The New York herald., 1865-02-24

tisn In the world. the growth Of our navy q
absolutely without parallel, and Louis Nspo-
leon ID too wise 10 run the hazard Of CONFLICT
with uA which hs knows, q well a. all the
other Powers Of Europe know, must be fought
on the ocean, against odds with which they are
entirely incompetent to oops Again, d France
were to involve herself n . war with this
country, what somplicity Of difficulties would
surround her in Europa Does any one suppose
that In such an event she would bs sustained
by an alliance Of the other Powsrsf Not at all.
England would certainly take no part, for
England d not disposed to embroil her
self In war which would inevitably
destroy tho remaining hold she has on
her American possessions Russia would
doubtless take tho opportunity to advance once
more her claims on Constantmople, to resist
which France Is bound by the policy to which
she was pledged h 1854 France cannot per-
NIT Southeastern Europsto be overrun by the
Muscovite, and the tradiaonary idea Of the
house of RomanoR to prevail.
Thus, whether We regard the question OF
French Intervention a. practicable IN simply
military point Of view, or a. probable in poll
teal one, We must conclude that the expeota-
tions Of the sanguine sympathizers with rebel
lion, in this respect, are wholly and entirely de-
lusive. AS to any danger from the Franco
Dano-Prussian rams-even should oil We hear
of them be true-we have no uncasiness on
that subject It is manifest, then, from tho tone
80 fhA M
French Privy Council and the debates in the
British Parliament, that neither Of these nations
is prepared to risk q war with the United States.
Tn Radical Dsfecs ia Rail roading.
The recent letter Of Queen Victoria to the
English railroad companies, and the extraordi-
nary increase Of serious disasters in this coun-
try, as well as the remarkable uniformity in the
apparent causes Of q greater portion OF these
calamities, suggest inquiry as to whether there
are not certain radical defects in the mechanical
features of our railroad system.
The popular view is that in nine cases out OF
ten casualties occur to passenger trains from
the culpable carelessness Of corporations or
their agents That there is just reason for press
ing this charge in many instances, as we have
frequently done, cannot be denied. But 1t is
also true that the majority of mishaps to trains,
and especially those which have caused the
greatest loss of life and limb, arise from circum-
stances which the employees upon railroad are
incapable of anticipating, and therefore power
less to prevent. II train b demolished in
consequence Of the displacement Of switch,
or il collisions occur, there can be no question
but that the responsibility belongs to some neg
ligent person or persons; but when train
runs of the track, and when subsequent IN
vestigation shows conclusively that no impedi-
ment TO the proprer progress Of the cars existed
upon the track prior 10 the accident, It is clear
that the mischief Is due to some inherent defect
In the mechanical working of the system ITSELF
Civil engineers tell us that wheel, an axle
or rail may break Unexpectedly and unac-
countably, and so preoipitate catastrophe.
This is undoubtedly true; bu. why happens it
that on the best conditioned roads, as we'll as on
the meanest these dangers seem to exist in
almost an exact proportioni And why will
companies heighten these natural risks by
allowing the speed of belated trains to be
accelerated, knowing, as they do, that what is
but moderate risk at the rate Of twenty-five
miles an hour becomes absolutely perilous at
thirty-fve or forty miles per hour. little
common sense expended in attentive inquiry
into the subject will convince any prao-
tical minded man that the running appa-
ratus Of cars is in no particular adapted
to the work required Of It. II is, or should
- sosa hat u
cation of power is radically wrong which origi-
mates uncomfortable danger to life or property.
The truck in use Is bolted to the car body in
such manner as TO allow the axles free play
la'crally and perpendlcularly-at least, that is
the object aimed at-so as to allow the wheels
20 yield sufficiently to the pressure encountered
at . curve, or presented by any moderate ine-
quality in the surface of the track. 1t, how.
ever, happens that this essential aim il
defeated by the employment upon the
lateral transcms Of the truck of system oi
bumpers, designed to prevent the car body
from lungng too far over upon either side when
these inevitable shocks are sustained by the
wheels in encountering a curve or q rough
piece of track. In fulfilling their Office
these bumpers arc subjected to such sud.
den and immense pressure as to over
come almost entirely the Intended free
dom of the truck, which becomes at once
rigid immovablc and powerlcss 10 follow the
direction Of the track, against either rail- Of
which 1t ia jammed with incalculable force
When the speed Of the train is great, and the
curve or inequality In. the surface Of the track
very considerable, philosophy will admit
of but one solution to the difficulties thu
produced; and the truck, or wheel, or an axle
or rail, must break when the crisis comes
Practically considered, therefore, the trucks
might as well be permanently and solidly Of
fixed TO the car as bolted, after the present
fashion, since the relief sought to be gained
hsx kha Of n cantro holt In not obtainod n