found in what I have termed "unwise parsimony" in the original outlay. The policy pursued on such lines as the Great Northern, and London Chatham and Dover, of laying down a first-class road, is assuredly the most judicious, and cannot fail, on an average of years, to contrast favourably in the maintenance returns, with the lines on which the "penny-wise" routine continues to be followed. It is, therefore, chiefly in this view that I have ventured to occupy your attention so long with these observations. Note. The estimates of maintenance being intended solely to establish a comparison between the ordinary and "chair-sleeper" systems, the result cannot be materially affected by the assumed data being either too high or too low, so long as a fair relation is admitted to exist between the durations assumed for the two systems respectively. If the interest on outlay be taken into account, the yearly averages, and consequently the annual saving, are increased by one-half. The ordinary method here followed of estimating maintenance by the mile is, however, exceedingly unsatisfactory, and the merest approximation to a real value. If even the cost be worked out at per 10 or 100 tons per mile, the vital element of speed is still wanting in the calculation. For it is precisely the difference in the rate of speed at which the load is carried, which makes so much of the difference in the wear of the track. The profession would be under immense obligation to Mr Price Williams-with whose elaborate labour in this department I only became acquainted since the reading of this paper-if he could find leisure to utilise the mass of information at his command, for the production of an accurate and systematic method of reckoning the cost of maintenance of Track per se, free of complication with ballast and "Works." VOL. VII. 2 R Report of Committee. After certain introductory remarks on the importance of economy in the construction of the permanent way or "track" of railways, and some interesting information as to the passenger-rates in various parts of the Continent, the author proceeds to state that, in his belief, a considerable saving may be effected in the construction and maintenance of railways. He then points out certain features which he considers essential to a good way, and which he states are possessed more or less by all existing tracts; also a second category of qualities which a good practical road should possess, and which do not remarkably distinguish the systems now in use. It is unnecessary to follow him through all these remarks; most of his statements are well known and true, many are self-evident, and with some the Committee cannot agree-these last, however, are principally theoretical. Indeed, it is impossible to test the comparative merits of two kinds of way by these theories. Take, for example, the statement, "A good track should possess simplicity and fewness of parts." Now, unless this means there should be no useless parts in a systemwhich is self-evident-it follows that the Barlow rail should be the best of those described in his paper, which he shows. not to be the case; and the reasons he assigns for this theory are open to the same objection, such as, the more members there are the longer it takes, and therefore the more it costs to lay the track." Of course, this is not true when the system having fewer members has also the heavier and the more awkward members for the platelayers to handle. In fact, it is impossible to state in general terms all that is necessary to constitute a good permanent way, or even to test any proposed system by theoretical laws. The only sure test is the practical one of trial. Passing on from these general propositions, the author, after stating the usual systems adopted in this country and on the Continent, proceeds to the description and discussion of three kinds of way in which wooden sleepers are not employed these are, the Barlow rail; the "pot" or "bowl' " sleeper, invented by Mr Hugh Greaves; and the patent "economic" permanent way, invented by Mr G. F. Griffin. There is a full description of each of these, with a statement of what he considers their advantages and disadvantages. In regard to the Barlow rail, the author considers it a failure in this country, and a comparative success under his experience in South America. As to the "pot sleeper, the author cannot speak personally as to its working. It appears, however, that trials have been made of it on most of the lines out of London, and have proved a failure, and he believes the whole have been taken up. The Committee are unable to state from their own practical experience the working of these systems. A discussion of the patent "economic" permanent way invented by Mr G. F. Griffin concludes the paper, and, as the title informs us, is its principal subject. The author states that it was patented about seven years ago, and on the last page of his paper he gives a list of testimonials from several eminent engineers and contractors, who speak in high terms of its merits. These, however, are all apparently dated within a short time after the system was laid down, and the latest date is November 1864. The Committee are not practically acquainted with its working, and are not fully satisfied from the arguments and statements in the paper that this system is cheaper in first cost and maintenance, or better in other respects, than the system at present in general use in this country. They would have preferred that the author had produced statements of a later date from practical men, showing how it had stood the test of the last four or five years' working, and whether or not its adoption was being extended on the lines on which it had been tried. As this system of permanent way, however, is the subject of a patent, the Committee refrain from giving any more definite opinion regarding it. In conclusion, they think that the author is entitled to the favourable notice of the Society for bringing this interesting subject before them. ALLAN D. STEWART, Convener. JAMES STEEL. 306 Notice as to the Illumination of Beacons at Sea by Electricity communicated through Wires connected with the Shore. By THOMAS STEVENSON, F.R.S.E., M.I.C.E., Civil Engineer. (With a Plate). * Before Mr Hart exhibits the Electrical Apparatus for the Illumination of Buoys and Beacons, I shall detain the Society for a minute or two in stating a few facts regarding the history of this proposal. This will be most easily done by reading the communication which was made to Mr Bell, the Secretary, on 13th January 1866 : "In January 1854, in a paper laid before the Royal Scottish Society of Arts on Dipping and Apparent Lights,' I suggested the illumination of beacons by means of submarine wires, but in the then state of electrical science I did not follow the idea up, but had recourse to the plan of directing a light upon the beacon from the shore—a method which has now been in successful operation at Stornoway since January 1852. 'Having lately, however, been making some experiments in order to test the practicability of illuminating beacons and buoys by electricity, it was thought best, in the first instance, from its more easy application, to employ voltaic electricity in preference to the magneto-electric, ordinary frictional electricity, or that produced by the efflux of steam. By means of four Bunsen cells, an induction coil, and Leyden jar, we have succeeded, with a simple unaided spark placed in the focus of lighthouse apparatus, to produce an effect at the distance of about half a mile, which was in all respects satisfactory. Were it desirable to increase the light, this could easily be done by placing more than one such spark in the focus of optical apparatus. "I have also designed a small apparatus for receiving a vacuum tube bent into the form of a circular band. From the vivid light produced by the vacuum tube when seen at Read before the Society, and illustrative drawings exhibited, 22d April 1867. Awarded the Society's Silver Medal and Plate, value Ten Sovereign s |