Architectural London In 1884.

ARCHITECTURAL LONDON IN 1884 .

LONDON , SATURDAY , FBBPTJABT 20 , 1864

( Concluded from page 120 . ) The projected new bridges form another interesting subject for architectural consideration . The projected and already commenced new bridge at Blackfriars will be a very remarkable structure . The effects of natural colourif the smoke benot

, ^ found to reduce them to one dingy monotone , * will be very striking , resulting , as they are intended to do , from the use of red and blue granite , relieved by richly-sculptured features of white Portland stone . The whole desig-n of this bridge is of very original characterand its

onldraw-, y back is the iron portion , which , as we at present understand its use , does not seem to amalgamate in effect with the stone and granite . But the most important considerations on the question of the new bridges are those connected -with the rapid extension of the Metropolitan Eailway

system . We are , in fact , threatened with too many bridges of that description , insomuch that the aspect of our noble river may be materially interfered with . Much , however , may be done to pal-Hate this objection by such stringent clauses in Metropolitan Railway Act , as shall compel the

erection of really fine structures when the lines of rail have to be carried across the Thames . Moreover , in order not to obstruct , more than

necessary , the general view of the river from the projected quays , two or more such bridges might be combined in one structure . For instance , the rebuilding of the bridge at Blackfriars might have been combined with the proposed railway bridge of the Chatham and Dover line . That part of the

new Blackfriars Bridge facing west might be set apart for a carriageway only ; while the central portion might be occupied by the railway line , erected , of course , at the company ' s expense the eastern portion being devoted to a separate footway . The raised enclosm-e , roofing in the railway

portion of the structure occupying the central part , _ should be made as splendid as possible , and the ridge or ridges of the roof should present a richly-decorated sky-line , broken at three or four points by lantern-like pinnacles , serving at once to light and ventilate the brid tunnelandat

ge , , the same time , to enrich the general structure . Such a combination might be made to form one of _ the most splendid and original examples of bridge architecture ever attempted blended , as it would be , into a colossal and magnificent piece of architectural construction such as our

architectengineers have never yet accomplished or attempted —a monument of an entirely new class , originating , as it should do , in England , the undisputed parent of the railway system .

As one of the collateral results of the realisation of the projected fine of quays , the alterations and improvements in the old lines of traffic which will necessarily occur should be next considered . It was the choking up of the old narrow thoroughfare of the Strand , Fleet-street , and Cheapside ,

by the demands of a vastly-increased traffic , that in part forced on the g-reat e 2 nbankment and quay system . In fact , the immense crowd of vehicles , often brought to a stand for hours by the continually increasing numbers of enormous railwayvans , had at last conferred upon that line of

thoroughfare the name of the " Vandemonium " —forming , sometimes , a general impediment three miles in length , which vehicles bound for other parts of the metropolis were effectually prevented from crossing * . The creation of the new quaysand of the new Southwark line of streets

, , will not only decrease the amount of Strand traffic , but it will do so to such an extent as seriously to depreciate , for a time , the value of the house property along the whole line . This state of tilings will compel the owners to resort to measures which shall renew to the old

thoroughfare , by means of attractiveness , all it will have lost by ceasing to be the only line , or all events , chief line , of communication between east and west . With this view , the roadway will be widened by entirely taking down the houses on the north , the least frequented side ,

and rebuilding them farther back , on the land , of comparatively small value , in the rear . An Act of Parliament for suck an indisputable metropolitan improvement would be easily obtained ; and the houses there rebuilt would necessaril y be of a spacious and magnificent characterbecause

, buildings of that class would f * ~ pay" best . The whole suggested improvement would , in fact , be carried out by the proprietors , or a company , not because it would be a great metropolitan improvement , but because it would pay . It might

be found that the houses on the south , or river side , would be the most easy to remove , in which case we may imagine them re-appearing on a highly magnified scale , nearly as far back as the line of frontage indicated by the grand facade of the new Chaiing-cross Railway-station and Hotel . What an architectural vista we should then

possess—terminated at its first stretch by the churches of St . Clement-Danes and St . Mary-le-Strand . Beyond this point the widening process would necessarily continue along Fleet-street and up Ludgate-hill . The new structures in this part of the fine would be of a palatial character , as

may already be plainly foreseen }} j the style of the buildings which are yearly replacing the old houses of the Strand , Fleet-street , Cheapside , and Cornhill . Thus will this great ancient artery o £ the metropolis regain its former importance and dignity , and form a grand central thoroughfare consisting of a long avenue of important buildings , each realising in a greater or less degree the