122 
Broken stone fulfills these conditions best, especially as to drainage. 
Water remains longer between the rails and ties with the longitud- 
inal tie-systems than with that of cross-ties, as on account of the solid 
body below it is drained off more slowly : therefore in winter the gravel 
bed forms a frozen body. If this thaws from above, the long tie may 
lie entirely in a thawed bed and the cross-connection in a frozen bed. 
Then the cross-connections are r^oints between which the long ties with 
the rails must lie free or imperfectly supported. From this occurrence 
danger must be apprehended, especially in changing weather. 
Another objection is made on account of frost-heaving. If in a wooden 
structure one rail is thus lifted, the other can be accommodated. But 
in iron structures a greater diversity of heaviugs must occur, which are 
not so easily remedied. 
The Boyal Prussian Bailway management, however, using Haarman's 
long-tie system, rinds this objection not sustained even in protracted 
frost weather, and considers this system efficient as well as easily and 
cheaply maintained. 
On the Braunschweig railroads the irou superstructure (long tie) upon 
hard subsoil is not easily maintained in wet weather. 
The same experience has been made in Lorraine. 
But on the Bhenish system, on well-drained ground, no difficulty is 
experienced. 
On the road from Calbe to Blankenheim (mountainous), where more 
than 60 miles of Hilf long ties are laid, the cost of maintenance is 
double that of wooden ties, the reason among other causes being the 
bad condition of the bed material, a loamy and clayey sand, which be- 
comes slippery after every rain. 
A simple cross-tie system and broken- stone ballast is recommended 
on badly drained soils. 
COST.* 
Ihe item of cost is naturally of primary importance with good finan- 
ciers, but for a perpetual concern like a railroad the first cost is not 
always the most important factor of calculation. 
In fact, the saving of labor for renewals and maintenance is now the 
vital question in the cost of railroad working. TVhen this is brought 
to a minimum by perfection of road, safety and comfort in traveling, as 
well as a dividend, will be secured. 
According to Sandberg. who advocates only the most solid structure, 
the desirable metal tie may be said to cost as much per ton and wei^h 
as much per mile of line as the rails themselves. 
Gustav Meyer says : 
•• Iron cross-ties of 110 pounds weight, costing *1.?3 each, mnst last twenty-five years 
in order not to involve an annnal charge of more than 9.8 c. (average annual charge 
for wooden ties on German roads)." 
* For original cost of metal ties now in use. see table, i). 115. 
