File:The street railway review (1891) (14738126886).jpg

Identifier: streetrailwayrev11amer (find matches)
Title: The street railway review
Year: 1891 (1890s)
Authors: American Street Railway Association Street Railway Accountants' Association of America American Railway, Mechanical, and Electrical Association
Subjects: Street-railroads
Publisher: Chicago : Street Railway Review Pub. Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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robable that each morning, operation will be commencedwith two-car trains, increasing in an hour to three-car trains.During the morning and evening rush, four-car trains will be runat one-minute intervals. In the middle of the day three-minuteintervals will be maintained. Trains will operate at an averagespe«d of 30 miles an hour, including stops, but can be run at 40miles if necessary. From tests carried out it has been found prac- minute interval apart in this way will necessarily limit the numberof trains during times of heavy rush, but the officers of the com-pany considered it best to introduce this safeguard rather thanpermit any chance of collision. In conjunction with the automaticsignals there are eight switching towers, one of which contains 35levers, and two with 23 levers each. The apparatus at five of thetowers will be operated by compressed air. The safeguards at the Charlestown drawbridge are particularlycomplete, and include a system of interlocking levers and devices
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ELEVATION AND PI,AN OF STANDARD CAR—BOSTON ELEVATED. ticable to attain with the standard equipment as decided upon, anaverage acceleration of 2 miles per hour per second when passingfrom rest to full speed. The elevated structure itself via Atlantic Ave., is just a trifle over5 miles from the Sullivan Sq. terminal, in Charlestown, to theTownsend St. terminal. Part of the elevated trains will remain onthe elevated tracks at all times, but part of them will be switchedthrough the present subway in the heart of the city, incline con-nections at the entrance and exit of the subway having been builtfor that purpose. .An important feature of the elevated roads equipment is theelaborate system of interlocking signals, which has been installed for tripping the air-brakes which will make it mechanically impos-sible for a train to approach within 200 ft. of the bridge when thedraw is open. The automatic signalling apparatus is of the electro-pneumatictype, supplied by the Union Switch & S

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