The sun. [volume] (New York [N.Y.]) 1833-1916, 1892-11-06
Locomotion in London and New York

We find in a recent number of the Table.
detailed account of tho manner in which
the problem Of locomotion Is solved in the
British metropolis. Some OF the facts
mentioned are worth reproducing. both be-
cause they are interesting in themselves
and because they prove that in respect of
public conveyanccs London is far behind
New York.
Statistics show that the number of pas
sengers carried by steam within the area of
the British metropolis in u single year
does not fall short of 1927 100000. Next come
the tramways. or horse cars. which trans
port In year no fewer than 19l 900, 900
passengers. The omnibuses are credited
with carrying at least 2o0,Oo000O. There
stlll remain the riders in cabs and the pa
irons OF the river steamers. Including
these. the number of passengers moved
from place to place In some form OF public
conveyance Is estimated at about III .000. 600.
Taken by itself. the figure seems large,
yet it only indicates on an average one
Journey every two days for every inhab-
liant OF London.
Both in the means Of locomotion and In
the custom OF resorting to public convey
HiN'o, liiC pcoliS VI Iic iuttIOpoilS
are far outdone by tho inhabitants of New
York. The Manhattan Elevated Railway
carries three out OF every eight New York
ers every day. If the London Underground
Railway did. proportionably to the popula-
| ton. the same work as the Manhattan
| Elevated. 1t would carry, not 1875. OOO.O 900
| passengers as Ia now the case. but 55O.0O0,-
| 900. When we take into account tho
| street railroads Of the American metropolis.
there can be no doubt that in the matter of
swift transit New York excels all the other
| great cities OF the world. Yet the question
of.locomotion is OF even more Importance
in London than In New York. The city of
London proper had thirty-cight years ago
n "sleeplng" population Of $4,000; now
the number OF those who stay there at
| night has shrunk to $1,000. On the other
hand. places in the outer ring OF London are
| growing by leaps and bounds, and these
places are too distant from tho business
centre to be reached by omnibuses or horse
railroads. Rail accommodation by steam
or electricity. underground or elevated, Is
recognized as Indispensable. and, as Lon
don possesses neither rectangular streets
nor easy gradients. it Is taken for granted
|
underground.
| 1t is, nevertheless. admitted that there
will be no moro underground railways In
London Of the type Of the present Metro
polltan and District lines. Such subways
are pronounced commercially impossibl..
because the purchase OF right Of way
would Involve on the average an expendl-
ture OF not much less than So. 0OO. 900 mile.
1t Is to the Greathead system of subways
that Londoners are looking for the requisite
facilities Of locomotion. This system does
| not involve the disturbance and consequent
purchase Of the surface soil. 1t simply con-
structs In sections huge drain pipe from
twenty to fifty feet below ground. never re.
moving cubic inch OF soil which Is not in.
simultaneously replaced by solid structure
OF cast iron and cement. 1t follows that nc
ground needs to DO purchased. except
what Is needed for the stations themselves
and consequently almost the whole capital
subscribed Is available for construction aud
equipment. Tho City and South London
Railway has been laid upon this system
and in pursuance Of the same method the
tunnel at Black wall is now making through
the bed Of the Thames. The session of Par.
Lament OF 1902 saw no less than six new
railways projected on tho Greathead sys-
TEN for London alone.
| What retards the construction OF new
railways in London Is the disposition of the
County Council to impose severe conditions
on the builders. Thus 1t was urged the
other day in the Council that tho width of
all tunnels driven on the Greathead system
should be increased from II feet inches to
IS feet. which would mean an increased