New-York daily tribune. [volume] (New-York [N.Y.]) 1842-1866, 1852-12-04

every ooreas in the State for o. piece 90 ss to con
form them 10 and fl them with the elevated rail-
and hey would then be far efficient in thsir ONCE
OF clearing the track than they because they
WI run considerably bsOe the elevated rail- and VIII
hence be far likely 70 carry of any and every
tning lying across Tie track Besides with the elevated
ran, snanol, especially large ones, would be less likely
70 get upon the track at all (snd certainly never to W
dorm TOR that they could do) and They got there AZ
all they would be very to be carried of SO much
then for this objection
Again, you say "RGilircj Companies 0sgh JoTthclh
ett Gdopt hi iHprorfEisnf bid solid structure Of
ne rron mason t0rg on the sdes Of erey srboHkerf
and UiaSHG" These walls would not suppose. pre-
prevent the running OF the track. and all the good
they would do On they OF would be ~ prevent
being thrown ntoa river, ordown an embsnknsnt' and
all the difference there would be- N TIE one case you
thrown from the track end perhaps into river or
ditch, and in the other Csc you thrown from the
track against solid uaA and get your brains dashed
out Some might prefer TIE latter, bu, for myself,
must confess. great choice but Of the two
would prefer 10 risk tie former. Thc only true and
safe course however topreyent the train from being
thrown from the track at ALL though in case OF rail-
road collision do not that thu any other plan viii
afford protection nor do think II wise 20 attempt any
such thing. for all such attempts VIII most surely ial
VINO caa calculate the consequences oftNo ocomouves
running into each other at the rate OF 10 or 80 miles an
hour Such thing Is beyond ell human cAlculaOn'
and al that be done, in such emergency, - to
be able to stop the speed quickly g. II Will be safe to
do 80. collision presuppose- gross bad management,
to do anything to aid and encourage men in wrong:
doing to hold any inducement for nsssRcs and
Essm0E G1aAeHL SO far, however, a. | recOllect, we
have had very few disasters from collisions. and ought
70 have hsd any, and trust mHy never have more
viii be found by reference the facts that nelrly
all disssters Railroads occas0ned Ia the hrs in
stance by some OF the following l. By the
locomotive and csTs running OF the track, in conse-
Quence il may be- OF some lmpeTfcctlOn IN the machin
ry CT defect in the track itse-Or by being urOrR of
by coming in contact with obstruction obstacle
upon the track &c. 2 By the breaking Of car rbsei
or pheels. J. By the breaking Of an drk, T. by the
breaking Of rail and By the splitting of Of the ffEgs
oil the vLe These are the usual and ordinary causes OF
Railroad disasters Those happening from other causes
the result Of odressness and acknowledgement Now
insist that the imprUveme nt III question: affords per-
feet guarantee and indemnity against any and all disas
teTs nrsing happening from any of these causes The
great point in all these msheps, before remarked Is
70 keep the train in its place The aek-i this be done,
though Theel or aIle break no injury or damage
will be likely 10 ensue. Moreover with this improve
ment aIles vii be less likely 10 break as 1t dirtfes and
eglGiiss the side bearings aud the strain may IN whole
OF in part be taken from the axle and thrown upon the
center rail- which would only relieve both the phee
and the dIle Of hereverse strain now thrown upon them
in the turning Of curves but would also be Ink TO pre-
vent the treating Of the axle fruitful source OF
railway disasters The why they often break
il bee in rounding curves wheel must necessa
ry travel distance than the other and the CEN
tugal force of the earn produces trisne or bringing
strain upon the axle greater than il will bear. The
strain thus thrown upon the GTie is immense aud the
greater the curve or Tada of course the greater the
strain Indeed great is this strain that It has been
found impossible in spite OF every method which has
been devised, to prevent the breaking of axes.
In your opinion This improvement no6id contribute
greatly security from running Of The track, and should
be adopted IN cures uiGdRots eHbdRkncats 81, &c.
Now Il il Il important in any cdse affords security
in DANGEROUS places you admit 1t does, then, surely
it ought 20 be adopted throughout-snce no one can cal
cuatc the chances know the precise point where An
accident is TO occur They as likely 10 occur IN one
place in another though there mag be greater reason
for additional caution and security in some places than
in others But all know, Railroads are now con-
stTucted the liable At any and every moment
10 be thrown from the track, by thousand Unforeseen
and unavoidable odsUafts and that when we get upon
Railroad therefore, il all depends upon chdncs and
sLrCr good luck whether not are carried safe.
Now We insist that this unsafe and hazardous way Of
travelling may be made safe with this simple i'm
provement and, although IL adoption will involve an
additional expenditure Of few hundred dollars mile,
vet the public confidence would inspire IN their SAFETY
and the consequent increase OF travel on them 10 say moth
ing of the immense sums saved when thus exempt from
disaster Ould than compensate for the additional
outlay Until this other equally safe method Is
adopted the public viii continue az heretofore, to be
furnished with daily list OF Railroad disasters. One
would suppose however that enough OF life and proper
~ had already been sscrhce TO the attention OF
the public TO the necessity Of applying remedy
A CITIZEN or ROHT