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    Untitled Article

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    FOKE1GN COERESPOiXDEXCE.

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    moil , the damage , wer awful , and was a lesson never to be forgotten . No break of prauge ought to exist y / here a branch line is made to meet a main line , but street railways in large towns are looked . upon in a widely different manner , and believing * . that to encPvirage our railway companies to come into our cities at nig-lit with their locomotives and long crouds trains would ho an intolerable nuisance , even if , the strength of our streets would allow of it we hope a , gauge will be adopted which will entirely prevent their making- the attempt . " The omnibuses upon tile street railway ;* in New York , having wheels ' at . distances of six feet between centre and centre , can turn readily in curves of GO feet radius ; Math the wheels nearer together , they can turn safely in a curve of 40 feet radius . The traction force required to move ail omnibus containing 50 passengers with -luggage , and weighing , six tons , would bo on n level only j 60 pounds , tip I in 100 , three times the power , up 1 in 50 five j times the power ,. &e .: .-therefore , steep inclines . must be avoided j 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 i horse railways in France , between'Olermoiit and Iviom . there are j many gradients of 1 in ; J 0 , and . souk ; chert ones 1 in 2-3 ; in the i TJnitcd States there nre inclines of I hi JO , ui > . which two horses ! draw an omnibus with 50 passenger * . We think when these facts ! become generally known , that they will dispel many of the doubts j of the practicability of carrying out . street " railways . In Londo .-i ; for instance , we have heard it said , ' ¦' they can't get from Whit' --- i hall into St . MartinVlniie . '' We think ' they can and will . We may end this subject of ascending and descending inclines by iv \ marking that the break power of 3 I . r . Train ' s patent carriages is ¦; so ] iowcrful as to have the greatest necessary control over the do- ¦; scent , and in noway trustingfor ' . steadiness to . the ' . -huKc's , who&e .-only , duty when harnessed to the .- » e cans , will be to pull and guide , not to stop . It is a well-known fact to . all stage-carriage horse- | owners 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 great auxiliaries to the meritorious Society for the Prevention of Cruelty to Animals , we know a brtmch railway of ftrnr miles in the country where the j average passengers per train are not 25 . The engine employed weighs 19 tons , and a first arid second class carriage each weighingeight tons ; sometimes , in the winter we have seen a composite used instead of the two before-named carriages , but that weighs eight tons . Here we hove in the Sjummer season 33 tons dead weight to | carry perhaps at times 100 passengers j and hi the winter months 27 tons to carry generally 1 ^ 3 or 15 ' individuals . ! Xo w , a pair of good horses in air such cases would be a great booh 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 road by their main line opening , and who has opened ' , a little country inn , and started a branch stage-coach , seems likely to i > e doing well at it . " Oh , oh ! say ' s the engineer , this fellow is making a good thing of it ; we must uiake a branch , and have his snog little trade . " On the 8 th Avenue , in New York they carry 50 Ea ssengers five- miles in 30 minutes , or at the rate of 10 miles an quv ; on the 3 rd Avenue railway , which is 0 ;^ miles long , they carry 7 , 000 passengers daily , at a uniform rate of 'Z l d . each . On thqi Boston metropolitan railway , with a paid-up capital of 430 , 000 dollars , the . receipts from April , to October , ISoF , jsix months , were l'L 5 , 98-l dollars ; the expenditure . 300 , 8 JI dollars , leaving a balance e < inal to 11 per cent , on the capital . Some of the omnibuses curry 100 passengers , and travel , with two horses , at tho rate of five miles aii liouv . They are constructed to ran in both directions , without turning " , and a break in attached to them , so tljuit they can start aud pull up ahno :-fc inrttaut ' aheoualy . At a speed of eight inilea an hour they . can bo stopped in a distance of 40 feet , and at a loss velocity in half tho length of the carriage . The omnibuses vuu on lower wheels th ; ui the ordinary omnibuses j the height- of the door from thp mils seldom being inoi-o than 12 inches . They nrq constructed roomy iuaido , having- a height of 7 ft ., and avp jIHted up with uvery regard to tho comfort of thopiu ^ ongor * , tfo . that ladies awd others who would not ride in tho ordinary omnibuses , ijavo uo objection to use them . Thoy aro not iouiid to causo any obntruution to tho ordinary traffic , and tho easy motion causes ithew to bo preferred tu tho jolting omnibuses . Altogether they luivo pleased tho ' public , and OQutt . i'eniuuorativy to tho ahiu'ohoMorji in Amerien . Tho usual charge ia iivo cents , or ( wopenoo halfpenny , n Iuillpeu . u 3 boing acl ^ ed fox * extreme distances or ibv a tmn « fur from one uiuuibus to another . Tho wtroet railways * "will coueontnitu tho tmfiio into u isnnill space , 'wncl pi'ovout the proiiuut ovwei owding of tlio streets of London . A jJSlo oi * cabs to convoy 100 . pcjqplo would occupy a quarter of a inilo of rood j the sawio number would travel in two railway oavrittges in a apace of £ 0 feet . Thoro will bo less wear and tear of roud ; aud the . Railway companies undertttking tho ' pq p , » U' 8 ihowsolvyfl ) will g'roatly vedueo tho expenditure oh Jiu ' gh- wnj s . . i r JpUei'o avo imauy liaoa admirably aduj ) tud i ' ov afcre ' ot railwayswcwamq a fow oi' tho prinoipal , ' / . ? ,, from PulTiugdpn-stroot ; , via 1 Halborw , and Oxl ' ord-atraet , to ' Kdgwavo-road and Kilburn-gato j < and a brano ]* from the Marble AroU to Bayswator ; fi-bm west- < namat ^ rTbridge io Kenjiinff , on-gate and Olaphani' -ooinmpn , with a bknolr fbvBi'ixtou from Konpinfftonrgate , and anpthev branch up ' < Woi Wstniihster-road tp tl ;© Eleph&nt and Castle , and on % 9 Oreenwioli , with branches , fov OamborweH nnd Peokharaj from t

    Long-acre , via Cranbourue-street , Leicester-square , and Piccadilly to Broinpton , Fulham , and Hamniersraith ; from the junction of Oxford-street and Tottenham-court-road up tho Ha ' mpstead-rdad' to the Mother Red Cap , C ; unden town ; ¦ from Paddington-g-rcen , via the Marylebonc and Eustonr-roads , to the Angel , at Islington , and thenco along tho Kcw-road to the Bank ; from Holloway , via Highbury-place , Islington Hi gh ^ street , St . John ' s-streot-road and Aldersgate-street to tho General Postoffice ; from Leadenliall-street , via Whitechapel , to Bow and Stiatfordf ; from Stratford to TTalthaui-stow ; from I 3 ishopsgatestreet to King-sland-gate , Hackney , and Clapton ; from ° tho Strand , over \ Vaferloo-brid « ye , to the Elo . ph . ant and Castle ; all i these , lines are nearly strai ght , or would require very slight I curves , and -would be most remunerative to tho proprietors . ; To enable these railway earriag-ei ; to -leave the rails and travel on the common road , so as to facilitate passing other oumibu ' . ; e 3 on the same track , or passing -obstructions , Mr . James . Samuel , C ; E ., proposes a fixed , projecting ilang-e to the wheel , the flanjre being 1 of such a strength and width that when the street railway omnibus is oft ' the rails , it can run on thcikinire , aud v . iien on the rail it runs on the periphery of tho wheel . This we think a most excellent : contrivance , and one likely to answer the purpose , and meet all objections to passing and repussiiig . These two pamphlets o . ug-ht to ha read by everyone who feels an interest in improving tho 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 2 > o \ vt : r , simply bocauso the pasaejig-oi * are conveyed in carriages ¦ whivii run in flanged . - ' wheels v . pon , i : * ou rails ; and that horse j ; owcr is iii r . ia-ny instances more epriveni-ent and economical , and . ¦ . will answer all requirements .

    Untitled Article

    Nov . 24 , 1860 ] The Saturday Analyst and'Leader . 963

    Foke1gn Coerespoixdexce.

    FOKE 1 GN COERESPOiXDEXCE .

    Untitled Article

    \ \ SPECIAL . llAKOViiK , Xov . 20 th , 1860 . ^ HE M acdoxald affair , > vhich has occupied the columns of i the English and German journals during the last six Weeks , has not yet boeri brought to a cpiiclusien , It has grown froin a . personal . quarrel , into a newspaper quarrel , and from a newspaper quarrel into ^ a national-quarrel . It hue had the effect of leading , the whole German press to the discovei'y that the alliance of Prussia is a matter of life or cleath to 'England . . ' ¦ Prussia and Germany , " . says the organ of the National Verein , ' can view the approach of the war which is anticipated , i . e ., between . Franco and Germany , with greater -indifference- than England . Prussia and Germany may lose a pro vines , but the very existence of England is at-stake . " 1 have hitherto refrained from dwelling At a-ny-longth upon the Bonn affair ,, presuming ; it ' would-remain a personal or legal question , but it appears that the English Cabinet has taken it up , and . in a dz 2 > lomatrc note , has insisted upon th ? punishment of the Procurator Moeixek , and threatening , in case of' refusal , to recall the British Ambassador . Under these circumstance ' s ; the fiffair lias become of sufficient importance for ' further notice in my letters . The niost of your readers have doubtless ' made .. themselves acquainted ' with ail the ins and outs of this case , through the columns of the daily journals , and a repetition ' of the original dispute is unnecessary . From the several accounts , the whole thing lies in a nutshell . The Captain j endeavouring tb - retain the places for his absent travelling companions , prevented tho ingress of Pakcw and ' his wife , was thereupon chavgod with an . assault , and draggeel out oi' tho cari'iago nnU o ! V-to jail . He was afterwards placed before a legal tribunal , and punkhed for hid alleged oftenco . On this pecasion the Procurator Moejuleu , notoonnning lxims ' elf to the infliction of punishment upon , tho offending individual , takes it ijtito his head to stigmatise the whole English nation , or the travelling portion of that nation , as fooU and blackguards . In a less civilised period a horsewhip oi' pistol bullet would have arranged the matter without the aid of the press or diplomatic noteo . Such a course is , hovover , unsuited to the i ^ resent day , and do it hua become a cabinet and national question . The Gorman , papers cluirgo ' . CJapt . Ma'cp ' ojtai-d \ vith having , by falsehoods and force ,, endeavoured' to retain' entire possession of the railway , carriage ;; with having laid hands upou a woman , maltreated » u official , and , ou hia retuvii tolas own country , mode a statement upon path not in accordance with truth 5 corrupted tho editor of the Times ., and thereby the whole English press , which in all foreign , quostious is , so tho Germans assert ) merely an echo of the great 0 aily journal . It id not v . ory surprising that Germans should put more faith in the statement of thoir countryman , or rather tongueman , by which boldly-coined word I mean a man whowe language U tho a . a . n . 10 as their own , tluin in the assovoration of thp JiJnglisUman t bub it would bo still more surprising if fchq English oredited Mr . J ? auow ' s account , improbable and clisoropant no it is . The Gorman . papei'd condemn tho Times for not publishingParow ' s ¦ itateineub , but 1 have nob yob mob with a Oerxnan paper containing Cn . pt . TilAanpwALD ' s ; and ifc is very cjovfcain if tho English Kvo partial in their view of tho case , thp Gormuus ai'o no Joss so in theirs . I am convinced of . the \ mtrathfulhcw of tho Gorman evidence from tho apparently trilling assertion t * uit Ca ^ fc M ,, while standing iu tho sarriago , throw Uimsolfinto a , boxing attitude , and struck the railway amoM , who was on tho ptatojn . such a towlflo blpw ia the chest NvithbothJBists at onoe , ^ ol » M ? oWqiaIfoltthopwn tvlltho rieyt fc , NPW . ^! fl descripti on of'tm tta 4 * " ^^ iW , ? ^?? f } jupposed to , wntiW in mnkinguse of tho' ^ jp . i ^ fli ^ pftir of buffers , ' ¦ ¦ ¦ ¦ ¦¦ ' ¦ ' ' ¦* H « w : ¦

• Citation
  • Leader (1850-1860), Nov. 24, 1860, page 963, in the Nineteenth-Century Serials Edition (2008; 2018) ncse-os.kdl.kcl.ac.uk/periodicals/l/issues/vm2-ncseproduct2375/page/11/