Image from page 941 of "Factory and industrial management" (1891)
Publisher: New York [etc.] McGraw-Hill [etc.]
Contributing Library: Engineering - University of Toronto
Digitizing Sponsor: University of Toronto
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which the rope ran, and the smoke nuisance (more or less imagi-nary) of the locomotive, locomotives were made use of to haul thetrains, in place of the rope. Two were generally attached to eachtrain. That in front was detached on reaching the canal, and, run-ning ([uickly ahead, was turned into a siding, while the train pursued rrn. undrrground raiiavays of London. 931 its course with imdiniinishcd speed. lUit for many yeais the incom-ing trains descended the incline under the control of hand-brakesalone, after the necessary impulse to stait thtm had been given by alocomotive in the rear. Al)out the middle of the century public attention was mostintensely directed to railway construction, chiefly on account of itsprobably lucrative character as an investment, but also, in the mindsof far-seeing men, on account of its immense possibilities for publicconvenience. Naturally the metropolis became the field for numerousschemes designed to provide it with adequate railway faciliiies. With-
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MKI KOritLl IAN RAILWAY NEAR FRAED STREET. out referring to many of these, which, of great interest in themselves,have since, in a modified form, been carried out, I shall describe hereonly that which may be deservedly considered the most complete ex-ample of urban railway construction,—namely, the Metropolitan, or,as it is popularly termed, the Underground Railway. The origin and early development of this work were as follows.The New road, now divided into Marylebone, Euston, and Penton-ville roads, the most northerly of the great east and west routes inLondon, being a fine broad thoroughfare, with the main buildings, asa rule, lying well back on each side, has been, from early days, thescene of attempts to improve locomotive facilities. Along this road. 932 THE UNDERGROUND RAILWAYS OELONDON.
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