. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ervice in the caseof the Xew York Subwa\ have no paral-lel in any other citj, and it is only undersuch conditions of congestion that a sub-way on the existing system can hope foran adequate return. The Kearney grav-ity tube would, the inventor claims, en-able large cities like Los Angeles, Mil-waukee, Pittsburgh, San Francisco, , etc., which at present have onlytheir surface facilities, to enjoy the lux-ury of high-speed subways on a profitablebasis. Present-day operation of steam an
. Railway and locomotive engineering : a practical journal of railway motive power and rolling stock . ervice in the caseof the Xew York Subwa\ have no paral-lel in any other citj, and it is only undersuch conditions of congestion that a sub-way on the existing system can hope foran adequate return. The Kearney grav-ity tube would, the inventor claims, en-able large cities like Los Angeles, Mil-waukee, Pittsburgh, San Francisco, , etc., which at present have onlytheir surface facilities, to enjoy the lux-ury of high-speed subways on a profitablebasis. Present-day operation of steam andelectric railroads show no practical im-provement in the matter of high Kearney asserts. In the Kearneyhigh-speed railway system on the surfacethe cars operate upon a single bearing vantages of both the shallow cut-and-cover system—as exemplified by the NewYork Subway—and the deep-level tubes—as on the Hudson and Manhattan Rail-road. In the Kearney subway system thestations are either on or just below thesurface of the street, and in the lattercase the platforms can be reached by. KE.\RXEV SYSTEM OX THE SURF.^CE. descending a short flight of steps. Be-tween the stations the line descends bymeans of gradients of 1 ft. in 7 ft, to adepth of 90 ft. Through this arrange-ment the following important results areachieved: The cost of construction is rail which takes the whole weight of the greatly reduced; the cost of operation is train. The cars are maintained in equi-librium by means of a single overheadguide rail. It is obvious that as theseguide rails can be braced together formutual support an important advantage isgained. The bracing together of the twoguide rails for the lines in either direc-tion results in a horizontal lattice girder14 ft. across, which is strong in the direc-tion required and light in construction,easily assembled and low in cost. Thislattice girder is supported on stanchion-which are erected at intervals of 60 ftTreated as cantilevers thes
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