The Sun.
London, England, 1846-11-19 00:00:00

traffic of every railway to the north side, must be pro

vided for. And unless separate divisions are made, to
allow each company to carry on their own business dis-
tinctly and separately, the confusion will quite mar all
the good effect of the measure. It is impossible to give
every railway a separate division. It is not only start-
ing the passenger trains, but they must have depots of
carriages, of waggons, and booking-offices ; and, in fact,
a whole establishment ; not, perhaps, quite so large as
the parent establishment at Euston-square ; but it must
be a very considerable establishment ; and if that is mul
tiplied for each railway, it becomes almost an impossibi-
lity. It must be multiplied as regards carriages, and so
forth, though not as regards clerks so fully. In addi-
tion to the difficulty of obtaining sufficient room for
transacting the business of the station, great incorive
nience would arise from the distribution from a central
pour-, through the existing thoroughfares, of so much
traffic accumulated in one point. If the London and Bir-
mingham terminus alone were brought to Farringdon-
street, it would greatly impede the present thoroughfares
in the neighbourhood ; but if in addition to this, several
other railways also had their stations there, the streets
would be entirely blocked up. Ludgate-hill and Fleet street
would not be sufficient for the traffic under such circum-
stances. Ai regards Euston-square and Camden-town
at this moment, from their having the whole traffic there
to them,elves, there is little or no impeliment to arriv-
ing ; a man can calculate his arrival at his point with
any fear of being mistaken about i% ; the traffic presses
very much just at this moment, but witness never yet
witnessed any impediment in reaching the destinacie-
freely and without difficulty. If all the railways were
to be brought to one focus, no passenger could calculate
upon arriving with certainty or punctuality at the point;
the same remark applies to Paddington. The uncer-
tainty would be still greater if that focus were adjacent
to the greatest and the most thronged thoroughfares in the
metropolis, east and west. The passages along Holborn
or Fleet-street at present are slow and difficult. Consi-
ders it very deairahle that the platform at the station
should be under cover ; it is absolutely nee •ssary for
the convenience of a passenger station. It is also very
desirable that all the carriages in the station at night
should be under cover. To provide for this, very large
sheds have recently been erected at Euston square ; it
is very difficult to find accommodation for them all at
certain periods of the year ; the traffic of a large railway
varies so much according to the season, that it is almost
impossible to provide sufficient space. The number of
trains per diem on the London and Birmingham Rail-
way is 22 each way, and 10 goods trains.
Mr. George Hudson, M.P., Chairman of the Eastern
Counties and Midland lines, states that the former are
promoters of a project for the extension of that railway
to Farringdon-street. The great object of this extension
is to get a station as central as possible with reference to
the west-end and the city.—Approves of the locality of
Farringdon-street for their terminus. —They have no in-
tention of abandoning their station at Shoreditch; it
would still be useful for that part of the town.—Should
divide the trains in some cases, and in other eases run
certain trains on to the station at the West-end; some
trains would run to Shoreditch and others to Farringdon-
street.—Believes that their station in Farringdon street,
provided no other termini were brought there, would not
inconveniently crowd the streets in the vicinity.—But if
in addition to the Eastern Counties terminus in Far-
ringdon-street, other schemes are carried out, bringing
the termini of several other railways near the same
locality, it will undoubtedly cause considerable incon-
venience to the daily traffic of the metropolis.—Any
great central station would be unmanageable in the
•entre of London.—The station arrangements could met
"arried out.—The thoroughfares would not be always
assable.—lt is desirable, where it can be accomplished,
have a central station; admits that most fully. —At
•Tewcastle is centralizing the whole of a number of rail-
says at one given point ; there it is manageable ; but in
London the traffic is too large; there would be delays in

entering the station ; the -arrangements would he too
complicated; there would be delay also in getting away
from the station.—The same objection would apply to a
number of stations brought very closely together, with-
out the confusion of station management which there
would be in one common station. There would, however,
he the same confusion in the streets.—Has no doubt,
that if the Eastern Counties succeed in getting their ex-
tension to Farringdon-street, other railway companies
will also desire to get termini in or nearer to the City
than they are at present. Thinks the case of the Eastern
Counties one really demanding either a West end sta-
tjoniir something equivalent to a West-end station. The
Eastern Counties have a large quantity of traffic which
must come up to the West-end-, and if they are extended
to York, the traffic will be very much increased. As far
as the West-end traffic is concerned, therefore, it is im-
portant, if they cannot get a
should have one uniting, in a
est-end station_, that they
gr
deaat degree, both access
to the City and to the West-end;
being( the traffic
of ono set of rails, there would beano difficulty in ma-
naging it. But if the Birmingham and tiii e Wewstoulodf
England traffic is brought to the same
and cauPseoiatht'e
it
make a double amount of traffic,
Possible confusion at the station. Is perfectly •Fateiastsit
that a central station embracing the whole of the
„iiiivoy termini, or any great portion of them, in one