The Royal Commission on Cross-river Traffic in London held its inaugural public session at the House of Lords, addressing the growing challenges related to traffic flow across the River Thames. The commission heard testimony from London County Council (L.C.C.) officials and experts, who highlighted significant demographic shifts and their impact on city transport infrastructure.

Officials reported a notably faster population growth on the south side of the Thames compared to the north. Frank Hunt, valuer for the L.C.C., explained that while the principal business and entertainment districts remain concentrated on the north bank, an increasing number of Londoners are establishing residences on the south side. This demographic trend has driven a steady and sustained rise in cross-river traffic, a pattern unlikely to diminish. Hunt noted that the availability of motor buses and electric trams with affordable fares has encouraged suburban residents, particularly women, to make regular trips into central London, transforming commuting into a routine social habit rather than a temporary post-war phenomenon.

Hunt also emphasized the predominant modes of crossing the river. He reported that nearly 45 percent of daytime traffic over London’s bridges consists of regular, everyday travel, often referred to as “bread and butter” traffic. The volume of cycles and motor-cycles crossing the bridges is substantial, and while motor cars are increasing in number, Hunt did not foresee private automobiles becoming the primary mode for commuting as seen in the United States, apart from a limited number of motor-cycles. Instead, any growth in motor vehicle use is anticipated to partly replace season-ticket rail passengers.

Addressing infrastructure, Sir Percy Simmons, chairman of the L.C.C.’s Improvements Committee, ruled out the construction of a new bridge at Charing Cross within the next 15 years as part of any near-term traffic solution. Regarding the Waterloo Bridge, which is operating at roughly 66 percent of capacity, Simmons and other officials underscored concerns about its future reconstruction. While acknowledging the challenge of matching the aesthetic value of the existing structure, they recognized that current bridge designs would need to balance functionality with architectural merit.

From an engineering standpoint, G.W. Humphreys, chief engineer to the L.C.C., reported progress on plans for a new Lambeth Bridge, with initial contracts for modifications to the Lambeth Embankment expected soon. These improvements aim to create a new traffic artery linking to Victoria Station. Humphreys also disclosed that numerous designs—up to 15 proposals—for a Charing Cross bridge have been developed, including options for a double-deck structure, although none have been finalized.

The commission’s discussions highlighted ongoing shifts in urban living and transport patterns, underscoring the need for strategic planning to accommodate increasing cross-river traffic. The preference for rail travel over private vehicles among commuters and the transfer of goods from rail to lorries were additional factors shaping future transport policies. Southwark Bridge’s limited utility, due to its position off main thoroughfares, also restricts its role in alleviating traffic congestion.

Overall, the proceedings painted a complex picture of London’s transport future, requiring a blend of regulatory management, infrastructure innovation, and adaptation to evolving social habits to address the pressures faced by the city’s bridges and roadways.