COLLISIONS AND THEIR CAUSES.
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.”
“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.