In order to demonstrate the capabilities of even so small a gauge, a closed car of the same dimensions as those already described was constructed, which has doors and windows of the usual kind. Lest it should be supposed that the space is unduly cramped, I may mention that a visitor 6 ft. 3½ in. in height, when seated, found ample clearance for his tall hat. The cost of this car was £67, and the weight is 24 cwt. Here the proportion of live to dead weight is as 5 to 6.
As a further test of the capacity of a 15 in. gauge, I have built a dining car and a sleeping car of the same dimensions as the cars already described. The former seats eight persons and carries a suitable cooking stove in a compartment to itself. The latter contains four berths 6 ft. 6 in. long and 1 ft. 10 in. wide, with a lavatory and other fittings. This, though hardly an essential accompaniment to a line under one mile in length, can be utilised as an overflow bedroom for my boys when the house is full of guests. I am unable to state the exact cost of these two vehicles, but exclusive of fittings, it is little, if at all in excess of that of the closed car already quoted. The weights are somewhat greater, owing to the bogie truck frames being of cast iron instead of elm.
A closed luggage van, 15 ft. in length, but otherwise of the same pattern as the cars, concludes the list, and is used to convey luncheons, teas, etc., for large parties, to the station where refreshments are served. The extreme height of the closed cars is 6 ft.
All the wagons and cars are carried on chilled iron wheels, 13½ in. diameter, cast in my foundry. The axles, as has been stated, vary from 2 in. to 2½ in. in diameter, and on to these the wheel on one side is forced by a hydraulic pressure of about 15 tons, while the opposite wheel runs loose to reduce the curve friction. The journals run in cast-iron boxes, which are lubricated by sponges placed in oil receptacles below. The horn-blocks and axle-boxes, with a rubber block between them to form the spring, and a cover to the oil reservoir, are secured together by a single bolt, after the insertion of which no part can come loose. The castings are put together as they come from the foundry, without machining or fitting of any kind, the axle bedding well into the cast-iron box after a few days’ wear. For the Eaton railway, however, I bored out the boxes, but have not found any advantage to result. These bearings require oiling only at intervals of several weeks, and although some of them have been in use more than eighteen years, there has been no case of heating or other failure. The cost of each complete bearing, including horn-block box, cover, spring, and bolt, is only 5s., 1s. of which goes for the rubber.