Year: 1864

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forward second and nnal letter on the important
experiment in pneumatio science that has Just come OF
here-the new pneumatic passenger railway. Man seems
70 have got fairly to work IN the last most ethereal, and
yet the most powerful Of the elemental forces Of the
earthunless indeed enlarged and extended powers can
be found In electricity.


Several inventions have been made 70 establish COM
mercia conveyance BY Of the Atmospheric air.
Except she limited success Of the balloon, all seemed 70
have been positive failures, previous to this sue
oessfu one Of Mr.. Rammell's. The newspapers, ~
well - the scientific journals and scientific men.
all agree that this 10 practical commercial success
CheapDess, rapidly and safety all insured Dow and
demonstrated daily In the pneumatic force engaged
in carrying mails, goods and passengers


Now the great question Is, what are the advantages
OF the poweri Technically, In mathematical and me.
shanca figuring II may not be easy TO prove and state
precisely the cost OF the pneumatic power compared
with the locomotive for the simple reason that
Of the power will depend, 70 certain extent. the
amount OF business that II has to perform The pneu.
matte power will be cheaper proportion larger the
amount of work bas TO do 1t will cost but little
coal 70 run trains every ten minutes than TO run them
once In three hours. But in comparing two railways
running slde by side, and each doing similar amount OF
business, It will be perfectly easy to calculate the
paratve coet OF the tralfc.


Looking at the pnenmatic as ordinary method OF
traffic railway Of average business, like the London
and Northwestern the Erie II the Tower per sstbe
Of fuel TO convey mile-is -four times great
by the pneumatic the locomotive the other advan
n 81 e srea snau
the locomotives Take all the railways OF Great Britain,
and there s an average OF one locomotive to every mile
and quarter of double track. The London and North
western has u Thousand locomotives to some i've hun
dred miles Of railway. may bo safely calculated that
stationary engine TO five miles or double track
will be sufficient for all the requirements of pneu
matte railway. This stationary engine, with oil the
pneumatic apparatus will not cost half much
locomotive The wear and tear or these stationary
engines will not be one tenth much as OF the
locomotive Then the locomo jvc must use power 20
draw itself, together with the fuel water and tender
One gross half Of the weight Of ordinary passenger
trains s in the locomotive and tender Az compared TO
the pneumatic, OF course this power s lost, the
pneumatic engine only propes the carriages containing
the passengers In goods traffic the difference s not
great


We now come to the permanent way locomotive
weighs from thirty to forty TONS and it all rcss four
weight, oil resting on four or six sma ponts-a mere
nGntessmal space In the periphery Of tho whee-wear,
out and tear up the track than the same weight
spread over six, eight or ten passenger goods
carriagesp Here there Ia nearly quite double
the weight in the locomotive train for the very
traffic that have in the pneumatic train,
about half OF this is set of wheels Besides
locomotive draws the train by the "tracon" bite
Of the driving wheels rails When rails give way,
either on defective strong track il is almost al.
ways consequence OF the weight or the locomotive.
Now railroads wear out and have TO be ed once In
fifteen years. II is gafe to predict that by the
pneumatic power the same amount OF traffic be
at onofourth the cost OF wear and tear OF the
with locomotive power See what capital this repre-.
sents Part Of 1t be saved by making cheaper and
lighter permanent way and part Of IL By its far greater


Then there are railway accidents and the enormous
expense anxiety and suffering they occasion u ia con-
ties OF all kinds by the pneumatic power will scarcely be
per Of the accidents present railways
collision is practically impossible for no pneumatic en-
CINE two trains the track at the
trains never Off the track. Trees cannot fall
the track cattle stray the lne There
can any accidents to .soutsiders by being over
be people must 60 inside the railway,
they cannot get there. locomotive cannot burst
the line carrying destruction and desoatiop with
bridge may possibly break down with pneumatic rail-
way but with the ADDITIONAL strength given by tunnel or
tube and the fact that there s never pondeous loco
motive II, such accident never ought TO
Almost the Only accident that can happen will be that OF
the breaking down OF carriage axle and then the
that coud happen would be 10 wedge the broken
materials together and stop the train Then all the pos
sengers will have TO do TO open the end door Of the
tram and walk out.


The great disadvantage OF the London Underground
Railway TO passengers is the horrible smell, and unpea
SAINT unhealthy effect OF the smoke gas
locomotives The servanis have repeatedly fallen down
IN ianilng NJ ana nad 70 oe carried on insensole
wants the engine drivers stay rhe road
three months before they have TO leave az ruins their
health And the public nnd aud fault with IL
the more they become accustomed TO its atmosphere
and paroDized less and less, the travel going
the omnbuses. The pneumatic railway 10 the delight
OF passengers rides and the ventilation per-
feet As for riding under ground the carriages be
lighted the best and the travelling world will
soon become used TO By making pneumatic railways
under ground OF the land the sreht Of way
will next TO nothing In and about cities this is
great consideration.


pneumatic raiway--two tubes--coud be built under
Broadway, 10 up the BlOomngdale road, and
connect With the Hudson River Railroad and thus re-
all traffic overhs railroad out OF the streets OF
New York, well remove all the stages from Broad
way. Another line for goods could go through under
the Ninth or Tenth u<enue, and down Washington or
Greenwich street to pier No / and the Battery.


line for mails and passengers could be from South
street. through Broad street, Nassau street. directly
the Post Office, centre street, Chatham
Bowery, and on, under Fourth avenue and connect
with the Harlem Railroad the tunnel az Eighty
sixth street, wherever il is II there
than single line under Nassau street,
the other could 60 under William street, and the Two
Join Chatham square. The mails arriving at the
Harlem tunnel tEishtysxih streetl be at the
Post Once In ten minutes quarter OF IN hour.


In lines quarter Of mile long the pneumatic railway
run twenty miles an hour including the starting and
stopping. On the lpe in operation al the crystal
Palace they 20 from dead stop dead stop az ain
nve hundred yards, ity seconds On long lines
Is 10 believed that speed Of hundred miles hour
be attained without any danger or Inconvenience