66 
MAGAZINE OF SCIENCE AND ART. 
is assumed as the amount of the Campbell Town traffic. 
10,000 mar therefore bo assumed as the existing 
amount of the traffic along the line of road from Camp¬ 
bell Town to Goulburn, a distance of about 90 miles. 
It is difficult to form any probable estimate of the num¬ 
ber of passengers. The replies to queries sent to the 
mail contractor shew that the maximum capacity of the 
vehicles employed by him is adequate to the convoy ance 
of twenty passengers per day, or between six and seven 
thousand per annum over the whole distance. If, then, 
we assume 30,000 tons per annum, or thereabouts, to 
be the probable amount of goods traffic from Campbell 
Town to Gonlborn, that is, about 100 tons per day up 
and down, and that the present number of passengers is 
also trebled, or that 60 per day aro conveyed by tlio 
different trains, see shall have some definite data upon 
which to estimate the relative cost of conveying them 
by locomotive or by horse power on railroads, or by 
horso power upon common roads. 
Basing the estimate of rolling stock required upon 
the data supplied by Mr. Brady in bis report on the 
comparative cost of haulage by steam and horse power, 
the cost of rolling stock would stand thus : 
s. d. 
O O 
4 Engines, at £3,000 . 12,000 
4 2nd class carriages, at £350 . 1,400 0 0 
4 3rd ditto ditto, at £250 . 1,000 0 0 
4 Brake vans, at £250 . 1,000 0 0 
30 Waggons, at £150 . 4,500 0 0 
19,900 0 0 
Say £20,000. 
The charge, then, under the first head of interest of 
cost of rolling stock will be: 
Interost, at 5 per cent., on £20,000 ... £1,000 
Or £11,2s. per mile of road. 
The second and third heads are in the accounts of 
English railways combined together, though data are 
given by which the actual charges for locomotive power 
can be separated from those for repairs and renewals. 
On reference to these returns, it_would appear that the 
cost of locomotive power, inclusive of repairs, amounts 
on the English lines to about one shilling per tram 
mile, while the repairs may be averaged at 5d.; so that 
the actual cost of locomotive power is in England about 
7d. per train mile. . , 
On the Parramatta line the returns shew that the 
charge for locomotive power, including repairs, was 
33-518 por train mile, and if we assume, what was, I 
believe, the case, that the charge for repairs was unduly 
enhanced in the particular period to which the return 
had reference, yet it is very evident that the charge tor 
both working and repairs must be much heavier here 
than in England. From the returns of English rail¬ 
roads, it would appear that the charge of 7d. per mile 
for locomotive power would be divided between wages, 
materials, and superintendence in the proportiofi of 2"2 i 
to the first, 4-37 to the second, and -36 to the third. 
While on the Parramatta line the charge for materials 
was 12-36 per mile, or about three times tho amount cl 
the English charge. The item superintendence amounted 
to 1-85, or six times that in England, while the labour, 
including the charge for repairs, was 19-309, or nine 
times the amount of tho English charge. Booking to 
the relative cost of labour here and in England, we 
may assume, without much risk of error, that tbe 
charges in this country will be about three times as 
heavy as those in England, and, therefore, that the 
charge for locomotive “power would be 3s. per train 
mile'; and if the train miles be assumed to be equiva¬ 
lent to the number of miles actually traversed by goods 
and passenger trains, running twice a-day, the charge 
will, for two trains per day, be 6s. per mile, or for the 
year of 313 days £93 !&., or say £95. The fourth 
item of station' expenses averages, in England, about 
11 -85 -per train mile; on the Parramatta line the 
charge has 2011 ; and if we take 1800 as the lair 
amount, tba total charge would be £49 19s. pet mile 
The cost, therefore, of working the locomotive line 
will be : 
£ s. d. 
Interest, per mile . II 2 0 
Locomotive power ... 95 0 0 
Coaching charges and station ex¬ 
penses .*. 46 19 0 
153 1 0 
The cost of traction upon ahorse railway, maybe 
inferred so far as the goods traffic is concerned, from 
the annexed return which has been furnished to me 
bv- tbe Engineer of the Australian Agricultural 
Corapanv, Mr. Whvte, as well as by information ob¬ 
tained by mo, relative to the working of a contract 
system, previous to that now adopted. From .Mr. 
Wkvte's paper, it appears that the actual cost of mov¬ 
ing'l 8 , 3 G 5 tons of coal an average distance of 1,963 
miles, and ofhauling back the emptywaggonsamounted 
to y .l S3 per ton per mile one way, or 1.41ofor each 
mile travelled br the power in this charge, is included 
an item for tbe repair of harness, and also an allowance, 
though apparently too small, for the depreciation ot 
horse stock. Bv tbe returns formerly procured by me, 
it appears that the contractor who supplied the whole 
power, delivered 516 tons daily, which were equivalent 
to 1418 tons drawn one mile by 36 horses; each horse 
therefore drew 39 tons, net weight, one mile daily, 
besides taking back the empty waggon to the pits. 
Starting however, from the data afforded by these 
returns, we may infer that one horse will move from 
50 to 60 tons daily, over one mile of road, and as ac¬ 
cording to tho supposition upon which the former 
calculation was based, 100 tons have to be conveyed 
daily over each mile, two horses per mile, will be re¬ 
quired for the goods traffic, and allowing for losses 
accidents, Ac., 2J horses per nnlo of road would be 
a sufficient stock. The carnages or trucks ior goods 
would contain about three tons each, and about . loOof 
these would be required for the conveyance ot 100 tons 
daily, over a distance of 90 miles. For the passenger 
traflic of 60 persons backwards and furwards daily, 
four carriages would be required in consKmt work, and 
two additional, to provide against .contmgenues These 
carriages would be drawn by two horses, and the number 
of these required to secure tbe regular working ot the 
passenger traffic, would be, allowing for contingencies, 
about 60. 18 sets of harness would be wanted. 
Tbe capital expended in what may ho termed the 
rolling stock, would he— £ s d. 
6 carriages for passengers at £250 each loOO 0 0 
60 Horses at £35 . . . ^ q 
18 Sets of harness at £ln.. = Knn 0 0 
150 Goods Trucks at £100. “ X 2 
ISO Sets of Harness at £310s. 
£24,750 0 0 
Say £25,000. , v -nQ-O 
The interest of 25,000 at 5 per cent, would be £12.0, 
£13 18s. per mile of road. Repairs and renewals of 
tbe carriages mav be put at ten per cent, on tho cost, 
as mav alio that of the harness, while the horse stock 
must be put at 20 per cent. The charge for repairs 
and renewals thereof will be 
Passengers Carriages . “t’XXX 
Goods Trucks .. lo ’^ 
Harnes .( 630 
£17,400 
10 per cent on . £1 g’^ £1 ' 
Horse passengers . t’iXX 
Goods . 5 ’" AI 
£7 350 
20 per cent on... ‘ ’ 35 ° 
i £3210 
Total repair* and renewals. 
