Bismarck weekly tribune. [volume] (Bismarck, Dakota [N.D.]) 1884-1943, 1893-05-26

that graceful and sometimes useful APP
pendage known in this country as a "cow.
catcher" This is not needed in England
because the track-or permanent way"
as the English have it's never bothered
with COWS The line is protected by fences
or walls which are cow-proof. The top of
the English locomotive does not look
much like one of our engines for many
reasons. 1t has no bell, probably for the
same reason that it has no ~cow-catcher,
and for the additional reason that there
are few if any grade-crossings in England.
The streets and roads are all run under or
over the permanent way. The foreign 10.
connective has a whistle, but it is so little
like an American whistle that you would
never guess its identity. The top of the
big boiler has no huge dome, no orna-
mental work of brass or iron to win the
undying admiration of the small bows
along the route over which it runs. It is
locomotive, of course, but it surely doesn't
look like one, according to our standard.
"The Queen is the name of this i'm
ported flyer. 1t is an express engine, of
the type used to make the rapid runs for
which the road which sends it over here is
justly famous. One of these locomotives
will take q train of ten or twelve English
cars, which are not as heavy as our Amer
lean coaches, and haul it from London to
Aberdeen, a distance of $50 miles, in twelve
hours and five minutes, making a dozen or
fifteen stops en- route. This is very nearly
fifty miles an hour for the whole dis
lance, and is a fast run-faster than any
of the long distance runs in Americx For
shorter distances, such as between London
and Liverpool, London and Edinburg, the
express speed is ffty-six miles an hour,
and is made many times a day ana every
day in the year.
All these English locomotives are made
on what is known as rigid frames. They
have no trucks before or after the drivers.
1t has been supposed they could not be run
over our American roads, with their
sharper curves, but this train was brought
entire from New York to Chicago over the
New York Central line, and, as the British
railway men say, without any trouble and
with every journal cool and nice. Still.
the English type would not do on the
average American road. Just as soon as
it attempted to round some of the sharp
curves at a pretty good rate Of speed it
would find itself in trouble and perhaps in
the ditch.
It may we'll be doubted if an American
engineer could be hired to run one of these
British machines. He might admire it as
a piece of mechanism-indeed, American
engineers by the score visit the aisle every
day-but he would not care to stand with
his hand on the throttle without more pro-
lection from the weather than is afforded
by the hood of the locomotive. The only
protection offered is a mere upright,
through which two holes are cut and
glassed over-the English railroad man
calls this lookout window a ''spectacle,"-
and but the narrowest pretense of a roof.
In practice the rain and the snow, the hail
and the sleet beat in upon the engine
driver just as if he were standing in the
open air. Of course the fireman or stoker
is no better off. Neither driver nor stoker
has a seat, either, and must be on their
feet all the time. The polite and intelli-
gent young men in charge of the train ex-
plain that by act of parliament a railway
company is forbidden to work an engineer
more han nine hours, and that stations
and signals are SO numerous along the line
the engineer could not sit down if he
wanted to. He says also that no demand
for seats has ever been made by the driv-
ers; II as to the exposure, the
provides storm coats for the engine men.
While it is of course true that the weather
In England is not SO severe as it is in this
part of America, visitors wonder why such
a simple c%ontrivance rs a cab and curtain.
in use on all American locomotives, is not
attached also TO the splendid machines OF
the English build.
The end of this English locomotive is
much like an American tender, except that
it has no trucks, but instead three wheels
on a side also of the rigid frame pattern.
Underneath is seen the water-taking de-
vice in use on the Pennsylvania and a few
other American roads. It is simply a
spout which is let down into a trough be-
tween the rails, and the motion of the
train causes q stream of water to rise and
fall within the tank. This is one of the
very few railway devices for which Amer.
lea is indebted to England. This method
of saving the time consumed by filing
tanks On the old plan was first used by the
London and Northwestern road, and was
introduced in this country by an English
engineer. In return for this improvement
we have given our foreign friends the air
brake, the sleeping car, the dining car, the
vestibule, the baggage checking system,
i~nterlocking signals, the block system and
many other important features Of modern
railroading, some Of which are taken kind
ly to in England and some of which are
not.
There are but two cars in this train, and
very queer they look without platforms o.
steps, and with their doors swinging out
ward. In order to get into one OF these
coaches as they stand it is necessary to
walk up a ladder of four or five steps. But
in England the station platforms are much
higher than in this country, and are on q
level with the floors of the carriages. One
Of the coaches is Il sleeping car, u sort of
English adaptation of the American idea.
1t cannot be said in truth that it is m i'm
provement. The sleeping car is forty-two
feet long and has accommodations for six
teen persons. The car is subdivided into
apartments corresponding to our drawing