of October and of April, these being the periods of the year when the roads are most likely to be saturated with moisture. The water channels and drains should also be regularly cleaned, the surface of the whole of the road should be scraped from time to time, so as never to allow half an inch of mud to remain upon it at any time, the object being to expose the surface to the sun, so as that it shall become perfectly dry. The succeeding chapter contains a very full account of road instruments, and tools; and not only are the complications of those instruments, such as the theodolites, spirit levels, and sextants, clearly explained, but very familiar directions for their use are added.

A chapter on the Legislation of Roads, concludes the dissertation of the worthy baronet. Perhaps in no example that could be pointed out, is the distinction between Great Britain and almost every other country more obvious than in the peculiarity belonging to her, of a spirit of commercial associatiou. In France, all the principal roads are under the direct management of government. What is the state of the roads in France? They are almost all weak and rutted. The main roads leading from the metropolis are paved and kept in good order, but in most districts the roads are repaired with gravel, and consequently are impassible in winter: the diligences are unable to pass over them more rapidly than at the rate of four miles an hour. Where the materials are harder in the country parts of France, the roads are scarcely ever smooth, so weak are they in their foundations. But there are extensive tracts of that kingdom, where no regularly formed roads are to be found at all. And yet in the year 1830, a sum of no less than £1,800,000 was granted for the support of the roads of France. In England, the government has, as the result clearly proves, that it has taken a very sound view of its policy, by devolving its powers to persons who, under the title of subscribers, commissioners, or trustees, are willing to undertake the formation of new roads, or the improvement of old ones. Nothing but leaving the management of roads to those who live in their neighbourhood, could have reconciled the people of England, to the payment of such an enormous sum as is now produced by tolls. Turnpike roads in many instances, have sprung wholly from the spirit of private individuals, and the same source has given rise to the formation of canals, docks, bridges, and most of the useful public works in the country. If, however, the existence of this excellent system has its great advantages, it likewise is subject to some objections, because in point of fact, the roads are much more imperfect than under such a system, they should have been. Thus, whilst nothing is left undone in all other kinds of public works, whilst civil engineering, architecture, machinery, are all brought to a degree of perfection which excites astonishment, in the midst of all this, we behold our roads, every one, almost without exception, defective in the most essential particulars. The Government has no part to take of the reproach which attaches to this

state of things, but it falls exclusively on the country gentlemen who are expressly delegated by the legislature to superintend the roads. Adam Smith, in speaking of the trustees of roads in his day, informs us that more than double the money was usually levied by them, than would be sufficient for the completion of the work in the best manner, and yet that instead of attaining that perfection, the roads were made in the most slovenly manner, and sometimes were never finished at all. How far this description applies to modern times will be best understood by Sir Henry Parnell's account of the errors committed in giving effect to the turnpike system.

"According to the provisions of every Turnpike Act, a great number of persons are named as trustees: the practice is to make almost every one a trustee, residing in the vicinity of a road, who is an opulent farmer or tradesman, as well as all the nobility and persons of large landed property; so that a trust seldom consists of fewer than 100 persons, even if the length of the road to be maintained by them does not exceed a few miles. The result of this practice is, that in every set of trustees there are to be found persons who do not possess a single qualification for the office; persons who conceive they are raised by the title of a road trustee to a station of some importance; and who, too often, seek to show it, by opposing their superiors in ability and integrity, when valuable improvements are under consideration; taking care, too frequently, to turn their authority to account, by so directing the spending of the road money as may best promote the interests of themselves or their connexions.

"It sometimes happens that if one trustee, more intelligent and more public spirited than the rest, attempts to take a lead, and proposes a measure in every way right and proper to be adopted, his ability to give advice is questioned, his presumption condemned, his motives suspected; and as every such measure will, almost always, have the effect of defeating some private object, it is commonly met either by direct rejection, or some indirect contrivance for getting rid of it. In this way intelligent and public spirited trustees become disgusted, and cease to attend meetings; for, besides frequently experiencing opposition and defeat at the hands of the least worthy of their associates, they are annoyed by the noise, and language with which the discussions are carried on, and feel themselves placed in a situation in which they are exposed, to insult and ill usage.

"Numerous cases could be quoted to prove the accuracy of what is here stated; but it is unnecessary to do so, because every one acquainted with the subject, who reads these remarks, will readily allow their general correctness, and be prepared to admit that the sketch might easily have been still more highly coloured."-pp, 292–294.

Hence the want of system in the measures adopted by the trustees, an evil which can only be remedied by a limitation of the number of trustees. Then, too, it would be essential to have a committee of such trustees chosen by ballot, and which would act as the executive in all matters of detail, leaving to the general body the management of the revenue, and the directions of the general affairs. Another evil of the present system is the division of the same line of road into separate jurisdictions or trusts. It is the opinion of our author VOL. I. (1834) NO. 1.

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that all the existing trusts should be consolidated, and that not less than fifty miles should be allowed to each. All the mail-coach roads, he contends, should be placed under the management of a single trust. No time should be lost by the legislature, in creating some power, which would be authorized to control trustees, and prevent all such abuses, as come under the general heads of neglect and corrupt practices. At present the remedy for their neglect, as pointed out by the law, is at once ludicrous and odious, for if any board of trustees suffer a road, under their jurisdiction, to degenerate into a bad condition, it is not to the authors of the mischief that the law directs its constitutional resentment, it is against the parish, the general inhabitants of which being known to be perfectly innocent of the whole matter. The remedy proposed by Sir H. Parnell in this case, is to allow petitions to be presented to the going Judges of Assizes, who should try the allegations, with the assistance of a jury, and should have the power of superseding trustees, in case of such delinquency was proved as justified such a step. The public should further be protected against trustees, by the introduction of a better, more open, and more deliberate system, than is now followed of carrying turnpike bills through parliament. But even all these changes will not be sufficient, to secure an upright and efficient discharge of their duties by trustees, unless they are placed under the immediate superintendance of a public board of com

missioners.

This work of Sir H. Parnell is illustrated by notes, and a very considerable number of plates, the latter being executed with great accuracy and skill. By the extent and quality of the knowledge contained in it, by the soundness of its principles, and the lucid and conclusive reasonings which it comprehends, we may regard it as a standard performance, assuming its permanent station, as a source of authority and reference in our literature.

ART. IV.-Travelling Mems, during a Tour through Belgium, Rhenish Prussia, Germany, Switzerland, and France, in the Summer and Autumn of 1832-including an excursion up the Rhine. By THOMAS DYKE, Jun. In 2 Vols. London: Longman, Rees, and Co.

1834.

We take up Mr. Dykes unpretending volumes, merely with a view of renewing some of our recollections of the "Grand Tour," which it used to be our duty after the peace, so frequently to perform, and sometimes with very indifferent companions.

A considerable period has now elapsed, since we formed one of the numerous parties which almost daily cross the straits of Dover, on excursions of curiosity, and the time has almost arrived, when it is fitting for us to remind our readers, of all that they have for

gotten of the once well-known scenes, with which they were so familiar.

Mr. Dyke took the precaution of preparing himself for a tour on the continent, by a preliminary excursion in his own country. Commencing according to immemorial usage, his journey in the Netherlands, he is not very particular in his descriptions until he arrives at Brussels, and there it would seem that he laid in his regular stock of note-books. He appears to be well pleased with the aspect of the country, and generally exhibits in his remarks a very impartial spirit. The churches in Brussels, however, are not to his taste, the virgin and saints in them, being awkwardly and vulgarly dressed: still he is bold enough to affirm that the people of the continent are more observant of their religious duties, than the Protestant people of England. Mr. Dyke picked up several mementos of the great battle in the field of Waterloo which he visited, for he says, that even still bones, bullets, trappings, and various military ornaments, are to be seen in abundance on the newly-ploughed lands. He found to his great mortification, that the tree called Wellington, from its being on the station where the Duke stood on the day of the memorable battle, was no more, for a mercenary Goth from England, bought it of the farmer of the grounds, and converted it into tooth-picks and snuff-boxes for his own emolument. Upon the mound of earth raised by the Dutch as a monument of the above event, Mr. Dyke saw the bronze lion, which was wrought out of the cannon taken from the French. This piece of art, bears traces of the barbarous attempts made to destroy it, of the French troops on their return from Antwerp. He says that the whole aspect of the battle-field is considerably altered in consequence of the surface having been pared to supply the material for the large mound.

In speaking of the political condition of Belgium, Mr. Dyke is of opinion, that she cannot long continue an independent existence, limited as is her extent, and destitute as she is of harbours, colonies or shipping. He predicts that France will ultimately be the gulf into which Belgium will be merged. Still Mr. Dyke is by no means an advocate for the old connexion of Belgium with Holland. The distinctions of language and religion alone were sufficient to counteract every attempt to amalgamate the two nations into one people. The experiment which was tried to effect a union between them, was conducted under circumstances the most favourable possible for a successful conclusion, for, as Mr. Dyke observes, all that a father could do for his children-all that a king can do for his people, did William of Orange, King of the United Netherlands. He promoted good-will between his Protestant and Catholic subjects; bestowed all the offices of state impartially, upon both Dutch and Belgians; improved to an amazing extent the public works; such as roads, conveyances, hospitals, schools, &c., and extended the commercial interests of the two countries, to a prosperity unexampled during centuries. His mode of furthering the latter

object, proved how much he had the welfare of his kingdom at heart. When permission was requested to commence any great under→ taking, he often became a partner in the concern, and lent large sums of money to the firm. The extensive foundry of Mr. Cocke rill, an English gentleman, near Liége, is an instance where the late King of the Netherlands lent and lost an immense sum of

money.

Mr. Dyke, after having penetrated the Prussian territory, was struck with the superior system on which the Diligences are conducted, as compares with either France or Belgium. The arrangements connected with public travelling, are of the best description, securing the greatest amount of certainty and convenience to the travellers. The results of a visit to Cologne, are detailed at considerable length, but the account of the Cathedral is taken from Mr. Fearnside. No less than fifty manufactories of Eau de Cologne, are in activity in this city. A voyage up the Rhine was now fixed on by Mr. Dyke, and in performing it, he notes the chief celebrated places on its banks. Not far from the little town of Koningswinter, he met with one of those immense rafts, which form so peculiar a means of navigation on the Rhine. The rafts have the appearance of floating villages, from the wooden houses erected on them by the crew. Cattle and sheep are conveyed for the use of the men during the voyage. These extraordinary rafts consist of pine-trees fastened to each other, and, nearer Switzerland, are composed of a few trees only: as the navigation becomes less obstructed, they receive at various places numerous additions, until the raft becomes the enormous machine we witnessed. They are often upwards of a quarter of a mile long, and seventy and eighty feet broad, having a draught of seven feet water. The crew is as numerous as that of a man-of-war, varying from 500 to 800 men, who guide the course of the raft, by rowing at the end. The consumption of provisions on a raft, from its original starting-place to its destination, is 45,000lbs. weight of bread, 20,000lbs. of fresh meat, 10 cwt. of dried ditto, 12,000lbs. of cheese, 12 cwt. of butter, 35 large sacks of vegetables, 500 olims of beer, each holding 180 bottles, and six or eight butts of wine, of seven and a half olims each. The live stock is, as I have before intimated, butchered on the voyage, in addition to this. A capital of 400,000 florins is requisite for its equipment.

The scenery of the Rhine is described in great detail, but as the subject has been repeatedly illustrated in recent works, we may with propriety pass over the catalogue of Mr. Dyke.

Directing his course into Germany, the traveller visited Mayence, Weilbach and Francfurt (Frankfort), with several other cities and towns, descriptions of which would be by no means new to our readers. The population of Germany he found to be characterized by good-nature, good-humour, and industry, the latter quality being found especially in the females. In agriculture, these people hold a