THREE:The formidable organisation of the Roman Catholics led to a counter organisation of the Protestants, in the form of Brunswick Clubs. This organisation embraced the whole of the Protestant peasantry, north and south, the Protestant farmers, and many of the gentry. They, too, held their regular meetings, had their exciting[284] oratory, and passed strong resolutions, condemnatory of the inaction of the Government, which was charged with neglecting its first and most imperative dutythe protection of society from lawless violence. The Brunswickers, as well as the Emancipators, had their "rent" to bear the expenses of the agitation. They alleged that they were obliged to organise in self-defence, and in defence of the Constitution. In Ulster the country was divided into two camps, Catholic and Protestant. Notwithstanding the difference in numbers, the Protestants of Ulster were eager to encounter their antagonists in the field, and had not the slightest doubt of being able to beat them. They had all the proud confidence of a dominant race, and regarded the military pretensions of their antagonists as scornfully as the Turks would have regarded similar pretensions on the part of the Greeks. The feeling on both sides was such, that an aggression upon the Protestants in the south would have called forth 100,000 armed men in the north; and an aggression upon the Catholics in Ulster would have produced a similar effect among the Catholics in Munster. The number of Protestants in favour of Emancipation constituted but a small minority. The great mass were against concession. They believed that an insurrection would be the most satisfactory solution of the difficulty. With the aid of the army they felt that they were able to crush the "Papists," as they had been crushed in 1798, and then they hoped they would be quiet for at least another generation, resuming what they considered their proper position as "sole-leather." They forgot, however, the increase in their numbers, their property, and their intelligence. They forgot the growth of a middle class amongst them; the increased power and influence of the hierarchy, and the formidable band of agitators supplied by the Roman Catholic bar, whose members, many of them men of commanding abilities and large practice, were excluded by their creed from the Bench; which exclusion filled the minds of the ambitious with a burning sense of wrong, and made it their interest to devise all possible modes of evading the law, while keeping the country on the verge of insurrection.The next step in the increase of means of traffic was the construction of canals. The rivers had previously been rendered more navigable by removing obstructions, deepening channels, and making good towing-paths along their banks; but now it was projected to make artificial rivers. In this scheme, Richard Brindley, under the patronage of the Duke of Bridgewater, was the great engineer; and his intrepid genius dictated to him to carry these canals over hills by locks, over rivers by aqueducts, and through the heart of hills by tunnels. These enterprises at that moment appeared, to the ordinary run of civil engineers, as rash experiments, which were sure to prove abortive. As all new ideas are, these ideas, now so commonplace, were ridiculed by the wise ones as little short of madness. Mr. Brindley's first great work was the formation of the Duke of Bridgewater's canal, from Worsley to Manchester. In this he at once proved all his plans of locks, tunnels, and aqueducts. He conducted his canal by an aqueduct over the river Irwell, at an elevation of thirty-nine feet; and those learned engineers who had laughed at the scheme as "a castle in the air," might now see boats passing over the river at that height with the greatest ease, while other boats were being drawn up the Irwell against the stream and under the aqueduct with five times the labour. At Worsley the canal was conducted into the very heart of the coal-mine by a tunnel, with branches, which conducted the boats up to the different parts of the[191] mine, so that the coal could be loaded on the spot where it was dug. The immediate effect of this canal was to reduce coals in Manchester to half the former price; and the canal being extended so as to connect it with the Mersey, at Runcorn, it reduced the freight of goods from Manchester to Liverpool to the same extent, from twelve shillings to six shillings per ton, the land carriage having been forty shillings. Brindley was next engaged to execute the Grand Trunk Canal, which united the Trent and Mersey, carrying it through Birmingham, Chesterfield, and to Nottingham. This was commenced in 1766, and exhibited further examples of his undaunted skill, and, as he had been laughed at by the pedants of the profession, he now in his turn laughed at their puny mediocrity. One of his tunnels, at Harecastle Hill, in Staffordshire, was two thousand eight hundred and eighty yards long, twelve feet wide, nine high, and in some parts seventy yards below the surface of the ground. This tunnel, after half a century's use, was found too confined for the traffic, and a new one, much wider, was made by Telford. By this time the art of tunnelling had made great progress, and whilst Brindley required eleven years to complete his tunnel, Telford made his much larger one in three. Many causes intervened to check for a time the progress of canals, so that from 1760 to 1774 only nineteen Acts were passed for them; but in the two years of 1793 and 1794 no fewer than thirty-six new Bills were introduced to Parliament, with others for extending and amending rivers, making altogether forty-seven Acts, the expenditure on the canals of these two years' projection amounting to five million three hundred thousand pounds. The work now went on rapidly, and investments in canal shares exhibited at that day, in miniature, the great fever of railway speculation at a later period. Lines of canals were made to connect the Thames, the Tweed, the Severn, and the Mersey; so that the great ports of London, Liverpool, Hull, and Bristol were connected by them, and put into communication with nearly all the great inland manufacturing towns. In 1779 a ship-canal was completed from the Forth to the Clydea work proposed as early as the reign of Charles II. This canal, thirty-five miles in length, had thirty-nine locks, which carried the canal to a height of one hundred and fifty-six feet above the sea, and it crossed the river Kelvin by an aqueduct eighty-three feet from the bed of the river to the top of the masonry. A few years later a much larger ship-canal united Gloucester to the Severn, and wonderfully increased the trade and growth of that city.
Why not give one of these popular Games a look?
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