Scientific American Supplement, No. 810, July 11, 1891

by Various

One of the most noticeable features of the underground system in London is that it connects these stations by means of a continuous circuit, or "circle," as it is there called. The line connecting the terminal stations is called the "inner circle." There is also an extension at one end of this elliptical shaped circle which also makes a complete circuit, and which is called the "middle circle," and a very much larger circle reaching the northern portions of the city, which is called the "outer circle." The eastern ends of these three circles run for a considerable distance on the same track. In addition to this the road branches off in a number of directions, reaching those parts of the city which were not before accommodated by the surface roads, or more properly the elevated or depressed roads, as there are no grade crossings.

With regard to the accommodation afforded by this system: it is a convenience for the residents of the western and southern parts of London, especially where they arrive in the city at any of the terminal stations on the line of the "circle," as they can change to the underground. They can reach the eastern end of the "circle," at which place is located the bank and the financial section of London, in a comparatively short time. For example, passengers arriving at Charing Cross, Victoria or Paddington stations, can change to the underground, and in ten, fifteen and thirty minutes respectively, reach the Mansion House or Cannon street stations, which are the nearest to the Bank of England. In a similar manner those arriving at Euston, St. Pancras or King's Cross on the northern side of the "circle," can reach Broad Street station in ten or fifteen minutes, which station is nearest the bank on that side of the "circle."

In a number of cases the underground station is in the same building or directly connected by passages with the terminal stations of the roads leading into the city. Examples of this kind would be such stations as Cannon Street, Victoria or Paddington. They are not, however, sufficiently convenient to allow the transference of baggage so as to accommodate through passengers desiring to make connection from one station to another across the city. Hand baggage only is carried, about the same as it is on the elevated road in New York. The method of cross town transfer, passengers and baggage, is invariably done by small omnibuses, which all the railroads maintain on hand for that special purpose. A very large proportion of the travel, however, if not the largest, is obtained by direct communication by means of the "circle" on branch lines with the various residential portions of north, west and south London.

Approximately on the underground railroad the fare is one cent per mile for third class, one cent and a half for second class, and two cents for first class, but no fare is less than a penny, or two cents. Omnibus fares in some instances are as low as a penny for two miles. This is not by any means the rule, and is only to be found on competing lines. The average fare would be a penny a mile or more.

The fares on the main lines which accommodate the suburban traffic are somewhat higher than on the underground, perhaps 50 per cent. more. In every case, on omnibus, tram cars or railroads, the rates are charged according to distance. The system such as in use on our electric, cable and horse cars and on the elevated road in New York, of charging a fixed fare, is not in use anywhere.

The ticket offices of the underground roads are generally on a level with the street. In some instances both the uptown and downtown trains are approached from one entrance, but generally there is an entrance at either side of the railroad, similar to the elevated railroad system. In purchasing a ticket, the destination, number of the class, and whether it is a single or return ticket have to be given. The passenger then descends by generally well lighted stairways to the station below, and his ticket is punched by the man at the gate. He then has to be careful about two things; first, to place himself on that part of the platform where the particular class which he wishes to take stops, and secondly, to get on to the right train. In the formation of the train the first class coaches are placed in the center, the second and third class respectively at the front and rear end. There are signs which indicate where passengers are to wait, according to the class. There is a sign at the front end of the engine, which to those initiated sufficiently indicates the destination of the train. The trains are also called out, and at some stations there is an obscure indicator which also gives the desired information. The stations are from imperfectly to well lighted, generally from daylight which sifts down from the smoky London atmosphere through the openings above. The length of the train averages about eight carriages of four compartments, each compartment holding ten persons, making a carrying capacity of 320 passengers. The equipment of the cars is very inferior. The first class compartments are upholstered and cushioned in blue cloth, the second class in a cheaper quality, while most of the third class compartments have absolutely nothing in the way of a cushion or covering either on the seat or back, and are little better than cattle pens. The width of the compartment is so narrow that the feet can easily be placed on the opposite seat, that is, a very little greater distance than would be afforded by turning two of our seats face to face. The length of the compartment, which is the width of the car, is about a foot and a half less than the width of our passenger cars, about equal to our freight cars. Each compartment is so imperfectly lighted by a single lamp put into position through the top of the car that it is almost impossible to read.

The length of time which a train remains at a station is from thirty to forty seconds, or from three to four times the length of time employed at the New York elevated railroad stations. The reason for this is that a large proportion of the doors are opened by passengers getting in or out, and all these have to be shut by the station porter or guard of the train before the train can start. If the train is crowded one has to run up and down to find a compartment with a vacant seat, and also hunt for his class, and as each class is divided into smoking and non-smoking compartments, making practically six classes, it will be observed that all this takes time, especially when you add the lost time at the ticket office and gate.

The ventilation of the tunnels and even the stations is oftentimes simply abominable, and although the roads are heavily patronized there is a great amount of grumbling and disfavor on this account. The platforms of the stations are flush with those of the cars, so that the delay of getting in or out is very small, but the doors are so low that a person above the average height has to stoop to get in, and cannot much more than stand upright with a tall hat on when he is once in the car. The monitor roof is unknown.

The trains move with fair speed and the stations are plainly and liberally marked, so that the passenger has little difficulty in knowing when to get out. There are two signs in general use on English railroads which are very simple and right to the point, namely, "Way Out" and "Way In," so that when a passenger arrives at a station he has no question how to get out of it. The ticket is given up as the passenger leaves the station. There is nothing to prevent a passenger with a third class ticket getting into a first class compartment excepting the ominous warning of 40 shillings fine if he does so, and the liability of having his sweet dreams interrupted by an occasional inspector who asks to see the denomination of his ticket. All compartments intended for the use of smokers are plainly marked and are to be found in each class. Almost the entire part of the railroads within the thickly settled portions of the city run in closed tunnels. Outside of this they frequently run in open cuttings, and still further out they run on to elevated tracks.

With regard to the equipment of the suburban or surface lines not belonging to the underground system the description is about the same. The cars are generally four compartments long and sometimes not exceeding three. They are coupled together with a pair of links and fastened to the draw bar on one car and the other thrown over a hook opposite and brought into tension by a right and left hand screw between the links. This is obviously very inconvenient for shunting purposes, especially as the cars are not provided with hand brakes and no chance to get at them if there were any. Consequently it appears that when a train is made up it stays so for an indefinite period. A load of passengers is brought into the station and the train remains in position until it is ready to go out. As the trains run very frequently this appears to be a very economical arrangement, as no shunting tracks are needed for storage. The engine which brings the train in of course cannot get out until the train goes out with the next load. Turn tables for the locomotives are but very little used, as they run as double enders for suburban purposes.