THREE:The Covent Garden meeting became thenceforth an annual feature in the political events of the metropolis, and the effects of this movement in the chief city of the kingdom were seen in the election of Mr. Pattison, the Free Trade candidate, for the City of London. Another sign of the times was the accession to the ranks of the Anti-Corn-Law League of Mr. Samuel Jones Loyd, the wealthy banker, a conspicuous City man, and a great[509] authority on financial matters. This gentleman addressed a letter to the council of the League in October, 1844, in which, after mentioning his reluctance to join a public body, for whose acts he could not be responsible, he said, "The time is now arrived when this must be overruled by other considerations of overwhelming importance. The great question of Free Trade is now fairly at issue, and the bold, manly, and effectual efforts which have been made by the League in its support command at once my admiration and my concurrence." Still more remarkable was the progress of the League in its scheme of converting the agriculturists themselves to their views. The truths which they had always maintainedthat the tenant farmer had no real interest in maintaining the Corn Laws, the agricultural labourer, if possible, less, and that even the landed proprietor, on a far-seeing view of his interest, would be on the same side as themselveswere based upon arguments easily understood by calm reasoners, and were even beginning to make way with these classes themselves. Not a few great landowners and noblemen had openly classed themselves among their supporters. Foremost among these was Earl Fitzwilliam, who was one of the most effective speakers at Anti-Corn-Law meetings by the side of Mr. Cobden and Mr. Bright. Among the noblemen openly supporting their cause were the Marquis of Westminster, Lord Kinnaird, Earl Ducie, the Earl of Radnor, Lord Morpeth, and Earl Spencer.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.
