FIG. 16. CROSS LANE JUNCTION, SALFORD. THE LARGEST AND MOST COMPLICATED OVERHEAD TROLLEY CROSSING IN THE KINGDOM
By permission of Geo. Hill & Co., Manchester
without interruption. At the upper end is a small deeply grooved wheel which, by means of springs at the base of the trolley pole, is pressed against the under side of the trolley wire overhead, and in that position remains as the car proceeds. From the wire the electric current passes through the grooved wheel and down the trolley pole to the motors, of which there is one at each end of the car.
In all three systems the motor itself is suspended from the axle, which it turns; and the armature of the motor is parallel to the axle and nearest to the centre of the car. On the end of the armature is a small cogwheel which gears into the teeth of a larger wheel keyed to the axle, and this turns round the wheels of the car. A coiled spring supports the field-magnet of the motor, and when the driver turns the lever on to the top of the controller (which is a high box in front of each platform containing a series of wires connected with the motor), and switches on the current, the motor is lifted up on the first revolution of the armature, the coiled spring takes up the motion of the motor, and prevents the car starting with a jerk. The current, when done with, returns to the source of supply by the ordinary tram rails, which are specially connected at the joints for this purpose. It is maintained that for cheapness of construction, simplicity of operation, reliability in action, and flexibility in adaptation, this method is superior to all others.
There was at one time a certain objection to it on æsthetic grounds. The earlier examples, when clumsy wooden posts and festoons of wire obstructed the view and seemed to choke up the street, undoubtedly justified the protest against the “overhead”; but now that slender iron poles, ornamental rather than otherwise, and, in some cases, rosettes attached to the houses, are used for the suspension of the trolley wire, people have become reconciled to the appearance of the thoroughfares, and no longer object to the apparatus.
One more system, an ideal one, remains to be considered. It is that of the “Self-contained Car,” which carries a battery of secondary cells, whence the current for working the motors is taken as required. But, for the present, there are serious obstacles against its general application. The great weight of the accumulators leads to a disproportionate consumption of power, and involves heavy expenditure on the permanent way and in rolling-stock. The batteries must be recharged at frequent intervals, and must either be removed from the car—a troublesome process—or the car must be kept idle while the cells are revivified. Accumulators as a rule do not live long, and have to be renewed.
Thus the working expenses are so heavy that, ideal as the system is, and delightful the smooth running of the cars, it does not pay commercially to adopt it, and we must wait patiently in the hope that one day a perfect and practical secondary battery will appear on the scenes. Great improvements in lightness and durability are in the air.
Tramcars have become luxurious compared with the makeshifts that did duty in George Francis Train’s day, and each new line endeavours to make its rolling-stock superior to the others. Some cars are double-decked, i.e. have seats outside; some are single-decked, i.e. have no outside seats. They are roomy and comfortably upholstered, and the windows are curtained, or provided with louvre shutters to keep the sun out. Those of the London United Tramways are models of comfort, and people who recollect only the early examples, mostly of foreign construction, would be surprised at the advance made. They seat thirty inside and thirty-nine outside passengers, have spring cushions covered with plush moquette, and ceilings panelled in bird’s-eye maple. There are electric push-buttons for signalling the motor-man; electric light is provided, and ventilators extend the whole length of the car, ensuring an abundant supply of fresh air.
No cars, however, in Great Britain have reached the pitch of perfection attained in America by the palace and parlour tramcars; the former fitted up like a Pullman, with little tables and easy-chairs, and windows prettily curtained. Of this type, perhaps the most superb is in Buenos Ayres. Decorated in early French style, it is beautifully finished; while inside it resembles a drawing-room, with windows separated by carved pilasters and draperies of white silk and gold damask. A fine Wilton carpet covers the parquetry floor, whereon stand woven cane fauteuils with gold plush seats. At each end of the car is a buffet, and one of the platforms is provided with an ice chest, while an electric heater produces tea and coffee when required.