RAIMD-THANSIT Sl'BWAYS IN M KTMOPi )I,I'I'A N CI'IIKS. 7()') 



from niiu'li adverse crilicisiu l»y (lie i'e(iiiireiiieiit that the I'ale in- 

 crease as the years pass, or. in othei- words, as the road heconies more 

 remunerative. Paris has adoj)led an e\-en siniplei- hasis. i-eeeivin<; a 

 certain fixed sum for each ticket soM. An al(eni|)t has also been 

 made to vary the amount with (he (lallic. l)n( no( quite so success- 

 fully as in Budapest. In Boston and New ^'ork the cost of con- 

 struction is used as a basis, and the i)ayment (o the city is a (i.\ed 

 sum, no nuitter what the profit or the loss to the [)iivate company or 

 the size of the trallic. 



MOTIVK roWKKS. 



An examination of the roads themselves re\'eals a i^reat difference 

 between those recently constructed and the undei-^round lines in Lon- 

 don built many j^ears ago. Steam as a inotixc ])o\ver has ^iven way 

 to electricity. Every London line constructed since bSlK) — the date 

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

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

 Budapest and Boston subways use the overhead trolley, (xlasgow 

 clings to cable traction, which is lai'gely accounted for by the con- 

 servatism of the Scotch and the fact that in ISDO, when the work was 

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

 efficiency. Cable traction was much cheaper, and upon the stee}) 

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

 opposite direction. The act of Parliament imposes no conditions 

 except that steam can not be used. The (ilasgow subway is unicjue, 

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

 Avorld. Thus far it has worked vei-y Avell. 



TIJAVEL A I'l.KASl KK. 



All the modern subways, even that of Glasgow, have adoi)(ed elec- 

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

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

 and forbidding. Glazed 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 repid- 

 lant, because of their dirt and ugliness, even add to the beauty of the 

 streets and public places in which they ai-e located. The Loudon 

 electric lines, being sit(uited many feet below the level of the streets, 

 have provided spacious elevators, which counteract the disadvantages 

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

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

 Glasgow^ company has one. in Ivelvinl)ridge. wliere (he road i>- 11.') 

 feet below the crest of the hill, and New "I'ork will have a few where 

 the road is far below the surface. 

 SM 1904 49 



