. Electric railway journal . inutes, corresponding to a rateof Engineering Limitations on Service On the Piccadilly, Hampstead, Bakerloo and CentalLondon lines, the platforms are still one car length inexcess of the longest trains run. On the District Rail-way the limit has been reached so that various ex-pedients have had to be devised to permit the operationof trains longer than platforms. In June, 1914, a nine-car train was inaugurated, the idea being to carry inthe rear coach only passengers for Charing Cross andMansion House stations from Ealing and stations toHammersmith, as
. Electric railway journal . inutes, corresponding to a rateof Engineering Limitations on Service On the Piccadilly, Hampstead, Bakerloo and CentalLondon lines, the platforms are still one car length inexcess of the longest trains run. On the District Rail-way the limit has been reached so that various ex-pedients have had to be devised to permit the operationof trains longer than platforms. In June, 1914, a nine-car train was inaugurated, the idea being to carry inthe rear coach only passengers for Charing Cross andMansion House stations from Ealing and stations toHammersmith, as these passengers would not reiquireany platform accommodation until arrival at CharingCross and Mansion House. This scheme had to bewithdrawn on the outbreak of the war, owing to thedifficulty of finding an extra guard to look out for thespecial loading and unloading of the ninth car. To useMr. Blakes expression, the idea of a Season TicketHolders Club Car caught very well. Another means of securing longer trains was to make. As operating manager of the LondonUnderground Electric Railways and theLondon General Omnibus Company,Ltd., H. E. B L A I N is chief officer ofthe greatest city transportation con-cern in the world, co-ordinating under-ground rapid transit lines, surfacetramways and motor buses in onesplendid system. Although he beganhis railway career at Liverpool, fol-lowing his employment in other mu-nicipal departments, Mr. Blain hasbeen a resident of the London district since 1903. It wasin that year that he became the first manager of the WestHam Corporation Tramways. He saw at once that thegreatest handicap to the full usefulness of the tramwaysystems in the different political subdivisions of the me-tropolis was the absence of through running reaching the boundary of a borough, passengers hadto get out and board a car belonging to another tramwaysystem. This condition was the result of the restrictivelaws regulating the construction of tramways an
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