. The Street railway journal . at speeds above 10 miles or 12 milesper hour. It is an interesting fact that on elevated rail-roads in this country, where the cars have only end en-trances, the stops arc shorter on an average than on theunderground roads of London, England, where the car-riages have side entrances only. The movement of passen-gers along an aisle is apparently more free and rapid thanbetween seats. In giving a street car a center vestibule it is by no meansdeprived of its central aisle. The primary object of thedesign is to provide a single entrance for passengers that 134 STREE
. The Street railway journal . at speeds above 10 miles or 12 milesper hour. It is an interesting fact that on elevated rail-roads in this country, where the cars have only end en-trances, the stops arc shorter on an average than on theunderground roads of London, England, where the car-riages have side entrances only. The movement of passen-gers along an aisle is apparently more free and rapid thanbetween seats. In giving a street car a center vestibule it is by no meansdeprived of its central aisle. The primary object of thedesign is to provide a single entrance for passengers that 134 STREET RAILWAY JOURNAL. [Vol. XIX. No. 5. may be easily controlled and watched by the elevated railways the central door is used with the ideaof giving more rapid egress for passengers. On reference to Fig. 11, which shows an elevated railroadcar for Boston, built by the St. Louis Car Company, it willbe seen that the door, of the sliding type, is situated in thecenter of one side. If the passengers are equally divided. FIG. 10—DOORS FOLDING AGAINSTDASHER FIG. II.—CENTRAL ENTRANCE FORELEVATED ^RAILROAD CAR in their choice of exits, between the thrfee cloors available,the saving in distance which they have to travel beforereaching the platform of the station, will average only one-fourth the length of the car. The disadvantage which ismet in a central exit is that two streams of people goingin opposite directions come together at the door. Thisprobably more than offsets the gain by an additional en-trance. A wide entrance to theplatform, giving space for two per-sons to step from the car at thesame time, is probably a far great-er advantage than the centraldoor; The final objection to theside entrance is the great loss ofseating capacity which it have been made to over-come this, but it can hardly becalled successful for elevatedroads, where the entrance may befrom both sides of the car on asingle trip. It may be pretty safelyassumed that the standard
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
