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THREE:The Directory began its campaigns of 1796 with much spirit and ability. The plans which had been repeatedly pointed out by Dumouriez, Pichegru, Moreau, and more recently by Buonaparte, of attacking the Austrians in Germany and Italy simultaneously, and then, on the conquest of Italy, combining their armies and marching them direct on the Austrian capital, were now adopted. Pichegru, who had lost the favour of the Directory, was superseded by Moreau, and that general and Jourdain were sent to the Rhine. Jourdain took the command of sixty-three thousand foot and eleven thousand horse, at Coblenz, and immediately invested the famous fortress of Ehrenbreitstein, on the opposite bank of the river. Moreau was sent to lead the army at Strasburg, consisting of seventy-two thousand foot and nearly seven thousand horse. Jourdain found himself soon menaced by the Archduke Charles, the Emperor's brother, the ablest and most alert general that the Austrians possessed at that period. He advanced rapidly on Jourdain's position with seventy thousand foot and twenty thousand horse, defeated a division of Jourdain's army under General Lefebvre, and compelled Jourdain himself to raise the siege. But the archduke, out of too much anxiety for Wurmser, who was opposed to[452] Moreau with much inferior forces, ascended the Rhine to support him, and Jourdain immediately availed himself of his absence to advance and seize Frankfort on the Main, Würzburg, and other towns. Moreau advanced to drive back Wurmser and the archduke, till a union with Jourdain would enable them to fall conjointly on the Austrians. But the archduke perceived that, in consequence of the orders of the Directory, Moreau was spreading his army too wide, and he retreated so as to enable Wurmser to join him. This retrograde movement was mistaken, both by friends and enemies, for a sign of weakness; and whilst Moreau advanced with increased confidence, many of the raw contingents of the archduke's army deserted, and several of the petty States of Germany sued to the Directory for peace. But the moment for the action of the archduke had now arrived. Whilst Moreau was extending his lines into Bavaria, and had seized Ulm and Donauw?rth, and was preparing to occupy the defiles of the Tyrol, the Archduke Charles made a rapid detour, and, on the 24th of August, fell on Jourdain, and completely defeated him. He then followed him to Würzburg, and on the 3rd of September routed him again. With a velocity extraordinary in an Austrian, the archduke pushed on after Jourdain's flying battalions, and on the 16th of September gave him a third beating at Aschaffenburg, and drove his army over the Rhine. Moreau��left in a critical position, so far from the frontiers of France, and hopeless of any aid from Jourdain, who had lost twenty thousand men and nearly all his artillery and baggage��made haste to retrace his steps. Thus both of the French armies were beaten back to the left bank of the Rhine, and Germany was saved.The Convention being ratified, the British took possession of all the forts on the Tagus on the 2nd of September, and the port of Lisbon was opened to our shipping. On the 8th and 9th the British army entered Lisbon in triumph, amid the acclamations of the people. Transports were collected and the embarkation of the French army commenced, and before the end of the month they were all shipped off, except the last division, which was detained by an order from England. The colours of the House of Braganza were hoisted on all the forts which we had taken possession of, and a council of government was established, which ruled in the name of the Prince Regent of Portugal.

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THREE:What a contrast immediately presents itself in the generous nature of Steele, in the genial and pure writings of Addison! Both Addison and Steele were poets, Steele principally a dramatic poet, of considerable success; Addison was the author of "Cato," a tragedy, and the "Campaign," celebrating the victory of Blenheim, with other poems. But the reputation of both Steele and Addison rests on their prose. They were the introducers of essay and periodical writings, and carried these to a perfection which has never been surpassed. Richard Steele (b. 1671; d. 1729) has the honour of originating this new department of literature��a departmentwhich has grown into such importance, that the present age would scarcely know how to exist without it. He started the "Tatler" in 1709, issuing it three times a week, and was joined by Addison in about six weeks. The interest with which this new literary paper was expected at the breakfast tables of that day, can only be likened to that which the morning papers now excite. In 1711, the "Tatler" having come to an end, the "Spectator" was started on the same plan, jointly by Steele and Addison, and, this ceasing in 1712, in the following year the "Guardian" took its place. Steele was the largest contributor to the "Tatler" and "Guardian," Addison to the "Spectator." Various of their contemporaries furnished papers, Swift amongst the rest, but there are none which can compare with the vigorous, manly writing of Steele, and the elegant, and often noble, compositions of Addison. The mixture of grave and gay was admirable. In these papers we find abundant revelations of the spirit and manners of the times. The characters of Sir Roger de Coverley, Will Wimble, etc., have an imperishable English interest. The poetic and generous nature of Joseph Addison (b. 1672) was demonstrated by his zealous criticisms on Milton's "Paradise Lost," which mainly contributed to rescue it from the neglect which it had experienced. Addison, after Sir Philip Sidney, was the first to call attention to our old popular ballads, "Chevy Chase" and "The Babes in the Wood," the eulogies on which probably led Bishop Percy to the collection of the precious "Reliques" of the ballad lore of former ages. The "Spectator" and "Guardian" were published daily. Steele afterwards published the "Englishman," with which Addison had no concern, and it only reached to fifty-seven numbers. These two fellow-labourers, both in literature and Parliament, after nearly fifty years' friendship, were sundered by a mere political difference��the question of limiting the royal prerogative of creating peers, in 1719, the last year of Addison's life.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.

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Micheal Smith

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