The Hawaiian star. [volume] (Honolulu [Oahu]) 1893-1912, 1894-07-03
THE RAILROAD OF THE FUTURE.
Lartieue's Single Rail Scheme May Eventu'
ally supersede the Present system.

Lartieue's Single Rail Scheme May Eyentu- |
ally supersede the Present system.
We recently pointed out that express |
trains In England seldom maintain over |
long distances an average speed exceeding |
80 miles IN hour and that the same thing |
might l g said of the United States No
doubt ell Sineers have demonstrated on the
English Great Northern railway and on our
New Yc K Central that 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 mentisned is the highest
speed consistent with safety.
What are the conditions which have i'm
posed this conclusion' 1t is the curves Of
the existing lines which render long con-
tinued movement at a speed of 90 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 In the absence of such an in
crease of weight and strength, which is eco
nomically impracticable, 100 mile express
would fl " Off the rails at the first sharp
curve. The fact is familiar to every COM
petent engineer. Heknows the mathemat-
ical relation of curves to speed. He knows,
for instance, that the force tending at a
given curve to throw off the rails train
moving at the rate of $50 miles an hour
would be about 81 times greater than that
which train resists when running at go
miles an hour. 1t 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 is
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 routesi
1t appears from the London Spectator that
this question is answered in the affirmative
by Mr. Behf in a 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 astride a single rail raised to a
height of four feet from the ground on
steel trestles, on either side of which, but
On 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 a treble rail line, although the
hard work is done on the raised central rail.
But whatever name should be given 10 the
system it is said that instability ana Sc
curity of the cars, mounted on the central
rail saddle, with the guide rails serving as
stirrups, are such that is almost impossible
for train to be thrown off the track. When
curves are encountered the rail is canted
transversely to a degree calculated to neu-
tralize the centrifugal force, and if the can't
ing does not suffice the surplus of centrifu-
gal tendency is counteracted by the joint ac-
ton of the central rail and inner guide rail
AS we have said. the Lartigue system is
no untIied proposal. 1t is now working
for a short distance, 9H miles, from Listo
vel to Blllybunion 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 go to show that, even fol
speed If $50 miles an hour, the demand
made upon the Lartigue lines would not
exceed, in the case of the most unfavorablt
curve, the normal limit of strain at present
allowed
If these claims can be sustained, it seems
clear that the Lartigue system may render
unprecedented rates of speed not only me
chanically 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 motol
power need not stop the way. Mr.. Behr es
Inmates that the cost of constructing OF
either side of the existing main line from
London to Brighton Lartigue line to bt
worked by electricity at a speed of from 12(
to150 miles an hour, including rolling stock
generating plant and all appliances fol
working trains, would not exceed S. 900, 900
tits commended that by this means Brighton
which is so miles away, could be reached il
20 or 25 minutes ride from the British me
tropolis-New York Sun