A MODEL TRAMCAR AT THE PARIS EXHIBITION.

New Zealand Times, Volume XXXIV, Issue 5578, 13 February 1879, Page 3

A MODEL TRAMCAR AT THE PARIS EXHIBITION.

(From the European Mail.) Mr. J. D. Larsen, 0.8., Levallois, by Paris. —Aufer opes, pone dopes, —“ more carving, less gilding,” as has frequently been said of State dinners, or better still, in this instance, more work and less show. Although the display of tramcars here embraced nearly every known diversity, whether for horse or steam traction, yet the vehicles shown, for the most part, were more remarkable for the amount of decoration displayed than for any actual improvement in type. In a word, they do not march with the times. A notable exception, however, to the general fidelity to past traditions is the tramcar exhibited by Mr. J. D. Larsen, C.E., well known in connection with tramways, not only throughout the United Kingdom and the Continent, but also our colonial possessions. The car shown in the Annexe on tbe Qnai de Billy is not only noteworthy for excellent workmanship, but also for originality of conception in general structure and special suitability for the sharp curves inevitable on intermural lines. This latter quality is secured by a radiating or flexible wheel-base articulated so as to enable the car to adjust itself automatically to the radius of any curve. To secure this result the body of the car is suspended over three wheel-trucks, to two of which —that is, to the leading and trailing trucks —it is attached by means of bogie pins. The centre truck, supported by wheels of somewhat less diameter than the others, to eoab'e them if necessary to pass underneath and outside the framework of the oar, is not fixed directly to the body, but is merely connected by tie-bars with the two end bogie trucks. Thus it is left free to take a lateral position, according to the direction of the curve, without affecting or being affected by the rigidity of the framework, while at the same time it forces the axles of the leading and trailing wheels to take a radial position proportionate to the degree of its lateral displacement, thus bringing them, as nearly as possible, into a position at right angles to the centre line of the road. So on entering a curve the front wheels, pivottiug on the bogie, will be enabled to adapt themselves to the radius, and as they proceed further on their course communicate their radial direction successively through the centre to the trailing truck. By this process, although the objection to a rigid wheelbase is not wholly done away with, yet the distance between the middle and trailing wheels is so much shorter than with the ordinary rigid wheel-base of a four-wheeled car that the friction is only felt on entering and leaving the curve instead of, as at present, throughout its entire passage. Even this might be lessened by the adoption of compound curves, more especially as the radiating wheel-base would accommodate itself .to even sharper turns than those now in vogue. Infaot, this tramcar might be made to take as sharp a turn as the writer once saw a “ Biauconi” take in “ Limerick Citie,” which as Mr. Boucicaulfc says, “is beautiful, as everybody knows”—when the car spun round the corner on the two near wheels, leaving the passengers on that side hanging on by their eyelids, whilst on the other side legs, regardless of sex or the claims of beauty, were shot upwards at an angle of 45deg. All this might be done by tho compound curve without the disadvantage which followed in the instance I have named of knocking an apple stall into what the natives call “ smithereens,” and projecting the proprietress (a widow lady), who was quietly smoking cl cachimbo de paz —the pipe of peace —like a Prussian obus. The bogie-pins in Mr. Larsen’s car are very ingeniously constructed. A thick indiarubber washer is introduced between the bogie-cup and base-plate, preventing vertical shocks, whilst the edges of the latter are so turned at the point of contact as to prevent their getting fast. Lightness and strength are secured by the use of oak longitudinals braced with angle-iron cross stays for the under framework of the car-truck, whilst the under frame itself is of ash. The upper frame inside-lining and doors are also of oak, the latter, effectively panelled in black ebony, slide on grooves, after the fashion of the Vienna tramcars, obviating the unpleasant banging of the doors, which so reminds one of “home, sweet home”, and the Metropolitan Railway. The experiment made by Mr Larsen of C springs, in lieu of indiarubber, on twenty-four of the cars supplied by him to the tramway lines in Paris, was so successful as to lead to its adoption in the present instance, and it is gratifying in these days, when pessimists assert that our trade is slipping from us, to find that the wheels, all of cast steel, are supplied by Hadfield’s Steel Foundry Company, of Attercliffe, Sheffield, experience having proved them to be far superior to the much vaunted chilled wheels of American manufacture. Amongst other points must be noted the.introduction of a false flange on the inside of the leading and trailing wheels tor the application of the brake blocks, thus saving the tyres, aud doubling nearly the average lifetime of the wheel ; also the fact that the root sticks are formed in one piece of bent wood, the arch thus obtained supporting the roof seats, whilst the iron strengthening rods serve “a double debt to pay,” being employed as handrails. The ventilation has been well cared for in the height, and the illumination is effected by a central railway lamp (Luchaire's system) with an adjustable reflector, whereby an agreeable light is obtained throughout the entire car, instead of the alternate dazzle and darkness afforded by the end light in present use. The roof stairs are of wrought iron, at once strong and light; and, in fine, every improvement that experience could suggest has been carried out in this model tramcar. In conclusion, it may be said that the number carried is 60 —20 inside, 22 outside, with nine on each platform. Such is the Larsen car, to which experts have given almost unqualified approval.