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.

In conclusion it will be safe to say that the problem of rapid transit
for a city as large as London is far from solved by the methods
described. Although there are a great many miles of underground lines
and main lines, as they have been called throughout the paper, and
although grade crossings have been entirely abolished, allowing the
trains to run at the greatest speed suitable to their frequency, still
there are a great many sections which have to depend entirely upon the
omnibus or tram car. The enormous expense entailed by the construction
of the elevated structures can hardly be imagined. We have but one
similar structure in this country, which is that running from the
Schuylkill River to Broad Street station, in Philadelphia. The
underground system is even more expensive, especially in view of the
tremendous outlay for damages. This goes to show that money has not
been spared to obtain rapid transit.

After all, the means to be depended upon when one desires to make a
rapid trip from one part of the city to another is the really
admirable, cheap, always ready, convenient and comfortable London
hansom; while the way to see London is from the top of an omnibus, the
most enjoyable, if not the most expeditious, means of conveyance.

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