northern and southern tramway services, involved the removal of the Charing Cross terminus of the South Eastern and Chatham railway to the south side of the river, and the construction of a new bridge in place of the railway bridge. The mere control of existing traffic, local street improvements and provision of new means of communication between casual points, were felt to miss the root of the problem, and in 1903 a Royal Commission was appointed to consider the whole question of locomotion and transport in London, expert evidence being taken from engineers, representatives of the various railway and other companies, of the County Council, borough councils and police, and others. The commission reported in 1905.[1]Traffic commission 1903. With regard to street improvements the most important recommendation was that of the construction of two main avenues 140 ft. wide, one running west and east, from Bayswater Road to Whitechapel, and passing through the city in the neighbourhood of London Wall, and another from Holloway to the Elephant and Castle, to cross the Thames by a new bridge above Blackfriars. Four lines of surface tramways and four railway lines in shallow tunnels were proposed along these avenues. Many widenings and other improvements of existing thoroughfares, and extensions of tramways were proposed, and detailed recommendations were made as regards urban and suburban railways, and the rehousing of the working population on the outskirts of London. Finally, the commission made the important recommendation that a traffic board should be established for London, to exercise a general supervision of traffic, and to act as a tribunal to which all schemes of railway and tramway construction should be referred.
Thames Steamers.—A local passenger steamboat service on the Thames suffers from the disadvantage that the river does not provide the shortest route between points at any great distance apart, and that the main thoroughfares between east and west do not touch its banks, so that passengers along those thoroughfares are not tempted to use it as a channel of communication. High pier dues, moreover, contributed to the decline of the traffic, and attempts to overcome the disinclination of passengers to use the river (at any rate in winter) show a record of failure. The London, Westminster and Vauxhall Steamboat Company established in 1840 a service of seven steamboats between London Bridge and Vauxhall. This company was bought up by the Citizen and Iron Steamboat Companies in 1865. The City Steamboat Company, established in 1848, began with eight boats, and by 1865 had increased their fleet to seventeen, running from London Bridge to Chelsea. This company was taken over by the London Steamboat Company in 1875. The sinking of the “Princess Alice” in 1878 was a serious blow to the London Steamboat Company, which collapsed, and was succeeded by the River Thames Steamboat Navigation Company, which went into liquidation in 1887. The fleet was bought by a syndicate and sold to the Victoria Steamboat Association. The Thames Steamboat Company then took up the service, but early in 1902 announced that it would be discontinued, although in 1904 it was temporarily resumed. Meanwhile, however, in 1902 the London County Council had promoted a bill in Parliament to enable them to run a service of boats on the Thames. The bill was thrown out on this occasion, but was revived and passed in 1904, and on the 17th of June 1905 the service was put into operation. The boats, however, were worked at a loss, and the service was discontinued in 1909.
Foreign Communications.—A large pleasure traffic is maintained by the steamers of the New Palace Company and others in summer between London Bridge and Southend, Clacton and Harwich, Ramsgate, Margate and other resorts of the Kent coast, and Calais and Boulogne. Passenger steamers sail from the port of London to the principal ports of the British Isles and northern Europe, and to all parts of the world, but the most favoured passenger services to and from Europe and North America pass through other ports, to which the railways provide special services of trains from London. The principal travelling agency in London is that of Messrs Cook, whose head office is at Ludgate Circus. A number of sub-offices of large steamship lines are congregated in Cockspur Street, Trafalgar Square, and several of the principal railway companies have local offices throughout the centre of the metropolis for the issue of tickets and the collection and forwarding of luggage and parcels.
Post Office.—The General Post Office lies in the centre of the City on either side of the street called St Martin’s le Grand. The oldest portion of the buildings, Ionic in style, was designed by Sir Robert Smirke and erected in 1829. Here are the central offices of the letter, newspaper and telegraph departments, with the office of the Postmaster General; but the headquarters of the parcels department are at Mount Pleasant, Clerkenwell; those of the Post Office Savings Bank at Blythe Road, West Kensington, and those of the Money Order department in Queen Victoria Street. The postal area is divided into eight districts, commonly designated by initials (which it is customary to employ in writing addresses)—East Central (E.C., the City, north to Pentonville and City Roads, west to Gray’s Inn Road and the Law Courts); West Central (W.C., from Euston Road to the Thames, and west to Tottenham Court Road); West (W., from Piccadilly and Hyde Park north to Marylebone and Edgware Roads; the greater part of Paddington and Kensington, north part of Fulham and Hammersmith); South-west (S.W., City of Westminster south of Piccadilly, Chelsea, South Kensington, the greater part of Fulham, and London south of the Thames and west of Vauxhall Bridge); South-east (S.E., remainder of London south of the Thames); East (E., east of the City and Kingsland Road); North (N., west of Kingsland Road; Islington); North-west (N.W., greater part of St Pancras and St Marylebone, and Hampstead). The postal area excludes part of Woolwich within the county; but includes considerable areas outside the county in other directions, as West Ham, Leyton, &c., on the east; Woodford, Chingford, &c., on the north-east; Wood Green, Southgate and Finchley on the north; Hendon and Willesden on the north-west; Acton and Ealing, Barnes and Wimbledon on the west; and Penge and Beckenham on the south, wholly or in part. There are ten district head offices and about a thousand local offices in the metropolitan district.
Telephones.—The National Telephone Company, working under licence expiring on the 31st of December 1911, had until 1901 practically a monopoly of telephonic communication within London, though the Post Office owned all the trunk lines connecting the various telephone areas of the company. The company’s management did not give satisfaction, and the use of the telephone was consequently restricted in the metropolis, when in 1898 a Select Committee on Telephones reported that “general immediate and effective” competition by either the government or local authority was necessary to ensure efficient working. The Post Office thereupon instituted a separate system of exchanges and lines, intercommunication between the two systems being arranged. Charges were reduced and efficiency benefited by this movement. The area covered by the local as distinct from the trunk service is about 630 sq. m. extending to Romford, Enfield, Harrow, &c., north of the Thames, and to Dartford Reigate, Epsom, &c., south of it. Public call offices are provided in numerous shops, railway stations and other public places, and at many post offices. The District Messengers Company affords facilities through local offices for the use of special messengers.
IV. Population, Public Health, &c.
The population of Greater London by the census of 1901 was 6,581,402.
The following table gives comparisons between the figures of certain census returns for Greater London and its chief component parts, namely, the City, the county and the outer ring (i.e. Greater London outside the county). All the figures before those of 1901 are adjusted to these areas.
| Year. | City. | County. | Outer Ring. | Greater London. |
| 1801 | 128,129 | 831,181 | 155,334 | 1,114,644 |
| 1841 | 123,563 | 1,825,714 | 286,067 | 2,235,344 |
| 1881 | 50,569 | 3,779,728 | 936,364 | 4,766,661 |
| 1901 | 26,923 | 4,509,618 | 2,044,864 | 6,581,402 |
The reason for the decrease in the resident City population is to be found in the rapid extension of business premises, while the widening ramifications of the outer residential areas are illustrated by the increase in the later years of the population of the Outer Ring. The growth and population of London previous to the 19th century is considered under History, ad. fin.
The foreign-born population of London was 60,252 in 1881, and 135,377 in 1901. During 1901, 27,070 aliens (excluding sailors) arrived at the port, and in 1902, 33,060. Of these last Russians and Poles numbered 21,013; Germans, 3386; Aliens. Austrians and Hungarians, 2197; Dutch, 1902; Norwegians, Swedes and Danes, 1341; and Rumanians, 1016. Other nationalities numbered below one thousand each. The foreign-born population shows a large increase in percentage to the whole, being 1.57 in 1881 and 2.98 in 1901. Residents of Irish birth have decreased since 1851; those of Scottish birth have increased steadily, and roughly as the population. German residents are found mainly in the western and west central districts; French mainly in the City of Westminster (especially the district of Soho), St Pancras and St Marylebone; Italians in Holborn (Saffron Hill), Soho and Finsbury; and Russians and Poles in Stepney and Bethnal Green.
Vital Statistics.—The following table shows the average birth rate and death-rate per thousand at stated periods.
| Years. | Births. | Deaths. |
| 1861–1880* | 35.4 | 23.4 |
| 1891–1900* | 30.3 | 19.2 |
| 1901–1904* | 28.5 | 16.5 |
| 1905 | 27.1 | 15.6 |
* Average.
A comparison of the death-rate of London and those of other great towns in England and abroad is given here:—
- ↑ The report appeared in eight volumes, the first of which, containing the general conclusions to which allusion is here made, bore the number, as a blue-book. Cd. 2597.
