Of the London Sewerage and Scavengery.
The subject I have now to treat—principally as regards street-labour, but generally in its sanitary, social, and economical bearings—may really be termed vast. It is of the cleansing of a capital city, with its thousands of miles of streets and roads on the surface, and its thousands of miles of sewers and drains under the surface of the earth. And first let me deal with the subject in a historical point of view.
Public scavengery or street-cleansing, from the earliest periods of our history, since municipal authority regulated the internal economy of our cities, has been an object of some attention. In the records of all our civic corporations may be found bye-laws, or some equivalent measure, to enforce the cleansing of the streets. But these regulations were little enforced. It was ordered that the streets should be swept, but often enough men were not employed by the authorities to sweep them; until after the great fire of London, and in many parts for years after that, the tradesman’s apprentice swept the dirt from the front of his master’s house, and left it in the street, to be removed at the leisure of the scavenger. This was in the streets most famous for the wealth and commercial energy of the inhabitants. The streets inhabited by the poor, until about the beginning of the present century, were rarely swept at all. The unevenness of the pavement, the accumulation of wet and mud in rainy weather, the want of foot-paths, and sometimes even of grates and kennels, made Cowper, in one of his letters, describe a perambulation of some of these streets as “going by water.”
Even this state of things was, however, an improvement. In the accounts of the London street-broils and fights, from the reign of Henry III., more especially during the war of the Roses, down to the civil war which terminated in the beheading of Charles I., mention is more or less made of the combatants having availed themselves of the shelter of the rubbish in the streets. These mounds of rubbish were then kinds of street-barricades, opposing the progress of passengers, like the piles of overturned omnibuses and other vehicles of the modern French street-combatants. There is no doubt that in the older times these mounds were composed, first, of the earth dug out for the foundation of some building, or the sinking of some well, or (later on) the formation of some drain; for these works were often long in hand, not only from the interruptions of civil strife and from want of funds, but from indifference, owing to the long delay in their completion, and were often altogether abandoned. After dusk the streets of the capital of England could not be traversed without lanterns or torches. This was the case until the last 40 or 50 years in nearly all the smaller towns of England, but there the darkness was the principal obstacle; in the inferior parts of “Old London,” however, there were the additional inconveniences of broken limbs and robbery.
It would be easy to adduce instances from the olden writers in proof of all the above statements, but it seems idle to cite proofs of what is known to all.
The care of the streets, however, as regards the removal of the dirt, or, as the weather might be, the dust and mud, seems never to have been much of a national consideration. It was left to the corporations and the parishes. Each of these had its own especial arrangements for the collection and removal of dirt in its own streets; and as each parochial or municipal system generally differed in some respect or other, taken as a whole, there was no one general mode or system adopted. To all this the street-management of our own days, in the respect of scavengery, and, as I shall show, of sewerage, presents a decided improvement. This improvement in street-management is not attributable to any public agitation—to any public, and, far less, national manifestation of feeling. It was debated sometimes in courts of Common Council, in ward and parochial meetings, but the public generally seem to have taken no express interest in the matter. The improvement seems to have established itself gradually from the improved tastes and habits of the people.
Although generally left to the local powers, the subject of street-cleansing and management, however, has not been entirely overlooked by Parliament. Among parliamentary enactments is the measure best known as “Michael Angelo Taylor’s Act,” passed early in the present century, which requires all householders every morning to remove from the front of their premises any snow which may have fallen during the night, &c., &c.; the late Police Acts also embrace subordinately the subject of street-management.
On the other hand the sewers have long been the object of national care. “The daily great damages and losses which have happened in many and divers parts of this realm” (I give the spirit of the preamble of several Acts of Parliament), “as well by the reason of the outrageous flowings, surges, and course of the river in and upon the marsh grounds and other low places, heretofore through public wisdom won and made profitable for the great commonwealth of this realm, as also by occasion of land waters and other outrageous springs in and upon meadows, pastures, and other low grounds adjoining to rivers, floods, and other water-courses,” caused parliamentary attention to be given to the subject.
Until towards the latter part of the last century, however, the streets even of the better order were often flooded during heavy and continuous rains, owing to the sewers and drains having been choked, so that the sewage forced its way through the gratings into the streets and yards, flooding all the underground apartments and often the ground floors of the houses, as well as the public thoroughfares with filth.
It is not many months since the neighbourhood of so modern a locality as Waterloo-bridge was flooded in this manner, and boats were used in the Belvidere and York-roads. On the 1st of August, 1846, after a tremendous storm of thunder, hail, and rain, miles of the capital were literally under water; hundreds of publicans’ beer-cellars contained far more water than beer, and the damage done was enormous. These facts show that though much has been accomplished towards the efficient sewerage of the metropolis, much remains to be accomplished still.
The first statute on the subject of the public sewerage was as early as the 9th year of the reign of Henry III. There were enactments, also, in most of the succeeding reigns, but they were all partial and conflicting, and related more to local desiderata than to any system of sewerage for the public benefit, until the reign of Henry VIII., when the “Bill of Sewers” was passed (in 1531). This act provided for a more general system of sewerage in the cities and towns of the kingdom, requiring the main channels to be of certain depths and dimensions, according to the localities, situation, &c. In many parts of the country the sewerage is still carried on according to the provisions in the act of Henry VIII., but those provisions were modified, altered, or “explained,” by many subsequent statutes.
Any uniformity which might have arisen from the observance of the same principles of sewerage was effectually checked by the measures adopted in London, more especially during the last 100 years. As the metropolis increased new sewerage became necessary, and new local bodies were formed for its management. These were known as the Commissions of Sewers, and the members of those bodies acted independently one of another, under the authority of their own Acts of Parliament, each having its own board, engineers, clerks, officers, and workmen. Each commission was confined to its own district, and did what was accounted best for its own district with little regard to any general plan of sewerage, so that London was, and in a great measure is, sewered upon different principles, as to the size of the sewers and drains, the rates of inclination, &c. &c. In 1847 there were eight of these districts and bodies: the City of London, the Tower Hamlets, Saint Katherine’s, Poplar and Blackwall, Holborn and Finsbury, Westminster and part of Middlesex, Surrey and Kent, and Greenwich. In 1848 these several bodies were concentrated by act of parliament, and entitled the “Metropolitan Commission of Sewers;” but the City of London, as appears to be the case with every parliamentary measure affecting the metropolis, presents an exception, as it retains a separate jurisdiction, and is not under the control of the general commissioners, to whom parliament has given authority over such matters.
The management of the metropolitan scavengery and sewerage, therefore, differs in this respect. The scavengery is committed to the care of the several parishes, each making its own contract; the sewerage is consigned by Parliament to a body of commissioners. In both instances, however, the expenses are paid out of local rates.
I shall now proceed to treat of each of these subjects separately, beginning with the cleansing of the streets.
Of the Streets of London.
There are now three modes of pavement in the streets of the metropolis.
1. The stone pavement (commonly composed of Aberdeen granite).
2. The macadamized pavement, or rather road.
3. The wood pavement.
The stone pavement has generally, in the several towns of England, been composed of whatever material the quarries or rocks of the neighbourhood supplied, limestone being often thus used. In some places, where there were no quarries available, the stones of a river or rivulet-side were used, but these were rounded and slippery, and often formed but a rugged pathway. For London pavement, the neighbourhood not being rich in stone quarries, granite has usually been brought by water from Scotland, and a small quantity from Guernsey for the pavement of the streets. The stone pavement is made by the placing of the granite stones, hewn and shaped ready for the purpose, side by side, with a foundation of concrete. The concrete now used for the London street-pavement is Thames ballast, composed of shingles, or small stones, and mixed with lime, &c.
Macadamization was not introduced into the streets of London until about 25 years ago. Before that, it had been carried to what was accounted a great degree of perfection on many of the principal mail and coach roads. Some 50 miles on the Great North Road, or that between London and Carlisle, were often pointed out as an admirable specimen of road-making on Mac Adam’s principles. This road was well known in the old coaching days as Leming-lane, running from Boroughbridge to Greta Bridge, in Yorkshire.
The first thoroughfare in London which was macadamized, a word adapted from the name of Sir W. Mac Adam, the originator or great improver of the system, was St. James’s-square; after that, some of the smaller streets in the aristocratic parishes of St. James and St. George were thus paved, and then, but not without great opposition, Piccadilly. The opposition to the macadamizing of the latter thoroughfare assumed many forms. Independently of the conflicting statements as to extravagance and economy, it was urged by the opponents, that the dust and dirt of the new style of paving would cause the street to be deserted by the aristocracy—that the noiselessness of the traffic would cause the deaths of the deaf and infirm—that the aristocracy promoted this new-fangled street-making, that they might the better “sleep o’ nights,” regardless of all else. One writer especially regretted that the Duke of Queensberry, popularly known as “Old Q.,” who resided at the western end of Piccadilly, had not lived to enjoy, undisturbed by vulgar noises, his bed of down, until it was his hour to rise and take his bath of perfumed milk! In short, there was all the fuss and absurdity which so often characterise local contests.
The macadamized street is made by a layer of stones, broken small and regular in size, and spread evenly over the road, so that the pressure and friction of the traffic will knead, grind, crush, and knit them into one compact surface. Until road-making became better understood, or until the early part of the present century, the roads even in the suburbs immediately connected with London, such as Islington, Kingsland, Stoke Newington, and Hackney, were “repaired when they wanted it.” If there were a “rut,” or a hole, it was filled up or covered over with stones, and as the drivers usually avoided such parts, for the sake of their horses’ feet, another rut was speedily formed alongside of the original one. Under the old system, road-mending was patch-work; defects were sought to be remedied, but there was little or no knowledge of constructing or of reconstructing the surface as a whole.
The wood pavement came last, and was not established, even partially, until eleven or twelve years ago. One of the earliest places so paved was the Old Bailey, in order that the noise of the street-traffic might be deadened in the Criminal Courts. The same plan was adopted alongside some of the churches, and other public buildings, where external quietude, or, at any rate, diminished noise, was desired. At the first, there were great complaints made, and frequent expostulations addressed to the editors of the newspapers, as to the slipperiness of the wooden ways. The wood pavement is formed of blocks of wood, generally deal, fitted to one another by grooves, by joints, or by shape, for close adjustment. They are placed on the road over a body of concrete, in the same way as granite.
“In constructing roads, or rather streets, through towns or cities, where the amount of traffic is considerable, it will be found desirable,” says Mr. Law, in his ‘Treatise on the Constructing and Repairing of Roads,’ “to pave their surface. The advantages belonging to pavements in such situations over macadamized roads are considerable; where the latter are exposed to an incessant and heavy traffic, their surface becomes rapidly worn, rendering constant repairs requisite, which are not only attended with very heavy expense, but also render the road very unpleasant for being travelled upon while being done; they also require much more attention in the way of scraping or sweeping, and in raking in ruts. And some difficulty would be experienced in towns to find places in which the materials, which would be constantly wanted for repairing the road, could be deposited. In dry weather the macadamized road would always be dusty, and in wet weather it would be covered with mud. The only advantage which such a road really possesses over a pavement is the less noise produced by carriages in passing over it; but this advantage is very small when the pavement is properly laid.”
Concerning wood pavements the same gentleman says, “Of late years wood has been introduced as a material for paving streets, and has been rather extensively employed both in Russia and America. It has been tried in various parts of London, and generally with small success, the cause of its failure being identical with the cause of the enormous sums being spent annually in the repairs of the streets generally, namely, the want of a proper foundation; a want which was sooner felt with wood than with granite, in consequence of the less weight and inertia of the wood. The comfort resulting from the use of wooden pavement, both to those who travelled, and those who lived in the streets, from the diminished jolting and noise, was so great, that it is just matter of surprise that so little care was taken in forming that which a very little consideration would have shown to be indispensable to its success, namely, a good foundation. Slipperiness of its surface, in particular states of the weather, was also found to be a disadvantage belonging to wooden pavement; but means might be devised which would render its surface at all times safe, and afford a secure footing for horses. As regards durability, it has scarcely been used for a sufficient period to allow a comparison being made with other materials, but from the result of some observations communicated by Mr. Hope to the Scottish Society of Arts, it appears that wooden blocks when placed with the end of the grain exposed, wear less than granite. At first sight, this result might appear questionable, but it is a well-ascertained fact that, where wood and iron move in contact in machinery, the iron generally wears more rapidly than the wood, the reason appearing to be, that the surface of the wood soon becomes covered with particles of dust and grit, which become partially embedded in it, and, while they serve to protect the wood, convert its surface into a species of file, which rapidly wears away whatever it rubs against.”
Such then are the different modes of constructing the London roads or streets. I shall now endeavour to show the relative length, and relative cost of the streets thus severally prepared for the commercial, professional, and pleasurable transit of the metropolis.
The comparative extent of the macadamized, of the stone, and of the wood pavement of the streets of the metropolis has not as yet been ascertained, for no general account has appeared condensing the reports, returns, accounts, &c., of the several specific bodies of management into one grand total.
It is, however, possible to arrive at an approximation as to the comparative extent I have spoken of; and in this attempt at approximation, in the absence of all means of a definite statistical computation, I have had the assistance of an experienced and practical surveyor, familiar with the subject.
Macadamization prevails beyond the following boundaries:—
North of the New-road and of its extension, as the City-road, and westward of the New-road’s junction with Lisson-grove.
Westward of Park-lane and of the West-end parks.
Eastward of Brick-lane (Spitalfields) and of the Whitechapel High-street.
Southward (on the Surrey side) from the New-cut and Long-lane, Bermondsey, and both in the eastern and western direction of Southwark, Lambeth, and the other southern parishes.
Stone pavement, on the other hand, prevails in the district which may be said to be within this boundary, bearing down upon the Thames in all directions.
It is, doubtlessly, the fact that in both the districts thus indicated exceptions to the general rule may prevail—that in one, for instance, there may be some miles of macadamized way, and in the other some miles of granite pavements; but such exceptions, I am told by a Commissioner of Paving, may fairly be dismissed as balancing each other.
The wooden pavement, I am informed on the same authority, does not now comprise five miles of the London thoroughfares; little notice, therefore, need be taken of it.
The miles of streets in the City in which stone only affords the street medium of locomotion are 50. The stone pavement in the localities outside of this area are six times, or approaching to seven times, the extent of that in the City. I have no actual admeasurement to demonstrate this point, for none exists, and no private individual can offer to measure hundreds of miles of streets in order to ascertain the composition of their surface. But the calculation has been made for me by a gentleman thoroughly conversant with the subject, and well acquainted with the general relative proportion of the defined districts, parishes, and boroughs of the metropolis.
We have thus the following result, as regards the inner police district, or Metropolis Proper:—
| Miles. | |
| Granite paved streets | 400 |
| Macadamized ditto (or roads) | 1350 |
| Wood ditto | 5 |
| Total | 1755 |
This may appear a disproportionate estimate, but when it is remembered that the inner police district of the metropolis extends as far as Hampstead, Tooting, Brentford, and Greenwich, it will be readily perceived that the relative proportions of the macadamized and paved roads are much about the same as is here stated.
As to the cost of these several roads, I will, before entering upon that part of the subject, state the prices of the different materials used in their manufacture.
Aberdeen granite is now 1l. 5s. per ton, delivered, and prepared for paving, or, as it is often called, “pitching.” A ton of “seven inch” granite, that is, granite sunk seven inches in the ground, will cover from two and three-quarters to three square yards, superficial measure, or nine feet per yard. The cost, labour included, is, therefore, from 9s. to 12s. the square yard. This appears very costly; but in some of the more quiet streets, such as those in the immediate neighbourhood of Golden and Fitzroy-squares, a good granite pavement will endure for 20 years, requiring little repair. In other streets, such as Cheapside, for instance, it lasts from three to four years, without repavement being necessary, supposing the best construction has been originally adopted.
For macadamized streets, where there is a traffic like that of Tottenham Court-road, three layers of small broken granite a year are necessary; the cost of this repavement being about 2s. 6d. a yard superficial measure. The repairs and relayings on macadamized roads of regular traffic range from 4s. to 6s. 6d. yearly, the square yard.
The wood pavement, which endures, with a trifling outlay for repairs, for about three years, costs, on an average, 11s. the square yard.
The concrete used as a foundation in this street-construction costs 4s. 6d. a cube yard, or 27 feet, by which admeasurement it is always calculated. A cube yard of Thames ballast weighs about 1¼ ton.
The average cost of street-building, new, taking an average breadth, or about ten yards, from footpath to footpath, is then—
| Per Mile. | |||
|---|---|---|---|
| £. | s. | d. | |
| Granite built | 96 | 0 | 0 |
| Macadamized | 44 | 0 | 0 |
| Wood | 88 | 0 | 0 |
Or, as a total,
| 400 miles of granite paved streets at £96 per mile | 38,400 | 0 | 0 |
| 1350 macadamized ditto, at £44 per mile | 59,400 | 0 | 0 |
| 5 wood ditto, at £88 per mile | 440 | 0 | 0 |
| 98,240 | 0 | 0 |
This, then (about £100,000), is the original cost of the roads of the metropolis.
The cost of repairs, &c., annually, is shown by the amount of the paving rate, which may be taken as an average.
| £ | s. | d. | |
| 400 miles of granite, at 20s. per mile | 400 | 0 | 0 |
| 1350 macadamized ditto, at £13 4s. per mile | 17,820 | 0 | 0 |
| 5 wood[13] ditto, at 20s. per mile | 5 | 0 | 0 |
| Total | 18,225 | 0 | 0 |
According to a “General Survey of the Metropolitan Highways,” by Mr. Thomas Hughes, the principal roads leading out of London are:—
1. The Cambridge Road, from Shoreditch through Kingsland.
2. The Epping and Chelmsford Roads, from Whitechapel, through Bow and Stratford.
3. The Barking Road, along the Commercial Road past Limehouse.
4. The Dover Road, from the Elephant and Castle, across Blackheath.
5. The Brighton Roads, (a) through Croydon, (b) through Sutton.
6. The Guildford Road, along the Westminster Road through Battersea and Wandsworth.
7. The Staines, or Great Western Road, from Knightsbridge through Brentford.
8. The Amersham and Aylesbury Road, along the Harrow Road, and through Harrow-on-the-Hill.
9. The St. Alban’s Road, along the Edgeware Road through Elstree.
10. The Oxford Road, from Bayswater through Ealing.
| 11. The Great Holyhead Road. | From Islington, by and through Barnet. |
| 12. The Great North Road. |
As to the amount of resistance to traction offered by different kinds of pavement, or the same pavement under different circumstances, the following are the general results of the experiments made by M. Morin, at the expense of the French Government:—
1st. The traction is directly proportional to the load, and inversely proportional to the diameter of the wheel.
2nd. Upon a paved, or hard macadamized road, the resistance is independent of the width of the tire, when it exceeds from three to four inches.
3rd. At a walking pace the traction is the same, under the same circumstances, for carriages with springs and without them.
4th. Upon hard macadamized, and upon paved roads, the traction increases with the velocity: the increments of traction being directly proportional to the increments of velocity above the velocity 3·28 feet per second, or about 2¼ miles per hour. The equal increment of traction thus due to each equal increment of velocity is less as the road is more smooth, and the carriage less rigid or better hung.
5th. Upon soft roads of earth, or sand, or turf, or roads fresh and thickly gravelled, the traction is independent of the velocity.
6th. Upon a well-made and compact pavement of hewn stones, the traction at a walking pace is not more than three-fourths of that upon the best macadamized roads under similar circumstances; at a trotting pace it is equal to it.
7th. The destruction of the road is in all cases greater, as the diameters of the wheels are less, and it is greater in carriages without than with springs.
In Sir H. Parnell’s book on roads, p. 73, we are told that Sir John Macneill, by means of an instrument invented by himself for measuring the tractive force required on different kinds of road, obtained the following general results as to the power requisite to move a ton weight under ordinary circumstances, at a very low velocity.
| Description of Road. | Force, in pounds, required to move a ton. |
|---|---|
| On a well-made pavement | 33 |
| On a road made with six inches of broken stone of great hardness, laid either on a foundation of large stones, set in the form of a pavement, or upon a bottoming of concrete | 46 |
| On an old flint road, or a road made with a thick coating of broken stone, laid on earth | 65 |
| On a road made with a thick coating of gravel, laid on earth | 147 |
In the same work the relative degrees of resistance to traction on the several kinds of roads are thus expressed:—
| On a timber surface | 2 |
| On a paved road | 2 |
| On a well-made broken stone road, in a dry clean state | 5 |
| On a well-made broken stone road, covered with dust | 8 |
| On a well-made broken stone road, wet and muddy | 10 |
| On a gravel or flint road, in a dry clean state | 13 |
| On a gravel or flint road, in a wet muddy state | 32 |