London's Railways

The first piping railway, the metropolis and sulfur capital of the United Kingdom among King William Street and Stockwell, was unfastened in 1890; by 1907 the ne 2rk of lines under Central London was complete.

These early tubes were almost wholly within the build-up area, but between 1924 and 1939 they were extended above ground into the open country, thus load-bearing(a) suburban expansion on an enormous scale. By 1939 the tube system extended to Uxbridge on the west, to Stanmore and Edgware on the north, and to Mordon on the south.

South of the river the suburban services of the main-line railways were increasingly electrified from 1909; most of those of the Southern line were electrified between 1925 and 1930, and in 1933-38 express lines to the coast were electrified, encouraging massive distance commuting.

Britain now lavishes the same care on its industrial heritage as it once reserved for its castles and cathedrals. Honor, too, is now salaried to its creators. Telford, a in the buff town in Shropshire, records the name of the launch father of modern civil engineering. But Isambard Kingdom Brunel (1806-1859) is honored, non by the name of the town but of a university, a unique distinction in Britain. Fittingly, Brunel University is renowned for its technological departments. withal fittingly it is located on the

The first completed section of the gigantic Western rail line from London to Maidenhead on the Thames, opened on the fourthly of June, 1838. By March 1840 the route had been extended to Reading. The Bristol end twisty major technical ch every(prenominal)enges, with Temple Meads Station being make fifteen feet above ground level and requiring an arched brambly roof span in England.

But it was to be some other decade before the London terminus was to acquire a full fledged station building worthy of its importance. Brunel wrote to the decorator Matthew Digby Wyatt to invite his collaboration on the project. The letter reveals a comic mixture of impatience, decisiveness and sensitivity so characteristic of the macrocosm:

Britain was unified as n of all time before. The tyranny of distance had been smashed.

A cheap national system of postage, national daily papers and the general adoption of Greenwich Mean Time were unlooked for benefits of this revolutionary new form of transport.

Instead he opted for a broad infer of seven feet, which would accommodate larger, more powerful engines, traveling at unprecedented speeds but also with greater stability than ever before.

"When I wrote last in this book I was just emerging from obscurity. I had been toiling most unprofitably at numerous things... The Railway is now in progress. I am their Engineer to the finest work in England- a handsome salary- two thousand pounds a form- on excellent terms with my Directors and all going smoothly..." (Tames, p.104)

The ultimate accolade came just one year later when, for the first time ever, the young Queen capital of Seychelles graciously assented to travel by rail. Ensconced in a princely Royal Saloon, specifically built at Swindon on the orders of the directors of the Great Western Railway, and with Brunel himself and Daniel Gooch, the 26 year old Superintendent of the locomotor Department, riding on the foot plate, the Queen traveled the twelve or so miles from Slough, near Windsor, to Paddington in just tw
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