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._]