The last, but not the least important, object connected with railways, remains yet to be mentioned—­viz., the locomotive.  Its driving-wheels are generally six feet and a half in diameter, the cylinder is sixteen inches in diameter, and has a stroke of twenty-two inches.  But the point to which I wish to call especial attention, is the very sensible provision made for the comfort of the engineer and stokers, who are thoroughly protected by a weather-proof compartment, the sides whereof, being made of glass, enable them to exercise more effective vigilance than they possibly could do if they were exposed in the heartless manner prevalent in this country.

From my subsequent experience in the railway travelling of the United States, I am induced to offer the following suggestions for the consideration of our legislature.  First, for the protection of the old, the helpless, or the desirous, an act should be passed, compelling every railway company to supply tickets for luggage to each passenger applying for them, provided that the said application be made within a given period previous to the departure of the train; this ticket to insure the delivery of the luggage at the proper station, and to the proper owner.

Secondly, an act compelling railway companies to afford efficient protection from the weather to the engineer and stokers of every train, holding the chairman and board of directors responsible in the heaviest penalties for every accident that may occur where this simple and humane provision is neglected.

Thirdly, an act requiring some system of communication between guard, passengers, and engineer.  The following rude method strikes me as so obvious, that I wonder it has not been tried, until some better substitute be found.  Let the guard’s seat project in all trains—­as it now does in some—­beyond the carriages, thus enabling him to see the whole length of one side of the train; carry the foot-board and the hand-rail half way across the space between the carriages, by which simple means the guard could walk outside from one end of the train to the other, thus supervising everything, and gathering in the tickets en route, instead of inconveniencing the public, as at present, by detaining the train many minutes for that purpose.[D]

Next, fit every carriage with two strong metal pipes, running just over the doors, and projecting a foot or so beyond the length of the carriage, the end of the pipe to have a raised collar, by which means an elastic gutta percha tube could connect the pipes while the carriages were being attached; a branch tube of gutta percha should then be led from the pipe on one side into each compartment, so that any passenger, by blowing through it, would sound a whistle in the place appropriated to the guard.  On the opposite side, the pipes would be solely for communication between the guard and engine-driver.  Should the length of any train be found too great for such communication, surely it were better to sacrifice an extra guard’s salary, than trifle with human life in the way we have hitherto done.  Each engine should have a second whistle, with a trumpet tone, similar to that employed in America, to be used in case of danger, the ordinary one being employed, as at present, only to give warning of approach.