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.