Out of the Parliamentary hurly-burly emerged triumphant the well-known Yerkes group with its comprehensive scheme (the first in the list given below) the only very important one sanctioned.
Thus closed the session of 1902, and in the Railway Committee Rooms, for a time at least, the
“Fiery fight is heard no more,
And the storm has ceased to blow.”
The following Tube Railways were authorised:—Brompton and Piccadilly Circus Railway (Acts 1897, 1899, 1902), that of 1902 authorising inter alia its amalgamation with the Great Northern and Strand. The Charing Cross, Euston, and Hampstead Railway to be continued to Edgware by a previously authorised line (Acts 1893 to 1900 and 1902). The City and Brixton Railway, to cross the Thames independently of the City and South London Tube, and to have stations at St. George’s Circus, Southwark, and at Kennington Oval (Act 1897), with a new City station communicating with the South London Railway (electric). The Great Northern and City Railway, Finsbury Park to the Bank. The Metropolitan District Railway (Act 1897), a Deep-level Electric to work with the Brompton and Piccadilly Tube. The North West London Railway (Act 1899) from the Marble Arch to Cricklewood.
THE ROYAL COMMISSION
For some time past it had been made clear that no Select Committee of the Houses of Parliament, however efficient, could be expected to cope with the problem of metropolitan combined tubes, tramways and vehicular street traffic; and in view of the probability of other Tube Bills being promoted during the session of 1903, it was strongly urged upon the Government to consent to a Royal Commission on the matter.
So, before the meeting of this year’s Parliament, a Royal Commission was appointed with a most comprehensive programme of arduous work.
General satisfaction seems to have been expressed with the composition of the Commission. No better chairman could have been found than Sir David M. Barbour, whose acquaintance with official inquiries is probably greater than that of anyone else in Great Britain, he having been associated with several Royal Commissions. Special knowledge bearing on the peculiar problems to be solved, characterises most of the members. Sir John Wolfe Barry is perhaps the best-known consulting railway engineer in the country, having acted in this capacity to many of the leading railway companies, and, in 1901, having taken part in the inquiry respecting vibration on tube railways. Sir George Trout Bartley has represented North Islington in the House of Commons for nearly eighteen years, and from lifelong residence in London has a wide knowledge of its needs. Earl Cawdor has been Chairman of the Great Western Railway for the last eight years. Viscount Cobham has been a Railway Commissioner since 1891, and prior to that, was temporarily Deputy-Chairman of the Great Western Railway. Sir Joseph Dimsdale, being a banker, has had wide experience as a financier. Ex-Lord Mayor, and City Chamberlain, he represents in the House of Commons the City of London, which is vitally concerned in the question of efficient transit. Mr. G. S. Gibb, the General Manager of the North Eastern Railway for the past twelve years, is a railway expert of great experience. As Permanent Secretary of the Board of Trade, Sir Francis J. S. Hopwood has a specially trained mind, and an intimate acquaintance with railway matters, having been formerly Secretary of the Railway Department. Mr. C. S. Murdoch, C.B., has been for many years in the Government service, and has acted, since 1896, as Assistant Under-Secretary of the Home Department. Sir John P. Dickson-Poynder is a member for the Chippenham Division of Wiltshire, and represents St. George’s, Hanover Square, at the County Council. Sir Robert T. Reid, K.C., member for Dumfries since 1886, was Attorney-General in the last Liberal Government, and may be regarded as the official representative of the Opposition on the Commission. Lord Ribblesdale, a member of the London County Council, was Chairman of the Joint Committee of the Lords and Commons on Tube Railways in 1901.
Soon after the appointment of the Commission it was suggested that the labour would be considerably lightened if the subject of pedestrian and vehicular traffic included in their programme were eliminated or, at any rate, indefinitely postponed, and attention concentrated upon Tubes and Railways, making—as they have the power to do—an interim report; and thus avert disastrous delay in the realisation of the Tube Schemes before the Parliament of 1903.
Early in the session a somewhat significant announcement was made in the House of Commons, in reference to these schemes; only two of which were very important, viz., the Central London’s proposal to complete the circle; and the North-East London Railway scheme, which (if passed) will embrace twenty-two miles—nine being in tubes—tapping the traffic between the City and Leyton and Walthamstow, whose combined population is over two hundred thousand people.