The cost of changing an ordinary double-track road, with wooden
structure similar to that illustrated on page 9, would depend on the
price of timber in the locality where the change was to be made. A
wooden structure would in many cases be sufficient, provided it were
made of the proper strength, and would last a great many years with a
very slight cost for repairs.
On these structures could also be carried the numerous telegraph and
telephone wires, and with suitable wire on the sides would furnish
fencing, which is necessary to keep the track clear from cattle and
other obstructions.
It will be noticed that the cross timber, upon which the rail rests,
is bolted to and forms a part of the upper structure, so that from no
cause whatever could the rail settle, allowing the train to drop out,
but in any case the structure and track must settle together. In a
structure of this description, posts would be required to be set from
twenty to thirty feet apart, and the longitudinal guide-beams would be
trussed together, making them very stiff and strong.
It must always be borne in mind that the strain on these structures
would be but slight, either on tangent or on curves, and yet the
structure should have sufficient strength to keep the overhead
guide-beams true, so that the supporting and the upper guide-rail both
are in the same vertical plan.
According to the Bicycle principle, the Bicycle cars would be able
to keep themselves in an upright position, while in motion, without
any assistance of the upper guide-beam; but to quote the _Engineering
News_, “Of course as stability depends on the existence of rapid
forward motion, and that motion ceases at stations, and is liable to
have to cease at any moment from accidental causes, provision must be
continuously made by overhead rail and guide-wheels, or otherwise, for
support in case of need. Otherwise if the vehicles stop, they will
at once tip over. But a provision of this kind, which is only called
into action in case of stoppage or sudden casualty, is one thing: an
overhead rail which is continuously relied on for support is another
and quite a different thing. In the latter case, the conditions
might not be more favorable for smooth motion than on the ordinary
double-track rail. In the former case, the top guiding-wheels need not
be in contact with the overhead rail at all, except at stations, and
hence there is much less necessity for exact construction or great
strength or durability, and the evident possibility of maintaining
much higher speed with smooth motion, because, the faster the speed
the stronger should be the forces tending to maintain vertically, if
the Bicycle principle be, in fact, capable of such extension, and the
action of these forces is perfectly smooth and uniform.”
After a year’s constant use on the Coney Island road, with a wooden
structure which was only put up for temporary use, the effect on the
guide-beam was hardly perceptible. We have run on this road over
7,000 trips, or about 25,000 miles, and the rubber bands on the
trolley wheels of the cars are not worn at all. These facts will bear
investigation, and certainly ought to show conclusively the amount of
overhead strain on the structure, as the road is full of sharp curves,
and the effect of the strain should be apparent here if anywhere. Note
Mr. Pond’s letter.
“HON. E. M. BOYNTON, President Bicycle Railway Co.,
32 Nassau Street, N. Y.
“DEAR SIR:—I wrote you on the allowance of patents on your Bicycle
Railway System as follows:
“‘It presents, I think, a practical solution of the problem of
increased rate of speed, as also of the problem of an increase of
the ratio of paying to non-paying load, whether in freight or in
passenger traffic.
“‘I think both these results are altogether feasible, and are
rendered so by the system you propose, which is simple, inexpensive
and practical.’
“After my ride of Saturday last on your road, I will add, that
I regard the predicted success as mechanically and practically
accomplished. Upon careful examination, I believe the conditions to
be more favorable to safety at a very high speed than in the standard
road.
“The whole catalogue of risks arising from ‘spreading’ of the track
is eliminated from railroading by this system.
“The freedom from lateral oscillation at high speed—at any speed—is
remarkable, but very easily explained. Accustomed to write a great
deal upon moving trains, I can write a steadier, smoother hand on
this car than ever on any other. The evident capability of very high
speed is surprising. Ride upon the tender and watch the guide-wheels
aloft, and see for yourself how much the machine, when at high speed
on a tangent, stands right up of itself, ‘bicycle fashion,’ and how
little work is required of those same guide wheels; and, in short, to
see the train pass is to see the ‘poetry of motion.’
“It would seem that to run 100 trains, each of sufficient capacity
to carry 100 persons a mile and three-quarters, all on half a ton of
coal, should attract the sharp attention of railroad people. Such
a fact admits of some astonishing deductions, but can probably be
explained by the very great reduction of friction, and the reduction
of non-paying weight per passenger to be hauled, from six to thirty
fold, which are realized in your system. To be able withal to
transform a single track standard road into a double track line,
with more than a doubling of capacity, is another startling and very
tempting fact. I see no reason why your system should not, and every
reason why it should, be universally adopted by existing roads in the
interest of speed, safety and economy.
“BENJ. W. POND, _Examiner U. S. Patent Office_.”
N. B.—Mr. Pond is and has been Chief Examiner in the Railway Department
of Patents for twenty years past.
[Illustration: _Bicycle Box Freight Car. 30 feet long. 5 feet wide.
Weight, 3½ tons. 9 feet high. Capacity, 7 tons._]
[Illustration: _Bicycle Coal Car. 24 feet long. 5 feet wide. Weight, 3½
tons. Capacity, 7 tons._]
[Illustration: _Bicycle Flat Car. Length, 30 feet. Width, 5 feet.
Weight, 3 tons. Capacity, 7 tons._]
[Illustration: _Elevated Railroad Station showing the two Express and
the two Local Trains of the Boynton Bicycle System and the manner of
getting in and out the trains from the lowest Stations. Where height is
sufficient the entrance to the Express trains is made directly in an
Elevator from the Street._]