The provision of cemeteries for London is in the hands of the metropolitan borough councils and of private companies. Many of those provided by the borough councils and most of those under private management are situated outside the county. Amongst the latter may be mentioned Kensal Green Ceme tery, in which several royal personages have been buried. It was opened in 1832, occupies about 70 acres of ground, and is tastefully` planted and laid out. Kensal Green Roman Catholic Cemetery occupies 30 acres. The City of London Cemetery is at Ilford, in Essex.
The London population commands two systems of locomotion, namely, internal and external. The former has refer ence to the purely London requirements, and is by means of omnibuses, tramways, steamboats and railways; the latter has reference to the connection of London with the rest of the kingdom and the Continent, and are by canals, railways and the Thames. The internal traffic of London has become almost overwhelming. There are 626 railway stations in Greater Lon don and 669 route miles of railways. In 1913 there were 1,933 horse-drawn cabs, 6,308 elec tric tramcars and motor omnibuses and only 182 horse omnibuses and tramcars and 8,376 motor albs. There were also available the Metropolitan, the Metropolitan District and the electric railway systems on other lines.
These are extending in all directions. The great English railways long ago reached the limit of their ability to cope with suburban traffic in and out of London. The old under ground railway was designed to he complete in an inner and outer circle, but the outer circle was found to be insufficient before it was built, while the inner circle does not even touch what might be called suburbs. Yet so long as it was without competition the two companies owning this system drew great dividends and ignored the demands of their dependent patrons for better service. Not until competition arose in the shape of the Central London Electric Tube Railway did the directors of the District and Metropolitan lines bestir themselves. Ameri can enterprise in acquiring control of the Dis trict Underground brought a flood of under ground railway schemes forward, and Parlia mentary committees were kept busy deciding between rival schemes. They have been care ful to reserve all manner of rights to the gov ernment, refusing, for instance, to grant any route unless the proposed company agreed to provide and maintain a subway for pipes and wires along' its lines. This is an effort to un ravel the tangle of such things which the least upturning of the streets shows. These lines are also refused Complete independence of each other, and are compelled to arrange transfers and joint time tables.
There are 157 miles of tramways in Lon don, almost entirely under the county council, and Greater London has 353 miles. For 1913-14
the county council tramways carried 522,952,640 passengers, and the receipts were f2,202,489. Some Idea of the immensity of the traffic may be obtained from the Greater London passen ger statistics for 1913: Tramways, 811,397,317; omnibuses, 733,931,201; local railways, 462, 019,537; trunk railways from a 30-mile radius, 250,000,000. The continuous battle between road and rail for public support, and the en croachments of the latter on the former, may be illustrated by stating that whereas in 1909 60 per cent of journeys were by road and 40 by rail in 1913 the figures were 68 by road and 32 by rail. Motor power for passenger traffic has developed with enormous rapidity in London: in 1914 the fast horsed vehicles had dwindled down to 4 per cent of the fast vehicles on the street, and that within a period of 12 years. In 1911 they formed 13 per cent. This development as regards goods traffic has been comparatively slow: 85 per cent horse drawn vehicles compared with 94 per cent in 1911. The faster moving motor power has assisted materially in the migration of the pop ulation from the inner to the outer ring; but the liability to accidents is greater, the number of fatal street accidents having increased from 451 in 1911 to 658 in 1914. Previous to 1905 the Thames had almost been allowed to drop out of existence as a local traveler's route. In that year the county council inaugurated a steamboat service between Hammersmith and Greenwich, with calls at 25 intermediate points; but the venture did not prove a success, and the especially built fleet of 30 steamboats was sold.
The principal railway stations are: The Great Eastern, Liverpool street, Fenchurch street; the London, Tilbury, and Southend. Fenchurch street ; the London and North West ern, Euston; North London, Broad street; Great Western, Paddington; the Great North ern, King's Cross; Midland, Saint Pancras; Great Central, Marylebone; South Eastern, London Bridge, where there is a congeries of stations, Charing Cross and Cannon street; London, Chatham and Dover, Ludgate Hill and Victoria; the London, Brighton and South Coast Railway, Victoria and London Bridge; the South Western, Waterloo. Many of these stations communicate by the Metropolitan and District railways, distinct systems, but both popularly known as the *underground," afford ing means of internal communication within the city. Many of the termini are elaborate piles of costly architecture, and have associated with them large and handsome hotels. The Thames affords communication by steam ves sels with the most important points on the British and Continental coasts, as well as with all parts of the world.