470 EEPOKT— 1891. 



£ s. d. 



Salaries and wages . . . . 4,372 10 



General expenses . . . . . . 6,665 15 10 



Maintenance . . . . . . 728 15 



Fuel .. .. .. .. 1,506 1 8 



Repairs of engines and waggons . . 874 6 10 



Hire of waggons . . . . . . 437 3 5 



Total .. .. .. £8,584 12 9 



-giving a cost per train-miie of 2s. 10-9d. 

 The cost of transport was — 



Cost per train-mile, l-019s. 



For comparison, the working-expenses of the railways of 

 Germany and Ai;stria from the latest statistics obtainable 

 — 1885 — are as follow : Germany, 3s. 8-7d. ; Austria-Hungary, 

 3s. 6d. The cost of transport in Germany per train-mile is 

 10-ld.; Austria-Hungary, 12-7d. 



To arrive at a more equitable comparison between the cost 

 of working the Hartz line, the author, in a paper read before 

 the Institute of Civil Engineers, London, reduced the cost of 

 working this railway to the basis of work performed as the 

 product of weight and height, and compared it on this same 

 basis to the cost of working the Semmering railway, a moun- 

 tain section of the Austrian Southern railway, which has an 

 adhesion grade of 1 in 40 for twenty-six miles, with an aggre- 

 gate rise of l,505-9ft., and on the through trip 2,221-2ft., the 

 average train-load being 129-7 tons. The results show the ex- 

 penses of the Hartz railway for transportation and locomotive- 

 power to be l-05s. per train-mile on the data of 1887, and the 

 cost of raising 1,000 foot-tons 2-3d. On the Semmering incline 

 the cost of transportation and locomotive-power was Is. 4-9d., 

 and the cost of raising 1,000 foot-tons was 3d. Therefore 

 the cost of raising 1,000 foot-tons of train- weight to a height 

 of 1ft. on the Hartz railway is only 76-6 per cent, of the cost 

 at tlie Semmering. This gives a very fair comparison of the 

 two systems — when certain allowances are made for the greater 

 proportion of the heavy traffic being down the longest grade on 

 the Hartz line — one with steep grades worked by special 

 means, and the other a long adhesion gradient worked by the 

 ordinary engine. The coal-consumption on the Hartz Railway 

 was 91b. per 1,000 foot-tons of train-weight, or 3-8981b. per 

 indicated horse-power. In Germany the average consumption 



