Taken from the Kearney Files
Modern Transport 17th. May 1919
The platforms at the two stations will be on an inclination of 2 in 30 and no starting current will be necessary, as the car will move away immediately the brakes are released. Running from north to south, no current will be required for the complete trip, as it will be seen there is a difference of 7 ft. in the platform level of the two stations. Running from south to north, the current will be automatically applied at the bottom of the gradient and cut off again soon after the commencement of the upgrade leading into the Finnieston Station.
The maximum speed attained in the level portion will be 35 miles per hour and it is estimated that each single trip will occupy 25 seconds from start to stop and the facilities given for loading and unloading passengers by means of the double doors will make possible to operate a service every two minutes.
In the Kearney High - Speed Railway System, the full weight of the train is taken by a single ground rail and the cars are maintained securely in the upright by means of a single overhead guide rail as shown in the drawing , ( drawing included in high speed electric underground for Glasgow Harbour).
With this method of construction, the unusually steep gradient of 1 in 3 can be safely negotiated and derailment is claimed to be practically impossible. Current at 500 volts will be taken from the Glasgow Corporation Tramways circuit which connects with the tunnel on both sides of the river. This line affords an important connecting link between densely populated industrial areas on two sides of the harbour. With the existing facilities provided by the ferry boats and the two vehicular tunnels, a total of four million passengers are carried across the harbour annually. It is expected that the electric tube service can be instituted within six months from date.
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