The Sun. — London, England, 1846-07-02 00:00:00

But although, as we have stated, the railway cons e • bounded by Skinner-steet, Farringdon-street, and the panies who propose to bring their lines into the City or Old Bailey. This line would be about 51 miles in its neighbourhood have shown themselves sensible of length, and the entire estimate is 1,200,0001. A tunnel this, we have not found that the enlargement of thorough- would carry the railway thro ug h Cl a pt on -hill. F rom fares and general accommodation which they offer to Kingsland-road to the City- roa d th e li ne wou ld b e i n the public is in any case commensurate with the incon- an open cuttings and from the City-road to Skinner venience which might be expected to result from the street there would be a continuous tunnel of more than execution of their scheme. a mile in length. We must ,therefore, express our decided opinion, that If this line should in other respects receive the unlee tithe existing main line of streets are enlarged and sanction of Parliament, it should be on the condition improved to a degree far beyond the intention, and that its terminus is placed on the north side of the City perhaps beyond the means, of any of the railway cons- road, where it would confer as much convenience on the panies or projectors with whom we have had communi- public as if it had been placed in Farringdon-street ; cation, the legislature would not be justified in sane- w hil e th e company wou ld save a great and unnecessary tioning the extension of any railway into the neighbour- expense ; the invasion of private property would be hood of those streets. avoided ; and the public would esca p e t h e i nconven i ence And here we would observe, that the enlargements that would result from the crowding of some of the and improvements which would be required, are not principal thoroughfares of the city. Direly the providing open spaces and areas immediately 4. THE LONDON AND BIRMINGHAM TERMI NUS AT FAR ;round the station for the reception of the cart 'ages and RINGDON-STREET. .her vehicles which may arrive at or depart from it, It was proposed by the London and Birmingham Com kut a widening, more or less extended, according to pany to construct a line from their goods station at Cam sircumstances., of those channels through which traffic den-town, which, after crossing College-street, Kentish must approach the railway, and which, if overcrowded town, would have been carried in a direct course to the now, must become more so in proportion as the site of angle formed by the intersection of the Holloway-road the station is found to suit the convenience of the with William-street, and thence would have proceeded travelling public. across the New-road, near Winchester-place, by the What we have said of the main thoroughfares running north-east side of the New River Head, to form a junc east and west applies, though generally in a less degree, tion with the Tottenham line, near the north end of St. to many other important lines of street traffic upon or in John'ssstreet. the immediate neighbourhood of which it has been pro- By this means the terminus of both companies would posed to place the terminus o f a railway—Gray's Inn- have occupied the area inclosed by Farringdon-street, lane, for instance, and Queen-street, Cheapside. Skinner-street, the Old Bailey and Ludgate-hill, (ex- That the enlargement of the great thoroughfares to eluding the houses on the north side of Ludgate-hill, the extent which we have suggested, and which we are and a few adjacent houses in the Old Bailey.) convinced :would be found indispensable if railway This project was designed by the Birmingham should be permitted to approach them, can be purchased Company as a means of delivering to the pub only at a vast expense, is obvious. How much of that lie, at a reduced rate, such goods as might be destined expense it might be just that the constructors of the for that quarter of the City, and also of providing a few railway should bear, and how much should be borne by trains for the convenience of short traffic to and from the the district to be benefited, or by the public, can only be City. But Mr. Glyn, the chairman, and Mr. Creed, the determined upon a careful consideration of each par- secretary to the company, having stated in their evi ticular scheme. But if hereafter anything should lead dente that they have abandoned this scheme, firstly, be to the admission of railways, or railway termini, w ithi n cause it is not required for the public convenience, and that portion of the district submitted to our investigation secondly, on account of the large capital which the con. whi®h lies north of the Thames, and if any company, or struction of such a work would demand, it is unneces number of companies, should be willing to undertake nary for us to take any other notice of this project, than wholly, or partially, the execution of such street im- to say that the reasons for its abandonment appear very provements as we have adverted to, we are of opinion conclusive and sufficient. that it will be to the advantage of all parties, that these 5. THE DIRECT LONDON AND MANCHESTER LINE, AND should be planned and prescribed to the companies, and THE LONDON AND MANCHESTER EXTENSION TO THE finally carried out under the authority of some depart- CI TY. ment of your Majesty's Government, in conjunction For the Direct London and Manchester it is proposed with the Corporation of the City of London, or with the to have a terminus at Battle-brid ge , near th e Ci ty - road; local authorities of th e di s t r i ct i n w hi ch the works are and for the London and Manchester Extension to die to take place. City, it is proposed to have a western terminus, bounded We give this as our opinion, because we consider that by Holborn-hill, Farringdon -s tree t, Shoe-lane, and the merit of the street improvements of London, in Harp-alley, as well as an eastern terminus inclosed by regard as well to their utility and beauty as to the econo- Victoria-street, West-street, King-street, and Skinner my and convenience with which they can be carried out, street, must greatly depend upon their being executed with one The line down the Fleet valley would be by a subway, intention, and as part of one well-considered scheme, partly formed by tunnelling, and partly by open cutting. and because we see no security for this, if they are left Neither of these lines is now before Parliament. to originat e w ith diff erent railway companies, according The estimate for the exten s i on i n t o t h e c i ty i s as these may s p r i ng up, an d w i thout any other supervi- 750,0001., the distance being t w o m il es , t wo f ur l ongs, and sion than that s u ppli e d by I°arliamentary committees. seven chains. The foregoing observ a tio ns an d suggest i ons are di- The lines are shown on th e map as start i ng f rom rutted to the conse quences w hi c h wou ld resu l t f rom Holloway, and running withi n a s h ort di stance of each bringing the termini o f ra il wa y s , an d t h e consequent other, down to the C i ty- roa d. increase of traffic, into the vicinity o f an y o f t h e pr i nc i- The terminus at Battl e -b r id ge seems we ll calculated pal lines of streets. for the Manchester and London and the intermediate The interference caused by a railway crossing a traffic. But the separate branch, commencing at Lower thoroughfare in its passage to a distant point, is, a s Holloway, and passing through a considerable length of regards the traffic et the thoroughfare comparatively the city, for the purpose of establishing a terminus at unimportant—assuming of course that there can be no Farringdon street and Skinner -street, is, in our judge question of crossing any street or road in the metropolis merit, quite inadmissible. on a level; and, whether effected by a viaduct or a deep 6. THE NORTH LONDON JUNCTION RAILWAY. cutting, it need not, we conce i ve, if properly constructed, This line, which compr e h en d s th e b ranc h a l ready described as commencing on th e E as t ern C ount i es Rail prove any serious incon ven ie nce to ordinary traffic ; way at Bearbinder's-lane, is i n t en d e d t o connect the though, of these tw o met h o d s, t h e latter would be the less objection a bl e , i nasmuc h as it would not require that Great Western and L on d on an d Bi rm i ngham Railways g any part of th e ra il way s h ou ld b e occup i e d b y p i ers or with the Eastern C oun ti es li ne. Commencin on the supports. west at the Paddi ng t on s t at i on, i t would take a north- We must not di sm is s thi s p ar t o f th e su bj ect a i theut easterly direction, p ass i ng t h roug h Portland-town, above Lord's Cricket -ground, so a s to form a junction with th e noticing that which forms a part of th e severa l pro j ects betorc us, viz.—the carrying a railway across the river aendon and Birmingham Railway near the goods ter within the metropolis. We are of opinion that there are .nines at Camden -town. At that, point it would turn to strong reasons for discouraging such a scheme. An in the eastward, crossing the Kentish-town and Camden crease in the number of bridges already existing cannot town roads, and running down nearly to Frog-lane, take place without creating a new obstruction t o th e us.- whence o ne b ranc h would, as already described, be car vigation of tire river, and therefore should not be per- lied to join the Eastern Counties' line, near Bearbinders'- mined except upon grounds of paramount necessity. To lane, and another would proceed direct to the Fore-street withdraw from ordinary traffic, and to appropriate to the terminus. The distanc e f rom Paddington to Fore-street purposes or a railway any o f t h e ex i st i ng b r id ges, would by this line would be t ix m il es . be an inconvenience a n d i n j ury to t h e pu bli c ; and ro The terminus is p ropose d to occupy a space of eleven plan which has been brought b store us for alepting any acres, and the whole cost of the work and purchase of the of the bridges to both purp oses i s f ree f rom ser i ous prat propsrty is estim e t e I at 1 , 392 ,829 / ; as already men tical objections stoned, there will b e 1-4- mile of viaduct from I s li ng t on to 4. AS TO INTERFERENCE WITH PLANS OF IMPROVE, Fore-street. MENT ALREADY SUGGEST ED. We are of opinion th a t thi s li ne presents considerable commercial and other advantages, in so far as its ma i n - Judging by wh a t h as a l rea d y occurred, we arc bound to state that if railways arc admitted within the limit:. trunk would, to a limited extent, answer the purposes of prescribed to us on th e nort h b an k of the river, such in such a line as we hare ven t ure d to recommend in the terference must be expected to take place to a consider- first part of our r e p or t ; th at is, a line encircling Leo able extent • lon, connecting all the railway's entering the town with From the evidence of Mr. Pennethorne, it will be each other, and with th e d oc k s , an d t h ere b y ena b ling seen that the o n ly t wo ra il ways which as yet have been an unbroken commun i cat i on to be maintained between permitted to enter or approach those limits have proved ell parts of the country through the metropolis. a serious impediment to the execution of improvements. 'We are net, however, prepared to say that the line the advantage of which to tele eastern portion of the which the North London Junction Company propose metropolis is unquestionable. Tile Blackwell Railway to take is, even so far as it goes, the best for this pur having, by its passage across White Lion-street, greatly pose. The ground over which such a railway as we interfered with the formation of the new street from have suggested would most conveniently pass, would lie the London Docks to the Commercial -road ; and beyond the limits of our inquiry ; and for this reas in the Eastern Counties Railway having by the low level we have not entered into any comparison of the merits of its viaduct put a stop to the extension of the same of the North London Junction line with other lines, or new street northwards, a t th e b ac k o f S p i talf i elds Church. portions of lines of a lik e nature, w hi c h we shall have to as well as to the improvement of Brick-lane. notice hereafter. That similar eases will occur again, if railways are As to that branch, however, of the present scheme allowed further to penetrate the town, and to approach which would come to Fore-street, and therefore within the northern bank of the river, cannot be doubted. A our limits, we are of opinion that it is open to the minx glance at the map which accompanies the evidence an- objections as apply to other proposed extensions to ter nexec 1 to our report, is sufficient to show that lines en- mini in the City. tering London from the north cannot be brought down 7. THE REGENT'S CANAL RAILWAY. to Holborn, Varringclon-street, or Aidersgate-street, The capital of this line (which is not befor e Parlia without intersecting an y f uture thoroughfare, east and ment), was intended t o be 3,000,0001., of which west, which may be opened to the north of Holborn, and 1,000,0001. was to be paid for the canal. the want of which, as an accommodation to the tragic The railway would, with a few slight deviations, have of the metropolis, is sensibly felt, kept the line of the canal. The leading feature of the Whether the course which railwa s might take in project was , to unite all the railways north of the ri ver passing th roug h t h e town, would be Lel to the future Thames with the Post-office, and with the d oc k s o f the carrying out o f th at or of any other improvement, would port of London, at present d epen d ma i nly upon the pleasure and conve- The terminus w as i n t en d e d to occupy an area of eight nience of the respective companies. But this i s a sta t e acres, and to be pl ace d i n Ald ersgate-street, by which of things which, if the Legislature should deem it right it would be bounded on the west, having Barbican for to sanction the extension of rail wa y s i nto t h e h eart of its northern limit. the metropolis, cannot, we humbly submit, in safety The line was to commence at the Paddington station continue ; and the course which we would suggest as of the Great Western:Railway, and to proceed, according best calculated to check the inconvenience, the confu- to the present course of the Canal as far as that point sion, and the collision of interests, public and private, which is nearly opposite to the end of the grand avenue which will otherwise ensue, would be the same with that in the Regent's-park, where it would branch off in three which we have already described in treating of the in- directions ; the northern branch curving to the left to terruption of thoroughfares —namely, that the lines to form a junction with the London and Birmingham be adopted by railways in entering the metropolis, the Railway at the Camden-town goods station, and the elevation at which and the point to which they should be southern branch running down to the basin, near the carried, and the degree and manner in which they should back of the Life Guards barracks. The centre line, which be required to adapt themselves to works of public im- indeed is the main line of this scheme, would be carried provement, sho u ld b e l a id d own and prescribed to them through Pentonvill e t o I s li ngton, w h ere a branch would by your Majesty's Government, aided, whenever it may be constructed by one of the two alternative lines shown seem right, by local authorities, and sanctioned by t h e on the pl an , t o t h e po i nt of their junction, at the inter wisdom of Parliament. section of Old -street and Golden-lane, whence one line Having thus given o ur genera l opinion upon those would be formed di rec t to B ar bi can. points to which, by your Majesty's commands, our con- From Islington, the main line of the railway would sideration was directed, we will now proceed to examine, continue by the course of the Canal to the south angle of seriatinz, the several projects which have been brought Victoria-p a rk ; th ere a b ranc h wou ld go to the north before us, east, while the main line would keep a southerly direc- The schemes submitted to us for establishing railway Lion towards the Thames, until arriving at a point of the termini north of the Thames, and either within or near Mile-end-road, it would separate into two branches, one the limits to which our attention has been especially westward to the basin of th e R egent ' s C anal, and the called, are as follow, vi z .— other eastward to the West India and East India Docks. I. AN EXTENSION OF THE EASTERN COUNTIES RAILWAY The observations which we have made upon the North TOWARDS FINSBURY-SQUARE. London Junction apply also to this line. And for the It is proposed to effect this by carrying the line across reasons which have already been given, its central ter the City-road to a terminus which would occupy the minus in Aldersgate-street cannot be recommended, entire space of the :Artillery-gro un d, or to an area 8. THE DIRECT NORTHERN RAI LWAY TERMINUS IN bounded by Castle-street on the north, by Paul's -street HOLBORN. on the east, by Providence-row on the south, and by the The company associated for the purpose of forming t City-road on the west ; or, thirdly, Fin s b ur y- square the Direct Northern Rail wa y, i n th e fi rst i nstance, con itself. templated establishing their terminus on the north side of the City-road, near King's-cross, i n a s p ace a b utt i ng q There can b e no uestion that the resent terminus at Shoreditch is not only very inconvenient to the West- to the east on Maiden-lane, and to the south on Weston end passenger, but that it is even remote from the place' general points at which the fe e rea a t re conpercial business is Subsequently they proposed to leave the main line transacted in the City. W inion, however, pifolongation half a mile north of' the originally intended terminus, that the traveller would gain very litotlel'sp of the Eastern Counties Railway either y t a and to carry their railway , nearly parallel to Gray's Inn- Artillery lane on the west, Baldwin s-gardens on the north, and Ground or to any other spot in t a h l at pri ini o ni n , immediate neigh- Leather-lane r on the east. bourhood ; and since, as a gener ou w ld ork be throughout 011 a viaduct. The estimate ' f a ct; the is 580 s, 00 a o il for the l purchase of the pro arrived at the conclusion that some great h and positive advantage would alone warrant such an Petty required, arfrpopteoasbelde to assign the London f i n t l e t r er o - f and York train, to which it is interference with private property, and with the public minus of about three acres in extent ; the r a e s m m thoroughfares, as the project now under consideration wonld require ; and as the extension in question would the space, viz., 53- acres being reserved for other northernincluded present an obstacle to an important improvement which is in contemplation by the formation andr of - a street between in the above stated sum. Spitalfields and Shoreditch, which a Bill is now .We consider i that no public advantage, commensurate before Parliament, we are decideg with are amount of inconvenience it would create, is cannot recommend this project for I° i . that we y ad O optiOn ial°ll likely to result from establishing the terminus of the 2. AN EXTENSION OF THE EASTERN couerries neae at y Direct Northern Railway at Holborn ; and it appears to TO FORE-STREET. us that it would be more convenient, and much less ex- According to this scheme, a line would branch off' pensive, to place it on the north side of the City -road, from the main trunk line at Bearbinder's-1 which, taking a course to the north-west, 9. THE EXTENSION OF TIIE LONDON AND BIRMINGHAM Globe town, it would cross the Bethnal r Beyond THE EAST AND WEST INDIA DOCKS. touching the southern end of the Union Poor-house,-gis sh,‘v the limits referred to this Commission, there n do o n n the plan the course of a line proposed by being carried over the Regent's. canal, at Cambrd a g n e . the Lon heath, would take a westerly course beyond Haoo r . goods station with Starting from irmingham Company to connect their the West India Docks. stone and liexton, and crossing Shepperton-stre.et, would proceed in a south-westerly direction, till it re- Model Prison to theC den-town it would , a ould run past the crossed the canal at a point a little to the eastward of market, and, taking n n e o a r i th of p t r h o e ce e l d sli o i n i Islington n Hackney l e- Vincent-place ; thence it would be carried in . e West India r y a straight course between Hackney and Hornerton straight line to the terminus proposed to be formed W . k Titer - ' in a ic . e it would turn to space bounded by Fore-street, Milton-strcet R , ope- in nearly a straight line to the Docks. It would cross the Eastern Co the south, and continue east end of th maker's-street, and Moorfields. The branch above described is identical with the it is staed to be the intention of the B' and which should have b e u r ntaes line ; and eastern portion of the North London Junction l en t e 1 , any to t e ross the Blackwell Railway 'he le Com" and its length from the Regent's Canal at Islington io , would be particularly objectionable on the level. This Bearbinder's-lane is 34 miles. avoided. In other respects, the observations The City terminus, which it is proposed to establish been made upon the North London Junction line apply in Fore-street, would be common to the eastern counties to this scheme. traffic, as well as to that of the western lines which are ° I_. THE CENTRAL TERMINUS IN FARRINGDON-STREET, proposed to be brought into connexion with the North Mr. Charles Pearson has roueh nder our notice a London Junction Railway. From Islington to F o re- project which, it would appear, hi; nonlong occupied his at tention, for forming a Great Central Terminus at Far street, a distance of 11- mile, the line would be , on a viaduct. ringdon-street. In the proposition to establish a railway terminus in Ile recommends a trurk railway, Fore-street we do not discover airy circumsta nce to double lin es , t o run f rom Battle-bridconsige to his s of three make it an excep t i on t o our gencal objections against g g rand terminus at Farri ng d on - street, for the us p e r o o f such railway termini within the heart of the City. The pro- of the northern, north eastern, and north-western s lines, posed branch to the Eeder n C ount i es Line will be con- as should desire to h ave a term i nus in the centre of theC sidered under the head of th e N ort h London Junction. City, and who should b e i nc li ne d to contribute fairly 3. THE TOTTENHAM AND F ARRINGDON-STREET towards its formation. TEP.MINUS. Mr. Pearson would carry the line of r a il way b etween Proceeding from Tottenham, th e li ne would pass to two rows of houses, which he proposes to build, so as the east of the Islington cattle-market. Curving a little 1 to form a spacious and h an d some street, 80 feet in to the westward in crossing Sheppe r t on - street, i t would width, and 8,506 feet in length. The railway to be on thence run in a straight direction to Vincent-place, aid the basement level, and to be arched over so as to sup passing under the City road, at r i g h t ang l es, i t would p or t th e pavement o f the street, which would be on the taken r' level of th e groun d-fl oor o f the houses. Mr. Pearson line to the angle formed by the inte rsec ti on o f 1 proposes t o give light and eh' to the railway by open carried in a curve to the north-west angle of West Skinner-street and St. John-street, whence it would b e . Inge in the ca rr i age - way an d f oot-path. Smithfield to a space pro,»Jecl fur the terminus, and There would be two contiguous termini, one being on the western and the other on the eastern side of Far ringdon-street. The area occupied by both would be 500,000 feet. Mr. Pearson proposes a very ingenious arrangement of his terminus with a view of economising space ; but his scheme is open to the same objections as apply to all other city termini, and we, therefore, cannot recommend it. Mr. Pearson has also placed before us plans for im proving the habitations and increasing the comforts of persons of the middle and lower classes, by means of a railway in connexion with a suburban village, which are ingenious and hi g hly cre di ta bl e to him. But on these it is not for us to offer an opinion. 11. THE GREAT WESTERN, BRENTFORD, AND CENTRAL THE SUN, LONDON, THTTILSDAY EVENING-, JULY 2, 1846. bridge which Ur. Martin proposes to construct over Chelsea Reach. Mr. Martin proposes to have a continuous line along the north bank of the river, from Barking -reach to Chelsea ; and he proposes further to have a branch from the river side, near Limehouse, up to Stratford, and another from Blackfriars-bridge, passing the north side of the Tower to the north side of St. Katherine's and the London Docks, and joining the former branch at Stepney. He also suggests that in connexion with this railway there should be a great northern depot at Shore ditch. The object which Mr. Martinlhas in view is to connect the northern and southern railways, to afford travellers a facility of transit from one metropolitan district to another, and to facilitate the transmission of merchan dise and coals from the river to various parts of the metropolis, as well as to the different railway stations ; for this last purpose he proposes to construct (as shown in his plan) 70 floating piers on the north bank of the river, and 51 on the southern bank. It appears that Mr. Martin has neither prepared de. tailed estimates nor surveys of any part of the scheme he has submitted to us ; and, therefore, it is not pos sible to enter into its merits. But it is quite evident that to carry it into execution would require an enormous outlay of capital ; and we can conceive no commen surate advantages in the construction of a very expensive of s f the oa t i n T g li a p m i e e r s s , o w r h i i n ch th , e it con s r t a r i n lw e ' t a i ) o - n a o lo r rig hi l a io n th ume hanksro u ap pears to us, would very materially interfere with the general navigation of the river. The line from Blackfriars-bridge 'to Stepney is open to the same objections as those we have represented to exist to other lines passing through the City. The greater proportion of Mr. Martin's project being beyond the limits of our inquiry, we are precluded, even if we had the means, of drawing a comparison between this and other projects for connecting the northern and southern railways. 15. THE NATIONAL JUNCTION AND CITY OF LONDON TERMINUS COMPANY. No company has been formed fur this project. The object of its promoters is to connect the southern and northern railways, and to make one general terminus in the City. No general plan was produced to the com mission; the surveys of the line are not complete, neither has any estimate been formed of the probable cost of the work. It is proposed to allot ten acres in the City for their central terminus, which would be at or near Farringdon street, and to provide wharfs and stations on both sides of the Thames. A direct line of communication would be formed from the south-eastern parts of the borough of Southwark to the north-west, by King's-cross, to Camden town. It is proposed to pass 18 feet below the level of the present surface of Fleet-street by open cutting, across the high ground of New-street-square, under the present level of the surface of Holborn-hill, and by open cutting to Back-hill. The promoters of this scheme contemplate com municating with the Great Western, by passing round the Regent's-park, by St. John's-wood and Maida-hill; but the whole project is in so undigested and imperfect a state, that we cannot form any just opinion either of its merits or defects. On the south side of the Thames, the schemes which come within the limits prescribed in our instructions are as follows : Taking up the line from New Cross it would proceed towards Union-street, through Lock's-fields across the New Kent-road, passing between the County Gaol and Trinity-square. At New Cross it would be carried over the Croydon Railway, having a back branch to ad mit the traffic from Brighton and Croydon. There would be a branch into the New Cross Station commu nicating wi - h London-bridge, and further eastward another branch which would b 3 in connexion with the Greenwich Railway. The principal terminus of the North Kent Railway is proposed to be at Union-stta et. In approaching this terminus the line is to be carried upon a viaduct, and no road would be crossed on a level between New Cross and Union -street. The connexion with the West-end is proposed to be accomplished by forming a junction with the proposed South-Western Extension line ; and should the South-Western Company think fit they would be permitted to use the Union-street terminus. This terminus, which appears to be conveniently con trived, as well as that part of the line which is in imme diate connexion with it, would pass through the district called the " Mint," consisting chiefly of houses of an in ferior description. It was originally the intention of the North Kent Company to form a West•end line from Union-street ; but, with the view of avoiding expense and unnecessary destruction of private property, the company, on finding that the South-Western line was to be extended to London-bridge, came to an arrangement to form a junc tion with that extension, and to make the viaduct on which it would be constructed common to the traffic of both companies. The North Kent Railway, in its approach to Union street, would not interfere with any church property or public buildings. From the New Cross to Union -street, the property is valued at 303,000/., the distance being 31 miles. This includes the price of the land required for the terminus, which is estimated at 80,000/. The viaduct would be of brickwork principally ; and in the open country it would be upon an embankment be tween retaining walls. The extent of station room at Union-street is to be four acres. The upper level, which is twenty-feet above the pavement in Union-street, would be appropriated for passengers, and the lower portion for the stowage of goods. The roads for thG egress and ingress of passengers and carriages appear to be very conveniently arranged. For the project, a part of which is above described, a Bill has been for some months before Parliament ; but the North Kent Company have a separate scheme for extending the line across Southwark-bridge to Thames street, where they propose to form a goods station. To the passing of this bridge, and the establishing a station in so thronged a part of the metropolis, we see grave objections, as we do not find that any improvement of the adjacent thoroughfares or approaches is contem plated by the company. They at ono time had an intention of still further ex tending the line for passengers up Bucklersbury. But to such a scheme, whatever may be the inconvenience it would afford to the city passengers in general, all the objections which we have already made to such projects fully apply. We are, however, of opinion that the North Kent Railway, or any other line which might be sanctioned by the Legislature as best suited to the wants of the country through which that railway proposes to pass, may properly, and with advantage to the public, be per mitted to approach the south bank of the river at any convenient spot in the neighbourhood of the bridges ; and in this view the Union-street Station seems unob jectionable as a City terminus, provided the North Kent Company will undertake to widen one side of Union street ; and to make such arrangements for the standing of the public and private carriages, as shall prevent any interruption of the street traffic in that quarter. An improvement of the street communicating between Union -street and Great Surrey -street is very desirable, even in the present state of things; and should the North Kent Railway be formed, and its terminus be placed at Union-street, that improvement would become absolutely necessary, not only for the general street traffic, but also for railway passengers. Under these circumstances, the North Kent Company should be required to contribute towards such improvement. If a new street should be formed in that quarter, the traveller by the North Kent Railway would be able to approach the terminus from the City, either by Black friars -bridge or London-bridge, toll free ; and it is a question whether the company would not find it to their advantage to make Southwark-bridge toll free also for the railway passengers. If the and madeto a commodious, terminus i n we Union-street are o of o p i w n i e o r n e thusopened that a station on that spot %mill be more convenient to the City passengers to and from North Kent, than one at London-bridg e • because they would th en h ave t h ree bridges by which to reach the City ; whereas the Lon don-bridge Station is chiefly dependant on the approach by London-bridge. We also think that the convenience of the West-end passengers would be satisfactorily provided for by a junction with the South-Western Extension. We, however, gather from the evidence that has been laid before us by the South-Eastern Company, that there has been a want of proper combination in the en gineering arrangements of the South-Western and North Kent Companies ; bat an improvement in these art angements might he made under the sanction of the Legislature, which would produce the required result without entailing unnecessary expenditure upon the parties. 2. SOUTH-EASTERN E XTENSION TO WATERLOO - BRIDGE. This is a part of the Sonth-Eastern scheme for the North Kent t ra ffi c, and it is for the purpose of giving the traveller s b y t h at lino a West-end terminus. More prop er l y, i t branch. might be called the West-end the proposed crossing of the South-Western:Extension line on a level. In the first case, the project of the South-Eastern Company is to carry their line for goods to the Brick layers' Arms on gradients which would compel the public, in using some thoroughfares in that neighbour hood, to cross the rails on a level. Nothing can be more objectionable ; for although this branch is only for the goods trains, which should not move at high velocities, yet it is well known that engine drivers are very regard less of regulations as to the limit of speed. The public safety therefore demands some changes by which the great risk of collisions, which would result from adopting the plan submitted to the Commission, may be avoided. This, however, according to the plans at present pro posed by the company, cannot be effected by carrying the public roads over the goods line in bridges, inasmuch as the viaduct proposed for the extension line would run so close to the goods line as to make that impossible. Some alteration, therefore, in the direction of the exten sion line is indispensable. In the second place, it is proposed by the South- Eastern Company to cross the South-Western Exten sion line on a level in running into their terminus. This is quite inadmissible, for as both companies propose to run frequent trains for the short traffie, it would be im possible to adopt such precautions as would in foggy weather prevent collisions of a fearful character. It is, therefore, necessary that one or both of these companies should so alter their levels or lines of direction as to re move this objection. If the North Kent Company should fail to carry their Bill, the South-Eastern Company would have the oppor tunity of taking a fresh line, in which the defects of their present extension scheme might be altogether avoided, and it cannot, therefore, in its present shape be recom mended. If, however, the general line should be sanc tioned, some means should be found for overcoming the difficulties pointed out. 3. THE SOUTH-WESTERN EXTENSION FROM THE YORK ROAD TO LONDON-BRIDGE. The Bill obtained by the South-Western Company last year enables them to extend their line from Nine Elms to a station or terminus at Waterloo-road. Their present object is to extend the railway to a terminus which they propose to establish on the right bank of the Thames, near St. Saviour's Church, where they would have the advantage of good wharfage. This further line of extension would cross Waterloo-road and Great Surrey-street, and touching the south-west angle of the Borough-market, it would pass near the west-end of St. Saviour's church, and terminate at or near the river side. In its whole length this hue would be carried on a lofty viaduct. From the evidence before the Commission, there is every reason to believe that the proposed extension would afford considerable facilities for the commercial transactions of the South-Western Company, and that it would give great conveniences to the City passengers who use this line of railway. It has been suggested by Mr. Alderman Humphreys and others, that, coupled with the permission to make the extensien line to London-bridge, there should be the obligation to leave, on one, if not on both sides of the proposed railway viaduct, a wide thoroughfare or street for the accommodation of the foot passengers and car riage traffic of that district. There can be no doubt that such an additional thoroughfare would be a great accommodation to the public ; but as it has not been shown that the district through which the line is proposed to he carried would be materially injured, or that any important lines of communication would be interfered with by the railway, we cannot recommend that it should be made core- pulsory on the company to incur the whole expense of purchasing the property necessary to make this thorough fare. The whole width that would be occupied by the rail way would not exceed 35 feet, and for access to the viaduct on one side 15 feet more would suffice, making a total of 50 feet. But if the company should be compelled to leave a thoroughfare of 50 feet in width, as proposed by Mr. Alderman Humphreys and others, they would have to purcl.ase as their minimum width 95 feet, which would nearly double the cost of the property to be ac quired. They might, however, fairly be required to contribute toward the object in view, and at least they should give over for this public purpose all such portions of ground as they may be under the necessity of purchasing beyond the space absolutely required for the railway ; and we have received evidence that they would not be unwilling to do this. Objections have been made to this extension, on the ground of its interference with the Borough Market, and some alms-hoases in that neighbourhood, and also on the ground of its passing so near to the west-end of St. Saviour's Cht.rch as to interfere with the approaches to it, and to subject the congregation to interruption during the performance of divine service. None of these objections are, however, insuperable. In the first place, the company should be prohibited from running trains either into or from this terminus during the hours of worship. Secondly, an arrange ment satisfactory to the trusters for the alms-houses should be entered into, subject to arbitration, if neces sary ; and a similar arrangement might be adopted with regard to the Borough Market. Subject to these conditions, and the further condition that an arrangement, satisfactory to the proper tribunal, takes place between the South-Western Company and the South-Eastern Company, that shall prevent the necessity of these lines crossing each other upon the level, the projected extension of the South-Western line from York-road to the proposed terminus at London bridge is recommended. 4. THE WEST-END AND SOUTHERN COUNTIES RAILWAY. This line is projected to join the Greenwich Railway at the station at High-street, Deptford, from whence it would take a westerly course,, passing over the Dover I high-road near Hatcham, and running nearly parallel to the high-road, through Peckham and Camberwell. It would there sweep round the north side of Kenning ton-common, and, crossing the Clapham-road at New ington-place, it would proceed in almost a direct line to Waterloo-bridge, which it would cross, as detailed in the evidence of Mr. J. D. Paine, to its proposed ter minus in Wellington-place. No traffic returns were laid before the Commission ; but taking into consideration the cost of the work, and ' that it would convey very little of the Greenwich or Deptford population, in the event of the South-Eastern Company forming a West-end line for passengers, and bearing in mind that the Greenwich railway has been found a very unprofitable investment, it is manifest that, even if such a line is wanted for the district through which it would pass (a matter open to doubt), it can hardly be expected that it would be remunerative. The passage over Waterloo-bridge, in the manner proposed by the engineer of this line, is considered quite inadmissible, as well as the contemplated terminus on the north bank of the river; and it may here be ob served that this project has been laid before us in a very imperfect state. Having now given our opinions upon each railway project which has been brought before us, and the general considerations by which we have been guided in forming those opinions, it only remains for us humbly to submit to your Majesty the following recommenda tions 1. That on the north of the Thames no railway now before Parliament, or projected, be permitted to come within the limits described in our instructions. 2. That if at any time hereafter it should he deemed advisable to admit railways within those limits, this should be done in conformity with some uniform plan, carefully laid down under the authority of your Majesty's Government, and sanctioned by the wisdom of Par liament ; and that under no circumstances should the thoroughfares of the metropolis, and the property and comfort of its inhabitants, be surrendered to separate schemes brought forward at different times, and without reference to each other. 3. That on the south of the Thames, either the North Kent Railway be permitted to have its terminus in Union street, and to join the terminus of the South-Western Railway at Waterloo-bridge ; or that the South-Eastern Railway be permitted to extend to Waterloo-bridge ; accordingly as one or other of these lines may, upon a comparison of their general merits, receive the sanction of Parliament, and subject, in either case, to the condi tions which we have pointed out in this report. 4. That the extension of the South-Western Railway to London- bridge be permitted, subject to the conditions pointed out in this report. 5. That a communication between the railways ap proaching London on the north and south sides of the river, and a connexion between them and the docks being desirable, this should be effected by a railway encircling the metropolis, crossing the Th ames a t some point west of Vauxhall-bridge, and not coming within the limits of our inquiry on the north side of the river. Whitehall, June 27, 1846. (L. S.) CANNING. (L. S.) DALHOUSIE. (L. S.) JOHN JOHNSON, Mayor. (L. S.) J. C. HERRIES. (L. S.) J. M. F. SMITH. REPORT FROM THE LORDS SELECT COM MITTEE ON RAILWAYS. By the Lords Committees appointed a Select Committee to take into consideration the best means of enforcing one uni form system of ma nagemen t on ra il roa d s i n operation, or to be constructed, and to secure the due fulfilment of the provi sions of the Acts of Parliament under which the companies have obtained their powers, whereby greater accommodation and safety m a y b e ensured to the public; to take into con sideration what means may best be adopted for diminishing the extravagant expense s a tt en d ant on obtaining Acts of Parliament, for legitimate an d necessary undertakings, and at the same time for discouraging the formation of schemes got up for the mere purpose of speculation ; to consider what legislative measures could be framed to protect individuals from the injury they may sustain by the laying down lines of railway through their property, without subjecting them to the ruinous expense of opposing Bills in Parliament :—• That the Committee have met, and considered the subject matter to them referred, and have examined several wit nesses in relation thereto. The Committee directed their first inquiries to the prelimi nary expenses attendant on obtaining Acts of Parliament, and particularly to those rendered necesssary by the standing orders which have been established by both Houses for the protection of public and private interests, by securing to all parties concerned full notice of the direction of the line, and the mode of its construction through the different properties affected. It has been brought under the notice of the Committee that objecams to Railway Bills for non compliance with the standing orders are generally brought forward, either di rectly or indirectly, by competing companies, and almost always by parties who have no real ground of complaint on the score of the want of due notice as to the nature of the intended measures, but who for other reasons object to them. This is a mode of opposition just as likely to succeed against the best as against the worst Railway Bill; and in point of fact it has been stated to the Committee that Bills which it would have Nen highly for the public interest to have passed have thus been defeated. It has also been shown that it is obligatory on companies to prove their compliance with the standing orders on every point, and as there is frequently much uncertainty as to when a Bill may come before the Committee, it is necessary for both promoters and opponents of Bills to keep their wit nesses in town for a considerable time. One witness men- It is intended to connect it with the Greenwich Rail way at the point where that line crosses the Grand Surrey Canal. This branch is to commence at the junction, by a plane descending to the point where it would pass under the embankment of the Croydo n Railway; from which point it would again ascend to the level necessary to admit of crossing the streets in proceeding to the ter minus at the Waterloo -bridge -road. The descending piano would ha ve a gradient of 1 in 29, and the ascend ing a gradient of 1 i n 233, extending to the Grange road, where the rail way will have attained the requisite height. -;:', This line would, in its course, interfere with church property in two instances. It would have to be formed over the site now occupied by St. Mary's Church, the new district church of the parish of St. George the Martyr ; and after passing the Westminster-bridge-road, it would be carried close to a new district church, which, however, has not been consecrated. It is generally admittsd that the Bricklayers' Arms terminus is very inconvenient for passengers coming from or proceeding to the north side of the Thames ; and there can be no question that any station near Waterloo bridge wou ld b e muc h more central and convenient for them. There the approaches are numerous and spacious, and the level of the term inus might be made to corre spond with that at the south end of the bridge. Should such on arrangement be approved, it would be desirable, in order to obviate the great inconvenience which arises from the stoppage of a continuous stream of traffic at a toll-bar, that Waterloo-bridge should be made free to the railway passengers. Altliou n gh we are not. required to enter into the con sideration of the engineering details of the various pro jects brought before us, we think it nec essary to stat e , that it is by n o means clear, from the evidence of the various witnesses, that, under all the circumstances, the most favourable line has been selected for this extension. There are no objections to the arrangements of the levels near the present Bricklayers' Arms station, as well as to tions a case in which be himself had 100 witnesses waiting for three Tve^ks for the Committee of the House of Commons on :standing orders. Another witness, states that he has known one company to be at an expense of nearly I,OOOL a-clay, for ten days, merely waiting for their turn to be heard. The total amount thus expended in contests before the Standing Orders Committee must in the present session have been exceedingly large; and it is to be feared that a large proportion of this expenditure has been worse than useless, having been incurred in bringing up witnesses from the country, much to the injury of their own business, and with a very demoralising effect upon themselves. It should, however, be noticed that the number of witnesses whose at tendance is reqtfired before the Standing Orders Committee of this House has been much reduced by the recent altera tions in the standers, and the expenses to th e p romo t ers o f Bills proportionably diminished. The Committee are of opinion that means may be devised by which more direct and better protection may be afforded to proprietors than they have hitherto enjoyed. and that at the same time the promoters of Rills may be relieved from many of those charges to which they are now subject. It appears to the Committee, in the first instance, to be very desirable that the standing orders of both Houses affect ing railways should in all respects be, as far as possible, sim plified and assimilated; and that much advantage would arise if some mode were adopted by which proof of a com pliance with these standing orders might be taken before some proper authority, sanctioned by both Houses of Parlia ment whose report might be received as evidence of the facts by the Standing Orders Committee. The Committee are of opinion that the detailed enumera tion of parishes now required by the standing . orders might be dispensed with, as no distinct Information is conveyed to parties interested, owing to the number of parishes which, as a precautionary measure, or in some instances for the ex press purpose of misleading, are inserted in the notices ; and that in lieu thereof the usual notices in Gazette, newspaper, &c., should be given, indicating the general direction of the line, and stating that a map from the Ordnance where there is one, or, where there is no O r d nance survey, f rom some published map, on a scale of not less than half an inch to a mile, showing the same within a limit of deviation that should not exceed one mile on each side, will be deposited with the different clerks of the peace on or before the last Friday of September preceding the session in which the Bill is to be applied for, which would also obviate the objection in Scotland to notices being affixed on cherch doors. The present system of serving detailed schedules upon owners and occupiers, containing the depth of cutting and height of embankment, may also be dispensed with, as, owing to the limits of deviation causing in many instances great alterations in the line, and owing to the impossibility of de scribing precisely the field or portion of field through which it passes, they seldom afford accurate information. In lieu thereof the Committee propose that the parish plans should be lodged at the same time, or within a week of the time of the lodgment of the Parliamentary plans in the end of No vember, which the Committee would suggest woulesbe the last Friday in that month, to obviate the objectionaghich occurred last year of the 30th falling on a Sunday; and that notice should be served on proprietors pointing out the figures on the plan which ref r to their property. It has been proved to the Committee that a large amount of expense is incurred by the services of the notices on land owners living at a distance from the line of railway. With a view to meet this difficulty the Committee endeavoured to ascertain how far it might be possible to provide for the due performance of this service by means of the system of regis tered letters, It appears, however ' from the evidence of M r . Blott, an officer of experience i n that department of the Post office, that there would be insuperable obstacles to the attain ment of that object, from the inadequacy of the establish ment, both in town and country, to the proposed duty. The Committee have already observed that schemes likely , to be of great public advantage have been lost through non compliance with the standing orders, while proprietors are often seriously injured by the plans when once deposited being final. The Committee are therefore disposed to suggest that all objections on the ground of non-compliance with the stand ing orders, or to the portions of the line as injuriously affecting private property, should be lodged with some constituted authority on or before the second Friday in January, or with in six weeks after the lodgment of the parish plans, such authority having the power to call upon the other parties for their answers, and if necessary to send down their own officers to inspect and report to them, at the expense of the company, there being a fixed charge calculated according to time and distance. That such constituted authority should have power to sanction correction of inaccuracies in the plans, and to inquire into deviations suggested by parties whose pro perties are affected thereby, making a full report of the same, to be laid before Parliament when the Bill is introduced, stating the manner in which such deviations affect all other properties, and recommending either their adoption or rejec tion. The Committee do not consider that this would in duce carelessness on the part of the engineers in getting up their plans, as all errors would appear by th e re p or t, an d might, if arliament thought fit, be fatal to the Bill. The Committee are of opinion that the plans so corrected, together with the report, including the result of their in quiry as to compliance with standing orders, might be fur nished to Parliament in the course of the month of March, and not cause any material delay in the progress of the Bill. The Committee are satisfied that in a great number of cases the views of landed proprietors would be consulted, without detriment to the public interests, and a great amount of unnecesAry expense in Parliament avoided, by this mode of proceeding. Such constituted authority would act in this respect as a court of arbitration, not only between companies and proprietors, but between companies themselves, and under proper rules and regulations for guiding its proceedings, which experience would soon suggest. It appears also to the Committee, that, according to the present system, the selection of the line does not rest with the Parliament as a body, but virtually with a Committee of five Members of that House in which the Bill is introduced, whose attention is necessarily confined to a single district, and without the information necessary to enable them to judge of the effects of the particular undertakings on the general railway system of the whole country; the other House having only the power to approve or reject the scheme so sent to them, not to select that which may be considered the best. The Committee have taken into their consideration the very serious extent to which the projection of new lines has been carried, without any well-defined system for the accom modation of the country being laid down. Schemes have frequently been got up, and acts obtained by parties, for the mere purpose of speculation, without any definite object beyond that of selling them to companies with w hi c h th ey now compete, and existing companies have been compelled to project new lines, before even their own means would warrant their undertaking them, or the necessities of the district call for them, in order to protect themselves from rival schemes. The Committee hive had their attention especially directed to the fearful amount of gambling consequent on the existing state of things, by which many persons have been entirely ruined, and a demoralising effect produced upon the humblest as well as the highest class of society, while the trade of the country has been injured, owing to capital being diverted from its ordinary channels. Two courses have been suggested, and appear to be open, with a view to the restriction and control of this gambling in railway scrip. The one is to render the sale of such securities before the regular for mation of the company invalid, and to require that the original allottee should, either by himself, or, in the event of his death or bankruptcy, by his representative, be alone ad missible as the shareholder until after the first call shall have been paid up ; the other, on the contrary, regularly to legalise such transfer of scrip, requiring in each case a regis tration of the purchaser, and his substitution in place of the vendor. The Committee recommend the adoption of the suggestion first mentioned. This important consequence would folio w, t hat whereas at present railway scrip is transferred from hand to hand with the facility of a bank-note, this would cease to be the case, and no person would venture to purchase shares unless satisfied as to the respectability of the original holders, and of their readiness honourably to fulfil as engagement to which they could not be held by law in the event of the Act for the proposed railway being obtained. It appears, further, that the system of provisional regis tration, and the payment of a deposit, taken by themselves, and without any other immediate control, are rather calcu lated to form inducements to speculation which have no public object in view than to check them; the first giving apparently the same importance and foundation to a fradu lent scheme as to a sound one, and the other affording to the projectors the means of securing themselves against many of the liabilities which they may incur in attempting to carry out for their own ends the most worthless schemes. The Committee have considered the fact that everything is tending to throw the whole power, both as to the promo tion of new lines, and the management and appropriation of lines and branches and independent schemes, into the hands of great companies, in consequence of their command of capital ; and though this, in many points of view, may not be considered objectionable, yet the necessity of establishing some efficient control is very apparent. The question of amalgamation has been considered by the Committee, and they agree in the recommendation con tained in the report of the Railway and Canal Amalgama tion Committee of the House of Commons which has been laid before them, the concluding paragraph* of which are to the fallowing effect: " The system of railways and canals is now become so extensive, and their relations amongst themselves are so complicated, that no enactments passed by Parliament for their government and regulation can provide for all contin gencies, or be properly carried into effect, unless by the aid of some more efficient machinery than any which exists at the present moment. "After mature consideration, your Committee have come to the conclusion that it is absolutely necessary that some department of the executive government so constituted as to command general respect and confidence, should be charged with the supervision of railways and canals, with full power to enforce such regulations as may from time to time appear indispensable for the accommodation and general interests of the public. " Your Committee in their former report adverted to the case of private arrangements between railway companies as requiring serious consideration. " The evidence they have since received has shown that arrangements of this nature between railway and canal com panies may affect the public interest to a still greater de gree; and they are convinced that the effectual mode of ob viating the evils which might arise from an abuse of the power derived from such private arrangements will be found in the constitution of such an authority as they have .now recommended. " Your Committee entertain no doubt that a department so constituted might, in addition to these duties, afford mate rial assistance to Parliament in railway legislation. " It might save, by preliminary investigation as regards facts, much expense to parties applying for Bills, and much of the valuable time of both Houses, without in any way in terfering with the paramount powers of Parliament, and its sole adjudication as to the rights of property. The Committee, having had these various subjects under their consideration, seeing the evils of the existing system, recommend the establishment of some department of the Executive Government, on whom should be imposed the duty of considering the whole existing system of railway communication through the country, the best means of per fecting it, and of hereafter controlling the management by the various companies in such a manner as to make the con nexion between their different lines most conducive to the general advantage of the country, and most serviceable to its various local interests. It cannot be expected of the Committee to enter into any detail as to the manner in which proceedings before this board would be carried on. They recommend, however, that all propositions for any scheme of railway should in the first instance be submitted to this board, who should require the promoters to lay before them Some general statement of its object and advantages, and such el - idence of their capability and bona fide intentions as might be deemed a sufficient guarantee on which to sanction further proce.edings. This 'board should have the power, if they thought fit, of giving authority for the survey of the proposed line, similar to what is given to persons employed in the Ordnance sur vey-, but requiring from the promoters security, by the de posit of a sum of money, as an indemnity for any injury that might he done during the progress of the survey. On the completion of the plan and section and its deposit with the board, as formerly suggested, the investigation would be undertaken by the board with the view of ascer taining not only the oompliance with the standing orders, and the importance in a public point of view of the proposed line, its practicability, &c., but also in what respect any consider- JUNCTION TERMINUS RAILWAY. The promoters of this project, for which a company has not been formed, intend that it should leave the Great Western at West Drayton, and pass through Hounslow, Brentford, Turnham-green, Hammersmith, Brompton, Chelsea, Pimlico, and Westminster, and meet the Thames Embankment line at Hungerford. It is also designed that this railway should be the means of bringing the London and Birmingham traffic to the same southern terminus by means of the West London Line • and that it sho u ld rece i ve the traffic of the Direct ixeter Railway, should such a line be formed. It is proposed to have four lines to accommodate the short traffic, as well as that coining from the two long lines. The trains to be propelled on the atmospheric principle. The engineer of the Brentford Junction proposes to take a low level, so as to pass under the roads and streets in coming into London ; and it has been suggested by Mr. Moffatt, the architect, that from Pimlico to West minster the line should be laid down in a railway street. the opposite sides of which should be IGO feet apart, hav ing rows of trees on each side of the railway. It is further intended, if the London and Birmingham and Great Western Railway traffic should be brought in by this line, that an ample station should be provided in that part of Westminster which is behind the Mews and Westminster Hospital; and in this case the Mews would be taken by the railway company. Thence the line would pass under the junction of Great George street and Parliament-street, and be brought into con nexion with the Thames Embankment in front of and under the Terrace of Whitehall-gardens; but in such manner that the railway would not be visible from the gardens. Proceeding eastward from Whitehall-gardens, the railway would rise to a higher level, so as to correspond with the top of the embankment at Hungerford-bridge. The line would pass under the first arch of Waterloo bridge, then rise from Somerset House to a level of 42 feet above the Trinity datum, in front of the Temple gardens, and pass over the north end of Blackfriars bridge by a viaduct. Thence it would be carried through the City, crossing King William-street, to form a connexion with the Blackwell Railway. In front of the Temple-gardens the railway would be 38 feet above' the carriage -way on the proposed embankment. Be tween Blackfriars-bridge and the Blackwall Terminus a railway street would be formed, having a width of 75 feet between the opposite houses; the carriage -way being under the railway. At King William -street the viaduct would be at such an elevation as to leave 20 feet head room for loaded waggons. The projectors of the Thames Embankment Railway Company propose to construct the embankment free of cost to the public, provided they are permitted to form the Hungerford and Blackwell Railway. The estimate from Ilungerford Market to Blackfriars, including the Thames embankment for that portion, is 500,0001. The estimate from West Drayton to Hungerford is 1,100,0001. There would be stations at Hungerlord, Waterloo-bridge, Blackfriars -bridge, King William street, and at Fenchurch-street, where additional ground would be taken to enlarge the present station. It is also a part of this project ta form a junction with the London-bridge station of the Dover, Brighton, and Croydon Railways, by carrying a double line of rails over the present carriage road of London -bridge. This, however, as well as the crossing of the Southwark bridge in the same manner, to join the North Kent Rail way, would have been independent parts of the general scheme. To that portion of this line by which, leaving the shore of the river, it is proposed to connect the em bankment with the Blackwell terminus in Fenchurch street, all the objections which SI e have pointed out to the passage of a railway through a populous and busy part of the City apply in their fullest force. We also see great objection to a railway being carried across any of the bridges, at a level so high as to allow of the carriage and other traffic remaining undisturbed. The advantage of an economy of space effected by such an arrangement would be more than counterbalanced, by the necessity which it imposes of approaching the bridge on a viaduct ; which, of all methods by which a railway can be carried through a town, is the most in convenient and injurious to property. s regards that p rtion of the line which would con nect the Great Western Railway and the neighbourhood of Hounslow, Brentford, &c., with a terminus in West minster, we are of opinion that the wants and conveni ence of the district through which this line would pass, might be equally well served by one which would carry passengers and goods to the already existing station of the South-Western Railway at Nine Elms, and to the other terminus of that line, already sanctioned by Parliament, at Waterloo-bridge. And therefore we are not disposed to recommend the establishment of a terminus in the heart of Westminster, at the expense of much interfe rence with property, and probably with future improve ments in that part of the metropolis. There remains that portion of the scheme which would follow the line of the Thames Embankment. To this, unconnected with any terminus for the reception of traffic from distant parts of the country, and used solely as a line of short passenger traffic, in the manner of the Blackwell Railway, we are not prepared to raise any ob jection. We are, on the contrary, disposed to think that such a line might be a convenience to the public ; at all events it would draw off a considerable portion of the overcrowded traffic of Fleet-street and the Strand, and therefore that if-it can be constructed as not to disfigure the embankment, or to cause any additional interference with the traffic of the river, and with the convenience of wharfs and warehouses, or any deterioration of private property, it will deserve the consideration of Parliament. In the doubt which exists as to the formation of an embankment, we have not thought it necessary to exa mine closely how far the above conditions might be com plied with, but if an embankment of the river should be sanctioned by Parliament, we have no reason to think them impracticable. 12. THE THAMES EMBANKMENT CENTRAL TERMINUS. Mr. Page, the engineer, has informed us that the Central Terminus Company propose to subscribe money for the construction of a central portion of the Thames Embankment, provided they may have space on the embankment for a grand terminus between Waterloo and Hungerford-bridge. The confusion that would result from any general terminus, for the accommodation of several railways, is a matter so generally admitted, and so strongly insisted on by persons most experienced in railway matters, that such a project could scarcely be entertained, even if ample approaches were formed to it ; but any such ter minus, which would have to be approached by the nar row and much-thronged thoroughfare of the Strand, as it now exists, would, it appears to us, be a great public evil. 13. THE LONDON RAILWAY. Mr. James Clephan has submitted to us the general outline of the London Railway, the object of which is stated to be to form a connexion with all the existing termini in the vicinity of the metropolis, going partly through the town, and principally constructed on a viaduct. Mr. Clephan describes the line as follows :—Starting from Rlackfriars-road, it is proposed to cross Waterloo bridge and the Strand, and to pass up Bow -street into Tottenham-court-read ; thence a branch would pass along Paddington-street, and Crawford -street, to the Great Western Railway • and pursuing a course to t h e New-road, the li ne would skirt the reservoir in the llampstead-road, and join the Birmingham Railway, at Euston-square. Proceeding still further eastward, the line would pass through Somer's-town, and join the New-road at Pentonville. At King's-cross it would be connected with the London and York line, if that rail. way should be made. F rom King's-cross, the line would proceed down the City-road, and take such a direction as to join the Eastern Counties Railway. From Shore. ditch it would pass through St. Mary Axe and Lime street into King William street, which it would cross, as well as Thames-street and Southwark-bridge ; and from the south side of the bridge the line would curve into Union-street, and continue on until it reached Blackfriars-road;at the point from which it started. Mr. Clephan also stated that, from Fenchurch-street there would be a branch to the London and St. Cathe rine's Docks, and that from Union -street there would be a branch to the Greenwich and Brighton Station at London-bridge ; and that there w ou ld b e lik ew i se a branch to join the south-Western Railway. It appears that this scheme is estimated to require a capital of 5,000,000/., of which 3,300,000/. would be necessary for the purchase of the houses to be removed by this railway. Although a company has been formed for this scheme, no deposits have been made, nor are there any surveys of the line. As its projectors contemplate occupying two of the bridges over the Thames, and passing through the heart of the metropolis in two directions in a most objection able way, we consider this scheme altogether inadmissi ble. 4. THE LONDON CONNECTING RAILWAY AND RAILWAI TRANSIT LINE. This project has been brought before us by Mr. John Martin, K.H., w h o g i ves a genera l d escription of it in a paper dated May, 1846 (See Appendix). Commencing at Barking-creek, this line would run along the north bank of the Thames, to a point in Woolwich -reach nearly opposite t o B ugs b y ' s M arsh, where a branch would diverge towards a station to be placed near the north-east angle of the East India Doeks, at which point it would meet a line also starting from Barking-creek, but passing Over the levels 200 or 300 yards north of the river. From this point of junction, the line would pass between Mile-end town and Stratford le-Bow, dose to the south side of Victoria-park, through Hackney, above Islington, and through Kentish -town From thence it would curve round between Hampstead hill and Primrose-hill, continuing the curve so as to pass Shepherd's Bush, Hammersmith, and Waltham-green, and crossing the Thames above Battersea,. From that point it would sweep round to form a junction with the South Western Railway at the Nine -elms station, and thence proceed to Lambeth, where, opposite the Obelisk, a grand terminal station will be established for the Dover, Brighton, and South Western Railways. From that terminus the line would proceed in a curve towards Rotherhithe, where it would separate into branches, each taking the course of the south bank of the river; one eastward along Greenwich Reach, and the other westward, intersecting all the bridges from London bridge to Vauxhall, and terniinating at a station near a able interference was proposed with private property, and vast particular objecti , ris.zaly proprietor might have to the same, as effecting his estate, and how far means could be taken to obviate these objections. The Committee consider that, with the aid which the officers belonging to the board could render to the Committees of Parliament, by laying be fore them such investigations, and giving evidence in ques tions in dispute, the decisions of such Committees would be more uniform, and the rights of individuals, no less than the public interest, would be better protected than under the present system. The decisions and proceedings of the Board in all cases would of course be reported to Parliament, stating the grounds upon which the same had been come to. The necessity for the immediate appointment of such a Board, with sufficient powers delegated to it by Parliament, has become the more urgent, as it appears that Committees of Parliament on railway Bills, by way of solving difficul ties, and making provisions for contingencies, are constantly in the habit of referring matters and attaching responsibilities to the Board of Trade, which Board has not the means at its disposal, or sufficient authority, to carry out many of the subjects referred to them ; and the Committee are further of opinion that there are many functions, both in regard to the control over railways when opened, as well as questions of amalgamations, which might be advantageously intrusted to such authority. One of the witnesses examined by the Committee is of opinion that all railways should be in the hands of Govern ment, and leased to parties by whom they should be worked ; or, if not, that the country should be divided into districts, as pointed out by the existing trunk lines; and that the public interest would be best secured by control, combined with a certain amount of competition. Mr. Cubitt, to whose evidence the Committee wish especially to refer, has suggested a plan of merging all railway capital into stock, by which a great saving in cost of management and other expenses would be made, and a valuable stock for investment would be created, which, owing to the grew` amount of trust money invested in the public funds, becomes very desirable. The question of the gauge has been brought incidentally under the notice of the Committee. The evidence of diffe rent witnesses points out the great convenience which would be obtained by a uniform and proper gauge; and the Com mittee wish to direct particular attention to the very impor tant evidence given by Mr. Cubitt, as to what in his opinion appears to be a practical mode of obtaining this object, but on which the Committee have not sufficient evidence before them to pronounce an opinion. And the Committee have directed the minutes of evidence, with an index thereto, to be laid before your Lordships. PARTNERSHIPS DISSOLVED. J. and W. Wade, tailors, Holborn-hill—G. and J. Barg,' surgical syringe ma k ers , Whi te L i on -street, Pentonville—NY • and H. C. Benn, coal merchants, Hampton—E. Chadwick, W. Cheetham, and E. Dyson, fancy cloth manufacturers , Paddock, Yorkshire —W. Chappelow, jun., and T. petcbt ironmongers, Long Acre—Z. J. Hunter and R. James, surgeons'• instrument manufacturers, Webber-row, Black friars-road—W. J. Thwaites and W. H. Smith, lacemenf Thatchbrook-court, Pimlico—J. Rayner and P. Davis, coffeehouse keepers, St. John-street, Smithfield—H. a Mesban and S. Boulton, merchants, Manchester—W. Foster and W. Orme, spade manufacturers, Stourbridge, Worcester shire—W. and R. George, plumbers, Wokingham, Berkshire —G. Webster and C. Smith, painters, St. Helens, Lancashire —S. Sugden and J. Craven, cotton spinners, Constable bridge, Lancashire—A. Sykes, J. Matthews, and F. Mid dlehurst, fancy cloth manufacturers, Rirkburton, Yorkshire --W. B. Edwards and E. Foot, ironmongers, Blandford Forum, Dorsetshire—R. J. Low es an d W . Hill, printers , Manchster—J. Acton, and R. H. Havley, ginger-beer manufacturers, Birkenhead, Cheshire —S. Pincoffs, A. Allies, and J. R. Haas, merchants, Manchester—C. and M. Taylor, pork butchers, Manchester—E. Dobbs, L. Dobbs, A. Dobbs, and O. B. Dobbs, Fleet-street (so far as regards G. B. Dobbs) —M. Robinson, F. Goodall, and R. Goodall, Guiseley, York shire. SCOTCH SEQUESTRATIONS. William Mitchell, farmer, Dewarsmill, near St. Andrews, July 3 and 24, at one, at M'Nab's Inn, Cupar. Robert M'Lellan, spirit merchant, Glasgow, July 6 and 27, at twelve, at th e c h am b ers of Mr. Dick, jun., Glasgow. William Glass, boot maker; Glasgow, July 6, and 27, at twelve, at the chambers of Mr. Smeaton, Glasgow. Neilson and Murray, printers, Paisley, July 6 and 27 at twelve, at the chambers of Messrs. Reid and Henderson, Paisley. Charles Bond, proprietorof the "Northern Herald," Inver ness, July gand 28, at twelve, at the chambers of Mr. Prophet, Inverness. John Yellowlees and Sons, coachbuilders, Edinburgh, July 4 and 29, at twelve, at the Royal Exchange Coffee house, Edinburgh. • [ADVERTISEMENT.] - DEAFNESS AND DEFECTIVE VISION RELIEVED, 39, ALBERMAILLE-STREET, PICCADILLY.--NeWIY invented acoustic tubes, for relief of extreme deafness, and when inserted n the ear cannot be perceived by the nearest observer — they are entirely different from all others, and are the smallest hear ing instruments constructed—measuring only a quarter of an inch in their widest part; they may be securely adjusted in the ears unob served, and removed therefrom with as great ease and facility. per sons are enabled to join in general conversation, and to hear most distinctly in a place of worship, &c., and what 2hould be greatly considered, a natural expansion of the cavity o ;the ear is preserved —a thickening or contraction of which in many instances is par tially the cause of deafness —and by their use the unpleasant sen sation of singing noises in the ears is entirely obviated. Also im proved hearing trumpets of every description. Immediately the newly-invented spectacle lenses are placed before imperfect vision, either by day or candlelight, that mist and dullness which appear before the eyes Is at once removed, every object becomes clear and distinct, so that the most aged defective sight heeomes bright and brilliant, and is brought to its youthfhl, natural, and original state. Also the most powerful achromatic telescopes, opera glasses, and microscopes. Canon—Messrs. Solomons, opticians, are not in any way co n e ected with a person of the same name in their immediate neighbourhood. nor in any part of the country. To prevent mistakes, be cautious, and observe—only to be bad at 39, Albermarle• street, Piccadilly, opposite the York Hotel. IRTHS. On the 25th ult., at Greenw ic h, Mrs. Israel Marks, of a daughter. On the 26th ult., at Brighton, the lady of Major Cantley, Bengal Artillery, of twins, boy and girl. On-the 28th ult., at Welbeck-street, Cavendish-square, the lady of Joseph Bonomi, Esq., of a son. On the 30th ult., in Gloucester-square, Hyde-park, the lady of Frank Somerville Read, Esq., of a son. On the 30th ult., Mrs. Lewis Day, of Salisbury-square, of a son. On the 30th ult., in South-street, Park-lane, Mrs. F. W. Capron, of a son. On the 30th ult., at Forest-row, near Tonbridge-wells, the wife of the Rev. IL R. Du Pre, of a daughter. On the 30th ult., in Chester-square, Mrs. R. C. Mellish, of a son. MA. On the 24th ult., at the church of RRIED Lower Brixham, the Be!'. John Boughton Hogg, to Anna Maria !Maxwell, only daughter of the Rev. H. F. Lyte, of Berry-head, Brixham. On the 25th ult., a t K i db rook DlED Lodge, Blackheath-park, the Rev. G. R. Mountain, Rector ofHavant, aged 56. On the 27th ult., James Bell, Esq., late of Clapton, Middlesex. On the 27th ult., at Kelso, Roxburghshire, the infant daughter of Mr. Fern. On the 27th ult., at Alverne-hill, Penzance, H. Husband, Esq. On the 28th ult., at Milverton, Somerset, Charles Trevor, Esq. On the 29th ult., at Surrenden Dering, In Kent, Henry Handley Esq., aged 50. On the 30th ult., at Norwood, Henry Langton, Esq. On the 30th ult., Mr. T. A. Ashley, late of the Strand. MONTHLY MILITARY OBITUARY. Major-General.—Win. Gray. Colonel.—Trelawny, Royal Artillery. Lieutenant-Colonel.—ltyan, K.H., 50th Foot, Kussowlee, Bengal (of wounds received on the 10th Feb.) Major.— Oliver, 634 Foot. Captains.—Surnam, 15th Hussars, at sea, off St. Helena ; Mostys, 54th Foot; Mayne, 61st Foot; Giveen, 70th Foot; W. H, Ford, Royal Engineers; Farrant, Unattached. Lieutenants.- Gough, 25th Foot; C. G. Smith, 25th Foot ; Russell, 50th Foot ; Dubbing (Adjutant), 53d Foot, at Kalka, of wk unds re ceived Feb. 10; Williams, 54th Foot; .Mahoi;, €34 Foot; RenWick, h. p• 6th Foot; Braymann, h. p. let Light Infantry, German Legion; Pagano, h. p. Corsican Rangers. Ensigns. —Morley, 45th Foot ; Barclay, 034 Foot ; Rose, h. V. 90th Foot; Alex. Grant, h. p. Ist Foot. Q u artermasters.—Brodribb, 14th Dragoons; M`Dowell, h. p. 6th Dragoons; Balcock, h. p. 24th Dragoons. Assistant-Surgeon. —Gray, 63cl Foot. C ommissariat.—Llufrieu, h. p. Deputy-Assistant-Commissary- General. London: Printed and Published by NrcTuDo YOIING, of Na. 112, Strand, Printer, at Tie' L'mn Oflice, N 0.112, Strand, in the Precinct of the Savoy, in the County of Middlesex, Thurslay, July 2, 1846. TUESDAY NIGHT'S GAZETTE. DIVIDENDS DECLARED. J. Gale and Son, rope-makers, Love-lane, Shadwell-a div. of 2s. 3d. in the pound (new proofs), any Friday, at the office of Mr. Follett, Sambrook -court, Basinghall-street. W. Williams, victualler, High-street, St. Giles's- a div. of 2id. in the pound, any Friday, at the office of Mr. Follett, Sambrook-court, Basinghall-street. J. Welch, licensed victualler, Holloway-a div. of 3d. in the pound, any Friday, at the office of Mr. Follett, Sam brook-court, Basinghall-street. B. Thompson, innkeeper, Aldeburgh, Suffolk-a div. of ls. 9d. in the pound, any Friday, at the office of Mr. Follett, Sambrook-court, Basinghall-street.. J. Littlewood, hosier, New Bond -street-a div. of is. 6d. in the pound, aey Friday, at the office of Mr. Follett, Sam brook-court, Basinghall-street. R. Hutchinson, leather-seller, Jewry-street, Aldgate-a div. of 21d, in the pound, any Friday, at the office of Mr. Follett, Sambrook-court, Basingball-street. H. D. Watkins and J. Innes, lead merchants, Manchester -second div. of 7d. (and first and second div. of 2s. 9d. on new proofs) in the pound, any Tuesday, at the office of Mr. Fraser, Manchester. F. Jones, wine merchant, Canterbury -a div. of ls. 6d. in the pound, any Friday, at the office of Mr. Follett, Sam brook-court, Basinghall-street. H. Docker, oilman, Pall-mall -first div of 4s. in the pound, July 1, and two following Wednesdays, at the office of Mr. Turquand, Old Jewry. I. Denning, watch-maker, Titchbourne-street St. James's -first div. of 2 s . 6d. i n t h e pound, any Wednesday, at the office of Mr. Whitmore, Basinghall-street. DIVIDENDS. In the Country. J. Arkell, miller, Donnington-mill, Gloucestershire, July 23, at eleven, at the Bristol District Court-H. L. Fitz- James, furrier, Bath, July 24, at eleven, at the Bristol Dis trict Court-E. J. Staples, surgeon, Bristol, July 27, at eleven, at the Bristol District Court-R. Lewes, woollen ma nufacturer, Wootton-under-Edge, July 28, at eleven, at the Bristol District Court-J. P. James, draper, Truro, July 22, at eleven, at the Exeter District Court-T. Western, malt ster, Brushford-mills, Devonshire, July 23, at one, at the Exeter District Court-T. L. Gordon, cabinet-maker, Exe ter, July 23, at one , at the Exeter District Court-J. Ogle and W. Walton, merchants, Liverpool, July 22, at twelve, at the Liverpool District Court-F. Gill, hardware dealer, Manchester, July 24, at eleven, at the Manchester District Court-J. Law and E. Hudson, cotton spinners, Ramsden wood, Lancashire, July 22, at eleven, at the Manchester District Court-J. Westhead, smallware manufacturer, Man chester, July 22, at twelve, at the Manchester District Court Morris, auctioneer, Manchester, July 22, at twelve, at the Manchester District Court-T. Sutton, draper, Ather stone, Warwickshire, July 21, at twelve, at the Birming- - ham District Court. CERTIFICATES to be granted, unless cause be shown to the contrary, on the day herein mentioned. L. Whitby, builder, P ou lt ry , J u l y 24-W. T. Timawell, antimony refiner, Charlotte -street, Blackfriars road, JuLy 23 -S. Pritchett, Charlbury, Oxfordshire, July 23-C. Clarke, draper, Goswell-road, July 22-T. D. Brown, commission merchant, Liverpool, J u l y 24 -H. L. Fitzjames, , furrier, Bath, July 24-J. Green, coal merchant, Yarmouth, July 22-5- Rowley, silk manufacturer, Newton, Lancashire, July W. Badger, bootmaker, Rotherham, July 24-E. T. Allen, apothecary, York, July 23-W. Dale, bri c kl a y er , Li verpoo l, July 22-R. and R. - Weatherhog, farmers, St one , Kent, I July 21-R. Stephenson, apothecary, Southwick-street, Hyde-park, July 21-T. A. Phillips, oil merchant, Hudders field, July 21-W. Boond, jun., stretcher, Manchester, July 21 -W. G. Flynn, merchant, Lower Thames-street, July 21- T. Blackman, farmer, Briddenden, Kent, July 21-E. Dykes, basket maker Romford, grocer, Sheffield, duly 21-W. uraetr Greenwell, wheelwrigh_t , Redcross-street, Southwa r k, J u l y 21-J. E. West and 1-1' Tenant, stockbrokers, Leeds, July 21-C . H oppe, g l ass dea l e r, Blackfriars-road, July 21-E. Sankey, surgeon, Canterbury'' July 21-S. Pilling, wine merchant, Gateshead, Durban:4 July 21-J. Wilson, cabinet maker, Bury-street, Chelsea, July 21. +Li .) L - 1 - Manzi The Cot o' 0 Fare! Stogi e freight 1n Brim Gla.for A the.; 31, termini With a having TRAY: A.dch to X, t treet, 25L 'Bl The meetiu ParEau Notfi en orb tanker viz.: Londor Bristol Llverpt Chelter Readin Lond The: of the the 4th tered p Thei Certiflc two cle Oftic4 C I M 14E0E BEI interee able he Tend to be 14 Londe! L' In o such a Prep scrip ; !Mate dividu Llama llar Str,- Compt ter of t tion It of the Pandit went c turr. PanY'a L All refine.; Secret Pati Duke count! lielgiu of Pru who I made touch COM 9 repell sive 1 chart , Ware 01 years ankh grey 'with° duces can bi the hi plicat the rc per b( street hill; street street Perk stity p Fic Obser S' ESS the i Year pew nee all, kik ollc 411.6 act WU Str WU SG