File:The street railway review (1891) (14574948877).jpg

Identifier: streetrailwayrev11amer (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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duction of smoother pavement rails were moreor less of a menace to traffic and efforts were made by city author-ities to compel the use of less objectionable sections. We find the City of New York, as a relief from the center bear-ing rail, falling back to the side bearing type. This not satisfyingthe authorities, the full grooved section, Fig. 20, was tried. Thisrequires so much extra power on account of the accumulation ofdirt in the groove which is not thrown out by the car wheels butpacked more and more solidly until the cars ride on the wheelflanges that railway companies were loath to adopt it. For the construction of the Broadway cable line a three-quartergroove rail 7 in. high, weighing 91 lbs. per yard (Fig. 27) was used.This was very much preferable to either side bearing or full groove.Vehicles could readily pass across it either at right angles orobliquely and truck wheels could not follow it and the flange be-ing lower than the head car wheels tended to push out the accu-
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MODERN TYPES OF STREET RAILWAY RAILS USED IN NEW YORK-ONE THIRD SIZE. on cither side being but lyi ins. in width truck wheels cannot rideit and of course they cannot remain on the head. On the otherhand this rail is a great nuisance in the street. If the pavementis brought up level with its head there are grooves with verticalsides on either side of the rail which it is difficult to turn a smallcarriage wheel out of. If the pavement is kept only as high as theflanges there is practically a bar of iron i in. high by 2 in. wide forvehicles to get over and horses or people to stumble on. Therewas so much opposition to this section that the New York legisla-ture passed a law prohibiting the laying or relaying of center bear-ing rail. And Mr. Hewitt states that is was largely through his in-fluence when mayor of New York that the statute was passed. Ashe put it: To bea rail manufacturer working in the interest ofhis railway customers was one thing; to be mayor of a city lookingafter the in

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