查尔斯·皮尔森

title: 地下铁政策.
content: Recognising the increasing congestion in the City and its rapidly growing suburbs, Pearson published a pamphlet in 1845 calling for the construction of an underground railway through the Fleet valley to Farringdon. The proposed railway would have been an atmospheric railway with trains pushed through tunnels by compressed air. Although the proposal was ridiculed and came to nothing (and would almost certainly have failed if it had been built, due to the shortcomings of the technology proposed), Pearson continued to lobby for a variety of railway schemes throughout the 1840s and 1850s.  In 1846, Pearson proposed with the support of the City Corporation a central railway station for London located in Farringdon that was estimated to cost £1 million (approximately £ today). The station, to be shared by multiple railway companies, was to be approached from the north in a covered cutting wide. Pearson's aim in promoting this plan was to facilitate the improvement of the social conditions of City workers by enabling them to commute into London on cheap trains from new residential developments of good quality, cheap homes built outside the capital. The 1846 Royal Commission on Metropolitan Railway Termini rejected the proposal, preferring to define a limit around the centre of the capital into which no new railway lines could be extended.  In 1854, a Royal Commission was set up to examine a number of new proposals for railways in London. Pearson made a proposal for a railway connecting the London Termini and presented as evidence the first survey of traffic coming into London which demonstrated the high level of congestion caused by the huge number of carts, cabs and omnibuses filling the roads. Pearson's commentary on this was that: the overcrowding of the city is caused, first by the natural increase in the population and area of the surrounding district; secondly, by the influx of provincial passengers by the great railways North of London, and the obstruction experienced in the streets by omnibuses and cabs coming from their distant stations, to bring the provincial travellers to and from the heart of the city. I point next to the vast increase of what I may term the migratory population, the population of the city who now oscillate between the country and the city, who leave the City of London every afternoon and return every morning.  Although not a director or significant shareholder of the new company, Pearson continued to promote the project over the next few years and use his influence to help the company raise the £1 million of capital needed for the construction of the line. He issued a pamphlet, "A twenty minutes letter to the citizens of London, in favour of the Metropolitan Railway and City Station", encouraging investment and he even persuaded the City of London to invest on the basis that the railway would alleviate the City's congestion problems. Once the railway was in operation, the City sold its shares at a profit. By 1860, the funds had been collected and the final route decided. Work on the railway started; taking less than three years to excavate through some of the worst slums of Victorian London and under some of the busiest streets.  When it opened, the Metropolitan Railway had a significant impact on street traffic, particularly cabs and omnibuses but these quickly recovered to near their former levels, despite the Metropolitan Railway also carrying over 9 million passengers in its first year of operation. The Metropolitan Railway and the network of underground lines that grew from it was the first in the world and the idea was not adopted elsewhere until 1896 when the Budapest Metro and the Glasgow Subway were both opened. Without Pearson's promotion of the idea of an underground railway when he did it is possible that transport developments at the end of the 19th century developments, such as electric trams and vehicles powered by internal combustion engines, might have meant the underground solution was ignored. The expansion of the capital that the underground network and its suburban surface extensions enabled was considerable and rapid and helped the population of what is now Greater London to increase from 3,094,391 in 1861 to 6,226,494 in 1901.

Summary: 查尔斯·皮尔森(英语:Charles Pearson,1793年-10月4日-1862年-9月14日),是英国律师和政治家。他是伦敦市律师和社会运动家,曾短暂担任过兰贝斯选区的国会议员。他主要推动刑法改革、废除死刑、推行普选权,并反对陪审员选任制度中的贪腐行为。

Charles Pearson: Charles Pearson (4 October 1793 – 14 September 1862) was a British lawyer and politician. He was solicitor to the City of London, a reforming campaigner, and – briefly – Member of Parliament for Lambeth. He campaigned against corruption in jury selection, for penal reform, for the abolition of capital punishment, and for universal suffrage.