FAST AND HEAVY RAILWAY SERVICE. 
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Assuming an average output per train of 600 to 650 k. w. 
and a cost of power at the station of about 1.25 cents per 
kilowatt hour, which should be quite attainable in a station 
of 4000 to 5000 k. w. capacity, the energy itself should 
not cost above eight cents per train mile including all 
station charges. Repairs and depreciation on line, motors 
and rolling stock, and labor on trains should not more 
than double this figure, so that fifteen to sixteen cents per 
train mile should cover the regular charges aside from ad- 
ministrative expense. As regards cost of roadbed, it 
varies so with conditions as to amount of grading, number 
of crossings, cost of labor and so forth, as to defy close es- 
timation. The rails themselves should not be lighter than 
ninety to one hundred pounds per yard and would cost 
$9000 to$ro,000 per mile of double track. The overhead 
electric structure, including the copper for high tension 
current and the track connections, should not cost more 
than $3000 per mile. The station complete with steam 
plant and all necessary electrical apparatus could be in- 
stalled ready for running for $350,000 to $400,000, perhaps 
less, for one hundred miles of road. The total cost would 
thus be for such a section probably not over $15,000 per 
mile, plus right of way and general construction of road- 
bed, etc. 
The total cost would thus be not much in excess of 
that of a first class steam road in the same situation, and 
with the volume of first class passenger, mail, special 
freight and express service to be expected between two im- 
portant termini, it would nearly always pay zf built for cash 
and operated for profit. 
For elevated roads electric traction cannot be in the 
future treated as a luxury, but it must be considered a ne- 
cessity. Even were it notably more costly than traction by 
steam locomotives, instead of the reverse, public opinion 
from now on will compel its use in every new enterprise, 
and on existing roads will make abolition of the locomo- 
tive the price of the slightest municipal concession. 
Aside from this consideration the experience with the