THREE: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.The Duke of Wellington was informed, at Brussels, on the same day, of this attack of Napoleon on the Prussians at Ligny, and of the British advance, under the Prince of Orange, at Quatre Bras. It has been said that he was taken by surprise. Quite the contrary. He was waiting in the most suitable position for the movement of Buonaparte. This was announced to him by a Prussian officer of high rank, said to be Baron Müffling, who arrived at half-past one at his hotel in Brussels. Wellington immediately dispatched orders to all the cantonments of his army to break up and concentrate on Quatre Bras, his intention being that his whole force should be there by eleven o'clock the next night, Friday, the 16th. At three o'clock his Grace sat down to dinner, and it was at first proposed that notice should be sent to the Duchess of Richmond to put off a ball which she was going to give at her hotel that evening; but, on further consideration, it was concluded to let the ball proceed, and that the Duke and his officers should attend it, as though nothing was about to occur, by which the great inconvenience of having the whole city in confusion during their preparations for departure would be avoided. Accordingly, every officer received orders to quit the ball-room, and as quietly as possible, at ten o'clock, and proceed to his respective division en route. This arrangement was carried out, and the Duke himself remained at the ball till twelve o'clock, and left Brussels the next morning (April 16) at six[95] o'clock for Quatre Bras. Such were the facts which gave rise to the widespread report that the Duke knew nothing of the attack of Napoleon till the thunder of his cannon was heard by the Duke of Brunswick in the ball-room.