The Sun.
London, England, 1856-08-14 00:00:00

LOOK AT ROME.

It is rather singular that we, who of all nations
are the most fond of travel, and who pride our-
selves on the facility with which we can circum-
navigate the globe, do not yet know how to get
from one end of our own metropolis to the other.
The pedestrian who'has beaten his Alpine guides
in climbing, who has followed the trial of the bush-
men and overtaken them, and who had kept pace
with the-Sioux as he hunted through,the prairie,
when he comes back to England may find it diffi-
cult to conduct a lady to the pianoforte without
jostling a card-table, kicking down the chairs, and
stumbling on to the music-stool ; and we, whose
fleets have crossed every sea, whose caravans have
traversed every land, who have given steam-ships
and railroads and telegraphs to the world, who go
to India in a month and to America in ten days—
who, in a word, have brought the art of locomotion
to the, highest perfection, do not know how to
move along our own streets. We wonder when
the metropolitan miud will fully comprehend such
facts as these—tliat from Hyde-park to London-
bridge the distance is a third of the way to Brighton,
and that from this office to Paddington is a third
of the distance from Paddington to Oxford. A
Hansom cab will not drive to either of these sta-
tions from the places named in less than half an
hour, and in an hour and-a-half a railway journey
of miles is regularly accomplished. Does it never
occur to any one that this is not merely a great in-
convenience' but a great disgrace to us ? Does it
never occur to those who say to their country cou-
sins, " Ab, you should see the carriages in Cheap-
side," and who point with exultation to the dead
lock there, that there ought to be no dead lock,
and that it,is our shame, not our glory ?
. Our whole street system is most discreditable,
and it would be well if those who have
hitherto been thinking only of the antipodes
and the North Pole, how to cut through
the Isthmus of Suez, and how to. reach the
Pacific by Panama, were to begin at home, and at-
tempt to solve the still more important problem of
metropolitan transit. There are some grand
schemes afloat. We have heard of a railway to go
round London, and of another under it ; of tunnels
• here, bridges there, and new streets everywhere.
One day some of these may come to maturity, and
the more the better ; but we confess we look upon
all of these new schemes with more or less indiffer-
ence, so long as a proper use is not made of the old
appliances. These new roads will not be of much
avail, unless we can turn the old streets as well as
the new to better account. It is impossible to look
at the long train of omnibuses in Fleet-street, each
with its own small proportion of passengers, but
still with overladen horses, and not feel the deepest
' disgust at the want of mechanical ingenuity which
causes so great a waste of power, of convenience,
of space, and of time. It is marvellous that,
standing in our crowded thoroughfares, and seeing
.the omnibuses pass dve or six in rank, our autho-
rities have never thought it worth while to sim-
plify the system by making two horses do the work
of twelve. We want room, and really were. the
result only to get rid of ten horses every minute it
would be an immense saving. It will be at once
surmised that we have in our minds the idea of a
tranaroad running on each side of the principal
streets, such as may be seen every day at work in
the Champs Elysees, and such as at most of our
seaports is used for the passage of heavy waggons.
How easy it would be to establish such a line in Lon-
don will be evident to those who have observed
the uniformity of the omnibus routes east and
west ; how, with feW exceptions, they proceed in
two long lines from cheapside, the one by New-
gate-street towards the Marble Arch, the other
by St. Paul's to Charing-cross. As a speculation,
too, it would be the more easy to accomplish, as
the majority of the omnibuses now belong to a
single company, who propose, when their arrange-
ments are complete, to introduce the system of
correspondence with cross routes. That company,
it is well known, has offered prizes for improved
vehicles; and carriages a little larger and more
airy than those, hitherto in use may now be seen
actually running. But is it not perfectly evident
that with the present system of roads it is impos-
sible to make any decided improvement in the
construction of these most uncomfortable convey-
ances ? An inch may be added to the height, and
half an inch to the breadth, a corner may be
rounded off, the back of the seat padded, addi-
tional windows cut in front, and a bright brass
railing placed for the cautious to lay hold off ; but
what of all this ? Within, the omnibus is nothing
but a couple of narrow shelves, on which passen-
gers are packed like trussed fowls on the ledge of
a poulterer's window ; without, mortal men are
set to grind on a " knifeboard." So long as in
these narrow, crowded streets of ours, each omni-
bus, with its 20 passengers and its pair of horses,
must thread its way as best it can,- now to the
right, now to the left, it must remain of its present
size, and in spite of 1001. and 1,0001. prizes no
material improvement will ever appear. But send
ten out of every dozen horses out of the way, and
put six omnibuses in one, and hero at once we gain
three great advantages—the streets are so far
cleared and rendered passable, the omnibuses are
enlarged and rendered comfortable, and there is
au enormous saving of horse-power.
Nor are these the only important advantages that
would accrue. We may refer to a few more. And
first of all deserves to be mentioned less noise. Only
think of that one advantage in a city where we put
our hands to our ears and are ready to invoke
deafness as a blessing ! Not less important, how-
ever, /could be the cheapness of the conveyance.
For a uniform rate of ld., or 2d. at the most,
passengers might be conveyed from one end of
London to the other. To every one who is in the
habit of using these vehicles there would thus be a
gain in the mere matter of money saved ; but two
more good results would follow. There would be

no more cheating and bullying by brutal conduc-
tors. The enEfering to which some women are sub-
jected by the extortion of these men can only be
estimated by those who have seen them on entering
the omnibus nervously looking at the table of fares,
or on getting out in the wet streets paying double
their fare, while the conductor insolently refuses
change, and in one moment whistles- the driver
away, the women standing in the rand and gazing
helplessly after him. There could be nothing of
this kind with a system of cheap and uniform fares,
like the penny postage, which would be the inevi-
table accompaniment of a tram-road. And yet
another beneficial result would follow in the change
which it would help to bring about in the distribu-
tion of our metropolitan population. This, if a
remote, is certainly one of the most important ad-
vantages of all. We have again and again called
the attention of our readers to the haunts of the
working classes in the more crowded parts of the
city, and have urged the erection of model dwel-
ling-houses, knowing that the inmates of these
miserable dens have no mode of escape to the
suburbs. What if a tramroad were to solve the

difficulty in its own way ? And, as the city mer-
chant hies away to sleep iu Kent or among the
Surrey hills, may not the workman, by means .of
a penny ride, be soon able to spend the evening
with his family in a less confined atmosphere than
that of a court in Westminster or Seven Dials ?
As it is, we have tried almost every kind of road to
no purpose. We have tried macadam, and found it
dusty in summer and muddy in winter beyond en-
durance. We have tried wooden blocks. in all
sorts. of directions—slantwa 3 and crosswise, and
upright—and found them excessivelyYsto wasteful and
slippery. We have tried a nenvement, and
are not only shaken to pieces by the jolting, but
stupefied with the din which weiatifleera.ttsed about
our own ears. In some parts of we are
even now making the experiment of aleil'y pave-
ment. Having tried these, and more orilreas failed
on
in all, what if we now try a tramroad,
addition to the freedom from noise, freedom' 'f';om
in
dust and mud, freedom from jolting, and freedom
from constant repair, we have hitherto been seeking
to obtain, will afford us great rapidity of move-
ment, and free us from some 4,000 or 5,000 horses
that now block up owrstreets ?
It may be urged as a drawback to the conve-
niences of such a road that the stoppages for the
purpose of taking up and setting down passengers
would be frequent, and that some time might be
lost in this way. Those who have observed the ra-
pidity with which the river steamboats discharge
and take up passengers at their appointed piers will
not doubt that at least equal rapidity may be at-
tained by omnibuses touching at regular stations.
little tevenin the long run, there'should be some
detention, the public will still gain this, that
the streets wilt eto a certain extent cleared, so as
to enable those who are in a hurry to push forward
in cabs. At present a cab can go very little faster
than the omnibus. And what those who travel on
the trainroad lose in ti •
with in consideration onifnthe theymay
afford to part
cheaper and easier and
ime
better conveyance. repeat, however, that we
do not believe there would be
sayloss of time,
and, just as many
an ,omnibus fills at the Bank
with passengers all bound for Charing cross, eighty
persons would get into one huge conveyanee and
drive on as before, only more
easily
and cheaplyn
for themselves, and more pleasantly and se'
lessly for the people on foot. As things are atopiresent, London, afflicted with apoplexy and deafened
with its.own existence, is becoming insupportable,
and it is really a disgrace to the nation that its
streets should show no more signs of provident
arrangement for the order of traffic: than they did
in the days of the Plantagenets.—Times.

BAIL WAY INTBLLIGENCE.

GREAT WESTERN.

The directors of this company have just issued their
report. It states that the results of the traffic over the
several lines of railway continue to be satisfactory, and
are encouraging for the future. Comparing the receipts
of the corresponding periods in 1855 and 1851, it will be
perceived that the increase on the Great Western Rail-
ways has been 56,8831., and on the two Shrewsbury
Railways (north of Wolverhampton) 19,1841., making
together au aggregate improvement of revenue during the
last half-year of 76,0671. These increased receipts have
been separately produced from the following sources :
Great Western. Shrewsbury. Total.
Passengers 233,449 £3,264 £36,713
Goole, cattle, &c 20,415 15,197 35,612
Other sources

£56,883 £19,184 £76,067
It may also be mentioned that, with one immaterial ex-
ception, these improvements in income have been derived
from each of the various lines and branches worked by
the company. The portion of the Hereford, Ross, and
Glouceater Railway between Hopebrook and Hereford
having been first opened on the Ist of June, 1855, allow-
ance must be made in the comparison of receipts between
the two periods for a difference of five months' additional
traffic in 1856 over 18 miles of that railway. On the
other band, the sane observation applies in like manner
to the expanse incurred in working those 18 miles of rail-
way. Notwithstanding that circumstance, it is gratifying
to report that the directors have been enabled to reduce
the working charges of the'Great Western undertakings
from 285,1261. in 1855, to 282,0801. in 1856, being a
difference of 3,0561., which, added to the increased re-
venue of '56,883/. over the same lines, provides an avail-
able increase of nearly 60,0001. in one half-year towards
the interest and other preference engagements, as well as
to pay an increased dividend to the shareholders. The
Shrewsbury lines have been worked at an increased expen-
diture of only 5,5451., although the greater receipts have
been 19,1841., principally derived from goods traffic. In
both instances the cost of maintenance of way will be
found mainly to account for thqifference in the expen-
diture of the two periods ; in thelene case—that of the
Great Western lines—the diminution under that head
exceeding the whole saving, while in the other case the
greater charge for maintenance of way is nearly equiva-
lent to the total increase of expenses for working the two
Shrewsbury railways. While referring to that
,item of
expenditure, it is proper to observe,that- there had been
an unusually heavy expenditure during the last two or
three years for the permanent improvement of the bal-
lasting and draining of the Great Western lines, and
also for the supply of new materials, which subjects
have been specially mentioned in former reports of the
engineer-in-chief. The company are now reaping, to
some extent; the advantages of that increased expendi-
ture. The practice of placing against, revenue in each
half-year the cost of all rails, timber, and other ma-
terials supplied for the line, as uniformly adopted by
this company, must tend occasionally to disparity in the
half-yearly accennts of expenditure, according to the exi-
gencies of each period ; but it nevertheless appears to
the board preferable to the system of carrying it, in the
first instance, to the debit of a separate renewal account,
which may afterwards, in some instances, become trans-
ferred to the capital account. The directors have to
recommend that a dividend be now declared at the rate
of 21 per cent, per annum out of the earnings of the
company, after defraying all the charges and liabilities
upon the revenue, as shown in the accounts duly audited
and approved. The said dividend will be made payable
in the usual manner on and after Ist Sept. to the holders
of the consolidated stock and Windsor shareholders, who
were registered for the same at the closing of the books,
and a balance will be carried over to the next half-year cf
6,8671. 14s. 7d. Besides this amount there is a heavy
claim still under arbitration, against the Postmaster-
General for additional mail services performed since
Feb., 1855, which there cep be little doubt will be as-
certained and adjusted during the current half-year,
On the other hand, the dividends secured to the
Kennet and Avon Canal shareholders have upon the
aggregate exceeded the total net revenues of it since the
purchase of the canal in 1851. The deficiency will be
met out of the larger amount payable to this company
for extra mail services. The power of running goods
trains over the line of railway between Chester and
Birkenhead has been exercised by this company since
the 2d of Feb. last, and an award has been made deter-
mining the terms upon which this company is entitled
so to run those trains. The amount payable under that
award (which will last for three years only) is undoubt-
edly heavy, consisting partly of an annual rent and partly
of. toll ; and it is only by means of a considerable in-
crease an the traffic that the rent can be defrayed with-
out loss. Already there has been a satisfactory acces-
sion of business to your northern lines through Birken-
head, and there are indications of progressive improve-
ments in the goods traffic, now that this company are in
a position to undertake the management and exclusive
control of it to and from the port of Liverpool. The line
of the Wilts and Somerset Railway between Warmin-
ster and Salisbury, a distance of 20 miles, was opened
for public traffic on the 30th of June last. The local
basinesa promises to be good ; and when the London
South-Western new station in Salisbury shall bo com-\,
pleted, near to that of the‘Warminster lice, a through
traffic to Southampton, Portsmouth, and the coast is an-
ticipated, which will make the line itself remunerative.
The auditors have taken stock during the summer with
the greatest care and attention, through persons em-
ployed by themselves, and independent of the officers of
the company, and they report the result of that exami-
nation as satisfactory, proving the accuracy of the store
accounts to the 30th June, 1856. The locomotive engine
stock, carriages, waggons, &c., have also been ascertained
to be in complete repair and efficient condition. No ex-
ertions have been spared to accelerate the completion of
the unfinished lines and works, and the directors hope to
to see all the Parliamentary engagements of the company
concluded before the close of the present year. The di-
rectors have not,been promoters of aii'y bill during the
last two sessions of Parliament, and they do not con-
template at present the necessity of any application to
the Legislature for fresh powers. It is a matter of great
satisfaction to the board to find that the promoters of
the Metropolitan Railway are likely to proceed forthwith
in the construction of that railway, which will form a
continuous lino from the; Paddington station into the
city, and be available both for passengers and goods to
and from the company's whole system. An agreement has
been concluded upon very satisfactory terms for securing
from the Ruabon Coal Company (limited) a minimum
freight of 40,0001. per annum for coals to be conveyed
over a distance exceeding 100 miles on the company's
liees of railway. It will commence in Jan. next, and,
provided a certificate from the coal manager is obtained
that the sale is London can be enlarged so as to admit
of a considerable extension of business in the qualities of
coal adapted to house censumption, the Ruabon Com-
pany have covenanted to secure to the railway after the
first year a minimum annual freight of 60,0001., and
after the second year 80,0001., in respect of their coals.
The directors hope to make similar agreements with other
coal owners, and thereby to encourage a traffic which,
with other sources cf improving revenue, ought at all
times to insure better dividends to the proprietors of the
consolidated stock.' The lamented death of Mr. Russell
has taken place since the last half-yearly meeting, and
the board cannot refiain from expressing their deep and
sincere regret at the loss of so valuable a colleague,
whose' services in the ehair during many years have been
repeatedly the subject of eulogium from the general body
o" proprietors. The'directors are of opinion that the va-
cancy caused by Mr. R.uesel's death should not be filed
up at present, tint.! the services of some person of known
abil,ty and high character can be secured capable of de-
voting his time and againmetits to the welfare of tho
company."
The report of Mr. Brunel, the engineer, states that
the Salisbury branch of the Wilts and Somerset Railway
has been opened, and is working very satisfactorily. The
usual notice has been given to the Board of Trade of the
intended opening of 26 mile.; of the Weymouth Railway,
being the portion extending from. Frome to Yeovil.
of Upon e
permanent tli remaining
w ay
isproceeding a
distance to Weymouthsfastas therails
t he layings
arepieted ei iti vfoe rre d,
poabnd i
ie every exertion
without
totn ilhewleal bstdeeulasyed. toucopmen-
the Bradford and Batharepton Branch the permanent
way is the only work to govern the opening of that line.
The junction for the Uxbridge Branch at West Drayton
and the station at Uxbridge have been completed. The
works of the Reading Western Branch are nearlyfinished,
and provision is made for extended good sidings there.
Tue Henley Branch is also in a forward state, and no
lime will be lost in completing it. 'rho main line and
branches of this company which Lave been in use for
traffic have been maintained in an efficient and satisfac-
tory manner.

1-

L.A.NCASIIIIIE AND YORKSiIIRE.

, ........
The dieectiirs of this company have decided on recom-
mending the proprietors at their next meeting to declare
a dividend from the earnings of the past half-year at the
rate of 4 per cent. per annum, leaving an amount to be
added to the surplus.