354 RAILWAY CONSTRUCTION. 



receipts on those lines where only first and third-class carriages 

 are used. The elimination of the second class may at first sight 

 appear an innovation; but if there is not any pecuniary loss 

 sustained, there must be a gain in the reduction of unoccupied 

 seats to be hauled. It is customary to provide in every train a 

 liberal number of spare seats of each class to meet contingencies ; 

 and the omission of one class may mean the saving of two or 

 three carriages a very important item in locomotive power. 



On important through lines high-speed running has become a 

 leading feature, and compels a very efficient standard of perfection 

 in works and rolling-stock to effect its attainment. There is no 

 indication of remaining contented with what has been already 

 accomplished ; on the contrary, the spirit of restlessness is always 

 urging to do something more. The travelling public speak as 

 calmly now of a speed of seventy miles an hour as they did of 

 thirty-five a few years ago; they thoroughly recognize the 

 value of railways, and they merely desire to travel still faster. 

 The incentives of emulation and competition are ever present to 

 encourage further and further reduction of the running time, 

 and the railway that offers a special fast through service for 

 some of its passenger and mail trains, reasonably expects its 

 popularity and patronage to be in the ascendant. Much has 

 been done in permanent way and equipment to make the present 

 high speeds possible, but more will be required if the speeds are 

 to go on increasing. The passenger carriages for such work 

 must be very substantial, and naturally heavy. The locomotives 

 to haul a long train must have increased power and weight, and 

 will necessitate stronger rails to carry the greater rolling loads. 

 With the present system of motive-power, the heaviest item is 

 the locomotive, and its weight must always determine and 

 regulate the character of the works and permanent way. Rails 

 weighing 90 pounds per yard are becoming common, and there is 

 clear indication that before very long sections weighing from 

 100 to 120 pounds, or more, per yard will be brought into use on 

 many lines. There will be no difficulty in making a permanent 

 way strong enough for rolling loads very far in excess of any- 

 thing in the present practice ; but it will be costly, and the extra 

 expense per mile, extended over a few hundred miles, will 

 represent a sum so large as to raise the question in many cases 

 whether the probable advantages and additional remuneration 

 to be obtained will warrant the outlay. 



