The New York Herald Newspaper, May 15, 1876, Page 4

THE CABS OF BERLIN History of Public Conveyances in the German Capital. POLICE REGULATIONS. Company Organizations—Fares, Profits * and Discipline. ———— GENERAL RESULTS. pre BS are Beni, April 24, 1876, Cabs, or “droschken,’’ us they are still called, from the Russian word ‘troitska,”’ were first introduced in Berlin in 1812, when a certain Mortier obtained per- mission from Friedrich Wilhelm IIL. ‘to construct, In the space of three or four months, ten elegant so-called Varsovia droskys or half covered conveyances on springs, to accommodate two persons, and to io- €rease this number every half year by ten until the Qumber of these vehicles exceeded a hundred.’ Mor- lier’s project, violently oppored by all livery stables wd hackney coucnmen as au innovation that would sflect their ruin, speedily gained favor among the | public. and almost entirely superseded the hackney soaches previously employed, The number of cabs in 1815 was ouly thirty-two, but in 1817 it had increased to seventy, with 124 horses, ‘The fare fur a droschke at that time was four groschens (nine and a bulf cents) a quarter of an hour for one person, and six groschens (fourteen anda quarter cents) for two per ons, or, if hired by the hour, twelve groscnens (twenty-eight and @balf cents) for oue individual, eighteen groschens (forty-two aud three-quarter cents) for to. Five Places were appropriated as stands, which, according to the area then covered by the town, probably amply sufficed. One material restriction in Mortier's conces- Sion was a prohivition to go beyond the gates of the town. As Morticr’s business proved Iuerative and coustantly increased, a banker of the name of Hennoch entered iatb partnership with him and provided the ‘necessary fuuds for its further extension. In order to increase the concession these gentlemen, whose re- Beipis were about $17,500 a year, were obliged to pay $280 yearly to the parish. In 1837 Mortier’s privilege was tinally repealed anda free competition allowed, Prices goon diminished, and cabs and horses, chiefly im the possession of the poor people, constantly degener- Ated., The impoverishment of the trade, by an uncon- strained competition, led in 1839 to the issue of the fol- lowing order, which coutinued in force until 1863—viz, that every one who wished to let cabs mast at ‘least possess five of them and asixth one in reserve, on each of which be was obliged to give a surety of $20 that ho would comply with the rules imposed, this regulation, which was made to exclude persons void of means from holding cabs, a capital of about £2,800 was necessary. The rapid increase of the popu- lation of Berlin some thirty years ago demanded con- plant ADDITIONS TO PUBLIC CONVEYANCES, in 1841 there were 458 single horse and 164 double horse cabs, and in the yeur 1845 as many as 300 new tabs were placed at the disposal of tho public. In the year of famine (1847) not only did the desire for driv- | ing abate, but the expense of supporting horses and | cabs was considerably increased. ‘The reaction ensuing upon the revolutionary movement in 1848 brought about a renewed restriction of iree competition, At the order of government the police authorities decreed that not more than 1,000 single and double horse cabs should ve licensed. As the rules, which bad been ren- dered very sevore, proved still insufticient, government determined in 1858 to completely centralize public traflle by placing all cabs inthe hands of one con- tractor as a joint stock company, An olicial report of the 18th of March, 1858, gives some information on the eplorable state of the cabs in Berlin at the time, In it we find the following description :—*Or the 1,010 day cabs and 47 night cabs, 200 carriages for use beyoad the city gates and 50 omnibuses, only one-third could be considered as really of use, a proot of tha indigence of their proprietors, of cabmen by an increas of fare, by strict surveillance of the coachmen and the appointment of especial con- troliers proved inadequate, it being impossible for m: fers to restrain the trauds practised by the drivers.” Alter enumerating different complaints agamst cabmen and their practices the police recommended to govern- ment the adoption of a proposal made by a French ex: Councilior of State named Carteret, founder of the General Omnibus Company in London. CARTERET'S PROJROT demonstrated great talent for organization and a keen eye for practical adventages. He proposed that the number of public carriages in Berlin and its adjoining Circuits should be limited to 1,000 single and double | horse cabs and 100 omnibuses, and that for special transport between Berlin and Charlottenburg street cars should be constructed. These velicies were to be Teady within a year and a half from the time the con- | cewsion was granted, including the construction of a | tramway to Charlottenburg. For defraying the ex- penses of the whole undertaking Carteret pretended to bave a capital of $2,100,000 at command, and to give a vroof of the solidity of his project he made extensive Mfers, alter a deduction of filty per cent interest for wapiial invested, to place at the disposition of the authorities fity per cent of the net proceeds for benevo. lent or other useful purposes, He explamed that tho bet profits would amount to about $210,000, which, after a deduction of $105,000 interest, would leave $52,500 for payment of dividends and $52,500 for benevolent purposes. No exclusive privilege was de- mauded, and he merely stipulated that in case a second company should enter into competition Carteret’s company suould retain the privilege of increasing the number of public conveyances to suflice for public wants, The techiical management of the company should be confided to the charge of a director geveral, who would be responsible for all magisterial ordinances. For the erection of lodgings for officials, coactmen, &c., tstablishment of head bureaus and necessary stables, tonstraction and reparation of carriages, harness, &c.» ‘rom (en to twelve lots of ground were to be purchased in different parts of the town, and a TELEGRAPHIC COMMUNICATION BETWEXN THE sxvRRAL STATIONS. tnd bureaus was to materially contribute to she general safety and convenience. Each one of these ten or twelve establishments, the management of which was {o Ue intrusted to a sub-director, was to Accommodate 100 to 150 cabs, or from tweaty-iive to ‘urty omnibases. The interior admuninistration, tppointment of oflicials, conditions as to couchmen, ke, were to bt reguinted by special rules, with pro- Visions for pensions, clothes, sickness and burial funds. Carteret's plan was warmly approved of by the authorits but it remained unexented, as it was impossible for nim collect the necessary capital in spite of bis former fealaration that the funis were at any ime at his disporal, After different attempts, by augmentation of tard? and abolition of, all burdensome limitation to nnprove the passen- ger vehicles in Kerlin, on the present President of the Police, Baron Madai, being appointed to office in 1873, & new regulation was issued, which is still in force and may be considered the present basis of the cab system. The introduction of the rules, causing 4 total transior. mation of the former system, was boset with great @iffculties, Cabman and masters mutually agrecd to organize a strike, whtch lasted five days, and was so general that during this period not a single cab was to ‘be seen in the streets, The police authorities, however, femained firm. All proprietors who refused to send put cubs were fined five thalers daily. The strike ter- miuated in consequence of A PERSONAL INTERVENTION OF THE EMPEROR, who replied to a deputation of cabmen, ‘0 reeom- mence driving; you shall suffer no damages frow it."’ The hopes that all fines wouid by royal grace be quasn- ed remained, bawever, unfulfilied; for the payment of more than $105,000 was pitilessiy enforced A study of the new regulations shows that the greatest atten- won bay been paid .o the passenger without mach regard to the eabbulders. {f the interests of both par- ties gould be more equalized the new arrangement | would be acknowledged as very good. {ut in its present siate ttnearly ruins the trade and urgently demands a Fevision. The regulations, consisting of Gity-three To comply with | All efforts to improve the condition | _ | with yellow metal buttons and colored collar; a red , Who immediately granted a concession; — é NEW YORK HERALD, MONDAY, MAY 15, 1876,-TRIPLE SHEET. clauses, divide the cabs into three classes—first class cabs (broughams, whiskeys, double calashes and ban- cond class cabs, the so-called Victoria chaise to open or shut, and luggage cabs, resembling the Lon- | don four-wheeled vehicles, with an iron rail round the top to hold luggage on. The latter are built after a mode! broaght to Berlin by President von Mada: from Frankfgrt-ou-Main, First class cabs are distinguished from second class ones by a more elegant appearance and construction, as well as a use of better horses. Second class cabs, formerly anything but comfortable, were greatly improved by the reform. To avoid the | terrible shaking on the bad street pavement they were compelled to bave patent springs; the windows were required to be well glazed, new lanterns and an infinity of trifling changes were prescribed, which necessitated an enormous outlay of money. All cabs were simul- taneously placed under a strict control of the police: Immediately at the commencementof the strike, which greatly inconventenced the public, a project was set afloat, despite of financial bubbles having already passed their culminating point, of vouSbixG 4 JOINT STOCK comVaxy, for the introduction of new cabs. A capital of $1,400,000 was raised, Prospectuses and advertisements painted in brilliant colors the advantages to be derived from the project. With the $2,100,000 1,200 cabs were to be built and completely equipped, together with depots and | otber necessary accommodations, The net gain was to be | soms); something extraordinary—viz,, fifteen and a half per | | cont (live per cent interest and ten anda half per cent | dividends). The necessary concessions were willingly granted by the police; but notwithstanding a vigorous support from the authorities the company seems any- thing but flourishing. Of the promised 960 first class | and 300 second class cabs, with 2,400 horses, up | tothe present time only 400 first class droschken are nu ‘The construction of the remainder seems to have been cntirely abandoned; at least, a large num- ber of the new droschken, for which the company fur- nished materials, were retused by them. Till now no | dividend has been distributed. Tho Board of Directors | accounted for this in the first year as arising from tho bad state of commerce and trade; in the second year no explanations were considered necessary, How little the company have responded to expectations raised by them is proved by the fact that on an average 216 was the highest number of their cubs in daily use last year, ‘This miserable failure of the company, in spite of the large capital on hand, 1s a clear sign that as Jang as tho cabs remain in Berlin under such strin- | | kent supervision, in striking contrast with the free- dom of trade admitted In all other branches through- out the whole of Germany, no satisiaciory results can be attained. | } | THE CABS OF BERLIN. The number of cabs at present employed in Berlin | amounts to 4,483, Nine hundred of these are first class | ones, 408 of which belong to the company above men- | tioned and 582 to private proprictors. From this number we must deduct eighty luggage cabs. From ofli- cial statistics kindiy placed at my disposal I find there are no less than 1,700 cab proprictors in Berlin, 1,200 | of whom pogsess only one each, Whoover owns more than five cabs is compelled to have one luggage cab for every five others, As there are only eighty lug- | gage cabs in existence it is plain that eighty persons | at the most own more than five cabs—another proof that this vocation is chiefly followed by persons be- | longing to the poorer classes, Tho majority of the | ¢abs are ono-horse vehicles, with a second horse in | reserve. Nevertheless, a maintenance of two horses for one cab is not obligatory. A number of first class cubs are also drawn by two horses, The cab horse, the condition of which is by no means very good at | present, must, according to the rules, ‘*be strong, in working order, free of detrimental faults, well kept, of | good pace and safe to drive.’ Under the head of detri- mental faults blindness in one eye or both is in- cluded, Blindness in one eye was a principal cause | of the strike, cabholders till now evinemg a decided | prefereuco for purchasing balf-blind horses on ne- count of their cheapness, First and second class cabs, a8 previously remarked, are distinguished from cach other by a dilference in appearance and construc- tion and have the tollowing distinctive signs:—On the lirst class cabs the number of the droschken is burned in black letters ou a white ground on the front glass of the lanterns, while on second class cabs the letters aro red and ona blue ground. Further, the numbers on the back of the carriage doors must be painted ona first class cab in black figures on white, as those of an ordinary cab in red on white, CABMEN'S UNIFORMS, Cabmen driving first class carriages wear red collars, witb white braid; second class cabmen, blue collars and yellow braid, THR LIVERY of the coachmen consists of a dark bluo military coat, eloth waistcoat, dark blue cloth mantle anda black | polished leather hat, with a white band anda Prussian cockade; exchanged 1n winter fora fur cap, Every cab must have a goveromental stamp burned in, the form | of which is changed every year. An aunual examina- tion of all droschken takes place by a Commissioner of Police from March 1 to August 1, and an inspection of | their dresses trom January 1 to the end of February, | The examination is very thorough, and cabs as weil as | men not answering to official demands are liable to be | either permanently or temporarily suspended. Every | cab proprietor must have a lheense and every coach- | man a printed permit, stamped by the police. The | drivers, Who must all excoed eighteen years of age, and must never Jive been convicved for a criminal offence, undergo, prior to nomination, an examination | before the Commissioner on the topography of Berlin, | their knowledge of driving and the police rules in | force. For drunkenness or excesses, impoliteness or | a violation of regulations the driver may bo deprived of his permit by the Commissioner. Tho punishments intlicted are of three kinds—fings, not under seventy. five cents, or imprisonment for one day; withdrawal of permit from coachmen, withdrawal of license from proprietors This latter regulavion is enforced when masters have not observed the rules relating to engagement of drivers, All cabs mast leave their stables at seven o'clock in the morning and are not allowed to return before eleven o'clock in the evening. A short time is granted them between Wwe to three o'clock in the aiternoon for re- harnessing. POLICE REGULATIONS, If cabs are seen standing at home at any other time of the day without good reasons they are noted down and their owners are punished, During the day time, on an average, 3,500 are in use in Berlin, which suice qn working days, but noton Sundays and holidays. ‘There are 168 stands for first class droschken and 443 for second class cabs, where a fixed number may await passengers. No cabman may pass by one of these prescribed localities if the appomted number is not complete, Cabs must wait before theatres until the representation ts over, and at railway stations until all passengers arriving by trains have departed. Cabmen with empty vehicles may only refuse to drive wuen they can provide ample proofs of their inability. To | drive about the stroets in search of passengers is | strictly forbidden. Cab horses may be ted on the dif- ferent stands and nowhere else, When waiting for passengers cabmen are prohibited from assembliug on the pavement, sitting inside or quitiing their cabs, The cabman heading the stand must acither give food nor drink to his horse, but sit oa the box and await an arrivak Droschken may not be employed for transport, ing baggage or other things unattended by the owner, During the drive {tis the cabman's duty to pay atten- tion to articles intrusied to him Immediately aiter the cab is vacated the driver must examine his vehicle to see whether anything. is Jef inside. In the latier case Le is compelled to deliver the things found within twenty-four hours to the police. BERLIN Cal FARES, A cab is engaged by distance or by time, A s0- called distance tour isa drive, the termiaus of which is intimated to the driver on entering the cab, and must be reached by uninterrupted driving and the shortest ways Engagements by the time are where a passenger hires a cab for a certain period to @ destination not to be reached without interruptions or by the shortest ways, On paved ways the pace to be even and tair, equal to 180 yards a minute. Drivers who are longer in guining a given point tha necessary are punishable. For a distance tour th, coachman must wait five minutes gratis for the passenger. When this time is exceeded the usual faro is charged according. The tariff now valid ia Berlin is as follows :— 1. Fares by Distance. | First Class, Second Class. | —-Trs0ni—— Persons | } | | lend? Sand4. land2 sands ' Cents, Cents, Centa Conta | Fora distance not ox- ceeding 14 miles... 25 pty cay For the next LX miles 1256 w Ls | And tor every adui- H tiomal 1% miles | part of shom, Wy WK | Kola! | founded | of the day, which 1s mile II. Fares by Time Pirst Class. Second Class, — Persons, _-—~ Persons,-—~ land2, Sand4, Land2 Sand Cents, Cents, Cents, Cents, For a drive of fitteen minutes or less...... 25 BIg bw 2 For the next quarter of an hour or part thereof... eee. 12 12% 10 12 For every additional quarter of an bour or part thereol......... 12% 12% 12% | 13% POR MIGHT DRIVES, that is to say, buch as take place from April 1to Sep- tember 30, between eleven in the evening and seven (n the morning, and from October 1 to Mareh 31, between eleven in the evening and eight in the morning, a double fee must be paid. For cabs previously engaged for carly drives an additional sumpof twelve and a bulf cents is stipulated. For drives from a railway station, where, on arrival of a train, a policeman delivers a Passenger on demand the leaden mark of a cab, and for drives from theatres, where drosehken are previously ordered, six and a quarter cents must be paid for waiting, Children under ten years of age, accom- panied by adults, aro free, For luggage weighing from ten to twenty-five kilograms six and a quarter cents are charged, and for parcels from ,wenty-five to fifty kilograms, twelve and a half cents; trom fifty to one hundred kilograms, twenty-five cents, All lug- gage exceeding this weight must be carried by luggage eubs, the drivers of which may demand twelve and a half cents for every extra fifty kilograms, No charge as made that is not in accoraauce with the tariff nor must any fees be accepied. Smoking during the drive 4s also forbidden, Distance tours are calculated by a sort of table, an exact plan of Berlin, on which tho Streets are divided, according to competent estimation, Jato such tracks, in different colors, as may be accom- plished in one minute. Fifteen such squares, equal to fifteen minutes, are reekoned as a tour. TRYING TO RRGULATE HONESTY, A great complaint raised by the cab owners is the inefficient control which the driver has over the farea, Although it is expressly stated in the rules that pas- sengers need only pay the fares un delivery of a ticket by the driver the public cannot be induced to demand these tickets, From 1843 to 1847 the cab owners even instituted a lottery in which a prize of $700 was drawn every week. Formerly the public displayed some interest in the matter, but this quickly subsided. All attempts to exercise a thorough control by some | kind of mechanical apparatus have also proved futile; no practical invention has been discovered, The only thing that remains to be done is the adoption of the system so successfully employed in London and already introduced by the Berlin Cab Company—viz,, letting out cabs to drivers for a fixed sum, But the difficulty is that drivors who are earning a great doal at prosent refuse to hire acab for the day at @ fixed rate. The conditions under which the stock company let ther droschken are as follows:—During tho summer months—from Muay 1 to October 1—the driver must pay daily from $2 80 to $3, and in winter $2 10 to $2 25 For the livery, also furnished by th pany, a sum of seven and a half cents per day THE SUM DEPORITED BY THE DRIV Ae ag guarantee on hig hiring a cab, is $18 25, INES for contraventions, &c., are imposed on cabmen. ‘The driver pays, onan average, at least $2 por day for his venicle, On # pretty uccurate calculation, these $2 just about suffice te keep the conveyance in order, and the owner’s gain is therefore, as a rule, but a scant one. As perhaps it might interest your readers to be made acquainted with the dafly exponse for the maintenance of a cab ia Berlin, with food for two horses, one of which must always be held in re- serve, I annex the following statement:— Driver's and groom’s wazes. os Food for two horses, oats, bay and straw, Keparatious.. . Reut and taxes. , oe 1233 Gradual outweur of cab (20 per cent per year)... 10 Gradual wear of horsee (25 per cent per year)., 123g Interest on the capital invested ($380)....., 0 Total......08 In proportion to these considerable expenditures, the business of a cab owner is-anything but lucrative, We are informed from a trustworthy source that the avtrage profits of a good droschke, lined and fitted out according to the police prescriptions, fram the years 1868 to 1875, averaged as follows:— $1 4236 1872, 1 63% 187: . 1 67% 187 . 1 6435 1875, The profits are further reduced by the competition with voitures de remise, omnibusos and street cara. Tramways, now laid in Berlin since 1863, havo mostly injured the omuibuses belonging to a joint stock company which only paid last year three per $1 75 cent dividend beside four per cent interest. Stroot | cars are making a capital business. Government, | however, in order to protect the cab owners trom en- | tire ruin, on granting concessions to tramways, does not allow the different lines to directly traverse the towa, Those carriages for hire having no numbers, and not being subjected to official control, are divided into Krimsers (pleasure vans) and thorwagen, to be seen outside the gates, and equipages, The Krimsors, only extant in Berlin since 1820, and so named after the in- Yentor, are open omnibuses, with a waterproof cover ing, supported by from four to six bars. They aro chiefly used for picnics. The thorwagon, large Victo- ria chaises, in which every individual pays his place, communicate with the places and villages in the vi- cinity of Berlin, There are altogether 220 Krimsers and thorwagen. For the bire of a very good oqul- page in Berlin the moderate charge of two marks per hour 1s made; from $2 10 to $2 80 for the whole after- noon, and trom $3 20 to $4 25 for the whole day. THE INTRRESTS OF CAB OWNERS are protected by the Berlin Droschken Association, in 1859, and consisting of about 800 members. The organ of the association, which also represents the association of German hackney coach proprietors, is a good weekly paper, very ably edited by the secretary, Mr. Miller. ‘The aims of the society are a protection of the inter- ests of cab owners, maintenance of a common d) pot for liveries, control of cabs when on duty, preservation of mutual rights between masters and drivers, mainten ance of discipline among drivers and provision against purloiming of fares, The association settles disputes | between masters and drivers and obliges the members to tako no couchman Into their service who has been excluded by the union, Alter a thorough examination of the Berlin cabs, their holders and drivers, the resalts of which I have en- dcayored to represent to you, I must acknowledge that, considering the really very small rate of fares, there is but htule cause to complain, The cabs are, on the | whole, in a good condition, and the horses, when we | consider tho exertions and temperatures to which they aro exposed, better than might be expected. The drivers, though certainly somewhat irritable in con- sequence of the stringent control of the police, are with few sxoeptions polite and obliging, aud by ho ineans deserve the reputation which they universally possess. THE LOUISVILLE ‘RACES, IMMENSE GATHERING OF TURFMEN—THE EVENTS OF TO-DAY—THE FAVORITES IN THE POOLS— CONDITION OF THE TRACK. Lovursvitte, Ky., May 14, 1876. Tho prospects for to-morrow’s racing are very flate | tering, The probability Is that the greatest number of people that were ever congregated on a Western track will be assembled to witness the Kentucky Derby and the other races on the programme, hot even excepting the occasions of the great four-mile race of Waguer and Grey Eagle m this town, — From all sections of the country peopie are arriving, and Lotel accommodation Jor the mass will be found impossible, The number of horses here is unprecedented, said to be over 200 at the Face course and others ouside, THE FIRST RACK will bo adash of one and a quarter miles, which wilt have ten starters, including several notable ones, such as Pair Play, Ceylon, Katie Pease, Kilbuta, Weatherby, Broakaman and others, The grand feature of the day, however, will be THK KENTUCKY DERRY, in which there will probubiy be tev starters, compria- ing Parole, Vagrant, Creecmoor, Harry Hill, Bellies Red Coat, Marie Michon, Harper's Inquirer ‘colt Bombay, The interest centred on this race is beyond all precedent, Parole and Vagraut being alternately FiInst CHOICE in the pools, and these are reaily, the two chaimpions of the tield, they having bee best two-year-olds in the East and West last season, and this seems to be recog- nized as a battle between the two sections of the coun- try. There aro others also in the race who have great reputatiol ing beon wmuere of some of the best raves run this season, and sbould either one of both of the favorites make a tainly be beaten, ‘THE THIRD RACK ork oe ve ee | and will be warmly contes! the four ent omargo, ‘Enna C., The Nipper aud Enfeld—being all good race borses, ‘THE TRACK is in good condition and the weather bas favorable in- dicatious of Berng clear, ietake they will cer — COACHING. ITS ORIGIN AND PROGLESS—INTERESTING DATA BEGARDING THE PAST AND PRESENT. ‘The impulse which has been given to coaching in this country by the Coaching Club and by the starting of the new line from New York to Pelham, renders a short account of the history of couches apropos and interest- ing to the general reader. The derivation of the word “couch”? itself is an interesting question, for although the dictionaries give it as derived from the Latin con- chula, or little shell, there seems to be equally good ground for supposing that the word is derived from the name of the town im which thts particular form of vehicle was invented. The earliest account we have of any conch is that of the one in which Matthias Corvinus, King of Hungary, rode during the last half ofthe fifteenth century. This coach 1s said to have been the invention of some artisan whose name is not preserved, but who is said to have livéd and butlt the coach in Kotve, Hungary. No description of the vehicle {is extant, save an allusion to it im a small book on theo manners of the Hungartan people which is, or was some thirty years ago, in tho library of the British Museum. In this book the coach is described as a small house set upon four wheels in which King Matthias Corvinus sat and was drawn by two horses, being the first person who over rode in that kind of a curriage, It is fully as probable that the word “coach” came from “kotze’’ as that it was derived from the Latin “conchula,"’ a derivation which seems at least a little far-ietched. While this was probably the first coach ever built, carriages and even covered carriages bave undoubt- edly been in use from eurly antiquity. Carriages were certainly used by the Romans, for ag early as 200 B.C anedict was promulgated, which remained in force somo twenty years, forbidding any female to ride in a carriage within one mile of Rome, These carriages were, however, a modified form of the two- wheeled chariot of the Romans, with canopies or large screens attached for protection against the weather. ‘The Fepeal of this imperial edict waa, 1t is said, forced by the popular clamor against the law iteeif, But while this fact demonstrates that carriages, so called, were in common uso among the Romans, there is no evidence cither in the written or pictorial history of | Rome that anything resembling the modern coach was known to them, In the East there appears to have becn @ sort of covered carriage in use from very early times, The so- clusion in which the femalcs of the Eastern household had always been kept rendered some kind of covered conveyance necessary fur women when. they went abroad, and the custom of taking the women on jour. neys and in public processions is wel! established by all the literature of the East, The carriage of the modern Persian, which he calls a tukht-e-rowan, how- | ever, is tittle more than a large chest which is sas- pended between two camels, and it is probable that the conveyances of the East, where wheeled vehicles are impossible to use on account of the condition of the roads, have always been moro of the nature of palan- quins than of the carringes of modern and European civilization, excavations of Herculaneum show that a vehicle was in use in that city which bore no inconsiderable ro- sembiance to the comparatively modern post chaise, being drawn by two horses, one of which was rid- den by a postillion. But nothing bearing any resemblance to modern coach 18 to be found in the records of either Herculaneum or Pompeii. But after the fall of the Roman Empire, amt during the long reign of barbarism that ensued, the use of car- riages ceased, and the only vehicle that was still com- monly employed was the war chariot, which was mod- clied after the original Roman war charidt and was vory similar to it, The condition of the roads in Europe, even in the cities, was so bad that no general use of any kind of wheeled vehicle was practicable until late in the sixteenth century. ‘That carriages were used, however, is shown by edict ot Philip le Bel of France, which strongly resem- bied the Romau law spoken of above. In 1294 he pro- mulgated an edict forbidding the use of carriages by the wives of bis citizen supjects The cause or object of this law does nos cleariy appear from the records, but it 18 probable that it grew out of the license of the age and was a sumptuary law demanded by the existing abuses. The forth of the carriages then in use cannot be stated exactly, as there ig no picture of them, and no detatied description known to be in existence. It is probable, however, that the coach invented in Hungary ‘was merely an elaboration of the vehiclea then known. The use of w coach by King Matthias Corvinus ap- parently became known in England and France and Spain before many years bad elapsed, and coaches were made and used in those countries during the tol- lowing century. Not a rapid spread for a new inven- | tion, certainly, but 14 must be borne in mind that the mene of communication between countries were bot great m those days, and bosides this fact another mili- tated against the adoption of the new invention. | Coaches, like umbrellas, were at first ridicuied, and their use was looked upon as a mark of effeminacy. | Men would put up with almost any amount of incon- | vemienee or expense rather than be seen riding m ove | of the new-tusntoned vehicies except on State occasions. Carriages were, however, a8 wo bave seen, com- moniy used, una in 1433 the Ambassador Trovassi rode into Mantua fo a carriage which was, probably, not acoach, as there is no record of any coaches having been built anywhere at so early a date, Frederic LH. rode into Franktort in a covered coach in 1475, but it was eighty years afer this, accoraing to Stow Chronicie, belore anything of the kind was made in England. That tloe'gg in speaking of the { year 1555, suys:—This year Walter Ripon made « ‘coach for the ‘Karle of Rutiand, which was the first coach (saith he) that ever was made in England. Since—to wit, in anno 1664—the said Walter Ripon mady tho first hollow turning coach, with pillers und | arches, tor Her Majestie, being then her servant. Also, | in anno 1581, a chariot throne, with foure pillars be- | hind, to beare a canopie with ‘a crowne mnperial on | the suppe, aud before two lower pillers,.-whereon stood ation and adragou, the supporters of the armes of | Engaand.’’ This chariot throne was used by Queen Elizabeth in 1588, when she went 1m stute to St. Paul’s Cathedral to jive thanks for the providential deliverance of her Kingdom from the danger threatened by the Spanish | Armada. From the accounts of the procession vn this occasion it seems that the Privy Council of tne Queen and all her attendants of the higher ranks went on horseback, this of itself being presumptivo evidence that coaches were scarce at that ime, Later, | however, in Elizabeth's reign, coaches became com- paratively numerous. In 1860 the Embassy to Morocco ‘went in a procession through the streets of London, ‘and a portion of the paraphernalia of the procession consisted of jour coaches, Inthe same year the Rus. sian Embassy was accompanied by eight coaches, Three jater an embassy trom France, charged with the congratalations of the French government on the accession of James 1, rode in thirty eoaches Some of the pictures brought to light by the modern | Wed in rapid from tne Tower whar{ to the French Ambassador’ dwelling in Barbican, and, after paying their respects to bim, rode to the lodgings provided for them in Bish- opsgate strect, ‘This procession is said 10 have excited as much interest among the citizens of London as did the turnout of the Coaching Club a littie over | a week ago among the citizens of New York, | ‘The coach of that date, however, as appears | from a pictare engraved in the sixteenth century, was a cumbrous affair indeed compared with the ele- gant vehicles of to-day, This picture is of a coach | being driven along through the environs of Milan. It | 18 a large box, apparently twice the proportions of the modern coach, with curving sides and a top consider- ably larger than the bottom. The driver is seated on a level with the inside seats, and two horses are attached | by traces, no pole appearing. In the doorway at the | side, with her feet hanging out, is seated a lady who must Certainly have suffered considerable tneonveni- | } euce from dust. The outside of the coach is covered with fancy designs, either painted or carved, and the wheels are more cumbrous than those of a modern | drag. 20 clumsy, indeed, were couches in this time that _ even queens, when travelling, preferred to ride ona pillion behind their officers. About the beginaing of the seventeenth century, however, glass windowa were | put Bagen to be used. The coach then became very simit to that of to-day, but not for wany years we | venience and elegance of modern coaches combined | with the lightness and strength of those that are bails | | at the present ime. | JEM MACE’S POSITION. To tHe Eptroe ov rmx Henatp:— | Will you aliow me to say that I do not believe that 1 owe any man in America. If I do so unwittingly I. shall be valy too giad to settle any legitimate claim: | thatmay be presented. My cousin, Pooley Mace, may have incurred debts, but I have nothing to do with them, Now, a8 regards that would be “champion,” ‘Tom Allen, and his clever remarks about me, | have only to say this:—My intention on jeaving England, as L bave previously stated to tho reporters, was to visit this country for tbe purpose of arranging a fyht with Tom Allen. Upon the earnest and oft repeated solicitations of my inend Joe Goss, however, I finaily consented to retire in bis favor and give him “Hirst shy” ot bis old antagonist, Allen is a great talker, but he seems ¢o forget wnat I easily, and with. outascratch to myself, deteaied him iu our former contest after ten rounds, to his no small disgust and that of his backers. Alter that fight 1 retired publicly from the ring, and he, knowing thal, screws ae to again cualienge me. 1 have no doubt my friend Goss will give him all he can attend to if Allen has the temority to meet him; bat should the indivi- dual named, aiter bis meeting with Goss, stull feel de- sirous to try conclusions with me, Twill fight him for any amoant, wi any time, afier the conclusion of my present circus eagorn and ob any terms that uw | fom oka ee he Ak meaporttl ag me, | Which bring the shooters on PLAYING POLO. THE GAMES OF THE POLO CLUB—THE PLAYERS AND THE MANNER OF PLAYING. {From the New York Times, May 16] A dozen horsemen, a score or more of privileged visitors, and a hundred or two of spectators from the Twenty-third and Twenty-fourth wards, gathered at Jerome Park yesterday afternoon to witness the second Practice game of the Polo Club, The atmosphere was pleasantly cool and wasin every way suited to the sporton band, Shortly after four o'clock the mem- bers of the club begaato make their appearance in carriages and road wagons, severaPof which contained one or more ladies, in addition t@its complement of men.’ Only one drag, that of Mr. Witiam Jay, came up to the park, and the gathering was in otber respects a purely informal affair, The portion of the park de- ‘voted to polo is at the southern edge of the park, just below the extra half-mile track. The space staked off for practice is about 400 feet tong by 250 wide, and is en- closed vy tall white poles, at distances of fifty feet from cach other, At cach end of the grounds are two poles, ‘wenty-five feet apart, each bearing a small flag. These are the goals through which the ball must be driven m order to obtain a -yictory. At the eastern border of the grounds was a small blue and white tent, and in front of it were ranged half a dozen camp chairs for the ladies, At half-past four o’clock the playerf began to muster in strength, The ladies were scated in front of the tent, and the gentlemen, a majority of whom had driven up in costume, niounted their ponies and armed themseives for the fray. The only weapon used isa mallet from five to six feet in length, with a wooden head not unlike thit ofahammer. With this the player must strike a light wooden ball, of the size and shape of a base ball, and drive it through the goal of the opposite party, Sir Bache Cuaard won the toss tor choice and position, and the two sides were soon ired off as follows :— A rd Mandevilie, Sir Bache Cunard, Mr, Benuett, Mr. Howland Robbins, Colonel William Jay, Mr. Leatham, Mr. Scbuyler Crosby, Mr. Gussie Jay, Mr. Perry Belmont, Mr. 3, S. Howland. ‘The Cunard party ranged themselves at the upper end of the grounds, immediately in front of their goal, and Lord Mande: and his triends drew in line be- fore the lower goal. Most ofthe riders wore English riding breeches of velveieon or nankeen, and several of then bad colored shirts and caps. Mr. Bennett had a handkerchief around bis neck, anol around his waist, and wore wide nankeens and high top boots, Lord Mandeville had on a blue shirt, a gray cap, veiveteens, and high cavairy boos. Sir Buche Cunard bad’ on a pair of wide nankeeng similar to Mr. Bennett's, a greenish tinted shirt aud high bowta, The Texan mustangs ridden by the party were all active, wiry little avimals, and Jjowed in the sport with as much apparent zest as the ‘owners, altnough the successive thwackings which they received from the mallets of nervous or unskilled players were enough to tire out any animals except those of their peculiar breed. Mr. Bennett’s gray, one of the nimbiest and most graceful of the entire corral, was admited by all, As the ladies said, ‘he was a little horse,” and his spirit and vivacity kept full pace with that of the best players around him, Ala quartor to dive o’clock the ball was tossed into the air im the centre of the grounds, and the opposing players mad rand rush for it. It was driven outof the centre of the throng and the fleetest horsemen on both sides made for it, In this second rush Cunara broke bis mallet and had vo be supplied with a second one. Meantime the ball was driven backward and for- session, atnid shouts of ‘Well done, Bennett,” and ‘Well hit, Cunard,’ until it had been finally driven to within a few feet of the lower goal. Here the Mandeville party rallied and contested the ground desperately, but the advantage lay with tho Cauarders, and in another minute a well directed hit sent it spinning between the flags, while the Cunarders | scored one. Inthe second game the parties changed sides, Lord Mandeville taking the upper goal and Cunard the lower. In this game the ball was driven twice out of bounds, several mallets wore broken, and both parties were in turn pushed back by their opponents almost to their respective goal In one of the mééées the ball was broken and a fresh one had to be supplied. Tne game was won by Lord Mandeville after somo very ty fighting, m which excellent hits were made vy Messra. Bennett, Cunard und others, The svore was now a tle, each sido having won once, A short breathing spell’ was taken, aud then the men ranged themselves for the third and last struggle, The word was given, the ball shot in the | air, and the turf resounded with the thud of the op- ah | Posing parties as they charged each other in their efforts to recover the flying ball. At one moment the ten riders were jammed in together so close that it was impossible to move their mallets, and at other mo- ments two or three active players drove the bali before them almost without opposition. Assoon as the ball ‘was seen to emerge from the tangled aroey! of players with a fleet rider driving it before htm, tho shout ot “Ride him out !’” waser: by the enemy, and before the successiul player could propel the ball between his opponents’ goals be was driven off his prey by the Tush of two or three hostile horsemen. Furious churges and counter charges were made; ll was driven out of bounds, lost, found and knocked’ over al- most every square yard of the ground, and still neither party was able to conquer. In the thick of the tight Colonel Jay, who had dismounted for @ moment, lost his horse, which ran throvgh the surrounding meadows pursued by the ‘small boy population” of Fordham. Once tho ball was knocked to pieces by a blow from one of the contending mallets. A new bail was supplied, and tho fight weut op with undiminished vigor. ‘The ladies watched the game with eager interest, and applauded right heartily at the successful strokes on both sides. At one time :t seemed that the Cunarders were sure of victory, and a iew teet more of turf passed would have given them the goal, when a magnificent hit b Lord Mandeville sent the bail fying over half the leng! of the grounds.’ ‘This was beyond question the finest | sam ke of the day, and a burst of applause greeted it on des, The batt raged arouna the lower goal, the men and their horses were mixed together in an undistinguishable masa. Then the ranks opened once more and the ball was secn gliding back toward the upper goal, Another encounter, another and another break followed. Lord ' Mandeville hi made another of his splendid bits and snatched safety | from defeat, when the latter seemed inevitable. The Mandeville band, gathering renewed courage {rom vhis jJucky stroke, closed around their leader, and by main | force and hard fighting pashed the ball down toward tho lower goal. Here the last brush of u occurred, hits on both eee, in which Mr. Bennett, Lord Mandeville, Mr. Crosby and others diatingaished themselves, the ball was driven between the Cunard flags, and the Mandeville sido was vic- | torious, THE CENTENNIAL RIFLE MATCH. IRISH RIFLEMEN AT PRACTICE—SOME OF THE TEAM THAT MAY COME TO AMERICA. Deora, May 1, 1876. As the readers of the Hxxap are doubtless aware, the Irish riflemen bave lost the use of the ranges at the North Bull, Dollymount, and for some months past they have been sorely puzzled to discover a suitable place for the pitching of their tent, They finally, however, resolved to pitch itat the military ranges, Dundalk, county Louth, a point situated about midway between Belfast and the Irish metropolis. ‘The site was generally considered an adinirable one, as both the Dublin and Bolfast contingents can reach the rendezvous by early trains and are cnabled to re- turn to their respective homes at the close of the day’s work, On Saturday, the first of the practice days, there was a meeting of the riflemen at the Dundalk ranges, but inasmuch as the Belfast. men were “engaged in competition for the Daflerin Cup,” at the Kiasegar ranges, the Metropolitans did not mect their northern colleagues. Dundalk is about tbroe hours’ ride from town, and the company travelled by the morning mail, reaching Dundaik by ten o’clock, and immediately proceeded to the ranges, which are about two miles distant from the railway depot. In all | nine of the devotees of powder and shot put in an ap- pearance. They were Major Leech, captain, Dubin; Mr, Jobn Rigby, Dublin; Mr. Edward Johnson, Dublin; Mr. Pollock, Dublin; Mr. Patrick, Dublin; Dr. Traill, Dublin; Mr. Franka, Dublin; Mr. Russell Joyat, Dub- lin; Mr. Gof, Watertord. Of these wore two shots in the International match at Creedmoor, Messra, Rigby and Johnson; Mr, Pollock fired in the return contest at Dollymount last yoar; Mr. | Gof is a member of tho National Ritle Association and fyi resides in Waterford, and the other gentlemen are but novices, Dr. Traiil is the well known Feilow of “Old”? ‘Trmity, and is remarkable rather for his profound | kuowledge aud great research than a3 a rifle shot. The range over which the firing took place is 1,320 yaras long, and though the surface between the firing points and the targets is nota level one, this drawback was | vary speedily remedied, thus;—The upon @ platiorm three fe firing points two moun which were od bali’ agree sidering the early period of the year and that the men never beture shot over the ranges, the work accom plished must be coi od saiisfactory. The party was divided into two of jour men and shot the fall compiement of the Doliymount and Creed- moor matches, viz. :—Fitteen shots per man at each of the three ranges. In No. 1 squad, com of Jon son, Patrick, Pollock and Franks, the lirst named gen. Veman carried of the palm at both the 800 ranges, with three misses, = Patrick all round, and at 1,000 yards the best of the others by five id not shoot up to his usual but in aday oF two more he is bouud to wane ee grand total at the three ran, 3 pet epee | {tem im the score sheet of the squad wed superior suirty Leng yy Jobn Ri o at the shot very wo but at the longest range he got only three a Boat ponents minsed more thau once at the longest range ‘once got off the score of interest its. pred bene ary spf roe an seo py toay es, team crosa the water next autuma, scoRR, bi No 1 Squad—s00 Yards. $55554355555545—T1 35455554343545 5— 65 8555554445445 34-65 9552235545455 55-63 5— 69 2— 66 5— 61 5 58 +255 5 54 3s~ 49 Oo 4 —8 BBs io octenme 193 mara ite 8 ‘Squad—800 Yards, on Total. 6 5— 69 5 5— 69 3 5— 61 0 b— 45 SBas8 | bobs F3 TO THE CENTENNIAL ON A BICYCLE, ‘The police have been engaged in searching for Charleq Brown, aged thirteen years, who has been missing from his parents’ residence, in Brooklyn, since last Wednes- day. Simultaneously with the disappearance of the boy $42 were missed by his father, and Charles is st to have takea it with him, He was last seen lersey Cit) nd it is supposed that he has gone to Philadelphia to visit the Centennial Exposition, as he told his playmates that he intended making the journey there on a velocipede, A CHALLENGE ACCEPTED. To rux Eprror oy tHe Heratp:— Seeing, by your paper, that M. Lucien Maro is dis- satisfied with his recent defeat by me and proposes te wrestle for $200 a side I accept his proposition and will meot him at the Hamlet, Twenty-third street, on Tuesday, between two and three P. M., to deposit a forfeit and arrange all pretiminaries, Respectfull ibs WILLIAM J. AUSTIN, THE BLUE AND THE GRAY. PREPARING FOR THE OBSERVANCE OF QECORA: TION DAY, The ninth anniversary of Decoration Day will on Tuesday, May 30. The friends of the soldiers whe fell during the late war in the United States have com. menced their preparations for strewing the graves with flowers. All partisan feeling has departed from the breasts of those who assumed actual participation in the contest, ana they ask the citizens of the country to co-operate with them im the beautiful memorial services of the day. The teachers and pupils of the public schools will contribute their share of plants and flowers, the various military and civic societies will join the great procession to the graves of the fal- len ‘heroes, and the congregations of the charchea of New York will unite with the com gregations of the churches of the South jn covering with fragrant blossoms the graves of the soldiers of “the blue and the gray.’ The headquarters of the Grand Army of the Republic have been established, by ermission of the Commissioners of the Department of 8, In the rustic cottage on the north end of Union square, and a committee will be there daily, from nine A.M. until nine P, M., to receive and care for contributions, ‘The following general order will be issued to-day:— Baas emeonbes m0. 1. mae Derantanst or New Youk, GA Re, “Tux Cortage,” Usion Square, New Youre, May 5, 1876. L—By virtue of an clection by the Memorial Committers the undersigned hereby assumes command as Grand Marshal for Decoration Day, Muy 3), 1876. It > on fullowing staff appointments are hereby am — "Comrade J.C. Julius ee 4 A, Kimball Post, No. 100, Adjutant General and Ohief of Staif. Comrade George P. Osborne, Cameron Post, No, 79, Quare ‘They will be obeyed and respected accordingly. ‘ol divisions, nides-de-eomo, and spectal alde al will be announced in future orders, requested, without delay, to fore cory cd the beet ge of two bees oa appol ir several sta, as aids to tl Grand Marshal; also, toreport the number of comrades t ‘expect to parade and the music they will furnish. Poste | $hAt propose to proceed to Woodlawn, Greenwood or other cemeteries, are requested to notify these headquarters of the 6. IV.—Committees having charge of transportatio or other matters that may come under the supervision the Grand Marshal on Decoration Day, will report full particufats theroof to these headquarters as soon as 0. 'V.—Military organi | citizens who de nounce the same to these headquarters promptly, tn order | that they proper divisions. Vi. ifepuvlic the general fay, and Deautiful yet solemn cere- the graves of our fallen comrades with Qh monies arranged for the occasion, should especially eclipse all others, An ora of good feeling and forgiveness should, iy common with the. great pulse of the American people. per- vado our hearts, Decoration “Day is not intended to keep alive or stir up the enmities or differences of the late rebellion, and we, particalariy, who learned to know our erring brethren amid tho din and strifo of battle, suonid re- member that there are no distinctions in the «rave. Let all be untted m our remembrance wherever a single hand may decorate with flowers the lust resting: place of the dead. VIL—The Grand Marshal and staff will be at these head- quarters from seven to ten P. M., where all communications should be addressed. | Hy command of WOLDEMAR B. KRAFFT, Grand Marsnal, X, Adjutant General and Chief of 3.0. Junivs Staff. SUNK WHILE AT ANCHOR. WHAT CAPTAIN SIMON SAYS ABOUT THE LOSS OF THE JEUNE AUGUSTE OFF THE BANKS. Yesterday afternoon Pierre Simon, captain of the French fishing schooner Joune Auguste, which was sunk last Friday on the Banks ot Newfoundland while atanchor, by the German steamship Rhein, made a statement to a HERALD reporter respecting the loss of this vessel—The sunken schooner belonged to Mr. AL Demalvilain, of St. Servan (Départment of tle did Vilaine), France, On the 3d of May, he said, we started in our vessel, which had been equipped and provisioned for an extended fishing cruise, We numbered sixteen souls, all told. Our voyage was to the Banks of Newfoundland, and its du- Tation was to depend upon our success in fishing, We left St. Pierre on the 34 of May, with a stlf northerly breeze, and proceeded to the Banks, and came to an- cbor there on the 6th of May, at sixP, M. On the 7, 8th and 9th we fished, On and hands. Having taken these precautions I went bel at six siejook, 40 my cabin 4 Frey having a work since three o’clock morning. =f His PP —s peiabile | propelicr, and some of the sailors saw | threw mea line, which | clasped with tne ‘adrowuing man, and when I was hauled om was #0 weakened from the Liow | had received, | of salt water I hy wallowed and the cold u | ved nothing. The Jeune Auguste im about five minutes, Two copia f the steamer e agent of the onde, oh what di mado Of the crew, who are now on boanl the steamer lying in Hoboken. The Jeune Auguste was built here in sen, and gt | into the possession of Mr. Demalvilaim in 1 Was eighty-live tons burdem, ponit rc