New-York tribune., 1901-02-11
DO HIGH SPEEDS PAYg

II is doubtful IL a better statement of the
reasons for operating railway trains at high
speeds has been made than that 10y Charles
Rous- -Marten in the February Engineering
Magazine" The writer addresses himself TO
the British rather than the American constitu-
ency Of that periodical being thoroughly alive
10 the superiority Of the railway practice on
this side of the Atlantic. But American rail
way managers are not all equally enterprising
and up 10 date A few of them may find
fresh consideration Of this subject profitable.
therefore. while the rest will be gratihed al the
recognition which their endeavors have received
abroad
AT the outset Mr.. Rous-Marten questions the
sounGness of the familiar doctrine that an I'm
provement in speed involves a disproportion-
ately great increase in fuel consumption A
comparison with the cost ar which an extra
knot in a steamships speed is secured Is inap-
propriate. because the medium through which
vessel forces it's way is so much denser than
air. II is undoubtedly true that il is necessary
10 burn more coal 10 increase the velocity OF
train on an up grade. but IL is absurd TO sup
pose that extra fuel is required TO obtain the
same result on a down grade. And as for level
running IL is still an open question whether.
after a certain speed has been developed,
further gain involves more than a triiing ad-
dition &c the fuel bill.
II is granted that a greater original invest
ment in roadbed rolling stock and signalling
apparatus is required where fast trains are 10
be run but this is partially or entirely offset by
reduced loss through accident and diminished
demands for damages. Again, on such line
more service can be got ont of two tracks than
out Of four on slow road. One advantage
which America enjoys over Europe in the iron
and steel industry is that in given time
secure larger output from the same plant,
the same output from a smaller plant. because
we work il harder. 4 more frequent renewal OF
furnaces and mill machinery is demanded, but
ii is held in this country that the additional
profit derived in the mean time more than com
| pensates for the loss. Mr. Rous-Marten affirms
that the same principle holds good in the opera
ton Of a railway. and hence that fast service
| pays better than slow service. OF course, the
interests Of the patrons Of a road are more
effectively promoted by high speeds than low
ones. But until recently il has not been evident
that the welfare Of the stockholders is similarly
affected.
There are two ways in which traffic is built
UP by high speeds. Where there are competing
routes patronage will naturally tend TO the
faster. This fact is forcibly illustrated by the
ocean liners. But even where there is no COM
petition IL is found that certain kinds OF busi-
ness can be won only by fast trains. Years ago
many English people were reluctant 10 make
the trip up into Scotland because the journey
seemed so long and tedious. But soon after the
race 10 Aberdeen" in 1895 reduced the time II
was found necessary TO double and even treble
the service during the summer months Like
consequences attended the experiment Of run
ming flyer from Camden to Atlantic City
hfty-hve and half miles in fifty minutes-to
enable Philadelphians 10 reach their favorite
seaside resort in the briefest possible time
Then. too. there are classes Of freight that Il
VIII pay TO ship only in case IL can secure rapid
transit II is automatic that the construction OF
new railway creates business that was un-
known before II seems 10 be equally tr1le that
definite improvement in existing facilities is
also attended with appreciabIe rewards