New Orleans daily crescent. [volume] ([New Orleans, La.]) 1851-1866, 1859-04-26
Nth @rleans 9aiIu Grssttnt.
STREET RAILROADS.

@em Wrlfans Batlp WfGstkM.
STREET RAILROADS.
We cannot write this subject bare, for We believe
the majority of the public to be so much interested in
the matter Of street railroads that whatever is prop
ery said of them will be received as welcome item
Of the various reading material of the morning Cres-
cent This interest is common to the whole country,
for everywhere the people are waking up on this sub
ject of street or horsepower railways. We cannot
look through mail but we find in papers from some
point the discussion Of schemes for the benefit of the
communities Of large or small cities, or even country
towns. In the thicky populated Northern country,
where towns lie within three or four or baladozen
miles of each otter, horse railroads to connect them
are being projected, such is the confidence which is
felt that they will pay, with even comparatively
small travel, and such is the public demand for the
accommodation they furnish. The history of those
already built give such data that it scarcely requires
seers vision to predict that in half score Of years
every city in the country large small, will he grid
ironed with tracks in almost every street. Persons
with fifty or hundred or SO thousandsto invest, will
go to work and build piece Of horse railroad as
profitable property, yielding better returns than real
estate, larger dividends than ordinary stocks.
Those whose ideas of street railroads are based
on melancholy contemplation of the manner of con-
structon and Of conducting that which has for many
years obstructed several Of the great streets of the
city should endeavor to form an adequate conception
Of Cunard steamer from critical observation of q
coal barge for he would arrive at equally correct re-.
suits, one illustrating the other about as well, and
such persons destined to delightful disappont-
ment when the perfection of the new railroad shall
convince them how erroneous their notions have BEEN
Now, we cannot imagine how legislation could be
more entirely for the public benefit than in author.
zing street railroad for who can be the loser by it
Not the public through the public fund.- for while it
profits by the sale of the right of way it also profits
by the saving of street repairs not the special pub
lc the propretors for common reason and statistics
show that the business is most profitable and lastly,
not the great public, for a cheap and comfortable
means of transit is provided noise and confusion are
avoided street space is economical the value of real
estate is enhanced and indispensable roadway for
all cehicles is secured.
This last argument brings US to the consideration
Of certain features in the construction of modern
street railroads. which believe are not universally
understood-the pattern of the rail and the manner
Of laying it. Many persons may not be aware that
the iron used is not the common rail laid on steam
railway tracks, and to the obstructng of streets with
which objection might well be raised for it is SO ee.
vated as to seriously interfere with the passage OF
vehicles crossing it. The rail of the most approved
shape, and that now generally used in construction
is thin and fiat, save the outer edge, which is fur
nished with raised rim, something less than an inch
in hight; it is broad, presenting tramway surface
for wheels of four or five inches in width the
whole rail being five six inches wide. Those rails
are not alone intended for the wheels of cars but for
those of all uehcles -drays, carriages, wagons, and
all the great vehcular famy-the ledge on the outer
edge keeping them from running off the iron, unless
1t is desired, when by turning the horse off the trac
the wheel at once overcomes the opposition of the
ledge, which is somewhat rounded.
This adaptation of the rail to the use of ordinar
vehicles would seem an unattainable advantage, bu
it has been and is daily practically demonstrated fol
an ordinance of the City Council of Philade,phis
provides that all iron rails laid must be of the abov
described pattern and that the gauge of track must b
five feet two inches-the usual space between the
wheels of common vehicles. By this arrangeme nj
the broad surface Of the rail offers smooth iron sur
face for the wheels Of carriages, wagons and draws
and generally seeking it they concentrate the travel
relieve the Streets do away with the noise occasoned
by ratling over rough stones, and tighten the labor
of their teams, which can draw on such a roadway
with third of the exertion required on the pave
ment.
1t is at for the benefit of all and the interest
of the proprietors to provide such track for the
travel being attracted to it much damage to stree,
paving will be avoided and the expense of conse
quent repairs lessened. The double track enables
vehicles going each way to take it without danger Of
meeting cars, and if overtaken they can Immediately
leave it at any point the rails being about level with
the surface. These improved rails are not costly
for they weigh much less to the yard than the com
mon 7 rail. The car Wheel as with those used on all
railroads. is kept on the rail by the projecting ange
of its inner circumference, and has nothing to dc
with the raised RIM Of the rail which is so to speak
the fixed fange for the wheels of ordinary vehicles
and is designed for their benefit soely-to keep then
on the track.