THREE:Sir Robert Wilson, the British Commissioner, urged Kutusoff, indeed, to make one general and determined attack on Buonaparte and this small body before the other divisions could come up; and there can be no doubt that, had he done so, he would have destroyed the division utterly, and made himself master of Napoleon's person. But though Kutusoff had fought the battle of Borodino, he had now grown over-cautious, and did not do that which it was the plan of Barclay de Tolly, whom he superseded, to do when the right moment came. Whilst Kutusoff was thus timidly cannonading, the division of Davoust came up, and he retired, allowing both Buonaparte and Davoust to secure themselves in Krasnoi. As for Ney, he was left behind wholly surrounded by the Russians who had harassed the rear of Davoust, and were thus interposed between Davoust and himself, as well as swarming on his own flanks and rear. Napoleon could not wait for him, even at Krasnoi. He learned that the Russians were drawing fast towards his crossing-places at the Dnieper and the Beresina; that Prince Galitzin with a strong force was about to occupy Krasnoi; that the Dnieper at Liady would be immediately in the hands of the enemy. He therefore called Mortier, and squeezing his hand sorrowfully told him that he had not a moment to lose; that the enemy were overwhelming him in all directions; that Kutusoff might have already reached Liady, perhaps Orcha, and the last winding of the Dnieper was yet before him. Then, with his heart full of Ney's misfortunes, he withdrew, in despair at being forced to abandon him, towards Liady. He marched on foot at the head of his Guard, and often talked of Ney. He called to mind his coup-d'?il, so accurate and true, his courage, proof against everythingin short, all the qualities which made him so brilliant on the field of battle. "He is lost! Well! I have three hundred millions in the Tuileries; I would give them all were he restored to me!"The Ministry were now involved in a transaction which produced them a plentiful crop of unpopularity. The country was already highly disappointed by the character of the financial measures, and now saw them engaged in an attempt to gratify the domestic resentments of the Prince of Wales. We have already alluded to the[520] disreputable circumstances attending his marriage with the Princess Caroline of Brunswick. After little more than a year's cohabitation they separated, but not before a daughter was born. So long as the Pitt Administration continued, all offensive measures of a public nature were warded from the unfortunate princess. The king had always been her decided protector; but now the Whigs came in, who had ever been in alliance with the Prince of Wales, and that exemplary gentleman conceived hopes that he might rid himself of her. The public had been for some time scandalised by disputes between the prince and princess as to a proper separate allowance for her, and concerning the prince's endeavours to deprive her of the company of her own child; but, as he had not succeeded in taking away the infant, rumours were soon industriously spread that the princess, at Blackheath, was leading a very disreputable life. All that they could gather up or construe to the princess's disadvantage was duly communicated to the Duke of Sussex, and by the duke to his brother, the prince. In 1805 they had supplied their employer or employers with a most startling story of the princess's having been delivered of a son, whom she was openly keeping in her house, under pretence that it was the child of a poor woman of the name of Austin, which she had adopted. Immediate steps were taken privately to get up a case. On the 24th of May Lord Chancellor Erskine read the written statements to the king, who decided that a private inquiry should take place; that the house of Lord Grenville should be selected as the proper scene, and that Lords Erskine, Spencer, Grenville, and Ellenborough should undertake the inquiry and report to him upon it. This meeting and inquiry took place, accordingly, on the 1st of June. Romilly attended. The servants were examined, and appear, according to Romilly's diary, to have uniformly given the most favourable testimony to the conduct of the princess. Further: the reputed mother of the child, Sophia Austin, was examined, and proved that the child was veritably her own; had been born at the Brownlow Street Hospital on the 11th of July, 1802, and had been taken to the princess's house on the 15th of November, adopted by her, and had remained there ever since. "The result," says Romilly, "was a perfect conviction on my mind, and, I believe, on the minds of the four lords, that the child was the child of Sophia Austin." This affair of the Princess of Wales was not terminated till the end of January, 1807. When the report was laid before the king, he referred it to the Cabinet, and they advised him to send a written message to the princess, acquitting her of the main charge, but observing that he saw in the depositions of the witnesses, and even in her own letter to him, defending her conduct, evidence of a deportment unbecoming her station. The odium excited against the Ministry by these un-English proceedings was intense, especially amongst women, all over the country.
FORE:The next who took his trial was Horne Tooke. The evidence was much the same, but the man was different. Tooke was one of the keenest intellects of the time, full of wit and causticity, by which he had worsted even Junius. He summoned as witnesses the Prime Minister himself, the Duke of Richmond, Master-General of the Ordnance, and others of the Cabinet, who had all in their time been ardent Reformers, and cross-questioned them in a style which, if he were guilty, showed that they had once been as much so. Tooke's trial was very damaging to the Government, and he was also acquitted after a trial of six days, during the whole of which the jury had not been allowed to separate, that they might not receive any popular impressions from withouta course which was not calculated to put them in a particularly good humour with the prosecutors.
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THREE:On the 1st of December, 1837, shortly after the opening of Parliament, Lord John Russell introduced a question of great urgencythe relief of the Irish poor. After going through, and commenting on, the several recommendations of the Inquiry Commissioners, and noticing the objections to which they were all more or less open, he explained, by way of contrast, the principles on which the present Bill was founded, much in the same manner that he had done on the first introduction of the measure. The statement was generally well received, although there were some marked exceptions in this respect; and the Bill was read a first time without a division. It was, in like manner, read a second time on the 5th of February, 1838; but, on the motion for going into committee, on the 9th, Mr. O'Connell strongly opposed it, and moved that it be committed that day six months. The amendment was, however, negatived by 277 to 25, a majority which made the passing of the measure in some form pretty certain. On the 23rd of February the question of settlement was again very fully discussed, and its introduction opposed by 103 to 31, the latter number comprising all that could be brought to vote for a settlement law of any kind. The vagrancy clauses were for the present withdrawn from the Bill, on the understanding that there would hereafter be a separate measure for the suppression of mendicancy. The Bill continued to be considered in successive committees until the 23rd of March, when, all the clauses having been gone through and settled, it was ordered to be reported, which was done on the 9th of April. On the 30th of April the Bill was read a third time and passed by the Commons, and on the day following was introduced and read a first time in the Lords. Many of the peers, whose estates were heavily encumbered, were alarmed at the threatened imposition of a poor-rate, which might swallow up a large portion of their incomes. Those who were opposed to a poor law on economic principles,[449] appealed to their lordships' fears, and excited a determined opposition against the measure. On the 21st of May there was a stormy debate of nine hours' duration. Lord Melbourne moved the second reading in a judicious speech, in which he skilfully employed the best arguments in favour of a legal provision for the poor, stating that this measure was, in fact, but the extension to Ireland of the English Act of 1834, with such alterations as were adapted to the peculiar circumstances of that country. It would suppress mendicancy, and would abate agrarian violence, while relieving the destitute in a way that would not paralyse the feeling of energy and self-reliance. Among the most violent opponents of the measure was Lord Lyndhurst, who declared that it would lead to a dissolution of the union. The Duke of Wellington, on the contrary, contended that the Bill, if amended in committee, would improve the social relations of the people of Ireland, and would induce the gentry to pay some attention to their properties, and to the occupiers and labourers on their estates. He objected, however, to a law of settlement as leading to unbounded litigation and expense. Owing chiefly to the support of the Duke, the second reading was carried by a majority of 149 to 20. On the motion that the Bill be committed, on the 28th of May, a scene of confusion and violence was presented, surpassing anything that could have been expected in such a dignified assembly. The Irish peers especially were in a state of extreme excitement. The discussion was adjourned to the 31st, and, after a debate of eight hours, the clause embodying the principle of the Bill was adopted by a majority of 107 to 41. The Bill was considered in committee on the 7th, 21st, 22nd, and 26th of June, and was read a third time on the 6th of July. It had now passed the Lords, altered, and in some respects improved; although, in the opinion of its author, the charge upon electoral divisions approximated too nearly to settlement to be quite satisfactory. The Royal Assent was given to the measure on the 31st of July, and thus a law was at length established making provision for the systematic and efficient relief of destitution in Ireland.Completely disheartened by this result, Wolfe for a moment felt despair of his object, and in that despairing mood, on the 9th of September, he wrote to Pitt. He said that, "to the uncommon strength of the country, the enemy had added, for the defence of the river, a great number of floating batteries and boats; that the vigilance of the Indians had prevented their effecting anything by surprise; that he had had a choice of difficulties, and felt at a loss how to proceed; and he concluded with the remark, that his constitution was entirely ruined, without the consolation of having done any considerable service to the State, or without any prospect of it."
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.
