The basement is clearly the only logical place to have the monorail where it will be absolutely convenient and yet free the house from the nuisance of living beside an elevated railroad track. The expense of the basement, where steam shovel and work train are utilized, as already explained, will be comparatively small, and the house above will provide a continuous covered passageway from the door of one’s apartment to the station. As for ventilation, which is a puzzling problem in city subways, it will be solved by a continuous opening made by building the house three or four feet above the ground; the Roadtown trains will therefore run in a covered trench rather than in a subway. Because of the rail straddling plan the Boyes car must be entered from both sides. Three tracks will be required and these will be arranged one beneath the other. The reason for this is obvious: if arranged side by side, passengers would have to climb up the height of the car and down again. Arranged vertically, they need climb only up or down. Because the distance from rail level to car floor level is practically eliminated in the Boyes car, this climb will be but seven or eight feet instead of twelve as with present train service. The upper track will be for local service. Passengers will walk from their house along a continuous platform or hallway to the local stations, which will be located about 100 yards apart. The object of having definite stations or stopping places is simply one of gaining speed by having the people in groups. The platform will be continuous and the trains can be stopped at any house desired if there be a good reason for so doing. About every five miles there will be an express station. Here the people will climb down eight feet, or sixteen if going the opposite direction, and board a train that is not bothered with frequent stops and can hence make very high speed. The following is a sample specification of Roadtown train service as submitted by William H. Boyes, using the Boyes Monorail System at a speed of only ninety miles per hour. Line from New York to Philadelphia, ninety miles. Daily traveling population, one to a family, 250 per mile, 11,250 to go each way. 3,916 per hour for three rush hours. Speed, ninety miles per hour; time of round trip, two hours; trains five minutes apart; stations, five miles apart. Trains, twenty-four; seating capacity per train, 336; capacity of express service, 4,032 hourly. Local trains oscillating between express stations each to carry 224 passengers per hour, eighteen required.