On important through lines high-speed running has become a leading feature, and compels a very efficient standard of perfection in works and rolling-stock to effect its attainment. There is no indication of remaining contented with what has been already accomplished; on the contrary, the spirit of restlessness is always urging to do something more. The travelling public speak as calmly now of a speed of seventy miles an hour as they did of thirty-five a few years ago; they thoroughly recognize the value of railways, and they merely desire to travel still faster. The incentives of emulation and competition are ever present to encourage further and further reduction of the running time, and the railway that offers a special fast through service for some of its passenger and mail trains, reasonably expects its popularity and patronage to be in the ascendant. Much has been done in permanent way and equipment to make the present high speeds possible, but more will be required if the speeds are to go on increasing. The passenger carriages for such work must be very substantial, and naturally heavy. The locomotives to haul a long train must have increased power and weight, and will necessitate stronger rails to carry the greater rolling loads. With the present system of motive-power, the heaviest item is the locomotive, and its weight must always determine and regulate the character of the works and permanent way. Rails weighing 90 pounds per yard are becoming common, and there is clear indication that before very long sections weighing from 100 to 120 pounds, or more, per yard will be brought into use on many lines. There will be no difficulty in making a permanent way strong enough for rolling loads very far in excess of anything in the present practice; but it will be costly, and the extra expense per mile, extended over a few hundred miles, will represent a sum so large as to raise the question in many cases whether the probable advantages and additional remuneration to be obtained will warrant the outlay. To some extent the increased speed may be attained by dividing the 355 present long trains into two shorter trains, with a fair interval of time between them. There are many splendid locomotives now running, which on a fairly level line can reach a speed of considerably over seventy miles an hour with a short train, but would be quite incapable of doing so with a long train. At the same time it is possible that if passengers increase in the same proportion as the inducements provided, the short train might not be sufficient for the numbers presented, and there would be no other alternative but to resort to still greater rolling loads and stronger hauling power.