The Sun.
London, England, 1860-01-09 00:00:00

IRAMTVAIS 1117 THE CITY.

The expediency of laying tramways along the
principal traffic routes of the city having been fre-
quently brought under the consideration of the
Commissioners of Sewers, Mr. Heywood, their en-
gineer and surveyor, was directed to report upon
the subject generally, but more particularly with
reference to a proposal submitted by Mr. John B.
Redman.

Mr. Heywood has accordingly presented an able
report, in the course of which he says that in great
towns the advantages of tramways may be thus
stated :

Firstly,—The diminution of friction, the conse-
quent facilitation of the draught of vehicles, and
reduction of the strain on horses.
Secondly,—The diminution of noise and vibra-
tion, and the increased comfort, both to travellers
and inhabitants, consequent thereupon.
Thirdly,—An increased duration of surface, the
consequent diminution in the frequency of surface
repairs, with the inconveniences attending repara-
tions.

In addition to the foregoing, they are very use-
ful in streets having much pedestrian traffic, where
the footway space is small ; they prevent to a large
extent the splashing from the wheels of vehicles,
arc always cleaner and drier than ordinary pave-
ments, and are more readily kept clean by the
scavengers.

6' For many reasons, therefore, the adoption of
tramways, where practicable, in large crowded
cities., is desirable.

" Within the City of London and elsewhere in
the metropolis, the Commereial-road excepted,
they, until recent years, applied in narrow streets
only, lines for both wheels being laid where but a
single carriage of traffic could pass. A few years
ago the rapid degradation of the breasts and chan-
nels in certain important thoroughfares, caused by
the near wheels of vehicles travelling upon the
same track, induced me to lay down in some of them
a single line of tram-stone next to the kerbs ; the
main object was to obtain increased duration, and
the avoidance of frequent reparation in streets so
thronged, and the improvement in that respect has
been considerable ; but owing to their being laid
upon one side only, the other advantages before
enumerated are only realised in a minor degree.
" The traffic in those streets is now such as to
render it difli2ult to maintain even those tramways
in a good condition for a long period. The wheels
have cut grooves in the edge of those in Fcnchurch-
street, averaging three-quarters of an inch in depth,
within a period of twelvemonths. The same has
occurred in Leadenhall-street in a much shorter
space of time ; and in other places, where the ordi-
nary paving only is laid, it seems that the tram-
stones and channels will have to be replaced every
year, if they are to be maintained in a thoroughly
good state of repair.
" The granites used have been those of Devon-
shire or Aberdeen, but chiefly the latter ; those
having been considered the hardest which could be
used consistently with safety. In the present year
train-stones of Guernsey, of less width than those
usually laid, were put down in the Poultry, next
to the kerbs, and their duration will certainly be
greater than that of the other materials, but
nevertheless in six months a very perceptible
wear has taken place upon their edges. Now,Guern-
soy is the hardest granite in the London market,
add if that is also rapidly worn away, I know of no
other which could be had recourse to in the hope of
a greater durability.
" Therefore the adoption of the hardest material
which the safety of the traffic will admit of becomes
a matter of necessity, and iron at once suggests it-
self for the purpose ; the fear that it may prove
seriously slippery has been the only obstacle
hitherto to its employment. The same fear has
operated against the employment of Guernsey,
granite ; and that both are more so than the De-
vonshire er Aberdeen is probably the case; but the
experience of practice is wanting to justify the fear
that their employment is not consistent with safety.
The question, indeed, should be put beyond specu-
lation, and a trial of both be made, more especially
as the iron carriageway pavement laid down a
short time ago in Leadenhall-street was certainly
not more slippery, if so much, as the ordinary pave-
ments in use; and Guernsey granite has been em-
ployed on a tramway extensively for 30 years past
upon the Commercial-road without more danger
having been observed to arise from its use than
from the other granites ; whilst at Liverpool, a
material which takes as high a polish as marble is
employed for a similar purpose; and granites
harder, and far more liable to wear slippery than
Aberdeen, are used for pavements of the streets of
many of the northern towns.

" The tramway proposed by Mr. Redman is
formed of hollow boxes of cast iron, each box being
six feet in length, two feet in width, and nine
inches i❑ depth, their thickness being at the sides
half an inch, and at the tops and bottoms, one and
a quarter inch. The surface upon which the
wheels are to travel have raised projections
of a diamond pattern, the diamonds being about
three inches square, and set diagonally upon the
line of draught. The space between the diamonds
is one inch, and the depth three-quarters of an inch,
and the whole surface therefore covered with a re-
ticulation of grooves, which, from their proportions,
are not likely to render the way less'valuable in re-
pect to traction, but nevertheless will diminish the
chances of slipping, should a horse get his foot upon
them.

-" As to Daration.—The tramway in the Commer-
cial-road, laid in 1829-30, is principally of Aber.
deen and Guernsey, the proportion of the former
being the largest. The length of tramway is alto-
gether two miles of wheel track; the annual traffic
to which it has been subject, I assume to have been
about 118,000 vehicles, the tires of their wheels
varying from 21 to 9 inches, the latter width being,
however, exceptional, and the velocity from 31 miles
to 7 miles an hour. The loss upon the Aberdeen
stones, including that worked off in the periodical
reparations, has been sound to be four miles and a
half in the 30 years, and the stone may therefore
be taken as worn out in that time. The loss upon
an iron plate, subject in every respect to the same
usage, has been about one-fifth of an inch in 9 years,
which is equal to a loss of one inch in 45 years. It
is assumed by Mr. Redman that one surface of his
tramway will endure for 24 years, that it will then
turn, and the face endure a similar period, its total
service being 48 years, and this assumption seems
supported by the data quoted.
" As to Safety.—This is undoubtedly one of the
most important subj:•cts of inquiry, and is, unfortu-
nately, not so capable of the same determination as
other points, for no experiments that I am aware of
have been made that do more than give general
assistance in arriving at a correct conclusion.
But under most circumstances of situation or con-
struction, although there may at times be a degree
more slipperiness than upon granite. Ido not ap-
prehend danger from the cast-iron trams designed
by Mr. Redman.
" As to Cost—Upon investigation it appears that
the first cost of the iron (in taking present prices)
will be about 50 per cent more than that of the
granite, but against this must be set the increased
duration, which is also 50 per cent. more, whilst
the cost of repairs of the granite would five or six
times exceed that of the iron. The application of
iron to this purpose being however so limited, satis-
factory data as to its cost must be said to be wanting
and opinions must be formed to a large extent by
analogous considerations, but the figures before given
seem to me capable of being supported, and they re-
sult in proving the cast iron to have an economy
superior to the granite. Upon a review of the sub-
ject under the heads of duration, safety, and cost,
the advantages of the iron seem to be such as to
render it highly expedient that a sufficient trial
should be made of it."

Mr. Heywood thus concludes his report :
" Under all circumstances I beg to recommand
that about from 1,200 to 1,500 feet of Mr. Redman's
cast iron tramway be laid experimentally in Fen-
church-street, or Leadenhall-street, in single lines
next the kerbs, those being► placed where reparation
must be made in the approaching spring, and where
from the severe nature of the traffic, the several
heads of security, duration, or cost, can be advanta-
geously tested and studied. This can be done cer-
tainly with but little, if any pecuniary loss, and I
believe with positive gain, and information will be
obtained in which no public body in the metropolis
is so much interested in acquiring as your honour-
able eommission.—l have, &c.,

" WILLIIAI HEYWOOD, Engineer and Surveyor."

A BRIT ESMAID ON FlRE.—When the parties
went into the vestry of the old church at Brighton on Tues-
da3, after the wedding of the Rev. J. Image and Miss
Laurance. the dress of the sister of the bride caught tiro
from the stove, and a great deal of it was consumed, but
fiztunately without any further injury.— West Sussex
Gaz,!tc.

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