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134

NEW HOUSES OF PARLIAMENT METROPOLITAN IMPROVEMENTS.

with the river on one side, part of the
bridge on another, St. Magnus Church
on a third, and Thames-street on the
fourth, where, if built at all, the hotel
ought to have been placed. This area,
handsomely paved and ornamented, with
a statue in the centre, would have formed
a little square altogether unique-the
more especially as when viewed from
the bridge, the Monument, seen from the
pedestal at the bottom to the phoenix at
the top, would have formed part of the
picture. The Monument, in fact, "showed
off" much better when seen from this
point than from any where else, as every
one must have remarked who crossed the
bridge before this view was so effectually
destroyed. The hotel, however, was
built, and that was bad enough—but it
need not have been half so bad as it is.
Who would have thought, till convinced
by actual"autopsy," that the buildings
would have been allowed to be carried
so far to the east as to intercept the view
of the river and bridge from Fish-street-
hill? Not only, however, was this un-
pardonable act of Boeotianism committed,
but, to make bad worse, this side of the
hotel buildings is, on the true ship-spoil-
ing principle, carried up much in the
style of a factory, in strong contrast to
all the rest; and the view of the church,
either from Fish-street-hill or from the
river, where it is seen by thousands in
the boats and steamers, is the very climax
of shabbiness. The whole affair is vexa-
tious in the extreme. A happy oppor-
tunity has been converted into a down-
right misfortune.

I hope we shall not have to deplore some similar instance of perverse inge nuity in the new street now making from Lothbury to the City-road; but it is im possible to look at it without having one's doubts. Coming from Finsbury-square, one perceives at the right-hand corner of London Wall a house still standing which ought, assuredly, to come down. It projects two or three feet into the line which would be formed if the new street were carried on as wide as Moorgate; but as the new street is apparently to he of two or three feet less width, there is reason to fear that the City improvers, not having the necessity of rounding a corner before their eyes, will allow this house to stand, in which case it will, assuredly, form a very striking defacement of the new buildings, and the

diminished width, thus abruptly forced on the attention, will be ten times as conspicuous as it need be. This would be another illustration of the propensity to spoil the ship." Perhaps with the great expenses already incurred in this great undertaking, which, as a whole, does the highest credit to the taste and spirit of the City, it would be unreasonable to call for much more, yet one can hardly help wishing that a way may be found of clearing away those unsightly warehouses which, at present, are all that present themselves to the eye in Loth bury, in coming along Prince's-street from the Mansion House, till, by a sudden turn, the new street bursts at once upon the view. Perhaps it will be alleged that this contrast enhances the effect; but be that as it may, if by the removal of these warehouses a way were opened through into Coleman-street, so as to afford the passenger a choice of two roads from the City, and if the point of divergence were adorned with a statue, or fountain, or obelisk, to correspond with the fountain which, it is said, is intended to ornament the other end of Prince's-street-an act of justice, and nothing more, would, it appears to me, be rendered to the inhabitants and proprietors of Coleman-street, and the City improvements would have to boast of a point of splendour superior even to any in their Government-patronised westend rivals.

But these apprehensions of half-andhalf measures with regard to the new street sink into insignificance when compared with those, which circumstances appear to confirm, with respect to the improvement now carrying on at the end of St. Martin's-le-Grand. Ever since St. Paul's has been built, a regret has been constantly and generally expressed, that it should remain so blocked in and pent up as it is by houses. Ever since the New Post-office has been finished, it has been obvious that one of the best methods of in part remedying this, would be to continue St. Martin's-leGrand straight into St. Paul's Churchyard, by which a splendid view would be opened of the very magnificent building of Sir Christopher Wren in conjunction with the very large one of Sir Robert Smirke. The mere clearing away of the houses which form the objection would at once produce a square of sur

LADIES' LIFE-PRESERVER,

passing beauty, appropriately terminating the most crowded street in London by a spot of perpetual vivacity and truly me. tropolitan magnificence. The side of the square fronting Cheapside would present an excellent site for splendid shops, or an important public building; its centre, so near the centre of London, close to the Post-office and St. Paul's, would be the very place in which to set up the "Great Metropolitan Milestone," if ever one should be established, for all distances to be measured from. Such are the improvements that might be made on this spot-that must be made, if the alterations are to be called improvements at all. But what are those actually in progress? The houses which fronted Cheapside are in course of demolition, but the destruction does not extend sufficiently far behind to open the view for the width of St. Martin's-leGrand; and part of the ground which is now vacant is to be destined to remain so only for a time, and then to be covered again with houses built only a little in the rear of their former site. If new houses actually are created in place of the old ones, and there seems every likelihood of their being so, the whole affair will absolutely be not an improvement, but a deterioration. Nothing, however, is too bad to suppose of the plan when we find that it is intended to leave the houses between Paternoster-row and the Church-yard untouched. This, indeed, can do no harm. If the other space were only cleared, it might safely be left to "human nature" to see how long that great row of houses would be tolerated between the eye of London and St. Paul's. But if an accursed mob of chimneys (pardon the unavoidable warmth of language on an occasion like this) be still to send up their smoke between St. Martin's-le-Grand and the Row, I can only invoke the deepest vengeance of all the gods of Architecture on the heads of those self-styled improvers, who, by commencing the demolitions in this quarter, have "raised the word of promise to the ear," but so woefully "break it to the hope."

That these apprehensions may end in "agreeable disappointment" is the earnest wish of, yours, &c.

an

May 25, 1836.

P. P. C. R.

P. S.-There are a few errors of the

135

press in my last letter in your Number for May 7. Page 77, col. 1, line 18 from bottom, for " any where" read " any where else;" same page, col. 2, line 7 from bottom, for "to inention" read "for domestic". Page 78, col. 1, line 18, for "irregular apathy" read "singular apathy." The other errors are not worth noticing.

LADIES' LIFE-PRESERVER.

Sir, I beg to call the attention of the water-excursioning part of the public in particular, and to others in general, to an excellent, and, at the same time, handsome marine life-preserver for ladies. I propose that, in lieu of having ladies boas stuffed (as they now are) with wool or cotton, &c., that a tube be made of Macintosh's water and air-proof cloth, of such size, that when inflated and covered with fur, it should have the appearance of a common stuffed boa. This would support any person, however large or stout, in the water; would not detract from the beauty of the boa, and what (though of trivial consequence to some) is important, would not have that appearance of fearful care, so much disliked by many that would otherwise always carry an air.belt.

Some people may object to carrying a boa with them in summer. To them let me recommend, that instead of having their French sleeves puffed out with cane, or down, they should have them lined, as it were, with bags (of the requisite shape) made of some of Macintosh's finest and lightest air-proof cloth; these being attached to the arm, will support the head entirely out of the water; of course they must have a small tube attached to them for inflation, and as the smallest possible size would be the best, I will, in the course of next week, send you a drawing and description of one that I have planned for the purpose.

The air-proof lining can be made for ten or twelve shillings, according to the size.

Hoping the above may prove the means of saving lives, or, at any rate, of giving confidence to those who are fond of the pleasure, but do not like the danger of water-parties. I subscribe myself,

Your humble servant,
CAMFO-BELLO.

136

CORNISH STEAM-ENGINE WORK.

CORNISH STEAM-ENGINE WORK. Sir, I have noticed in several Numbers of your Magazine such wonderful stories of steam-engine work, that at first I set them down as of American origin, but from a passage in No. 661, I see that they are from no further off than Cornwall, which is called "the nursery of steam-engines," and that" all the world knows it!" If the article a had been applied to nursery in place of the, it would have been perhaps more just to some of your readers, for people in other parts of the kingdom besides Cornwall have been endeavouring to improve the steam-engine.

It is truly said, "that the vast quantity of water to be raised from the valuable mines in Cornwall, prompted__and rewarded the exertions of Savary, Newcomen, and Watt," so also Trevethick, Woolf, and others, followed; and it appears that the latter nearly as much exceeded Watt, as Watt did Newcomen. It is generally admitted, that the best of Watt's engines could raise at the rate of thirty-two millions of pounds one foot high, with one bushel of coal; this, I presume, is equal to one million thirty-two feet high (which some think is a more useful shape in which to state the rate); and it is said, that Mr. Woolf was the first to raise so much as fifty millions. If Trevethick had used his high-pressure steam expansively, according to Hornblower, and condensed it according to Watt, there would not have been much left for others to do; but this combination was left to be achieved by Mr. Woolf, whose exertions I hope will be amply rewarded.

crease, and that it has been accomplished by such simple means. With regard to the pit-work, I am informed by several parties who well know what is going on in Cornwall, that very little improvement has been made in that respect for forty years past, and certainly none for these last twenty-five years. It is well known how difficult it is to make a pump (he it ever so mathematically constructed,) to deliver a quantity of water at a great height to agree with the calculation or the measurement of that part of the pump supposed to be filled and emptied every stroke. Any admixture of air, or ob struction in the suction, or ascension, or any other imperfection, will produce a variation from the calculation; and the deception will be nearly the same, whether buckets or plungers are used. Perhaps some imperfection in the pump-work has led some of the reporters to make an alteration in their figures, for I have known engines to work very regularly as to their number of strokes per minute, when it was afterwards found that the pumps had not delivered their proper quantity of water.

As it may be said I have been finding fault without pointing out any remedy, or mode of doing away with the objec tions, allow me to say, such statements as I have referred to (which amount to doing four times the work with the same quantity of fuel as the best of Watt's engines), will never be generally believed until a well-authenticated performance is published of a certain quantity of water having been actually lifted and delivered at least one hundred feet, yards, or fathoms, above its natural level with the consumption of a certain quantity of fuel. This can easily be given in gallons or cubic feet; the account to be kept for one

Now, Mr. Editor, as far as fifty millions, and a little farther, I am inclined to believe from my own experience, but I must protest against such a statement, as that eighty, one hundred, and one hun-month, as is usual in Cornwall. There dred and twenty-five millions of pounds have been raised one foot high with the consumption of one bushel of coal, until it is described more particularly how such a conclusion was arrived at in place of the common answer by calculation.

It is no wonder these statements have been doubted, and I (as one of a few) am prompted to thus express my doubts, because it is stated that the increase is owing to the improved pit-work, and the system of clothing or casing the cylin ders. I am glad the Cornish engineers have given the cause of the great in

2

can be no want of opportunities in that district to do this. I therefore hope that, in a national point of view, it will be done, especially if Cornwall wishes to keep foremost in steam-engine work. As to the system of clothing or casing the steam-vessels, &c., from which they say so much benefit has been derived, I had thought that the people in the north-east were pretty well up to jacketing; how ever, we will all be glad to be set right on this point! if, therefore, the Cornish engineers will prove that they can grind four bushels of wheat into good flour,

THE LATE ECLIPSE OF THE SUN.

with the consumption of the same quan tity of fuel as the best Watt's engine requires to grind one bushel, or to do any other kind of work in the same proportion, they may depend upon plenty of profitable employment, and I, as well as many others, will be happy to witness it. Your obedient servant,

JONATHAN DICKSON, Engineer. Charlotte-st. Blackfriars-road, May 25, 1836.

THE LATE ECLIPSE OF THE SUN.

Sir,-The late eclipse of the sun, which occurred on Sunday the 15th of May, was one of the most beautiful celestial phenomena which has been observed for many years past. In the north of England, and of Ireland, and in the south of Scotland, it was central and annular; that is, the disk of the moon passed over the diameter of the disk of the sun in a line which coincided with the line of observation, or of sight, from those parts. The average time of the Commencement of the eclipse in those places, was about 11h. 7m. morning; the annular phase commenced at 48m. past 12, noon, the middle or centre when the disk of the moon centred with that of the sun, and left a ring of light in breadth of about one-sixteenth of the sun's diameter, occurred at 2h. 21m.; the annular phase ended at 3h. 45m., and the eclipse itself ended at 4h. 56m. The moon, therefore, in those parts appeared nearly stationary in respect of the sun's disk, for upwards of one to three hours, and afforded a most gratifying period of observation upon this interesting annular exhibition.

During the time of the central eclipse, its appearance, taking the diameter of

2h. 30m.

137

[merged small][merged small][graphic]

At Edinburgh the eclipse commenced at 1h. 33m., its middle 2h. 59m., and its end 4h. 19m. The annular appearance there lasted only about 15m. At Greenwich the eclipse began at 1b. 51m., its middle was at 3h. 19m., and its end at 4h. 39m. About London the day was extremely favourable for observations; the sky was unclouded, and the air clear; owing to these circumstances, the dark. ness at the middle of the eclipse was not so great as had been generally anticipated. The magnitude of the eclipse in these parts, the sun's diameter, or apparent disk, being taken at 1, was at the middle

3h. 20m.

0.863 upon the northern limb, that is, nearly equal to nine-tenths of the sun's disk; but the eclipse not being annular in these parts, the light of the uneclipsed portion of the sun was stronger than it was in those places in which the eclipse had an annular appearance. Near Loudon, the centre of the moon passed the line of observation above the centre of the sun about 12 of its diameter, at an angle of elevation with the horizon of about 35°.

The following diagrams exhibit three appearances of the eclipse at the times indicated to each, from observations made about four miles south of London.

[graphic]

4b. 15m.

eclipsed-333.

It may be observed, that the eclipse increased from its commencement more

$325.

rapidly than it went off; so that the disks did not present the same relative appea:

138

SIDERIAL AND TROPICAL PERIODS OF THE MOON.

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SIDERIAL AND TROPICAL PERIODS OF THE MOON.

Sir,-In the Library of Useful Knowledge, article Astronomy, part 3, pp. 68 and 69, regarding the siderial period of the moon's apogee, it is stated to be 3,232d. 13h. 56m. 168 sec.; and for the siderial period of the moon's nodes, 6,793d. 10h. 6m. 29.952 sec. Now I would feel greatly obliged were you, or any of your astronomical correspondents, to be informed why the siderial period of the apogee is longer than its tropical period, and why the tropical period of the nodes is longer than the siderial period; for, in some works, I find 3,231d. 11h. 57m. to be the tropical period of the apogee, and about 6,798d. 6h. 20m. the tropical period of the nodes? If the periods given by the Library of Useful Knowledge be correct, how are their tropical periods found?

By giving an early place to this, you will oblige your old and constant reader, ROBERT SIMPSON.

THE RAILWAY SYSTEM.

Sir,-Just in the midst of the prevailing railway "excitement," it sounded very strangely to English ears that the French Minister of Finance should have adduced, as a reason for continuing the present prohibitory duties on foreign coals and iron, the "fact" (as he called it), that most of the already-existing railroads in England had turned out complete failures, in a pecuniary point of view. It must certainly be allowed, that this assertion was a little too broad; but the Frenchman's view of the matter can hardly be more absurd in one direction, than the ideas of thousands at home must be in the other. Nothing further seems to be necessary now-a-days to procure subscribers to a railway scheme, than to form the project of establishing a line from one town to another, "not already in possession of this improved method of communication"-no matter what may be the extent, population, trade, or manufacturing and commercial importance, of either. It is taken for granted, that as soon as the railway is completed, the traffic necessary to pay an enormous per centage on the capital will follow as a

matter of course. Yet what says the little experience we have yet had on the subject? For what reason is it that the Hogs'-Norton and Dreary Common Railway has only to issue its prospectus to secure a snug premium for its shares in the market? Simply this, that a railway between Liverpool and Manchester, two towns of immense population, at a distance of little more than 30 miles, one the commercial, and the other the manufacturing capital of the great "northern line" of England-has succeeded to such an extent, that (aided by the attraction of its novelty, which draws passengers to it not only from all parts of Great Britain, but of the Continent,) it pays the shareholders between 9 and 10 per cent. on their capital.*

And this amazing result has been sufficient to transform us all into a nation of speculators! Encouraged by this daz. zlingly brilliant success, having this proof positive before us that a line of railway in perhaps the most advantageous situation that could possibly be selected, will actually yield a something over and above its expenses, we are ready at the first blush to yield assent to the very reasonable proposition, that every peddling market-town ought forthwith to be ac commodated with a road, costing the trifling sum of 30,000l. a mile! If the Liverpool and Manchester has paid 100 per cent. instead of 10, the rage for railways could hardly have been greater than it is at present. "Can these things be, and overcome us like a summer cloud, without our special wonder?"

Some of the lines projected, and the grounds on which they rest their pre

We do not think this is by any means a fair view of the case. The Liverpool and Manchester Railway is by no means the only one which has furnished an example of great success to stimulate and justify the prevailing fondness for railway speculations. The Stockton and Darlington has paid still better than the Liverpool and Manchester, and is the older line of the two, (can it be that our intelligent correspondent has never heard of it?) the Edinburgh and Dalkeith, and the Dublin and Kingstown, are also yielding handsome returns to their respective proprietors. It deserves further to be observed, that the dividends of the Liverpool and Manchester Railway Company are limited by their Act of Parliament to 10 per cent. (a limita tion introduced through the influence, and for the protection, of certain canal-owners); and that but for this circumstance, they might be a great deal higher than they are. The limitation of the dividends has the natural effect of keeping up the rates of conveyance, and these again of restricting the amount of traffic.-ED. M. M.

This is the maximum rate, In many cases the expense does not amount to 10,000l. a mile in some it is as low as 6,000 and 7,000.-ED, M. M,

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