# The Soul of London/Chapter 2

ROADS INTO LONDON
page
CHAPTER II
ROADS INTO LONDON
Is it where the glow on the sky is no longer seen that "the country" ends and the influence of London begins? I can scarcely tell even where that is. I have heard that it can be seen from near Colchester; from near Maidstone I have seen it myself. But these "shays" of the larger towns can be caught from very far: I have distinguished that of such a town as Folkestone from nearly thirty miles away.
Speaking a little arbitrarily, we may say that there are three Londons. There is the psychological London, where the London spirit is the note of life, there is the Administrative County, and there is the London of natural causes, the assembly of houses in the basin of the lower Thames.
To where then do the spheres of influence of these three Londons reach out? Frankly, I do not know, and I have asked myself the question many times. The Administrative County includes so little of psychological London. Chislehurst, for instance, psycho​logically considered, is London; so, in their own ways, are Brighton, Hastings, Southend-on-Sea, parts of the Riviera, and half of the Essex flats.
Highbury, I should say, is London, because the greater part of its inhabitants get their "supplies" from The Stores, and go for their intellectual stimulants to a place in Oxford Street. Thus the stores and the circulating library make London extend to Jubbulpore and to the married officers' bungalows on the Irawaddy. I heard the other day from an administrator of those parts. He was living in ruined temples, but his clothes, his boots, his whips, his tinned meats, his sauces, his mustard and his wines came from the one institution; he was astonishingly "well up" in the books of the year, better certainly than most London reviewers, because of the other. He had, too, a phonograph, which supplied him with piano music from St. James's Hall and the latest songs of the empire. These ruined temples where he camped for the night became little pieces of London; and we have lately had a Viceroy of India lamenting that Tottenham Court Road has stretched into the zenanas of the native states.
Yet in many places within the Administrative County the tendency is all towards "localising," or towards remaining separate centres. In Hampstead, for instance, the older residents buy most things of the local tradesmen, and newer families imitate them for sentimental or for social reasons. In poorer neighbourhoods this is much more the case. Old places of entertainment, like the Horns Assembly Rooms, flourish, and large ​theatres spring up along the tram-lines. I think there are no local daily papers, though in the dark heart of the docks knots of men stand round blank walls. On these journalists, having the same relation to those of Fleet Street as the pavement artist has to Academicians, chalk in capital letters details of the last murders, divorces, and wrecks. And the people of the poorer suburbs do their shopping in their own High Streets. Where great local emporia have not crushed out altogether the "local tradesman," shoppers with string bags still nod at the greengrocer and the oilman when passing or when making their purchases.
One cannot, therefore, limit psychological London by the glow on its sky, to the sphere of influence of the stores, or to the Administrative County.
Administrative London, on the other hand, ignores alike the psychological and the natural. It administers in a sensible rule of thumb way South Kensington and Bermondsey, the sewers of slums and great expanses of green land. The natural features of London are obscured, but they underlie the others patiently. They are the hills that made possible the basin of the Thames, the oldest of all the roads into London; they are the old marshes and flat lands on which it was so easy to build. They show still a little in open hilly spaces of the outlying ring, in odd bits of forest here and there, in level commons, like those near Clapham, where there are still many ponds. No doubt, in the ultimate fullness of time, these hills, forests, and marshes will resume their sway.
​But nowadays we may say that London begins where tree trunks commence to be black, otherwise there is very little to distinguish Regent's Park from Penshurst, or Wimbledon from Norwich. This tree-trunk boundary is, however, defective enough; in many parts of Epping the wood is so dense that boughs and the boulders are as green, as brown, as mossy or as lichened as at Fontainebleau. The prevailing winds being from the south and from the westwards, again, the zone of blackened trunks extends further than is fair towards the north and the east. But judged by this standard, London, as far as I have been able to observe, is bounded by a line drawn from Leigh, in Essex, halfway through the Epping Forest, to the north of Hendon, to the west of Brentford, the southwest of Barnes, well to the south of Sydenham, well to the east of Bromley, and so up to Leigh again. Other observers will, no doubt, find this tree-trunk limitation a little faulty; but it takes in at least nearly all the looser elements of the sphere of London influence. And, as the invariable and bewildering exception to this, as to all rules, it may as well be set down that the most 'Londony' of all London trees has a bark that is never uniformly black. The plane tree grows best of all in London, because it sheds its bark continually; getting rid of its soot it clears the pores of its skin and flourishes, if I may be allowed an image that appears frivolous but that is sober enough, a perpetual emblem to the city of the morning tub. In the suburbs the plane yields first place to the flowering almond, in the ​parks to the thorn, but it is the tree of intimate London.
Elms, however, are the trees most noticeable on the roads into London, and their trunks blacken perhaps soonest of all. Nine Elms, Barn Elms, and how many other "Elms"? greet us on the run into town; and the feathery outlines of how many of these trees close the vistas of those new suburban streets that are for ever drilling little pathways into the ancient "estates" of the home counties? To return again to the oldest of all roads into London, elms standing on rising ground have formed familiar landmarks for twenty centuries before there were beacons, lighthouses, buoys, or pilots on the river.
For the "question" of London, seen from one point of view, resolves itself into that one of highways; and the very origin of London, the first cause of its existence, is that waterway. Nowadays we have discovered, as if in the night, a new secret of rapid communication: with that, as with every previous modification of the kind, the face of London bids fair to change unrecognisably. Whilst the pen is actually on my paper London is spreading itself from Kew towards Hounslow, towards Richmond, and towards Kingston, and on its other bounds towards how many other outlying places? The electric tram is doing all this.
To come into a city by means of one of these new, swift carriages, to come from any distance, say by a motor car, is to fly too fast for any easy recognition of the gradual changes from country to town. There are ​hedgerows, church towers moving rapidly as if drawn along among clumps of trees, on the horizon; then come brickfields, inn signs, more signboards, a roadside house, bits of paper on the footpath, then a bus, dust whitening hedges, whitening them more, a villa, half a dozen villas, then new shops set one into another without a break, a swift glimpse of a great plain of roofs, gray and without visible limits, a long way below; a swift drop down a slope—a drop that one feels more internally than through the eyes—and one is dodging the close traffic, slowing down, slipping past a dray, boring a hansom in towards the pavement, and it is all over.
We stepped into the thing in our own farmyard; we seem to come to ourselves only in the middle of the familiar things of town, in the light filtering down between the tall buildings, before our own white doorstep, and the outstretched hand, pale in the palm, brown in the fingers, of an urchin who has, or has not, saved the lady's dress from touching the wheel, is before us. We have not been able to differentiate Mill Hill from the Welsh Harp district; Brentford was Chiswick and the Goldhawk Road before one had left the upper river; the Old Kent Road became the Borough High Street after we were hardly out of Maidstone.
It is not so much that the speed is very great, there is always the statutory limit, a sort of nightmare; but the motorist is too low down as a rule, the air presses against the eyes and half closes them; he has a tendency to look forward along the road, to see more of vehicles ​and of pedestrians than of the actual country or the regiments of buildings. He grows a little aloof, a little out of sympathy; he becomes more intent about keeping a whole skin on himself and on his car than about the outer world.
This is doubtless no more than a matter of time, of "getting used to it," or of thinking of distances, as it were, in terms of the motor car. One has been accustomed to drive on a bus from Kensington to Piccadilly Circus in the half hour. One has seen the tall flats by Sloane Street for some minutes, Apsley House for some more minutes, and one was used to look down on the Green Park from a certain angle for a certain space of leisurely transit. These things have their familiar aspects.
They grow unfamiliar on the motor car. The motorist is, as I have said, low down, he pulls up before no buildings; narrow streets like the old Kensington High Street present the aspect of tortuous defiles; he dodges in and out as if he were being whirled on a current through the rocky gorge of a river. Hyde Park Corner opens out suddenly like the flat reach below Coblentz on the Rhine. But we shall grow used to that, too.
What the automobile is to the comfortable classes the electric tram is becoming to the poorer. It is a means of getting into town. It does not, however, produce the same psychological effects. For one thing, the speed is not so great, and you have not the least anxiety as to what it may choose to run into; if you want to see things you are at a greater height, your ​range of sight is much longer. You may pick out upon the pavement any strange object; a tall negro with a blue birds-eye handkerchief round his head, eating, with the motions of a large ape, winkles out of a blue paper bag—or a girl with extremely brilliant red hair. You pick them out from a distance and watch them for a minute or two; you may look down at passing, you may look round. The other day I saw from the top of an electric tram, very far away, above the converging lines in the perspective of a broad highway of new shops, a steam crane at work high in the air on an upper storey. The thin arm stretched out above the street, spidery and black against a mistiness that was half sky, half haze; at the end of a long chain there hung diagonally some baulks of wood, turning slowly in mid-air. They were rising imperceptibly, we approaching imperceptibly. A puff of smoke shot out, writhed very white, melted and vanished between the housefronts. We glided up to and past it. Looking back I could see down the reverse of the long perspective the baulks of timber turning a little closer to the side of the building, the thin extended arm of the crane a little more foreshortened against the haze. Then the outlines grew tremulous, it all vanished with a touch of that pathos like a hunger that attaches to all things of which we see the beginnings or the middle courses without knowing the ends. It was impressive enough—the modern spirit expressing itself in terms not of men but of forces, we gliding by, the timbers swinging up, without any visible human action in either motion. ​No doubt men were at work in the engine-belly of the crane, just as others were very far away among the dynamos that kept us moving. But they were sweating invisible. That, too, is the Modern Spirit: great organisations run by men as impersonal as the atoms of our own frames, noiseless, and to all appearances infallible.
At night, too, when the broad flat streets out in the suburbs are deserted, these electric trams appear romantic and a little wonderful. Gongs sound at their approach rather plaintively, headlights blaze out upon the black night, the lights within are a tall, mellow flood, a reflection is cast, dim and flying, upon old black houses behind trees and upon the large, blank windows of the tall pink and terracotta shops that face them. The great rectangular blaze glides along with a heavy, impersonal groan of sound that is like a new form of silence, the figure of the mechanician in front has a backward rake like that of a man in the bows of a boat; as it passes there is the gleam of a long row of pink faces in the heart of the light. And all these things, the clang of the gongs, the rumble growing and dying away, the strong lights, the momentary and half revealed details of the darkened buildings, the thought of all these people going out a long way to sleep in the blacker darkness, have about them something touching and romantic, something 'characteristic' and foreign.
Of the older methods of communication I suppose the bicycle to come next, but I have always found entering London in this way to be tedious and dispiriting. ​You have to attend to yourself even more particularly than when you are in a motor-car; you have only half a horizon—the half that is in front of you. You are nearer the dust when there is dust, or nearer the mud. Transition from country to town becomes rather wearisome; you think a good deal in miles. London manifests itself slowly with high-banked and gravelled footpaths, with those same blackened tree trunks, in a certain coarseness of the grass, in houses of call that you feel uninclined to call at. Dogcarts and governess cars begin to look a little out of place, indefinably, you don't know why. And suddenly you meet a 'bus.
I don't know whether it is to me alone that a 'bus running between hedgerows seems forlorn and incongruous. They 'link up' all sorts of outlying villages—Mitcham with Tooting, all sorts of hamlets with Kingston-on-Thames, Islington with I don't quite know where. There is a network of what are called 'bus-routes all over England, but these are mostly carrier's carts. Some have tarpaulin hoods and go at a walk, others look like the station omnibuses of country hotels. Their existence is largely unsuspected, yet it is possible to go from Lewes to York by changing from link to link in market towns, or from Canterbury to Sydenham.
But the just-outside-London 'bus carries no parcels. It is, as a rule, bright green, and has a brilliant orange knifeboard atop. It goes at a good pace, and it is the sign that you have reached the sphere of influence of the very outer suburbs. I at least have never entered London by road without meeting or passing one of them.
​They are due to the enterprise of large job masters near the great tram and London omnibus termini; they are the signs of London's reaching out its arms still further; they are really the pioneers. In older days they started from Whitehall, from the Bank, from the Borough, and were called Short Stages. As real London spreads they cease to pay; they travel farther afield, and their place is taken by our municipal services or by those of the larger trusts.
It is a long time since I have come into London on foot, so long that I have forgotten what it feels like. Indeed, I fancy that the proceeding is no longer modern, and is in consequence illegitimate to my purpose. Some tramps do it still, I suppose, and the gipsies who walk beside basket caravans. These, we may say, are as much the country stretching into the suburbs as the 'buses are the town stretching out. It is not very usual to meet them in inner London, though I have seen two or three at a time, with their chimneys smoking, entangled in the centre of the Piccadilly 'buses themselves. They were crossing London thus directly in order to get as soon as possible from some horse fair in Berkshire to another in North Kent—Rochester pleasure fair, I think, because it was towards the end of May. But except when there is some such reason for haste, these caravans rarely cross London. They circle it by the roads just inside the suburbs. Only yesterday, about six miles from Whitehall, I passed twice the mouth of a dingy and sinister passage of small eighteenth century houses. It was called Angel Court. ​Fifty years ago it was in the fields, now its entry was between a large modern public house and a large modern pawnshop. I glanced down it, walking outwards; it was empty, silent and sordid. On my return there were in it four or five dark men with heavy, brass-bound whips, eight or nine dark women, and several children with black or red heads. In four or five of the small new streets that ran at right angles to my road there were caravans covered with basket chairs, osier flower-stands, wicker baskets; women were holding these things up in front of the lace curtains of sitting-room windows.
These people are not mere picturesque survivals; their number increases day by day as poorer men find the hurry of modern life too great; but I cannot claim to have entered London in a pikey's cart. I fancy, however, that looking at things through the small square of a back window, being at home in the middle of strange things, the sense too of being very aloof from the rest of the world must make one's point of view rather a special one. One would become more or less of a foreign observer.
That attitude, backed up by that sense of being at home, is the worst that one could assume; it kills even tolerance for the habits of others. It is the reason why the days of most rapid travelling are the days of most frequent misunderstandings between the races of mankind. Your foreigner, reaching his London in a Pullman car, has been during his whole journey in an hotel, very much like one of his own hotels, not very ​much unlike his own home. He stepped into it in St. Petersburg an arrogant Tartar or a wily Slav; he steps down from it in the dim light of Charing Cross. He has gone through none of the processes of travel, none of his edges have been rubbed off, he is not necessarily the best type of Russian. He is quite ready to kick a porter and be cursed for it. He dislikes the place he has come to, and records his hasty impressions in letters home that may become so many international causes of misunderstanding.
In the slower days it was different. He was sent abroad because he was the best type of his race, or he came because he was a fine and adventurous spirit. He came from Moscow on sledges, in travelling carriages, on foot, by ship to Hull, overland to London. He had plenty of preparation, plenty of hardship to rub the angles down, and he was very glad to reach his journey's end. He expected to find savages, he found amiable and civilised white men; he reported well of the place he had reached. If an ambassador, he was polished, cosmopolitan, and pleasing; if an adventurer, he was a fine spirit. He had all sorts of tales to tell of escapes, of strange things seen by the way. He became a delightful person; he was full of deference for local customs, because his life or his livelihood depended on his ability to please. (I am thinking of the evidence given at the trial of Count Königsmarck in London by a crowd of Swedish, Russian, and Bohemian soldiers, stable-boys and hangers on. Or one may evidence Casanova, who was pleased and ​pleased himself in London; or you may read in Mr Round's "Commune of London" how great a part in the twelfth century foreign merchants, cut off from their own lands, played in exacting from the Angevin kings the liberty of London herself.)
It was the same with those whom London sent out. The few—the gentlemen and the merchant-adventurers—went, say, to the Spice Islands. The hardships of a long voyage, the great mysteries of seas and skies, chastened what of their souls was insular. They went among strange peoples with minds ready to be delighted. They sought, perhaps, nothing more romantic than pepper, but for their lives' sakes they respected local traditions, and were ready to kneel with their faces to the ground when a Soldan went past. They had left their homes so far behind them.
And this, indeed, is the "defect of the quality" of rapid travel. The Londoner abroad is no longer sought after, fêted, a messenger of the goodness of his race, as were Congreve, Chesterfield, Gibbon, and, in another way, Richardson. Nowadays in the flood of him he has become the tweed-suited, long-toothed being of caricatures. The defect of the quality, because the traveller now, like the gipsy, takes his home and his home-spirit so much with him. And the one and the other are apt to find that every man's hand is against him.
Yet if that be the defect, the product of the quality of rapid transit is London itself. France has its Ministry of Roads and Bridges, and that is probably why Paris ​is not France: we have none, and London is England. It began by London's settling on the best placed highway in Europe, and England is still very much tied to the Thames. But France is little dependent on the Seine. Her excellent roads have in times past acted as the great decentralisers; Paris has been merely the administrative city. In England administration has remained with fair constancy at Westminster, near enough to the centre of the country. Wealth has always come into England by the Thames at London. At any rate in later centuries, the tendency has been for the Administration to settle near the centres of wealth, and the combined attractions have made the tract of marsh and flat ground in the lower basin of the river the centre of the Arts, of the Industries, of the ​Recreations and of the moral 'tone', not for England alone but for wider regions of the earth.
The roads into London have always been the crucial matter. They remain both the "question" and the cause of that question. The first parliament of the twentieth century that might have devoted all its deliberation to the internal affairs of the country opened in 1903. The first question it discussed was that of Housing in London.
The question is not merely topical to the first years of the twentieth century; it has been the sempiternal question, it will remain unsolved until London and the country begin to fall into decay. It is, in fact, the "old" question, and just as to-day the alternative to rapid transit is the erecting of tall buildings, so it was in the old days for ever. The story has been the same down to the minute details.
The Thames was for sixteen centuries the great highway of intercommunication within London walls. London streets were mere footways or bridlepaths between house-walls; when Queen Elizabeth went abroad on land she was carried in a litter by her gentlemen; there were on Thames-side 40,000 watermen, till the middle of the seventeenth century. Then suddenly:
Horse-drawn carriages had been introduced.
​The cry is that of Taylor the water poet and a waterman himself. It was that of the stage coachmen when railways came in, it will be that of the cabmen to-morrow, of railway engineers on the day after. That is the detail.
But until the days of Taylor London had been growing year by year more congested. Originally there had been the Tower, a fortress-village with a walled town of mud huts round it, its roads mere footpaths, its space circumscribed enough. As the town grew more important feudal nobles built palaces on the banks of the stream, crowds vast for their day came on foot or horse from the surrounding country or in ships from outer Europe. The houses of London climbed skywards along the narrow lanes—"Elizabethan" houses, half-timbered, climbing up to six, eight and ten storeys, the upper ones bulging out and almost touching overhead to gain in the air the space that had to be ceded to foot traffic on the ground. Near the river were these houses of the "comfortable" classes. These palaces of the kings and the great houses of the nobles crowded the face of the river that their owners might keep their private barges and have their own water gates. The others at the public stairs called "Oars!" as to-day we call "Cab". Then came "the pampered jades of Belgia".
Roads were laid down or made up to suit them, then London spread out and the watermen disappeared or starved. (Taylor died a "victualler" at Oxford.) The poorer classes began to swarm into such of the tall, "comfortable" houses as the Fire left, the nobles moved ​their houses on to the larger roads, the comfortable classes built themselves small houses. The riverside palaces became wharfingers' buildings, their gardens and water gates became quays. Exactly the same thing has happened with every subsequent improvement in communications.
Ten years ago tall flats for the comfortable and tall dwellings for workmen seemed to have solved the question. The latter are already discredited, the former have always been disliked, and London is once more sending out bee swarms of small houses. We may consider that the thousands and thousands of small brick, slate-roofed cottages on the flats and low hills of south Essex are the contribution of "workmen's fares". These, though still growing, are old-fashioned already, so quickly do we move. The electric tractions are, as it were, spreading layers of the tall flats in villas over new regions of the south and west. London is full of traces of these past stages.
You may find an old water gate at the bottom of Buckingham Street; Somerset House and Whitehall and Westminster palaces remain administrative long after kings and protectors have left the lower river; all over the west central district there are august Georgian houses with panelled rooms and "ceilings by Adams", inhabited by family upon family of the most entirely poor, or by firm upon firm, in stages one above another, of solicitors, of architects, of money lenders, of journalists.
Varying types of houses are buried in all parts of ​London in a way that is bewildering and makes classification impossible. They are like the stratifications of pottery and rubble that lie under all large cities, Rome and London alike. But it is as if the layers had been disturbed. It is not necessary to cite such artificially respected fragments as the mediaeval St. John's Gate at Clerkenwell, which in any city less prodigal of relics would be a place of pilgrimage for sightseers, or the old house in Holborn. These are not factors in the life of modern London.
But on certain of the great roads into Town you will see the queerest jumble of old terraces, shadowed by old trees, grimed by the soot of generations long dead, jostled by the newest of shops dwelt in by generations as new. You may come into town by the Mitcham bus. You find brown, black or red trams waiting for you in a very narrow Square of old, but not ancient, untidy, and probably "doomed" shops. Rows of the small, redbrick, slate-roofed houses, with bow windows to suggest a certain superiority, run at right angles to the highway. They whirl round and out of sight, as the tram advances, each moving vista ending in the screen of distant trees. Suddenly, on the high-road itself, there is a long block of buildings, white, and with green shutters above, liver-coloured brick below, slate roofed, rather startling and rather impressive. A high paling and a few tall elms still on the road-line, announce that this, too, was, till the other day, an old estate. A large, lettered, black board spells out that here are the County Council's workmen's dwell​ings and attempt to solve the housing question. What shall be the defects of their qualities, no doubt Time, with the revolution of her wheel, will bring to light. Perhaps the County Council will be forced to play the part of the squire of country villages, to insist that the tenants' floors are washed, and the faces of their children, and that may be an interference with the liberty of the subject. But for the moment these houses, empty still, clean still, and standing on a green field, are stimulating, and, as I have said, impressive. Electric trams are to link this village of so many thousand, let into a district of a million or so, with Westminster, with Blackfriars, and with London Bridge.
There are ancient houses, late Georgian, that peer, as if querulously, over the side hoardings. They seem to gloom behind high walls, in the shadow of tall trees, at the end of black gardens. They are painted white, with glass excrescences, observatories, perhaps, on their roofs among the chimneys and boughs. Once they were the considerable houses of an exclusive village. They were built when macadam roads had gradually become practicable for carriages of the leisured and the well off. Now the County Council houses and their trams shall, in the same spot, serve the hurried and the not rich, by right of roads.
Touching these few houses is a short, more modern but still old, double line of shops. The more reputable touch the most jumbled; they have been made by building sale rooms out over old gardens, from small ground floors to the line of the pavement,—old-curiosity ​shops, rag and bone shops, the queer, grimy, sometimes astonishingly "old established", sometimes very transitory little odds-and-ends shops (where the servants of the well-off sell old "Time's," and kitchen grease, and where workmen buy second-hand tools and old blankets) of the outlying districts. They will disappear, I suppose, soon enough, move further out, and continue their individual, ratlike, and very useful existences.
Almost immediately afterwards there are long "parades" of shops, stores, emporia, all terracotta, plate glass, soft stone and gilt letters. Crowds move slowly in front of these—it is not possible to hurry even on the broad pavements, and most people move leisurely, with the head a little to one side, looking at the large windows, carrying parcels. Then there are more old houses behind old trees, or behind little terraces, then, more new shops. A brand new theatre, immense, domed, suddenly holds aloft, at its very apex, a large allegorical figure that appears on the point to soar over all these buildings and all these people. It is startling, because one does not expect the spectacular; it suggests the domed, statue-crowned brown stone buildings that in Strasburg the Prussians have erected to flaunt in front of the gracious French château of the governor of Alsace-Lorraine.
The effect in London is just as much one of jumble and the incongruous, but there is nothing of the sinister. If it is not an impression of pure happiness it certainly implies a contagious cheerfulness and good humour. ​In these parts you hardly see a discontented face, and never a morbid one. Right in to the very bottom of the Waterloo Road, and nearly up to Westminster Bridge, old villas, new houses and new shops lie side by side, or stare at one another. They are all mixed together, it is not possible to get any zones to "synchronise", it is not possible to say "early Georgian London had reached here, middle Victorian here, the railways produced this district, the short stages this". They are dropped down in terraces anywhere, nearer Whitehall, or further away. But the general effects is a pleasant one. It is as if the poorer classes had come into the cast-off clothes of the comfortable, and found them roomy, easy and luxurious.
I suppose the speculative builder accounts for this. He found in one generation or the other, bits of waste ground, or rows of smaller buildings; he ran up at one time the fine old houses, at another the terra cotta shops. Probably in each case he was miscalled by the old residents; so does the "ferry built" terrace of the late Georges become the pathetic old region of to-day; so no doubt the new shops will, to our children's children, be tenderly reminiscent, quaint, and full of old memories; so does Time assuage all temporal griefs.
The speculative builder's lamentable failures may be traced too. There is an odd terrace in one part of a long main road into London, it contains four immense, thin-walled, pretentious stucco houses, with middle Victorian pinnacles, gables and extravagances. It breaks off in uncompleted doors, uncompleted foundations, and a ​plot of grimy waste land. Other shops begin again. This place always piques my curiosity. I seem to trace in it a bold speculation's falling to pieces, getting the nickname "Blank's Folly", growing begrimed, being forgotten.
These great roads into London are pleasant enough, inspiring too and impressive when they are full of people. In the times when one is in the mood, when one is "looking"—and at such times the top of the horse-drawn tram is the best of all vehicles—one sees glimpses of so many things that it is like sitting before an unending stage procession, only more actual, more pathetic and much more inspiring. The other year I came in by way of the Kennington Road; along Newington Butts, past the Elephant, up London Road our eyes had grown accustomed to a gloom in the upper air. The Obelisk milestone in St. George's Circus appeared, pallid under its lamps, pale and grimy, Georgian, grim and surprising; the tall wedge of the Eye Hospital was a deep black among liquid shadows deeper still. All the mysterious and gloomy London of ancient names and ancient lives seemed converging out of those shadows into that dark space. And suddenly, at a swinging round of the tram, there was a long trail of quivering lamps, pink, red, and white, low down on the ground, vanishing in the distance of Waterloo Road.
The road was "up" for putting down the conduits of the electric system, and these lights guarded the trenches. But there had been no announcement, no ​expectation of a city rejoicing with illuminations; it was the most gracious of surprises and an unforgettable thing. But that is London.
Yet these great roads are oppressive when they are empty. To enter London in a faint, saffron dawn, along with the market wagons, is to be not awed by an immense humanity but disturbed by entering what seems some realm of the half supernatural. You are coming to Covent Garden, you sit at the shaft-tail beside the driver, he is half invisible in the night, taciturn and half asleep. At last the street lamps appear, at first solitary and brave in the dark, then more frequent and growing palely unnatural before the dawn; the colours of the large horses begin to show, and the innumerable "pulls up," with their signposts and the yellow paint of the housefacings. Or you may lie softly enough high up on a bed of cabbages.
There used to be at the back of the Camden Town Road a little hay market that I knew well—it may be there still for all I know—and it was far better to come in on top of the hay, half under the tarpaulin, with the sweet scent, the warmth and the half dozing, the pure air of the early dawn. It is purest of all on a Monday, because fewer chimneys have been smoking. One saw the solitary streets for immense distances with, all along the roadways, little heaps that turned out to be cats crouching over garbage or courting; they are the sign visual of London at the dawn, with an air of mystery as of an unsuspected population revealed unawares. But all the empty streets giving out ​echoes that one never hears during the day, all the vacant blinds, the sinister, the jocular, the lugubriously inquiring, or the lamentable expressions that windows give to houses asleep, all the unsmoking chimneys, the pale skies, and the thought of all these countless thousands lying invisible, with their souls, in sleep, parted from their bodies—all these things give an effect, in its silence, immense, stealthy, and overpowering.
One coffee-stall, gray-hooded and with a pale lamp, does not break the spell, nor twenty; one house of call, nor a hundred. Even the shouts of Covent Garden or the footsteps on the cobbles, and the undertones of the loafers before the tiny black brick houses of the little hay market, seem thin and ghostly without the immense and kindly ground-bass of London awake. And, indeed, all the dawn sounds of London have that quality of thinness—the hoot of locomotives, the thunder peals of shunting trucks, the clatter of cab-horse hoofs, the rhythmical stepping of one's own four great horses. Even the immensely loud awakening of the London birds seems small and circumscribed.
The railways seem to make London commence where the chimney pots begin to be in forests. In comparison with the Thames they are at the other end of the scale. The River is a natural way; roads wind upon hills, descend valleys in zig-zags, make nowadays detours that were once necessary in order to strike fords or to convenience great houses or solitary hamlets. Railroads tunnel through hills, fill up valleys with em​bankments and crash through the town itself, boring straight ways into the heart of it with a fine contempt for natural obstacles. If we could see the underlying fineness of these things, the fineness that shall be on the surface when these embankments are as venerable as to-day the wall of Hadrian, it might make our world more inspiring. There are deep cuttings, coming into London where brick walls, fifty feet high, are black, sombre, and austere. You are in a kind of underworld, savagely impressive enough. The square fronts of houses peep down on you as you run beneath; constant footbridges overhead give to the thin light of day a constant shudder and quiver. We, who are not made for strong impressions, are ourselves inclined to shudder.
Or one may grow bewildered to the point of losing ​hold of one's identity amid the crash and charge of goods trucks. There are great open spaces all over London where the transfers are made from line to line. At night they are most active. Electric lights glare and seem to drop sparks from very high in the air, blue and mistily; rails glimmer here and there underfoot like marsh pools of water; hooded trucks seem to wander alone and to charge each other in all the black distances. One might be on some primæval plain, watching, in the glare of lightning, to the unceasing crash of thunder, primordial beasts grazing, wandering, or in violent combat. Yet at these things, too, we are apt to shudder, as in his day Horace disliked the Via Flaminia.
Or we cry out: "These things are bringing in the millennium." Perhaps they are. To really descend, not in body alone, but with the spirit receptive, into this whirl and crash, to see men running with set faces, at the continual risk of their lives, that they may link up wagons bringing screws from Birmingham, corn from Canada, pine-planks from Norway, pork from the United States, to whirl oneself in the whirl of it, is to be overcome with convictions. We live in spacious times. Humanity is on the march somewhere, tomorrow the ultimate questions shall be solved and the soul of man assuaged. Perhaps it shall. It is possible in the contagion of these things to see the opening up of Empires wider of sway than Rome, clearer of sight than Greece, kinder of heart than Carthage, purer in joy than was to be had among the hanging gardens of Babylon. Or is this only rhetoric, or only romance?
​For myself, when on a train into London, I feel almost invariably a sense of some pathos and of some poetry. To the building up of this railway, of this landscape of roofs, there went so many human lives, so much of human endeavour, so many human hopes. Small houses, like the ranks of an infinite number of regiments caught in the act of wheeling, march out upon the open country; in the mists of the distance they climb hills, and the serrated roofs look like the jagged outlines of pinewoods with, at the top, the thin spike of a church tower. The roofs come closer together; at last, in their regular furrows, they present the appearance of fields ploughed in slate, in tiles, in lead, with the deeper channels of the streets below. Certain details strike at the eye: parallel lines of white cement set diagonally in the slate courses whirl past, bewilderingly, like snow in a wind; lines of rails shoot suddenly from beneath the embankments; and, rather surprisingly, bits of black field lie in the very heart of it all, with cabbages growing, and a discoloured donkey tethered to a peg. The plain of roof tops broadens out again. Perhaps the comparative quiet fosters one's melancholy. One is behind glass as if one were gazing into the hush of a museum; one hears no street cries, no children's calls. And for me at least it is melancholy to think that hardly one of all these lives, of all these men, will leave any trace in the world. One sees, too, so many little bits of uncompleted life. As the train pauses one looks down into a main street—and all streets are hardly recognizable from a height. A 'bus is before the steps of a church, ​a ragged child turns a catherine wheel in the road, and holds up her hand to the passengers. Suddenly a blue policeman steps into the roadway. The train moves on.
The other day, too, we were moving rather slowly. I looked down upon black and tiny yards that were like the cells in an electric battery. In one, three children were waving their hands and turning up white faces to the train; in the next, white clothes were drying. A little further on a woman ran suddenly out of a door; she had a white apron and her sleeves were tucked up. A man followed her hastily, he had red hair, and in his hand a long stick. We moved on, and I have not the least idea whether he were going to thrash her, or whether together they were going to beat a carpet. At any rate, the evening papers reported no murder in Southwark.
Incidents even so definite as these are more or less the exception, but the constant succession of much smaller happenings that one sees, and that one never sees completed, gives to looking out of train windows a touch of pathos and of dissatisfaction. It is akin to the sentiment ingrained in humanity of liking a story to have an end. And it is the "note" of all roads into London.
To indulge in the feeling to any extent would be to add a new morbidity to life. One would, quite literally, never get any for'arder if one stayed to inquire to the end of every tragi-comedy of which, on one's road, one caught a glimpse. And it is unpractical to wish that every bricklayer and mortar carrier who added his wall ​to the infinite number already existing should be able to sign his work as an artist signs his picture. But that, too, is a universal sentiment and a "note" of all roads into London, a note of London itself. It arises out of the innate altruism that there is in us all, or out of the universal desire to "know."
If one stayed to think, one would like to know what kind of poor wretch set the fifth stone in the third tier of the Pyramid of Cheops.
* ↑ This tendency was always observable in English history. It became, however, most observable with the eighteenth century. Before then, as in the days of John or during the wars of the Roses, to lose London was not to lose the country. Henry VII indeed held London, but to the end of his reign had practically no administrative power over England at large, and until quite late Henry VIII was powerless, save in the Home Counties. Parliaments, too, were held wherever the Kings might happen to be in force. But already with the Stewarts to lose London was to lose England. It was so with Charles I, and so with James II. And the last chance of the Pretender's vanished with the establishment of the National Debt. The Chevalier could get no adherents in England, largely because the wealthy classes feared that he would repudiate. That in fact was the personal influence of London wealth on the country at large. And from that day forth it has seemed more and more impossible that a parliament should be held anywhere but in London.]
* ↑ Canals have something of this quality, and in them it is of older date. Brindley carried the Bridgewater canal over a river by means of an iron bridge in the days when men still wore tie wigs and dress swords. I do not touch on this kind of road into London because it is no longer a very usual one. At one time it was common enough. I remember to have read an account in verse, by a starving and permanently obscure eighteenth-century poet, of a voyage he made from London to Nottingham and back with his entire family, a wife and six children. He was seeking a patron, but finding none he printed this pamphlet and hawked it through the streets. I am familiar enough with several canals. When I was a boy I pesuaded a bargee to take me through the tunnel that goes under the Edgware Road and reappears near Regent's Park. The darkness, the plash of waters, the faint stars of light at either end, combined to make a deep impression on me. The bargee and his mate pushed themselves and the barge along by pressing their bare feet against the walls of the tunnel.