The Kenosha telegraph. [volume] (Kenosha, Wis.) 1860-1888, 1879-02-20

the country, and therefore the safest of
al-shOuld lead IN affairs, and this it
cannot do until those who compose it
are qualified to take an exalted place at
the head of the column of progress to
which otherwise they would be entitled.
Senator Paddock, of Nebraska. B
English and American Locomotives.
r The Englishman seems never to be
able to escape the influence of his sur
roundings. Though he occupies part
of every continent, his methods are sell
dom continental This is aptly illus
trated in his railroad building. His
island is small and densely populated,
his roads short, and the traffic heavy.
Naturally the roads are Of the best.
Every valley is spanned by viaducts or
bridges, every hill pierced with deep
cuts or costly tunnels. The early rail
road men had an impression that rail
road must be as nearly straight as pos
sible, and as level as labor AID money
could make it. Later English builders
followed these ideas closely, and the.
final result is magnificent in every sense.
The roads are the best known, and make
fit ways, for the splendid engines de-
signed to run upon them. But all this
is insular. When the Englshman tried
continental railroading, as in Canada
and in Australia, he built on insular
plans, and the result has not been wholly
happy. ..e..t
1t is to the American we must turn to
learn what ale the requirements of the
modern railway, and to get some sug-
gestion Of it's future More than this,
the moment the English locomotive is
taken from its island line it exhibits
defects and certain want of pliability
that completely unfit it for a cont
mental railway. But, If the English road
and the English engine are the best in
the world, why are they not the best for
the world? Simply because they do not
pay. There can be no higher reason
than this. Anything that does not pay
is useless, because it does not meet
human want. The excuse of the rail
road and its train is that it moves men
and things cheaply. The cost of any
operation is the measure of it's value to
human beings, and, if the road does not
pay, Of what good is it? Now railway,
to be cheap, must follow the face of the
country. That is, the line must go up
and down hill, pass around abrupt
curves, according to the lay of the land,
and without much attempt at straight
line Or level bed. It is upon this idea
that American railroads have been built,
and all continental lines are likely to be
built in the future. Ii railroad can
thus follow the face Of the country, it
will not cost SO much, there being no
high bridges, deep cuts and tunnels.
Of course there is limit in this direc-
ton, and even the American engine
cannot climb up the side of a house, or
turn a right angle in it's own length;
but within certain broad limits it may
be said that the future locomotive must
follow lines that run up hill and down
dale, and get round very remarkable
corners. es
This being the case, what of the En-
glsh locomotive? Can it travel in safe
ty over crooked lines that wander in
astonishing freedom over hill and dale
through all the sinuous lines of q wind
ing river valley? There is no need to
say it ought, or it may, for it never did.
1t has been tried again and again, and
the end of all is, the engine is in the
ditch, and the unhappy stockholders
are clamoring for American engines, or
at least engines built on American plans.
Charles Barnard, I'M Horpe,'s Mag
asi7ae for March.
The Butcher Boy and the Bakers Girl.
It was down in the yeast part of the