Part 2

And in addition, the ease with which its cars and engines may turn, render it especially applicable to such places where sharp curves occur, in winding around mountain gorges. In such places the Bicycle road requires a space only four and one-half feet in width for a single line, and for a double line about nine. In putting up the structure the rock may be drilled, and slight iron supports fastened to it. Another advantage which is apparent in case heavy grades are to be mounted, is that an arrangement could be constructed, which, by pressing against the upper structure or overhead guiding-beam, would greatly increase traction.

Numerous narrow gauge roads now in operation in the West prove their advantage over the ordinary standard gauge, in the saving of friction and the ease with which they turn sharp curves. No narrower gauge road than the Bicycle can possibly be constructed, and, as narrowing the gauge decreases friction, surely we have the greatest possible advantage over anything yet constructed. Its economy and simplicity is very superior. You can never get less than a single wheel, or line of wheels, or less than a single rail to run upon.

COLLISIONS AND THEIR CAUSES.

Railroad statistics show that the cost of operating and maintaining the present through express trains is very great, as all other trains must be hurried through at a rate of speed that is neither wise nor economical, in order to reach some particular point where these trains may be sided to allow the passage of express trains. The result of all this is soon apparent on trains and road beds, entailing additional expense for repairs, to say nothing of the danger attending this system of dodging. It is estimated that from fifty to sixty per cent. of the accidents on railroads ensue from collisions, and this in spite of the most improved system of signaling, numerous dispatching stations, and facilities for sending messages by telegraph.

Collisions occur, not so much from the speed of express trains, but from the various rates of speed of the different trains. It is readily apparent that no collisions could occur where trains running in the same direction maintain a uniform rate of speed. This cannot be, however, and therefore, in order to facilitate transportation, more lines must be accessible to perform this with safety and economy.

With the Bicycle System this can be accomplished much cheaper than with any other, as we have shown. As certain as it is that it costs ten times as much to move ten tons as it does one ton, it is just as certain that a corresponding ratio of proportion between Bicycle and standard gauge trains must reduce the cost of operation ten-fold, as they are one-fifth the weight and twice the seating capacity. When this is taken into consideration, with the additional factor of safety, which is desirable above all else, surely the Bicycle System should be entitled to great consideration.

Aside from the question of speed and safety, this system should commend itself to all railway managers who have other than personal interests to serve, from the fact of the important bearing the question of economy has upon it.

It may be asked if it is really true that the trains may be run on this system so much cheaper than any other, and supposing the weight of trains are equal, could this high rate of speed be maintained? To this we say emphatically, yes! Two things must be borne in mind, however; first, that in order to carry weight at a high rate of speed, an additional expense must necessarily ensue, as much from the damage done on the road bed and wear on rolling stock, as the actual consumption of fuel. Second, the amount of gain, providing the weight of trains were equal, would be the actual friction saved by Bicycle trains, as we have shown, from the action of the single wheels on the rail. That this would be considerable will not be questioned, and yet this is not all, _Light cars may be run on this system at very high rates of speed with the greatest safety, and because they are light, with wonderful economy._

May not cars of the same weight be run on standard gauge roads? It is impossible; as in running at any considerable rate of speed, they would inevitably leave the rail; and from the tendency to lateral motion, and also from the inequalities of the rail, they would be tossed up first on one side and then on the other. This danger would be greatly increased from a light construction.

Not so with the Bicycle trains. Supposing from the inequalities of the rail these cars should bound, from the fact of their having received a direct impelling motion in a vertical direction, they would not be thrown off, but would fall back squarely on the rail. This would be the natural tendency, but in order to prevent any possible chance of leaving the rail, the overhead structure is so gauged that the cars and locomotives cannot rise far enough to clear the flanges of the wheels.

The present standard gauge cars must be constructed heavier in order to stand the great strain resulting from their oscillating motion, and also from the fact that they are supported only from the base or platform of the car.

With the Bicycle cars it is entirely different, as they have two points of support, top and bottom, and their structure may be much lighter with safety.

So in summing up, we here present two all important factors which give us the greatest economy in railroad transportation, viz.: saving of friction with the Bicycle wheels and spindles, and the reduction of dead weight. Certainly every additional pound of weight drawn means a corresponding consumption of fuel.

The accompanying affidavit shows the coal consumption of the Bicycle engine No. 2, it having a traction sufficient to move two hundred persons in Bicycle cars, over a grade not exceeding one hundred feet to the mile.

“From August 23d to September 23d inclusive, we have furnished the entire coal consumed by the Boynton Bicycle Railway Company in running their engine No. 2 with train attached, their schedule including fifty trains daily, both ways, one hundred in all, over one and three-quarter miles of road. They have kept steam continuously and used some coal for other purposes, and the exact amount furnished and paid for in the ordinary course of business, with no previous notice to us, has been 31,000 pounds for as many days of continuous steaming in running trains with capacity of from one to three hundred passengers safely, successfully and at the highest rate of speed known.

“HENRY HENJES, Bath Beach, N. Y.

“Sworn to before me this 30th day of September, 1890. “GEORGE W. WALLACE, “Notary Public, New York County.”

This proves that a train of similar capacity can be run from New York to Boston and back with a coal consumption of but one ton, where from fifteen to twenty tons are now consumed. A single Bicycle car has usually been used, containing seats for one hundred and eight people, and at short intervals on the middle of the road, this car has been run ninety miles per hour, with passengers on board. Having run seven thousand trains, connecting with other lines selling through tickets, the safety, economy, and unquestioned success of this System has been practically demonstrated. When we consider the enormous weight of a Pullman Palace car (from eighty to ninety thousand pounds), which is equivalent to the weight of seven hundred passengers, we question, why not carry the seven hundred passengers instead of their equivalent in unnecessary timber and iron.

The people of the United States have built and now sustain by their labor an investment of ten thousand million dollars, on which an average interest is paid of about double that of Government three per cent. bonds, and yet they cannot travel on these highways, constructed with such infinite toil and expense, unless they carry from ten to twenty-fold the weight of each passenger when the seats are filled.

The rapid Bicycle trains will supersede this slow, wasteful system. An average speed of sixty-five miles per hour will reach the Pacific coast from New York in two days. A speed of one hundred miles per hour is readily obtainable by steam or electricity on the Bicycle plan.

BICYCLE LOCOMOTIVE No. 1.

The illustration on the opposite page describes our locomotive No. 1. It was built in Portland, Me., and is probably the first Bicycle locomotive ever constructed. At the first public trial, which took place in September, 1888, at Gravesend, L. I., were present some of the most prominent railroad men in the country. Its capabilities for speed were satisfactorily demonstrated, but owing to the shortness of the road, no especially high rate of speed was attained.

This machine weighs 23 tons. It has two 12 × 14 inch cylinders, and a driving-wheel 8 feet in diameter. It has a traction of about 300 tons. There is no doubt that this machine could easily maintain a speed of 100 miles an hour, drawing a train of Bicycle cars, with a seating capacity more than equal to that of the longest standard gauge train.

The steaming capacity of the boiler has been found to be very great, and entirely adequate to perform the work required of it. The extraordinary height of the fire-box, 6 feet from grade to crown sheet, forms a natural combustion chamber, causing great economy in the consumption of fuel.

This machine was found to be heavier than was necessary for the Coney Island road, and locomotive No. 2, a much lighter machine, is now used in its place.

[Illustration: _Bicycle Locomotive No. 1._]

BICYCLE LOCOMOTIVE No. 2.

This locomotive was constructed at the same time as the No. 1, but not as an improvement over that machine, its principal advantage being that it was so much lighter in weight. This was particularly advantageous from the fact that we were using an old unused road not designed for heavy traffic, and with this light machine we could attain a much greater speed with safety on this limited road than with the No. 1. It weighs only nine tons, but by filling the tanks with coal and water the traction may be greatly increased. The driver is 6 feet in diameter. It has two cylinders 10 × 12 inches. The boiler is an upright containing 102 tubes.

This machine is capable of a speed of 90 miles an hour drawing three Bicycle cars, with seating accommodation for 300 people, and an average consumption of coal of one-half a ton per day.[2]

We have used this locomotive constantly since the 16th of August, 1890, and have made the regular run of the road, one and three-quarter miles, in three minutes regularly. On special time trips, the same distance, in two and a quarter minutes, including starting and stopping.

[Illustration: _Bicycle Locomotive No. 2._]

BICYCLE LOCOMOTIVE No. 3.

This machine is the most perfect yet designed by us for a Bicycle locomotive. Weight, 16 tons, traction, 400 tons. The cylinders are the same size as those of No. 1, 12 × 14 inches. Diameter of drivers five feet. The crank is only 7 inches in length, so that 600 revolutions per minute may readily be obtained. There is no doubt that this locomotive can easily maintain a speed of 100 miles per hour drawing ten Bicycle cars, seating 1,000 passengers and weighing about 125 tons. This is more than the longest train on the standard gauge now accommodates. This machine is under construction, and we have full and complete working drawings of every detail, and every improvement designed equal to the most modern locomotives.

[Illustration: _Bicycle Locomotive No. 3._]

SWITCHES FOR THE BICYCLE SYSTEM.

On page 31 we give an illustration of our switches. The standing vertical bar reaches from the tie or roadbed to the top of upper structure, with a crank top and bottom, thus operating top guide-beam and lower rail simultaneously. When full throw of the switch is made, the ends of the rail and guide-beam are brought directly opposite, making the joints similar to the old stub switch. These switches are thrown and locked the same as those now used. The length of the shifting guide-beam and lower rail is thirty feet. The swing of the guide-beam is eighteen inches, while that of the rail is about six. The difference between the two, twelve inches, gives the tilt to the car which facilitates the switching of cars or locomotives, leaning them to the right or left, thus reducing friction. We have two in use on our Coney Island road and have had no difficulty in switching our heaviest locomotive. Indeed the matter of switching _only appears_ to be complicated, whereas, in fact, it is very simple and safe. No contingency can possibly arise where these cars and locomotives could not be switched.

[Illustration: _Bicycle Railway Switch._]

BICYCLE SLEEPING AND ACCOMMODATION COACH.

The illustration on page 33 describes the Bicycle sleeping and accommodation coach. The upper story is furnished with upholstered seats for thirty-six people. The lower floor has six sleeping apartments containing berths thirty-six inches wide. There are also three toilet rooms, one between each two compartments. The upper story is furnished with a door at each end of the car, which is reached by means of a spiral stair case from the lower car platform. In the lower story the doors are arranged on the sides of the car opposite each compartment and toilet room. The passengers may enter the compartment directly from the sides or through the toilet room. Every arrangement for comfort and convenience of passengers is designed for these cars.

[Illustration: _Bicycle Sleeping and Accommodation Coach._]

BICYCLE SYSTEM IN CONNECTION WITH ELEVATED ROADS.

In addition to the apparent advantages of the Bicycle System over all other surface roads, it is peculiarly adapted to elevated roads in cities and suburbs. First, from the fact that a single line of rails is used, it is not necessary to cover up a street entirely, thus blocking it up from daylight, as is now done in a great many places, but Bicycle structures may be built as shown on page 35, where posts are set at curbs on each side of the street, forming little or no obstruction to light.

Anything which tends to darken streets in front of property tends in a measure to depreciate the value of that property, as stores and apartments will certainly not rent as readily as those which have the full advantage of daylight. Of course the facilities of transportation to the different localities make up in a degree for this deprivation, but, if the same end can be reached, and even greater means of transport, without this nuisance in our streets, can be attained with the Bicycle System, it should certainly be entitled to an impartial consideration.

The Bicycle trains having one-third the weight of those now operated, will make less noise in rolling on the rails, and as the power exerted to move them will be two-thirds less, there will be a corresponding reduction in the noise of the exhaust.

Two Bicycle trains can be run on one set of posts, leaving ample room to pass each other, and they could also be run as shown on page 45, on posts placed in the middle of the street with scarcely any obstruction as far as light is concerned. Another enormous advantage is the economy with which the Bicycle structures can be built. A Bicycle structure sufficient to accommodate two lines can be built for one-fifth of the cost of the present elevated structures in New York City and Brooklyn. There should be something in the foregoing facts which should set our railroad projectors thinking. The numerous advantages and tempting possibilities of this system should cause its early adoption. Even the present elevated cars, which are comparatively light, are entirely too heavy, and only increase the cost of their operation. Bicycle cars have been built weighing only five tons, with a seating capacity for 108 people, more than twice the number these cars will seat. One-story Bicycle cars may be built weighing about three and one-half tons and seating 54 people. These are facts, not theories. If we must use elevated roads in our cities, why should we load them with unnecessary weight, entailing an expenditure of enormous sums for iron structures heavy enough to bear their weight, when this can largely be avoided.

[Illustration: _Single Bicycle Elevated Structure._]

[Illustration: END ELEVATION

_Bicycle System applied to N. Y. Elevated Railroad._]

What can be done with the present elevated structures in order to secure rapid transit? Many schemes have been advocated, but none so far which are practical, except through the expenditure of about $50,000,000. The nearest approach to rapid transit we have yet attained is an average speed of ten miles an hour, and there are some hours in the morning, and at night, when not even half the people can be seated, but the balance are packed in like sardines in a box, obliged to stand up and hang on to straps for from one-half to three-quarters of an hour, instead of receiving the accommodation for which they pay. Real rapid transit can be obtained but in one way. Two more lines must be accessible for express trains. The Bicycle System will give these two extra lines without change of gauge, and give four trains to the present two, with only the additional cost of the upper structure. Illustration on page 36 shows how this may be accomplished. The elevated structure would then have much less weight to carry, and this change could be made without interfering with the operation of the present trains. A great many people who ride on the elevated roads have ridden in the Bicycle cars on the Sea Beach and Brighton Road at Coney Island, and can testify to the advantages of this system.

[Illustration: _Combined Elevated and Surface Structure._]

[Illustration: _Side Elevation of Elevated Structure._]

Another decided advantage in the Bicycle cars is their convenience in receiving and discharging passengers, the doors, 36 in all, allowing instant exit. A car filled with 108 people can be emptied in a few seconds. There is no need for argument to show that 36 doors will allow emptying and filling more quickly than two. The difficulty of emptying a car quickly, containing 80 or 90 people, and obliging them to file through an aisle, is well understood, as we have all tried it, to say nothing of the inconvenience of pushing one’s way through a car, packed with standing crowds, in order to get out at the desired station. The delay at stations to allow entrance and exit is no inconsiderable obstacle to the desired rapid transit, as the time consumed is, on an average, nearly what it takes to run from station to station.

The Bicycle cars will obviate this difficulty, giving every opportunity for the saving of time at the stations, which in making 40 or 50 stops is considerable. The income of the elevated railways may be greatly increased and the expenses decreased, and at the same time give the public the much talked of and desired rapid transit. There is every reason to believe that the Bicycle express trains could average 40 miles per hour on the elevated railroad, making only the most important stops, while local trains could more than double the present average rate of speed.

ELECTRICITY APPLIED TO THE BICYCLE SYSTEM.

In addition to the numerous advantages of the Bicycle System over all others, the substitution of electricity for steam will greatly increase these advantages, and will show beyond a possibility of doubt that this system is especially adapted for the utilization of this motive force, more than any other known.

[Illustration: _Bicycle Electric Car “Rocket,” at Bellport, L. I._]

The first, and perhaps the most important point in its favor, is the use of the overhead guide in which to enclose the electric conductor. The advantages of this combination need hardly be specified, as they are evident to any one conversant with the transmission of electric energy. One of the many difficulties inseparable from the present overhead trolley system, is the proper insulation of the conductor, as it must expose a metallic surface for the transmission of the current from the conductor to the trolley, and must evidently be left without any insulating cover whatever. It is therefore not only at the mercy of anything that may come in contact with it, but is a constant menace to the safety of the public, as many cases show, where accidents have resulted from telegraph wires coming in contact with electric power wires. The use of guard wires, to prevent these contacts, only partially obviates the difficulty, and certainly does not tend to make the overhead trolley system popular. As the conductor is bare, it is exposed to all the evils arising from climatic changes, such as ice, snow and rain, and the difficulties under such circumstances to insure a proper insulation from points of support are very great, as at these points the presence of ice or other substances often causes a leakage of current.

Another difficult point is always to make contact with the conductor, as the latter is only supported at points some distance apart and between these points is loose and yielding, and therefore not always a reliable medium for tapping the current; the contact is not continuous, to say nothing of the liability of the trolley leaving it entirely. In forming curves, as the wire can only be extended in a straight line from point to point, it necessarily demands a large and unsightly network of wires; but even with this additional help to form the curves, it is impossible to pass these places at any rate of speed except a comparatively slow one, on account of the tendency of the trolley to leave the wire.

These are some of the evils attending the electric trolley system, which are entirely obviated by the use of electricity with the Bicycle System. Here the conductor is safely imbedded in the overhead guide, surrounded on all sides, except the lower, with insulating material, and leaving only a narrow slot at the bottom of the guide-beam, through which the trolley enters and makes contact with the conductor. The conductor of course conforms to the curves of the guide-beam, and is therefore safely and rigidly supported, without any motion whatever in any direction; it being encased on top and sides, is entirely protected from climatic changes and must always remain dry and clean. It is also evident that it is absolutely impossible to make any accidental contact with any other conductor, or vice versa, or to imperil the lives of the public in any possible manner. The conductor having a continuous support, and always being parallel with the supporting rail, a safe contact under high rates of speed is insured, and as the guide-beam holding the conductor is readily bent to conform to the curves, all difficulty in forming or rounding curves is eliminated. The slot in the guide-beam forms a moderately deep groove, making it impossible for the trolley to get out, or to leave the conductor.[3] Another advantage of the Bicycle System is the proximity of the car top and upper guide, which necessitates only a very short trolley arm instead of the long and cumbersome one now in use, with its large momentum, and consequent impossibility of running at any considerable rate of speed. As the conductor is so safely insulated, it will certainly permit the transmission of a much higher voltage, with its many advantages, without the risks to which the present electric roads are subject.

[Illustration: _Single Electric Bicycle Structure._]