. The Street railway journal . VIEW DURING CONSTRUCTION OF FARWELL AVENUE CROSSING, MILWAUKEE. Murrays Avenue, and embraces the crossings and connect-ing curves of the lines on these streets, and the entrancecurves to Farwell Avenue car house. The curves are soarranged that cars from any of these three streets can beswitched to any other, or into the car house without de-lay or difficulty. These tracks are used by five lines,the Farwell Avenue, Lake Park, North Avenue, ForestHome and the Whitefish Bay steam dummy line. The roadway of which is but thirty-eight feet, in width, thetracks being la
. The Street railway journal . VIEW DURING CONSTRUCTION OF FARWELL AVENUE CROSSING, MILWAUKEE. Murrays Avenue, and embraces the crossings and connect-ing curves of the lines on these streets, and the entrancecurves to Farwell Avenue car house. The curves are soarranged that cars from any of these three streets can beswitched to any other, or into the car house without de-lay or difficulty. These tracks are used by five lines,the Farwell Avenue, Lake Park, North Avenue, ForestHome and the Whitefish Bay steam dummy line. The roadway of which is but thirty-eight feet, in width, thetracks being laid ten feet center to center. The distanceto the front of the car house is but twenty-five feet fromthe gauge line of the inner track. The car house was rebuilt from a horse car barn, andconsequently the tracks and the posts are closer togetherthan they would be for a new structure planned for elec-tric cars. This made it a matter of some difficulty to get. Street Railway Journal PLAN OF FARWELL AVENUE CROSSING, MILWAUKEE. cars from the first three lines are operated from the Far-well Avenue car house, which has a capacity of 125 cars. The present curve construction includes twenty-fourdistinct curves (fourteen of which are entrance curvesto the car house), requiring thirty pairs of tongueswitches and mates, with forty-nine frogs and two doubletrack crossings, besides five crossover switches. Thewhole work is built of fifty-eight pound girder rail five curves into the house that would permit the cars to enterwithout striking the posts. It was also necessary to keepthe switch point of the first of these curves out of thecrossing of Farwell and North Avenues, to avoid havingthe cars run over the tongues. This required a small re-verse curve at the barn entrance, to get back on the trackin the barn. The wide angle between Farwell and NorthAvenues threw the curves connecting these two lines into September, 1894.] THE STREET RAILWAY JOURNAL.
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Keywords: ., bookcentury1800, bookdecade1880, bookidstreetrailwa, bookyear1884
