The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1875-07-27

cessant trains which would be necessary on an
elevated road, while the trains on tue depressed
tracks would make from twenty-five To thirty
miles under like circumstances.
The difference or time. alone, would necessitate
twenty-five per cent more rolling STOCK and train
hands Tor the elevated road te transport the same
number OF passengers In given time, while the
skilled labor employed to watch and repair the
structure would certainly be 1fty per cent more
than the cost OF maintaining track upon an
Again, the cost OF constructing an elevated
road in the upper part Of the city must be uni
iormly the same, and TO overcome some OF the
grades which / have examined in regard TO our
own system would be exceedingly difficult for an
elevated structure, whereas depressed system
in that section or the city can be PLAIN open
cut, overcoming such difficulties. IL appears TO
me very reasonable to suppose that should an
elevated railway OF two tracks be constructed
over the Third avenue horse cars, that the ele-
waited trains Will not transport more tran 5000 900
OF passengers per year, considering the strong
composition which Will be made by the Third
Avenue Horse Car Company, and their strong de-
termination to break down any steam railroad
company operating on that avenue will certainly
make the PROFITS OF the elevated road very uncer-
tain, and so establish rate OF fare Tor the ele'
waited railway will be q very difficult question.
DESCRIPTION OF ThE EVANS ELEVATED STREET
The engraving illustrates plan OF an elevated
railway, designed by Mr.. James w. Evans, OF this
city. It's general features are so clearly shown
In the Illustration that, in describing II, we need
only refer TO some OF the pecuarlties OF It's con-
struction IL consists OF series OF iron bridges,
sixteen or eighteen feet ABOVE the ground, each
having a span or 260 ieet, corresponding with the
length OF the blocks on our city avenues, and
forming continuous double track for the run
ming OF steam street cars OF SUCH stylo and ca
paciSy as may be deemed most suitable. These
bridges are supported, as shown in the cut, by
substantial iron columns resting upon a iOun-
dalton OF masonry, and placed In the middle or
on one SIDE OF the street, as may be most ex-
pedlent. Where the streets are wide, ike our
leading avenues, tue structure may be placed in
the middle. with supports at every crossing,
these supports, with the stairways leading 70 the
platform landings, constituting the only obstruc-
ten to the Tree use OF the street. Tor ordinary pur-
poses.
Each span is sustained by the combined strength
OF arches aud wire cables, the later being al
rectly under the TRACKS or rails, and held at their
proper tension by heavy nuts and bolts at each
end. These cables are inclosed In o double tubing,
maze in sections OF suitable length, ana arranged
80 as to break joints, the inside tube being OF
wrought iron and the outside one OF cast IRON. In
order to provide for the expansion rom varia-
lions or temperature corrugated stselrlngs, with
sufficient elasticity, arc placed between the sec
tiOns Upon these tubes are placed cast iron
sleepers or string pieces, WITH grooves in their
upper sides, into which are fitted pieces OF timber
TO which the rails are fastened. Above the bridge
flooring are iron arches extending from pier to
pier, and sustained by substantial abutments at
each and the sections OF pieces Vi ion COM