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

13. THE LONDON RAILWAY.

-Mr. James Clephan has submitted to us the general
outline of the London Railway, the object of which is
stated to be to form a connexion with all the existing
termini in the vicinity of the m)tropolis, going partly
through the town, and principally constructed on a
viaduct.

Mr. Clepban describes the line as follows :—Starting
from Rlackfriars-road, it is proposed to cross WatPrloo-
bridge and the Strand, and to pass up Bow-street into
Tottenham-court-rcad ; thence a branch would pass
along Paddington-street, and Crawford-street, to the
Great Western Railway • and pursuing a cnurse to the
New-road, the line would skirt the reservoir in the
Hampstead-road, and join the Birmingham Railway-, at
Euston-quare. Proceeding still further eastward, the
line would pass through Somer's town, and join the
New-road at Pentonville. At Icing'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, and continue on until it reached
Blackfriars-road, at the point from which it started.
Mr. Clephan also stated that, from Fenchureh-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 9 • 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 ia-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.
14. THE LONDON CONNECTING RAILWAY AND _RAILWAY

TRANSIT LINE. ----
This project has been brought before us by Mr. John
Martin, K.H., who gives a general description of it in a
paper dated May, 1846 (See Appendix).
Commencing at Barking-creek, this line would run
along the north bank of the Thames, to a
,point in
Woolwich-reach, nearly opposite 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 tt 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 Ktratford,
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 crossing the Thames shove Battersea. From that
point it would sweep round to form & junction with the
South Western Railway at the Nine-elms station, and
thence proceed to Lambeth, where, opposite the Obelials
a grand terminal ste.tien will be established for the
Dover, Brighton, and South Western Railways. From
that ter tipus the line would proceed hz. a curve towards
Rother:ll4ll:e, Yviee79 it would separate into Lraprhes,
each taking the ,eot,use south bank of the river;
one eastward along
Ore yrach, and the other
westward, intersecting all. the 4rlag. frost TJondon.
bridge to Vauxhall, and terminating a 4 4 sOAp *ety tt

bridge which Mr. Martin proposes to construct over
Chelsea Reach.

Mr. Martin proposes to have a continuous line along
the north bank of- the river, from Barking-rea:•h to
Chelsea ; and he proposes further to hare a branch from
the river side, near L:mehouse, 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 pni-
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 iyotii 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 f>r this project. The
ob'ect 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
c,,ntral terminus, which would be at or near Farringdon-
street, and to provide wharfs and stations on both sides
of tlie Thames. A direct line of communication would
be formed from the south-eastern parts of the borough
cf 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 ri,ge.tit's-park, by St. John's-wood and Nlaida-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
us 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 he carried
over the Croydon Railway, having a back branch ad-
mit the traffic from Brighton and Croydon. There
would be a branch into the New Cross Station commu-
nicating London-bridge, and further eastward
another branch which would be in connexion with the
Greenwich Railway.
The principal terminus of the North Kent Riilway is
proposed to be at Union-strt et. In approaching this
terminus the line is to be carried uron a viaduct, and no
road would be crossed on a level between New Cross
and Union-street. The .onnexion with the West-end is
proposed to be accomplished by forming a junction with
the proposed South-Western Extension line ; and should
tha South-Western Company think fit they would be
permitted to use the Union-street terminus.

- This terminus, which appears to be conveniently con-
trivtd, 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-str. et ;
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 pith any church property or
public buildings.
From the New Cross to Union-street, the property is
valued at 303,0001., 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 open country it would be upon an embankment be-
tween retaining walls. _ _

The extent of stati,,n room at Union-street is to be
ftmr acres. The upper level, which is twenty-feet above
the pavement in Union street, would be appropriated for
pa•,sengers, and the lower portion for the stowage of
goods. _ _

1 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 forma goods station. To
the passing of this bridge, and the establishing a station
in so thronged a part of the metropolis, we see grav,,
objections, as we do not find that any improvement of
tie adjacent thotoughfares 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 Keet
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-
triars-bridge or London-bridge, toll free ; and it is a
question whether the c-ampany 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 we re
thus opened and made commodious, we are of opinion
that a station on that spot wadi be more convecientao
the City passengers to and from North 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
there 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
arrangements might be made under the sanction of the
Legislature, which would produce the required result
without entailing unnecessary expenditure upon the
parties.

2. SOUTH-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 might 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
descending to the point where it would pass under the
embankment of the Croydon Railway; from which
point it would again ascend to the level necessary to
admit of crossing the streets in proceeding to the ter-
minus at the Waterloo-bridge-road. The descending
plane would have a gradient of 1 in 29, and the ascend-
ing a gradient of 1 in 233, extending to the Grange-
road, where the railway will have attained the requisite
height.
This line would, in its course, interfere with church
property in two instances. It would have to be formed
over the site now occupied by St. Mary's Church, the
new district church of the parish of St. George the
Martyr ; and after passing the WeAtminster-bridge road,
it would be carried close to a new district church, which,
:waver, has not been consecrated.
It is generally admitted that the Bricklayers' Arms
terminus is very Inconvenient for passengers coining from
or proceeding to the north. side of the Thames ; and
thpre c,n be no question that any station near Waterloo-
bridge would be much more central and convenient for
them. There the approaches are numerous and spacious,
and the level of the terminus might be made to corre-
spond with that at the south end of the bridge. Should
such an arrangement be approved, it would be dosirable,
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 by made free to the
railway passengers.

AiLlio4,,h we are not required to enter into the con,
sideration of tho ei3gipeering details of the various pro-
jects brought before us, wa think it necessary to state,
that it is by no means clear, from the evideppg of the
;i;;.,p4, witnesses, that, under all the circumstances, the
most tavotii4l4 ine bas been selected for this extension.
There are no objections to tho arrongernents of the levels
war the present Bricklayers' Aitus"st4t4qpl n.# 70 its to

the propoKd erossirg of the South-Western:Extension
.;in. on a level.

In the first case, the project of the South Eastern
Company is to carry their fine- for goods to the Brick-
layers' Arms on graslietits which would compel the
puhl c, in using some thoroughfares in that neighbour-
le,(cl, to cross the rails on a level. Nothing can he 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 cf 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 tuff* it would be im-
possible to adopt such precautions as would in foggy
weather prevent collisions of a fearful character. It is,
therefore, necessar) that one or both of these companit s
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 S.sith-Eastern Company would have the oppor-
tunity of taking a fresh line, in which the defects of their
present extension schtme might be altogether avoided,
and it cannot, therefore, in its present shape he recom-
mended. P; however, the general line should be sanc-
tioned, some means should be found for overcoming the
difficulties pointed out.
3. THE SOUTH -WESTERN EXTENSION FROM THE YORK-

ROAD TO LONDON BRIDGE.

The Bill obtained by the South-Western Company
last year enables them to extend their -line from Nine
Elms to a station or terminus at Waterloo road. Their
present object is to extend the railway to a terminus
which they propose to establish on the right bank of the
Thames. near Sr. Saviour's Church, where they would
have the advantve 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-mai ket, 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 extensien line to London-bridge, there should be the
obligation to leave, on one, if not on both sides of the
proposed railway viaduct, a wide thoroughfare or street
for the accommodation of the foot passengers and car-
riage traffic of that district.
There can be no doubt that such an additional
thoroughfare would be a great accommodation to the
public ; but as it has not been shown that the district
through which the line is proposed to he carried would
be materially injured, or that any important lines of
communication would be Intel fered with by the railway,
we cannot recommend that it should be made com-
pulsory oa the company to incur the whole expense of
purchasing the property necessary to make this thorough-
fare.
The whole width that would be occupied by the rail-
way would not exceed 35 feet, and for access to the
viaduct on one side 15 feet more would suffice, making a
total of 50 feet. But if the company should be compelled
to leave a thoroughfare of 50 feet in width, as proposed
by Mr. Alderman Humphreys and others, they would
have to purcl.ase as their minimum width 95 teet, which
would nearly double the cost of the property to be ac-
quired.
They might, however, fairly be required to contribute
toward the of jest in view, and at le::st they should give
over for this public purpose all such portions of ground
as they may be under the necessity of purchasing beyond
the space absolutely required for the railway ; and we
have received evidence that they would not be unwilling
to do this.

Objections have been made to this extension, on the
ground of its interference with the Borough Market,
and some alms-houses in that neighbourhood, and also
on the ground of its pasting so near to the west-end of
St. Saviour's Cht.rch as to interfere with the approaches
to it, and to subject the congregation to interruption
during the performance of divine service. None of
these objections are, however, insuperable.
In the first place, the company should be prohibited
from running trains either into or from this terminus
during the hours of worship. Secondly, an arrange-
ment satisfactory to the trustess for the alms-houses
should be entered into, subject to arbitration, if neces-
sari ; 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 Rrevent 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-
brid_,e 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
hi.h•road near Mitcham, and running nearly plraliel
to the high-road, through Peckham and Cualberwelf.
It would there sweep round the north side of Benning-
ton-common, and, 2rossing the Clapham-road at New-
ington -place, it would proceed in almost a direct line
to Watt: duo bridge, which it would cross, as detailed in
the evidence of Mr. J. D. Paine, to its proposed ter-
minus in Wellington-place.
No traffic returns were laid before the Commission ;
but taking into consideration the cost of the work, and
that it would convey very little of the Greenwich or
Deptford population, in the event of the South-Eastern
Company forming a West-end line for passengers, and
bearing in mind that the Greenwich railway has been
found a very unprofitable investment, it is manifest that,
even if such a line is wanted for the district through
which it would pass (a matter open to doubt), it can
hardly be expected that it would be remunerative.
The passage over Waterloo-bridge, in the manner
proposed by the engineer of this line, is considered
quite inadmissible, as well as the contemplated terminus
on the north bank of the river; and it may here be ob-
served that this project has been laid before us in a very
imperfect state.
Having now given our opinions upon each railway
project which has been brought before us, and the
general considerations by which we 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 st pirate
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
comparisun of their general merits, receive the sanction
of Parliament, and subject, in either case, to the *condi-
tion:* 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. Thot a communication between the railways ap-
prsaching London on the north and south sides of the
river, and a connexion between them and the ducks 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.) DALHOUSIE.
(L. S.) JOHN JOHNSON, Mayor.
(L. So J. C. HEERIES.
(L S.) J. M. F. SMITH.

REPORT FROM THE LORDS SELECT COM-

mirrEp 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
attendant on obtaining Acts of
best be adopted for diminishing
the extravagant expenses
Parliament for legitimate and necessary undertakings, and at
the same time for discouraging the formation of schemes got
tip 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 Bill+ in Parliament:—
That the Commktee 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 expen-es attendant on obtaining Acts of Parliament,
and particularly to those rendered necesAsary by the standing
orders which have been established by both Houses for the
protectit n 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 objecti ins to Railway Bills for non compliance with the
standing orders are
generally brought forward, either di-
rectly or in drectly, by competing companies, and almost
always by parties who have no real ground of complaint on
the score of the want of due notice at; to the nature (*f the
intended measures, but
who for °thee reasons object to them.
This is a mode of opp,sition just as likely to succeed against ,
the best as against the worst Railway Bill ; and in point of .'
carat 4 has ball stated to the Comnittee that Bills which it
would have bt en highly for the public interest to have passed
have thus been defeated. _ 1
_ .

It has also been shown that it is obligatory on companies
to prove their compliance with the standing orders on every
point, and 4.3 theje is freoentiv much tintiertalnty at to,
when a Bill may come befotl6'the -Committee; it is necessary
for both promoters and opponents of .Bills to keep their wit-
nesses in town fora considerable time. One witness men-

Lion s a case in which he himself had 100 witnesses waiting
for three weeks for the Committee of the 'Luse of Coannons
on ;standing order?. Another witness, states... that he has
known one company to fr.: at an expense of nearly 1,0001.
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 ex,eedingly large; and it is to be feared that a large
proportion of this expenditure has been worse than useless,
having been incurred in brging 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-
tendar.ce 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 may be devised
by which more direct and better protection may be afforded
to proprietors than they have hitherto enjoyed. and that at
the same time the promoters of Bills may be relieved from
many of those charges to which they are now subject.
It appears to the Committee, in the first instance, te.be
very oesirable that the standing orders of both Houses affect-
ing railways should in all respects be, as far 29 possible, sim-
plified and assimilated; and that much advantage would
arise if some mode were adopted by which proof of a corn-
pliaece with these standing orders might be taken before
some proper authority, sanctioned by both Houses of Parlia-
ment. whose report might be received as evidi nee 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 lien tbereof 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 Ordnance survey, from some
published map, on a scale of not less than half an inch to a
mile, showing the same within a limit of deviation that '
should not exceed one mile on each side, will be deposited
with the different clerks of the peace on or before the last
Friday of September preceding the session in which the Bill
is to be applied for, which would also obviate the objection
in Scotland to notices being affixed on 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 Both falling on a Sunday; and that
notice should-
be served on proprietors pointing out the figures
on the plan which ref. r to their property.
It has been proved to the Committee that a large amount
of expense is incurred by the services of the notices on land-
owners living at a distance from the line of railway. With a
view to meet this difficulty the Committee endeavoured to
ascertain how far it might be possible to provide for the due
performance of is 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 thePost-
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 hen 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 injuriouslyaffcting
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 report, and
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 hiving only the power to approve or reject the scheme
so sent to them, not to select Oat 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 eveii their own means would
warrant their undertaking them, or the necessities of the
district call for them, in order to protect themselves front
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
ruine I, 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 is 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 :m portant consequence would follow, t hat
whereas at present railway scrip is transferred from hand to
hand with the facility of a bank-note, this would cease to be the
case, and no person would venture to purchase sharel 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 eradu-
lent scheme as to a sound one, and the other aff,rding to the
projectors the means of securing themselves aga:nst 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 paragraphs of which are
to the following effect:
The system of railways• and canals is now become so
extensive, and their relations amongst themselves are so
complicated, that no enactments passed by Parliament for
their government and regulation can provide for all contin-
gencies, or be properly carried into effect, unless by the aid '
of some more efficient machinery than any which exists at
the present moment.
"After mature consideration, your Committee have come
to the conclusion that it is absolutely necessary that some
department of the executive government so constituted as to
command general respect and confidence, should be charged
with the supervision of railways and canals, with full power
to enforce such regulations as may from time to time appear
indispensable for the accommodation and general interests of
the public.
" Your Committee in their former report adverted to the
ease of private arrangements between railway companies as
requiring serious consideration.

t' The—evidence they have since received pas shown that
arrangements of this nature between railway and canal com-
panies may affect the public interest to a still greater de-
gree; and they are convinced that the effectual mode of ob-
viating the evils which might arise from an abuse of the
power derived from such private arrangements will be found
in the constitution of such an authority as they have
.now
recommended.

" Your Committee entertain no doubt that a department
so constituted might, in addition to these duties, afford mate-
rial assistance to Parliament in railway legislation.
" It might save, by preliminary investigation as regards
facts, much expense to parties applying for Bills, and much
of the valuable time of both Houses, without in any way in-
terfering with the paramount powers of Parliament, and its
sole adjudication as to the rights of property.
The Committee, having had these various subjects undo
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 tile eon*flexion between their different line 4 cninlueive to the
general advantage of the country, and most seryie: able to its
various local inttlrests,

. . _
It cannot bd expected of the Committee to enter into any
detail as to the manner in which proceedings before this
board would be tarried 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 a its
object and advantages, and such evideng; of their capability
and bona fide intentions a, might be deemed a sufficient
&uarallte9 MI which to sanction further proceedings.
This board should have the power, if they thow2,ht It, of
giving authority for the survey of the proy.„-;.3 itne;'similar
to what is given to pers.ms et.T.,plc.yen in the Ordnance sur-
vey, but reltlirmg from the promoters security, by the Oe-
posit of a sum of money, as an indemnity for any injury that.
might be done during the progress of the sm•voy. ' •
On the completion of the plan and 4-,enCiovt at 4 its deposit'
with the board, as formetkr. wggeStOd, tlio investigation
wotild 1;0 uoderta-ken the board with the view of ascer-
taiang'not only tbeoompliance with the standing orders. anti
the importance in a public point of view of the pzur,444
its practicability, &c., but also in what, rei)4 aitY c‘O,Ii434CT,
V •