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Economic Theory of Railway Location, The by A.M. Wellington
The Economic Theory of Railway Location by A.M. Wellington
An analysis of the conditions controlling the laying out of railways to effect the most judicious expenditure of capital
Hard cover Name written on one blank page- see photos. Inside hinge /binding cracked.
Copyright 1887 by A.M. Wellington printed 1911 SIXTH EDITION, Corrected
980 pages
CONTENTS
INTRODUCTION 1
PART 1. ECONOMIC PREMISES
I. THE INCEPTION OF RAILWAY PROJECTS AND CONDITIONS GOVERNING IT 13
II. THE MODERN RAILWAY CORPORATION 28
III. THE NATURE AND CAUSES CONNECTED WITH LOCATION WHICH MODIFY THE VOLUME OF RAILWAY REVENUE48
IV. THE PROBABLE VOLUME OF TRAFFIC AND LAW OF GROWTH THEREIN 75
V. OPERATING EXPENSES106[Maintenance of Way, 118; Fuel, 132; Repairs of Engines, 139; Repairs of Cars, 160; Train-wages, etc., 168; Summary, 80]
PART II. THE MINOR DETAILS OF ALIGNMENT
VI. THE NATURE AND RELATIVE IMPORTANCE OF THE MINOR DETAILS OF ALIGNMENT 185
VII. DISTANCE 195[Effect on Operating Expenses, 198; Effect on Receipts, 211; Law as to Connections, 219; Moral Effect of Short Line, 239.]
VIII. CURVATURE 242 [Danger of Accident, 245; Statistics of Curvature, 259; Difficulty in Making Time, 268; Effect on Smooth Riding of Cars, 275; Moral Effect to deter Travel, 276; Effect to obstruct the use of Heavy Engines, 278; Mechanics of Curve Resistance, 281; Rail-sections, 307; Effect on Operating Expenses, 313; Long Tangents, 324.]
IX. RISE AND FALL327[Classes of, 330; Laws of Accelerated and Retarded Motion, 331; Virtual Profiles, 346; Safe Limits of Undulations of Grades, 356; Limits of Classes, 366; Effect on Operating Expenses, 375; Estimating Amount of, 384; Vertical Curves, 385.]
PART III. LIMITING GRADIENTS AND CURVATURE.
X. THE RELATIVE IMPORTANCE OF GRADIENTS395
XI. THE LOCOMOTIVE ENGINE 399[Tables of Standard Dimensions, 407; Running-Gear, 421; Tractive Power, 434; The Locomotive Boiler, 449; The Cylinder Power, 457; Theoretical Gain by Expansion, 467; Causes of Loss of Efficiency, 470.]
XII. ROLLING-STOCK 485
XIII. TRAIN RESISTANCE 492[Freight-Train Resistance, 496; Starting Resistances, 511; Effect of Size of Wheel and Axle, 513; Velocity Resistances, 517; Train-Resistance Table, 524; Engine Friction, 530.]
XIV. THE EFFECT OF GRADES ON TRAINLOAD 536[Table of Capacity of all Engines on all Grades, 544; Percentage of Change in Net Load from a Change in any Grade, 554 ]
XV. THE EFFECT OF TRAIN-LOAD ON OPERATING EXPENSES560 [Cost of Increasing Weight of Engines, 56o; Cost of Increasing Number of Engines, 568; Proportion of Traffic affected by Rate of Ruling Grade, 576; Effect of a Difference in Ruling Grade, on the Cost of Distance, Curvature, and Rise and Fall, 581.]
XVI. ASSISTANT ENGINES 585[Power of Assistant Engines, 591; Duty of Assistant Engines, 598; Cost of Assistant Engines, 601; Comparison of Pusher Grades with Uniform Gradients, 604.]
XVII. THE BALANCE OF GRADES FOR UNEQUAL TRAFFIC608
XVIII. LIMITING CURVATURE AND COMPENSATION THEREFOR 620
XIX. THE LIMIT OF MAXIMUM CURVATURE 635[The Inherent Costliness of Sharp Curvature, 638; The Limiting Effect of Curvature, 645.]
XX. THE CHOICE OF GRADIENTS, AND DEVICES FOR REDUCING THEM 659[How to Project Low Grades, 66o; How to Project Pusher Grades;-Easy Gradients, 666; Heavy Gradients, 669; Expedients for reducing the Rate and Cost of High Grades, 675; Great Inclines of the World, 699.]
PART IV. LARGER ECONOMIC PROBLEMS.
XXI. TRUNK LINES AND BRANCH LINES 707[Law of Geometric Increment of Traffic, 708; Trunk Lines, Non-Competitive, 718; Competitive Trunk Lines, 723; Branch Lines, 731.]
XXII. LIGHT RAILS AND LIGHT RAILWAYS 737[Rails, 737; Expedient Economies, 748; Rails and Track Labor, 758.]
XXIII. THE ECONOMY OF CONSTRUCTION 762[Least harmful Economies, 764; Most harmful Economies, 768; Cross-ties, 775; Storms and Structures, 781.]
XXIV. THE IMPROVEMENT OF OLD LINES 785[Usual Defects, 787; Constructing Virtual Profile, 798; Remedying Defects, 799]
XXV. GRADE. CROSSINGS AND INTERLOCKING 809
XXVI. TERMINALS 818
PART V. THE CONDUCT OF LOCATION
XXVII. THE ART OF RECONNAISSANCE 831
XXVIII. OCULAR ILLUSIONS 843
XXIX. WHEN TO MAKE SURVEYS 856
XXX. THE FIELDWORK OF SURVEYS 860
XXXI. TOPOGRAPHY : ITS USES AND ABUSE 874
XXXII. MAPPING AND PROJECTING LOCATION 886
XXXIII. THE ESTIMATION OF QUANTITIES 895
APPENDICES
A. EXPERIMENTS ON THE RESISTANCES OF ROLLING-STOCK909
B. EXPERIMENTS WITH NEW APPARATUS ON JOURNAL FRICTION AT LOW VELOCITIES 913
C. THE AMERICAN LINE FROM VERA CRUZ TO THE CITY OF MEXICO via JALAPA, WITH NOTES ON THE BEST METHODS OF SURMOUNTING HIGH ELEVATIONS BY RAIL 925 [The usual List of Tables is omitted, as too voluminous. The tables and engravings are separately indexed at the back of the book.]
INDEX
Assistant Engines-Advantages589Balance of grades for593Cost of service602vs. Uniform grades604Projecting666
Branch Lines-Rules for laying out733-6
Cable Railways686
Choice between close lines583
Construction-Order of expedient economies764Worst errors in768
Curvature-Compensation for632
Curvature-Effect on accidents258 expenses321 use of heavy engines281 making time274 smooth riding of cars275 Maximum limit of653 Moral effect of277
Curve Resistance-Conclusions as to304
Dead Weight-Passenger, why tends to increase567
Distance-Effect on competitive receipts228 "non-competitive receipts234-6 "expenses209 Increasing, to secure more traffic238 Law as to connections 219 Moral effect of short line240
Freight Train Speed371
Grade Crossings - And interlocking811
Grades-Balance of, for unequal traffic, table185 Effect on passenger traffic580 "train-load, law as to554-6 GENERAL LAW FOR CHOOSING660 How to reduce in easy country665 PUSHER GRADES, pros and cons for 669 Relative importance of gradients, example396 Train-load on all grades, table546 Trains affected by grades576 Value of reducing grades572
Growth of Traffic-Geometric law as to715 Proper allowance for80-86
Inclined Planes586
Light Railways-Proper direction for economy761
Location -A priori basis for18 GENERAL LAW FOR GOOD660
Locomotives-Adhesive traction limits437 Dimensions, etc. 407-10 Train-load on all grades544
Long Tangents-Value of324
Mapping Surveys888
Minor Details-(Distance, Curvature, and Rise and Fall.) Comparative importance186
Narrow Gauge Old Lines-Best manner of improving808 Usual defects to be corrected788
Operating Expenses-Percentages179
Rails-Proper form of308 "weight of747, 761
Reconnaissance-Choice of lines to survey857 Fundamental rule for835
Revenue-Per head of population104
Rise and Fall-Effect on operating expenses381 Estimating amount of384 Limits of classes374 Safe limits for363-8
Sags-In grade-lines, to what extent admissible368
Superelevation-Proper rule for301
Surveys-Choice of lines to run860
Switchbacks-For thin traffic and great inclines950
Termini-Location of67
Topography-(Physical geography), Harmonizing line with655 (Mapping), Its uses and abuse860
Towns-Loss from not going to63-4
Traffic-How to estimate the probable volume of86, 95-102
Train-mile-Cost by items179
Train Resistance-Freight, amount502Passenger, amount518
Trunk Lines-Competitive, conditions of success731Non-competitive, rule for laying out720
Valley Lines-And inundations783Merits of, for railway lines856
Valleys-Descending into682
Vertical Curves-Laying out387Length of365
Virtual Profile-Nature and use of346, 351, 354
Preface
THE investigation of which this volume is the fruit had its origin in the preparation of a few notes for an anticipated location, and has since gradually expanded into a single magazine article, a short series of papers, and at last into a volume. Even the latter has been expanded far beyond the writer's original intention by the close and, it is to be feared, tedious attention to detail which he found continually more needful ; and it is kept within its present dimensions only by excluding considerable matter and superficially considering or neglecting altogether a number of subjects which thy writer deems of real importance for the correct conduct of location. In the improbable event that the sale of this volume should justify a thorough revision at some future day, he hopes to produce one more in keeping with the professional interest and importance of the subject, by rectifying the faults of omission and commission which he clearly perceives.
The writer does not intend to imply, however, that he has fallen into unacknowledged errors of fact or theory. All known errors have been frankly corrected as soon as discovered. For such others as may probably exist the writer can only hope that they will be regarded with that leniency which an exploration of a neglected field of labor may fairly ask. For such the present volume is, with all its imperfections. A recognition of the value of previous discussions of the same subjects would be a more welcome duty; but the writer deems it but simple justice to himself and his readers to declare frankly that, so far as his knowledge extends and he is competent to judge, all of the few existing discussions of the various leading topics of this volume are so superficial or so imperfect in method as to have little or no value as a guide for location. Some of them express correct views, and some of them will sometimes give correct results; but none of them are trustworthy, and several of those which are given under distinguished names are incredibly defective. The various problems of location, in fact, have been discussed or neglected by technical writers with an airy lightness which would convince an unskillful reader that they were either too simple, or too unimportant, or too well understood, for any careful analysis. And yet there is no field of professional labor in which a limited amount of modest incompetency, at $150 per month, can set so many picks and shovels and locomotives at work to no purpose whatever.
As a natural consequence of this general negligence, all our railways are uneconomically located, most of them in respect to their general route and system of gradients, and all of them in respect to the minor details of alignment, and in many cases these errors are shockingly evident. . . . In the care taken in this respect we are not advancing beyond, but rather falling below, the standard set up forty years ago, when the art of designing railways started out in this country with such brilliant promise. The works of Latrobe and Jervis and Thomson and Whistler show a truly remarkable ability, considering their early day, and bear the clearest marks of original and self-reliant thought : but the great men of that earlier day have no successors; for we have done nothing but copy them ill ever since, and a copyist is not a successor. We copy their errors, but we do not copy that admirable habit of personal investigation and far-sighted intellectual courage which created precedents, and has made the work of their hands-in despite of many faults-the high-water mark of American locating skill.
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