V tr: The Metropolitan line, which opened on 10 January 1863, was the world's first underground railway. On its first day, almost 40,000 passengers were carried between Paddington and Farringdon, the journey taking about 18 minutes.
Trn y l ton b gii thch p n cho Cambridge IELTS 17, Test 1, Reading Passage 1 - The development of the London underground railway c i ng chuyn mn ti Anh Ng ZIM bin son. Ngi hc c th tho lun v thi v p n di phn bnh lun hoc tham gia din n ZIM Helper c gii p kin thc ting Anh luyn thi i hc v cc k thi ting Anh khc, c vn hnh bi cc High Achievers.
The Development Of The London Underground Railway Reading Pdf Download
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Do the following statements agree with the information given in The Development Of The Underground Railway Reading Passage?In boxes 7-13 on your answer sheet, writeTRUEif the statement agrees with the informationFALSEif the statement contradicts the informationNOT GIVENif there is no information on this7. Other countries had built underground railways before the Metropolitan line opened.
First published in October 1904 by the Interborough Rapid TransitCorporation, the company that built New York's first undergroundrailway, this unique facsimile edition is a lavishly illustrated guideto one of the century's greatest engineering feats. Here in twelvedetailed chapters, are the routes, stations, and tracks, the rollingstock, signal systems, and electric supply stations of the new subwaythat ran under the streets of Manhattan and the Bronx. Beautifullyreproduced photographs, maps, line drawings, and other illustrationscomplement the text, written by the IRT's own engineers. It covers theconstruction methods, architecture, station and rolling stock design,and the political groups responsible for the creation of New YorkCity's first subway. An online version is available: The New York Subway: Its Construction and Equipment (1904)
Amazon.com writeup: In celebration of the New York City subwaysystem's 100th birthday, [this book] offers up this easy-to-read,informative history. From its beginnings as an underground amusementride, to the development of the IRT, BMT and IND rail systems, to itscrime-ridden and graffiti-covered fall in the 70's and, finally, toits current revival, the system has had a more colorful history thanmost straphangers and tourists realize. Diehl's well-pitched nostalgialeads readers to appreciate the wonder of the subway's nascent periodand to imagine how incalculably different New York would be today hadthe transit option that is so taken for granted not been created howand when it was.
A full, scholarly history of the development of London's tuberailways. Covers in depth the pioneering lines: the City & SouthLondon, the Brompton & Piccadilly, the Central London, and thenfollows the developments with the involvement of Charles Yerkes, anAmerican financieer who helped develop the Chicago El system. Thelater line extensions and corporate mergers are covered, ending withthe introduction of a unified London Transport. (Does not cover toodeeply the "surface" - District, Circle, Metropolitan- lines that arenow part of the Underground.)
IN the paper on recent developments on electric lighting read by Mr. W. J. Jones to the Royal Society of Arts on November 30 and published in the Society's journal (J. Roy. Soc. Arts, vol. 81, p. 132) some novel experiments and phenomena were described in connexion with illumination. He showed a swinging pendulum with the letter E printed at various points down its shaft. The speed of translation of any particular E is directly proportional to its distance from the point of suspension. When the illumination on the pendulum was only two foot candles, the letter E could only be seen about a quarter of the way down the pendulum. But when the illumination was increased to 100 foot candles the letter E could be seen almost at the bottom of the pendulum. A connexion can thus be obtained between the speed of vision and illumination. Experiments were described on the effect produced by the vibration of public vehicles. When the vehicle was moving, an appreciable reduction both in the speed of reading and in visual acuity took place. Experiments made a few years ago by reading a newspaper in a train on the Bakerloo Railway when it was at rest and when it was running showed that in the former case the speed of reading was 220 words a minute and in the latter 140 words a minute. In this case the illumination was two foot candles. Tests carried out in trains and buses under similar conditions about the same time gave similar results, showing that there was an appreciable reduction in the speed of reading when the vehicle is in motion. Reading under vibratory conditions in a poor light is known to cause visual fatigue and is apt to produce headaches. We are glad to hear that in some of the London Underground railway coaches to-day, the illumination at reading level has been raised to about twenty foot candles. This automatically does much to mitigate the effects of vibration, so far as visual performance and comfort are concerned.
People concerned about pollutants in underground railways could try wearing well-fitted filtering masks. Where possible, metro operators might consider installing screen doors along platforms to lower the amount of dust blown toward commuters by arriving trains. But even this approach has caveats. A study on the use of such screens in Seoul found that it tended to increase PM exposure inside trains even though it sometimes reduced exposure on platforms.
In contrast, William Steinway, the famed piano manufacturer, proposed a more conventional underground railway. Recognizing the potential of the subway system to connect his factory in Queens with Manhattan, Steinway began to lobby for its implementation. He championed the idea of using electric trains, which were quieter and cleaner than their steam-powered counterparts.Steinway's advocacy bore fruit when the Rapid Transit Act was passed in 1894, paving the way for a city-wide underground transit system. The Interborough Rapid Transit Company (IRT) was tasked with the construction and operation of the initial line. The chosen path ran mostly beneath major avenues and streets to avoid excessive property displacement.
It is completely untrue and misleading to say Underground Railroad has been banned or blacklisted. Underground Railroad is available in our library and remains an option for inclusion on future reading lists in relevant modules. Books covering themes and issues around slavery are on the reading lists for many other modules. Underground Railroad was replaced on one reading list for a creative writing module about the development of the novel, as another book was viewed as better suited to the learning aims.
As some lightish reading about a determined group of LAs who pressed their case for nearly 20 years despite all the twists and turns arising in national politics and the railway industry, can I suggest this: -An-Enduring-Legacy-final.pdf
The Elizabeth line will support regeneration across the capital by bringing people closer to jobs, providing new transport links and through significant new developments over stations. The new railway will add an estimated 42bn to the UK economy.
To the south, the line splits after a stop at Smallmead on the former speedway site. One branch stays on the A33, where I could see a future Concert Arena on the Reading Gate retail park site. The line crosses the M4 to the Mereoak park and ride, and on to a new mini-town at Grazeley. The other branch cuts through Green Park, stopping at the staircase to Madejski stadium and Royal Elm Park development. The stairs could be upgraded to a covered escalator and lift complex. Trams would continue to Green Park railway station and over the railway to feed further new developments and the M4 Reading services site. I see this as having the opportunity to provide a new full motorway junction, or at the very least a significant park and ride site. I would ultimately continue the line across the motorway to service new housing around Burghfield, particularly if we ever decide to stop storing weapons there.
Reading town is served by regular rail services from locations throughout the UK. London Paddington is only 30 min by train. The railway station underwent a major transformation and redevelopment which opened a new way of investments. Reading is one of the best-connected towns in the UK. By 2019, thanks to the extension of the cross rail line, it will have a direct line into London employment and business centres such as the West End, The City and Canary Wharf in under an hour. It is an ambitious town, striving to be a smart and sustainable city by 2050. For more information on the Reading UK 2050 project please visit the website.
You will hear an interview in which a historian called Mark Connor and a writer called Judith Monroe are talking about the history of the underground railway in London. For questions 15-20, choose the answer (tag_hash_117, tag_hash_118, C or D) which fits best according to what you hear.
The first Engineering History and Heritage issue of 2012 includes two papers on chain suspension bridges and two dealing with nineteenth century solutions to the problems of populated urban centres, namely one on the first underground electric railways and another on a proposed visionary approach to sewage disposal.
Whilst all the papers give insights into engineering history and heritage, the case studies of development and adaptation gave me cause to reflect on the pressures facing historic engineering works. One such structure is the last survivor of the once numerous timber railway viaducts built by Isambard Kingdom Brunel. Whilst the Loughor viaduct in south-west Wales has undergone considerable development from the original, with wrought-iron girders replacing the timber trussed deck and reconfigured pier groups, it is still recognisably a Brunel timber viaduct. One of the options considered for improving the capacity of the line was to build a new viaduct alongside. The current proposal, however, calls for demolition and construction of a new viaduct on the line of the original. Is the loss of the only surviving, albeit much altered, example of a Brunel timber viaduct justified? ff782bc1db
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