File:The street railway review (1891) (14759165274).jpg

Identifier: streetrailwayrev10amer (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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ed by steam, which was openedfor traffic on July 4, i860; two years later a branch line was built inHayes St. As operated by steam, with a half-hour service, theroad was a losing venture, and in 1866 was sold to the San Fran-cisco & San Jose Railroad Co. (the first link of the present SouthernPacific system), of which Mr. J. L. Willcutt was secretary. A newcompany, the Market Street Railway Co., of San Francisco, wasorganized to operate the street railway, and Mr. Willcutt chosensecretary. About a year later six two-horse cars were substitutedfor the steam dummies. In 1879 the company decided to adoptcable traction, already in successful operation on other lines in thecity, and greatly extend the system to meet the needs of the rapidlygrowing city; the new cable system was put in operation in 1883.In connection with these improvements the owners built thePark & Ocean R. R.. a double track line 4 miles long, operated bysteam dummies.. Mr. Willcutt also served as genera! manager
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TWO C.\KS OF THE SPRAGUE EXlERI.MENTAL TRAIN. 10 seconds were made at each of live stations, the total time being 6minutes, which means an average speed ofover 16 miles per hourexcluding stops. Runs were made with one, two, three and four cars.All the instruments were in the passenger car. The various instru-ments were read ?. intervals of two seconds; the speeds were meas-ured by noting the time of passing signal flags. The data are to beworked up by Mr. John Lundie, consulting engineer in the matterof equipment, using time as an abscissae and speed, distance, cur-rent, voltage, and grade as ordinates. The Sprague system and the Westinghouse electric-pneumaticsystem of control have both been described in the Review. Inthe General Electric multiple unit system the main controller, oneunder each car, consists of a series of solenoids each operating acontact; on each platform of each car is a master controller of theusual form, and the manipulation of any one of these controls thecurren

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