Besides this, there is again talk of a new bridge at Westminster, to be built a little lower down the stream than the present unsightly structure, by which means a better view than at present will be obtained of the nine-acre legislatorial palace. We shall perhaps learn something definite on this pontine business when Sir John Burgoyne's report comes out. Meantime a 'lion' is not lacking; for sight-seers go to look at Mr Hope's new mansion at the corner of Dawn Street, Piccadilly. It is a magnificent building, in the Renaissance style, and makes one long to see whole streets of such architectural innovations on the dreary uniformity of West-end thoroughfares. With slight exceptions, the whole of the works have been executed by foreign workmen. Some silver-plate for the dining-rooms was 'on view' at the last exhibition by the Society of Arts, and was greatly admired by those who love revivals of ancient art.
Of course you have heard of the dismissal of the first Sewers' Commission, and the appointment of a new one, with Lord Ebrington as chairman? we must hope not without an intention of real work. The call for competing drainage-plans was answered by not less than 148 projects being sent in, among which no single one is found efficient; the schemes, in fact, comprise all sorts of possibilities and impossibilities. A good many are mere modifications or reproductions of the plan proposed by Mr J. Martin many years ago, which included a continuous sewer on each side of the Thames from Vauxhall to Rotherhithe, to be surmounted by a terrace to serve as a public thoroughfare. Could this noble scheme be realised, Londoners would have what has long been a desideratum—a river promenade. Cleaning of streets and water-supply come in as part of the same subject: in some parishes bands of 'street orderlies,' as they are called, have been set to work. They wear a broad-brimmed, black-glazed hat, and a blue blouse, and in appearance remind one of the 'cantonniers' who work on the roads in France. The orderlies are provided with a broom and shovel, and remove all litter as fast as it accumulates. So well do they do their work, that crossing-sweepers are not needed in their districts. As regards water, it is a prime subject of discussion at present, and it is to be hoped that something will come of it. Several schemes are advocated: to bring water from the Thames at Henley, some thirty miles distant; to tap Bala Lake, and so introduce the pure element from North Wales; to bore Artesian wells. If Bala will give us all we want, in name of the Naiads let us have it! for those who are learned in subterrane matters declare the Artesian supply to be an impossibility, and we don't want to drink the out-poured refuse of Reading or Henley. At all events, the Duke of Wellington has authorised the sinking of an Artesian well within the precincts of the Tower, that the garrison may, for once in their lives, know the taste of good water. It will be a proud day for Cockneydom when it ceases to drink the superflux of sewers and cesspools!
Touching miscellaneous matters, there is the machine for making envelopes lately invented at Birmingham, where it was exhibited to several members of the British Association. It is constructed on the pneumatic principle, is beautifully simple and effective, and can be produced at a cost of L.25. You are to imagine the prepared sheets of which the envelopes are to be formed placed in a small chamber or receptacle, upon which a bellows-box descends, lifts off the upper sheet, transfers it to a mould, which gives the size, and pinches the corners; then, instead of metallic thumbs to rub down each angular flap, a blast of air enters and effects the purpose; away goes the envelop to be gummed, and drops finished into the receiver, at a rate, it is said, exceeding anything yet accomplished. Then there are Professor Schroeter's experiments on phosphorus, producing what he calls the 'allotropic condition.' In few words, when exposed to light and heat of different temperatures, phosphorus undergoes remarkable changes; no real chemical alteration takes place, yet there seems to be an entire conversion into other substances. One effect of the modifications is to render the manipulation of phosphorus harmless without destroying its properties; and the professor, more fortunate than scientific men generally, has received a liberal sum from a Birmingham manufacturer as the price of his discovery. And last, what think you of a mechanical leech, to supersede the little black snake which so often makes patients shudder? A scientific instrument with such a name has been invented by M. Alexander, a civil engineer in Paris. It has been tried in some of the hospitals, and according to the reports, is a more effectual leech than the natural one.
In a former 'gossip' I mentioned Dr Mantell and his iguanodon: he (the doctor, not the reptile) has a batch of new 'Wonders of Geology.' An arm-bone of a saurian, nearly five feet in length, the original possessor of which must have been as much larger than the iguanodon as the latter is than a modern crocodile: the monster is to be called the Colosso-saurus. In addition there is a 'consignment' of dinornis bones from New Zealand, still further exemplifying the gigantic scale of pre-Adamite creation. They will doubtless be brought before the public in some of the doctor's popular lectures.
The return of Sir James Ross and Sir John Richardson from the Arctic regions without any intelligence of Franklin and his adventurous band of explorers has created both surprise and pain. Sir James, it appears, was driven home by ice-drifts against his will and against his instructions, and the consequence will be another expedition next spring, should nothing in the meantime be heard of Sir John Franklin by way of Behring's Straits or Russia. Notwithstanding the sums already lavished on these next to useless expeditions, a search must still be made for the party who have now been four years exposed to polar frosts.
[A CHEAP CLASS OF RAILWAYS.]
A short time ago (October 13) we took occasion, in speaking of the present railway system, to hint at the possibility of constructing a class of useful railways, auxiliary to the great lines, at a very moderate expense. Our observations have drawn the attention of the conductors of 'Herapath's Railway Journal' to the subject, which is discussed by them in two able articles (Nov. 3 and 10), of which we take the liberty of offering an analysis, along with some general remarks.
The first thing noticed by Herapath is the unnecessarily large cost at which most of the existing railways have been constructed. While the railway mania lasted, cost was of inferior consideration. In the inordinate hurry of the moment, engineers gave only a rapid glance at the proposed route; they thought nothing of tunnelling hills and crossing deep valleys, rather than go a mile or two out of their way; and then, to avoid local opposition, or to promote local jobbing in land, enormous sums were recklessly promised or expended. 'To show how lines are projected,' says Herapath, 'we remember that there was one for which a bill was actively and zealously prosecuted in parliament in the eventful year 1845, which tunnelled and cut nearly all the way from Liverpool to Leeds. From the extent of its works, this line, though not a very long one, would have taken fifteen or twenty years to make. At the head of this hopeful project was an engineer ranking high amongst the talents of the day, a gentleman who had made one of our longest railways, and in support of it as a feasible project it numbered amongst its directors or committeemen gentlemen of the first respectability. It narrowly escaped the sanction of the legislature, which would no doubt have been granted had not a strong opposition been raised to it by parties interested in a competing line. But even where there is opposition to expose merits and demerits, it is not always that parliament can be depended upon to sanction the better of two lines proposed; the best line remains most likely undiscovered by engineers. In the case of the Brighton line, of three proposed, parliament actually selected the worst, the most expensive, and the shortest only by a trifling distance. There was a route proposed, which, passing through a natural gap in the hills, avoided the necessity of tunnelling, and the enormous outlay and permanent inconvenience consequent upon it. This superior route parliament discountenanced, and favoured the present long-tunnelled and costly line.' The parliamentary expenses, caused by the opposition of rival companies and landowners, told also most seriously on the initiatory cost of the lines. 'There probably never was a bill passed without having to encounter great opposition, because there probably never was a bill for a railway prosecuted in quiet ordinary times. There must be, it would seem, a mania to bring forth railways, and then all the world comes out with railway schemes. It is opposition which engenders expense; and a mania is the hotbed for the raising of opposition. One of our railway companies had to fight so hard for their bill, that they found, when at length they reached the last stage—namely, that of receiving the royal assent—that their parliamentary expenses had mounted up to half a million of money. Half a million of money spent in barely acquiring from parliament the right of making a line of railway which is to confer a benefit on the nation! Such is the fact. Without opposition, the same bill would have been passed into an act at a cost not worth naming by the side of that enormous sum.'
The result of all this was, that the cost of constructing railways went far beyond what was warranted by prospects of traffic; and in point of fact, had the traffic not turned out to be greater than was contemplated by the projectors, scarcely a railway in the country would ever have paid a shilling of profit. The usual expense of construction and putting in working order—all outlays included—was L.30,000 to L.40,000 per mile; some lines were executed at L.20,000 per mile; but in several instances the cost was as high as L.300,000 per mile. The mere parliamentary expenses of some lines were L.5000 per mile; and a railway got well off at L.1000 per mile for expenses of this nature. But the primary cost of railways is only one element of calculation as respects the chances of profit: another large item is the expense of working. It is now discovered that a railway cannot be worked, to be at all efficient, under the present heavy locomotive system, at a less cost than L.700 per mile per annum. 'Several branch lines owned by wealthy companies,' says Herapath, 'do not receive more than L.500 per mile per annum, while the expense of working them cannot be less than L.700 per mile per annum. Here the loss is L.200 per mile per annum in addition to the loss of the capital expended' for construction. 'The [present] locomotive railway system is of too costly a character to admit of every town having its railway. It is too costly in working as well as in construction. A vast number of places have not traffic sufficient to support railways, though the capital cost of them should be nothing. The working of trains is too expensive to allow of any profit being derived from the traffic conveyed.'