the 
 lower side-pieces of the wagon, gets on this lever in working the break. 
 
 The relative number of front tilting and side tilting wagons employed 
 depends upon the necessities of the work- being executed ; it varies as the earth- 
 work advance.^, one portion of the work would necessarily be standing still if 
 wagons tilting at the end were exclusively employed, or others tilting only at the 
 side. 
 
 We must further arrange to have a certain number of wagons capable of 
 tilting both at the front and at the side, as those shown in No. 3, Plate 43 (Third 
 Series of Railway Practice), and described in the text. 
 
 We entrusted the execution of the carpenters' work on the Versailles line 
 (left bank) to one contractor, and confided the straps to another, the former fixing 
 the ironwork and putting them together. It would have been better to have left 
 the entire construction of the wagons to the same contractor, by which we should 
 have avoided the difiiculties which almost inevitably arise when the responsibility 
 is divided between two different parties. 
 
 We find by turning to page 147 of the Documents (" Third Series of Railway 
 Practice,") that the wagons discharging in front on the Versailles line (left bank)
 
 cost G40 francs 65 cents. (SS/. 13«. G</.), uml those at tlie side cost G64 francs 
 80 cents. (2G/. lis. l<l.) Tlicy were constructeil of great strengtli, since they 
 were intended to Ikj drawn by loconuitives at great speetl. They might, however, 
 be provided at a less cost at tlie j)resent time. Wagons ilruwn by horses to short 
 dist:mces ouglit not to cost more than 300 to lOU francs. (12 to IG/.) 
 
 Tliose employed on the line from Lille, on the Belgian frontier, according to 
 M. 15rali;int, cost oidy 450 francs, (IH/. ) (See the Documents in the " Third 
 Series of Knilway Practice.") 
 
 The wagons adopted on the line from Strasbourg to Basle are similar to those 
 of the Versailles line (left bank), and an English model is employed on that from 
 Alais to Beaucaire. 
 
 Sect. II — Ballast Waijorus. 
 
 We are now about to allude to one of the most important branches (prac- 
 tically sp.eaking) in the construction of railways — the establishment of the jier- 
 manent luakrial (stock or plant) — which has hitherto been too much neglected. 
 
 The permanent material generally occupies the last place in our c.msidera- 
 tion: not until the whole of the other designs are determined upon, and partly ex- 
 ecuted, and the engineers arc engaged in attending to the works in active progress, 
 and have but little leisure, that it is thought of; when, in short, the subscribed 
 capital, which is too often founded on erroneous data, is nearly exhausted, and 
 economy has become a matter of necessity in all branches of the service. The 
 consiHjtience is, that the plant is not sufficiently studied, and the contractors 
 are rarely allowed sufficient time to make their arrangements, to dry their timber, 
 and to set to work carefully, whereby the company loses the right of expecting him 
 to fulfil his engagement properly. 
 
 The choice and proper condition of the permanent material of a railway is 
 of great importance, since the cost of maintenance constitutes one of the principal 
 branches of the expense, after the opening of a line. When the material is badly 
 constructed and defective, an expense, moreover, is incurred, not only in the ad- 
 ditional cost of maintenance, but also in that of the conveyance which it involves. 
 The difficulties which take place in the work rentier repairs frequently necessary, 
 and are additional sources of expense, as well as of accidents, and also necessitate 
 the maintenance of a large reserve stock of material, which is the same as 
 sinking so much capital. When, on the conti'ary, the material is strong and pro- 
 perly arranged, this reserve may be greatly reduced. The fact of the amount 
 required during the constructioa being less, is not the only advantage, siuce expc- 
 
 c
 
 18 
 
 rience alone can expose the defects in the material, and we are enabled to take 
 advantage of this experience, as Avell as of the improvements which every day 
 arise, by not keeping a large stock, but obtaining it merely in proportion to our 
 immediate wants. 
 
 When the designs for the material are determined, the companies execute it 
 either on their own premises or let the work to contractors. 
 
 This latter plan is, without doubt, preferable, especially where a company 
 has to collect proper workmen together, and to build the workshops in a limited 
 period, while occupied with other important works. It is, moreover, the interest 
 of a company to employ a contractor, even for the following reason only — viz., 
 that of being able to impose a pecuniary responsibility upon him, which they 
 cannot do with tlieir workmen. There appear to be some reasons for abandoning 
 this plan at a subsequent period, when the railway is in full working condition ; 
 but we believe they are not sufficient to induce a company to renounce the advan- 
 tages which they obtain by employing a contractor. 
 
 The preceding observations upon tlie material (stock or plant) appeared to 
 us necessary as' a preliminary to the technical details which we shall now enter 
 upon. 
 
 The wagons composing the permanent stock of a railway adapted to aiford a 
 rapid transit diifer essentially from the wagons used in earthwork, and from all 
 those used on temporary railways, inasmuch as — 
 
 Istly. The wheels are always from 90 centimetres to 1 metre (from 3 feet to 
 3 feet 3 inches) in diameter. 
 
 2ndly. All the wheels are bound with wiought iron. 
 
 3rdly. The naves of the wheels are always formed of cast iron ; the spokes, 
 with a portion of the circumference upon which the exterior tire and flange is 
 fixed generally consist of wrought iron. The spokes of wagons used for goods 
 only are, however, sometimes run in cast iron, together with the mould. 
 
 4thly. The cast-iron grease boxes resting on the gudgeons of the axles are 
 always furnished with brass bearings. 
 
 5thly. The frame supporting the body of the wagon, or in some cases a plat- 
 form, instead of a body, is borne on the extremities of the springs, which again 
 rest (at the middle) on the grease boxes, and are fastened to the same by iron 
 straps, as the ordinary carriage, represented in Plate 12, or the frame is suspended 
 at the ends of the springs, as the carriage " de liuce" on the same plate. The 
 springs are in this case separated from the grease boxes by frame- work, and do 
 not, therefore, rest immediately on them. They are encompassed in the middle
 
 19 
 
 by a stirrup, the pin of wliich pusses thruugh the frume uiid rests on the middle of 
 the grejisc box. 
 
 The sprinj:s are frwpiently phiced umiiT the frame, as in the carria;,'c> on the 
 Rouen line, and tlie frame is suspended at the i iid> nftlie springs by leather straps, 
 as shown by the fijrs. in Plate 20. 
 
 The prease lioxes are, in all cases, placed k-tween two cheeks, formed either of 
 wrought-iron, or of cast-iron of greater thickness, whieh are called yuani- plates. 
 They are fixed solidly to the frame, so that the grease box can move up wlien the 
 spring is raised, and afterwards slip down again, but cannot be displaceil laterally 
 unless the plate is dragged away with the frame-work attached to it. The dis- 
 tance between the axles remains constantly the same, on the greater part of the 
 lines in the environs of Paris — the grease boxes being eH'ectually confined within 
 the cheeks of the guard-plates; they cannot, at least, get displaced l)eyond certain 
 limits, which may be determined at pleasure tlius — a certain space is left tor jdav in 
 the carriages employed on the Kouen line between the grease box and the cheeks. 
 
 The number of the axles varies from four to eight. In the eight-wheel 
 carriages those of each pair only (consisting of four wheels) are parallel, while in 
 the six-wheel the three axles are generally so. This rule is, however, departed 
 from on the St. Stephen's line (see page 19), where they are rendered moveable. 
 
 AVe shall hereafter examine into the advantages and inconveniences which 
 the use of a greater ur lesser number of wheels juesent, in treating of the bodies of 
 carriages and their proportions. 
 
 Gthly. The gudgeons of the axles are almost always placed outside the wheels. 
 We may remember that this disposition allows of their being diminished in diameter 
 (see page 13), and consequently of the resistance being reduced. 
 
 7thly, and finally, the frame-work of the wagons comjKising the permanent 
 stock, carries springs, with some few excei)tions (with goods wagons), to soften 
 the shiicks and jolts arising from the reaction of the dilferent carriages of a train 
 against each other. 
 
 We will therefore examine successively the different parts forming the per- 
 manent stock of railways, commencing with wheels. 
 
 Wheels are employed formed entirely of cast-iron, or of cast-iron with wrought- 
 iron tires, or the nave oidy consists of cast-iron, and the other parts of wrought- 
 iron. Wheels have also been used for locomotives with cast-iron naves, wooden 
 spokes, cast-iron peripheries, and wrought-iron tires; but this description of wheel 
 has since been abandoned. 
 
 Wheels formed entirely of cast-iron have not to our knowledge been employed 
 
 c 2
 
 20 
 
 on any European railway traversed at great velocity, excepting the St. Stephen's 
 and Lyons. 
 
 " Wrought-iron wheels," says Mr. Lockart, engineer of this line, in a Memoire 
 publisheJ in the Annals of Bridges and Roads* "are employed on almost all 
 railways for the carriages and tenders; but when a railway presents inclined planes 
 of some extent — such as that of ' Kive-de-Gier,' for instance — on the St. Stephen's, 
 the fall of which is 1 in 17 for a length of 21 kilometres (about 13 miles), it is 
 imperative to substitute cast-iron wheels. This is rendered necessary by the em- 
 ployment of breaks, which are used every minute, either to moderate the speed or 
 to stop the trains near the stations. This frequent use of the break consequently 
 reduces the period of service of the iron wheels, and renders their periplieries con- 
 stantly irregular, which produces continual joltings, and proves most inconvenient 
 to tlie passengers, wliicli is independent of the serious inconveniences already stated 
 in the paragraph relative to tlie fracturing of rails. An axle furnished with two 
 wrought-iron wheels costs 435 francs, while it does not exceed 375 francs with 
 cast-iron wheels. This great diffei'ence justifies the preference which is given to 
 cast-iron wheels for wagons employed in the transport of coal on all the English 
 railways. It is, therefore, advantageous to employ cast-iron wheels on railways 
 presenting long inclined planes, and oh which the traffic consists principally of 
 very heavy articles, such as stone, coal, and minerals. These wheels, however, 
 often break, and occasion accidents which somewhat detract from the advantages 
 which they present in price, although we can meet this objection by stating that 
 the plan hitherto fulloAved in their construction is far from efiecting the most 
 favourable condition. It is, in our opinion, susceptible of most important improve- 
 ments. Further, in order to give an idea of the durability of cast-iron wheels, 
 we will instance some facts. The proportion of wheels broken or worn out is 40 
 per cent, on the St. Stephen's Railway, while on the line from Stanhope to Tyne, 
 which is situated, as near as possible, in the same circumstances, this proportion 
 (regard being paid to the difierence in transport) is only Hi percent., and broken 
 wheels are very rare on the latter; no more than three or four are broken annually, 
 among 2000 wagons. This enormous diiference is partly attributable to the 
 superiority of the English castings over the French." 
 
 We have transcribed the preceding passage, as expressing the opinion of an 
 able and practical man ; we do not, however, agree with him in preferring wheels 
 composed entirely of cast iron, even for lines presenting inclined planes of some 
 
 * Annals of Bridges and Roads, May and June, 1843.
 
 21 
 
 extent ; but we have not made any comparative experiments on the destructive 
 action which the breaks exercise under the jjarticular circumstances in which the 
 St. Steplicn's Railway is situated; but it appears dillicult to believe that wlieels 
 furnished with wrought-iron tires and properly mamil'actured are incapable of 
 oflering the same resistance as wheels eonsistiu}!; entirely of cast iron. Moreover, 
 as the latter are not turned like the former, nor are so correctly lai<l out from the 
 centre, they cannot turn so well, and they proved defective even on the line above 
 referred to, after a short time, since (from a letter addressed to us by one of the 
 managers, M. Paul Seguin) wheels furnished with wrought tires have been sub- 
 stituted fiir the carriages, if not for the goods wagons. 
 
 All the wheels are bound witii wrought iron, on the Croydon and many 
 other English lines, where there are considerable inclines. In respect to the rail- 
 ways in the neighbourhood of Newcastle, where cast-iron wheels are adopted, we 
 may state, that they all belong to that class of railways on which the speed rarely 
 exceeds -i or 5 leagues ('Ji to 121 miles) per hour, and are intended more parti- 
 cularly for the transport of goods rather than passengers. 
 
 On all the great lines, where both goods and passengers are transported at 
 great velocity by locomotives, the wheels are bound with wrought-iron tires, and 
 even Mr. Lockart admits that they are preferable in these cases to those formed 
 of cast iron. 
 
 Cast-iron wheels have been tried in America, according to M. Michel Che- 
 valier, with wrought-iron tires united to the casting of the peripheries, forming 
 one body with them, but which plan was obliged to be discontinued, as it rendered 
 the milling work very difficult. 
 
 They generally place the passenger carriages on wheels formed with cast- 
 iron naves and wrought-iron spokes, but wheels with Iwtli cast-iron naves and 
 spokes are employed for the goods wagons. We advise the exclusive use of wheels 
 formed with wrought-iron spokes for every kind of carriage or wagon used for 
 passengers. 
 
 Wheels formed with cast-iron spokes are the cheapest, but tlio difference in 
 price is not sufficient to compensate for their defects. They are also liable to ac- 
 cidents on account of their brittleness, which wrought iron spokes are not subject to. 
 
 In tiie event of a train running off the rails, or an axle breaking; if the 
 wheels are formed with cast-iron spokes, they are exposed to fracture, while 
 wrought-iron spokes would, on the contrary, be able to withstand the shock. 
 These defects are too frequent with the former : a key fastened either too tight or 
 too loosely, a tire too hot at the time of connecting it to the wheel, or too much
 
 22 
 
 worn, or removed or replaced without suiEcient precaution, form so many causes of 
 rupture, either of which may occasion the entire destruction of the wheel. Wrought- 
 iron spokes may therefore be considered superior, if it were merely on account of 
 the strength whicli they aiford the wheels ; but this is not their only claim to the 
 preference of engineers : they possess the quality of being also more elastic than 
 those of cast-iron. We conceive that the employment of wheels constructed per- 
 fectly rigid would contribute powerfully to the destruction of the axle, since they 
 would transmit the whole of the vibrations to it. 
 
 Wheels constructed with cast-iron spokes and wrought-iron tires are used for 
 wagons employed in the transport of goods, and even for locomotives in America, 
 being constructed after different plans. 
 
 The tire which receives the action of the rolling friction is formed of wrought- 
 iron, and independent of tlie body of the wheel — the latter is not, therefore, cast 
 en coqiciUe, nor is the nave notched like the Avheels of earth wagons. The spokes 
 are then ribbed, as shown in the following cut, and the circular part 
 is also formed with a rib upon tiie inside, or are double ribbed, 
 as the American locomotives, and fastened to the peripheries, like the wheels 
 employed on the Belgian Railway, (see Plate 17); or, lastly, they are cast 
 round and hollow, as employed in the goods wagons on the Birmingham line. 
 (See wheels of the Alais and Beaucaire, in last plate.) Wheels with wrought- 
 iron spokes are almost exclusively constructed as shown on this plate. (See 
 the wheels of the London and Birmingham, No. 2; ditto, Orleans; ditto, Stras- 
 bourg and Basle.) The spokes are composed of strips of wrought-iron from 
 eight to nine centimetres (3 inches to 3^ inches) wide, and from ten to 
 fifteen centimetres (4 inches to G inches) in thickness, spread out so as to 
 form triangles, with curvilinear, rectilinear, or pentagonal sides. The apex 
 of each of these triangles or pentagons is lodged in the cast-iron nave, and one of 
 the sides is supported either directly upon the outside tire, with the flange, or 
 against the intermediate circle. 
 
 Wheels constructed with one circle are more economical than those formed 
 with two, and last exceedingly well. They have been used on the whole of the 
 English, on the Belgian Railways, and on the line from Strasbourg to Basle. The 
 spokes of the wheel, No. 2, employed on the London and Birmingham Railway, 
 (see plate,) are curved, in order to give them more elasticity. That of the Stras- 
 bourg and Basle is the last model employed. 
 
 The Orleans wheel has been employed recently. The circles being more 
 equally sustained than the others, the wheel will probably continue in wear longer
 
 2:? 
 
 than the old ones. We, however, consider that further experience is required in 
 order to become fully ucquaiiited with their advuntajres. 
 
 Rramah's wiieol h:is heen einjihiyed on the line from Kdinloii lo liirmin;;Iiam, 
 and its construction is at once elegant and ingenious. Ipuu examining a trans- 
 verse section of a spoke, we nniy j)erceive that it is composed of iron bars milled 
 to a particular form and placed together; the wheel is bound with an iron circle, 
 as shown, wliich is furnisiied with a tongue wliich tits into grooves formed in each 
 of tiie bands forming the spokes. The tire upon which the flange is formed encases 
 this band. Hramah's wheel, when thus constructed, possesses great elasticity, 
 althougli it is expensive. 
 
 Hicks' wheel has not been much emjdoyed, excepting for a tender. 
 
 Lastly, we have seen wheels on the (.ireat Western, the spokes of which were 
 replaced by two cast-iron discs. These were both expensive in construction, and 
 delicient in elasticity. 
 
 Tlie shape and the dimensions of the tires are shown by the wlieel on tiie London 
 and Birmingham Railway, No. 2; ditto, Orleans; ditto Strasbourg and Basle, (on 
 the last plate.) We recommend that they be made of sufficient tliickness, in order 
 to allow of being frequently turned during use, without becoming too reduced. The 
 use of thick tires is, moreover, economical, since, being of some substance, they 
 do not require so much labour in tlie construction. 
 
 Those used for carriages ought to be ."55 to 40 millimetres (1"3 to 15 inch) 
 thick in the thinnest part, in their rough state. The tires of locomotives are 45 
 to Jl millimetres (1-7 to 2 inches) thick. 
 
 It has been found necessary to increase the width of the tires on the English 
 railways lately constructed, in order to give greater facility for lateral play, and 
 to reduce the friction on the flanges. We may remark, that the width of the 
 wheels of the hist pattern cnq)loye;l on the Orleans line is 130 millimetres (5 inches), 
 while those of the old-fashioned English wheels are 100 millimetres (4 inches). 
 
 The conicity, or inclination of the tire, varies according to the length of the 
 radii forming the curves of the line on which they are intended to be employed. 
 The inclination of the tires on the London and Birmingham Railway, where the 
 curves are (with a single exception) 1000 metres (1093 yards) radius, is l-13th, 
 and on the Versailles line (left bank) the minimum radius being 1200 metres 
 (1312 yards), the inclination is l-12th. On the line from Strasbourg to Basle, 
 where the curres are few but of great radiu.«, it is l-25th. 
 
 The edges or flanges of the wheels should be of great thickness, as well as 
 the bodies of the tires, especially where the wheels are required to pass over curves
 
 24 
 
 of small radius. It is essential to arrange so that the flange and body of the 
 tire shall wear together. 
 
 The curved line uniting the flange to the periphery ought 
 
 to he sufficiently long. It is, in fact, requisite, as the wheel \^ 
 
 becomes hollow in the middle, to leave a chamfer on the 
 
 edge of the periphery, about one centimetre ('39 of an inch) wide (see cut). 
 
 Wrought-iron spokes being in general use at the present time, for wheels, it 
 is proper to say a few words on their manufacture. 
 
 The bars forming the spokes of the wheel ought to be strengthened at their 
 angles, as shown in Plate 17. The manufacture is commenced by the iron being 
 doubled back, by which the thickness of the parts to be laminated is inci-eased. 
 They are afterwards placed in a cast-iron mould, and carefully curved, so as to 
 give the concave portions a rounded angle, and an acute one to tlie exterior. 
 The ends which enter the nave are cut off, as shown in the Strasbourg and 
 Basle wheel. 
 
 The spokes thus disposed are placed in the mill, care being taken that the 
 angles do not touch at their extremities : if this precaution is not taken, the sub- 
 sequent contraction of the nave causes the casting to fasten them, so as to make 
 them bulge out in the middle. They afterwards run the nave, leaving a good 
 mass of metal at the top, and what is remarkable, running it into the mould as 
 cool as possible. 
 
 It is advisable to cut off the extremities of the spokes which enter the nave ; 
 many wheels, however, in which this precaution has not been observed, have, 
 notwithstanding, done excellent service. 
 
 The iron for the tire should present great hardness, and be capable of with- 
 standing fracture. It ought neither to peel off nor split. These different condi- 
 tions cannot be obtained without the greatest difficulty. 
 
 It has been endeavoured to manufacture the tires hard on the outside, and 
 soft and tenacious within, but it rendered the bars liable to split concentrically 
 upon the surface, the different qualities of the iron preventing the proper lamina- 
 tion of the whole. The wheels were consequently soon destroyed. 
 
 Upon the tires being curved, previously to being placed on the wheels, they are 
 reheated in a furnace prepared for that purpose. ' Upon one or two heats being 
 given, they are then curved on a mould either by means of vices, or by a cylin- 
 der, which is better, and which presses the tire against the mould, to which it is 
 fastened by one of its extremities. Upon the tire being bent, it is welded together. 
 
 Formerly, when a tire was being welded, the extremities were sloped over each
 
 FiK. 1. 
 
 ^:<3 
 
 Fiff. 2. 
 
 Fig. 3. 
 
 Other, ami the edges bevelled off, which proceeding not only involved difficulties 
 of execution on account of the great surface requisite to be welded, but in the 
 managing of tlie piece. It also often altered the dimensions of the circle. 
 
 The following method is generally adopted at the 
 present time: The two extremities of the tire are first 
 sloped back, as at A and H, and are then brought near 
 each other. 
 
 Two wedges, of the same thickness as the tire, are afterwards added at the 
 forge, one of which becomes the flange. The tire and wedges are then heated 
 separately, and when at the proper heat for welding, the latter are placed in the 
 notches A and B, and hammered both horizontally and vertically, in order to 
 ensure a perfwt union of the whole. It is necessary that the two extremities of 
 the tire should not touch each other, but the two wedges ought to do so. The tire 
 being thus united without any alteration being made in its diameter, is again 
 heated until red, and placed on a cast-iron mould to give it the requisite shape. 
 The moulds best adapted for wheels of one metre (3 feet 3 inches) diameter, 
 
 consist of a simple cast-iron ring turned 
 
 and divided into two parts, which is 
 
 fixed against the tire by wedges. ^Moulds 
 
 composed of several pieces are employed 
 
 for wheels of greater diameter. 
 
 Moulds of the latter description are also 
 
 used for small wheels, but the other model 
 
 appears in this case preferable, on account 
 of its extreme simplicity. A conical wedge is sunk into 
 
 the centre of the mould, while the tire is being struck, in order that it should apply 
 exactly upon the exterior periphery. This apparatus is placed on a large 
 cast-iron frame, projecting all round, and requires to be solidly fixed. 'When 
 the tire is moulded, it is immediately placed on the wheel, or, what is better, 
 it is turned on the inside, and reheated. Upon these two operations being finished, 
 it is then fixed on the wheel. 
 
 Tires which are not turned are very irregular in their shape, and adliere at 
 certain parts oidy ; they, consequently, deform the wlieels. It is not only as well 
 to turn tliem inside and outside, but also to prepare the exterior faces of the spokes 
 with a coarse file. These precautions cannot be neglected with the wheels of loco- 
 motives, if they are dispensed with for wagons; otherwise they will last but 
 little time. 
 
 D
 
 26 
 
 The tire (together with the flange upon it) is fixed to the periphery by 
 means of rivets (see Plate 17). It should be formed sufficiently conical to ensure 
 of its being perfectly solid, aud extended over the entire thickness of the wheel, 
 and placed on with great care. 
 
 The use of screws is preferred on the Belgian Railways, which penetrate a 
 certain distance only into the substance of the tire. A well-made wheel ought to 
 sound like a bell, when the spokes are struck with an iron rod. 
 
 The breaking of an axle is much less dangerous than is generally supposed; 
 they have been frequently broken, without causing any accident, on the lines from 
 Strasbourg to Basle, and on most other railways. The bodies of the carriages 
 being, as we may say, suspended one to another, are consequently guided aud con- 
 tinued along the line, even in the event of an axle breaking. 
 
 Since, however, every means should be taken to prevent accidents, even those 
 apparently the most improbable, and as the maintenance of the axles becomes 
 expensive when they are badly manufactured, of inferior quality, or insuflScient 
 dimensions, we will, therefore, offer some remarks upon this subject. 
 
 Although the axles do not often cause accidents from breaking, the terrible 
 and ever-to-be-deplored accident of the 8th of May shows us what may result from 
 the axles of an engine breaking. 
 
 Plate 18 shows the form and dimensions of several axles, both of wagons and 
 engines, and our observations upon them are the results of long experience. 
 
 Axles seldom break, excepting at the interior part next the nave, from the 
 effects of violent shocks aud strains. It would be diflicult to instance cases of 
 axles breaking at other parts, excepting from some great defect. The whole of 
 the efforts that, the wheels are subjected to by the pressure of the flanges against 
 the rails, and the vibrations in the substance of the axle, are transmitted to 
 these points, independently of the direct action of the body of the carriage. As 
 the former forms the greater strain, it is consequently important that the axle 
 should possess greater resistance at these parts than at the others. 
 
 The axle was for a long time sloped off at an acute angle, precisely at its 
 interior junction with the nave, as shown in the Axles of the Versailles and St. 
 Germains, ditto London and Birmingham, No. 2; ditto Strasbourg and Basle (old 
 pattern) ; ditto Paris and Rouen, (see Plate 18 ) This may be readily perceived 
 to have been erroneous, since iron is always more liable to fracture when in the 
 shape of an acute angle. If an iron bar is struck with a tool formed with an 
 edge in the form of an acute angle, it breaks at the first blow ; but a round-edged 
 instrument only bends it, several blows being required to effect a fracture, a fact 
 well known to workmen. We may cite another example of the influence of acute
 
 angles on the fragility of iron. The screws of the iron suspension-rods used on 
 the railway from Stnislwurg to Basle, which were acute angled, were found to 
 resist very well while lu-w, but hruke off at the ends after u certain time. rjKin 
 being replaced by rods the screws of which were formed with roundeil threads, 
 the latter are found to resist much better, although of the same dimensions aa 
 the former. 
 
 The directors of the Strasbourg and Basle line, alarmed at the breaking of 
 the several axles of the original model employed, (see Piute 18,) thought proper 
 to replace the whole of them. Upon breaking them up, the examination uf the 
 fractures proved very interesting. The fracture always occurred at the inside, 
 at the separation of the axle from the nave. It invariably appeared smooth and 
 uniform, whether the axle was broken in the service or by blows of a rammer. 
 The grain was very fine, like that of steel, in the zones A and B in the Cut. 
 I'i-' ' It was coarser towards the zone C, until it became similar 
 
 to that forming the body of the axle, where the iron had 
 preserved its primitive texture. The brown colour of the rust 
 in the zone A, like that of very old fractures, became gra- 
 ilually less in depth towards the zone B, and altogether disap- 
 peared in that of C. Lastly, the circles which surrounded 
 the zones B and C, were n^ concentric, but all tangents to 
 the circle representing the periphery of tlic axle at D, where the key was placed. 
 The same focts were observed in a great number of axles that had been long 
 in use, and manufactured, moreover, of iron of totally different qualities — viz., of 
 some of excellent quality, of very strong and homogeneous iron, and of that made 
 with cast-iron cuttings, of iron of a scaly texture, and of iron breaking into large 
 grains. 
 
 We see. from the preceding, how much use gradually modifies the axles; the 
 oxidation of the fracture denotes the presence of a split, which gradually increases 
 up to the moment of breaking. It ajjpears incontestable that this kind of altera- 
 tion results from the old method of cutting them off at an acute angle next the 
 nave, but we must not altogether conclude that it would be effectually prevented 
 by substituting a rounde<l contour instead. Tlie axles which were originally 
 executeil with curves next the bearings on the line from Stra.<;bourg to Basle have 
 been broken with a rammer after three years' use, when they 
 broke, at the extremities of their slopes, in the direction of A B. ^^" "• 
 
 The fractures presented an appearance similar to the original % T| — p-i 
 
 axles. Those in whicH the iron was of good quality sustained "^ 
 
 d2
 
 28 
 
 four blows of a rammer of GOO kilogrammes (1323 lbs.) dropped upon them 
 from a height of 5 metres (16 feet 5 inches), sometimes upon one side, at other 
 times on the other, before they broke. 
 
 The change in the texture of iron of which we have just spoken, has been 
 noticed by practical men not only in similar cases, but also under circumstances 
 perfectly analogous. Thus, two stone cylinders were employed to balance a draw- 
 bridge at Toulon ; these cylinders rolled on a curved road, and were united by an 
 iron axle, the latter was made at the arsenal of chain cable iron, and participated 
 in all the vibrations of the platform forming the bridge. After eighteen months' 
 service, it broke on the passage of the mail (one of the horses being killed), and 
 fell in several pieces, notwithstanding its excellent quality. The axis was re- 
 established with iron of precisely similar quality, but covered with wood, which 
 has since resisted perfectly well. The use of wood to destroy the vibration 
 of the axles, and also to prevent their being affected, has also been recognised by 
 the proprietors of public conveyances. 
 
 The following plan, founded on experiments made for the purpose on the line 
 from Strasbourg to Basle, has been laid down, by which the construction has 
 been improved. Their dimensions have been increased, especially at the parts 
 next the wedges, and those portions M'hich enter the nave and the body of the 
 axle are connected by a conical shape necking, and the plane of the inside of the 
 nave of the wheel corresponds to the upper projecting angle. (See the new 
 pattern axle, Strasbourg and Basle Railway, Plate 18.) 
 
 The nave is bored so as always to rest exactly on the cone, and is diiven by 
 force upon the axle, so as to raze the iron a little. The wheel is fixed by three 
 keys instead of one, which is not done for the purpose of securing the wheels in 
 the centre (according to the original purpose of keys), but in order to prevent, 
 as much as possible, any alteration of the axle, since this alteration, as we have 
 shown, is less perceptible in the vicinity of the keys. When the wheel is once 
 adjusted on the axle, one wedge is sufficient to maintain it in its proper position. 
 
 The gudgeons of the axles last referred to, are situated at some distance from 
 the naves, and are of great length. These dimensions are rendered necessary 
 by the mode of constructing the material; they would otherwise have been brought 
 nearer the wheels, and not have been made more than 10 centimetres (4 inches) 
 long. The gudgeons are 65 millimetres (2i inches) in diameter. It is as well 
 to keep them rather strong, in order to be able to place them on the lathe with- 
 out inconvenience in case of necessity. Lastly, we remark that the brass bearings
 
 29 
 
 do not wear out so rapidly when the collars of the gudgeons arc made of great 
 height, and the interior surface is made perfectly plane. 
 
 The new axles on the line from Strasbourg to Hasle, are manufactured in 
 layers composed of seven bars of Hat iron, -7 millimetres (1 inch) in thickness. 
 These bars ought to be thoroughly prepared by charcoal, and wrought with the 
 hammer. The a.xle is always brought to the shape shown by the unfuiished axle 
 ( Plate IS) by the hammer and without stamping. The manufacturers deliver them 
 in this state at the workshops of the railway, where they are fniished entirely cold, 
 by which the iron is rendered perfectly homogeneous in (piality, ^vliicli would not 
 be the ease, if they were reheated ; working them cold is, however, more expensive. 
 If the axle was reheated at the extremities only, there would be an alteration in 
 the texture even before the axles come into employment, precisely at the very 
 points where it occurs slowest, from actual work and use. 
 
 It is customary for the whole of the axles, and some of the bars (at the least) 
 intended to compose the axles, to be tested. The axles used for railway carriages 
 are often tried like those for the artillery, either by placing them on supports set 
 constantly to the same bearing, and dropping a rammer of a certain weight, and 
 from a given height, upon each bar of iron, or by letting the bar itself fall horizon- 
 tally upon metal blocks from a certain height. These tests are only tried upon a 
 certain portion ol' each supply, taken at random, since they strain the axles greatly ; 
 and those which have been tested cannot be prudently made use of. 
 
 They proceed on a different plan on the line from Strasbourg to Basle, and 
 on the St. Germains. Each axle is formed 20 to 30 centimetres (8 to 12 inches) 
 longer than necessary. The ends are then marked off and cut to the proper 
 length, when cold, in such a manner as to determine the position of the frac- 
 ture, which is effected by a hammer. The total resistance of the iron is thus 
 ascertained, and the quality and texture also tested and examined. 
 
 The fragments are marked with the name of the maker, and the number of 
 the axle from which they were taken, and are preserved as proofs of the good 
 quality of the iron employed, and for the purpose of ulterior observations. 
 
 The axles on the Strasbourg and Basle line, when )uanufactured in the 
 manner above described, cost one franc eight centimes per kilogramme — the 
 market price of the iron being 55 francs per lUO kilogrammes, at the works. The 
 axle, when in an unfinished state, including the portions of the bar reserved for 
 proof, weighs 15C kilogrammes (344 lbs.) The axles are covered with wood, 
 previous to their being placed on the wagons, which, whatever its influence may 
 be, cannot possibly do any harm.
 
 30 
 
 The wheels being fixed on the axles, as we have before stated, by means of 
 three keys, it is unnecessary, when they enter properly, to sustain them by very- 
 high shoulders, since they always become loose on the outside if they get 
 unwedged. 
 
 The space required for play between the flange of the wheel and the rail, 
 ought to be about three centimetres (one inch.) The tires should not be turned 
 on the outside and laterally until the wheels are wedged on the asles. 
 
 The grease boxes rest upon the axles ; tlieir arrangement should therefore 
 be considered immediately after the latter. 
 
 The friction at the circumference of the wheels does not appear to offer much 
 resistance on railways in good condition, but it may become considerable on the 
 gudgeons of the axles, unless reduced by lubricating the bearings, which requires 
 to be performed with the greatest care. This also possesses the advantage of 
 diminishing the expense of maintenance of the gudgeons considerably, together 
 with the wagons. 
 
 Grease (properly so called) is employed for the axles of wagons on all the 
 railroads that we have inspected, that from Lyons to St. Stephen alone excepted, 
 where a kind of oil or very liquid grease is used. 
 
 There is a note in the Documents of the " Third Series of Railway Practice" 
 on the different preparations of grease usually employed, to which the reader is 
 I'eferred. The composition varies according to the season of the year, so that it 
 may always be sufEciently soft. 
 
 Mr. Lockhart, engineer of the St. Stephen's Railway, in the Memoire before 
 cited, gives the following opinion on grease : — 
 
 " The system of greasing may thus influence the wear of the axles. This, 
 with the system employed more particularly with carriages, consists of placing the 
 grease sufiiciently thick in a receptacle over the axle. The gudgeon is not 
 greased until the friction has heated the apparatus suiEciently to make the grease 
 run. It is therefore very evident that this heat cannot occur without injury to 
 the axle, the surface of which must become affected by it. 
 
 " Taking tliis view of the subject, the plan employed on the St. Stephen's is 
 much preferable. The grease, instead of having the consistence of a paste, 
 is made very liquid ; it is placed in a reservoir near the axle, and a small wooden 
 cylinder within the former is forced into continual contact with the gudgeon by 
 means of the springs ; this cylinder being moved by the axle itself, maintains the 
 grease constantly in contact with the gudgeon. The composition thus used in the 
 place of grease costs only 14 francs per 100 kilogrammes." 
 
 The grease is contained in a kind of bason, or cavity, at the upper part of the
 
 31 
 
 box over the axle in most of the railway carriages representeil in the plates, and 
 it drops from the hason on to the gudgeon through a cylindrical hole. The grease 
 boxes are always formed on the same principle of cinistrnctioii, and merely difl'er 
 in the form of some of their details. We have before stated tiiat tlie grease boxes 
 are formed entirely of cast-iron, with the exception of the bearings, which arc of 
 brass, and placed in the interior of the box, resting on the gudgeons of the axle. 
 
 They are each composed of two pieces of cast iron (see Plate 13), one of 
 which is placed under the axle, and is of no essential use beyond preserving the 
 wheel from the dust, and receiving the grease which drips, after having passed 
 over the gudgeon. 
 
 The grease-boxes on the Belgian Railways (see Plate 14) are very simple in 
 construction, but they do not prevent the dust introducing itself upon the gud- 
 geons of the axle. 
 
 The greater part in use on the other railways are terminated on the inner 
 side by a kind of ring furnished with a groove, in which there is a cast-iron disc. 
 It is listened to the nave of the wheel, and soon becomes covered with grease, 
 and prevents the grains of sand raised by the wheel, as well as the dust, from en- 
 tering the box. In order to appreciate the importance of this disc, it is sufficient 
 to notice a train proceeding at great speed during the summer months; a cloud 
 of dust is always raised, which covers the carriages to a certain height. 
 
 The joints of the grease-boxes are for the same purpose made in two places 
 (see Plate 13). 
 
 The adjustment and mounting of the axles, grease-boxes, and guard-plates 
 should occupy the whole of an engineer's attention. The diameters of the bearings 
 ought to be a little larger than that of the gudgeons. The bearings require great 
 care in the repairs, as they wear, in order to prevent the obstruction of the axle 
 laterally, which would increase the friction considerably, and inevitably burn the 
 boxes. 
 
 The grease boxes require to be solidly fixed, in order that, in the event of 
 an axle breaking off flush with the nave, the wheels should be supported by the 
 gudgeons, which being placed on the outside, remain attached to the box. The 
 wheels resting firmly on the boxes might even support the weight of a locomotive 
 for a certain time, and prevent a serious accident, unless it should occur under 
 similar circumstances to that on the 8th of May, when the engine accidentally met 
 with an obstruction; that presented by a level crossing, or a changing-place, 
 would render a fall almost inevitable. 
 
 This condition is attained by making the whole of the several parts of the
 
 32 
 
 grease-boxes, more especially the bolts, which fix it to the springs, sufficiently 
 strong, in order to resist, not only the constant use, but also unforeseen shocks, and 
 by shaping the lower part of the axle box so that it is retained by the collar of 
 the axle, and cannot be separated from it. It is, therefore, erroneous to omit the 
 lower part of the box, although often practised with locomotives. 
 
 In some of the wagons on the line fi'om Strasbourg to Basle, the wheels 
 would be supported, in case of the breaking of the axle next the nave — not only by 
 the gudgeons, but more particularly by pieces fixed to the frame-work, which 
 serve as guides. 
 
 "We have stated that the grease boxes are sometimes set close between the 
 cheeks of the guard-plates, and partake of vertical play only, others have a little 
 play in the direction of the axle, and in that of the motion of the carriages. 
 
 This last arrangement facilitates the passage at the curves, and renders the 
 motion of the carriages much easier. It has been tried on the Strasbourg and 
 Basle line, and gave satisfaction. The following appears to be a remarkable result 
 in these experiments : — 
 
 With straight lines and curves of great radius, (the frame work being sus- 
 pended on springs, as shown in the third-class carriage, Plate 1, the wagon care- 
 fully mounted, and each pair of wheels perfectly equal in diameter;) the grease- 
 box rested during the trip at the middle of the guard plate, without touching it. 
 
 The bearings of two wagons whose grease-boxes were mounted after this 
 manner, were in fact soon worn unequally and destroyed, but we are not authorized 
 in stating that this arose from the play of the boxes. 
 
 A trial of the same plan has also been made with locomotives, which led to 
 the conclusion that this arrangement of the grease-boxes was very serviceable for 
 them. It appears particularly advantageous, when the springs are suspended by 
 leather straps in a position nearly horizontal ; experience, however, on the Stras- 
 bourg and Basle line has proved that it succeeds with springs of other kinds. 
 
 The play at the diameter of the axle of the carriages on the Rouen line 
 amounts to 6 millimetres (-23 of an inch) on each side, and 10 ("39 of an inch) 
 vertically. When the grease-boxes only move in a vertical direction, it is necessary 
 to leave some play for the axle laterally in the box, or in the direction of its 
 length. 
 
 When a wagon is first brought into use, it is necessary frequently to inspect 
 it, during the running and when at rest, to see that the boxes do not get heated, 
 and that the grease runs well over every part. It is necessary to alter the posi- 
 tion of the box until it ceases to heat. If the boxes become very hot, and the
 
 33 
 
 gudgeons also contain brass incrustations, wliicli is frequently tlie case, it is 
 necessary to file tliein ofV, and to roiuove all inequalities, otherwise it continues to 
 beat, and soon wears out the gudgeons and bearings, and lastly breaks and occa- 
 sions accidents. When the gudgeons of new bearings heat slightly, it may be 
 souietiuies remedied by merely mixing Hour of sulphur with the grease. 
 
 We must not content ourselves with inspecting the grease boxes externally. 
 It is requisite to raise the bodies and framework every journey whenever the car- 
 riages have been in use four or five successive days, and examine the gudgeons, 
 boxes, and bearings; and upon the expirati(m of a certain time, the cleaning must 
 not be neglected. The best means of cleaning the boxes is to wash them in cold 
 water, which dissolves the grease commonly employed upon them. If the boxes 
 are only wiped, the sand will be always left upon the sides. 
 
 Upon the grease boxes ceasing to heat, it is necessary to keep them in a 
 perfect state of order; the flaps which cover them should, for this purpose, be 
 constantly closed; the men ought to be fined if they leave them open; it is also as 
 well not to place fresh grease in the boxes without skimming oft' the top of that 
 which remains in it at the time, and wiping the sides. There is some risk of 
 introducing sand along with the grease into the box, unless this precaution is 
 taken. 
 
 If these rules are strictly followed, the rolling is rendered very easy, the con- 
 sumption of grease very slight, and the wear of the bearings almost nothing. 
 
 The consumption of grease, which amounted originally to 50 kilogrammes 
 (110 lbs.) per day on the Versailles Kailway (left branch), was in this way reduced 
 to 8 kilogrammes (17 lbs.) per month for tiie daily use of 24 trains, consisting 
 of about six carriages, each running about 17 kilometres (lOj miles.) 
 
 In an experiment made with the passenger carriage, it ran 28,470 kilo- 
 metres (17, GOO miles) without the bearings, which were four in number, losing 
 any more than about a granmie (.0022 of a lb.) in weight. 
 
 Carriages which are run at great speed on a railway are generally suspended, 
 but the mode of suspension is very rude. They are much inferior in this respect 
 to ordinary carriages. The springs sometimes rest, as we have before stated, 
 directly by their middle on the boxes; at other times, but more rarely, they are 
 suspended. They have lately been made of great thickness, and with a very 
 strong bend on the French railways, being placed directly beneath the lower 
 side pieces. 
 
 The springs (to be well made) ought not in this case to be curved, excepting 
 at the middle, and along more than a third of their entire length. They should be 
 
 E
 
 34 
 
 nearly straight at their extremities, and terminate in one or two folds, the 
 extremities of the lower one being only one-half the thickness of the upper. If 
 these springs were made in the shape of a regular curve throughout their entire 
 length, and the extremities composed of several leaves; they would bend in the 
 middle, become too rigid, and would soon get out of shape. 
 
 The mode of suspension employed on the English lines of recent construction, 
 and on the Kouen, is superior to that of the old French railways. The springs 
 are almost straight, and much more elastic, and the leather straps situated at 
 their extremities render their movements very easy. The springs employed on 
 the Badois Railway are also very lightly sustained by leather straps. 
 
 Railway carriage springs ought not to be too slight, since they require to be 
 capable of resisting tracture when a train is thrown otf the line, and of preventing 
 the danger of an accident. 
 
 We have not alluded at present to the conditions required in the manufacture 
 of carriage springs, which are the same as those for ordinary carriages. The 
 mode of testing consists simply of straightening them when cold by means of 
 a press, and then leaving them. If they are of good quality, they will return to 
 their original shape. 
 
 The guard plates in whicli the grease boxes play, are made indifferently 
 either of cast or of wrought iron. Tiie motive power which operates directly on 
 the frames of the carriages, is transmitted to the grease boxes and to the axles 
 through the medium of the guard plates, unless the grease boxes are not allowed 
 to play, like those of the carriages on the Rouen line, and the oscillations of the 
 axles from the movement of the pins act equally upon the guard plates by means 
 of the boxes. It is, therefore, necessary that they should be very strongly fixed to 
 the frame, in order that these guards should be able to resist, and that the dis- 
 tance of the grease box to the side pieces (which form the length of the lever at 
 the extremity of which the motive force is communicated to the guard plate) 
 should not be too long. 
 
 The first condition is attained by multiplying the bolts which fix the guard- 
 plates to the frame, and arranging them suitably ; and the second, by placing the 
 springs above the frame, as in the '■'■carriage de luxe" on the Versailles line 
 (See Plate 12). It is accomplished in a great number of locomotives by placing 
 it at the side of the frame, and suspending it, as in the Belgian carriages (Plate 5) ; 
 or, lastly, by using flat springs, like those of the carriages on the Rouen line. 
 
 The number of bolts employed to fix a guard plate generally amounts to
 
 35 
 
 four or live, forming two parallel ranges, and it is requisite that the bolts forming 
 the lower line should be as far apart from each other as possible. The guard-plates, 
 after being dressed and smoothed, should l)e bored with great care, and the entire 
 length of the bolts turned, so that their diameters sliall correspond exactly with 
 the holes. 
 
 TVe have already alluded, in treating of grease-bo.xes, to the importance of 
 placing the guard-plates with the utmost care, the mounting of whicli, we may 
 say, determines the places of the grease-boxes and axles. When the grease-plates 
 are placeil badly, the resistance of the wagon is considerable, and the bearings, also 
 the Uanges of the wiieels, are rapidly worn out. 
 
 It is not suflScient for the guard-plates to be merely well placed, and the 
 axles parallel between them. It is most essential that they should be perpendi- 
 cular to the axis of the figure of the frame, or the line of traction, and that the 
 line forming the centre of each phite should be exactly on the same. This 
 cannot bo obtained unless each frame is set out ijconictriailli/. The use of a gauge 
 only is insuflicient to ensure these conditions. 
 
 When the guard plates arc once secured to the frame, and it is ascertained that 
 they are fixed with the requisite accuracy, the frame is mounted with the guard 
 l)lates upon the springs, grease boxes, and axles; the bodies are then put on, and 
 the wagons brought into use. It is essential to make frequent examinations for 
 some time during service, to see that the guard plates are not deranged, for the 
 wood of the frame nearly always works, in consequence of its exposure to the air, 
 and from the effects of the load, when it becomes necessary to re-adjust the plates.. 
 
 The interior surfaces of the guard plates are, in general, the only parts dressed, 
 but it is better to dress both sides, since the grooves of the grease boxes rest 
 against both edges. 
 
 The cheeks of the guard plates arc always connected together beneath the 
 grease boxes, as shown in the plates, the object of which is not only to increase 
 the strength of the plate, but also to permit the body of the carriage being lifted 
 up in case of an accident, and replaced again on the line without separating it 
 from the axles. 
 
 It has been endeavoured to place the guard plates directly below the gi-ease 
 boxes, but they pressed so much against the latter as to break them. 
 
 The guard plates occurring on one side of a frame are often connected by 
 long bolts, which arrangement maintains the distance of the axles, and enables 
 the breaks to press the wheels on the inner side only. 
 
 E 2
 
 36 
 
 Two guard plates are also often employed for each grease box, one upon each 
 side of the side frame pieces, which are joined securely together by cast iron 
 pieces, bolts, or rivets. 
 
 The frame, which either rests on tlie springs or is suspended from them, 
 serves to support the bodies of the carriages. 
 
 The tractive force always acts directly on the extremities of the frames, or, 
 rather, on the spring traction and buffing apparatus, which form a part of it. 
 
 If we examine the frames of carriages, we shall find considerable vari- 
 ations in the method of construction on different railways. They may be, how- 
 ever, all included under two heads : those consisting of double frames, such as the 
 carriages of the London and Birmingham Raihvay (see second-class carriage, 
 Plate 2), and the simple frame, like those of the ordinary carriages of the Ver- 
 sailles line (left bank), Plate 10. 
 
 The double frames consist of two pieces of wood, of slight thickness, and 
 connected by iron work more or less complicated, the transverse beams being 
 also situated between them. The ends of the springs of the traction and buffing 
 apparatus are generally lodged in the space between the two frames, as in the car- 
 riages on the London and Birmingham Eailway, and the carriage de luxe on the 
 Versailles line (left bank), or tlio suspension springs are fixed there as in the 
 carriages with four wheels on the Great Western Railway and the carriage de 
 luose. 
 
 The single frame appears to us preferable to the double one. It is much 
 less expensive, as well as stronger, although doubtless more subject to derange- 
 ment from the play of the wood, but this improves by use. The effects of this 
 play are neutralized by a judicious system of carpentry, a good choice of timber, 
 and by the application of iron work. 
 
 The bodies of the carriages rest immediately on the side pieces, when the 
 double frames are used, the width being limited by the distance between the 
 shaft pieces. When, on the contrary, the single frame is adopted, the bodies are 
 suppoi'ted on transverse timbers, which project over the side pieces ; the former 
 may consequently be made of any required width, which is an important advan- 
 
 tage. 
 
 We may enumerate among the double-framed carriages : — 
 The carriages on the London and Birmingham Railway. 
 The four-wheel carriages on the Great Western. 
 The carriages on the Gloucester line. 
 The carriage de luxe of the Versailles line (left bank).
 
 The original carriages employed on the Orleans line. 
 The old carriages on the St. Gerniains line. 
 And among the si>}^fh'-f mined carriages : — 
 
 Tlie third-class carriages of the Birmingham Railway. 
 
 The carriages with si.x wheels on the Great Western. 
 
 The carriages on the Versailles line (left bank). 
 
 The carriages of the Belgian lines, and those of the Strasbourg and 
 
 Basle Kailway. 
 The carriages used on the German Kailway. 
 The carriages of the Rouen line. 
 The frame of the carriages of the London and Birmingham, shown in Plate 1, 
 belonging to the class of double frames, would be deficient in strength without 
 numerous iron contrivances to unite and consolidate it, the various parts being com- 
 posed of pieces of wood of slight thickness. Thus, the two side pieces, placed on 
 one side, are united by cross pieces, of the shape of a double T, and their extre- 
 mities are tied to the transverse pieces by double squares. 
 
 The diagonal pieces are fixed both to the transverse pieces and to the shafts 
 by means of squares, and the centre of the frame is secured by the ironwork which 
 maintains and guides the springs. Lastly, the frame is covered beneath through- 
 out its entire length, with a band of iron screwed to the shafts, and to the trans- 
 verse pieces, in tlie direction of the diagonal pieces. 
 
 The springs employed to soften the shocks, and to answer the purposes of 
 traction, are four in number — two for each. 
 
 This arr.ingement of the frame-work may be considered to be independent of, 
 although intended for the support of the springs; the latter alone support the 
 force of the action and reaction, both of that in the line of traction and that in 
 the opposite direction. We may therefore consider the carriages forming a train 
 composed of carriages constructed on this plan as attached simply to an extensive 
 apparatus composed of springs. 
 
 The traction-springs being joined at their ends, press one against the other, 
 so that they are able to resist the greatest force without the frame- work suffering ; 
 the same Avith the buffer springs, which rest against each other at the middle, 
 where tliey are united by straps. 
 
 If we turn to Plate 16, in which we shall find the details of this traction and 
 bufhng apparatus, we may remark that the traction rods are formed with screws 
 in order to permit of the springs being stretched upon their elasticity being 
 reduced by use. These rods are formed round throughout, excepting at the guide.
 
 38 
 
 next the hook, where they are squared. They are gradually diminished as they 
 leave the buifers: experience has shown, that the dimensions given in the plan 
 cannot be departed from without inconvenience. The plate which supports the 
 buifer is formed of wrought iron, and attached to the end of the rod by means of 
 a rivet. 
 
 The buffers were originally formed of wood, and furnished with leather stuff- 
 ing; these are now replaced by others formed entirely of wood, which are just 
 as good, and cost less in maintenance. Wooden buffers require to be furnished 
 with iron rings, to prevent their splitting. 
 
 The guard-plates are fixed to the lower side pieces by a kind of foot, through 
 which the bolts securing them together pass, and to the upper side piece by a 
 single bolt. The bolts being thus situated at some distance from each other, the 
 plate is very strongly secured. 
 
 The space separating the guard-plates on one side, and consequently the dis- 
 tance between the axles, would appear to require to be equal to half the lengtli of 
 the carriage. It, however, usually exceeds this, since, when the axles are too close, 
 the ends of the frame are badly supported, and soon become curved, which has 
 been previously noticed. 
 
 The frame-work of the carriages on the London and Birmingham line, which 
 we have just described, is extremely slight, but is notwithstanding sufficiently 
 strong, although expensive, and, perhaps, somewhat deficient in stifluess. 
 
 The traction apparatus cannot be repaired with some carriages, or even a 
 screw replaced, without taking up the body or end, or even undoing a part of the 
 frame, whence great inconvenience results to the traffic and maintenance. The 
 frames used on the London and Birmingham possess the advantage of admitting 
 the pieces comprising it being taken on and off very easily. 
 
 The frames of the carriages of the second class on this line are exactly like 
 those of the first, but formed of a less length. 
 
 The frames of carriages of the third class consist of one frame only ; we 
 shall therefore include them among the frames of the second kind, and which we 
 shall subsequently describe. 
 
 The frames of the four-wheel carriages of the first class on the Great Western 
 Railway, (see Plate 3) are, with respect to the carpentry, precisely similar to that 
 of the London and Birmingham. 
 
 The traction and buffer springs are supported like the latter, by two trans- 
 verse pieces, on which the diagonal pieces are secured, and by two pieces of wood 
 resting on the transverse pieces h and li . The arrangement of these springs is
 
 39 
 
 suflScicntly explained in the description of riiite 4, and in that of the details in 
 Plate "21. It is much more simple than the system of springs connected with 
 the double frame used on the London and Mirniiiijiliani iiaiiway, and answers the 
 same end. 
 
 We find, in fact, that wagons constructed in this manner, and lorming the 
 same train, are unit^jd like tiiose of the London and Birmingham line, by a kind 
 of elastic chain, which serves as a perfect medium for moving the train, and at 
 the same time diminishes the intensity of the shocks. Each frame is drawn from 
 the centre; the action is therefore transmitted from this point to the si<le pieces 
 by means of the diagonals, and from the side pieces directly to the body, which 
 they support, or indirectly, by the assistance of the guard-plates to the axles and 
 wheels. Every piece in the frame is thus subjected to tiie action of a force, 
 which is directed to such parts where the strength is greatest. The frame con- 
 sequently sustains the slightest strain possible. 
 
 This traction and buffing apparatus has, however, been abandoned, on 
 account of the points of fastening of the traction rods o and o being too near the 
 centre of gravity, from which it resulted that the vehicles partook of the move- 
 ments of the pin too readily. 
 
 The suspension springs of the carriages on the Great Western, of which we have 
 described the frame, are placed between two side pieces, and rested on the grease 
 boxes, as shown in the plate by the intervention of a round rod or pin, which 
 passes through the lower side shaft. The upper part is terminated by a strap, 
 which embraces the springs. The same arrangement is followed in the " Carriage 
 de laxe" of the Versailles line (left bank), and in a great number of locomotives. 
 The springs, in these cases, invariably preserve their position, provided the 
 extremities are attached to moveable straps, which are capable of turning on the 
 fixed points situated on the frame, or the vertical rods tied to the frame, as with 
 locomotives. If, on the contrary, the extremities of the springs are free, the 
 vertical rods supporting the middle of the spring are aj)t to become twisted. It 
 is, therefore, absolutely necessary that the grease boxes should be pi'operly guided, 
 and the springs maintained by iron plates fixed on the sides of the frame to the 
 two side pieces. We recommend the use of these plates, even when the arrange- 
 ments of the springs may not require them, as they are very easily fixed, and the 
 expense is trifling. 
 
 The centre of gravity of these carriages may be lowered by placing the 
 springs between the two side pieces, instead of beneath the lower shafts, and the
 
 40 
 
 length of the guard plates diminished. But the springs cannot, on the other hand, 
 be allowed so much room for flexure, and the fixing also becomes very difiicult. 
 
 The frames of the carriages of the first class on the Gloucester Railway, 
 Plate 1, consist of a double frame, also those of the carriages on the line from 
 London to Birmingham, and the frames of the four-wheel carriages on the Great 
 Western Railway; but as the space between the side pieces of this frame is 
 neither occupied by the extremities of the buffer springs, nor by those of suspen- 
 sion, there can be no other motive for the adoption of tlie double shaft in this 
 instance, than the desire to render tlie frame lighter and of a more elegant 
 appearance. 
 
 It is formed of shafts and transverse pieces, united by diagonals, and appears 
 to us to be well calculated to resist every description of distortion arising from 
 the play of the different pieces. The springs for the purposes of traction and for 
 breaking the shocks are of the description called spiral springs. It is generally 
 held that these do not preserve their elasticity so long as ordinary springs, and 
 that they cannot sustain great strains. Spiral springs have, however, been tried 
 on the line from Strasbourg to Basle, composed of a peculiar alloy, invented by a 
 Mr. Klein, and which has given satisfaction. 
 
 These springs easily support a weight of 800 kilogrammes (1764 lbs.), but 
 a weight of 1200 kilogrammes (2646 lbs.) bent every ring in each spiral, so that 
 they were all brought in immediate contact with each other. Upon this weight 
 being allowed to remain on them, and the springs left in this position for twenty- 
 four hours, they returned to their original shape with a loss of no more than two- 
 millimetres (-0787 of an inch) in the line of their extension upon the weight 
 being removed. 
 
 It is proposed to try springs formed of this composition (which appear to 
 promise great advantages in certain cases) for wagons. 
 
 The frames of the carriages on the Gloucester Railway are not placed entirely 
 above the suspension springs, like those of the carriages on the London and Bir- 
 mingham, but are suspended to these springs by means of transverse pieces, so 
 that the extremities of the springs are placed on the sides of the shafts. The 
 springs also do not rest on the grease boxes, but pass beneath them. The frame, 
 and consequently the bodies, of the carriages are therefore brought very near the 
 ground. 
 
 It appears to us very convenient to lower the centre of gravity of the car- 
 riages generally, whatever means may be employed to accomplish this object. 
 
 Carriages of small height are more firm, and much more convenient in ser-
 
 11 
 
 vice. The passengers are enabled to pass in and out readily at any part of the 
 line, by which the construction of platforms at the stations is rendered unnecessary. 
 
 We must admit, that the mode of suspending' the frames to the sprinjrs by 
 transverse pieces, oilers less solidity than suspending them from the side-pieces; 
 but the dillerence is not, in point of fact, suiliciently great to e.\ercise nnich 
 influence in the cost of nniintenance, in ordinary cases at least, when the suspen- 
 sion is efl'ected, according to the plan of the carriages on the Gloucester line. It 
 might, however, increase the danger in case of the carriage getting off the rails, 
 or any other accident. We cannot insist too strongly on the necessity for making 
 the whole of the several parts forming the frame (whatever purpose they may be 
 intended for) sufficiently strong to support the violent shocks under the numerous 
 circumstances to which the trains are exposed. 
 
 The frame-work of the " carnage de liure" on the Versailles line (left bank ) 
 presents us with a third model of a double frame. 
 
 The pieces forming the braces of this frame are curved by the process of steam. 
 There have been frames used on the same railway in which these pieces weie 
 straight, and notched out in the middle, where they crossed each other, like the 
 frames of the German carriages (see Plate 24). They were rather less expensive 
 than the former, and appeared to be sufficiently strong. 
 
 Frames formed with double diagonals, like those of the carriages on the 
 Gloucester line, have also been advantageously employed. The frame of the 
 ^^ carriage de luxe" on the Versailles line (left bank) has no more than two 
 springs, the middle of which receive the efforts of traction, and that e.xerted by 
 the buffers acts on their extremities. This arrangement of the buffing and trac- 
 tion apparatus is very economical ; but since the weight of the springs acts on the 
 extremities, and tends to curve the frame in a vertical direction, it is necessary to 
 place the axles wider apart than in the carriages of the London and Birmingham, 
 and the efforts of traction and striking do not act ultimately on a system of springs, 
 independently of the frame, whereby the latter becomes strained and displaced. 
 
 The suspension springs are placed between the two side-pieces, as in the car- 
 riages of the Great Western line, the advantages and inconveniences of which 
 arrangement we have already pointed out. 
 
 The whole of the iron work of the frame we have just described is represented 
 in Plate 13, the description of which will furnish the necessary exphinations. 
 A frame was adopted originally, on the Orleans Railway, similar in the whole 
 of its construction, with this exception, the suspension spiings, instead of being 
 placed between the side pieces, were situated between the lower shafts. 
 
 F
 
 42 
 
 This description of frame has been since abandoned on the Orleans Railway, 
 also on that of the line of the left bank, and I'eplaced by a single frame in which 
 the buiEng and traction apparatus rests on the middle part. 
 
 The frames used on the Belgian lines for carriages of the first, second, and 
 third class, (see Plate 5,) are composed of four transverse and two side pieces, 
 the latter resting on the former pieces, and being bolted thereon. The wheels are 
 placed between the transverse pieces outside the shafts. 
 
 The bodies, having the lower parts formed of two independent frames (repre- 
 sented at Plate 5), rest upon the side shafts. 
 
 These frames, altliough making part of the bodies, may be considered as 
 belonging equally to the limber or to its frame, for they are constantly attached 
 together, and serve to guide the traction and buffing apparatus. 
 
 The guard plates represented in the Plate of Details (14) are placed outside 
 the wheels from one transverse piece to the other, and are lixed to the same by 
 square cheeks as shown in the plate. 
 
 The springs resting on tlie grease boxes, carry the frames which are sus- 
 pended at their extremities by four transverse pieces. 
 
 The butfer and traction springs are placed at the extremity of the frame, 
 the buffers being perpendicular with the shafts, and sliding together, with the ends 
 of the springs between pieces of cast iron. 
 
 The frames of the carriages employed in Belgium present many serious in- 
 conveniences from not being tied by any oblique pieces ; they consequently get out 
 of shape, and the axles lose their parallelism sooner than others. 
 
 The side pieces rest on the transverse pieces at a sufficient distance from the 
 extremities, and the springs, which serve to support the whole, are fixed at these 
 parts. The weight tends to spread the transverse pieces, for we know that a piece 
 of wood gradually yields under a weight, and although it be only slight, it forms 
 another cause of the form of the frame altering, and the repairs are rendered diffi- 
 cult and consequently expensive, from the body being fixed to the frame. 
 
 In short, the traction and buffer springs being placed at the extremities of 
 the frame, like those of the carriage frames on the Versailles line (left bank), pre- 
 sent the same inconveniences. As they are, however, much lighter, the frame sustains 
 less strain — so far, at least, as regards the action of tlie weight of the springs. 
 
 The frames of the carriages used in Germany, Plate 24, are very similar to 
 the Belgian; they are, however, superior, inasmuch as they are secured strongly 
 together by diagonal pieces. 
 
 The iron fastenings of the double frame of the carriages of the St. Germain's 
 line, (Plate 7,) are much less in number than in that used on the London and Bir-
 
 43 
 
 miiigluim. This frame is more simple in its construction, but, like the last, it is 
 deficient in stillness, for although the weight of the springs is plticed in the middle, 
 the extremities become curved. This alteration in the form arises etiually from 
 the circumstance that the axles are placed exactly beneath the centres of gravity 
 of each half of the body. This arrangement, altiiough theoretically the best, 
 always occasions a sinking of the extremities of the carriage. 
 
 This system, like every other of the same kind, presents the inconvenience 
 of requiring springs of great length, which are very heavy and expensive. 
 
 If we pass to the details of the construction, we find that the bnfler rods are 
 square, which form is not so good as the round ones, since their adjustment 
 becomes both diflicult and expensive. 
 
 Those of the carriages on the St. Germains line were constructed before 
 sufficient experience had been gained, and are consequently of very weak dimensions. 
 
 The fsistening of the springs to the buffer rods (Plate 8) is much more 
 complicated. It is sufficient if the rod rests on the extremity of the spring, as in 
 the carriage of the London and Birmingham line. The guard plates are too long 
 and slender, and they are not fixed sufficiently secure to the shafts ; the grease 
 boxes are not conveniently guided; the grooves are too short, since they should 
 rub throughout their entire height against the guard plates. They would have 
 been prevented rubbing against the springs and straps, the friction of which soon 
 wears and displaces them, had they been made longer. 
 
 The frames of wagons of the second class on the St. Germains line (Plate 7) 
 difier essentially from those of the first. They are more simple, and had neither 
 buffer nor traction springs originally, but experience soon led to their adoption. 
 
 This frame appears almost too strong, compared with those which we have 
 previously described, notwithstanding which it gets curved ; but we must explain 
 that the axles of the second-class carriages, like those of the first, on the St. 
 Germains line, are situated too close together, and the guard plates and grease 
 boxes are conse(juently badly placed. 
 
 The frames of the carriages on the Versailles line (right bank) are, with 
 some slight exceptions, very similar to those of the wagons of the second class on 
 the St. Germains line; the difference consists in the plates, which are in the 
 middle of the frame of the latter, being replaced in the carriago| of the Versailles 
 line by four transverse pieces, which serve to supi)ort the extremities of the buffing 
 and traction springs (sec Plate 8), and the centre piece is not prolonged on each 
 side to the extremities of the transverse pieces, by which more room is made for 
 the apparatus, of which the springs form the principal portion. 
 
 f2
 
 This system worts well; but the weight of the springs, which are required to 
 be four in number, acts very injuriously upon the ends of the frame, on which the 
 tractive force consequently reacts, which the springs have to support. It moreover 
 presents all the inconveniences in the use of one buffer, which defects we shall 
 point out hereafter, in treating of the drawing apparatus. 
 
 The frames of the carriages of the left bank (Plate 10) are firmly secured, 
 as we may perceive, by means of two strong side pieces, and by braces, consisting of 
 two pieces bent by steam, which are fixed to the angles, and bolted in the middle 
 to the centre beam (which does not extend along the entire length of the frame), 
 and by five large transverse pieces which support the planking of the body at 
 points very close together, and which serve at the same time as guides to the 
 traction rods of the apparatus. 
 
 The use of bent pieces has been dispensed with, without suffering any incon- 
 venience, in another model of this frame; also in a third (see Plate 10); both of 
 which are described at page 33. 
 
 The system of tyeing has, moreover, been modified, which was before per- 
 fectly satisfactory. The cross braces met the side pieces in the original model at 
 very acute angles, which has been remedied by substituting a double brace. 
 
 We refer the reader to the descriptions of the plates for an explanation of 
 the buffing and drawing apparatus, which he may perceive is very simple. The 
 springs are of small dimensions only, and their weight does not have any effect in 
 distorting tlie. frame, nor in straining it by the action and reaction of the forces 
 which are applied to them. 
 
 The guard plates are disposed so that tlie inferior row of bolts employed 
 in fixing them to the side-pieces, and which are required to offer the greatest 
 resistance, may embrace a great length of wood, wliich prevents the side pieces 
 from splitting under the effects of a shock or any other accident. 
 
 If, therefore, we examine the entire arrangement of the frame of the carriage 
 of the left bank, we shall see that it is excellent. This portion of the material of 
 the line, moreover, has not^ required repairing for many years. We cannot find 
 more than one serious defect in it, which consists in being furnished with a single 
 buffer only, like the frames of the riglit bank, and of a similar character to those 
 in use on the Newcastle and Sunderland Raihvay (Brandling Junction). 
 
 The frames of the carriages on the St. Stephen's (Plates 22 and 23), being 
 formed witliout diagonal pieces, are liable to become distorted. 
 
 The axles of the four-wheel carriages on this railway being very close, the 
 frame consequently gets curved, and the bodies are subject to continual motion by
 
 •45 
 
 balancing, which is very disagreeable ti» tiio passengers. Tliis movement, how- 
 ever, doubtless does not take place in the six-wheel carriages. (We have already 
 stated that we shall treat thoroughly hereafter, in the article on the bodies of 
 carriages, on the respective advantages and disadvantages of carriages with four, 
 six, and eight wheels.) The springs, being placed between two side pieces, do. not 
 appear to us well disposed. Jhe points of support arc too far from the wheels, 
 and the greasing must also be difficult. The frame is too narrow to allow of the 
 body, if it be of sufficient size, being firmly secured. 
 
 AVe must also state that we are by no means advocates of exterior wheels 
 with the gudgeons inside. This arrangement, whatever may be said of it, appears 
 to us very dangerous. The axle would doubtless break inside the grease box, in 
 the event of fracture, (which would be in accordance with experiments made with 
 the locomotives on the London and Birmingham Eailway,) and the wheels would 
 consequently remain on the rails. 
 
 But if, on the contrary, the axles should break Hush witli the nave, (which 
 accident actually took place on the same line, as though to contradict the results 
 of experience,) the wheel must become wholly detached from the carriage, and the 
 latter be thrown immediately off the rails, or the body may fall. It is well known 
 that the chances are greater of its breaking flush with the nave than at any oflier 
 part. 
 
 The system of the grease boxes is very simple, but is intended for the ser- 
 vice of oil instead of grease. It would be as well to nmke some experiments and 
 comparisons previously to the substitution of oil, which is so generally preferred, 
 in order to make ourselves acquainted with the expense, the friction, and the wear 
 of the axles. 
 
 In respect to the value of traction-spiral springs, we can but feel surprised 
 at the ftivourable opinion expressed upon them by the engineer of the St. Stephen's 
 Kailway, as we believe that they are generally condemned, and that the wear is 
 very great in the wagons; perhaps fresh experiments might throw more light upon 
 the subject. 
 
 The fastenings of the several parts do not appear to us very advantageous. 
 The rods are badly guided, or rather, are not guided at all ; the buffi-rs are heavy, 
 badly sup[)orted, and prevent the use of stretching pieces. 
 
 Lastly, we shall conclude our remarks on the buffing and traction apparatus 
 of the carriages of St. Stephen's line, by saying that this apparatus savours too 
 much of old iron, and appears to be rather the woik of the smith tlian the 
 engineer. 
 
 The frames of the carriages on the line from Paris to Rouen (Plate 20) are 
 
 i~'
 
 46 
 
 put together better and more simple than any that we are acquainted with. The 
 whole is very strong, and the several parts are solid and well united. 
 
 The traction and buffing springs, like those for the suspension, are of a rea- 
 sonable weight, and are not liable to strain the frame in their play with the rods 
 which transmit their action to them. 
 
 The buffer-rods are wrought in one piece with the plate carrying the wooden 
 disc. There is no difficulty in securing them in this way, and the deficiency of 
 strength presented by a riveted plate is thus remedied. 
 
 We have already alluded to the advantages of the curve of the suspension- 
 springs being but slightly bent, which renders them very easy. 
 
 The grease boxes have, in our opinion, one defect — that of allowing the dust 
 to lodge on the gudgeons of the axles, which' are not protected like the carriages 
 of other railways in the environs of Paris. 
 
 Having described the different kinds of frames which carry the bodies of the 
 wagons forming tlie permanent plant, we will now direct our attention to the 
 bodies, comnieuceing with ballast wagons, which we have before classed next the 
 earth-work wagons. 
 
 The body of a ballast wagon generally consists of a simple flat body, of slight 
 depth, and differs from that of the earth wagons merely in not being capable of 
 being turned up and emptied from one of its ends. 
 
 As this body is loaded and emptied with shovels, it is therefore essential 
 that it be flat and large, in order that the sand may be emptied quickly. 
 
 Ballast wagons with deep bodies have, however, been tried on the Versailles 
 line (left bank), which were emptied by a trap-door, without stopping the train; 
 but the sand sometimes fell upon tlie rails when it was discharged, and was found 
 to present some difiiculties in managing. 
 
 It does not appear that the results hitherto obtained with these W'agons are 
 sufficiently advantageous to warrant our recommending their use. 
 
 If the bodies are formed of large dimensions, they become very heavy when 
 filled with sand, and are consequently placed on six wheels, as those on the St. 
 Germains Railway, and on both of the Versailles lines; but on other lines, where 
 their capacity is less, they are only supplied with four. 
 
 The earth- work wagons are sometimes employed for ballast, for the purpose of 
 making the most of the provisional material of the railway, but they try the ways 
 exceedingly, on account of not being suspended ; and as they are in general of very 
 rude construction, we therefore consider such economy very short-sighted. Tlie 
 employment of wagons with cast-iron wheels, probably partly worn out, and often 
 of smaller diameter, is further dangerous.
 
 
 UHWm\^^
 
 Of Vrtt 
 
 yjHWtft^^^^ 
 
 Of \a\»^^^
 
 DOCIMKNTS, ESTIMATES OF COST, AND 
 MINUTES OF SPECIFICATION. 
 
 EXTRACT FROM THE " REGULATIONS RELATING TO TUE MAIN- 
 TENANCE OF THE LINE AND POLICE" UPON THE RAILWAY 
 FROM STRASBOURG TO BASLE. 
 
 Chapter I. — Of the Engineer of the Raihcay. 
 
 Art. 67. The Engineer is charged specially with the maintenance and pre- 
 servation of the line, properly so called, of the works belonging to it, and gene- 
 rally, of all the buildings serving for the purposes of business connected with the 
 railway. 
 
 Art. 68. He is, moreover, charged with the police of the road throughout 
 the whole extent of the line, and all infringement of the police regulations esta^ 
 blished for the surveillance of the railway will be referred to him. 
 
 Art. 69. He is to regulate and to direct the transmission of all signals. 
 
 Art. 70. He is to secure the free passage of the trains ; and no train is to 
 be dispatched upon any parts of the line upon his intimating, at any particular 
 moment, that the line is not passable. 
 
 Aut. 7L The Engineer of the railway is to take charge of the plans of the 
 line, and of the various works and matters connected therewith. He is the depo- 
 sitary of the models of the rails, chairs, wedges, pegs, crossing-points, tools, &c. 
 
 Art. 72. The Engineer must inspect, once a month, at the least, the entire 
 line under his care. He must satisfy himself that all the regulations are ob- 
 served, and that the agents and overseers acting under his orders perform their 
 duties punctually. 
 
 Art. 73. He should visit, in turn, all the works, ascertain the (juantities of 
 materials employed, and the manner in which they have been used; he should 
 take care that the stores of materials, tools and tackle, distributed amongst his 
 men throughout the entire line, for the maintenance and repairs of the road, are 
 kept in proper order. 
 
 a
 
 u 
 
 Art. 74. He is to take notice of whatever work is urgent, or required to 
 be executed instanter, and is to render an account thereof to the Board of 
 Directors. 
 
 Art. 75. He is to make plans for the works, to submit them to the Board 
 of Directors, and after receiving due authority, to cause them to be carried into 
 execution. 
 
 Art. 7Q). Unless in cases of extreme urgency, and under the express con- 
 dition of reporting immediately to the Board, he is not to give ordei's, nor allow 
 any works to be executed, which have not been previously authorized by the 
 Board. 
 
 Art. 77. The Engineer of the railway is to send in a report weekly to the 
 Board of the state of the line, and of the police, as well as of the works in pro- 
 gress, and those about to be undertaken. 
 
 Art. 78. The Engineer of the railway to see that a proper stock of rails, 
 sleepers, chairs, pegs, and wooden wedges, are given out from the stores to the 
 workmen, so that the repairs of the road may be executed at the most suitable 
 periods, and be kept constantly complete and in good order. Upon an article 
 being used, it ought to be immediately replaced from the nearest storehouse. The 
 applications for these articles at the storehouses to be made in the same manner 
 as for any other article of consumption. 
 
 Art. 79. The value of the articles used to replenish the reserved stock must 
 appear in the statements of expense, and be added to the price of the articles 
 received from the warehouses, and the central storehouse. 
 
 Art. 80. The Engineer is to watch over, and hold possession of the docu- 
 ments relative to his duty, and he is responsible for all errors, and every irregu- 
 larity which may occur. 
 
 Art. 81. He is to verify and certify the payment of accounts drawn up 
 under his care, by the overseers, transmitting them to the Board. 
 
 Art. 82. He is to receive from the overseers the bills of any petty charges, 
 relative to the works, which have been authorized to be executed away from the 
 workshops. 
 
 Art. 83. He is to remit, at the end of every month, these bills to the Board, 
 adding, as vouchers, the invoices of the parties who supplied the articles and the 
 delivery-bills of the overseers. 
 
 Art. 84. He is also to render monthly accounts of the supply of ballast 
 which has been sent to him, and for which he is responsible. The notes of these 
 expenses will be his discharge.
 
 Ill 
 
 Art. 85. The Engineer is to give iin necount, tlirough his overseers, of what- 
 ever they require, and send himself to the central storehouse, or to the warehouses 
 from which the articles demanded are to be supplied. 
 
 AuT. 80. lie is to see that the overseers do nut receive articles without in- 
 voices, and that they punctually return the receipts for the articles received, 
 which they ought to withdraw from their stock-book. 
 
 Finally, at the end of every month he is to transmit a note of these expenses 
 to the Board, after he has examined it, adding thereto the list of receipts, at the 
 bottom of w Inch the invoices must be annexed. 
 
 Art. 87. The engineer to keep an account of the amount of work done by 
 his men in the various works which he has ordered, and to see that the receipts 
 proving the work done, are attached at the bottom of the invoices. At the end of 
 each month, he is to send to the Board an account of the expenses, with the requi- 
 site vouchers. 
 
 He is also to keep invoices in the warehouses of the articles Avbich have been 
 worn out, and replaced by new supplies. The overseers must take care that these 
 articles are received in the best possible order. 
 
 Art. 88. The engineer will be assisted in his duty by five overseers, one of 
 whom will act as chief, to whom the works divided as follows will be confided : — 
 The division from Strasbourg to Benfeld, from Benfeld to Benniwihr, to Bolli- 
 willer, from Bolliwiller to ^lulliouse and to Thann, and from ^luliiouse to Basle. 
 
 Art. 89. Each overseer will have two inspectors under his orders, and for 
 the service of the division, and as many way-keepers and workmen as the service 
 may recjuire. 
 
 Chapter II Of the Overseers. 
 
 Art. 90. The superintendence of the maintenance of the line and of the 
 police, is confided to five overseers, each being entrusted with a division of the 
 road. The overseers are moreover charged with the management of the works, 
 Avhich are executed in their respective division, whether new works, or repairs of 
 buildings, works, &c. 
 
 Art. 91. The overseer must reside in the division of the service with which 
 he is entrusted. 
 
 Art. 92. Each overseer will have one or two inspectors under his orders, to 
 assist in seeing that the work prescribed to the road-keepers and workmen is per- 
 formed with the utmost precision, so as to secure the free passage of the trains, 
 for which he is responsible to the extent of his division. 
 
 a 2
 
 IV 
 
 Art. 93. The overseers are to write down every day in the note-book of 
 every inspector, the orders regulating the work to be performed the following 
 day. These will contain the hours for each and the direction of his beat ; if it is 
 to be performed in a single or partial journey ; the workshops at which he is to 
 work ; and it fixes a spot in his subdivision where he can be found to take any 
 verbal orders, and to receive fresh instructions. The overseer comprises the 
 beats of his inspectors as well as his own, so that the guards and workmen are 
 aware of the constant superintendence to which they are subjected, and therefore 
 have no opportunity of neglecting the duties which it may be their business to 
 perform at any time. 
 
 Art. 94. The overseer is bound to visit on foot, at least six times per month, 
 each of his guards and workmen; he must sign their books, and see that the 
 inspectors have made their beats at tlie hours prescribed; he is to observe the 
 state of the line, visit the gates and the level crossings, look to the preservation 
 of the slopes and cuttings, inspect the condition of the bridges and viaducts, 
 especially of the crossings and branching-ofF places along the line ; he is to cause 
 all the repairs to be executed without delay, which lie may deem indispensable to 
 secure the safety of the trains ; to ascertain himself whether the dressings and 
 repairs of the way, as well as the replacing of the rails and chairs, are performed 
 with proper accuracy and strength, and in conformity with the rules of art; he is 
 also to take notice whether any of the parties situated on the borders of the rail- 
 way make encroachmei.ts. 
 
 Art. 95. At harvest- time, or when agricultural operations, or the cutting of 
 timber, occasions certain roads to be more frequented, which have little traffic 
 during the rest of the year, the overseers should provide and select temporary 
 guards from amongst the neighbouring workmen, if the ordinary ones are not 
 sufficient to perform their duties efiectually. 
 
 Art. 96. Once every month (from the 15th to the 20th) lie is to inspect 
 the tools, implements, and signals, used by the guards and workmen, to see that 
 they are in good condition, to place upon the pay-lists, when necessary, any 
 stoppages of the workmen's wages which may be required to replace articles lost 
 or destroyed through their neglect. 
 
 Art. 97. To inspect in the different depots the quantities of materials 
 remaining in store, and see that those articles used have been properly applied. 
 
 Art. 98. The overseer ought to inspect, in his rounds, the stock of rails, 
 sleepers, chairs, pegs, and wooden wedges delivered to each keeper ; to see that 
 they are complete, and that all articles replenished or out of use are returned to
 
 their places. Every article constituting this stock ought to l<c reiilucoJ after 
 being used. 
 
 Art. 99. Besides the Jissortuient of tools with which cuch workshop is to be 
 supplied, he is to keep a cert^iin stock in reserve : he is to distribute these amongst 
 the inspectors, placing them in the warehouses at the stations, in order to have 
 them ready wiien wauted for additional workmen. 
 
 Akt. 100. As soon as an accident is signalled to him, the overseer is to 
 repair immediately to the spot, whether day or night, and is to lend every aid and 
 assistance in his jiower, so that the free passage of the train may be secured as 
 soon as possible. 
 
 Akt. 101. Wljcnever any offence has been committed in his division, the 
 overseer is to give notice immediately to the commissary or agent of police in 
 whose district it may have taken place, and he may himself exercise the power 
 granted him to draw up the procrs-ctrUil whenever he may deem it expedient. 
 
 AuT. 102. The overseer to transmit daily to the engineer a report of the 
 progress of the trains, a note resijccting any signals for lessening the speed, 
 whether the trains pass the crossings, platforms, &c., with too great velocity, &c. 
 Offences, accidents, the names of workmen, absences, applications for leave of 
 absence, sickness, punishmt.'iits, state of the ruad, rails or chairs replaced, suggestions, 
 requisitions for tools, tackle, or materials for that part of the division which he 
 visits. 
 
 Besides these daily reports, which merely contain an account of the events 
 occurring on the previous day, the overseer shall transmit, as soon as possible, 
 special reports of anything extraordinary — such as accidents, grave offences, &c., of 
 which it may be necessary tliat the Board should be immediately informed. 
 
 To make a report on the ^londay of every week upon the maintenance of the 
 way, embracing the work performed in each workshop, and that which is to be 
 performed the following week, stating any extra workmen that may be necessary 
 on the works. 
 
 Twice a month (the 10th and 25th), to report upon the state of the works, 
 the building at the stations, the gates, enclosures, slopes, &c. 
 
 Once a month (the 22nd), to draw up a list of all the tools, tackle, and other 
 property of the Company in the hands of the guards and workmen, or in the 
 warehouses, as stock, after an approved form. 
 
 Once every month (the 2Gth), to deliver an account specifying the coke and 
 articles picked up on the road by each guard, and the receipt notes of the station- 
 men to be delivered as vouchers to whom the articles were entrusted.
 
 VI 
 
 Art. 103. The overseer is to draw up and sign the accounts of expenses 
 incurred in his division, and transmit them in duplicate by two different deliveries 
 to the engineer, on the last day but one of the month. 
 
 Art. 104. The chief overseer has the inspection of the other divisions of his 
 line besides the duties of his own division, and he is to keep the engineer informed 
 of the general superintendence by especial reports. 
 
 Chapter III. — Of the Inspectors. 
 
 Art. 105. The inspectors are to be subject to the orders of the overseers 
 charged with carrying out the Avhole of the regulations concerning the police, and 
 maintenance of the ways. They ought to be selected from among the chief layers, 
 so that they may be competent to direct the chief workshops, and work themselves 
 whenever it may be necessary. 
 
 Art. 106. The inspectors ought to have their residence near a station, at a 
 spot fixed upon by the engineer. They must not quit the line at any time during 
 the day or while the traffic lasts, in common with the workmen and guards. 
 
 Art. 107. They ought to pass, on foot, once a day at least, over the whole 
 of their section, to inspect the way, to examine minutely the crossings and plat- 
 forms, to countersign the books of the guards and the lists of attendances in the 
 workshops, specifying the hour of their visit. 
 
 Art. 108. To attend every day at certain places on their stations, as may 
 have been directed by the overseer on the previous day, to make their verbal 
 report to him, and to receive orders for the following day. These orders are 
 inserted in the Inspector's Book, and fix the hours and the direction of their 
 beats, and the workshops where they are to stop to give orders and work. The 
 overseers may give permission to the inspectors to ride by particular trains, and 
 which is to be delivered each time to the guard of the train. 
 
 Art. 109. In case of accident, the inspector is to give notice to the overseer, 
 and to proceed to the place of the casualty to lend aid and assistance. He is to 
 direct the workmen to act in whatever manner he may deem expedient until the 
 arrival of the overseer, when it refers to casualties connected with the road, 
 extinguishing a fire, &c. ; but if the accident is confined to the train, he is to 
 place himself at the orders of the conductor of it. 
 
 Art. 110. Each inspector is to have a stock of tools to replace immediately 
 any which may be destroyed or lost by the guards, or in the works; or with 
 which to provide any additional workmen, whom he may add to the ordinary
 
 VII 
 
 number employed. This stock to consist of one crowhar, for dressing the rails, 
 two rules of 4"' GO in length, one iron distancing rule (gauge), six earth rauuuors, 
 two augers, two graving tools, four files, one scivw wrench, one large hammer fur 
 setting the rails, two screw- drivers, one anvil, six harrows, six baskets, two round 
 rammers, throe levels, one large scjuarc, two liii/ing rammers, six iron pickaxes, 
 one lever, two lai-ge pincers, two llat ranmiers for the slopes, two horns, six barrier 
 rails, sixteen chairs for crossings of different sizes, two points ditto, one pair of 
 shears to cut the hedges. And, further, a stock of thirty rails and thirty sleepers 
 distributed near the watch-boxes. 
 
 It is his duty to see that this stock of tools is complete. Whenever he 
 requires any articles that are lost or worn out to be replaced, he ought to report 
 the latter, and send them afterwards to the central storehouse, observing the 
 formalities prescribed, and he is responsible for all the property which he receives. 
 
 CuAPTER IV. — Of the lioad-gnanh. 
 
 Aet. 111. The duty of the road-keepers is principally to secure the free 
 passage of the line. These guards are responsible for all stoppages, and all delays 
 which may happen to a train in consequence of obstacles on the line. 
 
 Art. 112. In order to accomplish this, they ought to watch their boats very 
 closely, to remove from the line anything which may have been thrown thereon; 
 exhibit and transmit the signals; open and close the gates of the roads crossing 
 the railways ; prevent people passing or standing thereon, or upon the sides of the 
 railway, unless they have business there or permission, or are agents of the public 
 authorities ; drive away all cattle which may stray upon the road through neglect 
 of their drivers. The guards are bound, moreover, to execute the work which is 
 prescribed to them for the preservation and proper maintenance of the line. 
 
 Art. 113. The guards are to be obedient to the inspector under whose 
 orders they are immediately placed, and to the superior agents of the company ; 
 they ought, moreover, to aid and assist the guards of the trains and the agents of 
 the public authorities, whenever required. 
 
 Art. 114. The road-guards to execute punctually, and at the prescribed 
 moment, whatever orders may be given to them. 
 
 Art. 115. The guards to wear, when on duty, a black-glazed leather hat, 
 with a band of copper, upon which is to be cut the word " Railway," and the 
 number of the section assigned to them. 
 
 Art. 116. Neither rain, snow, nor any weather will be allowed to furnish an
 
 VUl 
 
 excuse for the absence of the guards, and they are not to leave the railway at any 
 moment during the day, under penalty of immediate dismissal. 
 
 The time of attendance on the line is fixed according to the seasons, and it 
 is sufficiently early to allow of their carefully examining the line throughout the 
 extent of each section before the first train passes. 
 
 Thev must not quit tlie line until after the appearance of the signal for 
 leaving off work, as will be hereafter explained. 
 
 Art. 117. A watch-box is placed at the disposal of the guard, to receive the 
 tools and implements entrusted to his care, and to which he may retire to take his 
 meals. The cleanliness of the watch-box, and the good order of the articles 
 deposited therein, will be strictly insisted on. 
 
 Art. 118. Each guard will be provided with the following articles, for which 
 he is responsible — namely : 
 
 The plate of copper fastened to his hat, a copy of the regulations wliich 
 relate to his duty, a copy of the special regulations relating to signals, the book in 
 which is inscribed the hour of his passing by the inspector and the orders which 
 he gives, a belt, a horn, flags and lanterns prescribed in the special regulations for 
 signals, a tin can, a hammer for driving the wedges, an iron shovel, a pick-axe 
 an iron rake, an iron scraper, an iron rod, a hoe, a wooden rod, a tri-coloured 
 flag for the flagstafi", a trowel, a steel, a paper of tinder, and another of 
 matches, a broom, five joint chairs and ten intermediate ones, and twenty wedges, 
 ten pegs, and twenty-four nails. All articles capable of being marked, shall have 
 the letters S B inscribed thereon ; they are to be renewed according as they are 
 used or worn out, but the value of tliose lost or broken must be reimbursed by the 
 guard. 
 
 Art. 119. At every spot where there are paths, roads, or ways crossing the 
 line on a level with the railway, barriers or gates are to be erected on the out- 
 side of the rails and small mounds, to prevent any one passing across the line at 
 the time that the trains are passing, and which are to be hung either on wooden 
 or on iron hinges. These barriers are to be attended to by the guards in whose 
 beat they may be placed. They are to be closed across the road from the time of 
 receiving the signal until the passing of the train, but leave the road open at other 
 times. 
 
 As the same guard may have several gates to attend to, according to the 
 distance separating them, and the amount of traffic along the roads, he is to 
 remain at the crossing jiresenting the greatest amount of trafl[ic at the proper
 
 IX 
 
 moment, or wliicliever may bo poititcil out to him by the overseer of the division 
 during the passage of the train. 
 
 AkT. 120. Each guard is to keep in his watch-bo.\ a bill indicating tlie hours 
 of tlie passing of tlie ordinary trains upon his station. 
 
 Akt. ILM. He must take a turn over iiis sectii)n before the couiunmication of 
 the signal announcing the approach of the train, in order to l)e sure that the pas- 
 sage is free, and that the grooves along the line upon the level parts are thoroughly 
 clear, lie is afterwards to place himself abreast of his watch-bo.x, to receive and 
 return the usual signal. 
 
 Art. I'li. After having given the signal, tlie guard should close the gates, 
 and stand at the post assigned to him, always on the right hand of the passing 
 train, he must then await its passing, and stand with the right arm stretched out, 
 parallel to the road, thereby indicating that the train may pass along in safety. 
 
 AuT. 12.3. The guards near the stations place themselves with the arm 
 extended perpendicular with the direction of the line, thereby indicating that the 
 train is to stop. 
 
 AuT. 124. Each guard must take care to observe whether the pa.'^sing train 
 exhibits a signal announcing that it will be followed by another, and this is neces- 
 sary as he may be called upon by his superiors to prove that he has observed the 
 signal. 
 
 Art. 125. After the passing of the train, the gates are to be opened, and the 
 crossing of the railway permitted. 
 
 Art. 12G. AVhen a train is expected, and inmiediately after its passing, the 
 guards should turn their eyes in a direction towards it, so that they may be enabled 
 to repeat without delay any signals of assistance which may be given. 
 
 Art. 127. After the passing of the train, the guard sliould examine the 
 whole length of his district, to ascertain that nothing is out of order along it, 
 to satisfy himself that the rails arc in their proper places, and to replace any wedges 
 which may have become detached from the cliairs. 
 
 Art. 128. The examination to be made by day with two flags, and at niglit 
 with two lanterns, but covered with their shades. 
 
 Art. 129. If the guard .should discover a broken rail, a slip of the earth, or 
 any derangement which he cannot himself repair, and which is of a nature to 
 endanger the train, he should instantly oxliibit the signal to stop in the middle of 
 the line, cause it to be repeated by the next guard upwards, and afterwards report 
 it with as much dispatch as possible to the foreman of the nearest works, so that the 
 damage may be promptly repaired. 
 
 b
 
 He is also to inform the foreman of the works on the road of any derange- 
 ment which he may have observed upon the road, however unimportant it may 
 appear. If the derangement does not require the stoppage of the train, he will 
 merely exhibit the signals of " slower'''' and " attention." 
 
 Art. 130. The guard must carry a hammer at the time of making his 
 examination, to tighten the wedges ; and a quantity of wedge-pins and nails to 
 replace any which may be deficient, besides the two flags and the two lanterns. 
 
 Art. 131. The men are to be stationed between the guards at night to assist 
 them in watching the way, in taking care of the rails, and in transmitting the 
 signals. 
 
 Art. 132. The guards are to pick up all the coke which may fall on the 
 ground along their beats, collecting it carefully once a day, in a sack kept for 
 that purpose. When the sack is full, they are to carry it to the nearest station, 
 and deliver it to the station-master, taking his receipt for the same. 
 
 Art. 133. Any luggage belonging to passengers, packages, &c. which may 
 happen to fall from the carriages and wagons during the progress of the trains ; 
 also all bolts, screws, and any articles belonging to the Company, which may get 
 detached from their places, must be scrupulously collected by the guards, and 
 handed over to the station-master, or to the nearest warehouse of the neighbour- 
 ing station, always taking a receipt for them. A ticket should be tied to the 
 article picked up, indicating the date, and place where it was found. 
 
 Art. 134. The necessary signals to be made every evening from the different 
 points for leaving work, in order to apprise the guards, workmen, and clerks at the 
 stations, that the trains have arrived, and that they may therefore leave. This 
 signal is to be given by two blasts of a horn, and by passing the white light twice 
 across the line, previous to suspending it before the watch-box. It must be 
 answered immediately by the next guard. Whenever this is omitted, the guard 
 who has not had his signal answered should walk towards the next post, until he 
 observes the signal repeated. With regard to the workmen stationed between 
 the guards, those who have not horns are to call out, " Leave work."
 
 Chaptek V (fftlw Workiiifu. 
 
 Art. 135. The lino is ilivitlcd into districts of 1 kiloim-tri'S ( l.^HO yards) in 
 lengtl), for the jmrpose of kirjiinj^ it in order — each district being niaintaine<l by 
 a body of workmen, the number of wliich varies, und who net under tlie superin- 
 tendence of a foreman. 
 
 Akt. 13G. Each workshop is to be j)rovided with the following tools, for 
 which the fureman is responsible: — One order book, one case for the Hags, two 
 flag signals, one horn, two driving hammers, one |)lunib level, two pairs of large 
 pincers, one smaller pincers, one level shod with iron, three round lammers, two 
 laying rammers, three pickaxes. Moreover, every workman should have a shovel 
 belonging to him. The shops which have crossing-places in their district should 
 have one small hammer, and two drivers for the wedges of the points. 
 
 AuT. 137. The workmen are to be constantly on the line from the houi" of 
 their arrival, which is to be determined by the overseer, until the signal for leaving 
 work. 
 
 AuT. 138. The foreman and his assistants arc to make a strict examination 
 of the whole district every Sunday morning, rail by rail ; they are to connect the 
 joints and to place wedges between the chairs and the rail, if necessary. The 
 foreman is to take a note in a book of the places along the line reciuiring repair, the 
 nature of these repairs, and he is to determine what portion of the work shall be 
 performed on the several days of the following week. He is to submit this note- 
 book to the overseer, and obtain his approval to engage additional men, if the re- 
 gular workmen ai'e unequal to the emergency. 
 
 Art. 139. One half of the men will have a holiday on Sunday afternoon, 
 while the other half remain on the line to keep guard and superintend the 
 barriers. 
 
 Art. 140. Sunday is to be devoted to the examination of the line, and the 
 workmen are to work on the other days of the week. The duty of inspection de- 
 volves upon the guards, and the workmen are not to walk along the road under 
 pretence of inspecting it. 
 
 Art. 141. Whenever a guard makes known to the foreman any defect which 
 he has detected on the line, the latter ought to proceed to the spot inuuediately, 
 and decide, upon his own responsibility, whether the repairs should be deferred or 
 performed at once. 
 
 Art. 142. In the case of a broken rail, the workmen should instantly slip 
 the nearest sleeper under the broken part, by which it may be rested upon the 
 
 12
 
 Xll 
 
 middle of a chair, and give tlie signal for slackening speed immediately. The 
 foreman should then consider the best mode of replacing the broken rail. In case 
 of none other being handy, he should add a sixth sleeper to the five which origi- 
 nally supported the broken rail. 
 
 No. 143. When a foreman requires to change a rail, he should select such a 
 time in the day when the spot is free of traffic, and he must take care to plant 
 signals for stopping in the middle of the line on each side, and at a distance of 
 400 metres (436 yards) from the place disturbed, in order to stop any engine 
 which by chance may be passing. 
 
 Art. 144. The workmen are to be constantly informed of the hours when 
 the trains pass, and they ought to be perfectly acquainted with the system of 
 signals, in order not to stop or impede the progress of ordinary or extraordinary 
 trains by executing the same badly. 
 
 Art. 145. Whenever the workmen discover any dangerous or impassable 
 place on the line, they should plant the signal for slackening speed or stopping, as 
 the case may require, unless the guard has already done so. 
 
 Art. 146. Upon the approach of a train being signalled, they should remove 
 all their tools and implements to the distance of at least a yard, place themselves 
 on the banquette, or bank next the line they are repairing, and in sufficient time 
 that the driver need not slacken his speed. 
 
 Art. 147. In case of signals of distress, the foreman, who is to be provided 
 with a horn and flags like the guards, should transmit this signal by blowing his 
 horn, and unfurling his flag, and by running to the next post, until the signal is 
 returned. 
 
 Art. 148. When work is over for the day, the workmen are to remain 
 stationed between the guards at the different barriers, in order to aid the police, 
 and transmit the signals along the line, and they are not to quit their posts until 
 they have received and transmitted the signal for leaving work. 
 
 Art. 149. The workmen are to be employed on other work besides the 
 maintenance of the way with which they are specially charged, as the repairs of 
 hedges, inclosures, the crossings, &c. At the time when snow lies on the ground, 
 they are all to be provided with brooms, and kept constantly clearing the line. 
 
 Art. 150. The workmen are to hold themselves ready to act on all emer- 
 gencies, day and night, wherever they may be. They are to give every assistance 
 to the police and guards of the trains, in case of need. They are to supply the 
 places of any absent guards, under orders from the overseer or inspector. They 
 are also, under some circumstances, to perform the duties of temporary gate-
 
 Xlll 
 
 keepers for particular roads, and at certain hours, accurding to the orders of the 
 overseer. 
 
 Art. 151. The foreman is to Ijc responsible for any mistakes committed in 
 his worksiiop. 
 
 Art. lb'2. The foreman is to carry a time-list, u])on which the names of 
 the men at work are to be inserted, and which is to be checked daily by the 
 insi>ector. 
 
 Afinutt\'< of Spi'cijit'ution for the supplying of Frames and Bodies of the First 
 and Second Class Carriaifes on the Orlea)iJi liailway* 
 
 This contract comprises eight first-class carriages, one complete carriage of 
 the second chiss, and twenty-lour bodies of carriages also of this same class. 
 
 The company to have the power, within a fortnight after signing the con- 
 tract, of extending the number of first-class carriages to ten, if they are desirous 
 of it. 
 
 The carriage bodies of each class to be constructed of ash, with panels of 
 plate iron, like those now standing at the shops of the company in Rue du 
 Chevalleret, and the form, dimensions, trimmings, and arrangement to be exactly 
 similar. 
 
 The frames of carriages of the first class to be also of ash, and in every 
 respect similar to those standing in the shops of the company, and, like them, 
 furnished with complete buifing and drawing apparatus, safety chains, with the 
 proper irons of attachment. 
 
 The whole of the timber used in building the various parts, to be dry, sound, 
 and square, without splits, bad knots, or rings, and free from rottenness, and 
 neither weak, nor heated, nor cut in the direction of the grain. 
 
 All the joinings to be made with the greatest care. 
 
 All the furniture and fittings to be of the first quality, and moreover, in 
 conformity with the samples. 
 
 The bodies shall not be i)ainted until utter tliey have been examined and 
 received in t/ie rough by the engineer who has charge of the stock. 
 
 • Tlie frame of this carriage is nearly I^imilar to the "Carriage de luxe," Plate 12; and the 
 bodies of the first-claiis carriages like those of the other carriage ou the same plate. The bodies 
 of the wagons are like the wagons employed on the same line, but composed of three depart- 
 mentsonly. (The roof is not furnbbed with seats.)
 
 XIV 
 
 frs. f 
 
 The following sum shall be paid for the first-class carriages, upon 
 
 their being perfectly finished, as before described, including 
 
 the frame each 6000 = (240) 
 
 Viz. — For an ash body with panels formed of 
 
 plate-iron, and consisting of three compart- 
 ments, forming a herline with eight places, frs. £. s. d. 
 glazed sashes, and the roof covered with zinc 850 = (34 0) 
 To binding the bodies with irons at the corners, 
 inside, to render them strong ; to eight irons 
 formed like a T square, with rings, fixed to 
 the body for the purpose of placing it on the 
 frame of the carriage and lifting it off as 
 required, eight screw boxes furnished with 
 flies'-wings and eight Roman screws, sixteen 
 bolts to fix the aforesaid iron-work. 
 The doors to close with laps and patent joints 
 and handles, with patent springs, two lamps 
 to be placed on the roof to light the three 
 compartments. 
 Eighteen glass sashes; the springs to be all 
 
 trimmed and in their places, and the lining 
 
 of the body ornamented with polished 
 
 heading 530 = (21 4 0) 
 
 The inside of tlie bodies to be lined with blue 
 
 cloth, with red and blue binding, the side 
 
 cushions of red leather, two stalls in each 
 
 body, the stuffing to be horse-hair and hemp 
 
 of good quality, in the proportion of 90 
 
 livres of horsehair to 150 of hemp. 
 The body to be painted brown, polished, picked 
 
 out, and varnished 1348 = (53 18 0) 
 
 2728 
 Extras 10 per cent 272 
 
 Total cost of the body of 1st class carriage. 3000 = (120 0)
 
 XV 
 
 frv £ «. «/. fr». £. 
 
 Brought forwiml 3000=(120) 
 
 Each (ioiil'le fraiiK' is coinposod ol' two frunics, 
 
 two sets of diagonal pii-cis. two cross jiieccs, 
 
 and three of brackets. 
 Four round pieces of turned iliu adjusted and 
 
 fixed, twenty-four strong iron squares fixed 
 
 to the frame with Ik.Us 400 =" (IC) d) 
 
 All the necciJsary bulling and drawing aiijiaratus 
 
 to l>e accurately litted, finished and fixed in 
 
 their places; four point- irons, or holdfasts, 
 
 and springs, six foot-steps of two sizes, each 
 
 fixed with bolts; eight double straps to fix 
 
 the susjK'nsion springs; fixing guard-plates 
 
 with sixteen strong bolts. 
 Finally, fitting and fixing all the iron-work 
 
 necessary for the due strength and com- 
 pletion of the carriage, two buflfer-springs, 
 
 and four suspension-springs, painting, double 
 
 frame, iron rings, wheels, and axles . . . 2328 = (93 2 6) 
 
 2728 
 Extras 10 per cent 272 
 
 3000 
 
 Total expense of frame of carriage 3000 = (120) 
 
 Total, for a first-class carriage . . . 6000^(240) 
 
 The iron work for fixing the bodies upon the frames must be fitted with such 
 exactness that each body may be placed, if required, upon any of the frames. 
 
 The guard-plates must be fixed in sucli a manner that the axles shall be pa- 
 rallel between them, and perpendicular to the longitudinal axis of the carria"e.
 
 XVI 
 
 • 
 
 fr. £ 
 
 The following sum shall be paid for each body of the second class : 2000 = (80) 
 
 Viz. — To an ash-wood body, with panel's formed of 
 
 plate-iron in three compartments, for 10 places, .^ 
 
 with running sashes, and the roof covered with fr. £ s. d. 
 
 zinc 820 = (32 16 0) 
 
 The interior of the three bodies to be of iron, with 
 
 40 squares, fixed with screws and bolts; 8 
 
 irons, forming a T square, with rings fixed to 
 
 the body for the purpose of placing it on the 
 
 frame of the carriage, and lifting it oif, as re- 
 quired; fixed with 16 bolts, 8 screw-boxes fur- 
 nished with fiies'-wings and 8 Roman screws. 
 
 The 6 doors to be iron-bound, copper-lapped, 
 
 with 6 handles, and patent catches. 
 To lamps to light the three bodies; 18 pairs of glasses 
 
 for the sash-frames 350 = (14 0) 
 
 The inside of the bodies to be lined with stufl', 6 
 
 stufi" cushions, padded with horse-hair and 
 
 hemp, the latter in the proportion of two -thirds 
 
 only; 18 sash-pulls, 6 door-straps; painting 
 
 the carriage, according to pattern .... 649 = (26 0) 
 
 1819 
 Extra, 10 per cent 181 
 
 Total for the body of a second-class carriage . . 2000 = (80 0) 
 
 For a second-class carriage, delivered complete, and made precisely similar to 
 the carriages of the first-class, according to the specification of these carriages, the 
 sura of 3000 fr. (£120) shall be paid, the total amounting to 5000 fr. (£200). 
 The company is to be at liberty to make such alterations during the progress of 
 building as may be deemed necessary, provided always that such alterations do 
 not render the expense greater to the contractor. 
 
 The aforesaid carriages of first and second class, and bodies of the second 
 class, to be delivered completely finished, and ready in the manufactory of the 
 company, by the 31st March, 1840, at the latest. And if, through any fault of 
 the contractor, the whole of the carriages and bodies included in the present con-
 
 XVII 
 
 tract are not delivered at the appointed jwriod, tliey shall be returned, and de- 
 ducted from the amount of his account, and damages allowed for every week's 
 
 delay, as follows: — viz. 
 
 Franca. 
 
 For each oimplete first-class carriage 100 
 
 For each complete second-chiss carriage ... 50 
 
 which is to be without prejudice for any further indemnity for losses which the 
 
 company may sustain. 
 
 The payments shall be made in the following manner: — One-third to be paid 
 when the contract is signed ; one-third after the receipt of the bodies of the car- 
 riages in the romjh, accordingly as they progress; and the last payments after 
 their delivery, and upon their final reception at the works of the company. 
 
 The two complete carriages of the first and second class built according to 
 the agreement of the 12th April last, shall be taken, and the alteration and 
 improvements which have been made during the building to be allowed to the 
 contractor, and they shall be included in the number of carriages forming the pre- 
 sent contract. 
 
 And, further, seeing that the said carriages, which were executed as patterns, 
 have been already delivered into the shops of the company and accepted, they are 
 to be paid for immediately after signing the presejit contract, viz. : — 
 
 1st. A sura of 11,000 francs for the first-class jcarriage complete, and for the 
 second class already delivered, (440/.) 
 
 2ndly. A sum of 30,000 francs (1200/.) being a third of the total value of 
 the bodies and carriages supplied. 
 
 Any dispute wliicli may arise between the company and the contractor 
 respecting the conditions of the present contract and specifications, shall be 
 decided by three umpires, upon the choice of which the parties shall agree within 
 one week. In default of which, the umpires shall be appointed by the Tribunal 
 of Commerce of the department of the Seine, at the request of either parties 
 applying. 
 
 The arbitration shall decide in a friendly manner, and its decision to be 
 final, without any reference to legal forms or delays ; and it shall not be able to 
 set it aside by appealing against it, or by any civil or legal process whatever. The 
 cost of arbitration shall be regulated by the umpires. 
 
 The registering of these presents to be at the expense of the parties interested. 
 
 Drawn up and delivered by the undersigned engineers.
 
 XVUl 
 
 Minutes of Specification for the construction of English Carriages, 
 including the wheels and axles. 
 
 Each carriage to consist of three compartments, each being 4 feet 1 1 inches 
 long, making a total length of 15 feet 6 inches. Their height, from the floor to the 
 roof, to be 4 feet 6| inches, and width 6 feet in the clear, exclusive of furniture. 
 
 The woodwork of each compartment to be of the best ash, and of the follow- 
 ing dimensions — viz., the sides of the floor to be 2i inches by 4^ inches, the up- 
 right posts at each corner, and at the doors (making twenty in number in the 
 three compartments) 2^ inches. Those at the doors to be strengthened in the 
 interior by vertical pieces of birch-wood firmly fixed to the seats. The top rails 
 to be 2i inches by 1\ inch, and there must not be less than 12 at each ex- 
 tremity. The cross piece of each partition of the interior to be 2 1 inches by 1 
 inch. The seat-rails (making ten in number in the three compartments) li by 
 2^ inches. The circular pieces supporting the roof (making three for the middle 
 compartment and four for the two others) 2j inches wide and If inch thick. 
 The sides to be formed of panels of the same thickness as those at the ends of the 
 carriage, and to be similar in every other respect. The floor to be constructed 
 of 1\ inch American pine planking, bound beneath by three bands of wrought 
 iron, I5 inch broad by a 5 of an inch in thickness, passing from one end to the 
 other, and fastened by 100 bolts and screws. 
 
 The internal partitions, seats, and planking of the roof, to consist of American 
 pine, I of an inch thick. The roof to be covered by three pieces of leather, 
 weighing at least 381b eacli, protected on the top by oak ribs 2i inches wide by f 
 of an inch tliick, placed at distances of 3 inches from each other, and fastened 
 by screws. An oak cornice to be formed all round, H inch square, screwed and 
 projecting suflicient to keep ofi" rain from the panels of the carriage. This cornice 
 also requires to be channelled, and raised rather higher on the outside than the 
 top of the carriage, and to be painted white. 
 
 Seats for the acommodation of two persons are to be constructed at each end 
 of the roof, and to be furnished with iron hand-rails, and three footsteps covered 
 with leather, &c. The support for passengers' feet consists of a plank of birch 
 wood, sustained by iron brackets. 
 
 The roof to be furnished with iron rods, for a space of 8 feet 6 inches, placed 
 lengthways and across to hold the luggage ; these irons to be | of an inch in 
 diameter, and to be supported at equal distances by uprights Ah inches high, the 
 whole to be covered with a waterproof cloth fastened by straps.
 
 XIX 
 
 The outside of tlie carriage to be formed eiitiri-ly of wood panels tlioroughly 
 dried, the higliest of these to be ^ un inch in tliirkncss, and the bottom panels 
 5-16th of an inch, and those of the ends ^ an inch; these panels to ])e fitted with 
 canvas in the first phice, fastened by means of copper pins at distances of 1 inch 
 from each utlier, with another canvas fitted on afterwards. Tiie mouldings to be 
 of brass, as well as the handles of the doors. Four iron lamps are reipiisite for 
 each carriage, two at each extremity. 
 
 Tlie windows to consist of good glass, 22i inches high by 10 inches wide, 
 and at least 5-lOths of an inch thick. Tlic sashes to be made ol' oak thoroughly 
 dried, to be 1^ inch wide, and covered witii black velvet, or painted, rubbed, and 
 varnished. Small bauds of leather must be carefully placed at the bottom of the 
 grooves which receive the glass, for the purpose of deadening the shocks. Vene- 
 tians (j(ilou.sii\^) are to be addel, if desired. 
 
 The painting to consist of three coats of white lead andfour coats of priming, 
 when the body of the carriage has been well rubbed ; three other similar coats to 
 be added to the preceding, and lastly, two coats of a colour to be chosen by the 
 directors. The upper panels to be painted black, in the same way, and four 
 coats of the best varnish to be spread over the whole carriage after the panels 
 have received the inscription in golden letters and the ornaments with which they 
 may be decorated. 
 
 The inside of the carriage must be entirely fitted up with cloth, the quality 
 chosen costing, at the present time (1839), 12s. 6d. a yard of the breadth of GU 
 inches. The quantity required for the three compartments to be about .38 yards, 
 and 7 dozen pieces of galoon, at 18s. the dozen, will be required for the whole. 
 The cost of sewing to amount to 3s. 6d. a dozen, and the same price for the fitting, 
 the handles and window-cords to be compactly covered with leather. 
 
 A good Brussels carpet to be laid on the floor, the cushions of the back and 
 elbows to be stuffed with hair of the best quality, of which about 112 \hs. to be 
 used in the three compartments. The seats are to be separated in each com- 
 partment by four mahogany elbows, adjusted by iron-work, fixed by screws, and 
 furnished. Each seat to bear a gilt number on a lacquered ticket. 
 
 The body of the carriage to be secured to the frame by means of strong 
 screw-bolts. Every part will be required to be perfectly strong, and all the iron- 
 work of the first quality. The weight of the iron-work — viz., the rods to secure the 
 luggage, the foot-boards, supports, t&c, to be about 164 lbs. ; and screws are tt> 
 be used everywhere instead of nails. 
 
 The total length of the frame to be 15 feet 8 inches. The buffers at each 
 
 c2
 
 XX 
 
 end to draw out upwards of 1 foot 9 inches, and the whole to be constructed 
 of good ash, and of the following dimensions : 
 
 The side-pieces to be double on each side, to be made of two pieces brought 
 together in the middle, and bolted, if considered necessary. They are to be 3 inches 
 square, and united vertically by stays and iron plates ; there are to be 8 of the 
 former in each carriage, weighing 81 lbs., and 4 of the latter, weighing 74 lbs. 
 
 The extremities of the frame to be formed of two cross pieces of ash, 6 feet 
 
 1 inch long, 3| inches by 3 inches square, and IH inches wide, at their greatest 
 depth. These pieces to be joined in the same way as the side-pieces, but with 
 this diiference, three blocks of ash wood to be substituted instead of the iron. 
 
 The whole to be secured by 4 pieces, placed diagonally ; and also l)y 2 longi- 
 tudinal and 2 transversal pieces of ash, 3 inches by 2i inches, resting on the lower 
 side-pieces of tlie frame, and joined by mortices and tenons into a piece of very 
 strong ash wood, forming the middle of the contrivance. This piece is to be 
 
 2 feet 3 inches long, 1 foot 4 inches wide, and 3 inches thick. All the joints 
 to be secured by bands and squares of wrought iron, 3-8ths of an inch thick by 
 2h inches wide, fixed by half-inch bolts. The two cross and longitudinal pieces, 
 also those forming the lower side portions of the frame, to be furnished on one 
 side entirely with plates of wrought iron, 3-8ths of an inch thick by 21 inches 
 wide, bolted in the same manner as the iron-work previously described. The 
 weight of this fitting to be about 244 lbs., that of the bolts and their screws to 
 the number of nearly 350, to amount to 168 lbs. 
 
 The axle-guards to consist of wrought iron, from 3 to 5-8ths of an inch thick, 
 and to be firmly fixed to the side pieces of the frame, by bolts and screws. To 
 be situated at equal distances of 8 feet 6 inches from centre to centre. 
 
 The footsteps, to the number of 18, weighing together 190 lbs., to be 12 
 inches by 9 inches, and fastened to the frame in the same manner. There are to 
 be 8 roller-boxes, weighing, with the rollers, i- of a cwt. These boxes to be 
 screwed under the side-pieces of the frame. 
 
 Four wrought iron buffer-rods, of the weight of 258 lbs, are to be fitted to 
 each frame, and terminated by ash bufiers 14 inches in diameter, covered with 
 thick leather, and stuifed with hair. These buffer-rods are to rest on two large 
 springs, each being formed of 15 steel plates, I of an inch thick by 3 inches wide, 
 and 5 feet 9 inches long, when in their places. Two other drawing springs are 
 to be appended, formed of 6 steel plates, of the same thickness and width as the 
 preceding, and having a length of 3 feet. 
 
 The four springs to weigh together about 361 lbs. To fit into a groove,
 
 XXI 
 
 firmly bolted on the middle usli piece before described, and 2^ iiicliejs to be allowed 
 for piny. 
 
 The position of the buffers luul the drawing aj)paratus is shown in Plate IG. 
 
 There is other iron work connected with the buffers and drawing apparatus, 
 besides the buffer rods already mentioned, consisting of the rods and plates which 
 are connectetl with the two small sj>rings, and which weigh about 106 lbs. 
 
 Four scjuare socket rings, with as many lateral plates and others as anidunts 
 together to .")() lbs; lastly, of various inferior pieces, employed in the construction 
 of the frame work, the amount of which may nuike a total of 84 lbs. 
 
 The whole of the steel employed in forming the different springs to be well 
 tempered and of superior quality. The iron rods, also, to be of the first quality — 
 wrought, finished, and adjusted with care. 
 
 The framing to be strongly constructeil, according to the best system at pre- 
 sent emidoyetl for railway carriages. To be painted five coats of a colour har- 
 monizing witii that of the body of the carriage, and two coats of good varnish. 
 
 Three chains, eighteen inches long, to be hung at each extremity of the frame, 
 with rings at one of their extremities, and bolts, nuts, and a strong hook at the 
 other. The middle chain to be rather stronger than the others, as it may some- 
 times be used for drawing; the latter to be added merely for the sake of safety. 
 The six chains to weigh together about 168 llis. Coujiling irons are, nevertheless, 
 preferable to chains, and ought always to be substituted for them. 
 
 As it is unnecessary for each carriage to be furnished with a lireak, these 
 will be let separately. The break apparatus consists of a certain number of levers, 
 cog-wheels, pinions, &c., and cannot be properly understood without an inspection; 
 the whole weight of the apparatus is about 4 cwt. 
 
 The rims of the wheels, together with the spokes, to be of wrought iron, and 
 the nave of cast iron. The outer tire to be fastened on the iimer by at least eight 
 screw bolts, and as many nuts. The axles to be of the best wrought iron, and 
 formed half an inch larger at the parts fitting into the naves of the wheels, which 
 are to be securely fixed to the axles, by 5-8ths keys — the whole to be painted and 
 varnished. 
 
 The four wheels with their axles to weigh about 18 cwt. 
 
 The boxes of the axles to be of cast iron, the four lateral springs being fixed 
 upon them, each spring consists of twelve steel plates, \ inch thick, 3 inches 
 broad, and 5 feet long. These four springs to weigh about 378 lbs., which makes 
 the total weight of iron employed in each frame about 47 cwt.
 
 XXll 
 
 BELGIAN RAILWAY CARRIAGES. 
 
 Details of the Cost of Carriages for the Conveyance of Passengers 
 
 and Goods. 1841. 
 
 Passenger Carriages. 
 
 frs. 
 
 Body of carriage 1700 
 
 Wrought iron wheels, guard-plates and grease-boxes 1 300 
 
 Buffers with springs 354 
 
 Springs of the body of carriage 325 
 
 Wheel covers, with the bolts connected therewith . 60 
 
 Copper ramps 40 
 
 Rollers of doors and windows 16 
 
 Windows 25 
 
 Cloth 300 
 
 Galoon 215 
 
 Linen cloth 113 
 
 Merino 30 
 
 Curly horsehair 183 
 
 The various appendages for greasing 57 
 
 Painting, workmanship, colours, &c 175 
 
 Furnishing and workmanship 100 
 
 Mounting and ditto 120 
 
 Total 4913 =(196 10) 
 
 ,Carruges with Seats and Windows. 
 
 Body 1000 
 
 Wheelwork, guard-plates, grease-boxes, springs, break 1930 
 
 Wheel covers, supports of the seats and bolts ... 72 
 
 Rods of the imperial and small pieces of iron-work . 120 
 
 Linen cloth for the imperial, and hair-cloth for the seats 102 
 
 Blue and white ticking for curtains 20 
 
 Curly horsehair for the seats . 80 
 
 Fitting up and workmanship, furnishing, painting, &c. 195 
 
 Mounting and workmanship 120 
 
 Total 3648 = (145 18)
 
 XXUl 
 
 Goods Wagons. 
 
 fr«. 
 
 Carpentry 230 
 
 Four springs belonging to the frame and one of the butl'ers 410 
 Buffers with attaching chains, drawing apparatus, straps 
 
 and bolts 250 
 
 Break complete, and irons for footsteps 160 
 
 Copjier bearings 40 
 
 Hooks, covering plate, straps, cross-pieces, &c. . . .100 
 Wrought iron wheel-work, guard plates, and grease boxes 1200 
 Workmanship of mounting ICO 
 
 Total, francs 2550 = (£102 0) 
 
 Recapitulation. 
 
 in. £ $. 
 
 Price of a carriage 4913 = (196 10) 
 
 Ditto, with seats and windows 3648 = (145 18) 
 
 Ditto, goods wagon 2550 = (102 0) 
 
 Cost of other Carriages in 1839. 
 
 Carriage 3600 = (144 0) 
 
 Ditto, with seats and windows 3900 = (156 0) 
 
 Ditto, with curtains only 3600 ==(144 0) 
 
 Covered wagon 3200 = (128 0) 
 
 Uncovered ditto 2800 = (112 0) 
 
 A break fitted up in the interior 180 = ( 7 10) 
 
 Ditto, with a seat upon the imperial 300 = ( 12 0) 
 
 Timber wagon 2750 = (110 0) 
 
 Ditto, for goods 2500 = (100 0) 
 
 Ditto, for luggage, with sliding doors 3750 = (150 0) 
 
 Ditto, enclosed 3100 = (124 0) 
 
 Ditto, for horses 3500 = (140 0) 
 
 Ditto, for cattle 3000 = (120 0) 
 
 Ditto, for iron 3800 = (152 0) 
 
 Ditto, for coke 2900 = (116 0)
 
 XXIV 
 
 Bodies of Passenger Carriages, Luggage, and Horse Wagons. 
 
 frs. 
 
 Wheels, guard plates, and grease boxes 1300 
 
 Springs of body 235 
 
 Buffers with springs 260 
 
 Total, francs 1895 = (£75 16) 
 
 Bodies of Wagons for Wood, Coal, Iron, Cattle, and Coke. 
 
 Wheels, guard plates, and grease boxes 1300 
 
 Springs of body 325 
 
 Fixed buffers 100 
 
 Total, francs 1725 = (£69 0) 
 
 N.B. — The difference in the prices of carriages in 1839 and 1841 arose from 
 the following causes. With carriages — Istly, From the prices of wheels and 
 springs having risen. The wheels, which were formerly made of cast iron, are 
 constructed entirely of wrought iron at the present time, and the whole of the 
 dimensions, both of the springs and wheels, are increased. 
 
 2ndly. From numerous modifications, too difficult to describe. 
 
 3rdly. From different appendages having been made — such as spring-barrel 
 
 blinds, &c. 
 
 frs. £ s. d. 
 
 Thus, the mechanism of eight blinds costs . . . . 48=(119 0) 
 
 Silk for ditto 40=(1 12 ) 
 
 Cords and galoon, ditto 12 = (0 10 ) 
 
 The quantity of curly horse-hair has been increased to 
 
 120 kilogrammes (264 lbs.), at 4 francs 15 cents per 
 
 kilog. (Is. 8H. perlb.) 498=(19 18 ) 
 
 The following have also been added : — 
 
 Aloes' mats 14=(0 11 2^) 
 
 Carpets 30=(1 4 ) 
 
 Lamps 44=(1 15 ) 
 
 The price of carriages icith seats only has been diminished since the work- 
 manship of the wheels, which was expensive, has been reduced.
 
 XXV 
 
 Estimate for the Construction of an ordinary If'at/on with saits ami roof , fur the ('omjiani/ 
 ofth,- r,-rstiill,s Raihroij {hft Imnk). Seo Plate 12. 
 
 DESCUIPTION OF OBJECTS. 
 
 e 
 a 
 
 t 
 5 
 
 § 
 
 
 I 
 
 Fk.\mk. 
 
 Traction rod*, coinplvte 
 
 Plate iron .sliioUls I'or tlic traction hmIs 
 
 Cast iron pii-ces for tlie ilruwin;; springs 
 
 Springs ditto ..... 
 
 Ditto of the body . . . . , 
 
 Cust iron holdfiists for ditto 
 
 Point irons ...... 
 
 .Straps for springs with 3 rods . 
 
 Doulik- tie rods ..... 
 
 .*v|uar<'s to side pieces 
 
 Collars to ditto ..... 
 
 Thin iron plates for ends of side pieces 
 
 Holding bolt(> for guard platej; 
 
 Ditto, ditto 
 
 liolts of 32 centimetres (12jln. long) square! 
 heads ...... j 
 
 Ditto lo and 2o ditto (6 and lOin. long) coun- 
 tersunk liead.s ..... 
 
 Ditto 13 and 25 ditto (o and lOin. long) ordi- 
 nary beads ..... 
 
 Washers for bolts ..... 
 
 Countersunk screws 22 26 . 
 
 Screw witli square head .... 
 
 WtKid for fnune ..... 
 
 Ditto for Imfl'crs ..... 
 
 Strou}: black lc;»ther for the two buffers. 
 
 Kound-lieaded nails for ditto 
 
 Haw heni[) for ditto .... 
 
 Workmanship of wheelwrights in making 
 17 2 '6, adjusting the iron work 3 3 
 
 Workmanship of the mechanics 
 
 BoDT. 
 
 Pieces of ash for joiners' work 
 
 Ordinary seats 
 
 Beecli timber for frame 
 
 YAin ]ilanks and paneb . 
 
 Grisjinl ditto . 
 
 Deal ditto . 
 
 Kim panels for lining 
 
 Planks for seats . 
 
 Grisard ditto . 
 
 Deal ilitto . 
 
 Walnut panel work . 
 
 Ditto panels . 
 
 Sheets of ])aper and glass 
 
 Plate iron 
 
 Zinc. 
 
 NaiU .... 
 
 Carried forward 
 
 I 
 
 14 
 
 4 
 
 2 
 
 4 
 
 8 
 
 • 8 
 
 8 
 
 4 
 
 6 
 
 4 
 
 4 
 
 24 
 
 12 
 
 32 
 20 
 
 70 
 
 120 
 
 16 
 
 8 
 
 21 
 6 
 
 24 
 4 
 5 
 
 7-47 
 •12 
 
 10-98 
 
 1-93 
 
 •46 
 
 14-75 
 
 21-36 
 
 -54 
 
 5-17 
 
 3-66 
 
 4-24 
 
 210 
 
 151- 
 
 30- 
 15-20 
 79-500 
 221- 
 38- 
 
 9- 
 II- 
 
 3-750 
 18- 
 
 4-.-;oo 
 i:(K) 
 
 8-500 
 3- 
 
 15- 
 
 13- 
 
 1-850 
 •500 
 2- 
 
 106. 
 85- 
 13- 
 
 fra. 
 
 2 
 
 1 
 
 2 
 2 
 2 
 2 
 2 
 3 
 2 
 I 
 1 
 1 
 1 
 
 90 
 80 
 85 
 20 
 20 
 60 
 10 
 50 
 
 80 
 40 
 60 
 60 
 
 1 60 
 1 50 
 
 1 50 
 
 4 
 
 2 
 24 
 25 
 25 
 
 2 70 
 1 60 
 
 20 
 
 3 75 
 3 75 
 
 25 
 25 
 11 
 3 
 2 
 2 
 2 
 3 
 2 
 2 
 1 
 8 
 
 50 
 60 
 
 50 
 60 
 
 25 
 
 05 
 62 
 75 
 60 
 
 90 
 
 fn. 
 437 
 
 :>A 
 
 12 90 
 
 174 !K) 
 
 4K6 20 
 
 98 80 
 
 *>•' 50 
 
 50 
 25 
 
 10 
 40 
 
 II 
 36 
 
 8 
 
 2 
 13 60 
 
 4 80 
 
 24 
 12 
 
 19 
 
 50 
 
 4 
 
 80 
 
 
 50 
 
 1 
 
 90 
 
 186 
 
 75 
 
 3 
 
 
 5 
 
 
 
 80 
 
 
 40 
 
 78 
 
 75 
 
 22 
 
 50 
 
 274 50 
 
 48 
 
 25 
 
 5 
 
 25 
 
 51 
 
 60 
 
 55 
 
 oH 
 
 101 
 
 10 
 
 10 
 
 33 
 
 12 
 
 80 
 
 10 
 
 
 4 
 
 20 
 
 30 
 
 
 32 
 
 
 
 25 
 
 65 
 
 70 
 
 63 
 
 75 
 
 20 
 
 80 
 
 2536 
 
 85
 
 XXVI 
 
 Estimate — contimied. 
 
 DESCEIPTION OF OBJECTS. 
 
 
 1 
 
 s 
 
 6 
 
 
 
 a 
 
 
 o 
 
 a 
 
 o 
 
 3 
 
 
 a 
 
 « 
 
 id 
 
 O 
 
 >• 
 
 
 
 
 
 fra. 
 
 its. 
 
 Brought forward .... 
 
 *.. 
 
 ... 
 
 
 ... 
 
 2536 85 
 
 Various screws for the joiners . 
 
 164 
 
 ... 
 
 
 2 50 
 
 4 10 
 
 Brass covering ...... 
 
 
 ... 
 
 6-200 
 
 6 
 
 37 20 
 
 Door hinges ...... 
 
 24 
 
 ... 
 
 
 1 
 
 24 
 
 Countersunk screws for hinges and handles 
 
 386 
 
 
 
 1 
 
 OyO 3 85 
 
 Brass door handles with springs 
 
 8 
 
 ... 
 
 
 6 
 
 0,0 48 
 
 Latches ....... 
 
 8 
 
 
 
 1 50 
 
 12 
 
 Mounting steps ..... 
 
 4 
 
 ... 
 
 5-400 
 
 3 50 
 
 18 90 
 
 Handles of the imperial .... 
 
 4 
 
 ... 
 
 1-650 
 
 2 80 
 
 4 60 
 
 Stays, with dowels and pins 
 
 4 
 
 ... 
 
 7-200 
 
 2 40 
 
 17 30 
 
 Eods and iron work upon roof 
 
 4 
 
 . • . 
 
 17-820 
 
 1 33 
 
 24 05 
 
 Squares and dowels for ditto 
 
 4 
 
 ... 
 
 5-500 
 
 2 40 
 
 13 20 
 
 Mitre ditto 
 
 4 
 
 ... 
 
 1-400 
 
 1 80 
 
 2 50 
 
 Sundry bolts for roof, steps, and dowels of lamp 
 
 32 
 
 ... 
 
 3-175 
 
 1 50 
 
 4 75 
 
 Dnwels of lamp ...... 
 
 4 
 
 ... 
 
 6-300 
 
 2 40 
 
 15 60 
 
 Lamp for the interior 
 
 2 
 
 
 
 16 15 
 
 32 50 
 
 Footsteps ....... 
 
 8 
 
 . . . 
 
 54- 
 
 2 
 
 108 
 
 Footboard .....*. 
 
 16 
 
 ... 
 
 
 75 
 
 12 
 
 Bolts of 4 & 13 centimetres (1^ and Sin. long) 
 
 62 
 
 ... 
 
 5-400 
 
 1 50 
 
 8 10 
 
 Screws with square heads .... 
 
 8 
 
 
 
 24 
 
 1 90 
 
 Ditto, countersunk, for fixing the roof . 
 
 80 
 
 ... 
 
 
 3 50 
 
 00 2 80 
 
 Fixing the zinc ..... 
 
 
 
 
 
 18 
 
 Workmanship of joiners .... 
 
 • > > 
 
 ... 
 
 • • . 
 
 ... 
 
 643 
 
 Ditto of ironmongers' work of doors . 
 
 ... 
 
 
 
 
 40 
 
 Ditto of Ironwork 15. ..... 
 
 >.• 
 
 ... 
 
 ... 
 
 ... 
 
 31 
 
 Plating the panels ..... 
 
 ... 
 
 ... 
 
 
 ... 
 
 40 
 
 Inside. 
 
 
 Metres. 
 
 
 
 
 Ticking 
 
 ... 
 
 52-85 
 
 ... 
 
 1 60 
 
 84 53 
 
 Black trellis 
 
 
 11-30 
 
 • . . 
 
 1 40 
 
 15 80 
 
 Broad galloon ...... 
 
 . • . 
 
 29- 
 
 
 50 
 
 14 50 
 
 Ditto, for covering the seams 
 
 
 159-15 
 
 
 21 
 
 33 40 
 
 Tacks 
 
 ri'2 
 
 
 
 1 80 
 
 0/0 2 
 
 Raw hemp (of 78 kilogs. to the 1.) 
 
 ... 
 
 ... 
 
 15-600 
 
 20 
 
 0,0 3 10 
 
 Ditto 
 
 ... 
 
 
 147-400 
 
 50 
 
 73 70 
 
 Packthread for galloon 
 
 ... 
 
 ... 
 
 •500 
 
 1 85 
 
 90 
 
 Double thread ...... 
 
 
 ... 
 
 •200 
 
 7 50 
 
 1 50 
 
 Crested nails (of 2 kilogs. to the C'.) 
 
 ... 
 
 ... 
 
 •400 
 
 3 20 
 
 1 30 
 
 Nails for seats and other parts . 
 
 ... 
 
 
 2- 
 
 1 80 
 
 3 60 
 
 Ditto for galloon ...... 
 
 ... 
 
 
 2- 
 
 2 
 
 4 
 
 Panes of glass ...... 
 
 io 
 
 
 
 1 45 
 
 14 50 
 
 Copper frame plates ..... 
 
 40 
 
 ... 
 
 ... 
 
 30 
 
 12 
 
 Countersunk screws ..... 
 
 160 
 
 
 ... 
 
 85 
 
 0,0 1 05 
 
 Soft yellow leather for rods and frames . 
 
 2,10 
 
 
 ... 
 
 27 
 
 5 40 
 
 Workmanship of coachmaker 
 
 ... 
 
 ... 
 
 
 • . . 
 
 70 
 
 Ditto of glazier ...... 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 5 
 
 Painting 
 
 
 
 ... 
 
 
 300 
 
 Conveyance to the line ..... 
 
 ... 
 
 ... 
 
 ... 
 
 
 8 
 
 
 4357 90 
 
 Sundry expenses, use of to 
 
 Cost of a wagon, exclusiv 
 guard plates 
 
 ols, &c., 
 e of wh 
 
 20 per ee 
 eels, axles 
 
 nt. . 
 grease-b( 
 
 )xes and ' 
 
 = {£• 
 
 871 60 
 
 K 5229 50 
 
 209 3«. Id.)
 
 XXVll 
 
 Estimate for the Construction of a Berlin for lite Companif of the Versuilles Railway 
 
 {left btinh). Sec Plate 12. 
 
 DESCRIPTION OF OBJECTS. 
 
 e 
 
 t 
 
 a 
 
 4. 
 
 e 
 
 
 
 
 a 
 
 3 
 
 ■4* 
 
 o 
 
 1 
 
 « 
 
 
 •f. 
 
 o, 
 
 iZ 
 
 o 
 
 > 
 
 Fkamk. 
 
 
 
 
 tn. 
 
 fn.. 
 
 Traction rods ...... 
 
 1 
 
 « • • 
 
 144- 
 
 2 90 
 
 417 60 
 
 I'late-iron sliielJs for drawing . 
 
 14 
 
 • •■ 
 
 30- 
 
 1 80 
 
 54 
 
 Ca.-t-ii-on picct's for the drawing springs 
 
 4 
 
 ... 
 
 15.200 
 
 85 
 
 12 90 
 
 Drawing springs ..... 
 
 2 
 
 ... 
 
 78- 
 
 2 20 
 
 171 60 
 
 Springs of tiif Wly ..... 
 
 4 
 
 
 198- 
 
 2 20 
 
 435 60 
 
 Cast-iron holdfasts for ditto 
 
 8 
 
 
 37- 
 
 2 60 
 
 96 20 
 
 Point irons ....... 
 
 8 
 
 ... 
 
 9- 
 
 2 50 
 
 22 50 
 
 Stnips for springs, with 3 rods . 
 
 8 
 
 
 11- 
 
 2 50 
 
 27 50 
 
 Double-tif rods ...... 
 
 4 
 
 
 3-750 
 
 3 
 
 11 25 
 
 S|uarc'S to side-pieces .... 
 
 6 
 
 ... 
 
 18- 
 
 2 
 
 36 
 
 Thin iron phites ...... 
 
 4 
 
 ... 
 
 1-700 
 
 1 40 
 
 2 40 
 
 HiiUiing-bolts for guard-plates . 
 
 24 
 
 ... 
 
 8-500 
 
 1 60 
 
 13 60 
 
 Ditto 
 
 12 
 
 ... 
 
 3- 
 
 1 60 
 
 4 80 
 
 r>olts, 32 centimetres (12i inches long), square ) 
 
 32 
 
 
 15- 
 
 1 60 
 
 24 
 
 heads J 
 
 
 
 
 
 
 Ditto, 15 and 25 ditto (6 and 10 ditto) coun-| 
 tersunk ditto i 
 
 20 
 
 ... 
 
 8- 
 
 1 50 
 
 12 
 
 Ditto. 1 1 and 25 ditto (4 and 10 ditto) ordi-l 
 
 70 
 
 
 13- 
 
 1 50 
 
 19 50 
 
 nary ditto . . . . . .J 
 
 
 
 
 
 
 Washers 
 
 120 
 
 
 ... 
 
 4 
 
 00 4 80 
 
 Countersunk screws, 22 26 
 
 16 
 
 • • ■ 
 
 
 2 
 
 50 
 
 Screws with s<|uare heads .... 
 
 8 
 
 • •• 
 
 ... 
 
 24 
 
 1 90 
 
 ^\'ood for frame and buffers 
 
 .•• 
 
 7-59 
 
 
 25 
 
 0,0 189 75 
 
 Strong black leatiier for ditto 
 
 
 
 1-850 
 
 2 70 
 
 5 
 
 Round-headed nails ..... 
 
 • •■ 
 
 
 -500 
 
 1 60 
 
 80 
 
 Raw hemp ....... 
 
 ■ ■■ 
 
 ... 
 
 2- 
 
 20 
 
 40 
 
 Workmanship of wheelwrights in making thel 
 
 17§ 
 
 
 
 
 
 frames . . . . . . .J 
 
 
 
 
 
 Ditto, adjusting the iron work 
 
 3.1 
 
 
 ... 
 
 3 75 
 
 78 75 
 
 Fixing iron work ..... 
 
 6 
 
 ... 
 
 ... 
 
 3 75 
 
 22 50 
 
 Body. 
 
 
 
 
 
 
 Pieces of ash for joiners' work 
 
 ... 
 
 9-42 
 
 
 25 
 
 235 73 
 
 
 
 4-50 
 
 ... 
 
 11 
 
 49 50 
 
 Elm-plank panels ..... 
 
 ■ •• 
 
 14-97 
 
 ... 
 
 3 50 
 
 52 40 
 
 Grisard ditto ...... 
 
 • •. 
 
 28-39 
 
 > >. 
 
 2 60 
 
 73 80 
 
 Dial ditto 
 
 ■ •> 
 
 33-63 
 
 ... 
 
 2 
 
 67 25 
 
 Walnut panels ..... 
 
 5 
 
 • • * 
 
 
 8 
 
 40 
 
 .Sheets of paper and glass .... 
 
 5 
 
 • • . 
 
 
 5 
 
 25 
 
 Plate iron 
 
 ... 
 
 
 92-" 
 
 62 
 
 57 5 
 
 Zinc ........ 
 
 • •• 
 
 ... 
 
 69- 
 
 75 
 
 51 75 
 
 NaiLs ....... 
 
 • ■ • 
 
 ... 
 
 12- 
 
 1 60 
 
 19 20 
 
 Sundry screws ...... 
 
 186 
 
 
 
 2 50 
 
 4 65 
 
 Hrass covering ..... 
 
 • •• 
 
 ... 
 
 4-850 
 
 6 
 
 29 10 
 
 Door hinges ...... 
 
 18 
 
 ... 
 
 ... 
 
 1 
 
 18 
 
 Coverings and handles j 
 
 Carried forward .... 
 
 288 
 
 ■ a. 
 
 
 1 
 
 2 90 
 
 22«7 93 
 
 (12
 
 XXVIU 
 
 Estimate — continued. 
 
 DESJRIPTION OF OBJECTS. 
 
 s 
 
 3 
 
 
 a 
 
 a 
 
 i 
 
 05 
 
 o 
 
 
 
 z 
 
 P 
 
 w 
 
 O 
 
 > 
 
 
 
 
 
 frs. 
 
 fl-R. 
 
 Brought forward .... 
 
 ... 
 
 ... 
 
 
 ... 
 
 2287 93 
 
 Chased door-liandles, with springs, &c. . 
 
 6 
 
 ... 
 
 ... 
 
 7 50 
 
 45 
 
 Latches ....... 
 
 6 
 
 ... 
 
 
 1 50 
 
 9 
 
 Dowels of himps ...... 
 
 4 
 
 
 6 500 
 
 2 40 
 
 15 60 
 
 Bohs of 4 and 13 centimetres ( 1^ and 5 inches | 
 
 44 
 
 
 3-250 
 
 1 50 
 
 0/0 4 85 
 
 long) for footsteps . . . . . J 
 
 
 
 
 
 
 Screws, with square heads .... 
 
 14 
 
 
 ... 
 
 24 
 
 0,0 3 55 
 
 Footsteps ....... 
 
 6 
 
 ... 
 
 35- 
 
 2 
 
 0,0 70 
 
 Footboard 
 
 12 
 
 
 ... 
 
 75 
 
 9 
 
 Washers ....... 
 
 12 
 
 ... 
 
 ... 
 
 4 
 
 0,0 50 
 
 Lamps for the interior ..... 
 
 2 
 
 ... 
 
 
 16 15 
 
 32 30 
 
 Fixing zinc upon the imperial . 
 
 ... 
 
 ... 
 
 
 12 
 
 12 
 
 Plating the panels with iron .... 
 
 • •. 
 
 ... 
 
 ... 
 
 
 40 
 
 Workmanship of joiners .... 
 
 ... 
 
 
 
 ... 
 
 564 
 
 Ditto, ironmongers' work of doors . 
 
 • >* 
 
 
 ... 
 
 ... 
 
 30 
 
 Ditto, ironwork ..... 
 
 ... 
 
 ... 
 
 
 ... 
 
 12 50 
 
 ^ Inside. 
 
 
 Metres. 
 
 
 
 
 Maroon cloth 
 
 
 40-97 
 
 
 12 50 
 
 512 10 
 
 Ditto serge ...... 
 
 • • • 
 
 1610 
 
 ... 
 
 3 
 
 48 30 
 
 Linen for covering the mattresses 
 
 >>• 
 
 28-50 
 
 
 75 
 
 21 35 
 
 Stout grey linen ...... 
 
 
 22- 
 
 ... 
 
 1 50 
 
 33 
 
 Pasteboard ....... 
 
 
 5-45 
 
 
 1 20 
 
 6 55 
 
 Black trellis 
 
 
 13-90 
 
 ... 
 
 1 40 
 
 19 45 
 
 Broad galoon, maroon and red 
 
 • •• 
 
 65-35 
 
 ... 
 
 95 
 
 62 10 
 
 Narrow ditto, ditto .... 
 
 ... 
 
 207-65 
 
 ... 
 
 29 
 
 60 20 
 
 Tacks 
 
 1033 
 
 • •• 
 
 ... 
 
 5 
 
 51 63 
 
 Tassels of frame ..... 
 
 18 
 
 ... 
 
 ... 
 
 90 
 
 16 20 
 
 Cords of frame ...... 
 
 18 
 
 ... 
 
 ... 
 
 2 50 
 
 45 
 
 Black thread ...... 
 
 ... 
 
 ... 
 
 •300 
 
 9 
 
 2 70 
 
 Galoon packthread ..... 
 
 ... 
 
 • •* 
 
 1-625 
 
 1 85 
 
 3 
 
 Nails for seats and other parts . 
 
 • ■• 
 
 
 1-500 
 
 1 80 
 
 2 70 
 
 Black varnished nails ..... 
 
 
 ... 
 
 -300 
 
 3 60 
 
 1 80 
 
 Galoon nails ...... 
 
 
 ... 
 
 1-500 
 
 2 
 
 3 
 
 Panes of glass ...... 
 
 "is 
 
 ... 
 
 ... 
 
 1 45 
 
 26 10 
 
 Putty 
 
 
 ■ ■ * 
 
 1-500 
 
 60 
 
 90 
 
 Copperplate frames ..... 
 
 18 
 
 ... 
 
 ... 
 
 30 
 
 5 40 
 
 Countersunk screws ..... 
 
 72 
 
 >• ■ 
 
 
 85 
 
 0,0 50 
 
 Soft yellow leather, for rods of doors 
 
 1 
 
 ■ ■• 
 
 
 27 
 
 2 70 
 
 Spring blinds, with tassels 
 
 18 
 
 ... 
 
 ... 
 
 2 80 
 
 30 40 
 
 Brass rings for blinds ..... 
 
 36 
 
 ... 
 
 • >• 
 
 40 
 
 14 40 
 
 Countersunk screws .... 
 
 108 
 
 ... 
 
 
 85 
 
 0,0 90 
 
 Guides of blinds ...... 
 
 ... 
 
 36- 
 
 ... 
 
 10 
 
 3 60 
 
 Rings with brass screws for the guides 
 
 36 
 
 
 
 20 
 
 7 20 
 
 Stuffed buttons 
 
 18 
 
 **• 
 
 ... 
 
 30 
 
 5 40 
 
 Raw hemp ...... 
 
 > •• 
 
 ... 
 
 85- 
 
 50 
 
 42 50 
 
 Leather ....... 
 
 ... 
 
 . •• 
 
 90- 
 
 2 85 
 
 356 50 
 
 Workmanship of coachmakers . 
 
 • ■< 
 
 ... 
 
 ... 
 
 .. * 
 
 140 
 
 Ditto, glaziers, for the frame and coach . 
 
 
 ... 
 
 ... 
 
 • •• 
 
 3 75 
 
 Painting ....... 
 
 • • > 
 
 V 
 
 ... 
 
 ... 
 
 260 
 
 Conveyance to the line ..... 
 
 
 
 ... 
 
 '*' 
 
 8 
 
 4932 70 
 
 Sundry expenses, use of tools 
 • Cost of a Berlin, exclusive o 
 
 J, &c. at 
 
 20 per ce 
 
 Dt. 
 
 3, and) 
 
 986 55 
 
 wheel. 
 
 5, axles, gi 
 
 ease-boxe. 
 
 5919 25 
 
 guard-plates 
 
 . 
 
 . 
 
 . 
 
 / 
 
 
 
 
 
 
 
 = (£2 
 
 36 15*. 5d.)
 
 XXIX 
 
 Miniitt.^ of Spccificafioti for the Ctmstrintioii utid Fittimj up of I-\>rty Fnnms of 
 Ihlii/aurs for the Railway from Montpcllier to Xinus* 
 
 1. The present sj)eeifioiitioii CDinprises the construction, conveyiince, and 
 fitting up of forty frames of ilili!.'eiici's, tiie frames (lini/iers) of which have been 
 
 let to the i)roprietors of the Fourchambault Iron Works by the decision of M. , 
 
 the Minister of Public Works, May 31, 1843. 
 
 The following parts are ordered and in course of manufacture at the present 
 time : — 
 
 Axles mounted on wrought iron wheels. 
 
 Grease boxes, with the corresponding axle guards. 
 
 Suspension springs. 
 
 Bulling and drawing apparatus, with the springs. 
 
 The works comprised in the present specification are — 
 
 1st. The woodwork of the frames intended to support the bodies of the 
 
 carriages. 
 2n(l. All the iron-Avork necessary to protect the franK* and unite them 
 with the limbers, with the exception of the foot-steps which form 
 a part of the contract for the bodies of the carriages. 
 3rd. The mounting of the limber and the frame at the manufactory, and 
 afterwards on the line of railway at the stations of Nimes or 
 ]^Iontpellier, all expenses of transport being included. 
 
 2. The wood- work of the frame to be executed conformably to the annexed 
 design, and to be composed of the pieces hereinafter enumerated. 
 
 Two side pieces, each 5"' 20 (17 feet) long, and O™ 085 by 0™ 25 (3 inches 
 by 10 inches) square section. 
 
 Two upper cross pieces, 2"' 20 (7 feet 3 inches) in length, and 0" 09 by O" 25 
 (4 inches by 10 inches) square section. 
 
 Four intermediate feross pieces, each 2'" 00 (6 feet 7 inches) long, and 0"'U)S 
 by 0™ 20 (3 inches by 8 inches) square section. 
 
 Four diagonal pieces, making together 8'" 40 (27 feet 7 inches) in length, 
 and O" 12 by 0™ 06 (5 by 2i inches) square section. 
 
 One shoe under the springs l" 10 (3 feet 7 inches) long, and 0" 35 by O" 
 08 (14 by 3 inches) square section. 
 
 Four sets of fittings to the stop pieces of turned-wood according to the pattern. 
 
 • These frames resemble those employed on tlie Rouen Railway.
 
 XXX 
 
 Upon these several pieces being united, the frame will be 5™ 20 (17 feet) 
 long between the outside faces of the upper cross-pieces, and 1" 98 (6 feet 6 
 inches) wide between the outside faces of the side pieces. 
 
 3. All the wood-work to be of ash or oak, thoroughly dry, and of the best 
 quality ; all the pieces, more particularly the side pieces, to consist of solid timber, 
 perfectly sound, regular in fibre, free from defective knots and broken fibres. 
 The whole of the wood to be square, and have a square edge prepared and pro- 
 perly shaped on all sides, and united with the greatest precision, conformably to 
 the rules of good coach-building. 
 
 The iron-work of the frame to be composed of the following pieces : 
 
 Of Iron filed and polished on all sides. 
 
 5 fork-shaped supports for the suspension springs, weighing together at least 
 60 kilogrammes, (132 lbs.) 
 
 Of Wrought Iron, and polished by the file. 
 
 4 screw rings for the safety chains. 
 
 4 squares of the diagonal pieces. 
 
 4 ditto sides of the frame. 
 
 8 drawing rods. 
 
 2 plate bands for the body springs. 
 
 2 tie pieces of the axle guards, eacli weighing 30 kilogrammes, (66 lbs.) 
 
 Screw Bolts with Heads. 
 
 32 bolts for the sides of the frame. 
 
 4 cross pieces. 
 
 8 acute-angled squares. 
 
 4 right-angled squares. 
 
 16 drawing rods. 
 
 30 foot-steps. 
 
 6 frames for the springs. 
 2 drawing rods to frame. 
 20 axle guards. 
 
 5. The weights of the 32 pieces and 122 bolts above enumerated are not 
 given, with the exception of those which bear more than an usual strain. The value 
 of the remaining iron-work is not regulated by the quantity of metal used, so
 
 XXXI 
 
 much as it is by the finish of the workmniishiii. it must l)c understoinl tliiit this is 
 to be executed coiiforuiubly to tlie geiierul feuturws sliowii in the uniiexed design, 
 although the weiglit is not sj)ecified, and in necordance with the detailed phm 
 or nuHlel, wliich shall Ik; approved of by the engineer. 
 
 6. The wliole of the iron-\vt>rk of the frame to be prepared with wood- 
 charcoal, hammered, and of the first quality. It must be wrought with the 
 greatest care, according to tlic models adopted by the engineers, and shaped as 
 above described, accxjrding to the rules of coach-building. 
 
 7. The fork-shaped supports of the frame are to be joined to the suspension 
 springs by leather straps disjioseil as shown in the annexed design. Kvery strap 
 to be composed of seven leather bands of tlie K'st quality, sewn together with the 
 greatest care, and forming a total thickness of 0'" 030 millimetres, (1 inch.) 
 
 8. Of the 40 frames constituting the contracts, 12 shall be furnished with a 
 break, placed as shown on the plan marked § 2. 
 
 The manufacture and fitting of these breaks will be the subject of a separate 
 specification. 
 
 The contractor shall be bound to perform the luounting of the frame and its 
 joining with the wheels, axles, guard-plates and grease-boxes at the manufactory, 
 and at the stations of \imcs or Montpellier, according to the directions of the 
 engineer, so that nothing shall remain to be done except placing the different 
 bodies of the carriages and wagons (ordered by the directors) upon the frames. 
 
 10. The delivery and reception to take place at Nimes or at Montpellier, all 
 costs of transit being defrayed by the contractor. 
 
 On sight of the receipt {proces-verbal) of their provisional reception, nine- 
 tenths of the amount of the contract to be paid to the contractor. 
 
 The remaining tenth to be retained as a guarantee for one year after the 
 delivery. The pieces which may be injured or broken during this term, from anv 
 cause whatever, excei)ting a violent shock be proved to have taken place, shall be 
 replaced at the expense of the manufacturer. 
 
 11. The frames, as before described, to be delivered as follows, viz.: — 2U 
 mounted frames within three months after the signing of the contract; 10 frames 
 per month after the first delivery. 
 
 12. In case of non-compliance with the above conditions within the prescribed 
 periods, 10 per cent, on the contract to be retained as indemnity from the 
 contractor. 
 
 The contractor shall, moreover, be subject to the clauses and several condi- 
 tions imposed on contractors of "Bridges and Highways," and joined to the
 
 xxxu 
 
 circular of M. the Director-General of Bridges, Highways, and Mines, dated 25th 
 August, 1833, in every respect, provided such is not inconsistent with the present 
 specification. 
 
 Minutes of Specification for the Construction and Fitting up of the Bodies of the 
 Passenger Carriages and Wagons on the Railway from Montpellier to Nimes* 
 
 1. The present specification comprises the construction, conveyance, and 
 fitting up of the bodies of carriages and wagons intended for the service of pas- 
 sengers on the railway from Montpellier to Nimes — namely : 
 
 Eight carriages of the first class (herUnes), with closed windows. 
 Ten ditto, of the second, or covered diligences, with closing windows. 
 Fourteen ditto, of the third class (char-a-banc), covered, but not enclosed. 
 Six baggage wagons. 
 
 2. The limber and frame-work of the carriages are executed according to 
 special specifications and by separate contracts. The general description of the 
 framing, with the necessary directions for its junction with the bodies of the 
 carriages shall be remitted to the contractor of the present, in order that the final 
 mounting of the carriages and wagons may not present any difficulty. 
 
 Sect. I Carriages of the First Class, or Berlines, with Close Windows. 
 
 3. The general dimensions of the first-class carriages to be according to the 
 plan, and as follow : — 
 
 Length between outside faces 5™ 20 (17 feet); width between the outside 
 faces to be 1™ 98 (6 feet 6 inches), exclusive of the swelling-out parts. 
 
 Height between the bottom of the body and the canopy 1™ 60 (5 feet 3 inches). 
 
 Height from wooden seat to floor 0" 35 (13 inches). 
 
 Length of each end compartment from outside to outside 1™ 70 (5 feet 
 7 inches). 
 
 Interior length of middle compartment T" 80 (5 feet 11 inches). 
 
 The dimensions of the details to be conformable to the subjoined plan and to 
 the drawings which shall be approved and signed by the engineer. 
 
 4. The bodies to be constructed of hard wood; the lower side-pieces, corner- 
 pieces, and all the larger pieces of the framing of the seat to be of ash. All the 
 
 * The models were Dearly similar to those emplojed on the Rouen Railway.
 
 XXXIIl 
 
 wood to be iwrffctly dried and of the best quality, prepared, shaped, and joined 
 according to the rules of coach building. 
 
 The exterior panels to be of plat«-iron. 
 
 The interior of each body to Ik* strengthened by at leiu^t sixty squares of irmi 
 fastened by screws. As the plan does not show these scpiares, it must be under- 
 stood that each of the joints of the several partsof the framing shall be strengthened 
 by an iron, according to the best practice of coach-building. The iron-work of the 
 doors to be executed with the greatest care; the double hinges and the lap-over 
 pieces to be of copper, and fastened by screws, the mode of closing to be by folding 
 doors with springs. 
 
 Each door to be provided with a copper handle, and a cnunter one, conform- 
 ably to the general indication of the subjoined design and to the model which shall 
 be approved by the engineers. The six sash-frames of the doors and panels of 
 each body of a carriage to be fitted with Holiemian glass, or with double glasses, 
 perfectly flat, without specks, Haws, or defects. The frames of the two end com- 
 partments to be of haril wood and varnished; those of tiie middle compartment to 
 be formed of mahogany. The roof to be covered with two sheets of red copper 
 7-8ths of a millimetre (-034 of an inch) thick, lapped and soldered together at 
 the middle of the compartment. 
 
 Each of the two seats raised on the roof to have branches, body guards, and 
 elbows, and six foot-steps for mounting, formed of iron, acconling to the plan. 
 
 The roof, moreover, to be surrounded by an iron railing, according to the 
 design. 
 
 The body to be prepared, painted, and varnished with coach varnish with 
 the greatest care, and with stripes in the panels if there is room, of the colour 
 and shade to be chosen by the directors. The manufacturer of the bodies shall 
 further be bound to paint the body in three coats: the first with white lead and 
 oil for the wood, and i/iinitim for the iron. The exterior faces of the lower side- 
 pieces and the outside cross-pieces to be varnished with coach-varnish. 
 
 The body to be accompanied by two boards, each of them being constructed 
 as follows : — 
 
 Five pieces of wrought-iron with two branches, with palette of strong jjlate- 
 iron H millimetres (-314 of an inch) thick, conformable in other respects to the 
 model which shall be remitted to the contractor. A platform of oak, planed on 
 every side, with the edges rounded, being 4™ 20 (13 feet 9 inches) long by 0"' 20 
 (8 inches) wide, and O™ 035 (1-3 inches) thick. 
 
 e
 
 XXXIV 
 
 The contractor shall be bound to join the chains and di"awing-rods, shown in 
 the plan, to each body, as follows : — 
 
 Four safety-chains, weighing each 6 kilogrammes, (13 lbs.) 
 Two draw-rods, each consisting of two long links with nuts, united by a 
 screw furnished with a ball-handle, to be made conformably to the design which 
 shall be remitted to the contractors, and each weighing 12 kilogrammes. (26 lbs.) 
 The whole to be of iron prepared by charcoal, of the first quality. 
 
 5. The body of the middle of the carriage to be fitted up with blue clotli dyed 
 in the wool, of a quality at least equal to that of the best furnished carriages of 
 the railroad du Gard, or those in the vicinity of Paris. 
 
 The two back cushions, the mattresses above the back cushions, the elbows, and 
 the cushions of the seats, to be stuffed with hair of the first quality, and of the sub- 
 stance indicated in the design, pointed with woollen buttons, and mattressed with 
 stuff under the blue cloth covering. 
 
 The canopy to be spread with cloth of the same shade as the furniture. 
 
 The floor to be inlaid and covered with Mocadoes carpet. A woollen galloon 
 of the first quality of pattern, 6 centimetres (2'3 inches) wide, is to be fixed 
 round the upper ceiling as an edging, and the cords of each sash are also to be 
 furnished with it. The cords of the sashes to be lined with leather, and pointed 
 in two rows, the ends ornamented with woollen fringes, with collar above. Gal- 
 loon is to be adjusted to the cushions, doors, pilastres — everywhere prescribed by 
 usage, and sewed and turned down. 
 
 The Berlin to be furnished with six blinds of taffety, with silk tassels and 
 strings, and the rollers of the centre sashes to be of ivory. 
 
 6. Each of the two bodies forming the end compartment to be furnished 
 with blue and white ticking, and the various parts to be stuffed of the substance 
 indicated in the plan, and with the same care as the Berlin. 
 
 The canopy to be spread with ticking, like that of the furniture. 
 
 The floor to be inlaid, (garni en farquet. ) The cords of the sashes to be of 
 galloon, united and pinned, of the first quality, and 55 millimetres (2 inches) 
 wide, lined with leather pointed in two rows, and ornamented with woollen fringes 
 with collars. Galloon to be adjusted for the sewing, and as edging round the 
 upper canopy, and to the cushions, doors, and pilastres, and as before described, 
 Art. 5. 
 
 Each compartment of the carriage to be provided with 6 blinds of linen- 
 cloth, with ordinary strings, and the roUers of the sashes to be of copper.
 
 XXXV 
 
 Sect. II. — Second-class < 'itrriiufts or Diliijcnces covered iti, 
 tcith cloned trindoics. 
 
 When the original specification was drawn up, it comprised two classes of 
 carriages only, l>ut the govermuent subst\|iiently adopted as a general mea.suro on 
 all railways, the establishment of three chusses of carriages. A fresh unler, dateil 
 25th .lanuary, 1844, was therefore made for the construction of ten carriages of an 
 intermediate class, covered and enclosed with windows. 
 
 These carriages were comprised in a single contract under the approval of the 
 upper administration, and constructed as follows. 
 
 The body of the carriage of the second class shall be in all respects conform- 
 able to that of the third class described in Articles 7 and 8 above, except that it 
 shall have panels and glazed doors, as indicated in the folding plate, containing an 
 elevation of the design, and numbered 54. 
 
 The glazed compartments, further, shall be conformable to those of the Berlins 
 at the ends of the first class carriages, except in their dimensions, and be fur- 
 nished with similar blinds. 
 
 The wooden seats shall be lower by 10 centimetres, (4 inches), than those of 
 the third class carriages, and covered with cushions stuffed with hair and furnished 
 with tickinij quilting of the thickness of O^IO (4 inches.) 
 
 Sect. III. — Third-class Carriages, {Char-a-bancs) covered in but not enclosed. 
 
 7. The general dimensions of the bodies of the carriages of the third class to 
 be conformable to the design as follows : 
 
 metres. ft. in. 
 
 Length between the two outside faces 5'20 = (170) 
 
 Width, ditto ditto 2-30 = (76) 
 
 Length from axis to axis of each of the four compartments 1"30 = (43) 
 
 Height of wooden seat above the floor 045 = ( 16) 
 
 Height from floor to the ceiling 1.60 ^( 5 3) 
 
 The dimensions of the details, moreover, to be conformable to the annexed 
 design, and to the drawings which shall be approved and signed by the engineers. 
 
 8. The body to be constructed of hard wood, the lower side pieces, corner 
 pieces, and the larger parts of the frame-work to be of ash, the smaller pieces and 
 seats, of oak or ash. All the wood to be perfectly dry, and of the best quality, 
 prepared, planed, and joined, according to the rules of coach-building. 
 
 e2
 
 xxxvx 
 
 The parts of the lower side pieces projecting 5™15 (16 feet 10 inches) on each 
 side of the shaft pieces of the frame, are to be supported, in the first place, by the pro- 
 jecting portions of the extreme iron pieces, and afterwards by three wrought iron 
 brackets placed at intervals on each side according to the plan. 
 
 The outside panels to be of plate-iron. 
 
 The interior of the body to be strengthened by at least 80 squares or plates of 
 wrought iron, fastened by screws. As the plan does not show these squares or 
 plates, it is to be understood that each of the joints of the several parts of the 
 framework shall be strengthened by a square or a nut-bolt, according to the best 
 rules of coach-building. 
 
 The iron-work to be executed witli the greatest care. Each door to have two 
 ordinary hinges, hasp, spring, folding door, brass handle, according to the general 
 plan, and to the particular model approved by the engineers. 
 
 The carriage to be open at the sides and divided into four compartments as 
 indicated in the plan by means of wooden partitions surmounted by columns of 
 polished iron. 
 
 The roof to be covered with two sheets of red copper, seven-tenths of a milli- 
 metre ('027 of an inch) thick, joined and soldered together at the middle of each 
 compartment. 
 
 Each of the two seats of the roof to be placed as shown by the plan, with 
 branches, body guards, and foot boards of iron as described in Article 4. 
 
 The bodies to be prepared, painted, and varnished with coach varnish on 
 the outside with the greatest care, and of the colour' and shade chosen by the 
 directors. 
 
 Lastly, as there is no furniture, the contractor shall be bound to pay 
 particular attention that all the inside pieces and panels, floor, upper canopy, 
 seats, &c., be perfectly even and well joined. All the inside faces, excepting 
 the floor, to be painted with oil in two coats with a colour which shall be 
 pointed out as before. 
 
 The contractor of the bodies shall, besides, be charged with painting the 
 frames on the conditions announced in Article 4. 
 
 Each body to be accompanied by two foot-boards composed as follows : — 4 
 pieces of wrought iron with two branches, with step formed of plate iron, 8 milli- 
 metres ('314 of an inch) thick, each weighing at least 11 kilogrammes (241bs), 
 and conformable, besides, to the model to be transmitted to the contractor; a 
 platform of oak, planed on all sides with rounded edges. 
 
 The contractor shall be bound to join to each body four safety-chains and
 
 XXXVIl 
 
 two druw-rods, with screws iind nuts according to the conditions mentioned in 
 Article 1. 
 
 Sect. IV Jiagi/age- ]y<iijotis. 
 
 The general iliiuensions of the baggage-wagons to be conformable to the 
 plan : namely — mi-tn-ii ft. in. 
 
 Length bet wi-en outside faces ."i-^O -^ (17 U) 
 
 Wi.lth ditto, ditto 2-;iO = ( 7 fi) 
 
 Height from lloor to dome, measured outside . 2"0 = ( G G) 
 
 9. The dimensions of the details, moreover, to be conformable to the sub- 
 joined plan, and to tiie drawings which sliall be approved and signed by the 
 
 neers. 
 
 10. The body of the wagon to be constructed of hard wood, the lower side 
 pieces and corner pieces of ash, the other pieces of the framing of oak or ash. 
 The panels to be of walnut or oak. 
 
 All the wood to be perfectly dry, and of the first quality, prepared, planed, 
 and joined according to the rules of coach-building. 
 
 The interior of the body to be strengthened by at least 60 squares, or bolts 
 of wrought iron, according to the conditions of Article 8. 
 
 •The diagonal pieces of the outside panels to be further fastened to the side 
 planks by wooden screws, as shown by the plan. 
 
 A large door to be made at each side of the wagon, with two leaves and four 
 small doors. These doors and openings to be provided with their squares, iron- 
 work, and hinges, as shown in the plan. They must all be shut by locks, with 
 spring-folding doors, of the model approved by the engineers. The lower doors 
 to close in the dog-boxes at the bottom of the wagon, conformably to the plan. 
 They are to be pierced with a round hole, for the purposes of ventilation, and to 
 be furnished with a metallic plate. The roof to be covered with two sheets of 
 copper, and provided with two seats, with footsteps in every respect like those of 
 the second class. 
 
 All the outside faces to be prepared and painted with oil, and in two coats, 
 of a colour to be chosen by the directors. 
 
 The body to be painted, both iron and wood, like the carriages, as described 
 in Article 4, excepting that all the coats shall be painted in oil without varnish. 
 Each body to be accompanied by six pieces of iron, with two branches for foot- 
 boards, with plate iron step, each weighing at least 11 kilogrammes (241bs), and 
 conformable to the model remitted to the contractor.
 
 XXXVIU 
 
 The contractor shall join to each body four safety -chains and two draw-rods, 
 with nuts and screws, as described in Art. 4. 
 
 Sect. V. — General and Particular Conditions. 
 
 11. The contractor shall be bound to mount the carriage, and unite it with 
 its frame, at the stations of Nimes or Montpellier, according to the intention of 
 the engineer, and as shall be directed. 
 
 12. The delivery and reception to take place at Nimes or Montpellier, all 
 costs of transport being made at the expense of the manufacturer. 
 
 On sight of the proces verbal of the provisional reception, then nine-tenths 
 of the amount of the contract shall be delivered to the contractor. 
 
 The remaining tenth shall be retained as a guarantee for one year after the 
 delivery. All the pieces which shall be damaged or broken by any cause whatever 
 during this period, excepting a violent shock be proved, to be replaced at the 
 cost of the manufacturer. 
 
 13. The carriages, as above described, for each contract, shall be delivered as 
 follows — viz., Half the number to be constructed before the 10th of May, 1844, 
 and the remainder before the 1st of June following. 
 
 14. In case of non-execution of the above conditions within the time, pre- 
 scribed, a drawback of 10 per cent, shall be made from the manufacturer as 
 indemnity. 
 
 15. The manufacturer to be subject also to the clauses and general condi- 
 tions imposed on contractors of Bridges and Highways, joined to the circular of 
 M. le Directeur-General of Bridges, Highways, and Mines, dated August 25th, 
 1833, in every respect, unless specifically inconsistent with the present contract. 
 
 Nimes, \Oth December, 1843.
 
 XXXIX 
 
 STATEMENT OF IMilCES OF (AKKIAGES. 
 
 l8T. Fjume and Wueei.wokk. 
 
 frt. 
 
 Two pair of iron wheels, with their axles . . 1 150 
 
 (This price will vary according to the diuiiieter of 
 the axles, and of the tires of the wheels. ) 
 
 Buffing apparatus and drawing do., with their 
 
 springs, about 1000 
 
 Frame, exclusive of the foot-boards, and tlie draw- 
 ing rods and chains 1300 
 
 Four springs, weighing 55 kilog. each (121 lbs.), 
 
 making together 220 kilog. (485 lbs.) at 2 frs. 440 
 
 Four grease boxe^, at 23 fr. each 92 
 
 Four iixle-guards, weighing 14 kilog. (30 lbs.) 
 each, making together 56 kilog. (123 lbs.) at 
 1 fr. 50 c 84 
 
 Total . . . 4066 
 Say . . . 4000= (£160 0) 
 
 2nd. Body of toe Carriage. 
 
 Price of Public Contract, 23rd February, 1844. 
 
 Frs. £. 
 Body of a First Class, including foot-boards, draw- 
 ing-rods, and chains 4800 = (192 
 
 Body of a Second Class do. do.. . 3500 = (140 
 
 Body of a Third Class do. do.. . 2800 = (112 
 
 Baggage Wagon do. do.. . 2400 = (196 
 
 3rd. Mounted Carriages. 
 
 First Class carriage, including foot-boards, drawing- 
 rods, and chains 8800 = (352 
 
 Second Class do. do. . . 7500 = (300 
 
 Third Class do. do. . . 6800 = (272 
 
 Baggage Wagon do. do. . . 6400 = (256 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0) 
 
 
 
 0)
 
 xl 
 
 Minutes of Specification for the Construction of Twelve Breaks for Second Class- 
 Carriages and Baggage Wagons of the Railway from Montpellier to 
 
 Nimes* 
 
 1. The present specification comprises the supplying and fitting up of twelve 
 breaks for the use of the carriages and wagons of the Railway from Montpellier 
 to Nimes. 
 
 2. Each break to be made conformably to the general design, traced in blue, 
 on the drawing marked § 4, and according to the details of construction of the 
 drawing marked § 2. To consist of the following pieces — namely : 
 
 Supporting Pieces of Polished Iron, turned or tapped. 
 
 Kilogs. 
 Four hinges for the break apparatus, weighing . . . 4-0 
 
 Four rods, formed with joints to connect the ironwork 
 
 of the blocks of break to the levers, making together 14-0 
 
 One lever axle (fork-shaped) 3-50 
 
 One lever support o'O 
 
 Screw nut for spindle and crank rod lO'O 
 
 One supporting rod . 3'0 
 
 Fifty-one different turned bolts 26-0 
 
 One crank 4'0 
 
 Four supports of the cross pieces, fixed to grease boxes, 8*0 
 
 Total weight . . 57-50 = (127 lbs.) 
 
 Polished and turned pieces of Iron for common purposes. 
 
 Kilogs. 
 Four pins or blocks of break, weighing 10'53 
 
 Two levers, fixed behind the break 9*0 
 
 Lever transmitting the power 7*20 
 
 Rod joining the crank lever to the lever fixed on the 
 
 axle . ... . . . 11-0 
 
 Total weight . . 37-73 = (83 lbs.) 
 
 • The models were nearly similar to those of the Rouen Railway.
 
 XII 
 
 Iron tcTought and partly filtd. 
 
 kilog». 
 Two cross-pieces of Hut iron fustened to tlie greiisc- 
 
 boxes, and supimrting the iippariitiis, weijihing 
 
 together GH-iH 
 
 Four pins, or wooden blocks, each in two parts . .'JO-SG 
 
 One axle to break 48-36 
 
 Total weiglit . . 117- 1()=(325 lbs. ) 
 
 3. All the iron work to be of Bourgoyne or Berry iron, of the first (piiility, 
 well hainniered. It is to be forged with the greatest care, according to the pat- 
 terns approved of by the engineers, and is to receive the pattern thereon designed 
 conforinubly to the best modes of constructing uiacliinory. 
 
 4. The drawback to be detoniiined by counter-weigliings, the following 
 prices being applied for the different classes of iron-work. No payment to be 
 made to tlie manufacturer for any excess of weight arising from an increase of 
 dimensions unauthorized by the engineers. 
 
 5. The contractor to supply four blocks to each break of elm wood, to be 
 perfectly compact, free from broken fibres, prepared and cut with care, according 
 to the plan which shall be remitted by the engineers. 
 
 6. The contractor is bound to mount the breaks and the appendages with 
 the frames and bodies of the carriages and wagons, according to the plans of the 
 engineers, at the stations of Nimes or Montpeilier. 
 
 7. The contractor shall receive nine-tenths of the amount of the contract 
 immediately after the fitting up. The remaining tcntli to be retained as 
 a guarantee for six months after the fitting. Those pieces which shall be injured 
 or broken during this term, to be replaced at the expense of the manufacturer, 
 always excepting the elm blocks, which shall be received finally upon their 
 being fitted up. 
 
 8. The breaks comprised in the present specification to be finished before 
 April l,')th, 1844, under penalty of a drawback of 10 per cent, on the price, as 
 indemnity. 
 
 9. The manufacturer to be further subject to the clauses and general condi- 
 tions imposed on contractors for bridges and highways, and joined to the circular 
 of M. the Director-General of Bridges, Highways, and Mines, dated 25th August, 
 1833. in every respect, unless specifically inconsistent to the present specification. 
 
 /
 
 xlii 
 Statement of Prices. 
 
 frs. 
 
 No. 1. Price of iron per kilogramme, for supporting pur- 
 poses before stated, of polislied iron, turned or 
 tapped 3 
 
 2. Price of iron per kilogramme, polished, for common 
 
 purposes for the pieces before described ... 2 50 
 
 3. Price of iron per kilogramme, wrought, and partly 
 
 filed, for the pieces before described .... 1 75 
 
 4. Price of each elm wood block 5 
 
 Detailed Estimate. — Price of a Break, including the Fitting up. 
 
 frs. 
 
 No. 1. Polished iron, turned or tapped, for supporting 
 
 pieces, 57-50 kilogs. at 3 frs 172 50 
 
 2. Iron polished and turned, for common purposes, 
 
 37-73 kilogs., at 2-50frs 94 32 
 
 3. Iron wrought, and partly filed, 147-40 kilogs. at 
 
 l-75fr 257 95 
 
 4. Four elm wood blocks, at 5fr 20 
 
 544 77 
 
 Mounting the 12 breaks 6537 24 
 
 Add for sundry expenses and improvements, 462 76 
 
 Total sum for 12 breaks 7000 (£280.) 
 
 Minutes of Specification for the Construction of Goods Wagons for the 
 Railway from Strasbourg to Basle. 
 
 Wood. 
 
 Art. 1. The wood employed in the construction of the wagons to be of ash, 
 provided it can be procured, otherwise of oak, which must have been felled at 
 least two years previous, and be of good quality. The pieces employed to be 
 straight in the fibre, and without knots. They must be correctly squared, free 
 fi'om sap-wood, of the exact dimensions marked on the annexed plans, and free 
 from all blemishes which may injure either its strength or wear, such as shakes, 
 dry knots, or sap.
 
 xliii 
 
 litox. 
 
 Akt. 2. Tlie iron also to be of the best (luiility. Tlic contractor must state 
 in his tender wlienc« it is obtaine*!, and be preimred to prove this by the invoices, 
 if required by the company. The iron bars are to be proved before being used, 
 and the whole of the pieces numufactured. These trials to be made at the cost 
 of tlie manufacturer, and such pieces or bars that are found to be of inferior 
 quality will Ik; rejected, and every piece that is defective either in qiiality or 
 form, or that d«.K?s not agree with the specified dimensions, shall be broken and 
 destroyed, without the contractor being entitled in any case to be paid for them. 
 
 AlUUSTMENT OF THE IMECES OF TIIK WaGONS. 
 
 Akt. 3. The whole of the pieces forming similar parts shall be matched — 
 i.e., made so that they can be used indiscriminately one for the other witliout anv 
 alteration being necessary. The threads of the bolts sliall fit the worms of the 
 screws, and be of the size indicated by the models provided by the company. 
 Steel patterns will be remitted for this purpose. The whole of the nuts to bolts 
 of similar calibre must be capable of being applied indiscriminately for the whole, 
 and the latter must be of the e.xact dimensions required, and conformable to the 
 models. The whole of the pieces of the wagon, including the wheels, axles, grease- 
 boxes, axle-guards, springs, locks, ic, which do not strictly fulfil the condition of 
 matching as described in this article will be rejected. 
 
 FiTTlNG-UP. 
 
 Art. 4. The several joints of the wood must be executed with the greatest 
 care, without any loose play being allowed. They are to be painted with thick 
 oil at the time of being finally fixed, together with all parts which are in contact 
 with iron as well as the iron itself. The bolts to fit accurately into the holes pre- 
 pared for them, and to be covered with paint like the former. The line of draught 
 to be determined by a line traced exactly along the axis of the frame. The most 
 scrupulous care must be used in placing the axle-guards. The employment of a 
 guage will not be considered sufficient ; their position on each frame must be set 
 out geometrically, by lines perpendicular to the axis of the line of draught. The 
 bolts which secure them to the lower side-pieces must be turned throughout their 
 entire length, and to enter with equal friction both into the wood as iron. 
 
 /2
 
 xliv 
 
 Wheels. 
 
 Art. 5. The wheels to be constructed according to the dimensions and pattern 
 remitted to the contractor. Those mounted on the same axles to be pi'ecisely 
 equal in diameter. They are to be wedged up, so as to lie in a plane perpen- 
 dicular to the axle and concentric with the gudgeon, in order to accomplish which 
 they are not to be turned on the outside until mounted on the axle. 
 
 The spokes to be scoured on the outside, and the tire formed of the prescribed 
 dimensions, and hammered smooth and even, on the inside. The contractor must 
 state the source from whence he intends to obtain the tires. They must be at 
 least two centimetres (-787 of an inch) thick at those parts where the countersunk 
 holes are prepared to receive the rivets. 
 
 Axles. 
 
 Art. 6. The axles will be furnished by the company when the contractor is 
 ready to receive them — namely, 10 axles before the 1st April next, 10 from the 
 1st to the 15th April, and the remainder at 5 per week, beginning from the 15th 
 April. If the company cause any delay in the work, it is hereby agreed that the 
 contractors are authorized to exceed the time for the delivery of the wagons, as 
 fixed by Article 1 6, by an equal period. 
 
 Axle Guards. 
 
 Art. 7. The axle guards to be perfectly smooth, the interior in which tlie 
 grease box slides to be carefully prepared by a planing machine, also the outside 
 portions against which the edges of the grooves of the grease box rub, so that 
 the rubbing part in the grease box may be made of less thickness than the rest of 
 the guard. The holes of the axle guards to be pierced according to a pattern, in 
 order that they may be changed without fresh holes being required to be pierced 
 in the wood. 
 
 Grease Boxes. 
 
 Art. 8. The grease boxes to be composed of soft cast-iron of good quality? 
 the parts sliding in the axle guard being adjusted by a planing machine. The 
 joint separating it into two parts to be also carefully adjusted; the bearings 
 to be composed of hard brass, without any composition of zinc, and to be care- 
 fully adjusted in the grease boxes. The adjustment of the bearings and the boxes
 
 xlv 
 
 to be made by means of moulds, so that the whole of the bearings may fit any of 
 the boxes. 
 
 Springs. 
 
 Art. 9. The plates forming the springs, excepting the principal plates, to 
 have a section of 75 7, ami to be tapered with the utmost regularity. Tlu-y must 
 be of precisely similar width, and be prepareil with a (ile or a grind-stone, so 
 as to l>e in contjict througliout their entire length. The springs to be tried with 
 a weight of 2000 kilogrammes (441(^lbs.), under which thv'y must not bend more 
 than 70 millimetres (2^ inches), and rec'over their position on the weight being 
 removed, without losing more than one centimetre (-31) of an inch) of their ori- 
 ginal shape. They are, moreover, to be conformable in curvature to a pattern 
 which shall be sent to the contractor. 
 
 SurERIXTENDEXCE. 
 
 .\kt. 10. The railway company will send one of its agents to superintend 
 the construction of the wagons, and to examine the materials eni[doyed in their 
 execution. This agent will inspect the materials in the rough and the finished 
 pieces; he is to have the right of making observations to the workmen on every 
 piece, and upon every matter whicli does not fulfd the condition prescribed in 
 the present specification; he will also verify the setting out of the mounting of 
 each wagon, as well as the mounting itself. 
 
 Art. 11. The examinations made during the work by the agent above 
 referred to, as well as the partial reception of any manufactured pieces, is not to 
 prevent those defective from being rejecteil at the final completion referred to in 
 next article, or any pieces that are badly fixed from being replaced. 
 
 Reception. 
 
 .\rt. 12. When the wagons are finished and mounted, they will be finally 
 received, upon a special request addressed by the contractor to the directors, 
 previous to their being painted. Every piece which does not, at this delivery, 
 fulfil the prescribed conditions to be replaced at the cost of the contractor. 
 
 Guarantee. 
 
 Art. I.']. The contractor is to be responsible for a period of one year, for all 
 pieces which may be broken in consequence of faults arising from bad construction, 
 or the use of materials of bad quality. When the wagons are brought into use.
 
 xlvi 
 
 every piece that breaks or becomes injured in consequence of faults of the above 
 nature, as well as such parts which may become fractured in consequence of a 
 piece proving bad, are to be replaced by the contractor. This is to be done 
 immediately upon being required by the directors, and the question respecting 
 liability to the expense of same, in case of dispute, to be decided afterwards. 
 If the contractor does not cause the repairs to be made directly, the railway 
 company will cause them to be made in their own workshops, and the contractor 
 shall pay the expense of the same, provided it be proved that the accident has 
 arisen fiom a defect in the form or quality of the part broken or damaged. 
 
 Delivery. 
 
 Art. 14. Upon the wagons being completed, they are to be delivered 
 accordingly at the Koenigshoffen station. 
 
 Period of Delivery. 
 
 Art. 15th. The wagons to be delivered as follows — viz., Ten before the 
 30th of April, and the remainder by tlie 31st of May following, at the latest. 
 
 Drawback for Delay. 
 
 Art. 16th. For every day's delay in the delivery of the wagons, undertaken 
 by the contractor, a sum of fifty francs shall be withheld, without the excuse of 
 the delay being caused by the rejection of any parts of the wagons (by the agents 
 of the company) being in any case allowed. This drawback to be allowed as 
 indemnity to the company for the losses it may sustain in consequence of the 
 imperative demand for this article. 
 
 Payment and Provision for Disputes. 
 
 Art. 17. The payments to be made in the month following the delivery, in 
 bills on Paris, payable at one mouth's date, excepting one-twentieth of the total 
 amount of the contract, Avhich will be retained as a guarantee during the time 
 which the contractor is responsible for his work, in virtue of Article 10. 
 
 Every dispute, of whatsoever nature it may be, which may arise between the 
 contracting parties during the progress of the works, or at the time of the recep- 
 tion, or, lastly, during the term of guarantee, the parties mutually agree to carry 
 before the tribunals of the Department of the Seine, where the office of the 
 company is situated. 
 
 Mulhouse, 23rd Feb. 1843.
 
 \l\ ii 
 
 Estimate of a Goods JVagon of the Strasbourp ami liasle /iailwai/. 
 
 DESCRIPTION OF ABTICLF.S. 
 
 UimiiD- 
 uoni. 
 
 Weight. 
 
 Price. 
 
 Sum, 
 
 ■2 \Vrou(;ht-iron iixlrt 
 
 4 W hevls 
 
 4 (iu;irJ plates 
 
 2 Tractiuii ruds, with hooks partly threaded, and nuts . . 
 
 1 Tendeur 
 
 4 riatcs '2 U'injf partly tapped to receive the traction rods, 
 
 and to fix tliem to the springs 
 
 4 Guides to conduct the traction springs 
 
 i (.iuiJcs for traction rods 
 
 4 liutft-r ro>U, picrcttl witli a mortice at one end, and 
 
 tlireaded at the otiior, with 4 nuts and 4 lieys . . . 
 4 Plate-iron caps to receive the wooden buffers, with their 
 
 circles 
 
 4 W(H>den buffers 
 
 2 Uods ('<r securing the f^ea.^ boxes to the guard plates . 
 8 Stirrup pieces for fixing the suspension springs to the 
 
 grease Iwxes 
 
 •J St.rrup latces for uniting the centre longitudinal piec.- 
 
 with the second cross piece 
 
 8 riates for guiding the buffer rods and preserving the 
 
 cross pieces 
 
 "24 Ferrules, of which 20 are for the cross pieces, and 4 for 
 
 the lower side pieces 
 
 1 Flat iron band for the box 
 
 4 Sijunres for the angles of the body 
 
 2 Safety chains, with hooks and claw for fixing it to the 
 
 lower side pieces, and 2 single claws for hooking the 
 chains 
 
 4 Coverings to grease boxes 
 
 20 Uolts for guard plates 
 
 8 Bolts for securing the traction springs between the springs 
 8 Bolts for securing the two upper guides to the cross pieces 
 
 5 Bolts with countersunk heads for maintaining the two 
 
 lower guiiles to the centre piece . . 
 
 8 Bolts for tixioj^ the two guides of the traction rods . . 
 4 Bjlts for uniting the lower side pieces to the diagonal 
 
 pieces 
 
 2 Bolts for uniting the diagonal pieces to the centre piece, 
 4 Bolts ditto to the third cross piece, 
 
 3 Bolts for uniting the lower cross piece to the centre piece, 
 
 and to the side pieces 
 
 8 Bolts for fixing the lower side pieces to the back of the 
 cross pieces, the diagonal pieces and the frame together, 
 
 14 Bolts for fixing the body to the cross pieces .... 
 
 8 Bolts for securing the cast-iron supports of the suspen- 
 sion sprin'.fs to the lower side pieces, and the lower side 
 pieces ami the cross piece together 
 
 8 Butts fur fixing the safety chains to the lower side pieces, 
 
 1() IJolts for fixing the buffer guides 
 
 8 Bolts for fixing the ro<b employed to secure the grease 
 boxes in the guanl plates 
 
 24 liolts, with countersunk heads, for fixing the wooden 
 buffers to the plate-iron caps 
 
 10 Hooks 
 
 Carried forward .... 
 
 niilliftiet. 
 
 20 
 \5 
 15 
 
 15 
 13 
 
 15 
 15 
 
 15 
 
 15 
 
 15 
 15 
 
 15 
 15 
 15 
 
 13 
 
 12 
 15 
 
 kilng. 
 252- 
 103()' 
 11250 
 33-80 
 9-30 
 
 8. 
 27-60 
 9-20 
 
 •90 
 
 13-30 
 
 21-60 
 
 6-50 
 
 3- 
 
 7-60 
 
 16-50 
 23- 
 5-30 
 
 12- ■ 
 4- 5 C 
 2-60 
 
 2-00 
 1-60 
 2-40 
 
 2-10 
 
 8- 
 8-40 
 
 tt%. 
 205 each 
 
 90 0-0 k 
 160 
 160 
 200 
 
 200 
 1-20 
 120 
 
 160 
 
 120 
 
 I piece 
 160 0-0 k 
 
 -.00 
 
 200 
 
 160 
 
 160 
 120 
 160 
 
 120 
 
 3 pieces 
 180 0-0 k 
 160 
 160 
 
 160 
 160 
 
 160 
 HiO 
 160 
 
 160 
 
 160 
 160 
 
 4-50 160 
 2-60 , 160 
 5-60 : 160 
 
 0-80 
 
 2-20 
 6-40 
 
 225 
 
 225 
 160 
 
 rn<. 
 
 4U(i 50 
 yyj 40 
 
 ISO 
 54 8 
 19 
 
 19 
 16 
 
 33 12 
 
 11 14 
 144 
 
 15 96 
 4 
 
 34 56 
 13 
 
 6 
 
 12 16 
 26 40 
 
 27 60 
 
 12 
 
 19 20 
 7 20 
 4 16 
 
 3 20 
 
 4 32 
 
 3 20 
 
 2 56 
 
 3 84 
 
 3 36 
 
 12 80 
 
 13 44 
 
 6 88 
 4 48 
 8 96 
 
 1 80 
 
 4 95 
 10 24 
 
 2082 23
 
 xlviii 
 Estimate — continued. 
 
 DESCRIPTION OF ARTICLES. 
 
 Brought forward 
 
 176 Wooden screws, T P 27/45, for fixing the 
 guide plates of the buffer rods and the ferrules 
 of the lower side pieces and cross pieces and 
 the flat irons to the frame 
 
 140 Wooden screws, T P 29/75, for fixing the 
 planking to the cross pieces and to the frame 
 
 56 Wooden screws, T D 29/75, for fixing the 
 squares to the angles of the body and the 
 stops of the wheels to the lower side pieces . 
 
 Steel. 
 
 4 Suspension springs 
 
 2 Traction and buffer springs 
 
 Cast Ikon. 
 
 4 Adjusted grease boxes 
 
 4 Guide supports for guiding the buffer springs 
 
 against the buffer roils 
 
 4 Guides for the butfer rods 
 
 8 Supports for the suspension springs .... 
 8 Stops of wheels 
 
 Brass. 
 
 4 Adjusted brass squares 
 
 Ash Timber. 
 
 2 Lower side pieces 
 
 4 Diagonal ditto 
 
 1 Lonuitudinal centre piece 
 
 2 Outside upper cross pieces 
 
 2 Ditto lower ditto 
 
 5 Cross pieces 
 
 1 Ditto to fasten the diagonal pieces and the lower 
 
 side pieces 
 
 Deal. 
 
 2 Large side pieces 
 
 2 Small do 
 
 2 Planks of 0.060 metre, (2-3 inch) in thickness . 
 6 Ditto 0.040 ditto (1-5 inch) ditto . . . 
 
 50 Days' workmanship in fixing the iron work and 
 details 
 
 Total 
 
 Dimensious. 
 
 Length. Thickness. 
 5-020 100-220 
 
 2-500 
 4-700 
 2-560 
 2-400 
 2 560 
 
 100-100 
 100-100 
 100-100 
 100-180 
 100-200 
 
 2-400 100-100 
 
 4-700 
 2-400 
 
 4-560 
 4.560 
 
 m. 
 
 80 180 
 80 180 
 
 0-250 
 0-290 
 
 \Yei8lit. 
 
 kilog. 
 
 Dozen 
 
 149- 
 95- 
 
 83- 
 
 6-40 
 
 Cube. 
 0-220880 
 0-100000 
 0-047000 
 0.051200 
 086400 
 0-056000 
 
 0-024000 
 
 0-785480 
 0-0G768O 
 0-034560 
 
 0-102240 
 
 2-280 
 7-930 
 
 per day 
 
 Price. 
 
 frs. 
 
 40 
 75 
 
 1 49 
 
 Sum. 
 
 13 20 
 
 60 
 
 36. 
 
 60 
 
 12 
 
 55 
 
 19-20 
 
 55 
 
 250 
 250 
 
 80 
 
 450 
 
 140 
 
 40 
 
 3 50 
 2 50 
 
 frs. 
 2082 23 
 
 5 87 
 8 75 
 
 6 
 
 96 
 
 872 
 
 50 
 
 237 
 
 50 
 
 66 
 
 40 
 
 7 
 
 90 
 
 21 
 
 60 
 
 6 
 
 60 
 
 10 
 
 36, 
 
 28 80 
 
 109 96 
 
 4 8 
 
 7 90 
 19 82 
 
 150 
 
 3650-49 
 
 (£146 0«.4irf. )
 
 xlix 
 
 Estimate of Coal Wagon for the Great Comb Mine Company, and the 
 
 Gard Railway. 
 
 Phime Cost. 
 
 fn.. 
 
 32y) 
 
 Istly. Mounting 
 
 2nilly. Iron work, complete ... 'i'H)> 
 
 3rdly. Car|)entry and plunking loOj 
 
 fn.. 
 
 J. . p K,-^ . „,. 
 
 2ndly. Iron work, complete ... 220 '- ()99, say 700 = (£28.) 
 
 Istly. 
 
 Mounting. 
 fre. 
 
 (Cast iron 175kils. (3861bs.) atO-376fr. 4-750) 
 
 .' |.'..r fir.. n-KdR '. — 
 
 1 AVheel -' For tire 
 
 (Turning 
 
 1 Grease box, 7 kilogs. (lolbs.) at 0-30fr 
 
 .Iron (ordinary iron of 3' round, 
 I I-QIS" (Grt.'3in.) long, 75-73kils. 
 ( i661bs.) at 0-32fr. the kilog. ... 
 
 ■j Making (forging) 
 
 JTurning 
 
 VDitto 
 
 AVorkmanship 
 
 I Making pin, 1 kilog., at 0'26fr. the 
 
 kilog 
 
 j Square iron for pin, 0-50 kilogs., at 
 
 0-666 V 
 0.150) 
 
 tn. tn. £ I. <L 
 
 65-566, say 65 60= (2 12 6) 
 
 1 Axle 
 
 Mounting 
 
 24 
 
 2 
 1 
 
 
 
 24 
 50 
 
 ^5^ 
 
 O-oOfr. the kilog. 
 
 25, 
 
 25^ 
 
 2 10=(0 1 9) 
 
 = 27 74, say 27 75= (1 2 2) 
 
 1 25 = (0 1 Oi) 
 
 Prime Cost of Mounting complete. 
 
 4 VTheeU at 65-60fr. each 
 
 4 Grease boxes, at 2-lOfr. ditto 
 
 2 Axles, at 27-75fr. ditto 
 
 2 Ditto mounted, at r25fr. ditto 
 
 262 
 
 8 
 
 55 
 
 •> 
 
 40\ 
 40 
 50 
 50 
 
 328 80, say 329 = (13 3 2 ) 
 
 2ndly. Iron work. 
 
 4 Grease box straps 
 
 1 Break lever 
 
 1 Ditto plate 
 
 2 Bolts for ditto 
 
 1 Break axle 
 
 1 Support of ditto, 910 kilogs. at 0-35fr. = 3-185fr. 
 
 2 Bolu for ditto 
 
 2 Traction rod plates 
 
 6 Bolts for ditto 
 
 4 Safety hooks 
 
 4 Bolts for ditto 
 
 4 Ferrules and 8 nails 
 
 1 Lining for bottom 
 
 6 Bolts for fastening ditto 
 
 1 Break guide, 1 -GOfr. ; 1 break chain, 0-40fr. 
 
 1 Screw ring and pin for fastening bottom 
 
 2 Ditto for small chains and drawing plate 
 
 20 
 .0 
 20 
 
 tn. 
 20 
 23 
 
 2 
 
 1 
 
 2 
 
 3 
 
 3 
 34 
 
 5 70 
 13 60 
 
 2 
 
 10 30 
 31 20 
 
 2 10 
 
 2 
 
 1 50 
 
 2 40 
 
 Carried over 
 
 9 
 
 ... 159 50
 
 1 
 
 Brought forward 
 
 4 Squares 
 
 29 Square bolts (16 for the squares, 6 for the hollow 
 
 beams, and 7 for the end of side) 
 
 4 Upper rods, 3-60fr., and 16 bolts for ditto, 3-20fr. 
 1 Pin for break axle 
 
 1 Pin for screw ring for fastening bottom 
 
 8 Pin irons 
 
 2 Bolts, No. 8, 7-40fr., 2 ditto, No. 9, 10-80fr. ... 
 
 1 Drawing chain with plates 
 
 2 Safety chains 
 
 frs. 
 
 
 159 
 
 50 
 
 8 
 
 
 9 
 
 70 
 
 8 
 
 80 
 
 
 10 
 
 
 30 
 
 
 10 
 
 18 
 
 20 
 
 8 
 
 
 6 
 
 
 frs. 
 
 218 70, say220=(8 16) 
 
 3rdly. Carpentry and Planking. 
 
 Carpentry. (0; 
 
 2 Stop pieces 
 
 2 Inside cross pieces 
 
 2 Outside ditto 
 
 2 Intermediate ditto 
 
 14 Uprights 
 
 2 Hollow framed end pieces 
 2 Ditto, side pieces 
 1 Bottom flap (plank) ... 
 1 Break 
 
 each 
 
 3-00 X 
 
 . M2 X 
 
 . 5-12 X 
 
 . 0-35 X O 
 
 . 1-50 X 
 
 .. 2-10 X 
 
 ,. 2-75 X 
 
 .. 0-65 X 1 
 
 .. 0'15 X 
 
 Loss 1-lOth 
 Total cube 
 
 ak Timber.) 
 m. q. 
 19 X 8- 16 = 0-1834 
 
 23 X 0- 14 = 0-0721 
 19 X 0- 14 = 0-0595 
 19 X 0- 14 = 0-0175 
 105 X 0-085 = 0-1801 
 14 X 0- 09 = 0-0693 
 
 14 X 0- 06 = 00693 
 
 15 X 0- 05 = 00546 
 14 X 0- 05 = 0-0143 
 
 0-7287 
 00728 
 
 frs. 
 
 8-80 at 100 = 8C 
 
 Planking 0-27™ (lin.) thickness (poplar, aube, and northern fir.) 
 The two sides of the wagon and the two ends, in all lO"', at 2-25fr. ... 
 Making 
 
 Cost of carpentry and woodwork ... 
 
 22-50 
 47-50 
 
 15000= (£6.) 
 
 A Lift for the Transport of Cohe. 
 
 The lifts were originally formed of oak, and cost 85frs. (£3 85.) We, how- 
 ever, prefer fir for their construction, as it is lighter. The lift made of it lasts as 
 long, and costs only 70fr. (£2 IGs.) 
 
 Cost (Oak Carpentry). 
 
 Iron work 
 
 Carpentry and nailing 
 
 frs. 
 
 27 40) 
 57 I 
 
 frs. frs. £ .1. rf. 
 
 84-40, say 85 = (3 8 0)
 
 li 
 
 Iron work 
 
 Carpentry and nailing 
 
 Cost (Fir Carpfnhy). 
 
 In tn. tn. £ t. d. 
 
 '.'.'. '.'.'. i'2 25} = 69-65, say 70=(2 16 0) 
 
 Delailt of Iron work. 
 
 4 UpptT rods 
 
 16 Holts fur ditto 
 
 8 Siimres 
 
 32 Holts lor ditto 
 
 16 Ditto for lixing tbe lift upon the wagon 
 
 tn. 
 
 ... 5 60v 
 
 ... 3 fr«. ft" jC 
 
 7 60^=27-40atlfr.,2:-10=(l 
 
 1 10) 
 
 ... 6 -JO 
 
 ... 4 80 
 
 
 Drtails of Oak Carpentry. 
 
 4 nollow framed) ^.^q x OOoo X 0- 09 = 00o3\ 
 pieces, eacn j 
 
 . 206 X 0-055 X 0- 09 = 0044 1 
 
 . 0-TO X 0- 09 X 0- 07 = 0035 I 
 
 I 90 X 0- 0«) X 0055 = 0035 J 
 
 Loss, 1-lOth 
 
 4 Ditto 
 8 Posts ... . 
 8 Discharging 
 pieces 
 
 m q 
 = 0-167 
 
 0016 
 
 Planks e^O" at l-50fr 
 
 Making 
 
 Nails and spikes, also sundry expenses 
 
 0183, say 018 at 100= 18 
 
 18 
 
 10 
 
 4 
 
 50=(2 0) 
 
 Details of Fir Carpentry. 
 
 4 Hollow framed ( 
 
 side pieces J 
 4 Do., end do.... 
 
 8 Posti 
 
 8 Discharging ( 
 
 pieces ... f 
 
 Poplar or Burgundy planks, 6-65"' at 1-50 = 9 99 = ... 
 5!:dcing (time of workmen, 18fr., tools, sundries, &c., 1-80) 
 Nailing, l-70kilogs. (41bs.) at Ifr. per kilog 
 
 2-70 X 0-10 X 0-06 = 0064 
 205 X 010 X 006 = 0050 
 
 0-70 X 010 X ooy = 0-051 
 
 0-90 X 010 X 007 = 0-050 
 
 = 0-215 at 50 = 10 
 
 1 
 
 tn 
 
 10- 
 19-80 
 1-70J 
 
 • 42 25=(1 13 9^) 
 
 i72
 
 lii 
 
 Belgian Minutes of Specification. 
 
 The Minister of Public AVorks of Belgium put up to public competition, on 
 the 24th Februi),ry, 1841, the supply of 1500 wrought-iron wagon wheels, required 
 in the construction of the railway works in course of formation, on the following 
 conditions : — 
 
 frs. £ s. 
 
 Art. 1. Contract 1st, of 200 wheels, estimated at 188 each = (7 10) 
 
 2nd, of 200 „ „ „ 
 
 ^ 3rd of 200 „ „ „ 
 
 ^ 4th, of 200 „ „ „ 
 
 5th, of 200 „ „ „ 
 
 6th, of 250 „ „ „ 
 7th, of 250 
 
 Art. 2. These wheels are to be formed of wrought-iron, and manufactured 
 according to the model deposited at the Railway Depot at Malines; the jointing 
 to be'set out exactly on a constant diameter of 86 millimetres (3'3 inches); the 
 tires to be properly welded, without flaws, and turned to a uniform diameter of 
 three English feet. Every wheel to bear on the nave the name or mark of the 
 maker. 
 
 Art. 3, The deliveries for each of the 7 contracts to be made in the follow- 
 ing manner — viz. : Twenty wheels within 30 days following the acceptance of the 
 tender by M. le Ministre, and 10 wheels per week afterwards, until the com[)le- 
 tion of each contract. 
 
 Art. 4. The letting to take place at Brussels, -at the Hotel jiu Gouvemement 
 Provincial^ at noon. 
 
 Art. 5. The tenders to be printed and drawn up to the annexed form, and 
 must state precisely in full what discount per cent, the competitor offers on the 
 price fixed for each wheel. 
 
 Art. 6. As the contracts will be let separately, a separate estimate must 
 be sent in for each, notwithstanding the same person may be a competitor for 
 several. 
 
 Art. 7. The tenders to state precisely the Christian and surname of the 
 competitor and his sureties, with their signatures. They must be inscribed, 
 
 " Tender of M. , for Contract for supplying the wrought-iron wagon 
 
 wheels required in the execution of the railway works in course of formation." 
 
 Art. 8. Any tenders which are not of the above prescribed form and ad-
 
 dress, together with any containing conditions different from those mentioned in 
 the present specifu'ation, will be rejected. 
 
 Art. 9. 'IViulers which do not state a fixed per centage, anil m jucriM- 
 terms, but contain merely an offer to supi)Iy tlie contract at u certain jjrice less 
 than that of the lowest estimate, will be rejected. Fractions are not to be used 
 in the statt-ments of discounts. 
 
 Art. 10. The prices on which competitors are rcciuired to name their dis- 
 count are those stated in Article 1. 
 
 Art. 11. The cost of transport as tar as tlie central magazine at .M alines is 
 to be included in the prices; the sujiplies must therefore be delivered free of car- 
 riage and every other expense whatever. 
 
 Art. 12. The supplying of the wheels constituting each contract must be 
 completed at the periods lixed in Article 3. 
 
 Art, 13. A drawback of 100 francs will be made for each day's d<day on 
 the part of the contractors, in case of their not completing the supplies at the" 
 periods stated in Article 3, which will go to the treasury. The full right to this 
 drawback to be recognised upon the certificate of payment being delivered in 
 favour of the contractor for the contract executed. 
 
 Art. 14. Each package of wheels to be addressed to the "Garde Magazine 
 at Malines," and to be accompanied with a duplicate invoice. 
 
 Art. 15. All the wheels supplied will be examined and proved within a 
 month after their arrival at the depot, by' a committee of engineers appointed by 
 the director of railways in course of construction. This committee will employ 
 such means as it shall judge proper to satisfy themselves that the wheels are con- 
 structed of materials of the best quality, and,fulfil the conditions of the present 
 specification. Th^ committee to have the power of prolonging the trials to 15 
 days before deciding, and to draw up a proces-verbal of its proceedings. 
 
 Art. 16. The contractors or their delegates may be present at the whole of 
 the trials of the wheels which they have furnished. The decision of the committee 
 shall be communicated to the contractors interested, by the director of railways 
 in course of construction. 
 
 Art. 17. In case of the quality of the wheels being considered bad, and they 
 are rejected, the cxjutractor shall be bound to replace them by others conformable 
 to the model in the course of one month from receiving the notice of it, and to 
 remove those which have been rejected within eight days. 
 
 Art. 18. In case the contractors do not comply with the fii'st of these 
 obligations, the directors shall be at liberty to purchase the wheels requisite to
 
 liv 
 
 replace the former at any price, and at the expense of the contractors, notice of 
 which will be given them. The contractors' supplies may be refused if they are 
 not required, in consequence of the wheels being obtained elsewhere. 
 
 Art. 19. If at the time fixed in Article 3, the contractors have not com- 
 pleted the supplies composing each contract, they shall be provided by direct pur- 
 chase at their expense. 
 
 Art. 20. In case of the wheels being supplied at the cost of the contractors, 
 the extra sums paid above those stipulated in tiie contract will be deducted, as a 
 matter of riglit, from the certificates of payment which will be delivered in their 
 favour for the supplies sent in. 
 
 Art. 21. If the contractors have not sent in any supplies from the amount 
 of which these costs can be deducted, they shall be bound to pay them within 
 one month after being required to do so. 
 
 Art. 22. In case of the wheels being bought at the cost of the contractors, 
 the drawback of 100 francs per day. as stipulated in Article 12, shall hold till 
 the arrival of the goods (purchased) at tlie depot. 
 
 Art. 23. The government reserves to itself the right of terminating the 
 present contract by a simple notice by one of its officers to the contractor, in 
 case he has sent in wheels of bad quality, or has not completed the supply at the 
 periods fixed, the indemnity to be claimed in either case. 
 
 Art. 24. All disputes which may arise between the directors and the con- 
 tractors respecting the execution of the contract, shall be submitted to the decision 
 of M. le Ministre of Public Works, who shall decide finally. The contractors 
 from that moment, and afterwards, to withhold all opposition to his decree by any 
 mode of appeal or cessation. 
 
 Art. 25. The contractors shall present, for the acceptance of government, 
 two personal and substantial securities, as a guarantee for the performance of their 
 engagement, to be named in their tenders, and who shall sign the same with 
 them. 
 
 Art. 26. The certificates of payment shall be delivered upon each supply of 
 fifty wheels being decided to possess all the qualities required by the present 
 specification. The payment to be made by bills, payable at sight, on the director 
 of the treasury at Brussels. 
 
 Art. 27. The council will meet on the day and hour appointed, in the Hall 
 of Adjudication, which will be opened to the public. The governor will take each 
 of the packets in succession, from the box placed to receive the tenders of the
 
 Iv 
 
 competitors, which being done, lie will break the seals of each jiacket, ami road, 
 as they are opened, the discount at which each of the conj|)Ctitors engages to 
 supply each of the contract";. 
 
 Art. 28. The Minister of i'ublic Works reserves to himself the right of 
 choosing from amongst the competitors who have submitted tenders, tliosc to 
 whom the contract will be given, and to accept them as such on a ginirantee from 
 their securities, without being obliged to make known his reasons for so doing. 
 He shall have the right of refusing the temler which presents the greatest rate of 
 discount, and of accepting anotiier, oHVriiig less. He is not to be compelled to 
 receive any, but may submit the contracts to tender again if he thinks proper. 
 
 Art. 29. The contractors state and declare that, as well for their own profit 
 as for that of the government, the undertaking forming the object of the present 
 contracts, shall remain altogether distinct and independent of every other under- 
 taking which either now are, or may be hereafter, assigned to them ; one of these 
 undertakings being considered, as far as the duties and obligations resulting from 
 it, and with respect to the other, as if they were contracted between different 
 persons, so that any difficulties whicli may arise as to the execution of one of 
 these undertakings, shall not, in any case, serve as a pret<;xt to modify or delay 
 another. 
 
 Art. 30. The cost of the stamp, printing, registering, and generally every- 
 thing to which the present adjudication may give rise, shall be at the expense of 
 the contractors. 
 
 Belgian Minutes of Specification for the supply of various articles reipdred in tJie 
 construction and maintenance of Railway plant, (^material.) " Extract." 
 
 Arts. 1 and 2 indicate the number of the goods to be supplied. 
 
 Art. 3. Each assortment of axle guards to consist of four axle guards, two 
 connecting-rods, four coupling bolts, eight copper-plate counter clasps, four grease- 
 boxes with brass bearings, eight spring straps, irons, and four covers for the 
 grease-boxes with plate-iron hinges. 
 
 The guides to receive the grease-box, to be formed accurately, and smoothed 
 with the file to the uniform thickness of 2 centimetres, (-787 of an inch.) The 
 tenons and mortices to receive the connecting-rod are also to be shaped by the 
 file, the two small keys to be cleft and pierced with a round hole; clasp irons, of 
 the shape of a T, to be wrought out of a single piece, welded with a tenon, and 
 carried without heat to the body of the axle guard. The axle guards and
 
 Ivi 
 
 their auxiliaries must be constructed according to the dimensions on the plan 
 deposited at the Central, or Magazine at Malines, and equal to the model, which 
 is also deposited there. 
 
 Art. 4. The rough axles of the carriages comprised in the 4th and 9th Con- 
 tracts must be made in a single piece without welding, of strong nail-iron of the 
 first quality. They must be constructed according to the forms and dimensions 
 to be pointed out by the directors, their weight to be 100 kilogrammes (2201bs) 
 per axle. They must resist, without fracture or splitting, the blows of a ram 
 weighing 100 kilogrammes (2201bs), and falling from a height of 5 metres, (16 
 feet 4 inches.) Each time a delivery occurs, a tenth part of the number of axles 
 to be examined will be subjected to this trial. If one of these axles composing 
 the tenth breaks, the whole quantity under examination will be rejected ; if one 
 axle of this tenth splits, the trial will be renewed on a fresh tenth, (of the quantity 
 delivered;) and if tlie same again happens — i. e., if one of these splits, the whole 
 quantity under examination will be rejected. 
 
 The whole of the axles which shall have undergone the action of the ram, 
 whether they have resisted properly or have been broken or split, shall in all 
 cases be returned, to the loss of the contractors, and be considered as rejected. 
 
 Art. 5. The contractors will not be allowed to take away the rejected axles 
 until they have fully completed their supply in reference to the present contract. 
 
 Art. 6. The administrator will remit to the contractor the old iron neces- 
 sary for the manufacture of the axles to be supplied in virtue of the 9th Contract, 
 3 kilogrammes (6Ubs) of old iron being sufficient for the production of 3 kilo- 
 grammes (6^) of iron in the axles. The old tires of wheels to be considered as 
 old iron, but not old rails. 
 
 The price of 22 francs for 100 kilogrammes (2201bs) to comprise all ex- 
 penses relative to the re-manufacture. The conveyance of the old iron from the 
 central magazine to the works of the contractor, and the return of the manufac- 
 tured axles to be made at the risk and cost of the contractor, the administrator 
 paying only for the loading of the old iron at the magazine. 
 
 Springs for the Goods Wagons. 
 
 Art. 7. The springs comprised in the 5th Contract must be constructed 
 with the same care and accuracy as those deposited as models in the central 
 magazine at Malines. They must comply with the following conditions re- 
 spectively : —
 
 Ivii 
 
 Art. 8. Each set to consist of 4 spiiiif^s of Englisli steel of the l>est quality, 
 wliicli slmll weigh together about 102 kilogrammes, (niaxinnuu 112, minimuiii 
 100 kilogrammes,) exclusive of the eight jioint-irons, which shall he made of 
 strong iron of the very best quality, and be able to resist the blows of the hammer 
 whilst cold. 
 
 Each spring to be 89 centimetres (2 feet 11 inches) long, when stretched 
 from centre to cmfre of the eye-holes; to consist of 10 leaves, 78 millimetres (3 in.) 
 wide, the first of which is to be 9 millimetres thick, and the others Cj millimetres, 
 •354 and -433 of an inch.) The leaves to be perfectly polished, tempered, antl ad- 
 justed; they are to be fastened at their extremities by pins of 5 millimetres (-196 
 of an inch) in width. The ends of the haves to be drawn out to a length of 10 
 centimetres (4 inches); they arc to be riveted together by a bolt 11 millimetres 
 (•433 of an inch) diameter, and a plate of 78 millimetres (3 inches) square to 
 maintain the spring between the two straps of the grease-box. 
 
 The two upper le'aves to have a curvature equal to 8 centimetres (3 inches), 
 and to be terminated at the ends by eyelets, to receive round-headed nut bolts, 
 20 millimetres diameter ('787 of an inch) and 12 centimetres (5 inches) in 
 length. Each point-iron to consist of — 1st. Of an eyelet 35 centimetres (1 foot 
 2 inches) in length when spread out, 12 millimetres in thickness by 20 milli- 
 metres (^422 by ^787 of an inch) in width next the bolt, and 22 millimetres ('866 
 of an inch) diameter at the end. 2ndly. Of a gudgeon, with nut 20 centimetres 
 (8 inches) long, the head of which is to be pierced with a hole to receive the eyelet, 
 and to be 6^ centimetres (2i inches) long by 5^ centimetres (2 inches) wide, 
 and 2 centimetres (-787 of an inch) thick up to the extremity of the juncture, 
 which is to be 3 centimetres (1 inch) long; the nut screw, as well as that of the 
 bolt of the spring, to be 13 millimetres (-511 of an inch) thick, and to be 
 squared with 3 centimetres (1 inch) each side. 
 
 Art. 9. All the springs to be proved by a screw press, and to bear a curva- 
 ture of 10 centimetres (4 inches), without fracture or bending; they must not 
 lose more than 1 centimetre ('39 of an inch) of their curvature on the fii'st trial, 
 nor exhibit any further alteration at a second one. 
 
 On a Composition of White Grease used icith Wagons. 
 
 This mixture is not exactly the same on all railways. The first receipt 
 which we have given is that adopted on the Versailles line (right bank), and 
 
 h
 
 Iviii 
 
 which forms a very good lubricating substance. This grease was formerly fur- 
 nished at the price of 75 francs per 100 kilogs. by the engineer Georges. 
 
 For Summer Use. For Winter Use. 
 
 kilogs. kilogs. 
 
 40-50 
 
 17-00 
 
 2-00 
 
 40-50 
 
 Tallow (or fat) . . . 
 
 . 50-00 
 
 Oil, called Oleine . . 
 
 . 13-33 
 
 Salt of soda . . . . 
 
 3-34 
 
 Water 
 
 , 33-33 
 
 100-00 = (220 lbs.) 100-00 = (220 lbs.) 
 
 The fat must be melted and poured into a barrel with some water, with 
 which it is to be well mixed by a stirrer furnished with leaves. The oil and cold 
 water to be afterwards added; then the salt of soda is to be dissolved in 10 
 kilogrammes of hot water, and the whole poured into the barrel, and turned 
 until the grease of the proper consistency is obtained. 
 
 The following composition at present used upon the Orleans line gives equal 
 satisfaction : — 
 
 
 For Summer Use. 
 
 For Winter Use, 
 
 White tallow 
 
 kilogs. 
 
 . . . 33-20 
 
 kilogs. 
 
 25-10 
 
 Whale oil . . 
 
 . . . 23-22 
 
 23-73 
 
 Salt of soda . 
 
 . . . 2.08 
 
 2-44 
 
 Water . . . 
 
 . . . 41-50 
 
 48-73 
 
 100-00 = (220 lbs.) 100-00 = (220 lbs.) 
 
 Agreement of a Contract for the Execution of tlie Terminus of the Versailles 
 Railway (left bank) at Paris., between the undersigned. 
 
 The Company of the Paris and Versailles Kailway (left bank), through MM. 
 Leo and De Bousquet, Directors of the said Company, agreeable to the authority 
 given them by a resolution of the Board of Directors, dated 31st January, and 4th 
 February, annexed to the present agreement, on one part ; and M. Pierre Guillaume- 
 Felix Colson, Building Contractor, residing at No. 31, Rue de la Ville-l'Eveque, 
 Paris, on the other part. 
 
 It is hereby agreed as follows : — 
 
 Art. 1. M. Colson engages by tliese presents to construct, under contract for 
 the Railway Company of the left bank, a terminus on the ground belonging to
 
 lix 
 
 the coinpniiy. in the street, consisting of ii ground-floor entre-solc, and u first- 
 floor, and to execute the masonry and the terrace nccessiiry for the masonry of a 
 covered way, 50 metres (Ifii feet) in length, 18 metres 50 centimetres (GO feet 
 8 indies) in width, from axis to axis vf tlic arched girders; and tlie Conipany have 
 accepteil the same, the whole conlormaMe to the plans, descriptions, and contract 
 (in duplicate) entered into between the i)arties whose signatures are to remain 
 hereto annexed, perfectly united in the present agreement, the whole to be under 
 the direction of M. Visconti, Architect, of Paris. 
 
 Am. '2. All tlie work to be executed with materials which are proved to be 
 of the best ([uality, according to the nilcsof art, :ind also conform:ii)le to theonlers 
 of the architect, both as respects the nature and dimensions of the several articles 
 to be supplied, and the mode of execution. 
 
 AuT. 3. The contractor to bring foi-ward for examination in seasonable time 
 such articles which are inaccessible, or are not exposed to view after the completion 
 of the work. 
 
 Akt. 4. Such works as are badly executed, or performed with materials oi' 
 inferior or second-rate quality, and not conformable to the orders given, may be 
 disallowed, and shall be recommenced immediately, at the cost of the contractor. 
 
 AiiT. 5. In case of refusal to pull down and remove the rejected materials, it 
 will be performed at the entire expense and risk of the contractor, the materials 
 being deposited in the public road. 
 
 Aut. G. The contractor shall be bound to take all necessary precautions, at 
 his own cost, to prevent the falling of earth ; all accidents from this, and any other 
 cause, will be entirely at his own expense. 
 
 Aut. 7. The contractor shall be responsible for the effects of frost, as well as 
 other accidents; he must consequently furnish and lay down planks, at his own 
 expense, and other articles necessary for the preservation of the works under exe- 
 cution, of the mouldings, and arises, in order that the whole of the buildings may 
 be surrendered in good condition at tlie completion of the works. 
 
 Aut. 8. The contractor will not be entitled to any payment either for his own 
 superintendence, or for that of his a.ssistants, deputies, master associates, planners, 
 or others. 
 
 Aut. 0. The architect to have the superintendence of the work-slio])s. The 
 contractor is consequently bound to defer to his orders on all points connected with 
 the work, as well as the changing or dismissal of his foremen or workmen. 
 
 Aut. In, The whole of the works (of every kind) employed in raising the 
 building, and rendering it fit for habitation, and furnishing it complete, arc to be 
 
 A 2
 
 Ix 
 
 made at the cost of the contractor, as forming part of the work agreed upon, and 
 contracted for without any exception or reserve, including the filling up the 
 chinks with chalk, the polishing and painting of planks, ladders, &c., and the 
 removal of all the rubbish and scraps. 
 
 Am. 11. The amount of the contract hereinafter stated, cannot be altered, 
 notwithstanding whatever size or depth the trenches may require to be made to 
 secure a good foundation, or the nature of the foundation, stones, or piles required 
 by the soil to make all firm, the nature of the ground, gravel, sand, or embank- 
 ments, (always excepting the "fo?iti de carrieres " — the works connected with 
 which to be made at tlie expense of the company;) the conveyance under all its 
 diflSculties of landing or unloading materials, soil, or rubbish, and the removal of 
 eartJi, the duration of the Avorks, or finally any other cause whatever. 
 
 Art. 12. The contractor will not, in any case, be released from the responsi- 
 bility imposed on him l)y the Articles 1792 and 1797 of the Civil Code. 
 
 Art. 13. The contractor engages expressly to fix all the iron work and 
 other articles which the architect judges necessary for the solidity of the 
 building. He is also to submit to any alterations in the partitions of the interior 
 divisions, which the directors of the company may desire to introduce, provided 
 always such requisition is made previously to the completion of the former, and that 
 the alterations do not cause any increase in the expense, or injury to the con- 
 tractor. Lastly, as an express condition of the present agreement, the contractor 
 shall not be allowed any indemnity or increase to the sum hereinafter stated, for 
 any errors or omissions which may have crept into the plans, contracts, &c. 
 
 Art. 14. No alteration is to be made in the particulars or deposited plans 
 agreed upon between the parties without an express agreement in wilting by the 
 railway company. If any alteration be considered necessary, notwithstanding the 
 preceding arrangement, the company reserves to itself the right of directing the 
 omission of any of the works or portions of the works contemplated in the plans, of 
 ordering alterations in the nature and forms of the materials of construction, and 
 in the mode of execution and dimensions of the works at all times, and of further 
 ordering additional works or portions of works. 
 
 Nevertheless, the alterations are never to be made, excepting in virtue of an 
 express command, in writing, stating in formal terms, that it is made either in 
 contradiction or in addition to the contract — consequently, every alteration in the 
 contemplated works, or any additional works, not contemplated, which the con- 
 tractor has executed or commenced, without obtaining an express order, shall, be 
 considered as not constituting any exception to the contract. In order to pre-
 
 Ixi 
 
 vent any unexpected infraction of tliisstipulution, the contractor will not be allowed 
 to appeal even to tlie written orders which he nuiy iiave received from M. Visconti, 
 tlic architect, respecting the execution of any alterations in tlie works without 
 previous contract. 
 
 Akt. 15. The company and the contractor shall determine amicuMy and by 
 agreement, the amount of the omissions, alterations, and additions of the works 
 which may be ordered in virtue of the preceding article. In ca.se of a diflerencc 
 respecting the price or time to he allowed to the contractur for the execution of 
 the additions or the omissions, it is to be fixed by M. Visconti, the architect, 
 whose decision is to be binding on both the contractor and company, except the 
 latter prefer to have the original contract executed in preference to making any 
 alterations. 
 
 Akt. IC. The contractor is bound to push forward witli the building, so that 
 t'le walls and works necessary to receive the iron roof shall be linished by the 31st 
 March next, and tiie rest of the larger works by the 1st May following, and the 
 whole of the works connected with the carpenters and joiners, smiths, iionniongers, 
 painters, glaziers, or, in short, the entire completion of the same works, must be 
 linished by the 15th June next. Therefore, if any portion of these works be not 
 completed at the period above fixed, the contractor shall be liable to the fine now 
 agreed to, of 100 francs for each day's delay. This indemnity, whatever it may 
 be, shall be deducted in full right from the sum hereafter stipulated, however low- 
 it may be. 
 
 The company shall be entitled to this indemnity upon the mere fact of the 
 above-stated time of completion being announced to have expired, without it bein"' 
 necessary for the company to demur at every delay, and which neither the tribumils 
 nor the arbiters shall be able to modify, whatever be the state of the terminus at 
 this period, and whatever the causes of delay of the works, the inclemency of the 
 season being taken into account, and which is to be entirely at the risk and 
 expense of the contractor. 
 
 As the time allowed for the execution of the works is very limitel, the con- 
 tractor will not be held responsible for the effects of damp in the paintiiif and 
 paper. 
 
 Akt. 17. If the works be interrupted for fifteen consecutive days without a 
 legitimate reason for the same on the part of the contractor, the Company shall 
 possess the right of causing them to be continued by contract (made uiuler the 
 necessity), three days after a simple notice has been fruitles.sly made, ami at the 
 cost, risk, and consequence of the contractor. ,
 
 Ixii 
 
 The Company shall have the right of using, under these circumstances, all 
 the materials provided as a reserve by the contractor, who shall also pay the 
 Company a fine, to be determined by the architect, and which shall be deducted 
 in full right, from that which shall be due, without prejudice to the fine for delay 
 contemplated in Article 16. 
 
 Art. 18. The amount of tlie contract is unalterably fixed at the sum of 
 108,688 francs (4347/. lO.s.) for the entire completion and finisliing of the 
 building. 
 
 The removal of the earth to the level of the road to Maine, upon the site of 
 tlie terminus, is not included in the above-stated sum, forming the amount of the 
 contract for the terminus, and of the masonry of the covered way. 
 
 Art. 19. The Company will place at the disposal of the principal contractor 
 a portion of tiie groiuid to the right of the terminus, on the road to Maine, for 
 his stores, and he will also liave the right of using the pit wells without any 
 charge from the Company. The ground occupied must be surrendered up on or 
 before the 15th May next. 
 
 Mode of Payment. 
 
 Art. 20. The payment on account of the above-stated contract to be as 
 follows : — 
 
 Francs. .£'. s. 
 
 25-000 (1000 0) When the foundations of the terminus and the whole of the 
 
 masonry of the covered way are on a level with the soil. 
 20-000 ( 800 0) When the walls and other works are carried to their due 
 
 height. 
 15000 ( 600 0) AAHien the building is covered in, and the plastering finished 
 
 inside and out. 
 15-000 ( 600 0) When the joiners', and smiths', and ironmongers' works are 
 
 finished, and fixed in their places. 
 13-000 ( 520 0) When the painting and the other works of every kind aie 
 
 finished. 
 10-688 ( 437 10) After the reception of the said works. 
 
 98-688 (3947 10) 
 
 10-000 ( 400 0) This sum, forming the balance of the contract for tlie 
 
 works, is that alluded to in Article 19, the payment of 
 which will take place one year after the completion and 
 delivery of all the works, by means of and through the
 
 Ixr.i 
 
 delivery to be iiunle to M. Colson of 20 shares of JiOO 
 francs in tlie Cuniimny for which M. Colsoii has suhscribed, 
 and whicli rcnuiiii at jtri-si-nt deposited in the liands of the 
 Directors. 
 
 108-688 frs. (£4347 10) Total amount of contract. 
 
 M. Culson will not make payments fur iiis shares by instalments, like ordi- 
 nary shareholders, but will be free by meuns of this agreement upon surrender of 
 the works to demand tiie immediate delivery of the said 20 shares, on his re- 
 mitting into the hands of the Company the sum of 10 000 francs, in specif', in 
 exchange for them, which will be forthwith converted into an '■'• iiuirrijitinn de 
 rente" at 3 per cent., in the name of the Company, which will remain in its hands 
 until the loth June, 1841 ; but M. Ctilson shall possess the right to demand that 
 the said iim-ription be deposite<l with M. Ilalig, the notary of the Company. 
 
 Art. 11. All disputes which may arise during the course of the works, or 
 after their completion, respecting the execution of the present agreement, as well 
 as the examination and delivery of the works, shall be decided finally by M. 
 Visconti, the architect, who shall be sole judge and friendly arbiter, and be able 
 to act free of all judicial forms and delays. In cai^e of the illness or death of M. 
 Visconti, he shall be replaced by his assistant M. Delalande. 
 
 Kxecuted in duplicate by the parties, as token of good faith. 
 
 Paris, 7th February, 1840. 
 
 Agreement of a Contract for the Execution of the Terminu.s of the Versailles 
 Railicay {left bank) at Versailles, between the undersigned: — 
 
 The Company of the Paris and Versailles Railway, (left bank) through their 
 representatives, MM. de Bousquet and Bailey de Sony, Directors t)f the said 
 Company, agreeable to authority given them by a resolution of the Board of 
 Directors, dated on one part; and M. Ovacher 
 
 Louis-IIenry, Building Contractor, residing at Versailles, No. 2, Rue de la Paroisse, 
 on the other. It is hereby agreed as follows : — 
 
 Art. 1. M. Ovacher engages, by these presents, to construct under contract 
 on the grounds belonging to the company in the Champ des Mancennes, at Versailles, 
 terminus consisting of waiting rooms, offices, marquee, porter's lodge, ofiice for the 
 commissioner of police, platforms, roofing iron, railing, and, generally, the whole
 
 Ixiv 
 
 of the buildings laid down in the descriptive plan of the Company of the Eailway 
 from Paris to Versailles (left bank), who accept the same. The whole confor- 
 mably to the plans and accompanying description, which are to be hereunto 
 annexed, as an inseparable portion of the present agreement, and under the direc- 
 tion of M. Lepoitevin, architect at Versailles. 
 
 Art. 2. All the works to be executed with materials which are proved to be 
 of the first quality, according to the rules of art, and also conforniubly to the 
 orders of the architect, both as respects the nature and dimensions of the articles 
 to be supplied and the mode of execution. 
 
 Art. 3. The contractor to bring forward in seasonable time the articles 
 which are inaccessible, or not exposed to view, after the completion of the works. 
 
 Art. 4. Such works which are badly executed, or performed with materials of 
 second-rate or inferior quality, and not conformably to the orders given, may be 
 disallowed, and shall be recommenced immediately at the cost of the contractor. 
 
 Art. 5. In case of refusal to pull down or remove the rejected materials, the 
 same shall be performed at the expense and risk of the contractor, and the mate- 
 rials deposited in the public road. 
 
 Art. 6. The contractor is found to take all necessary precautions at his own 
 cost to pievent the falling of earth. All accidents from this and any other cause 
 will be entirely at his own expense. 
 
 Art. 7. The contractor must furnish and lay down planks, at his own cost, 
 and other articles for the preservation of the works under execution, of the mould- 
 ings and arises, in order that, at the completion of the works, the whole of the 
 buildings may be surrendered in good condition. 
 
 Art. 8. The contractor will not be entitled to any payment, either for his 
 own superintendence or for that of his assistants, deputies, master associates, 
 planners, or others. 
 
 Art. 9. The architect to have the superintendence of the w'orkshop: the 
 contractor is consequently bound to defer to his orders on all points connected 
 with the work, as also in the changing or dismissal of the foremen or workmen. 
 
 Art. 10. The whole of the works (of every kind) required in raising and 
 finishing the building complete, without any exception or reserve, shall be at the 
 cost of the contractor, as included in the sum agreed upon and under contract. 
 
 Art. 11. The amount of the contract hereafter fixed cannot be altered, not- 
 withstanding whatever the carriage, and difl[iculty of the landing, or removal of 
 materials, earth, or rubbish, may be the length of time during which the works 
 may continue ; or finally, any other cause whatever.
 
 1> 
 
 XV 
 
 Art. 12. The contractor will not in any case be relieved from the responsi- 
 bility imposed on him by the Act 1792 & 1797 of the Civil Code. 
 
 AuT. 13. The contractor engages expressly to fi.x all the iron work and 
 other articles whicii the architect judges necessary for the solidity of the building. 
 He is also to submit to any alterations in the partitions in the interior divisions 
 which the Company may wish to introduce, provided always such requisition is 
 made before the comiilction of the former, and that tiie alterations do not cause any 
 increase of expense, or injury to the contractor. Lastly, as an express condition of 
 the present agreement, the contractor shall not be allowed any indemnity or 
 increase to the price hereinafter stated for any errors or omissions which may have 
 crept into the plans, contract, &c. 
 
 Art. 14. No alterations to be made in the particulars or deposited plans agreed 
 upon between the parties, without an express agreement in writing by the Railway 
 Company. If any alteration be considered necessary, notwithstanding the pre- 
 ceding arrangements, the Company reserves to itself the right of directing the 
 omissions of any works, or portions of works, contemplated in the plan ; of order- 
 ing alterations in the nature and form of the materials of construction, and in the 
 mode of execution, and the dimensions of the works at all times; and further, of 
 ordering additional works, or portions of works. But tlie alterations are never to 
 be made, except in virtue of an express command in writing, stating, in formal 
 terms, that it is made either in contradiction or in addition to the contract. In 
 order to avoid any unexpected infringement of this stipulation, the contractor will 
 not be allowed to appeal even to the written orders which he may have received 
 from the architect respecting the execution of any alterations in the works, with- 
 out previous contract. 
 
 Akt. 15. The Company and the contractor shall determine, amicably, autl 
 by agreement, the amount of the omission, alterations, or additions to the works, 
 which may be ordered in virtue of the preceding article. In case of a difference 
 respecting the price or time to be allowed the contractor for the execution of the 
 additions or omissions, it is to be determined by M. Lepoitevin, whose decision is 
 to be binding on both the contractor and Company, except the latter prefer to 
 have the original contract executed in preference to any alterations. 
 
 Art. 16. The contractor is bound to push forward with the building, so that 
 all the Avorks shall be finished, with the exception of the painting, by the 6th of 
 August next. If these works be not finished by the period stated, the contractor 
 shall be liable to a fine of 500 frs. for each day's delay; this fine, whatever its 
 
 t
 
 Ixvi 
 
 amount may be, shall be deducted from the next instalment, from the stipulated 
 sum hereafter mentioned, as a matter of right. The Company shall be entitled 
 to this indemnity upon the mere fact of the above time of completion being an- 
 nounced to have expired, without it being necessary for the Company to demur at 
 every delay, and which neither the Tribunals nor Arbiters' power shall be able to 
 modify ; whatever be the state of the station, and whatever be the causes of the 
 delay of the works, the difiiculty of the task being taken into the account, and 
 being entirely at the cost of the contractor. 
 
 As the time allowed for the execution of the works is very limited, the con- 
 tractor will not be held responsible for the effects of damp on the painting, which 
 is done at the request of MM. the Directors. 
 
 Art. 17. If the works be interrupted during the space of eight consecutive 
 days, without a legitimate reason for the same on the part of the contractor, the 
 Company shall possess the right of causing them to be continued by contract 
 (made under the necessity), three days after a simple notice has been fruitlessly 
 and at the cost, risk, and consequences of the contractor. 
 
 The Company shall have the right of using, under these circumstances, all 
 the materials provided by the contractor, as a reserve, who shall also pay to the 
 Company a fine, to be determined by M. Lepoitevin, and which shall be discharged, 
 as a matter of right, from that which shall be due to him, without prejudice to the 
 fine for delay contemplated in Art. 16. 
 
 Art. 18. The amount of the contract is unalterably fixed at the sum of 
 61,000 frs. for tlie entire completion and finishing of the building out of hand. 
 Nevertheless, it is formally stipulated that if the faqade over the platforms costs 
 the contractor more than 2700 frs., he shall be reimbursed the overplus, on the 
 decision of a jury of examiners. 
 
 The said sum of 61,000 frs. shall be paid to M. Ovacher by the said Com- 
 pany — viz., 50,000 frs. on the delivery of the architect's reports, to be made 
 every fortnight; the remaining 11,000 frs. will not be paid until three months 
 after the final surrender of the works. 
 
 Art. 19. The Company will place at the disposal of the principal contractor 
 a portion of the ground for his stores. The contractor must obtain a supply of 
 water from wherever he can, and the Company is not to be bound to furnish the 
 same. 
 
 Art. 20. All disputes which may arise during the course of the works, or 
 after their completion, respecting the meaning or execution of the clauses of the
 
 Ixvii 
 
 present agreement, as well as the examination and delivery of the works, shall be 
 finally decided by M. Lepoitevin, the architect, who shall bo sole judge and 
 friendly arbitrator, and be able to act free of all judicial forms and delays. In 
 case of illness or death of M. Lepoitevin, he shall be replaced by MM. Durand, 
 of Paris, and Dorchin, of Versailles, architects. 
 
 Executed, in duplicate, by the parties, as token of good faith. 
 
 t2
 
 DESCRIPTION OF THE PLATES. 
 
 Plate 1. 
 
 * 
 First-Class Carriages. — London and Birmingham, and Birmingham and 
 
 Gloucester Railways. 
 
 The first-class carriage of the London and Birmingham Railway consists of 
 three compartments. The bodies rest on a double frame, supported on four steel 
 springs a a a a, which are secured immovably by means of strap-irons, bolted to 
 the grease-boxes b b, which receive the gudgeons of the wrought-iron axles. The 
 wheels d, fixed upon this axle, are also formed of wrought iron, with the exception 
 of the nave, which is cast. The iron guard-plates c c, serve to guide the grease- 
 boxes in their movements, vertically. 
 
 The plan of the frame shows the upper part. There are four steel springs in 
 the middle, two of which, //', are independent of each other, but are connected 
 with the buffers gg, and serve to soften the violence of the shocks. Tlie outer 
 springs h h', are secured together by iron rods i ^, and form part of the drawing 
 apparatus. 
 
 The Birmingham and Gloucester carriages consist of four bodies, two of them 
 being in the form of a coupe, which are surmounted with imperials. The sus- 
 pension springs are placed below the grease-boxes, which has the efiect of lowering 
 the carriages. 
 
 There are six spiral springs connected with the frame, which reduce the 
 shocks from the buffers, and draw-links, instead of bow-springs, as may be seen by 
 the plan. 
 
 Plate 2. 
 
 Carriages — London and Birmingham Railway. 
 
 A Second-Class Carriage : — This carriage does not differ from the carriage 
 represented in the last plate, and employed on this railway. The bulSng and
 
 Ixix 
 
 drawing apparatus arc also similar, and tJie same letters of reference tlicrefore will 
 explain it. 
 
 A Third-Class Carriage: — This carriage is not enclosed like the lust. The 
 body is formed in one compartment, instead of iM-ing double, liki- the first and 
 second class. The bufler-springs are omitted, and the biillors fixed. Tlie <lraw. 
 ing apparatus works like the former, by the springs /* and h\ which are connected 
 together at their extremities, and receive the draw-rods across the middle. Their 
 mode of action is such that one of the springs always returns the other to its 
 origiilal position. 
 
 First-Class Carriages. — Great Westem Railway. 
 
 The springs of both of these carriages are placed below the grease-boxes, in 
 order to lower the centre of gravity of the carriages. 
 
 A Six-wheel Carriage : — There are two bow-springs only employed, consisting 
 of steel leaves, and placed across the frame, which break the shocks : and two steel 
 hoops, which are able to stretch out under the action of the motive force, serve for 
 the drawing-rods. 
 
 A Four-wheel Carriage : — The ingenious arrangement of this mode of trac- 
 tion of this carriage deserves to be described in detail. It consists of two bow- 
 springs, with the concave parts turned towards each other, and held by two cast- 
 iron pieces m m. They are maintained by the rods o t and / o\ which form a 
 fork, and embrace both at the same time. The position of these forks, and of the 
 springs which they maintain, is secured by three guides. If we draw the two 
 rods T and lo in opposite directions, they press equally, and oppose the springs, 
 extending across each other, without straining the former. If we push the rods in- 
 stead of drawing them, the claws of the forks act upon the springs, which revert 
 into an effort of exactly the same description as the preceding, but in an opposite 
 direction. 
 
 The rods o l t and o' s I guide the springs, and carry others, n o and «' o', 
 which are fixed to the fenders 1 1'. These consist of plunks fixed outside the frame, 
 and form the sides of large triangles. They arc fixed to the frame by bolts, of a 
 description which admits of an oscillating and a turning movement about the 
 points. 
 
 The fenders of all the carriages are attached together in a proper manner
 
 Ixx 
 
 when the train is moved, by which there are no jolts, notwithstanding the varia- 
 tions in the motion of the engine; and ether is therefore nothing to prevent 
 the train taking a polygonal shape along the curves. 
 
 The Grand Saloon Carriage : — The interior of the body of this carriage is 
 furnished with seats along each side, excepting at the openings serving for doors. 
 The seats are formed in compartments forming stalls, which are capable of con- 
 taining two or three persons. 
 
 Two tables are placed along the middle, formed with flaps, by which the 
 passage may be left open if desired. The centre part of the roof is elevated, in 
 order to allow of the passengers walking about in the carriage, without incon- 
 veniencing their heads against the ceiling. 
 
 The body is not rested immediately upon the frame, according to the plan 
 followed with other wagons. There are eight air cushions between them in 
 cachouca cases, and placed upon two longitudinal pieces, furnished with plate 
 iron, and fixed to the frame by bolts. The cushions are maintained in their 
 places by other iron plates fixed to the framing of the body, the edges of which 
 are rounded. They are also held by bands fastened to the frame. 
 
 Plate 4. 
 
 Railway Carriages. 
 
 A Second-Class Carriage, Birmingham and Gloucester Railway : — This car- 
 riage is furnished with a break of the same construction as those applied to the 
 first-rate carriages (formed with coupes) on this line, and represented in plate 1. 
 
 A Third-Class Carriage, Great Western Railway : — This carriage has six 
 wheels. The same springs serve for both the buffing and the traction apparatus. 
 
 Details of a six-wheel carriage frame. 
 
 Plate 5. 
 
 Belgian Railway Carriages. 
 
 A First-Class Carriage : — The form of this carriage is unusual. It is divided 
 into two parts, by a passage running transversely across the middle. Each com- 
 partment is furnished with seats, and accommodates nine passengers. 
 
 The horizontal steel springs r, shown in the plan, serve for both the pur- 
 poses of traction and for breaking the shock.
 
 Ixxi 
 
 A Second-Class Ciirriage:--Thc urraugcmeut of the seats of this carriage is 
 like the other. 
 
 A Third-Class Carriage: — The seats of this are placed across the wagon, and 
 are six in number. 
 
 The details of these wagons very much resemble those of the Stru. bourj; and 
 Basle, represented in plate 14. 
 
 Platk G. 
 Railwai/ Carriafje Break.i — ]'tr.snilli's Ikailirai/ (left bank). 
 
 No. 1. This break acts upon both sides of the wheels, and is exceedingly 
 powerful, being furnished with four shoes — (i. e., upon one side). 
 
 It consists of a sniall balance beam A, supported by a vertical rod C, by 
 means of a key B. The upper part of the rod is formed with a worm, in which 
 a screw box works. There are two short rods on each side of the beam, each of 
 which is furnished with a ring which receives the hooks terminating two levers E E. 
 The latter are tied by means of pins F F to two iron i)atins G G, supporting 
 the wooden shoes 11 II, which act upon the wheels. The levers carry two other 
 small arms I I, ^Yhich are attached to the extremities of the screw boxes K K, 
 in which the screw rods L L pass, the latter consequently connect the shoes 
 marked H H with those marked N N. 
 
 Upon turning the handle of the break, the balance beam rises and raises the 
 two levers E E, which thereupon take an horizontal position, and press the shoes 
 II H against the circumference of the wheels, at the same time drawing the shoes 
 N N closer to the same. The wheels being thus checked upon both sides are 
 effectually prevented from turning. 
 
 No. 2. The action of this break is a little different to the other, but it also 
 operates upon both sides of two wheels. 
 
 Plate 7. 
 
 Carriages — St. Germains Railway. 
 
 A First-Class Carriage: — This consists of three compartments, twoof whidi 
 have imperials or seats on the roof. The two iiorizontal springs serve at the 
 same time for easing the shocks and the purposes of traction. 
 
 The details will be found in the next plate.
 
 Ixxii 
 
 A Third-Class Carriage : — This carriage is not furnished with horizontal 
 springs, the buffers consequently are not elastic. The sides are merely enclosed 
 with curtains. 
 
 Plate 8. 
 
 Details of Carriages — Versailles Railway {left bank). 
 
 These details principally illustrate the first-class carriage shown in the last 
 plate, comprising the wheels, axles, buffer rods, and point plates, &c. 
 
 The drawing apparatus belongs to another carriage. When the links shown 
 in the plan are jerked, the force is transmitted to the spring R, which acts at the 
 same time upon another R' ; the latter consequently acts upon the buffer placed 
 between the two links. When, on the contrary, the buffer is compressed upon the . 
 plate A and the four guide rods S N, S' N' (two of which are shown in the plan), 
 it slides the plate A upon the slide rods T T', and the guides S N and S' N' enter 
 the holes of the plate. The spring R' is accordingly pressed by this action, which 
 transmits the shock to the spring R, and the latter is supported by the fixed 
 point P. 
 
 Plate 9. 
 
 First-Class Carriage — Versailles Railway {left bank) — Carriage with 
 
 Coupe and Imperial. 
 
 Second-Class Carriage : — The details of this wagon are similar to those given 
 in the next plate. 
 
 Plate 10. 
 
 Carriage — Versailles Railway {left bank). 
 
 A Mixed Class Carriage : — The middle compartment is intended to receive 
 travellers of the first class, and the end ones those of the second class. Six pas- 
 sengers may be placed upon the seats of the imperial. The narrow divisions 
 shown in the section serve to lodge dogs or baggage. 
 
 Plate 11. 
 
 Carriages on the Vienna and Briiun, and Strasbourg and Bdsle Railway. 
 
 An Eight- Wheel Carriage on the Briiun Railway (Nordbahn). 
 A Third-Class Carriage, Strasbourg and Basle Railway.
 
 Ixxiii 
 
 Plate 12. 
 
 First-Class Carriai^e — \Wsnillis Jiailtcdi/ (l</t ImuJ^). 
 
 No. 1. Carriage with three compartments. 
 No. 2. Carriage de hue, ditto. 
 
 Plati: Vi. 
 First-Cla-ss Carnage — I Vz-.x; ///(>• liaiUctiy {left haul). 
 
 Details of iron work, comprising suspension and traction springs, springs of 
 the "Carriage de liure" represented in last plate. The full lines in the details 
 of the guard plate represent that of the ordinary first-class carriage shown in the 
 same plate, and the dotted lines the guard plate of the " Carriage de lu.re.'" 
 
 A small step is shown by dotted lines in the figures of the grease boxes, 
 which represents a small cast iron step, which is placed on the grease box as a 
 point of attachment of the pin supporting the spring of the " Carriage de Iture." 
 The carriage upon which the gudgeon of the axle turns is formed of brass, but 
 the remainder of the box is of cast iron. 
 
 The bolts and straps and some other pieces are employed in fixing the grease 
 boxes to the suspension springs of the ordinary caiTiage. The " Frame Iron" 
 unites the upper and lower longitudinal pieces of the frame, and guides the 
 springs. 
 
 The plate shows the bufiers and the draw rods. The extremity of the 
 bufier spring lodges in the rectangular hole, lifts the latter, and the square part 
 passes under the frame, and serves to guide the rod. The " Box Irons'' which 
 enclose the ends of the drawing springs serve as guides. The springs rest upon 
 the lower iron, and the latter is placed upon the longitudinal piece, penetrating 
 some millimetres into it; the Draw link. Safety chain and strap, the Screwing-up 
 apparatus by which all the carriages in a traiu are united together. 
 
 Plate 11. 
 
 Details of Railway Carriages on the Stra.^bourg and Basle, and on the 
 Versailles Railway {left bank). 
 
 These comprise the suspension springs of the carriages of the Strasbourg 
 and Basle, and Versailles Railway, and mode of fastening the same; also the 
 
 k
 
 Ixxiv 
 
 traction rod, ring, and shield plate, cast iron piece supporting the buffer rods, end 
 fastenings of traction and buffing springs, guides, and buffer rods, buffers, grease 
 boxes, &c. ; and the traction and buffing rods, buffers, &c. ; traction rods, &c. 
 
 Plate 15. 
 
 Carriages : Mail Carriage — London and Birmingham Railway. 
 
 The frame of this carriage is similar to that represented in Plate 1 of the 
 same railway. 
 
 A First-Class Carriage, Versailles Railway (right bank) : — This frame is 
 similar to that of the first-class shown in Plate 7. The details of the iron work 
 are represented in Plate 8. 
 
 A Second-Class Carriage : — The frame is similar to the last example. 
 
 A Second-Class Carriage, Strasbourg and Basle Railway: — This frame is 
 similar to those of the Belgian carriages, the details of which are given in 
 Plate 14. 
 
 A mixed class carriage on the same railway. 
 
 Plate 16. 
 
 Details of Iron work, Railway Carriages. 
 
 These comprise the traction springs, &c., with the buffers and apparatus ; 
 buffer rods ; draw rods ; shield of traction rods ; safety chain and straps ; draw 
 link employed on the London and Birmingham Railway. The drawing hook of 
 this line is similar to that represented below the last figure, but the link is 
 different. (See draw linh employed on the Southampton Railvmy.) 
 
 The old buffers on the Orleans Railway were employed upon a body almost 
 similar to that of the " carriage de luxe'' in Plate 13, the springs being placed 
 at each extremity. Old traction rods, Orleans Railway. 
 
 Plate 17. 
 
 Railway Carriage Wheels. 
 
 Wheels employed on the London and Birmingham Railway for earth wagons. — 
 This wheel was cast in a shell en coquille. It is represented on a larger scale in 
 Plate 47, " Third Series, Railway Practice."
 
 Ixxv 
 
 Ditto, ditto. No 2. Tliis wheel is forim-J of wrouglit-iron, with cast-iron nave. 
 
 Ditto, Ahiis to Beaucairc: — A oast-iron whirl, with hollow spokes un<l 
 wrought-iron tire, employed for goods wagons. 
 
 Ditto, ditto, No. 2, of ciuit-iron, formed in a sliell. 
 
 Ditto, Orleans, &c. : — A wrought-iron wheel and cast nave. fTliis is tW last 
 pattern. It is also employed in England.) 
 
 Ditto, Strasbourg and Basle, ditto, ditto. 
 
 Ditto, London and Birmingham (Bramah's wheel) ditto, ditto. 
 
 Ditto, Belgium Railways. This wheel was in use formerly, and the whole, ex- 
 cepting the tire, was cast. 
 
 Plate 18. 
 
 Details of Axhs of litiilicai/ Carriages. 
 
 Axle employed on earth wagons, London and Birmingliam Railway : — The 
 grease-boxes are placed within the wheels in this example, and the latter arc 
 75 centimetres (2 feet 6 inches) in diameter. 
 
 Ditto, Versailles and St Germain's Railway : — Tiie grease-boxes are on the 
 outside of the Avheels, which are 50 centimetres (1 foot 8 inches) in diameter. 
 
 Ditto, London and Birmingham, No. 2 : — The wheels of this, and of the whole 
 of the following examples, are 0™ 90 to 1™ (3 feet to 3 feet 3 inches) in diameter. 
 
 Ditto, Strasbourg and Basle (old pattern): — This was used for passenger 
 carriages. 
 
 Ditto, Versailles (left bank): — Used for all descriptions of carriages. 
 
 Ditto, Paris and Rouen : — For carriages. 
 
 Ditto, Versailles (right bank): — For all descriptions of carriages: weight 
 mmes (212 lbs.) 
 
 Ditto, Paris and Orleans : — For all carriages. 
 
 Ditto, Strasbourg and Basle (new pattern) : — For all carriages. 
 
 Ditto, ditto, (unfinished): — This represents the last model before it under" 
 goes the cold forging. 
 
 Ditto, Hawthorne's six-wheel engine (with 12-inch cylinders). 
 
 Ditto, Sharpe and Roberts' ditto, ditto, (with 13-inch cylinders). 
 
 1-2
 
 Ixxvi 
 
 Plate 19. 
 
 Carnages — Rouen Railway. 
 
 A first-class carriage. 
 
 A second ditto, ditto, with break. 
 
 A third ditto, ditto (uncovered). 
 
 Plate 20. 
 
 Details of Carriages. — Paris and Rouen Railway. 
 
 These comprise the frame, with the springs, traction, and bufiing rods, appa- 
 ratus, &c. The traction operates upon the middle of the spring, by means of the 
 rod shown in the figure. The shocks are transmitted by the buiFers and rods to 
 the extremities of the springs. 
 
 The suspension springs, with connecting rods, socket, grease-boxes, and point 
 plates at the extremities of the springs, for securing them. 
 
 Plate 21. 
 
 Details of Carriages. — Great Western Railway. 
 
 These comprise the frame, traction and buffing springs, rods, suspension 
 springs, guard-plate. The latter are distinguished from others by the small fillets 
 which embrace the frame, grease-boxes of the first and second class carriages, &c. 
 (see Plate 4). 
 
 Plate 22. 
 
 Carriages of St. Stephen's and Lyons Railway. 
 
 No. 1. The new eight- wheel carriage: — Carriages of this model were first 
 run upon the line in September, 1842. They are capable of containing forty 
 persons, without counting the outside places upon the imperial. 
 
 No. 2. Six- wheel carriage : — These were originally employed in the month of 
 February, 1840. 
 
 No. 3. First-class carriage: — This carriage is placed at the head of the train, 
 and is separated from the tender by a baggage -wagon, and another one uncovered.
 
 Ixxvii 
 
 ill whicli there is a spare axle. This carriage weighs, with its loa«l, 2250 kilo- 
 grauiiiies (21 tons). 
 
 The baggage- wagon is composed of a frame, tlie wiiecls of which arc simihir 
 to those of the other wagons, and of a long Ixidy, formed in compartments, for the 
 luggage. Upon arriving at tlie terminus, tin- \»n\y uf this wagon is removed on 
 to the limber of an ordinary carriage, and the luggage is thus transported to the 
 offices of the Company, which arc situated within the city, without being un- 
 packed. A great loss of time is thus saved, while the property is likewise pre- 
 served. The weight of this wagon is 2(i!)0 kilogrammes (2i tons). 
 
 No. 4. The old eight-wheel carriage: — These were placed upon the line in 
 February, 1840, and accounnoJate 32 places, 8 of which arc placed upon the 
 outside of the roof. 
 
 Plate 23. 
 
 Details of Carriages. — St. Stephen's and Li/otis lliiln-ity. 
 
 Plan, elevation, and longitudinal section of one of the two frames of an eight- 
 wheel carriage : — 
 
 These frames are constructed perfectly independent of each other, and are 
 explained by the references. 
 
 Tiie hollow beams (Sablieres), E E, arc each formed of two pieces of wood, 
 the outside piece is 0™ "078 by 15'" (3 inches by 6 inches) square, and the others 
 O" 15 by 0™ 04 (6 inches by 1^ inches) only, and which is lined with plate-iron 
 •009 ("354 of an inch) in thickness. This arrangement is for the purpose of 
 throwing the centre of the suspension springs further from the exterior, and suffi- 
 ciently close to the extremities of the axles. 
 
 The beams are increased to "015 ('59 of an inch) towards the middle of their 
 length, so as to prevent their extremities from touching the under side of the 
 carriages. 
 
 F F are wooden cross pieces, and employed to unite the hollow side beams, 
 •08 by ^14 (3 inches by 5i inches). 
 
 G is a piece of wood about '07 by '14 (2/ inches by 5j inches), upon wliich 
 one of the pieces connected with the horizontal springs for breaking the shocks is 
 fixed. 
 
 II, the principal wooden cross piece, which carries the main pivot. It is 
 ■27 by 105 (lOj inches by Gl inches), and is fastened in the side beams by
 
 Ixxviii 
 
 double tenons, and strengthened by an iron band bolted to the side pieces. Two 
 strong iron plates cover the part crossed by the main pivot. 
 
 I I I I are iron rods "015 ('59 of an inch) in diameter, which are intended 
 to maintain the proper distance between the side pieces. 
 
 K is the main pivot, which is formed of wrought-iron, the cylindrical portion 
 being "055 (2 inches) diameter, the part embodied in the principal cross piece is 
 •065 (2i inches) square. A certain number of circular iron plates are placed at 
 the foot, "009 (•354 of an inch) in thickness, upon which one of the pieces of 
 wood forming the lower frame of tlic body of the carriage is placed. 
 
 L L are friction rollers, which prevent the side beams forming the body of 
 the carriage bearing upon the side pieces of the frame, and consequently of opposing 
 its rotatory movement. 
 
 There were friction rollers placed at each end of the side pieces of the frame, 
 in the original carriages constructed upon this railway, and the body of the car- 
 riage rested directly upon them ; but the difficulty in greasing rendered the motion 
 difficult, and the frame required at the same time great power to move it ; in con- 
 sequence of which, this plan Was suspended, and the body was supported upon plates 
 placed round the main pivot, which arrangement has much improved the suspen- 
 sion, so that the shocks produced by the jolts are scarcely felt. 
 
 It is easy to understand its action : first, the shock produced upon one of the 
 wheels being transmitted to the carriages by a single spring, is maintained by all 
 four springs together, and its effect at the time is therefore reduced almost to 
 nothing. 
 
 M M M M are the suspension-springs, which are •TS (2 feet 7 inches) long 
 and "088 (3? inches) deep, taken in the middle. Each spring consists of twelve 
 leaves, •007 ("27 of an inch) in thickness and -068 (2i inches) wide; the middle 
 of the springs rests on the grease boxes, which cover the gudgeons of the axles, 
 and each of their extremities is secured by a kind of strap, (see " spring straps " 
 in the plate,) which is fixed in the interior of the side pieces. The iron plates e e 
 in the middle of the latter serve to guide the centre portions of the springs in 
 their vertical movements. N (see plan) is a spring intended to soften the hori- 
 zontal shocks. It is composed of five steel plates, each '007 by •OG (.27 by 21 
 inches), and maintained at a by a handle placed at the end of an iron bar, which 
 is fixed at the lower part of the side pieces by two bolts; the other end of the 
 spring passes into a bracket ft, fixed to a piece of wood uniting the two cross 
 pieces; this bracket is formed in such a manner as to grip the spring upon each
 
 Ixxix 
 
 side, but at the in'uMIc of its lieiglit only; the latter is, conse«pu'ntly, comiH-lli>d 
 to move and play upon thesi' two points of contact. 
 
 This sprinjr was tinished by a circular part, forming a pivot, in the first car- 
 riages, which method involved an ojx^ration that subjected the steel to injury, 
 and also increased the expense; wherefore the furmer plan has been substituted, 
 whieii efl'ects the same purpose without subjecting the steel plates to any preptira- 
 tion; a hook, (/, is also attached to the spring connected with the piece of w<km1, 
 to which the butlers and traction-chains are fixed; the shocks resulting from the 
 traction, and from the carriages knocking against each other, are thus broken. 
 See longitudinal section of the extremity of upper frame, &c. 
 
 00 are the plate iron guard plates, of 'Ol.S (•.'il inch) in thick- 
 ness, the two vertical edges of the opening, in which the grease-boxes of the axles 
 are packed, are furnished with steel plates -08 by -015 (3 inches by -59 inch), 
 ami are each secured by three rivets. 
 
 There is a moveable frame above that which we have described, which is 
 also furnished with a spring; and, together with others already described, forms 
 a system for breaking the horizontal shocks at each end of the carriages. This 
 spring consists of six steel plates, 'OOG by -08 (0'23 by 3 inches), which are 
 supported at the middle by a bracket /, to the first cross piece of the upper 
 frame. There are two other brackets, one on each end of the spring, with rods 
 connecting them to the buflSng-piece g ; these have the effect of turning the 
 spring, or allowing of play at the point f, the effect of which breaks the shocks, 
 which the buffing-piece </ receives. 
 
 Plan and Sections of one of the three frames of a six-wheel carriage. 
 
 The three frames are perfectly unconnected, the same as in the carriages 
 with eight wheels, and are formed in the following manner : — E E are hollow 
 beams, formed of two pieces, and bolted together, and furnished with two strong 
 plates of iron, each being •OGt by •0135 {21 inches by 0'53 inches), increased to 
 •01.5 (0".5!) inch) in the middle of their length. The open space between them, 
 in which the spring is placed, is '10 (4 inches) wide. 
 
 F F F F are blocks uniting the two pieces of each side-piece. 
 
 G is the principal cross-piece, which consists of four pieces bolted together, 
 and furnished with two strong iron plates -24 by -24 (95 by 95 inches), and 
 •013 (0*56 inch) at the centre, througli which the main pivot passes. These 
 plates are placed one above the other under the cross piece. II is the main pivot, 
 which is like that of the former carriage.
 
 Ixxx 
 
 I I I I, the bolts uniting the side pieces together. 
 
 K K, bolts for the purpose of joining the side pieces and the principal cross 
 pieces together. 
 
 L, the spring to soften the horizontal shocks, and which is like the others. 
 
 M M, the small friction rollers. 
 
 N N, the suspension springs, each consisting of fourteen plates of -007 
 (0'27 inch) in thickness, and '068 (2| inches) in width. 
 
 are straps to hold the ends of the springs. 
 
 The system described serving, as it does, for both the suspension and hori- 
 zontal shocks, is both simple and strong; the experience of many years has 
 demonstrated its superiority over others, more especially where the carriages are 
 not united by stiff irons, the traction chains driving against each other, and the 
 shocks to which they are subjected at the moment of the train starting, are violent. 
 
 The same system of buffer springs has been employed with much advantage 
 for locomotives and tenders. 
 
 . Plate 24. 
 
 Carriages. — Badois Railway. 
 
 The first-class carriage at the top of the plate is formed with three bodies, 
 the centre one being formed larger than usual ; one of the third-class carriages is 
 without seafs, but there are some rails fixed inside which the passengers can take 
 hold of. 
 
 Plate 25. 
 
 Details of the Carriage Breaks. — Paris and Orleans and the Eouen Railways. 
 
 Fig. 1. 
 Elevation and Plan showing Leveies, ^'c. 
 
 The handle of the break is elevated above the carriage, and is worked by the 
 conductor of the train, when seated in his place. The vertical rod a (see Front 
 Elevation of Lever) is turned by means of the handle h b, which raises the move- 
 able screw box c in which it is screwed. The box c, having two small pivots in 
 the checks d, operate upon the arm e e . Tlie fixed point / is held firm by the 
 frame of the wagon. There is a horizontal rod joined on the square e (the 
 arms of which e e are equal) which moves the large arm of the lever g fixed upon 
 its axle. This communicates with two other smaller ones g' g", each of which is
 
 Ixxxi 
 
 connected with a rod h h sufficiently strong to exercise a sufficient pn'ssure upon 
 the wooden shoes « »', whicli ojKrute by friction upon the wheels. 
 
 The shoe3 are supported by two bolts upon a cast iron angular plate, /, which 
 receives a tenon / in its middle, upon which the rod // is attacho<l. The jdate /• 
 also has another, ///, attached outside of it, t'ormed like a box, and which receives a 
 thin [ilate bar n u, which is intended to maintain the distance between each pair 
 of wheels correctly. There are small angular risings at the jdaces where' the 
 plate bar is enclosed, which are fairly wrought, and a copper chair is placed on 
 each, which is tightened at pleiusure by the screws o o. 
 
 This plate bar h ii, therefore carries and directs one of the extremities of the 
 rods, the shoes, and the apparatus connected with them, and it further carries in 
 its middle, in a circular hole, one of the ends of the axle /), upon which the levers 
 are wedged. This axle maintains the distance between the two plate bars, of 
 which only one is shown in the plate. We may readily perceive that this plate 
 bar is carried at each extremity by the grease boxes, and secured by bolts y^. 
 
 The same apparatus is applied at the other side of the carriage, excepting 
 such parts which are common to both, as the large rod and the lever. The break 
 consequently acts upon the four wheels. The whole of the several parts of the 
 break should be made with care, and be properly maintained and greased. 
 
 A A is the lower part of the longitudinal pieces of tlie wagon. We see by 
 C that the long rod may be lengthened or shortened at pleasure by means of the 
 screw box. ' -* 
 
 Fig. 2. 
 
 Elevation and Plan of Break einploijed on the Rouen Railway. 
 
 The rod <j is that woi-ked by the conductor (sec Plate 19), and which is fur- 
 nished with a handle (/' when attache 1 to passenger carriages, but in those for 
 goods there is a wheel placed in the inside of the wagon instead, furnished with 
 six pegs, which effect, by means of two conical-toothed wheels, the movement of 
 the vertical rod (see Plate 34). This rod carries a pinion at its lower extremity, 
 which works a wheel of double its diameter, and thus transmits the motion of the 
 levers to the rods &c., as in the preceding instance. 
 
 The small roller /• presses upon the rack, and forces it against the larger 
 pinion. >• 
 
 The cogged wheels are placed in a box which is open upon each side to 
 receive the extremities of the axles of the same. 
 
 The iron work of the shoes .y » is like the former, but formed with much 
 
 /
 
 Ixxxii 
 
 less care and precision, such room being left for play that it is useless greasing 
 the parts. The shoe .* is attached to an angular piece 1 1, upon which another 
 piece n n is attached, which embraces a long flat bar, and thus maintains the dis- 
 tance between the wheels. It is supported on the grease boxes as the former, but 
 the bolt of attachment v, is vertical. 
 
 Plate 26. 
 
 Railway Carriages. — Springs Employed in England, France, and Germany. 
 
 Spring of First-Class Carriage, Rouen Railway : — This spring being horizontal, 
 the jolts are not much felt. It consists of a copper band -018 ('70 inch) in 
 thickness, and "08 (3 inches) wide, and of nine leaves, -008 ('31 inch) in 
 thickness. 
 
 Ditto, Goods Wagon: — This consists of five leaves, each -009 (0'35 inch) in 
 thickness, and separated by metallic plates. 
 
 Spring of First-Class Carriage, Liege Railway : — This consists of eight leaves, 
 each of '008 ('31 inch) in thickness; the extremities of the spring are joined to 
 the straps by two rings. 
 
 Ditto, of a Second-Class, Manchester and Leeds : — The two leaves of this are 
 •01 ("39 inch) thick, and separated by small wooden blocks. 
 
 Ditto, employed in Germany. 
 
 Ditto, upon the Manchester and Sheffield. 
 
 Ditto, of a Second-Class, Great Western. 
 
 Ditto, employed in Germany (No. 2). This is employed for passenger 
 carriages. The extremities are connected with a balance, a, b, which turns upon 
 the point o, and thus facilitates the passage at the curves, by approaching a 
 certain distance towards the axles, and enabling them to take the direction of the 
 radii to the curves. 
 
 Ditto, of a Second-Class, Great Western, No. 2. 
 
 Ditto, of a Goods Wagon, Rouen and Havre. 
 
 Ditto, for a Second-Class (No. 2). This has been used in England. The 
 spring was -12 (4 inches) long, and "02 (0'78 inch) thick in the middle, and "01 
 (0"39 inch) at the extremities. 
 
 Ditto, of a Goods Wagon (No. 2) :— The lower leaf is -016 (-62 inch) 
 in thickness, and the upper 'Ol (-39 inch), and they are long '07 (2*7 inches), sepa- 
 rated by a wooden block, -027 (I inch) thick. 
 
 Ditto, of a Mail Carriage, South-Eastern Railway : — The spring is combined 
 with a band of copper at the upper part.
 
 Ixx.xiii 
 
 Ditto, of u Goods Wagon, Leeds. 
 
 Ditto, upon the South- Eastern Uailwuy: — This phm is ulso employed with u 
 copper band above it, like tlie first exainpk*. 
 
 Pi.ATi: '27. 
 
 Curri(iyi..i — Chhaiui Jiailtcay. 
 
 A poods wagon. 
 
 This wagon consists of an enclosure wiiidi is furnished with two doors marked 
 A A, in the elevation. The nuiils or baggage are i)laced therein, upon a raised 
 floor. There are two closets under the latter, c c c c, which serve to keej) the 
 passengers' dogs, which are booked and paid for. The interior is also furnished 
 with shelves, a a, supported on brackets, upon which the carriers dispose the 
 different parcels; the lockers, /< l>, also hold various goods. 
 
 The mode vt' suspending this wagon does not difler iVom that of passenger 
 carriages, and the system of traction consists of a simple hook. 
 
 A Mixed Carriage : — This wagon is employed on the St. Gernmins liailway, 
 and principally for baggage. 
 
 Pl.vtk i>8. 
 Details of luiiliran Carriages. 
 
 Mr. Arnoux' Carriage, Orleans Railway : — This is employed to transport the 
 bodies of diligences on this line. 
 
 Goods' Carriage, Strasbourg and Biisle Railway. 
 
 Carriage-truck, London and Birmingham Railway. 
 
 Railway Carriage Shifting Truck, Versailles (left bank) : — This is employed 
 at the depot to transport carriages from one line to another. 
 
 Goods' Truck, Strasbourg and Basle Railway: — There are pins placed in 
 the socket-holes at a a' a" when required. 
 
 Plate 29. 
 
 Baihcai/ Wagims. 
 
 Coal Wagon, Strasbourg and Basle Railway. 
 Goods Wagon of ditto. 
 Coal Wagon, Alais and Beaucaire iiaiiway. 
 Wagon, London and Birmingliam Railway. 
 
 /2
 
 Ixxxiv 
 
 Plate 30. 
 
 Details of Goods Wagons, Strasbourg and Basle Railway. 
 
 An Eight-wheel Wagon : — This wagon consists of a very large frame, 10 
 metres (32 feet 10 inches) long, which rests upon four conical friction-rollers 
 supported on two small carriage frames. 
 
 These are perfectly separate, and are each fixed on two pairs of wheels. The 
 two carriages are kept in their proper positions by two pivots, which fit into 
 sockets placed beneath the long frame, and by chains at each corner. 
 
 A four-wheel wagon. 
 
 HJ3^. 
 
 Plate 31. 
 
 Details of Eight-wheel Wagons. — Strasbourg and Basle Railway. 
 
 These details consist of the frames supporting the carriages and tie-rod 
 between the wheels of same; stirrups for horizontal end springs; stirrups for 
 vertical springs. 
 
 The upper, or socket-plate — the two arms a and h in this plan — lie in the 
 direction of the longitudinal axis ; the lower, or pivot-plate, cap plate, which serves 
 as the point of attachment of the side stay-rods, iron in centre of upper carriage- 
 frame, which is shown in the elevation, (see last Plate.) 
 
 Friction-rollers at A A' on large plan. There are two rollers to each car- 
 riage, which support the weight of the body. The pivots may be allowed to carry 
 a small portion of it, but they must not be overloaded. The end shield for the 
 traction-rod — the traction-rod passes through the large orifice — shown in the plate^ 
 and the other holes receive the bolts. 
 
 Plate 32. 
 
 Details of Four-wheel Wagons. — Strasbourg and Basle Railway. 
 
 These comprise the timber work, as the centre cross piece, which receives the 
 diagonals ; the diagonal pieces and straps to the same ; end of wagon ; end cross 
 pieces, showing their connexion with the side pieces; centre longitudinal piece; 
 upper centre cross piece ; one of the upper cross pieces, and the side pieces which 
 receive the guard-plates.
 
 Ixxxv 
 
 Plate .33. 
 Details of Hailicay Carriages. 
 
 These comprise tlicgreusc boxes of the goods' wagons employed on the Stras- 
 bourg and Basle railway. Tliey are composed of two parts, a and /», (see the 
 Figures,) which are separated a little in tin- " Side section" and " Front," to show 
 the mode of construction better. A groove is shown in the former within the 
 circular edging to receive the side disc, by wliich the grease boxes attaclied to 
 eadi wheel are jtrotceted from tiie sand. The discs are formed of plate iron, and 
 are secured to tlie naves of the wheels by four screws, as shown in the " Elevation 
 of Wheel." The cover is placed over the box, and secured between two spring 
 plates. 
 
 Guard plate of the same wagon. Buffer rods of M. Arnoux's carriage truck, 
 (see Plate 28) with tiie prolongation to the extremities. The rod A is situated 
 between the left rectangle, and presses tiie end of the traction spring. 
 
 Plan and Section of Frame of M. Arnoux's carriage, with details of the forked 
 piece a: — These forks support the weight of the carriage, and are placed parallel 
 at each extremity of the wrought-iron diagonal pieces. The carriage also rests 
 by the springs upon four pivots. (See the Plates showing M. Arnoux's wagon and 
 his travelling crab.) 
 
 Tie rods to guard plates of the goods wagons, Strasbourg and Basle : — The 
 extremities of the guard plates c c, pass into the mortices <•' c' in the plan, and the 
 small bolt shown by the side unites them. 
 
 Wheels of the same wagon : — Ujiper and lower plates placed in the middle of 
 the horizontid traction springs. 
 
 Guides and Plates: — No. 1. Being the wedge whicli unites tlie upper guide 
 with the buffing-rod. No. 2. Guide at the extremities of the traction springs. 
 No. 3. Guide at the extremities of the suspension springs. No. 4. Exterior 
 guide of the traction rods : this piece is shown in the end view of this wagon. 
 No. 5. Plate in the middle of the traction springs, at the side opposed to the 
 curve. No. 6. Ditto, counter plate placed next the springs or the rod. These two 
 plates being united by four bolts (the holes of wiiich are shown) embrace the 
 middle of the spring which lays in the hollow parts d d, and the side-plates repre- 
 sented below them, run in the parts ee e e. 
 
 Elevation and Plan of traction springs; ditto, of suspension ditto; both of 
 the same wagon; stirrups to same; screw links, which are hung on the drawing, 
 hooks shown by the side; the stirrup which receives the middle of the traction 
 spring is fixed at the other end of this rod ; safety chains and hooks.
 
 Ixxxvi 
 
 Plate 34. 
 
 Wagons. — Paris and Rouen Railway. 
 
 Baggage Wagon : — The passengers' trunks and other luggage is packed in 
 this wagon. A conductor is shut witliin it, who talies his place upon the plat- 
 form a, which is furnished with the seat h ; he is sufficiently elevated to allow of 
 his head being above the wagon, and he engages himself in looking out through 
 the windows c, which are glazed all round, by which he can command the entii-e 
 train, and also take the signal from the engineer. One of the squares of glass, 
 parallel with the line opens; for instance, that shown at rf, in the side elevation, 
 which figure describes the mode of operation of the break. There is a small 
 wheel, furnished with six handles, which the conductor turns in the direction of 
 the bends, to press the break, as shown in tliis plate, and which is more parti- 
 cularly described in Plate 25. 
 
 The dotted lines on each side show the size of the body, and the range of 
 the doors, which open outwards. This description of door (opening outwards) 
 is dangerous, and no doubt caused the accident in the month of January, 1844, 
 on the Orleans Railway, since which period they have all been replaced by sliding 
 doors. 
 
 The horizontal springs are six in number, which appear extravagant. The 
 two small springs serve for the traction, and the other four for neutralizing the 
 shocks. There is a reason for this wagon liaving such a number of springs ; it is 
 generally placed at the tail of the goods train, the wagons of which have neither 
 springs nor buifers (see the goods wagons in this Plate). The shocks, wliich 
 are consequently very violent, are transmitted to this wagon, which therefore 
 requires to be made capable of resisting them. We see that the large springs 
 a a are connected in the centre part, and move together by the assistance of the 
 iron slides e e, shown in the plan. 
 
 Goods Wagons : — All the goods Avagons are suspended and furnished with 
 breaks similar to this. The end of the lever handle is supported in the guide /', 
 and a notch is shown (see End Elevation) which receives the handle when the 
 break is not acting. 
 
 Wagon for carrying milk: — This wagon is suspended, but is not furnished 
 with traction springs, nor any more than stuffed leather buffers. There are 
 four doors and two floors, g g and h h, as sliown upon the plate. The louver 
 one is boarded all over, and as many pails as possible are placed upon it. The 
 upper one consists of rails, and is also covered like the other. The entire load
 
 Ixxxvii 
 
 does not rise above the upper edge of tlie wagon. Tlu' wagon contains about 192 
 pails, or 96 on each floor. If eacli pail t'qiial one deailitre, the weight would 
 equal 1920 litres, or near two tons, exclusive of the weight of the vessels. 
 
 Pl.vtk -J."). 
 
 Details of Goods Wagons — [A)ndon and liirmlnif/iain liaibrinj. 
 
 These comprise the suspension springs and guard plates; plans, eltvation, 
 and section of the grease boxes; ring plate for safety chain; drawing chain; 
 traction rod and hook; stirrups to springs by which the latter are secured to the 
 grease boxes; cast iron point irons for springs, which are fixed to the longitudinal 
 pieces, and hold e.ach extremity of the springs. 
 
 The break plate, which is fixed to one of the longitudinal pieces of the 
 frames, and serves to sustain the axle of tlie break ; hook for sustaitiing the break ; 
 guard iron for the wooden shoe of break; plan of frame; longitudinal sections 
 through the body of the wagon, &c. 
 
 Plate 3G. 
 
 Details of Railu-ay Horse Boxes. 
 
 Wagon employed on the Versailles (left bank), fur Horses and Small 
 Parcels : — The stalls for each horse a a a are formed by moveable partitions, the 
 part b is intended for baggage, and the conductor and passengers take their 
 places above. Each side of the wagon (longitudinally) is composed of two parts 
 or shutters, with horizontal hinges, one lifts up, ami the other falls down upon 
 the platform, forming a drawbridge for receiving and landing the horses. This 
 will be readily understood by reference to the transverse section of the wagon 
 below, in which one side is shown with the flaps open. 
 
 Six Horse Box, Versailles Railway (right bank) : — The body of this wagon 
 is formed in two compartments, each divided into three stalls, the divisions are 
 fixed, but there are openings for the convenience of taking the horses in and out. 
 There are leather bands b b stretched across tlie stalls, at the breasts and haunches 
 of the horses, to prevent their injuring themselves against the partitions, at the 
 stopping or starting of the train. 
 
 Orleans Railway : — This is a box for three horses, the doors of which are 
 situated at the ends. 
 
 London and Birmingham Railway: — This is also a wagon for three horses;
 
 Ixxxviii 
 
 the walls are hung upon hinges, and the partitions are moveable, and slide in 
 vertical grooves at each end of the box. 
 
 Strasbourg and Basle Eailway :— Each of the boxes accommodates a horse; 
 they are placed on small wheels to facilitate their movement, and a number sufS- 
 cient to accommodate the horses required to be removed are run upon the platform. 
 
 Plate 37. 
 
 Details of Goods Wagons and Break Carriage. 
 
 The goods wagon, London and Birmingham Railway, has been recently 
 made. The internal lining is not sliown in the transverse section of the other 
 goods wagon, in order that the arrangements of the framing may be seen. 
 
 Break Carriage employed on the Liege Inclined Plane. 
 
 This carriage is generally placed at the head of the train when it ascends 
 and descends the incline. In the first case the clutches / 1, which are connected 
 with it, seize the rope, and in the latter the carriage is left to itself. 
 
 The break adapted to this Avagon acts directly upon the rails instead of upon 
 the wheels. It is comjjosed of a wooden shoe, 1-20™ (4 feet) long, by 0-12 
 (5 inches) wide, and 0'27 (11 inches) deep, and furnished below with a strong 
 piece of iron of an inverse shape to the rail, in order to embrace the whole of its 
 surface, and thus increase the adhesion. 
 
 There is a vertical axle in the middle of the wagon which is furnished with 
 a handle m, at one extremity, and terminated at the other by a screw engaged 
 within a moveable screw box, which allows of the shoe being moved in a vertical 
 plane by means of levers t' t', and rods 1 1. 
 
 The pressure is applied gradually upon the rails, and when it attains a 
 maximum, the wheels are raised, and the weight of the carriage, which is about 
 8000 kilogrammes (7 tons 1 cwt. 3 qrs.), is lifted completely above the rails. 
 
 This wagon is sometimes preceded by a sledge, which slides upon the rails by 
 means of two iron patins. The resistance of this sledge causes an addition to 
 that of the wagon, and consequently diminishes the velocity of the train. The 
 bell shown in the elevation is employed to announce the departure and arrival of 
 the train. 
 
 The side elevation and transverse section show the arrangement of the 
 breaks, and the levers employed in moving the same.
 
 lx.\.\i\ 
 Details of Clutch A|>parattis : 
 
 In the " view of clutch" n <i is a sort of jaw in wliicli the l)rass chair </' </' is 
 placed. Ill the "return view" </ is the lever emphiyeil to move the clutch /, 
 which moves upon the axis 7. The lever pinion /• catches in the cast-iron circular 
 rack /•, and seizes the rope in the jaw <i. When tiie lever </ is raised, the latter 
 is fixed by the catch .v. 
 
 The position of the levers when the clutch operates, is represented by 
 </' /' /•' v', and when the clutch leaves go of the rope at the bottom of the incline, 
 by /■' /". 
 
 Turn plates II nd Fcmhr Stops, ]\'rsailli's Jinilinii/, [riijht and lift hanks.) 
 
 The Fender-Stop {Ifeiirtoirs), on the Versailles Railway (left bank), is placed 
 at the extremity of the line. 
 
 P I', are walls formed of masonry which support the turnplates. plat- 
 form, &c. 
 
 U, Stone Tiers. 
 
 M M, Retaining walls sustaining the embankment forming the railway. 
 
 N N, Retaining walls forming a portion of the foundation of the waiting hall. 
 
 Plate 39. 
 
 Details of Ili/draulic Criiiti- on tin. \ usailles {left bank), the St. Gernniins, 
 and the London ami Southanijiton Jtailnai/s. 
 
 Hydraulic Crane upon the Versailles Railway: — This crane is exceedingly 
 simple. It consists of a hollow cast-iron column A, supporting a dome B, which 
 is surmounted by a gas lamp F. A cast-iron pipe, C, is fi.xed inside the column 
 as shown in the enlarged section of the head, *.tc., into which the end of a pipe is 
 fitted by means of the stufGng box E, which is furiii.>«hed with a flexible hose. 
 
 The tanks which supply water to the cranes, are placed at a certain height 
 above, and communicate by conduits with the internal pipe C, a cock being 
 placed near the crane to regulate the same. 
 
 Hydraulic Crane on the St. Germiiins Railway: — This crane, like tlie last, 
 consists of a cast iron column, but terminated below by a cross foot-plate which is 
 let into solid masonry, which supports the casing. A cistern B, is placed at the upper 
 
 m
 
 xc 
 
 part, in the bottom of which there is a valve, and an upright rod connected with 
 it, rising above the covering of tlie cistern. 
 
 A horizontal beam is attached to the rod with a counter- weight fixed at one 
 end, and an iron chain at the other, by means of which the men are enabled to 
 raise the valve, and draw water from tlie tank, and to pass it by the pipe G, into the 
 top of the tenders. This pipe is supported by an ornamental cast-iron bracket J, 
 turning in a socket below K, and encompassed above by a brass collar M, secured 
 to the side of the column. 
 
 The supply pipe P, is furnished with a cock 0, which cuts off the commu- 
 nication with the tank, and enables the workmen to perform any repairs that may 
 be required without being inconvenienced by the water in tlie tank. 
 
 The other crane is like the former, and will be readily understood by an 
 inspection of the plate. 
 
 Plate 40. 
 
 London and Birmingham Railway. — Details of Hydraulic Cranes. 
 
 This crane is more complicated in its construction than those in the last 
 plate. 
 
 The water is raised in a cast-iron column A, sustained by three strong stays 
 L, which are disposed in the shape of a triangle. By means of a valve enclosed in 
 a square cistern B, a communication can be opened and closed at pleasure between 
 the column A, and tlie branch G. The latter turns upon the pivot K, and the 
 stuffing-box D. 
 
 Plate 41. 
 
 Paris and Orleans Railway Details of Hydraulic Cranes. 
 
 This crane is composed of a vertical cast-iron column A, which is partially 
 fluted, and furnished below by a large foot which forms the foundation plate, and is 
 tied to the body of the crane by four supporting brackets. The upper part is 
 terminated by a cylinder which enters with trifling friction through a stuffing- 
 box, and is surmounted by a sphere. The latter is adapted so as to support a 
 lever which sei'ves to open and close the valve situated at the lower part of the 
 moveable cylinder, as indicated in the enlarged section of the head. 
 
 This sphere is level with the horizontal branch G, by which the water is 
 passed into the tenders. The branch is supported by a console, and the lower 
 part is bolted to a collar K, which embraces the column A, and which is enabled 
 to turn in the neck formed by the fillets round the column.
 
 XCl 
 
 In order to intercept the eoinnninioatiim lii-tweon the tunk iintl the crane, 
 whenever necessary, the supjily pipe 1*, carries ii rectunfriihir cnst-iron Uix M, 
 enclosing a cock. This is worked by means of a King md and handle carried 
 upwards through a small cast iron column, over (lie hox M. and elevatc(l uliove 
 the ground. 
 
 Pl.ATI. i± 
 
 Strasbourg and Battle Jiaitmii/. — DctaiU of lltjdraidk' CraufK. 
 
 The large cock shown in the details furnishes the supply, and estahlishes or 
 closes the communication with the tank, and the small cock is employed for empty- 
 ing the crane. 
 
 Plate 13. 
 
 London and Birmingham and Neiccantle and Carlisle Badiray. — DetaiUof 
 
 Hydraulic Cranes. 
 
 Hydraulic Crane, London and Birmingham Railway. The bolt A — U, shown 
 in the section, connects the two iron arcs together, and is intended to prevent the 
 upper part of the crane being separated from the lower by any violent blow. 
 
 The engineer works the valve D, from the tender by the help of a handle E. 
 
 The hollow sphere F, acts as a counterpoise. 
 
 Hydraulic Crane, Xewcastle and Carlisle Railway : — The valve, in this 
 instance is placed at the bottom of the vertical pipe. 
 
 Plate 44, 
 
 Details of the Southampton and the Nordbahn and Vienna Stations. 
 
 References to the General Plan of the Station of the London and Southampton 
 
 Railway : — 
 
 A and B. Building of two stories for the workshops. 
 
 A. Steam engine. 
 
 B. Workshops. 
 
 C. Forges. 
 
 D. Small depot for iron, &c. 
 
 E. Wagon shed. 
 
 F. Omnibus court. 
 IL Vestibule.
 
 XCll 
 
 I. OflSce for the distribution of tickets. 
 K. Entrance hall. 
 L. Office. 
 
 M. Court for the use of goods. The principal way communicates with this 
 court by an accommodation line, -which is not shown on the plan. 
 
 Eeferences to the General Plan of the Station of the Nordbahn and Vienna 
 
 Railway : — 
 
 A A A. Waiting rooms. 
 
 B. Vestibule. 
 
 The waiting rooms and the vestibule are at the level of the railway, which 
 is formed 4™ 50 (14 feet 9 inches) above the natural level of the ground. 
 
 The principal staircase conducts to the vestibule and to the waiting rooms 
 of the first and second class, placed on the left. An additional staircase conducts 
 to those of the third class, placed on the right. 
 
 C and D. Porter, work people, inspector of police, office for the issuing of 
 tickets, &c., &c. 
 
 The second floor which is arranged like the first, has not yet been appro- 
 priated to any purpose. 
 
 E. Shed for forty wagons, with vaults serving for the stores. The clock is 
 in the roof of this building. 
 
 F. Workshop for repairing the wagons. 
 H. Ditto, ditto, engines. 
 
 I. Shed for twelve engines, with pits beneath the ways. It encloses two cranes. 
 
 K. Coke depot and reservoir, with pit for collecting the coke and receiving 
 the water which fall from the locomotives. Four engines can stand upon the 
 length of way placed in this building. The water of the reservoir is heated with 
 the waste coke before being turned into the tender. The coke stores contain 
 about 4800 standard quintals (472 J tons) of fuel. This is the only building at 
 the station which is covered with tiles, the others being roofed with plate iron. 
 
 L and M. Accommodation ways. 
 
 N and 0. Ways for goods. 
 
 P. Arrival line. 
 
 Q. Departure line. 
 
 E. Magazine on the level of the way, and at the first stage of this building, 
 
 S. Collectors. 
 
 The great halls to the second story and to the level ground serve also for 
 storehouses.
 
 XCIIl 
 
 Platk C). 
 
 /)f'/</i7.< of the Xordliiilin itml liriiii J!<iilirtii/ Stittini:. 
 
 liercrcuccs to the ticiicnil rUiu ol l>niu .station : — 
 
 A li C 1) K F G. Building forming the t'ntiunce lialis of two stories. 
 
 A. Vestiliule. 
 
 B C I) and E. Entrance hulls. 
 
 F and G. Ticket oflices, &c. 
 
 II and I. Warehouses for depo.^iting the goods. 
 
 K L and 0. Service ways to the sheds. 
 
 M. Departure line. 
 
 N. Arrival line. 
 
 P. Shed for eleven engines. 
 
 Q. Ditto wagons. 
 
 R. Workshops for repairing engines. 
 
 S. Ditto Avajious. 
 
 T. Building containing reservoirs for water. 
 
 Plate 1G. 
 
 Details of the Versailles Bailicat/ (rij/it bank) Station at Versailles, and 
 the Pecq Station on the St Germains. 
 
 Reference to the General Plan of the Versailles Station : — 
 
 a a. Court of the form indicated in the plan, and enclosed from the Rue du 
 Plessis by an iron railing. Three gates are placed in this railing, the middle one 
 being of large dimensions, and the others, at the sides opposite the footways, are 
 smaller. The latter are only made use of on fvte days, and for pedestrians. 
 
 An asphalte footpath of .3 metres (16 feet 5 inches) wide surrounds this court. 
 
 b b b. Great vestibule. 
 
 c' and C-. Direction office for travellers. 
 
 c^ and c*. Ditto ,luggage. 
 
 The travellers, after having taken their tickets, ascend the staircase shown 
 between the offices, c' c-, to the waiting-room t* c, which they reach by following 
 the staircase. 
 
 //'. Apartments of the station master, superintendent of police, &c. 
 
 e e. Waiting-room, having doors from one platform to the other, d and dK
 
 XCIV 
 
 The passengers of the different waiting-rooms are only separated from one 
 another by balustrades. 
 
 d and d^. Covered platforms, as shoAvn in the section, which serve alternately 
 for the departure and arrival. 
 
 g and g^. Ways serving alternately for the departure and the arrival. 
 
 h and h^. Service ways for locomotives, with pits for cleansing them. 
 
 k and h^. Ways leading to the sheds. 
 
 Each way is terminated by a turn-plate. 
 
 / /. Reservoirs for feeding the hydraulic cranes, placed near the pits. 
 
 m m. Garden. 
 
 q and q^. Sheds. 
 
 p p^ and p-. Changes of way. / 
 
 References to the General Plan of the Station of Pecq : — 
 
 a a a. Quay opposite the wharf. 
 
 b b. Vestibule. 
 
 b bK Ticket offices. 
 
 Wooden barriers are shown before these oiBces in the vestibule, which serve 
 to direct the crowd. 
 
 b'^. Luggage oiEce, having a communication with the vestibule ; another with 
 the quay; and a third with the station. 
 
 b^. Office for directing parcels. 
 
 c. Passage to the platforms of the station. 
 
 d d. Exit staircases. 
 
 b^. Exit vestibule. 
 
 e e. Waiting rooms, in which travellers of different classes are only separated 
 by barriers. These waiting rooms are edged by wooden platforms, which sepa- 
 rate them from the ways g g. (See the Section.) 
 
 g g g and g g g. Ways serving alternately for the arrival and departure of 
 the trains. 
 
 h h h. Ways for the use of engines. 
 
 Each of the ways g g and A is terminated by a turn-plate and a fender-stop. 
 
 The platforms and the ways g and g only are covered, as shown in section. 
 
 b^. Office of the superintendent of police. 
 
 b^. Guard-house. 
 
 V b^ b^. Direction offices for travellers by the carriages for the correspond- 
 ing department, with the necessary appendages in this service.
 
 xcv 
 
 b '". OflSce of the station master. 
 
 i and /•. Court where the oiuiiilmses stand whicli convey travellers to and 
 from the station. 
 
 71 n. Lateral ways to the shedding. 
 
 The travellers, after having taken tiieir tickets at the offices //, puss into the 
 waiting-roonj, following the passages formed hy the wooden barriers figured in the 
 plan. Entering upon the platform c, they can pass into either of the waiting- 
 rooms. Only one of these rooms is required on week-days, for the departure, 
 when the trains always start from the furthest line. Travellers arriviiig, cross 
 the room «', and go out by the staircases «, from whence they depart by the stair- 
 cases </, passing through the room l>*. On Sundays and fete days the trains set 
 out alternately from the ways g and from </', arriving sometimes upon one and 
 sometimes upon the other of these lines. The waiting-rooms e and e" serve also 
 alternately for the departure. 
 
 Travellers of different classes are only separated in the waiting-rooms by 
 simple wooden balustrades. 
 
 Plate 47. 
 
 Paris and Versailles Railway (left bank.) — Details of the Stations at Paris 
 
 and Versailles. 
 
 References to the General Plan of the Station at Paris : — 
 
 A. Buildings forming the waiting rooms. 
 
 B. Entrance gate of the omnibus court. 
 D. Omnibus court. 
 
 G. Private room of the station master. 
 
 L. Carriage shed. 
 
 N. Workshops for repairing locomotives and carriages. 
 
 0. Closets for the workmen. 
 
 J. Garden behind the shed. 
 
 P. Circular shed, where engines are cleaned and repaired. 
 
 Q. Vats filled with water. 
 
 R. Porter's lodge. 
 
 R'. Door for the entry and departure of workmen. 
 
 S. Store house. 
 
 T. Coke house.
 
 XCVl 
 
 U. Quay for loading carriages. 
 
 V. Depot for coke and sundries. 
 
 X. Large open space, serving for timber, upon which a forge is built for 
 reheating the tires of the wheels and for binding them on. The dotted lines show 
 the fencing. 
 
 a, a\ a?. Plan at the level of waiting rooms, 
 
 a. Second-class waiting room, having a view of the road to Maine. 
 a^. First-class ditto, having a view of the railway. 
 
 a?. Waiting room for travellers at the stations. 
 
 a^. Staircase and landing place, by which travellers pass into the waiting 
 rooms. 
 
 «■*. Landing place by which travellers leave in passing from the waiting 
 rooms to the platform. 
 
 a'. Closets for travellers. 
 
 a^. Grand staircase for the exit. 
 
 aJ. Portion of the platform covered by a roof, as shown on elevation, upon 
 which travellers of the first class can promenade until the departure of the train. 
 
 b. Staircase conducting to the court of a house adjoining the station. 
 
 h^. Staircase by which the officers of the company communicate with the 
 station. 
 
 c. Departure platform, 
 c^ Arrival platform. 
 
 These platforms are formed of planks. They are supported, as shown in 
 the elevation. 
 
 d. Departure line. 
 d}. Arrival line. 
 
 The travellers from Paris sometimes go by the platform c^ on fete days, to 
 avoid changing the carriages on the way, upon which they also arrive from Ver- 
 sailles. The train passes by means of the crossing place x'^ on the departure line. 
 
 dr. Accommodation way for engines. 
 
 #. Way to shedding. 
 
 #. Way communicating with the carriage sheds. 
 
 d;'. Curved way of 125 metres (137 yards) I'adius, for the use of the engine 
 sheds. 
 
 d^. Curved way for the use of engine sheds and for changing carriages or 
 certain goods. 
 
 d''. Way for the shifting truck, which is built after the plan shown in Plate 28.
 
 xcvu 
 
 e. Fender stop. 
 
 ff^f'- Turn-plutcs : — Tlicsp are uiioii tlicitlil |>liiii. 
 
 f^ P- Tiini-plate for estiiblisliing tlie comumiiication l>otwt'i'ii the i-arringc 
 shed and the dejiarture line. The plattf/-' is u|Kin tlio same system !l^ llir '.M-fii'f 
 tiirn-table, shown in Plate 27, "Third Series of Kail way rrnctice. 
 
 //A'//-'. Pits for cleaning the locomotives, etc.; thoy are enclosed witli 
 fencing, to prevent accidents. 
 
 /' r. Hydraulic cranes, upon the model represented in Plate ."JO. These 
 communicate with reservoirs or vats Q, by cast-iron subterranean conduits. 
 
 P. Small aj)paratus for washing carriages. 
 
 j j. Rack upon which sacks of coke are placed for loading the tender. 
 
 /-. Change of way for passing engines from the accommodation way to the 
 departure, or vice versa. 
 
 k^ k-. Change of way for conducting the train from the arrival line to the 
 departure. 
 
 X"'. Change of way for communicating with the way d"'. 
 
 k*. Change of way for establishing the communication between the accom- 
 modation way and the locomotive shed. 
 
 /. Covered shed, witli ways for carriages of every description. 
 
 /'. Painting. 
 
 /-. Joinery. 
 
 P. Coach making. 
 
 l^. Mounting. 
 
 IK Office. 
 
 m. Carriage way for shifting truck. 
 
 n. Office of the engineer of the works. 
 
 «'. Oflice of the constable of the workshops, and of the master of the same. 
 
 n^. n^. Forges. 
 
 11^. Engines, tools, and adjusting. 
 
 n*. Fixed engine. 
 
 «®. Tool house. 
 
 n". Tinmen and coppersmiths. 
 
 n**. Joiners and modellers. 
 
 n®. Sawyers. 
 
 n'". Apartment of master carpenter. 
 
 7i". Workshop and area of the carpenters. 
 
 n'-. Covered shed for rechanging the wheels. 
 
 n
 
 XCVIU 
 
 71^^. Court and timber yard. 
 
 n^*. Do. do. 
 
 p. Turnplate placed in the centre of the polygonal building, and disposed 
 as shown in Plate 33, " Third Series of Railway Practice." 
 
 p^. Office of the constable of the Rotunda. 
 
 p-. Apartment of the chief engineer. 
 
 s. Office of the guards of the storehouses. 
 
 t. Watchbox of the switchman. 
 
 t^. Watch-box of the porter performing the office of gate-keeper at the road 
 
 crossing the railway obliquely on a level at the end of the station, as shown in the 
 
 plan. 
 
 Fig. 2. 
 
 Plan on the level of the ground. 
 
 a. Peristyle on the road to Maine. 
 
 a^. Vestibule with barriers for directing the travellers. 
 
 a^. Ticket office. 
 
 a^. Staircase by which travellers ascend to the waiting rooms. 
 
 a*. Small staircase which establishes a communication between the ticket 
 office and the office of the administration, from the ground floor. 
 
 a^ and a^. Passage followed by travellers descending from the omnibuses to 
 reach the staircase of the waiting rooms, after having exhibited their tickets at the 
 bottom of the staircase a'. 
 
 a''. Furnace-room. 
 
 a^. Exit staircase for passengers. 
 
 a^. Exit gate from the omnibus court. 
 
 a^^. Exit gate on the road to Maine. 
 
 a^^. Entrance gate of the company. The porter's lodge is placed at the side 
 of this gate, under the staircase of the waiting rooms, the kitchen being under the 
 staircase of the company. 
 
 a^^. Staircase conducting to the office of the company, on the entresol. 
 
 a^*. Wood house. 
 
 a^^. Luggage office. The omnibus court communicates with this office. 
 
 Plan on the level of the entresol : — 
 
 a. Staircase conducting to the entresol floor. 
 
 a}. Antechamber and passage conducting to the office. 
 
 a^. Hall for the meeting of the counsel, and saloon of the directors.
 
 XCIX 
 
 rt'. Private room of the directors. 
 
 a*. Private room of the secretary of the counsel, performing the duties of 
 cashier. 
 
 a''. Office fur two clerks. 
 
 a". Ditto, ditto. 
 
 a". Staircase conducting to the waiting rooms, and passing under the 
 office, a*^. 
 
 (I**. Private room of the superintendent of police. The floor of this room is a 
 little lower than the floor of the entresol, on a level with the landing of the stairs. 
 
 a'. Safe. 
 
 a'". Safe. 
 
 rt". Private room of the comptroller, placed under the exit staircase a'-. 
 
 «'-. Exit staircase. 
 
 a '^. Small staircase conducting from the office of the company on the eiitresol, 
 to the ticket office on the level ground. 
 
 rt". Passage conducting from the office of the company to the stair-case of 
 the station a^. 
 
 a'^. Staircase conducting from the entresol floor to the station. 
 
 a^^. Urinals. 
 
 «'". Water-closets for the use of the officers of the company. 
 
 References to Section: — 
 a. Omnibus court. 
 
 a'. Covered footway of the omnibus court. 
 a^. Vestibule at the bottom of the exit staircase. 
 a^. Staircase of the waiting rooms. 
 There is a vestibule and a ticket office between a- and n^. 
 a*. Board office. 
 
 a^. Private room of the secretary to the board. 
 a^. Office for two clerks. 
 a'. Ditto, ditto. 
 
 a". Landing of the staircase of the waiting rooms, 
 a'. Private room of the superintendent of police, 
 a"^. Second class waiting room. 
 References to the General Plan of the Versailles Station (left bank) : — 
 
 A. The mayor's avenue. 
 
 B. Fixed iron railing. 
 
 B'. Moveable iron railing, or gates. 
 
 n 2
 
 C. Court. 
 
 D. Building forming the waiting rooms, ticket oflSce, &c, 
 
 E. Garden. 
 E. Cisterns. 
 M. Privies. 
 
 H. Building for the collectors, &c. 
 
 K. Small forge for repairing. 
 
 I. Court for the use of goods. 
 
 T. Coffee-house. 
 
 L. Gardens extending the length of the stations. 
 
 d. Vestibule with gate, for accommodating and guiding the travellers who 
 arrive from the court, C, to a staircase placed between d} and d^. 
 
 d^. Luggage office. 
 
 d^. Confectioner's shop. 
 
 d^ and d^. Ticket office. 
 
 d^. Portion of the waiting rooms intended, by means of a gate, for travellers 
 of the first class. 
 
 d^. Another portion, intended for travellers at the stations. 
 
 d^. Third portion, intended for travellers of the second class. 
 
 The travellers go out by different doors upon the platform, e. 
 
 e e e. Departure platform. 
 
 e^ e^. Arrival platforms. 
 
 ff^f'f^f'^- Turnplates upon the old system. 
 
 g. Departure line. 
 
 g^. Arrival line. 
 
 g'^. Accommodation way for engines, with pit and hydraulic crane, h 
 
 p p^ p^. Change of way for establishing the communication between the way' 
 g'^, and the ways, g^ g^ g^ and g. 
 
 p^p'^p^p^. Change of way for establishing the communication between the 
 arrival way ^\ and the departure way g. 
 
 h^. Office of the collectors. 
 
 h?. Passage for the travellers arriving at Versailles. 
 
 h?. Superintendent of police. 
 
 h^. Station master.
 
 CI 
 
 Plate 18. 
 
 Details of Stations. — Duhliii a/ul Kingstotm, and /.tiii.y to >. /Ay Ji'iKirai/.s. 
 
 References to the general plan of the DuMin iiiitl Kin^'stown Railway Station: — 
 
 This station is situate in the interior of the city. It is G'" ( lit feet 8 inches) 
 above the natural soil, and crosses the streets ui>on bridges consisting of single 
 arclios wliore the widtli is narrow, and with three arches where the streets are wide. 
 
 The travellers enter into the vestibuK', u' and c/-', by two doors, one of which 
 is intended for travellers of the first class, the other fur travellers of the second 
 class. It consists, also, of two offices — one for travellers of each class. The stair- 
 cases placed opposite the letters a' and a'- serve for travellers of each class, who arc 
 thus separated. Tliey ascend by these staircases into the waiting-rooms jilaced on 
 the first floor, level with the line. 
 
 The luggage is deposited in the hall <;', and carried from this hall to the 
 level of the railway by a small staircase. 
 
 The travellers again remain separated upon the platforms. Those of the first 
 class promenade on the platform D D, which is separated by a balustrade (shown 
 by a double line in the figure) from that of the second-class travellers, who pro- 
 menade upon the platform II. The level of the platforms is 1™, (3 ft. 3 in.,) or 
 0"S0"' (2 ft. 7 in.) above the rails. They are paved, and rest upon an embank- 
 ment, upon which there is a bed of concrete, or of rough masonry, laid with hy- 
 draulic lime. The communication is intercepted, on the side of the line upon 
 which the travellers require to pass, by balustrades. The May along the j)Iatform 
 H D is the departure line. The contiguous way along the platform F is the 
 arrival line. Tiie two others are the accommodation ways. 
 
 The travellers arriving pass over the drawbridge p and/*' to go upon the 
 quay E, at the extremity of which there is an exit staircase. Those who wisli to 
 take carriages go upon the incline 1>. The drawbridges are inclined upon the 
 way, as shown, whenever it is necessary. 
 
 They are formcil after such a plan, that they can be easily removed when 
 the train is discharged and the crowd has dispersed ; the passage of the engines and 
 the trains may then be resumed. The engine is detached upon its arrival at the 
 head of the train; it passes upon the turn-j)late situated at the extremity of the 
 arrival line; it is then directed upon the accommodation line provided for the 
 engines near the hydraulic crane G and the coke depiit, which is at II, (boliind 
 which there is a reservoir;) it there takes its supply of water and coke, and re-
 
 cu 
 
 passes by crossings to the arrival line, where it retakes the train ; it is afterwards 
 directed to tlie departure way, passing upon the switches, and the train is con- 
 veniently placed upon the departure line. It, however, presents the inconvenience 
 of taking the carriages of the first class to the platform of the lower ones, and 
 vice versd. 
 
 Keferences to the Longitudinal Section : — 
 
 a. Vestibule. 
 
 a^. Luggage office. 
 
 a^ and a^. Waiting-rooms. 
 
 a* and a^. Covered portion of the station. 
 
 References to the General Plan of the Leeds Station on the Leeds and 
 
 Selby Railway : — 
 
 A. Building containing office. 
 
 B. Storehouses. 
 
 C. Court in which a portion of the goods is deposited, which is required to 
 go to Leeds. 
 
 E. Shed where another part of these goods is deposited. 
 
 D. Slope conducting from the court to the shed. 
 
 F. Office. 
 
 V. Departure line for goods. 
 
 V^. Arrival line. 
 
 V". Way for the departure of travellers. 
 
 V^. Ditto, arrival ditto. 
 
 There are no platforms, and the ways are covered, as shown in the Figures. 
 
 H. Line serving to establish a communication between the way V^ and the 
 storehouse B. 
 
 K. Court, the ground of which is 4™ (13 feet) below the level of the rails. 
 
 The goods are deposited in this court, or in the warehouse B, when they are 
 fii-st delivered. The cranes serve to raise the goods from the court, or from the 
 warehouse, and to place them upon the vehicles employed in removing them. 
 
 L and L'. Ways for the arrival of coal. 
 
 These ways, L and L^, are carried upon transverse walls 4 metres (13 feet) 
 high. The coal wagons are of the same kind as that represented in Plate 29, of 
 the Strasbourg and Basle Railway, and discharge, by means of a trap placed below, 
 into the compartments (24) between these walls or vaults. These small store- 
 houses belong to some of the principal merchants of Leeds.
 
 cm 
 
 1. Way for the transport of lime. 
 The wagons employed are like those for the coal. 
 
 The lime falls into the eompartments, but the line is covered, whilst tho 
 ways L and L' arc not. 
 
 N. Workshops for the repairs of engines and carriages, 
 
 n. Forges and adjusters. 
 
 7»' and ti- Mounting engines. 
 
 n^. Workshop for repairing carriages. 
 
 n^. Ditto for painting. 
 
 72*. Tower and double forge. 
 
 n". Fixed engine and reservoir. 
 
 On the first floor above n^ are the offices and warehouses. 
 
 0. Small auxiliary shed. 
 
 P. Skew-bridge with columns. 
 
 References to Enlarged Plan : — 
 
 a. Ticket office. 
 
 a' and a'. Goods label office. 
 
 a^ and a'. Staircase conducting to the railway, which is on a level with the 
 first floor. 
 
 There are no waiting-rooms. Travellers who wait for the departure of the 
 train are kept under the portico, or under the large shed. 
 
 a^. Appendage. 
 
 Grcneral Plan of the Selby Station on the Leeds and Selby Railway : — 
 
 V and v. Ways for the arrival of goods wagons. 
 
 V^. Way for the arrival of travellers. 
 
 The goods wagons are separated from the passenger wagons at II: the 
 former follow the ways V or V\ and the latter follow the way V-. 
 
 The travellers descend by V- under the great shed which covers all the ways. 
 
 The goods are discharged partly under the shed and partly at the extremity 
 of the ways V and V in the buildings. 
 
 Depots for Goods : — 
 
 The lime and coal wagons, leaving the train at K, pass on to the Avays V 
 and V, and are discharged at the covered pits at D, or at the fender stops placed 
 at the extremity of these ways V^ and V*. 
 
 The ways V V \' and \" are the departure and accommodation ways for 
 the shedding.
 
 CIV 
 
 They prepare the passenger trains upon the way V^, and the goods trains on 
 the ways V^ and V, or upon the way V^ only. The way V^, therefore, remains 
 /Open for the use of engines, and the goods wagons are united to the passenger 
 wagons after changing the way. 
 
 The way V^ establishes a direct communication between the way V^ and V^. 
 
 E and E^ are reservoirs for supplying the engines. 
 
 F. Office of the superintendent. 
 
 a. Building forming the ticket office and lodgings of the officials. 
 
 Plate 49. 
 
 Strasbourg and Basle Railway. — Intermediate Stations of the Second and 
 
 Third Classes. 
 
 References to the Detailed Flan of the Station of Rouffixch : — ■ 
 
 A. Vestibule. 
 
 B. Waiting room. 
 
 C. Ticket office. 
 
 D. Office of the overseer of the line. 
 
 E. Parcel and luggage warehouse. 
 
 F F'. Arrival and departure platforms. 
 
 GG. Privies. 
 ' H H. Hydraulic crane. 
 
 . I. Building for the pump. Depot for tools of the line. 
 
 K. Goods shed. 
 
 L M N. Siding employed for housing the loaded wagons that require to be 
 attached to the trains ; also the empty wagons. 
 
 P P P. Ground belonging to the station. 
 
 Station at Eguisheim — Ground plan: -. 
 A Waiting room. 
 
 B. Receiver's office. 
 
 C. Warehouse. 
 
 Upper floor, containing the lodge of the receiver. 
 
 - Detailed plan of the station at Merxheim : — 
 
 A. Building, forming the station, which is at the foot of an embankment. 
 B B. Staircases leading to the platforms. 
 C and C^ Arrival and departure platforms.
 
 cv 
 
 Ground Plan of Building : — 
 A. Waiting room. 
 B Office. 
 
 C. Warehouse. '^ 
 
 The upper plan serves for the receiver's lodgings. 
 
 Plate 50. 
 
 Details of Haihray Stations. — Intermediate Stations of the First and 
 
 Second Classes. 
 
 References to the General Plan of the Watford Station (first class) formed in 
 a cutting upon the London and Birmingham Railway : — 
 
 A. Court for carriages and omnibuses bringing travellers. 
 
 B. Building of the offices and waiting-rooms, with interior court, represented 
 upon a larger scale above. 
 
 C. Departure platform. 
 C. Arrival ditto. 
 
 Plan of the Building of the Waiting Rooms : — 
 
 A. Court. 
 
 B. Office and waiting room. 
 
 C. Interior court. 
 
 D. Water-closets. 
 
 E. Entrance staircase. 
 G. Exit staircase. 
 
 H. Guards' lodge. 
 
 I. Coal depot. 
 
 K. Well and pump. 
 
 L. Steam engine. 
 
 M. Coke depot. 
 
 N. Machinist's court. 
 
 0. Hydraulic crane. 
 
 General Plan of the Tring Station (first class), being on an embankment, upon 
 t^e London and Birmingham Railway : — 
 
 A. Waiting-room and appendages (see the ground plan). 
 
 B. Station for carriages. 
 
 C. Shed. 
 

 
 CVl 
 
 Ground Plan of the Buildings : — 
 
 A. Ticket oiSce and small waiting room. 
 
 B. Building of the reservoir. 
 
 C. Interior court. 
 
 D. Building, with iron roof, containing a waiting room. 
 H. Hydraulic crane. 
 
 E. Departure staircase. 
 L. Arrival ditto. 
 
 F. Departure platform. 
 
 General Plan of the Coventry Station (first class), in a cutting iipon the 
 London and Birmingham Kailway : — 
 
 A. Building forming the waiting rooms and appendages. 
 B C 0. Steam engine, reservoir, and shed. 
 
 B. Plan taken on the level ground. The plan on the fii'st floor is the same. 
 On the level ground there is an office and chamber. 
 
 On the first floor, above the office B, is a fixed steam-engine, and above the 
 engine a plate-iron reservoir. 
 
 On the first floor at C, second office and stoker's apartment. 
 
 0. Shed for carriages. 
 
 P P. Hydraulic cranes. 
 
 There are vaults under the building where coke is stored. 
 
 Enlarged Plan of the Building A : — 
 
 A. Passage. 
 
 B. Waiting room. 
 
 C. Vestibule of ticket office. The travellers enter by the passage A into the 
 vestibule C to take their tickets, passing before the office D; they then proceed 
 into the waiting room B. 
 
 E. Passage. 
 
 F. Ante-chamber. 
 
 L. Men's water-closets. 
 K. Ladies' water-closets. 
 
 G. Interior court. 
 
 H. Departure staircase. 
 P. Arrival ditto.
 
 evil 
 
 General Plan of the AVolverlianipton Station (of tlie First Class) upon the Grand 
 
 Jiiiiotiun Kailway : — 
 
 This station ililVors from tlie prei-eding in being arranged for tiie reception 
 
 of goods. 
 
 A. Uuildiiig funning tlie waiting iiHun. 
 B C. Sheds for housing the carriages and goods. 
 15. Portion for housing goods. 
 
 C. Ditto, ditto, carriages. The ways r and i'' are placed in pits at 
 a depth of about 1 metre (3 feet 3 inclie*) below the level of 
 the court D, so that the platforms of the goods wagons being at 
 the same level, the loading and unloading is easily effected. 
 There is a platform between the two ways, r and r', the level of 
 which is the same as the court. 
 
 D. Court intended principally for loading and unloading goods. 
 
 E. Departure platform. 
 
 F. Arrival ditto. 
 
 Enlarged Plan of Huildiiig .\ : — 
 
 A. Ticket office. 
 
 B. Waiting room. 
 
 C. Ladies' saloon. 
 
 D. Coal store. 
 
 E. Privies. 
 
 General Plan of a Small Station on the London and Southampton liaihvay :- 
 
 The Iniilding contains two parts only, viz., a ticket office, and a small 
 ■waiting room, by the side of which are the privies. • 
 
 General Plan of the Newton Station, upon the Liverpool and Manchester 
 
 Railway : — 
 A. Office and waiting room for travellers going to Liverpool. 
 P). Ditto, ditto, Manchester. 
 C. Carriage shed. 
 
 Enlarged Plan of Building : — 
 A. Ticket office. 
 P.. Small waiting room. 
 
 General Plan of the Ditton-Marsli Station on an Embankment upon the London 
 
 and Southampton Railway : — 
 
 A. Ticket office. 
 
 o2
 
 CVIU 
 
 B. Waiting room. 
 
 C. Court principally appropriated for omnibuses and carriages. 
 
 D. Departure platform. 
 D^. Arrival ditto. 
 
 E. Incline for travellers. 
 
 F. Ditto, carriages. 
 
 H. Loading place of carriages upon the wagons. 
 
 General Plan of the Woking Station on the London and Southampton Kailway ;— 
 
 A. Ticket office. 
 
 B. Waiting room. 
 
 C and D. Water closets. 
 
 G. Shed for carriages. 
 H. Shed for an engine. 
 
 Plate 51. 
 
 Stations. — London and Birmingham Railway. 
 
 General Plan of the Euston Square Station, London, as originally laid out : — 
 
 Cabs and other special vehicles, bringing passengers, enter by the grand 
 Grecian portico P, set them down beneath the peristyle, and then turn round in 
 the widest part of the court on the other side, and depart by the entrance P. 
 The foot passengers also enter by the same portico ; travellers of the first-class 
 enter the office by the left door, and, after procuring their tickets, pass through 
 the corridor E to the waiting room C. 
 
 Those of the second class enter the office by the other door, and after having 
 obtained their tickets, pass into the waiting room B. The urinals are placed at 
 the extremity of the building. 
 
 The passengers wait on the platform of departure J until the departure of 
 the trains. D and E are corridors which form the communication between the 
 portico and the platform of departure. The stairs placed in these corridors lead 
 to a second floor, where the Company's offices are placed. The passengers carry 
 any light luggage with them into the waiting rooms. 
 
 Special vehicles, for transporting horses and heavy baggage to the railway, 
 enter by the gate P ; they are entered at the offices K and L, and wait the time of 
 the train starting in the court for loading R. They are placed on the trucks by 
 means of turn-tables. 
 
 J. Platform of departure.
 
 CIX 
 
 J'. Platform of arrival. 
 
 The vehicles or omnibuses waiting fur the arrival of passengers are stationed 
 in the court IT, arriving and departing by tlie gate 1'"'. 
 
 V' and V ' are the ways to the sheds. The carriages are passed, from one of 
 these roads to another, by means of turn-tables. The ways are covered with iron 
 roofing. 
 
 N is a large shed, with two floors, for the worn-out and unemployed 
 carriages, or for the new ones in reserve. 
 
 Two buildings are represented in the plan for waiting-rooms, although only 
 one has been built. The station was arranged to receive the second, which was 
 originally intended for the Great Western Railway. 
 
 The locomotive engines did not formerly pass into the station, which is 
 situated at the foot of an inclined plane, 3000 metres (3281 yards) long. The 
 grand depot for goods is at the head of this inclined plane; the workshop for 
 repairs, and the sheds for the locomotives, carriages, and goods trucks, also the 
 two fixed engines which originally worked the plane. 
 
 General Plan of the Station at Birmingham : — 
 
 The irregularity of the country did not permit of this station being arranged 
 so symmetrically as that of London. The arrangements for the convenience of 
 passengers are, however, made in a manner exactly similar. 
 
 The foot passengers, as well as the carriages, enter by the gate A ; they turn 
 at B, and depart at A. 
 
 C is the oflBce for obtaining tickets. 
 
 D is the first-class waiting room. 
 
 F that of the second class. 
 
 E the ladies' waiting room. 
 
 G is the platform of departure. 
 
 G', that of arrival. 
 
 The heavy luggage is brought in by the gate H, passing before the offices I, 
 and is loaded on the turn-tables in the court K. 
 
 V. Departure line. 
 
 V". Arrival line. 
 
 Y V" V" V^ are ways to the sheds. 
 
 The number of ways to the sheds is greater than at the London station, 
 because the sheds are smaller. 
 
 U. Court of arrival.
 
 ex 
 
 The system of management at this station is precisely the same as at the 
 London station. 
 
 The iron roofs have a greater space, and extend along the ways of the 
 station and the platform to a length of 76 metres. 
 
 This station is on a level with the ground, and the engines use it. The 
 repairing shops and sheds are therefore placed at E, in the immediate neighbour- 
 hood. 
 
 The locomotives enter into the rotunda, by the ways V and V", and are 
 passed on to any one of the ways terminating therein, by means of a turn-table 
 placed in the middle. 
 
 S and S'are forges, and T and T' are the chimneys of two fixed engines, which 
 are placed in an underground chamber. The engines raise the water from a canal 
 into the reservoir placed above the forges, by means of pumps, and which supplies 
 the tenders with water.* 
 
 K and K'. Coke sheds. When a locomotive is cleaned, greased, and repaired, 
 it takes in coke and water, and is brought to the head of the train by the 
 way V^. 
 
 The goods trucks leave the passenger train at A, and enter the goods depot 
 at B C. They cross a road, passing over by means of a bridge, and then traverse 
 a simple level crossing, and are brought under the great sheds at C C C C, by 
 means of turn-tables. 
 
 (1 is a building containing the offices belonging to the goods department ; a 
 magnificent hotel at the entrance of the station, containing the offices for the lug- 
 gage of passengers on the ground floor, and the apartments of the directors and 
 other officials, on the upper floors. 
 
 Plate 52. 
 
 Strasbourg and Basle Railway Station at St. Louis. 
 
 References of the General Plan of the St. Louis Station : — 
 
 A. Guard house. 
 
 A'. Custom-house offices. 
 
 B. Building forming the offices and waiting-rooms. 
 
 B'. Sheds and platforms for the arrival and departure of the travellers. 
 
 C. Sheds for loading goods. 
 
 * The extension from Chalk Farm to Euston Square, being now worked by locomotives, these 
 engines and chimneys have been removed.
 
 CXI 
 
 C. Sheds for iinloiuling goods. 
 
 D. Engine sheds and repairing shops. 
 E E. Warehonses, with office. 
 
 F. Building for coke, stone, and reservoir. 
 
 G G G. rhitfonns for loiiding and unloading carriages. 
 
 II. Water closets. 
 
 Enlarged Plan of Entrance Building: — 
 
 (/. Luggage inspection room. 
 l>. Passengers' ditto, ditto. 
 
 c. Office. 
 
 d. Waiting-room for travellers of the first class. 
 
 e. Office of the station master. 
 /. Ticket office. 
 
 g. Vestibule. 
 
 //. Waiting-room for travellers of the second and third class. 
 
 /. Luggage office. 
 
 k. Discharge. 
 
 Plate 53. 
 
 Station of the Strasbourg, Bade, and Midliouse Railway. 
 
 References of the General Plan of Station : — 
 
 A. Building forming office and waiting-rooms. 
 
 B. Office of customs. 
 
 C. Office of the Superintendent of Police. 
 
 D. Water-closet. 
 
 E. Ditto. 
 
 F. Porter's lodge. 
 
 G. Shed and workshops for slight repairs. 
 H. Appendages of ditto. 
 
 I, Reservoir and steam engine. 
 
 K. Cattle shed. 
 
 L. Old temporary station. 
 
 ^I. Shed for the use of goods. 
 
 N. Ditto, ditto. 
 
 0. Urinal. 
 
 P. Hoist bridge. 
 
 V. Departure way.
 
 CXll 
 
 v. Arrival way. 
 
 The intermediate ways are for the accommodation of the shedding. 
 The ways V- and V^ are intended for the use of goods. 
 The ways V^, V, and those which are not specially indicated, serve for the 
 reservoirs and repairing shops. 
 
 a. Vestibule. 
 
 b. Ticket office. 
 
 c. Passage. 
 
 d. Staircase for ascending to the last. 
 
 e. First class waiting-room. 
 
 /. Second and third class ditto. 
 
 g. Luggage office. 
 
 h and k. Station-master's office. 
 
 i. Guard-house of the officers of the customs. 
 
 /. Water-closets. 
 
 TO. Superintendent of police. 
 
 In the ground plan of the goods shed, the goods are brought and removed by 
 the road R, and they are loaded when they are placed upon the platforms of the 
 shed. 
 
 Plate 54. 
 
 Vienna and Raah Railway^ Austria. — The Vienna Station. 
 
 The station of the Vienna and Eaab Eailway, represented upon this Plate, 
 covers a triangular plot of ground of about 32,000 square toises (21,000 square 
 metres, ) 
 
 ' It is in the shape of an isosceles triangle ; the two equal sides nearly forming 
 a right angle, and meeting near the town of Vienna. 
 
 Two branches of the Vienna and Raab Eailway follow these sides; one going 
 to Presbourg on the right, the other to Neustadt on the left. Similar buildings 
 are shown at the extremities of each of these branches, where carriages stand. 
 One of these depots, that on the Neustadt Eailway, is only just constructed. 
 
 The two branches of the Vienna and Eaab Eailway — viz., those of Presbourg 
 and of Neustadt, are united by an auxiliary line, as shown. 
 
 A is the plan of the depot of the Neustadt branch, at the level of the 
 ground, it comprises not only the building of the waiting-rooms, but the whole of 
 the covered hall.
 
 CXllI 
 
 B is the plan at the level of the tirst-lloor of the depot of the Presbourg 
 branch, comprising the coverctl hall. 
 
 The space ti a comprised between the fronts of the two buildings, contains the 
 waiting-rooms, formed as a large space, in which the carriages which bruig pas- 
 sengers arrive, and are stationed. 
 
 C. Building of three stories, containing a refreshment room on the ground- 
 floor, and the company's olhces; also those of the engineers and architects on 
 the upper lloors, and a large hall fur general meetings. 
 
 The front of this building, looking towards \ ienna, commands a magnificent 
 view of the city. 
 
 D E F G and II. Large workshops for repairing engines, and wagon sheds. 
 
 I and J. I'rojected sheds. 
 
 L M K. Lodgings of the guards. 
 
 N r and Q. Buildings for the supply of fuel and water, and sheds for 
 locomotives. 
 
 II. Office of the engineer of the works. 
 
 S. Depot for carriages and horses. 
 
 We will now detail the dillerent parts : — 
 
 We find, from the Plate, that the building containing the waiting-rooms has 
 two stories. 
 
 The ground floor consists of the following parts : — 
 
 a. Vestibule. 
 
 b. Ticket office. 
 
 c and (/. Offices for the labelling of luggage placed under the staircases. 
 
 /and/' are the staircases conducting to the first floor; /' is a staircase by 
 which travellers who have taken their tickets ascend to their waiting-room ;/ that 
 by which travellers who arrive by the train descend. 
 
 The gate y leads under an arcade //, before which the omnibuses are 
 stationed. 
 
 The landing-place at the foot of the staircase /', is separated from the vesti- 
 bule a by an iron railing. 
 
 There are water-closets at one of the ends of the arcade. 
 
 There is a refreshment-room behind the ticket-office. 
 
 The arrangement of the first-floor, shown by the building B, exactly resembles 
 the building A. 
 
 /, III, and 71 are the waiting-rooms for travellers of the first and second class. 
 Those of the third are under the hall. 
 
 P
 
 CXIV 
 
 The platform which surrounds the hall o on three sides is covered with 
 asphalte. It is 0™ 19 high (7 inches), and S-" 50 (lift. 6in.) wide. 
 
 I). A kind of lai'ge wooden box, filled with flowers, which serves as a fender- 
 stop. 
 
 The turn-plates, which are 7" 90 (26 ft.) diameter, serve to turn the 
 engine and tender at the same time. 
 
 The railway being on an embankment seven metres (23 ft.) high above the 
 ground, there are vaults made under the platforms and railway. 
 
 The halls are entirely covered by a roof, after the system of Viegmann, a 
 section of which is shown. 
 
 The buildings forming the workshops and repairs, D E F, are of two stories. 
 
 The ground-floor contains a mounting shop for locomotive^ at d, with ways 
 and the necessary pits, two cranes, and a machine for placing the wheels upon the 
 axles. 
 
 d-. Turners' workshop, containing thirteen lathes and macliines of different 
 sizes for boring, four planing machines, four machines for making screws, and 
 several grinding-stones. 
 
 d^. Tavo high-pressure steam engines, each 12-horse power, provided with 
 three furnaces. 
 
 A well is placed at .«, and a pump to raise the Avater to the reservoir placed 
 above the roof, ^or the boilers, the workshops, and the supply for the locomotives. 
 
 There is a ventilator in the same building d^, which furnishes the neces- 
 sary draught to two furnaces ( Wilkinson^ s) placed in the foundry F. 
 
 d"". Building containing 14 forges, supplied with a draught from the venti- 
 lator, a pair of shears, a boring machine, another for cleaning and bending the 
 boiler plates, a pressor, and a hammer. 
 
 d^. Two cartwright's workshops, containing two circular saws. 
 
 The architect's office and a workshop for engines are placed above the ground- 
 floor. The locksmith's department is above the workshop d'- ; the pieces from the 
 forge are finished and adjusted there ; nine small machines for turning, planing, 
 and boring, are placed there. The model rooms are on the first-floor above the 
 mounting workshop; a joiner's workshop, with a new circular saw, and a de- 
 signmg room. The buildings fZ' cZ- d^ are heated in winter by the waste steam of 
 the fixed engines. 
 
 E. A foundry, containing four forges and a furnace for reheating the plate iron. 
 
 F. A foundry, containing two of Wilkinson's ovens, two stoves, and a casting 
 workshop.
 
 « 
 
 There is a innchinc for breaking the cast iron before the building forming 
 the fouiulry. 
 
 The \v:ig(in slieds Oil! iiinl .1 may In- r(iii>i(lciu(i «.«. njipondnges d' i In- 
 repairing worksliops. 
 
 The buildings N P Q rehit« more especially to the reservoir, consisting of 
 a building 0, in which the reservoir (properly so called) is placed. 
 
 M P are engine sheds; a small repairing workshop is placed in this building. 
 
 Finally, the building Q contains, Itesides the Company's ollice, an apartment 
 for the chief engineer. All the buildings of the station represented in the Plate 
 were constructed upon an embankment of 7'" 50 (24 feet 7 inches) above the 
 mean level of the Danube, the quantity of water recpiired for the use of the hx'o- 
 motive engines and workshops is not therefore procured witliout great difliculties. 
 A considerable quantity is raised by two steam engines from the workshops to the 
 reservoir, placed upon the roof, and discharged by an aqueduct into the reservoir 
 0. The water of this reservoir is heated in winter by two furnaces. The re- 
 pairing workshop sometimes in the summer consumes a part of the water necessary 
 for the reservoirs ; a well has been sunk to furnish the proper supidy. The 
 water of this well is raised by an additional engine. The wheels of this locomotive 
 turn upon two fixed friction rollers instead of rails, as on the Southampton Rail- 
 way, and therefore do not advance. The carriage sheds are constructed of cut stone. 
 
 Pits of 0"' 71 (2 feet 5 inches) depth, faced with bricks, /iave been esta- 
 blished between the rails for facilitating the inspection of the works. 
 
 The way V is a departure line. V arrival ditto. It is seldom that the 
 passengers ascend or descend under the hall; the trains generally stop at the 
 entrance, so that these serve more particularly for turning. 
 
 The ways V" and Y'" are the ways to the shedding, and for loading and 
 unloading. 
 
 The ways Y^ and V'-are intended for the use of goods. They are level with 
 the gate X, and rise from this gate to the building R, with an inclination of 
 l-27th to l-30th. 
 
 The way V' leaves the workshops Y" and Y'' before it unites the Presbourg 
 and Neustadt Railway, being only placed upon a part of their length, serve here 
 for ways to open shedding. 
 
 The ways V'" V" and V'- and those with which they communicate by turn- 
 plates, leave the buildings N P Q. 
 
 The additional locomotive engine is generally stationed upon the way Y'-. 
 
 Lastly, the l>allast wagons are placed upon a siding Y''. 
 
 p2
 
 ex VI 
 
 Plate 55, 
 
 Paris and Orleans Railway. — Etampes Station. 
 
 References to the General Plan of the Transit and Accommodation Ways, 
 and the Buildings in use at this Station : — 
 
 FIRST BUILDING, (fOR PASSENGERS.) 
 
 A. Entrance vestibule. 
 
 B. Ticket office. 
 
 C C C C. Waiting-room for Orleans and Paris. 
 D. Luggage register office. 
 E E. Travellers' water-closets. 
 
 SECOND BUILDING OPPOSITE. 
 
 F. Refreshment room. The time of stoppage of the trains at this station 
 being always ten minutes, at the least, the travellers can alight, and partake of a 
 cold collation, which generally consists of cakes and provisions, ready laid out 
 upon a large side-board, of about 10 metres (32 ft. 9 in.) in length. 
 
 G. Office of the station master. 
 
 H. Apartment of the superintendent of police. 
 
 THIRD BUILDING, (fOR WAGONS.) 
 
 I. Shed for 12 wagons, but which can easily contain 18. 
 
 FOURTH BUILDING, (FOR LOCOMOTIVES.) 
 
 K. Rotunda for housing 16 locomotives and tenders, with pits 8 metres 
 (26 ft. 3 in.) long; is covered with slates, and lighted below with a large win- 
 dow, opposite each way, by skylights in the roof, and lastly, by a high lantern. 
 
 K'. Principal entrance. 
 
 L. This part of the rotunda only is surmounted by a floor, and serves as the 
 apartment of the chief engineer and for the workmen employed in the repairs. 
 Slight repairs only are done at this station, all the large and important works 
 are performed at the principal workshops at Paris, where large and spacious work- 
 shops are established. 
 
 There is a reservoir of water on the first-floor — that is to say, 5"* ( 16 ft. 5 in.) 
 above the ground, of 40 cubic metres (.52 cubic yards) capacity, a well below of 
 1"50'" (4 ft. 11 in.) diameter, which supplies it. 
 
 FIFTH BUILDING, (FOR GOODS.) 
 
 N. Goods depot. 
 
 0. Paved part for rolling.
 
 CXVII 
 
 p. Raised platform for the goods dt'i)«)t. 
 
 P' anil P'. The same platform, which is prolonged uncoveretl to cjich side of 
 the building. 
 
 Q. Depot of the post-chaises. 
 
 R. Accommodation ways. 
 
 S. Paris to Orleans way. 
 
 T. Orleans to Paris ditto. 
 
 U. Exit of the passengers who arrive at this station ; the omnibuses are 
 stationed without, for tlie diil'eront parts of tlie neighbourhood. 
 
 Order of Transit of the Engines at the Station of Etampes: — 
 
 The passenger train going from Paris to Orleans will follow the ways 2, 3, 8, 
 
 22, and will stop before reaching the point 29. 
 
 The engine will quit the train to be liouscd, and will follow the lines 2I>, 25, 
 
 23, 9, 7, 5, 6, 11, 15, 11. 
 
 The engine which retakes the Etampes train at Orleans, will be stationed on 
 the lines 13, 10; it will take the head of the train, following the lines 10, 19, 23. 
 25, 29. 
 
 If the train is rcipiired to ascend the slope of O-QOS metres (1 in 125), 
 it is necessary to employ an assistant engine, which will be that coming from 
 Paris. 
 
 Instead of housing itself, it will stop and take water at this place by means 
 of an hydraulic crane placed for this purpose. Upon arriving at the head of the 
 slope, this engine will take the change of way of Guillerval, and enter the depot 
 by the way T (otherwise called tiie Orleans to Paris line) to the point 10, and 
 depart from this point by the lines 10, 7, 5, G, 11, 15, 14. 
 
 In case the ways 15, 14, leading to the depot, should be in use, the engine 
 will follow the lines 10, 13, 14. 
 
 The passenger train going from Orleans to Paris, will follow the way T, near 
 the point 24 ; it will stop, and the engine pass to the rotunda, following the lines 
 
 24, 19, 10, 7, 5, (i, 11, 15, 14. 
 
 The engine which will retake the train will be stationed upon the lines 13^ 
 10, and will go to its place at the head, upon the line 19, 24; the train will follow 
 the line T. 
 
 The goods train coming from Pai-is to Etampes will stop upon the ways S 
 at the point 3, the engine will detach itself from the train, and will proceed to 
 place itself behind, to drive the train, following the lines 3, 4, 1, 2. 
 
 The train will enter into the station following the Hue 3, 4, 5, G, 12, IG 
 10, (ticice.)
 
 CXVUl 
 
 The engine will return and enter the rotunda, following the lines 16, 12, 6 
 11, 15, 14. 
 
 The goods train from Etampes to Paris will be formed upon the lines 17, 17, 
 (twice,) of the station. 
 
 The engine, proceeding to the head, will leave the rotunda backwards, and 
 follow the lines 14, 15, 11, 17. 
 
 The direct goods train from Paris to Orleans will follow the way S, and 
 change the engine, or will take on an assistant one, if it is necessary, like the 
 direct passenger train. 
 
 If it is desirable to leave it at the station, it will pass the point S, backing 
 and taking the siding ways 36, 34, 31, 25. It will re-enter the lines S by the 
 change of ways 36, 38. 
 
 The goods train from Orleans to Paris will follow the way T, and cha l 
 the engines like the passenger train. 
 
 If they wish to leave it at the station, it will take the way R at the point 
 41, and will retake the way T by the change of way 39, 37. 
 
 (22, 21), (24, 20) Ways for disengaging carriages. 
 
 (18) Ways to the shedding. 
 
 (26, 27, 28) Reserve ways for rapidly adding carriages to the train going to 
 Paris. 
 
 (21 A), (21 B) Ways for loading and unloading postchaises. 
 
 (21 C) Sheds for post-chaise trucks. 
 
 Crossing places : — 
 
 There are three crossings at right angles, indicated by the letters a b c. 
 
 Four at the angles 35° 47', 31° 25', 52° 30', 47° 40' shown by the letters, 
 
 defg. 
 
 Crossing rails: — 
 
 There is one crossing at the angle of 7° 58', shown at H. 
 
 Two ditto, ditto, 8° 39' shown atfk. 
 
 Twenty-two ditto, conformable to the model, at the angle of 5° 37'. 
 
 Twenty-five changes of way. 
 
 Plate 56. 
 
 Workshops of the Strasbourg and Basle Railway at Mulhouse. 
 
 References to the General Plan of Workshops : — 
 
 A. Principal building. 
 
 B. Forges (eight fires).
 
 ex IX 
 
 C Stores and vaults for the milking of yellow greiiie for the carriages. The 
 building being upon un enilmnkment two metres (Gft. 7ia.) high, above the 
 ground, the vaidts which are alluded to are on the grouud-lU»or, therefore on a 
 level witli the ground. 
 
 1). Privies. 
 
 There is a coke store on the left, near the railway, which is not repre.sentetl 
 upon the plan ; and an engine shed to the right, near the building C, ou the rail- 
 way from Mulhouse to Thann, a foundry, and a warehouse. 
 
 The liuildiiig A is subdivided in the following manner: — 
 ii. Shed and mounting shop for thirteen locuiiHitives. 
 /'. Workshop of engine tools. 
 
 c. Shed for tenders, and warehouse. 
 
 d. Steam engines and boilers. 
 
 e. Mechanical engineer's office, and porter's lodge. 
 
 The first-floor of the building </ is occupied by the polishers' benches, and by 
 small towers; it also serves as a workshop for making models. 
 
 The first-floor of the building (• contains the office and the foreman's apart- 
 ment. 
 
 See the details of the great work of MM. Bazainc and Chaperon, upon the 
 Strasbourg and Basle Railway. 
 
 Plati; .57. 
 
 Pdrlft arid Orlrnns Tlinhcay. — Paris Statimi Xo. 1, fur Pa.<>.<ten(jers 
 
 and LxKjgage. 
 
 References to the Plan of the Company's Oflicc : — 
 
 The letter a is for the ground floor. 
 
 a'. Great gate. 
 
 a-. Court. 
 
 a^. Entrance vestibule. 
 
 a*. Antichamber. 
 
 a*. Cashiers. 
 
 rt". Office of the foreman of the works. 
 
 a". Controller's office. 
 
 a^ a^ a". Office and apartment of the engineer of the works. 
 
 a^ Guard-liou.se. 
 
 a'" d^^. Apartment of the cashier.
 
 cxx 
 
 a". Accompt office. 
 
 a^'^. Privies for the workmen. 
 
 a^^. Book keeper. 
 
 a^^ a^^. Office of the cashier. 
 
 First Floor : — 
 h. Architect's apartment. 
 b^. Workshop of the designers. 
 b^ b^. Office for hearing complaints. 
 &■*. Apartment of the director of ditto. 
 b^. Apartment of his principal clerk. 
 b^. Ante-chamber, 
 i'. Board room. 
 
 b^ b^. Office and apartment of the chief engineer. 
 ¥^. Passage. 
 
 b^^. Office of the under engineers. 
 b^^. Keeper of the records. 
 
 b^^. Workshop of the draughtsmen or engineering designers. 
 b^^. Lodging of the Guard. 
 
 Upper Floor : — 
 
 c. This floor serves only for the apartments of the director. It has two 
 sleeping-rooms, a large and small parlour, a boudoir, and working-room, dining- 
 room, office and kitchen. 
 
 c^ Roofs, under which are the garrets and chambers of the servants. 
 
 Workshops for the small repairs of wagon (joiner, painter and glazier, lock- 
 smith, coach-builder, upholsterer, and inspector.) 
 
 e. Court for loading the post-chaises and goods speedily. 
 
 e^. Court for the departure of travellers. 
 
 e-. Court for the arrival of ditto. 
 
 ^. Court for embarking and disembarking diligences. 
 
 e*. Court for the arrival of goods, conducted with great speed. 
 
 e^. Court for the arrival of post-chaises. 
 
 /. Hall for the travellers who have luggage. 
 
 f\ Waiting-room for passengers of the Orleans line. 
 
 /2. Waiting-rooms for passengers of the Corbeille line. 
 
 g. Register office of luggage and parcels. 
 
 g\ Orleans ticket office.
 
 CXXl 
 
 (f. Ticket-office for Corbcil. 
 
 /<. First class waiting-room for Orleans. 
 
 h'-. Second and tliird ditto. 
 
 A'. Ditto for Corbeil. 
 
 ?'. Covered passage for going from the luggage booking-office to the waiting- 
 halls. 
 
 ?"' and /■-. Offices of the correspondents of the carriages and boats with the 
 railway. 
 
 j. Passengers' departure platform. 
 
 k. Ditt<i arrival from Orleans and Corbeil. 
 
 I. Cranes of the system of M. Arnoux, for loading and unloading diligences. 
 
 m. Sheds for sheltering the bodies and horses of these deligences. 
 
 n. Shed for unloading luggage and parcels speedily. 
 
 0. Hall for the distribution of luggage. 
 
 p. Waiting-office for the luggage. 
 
 q. Toll. 
 
 r. Inspector of police. 
 
 r. Surgery. 
 
 s. Gasometer. 
 
 1 1^ t-. Water-closets. 
 
 S. Paris and Orleans way. 
 
 T. Orleans and Paris way. 
 
 All the other ways are either accommodation or siding ways. * 
 
 Order of the Transit of the Engines and Trains in the Paris Station : — 
 
 The train will leave following the lines 8 (twice), 13 (twice), 17, 22, 35, 40. 
 41. The train coming from Orleans will follow the lines 42, 34, 29, 23, 18, 16, 
 (twice), 9. 
 
 An engine leaving the workshops, to put itself at the head of the passenger 
 train from Paris to Orleans, wiU follow the lines 39. 33, 31, 30, 27, 20, IG, 15, 
 14, 13, 8. Where there is a great transit of trains, 39, 32, 31, 30, 29, 23, 18, 1 1, 
 14, 13, 8. 
 
 The engine, after having left the train, will retuin to the depot, following tlie 
 lines 5, 4, 15, 16, 20, 27, 30, 31, 39. 
 
 The goods train will leave following the lines 26 (twice), 33, 40, 41, and it 
 will continue on the way S. 
 
 The ways (43—43,) and (44 — 44,) are accommodation ways. 
 
 '7
 
 cxxu 
 
 The goods train coming from Orleans, will go to the goods station following 
 the lines 42, 41, 40, 33, 32, 25 (twice). 
 
 The engine will return to the depot following the lines 25, 21, 21, 28, 35, 
 40, 41, 42, 36 (twice) ; 36, 31, 38, 39, or the lines 25, 24, 21, 19, 8, 13, 14, 15, 
 16, 20, 27, 30, 31, 38. 39. 
 
 The engine going to put itself at the head of the goods train, will follow the 
 lines 39, 38, 31, 36 (twice); 33, 42, 41, 40, 33, 26 (twice). 
 
 The change of way 27 is intended to shift the wagons into the repairing 
 workshops. 
 
 The platforms 6 and 7, serve to place the trains speedily upon the departure 
 
 way. 
 
 The platforms 1 and 10, serve for loading and unloading the post-chaises. 
 
 Plate 58. 
 
 Paris and Orleans Railway Station at Paris. — No. 2. Goods Depot a,nd 
 
 Workshops. 
 
 Eeferences to the Detailed Plan : — 
 
 a. Entrance from street, and exit for wheel carriages. 
 
 a\ Porter. 
 
 d'. Court. 
 
 a^. Water-closet for coachmen. 
 * A. Goods depot, plan of foundations 3 metres (9 feet 9 inches) below the 
 rails. 
 
 A^. Plan at the height of a man. 
 
 A-. Projected enlargement. The foundations of this -enlargement have been 
 made previous to the laying down of the rails. 
 
 a*. Large gates, with a clear way of 9 metres (29 feet 6 inches) opening for 
 the carriages. 
 
 a°. Paved part, and C(^vered with the common roof of the building, where is 
 effected the loading and unloading of the carts, drays, trucks, &c. 
 
 a*'. Quay of one metre (3 feet 3 inches) above the rails for the goods depot. 
 ; a". Part reserved for the movement of wagons in loading and unloading. 
 
 'a*. Rolling gates, for the entry and exit of wagon. 
 
 a^. Sheds for sheltering cattle. 
 
 <zi'\ Cranes for placing carts ready laden upon the wagons called maringottes. 
 
 a^^ Quay, or depot, for post-chaises of little speed.
 
 CXXUl 
 
 B. ]?rlilge over the railwiiy, dvci- which the road posses, and the exterior 
 boulevard of Paris. 
 
 B'. AYide space, serving for a store-yard fur tlioso einphtycd hiyiiig ditwn the . 
 way in wliicli the crossing and changing phices are laid down, and wlierc the -rails 
 are deposited. 
 
 B". Shed for the worknien working ut the rails. 
 
 C. Workshop for the construction of wagons. 
 ('. Workshop for the painting of wagons. 
 
 C Shed for wagons constructing and repairing. 
 
 C". Temporary ways. 
 
 C". Courts planted with trees, in which there are dep6ts for wheels. wockI. 
 and other materials. 
 
 (I. Magazine for bar iron. 
 
 (/'. Ollice of the superintendent of the workshop of the forges. 
 
 </-'. Workshop of the forges. 
 
 There are sixteen furnaces with t>ne or two fires, and a great furnace for the 
 larger pieces. A ventilator is kept in motion all day, to supply the seventeen 
 forges with draught. There is a second exactly similar, to replace the lirst, in 
 case of accident; they are 0™ 90 (3 feet) diameter, and make about 2400 revo- 
 lutions per minute. 
 
 d^. Furnace to heat the tires horizontally. 
 
 d*. Crane, for the service of the principal forge. 
 
 d^. Basin, of 3 metres diameter, and 0"'60 deep, for the tires and the Avheeft. 
 
 A tilt hammer is placed in the middle of this workshop, with a shaft about 
 25 decimetres long ; the weight of the mace at the end of the shaft may be about 
 100 kilogrammes, (220 lbs.) It receives the movement of an oscillating cy- 
 linder placed under it, to which the steam of the common boiler is applied, as 
 reijuired by the forger, by means of a steam-cock at his command. This hammer 
 furnished with two fly wheels, more than two metres diameter, next a small rolling 
 cylinder, for the blades of the springs; a great vice, which is fixed; a square ctist 
 iron basin of two square metres, serves to temper the blades of the springs. 
 
 d^. Establishment for the workmen who shape the blade of the springs when 
 cold, to prepare them for steeping. 
 
 E. A building in which are two of Rcslay's engines, with high [tressure vertical 
 boilers. These boilers communicate by pipes, and are established in a pit three 
 metres deep, indicated by the polygonal line surrounding them ; they have lately 
 added a third, E, which is the boiler of a locomotive. 
 
 '/2
 
 CXXIV 
 
 F. Steam-engine, with a balance-beam of four atmospheres, by Stehelim and 
 Huber Bistch wilier (Haut-Rhin). 
 
 /. Feed wells for the three boilers mentioned above ; tlie band passes over 
 the fly-wheel of this machine, which communicates the movement to a horizontal 
 shaft extending the length of the workshop, G, and which distributes the power. 
 
 G. Workshop of adjustment. 
 
 Vices and drawers are distributed along the entire length of the windows 
 on each side; working machines, to the number of twenty -five or thirty, are 
 placed in the middle, at points previously selected. 
 
 The working machines of this workshop consist of several planing machines, 
 of different degrees of strength, by Whitworth. Among the boring machines, 
 one of Sharp and Roberts is very important, being five metres high ; it serves 
 for the small as well as the largest work ; a machine to unwedge the wheels ; a 
 machine for making screws ; a mortice machine, by Sharp and Roberts ; a machine 
 to bore a mortice, by Calla, of Paris; ten turning machines, of different sizes, 
 dimensions, and uses, with cast-iron benches ; one of them serves to turn the 
 driving wheels, and those of wagons. All these machines are set in motion by the 
 steam shaft ; many of them are described in the work of M. Armengaud. 
 
 (/. Saw-pit, with circular saw. 
 
 g^. The oflice of the superintendent of the workshops and of the modellers is 
 in this building; the remaining space is occupied by lamps, by a magazine con- 
 taining a large stock of reserved pieces previously manufactured for the machines 
 and wagons, arranged and disposed in cases. 
 
 g~. Building similar to the last, which is also used for a magazine. 
 
 G'. Mounting workshop, in the middle of which there is a large longitudinal 
 pit, 4 metres (13 feet) wide, with two ways on it, upon which a chariot, 9-', moves, 
 carrying a locomotive to be repaired, which they bring in front, on one of the 
 twenty-four spare ways, g'^, which are each provided with a pit, communicating 
 with a great trench ; all these trenches possess the inconveniences of having no 
 stairs. 
 
 G^. Workshop of cast iron and smithy, with two forges. 
 
 G*. Court used as a workshop for cai'pentry. The wheels taken to be 
 repaired pass over the ways along it. 
 
 G*. Water-closets for the workmen, which are very well arranged. 
 
 G^. Reservoir of water, composed of four cisterns, each two metres high 
 (2 feet 6 inches.) 
 
 G''. Porter and gate for the workmen.
 
 cxxv 
 
 II. lUiiMing for lesidt'iice of the chief of the sii|)erint(Mideiits of the work- 
 shops. It was built before the otlier buildings, and vrns not pulled down when the 
 land was bought. 
 
 I. t'rane of wood and iron, for the service of the workshops, constructed by 
 M. Cave, of Tari-s. It will support a weight of twenty tons. 
 
 J. A cast iron reservoir of water, four metres above the rails; it is iciv.n-d 
 and heated in winter; underneath, is an oflice for engine conductors. 
 
 K. Kotunda for sixteen engines and tenders, the dotted lines of the plan and 
 the section show that the urublle is ni»t covered. The roofnig is light and 
 strong, consisting of iron girders covered with zinc. 
 
 /•. Coke sheds. 
 
 L L L L L. These parts arc occupied by large coke depots; the courtjj are 
 planted with trees. 
 
 M W M- W. Large carriage-gate, 4 metres wide. 
 
 X. House for the guard of the level crossing, and of the Balance bridge n. 
 There is a clock, with a large face, at the top of this building. 
 
 0. Hydraulic crane for filling the tenders. 
 
 Plate 59. 
 
 Tlie Paris and Orleans Railway. — The Station at Orleans. 
 
 References to the General Plan of the Station : — 
 
 A. Plan of the depot for passengers and waiting-rooms. 
 
 B. Plan of workshops and engine shed, (the two ways // and i' serve for 
 cleaning the engines). 
 
 C. Plan of goods depot. 
 
 D. Cranes for loading and unloading carriages, upon the system L>f M. 
 
 Arnou.x. 
 
 E. Sheds for the horses and the limbers of the carriages. 
 
 F. Depot for post-chaises. 
 
 G. Ditto. 
 
 H. Entrance-court. 
 
 K. Exit ditto. 
 
 M. Lateral street for the entrance of the railway. 
 
 N. Ditto, exit ditto. 
 
 P. Exterior boulevard, moat and rampart of Orleans.
 
 CXXVl 
 
 S. Paris and Orleans way. 
 T. Orleans and Paris do. 
 
 Order of Service at the Orleans Station of the Paris and 
 Orleans Eailway: — 
 
 The passenger train will follow, leaving the lines E, D, C, B, A, and arriving 
 on the lines F, G, H, L. 
 
 When the engine goes from the workshops, to take the head of a passenger 
 train, it will follow M K I A B D E, or M K I G C C D E. 
 
 After having brought a passenger train, the engine will follow the line L N 
 Y K M in returning to the workshops. 
 
 The goods train will follow, leaving the lines V V B' A, in arriving at the 
 lines F Z Q. 
 
 The engine, in going from the workshops, will take the head of the goods 
 train, and follow the lines M K I A B B' V. 
 
 The engine, in returning to the workshops, after having brought in a goods 
 train, will follow the lines Q P Y K M. 
 
 The ways and turn-tables for loading and unloading the post-chaises are 
 at X Y'. 
 
 The ways for housing passenger wagons are represented at D' D". 
 
 U' U'' T' and T" are the ways for loading and unloading the goods wagons. 
 
 Plate 60. 
 
 Paris and Rouen Eailicay. — Stations at Mantes and Vernon. 
 
 References to the General Plan of the Station at Mantes (Seine-et-Oise), 
 being the principal intermediate station on this line : — 
 
 A. Principal building, comprising the ticket and luggage-office, with lodg- 
 ings above for the superintendent of the station. 
 
 B B^ B-. Sheds for the passengers to wait under. 
 
 C. Cafe and restaurant. 
 
 c. Eepresents a large counter, covered with fruit, pastry, and refreshments, 
 which the passengers take standing, as the trains only wait about five minutes. 
 
 c^ and C". Large cabinets. 
 
 c^. Kitchen. 
 
 c*. Wine and beer cellar. 
 
 D D'. Reservoirs for coal and water.
 
 cxxvu 
 
 There is a steam engine of two liorso power in tiio first, wiiicii jiuiiips up the 
 water from one of the wells, la metres deep, into a reservoir phu-cd uIkjvc. A 
 pipe passes under the line, and estaMishes the ecjualisiu between tiu- two reservoir» 
 by leading off the surplus water from one to the other. One serves the trains 
 coming from Paris, and the other those from Kouen. A trench is situated before 
 each of these reservoirs. 
 
 (I. Brick chimney of the steam engine. 
 
 E. Sheds for two locomotives and tenders. 
 
 F. Shed for five passenger carriages, which is too small, since there ar« 
 always more than five carriages in reserve. 
 
 G. Shed for the goods depot. 
 
 H. Stone bridge of three arches. 
 
 H'. Brick bridge of one arch. 
 
 h^. A steam engine stationed all the day on this line. 
 
 h-. A crane, after the plan of M. Arnoux, is placed near this spot. 
 
 General riaii of Vernon Station (Eure): — 
 
 I. Principle building. 
 
 i. Ticket-office. 
 
 /'. Second class waiting-room. 
 
 i-. First ditto. 
 
 P. Luggage-office. 
 
 i*. Lamp room and water-closet. 
 
 P. "Water-closets for first-class passengers. 
 
 «'•'. Public water-closets. 
 
 P. First-floor staircase, which is the lodging of the superintendent of the 
 station. 
 
 i*. Kitchen on the ground floor. 
 
 ■p. Large pent house, about three metres wide. 
 
 .1. Building which serves for a lodging for the superintendent of the police. 
 
 J^ Unoccupied space. 
 
 K. Engineers' office. These three buildings will bo probably pulled down, 
 as they project too much over the side of the street. 
 
 L L'. Reservoirs of water. Two men are employed raising the water, 
 which is only one metre deep, the same as at the station of Mantes, and all the 
 others. One overflows into the other. 
 
 AL A shed for the storing of gooils. 
 
 N. A quay, one metre above the level of the soil, for the depot of goods. 
 
 -^
 
 CXXVIU 
 
 P P^ Small sheds to shelter the passengers in entering and descending 
 from the carriages. 
 
 Q. House of the guard of the level crossing. 
 
 R. Level crossing. 
 
 Details of tank at D. The plan is taken at the height of the ground. This 
 building is the type of all those built along the line. Although similar in design, 
 some are built of stone, others of white flint, and lastly, of brick, which have re- 
 ceived a coat of white paint. Some of these buildings are formed square, with an 
 arch on each side, as at Vernon. 
 
 This reservoir is of cast iron, riveted together, 0™ 003 thick ; it is 8™ long, 
 4™ 45 wide, I" 60 deep; its capacity is, therefore, about 57 cubit metres of 
 water; the opposite sides are joined together by small bars of iron, as shown in 
 the Figures. The spring of water which feeds it being at a great depth, a fixed 
 engine is employed. 
 
 s<> Plate 61. 
 
 Pan's and Rouen Railway. — Station at Rouen for Passengers and Merchandise. 
 
 Eeferences to the Plan of the Station for Passengers and Merchandise at 
 
 Rouen : — 
 
 The union of the way V with the way V^ commences a little beyond the 
 face of the shed. The way V joins the way V'-. The luggage trains are 
 arranged upon the way V^, the wagons being brought as fast as they are loaded. 
 
 The way V'- is that of departure. The passenger trains are arranged under 
 the roofing, and depart along the points 5, 6, 4, and along the way V'-. The way 
 V^ is that of arrival. The trains stop before the platform T, where the officials 
 collect the tickets obtained at Paris by the passengers, which they keep during 
 the journey. During this time, the engineer detaches the engine from the 
 train, runs it on for about 10 metres, and then again communicates with it by 
 means of a long rope, with a common hook at the end, which is secured to the 
 engine. A hook of another kind is fastened at the other end of the cord, which 
 attaches to the first carriage, when the train is again put in motion to bring the 
 carriages under the hall, and to allow of the passengers descending the quay /. 
 The engine and train pass over the switch 3, and the engine over the switch 1 ; 
 the instant the latter with its tender has passed, the switch 1 is changed to 
 prevent the train and carriages passing along the same way. The draught is 
 made for some time aslant nearly up to the switch 2, the engine being on the way
 
 CXXIX 
 
 Y*, and the carriages on the way V''; a man then draws a small eord, which is 
 sufficient to ditach t!ie cord from the first carriage; iijion which the train is U-ft 
 to itself, and the momentum carries it up to tlie station, where it is stopped l.y 
 means of breaks. 
 
 The ways V^ and V*' arc reserved ways. 
 
 The way V is that employed to convey the luggage under the crane, aiid 
 where the trains are changed. 
 
 The ways V' V V'' V" and V" are tlK>se on wliich tiie wagims are lua<k'd. 
 
 The four ways V'-' are ways to the sheds for goods, trucks, fish, itc. 
 
 The entry to the station at the side of departure line is formed by a hand- 
 some railing, 3 metres high, of cast and wrought iron, raised on a foundation of 
 stone, 0™ 50 high at each end. A large gate A' A-', four metres wide, the 
 hinges of which arc supported by square stone pillars, nearly the same height as 
 the iron railing, and 0'" 70 sijuare. 
 
 'a*4nd a*. Small wooden watch-houses for the porters, of an octagonal shape, 
 and 2'" diameter. w 
 
 a*. Building for the guards. 
 
 rt". Entry court for passengers and luggage, and for unloading goods arriving 
 from Paris. 
 
 a~. Fencing. 
 
 a*. Gate at which goods. are loaded on small cars, in the middle of the front. 
 
 The five gates with circular imposts admit passengers and luggage into the 
 great vestilJUle B, conducting to the ticket and register office. 
 
 l\ Passengers' ticket-office. 
 
 b-. Office for passengers' luggage. 
 
 b^. Office for luggage and effiicts, as goods required to be conveyed at great 
 speed by the express trains. 
 
 b*. Large space in which packages, trunks, &c., are deposited, directed, 
 weighed, &c. 
 
 b-'. Closet, furnished with shelves, on which any pruperty lost on the lino is 
 arranged. 
 
 b''. Particular chamber for the receiver who superintends the delivery of 
 the tickets. 
 
 b'. Office for the superintendent of police. 
 
 b** and b^. Square places, the gates of which communicate Avith the vestibule; 
 when the luggage, eifects, &c., are weighed and numbered, they are placed in 
 small carriages, or chariots without springs, mounted on four wheels of 0'" oO 
 
 r
 
 cxxx 
 
 diameter, with limbers and pole, supporting a wooden body l" to 2"' wide, 0™ 70 
 high. Upon these cars being filled, they are drawn up to the luggage vans. 
 
 The Orleans Company was the first to employ these cars, but they were 
 supported by three wheels, or rather rollers, of 0™ 10 in diameter; one of these is 
 moved by a pole fixed vertically, the head forming a T for the pui-pose of directing 
 it; the body is a large basket nearly 1™ 30 long, 0" 80 wide, and 0™ 60 high. 
 
 They use cars on the St. Germains and Versailles lines (right bank), with 
 rollers, like those of the Orleans, and an open body, of the same shape as those of 
 the Rouen ; but since there is little luggage on these two lines, they do not empty 
 the cars, as upon the Orleans line, but place them in the luggage vans, and take 
 them on with the trains. 
 
 c. Large counter, covered with all kinds of meats and liquors, 
 c^ Entrance to the three waiting rooms. 
 
 c'. First-class waiting room. 
 
 c^. Second-class waiting room. 
 
 c*. Third-class waiting room. 
 
 c^. Large chimney. 
 
 There are two round tables covered with cloth, and some easy chairs, in the 
 fii'st-class wa ting room. The three waiting rooms are furnished with stuffed 
 benches; and are separated by a neat open-work 1™ 80 high. 
 
 d. Water-closets for the first-class. 
 d^. Water-closets for the second-class. 
 
 The construction of this building having been entrusted to English work- 
 men, has received that attention to comfort for which they are so much celebrated ; 
 they are numerous, large, airy, and neat; each closet has an area of 1™ 50. They 
 usually make three closets in the same space in France. 
 
 d- and d^. Urinals and water-closets for those employed at the station. 
 
 e. Office for the superintendent of the station of the traffic. 
 
 e^. Office of the engineer charged with the maintenance for the Eouen 
 branch. 
 
 e^. Water-closets for this office. 
 
 e^. This was originally the office of the general magazine. 
 
 e*. The magazine; but it has been removed to Sotteville. (See Plate 62, of 
 the repairing workshop at Sotteville.) 
 
 e^. Balance bridge. 
 
 /. Quay of departure. 
 
 f^. Quay of arrival. The.se quays are only raised 0™ 40 above tlie rails; 
 they have a stone kerb.
 
 CXXXl 
 
 I' 
 
 These quays are paved witli wooiU-n blocks, cut on tlie Lisle system. Th 
 platforms are watered at least once a day; this precaution is to prevent the wckkI. 
 which is sheltered from the wet, being allected from continmd dmu^lit. 
 
 /-. Crane to raise the lioi/id MtsMi^triis or Citillnril Iroin tlieir limlters, and 
 to place them on wagon frames made expressly to receive them, after M. Arn<jux"s 
 plan. (See Plate rjO, " Third Seri.'s of Railway Practice.") 
 
 /'•'. Office of the superintendents of the tolls at Koueii. 
 
 /■•. Chamber where the luggage is deposited, agreeing with the numliers 
 answering to those given to the passengers leaving it; they are afterwards callt-l 
 in order, and given up. 
 
 f-\ Gate for the departure of passengers. 
 
 The quay/'', which appears divided in half, liy the way communicating with 
 the turn-tables, is generally covered by two trap doors, with hinges, •!'" long to 
 0"' 50 wide, which are put down directly the wagons have passed over it. 
 
 The expresses arriving from Havre, Dieppe, &c., which enter by the gate 
 //^, are placed under the crane at/"; they change their frames and convey them 
 along the way T-, by means of turn-tables, up to the jioint I — that is to say, to 
 the end of the train. 
 
 This transverse way serves to bring the parcels. 
 
 (J. Office for two officials employed in the goods department, and for an officer 
 of customs, who has several subalterns with him, to inspect the goods. All the 
 trucks arriving from Paris and the other stations are unloaded in this large 
 saloon. 
 
 g^. Lamp room. 
 
 g^. Head porter's office. 
 
 g^. Chimney, like that of the waiting rooms, marked <•', which is arranged 
 like those of close stoves. (See Figures.) 
 
 g^. Cashier's office, accountant of the station. 
 
 g'. Office of the chief superintendent of the station and of the traffic, and all 
 other officials under his orders. 
 
 </''. Private water-closets. 
 
 h. Court of departure fur passengers and luggage, and for the arrival offish- 
 carts. Several omnibuses, hackney-coaches, and cabs, stand in this court, near 
 the gate/\ 
 
 /«'. A small wooden shed, on which slight repairs to the carriages are 
 carried on. 
 
 h-. Shed for the royal expresses and general stores. The depot is tilled with
 
 cxxxu 
 
 a great number of wheels, poles, and several other pieces, as a reserve for these 
 t-vro classes of traffic. 
 
 A'\ Stables for horses employed on the railway in carting the luggage. 
 
 h^. Lodgings for the grooms, and office of the expresses. 
 
 Ai Gate opening on to the street of the Seine, conducting to the quay, 
 
 A''. Porter. 
 
 i. Balance bridge, to weigh the loaded goods trucks, at the time of departure. 
 
 k, F and I?. Sheds to shelter the goods, which have nothing particular in 
 their construction. These sheds are built on the quay, raised 1™20 above the 
 rails. 
 
 I and /'. Cranes to load the wagons, which are each furnished with a ivinch 
 and axle, and have this peculiarity : instead of being moved by a handle in the 
 ordinary manner, an endless chain is used, which passes over a pulley, with a neck 
 which carries a pinion, &c. 
 
 - 1-. The vehicles, such as carts and trucks, which bring the luggage, enter by 
 this gate. 
 
 P. Office for the carting. The railway company contracts, at Paris and 
 Eouen, with the contractors of transport, to undertake the carting at these two 
 towns. 
 
 /*. Wagon-office, where the weigh-bills of the wagoners are received, audited, 
 and paid, and the charges regulated. 
 
 l^. Small staircase to descend to the quay. 
 
 Plate 62, 
 
 Paris and Rouen Railivay. — Goods Station at BatignoUes, and Repairing 
 
 Workshops at Sotteville. 
 
 Eeference to the Plan of the Goods Station at Batignolles, situate about 
 2 kilometres' distance from Paris : — 
 
 aaaa. Great gate, 6 metres wide, for the arrival and departure of goods. 
 a}- 0? 0?. Paved courts. 
 
 h. Office of the superintendent of the station ; office for booking goods, and 
 for the weigh-bills. 
 
 h^. Small office for the carman, 
 
 Ir. Ticket-office and waiting-room for passengers by the slow trains. 
 
 }?. Platform for passengers.
 
 CXXXIll 
 
 I'K Office of the supcriutoiulent of the working, ami of the diflereiit oflicials 
 employeil in the goods depiirtnient, situated on tlie ground floor. The first flo»ir 
 is siniihiriy divided, and occupied hy lodgings. 
 
 c. Shed to receive the goods intended for Uouen ; the carriages arranged in 
 the part f' and c- are unloaded on tlie phitforni r' and r*, whicli is raised I "'20 
 above the rails. The rolling gates placed hetween the post^ arc ojH?ned for this 
 purpose^ they completely close the siied when necessary. (See the gate <• c.) 
 AVhcn they desire to load goods, they bring the wagons upon the mitMIe, or lateral 
 way, and forward them, by means of turn-tables, to the way V, which is that of 
 the departure. 
 
 (/. Sheds receiving the arrivals, which are also raised about l'"'20 above the 
 rails. They unload the wagons on the ways </' </"- (P and d*, and the loading of 
 the wagons takes place at the sides fP and </"; this latter forms an inclined plane. 
 
 iP. Reservoir of water, containing about '20 cubit metres, supported upon 
 four stone pillars, and fed by large wells bored between the pillars. 
 
 e. Shed for locomotives at the Paris station, with pits for cleaning the 
 engines. 
 
 e\ Lodging of the superintendent of the workshop. 
 
 e^. Office. 
 
 e^ and t'^. Smiths and machinists' workshops, &c. 
 
 ^. Small steam engine for raising water into a reservoir placed above, fur 
 feeding the tenders. 
 
 /. Workshop for the repairs of passenger carriages. 
 
 /'. Clock face 1 metre in diameter, placed in the middle of the length of the 
 building. 
 
 /'-. Shed for passenger carriages. 
 
 Slight repairs only are carried on in these workshops. 
 
 f^. Lower way, running in a direction perpendicularly to the others, on which 
 a chariot (slide-table), serving to transport the wagons, moves so as to face the 
 different ways. 
 
 f*. Water-closets. 
 
 /*. Switch-man's watch-box. 
 
 Line, followed by a goods train, starting from the point V at the station, in 
 order to take the Rouen line. 
 
 A train starting from the point V follows this way, till it reaches the switch 
 No. 2; then the head of the train continues along the way V*, which is not more 
 than 200 metres, until the last carriage has passed this switch, the train then
 
 CXXXIV 
 
 stops, and backs along the switch No. 2, tlie direction of which has been changed. 
 It then passes along the way V'' up to the switch No. 3, which, upon being passed, 
 is shifted ; it once more moves ahead, follows the line V^ up to the switch No. 4, 
 which, being turned in the right direction, causes the train to pass over tlie other. 
 No. 5 ; and lastly, permits it to follow the way V", which is that of the departure 
 from Paris for the three railroads of St. Germains, Versailles, and Rouen. The 
 way V serves for the arrival of the goods trains. 
 
 The Avay V'- is an accommodation way, leading to tlie sheds. 
 
 The ways V^ are those leading to the workshop. 
 
 The way V^* is a small accessory way. 
 
 The way V^ is that on which the train from St. Germains and Rouen arrives. 
 
 The way V is the arrival line from Versailles and St. Cloud. 
 
 The ways V* and V^ are used for the service of the workshops of St. Germains 
 and Versailles. 
 
 In the principal elevation of the building marked B, all the doors on the 
 ground floor are entrances to the offices. The first floor is occupied in lodgings. 
 
 The elevation of the ofiice of the superintendent of the station is to be annexed 
 to the building last described. The small pavilion appears on the outside to be 
 constructed entirely of planks, tarred; they are 0™ 27 thick, and 0™ 20 wide, and 
 the interior is furnished with plastering 628 centimetres thick, as well as the 
 ceiling. 
 
 Plan of Sotteville Station, situated two kilometres from Rouen : — 
 
 The large workshops for performing extensive repairs of engines and carriages 
 are placed at this station ; they are under the surveillance and immediate direction 
 of an English firm (Allcard and Biiddicom), who are known to be entrusted with 
 the construction and maintenance of the materials, and to whom these belong. The 
 Rouen Railway Company merely occupies them for the time, and five years' 
 notice is recpiired of the manufacturers in the event of their declining to continue 
 the execution of the agreement. The conductors of the trains are specially 
 charged to take a memorandum of the distance passed over by each carriage, 
 which is paid for according to an agreement previously entered into. 
 
 g. Central magazine of everything necessary for the working of the line. 
 
 (/'. Office of the guard of the magazine. 
 
 There is a large space which is entirely unoccupied, where it is talked of 
 establishing new workshops for the Havre line. 
 
 h. Building with iron floors. (See the elevation.) 
 
 h\ Vestibule.
 
 cxxxv 
 
 fiK Cellar. 
 
 P. Nicla-s for books, con^tiui-teil of .stoiio. 
 
 The shelves which supitort the registers consist of biuuls ol lint iron covered 
 with list. A small laiuj) is always hung up to the ceiling, ami hums by means of 
 a current of air coming from the upper part, in the form of a ventilator. We see 
 by the plan that the cavern is umlergrouiiil ; it is shut by un iron thntr, ami is 
 then separated from the building by an antechamber. 
 
 h* and /( '. Water-closets. 
 
 A*^. Wood-house. ^ 
 
 /r . Account office. 
 
 fi'^. Apartment of MM. Allcard, Buddicom, and Co. 
 
 /('■'. Office where an account of the times is kept, including the timeemplovtM 
 in every description of work; hence called the Time-keeping Office. 
 
 /t'". Porter's lodge. 
 
 /(". Stair-case at the first landing. On the first floor is the clerks' office, and 
 the draughtsman room for those employed by M. Buddicom. The lodgings arc 
 situated on the second floor. 
 
 /. Carpenter's workshop for the wagons; the line next the wall shows a 
 number of wooden benches fixed to the wall. The two middle lines indicate a way 
 on which the wagons arc brought to be repaired. 
 
 j. Workshop of the metal turners. 
 
 k. Smith's workshop. There are twenty-four of these, built of brick. (Seethe 
 Figures.) We may distinguish those with cast-iron caps, suspended by three 
 iron rods, which lead the smoke into the chimney. They are represented lu Iteing 
 furnished with bellows, but air will soon be procured by an ordinary ventilator. 
 
 /c. Large chimney, of about 20 metres, for creating a draught to a furnace 
 supplving steam to a fixed engine, which communicates the motion in all the 
 workshops by means of /y?«</ shafts i\j\ k', I, and /'. 
 
 P. Position of two steam boilers and furnace, one serving as a substitute for 
 the other. There is a large reservoir of water above, containing about 50 cubic 
 metres. 
 
 k*. Position of the steam engine. 
 
 P. Space unoccupied. 
 
 /. Adjusting workshop, which is not yet properly fitted uj), but they place in 
 it engines to mount, mortiee, polish, and plane, &c., &c. 
 
 m. Warehouse for the iron and other mctids employed in repairs. 
 
 >«'. Chest for iron.
 
 CXXXVl 
 
 k 
 
 71. Large shed for passenger wagons, capable of housing sixty. A painter's 
 workshop is placed at the top of this shed, which is arranged for this purpose. 
 There is a pit before this shed with a slide-table to communicate with each of the 
 ways. 
 
 n'. Water-closets for the workmen. 
 
 0. Workshops for extensive repairs to engines. 
 
 o" anfl'o-. Two pits, the whole length of the workshop. 
 
 0^. Pit with a slide-table used to bi'ing engines before each of the other ways. 
 *^. Building serving to shelter the engines, and at the same time as work- 
 shops for small repairs; there are vices established at the side p, and along the 
 entire length of the chamber. 
 
 p'. Chamber for mechanics. 
 
 p^. Small office for the coke accountant. 
 
 p^. Coke depot for the supply of the engines in use. 
 
 q. Shed for fire engines, &c. 
 
 r. Large level space of 2 metres, opposite the rails, on which six coke ovens 
 are placed, all of which communicate with the same chimney by means of pipes. 
 
 r\ Each oven has two doors opposite one another, and is filled with a 
 large shovel, of about 30 decimetres of surface, which is worked by means of a 
 small winch, as we see by the dotted semi-circle and interior lines. The ovens are 
 served, two by two, by a small crane. The doors, which are formed of cast 
 iron, are opened by means of a counterpoise. The line forming two portions of 
 the circumference, and the two parallel lines surrounding these ovens, indicate a 
 part of the ground paved with bricks ; and the small squares at the extremity of 
 each furnace represent cast-iron plates which are about one metre in area. 
 
 The way Y is that of trains going to Paris. 
 
 The way Vi that of trains going to Eouen. The engine, after having 
 brought the train to the station at Eouen, returns (with the tender first) to that 
 of Sotteville, where the switch No. 4 causes it to enter. 
 
 The way V^ as far as the turn-table p^. The tender is turned, and brought 
 to the eud of the way ¥•*. The engine proceeding along into building p, the 
 tender is replaced on the turn-table, turned round, and brought upon the way V^ ; 
 the engine is next turned round, and attached to the tender, supplied with coal 
 and water, and is once more ready for departure. When there are several engines 
 in useVthey are placed on the way V^, or at the end oMhe way V^. 
 
 The way V^ is the line of traffic. 
 
 The. elevation parallel to the way of the workshop for slight repairs of en-
 
 CXXXVIl 
 
 gines in use serves also to house thoui. It is built of bricks, with n stone base; 
 it is glazeil i»j) to a certain height ; it is only enclosed with fixi-d blinds on the 
 top; also the great quantity of steam and smoke escajiiug from tlu- engines rendi-rs 
 it necessary to keep this buiKliug very uiry. 
 
 The large gates in the end elevation open in two portions upwunls, by means 
 of a small winch; one of these is represented open. The suuill gate serves for the 
 workmen. 
 
 We still see the gates in the transverse section, llicre is a pit between 
 each way tluoughout the whole lengtli of the building. ' 
 
 Building in which the extensive repairs of tlie engines are executed : — A very 
 small door for the passage of the workmen is made in each of the two gates at the 
 ends of the %ade; but these gates, being only 1 me^re high above the thnsliold, 
 are found so low, that the men are obliged to ben<l in order to pass through. 
 There are two similar gates on the opposite side, but they are nuide sufficiently 
 larce. 
 
 This building is lofty ; it is formed entirely of brick, with a slate roof, on 
 wooden framing. 
 
 Water-closets : — There is planking situated opposite the door, which prevents 
 the interior being seen. The middle is divided by a low brick partition, also a 
 platform, and another portion of the partition descends at each side, which is 
 
 united to the first obliquely, in order to prevent any one getting u\ the >i :it 
 
 with their feet. 
 
 The six coke ovens: — We may easily distinguish the gates, the counterpoise, 
 and the small cranes in this figure. The horizontal lines, which pass over the 
 ovens, indicate the iron circles, being 0'12 wide to 0-01 in thickness, in order to 
 prevent the effects of expansion. The openings between each oven are supported 
 by arches. 
 
 The workshops and buildings marked h ij k I in the plan, are glazed through- 
 out their length; some of the windows are arranged in i\m.stas. The part where 
 the forges are situated is raised for the purposes of ventilation, the openings of 
 which are filled in with fixed blinds. 
 
 In the portion of the longitudinal section taken along the axis of the workshop, 
 the covering is removed from one of the forges to show the pipes for catching the 
 smoke. The first opening under each blast is made so as to a' low the nozzle of 
 the pipe of the ventilator to pass, and the second, which is beneath the jtipe, is 
 that of the ash-hole. We can easily perceive that one chimney unites four forges. 
 
 The coke depot, which supplies the machines marked ;/' in the plan, is 
 
 8
 
 CXXXVIU 
 
 divided in the direction of its length into nine galleries, or passages, by partitions a 
 " claire-voir ;" benches are raised to the right and left of these passages, on which 
 sacks full of coke are arranged; each bench contains only one sack in front. The 
 width of each passage is 60 centimetres; that of each bench 0'40. The eighteen 
 benches are capable of holding altogether 270 full sacks. 
 
 The floor of this building is at the same height as that of the engines. 
 
 In the section taken thi'ough the axis of one of these passages, and along the 
 line a ^ on the plan, the engines approach this depot by the opposite side of 
 the staircase — that is to say, at the side a. 
 
 Plate 63. 
 
 The Derby Station, at the Junction of the London and Derby, Birmingham and 
 Derby, and Leeds and Derby Bailways. 
 
 A. Buildings for the ticket office and waiting rooms. 
 
 B. Place for removing post-chaises or special carriages passing from Derby 
 to Leeds. 
 
 B'. Place for forwarding post-chaises or special vehicles. 
 
 B". Ditto, for taking on post-chaises or special carriages going from Derby 
 to London or Birmingham. 
 
 B'". Place for removing post-chaises or other special carriages passing from 
 London or Birmingham. 
 
 C. Building for the goods traffic. 
 C Goods office. 
 
 D. Large rotunda for housing the engines. 
 
 E Workshops for repairing engines, with two stories. 
 
 E. Workshops for the repair of carriages. 
 
 F. Forges. 
 
 F' F". Forges and furnaces for the re-heating the tires of the wheels. 
 F". Pay office. 
 
 G. Offices. 
 6'. Entrance. 
 G". Dep6t. 
 
 G'" and G"". Entrance for engines. 
 
 H and H'. Sheds for carriages. 
 
 H". Building of two stories, to house and paint the carriages. 
 
 H'". Workshops for building carriages.
 
 CXXXIX 
 
 I. Slicd for carriages. 
 
 r. Shed for eii<;iiies. 
 
 K. Small office. 
 
 L. Coke (leput. 
 
 Q. Reservoir. 
 
 R and R'. Sheds. 
 
 R". Shed. 
 
 a a' a'". Ilydraulic craues. 
 
 ?. Platform. 
 
 f ^' (p". Trenches. 
 
 y y y". Sentry Boxes. 
 
 X X' X". Weighing machines. 
 
 The platforms for collecting the tickets are at a and ii', at the side of the 
 ways, and at the two corners of the jtlatc. 
 
 T. Departure platforms for Leeds, London, and Birmingham. 
 
 v. Ways of arrival for passengers. The trains jtass along the way nf depar- 
 ture by means of changing places or turn-tables. 
 
 T". Arrival platform for passengers coming from the south (London), or the 
 west (Birmingham). 
 
 Y3 yi V^ V"'. Ways for the sheds. 
 
 V'. Way for the arrival of goods. 
 
 V*. AVay for the departure of goods. 
 
 V*. Way for the coal-wagons to the sheds. 
 
 V". Way of departure for the loaded coal wagons. 
 
 V". W'ay of arrival. 
 
 V'-. Way for the tenders. 
 
 V'^. Way for the engines. 
 
 V*. Way for coke wagons. 
 
 y.5 Y2I, y^ays for the sheds. 
 
 W and V-'**. Ways for goods. 
 
 All the ways not pointed out by the letters are ways to the sheils or lur the 
 use of traffic, which may be easily seen from a mere iusjiectiou of the plutc. 
 
 References to the Plan of the Foundations of tht Building of the Waiting 
 
 Rooms : — 
 
 a a' a" a'". Coal depots. 
 b U. Arched gallery. 
 
 »2
 
 cxl 
 
 c. Kitchea. 
 
 c. Pantry. 
 
 e and /. Passage and landing on the stair-case. 
 
 d. Wood-house. 
 
 Ground Plan: — 
 
 a. Vestibule. 
 
 b. Ticket office. 
 
 c. Kefi'eshment room. 
 
 d. Staircase leading to the first floor. 
 /. Ladies' waiting room. 
 
 g. Apartment of the guards. 
 
 h and h'. Water-closets and urinals. 
 
 Plan on the Level of the First Floor :— 
 
 a. Open portion above the vestibule. 
 
 a a a' a. Gallery round the opening a. 
 
 b. Landing on the staircase. 
 
 e. Antechamber and office of the direction. 
 / and g. Commissioner's office. 
 
 c. Director's office, with closet. 
 
 d. Room for the meeting of the direction. 
 h and h. Corridor. 
 
 Plate 64. 
 
 The Great Western Bailway Station at Bristol. 
 
 Eeferences to General Plan of the Station, taken at the Level of the Rails, at 6*00 
 metres above the ground of the courts of arrival and departure : — 
 
 a. Building containing the apartment of the director. 
 
 b. Entrance to the court of departure. 
 
 c. Entrance to the court of arrival. 
 
 d. Gentlemen's waiting-room. 
 
 e. Ladies' waiting room and water-closets. 
 /. Departure platform. 
 
 /'. Arrival platform. 
 
 g. Opening, through which the parcels and small packages are raised from 
 the office to the platform. 
 
 h. First-class staircase, by which the passengers ascend from the office to 
 the platform.
 
 cxli 
 
 i. Second-class staircase. 
 
 g: Opening, tliiough ^Yllich the sumll passages descend from the phitform to 
 the peristyle of arrival, placed under it. 
 
 k. Arrival staircase for first-class passengers, leading from the platform to 
 the arrival portico, or peristyle. 
 
 /. Arrival staircase for second-class passengers. 
 
 All the anterior part of the station, from r r to tlie building at tin- hi-ad, is 
 a shed for wagons. 
 
 0. Slide-table, to remove wagons ofl" one way to another. 
 
 p. Place for taking post-chaises or horses on and off. 
 
 p^. Inclined plane. 
 
 q. Shed. 
 
 r. Goods depot. 
 
 r. Projected depot. The site of the depot is fi-00 metres lower than that 
 of the line. 
 
 s. Building containing an engine to raise the goods trucks from the level of 
 the depots to that of the line. (See End elevation.) 
 
 The goods arrive in this building by the courts / (, which are ai .>»//«• with 
 the court of departure for passengers. 
 
 The ways y y' J/' y^ y* iT" a'"C reserved exclusively for the goods traffic. 
 
 The ways X" X'" lead to workshops situated about a quarter of a league from 
 the station. Sheds for the engines, reservoirs of water, and depots of coke, arc 
 placed near these workshops, for supplying the engines every night when the traffic 
 is over ; the engines are placed in the sheds. 
 
 The other ways are intended for the use of passengers. All the other ways, 
 excepting those of departure and arrival, (which pass along the platforms, being 
 prolonged at X and X',) are ways to the sheds. 
 
 The entire portion of the ways y^ y* and i/', between a' If and a" h" is 
 fixed on the level of the depot. The small part a A, up to a h, is fixed on two 
 moveable plates, which are sometimes arranged on the level of the site of the 
 depot, and sometimes on the same level as the line. 
 
 The prolonged ways y^ y* and y'' are fixed near a b, at the side of the pas- 
 senger station, and are on the same level as the ways of arrival and departure. 
 
 The small and large turn-tables are used for connecting the ways of the depot 
 with those for passengers, or, rather, form a conmuuiication with the ways for 
 taking on the post-chaises and vehicles with those of the line to Exeter. 
 ;. Superintendent of the station's office.
 
 cxlii 
 
 Plan taken on the Level of the Ground of the Courts of Arrival and 
 
 Departure : — 
 
 a. Director's apartment. 
 
 b. Entrance for carriages into the court of departure. 
 
 c. Entrance for carriages into the court of arrival. 
 d d. Court of departure. 
 
 e e. Court of arrival. 
 
 ///. Ticket office. 
 
 g. Entrance for porters with luggage. 
 
 h. Entrance for first-class passengers. 
 
 i. Entrance for second-class passengers. 
 
 k. Vestibule and staircase for first-class passengers. 
 
 I. Vestibule and staircase for second-class passengers. 
 
 m. Offices of the administration. 
 
 n. Ticket offices of the Gloucester line. 
 
 0. Dependencies of this office. 
 
 p and q. Vaulted passage, communicating with the courts of departure and 
 that of the traffic. 
 
 r r r. Vaults under the line. 
 
 s s' s". Vaults intended for divers purposes: factors, men taking care of the 
 lamps, carpenters. These vaults are underneath the carriage sheds v o, in general 
 plan. 
 
 t. Portico underneath the arrival platform. 
 
 u. Staircase by which the first-class passengers descend beneath the portico. 
 
 V. Staircase for second-class passengers. 
 
 x. Parcel office. 
 
 y. Opening through which the parcels are carried down. 
 
 z. Urinals. 
 
 Elevation of the Buildings at the side of the Court of Departure : — 
 
 a. Entrance for luggage. 
 
 b. Entrance for first-class passengers. 
 
 c. Entrance for second-class ditto. 
 
 d. Entrance to the offices of the administration. 
 
 e. Entrance to the ticket-office of the Gloucester line. 
 
 / and g. Covered passages, leading from the court of departure to that of 
 arrival.
 
 cxiiii 
 
 Elevation next tin.- Court of Arrival: — 
 The portico under the arrival platform extends from a to b. 
 c and d are covered passages. 
 
 Section along the line A H of the KiK»fing covering the IMatforms 
 
 and Ways: — 
 
 The pillars {c <•), the transverse beams (<i h) and (iv /»'), and the uprights 
 
 (a db'd), as well as the parallel uprights, are not to K' fouml in the plan A B 
 
 on the general jdati, but in the other one of the same figure, r r at the entrance 
 
 to the sheds. The part above n t>, is a kind of magazine which does not extend 
 
 beyond the sheds. 
 
 Plan of the Building /• for Goods: — 
 
 a. Covered space where the trucks run which bring the goods required to be 
 transported from outside the station to the railway. 
 
 (I. Covered space wliero tlie trucks run that transport tlie goods that have 
 arrived by the railway. 
 
 l>. Departure platform for goods. 
 
 //. Arrival platform for ditto. 
 
 a. a. Small cranes placed on the platform for moving the goods. 
 
 c'. Departure line. 
 
 (■'. Arrival line. 
 
 c". Line to the sheds. 
 
 (/. Plate for raising the loaded wagons which are intended for departure. 
 
 d'. Plate for letting down the loaded wagons which have arrived at the 
 depot. 
 
 e. Steam engine to raise the loaded wagons to the level of the railway. 
 
 /. Office. 
 
 g. Booking office for goods going out. 
 
 g'. Booking office for goods coming in. 
 
 Transverse Section, along the Line A B, of Building r : — 
 r. The trusses are formed of wood and iron. The rafters and the struts, 
 a b, and c d, are of wood, and all the other parts are formed of rod iron. 
 
 Longitudinal Section of the Roofs along the Line CD: — 
 
 The transverse trusses, the sections of which are represented n the last 
 figures, are supported at every fourth column. The two intermediate trusses, 
 between those supporte<l on the columns, resting on longitudiiml plates, which are
 
 cxliv 
 
 suspended between the pillars, to longitudinal trusses, as shown, whch cannot 
 be seen from the inside of the magazine, excepting from the upper windows; a a a 
 are points of support for the transverse trusses, which do not rest immediately on 
 the pillars. 
 
 Plate 65. 
 
 Great Western Railioay : — Details of the Swindon Station. 
 
 The Swindon station is situated about 77 miles from London, 41^ miles from 
 Bristol, and every train up and down stops there ten minutes. 
 
 The refreshment rooms are magnificent. 
 
 The large repairing workshops of this railway are situated at a short distance 
 from this station. 
 
 References to the General Plan of the Station : — 
 
 A a. A building of two stories.-- 
 
 The waiting and refreshment rooms are on the ground floor, and the rooms 
 for lodging the travellers on the first floor. 
 
 B a. A building perfectly similar in design. 
 
 There are platforms all round the buildings A and B, which are 5 metres 
 (16 ft. 5 in.) on the longest side, and 3™ 50 (11 ft. 6 in.) at the ends. 
 
 V. Arrival line from Bristol. 
 
 V^. Ditto, from London. 
 
 V^ and V^. Way for the use of goods. 
 
 V* Departure way. 
 
 V^. Arrivaf ditto. 
 
 The remaining are accommodation ways. 
 
 C. Small ticket office. 
 
 Plan of the Refreshment Rooms to a Scale double that of the General Plan : — 
 
 A' and B'. Compartments of refreshment rooms for second-class travellers. 
 A" and B". Ditto, ditto, for first-class, ditto. 
 
 F. Reserved space for the attendants, which is surrounded by a rectangular 
 table next the side of the compartment A, and a "Semicircular one next that of A". 
 There is a communication from F with the first floor by a private staircase. 
 The tables are always spread with difierent viands and refreshments. 
 The windows are glazed with large panes. 
 C C. Ladies' rooms for the first-class, with closets.
 
 cxiv 
 
 D D. Liulk's' rcoins of tlie soooiid-cliiis. 
 E E E E. Gentleaieu's urinuls. 
 
 Eiiil View ot'tlio Buildings: — 
 
 A ami 1'). IJiiililiiigs containing the n'fresliinent ami the clian»l)crs of the 
 hotel. 
 
 AVe may perceive by this figure that the liuiMings are connected hy a gallery 
 • passing over the ways on the level of the first floor. 
 
 P and N. Platforms for the accommodation of the Great Western Branch. 
 Q and Ii. Platforms for the accommodation of the |)rincipal line. 
 
 Transverse Section of the Station : — 
 
 A and B. Refreshment rooms. 
 
 S S. Chambers of the Hotel placed on each side of a corridor which runs 
 throughout the whole length of the building. 
 
 Platk m. 
 
 Bailway Stations. — Stnt'ioivi of Eckintjton, on the LeetLt and Ihrhy, and 
 those of Slough ami Riodinij. 
 
 General Plan of the Eckington Station, on the Leeds and Derby Railway : — 
 
 A. Building of the ticket offices and waiting-rooms. 
 
 T T^ Departure platform for Derby, and that of arrival from Leeds. 
 
 Q. Loading and unloading platform for coal and other gotKls. 
 
 Y. Principal way from Leeds to Derby. 
 
 v. Ditto, Derby to Leeds. 
 
 V-, Way by which the coals arrive from the mines in the neighbourhood. 
 
 V^ Goods arrival line. 
 
 Y* V* V« V^ and V«. W'ays for shedding. 
 
 a. Vestibule. 
 
 b. Ticket oflSce. 
 
 c. For the dependents. 
 
 d. Apartment of the guards^ 
 
 e. Waiting-room. 
 /. Ditto, for ladies. 
 g. Water-closets. 
 
 /;. Buildings, with steam-engine, reservoir, and hydraulic crane. 
 
 t
 
 cxlvi 
 
 i. Shed to shelter passengers going on the Leeds side. 
 k. Hydraulic crane and pit upon the contiguous way. 
 
 General Plan of the Slough, or Windsor Station, upon the Great Western 
 
 Railway : — 
 
 A. Buildings of offices and waiting-rooms for the departure of travellers who 
 are going from London to Bristol. 
 
 A^ Buildings, ditto, ditto, Bristol to London. 
 
 B and B^ Waiting pavilion for her Majesty. 
 
 T. Departure platform for travellers going to Bristol, or that of arrival for 
 travellers coming from London. 
 
 T^ Departure platform for travellers going to London, or that of arrival for 
 travellers coming from London. 
 
 C. Quay for entering and descending from the post-chaises. 
 
 E. Shed for the use of goods. 
 
 F. Switchmen's house. 
 
 V. Principal way from London to Bristol. 
 
 V^ Ditto, from Bristol to London. 
 
 V"-. Arrival way for the travellers coming from Bristol. 
 
 The trains arriving from Bristol by the way V, pass, by means of changing 
 places, upon the way V'^, setting down their travellers upon the platform T' ; 
 they then go farther to retake the way V^ 
 
 V'^. Arrival way for travellers coming from London upon the way V. 
 
 ¥■* V^ and V^. Ways for the use of goods. 
 
 The goods leaving the Slough station are loaded under the shed E, upon the 
 wagons placed upon the way V". The wagons will then go at will upon the way 
 from London to Bristol by the changing ways g, or tliat of Bristol to London by 
 the change of ways r. 
 
 V"* and V^. Ways serving to house the goods wagons to be added to the pas- 
 senger train, or to set out singly. The goods trains going from London towards 
 Bristol, station themselves before passing that of the passengers, in the part of n 
 in m, and never pass the latter. Those which go from Bristol towards London, 
 station themselves in the part of o in p. 
 
 U. Urinals. 
 
 a. Ticket office. 
 
 a^. Entrance for first-class passengers: 
 
 a-. Ditto, second-class, ditto.
 
 cxivii 
 
 I). Waitinjr-room. * 
 
 c. riciitlenion's closets. 
 
 d. Lailics' waiting-room and closets. 
 
 e. Ticket offices. 
 /. Waiting room. 
 <j. Ladies' room. 
 h. Ladies' closets. 
 
 j'. Gentlemen's closets. 
 
 L Parcels. 
 
 / and III. Station-master. 
 
 General Plan of the Reading Station of the Great Western Railway: — 
 
 A. Building of ticket-office for passengers going from London to Bristol. 
 
 A'. Ditto, Bristol to London. 
 
 B and B'. Goods Shed. 
 
 T. Departure platform for Bristol. 
 
 T'. Ditto for London. 
 
 Q and Q'. Quays for ascending and descending the post-chaises. 
 
 R. Locomotive shed. 
 
 S. Truck for transporting the wagons from one way to another parallel to it. 
 
 V. Principal way from London to Bristol. 
 
 v. Ditto, Bristol to London. 
 
 V-. Arrival way for passenger trains coming from London and going to 
 Bristol. 
 
 The trains leave the way V to pass upon the way V-, by means of a chang- 
 ing-place i, and then go to retake this way V a little further on. 
 
 V^. .Vrrival way for passenger trains coming from Bristol and going to 
 London. 
 
 The goods trains station themselves to pass the passenger train of /// in //, or 
 from in y, and never pass upon the side ways V' or V. 
 
 \i \i \r, y: Ways for the use of goods. 
 
 ys V» VV". Ways for shedding. 
 
 (I. Ticket-office for Bristol. 
 
 /'. Waiting-room. 
 
 c. Goods office. 
 
 d. Lmlies' room. 
 
 a'. Ticket-office for London. 
 
 c'. Waiting-room. 
 
 (2
 
 cxlviii 
 
 k. Refresliraent-i'oom. 
 /. Urinals. 
 
 The elevations of the bnildings A and B are very similar to the elevations of 
 the buildings, A' and B', on the the town side. 
 
 Plate 67. 
 
 Station at Huntshanl^ at the Junction of the Manchester^ and Liverpool, 
 and the Manchester and Leeds Railway. 
 
 A. Building of the offices and waiting-rooms. 
 
 T T'. Departure platform for Liverpool. 
 
 T-. Arrival ditto. 
 
 T^. Ditto, Leeds. 
 
 V. Departure way for Liverpool or Leeds. 
 
 v. Arrival ditto. 
 
 V-'. Ditto, Leeds. 
 
 ys y4 y5 yo yr y8_ Service-way, and accommodation lines for the shedding. 
 
 R. Incline to arrive at the station, which is upon an embankment. 
 
 0. Street. 
 
 P. Inclined plane traversed by the locomotives. 
 
 a. Large refreshment-room, which is entered by two doors tf. 
 
 h f g and7. Ladies' closets. 
 
 c. Vestibule serving as waiting-rooms for travellers of the second and third 
 classes going to Liverpool. 
 
 d. Offices communicating with the vestibules c and e by openings which serve 
 for the distribution of tickets. 
 
 e. Vestibule serving as waiting-room for first-class travellers going to 
 Liverpool. 
 
 m m. Gentlemen's urinals and closets. 
 
 71. Guards, inspectors, and lamp-room. 
 
 0. Audit-office. 
 
 h. Vestibule serving for waiting-rooms for first-class travellers going to Leeds. 
 
 k. Vestibule for second and third class travellers. 
 
 i. Ticket and parcel offices. 
 
 J). Porter. 
 
 q. Parcel depot. 
 
 s. Station-master.
 
 r 
 
 cxiix 
 
 Di'tailed Kliviitioii of the Stiitio#: 
 
 A. OlTiccs and wuititijr-riHuiis. 
 
 B. liiidge over street. ' . 
 
 C. Ditto, canal. 
 
 Pl.ATK OS. 
 
 Maiichf.sttT mid BinniiKjIutm liailtray. — Statiun tit MmuhcsUr. 
 
 References to the (leneral Tluii .if tlu- Statiun: — 
 
 A a. Dwelling house. 
 
 B a. Building of two stories, contJiiniiig the ticket offices and waiting-rooms 
 on the ground floor, and offices of the directors on the first floor. 
 
 I). Street for the use of carriage;! and omnibuses taking the passengers to 
 the railway. 
 
 S. Street, or waiting-court, for carriages mui (nimihuses which convey 
 passengers from the railway. 
 
 T. Departure platform. 
 
 T'. Arrival platform. 
 
 X. Court for loading and unloading muil curts. 
 
 Y. Shed. 
 
 K. Ways for the accommodation of goods. The warehouses are situated in 
 the cellars under these ways, and under those for the accommodation of passengers. 
 
 a a. Opening by which the wagons descend to the depot;* under the line, or 
 are raised by an engine from the depots to the station. 
 
 F. Court and ways forming the connnunicatiou between the dci>ot6. 
 
 a. Luggage office. 
 
 b, c. Chamliers for the lamplighters, commissioners, and guards. 
 d. Corridor and staircase leading to the first floor. 
 
 e,/. Ladies' room, with water-closets. 
 h, g. Water-closets and urinals for gentlemen (first class). 
 /. First and second class waiting-rooms. 
 
 k. Ticket othce for passengers for the .Manchester and Birmingham line. 
 /. Waiting-room for the tiiird class. 
 
 n. Water-closets ditto. The building is used for the service of Shelheld and 
 Ashton-under-Lyne from this point up to jc. 
 
 p 0. Waiting-rooms for ladies travelling on the line (fti-st class). 
 t/ r. Water-clo.sets and uriinils for tirst-class passengers.
 
 cl 
 
 s. Waiting-room for^he first-class 
 
 f 
 
 t. Ticket office. 
 
 u. Waiting-rooras»fjir the second and third classes. 
 
 V. Water closets. 
 
 X. Staircase leading to the first floor and luggage office. 
 
 End Elevation and Longitudinal Section of the Building : — 
 
 H H H. Cellars serving for depots, extending, as we see by the transverse 
 section, along the whole length of the station, and placed between two streets in 
 Manchester, one running by the side of the court F, and the other along a 
 retaining wall on the side S. 
 
 H' H' H' are three vaults appropriated for the steam-engine placed in the 
 middle, which is employed to raise the wagons on the plates from the level of the 
 magazine to the ways used for the goods. These three vaults are shown in the 
 plan. 
 
 A machine like the former was established, during our stay at Manchester, 
 near the end of the station. The building forming the waiting-rooms is formed 
 of brick, excepting the heavy cornices, which are of stonework. A portico, con- 
 sisting of cast-iron columns, runs along the front and sides of the building. Each 
 depot is divided lengthwise into three equal departments, that of the middle being 
 occupied by a platform. 
 
 Transverse Section of the Station: — 
 
 B. Building for waiting-rooms and offices for the administration. 
 
 D. Street for carriages bringing passengers. 
 
 E. Goods depot. 
 
 F.' Court and Ways serving the depot. 
 H. Depots. • 
 
 T. Departure platform. 
 T'. Arrival ditto. 
 
 J. Waiting court for vehicles and omnibuses which convey the passengers 
 from the station. 
 
 Plan of three Vaults H' used for a Steam-engine : — 
 
 The engine is a recess at B. ^ 
 
 a a are platforms suspended by cords for raising wagons to the ways used 
 for goods, or for letting them down. 
 
 The wagons may be brought from any of the depots, or placed in these 
 depots by the lateral ways shown in the figure, and by the transverse ways.
 
 cii 
 
 Pi. All: (li). 
 South Etisterii Iluilirtii/. — JiriMii/frs' Anii.s Slation. 
 
 lu'ft'rgiccs to the Genonil I'liiii of tlie Stiition; — 
 
 A. Huildiii^jjs of tlie ofTires iind wiiitiii_i.'-rooms, witli piirtico. 
 A'. Waiting-room fi^r post-rliaise travi-llers. 
 
 A". Lost liijrgagc ottice. Tlie rcclniming oflicc is at the back of tlie court; 
 the warehouse behind. 
 R. Departure court. 
 
 D. Lateral departure court. 
 
 E. Gate for carriages wiiich bring travellers. 
 E'. Ditto, ditto, which oarrv theui away. 
 
 D'. Arrival court, covered, and paved with wood. 
 
 C. Court paved with wood, inclined in a longitudinal direction. D C serving 
 for loading post-chaises. 
 
 II. Houses inhabiteil by the cmploi/i'^. 
 
 T. DeiKirture platfornj. 
 
 T'. Arrival ditto. 
 
 T". Small platform upon which the officers walk to take the tickets; the 
 trains stop before this platform before entering the departure station ; the engine 
 arriving at the liead, then passes, by means of the changing-place K and K' 
 Itehind the train, and pushes it under the shed. It afterwards takes the changing- 
 place and way V", upon the large turn-plate Z, where they turn it end to end, 
 with its tender, without detaching the latter. It is then tran.sported upon the 
 way V", or upon the way Y'^ before the building S, to Iw supplied willi water 
 and coke; it then ret^irns and places itself upon the departure way V, at the 
 head of a train about starting. 
 
 Y. Arrival for post-chaises. 
 
 U. Large shed for carriages. 
 
 R'. Locomotive shed. 
 
 S. Coke depot and reservoir for feeding engines. 
 
 M. Warehouse for placing goods. 
 
 P. Court for goods. "* 
 
 Q. I'lace for cattle. 
 
 V. Departure way. l^ 
 
 V- and V\ Ways for housing passenger carriages.
 
 clii 
 
 Y* Goods departure way. 
 
 V^. Ditto, arrival, ditto. 
 
 V^ and y. Accommodation ways for goods. 
 
 ys yg yio_ Accommodation ways for unloading carriages. 
 
 yii yi2 yi3 yi4_ Accommodation way for supplying and cleaning engines. 
 
 a. Portion of vestibule where they issue tickets to second-class passengers, 
 who enter by the doors p or p'. 
 
 b. Portion of vestibule of the first-class "wlio enter by the door q. 
 
 c. Waiting-room for second-class passengers. 
 
 d. Waiting-room for first-class ditto. 
 
 e. Ladies' waiting-room, second-class, and water-closets. 
 /. Ditto, waiting-room, first-class, ditto. 
 
 0. Passage by which second-class passengers go to the platform without 
 mixing with those of the first. 
 
 11. Passage establishing a communication between the peristyle and the 
 platform ; this passage serves principally for the removal of luggage. 
 
 j. Vestibule and third-class ticket office ; these travellers wait in the vestibule. 
 
 h and i. Luggage office. 
 
 h and /. Ladies' waiting-room of the third-class. 
 
 m. Lamplighters. 
 
 n. Water closets. 
 
 r s t Small wood and coal depot. 
 
 a a a. Switchmen's watch-box. 
 
 y -y. Beam for weighing goods. 
 
 T. C. Savill, Printer, 4, Chandos-street, CoTent-gaxdcn.
 
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