No abstract

Mr. BARRY said he had brought with him a model in sections showing the way in which the timbering was put together in Cannon Street, and the order in which the works were executed.It first showed t,he street before anything was done with the sewer running down the middle of the street, and also the gas and waterpipes. The first operation was to lay down timbers right across the street; then the ground was taken away from under the timbers, and the first heading was driven longitudinally with the railway ; from this heading side headings were driven towards the front of the houses. The next section of the model showed the side headings by which the fronts of the houses were approached, either through the walls of the cellar, or through the ground. From those side headings, underpinning holes were sunk under the foundations of the houses and filled in with concrete in regular rotation one after the other, but never touching each other until the closing length was put in. When the underpinning had reached a forward state, the main trenches shown in the third section of the model were undertaken for the construction of the wall and the new sewers, the old sewer, through the middle of the dumpling being still retained. The side-walls having been built, the next stage shown by the model was the setting of the centres preparatory to the turning of the arch. It would, of course, be understood that when the centres were set the work involved a great reconstruction of the timbering in order to carry it over the space left for the turning of the arch. Finally, the gas-and waterpipes were supported on brick piers resting on the top of the arch. The completed works were shown on the last section of the model. The model in fact was another mode of explaining the various stages of the works illustrated in Plate 4, Figs. 18 to 26. %fr. Tomlinson.

Mr. ALEXANDER SIEMENS observed that in America the mode of communication between passengers and the engine was a small cord connected with a bell on the locomotive. The plan was simple, and might, he thought, be adopted on English railways instead of the telegraphic appliances.

THE subject of the construction of Light Railways is one of daily increasing importance. I n Great Britain, the trunk lines have been made with a view to carry an immens2 traffic at high speeds ; and, in most instances, in a massive manner well suited to their purpose. Other countries have followed this example ; and throughout Europe, first-class railways may be found, with ruling gradients of 1 in 100, minimum curves of 20 chains radius, and rails weighing from 60 Ibs. to 84 Ibs. per yard ; worked by locomotives having from 10 tons to 16 tons on a pair of wheels, and weighing from 30 tons to 45 tons each. But, on the other hand, railways have been constructed, especially in America, to be worked by locomotives equally heavy, although with general works, and especially permanent way, unsuited for such traffic ; and thus have arisen heavy working and maintenance expenses, and numerous accidents. A demand is now arising for railway intercommvnication between places not of sufficient importance to justify the cost of a fist-class railway; especially in colonies and other countries, where such communication is required for the purpose of attracting population, and where, for many years, the traffic is sure to be of a comparatively light character. By the term " Light Railways,'' the Author mould wish to be understood such as, either being branches from existing trunk lines, or being intended for districts requiring the development of their traffic, should be constructed in a thoroughly substantial and durable manner, equal in their details as to quality to the best t r m k lines, but with every part made only of such strength as to carry loads represented by the rule, that no pair of wheels should be allowed to have more than 6 tons upon it. This would enable these lines to carry the rolling stock of all other railways of similar gauge, with the exception only of the locomotives. The first railways constructed upon this principle, which have come under the Author's notice, are those of the Norwe 'an Government; the designs for which were prepared, and t i ? e works

239and taking them out of winding, cost, taking into account the tools employed, 4d. each rail, of which the contractors for rails paid 24d., and the cost of the rails and sleepers as laid down stands thus :- ---When the great weight and consequent durability of the rail is considered, the above is certainly a low cost per mile of the upper works of a passenger railway. The expense of laying the rails on the Drogheda line cost the Company rather more on the whole than 8d. per lineal yard, because on account of the novelty of the system the chief cngineer desired the rails to be carefully laid, under the Company's own superintendents, who have always higher wages to pay than contractors, but the author was able to get a considerable length laid at the rate of 8d. per yard, even at the high wages, when the men were closely looked after.The paper is illustrated by one drawing, No. 3796, showing the rails, sleepers, and spikes in detail, and the method of cutting the sleepers.Mr. C. MAY rose, with great hesitation, to make a few observations upon the system of rails and sleepers which had been described; but, in doing this, he disclaimed any intention of applying any remarks personally to Sir .John Macneill, whom it was sufficient to know, to acquire the same esteem for personally, as there must exist respect for his talents. Besides, he looked upon the discussions at