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._]
The foregoing are some of the many advantages which directly result
from the use of the Bicycle System, but there are others which result
indirectly, and are perhaps fully as important.
[Illustration: _Sectional View of Bicycle Motor Car, showing Safety
Shoe at Bottom of Car. Also Method of Suspending Car from Springs at
top of Motor Frame._]
The difficulty with the present car motor is, that the power necessary
to round sharp curves must be so much greater at these curves than on a
straight line, due to the width of gauge, and consequent grinding and
wedging, as well as the large rolling friction, that the motor must be
constructed heavy and powerful enough to answer the purpose in either
case. The advantages of the Bicycle System in rounding curves, and
reduced rolling friction, have been described in former pages, and it
should be very evident that a much lighter motor can be constructed,
and with light Bicycle Needle cars, will give a speed greater than
anything yet attained. Another disadvantage of the present heavy
cars and motors, is the necessity of gearing the motor down to get
power enough to start the car without burning the armature out. The
motor of our new electric locomotive contains but a single stationary
shaft, with the armature and wheel revolving on same, and in addition
revolvable about a vertical axis enabling it to round curves. This
supersedes the intermediate shafts of the present gear motors, whose
friction and liability to breakdowns render high speed impossible.
The Bicycle cars running so much easier, permit the coupling of the
armature directly with the driving-shaft without the necessity of
intermediate gearing and all the evils connected with it. As the motor
is in the car itself, it is entirely free from all the dust and dirt to
which those now used are exposed, and every part is constantly in full
view, and within easy reach of the engineer. Anyone conversant with
the difficulties of supervising the present car motor and keeping them
clean and well regulated, will fully appreciate the benefits derived
from this alone. It is obvious that the outgoing and incoming currents
could be sent through separate conductors in the overhead guide-beams,
or if preferable, the return current can be sent through the supporting
rail.
Each car has its own motor, and is therefore entirely independent,
thus facilitating switching or changing from one track to another; it
will also be possible to have the trains of almost any length, as each
car furnishes its own traction and as a greater number of passengers
increases its traction, no adding of dead weight is necessary. With one
locomotive pulling a long train it is entirely different, as the adding
of a number of cars is counteracting the traction of the former, and
must be equalized by a corresponding weight of the locomotive, thus
furnishing a dead load of no benefit, and besides, necessitating an
increased motive force. In making up a train of these independent car
motors, flexible electric connections will enable the engineer in the
front car to control all the motors, and thus operate the whole train.
Illustration on page 45 describes the Bicycle electric car and the
structure for an electric elevated road. The weight of car and motor
combined will only be about six tons. With this combination it is
possible to maintain a very high rate of speed. Certainly, without
exceeding the number of revolutions already attained by electric
motors, one hundred and fifty miles an hour would be feasible. Experts
have expressed the opinion that electricity is the coming motive power.
If this be a fact, as some of the recent electrical experiments seem
to indicate, some system should be used which in all cases would be
entirely safe, as the public will certainly not patronize any which
would imperil their lives or property.
The cars are furnished with a grooved metal keel at each end, inside of
which the wheels are revolving, so that, if from any possible cause one
of the latter should break, the car would only drop far enough to allow
this groove to slide on the rail, but would not allow the guide-wheels
to leave the overhead guide-beam.
Now, in regard to collisions, which are apt to occur from many causes,
even where a separate line is furnished for outgoing and incoming
trains, unless some means are furnished to make such a contingency
impossible. There is an electric system at present in practical
operation in Austria, where in case trains approach one another too
near for safety, a bell is set ringing in the engineer’s cab of the
train following, which warns him of danger, and continues to ring until
a safe distance between the trains is established. A dial may also be
arranged in the engineer’s cab, which will show the position of every
train and their relative distance from one another. Either one of these
plans would remove all possibility of collision.
[Illustration: _Side View of Bicycle Motor Wheel, with Motor Enclosed,
Armature Being a Part of the Wheel. Also Detail of Trolley Shoes,
Showing Method of Taking Current from the Conductor._]
[Illustration: _Single Post, Double Track, Steel Elevated Bicycle
Structure, for Use in Streets in Villages and Cities. Cost, per mile,
$65,000._]
[Illustration: _Front View of Motor Car “Rocket,” at Bellport, L. I.,
Showing Power Station and Structure of Railroad._]