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._]