The Providence news. (Providence [R.I.]) 1891-1906, 1893-12-14
TIE RAILROAD or THE FUTURE.
Iartigue's Single Rail scheme May Evcntur
ally supersede the Present system.

Lnrtigue's Single Rail scheme May Evcntur
ally supersede the Present system.
We recently pointed out that express
trains ia England seldom maintain over
long distances an average speed exceeding
80 miles an hour, and that the same thing
might be said OF the United States No
doubt engineers have demonstrated on the
English Great Northernlailway and on our
New York Central that a short section OF
straight track can be traversed much more
rapidly, but it has come To be accepted as
an axiom that under existing mechanical
conditions the rate mentioned is the highest
speed consistent with safety.
What are the conditions which have i'm
posed this conclusionY IL is the curves Of
the existing lines which render long con-
tinued movement at speed OF 80 or 100
miles an hour impossible, unless the weight
Of engines and trains should be increased
far beyond what the bridges and roadbed
would bear. la the absence OF such an in
crease of weight and strength, which is eco
nomically impracticable, 100 mile express
would ny of the rails at the first sharp
curve. The fact Is familiar to every COM
petent engineer. He knows the mathemat-
ical relation Of curves TO speed He knows,
for instance that the force tending at q
given curve TO throw Off the rails train
moving at the rate OF $50 miles an hour
would be about 614 times greater than that
which a train resists when running at 90
miles an hour. IL follows that the existing
lines must be both Strengthened and
strengthened if the present average speed
OF express trains is TO be materially height
ened.
Such Strengthening and strengthening il
practically out of the question, owing TO
the tremendous outlay that would be in
volved. Is there, then, any way of obtain
ing new rates of speed on the old routes2
1t appears from the London Spectator that
this question is answered In the affirmative
by Mr. Behr in pamphlet advocating the
application TO existing routes of the Lar
tigue single rail system. In this system,
which, as we shall see, is no visionary
scheme, but is actually in operation. the
cars sit astr1de single rail raised to a
height of four feet from the ground on
steel trestles, on either side of which, but
215 feet lower, is a small guide rail.
The wheels on which the cars run move
on the central rail, while the guide rails on
each side are gripped by smaller wheels.
To speak accurately, this Is not single
rail, but treble rail line, although the
hard work is done on the raised central rail-
But whatever name should be given TO the
system it is said that the stability ana se-
curity of the cars, mounted on the central
rail saddle, with the guide rails serving as
Etirrups, are such that is almost impossible
for a train 70 be thrown off the track. When
curves are encountered, the rail is canted
transversely to degree calculated to neu-
tralize the centrifugal force. and If the can't
ing does not suffice the surplus OF centrifu-
gal tendency is scounteracted by the joint ac-
tion OF the central rail and inner guide rail-
AS we have said. the Lartigue system is
no untried proposal. 1t is now working
for short distance, 91S miles, from Listo-
wei TO Ballybunion in Ireland, and an ap-
plication Of the principle ON a much larger
scale has been made in the department OF
the Loire in France The calculations re-
lating to the stability and safety Of cars
run on this plan 90 TO show that, even for
speed of $50 miles an hour, the demand
made upon the Lartigue lines would not
exceed, in the case of the most unfavorable
curve, the normal limit of strain at present
allowed.
If these claims can, be sustained. 10 seems
clear that the Lartigue system may render
unprecedented rates of speed not only me
chanicslly but financially possible. for the
single rail can be laid side by side with the
present lines on the existing routes. The
financial difficulty which would be present.
ed, were new routes required, being elimi-
mated, the provision of an adequate motor
power need not stop the way. Mr.. Behr es-
Inmates that the cost of constructing on
either side of the existing main line from
London to BfitshteHa a Lartigue line to be
worked by electricity at a speed of from 40
to 100 miles an hour, including rolling stock,
generating plant and all appliances for
working trains, would notexceed S.. .000, 600.
1t is contended that by this means Brighton,
which is so miles away, could be reached in
20 or 25 minutes ride from the British me-
tropols.-New York Sun.