1865.] 



ON THE DURABILITY OP RAILROAD IRON. 



lowing summarj of their recommendations, ■with an estimate of 

 the annual expenditure, which would be required to put them 

 in practice. 



1. The republication of not less than 20,000 copies of the 

 revised reports, with a coloured map. The expense of this is 

 already provided for by the additional appropriation of £2000 

 in the estimates of last year. 



2. The publication of the same number of the annual reports 

 of future years uniformly with the above. 



3. The periodical publication of 3000 copies of plates and 

 descriptions of fossils, ttc. 



4. The gratuitous distribution of the two former as follows : 

 Four copies to each Member of the Legislature, copies to the 

 Governments of all British Colonies, and the East India Com- 

 pany, for distribution by them to public libraries and Scientific 

 institutions, and one copy to every University, College, Liter- 

 ary and Scientific Society, jMechanics' Institute, Library Asso- 

 ciation, Grammar, Normal and Model School, Municipal and 

 Common School Library in this Province, applying for the 

 same, and to the principal learned Societies in the United 

 States and Europe. The gratuitous distribution of the latter 

 to be confined to one copy to each member of the Legislature, 

 the copies to Municipal and Common School Libraries to be 

 omitted, and the number sent to British Colonies and foreign 

 Societies proportionately restricted. The remainder, after keep- 

 ing some on hand for parties subsequently added to the gratuit- 

 ous list, to be for sale at cost price. 



5. The establishment and maintenance of the Museum and 

 Library upon an efficient footing. 



6. To provide for the supply of Geological and Mineralogi- 

 cal specimens to other Museums. 



7. The employment of topographical surveyors and their 

 parties, to assist in the Geological Surveys, when judged ne- 

 cessary. 



8. The employment of two or three additional explorers. 



9. The employment of a Resident Assistant, as keeper of 

 the Museum, and in the general business of the office. 



10. The employment of a Second Assistant Geologist, 

 charged more especially with the exploration of mineral locali- 

 ties. The Committee wish it to be understood that in the pre- 

 sent state of the country they consider this the least essential 

 addition to the establishment, and unless ample funds are pro- 

 vided, they would not advise it, to the prejudice of any other 

 of their recommendations. 



11. The encouragement of voluntai-y assistance by the pub- 

 lication of questions and short instructions how and what to 

 observe and collect. 



12. Securing the aid of Deputy Provincial Surveyors, and 

 requiring all persons admitted as Sur\'eyors for the future, to 

 pass an examination in the rudiments of Geology. 



13. The establishment of certain points in diflerent parts of 

 the country, as a basis from which local surveys may be reck- 

 oned. 



14. Requiring all Railway Companies to furnish plans and 

 sections of their surveys. 



Explorers 120 450 



Field expenses of two Surveys 600 600 



Topographical Surveyors and their parties 750 



Publications of fossils, sections, &c., including 



services of a Pateontologist 800 



Laboratory 100 100 



Museum 200 



Books, Instruments, &c 200 



Fuel, Messenger, and incidental expenses 275 345 



£2,283 <£.5,000 

 Assistant more particularly charged with exam- 

 ination of mineral veins and his field expenses, 1,000 



£6,000 

 The whole nevertheless, respectfully submitted. 



JOHN LAKGTON, Chairman. 

 Committee Room, Legislative Assembly, 

 29th March, 1855. 



Estimated Annual Cost of the Department as Compared with the 

 Present Expenditure. 



Presont. Future. 



Salary of Director of Survey £555 £555 



" of Assistant Geologist oSS 400 



" of Chemist and Mineralogist 300 400 



" of Resident Assistant 200 



On tile Durability of Railroad Trou. 



BY WILLIAM TRUKAX, ESQ. 



The duration of the iron rails of our great railroads is a subject of 

 vast importance to all interested in the maintenance and extension of 

 railway communication. In all estimates for new roads for thinly 

 settled districts, the cost of the iron rails figures as the most prominent 

 item ; and even in the thinly settled States of Europe, where the metal 

 is obtained at a comparatively cheap rate, the cost of the rails forms 

 no inconsiderable portion of the whole expense of construction. On 

 the first introduction of railroads, it was confidently asserted by their 

 promoters, that the iron rails would last for an indefinite period. A 

 few months working, however, demonstrated, that although manu- 

 factured from the best metal, iron railway bars were subject to lamina- 

 tion and disinlegi-ation from the repeated rolling of heavy loads. Their 

 duration, in numerous cases, did not exceed two or three years, and in 

 no instance of a raiload having a heavy traffic, have the rails remained 

 sound and in working condition for more than 14 years. On some of 

 the earliest constructed lines in England, the rails have been changed 

 twice and even three times within twenty years. Opportunities have, 

 therefore, presented themselves to the engineers of such lines, of ascer- 

 taining the actual traffic which iron rails are capable of withstanding 

 under different circumstances. — But if note has tieen taken of the facts 

 relating to rails, which have been taken up, it is to be sincerly regretted 

 that they have not been recorded in one of the numerous scientific pub- 

 lications of Europe or this country. Their publication would be of the 

 greatest benefit to railroad companies, and, eventuaily, would be of 

 essential service to engineers and scientific men generally. 



The traffic which rails of ordinary quality are capable of bearing, 

 will depend on circumstances ; but where the conditions are of a fav- 

 orable nature, and the bars themselves perfectly sound, it will not full 

 far short of twenty millions of tons. But, although rails will stand the 

 rolling of this traffic, those which are daily observed in a dilapidated 

 state on numerous railways, have not, in the majoritj' of cases, carried 

 the one-fourth of this traffic ; and iniiiicnse quantities of rails have 

 doubtlessly been renewed before tlicy have borne the one-tenth of this 

 weight. Well recorded observations are wanted on this head, and 

 pendingthe publication of more extended observations, the writer would 

 direct attention to the following observed cases of rails, which have 

 stood the carriage of severalmiUionsof tons under very disadvantageous 

 circumstances. 



It may be necessary to state, that the rails used in every case, but 

 the last, were of the usu.al quality, (those in case 2 are a portion of 

 the bars manufactured for the JIoscow and St. Petersburgh Railway.) 

 They were manufactured in a manner commonly pursued at Wel.'rh 

 rolling mills, and were, in point of quality and appearance, equal to 

 any manufactured or in use in Europe. The rails in the llirwain road 

 were rolled from interior metal, and were not in other respects, well 

 manufactured. 



It may be necessary also, to mention in tliis place, that the gross 

 weight of the trains is given in every instance. — Tliis, it is believed, 

 is perferable to giving the weight of the freight and omitting the weight 

 of the engine and cars, which may be unnecessarily heavy or light lor 

 the loads which they convey. 



Case 1. — Railroad for the conveyance of minerals, near Merthyr 

 Tydfil, Wales, length, 2 miles ; gauge, 4 feet 8-5 inches. This line is 



