With the speed now attainable on railways, curves should be avoided with radii shorter than a mile. Expedients may diminish the resistance, but, through the negligence of engine drivers, they must always be attended with danger. Curves are not objectionable near the extremities of a line.
The worst position for a curve is the foot of an inclined plane, because of the velocity which the trains acquire in the descent, and the occasional impracticability of checking them.
In proportion as the speed of locomotives is increased by the improvements they are likely to receive, the objections and dangers incident to curves will be increased.
The difficulty which attends the use of long tunnels arises from the destruction of the vital air which is produced by the combustion in the furnaces of the engines. Tunnels on a level should, therefore, be from twenty-five to thirty feet high, and should be ventilated by shafts or other contrivances.
The transition from light to darkness, the sensation of humidity, and the change in summer from a warm atmosphere to a cold one, will always form an objection to long tunnels on lines of railroad intended for a large intercourse of passengers.
All the objections to a tunnel are aggravated when it happens to be upon an acclivity. The destruction of vital air in ascending it will be increased in exactly the same proportion as the moving power is increased. Thus, if it ascend 17 feet in a mile, the destruction of vital air will be twice as great as on a level; if it ascend 34 feet in a mile, it will be three times as great; 51 feet in a mile, four times as great, and so on.
If by an overruling necessity a tunnel is constructed on an acclivity, its magnitude and means of ventilation should be greater than on a level, in the same proportion as the resistance produced by the acclivity is greater than the resistance upon a level.
Tunnels should be ventilated by shafts at intervals of not more than 200 yards.
While a train is passing through a tunnel, no beneficial ventilation can be obtained from shafts. The engine will leave behind it the impure air which it produces, and the passengers will be enveloped in it before it has time to ascend the shafts. Sufficient magnitude, however, may be given to the tunnel to prevent any injurious consequences from this cause. A disagreeable and inconvenient odour will be experienced.