Bài 1

Test 1
READ IN G
R E A D I NG PA SS AGE 1
You should spend about 20 minutes on Questions 1–13, which are based on Reading
Passage 1 below.
The development of the London underground railway

In the first half of the 1800s, London’s population grew at an astonishing rate, and the central
area became increasingly congested. In addition, the expansion of the overground railway
network resulted in more and more passengers arriving in the capital. However, in 1846, a Royal
Commission decided that the railways should not be allowed to enter the City, the capital’s
historic and business centre. The result was that the overground railway stations formed a ring
around the City. The area within consisted of poorly built, overcrowded slums and the streets were
full of horse-drawn traffic. Crossing the City became a nightmare. It could take an hour and a half
to travel 8 km by horse-drawn carriage or bus. Numerous schemes were proposed to resolve these
problems, but few succeeded.
Amongst the most vocal advocates for a solution to London’s traffic problems was Charles
Pearson, who worked as a solicitor for the City of London. He saw both social and economic
advantages in building an underground railway that would link the overground railway stations
together and clear London slums at the same time. His idea was to relocate the poor workers who
lived in the inner-city slums to newly constructed suburbs, and to provide cheap rail travel for
them to get to work. Pearson’s ideas gained support amongst some businessmen and in 1851 he
submitted a plan to Parliament. It was rejected, but coincided with a proposal from another group
for an underground connecting line, which Parliament passed.
The two groups merged and established the Metropolitan Railway Company in August 1854. The
company’s plan was to construct an underground railway line from the Great Western Railway’s
(GWR) station at Paddington to the edge of the City at Farringdon Street – a distance of almost
5 km. The organisation had difficulty in raising the funding for such a radical and expensive
scheme, not least because of the critical articles printed by the press. Objectors argued that the
tunnels would collapse under the weight of traffic overhead, buildings would be shaken and
passengers would be poisoned by the emissions from the train engines. However, Pearson and his
partners persisted.
The GWR, aware that the new line would finally enable them to run trains into the heart of
the City, invested almost £250,000 in the scheme. Eventually, over a five-year period, £1m
was raised. The chosen route ran beneath existing main roads to minimise the expense of
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Reading
demolishing buildings. Originally scheduled to be completed in 21 months, the construction of

the underground line took three years. It was built just below street level using a technique known
as ‘cut and cover’. A trench about ten metres wide and six metres deep was dug, and the sides
temporarily held up with timber beams. Brick walls were then constructed, and finally a brick
arch was added to create a tunnel. A two-metre-deep layer of soil was laid on top of the tunnel
and the road above rebuilt.
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. By the end of the Metropolitan’s first year of
operation, 9.5 million journeys had been made.
Even as the Metropolitan began operation, the first extensions to the line were being authorised;
these were built over the next five years, reaching Moorgate in the east of London and
Hammersmith in the west. The original plan was to pull the trains with steam locomotives, using
firebricks in the boilers to provide steam, but these engines were never introduced. Instead, the
line used specially designed locomotives that were fitted with water tanks in which steam could
be condensed. However, smoke and fumes remained a problem, even though ventilation shafts
were added to the tunnels.
Despite the extension of the underground railway, by the 1880s, congestion on London’s streets
had become worse. The problem was partly that the existing underground lines formed a circuit
around the centre of London and extended to the suburbs, but did not cross the capital’s centre.
The ‘cut and cover’ method of construction was not an option in this part of the capital. The only
alternative was to tunnel deep underground.
Although the technology to create these tunnels existed, steam locomotives could not be used in
such a confined space. It wasn’t until the development of a reliable electric motor, and a means of
transferring power from the generator to a moving train, that the world’s first deep-level electric
railway, the City & South London, became possible. The line opened in 1890, and ran from the
City to Stockwell, south of the River Thames. The trains were made up of three carriages and
driven by electric engines. The carriages were narrow and had tiny windows just below the roof
because it was thought that passengers would not want to look out at the tunnel walls. The line
was not without its problems, mainly caused by an unreliable power supply. Although the City &
South London Railway was a great technical achievement, it did not make a profit. Then, in 1900,
the Central London Railway, known as the ‘Tuppenny Tube’, began operation using new electric
locomotives. It was very popular and soon afterwards new railways and extensions were added to
the growing tube network. By 1907, the heart of today’s Underground system was in place.
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Test 1
Questions 1–6
Complete the notes below.
Choose ONE WORD ONLY from the passage for each answer.
Write your answers in boxes 1–6 on your answer sheet.
The London underground railway

The problem
• The 1 of London increased rapidly between 1800 and 1850
• The streets were full of horse-drawn vehicles
The proposed solution

• Charles Pearson, a solicitor, suggested building an underground railway
• Building the railway would make it possible to move people to better housing in

the 2
• A number of 3 agreed with Pearson’s idea
• The company initially had problems getting the 4 needed for

the project
• Negative articles about the project appeared in the 5
The construction
• The chosen route did not require many buildings to be pulled down
• The ‘cut and cover’ method was used to construct the tunnels
• With the completion of the brick arch, the tunnel was covered with

6
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Reading
Questions 7–13
Do the following statements agree with the information given in Reading Passage 1?
In boxes 7–13 on your answer sheet, write
TRUE if the statement agrees with the information

FALSE if the statement contradicts the information
NOT GIVEN if there is no information on this
7 Other countries had built underground railways before the Metropolitan line

opened.
8 More people than predicted travelled on the Metropolitan line on the first
day.
9 The use of ventilation shafts failed to prevent pollution in the tunnels.
10 A different approach from the ‘cut and cover’ technique was required in London’s
central area.
11 The windows on City & South London trains were at eye level.
12 The City & South London Railway was a financial success.
13 Trains on the ‘Tuppenny Tube’ nearly always ran on time.
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Test 1

The development of the London underground railway

demolishing buildings. Originally scheduled to be completed in 21 months, the construction of

Complete the notes below.

Write your answers in boxes 1–6 on your answer sheet.

The London underground railway

The proposed solution

In boxes 7–13 on your answer sheet, write

TRUE if the statement agrees with the information

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