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

COURT CIRCULAR.

His Serene Highness the Prince of Leiningen and Lord
John Russell joined the royal dinner circlegtt Osborne House
on Tuesday evening.
Yesterday morning, at half-past eight o'clock, Lord John
Russell left Osborne House, crossed from the Isle of Wight in
the Fairy steam-packet, and proceeded to town, returning by
route of Wimbledon, where Lady John Russell has been
staying.

The—Queen and Prince Albert walked yesterday morning
in the pleasure-grounds of Osborne House.
The Royal children rode out on ponies yesterday.
The Court will, it is expected, leave Osborne House at two
o'clock this (Thursday) afternoon, for Buckingham Palace.
His Royal Highness the Duke of Cambridge visited the
botanical garden in the Regent's Park yesterday.
Lord John Russell returned to his residence in Chesham-
place at half-past two o'clock yesterday afternoon, from
Osborne House, Isle of Wight. The Duke of Bedford visited
his Lordship immediately after his arrival.
Sir Robert and Lady Peel left their residence in Whitehall
Gardens yesterday morning, for Drayton Manor, Stafford-
shire.

Mr. William Smith had an interview with Mr. Secretary
Gladstone yesterday, at the Colonial-office.
The Ecclesiastical Commissioners for England had a
general meeting yesterday. There were present, the Arch-
bishop of Canterbury, the Bishops of London, Durham,
Bangor, Chichester, Gloucester and Bristol, Oxford, Roches-
ter, Salisbury, and Worcester, and the Right Hon. 11.
Hobhouse.

Dispatches were sent off yesterday evening from the
Colonial-office for the Governors of the West India Colonies.
The Judicial Committee of the Privy Council sat yester-
day, and resumed the hearing of the Vasareelely case, from
Madras. Mr. Kindersley, Queen's Counsel;was heard. The
Lords present were the Lord President, the Master of the
Rolls, the Chancellor of the Duchy of Cornwall, and the
Judge of the Admiralty Court.

REPORT OF THE COMMISSION-
ERS ON METROPOLITAN TERMINI.

May it please your Majesty—We, the Commissioners
appointed by letters patent, under your Majesty's privy
seal, bearing date the 2d day of April, in the 9th year
of your Majesty's reign, to investigate and report upon
the various railway projects of which the termini are
proposed to be established within or in the immediate
vicinity of the metropolis, beg leave dutifully to submit
to your Majesty, that we have called before us such
persons as we have judged to be, by reason of their situa-
tion, knowledge, and experience, most competent to
afford us correct information on the above-mentioned
subject, and that we have required the production of such
books, documents, papers, and returns, as have appeared
to us calculated to assist our researches.
We have further to submit, that in obedience to your
Majesty's commands, signified to us through one of your
Majesty's principal Secretaries of State, we have directed
our attention to such portions of the several railways,
either now before Parliament, or projected, as come
within the following limits: that is to say, the Edge-
ware-road, from Oxford-street to the intersection of the
New-road; the New-road and the City-road, to Fins-
bury-square; Bishopsgate-street, London-bridge, High-
street, Borough, Blackman-street, the Borough-road,
Lambeth-road, Vauxhall-road, Vauxhall- bridge, Vaux-
hall-bridge-road, Grosvenor-place, and Park-lane.
And that we have especially considered whether the
extension of railways into the centre of the metropolis
is calculated to afford such additional convenience or
benefit to the public as Will compensate for the sacrifice
of property, the interruption of important thoroughfares,
and the interference with plans of improvement already
suggested.

We now humbly beg leave to lay before your Majesty
this our report.
We commenced our inquiry by Collecting such docu-
mentary information, in the form of bills, prospectuses,
and plans, as would place us in possession of the general
features of the various schemes, whether before Parlia-
ment or not, by which it is proposed to bring the line or
terminus of any railway within or near to the limits
prescribed in our instructions.
The following list shows the number and designation
of all such projects as have come to our knowledge :-
1. An Extension of the Eastern Counties Railway to
Finsbury•square.
2. An Extension of the Eastern Counties Railway tO
Fore-street.
3. The Tottenham and Farringdon-street Terminus.
4. The London and Birmingham Terminus at Farring-
don- street.
5, The Direct London and Manchester Line, and the
London and Manchester Extension to the City.
6. The North London Junction Railway.
7. The Regent's Canal Railway.
8. The Direct Northern Railway Terminus in Hol-
born.
9. The Extension of the London and Birmingham to
the East and West India Docks.
10. The Central Terminus in Farringdon-street.
11. The Great Western, Brentford, and Central Junc-
tion Terminus Railway.
12. The*Thames Embankment Central Terminus.
13. The London Railway.
14. The London Connecting Railway and Railway
Transit Line.
15. The National Junction Railway and City of London
Terminus Company,
16. The North Kent Railway.
17. South Eastern Extension to Waterloo-bridge.
18. The South-Western Extension from the York-road
to London-bridge.
19. The West-End and Southern Counties Railway.
The list divides itself into two heads, viz., the lines
which approach London from the south side of the
Thames, and those which approach it from the north.
The first point, therefore, which presented itself for
our decision was whether the same considerations apply
equally to the admission of these two classes within the
limits named to us; that is, whether the convenience or
benefit which the public would derive from such admis-
sion bears in each case the same, or nearly the same pro-
portion to the injury which would be sustained from the
sacrifice of property, the interruption of thoroughfares,
and the interference with future improvements?
It is our opinion that this is not the case—and for the
following reasons:—

1. Setting aside, for the present, the question whether
any railway should bo permitted to cross the Thames
within the metropolis, the termini which would offer the
greatest convenience, both to passengers and goods con-
veyed by the southern railways, may be described to be
Waterloo, or Hungerford-bridge, for the West of Lon-
don: and London-bridge for the City. The immediate
vicinities of these points are attainable by railways from
the south, with much less disturbance of house property
than would be caused by bringing the northern railways
to points of comparatively equal convenience on the
north aide of the Thames.

2. The property to be disturbed is less valuable, and
consequently the cost of furnishing the accommodation
to the public would, on this account also, be proportion-
ably smaller.
.3. The thoroughfares to be crossed on the south sick,
of the river are less important, and much fewer than
those on the north.

4. We have no evidence of any plans of street improve-
ments having been suggested on the south side which
would be interfered with by thelirbjected lines of rairwaye
The only contemplated improvement which could in
any way be affected thereby, is the opening of a new
and commodious thoroughfare from the Waterloo-road
to the Borough ; and we have reason for believing that
this might be facilitated by the formation of a railway.
This case is not so on the north.
5. The ordinary traffic of the streets on the south
side is not so great as on the north ; it is less concen-
trated, and it runs through wider and more convenient
channels ; so that the additional traffic created by rail-
way termini could be more easily accommodated.
6. Those of the public who would be benefited by the
close approach of the southern railways to the city and
to the west-end of London are more in number than
those who would derive advantage from bringing the
Northern railways into the centre of the metropolis ; in-
asmuch as those parts of Surrey and Kent which are
within a short distance of London, are generally more
thickly inhabited by persons having occupations in Lon-
don, and are more frequented for occasional relaxation
than the corresponding parts of Essex, Middlesex, and
Hertfordshire.
7. The Legislature has already sanctioned the form-
ation of a line from the Nine Elms to the York-road,
near Waterloo-bridge, and the construction of a termi•
nus at the latter point.
These are the grounds upon which we draw a distinc-
tion between the smaller portion of the district described
in our instructions, which lies on the Surrey side of the
Thames, and in the larger and more important division
of it which is situated on the Middlesex side of the river;
and a careful consideration of theni induces us to look
upon the close approach of the southern railways to the
eastern and western bridges of the metropolis in a more
favourable light than that in which we view the pro-
posed extension of northern lines into the City, or other
thickly inhabited districts of London.
We will now, in obedience to your Majesty's com-
mand', submit our opinion upon that question which we
are enjoined by our instructions as our
railwayseecial duty to
consider, viz., whether the extension into the
centre of the metropolis is calculated to afford such ad-
ditional convenience or benefit to the public as will Corn-
pewee for the sacrifice of property, the interruption of
important thoroughfares, and the interference with plans
of improvements already suggested ?

1. AS To TUE CONVENIENCE AND BENEFIT OF TIIE

PUBLIC.
We are of opinion that, as regards passengers, the
demand for that further accommodation which would
be given to them by extending the present lines
towards the centre of the metropolis, and the advantage
which would be derived from such accommodation, have
been much exaggerated.
It is no doubt true, that for persons proceeding to cr
from the city, the terminus of the Great Western, at
Paddington, is inconvenient ; and the same must be ad-
mitted of the Eastern Counties terminus at Shorediteh,
in regard to passengers to or from the west end of Lon-
don. And if these lints were to be laid down afresh, it
would perhaps be a benefit to the public at large, that
they should enter Loudon at points respectively cast and
west of their present stations. We arc led to this con-
clusion by the opinion which we find .to prevail gene-
rally, and to be entertained by all those who are moat
competent to form a judgment on the subject, that the
station of the Birmingham Railway in Euston-square,
is, on the whole, situated conveniently for the great mass
of passengers. This opinion being supported by the fact that
the distribution of passengers from the various stations
in London may be estimated to take place in the propor-
tion of nine to the west, and four to the east of a line
drawn north and south through Temple Bar.*
And although it does not follow from this that the ex-
tension of the Great Western, or even of the Eastern
Counties line, in the direction of Euston-square (even
were such projects before us), would deserve encourage-
ment, we feel that it fully justifies us in recommending
that if those lines should seek to come further east and

* See Table No. 1 in Appendix to Evidence.

west, they should be restricted to a c ourse which would
keep them outside the circle, or belt, de scribed in our in-
structions.

For the same reasons, as well as for otkors which will
appear hereafter, we have no hesitation in recommending
that the same rule should be strictly applied to all new
railways of which the schemes have come under oar con-
sideration.

We have stated that the advantages to the public of
such accommodation as would be afforded to them by
bringing the railway stations further into the City
appear to us exaggerated. It must be observed, how-
ever, that traffic-tables, the usual data by which the de-
mand for railway accommodation, and the convenience
which it will bestow upon the public, are estimated, have
throughout our investigation been very imperfectly fur-
nished to us. We do not mention this as a rcv.tter of
reproach to the promoters of the schemes which have
been brought under our consideration, for it is manifestly
impossible to calculate the direction and extent of the
traffic which takes pace to and from the different parts
of London and its suburbs, with the accuracy which is
expected in dealing •si ith ordinary lines of railway ;
but because the want of such evidence has compelled
U 3 to found our conclusions rather upon the judgment
of persons of experience, and upon o.ir own observation,
than upon numerical returns.

It is by those passengers who constitute the short
traffic on lines entering London, and who are in the
daily habit of using a metropolitan railway, that tke ad-
vantage of carrying the line as far as possible into the town,
would be most sensibly felt. But we have it in evidence
that the average distance travelled by passengers who ar-
rive at the Euston.square station is not less than 64 miles.
To passengers moving over this length of ground, and,
it may be assumed, using the railway less frequently,
the saving of a mile or two, whether estimated in time
or money, is of comparatively little imnortance. And
although it is likely that in the case of other lines which
may hereafter enter London from the north, this average
will be lower ; inasmuch as they may pass through dis-
tricts more frequented by persons having occw:lations in
the metropolis than any which are traversed by the
Birmingham Railway ; we are nevertheless of opinion,
that the probable demand for the better accommodation
of short traffic on those lines, would not justify such an
expenditure on the part of the companies, or such a sa-
crifice of property, as must result from carrying the
lines through the thickly inhabited parts of the metro-
polis.
Bus if these railway companies should deem it neces-
sary to offer to their passengers the means of convey-
ance to more parts of the metropolis than one, we are of
opinion that this might be effected with greater advan-
tage to all parties by branches skirting the town, and
terminating at points without the line described in oar
instructions, than by penetrating within it.
If the convenience of passengers does not call for the
prolongation of railways into the heart of the metropo-
lis, still less does it require the establishment of any
one central terminus, at which therailways from different
parts of the country should unite. We believe that the
number of passengers who desire to pis through Lon.
don, without quitting the railway, and to whom princi-
pally such an arrangement would be an advantage, is so
small as to be scarcely appreciable. We are contident
that it is not such as to justify the Legislature is sanc-
tioning the establishment of a terminus which would re-
ceive the traffic of many lines, and be conducted under
divided management. Of the inconvenience, confusion,
and danger of such an arrangement, we have the strongest
and most authoritative evidence.

As rsgards merchandise,-the railways which are of
most importance as channels for its conveyance into the
commercial parts of London and of its suburbs, are
undoubtedly those which connect the metropplis with
the north and north-west of England. An&lere we
are not called upon to consider the speed, so much as
the uniform and uninterrupted nature of the conveyance
and the diminution of expense.
It is our opinion supported by the evidence of expe-
rienced and
ivery intelligent witnesses, that so far as an
easy, unbroken, and economical communication between
the northern railways and the docks, or the east of Lon-
don generally, is concerned, the object can h e more con-
veniently and surely attained by a line which should
pass outside the metropolis on the north, at such a dis-
tance as to avoid interference with populous districts
and thronged thoroughfares, and so connect the goods
stations of the various railways from west to east with
each other, terminating at some convenient point on the
Thames or within the docks. Such a railway, it is true,
would not bring the merchandise of the north and west
so near to the warehouses in the City, as the prolonga-
tion of some of the northern lines to Faringdon-street,
Aldersgate-street, Fore-street, &c. ; but without antici-
pating the objections which we shall shortly have to
make to these projects, it is sufficient to observe that the
execution of any. or even all of them, must still leave the
communication with many of the warehousing districts
of London very incomplete ; and that, therefore, re-
course must still be had to conveyance by cart through
some of the most crowded thoroughfares.
To facilitate the transfer of goods, not only between
the northern railways and the commercial parts of Lon-
don, but between the northern and southern railways
respectively, and thereby to- make the communication
between all parts of the country complete, it would be
necessary that the line which we have suggested should
cross the river to the west of the metropolis, to connect
itself with the South-Western, South-Eastern, and any
other lines that may approach ;the town on that side.
The course which it should take has not come specifi-
cally under our consideration, inasmuch as it would cer-
tainly lie beyond the limits laid down in our instructions;
but we have no hesitation in saying that such a line
might be constructed, answering all the commercial and
more important purposes of a central terminus, without
being liable to the objections which arise to this latter
scheme.

We have upon this head the valuable testimony of
your Majesty's Quartermaster-General, and of the In-
spector-General of Fortifications, that whilst it is of the
utmost importance, with a view to the national delfence,
to establish an unbroken connexion between the railways
of the north, south, and west, a circuitous communica-
tion for this purpose round London would, for military
purposes, be preferable to one which should necessitate
the conveyance of your Majesty's troops or stores
through a populous part of the metropolis.

'v

But although, as we have stated, the railway cons e • bounded by Skinner-steet, Farringdon-street, and the
panies who propose to bring their lines into the City or Old Bailey. This line would be about 51 miles in
its neighbourhood have shown themselves sensible of length, and the entire estimate is 1,200,0001. A tunnel
this, we have not found that the enlargement of thorough- would carry the railway 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- an open cuttings and from the City-road to Skinner-
venience which might be expected to result from the street there would be a continuous tunnel of more than
execution of their scheme. a mile in length.
We must ,therefore, express our decided opinion, that If this line should in other respects receive the
unlee tithe existing main line of streets are enlarged and sanction of Parliament, it should be on the condition
improved to a degree far beyond the intention, and that its terminus is placed on the north side of the City-
perhaps beyond the means, of any of the railway cons- road, where it would confer as much convenience on the
panies or projectors with whom we have had communi- public as if it had been placed in Farringdon-street ;
cation, the legislature would not be justified in sane- 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.
Direly the providing open spaces and areas immediately 4. THE LONDON AND BIRMINGHAM TERMINUS AT FAR-
;round the station for the reception of the cart 'ages and RINGDON-STREET.
.her vehicles which may arrive at or depart from it, It was proposed by the London and Birmingham Com-
kut a widening, more or less extended, according to pany to construct a line from their goods station at Cam-
sircumstances., of those channels through which traffic den-town, which, after crossing College-street, Kentish-
must approach the railway, and which, if overcrowded town, would have been carried in a direct course to the
now, must become more so in proportion as the site of angle formed by the intersection of the Holloway-road
the station is found to suit the convenience of the with William-street, and thence would have proceeded
travelling public. across the New-road, near Winchester-place, by the
What we have said of the main thoroughfares running north-east side of the New River Head, to form a junc-
east and west applies, though generally in a less degree, tion with the Tottenham line, near the north end of St.
to many other important lines of street traffic upon or in John'ssstreet.
the immediate neighbourhood of which it has been pro- By this means the terminus of both companies would
posed to place the terminus of a railway—Gray's Inn- have occupied the area inclosed by Farringdon-street,
lane, for instance, and Queen-street, Cheapside. Skinner-street, the Old Bailey and Ludgate-hill, (ex-
That the enlargement of the great thoroughfares to eluding the houses on the north side of Ludgate-hill,
the extent which we have suggested, and which we are and a few adjacent houses in the Old Bailey.)
convinced :would be found indispensable if railway This project was designed by the Birmingham
should be permitted to approach them, can be purchased Company as a means of delivering to the pub-
only at a vast expense, is obvious. How much of that lie, at a reduced rate, such goods as might be destined
expense it might be just that the constructors of the for that quarter of the City, and also of providing a few
railway should bear, and how much should be borne by trains for the convenience of short traffic to and from the
the district to be benefited, or by the public, can only be City. But Mr. Glyn, the chairman, and Mr. Creed, the
determined upon a careful consideration of each par- secretary to the company, having stated in their evi-
ticular scheme. But if hereafter anything should lead dente that they have abandoned this scheme, firstly, be-
to the admission of railways, or railway termini, 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.
whi®h lies north of the Thames, and if any company, or struction of such a work would demand, it is unneces-
number of companies, should be willing to undertake nary for us to take any other notice of this project, than
wholly, or partially, the execution of such street im- to say that the reasons for its abandonment appear very
provements as we have adverted to, we are of opinion conclusive and sufficient.
that it will be to the advantage of all parties, that these 5. THE DIRECT LONDON AND MANCHESTER LINE, AND
should be planned and prescribed to the companies, and THE LONDON AND MANCHESTER EXTENSION TO THE
finally carried out under the authority of some depart- CI TY.
ment of your Majesty's Government, in conjunction For the Direct London and Manchester it is proposed
with the Corporation of the City of London, or with the to have a terminus at Battle-bridge, near the City-road;
local authorities of the district in which the works are and for the London and Manchester Extension to die
to take place. City, it is proposed to have a western terminus, bounded
We give this as our opinion, because we consider that by Holborn-hill, Farringdon -s tree t, Shoe-lane, and
the merit of the street improvements of London, in Harp-alley, as well as an eastern terminus inclosed by
regard as well to their utility and beauty as to the econo- Victoria-street, West-street, King-street, and Skinner-
my and convenience with which they can be carried out, street,
must greatly depend upon their being executed with one The line down the Fleet valley would be by a subway,
intention, and as part of one well-considered scheme, partly formed by tunnelling, and partly by open cutting.
and because we see no security for this, if they are left Neither of these lines is now before Parliament.
to 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 I°arliamentary committees. seven chains.
The foregoing observations and suggestions are di- The lines are shown on the map as starting from
rutted 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 princi-
The terminus at Battle-bridge seems well calculated
pal lines of streets. for the Manchester and London and the intermediate
The interference caused by a railway crossing a traffic. But the separate branch, commencing at Lower
thoroughfare in its passage to a distant point, is, as Holloway, and passing through a considerable length of
regards the traffic et the thoroughfare comparatively the city, for the purpose of establishing a terminus at
unimportant—assuming of course that there can be no Farringdon street and Skinner-street, is, in our judge
question of crossing any street or road in the metropolis merit, quite inadmissible.
on a level; and, whether effected by a viaduct or a deep 6. THE NORTH LONDON JUNCTION RAILWAY.
cutting, it need not, we conceive, if properly constructed, This line, which comprehends the branch already
described as commencing on the Eastern Counties Rail-
prove any serious inconvenience to ordinary traffic ;
way at Bearbinder's-lane, is intended to connect the
though, of these two methods, the latter would be the
less objectionable, inasmuch as it would not require that Great Western and London and Birmingham Railways
g
any part of the railway should be occupied by piers or with the Eastern Counties line. Commencin on the
supports. west at the Paddington station, it would take a north-
We must not dismiss this part of the subject a itheut easterly direction, passing through Portland-town, above
Lord's Cricket -ground, so as to form a junction with the
noticing that which forms a part of the several projects
betorc us, viz.—the carrying a railway across the river aendon and Birmingham Railway near the goods ter
within the metropolis. We are of opinion that there are .nines at Camden-town. At that, point it would turn to
strong reasons for discouraging such a scheme. An in the eastward, crossing the Kentish-town and Camden-
crease in the number of bridges already existing cannot town roads, and running down nearly to Frog-lane,
take place without creating a new obstruction to the us.- whence one branch would, as already described, be car-
vigation of tire river, and therefore should not be per- lied to join the Eastern Counties' line, near Bearbinders'-
mined except upon grounds of paramount necessity. To lane, and another would proceed direct to the Fore-street
withdraw from ordinary traffic, and to appropriate to the terminus. The distance from Paddington to Fore-street
purposes or a railway any of the existing bridges, would by this line would be tix miles.
be an inconvenience and injury to the public ; and ro The terminus is proposed to occupy a space of eleven
plan which has been brought b store us for alepting any acres, and the whole cost of the work and purchase of the
of the bridges to both purposes is free from serious prat propsrty is estimete I at 1,392,829/ ;as already men-
tical objections
stoned, there will be 1-4- mile of viaduct from Islington to
4. AS TO INTERFERENCE WITH PLANS OF IMPROVE, Fore-street.
MENT ALREADY SUGGESTED. We are of opinion that this line presents considerable
commercial and other advantages, in so far as its main
-Judging by what has already occurred, we arc bound
to state that if railways arc admitted within the limit:. trunk would, to a limited extent, answer the purposes of
prescribed to us on the north bank of the river, such in
such a line as we hare ventured to recommend in the
terference must be expected to take place to a consider- first part of our report ; that is, a line encircling Leo-
able extent• lon, connecting all the railway's entering the town with
From the evidence of Mr. Pennethorne, it will be each other, and with the docks, and thereby enabling
seen that the only two railways which as yet have been an unbroken communication to be maintained between
permitted to enter or approach those limits have proved ell parts of the country through the metropolis.
a serious impediment to the execution of improvements. 'We are net, however, prepared to say that the line
the advantage of which to tele eastern portion of the which the North London Junction Company propose
metropolis is unquestionable. Tile Blackwell Railway to take is, even so far as it goes, the best for this pur-
having, by its passage across White Lion-street, greatly pose. The ground over which such a railway as we
interfered with the formation of the new street from have suggested would most conveniently pass, would lie
the London Docks to the Commercial-road ; and beyond the limits of our inquiry ; and for this reas in
the Eastern Counties Railway having by the low level we have not entered into any comparison of the merits
of its viaduct put a stop to the extension of the same of the North London Junction line with other lines, or
new street northwards, at the back of Spi talfields 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 minx
glance at the map which accompanies the evidence an- objections as apply to other proposed extensions to ter-
nexec 1 to our report, is sufficient to show that lines en- mini in the City.
tering London from the north cannot be brought down 7. THE REGENT'S CANAL RAILWAY.
to Holborn, Varringclon-street, or Aidersgate-street, The capital of this line (which is not before Parlia-
without intersecting any future thoroughfare, east and ment), was intended to be 3,000,0001., of which
west, which may be opened to the north of Holborn, and 1,000,0001. was to be paid for the canal.
the want of which, as an accommodation to the tragic The railway would, with a few slight deviations, have
of the metropolis, is sensibly felt, kept the line of the canal. The leading feature of the
Whether the course which railwa s might take in project was, to unite all the railways north of the river
passing through the town, would be Lel to the future
Thames with the Post-office, and with the docks of the
carrying out of that or of any other improvement, would port of London,
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 Western:Railway, and to proceed, according
best calculated to check the inconvenience, the confu- to the present course of the Canal as far as that point
sion, and the collision of interests, public and private, which is nearly opposite to the end of the grand avenue
which will otherwise ensue, would be the same with that in the Regent's-park, where it would branch off in three
which we have already described in treating of the in- directions ; the northern branch curving to the left to
terruption of thoroughfares—namely, that the lines to form a junction with the London and Birmingham
be adopted by railways in entering the metropolis, the Railway at the Camden-town goods station, and the
elevation at which and the point to which they should be southern branch running down to the basin, near the
carried, and the degree and manner in which they should back of the Life Guards barracks. The centre line, which
be required to adapt themselves to works of public im- indeed is the main line of this scheme, would be carried
provement, 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 point of their junction, 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
seriatinz, the several projects which have been brought Victoria-park ; there a branch would go to the north-
before us, east, while the main line would keep a southerly direc-
The schemes submitted to us for establishing railway Lion towards the Thames, until arriving at a point of the
termini north of the Thames, and either within or near Mile-end-road, it would separate into two branches, one
the limits to which our attention has been especially westward to the basin of the Regent's Canal, and the
called, are as follow, viz.— other eastward to the West India and East India Docks.
I. AN EXTENSION OF THE EASTERN COUNTIES RAILWAY The observations which we have made upon the North
TOWARDS FINSBURY-SQUARE. London Junction apply also to this line. And for the
It is proposed to effect this by carrying the line across reasons which have already been given, its central ter-
the City-road to a terminus which would occupy the minus in Aldersgate-street cannot be recommended,
entire space of the :Artillery-ground, or to an area 8. THE DIRECT NORTHERN RAILWAY TERMINUS IN
bounded by Castle-street on the north, by Paul's-street HOLBORN.
on the east, by Providence-row on the south, and by the The company associated for the purpose of forming
t City-road on the west ; or, thirdly, Finsbury-square the Direct Northern Railway, in the first instance, con-
itself. templated establishing their terminus on the north side
of the City-road, near King's-cross, in a space abutting
q
There can be no uestion that the resent terminus at
Shoreditch is not only very inconvenient to the West- to the east on Maiden-lane, and to the south on Weston-
end passenger, but that it is even remote from the place'
general points at which the feereaatreconpercial business is Subsequently they proposed to leave the main line
transacted in the City. W
inion, however,
pifolongation half a mile north of' the originally intended terminus,
that the traveller would gain very litotlel'sp
of the Eastern Counties Railway eitheryta and to carry their railway, nearly parallel to Gray's Inn-
Artillery lane on the west, Baldwin s-gardens on the north, and
Ground or to any other spot in tahlatpriinionin, immediate neigh- Leather-laner on the east.
bourhood ; and since, as a gener
ouwldorkbe throughout 011 a viaduct. The
estimate 'fact; the
is
580s,00aoil for thelpurchase of the pro-
arrived at the conclusion that some great hand
positive advantage would alone warrant such an Petty required, arfrpopteoasbelde
to assign
the London
fintletrero-f
and York train, to which it is
interference with private property, and with the public
minus of about three acres in extent ; the raesmm
thoroughfares, as the project now under consideration
wonld require ; and as the extension in question would the space, viz., 53- acres being reserved for other northernincluded
present an obstacle to an important improvement which is in contemplation by the formationandr of -a
street between in the above stated sum.
Spitalfields and Shoreditch, which a Bill is now .We consideri that no public advantage, commensurate
before Parliament, we are decideg with are amount of inconvenience it would create, is
cannot recommend this project for I° i .that we
yadOoptiOnial°ll likely to result from establishing the terminus of the
2. AN EXTENSION OF THE EASTERN couerries neaeaty Direct Northern Railway at Holborn ; and it appears to
TO FORE-STREET.
us that it would be more convenient, and much less ex-
According to this scheme, a line would branch off' pensive, to place it on the north side of the City-road,
from the main trunk line at Bearbinder's-1
which, taking a course to the north-west, 9. THE EXTENSION OF TIIE LONDON AND BIRMINGHAM
Globe town, it would cross the Bethnal r
Beyond THE EAST AND WEST INDIA DOCKS.
touching the southern end of the Union Poor-house,-gis
sh,‘v the limits referred to this Commission, there
ndoonn the plan the course of a line proposed by
being carried over the Regent's. canal, at Cambrdagne. the Lon
heath, would take a westerly course beyond Haoor. goods station with
Starting from irmingham Company to connect their
the West India Docks.
stone and liexton, and crossing Shepperton-stre.et,
would proceed in a south-westerly direction, till it re- Model Prison to theC den-town it would
, a ould run past the
crossed the canal at a point a little to the eastward of market, and, taking nneoarith of
ptrhoece
eldslioini Islington n
Hackney l e-
Vincent-place ; thence it would be carried in
.e West India
r y a straight course between
Hackney and Hornerton
straight line to the terminus proposed to be formed W. k Titer - '
in a ic . e it would turn to
space bounded by Fore-street, Milton-strcet R , ope- in nearly a straight line to the
Docks. It would cross the Eastern Co
the south, and continue
east end of th
maker's-street, and Moorfields.
The branch above described is identical with the it is staed to be the intention of the B'
and
which should
have b e
urntaes line ; and
eastern portion of the North London Junction lente 1, any tote ross the Blackwell Railway 'he le Com"
and its length from the Regent's Canal at Islington io, would be particularly objectionable
on the level. This
Bearbinder's-lane is 34 miles. avoided. In other respects, the observations
The City terminus, which it is proposed to establish been made upon the North London Junction line apply
in Fore-street, would be common to the eastern counties to this scheme.
traffic, as well as to that of the western lines which are °
I_. THE CENTRAL TERMINUS IN FARRINGDON-STREET,
proposed to be brought into connexion with the North Mr. Charles Pearson has roueh nder our notice a
London Junction Railway. From Islington to Fore- project which, it would appear, hi; nonlong occupied his at-
tention, for forming a Great Central Terminus at Far-
street, a distance of 11- mile, the line would be, on a
viaduct.
ringdon-street.
In the proposition to establish a railway terminus in Ile recommends a trurk railway,
Fore-street we do not discover airy circumstance to double lines, to run from Battle-bridconsige to hiss of three
make it an exception to our gencal objections against gg
rand terminus at Farringdon-street, for the usperoof such
railway termini within the heart of the City. The pro- of the northern, north eastern, and north-western
slines,
posed branch to the Eedern Counties Line will be con- as should desire to have a terminus in the centre of theC
sidered under the head of the North London Junction. City, and who should be inclined to contribute fairly
3. THE TOTTENHAM AND FARRINGDON-STREET towards its formation.
TEP.MINUS. Mr. Pearson would carry the line of railway between
Proceeding from Tottenham, the line would pass to two rows of houses, which he proposes to build, so as
the east of the Islington cattle-market. Curving a little 1 to form a spacious and handsome street, 80 feet in
to the westward in crossing Shepperton-street, it would width, and 8,506 feet in length. The railway to be on
thence run in a straight direction to Vincent-place, aid the basement level, and to be arched over so as to sup-
passing under the City road, at right angles, it would port the pavement of the street, which would be on the
taken r'
level of the ground-floor of the houses. Mr. Pearsonline to the angle formed by the intersection of 1
proposes to give light and eh' to the railway by open-
carried in a curve to the north-west angle of West Skinner-street and St. John-street, whence it would be
. Inge in the carriage-way and foot-path.
Smithfield to a space pro,»Jecl fur the terminus, and There would be two contiguous termini, one being on

the western and the other on the eastern side of Far-
ringdon-street. The area occupied by both would be
500,000 feet. Mr. Pearson proposes a very ingenious
arrangement of his terminus with a view of economising
space ; but his scheme is open to the same objections
as apply to all other city termini, and we, therefore,
cannot recommend it.
Mr. Pearson has also placed before us plans for im-
proving the habitations and increasing the comforts of
persons of the middle and lower classes, by means of a
railway in connexion with a suburban village, which are
ingenious and highly creditable to him. But on these
it is not for us to offer an opinion.
11. THE GREAT WESTERN, BRENTFORD, AND CENTRAL

THE SUN, LONDON, THTTILSDAY EVENING-, JULY 2, 1846.

bridge which Ur. Martin proposes to construct over
Chelsea Reach.
Mr. Martin proposes to have a continuous line along
the north bank of the river, from Barking-reach to
Chelsea ; and he proposes further to have a branch from
the river side, near Limehouse, up to Stratford, and
another from Blackfriars-bridge, passing the north side
of the Tower to the north side of St. Katherine's and
the London Docks, and joining the former branch at
Stepney. He also suggests that in connexion with this
railway there should be a great northern depot at Shore-
ditch.
The object which Mr. Martinlhas in view is to connect
the northern and southern railways, to afford travellers
a facility of transit from one metropolitan district to
another, and to facilitate the transmission of merchan-
dise and coals from the river to various parts of the
metropolis, as well as to the different railway stations ;
for this last purpose he proposes to construct (as shown
in his plan) 70 floating piers on the north bank of the
river, and 51 on the southern bank.
It appears that Mr. Martin has neither prepared de.
tailed estimates nor surveys of any part of the scheme
he has submitted to us ; and, therefore, it is not pos-
sible to enter into its merits. But it is quite evident that
to carry it into execution would require an enormous
outlay of capital ; and we can conceive no commen-
surate advantages in the construction of a very expensive
ofs
f theoa t i
nTgli a
pmi
ee
rs
s, owr
hiinchth, eitcon
srtarinlwe'tai)o-naolorrighilaionthume
hanksro u
ap-
pears to us, would very materially interfere with the
general navigation of the river.
The line from Blackfriars-bridge 'to Stepney is open
to the same objections as those we have represented to
exist to other lines passing through the City.
The greater proportion of Mr. Martin's project being
beyond the limits of our inquiry, we are precluded, even
if we had the means, of drawing a comparison between
this and other projects for connecting the northern and
southern railways.
15. THE NATIONAL JUNCTION AND CITY OF LONDON
TERMINUS COMPANY.
No company has been formed fur this project. The
object of its promoters is to connect the southern and
northern railways, and to make one general terminus in
the City. No general plan was produced to the com-
mission; the surveys of the line are not complete,
neither has any estimate been formed of the probable
cost of the work.
It is proposed to allot ten acres in the City for their
central terminus, which would be at or near Farringdon-
street, and to provide wharfs and stations on both sides
of the Thames. A direct line of communication would
be formed from the south-eastern parts of the borough
of Southwark to the north-west, by King's-cross, to
Camden town.
It is proposed to pass 18 feet below the level of the
present surface of Fleet-street by open cutting, across
the high ground of New-street-square, under the present
level of the surface of Holborn-hill, and by open cutting
to Back-hill.
The promoters of this scheme contemplate com-
municating with the Great Western, by passing round
the Regent's-park, by St. John's-wood and Maida-hill;
but the whole project is in so undigested and imperfect
a state, that we cannot form any just opinion either of
its merits or defects.
On the south side of the Thames, the schemes which
come within the limits prescribed in our instructions are
as follows :
Taking up the line from New Cross it would proceed
towards Union-street, through Lock's-fields across the
New Kent-road, passing between the County Gaol and
Trinity-square. At New Cross it would be carried
over the Croydon Railway, having a back branch to ad-
mit the traffic from Brighton and Croydon. There
would be a branch into the New Cross Station commu-
nicating wi-h London-bridge, and further eastward
another branch which would b 3 in connexion with the
Greenwich Railway.
The principal terminus of the North Kent Railway is
proposed to be at Union-stta et. In approaching this
terminus the line is to be carried upon a viaduct, and no
road would be crossed on a level between New Cross
and Union-street. The connexion with the West-end is
proposed to be accomplished by forming a junction with
the proposed South-Western Extension line ; and should
the South-Western Company think fit they would be
permitted to use the Union-street terminus.
This terminus, which appears to be conveniently con-
trived, as well as that part of the line which is in imme-
diate connexion with it, would pass through the district
called the " Mint," consisting chiefly of houses of an in-
ferior description.
It was originally the intention of the North Kent
Company to form a West•end line from Union-street ;
but, with the view of avoiding expense and unnecessary
destruction of private property, the company, on finding
that the South-Western line was to be extended to
London-bridge, came to an arrangement to form a junc-
tion with that extension, and to make the viaduct on
which it would be constructed common to the traffic of
both companies.
The North Kent Railway, in its approach to Union-
street, would not interfere with any church property or
public buildings.
From the New Cross to Union-street, the property is
valued at 303,000/., the distance being 31 miles. This
includes the price of the land required for the terminus,
which is estimated at 80,000/.
The viaduct would be of brickwork principally ; and in
the open country it would be upon an embankment be-
tween retaining walls.
The extent of station room at Union-street is to be
four acres. The upper level, which is twenty-feet above
the pavement in Union-street, would be appropriated for
passengers, and the lower portion for the stowage of
goods.
The roads for thG egress and ingress of passengers
and carriages appear to be very conveniently arranged.
For the project, a part of which is above described, a
Bill has been for some months before Parliament ; but
the North Kent Company have a separate scheme for
extending the line across Southwark-bridge to Thames
street, where they propose to form a goods station. To
the passing of this bridge, and the establishing a station
in so thronged a part of the metropolis, we see grave
objections, as we do not find that any improvement of
the adjacent thoroughfares or approaches is contem-
plated by the company.
They at ono time had an intention of still further ex-
tending the line for passengers up Bucklersbury. But
to such a scheme, whatever may be the inconvenience it
would afford to the city passengers in general, all the
objections which we have already made to such projects
fully apply.
We are, however, of opinion that the North Kent
Railway, or any other line which might be sanctioned
by the Legislature as best suited to the wants of the
country through which that railway proposes to pass,
may properly, and with advantage to the public, be per-
mitted to approach the south bank of the river at any
convenient spot in the neighbourhood of the bridges ;
and in this view the Union-street Station seems unob-
jectionable as a City terminus, provided the North Kent
Company will undertake to widen one side of Union-
street ; and to make such arrangements for the standing
of the public and private carriages, as shall prevent any
interruption of the street traffic in that quarter.
An improvement of the street communicating between
Union-street and Great Surrey-street is very desirable,
even in the present state of things; and should the North
Kent Railway be formed, and its terminus be placed at
Union-street, that improvement would become absolutely
necessary, not only for the general street traffic, but also
for railway passengers. Under these circumstances, the
North Kent Company should be required to contribute
towards such improvement.
If a new street should be formed in that quarter, the
traveller by the North Kent Railway would be able to
approach the terminus from the City, either by Black-
friars-bridge or London-bridge, toll free ; and it is a
question whether the company would not find it to their
advantage to make Southwark-bridge toll free also for
the railway passengers.
If the
and
madeto a
commodious, terminus i n
we Union-streetare o of
o p iwn
ieor
ne
thusopened
that a station on that spot %mill 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
there has been a want of proper combination in the en-
gineering arrangements of the South-Western and
North Kent Companies; bat an improvement in these
art angements might he made under the sanction of the
Legislature, which would produce the required result
without entailing unnecessary expenditure upon the
parties.
2. SOUTH-EASTERN EXTENSION TO WATERLOO-BRIDGE.
This is a part of the Sonth-Eastern scheme for the
North Kent traffic, and it is for the purpose of giving
the travellers by that lino a West-end terminus.
More properly, it
branch. might be called the West-end

the proposed crossing of the South-Western:Extension
line on a level.
In the first case, the project of the South-Eastern
Company is to carry their line for goods to the Brick-
layers' Arms on gradients which would compel the
public, in using some thoroughfares in that neighbour-
hood, to cross the rails on a level. Nothing can be more
objectionable ; for although this branch is only for the
goods trains, which should not move at high velocities,
yet it is well known that engine drivers are very regard-
less of regulations as to the limit of speed. The public
safety therefore demands some changes by which the
great risk of collisions, which would result from adopting
the plan submitted to the Commission, may be avoided.
This, however, according to the plans at present pro-
posed by the company, cannot be effected by carrying
the public roads over the goods line in bridges, inasmuch
as the viaduct proposed for the extension line would run
so close to the goods line as to make that impossible.
Some alteration, therefore, in the direction of the exten-
sion line is indispensable.
In the second place, it is proposed by the South-
Eastern Company to cross the South-Western Exten-
sion line on a level in running into their terminus. This
is quite inadmissible, for as both companies propose to
run frequent trains for the short traffie, it would be im-
possible to adopt such precautions as would in foggy
weather prevent collisions of a fearful character. It is,
therefore, necessary that one or both of these companies
should so alter their levels or lines of direction as to re-
move this objection.
If the North Kent Company should fail to carry their
Bill, the South-Eastern Company would have the oppor-
tunity of taking a fresh line, in which the defects of their
present extension scheme might be altogether avoided,
and it cannot, therefore, in its present shape be recom-
mended. If, however, the general line should be sanc-
tioned, some means should be found for overcoming the
difficulties pointed out.
3. THE SOUTH-WESTERN EXTENSION FROM THE YORK-
ROAD TO LONDON-BRIDGE.
The Bill obtained by the South-Western Company
last year enables them to extend their line from Nine
Elms to a station or terminus at Waterloo-road. Their
present object is to extend the railway to a terminus
which they propose to establish on the right bank of the
Thames, near St. Saviour's Church, where they would
have the advantage of good wharfage. This further
line of extension would cross Waterloo-road and Great
Surrey-street, and touching the south-west angle of the
Borough-market, it would pass near the west-end of St.
Saviour's church, and terminate at or near the river
side. In its whole length this hue would be carried on
a lofty viaduct.
From the evidence before the Commission, there is
every reason to believe that the proposed extension
would afford considerable facilities for the commercial
transactions of the South-Western Company, and that
it would give great conveniences to the City passengers
who use this line of railway.
It has been suggested by Mr. Alderman Humphreys
and others, that, coupled with the permission to make
the extensien line to London-bridge, there should be the
obligation to leave, on one, if not on both sides of the
proposed railway viaduct, a wide thoroughfare or street
for the accommodation of the foot passengers and car-
riage traffic of that district.
There can be no doubt that such an additional
thoroughfare would be a great accommodation to the
public ; but as it has not been shown that the district
through which the line is proposed to he carried would
be materially injured, or that any important lines of
communication would be interfered with by the railway,
we cannot recommend that it should be made core-
pulsory on the company to incur the whole expense of
purchasing the property necessary to make this thorough-
fare.

The whole width that would be occupied by the rail-
way would not exceed 35 feet, and for access to the
viaduct on one side 15 feet more would suffice, making a
total of 50 feet. But if the company should be compelled
to leave a thoroughfare of 50 feet in width, as proposed
by Mr. Alderman Humphreys and others, they would
have to purcl.ase as their minimum width 95 feet, which
would nearly double the cost of the property to be ac-
quired.
They might, however, fairly be required to contribute
toward the object in view, and at least they should give
over for this public purpose all such portions of ground
as they may be under the necessity of purchasing beyond
the space absolutely required for the railway ; and we
have received evidence that they would not be unwilling
to do this.
Objections have been made to this extension, on the
ground of its interference with the Borough Market,
and some alms-hoases in that neighbourhood, and also
on the ground of its passing so near to the west-end of
St. Saviour's Cht.rch as to interfere with the approaches
to it, and to subject the congregation to interruption
during the performance of divine service. None of
these objections are, however, insuperable.
In the first place, the company should be prohibited
from running trains either into or from this terminus
during the hours of worship. Secondly, an arrange-
ment satisfactory to the trusters for the alms-houses
should be entered into, subject to arbitration, if neces-
sary ; and a similar arrangement might be adopted with
regard to the Borough Market.
Subject to these conditions, and the further condition
that an arrangement, satisfactory to the proper tribunal,
takes place between the South-Western Company and
the South-Eastern Company, that shall prevent the
necessity of these lines crossing each other upon the
level, the projected extension of the South-Western line
from York-road to the proposed terminus at London-
bridge is recommended.
4. THE WEST-END AND SOUTHERN COUNTIES RAILWAY.
This line is projected to join the Greenwich Railway
at the station at High-street, Deptford, from whence it
would take a westerly course,, passing over the Dover I
high-road near Hatcham, and running nearly parallel
to the high-road, through Peckham and Camberwell.
It would there sweep round the north side of Kenning-
ton-common, and, crossing the Clapham-road at New-
ington-place, it would proceed in almost a direct line
to Waterloo-bridge, which it would cross, as detailed in
the evidence of Mr. J. D. Paine, to its proposed ter-
minus in Wellington-place.
No traffic returns were laid before the Commission ;
but taking into consideration the cost of the work, and
' that it would convey very little of the Greenwich or
Deptford population, in the event of the South-Eastern
Company forming a West-end line for passengers, and
bearing in mind that the Greenwich railway has been
found a very unprofitable investment, it is manifest that,
even if such a line is wanted for the district through
which it would pass (a matter open to doubt), it can
hardly be expected that it would be remunerative.
The passage over Waterloo-bridge, in the manner
proposed by the engineer of this line, is considered
quite inadmissible, as well as the contemplated terminus
on the north bank of the river; and it may here be ob-
served that this project has been laid before us in a very
imperfect state.

Having now given our opinions upon each railway
project which has been brought before us, and the
general considerations by which we have been guided in
forming those opinions, it only remains for us humbly
to submit to your Majesty the following recommenda-
tions
1. That on the north of the Thames no railway now
before Parliament, or projected, be permitted to come
within the limits described in our instructions.
2. That if at any time hereafter it should he deemed
advisable to admit railways within those limits, this
should be done in conformity with some uniform plan,
carefully laid down under the authority of your Majesty's
Government, and sanctioned by the wisdom of Par-
liament ; and that under no circumstances should the
thoroughfares of the metropolis, and the property and
comfort of its inhabitants, be surrendered to separate
schemes brought forward at different times, and without
reference to each other.

3. That on the south of the Thames, either the North
Kent Railway be permitted to have its terminus in Union-
street, and to join the terminus of the South-Western
Railway at Waterloo-bridge ; or that the South-Eastern
Railway be permitted to extend to Waterloo-bridge ;
accordingly as one or other of these lines may, upon a
comparison of their general merits, receive the sanction
of Parliament, and subject, in either case, to the condi-
tions which we have pointed out in this report.
4. That the extension of the South-Western Railway
to London- bridge be permitted, subject to the conditions
pointed out in this report.
5. That a communication between the railways ap-
proaching London on the north and south sides of the
river, and a connexion between them and the docks being
desirable, this should be effected by a railway encircling
the metropolis, crossing the 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. S.) J. C. HERRIES.
(L. S.) J. M. F. SMITH.

REPORT FROM THE LORDS SELECT COM-
MITTEE ON RAILWAYS.
By the Lords Committees appointed a Select Committee to
take into consideration the best means of enforcing one uni-
form system of 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 objecams to Railway Bills for non compliance with the
standing orders are generally brought forward, either di-
rectly or indirectly, by competing companies, and almost
always by parties who have no real ground of complaint on
the score of the want of due notice as to the nature of the
intended measures, but who for other reasons object to them.
This is a mode of opposition just as likely to succeed against
the best as against the worst Railway Bill; and in point of
fact it has been stated to the Committee that Bills which it
would have Nen highly for the public interest to have passed
have thus been defeated.
It has also been shown that it is obligatory on companies
to prove their compliance with the standing orders on every
point, and as there is frequently much uncertainty as to
when a Bill may come before the Committee, it is necessary
for both promoters and opponents of Bills to keep their wit-
nesses in town for a considerable time. One witness men-

It is intended to connect it with the Greenwich Rail-
way at the point where that line crosses the Grand
Surrey Canal.
This branch is to commence at the junction, by a plane
descending to the point where it would pass under the
embankment of the 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
piano 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 Westminster-bridge-road,
it would be carried close to a new district church, which,
however, has not been consecrated.
It is generally admittsd that the Bricklayers' Arms
terminus is very inconvenient for passengers coming from
or proceeding to the north side of the Thames ; and
there can be no question that any station near Waterloo-
bridge
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 on arrangement be approved, it would be desirable,
in order to obviate the great inconvenience which arises
from the stoppage of a continuous stream of traffic at a
toll-bar, that Waterloo-bridge should be made free to the
railway passengers.

Altlioungh we are not. required to enter into the con-
sideration of the engineering details of the various pro-
jects brought before us,
we think it necessary to state,
that it is by no means clear, from the evidence of the
various witnesses, that, under all the circumstances, the
most favourable line has been selected for this extension.
There are no objections to the arrangements of the levels
near the present Bricklayers' Arms station, as well as to

tions a case in which be himself had 100 witnesses waiting
for three Tve^ks for the Committee of the House of Commons
on :standing orders. Another witness, states that he has
known one company to be at an expense of nearly I,OOOL
a-clay, for ten days, merely waiting for their turn to be
heard.
The total amount thus expended in contests before the
Standing Orders Committee must in the present session have
been exceedingly large; and it is to be feared that a large
proportion of this expenditure has been worse than useless,
having been incurred in bringing up witnesses from the
country, much to the injury of their own business, and
with a very demoralising effect upon themselves. It should,
however, be noticed that the number of witnesses whose at-
tendance is reqtfired before the Standing Orders Committee
of this House has been much reduced by the recent altera-
tions in the standers, and the expenses to 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 Rills may be relieved from
many of those charges to which they are now subject.
It appears to the Committee, in the first instance, to be
very desirable that the standing orders of both Houses affect-
ing railways should in all respects be, as far as possible, sim-
plified and assimilated; and that much advantage would
arise if some mode were adopted by which proof of a com-
pliance with these standing orders might be taken before
some proper authority, sanctioned by both Houses of Parlia-
ment whose report might be received as evidence of the facts
by the Standing Orders Committee.
The Committee are of opinion that the detailed enumera-
tion of parishes now required by the standing. orders might
be dispensed with, as no distinct Information is conveyed to
parties interested, owing to the number of parishes which,
as a precautionary measure, or in some instances for the ex-
press purpose of misleading, are inserted in the notices ; and
that in lieu thereof the usual notices in Gazette, newspaper,
&c., should be given, indicating the general direction of the
line, and stating that a map from the Ordnance where there
is one, or, where there is no 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 cherch doors.
The present system of serving detailed schedules upon
owners and occupiers, containing the depth of cutting and
height of embankment, may also be dispensed with, as, owing
to the limits of deviation causing in many instances great
alterations in the line, and owing to the impossibility of de-
scribing precisely the field or portion of field through which
it passes, they seldom afford accurate information. In lieu
thereof the Committee propose that the parish plans should
be lodged at the same time, or within a week of the time of
the lodgment of the Parliamentary plans in the end of No-
vember, which the Committee would suggest woulesbe the
last Friday in that month, to obviate the objectionaghich
occurred last year of the 30th falling on a Sunday; and that
notice should be served on proprietors pointing out the figures
on the plan which ref r to their property.
It has been proved to the Committee that a large amount
of expense is incurred by the services of the notices on land-
owners living at a distance from the line of railway. With a
view to meet this difficulty the Committee endeavoured to
ascertain how far it might be possible to provide for the due
performance of this service by means of the system of regis-
tered letters, It appears, however' from the evidence of 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 report, and
might, if arliament thought fit, be fatal to the Bill.
The Committee are of opinion that the plans so corrected,
together with the report, including the result of their in-
quiry as to compliance with standing orders, might be fur-
nished to Parliament in the course of the month of March,
and not cause any material delay in the progress of the Bill.
The Committee are satisfied that in a great number of
cases the views of landed proprietors would be consulted,
without detriment to the public interests, and a great amount
of unnecesAry expense in Parliament avoided, by this mode
of proceeding. Such constituted authority would act in this
respect as a court of arbitration, not only between companies
and proprietors, but between companies themselves, and under
proper rules and regulations for guiding its proceedings, which
experience would soon suggest.
It appears also to the Committee, that, according to the
present system, the selection of the line does not rest with
the Parliament as a body, but virtually with a Committee of
five Members of that House in which the Bill is introduced,
whose attention is necessarily confined to a single district,
and without the information necessary to enable them to
judge of the effects of the particular undertakings on the
general railway system of the whole country; the other
House having only the power to approve or reject the scheme
so sent to them, not to select that which may be considered
the best.
The Committee have taken into their consideration the
very serious extent to which the projection of new lines has
been carried, without any well-defined system for the accom-
modation of the country being laid down. Schemes have
frequently been got up, and acts obtained by parties, for the
mere purpose of speculation, without any definite object
beyond that of selling them to companies with 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 hive had their attention especially directed
to the fearful amount of gambling consequent on the existing
state of things, by which many persons have been entirely
ruined, and a demoralising effect produced upon the humblest
as well as the highest class of society, while the trade of the
country has been injured, owing to capital being diverted
from its ordinary channels. Two courses have been suggested,
and appear to be open, with a view to the restriction
and control of this gambling in railway scrip. The one is
to render the sale of such securities before the regular for-
mation of the company invalid, and to require that the
original allottee should, either by himself, or, in the event of
his death or bankruptcy, by his representative, be alone ad-
missible as the shareholder until after the first call shall
have been paid up ; the other, on the contrary, regularly to
legalise such transfer of scrip, requiring in each case a regis-
tration of the purchaser, and his substitution in place of the
vendor.
The Committee recommend the adoption of the suggestion
first mentioned. This important consequence would folio w, t hat
whereas at present railway scrip is transferred from hand to
hand with the facility of a bank-note, this would cease to be the
case, and no person would venture to purchase shares unless
satisfied as to the respectability of the original holders, and of
their readiness honourably to fulfil as engagement to which
they could not be held by law in the event of the Act for the
proposed railway being obtained.
It appears, further, that the system of provisional regis-
tration, and the payment of a deposit, taken by themselves,
and without any other immediate control, are rather calcu-
lated to form inducements to speculation which have no
public object in view than to check them; the first giving
apparently the same importance and foundation to a fradu-
lent scheme as to a sound one, and the other affording to the
projectors the means of securing themselves against many of
the liabilities which they may incur in attempting to carry
out for their own ends the most worthless schemes.
The Committee have considered the fact that everything
is tending to throw the whole power, both as to the promo-
tion of new lines, and the management and appropriation of
lines and branches and independent schemes, into the hands
of great companies, in consequence of their command of
capital ; and though this, in many points of view, may not
be considered objectionable, yet the necessity of establishing
some efficient control is very apparent.
The question of amalgamation has been considered by
the Committee, and they agree in the recommendation con-
tained in the report of the Railway and Canal Amalgama-
tion Committee of the House of Commons which has been
laid before them, the concluding paragraph* of which are
to the fallowing effect:
" The system of railways and canals is now become so
extensive, and their relations amongst themselves are so
complicated, that no enactments passed by Parliament for
their government and regulation can provide for all contin-
gencies, or be properly carried into effect, unless by the aid
of some more efficient machinery than any which exists at
the present moment.
"After mature consideration, your Committee have come
to the conclusion that it is absolutely necessary that some
department of the executive government so constituted as to
command general respect and confidence, should be charged
with the supervision of railways and canals, with full power
to enforce such regulations as may from time to time appear
indispensable for the accommodation and general interests of
the public.
" Your Committee in their former report adverted to the
case of private arrangements between railway companies as
requiring serious consideration.
" The evidence they have since received has shown that
arrangements of this nature between railway and canal com-
panies may affect the public interest to a still greater de-
gree; and they are convinced that the effectual mode of ob-
viating the evils which might arise from an abuse of the
power derived from such private arrangements will be found
in the constitution of such an authority as they have
.now
recommended.

" Your Committee entertain no doubt that a department
so constituted might, in addition to these duties, afford mate-
rial assistance to Parliament in railway legislation.
" It might save, by preliminary investigation as regards
facts, much expense to parties applying for Bills, and much
of the valuable time of both Houses, without in any way in-
terfering with the paramount powers of Parliament, and its
sole adjudication as to the rights of property.
The Committee, having had these various subjects under
their consideration, seeing the evils of the existing system,
recommend the establishment of some department of the
Executive Government, on whom should be imposed the
duty of considering the whole existing system of railway
communication through the country, the best means of per-
fecting it, and of hereafter controlling the management by
the various companies in such a manner as to make the con-
nexion between their different lines most conducive to the
general advantage of the country, and most serviceable to its
various local interests.

It cannot be expected of the Committee to enter into any
detail as to the manner in which proceedings before this
board would be carried on. They recommend, however, that
all propositions for any scheme of railway should in the first
instance be submitted to this board, who should require the
promoters to lay before them Some general statement of its
object and advantages, and such el-idence of their capability
and bona fide intentions as might be deemed a sufficient
guarantee on which to sanction further proce.edings.
This 'board should have the power, if they thought fit, of
giving authority for the survey of the proposed line, similar
to what is given to persons employed in the Ordnance sur-
vey-, but requiring from the promoters security, by the de-
posit of a sum of money, as an indemnity for any injury that
might he done during the progress of the survey.
On the completion of the plan and section and its deposit
with the board, as formerly suggested, the investigation
would be undertaken by the board with the view of ascer-
taining not only the oompliance with the standing orders, and
the importance in a public point of view of the proposed line,
its practicability, &c., but also in what respect any consider-