two Arches adjoining the South end of the Bridge were, at length, then
stopped up, and wheels preparing to be erected in each of them; and on
the 30th, most of the Locks at that part of the edifice were entirely
closed by the ice. It was not, however, until the year 1770, as we are
informed in Concannen’s ‘_History of Southwark_,’ page 233, that the
Borough Water-works were perfected by the erection of a Steam-Engine;
though a part of the machinery was originally erected on the
River-banks for the supply of Mr. Thrale’s Brewery, when it was worked
by horses. These works were then known by the name of their proprietor,
which was afterwards changed for that of the Company which bought them:
and an engine erected, wherein the pressure of the atmosphere acted
upon the Steam-piston.
“I proceed now, Mr. Barbican, to give you some account of the
Water-works erected at the North end of London Bridge, which were
considered to be far superior even to the celebrated hydraulics of
Marli, in France. You are already aware, that the wheels beneath
the Arches were turned by the common tide-water of the Thames; the
axle-trees being 19 feet in length, and 3 in diameter, having 4 sets
of arms, 8 in each place, on which were fixed 4 rings, or fellies, 20
feet in diameter, with 26 floats of 14 feet long, and 18 inches deep.
The gudgeons, or centre-pins, of these wheels, rested upon brasses,
fixed on 2 large levers 16 feet long, the tops of which were formed of
arched timber, the levers being made circular on their lower sides to
an arch, and kept in their places by 2 arching studs fixed in a stock,
through 2 mortices in the lever. To the lower part of the arch on the
lever, was fixed a strong triple chain, the links attached to circles
of 1 foot in diameter, having notches or teeth, to take hold of the
leaves of a cast-iron pinion, 10 inches in diameter, with 8 teeth in
it, moving on an axis. The other end of this chain had a large weight
hanging from it, to assist in counterpoising the wheel, and to preserve
the chain from sliding on the pinion. On the same axis with the pinion,
were 2 cog-wheels; one of 6 feet in diameter having 48 cogs, and
another of 51 cogs, each working in a trundle of 6 rounds: on this
axis there was also a winch, by which one man could raise or lower the
wheels as occasion might require. Near the end of the great axle-tree,
was another cog-wheel of 8 feet in diameter, and 44 cogs, working
into a trundle of 20 rounds, 4-1/2 feet in diameter; the axis of which
was fixed in brasses at each end of the lever before mentioned, and
communicated with iron cranks having 4 necks, each of which raised an
iron spear attached to levers 24 feet in length. To the other ends were
fastened iron rods and forcing-plugs, working in cast-iron cylinders
4-3/4 feet long, 7 inches in bore above, and 9 below, where the valves
were. These cylinders were placed over a hollow trunk of cast-iron,
with 4 valves in it, immediately beneath them; and as one end of the
trunk was furnished with a sucking-pipe and grate going into the water,
they were each filled alternately, and delivered their supplies through
curved pipes into a second trunk, furnished with an iron pipe, through
which the water was forced up to any height required. These were,
however, only half the works; the whole of the mechanism being double
to each wheel. The first wheel in the Arch next the City, worked 16
forcers; and in the third Arch were three wheels, one working 12, the
second 8, and another 16 forcers. Their utmost power of raising water
was estimated from four of the wheels, to be 2052 gallons per minute;
123,120 gallons--being equal to 1954 hogsheads--in an hour; or 46,896
hogsheads daily, to the height of 120 feet, including the waste, which
might be considered as a fifth part of the whole. Every revolution of
a wheel, made 2-1/2 strokes in every minute in all the forcers, the
wheels turning 6 times in a minute at high-water, and 4-1/2 times
at middle water; and it was stated before a Committee of the House
of Commons, that in the year 1820, these Works supplied 26,322,705
hogsheads of water. It is usual to give Dr. Desaguliers as the
authority for these particulars, but I have abstracted them from the
‘_Philosophical Transactions_,’ already referred to; and they are also
printed in Maitland’s ‘_History_,’ volume i., page 51, whence they have
been copied into almost every subsequent account of London. After the
grant of a fifth Arch to the Water-works, about July 1767, an improved
wheel was designed by Mr. Smeaton, to be erected at that part; of which
two engravings and several particulars, together with his remarks on
the Water-engine, are inserted in the Second volume of his ‘_Reports_’
already cited, Plates ii.-iii., pages 27-30.
“I have in my possession a large and curious old drawing, in colours,
representing two elevations, and a ground-plan of these Works and
the Water-Tower, executed before the grant of a fifth Arch, or the
erection of wheels at the South end of the edifice, which is chiefly
interesting, as shewing the courses of the main-pipes then attached to
every wheel for conveying water to the various parts of London; which
were connected and furnished in the following manner. Bishopsgate Main,
supplied from the Wheels under the 3rd Arch, and Western end of the
4th, called ‘the Upper, and Borough Wheels:’ Cheapside Main, from those
under the second and 3rd Arches, called the ‘Three-Ringed, and Low
Wheels:’ Aldgate Main, from those under the 2nd Arch, and the Eastern
end of the 4th, expressed by the same name: Fleet-street Main, from
a small Wheel in the 1st Arch, and another at the Western end of the
4th, called ‘the Two-Ringed, and Borough Wheels:’ Newgate-street Main,
from those in the 2nd Arch, and the Western end of the 4th, or ‘the
Upper, and Three-Ringed Wheels:’ Broad-street Main, principally from
‘the Low-Wheel,’ under the 2nd Arch; though it also derived some water
from that at the Western end of the 4th: Grace Church-street Main, from
those in the 1st and 2nd Arches, or ‘the Two-Ringed, and Three-Ringed
Wheels:’ Cannon-street Main, from ‘the Upper, and Borough Wheels,’ or
those beneath the 3rd and 4th Arches: Thames-street Main, from a ‘Low
Wheel’ at the Eastern end of the 4th Arch; and the Borough Main, from
the proper Wheel, which was situate at its Western extremity, forming
ten sets of main-pipes in all. At each end of the Bridge, round the
Western-sides of the Water-works, were wooden platforms or galleries,
occasionally decorated with plants and flowers; and immediately over
the Wheels at the City end, were the work-shops belonging to them.
Their history is now, however, fast drawing to a close: in March,
1817, the managers gave notice that they were about to rebuild their
largest Water-wheel; but on July 26th, 1822, the third Year of King
George IV., an Act was passed for their entire removal, with a view of
improving London Bridge, or erecting a new one. You will, of course,
find this document in ‘_The Statutes of the Realm_,’ by John Raithby,
Esq., volume viii., London, 1822, quarto, pages 1049-1054; it being
chapter cix. of the ‘_Local and Personal Acts declared public_:’ and I
shall now give you a slight idea of its contents. Having declared,
that about 260 years of the original grants to the Water-works are yet
unexpired, it is enacted that the Corporation of London shall raise
£15,000 out of the Bridge-House Estates, for carrying the Act into
effect; £10,000 of which should be paid to the Proprietors of the
Water-works, for rendering void all their licences, and transferring
all their machinery, buildings, &c. to the New-River Company, which
Company was entitled to commence receiving rents and defraying expenses
connected with the Water, from June 24th, 1822; and it was also
licensed to procure leave from the Corporation, to cut the River-banks,
&c. below low-water mark, not exceeding 100 feet from the East side
of the present Bridge, for laying down pipes, &c., saving the City’s
rights in the Thames; paying the sum of 20_s._ as a fine for so doing,
and 20_s._ annually afterwards. Full powers were likewise granted, that
the Company might lay down pipes in the streets, and over the Bridges
of London; and that it might resign the supply of a part of a district
to another party, and receive a recompence in return; adding that it
should neither be compelled to continue the supply, nor be considered
to have an exclusive right to it. Upon conclusion of the agreement,
the Company was to remove the whole machinery, &c. within the six
months following, which was otherwise to be taken up and sold by the
Corporation. The New-River Company was also charged with the payment
of certain annuities to the former Proprietors of the Water-works,
for the remainder of their lease, as well as with the pensions due to
their servants, &c. to be defrayed out of the rents received. Such,
then, was the end of the London Bridge Water-works; and the only other
remarkable event which I find recorded in the year 1767, connected
with our edifice is, that on Saturday, November 28th, about 5 o’clock
in the morning, the tide ebbed and flowed at this place, and at
Greenwich, twice within an hour and a half; as you will find recorded
both in the ‘_Continuation of Maitland’s History_,’ page 71, and in the
‘_Gazetteer_’ for Wednesday, December 22nd.
“The year 1768 commenced with so violent and general a frost, that
its effects were felt equally upon the land and the water. ‘It is
said,’ observes the ‘_Gazetteer_’ of Friday, January 1st, ‘that London
Bridge is in great danger by this severe frost: the most essential of
the piles which form the Sterlings have been lately observed to be
quite loose, and playing in the water; and workmen have been ordered,
notwithstanding the imminent danger, to throw Kentish rag-stone
round the piers.’ In addition to this, there were also several fatal
accidents, arising from the River being frozen, which were likewise
greatly detrimental to this edifice. The night of Tuesday, January
5th, was said to have been the most fatal ever known for damage done
upon the Thames: one French vessel was thrown upon the Sterlings of
the Bridge, with the loss of her bow-sprit, where it was obliged to
be kept for several days secured by ropes; and two others were driven
through the Centre Arch, losing their main-masts, and carrying away
the lamps from the parapet. Some barges also got across the other
Arches, and after the breaking up of the frost, which was about the
middle of January, the ‘_Gazetteer_’ of Thursday, 21st, states, that
‘yesterday a great many tons of Kentish rag-stones were thrown under
the Great Arch of London Bridge, as a supposed temporary remedy
against the damage the foundation received during the late frost. An
expedient productive of infinite ruin to the navigation, as they are
soon scowered away again, and an accumulating expense to the City of
an alarming nature.’ It is also added in the same paper for Tuesday,
February 2nd, that ‘the damages done to London Bridge Water-works in
the late severe weather, are not yet repaired, though the workmen have
worked over hours, and on Sundays, ever since the weather broke. The
last damaged wheel will be at work this week.’ It had been frequently
remarked in the papers of this period, that the amount of rents
received from the Proprietors of the London Bridge Water-works, was
not, in any degree, proportionate to the expenses of their repairs,
which were calculated at £2500 yearly; and in the ‘_Gazetteer_’ for
Friday, April 22nd, 1768, it is stated that they returned only £3000
clear of all expenses. It is also rather curiously observed, that ‘’tis
computed that there are drowned at London Bridge, about 50 people
upon an average every year; which, as they are the prime of watermen,
bargemen, and seamen, amount, at £400 each, to £20,000 _per annum_.’
The ‘_Continuation of Maitland’s History_,’ page 73, states, that on
April 10th, in this year, the Thames was so remarkably low, that it
was with difficulty even a wherry could cross it, the sand-banks on
both sides of the Bridge being entirely dry. And now, as I have already
mentioned to you several particulars concerning the foundation of
Blackfriars’ Bridge, let me conclude this year with a summary notice
of its completion. The Architect, then, was Robert Mylne, Esq.; the
first pile of it was driven in the middle of the Thames on Saturday,
June 7th, 1760; and the first stone was laid by Sir Thomas Chitty, Lord
Mayor, on Friday, October 31st. On Wednesday, November 19th, 1768,
it was made passable as a bridle-way, exactly two years after its
reception of foot passengers; and it was finally and generally opened
on Sunday, November, 19th, 1769. The total expense of this building
amounted to £152,840. 3_s._ 10_d._; exclusive of £5830 for altering
and filling-up the Fleet-ditch, and £2167, the cost of the Temporary
Wooden Bridge. Until June 22nd, 1785, there was a toll of 1/2_d._
for every foot-passenger, and 1_d._ on Sundays; the yearly amount of
which, from its commencement in 1766, with the purposes to which it was
applied, may be seen in the ‘_Second Report of the Select Committee
for Improving the Port of London_,’ 1799, folio, _Appendix_ B 11, page
49. The Toll-house was burned down in the Riots of 1780, when all the
account-books were destroyed.
“And now to return again to our memorials of London Bridge, I do not
find, even after the most careful search, any particulars of this
edifice, connected with the great Frost of 1785, notwithstanding
its extent and severity for 115 days; and for that of 1789, though
there are many descriptions of its appearance both up and down the
River, there are but few notices of it at this identical spot. The
‘_Public Advertiser_’ of Friday, January 9th, 1789, states, that the
shipping below the Bridge was in considerable danger, from the tiers
at Deptford, Greenwich, &c. being enclosed with ice; and that the
Thames being frozen over on the day preceding, ‘several purl-booths
were erected, and many thousands of persons crossed upon the ice
from Tower-wharf to the opposite shore.’ The same paper for the day
following, states, that the frost had then continued for about six
weeks; whilst its severity down the River kept still increasing.
Passages across the ice, strewed with ashes, were formed at Gun-Dock,
Execution-Dock, &c.; and these parts seem to have constituted the
principal scenes of attraction. ‘No sooner,’ says the ‘_London
Chronicle_’ from Saturday, January 10th, to Tuesday, January 13th, page
48, ‘had the Thames acquired a sufficient consistency, than booths,
turn-abouts, &c. &c. were erected; the puppet-shows, wild-beasts, &c.
were transported from every adjacent village; whilst the watermen,
that they might draw their usual resources from the water, broke in
the ice close to the shore, and erected bridges, with toll-bars, to
make every passenger pay a halfpenny for getting to the ice. One of the
suttling booths has for its sign ‘Beer, Wine, and Spirituous Liquors
without a License.’ A man who sells hot gingerbread, has a board on
which is written ‘no shop-tax nor window-duty.’ All the adventurers
contend in these short sentences for the preference of the company,
and the Thames is in general crowded.’ Another specimen of the humour
exhibited at this place, was contained in the following inscription
on a temporary building on the Thames, and printed in the ‘_Public
Advertiser_’ of Thursday, January 15th: ‘This Booth to Let. The present
possessor of the Premises is Mr. Frost. His affairs, however, not
being on a permanent footing, a dissolution or bankruptcy may soon
be expected, and the final settlement of the whole entrusted to Mr.
Thaw.’ On Wednesday, January 7th, a large pig was roasted on one of the
principal roads; and on Monday the 12th, a young bear was hunted on the
ice, near Rotherhithe. As usual, too, a printing-press was erected near
the same spot, of which there is a curious memorial preserved in Mr.
Crowle’s ‘_Illustrated Pennant_,’ volume viii., page 262, consisting of
a bill, having a border of type flowers containing the following verses;
afterwards altered and adopted in the Frost of 1814.
‘The silver Thames was frozen o’er,
No diff’rence ’twixt the Stream and shore;
The like no Man hath seen before,
Except he liv’d in Days of Yore.
_On the Ice, at the Thames Printing-Office opposite St. Catherine’s
Stairs in the severe Frost, January, 1789. Printed by me, William
Bailey._’ The same collection also contains a small stippled engraving,
entitled ‘_A View of the Thames from Rotherhithe Stairs, during
the Frost in 1789. Painted by G. Samuel, and Engraved by W. Birch,
Enamel-painter._’ The severity of this frost, however, appears to
have been felt considerably beyond these scenes of amusement. The
East-India ships were hastily sent down to Gravesend, to which place,
and even below it, large shoals of ice had already floated, extending
almost through the whole Reach; the navigation of boats was entirely
stopped, and it was supposed that the River would soon be completely
impassable from London Bridge to Woolwich. Vast quantities of boiling
water were poured every morning upon the Bridge Water-works, before
the wheels could be set in motion, and 25 horses were daily employed
in removing the ice which surrounded them: whilst at Blackfriars the
masses of floating ice were said to be 18 feet in thickness, and were
continually increasing from the many cart-loads of snow constantly
thrown over the ballustrades. ‘The various parts of the River,’--says
the ‘_Public Advertiser_’ of Friday, January 9th,--‘present different
appearances; in some, the surface is smooth for a mile or two, and then
rough and mountainous, from the great quantities of snow driven by the
wind, and frozen in large bodies.’ Towards Putney Bridge and upwards,
the scene on the ice again became really entertaining. ‘Opposite to
Windsor-street,’ continues the same paper, ‘booths have been erected
since Friday last, and a fair is kept on the river. Multitudes
of people are continually passing and repassing; puppet-shows,
round-abouts, and all the various amusements of Bartholomew fair are
exhibited. In short, Putney and Fulham, from the morning dawn till the
dusk of returning evening, are a scene of festivity and gaiety.’
“At length, the expected thaw commenced with some rain, about two
o’clock on Tuesday, January 13th; and before night the streets were
almost overflowed. ‘Perhaps,’ says the ‘_London Chronicle_,’ from that
date to Thursday, January 15th, page 56, ‘the breaking up of the Fair
upon the Thames last Tuesday night below Bridge, exceeded every idea
that could be formed of it, as it was not until after the dusk of the
evening, that the busy crowd was persuaded of the approach of a thaw.
This, however, with the cracking of some ice about 8 o’clock, made the
whole a scene of the most perfect confusion; as men, beasts, booths,
turn-abouts, puppet-shows, &c. &c. were all in motion, and pouring
towards the shore on each side. The confluence here was so sudden and
impetuous, that the watermen who had formed the toll-bars over the
sides of the river, where they had broken the ice for that purpose, not
being able to maintain their standard from the crowd, &c. pulled up
the boards, by which a number of persons who could not leap, or were
borne down by the press, were soused up to the middle. The difficulty
of landing at the Tower stairs was extreme, until near 10 o’clock,
occasioned by the crowding of people from the shore, who were attracted
by the confusion on the water. The inconvenience to the shipping is now
increased more than since the setting in of the Frost, as no persons
will venture upon the ice to fetch or carry any thing for them, and it
is not yet sufficiently disunited for a boat to live.’ The succeeding
number of this paper, page 60, mentions that on Thursday, January 15th,
the ice was so powerful as to cut the cables of two vessels lying at
the Old Rose Chain, and drive them through the Great Arch of London
Bridge; when their masts becoming entangled with the ballustrades, both
were broken, and many persons hurt. The Thames, however, continued to
be considerably frozen for some time after this. I shall terminate
the year 1789, by informing you, that it is stated in the ‘_Public
Advertiser_’ of Friday, January 16th, that the shares of the London
Bridge Proprietors, which some years before had been worth £3000 per
annum in Life Annuities, had then fallen below £2000.
“In the years 1793 and 1794, the Great Centre Arch again became a
subject of consideration; for, in order to confine the rubble which
had been deposited there to raise and preserve the form of its bed,
nine strong beams of timber were sunk in it horizontally between the
Sterlings, having upright pieces at each end fitting into grooves cut
in the sides of the Sterlings, which forced them down and held them
in their places. This contrivance, however, was only of temporary
benefit, for, at the excellent survey of London Bridge, made by Mr.
George Dance, in 1799, he supposed that only two of these timbers
were remaining, the rest having been carried away by the ice. If we
remember, indeed, the accidents that were continually happening to
the Bridge, by vessels driving through it at this very part, there
can be no great reason to wonder at these defences being speedily
destroyed. So early as January 19th, 1795, we find by ‘_Dodsley’s
Annual Register_’ for that year, volume xxxvii., page 3 of the
‘_Chronicle_’ part, that, about 12 o’clock, two vessels broke from
their moorings a little below the Bridge, when the tide drove them
violently against it. One of them being a large West-Indiaman, making
the Centre Arch, had all its masts carried away close by the board,
when it drove through with a violent crash, and continued up the river
to Somerset House. In 1798, also, the same authority, volume xl., page
40 of the ‘_Chronicle_’ part, mentions, that on May 23rd, a sprit-sail
vessel, laden with hay, drove against the Bridge with great velocity,
and the mast not being lowered in time, it struck the ballustrades
over the Centre Arch and broke them away to the space of nearly ten
feet; the two persons on board being killed by the stones. But if I
were to record all the accidents of this nature, which are contained
in the registers of every year, my narrative would be much longer,
and more melancholy, than either of us would desire; and I shall
add only, therefore, that even the timbers, sunk as an improvement
to the passage of the Centre Arch, were found, in some degree, to
injure the navigation of the Bridge. For in the examination of Mr.
M. P.--now Alderman--Lucas, on June 26th, 1799, he stated, that the
chalk, &c. thrown into the water to support the foundation of that
part of the Bridge, had produced shoals both above and below it; and,
that the timbers recently laid there having prevented the rubble
being scattered, it was stopped up in the wake of the Great Arch,
where it formed a bar. On this account, the last three hours of the
ebb-tide, which were always attended with danger, became additionally
hazardous; empty craft under 3 or 4 tons burthen, could not go through
with safety, and loaded craft could not pass at all at that time. The
stream being then sunk below the level of the Sterlings, the passage
was reduced nearly one half; the fall commenced and increased until the
ebb was over; a barge of 30 or 40 tons would consequently pass with her
bows under water, of which it frequently shipped four or five tons;
whilst it was impossible for any one to stand upon the deck, without
holding on to some part of the vessel. Let me add, that you will find
all these particulars, together with a ‘_Plan and description of the
Timbers sunk in the Great Arch of London Bridge, in the years 1793 and
1794_,’ in plate vii. of ‘_The several Plans and Drawings referred to
in the Second Report from the Select Committee upon the Improvement of
the Port of London_,’ 1799, folio; and in the Appendix A 5, B 6, and
pages 19 and 35 of the Report itself.