XL. C. 0. BURGE. 



mentioned line, this meaning, at a speed of 110 miles per 

 hour, a pull up in 1,000 yards and in 37 seconds, the 

 maximum at present, with ordinary express speed, being 

 not much more than half of these. The question is, whether 

 a passenger, facing forwards, would not be thrown into the 

 arms of his vis a vis, by such a sudden stop. 



Another inconvenience is that which will be caused to 

 the passenger by excessive tilt on curves. In order to 

 have the resultant between gravity and centrifugal force 

 normal to floor of vehicle, at 110 miles per hour, on a 30 

 chain curve, as sanctioned on the Manchester Liverpool 

 line, the car will be tilted 22° out of the vertical, while on 

 the curve, and a 12 stone passenger would become virtually 

 a 13 stone one pressing at that angle on his seat, that 

 being the resultant between his weight and the 67 tfos. of 

 centrifugal force acting upon him. If, as proposed on that 

 line, the seats .are longitudinal, that is to say omnibus 

 fashion, the effect would be decidedly unpleasant, and 

 possibly dangerous, as the swing from the vertical position 

 of tlie car on the straight to the 22° of inclination on the 

 curve, even if long easing curves were used, would be very 

 sudden, as about 2\ chains would be passed over in a second 

 of time. Such sharp curves, however, would not be pos- 

 sible, under such speed, for other reasons, on a bi-rail line, 

 and with easier ones, and with cross seating, the effects 

 would be greatly diminished. 



The mono-rail system has no raison d'etre for high speed 

 traffic, except as regards this superiority in holding the 

 train on to the road, in sharp curves, and it has so many 

 disadvantages as will presently be explained, that if there 

 is sufficient demand for such speeds, the expense in con- 

 structing a nearly straight ordinary bi-rail line would 

 probably be justified rather than incurring of those disad- 

 vantages. 



