The data laid down above must therefore say, the one as suitable to a slow motion, be taken each in their speciality, that is to with engines of a certain construction and intended for the draft of goods, and the other to a rapid motion with engines of a different construction, and intended for the draft of passengers.

in practice, and with the nature of the busi-
ness on that line, the different losses amouni
to one-fourth of the expense of the active

work.

§ 4. Total Expense of Haulage. require, on our part, no separate discussion. The remaining expenses of the haulage This increase is owing not only to the The particulars will be found in the follownecessary expense for lighting the fire every Company. But their aggregate amount ing statements relating to the Liverpool morning, but also to the necessity, on that line, of keeping, for the passage of the in. acquaints us with the total expense of haulwhich must remain lit the whole day, al-eration as well as the former ones. clined planes, helping engines, the fire of age by means of locomotive engines, and this is a point which requires some consid. though they only serve at distant intervals, and to the long delays between one journey and another. These circumstances, that of the helping engines alone excepted, are inevitable in a business of the nature of

On the Darlington Railway the same causes of loss do not exist, at least not to the same degree.

Before we close this article, we must re-that of Liverpool. mark that the repairs of the railway consist principally in replacing the blocks, chairs, keys, and pins. The rails themselves, being in malleable iron, seldom break. As for their gradual decrease of weight, by wear, this is a very inconsiderable effect.

On May 10th, 1831, on the Liverpool line, a malleable iron rail, 15 feet long, carefully cleaned, weighed 177 lbs. 101 oz. On February 10th, 1933, the same rail, taken up by Mr. J. Locke, then resident engineer on the line, and well cleaned as before, weighed 176 lbs. 8 oz. It had consequently lost in 21 months a weight of 18 oz. The number of gross tons that had passed on the rail during that time was estimated at 600,000. Thus we see that with so considerable a tonnage, and with the velocity of the motion on that railway, the annual loss of the rail was only of its primitive weight. So that it would require more than a hundred years to reduce it to the half of its present strength.

3. Expense of Fucl.

According to the notes, carefully kept by the directors of that company to serve as a foundation to the contracts they sign, the quantity of coals consumed on an average, during one journey of an engine, that is to say, to convey 21 wagons to a distance of 30 miles down hill, and bring them back again empty to the same distance up hill, costs the engine men 4s. 93d., when the coals are at 5s. per ton. So the weight of coals consumed is 2157 lbs.

the year in question, we see that the total According to the statements concerning expenses of the Liverpool Company amounted to the following sums:

1st half-year
2nd half-year

£ s. d. 56,350 1 9 60,092 15 11 £116,442 17 8

But our purpose being to know the expenses relating to the use of the locomotive engines taken separately, in order to compare the amount with the total haulage they executed, we must deduct from that sum the following articles:

1st hlaf-year ¡5,140 6 4 2nd half-year 5,546 40

2nd. Stationary engine and
tunnel disbursements

1st half-year 2nd half-year

The useful load drawn by the engine is
composed of 63.60 t. of coals in going down,
and there is no useful load at all in going
up; making an average of 31.80 tons of
goods drawn to a distance of 10 miles in all. Brd. New rails, this being an
This weight, from what we have seen
(Appendix, § 1..) corresponds with a gross
weight, drawn on a level to the same dis-
tance, of

31.80 t. X 1.9717 62.70 t. ;
Ia regard to fuel, we have already, in the consumption of coals per gross ton car-
Chapter IX. of this work, related experi-ried to a distance of one mile on a level is,
ments from which may be deduced the con- consequently, 0.86 lb.
sumption of fuel according to the load the
engines have to draw.

This is nearly the same consumption as on the Liverpool Railway, especially if we consider that a ton of coals, of a good quality, produces a little more evaporation than the same weight of good coke.*

However, as in the intervals of the trips the fire must be kept up, and as, besides, there are always unavoidable losses daring working, an increase of expense in that This result may appear surprising, the respect must naturally be expected in prac-boilers of the Darlington engines being tice. This we also learn in a positive man- generally constructed on a less economical ner by the examination of facts. principle, as to the application of heat, than According to the half-yearly reports of the the Liverpool ones; but considering the Liverpool Railway Company, for the year way of working on each line, this circumending June 30, 1931, the expense for fuel stance will easily be accounted for. On the for the locomotive engines was Darlington Railway the engines never go off but with a full load; that is to say, that they draw, as we have mentioned, an aveThe number of trips performed was rage weight of 62.7 t. per trip, and we know 11,656; consequently the expense for fuel that this circumstance is favorable to the for each journey amounted to 10.432s., and consumption of fuel. If these engines were as the average price of coke employed dur- to draw only an aveage load of 32 t., like ing that year on the railway was 23.5s., the the Liverpool ones, their comparative conconsumption of fuel, measured in weight,umption would certainly be greater. To amounted to 994.37 lbs. per trip.

£6.079 153. 8d.

We have seen (Appendix, §1.) that the total number of gross tons conveyed by the locomotive engines of the company from one end of the railway to the other, in the same number of journeys was

this must also be added that, on the Darlington Railway, the engines und rgo no delay between their journeys, and that the invariability in the load and in the speed makes it unnecessary to give them more evaporating power than is strictly wanted for their motion. The consequence is that one never sees at the valve that enormous The average load of the engines was con-blowing which takes away from the Liversequently about 32 tons. pool locomotive engines a fourth part of their produce.

373,776 t.

It is to these combined circumstances that the practical result appearing in this case, must be attributed.

A load of 32 tons, not including the ten-
der, has consequently required, by the fact,
a consumption of coke of 994 lbs. So,
considering that the load has been really
carried to a distance of 344 miles, this makes
0.90 lbs. per gross ton drawn to a distance *The proportion of the quantity of coke
of one mile on a level. Our special Exper-prepared in a closed vessel, and of New.
iments (Chap. IX. § 2.) only give an ave-
rage consumption of 784 lbs. of coke for a
load of 32 t. By this it will be seen that,

castle coals, necessary to transform the same
quantity of water into steam at the same
pressure, is nearly as 14 to 13.

5th.

extraordinary expense
1st half-year
2nd half-year
4th. From the amount for main-
tenance of way, new rails
not included, must be de-
ducted for expenses
concerning the tunnels,
that are not worked by the
locomotive engines and the
length of which is 14 mile
on the 31 miles of the
whole line 1st half-year
2nd half-year
On the rest of the ex-
pense for maintenance of
way must also be deducted
, being expenses occa-
sioned by the passage,
with their trains, of loco-
motive engines not belong-
ing to the company. The
haulage effected by the en-
gines of the company being
373,776 tons, carried on
the whole line. We have
seen (Appendix, §2) that
the work of the engines
not belonging to the com-
pany, raises the tonnage
to 515,252 tons; conse-
quently the work of the
latter engines is 141,476
tons, or of the haulage
of the company's engines.
This article makes

1st half-year 2,258 18 0 2nd half-year 2,231 0 0

Total sum to be deducted £22,022 9 Remains for expenses concern

ing the work of the company's locomotive engines 94,420 8 0 The haulage executed by the same engines being 12,895,272 gross tons carried to a distance of one mile, the consequence is that, on the Liverpoo Railway, at an average velocity of 16.78 miles per hour, the total expense of haul

This includes all sorts of expenses, carriages, rent, offices, &c.

On the Darlington Railway the expenses of haulage are much lower. The company estimates them at 1.00 d. per ton of coals carried to one mile in going down the line; which, after our calculation (Appendix, § 1.,) would make 0.51 d. per gross ton carried to one mile on a level.

EXTRACTS

REPORTS OF THE DIRECTORS OF
THE LIVERPOOL AND MANCHESTER RAIL-
WAY, FROM THE OPENING OF THE RAILWAY,

ON THE 16TH SEPTEMBER, TO THE 30TH
JUNE, 1834.

The cause of that difference between the two railways has already been mentioned, being the velocity of the motion and the FROM THE nature of the goods conveyed. To this must also be added the considerable difference in the price of fuel, the Darlington Company employing coals which cost only 5s. per ton, instead of 23s. 6d., the price of the coke used by the Liverpool Company. But the use on that line of several ways of working either by locomotive or stationary engines, or by horses, does not permit us to class and verify the expenses with the same precision as in the case of Liverpool. This is the reason why we shall not enter into any par ticulars in that respect.

§ 5. Profits.

After having examined the expenses, it is also necessary to cast a look on the receipts. Before we go over to the specified statements of the expenses of all sorts of the Liverpool Company, we shall therefore take down here, from those same statements the amount of the profits made by the company from the opening of the railway: This sketch will show that, if the mode of haulage in question necessitates considerable expenses for its establishment, the profits it produces are fully adequate to indemnify speedily the shareholders.

The road was opened to trade on September 16th, 1830, and from that period the dividends per share of £100 sterling amounted to the following sums:

STATEMENT

OF EXPENDITURE ON CAPITAL
ACCOUNT.

Amount of expenditure on
the construction of the
way and the works, from
the commencement of the
undertaking to 31st De-
cember, 1833

£1,089,818 17 7

ANNUAL OR WORKING ACCOUNT.
FROM 16TH SEPTEMBER TO 31ST DECEMBER,
1830.

Nett profits of the Company £14,432 19 5
Dividend per share of £100

Nett profit from 1st July

to

6,709 71

979 19 8

786 8 2 1,490 14 1 98 9 10

175 13 6

£49,025 18 5

£40.783 8 1

410 O

078

31st Dec. 1831 Dividend per share of £100 Nett profit on Sunday travelling per share of £100 HALF-YEAR ENDING 30TH JUNE, 1882. Merchandise between Liverpool and Manchester Traffic to and from different parts of the road

Tons.

54,174

3,707

Between Liverpool and the Bol-
ton junction

14,720

Coals from different parts of the

174,122

2,656

2,248

234

Number of passengers booked at
the Company's offices
Number of trips of 30 miles per-
forn ed by locomotive engines
with passengers

Ditto with merchandise
Ditto with coals

Receipts.

Coaching department
General merchandise depart-

ment

200
HALF-YEAR ENDING 30TH JUNE, 1831.
Nett profits of the Company £30,314 9 10 Coal
Dividend per share of £100

4 10 0
HALF YEAR ENDING 31ST DECEMBER, 1831.
Tons.

Merchandise between Liverpool and
Manchester
Road traffic

Between Liverpool and the Bolton
junction.
Coal from Huyton, Eltonhead, and
Haydock collieries brought by
the Company's engines

formed by the locomotive engines

52,224
2,347

10,917

7,198

Coal from Hulton brought by the
Bolton engines

1,198

6

Number of passengers booked at the

Company's offices

256,321

Number of trips of 30 miles per

3

2

with passengers

2,944

2,298

150

4.15

4 15

£33 18 3

This sum makes 9 per cent. a-year, besides the reserved fund laid aside by the company, and notwithstanding the extraor dinary expenses inevitable at the beginning of an undertaking, which being the first of its kind, was necessarily obliged to pay dearly for its own experience, whilst future railways will profit by that acquired by their predecessors.

Besides this high interest for the capital invested, we repeat that the shares of this railway, from the original price of £100 sterling, have risen, and sell at present, after four years establishment only, at £210; and that those of the Darlington Railroad, which boasts only nine years' existence, give 8 per cent. interest, and have risen in that short interval from £100 to £300, which is their present price.

This plain recital of facts speaks volumes. It is, therefore, unnecessary for us to add any reflection.

Do. with goods

Do. with coal

Coach department
General merchandise
Coal department

Expenses.

Bad debt account
Guards' and porters wa-]
ges, £1104 4 6--Par-
cel carts and drivers'
wages, £254 10 5--
Omnibuses and duty,
£108207-Repairs and
materials, £1777 9 4—
Gas, oil, tallow, &c.
£228 14 6-Stationery
and sundry disburse-
[ments, £441 1 7

Carrying disbursem'ts. Coach disbursements.

Salaries £1749 5 10-
Porters' wages £33620
8-Brakesmen's wages
£461 5 9-Oil, tallow,
cordage &c. £561 12 6
-Carting £808 16 5-
-Repairs to jiggers,
trucks, &c. £163 14 11
-Stationery and sun-
(dry expenses, £563 10 8 j
Coal ditto

£89,809 2 0 Cartage (Manchester)
Charge for direction

£902 3 10 Compensation (coaching)
60 15 5 Compensation (carrying)
Coach office establishment
(salaries, £573 13 1-Rent
and taxes, £106 10 0.)
Engineering department

4888 011

8010 6 9

26 8 10 1420 4 9

308 14 0

101 10 9

288 10 8

680 3 1

520 9 0

5966 14 11

10,582 16 2

7,3831 0 6

£47,770 15 5
1,112 4
£46,658 11

£28,048 4 9

4 0

048

12,646 9 8

182,823

£48,278 8 10

£43,120 6 11 34,977 12 7

2,804 3 4

£80,902 2 10

£81 6 0

70 0 0

601 15 8 296 4 0

859 12 10 1,891 0 7

Petty disbursements
Rent

Repairs to walls and fences

£97,234 10 1 Stationary engine and tunnnel

7,133 16 9

8,627 17 0

82 09 9,173 18 0 812 1810 142 4 18

722 6 2 1,022 7 6 61 19 6 603 10 8 665 3 4

12 1-Engine and brakesmen's wages, £385 7 0Repairs, gas, oil, tallow, &c. £273 11 1) Tax and rate

Wagon dis

bursements.

(Smiths' and joiners' wages, £773 3 8Iron,

timber, &c.

£728 12 4-Cordage,
paint, &c. £109 19 2
-Canvass for sheets,
£240 0 0

Repairs to walls and fences.
Cartage (Liverpool)

Net profit for six months
Dividend per share of £100
Nett profit on Sunday travel-
ling per share of £100

986 10 2 1,778 16 10

664 0 11
80 17 6
£60,092 15 11

£34,691 16 4
4 10 0

0 5

2

The light itself, and the combustion to pro- || the second 140; thus one is capable of giv
duce it, could be placed above the shaft, in ing the same quantity as 290 Argand burn-
the open air. If, however, from mechani-||ers, and the other as much as 140.
cal difficulties, such as obstructing parts in The term Bude Light has no application
the way of its passage down the shaft, it is to the peculiar manner in which it is pro-
possible that the light might be placed induced?—It is a term simply used to distin-
some safe part of the mine itself, where guish it.

fire-damp is never found, and from thence From what is it derived?-It is produced 1,851 15 2 be reflected and refracted through the va- by striking nacent carbon, evolved in the rious parts of the mine. I have made ex-combustion of oil, resin, or similar bodies, periments with this view, and have found with oxygen gas. light capable of being reflected, in various You have spoken of difficulties in the indirections, with simple and inexpensive re- troduction of this new system of lighting flectors; the first reflection requires a true in the mines of this country; apply your parabolic reflector, but afterwards plain and mind for a moment to the difficulties which Simple surfaces will do. Possibly, the whole might arise in the mines not having above mine and galleries may be all lit by a single two or three feet depth of seam?-I think light, if not very extensive; but if seven such difficulties are to be overcome by inlights of the first order be placed in the fo- expensive boring or widening to admit the cus of seven true 12 inch parabolas, and light to pass; in such a drift a stream of arranged within a circle of 3 feet diameter, light, highly concentrated, of six inches diwhich they may be, I firmly believe one of ameter, would be ample, and whether it the longest mines might be most effectually passed by the side or the top of the gallery, lighted in every gallery. No one can judge it matters not. A large quantity of light, From the immense mass of testimony, of the power and management of this light by simple means, might be concentrated in collected by the Select Committee of the who has not seen it, or possibly conceive such case, and passed along such an openHouse of Commons on Accidents in Mines, its practicability to the subject before us.ing, and afterwards diverged in larger galwe have selected the following article in need not go into explanation of the man-leries, if such was indispensable. These ner of doing it. The Committee will re- are points upon which I think the Commitrelation to a novel and ingenious method of member that, as the angle of reflection is tee will find other persons more capable of lighting, not only mines, but all places always equal to the angle of incidence, we giving information on than myself. where actual exposure of flame to the at- may throw the light in whatever direction mosphere, might be productive of danger-round a corner at right angles, or in any we please; by this means we may turn it ous explosions or conflagrations.

We recollect a domestic application of this method, that was ingenious enough in its operation.

A gentleman had lost a knife of some value, at the bottom of a very deep well. By means of a large mirror, he reflected the sun's rays to the bottom of the well, and immediately discovered the position of the knife. A magnet, attached to a line, was let down upon it, and brought up the knife with it. We have not unfrequently used this method of illumination, when in search of some small article in an obscure corner of a dark closet.

MR. GOLDSWORTHY GURNEY'S SAFETY
METHOD OF LIGHTING MINES.

(From the Minutes of Evidence taken before the Se-
lect Committee of the House of Commons on Ac-
cidents in Mines.)

Has it ever occurred to you to consider whether mines might be lit under such circumstances as to do away with the necessity of the moveable lamp?-The subject has been one which I have lately considered a good deal, in conseqence of being engaged again in experiments of a similar kind to those of 1822; I have recently made a series of experiments for the Trinity House on artificial light; and the results of these experiments, and observations connected with them, induce me to believe it possible to light coal mines without taking flame at all into mines; In a few words, I will state, that I think it capable of being done by reflected light. In these experiments I found artificial light may be produced, so intense that when placed in the focus of a parabolical reflector, it will throw a distinct shadow at the distance of eleven miles. Now, as light is capable of being concentrated, reflected, and refracted in any angles, or in any direction, or in any quantities, I think it possible that such light may be reflected into mines, subdivided, and passed through the galleries, in sufficient quantities and intensity as to enable miners to work far better than by lamps of any description.

Supposing a light is required to be in a difficulty in obtaining a sufficient light at the straight line for a mile, there would be ou terminus -The light at the distance of a mile would enable you to read the smallest print. If it is reflected two or three times in that distance through a circuitous passage, you would lose very little. if you use good reflectors made of speculam metal. The quantity of light lost by such reflection is very trifling.

The question related to the casting of light upon one object at the distance named?

angles suited to the drifts the mine happens
to be cut into. The practical difficulties
connected with this plan chiefly, I conceive,
are those arising from obstructions in the
galleries: one, for instance, is the air-doors,
which are necessarily used for ventilation;
there is no difficulty, however, in such case
in placing a piece of plate-glass in some
particular part of the door, so as to admit
the passage of the light through it, or a
second light may be brought in an opposite
direction; again, if the galleries are so low
that there is not room for the light, coal
In case that light is then to be divided into
wagons or miners, to pass together, it is
possible so to widen them, or enlarge them, fifty different directions, so as to suit differ-
that there would be a sufficient space for aent galleries, what would be the conse-
sufficient quantity of light to pass; it may
be passed through very small openings by
strong concentration, and afterwards di-
verged as may be necessary.

Would it not be attended with great expense?-No.

So I have answered it; it is of little consequence whether it be straight a-head, or at the end of a curved or angular gallery.

quence as regards the terminus ?--The result would be, that the light would simply be reduced fifty times in quantity; it would be divided into fifty portions; it would then be still stronger than the strongest Argand burners; and I beg to be understood as meaning the Argand burner used on the tables of private families, not the little oil burner of the safety-lamp. I will make an observation here which may be important, namely, the stream of light may be sent throngh the various galleries, and when it arrives at the situation where the men are working, every man, with a little reflector or refractor, as may be determined on, may take that portion of light which may be in. tended for him, and no more, from the great stream, and thus limit him the quantity of light that he may abstract from the stream; which portion he may at pleasure direct wherever he pleases on the work before him; so that instead of a lamp, he would work with a little diverging reflector, or refractor, which he would carry in his pocket, perhaps of the size of half-a-crown.

Less than the ordinary mode?—I am not prepared to say exactly, but I think it would not be more expensive than the present mode. In case the light is not required to be very great, I think a light of less intensity might be used, with advantage, that would be less expensive than the present oil-lamps. A very simple but powerful light, is about to be adopted by the Trinity Board for light. houses, which, by way of distinction, and in reference to the place where it was discovered, has been called the "Bude Light." This light produces an intensity 140 times that of the present Argand burner; this light, therefore, may be used where the ramifications of the mine, or greater extent, does not require the first order, namely, the lime light. In some cases, the light from the common Argand burner, placed in a parabolic reflector, may Do you not think that the experiments of be sufficient, and in that case it certainly scientific men might be better made in the would be cheaper. I am of opinion, from nines themselves, than they could be in the experiments and investigations made at their own laboratory-Certainly; if a printhe Trinity House, that the light from limeciple is established, it rests as a matter of and also the Bude Light,is less expensive mechanical detail, or of mechanical situa, than that of the ordinary light, taking quan- tion and position, to know whether it can tity and intensity into account, which may or cannot be applied, practically, with ad he sub-divided to equal intensity with the vantage. Sir George Cayley informs me first; the intensity of the one is 290 times that he used the principle of reflection to greater than the other, and the intensity of throw daylight to some men who were