He was, in fact, a very great practical philosopher, tenacious – it is true – in his ideas, but, nevertheless, profoundly aware of the wisdom of compromising with destiny.

Twenty-one years earlier he had been a placid and happy clerk in an insurance office, anticipating an existence devoted wholly to fire-risks. Destiny had sent him one evening to his uncle, T. T. Riceyman, in Riceyman Steps, and into the very room where he was now tapping. Riceyman took to him, seeing in the young man a resemblance to himself. Riceyman began to talk about his well-loved Clerkenwell, and especially about what was for him the marvellous outstanding event in the Clerkenwell history – namely, the construction of the Underground Railway from Clerkenwell to Euston Square. Henry had never forgotten the old man’s almost melodramatic recital, so full of astonishing and quaint incidents.

The old man swore that exactly one thousand lawyers had signed a petition in favour of the line, and exactly one thousand butchers had signed another similar petition. All Clerkenwell was mad for the line. But when the construction began all Clerkenwell trembled. The earth opened in the most unexpected and undesirable places. Streets had to be barred to horse traffic; pavements resembled switchbacks. Hundreds of houses had to be propped, and along the line of the tunnel itself scores of houses were suddenly vacated lest they should bury their occupants. The sacred workhouse came near to dissolution, and was only saved by inconceivable timberings. The still more sacred Cobham’s Head public-house was first shaken and torn with cracks and then inundated by the bursting of the New River main, and the landlady died of shock. The thousand lawyers and the thousand butchers wished they had never humbly prayed for the accursed line. And all this was naught compared to the culminating catastrophe. There was a vast excavation at the mouth of the tunnel near Clerkenwell Green. It was supported by enormous brick piers and by scaffoldings erected upon the most prodigious beams that the wood trade could produce. One night – a spring Sunday in 1862, the year of the Second Great Exhibition – the adjacent earth was observed to be gently sinking, and then some cellars filled with foul water. Alarm was raised. Railway officials and metropolitan officers rushed together, and for three days and three nights laboured to avert a supreme calamity. Huge dams were built to strengthen the subterranean masonry; nothing was left undone. Vain effort! On the Wednesday the pavements sank definitely. The earth quaked. The entire populace fled to survey the scene of horror from safety. The terrific scaffolding and beams were flung like firewood into the air and fell with awful crashes. The populace screamed at the thought of workmen entombed and massacred. A silence! Then the great brick piers, fifty feet in height, moved bodily. The whole bottom of the excavation moved in one mass. A dark and fetid liquid appeared, oozing, rolling, surging, smashing everything in its resistless track, and rushed into the mouth of the new tunnel. The crown of the arch of the mighty Fleet sewer had broken. Men wept at the enormity and completeness of the disaster … But the Underground Railway was begun afresh and finished and grandly inaugurated, and at first the public fought for seats in its trains, and then could not be persuaded to enter its trains because they were uninhabitable, and so on and so on …

Old fat Riceyman told his tale with such force and fire that he had a stroke.