IMAGE EVALUATION TEST TARGET (MT-S) & /. .<^ ?*^J^ J z 1.0 I.I 11.25 u ais m m m m^ 1^ 13.6 ^B US 1^ V fliotigraphic Staences Corpomdon 23 WIST MAIN STRUT WEBSTM.N.Y. 14SS0 (716)S7ii-4S03 ^ •^ v> ^ CIHM/ICMH Microfiche Series. CIHIVi/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions / institut Canadian de microreproductions historiques Technical and Bibliographic Notaa/Notaa tochniquon at bibiiographiquaa The Inttituta haa anamptad to obtain tha boat original copy availabia for filming. Faaturaa of thia copy which may ba bibiiographically unique, which may altar any of the imagea in the reproduction, or which may significantly change the uauai method of filming, are checked below. Coloured covers/ Couverture de couleur n~| Covers damaged/ Couverture endommagte □ Covara restored and/or laminated/ Couverture reataurie at/ou peiliculAe D Cover title miaaing/ La titre de couverture menque r~1 Coloured mapa/ D Cartea gtegraphiquea en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) r~n Coloured plataa and/or illuatrationa/ D D D D Planchee et/ou illuatrationa an couleur Bound with other material/ Reli* avec d'autrea documanta Tight binding may cause ^hadowa or diatortion along interior margin/ Lareliure serr4e peut cauaar de I'ombre ou de la diatoraion le kHig de la marge intirieure Blank leaves added during reatoration may appeer within the text. Whenever possible, these have been omitted from filming/ II se peut que certainee pagea bianchaa ajouties lors d'une restauration apparaiaaent dana le texte. mala, lorsque cela itait possible, ces pagea n'ont psa At* filmAea. Additional commanta:/ Commentairea supplAmentairea; L'Inatitut a microfilmi le meilleur axamplaire qu'il lui a At* possible de se procurer. Les ditaiis de cet exemplaire qui sent peut-Atre uniques du point d^ vue bibliogrephique, qui peuvent modifier une imeye reproduite. ou qui peuvent sjriger una modification dana la mAthode normala de f'Jmage sont indiquAs cl-dessous. □ Coloured pagea/ Pagea n D E D D D D Pagea de couleur Pagee damaged/ Pagea endommegAes Pagea reatorad and/or laminated/ Pagea reataurAes at/ou pelliculAes Pagea di8co*oured, stained or foxed/ Pagea dAcolorAes. tachetAas ou piquAes Pagea detached/ Pagea dAtachAes Showthrough/ Tranaparence Quality of print varies/ QualitA inAgale de I'impreasion Includea supplementary material/ Comprend du metAriel supplAmentaire p~| Only edition available/ Seule Adition disponible Pagea wholly or partially ooscurad by errata slips, tissues, etc.. have been ref timed to enaura the beat possible Imege/ Les peges totalement ou partieilement obacurcies par un feuillet d'errata, une pelura, etc.. ont AtA filmAes A nouveau de faqon A obtenir la meilleure image possible. 1 a 1 V c el b rl n n This item is filmed at the reduction ratio cheeked below/ Ce document eat filmA au taux de rAduction indiquA ci-dea80|ia 10X 14X 18X 22X 26X »X mimiifi J 12X 16X aox 24X 28X 32X TIm copy filmtd h«r* hM bMn raproducad thanks to tho genorosity of: Douglas Library Quaan's Univarsity L'axamplalra f ilm4 f ut raproduit grica i la g4n4roaM da: Douglas Library Quaan'a Univarsity Tha imagaa appaaring hara ara tha baat quality poasibia consldaring tha condition and lagiblllty of tha original copy and in kaaping v ith tha filming contract apacif ications. Original copies in printad fMpar covars ara filmad baglnning with tha front covar and anding on tha last paga with a printad or iiluatratad Impraa- aion, or tha back covar whan appropriate. All othar original coplas ara filmad baglnning on tha first paga with a printad or iliustratad Impraa- aion, and anding on tha laat paga with a printad or Iliustratad imprassion. Laa Imagas aulvantaa ont 4tA raproduitas avac la plua grand soin, compta tanu da la condition at da la nattat* da l'axamplalra film*, at an conformity avac las conditions du contrat da fllmaga. Laa axamplairaa originaux dont la couvartura an papiar aat ImprimAa aont filmte an comman9ant par la pramlar plat o» an tarmlnant salt par la darni4ra paga qui comporta una amprafnta d'imprasslon ou d'lllustration, soit par Ir sacond plat, aalon la caa. Tous las autraa axamplairas originaux sont filmis an commandant par la pramiAra paga qui comporta una amprainta d'impraasion ou d'lllustration at an tarmlnant par la darnlAra paga qui comporta una talla Amprainta. Tha last racordad frama on aach microficha shall contain tha symbol -^ (maahing "CON- TINUED"), or tha symbol ▼ (moaning "END"), whichcyar applies. Un daa symbolas suivants apparattra sur la darnlAra imaga da chaqua microficha, salon la cas: la symbols -^ signifia "A SUIVRE", la symbols ▼ signifia "FIN". Maps, platas, charts, stc, may ba filmad at diffarant raduction ratioa. Thoss too larga to ba antiraly included in ona axposura ara filmad beginning in the upper left hand corner, left to right and top to bottom, aa many frames as required. The following diagrams illustrate the method: Lea cartes, planches, tableaux, etc., peuvent Atre filmte A dea taux da rAduction diff Arents. Lorsque le document est trop grand pour Atra raproduit en un seul ciichA, il est film* A partir da I'angki supAriaur gauche, do gauche A droite, et de haut an baa, an pranant la nombre d'images nAcessaira. Lea diagrammes suivarits iliustrant la mithoda. 1 2 3 1 2 3 4 5 6 'W^'l- 'mmr:!!!MW^WI^m 'vraKr'5,iBSf>!- A?^ '■ ' *-■ Of '>''f5-W ^t^;i;0:t) -i #' v':E:^l|*:p^^:| BT NEW About thre this subject, a pence of oont supplied in Mi these points ii cheap, but moi way, being at \ very highest in Through t\u Lanora and Id short length oj attended this ( interested in tl The line, wh ed with woode] top of each of locomotives ar< 12 miles per h mental line thi terested in th( inspect, to a 1st Asr^ N?W SYSTEM OF WOODEN RAILWAYS. About three months ago, I submitted some remarks to the public on this subject, and accompanied them with a plan and estimate of the ex> pence of construction according to the price of labour and material as supplied in Montreal, since that time I have been occupied in examining these points in detail, both as to formation and cost ; the question of a cheap, but more particularly of a durable and substantial wooden rail- way, being at the present moment one of increasing interest, and of the very highest importance. Through the kindness of Mr. Irving, president of the railway between Lanora and Industry, I obtained permission to lay down on that line a short length of my system, and from the complete success which has attended this experiment, I feel justified in calling the attention of those interested in the subject, more in detail, to its cost and advantages. The line, where the new rails are now at vork, has its old road construct- ed with wooden longitudinals bearing op, and keyed into cross ties, on the top of each of the longitudinals is a flat bar of iron spiked down ; the locomotives are about 14 to 15 tons weight, and their usual speed about 12 miles per hour. It is to an inspection of this short piece of experi- mental line that I b^ to call the attention of those companies who are in- terested in the great question of wooden railways, and to those unable to inspect, to a consideration of the advantages achieved by the system. 1st As regards cost, a road on this system as shewn by the plan and 5 ^>.A. iJliJ'\J 2 aeoiicm aooompanying the^ remarks, anl laid ready to receive the rolling plant) can be made at the follo.wing prices : A line iniuble for locomotirei of 10 tona weight, ranning 12 milei an hoar, $0.64 p«r lineal yard. Do. do. for loeomotiTM 20 tons at 20 miles per hour, $0.74 per lineal yard. Do. do. for locomotives 50 tons at 2S milos per hour, $1.28 per lineal yard. Compared to this, the wimple bar of iron a2pti«, required by the Industry Company, for their repairs, cotti more per ya/rd^ leaving out of the question, the cost of the longitudinals under this iron, boring" the holes in the iron for spiking it down, the spikes, the cross ties, and the laying of the road. I, therefore, claim as one of the advantages of this system, the construction of a more substantial line of wooden railway than any now in use, with economy and durabitity. 2nd. Durability. The piece now laid shows no symptoms whatever of yielding, As a proof of tha power of resistance of hard wood in its proper positionf I will refer to some experiments in which I was engaged in England some 20 years ago, with wooden railway wheels, the tyre or periphery of the wheel I mean being made of wood ; the segments com- pering the wheel were arrangdd in a cast iron nave with the grain end- ing$f as shewn in the accompanying sketch A. — the segments being supported laterally by a hoop of iron on either side near the periphery. These wheels ran many hundred miles without 8 4ipparent wear, bat when the brake oame to be applied, and the wheel had to alide down an incline for a mile or two on one point of its cironm- ference, a flat place became inevitable and the wheel was rendered use- less. With a rail, the action is just the reverse, the timber forming the run- ing surface of the rail is made with hard wood, grain endways as in the wheel, but is exempt from the only single cause of destruction to the wheel, viz., great unequal pressure proceeding from the action of the break. Again, look at the durability of wocd; as applied to the gearing of large mill wheeb, through which a power of from fi%|to a hundred horses may be passed every day for 10 years before it is worn out ; or again to the steps of scores of upright shafts in mills in this country, where a piece of hard wood, with the grain in the right position is found to stand the heavy pressure and constant grinding better than any other material. 3rd. The road is comparatively noiseless, smooth, and without vibra- tion ; conditions which cannot be obtained on any railway where iron and iron work together, and a wooden railway really without iron, I have never before heard of, as commercially practicable. They have been tried in this country and failed, they are now being tried in the United States, but from the returns I have seen the cost of traction must be frightful, but whatever system may be adopted, let the Directors beware of proving again what has been so often proved before, viz., that the cheapesf is very often the dtarest. Upon the good condition and stability of the permanent way of every railway, depends more than upon any other single cause, the economy of by &x the greater part of the working expenses, as well as the general safety of the line. These conditions I maintain are combined in my system, thus reduc- ing the wear and tear of locomotives, tyres and rolling stock, to l\ minimum, rendering also the line more agreeable and less fatiguing to travellers, thereby tending to increase the traffic, and at the same time reduce the item of repairs. 4th. The facility of repairs, is also great, as any piece forming the rail can be removed by driving back two wooden pins, and without lifting the 4:ails, be replaced by another. I ttmk rf am rt.tm„t. a„ p„^ fc, ^o pie« of II.. ,ct«n, fa op«.t.on, that the prbcipd fe worthy of th, co.dd,„«o,, of J^ P«.e8 .bout to b« e^pigod to om/^K out the wood«, lin,* com^ J. FOSTER, MoKTMAi, Ifaj 2Yth 1869. tnalJy in Me com» i"* 1 I 'I. 'Ill ivp Fifj. 1 — Ili'tutseni 1 , ' ^ -Itewirig }iov^ of one rail on the line o. i toiid over 3 fe a. Fig. 1, slu;vvs ch apart, as <; two side pieces or Ion«: fcLt G inchc. wood blocks', forming; th^ „„ ,i , . fixed. I 1: -H- ^- --i— -^ fe -' -^4-~-s; Jfe Mi I \\\ 1 ■ . ■ i , - ( !.. !■ ^J\:J ±_u. . c T r J I ^- MXIM.ANATTOX. T'lO. 1 — lic|>rt«ioiif^. on u laiye ncalo, a cross-section of oiiu rail oil tin.' line lu;\va i lie hard wood endways; h.h. the two Hide ]jic-.cs or lon^jitiidiiiaii?, bctwcca which the hard wood blocks, foniiiiig tho ruuuing surface for the train, are fixed. ..Ell Euii-^-L I 'I '7' I I'l' '' :r--"i'v-T -ggj — - ^ f" __^ 'ill ITTiS jcm ^= iLid 1" / : 1 f I fi :^r?-4>^ ^^t=-.^--l^ll -'L ^-*^fr^ : r-| -T:^, -^ ^ ^M^^... -I t n n I 1 y^- ^^^^^r^'^^-^s^^- - -r^ O iFTT . 1 r i. ^^--^; J •'• ( T — r I I I 1 L I I l>f tlie cross-ties. >L inim. PTT? :^- -^^fe^-^-^--}- -^-^t^^^t -H- -,T -^K ;^ - ^1,,^^ fe 'ii. vy jFjfG Z. x .OVjl_i__, MEIX % h. H. "M - g^ t-^?^ •rT^:^r^^„..~^^-.-^-f^^;r^--^ xz: :rzr:r ■ -zl-t^t— *^=t.r -~t^-^ -f -- ^ n:^ tr^^.tr?r,^^nfc^:=^. ~i: :^:5 s,''.'- 1 s: -L- I III J ■I I — r I I 1 ' i n rcsciillnjr about 40 fr-ot of the ,j| the joint,-, of the Joii^imdiiuils ot, one half of each j-'.;stiii<' ou ijiewri at r, -•. c. c. The otI.cn- apart. of the rail, shewin;^ tho cud.s (^ i ' r ' ' 'I -.-^ v—- ^"3- xr^7- s s^^ V ■?; r^ '}>' 4 vm ^ ^'^ • .('i I \e:^ EXPLANATION. Figs. 1, 2 and 3. — Represent a cheap modification for the arrangement of the Grain end-ways. — Fig. 1. — Re- prei«ents a cross-section of the rail at a. b. Fig. 2. — The two h^ngitudinals a. b. Fig. 1, are exactly together equal in area, to the plain wood rail proposed to be used in this country, but ^re stronger, as they will have no through joint, but will overhip 6 feet as shewn at c. c. c. c. Figs. 2 and 3. m^^ m I ^" y ^ -i f I I '^ ^T^ I'^ill-^ t^ W¥B d. d. d. Figs. 1 and 2. — Represent the blocks of hard wood — Grain end-ways ; which will afford with scarcely any perceptible increase in its cost, a rail of very much longer life and very superior adhesion for the Locoir.olive. Fig. 3. — Shews the blocks by dotted lines with a wooden pin between each — the whole resting on sleepers and keyed in the usual way. /: .'j^^^Z I r ^T^TTXi*