under the companies acts, by conforming to the provisions set forth in such act, and thereupon shall cease to retain its registration under this act. 22. Every person or member having an interest in the funds of any society registered under this act may inspect the books and the names of the members at all reasonable hours at the office of the society.

23. The sheriff in Scotland shall, within his county, have the like jurisdiction as is hereby given to the judge of the county court in any matter arising under this act.

24. A general statement of the funds and effects of any society registered under this act shall be transmitted to the registrar once in every year, and shall exhibit fully the assets and liabilities of the society, and shall be prepared and made out within such period, and in such form, and shall comprise such particulars as the registrar shall from time to time require; and the registrar shall have authority to require such evidence as he may think expedient of all matters required to be done, and of all documents required to be transmitted to him under this act; and every member of or any depositor in any such society shall be entitled to receive, on application to the treasurer or secretary of that society, a copy of such statement, without making any payment for the same. 25. All penalties imposed by this act, or by the rules of any society registered under this act, may be recovered in a summary manner before two justices, as directed by an act passed in the eleventh and twelfth years of the reign of her present Majesty Queen Victoria, chapter fortythree, entitled, "An act to facilitate the performance of the duties of justices of the peace out of sessions within England and Wales, with respect to summary convictions and orders."

26. This act may be cited as "The industrial and provident societies act, 1862."

SCHEDULE OF MATTERS TO BE PROVIDED FOR IN THE RULES.

1. Object and name and place of office of the society, which must, in all cases, be registered as one of limited liability.

2. Terms of admission of members.

3. Mode of holding meetings and right of voting, and of making or altering rules.

4. Determination whether the shares shall be transferable; and in case it be determined that the shares shall be transferable, provision for the form of transfer and registration of shares and for the consent of the committee of management and confirmation by the general meeting of the society; and in case shares shall not be transferable, provision for paying to members balance due to them on withdrawing from the society. 5. Provision for the audit of accounts.

6. Power to invest part of capital in another society; provided that no such investment be made in any other society not registered under this act, or the joint stock companies act, as a society or company with limited liability.

7. Power and mode of withdrawing from the society, and provisions for the claims of executors, administrators, or assigns of members. 8. Mode of application of profits.

9. Appointment of managers and other officers, and their respective powers and remuneration.

PROVISION AUTHORIZING INDUSTRIAL PARTNERSHIPS.

Extract from the "act to amend the law of partnership," 28 and 29 Victoria, chap. 86, (July 5, 1865:)

"No contract for the remuneration of a servant or agent of any person engaged in any trade, or undertaking by a share of the profits of such trade or undertaking, shall, of itself, render such servant or agent responsible as a partner therein, nor give him the rights of a partner."

APPENDIX F.

THE MANUFACTURE AND WEAR OF RAILS.

BY CHRISTER PETer Sandberg, Associate of the Institute of Civil Engineers. A paper (No. 1,196,) read before the Royal Society of Civil Engineers in London, March 3, 1868, by C. P. Sandberg, esq.; Charles Hutton Gregory, president, in the chair.

In these times, when communication between different places is carried on mainly by the system of railways, it becomes important to determine the best mode of manufacturing railway bars, so as to obtain the greatest amount of wear at the least possible cost. As this question is one of increasing interest, the author has thought it might be profitable to communicate to the members of the Institution of Civil Engineers the experience he has gained during the last six or seven years, while engaged in superintending the supply of rails to the three Scandinavian countries, Sweden, Norway, and Denmark.

The paper will be divided into three parts. First, as to the best method of manufacturing rails out of common iron, and as to the time they will last. Secondly, as to the disposal of the iron rails when they are worn out; and thirdly, as to whether iron or steel, or a combination of the two materials, is the most economical to use for rails.

BEST METHOD OF MANUFACTURING RAILS FROM COMMON IRON.

The mode of manufacturing rails for Sweden, as carried out in Wales between the years 1856 to 1860, consisted in hammering the pile for the top slab after the first welding heat, and in rolling it after the second heat. It was supposed that hammering would produce a superior weld and a harder wearing surface than could be obtained by rolling alone. This method was, however, gradually superseded at other works in England and in Wales, during the period referred to, by rolling only. Hammering the slab, after the first welding heat, entailed an additional charge of 208. per ton; it therefore became the duty of the Swedish government to determine, by practical trials, whether the value of the finished rail was correspondingly increased. With this object in view, several rails were rolled, and arrangements were made for putting them down in such situations, on some of the English lines, as would expose them to severe wear. The experiments further aimed at discovering, if possible, how long the rails manufactured at the Cwm Avon Works, in South Wales, and imported into Sweden, would resist the traffic in that country. Five different kinds of "piles" were employed; twenty rails, of a flange section, 44 inches deep, and weighing 62 pounds per yard, being rolled of each particular sort. The mode of manufacture was as follows:

The rails marked T were made from a pile formed of No. 2, or welded iron, for the top and bottom, the rest of the pile being of No. 1 puddled bar iron. The top slab and the squares next to it were made from a hammered bloom of ordinary puddled iron, and filled in at the middle with crop ends from top slabs, and other pieces of No. 2 iron.

The rails marked Y were made from a pile of the same composition as that of the Trails, with the difference that the pile for the top slab consisted of puddled bars, without any welded iron pieces or crop ends being introduced in the middle of the pile.

The pile for the rails marked H was composed of a top slab made from puddled bars, hammered after the first heat, and rolled after the second heat, similar to the rails marked Y, the iron for the flange consisting of four pieces instead of eight.

The pile for the rails marked E was exactly similar to that for the rails marked H, excepting that the pile for the top slabs was rolled after the first heat, as well as after the second heat. This difference in the mode of manufacture was adopted in order to discover whether, in this common iron, hammering improved the rail to a corresponding extent. Instead of No. 2 iron, puddled bars were chiefly used for the squares near the slab, and for the foot of the rail.

The pile for the rails marked N consisted of puddled bars without any top slab. All the piles passed through the rolling successfully with the exception of the N rails, some of which showed cracks, owing to the inferior quality of the puddled bar.

The London and Northwestern Railway Company, being interested in the solution of this problem, allowed experiments to be made on their line, so far as the wear of these experimental rails was concerned. The experiments were carried out at Camden Town Station, where the rails could be better and more thoroughly tried than elsewhere. First, on account of the enormous traffic which obtains at that spot; secondly, from the constant shunting, and, thirdly, owing to the grinding action of the engine wheels in starting the trains. The result of these experi ments is shown in a series of tables, drawn up by Mr. H. Woodhouse, superintendent of permanent way. (See Appendix.)

The following table shows the number of tons passed over each experi mental rail before it was crushed, and also before the rails were taken out:

Another table, calculated from the preceding one, shows how long the rails will last, supposing them to be passed over by 3,000 trains yearly

each train being composed of an engine weighing 30 tons, and of 20 wagons of 10 tons each, or a gross load of 230 tons.

From these tables it was ascertained that the five different descriptions of rails were on the average crushed in six years, and worn out in nine years, thus:

T.

Y.

H.

E.

N.

Crushed. Worn out. Crushed. Worn out. Crushed. Worn out. Crushed. Worn out. Crushed. Worn out.

Years. Years. Years. Years. Years. Years. Years. Years. Years.

Years.

5

7

6

7

5

7

10

13

5

8

As the object of these experiments was chiefly to ascertain the difference between a rolled and a hammered slab, both made from inferior iron, E representing the former and H the latter, those rails were placed so as to compare their relative resistance to wear; and the result shows the E rail with the rolled slab to be superior at each place where the rails were tested.

Among the other descriptions of rails the N section endured the longest, although it had no top slab of No. 2 iron.

The conclusion is thus arrived at that hammering after the first welding heat, for this particular kind of iron, does not improve the endurance of the rails, but that the simplest mode of manufacture has also the material advantage of being the best. These trials at the same time establish the fact that it is not the wear or the diminished sectional area caused by abrasion which produces the unsatisfactory results in the endurance of iron rails, but the lamination caused by imperfect welding. This explains the great difference in the result between the wear of rails made in exactly the same way, the welding in the one case being perfect, whilst in the other it has been very imperfect.

The results obtained at the Camden Town station, however, are not applicable to the circumstances and conditions of the wear of rails which occurs under ordinary traffic, but rather to exceptional situations, where the wear is occasioned principally by the frequent use of the brakes and by continual shunting, in a much higher degree than at any other point of the line. These results may also be attributed, in part, to the great weight of the locomotives in proportion to the weight of this particular section of rail.

Rails of the same dimensions and of similar quality of iron to those marked E have been tried on the Great Northern railway, and have lasted during the passage of about 65,000 trains of a total aggregate weight of 13,000,000 tons, one-fourth part of this traffic being at a speed of about 40 English miles per hour, and the remaining three-fourths of

15 miles an hour.

These experiments confirm the rule laid down in Mr. R. Price Williams's paper "On the Maintenance of Permanent Way,” viz., that