. The American railway; its construction, development, management, and appliances . pest curves. There speaking of locomotives, the author of the article, who is an English engineer of high authority, says :American practice, many years since, arrived at two leading types of locomotive for passenger, andfor goods traffic. The passenger locomotive has eight wheels, of which four m front are framed in abogie, and the four wheels behind are coupled drivers. This is the type to which English practice hasbeen approximating. The italics are ours. * The statistics of ten leading English and ten leadi
. The American railway; its construction, development, management, and appliances . pest curves. There speaking of locomotives, the author of the article, who is an English engineer of high authority, says :American practice, many years since, arrived at two leading types of locomotive for passenger, andfor goods traffic. The passenger locomotive has eight wheels, of which four m front are framed in abogie, and the four wheels behind are coupled drivers. This is the type to which English practice hasbeen approximating. The italics are ours. * The statistics of ten leading English and ten leading American lines, given by Dorsey, show the fol-lowing results : i. The cost per year of the rations, wages, fuel of an American locomotive is $° I ofan English locomotive, $3,080. 2. Average yearly number of train-miles run by American locomotive,23,928; English locomotive, 17,539. 3- Yearly earnings: American locomotive, $14,860; English loco-motive, $10,940, although the English freight charges are much greater than those of the United States. THE BUILDING OF A A Steep Grade on a Mountain Railroad. are, on our main lines, curvesof less than 300 feet radius,while, on the Manhattan Ele-vated, the largest passengertraf¥ic in the world is conduct-ed around curves of less than100 feet radius. There arefew curves of less than 1,000feet radius on European rail-ways. The climbing capabilities ofa locomotive upon smooth rails were not known until, in 1852, Mr. B. H. Latrobe, Chief Engineerof the Baltimore and Ohio Railroad, tried a temporary zigzag gra-dient of 10 per cent.—that is 10 feet rise in 100 feet length, or 528feet per mile—over a hill about two miles long, through which theKingwood Tunnel was being excavated. A locomotive weighing28 tons on its drivers took one car weighing 15 tons over this linein safety. It was worked for passenger traffic for six daring feat has never been equalled. Trains go over 4 percent, gradients on the Colorado sys
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