2098 NATURE 
[JuLy 24, 1902 
the northern end of the North-East London Railway 
which runs past Tottenham to Palmers Green. Of 
course, also the Metropolitan and District Railways and 
the London, Tilbury and Southend Railway (which is 
authorised to convert to electric traction) will not run in 
tubes. In some of the railways the proposed diameter of 
the tube is 11 feet 6 inches, and in the others two feet 
larger than this, Mr. Yerkes favouring the smaller 
diameter for the railways under his control. The larger 
diameter allows of the construction of two platforms, one 
on either side of the train, for the use of passengers in 
case of an accident. These, with the electric lighting of 
the tunnel which it is proposed to carry out, will afford 
an easy means of getting to the nearest station should a 
train be stopped in the tube. With the smaller tubes it 
will not be possible to have these platforms, and pas- 
sengers will have to use the permanent way as a means 
of escape. The smaller tunnels will also involve slightly 
raising the floor level of the motor carriages to allow 
room for the motor equipment, which will involve possibly 
slight inconvenience to passengers. Against these dis- 
advantages must be set the diminished cost of construc- 
tion. It is also claimed by Mr. Yerkes that the side 
platforms are really more dangerous than a platform along 
the permanent way, and would, moreover, be destroyed in 
case of a derailment. 
The electrical details of all the schemes are very 
similar. Current will be generated as high-pressure 
alternating current, and transformed to continuous 
current at 500 volts for working the trains. The 
multiple-unit system has been adopted—that is to say, 
the trains will consist of two or three motor cars 
with three or four trailers, and will not be entirely of 
trailer cars drawn by a single locomotive. It is also 
noteworthy that both the conductors are to be insulated, 
the rails not being used as a return; in the case of the 
tubes of larger diameter, both conductors will be under- 
neath and protected by one of the side platforms, whereas 
with the smaller tubes, one conductor, the positive, will 
be at the side of the track and adequately shielded and 
the return negative conductor will be between the rails. 
The District Railway, including the deep-level line 
from Earl’s Court to the Mansion House, the Brompton 
and Piccadilly, the Great Northern and Strand, and the 
Charing Cross, Euston and Hampstead Railways, all of 
which are under the control of Mr. Yerkes, are to be 
supplied with power from a generating station by the 
riverside at Chelsea (4). The generating pressure is to 
be 11,000 volts and the output 50,000 kw., the station 
being the largest for traction purposes in the world. The 
railways under Mr. Morgan’s control are the Piccadilly 
and City, and the North-East London. These, with the 
two railways belonging to the London United Railways, 
viz. the Hammersmith and Piccadilly and the Marble 
Arch and Clapham Junction, in the former of which Mr. 
Morgan owns a half share, will be supplied with power 
from two generating stations, one in Fulham (5) having 
a capacity of 12,000 kw., and the other in the Kingsland 
Road (6) having a capacity also of 12,000 kw.; it is 
proposed to use three-phase transmission at 10,000 volts. 
It will be seen from the map that although, on the 
whole, London will be very well supplied with rapid 
transit facilities when all the new railways are working, 
there are still some districts inadequately catered for. 
It must, however, be remembered that in many of these 
districts there are good tramways either running, or to 
be run, electrically. Thus, in the south-east corner of 
the map, the network of tramways is fairly comprehensive. 
In the north-west the Middlesex county light railways 
will help to bring traffic to the city. A tube railway 
for the north-east, connecting Waltham Abbey and 
Walthamstow with the city, was withdrawn owing to 
certain alterations in the city end of the route, but it is 
understood that a similar line will be promoted next 
NO. 1708, VOL. 66] 
session. Indeed, one cannot help feeling that there are 
for the present a sufficient number of railways in hand, 
especially when it is considered how many are being 
financed by the same people; it will be time enough 
when these are either running or well advanced in con- 
struction to promote other Bills for the more complete 
electrification of London. 
The question of fares and through booking is likely to 
become of importance when all the railways are at work. 
At present opinion seems divided between the system 
of the Central London Railway and the more usual book- 
ing system. It would certainly seem that when the 
whole network is complete a through booking arrange- 
ment woulc be a great convenience to the travelling 
public. At present, whilst the railways are few and the 
number of cross connections still fewer, the matter is 
not one of much importance ; but once it becomes possible 
to travel from almost any part of London to any other 
by electric railway, the journey necessitating possibly 
two or three changes of line by the way, the question is 
put on another level. This is, however, a consideration 
which may well be left for time and circumstances to 
settle. 
We may conclude by a brief summary of the route and 
principal points of interest of the different lines. 
(1) City and South London Railway.—This, the first 
electric railway in London, was opened in 1890. It has 
since been extended, and now runs from Clapham 
Common through the City to Islington. The original 
electrical equipment of the power station was replaced 
in 1900; the line is remarkable, as it is run on a three- 
wire system. The power station is at Stockwell (1), and 
has a capacity of 3000 kw. The train voltage is 500, and 
the rails are used as return conductors. Length of line 
6} miles, and scheduled speed 15 miles an hour. The 
trains are drawn by locomotives. 
(2) Waterloo and City Ratlway.—This railway was 
opened in 1898 to connect the L. and S.W.R. with the 
City. It has no stations beyond those at Waterloo and 
the Bank. Length of line 3 miles, speed 18 miles an 
hour. Multiple unit system used, 500 volts pressure, 
and rails as return conductors. Generating station at 
Waterloo (2), capacity 1300 kw. 
(3) Central London Railway.—The railway was opened 
in 1900, and runs from Shepherd’s Bush to the Bank. The 
western end is fed by the London United Tramways 
coming from Hounslow and Southall. The length of line 
is 6 miles and the speed 144 miles an hour. Locomotives 
were originally used, but experiments with the multiple 
unit system have recently been tried on account of the 
vibration troubles, and the Company has just closed a 
contract with the British Thomson Houston Co. for 
64 motor-car and*16o trailer-car equipments. The rails 
are used as return conductors. Power is generated at 
Shepherd’s Bush (3) at 5000 volts; capacity of station 
5100 kw. 
(4) Metropolitan and District Railways.—The lines to 
be electrically equipped include the Inner Circle and the 
Hammersmith and Putney branches. They afford a 
means of approach to the City from the south-west, and 
also communication through various districts by means 
of the “ Circle.” The electrification will be completed in 
eighteen months or two years. 
(5) District Deep Level.—This is to provide an express 
route from Earl’s Court to the Mansion House running 
under the existing line. The line is authorised, but 
construction work is not yet begun. 
(6) Whitechapel and Bow Railway.—This branch of 
the District Railways will be electrified with the rest ; 
it affords connection with the London, Tilbury and 
Southend Railway at Bow. 
(7) Brompton and Piccadilly Ratlway.—The line will 
run from South Kensington Station (District Railway) 
vid Knightsbridge to Piccadilly Circus ; the construction 
