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Nov. 24, 186OJ J The Saturday Analyst an...
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FOHEIGN CORLtESPOiXPEIvCE. ' ¦ . ;¦ . sp...
Note: This text has been automatically extracted via Optical Character Recognition (OCR) software. The text has not been manually corrected and should not be relied on to be an accurate representation of the item.
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Note: This text has been automatically extracted via Optical Character Recognition (OCR) software. The text has not been manually corrected and should not be relied on to be an accurate representation of the item.
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Stlffiet Eatlways^-Their Confeitkuction ...
moil , the damage , wer awful , and was a lesson neverto be forgotten . No break of ^ auge ought to exist where a branch line is made to meet a main line , bat street railways in large towns are looked upon in a widely different manner , and believing that to encourage bur railway companies to come into our cities at night with their locomotives and long- floods trains would be an intolerable nuisance , even if the strength of our streets would allow of it we hope a jyaiage will be ack > x > ted which will entirely prevent , their making 1 the attempt .
" The omnibuses upon the street railways in New York , having " wheels at distances of six feet between centre and centre , can turn readily in curves of CO feet radius ; with the wheels nearer together , they can turn safely in a curve of 10 feet radius . The traction force required to iiiove an omnibus containing 50 passengers with lug'yag-c . and weighing six tons , would be on a level only CO pounds , up 1 in 100 , three times the power , up 1 in 50 five times the power , & c . ; therefore , steep inclines must be avoided when the power required for the ascent exceeds that- of the horses intended to be employed on that particular road . " In Boston and Philadelphia the steepest gradient is 1 in 20 ; upon the proposed horse railways in France , between Clermoiit and Eiom ; there * fire
many gradients of 1 in 30 , and some short ones 1 in 25 ; in the United States there are inclines of 1 in JO , up which two horses draw an omnibus with 50 . passengers . Wo think when . these facts become generally known , that they will dispel many of the doubts of the practicability of currying * out street railways . In Londa d for instance , we have heard it said , " they ' can't get from Whitehall into St . Martiu ' s-lanc . " We think they can and will . Yv ' o may end this subject of ascending and descending inclines by remarking-. that the break power of Mr . Train ' s .. ' patent carriages is so powerful as to have the greatestnecessary control over the descent , and in no way trusting for steadiness to . , the hordes , whose only duty when harnessed to these cars , will be to pull and £ tiide , lior
not to stop . It is a -well-known fact to all stage-carriage . seowners in London , that it is the frequent strains Which horses meet with . in stopping suddenly and continually with heavy loads , which ruin half the best animals before they ought to be half- worn out . This new system will be one of the ij-reiit auxiliaries to the meritorious Society for the Prevention of Cruelty to Animals , we know a branch railway of four miles in the country where the average passengers per train arc not 25 , The- engine' employed weighs 19 tons , and a . first and second class carriage each weighing eight 'tons ; sometimes in the winter we have seen a composite used instead of the two before-named carnages , but that weighs eight tons . Here we have in the s-um ' wier season So tons dead weight to carry perhaps at times 10 O passengers ; and in the winter .. months 27 tons to cavrv generally 12 or 15 individuals . jN , a pair of
good horses in all such cases would be a great , boon to poor shareholders of great Companies , who will make expensive little branches because they see some poor coachman , whom they have previously driven off the i * oad by their main line opening , and who has opened a little country inn , and started a branch stage-coach , seems likely to be doing- well at it . " Oh , oh ! says the engineer , this fellow is making a good thing of it ; we must make- a branch , and have his snug little trade . " On the 8 th Avenue in Xew York they carry 50 passengers five miles in 30 minutes , or at the rate of 10 miles an hour ; on the 3 rd Avenue railway , which is 6-J miles long 1 , they carry 7 , 000 passengers daily , at a uniform rate of -2-hl . each . On . the Boston metropolitan railway , with a paid-up capital of 430 , 000 dollar * , the receipts from April to October , 1 S 57 , six month * , were 145 , 984 dollars ; the expenditure 300 , 8-11 dollars , leaving a balance enqaltoXI per centon the capital .
, Some of the omnibuses carry 100 passengers , and travel , with two horses , at the rate of five miles an hour , They are constructed to run in both directions , without-turning-, and a break is attached to thorn , so that they can start and pull up almost instantaneously . At a speed of eight miles an hour they eaii bo stopped in a distance of 40 feet , and at a loss velocity in half the letigtu of the carnage . The omnibuses run on lower wheels than the ordinary omnibuses ; the height of the door from the rails wldom boing mure than la inches . They are constructed roomy inside , having u height of / It ., and are fitted up with every reg-ard to the comfort ojthe purfsougerH , so that ladies and others who would not ride in the uiuUnury
ommbuses , have no objection to use thorn . They aro- not iound to oauso any obstruction to tho ordinary toaffio , and tho oasy motion oausos them to bo pinatbrred to tho jolting- omnibuses . Altogether thoy have pleased tho publio , and been reinunoratiAO to tho sharohpldovts in Amuriea , Tho usual oharge is live ouuts , or twoponoo halfpouuy , a halfpenny bfting added for oxtronao distanooa or for a transfer from , ono omnibuH ty another . Tho stroafc railways will oonoontrato tho trafllu into a siuuU apace , and prevent tho prosonfc ovei'erowdinia ; of tho Blrcutu ot London . A * Ilo of cabn to convey 100 people would occupy a quai-tev of a mile of road ; tho ujrnie number would travel m two railway oarringoB in a spaoo of 60 feet . There will bo leas wear and 1 ear of roadj and tho Hallway companies undertaking , the repairs themselves , will groatily rodueo tho expenditure ou lugum ^ ni a . ' . . . , 1 There are many lines admirably aduptvd for street railways--we name a few-of the principal , v . c , from Farrintfdon-stvpet , via
Holborn and Oxford-street , To Edgware-roaU and JUiiwn-gate $ and a branch from the Marble Arch to JJayswater ; from WestmijrefS ^ "il dg ?* to l ^ 6 italttff , 0 » -e ( ite and OlftjjhainvQoramon , - wip . ft b ^ itto lx f 0 F , B ? Ji 3 ( itpii from . Kenninaton-gate , and another branon up ii % Weitttftniteriroad to the Elephant and Qastle , and on tq Gbreenwioh , with , brandies for Cainbenvell and Peolchara ; from
Long-acre , via' Cranbourne-street , Leicester-square , and Piccadilly to Bromp ton ' , Fulhatn , and Hammersmith ; from , the junction of Ox ford-street and Tottonhani-court-road Up the Hampsteadvroad to the Mother Hed Capj Cainden town ; from . Paddington- ^ reen , incithc Marylebone and Euston-roads , to the Ang-el , at Islington , and thence along the New-road to the Bank ; froiH Hollo way , via ' Hig ^ hbury-place , Islington High-street , St . John ' s-istreet-road and AMersgate- street to tho General Postoffice ; from Leadenhali-strect ,.. via Whitechapel , to Bow and Stiatfordf ; from Stratford to " yValthamstow ; from Bishopsgatestreet to Kingsland-gate , Hackney , and Clapton ; from the Strand , over Waterloo-bridg i , to the Elephant and Castle ; all these lines ai ' . e nearly straight , or would requiro very slight curves , and would be most remunerative to the proprietors .
To enable these railway carriages to leave the rails and travel -on the common road , so as to facilitate passing other omnibuses on the same track , or passing- obstructions , Mr . James Samuel , C . E ., proposes a fixed projecting flange to the wheel , the flange being of such a strength and width that when the street railway omnibus is off the rails , it can run on the fltmsje , and when on the rail it ruiis on the periphery of the wheel . This we think a most excellent contrivance- ' and one-likely to ' answer ¦ ' the ' -pui-pose , and meet all objections to passing" and repasising 1 . Those two pamphlets ought to be read by everyone who feels an interest iri ' ' rovin ' g ' tiie streets of London , and by every shareholder of every railway company . Mr . Burn's book shows that it is not absolutely necessary to use a locomotive engine as a tractive powov , simply because the passengers arc conveyed in carriages which van in flanged . wheels-upon iron rails ; and that horse power , is in many instances more convenient arid economical , and . will answer all reiiuireniehts .
Nov. 24, 186oj J The Saturday Analyst An...
Nov . 24 , 186 OJ J The Saturday Analyst and Leader , 963
Foheign Corltespoixpeivce. ' ¦ . ;¦ . Sp...
FOHEIGN CORLtESPOiXPEIvCE . ' ¦ . ;¦ . special . ¦ . ¦ . ' ' ¦ Haj ^ oveh , IvTov . 20 tii , 1860 . ' ri ^ HE \ RiACi > o ^ TAl . i > affair , which lias occupied the columns of JL the English and German journals during ' the last six weeks , has not yet been brought to a conclusion . It has grown from a personal quaxrel iuto a newspaper quarrel , and from a newspaper
quarrel into a national quarrel . It lias had the effect of leading the whole German press to the discovery tTirit the alliance of Prussia is a matter of life or death to Englaiid . ' ¦ ' Prussia and Germany , " says the organ of the National Vcrehi , " can view the approach of the war which is . aiiticiijntml , i . c , batweeii Frauee and Germany , Ayith greater indifference than England . ' Prussia and Gennany may lose a province , but tho very existence of England is at stake . "
I have hitherto refrained from dwelling at any length upon the Bonn affair , prcsujmng it would remain u personal or legal question ,. !)^ it appears that the English Cabinet has taken it up , and hi a diplonaatic noto , has insisted upon tli 3 punisluneut of the Procurator M ; oellki :, and threatening-, in case of refusal , to x * ecall the British Ambassador . Under these circumstances , the affair has become of sufficient importance fox : further notice in my letters . The most of your readers have doubtless made them' - selves acquainted with all the ins and outs of this case , through the columns of tko daily journals , and a repetition of the original dispute is unnecessary . From tho several accounts , the whole
thing lies in a ' nutsnell . The Captum , endeavouring to rot-am tho places for his absent travelling companions , prevented the ingress of Parow and his wife , was tlicrcij-on cluu' ^ d with uw assa-ult , and dragged out of the carriage and o ' A' ( o jail . lie v ,-as afterwards placed before a legal tribunal , and punibhed i or Jus allowed oftence . On tins occasion the Procurator Moelt-kk , not confining himself to the infliction of punishment ujjoii the offending individual , tnkea it into his head to stigmatiso the whole English nation , or the travelling portion of that nation , as fools and blackguards . In a less civilised period a horsewhip or pistol bullet would have arranged the matter without the aid of the press or diplomatic notes . Such a course is , however , unsuited to the present day , and bo it has become ' a cabinet and national question . The German
papers charge Capb , Macdonalp with having by falsehoods and foi-co , endeavoured to retain entiro possession of the railway carriage ;; with having laid hands upon a woman , maltreated an official , and , on his return to Ida own country , raad « a statement upon oath not in accordance with truth ; oomvpbed the editor of the Times , and thereby tUe whole English press , which in all foreign questions is , so the Germans usserbj merely an echo of the groa $ daily journal . It is not very surprising that G-ermans should put more faith in ihostatement of their coxiatryman , or rather tonguouian , by which boldly--coined word I mean a man whose language tliaa tne assoveration tna uai
ia the same as then * own , m or . gnsnman : bat it would bo still more surprising if the English orodifced Mr . Parow ' s aqcount , improbable and dieoropant as it is . The Gorman paporn condanm tho Times for not publishing Parow ' s statement , but I " have nob yet met with a Gorman paper containing Oa . pt . Maodonalp ' s ; and ib is very certain if the English are partial in thefo view pftlxo ca « e , the Gommns nro-no lfi & s so in theirs . 1 am convinced of the untruthfulness of the Gorman evidence from tho apparently trifling assertion that Cunt M ., while standing in tho carnage , threw himself into a boxing attitude and stniok the railway offloial who was on tho platform , such a temfio blow m tho ohest SSS ^ Jtete « fc < W , th ^ b tie Qflloialfelt tho pain all th ne » t day ? ^ ow ^ Me 30 wp iion , of th « blow is given By a . Gemlan w . t & nfng general continental ^ UQm ot mg ) kh ^^^ iaOx ^ supposed to floneiBt ) in niftlung use of thoiieW ttko ci pau ? of buffers ,
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Citation
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Leader (1850-1860), Nov. 24, 1860, page 11, in the Nineteenth-Century Serials Edition (2008; 2018) ncse.ac.uk/periodicals/l/issues/cld_24111860/page/11/
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