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

but aith . augh, ii we have stat e d, t h e ra il way corn- I bounded by Skinner-steet, F arr i ng d on - street, an d the 044;40 who propose t o Mew their lines into the City or Old Bailey. This line would be about si. miles in Its nelghbeurhoed have shown themselves sensible of length, and the entire estimate is 1,200,0001. A tunnel this, we have not fBund that the enlargement of thorough- would carry the railway through Clapton-hill. From fares and general accommodation which they offer to Kingsland-road to the City-road the line would be in the public is in any case commensurate with the incon- au open cutting, 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 sc h eme . a mile in length. We must ,therefore, express our decided opinion, that If this line should in other respects receive the xnlee ache 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 corn- 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- while the company would 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 escape the inconvenience 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. merely the providing open spaces and areas immediately 4. THE LONDON AND BIRMINGHAM TERMINUS AT FAR round the station for the reception of the cart iages and RINGDON-STREET. Cher vehicles which may arrive at or depart from it, It was proposed by the London and Birmingham Com eut a widening, more or less extended, according to pany to construct a line from their goods station at Cam ircumstances, 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 travellin g 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 June . east and west applies, though generally in a less degree, tion with the Tottenham line, near the north end of St. tee many other important lines of street traffic upon or in John's -street. the immediate neighbourhood of which it has been pro- By this means the terminus of both companies would posed to place the terminus of a railway—Gr a y' 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 sugeested, and which we are and a few adjacent houses in the Old Bailey.) convinced :would be found alispenseble 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 b orne 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 sho u ld l e ad dence that they have abandoned this scheme, firstly, be to the admission of railways, or railway termini, within 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 • whioh 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 sary for us to take any other notice of this project, than wholly, or partially, the execution of such street ins- to say that the reasons for its abandonment appear very provements as we have adverted to, we are of o pi n i on conclusive and su ffi c i en t. that it will b e t o th e a d vantage of all parties, tha t 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- CITY. merit 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-bridge, near the City-road; local authorities of the district in which the works are and fur the London and Manchester Extension to the 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, Farriugdon-street, 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 originate with different railway companies, according The estimate for the extension into the city is as these may spring up, and without any other supervi- 750,0001., the distance being two miles, two furlongs, and sion than that supplied by Parliamentary committees. seven chains. The foregoing observations and suggestions are di- The lines are shown on the map as starting from rected to the consequences which would result from Holloway, and running within a short distance of each bringing the termini of railways, and the consequent other, down to the City-road. increase of traffic, into the vicinity of any of the p r i nc i- The termin us a t B att l e- b ridge seems well calculated pal lines of str ee t s . 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, as Holloway, and passing through a considerable length of regards the traffic at 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 judg question of crossing any street or road in the metropolis meet, quite inadmissible. on a level; and, whether effected by a viaduct o r a d ee p 6. THE NORTH LONDON JU NCTION RAILWAY. Cutting, it ne e d not , we conceive, if properly constructed, This line, which comprehends the branch already prove any serious inconvenience to ordinary traffic ; described as commencing on the Eastern Counties Rail though, of these two methods, the latter would be the way at Bearbinder's-lane, is intended to connect the less objectionable, inasmuch as it would not require that Great Western and London and Birmingham Railways any part of the railway should be occupied by piers or with the Eastern Counti es li ne . C ommenc i ng on the supports. west at the Paddington station, it would take a north- We must not dismiss this part of the subject without easterly direction, passing through Portland -town, above noticing that which forms a part of the several projects Lord's Cricket-ground, so as to form a junction with the before us, viz.—the carrying a railway across the river London and Birmingham Railway near the goods ter within the metropolis. We are of opinion that there are minus at Camden -town. At that point it would turn to strong reasons for discouraging such a scheme. An in the eastward, crossings 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 to the na- whence one branch would, as already described, be car vigation of the river, and therefore should not be per- ried to join the Eastern Counties' line, near Bearbinders'- mitted except upon grounds of paramount necessity. To lane, and another would proceed direct to the Fore-street withdraw from ordinary traffic, and to appropri a t e to the terminus. The distance from Paddington to Fore -street purposes of a railway any of the existing bridges, would by this line would be six miles. be an inconvenience and injury to the public ; and no The terminus is proposed to occupy a space of eleven plan which has been brought before us for adopting any acres, and the whol e cos t o f t h e work and purchase of the of the bridges t o b ot h purposes i s free from serious prat property i s est i mated at 1,392,829/. ;as already men tical objections. tinned, there will be If mile of viaduct from Islington to 4. AS TO INTERFERENCE WITH PLANS OF IMPROVE• Fore -street. NEXT ALREADY SUGGESTED. We are of opinion that this line presents considerable Judging by what has already occurred, we are bound commercial and other advantages, in so far as its main to state that if railways are admitted within the limits trunk would, to a limited extent, answer the purposes of prescribed to us on the north bank of the river, such in- such a line as we have ventured to recommend in the terference must be expected to take place to a consid er - first part of our report ; that is, a line encircling Lon able extent, don, connecting all the railways entering the town with From the evidence of Mr. Pennethorne it will be each other, and with th e d oc k s, and thereby ena b ling seen that the only t wo ra il ways which as yet have been an unbroken communication to be maintained between permitted to enter or approach those limits have proved all parts of the country through the metropolis. a serious impediment to the execution of improvements, We are not, however, prepared to say that the line the advantage of which to the eastern portion of the which the North London Junction Company propose metropolis is unquestionable. The 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 tor this reason 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, at the back of Spi taitields Church, portions of lines of a like nature, which 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 same glance at the map which accompanies the evidence an- objections as apply to other proposed extensions to ter tamed to our report, is sufficient to show that lines en- mini in the City. tering London from the north cannot be brought down 7. TUE REGENT' CANAL . to Holborn, Farringdon-street, or Aldersgate-street, The capital of this line S (which is n RAILWAY ot before Parlia without intersecting any future thoroughfare, east and merit), was intend e d t o b e 3 ,000,000 / ., of which west, whi c h may b e opened to the north of Holborn, and 1,000,000/. was to be paid for the canal. the want of which, as an accommodation to the traffic 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 th e course ' w hi c h ra il ways m i ght take in project w as , t o un i te all the railways north of the river Thames with the P os t- o ffi ce, an d with the docks of the passing through the to w n, would b e f a t a l to t h e f uture carrying out of that or of any other imp rovement , wou l d port of Lond on . at present depend mainly upon the pleasure and conve. The terminus was intended to occupy an area of eight nience of the respective companies. But this is a state acres, and to be placed in Aldersgate-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 railways into the heart 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 Westerwßailway, and to proceed, according best calculated to check the inconvenience, the eonfu- 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, should be laid down and prescribed to them through Pentonville to Islington, where 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 the on the plan, to the p o i n t o f t h e i r j unct i on, at the inter wisdom of Parliament. section of Old-street and Golden-lane, whence one line Having thus given our general opinion upon those would be formed direct to Barbican. 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 .ieriatint, the several projects which have been brought Victoria-park ; there a branch would go to the north before us, east, while the main line wou ld k eep a southerly direc- The schemes submitted to us for establishing railway don towards the Thames, until arriving at a point of the termini north of the Thames, and ether 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 the Regent's Canal, and the called, are as follow, viz.— other eastward to th e W est I n di a an d E ast India leucite. 11. AN EXTENSION OF THE EASTERN COUNTIES RAILWAY The observations whi c h we h ave ma d e upon the North TOWARDS FINSBURY-SQUARE. Lendon Junction apply a l so to t hi s li ne. And for the It is proposed to effect this by carrying the line acr oss reasons which have alre a dy b een g i ven , i ts central ter the City-road to a terminus which would occupy the minus in Aldersgate-street ca nno t b e recommen d e d , entire space of the :Artillery-ground, or to an area 8. THE DIRECT NORTHERN RAILWAY TERMINUS IN bounded by Castle-street on the north, by Paul's-street HOLBORN. en the east, by Providence-row on the sou th, and by the The company associated for the p ur p ose o f f orm i ng City-road on the west ; or, thirdly, Finsbury-square the Direct Northern Railway, in the first instance, con itself, templated establishing their terminus on the north sid e There can be no question that the p - esent terminus et of the City-road, near King's-cross, in a space abutting 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 great commercial business is Subsequently they proposed to leave the main line transacted in the City. We are of opinion, however, half a mile north of the originally intended terminus, that the traveller would gain very little by a prolongation and to carry their railway nearly parallel to Gray's Inn a the Eastern Counties Railway either to the Artillery lane on the west, Baldwin's-gardens on the north, and Oround or to any other spot in that immediate nei g h- Leather-lane on the east. bourhood ; and since, as a general principle, we have This line would be throughout on a viaduct. The arrivod at the conclusion that some g rea t an d estimate fo r th e works, and for the purchase of the pro positive advantag e w ould alon e warran t suc h an p erty required, i s 580, 000 1 ., as applicable to the London interference with private property, and with the public and York train, to which it is proposed to assign a ter thoroughfares, as the project now under consideration minus of about three acres in extent ; the remainder of would require ; and as the extension in question would the space, viz., 5i acres being reserved for other northern present an obstacle to an important improvement which lines. The purchase of this latter area is not included is in contemplation by the formation of a street between in the above stated sum. Spitalfields and Shoreditch, and for which a Bill is now We consider that no public advantage, commensurate before Parliament, we are decidedly of opinion that we with the amount of inconvenience it would create, is cannot recommend this project for adoption. likely to result from establishing the terminus of the 2. AN EXTENSION OF THE FORE -S EASTERN COUNTIES RAILWAY Direct N ort h ern R a il way at Holborn ; and it appears to TO TREET. us that t would e more conveni, and much less According to this scheme, a line w ou ld b ranch off pensive , to place i t on the north side ent of the City-rea.l ex . f rom the main trunk line at Bearbinder's-lane ; after 9. THE EXTENSION OF THE LONDON AND BIRMINGHAM which, taking a course to th e nor th- west, through To THE EAST AND WEST INDIA DOCKS. Globe•towd• it L would cross the Bethnal.gr eeeeeee e , B eyond the limits referred to this Commission, there touching the s6 ll tuern end of the Union Poor-house, and is shown on the plan the course of a line proposed by g t h o e o d L s o s n t d a o ti n on an w d ith ßi being carried over the Regent's-canal, at Cambridge- t r h m e in vir gh e a st m ln C d o ia m p pa e n c y ks t . o connect their heath,' would take a westerly course beyond Hagger stone and Hoxton, and crossing Shepperton-street, Starting . from Camden -to wn it would Model Pr son to would proceed in a south- westerly direction, till it re- 1 the north of the Islington Cattle proceed t he run past the cwossed the canal at a point te little to the eastward of market, and, taking nearly a straiht course between NEvlacielekn. eyTahnedreHitomwoerutlednatuwronutlod o n aria to H continueac k n Vincent-place ; thence it would be carried in nearly a !straight line to the terminus proposed to be formed in a space bounded by Fore-street, Milton-stre et, Rape- in nearly a straight line to theeast end of the West India maker's-street, and Moorfields. Countie s li n e Docks. It would cr oss t h e Eastern r ; and The branch above described is identical with the it is stated to be the intention of the Birmingham Coin peny to cross the Blaelewall Rail wa y on the level. This eastern portion of the North London Ju nc ti on R a il way , and its length from the Regent's Canal at Islin g t on to would be particularly o bj ect i ona bl e, and should be Boarbinder'e-lane is 3 miles. avoided. In other respe c t s , t h e o b servat i ons which have i The City terminus, which it is proposed to establish been made upon the North London Junction line apply :', I p e we-street, would be common to th e eas t ern count i es to this scheme. ratite ,as well as to that of the western lin e s w hi c h are 10. THE CENTRAL TERMINUS I N PARRINGDON•STREET. proposed to be brought into connexion w i t h t h e N ort h Mr. Charles Pear son h as b roug h t under our notice a London Jueetion Railway. From Islington to F o re- p roject which, it would appear, , has long occupied hi s at street, a tension, for forming a Great Central 'Terminus at Far viaduct distance of 11 mile, the line would be on a ringdon-street. _ In the proposition to establish a railway terminus in Fore-street we do not discover any circumstance to make it an exception to our geneal objections against railway termini within the heart of the City. The pro posed branch to the Eastern Counties Line will be con iridered under the head of the North London Junction. 3. TUE TOTTENHAM AND FIBRINGDON-STREET TERMINUS. peciceeding from Tottenham, the line would pass to the e.aet of the Islington cattle-market. Cursing a little to t h e westward in crossing Shepperton-street, it woni,d thence .run us a straight direction to Vincent-place, and pass i ng t inder the City-road, at right angles, it would th.e angle formed by the intersection of take Ski n ner-strevt and St. John-street, whence it would be carried in a curve to the north-west angle of West Stnitgeld p a space proposed for the Serminus, and He recommends a trunk railway, consisting of three double lines, to run from Battle-bridge to his proposed grand terminus at Farringdon-street, for the use of such of the northern, north-eastern, and north-western lines, as should desire to have a terminus in the centre of the City, and who should be inclined to contribute fairly towards its formation. Mr. Pearson would carry the line of railway betweon two rows of houses, which he proposes to build, so as to form a spacious and handsome street, 80 feet in width, and 8,506 feet in length. The railway to be on the basement level, and to be arched over so as to sup port tbo pavement of the street, which wo u ld b e on the level of the ground-floor of the houses. Mr. Pearson proposes to give light and air to the railway by open ings in the carriage -way and foot-path. There would be two contiguous termini, one being on - - .-.~ TIN_ SUN, LONDON, THURSDAY EVENING, JULY 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 highly creditable to him. But on these it is not for us to offer an opinion. 11. THE GREAT WESTERN, BRENTFORD, AND CENTRAL 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 Ilungerford. It is also designed that this railway should be the means of bringing the London and Birmingham traffic to the samo southern terminus by means of the West London Line ; and that it should receive the traffic of the Direct Exeter 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 160 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 wits► the Blackwall 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 viaduet 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 Blackwall Railway. The estimate from Hungerford Market to Blackfriars, including the Thames embankment for that portion, is 500,000/. The estimate from West Drayton to Hungerford is 1,100,0001. There would be stations at Hungerford, Waterloo-bridge, Blackfriars -bridge, King William street, and at Penchurch-street, where additional ground would be taken to enlarge the present station. It is also a part of this project to 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 vie 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. As regards that portion 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 fur 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 Parliamen tr. 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 If ungerford-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. bridge which Mr. Martin proposes to construct over Chelsea Reach, Mr. Martn 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. Martin has 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 railway along both hanks of the Thames, or in the con struction of his numerous floating piers, which, it 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 for 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-pa'rk, 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 be in connexion with the Greenwich Railway. The principal terminus of the North Kent R tilway is proposed to be at Union-street. In approaching this terminus the line is to be carried upon a viaduct, and eo 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 3i miles. This includes the price of the land required for the terminus, which is estimated at 80,0001. The viaduct would be of brickwork principally ; and in the °pan 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 the 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 one 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 approaches to a terminus in Union •street were thus opened and made commodious, we are of opinion that a station on that spot woul I be more convenient to the City passengers to and from North Kent, than one at London-bridge ; because they would then have three 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 ,here has been a want of proper combination in the en gineering arrangements of the South-Western and North Kent Companies; but an improvement in these art angetnents might he made under the sanction of the Legislature, which would produce the required result without entailing unnecessary expenditure upon the parties. 2. SOUTII-EAiTERN EXTENSION TO WATERLOO-BRIDGE. This is a part of the South-Eastern scheme for the North Kent traffic, and it is for the purpose of giving the travellers by that line a West•end terminus. More properly, it mi g ht be called the West-end branch. 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 descendin g t o t h e point where it wou ld pass un d er t h e embankment of th e C roydon R a ilway; from which point it wou ld again ascend to the leve l necessary to admit of crossing the streets in proceeding to the ter minus at th e W aterloo-bridge-roa d . Th e d e s cen di ng plane would h ave a gradient of 1 in 29, an d t h e ascend ing a gradie n t o f I in 233, exten di ng t o th e Grange road, where the railway will have attained the requisite height. This line would, in its course, interfere with church property in t wo i nstances. It would have to b e f orme d over the sit e now occupied by St. M ary ' s Ch urc h, t h e new district c h urch of the parish of St. George the Martyr ; and aft er passing the Westrn i ns t e r-bridge•road, it would be carri e d c l ose to a new d i str i c t c h u rch, whi c h, however, has not b een consecrated. It is generally ad m i tted that the B r icklayers' Arms terminus is very inco nven i ent for passenge rs coming from or proceeding to the north side of the Thames ; and there can be no question that any station near Waterloo bridge would bs much more central and convenient for them. There the appr oac h es are numero us and spacious, and the level of the t erm i nus might be made to corre spond with that at th e south end o f t h e b r idge. Sho u ld such an arrangement b e 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. Although we are no t required to en t er i n t o th e con sideration of the engineering details of the various pro jects brought before us, we think i t necessary to state, that it is by no mean s c l ear, f r om 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' Arras station, as well as to the proposed crossing of the South-Western:Extension line on a level. In the first case, the project of £he South-Eastern Comeau 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 traffic, 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. It, 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 YORE 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, wkere 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 line 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 convenience to the City pa: sengers who use this line of railway. It has been suggested by Mr. Alderman Humphreys and others, that, coupled with the permission to make the extension 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 be 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 com pulsory oe 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 purchase 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 he 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-houses in that neighbourhood, and also on the ground of its passing so near to the west-end of St. Saviour's Church 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 trustess 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 high-road near rlatcham, 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 ,:,:eneral considerations by which we hare 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 be 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 Thames at 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.) DALIIOUSIE. (L. S.) JOAN JOHNSON, Mayor. (L. S.) J. C. lIERRIES. (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 management on railroads in 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 may be ensured to the public; to take into con sideration what means may best be adopted for diminishing the extravagant expenses attendant on obtaining Acts of Parliament for legitimate and 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 objections 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 been 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 011 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 gesso in town fora considerable time. One witness men- tions a case in which be himself had 100 witnesses waiting for three weeks 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 1,000/. a- day, 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 tendaEce is required before the Standing Orders Committee of this House has been much reduced by the recent altera tions in the standers, and the expenses to the promoters of Bills proportionably diminished. The Committee are of opinion that means maybe 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 Bills 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 bo applied for, which would also obviate the objection in Scotland to notices being affixed on church 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 would be the last Friday in that month, to obviate the objection which occurred last year of the 30th falling on a Sunday ; and th a t notice should be served on proprietors pointing out the figures on the plan which refer to their property. It has been proved to the Committee th a t a l arge amoun t 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 Mr. Blott, an officer of experience in 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 the rep or t, an d might, if Parliament 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 unnecessary 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 which they 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 have 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 follow, that 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 an 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 par agra ph s o f w hi ch 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 th a t it i s 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 po wer 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 'night 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 evidence of their capability and bona fide intentions as might be deemed a sufficient guarantee on which to sanction further prooeedings. This board shouli have the power, if they thought fit, of giving authority for the survey of the proposed line, Fi;,milar to what is given to persons employed in the Or4nance stir. vey, but requiring from the promottnd i.aeurity, by the de posit of a sum of money, as au 7,4dannity for any injury that with On the the gn might be done d ur i ng the progress of the su rve y. plan and secti on an d i ts d eposit C bo T arl eti ,a ° s n o fthe formerly suggested, the investigation would be undertaken by the Ward with the view of ascer taining not only the oompliance with the standing ordars, and the importance in a public point of vi ew o f th e proposeeline, its practicability, &c., but also in what respect any consider able interference was proposed with private property'. Al a what particular objections an y p ro p r i etor might haw, s same, as effecting his estate, and how far means could "7. taken to obviate these obj ec ti ons . Th e C omm i ttee con sidel that, with the aid which the officers belonging to the boot" could render to the Committees of Parliament, by laying be" fore them such investigations, and giving evidence i n 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 Committee of Parliament on railway Bills, by way of solving difficul. ties, and making provisions for contingencies, are constantlf in the habit of referring matters and attaching responsibilities to the Board of Trade, which Board has not the means et 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 wh en opene d, as we ll as quest i ons 0, , 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, it 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, hag 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 great amount of trust money invested in the public funds, becomes very desirable. The question of the gauge has been brought incidentallf under the notice of the Committee. The evidence of dale, rent witnesses points out the great c onven i ence wh i ch wou ld be obtained by a uniform and proper gauge; and the Com' mittee wish to direct particular attention to the very impfl" 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. TUESDAY NIGHT'S GAZETTE. DIVIDENDS DECLARED. J. Gale and Son, rope-makers, Love-lane, Shadwell- 4 div. of 2s. 3d. in the pound (new p roo f s ), any Friday, a t the office of Mr. Follett, Sambrook-court, Basinghall-street. W. Williams, victualler, High-street, St. Giles's— a div. s' 20. in the pound, any Friday, at the office of Mr. Follett , Sambrook-court, Basinghall-street. J. Welch, licensed victualler, Holloway—a div. of 34d. in the pound, any Friday, at the office of Mr. Follett, SAW brook-court, Basinghall-street. B. Thompson, innkeeper, Aldeburgh, Suffolk—a div. of 15 ' 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. 6(l ' in the pound, any Friday, at the office of Mr. Follett, Sal' brook-court, Basinghall-street. R. Hutchinson, leather-seller, Jewry-street, Aldgate- 4 div. of 2d. in the pound, any Friday, at the office of g r ' Follett, Sambrook-court, Basinghall-street. H. D. Watkins and J. Innes, lead merchants, Mancheste r —second div. of 7d. (and first and second div. of 2s. 9d.2 11 new proofs) in the pound, any Tuesday, at the office of DI P Fraser, Manchester. F. Jones, wine merchant, Canterbury —a div. of Is. Gd. the pound, any Friday, at the office of Mr. Follett, Sad' brook-court, Basinghall-street. H. Docker, oilman, Pall-mall —first div of 4s. in the pound, July 1, and two following Wednesdays, at the 00" of Mr. Turquand, Old Jewry. I. Denning, watch-maker, Titchbourne-street, St. James —first div. of 2s. 6d. i n th e poun d , any Wednesday, at tu office of Mr. Whitmore, Basinghall-street. DIVIDENDS. In the Country. J. Arkell, miller, Donnington-mill, Gloucestershire, J,t 1 „ 11 23, at eleven, at the B r i sto l Di str i ct Court—H. L. F u , " James, furrier, Bath, J u ly 24, a t eleven, at the Bristol .X trict Court—E. J. Staples, surgeon, Bristol, July 27, eleven, at the Bristol District Court—R. Lewes, woollen 10 4 nufacturer, Wootton-under-Ed ge , J u l y 2 8, at eleven, at t',4 Bristol District Court—J. P. James, draper, Truro, July t at eleven, at th e E xeter D istrict Court—T. Western, 111si at ~b. ster, Brushford- m ill s , D evonshire, July 23, at one, Exeter District Court—T. L. Gordon, cabinet-maker, -e),,0 ter, July 23, at one, at the Exeter District Court—J. v,e' d& and W. Walton, merchants, Liverpool, July 22, at twe','"i,. at the Liverpool District Court—F. Gill, hardware dens Manchester, July 24, at eleven, at the Manchester Dis i r ri w Court—J. Law and E. Hudson, cotton spinners, Ranis",°o wood, Lancashire, July 22, at eleven, at the Manck,e7 o , District Court—J. Westhead, smallware manufacturer, chester, July 22, at twelve, at the Manchester District tie - s t —J. Morris, auctioneer, Manchest er , J u l y 2 2 , at twelve, r , the Manchester District Court—T. Sutton, draper, At' stone, Warwickshi re , J u l y 21, at twelve, at the Bir:,d ham District Court. CERTIFICATES to be granted, unless cause be shoirri the contrary, on the day herein mentioned. L. Whitby, builder, Poultry, July 24—W. T. Time antimony refiner, Ch ar l o t te - street, Blackfriars road, Ju ly too —S. Pritchett, Charlbury, Oxfordshire, July 23—C. Clsri os draper, well-road, July 22—T. D. Brown, nomra.,ie s ib, merchant, Liverpool, J u ly 24—H . L . Fitzjames, furrier, July 24—J. Green, co a l merc h ant, Yarmouth, July '22„3,,.. Rowley, silk manufa c t urer , N ewton, Lancashire, JulY„%o, %V. Badger, bootm a k er , R o th er h am, July 24—E. T. iu" apothecary, York, July 23—W. Dale, bricklayer, Liyer e : tf July 22—R. and R. W ea th er h og, farmers, Stone, reef July 21—R. Steph enson , apothecary, Southwick-e,derre Hyde-park, July 21—T. A. Philli ps, oil merchant, Urel field, July 21—W . Boond, jun. stretcher, Manchester, Jul_, —W. G. Flyn n , merchant, L ower Thames-street, July T. Blackman, farmer, Briddenden, Kent, July 21: - J o ef Dykes, basket mak er , R om f or d , Essex, July 21-1'.. 1 ,1' f grocer, Sheffield, July 21—W . Greenwetl, whee'%„ Redcross-street, So u th war k , J u l y 21—J. E. West s-aesler' Tenant, stockbrokers, Leeds, July 21—C. H oppe, glass balYt Blackfriars-road, July 21—E. Sankey, surgeon, Cant July 21—S. Pilling, wi ne merchant, GateShead, ~ ba 01 , WI r July 21—J. 'Wilson, cabinet make r , Bury -street, elle" July 21. PARTNERSFIIPS DISSOLVED. J. and W. Wade, tailors, Holborn-hill—G. and J. 13 4 surgical syringe makers, White Lion-street, Pentonvillel c x and H. C. Benn, coal merchants, Hampton —E. Chat e l ? W. Cheetham, and E. Dyson, fancy cloth manufacLL"o, Paddock, Yorkshire —W. Chappelow, jun., and T. r..,; e a ironmongers, Long Acre—Z. J. Hunter and R. surgeons'-instrument manufacturers, Webber-row, ". friars-road—W. J. Thwaites and W. IL Smith, laceol iih Thatchbrook-court, Pimlico—J. Rayner and P. DA ' G coffeehouse keepers, St. John-street, Smithfield—i''.ter Mesban and S. Boulton, merchants, Manchester—W. F ° ; / . and W. Orme, spade manufacturers, Stourbridge, Worcea ‘ t o shire—W. and R. George, plumbers, Wokingham, BerkP ir a —G. Webster and C. Smith, painters, St. Helens, Lancsit i , —S. Sugden and J. Craven, cotton spinners, ConstiL i i c i, bridge, Lancashire—A. Sykes, J. Matthews, and F. lii r e dlehurst, fancy cloth. manufacturers, Kirkburton, York_a s e ra —W. B. Edwards and E. Foot, ironmongers, Blan":, s , Forum, Dorsetshire—R. J. Lowes and W. print Manchester --J. Acton, and R. H. Hayley, ginger manufacturers, Birkenhead, Cheshire—S. Pincoffs, A. Allie M and J. R. Haas, m erc h ants , M anchester —O. and M. Tan i ; pork butchers, Manchester—E. Dobbs, L. Dobbs, A. Dob bs ' Ta n i ; and 0. B. Dobbs, Fle e t- s t reet ( so far as regards 0. B. Poulo —M. Robinson, F. Good a ll, an d R . Goodall, Guiseley, shire. SQUESTRTIO& William Mitch SCOTCH ell, farmerE, Dewaramill, ne ear St. Andr e July 3 and 24, at one, at M'Nab's Inn, Cupar. Robert M'Lellan, spi r it merchant, Glasgow, July 6 and 2l° at twelve, at the chambers of Mr. Dick, jun., Glasgow. st William Glass, boot maker, Glasgow, July 6, an d 27, twelve, at the chambers of Mr. Smeaton, Glasgow. Neilson and Murray, printers, Paisley, July 6 a nd 27 5 ! ' twelve, at the ch am b ers of Messrs. Reid a n d H a nders° 0 Paisley. Charles Bond, p ropr i etor of the " Northern Herald," l nes" ness, July 6 land 28, a t twelve, at the chambers of ifr. Prophet, Inverness. John Yello w l ees and Sons, coachbuilders, Edinboro di), Co July 4 a n d 29, at twelve, at the Royal Exchange nee'r ,-,- house, Edinburgh. rol l/ i ADVERTISEMENT.] —DI:A.I,NRS!) AND DEFE- 0 VISION RELIEVED, 39, ALBEAMARLE-STREET, PICCADILLTI4I%.II invented acoustic tubes, for relief of extreme deaneis, and W inserted n the ear cannot be perceived by the nearest obsereT. t . they are entirely di ff erent from all others, and are the smallest t i log instruments constructed—mea.suring only a quarter of an nfLb• their widest part; they may be securely adjusted in the ears ...; e r served, and re moved therefrom with as great ease and facility. 'Ol sons are enabled to join in general conversation, and to hear O t is distinctly in a place of worship, 84c., and what should .be grata f ed considered, a natur a l expansion of the cavity o tthe ear Is preset. — a thickening or contraction of which in many instances la. ;or tially the cause of deafhess—and by their use the unpleasan t fo r Cation of singing noi ses i n the ears Is entirely obviates. Also t o proved hearing +.... petit of every description. Immediateu newly-invented spectacle lenses are plac e d b efore imperfect YPL s e o t , either by day or candlelight, that m i st and d ldlness which OW before the eyes is at once removed, every distinct, so that the most aged de object beco mes clear oil def ective ei g ht b ecomes bright sto brilliant, and is brought to i ts youthful, natural, and original atoti Also the most p ow erful achromatic t elescopes, opens glasse°' sfa microscopes. Caution—Messrs. 8. and B. Solomons, opticianS,...o not in any way connected with a person of the same name in woo immediate neighbourhood, nor in any part of the country. To Pr e Ar mistakes, be cauti ous, and observe—only to be had at 39, Alber1101" street, Piccadilly, opposite the York Hotel. ......—___ On the 25th ult., a t Greenwic B h, Mrs. IRTHS% Israel Marks, of a hte' On the 26th ult., at B r i ghton, the lady of Major ' Cantle'', B .— Artillery, of twins, boy and girl. On the 28th ult., at W e lb ec k- street, Cavendish-square, the 1,•-• °f Joseph Bonomi,Esq., of a son. On the 30th ult., in Gl ouces t er-square, Hyde -park, the law of Frank Somerville Head, Esq., of a son. On the 30th ult., Mrs. Lewis Day, of Salisbury -square, of a son ..of n On son the 30th ult., in So u th- street, Park-lane, Mrs. F. W. CA a. On the 30th tilt., at Forest-row, near Tenbridge-wells ;he Rev. 11. R. D u P re, of a daughter. ' the ,wife On the 30th ult., in Chester-square, Mrs. R. C. Molllgh, of a 60> MARRIED. J oin On the 24th ult., at the church of Lower Witham, the Rev- v„et. Boughton Hogg, to Anna Maria 'Maxwell, only daughter of the I . 11. F. Lyte, of Berry-head, Brixham. DIED. On the 25th ult., at Kidb roo k L o d ge, Blackheath- It. the .be" Cb It. Mountain, Rect or o f H avant, aged 56. On the 27th ult., James Bell, Esq., late of Ciapton, Middlesex. 1 . of On the 27th ult., at Kels o , R ox b urghshire, the infant dough ° Mr. Fern. On the 27th ult., at Ali,•erne-hill, Penzance, It. Husband, Esd• On the 25th ult., at Milverton, Some rset, Charley Trevor. Ewl'ajef Esq., aged 50. On the 29th ult.. at Surrenden Derin g, i n Kent, Henry Han On the 30th ult., at Norwood, Henry Langton, Esq. On the 30th ult., Mr. T. A. Ashby, late of the Strand. 11.10N7wLy i ---- j iT --- --- LIT. ARyoan"CAJtr. Major-General.—Wm, Gray. Colonol.—Trelawny, Royal Artillery. (of L , i v e o u u t i e i n d a s t r i to-oCe received on Lieutenant-Colonel.—Ryan, B ne j 50th Foot, Kussowlee, —8 al o . th K i l et:) Major.—Oliver, 63d Foot. Ford, 04th 15 th Hussars, ut sea, off St. Helena ; ;ore , 04 th Foot; May ne , 6 1st Foot ;•Glveen, 70th Foot; W. Royal Engineers; Farrant, Unattached. v 05 5,11 Lieutenants.— Gough, 25th Fe, ;C. G. Smith, 25 t h Foot ; — do re ' 5 0th Foot ; Dunning (Adjittalst), 53d Foot, a t Kalkyt, of wt on .,, o icP ceived Feb. 10; William s , 54th Foot; Mahon, 63,3 Foot; 11, it. oth Foot ; Braymann, h. p. let Light Infantry, German Leg io Pagano, h. p. Corsiou Rangers. Ensigns. —ldoxley, 45th F oot ; Rarclay. 9: , ,d Foot ; 4, I s. 90th Fond{ Alex. Grant, h. p. Ist Foot. tji (IRllllenusisters.—Brodribb, 14th Dragoon ; h• I ) * UrAgoons; Bulcock, h, p. 24th Dragoons. Assistant-Surgeen.—Gray, 63d Foot. Orr Commissariat.—Llufrien, h. p. D eputy-Assistant-Cow General, ' .."ws.----------- -; °' London: Printed and Publi s h e d by NIITRDO YOUNG, of No•co11e1 Strand, Printer, at The S un O ffice, N 0.112, Strand , in the -Pre ta of the Savoy, In th e County of Middlesex, ThttrlnWP j 2. 1846. 13. THE LONDON RAILWAY. Mr. James Clephan has submitted to us the genera, 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 Straiad, and to pass up Bow-street into Tottenham-court-rcad ; thence a branch would puss along Paddington-street, and Crawford -street, to the Great Western Railway and parsuing a course to the New-road, the line would skirt the reservoir in the Hampstead-road, and join the Birmingham Railway, at Euston-square. Proceeding still further eastward, the line would pass through Sorner's- town, and join the New-road at Pontonville. At King's-cross it would be connected with the London and York line, if that rail. way should be made. From 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, aed 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 would be likewise a branch to join the South-Western Railway. It appears that this scheme is estimated to require a capital of 5,000,0001., of which 3,300,0001. 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 EAILWAI TRANSIT LINE. Martin, Thi s project ti. v,, has h o beeng ives brought oglt before general i description u t .T i th n ) 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 to Bugsby's Marsh, where a branch would diverge towards a station to be placed near the north-east angle of the East India Docks, 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, close 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 -ro,ing 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 l! , tht - Thithe, where it would separate into branches, , :ach 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 terminating at a station near a . I V a P Jr' Chi ;iv of ir( the tn COI of cal Ire ;,!i thc la, Ott , thr t „ at ..esti tap 7)e t ficfri xt aptly and of rpeopl e , 'diffuse be enal the pre use of t • •oatiou LA In Or:i Such an ie prepat scrip ; greater c • ual name au 3lancl fi!r,—; C "an ter of V thi tion Rat! of the St porating went of t .Form s r , A% Ors Ofti I R AN All Per: e qUeSted '"Cretary. 3 1, Prim FREED O II; c t e rie, eo t ,:sl t bsio tt raa} :a au e i stn n l3 .siaoi u c trii _,2ourt, at t 1 :seventh . t he toren o O "tu gr, of rgent hampti :I 'Also a I t ; -an num prop . Westminst ( Also, a ' th e Reserr ( .nn l ease to :a c lear rent Particul a 'Chambers,'Walker Cr Lis ,street, Lcic, EARI " No fan ertatrily o tnibes. It i benent of i equal to the Rick Clot at BE Zi - ,TAI Early air 2os, ricealti Fruit Trees, 41 my Dancing in BENJANI Plecadllly, nv,v arrang, ventilated, a ' Dr ternPorai M oderate co Poles, 8,,, c Orders pet attention. DAV] Is 52L. Cawl:es, Is Solar, 3, 1 Wincl•or ge Windser, Ter lb.; II (- 3!“. FOr c ash 114rtin's-lan THE The omcally parifie, ainental ch aracteristi cnce the del, and other so the gene Table Spool dozen Dessert diet Tea ditto at Gravy (flit( NICKEL Introduced and lIIIETC Kington and sterling si Mentally. erlal itself, Public have by him only eats be suppl they be thsti Tea Spoon Dessert Pc I) essert si Table For Table Spoc TIOLI and e( prices. AU I cat alogues, e Bent (per pos WILLIAX of general I w orld, and tu 49, Oxford•st street, Ism JUV A nt! We Thel Whi Oh ! But And Thei NoN% The Tree For At it Of hi Pareats an E.' this vgrict, Is Estanrsi "orY garmer lintn, Q 1 eq 1 11011 tpDTPOrVieeel:l: a ..buainess L, }lttu I I 1 Signe 'JUR eleva r ate Jai taYge 184 A, Zvi tra, le ttu, Per it: ISI; 1)03 'to sou r c ese rt etr?r g v to ovv. rt trio st Dres Burt Trot Trot Vest Sam Cast Fish °Mc Noy Trot