(196.)

The expense of locomotive power having so far exceeded what was anticipated at the commencement of the undertaking, it was thought advisable, about the beginning of the year 1834, to institute an inquiry into the causes which produced the discrepancy between the estimated and actual expenses, with a view to the discovery of some practical means by which they could be reduced. The directors of the company, for this purpose, appointed a sub-committee of their own body, assisted by Mr. Booth, their treasurer, to inquire and report respecting the causes of the amount of this item of their expenditure, and to ascertain whether any and what measures could be devised for the attainment of greater economy. A very able and satisfactory report was made by this committee, or, to speak more correctly, by Mr. Booth.

It appears that, previous to the establishment of the railway, Messrs. Walker and Rastrick, engineers, were employed by the company to visit various places where steam power was applied on railways, for the purpose of forming an estimate of the probable comparative expense of working the railway by locomotive and by fixed power. These engineers recommended the adoption of locomotive power; and their estimate was, that the transport might be effected at the rate of ·278 of a penny, or very little more than a farthing per ton per mile. In the year [Pg362] 1833, five years after this investigation took place, it was found that the actual cost was ·625 of a penny, or something more than a halfpenny, per ton per mile, being considerably above double the estimated rate. Mr. Booth very properly directed his inquiries to ascertain the cause of this discrepancy, by comparing the various circumstances assumed by Messrs. Walker and Rastrick, in making their estimate, with those under which the transport was actually effected. The first point of difference which he observed was the speed of transport: the estimate was founded on an assumed speed of ten miles an hour, and it was stated that a four-fold speed would require an addition of 50 per cent. to the power, without taking into account wear and tear. Now, the actual speed of transport being double the speed assumed in the statement, Mr. Booth holds it to be necessary to add 25 per cent. on that score.

The next point of difference is in the amount of the loads: the estimate is founded upon the assumption, that every engine shall start with its full complement of load, and that with this it shall go the whole distance. "The facts, however, are," says Mr. Booth, "that, instead of a full load of profitable carriage from Manchester, about half the waggons come back empty; and, instead of the tonnage being conveyed the whole way, many thousand tons are conveyed only half the way; also, instead of the daily work being uniform, it is extremely fluctuating." It is further remarked, that in order to accomplish the transport of goods from the branches and from intermediate places, engines are despatched several times a-day, from both ends of the line, to clear the road; the object of this arrangement being rather to lay the foundation of a beneficial intercourse in future, than with a view to any immediate profit. Mr. Booth makes a rough estimate of the disadvantages arising from these circumstances, by stating them at 33 per cent. in addition to the original estimate.

The next point of difference is the fuel. In the original estimate, coal is assumed as the fuel, and it is taken at the price of five shillings and ten-pence per ton: now the act of parliament forbids the use of coal which would produce smoke; the company have, therefore, been obliged to use coke, at [Pg363] seventeen shillings and sixpence a ton.[32] Taking coke, then, to be equivalent to coal, ton for ton, this would add ·162 to the original estimate.

These several discrepancies being allowed for, and a proportional amount being added to the original estimate, the amount would be raised to ·601 of a penny per ton per mile, which is within one fortieth of a penny of the actual cost. This difference is considered to be sufficiently accounted for by the wear and tear produced by the very rapid motion, more especially when it is considered that many of the engines were constructed before the engineer was aware of the great speed that would be required.

"What, then," says Mr. Booth, in the Report already alluded to, "is the result of these opposite and mutually counteracting circumstances? and what is the present position of the company in respect of their moving power? Simply, that they are still in a course of experiment, to ascertain practically the best construction, and the most durable materials, for engines required to transport greater weights, and at greater velocities, than had, till very recently, been considered possible; and which, a few years ago, it had not entered into the imagination of the most daring and sanguine inventor to conceive: and farther, that these experiments have necessarily been made, not with the calm deliberation and quiet pace which a salutary caution recommends,—making good each step in the progress of discovery before advancing another stage,—but amidst the bustle and responsibilities of a large and increasing traffic; the directors being altogether ignorant of the time each engine would last before it would be laid up as inefficient, but compelled to have engines, whether good or bad; being aware of various defects and imperfections, which it was impossible at the time to remedy, yet obliged to keep the machines in motion, under all the disadvantages of heavy repairs, constantly going on during the night, in order that the requisite number of engines might be ready for the morning's work. Neither is this great experiment yet complete; it is still going forward. But the most prominent difficulties have been in a great measure surmounted, [Pg364] and your committee conceive that they are warranted in expecting, that the expenditure in this department will, ere long, be materially reduced,—more especially when they consider the relative performances of the engines at the present time, compared with what it was two years ago."

In the half year ending 31st December, 1831, the six best engines performed as follows:—

In the half year ending 31st December, 1833, the six best engines performed as follows:—