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TWO: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.On the 24th of June Lord John Russell proposed his second edition of the Reform Bill, which did not substantially differ from the first. His speech on this occasion was a perfect contrast to the one with which he had introduced the measure at first. There was no longer any hesitation or timidity. He was no longer feeling his way doubtfully on an untried path, or navigating without compass along a dangerous coast. He boldly launched out to sea, with his eye steadily fixed on the north star, certain of his course and confident of the issue. The discussions of the previous Session had thrown a flood of light upon the whole question. Sustained by the enthusiasm of the people, and animated by the sympathy of the majority around him on the Ministerial benches, he spoke as if a greater and more vigorous mind had taken possession of his frame. He was strong in argument, cutting in sarcasm, defiant in tone, powerful in declamation. Borne by the power of[337] public opinion to a higher and more commanding position, and proudly conscious of the elevation, he seemed ashamed of the petty proposals of former years, and felt his heart as well as his intellect expanding to the greatness of the new position. The Bill was read a first time without opposition, the discussion being expressly reserved by Sir Robert Peel for the second reading, which was fixed for the 4th of July. In the meantime the Irish Bill was brought in by Mr. Stanley on the 30th of June, Messrs. O'Connell and Sheil complaining bitterly of the difference existing, to the disadvantage of Ireland, between the proposed plans of Reform for the two countries. On the following day the Lord Advocate brought in the Bill relating to Scotland. On the 4th of July Lord John Russell moved the second reading of the English Reform Bill. A debate of three nights followed, containing little or no novelty in the argument, nothing but a wearisome repetition of points that had been discussed all over the country, hundreds of times, during the last few months. The most interesting feature was the attitude of Sir Robert Peel, who unfortunately placed himself in the front of the battle against Reform, in which he proved himself so able a general that all enlightened friends of the country lamented his false position. It was remarked, however, that he confined himself to a criticism of details.