brighter and can easily be kept clean. There is greater simplicity of
design generally, and the universal substitution of coal as coke for fuel,
with its consequent economy; and last, but not least, the adoption of
standard types of engines, are among the changes which have taken place in
locomotive practice during the past quarter of a century.

[Illustration: FIG. 8.--LONDON, CHATHAM, & DOVER RAILWAY.]

[Illustration: FIG. 9.--GREAT EASTERN RAILWAY.]

[Illustration: FIG. 10.--MANCHESTER, SHEFFIELD, AND LINCOLNSHIRE RAILWAY.]

Having now reviewed, as far as the limits of this paper will allow, the
locomotive practice of the present day, the author would in conclusion
draw attention to what may possibly be one course of locomotive
development in the future. Time is money, and it may be in the coming
years that a demand will arise for faster means of transit than that which
we possess at present. How can we meet it? With our railways laid out with
the curves and gradients existing, and with our national gauge, and our
present type of locomotive, no great advance in speed is very probable;
the mean speed of express trains is about fifty miles an hour, and to take
an average train of 200 tons weight at this speed over a level line
requires between 650 and 700 effective horse-power, within the compass of
the best engines of the present day. But if instead of fifty miles an hour
seventy is required, an entirely different state of things obtains. Taking
a train of 100 tons, with engine and tender weighing 75 tons, or 175 tons
gross, the first question to determine will be the train resistance, and
with reference to this we much want careful experiments on the subject,
like those which Sir Daniel Gooch made in 1848, on the Bristol and Exeter
Railway, which are even now the standard authority; the general use of oil