700 



TRANSACTIONS OF SECTION G. 



Fig. 5 shows curves of horse-power plotted from this equation for various 

 weights of train. From this diagram a glimpse of the problem confronting loco- 

 motive engineers at the present day can readily be obtained. 



To illustrate the pcint consider the case of the Scotch express on the West 

 Coast route. 1 This is an historic service and goes away back to 1844, in which 

 year the first train left Euston for Carlisle, travelling by way of Rugby, Leicester, 

 York, and Newcastle, and occupying 154, hours. It was not until 1847, however, 

 that there was a through service to Edinburgh vid Berwick. 



In September 1848 the West Coast service for Edinburgh was established by 

 way of Birmingham and Carlisle, the timing being 8 hours 55 minutes to Carlisle, 

 and 12 hours to Edinburgh. 



In September 1863 the starting time from Euston was fixed at 10 a.m., and in 

 1875 the train ran vid the Trent Valley between Rugby and. Stafford, thus cutting 

 out Birmingham and shortening the journey to Carlisle from 309 miles to 

 299 miles, the timing being 7 hours 42 minutes to Carlisle, and 10 hours and 

 25 minutes to Edinburgh. The speed has gradually been increased, and in 1905 



gross, load £ g J> g J> § 



50 40 SO 



MILES PER HOUR. 



Fig. 5. 



the timing was 5 hours 54 minutes to Carlisle, and 84. hours to Edinburgh. Now 

 the timing is 5 hours 48 minutes to Carlisle, but is still 8| hours to Edinburgh. 



Three specific examples are plotted on the diagram, showing the power 

 requirements in 1864, 1885, and 1903 for this train. Typical trains in 1864, 

 1885, and 1903 weighed, including engine and tender, 100 tons, 250 tons, and 

 450 tons respectively. The average speeds were thirty-eight, forty-five, and 

 fifty-two miles per hour respectively. A glance at the diagram will show that 

 the power required to work this train was about 100 horse-power in 1864, 400 horse- 

 power in 1885, and 1,000 horse-power in 1903. 



It must not be supposed that the increase in the weight of the train means a 

 proportionate increase in the paying load. Far from it. On a particular day in 

 1903, when the total weight of the Scotch express was 450 tons approximately, 

 the weight of the vehicles was about 346 tons. There were two dining-cars on 

 the train, and the seating accommodation, exclusive of the seats in the dining- 



1 I am indebted to Mr. Bowen Cooke for particulars of the Scotch Express 

 Service, 



