EAPTD-TRANSTT SUBWAYS IN METROPOLITAN CITIES. 



771 



There is one marked- dirt'erence between foreign and American 

 lines. Most of the former have first and second-class compartments 

 or cars; the latter charge the same fare for every one. The Glasgow 

 subway maintains only one service and the tendency elsewhere is in 

 this direction. Some London roads have already made the change. 



The nniform fare, regardless of distance, is also more common 

 with US than abroad. In Paris and Budapest it is in vogue, but the 

 lines are so short as to render a graded system unnecessary. The 

 Glasgow company intended to adopt it. l)ut as the cars run continu- 

 ously around the circle, one would be able to ride iiulefinitely for one 

 fare. To prevent this, a zone system was adopted. A penn}^ ticket 

 (2 cents) allows one to go as far as the fourth station from where 

 he enters the car, or about H miles — ont^-fourth the circmnference 



A ( 't'litral London Riiilwav car. 



of the road. A 2-penny ticket (4 cents) entitles one to travel any 

 distance, but not more than once around the circle. A ticket is 

 given each passenger, which he gives up upon leaving the station at 

 his destination. Any one who has ridden farther than his ticket 

 indicates is tlius found out and required to pay. 



That the sul)ways of London, Paris, Budapest, Glasgow, and Bos- 

 ton were needed and are })erfoi'ming a useful social service is shown 

 by the large number of passengers carried. Their influence can 

 only partially be estimated, but undoubtedly the effect u])on social 

 conditions, especially housing and overcrowding, is considei-able, 

 not to mention the saving of time in going to and from work. Doubt- 

 less rapid transit will not solve either the housing problcni or trans- 

 form our cities into Utopias, but it will alleviate social conditions 

 and prevent what otherwise would be unbearable evils. 



