ON DRAUGHT 407 



* were 2s. per day ; and, "at this rate, the labour of a horse of the value of 



* 201. would cost 60/. 125. per year ; or, since there are 312 working days 



* in the year, the daily expense would be 3^. lO^d., or 186 farthings. 



* But the power of a horse is about r251bs. when travelling at the rate of 



* three miles per hour, and the day's work eighteen miles. 



* The annual expense of a liigh-pressure locomotive engine, or steam 



* carriage, consists of — 



* 1. The interest of the first cost. 

 ' 2. Decrease of value. 



* 3. Hazard of accidents. 



* 4. Value of coals and water. 



* 5. Renewals and repairs. 



* 6. Expense of attendance. 



' It is difficult to procure these particulars from the experience of those 

 ' who employ engines ; we will therefore annex, by way of example, such 



* sums as we think likely to cover the expense. The first cost of the 



* engine and its carriage may be stated at 50/. per horse power, and its 

 ' decrease of value and hazard will render its annual expense about one- 



* fifth of its first cost, or 10/. per annum per horse power. The expense 



* of fuel and water per day will be not less than one bushel and a half of 

 ' coals per horse power, and fourteen cubic feet of water ; and, taking the 



* coals at 6d. per bushel, and the water and loading with fuel at 3c?., the 



* annual expense will be 15/. 12.?. ; the renewals and repairs, at 20 per 



* cent, on the first cost, will be 10/., which is as little as can be expected 



* to cover them. Attendance, suppose one man and one boy for each six- 

 ' horse engine, at 65. per day, or Is. per day for each horse power, or 



* 15/. 125. per annum; therefore the total annual expense of one-horse 



* power would be 51/. 4^., or 158 farthings per day.' This power is equal 

 to a force of traction of 166|lbs. for the same nmnber of miles per day as 

 the horse ; but from this gross amount of power we must deduct that neces- 

 sary to move the engine with its supply of coals : this will reduce it at 

 least to 1551bs. ; consequently, in the one case we have a force of traction 

 of 1251bs., at an expense of 186 farthings, and, in the other, a force of 

 1551bs. at an expense of 158 farthings ; and reducing them both to one 

 standard quantity of work done, we find the expense of the horse is 

 ^f 6-= 1.488, and of the locomotive engine 1.019, or about as 147 is to 

 100. In this case, therefore, there appears to be a decided economy in 

 the use of the steam-engine, and accordingly its application has become 

 very general, and is becoming more so every day. 



Let us now examine what alterations are requisite, before we can apply 

 these calculations to the case of draught upon common roads. Supposing 

 both species of power equally convenient and applicable, and confining 

 our observations merely to the amount of power and proportionate ex- 

 pense. 



The force of traction of the horse, and the yearly cost, will remain so 

 nearly the same, that for our present purpose we may consider them 

 quite unaltered. Not exactly so with the locomotive engine. 



All the parts of the machine must be made much stronger and heavier, 

 and consequently more expensive for road work than for a railway, and, 

 therefore, the first cost will be greater — the wear and tear will also be 

 greater, and as the work will be more variable, the consumption of fuel 

 will be increased as well as the price, which, generally speaking, will be 

 much less on a line of railway, than it can possibly be elsewhere. 



Still all these circumstances will not influence the result so much as 

 the increased effect of the weight of the engine. On a railway with the car- 



