The Street railway journal (1902) (14575057777)

Identifier: streetrailwayjo201902newy (find matches)
Title: The Street railway journal
Year: 1884 (1880s)
Authors:
Subjects: Street-railroads Electric railroads Transportation
Publisher: New York : McGraw Pub. Co.
Contributing Library: Smithsonian Libraries
Digitizing Sponsor: Smithsonian Libraries

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easily accommodating two tracks, and are shadedby fine rows of trees. The industrial quarter of the city iseast of the lake shore of the city, on a plain, and contains anumber of manufacturing establishments which are world-wide in reputation, including the works of Escher, Wyss& Company, while the Oerlikon works to the northwest ofthe city can be reached by tramway or steam train, by ashort ride. The street railway system in Zurich is owned by thecity, which has been taking over the different tramwaylines since 1894, and practically the entire system is nowcontrolled by the municipality. A number of new lineshave also been built. The system thus acquired was notat all uniform. Some of the lines were operated by horsesand others by electricity, while the gages of the horse andelectric lines were different. The first thing to be done Street railway journal. tVot. XX. No. ti was the adoption of a standard gage, and this was decidedupon in 1899 when the meter gage, which was that em-
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FIG. I.—MAP OF ZURICH, SHOWING STREET RAILWAY SYSTEM ployed by the electric lines, was selected for the entiresystem. TRACK CONSTRUCTION The minimum radius of curves in the streets is 18 m (59ft.), while in the car houses there are some curves with aradius of 15 m (49 ft.). The steepest grade in the system is2.5 per cent for a distance of 280 m (918 ft.). With the exception of a few very short distances, such tracks, is 0.5 m (1.6 ft.). Some quite complicated pieces ofspecial work have been installed, as will be seen from theviews given of the layouts in Belle-vue Place and Parade Place, Figs.2 and 3. Especial care was given to ob-taining a strong and substantialroadbed construction. As it wasimpossible to install a uniform sys-tem of substruction throughout, anumber of different systems wereemployed, and are clearly shownin Figs. 4 and 5. From these thereader can see at a glance the dif-ferent types of construction em-ployed, as well as the length oftrack for which each is in use.

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