The possibilities of this system of railway construction are immense. Small feeding roads may be built in sparsely settled districts, where the farmer of moderate means may build his own roads, and transport his grain and produce to town with but a trifling cost. A road sufficient for this purpose could be built for probably about two thousand dollars per mile, especially in districts where timber is readily obtainable. This would be a great boon for farmers, as at present some of their products scarcely pay for raising, and their only means of transportation to the large towns is by horses and wagons.
A very light rail may be used in this description of railroad by placing longitudinal timber underneath, which could be formed by a tree hewn or sawed on one side for the rail to rest on. Passing underneath is the cross-timber placed at right angles, to the side of which supports for the upper structure are fastened. Bicycle locomotives may be constructed weighing from two tons up to any weight according to the load necessary to be drawn.
Where the surface is moderately level, longitudinal timbers may rest on the ground. From their strength and stiffness the danger from washouts would be very little. These structures may be composed of lighter or heavier timber, as it all depends upon the weight which they are required to carry.
Elevated Double Track Georgia Pine Structure. Cost, $20,000 per mile.
BICYCLE ROADS IN MOUNTAINOUS DISTRICTS.
There are numerous places where the Bicycle System will commend itself, and where the necessity for the construction of a standard gauge track becomes a very expensive operation, especially in mountainous districts, where solid granite must be cut away in order to get the required space. The actual space occupied on the surface for a Bicycle road, need only be enough to rest the supporting rail, where a standard gauge road would require a great deal of expensive work to prepare a level surface the necessary width, upon which to rest the ties. A longitudinal iron or wooden beam upon which to rest the rail is all that would be required for the Bicycle line, thus bridging all inequalities, and saving greatly in expense.
And in addition, the ease with which its cars and engines may turn, render it especially applicable to such places where sharp curves occur, in winding around mountain gorges. In such places the Bicycle road requires a space only four and one-half feet in width for a single line, and for a double line about nine. In putting up the structure the rock may be drilled, and slight iron supports fastened to it. Another advantage which is apparent in case heavy grades are to be mounted, is that an arrangement could be constructed, which, by pressing against the upper structure or overhead guiding-beam, would greatly increase traction.
Numerous narrow gauge roads now in operation in the West prove their advantage over the ordinary standard gauge, in the saving of friction and the ease with which they turn sharp curves. No narrower gauge road than the Bicycle can possibly be constructed, and, as narrowing the gauge decreases friction, surely we have the greatest possible advantage over anything yet constructed. Its economy and simplicity is very superior. You can never get less than a single wheel, or line of wheels, or less than a single rail to run upon.