Page:EB1911 - Volume 16.djvu/968

Rh north bank of the river—Victoria, Charing Cross, Holborn Viaduct and Cannon Street (City). St Paul’s Station on the Holborn branch is also terminal in part. (4) Eastern. The principal terminus of the Great Eastern Railway is in Liverpool Street (City), but the company also uses Fenchurch Street (City), the terminus of the London, Tilbury & Southend railway, and St Pancras. These lines, especially the southern lines, the Great Eastern, Great Northern and South-Western carry a very heavy suburban traffic. Systems of joint lines and running powers are maintained to afford communication between the main lines. Thus the West London Extension line carries local traffic between the North Western and Great Western and the Brighton and South-Western systems, while the Metropolitan Extension through the City connects the Midland and Great Northern with the South-Eastern & Chatham lines.

The railways whose systems are mainly or wholly confined within the metropolitan area are as follows. The North London railway has a terminal station at Broad Street, City, and serves the parts of London implied by its name. The company possesses running powers over the lines of various other companies: thus its trains run as far north as Potter’s Bar on the Great Northern line, while it serves Richmond on the west and Poplar on the east. The East London line connects Shoreditch with New Cross (Deptford) by way of the Thames Tunnel, a subway under the river originally built for foot-passengers. The London & India Docks line connects the city with the docks on the north bank of the river as far as North Woolwich. The Metropolitan railway has a line from Baker Street through north-west London to Harrow, continuing to Uxbridge, while the original main line runs on to Rickmansworth, Aylesbury and Verney Junction, but has been worked by the Metropolitan and Great Central companies jointly since 1906. Another line serves the western outskirts (Hammersmith, Richmond, &c.) from the city. Metropolitan trains also connect at New Cross with the south-eastern railway system. This company combines with the Metropolitan District to form the Inner Circle line, which has stations close to all the great railway termini north of the Thames. The Metropolitan District (commonly called the District) system serves Wimbledon, Richmond, Ealing and Harrow on the west, and passes eastward by Earl’s Court, South Kensington, Victoria and Mansion House (City) to Whitechapel and Bow. The Metropolitan and the District lines within London are for the most part underground (this feature supplying the title of “the Underground” familiarly applied to both systems); the tunnels being constructed of brick. The earliest part of the system was opened in 1863. Although these railways, as far as concerns the districts they serve, form the fastest method of communication from point to point, their discomfort, arising mainly from the impossibility of proper ventilation, and various other disadvantages attendant upon the use of steam traction, led to a determination to adapt the lines to electrical working. Experiments on a short section of the line were made in 1900, and later schemes were set on foot to electrify the District system and bring under one general control this railway, other lines in deep level “tubes” between Baker Street and Waterloo, between Charing Cross, Euston and Hampstead, and between Hammersmith, Brompton, Piccadilly, King’s Cross and Finsbury Park, and the London United Tramways Company. The Underground Electric Railways Company, which acquired a controlling influence over these concerns, undertook the construction of a great power station at Chelsea; while the Metropolitan Company, which had fallen into line with the District (not without dispute over the system of electrification to be adopted) erected a station at Neasden on the Aylesbury branch. Electric traction was gradually introduced on the Metropolitan and the District lines in 1906. The former company combined with the Great Western Company as regards the electrification of, and provision of stock for, the lines which they had previously worked jointly, from Edgware Road by Bishop’s Road to Hammersmith, &c. The Baker Street & Waterloo railway (known as the “Bakerloo”) was opened in 1906 and subsequently extended in one direction to Paddington and in the other to the Elephant and Castle. The Great Northern, Piccadilly & Brompton line, from Finsbury Park to Hammersmith, was opened early in 1907, and the Charing Cross, Euston & Hampstead line later in the same year. Deep-level electric railways (“tubes”), communicating with the surface by lifts, were already familiar in London. The first opened was the City & South London (1890), subsequently extended to run between Euston, the Angel, Islington, the Bank (City) and Clapham. Others are the Waterloo & City (1898) running from the terminus of the South-Western railway without intermediate stations to the Bank; the Central London (1900), from the Bank to Shepherd’s Bush, Hammersmith; and the Great Northern & City (1904) from Finsbury Park (which is an important suburban junction on the Great Northern railway) to Moorgate Street.

Tramways.—The surface tramway system of London cannot be complete, as, within an area roughly represented by the boroughs of Chelsea, Kensington and Fulham, the city of Westminster and a considerable district north thereof, and the city of London, the existing streets could not accommodate tram lines along with other traffic over any great distance consecutively, and in point of fact there are few, beyond the embankment line from Blackfriars Bridge to Westminster Bridge, which connects with the southern system. Another line, running south from Islington, uses the shallow-level subway under Kingsway and connects with the embankment line. The northern, western and eastern outskirts and London south of the Thames are extensively served by trams. On the formation of the London County Council there were thirteen tramway companies in existence. Powers under the Tramways Act of 1870 were given to the council, enabling it to acquire possession of these undertakings, and within the county of London they have been for the most part so acquired, and are worked by the council. Outside the county both companies and local authorities own and work tramways. Both electric and horse traction are used; the latter, however, has been in great part displaced by the former. The total mileage for greater London is about 240.

Omnibuses.—The omnibus system is very extensive, embracing all the principal streets throughout the county and extending over a large part of Greater London. The two principal omnibus companies are the London General Omnibus and the London Road Car. The first omnibus ran between the Bank and Paddington in 1829. In 1905 and following years motor omnibuses (worked mostly by internal combustion engines) began to a large extent to supplant horse traction. The principal existing companies adopted them, and new companies were formed to work them exclusively. With their advantages of greater speed and carrying capacity over the horsed vehicles, their introduction was a most important development, though their working at first imposed a severe financial strain on many companies.

Cabs.—The horse-drawn cabs which ply for hire in the streets, or wait at authorized “cab-stands,” are of two kinds, the “hansom,” a two-wheeled vehicle so named after its inventor (1834) and the “four-wheeler.” “Hackney coaches” for hire are first mentioned in 1625, when they were kept at inns, and numbered 20. Until 1832 their numbers were restricted, in 1662 to 400, in 1694 to 700, in 1771 to 1000. In some cases a driver owns his cab, but the majority of vehicles are let to drivers by owners, and the adjustment of terms between them has led to disputes from time to time. In 1894 a dispute necessitated the formulation of the “Asquith award” by the Rt. Hon. H. H. Asquith as home secretary, and subsequent modifications of this were only arrived at, as in 1904, after a strike of the drivers affected. A long-standing cause of complaint on the part of the public has been the common refusal of cab-drivers to accept their legal fares, but, on the other hand, several attempts to introduce cabs with an automatic taximeter failed, until the introduction of motor cabs, of which a few had already been plying for some time when in 1907 a large number, provided with taximeters, were put into service. Subsequently, as the number of “taxicabs” (see ) increased, that of horse-cabs decreased.

Traffic Problem.—One of the most serious administrative problems met with in London is that of locomotion, especially as regards the regulation of traffic in the principal thoroughfares and at the busiest crossings. The police have powers of control over vehicles and exercise them admirably; their work in this respect is a constant source of wonder to foreign visitors. But this control does not meet the problem of actually lessening the number of vehicles in the main arteries of traffic. At such crossings as that of the Strand and Wellington Street, Ludgate Circus and south of the Thames, the Elephant and Castle, as also in the narrow streets of the City, congestion is often exceedingly severe, and is aggravated when any main street is under repair, and diversion of traffic through narrow side streets becomes necessary. Many street improvements were carried out, it is true, in the last half of the 19th century, the dates of the principal being as follows: 1854, Cannon Street; 1864, Southwark Street; 1870, Holborn Viaduct; 1871, Hamilton Place, Queen Victoria Street; 1876, Northumberland Avenue; 1882, Tooley Street; 1883, Hyde Park Corner; 1884, Eastcheap; 1886, Shaftesbury Avenue; 1887, Charing Cross Road; 1890–1892, Rosebery Avenue. At the beginning of the 20th century several important local widenings of streets were put in hand, as for example between Sloane Street and Hyde Park Corner, in the Strand and at the Marble Arch (1908). At the same period a great work was undertaken to meet the want of a proper central communication between north and south, namely, the construction of a broad thoroughfare, called Kingsway in honour of King Edward VII., from High Holborn opposite Southampton Row southward to the Strand, connexion with which is established at two points through a crescent named Aldwych. The idea of such a thoroughfare is traceable back to the time of William IV. The magnitude of the traffic problem as a whole may be best appreciated by examples of the vast schemes of improvement which from time to time have been put forward by responsible individuals. Thus Sir John Wolfe Barry, as chairman of the Council of the Society of Arts in 1899, proposed to alleviate congestion of traffic by bridges over and tunnels under the streets at six points, namely—Hyde Park Corner, Piccadilly Circus, Ludgate Circus, Oxford Street and Tottenham Court Road, Strand and Wellington Street, and Southwark Bridge and Upper Thames Street. Another scheme seriously suggested in 1904, to meet existing disabilities of communication between north and south by linking the