In addition to the apparent advantages of the Bicycle System over all other surface roads, it is peculiarly adapted to elevated roads in cities and suburbs. First, from the fact that a single line of rails is used, it is not necessary to cover up a street entirely, thus blocking it up from daylight, as is now done in a great many places, but Bicycle structures may be built as shown on page [35], where posts are set at curbs on each side of the street, forming little or no obstruction to light.
Anything which tends to darken streets in front of property tends in a measure to depreciate the value of that property, as stores and apartments will certainly not rent as readily as those which have the full advantage of daylight. Of course the facilities of transportation to the different localities make up in a degree for this deprivation, but, if the same end can be reached, and even greater means of transport, without this nuisance in our streets, can be attained with the Bicycle System, it should certainly be entitled to an impartial consideration.
The Bicycle trains having one-third the weight of those now operated, will make less noise in rolling on the rails, and as the power exerted to move them will be two-thirds less, there will be a corresponding reduction in the noise of the exhaust.
Two Bicycle trains can be run on one set of posts, leaving ample room to pass each other, and they could also be run as shown on page [45], on posts placed in the middle of the street with scarcely any obstruction as far as light is concerned. Another enormous advantage is the economy with which the Bicycle structures can be built. A Bicycle structure sufficient to accommodate two lines can be built for one-fifth of the cost of the present elevated structures in New York City and Brooklyn. There should be something in the foregoing facts which should set our railroad projectors thinking. The numerous advantages and tempting possibilities of this system should cause its early adoption. Even the present elevated cars, which are comparatively light, are entirely too heavy, and only increase the cost of their operation. Bicycle cars have been built weighing only five tons, with a seating capacity for 108 people, more than twice the number these cars will seat. One-story Bicycle cars may be built weighing about three and one-half tons and seating 54 people. These are facts, not theories. If we must use elevated roads in our cities, why should we load them with unnecessary weight, entailing an expenditure of enormous sums for iron structures heavy enough to bear their weight, when this can largely be avoided.
Single Bicycle Elevated Structure.
END ELEVATION
Bicycle System applied to N. Y. Elevated Railroad.
What can be done with the present elevated structures in order to secure rapid transit? Many schemes have been advocated, but none so far which are practical, except through the expenditure of about $50,000,000. The nearest approach to rapid transit we have yet attained is an average speed of ten miles an hour, and there are some hours in the morning, and at night, when not even half the people can be seated, but the balance are packed in like sardines in a box, obliged to stand up and hang on to straps for from one-half to three-quarters of an hour, instead of receiving the accommodation for which they pay. Real rapid transit can be obtained but in one way. Two more lines must be accessible for express trains. The Bicycle System will give these two extra lines without change of gauge, and give four trains to the present two, with only the additional cost of the upper structure. Illustration on page [36] shows how this may be accomplished. The elevated structure would then have much less weight to carry, and this change could be made without interfering with the operation of the present trains. A great many people who ride on the elevated roads have ridden in the Bicycle cars on the Sea Beach and Brighton Road at Coney Island, and can testify to the advantages of this system.