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FORE:The spirit of the country appeared to be running in a strong current for the return of Lord Chatham to the helm, as the only man who could save the sinking state, and bring the American difficulty to a happy issue. But the great obstacle to this was the still continued assertion of Lord Chatham��that the full independence of America could not be for a moment listened to, whilst to almost every other man of the Opposition that independence was already an accomplished fact. Lord Rockingham, who was looked up to as a necessary part of any Cabinet at the head of which Chatham should be placed, had, in the previous Session, asserted his opinion that the time had now passed for hoping to preserve the dependence of these colonies; and, now he saw France coming into the field against us, he was the more confirmed in this view. This was a fatal circumstance in the way of the establishment of a strong co-operative Cabinet, formed out of the present Opposition. But a still greater obstacle was the iron determination of the king. In vain did Lord North express his desire to resign and declare the necessity of conciliatory measures. George reproached him with intending to desert him. On further pressure he gave him leave to apply to Chatham and the Whigs, but only on the absurd condition that[250] they should join the present Ministry, serve under Lord North, and carry on the policy of the existing Government. As usual, Lord North gave way, and consented to stay in office, and to bring in a plan of conciliation opposed to his former declarations.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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FORE:The prorogation of Parliament, on the 21st of June, liberated both Sir Francis and the unfortunate president of the debating society, Mr. John Gale Jones. On the morning of this day vast crowds assembled before the Tower to witness the enlargement of the popular baronet. There was a great procession of Reformers with banners and mottoes, headed by Major Cartwright, and attended by Mr. Sheriff Wood and Mr. Sheriff Atkins; but as Sir Francis apprehended that there might be some fresh and fatal collision between the military and the people, he prudently resolved to leave the Tower quietly by water, which he effected, to the deep disappointment of the populace. No such excitement as this had taken place, on a question of right between the House of Commons and an individual member, since the days of Wilkes.

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234/JK , The Wondre Land,
Newyork Street Junction
JUST USA -10909094

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