The Sun.
London, England, 1840-06-09 00:00:00

In a ider to make a comparison of the mechanical
advantages and disadvantages of these lines, we have
rtducekl the several gradients to equivalent horizontal
distances.

The principle of this redaction may be briefly stated
as follows.

There is always an increased tractive power required
to asoead a plane beyond that which is requisite oa a
level, and therefore (the engine being the same) a cer-
tain amount of additional time is required in the ascent.
This additional time would allow the engine to pass over
a certain extent of horizontal distance with the same load,
and this increase of distance may be taken as a measure
of the retarding effect of the ascending plane.
In descending the same plane, the tractive force and
time requisite are less than on a horizontal plane, and
this effect may therefore be indicated by a horizontal
line shorter than the plane ; but as there is always more
time lost in ascending than is gained in"descending any
given plane, a loss is sustained on the aggregate, and
this whole effect may be expressed IT an iacPeased
length of line, greater or less according to the steepness
of the plane and the amount of the load, and this in-
creased line is what has been denominated the equivalent
horizontal distance.

This mode of reduction has been carefully applied to
the several gradients on each of the three lines now un-
der consideration. We find that the locomotive power
requisite to work the coast line of 94 miles and 54 chains,
with a gross load of 50 tons, is equivalent to that which
would work a horizontal line of 98 miles 34 chains ;
while the mean equivalent distance, for the inland line
of the valley of the Lune, is 78 miles 1 chain ; and for
the Kendal line, between Lancaster and Carlisle, 75
miles 9 chains. As far, therefore, as regards the cx-
pense of locomotive power, the advantage is lunch in
favour of either of the inland lines, as compared with
the coast line, while all the other expences are ,still
more in-their favoilr, theSe latter expences being gene-
prnportionako The actual distance, such as police,
stations, water-stations, road repairs, Government
taxes, &c.

In order to ascertain the effect that this increased
locomotive expense would have on the general working
expenses of the several lines, we have examined with
great care and attention the official returns of the princi-
pal working railways, separating, as far as possible, :he
charges for locomotive power from the other charges ;
and although we have found considerable differences in
the proportions, according to the prices of fuel and
other circumstances ; yet, upon the whole, it appears to
be a fair average to assume, the locomotive expenses as
amounting to one•third (or about 3:3 per cent.) of the
total working expenses of a line of railway of moderate
traffic ; and since the equivalent distance on the inland
lEnes is about one-sixth greater than the actual distance,
the aillitional locomotive charge due to the gradients
will amount to about 1.18 or six per cent. on the general
expenses of the line ; or estimating, as is usually done,
the total expenses at half the income, to about three per
cent. on the latter ; which, if borne by the traveller,
would have the effect of increasing his fare about 4d.,
on either the Kendal or Lune line, assuming the fare
under ordinary circumstances at 2d. per mile. At this
rate of charge, and making the addition of 4d. on the
inland lines, the fare for the journey between Lancaster
and Carlisle would be— s. d.

By the Coast line
By the Lune line
By the Kendal line
. .

In respect of time—estimating the speed, including
stoppages, at 29. miles per hour on the equivalent dis-
tances on the three lines, we find it to amount—

h. In.
By the Coast line to
By the Lune line '3 28
By the Kendal line 3 20
It appears, therefore, notwithstanding the mechani-
cal disadvantages of the gradients on the inland lines
as compazed with those on the coast line, that the ex-
pepse to the traveller, as well as .the time of performing
his journey, would be considerably greater on the latter
line than on either of the former.
We have next examined the claims of the three lines
as regards the amount of population and present coach
and mail traffic. The amount of population per mile
has been found by dividing the total population within 10
m:les on each side of the respective lines by the number
of miles, employing in each case the census of 1831,
and the amount of coach traffic has been determined
in the usual way, from returns supplied to us from the
Stamp-Office.
We thus find—