RAILWAY CONSTRUCTION. 357 



the rails. There would also be the saving of the dead weight of 

 the tender, the fuel, water, and other minor accessories, as well 

 as the advantage that the active power would be applied in a 

 rotary form instead of reciprocating. 



There are important interests at stake in the perfecting of 

 this new system of haulage, and day by day new developments 

 are being made to add to its efficiency and reduce its cost. 

 Existing railways will, however, naturally require some very 

 convincing proof of the all-round superiority of electricity 

 before adopting that power generally in place of their present 

 locomotives. The latter, with their corresponding workshops 

 and appliances, represent so large an amount of invested capital, 

 as to demand most thorough trials and investigation of the new 

 power before they are superseded ; nevertheless, if further ex- 

 perience proves that electrical power is better and cheaper than 

 the ordinary steam locomotives, then the change will un- 

 doubtedly be made. 



Under whatever system of haulage the acceleration of trains 

 be obtained, the increased speed will call for increased precau- 

 tions in the selection and proving of the materials to be used in 

 such service. Rails must be made more uniform in quality, and 

 must be free from the imputation of fracture under regular wear. 

 Notwithstanding the great improvements made in the prepara- 

 tion of the steel, and in the rolling, there are still far too many 

 steel rails which break under traffic to allow rail-makers to rest 

 satisfied with their work. Something is still wanting in the 

 manufacture to effectually remove this disposition to fracture. 

 The safe rail, the rail of the future, must be one that may bend 

 and may wear, but will never break under ordinary use in the 

 road. Axles must be stronger and tougher, as they will have to 

 bear greater torsional strains than are now imposed upon them ; 

 and the wheels, of whatever type they are made, must be in- 

 capable of collapsing or falling to pieces upon the sudden and 

 severe application of the brake-blocks. A train, rushing along 

 at a speed of 70 or 80 miles an hour, may on an emergency 

 have to be brought to a stand in the shortest distance possible, 

 and the failure of either axles or wheels in the endeavour to 

 avert one form of accident would inevitably initiate another. 



To permit of unchecked high-speed running, many sharp 

 curves will have to be flattened, bridges will have to be built at 

 busy level crossings ; and points, crossings, and junctions on the 



