Watertown republican. [volume] (Watertown, Wis.) 1860-1906, 1894-02-07
THE RAILROAD OF THE FUTURE.
Lartigues Single Rail Scheme May Eventu-
ally Supersede the Present System.


ally Supersede the Present System.
We recently pointed out that ex-
press trains in England seldom main
tain over long distances an average
speed exceeding fifty miles an hour,
and that the same thing might be said
of the United States. No doubt en-
gineers have demonstrated on the En-
glish Great Northern railway and on
our New York Central that short sec
ton 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 S the highest speed
consistent with safety,
What are the conditions which have
imposed this conclusion? 1t is the
curves lie existing lines which rem
der long continued movement at
speed of ninety or 100 miles an hour
impossible, unless the weight OF the
engines and trains should be increased
far beyond what the bridges and road
bed would bear. In the absence Of
such an increase of weight and
strength. which is economically inn
practicable a 100 mile express would
fly off the rails at the first sharp
curve. The fact is familiar to every
competent engineer. lie knows the
mathematical relation of curves to
speed. He knows, for instance, that
the force tending at a given curve to
throw off the rails a train moving at
the rate of $50 miles an hour would be
about o. times greater than that
which train reSiStS when running at
sixty miles an hour. 1t follows that
the existing lines must DC both
Strengthened and strengthened If the
present average speed of express
trains is to be materially heightened.
Such Strengthening and strengthen
ing is practically out of the question.
owing to the tremendous outlay that
would be involved. Is there, then.
any way of obtaining new rates of
speed on the old routes? It appears
from the London Spectator that this
question is answered in the affirm
ative by Mr.. Behr in d pamphlet ad-
vocating the application to exist
ing routes of the Lartigue single
rail system. In this system, which.
as we shall see, is no visionary
scheme, but is actually III operation,
the ears sit astride single rail raised
to a height of four feet from the
ground on steel trestles, on either
side of which, but two and half 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 a 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 and
security of the cars, mounted on the
central rail saddle, with the guide rails
serving as stirrups, are such that it Is
almost impossiki> for train to be
thrown off the track. When curves
are encountered, the rail is canted
transversely to a degree calculated to
neutraiize the centrifugal force, and
if the canting does not suffice the sur
plus of centrifugal tendency is coun-
teracted by the joint action of the cen
trail rail and inner guide rail.
As we have said, the Lartigue sys-
tenn is no untried proposal 1t is now
working for d short distance. nine and
a half miles, from Listowel to Bally-
bunion in Ireland, and an application
Of the principle on much larger scale
has been made in the department of
the Loire in France. The calculations
Ee1dUluP 10 the SIdUIlIUN ana Safety o.
cars run on this plan GO to show that,
even for a 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 nor
NAL limit of strain at present allowed.
Z If these claims can be sustained, it
seems clear that the Lartigue system
may render unprecedented rates of
speed not only mechanically but
financially possible, for the
single rail can be laid side by
side with the present lines Oh the ex-
listing routes The financial difficulty
which would be presented, were new
routes required, being eliminated, 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 Brighton Lar
tigue line to be worked by electricity
al a speed of from 100 to $50 miles an
hour, including rolling stock, general
ing plant and all appliances for work
| ing trains, would not exceed S., OOO,-
900. 1t is contended that by this means
Brighton, which is fifty miles away,
could be reached in twenty or twenty
five minutes ride from the British me-
tropolis.