New-York tribune., 1903-07-06
AUTOMOBILES AND RAILWAYS.

In their enthusiasm over the future of the au-
tomobile a number of prominent people have
predicted that it would soon become a formida-
bic rival of the railway. A writer for Mum
sey's Magazine advanced that doctrine not
long ago. Another conspicuous exponent of 1t
is Sir Henry Norman, who conducts the Eng
Iish edition of 1.-The Worlds Work" In the
current Engineering Magazine" Sylvester
Stewart neatly exposes the fallacy Of their rea-
soning Owing to a difference in friction, four
or five times as much power is needed to move
a given load over the best macadam road
ever built as on steel rails. AS power costs
money the railway is much the more economt-
cal. 1t is absurd to compare speeds. The best
records of hOrseless carriages are sixty or sew
enty miles an hour while the steam locomotive
has made 120 when squirting. Moreover, 12O
miles an hour on a railway is safer than half
that speed on other highways. as the world
learned afresh from the recent Paris-Madrid
race. Finally ability to turn out for obstacles
has been specified as an advantage enjoyed by
the automobile. The necessity for so doing
puts such a strain on the nerve of the driver
that the drawback more than compensates for
the merit
With one feature of Mr.. Stewards article The
Tribune is unable to sympathize He advo-
Gates the construction of separate railways, or,
to speak more accurately, plateways, for the
accommodation of automobiles UnQuestion-
ably such facilities, which have long been con-
templated for the benefit of farmers, would
prove convenient to owners of horseless car
riages. Nevertheless, something besides the re-
duction of mechanical friction must be consid-
cred. If such plates were laid on public high
way, all sorts of vehicles would use them and
would have a right to do so. Automobiles
would constantly be overtaking teams, and col
1es<w III,
which the former could travel would be a con-
slant and usually irresistible temptation to
dangerous speeds. Even when smashups were
avoided, the suddenness with which most
drivers would turn out when necessity arose
would often be ruinous to their tires. Still, the
chief objection would be the danger to which
other carriages would be exposed.
Part of that trouble would be obviated by the
purchase OF a private right of way; but here
again, fresh difficulties would be encountered
1t is nOnsensical to talk of turning such a road
to account for freighting purposes at night and
pleasure during the day. Who will determine
the hour at which the former may begin safely
and the latter must stop? Who would seek
pleasure in speed alone? Why would not a
short inclosed racetrack, like that devoted to
horse races, be better for their requirements?
Without some firm central authority dixie that
of railroad company to regulate the interval
between departures there would be trouble at
the very outset on a long private road; and in
equalities in speed would soon lead to yexatious
encounters, even on double track. Reference
has been made already to the danger Of turn
ing out suddenly to pass another carriage on
the same rails. If the operation is conducted
with caution, would there always be a nice,
smooth bit Of road beside the track TO facili-
tate turning out?
The automobile is destined to grow in popu
larity, though it never can injure the railways
and never can entirely displace horses The
great majority Of those who use the new type
Of vehicle, whether for pleasure or the delivery
OF merchandise, will prefer the present style
OF country road-well made Of course-and
they must count on sharing it with those who
retain the old means of traversing such high
ways If either class tries to exercise a mo-
nopoly the ultimate effect will be injurious to
itself not to its rival, as long as there are
vigilant and honest legislators II is to he
| hoped that these two interests will long work
In harmony.