Identifier: streetrailwayrev13amer (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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ion and Approved London ParisHambuf^ 1900lOOO Central LondonGreat Northern &. Strand Ry.Metropolitan, First Sec-tionElevated, Suspended Ry. 6.56.37 13.25 2.122.104 1.160.6 Dec. 20. 1903.) STREET RAILWAY REVIEW. 955 To all these advantages may be added that of a very low con-sumption of current. .-Vt the maximum speed of 32 miles per hourthe current consumption of the Barmen-Elberfeld line was i.i kwhours per car mile, and the consumption per ton mile .08 kw. hours.This consumption is lower than that of any other elevated railroad,and the principal reason for it is the fact that the mono-rail system one of these stations. This arrangement makes it necessary for.each car to be accompanied by one conductor. The trains are de-signed to consist of three cars, the trains running at intervals of2,A minutes. The cars shown herewith arc much larger than theusual street car and have a seating capacity for 85 passengers. Thearrangement of seats is similar to the cars of the New York elevated
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\1:1; 11 i-:.\i I ■(iN.STRUCl has a considerably lower traction coefficient than the ordinaryroads. The number of wheels in the Langen system is two insteadof four for each truck, and the whole weight of the car is utilizedfor traction. There is no doubt that in coupling the wheels mechani-cally by means of two rails, losses of energy are produced whicliare avoided in the mono-rail system. .As to the detail of construction of the Hamburg elevated rail- 1: SUSPENDED R.\ll,\V.\Y lailways, but differ in lluit llie entrance to the car is made in thecenter and not at the ends of the car. Special attention has been paid to the block signals, and thesystem proposed is that of Mr. Natalis, chief engineer of theScluickert Co.. of Nuremberg. This system has worked very satis-factorily for two years on the Barmen-Elberfeld railroad andavoids ihe defects of many systems in use.

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