On the Maintenance and Renewal of Permanent Way

March 20, 18GG. JOHN FOWLER, President, in the Chair. No. 1,152.-“ On the Maint,enance and Renewal of Permanent Way.”’ By R. PRICEWILLISMS, M. Inst. C.E. THEcontrast afforded by the perfectly smooth and almost imper- ceptible motion which now obtains, even at express speeds, on the principalmain lines of railway, is particularly striking to those who can remember the early days of railway locomotion, with its stone blocks, unfished rails, and noisy jolting motion, at what would now be considered a most moderate speed. At the sametime it must be reluctantly confessed, that the condition of the permanent way, so far as regards its durability, has in no way kept pace wit,h the demands made upon it, by the present high speeds and heavy and increasing traffic ; and in this respect it compares most unfa- vourably with the marked progress observable in other branches of railway engineering. “akin5 the improved structure of the modern locomotive as an illustration, It will be found that, whilst its weight and power have, in a period of thirty years, more than quadrupled, the increased efficiency resulting from more perfect workmanship and a better description of material is such, that the per-centage on the gross t,raffic receipts of1ocomot.ive expenses on the Great Northern Railway has even slightlydecreased duringthe last fourteenyears, while, on the other hand, the per-centage on the gross traffic receipts of maintenance ofway has increased more than 200 per cent. in a similar period? It would seem as if the first introducer of this beautiful machine had intentionally left the investigation of the true principles which should regulate theconstruction of‘ the permanent way, as a problem to be solved only by long and varied practical experience. Certain it is that the Rocket, with its light weight of 43 tons, and moderate

1 The discussion upou this Paper extended over portions of five eveniugs, but at1 abstract of the whole is giveu consecutively. * Vide Reports-June, 1851, lncomotive expenses, 17.03 ] p~~?t~~e$~

Appendix, p. 373 ,, 1865, I, 1694 9, 1851, (maintenance of way ) 3.23 $9 and works. 9,

1865, S. S99 2 ’i Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 3% THEMAINTENANCE AND RENEWAL OF PERB.IANENT WAY. speed of twenty miles an hour, at once proved too much for the first permanent way of the Liverpool and Manchester Railway; since its light, fish-bellied rails were quickly replaced by others of a heavier character, uniform in depth, of the secbion so well known as the double T-headed rail. It is notthe purpose of thisPaper to give ahistory of the numerous inventions which have from time to time been brought forward for improving the,permanent way. It is enoush to say that, so far, none of them have realisedthe desired object ; for, with the exception of the now generally-adopted method of fishing the ends of the rails, the substitution of wooden sleepersin the place of stone blocks, and t,he employment of a heavier class of material, theoriginal system, introduced thirty years since, still remainsin use. Accumulated experience now seems to show, that it is not so much by anyingenious or more Scientific dis- position of the materials employed, nor by the substitution of ironalone in the place of the more elastic and perishable substructure, that a corresponding improvement must be looked for in the condition of t,he permanent way ; but rather to the judicious and liberal use of a better and more durable class of materials. For the failure of the ironsleeper road no higherauthority can be quoted than Mr. W, H. Barlow, himself the inventor of the well-known saddle-backrail, which, from itsoriginality, and the combination of scientific principles displayed in its design, at once recommended it to extensiveadoption. Mr. Barlow, during a discussion inthis Institution, candidly admitted it,s failure, and further stated his deliberate opinion that, 6' on roads which had tosustain the heavy loads andgreat speeds of the mainlines of this country the employment of timber was unavoidable."' IVithoutadvancing any speculative opinions of hisown, as to what is theoretically the best form of permanent way, the Author thinks it will be at once conceded, that no system can lay claim to any such character, which does not provide for a due amount of elasticity in the substructure, in order, as far as possible, to neutra- lise, or absorb, the momentum of the passing loads. With a viewof showing thatthe durability of the permanent way, and more especially what has been termed the ' life of a rail,' have been considerably over-estimated, and further with the object of supplying more reliable means for comparing the cost of maintenance and renewals on different railways, the Author has been engaged for some years in preparing, from the published reports and other reliable sources, with the assistance and full concurrence of the different railway officials, tables and diagrams relating to

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THE MAINTENANCE AND RENEWAL OF PERMANENT WAY. 355 the following lines of railway, arranged according to their mileage in the order following:- 1. The London and North Western. 2. The North Eastern. 3. The Midland. 4. The London and South Western. 5. The Great Northern. 6. The Lancashire and Yorkshire. 7. The South Eastern. 8. The London, Brighton, and South Coast. 9. The Manchester, Sheffield, and Lincolnshire.

These tables and diagrams show, for a period of nineteen years, 1st. The detailed charges usually comprehended under the head of maintenance and renewal of permanent way and works. 2nd. The number of miles maintained. 3rd. The train mileage. 4th. The gross tonnage, together with other information bearing upon the subject. The information to be gathered from thereports prior to the year 1847 being of a very scanty and unreliable nature, the Author hasnot thought it advisable tocarry hisinquiries beyond that period. The objection has been urged, in previous discussions on this subject, thatthe comparative cost of maintenance of permanent way is a problem incapable of satisfactory solution, on account of the great variation in the mode of keeping the acc0unt.s on different railways.' To meet this objection great care has been taken to omit from the calculations, in all cases, items such as gatekeepers,police, &C., ordinarily considered as traffic charges, but occasionally found includedunder the head of permanent way. Similarly, repairs to harbours, docks, telegraphs,canals, and other works unconnected with the permanent way, have, wherever they have appeared, been excluded. By this means, and by adopting the following general classification of the different charges usually comprehended under the head of ('maintenance and renewal of way and works," it is hoped that sufficiently detailed information is furnished, ineach instance, to enable a general comparison to be made, and at the same time to afford an approximate idea of the expenditure which has occurred, during a considerable period, on some of the principal lines in this country :-

I V& Miuateu of F'rocrcdings Inst. C.E., vol. ix., p. 387; vol. xi., pp. 2S2, 292, 297. 2112

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 356 THE MAINTENAKCE AND RENEWAL OFPERMANENT WAY. First, Maintenance of Q’ay, including wages, materials, ballast, &C., is indicated on the diagrams (Plates 14 to 19) by the portion coloured blue. Second, Staff and other charges, includingsuperintendence, assistants, inspectors, office, and other charges, are indicated by the white portion. Third, Works of Line, including repairs of gates, fences, roads (notat stations), slips, culverts, &C., andrepairs (and occasionally renewals) of viaducts, bridges, and tunnels, are indicated by the portion coloured green. Fourth, Stations and Station Works, including repairsto sidings, houses and buildings, stations, approach roads and yards, points and crossings, and gas and water service, &C., shown by the portion coloured yellow. Fifth,Renewals of Way, including all materialsand labour (occasionally materials only), shown by the portion coloured red.

In the Midland and the London and South Western accounts, maintenance of way, and of works of line, are included under one head. As, however, these items immediately follow each other in the order of arrangement of the tables, it is only necessary to com- bine them for the purpose of comparison with the other tables and diagrams. The lowest full hardline on diagrams 1 t,o 8 (Plates 14 to 19), shows the cost per mile per annum during each half-year of ordinary maintenance of way, including wages and materials. In some cases, it will be observed that wages and materials are shown separately, in others combined. The next line above shows the staff and other charges; the third, coloured green, the works of theline ; the fourth,station works. The topmost line shows the annual cost per mile for renewals during similar periods, and at the same time shows the aggregate cost per mile per annum of the whole of the charges includedunder the head of “maintenance and renewals of way and works.” The stars (“ * * *) on thediagrams indicate the number of miles maintained, to a scale of gths of an inch to 100 miles. The dotted lines (-. -. -. ) thetrain mileage, toa scale of gths of an inch to a million miles. The vertically scored line with the black dots shows the gross half-yearly tonnage. The diagonally scored line shows the cost per mile per annum of renewals, accord- ina to the amount set aside for that purpose in the suspense accounts. ’Faking theLondon and North Western Railway(diagram, No. 1, Plate 14), by way of illustration, it will be noticed, that in 1847 thenumber of miles maint,ained amounted, at thatearly period, to 3784 miles ; that the cost of the first item, ‘‘ maintenance of way,” had reached g270 per mile per annum ; and that that of’

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THE MAINTENANCEAND RENEWAL OF PERMANENT WAY. 357 the second, staff and other charges,” preserves throughout, down to the present time, avery regular and even outline. The third item, however, “works of line,” shows considerable variation, due, probably, in a great measure, tothe heavy and exceptional expenditure at timesin replacingthe timber.viaducts, repairing slips, &c. The next item, “stationsand station works,” also ex- hibits the same variable character. It is, however, in the last item, L‘ L‘ renewals of way,” thatthe principaldisturbance of outline is most noticeable. Already, in 1847, the permanent way of this line -which may justly be termed tbe parent of the English railway system, since it had its originin the Liverpool and Manchester Railway-showed evident signs of rapid deterioration, as the cost of renewals, at this early period, amounted to $38 per mile per annum. It rapidly advanced during the following five years, until in 1851, it reached $101 per mile, andthe total expenditure inrenewals attained $132,502. Takingthe cost of renewing a mile of single way (allowing credit for old materials, and exclusive of ballast) at the liberal average of $1,400 per mile, this would represent something like 9% miles of single line, or about one-seventh of the whole double mileagemaintained in 1847, entirely renewed during that period. In the next five years, from 1852 to l856 inclusive, the coat of renewals advanced tojust $200 per mile per annum, and the expenditure during this second period amounted to $630,001 ; equivalent to about 450 miles of additional single line-a length which, with the 944 miles renewed in the preceding five years, corresponds to two-thirds of the whole double mileage (3789 miles) maintained in 1847 renewed in ten years. In the following five years, from 1857 to 1861, the cost of renewals averages nearly g200 per mile per annum, while the expenditure in this third period has amounted to $599,139, or to about 428 more miles of single line ; the aggregate expenditure during thefifteen years having reachedthe large totalof $1,341,662. In the remaining three and a half years, from December, 1862, to June, 1865, the cost of renewals has averaged $151 per mile per annum; while an additionaloutlay duringthat period, of $545,216, has been incurred, representing about 389 more miles of single way, forming altogether, in the nineteen years, a grand total of $1,906,858, expended on renewal of wa.y alone, and representing something like 1,363 miles of single line, or almost*half the whole mileage maintained in the year 1865. It will further be observed that the average annual expenditure of this Company for renewals since 1847has amounted to $103,074. This represents something like 73 miles of single way of the main line broken up and entirely replaced annually during this period ; chiefly in situations where the traffic was heaviest, and where consequently (owing to the short intervals between the

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 358 THE MAINTENAWE AND RENEWdL OFPERMANENT WAY. trains), the facilities for doingthe work arethe least, andthe danger of accident the greatest. In a report to the Directors of this railway some years since, the result of an elaborate inquiry into t,he question of the durabilit of the permanent way, by the officials of that line, the average li Pe of a rail was stat,ed to be about twenty years. This estimate, however correct when based on the circumstances and conditions of the traffic at that time, certainly does not seem to be borne out by the facts shown in this Paper. The average cost per mile per annum during the period of about nineteen years referred to is g145. Dividing 222,800, theaverage original cost. of a mile of doubleline of permanent way, by this amount, theaverage life of a rail for the whole of the mileage maintained is found to be nineteen years. A large portion, however, of thismileage was not in existence nineteen years since-a considerable mileage, indeed, having been opened within the last few years, while another large part (about ten per cent.) is represented by singlebranch lines, many of them of comparatively light traffic. It may, therefore, be safely assumed, without pretending to be in possession of any specific or detailed information on the subject, except such as is afforded by the reports, that this vast expenditure has occurred on a very limited portion of the mileage. Probably, (as will pre- sently be shown tobe the case on a neighbouring railway,) it represents the renewals and re-renewals of those portions of the main line where the traffic is heaviest. The average cost of renewals, per mile perannum, during a period of years, on the ot,her railways is as follows :-

Per Mile per Annum. 1. Londonand North WesternRailway . . (average of IS$ ycars S145 2. North EasternRailway . . . . ,, 14 ,, ] S83 3. MidlandRailway ...... [ ,, 17i ,, $84 4. LondonSouthand Western Railway . . ( ,, 11 ,, S72 5. GreatNorthern Railway . . . . 3, 91 I, ) X110 6. Lancashire and YorkshireRailway . . .* [ ,, 164 ,, ) S156 7. SouthEastern Railway . . . . . ( ,, 158 ,, ) X102 8. London,Brighton, and South Coast Railway . ( ,, l2g ,, ) g94 9. Manchester,Sheffield, and Lincolnshire Railway ( ,, 9 ,, ) S49 The limits of this Paper will not permit a similarly detailed reference to be made to the other tables and diagrams. It is hoped however, that, being arranged on the same plan and to the same scale, they will, with the illustration just given, sufficiently explain themselves, and with the tabular statement showing the average cost of renewals, afford the information necessary for tlle purposes of general comparison. Whilst the results afforded by the diagrams and tables 1 to 9 are sufficient., it is imagined, to show in a general way, that the rate at which the renewals of permanent way have been going on

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. TIlE MAINTENANCE AND RENEWAL OF PEl~MAPI’EI\’lWAY. 359 is more rapid than is usually thought, it mustbe admitted that they are too general in their character to afford a reliable estimate to be formed of the life of a rail. The Author, however, having some years since had cha.rge of a district on the Great Northern Railway, has beenenabled, through the kind assistance and co- operation of its chief Engineer, Mr. Johnson (M. Inst. C.E.), to supplement the tables and diagram, No. 5 (Plate 17), showing the cost of maintenance and renewals on that railway, by longitudinal sections of the two principal divisions of the main line (Plate 20), showing theparticular parts of the line at which the renewals have occurred, the periods of renewal, and the nature of the different geological formations traversed by the line. The Author is greatly indebted to Mr. Johnson and the other chief officers of the Great Northern Railway, for the unreserved manner in which they have afforded him information relating to the past and present condition of the permanent way of that railway. It may be sufficient to mention, that the Great. Northern Rail- way was opened throughout in the year 1853, the East Lincoln- shireand LoopLine, together with portions of the mainline between Retford,Doncaster, and Askerne Junction, having been opened for traffic inthe four preceding. years. ThisPaper, however, has chiefly to deal with the two principal divisions of the main line-the South, extending from King’s Cross to Peterborough (754 miles), and the North, from Peterborough to Askerne Junc- tion (842 miles), Plate 20. Here it is that the destructive effects upon the permanent way of a large and concentrated traffic---more especially of a heavy and rapid coal traffic-are most significantly evident. The original rails laid down in 1853 were of a double- headed, reversible section, 721bs. to the yard, in 18 feet lengths, with joint chairs weighing 40 lbs. each, and intermediate chairs, 21 Ibs. each, secured with two wooden trenails to triangular sleepers, each 13 inches by G& inches in section. The bottom ballast con- sisted of either burnt ballast, broken stone, chalk, or gravel, according to the geological condition of thedistrict occupied. The top ballast was formed of gravel, and at the London end with burnt ballast. Thelatter, however, both from its destructive effects upon the sleepers, andits tendency, by retaining the water, to interfere with the efficient drainage of the line, was soon found to be unsuitable, and had to be replaced, in 1854-55-56, by good clean gravel. Aboutthe sametime the jointchairs were to a, considerable extent replaced by Adams’s jointbracket chairs. These notbeing found to answer, were subsequently replaced throughout the whole of the main line with the present suspended fish joint. A single mile of this permanent way was estimated at the time to cost &1,450, credit beingallowed for old materials, but exclusive of ballast.

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 360 THEMAINTENANCE AND RENEWAL OF PERMANENT WAY. The rails and chairs 1att.erly used in renewing the road are of a heavier character, and the sleepers are of a rectangular scantling 10 inches by 5 inches, more befitting the increased weight and amount of the traffic ; the rails are 82 lbs. to the yard, and 21 feet in length ; the chairs weigh 35 lbs. each, have a broader seat, and are furnished with a wooden cushion for therail to rest upon. These chairs are .fixed to sleepers by means of two spikes and a trenail. The sleepers are placed 2 feet S$ inches apart, centre to centre,except at the joints,where theyare reducedto 2 feet, which is as near an approximation to a close planked road as the spaces required for packing will almost admit of. The cost of renewing a single mile of this road, as furnished to the Author by Mr. Johnson, is as follows :-

A MILE OF SINGLELINE. Rails,503 - 21feet = 3,520yards, at 82 lbs. = 129 S. 8. d. tons, at S8 14s...... 1,122 6 0 Chairs, 35lbs. each = 63 tons, at f4 ...252 0 0 Fish-plates, 503 pairs, at 25 lbs. = 5 tons 12 cwt. 1 qr. 31hs., at $8 14s...... 48169 Bolts, 503 f 4 + 1: lbs. = 1 ton 6'cwt. 3 qrs. 22 lbs., at X11 5s...... 15 3 2 6-inchkeys, 4,024, at 25 2s.6d. per 1,000 . . 20 12 5 l'renails, 4,024, at S3 17s. per 1,000 ... 15 9 10 Spikes, 8,048, at11 Ibs. = 3 tons 11 cwt. 12lbs., at 29 326 8 Sleepers,2,012, at 3s. 6d.each ....352 2 0 Cushions, 4,024, at 22 per 1,000 .... 8 011 Labour only, 1,760 yards, at 10d. .... 736 S Gross cost . . -- 21,940 4 5 CREDITS. Old rails, 3,520 yards, at 68 Ibs. = 80 tons, worn out, atE4 ...... 320 0 0 27 tons serviceable, at 25 10s. ... 148 10 0 Dittochairs, 3,520, at 21lbs. each = 33 tons, a't 2&2 58...... 74 5 0 Ditto fiah-plates, 503 pairs, at 21 lbs. per pair = 4 tons 1 qr. 7 lbs., at f510s. .... 25 18 8 -- 568 13 8 Nett cost ...,C1,371 10 9 January, 1865. -- By reference to Diagram No. 5 (Plate 17j, it will be seen, that for some time previous to the appearance of renewals in 1856, the large cost lof maintenance clearly indicated that the rapid increase in the traffic-particularly the heavy through coal traffic-was be- ginning seriously to tell upon the condition of the road. To this cause, and to the cost of removing the burnt ballast, and to fishing the road, must be ascribed the high rate of maintenance at this period. The cost of renewal duringthe first half of theyear 1856 was X35 per mile per annum ; and about 2& miles of the up main line was relaid, on thedescending gradients between Hitchin and London.

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THEMAINTEXARCE AND RENEWAL OF PERMANENT WAY. 361 In December, 1860-seven yearssubsequent to the opening throughont of the line-the cost of renewals had reached $238 per mile per annum ; and $155,800 had been expended in renewing about 1342 miles of single line, includingnearly the whole of the up and down lines between Hitchin and London, and the re-renewing of a portion of the mileage relaid so recently as 1856. Inthe succeeding five yenrs-l861 to 1865-181additional miles of single line had been relaid, making altogether a total of 815 miles entirely renewed on themain line between King’s Cross and Askerne Junction, atan expenditure of $423,280. Distributing this amount over the twelve years, the average annual charge is $35,273, equivalent to above 1 per cent. on the ordinary stoclrof the Company. In other words, the renewals which have been made on the 1609 miles during the above-mentioned period have amounted to an average cost of $200 per mile per annum. In order to account for the greater frequency of renewals on the up line, it should be explained, that the up traffic, including, as it does, allthe heavy coal trains, exceeds that on the down line nearly in the ratio of 2 to 1 ; and, as might naturally be expected, the cost of maintenance and renewals will be found to be much in the same relative proportions.’ It will furtherbe observed, that theportions of theroad which have most frequently undergone renewals are those on the falling gradients of the up line between Potter’s Bar and London ; clearly showing that it is to the great momentum acquired by the heavy goods and coal trains indescend- ing those gradients that these destructive effects are chiefly due. This opinion is further confirmed by the fact, that on a similar rising gradient between the 63rd and 66th mile on the up line, the original rails still continue in place. Nearthe confluence of the different streams oftraffic-for instance, at Hitchinand Hatfield-the frequency of the periods at which renewals have occurred becomes more strikingly apparent ;most of the up line, bn the descending gradients between Potter’s Bar and Hornsey, has already undergone a third renewal during the shortperiod of thirteen years, giving an averageof only 34 years as the life of a rail under these exceptional circumstances. Of the l602 miles of double road between King’s Cross and Askerne Junction, there now remain, of the original rails laid down in 1852, about 771, miles of single way, chiefly, it will be observed, on that portion of the down main line Detween Retford and Peterborough, which, it will be remembered, was opened for traffic so late as 1853.

Up line 203 miles relaid. Down line 112 ,, ,,

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 362 THE MAINTENANCE AND RENEWAL OF PERMANENT WAY. Through the kindness of Mr. Grinling,the accountant of the Great Northern Railway Company, the Author has been enabled to ascertain, within very narrow limits of error, the actual weight and amount of the traffic which has passed over that portion of the line between Hatfieldand London during the last l0 years. From this it would appear, that it required on the up line, near Barnet, 57,536 trains, and 11,760,926 tons, to destroy in 3 years the rails laid down in 1857 ; and 65,529 trains, and 13,484,661 tons, to destroy those laid down in 1860 and taken up in 1863.l At the same time the Author is enabled, through the kindness of Mr. Meek, the chief Eugineer of the Lancashire and Yorkshire Railway, to give the results of a most careful and elaborate inves- tigationmade by that gentleman, andextending over a period of 72 years, showing the comparative merits of different kinds of iron rails, supplied by some of the principal rail manufacturers of the country. A number of experimental rails of each make were laid continuously at the different stations, and these from time to time have been carefully examined, andthe results noted. The number of' trains and the tonnage that has sufficed to wear out these rails have also been carefully ascertained. The results enable a comparison to be made with those just referred to ; and the truth of the old saying, that ' it is the pace that kills,' is here very clearly exemplified ; for the traffic on theLancashire and Yorkshire, where therails were laid down, although of a very heavy character, isslow, compared with that on the portion of' the Great Northern line between Yotter's Bar and Hornsey. The results given by Mr. Meek show, that on the falling gradient of 1 in 130 at Ramsbottom viaduct, situated between Bury and Accrington, where the traffic is of a mixed character, 62,399 trains and a gross tonnage of 12,451,784 wore out, the best sample of" rails experimented upon in 714 years ; while in the case of the Great Northern, just referred to, 65,529 trains, with a tonnage of 13,484,661, were sufficient to wear out the rails in 3 years. At Bolton, bn the level, where the traffic is of a very heavy character, chiefly goods, and where all trains draw up, the same description of rails have required 203,122 trains and 38,803,128 tons to wear them out in the space of 7i.years.2 That the rapid deterioratlon of the permanent way is in a great measure attributableto the increasedweight and speed of the traffic these facts clearly show ; and the concurrence of the tonnage outlines with the cost of renewals also bears a collat,eral proof of the truth of these deductions. It is therefore evident that, with all the skill and care which have ______Vide Appcudix, Table 5. Vide Appendix, Tablc 7.

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THE MAINTENANCE AND RENEWAL OF PERMANENT WAY. 363 been displayed at various times, in strengthening andimproving the permanent way, it has never at any period of its history been fully up to its work. The explanation of this fact is found in the simple reason, that the chief material, namely, the rails, is wanting in the essential element of durability. That this is so, the results of the experiments on the Lancashire and Yorkshire conclusively show ; since the inherent defects, both of the best Yorkshire iron and the coarser and harderdescriptions of Welsh manufacture, render t,hem alike incapable of withstanding, for any length of tirne, the excessive wear and tear to which they are exposed. A reference to the mode of manufacturing iron rails will make this statement the more apparent. Plate 21 shows various methods of forming the pile, adopted at the principal iron works in South Wales. The pile, Fig. 1, is about 8 inches to S& inches square, in lengths according to the required dimensions of the rails. The topand bottom slabs, Zi inches thick, to form thetable ef the rail, are made out of a separate pile, 9 inches by 9 inches, of a better description of puddled bar, made from refined metal, having a highly crystalline fracture. This slab pile is twice heated before being rolled down tothe dimensions of 2; inches. The interior of the rail pile is formed with No. 1 puddledbar, 2 of an inch thick, arranged so asto breakjoint. The pile is then, with its topand bottom slab, heatedto a welding heat, passed through the bolting or cogging rolls, and reducedto a section of about 6 inches square. It is subsequently reheated, and rolled into the finished rail. Figs. 8, 9, and 10 show the form of pile used, by the Ebbw Vale Company for a quantity of rails supplied to the Lancashire and YorkshireRailway Company. The quality of the iron is very similar to that used at the Dowlais Iron Works, Figs, 1, 2, and 3. A slight difference is, however, noticeable in the construction of this pile, by the insertion of the small pieces of No. 2 hammered puddled bars at the corners, so as to lap round the top table, as shown on the diagram, and at the same timeto expose a more durable surface to the action of the tyre flanges. Figs. 4, 5, 6, and 7 represent a different mode of piling, adopted at the Plymouth Iron Works, South Wales, whereby it is considered that greater uniformity is obtained in the structure of the iron. The base of the No. 1 puddled bar is as follows :- Clayore stone . 25 per cent. Hematite . 50 ,, Northampton . . 35 7, Forest of Dean . . 35 ,, The No. l puddled bars, it will be observed, are formed into a pile of twelve layers of sufficient dimensions to enable it, when

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. 364 THE MAINTENANCE AND RENEWAL OF PERMANENT WAY. rolled down into a slab of 2$ inches thick, to be cut into three pieces to form the No. 2 pile, which is afterwards rolled into the finished rail. Another very common form of piling is shown in Figs. 11 and 12, where the old rails form the interior part of it, the top slabs being composed of No. 3 puddledbar. Figs. 13 and 14 show an in- geniousmethod of piling with old rails, adopted at the London and North Western Railwav Works at Crewe. for the manufacture of steel-toppedrails, the &vention of Mr. F. W. IVebb, (Assoc. Inst. C.E.) The great objection to the form of pile in the two first instances, where crystalline iron or refined metal is used, is, that it is not of a sufficiently enduring character. The layers forming thetables of the rail are besides,when rolled down to the finished form, not more than ath or 8th of an inch thick ; so that when, by the combined action of wearing and crushing? the thin top stratum is destroyed, the life of the rail is gone ; the interior of the rail being of such inferior quality of material as to be incapable of any wear. The other mode of piling, at the Plymouth Iron Works, has been adopted with the view of removing this Objection, bymaking the pile throughout of a uniform quality of iron. It is a question, however, whether the desired object is thus obtained ; whether the thin layers of $ of an inch of puddled bar are so thoroughly welded, and the scale so completely exuded, as not to cause the rail to laminate under the action of a heavy traffic. This Ilas certainly been the effect observed in numerous instances which have come under the Author’s notice. At the same time it is only right to mention, that cases have been observed, on the Great Western Railway, where iron rails of this particular mannfacture have been exposed to the heavy mainline traffic of thatline for nearlynineteen years. Whether the rails were of a bettermaterial than those now manufactured is a question the Author is not prepared to answer. The fact, however, that very few makers are now disposed to give even a seven years’ guarantge for iron rails, is tantamount to an admission, that where exposed to the excessive wear and. tear of main line traffic their employment must no longer be looked for.

The introduction, within the last few years, of steel rails manufactured chiefly by Khat, is known as the Bessemer process, and the highlysatisfactory nat,ure of the resultsobtained, encourage the belief that at length a material has been obtained which was alone wanting to give something like real permanency to that which in name only has hitherto deserved the title of permanent way. In 1862, some steel rails were laid at the Camden Town and Crewe stations of the London and North Western Railway, where, from the excessively heavy character of the traffic, iron rails were

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THE MAINTERAh'CE AND RENEWAL OF PERMANENT WAY. 365 usually worn outin the course of a few months. Two 22 feet steelrails laid on May 2nd, 1862, at theChalk Farm Bridge, side by side with two ordinary iron rails, were, after outlasting sixteen faces of the iron rails, taken out in August 1865, and the one face only which had been exposed, during a period of more than three years, to the enormous traffic, amounting to something like 9,550,000 engines, trucks, &C., and 95,577,240 tons, although evenly worn to the extent of a little more than a quarter of an iwh, still appearsto be capable of enduring a good deal more work. A piece of' one of these rails is, by permission of Mr. Bes- serner, exhlbited on this occasion. Another portion was entrusted by that gentleman to the Author, in order practically to test, by Mr. Kirkaldy's testing machine, how far its efficiency has been affected by the immense amount of traffic it has been exposed to. The results of thisexperiment, together with others which the Author has recently made on the comparative strength of steel, steel and iron (steel topped), and iron rails of different sections, have been carefully recorded by Mr. Kirkaldy, and are shown in Plate 22 ; while similar experiments on steel rails of various sections are recorded in Plate 23, and in Appendix, Table 12. The general adoption of steelrails on main lines, where the traffic is of the heavy description referred to, will, in the opinion of the Author, not only prove cheaper in the end, but what is of infi- nitely more importance, will, through the less frequent breaking up of the road, materially add to the safety of the travelling public. It will also, in a corresponding degree, lighten the great weight of anxiety and responsibility which attaches to the resident Engineer, who, morally at least, is held accountable for all the accidents that occur through defects in the permanent way under his charge. On the question of first cost, and on the relat,ive advantages of steel at &15, and iron at half that sum, the Author does not pro- pose at all to enter, further than to submit to the Institution the results of a most careful and elaborate calculation which Mr. John- son (M. Inst. C. E.) has prepared(Appendix, Table 8). In this calculation he has very fairly estimated the life of an iron rail at the minimum of three years, alluded to as obtaining on portions of the Great Northern Railway, and on the otherhand he has assumed the life of a steel rail at twenty years, the maximum period for which they have hitherto been able to obtain a guarantee. From this it will be seen, that a balance of 50 per cent. is shown in favour of the steel rails, and this without taking into account the money value, which it is difficult to estimate, due to the increased safety in travelling and to the less frequent breaking up of the permanent way. In conclusion, the Author ventures to suggest the desirability, at the present time, when the general introduction of steel rails

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. .366 THEMAINTENANCE AND RENEWAL OF PERMANENT WAY. seems probable, of arriving at something like a definite decision as to what really is the best form of section for the double-headed, bridge, and foot rails. At present not only has each Engineer his own particular views on the subject, and each railway its own pecu- liar section of a double-headed, bridge, or foot rail, as the case may be ; but it frequently occurs that several varieties of section are in useon the same railway. It is thought that, with the aid of the experience which can now be brought to bear on this particular subject, standard types of rails might with advantage be uniformly adopted,suited to the diEerent descriptions of traffic, anda great saving be effected, by a more judicious arrangement of the materials. It only remains for the Authorto state, thatin venturing to bring this importantquestion before the Institution, he has beeninfluenced by an earnest desire to elicit an expression of opinion from Members who have had a large and varied experience in connection with permanent way, to whose judgment he, with all deference, submits.

The Paper 1s illustrated by a series of Diagrams, from which Plates 14 to 23 have been compiled, and by elaborateTables, some of which will be found in the Appendix.

200

hutes Proceedmgs, Ins’ntuhon En&eers,Voi XXV Session 1865.66 Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. of of Gd Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. TiiJ 1.3. Ix_

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APPENDIX.

JdST OF DTAGRAMS AND TABLES ACCOMPANYING THE PAPER.

DIAGRAMS. 1. London and North Western Railway . Cost of Permanent Way 2. NorthEastern Railway ..... Ditto 3. "Idland Railway ...... Ditto 4. London and SouthWestern Railway , Ditto 5. GreatNorthern Railway ..... Ditto , Two sets 6. LancashireandYorkshire Railway Ditto / to different . . scales. 7. SouthEastern Railway ..... Ditto 8. London, Brighton, and South Go& Rail- way ...... Ditto 9. Manchester,Sheffield, and Lincolnshire Railway ...... Ditto A.Longitudiual section of GreatNorthern Railway .....Ditto Ditto DittoB. Ditto .....Ditto C. I I E. ) Diagrams ilhstrrcting manufacture of iron rails. F. I F'.

€1. Diagrams showing comparative results of vertical stiffness of iron and steel J. rails of varioussections, as ascertained by Mr. Kirkaldy'stesting machine. I<. I show in,^ results of exp~rimentalrails laid down on Lancashire and Yorkshire Railway. TABLES.

1 A T;tbular statements showing details of cost of maintenance and renewals of to way and worlm of the ninedifferent railways referrcd to on Diagrams 9 A 1 to D.

L a cments showing numher and weight of trains on Great Northern Rail- 10A( Stnay from 1856 to 18G5. statements sllowing numher and weight of trains on Lancasllire and York- 'I{ shire Rttilwny from 1858 to 1865.

LISTOF THE TABLESIN THIS APPENDIX.

Table! 1. Summary of Mileage maintained, Increase of Mileage, and Amount expended in Renewals, with the Estimated number of Miles reuewed on seven Lines, from June, 1847, to June, 1865. 2. Ditto on nine Lines, from Jne, 1847, to June, 1864. 3. Abstract showing amounts expended in Renewals of Way, Miles maintained, and Increase of Mileage, half-yearly, duriug a period of years, on various Railways. 4. Abstract showing comparative cost per mile per annum of Maintenance of Way, Maintenance of Way and Works, and Renewals of Way, together with the cost per mile per aunum of the total charges under the head of Maimtenance aud Renewals of Way, Works, Stations, &C., on various Railways. 5. Statement showing the duration of certain iron rails on the descending gradients of the GreatNorthern Railway, between Hatfield and London; and on a similar ascending gradieut between the 63rd and the 66th miles. 6. Statement showing the number and gross weight of trains passing over the Great Northern Railway, from Hatfield to London, 1856 to 1865. 7. Statement showing the number and gross weight of trains passing over certain portions of the Lancashire and Yorkshire Railway, from 1858 to 1865; with the average life of experimental rails at various stations. 8. Statementshowing a comparisonbetween guaranteediron rails at E 7 15s. per ton, estimated to last 3 years, with steel rails at S 15 per ton, supposed to last 20 years. 9. Statoment showing comparative per centage on gross traffic reccipts, of locomotive charges, and maintenance of way and works, for a poriod of ycars, on the Great Northern Railmay. 10. Experiments on Bessemer steel rail, section 34, showing the relation between the carbon contained and the resistance to pressure. 11. Results of experiments to ascertain the resistance to deflection and sct under a gradually increased bending strain, of rails of various materials, form, and size, made at Mr. Kirkaldy’s testing works. 12. Results of experiments to ascertain the resistance to deflection and set under a gradually increased bending strain, of steel rails of various forms and sim,made at Mr. Kirkaldy’s testing works. 13. Statement showing the separate and collective expenditure in renewals during a period of eighteen years on various Railways. 14. Statement showing the cost at the end of each year from 1 year to 20 years (including compound interest at 5 per cent. per anuum), of steel and iron rails, for 1 mile of single line.

TABLE 1. SUMMARYof MILEAGEMAINTAINED, INCREASE of MILEAGE, and A~OUNT EXPENDEDin RENEWALS, together withthe ESTINATEDNUMBER OF MILES RENEWED,on SEVENof the principal RAILWAYS,from June, 1847, to June, 1865, divided into Periods of Five Years. l l

~ Increase ' Amount

~ expended in Total ' Mileage ~ ]\&&e I Renewals, Amount ex- DATE. i Main- I from in Periods of pended in Miles I Remarks. 1 tained. ~ June, I FiveYears, Renewals, from 1847. I from June. June, 1847.

~ ~ E. 1S47 June . 1 1,385 , .. i ..

1852 ,, . ~ 2,322 ' 937 ~ 367,203 !

1857 ,, . 3,036 1,998,938 ~ 1,166 ~ 1,428 2,866 ' l 3, 880 3 years only.

Equal to 42 per cent. of Mileage Maintained, June, 1865.

SUMNARYshowing the Total MILEAQEMAINTAINED, INCREASE of MILEAGE, and AMOUNTEXPENDED in RENEWALS, together with the Total ESTIMATEDNUMBER of SINGLEMILES RENEWED, from June, 1847, to June, 1865, as above, appor- tioned among the Seven Railways named in their respective order.

Estimated Miles Number of Maintained Single Miles NAMEOF RAILNAY. Renewed, ! Remarks. in June. lrom Jnne, 1 1847. ' 1547,iO , ------June, 1865. l , E. Per Cant. London and North- 1 837 , 1,2151,906,859 ' = 56 Western . . . .)i 378 1,363 North-Eastern . . . ,1 300 810 1 1,110 , 867,576 619. = 28

Midland . . . . I 377 301 ~ 678 ~ 775,950 555 = 41 London and Sonth-} 390 ' 507 288,661 206 = 20 Western . . . . G reat NorthernGreat . .. 434 1 434 392,992 280 I = 32 305 381 ' '768,924 549 I = 72 I South-Eastern . . 137 150 287 ~ 430,999 308 I = 54 . , 1 _-l

Total . . . 1 1,385 ~ 3,227 1 4,6125,431,961 3,880 = 42

TABLE 2. RUIIZivIARY Of MILEAGEMAINTAINED, INCREASEOf MILEAGE, and AMOUNT EXPENDEDin RENEWALS,together with the ESTIMATEDNUMBER of MILES RENEWED,on NINEof the principal RAILWAYS,from June, 1847, to June, 18G4, divided into Periods of Five Years.

Esti- Total Increase Amount mated Estimate( of expended in Number Total Number Mileage Mileage Renewals, Amount ex- of Single of Single Main- from in Periods of pended in Miles Miles Remarks. tained. June, Five Years. Renewals, from , Renewed Renewed 1847. from June, June. 1847. in Periods from 1847. of Five June, Years. 1847.

~ -- - 2, !-y- 1847 June . l,551 ~ .. " i l852 ,) . 2,650 1,099 , 379,222 1 373,222 267 1557 ,. . 3,376 1,625 1,758,209 2,131,531 1,523 1562 ,( 4,337 3,030 . 2,786 ~ 2,109,985 4,211,516 l

1864 ,, . 4,881 3,350 ~ 978,883 5,220,399 3,729 2 years only. !

~~ ~ Equal to 36 per cenf. of Mileage Muintained in June, 1664.

Sunmum showing the Total MILEAGEMAINTAINED, INCREASEof MILEAGE, and AMOUNTEXPENDED in RENEWALS, together with the Total ESTIMATEDNU~IBEB of SINGLEMILES RENEWED, from June, 1847, to Jnne, 1864, as above, appor- tioned among the Nine Railways mentioned in their respective order.

Remarks.

I S. ~ Per Cent. LondonandNorth} l ! = 55 Western . . . . 378 1 762 ~ 1,1401,752,961 ' 1,252 NorthEastern . . . 1 300 ~ 795 j 1,095 i 603,265 I 5 74 = 26 I l

~ ~ Midland . . . . 377 261 658 ~ 704,916 ' 504 = 36 London and South}i 117 , 365 I Western . . . . 502 1 264,600 ~ 189 = 19

Great Northern . . i 421 421 I 335,368 ~ 239 = 29 Lancashire and York- shire . . . . .]l 207 373 ~ 674,330 , 482 = 65 South Eastern . . . 279 401,728 ~ 287 = 51 'ii; 142 232 212,954 15 2 = 33 I~ London,South CoastBrighton, . .and); . 121 111 Manchester,Sheffield, 1 and Lincolnshire .); 45 13' 181 , 70,238 ~ 50 = 14 1 --- = 38

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. THE MAINTENANCE AND RENEWAL OF PERMANENT WAY. 371

TABLE 5. STATEXENTshowing the Duration of certain IRONRAILS on the De- scending Gradients of the GreatNorthern Railway between HAT- FIELD and LONDON;and on a similar ascending Gradientbetween the 63rd and the 66th Miles.

TrafEc over Gradient.

No. of Trains. Tonnage. -- -_.-

Bails relaid, Dec. 1857 :- ,, taken up, Dec. 1860 = 3 years . 57,536 11,760,926 ,, relaid, Dec. 1863 = 3 years . . 65,529 13,484,661 Gradient falling 1 in 230.

Rails relaid, Dec. 3857 :- ,, takenup, June, l860 = 2+ years . .. 47,445 9,679,078 ,, relaid, April,1863 = 22 years. . . . . 58,851 12,116,382 Gradient falling 1 in 200..

24,702,861 l Gradient rising 1 in 200. i

TABLE 6. STATEMENTshowing the Number and Gross Weight of TRAINSpassing over the Great Northern Railway from HATFIELDto LONDON,1856 to 1865.

Tons. -1 Tons.

2,547,378 -- 17,091 I 3,443,688 l 919,310 ' 2,624,372 1 17,572 ' 3,543,682 942,310 1 2,778,634 18,3353,720,944 --l --l 965,310 19,0183,876,286 988,310 3,175,386i 20,1834,163,696 1,011,310 3,361,980 , i 21,0644,373,290 l 3,392,942 22,1074,511,202 1,103,655I 3,496,514! --l --l 22,358 ' 4,600,169

1,123,205 ~ 3,744,210 23,432 , 4,867,415 1,161,730

' ~ 3,974,644,[ -- l 24,6085,136,374 l 10,229,7101 32,007,036 -- -- 1 205,768 1 42,236,746

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. [TABLE 7. STATEMENTshowing the Number and Gross Weight of Trains passing over certain portions of the LANCASHIREand YORKSHIRE I~AILWAY, from 1858 tP 1865 ; with the Average Life of Experimental Rails at Various Stations.

Per Centage, /I GRADI~XT. LOCALITY. Duration Duration serviceable Dec. 1, Duration Number of Numhcr of Number of 1865. Of Uf fross Tonnage. iross Tonnage. Trains. koss Tonnage. Trains. 11 of Trains. Rails. Bails. Rails. -__ 1 Rails. -- ---l- Years. Years. Years. BEALE'S(BOILER PLATE). Falling 1in 50. Hunt'sBank ...... ao .. ll 178,424 25,447,601 50 per cent. Level , Bolton ...... , 8 34 89; 059 16,348,556 li 4$ 10i1542 19,16k,356 Nil. Falling i in l06 Wigan ...... UO 5 71, 614 13,9ii,951 86: 940 16,686,225 7% 103,152 19,488, 540 25 per cent. Rising 1 in SS . Liverpool ...... , 8 2$ 34,109 3,547,310 49,530 5,151,120 4% 5s, 655 6,100,120 // GQ 94 ;608 9,S39,lSO Nil. Level . . , Blaclcburn ...... , 8 34 43,799 8,193,635 78 97,545 18,503,379 Nil. Ditto . . . AccPington ...... , 8 2% 18,766 3,507,340 25,51S 4,766,652 5 34: 309 6,278,116 i 7% 50,703 9,305,504 Nil. Ditto . . . BuryTunnel . . . . . , 2 18,553 3,450,245 5 41,001 8,078,354 79 62,399 12,451,784 Nil. Falling 1 in 30. RamsbottomViaduct . , . . . 13 18,553 3,450,245 3; 28, 043 5,445,974 4% 33,975 6,665,074 Nil. l BEALB'S(DODD'S SITELED). Falling 1 in 50. Hunt'sBank , ...... %J 43 89.820 12,484,945 110,081 15,440,259 7% 178,424 25,447,601 .. 25 per cent. Level Bolton ...... S 62,323 11,369,773 39 18, 059 16,348,556 48 1041542 19,166,356 Nil. ~rtllingi ii100 Wgan ...... 1D 6Q 86,940 16,680,225 103,182 19,488,540 .. .. 50 per cent. Rising l in 88 . Livcrpool ...... , Ib 4% 58,655 G,100,120 6g 94: 604 9,839,150 7; 116,572 12,154,740 Nil. Level . . . Blackburn ...... i 29: 199 5,335,228 .. 6Q 79,387 15,101,716 Nil. Ditto . , . Accrington ...... , E :: I 18,766 3,507,340 3; 25i518 4,766,682 43 29,397 5,433,491 Nil. Falling l in 130 RanlsbottomViaduct . . . . . B 18,553 3,450,245 .. 38 28,043 5,445,974 Nil.

LOXDON AND NORTIIWESTERN (CREWE Falling I in 50. Hunt's Bank ...... 56 .. 74,763 10,392,126 48 80,820 12,484,945 ! 5 110,081 15,440,259 Nil. Level . Bolton ...... 8 .. 62,323 31,3139,773 38 89,059 16,348,556 jJ 5 126,411 23,324,679 Nil. Falling i in IGO Wigan ...... 10 3; 52; 178 10,3&,806 71,614 13,911,951 .. i GQ 86,940 16,680,225 Nil. Rising 1 in 88 . Liverpool ...... 10 34,109 3,547,310 4:: 58,655 6,100,120 Nil. Level . . . Blackburn ...... , 8 4; 5i ;924 10,00s ,369 GQ 79 1387 15,101,716 7: 97,545 18,503,379 Nil. Ditto . . , Accrington ...... 8 .. 25;518 4,766,682 6; 42,461 7,768,290 79 50,703 9,305,594 Nil. Falling 1 in 130 RamsbottomViaduct . . . . . 8 23 18,553 3,450,245 .. 33 28,043 5,445,974 Nil.

Low MOOR. Fdling l in 50. Hunt'sBank . . . . . 24 .. 144,235 20,261,605 76 178,424 25,447,601 .. 25 per cent. Level . . . Bolt011 ...... a 3; 89 059 16,348,556 1 5 126,411 23,324,679 GB 165,283 31,251,932 Nil. Falling 1 in 100 Wigan ...... 20 7: 103,382 19,488,540 ...... 75 per cent. Rising 1 in 88 . Liverpool ...... S 5 72,890 7,580,560 94; GO8 9,839,180 7% 116, S72 12,154,740 Nil: Rising 1 in 200. PrestonCurve ...... B 2.$ 17,915 3,278,421 34 24,850 4,5d6,856 5 34,431 6,311,024 Nil. Level . . . Bury Tunnel ...... 8 38 2s, 043 5,445,974 .. .. 78 62,399 12,451,784 25 per cent.

MERSEYSTEEL CONSPANY. Falling 1 in 50. Hunt'sBank ...... 28 5 110,081 178,424 25,447,601 .. ' '. 50 per cent. Level . . . Blue Pits ...... 14 25 60, 437 83,797 16,654,466 72 173,907 35,052,063 l I. .. 25 per cent. Ditto . . . Bolton ...... 8 3' 80,059 126,411 %3,324,679 .. i ;g 203:122 38,803,128 Nil. Ridng 1 in SS . Liverpool ...... 68 6,s 94,608 .. 76 116,872 12,154,740 Nil. Level . Accrington ...... 20 5 34,309 50 1703 9,305,594 .. 50 per cent. Falling i in 130 RamsbottomViaduct . . . . , S 23 18,553 28,043 5,445,974 7:: 62 1399 12,451,784 .. 25 per cent. Level . . . Bury Tunnel ...... 2 78 62,399 .. I'75 per cent. [i865-66. N., I [Continued on the other side.

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. GRADIENT. LOCALITY. Duration Duralion Number of Kumber of Number of of Trains. fross Tonn>:ge. of liails. Trains. /I Rails. Trains. -- ~~

Years. ~ Years. I----- THOBREYCROOBT'SBESTIROS. Falling 1 in 50. Hunt's Bank ...... 52 4; 89,820 12,484,945 i .. 79 US,424 25 per cent. Level BluePits 7s 60.437 797 S& 146,912 ...... 29 1a,oqs70 ~ 39 S;: 16,6&,467 35,052,063 Nil. Ditto Gollon ...... 8 62,323 11,369,773 3$ 89,059 19,166,356 ~ .. 24 Nil. Rising l'in i50' Xlilcs Platting ...... 12 .. .. ' .. 26 66, 854 15,952,198 Nil. Falling 1 iu l00 Wigan ...... 10 S& 86,9.10 ld,G&,22575 103; 182 19,4s8,540 .. .. 50 per cent. Rising 1in S8 . Liverpool ...... 10 39 49,530 &151,120 5 72,890 7,580,560 S,!; 94,608 12,1k,740 Nil. Rising 1 in 200 Prcston Curve ...... 16 38 24, S50 $, 586,056 5 34,431 6,311,024 7$ 49,305 25 per cent. Level Bu~yTurmel ...... 8 28,043 41,001 8,078,354 75 62 ~ 399 ... 36 d,445,974 ~ 5 I 25 per cent.

TIIORNEYCROFT'SCHARCOAL TOP. Falling 1 in 50. IIunt'sBank ...... 78 6h 144,235 20,261,6057$ 178,424 25,447,601 .. 1 50 per cent. Level Blue Pits 46 83,797 146,912 173; 907 ...... 36 16,654,466 64 29,431,596 74 25 per cent. Ditto ... Bolton ...... 8 28 62,323 11,369,773 ~ 38 59,059 16,348,556 I 4f 104,542 31,25i ,932 j Nil. Rising 1in 150 Milcs Platting ...... 10 95, 689 13,404,498 45 114,396 19,799,789 Falling 1 in 100 Wigan ...... 10 79 103,182 .. 1 %\er cent. Rising 1 in 88 . Liverpool ...... 10 S& 94, 608 .. :: 12,154,740 I Nil. Preston Curve ~ 4i; 305 Rising 1 in 200 ...... 24,850 16 38 4,586,856 5 34,431 :: ~ 25 per cent. Level ... Bu~yTunnel ...... 8 26 18,553 3,450,245 38 28, 043 33,975 8,0%?,354 i Nil. l

89,820 Number of Trains 74,763. 51,768 l il 11o,os1 Tonnage .... 7,195,821 1 10,392,126 !l 12,484,945 15,440,253 HUNT'S EANK. I l Falling 1 in 50 Beale's (boilcr plate) ...... 3 .. l1 1 18 Ditto (Docld's steclrcl) 20 3 ..2ll 18 ...... 1 ~ is 42 London and North Western (Creme) ...... Low Moor ...... I .. 6 4 li; Mersey Steel Company (solid steel) . 28 .. 14 10 4 141 6 2 20 Tl~orneycrcft's (best iron) ... .. 9 7 .. 5 25 4 3 27ii ' l 11'4 4 l Ditto (charcoal top) . . q .. 62 11 2; " 53 49 14 40 21 '1 12 12 3i; ,II 145,912 Number of Tmins ~ 60, 437 97,713 117,G12 173,907 1 2,041,870 18,9S1,473 Tonnage .... 12,041,870 22,S93,S76 29,431,596 11 35,052,063

.. -_ __ __. l' Number of Trains . 62,323 11 59,059 104,542 126,411 m 11 ~onnage.... 11,369,773 11 16,34S,556 39,166,356 11 23,324,679 31,251,932 BOLTON, Level .... Thorneycroft's(best iron) . . , 1 ...... Beale's (boiler plate) ...... Mersey Steel Companv (solii steel) . 4 Beale's (Dodd's stceled) .... 1 .. Inearly gone. ' Thorneycroft's(charcoal topj . . .. 1 .. All. .. ,. .. nearly gone.

London and Korth Western (Creme) .. .. All. ~ .. 'Nearly,' .. nearly gone. Low Mcor ...... 1 .. 1

1S4,8$1 226,5S4 26,132,292 11 32,121,972 l MILES PLATTING. Rising 1 in150 . Thorneycroft's (best iron) ... 12 (charcoal top) . , 10

I Numbcr of Trains . .. 35,574 52,178 71,614 11 S6,940 1' 103,182 l Tonnage ...... 7,352,010 11 10,349,806 1~ 12,022,894e1,m 16,680,22513,911,951 1 19,4SS,540

~ WIGANSTATION. , Palling 1 in 100 . 1 Lon!lon and North Western (Creme) 10 A11 injured. Beale's (boiler plate) ..... 10 2 Ditto (Dodd's steeled) .... Id :: 1 6 ' Thorneycroft's(charcoal top) . . 10 *. 5 1 Ditto (bestiron) . . , 10 6 l Low Moor ...... 21) :: l l ~ I_1 [1865-66. .m.] 2G [Continued on the other side. Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. [TABLE7, co~atinued.

GRADIENT.

Number of Trains . Tonnage . . . . L~PRPOOLSTATION. Rising 1 in SS . LIlerscy Steel Company (solid steel) . 68 . . 60 1,ondon and North Western (Crewe) 10 4 .. Ileale's(boiler plate) , . . . . S a. 3 Ditto (Dodds steeled) . . . , I'homeycroft's(best iron) . . . D itto (charcoalDittotop) . . Lom Moor ......

..______~ Number of Trains . Tonnage . . . . BLACKBGRNSTATION. London nnd North Western (Crewe) Beale's (boilerplate) . . . . . Ditto (Dodd's steeled) . . . . - . __~ ~ ~ . ~~ -~ Number of Trains . .. 18,766 50,703 29,397 34,309 Tonnage , . . . 3,607,340 4,766,682 5,433,491 6,278,116 ACCRINGTOXSTATION. London and North Western (Creme) 8 $damaged.I 2 4 . . 4 Bedc's jboilcrplate) . . . . . S 11 ditto. 3 .. 4 Ditto {Doclrl's steeled) . . . . S . . Ail. ~ 7 . . 1 : AIL Mersey Steel Company (solid steel) . 20 1: 1 .. 2 ~ .. 16 2 1 j 9 l l l I I is , .. .

Number of Trains . , . 28,043 33,975 41,001 11 52,134 Tonnage . . , . . . 3,450,245 !l 5,445,974 11 6,665,074 1 8,078,354 '1 10,370,372 ~ 1 BURYTUNSEL. Levd . . . . Thorneycroft's (cirarcoal top) . . 8 D itto (bestDitto iroll) . . . 8 Lmv Moor ...... S ntlbrsey Steel Company(solid steel) . 2 Beale's (boiler plate) . . . . . 2

F'alling 1 in 150 .

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. S. S. d. S. S. d. S. S. d. b. S. d. 'o 130 tons Rails, at 27 15s. per ton ...... 1,007 10 0 i Interest ancl compound interest of S1,007 10s. for 7 years at 51 158 16 0 per cent. per annum ...... * .I Ditto, old Bails, S1,007 10s. - S531 = 2476 10s. for 14 years . 615 12 9 i 1,78118 9

!o labour for taking out the above and replacing them 644 withnew Rails at end of 3 years . . ..1 Material 25 per cent. new Bolts ...i4 0 0 5 percent. new Chairs . . 13 0 0 50 per cent. newKeys ...10 0 0 -- --027 0 71 0 0

:r. By Old Bolts ...... SI o o OldChairs ...... 8 0 0 -- 900 62 0 0

CO interest and compound interest of 262 for 17 years .... 0 280 ---1422 0 By 118 tom, old Rails taken out at the end of 7 yeam, at 24 10s. . 1,393 0 9 Po 130 tons Rails (for renewed at the end of 7 years), at 27 15s. . 1,00710 0 Interest and compound interest of E1,007 10s. for 7 years . . 158 16 0 Ditto, of 21,007 10s. - 2531 = 2476 10s. for 7 years ... 466 18 8 1,638 4 8

ro labour, material, &C., for renewal at the end of 14 years . Net 62 0 0 Interest and compound interest of 262 for 7 years .... 60 15 0 12E 15 0 1,75519 8 By 118 tons old Rails taken out at the end of 14 years ...... 531 0 c 1,22419 8 To 130 tons Rails (for renewal at the end of 14 years) .... 1,007 10 0 Interest and compound interest of S1,007 10s. for 7 years . . 15816 0 Ditto, old Rails of S476 10s. for 7 years ...... 3389 6 --- 1,5M15 E

To labour, &C., at the end of 9 years ...... Net 62 0 0 Interest and compound interest at 262 for 11 years .... 44 0 10 --- loci 0 1c 1,610 l6 4 By 118 tons old Rails at the end of 9 years ...... 531 0 c 1,07916 4 To 130 tons Rails, for renewal at the end of 21 years .... 1,007 10 0 Interest and compound interest of 21,007 10s.for 7 years . . 158 16 0 D itto, dittoDitto, S476years 10s.8 for . . 227 10 0 --- 1,39316 (

To labour, &C., at the end of 12 years ...... Net 62 0 0 Interest and compound interest of 262 for 8 years .... 29 12 0 a1 12 ( _-- 1,485 8 By 118 tons old Rails at the end of 12 years ...... 53' 0

[lSC;S-SC;. N.S.] 2 1% Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. - [TABLE8, contimed. l b. S. d. X. S. d. s. s. d. 2. S. d). l To 130 tons Rails for renewal at the cnd of 12 years .... 1,007 10 0 I Interest and compound interest ofC1,007 10s. for 3 years , . l58 16 0 i, D itto, dittoDitto, S476 10s. for 5 years . . 131 13 0 1 ~--1,297 19 0

Tolabour, &C., atthe end of 15 years ...... Net 62 0 0 Iuterest and compound iuterest of S62 ;or 5 years .... 17 2 G -I 79 62 1,371 1 6 By 118 tons old Rails at the clad of rj yeurs 0 0 ...... i-I 531 S46 1 6 To 130 tons Rails €or Renewal at the end of 15 years .... 1,007 10 0 Interest and compound interest of 21,007 10s. for 3 years . . 158 16 0 D itto, ditto 2476dittoDitto, for10s. years 2 , . 48 1G 10 l 1,215 2 10 To labour, &e., at the end of 18 years ...... Net 62 0 0 Interest and compound interest of S62 for 2 ycars 670 ....!- 1 6s 7 0 1,283 9 10 By 118 tom old Rails ut the end of 18 years ...... 531 0 0 l 75% 9 10 ! 1 To 130 tons Rails for renewal at the end of 18 years .... 1,007 10 0

~ Interestand compound interest of 21,007 10s. for2 years . . 1035 4 --- 1,110 15 4

Cr. r. By t7~value' of theremaining I year in thelife of the seventh set of Bails ...... 2. By the (then)present value of &e 118 tons oiold Rails to be taken out ut the end of one year (furtlm) ..... 652 12 o 45s 3 4 ~ 6,708 195 1 Ungu;u.nnteedRails. STEEL RAIL^ AT 215 PER TON,SUPPOSED TO WEAR 20 YEARS.

To 130 tons, at 215 per ton ...... 1,950 0 0 l Interest and compound interest of 21,950 for 20 years ... 3,223 18 7 j -__- 5,173IS 7 l By 118 tmas old Xteel Rails at the end of 20 years, ut 2G ...... 708 o o --- aanco infavour of Steel ! ~ 2,243 0 10 l{" Rails in thecost per mile. l l , 1 TiVhich is the first cost (21,007 10s.) less the value Of the Old Rails, less 5 per cent. discount on that value for 1 year (€531 = 225 Gs.), divided by 3. Then, less one-third the cost S1,007 10s. - S531 - S25 6s. C62 ; or, = S146 12s. Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved.3 ) - THEMAINTENANCE AND RENEWAL OF PERMANENT WAY. 373

TABLE 9. STATEDIENTshowing COMPARATIVEPER CENTAGEon GROSSTRAFFIC RECEIPTS,of LOCOMOTIVECHARGES and MAINTENANCE of WAY and WORKS,for a Period of Years, on the Great Northern Railway.

~~ Per Centage Per Centage Maintenauce DATE. In Loconlotive 1 Charges. of Way and ------Works. June . . . . 1851 17'03 3.23 December. . . 1851 17.35 4-95 June . . . . 1852 .. December. . . 1852 14.24 4.80 June . . . . 1853 14.54 4.86 December. . . 1853 13.20 6-37 June . . . . 1854 15.61 9.12 December. . . 1854 15.18 7 *30 June . . . . 1855 17'04 8.11 December. . . 1855 15.95 7-42 June . . . . 1856 16.31 8 $9 December. . . 1856 14.50 7.73 June . . . . 1857 15.64 9-54 December. . . 1857 14.58 9.92 June , . . . 1858 16.88 10.18 December. . . 1858 15.14 8.46 June . . . . 1859 15.89 10.44 December. . . 1859 13 '78 8.74 June . . . . 1860 16.10 9.32 December. . . 1860 14.51 10.40 June . . . . 1861 16.32 9.80 Deeember . . . 1861 14.10 8-74 June . . . , 1862 15.50 8.98 December. . . 1862 14.76 9-22 June . . . . 1863 15.24 10'65 December. . . 1863 13.93 9.82 June . . . . 1864 15.80 10.74 December. . . 1864 14.76 10.08 June . . . 1865 16.94 9'99

TAl3LE 10. EXPERIMFXTSon BESSEMER STEEL RAIL, Section 34, showing the Relation between the Carbon contained and the Resistance to Pressure.

The Rail was for the Great Indian Peninsular Railway Company, and the Experiments were made under the direc- tion of Mr. G. Berkley, M.Inst. C.E., in August, 1864. The weight of Rail is 86 lbs. per yard, Distance between points of support = 3 feet 7+ inches.

Beseemer Steel Rail, made for the Great IndianPeninsular Railway4fullsize.

To% l-- __ Tons. kfleo - -tion. -- -- - 5 04 -00 *03 eo0 '02 5 10 -06 *OO -05 *065 '00 a04 '00 *04 10 08 '07-005 -06 *OO -05 124 -08 '00 15 '10 a01 a09 '012':::"( *l0 *OO *OS 15 '12 e02 .l2 '02 *l2 *005 *l0 174 20 '18 *l4*05 20 224 * 32-36 '18 224 25 56 .40 1 '47 25 274 '83 '65 .34'76-24 *42 '59 273 30 1.10 -90 1, 1.03 *S3 *60 *52 '40 30 324 1*53 1.301.34 1'12 '60*S25 -75 -54 ! .. 32; 85 1.96 1'711.66 1'05 1.41 e97 '74 -79 35 ~' 374 3.00 2'272.17 1.80 1'33 1-061.21 .95 .. 379 40 3-94 3.742.64 2.341.64 1.35 1.45 1'18 1.37 40

~ 424 .. .. 1.791.681.99 1.49 , .. 423 45 ...... 2.162.112'45 1.83 I 2.14 45 474 .. .. 2.732.873'25 2.37 .. 479 50 .. . *. .. 3.683.774'18 3'28 3.42 50 524 '* L.28 4.40 52; - i - JOHNBROIVN and Co., Atlas Works, Sheffield.

~~ ~~~ ~ ~~

LONDONAND NORTIIWESTERN RAILWAY. NOBTHEASTERN RAILWAY. MIDLANDRAILWAY. LONDONAND SOUTH WEsTERN RAILWAY. GREATXORTHERN RAILWAY. // LANOASIZIREAND YORKSHIRERAILWAY. __ - YEAR. 'guivalent Miles Increase pcivaler Niles Increase Amount guivalent Miles Increase Ammcnt Increase Amount of to Miles Milcs of to Miles Dri!es Of c main- to Miles main- of mpended in main- Yxpended in mam- Expended in Mileage Mileage ZfS'ingle main- Mileage $Single tained. f Singlt tained. Renewals. tained. tained. Renewals. tained. ~~~~~~7 Renewals. rom 1R47 --Line. rom 184'1 Line. --If rom 1847 Line. S. 1847 June ...... 378 .. 300 .. .. 377 .. 117 .. .. to lI :: 1852 June...... 545 167 335 35 18,780 496 240 123 241 .. to 127 1857 June...... 639 261 720 420 308,020 566 265 148 31 323 82 to 444 1862 June ...... 548 1,001 623 848 35 7 9 501 616 449 332 131 , to 45 9 144385 1865 June...... 1,215 837 1,110 810 183 9 275 678 507 390 44 193 434 -333 206 11363 Per Centage of Miles renewed 555 on Double Mileage main- 1 56.091 27'883 20.315 32.25h tained in 1865 ....I __ I

AND SOWTIX COAST MANOIIESTBR,~HEFBIELD, LINCOLNSHIRE XITH EASTBRNRAILWAY. AND GRANDTOTAL. I LONDON,BBIGIITON, RAILWAY. RAILWAY.

~ // -1 . I l ____ ~- YEAR. Increase Increase rota1 Yiles Total Per Centage PERIOD. Miles uaintained main- of of Increase o &C. tained. Mileage Mileage (Double Mileage Double Ifrom 184' From 1847 Line.) from 184? Mileage. i------

1847 June, ..... 137 .. .. l,551 .. to 1852 June...... 270 133 39 2,650 1,099 5.038 5 years. to l 1857 June...... 271 134 47 3,376 1,826 18.602 5 years. to 1862 June...... 279 142 91 4,337 2,786 17.373 5 years. to 1865 June ...... 287 150 121 5,096 3,545 10.479 3 years. -- 430,999 308 5,096 3,545 5,7372035 40.208 l8 years. Per Centage of Miles renewed 1 l on DoubleMileage main- 53.659 tained in 1865 ... .I i [lS65-66. N.S.] 2M

Downloaded by [ Purdue Univ Lib TSS] on [14/09/16]. Copyright © ICE Publishing, all rights reserved. [TABLE 14. STATEMENTshowing the COSTat the end of each Year, from 1 Year to 20 Years, including Compound Interest at 5 per Cent. per Annum of STEELand IRONRAILS, for 1 Blile of SINGLELINE.

STEEL RAILS. IRON RAILS.

Guarauteed for 20 Years. Guaranteed for 5 Years. Guaranteed for 7 Years. Guaranteed for 5 Years. Guaranteed for 7 Years.

EhBS. Supposed to Wear 6 Pears. Supposed to Wear 8 Tears. Supposed to Wear 7 Tears. Supposed to Wear 9 Years. TEARS

Per Tan. Per Ton. Per Ton. Per Ton. Per Ton. I $12. $13. $14. 215. 27. $7. 10s. SS. $8. 10s. S9. $9. 10s. $10. 57. $7, 10s. SS. $8. 10s. $9. $9. 10s. Sl0. - --- ~~ --- - _I-- --_ ------I---.------g. S. d. S. S. a. S. S. d. g. S. a, 6. S. d. S. S. d. S- S. d. S. S. d. S. S. d. S. S. d. S. S. d. g. S. d. S. S. d. $. S. d. S. S. a. S. S. d. S. S. d. S. S. a. 1 122 14 1 135 16 11 14819 6 1622 1 1355 0 150 3 4 165 1 8 ' 140 16 G 152 17 1 164 179 176 18 4 122 8 0 135 13 5 148 18 10 1316 4 142 7 8 1539 0 164 10 3 1 2 248 5 6 274 13 6 301 1 10 327 10 2 272 5 3 301 18 6 331 11 9 283 15 7 307 l6 4 331 17 1 355 17 10 246 14 5 273 3 7 299 129 264 18 3 287 1 2 309 4 1 331 G l1 2 3 376 16 10 416 142 456 11 7 496 9 0 411 64 455 9 5 499 14 4 429 0 l1 465 1 5 5012 0 537 62 373 72 412 14 1 452 5 6 400 19 0 434 3 11 467 8 10 500 13 9 3 4 508 12 6 562 2 l1 615 13 1 668 3 552 96 611 0 3 669 13 9 576 164 624 18 6 672 168 720 16 10 50116 3 554 11 6 607 1 0 539 12 3 58319 10 628 57 672 15 0 4 5 643 16 10 711 3 9 778 10 10 845 17 10 695 16 2 768 154 84114 7 727 5 10 787 75 847 55 907 5 2 632 18 l1 698 11 2 764 3 6 681 2 0 736 13 0 792 4 0 847 15 0 5 6 782 13 6 824 1 10 945 10 0 1,02618 2 841 17 2 928 19 3 1,016 1 6 880 13 6 952 13 2 1,02412 10 1,09612 5 766 148 845 95 923 16 10 825 11 11 892 7 5 959 2 11 1,02518 4 6 7 924 17 6 1,021 1 6 1,11615 8 1,2129 10 1,019 44 1,125 11 10 1,23119 G 1,037 3 l1 1,121 3 9 1,205 3 8 1,289 3 5 903 7 8 994 16 10 1,08626 973 6 6 1,051 7 0 1,129 8 9 1,207 89 7 8 1,072 3 0 1,182 8 2 1,292 13 5 1,40218 7 1,2008 11 1,326210 1,451 16 10 1,197 1 7 1,293 42 1,389 3 0 1,485 3 8 1,07019 2 1,18025 1,289 11 5 1,125 6 8 1,213 14 11 1,303 46 1,39214 5 8 9 1,223 5 5 1,348 7 2 1,473 8 l1 1,598 10 7 1,38516 9 1,530 18 5 1,676 0 1 1,229 1 11 1,51012 G 1,6239 10 1,736 7 1 1,24214 1 1,36919 10 1,497 5 10 1,2797 3 1,3804 1 1,481 0 9 1,581 17 5 9 10 1,37819 9 1,519 3 11 1,659 8 1 1,79912 3 1,57514 1 1,74025 1,90416 3 1,46014 2 1,733 10 1 1,833 8 4 1,993 6 7 1,41818 5 1,564 7 4 1,70916 5 1,47413 0 1,59112 0 1,708 10 10 1,82579 10 11 1,539 11 3 1,695 4 5 1,850 17 4 2,00610 4 1,770 7 1 1,954 9 8 2,13812 5 1,697 3 5 1,962 0 8 2,1094 7 2,256 8 6 1,59918 3 1 763 16 9 1,927 9 10 1,675 8 3 1,80814 8 1,942 1 0 2,07527 11 12 1,705 5 9 1,87614 4 2,048 3 0 2,219 11 8 1,97092 2,17319 5 2,37716 4 1,938 17 7 2,196 126 2,361 7 2 2,526 1 11 1,78519 2 1,968 5 10 2,15012 11 %,S8119 9 2,03119 4 2,18118 10 2,331 18 3 12 13 1,876 9 8 2,073 1 2 2,25112 8 2,4394 3 2,20318 l 2,432 16 11 2,66116 0 2,18514 0 2,437 13 5 2,620 4 5 2,802 15 6 1,9777 11 2,17810 2 2,37912 8 2,09414 3 2,261 13 3 2,42812 1 2,595 10 11 13 14 2,053 88 2,257 I1 0 2,461 13 2 2,66515 5 2,444 7 2 2,698 15 0 2,953 3 0 2,43819 9 2,685 11 6 2,8864 11 3,086 18 5 2,174 11 9 2,39414 8 2,614 18 0 a,313 19 5 2,49844 2,68229 2,86614 0 14 15 2,2369 7 2,45710 10 2,67812 1 13 5 2,69118 82,899 2,972 3 0 3,252 7 4 2,698 13 1 2,94014 10 3,159 17 3 3,37819 7 2,40514 9 2,650 3 2 2,89412 2 2,54042 2,742 0 5 2,943 18 5 3,145 16 4 15 16 2,42519 3 2,664 8 6 2,90217 8 3,1416 10 2,9472 0 3,253 10 11 3,55919 9 , 2,9662 11 3,20313 1 3,441 11 5 3,67999 2,6444 9 2,9138 0 3,182 1 11 2,773 11 8 2,9939 10 3,2139 3 3,43397 16 17 2,62225 2,878 11 8 3,134 18 3 3,391410 3,21076 3,5438 11 3,876 11 3 3,08612 5 3,516 13 10 3,77810 9 4,040 77 2,89010 10 3,18419 2 3,479 8 1 3,015 12 1 3,25219 l1 3,49110 10 3,72918 5 17 18 2,825 14 10 3,100810 3,375210 10 3,482 2 2 3,649 163,842 77 4,202 13 1 3,4112 0 3,839 13 4 4,12624 4,412 10 11 3,14562 3,46549 3,785 11 3 3,264 3 1 3,521 8 6 3,778 13 7 4,03518 9 18 19 3,03919 1 3,3308 7 3,624 0 9 11 3,791 9 6 3,917 124,184 13 7 4,577 17 8 3,745 1 10 4,17314 6 4,485 3 5 4,79612 3 3,408 8 8 3,755 0 1 4,10112 5 3,558 13 7 3,839 17 7 4,121 1 3 4,4024 l1 19 20 3,25518 1 3,56819 10 4,538 3 4 4,08924 4,518 18 3 4,85622 4,428 3 2 20 3,882 1 7 4,195 3 4 4,1116 0 4,965 0 7 5,1936 1 3,68019 11 4,054 11 1 3,863 13 1 4,169 8 9 4,47524 4,78019 6 - The above Statement includes- I. Steel Rails, 75 lbs. per yard, say 118 tons per Mile of Single Line. Iron do. 82 130 ,, Interestis reckoned 11. A Yearly Debit for each year's proportion of the Total Costs arising from, say 30 per cent. of the Guaranteed Rails requiring to be taken out and to be Replaced with New Ones during the Guaranteed Pcriod or assunled Life. on the whole of the Sums Ex- pended in 11. and 111. 111. A Yearly Debit, in the case of Iron Rails only, for each year's Proportion of the Net Cost of Replacing the whole with New Raila,at the end of each Guaranteed Period or assumed Life. IV. A Yearly Credit, for the Value of the Old Rails ; the quantity and price of the same progressively diminishing. [1865-66. N.S.] 2N