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Andrés Cruz Yoris

Flame Game Development

Your Guide to Creating Cross-platform Games in 2D
Using Flame Engine in Flutter 3
Andrés Cruz Yoris
Caracas, Venezuela

ISBN 979-8-8688-0062-7 e-ISBN 979-8-8688-0063-4

https://doi.org/10.1007/979-8-8688-0063-4

© Andrés Cruz Yoris 2024

Standard Apress

Trademarked names, logos, and images may appear in this book. Rather
than use a trademark symbol with every occurrence of a trademarked
name, logo, or image we use the names, logos, and images only in an
editorial fashion and to the benefit of the trademark owner, with no
intention of infringement of the trademark. The use in this publication
of trade names, trademarks, service marks, and similar terms, even if
they are not identified as such, is not to be taken as an expression of
opinion as to whether or not they are subject to proprietary rights.

The publisher, the authors and the editors are safe to assume that the
advice and information in this book are believed to be true and accurate
at the date of publication. Neither the publisher nor the authors or the
editors give a warranty, express or implied, with respect to the material
contained herein or for any errors or omissions that may have been
made. The publisher remains neutral with regard to jurisdictional
claims in published maps and institutional affiliations.

This Apress imprint is published by the registered company APress

Media, LLC, part of Springer Nature.
The registered company address is: 1 New York Plaza, New York, NY
10004, U.S.A.
Introduction
This book is intended to get you started with Flame using Flutter; with
this, we are going to clarify two things:
1. It is not a book which provides 100% knowledge of Flame or takes
you from being a beginner to an expert, since it would be too big an
objective for the scope of this book. What it offers is knowledge
about the main aspects of Flame, such as sprites, collision systems,
tiled inputs, and much more, and how to apply them to 2D game
development.

2. It is assumed that you have at least basic knowledge of Flutter and

its basic technologies such as Dart.

Flame is a very interesting package to create our first

multiplatform 2D games. Being implemented in Flutter, with a
single project, we can have the same game for mobile, desktop,
and web without much problem. Flame contains all the basic
elements to create 2D games provided by similar game engines
like collision handling, events, sprite loading, sprite sheet, and of
course interacting with all these elements.

This book applies a practical approach, from knowing the key

aspects of the technology to putting them into practice, gradually
implementing small features and functionalities that can be adapted to
a real game.
To follow this book, you need to have a computer running Windows,
Linux, or MacOS.
Any source code or other supplementary material referenced by the
author in this book is available to readers on GitHub
(https://github.com/Apress/Flame-Game-Development). For more
detailed information, please visit
https://www.apress.com/gp/services/source-code.
Acknowledgments
Thanks to everyone on my publishing team. Thanks to my father, who
was always there for me. And thanks to my mom for her support.
Table of Contents
Chapter 1:​Create a Project in Flutter and Add Flame
Chapter 2:​Flame Basics
Game Class and Components
Components
Game Classes:​Game and FlameGame
Key Processes and Methods in Flame
Game Loop
Other Important Functions in Flame
Chapter 3:​Flame Fundamentals
SpriteComponent:​Components for Rendering Images
Practical Case:​Single-Image Sprite
Practical Case:​Sprite Sheet
Practical Case:​Animate the Sprite Sheet
Practical Case:​Multiple Animations
Input:​Keyboard
Game Class Level
Component Level
Input:​Tap
Game Class level
Component Level
Challenge:​Animations and Inputs (Keyboard) – Walk and Idle
Animations
Resolution for the Challenge
Mirror or Flip the Sprite
Practical Case
 Constant Velocity
Key Combination
PositionComponen​t:​Components to Render Objects
Practical Case
Debug Mode
Detect Collisions
Practical Case
Chapter 4:​Game 1:​Meteor Shower
Offset Collision Circles on the Vertical Axis
Add Collision Circles by Time
Remove Invisible Components (Collision Circles)
Prevent the Player from Crossing the Screen
Player:​Vary Animation When Detecting Screen Edge
Gravity for the Player
Player:​Implement Jump
Modularize the Player Class
Meteor Animated Sprite
Impact Counter
Chapter 5:​Background Color and Image
Background Color
Background Image
Get Component Information from the Game Class
Update the Player Component with Map Dimensions
Set the Camera to Follow the Component
Update the Meteor Component with Map Dimensions
Chapter 6:​Tiled Background
 Creating Our First Map with Tiled Map Editor
Use the Tiled Map
Create TiledComponent
Iterate the Object Layer and Define a PositionComponen​t
Update the Gravity Component
Chapter 7:​Game 2:​Jump Between Tiles
Detect When the Player Is Jumping
Changes to the Jump and Move Component
Lock the Jump
Arched Jump and Movement Modifications
Movement of the Player in the Tiles
Horizontal Movement with the Velocity Vector
Create Multiple Hitbox Components for the Player
Modify Movement
Player Position
Add the Meteorite Component
New Map
Overlay
Overlay:​Show the Number of Collisions
Overlay:​Game Over
Overlay Functions
Game Instance in Components and Communication with
Overlays
Game Instance in Overlays and Communication with
Components
Reset
Lives
 Pause
Restart Level Button
Types of Collisions
Use Case:​Correct the Counter of Collisions with Meteorites
Update the position Property with Delta Time
Block Player Movement by Time
Invincibility
Consumables on the Map
Render Consumables on the Map
Recover a Life
Problem When Restarting the Game
Overwrite Consumables at Reboot
Invincibility
Game Over
Chapter 8:​Game 2:​Many Experiments
Vary the Jump
Background Image
Map Size and Player Movement
Alternative 1
Alternative 2
Conclusion
Correct Unevenness Between Player Positioning and Tiles
Prevent the Player from Falling at a Very High Speed
Mathematical Formulas for Collision Detection
Implementation
Implement the Game on Small Screens
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Chapter 9:​Game 3:​Move XY
Creating the Bases of the Game
Creating the Map
Create
Design
Object Layer
Import into the Project
Base Class
Animations
Movement
Changes in Movement
Map and Initial Collidables
Collisions Between the Player and Objects
Second Implementation
Third Implementation
Fourth Implementation
Fifth Implementation:​Double Collision
Limit Player Movement to the Map
Player Position
Hitbox Size
Run
Chapter 10:​Game 3:​Enemies
Refresh the Sprite
Collisions Between Objects and Boundaries for the Map
Change the Position Based on a Pattern
Set the Object Layer for Enemies
 Skeleton Class
Load Enemies Based on the Map
Chapter 11:​Game 4:​Plants vs.​Zombies
Map
Define the Map
Load the Map
Plants
Sprites
Base Classes
FlameGame:​Add One Plant by Tap
Component:​Add a Plant by Tap
Seed Size
Avoid Adding Several Plants in One Place
Zombies
Base Classes
Level Enemies/​Zombies
Define Logic for Channels
Attacks
Change Animation of Plants in Attack Mode
Projectile:​Create Structure
Projectile:​Shoot
Projectile:​Starting Position
Life and Collisions
Chapter 12:​Game 4:​Many Experiments
Plant Overlay
Mark the Selected Option
 Suns
Moving Suns in a Wavy Way
Sun Counter
Suns Overlay
Cost per Plant
Plant Overlay Transparency
Generate Suns on Map Space
Plant Recharge
Pause
Reset
Move the Camera Using the Drag Event
Implementation
Scale Components to Window Size
Chapter 13:​Game 5:​Parallax Backgrounds
Configure the Project
Create the Parallax Effect
Vary Speed in Layers
Create a Component Class for the Parallax
Player
Rotation
Foods (Sweets)
Help Functions and Base Structure
Food Component (Sweet)
Eat Food
Play the Chewing Animation
Do Not Eat Food While Chewing
 Eating Food in One Position
Show Statistics in an Overlay
Implement Ways of Gameplay
1:​Losing a Candy
2:​Get a Minimum of Points
3:​Only Consume One Type of Sweet
4:​Cannot Consume a Type of Sweet
Test Previous Implementations
Define Multiple Levels
Function to Load Game Levels
Overlays
Game Over
Game Actions
Select a Level
Select a Gameplay
Information About the Type of Game and Level
GameOver:​Implement Game Types
Next Level
Virtual Joystick
Button to Rotate the Player
Gamepad
First Steps with the gamepads Plugin
SharedPreference​s:​Set Game State
Adapt to Small Screens
Chapter 14:​Audio
Dino Jump Project
 Background Music
Audios for Actions
Plants vs.​Zombies
Zombies:​Base Sound
Customize Sound for Each Zombie Component
Detect Game Over
Parallax
Basic Sounds
Implementation
Index
About the Author
Andrés Cruz Yoris
has more than ten years’ experience in the development of web
applications. He works with PHP, Python, and client-side technologies
like HTML, JavaScript, CSS, and Vue among others and server-side
technologies like Laravel, Flask, Django, and CodeIgniter. I am also a
developer in Android Studio, Xcode, and Flutter with which he creates
native applications for Android and iOS.
About the Technical Reviewer
Lukas Klingsbo (spydon)
is part of the Blue Fire open source
collective and is the top contributor and
maintainer of the Flame game engine.
When not improving Flame, you can
see him giving talks and holding
workshops on Flutter all over the world.
© The Author(s), under exclusive license to APress Media, LLC, part of Springer
Nature 2024
A. Cruz Yoris, Flame Game Development
https://doi.org/10.1007/979-8-8688-0063-4_1

1. Create a Project in Flutter and Add

Flame
Andrés Cruz Yoris1
(1) Caracas, Venezuela

In this chapter, we are going to learn how to create a Flutter project and
add the necessary base library to develop our 2D games using Flutter;
therefore, it is a chapter that you should refer to every time we create a
new project in later chapters.
Let’s start by creating the project that we will use to create the
application:

$ flutter create <ProjectName>

Once the project is created in Flutter, we change to the project

folder:

$ cd <ProjectName>

And we add the Flame library:

$ flutter pub add flame

Finally, we open VSC or the editor you use to develop in Flutter; for
this, you can do the manual process (open the project we created
earlier from VSC) or use the VSC command (in case you have it
configured):
$ code .
© The Author(s), under exclusive license to APress Media, LLC, part of Springer
Nature 2024
A. Cruz Yoris, Flame Game Development
https://doi.org/10.1007/979-8-8688-0063-4_2

2. Flame Basics
Andrés Cruz Yoris1
(1) Caracas, Venezuela

In this chapter we will know the key elements of Flame and its
organization, components, and key structures. This chapter purely acts
as a reference; do not worry if you do not understand all the terms
explained. The following chapters offer a more practical scheme in
which we build an application step-by-step, and when you encounter
one of the classes and functions introduced in this chapter, you can
return to this chapter to review what was explained about it.
You can create a project called “testsflame” following the process
shown in the previous chapter.

Game Class and Components

A project in Flame can be divided into two parts:
1. The main class, which is the one that allows all the modules of the
application to communicate and uses Flame’s own processes such
as the collision and input system (keyboard, gestures, etc.)

2. The components, which are the elements of our game, such as a

background, a player, an enemy, etc.

To make the idea easier to understand, you can see Flame’s Game
class as Flutter’s MaterialApp and the Flame components as each of
the pages that make up a Flutter application.
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Other documents randomly have
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his own arguments, generously acknowledges that he has failed to make out
his case.
 CHAPTER XXI

ELECTRIC LOCOMOTION AND OUR NATIONAL LIFE

“Long sleeps the summer in the seed;

Run out your measured arcs, and lead
The closing cycle rich in good.”—Tennyson.

HOW IT AFFECTS EXISTING RAILWAYS

T HOMAS ALVA EDISON is reported to have said, “Electricity will

displace steam,” and, taking his prediction as a text, I will begin by
quoting a few figures; for Britishers, though they may affect otherwise,
dearly love statistics.
Well, in the year that Queen Victoria ascended the throne the capital
invested in railways might have been expressed in a few figures. When she
died, the “iron horse” represented the vast sum of twelve hundred millions
sterling.
Twenty years ago investments in electric traction enterprises amounted
to not more than £100,000. To-day they involve immense sums, the County
Council’s scheme for London alone running up to £50,000,000! But this is
nothing to the probabilities of the near future, as Mr. Percy Sellon pointed
out to the London Chamber of Commerce. “Within the next ten years,” he
said, “electric supply and traction may be expected, with a fair field, to
engage at least 250 millions of capital”; and this estimate seems to be by no
means exaggerated; in fact, it is underrated. As one of the leading “dailies”
observes, “Apart from such a large project as the electrification of the
District and Metropolitan Railways, there is scarcely a municipal authority
in Great Britain which has not in hand some scheme of electric railway,
tramway, or lighting. It is as well to think that electricity is not the agent of
the future, but of the present, and an era which has already dawned. In
displacement of steam, electricity is evidently destined to be one of the
products of the first quarter of the twentieth century.”
 It may be surmised that by the time Mr. Sellons ten years have expired
all the great railway companies in the kingdom will have adopted electricity
as motive power, certainly on their suburban lines, and for the passenger
traffic on the main lines.
With what effect, and at what cost?
The latter question can hardly be answered, but the former may be
guessed at. For a long time the railway companies will naturally be
reluctant to bring about such a revolution as the substitution of electricity
for steam. Engines of enormous power, such as the new Great Eastern
“Decapod” or ten-wheeler, will be requisitioned to accelerate the working
of trains; and, to save fuel, petroleum will be extensively adopted on others.
But electricity the public will have, if it is shown to be more economical
in the long run.
Still, to entirely dispense with a great stock of costly locomotives,
substituting up-to-date motor engines—with the possibility looming in the
future that these, too, in their turn, by the perfecting of storage batteries,
may be displaced—to, perhaps, build new cars, or completely remodel
existing rolling-stock; to erect new buildings (in many cases) for power
stations; to lay down third rails; all this would involve an expenditure that
even long-suffering shareholders would rebel against. While, if the steam
locomotives were retained to work an accelerated goods service on separate
tracks, the widening of bridges, cuttings, and viaducts, the duplication of
tunnels on many lines, and the enlargement of stations and sidings, would
entail disastrous expenditure. However, the change will doubtless be made
gradually, perhaps commencing with the suburban lines, probably as a
direct result of the electrification of the Inner Circle Railway, over whose
system several main lines have important running powers, and which will
then be compelled to abandon steam. Or should some enterprising
Socialistic Government come into power with no such trifling matters as
Education, Water, Gas, or Tube Bills on its hands, it might by the year 1913,
in its anxiety to carry theory into practice, decide to nationalise and electrify
our railways wholesale, and at any cost—to the ratepayers!
The effect, anyhow, would not be so very startling, for by that time
electric travelling would be a matter of course, and disused locomotives of
the type so familiar on the “Underground” would be inquired for by relic
hunters and presented as curios to every big town.
 Already the change on the great lines has begun, and it is a significant
fact that the North Eastern have decided to adopt electricity on some thirty-
seven miles of their system in the neighbourhood of Newcastle-on-Tyne,
and a modified form of it in the shape of auto-cars with petrol engines and
dynamos generating the current, on the short line between Hartlepool and
West Hartlepool.
Of electric lines in progress or projected, we have the Manchester and
Liverpool, the London and Brighton, the Edinburgh and Glasgow, and
others.
In London all the big termini will be linked together, and connected with
the metropolitan Tube systems, whatever form the latter may ultimately
assume. This may have the effect of increasing the crowding and bustling of
our big stations, but, on the other hand, a vast number of wealthy people
will use motor-cars from “house-to-house,” dispensing altogether with the
railway.
Trains, more speedily and more economically run, will start more
frequently. Goods traffic will be on entirely separate lines, and passenger
trains will be able to follow one another in rapid and safe succession.
Exteriorily all the termini will look as they do now, minus the presence
of horsed four-wheelers and hansoms. But Victoria will be greatly enlarged
along Buckingham Palace Road; while Euston, nearly doubled in size, will
have its frontage brought forward to Euston Square. Within, there will be
less confusion, as either the American check system of booking luggage
will be adopted, or that of collecting it beforehand by the railway
company’s swift motor-vans, and there will be less steam. On the whole,
however, the old stations will probably be unchanged—Paddington, with its
familiar transept roof, impressive as in 1854, when the late Queen,
travelling from Windsor, paid it her first visit; the Midland, remarkable for
its noble span roof, soaring one hundred feet above the level of its eleven
lines of rail and its four platforms; the Great Eastern, the largest terminus in
the kingdom, under five great spans—four parallel and one transverse—of
glazed roofing, with its eighteen arrival and departure platforms; and
Waterloo, once a mere shed propped up by arches, but now second in size
only to Liverpool Street, a maze to the uninitiated.
The large provincial stations will most likely remain much as they are at
present—Bristol, Exeter, York, Glasgow, Liverpool, all splendid specimens
of important termini and junctions; Swindon, Crewe, Manchester, and
Warrington, greatly improved, if not entirely rebuilt.
Power machinery will be housed in existing railway buildings when
practicable, and intermediate sub-stations will be marked features along the
railway routes. Pumping-houses, water-tanks, coalyards, stages, and sidings
will have disappeared.
Sleepy wayside stations, with their pleasant gardens and rural
surroundings, will probably remain untouched by the new order of things,
save that the rapid delivery of farm produce by horseless vehicles or by
light railways, acting as feeders, will wake them up.
THE IMPROVEMENT OF STREET TRAFFIC
The general use of horseless vehicles will do more—at any rate in
London—towards the sanitation of great cities than all the enactments of
county or borough councils. Medical experts are agreed that the condition
of the roads, however well kept, in dry weather particularly, is highly
conducive to the spread of all kinds of throat diseases, not to mention
influenza; while if the roads are neglected, the peril is increased and every
sense is offended. Horses, as beasts of burden, should have no place in
crowded thoroughfares, and their presence in numbers produces on wood-
paving a pernicious and offensive ammoniacal result which anyone can test
in, say, Broad Street, after the omnibuses have ceased running for the day,
or, rather, for the night. All over London, and even in the suburbs, the
streets are Augean stables, which no effort of the Hercules of Spring
Gardens or the Guildhall can effectually cleanse. It is estimated that at the
present time there are over 16,000 licensed horse carriages in London,
besides tradesmens vans and other vehicles, and that 200,000 horses are
stabled every night, necessitating the removal of thousands of tons of
manure and refuse daily.
Noise, too—that distracting rattle and rumble of vans, light carts,
omnibuses, and cabs—will be done away with, and how much this will help
to restore the nervous system of Londoners who can tell? Horses having
almost vanished, the space each one would occupy—some seven feet in
length—will be saved on each vehicle, and thus the increase of traffic will
be partly provided for. Collisions and the running-down of cars will be
unheard of, the steering and stopping powers of the electric motors being
perfect.
 ITS SOCIAL RESULTS
The effect of universal electric traction on our social life may be far-
reaching and prodigious. It may result in a partial decrease in the resident
population of London, the working-classes living largely in the country and
travelling up and down at uniform penny fares, clerks and others doing the
same; while the wealthy and the well-to-do may use their motor-cars to
such an extent as to habitually sleep outside the town boundaries, as may
also members of both Houses. Only those persons whose duties compel
them, will live within hearing of Big Ben.
Society will be still more restless, but its members will be healthier, as
fresh air will readily be obtainable. There will be even less time for reading
than now. Formal calls will largely cease; friends in luxurious electro-cars
will “pop in” en route on short surprise visits, and hospitality will, on the
whole, diminish.
In these vehicles, touring parties (without Cook and Son, or Gaze and
Co.) will be constantly arranged to traverse the world. House rents
generally will be lower, save at the seaside and other health resorts, where
they may actually become higher. So that for those who elect to remain in
town, it will be possible to live on a moderate income, rates and taxes, it is
to be hoped, also being lessened.
The cost of living will be reduced, produce of all kinds being more
extensively home-grown and more economically brought to market.
Horses, being discarded for draught purposes, will be plentiful and
cheap; cavalry remounts will be readily obtained, and all over Europe
mounted forces may be the order of the day. The smallest farmer will be
able to employ several horses on his farm, and everyone in the country,
grown tired of cycling and motoring, will have their stables full at low cost,
while in the season Rotten Row will be more crowded than ever with
equestrians.
Wages will be higher, and there will be a wider field and less
competition.
Lastly, hygienic conditions being vastly improved, and smoke abolished,
the death-rate of London and all large cities will be reduced. But the
greatest boon electrical traction can bestow, will be reserved for the
working and poorer classes. Take London, for example.
 THE EFFECT ON OVERCROWDING
“Overcrowding! Why, everybody knows what that means!” said the
Hon. John Middlemass. “Only the other day I had to travel to town from
Southampton, and the first-class compartment actually filled up—a beastly
nuisance, for we could not play whist as we had hoped. And in the
afternoon, when on my way to pay a visit at Lancaster Gate, I couldn’t get a
seat in the Twopenny Tube, but had to stand all the way, holding on by one
of the straps in the roof! Overcrowding! Why, the last time I dined at the
Gresham Club in the City, there was not a table to be got to one’s self. They
were all packed, and the waiters could hardly move about. And that evening
at Lady Danby’s reception in Piccadilly we couldn’t even stir, I can assure
you, once we were in her big drawing-room. While as for supper, it was a
fight to get near the buffet, and when I did manage to get some consommé
for Sybil Clare, who was positively starving, just as I was piloting it out of
the crush, some fool jobbed my elbow, and sent the lot of it right into old
Colonel Curry’s face, and made him swear like a trooper! To make matters
worse, I stepped upon the Dowager Lady Harvey’s train, which had no
business on the floor at all, and, I am told, tore three breadths out of it,
whatever that may mean. Anyhow, I was not asked to any of her dinners
again that season.
“Overcrowding! Yes! You should have been stopping with me at
Rookfort Castle the Christmas after young Lord Staunton had come of age!
Two in each bedroom, I assure you, and they actually had the cheek to ask
some of us to put up with the box-room at the top of the house, as every
square foot of the place was occupied. Oh, yes, I know what trying to put
too many eggs in one basket means! I went through it all on board the P.
and O. Arabia, from Bombay. Six in a cabin; no room to dress, had to take
it by turns; all the grub served in double relays; baths out of the question,
unless a fellow sat up all night to grab one; and the promenade-deck like the
enclosure at Ascot on Cup Day; which reminds me that I never was at any
of the big races when the grand stand wasn’t crowded out.
“Then, as to overcrowding in small houses, used I not to call upon poor
Bristowe, my chum at Eton, who became a lawyer’s clerk at £300 a year,
got married, had eleven children, and lives in a poky little house down
Fulham way—only eight rooms—and I believe some of them sleep in the
bathroom and the kitchen, and the slavey in the scullery!”
 Evidently the Hon. John did not know much about the social problem of
overcrowding amongst the poor, and how it has arisen.
“It is not good that man should be alone,” and ever since that divine
maxim was enunciated, man has taken good care to act upon it, in more
senses than one. His nature is gregarious, and as the world he was sent into
ceased to give him its fruits spontaneously, he was obliged to take to a
country life to obtain the means of existence by the sweat of his brow. He
did not readily adapt himself to the new conditions, and, as the history of
Babel shows, there was always a tendency to congregate, build great cities,
and get as much agricultural work done as possible by slaves.
Nowadays the dislike of solitude is more marked than ever. Who does
not know of beautiful country vicarages whose inmates would give their
souls to go and live in towns; of farms where wife and daughters pass their
time in grumbling because it is so dull at the old house; of squatters far
away in Gipp’s Land or Maneroo Plains, who, as soon as they make their
pile, leave the roomy verandahed station, and, importuned by an impatient
family, settle down at St. Kilda, Toorak, Darling Point, in Melbourne, or
Sydney? Even peasants, country born and bred, seeking to “better
themselves” in Canada, often cannot, or will not, bear the absence of such
small excitement as falls to their lot in their native village.
This is illustrated by a case known to myself, where a labouring lad,
assisted out to the far West, and there obtaining good wages, and—what to
him was luxury indeed—unlimited eggs to eat, threw up his situation and
came back to his home in Kent and to his wretched wages, simply because,
as he said, “It was too lonely in Manitoba; there was no amusement and no
village inns.”
As Mr. Rider Haggard has remarked, “Some parts of England are
becoming almost as lonesome as the veldt of Africa.”
Therefore there is the danger ahead that Goldsmith’s foreboding may be
realised:—
 “Ill fares the land, to hastening ills a prey,
Where wealth accumulates and men decay.
Princes and lords may flourish, or may fade,
A breath can make them as a breath has made,
But a bold peasantry, their country’s pride,
When once destroyed can never be supplied.”

Hodge, as a class, cannot emigrate. He has muscle, he has a wife and

usually several children, but he has no capital, and the colonies, with the
exception of Canada, do not encourage him or want him without. His
advent also means a disturbance in the labour market and lowers the wage
rate. So millions of acres of fertile land in our dependencies where there is
room, and more than room, for all, remain untilled, dependencies created by
British capital, defended from invasion by British fleets, helped by British
taxpayers, but allowed by a succession of Governments, with the precedent
of the American colonies in their minds, to surround themselves with
chevaux-de-frise of exclusiveness.
No longer do great clipper ships leave these shores crowded with
hopeful emigrants, the refrain of “Cheer, boys, cheer,” on their lips, and
speed across wide oceans to the Antipodes. A new order of things prevails.
Workmen’s wages in Australasia must be maintained at a fixed standard,
come what may. Heavy duties must be levied to effect this, and everything
must be “protected,” except the interests of Great Britain.
But Hodge wants to move somewhere and earn more money, so he and
his belongings migrate to London, side by side with other kinds of
impoverished labourers; but, alas! for them, side by side also with the poor
alien, who is unquestionably one great cause of the congestion in certain
districts. Russians, Poles, and Germans swarm into the world’s metropolis,
whose streets, they have been told, are paved with gold that only requires
picking up! They are willing to pay almost any price for wretched
accommodation near their work, where they herd together under conditions
as low as they can well be.
The following illustrates this. At the London Hospital in December of
last year Mr. Wynne E. Baxter held an inquest on the body of Mary
Moretsky Libermann, aged nine, who was accidentally burnt to death. The
coroner said the only articles in the room where the fatality took place were
a small bed and a broken chair, and that the mother and two children slept
in the bed, and four other children on the floor. The woman, it appeared,
came from Russia, and had only been in England seven weeks. For the
small room she paid 3s. 6d. a week. A juryman urged that there ought to be
some sort of supervision over the kind of house in which this woman and
her family existed.

FIG. 36. WHERE THE POOR LIVE

Original drawing by Hanslip Fletcher
By permission of Mr. Hanslip Fletcher

The presence of aliens and their competition also lowers the already
sufficiently low rate of wages. Houses, therefore, in these localities—once
tenanted by a single family—are let off at exorbitant rates to as many as can
be crammed into them. Lucky, indeed, is the married labourer who can
anywhere secure a single room for 4s. to 6s. a week. And such a room! No
means of preparing a real meal, the family fare generally consisting of tea,
“two-eyed steaks” (herrings), and a “couple of doorsteps” (two slices of
bread) per head.
But, as “General” Booth says, “A home is a home be it ever so low, and
the desperate tenacity with which the poor cling to the last wretched
semblance of one is very touching. There are vile dens, fever-haunted and
stenchful crowded courts, where the return of summer is dreaded because it
means the unloosing of myriads of vermin which render night unbearable,
which (the dens) nevertheless are regarded as havens of rest by their hard-
working occupants. They can scarcely be said to be furnished. A chair, a
mattress, and a few miserable sticks constitute all the furniture of the single
room in which they have to sleep and breed and die; but they cling to it as a
drowning man to a half-submerged raft.... So long as the family has a lair
into which it can creep at night, the married man keeps his footing, but
when he loses that solitary foothold, there arrives the time, if there be such
a thing as Christian compassion, for the helping hand to be held out to save
him from the vortex that sucks him downward, aye, downward to the
hopeless under-strata of crime and despair.”
Truly in such cases one realises the truth of these lines:—

“God made the country, and man made the town,

What wonder then that health and virtue, gifts
That can alone make sweet the bitter draft
That life holds out to all, should most abound
And least be threatened in the fields and groves.”

Booth writes chiefly of the East of London; but of all overcrowded vile
dens, perhaps none are so bad as those in the West End, frequently not a
stone’s-throw from fashionable thoroughfares and luxurious residences.
At Notting Dale, Kensington, is a district comprising five streets,
consisting entirely of common lodging-houses and “furnished rooms,”
whose occupants are thieves, rogues, professional beggars, hawkers, and
“unfortunates.” It has been rightly named the “West End Avernus,” and so
offensive are the habits of its unwashed crowds, that the policeman on his
beat is often compelled to hold his handkerchief to his nose as he passes by.
Still lower in the grade of accommodation for a married labourer is the
“part of one room” system; and, lowest of all, the common lodging-house,
where over-crowding is inevitable.
 In one alley in Spitalfields there were last year ten houses in whose fifty-
one rooms (none of them more than 8 ft. by 9 ft.—about the size of a
biggish bathroom) no fewer than 254 human beings were distributed; from
two to nine in each apartment, but nine in the room was not the maximum.
There is an old story to the effect that a district visitor, sympathising
with an occupant of some such lodging as the above in St. Giles’-in-the-
Fields, where four families respectively tenanted the four corners, was met
with the philosophic reply, “Oh, yes, we should have been comfortable
enough if the landlord hadn’t gone and let the middle of the room to a fifth
family.”
Think of all this, fathers and mothers, who jealously guard your children
from every possible source of moral contamination, whose daughters’
modesty would be startled if accidentally a bedroom window momentarily
revealed their toilettes, whose children at boarding-schools feel sensitive
about dressing and undressing before others.
Yet this is nothing! A well-known rector in the East End says: “From one
of my parochial buildings I have seen through the thinly-veiled windows of
a house, four men and six women retiring for the night in one room, all of
them respectable, hard-working people, and the majority of them sleeping
in beds on the floor,” the rent per week being eight shillings.
As to the alleged dislike of the very poor to the use of soap and water, it
is chiefly because the privacy essential for tubbing is simply non-existent.
Probably the lowest depth is attained, as I have said, in the common
lodging-house, where all kinds of characters assemble under conditions
which make innocence and decency impossible, children looking without
any emotion upon sights they ought never to see, and listening to language
they ought never to hear.
The victims of this result of overcrowding are human beings like
ourselves, “fed with the same food, hurt with the same weapons, subject to
the same diseases, healed by the same means, warmed and cooled by the
same winter and summer.”
It is not from choice that men, women, and children are thus herded
worse than cattle. Necessity compels them to dwell within a certain area,
especially the “docker,” who cannot afford to take a journey in search of
work, while the smallness and uncertainty of their earnings, together with
the high rent they pay, deprive them of the power to exist otherwise.
 Figures prove little, but it is a fact that for all London the average
population per acre is fifty-seven; and an idea of the extent of overcrowding
in certain localities may be gathered by comparing this with that of St.
George the Martyr, Southwark, which is 210; with Whitechapel, 225; and
with Spitalfields, 330; the latter equivalent to crowding into the area of
Grosvenor Square (six acres), tenements containing 1,980 souls, instead of
342! On the other hand, in the wealthy parts of London there is far too
much room, great mansions that could comfortably accommodate scores of
people being habitually left almost empty.
The moral effect of it all is terrible. Thousands of infants, ill-born,
tainted, ill-fed, ill-clothed, ill-housed, are growing up under conditions
where purity of thought is impossible, growing up to taint future
generations and undo the good work effected elsewhere in social
regeneration. Why keep the main stream pure if foul rivulets be allowed to
arise and pollute it again? Why make clean the outside only of the cup and
platter?
But, as Cervantes says, “there is a remedy for everything but death.” And
for the “submerged tenth,” who cannot move away to the suburbs, no doubt
in time vast barracks built of steel with garden roofs, unsightly but
utilitarian, will be created in every poor quarter, resembling the Park Row
Buildings in New York, 380 feet in height, and consisting of thirty stories;
or the Fisher, the Marquette, and the Champlain blocks in Chicago, of
seventeen stories each.
These buildings would accommodate thousands of lodgers—British
subjects only—at low rentals, under decent and sanitary conditions. While
for workmen and others in receipt of fair wages cheap electric traction,
enabling them to go to and from their daily task, will solve the problem of
overcrowding so far as they are concerned.
Overcrowding, however, is only one out of a host of problems and
questions that characterised the closing decades of the last century, and
beset the opening of the present one.
We are haunted with problems, and if none existed we should probably
regret it, and try to invent them. There are endless political and economic
problems, the naval and military, the religious and educational, the national
food supply, and with it the land and agricultural question, the labour
question, and the relief of the poor, who are always with us.
 Social problems bristle on all sides, and every active lady appears to
belong, not to one, but to many of the societies for the reform or abolition
of this, and for the bringing about of that, which abound. Mr. Jellyby’s little
project for civilising the natives of Borrioboola-Gha on the left bank of the
Niger, and providing them with blankets, would be but a drop in the
philanthropic ocean of to-day!
Temperance, morality, smoking, marriage laws, vaccination, funeral
customs and cremation, early closing, domestic service, cooking, dress,
hygiene, our boys and girls and what to do with them, in fact, everything in
life, seems to have been converted into a “Question,” and provides a text
upon which more or less eloquent sermons are preached.
Everyone seems to work hard, and has no time for anything. Everyone,
too, is restless and expectant, eager for excitement and change, while
miracles of discovery and invention are wrought so frequently as to be
almost unnoticed.
All nations are being chained together by iron roads or lines of swift
steamers, and everybody travels. Locomotion is the order of the day, a sign
of the times, and electricity is the great factor that has brought it about.
Just as in the building of some vast cathedral unsightly scaffolding
conceals the graceful proportions of the uprising building, so in what is
going on around us may appear much confusion and absence of purpose.
But out of it is being evolved a state of readiness for the coming era, when
wars shall cease and vexed problems be finally solved.
Meantime the world’s feverish workers might well despair, were it not
that they

“...see in part
That all, as in some piece of art,
Is toil co-operant to an end.”
 INDEX
A, B, C, D, E, F, G, H, I, L, M, N, O, P, Q, R, S, T, U, V, W.
Accidents on electric railways, 251-256
— to motor-cars, 264-267
— tramway, 258-263
Adaptability of shallow underground system to London, 198, 199
Advance of motoring, 202
Agricultural motor vehicles, 218, 219
Agriculture, Decay of, 277, 278
Aldershot trials of motor vehicles, 215-217
Aliens and overcrowding, 279, 280
American capital and London’s railways, 61, 160, 161

Balfour’s, Mr., views on motor-cars and public highways, 228, 229

Ballybunion and Listowel Railway, 36, 37
Barnet motor-car accident, 266
Birmingham electric tramways, 170, 171
Black country, Facts and statistics respecting the, 177-179
Board of Trade Committee upon vibration in Tubes, 87
— — Report of upon shallow underground system, 199
— — — — vibration in Tubes, 87-89
Boer war and motor-cars, 214, 215
Boston shallow underground railway, 190-194
Brighton Beach Electric Railway, 13, 14
British Electric Traction Co.’s tramways, 180-182
Brunel’s shield and Thames Tunnel, 76, 77
Buda-Pesth shallow underground railway, 190

Cabs, new and old, 212, 213

Cars, Curious uses of motor, 221-223
— Description of various motor, 206
— — electric tram, 137, 138
Central London Electric Railway, The, 63-73
— — — — Description of, 66-68
— — — — Effect on omnibus traffic of, 70
— — — — History of, 63-65
— — — — Its annual sale of lost articles, 72, 73
— — — — Its City subways, 65, 66
— — — — Means of exit from cars of, 72
— — — — Ventilation of, 70-72
Centres of Great Britain, Manufacturing, 174-177
Chatham electric tramway accident, 259, 260
Chester motor-car accident, 266
City and South London Railway, The, 15-18, 22, 23
— — — — A trial trip in, 19-22
Claims for damage by railway tubing, 83-86
Combination omnibus (electricity and petrol,) 210, 211
Conveyances, Public, 208-213
County Council, The London, 143
— — — and rehousing, 143, 144
County Council’s, The London, design for shallow underground railway,
187, 188
— — — tramway system, 140-150
— — — tramways, Business journey on, 151-156
Country, Changes produced by electric locomotion in the, 273
Crimean war and traction engine, 217

Devonport electric tramway accident, 261, 262

Earth tremblings, 89
Electric haulage on tramways by accumulators, 137
— — — closed conduit, 134
— — — open conduit, 133, 134
— — — overhead trolley, 134-137
— locomotion, Devil’s Advocate and, 250, 251
— — Drawbacks of, 250-267
— — our national life and, 269-286
— — Various forms of, 9, 10
— motor-cars, 206, 208
— — vehicles, 214, 219
— omnibuses, 211, 212
Electric railway accident in United States, 251
— — — on Liverpool Overhead, 251-253
— — accidents, official report upon causes of, 251-253
— — breakdown on City and South London, 255, 256
— — breakdowns on Central London, 253-255
— railways, Accidents on, 251-256
— — Pioneer, 11-30
— — Remarkable, 31-46
— traction undertakings, Investment of capital in, 269, 270
— tramcars, Description of, 137, 138
— tramway accidents, Official report upon causes of, 261, 262
— — traction, Various methods of, 131-138
— tramways generally, 128-140
— — Objections to, 258
Electricity, amount required to cause death, 264
— Definition of terms used in, 8, 9
— for traction, how produced, 7, 8
— Signs of the times and, 285
— Storage of, 235
— — applied to navigation, 230-249
— — Edison’s system, 235, 236
Emigration and overcrowding, 278, 279

Factories, Removal from London of, 144-146

Flourishing state of motor-car industry in Great Britain, 204-206

General verdict upon drawbacks of electric locomotion, 267, 268

Giant’s Causeway Electric Railway, The, 11-13
Glasgow electric tramway accident, 260, 261
— tramways, 166-168
Great Northern, Brompton, and Piccadilly Circus Railway, The, 117, 118,
127
— — — — — — Advantages of, 117, 118
— — — — — — Aristocratic character of, 126, 127
— — — — — — Route of, 118-126
Grimsthorpe motor-car accident, 264, 265
Haulage on tramways, Various methods of, 130, 131
High-speed railways, 38-40
History of tramways, 128-130
Horseless vehicles, electrical and otherwise, 200-229
— — in the past, 203, 204
How railway Tubes are bored, 77-81
Huddersfield electric tramway accident, 258, 259

Improvements in railway travelling, 2-4

Inner Circle, Rejuvenating the Metropolitan, 47-62
Introduction of tramways by G. F. Train, 128, 129
Investment of capital in electric traction undertakings, 269, 270

Legislation respecting motor-cars, 226

Light Railway Act of 1896, 162-166, 171, 172
— — — — Effect on rural tramways of, 163, 164
Liverpool electric tramways, 168, 169
— Overhead Railway, The, 26-30
Local authorities and rural tramways, 182-185
Locomotion, Electric, Changes in the country produced by, 273
— — — at London termini produced by, 272, 273
— — Devil’s Advocate and, 250, 251
— — Drawbacks of, 250-267
— — — General verdict upon, 267, 268
— — Improvement of street traffic arising from, 273, 274
— — Its effect upon existing railways, 270, 272
— — Our national life and, 269-286
— — overcrowding, Effect of, on, 257-286
— — Social results of, 274, 275
— — Various forms of, 9, 10
— New and old order of, 1-9
Locomotives, Steam railway, 2, 4
— Steam in railway, 4, 5
London County Council, The, 143
— — — and rehousing, 143, 144
— — Council’s tramway system, 146-150
— — — tramways, Business journey on, 151-156
— Motor-car accident in, 266, 267
— Overcrowding in, 279-284
— Removal of factories from, 144-146
— termini, Changes at, produced by electric locomotion, 272, 273
— tramcar overturned, 262, 263
— tramways in the past, 129, 130
— United Tramways Company, 156-160
— — — — Extension to Hampton Court, 156, 159
London’s congested traffic, 186, 187
— latest and longest Tube, 117-127
— railways and American capital, 61, 160, 161
— — Royal Commission on, 112-116, 142, 143
— — Selection of central authority respecting, 115, 116
London’s street traffic, 141, 142
— tangled Tubes, 107-116
— congested traffic, suggested remedy for, 108, 109
— tramways, 141-161

Maintenance of tramway tracks, 150, 151

Manchester and Liverpool Electric Express Railway, The, 40-46
— — — — — — Advantages of, 41, 42, 45
— electric tramways, 169, 170
— tramcar collision, 262
Manufacturing centres of Great Britain, 174-177
Medical objections to railway travelling in Tubes, 256, 267
Mercantile motors, 220-223
Metropolitan and Metropolitan District Railways, Construction of, 48-51
— — — — Differences of opinion between the New, 61, 62
— — — — Chelsea power house of, 51-54
— District Railway, New, Driving power of trains on the, 54, 55
— — — rejuvenated, Rolling stock of, 55-57
— — — Rejuvenation of, 51-59
— — — — Stations and tunnels of, 57-59
— Inner Circle, Rejuvenating the, 47-62
— Railway, Rejuvenation of the, 59, 60
— railways fifty years ago, 47, 48
Modern social questions, 284, 285
Mole, Tube at work, The, 81
— — — — Objections to, 82
Monmouth motor-car accident, 265, 266
Mono-railway, Ballybunion and Listowel, 36, 37
— — Behr’s, 35, 36
— — Manchester and Liverpool Electric Express, 40-46
— railways, 31-38
Motor-car accident at Barnet, 266
— — at Chester, 266
— — at Grimsthorpe, 264, 265
— — in London, 266, 267
— — at Monmouth, 265, 266
— — at Rearsby, 265
— — at Stroud, 265
— industry, Flourishing state of British, 204-206
Motor-cars, Accidents to, 264-267
— Boer War and, 214, 215
— Curious uses of, 221-223
— Description of various, 206
— Electric, 206, 208
— Private, in country, 203
— — in town, 202, 203
— Public highways and, 227-229
— — — Mr. Balfour’s views on, 228, 229
— Speed of, 224-226
Motor-cars, Speed of, Legislation respecting,226
— Unpopularity of, 200-202, 226
— Usefulness of, 226, 227
Motor-cycles, 220, 221
Motor vehicles, Agricultural, 218, 219
— — at Aldershot, Trials of, 215-217
— — Rider Haggard and, 219
— — Warfare in, 214, 217, 218
Motors, Mercantile, 220-223
Motoring, Advance of, 202, 203
Municipal tramways in the British Isles, Extent of, 164-166
Navigation, Electricity applied to, 230-249
New and old order of locomotion, 1-9
— order of locomotion, 5-8
New York shallow underground railway, 194-198

Official report upon causes of electric railway accidents, 251, 253

— — — — tramway accidents, 261, 262
Old and new order of locomotion, 1-9
— order of locomotion, 1-5
Omnibuses, Advantages of horseless, 212
— Combination (electricity and petrol), 210, 211
— Electric, 211, 212
— Existing, 208, 209
— Steam, 209, 210
Overcrowding and aliens, 279, 280
— and emigration, 278, 279
— Effect of electric locomotion on, 275-286
— in London, 279-284
— — — Facts and statistics relating to, 283, 284
— — — Possible remedy for, 284
— What it is like, 280-283
— What it is not like, 275-277

Paris shallow underground railway, 188-190

Parliament, Tube Bills in (1902), 110, 111
— — — (1902), Authorised, in, 112
— — — (1903), Postponed, 114, 115
Piccadilly, Associations of, 122-126
Pioneer electric railways, 11-30
Princess Ida, The, 230-249
— — Construction of, 239-243
— — Description of, 239
— — Provisioning of, 245, 246
— — Recreations and conveniences on board, 243-245
— — Visit to, 238, 239
— — Voyage to the Cape of, 247-249
Private motor-cars in country, 203
— — in town, 202, 203
Provincial tramways, 162-185
— rural tramways, 171-174
Public conveyances, 208, 213
— highways and motor-cars, 227, 228
— — — Mr. Balfour’s views on, 228, 229

Questions, Modern social, 284, 285

Railway accident on Liverpool Overhead Electric, 251-253

— — in United States, Electric, 251
— breakdown, City and South London Electric, 255, 256
— breakdowns, Central London Electric, 253-255
— Electric, Brighton Beach, 13, 14
— — Central London, 63-73
— — City and South London, 15-18, 22, 23
— — Giant’s Causeway, 11-13
— — Great Northern, Brompton, and Piccadilly Circus, 117-127
— — Liverpool Overhead, 26-30
— — Manchester and Liverpool Express, 40-46
— — Metropolitan, 59, 60
— — — District, 51-59
— — Waterloo and City, 23-26
— Light, Act of 1896, 162-166, 171, 172
— — — Rural tramways effect on, 163, 164
— Metropolitan, Rejuvenation of, 59, 60
— — District, Rejuvenation of, 51-59
— — — New, Driving power of trains, 54, 55
— — — — Power house at Chelsea, 51-54
— — — — Rolling Stock of, 55-57
— — — — Stations and tunnels of, 57-59
— Mono, Behr’s, 35, 36
— travelling, Improvements in, 2-4
— — in Tubes, Medical objections to, 256, 257
— Tubes, Annoyance from vibration in, 86-89
— — — — Official Commission upon, 87
— — — — — — Report of upon, 87, 89
— — Depths of, 81
— — How they are bored, 77-81
— Tubing, Claims for damage by, 83-86
Railways, Construction of Metropolitan and Metropolitan District, 48-51
— Differences of opinion between the Metropolitan and Metropolitan
District, 61, 62
— Electric, Accidents on, 251-256
— — Remarkable, 31-46
— Existing, Effects of electric locomotion upon, 270-272
— High-speed, 38-40
— London’s, Royal Commission on, 112-116, 142, 143
Railways, London’s, Selection of Central authority respecting, 115, 116
— Metropolitan, fifty years ago, 47, 48
— Mono, 31-38
— Tube, open for traffic in London, 110
Ramsgate tramcar shock, 264
Rearsby motor-car accident, 265
Rider Haggard and motor vehicles, 219
Rural tramways, 162-185
— — and local authorities, 182-185
— — New order of, 179-182
— — Old order of, 173, 174
— — Provincial, 171-174
— — Usefulness of, 172, 173
Rush for the London tramways, 138-140

Shallow underground railway, Boston, 190-194

— — — Buda-Pesth, 190
— — — London County Council’s design for, 187, 188
— — — New York, 194-198
— — — Paris, 188-190
— — — system, The, 186-199
— — — — Board of Trade report upon, 199
— — — — Its adaptability to London, 198, 199
Ships and steamers, Development in size of, 230-235
— — Use of aluminium in building, 234
Signs of the times and electricity, 285
Social results of electric locomotion, 274, 275
Speed of motor-cars, 224-226
— — Legislation respecting, 226
Steam railway locomotives, 2, 4
— in railway locomotives, 4, 5
— omnibuses, 209, 210
Storage of electricity, 235
— — Edison’s system, 235, 236
Street traffic, Improvement in, arising from electric locomotion, 273, 274
Stroud motor-car accident, 265
Subways and suburban lines, 109, 110
Sunderland tramcar shock, 263

Thames Tunnel and Brunei’s shield, 76, 77

Touring in the Tubes (a sketch), 90-106
Traction engine used in Crimean War, 217
Traffic, London’s congested, 186, 187
— — street, 141, 142
Tramcar collision at Manchester, 262
— overturned in London, 262, 263
— shock at Ramsgate, 264
— — Sunderland, 263
Tramcars, Electric, Description of, 137, 138
Tramway accidents, 258-263
Tramway tracks, maintenance of, 150, 151
— traction, various methods of electric, 131-137
Tramways, Birmingham, 170, 171
— British Electric Traction Co.’s, 180-182
— Electric, Accident at Chatham, 259, 260
— — — Devonport, 261, 262
— — — Glasgow, 260, 261
— — — Huddersfield, 258, 259
— — Accidents, Official report upon causes of, 261, 262
— — accumulators, Haulage of by, 137
— — closed conduit, Haulage of by, 134
— — generally, 128-140
— — Municipal, Extent of, in British Isles, 164-166
— — Objections to, 258
— — open conduit, Haulage of by, 133, 134
— — overhead trolley, Haulage of by, 134-137
— Glasgow, 166-168
— haulage on, Various methods of, 130, 131
— History of, 128-130
— Introduction of, by G. F. Train, 128, 129
— Liverpool, 168, 169
— London County Council’s system of, 146-150
— — in the past, 129, 130
— — United Company, 156-160
— — — — Extension to Hampton Court, 156-159
— London’s, 141-161
— Manchester, 169, 170
— Provincial, 162-185
— — rural, 171, 174
— Rural, Effect of Light Railways Act, 1896, on, 163, 164
— — Local authorities and, 182-185
— — New order of, 179-182
— — Old order of, 173, 174
Tramways, Rural, Usefulness of, 172, 173
— Rush for the London, 138-140
Trial trip in the City and South London Railway, 19-22
Tube Bills in Parliament (1902), 110, 111
— — — — Authorised, in, 112
— — — (1903), Postponed, 114, 115
— London’s latest and longest, 117-127
— mole at work, The, 81, 82
— — — Objections to, 82
— Railway, Central London, 63-73
— — City and South London, 15-18, 22, 23
— — Great Northern, Brompton, and Piccadilly Circus, 117-127
— — Waterloo and City, 23-26
— railways, Depths of, 81
— — How they are bored, 77-81
— — open for traffic in London, 110
Tubes, London’s tangled, 107-116
— — — Suggested remedy for, 108, 109
— Railway travelling in, Medical objections to, 256, 257
— Touring in the (a sketch), 90-106
Tubing, Claims for damage caused by railway, 83-86
Tubular system, The, 74-89
— — Origin of, 75, 76

Unpopularity of motor-cars, 200-202, 226, 227

Usefulness of motor-cars, 226, 227
— of rural tramways, 172, 173

Vehicles, Electric motor, 206, 208

— Horseless, electrical and otherwise, 200-229
— — in the past, 203, 204
Vibration of railway Tubes, Annoyance from, 86-89
— — — — — Board of Trade Committee upon, 87
— — — — — Report of Board of Trade Committee upon, 87-89

Warfare, motor vehicles in, 214-218

Waterloo and City Railway, 23-26
PLYMOUTH
WILLIAM BRENDON AND SON
PRINTERS
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