as such it is a success. It has reduced the time that was formerly occupied in passing from St. Michel to Susa by nearly one-half;[1] it has lessened the cost and increased the comfort to the passengers. The gauge (3 feet 7⅜ inches) is a mistake, inasmuch as it loses time and causes trouble by the transference of the passengers, limits the power of the engines, and renders the rolling stock unfit for general use, should the line be pulled up,—which, according to the terms of the concession which was granted to the promoters, is to be done when the great tunnel of the Alps is open for traffic.
The covered ways have been made too low, and the steam and smoke are driven down by the roof in an unpleasant manner.[2] If, however, the doors of the carriages are shut, but little inconvenience is experienced on this account.
The engines are not anchored as firmly to the line as the carriages, and their motions are very violent. There is, too, a certain vibration in the working parts of their machinery, which indicates that they are not perfect. In ordinary locomotives the oscillatory movements which are acquired (even at moderate speeds) from the inequalities of the road, are less likely to cause injury to the machinery than the same motion is to the locomotives on the Fell railway. With the former a certain amount of lateral play is possible over the base of the engine, but in the latter case it is impossible when the horizontal wheels and breaks are gripping the centre rail. Many of the working parts of these locomotives must be subjected to sudden and violent strains, which do not occur to others on ordinary lines.
The engines are admitted to be imperfect, and new ones are in course of construction. It is to be regretted there is a probability that the line will be pulled up at no very distant date,' as improvements are thus prevented from being carried out; otherwise there
- ↑ The trains take 5½ hours one way and 5¼ hours the other. These times are inclusive of an hour and a half of stoppages.
- ↑ It is said that a number of railway directors were nearly suffocated on one of the early experimental trips, and that peremptory orders were given to remove portions of the roof.
