. Revised and enlarged ed. of the science of railways . ^ sleeping-car,weighing sixty tliousand pounds, was, -in theopinion of many railway men, entirely too coaches weighing eighty thousand pounds,and sleepers weighing one hundred thousandpounds, have since been in common use. Thelight rail has been succeeded by one weighing. Austrian Car for Liquids. ninety, and, in some instances, one hundredpounds. Engines weighing from sixty to onehundred tons have taken the place of the forty-five ton engines. An interesting question, and one continuallyrecurring in railroad practice, is whethe
. Revised and enlarged ed. of the science of railways . ^ sleeping-car,weighing sixty tliousand pounds, was, -in theopinion of many railway men, entirely too coaches weighing eighty thousand pounds,and sleepers weighing one hundred thousandpounds, have since been in common use. Thelight rail has been succeeded by one weighing. Austrian Car for Liquids. ninety, and, in some instances, one hundredpounds. Engines weighing from sixty to onehundred tons have taken the place of the forty-five ton engines. An interesting question, and one continuallyrecurring in railroad practice, is whether loco-motives are made to earn the maximum amountof which they are capable. Experiments withtonnage rating on grades show a general increasein the average nu;nber of cars per train. Fromthe service rendered by locomotives the carrier 166 RAILWAY derives his revenue. One important way, there-fore, of increasing revenue, is to compel thelocomotives to do more work. This is all themore important in view of the fact that re-duction of rates caused by sharp competitionhas decreased the earning capacity of Ameri-can railroads until the carrier receives less forhauling a car containing eighty thousand poundsof freight than was formerly obtained from acar containing twenty thousand pounds. In thisconnection a writer estimat
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