Evening star. [volume] (Washington, D.C.) 1854-1972, 1929-09-08

last 10 seconds the gate would close and the
variable speed platforms would slow down again
in nine seconds, completing a cycle in total of
80 seconds.
by this method, passenger would have
about half a minute to wait for his Transports
ton. Arriving on the constant speed platform
he would find seat for himself and be carried
without stop or showdown to within half
minutes ride of his destination. Then he
would reverse the operation by which he
boarded the system and arrive approximately
at his destination"
Simple, isn't it? The mechanical features Of
this unique rapid transit system are just Us
simple, as the sketch diagram above indicates.
The long moving platforms, each feet
wide, consist of fat cars IL feet long and semi
circular at the ends so that one car fits snugly
into the other yet permits each to turn freely
around curves. The cars are coupled together
by kingbolts and drawbars, each drawbar
carrying a pin that extends through slot by
means of guide rails to be engaged In the
double worm of helix on revolving shaft
underneath.
The system is undoubtedly revolutionary. but
its practicabiiity is being investigated by
committee of prominent Detroit engineers APP
pointed by Mayor John c. Lodge.
Each car on the constant speed platform"
Taylor relates, has four double chairs carrying
eight passengers. There are 440 cars to q
mile making $3.50 seats In that distance Trav-
cling at 20 miles an hour. therefore, this plat
form has capacity for 70400 passengers an
hour in each mile
There is broad aisle on the inside of the
platform, SO that passengers who are in
great hurry can proceed along this aisle and
hasten their speed by that at which they walk
Compare this system in speed with the SUBJ
way and surface systems of today and we find
that, while this is moving at an average rate
Of 20 miles an hour, the street railway speed
averages 1014 miles an hour and the New York
subway averages 161a.
0pLATFORMS would move on rubber or
fiber tired wheels along steel plates Inn
bedded in concrete. That would be all. There
would be no individual motors for each train
or car. as at present. There would be no a.
the system. And most beneficially, there
would be considerable decrease, If not an
almost entire avoidance, of noise.
1.-THE cost of the system would be greatly
reduced, both in construction and In operation
A subway system, such as Philadelphia's or
New York's, costs at least $6,5O0,O00 stress
mile TO construct. ms system would C0sS
about 100000 street mile. The reason for
this is that the entire streets needn't be torn
up, since the platforms would be under the
sidewalks and there would be no need OF q
heavy superstructure to support vehicles on
the street. There would be lighter UNDER
structure than that used to support the cum.
bersome trains Of an electric subway system,
and the cars themselves would be considerably
hghter-2,000 pounds at the most against no..
600 pounds for the steel subway cars
1.-THE New York subway system in 1924, which
Is the latest year for which have figures,
showed q gross revenue Of 81 ,739 200 per track
mile, and an expenditure Of $953,755 per track
mile. Our Woodward avenue line last year
showed revenue Of $l08745 per track mile
and an expense Of $6s,635 per track mile.
"The proposed belt rapid transit system, fg-
uring on the basis of 10-cent fare, would
earn 100000 year at an expenditure OF
less than 100000. The mile revenue would
be $277,777, and the expense per mile $1O5 OOO'
One drawback seems to present ITSELF II
there is a sudden breakdown at any point the
entire system going both ways is stalled, for
the whole double belt Is a single unit
Yet Taylor Is not unnerVed by this thought.
He is so confident Of the practicability and
safety of his system that he Is anxious to make
himself responsible for its operation. He banks
on the simplicity and sturdiness of its
mechanism.
(Copyrieht 104Al