at half-past 10 a.m. from Hungerford—return ticket, about 1s. 6d. For more distant journeys, such as to Erith, Gravesend, Sheerness, Southend, &c., by excursion steam-boats. To Gravesend and back, the fare is 1s. 6d.; Sheerness and Southend and back, 2s. 6d. Boats generally leave Hungerford Bridge for Gravesend and Erith every half-hour up to 12, and leave London Bridge at 2 and half-past 4 p.m.; they leave Hungerford Bridge for Southend and Sheerness at various times from half-past 8, calling at London Bridge, returning in the afternoon or early evening. [Picture: The Thames Embankment] The Thames Embankment is one of the noblest works in the metropolis. As long ago as 1666 Sir Christopher Wren advocated such a scheme. Till Mr. Bazalgette, the engineer to the Metropolitan Board of Works, (who, by the way, planned the main drainage,) came forward with his plans, there had been scores of others, all over-costly and few practicable. The work was virtually begun in 1862. Both south and north embankments are now open. The former (or _Albert Embankment_) was opened the entire length, from Westminster Bridge to Vauxhall, on the 1st September, 1869; the latter, (or _Victoria Embankment_,) from Westminster Bridge to Blackfriars, in the middle of July, 1870. What the ultimate cost will be of both these gigantic works it is for us here impossible to tell. Already the metropolitan public hare paid for their new Thames boulevard £1,650,000. And now—in the case of the northern embankment, for example—let us consider what vast difficulties have had to be surmounted. The words of an excellent authority put the matter very concisely as follows:—“The river had to be dammed out for some thirty-eight acres—the mud had to be dredged out down to the London clay—the granite walls had to be built below low-water mark; behind these the low-level sewer had to be constructed. Over this, again, had to come the subway, and behind all the District Railway, which runs at an average of about eighteen feet below the surface. It is not known what materials were required for the railway; but what was used for the Embankment is known. It was:—Granite, 650,000 cubic feet; brickwork, 80,000 cubic yards; concrete, 140,000 cubic yards; timber, (for cofferdam, &c.,) 500,000 cubic feet; caissons, (for ditto,) 2,500 tons; earth filling, 900,000 cubic feet; excavation, 144,000 cubic feet; York paving, 90,000 superficial feet; broken granite, 50,000 yards superficial. The railway works would make these totals still more formidable. London is now the metropolis of engineering works, but there is no part of it in which so many and such varied and difficult kinds centre as in the Thames Embankment. A section of it would be a study for engineers for all time.”