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should not only be commodious, but very seldom interrupted.

A very perfectly constructed pavement might, I am convinced, combine smoothness, durability, and, in the course of a few years, true economy.

WATER-PIPES.

Formerly, when the main pipes consisted of wood, the rapid decay, and consequently frequent repairs, created a constant interference with, and very considerable injury to, the pavements; but since the introduction of iron pipes, these inconveniences have been greatly lessened, as experience has proved that very few repairs are found necessary.

The failures which now take place are almost wholly in the lead service-pipes from the subsidiary mains to the cisterns. There are two causes for this: the one is, by the subsoil of the street decomposing the pipe; the other, which is the more serious, arises from the effect of frost. It would, therefore, be very desirable if some other material could be used. I am convinced that a small iron pipe may be substituted with advantage. It would withstand the pressure, and might be laid with an inclination, so as to discharge its water either into the subsidiary main or the cistern, and thereby prevent its bursting by the effects of frost; and, in most cases, it would afford a supply of water to the houses even in severe frosts, because these subsidiary mains are generally laid sufficiently below the reach of frost.

SEWERS.

With regard to the openings which must unavoidably be made for common sewers, they so seldom occur, and may be so effectually secured, that their consequences do not require any serious notice.

STREET-WATERING.

The present mode of watering the streets from the plugpipes, by throwing it about with scoops, is extremely injurious to the pavement joints. I therefore recommend that water-carts be substituted.

FOOT PAVEMENTS.

In the course of my examinations, I found that the foot pavements, though in some few instances requiring repairs, and even improvement, yet were, upon the whole, in a very fair state, and did not seem to require any separate discussion, or material change from the mode now practised.

I may merely observe, that, in future, it will be an improvement, that its surface may have a gentle declivity from the areas, or houses, towards the street; and that the new stones should, in the principal streets, be good Yorkshire pavement, not less than four inches in thickness.

GENERAL OBSERVATIONS.

From the foregoing discussion it is evident,—

1. That pavement is the most advisable mode of constructing street carriage-ways.

2. That the present street pavement is very imperfect, because the bottoming to receive it, being composed of a variety of loose materials, all easily convertible into mud, is very unfit for a foundation. And the irregular depth and shape of the stones placed upon such a bottom, with a generally small base, having only the support arising from the friction of the very trifling breadth which comes in contact near the upper edges (even when these parts of the joints are good), are easily pressed down into the aforesaid loose materials; and although ramming may assist the present mode, yet the irregularity of depth and

base prevents it from constituting a perfect and durable pavement.

3. That it has become absolutely necessary to abandon the present imperfect mode of paving and repairing, and adopt a better one.

4. In order to commence the improvements (which I have stated may be gradually accomplished), I recommend that, in one of the streets of the first class, say about 100 yards, which are now in the most imperfect state, should be wholly taken up, and restored with new stones of proper dimensions and shape, placed upon well-prepared substantial bottoming, and the whole managed in the way described in the foregoing Report. The stones taken up may be selected and re-dressed for the second class of

streets.

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For each operation, precise specifications, and drawings of the cross sections, should be prepared, and there should, in the commencement, be small specimens made of the new pavement, and also of the re-dressing, under the direction of a properly qualified person, who would enter with zeal into the spirit of the improvement. Upon these specifications and specimens, contracts might be entered into.

5. That, to ensure an effectual performance of what has been recommended, unremitting attention is absolutely required, and quite sufficient to occupy the whole time of an able, intelligent, experienced man.

I cannot close this Report without acknowledging the aid I have derived from the ready and full information afforded by the Agent of the Grand Junction Water Works Company in all that regards water-pipes, &c. &c.

(Signed)

THOMAS TELford.

June, 1824.

360

APPENDIX, No. III.

OBSERVATIONS COMMUNICATED TO THE AUTHOR, ON MR. WALKER'S EVIDENCE BEFORE THE SELECT COMMITTEE OF THE HOUSE OF COMMONS, IN 1819.

WHEN Mr. Walker gave evidence before the Select Committee on roads, in 1819, he delivered a section of the Commercial Road paving, and also of the East India road, both of which were printed.

In the same evidence he stated that, for heavy traffic in each direction, it would be an improvement to form the paving on the sides of the road, and leave the middle for light carriages, by which the carmen, when on the footpaths or sides of the road, could be close to their horses, without interrupting or being in danger of accidents from light carriages, and the unpaved part, being in the middle or highest part of the road, would be more easily kept in repair. He delivered a section according to this plan.

In 1820, two miles of the Middlesex and Essex road, from Whitechapel to Bow, were paved on the above plan. The specification for the contract was prepared by Mr. Walker, and the first part done under his direction. He appears to have taken great pains to ascertain by experiment the proportional durability of different stones; for which purpose he had pieces of equal weight and rubbing surface of Guernsey, Aberdeen, and Peterhead, placed loosely in a frame divided into squares, each stone Occupying a square. The frame was moved back and forward for several days on a large block of stone with sand and water between, and the loss of weight noted each day. The Guernsey stood best, and the contract

was made for it. This paving has now been in use thirteen years, with almost the heaviest traffic out of London on it, and, except the first year, when the contractor had to keep it up under his agreement, it has cost very little for repairs. It is now in excellent order, and the stones do not appear worn in the smallest degree. The paving is 9 feet wide, with a curb on each side, and the gravelled road between about 32 feet on the average; making the width of the road, exclusive of the footpaths, 50 feet.

Much praise for the excellent way in which this great road has been improved and kept, is due to the chairman of the trustees, John Henry Pelly, Esq. From being at one time the worst, it has, for twenty years, been the best, and is still one of the best roads out of London, and at the same time much the cheapest in point of toll. The tolls allowed by the Act are as under: those actually charged are 25 per cent. lower.

For a horse, &c. laden or unladen

For a coach, &c. with five or more horses

For ditto, with three or four horses

S. d.

For ditto, with two horses

For ditto, with one horse

For two-horse cart with wheels from six to nine inches

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waggon with two or more horses, and wheels
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waggon with one or more horses, and wheels
six to nine inches broad

For ditto, if wheels more than nine inches
Oxen, &c.

Calves, sheep, &c., per score

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A payment at Mile End gate clears from London to Brentwood (18 miles), and tolls are due only once a day.

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