power, invested in some central authority, the chaotic expansion of London will go on to the enrichment of the few and the abiding injury of the many. One of the greatest difficulties in this expansion of the area is the means of locomotion. It is at present in the power of a railway company, which is after all only a private trading concern, to create or ruin the prosperity of a suburb by the kind of provision which it makes for it necessities. A good, rapid, cheap, and frequent service of trains is a matter of the utmost importance to a suburb. But here again, our method of expansion is left to chance and haphazard. The speculative builder does not trouble himself about a train-service; he knows by experience that he can attract a population to any given locality, and he leaves the new residents to discover the inconveniences of the locality for themselves. It might be supposed that the railway company, in its own interest, would be quick to profit by the new population on its line of route; sometimes it does so, but in many instances it does not. One would suppose by the grudging way in which extra trains are put on to meet the needs of an increased population, that the railway company was a beneficent association, granting favours, instead of a trading concern in search of new business. The only real remedy for this kind of evil is that all the means of locomotion within a twenty-five miles radius of Charing Cross should be in the hands of one central authority. If a County Council is capable of superintending a tramway system, it should also be capable of superintending the suburban railway system for the public good. And if it be thought much too vast an undertaking for the County Council to become the proprietor of all the suburban lines, it should at least be in the power of the Council to exercise effective control over their working, and to compel the companies to make adequate provision for the outlying populations.