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ALSO THE CORRESPONDENCE WHICH APPEARED IN THE "t>AILY NEWS," RKSPECTINQlTHE EFFECT OF STREET RAILWAYS IN INCREASING TRADE AND IIVIPR0\MN3 PROPERTY IN THE STREETS THROUGH WHICH THEY RUN. Hontion: P, S. KING, 34 PARLIAMENT STREET. 1867. i ■■w i 'wiwwiw j toiDiimiifc 'v-- J KENNY. I'KINTER, 40, PARKKK STKKET, LITTLE QL'EEN 9THEET W.C. THE STREET RAILWAYS OF AMERICA. (From the Morning Post, December 21, 1866.) A VALUABLE pamphlet has just been issued, containing replies to a series of questions addressed in the year 1865 to the municipal authorities of the principal cities of the United States and Canada. The transmission of those queries obtained reports from the City Surveyors of New York, Brooklyn, and Philadelphia, the Superintendent of Streets of Boston, the Surveyor of the Highways of ProAidence, and the Street Commissioner of Newark, New Jersey. All the above-named reports are authenticated by the Mayors of the several cities, and those of New York, Boston, Philadeh)hia, and Providence bear the further certificate of the British Consul for the respective States in which those cities are located. Tliere are also reports from the Mayors of Baltimore, Quebec, Montreal, and Toronto, and from the Board of Public Works at Chicago. The original documents may be seen at the offices of Messrs. John Noble and Co., No. 10, Bridge-street, Westminster. The most ample informallor. is contained in these valuable documents respecting the working and effects of street railways, both in relation to the facilities they afford to passengers and their effect upon ordinary traffic. ' In order to present om- readers with the substance of the reports, we reprint the ques- tions proposed, with a summary of the various replies appended to each question, the special features of each report being dis- tinctly stated. The first question proposed was : — " Are Street Railways in your city found generally to inter- fere with the ordinary traffic of your streets ?" The universal reply is that street railways do not interfere with ordinary street traffic. In New York difficulties were experienced on their introduction, owing to the peculiar con- struction of the carts in use In that city which backed against the kerb-stone, and took up an un'-'roportionate space "««• I of the carriage way. This has, however, been long since removed. Another was the enmity of the drivers of other vehicles, which has now disappeared. The report adds — " You will further observe how unfavourably the lower part of our city is situated for the accommodation of its immense traffic, on account of the narrowness of most of its streets, not to speak of the want of proper police regulations. I verily think that in this respect, there has nowhere a more severe test been put on the feasibility of street railways than in the city of New York." The Brooklyn report says : — " The rails are of"^ the flat-groo\ecl pattern, and laid unifoim with the pavement, and can readily be crossed by vehicles when not occupied by a passing car ; and as the car is compelled to keep a certain line, there is little danger of collision, except by gross carelessness of the person driving the vehicle ; whereas, when omnibuses were in use, their course was on any part of the carriage-way at the will of the driver, and as the omnibus was strongly built, he was not always careful in giving way, knowing that in case of collision with a lighter carriage he would receive but little daixiage. If the same nimiber of passengers were now carried by omnibuses as are by the (;ar«, that pai't of Fulton-street would have to be abandoned almost exclusively by all other vehicles, which would be a serious damage to the storekeepers on that street." 2. " Have they been introduced into any of your crowded streets ; and what has been the effect V "They have been introduced into the most crowded streets with- out inconvenience, and have caused in many instances the entire discontinuance of omnibuses. In Boston they have benefited the retail trade of those streets." In Philadelphia " they are built upon the most crowded thoroughfares — those that are exclusively devoted to business purposes — and have had the effect of driving off^ the throng of omnibuses, which in number were certainly a nuisance upon streets approaching their general terminus ; and as in practice one car will carry nearly three times as many as the old omnibus, the number of vehicles upon the street is very much reduced." In Quebec, on " the line of wharves and the great commercial centre of the city, the track has been laid on one side of the street about 15 inches from the curb-stone. Not the slightest obstruction has resulted, although before the track was laid it was the opinion of many that it would prove an intolerable nuisance." » J *r » J 3. " In comfort and convenience, how do the cars compare with the omnibuses formerly used ?" "There can be no comparison between them. The cars are much superior, behig ^^^der, more roomv, and far easier of access, and consequently much more comfortable and convenient. i he NewYorkreport says— "As to the comfortof passengers on street railways, compared\vith our omnibuses, there is no diversity ot opinion. Cars are easy of ingress and egress, reqiuring only two low steps to overcome, with wide and sufficiently high doors to pass through ; the seats are wider, and so is the passage-way between ; the motion is easy, and its direction remains the same, excepting curves here ami there. Just the revei-se of an omnibusf It is a matter of exertion to climb the high steps ot this antiquated conveyance without knocking };our head against the roof, or to get out backward, balancing nicely, or else you will be prostrated by the impatient driver. You are cramped on a narrow seat, with legs drawn under it; the rumble over the pavement underneath and the noise of passengei-s overhead, the ' continual jerking of the carriage to the right and left, receivms new-comers or evading some obstacle or passing vehicle, tend surely very little to your comfort." 4 « Would you think the danger to pedestrians from street cars greater than from omnibuses carrying the saine number of passengers ; and what of the relative danger to passengers themselves V « The dantrer is very much less both to pedestrians and passengers from street railway cars than omnibuses. The klowiiiff return from the coroner's office of New \ork is a striking evidence of this fact. In 1805, there occurred in the city 135 vehicle casualties, of which twenty-hve were caused by steam cars, forty-six by street cars, 26 by omnibuses, and 38 by trucks or other vehicles. The number of passengers conveyed by city railways in 1865 was 60 millions and those carriecl in omnibuses 5^ millions. At the rate of casualties from street cars, the number of killed by omnibuses should have been 4' instead of twenty-six, which goes to prove that the safety on street cars is six times greater thnn that on omnibuses The reason is quite obvious. Tlie omnibus driver being seated on deck, has not the same command over his horses as when on a level with them. There are no breaks on our stages and consequently they cannot be brought to a sudden halt, while the B 6 street car stops eiisily within the double of its length. Pedes- trians distinLniish at a distance the approach of a car by sight and ear, and fear danger from it but at one particular point, which is the cr()ssinHu' .!.'-''-'