± -2 92 != <∞ ſ=se £ € © PÅ.-- �� ± -- •dº £ € ſ=• • , t , t , * A v , , * . . A A ° *********~~~~--~~~~.……. ！\！\， ， ， ， ， ， ， ， ， ） --- - - ~~~~~ ~~~~ ~~~~ ~~~， ， ， ， ， ºr º se • • • • • • • • • • • • • <！--~~~~， E COEFFŒ Œ Œ Œ Œ Œ §faeſſaeſtº~ \N\\\\[krºſſsſſſſſſſſſſſſſ, ſººſ Ñ&&# № Eſſ!!!!!！!！!!!!!!!!!！!!!！!!！!！!！!!!!！!!!！!!!!！!!！!!!!！!!！!!!!!!！!！!!!!！!TITiſſiſſIIIIIII， IIICICIELIŁ ºf ºy. JºJ. S 59: §§ ... . º.º.º. Tº NPA.M. Jºy Jº gºvº J. J. Jº Jº Jº. Jº Jº Jº ź¡·|ſí ► ►►¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡¡NĪMĪNĪTIÊN Transportation Librae, 7-2- 37.5- . Vy 7.5 ** º * •º- *ºtº & 2-c_2&-g / * XI?. j- ~~~~ *. THE Y MAINTENANCE AND RENEWAL OF RAILWAY ROLLING STOCK. BY R. PRICE WILLIAMS, M. INST. C.E. WITH AN ABSTRACT OF THE DISCUSSION UPON THE PAPER. EDITED BY JAMES FORREST, Assoc. INST. C.E., SECRETA RY. **.* ºr v v^****** * wv/v v^era ºvºv ****-ºv v \rwave"v v. By permission of º Excerpt Minutes of Proceedings of The Institution of Civil Engineers. Vol. xxx. Session 1869–70, Part II. * *******vºv-ºvºrºv"ww.evºwvº v are razºrºvºv ve-rvºv, wr-rººv LONDON: PRINTED BY WILLIAM CLOWES AND SONs, STAMFORD STREET AND CHARING CROSS, * 1870. [The right of Publication and of Translation. ved.] | ADWERTISEMENT. THE Institution is not, as a body, responsible for the facts and opinions advanced in the following pages. THE HNSTITUTION OF CIVIL ENGINEERS. April 12, 1870. CHARLES B. WIGNOLES, F.R.S., President, in the Chair. No. 1,277.—“The Maintenance and Renewal of Railway Rolling Stock.” By R. PRICE WILLIAMS, M. Inst. C.E. FROM the moment the steam is first generated in a locomotive, or the first train mile has been run by a railway carriage or wagon, he dilapidation due to the destructive effects of wear and tear may be said to have begun, alike in the rolling stock and in the roadway that carries i The accumulated experience now possessed of the wear and tear of rolling stock, extending over a period of nearly forty years, enables the average life of each part of these structures to be as accurately determined as the average duration of human life under similar well-defined and recognized conditions. It is probable that the average life values assigned to particular parts of the rolling stock, where indifferent materials and work- manship are met with, will be found as much below, as in other cases where first-rate materials and workmanship are combined they would be above, the standard adopted in the accompanying Tables. It is believed, however, that such exceptional experience will not materially affect their reliability when considered as average general results only. In Tables A and B (Appendix, pages 26 to 55) the Author has dealt with an average goods engine and tender of approved make and design, in which the amount and cost of the labour are well proportioned to good and sound materials, a class of engine adopted on one of the principal English railways. In these Tables the average life, average gross and net cost, gross and scrap weight, and standard value of each portion of a locomotive engine and tender, are given in detail, from the break-block which requires to be renewed every six months, to the side-frame which will last thirty years. In this period of longest life, there- fore, some parts will have to undergo renewals as many as sixty times, others thirty, twenty times, and so on. * The discussion upon this Paper occupied portions of three evenings, but an abstract of the whole is given consecutively. B 2 Aºs 2 *4 - RAILWAY ROLLING STOCK. l ENGINE WALUATION. Table A a is a condensed and classified summary of the aggre- gate lives and money values of the different portions which go to constitute an engine of the type given in Table A. TABLE A a. LOCOMOTIVE WALUATION. Number cºa * - - Lif ost in peri Hº º ammºnsº Net Cost. º º: ; # † lack e * e Miles. Years of É.gºt (30 years). months. 26. decimal. f. decimal. 10,000 6 India-rubber pipe . . . . 0 - 2625 | 60 15.7500 years. 80,000 4 | Painting . . . . . . . 8 - 2333 7} 61 - 7497 100,000 5 || Brass tubes, steel ferrules, &c. . 162. 2375 6 973. 4250 120,000 6 | Crank axles, moulds, &c. . . 51 ° 2167 5 || 256° 0835 140,000 7 planks spindles, brass guards, washing-out plugs, &c. e 200,000 || 10 | Boiler, axle-boxes and caps, brasses, brass valves and sy- - phons, fire-box shell ends, \| 482'3812 3 |1,447. 1436 tube-plate and back fire-box, copper recess plate, &c. . . 300,000 | 15 Motion cylinders, sº Tyres, pressure gauges, buffer- 156-8791 4} 672°3390 catch-slide blocks, blast pipe, ash pan, outside and inside Springs, Spring links, spring pins, &c. . . . . . . 340,000 || 17 | Lubricator,shackle,buffer-plank, chains . . . . . . . 400,000 | 20 | Clack boxes, balls and clacks, feed-pipes, smoke-box - door, 17 ° 4521 I} 26 - 1781 &c. . . . . . . . . 600,000 || 30 | Two plain axles, 6 wheels, 6 out- side cranks, 6 balance weights, slide-bar brackets, 8 slide-bars distance blocks, eccentric rods and straps, reversing º) 523° 0753 I 523° 0753 lever and bracket, reversing- rod shaft, quadrant and collar, 2 connecting rods and straps, bolts, framing, &c., &c. . . ) 107.9549 || 2 215 °9098 3 * 1834 1}} 5-6.177 £1,512.8760 f 4, 197:2717 £4,197.2717 30 £1,512. 8760 139 9090 = £139'9090 average cost of repairs per annum. = 10°814 years' mean money life, RAILWAY ROLLING STOCK. 5 The first series of extensive locomotive renewals occur, it will be seen, at intervals of five years, and cost during the period of longest life £973. These consist chiefly of the replacement of the brass tubes, steel ferrules, &c. The renewals of the crank axles follow in periods of six years, and cost £256. The great bulk however of the renewals take place at intervals of seven and ten years, and include amongst other things tyres, boiler, axle-boxes, brasses, fire-box, copper recess plate, and other costly portions of the engine and tender, amounting altogether to £672 and £1,447 respectively. The whole net cost of the renewals in thirty years amounts to £4,197. Dividing this sum by 30 (the period of longest life) there results £140 as the average annual cost per engine. Again, the total net cost of an engine being £1,513, it follows that this amount, divided by the average annual cost of renewals, gives 10 '81 years as the average mean money life, so to speak; in other words, that period during which a sum will have been spent exactly representing the total net cost of an engine. RAILWAY ROLLING STOCK. TABLE B b, TENDER WALUATION. In Table B b is given a similarly condensed summary of the lives and money values of the different portions of the tender. TABLE B b. TENDER WALUATION. life in Train Miles. * = ** 10,000 60,000 100,000 200,000 300,000 600,000 Number || Life Rºl. C ºº: d in *E*R** Net Cost. ***. OSU. In Oer 10 Years. º *: of * Life. months. f, decimal. £. decimal. Break blocks, rose packings, &c. 0 - 4250 60 25 - 5000 years. Painting, tyres, bolts, and nuts tº ºf ºf 4 for dio yres, & a tº 39 ° 9334 10 399 • 3340 5 Oak plank a s & a tº 1 3333 6 7. 9998 10 Six axle - boxes and caps, | brasses and pins, &c., wood 8° 0438 3 24 - 1314 bottom and packing for tanks 15 Six springs, 6 buckles, 6 spring pins, trailing buffers, 2 buffer 10 - 8812 2 21 7624 blocks, springs, &c. . . * 30 | Three axles, 6 wheel centres, \ spring links frame plates, horn block stays, 104 bolts for frames angle irons, draw bolts, plates for ºlº) 214 • 5764 I 214 - 5764 coupling boxes, footplates, &c., erector's time, &c., break shaft and details, valve rods, &c., feed pipes, hand rails, &c., &c.) #275 - 1931 #693 : 3040 #. * ºw = £23° 1101 average cost of repairs per annum. #275 - 1931 # = 11:908 years' mean money life. The total net cost of the tender is £275, and the total net cost of the repairs and renewals in the thirty years amounts to £693, equi- valent to £2311 per annum, and the mean life to 11.90 years. VALUATION OF ENGINE AND TENDER COMBINED. From a reference to Table C it will be seen that the gross cost of an engine of the class referred to in Table A is £1,840. 52, of which amount the materials represent four-fifths, and the value of the scrap one-fifth, or just the same as that of the labour. The gross cost of the tender is £340-74, the value of the materials being £256-68, or three-fourths of the whole sum, while the scrap value is only £65, or considerably less than the one-fourth which represents the labour. RAILWAY ROLLING STOCK. 7 TABLE C.—VALUATION OF ENGINE AND TENDER. (Summary of Tables A a and Bb.) º Total Net Cost Mean Lif - º & *|†: *=- Net cost. ...”. - viz., 30 years. years. dec. :- £. decimal. 26. decimal. 216,280 | 10 '814 Engine . . . . . 1,512.8760 4, 197-2717 238,160 | 11'908 Tender . . . . . 275. I931 693° 3040 1,788. 0691 || 4,890. 5757 £4,890-5757 = £163-0192 average cost of repairs 30 per annum. £1,788. 0691 º º TT63,0192 T 10.97 years' mean money life. Gross cost of Engine : Materials . . . . . . . £1,509' 0666 Labour . . . . . . . 331 ° 4500 1,840. 5166 Gross cost of Tender: Materials . . . . . . . . £256*6854 Labour . . . . . . . . 84 - 0542 *--ms-smºsºm- 340 - 7396 Scrap value of Engine : e Copper, Brass . . . £157-7906 2, 181: 2562 Wrought and Cast Iron 169-8490 ºmº- #327. 6396 Scrap value of Tender: Copper, Brass . . . . . £2’6875 Wrought and Cast Iron . 62'8583 #65 • 5458 Total Scrap value . . . . . 393 - 1854 Total Net Cost. J £, 1,788. 0708 Standard Net Value . . .4:1,788-0708 x 5 = | . . . 1,192,0472 Scrap value as above . us tº e º 'º t tº tº 393 - 1854 Total Standard running value . . . . . £ 1,585- 2326 or 72'675 per cent. of the gross cost. The gross cost of the engine and tender combined is £2,181 25, ºthe scrap ####### the total net cost of an engine and tender. T The total gross cost in the period of longest life is £4,891, and the average net cost per annum is £163, giving a mean average money life of 10.97 years. The measure of life in rolling stock, as is well known, is repre- sented by the number of miles run, 20,000 miles per engine per Mr. Ramsbottom is of opinion that 50 per cent, only of the engines should be in steam daily, and that 51 miles per day per engine in stock is all that can be calculated upon. This would give 18,615 as the average train mileage per engine per annum. 8 RAILWAY ROLLING STOCK. annum being considered a fair average performance in steam. The average mean money life, therefore, of all the parts of the engine and tender being 10.97 years, it follows that when it has run 220,000 miles, such an amount will have been spent in repairs and renewals (the same being practically identical) as would have entirely replaced it, credit being allowed for old material. TABLE F. VALUATION OF ENGINE AND TENDER. Summary of Tables D d and Ee (Appendix, pages 56 and 57). e Total Net Cost * Mean Life ſºmsº Net Cost in period of Miles in Years. tº longest Life, viz., 30 years. * 38. decimal. 28. decimal. 214,340 10. 717 Engine . . . . . . 1,453'5531 4,068.9497 240,800 12 - 040 Tender . . . . . . 280 - 8854 700 : 0610 1,734'4385 4,769.0107 £4.7% 9-0107 £158'9670 average cost of repairs 30 per annum. £1,734°4385 ra. ve.” s TT58-9670 T 10 '91 years' mean money life. Gross cost of Engine: Materials . . . . . . . £1,399 - 3125 Labour . . . . . . . . 330 9500 - — | 1,730-2625 Gross cost of Tender: Materials . . . . . . . . £257' 1229 Labour . . . . . . . . 84 - 0542 *R*-* =s*=ºmºsºms 341 - 1771 Scrap value of Engine : 2,071. 4396 Copper, Brass, &c. . . £157'7906 Wrought and Cast Iron . 118'9187 —— £276'7093 Scrap value of Tender : Copper, Brass, &c. . . £ 2' 6875 Wrought and Cast Iron . 57-6042 ——— £60°2917 *mº Total Scrap value . . . £337-0010 | rºº tº 337 - 0010 Total Net Cost . . . . . . 1,734'4386 Standard Net Value . . . £1,734.4386 × 3 tº gº tº 1,156. 2924 Add Scrap value . . . . . . . . . . gº 337 0010 Total Standard Running Value . . . . . £ 1,493°2934 or 72 09 per cent, of the Gross Cost. RAILWAY ROLLING STOCK. 9 Table F similarly shows the valuation of a different standard type of engine and tender, in use on another line of railway. By refer- ring to the details given in Tables D and E in the Appendix," it will be seen that although the cost, and in some cases the life, of particular parts of this engine and tender differ from those given in Tables A and B, still the annual cost of the repairs and renewals, the mean money life, and the percentage of standard running value on the gross cost vary but slightly. Inasmuch as the scrap value has always a fixed relation to the current prices of materials, it is clear that, in the consideration of the question of the cost of maintenance and the renewal of rolling stock, the valuation of scrap does not necessarily enter; no con- dition of dilapidation, either in rolling stock or in permanent way, being worse than the total net cost of its renewal. For all practical purposes the locomotive and rolling stock required to carry on and to continue the traffic on a definite mileage of railway may be looked upon as permanent; so that when at length the most long-lived portions of either engine, carriage, or wagon have been consigned to the scrap heap, the life, or rather the identity of the structure, may be considered as pre- served in its name or number plate. Supposing the life of an engine to be divided into four periods,- called respectively ‘New,’ ‘Good, ‘Indifferent, and ‘Bad, it is evident that each of its component parts must necessarily go through all those stages of depreciation, i.e. from ‘New’ to ‘Good,' from ‘Good’ to ‘Indifferent, and from ‘Indifferent’ to ‘Bad, until ultimately it is replaced by new material. Fig. 1. ſ | l . <----1 —3-&- •5 >< •3 -- *7 –-> In the diagram Fig. 1 let the horizontal line a b represent the whole mean life of an engine, and let the vertical Ordinates of the curve e de fū represent its value at any time, starting with a c, the whole net cost, and going gradually down to nothing at b, the end * Those tables may be consulted in manuscript at the Institution, 10 RAILWAY ROLLING STOCK. of its life. The curve e de f b will represent the rate of deprecia- tion, and no doubt for each isolated engine, or any of its component parts, this curve would be an irregular line differing in each indi- vidual case. The greater the number of engines, however, the more nearly will the average of all these irregular lines approxi- mate to some uniform curve, the precise character of which it would be impossible to ascertain without an immense amount of statistics of an inaccessible kind. The general nature of the curve however is at once discernible. It must be concave to the line a b, owing to the rate of dilapidations being always much slower at the starting point a, or at the beginning of an engine's life, than towards the end of its life at b, when its value will naturally decrease very rapidly. In order to arrive at the nume- rical values to be assigned to the coefficients of ‘New,’ ‘Good,' ‘Indifferent,’ and ‘Bad, it is necessary to make some assumption as to the law which governs this rate of depreciation; and it is proposed to assume that the dilapidation increases as the square of the time, which condition is fulfilled by taking a parabolic curve c d e f b, whose vertex is at e, and axis is in the vertical line a c. There is no doubt that, in the case of some of the parts of the engine, such as the side frames, boiler, and straight axles, the wear is tolerably uniform, and their curve of dilapidation would approxi- mate to the straight line c b. On the other hand there are parts, such as the crank axles, motion, springs, brasses, and tyres, which wear very rapidly at the end of their life, the curve for which would be more nearly represented by the dotted line cºm b. The true mean of all these curves it would be impossible exactly to determine. The ordinary parabolic curve, which gives a dilapidation increasing as the square of the time, has been adopted as the nearest approxi- mation, as from a reference to the diagram it will be seen, that it is a mean between the straight outline of uniform wear and the curved outline e m b, due to a much more rapid terminal wear varying as the cube of the time. The next thing is to assign to the four stages ‘New,’ ‘Good,' ‘Indifferent,’ and “Bad” their respective periods in terms of the whole life of the engine. It is a well-known fact, and it becomes more apparent on an inspection of the diagram, that there is a small period at the commencement of the engine's life during which the rate of dilapidation is very slow indeed, and its amount almost inappreciable, and it is this small period which it is proposed to assign to the portion called ‘New.’ On the other hand there is a similarly small period at the other end of the life which may be characterised as ‘Bad, during which the rate of dilapidation is very quick indeed and the engine almost worthless. It has already been shown, that the mean money life of all the parts of an engine amounts to 10 81 years. The Author has therefore assigned one-tenth of the whole life to each of these RAILWAY ROLLING STOCK. 11 periods of ‘New’ and ‘Bad, or, referring to the diagram, if a b be taken as unity the intervals a g and k b will each be 0:1, leaving an intermediate space g k = 0:8 as the sum of the two periods * Good’ and ‘Indifferent; and inasmuch as the results of all experience tend to assign a longer period to the portion called * Good’ than to that of ‘Indifferent, it is proposed to divide this intermediate space in the ratio of 5 to 3, as shown on the diagram. . The mean value of the engine during each of the four stages of its life is easily calculated from the nature of the curve assumed, and is as follows, in terms of the whole net cost :— * New ' e *. º ... 0-99333 * Good * e & & . 0-85733 * Indifferent,” e º ... O - 43000 * Bad -: e -> . 0 - 09666 2. - - Normal Dilapidation. It has also been shown, that the renewals of the various parts of the machinery occur at different periods, varying from six months. to thirty years, and it therefore naturally follows, that in an engine of average condition parts of it may be expected to be found in every stage of dilapidation; in other words, that a certain and definite amount of dilapidation must always be present, quite irre- spective of a thorough and efficient maintenance. This normal dilapidation may be estimated as follows: It is obvious that the amount of ‘New,’ ‘Good, ‘Indifferent,’ and ‘Bad, in a stock of engines kept up to the average will be exactly proportional to the periods of time assigned for an engine passing through each of these stages, i.e., as the numbers 1, 5, 3, and 1, re- spectively. There will consequently be 10 per cent. of ‘New,' 50 per cent. of ‘Good, 30 per cent. of ‘Indifferent,’ and 10 per cent. of ‘Bad, and their respective values in terms of the net cost will be represented by the following numbers:— * New . g . . I X •99333 = - 0993.333 * Good ' . & . 5 × '85733 = 4286666 * Indifferent ' . ... • 3 × 43000 = - 1290000 * Bad ' . t . 1 × 09666 = - 0096666 16666666 = 3rds. The standard value of an engine, therefore, on the assumption of the depreciation increasing as the square of the time, is two-thirds, and the normal dilapidation one-third of the net cost, a result which is entirely independent of the arbitrary periods assigned to the four stages of dilapidation, and which might have been at once stated from a consideration of the fact that the whole area included between the curve c de f b, and the lines a c, a b, is two-thirds of the area of the rectangle a cl b. This result differs slightly from the usually accepted theory, that the average | 12 RAILWAY ROLLING STOCK. value of anything subject to wear and tear is half the net cost, which, of course, is based on the assumption that the rate of dilapi- dation is uniform, in which case the curve c d e f b would become the straight line c b. It is submitted, however, that the assumption on which the present calculations are based, namely, that the dilapidations in- crease as the square of the time, and the results obtained therefrom, although not absolutely correct, give a nearer approximation to the truth than those obtained by the old method. The result is to give a higher standard of efficiency, and to allow a less amount of normal dilapidation. The value of the ordinate e h, forming the division line between ‘Good’ and ‘Indifferent,’ is 64 of the net cost, and coincides very closely with the standard value '666. An engine, therefore, which is up to the standard value may be considered to be on the point of changing from the category of ‘Good’ into that of ‘Indifferent.’ The above results are equally applicable to each or any of the component parts of an engine taken in detail, and their practical application will be shown in the sequel. The diagram Fig. 2 is a representation of the successive renewals required by an engine and tender during thirty years, or the period of longest life, assuming that the lives of all the parts are precisely determinable, and, with some trifling exceptions, the same as those given in Tables A and B. The ordinates of the serrated curved line B, E, F, G, H, I, K, L, give the net running value of the engine and tender at any given time, before and after each suc- cessive renewal, assuming that the dilapidation of each part in- creases as the square of the time. It will be seen that commencing at B with the entire net cost of a new engine and tender, viz., £1,788, the curve goes down by successive steps, until at the tenth year, notwithstanding repeated renewals of some of the minor parts, it sinks to the point E, corresponding on the scale to about £944. In this year the tubes would be renewed for the second time, and also the entire shell and copper plates of the firebox, making altogether an expenditure of £655, and the running value is ºtherefore increased by that amount up to the point F. Between the tenth and the fifteenth years the curve again drops down, ultimately reaching the point H, at about the same level as E, in the tenth year, corresponding in value to £959. The cylinders, tyres, and tubes, are now renewed for the first, second, and third times respectively, making an entire expenditure in that year of £509, and again raising the curve of value by that amount from H to G. From this point the curve falls at an increasing rate down to the point K, which it reaches at the twentieth year; the net run- ning value of the engine, exclusive of scrap, being then only about RAILWAY ROLLING STOCK. 13 8 8 –1 & H § 8, § 38 3 & & § § § § § § § § 3. s 5 8 S º | | § 3 § 3 .5 § # 5 & Cº § 3. # § # q-. § > £3 § # $ 5, 3 * 3 Sº ... à Sº gº 5 § 5 § § 5 * S ; : Sist CI NSTL | £693. The same large renewals would then be required as were done in the tenth year, raising the value to the point I, equivalent to about £1,350. Between the twentieth and the thirtieth years, the engine tyres, crank axles, and tubes, would each be again renewed but the curve of value rapidly falls, until the thirtieth year, at which time all the parts, including the longest lives, such as the framing plain axles, &c., of the engine, and the greater part of the tender, 14 RAILWAY ROLLING STOCK. would be worn out, and the engine require to be replaced entirely. The dotted line B, F, Q, L is a parabolic curve, and is an exact average of the irregular curved line B, E, F, G, H, I, K, L just described. It may be called the average curve of depreciated value. It will be seen that at the point Q this curve coincides very nearly with the actual curve of depreciation, and at that point has come down to its average value, viz., £1,190, or two-thirds of the entire net cost, corresponding in point of time to about 174 years, or '577 of the ultimate life. The dotted horizontal line R S, corresponding on the scale to £163:02, represents the average cost of renewals per annum during the whole thirty years, and the entire net cost, divided by this amount, gives about 11 years for the mean money life as before stated. For the valuable data upon which Tables A and B are founded, the Author is indebted to Mr. F. W. Webb (Assoc. Inst. C.E.), late Chief Assistant to Mr. Ramsbottom (M. Inst. C.E.), and now of the firm of the Bolton Iron and Steel Company, of Bolton. For the equally valuable and reliable data contained in Tables D and E, and for much other assistance, the Author is indebted to Mr. Charles Sacré (M. Inst. C.E.). The Author, at the same time, desires to mention that the lives assigned to the different portions of the engine and tender in both the Tables have been verified by the independent experience of other engineers. The average cost per engine of the locomotive stock belonging to the North Eastern Railway Company in 1864 was shown by Mr. Fletcher, in the statistics which accompanied the Paper" he presented to the Institution, to be £2,078. Taking 12% per cent. of this amount, viz. £259.75, as representing the average annual cost of repairs and renewals, it follows that the average money life of the whole of the stock at that period was only 8 years, or considerably below the standard given in the Author's Tables. This is no doubt accounted for by the fact, as stated by Mr. Harrison (V.P. Inst. C.E.), that a number of the North Eastern engines had to be rebuilt, not so much from their being worn out, as from the necessity of their º g replaced by others of greater power and improved construction. \ The dictum alluded to by Mr. Harrison during the discussion on × Mr. Fletcher's Paper, “that if the average age of all the stock did not exceed one-half of the ultimate life of that stock, justice was done in maintaining it,” was, in other words, saying, that the running value of any rolling stock should be taken at only half its cost, a method of valuation previously adverted to by the Author, as being based upon the assumption that the amount of dilapi- 1 Wide Minutes of Proceedings Inst, C.E., vol. xxiv., p. 482. 3 Ibid., p. 492. RAILWAY ROLLING STOCK. .* 15 dation varies directly as the time. It has already been shown, however, on the assumption that the dilapidation increases as the square of the time, that the actual period at which the ordinate of the curve attains its average value of two-thirds the net cost is a little more than half the ultimate life, viz., 577, the effect being, in the case of the North Eastern railway, where the ultimate life is 25 years, to make the standard average age of the whole of the locomotive stock 14; instead of 124 years. The mean actual age of the locomotive stock just referred to should not, however, be confounded with the “money-life,” the first representing that proportion of the actual ultimate life beyond which the average age of the stock should not be permitted to go in order to maintain it in full efficiency; the latter merely being a coefficient employed in determining the actual cost of the re- newals per annum in terms of the net cost. PRACTICAL APPLICATION OF TABLEs. As a practical illustration of the mode of applying these Tables, for the purpose of estimating the running value of locomotive stock, let the following be assumed to be a report of the present condition of an engine and tender of the class given in Tables A and B:— TABLE 1. VALUATION OF ENGINE. Actual Value. Standard Nº. of *- In- et Cost. Efficiency. c. |New | Good diſºr. A Bad. - ent, N f. f f. f. 38. 4. 8 - 23 5-48 || Painting Good 7 - 05. . . • * 4' 51 3-00 | Buffers . . Bad . - • * '44 162° 24 108 - 16 Brass tubes Bad . . . º . . ;15 °68 51 - 22 34:15 Crank axle . Indifferent . e 2 : 02: . . 6 * 63 4:42 Trailing ditto . Bad . . . * . . . 0-64 6 - 63 4'42 Leading ditto . Indifferent . © 2-85 . . 46 '82 31-21 Trailing tyres . 2 Bad . . . . . 4 - 53 46 - 82 31-21 Leading ditto . 2 Indifferent . . 20 - 1 • * 23 °4.1 15 61 Driving ditto . 1 Good . . . 20° 07' . . 23 ° 41 15 61 | Ditto do. 1 New . . 23:25 . . 9 97 6-65 Axle boxes . 4 Good . tº tº 8' 55 tº e 4 - 98 3.32 | Ditto do. 2 Bad * * '48 0 - 89 0. 59 Brass valves Bad . . • 09 0 - 36 0'24 | Slide blocks I set Bad . tº e • 03 0.36 0 - 24 | Ditto do. . | 1 , Indiffnt. 0 - 15 . . 180° 51 | 120'34 || Fire box . . . Bad . . . ... 17:44 e º India-rubber 0 - 26 || 0 - 18 { hose-pipe | Bad. . tº e • 02 237-80 | 158'53 . . . . Good . 203-87 . . & 0. Other portions w 697-82 465-22 ||".gine } Standard 1,512.87 1,008: 58 **** 39 • 35 16 RAILWAY ROLLING STOCK. TABLE 2. VALUATION OF TENDER. Actual Value. Standard # Total of ººm-º. | In- Net Cost, Efficiency. cº, New. | Good. dº. Bad. f. £. -- f. £. f. it. 4 : 57 3-04 || Painting Bad . . . . . . . . * * '44 33 - 42 22° 28 Tender frame Indifferent . . . . 14- 37 . . 0 - 42 0-28 || Break blocks Bad . . . . . . . * & gº º • 04 9 •74 6'49 2 Axles . Good . . 8° 35 tº º 4 : 87 3 - 24 I Ditto . . Bad . .. g is • 47 2 - 08 1' 39 2 Axle boxes New . 2 : 06 . . gº tº 2 - 08 1 - 39 2 Ditto do. . Good ... 1 - 78 g ºt 2 - 08 1°39 2 Ditto do. . Bad . . . & ſº tº º • 20 • 16 0 II Buffer blocks Indifferent . 0 - 07 . . 11-79 7-86 Trailing tyres 2 Bad tº ś ... 1' 14 11-79 7'86 Leading ditto 2 New . . II '71 gº º g is II - 79 7-86 Ditto do. . . 2 Indifferent e is 5-07 180-40 | 120°27 | Other portions . Standard tº e 275. 19 183° 46 1870 alsº 2 - 29 TABLE 3. SUMMARY OF RESULTS OF VALUATION. Engine : Standard of efficiency . £1,008. 58 Actual condition : New portions #23 - 25 Good ditto . . 239 - 54 Indifferent ditto . 45 - 15 Bad ditto . 39 35 Standard ditto . 465 - 22 Total actual value . . £812 - 51 ºx::::::::s 812 - 51 Total amount below standard #196 07 - Tender : - Standard of efficiency #183° 46 Actual condition : New portions £13.77 Good ditto . 10° 13 Indifferent ditto I9 • 51 Bad ditto . . . . * 2.29 Standard ditto . . . . . 120 27 Total actual value £165-97 165 97 Total amount below standard 3.17. 49 The standard of efficiency of an engine has been shown to be £1,008:58; the result therefore of the valuation in question is that RAILWAY ROLLING STOCK. 17 £196-07 will have to be spent upon it in order to restore it to that condition. In a similar way the standard of efficiency of a tender is found to be £183:46, and the condition of the tender here given is also below the standard to the extent of £17:49." The Author is of opinion, that similar Tables, adapted to the standard types of engines, carriages, wagons, and other portions of the rolling stock in use on different railways, might with advantage be adopted in the annual or bi-annual stock-takings. In this way alone will it be possible, he thinks, to arrive at that accurate and reliable knowledge of the actual condition of the rolling stock of a railway, so essential to its thoroughly efficient maintenance, and to afford that security as a permanent investment which railway property unfortunately stands so much in need of The results given in the Tables maybe said to embody the workshop experience, so to speak, of the Engineers who have been named. The Author has been enabled, by the kind assistance of the different railway companies, to verify the reliability of this experience, by a comparison with the actual working expenses during a long series of years. The results, which are given in the accompanying Tables and Diagrams, confirm in a remarkable way the soundness of the data upon which the Tables previously referred to have been based, more especially as regards the average money life of the engines. He regrets that, owing to the scanty information afforded in the earlier reports of some of the railways, he has not been able in every case to furnish the amount of the capital expended in rolling stock and other details, which it would have been useful to know. In Several instances, however, this information has been furnished by the companies at considerable trouble. In the case of the Great Northern railway, the actual amount of capital expended in the purchase and the renewal charges for the upholding of the locomotive and other rolling stock is given from the opening of the line down to the present time, a period of twenty years. Table T shows that the actual capital expenditure for locomotives on the Great Northern railway, in the twenty years referred to, has been £1,182,746; and that the total cost of repairs and renewals in the same period has amounted to £1,611,949, giving an average of £228 per engine per annum, and a consequent average money life of 10:52 years for the whole of the loco- i. stock, or a little below the standard given in the preceding 8,016. Tables 4 and 5 contain a summary of the average cost of repairs and renewals per annum, &c., on twelve of the principal English railways, given in detail in Tables G to S, and illustrated in the diagrams 6 to 17 (Plates 14, 15, and 16). * In Tables I*, 2*, and 3 in the Appendix will be found similar valuations, based on the assumption of uniform wear. C TABLES 4 AND 5 (COMBINED). Running Expenses. Repairs and Renewals. º: Period Average Money Life - i...º. A Years, º Nººr sº St . d St i. d º * * º 116S 3DO 8)" 3.001%. T 2,400 NAME OF RAILWAY. ... * * :, ; ; ºf ºil rº, tº Ver º 2 • - •v: tº sº |Aſſº. * |*|Aſſº. in Pººl Aſſ, cº, Annum. Annum. Engine. No. No. No. d. d. 36. d. d. f. Years. Great Eastern . 18 0.45 18, 188 5'6854 5:5594 || 430'94 2'9259 2.8875 221.84 || 10.819 Great Northern . e - 20 0.71 | 18,343 || 4.8538 || 4-7867 || 369.00 || 2.9360 2.8954 228.00 | 10.526 Great Western . . . . . . 5 0.61 17,744 || 4-2265 4:0320 || 316-10 || 3:3651 || 3-2102 || 251.84 || 10:3712 Lancashire and Yorkshire 18 1.051 17,480 4'8391 || 4' 5477 350-52 2.6784 2.5171 195-00 | 12:308 London, Chatham, and Dover 6% 0.74 18,680 7:2749 || 7-3062 564:08 2-7351 |2-7469 212. 12 || 11-314 London, Brighton, and South Coast. 20 0.67 16,873 || 6'9972 | 6’ 3475 496.76 || 3-7993 || 3:44.65 262-16 || 9,155 London and North Western . 11 0.861 | 16,095 || 4: 5481 || 3:9356 || 336'42 || 3:4510 || 2: 9862 228.72 | 10:493 London and South Western . 23 0.45 21, 146 5' 0597 || 5' 7523 447-52 3. 1584 || 3:5907 || 272.40 || 8-811 Manchester, Sheffield, & Lincolnshire 17 0.611 || 19,334 || 5' 1731 5' 3772 || 414' 52 || 3:3099 || 3:4405 || 267-22 | 8.981 Midland . . . . . . . . 21 0.64 18,608 || 5.2473 5'2495 || 399.76 || 3:5644 3.5659 275-24 8.720 North London . . . . . . . 8% 1.95 | 19,665 || 7-1663 7' 5767 || 587-54 || 4:3920 || 4.6434 || 356.84 || 6-726 South Eastern . 20% 0.62 17,110 || 5-6876 5-2323 | 408-80 || 3:1974 || 2:9414 226.44 || 10-601 Average . . 0.78 18,272 5° 5632 5-4752 || 426-41 3.2927 | 3:2393 || 249.82 9.902 N. Y; * Number at the present time. * In the case of the Great Western, the mean cost of the broad and the narrow-gauge engines is taken at £2,612 per engine, calculated from data furnished by Mr. Armstrong. g *** g RAILWAY ROLLING STOCK. 19 LocoMOTIVE EXPENSES. In Tables G to S inclusive, in the Appendix, are given in detail, for a period of more than twenty years, the cost of the principal items which constitute the locomotive running expenses of twelve of the principal English railways. The Author, wherever the information afforded would allow of it, has rearranged the various items of locomotive expenses, so as to adapt them to the form of account required by a recent Act of Parliament. A summary of these Tables is given in a condensed form in Table 6. . It is in the Author's opinion a matter of much regret, that a definite understanding has not been come to, as to what should constitute train mileage. On some lines it is still the practice to allow a certain amount of mileage while an engine is standing in steam; on other lines the running of extra and bank engines is treated as separate mileage, and the cost of the running expenses of marshalling the trains is charged to the traffic department. It is not, however, to this cause alone, that the remarkable difference in the cost per train mile of the locomotive expenses on the different railways is attributable, but rather to the varying ratio of the number of the engines per mile of line worked, and the consequent large difference in the average train mileage per engine on one line as compared with another. It will be seen from Tables 4 and 5, that the number of engines per mile worked on the London and South Western has during the last twenty-three years only averaged 0:45, while the average number of train miles per engine per annum in the same period has been 21,146 miles, in some years amounting to 27,000 miles. The average cost of the whole of the locomotive expenses in the period referred to does not appear, from Table 6, to have been more than 8:50 pence per train mile. On the other hand, the average number of engines per mile worked on the whole of the other railways has been 0-78, and the average number of train miles per engine per annum has been 18,272 miles." In the case of the London and North Western railway the average has only amounted to about 16,000 train miles, while the average cost of the whole of the locomotive expenses has been 9:32 pence per train mile. If, however, the cost of the locomotive expenses per engine be taken as a basis of comparison, it will be found, from reference to Tables 4 and 5, that the average cost of the locomotive running ex- penses on the London and South Western, in a period of twenty-three years, has been very high, viz., £447 per engine per annum as against * This mileage corresponds very nearly with Mr. Ramsbottom's estimated average. See ante, page 7, C 2 20 RAILWAY ROLLING STOCK. £336 on the London and North Western, while the average cost of the repairs and renewals per engine has amounted to £272 per annum, giving only an 88 years' money life as compared with £229 and a 10-5 years' life on the London and North Western. It is obvious that it would be as unfair to take the cost of the running expenses per engine as a basis for comparison in the one case, as it would be to take the cost per train mile in the other. In the opinion of the Author, the only fair mode of instituting a comparison, between the locomotive expenses of one line with another differently circumstanced as to the nature and extent of its traffic, is by adopting a certain standard or nominal train mileage per engine, as shown in Tables 4 and 5. The value of a series of reliable results, showing the comparative working expenses on different railways, cannot, in his opinion, be too much dwelt upon, and he hopes that in bringing this subject forward it may tend to further the desired object. The exceptionally large cost per train mile of coal and coke in the case of the London and Brighton railway, as compared with similar charges on the other railways, will not fail to be noticed, and requires some explanation from the locomotive engineer of that line. - It will also be observed that the discontinuance of the use of coke as fuel for the engines has led in all cases, but more especially on the London and North Western, to a considerable reduction in the cost of that large item in locomotive expenditure. With these exceptions the cost per train mile of the other items of the running expenses generally preserve a very uniform outline. The same remark applies to the cost per train mile of the repairs and renewals of late years, indications which it is thought go a good way to show, that the rolling stock is being more adequately maintained, and that fair average results as regards running expenses have at last been arrived at. The question of the economy, or otherwise, of working a long mileage of line with a small number of engines, but with a train mileage per engine largely in excess of the average, is one deserving of attention. It is evident that, whatever the special circumstances and conditions of a particular railway may be, there must be some point where the maximum of work done and the efficiency of main- tenance can be realised at a minimum cost and with a minimum number of engines; and could it be shown, in the case of the London and South Western, that in a period extending over a considerable number of years, notwithstanding the comparative short life of their locomotive stock, the average annual cost of the whole of the locomotive charges per engine has been less than on other railways, it would go a long way to establish the soundness of the policy of obtaining the greatest mileage out of an engine, regardless Railway Rolling Stock. DETAILS TABLE 6. OF LOCOMOTIVE EXPENSES PER TRAIN MILE, AND PER ENGINE ! { To face page 20. Salaries, Office * * RUNNING ExPENSEs. REPAIRs AND RENEWALS. Number Of - NAME OF RAILWAY. Years’ Average. Great Eastern º I8 Great Northern 20 Great Western 5 Lancashire and Yorkshire te 18 London, Chatham, and Dover . ſº 6; London, Brighton, and South Coast 20 London and North Western 11 London and South Western . 23 Manchester, Sheffield, and Lincolnshire . 17 Midland . . . 21 North London tº 8; South Eastern e 20%, Expenses, &c. f Total Running Total of all Expenses. Wages. - Coal. Water. Oil and Tallow. Iabour. Materials. Total. * º *. º º º †. * º º †. rº- º º †. º- *. º Per Train º Mile A. | Mile A. | * | *.m. | Mile A. | Mile A. | Mile A. | Mile | A. | Mile | A. | * | *..., | * | *. d. dec. 26. dec. d. dec. ag. dec. d, dec. * des d. dec. #. dec. d. dec. £. dec. d. dec. f. dec. d. dec. f. dec. d. dec. £. dec. d. dec. #. dec. d. dec. ag. dec. 0.1244 9:48 || 2:1808 || 16144||2-7870 211-26 || 0-1660 | 12:58 || 0-6021 || 45-66 5.6854 |480.94 Not given separately 2.9259 221.84 8-7357 | 662-26 0.6767 | 82-80 |1-8674 141-80 |25569 | 198.80 0-1872 | 10:40 | 0.307| 24.20 |4.8538 869-00 ||14001 | 108-80 | 1.58% 119-40 |29860 |2-8-00 | 84965 649.80 10-8887 24.94 || 2:1128 157.78 | 1.6524 128.74 || 0:2620 | 19.66 0.1998 || 14-92 |4.2265 816-10 Not given separately 3.3651 251 - 84 || 7-9253 592-88 0.0768 5.56 || 2:1454 | 156.52 || 2:0922 | 110-20 || 0-1609 | 11.68 || 0:4406 || 32-12 |4,8391 | 850-52 | 1.8526 98-40 | 1.325s 96.60 || 2:6784 195-00 || 7-5943 551:0s 10. 2922 122°56 || 2: 6754 207:26 || 3-7354 289-82 0.4006 || 30-88 || 0:4635 | 36-12 || 7-2749 || 564-08 Not given separately 27351 212-12 10-3022 || 798.76 0 - 1603 || II*34 2° 2278 157° 26 || 3-94.14 280-80 ***0.8170 57.96 || 6.9972 |496.76 Ditto ditto 3,7993 262-16 || 10-9568 770-26 ‘1-3175 | 82.58 || 2:2120 147.62 | 19449 | 162.76 || 0-0606 || 3.78 || 0-8806 || 22-28 || 4.5481 886:42 Ditto ditto 3°4510 || 228.72 9 • 3166 649 •74 0.2826 24.94 | 1.7968 160-10 |2-8738|280.86 |02894 | 27.70 || 0:4854 || 47-80 ||5-0597 |447-52 | 1.5276 | 127-10 | 1.6308||145.80 || 3:1584 272.40 | 8:5007 |744-se 0-7551 | 161°78 || 2: 2459 180°26 2-374.1 isºs *.*.*.*.0-5581 || 44.68 |5-1781 |414.52 | 1.6865 | 186-10 | 1.6284 |131-12 || 3:3099 || 267-22 || 9:1987 |789'ss 0.2299|| 17-68 || 2:0897||131-68 || 2:5879 |198.68||0.1750 | 18:56 || 0-3947 30.88 |5.2473 | 899.76 | 1.5180 | 117-80 || 2:0514|157.94 || 3:5644 275-24 9:0416 692-68 0.5109 || 41-14 || 3:0180 |246-86 3.7872 |&OT-14 || 0:4111 || 34-04 || “...º.º. 7:1668 587-54 Not given separately 4’3920 356 ‘84 12° 0692 985 - 52. 0.2898 || 17-00 |2-127 | 151-00 || 3:0800 |218.60 || 0:2475 17.60 0.2825 | 16.60 |5.6876 |408.80 Ditto ditto 3:1974 226.40 9-1248 || 647:20 | - 1 Includes Miscellaneous Expenses. 2 Includes Oil and Tallow, 3 Includes Water. 4 Includes working Cromford and High Peak Railway, and Miscellaneous Expenses. RAILWAY ROLLING STOCK. 21 of its effect in shortening the duration of its life. Supposing, for instance, a given mileage and a given amount of traffic to be worked in one case by fifty engines, or a third less than the number pre- viously employed, it is manifest that if the extra dilapidations caused by the hard running does not cost as much as the interest upon the capital that would have to be expended in the purchase of twenty-five engines, it is cheaper to work with the smaller number of engines. REPAIRS AND RENEWALS OF CARRIAGES AND WAGONs. Tables V, W, X, and the diagrams Figs. 18, 19, 20 (Plate 16), show the cost of the repairs and renewals of carriages; and Tables W’, W’, X’, and the diagrams Figs. 21, 22, 23 (Plate 16), the cost of the repairs and renewals of wagons on the Great Northern, the Manchester, Sheffield, and Lincolnshire, and the North London railways during a period of years. In the accounts of the other railway companies the cost of the repairs and renewals of carriages and wagons is not shown sepa- rately. The Author has therefore been unable to acquire any expe- rience in regard to these important items of railway expenditure on those railways. The absence of such detailed information during past years is much to be regretted, since the data to be derived from the “repairs and renewals” expenditure upon a large rolling stock, such, for instance, as that of the London and North Western rail- way, during a long period of years, would be exceedingly valuable. It is thought, however, that in the accompanying Tables suffi- cient information is given to enable the average money-life of both carriages and wagons to be approximately determined, more espe- cially since the average cost of the maintenance and renewal per yehicle is found to correspond very closely with the results given in Mr. Fletcher's Paper, already alluded to." CARRIAGE REPAIRS AND RENEWALs. From a reference to the tabular statement given in Mr. Fletcher's Paper, it appears that the average cost of repairs and renewals per carriage on the North Eastern railway, during a period of twelve years, was £22. 0s. 9d, or 11:26 per cent, on the total cost, equi- valent to a money-life of 8.9 years, the mean actual age of the whole stock, taken at half its ultimate life, being 9.75 years. The average annual cost of carriage repairs and renewals on the Great Northern railway, during a period of twenty years, is almost * Wide Minutes of Proceedings Inst, C.E., vol. xxiv., page 461. 22 RAILWAY ROLLING STOCK. exactly the same, viz., £22:24, as will be seen from a reference to the following tabular statement:— TABLE 7. Number Average Average Period Of Cost per Mean Average | Cost per NAME OF RAILWAY. of Carriages | Vehicle Money Cost per | Passenger Years. per Mile per Life. Train Mile. Train worked. Annum. Mile. 5. dec. years. d. dec. d. dec. Great Northern . 20 1.73 22-24 9' 036 || 0 - 6939 1-5960 Manchester, Sheffield, and • I A Sk t e e * incolnshire ". | 17 | 1 - 14* 20-71 8' 547 || 0-6805 | 1.3725 North London. 9 9.48 35-26 || 7-935 | 2:0913 2.82S3+ * Average of three last half-years. i Average of five last half-years. WAGON REPAIRS AND RENEWALs. The average annual cost of the repairs and renewals of wagons per vehicle on the three railways just referred to, during a period of years, was as follows:– TABLE 8. Numb A Period ". er flºº Mean Average 㺠NAME OF RAILWAY. of º Vehicle Mºy tº: #. § º €. * * * Ye" | . A.m. ran Mile.|Train Mile. ag. dec. years. d. dec. d. dec. Great Northern . . . 20 17, 19 4'94 || 14 876 | 1.4522 2'5978 Manchester, Sheffield, º 17 | 16.00° 4-18 || 17-400 | 1.7036 || 3:4173 Lincolnshire . . . North London 9 | 16.70 || 4.83 | 16:903 || 0-5181 || 2.9322+ * Average of three last half-years. f Average of five last half-years. The average cost of 17,429 wagons on the North Eastern rail- way appears to have been £73. 148.83, per wagon, and the average annual cost of their maintenance and renewal, during a period of twelve years, £4. 8s. 4d. per vehicle, being 6:39 per cent. of the total cost, and equivalent to a money-life of 15' 65 years, the actual mean age of the whole stock at that time being 10 31 years. The cost of the repairs and renewals of both carriages and wagons is usually estimated at per train mile. The absurdity of adopting any such basis for comparing the relative cost of these charges on various railways, whose goods and passenger traffic differ so essen- tially, is sufficiently obvious, and is strikingly exemplified in the •=s’ RAILWAY ROLLING STOCK. 23 diagrams, which show respectively the cost per vehicle per annum, the cost per train mile, and the cost per goods or passenger train mile, as the case may be. The Author would observe, in conclusion, that although slight variations in the types or classes of engines, carriages, and wagons on a particular railway do not materially affect the average life values of the whole of a rolling stock, still the fewer the types of the engines and the greater the interchangeableness of the parts, and the more durable the character of the material, the nearer will the actual results in practice approach the estimated life given in these Tables. In bringing this subject under the notice of the Institution, the Author hopes that his investigations, imperfect as they are, may lead to the acquirement of that information, to use Mr. Harrison's words, “which might govern Boards of Directors, and superin- tendents in advising them, upon one of the most important items of outlay which they must incur in maintaining the stock in a full state of efficiency.” The communication is illustrated by numerous Tables, some of which are given either in the body of the Paper or in the Appendix, and by an extensive series of Diagrams, corresponding to the Tables, all of which have been reproduced, on a small scale, in Plates º 14, 15, 16, and 17, and in the wood engravings, Figs. 1, 2, 3, and 4. * Wide Minutes of Proceedings Inst. C.E., vol. xxiv., p. 494. APPENDIX. RAILWAY ROLLING STOCK. 25 APPENDIX. Tables : A, B { Vºtion of Engine and Tender based on Mr. Webb's 3 -> * * * * * ata. D, El { Valuation of Engine and Tender based on Mr. Sacré's 3. tº s e º e data. D d, Ee, . . . . Summaries of Tables D and E. Details of Locomotive Expenditure, showing the average cost per Engine and per Train mile on twelve of the principal English Railways, viz.: The Great Eastern. The Great Northern. The Great Western. The Lancashire and Yorkshire, G to S' . . . . ( The London, Chatham, and Dover. The London, Brighton, and South Coast. The London and North Western. The London and South Western. The Manchester, Sheffield, and Lincolnshire. The Midland. The North London, and (i. South Eastern. Tables showing the Capital and Revenue, Expenditure T, Ul on Locomotive construction and maintenance on the 3 * * * * * * * Great Northern and Midland railways for the past twenty and fourteen years respectively. gif Tables showing the Cost, Repair, and Renewal of Car- V, W, X". . . . riages and Wagons on the Great Northern, the Man- V, W, X1 . . . chester, Sheffield, and Lincolnshire, and the North - London railway. 1 Tables D, E, G to S, T, U, V, W, X, and Wł, W, X, may be consulted in manuscript at the Institution. They are represented graphically in Plates 14, 15, 16, and 17. Diagrams: Fig. 5 . . . . . Representing Standard Types of Engines (Plate 13). , 6 to 17 inclusive Illustrating Tables G to S (Plates 14, 15, and 16). ,, 18 to 23 , , Illustrating Tables V, W, X, and V, W, X (Plate 17). RAILWAY ROLLING STOCK. TABLE A*–ENGINE WALUATION (based Brass, $. Cost of Materials Copper, &c. Iron, . OSt. Of WiąterialS. Cost of Neº Cost, NAME. G iſion. º.º. G. O Uſ wº. wº. Gross. Nett. cwt. Qrs. lbs.lcwt. qrs, lbs. ºf. S. d. f. s. d. £. s. d. £. dec. MoTION CYLINDERs, ETC. 2 slide valves 1 0 26 . . . . . 6 18 0 5 - 3 6 || 0 3 4 5. 34.17 2 valve spindles . . . . . . . 1 1 8, 1 3 9| 0 16 3 || 2 O II 2: 8583 I set of gland bushes 0 3 8 ... ... 4 12 0 3 9 0 || 0 8 2 || 3: 8583 I set of studs and washers : * * g e 0 3 20 0 9 3| 0 4 9 || 1 11 3 | 1.8000 ºrigin ºn 33 2 18: 28 12 3, 18 II 3 15 0 10 || 33' 6042 2 cylinder cover handles 0 0 4 0 0 4 0 0 2 || 0 0 9 || 0: 0458 47' 5083 1 crank axle mould . . . 23 1 0 55 16 0 48 16 6 || 2 7 10 || 51.2167 2 plain axles . . . . 17 3 1| 17 15 2. 12 8 8 || 0 16 8 || 13° 2667 6 wheels 5 feet diameter 61 3 20, 99 I 9|80 11 3 || 6 || 0 | 86.6125 30 keys for ditto. 0 3 0 0 7 6 0 3 0 || 0 10 0 || 0-6500 6 outside cranks . tº gº 12 0 12 24 4 3 20 12 3 || 3 13 0 || 24-2625 6 balance weights . . . e Plates, rivets, &c. . ..} 4 3 26] 1 15 3| 0 6 9 || 1 16 0 || 2: 1875 126'9292 gºº) 42 3 10,149 10 2136 13 8 || 3 15 9 ||140 - 4708 30 bolts . . . . . . 6 axle-boxes and caps ... ... 12 1 22| 4 19 7, 1 6 1 || 0 8 10 || 1 - 7458 6 ditto brasses . . . 2 I 10 ... ... 13 2 0 9 16 6 || 3 6 10 || 13 "I667 12 pins for ditto . . . . . 0 0 18 0 1 7| 0 0 8 || 0 0 3 || 0 - 0458 12 syphon pipes . tº e º ſº ... ... 0 2 6| 0 2 6 || 0 0 10 || 0 - 1667 2 inside axle-boxes . 2 3 27 ... ... 16 15 0 12 11 3 || 1 3 9 13.7500 2 inside caps . ... ... 1 0 8| 0 8 7 0 2 7 || 0 0 3 || 0 - 1417 2 pins for ditto 0 0 6 0 0 6| 0 0 2 . . . . . 0' 0083 29' 02:50 4 slide bar brackets . . . 0 1 18 0 6 7| 0 5 1 || 0 15 11 || 1 - 0500 8 slide bars º gº tº 4 2 18 7 18 6 6 11 6 || 1 13 3 || 8.2375 Bolts and nuts 0 1 0 0 2 6 0 1 0 || 0 6 10 || 0-3917 Distance blocks . tº º 0 0 10 0 0 6 0 0 2 || 0 3 0 || 0 - 1583 2 motion links . . . . 0 3 24 0 17 4| 0 12 10 || 1 8 4 || 2:0583 4 lifting links tº tº 0 2 20 0 12 3| 0 9 3 || 1 17 1 2-3167 1 lifting lever . . . . 0 3 17| 0 16 3| 0 11 9 || 1 7 10 I-9792 2 valve spindle slides 1 2 20 1 10 3 1 1 3 || 2 9 1 || 3. 5166 19 - 7083 Carried forward 7 I 15 222 3 20437 19 7.361 9 7 |53 7 7 |414-8583 * A summary of this Table is given on page 54. upon Mr. WEBB's data). TAILWAY ROLLING STOCK. 27 Variable Wear. |Uniform Wear. Life. Standard Present Value. Standard Present Value. of O Efficiency. New. good. | Indif. Bad. |*Y. New. Good. l Indif. Bad. years. 15 3•56II 5-3060 4' 5796. 2.2969; 0 , 5164] 2 6708 5' 0961; 3.4936. 1' 3140 0-2456 15 1 '9056 2.8392. 2' 4505] 1 - 2291 0 , 2763. 1 “4292 2.7269| 1 - 8694 0.7031|| 0 - 1314 15 || 2 5722 3' 8326|| 3:3079| 1 , 6591 0 3730. 1-9291 3' 6808 2. 5234 0-94.91 0 - 1774 15 I 2000. 1-7880 1 : 5432 0.7740. 0-1740. 0-9000. 1' 7172 1' 1772 0.4427 0-0827 15 22:4028; 33-3802. 28' 8100 14 4498; 3. 2484, 16 '8021] 32' 0591. 21°9778. 8' 2659 1 5451 I5 || 0 0305] O. 0455 0.0393 0 - 0.197 0-0044) 0' 0229| 0 ° 0437| 0 0299|| 0 - 01.13 0-0021 31 6722 47 - 1915 40 - 7305; 20 - 4286 4' 5925 23-7541| 45°3238 31 ° 0713:11 6861|| 2 - 1843 6 || 34 - 1445, 50 '8753. 43 '9097 22' 0232| 4 - 9509| 25' 6084| 48 '8618 33° 496712. 5983. 2.3549 30 8-8445. I3 - 1783. 11' 3740 5. 7047 1 - 2824 6- 6333 12-6567. 8 ' 6767| 3: 2633 0 - 6100 30 || 57-7417 86° 0352| 74 • 2558. 37. 2434; 8: 3726 43' 3063| 82-6301, 56-646321-3049. 3. 9824 30 0.4334|| 0 - 6457| 0 - 5573 0 - 2795 0.0628 0-3250 0 6201 0 - 4251 0 1600 0-0299 30 16 - 1750 24 1008) 20:8010, 10° 4329] 2 - 34.54 12-1812 23: 1469] 15: 8682. 5: 9681 1 - 1156 30 || 1 - 4250 2 1231|| 1 8326|| 0 °9190 0-2067] 1 - 0688. 2' 0392. 1 - 3980 0-5258; 0.0983 84 - 6196126° 0831|108 - 8207 54.5795'12:2699 63-4646|121° 0930, 83-014331 - 2221 5-8362 7 || 93. 6472|139° 5343||120 - 4303 * 70 - 2354|134' 0119) 91-870734 - 5530. 6.4588 I0 1-1639) 17342| 1.4967 0-7507 0-1688 0-8729, 1-6655 1-1418 0-4294 0.0803 I0 8. 7777. I5 - 0789 11 - 2883| 5' 6617| 1:272S 6' 5833 12:5613 8. 6113| 3:2387 0-6054 10 0° 0305 0-0455 0° 0393| 0 - 0.197 0-0044 0-0229| 0-0437 0 - 0300|| 0 - 01.13 0-0021 10 || 0 - 1111 0 1656 0° 1429| 0-0717 0° 0161] 0.0834|| 0 - 1590 0-1090. 0-0410. 0-0077 I0 9. 1667 13-6583 II '7883 5'9125; 1:3292 6 S750. I5 - 1178 8-9928|| 3: 3822 0.6322 10 0' 0945 0-1408 0°1215| 0° 0609 0.0137 0° 0708; 0 - 1352| 0 - 0927 0-0349 0-0065 10 || 0-0055| 0-0082 0-0071| 0-0036|| 0 0008. 0-0042|| 0 0079 0.0054 O' 0020 0-0004 19° 3499. 28' 8315| 24'8841 12" 4808. 2'8058. 14' 5125, 27. 6904 IS-9830. 7 - 1395, I-3346 30 0-7000 1 0430 0-9002 0: 45151 0 1015| 0 - 5250 0-0017 0-6867| 0 - 2583 0.0483 30 5'4916. 8 1826 7' 0622 3'5421} 0-7963 4. IISS| 7-8587| 5:3875] 2 0263. 0-3788 30 0.2611| 0.3891 0 3358 0: 1684, 0' 0379| 0 - 1958 0: 3737| 0: 2562 0.0963 0.0180 30 0.1056 0-1572 0. I357| 0-0681 0.0153. 0-0792. 0-1510 0 1035 0.0389 0.0073 30 1 - 3722| 2:04:45] 1 7646 0.8851 0 1990 1 : 0291, 19637] 1 - 3462 0 , 5063. 0-0.946 30 1. 5445| 2:3012, 19862 0.9962 0 2240 1 1584| 2:2102. 1: 5152 0-5699 0. I065 30 I 3195] 1.9660. 1-6968 0.8510 0 1913. 0-9896 1-8882] 1 - 2944|| 0:4868 0.0910 30 2'3444; 3'4932 3' 0.149 1.512 0.33% 1°7583 3-3550 2.3000 0-8650 0 1617 13° 1389, 19° 5768. 16'8964 8-8746, 19052 9'8542| 18.8022 12.8897 4-8478 0-9062 wº 276-5723.412-0925 355'6717178-7891 40: 1031|207'4292|395' 7831|271. 3257 1020468.19.0750 28 RAILWAY ROLLING STOCK. TABLE A.—ENGINE \ Cast and Brass, - Copper, &c. Yº: Cost of Materials. Cost of Nett Cost, NAME. it. |*. wº. wº. Gross. Nett. cwt. qrs. lbs. cwt. Qrs. lbs. £. s. d. £. S. d. £. s. d. | #. dec, ; Brought forward 15 222 3 20437 19 7,361 9 7 53 7 7 |414-8583 2 valve spindle brackets I 1 6 , 7 6 () 5, 9 s ... ... 5'4750 Patent metal. tº 0 1 0 . 1 8 9| 1 1 9 || 0 0 6 || 1' 1125 6. 5875 2 syphons. ... ... 0 2 1 0 2 1 || 0 13 0 || 0 °7542 4 eccentric rods . 2 0 0 || 1 16 0 1 4 0 || 2 2 6 || 3: 3250 4 eccentric straps 5 1 24 | 12 5 11| 10 14 5 || 7 10 8 || 18-2542 22-3334 4 brass liners . . . 2 0 9 11 13 O. 8 14 9 || 1 || 2 | 9-7958 Patent metal . 0 1 20 2 9 3| 1 17 3 || 0 4 6 2° 0875 11 - 8833 Bolts and nuts for straps 0 1 12 || 0 3 7| 0 2 1 || 0 9 5 || 0 °5750 4 eccentric sheaves . . . 4 2 0 || 1 7 0 0 9 0 || 2 3 6 || 2' 6250 8 studs and cotters for ditto 0 1 4 || 0 2 10 0 1 4 || 0 3 2 0-2250 3.4250 1 reversing catch and bolt . ... ... 0 0 63 0 1 0| 0 0 8 || 0 3 6 || 0-2083 1 Spring . . . . || 0 0 1 | ... ...T 0 0 3| 0 0 24 0 1 0 || 0:05.94 0-2677 1 reversing arm . . . 0 1 18 || 0 6 7| 0 5 1 || 0 15 2 | I 0125 1 reversing lever bracket 0 0 12}| 0 2 0 0 1 5 || 0 5 2 0-3292 1 - 34.17 1 reversing brass guide . . | 0 0 33 0 3 6 0 2 7} 0 1 0 || 0-1812 1 reversing rod (complete). I 2 10 || 1 5 5| 0 16 5 || 3 2 1 || 3-9250 1 reversing shaft and collar I 2 7 || 1 5 0 0 16 0 || 0 17 10 1-6917 1 quadrant O 3 26 || 0 15 9| 0 11 3 || 0 14 11 || 1 °3083 6'9250 2 pedestals . . . . 0 3 6 e 4 IO O 3 7 6 0 9 I 3' 8292 1 bracket . º e 0 0 18 . , 0 18 0 0 13 6 || 0 2 8 || 0 - 8083 4 • 6375 Carricd forward 12 122,240 1 0.486 1 6398 0 4:74 8 5 472:4406 + VALUATION.—continued. RAILWAY ROLLING STOCK. 29 Variable Wear. Uniform Wear. Life. Standard Present Value. Standard Present Value. of Of Efficiency. | New. Good. Indif. | Bad. |Pfficiency. New. Good. Indif. Bad. | | years.]- ſ ... 276 • 5723,412 - 0925'355-6717178-789.140 - 1031|207. 4292 395. 7831,271. 3257 I02-0468.19 07:50 | 10 3-6499 5' 4385| 4 - 6939| 2: 3542} 0 - 5292 2.7375 5' 2233 3-5808 1346, 0 - 2517 10 0 - 74,17] 1 - 1052 0-9538 0 - 4784| 0 - 1075 0 , 5562 1 0613 0.7276 0 - 2736 0° 05II 4-3916 6' 5437. 5-64.77|| 2 8326|| 0 6367 3.2937 6 - 2846 4-3084 1-6203 0 °3028 30 O 5028 0-7492 () 6466 0-3243 0° 0729 0.3771. 0.7195 0.4983 0.1855 0.0347 30 2. 2167| 3:3029 2. 8506. I 4297| 0 3214|| 1 6625, 3 - 1721; 2 - 1746 0 '8179| 0 - 1529 30 | 12 - 1694 IS. IB26. I5' 6499. 7. 8493. 1 7646. 9- 1271 17:4149 II '9386 4' 4902. 0-8394 ... 14: 8889 22: 1847; 19 - 1471; 9 - 6033| 2: 1589 11 1667 21 - 3065|| 14 - 6065; 5 - 4936. I 0270 | 10 6- 5305 9 - 7304 8:3983| 4 - 2122 0-9469| 4 - 8979 9 - 34.54| 6’ 4066: 2°4096 0-4504 10 1 - 3917; 2 - 0735. I '7896 0.8977| 0 2018 1-0437 I 99.15} 1 - 3653 0 - 5135 0 - 0960 7. 9222 11 - 8039 10 - 1879| 5' 1099] I 1487 5.9416 11-8369 7.77|19| 2: 9231|| 0 - 5464 | 30 0.3833 0-5712 0.4930. 0-2472 0.0556. 0-2875 0.5486 0-3761 0-1414 0.0264 30 I 7500 2- 6075|| 2 - 2505] 1 - 1288 0 - 2537] 1 - 3125 2. 5043 I 7168 0. 6457 0 - 1207 30 0 - 1500 0 2235 0 - 1929| 0 - 0.967| 0 0217 0.1125 0-2147| 0 - 1472; 0 - 0553 0 - 0103 2° 2833 3: 4020 2.9364] I 4727| 0 3310 1-7125 3 - 2676. 2 - 2401] 0 - 84.24 0 - 1574. I5 0° 1389| 0 - 2069| 0 - 1786 0 - 0896 }.}}| 0.1041 0 - 1987| 0 - 1362 0 - 0512 0' 0096 I5 0° 0396 0 - 0590| 0 - 0509|| 0 - 0255 0' 0057 0.0207 00 - 567| 0 - 0388 0 - 0146|| 0 < 0.027 tº gº 0 - 1785| 0 - 2659 0 - 2295 0 - 1151| 0 0259 0-1338 0 - 2554 0 - 1750 0° 0658 0 - 0123 ; 30 0 - 6750 1 0057 0-8680| 0 - 43.54|| 0 - 0979 0-5063 0 ° 9659| 0 - 6622 0 2490| 0 - 0.465 30 0 - 2195 0 - 3270 0: 2823| 0 - 1416 0° 0319 0-1646 0 - 3I4]] 0 - 2153 0 - 08.10 0 - 0151 0 - 8945; 1: 3327 I 1503 0 - 5770 0 - 129S 0-6709 I-2800 0 - 8775|| 0 3300|| 0 - 0616 15 0 - 1208 () - 1800 0 1554 0.0779| 0 - 0175 0.0906 0 - 1729| 0 II85| 0 - 0446 0' 0083 | 30 2 - 6167| 3: 8988] 3 3650 I 6878 0: 3794. I-96.251 3: 7445. 2 - 5670 0-9655| 0 - 1804 30 1 - 1278] 1 6804. 1 4503 0.7274| 0 - 1635|| 0 S459; 1 - 6139|| 1 - 1064 0°4161| 0 - 0778 30 0 - 8722. 1 ° 2996 I 1216 0 - 5626|| 0 - 1265|| 0 - 6541 1 - 2481 0-8557| 0 - 3218 0° 0602 4 - 6167| 6’ 8788; 5.9369| 2: 97.78 0 - 6694. 3:4625 6 - 6065| 4 - 5291. I 7034 0 °3184 | 15 2.5528, 3.8036 3.2829| 1:6466 0.3701] I '9146, 3-6531 2-5044 0-9419 0-1761 15 0. 5389| 0 | 8029| 0 - 6930|| 0 - 3476|| 0 - 0.781 0.4042 0 - 77.1.1| 0 , 5286 0 - 1988, 0 - 0372 3'0917| 4 - 6065 3.9759| 1 - 99.42|| 0 482 2. 3188 4 - 42.42 3' 0330] I 1407| 0 - 2133 314,9605469.2907405.0388203:59645-6692236-2203450-71780s-9857 ugºlozlºzz3 30 RAILWAY ROLLING STOCK. TABLE A.—ENGINE Brass, $. Cost of Materials Copper, &c.|}. OSU Of TVI&LeTlöllS. Cost of Nett Cost, NAME. ision. ºg G GroSS º Y wº. wº. Gross. Nett. cwt. qrs. lbs.cwt. qrs. lbs. . f. S. d. £. S. d. £. s. d. £. dec. Brought forward . 12 1 22}|240 1 0.486 I 6398 0 4#74 8 5 |472'4406 8 studs, washers, and nuts. 0 0 16 || 0 1 0 0 7 || 0 4 2 || 0 °2375 4 angle irons . e 0 1 2 || 0 2 8 0 || 2 || 0 5 2 || 0 - 3167 Rivets . * * * wº () 0 3 || 0 0 7 0 0 5 || 0 6 4 || 0 3375 14 pins and washers. g 0 1 24 0 4 10 0 3 4 || 0 10 0 || 0:6667 1 balance weight * > I 0 21 || 0 7 2 0 3 2 || 0 1 0 || 0 2083 14 split pins . © 0 0 5 0 0 10 0 0 7 || 0 || 4 || 0' 0958 Hardening motion * e tº tº ſº 1 9 9; 1 9 9 || 0 17 0 || 2:3375 Lapping out holes & tº e & & sº tº gº tº . . . . 0 12 4 || 0 6167 3 tumbler slips 0 1 7 || 0 3 2 () 1 8 || 0 9 8 || 0 - 5667 6 bolts and nuts . . . . 0 0 3 || 0 0 3| 0 0 1 || 0 2 1 || 0 - 1083 Sundries, drilling and fitting te splash plates (complete) : 0 3 13 || 0 11 8| 0 7 2 13 12 0 || 13-9583 19 - 2125 2 connecting rods 4 3 9 || 6 0 9| 4 12 3 || 1 10 2 || 6-1208 Straps. 1 2 23 || 2 2 8] I 13 8 || 2 19 8 || 4 - 6667 Ditto . . . 1 0 6 || 1 6 4| 1 0 4 || 1 9 8 || 2: 5000 4 long bolts . 0 1 14 || 0 6 9| 0 5 3 || 0 11 7 || 0 - 84.17 - 14 1292 4 gibs and 4 cotters . ... ... 0 1 12 || 0 6 5| 0 4 11 || 0 9 10 || 0 | 7375 2 glut picces . gº ... ... 0 0 11 || 0 1 0, 0 () 5 || 0 1 10 || 0 - 1125 2 pair large brasses . I 0 7 tº gº e & 5 19 O. 4 9 3 || 0 7 0 || 4 - 8125 2 pair small ditto 0 1 2 | . . . . . I 10 0 1 2 6 || 0 2 9 || 1 ° 2625 2 syphons. ... ... 0 0 2 || 0 0 1 0 0 0}| 0 1 1 || 0-0563 6 sets of screws 0 0 13 ... ... 0 0 4| 0 0 3+ 4 10 10 || 4-5552 Patent metal . º O 0 16 () 16 4 0 12 4 || 0 0 10 || 0 - 6583 Copper recess plates. 0 0 26 1 4 5| 0 17 11 || 0 7 0 || 1:2458 13° 4406 4 coupling-rod ends . 2 I 8 || 2 18 O 2 4 6 2 7 0 || 4 - 5750 2 ditto with single joints I 2 24 || 2 2 11 1 13 II | 0 4 9 I •9333 2 ditto double ditto . 0 3 12 || 1 || 5 || 0 16 11 5 15 2 | 6- 6042 2 joint - pins, nuts, and ſº washers . . . . . . .) ... 0 0 18 || 0 2 11 0 1 114 0 7 1 || 0:4521 13° 5646 6 cotters . . . . . . 0 0 23 || 0 2 1 0 0 10} 0 2 6 || 0 1687 6 glut pieces . . . . . 0 0 18 || 0 1 7| 0 0 73 0 2 8 || 0-1646 0 °3333 Carried forward 14 0 184257 1 0} 515 6 10420 6 3 113 0 11 |533-3583 RAILWAY ROLLING STOCK. VALUATION.—continued. 31 Life. Variable Wear. Uniform Wear. Present Value. Present Value. Standard sº of O Efficiency. New. Good. Indif. Bad. |Pfficiency. New. Good. | Indif. | Bad. years. 814,9605469.2007.105.0388208.549845:66932862203450-7178089857 uszoºlºs 30 || 0-1583 0.2359| 0:2036. 0-1021| 0-0229, 0-1187, 0-2266 0-1553 0.0584 0.0109 15 0.2111| 0 - 3146|| 0 - 2715| 0 - 1362 0' 0306 0 - 1584 0 °3021 0 2071 0 1 0779 0' 0146 15 || 0 - 2250| 0.3352 0 - 28.93| 0 - 1451| 0 - 0326|| 0 I687 0.3221 0 - 2207 0° 0830; 0 0.155 15 || 0 - 4445 0.6623| 0 - 57.16|| 0 - 2867|, 0.0644|| 0 3334|| 0 6360 0°4360 0 1640 0' 0306 15 || 0 - 1389 0 - 2069| 0 - 1786 0 - 0895 0.0201 0 1041 0 - 1987 0° 1362 0 - 0512 0' 0096 15 0.0639; 0.0952 0 - 0822. 0-0412. 0-0093. 0-0479 0 - 0.914 0° 0627 0' 0236. 0-0044 15 I 5583| 2:3219, 2- 0.040 1 - 00:52, 0-2260] I 1688; 2. 2302 1 5288 0 - 5750 0° 1075 15 || 0 - 4111| 0 - 6126|| 0 - 5287| 0 - 2652| 0 - 0596 0 3083; 0 5883 0.4033; 0 - 1517| 0 0284 15 0.3778 0-5629) 0-4859 0.2487 0.0549] 0.2834 0'5406 0.3706 0 1394; 0.0261 15 || 0 - 07:22| 0 - 1077| 0 - 0929 0.0465 0.0105 0.0541 0 1031 0° 0708; 0.0266 0-0050 15 || 9 - 3055 13. 8653; 11 9670 6' 0.020. 1-349.4| 6'9792. 13:3165. 9 1290 3° 4335|| 0 6418 I2 - 8083. 19' 0846. 16. 4717 8. 2613 I-8574. 9- 6063 18: 3290. 12' 5652; 4 7259| 0 '8835 30 || 4 - 0805 6' 0799) 5: 2476] 2 6319|| 0 , 5916. 3- 0604 5' 8394 *** 0 2S14 30 || 3: IIII] 4: 6355, 4' 0008| 2:0066 0-4511/ 2.3334] 4:4520 3.0520, 1: 1479 0.2146 30 I 6667 2-4833] 2 - 1433 1 - 0750 0 - 2417| 1 - 2500 2' 3850; I 6350 0' 6149 0 - 1150 30 || 0 - 56.11| 0 - 8360 0-7215| 0 | 36||19|| 0 - 0813| 0 - 420S 0 - 8029 O 5504 0 2070 0 1 0387 9-4194| 14-0347| 12: 1132 6' 0754| 1 - 3657| 7' 0646; 13 - 4793 9.2ios 3,4754 0 - 6497 | 10 || 0:4917 0.7326|| 0-6323| 0.3171 0.0713| 0.3687 0.7036 0-4823 0:1814| 0-0339 | | g º 0.1.18 ºff ºf 9.91% º 0.1% º ºſ ºº 10 || 3: 2083| 4-7805| 4 - 1259| 2:0694] O. 4653; 2 - 4063; 4 5912; 3: I475] 1 - 1838; 0 - 2213 10 || 0 | 8417| 1 - 2541| 1 - 0824 0 - 5429 0 - 1220; 0 6312| I 2044 () - 8257 0-3105 0' 0580 10 || 0-0375 0.0559) 0.0483 0-0242 0.0054 0.02s2 0-0537 0.036s, 0-018s, 0-0026 10 || 3:0368] 4:5249. 3.9054 I-9588 0.4403 2.2776|| 4:3458 2.9792. 1: 1205 0.2094 10 || 0:4389 0-6539| 0:5644 0-2831|| 0-0636 0-3291 0-6280 0-4305, 0.1619 0.0303 10 || 0-8805 1237; 1.06s, 0-5857 0-120 0-6229, 1:1ss; oisi is 0.306 0.0578 8-9604 13.3512 11-5233 5.796 12992 67208 12.8225 sºo! 3:3060 0-6180 sol 8:00 ºut 8.9%. 1972 0.4% ºsis ºld ºn 1.12si oºloº 30 || 1 - 2889| 1 9204] 1 6575 0.8313| 0 - 1869; 0.9667; 1 - 8444; 1 - 2644 O - 4755 0 - 0889 30 | 1.40% gº 5-6320, 2 sº 0-688; 8.302 gº 4-3193 1:625 0.3087 30 || 0-8014 0.491 0-8876 0.1914 0.0137 0.2260 0:4313 oz857, 0-1112 0.0208 9 : 0431; 13° 4742 11-6294 5' 8328] I 31.14 6-7823 12:940s sºsºs 8-3366 0.6288 10| 0.11% o ind out 0.07% ooled 0-088 0.16% 0-1108 0-0415 0:0078 10 || 0 1097 0 - 1635 oilii 0-070s 0.0158 0:0828 0.1570. 0-1076 00105, 0.0076 0.2222 0-3311| 0-2857 0-1433 0-0822. 0-1666 0.3179 0.2179 0.0820 0-0154 § | t 855-5722529.8024'457.2657,229.7441'51-5581266-6791508,83383488265 131-195024.5288 32 RAILWAY ROLLING STOCK, TABLE A.—ENGINE NAME. Brought forward 12 set screws 6 pairs of brasses. 6 syphon taps e Case - hardening pins joints . . . . . and PISTON. 2 piston blocks and cover 2 ditto rods 4 ditto packings . 2 ditto inside springs 10 bolts, fittings, &c. 2 ditto, inside rings . 2 cross-heads . . . . . 2 spindles . . 4 cotters, fittings, &c. 4 slide blocks. 1 pump 1 gland 1 clack door . . 2 balls and clacks Studs, bolts, and nuts 1 pump, ram, and fitting Carried forward | Brass, §. Copper, &c. Yºº Cost of Materials. Cost of i. . II].C. Labour. *..# wº. W. Gross. Nett. cwt. ars, Ibslew as bs 2 s. a. s. s. a. £, s. a. º. dec. 14 0 18:257 I 0}515 6 10420 6 3 |113 0 11533.3583 • * * * 0 1 0 0 1 0 0 1 7| 0 - 1292 1 0 25 6 17 0| 5 2 9 0 8 0} 5' 5375 0 0 13. 0 1 3| 0 0 10}| 0 2 9| 0:1813 0 10 4 0 10 4 || 8 6 10| 8' 8583 14 - 7063 1 1 20 tº G & e 8 0 0 6 () () || 0 14 4 6'7167 . . . . . 1 1 18 1 15 3| 1 7 9 O 9 9| 1 - 8750 0 0 15 e gº e & 0 15 0 0 11 3 0 3 8 0 - 7458 0 0 7 * g º e 0 1 9| 0 1 33 0 4 0 0:2656 . . . . || 0 0 7 0 1 2 0 0 1 0 1 15 IO I • 8334 0 0 6 0 1 0 || 0 0 8 0 4 9; 0 - 2708 11-7073 2 2 8 4 10 O 3 15 0 1 13 4 5 - 4167 0 2 6 () 10 0 0 7 0 0 6 8 , 0 - 6833 0 0 6 0 1 0 0 0 8 1 10 2 1 - 54.17 7.6417 0 2 7 || 0 3 5| 0 || 5 || 0 13 0| 0 - 7208 1 0 16 6 8 0 °4 16 0 || 0 6 0. 5* 1000 0 0 12 0 12 0 0 9 0 0 0 9| 0:4875 5. 5875 0 0 14 0 14 0 (0 10 6 || 0 1 0 0° 5750 0 0 25% 1 5 6' 0 19 13| 0 3 11 1-1521 1.7271 0 0 9}| 0 0 10 0 0 5 || 0 1 10 0-1125 0 2 0 || 0 8 0 . .0 5 0 || 0 12 9 0°8875 1- 0000 18 2 14}|263 0 12548 3 4,445 7 1#131 1 10|576” 4490 OL S+09.93|G#6!. If I g800 118,18+6. 659 p5%. 88%|9831, . GQ |09.1%. 8%,1803 .#6# 6909. Zlg;66% .#88 • ; 09+0.0 |09+&. 0 |0}Q9.0 orgg.0 000%. 0 |1960. 0 |009f . 0 81.98.0 #866-0 1999:0 º ** * | 80f(). 0 |g|SIZ. 0 |#0SQ. 0 |ºso sºo SQ80. 0 |9|IS3.0 6091.0 9|88-0 º GI 3900-0 |1130.0 98.10.0 (gL)|I.0 º 60I0.0 F8 F0. 0 if:960.0 (8LII. 0 Oglo-0 QI f610-0 |Stöf.0 963.I.. I |Llï9. I gº)8.0 (0191.0 |9&#L.0 108}. I 99 IL. I [PIg|I. I 0890. 0 if 88%. 0 |Q891. 0 |I660. I 008:0 +III. O #Q6%. 0 || 186.0 Fif I. I [89/.. 0 08 #930 - 0 |#IFI. 0 |I919.0 ºsis.o glS3.0 (99.90.0 &lf6.0 086F.0 &Ilg.0 8888.0 09. | | 699 & . 0 .1 gigo.g '9088.g 1861-6 I0+G. 0 130%. 3, 3061, . P. 3099 . g .0931, -8 +Z30. 0 |00ZI. 0 |SSIg. 0 Igºr.0 18+3.0 ILF0. 0 |960Z. 0 |6/...If... 0 |#. 0 |0938.0 08 Q+3%. 0 Gigg. I gºgg.g ºws: 0099. Z 036%. 0 |I86 I. Z 33.18. § 0990.9 |000%.8 08 | i } | ſ | I880. 0 |811.I. 0 if Ilf. 0 1,189.0 #098.0 /690.0 |6608.0 |08I9. 0 |09 I/, . 0 |908%. 0 GI | £Igg.0 |1618. I 1166. # z06.1 6038.8 988/, . 0 |I983.9 |3|Igg.9 |8069. 1, #60. 9 6010. 0 £618.0 2800. I 10/f . I '601.0 06:#I. 0 |0399.0 |LIZ8. I #I89. I 8130. I 08 #180-0 |1891.0 69ff.0 6199.0 9TEg.0 |0990.0 (6863.0 (8g.8g.0 |1819.0 |gggg.0 08 06:f3.0 fºgg. I 9 .8 9/9I.G #801.6 98%g. 0 |3638. & 8859. p 1,088.9 |III9.8 08 | | 3889.0 |1618. & '8999. 1, 6891.II 1898-g 8ISI. I 0580. G |#190. OT |3639. II 6508. 1, FZIO. 0 |9990. 0 ILLI. 0 |38.9%. 0 Høgto º: #9 II. 0 |ZZ9%. 0 |069%. 0 |908I. 0 OI 3+80. 0 |0IGF. 0 066 [.. I 0.6+ 1 . I 1916.0 Z//I. 0 |8881 - 0 ||,ILG. I ZI38. I (83%. I OI 3&IO.0 89.90.0 '131I.0 |#893.0 '8%g I.O |1930. 0 |&#TI.0 L/3%. 0 |889%. 0 |ILLI.0 OI 8+80.0 #88 I. 0 818+. 0 |QIII, . 0 6318.0 IZ10. 0 |L0Z8. 0 |f|689. 0 80+ 1 . 0 |3.16%. 0 0I 3980 - 0 |&I9%. 0 89%. I 888/.. I 9136.0 ZI8I. 0 |Z908. O 6109. I gå98. I |0093. I OI 8808.0 3399. I 6368. f 610; .9 'F899.9 #6+9. 0 |Z888. Z g89/. . g 6TL9.9 |8//j.if 0I 1919.0 slig.8 38I9.6 2080. FI Iggg. 1 9IZ+. I |9839.9 |I809. ZI 9809. FI |.6 £107.0 061.I.Z g861.g. |01g+.8 º 9998.0 0608.9 gif69. 1, 1866/.8 |9906.9 0I £800.0 9++0.0 98II. 0 |09/.I.O 9060.0 (g/.T0.0 (08/0, 0 |#QQI. 0 |IOSI. 0 |60&I. 0 0I 9F93 - 0 |IZ98. I 91.39.9 |638%. G §§§.; gggg. 0 |II89. Z #1, #1. F 9009.9 |9|I69.8 OI 69.00.0 SI30.0 Q+80.0 99%I. 0 gigolo QZIO. 0 |ggg.0.0 (80T.I. 0 88%I.0 |[980.0 ()[ 88ćg. #60861181 cºs.sºssessogiºlisgºrºszºº.ºrgos.gº.kzlg.ggs & & 'Slea & “peg "JſpUII 'pook) "AoN }. * "pugſ JIpuſ “pook) *N |'Aoueroggſ Jo JO "onløA quoS3.1.1 pigpubjS "an IgA quoS9.1d Prºpºns ºn *Iga AM UI.IOJIUſ) "IboAA al(IUplgA "YIOOLS 9 NITIO'H XWAATIVºI ‘pan wºuoo—NOILVn(IVA 34 ROLLING STOCK. RAILWAY TABLE A.—ENGINE NAME. Brought forward COWerS e Bolts and nuts . . . . 2 balls and clacks, and clack- boxes & e : ..) 1 pet cock. . . 1 rod and handle. 1 pet pipe . . . . Copper, top, feed-pipe Flange for ditto . . Elbow pipe 1 copper pipe . 1 flange for ditto. 2 clack-boxes, bottoms, º 1 expansion (water **) tion) e Bolts and nuts 2 large unions 2 clips for stubber gº tº 2 feed-pipes, stays, and bolts 1 brass dome top and 2 valves Studs and nuts I set of brass work orms, balances) . . 2 springs for ditto . . I set wrought ironwork gº) plete) . . . Ironwork forged . 1 regulator head . 2 springs (steel) . . 2 ditto ditto planed . . . 1 stuffing-box (fittings, &c.) 1 pipe, cast-iron . . . . 1 straight copper pipe 2 flanges for ditto . I elbow pipe (cast-iron). 1 bent copper ditto Flanges for ditto . . . . Bolts and nuts for the above Carried forward Brass, §. . Cost of Materials Copper, &c. º.º. 8|U8T18, S. Cost of Nett Cost, Labour. *...* G G wº. wº. Gross. Nett. cwt. qrs. lbs.'cwt. qts. lbs. £, s. d. . f. s. d. £. s. d. £. dec. . 18 2 143,263 0 12 548 3 4445 7 13||131 1 10 |576-4490 I 3 tº e º e 8 II 0 6 8 3 || 0 5 3 6-6750 ... ... || 0 0 15 0 1 4 0 0 7 || 0 2 3 0 - 1417 0 0 13% 0 13 6 0 10 13| 0 11 5 1.0770 & ſº gº tº tº 8 tº gº 0 5 0 0 5 0 || 0 1 3 0 - 3125 ... ... 0 0 24 0 2 2 0 0 11 || 0 0 3 0 - 0.583 0 0 2 tº e º ºs 0 3 3| 0 2 9 || 0 0 8 0 - 1708 0 0 17 1 1 11 0 17 8 || 0 || 6 0 - 95.83 0 0 6 0 6 0 () 4 6 || 0 0 2 0 - 2333 0 1 4} 1 12 6 1 4 4}| 0 0 9 1 - 2563 0 1 14 2 14 3 2 3 9 || 0 2 0 2 - 2875 0 0 2% 0 2 6 0 1 10%| 0 0 2 0 - 1021 I3 - 2729 0 11}| . . . 3 7 6. 2 10 0 17 4 3.3979 ... ... 0 0 2 0 0 2 0 0 0 0 5 0 ° 02:50 0 17# . . . 0 17 9| 0 13 0 1 5 0 °7'333 4 * 1562; . . . . . 0 0 6 0 0 6 0 0 2 || 0 1 0 0 - 0.583 . . . . . 0 3 4 0 7 10 0 3 4 || 0 5 6 0 ° 44.17 I 26 * * * * 8 6 0 6 4 6 || 0 6 9 6 - 5625 ... ... 0 0 14%| 0 1 4 0 0 7 || 0 1 10 0 - 1208 0 13% 0 13 6 0 10 14|| 0 17 4. 1 - 3729 © tº 0 5 0 0 5 0 || 0 8 7 0 - 6792 2 13 0 9 2 0 6 2 || 0 10 7 0.8375 . . . . . 0 0 15 0 2 5 0 1 8 || 0 14. 1 0- 7875 . . . . . 0 3 22 0 5 8 O 2 8 || 0 1 10 0 - 2250 0 0 4 e tº gº 0 1 0; 0 0 9 || 0 0 6 0 ° 0625 0 2 3 | . . . 2, 19 o' 2 4 3 || 1 3 & | 3:3375 . . . . . 1 0 0 0 6 0' 0 2 0 || 0 2 5 0 - 2208 0 1 14 * * * I 19 5 1 8 11 || 0 2 13| 1:5522 0 1 15 tº e & 2 3 0 1 12 3 || 0 2 4}| 1.7312 ... ... 0 3 0 0 4 6 0 1 6 || 0 2 5 0 - 1958 0 1 12 & © e a 1 17 6. 1 7 6 || 0 7 6 I 7500 0 1 0 * G & º 1 8 0 1 1 0 || 0 4 3 I • 2625 . . . . 0 0 23 0 2 1 0 0 11 || 0 0 2 0 - 0542. 21 "3021 25 25%267 3 27 589 14 1476 4 2#138 19 5 (615-1802 WALUATION.—continued. RAILWAY ROLLING STOCK. 35 Variable Wear. Uniform Wear. Life. Standard Present Value. Standard Present Value. of O Efficiency. New. Good. Indif. Bad. |Fifficiency. | New. Good. Indif. | Bad. years. | . 384 ° 2994|572' 6059,494 - 2087248' 2.730.55-7236.288 - 2244.549. 943.1377' 0085; 14I '794526. 5048 20| 4.4500 gºod sºns 2 solo Gºd 8887: 8.80s, 4.88% lºſis oºoºº 20 || 0 - 0945 0-1407| 0 - 1215| 0 - 0609|| 0 - 0137| 0 - 0708 0 - 1352| 0 - 0927 0-0349 0' 0065 20 || 0 7180 1 0698 0-9234 0° 4631|| 0 - 1041|| 0 5385 1 0275|| 0 - 7044 0 - 2649 0° 0495 20 || 0-2083 0-3104 0.2679 0-1344 0-0302) 0-1563 0.2981| 0:2044 0.0769| 0-0148 20 || 0 - 0389| 0 - 0579| 0 - 0500 0-0251 0' 0056 0' 0291 () - 0556 0-0381 0 1 01:43 0' 0027 20 || 0 - 1139|| 0 - 1697 0-1464 0 - 0734 0- 0.165 0 - 0854 0 - 1629| 0 - 1117 0' 0420; 0 - 0.078 20 || 0 - 6389| 0 9519 0 - 8216 0 - 4121 0 - 0926 0 - 4792 0-9142|| 0 - 6267; 0 - 2357| 0 - 04:41 20 || 0 - 1555| 0 - 2317| 0 - 2000 0 1003 0' 0226 0 - 1166 0 - 2226|| 0 1526 0 - 0574 0-0107 20 || 0 - 8375] 1 - 2479| 1 - 0771 0 - 5402} 0 - 12I4] 0.6282. 1: 1985| 0 - 8216 0-3090 0 - 0578 20 || 1 : 5250 2 - 2723: 1-96.12. 0-9836 0 - 2211. I 1438 2. 1823| 1 - 4961 0-5627 0 - 1052 20 || 0 ° 0681 0 - 1014 0 - 0875 0° 0439|| 0:0099| 0 - 0511| 0 - 0974| 0 ° 0668; 0.0251 0' 0047 8: 8486) 13:1842|| 11 : 3794, 5-7073 1:2829. 6- 6365. 12' 6624 8-6807; 3 - 2648 0 - 6107 30 || 2 - 2653| 3:3753 2 9131|| 1:46I1 0 3285 1 - 6989| 3:24.17 2-2223 0 8358 0 - 1562 30 || 0 - 0166 0° 0248 0° 0214 0 - 0108 0' 00:24 0 - 0125 0 - 0238; 0 - 0163 0' 0061 0 - 00II 30 || 0:4889 0-7285 0.6288 0 - 3154 () - 0709|| 0 - 3667 0-6996 0-4796, 0 - 1804 0 - 0337 2 : 7708 4' 1286 3: 5633 I 7873| 0:4018; 2 - 0.781| 3: 9651 2-7182 1 - 0223| 0 - 1910 30 || 0 ° 0389| 0 - 0579| 0 - 0500 0.0251 0' 0056 0.0291 () - 0556|| 0-0381 0 1 0.143 0-0027 30 || 0 2945 0°4387| 0 °3787 0 . I899| 0 - 0427| 0 - 2209 () 4213| 0 - 2888 0 - 1086 0 - 0203 30 || 4 - 3750; 6' 5187| 5' 6263. 2 “8219| 0 6344|| 3:2812; 6: 2608| 4 - 2920. I 6142|| 0 - 3017 30 || 0 - 0805| 0 - 1200 0 - 1036 0 - 0519 0 - 01.17| 0 - 0604 0 - 1152| 0 - 0790 0 - 0.297 0-0055 30 0-9153. I 3637] 1 - 1771 0 - 5904 0 - 1326|| 0 - 6865. 1 - 309S 0-8979 0:3377. O 0631 30 || 0 ° 4528 0-6747| 0 5823 0.2921 0 ° 06'57 0.3396 0. 6480 0-4442 0 - 1671 0. 0312 30 || 0° 5583| 0 '8319|| 0 7180 0:3600 0-0810| 0:4187 0-7990|| 0 - 5477 0 2060 0-0385 30 || 0 - 5250 0 - 7823. 0-6751 0 3386 0.0761 0-3938 0.7513| 0 , 5150 0 - 1937| 0 : 0362 30 || 0 - 1500 0 2235| 0 - 1929 0.0967| 0 - 0217| 0 - 1125 0 - 2147| 0 - 1472 0 - 0553 0 - 0103 ; 0° 0417| 0-0621; 0.0536 0.0269| 0 006|| 0 0312|| 0 - 0596 0 - 0409| 0 - 0154 0' 0028 36 || 2:2583; 33649. 2:9042, 14566 0:3375] 1898s 33317| 2:3158 0.8338 0-1558 30 || 0 1472: 0: 2193 0 - 1893 0 - 0949| 0-0213| 0 II04] O. 2106 0 - 1444 0 - 0543 0-0101 30 || 1 0348 I 5417. 1: 3307| 0 - 6674 0-1500 0-7761 I 4807] 1 - 0151. 0.3818; 0.0714 § ºl. 1.719. 1434, 9:744; 3.16.4 ºf 1.6:16, 1:1:2 .4258 0:9796 30 || 0-1305 0-1946 0-1679 0-0842|| 0-0189| 0-0979 0-1868 0.1281 0-0482 0-0090 39 || 1:1667, 17384 1:5003 0-7526 9-1632 Q-87.50, I-6695 I: 1445 0-4304 0-0804 30 || 0°8417| 1:2541|| 1 - 0824 0.5429| 0 - 1221 0. 6312. 1 2044 0.8257| 0.3105 0.0580 30 || 0° 0361 0.0538 0:0465 0.0233| 0' 0052 0.0271} 0.0517| 0 : 0354 0 - 0133. 0-0025 14:2014, 21:1600 18:2630 9-1599| 2:0592] 10-6510, 20.3223 13.9317| 5:2396 0-9791 410-1202611-0787527.4144264,927559:4675'307.5900 586.s029.402.8891151,3222s2S56 D 2 36 RAILWAY ROLLING STOCK. TABLE A.—ENGINE *... ºil cºmunal Copper, &c. . OSt. Of M1858FialS, Cost of Nett Sost, NAME. iº ||. W. wº. Gros Nett, cwt. qu.s. lbs.icwt. qts. lbs £. s. d. £. s. d. £. s. d. £. dec. Brought forward . 25 1 253,267 3 27,589 14 1476 4 24|138 19 5 1615-1802 1 brass valve . 0 0 20} 1 0 6 0 15 43 0 2 5 || 0:8896 1 cast-iron º onwork tº e º 'º . . . . | 0 () 6|| 0 0 6 || 0 0 1 0.0292 1 set of wrought ironwor *: º (complete). } I 0 20 || 0 11 9 0 5 9 || 0 15 II* | 1 - 0833 2 : 0021 1 small spring tº º e e is tº g g g tº * g º º e is g º is tº e e I warming cock . * * g & ... ... 1 15 0 1 15 0 || 0 1 14 1-8062 1 ditto pipe 0 0 14 ... ... 1 3 4 0 19 10 || 0 0 73| 1-0229 4 studs and nuts , ... ... || 0 0 2 || 0 0 2 0 0 1 || 0 0 6 || 0 0292 1 pipe in fire-box. 0 0 8 | . . . . 0 13 4 0 il 4 || 0 0 4 || 0 5833 3° 4416 1 blast pipe 0 1 8 . . . . I 13 9| 1 4 9 || 0 2 4 || 1 °3542 1 flange fe ºf 0 0 12 | . . . . 0 12 0 0 9 0 || 0 0 10 || 0 - 4916 6 studs and nuts. ... ... 0 0 5 || 0 0 5| 0 0 24 0 1 0 || 0-0604 I '9062 BOLLER. 2 fire-box brackets 4 3 24 12 8 3, 10 19 9 || 0 17 10 || 11-8792 2 smoke-boxes gº º 4 1 2 | 10 13 4| 9 7 10 || 0 15 2 | 10 - 1500 3 plates for **) * brackets tº e G 0 3 19 || 0 9 2 0 4 8 || 0 3 3 || 0-3958 Studs and nuts ... ... 0 0 10 || 0 0 II 0 0 5 || 0 || 5 || 0-0917 2 expansion brackets 2 0 20 . . . . . 12 4 0 9 3 0 || 0 6 0 || 9 ° 4500 2 plates for ditto. . . . . 0 2 1 || 0 5 1| 0 2 1 || 0 2 6 || 0 - 2292 28 nuts and bolts ... ... 0 0 21 || 0 1 III 0 0 10 || 0 3 3 || 0 2042 4 syphon caps and covers 0 0 10 ... ... 0 10 0| 0 7 6 2 1 23| 2:4354 4 covers e s e ... ... 0 0 2 || 0 0 2 0 0 1 || 0 0 5} 0.0271 34 - 8626 4 iron plates for smoke-box & and drag plates } 7 3 2 8 10 11 6 4 5 I I II || 7-3167 1 manhole door º 1 1 10 || 2 0 2 1 12 8 || 0 5 9 || 1 '9208 2 fire-box shell ends. w 9 2 22 | 15 10 3 12 I3 3 || 2 4 6}| 14'8896 2 iron shell sides. {} 10 2 12 | 19 12 5, 16 9 5 || 2 17 11}| 19.3687 1 Smoke-box front plate . 3 3 12 || 5 8 0 4 5 6 || 0 15 0} 5.0271 2 * phºs and lººkie 14 2 5 || 29 1 9| 24 14 9 || 4 7 1 29' 0917 • * * * º 36 3 11 | 82 18 2 71 17 8 |12 12 11}| 84. 5312 162 - 1458! Carried forward . 28 2 6#364 3 11796 19 4650 9 10}|169 0 11 |819.5385| VALUATION.—continued. RAILWAY ROLLING STOCK. 37 Life. Variable Wear. Uniform Wear. Present Walue. Present Value. stººd sºard O o Efficiency. New. Good. Indif. Bad. Efficiency. New. Good. Indif. Bad. ~ | years. sº e ºnwººººººººº. 10|| 0-5930ſ oºss36 0.7626 0-3s25 0-0860 0-4448 0-8487 0-581s. 0.21ss 0-0409 10 || 0 0.195 0.0290 0' 0250, 0, 0126; 0' 0028 0° 0146 0' 0279 º oº: ºols 10 || 0-7222 1.0762. 0-9288 0.4658 0: 1047| 0:54.17 1-0335 ows oº: oolos 1.33171,98ss 1764 0-8609 0-1985| 1.0011, 19101 1809, oº, o 0920 30 i.2041 i-7942 i. 5485 0-7767. 6.1746 0-9631 i-7331 i.1818, 6.4443 0.0830 30 || 0:6819. 1.0161| 0-8770 0.4398 0:0989| 0:5114 0.9759 0.6690 0:2516. 0-0470 30 || 0-0195| 0 : 0290 0 - 02:50 0' 0125 0' 002S 0 - 0146 0.0278 0 - 0191 0' 0072 0 - 0013 30 || 0-3889 0.5794 0-5000 0-2508 0:0564 0.2917, 0-5565 0-3815 0-1435 0.0268 2.2944, 341st 2.950° 14798 0-8327| 1:720s 82833 2-2500 0-8168 0:1581 15 || 0 - 9028] 1 - 3452. I 1609 () 5823 0 - 1309|| 0 6771] 1 : 2919 0 - 8857 0-3331|| 0 - 0623 15 0-32.77|| 0:4883 0.4215 0 2114 0' 0475|| 0 - 2458 0:4691 0 3216 0 - 1209| 0 - 0226 15 || 0-0403. 0-0600 0-051s 0.0260 0-0058 0:0802 0-0576 0-0395 0.0149 0-0028 1 - 2708] 1 S935. I-6342 0 '8197| 0 - 1842|| 0 °9531|| 1 - 8.186 I 2468 0 - 4689; 0 - 0877 30 || 7-9195] 11 - 8000 10 - 1845. 5: 1082] 1 1484. 5' 9396 11-3330; 7: 7692; 2. 9220) 0.5462 30 || 6’ 7666 10- 0823. 8-7019 4-3645, 0.9812 5-0750 9 6833. 6- 63S1 2 4967 0.4667 30 || 0 - 2639| 0 - 3932. 0-3393 0 - 1702 0° 0383| 0 1979| 0 - 3776|| 0 - 2589 () - 0974 0 - 01S2 30 || 0 - 0611 0-0910| 0 - 0786 0.0394 () : 0089| 0 ° 0458 0- 0875|| 0 - 0600 0' 0226 0-0042 30 || 6’ 3000 9-3871. 8 ' 1019 4' 0635 0 ° 9135|| 4 - 7250. 9 0.155. 6- 1805 2. 32.45|| 0 - 4351 30 || 0 - 1528 0 - 2277| 0 - 1965 0.0985| 0 - 0221} 0 - 1146|| 0 - 2187| 0 - 1500; 0 - 0564| 0 - 01.05 30 || 0° 1361|| 0 - 2028; 0 - 1751| 0 - 0878 0 < 0.197 0 - 1021 0 - 1948 0 - 1835, 0 - 0502. 0-0094 30 || 1 6236, 2-4191| 2:0880. I 0473| 0 - 2354|| 1 - 2177 2 - 3234 1-5928 0: 5991 0. I 120 30 || 0 | 0181 0 0269| 0° 0232 0' 0116 0' 0026. 0-0136|| 0-0258; 0.0177 0' 0067| 0 - 0012 23-2417 34-6301, 29.8890 14.9910. 3-3701 17:4313| 33-2556. 22.8007 8.5756. 16035 10 || 4-8778 7. 2679| 6’2728. 3. 1462 0-7073 3: 6583 6'9803. 4-7853. I-7998; 0.3364 10 || 1 - 2805] 1 - 9080 1 6468 0.8259| 0 1857 0-9604. I S325|| 1 - 2562 0-4725 0.0883 10 || 9 '9264 14-7903 12-7659| 6’ 4025 1:43.93| 7:4448. I4 - 2050, 9-73SI 3-6625 0-6846 10 | 12:9125 19 2396 16-6054|| 8 - 3286 1 - 8723| 9 6844 IS 4781. 12' 6675|| 4-7643; 0 - S906 10 || 3: 3514| 4 - 9936 4' 3099 2. 1617| 0:4859| 2: 5135|| 4 - 7960. 3.2878. I 2366 0-2311 I0 | 19.3945 28:8978] 24.9413 12- 5094 2.8122 14' 5459| 27.7541. 19:0266 7. 1560. 1.3376 10 || 56' 3541. 83-96.76 72°4716 36-3484 8. 1713. 42'2656 80. 6445. 55.285.120.7930 3-8867 108-0972.161-0648.139.0137 69,7227|15-6740, 81.0729,154.6905106:046689.8847 7:4553 546.3590814-0746.702.6182|352.801879-2220409,7690.781.8550535-9935|201:589587.6822 38 RAILWAY ROLLING STOCK. TABLE A.—ENGINE Brass, $. Cost of Material Copper, &c. § OSU Of Wiąferlal S. Cost of Nett Cost, NAME. Labour. tº. Wºº. wº. Gross. Nett. cwt. qis. lbs.cwt. qrs. lbs. £. s. d. f. s. d. £. s. d. £. dec. Brought forward . 28 2 6}|364 3 II 796 19 4,650 9 10}|169 0 11 |819:5385 1 ditto front . . ... ... 6 1 5 || 11 12 11| 9 15 5 || 1 14 4} 11:4896 3 copper plates . . . . . . 13 1 5 ... ... 71 7 0 52 14 9 || 9 5 7 62° 0167 2 ditto hammered ditto . . 12 1 8 .. 71 17 6 54 12 6 || 9 12 3 64° 2376 Ditto rods. . . . 5 1 14 | .. 37 13 6 30 2 0 || 5 || 5 11 || 35-3959 Ditto rivets 0 3 24 .. 6 15 O 5 8 0 || 0 19 0 || 6’ 3500 Brass ring * 1 0 16 | ... ... 6 8 0| 4 16 0 || 0 16 10}| 5'6437 Bar iron for stays ... ... 3 2 10 || 2 5 0 1 4 0 || 0 4 3 || 1:4125 Ditto bolts and nuts . I 2 0 || 0 18 9| 0 9 9 || 0 1 8}| 0:5729 Ditto rivets * 7 2 19 || 8 || 1 || 5 16 1 || 1 0 5 6'8250 T iron . . . . . . . 3 0 16 || 3 9 2. 2 II 2 | 0 9 0 || 3° 0083 Angle-iron frame (Smoke- box) and angle-iron frame 3 2 23 || 4 I 6 3 0 6 || 0 10 8 || 3° 5583 (fire-box) . . . . . . Roof stays and works to º 10 1 14 | 20 15 0 17 13 6 || 3 2 24 20-7854 above tº e º & 221 - 2953 177 brass tubes . . .45 3 9 ... .. 224 1 5159 18 2 || 1 17 3}|161.7729 354 steel ferrules. ... ... 0 3 6 || 0 13 8 0 9 2 || 0 0 13| 0:4646 162. 2375 Chimney . . . tº e . . . . . 4 0 0| 4 0 0 || 0 14 6 || 4-7250 10 bolts and nuts ... 0 0 1 0 || 0 0 11| 0 0 5 || 0 1 6 || 0 * 0957 4 - 8207 1 ash pan and door . . . . . . 1 19 9| 1 19 9 || 0 10 4 || 2 5041 1 set of ironwork. . . 0 2 12 || 0 6 1 0 3 I | 0 5 6 || 0 ° 4292 1 pair sliding fire-doors 0 2 12 || 0 6 1 0 3 1 || 0 11 5 || 0 °7250 1 set of ironwork to ditto 0 2 11 || 0 6 0 0 3 0 || 0 11 1 || 0 - 7042 1 fender tº tº . . . . 0 3 0} 0 3 0 || 0 II 1 || 0 - 7042 5° 0667 1 angle iron ring for *) e box door . . . . . 1 I 10 || 1 9 6 1 2 0 || 0 11 9 || 1 - 6875 2 plates for ditto. tº I 3 8 || 0 19 2 0 8 8 || 0 3 8 || 0 - 6167 I set wrought ironwork . 0 1 22}| 0 4 6 0 3 0 || 1 14 6 || 1:8750 4 - 1792 Carried forward g 107 I 26+407 121}|1276 12.10.1007 6 10}|209 15 11 1217.1385 VALUATION.—continued. RAILWAY ROLLING STOCK. 39 || Variable Wear. Uniform Wear. Life, Standard Present Value. Standard Present Value. Of Of Efficiency. New. Good. Indif. Bad. | ºfficiency. | New. Good. Indif. Bad. years | | ... [546. 3590,814 - 0.746,702. 6182'352 - S01879-2220 409 76907s. • 85.50 535'9935'201 sº • 6822 —--> - | I0 7.6597 II 4130; 9.8503 4.9405 I II07 5' 7448. 10.9613 7-5144 2-8282 0.5288 10 || 41-3445 61 6033: 53 - 1690; 26' 6672 5'9950 3.09:3, 9:16: 40-5601'15:2548, 2-8515 10 42 - 8251; 63. 8092 55' 0728, 27. 622I 6' 2095 32.18; 3.23% .01251330] 23:36 10 || 23: 5973 35' 1598; 30 - 3460 15 - 2202; 3:4216 1.6979, 33,7683 23:1496, 8:7066, 1-6275 10 4 - 2333; 6' 3077 5' 4440 2-7305 0 - 6138|| 3' 1750; 6' 0580. 4: 1530 I-5620 0:2920 10 3.7625 5' 6061|| 4 - 8384 2.4268 0 - 5456] 2 8219 5-384.1 3:6311||13882 02:35 10 0 - 94.17 1-4031 I 2110| 0 - 6074 0 - 1365 0 - 7063. I 3475 0-9238 0-3474, 0-0649 10 0.3819 0 - 5691 0 - 4912| 0 - 2463| 0 0554 0 2864 0 - 5465 0-3747 0-1409, 0-0263 10 4. 5500| 6'7795 5- 8513 2 9347| 0 6598; 3:4125 6' 5112 4° 4637, 1 6788' 0-3138 10 2 : 0055 2 '9883 2 5790| 1:2936|| 0 2909|| 1 : 5042. 2 - 8700 1 '9675 0 7400 0 1383 10 2 - 3722 3' 5346. 3- 0506 1. 5302| 0-3440. I 7792 3' 3947 2. 3272 0-8753 0 - 1636 10 13.8569; 20 6468. 17.8200 8: 9378 2-0093. 10' 3927 19:8297 13:5941; 5: 1129 0-95.57 147 - 5306219 - 8205189-7236 95-157821-892||10-6480.211:120414.731s54:4342,10-1750 5 [107 - 8486160 - 6944|138 - 6933. 69' 562315. 6381 80 '8864154 3346105 8027.39 -7929 7-4383 5 0.3097 0-4615 0-3983 0 I998 0.0449 0 - 2323 0.4432 0 - 3039 0 - 1143 0-0214 108. I583161 - 1559||139' 0916 69: 762115 - 6830, 81 - 1187|154.7778/106 - 106639 - 90.72; 7-4597 10 3. I500| 4 - 6935, 4' 0509| 2: 0317| 0:4568; 2. 3625, 4' 5077 3. 0902 1 - 1622 0 - 2173 I0 0 ° 0638|| 0 0952 0' 0821| 0 - 0412. 0-0093 0° 0478 0 - 0.914 0.0627 0:0286 0' 004.4 3.2138|| 4 - 7887| 4 - 1330] 2 - 0729| 0:4661 2.4103 4 : 5991 3:1529, 1:1858 0 - 2217 15 1 6694. 2' 4875|| 2: 1469| 1 - 0768 0 2421| 1 - 2521. 2: 3891 1:6378 0 - 6160; 0 II.5.1 15 0.2861 0-4263 0.3680 0 1846. 0-0415 0.2146 0.4095 0-2807 0-1056; 0.0197 I5 0-4833 0.7201| 0 6215| 0:3118 0° 0700 0:3625 0-6917| 0:4742' 0" 1783 0 0333 15 0.4695 0.6995 0.6037| 0.3027 0-0681 0 3521; 0-6718 0.4606' 0-1732 0-0324 15 0 °4695|| 0 - 6995 0' 6037 0-3028 0° 0681 0 3521; 0 6718 0 - 4606 0.1732 0' 03:24 3 : 3778 5' 0329 4' 3438 2. 1787 0 4898 2. 5334|| 4 - S339. 3. 3139 1-2463 0.2329 20 1: 1250 1.6763| 1.4467 0-7256} 0 1631|| 0 | 8437] 1 - 6099] I 1037| 0:4151 0.0776 20 0 °4111| 0 - 6126 0 - 5287| 0 - 2652 0 - 0596 0-30S4] O. 5SS3 0.4033 0 - 1517, 0.0284 20 I 2500 I '8625|| 1 - 6075|| 0 - 8063 0 - 1812. 0.9375; 1 78SS I 2263; 0 - 4612. 0- 0862 2° 7861| 4 - 1514| 3:5829. I 7971 0-4039 2:0896 3. 9870 2.1338||1-0280 0 - 1922 811:4256'1209-0210.1048-4991523.7699,117,656,608:5690,115-1732796.0320,299-35105-9637 40 ROLLING STOCK. RAILWAY TABLE A.—ENGINE Brass $. . Cost of Material º r 1 Oll OSU, O &t&T1818. ..] Copper, &c. Iron, gº S Cost of i.* : NAME. Labour. | “... wº. wº. Gross. Nett. cwt. qrs. lbs.cwt. Qrs, lbs. £. s. d. 4. s. d. £. s. d. f. dec. Brought forward . . [107 1 26}|407 1 21%|1276 12 10.1007 6 10}|209 15 11||1217 1385 Water gauge . . * - * * * * I 6 8, 1 6 8 || 0 6 6 || 1 6583 8 studs and nuts. - . . . . | 0 0 4 || 0 0 4| 0 0 1 || 0 0 6 || 0 0292 1 waste water-pipe • | 0 0 3 e g º º 0 2 9| 0 2 0 || 0 0 1 || 0 - 1042 1 injector, No. 8 . (º g tº º º 27 () 0| 27 0 0 || 2 2 6 29' 1250 1 ditto cock • * * * 1 5 0 l 5 () || 0 2 0 || 1 - 3500 4 brass flanges 0 0 15% 0 15 6' 0 11 73| 0 0 11 0.6271 32 8938 1 brass elbow . . 0 0 8 . . . . 0 8 0|| 0 6 0 || 0 0 6 || 0 °3250 1 ditto union . . . 0 0 12 . ... 0 12 0| 0 9 0 || 0 0 84 0.4854 1 ditto thread end . 0 0 4 . . . . 0 4 0 0 3 0 || 0 0 3 || 0 - 1625 Copper pipes . . || 0 3 0 . . . . 7 0 0 5 19 0 || 0 9 4 || 6’ 4167 Wrought iron. & ... ... 0 2 6 || 0 5 6' 0 2 6 || 0 0 24 0-1354 2 gauge cocks. & g º 'º - a s a º 0 9 0 O 9 0 || 0 0 4 || 0 4667 1 funnel and pipe 0 0 7 s tº e tº 0 6 3| 0 4 6 || 0 0 2 || 0 - 2333 2 studs and nuts. ... ... || 0 || 0 |3| 0 0 & 0 0 1 || 0 0 6 || 0.02% 2 spectacle plates. 5 1 18 || 8 13 2. T 1 8 || 0 19 9 8° 0708 Angle irons e - tº 2 0 0 || 1 0 0|| 0 8 0 || 1 2 3 || 1 5125 Bolts, nuts, &c. . . . . 0 0 8 || 0 0 9| 0 0 4 || 0 0 II | 0 ° 0625 1 large angle iron g tº 0 2 0 || 0 II 0|| 0 8 0 || 0 15 11 || 1 - 1959 2 tallow cocks and couplings | is a s s 1 pipe for ditto -> 0 1 0 0 1 0 || 0 0 6 || 0 - 0750 2 fead plugs. . . . . . - 19 - 1709 8 washing out plugs. 0 0 13+ 0 13 3| 0 9 9 || 0 4 0 || 0 - 6875 1 pressure gauge . e - g is ºr & 2 15 0 2 15 0 || 0 4 5 2-9708 1 union pipe and 6 screws . & © 0 4 5| 0 4 5 || 0 0 4 || 0.2375 3' 8958 I whistle and stand . . . a & gº tº tº e º 'º 1 1 0 1 1 0 e º 'º º 1 * 0500 1 ditto pipe, ditto machines. | 0 0 2 . . . . 0 3 3| 0 2 9 || 0 0 3 || 0 - 1500 I rod and handle. . . . . 0 0 3 || 0 0 3| 0 0 1 || 0 0 11 || 0 - 0500 3 brass handrails. . . . . 0 2 12 | . . . . . 2 19 6| 2 2 6 || 0 2 11 || 2: 2708 Brackets and ends for ditto. | 0 1 9 1 17 0 1 7 9 0 1 11 1-4833 5' 0.04.1 8 iron handrails . º . . . . 0 1 16 || 0 3 II | 0 2 5 || 0 7 10 || 0 5125 12 studs and nuts º . . . . 0 0 8 || 0 0 8| 0 0 3 || 0 0 10 || 0 - 0542 1 blow-through cock. . || 0 0 4 | . . . . 0 4 0 0 3 0 || 0 3 6 || 0 °3250 1 set of ironwork. & . . . . . 0 1 0 || 0 2 6| 0 1 0 || 0 1 1 0 || 0 - 6000 1 - 4917 Carried forward . 109 3 4 416 3 3, 1836 18 91061 14 2:217 17 81279.594s $ | VALUATION.—continued. RAILWAY ROLLING STOCK. 41 Variable Wear. Uniform Wear. Life. Standard Present Value. Standard Present Value. of O Efficiency. New. Good. Indif. Bad. | Fificiency. New. Good. Indif. Bad. years. | ... 811 - 4256.1209' 0240/1043 - 4931.523 '7699 II?’ 6569|608. 5690) 1161 ° Iſº • 0320,299 - 3910 55-9637 30 I - I055 1 6473] 1 - 4217 0 7131 0 1603 0 '8291 1.5820 1 - 0846 0 - 4079 0.0762 30 0.0195 0.0289 0.0249 0 - 0125 0-0028 0-0146|| 0 0277 0 < 0.190 0' 0072 0 - 0013 30 (). 0694 0 - 1035 0-0893 0.0448 0' 0100|| 0 - 0521. 0-0994| 0 ° 0681 0 1 0256 0 - 0.048 30 19-4167] 28-9307 24 '9699. I2. 5237 2-8154|| 14' 5625 27: 7858. I9' 0483 7 - 1642 I: 3392 30 0 - 9000 I 3410 1 - 1575 0'5.805 0 - 1306 0 - 6750 12879 0-8829 0-3321' 0.062I 30 0 - 4181 0. 6229| 0 - 5377| 0 2697 0° 0606 0-3136|| 0 5982 0° 4101 0 1542 0 - 0288 21:9292 32' 6743. 28. 2010| 14 - 1443 3' 1797] 16 4469 31°3810 21-5180, 8:0912 I 5124 | 30 0.2167| 0.3228 0: 2786 0 . I397| 0 0314|| 0 - 1625 0.3101 0 2125 0.0800 0-0140 30 0-3236 0-4822 0.4161| 0 2087 0° 0469| 0 2427 0.4631 0 - 3174 0 - 1194 () - 0.223 30 0.1083 0: 1614| 0: 1393 0-0699 0' 0157 0.0812. 0-1550, 0-1063. 0-0400 075 30 4 - 2778] 6-374.1 5 - 5011 2.7592 0.6203. 3. 2084 º 4 * 1966 iº ºf 30 0 - 0903 0 1345 0 - 1161 () - 0583| 0 - 0131|| 0 - 0677 0-1292 0-0866. 0-0333, 0.0062 30 0 - 3III 0-4636|| 0 - 4001| 0 - 2007| 0 - 0452| 0 - 2333 0 4452 0 - 3052 0-114s. 0-0215 30 0 - 1555 0-2317| 0 2000| 0 1003 0.0225 0 - 1167| 0 - 2226 0 - 1526 0-0574 0-0107 30 0 - 0.195 0 - 0290 0 - 0.250 0' 0125 0' 0028 0' 0146|| 0 - 0.278 0 - 0191 0' 0072, 0- 0013 30 5-3805, 8' 0170 6'9195| 3: 4704| 0 7802| 4 - 0354. 7-6997. 5: 2784 19853. 0-3711 30 1 - 0083. I-5024| 1:2967| 0 - 6504 0 - 1462 0-7562. 1:4430 0 - 9892 0.3720 0-0695 30 0-0417| 0-0621| 0 - 0536|| 0 0269| 0-0061|| 0 - 0313| 0 - 0596. 0-0409| 0 - 0154 (). 0029 30 0.7973 1 - 1878] 1 - 0253| 0 5142|| 0 - 1156| 0 - 5979| 1 - 1408; 0-7821| 0 - 2941 0 - 0550 30 0 - 0500 0° 0745 0 : 0643| 0 0322 0' 0072| 0 - 0375 0 - 0715 0° 0490; 0 < 0.184 0.0034 12" 7806 19: 0431; 16:4357| 8' 2434] 1 - 8532, 9° 5854 18-2898 12.5859 4 : 7157 0-8817 7 0 ° 4583| 0 - 6829 0 , 5894 0 - 2956|| 0 ° 0665 0.3437 0.65% 0 ° 4496 0 - 1691 0 - 0316 7 1 - 98.05 2.95.10; 2 - 5470 1 - 2774| 0 - 2871] 1 - 4854 2.8342. I '9430| 0 - 7308|| 0 - 1366 7 0 - 1584 0.2359 0 2036|| 0 I022| 0 0230|| 0 - 1.188 0.2266 0 - 1553| 0 °0584| 0 - 0109 2. 5972 3' 8698 3: 3400 I 6752 0 - 3766] 1 - 94.79 3,7167 2 - 5479 0-9583; 0 - 1791 15 0 - 7000 I 0429| 0 - 9002| 0 ° 4515 0 - 1015|| 0 - 5250 lºſſ 0 - 6867| 0 - 2583| 0 - 0483 15 0-1000 0-1490 0 1286 0.0645 0° 0145 0.0750 0 1431 0.0981| 0-0369|| 0-0069 15 0-0333 0° 0497 0.0429| 0' 0215 0' 0048; 0.0250 0° 0477, 0- 0827 0 - 0123| 0 - 0023 15 1 : 5139| 2:2557] 1 - 94.69| 0 °9765 0 - 2195] 1 - 1854 2-1664 I 4851 0 5586 (). 1044 15 0.9889 I-4735 1.2717| 0 - 6378 0-1434 0-74.17 1:4151, 0 ‘97.01 0 °3659; 0 - 0682 3 : 3361|| 4 - 9708; 4 - 2903] 2 - 1518; 0 °4837| 2: 502I 4.7740. 3. 2727 1-2320|| 0 - 2301 30 0 - 34.17| 0'5090 0.4394 0.2204 0-0496 0 - 2562 0.4889 0 3352 0 - 1261 0 - 0236 30 0.0361|| 0-0539 0.0464| 0: 0233 0-0052], 0.0271 0-0517, 0' 0354 0 - 0133. 0-0025 30 0 ° 2167| 0 °3228 0: 2786 0.1397, 0.0314 0 - 1625 0-3100 0.2126 0 - 0800 0-0149 30 0'4000 0'5960 0° 5144 0-2580, 0.0580 0 - 3000 0.5724 0.3924| 0 - 1476] 0.0276 0 - 9945. 1'4817. I •2788 0-6414 0-1442 0.745S 1 - 4230 0 - 9756 0-3670 0-0686 |.. 853.0632|1271,0637,057-088,550-6260.123,6948.639:7971120-752836-8771314.7558-836 42 RAILWAY ROLLING STOCK. TABLE A.—ENGINE Brass, #: Cost of Material Copper, &c. lºgº OSt. QI M18,00T18.IS, Cost of Nett Cost, NAME. i.e. º.º. wº. wº. Gross. Nett. cwt. qrs. lbs.cwt. Qrs. lbs. f. s. d. f. s d. f. s. d. £. dec. Brought forward 109 3 4 |416 3 33,1336 18 91061 14 2:217 17 8 || 1279'5948 998 feet timbel lagging . Jº e ... ... 3 2 5 3 2 5 || 1 0 7 || 4 - 1500 2 stoops for ditto . . . e ... ... 0 4 0 || 0 4 0 || 0 || 4 || 0 - 2667 Nails and sciews. 0 0 2 || 0 0 4 0 0 3 || 0 0 1 || 0 < 0.167 4 * 4334 Sheets of iron . ... ..., | 8 0 0 || 5 8 0 3 0 0 || 0 3 9 alsº Iron hoops and screws ... ... 1 0 12 || 0 14 11| 0 8 11 || 0 0 7 || 0 - 4750 1 brass ring (dome) . . 0 0 3%. . . . . 0 3 6| 0 2 74 0 0 2 || 0:1396 2 iron ditto (jack-box) . . ... ... 0 0 7 || 0 0 7| 0 0 3 | . . . . . 0' 0125 Screws (putting on). e . . . . 0 0 6 || 0 1 6| 0 || 2 || 8 13 I | 8-7125 I dothe cover . . . 1 1 0 gº tº gº º 6 11 3: 4 16 3 | I 8 0 | 6’2125 1 mańhole ditto . . || 0 1 0 I 6 3 () 19 3 || 0 14 0 | I 6625 2 brass corner pieces . . 0 3 0 3 10 0| 2 9 0 || 0 19 0 || 3 - 4000 Fire bars and frames tº ºs º a 3 13 0} 3 13 0 || 0 12 5 || 4 - 2708 28° 0729 Painting, &c., &c. ſº 3 14 8. 3 14 8 || 4 10 0 || 8 ' 2333 Erector's contract 38 5 0 || 38° 2500 Jet cock and union . . s e º s tº ſº ſº º 1 8 0 1 8 0 || 0 3 34 lºad Copper pipes . g 0 0 14 . . . . . 1 2 9 0 19 3 || 0 2 3 || 1 - 0750 Ironwork . g ... ... 0 1 0 || 0 2 & 0 i 0 || 0 0 is 0.05% 2 - 6958 FRAMING. Frame stays (Smithed) . . 2 1 20 | 1 18 10; I 5 4 I 18 6 || 3 - 1917 12 horn blocks e e ſº 9 1 20 || 2 16 7| 0 19 7 || 1 1 5 || 2 - 0500 Bolts . . . . . . * 1 1 16 || 0 13 11| 0 6 5 || 1 IT 1 || 2 - 1750 2 outside frames (solid). 57 3. 14 || 56 8 7 39 2 1 |12 14 2 || 51-8125 2 stays for inside frames 0 2 24 || 0 7 2 0 4 2 || 0 10 10 || 0 - 7500 4 horn blocks. ſº 2 0 14 || 0 12 9| 0 4 9 || 0 7 3 || 0 - 6000 Bolts . e is 0 1 7 || 0 || 3 2 0 || 8 || 0 | 3 || 0-5453 2 inside frame plates. 26 0 20 25 10 6, 17 14 6 || 4 2 2 21.8333 Horn stays . . . . . 3 0 24 Ti 15 5 i 3 5 || 0 15 11 | "i.56% 2 angle irons for footplates . ... 0 0 20 || 0 3 11| 0 2 11 || 0 2 84 0.2812 6 studs . . . . . . . 0 0 6 || 0 0 6; 0 0 2 || 0 0 2 || 0 - 0167 mºditiºn 8 3 19 || 4 || 0 3. 1 7 9 || 1 5 11}| 2.6854 2 ditto for angle irons for * footplate stays. } 2 I 1 || 2 9 8, 1 16 2 || 1 13 10 || 3 - 5000 91 - 4083 Carried forward 112 0 21,540 1 11,1465 3 81151 3 2301 106 ||452-6ss; # VALUATION.—continued. RAILWAY ROLLING STOCK. 43 Variable Wear. |Uniform Wear. Life. sººn Present Walue. Standard Present Value. O Of Efficiency. New. Good. Indif. | Bad. |Pfficiency. | New. Good. Indif. Bad. ' years. ... 853 - 0632 1271. 0637|1097.0389.550" 6260|123.6943|639 -7971 1220 7572836-8771 * 10 2.7667| 4 - 1223. 3. 5580 I '7845 0-4012| 2:07.50; 3.9592 2.7142 1-0208, 0.1908 10 0 - 1778 0.2649 0 - 2286 0 II.47 0-0258 0 - 1333 0 - 2544 0 - 1744 0° 06'56, 0' 0123 10 0 - 01.11| 0 - 0165|| 0 - 0.142|| 0-0071 0 1 0015| 0-0084 0.0159| 0 0109| 0-0041 0' 0008 2-9556 4.4037 3-800s, 19063 0.4285 2.2167 4.2295 2-8995 1-0905 0 - 2039 30 2 - 1250. 3- 1663. 2 - 7828. 1' 3706 0°3081| 1 : 5937| 3: 0409. 2' 0847 wºulºus 30 0.3167| 0:4718, 0.4072 0.2042 0.0459 0.2375 0.4532 0.3147 0.1168; 0.0218 30 0.0931|| 0 - 1387' 0 - 1197 0° 0601 0' 0135|| 0 . 0698 0 - 1332 0-0913 0' 0343 0-0064 30 0' 0083: 0' 0124| 0 < 0.107 0 < 0.054 0' 0012| 0-0063| 0 | 0 || 19 0-0082 0-0031 0.0006 30 5- 8083, 8:6546 7.4696 3: 7464 0 8422 4° 3563 8' 3119 5-53s. 3:1431 (3006 30 4 - 1417| 6' 1712. 5:3263. 2' 6713; 0 6005| 3' 1063 5'9268 4-0631, 1:5281 0-2856 30 I 1083] 1 - 65.14] 1 - 4253 0 7149 0 - 1607 O'8312|| 1 5861 1:0873, 0.4089. Q-0764 30 2. 2667| 3:3773 2.9149| 1.4620 0-3287| I-7000 3. 2437 2-2237 0.8363, 0.1563 30 2.8472| 4 - 2423. 3' 6615; 1 8364 0° 4128] 2 - 1354| 4 - 07:44, 2.7932 1-0505 0-1964 18753 27-8330 24,0680 12-0713 2.7136||14-086526,7821, 18.364; 6:9052; 1,2907 | 4 5.4889 8: 1784, 7' 0586 3. 5403 0-7959) 4-1167| 7 - 8547 s'ssrºoms 30 || 25-5000 37-99.50, 32.7931. 16-4476. 3- 6976 19.1% woºls zºolºgºs ºs, 15 1 : 0431|| 1 5542] I 34I4] 0 - 6728 0 - 1513 () - 7823; 1 - 4927 rºº 15 0 7167| 1 - 0678 O. 92.16|| 0:4623 0 - 1039|| 0 , 5375] 1 - 0.256 0.7031 0.2644; 0.0494 15 0' 0374| 0 - 0558 0:04.82 0' 0242|| 0 °0054|| 0 - 0.281 0 - 0536 0.03% ºiás oroº I '7972| 2: 6778] 2 - 31.12; 1 - 1593 0 2606. I 3479; 2 - 5719 17682 0.6631 0 - 1239 30 2' 1278. 3- 1704 2-7363 1 - 3724 0°3085. I 5958! 3.0449 **** 30 1 - 3667] 2 : 0363 1. 7575 0-8815|| 0 - 1982] 1 - 0250; I '9557. I 3407 0 - 5043 0 - 0943 30 I 4500 2 - 1605] 1 - 8647| 0 ° 9352 0 - 2102. I - 0875|| 2:0750 1.4225,03350 0 1000 30 || 34' 5417. 51-4671| 44'4206 22: 2794 5:0085| 25'9063 49' 4302. 33.8864 12-7448; 2.3823 30 0 - 5000 0 7450 0 - 6430 0-3225 0 - 0725] 0 - 3750 0-7155 0.4905, 0.1845 0 - 0345 30 0 - 4000 0° 5960 0-5144|| 0 - 2580 0° 0.5S0 0-3000 0 - 5724 0-3924 0 - 1476, 0 - 0.276 30 O 3639|| 0 - 5422| 0:4679 0 - 2347| 0 - 0528 9:37.9 0 - 5207 0-3570 0 - 1343| 0 - 0251 30 14 - 5555 21 6877 18: 7185 9. 3884. 2' 1106| 10.9167; 20 S294 14:2794, 5-3705; 1:0039 30 1 - 3III 1 - 9536. 1 6861| 0 - 8457| 0 - 1901| 0 9834 1-8763 1.28%, 0.4837. Q:0904 30 0 - 1875|| 0 - 2794| 0 - 2412 0 - 1209| 0 - 0272| 0 - 1406 0 - 2683 ºlº º 0.9122 30 0 - 01.11| 0 - 0166 0.0143 0' 0073| 0:0016 0' 0083| 0 - 0.159 ºw ºn 0 0008 30 I '7903] 2 - 6676. 2. 3023| 1 - 1547 0 - 2596] 1 - 3427 2. 5619 iºn 30 2: 3334|| 3:4766 3.0007| 1 : 5050 0-3383. 1 7500 3-3391 * on ... 60-9399 90-7990 78.8675 39.8057 8.8361|45-7042 s1-2058 59-782s22:4845, 4,2021 '... 968.45921443.00351245.488.625.0565.140.4268726-34411885-8920.950-0879,357,832466-7935 44 RAILWAY ROLLING STOCK. TABLE A.—ENGINE NAME. Brass, Copper, &c. Cast and Wrought Iron, &c. Cost of Materials. Cost of Gross Weight. GroSS Weight. Gross. Nett. Labour. Nett Cost, including Labour. Brought forward 6 plates for handrails Angle irons e Rivets. . . . . . . 2 handrail columns and º rail . . . e e º 2 brass knobs. 4 washers. Foot steps. 6 splashers e Angle iron heading . 12 splasher feet . Ditto bolts 2 buffer planks e 2 wrought-iron plates Polts and nuts for ditto 2 protectors, bolts, &c. 2 buffer rams and shell . 2 spindle bolts and nuts. 2 woodheads and springs 2 sand-boxes and covers 2 ditto, seats, valve, and **) guides. e tº 2 sand-box covers . . 2 sets wrought ironwork. . 2 sandpipes and flanges, 9 ft. 8 bolts and nuts for ditto 2 sand-box packings. 2 blow-off cocks and flanges 2 pipes, 10% feet (3 ft.) . 8 studs and nuts . . . 1 draw pin 1 small lubricator 1 copper pipe . . . 1 buffer plank chain. 1 shackle, &c. Carried forward cwt. Qrs, lbs 112 0 21; 0 0 cwt. qu.S. lbs. 540 1 114 0 16 2 0 1 10 3 2 : i i i | i 2 : | ; £. S. 1465 3 £. II51 3 19 11 I 1 1 1 I | I } l 1 : : : : i } d. #6. S. d. 2# 301 10 6 : : I : # 1 # i tº ; I | &I : : ; I dec. 1452' 6885 0 - 5021 0 °5479 0 °3875 0. 5583 0.3312; 0 - 5708 0 - 4167 0 - 5000 2 : 0000 1 * 5292 0 °3333 7,670 2.6875 0-7542 0 - 7.333 0.3333 0.4062 0 - 2250 1 - 98.96 0 °3646 0 - 2292 0-0437 1 - 1292 0 - 4333 0 - 0542 0.0750 2 - 6000 }: 0 - 0542 0 ° 2167 12' 5125 2 : 0000 0 - 1542 0 - 1667 0 - 1417 smsºmº -º- 2:4625. . 112 I 3 '559 217,1484 3 11164 19 5; $ 310 7 3 ſº **** *- ~, VALUATION.—continued. RAILWAY ROLLING STOCK. º: -} Variable Wear. |Uniform Wear. Life. Standard Present Walue. Standard Present Value. of O Efficiency. New Good. Indif. Bad. Efficiency. New Good, Indif. Bad. years. 968.45921443.0036. I245-4381.625- 0565|140'4266.726-3441; 1385'8920.950° 0879;357° 332466'7935 30 || 0-3347 0.4987| 0:4305| 0 - 2159 0' 0485| 0° 2511| 0:4790 0°3284 0 - 1235 0' 0231 30 || 0.3654 0 - 5443| 0:4697 0-2356 0' 0530 0:2739 0-5227| 0 °3583 0 - 1348 0° 0.252 30 || 0 - 2583 0.3849 0 °3322 0 - 1666 0° 0375 0 - 1938; 0 °3697 0 - 2534 0' 0953 0-0178 30 0.3722 0.5546 0.4788 0.2401 0.0540 0: 2792 0 - 5326|| 0 3651| 0 | 1373 0.0257 30 || 0 - 2208 0-3291| 0 |2839| 0 - 1424 0' 0320|| 0 - 1656 0.3160 0° 2166 0° 0815; 0' 0152 30 || 0 - 3805 0 - 5670 0.4894 0.2454 0 - 0552 0 - 2854 0 - 5446 0 3733| 0 - 1404 0 - 0.262 30 || 0.2778 0.4138|| 0.3572 0 - 1791 0' 0403. 0-2083: 0 - 3974 0-2725 0 - 1025' 0.0192 30 || 0 .3333 0 - 4967 0-4287| 0 - 2150 0-0483| 0 - 2500 0.4770 0 - 3270; 0 - 1230 0 1 0230 30 | 1.3333. I-9866. I 7145 0-8600 0 - 1934] 1 0000 1-9080 1 - 3080; 0 - 4920 0 - 0920 30 || 1 , 0.195 I: 5190 1 - 3II0 0 - 6576 0° 1478 0-7646] 1 ° 4589 1 0001| 0 - 3761| 0 - 0703 30 || 0 - 2222 (). 3311|| 0 °2858 0: 1433 0° 0322 (). 1666 0 - 3180 0 - 2180 0' 0820 0° 0153 5. II/9 7.6258 6. 5817| 3:3010. 0-7422. 3.8385| 7-3239; 5' 0207 1-8884 0-3530 7 | 1.7917| 2.6696 2.3041. I 1556 0.2598. 1.3437 2. 5639 I-7577 0.66] 1 0. I236 7 || 0: 5028 0.7492 0.6466 0-3243 0' 0729 0.3771| 0 7195| 0:4933 0 - 1855 0.0347 7 || 0 48S9 0.7284 0 6287| 0 - 3158 0° 0709) 0 - 3667 0-6996 0-4796|| 0 - 1804 0-0337 7 || 0 - 2222 0.3311| 0 - 2857 0 - 1433 0' 0322 0 - 1666 0 3180 0 - 2180; 0 - 0820) 0.0153 7 || 0 - 2708 0 - 4035 0 - 3482| 0 - 1747 0' 0393| 0 - 2031|| 0 - 3875|| 0 - 2657, 0-1000 0-0187 7 || 0 - 1500 0 , 2235 0 - 1929| 0 - 0.967| 0 < 0217| 0 - 1125 0 - 2146|| 0 - 1472 0.0553 0 - 0103 7 I 3264] 1 - 9763. 1-7058 0 °8555 0 1923| 0 '9948 I '8981. 1 - 3012 () 4894. 0-0915 7 || 0 - 2431 0 - 3622 0-3126|| 0 - 1568 0° 0352| 0 1823 0.3478; 0.2385| 0 - 0897| 0 - 0.168 7 || 0 - 1528 0 - 22.77|| 0 - 1965 0 - 0986 0' 02:22|| 0 - 1146|| 0 - 2187| 0 - 1500 0.0564 0 - 01.05 7 || 0 029 || 0 - 0433| 0 - 0374 0.0187| 0-0042. 0-0219| 0 - 04.17 0.0286; 0 < 0.107| 0-0020 7 || 0-7528. 1 . I217| 0-9681 0-4856 0 - 1092] 0 - 5646] 1 - 0773 0.7385 0 - 277S () - 0519 7 (): 2889 0 - 4304 0-3715| 0 - 1863 0° 0419 0° 2166 0-4134 0 - 2834' 0 - 1066 0 : 0200 7 || 0 - 0361|| 0 - 0538 0° 0465|| 0 - 0233 0' 0052 0.0271 0 - 0517 0.0354 0 - 0133 0.0025 7 || 0 - 0500 0 - 0745' 0.0643| 0 - 0322 0' 0072 0° 0375 0 - 0715 0.0490 0' 0.184 0.0034 7 || 1: 7833 2 5827] 2 - 2290; I II80 0 1 2513, 1 - 3000; 2 - 4804 1 - 7005 0 - 6395 0 - 1196 7 || 0 - 1222 0 - 1820; 0 - 1571| 0 - 0788 0-0177|| 0 - 0.917| 0 - 1749 0 - 1199 () : 0451 0 - 0084 7 || 0 ° 0361|| 0 - 0538|| 0 - 0465|| 0 - 0233 0' 0052 () 0271 () - 0517| 0 - 0354 0 - 0133 0.0025 7 () 1445 0 - 2151 0 - 1857 0' 093I 0° 0209|| 0 1083 0 - 2066 0 - 1416 0 - 0533 0 - 0100 & 8' 34.17; 12' 4288: 10 7272 5' 3801 1' 2093 6' 2562 11 - 9369 sisas 307s oºsi 17 1-3333 1.9866. I 7147| 0-8600 0 1933. 1 0000 I 9080 1-30SL 0.4920. 0- 0920 17 | 0 1028 0-1532 0-1322 0-0663 0:0149 0.0770 0-1471 0-1008, 0.0379 0-0071 17 || 0: 1111 0 1657 0-1429 0.0719 0' 0163 0.0834 0: 1590 (). 1090; 0.0410 (). 0077 17 || 0 - 0944|| 0 - 1409| 0 - 1215 0° 0609; 0.0137 () 0709| 0 - 1352 oº: oºgº 0 °0065 1 6416. 2-4464. 2' 1113| 1 - 0591 0.2882 1 - 2313| 2: 3493 I-6106 0.60s 0 - 1133 983:56041455,50461264.85s,634,7967|142.6168737-67911407.5021984-9027.362 goºgºsº 46 RAILWAY ROLLING STOCK. TABLE A.—ENGINE Brass, §. Cost of Materials Copper, &c. #. § 18iS, Cost of * . q l NAME. Labour. *.* W. W. Gross | Nett. cwt. qrs, lbs./cwt. qrs, lbs. $. S. d. 6. S. d. £. s. d. £. dec. Brought forward 112 1 3 |559 2 I73|1484 3 11164 19 53310 7 3 |1475-3405 1 plate. º 0 0 4 || 0 0 4 0 0 1 || 0 0 2 || 0 - 0125 2 side chains . 0 1 26 || 0 4 10| 0 3 4 || 0 6 2 || 0 - 4750 2 shackles, &c. 0 1 4 || 0 2 10 0 1 4 || 0 2 6 || 0 - 1917 2 syphon hooks 0 0 2 || 0 0 2 0 0 1 || 0 0 9 || 0-0417 0-7209 1 tool-box and footboard. e ... ... 0 9 6| 0 9 6 || 0 9 3 || 0-937 ; 6 belts for covering . e 2 0 26 || 1 2 4 0 10 4 || 2 19 2; 3:4772 2 flanches. 0 0 7 || 0 0 7| 0 0 3 || 0 1 5; 0.0854 2 stretchers 0 0 16 || 0 1 5| 0 0 7 || 0 3 4 || 0 - 1958 41 blocks . O 3 7 || 0 8 2 0 3 8 || 1 || 0 || 1:2333 1 lamp iron 0 0 24 0 0 3| 0 0 2 || 0 2 0 || 0-1083 1 ditto ditto . 0 0 7 || 0 0 7| 0 0 3 || 0 1 6 || 0 - 0875 . 6 outside springs. & 2 inside springs º 1.1 2 7 || 9 5 0 5 16 0 || 1 14 8 || 7 5833 8 buckles for ditto 1 0 24 || 0 19 5| 0 13 5 || 0 10 10 || 1 - 2125 32 spring links . 2 3 20 1 9 3| 0 12 9 || 3 4 6 || 3: 86.25 32 ditto pins . 0 1 20 || 0 4 3| 0 2 9 || 0 17 8 || 1 0208 19 •7541 Weather board . . . . . 4 I 11 || 5 4 4 3 18 10 || || 3 9 || 5' 1292 Brass beading 0 2 1 & O e a 2 8 8 1 14 8 || 0 7 9 2 - 1208 Rivets put on. tº º q ... ... | 0 0 6 || 0 1 2 0 0 10}| 0 0 3 || 0-0562 5 *. stays and º 1 1 20 || 0 14 3| 0 6 9 || 0 19 6 || 1 - 3125 2 columns. . . . . 1 1 15 || 0 13 10 0 6 4 || 1 5 5 || 1 - 5875 6 brass nuts for columns ... ... 0 6 0| 0 6 0 || 1 1 0 3 | 1.8125 2 spectacle eyes and screws. 0 13 0 0 13 0 || 3 5 6 || 3-9250 2 pieces plate glass . 0 2 10| 0 2 10 || 0 14 3 || 0.8542 16-7979 India rubber pipe. 0. 5 3| 0 5 3 0-2625 Total 112 3 4 587 0 18 1509 I 4|1181 8 º 8 11 || 1512°8759 WALUATION.—continued. RAILWAY ROLLING STOCK. 47 Variable Wear. Uniform Wear. Life. Standard Present Value. stººd Present Value. of o Efficiency. New Good. Indif. Bad. Efficiency. New Good. | Indif. Bad. years. 983. 56041465-50461264.8583,634.7967|142.6163737.6701|1407.5021964-9027.362:904467. 8352 17 0.0083 0.0124 0-0107 0.0054 0-0010. 0.0062 0.01.19| 0:0082 0:0031 0' 0006 17 0.3167 0-4716 0.4072 0.2040 0.0459 0.2375 0.4532 0.3107| 0: 1168 0:0218 17 0.1278 0.1903 0-1643 0-0824 0.0185. 0.0959 0.1829 0.1254 0° 0472. 0-0088 17 0.0278 0-0414 0.0357 0.0179 0-0040 0' 0208 0.0398 0:0273 0° 0103 0-0019 0.4806 0.7157 0.6179 0.3097 0-0694 0-3604 0.6878 0-4716 0° 1774 0-0331 15 0-6250 0-9313| 0-8037 0-4031|| 0-0906| 0:4687 0-8944 0.6131|| 0: 2306 0° 0401 15 2.3181| 3:4539. 2.9811| 1:4952 0.3362. 1:7386 3.3172| 2:2741 0-8553. 0-1599 15 0.0570 0-0849 0.0732 0.0367 0.0082 0.0427 0- 0815 0.0558 0:0210. 0-0039 15 0. I305| 0 - 1945 0 - 1679 0 - 0842 0.0189| 0 - 0979| 0 - 1868 0: 1281 0-0482 0-0090 15 0-8222 1.2252, 1-0574 0-5303 0. II.93| 0 - 6167. 1' 1766 0-8066 0°3034 0° 0567 I5 0.0722 0. I076' 0.0928 0:0466 0.0105, 0.0541 0 1033 0-0708 0:0266 0-0050 15 0.0583. 0- 0869 0.0750 0-0376 0.0084 0.0438 0.0835 0.0572 0' 0215| 0:0040 15 5.0222 7.4832 6'4585| 3: 2393 0.7283| 3: 7667| 1:1869| 4: 9269 18530 0°3464 15 0-8084. 1. 2044 I. 0395 0-5214 O. 1173 0. 6063. 1: 1567 0.7930; 0 2982 0-0577 I5 2. 5750 3-8367| 3:3115 1. 6609| 0.3734. I-9312|| 3: 6849 2. 5261 0-9501 0" 1776 15 0-6805. I 0140 0-8752| 0:4390 0' 0987| 0 , 5104 O'9739| 0 - 6676 0° 2511 0° 0469 ... 13' 1694 19:6226 16-9858 8: 4943. I 9098, 9.8771. 18.8457. I2 -9193 4 - 8590 0'9072 30 3 - 4195 sº 4 - 3975|| 2: 2056 0 - 4958. 2 - 5646|| 4 - 8934 3: 3546. I 2617| 0 - 2358 30 I • 4139| 2 | 1067 I '8183| 0 - 9119 (). 2051] 1 - 0604| 2: 0233 I 3870 0 - 5217| 0 - 0975 30 0.0375 0.0559' 0.0482 0.0243 0.0054 0.0281 0.0536 0° 0367 0' 0138 0' 0026 30 0.8750 lºſ I 1253| 0 - 5644 0 - 1269) 0: 6562. 1 2521| 0 - 8584 0-3228 0° 0603 30 I - 0583. I • 5769 I 3610| 0 - 6826 0 - 1535 0.7938] 1 : 5145|| 1 - 0382 0-3905 0' 0730 30 I 2083 1-800ſ I • 5539|| 0 - 7794 0 - 1752 0 - 9062. 1 7292] 1 - 1854; 0.4458 0.0833 30 2 - 6167 3.8989 3.3651] 1 6878 0-3794. I-96.25|| 3: 7445. 2 - 5670 0-9655 0 - 1805 30 0 - 5694 0.8485 0.7324 0 - 3673| 0 - 0826|| 0 - 4271 0 - 8149 0 , 5586 0 - 2101| 0 0393 I1 * 1980 16-6861. 14.4017 7 - 2233 I • 6239] S. 8989; 16 - 0255 10-9859 4:1319 0 - 7723 0} 0-1750 0: º 0 - 2250; 0 - 1129 () - 0.254 0 - 1313| 0 - 2504 0 - 1717; 0 - 0646; 0 - 0121 1008 °5844. 1502 * 1297.0387.650 “9369||146' 2448,756'4378] 1443' 3.115989 * • 137369 - 5599 48 RAILWAY ROLLING STOCK. TABLE BA–TENDER VALUATION (based Brass. $. Cost of Materials Copper, &c. ...". OSU OT NU&\Uell3,1S. Cost of Nett Cost, NAME. Labour. including Labour. W. W. Gross Nett. cwt. qrs. lbs./cwt. Qrs. lbs. 4. s. d. #. S. d. £. S. d. £. dec, 3 axles (Cooper's) turned º and planed . . . ! 14 2 16, 17 11 5 || 13 18 11 || 0 13 0 || 14° 5958 6 wheels centres, 3 ft. 6 in. . . . . 31 0 14| 45 10 5 37 15 5 2 4 9 || 40' 0083 24 keys for ditto. . . . ... ... 0 2 22 0 6 11}| 0 4 5}| 0 8 0 || 0-6229 55.2270 6 tyres, 3 ft. 6 in. and 23 ... ... 28 2 24 42 3 5}| 33 12 5}| 1 10 4 || 35. 1396 Bolts and nuts for ditto ... ... 0 0 23 0 2 1 || 0 0 10}| 0 3 8 || 0:2271 } 35-3667 6 axle-boxes and caps . . ... ... 5 3 7| 1 14 10}| 0 11 10}| 0 2 8 || 0.7271 6 brasses for ditto . . . . 1 0 8 & © tº e 6 0 0 || 4 10 0 || 1 0 2 || 5 - 5083 6 pins for ditto . . . . . . . . 0 0 2 0 0 2 | 0 0 1 | . . . 0' 0042 6 - 2396 6 springs. . . . . 5 3 8 4 13 2 2 18 8 || 0 15 0 || 3 - 6833 6 buckles. . . & 0 2 18| 0 10 7 || 0 8 1 || 0 8 9 || 0 - 84.17 6 spring-pins º 0 1 0, 0 2 6 || 0 || 3 || 0 2 8 || 0 - 1958 4 7208 24 spring links and pins . . . . . 1 1 9| 0 13 4 || 0 7 I 1 9 9 || 1 - 84.16 4 frame plates tº º ... ... 29 I 4, 29 5 8}| 21 19 5}| 1 15 2 || 23.7313 12 horn blocks . e tº tº º º 6 0 24 1 17 3 0 19 3 || 0 9 0 I • 4125 6 distance pieces ... ... 3 2 22 I 2 2 | 0 4 8 || 0 2 9 || 0 - 3708 27.3562 4 bottom stays , 2 I 16; 1 18 3 || 1 7 0 || 2 1 0 || 3: 4000 12 axle-box stays . . . 0 2 22| 0 7 0 || 0 4 6 || 0 10 9 0.7625 96 bolts and nuts, 5 ft. 8 in. () 3 10| 0 S 5 || 0 4 8 || 0 9 2 || 0 - 6916 4 '8541 2 pieces of oak tº º ... . . . 2 0 0 || 2 0 0 || 0 18 0 || 2: 9000 Carried forward . 1 0 8 132 1 17156 7 9 121 8 8;15 4 7 |136-6644 * A summary of this Table is given on page 55. upon Mr. WEBB's data). RAILWAY ROLLING STOCK. 49 Variable Wear. |Uniform Wear. Life. Standard Present Walue. Standard Present Value. Of of Efficiency. New. Good. Indif. Bad. Efficiency. New. Good. Indif. Bad. years 30 9.7305 14-4985| 12:51.35| 6’ 2762. 1:4109| 7°2979 18.98% 9 • 6036 3 - 5326|| 0 - 6135 30 26.6722 39.7416| 34° 3004. I'7. 2036' 3-8675. 20' 0042 33.3%. 23:32:3, 3.68% I 6815 30 0 - 4153 0 - 6187| 0 ° 5340 0.2678 0.0602 0.3114 0 5967 0.4098, 0 - 1508; 0.0262 36'8180 54 - 8588 47° 3479 28,7476 5.3886 27-6135, 52-9057, 36-387718-3366 2.3212 3 || 23' 4264 34 - 9053 30 - 1263 15:1100 3.3968] 17' 5698 33.6627. 23:1208 - 1 - 4769 3 0-1514 0.2256 0 - 1947 0.0976' 0.0219| 0 1135 0.276 0 - 1494 0.0550 0' 0095 | 23-5778. 35.1309| 30-3210 15.2076 3.4187| 17-6833 33-8803 23:2702 8-5599. 1:4864 10 0.4847 0.7223| 0 6234 0.3127 0-0703. 0-3635 0 6965, 0.4784 º I0 3 : 6722. 5: 4716| 4 - 7225 2:3686. 0. 5325|| 2 7542 5-2768, 3-6243 1.3333. 0 - 2315 I0 0 0028 0-0041| 0 0.036 0-0018 0' 0004| 0 0021 0-0010 0' 0028 0' 0010; 0 0002 4 - 1597| 6 - 1980 5. 3495. 2' 6831|| 0 - 6032 3-119s 5-978 4 * 1055 1 : 5103 0 - 2623 15 2 - 4555| 3.6587| 3: 1578. I 5838|| 0 3560 I '84.16, 3 - 5285 2.4235 0-8915 0 - 1548 15 0. 5612. 0.8361|| 0 | 72.16|| 0 | 36||19|| 0 - 0814|| 0 - 4209 0-8063 0-553S 0 2037 0.0354 15 0 - 1305 0 - 1945 0 - 1679 0 - 0842 0.0189| 0 0979| 0 1876 0 - 1288 0' 0474 () : 0082 3' 1472 4-6893| 4 - 0473. 2' 0299|| 0:4563. 2' 3604| 4 - 5224|| 3-1061] 1 - 1426 0 - 1984 30 1-2277. I-8298] I 5789 0-7919 0 - 1780 0-9208, I '7642. I 2117| 0 4457| 0 - 0774 30 | 15: 8209] 23: 5731| 20 3456] 10 2045. 2.2940 11 - 8656; 22.7339|| 15 6145 5-7437 0.9974 || 30 0 - 94.17| 1.4032. L. 21.10; 0 - 6075|| 0 . I366|| 0 | 7063 13531. 0 - 9.294 () 3419 0 - 0594 30 0-2472| 0 - 3683 0.3179 0 - 1594 0.0358| 0 1854 0.8552 0 ° 24′40 0' 0897| 0 - 0.156 18' 2375 27: 1739| 23:4534 II '7633 2-6+44|| 13 : 6781 26-2064. 17.9996 6 6210 1 - 1498 30 2. 2667| 3:3773 2.9149| 1.4620 0.3287| I-7000' 3" 2571. 2:2371 0-8229 0-1429 30 0. 5083 0.7574. 0.6537 0-3279 0-0737| 0 .3813 0.7304 0 - 5017 0 - 1845 0 < 0320 30 0 °4611| 0 - 6870 0.5929 0 - 2974; 0.0668|| 0 °3458 o:6625 0 - 4550 0 1674| 0 - 0291 3-2361|| 4-8217 4:1615 2 : 0S73| 0 - 4692] 2 - 4271 4-6500 3 * 193S 1 - 1748; 0 - 2040 15 1 ° 9333 2-8806. 2.4863 1:2470 0-2803] 1 4500 º I-90SL 0 7019| 0 - 1219 ºf ºr 91.1096]1357532|117-1669 58-7658|13° 2107 68.3322130.9202, 89.921033-0771 5 - 7440 50 RAILWAY ROLLING STOCK. TABLE B.—TENDER Brass, Cast and e Copper, &c. Yº: Cost of Materials. Cost of Nett Cost, NAME. 3 *-**** Labour. including Gross Gross Labour. Weight. Weight. Gross. Nett. cwt. qrs. lbs.cwt. qts. lbs. £. S. d. £. s. d. £. s. d. £. dec. Brought forward. 1 0 8 |132 I. 17156 7 9 |121 8 8}|15 4 7 |136.6644 104 bolts for frames. 1 1 18 0 14 1 || 0 7 10 || 0 14 10 || 1 - 1333 4 steps . . . . . 0 1 12 0 3 7 || 0 2 4 || 0 4 8 || 0 - 3500 Men's time fitting above • e º º * e º e ... ... 3 IO () || 3:5000 Iron plates (inside frame). 12 2 15| 9 9 6 || 6 7 0 || 4 13 10 II - 04.17 I)itto ditto 3 1 7| 2 9 8 || 1 13 5 || 1 4 8 || 2:9042 Angle iron for ditto. 12 0 0 13 4 0 || 10 4 0 || 7 10 10 || 17-74.17 Rivets for ditto . º 1 1 0 1 6 3 || 1 0 0 || 0 14 9 || 1 7375 Tension bolts and cotters . 0 1 26 0 4 10 || 0 3 73 0 8 4 || 0:5979 2 sockets for ditto 0 0 19 0 1 8 || 0 0 10 || 0 1 6 || 0 - 1166 1 draw-bolt, nuts, and plates 0 3 0 0 12 0 || 0 8 3 || 0 15 9 || 1 - 2000 1 buffer-spring . & © 2 3 14] 2 6 0 || 1 9 6 || 0 9 8 || 1 - 95.83 1 buckle for ditto 0 1 9| 0 5 3 || 0 4 0 || 0 7 0 || 0 - 5500 2 buffer shoes 0 0 22 0 3 13| 0 2 2 || 0 4 3 || 0.3208 2 buffer guides . 0 2 S 0 3 5 || 0 1 II | 0 || 6 || 0 - 1708 2 buffer blocks te I () 2 0 6 1 || 0 3 I 0 0 2 || 0 - 1625 2 intermediate buffers . I 2 22| 0 10 2 || 0 5 8 || 0 6 2 || 0 5916 44' 0769 2 trailing buffers e 1 0 4 0 16 7 || 0 11 7 || 0 14 0 | I-2792 2 wood-heads for ditto . to a 0 1 2 | 0 || 2 || 0 0 10 || 0 . I000 2 buffer blocks . * * 0 1 0 || 0 1 0 || 0 0 10 || 0-0916 2 springs for ditto . . . . 0 4 0 || 0 4 0 || 0 2 5 () - 3208 Bolts and nuts for ditto 0 1 6| 0 3 0 || 0 || 9 || 0 || 1 || 0 - 1417 2 hoops for buffers . 0 0 12| 0 1 1 || 0 0 64| 0 1 6 || 0 - 1021 2 angle irons for ditto . 0 I 3| 0 2 9 || 0 1 6 . . . . . 0-0750 2 : 1104 1 Oak plank . 0 11 8 || 0 11 0 15 0 | 1.3333 2 plates for ditto . . 0 3 24 0 9 7}| 0 5 0 4 0 || 0 - 4938 Bolts and nuts for ditto 0 1 8 0 3 23| 0 1 11}| 0 5 6 || 0-3729 1 shackle chain and hook . 0 1 17| 0 4 0 || 0 2 9 0 2 1 || 0 - 2416 1 drag pin . . . . . 0 0 26 0 2 4 || 0 || 2 || 0 3 9 || 0 - 2458 2 eyes, shackles, and bolts . 0 1 25 0 4 9 || 0 3 6 || 0 8 6 || 0 - 6000 2 coupling-boxes tº 0 0 21 0 1 1 0 0 2 || 0 0 6 || 0-0333 1 front footplate 1 1 21 0 15 5 || 0 9 2 || 0 0 7 || 0:4875 2 side footplates. 1 2 10 0 17 1 || 0 9 7 || 0 () 8 || 0 - 5125 3 backplates 4 I. 21] 3 6 7 || 2 5 4 || 0 15 4 || 3:0333 Angle iron for ditto. 8 0 12. 8 18 4 || 6 18 4 || 2 6 9 || 9 - 2542 Iron rivets for ditto . 1 0 0} 0 16 0 || 1 || 0 || 0 5 5 || 1 - 0708 16:3457 Carried forward . 1 0 8 |192 I 9206 12 1 157 9 44/43 I 3 200-5307 RAILWAY ROLLING STOCK. 51 WALUATION.—continued. Variable Wear. Uniform Wear. Life, Standard Present Value. Standard Present Value. of Of Efficiency. New. Good. Indif. Bad. Efficiency. New. Good. Indif. Bad. years. 91. 1096.135.7532|117 - 1669, 58.7658|13-2107| 68.3322||130-9202 89.9210.33° 0771 5-7440 30 0-7555 1. 1257 0-97.16|| 0:4873| 0 - 1096] 0'5666] 1 0857 0-7457 0.2743 0 ° 0476 30 0 - 2333| 0 - 34.77|| 0 - 3001| 0 - 1505 0.0338|| 0 1750 0 3353 0 2303 0.0847, 0-0147 «s tº 2.3333 3: 4766 3.0007 I 5050 0-3383. 1 7500 3' 3529; 2-3029 0: 8471 0 - 1471 30 7-3611| 10-9682 9. 4664| 4 - 7479. I 0674 5 - 5208 10 5776; 7 - 2651] 2 6724 (): 4641 30 1.9361| 2.8848] 2 - 4899| 1 - 2489 () 2807] 1 - 4521 2.7821 1 - 9108: 0.7029 O 1221 30 | 11 - 8278 17. 6234. I5 - 2105 7.6289 I-7150 8: 8709 16'9960, 11. 6735i 4' 2940 0 7457 30 1 1583; 1 - 7259. 1. 4896. 0-7471 (). 1680. 0-8687 1.6645 1. 1432' 0-4205' 0.0730 30 0 - 3986 0.5939 O. 5126 0.2571 0.0578 0: 2990 0'5728; 0.3934 0° 1447 0.0251 30 0' 0777 0 - 1159| 0 . I000 0 - 0501 0.0113| 0 - 0.583 0.1117 0.0767; 0 - 0.282 0-0049 30 0-8000| 1:1920 1 0288 0:5160. 0-1160 0-6000 1 1496, 0.1826, 2290; 9:0:04 30 1 - 3056 1.9453 I 6789 0.8421 0. IS93 0-9791 1-8760, 1.2885 0-4740 0 - 0823 30 0 - 3667| 0 - 5464 0-4715| 0 - 2365 0.0532| 0 - 2750 0.5269 0 °3619 0-1331 0 - 023L 30 0 - 2139|| 0 - 3187| 0 - 2750 0 - 1379 0.0310|| 0 - 1604 0-3073 0-2111| 0 - 0776 0.0185 30 0' 1139|| 0 - 1697 0-1464| 0-0734 0.0165| 0 - 08.54|| 0 | 1636, 0 - 1124 0-0413, 0:0072 30 0 - 1084 0 - 1614|| 0 - 1393 0 . 0699 0 - 0157| 0 - 0813 0 - 1557 0.1069 Q:03:3, 9:0068 30 0 °3944 0'5876|| 0 - 5073 0.2544 0.0578 0 - 2958 0.5687. 0-3898 0-1482 0-0219 29' 3846 43.7832. 37-7886 18.9530 4.2609 22:0384 42-2244 29-001810-867 I - 8525 15 0.8528] I 2707] 1 - 0967 sººn 0 - 6396 * O - 84.17 0°3096; 0.053S 15 0 ° 0666 0-0993 0 - 0857 9:04:09:009. 0 - 0500|| 0 - 0958 0 - 0658; 0 - 0242} 0-0042 15 0° 0611| 0-0910 0 - 0785 0.0394 0-0088 0 - 0.458 0.0877 0 - 0603 0 - 0.222 0-0038 15 0 2139|| 0 - 3186|| 0 - 2750 0-1879 0.0310 0 - 1604 0-3073 0 2III 0.0776 0.0185 15 0.0945 0-1408 0:1215 0.0610, 0.0137| 0-0708 0-1357. 0 - 0.932; 0 ° 0343 0-0060 15 0° 0681| 0 - 1014|| 0 - 0875|| 0 - 0439 0.0099| 0 - 05II 0.978. 0-0672 0 0247; 0.0043 15 0 - 0500 0 - 0745| 0 - 0643 0.0822. 0-007? 0 - 0375 0.071s 0 - 0.493, 0° 0181 0 < 0.031 1 * 4070 2 - 0.963| 1 - 8092 0.9075 0.2040 1 - 0552 20215 I 3886 (). 5107 0 . OSS7 5 0.8889 I-3244 1-1431|| 0 , 57.33 0 - 1289| 0 - 6666 * 0 - 8773 0 - 3226 0.0560 30 0.3292 0.4905| 0:4234 0.2123, 0.0477 0.2469 0.4730. 0-3249 0-1195 0.0207 30 0 - 2486 0 - 3704 0.3197 Q: 1603, Q-0360 0 - 1864; 0.3572 0.2454| 0 - 0902 0 - 0157 30 0 - 1610|| 0 - 2400 0.2071 0-1039 0.0233 0 - 1208 0-2314 0 - 1590 0 - 05S5 0-0101 30 0 1639|| 0 - 2442|| 0 - 2107 0-1057 0.0238 0-1229| 0:2355 0.1617| 0-0595 0-0108 30 0'4000 0'5960|| 0 , 5145 0-2580 0-0580 0 - 3000 0 - 5748, 0 - 3948 0 - 1452 0 - 0.252 30 0' 0222 0-0331|| 0 - 0.285 0.0143 0-0032 0.0167| 0 0319|| 0-0219 0' 00SI () - 0014 30 0' 3250 0 - 4843| 0 - 4180 0.2096 0-0472 0 - 2437| 0:46.70; 0 - 3208 0 - 1180 0-0205 30 0 - 34.17| 0 - 5090 0 4393| 0 - 2204, 0' 0495| 0 - 2563 0 - 4910. 0.3372 0 - 1240 0-0215 30 2' 0222 3' 0132 2.6005] 1 3043, 0.2933. I 5166 2.905S 1-9958 0.7341|| 0 - 1275 30 6' 1694. 9. 1924 7-9341| 3-97.94 0.8946, 4-6271 8-S652, 6-0890 2 - 2398 0 - 3890 30 0 7139|| 1 - 0637 0-9180 04804 0 - 1035 0 - 5354 1-0258 0 70.45|| 0 - 2592 0.0450 10 '897|| 16. 2368] 14' 0138 7:028; 1.5so 8, 172S 15 6586] 10 - 7550. 3- 9561 0. 6869 133.6872199; 1939171,9216 86.228219 8s 16100-2652192: 1020131 943248.5342 s.42s E 2 52 RAILWAY ROLLING STOCK. TABLE B.—TENDER Brass, §. Cost of Materials Copper, &c. #. * Cost of Nett Cost, NAME. Labour. including Gross Gross Labour. Weight. Weight. Gross. Nett. CWt. QTS. lbs.lcwt. QTS. lbs. £. s. d. £. s. d. £. s. d. £. dec. Brought forward. 1 0 8 |192 1 9.206 12 1 |157 9 4343 I 3 200. 5307 1 brake, screw, nut, and º handle. * * 0 2 14 0 10 0 || 0 7 6 || 0 15 6 || 1 - 1500 1 brake shaft 1 3 0 1 8 0 || 0 19 3 || 1 2 6 || 2:0875 6 brake hangers. te 2 0 0 1 12 0 || 1 2 0 || 0 11 6 I 6750 6 brake rods and º e 2 0 24 1 2 1}| 0 12 13| 1 10 8 || 2: 1396 2 brake stays, and 6 pins © and rollers 6 pm, 0 1 17| 0 4 0 || 0 2 9 || 0 5 2 || 0 - 3958 1 brake column . . . . * = & 8 0 2 15 0 3 9}| 0 1 9}| 0 1 8 || 0-1729 6 brackets for brake hangers e g º º 1 2 26 0 10 4}| 0 4 4}| 0 3 2 || 0.3771 4 brake shaft brushes . s & © tº 0 0 18; 0 0 11}| 0 0 4 || 0 3 0 || 0 - 1667 1 brass bush and flanch 0 0 6 * * * g 0 6 0 || 0 4 6 || 0 0 9 || 0 - 2625 Valve rods . . . . . . . . 0 0 1 1 0 1 0 || 0 0 6 || 0 2 10 || 0 - 1666 2 valve seatings . . . ... ... 0 1 12 0 2 1} 0 1 1}| 0 3 2 || 0:2146 2 brass valves and seats 0 0 10 * * * * 0 10 0 || 0 7 6 || 0 1 8 || 0:4583 2 wheels . tº tº ... ... 0 0 6 0 0 4 || 0 0 1%| . . . . . 0-0063 2 cages tº a tº tº * @ e & © tº tº ſº 0 5 0 0. 5 0 ſº tº & a 0 - 2500 4 feed-pipe flanches. 0 0 13 . . . . 0 13 0 || 0 9 9 || 0 0 8 || 0 - 5208 Bolts for feed pipes. ... ... 0 0 12 0 1 1 || 0 0 64| 0 1 4 || 0.0937 2 copper feed pipes . 0 0 26 © tº s & 1 13 7 || 1 7 1 || 0 2 6 || 1 - 4792 2 stays for ditto . • 6 c > 0 1 20 0 4 3 || 0 3 0 || 0 2 3 || 0 - 2625 2 clips for ditto . • * * * 0 0 7| 0 0 73| 0 0 33 0 1 1 || 0-0687 2 metals for ditto 0 0 8 ... ... 0 8 0 || 0 6 0 || 0 1 1 || 0 °3542 1 number-plate . 0 0 4 ... ... 0 4 0 || 0 3 0 || 0 0 6 || 0 - 1750 1 lamp iron , gº tº e tº 0 0 12| 0 1 1 || 0 0 63 0 0 1 || 0.0312 11' 3582 2 handrail pillars and knobs | 0 1 0 . . . . . ] 8 0 || 1 1 0 || 0 1 6 || 1 - 1250 3 iron plates, inside of tank | . . . . 10 0 14| 5 8 10 || 2 18 10 || 2 14 11 5.6875 4 ditto, outside of ditto. 9 1 4| 4 19 10 || 2 13 7 || 2 10 0 || 5 - 1792 * . Plate ºf * 4 0 10, 2 3 113| 1 3 113| 1 2 4 || 2:3146 Ottoms . . . . . 4 ditto ditto . 11 1 24 6 3 3 || 3 7 0 || 3 2 7 || 6’4792 1 ditto, back. 1 1 1 0 13 6 || 0 7 3 || 0 6 9 || 0 - 7000 7 ditto ditto . º º 3 0 14 I 13 7 || 0 18 7 || 0 17 4 || 1 7958 1 ditto ditto, manhole . 0 1 18; 0 9 0 || 0 7 9 || 0 7 3 || 0 7500 1 ditto • * 0 0 14 0 2 9 || 0 2 13 0 2 0 || 0-2063 2 ditto, corner of tank . 0 0 19 0 3 9 || 0 2 II || 0 2 9 || 0 - 2833 Angle iron for ditto. 7 3. 14 8 13 3 || 6 14 6 6 5 6 || 13 0000 Iron rivets for ditto. 2 3 25, 3 2 5 || 2 8 8 2 5 5 || 4 - 7042 Bar iron for stays 1 0 0, 0 12 6 || 0 7 6 || 0 7 0 || 0-7250 } round iron . 1 0 10; 0 19 7 || 0 14 7 || 0 13 7 || 1 | 4083 44' 3584 Carried forward . I 3 19 256 0 6253 7 74187 16 8369 11 3 |257.3973 0818.01,1166.699.698.6918819.9%3869-831||188. Fø'8089,011%gl9.0%z;189.ggzz869. III] . | | ##98. I 0981-01;981.6% '686;...&# I6LI. 33 0886. # If 10.6T 6630.88 |1390. # ZZLg. 62 ; 36C0. 0 sors oºzºo I658. I |IF01.0 |I98I.0 99.09.0 [F10%. I (6863. I 6886.0 || 09 Q080. 0 ºf Q Qºlī-0 Qif{39. 0 |Q&98. 0 |IOLO. 0 6II8.0 9TW.9.0 30%-9 9.88%. 0 08 1,16I. 0 988.I.. I gºé0-g Q909.j |IZ98.3 ||LPGP. 0 8330.3 |0880. # 18319. # I98I.g 08 || | #959.0 f{}f I-8 '989.g. S 999 F. &I 000g.9 |1993. I |0069. g (39FI. II |ggT6. ZI |1999.8 || 0g 6II0. 0 9890. 0 i-9SI. 0 jL13-0 M.If...I. 0 º ºgº 63% 0 |#I8%. 0 |688I.0 08 1800.0 66+0.0 |1981.0 '916I. 0 |I80I. 0 ||66|I0.0 9880.0 (691.I.O 650Z. 0 |g/9I.0 08 QI80.0 GISI. 0 |Q96+. 0 9814-0 09/8.0 93.10. 0 |9338.0 08:59.0 |0gf/... 0 |000g. 0 09 99.10.0 9+8#.0 9TSI. I 80%L. I 6168.0 |981.I.0 |&LL.0 |9689. I (888/.. I |z16I. I 09: f #660.0 f69I.0 909%. 0 9019.0 |0098.0 |L190.0 0I08.0 |IOO9.0 |ggé9.0 |199%. 0 || 09 83/16-0 |3899. I [893, # 6903.9 |9693.8 |3939.0 |I981. 3 |8%gg. g |I93}.9 |#6Ig. # | 0g 81.60. 0 |3099.0 63%g. I 81.IZ. & 81.9 I. I 18.3%. 0 |8966. 0 |##86. I (3663. Z 09FG. I 03 1.LI6.0 g893. I 810#.8 |g|I96. # 19689.3 |100g. 0 |013%. & 80%.j ||5%I.g. |8&g #.9 || 08 0686.0 |g|918. I |.8 if SFf.g. 1g+8.3 |86+g. 0 |99.5%. 3, IQL8. § 19659. g |LI61.9 || 09 81 F0-0 |861%. 0 |30}l.0 LLL0. I gå99.0 |880I. 0 |188%. 0 |gp96.0 |g|LII. I |00g/. 0 || 09 3.115.0 98+1.3 ||3815. 1, 1088. OT |68/9. g. 61.60. I |0}88. § 1813/.6 |Q38%. II |IZLG. I. 8I00.0 (Q100.0 g030.0 6630. 0 |99 IO. 0 |0800.0 F8I0. 0 |1930. 0 |OI80.0 (8020. 0 || 09 81.00-0 #3+0. 0 |IGII. 0 |9/9I. 0 |g 180.0 |69 IO. 0 |8910. 0 |009.I. 0 88/.I. 0 |19|II. 0 09 6flo - 0 |1980. 0 |0883. 0 |8683. 0 |ILLI. 0 |8+80. 0 |8%g|I. 0 |1908. 0 |6|IQ8. 0 ||[99%. 0 09 { 6300.0 99 IO. 0 |Zgł0. 0 |8990. 0 |ff,80. 0 |9900. 0 |Q6%0. 0 |6890. 0 |8890. 0 |8�.0 09: 0II0. 0 |Q890. 0 1ZLI. 0 |QIgó. O ZI8I. 0 |#930. 0 |6&II. 0 |IQ3%. 0 |L09%. 0 |0g/.I.0 09 3390.0 (0898.0 9816. 0 |01.[#. I (9681. 0 ||[8?I. 0 |I989. 0 |8893. I (369F I |I986.0 08 6800. 0 |1330. 0 |9|[90. 0 |8680. 0 |89+0. 0 |0600. 0 |80+0.0 F080. 0 |I860. 0 |Q&90.0 09 6L60.0 093I. 0 |L, 0 |686;. 0 |f|O9%. 0 |8090. 0 |683%. 0 |g.9%. 0 |91, Ig. 0 |&A.f.g. 0 09 ( 90I0. 0 |Q090. 0 |g|F9T. 0 f69%. 0 |09%I. 0 |. 0 |9,101.0 fºlſø. 0 |88%. 0 |199T. 0 09 8000. 0 |QI00. 0 ||[+00.0 0900. 0 |I900. 0 |9000. 0 |1300. 0 |f|Q00.0 3900. 0 |�.0 09 86.IO . 0 60II. 0 |9|[08. 0 |063%. 0 |&63%. 0 |&#f0.0 I/6 I. 0 |6%68. 0 |899;. 0 |QQ09. 0 09 0600.0 (6 IQ0. 0 |&I#I. 0 |990%. 0 |810 I. 0 ||10&0. 0 |8&60. 0 |0}8I. 0 ||38|IZ. 0 |[3+I. 0 03 0.100. 0 80+0. 0 |960I. 0 |969 I. 0 |8880. 0 ||[9][0. 0 |9|[10. 0 |8&#I. 0 |gg9T. 0 |OIII. 0 09 0II6). 0 |Q890. 0 |LZ1.I. 0 |g|IQZ. 0 |ZI8 I. 0 |#930. 0 |6%II. 0 |093%. 0 ||.09%. 0 |0g/.I. 0 03 01.00.0 (80+0. 0 |160I. 0 |16G.I. 0 fg80. 0 ||[9][0. 0 ||,I/.0.0 |6%f I. 0 |999.I. 0 |IIII. 0 03 89 IO. 0 |g|It,0.0 |[85%. 0 |ZI99. 0 |QS8I. 0 |f|980. 0 |339L. 0 |8838.0 9+18. 0 |#IQ3.0 09: £100.0 i8If.0.0 89 II. 0 |999.I. 0 |#980. 0 |1910. 0 | . 0 |&Si I. 0 |LILI. 0 |3GII. 0 09 99TO. 0 8960. 0 |#09%. 0 |36/9 0 |6/6T. 0 |8880. 0 |30/.T. 0 |8688. 0 |3868. 0 |6.99%. 0 08 6680.0 '81.I.Q. 0 |S10+. I |16+0. Z |8690. I [890%. 0 |00%6. 0 |3+88. I (89%I. 3 #9&#. I 09 #010. 0 + £0%. 0 |IZOI. I |9+09. I g/98. 0 |6|[9][. 0 |303/.. 0 |098%. I (8899. I |19|II. I 09: 1,180.0 &Q0g. 0 |gg13. I |8666. I |1950. I [8][0%. 0 |9168.0 |168/.. I |9810. & / I68. I 09 9.850. 0 |38/3. 0 |1991. 0 ||,IOI. I 09/.g. 0 |&III. 0 |QF6%. 0 |6986. 0 |8&#I. I |1991, .0 g|I I83%. 8 |'.8%|39%. Ig|0%OI. Z6I1399%. 00I '9788.6L686%. 98 |9|I36. ILI:686.I. 66 IKL.89.93 I “siga A. "pug ‘JIpUI 'pook) ‘AON ‘Āouoſopg| “peg ‘JIpUI “pook) "AoN Aoueſoggſ JO JO ‘antū A quasa.I.T preput:1S ‘amſbA quasaid pit?pubjS "app"I "Ito AA UILIOJIUſ). "JºeAA OFGBI.18A ‘panuppu.00—NOILynn VA 99 “YIOOLS 9NITIO'ſ XWAAIIWłI 54 RAILWAY ROLLING STOCK. TABLE B. —TENDER Brass. | }. Cost of Materials Copper, &c. i. . tº Cost of Nett Cost, NAME. Labour. including Gr Gross Labour. OSS Weight, Weight. Gross. Nett. CWt. qrs. lbs.cwt. qrs. lbs. £. S. d. £. S. d. £. S. d. £. dec. Brought forward . 1 3 19 256 0 6.253 7 7, 187 16 8369 II 3 257. 3973 Wood bottom and packing . . ***) 0 13 7 || 0 13 7 || 0 10 10 || 1' 2209 Nails and screws O 6 6 0 6 6 || 0 5 2 0° 5833 1 - 8042 Paint, &c. 2 I 6 2 I 6 2 9 10 || 4 - 5666 Erectors’ time . . . . 11 0 0 | II • 0000 6 break blocks . . . O 3 6 || 0 3 6 || 0 3 0 || 0-3250 2 rose packings . 0 1 0 || 0 1 0 || 0 1 0 || 0 - 1000 0 - 4250 Total I 3 19 256 0 º 13 84.191 2 93.84 I I |275' 1931 | SUMMARY OF TABLE A.—ENGINE WALUATION. 26 dec. Total Net Cost of Engine . 1,512.89 Variable Wear. Uniform Wear. Standard of Standard of Net Value. Efficiency in Net Value. Efficiency in each Period,l each Period.[ 26. dec. f. dec. f. dec. #. dec. Net value of a New Engine 1,502-79 150-28 || 1,443.31 132.73 , , , Good 5 1,297.04 648 - 52 989 ° 45 502' 68 27 , , Indif. , 650 - 54 195 - 15 372 - 14 114 62 , , , Bad 2, 146 24 14 62 69 - 56 6 * 40 Standard average condition of efficiency of one of a series 1,008: 57 756'43 of Engines º 1 See page 11, “Normal Dilapidation.” RAILWAY ROLLING STOCK. 55 !- VALUATION.—continued. Variable Wear. Dniform Wear. Life. Standard Present Value. Standard Present Value. *. O of Efficiency. New. Good. Indif. Bad. Efficiency. New. Good. Indif. Bad. years. | 171 ° 5982'255 - 6814 220 6752,110 - 6808.24.8817|128’ 6982246 • 5783 I69. 3595 62. 297110 •8180 | I0 || 0 '8139|| 1 - 2127] 1 - 0467| 0 - 5250 0 - 1180 ocio 1.1% 0.8033 0 - 2955 0 - 0513 | 0 10 || 0-3889 0.5794 0-5001 0-2508 0.0564 0.2917, 0-5588 0-3838 0.1412 0 ° 0245 } | 0 | 1 - 2028 1-7921 1.5468 0.7758 0-1744 0-9021 1.7284 1-1871 0-4367 0.0758 = 3 || 3 04:44 4:5362 3.9152 H '9637 0-4415| 2: 2833, 4 - 3747, 3-0047. I 1052 0 - 1919 10-5377, 7.2377 2-6623 0.4623 | 0.2167 0-3228; 0.2786 0.1397 0.0314 Q:1623 0.3113 0.2138 0 - 07S7 0.0137 0 : 0666 0-0993 0 - 0857| 0 - 0430 0-0097 0-0500 0' 0958, 0 - 0658 0.0242 0' 00:42 0.2833 30 7° 3334 10.9267 9 : 4306 4-7800 I 0633, 5 - 5000 gººm-eº } i | 0.4221 0.3643 0 - 1827 0-0411| 0 - 2125 0.407I: 0.2796 0 - 1029 0.0179 | f 183° 4621 º 3.3585 235'9321'118° 3330 º g wºn * * • 6262 181 - 068666' 6042 II • 5659 | | | | | SUMMARY OF TABLE B. —TENDER WALUATION, aft. dec. Total Net Cost of Tender . . . . . . . 275 - 19 Variable Wear. |Uniform Wear. Standard of Standard of Net Value. Efficiency in Net Value. Efficiency in each Period.1 each Period.1 f. dec. #. dec #. dec. £. dec. Net value of a New Tender . 273 - 36 27 - 34 263 - 63 22-96 37 , , Good , g 235 - 93 II.7. 97 ISI - 07 92.62 3 y » , Indif. , & II.8° 33 35 - 49 66 - 60 20. 97 23 ,, , Bad 33 * 26 - 60 2 - 66 II. 57 1 - 05 Standard average condition of \ efficiency of one of a series}} ... .. 183:46 e tº gº tº 137' 60 of Tenders tº º e 1 See page ll, “Normal Dilapidation.” 56 STOCK. RAILWAY ROLLING TABLE D d. LoCOMOTIVE VALUATION. Number Life Life Of Total Net in in --- Net Cost. Renewals Cost in Period Train Years in Period of Longest Miles. º of Longest Life. Life. months. f. dec. f. dec. 10,000 India-rubber pipe . 0 - 2625 | 60 15. 7500 years. 40,000 2 | Slide valves . 5 : 3417 | 15 80 - 1254 80,000 4 || Painting . . . . . . 8' 2333 7; 61 7504 100,000 5 | Crank axles and brass tubes | 183:6125 6 1,101: 6750 140,000 7 | Tyres and framing . 90 - 7646 } 388-9914 160,000 8 Chimney, &c. . . e 4 '8688 33 18 - 2579 180,000 9 | Set of gland bushes º 5. 3917 3} I7 - 97.21 200,000 || 10 || Axle - boxes, piston - rods, boiler - plates and tº 463 5813 3 1,390-7439 glng . . . . . . 240,000 | 12 Cylinder covers . . iing 39'4458 2} 98 - 6143 300,000 | 15 Eccentric straps, coupling- e g rod ends, springs, &c. . } 116- 2487 2 232 - 4974 340,000 || 17 | Lubricator, copper-pipe º g and buffer planks . º 3 - 6459 1}} 6 : 4340 400,000 20 | Two plain axles, 6 wheels and keys, outside cranks, connecting - rods, &c., ) 237' 5730 1% 356-3609 feed-pipes, cocks, and injector b - ke ſº tº 9 500,000 || 25 | Fire-box brackets, syphon e e caps, &c., &c. . . * 25'9686 1} 31 - 1623 600,000 || 30 | Slide-box jº copper pipes, boiler fittings, horn t occ. plates, framing and cost 268. 6147 1 268. 6147 of erection . . . . º ,453'5531 £4,068.'9497 4,068.9497 = 135-6316 average cost of repairs per annum. 30 1453-5531 J35 - 6316 = 10' 717 years’ mean life. .* RAILWAY ROLLING STOCK, TABLE E e. TENDER WALUATION. 57 * | total Neº - - tal. Ne Hº Life Net Cost Renewals cº Period Train II]. * in Period of Longest Miles. Years. of Longest Life. Life. months. Six break block d f. dec. f. dec. 10,000 IX OF63. OCKS 9.0.CI TOSé º e packings, &c. e - 0.4250 60 25 - 5000 years. Six tyres, and bolts, and 60,000 1X > 3. e e 5 º," "). 39.94so 10 | 899,4800 100,000 5 Oak plank e ‘º e 1 3333 6 8 : 0000 200,000 || 10 | Six axle-boxes and brasses, wood bottom and pack- 8: 4749 3 25. 4247 ing for tank . . . . 300,000 | 15 Springs, trailing º: buffer blocks and º 10 9521 2 21 - 9042 &c. . . . . . . 600,000 || 30 Axles and wheel-centres, spring links, frame-plates, horn blocks, plates, and angle-irons to framing coupling - boxes, foot- || 219.7521 1 219 - 7521 plates, break shaft, and details, valves rods and feed-pipes, handrails, &c., erector's time . . . . J # 280 - 8854 # 700° 0610 º = £23° 3353 average cost of repairs per annum. 280 - 8854 23: 3353 12-04 years’ mean life. 58 RAILWAY ROLLING STOCK. TABLE 1a, VALUATION of ENGINE, based on the assumption of uniform wear (See note, p. 17). •r- Actual Value. Nº.º t sºld *-*. I t COSt. - Il- €5 UOS Efficiency. cº, New. | Good. º Bad. 38. =8. it. £. #. £. 8-23 4 II | Painting Good º 5-38 . . ſº tº 4 51 2'26 || Buffers . Bad . . © º º 0 - 21 162° 24 81 - 12 | Brass tubes Bad . º e e ... 7' 46 51 - 22 25' 61 | Crank axle . . . Indifferent . º 12' 60 . . 6 • 63 3-31 | Trailing ditto , | Bad . . . ... 0°30 6 63 3-31 | Leading ditto . Indifferent . I '63 .. 46. S2 23:41 Trailing tyres . 2 Bad . . ... 2' 15 46 '82 23:41 Leading ditto . 2 Indifferent ... [11' 52] .. 23 ° 41 11' 71 || Driving ditto . 1 Good . . ... 15:32] .. 23 ° 41 11' 71 | Ditto do. 1 New . . .22° 33' .. 9 -97 4 '98 || Axle-boxes. 4 Good . © tº 6.50 tº & 4 '98 2' 49 | Ditto do. . 2 Bad & ºr 0 - 23 0 °89 0 °45 || Brass valves Bad . . 0 ° 04 0.36 0 18 | Slide blocks . . 1 set Bad . .., | 0' 02 0 °36 0 - 18 Ditto do. . | 1 , Indiffnt. 0' 09 .. 180° 51 90°25 | Fire-box . . . Bad . . . ..., | 8:30 e e India-rubber o 0 - 26 || 0 - 13 { hose-pipe .) Bad . . * tº tº º 0 ° 01 237-80 118'90 | Boiler . . Good 143.87 º e º Other portions - 697 - 82 348'91 { of engine } Standard . tº 1,512.87 756:43 22.33171 - 0725-84|18-72 n TABLE 2a. VALUATION of TENDER. Actual Value. Nº ºal stard Ii t Cost. I ware *-*ms - * 90s" | Efficiency. cº, New Goa º Ba. £. #. £. £. f. if. 4 • 57 2-28 || Painting . | Bad . . . gº o ... 0 19 33. 42 16'71 Tender frame . . Indifferent . tº º 8-09 . . 0 - 42 0 - 21 | Break blocks Bad . e * - ... 0° 02 9 - 74 4 '87 || 2 Axles. Good 6 : 41 gº º 4 '87 2.43 || 1 Ditto . Bad . - tº • & 0 - 20 2.08 1 '04 || 2 Axle boxes New. 2°00' . . * tº 2 - 08 1 * 04 || 2 Ditto do. Good & 4 I • 37 & ºn 2 - 08 1° 04 || 2 Ditto do. Bad . . . º • a . . . 0-09 0 - 16 0 - 08 || Buffer blocks Indifferent . tº º 0 ° 04: , ;" 11. 79 5'90 | Trailing tyres . 2 Bad . . tº º ... 0 - 50 II '79 5'90 Leading ditto . 2 New . . [11'29 * * © e II '79 5 '90 | Ditto do. . . 2 Indifferent - 0. 2.85 . 180 - 40 90°20 | Other portions. Standard & ſº tº º 275 - 19 || 137 - 60 I3°29| 7-78|10 '98 I 00 sº-ºººººººº-ººr ºx - , PLATE 13. RAILWAY Rolline stroek. ST AND A R D TYPES OF E N G | N E S. t - London, cHATHAM & Dove R RAI Lway. PASSE N G E R E N G | N E . curren G R E A T W E S T E R N : R A | LWAY — CO U P L E D PASS EN 6 E R — WA R ROW GUAGE — i-A N CASH 1 R E & Y O R K S H 1 R E R Y AA S S E N G E R ENG ! N E A N p T E N DER . G T W E ST E R N R A l LWAY - EXPRESS SENGER — NARROW GA.U.G. E. - G T N ORT H E R N RAI LWAY EXPRESS PASSENGER. G T W E S T E R N RAI LVVAY BROA D &GA (J. G E — PA S S E N G E R — G R EAT EA S T E R N R A LWAY PASSE N G E R E N G | N E . f * 7 - 8. es 24, , w oac. 127 - 0 m 17. Cy sq.ft ** - * * Totall, 1 / 2.6 . O wº ºr r 16 as 999 - O sq. £k s ints Suzz"folce Heating Surface : Tºb 16 * 7' tº 8 : - * - - - - • - - # - - - - - - - - - º º - - "-s - . I ºf - - : dºctrr.º. 17 º’s ..f4. & : db.cort” - : 9 ... ft. • , : di r trus w : * R -. ... ft. - : diarn.” wns : 08 - 0 sq. ft. : diarriºr - cylinders: diaznº 16” Surface : stroke 24, , º fa º pe Cylinders ##. # * Heating surface #. 1% # * f Cylinders #. £% ar Heating Surface #:#; 73; .9 * f Cylinders ; # * gº surface Tubes 808 - * g stroke 24. " - fºr ar p? 8. - ſº - th ar _Fij *H, f of f • O +. | Area, Grate 16-40. sq. f. fe gº * M Area of Fire Grate 2346 sq.ft. py ** Total 7768 OT, a Grate 16. 6 sq. ft. as fr otoly 32O3 - 0 , , Area of Fire Grate 13 sq. f* º , Totcil & 93 - O - ? Fère Grate 76 sq. f. rº tg G O O D S E A G J N E A N 0 T E N D. E. R S O U T H E A ST E R N RA LVVAY - - G 2 O D S E N G / N E . G-O G DS £ N G | N E . cal resº. - é T W E STE R N RAI LWAY. GQ0DS ENG 5. AWA R R O W G A U GE . GY W E S T E R N R A J LWAY B ROA D G 4A G E – GOOD S. G F west E R N (METRO Po LITAN) RAI LWAY — MARRO W. GAU. G E — CDU PLED PASSENGER — Strº ke 24. pº gf of Hºte 15 - 5 ºr. ºf O O D S E N G i N E . 6" Cylinders ; diamlf -- ins urface : - - - - yū. stroke 4% **. | * St. Af e. ºx. 193; .9 sº * |Area of Fire érºte 30.6 sq.ft. fi fy Total 7353. O . , S O U TH EA S T E R N RAI Lw AY EXPR PASSENGER EN G = p tº 7 - 3 ºw f 7. tº ... ſº * : ; ; ; ; 22 sq.f: º Total 9 8 7 - 80 , , N O R T H PASSE N G E R sq. f* Areo of Fire 77 tºs 4. " #.g sq.ft MAN CHESTER SH EFF E L D & ti N CO LN SH ſ R. E. RY STANDARD EXPRESS PASSENGER ENGINE. 17 ins Szzrfºx ce: e s ... ft. 24, Fº fy ** - g ir 19 - 2 sq. f* º es ſº Lo N Do Nº. 2. No RT H w E ST RY C O U P L E D PASS E A G ER ** Af M I D LAN D R A Lw AY N D O N RAI LWAY Ews in E (inside cylindeº) Ay * * Swrface Cylinders aiaº £6 ins : . stroke 24 of Fire"&# #é.6 sq. of Fire it. s. Lo N Don & No RTH w EST * RY EXPR ESS PA'ss E N G E R diam F 16% ºf sq. ft. stroke 24. sº f a - M. tº Črate ié. 43 sq.r f* fr sº - fy L O N D O N & N Q. R T H W E S T * R Y Surface : P4SSENGER ~ G O O O. E N G / Aſ E O n! 2". diamºr 16 “ * Surface : Tizb 986 - 9 sq. ft fe $º is o' -> ------><--------- - - - - 77 irºs Surface Cylinders: ãºr 16 tº * + s #7 ins Surfouce : : dicºn r 16" tº Heating Surface : Hºbgs gzá. oo sq. f* cylinders: f7 in a a ºw. ºp.r #7 ins - Hººting sa .o. * f£ ps fy - br 24 w rt *t * * . . 24, u w ar r r wº e - m ºr - - in ir º by ºn ar te WA • - Area. #..r. ſ ºp Area. *Hººk - 1 5 s?. £f | ag ps * w . . Area, of Fºre #4 r. | * gº Frº. #.g. sq. f* | f £#*—5%+; an ºf - Area of Fºre # 3 sq. f* wn jº - * p? §: 24 - | * ſt *r : Area. Ž. #.3 sq.ft. y * *:::::#-F### . . L O N D O N & SO Ljºr H W E ST * RY - L O N D O N & S O U T H W E S T * R Y M. : D LA N R A J LWAY. MAN CH E S T E R , SH EFFIELD & LIN COLN SH 1 R E RY N O RT H 1- O N D O N R A J LWAY SOUT H E A STE R N RAI LWAY. G O O D S E N G | N E AND T E N DE R . AºA S S E N G E R E N G 1 N E (outside Cylinder) CO U PL E D PASSE N G E R - E N G | N E . E N G | N E . G O O D S L Q.N. D. O. N. SO, U T. H. W E ST N R Y Goºg D, S E N G.I.N. E. B RANch Lin Es. TA W K E N G | N E FOR PA SSEN-G E.R ENG f N E Sºcº t ‘... * 15' 4" - 844. . Surface : Tuºbes - wº * * Fireboa: 1 79 • O. - 5, 6 " % g 16 ins t 24 a | 33 tº r 22° 3 sq. f* #f ** Total 96.3 • O 0 *t wn - : diamº Z7 tris 6 Jafe . ylinders £3; gº Heating Surface. Tubes 1235 - 2 sq. f* i Scal - ºf a * #. #33 ..? º t - C. 7 • oke 24 tºp | e wº wº #: ‘i:. . y #y - Sc of, IFeet. 75 2 feet - stroke 24, #f # 1333 Ö Area of Fire Grate 15-16 sq ft Toºl. 1367. o , , **ś i . f f Arect of Fire Grate — I | Heatinginq Surface Cylinders: # ſ tg4 tºs Cylinders ; % ins Hecuting Surforce : Cylinders §.” # * surface a tº % % º | Heating surface. A., arrºt fair: * ** t Area of Fire Grabe 16 sq. f* g? º Area of ºre & # sq. f* s! st * , Arect of 77 sq. f* . ... i. • * g ºn - -*. 4. & w - - - * • * - - - ! s ... • - Minutes of of The Enstitution of Civil Engineers .Vol. XXX. Session 1869–70. Bart 2. tºo? Fall Sige/ - - 4. 2 KELLERo LITHº castle sº Holeons. - . . ~ * *I'ſ ºr, * . . . . - s .. • * ~ * • *--, -}. “. . - .*. * . . . . . - -. w J.º.,...e.- * **** - sº-º-º: sº, , , , -la. ... → * * * * *. . . . . . . * * * * *. ... ... ** . * * ** - . ~ * ‘. - * * * * * - - & . - - - - **- - - * U. * , -ºxº. #. *…*.*.*, * .#" - -º-, re - - - • *- : * = . *, *. * * *. • *, .2:…”. ... …****** ***--ºwº - * ~. ---4--. . * >, >, > , ~ * >., • *s-- ...a...e. - **** * **** *... ... . . . . * ... * * *. . . *. ** *** ..., x *, *- : * *... ..., - - -->rº---- – -— -- - R, PRICE WILLIAMS DELF 3:...” - - sº * - - - * , ſº 3-- - - --- ' - * *** - - -- | - *. r ! ! r i - 4. { - - - * * \ - - . . - IPE, A TTE T4: . R A J LWAY R O L L | N G STO © K. - - º C REAT W E STE R N R A LWAY. f - G R EAT NO R T H E R N R.A.! LWAY. - LAN cash RE AND Yorkshire RAI Lw AY. i § l ; C REAT EASTER N RAI LWAY. | 868 1869 - - - - | 1851 1852 || 353 1854, 1855 1856 I 857 1858 859 | 186 I 1862. 1863 1864. 1865 1866 1867 1868 1869 852 1853 1854 1855 1856 1857 1858 1859 1860 1861, 1862. 1863 1864. 1865 1866 1867. 186 I. 1862 1863 I 864 | 86.5 1866 1867 1868 H369 1865 1866 |867 1868 | 869 | 850 |852 1853 | 8 54- 1855 I 856 1857 | 858 |859 I86 O Loco r, votive Experses per Traºr. Mile. - r Locomotive Expertses per Trairv Mile. ;‘ss§ : , $3 - w * g y r º s § Locomotive Experises per Traºrv/ Miley. Locomotive Experses per Train' Mile. to $ ts | r ~. § i S. §. º. ; t-sº §§ | § : | > | | + | | * , * * 4. • * - • & * > - S - * S X -- S -º - . . . ~ S - tº eS R S •S S. S. . . & * St J. S. _S * * § S S S S S Ś § 5 § 5 § 5 § Š $ 5 § 5 § 5 § 5 § 3 ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; ; § S S $ 5 § S $ S & S $ $ $ $ & S S S Ś § S S S $ $ $ & S S S S S $ 3 S S’ S S S S S S S S S S Q S S S & S S S S S S Q S S S S S S S S S S $ S $ $ $ S $ $ $ S § S S is S § $ $ $ 5 § 5 § 3 ; Ś $ $ $ $3 ; ; | * s S is is is tº * S S s S S S S Hºepa wºrs' and Perve walls per E ng true and, per Train Mile, Repairs and Renewals per Engine and per Train Miley. | Repairs and Renewals per Engine and per Train Mile. Repairs and Renewals per JE ng true and per Trailrv Mile, R. BRICE WILLIAMS, DELT | - Minutes of Proceedings of The Institution of Civil Engineers. Vol. XXX Session 1869–70 Part 2. TELL, BRO3 ITTBR3 CASTHE ST HCI BÖRN. l - | * * } \ i º ,f - - l s' | | * w - - - -- a. * * !} R A || || WV AY R (O) l, l, N. (G STT © (C. K a PLAT F. L3 . LONDON, CHATH A M AND D OVER RAI LWAY. - LON DON, BRIGHTon ' A N D SOUTH COAST RAI LWAY. ŁO N DON AND NORT H W E STER N RAI LWAY. LONDON AND SOUTH west ERN RAI Lw AY. 1863 1864- 1865 1866 1867 1868 1869 |85O 1851 1852 1853 1854. 1855 1856 1857 I 85.8 1859 186 O 1861 1362 1863 1864- 1865 1866 1855 1867 1868 1869 i i 1356 1858 1859 i860 1861 i862 I 863 1857 § 1860 186 I 1862 1863 1864- 1865 1867 l366 1868 1869 1864. 1865 1867 I868 1869 1847 |84-8 184-9 1850 1851 1852 1853 1854– 1855 1856 1857 1858 1859 - sj - - - - - r * •2, + r --> º - * º - º • - r // ' ; : S: 3 § Tocorriotive Expenses per Train. _Mile/. Zocorrºot ve Expenses per Train. Mile. ſ w Locoa, votive Experses per Traizv Mile. Locoryzotz’ve Expen &es 72c' Train. Mºſeſ. 3 Š ..5 F. | •S = S. S •w S. S. S. 3 # 5 3 #'s § tº º 3 & S § S's s §§ { º : } * S- $ l $ § h § * Q § Q § § sº < º § s ‘J § & º ſº J Š Q Q § . § Q § *. Q Š s § s • * J < *; - i § § S S S s S S S & S S S S S S S S S S S S S S S s' s s S S S - S S S S w s s S S ss ss § § - - - h - St St S. § Repairs and Renewals per Engène and per Train Mile. JRepairs and Renewals per Engine and per Train. Mite, - - Repairs and Renewals per Engine and per Train. Mile. Repairs and . Renewals per Ergine and per Train Mile. s s § R. PRICE WILLIAM S, DEL'ſ Minutes of Proceedings of The Institution of Civil Engineers. Vol. XXX Session 1869–70, Part 2. - - - KELL, BROś LITHRS CASTLE ST HOLBORN. -- # , ^. PLATE 16. R A J LWAY ROLLING STO & K. | | MAN C H E STER, SH EFFIELD AND LIN COLN SH R A LWAY. } |M| | D L A N D R A J L W A Y. . ! N ORTH LO N'DO N R A LWAY. SOUT H E A ST E R N RAI LWAY. § 1853 1854. 1855 1856 1857 1858 1859 1860 | 86 | 1862 63 1864. 1865 1866 1867 1863 | 869 § 3.47 1848 1849 | 85 O 185 | 1852 | 853 ł 854. | 85 1856 1857 1858 1859 1860 1861 1862 1863 1864. 1865 1866 1867 1868 1869 | 862 | 363 1864. 1865 1866 I867 1868 1869 | 850 185 I 1852 1853 1854. 1855 1856 1857 1858 1859 | 360 1861 1862 1863 1864- | 365 ! 1867 1868 1869 - '. . : --- * g * T. " p s º º - - - • -: .# J.ocomotive Expenses per Train, Mile. Tocorriotive Experises per Train, Mile. º Locomotive Expenses per Train, Mite/ - Locorreotive Expenses per Train Mile. § * Stº | - S- • * ‘S S." - St. § 3; , §§ s §§ | ~~ § C § - > W. - $. - ~, | ~ ; •3 * - | * S. | N Sº tº S. S. | < . • § * K.) - $) St º Q Sº C. Nº e- rºw J - > ; : J. S. s * Q s & - - • S • * ; : : *- $ & s St. is $ 5 S. S. S. S § 3 ; ; ; ; ; ; ; § Sº 5 § 5 § Sº S S $. Qu * 5 § 5 § § 3 ; ; ; ; ; ; ; ; ; ; 5. 5 § { § §: § KJ § 3 § 5 § S s S - S S S S S S ~ S S S -S s S S S S S S s S s S S S S S S S S S S S S S S S S S S S S S S S -S S S S S S S S S S S S S S S S S S$ * tº S. { - * | t S- *. - s º p º * i -1} Af - - * p - º p - r º - - - o p - • S. S. S § - Repairs and Renewals per Engine and per Traºru Mile. - Repairs and Renewals per Engine and per Train. Mile. - - Repairs and Renewals per Engine and per Train Mile. - Repairs and Renewals per Engine and per Train. Mile. rº Š R, PRICE WILLIAMS, I) ELT . - * Minutes of Proceedings of The Institution of Civil Engineers. Vol. XXX. Session 1363_TC, Part 2, KELL, BROs LTTHE3 CASTLE ST HOLBORN. | - * { t RA || LWAY. R. (C) L,L] N. (G | ST © (C. K a PLATE 17. § § § G R EAT RT H E R N RA | LVVAY. - MAN ch Est ER SH E F F ELD AND Ll W. C. O LIN SH 1 R E RAI LVVAY. - N OR TH LO N D ON R A I LWAY. $). KS • - - § 1852 | 853 I8-54 | 85.5 | 8 56 | 8 57 | 85.8 | 859 | 8 60 1861 i862 | B 63 1864. | 8 65 1866 1867 1868 1869 - 1853 i854. | 855 |856 1857 [859 1860 1861 1862 1863 1864. |8 65 1866 |867 1868 1869 £8 GI | 8 62 | 863 64. 1865 1866 1867 I868 1869 | | - • . - - Repcc.ºrs and Renewals of Carriages - ! Atepairs and Renewals of Carricºges. - - - Repairs cºnd, Renewals of Corrio ges. i S$ | - - - | - t §§§ t - - | §§ # e ſ §§ is §§§ ! §§ § {{#sº | $$. c) § § S} | § § § § § § Q S.) § § 5 § § § § 3 § § 3 s S F S § | S F. S S S F. S § § S S # S ſº S 5 § S § tº | - \. 1. - - § Zºepccirrand | of Wag oris. Repcºirs and Renewals of TWagons. - - ** cond Reneweds of Wagons. Š - * . . . B. PRICE WILLIAMS DELT tº \s % | - Mirutes of Proceedings of The Enstitution of Civil Engineers Velºxx Session 1869–70. Part 2. i IXELL, BROś LITHR# CASTLE, 5* HOLBORN . RAILWAY ROLLING STOCK. TABLE 3a. SUMMARY of RESULTS of VALUATION in TABLE la and 2a. Engine: Standard of Efficiency . . . . . . Actual condition : New portions . . . . . . . . £22:33 Good ditto . . . . . . . . . 171' 07 Indifferent ditto . . . . . . . 25'84 Bad ditto . . . . . . . . . 18.72 Standard ditto . . . . . . . . 348-91 Total actual value . . . £586-87 Total amount below standard . Tender: Standard of efficiency . . . . . . Actual condition: New portions . . . . . . . . £13°29 Good ditto . . . . . . . . . 7-78 Indifferent ditto . . . . . . . 10 '98 Bad ditto . . . . . . . . . 1 : 00 Standard ditto . . . . . . . . 90' 20 Total actual value . . . £123° 25 Total amount below standard . . £756 - 43 586.87 £169° 56 £137 °59 123-25 #14 °34 60 RAILWAY ROLLING STOCK. Mr. R. PRICE WILLIAMS said he was afraid, in his endeavours to condense a very wide subject within reasonable limits, that Some points had not been made as clear as he could have desired, more particularly in respect to the diagrams. Figs. 6 to 17 (Plates 14, 15, and 16) showed, for periods varying from five to twenty-four years, the cost per train mile of the different locomotive charges, the number of train miles, the miles worked, the number of engines per mile worked for each half-year, and the number of train miles per engine per annum, on twelve of the principal railways in England. It would be observed that the scale applicable to the miles worked over was identical with that of the number of engines, enabling the ratio of the one to the other to be estimated very nearly at a glance. This ratio would be found to vary from 0:45 of an engine per mile on the London and South Western and the Great Eastern railways, to 1:05 on the Lancashire and Yorkshire, and 1.95 on the North London railways. The outlines showing the average number of train miles per engine per annum, and their excess or deficiency from the standard of 20,000 miles per engine formed an important element. The diagrams likewise showed the cost per train mile of the repairs and renewals of the engines, the materials in each case being distinguished from the labour. On some of the railways, such as the London and Brighton and the Great Western, the cost of the repairs and of the renewals were kept separate, although, in his opinion, there was no occasion for any such distinction, repairs and, renewals being in reality one and the same thing. The other outlines showed the cost per train mile of the water, oil and tallow, coals and wages, which constituted the locomotive running expenses. It would not fail to be noticed that, as a rule, whenever the train mileage in any half-year showed an increase, the cost of each and all of the various items in the locomotive charges, on the con- trary, showed a perceptible decrease; an indication which went along way to show the insufficiency of the train mileage principle in itself, as a true measure or test of the locomotive expenses on any railway, and its still greater incorrectness when considered as a standard of comparison between the expenses on different railways. Figs. 6 to 17 (Plates 14, 15, and 16), also showed the cost of the renewals per train mile and per engine. Here, again, it would be observed that in many instances the respective outlines in no way corresponded, and that there was often no relation whatever between the cost per engine and the cost per train mile. On Figs. 18 to 23 (Plate 17) the cost of carriage and wagon repairs and of renewal expenses were shown per vehicle and per train mile; and were worked out both per passenger train mile and per goods train mile. There, too, the respective outlines in no way conformed. Mr. Adams, the Locomotive Engineer of the North London railway, RAILWAY ROLLING STOCK. 61 could probably explain the exact nature of the peculiarities, and the causes which operated to produce the apparently higher cost, of the locomotiveand rolling stock expenses on that railway. He had received from Mr. Armstrong, the Locomotive Engineer of the Great Western railway, a letter which bore upon the subject of the Paper, and from which the following was an abstract :— “I have found, in dealing with the question of comparison of railway expenses, that there is some danger in attempting to compare things which, in themselves, are to a great extent dissimilar; and in looking over your table, it has occurred to me to mention, that in order to make a statement of this kind of real practical value, the various lines should be classified according to their respective circumstances. Thus, for instance, it would be of little use to compare a line like the London and South Western with the North Eastern, on account of the great disparity which exists in the proportions of passenger and goods traffic. It will also be found, in the case of the London and South Western railway, that the proportion of passenger mileage to goods is as 23 to 8, or nearly three times as much passenger as goods traffic, while on the North Eastern railway the proportion of passenger and goods is as 29 to 48, the goods and minerals in this case being 62 per cent. of the whole mileage. “This is upon the last half-year's working, but it will be found, I think, very much the same in previous half-years.” There was one other observation he had to make, and that was with regard to the Great Eastern railway train mileage. Mr. Johnson, . the Locomotive Engineer of that line, had drawn his attention to the question of what ought properly to constitute train mileage. Mr. Johnson was of opinion that, in addition to other things, the ratio of the shunting and marshalling mileage to the whole train mileage ought to be taken into account; and he had kindly furnished a statement (Table 9), giving in detail all this infor- TABLE 9.—GREAT EASTERN RAILWAY. PROPORTION of SHUNTING, PILOTING, &c., to TRAIN MILEAGE. Half Year ending December 31, 1869. * Train Miles. Shunting, &c. Per Centage. Train miles, Per cent. Train miles, passenger . . 2, 134,477 Ditto, goods . . . . 1,716,145 Total train miles. . 3,850,622 tº tº e G 100,000 Goods shunting . . . tº e tº tº 458,382 tº e º e 11 - 904 Piloting . . . . . • * * e 66,978 - - e tº I 740 Light running . . . tº e e - 59,923 * c = e 1 - 556 Ballasting. . . . . * * * * 36,388 tº tº te e 0 °945 Coaching . . . . . tº tº º º 31,309 * * * * 0 - 813 Assisting . . . . . & Cº e - 17,611 G - e de 0.457 670,591 - O gº & I7 - 415 62 RAILWAY ROLLING STOCK. mation in the case of the Great Eastern railway, from which it appéared that the actual percentage was very considerable. y^ He had only to add, that permanent way valuations had been prepared just in the same way as the locomotive valuations had i been dealt with. It was, in fact, having had to prepare per- ; manent way valuations of this kind, that in the first instance directed his attention to the application of the same principle to rolling stock valuations; but, inasmuch as the permanent way had a less number of parts, he had been able to condense these tables into a more limited form, as would be seen by reference to Table 10, which contained every possible combination from a perfectly new \ road to a very bad road, \ Mr. WIGNOLES, President, said it was impossible to over-esti- mate the pains and labour which Mr. Williams had taken; and he could say most truly, that if there had been an enthusiast like him twenty years or thirty years ago, who would have followed out the details and statistics of railways as Mr. Williams had done, many serious errors might have been avoided. It was more par- ticularly due to Mr. Williams to state, that he had done as a private individual what the efforts of continental governments in reference to their railways had not been able to accomplish. The records of Russia, Austria, and Prussia showed what they had attempted to do, but they had never yet succeeded in giving so complete an analysis as had now been accomplished. Mr. J. T. HARRISON remarked that the Paper was upon the question of the deterioration of railway rolling stock generally; † but attention had been drawn specially to the locomotive engine, w and the arguments had been chiefly founded upon locomotive \} expenditure; and to that he would confine his remarks. There wereº four distinct charges upon the revenue of a railway company due to the locomotive department, viz., interest on the capital invested, is running expenses, cost of ordinary repairs, and cost of renewals. i The interest on capital had an important bearing on the number of engines required for a certain amount of work. If the number was excessive, the interest might become a heavy charge on the revenue; for instance, a London and North Western engine ; running 16,000 miles per annum on the average, would take thirty- seven and a half years to execute the 600,000 miles considered in the Paper as due from it during its lifetime; and the simple interest, at 5 per cent, during that period, would amount to £4,125, or 1.65 penny per train mile; whereas a South Western engine / running 21,000 miles per annum would do the work of its lifetime/ in twenty-eight and a half years, and the interest would amount t £3,135, or nearly £1,000 less during its life than the Nort ‘.\ 5 t t & 1: This Table may be consulted in manuscript at the Institution. i i. ‘. RAILWAY ROLLING STOCK. 63 Western engine, and the cost per mile run would be 1:25 penny, or 4 penny per mile less. The limit should apparently be deter- mined by the number of engines daily in steam, or the number required to replace any that were disabled, and the conveniences the company had for speedily executing the ordinary repairs and periodical renewals. The running expenses and ordinary repairs must be provided for from day to day, and these necessarily became direct charges on the revenue account. The extent of ordinary repairs would no doubt be greatly influenced by the condition of the engine, “good, indifferent, or bad,” as pointed out in the Paper; but the actual value of the engine at any period of its life was not so dependent on its condition. For instance, the condition of an engine might be actually bad after it had run 200,000 miles, when accumulated renewals, involving an outlay of £500, were required, and when this sum was expended upon it, it might fairly be classed again as good. The question was different with respect to renewals. Renewals did not so distinctly meet a railway company from year to year, and demand an expenditure out of revenue. An engine might be in use for nine years with an expenditure of only £57.5 per engine per annum. Then suddenly there might come a demand for an outlay of £500 or £600. For the next twelve years there might be an expenditure of £185.5 per annum, and for the following nine years an expenditure for renewals of only £52 per annum; and the engine, after the 600,000 miles were run, might require that complete renewal which was tantamount to building a new engine. The way in which he thought it would be well to examine this question was, to consider it as if an engine were supplied by a con- tractor for the use of the railway company. What would a con- tractor furnishing an engine demand P Suppose he had expended £2,200 upon the engine. He would first require a return of 5 per cent. upon his capital, and he might fairly say to the company, “You must pay me at per mile run, according to the traffic that you put the engine to. If it is to run only 16,000 miles a year—so much : if 20,000 miles, so much—according to the peculiar traffic. But you must guarantee me, as a minimum, 5 per cent. upon the capital. If the engine runs more than the stipulated number of miles, I get a little benefit by it.” Then again he would stipulate that the company should pay the running expenses of the engine and the ordinary repairs, so as to keep the engine while running on the railway in good working order. But besides those three payments he must provide that, from the time the engine started upon that railway, there should be an allowance per train mile to meet the cost of renewal; because the contractor should see after his capital. He had invested £2,200 in that locomotive, and he not only wanted his engine to 64 RAILWAY ROLLING STOCK. be in good order, and to get his 5 per cent, but he wanted to know throughout the whole period of the engine's life, that he had got the £2,200 somewhere, either in the value of the engine or at his banker's. Therefore there should be provided a fund which should recoup him for the depreciation of the engine, and enable him to meet the renewals from time to time. Taking the data given by Mr. Williams, that the life of an engine was about thirty years, and that during that time it ran 20,000 miles per annum, or a total of 600,000 miles, Fig. 3 would represent the first cost and the renewals from time to time; above which he had shown that 1}d, per train mile run from the commencement, accumulated at the rate of 5 per cent. compound interest, was sufficient to meet the renewals from time to time, as it amounted to about £1,800 after the engine had run 600,000 miles. This sum, together with £393, the scrap value of the engine when broken up, would enable the contractor to replace his old engine by a new one. Fig. 3. * * º * * * * 4A & tº * * * tra gº. gº. * * & *. *A tº * * * Nº. * ! ; * & Af & % % i * º ſº % gº ! & & 3 } © £& 333.3%; §§ 3. Sºx º ſº § º º C º º & º º ׺Sº © &: ºº ; º 3. § 3. Ç© Ç 3. cxx & & 5. P2: º zº © © gº º $º º º § § º º © º 3 º º o & ºxº É º § &º 3. Ç © Ç Ø 3 º º ºxx. º & $22 º & : Ç & º & tº * Fº & 9.º E:::::::############ #####################: ########################ftº:########### 3OO º EEEEEE: º:# § ##################### HEE E;####SCRAºNZA ailway companies should act in this matter as a locomotive con- tractor would do. They should be able to show how the capital expended upon the stock of the railway subject to depreciation was represented; whether that stock were locomotive engines, carriages, trucks, or permanent way, or stations and timber bridges. They RAILWAY ROILING STOCK. 65 should be able to show that the capital expended in the first in- stance was in their hands somewhere; either in the value of the stock itself, or in the bank, to replace thét stock at its first cost, or in new stock paid for out of revenue/ If the revenue was charged systematically to meet this depreciation, well and good : if not, what would be the consequence? | These payments were due periodically: how were they to be met 2 If no provision was made for dilapidation, either those payments had to be met by a heavy charge upon the revenue of the current year, or they had to be paid out of capital; or the stock was allowed to become permanently deteriorated; and what was then really the effect 2 Dividend was paid indirectly out of capital. - He did not think that “the curve of average dilapidation " ex- hibited by the Author was correct. Mr. Williams made that curve convex, in preference to the straight line which had been previously accepted. He thought instead of the curve being convex it should rather be concave, as he had drawn it on Fig. 3. It would be seen that for nine years there was rapid deterioration, without any large expenditure for renewals. During that period he thought the value of the engine could not keep up to Mr. Williams' line, but considered that it was more accurately represented by the curve in the opposite direction. When large outlays were incurred for re- newals, the line of actual value was at once considerably elevated; and if the large annual expenditure incurred during the mid-life of the engine were continued, the life of an engine might extend to forty or sixty years, with some of the important parts of the original machine remaining, to attest the strength of the materials, the ex- cellence of first construction, and the care with which the engine had been attended to. But if the expenditure were reduced to £52 per annum, as for the last nine years, the value of the stock would depreciate at an exceedingly rapid rate. Mr. D. K. CLARK was of opinion, that the chief object of the Paper was to show, that the depreciation of rolling stock increased in the ratio of the square of the time the engine worked, or more properly as the Square of the miles run by it. Now, depreciation, by ordinary tear and wear, signified the reduction of the serviceable or wearing value of an engine or vehicle, or of any part of it, such value being measured by the life of the piece; that was to say, by the number of miles it was capable of running from the time it com- menced to work until it was worn out. Depreciation was, therefore, in simple proportion to the mileage run, subject to partial restora- tions of the value of the engine by the renewal of parts. The principle of valuing each piece of an engine in terms of its life and cost, as a means of arriving at the value of the whole engine, was a Sound one, and when properly applied must lead to exact results. It was by no means new, however. He had proposed and E" 66 IRAILWAY ROLLING STOCK. adopted it three years ago, for the valuation of the rolling stock of a large system of railways, and found it easy, expeditious, and Satisfactory. But in his opinion the mode in which it was pro- posed to be applied by the Author must lead to erroneous con- clusions. Taking the cost of a locomotive as supplied by the Author in Table A a, the following table showed the life in miles run, the net cost of the pieces and the percentage of the net cost in parts of the given original cost of the engine:— * tº a º Net Cost- -* Tººls. Net cost. || "..." Gross Cost. Indiarubber pipe . . . . 10,000 • 26 • 014. Painting . . . . . . . 80,000 8 - 23 45 Brass tubes, &c. . . . . . 100,000 I62 - 24. 8' 81 Crank axles, &c. . . . . . 120,000 51 - 22 2.78 Tires, &c. . . . . . . . 140,000 156 - 88 8 53 Boiler, &c. . . . . . . 200,000 482 - 3S 26 - 21 Motion, Cylinders, &c. . . . 300,000 107-96 5.87 Lubricator, &c. . . . . 340,000 3 - 18 • 17 Clack-boxes, &c. , . . . . 400,000 17 - 45 •95 Axles, wheels, &c. . . . . 600,000 523. 07 28° 42 Total net cost of engine . . £ 1,512.86 82 20 Scrap value of engine . . . . 327 64 17 - 80 Gross cost of engine . . . £, 1,840-50 100 : 00 The scrap value of the whole engine was in round numbers 18 per cent, of the gross cost, and the sum of the net costs of the pieces was 82 per cent, making together 100 per cent.—the gross cost. From these data, he had taken out the successive deprecia- tions and fluctuations of value of the engine as a whole, in the form of percentages of the gross cost, for successive mileages run, at intervals of 40,000 and 50,000 miles, up to 600,000 miles, which the Author assumed to be the life of the engine, and found them as given in the following Table. Net or Wearing Value. Percent. At the commencement. . . . . . . . . 82°2 After 20,000 miles run . . . . . . . . 76' 0 , , 40,000 } % . . . . . . . . . 70°3 , , 80,000 $ 2 . . . . . . . . . 58°6 45.8 , , 120,000 , , . . . . . . . . . {; , , 160,000 2 3 . . . . . . . . . 42'0 , , 200,000 , , . . . . . . . . . 6 , 240,000 , , . . . . . . . . . . RAILWAY ROLLING STOCK. 6 Net or Wearing Value. Percent. After 280,000 miles run tº 4 & 8 a. : ; , , 320,000 , , . . . . . . . . . 42' 5 , , 360,000 , , {:}; , , 400,000 , , {}}.} , , 450,000 , , 41 - 4 26 - 4 , 500,000 . . . . . . . . . . .( ; ; , , 550,000 , , . . . . . . . . . 16' 6 , , 600,000 , , . . . . . . . . . 2'87 Add 17.80 per cent, for scrap value . . . . . 17.8 Final value . . . . . . 20' 67 The values in brackets were the values before and after having had renewals of pieces. The final wearing value, at 600,000 miles, was less than 3 per cent., and the final value, including 17 8 per cent. for scrap, was 20' 67 per cent. The diagram, Fig. 4, showed clearly that, contrary to the ordinary doctrine, and to the theory of the Author, the depreciation of an engine as a whole proceeded most rapidly at the beginning of the life; obviously because all parts Fig. 4. Current Value of a Locomotive in Percentages of the Gross Cost. Iooſ!) 90 8o 7o Óo i # 5o 4o 3O ; # O O O O O O Q § 3 ; ; ; ; ; ; ; ; ; ; ; ; #5 O O O O O O O O O O O O : º, § 3 ; 3. 3 # 3 & 3 8. § 3 ; $ 33 (1) Per cent. of gross cost. were depreciating simultaneously, and the course of depreciation was not arrested or retarded by any renewal. At the end of 20,000 miles run, the engine had depreciated 6 per cent. ; at the end F 2 68 BAILWAY ROLLING STOCK. of 80,000 miles run the depreciation was 23% per cent., or a fourth of the gross cost of the engine; but at the end of 80,000 miles additional, after the first important renewals had been made, the depreciation was only increased by 16% per cent. ; and so on. A mean curve line, traced to show the average course of depreciation, indicated that the value of the engine in the middle stage of its life was practically uniform, about 60 per cent. of the gross cost. The depreciation proceeded rapidly towards the end of the life, when, as at the beginning, every part was wearing out together without any relief from renewals. The average total value of the engine, according to this curve, was 58 per cent. of the gross first cost, and the average wearing value was about 40 per cent., or about half of the new wearing value—82 per cent. These figures dif- fered considerably from the results deduced by the Author, whose figures were considerably in excess, as they showed an average or ‘standard’ total value of 73 per cent. of the gross cost: that was to say, two-thirds of the total net cost plus scrap value. It was not easy to perceive the utility of the quantity called the ‘money life’ of an engine, which in one place was described to be the number of years in which were executed a quantity of renewals equal, in first net cost, to the net cost of the engine. In another place (Table 4), the money life was obtained by dividing the gross cost of the engine by the actual net expenditure in material and wages for repair per year. These two modes of finding the money life were obviously incompatible, for whereas, in the first mode, net cost was compared with net cost, in the second net cost for repair was compared with gross cost. Besides, the wages for current repair were generally equal to the cost for material; but in the net cost of a new engine, the wages, as the Author had shown, were little more than a fifth of the net cost for material. It thus appeared, that there was no analogy whatever between the net cost of a new engine, and the current cost for repair of an engine; and that “money life’ was an ideal quantity of no practical utility. Mr. W. ADAMs said the North London railway stood out rather prominently with regard to expenses of working; he was, there- fore, glad to have the opportunity of explaining some of the causes which were involved in the expenses of working the traffic. The journey over the North London line was a very short one, and therefore the cost of working the goods and mineral traffic bore a large proportion comparatively to the total mileage incurred : that was to say, there was a great deal of shunting mileage at both ends of the journey. Traffic of that kind, compared with the traffic on long lines, where the shunting was comparatively less, placed a line like the North London in a disadvantageous position. The passenger traffic was carried on mostly by trains that stopped and started frequently at numerous stations. A great deal of the RAILWAY ROLLING STOCK. 69 power of the engines was therefore thrown away; for as soon as the engine got into full speed the break was put on. It was stated by the Author, that it would be an excellent plan if some uniform system of dealing with mileage were adopted. In that he quite agreed. He did not know the system pursued on other lines, but he would state what was the practice on the North London. With regard to pilot engines, he did not use them for drawing trains. The trains on the North London were such as one engine was capable of hauling with comparative ease. Occasionally light engines were run over the line, in which case they were always attached to trains, and the mileage was charged as light mileage, and not as train mileage. The renewals in the case of the North London railway had been exceptionally heavy in the six and a half years during which the expenses of that line had been estimated. At the present time six engines and twelve carriages were renewed per annum; and these appeared as a heavy charge in proportion to the repairs. For the half-year ending June, 1868, the expendi- ture on locomotive repairs amounted to £7,572, and on renewals to £4,500. For the succeeding half-year the cost of repairs was £7,400, and of renewals £4,550; and in 1869 they amounted to about the same sum. Of course, in order to make a fair compari- son, these matters should be taken into account. Mr. W. MARTLEY remarked that it was difficult to compare the accounts of locomotive and carriage repairs, owing to the different manner in which they were made out on various lines of railway. On the London, Chatham, and Dover railway a number of engines were in steam so long daily, that two sets of men were required to work them. This work could not, therefore, be fairly compared with that on the London and North Western railway, or other long lines. Those engines with two sets of men did not give a good mileage per engine, in fact only about 70 miles per day per engine; and the expenses per engine were very heavy with a small mileage to divide them by. He concurred with what Mr. Adams had said as to the lines about London. The traffic on the North London railway was very similar in character to the greater portion of the metropolitan traffic of the London, Chatham, and Dover railway, except goods and coal, which was comparatively small on the latter railway. On long lines many engines ran a high mileage per day, and this gave a better average per engine. He thought the mileage was seldom calculated in the same way by any two companies. In the case of the London, Chatham, and Dover railway it was made up as on the North London railway. Train mileage was not included for bank or for assistant engines, although these were supplied. In the published mileage accounts, there was great disparity between the train mileage and the engine mileage; and :| 70 RAILWAY ROLLING STOCK. that was caused, not by the locomotive department, but by the calls of the traffic department to run light engines to meet traffic at points away from where the locomotives were kept. He con- tended that engines employed on such work should have their mileage computed in both directions, instead of only getting mileage for the actual distance the train ran. t Mr. BRAMWELL said that, had time allowed, he would have brought before the Meeting some statistics relating to one of the oldest wagon companies in England. He understood the Author of the Paper to say, that the depreciation of a locomotive engine might be looked upon, not merely as of less percentage of its then value in the first years of its life, but as being absolutely less, and as being greatest of all in the last years. If this were so, the result would be, that a person beginning with new plant would have to charge himself with a depreciation of Say 1 per cent. per annum, while one who was using old plant would have to charge himself with Say 20 per cent. of its value per annum, because the Author affirmed there was not merely relatively but actually greater depreciation in the last than in the first years of a piece of plant. That seemed to him contrary to all experience of ordinary depre- ciation of plant. To test this view of the Author, suppose a railway started with new plant, and afterwards took up an old line, and the plant, at a certain price, half worn out. The locomotive superin- tendent would have, according to Mr. R. P. Williams, to say, “With respect to this plant half worn out, we must not take that at the same rate of depreciation as we take the new ; but we must take off ten times the percentage which we do for the new plant.” This seemed to him so monstrous that he felt sure there must be some fallacy in the Author's position; and he thought the fallacy arose in this way: r. Williams had taken the life of a loco- motive at thirty years. Mr. Bramwell could not tell why he so took it, because he allowed every part to be renewed except the name-plate and the side frames. If wheels, tubes, axles, and fire- boxes were renewed, why should renewals not embrace the side frames and the name-plate. It appeared to him there was no reason why they, in common with other parts, should not be renewed, and if they were, then the engine would have no termi- nation to its life; it would, in fact, go on, a new blade and a new handle, and a new handle and a new blade,--so as to keep in existence perpetually. If such succession of renewals were made, there would be obtained, instead of the curved diagram of the Author, having its edge indented by a number of varying triangles, a succession of uniform triangles, having a straight line for their common base, and the value of such, 6 figure would be half that of the original cost of the stock,2KIt appeared to him that what RAILWAY ROLLING STOCK. 71 a railway company had to do was to arrive at the cost of that which he would call endowed plant. This required that there should be either spent, or partly spent and partly laid aside, in every year, such a sum of money as would complete the repairs properly called for within that year, and would provide an accu- mulating fund to defray the cost of the graver repairs which would be required in subsequent years, and to defray the cost of renewals. If this were done, railway companies would then have at all times the original cost of the plant represented by the value of that plant as it stood, and by the cash invested for the purposes of heavy repairs and renewals. Mr. HARRISON, Vice-President, observed that an engine when new might be applied to the running of express trains where it would earn a large amount of money; but after a time it would not be in a condition for running express trains, and it would be put on to run short stopping trains, and ultimately it would be used as a pilot engine. Therefore there was a decrease in its earnings, and an increase in cost of maintenance, and the engine, though in existence, could not be of its original value. The Tables given by Mr. Williams were of the greatest possible importance to the railway interest, and much valuable information might be derived from the contemplation and study of the dia- grams. He laid before the Meeting, more for the sake of curi- osity than anything else, Some extracts from the books of the North Eastern railway, showing the statistics of three engines, for a period of twenty-five years—giving the prime cost, the number of miles run each half-year, the amount of expenditure under the heads of ordinary and extraordinary repairs, and an estimated amount of the depreciation, based upon the results of ten years' previous experience. In twenty-five years these engines had each run an average of 575,000 miles of engine mileage, or 490,000 miles of train mileage, which was equivalent to about 23,000 engine miles, or 19,000 train miles per annum. The expenditure in ordinary repairs was £2,161 and in extraordinary repairs £4,213, making the total cost £6,374, or £255 per engine per annum. On looking over the cost of engines on the North Eastern railway for many years, he found the average was £250 per engine per annum, and it hardly varied £5 above or below that amount. Such results depended, however, upon the circumstances of each individual railway, and he could not exemplify that more strongly than by taking two sections of the North Eastern railway, where the engines were applied differently. In one case, where there was a much larger proportion of mineral traffic than in the other, the cost per engine was £270 per annum, while in the latter instance it was only £255. When such differences existed on different portions of the same railway, it was evidently impossible l 72 RAILWAY ROLLING STOCK. to draw general reliable conclusions, and to compare the results of railways like the London, Chatham, and Dover with the London and North Western. The mode of calculating the train mileage was as various as it was possible to be. The large companies had lately adopted the actual train mileage run as the basis, and, all things considered, it was the best; but, at the same time, this principle might tell more in favour of one company than of another, in making a comparison of the cost of working, owing to the difference in the number of pilot engines. ~, It had been suggested that it was necessary to charge a certain amount annually against the revenue of the company for deprecia- tion. Theoretically that might be right; but he never yet met with a body of railway directors who were willing to adopt such a course, nor did he think it was necessary, and in a report made twenty-five years ago he adopted that view. It was not the mere question of the life of an individual engine that had to be considered, but the average life and average condition of the whole stock of engines. He found the average depreciation of a large number of engines might be considered as 30 per cent, or 33 per cent. ; and that was as nearly as possible a constant. No doubt if a larger amount of money had been allowed for the maintenance of stock in the infancy of railways, the shareholders would have reaped the benefit; but he did not believe the evil of not having a reserve fund to meet those expenses extended beyond a few years after the opening of a railway, Mr. WIGNOLES, President, remarked that, the law having pre- scribed a certain return only applicable to the train mileage, it could not be employed for the purposes of comparison for different railways. If the extra mileage was taken into account it would amount, he believed, to 10 per cent. upon the whole running of the engine stock. He contended that that account ought to be kept, and though it might be a long time to look forward to, he thought a record of all that was incurred in respect of the cost of engines would result in both engines and trains being contracted for in future. This was, he believed, now done in many places; just as twenty years ago it was not uncommon for a wagon company to supply wagons at a mileage rate. If a correct record of each railway were kept, contractors would be found to furnish the plant, supposing it were not to the interest of the company to do other- wise; and he thought it would be in most cases to the interest of the companies to contract not only for engines, but for every- thing else at a certain mileage rate. It would be a Saving of capital, though interest would have to be paid to the contractors in some shape. He had no doubt that such a system of contracting for rolling stock would encourage railways of a purely agricultural character. Railway statistics had been too much neglected in this RAILWAY ROLLING STOCK. 73 country, and on the continent they were not carried far enough. In his opinion no railway records were so useful, as those which determined anything relating to the current expenses. Mr. G. H. PHIPPs referred to the mode recommended by the Author of analyzing the various parts of an engine which were subject to the greatest amount of wear. Twenty years ago, when connected with the then Eastern Counties railway, he always made use of a similar method, and ascertained the value and number of miles that the fire-box, tubes, tires, and other wearing parts would work; and thus when the half-yearly report had to be made out it was easy to debit each of the above parts against any particular engine, by simply knowing the number of miles run. This he considered a useful and practical way of ascertaining the current depreciation independent of the repairs in the shops. The Author of the Paper, by his access to numerous examples, had no doubt brought the above system to a great degree of perfection, and the result, he thought, would be very useful. Mr. R. C. RAPIER referred to a point, which had often occurred to him, as springing out of a discussion involving the whole question of locomotive practice. The drawling way in which trains entered and left the stations on many of the main lines was notorious. At the same time the effective way in which the trains started on the Metropolitan railway, and had done for ten years on the Lancashire and Yorkshire railway, and for fifteen years on the North London railway, must have been a matter of observation. He apprehended the solution lay mainly in the size of the cylinders. The question was necessarily limited by the kind of diagram of performance, and that would limit the size of the cylinder. To explain what he meant, an engine, on starting from a station, was perhaps exerting its full power. If a diagram was taken then, it would be found that, with a pressure of 120 lbs. in the boiler at the commencement of the stroke, there would be an actual pressure of 100 lbs. in the cylinders, and at the end of the stroke of 85 lbs., or thereabouts. It was not so when the engine was going 40 miles or 50 miles an hour. Per- haps the pressure in the cylinders at the beginning of the stroke would then be as low as 70 lbs., and if it was cut off at one-fourth, there would be too low a final pressure for favourable working. He spoke rather from a passenger's point of view, because time was money. Upon some of the railways, three minutes were taken up in putting on the breaks, and four or five minutes in getting up speed after leaving the station. In good locomotive practice the question was, what should be the minimum ending pressure of the steam 2 What was the lowest point that could be reached in the diagram, for favourable working at the high speeds? 74 RAILWAY ROLLING STOCK. And then for the starting, he would make the cylinders, con- sistently with that, as large as possible. Mr. GREGORY, Past-President, remarked that, in addition to the size of the cylinders alluded to by Mr. Rapier, there were two other causes to account for the rapidity with which the trains on the North London railway were started and stopped, viz., the driving wheels were of small diameter, and coupled, and con- tinuous breaks were used. Mr. J. T. WooDHOUSE said, he preferred the old-fashioned pace on the Midland railway to the sudden impulses of stopping and starting, which were always attended with unpleasant jerks. Mr. R. PRICE WILLIAMS, in reply upon the discussion, said, Mr. Armstrong had afforded him the information necessary to complete the tables and diagrams of the locomotive expenses on the Great Western railway similar to those he had already prepared of the other principal railways. He felt it due to Mr. Armstrong to add, that in the series of elaborate and carefully prepared tables of the locomotive expenses on all the principal lines in the kingdom during the last five years, which that gentleman had prepared from the published accounts of the companies, and which had been kindly shown to him, his own tables had been, to a certain extent, anticipated. A careful comparison between them confirmed in all respects the correctness of the results he had arrived at. The comparative statement, Table 11, had been prepared by Mr. Armstrong, after reading the Paper, with the object of showing, as it did in a very striking manner, that the charges for the running repairs and renewals on nearly all these rail- ways had been gradually reduced during the period to which the statement referred. The amount these diminished expenses represented was shown in the last column of the table, and Mr. Armstrong particularly drew attention to the case of the London and North Western railway, and to the large reduction which had latterly been made on that railway in the eleven years' average, viz., from 9:31d. to 817d. per train mile, a difference which in money amounted to £110,000 in one year. In ac- counting for this large Saving, Mr. Armstrong paid the highest and most deserved tribute to the eminent Locomotive Engineer of that railway, Mr. Ramsbottom, M. Inst. C.E., ascribing the results chiefly to the many improvements brought about in the machinery and other appliances for economising the amount of labour, and more especially to the successful efforts in introducing standard types of engines, and the most complete system of interchangeable- ness in the working parts of the engines. Mr. Armstrong was further of opinion that, by scrupulous attention to the quality of the materials and economy in every possible way, the full standard º: RAILWAY ROLLING STOCK. 75 of an eleven years' average money life would eventually be arrived at. TABLE 11. MR, ARMSTRONG’s STATEMENT. Cost per Train Mile. tº...". Williams’s Amount of Difference Average and ¥. º: ji. Mr. Armstr ear's Train Mileage NAME OF RAILWAY. *ś A: º present working. Štaji. (Year emi. (per mile). Average of ling Decem- Years. ber, 1869) over. Under. over. Under. d. d. a a 2 £. Great Eastern . . . . 8 '73 8°70 0.03 ... ' 978 . Great Northern . . 8’46 8° 52 ... , 0 - 06 ... . . . 2,097 Great Western : ... . . .] 7-92 || 7-56 || 0:36 ... 23,819 e - Lºire and wº 7.59 7 22 || 0-37 ... 13,379 * * e s e º e ; tºº, Chatham, º 10 : 30 9 - 12 || 1 - 18 • - 11,167 OVél' . . . . London, Brighton, and e º - * O -: gº."") io9s 9.4s | 1.47 | . 25,795 London and North e - rº & - -, (-) Western . º e º 9 - 31 8. IT 1 : 14 • , , 110,578 London and South e & º - Western º º º º 8 50 7 84 0 66 • * 17, 153 Manchester, Sheffield, tº . P. * s sº 2.19 679 |240 . sº Midland © e e 9 : 04 7.71 I : 33 85,379 North London . . . . 12' 06 || 11 ‘99 || 0 - 07 366 º 4 South Eastern . . . 9 : 12 9 - 31 tº e 0 - 19 - - 3, 148 Mr. Martley had directed attention to some of the existing anomalies connected with the subject of train mileage, and in those views he fully concurred. That the present unsatisfactory method of estimating train mileage did not, as Mr. Martley showed, admit of any reliable comparison being made between the working ex- penses on different lines, was admitted by all leading railway men; and that a more satisfactory and reliable basis could be arrived at, by the exercise of a little trouble and discussion, was as generally , admitted. He confessed he had not been without hope, that a common and reliable basis might have resulted from a discussion of the tentative method suggested in Tables 4 and 5. However, the question whether it was desirable to adopt a nominal 18,600 train mileage per engine had not been dealt with ; but he adopted it, first, because it was, according to Mr. Ramsbottom, the utmost which, with due regard to efficiency, could be got out of an engine; and in the next place, it happened by a coincidence to be almost exactly the average of the train mileage of the whole of the railways he had dealt with. He still thought that such a nominal train mileage did enable a closer and more reliable comparison to be 76 RAILWAY ROLLING STOCK. made between the relative expenses on different railways, due regard being had to the peculiar characteristics of the respective traffics. He had been struck with the absence of all comment upon the facts elicited from Messrs. Sacré and Webb's engine valuations, and his own deductions therefrom, in regard to what he had termed the mean money life. He did not consider it his province to do more than bring the leading facts under the notice of the Institution, leaving it to individual members to draw their own conclusions; but in this case, having himself had some practical acquaintance with locomotive construction, he was not at all prepared, on first going into this question, for the remarkable results arrived at, viz., that although the ultimate life of an engine might be as much as thirty years, yet practically, and for all useful purposes, the mean life of an engine was no more than eleven years. In other words, as stated in the Paper, such an amount would be spent upon an engine in that period as would completely replace its net cost. As an illustration of what this “mean money life’ of an engine meant, he might state that, in the case of the London and North Western railway, with fifteen hundred engines, it represented £3,717,000, which was equivalent to £338,000 per annum spent in that short time, in the renewals necessary to maintain the stock at its full standard of efficiency. In the case of the London and South Western railway, with its long mileage and very limited number of engines, £692,000 had been spent in the short space of 88 years, equivalent to £865,000 in eleven years. Supposing, however, the locomotive stock on that line to have had the ordinary average life of eleven years, instead of 88 years, the difference between these two sums, viz., £173,000 would have been saved in the course of the latter period. On the other hand, the extra capital required to purchase the additional engines necessary to bring up the locomotive stock of the London and South Western railway to the standard average, viz., from 0:45 to 0-78 of an engine per mile worked, would have amounted to nearly £548,000, showing, as Mr. J. Thornhill Harrison had pointed out, that in the case of this particular line at least, a small rolling stock worked to its utmost mileage gave the most economical results. It was, he thought, a fair question for consideration whether on lines, such as the London and North Western and the Great Northern, notwithstanding the large amount of mineral traffic, &c., a considerable amount of capital was not uselessly locked up, in the possession of a larger stock of engines than was necessary: whether, in fact, a shorter life, and a larger mileage per engine, obtainable by working double shifts, would not bºore economical. /The practical importance of a reliable method of ascertaining the running or serviceable value of a stock of engines, carriages, and *3 ; RAILWAY ROLLING STOCK. 77 wagons, on a given mileage of railway, together with its permanent way, works, &c., had often been forced upon his attention. The necessity, for instance, of such valuations on a line about to be amalgamated with another, must have repeatedly presented itself. Indeed, it was having had to do with such investigations as these, that first led him to pursue the subject in the way he had done, and to apply the principle of this system of valuation, not merely for the purposes above referred to, but, as stated in the Paper, to enable the exact amount of depreciation of the road and the rolling stock to be ascertained at any time, in order to satisfy the shareholders that neither the one nor the other had been allowed to get below the full standard of efficiency. That both the rolling stock and the road of some railways had, at un- fortunate periods of their history, been permitted to lapse into a depreciated condition, in order to pay a large and unearned dividend, no one who had any knowledge of railway history would deny; and this neglect had resulted in the entire absence of dividends on some railways. He agreed that, supposing a stock of engines to be kept up to their full standard of efficiengy, the cost of the renewals would become a constant ºstriking illustration of this fact was instanced by Mr. T. E. Harrison, in the case of the almost unvarying annual cost of the renewals during a long series of years on the North Eastern railway. That there must be a certain and definite amount of what he had called normal depreciation in a stock of engines, or a permanent way continually exposed to rapid and variable rates of wear, must be equally admitted, whether that was, as he contended, ºrd of the net cost, or some larger coefficient. Admitting, for a moment, that the depreciation increased directly as the time or mileage run, a glance at diagram Fig. 5 would show, that the average line of depreciation for all parts of an engine was that indicated by the dotted straight line. In proof of this he might state that, before adopting the curved outline, he had assumed a uniform rate of depreciation for all the parts, calculating the value of each part separately on that very principle, from the break block up to the longest-lived portions," by taking half the net cost for each item during the whole period of its life. The result arrived at by the summation of the values of each of the separate items gave exactly half the whole net cost of the engine, as might be expected, inasmuch as the sum of the halves of any number of parts was manifestly equal to half the entire sum of such parts. It followed, therefore, that the straight dotted * The detailed valuation of a locomotive engine and tender, based on the as- sumption of the straight line of uniform wear, would be found in the Appendix to the Paper, side by side With the valuation, based on the curved or variable line of depreciation. 78 RAILWAY ROLLING STOCK. at the same e J cular engine at any given g value of the engine Fig. 5. Mr. Kinnear Clark and Mr. J. Thorn- ge runnin d out both by hill Harrison, the actual value of a parti line gave the avera time, as pointe ‘qsoo ssolº go 'quº'o 19ā () ºsavą X og 6z gz Ļz 9z śz ºz ſz zz Iz oz. 61 81 LI 91 ȘI VI £I zI II ol 6 8 l. 9 § 9 % z I o O I*9mȚ8A de IOS OZºsſuguo ºppº, no pub 'sºrguºo LººtſA ‘sepſe upºlā. ‘europ 88814 ptre ºsduundº ºspeøqssolo-uoqsȚď ‘ºuſſeø3-uoņoſ ·loqoeſuſ pure ‘su’eq-ºrg º 19A0o europ ‘sºuņņg Jºnſo9I ·ozy ºsȚarpureq ‘ºuļurgā） *sºrſuºo 199ųMA pub Sºpky 'sºuļūdīs puu ºurſuſqu¿I ·ºupleº?-Hºøaq pure ºsºdţd-pººg ‘ſu’œI, *uſoņ09.19 JO ĮSOO ·s3upīds '9đţd-qgoqq ‘uºdqS8 ºs[ſeqºpuoņotu ‘SaopuȚIÁO o8 oſº og hown on his own , would be measured by the serrated outline s diagram ºxoq-ºrg og sjøaţI pure søgeſd JºdidoO ºxoq-eng purg Jølſoq 04 x[IOAALIOJI ·şıøuſſ ssp ſq puræ sæAȚ8A ‘SĄoo[q-qoſºqd ‘spot-uoļSRI *Aequuqqo pub xoq-ºx{otus ‘sºuſººuſ aequuſų ‘sºsserq purg Sºxoq-oſxy *([ø948 s,ďdnux) sºMAſ-au ſºuſ ‘893neſ) om SSØ.I.H. ol. O8 &T where the renewals had occurred exactly in the 1 ºso[xe ſueIO *.toUſoq oq sºqmų SS8IGI *3uņuqeq–søJK}-1øpaº I, o6 (t) oor eriod of its life, quences shown on the ordinates of the irregu p Së 79 and those of Mr. Harrison and Mr. Clark. But he could h as the value of the inasmuc ractical use of the mean curve line shown Fig. 6. RAILWAY ROLLING STOCK. he p on those gentlemen's diagrams, not see what was t diagram, {*}800 SS018 go 'quº'o 193 (ſ) sgway of 6v gºz űz 9z śz ºz ſz zz Iz oz 61 81 LI 91 $1 º 1 & 1 z I II or 6 8 l. 9 % º f z I o O I‘ømȚ8A diguos OZ*8xſurgio opț8ņno puſe '80.14u0o [øøqAA ‘80(xº uſºſaſ •øurop Ssguq pug ‘sduumd 'ºpgøq&souo-uoqgț¢I ‘ºurſuga?-uogoJŲ ºxogoaſuſ pub ‘gueq-org ºuÐAoo europ ‘gºuņņų uoſog *0? 'º!!0！!pupų ‘8uquqiga,ÐI '80.14u0o ſoºgſå puſe soțxy 'sºupidº puſº ºuquibuſ ºuque03-5189.1q pug "sødydſ-poºg ºxue）, o5‘qoņ09.19 Jo q8oo o{ oſz ‘gºupidsºodſd-48 eſq'uºdq&g 'gųºqøp uoſqou， ‘suºpuȚIÁO O9ºxoq-org 04 840Apr puſę søſøīdſ Jøddoſ) ol.:ºxoq-ºrg pure 19Iſoq 04 x[IOACIOJI “suauſſ ss.3uq pure 89AȚgA ºg ſooſq-qoqgȚd 'ºpoſ-u0481&I xoq-ºx{OUIS O8 o6‘sø[x8 yļuraſo *Jºpſoq 04 80ąnq 888ag (i) oor engine at any given time, supposing the renewals to take place in the exact order shown, was measured by the ordinates of the irre- gular outline itself, and not by any mean curve such as they had 80 RAILWAY ROLLING STOCK. indicated. It must be obvious that his curved outline was never intended to apply to a condition of uniform wear, as assumed by Mr. J. T. Harrison. He had stated that the adoption of the curved outline involved the assumption that the wear was not uniform; and that such was the case with most of the wearing parts of the engine no one had attempted to deny. The diagram Fig. 6 was merely an amplification of the diagram Fig. 2, showing, however, the details from which the serrated curved outlines in the diagram Fig. 2 had been constructed. The diagram Fig. 5 showed similar details on the assumption of uniform wear. It was not intended that the curve of average depreciation should represent the nearest “give and take’ line to the serrated outline shown on the diagram Fig. 2, or such as Mr. D. K. Clark's and Mr. Harrison's diagrams represented. It was, in reality, the average of a great number of smaller parabolic curves, the joint area of which was equal to that of the larger one, as would be seen by reference to the diagram Fig. 6. On the assumption of uniform wear, as shown in the diagram Fig. 5, the curve became the straight line, and the area of the large triangle was equal to the sum of all the areas of the minor triangles, corresponding to each individual part. The average curve in the one case and the straight line in the other, showing that the average value of an engine during its whole life, with all its parts wearing out and being renewed at different periods, might, in fact, be considered as if the whole of the parts of the engine had each thirty years' life, or that each had a common mean life of eleven years, and all wore out together at the end of either of those periods. As regarded the comparison between the cost of current repairs and the first cost, alluded to by Mr. D. K. Clark, he observed that the ratio of the scrap value to the gross cost of a standard loco- motive of the present day, given in Table C, was as £393 to fº,191, or a little less than 4th. In the lighter engines, however, of fifteen and twenty years since, much of the work now executed by machinery was then done by hand labour; consequently the scrap value bore a very much smaller proportion to the entire gross cost, the scrap value of a stock of engines of various ages certainly not averaging more than from £240 to £250, or about ºth of the gross cost assumed in Tables 4 and 5. It might also be observed, that the assumed cost, viz., £2,400, was in itself rather a low estimate, the average gross cost per engine on the Midland railway during the last three years having been £2,513, or £113 in excess of that amount, being equivalent to nearly one-half of the average scrap value. The deduction, therefore, of so small a per- centage as gºth, or even as 15th, from an estimated average gross cost was not considered necessary, the only object of the Author being to afford some standard of comparison between the s RAILWAY ROLLING STOCK. 81 money life values of the engines on the different railways, and at the same time roughly to verify the more exact results given in Tables A, B, Ala, Bb, and C. The fact of there being, as there necessarily must be, a greater relative amount of labour in cur- rent repairs than in the construction of an entirely new engine, in no way affected the correctness of the “money life results,” as Mr. D. K. Clark seemed to imagine. It was clear that, during the so-called period, a sum would actually be spent, partly in labour and partly in new materials, equal to the entire first cost of the engine and tender. - The standard types of engines in use on eleven of the principal railways, with all the leading dimensions, as furnished by the loco- motive engineers of the respective railways, were shown on Plate 13. Mr. WIGNOLES, President, observed that every possible credit was due to the Author, for facing the difficulties and going through the tedious investigation he must have done, to have arrived at such striking and graphic results as he had exhibited. There were some points, however, on which he differed from him, particularly in what he had last said, where the line of argument was derived from the experience of one or two engines. He thought the degree of authenticity to be given to the conclusions drawn would be specifically modified, in considering the question of a railway with a thousand or fifteen hundred engines, rather than on the limited area to which he had restricted himself. That, however, was too wide a field to enter upon now. His chief object in rising was to assure Mr. Williams that he fully appreciated his labours; and if he had not completely succeeded in Solving the question, he had pointed out the right direction in which inquiries should be made. Mr. S. W. JoHNSON stated, through the Author, that the rolling stock of a railway could be efficiently maintained and renewed at the following rates of expenditure, viz.:- d. Engines . . . . . . 3'25 per train mile. Carriages . . . . . . . . 1' 375 3 ) Wagons I 375 * > Total . . . 6' () 9 3 These rates would be found to correspond very nearly to an annual outlay on first cost of about 10 per cent. On locomotives, 10 per cent. On carriages, and 5 per cent. On wagons. It was assumed that, with this outlay, two-thirds to three-fourths of the stock might at any time be found classed, in stock-taking, under the head of ‘good order,’ and it was further assumed that the number of engines in stock corresponded with the work there was to do, that was, that not more than from 50 per cent, to 55 per cent. of G. 82 RAILWAY ROLLING STOCK. the total stock of engines were in steam daily. The life of a modern locomotive of good manufacture might be taken as expressed by a duty of 500,000 train miles; and the life of locomotives as made some years ago might be reckoned at 400,000 miles. The running expenditure would range from 4' 5d. to 6' 0d. per train mile, and the precise figure would be considerably influenced by the cost of fuel in any particular district. Irrespective of this item (after allowing for difference in cost of fuel), running expenses were a good criterion of the condition of efficiency, or otherwise, of the locomotive stock of a railway. It was impossible to maintain an economical running expenditure if an engine stock was allowed to get into bad order. In pursuance of the notice on the card of the Meetings, it was proposed, and resolved unanimously— “That, in order to insure a fuller attendance of Members than could be obtained on Easter Tuesday, the Meeting be adjourned until Tuesday evening, the 26th of April.” April 26, 1870. CHARLES B. WIGNOLES, F.R.S., President, in the Chair. ...A The discussion upon the Paper, No. 1,277, “On the Maintenance and Renewal of Railway Rolling Stock,” by Mr. R. Price Williams, was continued throughout the evening. 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