to despatch goods in that way in preference to other methods. The difficulty is to discover data upon which any estimate of the amount of goods to be handled may be safely based. From the official Railway Returns for 1909, compiled by the Board of Trade, I find that the quantity of general merchandise (excluding live stock and minerals) carried by all the railways in England and Wales in that year, was 128,529,402 tons. London's share of this quantity may be put at one-fifth, or say 25,000,000 tons per annum, equivalent to a little more than 85,000 tons per day, reckoning 300 working days to the year. A considerable deduction must be made from this figure on account of goods for which the Clearing House is not the most suitable method of transit; but something must be added for goods now sent by water and by road. The Advisory Board of Engineers reported to the Royal Commission on London Traffic that the number of calls made daily by goods vehicles in the " Central goods area" of London, This "central goods area" embraces only 22 square miles out of the 118 square miles which make up the Administrative County of London, but no doubt it includes the greater part of the vehicular goods traffic. Reckoning the average weight of goods at one ton per call, and adding 50 per cent. for the rest of the county, gives a total tonnage of 79,842. On the whole I am of opinion that 80,000 tons per day would be a safe estimate of the amount of Clearing House business in its first year, especially as this figure includes nothing for any new traffic, the growth of which would be much accelerated by the establishment of the Clearing House. On this basis, coupled with the modifications suggested in my first report, I submit the following amended estimate of probable expenditure: Fuel, as per your estimate on dividends) 250,000 180,000 105,000 Electrical energy-40,000,000 units at §d. Rates, Taxes, Water and Insurance (excluding Income Tax 105,000 Interest on Capital, 5 per cent. on £14,000,000 4,772,792 700,000 £5,472,792 On the basis of 80,000 tons per day, your estimate of receipts would be reduced by 20 per cent., and would amount to £14,768,740. Your charges could be reduced by 50 per cent., and still produce £7,384,370, giving you nearly Two Million Pounds per annum as trade profit. (Signed) EDGAR HARPER, F.S.S. APPENDIX V DIGEST OF ROUTES FROM THE VARIOUS RAILWAY SYSTEMS TO THE PROPOSED LONDON GOODS CLEARING HOUSE INTRODUCTORY NOTE The Routes here given are classified under three headings: The MAIN Routes are shown in Heavy type. The Main Routes are those routes which a train would naturally take-distinguished by directness and continuance over the same system, where possible. It will thus be found that each system has one, or at most two, main routes to the Clearing House. The Subsidiary Routes are those routes which might, with advantage, be employed in the event of the main route becoming unduly congested at any period, or in the event of a temporary stoppage of the main route. In most cases the distance over the Subsidiary Route is not much longer than that over the Main Route. The Emergency Routes are those routes which, by reason of their devious nature or unfavourable road or gradients, would only be employed in the event of an accident on the Main and Subsidiary Routes. In some cases no Subsidiary Routes are given. This is where there is no Route beyond the Main Route which could, with any advantage, be employed except in the event of accident. Where no Emergency Routes are given, it is because they are too devious to be within the range of practical utility. GREAT NORTHERN RAILWAY ALL LINES RUN TO FINSBURY PARK MAIN ROUTE Route 1.-Via Finsbury Park and King's Cross. SUBSIDIARY ROUTE Route 2.-Via Finsbury Park; to N. London Rly., Canonbury, Dalston Jn. and Broad St. MIDLAND RAILWAY ALL LINES RUN TO HENDON MAIN ROUTE Route 1.-Via West Hampstead, Kentish Town and St. Pancras. SUBSIDIARY ROUTE Route 2.-To Metropolitan Rly., Finchley Rd., Baker Street and King's Cross. NOTE. This route only by shunting. EMERGENCY ROUTES Route 3.-Via West Hampstead; to Tottenham and Hampstead Fn. Rly., South Tottenham; to G.E. Rly., Clapton Jn., Hackney Downs and Bishopsgate. Route 4.-To N. and S.Wn. Jn. Jnt. Rly., Acton Wells Jn., South Acton; to L. & S.W. Rly., Clapham Jn.; to S.E. & C. Rly., Loughborough Jn. and Snow Hill. Route 5.-To N. & S.Wn. Jn. Jnt. Rly., Acton Wells Jn., South Acton; to L. & S.W. Rly., Grove Road; to Hammersmith & City Jnt. Rly., Westbourne Park; to G.W. Rly., Bishop's Road; to Metropolitan Rly., Baker Street and King's Cross. U LONDON AND NORTH-WESTERN RAILWAY ALL LINES RUN TO WILLESDEN JN. MAIN ROUTE Route 1.-To N. London Rly., Camden Town; (a) Via Gospel Oak and Kentish Town. SUBSIDIARY ROUTE Route 2.-To N. London Rly., Camden Town, Dalston Jn. and Broad Street. (a) Via Gospel Oak and Kentish Town. (b) Via Chalk Farm. EMERGENCY ROUTE Route 3.-To West London Jnt. Rly., Addison Road; to West London Extension Jnt. Rly., West Brompton; to S.E. & C. Rly., Loughborough Jn. and Snow Hill. GREAT CENTRAL RAILWAY ALL LINES RUN TO NEASDEN MAIN ROUTE Route 1.-To Metropolitan Rly., Finchley Road, Baker Street and King's Cross. EMERGENCY ROUTES Route 2.-To Midland Rly., Acton Wells Jn.; to N. & S.Wn. Jn. Jnt. Rly., South Acton; to L. & S.W. Rly., Clapham Jn.; to S.E. & C. Rly., Loughborough Jn. and Snow Hill. Route 3.-To Midland Rly., Acton Wells Jn.; to N. & S.Wn. Jn. Jnt. Rly., South Acton; to L. & S.W. Rly., Grove Road; to Hammersmith & City Jnt. Rly., Westbourne Park; to G.W. Rly., Bishop's Road; to Metropolitan Rly., Baker St. and King's Cross. NOTE.-The line from High Wycombe can utilise Routes 2 and 3 above, and also all routes open to trains from the Great Western Rly. |