Walker Lake bulletin. (Hawthorne, Nev.) 1883-1926, 1900-05-30
SPEED OF FREIGHTS.
Western Railroad Companies Talk
of Reducing It
Proposed Reform In Running nate
Gives Promise OF Great saving
In Expense and Wear
and Tear.

Railroad officers are seriously consid
cring the possibility of reducing freight
train speeds, and we believe that the
subject is 10 be introduced at the next
meeting of the Western Railway club
by gentleman quite competent 10 pre-
eat it. we should not be surprised If
il is correct 10 say that no other single
reform would yield SO large an increase
in net earnings. A dozen or Is years
ago the doctrine was pretty ably stated
aud supported that there would be
actual economy in running freight
trains faster than they were then run,
for the losses in wages, in interest on
the equipment, in radiation of heat
from the boiler and engines because
of the longer time in service, and per-
haps other elements, united 10 make il
actually more expensive to move freight
trains al low speeds than al high speeds.
But even then the highest speed seri-
ously contemplated as economical was
20 miles an hour, with 81 rs the maxi
mum at very favorable points.
1t is probable that the notions then
1
effect in practice during the interyen-
ing period, although questionably
the one great reason why freight train
speeds have been run up TO The wasteful
height that they have now reached is
the pressure for getting and holding
competitive traffic. Engineering con-
alterations have had mighty little to do
with The case.
Areiorm such as is proposed falls into
thesame class as reduction OF passenger
train speeds and cutting of duplicate
passenger service kind of reform often
discussed, but in which little has yet
been accomplished. A wise control of
freight train speeds would not reduce
the expenditure of productive energy,
but II would save waste, and so it would
not only add TO the wealth OF the rail-
road companies which might have the
courage ~ carry out such reform, but
it would add to the wealth of the world.
We judge that there can be little ques-
ton as TO the possibility of such saw
ing, considered from an engineering
standpoint. The great difficulty will
come from the traffic department. But
the engineers can al least try to analyze
the subject and to state somewhat def
niteiy the sources OF waste aid the
amount of the economies TO be possibly
attained.
oovious that at slow speeds heav-
| Ter trains can be hauled. We at once
introduce here an economy in wages.
Ii we do the same work with three
trains that was formerly done with five
trains we save part Of the wages Of
the crews of two trains. Obviously, all
OF these wages cannot be saved, because
as trains are run slower they must be
longer On The road, and, although wages
arc based on the length of run, still
they must ultimately come down to the
beais OF time spent.
In spite of the ingenious argument
thai tie longer the locomotive is on the
road the greater will be the loss of heat
by radiation, nevertheless, it will prob
ably be admitted by almost every body
that a great deal of fuel can be saved
by running freight trains slower than
many OF them are now run, inasmuch as
greater amount of heat energy in the
coal will be transferred to available
energy in the steam at some compare
lively low speed.
These, we take it, are the chief ele-
ments of economy, namely, wages and
fuel, bit there are other elements which
must be important. The reduction OF
the cost of maintenance of track and
equipment would be considerable.
Aside from the saving in normal wear
and tear, there would be a certain saw
ing-probably not great, but still sig
niiicant-in the losses through acct
dents. 1t is matter of common knowl-
edge that many derailments, such, for
example, US those from broken wheels,
have been made much more costly BY
his speed than would have been the
case at low speed.
Ii is not clear that, generally speak
ing, saving could be made by The more
regular and uninterrupted movement
of tie traffic over the road if freight
trains were run at low average speeds.
1t IS easy to see that with mixed trait
tie the operating difficulties might be
increased but on the other hand, il
seems reasonable that on most roads
freight trains could jog along at slow
ard steady pace ard keep their inter.
vas and keep out of the way of the rela-
lively few fast trains just as we'll as II
the average freight train speed was
high. Possibly they could do this even
better at normally low schedule
Railroad Gazette.
No Panic In England.