The New York Rapid-transit Subway

Proceedings.] PARSONS ON NEW YORK RAPID-TRANSIT SUBWAY. 49 two 200-HP. motors on one truck, and are interchangeable in the express and local service. When running in trains they are all under a single control. Their power is sufficient to accelerate in practice at the rate of 11 mile per hour (1-83 foot per second) per second. SIGNALLING. The express tracks, on which the aim is to give a service at 30 miles per hour, including stops, at train-intervals of 24 minutes are divided into short blocks controlled by automatic signals on the overlap block principle, that is, the home signal indicates a train on the second block ahead, giving one intermediate block clear. In addition to the home signal there is a track-stop working with the signal. If the latter is at danger, the stop is up. Should a motor-man overrun the signal the stop cuts off his current and automatically applies the brakes. The local tracks are not blocked like the express tracks, as trains are running slower and under control. There are signals, however, immediately approaching stations and curves, equipped with the automatic stops. All signals are electro-pneumatic. On every station-platform, and at intervals between stations, there are special switches, at which the electric current can be cut off from any or all tracks, in the event of an accident. The lighting-system, both at stations and through the subway, receives its current from a circuit quite independent of the power-lines, so that any inter- ruption of the latter will not plunge the railway into darkness. Results. The results of operation have been financially successful. During the year ending 30th June, 1907, 166,363,611 paying passengers were carried, an increase of 28,443,979 over the previous year. During these years the line to Brooklyn had not been in operation, so that four stations on the list contributed nothing. In succeed- ing years these stations will make heavy returns. There is a uniform fare of 5 cents ^d.), regardless of distance. In fact a passenger can ride 17 miles for this sum, and can change from local to express, and vice versa, many passengers taking three trains—a local to the next express station, an express train to the express station nearest their destination, and a local to the latter. The transfer from one service to the other has been found not only to exceed estimates, but to occur to such an extent as to seriously delay express trains. By far the greater burden of traffic [the INST. C.E. VOL. CLXXIII.] T