. Electric railway journal . com-mon to an electric railway, andan attempt will be made topresent some of them in thisarticle. While the methodsand practices described arethought to be those prevailinggenerally, there are severalfactors which influence theirapplication to individual sys-tems. Among them are thefollowing: (1) Size of theroad in terms of mileage. (2)Number of special-work layouts. (3) General character-istics of the system with respect to whether it is a citysystem, an interurban system or a combination of thetwo. (4) Character of the special-work layouts withrespect to relative
. Electric railway journal . com-mon to an electric railway, andan attempt will be made topresent some of them in thisarticle. While the methodsand practices described arethought to be those prevailinggenerally, there are severalfactors which influence theirapplication to individual sys-tems. Among them are thefollowing: (1) Size of theroad in terms of mileage. (2)Number of special-work layouts. (3) General character-istics of the system with respect to whether it is a citysystem, an interurban system or a combination of thetwo. (4) Character of the special-work layouts withrespect to relative simplicity. (5) General character ortype of special-work construction in use. (6) Wheelcontours and settings. (7) Type, weight and scheduleof cars. The first item naturally determines the second as itfollows that, regardless of the general characteristicsof the property, there is a fairly well fixed relation be-tween track mileage and the amount or number ofspecial-work layouts required for operation. Judging these records. PIG. 1—SPECIAL COMPLICATED HEAVY SERVICE TRACK SPECIAL WORK LAYOUT FOR INSTALLATION ON CHICAGO SURFACE LINES 104 Electric Railway Journal Vol. 52, No. 3 FIG from the rather meagerinformation available, wemay assume that as a rulethere are from one to twolayouts per mile of singletrack. The second itemwill largely determine theamount of maintenancewhich must be undertakenin order to keep the workin good operating condi-tion, although the carschedules and weight ofcars also have an impor-tant bearing on this third item will deter-mine the type of construction used. Large city proper-ties usually require deep rails, heavy castings, sharpcurves, tongue switches, and pavements. Interurbansusually require standard-section rails, spring frogs, splitswitches and little or no pavement. Combined systemsnaturally require both of the foregoing. There Is a Wide Difference Between Cityand Interurban Special Work Layouts The fourth item can be traced through it
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