The actual increase of traffic depends upon the length of time given for its development, beginning at 160 per cent. and going up to 230 per cent., and in the case of the selected railways, even more. Taking the increased accommodation to passengers at 160 per cent., this would give the following as the increased number of travelers provided with traveling accommodations in each year: 1844, 17,400,000 1845, 1846, 1847, 20,800,000 27,000,000 30,000,000 If the proportion be taken at 200 per cent., the number accommodated by railway, for whom no accommodation was before provided, would be 34,000,000. The following shows the proportion of traffic on railways in each year for which accommodation by coach, &c. was provided, and for which no accommodation by coach, &c. was provided: New 1844, 1845, 1846, 1847, Travelers from old coaches, &c. 10,300,000 12,900,000 16,000,000 21,000,000 17,400,000 20,800,000 27,000,000 30,000,000 Reckoning that each passenger is on the average carried 20 miles, each male adult in this country will be carried that distance six times in the year, an extent of accommodation which must have a great effect on trade, and on the distribution of labor. It appears from the averages given in the returns of the railway department, that there has been a still further reduction in fare on most of the lines, and an increase in the average speed per mile. The total increase on each class of passengers is as follows: It is to be observed that these figures cannot be absolutely relied on, as the proportions of each class cannot be fully shown, on account of the confused state of the returns published by the railway department. The total increase on each class of passengers between 1844 and 1847, has been as follows: This is probably more than the whole traffic of the country in 1825, and it shows at any rate that there has been a great increase in the accommodation given to the working classes. No. 2. Cattle Traffic. The last parliamentary returns are still more defective than their predecessors, so that it is necessary to estimate some of the numbers. The following shows the number of cattle carried in the year ending 1st July, 1846: Cattle, Sheep, Swine, Total, 370,000 1,250,000 850,000 2,470,000 This shows an increase of 25 per cent. over the number of animals carried in 1845. On account of the very imperfect state of the returns, it is impossible to give the proportion paid in 1846 under each head of the cattle traffic. In 1845 the proportions were: The proportion for cattle must now be larger, and that for swine smaller. The whole number of cattle in 1847 will therefore be as follows, allowing for the incompleteness of the returns: The total receipts for cattle traffic in each year were as follows: The great advance in cattle traffic was made in 1846; but the progress was not so great in 1847, as there was a positive falling-off in the number of swine carried. The greatest increase is in the conveyance of fat stock and sheep. The following are the proportions of cattle carried in each year: An "Observer," in the Morning Herald states that it has been estimated that railways have effected a saving of £12,000,000 annually on the traffic of the country, although they comprehend as yet but a fraction relatively of the whole traffic of trade. Among other items of traffic he states that of building-stone to be not one-tenth of what is requisite for even a fourth part of the surface, "and whereas stone might be brought up to the metropolis at one penny per ton per mile, by the London and NorthWestern and Great Western Railways, little is so brought, though there is a great wish to have public buildings of stone instead of brick." Lond. Build., Nov. 1848. Report upon the Use of Anthracite Coal in Locomotive Engines on the Reading Railroad, made to the President of the Reading Railroad Company, by GEORGE W. WHISTLER, JR., April 20, 1849. JOHN TUCKER, Esq., President. Sir:-Agreeably to your request that I should make to you a report of my observations upon the Reading Railroad, relative to the use of anthracite coal in Locomotive Engines, comprehending its present comparative results with the Engines burning wood upon that road, and its ultimate economy, deduced from such data as I am enabled to get from this and other roads using raw coal as fuel, I beg to submit the following state ments: The Comparison of Engines in their Consumption of Fuel. The observations made by me upon the Reading Railroad, were between the 23d September and 26th October of the past year, during which time I was absent from the road for a period of two weeks, making examinations of a similar character upon the Hazleton and Beaver Meadow Railroads. The number of trips which I record are, 17 of the Baltimore Coal Engines; 5 of the eight-wheeled Coal Engine Novelty; and 3 of the eight-wheeled wood-burning Engine Indiana. There were four other trips made upon the Baltimore Coal Engines, but not taken into this account; two were broken by derangement to the Engine, and two were neglected, being way trips. Two additional trips were made with the Novelty; upon one the coal for the use of the Engine was lost, and upon the other a derangement of the Engine spoiled the trip. A fourth trip was also made upon a wood Engine, but with a way train, and is not included in this account. I give you, further on, a statement of each trip as it was made, and from which I have calculated the table of comparative results. For making these observations, I had every facility extended to me by Mr. G. A. Nicolls, the Engineer and Superintendent of the road, and all information relative to repairs of Engines necessary to a satisfactory comparison, furnished me. I was also permitted to take any Engines in the coal trade for trial, and run them over the road at such times as would subject them to the least delays, and give the most daylight for the observations. I availed of this privilege but twice; being desirous that the trips should be made under the same circumstances as those recorded each day of the wood Engines, which were running in their turn by the regulations of the road, and the quantities of fuel used (consumed or wasted) for each trip was recorded. As care is taken to ascertain the quantities of fuel used by the wood Engines, a statement of which has been made to yourself by the Engineer and Superintendent, showing what that quantity was for July and August last, I have not considered it necessary to make observations upon these Engines, further than to ascertain if the frosty season of the year, during which they were made, caused any material difference in these results, but as I found none the trips were soon discontinued. With the coal Engines, however, the amounts of fuel consumed per trip have not been ascertained, and my observations have been directed more particularly to them. The fuel used for the coal Engines was, in all cases, noted as the difference in weight between that taken at one end of the road and that remaining at the other. Of the trips here recorded I made seven myself, two upon a Baltimore Engine and five upon the Novelty; and was assisted in the remainder by young men whom I put upon the Engines. =9-40 per round trip. Total quantity of coal used on 17 trips, 9 trips up, coal used 8 66 down, 66 = 40.35 4.45 per trip. Average load down, 90 cars, with 450 tons of coal. As the results here given are inclusive of all waste, a deduction should be made, and a quantity of coal somewhat nearer that actually consumed taken for a comparison with wood. The coal supplied for Locomotive Engines to the Reading Road is of good quality, (Forest Improvement,) the only drawback being the large per centage of fine coal and dirt intermixed with it. Cars containing 5.5 tons in weight, have in them from a half to one and a half tons of this dross, a part of which is thrown from the tender upon the road and estimated as fuel consumed. This waste amounts to about half a ton per trip; I propose, however, to deduct but five per cent. from the gross weight, as that allowance is made by the parties furnishing coal, and has no corresponding equivalent in wood. Five per cent. deducted from 79.9 leaves 76 tons of coal for 17 trips. Trip up = 4.25 tons. Trip down = 4.75 tons. Round trip: = 9 tons. Coal used per round trip, 11.25 Deduct 5 per cent. for waste, 10-70 tons per round trip. Average load down, 75 cars, with 375 tons of coal. The fuel used Oct. 16th, includes half a cord of wood, which is estimated as one quarter of a ton of coal. Wood used per round trip with 88 cars down, containing 440 tons of coal, 14.37 cords. By the reports for the months of July and August, the fuel used for the Engine Champlain, weighing 20 tons, on six driving wheels, with cylinders 16 in. in diameter by 18 in. stroke, and working its steam expansively, is 10-25 cords of wood per round trip of 190 miles. The fuel consumed by the Reading-built six-wheeled Engines, shown in the statement for comparison, is taken from the report for July and August already referred to, as well as the average quantity of fuel per trip for all wood Engines in the coal trade during that time. The quantity and cost of fuel per 100 tons of coal transported, as shown in the summary of the foregoing observations, includes the return trips with empty cars, the power exerted in either direction being very nearly the same. The Reading Railroad is 95 miles in length, with a total fall of 600 feet-greatest fall at any part of the road, 20 to 25 feet per mile; it has no ascending grades in the direction of the trade, except within five miles of Philadelphia, where assistant Engines are stationed. The return load for each Engine is about one-third the entire gross weight of train brought down, which is the weight of cars alone. Weight of cars, 2.5 tons, coal in cars, 5 tons. Total weight of coal and car, 7.5 tons of 2240 lbs. Cost of wood in the following statement, $4 per cord, do. of coal, $2.75 per ton of 2240 lbs. To facilitate a comparison of the various Engines on the road, a short description of their principal features is given. Engine Novelty. Engine on eight driving wheels, 46 inches diameter. Boiler on a separate carriage behind the Engine, and connected with it by flexible steam |