In England the Ministry was thrown into the utmost chaos and discord by the disastrous progress of the war on the Continent, and especially by the miserable result of the Walcheren expedition. One member of the Cabinet endeavoured to throw the blame on another, and the feud between Canning, the Minister for Foreign Affairs, and Lord Castlereagh, the Minister at War, grew deadly. Each accused the other of interfering and thwarting action, and so producing the lamentable consequences that ensued. A hot correspondence followed, in which Castlereagh charged Canning with privately insinuating to the other Ministers that Castlereagh should be dismissed, and Canning denied it. Between them, Lord Camden came into difficulty; for, though Canning had told Lord Camden, as Lord Castlereagh's relative, that one or other of them must resign, he declared that he did not mean this communication as secret, but as one that he expected Lord Camden would communicate to Lord Castlereagh. Castlereagh resigned, and then challenged Canning. Canning also resigned; and the duel was fought on the 22nd of September, on Putney[595] Heath, and Canning was wounded. The Duke of Portland, who was near his endhastened probably by these agitations and embarrassmentsalso resigned, and died a few days afterwards.
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Well-disposed people happily comprised the great mass of the population of all ranks and classes, who responded with alacrity to the appeal of the Government for co-operation. Great alarm was felt in the metropolis lest there should be street-fighting and plundering, and it might be said that society itself had taken effective measures for its own defence. The 10th of April, 1848, will be a day for ever remembered with pride by Englishmen, and posterity will read of it with admiration. In the morning nothing unusual appeared in the streets, except that the shops were mostly closed, the roar of traffic was suspended, and an air of quiet pervaded the metropolis. No less than 170,000 men, from the highest nobility down to the humblest shopkeeper, had been enrolled and sworn as special constablesa great army of volunteers, who came forward spontaneously for the defence of the Government. In every street these guardians of the peace might be seen pacing up and down upon their respective beats, and under their respective officers. Among them was Prince Louis Napoleon Bonaparte, acting as a private, under the command of the Earl of Eglinton. No soldiers appeared in the streets; but, during the previous night, the Duke of Wellington had taken the most effective measures to prevent any violation of the peace. Strong bodies of foot and horse police were placed at the ends of the bridges, over which the Chartists must pass from Kennington Common to Westminster, and these were assisted by large numbers of special constables, posted on the approaches at each side. And lest these should be overpowered by the Chartists in attempting to force a passage, a strong force of militaryhorse, foot, and artillerywas kept concealed from view in the immediate neighbourhood. The public buildings were all occupied by troops and strongly fortified. Two regiments of the line were stationed at Millbank Penitentiary. There were 1,200 infantry at the Deptford Dockyards. At the Tower 30 pieces of heavy field ordnance were ready to be shipped by hired steamers to any spot where their services might be required. The public offices at the West-end, Somerset House, and in the City, were occupied by troops and stored with arms. The Bank of England was strongly fortified, sandbags being piled all round upon the roof, as parapets to protect the gunners, while the interior was filled with soldiers. There were also similar barricades to the windows, with loopholes for muskets. In the space of Rose Inn Yard, at the end of Farringdon Street, a large body of troops was posted ready to move at a moment's notice, and another in the enclosure of Bridewell Prison. At several points immediately about Kennington Common, commanding the whole space, bodies of soldiers were placed out of view, but ready for instant action. The Guardshorse and footwere all under arms, in Scotland Yard and in other places.In the preamble to the new Bill the object of that extended Bill was candidly avowed, namely, that when "a restless and popish faction are designing and endeavouring to renew the rebellion in this kingdom and an invasion from abroad, it might be destructive to the peace and security of the Government." The Septennial Bill was, in fact, intended as a purely temporary measure, and, though originated by party spirit, it was really of great advantage in days when every general election meant a fresh exercise of the influence of the Crown and the Lords.LORD ANGLESEY LEAVING IRELAND: SCENE AT KINGSTOWN. (See p. 292.)Reproduced by Andr & Sleigh, Ld., Bushey, Herts.Before the termination of the reign there were active preparations for putting steam-engines on all iron railroads. So early as 1758, Watt, who afterwards did so much in the construction of steam-engines, had an idea that locomotive engines might be put on such roads. In 1770 such an engine was actually made and worked by John Theophilus Cugnot, in Paris, but he had not discovered sufficient means of controlling it. In 1802 Messrs. Trevethick and Vivian exhibited such an engine running along the streets in London. In 1805 the same gentlemen again exhibited one of their engines working on a tram-road at Merthyr Tydvil, drawing ten tons of iron at the rate of five miles an hour; and in 1811 Mr. Blenkinsop was running an engine on the Middleton Colliery, near Leeds, drawing a hundred tons on a dead level at the rate of three and a half miles an hour, and going at the rate of ten miles when only lightly loaded. Blenkinsop had made the wheels of his engines to act by cogs on indented rails; for there was a strong persuasion at that period that the friction of plain wheels on plain rails would not be sufficient to enable the engine to progress with its load. The folly of this idea had already been shown on all the colliery lines in the kingdom, and by the engine of Trevethick and Vivian at Merthyr. The fallacy, however, long prevailed. But during this time Thomas Gray was labouring to convince the public of the immense advantages to be derived from steam trains on railways. In five editions of his work, and by numerous memorials to Ministers, Parliament, lord mayors, etc., he showed that railroads must supersede coaches for passengers, and waggons and canals for goods. He was the first projector of a general system of railroads, laid down maps for comprehensive general lines for both England and Ireland, invented turn-tables, and very accurately calculated the cost of constructing lines. For these services he was termed a madman, and the Edinburgh Review recommended that he should be secured in a strait jacket. In his "Life of George Stephenson" Dr. Smiles takes exception to the statement that Thomas Gray was the originator of railways, and transfers that term to Stephenson. Let us be correct; Gray was the projector, Stephenson the constructor of railways. But it is not to be supposed that Gray had sold five editions of his work without Stephenson, and perhaps every engineer, having read and profited by it. Yet, so little had Stephenson any idea of the real scope and capacity of railways, that it was not till five years after the running of his engines on such lines, by Dr. Smiles's own showing, that he ever imagined such a thing as their becoming the general medium of human transit. He tells us Mr. Edward Pease suggested to him to put an old long coach on the Darlington and Stockton line, attached to the luggage trucks, and see if people might not wish to travel by it. Gray had demonstrated all this long before. He stood in the place of the architect, Stephenson only of the builder who carries out the architect's design. Seven years only after the death of George III. the railway line between Manchester and Liverpool was commenced, and from its successful opening, on the 15th of September, 1830, dates the amazing development of the present railway system.In electricity great strides were made. Between the years 1705 and 1711 Francis Hawksbee published in the Transactions of the Royal Society several experiments, in which he had, for the first time, discovered the production of the electric spark by friction, and electrical attraction and repulsion. In 1720 Stephen Gray, a pensioner of the Charterhouse, published the result of his experiments on this subject, with a list of the substances which showed electricity under friction; and in 1732 he discovered the conducting property of non-electrical bodies. Before 1739, Dufray, keeper of the King's Garden at Paris, discovered the repellent power of two similarly-electrified bodies, and the attraction of these positively and negatively electrifiedor, as he termed it, possessing the vitreous and the resinous electricity. Cuneus and Lallemand discovered the mode of accumulating the electric fluid in what was called the Leyden jar in 1745. This discovery gave a new impetus to inquiry, and Nollet, in France, and Watson, in England, conceived the hypothesis of the jar being overcharged on one side and undercharged on the other. This growing perception of the positive and negative conditions of the electric fluid received confirmation from the experiments of Benjamin Franklin, in America. Franklin soon improved the Leyden jar into an electrical battery; and, in 1752, he proved the identity of electricity and lightning by his grand experiment of the kite. On this he recommended lightning conductors, which, however, were not used in England till ten years afterwards.
