RAPID-TRANSIT SUBWAYS IN METROPOLITAN CITIES. 7 C^9 



from inucli adverse crilicisiii \}y the re(iuirenieiit that the rate in- 

 crease as the years pass, or, in other words, as the road becomes more 

 remunerative. Paris has adopted an even simpler basis, receiving a 

 certain fixed sum for each ticket sold. An attempt has also been 

 made to vary the amount with the traffic, but not (piite so success- 

 fully as in Budapest. In Boston and New York the cost of con- 

 struction is used as a basis, and the payment to the city is a fixed 

 sum, no matter what the pn^fit or the loss to the private company or 

 the size of the traffic. 



MOTIVE I'OWEKS. 



An examination of the roads themselves reveals a great difference 

 between those recently constructed and the underground lines in Lon- 

 don built many years ago. Steam as a motive power has given way 

 to electricity. Every Lontlon line constructed since 1800 — the date 

 when the City and South London road was opened — has adopted the 

 third-rail electric system, as have also Paris and New York. The 

 Buda])est and Boston subways use the overhead trolley, (xlasgow 

 clings to cable traction, which is largely accounted for by the con- 

 servatism of the Scotch aiul the fact that in 1890, when the work was 

 begun on the subway, electricity had not yet clearly demonstrated its 

 efficiency. Cable traction was nmch chea})er, and upon the steep 

 grades the car going down will help to i)ull up the car going in the 

 opposite direction. The act of Parliament imposes no ccmditions 

 except that steam can not be used. The (flasgow subway is unique, 

 in that it is the only underground cable railway for passengers in the 

 Avorld. Thus far it has worked very well. 



TRAVEL A LLEVSIKE. 



All the modern snlnvays, even that of (jlasgow, have adopled elec- 

 tric lighting, and the cars and tunnels are in marked contrast to 

 those of the steam lines in London, which are dimly lighted, dirty, 

 and forbidding, (ilazed tiles have generally been used, especially at 

 the stations, and in every way the comfort and pleasure of the pas- 

 sengers have been administered to. The entrances in Boston and 

 Budapest particularly are very artistic, and instead of being reixd- 

 lant, because of their dirt and ugliness, excn add to th(> l)eauty of the 

 streets and public places in which they are located. The Londoi\ 

 electric lines, l)cing situated many feet below the level of the streets,, 

 have provided spacious elevatoi's, which counteract the disadvantages 

 of deep-level travel. Tlu^ Paris, Budapest, and Boston subways do, 

 not need them, being located near the surface of the streets. The 

 (xlasgow company has one, in Kelxiiibi-idge, whei-e the road is ll,") 

 feet below the crest of the hill, and New York will have a few where 

 the road is far below the surface. 

 SM 1904 — —40 



