1 Railways Terminating in London.; \ SAMUEL REA. /J44G3 raat JfcElJJJW \w1 KM Mftrxa-r ssmt BUS 22*W uwxlaiixi* 74^15 iCl tCT HICH CAT HAMPSTEAf HEATH STA RAILWAYS TERMINATING IN LONDON. SAMUEL REA HILL TION NGpBURY-i NEASDEN have hill STATIO FINCHLEY ROi & FROGNAL STA .4 SUDBURY ENTISH TO noN GREEN \T ION t-STON HJD n » C*l».» KNEY WEST END LA bury S^C» mooel BROND prison north wester^ railways) £ DEPfrit> NEBRIDGE PARK iST WILLESDEN) TION ALg?OW und primrqsje hmh albtrtpafi r- : \\ works. x C R EA T park rHEATR nort hern STON enh ace"n lrv~n= NL1 PROPOSED PARK KENSAL GREEN ST AT I OhL—-^1 imperial cas works lesti yforo QUEENS Pi (WEST KILB'J imperial , cas~~ \ wo rks, hgel ote l ROAD AMBRI s'bw&tahs tarn/a 'meatus. b ota mca l t,gartt£ns/ old oak c ommon HAN CER HILL crt at western ra/lw. \ works. ^ d •roM A„v«: O ROW r hill ohm wo o d street oC*° iNSByp WORMWOOD ^iruioN B°"»can ri volunteer rifle ground RE EH ROAD j" peat „ mas o A*-". shfield st PA VI. 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'X33"HiLS HAVHOISIS HaAYOT 'Ift S lL J5L CFT -£D "V "°0 Tg NOlONIXHYd ox aujv SKOIXViLS AYiWIIVH xv S 3 O V d S ONISIJ_U3AaV um ■S30IJJO ON1)1009 N0I1V1S si) )v pun(uot}m$ osnop uoisubw oysoddo /)JB3u) '■01 'WS uouubq 'ig 'goiJJO 11)1011 N0SV3S sJunduiOQ 1VM1IVU 10I91SIO m ;b s/vg no 9jb N0I1I9IHX1 m J°j S13X0U N0SV3S 'ssynans bh± qnv NoaNon jo sidVd tiv # KOlLi AVM1IVU 13IU1SI0 «IA NOissiwav SNiamoNi KOiiiaiHii swiaiHf ox «t«ac "Mcrnrw Noiiiaraxa M?Diaaw? a h i os "avmuvh xomxsia •O'a 'NoanoT 'isshis xaau *63 '(33MJ0 aamo sMWsavxa) 'SJSTOS 2? SnAEYrCLV "_C 'TYi. 'sn3Hsnand m }o pub 'uiopvuty am jnoqsnojqj syanaswoa ivdioNiud BtH Jo 'mvisxooa NO IIVIS //» 73 paujBfqo aq os/b ubo cte/y e1dVIAI 'XN3IAIONOIAI 'xaanis isrowwYO any 3SII0H NOISNVN"" 'SNfiUWS 13IU1SI0 KaaAixaa SMivy±jHonodH± lajyhoailhay 01 m0ism3xx3 qmv XOIXaUMOD 310HI0 H3MMI lz "AVMiivy xomxsia MOUNTED COPIES OF THE JUBILEE EDITION OF THE "DISTRICT RAILWAY" MSfr OF LONDON, IN EITHER BOOK OR SHEE'l FORM, CAN BE OBTAINED, PRICE *./&. Mounted on Rollers and Varnished, 5 O. DISTRICT RAILWAY, 22 See Map, and also Advertisement, page 28 of tack of Map, for Stations on EAST LONDON RAILWAY South of Whitechapel. WHITECHAPEL—MILE END STATIO N, For the PEOPLE'S PALACE, Bethnal Green, Bethnal Green Museum, London Hospital, Mile End, Mile End Road, National Portrait Gallery, Stepney, Shoreditch, Whitechapel Road, Ac. (See Map.) ST. MARYS (whitechapel) STATION, For East London and Pavilion Theatres, Shoreditch, Spitalfields, Whitechapel Road, &c. ALOGATE EAST & ALDQATE STATIONS, For Aldgate High® Street, Commercial Road East, Haydon Square, Houndsditch, Minories, &c. DISTRICT RAILWAY. 23 MANSION HOUSE STATION (CENTRAL CITY STATION), For the Bank, Cheapside, Coleman Street, General Post Office, District Railway Company's Season Ticket Office, Guildhall, the Mansion House, Queen Victoria Street, St. Paul's Cathedral and Churchyard, Royal Exchange, Southwark Bridge, Stock Exchange, and all parts of the CITY and the EAST END, &c. OMNIBUSES are now running at intervals of 5 minutes to and from Liverpool Street and Broad Street Stations, also to and from Holborn Viaduct Station. (Sf.e Map.) ItLACKFIlIAHS T foe Blackfriars, Christ's Hospital, City of London School, Farringdon Road, Fleet Street, Guildhall School of Music, Holborn Viaduct, Ludgate Circus and Hill, New Bridge St., Newgate St., Old Bailey, the Royal Hotel, Smithfield Meat, Fish and Poultry Markets, . Zion College, &c. london chatham & dover railway (®5lbp0a^'®,aduct (The St. Paul's Station is connected by i ludgate HILL a covered way with the Blackfriars Station.) \ SNOW HILL OMNIBUSES RUN EVERY FEW MINUTES IN CONNECTION WITH TRAM CARS running to and from the South side of Blackfriars Bridge and all parts of the SOUTH EASTERN DISTRICT. (Seb Map.) DISTRICT RAILWAY. 24 WESTMINSTER station, FOR THE Houses of Parliament & Government Offices, Westminster, Lambeth, Kennington, WESTMINSTER ABBEY, Whitehall, and the Surrey, Victoria, and Astley's Theatres. OMNIBUSES run about every Minute in connection with TRAM CARS running to and from the South side of Westminster Bridge and all parts of the SOUTH EASTERN DISTRICT ((See MAP.) ST. JAMES' PARK STATION, FOE Clarence House, the Green Park, the Horse Guards, Marlboro' House, St. James's, St. James's Palace and Park, royal aquarium ™d st. james's theatre. (SEE Map.) VICTORIA STATION, FOR 7 CRYSTAL PALACE, London Chatham and Dover and London Brighton and South Coast Railways, Buckingham Palace, Belgravia, Pimlico, Green Park, Hyde Park Corner, Mayfair, AND ALL PARTS OF THE SOUTH WESTERN DISTRICT. TEAM CABS run to and from this Station and Vauxhall, Kennington, Camberwell, 4c. (gEE Map ) The STATIONS at VICTORIA are connected by a SUBWAY. I are therefore enabled to pass direct from one Station to the other. DISTRICT RAILWAY. 25 EARLS COURT station, For AMERICAN EXHIBITION, Cromwell Road West, Earls Court Square, Brompton, Kensington, &c. (See Map.) WEST BROMPTON station, For AMERICAN EXHIBITION, Beaufort House, Brompton Cemetery (North entrance), LILLIE BRIDGE GROUNDS, the Redcliffe Estate (North End), &c. Frequent Trains to chelsea, battersea and clapham junction. (see m^) WALHAM GREEN STATION, For Battersea Bridge, Brompton Cemetery (South entrance),Chelsea( West),LONDON ATHLETIC CLUB GROUNDS (Stamford Bridge), St. Mark's College, Wandsworth Bridge, &c. (See Map.) PARSONS GREEN station, For HURLINGHAM PARK, Munster Road, Parsons Green, the Munster Park, Poole Park, Salisbury, & Stukeley Park Estates, &c. (see Map.) PUTNEY-BRIDGE (fulham) station For Ranelagh Club (Barn Elms), Fulham Cemetery, Fulham Palace, PUTNEY COMMONS and HEATH, the river thames and boat houses, WIMBLEDON, WIMBLEDON COMMON, &c. OMNIBUSES are now running at intervals of 10 minutes to and from PUTNEY HILL. (See Map.) DISTRICT RAILWAY. 26 MILL HILL PARK STATION, For Acton Town, Acton (West and Central), Acton Hill, Avenue Road, Bollo Bridge Road, Gunnersbury Park, Mill Hill Park, Springfield Park, Mill Hill Road, &c. _ (See Map.) SOUTH EALING STATION, For Ealing Green, Ealing Park, Little Ealing, &c. BOSTON ROAD STATION, For Brentford, Boston House, Hanwell, the Mouth of the River Brent, &c. osterley & spring grove STATION, For Isleworth, Osterley Park, Spring Grove, &c. H ESTON-HOUNSLOW STATION, For Heston, Ilounslow Town, Lampton. Whitton, &c. HOUNSLOW BARRACKS STATION. For Cranford, Harlington Corner, Hatton, Heston House, Hounslow Barracks, &c. ealing common & west acton station, For Ealing Common, Ealing (East), Grange Park, Grange Road, The Grove, Hanger Hill, Royal Indian Asylum, Springfield Park, West Acton, &c. (See Map.) ISAlLIMCr (Broadway) STATION, For Castle Bar Road, Ealing (West and Central), Haven Green, Hanger Hill, Princess Helena College, Twyford Abbey, &c. (See Advertisement pages 4 and 12 of this Map, for Great Western Stations beyond Ealing.) The Jubilee Edition of the "DISTRICT RAI1IWAY" MAP OF LONDON, in Book or Sheet Form, can be obtained at STATION BOOKSTALLSfPride 6d- Mounted on Linen, X/Q. Mounted on Linen and on Rollers and Varnished, 5 0. DISTRICT RAILWAY. 17 MARK LANE station, For BERMONDSEY (viS, Thames Subway), Corn Exchange, Coal Exchange, Custom House, the Docks, FENCHURCH STREET STATION, Gt. Tower Street, Leadenhall Market & Street, London Commercial Sale Rooms, Mark Lane, Mincing Lane, Seething Lane, Minories, Thames Subway, The Tower of London, Trinity House and Square, &c. MONUMENT station, For Billingsgate, Eastcheap, Fish Street Hill, Gracechurch Street, King William Street, London Bridge, Lower Thames Street, the Monument, the Steam Packet Pier, Upper and Lower Thames Streets, &c. OMNIBUSES run (vi& LONDON BRIDGE), about every minute, between this Station and the Borough, Brixton, Camberwell, Clapham, Kennington, Newington, Peckham, and all parts of the South London Districts. CANNON STREET station! For Cannon Street, Dowgate Hill, Lombard Street, St. Swithins Lane, South Eastern Railway, Upper Thames Street, Walbrook, &c. DISTRICT RAILWAY. 18 TEMPLE STATION, For Bow Street, Holborn, Lincoln's Inn, the LAW COURTS, London School Board Chief Offices, Somerset House, Strand (East), the Temple, Temple Bar Memorial, Birkbeck Institute, Wellington Street, &c., AND THE COVENT GARDEN, DRURY LANE, GAIETY, GLOBE, LYCEUM, OLYMPIC, OPERA COMIQUE, SAVOY and STRAND THEATRES. - ton Court) KINGSTON, &c. Every QUARTER-OF-AN-HOUR to and from CHISWICK PARK & ACTON GREEN And every HALF"HOUR to and from MILL HILL PARK SOUTH EALING BOSTON ROAD osterley & spring grove heston-hounslow hounslow barracks EALING COMMON and WEST ACTON EALING (Broadway) (See Map.) INNER CIRCLE." 14 DISTRICT & METROPOLITAN RAILWAYS. Trains run every 10 Minutes HIGH STREET (Kensington), NOTTING HILL GATE, BAYSWATER (Queens Koad), PRAED STREET (Paddington), and GLOUCESTER ROAD (Brompton), SOUTH KENSINGTON (For the Albert Hall and Memorial, the Museums, Site of Imperial Institute, &c.), SLOANE SQUARE (For Knightsbridge, Japanese Village, Albert Palace, and Royal Court Theatre), VICTORIA (For Crystal Palace, London Chatham and Dover, and London Brighton and South Coast Railways), ST- JAMES' PARK (For Aquarium and St. James' Theatre), WESTMINSTER (For Houses of Parliament, Westminster Abbey and Government Offices^, CHARING CROSS (!For South Eastern Railway and the Theatres), TEMPLE (For the Law Courts and the Theatres), BLACKFRIARS (For Holborn Viaduct, Ludgate Hill and St. Paul's Railway Stations), mansion house (Central City Station), for the Bank, General Post Office, Guildhall, Royal Exchange, &c. Omnibuses running to and from all parts of the City. CANNON STREET (For South Eastern Railway). MONUMENT (For London Bridge,Billingsgate,the Monument,&c.), MARK LANE (For the Tower of London, Bermondgey (via Tower Subway), and Fenchurch Street Railway Station), ALDGATE, BISHOPSGATE (Por.Great Eastern Railway), MOORGATE, ALDERSGATE, FARRINGDON STREET, KINGS CROSS (For Great Northern and Midland Railways), GOWER STREET, PORTLAND ROAD, BAKER STREET (For Madame Tussaud's), (CHANGE FOR ST. JOHNS WOOD LINE & EXTENSION TO HARR0W-0N-THE-H1LL 4 PINNER.) EDGWARE ROAD. (See Map.) "MIDDLE CIRCLE." 15 DISTRICT & GREAT WESTERN RAILWAYS. Trains run every HALF-HOUR between r«TrFV/MANSION HOUSE StationX vll i V BLACKFRIARS Station, ) Temple, Charing Cross, Westminster, St. James' Park, Victoria, Sloane Square, South Kensington, Gloucester Rd„ High St.&) West Swim !for americ#n txhibi,ion Walham Green, Parsons Green, Putney Bridge (puiham) and West Kensington, and ADDISON ROAD (Kensington) for "olympia," UXBRIDGE ROAD (for Shepherds Bush), LATIMER ROAD, NOTTING HILL & LADBROKE GROVE, WESTBOURNE PARK (for Kensal New Town and St. Peter's Park). ROYAL OAK, BISHOPS ROAD (Paddington). (see map.) Through Tickets are issued between DISTRICT Stations and TAPLOW, and certain Stations beyond on the GREAT WESTERN MAIN Line, via Westbourne Park. "OUTER CIRCLE." 16 DISTRICT, NORTH WESTERN AND NORTH LONDON RAILWAYS. trains RUN EVERY between half-hour cttyymansion house Station,\ ^x x \ blackfriars Station, J Temple, Charing Cross, Westminster, St. James' Park, Victoria, Sloane Square, South Kensington, Gloucester Rd., High St.&.) Earls Pdiirt 1 West Brompton |for american exhibit,on' Walham Green, Parsons Green, Putney Bridge (Fulliam) West Kensington and Hammersmith, Addison Road (Kensington) i for " Olympia." ! UXBRIDGE RD. fR;4*). I Wormwood Scrubs. WILLESDEN JUNCT. (change tor NORTH WESTERN MAIN LINE, and for Queens Park, KILBURN & MAIDA VALE, LOUDOUN ROAD for Swiss Cottage, CHALK FARM . for Primrose Hill, and EUSTON). Kensal Green. BRONDESBURY FINCHLEY ROAD and FROGNAL. Through Tickets are HAMPSTEAD HEATH. Gospel Oak. KENTISH TOWN. CAMDEN TOWN (change for Barnsbury, Canonbury, and Mild may Park). ISLINGTON& HIGHBURY. DALSTON JUNCTION (change for Hackney, Homerton, Victoria Park, Old Ford, Bow, . South Bromley, Poplar and Black- wall, & for Haggerston, Shoreditch and Great Northern Stations). Broad Street. (See Map.) all issued, between DISTRICT stations enumerated above, as well as to Great Northern Stations, via Dalston Junction, and to Stations on the NORTH WESTERN MAIN Line. EXCURSION TICKETS ARE ALSO ISSUED DURING THE SEASON. The Jubilee Edition of the "DISTRICT RAILWAY" MAP OF LONDON, in Book or Sheet form, can be obtained of the Publishers, Messrs. W. J. ADAMS & SONS (Bradshaw's Guide Office), 59, fleet Street, London, E.C. Price €>d. (post free). DISTRICT RAILWAY. 7 as u «» K or «» TEMPLE STATION FOR THE LAW COURTS KINGS GROSS BISHOPSGATE . I For Stations on GREAT NORTHERN and ' 1 MIDLAND Railways. GREAT EASTERN I For Stations on the < Railway. n„ .. . ,, „ , (For Stations on GREAT EASTERN and MARK LANE CF°r the Tower) J LONDON TILBURY and SOUTHEND Railways (Fenchurch Street Terminus). NEW CROSS, MONUMENT, or ) For Stations on LONDON BRIGHTON and VICTORIA •• ■■ ) SOUTH COAST Railway. NEW CROSS, CANNON STREET, I For Stations on SOUTH EASTERN Bail¬ or CHARING CROSS ■ ') way. VICTORIA & BLACKFRIARS ... {For ^bvER^aiiway °N CHATHAM and PADDINGTON (Praed Street, Bishops Road), ( For Stations on GREAT WESTERN Rail- or Bishops iioa WESTBOURNE PARK, EALING (Broadway) .. RICHMOND •• WILLESDEN JUNCTION way. . {For Stations on SOUTH WESTERN Rail- ( way. . f For Stations on LQNDON and NORTH \ WESTERN Railway. And other Stations on the District, Metropolitan, Great Western, North Western, South Western, Great Northern Midland & 'iilhury and Southend Railways. THROUGH TICKETS to TEMPLE Station should always be applied for, but where they are not obtainable, tickets are issued to one or other of the Stations enumerated above, and passengers on their arrival can re-book from thence to Temple. (See Map.) DISTRICT & GREAT NORTHERN RAILWAYS. 8 THROUGH TICKETS are issued between MANSION HOUSE and all DISTRICT Stations West thereof and the following GREAT NORTHERN Stations, either via WILLESDEN and DALSTON JUNCTION or via KINGS CROSS:— Crouch End High Barnet NEW SOUTHGATE East End 1 HIGHGATE Palmers Green EDGWARE HORNSEY TOTTERIDGE ENFIELD Mill Hill Winchmore Hill FINCHLEY | Muswell Hill WOOD GREEN FINSBURY PARK NEW BARNET Woodside Park And via KINGS CROSS O ViI" between WESTMINSTER BRIDGE and Stations intermediate to WEST KENSINGTON and WEST BROMPTON Passengers change at DALSTON JUNCTION or KINGS CROSS, according to the route selected. Bowes Park LUTON DUNSTABLE Oakleigh Park and Hatfield Potters Bar Hertford ST. ALBANS HOLLOWAY Stroud Green DISTRICT & MIDLAND RAILWAYS. THROUGH TICKETS are issued between Westminster and DISTRICT Stations West thereof and the following MIDLAND Stations Mill Hill Radlett ST. ALBANS WELSH HARP West End And CAMDEN ROAD Childs Hill and Cricklewood Elstree HAVERSTOCK HILL HENDON LUTON KENTISH TOWN—Change for Highgate Road, Junction Road, Uppish. Holloway, Hornsey Roai>, Crouch Hill, Haringay Park (Green Lanes), St; Anns Road, and South Tottenham & Stamford Hill. Passengers change at KINGS CROSS. (See Map.) DISTRICT & SOUTH WESTERN RAILWAYS. HAMPTON COURT & BUSHEY PARK. Passengers can book from DISTRICT STATIOUS TO v FOR teddington (hampton court and f and hampton wick. ) bushey park. ■xri-A. RICHMOND, from whence Trains run at frequent intervals, (See Map.) The "DISTRICT RAILWAY" COUNTRY MAP has just been Published by Messrs. ADAMS & SONS, (Bradshaw's Guide Office), 59, Fleet Street, London, E.C., and can be obtained at all District Railway Stations. PRICES:—from 3d. to 2s. __ . . I' The Jubilee Edition of the "DISTRICT RAILWAY" MAP OF LONDON, in Book or Sheet form, caq>e obtained of the principal BOOKSELLERS throughout the Kingdom. Price 6d. Mounted en linen, Is. 8d.,« m Case, 2s. 6d. Mounted on Linen, and on Rollers and Tarnished, 5& 10 DISTRICT & GREAT WESTERN RAILWAYS. DURING THE SUMMER MONTHS cheap 3RD class return tickets ARE ISSUED FROM ALL DISTRICT STATIONS TO By the Direct Route, via Ealing. fare 2/6. i®" These Tickets are available on the day of issue only. cheap 1st & 2nd class tickets ARE ALSO ISSUED FROM DISTRICT STATIONS ON SATURDAYS AND SUNDAYS, THROUGHOUT THE YEAR TO By the Direct Route, via Ealing. Fare, 1st Class, 4/6; 2nd Class, 3/6. DISTRICT RAILWAY. n STATION BOOK TO WESTMINSTER FOR WESTMINSTER ABBEY FROM (For Stations on GREAT NORTHERN and " I MIDLAND Railways. (For Staiions on the GREAT EASTERN "i RAILWAY. (For Stations on GREAT EASTERN and MARK LANE (<<* the Tower) ! 1ONDON TILBURY and SOUTHEND ( Railways (Fcnuhurch Street Terminus). NEW CROSS, MONUMENT, or > For Stations on LONDON BRIGHTON and VluTOB.A •• i SOUTH COAST Railway. NEW GROSS, CANNON STREET .'(For Stations on SOUTH EASTERN Rail- * ) way. (For Stations on LONDON CHATHAM and X DOVER Railways. PADDIN3T0N (Praed street! or Bishops Road), | WESTBOURNE PARK, or I EALINS (Broad-wuy) .. .......... I For Stations on SOUTH WESTERN Rail- RIGHMOND j Way. , I For Stations on LONDON and NORTH WILLESDEN JUNCTION WESTERN Railway, And other Stations on the District, Metropolitan. Great Western. North Western, Sonth Western, Great Northern, Midland & .London Tilbury & Southend Railways. KINGS CROSS BISHOPSGATE • or CHARING CROSS VICTORIA & BLACKfRIARS (For Stations on GREAT WESTERN Rail¬ way. The HOUSES of PARLIAMENT, government offices & royal aquarium are within a few minutes' walk of WESTMINSTER ABBEY. (See Map.) DISTRICT RAILWAY. 2 DIRECT ROUTE TO ACTON, EALING & HOUNSLOW Frequent Service of Trains between BOSTON ROAD (For Brentford, Boston House, Hanwell, the Mouth of the River Brent, &c.) OSTERLEY & SPRING GROVE (For Isleworth, Oster¬ ley Park, Spring Grove, &c.) HESTON-HOUNSLOW (For Heston, Hounslow, Lampton, Whitton, &c.) HOUNSLOW BARRACKS (For Cranford, Harlington Corner, Hatton, Heston House, Hounslow Barracks, &c.) CHISWICK PARK ACTON GREEN (For Acton Green, Chiswick Park and South Acton). MILL HILL PARK (For Acton Town and West and Central Acton). EALING COMMON AND PUTNEY-BRIDGE (FULHAM) TRAINS EVERY TEN MINUTES MORNING AND EVENING AND1 EYERY QUARTER-OF-AN-HOUR AT OTHER PARTS OP THE DAY BETWEEN WEST BROMPTON PARSONS GREEN (For American Exhibition, (For Hurlingham Park) w fT^'X010;^ tT' PUTNEY/BRIDGE WALHAM GREEN /tvttt tt a ut\ (For Chelsea West, I (FULHAM) Stamford Bridge Grounds, (For the River Thames, and WANDSWORTH BRIDGE). PUTNEY AND WIMBLEDON). NEW CROSS, DEPTFORD ROAD, ROTHERHITHE, WAPPING, SHADWELL, WHITECHAPEL—MILE END (For the PEOPLE'S PALACE) ALDGATE EAST, BISHOPSGATE, MARK LANE (for the Tower), MONUMENT, CANNON STREET, MANSION HOUSE BLACKFRIARS. TEMPLE, CHARING CROSS, WESTMINSTER, ST. JAMES' PARK, VICTORIA, CHELSEA (Sloane Square), KENSINGTON, BROMPTON, HAMMERSMITH, NOTTING HILL GATE, BAYSWATER, PADDINGTON, EDGWARE ROAD, BAKER STREET, KINGS CROSS, &c., &c, ( CENTRAL \ (CITY STATION DISTRICT RAILWAY. FREQUENT THROUGH TRAINS FROM ALL PARTS OF THE CITY & EAST END TO THE "WEST ZEHSTID- THROUGH BOOKINGS FROM MANSION HOUSE (city station), blackfriars (city), temple, WESTMINSTER, VICTORIA, chelsea (sloane square), south kensington, brompton, hammersmith, &c. TO CASTLE HILL, hanwell, southall, hayes, WEST DRAYTON (COLNBROOK & STAINEs) langley, slough, AND WINDSOR . EAXiarct. DISTRICT RAILWAY. 5 TXJYCP: OCCUPIED COST irOTTE.XTE'Y" By SHORTEST ROUTE between mansion house AND moorgate respectively. STATIONS. jHonso- I Mins. new cross •• -i 27 DEPTFOED KOAD .. 23 rotherhithe 20 WAPPING I 18 SHADWELL .. ,.| IS SHOREDITCH .. .. 16 whitechapel-snicM 13 ST. MARYS 11 aldgate east •• » MARK LANE 6 MONUMENT 4 CANNON STREET .. ,.| 2 mansion house -• - BLACKFRIARS .. 3 temple 5 charing cross ..| 8 westminster . 10 ST. JAMES'PARK .. .. 12 victoria 15 sloane sq. rar), is sOUTH kensington.. 22 glo'ster road (Brt°ouP') 24 HIGH ST. (Kensington); 27 Notting Hill Gate i 32 BAYSWATER .. .-34 PADDINGTON (Praed St.) 33 EDGWARE ROAD •• 30 BAKER STREET .. .. 27 Portland Road .. ..| 25 Gower Street j 23 KINGS GROSS .. 20 Farringdon Street .. 17 Aldersgate 15 Moorgate j IS 1 —■ BISHOPSGATE .. ..11 2 ALDGATE (Mot.) ..j 9 | 5 I Mins. ' 22 18 15 13 . 11 j 13 10 7 5 9 11 13 16 18 21 23 •25 28 ! 31 35 37 28 25 23 20 17 14 12 10 7 4 L 2 earls court.. WEST BROMPTON .. walham green PARSONS GREEN putney-bridge (fulham) WEST KENSINGTON ..I hammersmith SHAFTESBURY ROAD .. I turnham green GUNNERSBURY kew gardens •• richmond •• •• CHISWICK PARK 4 ACTON GREEN. mill hill park ..| south ealing ■■ boston road •• (For Brentford and Hanwell) OSTERLEY & SPRING GROVE HE8T0N -HOUNSLOW ■ HOUNSLOW BARRACKS EALING COMMON 4 WEST ACTON ealing (Broadway) ADDISON ROAD(Kenamgtn.) uxbridge road t (SHEPHERDS BUSH)) , LATIMER ROAD .. notting hill & 1 ladbroke gr've) westbourne pk ROYAL OAK BISHOPS RD.(Paddington) WORMWOOD SCRUBS .. willesden junc. •■! BRONDESBURY .. ..! FINCHLEY RD. & FROGNL.i HAMPSTEAD HEATH .. Mins. 26 28 31 34 Mins. 39 44 47 50 42 35 39 37 29 32 35 38 42 42 | 46 46 49 50 i 54 42S| - 45511 - 52 55 59 63 60 47JS sol? 33 ' 35 41 43 48 50 62 39 65 68 72 76 79 39 35 31 29 27 22 20 r I ~ 5o I —_ WHjTECHAPEL- JllEElO St. aIarys 5,W.WT: Moar M EKT Casnok Street «»KSIOJ»OIISE Temple DISTRICT and METROPOLITAN RAILWAYS. TE, A TINTS R.TJTT JA3 FOLLOW8:- TO and FROM STATIONS. NEW CROSS Dbptfoki>Roaj>] ROTHERHITHE Wapping ABOUT I ABOD'f 1 evert every 7 or 8 20 mins mins 10 mins i mins "'ojaB a- ABOUT , bvbry |every eveby| 10 10 I 15 j mins ! mins | mins 15 15 | 15 ; mins , mi*s mins 10 10 16 I mins j mins mins j s i io ; is mins | mins ■ mins I 52^** I S£oc<3M bveby | 10 15 mins 10 mins mi08 EVERY 15 16 mins 15 30 mins 30 mins 30 mins 30 mzo mins j 30 ' mins | EVERY 10 mins 15 mins 10 mms 10 mins ci hi i II/ ?- ca/ "bay I •«S IT. I CHAR'N^CROSS St. James' Park VICTORIA Sloaks Square KENSINGTON- "loucbstbr b.l>. - EARLS COURT - { J8, Wesibrokpihy ) WALHAM GREEN 15 Parsoks Grn. ! ( mins PUTNEt BRIDGE ) W. k.ens1n gton h 10 KSSKfc 15' TURNHAM GREEN I mi;.. Chiswick Park 15 Actoit Grbbn j mins MM Baling I 1 30 f mins BOSTON ROAD Ostrbley I 3 or 4 i 6 i 10 | mins mins mins1 5 mins I 10 15 mins 15 10 mins 10 mins 15 , 10 10 mins mins | 10 1 10 5 i 15 | 15 ins I mins mins HESTON HNSLW. I Hounsi.w.Bbks. 1 Addisoh Boad.Jy ik Hum!) High Street...j} NOTTING NL- BT. ) 20 BAYSWATER > Praed Street 11 EDGWARE MAI Sakbb St. (foi 8t.JohiuW.Lne) Portland Rd. Gower Stbbri Aldbbsgat a Moorgate BISHOPSGATE.. AtDBATE (Met;' More frequent Trains a lower Fares from 30 30 30 10 15 30 30 TniTiR mins i nuns mins 10 15 I 30 30min» mins mins ' mms ULO mins 10 15 30 i 15 mins mins i mms i mms 15 15 30 30 mins mins | mins | nuns ( I 30 mins 30 30 30 m mins I mins mins (TURNHAM BREEH. 10 rains I 15 mins 30 mm VIA EAR0 COURt 15 mins 15 mins 30 15 i 16 f mms | nuns j fins mins mins 16 mins 30 mins . VIA EARLS VIA EARLS ( COURT. | COURT, j 15 mins 30 mins 30 }30 (' J mins, , k * j 20 30 4 or 5 10 15 mms 15 10 mins1 1111118 ^Omins 30mins Change at GLO'STER ROAD, where Pas¬ sengers must re- book. i 10 1 Acton & Ealing,goUR. j Trains run A (INTERVALS, 15 mlS VIA EAJU COURT 10 minS^ 10 MANSION HOUSE to WEST EN 1 The CITY LINES and EXTENSIONS to WHITECHAPEL, WAPPING, ROTHERHITHE. DEPTFORD ROAD,and NEW CROSS are NOW OPEN. J ^~yj ~zfa y *fr*7 /£ 7^- ^ t»A -c) /6^(-^ CJ 3^ /^^L-cc-—( - —'<^S( THE with a Description of the Terminal Stations, and the Underground Railways. BY SAMUEL REA, Member American Society Civil Engineers. Assistant to Second Vice-President Pennsylvania Railroad Company. NEW YORK: Engineering News Publishing Co. 18SS. Copyright, i8hS, SAMUEL REA. Allen, Lane & bcott, Prs., Philai'd. CONTENTS. Page Introductory i Some General Statistics and Comparisons 4 Special Descriptions of the Railways and their Termini . 11 London, Brighton and South Coast Railway 11 London Bridge Station 12 London and South-Western Railway 13 Waterloo Bridge Station 14 Great Western Railway 15 Paddington Station 16 London and North-Western Railway 18 Euston Station 19 Midland Railway 20 St. Pancras Station 21 Great Northern Railway 23 King's Cross Station 24 North London Railway 25 Broad Street Station 25 Great Eastern Railway 26 Liverpool Street Station 27 Fenchurch Street Station 28 South-Eastern Railway 29 Charing Cross and Cannon Street Stations 30 London, Chatham and Dover Railway 32 St. Paul's Station 34 Ludgate Hill Station 34 Holborn Viaduct Terminus 35 Victoria Station 35 The Underground Railway System 36 Comparison of Local and Suburban Traffic in London and American Cities 45 Comparison of Construction and Management of English and American Railroads 47 A few Suggestions to English Railway Companies for Peace and Profit 51 MAPS AND STATEMENTS. 1. Illustrated map of Central London, showing all the Terminal Sta¬ tions, the "Inner Circle," and the prominent Streets and Buildings. 2. Railway map of London, showing the lines of the Underground System in red, and the Trunk Roads in blue. 3. Statements A, B, and C, for the years 1875, 1883, and 1886, respect¬ ively, showing the Mileage, the Capitalization, and Traffic Statistics for the railways of London. THE RAILWAYS TERMINATING IN LONDON, With a Description of the Terminal Stations and the Underground Railways. INTRODUCTORY. In the spring of 1887 the author had occasion to visit Eng¬ land, and being impressed with the great development of the railway system in the city of London, especially the terminal facilities and arrangements, he studied them on the ground, and he also examined into the financial condition of the rep¬ resentative railways of England ; and the following pages are the result of his studies and observations. The purpose of this review is to present a short account of the railways having their termini in London ; an authentic statement of their mileage; their financial condition at the present time, with some reference to their history ; the amount of their revenue as derived from passenger and freight traffic and from miscellaneous sources; the number of passengers conveyed annually by them; and the proportion per cent, of working expenditure to gross receipts. Also a description of the metropolitan terminal stations of these various railways, and a narrative, with a brief history, of the Metropolitan Rail¬ ways, which are better known as the Underground Railways. To make the subject clearly and easily understood, the very best maps obtainable for the purpose have been secured and made part of the review. 2 The first is an illustrated map of central London, extending from Hyde Park on the west, eastward to and including the Tower, and from Kennington Park on the south, to the north¬ ern limits of Regent's Park, and covers an area of about eighteen square miles of the most populous part of London. As the name implies, it is an illustration map of the subject in hand; and outside of the railways, with the terminal stations prominently shown in miniature, it is limited to the most important streets and buildings, the bridges crossing the Thames, and the old local names applied to certain parts or districts of London. The second is a good railway map of London, showing the location of all the large railway termini, the Under¬ ground System, and the connecting roads; the Metropolitan lines and their direct connections (except the St. John's Wood line), being shown in red, and the trunk railroads in blue. "Trunk railroads" is used to distinguish those railways having large terminal stations in London and reaching well into the country, from the Underground System. This map covers about seventy square miles of London, including Rich¬ mond and part of Kew Gardens on the west, and points in the East End to a distance of two miles east of London Bridge. The annexed tabular statements forming part of this review contain information on the exact status of each railway corn- pan) , such as is hoped will be welcome to many close readers. Statement A is a condensed financial statement of the va¬ rious railways terminating in London, including in the opera¬ ting returns only (and not in the capitalization), all the branch and auxiliary lines worked by them ; also the Metropolitan and Metropolitan District Railways, which form the Underground System; their mileage, and their total capital paid up and raised by loans and debenture stock (funded debt), with their gross receipts, and whence derived, their working expenditure, and net receipts, and the proportion per cent, of working ex¬ penditure to gross receipts ; and the subscriptions to joint lines and other companies. All of which has been carefully compiled from Railway Returns for England and Wales, Scot¬ land and Ireland for the year 1886, and similar Statements B and C, for comparison, for the years 1883 and 1875 respectively. 3 In all these statements values have been reduced to dollars at the usual rate of five dollars equal to one pound. Since writing this review the author has had the pleasure of reading Volume 81, Proceedings of the Institution of Civil Engineers for 1885, which contains papers by two distin¬ guished members of that society—Benjamin Baker and John Wolfe Barry—on the " Metropolitan, and Metropolitan District Railways," and the " City Lines and Extensions (' Inner Cir¬ cle ' Completion) of the Metropolitan District Railway " re¬ spectively. These papers, by engineers who were connected with the building of these railways, are replete with informa¬ tion concerning the location and details of construction of these lines, and are recommended to those who desire to be better informed on the subject. SOME GENERAL STATISTICS AND COMPARISONS. No more interesting or entertaining subject can be taken up by an engineer visiting London, than the study of the railway system peculiar to that city. It furnishes more instructive professional information than can be found within the same limits in any other part of the world. Though appearing vast and complex at first, the subject after some study soon becomes simple enough, and the knowledge gained thereby is well worth the labor expended. The railway system of the United Kingdom in the last thirty-four years has increased in mileage from eight thousand and fifty-three miles in 1854, to nineteen thousand three hun¬ dred and thirty-two in 1886. The paid-up capital, during the same time, has increased regularly until in 1886 it amounted to $4,141,721,270, or an average of $214,240 per mile of line open. The total gross receipts from all sources in the same year amounted to $347,959,765, and the rate of earnings were $18,000 per mile of line open. The total number of passengers conveyed has been uni¬ formly greater each succeeding year; the total number con¬ veyed in 1854 was 111,180,165 against 725,584,390 in 1886. The following table from the Railway News of London in 1887, covering seven years, shows the total number (exclusive of season ticket holders), and the increase and decrease, of the different classes of passengers conveyed. " In the number of passengers carried, there has been a steady increase, although the first and second class returns (4) 5 have beerr steadily falling each year. The numbers under the various heads for the past seven years are given below:— Passengers. First. Second. Third. Season. 1886 . 725,584,000 32,331,000 60,686,000 632,567,000 1,104,666 1885 . 697,213,000 32,465,000 60,986,000 603,762,000 924,542 1884 . 694,992,000 34,583,000 62,265,000 598,144,000 766,691 1883 . 683,718,000 36,388,000 66,097,000 581,233,000 632,050 1882 . 654,838,000 37,204,000 65,695,000 551,938,000 599,568 1881 . 623,048,000 37.994,000 64,475,000 520,579,000 538,452 1880 . 603,885,000 38,768,000 65,035,000 500,082,000 502,174 " It will be seen that, whilst since 1880 the number of first class passengers has fallen by 6,437,000, or nearly twenty per cent., and the second by 4,349,000, or about seven per cent., the third class total has risen by 132,485,000, or twenty-six and one-half per cent." It is evident from these figures that an opinion sometimes expressed of the English railways, and particularly those hav¬ ing their termini in London, as having reached their maxima in number of passengers conveyed is erroneous. In 1886 the passenger traffic furnished 43.46 per cent, of the gross receipts for the United Kingdom; the freight traffic 52.26 per cent.; leaving 4.28 per cent, derived from miscel¬ laneous sources, including navigation, steamboats, &c. The average proportion per cent, of working expenditure to gross receipts was 52 per cent., the same as in 1883; and the relative proportion of net receipts to paid-up capital was 3.99 per cent., or the lowest percentage since 1867, when the re¬ turn was 3.91. For the twelve railways terminating in London and treated in this review, including the largest railways of the United Kingdom, and the metropolitan local lines (which derive nearly all their earnings from passenger traffic), these percent¬ ages will be found to vary considerably for obvious reasons. The following table shows the total number of passengers, exclusive of season and periodical traffic, of the three classes conveyed in 1886 by the trunk railways (including the North London Railway), with the percentages for the same. To which is added, the receipts from season, periodical, and 6 workmen's weekly tickets, which properly represent the returns from the established local traffic. . -zuj? 0 -r c • y r - w.y u ° rt u 2 c x.z! c c t- s yi C "5 V — •X .z: rt b-U u c 8 0 3 0 o 0 0 oo oo s O 0 8 8 O rt CD LO W LO . x' rt rt" cd X cd X LO cd ON "rt* NO' X . rt CO rt* cd rt O rt* 0 0 LO LO X NO M NO 0 lO 00 d ON LO ON ON cO On X* X rt X rt X O X X Tt* r— C c ■SC CO rt" O 3 0 CO NO On s rt co o rt X rt 0 J o X X o vD* ON LO ■rt" LO cd ON id X ON . LO cd cd "rt* cd rt rt rt rt" o 0 CO o rt ON CO (N On CO On r*. O rt o o_ o o r-* rt O cO On rt NO LO LO NO NO rT X *rt" n' LO X x' NO NO rT io X rT o x' o On cd r-^ NO rt cO rT M M •- *"" rt' ON !>. o_ lO CO X lO ON cO cO rt cO LO rt "rt rt r^. \r. X X X cO x' NO* O o' rt rd rt o' CO id cO 0 Z 0 J rt 0 U o 3 Z m V- r-i r- 0 _0 T5 Z J UJ W 6 o cd O 3 I: & " rt c" c c o To show the enormous and steady increase in the number of passengers conveyed annually by the Trunk Railways 7 having their termini in London (including the North London Railway), the following table has been compiled. It covers the twenty years from 1865 to 1885 inclusive, and shows the number of passengers conveyed annually (exclusive of season and periodical traffic), every five years. z CN C CO rf- to rv. M CO 0 at 0 CN CO Tf- co CO to X X to < to CN CO cO to <0 CN CSs» 10 cT to" O" to co" X" to r-C h-T C/j 0 -r "1* □ to r>. ■O" to Ov *■* x_ cn ON at to 0 cn" to cF to" to rC a to to cO cn (N to CN CN X CO "C CN CO tO CO —f" L-. X L- to tO VO r-. CN X cO 0 a x CN cn CN O Ot I-" "^t" Tf u 5 cF cn r-C O" CN" H-T 0" cn* x 00 Ct cn Ot to Q Tl- at Tl- < a g6 CN co t-* CO O rf- cn 0 to O > c_, ON CO at to 0 O to 0 X Z to O) cn to to X X to_ I>» X U ^ 10 TF x" TF 0" rC cF *t CO h-T x" w u 00* . "3- 0 0 < LO ►-» r» w X cn to X 0 CO h-T to" cF cn" to" cF 0" cn 1-1 1-1 c U < z o z o z rt V O z u V > 0 Q *2 2 r- c a £ +13 s- rt 1) cr U cS w ^0 r« 0 0 in h-J rt O U o m 'V 3 3 o rj o J For the purpose of showing how the total mileage of the railways terminating in London is made up, the following 8 table is presented. It gives the length of lines open on De¬ cember 31st. 1886, the number of miles of single, double, treble, and four or more lines, on each of the railways. Mileage of Lines Open December 31st, 1886. Name of Company. Single Lines. Double Lines. Three Lines. Four Lines or More. Total. Great Western 1,267 1,137 23 2,427 London and North-Western .... 393 1,281 29 131 1,834 Midland 388 914 23 78 L403 Great Northern 184 553 29 30 796 North London 7 5 12 Great Eastern 481 554 3 7 1,045 South-Eastern 45 318 3 3 369 London, Chatham and Dover . . . 11 165 1 7 184 London, Brighton and South Coast . 130 271 8 10 419 London and South-Western 228 543 4 14 789 There are thirteen terminal stations encircling central Lon¬ don, eleven of which belong to the nine trunk railways ter¬ minating there, and two to local lines. Attached to these various trunk road termini are ten large modern hotels, the London and South-Western being the only one without this convenience. The following statement gives the names of all the large terminal stations of London, their location, the rail¬ way companies owning and using them, and the names of the hotels attached to the stations. Name of Terminal Station. Paddington . Euston . . . St. Pancras . King's Cross . Broad Street . Liverpool Street Fenchurch Street Cannon Street . Charing Cross . Holborn Viaduct Victoria .... Location. Praed Street, Paddington . . Euston Square ... Euston Road . . London Bridge . Waterloo Bridge Liverpool Street, City Liverpool Street, City Fenchurch " Cannon " Strand, West End . . Holborn Viaduct Victoria Street, West End . (Local trains of the Great Western, and the Great Northern Railways Surrey Side, Name of Railway Company. Great Western London and N.-W. . . Midland Great Northern North London Great Eastern . South-Eastern London, C. and D. Name of Hotels attached to Terminal Stations. Great Western Royal. Euston Midland Grand . . . Great Northern . . . Great Eastern. Cannon Street . . Charing Cross . Holborn Viaduct . Remarks. L., C. & D. and L., B. & S. C. Grosvenor Local Railway. City Station. West End Station. City Station. West End terminus. the London and N.-W., the Midland,, run to and from this station.) London, B. and S. C. . . . London and S.-W Terminus City Station. IO Since there are but two prominent stations on the Surrey side of the Thames, London Bridge, belonging to the Lon¬ don, Brighton and South Coast Railway, and Waterloo Bridge, terminus of the London and South-Western, all the others lying on the north side and located around the "Inner Circle" of the Underground Railway, these two railways, with their stations, will be described first, and then crossing the Thames, the others will be taken up in regular order as we go around the " Inner Circle." SPECIAL DESCRIPTIONS OF THE RAILWAYS AND THEIR TERMINI. The author presents in the following a description of— 1.( The London, Brighton and South Coast Railway, and its London Bridge Station. 2. The London and South-Western Railway, and its Water¬ loo Bridge Station. 3. The Great Western Railway, and its Paddington Station. 4. The London and North-Western Railway, and its Euston Station. 5. The Midland Railway, and its St. Pancras Station. 6. The Great Northern Railway, and its King's Cross Sta¬ tion. 7. The North London Railway, and its Broad Street Station. 8. The Great Eastern Railway, and its Liverpool Street, and Fenchurch Street Stations. 9. The South-Eastern Railway, and its Charing Cross, and Cannon Street Stations. 10. The London, Chatham and Dover Railway, and its St. Paul's, Ludgate Hill, Holborn Viaduct, and the Victoria Sta¬ tions. 11. The Underground Railway System, composed of the Metropolitan Railway, the Metropolitan District Railway, and a number of other lines forming part of the system, with con¬ nections to the trunk roads. 1. London, Brighton and South Coast Railway. The London, Brighton and South Coast Railway, is an important line for points on the south coast of England be- (11) 12 tvveen the Isle of Wight and Hastings. It maintains a daily express service between London and Nevvhaven in connection with boats running to Dieppe and Honfleur in France, the shortest and cheapest route to Paris. It has three terminal stations in London ; London Bridge for the " City,'' with Vic¬ toria and Kensington in the West End. It also has a connec¬ tion with the east end of London, and the Underground Sys¬ tem via New Cross and Aldgate East. Through trains start from both Victoria (with connections from Kensington) and London Bridge Stations, and proceed to Croyden separately, where they are consolidated, and continue as one train. A description of Victoria Station will be found under the Lon¬ don, Chatham and Dover Railway. The receipts of the London, Brighton and South Coast Railway from season, periodical, and workmen's weekly tickets, are larger than those of any other railway company in London. In the period from 1883 to 1886 this company increased its capital over $1,000,000, but suffered a loss of 5,144,122 in the number of passengers conveyed, or an average loss per annum of 1,719,707. It, however, maintained its dividends ranging from four and one-quarter to six per cent, per annum on its ordinary stock, amounting to about $36,000,000, and returned an increase in its net receipts in 1886 of $300,000 more than 1883. This is almost wholly accounted for in a reduction of oper¬ ating expenses from fifty-one per cent, in 1883 to forty-eight per cent, in 1S86. The decrease in passengers conveyed is doubtless due to the fact that this company surrendered the East London line some time during that period, to a joint committee of companies, by whom it is now operated. London Bridge Station. This station, as elsewhere noted, is on the Surrey side of the Thames, due south of the Monument, and close to London Bridge. It is one of the oldest of the metropolitan terminal stations, but less important (particularly for through travel) since the erection of later stations in the " City " and West End. '3 The London Bridge Station is divided in two parts; the north side, a through and local station of the South-Eastern Railway,and the south, or main part,the " City" terminus of the London, Brighton and South Coast Railway. The main sta¬ tion is upwards of seven hundred feet in length, and a portion of it is built on a curve. The roof is in short spans, supported on iron columns connected on top with plate girders. There is a very large local business done at this station; the sheds cover thirteen tracks, and a part of the station is the so-called Terminus Hotel. Many trains at short intervals run between it and Victoria Station, over the South London line via Denmark Hill, occupying about half an hour on the trip. Besides, London Bridge being a through station on the South- Eastern Railway, quick trains run between it and the " City," and West End, every eight minutes, from six o'clock in the morning till midnight. 2. London and South-Western Railway. The London and South-Western Railway, originally the London and Southampton Railway, which was organized in 1831, and completed in 1840, terminates on the Surrey side of London at Waterloo Bridge Station, and is the only trunk road having no station north of the Thames. The need of an independent terminus on that side is evidently felt, for it is understood that a site has been selected near South Kensing¬ ton Museum for a West End Station, which would be reached from their own line over the tracks of the District Railway. The first terminus in London, and until Waterloo was opened in 1848, was at Nine Elms, about one and one-half miles south¬ west of Waterloo. The locomotive and car-shops of the com¬ pany, and its principal freight station, are now located at this point. The lines of this company run to the south-west of Eng¬ land, reaching all points on the English Channel from Ports¬ mouth to Plymouth. At Southampton it connects with the North German Lloyd line of steamers plying between Bre¬ men and New York, the Royal Mail to the West Indies, and 14 the Union Company's line to the Cape of Good Hope, and runs special through trains to and from London for their accommodation. At Waterloo Junction Station, on the South-Eastern Rail¬ way, adjoining Waterloo Bridge Station, trains can be had every few minutes for Charing Cross, Cannon Street, and London Bridge Stations. Between Queen's Road and Clapham Junction Stations there is a labyrinth of railways. It is said that more trains pass this latter station daily on the various lines of railway than at any other junction in the world. More than twelve hundred trains pass this junction every twenty-four hours ; one thou¬ sand of these being signaled between 7 A. M. and 10 P. M., or one thousand trains in nine hundred minutes, an average of one train every fifty-four seconds during fifteen hours. Connecting railways extend from Clapham Junction via Addison Road, Kensington, to Willesden Junction on the London and North-Western Railway, forming a most import¬ ant link, which is operated jointly by the Great Western and London and North-Western Railways. The London, Brighton and South Coast and South-Western Railways also run over it to Addison Road. By means of this line, the South London line and connections, and that portion of the " Outer Circle " from Willesden Junction to Broad Street Station, the London and South-Western Railway is connected with the entire railway system of London. Waterloo Bridge Station. Waterloo Bridge Station is a quarter of a mile south of the Thames on Waterloo Road, and is approached by the South¬ western Railway on a long brick viaduct, requiring the station to be on a high level. To the casual observer, Waterloo Station having no im¬ posing hotel to attract attention, appears less pretentious than any of the other termini. It is a stub, or end station, as are all the terminal stations of London, and is built on a curve. The interior is not prepossessing on account of its irregular and rambling appearance, and is divided into three parts. The 15 North Station is an addition, completed in 1885, containing six tracks, and is used by the local service running to points north of the main line from Clapham Junction, and for the milk traffic. The central portion is the old station, and is used by the main-line trains. It has nine tracks, with one ex¬ tending through the station and across Waterloo Road to a connection with the South-Eastern Railway at Waterloo Junc¬ tion Station, the two stations being connected by a platform. The South Station, opened in 1878, is used by the local and suburban trains, to and from points south of the main line. The suburban traffic on the lines of this railway has attained great proportions in recent years, and is constantly increasing. Leaving Waterloo Station, we will now take up the rest of the railways and their termini, which, as hereinbefore stated, are located on the " Inner Circle." Crossing the Thames on Charing Cross Railway Bridge, and taking the Underground at Charing Cross Station, we proceed to the terminus of the Great Western Railway. 3- Great Western Railway. The lines of the Great Western Railway spread over the west of England and Wales, extending well out to the rocky promontory of Cornwall, from whence came the material used in the construction of the two most prominent bridges in London. This great railway has grown from the line that was author¬ ized in 1835 (five years after the opening of the first steam railway for carriages in England), to be constructed between London and the port of Bristol, one hundred and eighteen miles in length. It runs to Birkenhead on the Mersey, and before long will run directly into Liverpool, via the Mersey tunnel. This company has the largest mileage of any railway in the United Kingdom, and controls more than forty different railways by lease or operating contracts ; it has a capital of about $400,000,000, and was operated in 1886 for forty-nine per cent, of its gross receipts. i6 As originally built by the younger Brunei, this railway had a seven feet gauge track, and up to 1885 it operated one hundred and eighty-three miles of line of that gauge, with two hundred and forty-three miles of mixed gauge. Through trains run over these broad-gauge tracks on the trunk line of this railway, from London to Penzance, a dis¬ tance of three hundred and twenty-eight miles. The famous " Flying Dutchman " performs the journey fi om London to Exeter, a distance of one hundred and ninety-four miles, in four hours and fifteen minutes, including stops. Connections at Westbourne Park with the " Middle Circle," and with the West London Line, put this railway in commu¬ nication with the whole railway system of London. Paddington Station. Paddington, terminus of the Great Western Railway, com¬ pleted more than thirty years ago, is a low level station, with the Great Western Hotel fronting on Praed street for a head house. The departure side is on Eastbourne Terrace, and the arrival side on London street. The tracks in the station, of which there are ten, are about fifteen feet below the level of adjacent streets. The sides of Eastbourne Terrace and London street, next the station, grade down to the level of the station platforms, and are covered with sheds. The trucks, cabs, and other vehicles, to and from the station, are required to enter from the east, and pass out at the west end of the covered way on departure side (south side), and vice versa on the arrival or north side. The direction of the street traffic, to and from the station, thus being divided, is made to conform to that of the railroad traffic. This station is very commodious and admirably arranged ; it probably illustrates better than any other station in London, the advantages of separating the traffic in and out of an im¬ portant terminus. Its location was well adapted for this pur¬ pose, having three street fronts, and being depressed below their level, with Bishop's Road crossing overhead in its rear. V The train halls of Paddington are more than eight hundred feet in length, extending westward from the Great Western Hotel to, and connecting with Bishop's Road Station on the Middle Circle " of the Underground Railway. They cover a greater area than those of any other station in London, and consist of three open spaces, with arched roofs connected and supported on columns; the central hall, with span of one hun¬ dred and twenty feet, contains six tracks, and the side halls, each with sixty feet span, contains two tracks. The whole is well lighted and ventilated. For shifting cars in the station, the capstan is used to good advantage; the same as is em¬ ployed in the goods stations. At the rear of the train halls is a foot bridge, over the tracks, connecting the arrival and departure platforms, and also leading out to Bishop's Road Station. The hotel is reached from the station by stairways, which lead up to a bridge built against the hotel, and running at right angles to the halls, whence an admirable view of the interior of the station, the platforms, cars, &c., can be obtained. This bridge, like the one in rear, connects the two sides of the station. The connection made by the Great Western Railway with the Underground System enables it to run suburban trains over the Metropolitan Railways, and make convenient connections with all the other trunk roads. This railway also operates a local service between suburban points on its line, and Broad Street Station, terminus of the North London Railway, here¬ after described. There are many advantages in this division of traffic in large terminal stations which could well be adopted under same conditions in this country. The most prominent feature is, the absolute avoidance of the incoming passengers with their baggage, &c., colliding, or interfering with those preparing to depart, as occurs in so many of our large stations. It is almost the universal practice now on the Continent to construct stations, where possible, for an absolute separation of traffic. As an instance, on the Stadtbahn of Berlin, (a mag¬ nificent modern four track elevated railway, seven miles in 18 length, completed in 1882, which traverses the city from east to west, five miles of which is carried on a handsome masonry viaduct), all the stations are constructed on this principle; the two most prominent types being the Friedrich Strasse, and the Alexander Platz Stations. This is further illustrated in the new through station at Mayence, on the Rhine, where the termini have lately been removed to another part of the city, necessitating a tunnel under a portion of the fortifications to reach it. There, the sta¬ tion buildings are all on one side of the road, but the traffic is divided, and the passengers pass to and from the various plat¬ forms and station, by subways, under the tracks and platforms. The train hall of this station has a roof in one span, about one hundred and fifty feet in the clear. All the latest and large passenger stations in Germany are arranged on this principle. Some on a magnificent scale, as in Hanover, Magdeburg, and other German cities. 4 London and North-Western Railway. The London and North-Western after the Great Western Railway operates more miles of line than any other railway in the United Kingdom, and has the largest capital of any railway company in the world. Its total capital, paid up, and raised by loans and debenture stock, amounts to more than $500,000,000 ; or, two and seven- tenth times that of the Pennsylvania Railroad Company. Its ordinary stock in 1883 amounted to $178,406,940, and paid seven and one-half per cent, dividends. In 1886, three years later, this had been increased to $188,794,350 (or as much as the entire stock and bonded debt of the Pennsylvania Railroad Company), and paid six and one-quarter per cent, dividend ; its guaranteed stock, and preferential shares, aggregating $190,905,130, pay each four per cent, per annum, and its debenture stock (funded debt), amounting to $128,223,265, pays four per cent, interest. Its loans only amount to $875,865, and represent "Capitalized value of Land Rent 19 Charges." Its subscriptions in 1886 to joint lines, (includ¬ ing about $10,000,000 of converted debentures of other companies) amounted to $25,249,500. This maybe a surprising statement but is nevertheless true, as any one can verify by an examination of the official rail¬ way returns for England, as published annually. In 1886 this company returned its total mileage at eighteen hundred and thirty-four miles, comprising three hundred and ninety-three miles of single, twelve hundred and eighty-one of double, twenty-nine of treble, and one hundred and thirty- one miles of quadruple or more lines. Connection is made by this railway with the "Outer Circle" of the Metropolitan Railways and the West London line at Willesden Junction, a prominent junction point and transfer station on the outskirts of London, where all trains stop (with one or two exceptions). By this means, and by additional train facilities extending around to Victoria and other ter¬ minal stations, it is brought into communication with all the other trunk and local railroads. It also maintains a local service between points on its own lines, via the junction just mentioned, and the Broad Street Station, terminus of the North London Railway. There are some fifty trains each way every week-day employed in such service. Of the four railways running between London and Liver¬ pool, this one is the shortest. Euston Station. Euston Station, terminus of the London and North-West¬ ern Railway, is in the north-western section of the city, and stands about one-eighth of a mile back from the " Inner Cir¬ cle" of the Underground Railway. It has a commanding ap¬ pearance as approached from Euston Square. A bronze statue of Robert Stephenson, the illustrious English engineer, is in front of the station in Euston Square. Leaving the square and going northward a short distance you pass under the Euston Hotel (recently consolidated with the Victoria), belonging to the Railway company, and into the main entrance to the 20 station, which fronts on Drummond street, thence into the general waiting-room, which contains a large statue in marble of George Stephenson, the famed father of the above-men¬ tioned, and the perfecter of the locomotive. The station is on a level with Drummond street, but the tracks beyond the station are depressed under the level of the streets. The arrival and departure platforms being sep¬ arate, and spread out at the terminus, the station is located in the forks between them. It is the only one of its type in Lon¬ don. This plan for a stub, or end station does not commend itself as well as the arrangements at Paddington. The arrival platforms are on the east, and those for departure on the west side of the station. The train sheds are low, supported on columns, and gabled lengthwise with the tracks, and lighted through ventilators in the roof. They are arranged in short spans, and are located on quite a sharp curve. The arrival side contains eight tracks, a cab drive, and a cab stand. The departure side proper, con¬ tains fifteen tracks, and in addition has a number of side tracks for storage of cars. There is a set of turntables placed in a diagonal line, cutting the tracks in the arrival side, and by means of these, with the aid of a strong horse, most of the shifting is done. This company has some fine stations and terminal hotels on its line outside of London ; notably, Liverpool, and Birming¬ ham, which will compare very favorably with the stations of London. 5- Midland Railway. The Midland Railway is the second great company of the United Kingdom in respect to total capital, and fourth as to mileage. It assumed its present corporate title in 1844, when a great number of small companies were merged and consoli¬ dated into one company. Prior to 1868 it had no line of its own into London, but depended on the London and North-Western. and the Great Northern Railways for the transportation of its traffic to and from the metropolis. The volume of the traffic 21 became so large, and was subject to so much delay, that the Midland Railway Company was compelled to construct its own line, which now terminates at St. Pancras station, Lon¬ don. The construction of this line of railway involved great engineering difficulties. On its lines there are but two classes of cars—first and third—the second-class having been abolished fourteen years ago, at which time the rates were fixed at I y2d. and id. per mile respectively. This change, and other circumstances, has had the effect of gradually decreasing the first, and largely in¬ creasing the third-class travel. In 1873, before the change was effected, it conveyed about 23,000,000 passengers, and in 1875, the first year after, about 27,750,000; in 1881 it conveyed 29,000,000—2,000,000 being first-class. This class of travel continues to decrease, and has fallen off to 1,500,000 in 1886, while the third class has in¬ creased to nearly 32,000,000. The total number of passengers conveyed in 1886 was 33,276,371, and the percentages for first and third were, 4.4 and 95.6 per cent, respectively. In 1883 the passenger traffic furnished 30 per cent, of the gross receipts, while the freight, which is largely made up from the coal and iron industries, furnished 69 per cent.; leaving but 1 per cent, from miscellaneous sources; and in 1886 the percentages for these items were, 32.5, 66.4, and 1.1 per cent, respectively. In 1886 the net receipts of this com¬ pany were, 4.26 per cent, of its total paid-up capital. The company is in a healthy condition, and in 1883 paid 5^fi per cent, on its ordinary stock, which amounted to $132,140,395. This, however, has been increased to $141,- 397,785 in 1886, and in consequence a reduction of dividend followed, the rate paid that year being 4^3 per cent. Its sub¬ scriptions to joint lines and other companies, in the same year, amounted to $35,991,935- St. Pancras Station. A short distance eastward from Euston Station and front¬ ing on Euston Road, stands St. Pancras, the grand and stately terminus of the Midland. 11 St. Pancras is the latest metropolitan terminal station. It is a huge structure with an imposing fagade, flanked at the eastern corner with a high clock-tower. It apparently dwarfs its neighbor King's Cross (Great Northern Terminus), giving the impression that it is several times larger, while in reality its covered area is about eighteen per cent, less, than that of the unpretending competitor. St. Pancras is a high level station, and is approached by the Midland Railway on an elevated way from beyond Regent's Canal. The St. Pancras Branch of the Midland Railway diverges north of Regent's Canal, and thence grading down, passes under that waterway through a tunnel, and continuing passes under a portion of St. Pancras Station to a connection with the Metropolitan Extension under Euston Road. Over this connection frequent trains run between Vic¬ toria Station, Pimlico, and local points on the Midland Rail¬ way, via Ludgate Hill and Farringdon Street Stations. The station hall of St. Pancras is a mammoth structure with roof trusses of two hundred and forty-three feet span. The arched girders start at the street level, which is about fifteen feet below the level of tracks. The walls forming the sides of the hall are built up between the girders and are two hundred and forty-five feet apart. The floor of the station, which rests on longitudinal and cross-girders carried on columns, set on brick piers, forms the only lateral bracing for the immense arch above the foundation. The clear height above tracks is ninety-six feet, and the length of the hall is six hundred and ninety feet. It is stated that the roof of this station is the largest in the world, and, including covering, two gables, and the necessary screens, cost $347,000. The space underneath the train hall, which opens on the street level, was arranged purposely for storing and handling the Burton beer traffic, and is so utilized. The departure platform is on the west side of the hall, also the booking offices, baggage and waiting rooms. Be¬ tween the west side of the hall and the cab road there are nine tracks, and two more tracks between the cab road and the east side of the hall. The cabway is unusually wide, and extends throughout the length of the hall. The outer end descends under the track level and leads out to the streets below. The 23 interior of the hall has a pleasing effect, and presents de¬ cidedly the most imposing appearance of any of the large terminal stations. The Midland Grand Hotel is on the corner of Euston Road and Skinner street, westerly side of station, and belongs to the railway company. The head house, a large and imposing building, connected with the hotel building, is used by the company for local offices. 6. Great Northern. This Railway runs almost due north from London to Don- caster, and together with the North-Eastern, and the North British Railways, form the well-known " East Coast Route " for York, and Newcastle, and thence to Edinburgh, Glasgow, and other points in Scotland, making connections over the short¬ ened northern route, via the reconstructed Tay Bridge, completed in the summer of 1887 by the North British Railway Company. The " Flying Scotsman," one of the fastest trains in the world, runs over the " East Coast" route every week day. The Great Northern Railway reaches Liver¬ pool via the Manchester, Sheffield and Lincolnshire Railway, and runs a " Dining Car Express" each way, once a day (Sundays excepted), occupying about six hours on the journey. It is a progressive road, running very fast trains, with good equipment, and more modern coaches than many of the other lines. It has abolished second-class cars on such of its branch lines as are worked in connection with the Midland Railway, but still retains the three classes on its main line. Like the Midland Railway, the Great Northern has an under¬ ground connection with the Metropolitan Extension before mentioned, and a similar service is maintained between local points on its line, and Victoria Station, and also between some connecting points on the London and South-Western Rail¬ way, via Ludgate Hill; and to Moorgate Street Station on the Metropolitan Railway. It also operates a local service between suburban points on its line and the Broad Street Station, terminus of the North London Railway. 24 King's Cross Station. Across St. Pancras Road, and immediately east of the Mid¬ land Station, stands King's Cross Station, terminus of the Great Northern Railway. Detached from the station, and abutting on St. Pancras Road, is the Great Northern Hotel, owned by the Railway company and operated in its interest. It is an odd-shaped building, but apparently well lighted, and withal a comfortable-looking hotel. King's Cross Station was evidently built for utility, for architecturally it is not striking. However, it was built many years ago and is still a well-adapted station. Three square towers form the facade, one at each corner, and the centre one rising higher than the other two displays the dials of a large clock. The station, as shown on the illustrated map, thou gh q uite small is a good likeness, as may be said of all the stations and miniature pictures shown on it. The station proper is composed of two parallel halls, nine hundred feet in length, supported on three brick walls ; the latter terminating in the towers just described, and the roofs extending out flush with the towers form two arches, one on either side of the central tower, having their ends enclosed with glass. The roofs are semicircular, and were originally of wood, but have recently been renewed with iron. The central wall dividing the two train halls is an arcade with frequent openings. The west, or departure station, con¬ tains six tracks, and the arrival station five tracks, and they are used by through main line trains; the local service being con¬ ducted from an auxiliary building to the westward, and towards the rear of main line station. King's Cross Station is on same level as Euston Road, and has an ample area in front for cabs and other vehicles. Finsbury Park Station, opened in 1875 and located two and one-half miles north of King's Cross terminus, is a very im¬ portant suburban station and junction point for this railway ; about seven hundred trains traversing the tracks of the station daily. The station building is large and well adapted, contain¬ ing fifteen waiting rooms, and extensive platforms. North London Railway. The North London Railway is a purely local line, with an extensive business. It is twelve miles in length, seven of which is double track, and the remaining five miles has four tracks. Its lines being mostly within the limits of the city, and a portion carried on an elevated way, necessitated great outlay in construction ; it represents an average cost of about $ 1,600,000 per mile of road. For the past eight years this company has paid dividends on its ordinary stock at the rate of seven and one-half per cent, per annum, and accumulated a surplus in addition, amounting now to over $100,000. This record as a dividend- payer is remarkable, and is not excelled by any other railway company in the United Kingdom. This Railway, considering its mileage, conveys an enormous number of passengers; in 1886 it conveyed 29,244,233, exclu¬ sive of season and periodical travel, or nearly twice the num¬ ber of all classes of passengers carried on the whole Philadel¬ phia and Reading Railroad system in 1887, which comprises 1850 miles of railroad estimated as single track. The North London Railway in connection with tracks of other lines forms the " Outer Circle" of the Underground sys¬ tem. Unlike the "Inner Circle" of that unique system, the " Outer Circle" stops at Broad Street Station, trains running thence back and forth from Mansion House every thirty min¬ utes, and not continuously round and round. It also permits the running of local trains from suburban stations on the Great Northern, the London and North-Western, and the Great Western Railways, to and from its Broad Street terminus; which, together with its own trains, makes an enormous ser¬ vice in and out of that station. Broad Street Station. This is the metropolitan terminus of the North London Railway. It fronts on Liverpool Street, east of Finsbury Cir¬ cus, not far from the Bank, and adjacent to the terminus of the 26 Great Eastern Railway. The interior arrangements are some¬ what similar to its namesake of Philadelphia, namely:—It is a high level stub, or end station, with the offices, waiting rooms, &c., in the head house. There are two train halls, each ninety-five feet span and about five hundred feet in length. The roof trusses are arched, and rest on brick walls at their outer ends, and are supported on a longitudinal row of col¬ umns in the centre. The station contains seven tracks, and a large passenger business is conducted therein. About three hundred and sixty-five trains in each direction pass in and out of the station daily. The Broad Street Station of the Pennsylvania Railroad in Philadelphia is also a high level stub, or end station, with offices, waiting rooms, restaurants, &c., in a head house; its train halls are about four hundred feet long, in two spans of eighty-five feet each, supported in like manner as in the Lon¬ don Broad Street Station, but containing one more track, or eight tracks in all. Externally the stations are very unlike; the highly embel¬ lished Gothic architecture of the Philadelphia station eclipses the plain structure of the English namesake. Though Broad Street Station, Philadelphia, is much smaller than any of the London termini, it is worked to a greater capacity and with a higher efficiency proportionately. When it is known that thirty thousand passengers per day on the average pass through the Philadelphia station, small as it is compara¬ tively, and that in addition, the enormous baggage, express, and package business that is transacted through it, the system in operation there will be appreciated. 8. Great Eastern Railway. The Great Eastern Railway connects London with all points on the east coast of England, and interior places, between the river Thames on the south, and the Wash on the north. It also operates a line of steamers daily (Sundays excepted), from Harwich to Rotterdam, and Antwerp, for continental travel, 27 which is increasing every year. It transports more passengers annually than any other trunk road terminating in London, and about as many as the Metropolitan Railway. In 1883 it conveyed 62,342,193 passengers, and in 1886, 69,376,311, or an increase of 7,034,118 in three years. The percentages of the three classes of passengers conveyed were, 2.7 for first, 8.5 for second, and 88.8 for third. Prior to 1874 (the year Liverpool Street Station was com¬ pleted), this railway terminated at Bishopsgate Street Station, about one-half mile north-east of the present terminus. Liverpool Street Station. Liverpool Street is a low level station, with the tracks fully fifteen feet below the level of the streets, and about forty feet lower than the Broad Street Station, its near neighbor. It is connected by a subway with Bishopsgate Street Station on the "Inner Circle" of the Underground railway. Attached to this station is the Great Eastern Hotel, handsomely fitted up, and operated by the Railway Company. The tracks of the Great Eastern Railway approaching the station are depressed ; as far out as Bishopsgate Station (low level) they are below the street level an average depth equal to that of the Under¬ ground Railway tracks. There are four train halls in this terminus. The arched roofs rest on brick walls, and are intermediately supported on iron columns. The roof spans of two halls are each one hun¬ dred and nine feet, and the remaining two have each spans of forty-six feet. The main line part of station contains five tracks, and the suburban local part has six. The local and main line service is separated, the former is on the west side, and the latter on the east side of station, and a lattice over¬ head foot bridge connects the platforms of the two. Exten¬ sive improvements are now in progress on this station that will greatly increase its capacity. This station is also used by the East London Line, which runs through the Thames tunnel to New Cross, and wras until recently operated by the London, Brighton and South Coast Railway. This East London Line from New Cross now 28 has a direct connection with the "Inner Circle" of the Underground System, via Shadwell, St. Mary's, and Aldgate East, and doubtless much of its business which formerly went into Liverpool Street Station has been deflected to the new route. The traffic returns of the East London Line have not been included in those of the Great Eastern Railway in the year 1883, but they have been included in the returns for the Lon¬ don, Brighton and South Coast Railway, which then operated it, and therefore, in no wise affects the above statement made in reference to the large passenger traffic of the Great Eastern Railway. The East London Line, as elsewhere mentioned, is now op¬ erated by a joint committee; it is not profitable, and pays 110 dividends. Its capital is enormous, amounting to about $19,- OOO.OOO, or over $2,700,000 per mile of its seven miles of line, six of which is double track and one mile single track. The large capitalization is explained by the great cost of the Thames tunnel, through which it runs. This tunnel was planned and built by the elder Brunei. On the Thames Em¬ bankment, near Waterloo Bridge, stands a statue to his mem¬ ory erected by the city. The tunnel was not successful financially for road traffic, for which it was constructed, and in 1865 was purchased by this Railway Company for $1,000,000, or less than one-half its cost. Fenclutrch Street Station. This is the smallest terminal station in London. It is situ¬ ated a short distance northward from the Tower, and is used by the London and Blackwall Railway (leased to the Great Eastern), and the London, Tilbury and South End Railway, both local lines. The latter line has been extended sixteen miles since 1883, and is now sixty-one miles long, and double track, except four miles, which is single track. The total paid-up capital is $11,286,340, and the dividend paid 011 its ordinary stock in 1886 was five and one-half per cent. The London, Tilbury and South End Railway reaches the Fen- church Street terminus from Stepney Junction over the Lon- 29 don and Biackwall Railway, which approaches the station on a viaduct of considerable length. Fenchurch Street Station is rectangular in shape and on a high level, with entrance through the head house, wherein are located the booking offices, restaurant, &c. Its architecture is very plain. There is but one train hall, with a flat arched roof, having a span of one hundred and twenty feet, supported on the main walls enclosing the station. The hall is about three hundred feet in length, but on the north, or departure side, the platform extends much beyond the covered portion. The hall accommodates five tracks. The greater part of the eastern district of London, and all points on the north bank of the Thames below London, can be reached by the lines issuing from this station ; also Green¬ wich, by ferry over the Thames from Millwall on the Isle of Dogs. 9- South-Eastekn Railway. The South-Eastern is not a great railway in point of mile¬ age, but is most certainly in modern city termini. It has but three hundred and sixty-nine miles of line (most of which is double track), extending from London to the south-east coast, and touching all prominent places frorrj Margate to Hastings; also a branch line from Red Hill to Reading. Connecting with it, and owned by the South-Eastern Railway Company, are lines of steamers via Folkstone to Boulogne, Dover to Calais, and from Dover to Ostend, and special ex¬ press trains run in connection with them. It also controls the Greenwich Railway by lease, a line six miles long (from London to Greenwich), which is laid on a brick viaduct almost its entire length. The local passenger business of this railway is large and well-established, and par¬ ticularly between Charing Cross and Cannon Street Stations. Upwards of four million passengers were carried the first year the Charing Cross railway was open for traffic. The South-Eastern Railway completed the Charing Cross Railway in 1867. It extends from London Bridge Station to 3° Charing Cross Station, which is the West End terminus of the South-Eastern Railway. The Charing Cross Station fronts on the Strand just off Trafalgar Square. The City Exten¬ sion of the Charing Cross Railway terminates in Cannon Street Station, within three hundred yards of the Bank of England, and is the so-called " City " terminus. The Charing Cross Railway and appurtenances, including bridges, lands, and buildings complete (according to the Encyclopaedia Britannica), cost over $15,000,000 or nearly $3,500,000 per mile of the four and one-half miles of double-track railway constructed. The same authority states, that the first year this extension was opened for traffic about eight million passengers passed through Cannon Street Station. The construction of this railway was a marvelous under¬ taking, and reflects great credit on the foresight and abil¬ ity of the management of the company at that time, as well as on the engineers that built it. That a railway company with so little mileage behind it, having only two hundred and ninety-seven miles in 1865, should attempt a work of such magnitude, fof passenger business only, and involving such an enormous outlay, and carry it out successfully, planting two immense terminal stations in the very midst of London, is truly wonderful. This company proposes to carry out another bold under¬ taking, namely, the construction of a railway from near the old Bricklayers' Arms Station in Walworth (now used ex¬ clusively for freight), to a connection with its railway about midway between London Bridge and Waterloo junction Sta¬ tions. (Shown on map in dotted blue line.) That it has repaid the company to construct the " City" ter¬ mini must be admitted after an examination into its growth and present condition, as appears in financial statements here¬ with presented. Charing Cross and Cannon Street Stations. These two termini of the South-Eastern Railway are typical central city stations. They are similarly constructed, and the internal arrangements are approximately the same. Cannon Street, however, is the larger of the two, having fifty per cent, more covered area than Charing Cross, and a clear roof span of one hundred and eighty-seven feet over the tracks ; while Charing Cross is but one hundred and sixty- three feet. Both have large modern hotels attached to the station, which form the head house, with booking offices, &c., on the ground floor, and excellent hotel accommodations above. Notwithstanding the fact that these two stations were completed twenty years ago, they stand to-day, fit types of modern city terminal stations. Their architecture is impos¬ ing and well considered. Since the two stations are so nearly alike, a brief descrip¬ tion of Cannon Street will answer for both. Fronting on Cannon street (which was opened in 1854) it stands back from that thoroughfare some ninety feet, leaving a broad area or forecourt in front of the station building for an entrance to the Underground Railway Station, a cabstand, and setting-down platform. This forecourt is partially enclosed with a heavy balustrade, and a fine approach at west side leads up to the hotel and station. The depth through the booking offices is about ninety feet, and the train hall, which extends to the bridge over the Thames, is over six hundred and fifty feet in length. The station contains nine tracks, which at the outer end of train hall, converge into five tracks, that continue throughout the length of the bridge, a distance of about six hundred feet, thus utilizing the bridge for a station yard. The bridge over the Thames is supported on deck girders in five spans, resting on concrete piers, enclosed in cast-iron cyl¬ inders. On the bridge is located the signal tower, and to il¬ lustrate the enormous traffic to and from the station, it may be mentioned, that thirty-five trains have been signaled, and passed in and out of the station in as many minutes. When it is considered that every train entering the station is re¬ versed, and the engine changed, the above is a remarkable record. It would be difficult to construct a more complete metro¬ politan terminus on the same area than the one at Cannon 32 Street. It is admirably located in that part of London known as the " City," and apparently embodies all the requisites of an improved city terminus. The same may also be said of Char¬ ing Cross Station in the West End. Imagine an immense terminal station (much larger of neces¬ sity than Cannon Street Station) established on the line of Broadway or Sixth Avenue, New York, (which corresponds to Cannon Street or the Strand in London) and in the vicin¬ ity of Union or Madison Square; and imagine the railroads now terminating on the New Jersey side of the North River running directly into the same, then you can get an idea of what Cannon Street, and Charing Cross Stations, are to the city of London. Such a grand terminal station with a bridge over the North River would indeed be the gateway to New York. We say a bridge, because the underlying strata of the North River will not permit the construction of a tunnel on admissible gradients for heavy traffic, and for fast trains, which of course would be essential requisites. That the needs of the South-Eastern Railway are constantly increasing is evidenced by the fact that the company has recent¬ ly been compelled to widen the two bridges over the Thames, which form the approaches to Charing Cross and Cannon Street Stations. The bridge at Charing Cross, like the Cannon Street Bridge, rests on concrete piers enclosed in cast-iron cylinders. There are two footways for pedestrians (only one, however, is open to the public), and the footpath has been free from toll for about ten years. The bridge occupies the site of the old Hungerford Suspension Bridge. 10. London, Chatham and Dover Railway. The main line of this company runs south-easterly after leaving London, and passes through Rochester, Chatham, and Canterbury, and thence to Dover, with branches to Gravesend, Queenboro', Ramsgate, and Deal, and also with a branch from Swanley to Ashford. It has the least mileage of any of the so-called trunk roads. It serves the same territory, though 33 not so extensively, as the South-Eastern Railway just de¬ scribed. The continental business of this railway, via Queen- boro'and Flushing, and Dover and Calais, is large; namely, more than fifty per cent, of the whole " Cross Channel" pas¬ senger traffic (which now amounts to upwards of 500,000 pas¬ sengers annually) passes over its lines. The company operates but one hundred and eighty-four miles of line, nearly all double track, and has a total paid-up capital of $132,467,405, or about $720,000 per mile of line. It is the only company, except the Metropolitan District Railway, herein described, that does not pay a dividend on its ordinary stock, which in 1886 amounted to $56,288,910. This company, unfortunately, was in the hands of incompe¬ tent financiers in the early years of its existence, who loaded it down with capital, for which there was no adequate represen¬ tation. In " Railway Problems," J. S. Jeans, the prominent Eng¬ lish statistician, says: "Out of the whole capital of the London, Chatham and Dover line in 1865, amounting to $83,415,000, not less than $20,545,000 was admitted to have been dissipated in obtaining the rest from the public, and $9,740,000 more was disbursed out of capital for payment of interest and dividends." In view of this bit of history, it is not hard to understand why this railway alone, among the trunk roads of London, does not pay dividends on its ordinary stock. In 1886 it conveyed 27,796,712 passengers, which was a decrease from 1883 of over 2,000,000. The percentages of the three classes of travel in 1886 were 7.08 for first, 10.81 for second, and 82.11 for third. The first-class travel showing a higher percentage than any of the trunk roads; which fact may be accounted for, in the greater proportion of wealthy passengers traveling to and from the continent. This railway has many stations within the precincts of Lon¬ don. Approaching the city, the line forks at Heme Hill; the branch on the left going to Victoria Station in the West End, while the main line continues due north, on a long viaduct, through Camberwell New Road, Walworth Road, Elephant and Castle, Borough Road, and Blackfriar's, all important local stations south of the Thames. Thence it crosses the Thames 34 near the Blackfriars Bridge to St. Paul's, Ludgate Hill (both high level stations), and Holborn Viaduct Terminus. From Ludgate Hill Station starts the Metropolitan Ex¬ tension, a most important connecting railway. It diverges from the main line soon after crossing the girder bridge that spans that old thoroughfare Ludgate Hill, and grading down runs under Holborn Viaduct to Snow Hill Station, where it forks—the line to the east running under Smithfield Market to Aldersgate Station on the Metropolitan, and the line to the west into F"arringdon Street Station on same railway, and thence through the " Widening" tunnel, crossing underneath the tracks of the Metropolitan Railway, to King's Cross and St. Pancras, where connections are made with the Great Northern and Midland Railways. This extension is used at night for the delivery of coal from the Great Northern Railway to South London and Kent, and for goods traffic from the Midland Counties on its way to the Continent. St. Paul's Station. St. Paul's is a new station, completed within the last two years, more especially for local traffic, and in order to relieve Ludgate Hill, which did not admit of enlargement. It is located on Queen Victoria street, close to New Bridge street, and convenient to the Victoria Embankment, the fine boule¬ vard along the Thames. The Blackfriars Station of the Un¬ derground Railway is located underneath the new station, which extends out on the new iron arch bridge over the Thames, built alongside the old through iron lattice bridge of the main line, a very inharmonious construction architect¬ urally considered. It is a neat and convenient station, and is much used for Continental travel from the " City," as all through trains stop there en route from Holborn Viaduct Ter¬ minus. Ludgate Hill Station. Ludgate Hill is a through station, not more than one hun¬ dred yards north of St. Paul's Station. It is ugly in appear¬ ance. The tracks are enclosed between two parallel walls, about three hundred and fifty feet in length, with a wooden jd roof, intermediately supported, covering the platforms and four main tracks. It accommodates a large local and suburban traffic. Holborn Viaduct Terminus. This is the smallest terminal station of any of the trunk lines. It fronts on Holborn Viaduct, is on the same level with that thoroughfare, and the Holborn Viaduct Hotel forms the head house. The train hall is about three hundred feet long, covering six tracks and the platforms, built on a slight curve. The Holborn Viaduct Hotel presents a neat and inviting appearance on Holborn Viaduct, and just around the corner, on Old Bailey, stands the once famous Newgate Prison. The hotel is owned by the Railway Company, but managed by the well known firm of Spiers & Pond, whose name appears on many railway restaurants in England. Victoria Station, Pimlico. This is the West End terminus of the London, Chatham and Dover, and the London, Brighton and South Coast Rail¬ ways ; used also by the London and Northwestern, and the Great Western Railways for local service over the West London Extension. The train service over the Metropolitan Extension of the London, Chatham and Dover Railway also starts here, run¬ ning back and forth, via Brixton and Ludgate Hill, to Alders- gate Street, Farringdon Street, and King's Cross Stations on the Metropolitan Railway, and to local points on the Midland and Great Northern Railways. The station is reached from the Surrey side by the several railways using it, via the Victoria Station and Pimlico Rail¬ way. The latter railway is very prosperous; it has a total paid-up capital of $2,436,610, and pays a dividend of nine per cent, per annum on its ordinary stock, which amounts to $1,125,000, four and one-half per cent, on its preferential, and the same rate of interest on its debenture stock. Victoria Station is located in the most aristocratic part of London. It is within five hundred yards of Buckingham Pal¬ ace, and not very distant from Westminster and the Houses of 3^ Parliament. The Grosvenor Hotel, an imposing modern build¬ ing, standing on the corner of Victoria Street and Buckingham Palace Road, forms the west side of the station. The eastern portion of the station has two train sheds each about one hundred and forty feet span, with the outer end not completed. The entrance is from Wilton Road. This portion of the station is the West End terminus of the London, Chatham and Dover Railway, and contains ten tracks. It is also used for the local service of the Great Northern, Midland, and Great Western Railways. The macadamized cab road running throughout its length is fully seven hun¬ dred feet long. The western side of Victoria Station is used by the Lon¬ don, Brighton and South Coast Railway as a West End ter¬ minus, and for the local service of the London and North¬ western Railway, and contains nine tracks. The local traffic, for which there is a large and varied ser¬ vice from Victoria Station, is separated from the through traffic. A subway connects this station with the Victoria Station on the " Inner Circle." In the London, Chatham and Dover Station there is a radial shifting table for engines and cars, connected with three tracks, which is quite simple. This arrangement could be utilized to good advantage in other similar stations. 11. The Undergkound Railway System. The Underground Railway System of London, as it is termed, is made up of the lines of the Metropolitan, and Metropolitan District Railways, their various branches and extensions, and such other connecting railways as are oper¬ ated in connection with them. The local names used in London for the Underground Railway System are a source of much confusion to the stranger in the beginning. The designations used are the " Inner Circle," the " Middle Circle," and the " Outer Circle." 37 Looking at the annexed railway map the reader will be able to understand the scope of the local terms from the following descriptions:— " If a rough pencil line were drawn on a map of London, north of the Thames, from Aldgate to Westminster Bridge, then slightly southward to Victoria, westward to Gloucester Road, northward to Notting Hill Gate, north-eastward to King's Cross, and then back to Aldgate by way of Farringdon Street, the piece of the great metropolis enclosed within this rough circle would include a big slice of the city proper, Bloomsbury, Soho, the Charing Cross district, St. James's, Mayfair, a part of Westminster, Belgravia, a part of Bromp- ton, the Green, St. James's, and Hyde Park, a part of Bays- water, a part of Marylebone, and a part of the King's Cross district. The whole of this line is the ' Inner Circle.' If from the westward end of this circle a sweep of the pencil be made, taking in a further slice of West London, the portion enclosed—added to all that has just been mentioned—forms the ' Middle Circle.' Then, if from the westernmost limit of this enclosure the line be carried north-west to Willesden Junction, then northeast to Hampstead Heath and Gospel Oak, and then southwards to Camden Town, easterly and north-easterly to Barnsbury, Islington, and Dalston, and southwards to Broad street, within a few yards of the Bishops- gate Station of the ' Inner Circle,' the stretch of London en¬ closed, added to the districts encompassed by the " Circles " already mentioned, constitute the whole area comprised within the ' Outer Circle.' "* The intra-metropolitan railways which now form the so- called " Inner Circle," were the first ones built. They are all beneath the streets and buildings, and there are occasional openings for ventilation. This is not the case with the later branch lines and extensions of the Underground System out¬ side the populous parts of the city. These later additions run mostly in open cuttings, and through short tunnels, and *The description is taken from Francis George Heath's Pictorial Magazine. 3» in some instances on brick viaducts, as on the Fulham Ex¬ tension. This latter mode of construction was adopted there in view of proposed further extensions across the Thames at Putney Bridge, to connections with the London and South¬ western Railway in the vicinity of Wimbleton and Kingston. This extension is now under construction and there is a pros¬ pect of it being completed late in 1888. That part of the Underground System represented by the Metropolitan Railway in 1886 had twenty-four miles of line. Twenty-two miles being double track, and two miles having four tracks. It includes the northern half of the " In¬ ner Circle," the St. John's Wood Branch to Harrow-on-the- Hill and Rickmansworth (which leaves the " Inner Circle" at Baker's street, Regent's Park), and the Hammersmith and City Junction Railway by joint operation with the Great Western Railway. The Metropolitan Railway owns jointly with the Metro¬ politan District Railway, the " Inner Circle Completion," and the fork to St. Mary's, the latter having recently been opened for traffic. That part of the Underground System represented by the Metropolitan District Railway, in the same year had eighteen miles of double, and one mile of single line, which includes the southern half of the " Inner Circle," from South Kensington to Mansion House, the Richmond, Ealing, and Fulham Extensions. It owns jointly with the Metropolitan Railway, as men¬ tioned before, the " Inner Circle Completion," and that portion of the " Inner Circle " from High Street, Kensington, to South Kensington, and controls the Hounslow and Metropolitan Railway under an operating contract. It also owns the short link from St. Mary's to Whitechapel, in the East End. The Hounslow and Metropolitan is not shown on the accompanying map much beyond Mill Hill Park, where it branches, and continues southwesterly to its terminus at Hounslow Barracks. The returns for 1886 give the total capital of the Metro- 39 politan Railway at $56,645,420 or about $2,360,000 per mile of line, and the Metropolitan District as $42,842,595, or $2,250,000 per mile of line, the latter including the capital of its various extensions, as they were constituted separate un¬ dertakings. The Metropolitan Railway has been a paying property for some years, but the Metropolitan District has never paid any dividend on its ordinary stock, and in 1883 was only able to pay four and one-fourth per cent, on its preferential shares which aggregate $7,500,000 at par, and that bear five per cent, divi¬ dends, and in j 886 only two and one-fourth per cent, on the same. In the past these two companies have been involved in al¬ most constant litigation which has grown out of competition, and has cost large sums of money. In the case of the District Railway, that could ill afford it, the expense for law and Parliamentary charges amounted to upwards of $60,000 in 1886. This, however, should now cease, as an Act of Parliament was passed in 1886 under which a permanent arbitrator has been appointed, with power to adjust all differences arising between the two companies. On these railways, and particularly that portion called the " Inner Circle," the work of construction was enormously ex¬ pensive; the heaviest work occurred at Campden Hill in the West End, and at Clerkenwell north of the " City." At the former the cuttings reach forty feet in depth, and there is a tunnel under the hill about twelve hundred feet in length, necessitating a grade of seventy-five feet per mile, which is the maximum grade employed on the " Inner Circle." Through the high ground in Clerkenwell the cuttings reach a depth of thirty odd feet, and there is a tunnel over two thousand feet in length under Farringdon Road, where the rails are about sixty feet below the surface at highest point over the tunnel. Parallel with, and crossing under this tunnel is another of more recent construction, about the same length, called the "Widening" tunnel, on the Metropolitan Extension of the London, Chatham and Dover Railway. 40 The maximum grade descending eastward towards Clerk- enwell is one foot per hundred. The portion of the " Inner Circle " from Paddington to Far- ringdon Street and Moorgate Street Stations, was the first con¬ structed, and was built to accommodate the seven-feet gauge of the Great Western Railway, and the standard gauge of four feet eight and one-half inches. The clearance in the tunnels and cuttings was for this rea¬ son fixed at twenty-eight and one-half feet laterally, and seven¬ teen feet over rails, with an elliptical arch twenty-seven inches, thick, springing from side walls four feet wide. The remainder of the lines and subsequent extensions were built for the national gauge only, and were made with clear¬ ance of twenty-five feet wide and fifteen feet nine inches clear above the rails. Where open cuttings are used the tracks are between heavy retaining walls, as the cost of property prohibits the maintenance of slopes. Baker Street Station, and one or two others on the northern part of" Inner Circle" were the first stations constructed, and are wholly beneath the surface of the streets. They are the standard length of three hundred feet, with aflat brick arch of forty-five feet span extending over the tracks and platforms throughout the length of the station. O o This plan for stations was abandoned partly on account of excessive cost, and on account of ventilation, and thereafter, where possible, the stations were built in open cuttings, and roofed with glass, having the ticket offices located on the street level. The "Inner Circle " is thirteen miles in length, double track, except between King's Cross and Moorgate Street Stations, about two miles, where there are four tracks. It was com¬ pleted in October, 1S84, about a quarter of a century after the work was first begun, by the construction of a link of railway one and one-eighth miles in length, extending from Mansion House to Aldgate Street Station, at a cost of about S3,250,000, or, at the rate of 52,000,000 per mile of double track railway. 41 The average height of the rails on the " Inner Circle " un¬ derlying the Victoria Embankment, and through the low ground near Sloane Square and Victoria Station, is thirteen feet below high water of the Thames. On the northern part of " Inner Circle " they rise to sixty feet above same datum, making a difference of seventy-three feet in level. The tide extends up the Thames as far as Teddington (sev¬ enty-two miles above its mouth, and fifteen miles above the " City"), where the first locks are located ; the mean range at London Bridge being seventeen feet, and of the highest spring tides about twenty-two feet. From this it will be noted, that the rails on the southern section of the "Inner Circle" are, at cer¬ tain stages of the tide, below water level of the Thames, and for the purpose of establishing thorough drainage between Ken¬ sington and Blackfriars, the District Company operates five pumping stations. It will be remembered, too, that this part of London is all built on made ground reclaimed from the Thames, making it very difficult to secure substantial foun¬ dations for the railway and works. Many difficulties were encountered in the construction of the Underground Railways, such as the disturbance of, and damage to buildings, the partial destruction, diversion, and re¬ building of immense sewers, and the necessary deflection of gas and water mains; not to mention the trouble and expense of doing the excavation and masonry work in such contracted places, and keeping the streets, while being tunneled, open for traffic. An examination at Sloane Square Station in the West End, will disclose the fact that an old sewer is carried overhead the District Railway in a large iron tube, supported on iron girders. Similar instances frequently occur throughout the length ot the " Inner Circle." The innumerable difficulties encountered in underground workings in any city, and particularly in London, would seem almost insurmountable. In constructing these railways, how¬ ever, they were all overcome, and the work carried out success¬ fully and with great precision. The underpinning of such structures as the Cannon Street Hotel, the King William 42 Statue, and many other similar ones, without any bad effects or settlement resulting therefrom, need only be mentioned to be appreciated. On the subject of the Underground Railways t h e Enc) clopcedia Britannica says: "The 'Inner Circle' of railways, as now con¬ structed, is the direct outcome of the recommendation of the Lords Committee of 1863, that they should abut upon, if they did not actually join nearly all the principal railway termini in the metropolis, completing the circle by a line on the north side of the Thames." To an observer this recommendation would seem to have been carried out with remarkable completeness; yet the same authority, in another article states, " The railway system in and around London has suffered greatly in directness from the ab¬ sence of a complete plan embracing proper connecting links between the lines of the several companies." This latter statement doubtless refer.1- to the inadequate and inefficient rail connections between the Northern and South¬ ern lines. It is true that most of the passenger traffic of London is from east to west, and vice versa, and is well provided for, but there is also a vast amount of travel between the lines north and south. The fact that there is no good all-rail route north and south is not creditable to the rapid-transit system, nor to the trunk roads of London. Most of the travel between the northern and southern parts of the city is transported by omnibuses running between Charing Cross and Portland road (Metro¬ politan Railway), Euston, and King Cross, and those running from Victoria Station, and along Euston Road. The local rail communication between the northern and southern sections of the city is also bad and deficient. A case in point, to illustrate this fact, is the communication between Victoria Station and King's Cross. The distance between these two points by cab route is less than three and one-half miles, and a hansom can make the trip in twenty-five min¬ utes. The distance by Underground Railway (either via " City " or Kensington), is about six and one half miles, and the time 43 occupied in making the trip about thirty-five minutes. To go all rail one must travel in an absurdly roundabout way, cross¬ ing and recrossing the river Thames, covering almost nine miles of distance, and consuming from forty to seventy min¬ utes of time, depending on the character of train taken. The train service on the Metropolitan Railways is very good, and apparently adequate for the number of passengers transported. On the "Inner Circle" trains run at intervals of ten minutes, in both directions, 'from six in the morning, throughout the day; and at intervals of fifteen minutes from eight in the evening till midnight. On the "Middle," and "Outer Circles," the Richmond, Ealing, and Hounslow Extension, trains run every half hour. To the East End, and New Cross, and to Putney Bridge, on Fulham Extension, every fifteen minutes. This makes a service throughout the day, in both directions, on the lower part of the " Inner Circle," between Mansion H ouse (Central City Station), and Brompton (Gloster Road Station), every three or four minutes. And on the upper part of" Inner Circle," between Baker Street and Aldgate Stations, every four or five minutes. The time occupied in ■unninsf the " Inner Circle," thirteen miles in length, including stops at twenty-seven stations, is about one hour. The following tables give the number of passengers conveyed by the Metropolitan Railways in 1883 and 1886, the increase and decrease, and the receipts from season, periodical, and workmen's weekly tickets; also the classification of travel for t 886. Name. Total number of passen- ' Receipts from sea- gers convej ed (exclusive son, periodical, of season and periodical and workmen's traffic). Increase. weekly tickets. 1883. 1886. Metropolitan Railway 65,423,092 70,694,228 Metropolitan District Railway 36>799.95S 41,273,962 8.06 '/r 12.16^ 1883. 1886. Dollars. Dollars. 213,160 240,940 160,060 169,54° 44 Name. Total number of passengers conveyed (exclusiveof season, and periodical traffic) during 1K86. 1st class. 2d class. 3d class. Metropolitan Railway* 3,061,242 8,603,046 59,029,940 Metropolitan District Railway* 3,348,180 7,409,610 30,516,172 Percentages of the three classes of passengers con¬ veyed in 1S86. Per Per cent. cent. Per cent. 4.33 12.17 83.50 8. n 17.95 73.94 The wide difference, as shown in the above table, between the percentages of travel of the two Metropolitan lines is very singular, as the two lines carry apparently the same class of passengers. It may be explained by the fact, that the great railways ter¬ minating on the north side of the " Inner Circle," all of which have low percentages for first-class travel, may deliver to the Metropolitan Railway such a volume of their preponderating third-class travel destined to the " City," and other points reach¬ ed by the Metropolitan Railway, as to largely increase that class of travel on it over the first-class. Then, the District Railway having a better route from the wealthy quarter in the West End to the " City," and having a greater pleasure traffic to and from the exhibitions in Ken¬ sington, the amusements at Albert Hall, and the theatres in the Strand, accounts for its high percentage of first-class. * Does nut include City Line Extensions thatconve\ed 1,283,7S9 passengers in isb6. COMPARISON OF LOCAL AND SUBURBAN TRAF¬ FIC IN LONDON AND AMERICAN CITIES. Both the Metropolitan Railways of the Underground Sys- •tem are almost exclusively local passenger lines; why they are not used more extensively for interchange of freight be¬ tween the trunk roads, particularly in the early morning hours, is difficult to understand without a full knowledge of the de¬ tails of their operations. The traffic returns of the trunk roads, all of which do a large passenger business, furnish a lesson which our railroad com¬ panies would do well to ponder over. For it is certain that the railway companies of London consider the passenger busi¬ ness, especially the suburban traffic, of great importance, and they manage to draw considerable profit therefrom. This policy differs essentially from the policy of our rail¬ roads, who, as yet, have made no great efforts to develop to its fullest extent, local and suburban passenger travel. It is a notable fact that many of our railroad managers and superin¬ tendents are averse to encouraging this class of traffic. They add new trains to their local service grudgingly, and only after repeated petitionings by their patrons. As to Sunday trains, in many instances where they are badly needed, they refrain from running them at all until compelled by public clamor for country service, especially in the summer season. They rather frown on new enterprises that have in view the development of purely local passenger traffic. To the author's own knowledge the opinion has been ex¬ pressed by officers of trunk railroads in the United States, that, " the local passenger business don't pay, and they would be better off without it." (45) 46 To all such officials and other interested parties the study of the returns for the railways having their termini in London should be convincing proof of the fallacy of such assertions. It may not pay unless properly developed and managed, but let the service be operated with the strictest economy, and with proper facilities, and it must prove as profitable in the United States as it does in England. The local and suburban traffic on the railways of London is enormous, and that it has grown to its present proportions, and is constantly increasing, is largely due to the exertions of the railway companies themselves. It must pay them hand¬ somely, else they would not be so eager to secure it by ex¬ pending large sums of money on huge and costly terminal stations, or by offering such superior train facilities to attract it. The same result ought to be attained in the large cities of the LTnited States, if the railroad companies would exert themselves, and take up the question in a broad and liberal way. Then adapt the train service to suit each case, keeping it slightly in advance rather than behind the demands of traffic, and have the patience to await the progress of de¬ velopment that will certainly follow. " Let the country make the railroads, and the railroads w ill make the country " is an old quotation. Look along the lines of railroad having the best and most frequent service, and ob¬ serve how development follows and the adjacent country builds up. The growth is gradual but substantial, and the business when once firmly established and economically handled, pays better proportionately than the long distance through travel, over which there is so much disagreement by the competing companies. COMPARISON OF THE CONSTRUCTION AND MANAGEMENT OF ENGLISH AND AMERICAN RAILROADS. The foregoing descriptions and statements will help us to a comparison between the railways of London, and those in and about any of our large cities, and determine the relative merits of each. It has frequently been asserted by those returning from a tour of England and the Continent, that our railways are supe¬ rior to those of the United Kingdom and Europe, and with this bare assertion they dispose of the whole subject. This, viewed with the full light thrown upon them, does not accord with the facts. To a representative railroad official has but recently been attributed the remark, that " the railways of Europe are one hundred years behind those of the United States." Such judgment is either based on an overweening affection for our own country and its institutions, or on a superficial knowledge of the foreign railways and their organ¬ ization. Sometimes the details of transportation, which are inconvenient or disagreeable to Americans, are the cause for the supposed inferiority of railways abroad. Though such details may differ materially from what we are accustomed to, yet they are apparently satisfactory to the foreigners or they would not adhere to them. It is true that the foreign railways do not have a number of conveniences and comforts to the traveler to which he is ac¬ customed in this country, and that they are slow in adopting them. At the same time they have some good features that should not be overlooked, and for which they should have due credit. (47) 48 England has good and definite laws in reference to the forma¬ tion of new railway companies which do not permit the issue of fictitious capital stock so often practiced in this country. Nor is paralleling of existing lines of railway permitted when a railroad is fully adequate for the business of the country through which it runs. The English government does not tolerate the suicidal rate-wars which so frequently prevail here to the detriment of investors and the public generally, and not infrequently bring ruin to the participating companies. Block-signaling in running trains originated there and has been used for many years. Railways and highways are not allowed to cross on the same level in cities, nor elsewhere if much traveled. Some of these excellent features are gradually being adopted by our more advanced companies, notably the block-signal system, and the avoidance of grade crossings in the cities and important towns of our States. In the matter of city terminal stations, which are a conspic¬ uous part of every railway, English roads are unsurpassed, and far in advance of our railroads. Other particulars of the foreign roads could be enumerated worthy of imitation. The data herein presented will enable the reader to form for himself an intelligent and reliable opinion, based on facts compiled from the representative railways of England. There likewise prevails in this country a wrong impression as to the returns made on capital invested in railway property in England. The magnificent stations, the permanent char¬ acter of their railways and engineering works in England, may partially be explained by the fact that capital can be obtained more plentifully and at cheaper rates. An examination of the financial condition of the railway companies herein described, will develop the fact, that whilst the capital invested in railway property in England, is enormous, it is justified, as the returns made on the investment prove. The debenture stock (or funded debt), which is about one-fourth the entire paid-up capital stock and debt of these companies, averages more than four per cent, per annum interest, which in this country has become a good rate on prime railroad bonds. 49 As to the dividends paid on ordinary stock, by referring to Statement A, we find, that the London and South-Western, the London and North-Western, the Great Western, the Mid¬ land, and the Great Eastern, five of the great railways of En¬ gland,—together representing 54.8 per cent, of the total mile¬ age, and 42.8 per cent, of the total ordinary stock capital of England and Wales,—averaged 5 per cent, dividends on their combined ordinary stock, during the year 1886. English investors invariably prefer undertakings promising durability and permanence, at low rate of interest, and this explains, for instance, how ten million dollars could, with the greatest ease, be provided for the construction of the Forth Bridge, the largest bridge yet built, based on an amount of business which we would not think sufficient for the invest¬ ment of one-third the sum. American investors have hesi-y tated for a long time to encourage the building of a bridge/ over the North River to a terminal station in New York City,' although this is an undertaking the favorable result of which can now be foreseen with almost absolute certainty. ■> But as the population and wealth of the United States are increasing, the rate of interest will decrease, and with the greater ease of obtaining capital at low rates, the time will come when the conditions for large enterprises will not only be equally favorable to those abroad, but will afford oppor¬ tunities in this country for carrying out works in connection with railroads of unprecedented magnitude. Fifty years ago, when the building of railways in England commenced, it was thought necessary to build them in a straight line, and for as nearly a level grade as was possible. Consequently many mistakes were made and enormous sums of money misspent. The Edinburgh and Glasgow Railway is known as an instance of this kind of early engineering. There was business waiting for the English railroads in many instances before they were built, in others the railroads induced and created it, but in all cases the investors had un¬ bounded faith in the final success of their enterprises, and constructed them accordingly, with a lavish outlay of money. Take for instance the Underground Railways in London. 5° They did not merely build them to accommodate the travel at the time they were projected, but apparently for all time. We have seen how they matured the plan a quarter of a century ago, thus solving the problem of rapid transit for the most populous part of London ; and how Parliament stepped in and said how they should locate them so as to form the present completed " intramural circle," which is beyond question, con¬ sidering the crooked streets and irregular surface, the best mode of rapid transit for London north of the Thames. And so it was with their grand terminal stations. Most of them were built many years ago, and were at that time larger than necessary, though at present they are not only not too large, but exten¬ sions and additions to them have become necessary. With such a standard of excellence before us, in the railways and ap¬ purtenances of London, particularly in their ability to transport millions of passengers, we should not hesitate to imitate them in our large cities. Instead of waiting for the needs to press hard on us, as is now the case, for instance in New York, we should provide for the present and anticipate the future with liberal provision for the future growth, in the laying out of plans for local rapid transit, and for the entrance of the rail¬ ways connecting with local lines. By elevating and depress¬ ing such portions as may be necessary, of existing lines of railways in many of our cities, and connecting them at suit¬ able points, so as to form preferably circular, or circulating systems, a plan for rapid transit could be executed for a comparatively small outlay of capital. And since there is no one item which is so important, and which helps to build up a great city, as easy and rapid communication be¬ tween all its parts, and with convenient facilities for reaching other cities, it would be well for those charged with the re¬ sponsibility to set about establishing such a permanent system as may supply the wants of the future. A FEW SUGGESTIONS TO ENGLISH RAILWAY COMPANIES FOR PP2ACE AND PROFIT. Competition between the trunk railway companies of Eng¬ land is quite as active in generating disputes and leading to the invasion of each other's territory as elsewhere. The South-Eastern and the London, Brighton and South Coast Railways, which have been joint users under an agree¬ ment, of parts of each other's lines in and about London for more than forty years, are now engaged in warfare. The demands of traffic long ago necessitated four lines of rails on that portion of the Brighton Company's property between Croyden and Corbett's Lane; of these four tracks the two jcentre-«rres are set-apart for joint use of both com¬ panies, while the two outside tracks are used exclusively by the Brighton Company. This precludes the South-Eastern from any share in the local business, which the Brighton com¬ pany claim they never had any right to enjoy under the agreement. Lengthy and voluminous communications looking to arbi¬ tration have passed between the two companies, but they have so far been unable to settle the trouble. The South-Eastern wants to share the Brighton's local business, and perhaps get an entrance into the Crystal Palace; and the Brighton com¬ pany would like very much to run its trains into the Charing Cross, and Cannon street stations of the South-Eastern. On the other hand, the London, Chatham and Dover Railway runs also through a portion of the same territory traversed by the railways of the companies just mentioned, and con¬ trols fully one-half of the " Cross Channel " passenger traffic, about which it and the South-Eastern are now having a lively dispute. (51) 52 Pools and agreements are apparently no more effective in permanently settling competitive traffic questions in England than they have proved in the United States, for they have tried arrangements that are similar, and have failed in same manner as in the United States. The London, Chatham and Dover is charged by the South- Eastern with violating the spirit of the " Continental Agree¬ ment" entered into by them more than twenty years ago, for the pooling of the " Cross Channel " traffic. The London, Chatham and Dover Railway some years ago established a new Channel service between Queenboro' and Flushing, just outside the geographical limits of the agree¬ ment, and the South-Eastern have been withholding moneys due them under the agreement pending a settlement. The matter has now been referred to the House of Lords to test the validity of the agreement. The character of the business of these three companies is so similar, and much of the territory traversed by them the same, that it would seem proper, and certainly prove mutually bene¬ ficial for them to enter into an arrangement (if possible under their laws), by which they would be placed under a single man¬ agement. This would materially reduce expenses, and the dis¬ tribution of the net receipts could be prorated. Such a consolidation would not form a very large system, as their total mileage would aggregate less than one thousand miles, and their combined capital would be considerably less than that of the Midland Railway. The business and traffic of the Metropolitan and Metropol¬ itan District Railways are so closely interwoven as to make them almost inseparable ; and yet in their dealings with each other they are wide apart, and have been at variance for years. The financial condition of the District Railway is not sound, and the reports show that it is retrograding; the returns for 1887 falling behind those of 1886, which were far from satis¬ factory. The same suggestion just made, as a solution of the difficulties existing between the Southern Lines engaged in competitive business, may be aptly applied to these intra-met- S3 ropolitan railways. Consolidate them under one management so far as their operations are concerned, with a joint board of control, and, if advisable, reduce the service at certain times in the day, which would seem possible with the present traffic, particularly on the southern half of the " Inner Circle " during the mid-day hours ; and with other economies lower the work¬ ing expenditures to a minimum. Then divide the net receipts between the two companies on an agreed basis. Otherwise, the stronger company will survive, and the other one will eventually be forced into the hands of a receiver. INDEX. Act of Parliament, relative to arbitrary differences between the Metropolitan and Metropolitan District Railway, 39. Baker, Benjamin, author of a paper on the " Metropolitan and Metropolitan Dis¬ trict Railways," 3. Bank of England, within three hundred yards of Cannon Street Station, 30. Barry, John Wolfe, author of a paper on " City Lines and Extensions," 3. Berlin, elevated railway of, 17. Bricklayers' Arms Station, a new line pro¬ posed from there to Waterloo Junction Station, 30. Bridge, the Cannon Street, used as a sta¬ tion-yard, 31 ; at Charing Cross and Cannon Street Stations, 32; at Charing Cross occupies site of old Hungerford Suspension Bridge, 32 ; proposed over North river to connect with immense terminal station in New York, 32 ; Amer¬ ican investors have hesitated to encour¬ age one into New York, 49. Broad Street Station, terminus of North London Railway, its location and de¬ scription, 25. Broad Street Station, Philadelphia, com¬ pared with one of same name in Lon¬ don, 26. Brunei, the younger, engineer of Great Western Railway, 16 ; the elder, planned and built the Thames tunnel ; a statue of on the Thames embankment, Lon¬ don, 2S. Canal, Regents', under which passes the St. Pancras branch of the Midland Rail¬ way, 22. Cannon Street Station, "City" terminus of South-Eastern Railway, description of, 30. Capital, of the railways of London, an¬ nexed statements A, B, and C, total paid up, increase of, 4 ; of the Metro¬ politan Railways, 39; the returns made on that invested in English railways, 4S. Charing Cross Railway, completed by South-Eastern Railway in 1867, 29; cost of, and number of passengers con\eyed first year, 30. Charing Cross Station, West End Ter¬ minus of South-Eastern Railway, de¬ scription of, 30. Clapham Junction Station, more trains pass it daily than any other station in the world, 14. Competition on English rail\va>s. Sugges¬ tions to the Southern Lines and those forming the Underground System, 51. Consolidation of the Southern Lines recom¬ mended, 52; also of the lines forming the Underground System, 52. Construction and management of English railways compared with American, 47. Dividends, London, Chatham and Dover Railway, the only trunk road paying none on its ordinary stock, ^3 ; paid on ordinary stock of English railways, 49. Dollars, value of, reduced from pounds, 3. " East Coast Route," for York, New Cas¬ tle, Edinburg, Glasgow, &c., 23. East London Line, uses the Liverpool Street Station, reaching same via the Thames tunnel; its capital, by whom built, &c., 27 and 2K. Encyclopedia Britannica quoted, 30, 42. England, the author's visit, 1. Euston Station, terminus of London and North-Western Railway, 19. " Flying Dutchman," a fast train on Great Western Railway, it>. " Flying Scotsman," a fast train on Great Northern Railway, 23. Fenchurch Street Station, Great Eastern Railway, 28. Finsbury Park Station, suburban station on Great Northern Railway, 24. Grade crossings, not permitted in Eng¬ land, 48. Grades, maximum on underground rail¬ ways, 40. Great Eastern Railway, number of passen¬ gers conveyed in 1H86, with percentages lor each class, and receipts from local traffic, 6; mileage of in 1880, S; descrip¬ tion of, and steamer lines operated by, 26; transports more passengers than any other trunk read of London, 26; Liver¬ pool Street Station, terminus of, 27; prior to 1874 terminated at Bishopsgate Street Station, 27. Great Northern Railway, number of pas¬ sengers conveyed in 1886, with percent¬ ages for each class, and receipts from local traffic, 6 ; mileage of in 18S6, S ; description of, 23; "Flying Scotsman," a fast train on, 23; King's Cross Station, terminus of, 24. Great Western Railway, mileage of in i8V>, 8 : largest mileage of any railway in the United Kingdom, 15; the famous " Fly¬ ing Dutchman " on, 16; originally built tor broad gauge, 10; Paddington Sta¬ tion, 16. Greenwich Railway, controlled by South- Eastern, 29. Greenwich, reached from the Isle of Dogs by ferr>, 29. Grosvenor Hotel, Victoria Station, 36. Holborn Viaduct Station, London, Chat¬ ham and I)o\er Railwav, 35. Hotels, attached to ten terminal stations in London, S; Waterloo Bridge Station of London and South-Western Railway, the only one without, S; location and name of each hotel attached to station, 9 ; Terminus hotel, London Bridge Sta¬ tion, 13. Hounslow, and Metropolitan Railway, 3S. " Inner Circle," part of Underground Sys¬ tem, described, 37 ; cost of construction, enormously expensive, 39; length of, and number of tracks on, completion of and cost, 40 ; average height of rails on, 41 ; number of stations on, and train service on, 43. " Inner Circle Completion," paper on same by John Wolfe Barry, 3 ; owned jointly by Metropolitan and by Metropolitan District Railways, 38. Institution of Civil Engineers, vol. Si, pro¬ ceedings of, 3. Jeans, J. S., prominent English statisti¬ cian, quoted, 33. 55 King's Cross Station, terminus of Great Northern Railway, 24. Liverpool Street Station, terminus of Great Eastern Railway, description, &c., 27- Local traffic, receipts from season, periodi¬ cal, and workmen's weekly tickets, 6; from the Victoria Station, 36. London, map of all the railways covering seventy square miles of, and map of central part, illustrated, 2 ; study of the railway system of, 4 ; mileage in 1886 of all the railways terminating in, 8; only two terminal stations on Surrey side of, 10; special descriptions of all the rail¬ ways and terminal stations of, 11; lack of all-rail connection between Northern and Southern lines of, 42. London and Blaekwall Railway. 28, 29. London Bridge Station, " City " terminus of London, Brighton and South Coast Railway, a local station on South-East- ern Railway, 12, 29, 30. London, Brighton and South Coast Rail¬ way, number of passengers conveyed in 18S6, with percentages for each class, and receipts from local traffic, 6; mile¬ age of, in 1XX6, 8; description of, 11; London Bridge Station, " City " termi¬ nus of, 13: dispute with South-Eastern Railway over use of each other's lines, 51. London, Chatham and Dover Railway, number of passengers conveyed in 1S86, with percentages Tor each class, and re¬ ceipts from local traffic, 6; mileage of, in 1S86, 8; description of and "Cross Channel" passenger traffic, 32; less mileage than any of the trunk railroads, 32; many stations in London, and pays 110 dividends on ordinary stock, 33. St. Paul's, Ludgate Hill and Holborn Via¬ duct, all "City" Stations, 34 and 35. Victoria station, West End terminus, 35. London and North-Western Railway, num¬ ber of passengers conveyed in 1886, with percentages for each class, and receipts from local traffic, 6; mileage of, in 1S86, 8; description of, has the largest capi¬ tal of any railway company in the world, 18. Euston Station, terminus of, Euston Hotel, local trains to Broad Street Station, shortest line from London to Liverpool, Willesden Junction Sta¬ tion on, aprominentjunction on outskirts of London, 19; terminal stations of in Liverpool and Birmingham, 20. London and South-Western Railway, num¬ ber of passengers conveyed in 1886, with percentages for each class, and receipts from local traffic, 6; mileage of, in 18S6, 8, 19; the only trunk road without a hotel attached to terminus in London, 8; description of, 13; connections with en¬ tire railway system of London, and Waterloo Bridge Station, terminus of, 14, London, Tilbury and South End Railway, 29; mileage, and capital of, and divi¬ dends on ordinary stock, 28; uses the London and Blaekwall Railway from Stepney Junction to Fenchurch Street Station. 29. Ludgate Hill Station, London, Chatham and Dover Railway, 34, 35. Manchester, Lincolnshire and Sheffield Railway, over which Great Northern Railway reaches Liverpool, 23. Mansion House Station, central "City" station, on "Inner Circle," trains on " Outer Circle " run to and from, 25. Maps, illustrated, of Central London, rail¬ way, of London, 2; miniature pictures on illustrated, good likenesses, 24. Mayence, terminal station in. 18. Metropolitan Railway, part of Underground System, its mileage See., 38. Metropolitan District Railway, part of Un¬ derground System, its mileage, extent, &c.,3S; financial condition not sound, 52. Metropolitan Extension, 22, 23, 35. "Middle Circle" of Underground System described, 37. Midland Railway, number of passengers conveyed in 1886, \\ ith percentages for each class, and receipts from local traffic, 6 ; mileage of, in 1886, 8 : description of, prior to 1868, no line of its own into Lon¬ don, only two classes of cars on its lines, 20; construction of its own line into London, healthy condition of, its divi¬ dends, St. Pancras, terminal station of, description, 21; local trains of, running to Victoria Station, 22. Mileage, of the Railway System of the United Kingdom, showing increase for thirty-four years, 4; of the railways of London, and the number of lines on each, 8. New York, an immense terminal station suggested for, to be located on Broad¬ way or Sixth Avenue, to give an idea of Charing Cross and Cannon Street Stations, London, 32. Nine Elms, original terminus of London and South-Western Railway, now used for locomotive and car shops, and freight station, 13. North German Lloyd Steamship Co , steamers of, connect with London and South-Western Railway at Southamp¬ ton, 13. North London Railway, number of passen¬ gers conveyed in 1886, with percentages lor each class, and receipts for local traffic, 6; mileage of, in 1886,8; descrip¬ tion of, purely a local line, large passen¬ ger traffic of, traffic compared with that of the Philadelphia and Reading Rail¬ road, together with other lines, forms "Outer Circle" of Underground Sys¬ tem, Broad Street Station terminus of, 25. " Outer Circle," of Underground System, described, 37. Paddington Station, terminus of Great Western Railway, 16, 17. Passengers, increase in number conveyed in United Kingdom in thirty-four years, 4, 5; table of, number conveyed by the different companies from 1880 to 1886 inclusive classified, number conveyed by classes, by the different companies, with percentages for each for 1886, and receipts from season, periodical and workmen's weekly tickets; decrease of first class and large increase of third class in United Kingdom, 6; table showing increase in number of, from 1865 to 1885, in periods of five years, 7; Great Eastern Railway conveys greatest number of any trunk road in London, 27. Pennsylvania Railroad,capital of, compared with that of the London and North- Western Railway, 18. 56 Philadelphia and Reading Railroad, pas¬ senger traffic of, compared with that of the North London Railway, 25. Pools and agreements between the railways not effective, 52. Pounds, value of, when reduced to dollars, 3- Pumping stations, where required on Un¬ derground Railways, 41. Qubenboro, 33. Railroads, trunk, defined, 2. Railways, English, not ha\ ing reached their maxima in number of passengers conveyed, 5: of England, the building of fifty years ago, 49. Railways, of London, description of them and their termini, 11 ; London, Brigh¬ ton and South Coast, 11 ; London and South-Western, 13; connecting railways from Clapham Junction, 14; Great Western, 15; London and N01 th-West¬ ern, 1^ ; Midland, 20; Great Northern, 23; North London, 25; Great Eastern, 20; South-Eastern, 20; London, Chat¬ ham and Dover, 32 ; Underground Sys¬ tem, 30 ; Metropolitan and Metropolitan District, 3s. Railway News of London, quoted, 4. Railway Problems by J. S. Jeans, quoted, 3C Railway Returns for England, Wales, Scot¬ land, and Ireland, 2. Rapid transit, lor London, the problem solved years ago for London noith of Thames, 50 ; the needs for, in New York, 5°- Receipts, gross, for United Kingdom, 4. Royal Mail, to West Indies, connection with London and South-Western Rail¬ way at Southampton, 13. Signals, block, originated in England, 4s. South-Eastern Railway, number of passen¬ gers conveyed in iss6, with percentages of each class, and receipts ftom lot al traffic, 6 ; mileage of, in iSSf>, s ; dest rip- tion of, its chaia< teristfis, mileage, 4co., 2y; Canon Street Station, " Citv " ter¬ minus, Charing Cross Station, West End terminus, 30. Statements, annexed tabular, A, B, and C, 2 Stations, encircling Central Loudon, thir¬ teen belonging to the trunk roads, S; location of the, of London, y; London Bridge, London, Brighton and South Coast and South-Eastern Railwavs, 12; Clapham Junction, 14; Paddington, Great Western Railway, 16; in Berlin, Mayence, and other Continental cities, the Friedrich Strasse and Alexander Plat/, of Berlin, 18; Willesden Junction, London and North-Western Railway, 19; Ens ton, London and North-Western Railway, 19; the only one of its type in London, 20; St. Pancras, Midland Rail¬ way, 21; Finsburv Park. Great Northern Railway, King's Cross, Great Northern Railway, 24; Broad Street, North Lon¬ don, Railway, Broad Street, London, compared with Broad Street, Philadel¬ phia, 25 ; Liverpool Street, Great East¬ ern, 27; Fenchurch Street, Great East¬ ern, 28; Waterloo Junction, South-East¬ ern Railway, Charing Cross and Cannon Street, completed twenty years ago, but still modern, 30, 31 ; on London, Chat¬ ham and Dover Railway, St. Paul's, Ludgate Hill, and Holborn Viaduct Terminus, in "City," and Victoria in West End, 34, 35; on Underground Railways, Baker Street, one of the first built on Underground Railway, 40 ; the terminal stations of English roads in ad¬ vance of those on American railroads, 48; most of the large terminal, built twenty years ago, 50. Statistics, general, and comparisons, 4. Steamship Lines, connecting with London and South-Western Railway at South¬ ampton, 13, 14. Stephenson, George, perfecter of the lo¬ comotive, marble statue of in general waiting-room, Huston Station, London and North-Western Railway, 20. Stephenson, Robert, bronze statue of in Huston Square, ig. St. Paul's Station, London, Chatham and Dover Railway, 34. Table of passengers conveyed, by classes, with percentages tor ea« h class, on the railways of London f«»r isso, and ret eipts from season, periodic al ami workmen's weekly tickets, t; <>f passengers «on- \ eyed by th<* railwa\s ot London from 1865 to 18S5 iiulusive, shown e\erv five years, 7 ; showing the mileage and the number of lines of each ot the rail¬ ways of London in iHsu, b ; of passen¬ gers conveyed on the underground rail¬ way in 1ms3 and ihsffi showing increase, also receipts Irom season and other local traffic, 43 ; of the total number ot pas¬ sengers conveyed by classes on under¬ ground railw ay in i8s6, with percentages for each, 44. Tay Bridge, reconstruction of, 23. Thames, the river, tide in and height of, ground reclaimed from, through which underground railway was con¬ structed, 41. Thames Tunnel, built by the elder Brunei, cost of, 2s Trafalgar Square, Charing Cross Station fronting on the Strand, just off, 30. Traffic, divisions of, in terminal stations, and advantage ot as exemplified in Pad¬ dington Station and 111 stations ot Conti¬ nental cities, 17; local and suburban of London compared with same in Ameri¬ can cities, 4S. Train Service, on the Metiopohtan Exten¬ sion, 35; on the Underground System, 43. Underground Railway System, descrip¬ tion ot the various "Circles," its route, its mileage, of what lines composed, 30; the difficulties encountered in construc¬ tion, 41; the train service on, 43; the number of passengers conveyed and the receipts from season, and periodical traffic, 43. Victoria Station, the West End terminus of the London, Chatham and Dover and London, Brighton and South Coast Railways, 35. Victoria Station and Pimlico Railway, 35. Widening Tunnel,on Metropolitan Exten¬ sion, 39. S IE 35v£_tJ ISTT O-—Compiled by Samuel Rea. RAILWAY RETURNS FOR 1875 FOR RAILWAYS TERMINATING IN LONDON, INCLUDING THE METROPOLITAN RAILWAYS AND FOR THE UNITED KINGDOM, SHOWING CAPITALIZATION AND TRAFFIC STATISTICS. NAME OF COMPANY Total Mile¬ age 1875 Paid-up Stock and Share Capital Capital raised by Loans and Debenture Stock Total Capital paid up and raised by Loans and Debenture Stock Per cent. of Total Gross Re¬ ceipts Total Receipts from Freight Traffic Per cent. of Total Gross Re¬ ceipts Miscel¬ laneous Receipts from Rents, Tolls, Nav¬ igation, Steam¬ boats, Per cent. of Total Gross Re¬ ceipts Total Gross Receipts from all sour¬ ces of Traffic Total Working Expendi¬ ture Net Receipts Propor¬ tion per cent, of Expen¬ diture to Gross Re¬ ceipts Subscrip¬ tions to Joint Lines and other Compa¬ nies REMARKS Note.—The traffic returns for the Companies given in this statement also include returns from branch and auxiliary lines leased to, or worked by them. Ordinary Guaranteed Preferential Loans Debenture Stock Receipts from Passenger Traffic Amount. Rate of Div'd Paid Amount. Rate of Div'd Paid Amount. Rate uf Div'd Paid Amount Rate of Interest Amount. Rate of Interest London, Brighton and South Coast 345 $ 21,22!!,.'115 *4,9x5,200 th 985,200 Pr. Ct. 5 0 4 $ 9,779,300 Pr. (It. 5 $ 1,380,070 9,984,305 10,905,120 Pr. Ct. 4 4^ 5 $ 117,150 305,200 029,185 85,000 80,000 Pr. Ct. 4 5 $ 6,531,195 15,792,980 Pr. Ct. 4 $ 95,915,280 $ 0,422,150 72.2 $ 2,074,(550 25.3 $ 5593,700 4.5 $ 8,890,5(50 $ 4,295,290 $ 4,595,270 Pr. Ct. 48 $ * Preferred Stock, f Deferred Stock. London and South-Western G85 42,020.815 5% 1,809,795 525,000 112,180 4 *lA 5 18,325,000 7,875,000 850,200 4K 5 7 31,500 1,154,035 150,700 4 18,475,920 3,400,440 3,709,155 4 *A 99,172,350 7,553,195 00.0 3,583,255 28.8 1,5523,015 10.0 12,459,495 (5,958,485 5,501,010 5(5 •1,376,520 Great Western 1599 os, 120,:® 89,994,830 5 31,481,840 13,500 430,000 1,298,105 5,675,310 168,750 10,550 113,850 :>'A 4 va m 5 28,100,820 3,342,105 18,010,440 10,399,840 4 *A 5 258,832,3x85 12,641,525 44 15,700,4(55 51.0 4155,845 1.4 28,755,8555 15,6855,900 13,071,9555 52 4,6x5,310 - London and North-Western L6T)4 155,030,035 *850,775 0% VA 000,000 1,577,000 9,814,290 3,020,375 59,800,980 917,000 1,104,200 2 2^ 4 4 K 5 0 10 75,(xx) 228,000 12,587,700 775,255 33,975 :fA ■'% 4 M 5 158,500 80,279,275 zy2 4 334,118,120 18,080,370 40.3 27.648,875 58.4 001,1(55 1.3 46,5530,410 25,594.135 20,7550,275 55 17,120,560 * Stour Valley Stock entitled to two-thirds Ordinary L. and N.-W. Dividends. Midland 1139 si,(xii,two 0 45,409,415 750,000 4 0 *4,758,730 28,259,920 38,084,055 4 5 5 59,230 20,250 7,170,100 151,500 1,000 4 ifi i'A 50,494,355 4 275,701,095 9,141,195 30.5 20,53!),010 (58.5 297,965 1.0 29,978,110 15,919,8550 14,658,280 555 20,480,415 * Calls paid in advance. Great Northern 620 30,105,000 5,700,375 5,700,375 *087,400 1878,055 Jl,346,300 6 K 0 7 H 275,000 217,000 1,000,000 23,705,000 15,011,310 2,875,000 *112,500 4 4M 4K 5 OA OA 28,750 988,500 45,500 6% 4 m 29,080,000 205,000 4 5 125,471,325 0,2)0,880 12 8,37(5,440 5(5.4 253,890 1.(5 14,8(50,710 8,025,7(50 (5,8554,950 54 13,407,150 * Bradford and Thornton to be incorporated with the Ordinary Stock, f Halifax, Thornton and Keighley Shares to bear divi¬ dend from August 5th, 1876. f New Ordinary 1864, not bearing interest. (S Westgate Station Shares. North London 12 9 875,000 6 1,250,000 3,500,000 *A 5* b,250 I'A 32,500 4,415,580 4 *A 19,079,8550 1,221,770 02.8 (5555,175 32.0 90,200 4.0 1,947,205 912,065 1,034,540 47 * Minimum Rate 4J, Maximum 5. Great Eastern 855 " 41,751,140 8,822,050 4,134,425 54 Nil Nil 118,7ou 3,340,875 518,000 18,079,935 525,000 3,809,085 403,270 4 *A 5 5K 6 7 4,582,270 16,059,770 290,545 4 A 5 oy2 3,727,8 <5 7,882,430 5,188,260 45,920 1,002,000 4 5 5 6,069,890 642,175 2,441,085 7,550,000 14,600,905 4 *lA 5 5 152,222,015 7571727480^ 46 6 0,311,515 45.5 1,090,-855 7.9 155,874,-8-80 7,9555,440 5,9559,440 57 1,655,650 South-Eastern 331 18,353,345 *10,730,050 110,750,550 f>/» 0 554 4,921,500 4,000,000 5 K 10,119,400 11,930,275 4 K 5 140,500 2,110,950 40,000 m 4 i% 825,400 7,500 21,500,250 4 W 5 95,402,220 6,873,915 70.7 2,689,5555 21.5 7(555,920 7.8 9,727,190 4,578,(590 5,148,500 47 315,000 * Preferred Stock, f Deferred Stock. London, Chatham, and Dover 157 50,050,040 Nil 753,185 4 ^ 25,179,105 1% 30,978,075 107,801,305 3,310,5(>0 (55.6 1,010,220 20.(5 761,470 13.8 5,091,250 2,952,715 2,138,535 58 Metropolitan (Tnohulinf? half the " Hammersmith and City," and St. John's Wood iu the trallie returns only.) 13 10,305,1,30 *338,350 4338,350 6 \% 8,008,150 5 1,834,500 2,087,700 2,437,900 4 ■I A 3,202,470 203,725 1,791,315 4 *lA *A 40,207,070 2,332,610 88.(5 125,115 4.7 175,535 07 2,633,200 1,033,370 1,599,8!k) 39 500,000 * Preferred Stock, t Deferred Stock. Metropolitan District 8 11,101,900 NIT 1,222,220 4 M 7,50u,u00 2,500 275,975 1,'400,345 4 4 M 5 " 5,959,790 0 27,409,230 1,301,765 95.4 (52,840 4.0 1,5104,005 647.800 710,805 47 Totals and Average Percentages 633,578,300 *38.8 180,708,290 *11.4 308,352,190 *22.0 61,290,580 *3.8 381,707,465 *23.4 1,031,030,885 82,211,915 46.7 87,5550,105 49.8 0,151,490 3.5 175,913,510 93,938,080 81,975,4550 53 62,579,605 * Percentage of Total Capital. England and Wales Scotland Ireland 11789 2721 2148 1000,022,800 123,014,895 80,305,1x15 347,485,835 40,004,000 1,411,080 532,091,855 107,289 005 32,023,585 120,213,470 01,924,195 13,900,105 500,039,315 31,510,505 23,403,000 2,0^15,453,335 53(34,4355,200 151,250,875 109,121,110 12,5304,650 7,140,255 459,7.36,155 20,584,025 0,019,280 9,772,485 1,5508,495 190,255 238,032,0.80 34,197,150 13,355,770 141,102,475 17,713,425 7.287,740 117,529,(505 1(5,4855,725 (5,0(58,650 .55 52 55 . Total United Kingdom, 16658 1273,003,000 *40,4 389,501,.575 *12.4 071,105,015 *21.3 202,103,790 *0 4 015,043,420 *19.5 3,151,117,470 128,573,405 12 1(50,3 40,5560 51.3 11,271,255 3.7 5506,185,000 1(5(5,163,(540 140,681,5500 54 * Percentage of Total Capital. S T I1 !IX/£ IE n^nc1 IB-—Compiled by Samuel Rea. RAILWAY RETURNS FOR 1883 FOR RAILWAYS TERMINATING IN LONDON, including THE METROPOLITAN RAILWAYS AND FOR THE UNITED KINGDOM, SHOWING CAPITALIZATION AND TRAFFIC STATISTICS. Paid -up Stock and Share Capital Total Mile¬ Ordinary Guaranteed - Preferential NAME OF COMPANY age T Rate Rate Rate 1883 Amount. d"vr>A 13,201,850 5 *13,958,550 (5 950 +13,958,550 V4 125 $295 200 London, Chatham, and Dover 160 55,615,255 Nil 777,780 i'A 27,938,870 4^8 1,457,300 Nil Metropolitan (Iik>.Itilling half the 11 Hammersmith ami City." In the 22 22,659,150 5 12,926,040 4 trallic returns only.) 416,350 (5 416,350 4 f3,745,785 —Metropolitan District (InoliKiiupc the "Richmond." "Ealinpj," and " Fulham 18 11,250,000 Nil 3,275,000 4 7,500,000 4K Extensions," and " Hounslow and Metropolitan.") 1,222,220 4}i 1,5!X),705 * Richmond Extension 1,7(50,(XX) 4 Ealing " 1,2(50,000 Fulham " 1,500,000 i'A Hounslow and Metropolitan 810,000 Nil Totals and Average Percentages 758,(500,370 *35.1 303,062,280 f *14 551,646,035 r *25.5 England and Wales 13215 1214,584,055 40(5,232,400 808,128,125 Scotland 2964 1(58,618,555 64,516,465 155,501,810 Ireland 2502 83,982,920 3,615,250 40,811,055 Total United Kingdom, 18681 1467,185,530 *37.4 473,364,115 *12 1004,440,990 *25.6 Capital raised by Loans and Debenture Stock Loans Amount. $ 00,000 500,000 2,612,210 103,550 1,019,920 $73,945 252,000 125,000 506,500 611,500 833,330 39,875 20,000 180,000 $60,215 329,250 350,000 Debenture Stock Rate of | Amount. „r Interest Interest f t Pr. Ct. $ Pr. Of. 6,531,195 4 21,513,610 4K 20,000 61,500 750,000 1,000 2,000 11,500 354,665 10,500 1,500 12,500 *148,815 *350,815 81,500 4,130 32,725 *863,865 196,635 1,487,880 500 3 Ya, 3% 3% 4 5 3% 4 *lA VA 5 4% 5 3% 4 5 5 3'A 3H 4 3'A 3% 4 sx 3% 4 3 y2 3% 4 4^ 1,180,625 32,388,750 44,352,915 4,594,8:10 20,149,150 13,948,725 4 4/4 4K 5 123,442,020 83,110,500 41,702,365 265,000 32,500 4,821,830 31,111,875 642,175 2,441,085 21,735,690 2,908,750 7,500 21,712,200 4 *A 4 4J4 4 % 5 4 4/4 I,073,955 32,313,095 1,160,000 II,466,555 263,725 1,791,315 2,450,(XX) 6,058,125 4 4X 3 X 4 4^ 4 H 4 6 12,069,355 *0.6 535,170,060 *24.8 39,621,230 26,591,905 10,404,390 76,617,525 *2 787,163,360 77,427,840 38,407,200 902,998,400 *23 Total Capital paid up and raised by Loans and Debenture Stock $ 115,593,940 131,478,490 348,962,355 493,736,310 364,358,660 170,855,775 19,479,330 193,729,000 107,833,995 120,009,585 55,145,360 33,675,300 1,750,(XX) 1,250,000 1,500,000 1,190,000 39,365,300 2160,548,100 3254,729,170 492,656,575 177,220,815 3924,606,560 Per Total cent. Receipts of from Total Passenger Gross Traffic Re¬ ceipts $ 7,859,435 70 9,474,210 62 17,370,185 43.5 20,317,195 38.6 11,351,295 30 7,131,560 39.8 ; 1,486,575 61.4 18,707,305 50 7,225,915 66.5 4,215,440 67.3 2,988,845 89.9 2,000,235 96.8 100,128,195 46.1 125,524,405 14,425,885 7,593,375 117,543,665 41.5 Total Receipts from Freight Traffic Per cent. of Total Gross Re¬ ceipts 2,714,960 24.2 4,513,540 29.5 21,718,525 54.4 131,495,405 59.8 25,464,790 10,478,615 58.5 792,790 32.8 7,689,465 43 2,521,040 23.2 1,261,145 20.1 153,890 4.6 9,150 0.4 108,813,315 50.1 164,367,085 22,654,345 6,485,165 193,506,595 54.5 Miscel¬ laneous Receipts from Rents, To] Is, Nav¬ igation, Steam¬ boats, &c. Per cent. of Total Gross Re¬ ceipts $ 648,915 5.8 1,294,075 8.5 874,435 2.1 836,845 1.6 3o4,o35 25)6,220 1.7 139,865 5.8 1,420,620 7 1,110,680 10.3 786,680 12.6 £183,915 56,985 2.8 8,260,475 3.8 ■i 12,716,200 1,347,235 197,655 14,261,090 4.0 Total Gross Receipts from all sour¬ ces of Expendi Traffic $ 11,223,310 15,281,825 39,963,145 52,649,445 37,170,620 17,906,895 6,263,265 3,326,680 Total Working Net Receipts ture t $ $ 5,760,045 5,463,265 9,001,440 6,280,385 151,921,235 20,041,910 26,904.455 25,744,990 19,413,385 17,757,235 10,047,040 7,859,355 2,419,210 1,231,770 1,187,460 17,817,390 9,973,830 7,843,560 10,857,635 5,262,335 5,595.300 3,310,915 2,952,350 1,380,760 1,5)45,920 2,066,370 874,925 [ 1,191,445 217,201,985 113,3:18,810 103,863,175 -f~ 302,(X)7,690 159,096,240 143,511,450 38,427,465 19,873,5)80 18,553,485 14,276,195 7,872,590 6,403,605 355,311,350 18(5,842,810 168,468,540 Propor¬ tion per cent, of Expen¬ diture to Gross Re¬ ceipts Pr. Ct. 51 59 50 51 52 56 51 56 48 53 42 52 Subscrip¬ tions to Joint Line3 and other Compa¬ nies $ 2,101,140 5,938,7510 23,768,630 34,968,625 30,290,835 1,209,150 1,433,775 814,440 200, (XX) REMARKS Note.—The traffic returns for the Companies given in this statement also include returns from branch and auxiliary lines leased to, or worked by them. * Preferred Stock, f Deferred Stock. * Capitalized Value of Land Rent Charges, f Returns for Steamboats included. * Capitalized Value of Land Rent Charges. * Amount paid in advance of Calls.—Interest accrues from January 1st, 1884. f Convertible into Ordinary Stock, Sept. 1st, 1886. * New Ordinary 1864, not bearing interest. * Minimum Rate 41, Maximum 5. * Dividend accrues from January 1st, 1884. f Capitalized value of Land Rent Charges. * Preferred Stock, f Deferred Stock. % Stock in Arrear of Calls. jl The Company received in addition !?343,830 net from Rent of Houses. f Dividend accrues from October 1st, 1884. \ Capitalized Land and Rent Charges. * First dividend due March 1st, 1885. Constituted a separate Capital—Dividend guaranteed by Midland Railway. Constituted a separate Capital—Act of 1877. Constituted a separate Capital—Act of 1878. Opened May 1st, 1883. * Percentage of Total Capital. * Percentage of Total Capital. S H1T !Ej 3y£ IEH 2>TT .ZL..—Compiled by Samuel Rea. RAILWAY RETURNS FOR 1886 FOR RAILWAYS TERMINATING IN LONDON, INCLUDING THE METROPOLITAN RAILWAYS AND FOR THE UNITED KINGDOM, SHOWING CAPITALIZATION AND TRAFFIC STATISTICS. NAME OF COMPANY Total Mile¬ age 1886 Paid-up Stock and Share Capital Capital D Loans raised by Loans and ebenture stock Total Capital paid up and raisea by Loans and Debenture Stock Total Receipts from Passenger Traffic Per cent. Total of Receipts Per cent. of Total Gross Re¬ ceipts Miscel¬ laneous Receipts from Rents, Tolls, Nav¬ igation, Steam¬ boats, &e. Per cent. of Total Gross Re¬ ceipts Total Gross Receipts from all sour¬ ces of Traffic Total Working Expendi¬ ture Net Receipts Propor¬ tion per cent, of Expen¬ diture to Gross Re¬ ceipts Subscrip¬ tions to Joint Lines and other Compa¬ nies REMARKS Note.—The traffic returns for the Companies given in this statement also include returns from branch and auxiliary lines leased to, or worked by them. Ordinary Guaranteed Preferential Debenture Stock Amount. Rate of Div'd Paid Amount. Rate of Div'd Paid Amount. Rate of Div'd Paid Amount Rate of Interest Amount. Rate of Interest iotai Gross Re¬ ceipts irom Freight Traffic London, Brighton and South Coast 419 $ 14,891,575 *11,304,150 fll,304,150 Pr. Ct. 5% 8 m $ 9,779,300 Pr. Ct. 5 $ 450,000 40,951,575 Pr. Ct. 4 5 $ Pr. Ct. $ 6,531,195 21,594,610 Pr. Ct. 4 4>4 $ 116,806,555 $ 7,758,520 70 $ 2,650,235 24 $ (167,155 6 $ 11,075,910 $ 5,309,975 $ 5,765,935 Pr. Ct. 48 $ * Preferred Stock, f Deferred Stock. London and South-Western 789 55,793,750 5 3,989,900 4 51,286,435 4 5,000 130,000 v/l 3a 3,991,915 33,501,860 3a 4 148,698,860 9,820,985 62.9 46.1 4,396,050 28.2 1,390,055 8.9 15,607,090 8,950,330 6,656,760 57 2,301,780 Great Western 2427 98,083,630 5 a 117,589,1:15 5 57,537,085 5 2,000 54,500 10,500 1,500 *148,815 *350,815 3 4 4^ 4H 4k 5 48,556,140 4,594,830 20,149,150 13,948,725 4 *A 5 361,026,825 17,634,980 19,877,960 52 746,485 1.9 38,259,425 18,674,135 19,585,290 49 0,985,025 * Capitalized Value of Land Rent Charges. London and North-Western 1834 188,794,350 GA 75,502,030 4 115,403,100 4 *875,865 5 128,223,265 4 .508,798,610 20,733,900 40.4 {29 572,645 57.7 981,980 1.9 51,288,525 26,.350.975 24,937,-550 51 25,249,500 t Returns for Steamboats included. * Capitalized Value of Land Rent Charges. Midland 1403 141,397,785 49,468,490 750,000 4 6 124,874,375 4 57,500 196,635 1,338,495 3 3% 3A 29,500 87,689,535 3 4 405,802,315 11,837,375 7,430,820 32.5 24,195,145 66.4 401,400 1.1 36,433,920 19,161,770 17,272,150 53 35,991,935 Great Northern 796 51,922,.585 5,796,375 5,796,375 *2,072,850 fl,346,300 4% 6 % 7,613,360 52,059,300 6,479,750 2,875,000 4 4 m 5 6 42,622,045 265,000 {1,137,125 4 5 179,986,065 40.6 63.4 49.8 10,551,630 57.7 299,975 1.7 18,282,425 10,308,515 7,973,910 56 30,385,315 * Dividend to accrue from January 1st, 1887. f New Ordinary 1864, not bearing interest. X Premium on Debenture Stock. North London 12 1045 10,102,000 61,773,275 TA 1,250,000 3,.500,000 *A 5* 32,500 4,821,830 4 4K 19,706,330 1,505,155 723,155 7,867,640 30.5 42.4 146,465 1,4.56,290 6.1 7.8 2,374,775 1,097,225 9,957,900 1,277,550 8,616,360 46 * Minimum Rate 4}, Maximum 5. * Dividend accrues from January 1st, 1887. f Capitalized value of Land Rent Charges. - Great Eastern 27,222,750 3,250,000 4 5 28,693,995 3,749,840 12,489,085 3,708,755 4 4 % 5 * 228,700 1,900,000 670,000 970,250 125,350 3A 3% 4 5 5 33,626,190 642,175 2,441,085 21,590,970 4 4A *A 5 202,982,420 9,250,330 18,574,260 54 1,209,150 South-Eastern 369 2,337.075 140 15,308,950 *14,621,050 114,621,050 +295 SA 4 5A 6 4 A 4,921,500 4,000,000 4 H &A 2,395,000 10,853,400 13,201,850 {950 {125 {200 4 4^2 5 296,000 375,000 110,000 3A 3% 3% 5,338,350 7,500 21,712,200 4 4% 5 110,100,635 7,177,775 4,365,180 66.5 2,439,080 22.6 1,177,350 10.9 10,794,205 5,086,015 5,708.190 47 1,700,8*1 * Preferred Stock, f Deferred Stock, t Stock in Arrear of Calls. ( London, Chatham, and Dover 184 56,288,910 Nil 683,705 4 k 31,649,870 4,347,660 3% Nil 983,330 4 6,106,760 32,407,170 4 4K 132,167,405 67.9 1,285,675 20 780,275 12.1 6,431,130 3,351,580 3,079,550 52 823,110 Metropolitan (Including half the " Hammersmith and City." In the traffic returns only.) 24 26,409,150 *416,350 -f-416,350 4k 6 2A 14,176,040 4 8,7.50 175,000 {60,135 3A 4 5 i,462,050 ii,466,555 263,725 1,791,315 3A 4 4A 4 A 56,645,420 3,048,545 89.7 158,615 4.7 189,900 5.6 3.397,060 #1,430,625 1,966,435 42 200, oflo * Preferred Stock, t Deferred Stock. X Capitalized value of Rent Charges. The Company received in addition $360,350 net from Rent of Houses. Metropolitan District (Including the "Richmond," "Ealing," and "Fulliam Extensions," and " Hounslow and Metropolitan.") Richmond Extension Ealing " Fulham " Hounslow and Metropolitan 19 11,250,000 1,050,000 Nil Nil 5,837,500 1,222,220 612,500 1,750,000 1,250,000 1,500,000 4 4/^2 3k 4 4 H 4 M 7,500,000 265,000 2lA Nil 86,750 398,000 375,000 350,000 3A 3% 4 4/4 3,537,500 6,058,125 4 6 36,677,595 1,750,000 1,250,000 1,500,000 1,665,000 12,360 0.5 67,000 3 2,236,940 1,081,785 1,185,155 47 Constituted a separate Capital—Dividend guaranteed by Midland Railway. Constituted a separate Capital—Act of 1877. Constituted a separate Capital—Act of 1878. 42,842,595 2,157,580 96.5 Totals and Average Percentages 803,098,470 *35.1 309,129,030 *13.5 597,311,750 *26.1 10,183,890 *0.5 566,140,895 *24.8 2,285,864,035 02,721,145 47.8 103,730,190 48.3 8,304,330 3.9 214,755,665 110,730,830 104,024,835 52 * Percentage of Total Capital. England and Wales Scotland Ireland 13678 3022 2632 1274,219,470 169,198,750 82,592,uk) 410,413,890 67,878,390 7,120,055 873,658,715 172,530,280 40,656,890 41,357,290 14,775,890 8,034,715 &39,199,745 98,593,475 41,491,525 3,438,819,110 522,976,785 179,895,375 128,856,180 14,955,820 7,412,690 154,089,735 21,411,735 6,350,725 13,442,225 1,227,660 212,995 296,388,140 37,595,215 13,976,410 156,106,835 18,852,820 7,631,580 140,281,305 18,742,395 6,344,830 53 50 55 Total United Kingdom, 19332 1,526,010,410 *3(1.8 485,412,335 *11.7 1,08(5,845 885 *26.2 64,167,895 *1.6 979,284,745 *23.7 4,141,721,270 151,224,690 43.5 181,852,195 52.3 14,882,880 4.2 347,959,765 182,591,235 165,308,530 52 * Percentage of Total Capital.