FORE:This style of verse was thought very magnificent by Anna Seward, of Lichfield, who was intimate with Darwin when he lived there in his earlier career, and who herself was a poetess of some pretension. Miss Seward, however, showed better judgment in being amongst the first to point out the rising fame of Southey and Scott. The verse of Darwin brought Pope's metre to the highest pitch of magniloquence; and the use of the c?sura gives it a perfectly Darwinian peculiarity.A law in force since the time of Cromwell had provided that no merchandise from Asia, Africa, or America should be imported into Great Britain in any foreign ships; and not only the commander, but three-fourths of the crew, were required to be English. In addition to this restriction of our foreign commerce to English-built and English-manned ships, discriminating duties were imposed upon foreign ships from Europe, which had to pay more heavily than if the goods were imported under the British flag. The object of this system, which prevailed for one hundred and fifty years, was to maintain the ascendency of Britain as a Maritime Power. Adam Smith remarks that the Navigation Act may have proceeded from national rivalry and animosity towards Holland; but he held that its provisions were as beneficial as if they had been dictated by the most consummate wisdom. He admits, however, that they were not favourable to foreign commerce, or to the growth of that opulence that can arise from it, remarking, "As defence is of more value than opulence, the Act of Navigation is perhaps the wisest of all the commercial regulations of England." But had Adam Smith lived later on, he would have seen that the utmost freedom of commerce with foreign nations, and the most boundless opulence arising from it, are quite compatible with a perfect system of national defence; and whatever were the advantages of the restrictive system, other nations could act upon it as well as England. America did so, and thus commenced a war of tariffs equally injurious to herself and the mother country, causing the people of each to pay much more for most of the commodities they needed than they would have done if the markets of the world were open to them. The consequence was that both parties saw the folly of sending their ships across the Atlantic in ballast, and a commercial treaty was concluded in 1815, which put the shipping of both America and England upon an equal footing, and relieved them from the necessity of paying double freight. The reciprocity system was also partially adopted in our commerce with other countries. In 1822 Mr. Wallace had brought in four Bills, which made other important alterations. The 3 George IV., cap. 41, repealed certain statutes relating to foreign commerce which were passed before the Navigation Act. Another Act (cap. 42) repealed that part of the Navigation Act itself which required that goods of the growth or manufacture of Asia, Africa, and America should only be imported in British ships; and that no goods of foreign growth or manufacture should be brought from Europe, except from the place of their production, and in the ships of the country producing them. The next enactment prescribed certain specified goods to be brought to Great Britain from any port in Europe, in ships belonging to the ports of shipment. Two other Acts further extended freedom of commerce, and removed the vexatious restrictions that had hampered our colonial and coasting trade. In 1823 Prussia retaliated, as the United States had done, which led Mr. Huskisson to propose what are called the Reciprocity Acts, 4 George IV., cap. 77, and 5 George IV., cap. 1, which empowered the king, by Order in Council, to authorise the importation and exportation of goods in foreign ships from the United Kingdom, or from any other of his Majesty's dominions, on the same terms as in[240] British ships, provided it should first be proved to his Majesty and the Privy Council that the foreign country in whose favour the order was made had placed British ships in its ports on the same footing as its own ships. These enactments proved an immense advantage to the people of the nations affected by them, and satisfied all parties but the ship-owners, who cried out loudly that their interest was ruined. But their complaints were altogether unfounded, as will appear from the following figures. Under the restrictive system, from 1804 to 1823, the tonnage of British shipping had increased only ten per cent. Under the Reciprocity Acts and the Free Trade system, from 1823 to 1845, the increase rose to forty-five per cent. This result fully bore out the calculations and anticipations of Mr. Huskisson, in his answer to the arguments of the Protectionists.
FORE:On the reassembling of Parliament on the 3rd of February, 1842, Sir Robert Peel was confronted by a rapidly increasing demand for freedom of trade. Among the earliest of the Parliamentary champions of the people's right to cheap food was Mr. Villiers, afterwards President of the Poor Law Board. He became a pupil of Mr. M'Culloch, the author of the "Commercial Dictionary," who was also one of the soundest and most consistent advocates of commercial and fiscal reforms. The bold attacks of Mr. Huskisson and Mr. Canning upon commercial monopolies naturally excited his admiration, and as a supporter of those statesmen he offered himself as a candidate for Hull at the general election in 1826. The election was lost by a small majority, and Mr. Villiers was afterwards called to the bar, became Secretary to the Master of the Rolls, and subsequently one of the Examiners in Chancery. At the general election in 1835 he presented himself as a candidate for Wolverhampton, avowing the same Free Trade principles which he had professed nine years before at Hull. It is said to have been at a meeting at Sir William Molesworth's, in 1837, that Mr. Villiers was strongly urged to take the opposition to the Corn Laws as his peculiar field of Parliamentary duty; and in that year he pledged himself at the hustings to move for their total repeal, an object at that time generally regarded as too wild and hopeless to be undertaken seriously by a practical statesman. On the 15th of March, 1838, Mr. Villiers rose in Parliament to make the first of those motions on the Corn Laws with which he afterwards became associated in the public mind. Scarcely any excitement was caused by this discussion. It seems, indeed, to have been regarded rather as an exercise in political speaking by some who viewed the matter in a philosophic, rather than in a practical light, and who had no real expectation of success. Only one of the ministers[480] was present during a debate which was destined, in its annual reappearance, to become so formidable to the party of monopoly; and this Minister, it was remarked by one speaker, appeared to be taking "his evening siesta," doubtless "owing to weariness induced by his close attention to official duties"a remark which elicited loud laughter. It must be confessed, however, that the slumber of the Minister was no unfit representation of the want of faith in Corn Law Repeal which existed out of doors. It was certain that nothing but pressure from without could obtain even a modification of those laws in the teeth of the all-powerful aristocracy and their representatives in the Commons; but as yet the country took little part in the great question of the final emancipation of British industry. For a repeal of the Poor Laws there had been presented to the House not less than 235 petitions, with 190,000 signatures. The agitationchiefly supported by the Times newspaper and a few Socialistic reformers, like Mr. Fielden, against the law which, harsh as it seemed, was at bottom a really wise and humane measure for raising the people from that condition of acquiescence in misery and degradation to which the bad legislation of past years had so powerfully contributed to reduce themhad assumed formidable dimensions, and stirred the country in every part; but for a repeal of the law which in every way depressed the energies of the people, only a few petitions, bearing at most about 24,000 signatures, had been presented.
FORE:The claims of Ireland seeming, for the moment, to be happily satisfied, Ministers now proceeded to carry out those reforms for which they had loudly called during the many years that they had been in opposition. They adopted and introduced the Bills of Sir Philip Clerke and Mr. Carew for excluding contractors from the House of Commons, and revenue officers from voting at elections. The Bill against the contractors passed the Commons with little difficulty; but the Ministers immediately felt the mischief of allowing Lord Thurlow to retain his place of Chancellor. He opposed the measure vehemently, and divided the House upon it. Lord Mansfield gave it his cordial resistance, and the new Lord Ashburton, though created by the present Administration, tacked to it a clause exempting all gentlemen who merely contracted for the produce of their estates. The clause, however, was lopped away again on the return of the Bill to the Commons, and the Act passed without it. The Bill for disqualifying revenue officers was opposed with equal pertinacity by Thurlow and Mansfield; though Lord Rockingham stated that the elections in seventy boroughs depended chiefly on revenue officers, and that nearly twelve thousand of such officers created by the late Ministry had votes in other places. The Bill passed, after exempting all officers who held their posts for life, and therefore were charitably supposed to be beyond the reach of undue influence, as if no such thing as promotion had its effect.
THREE:
THREE:Sceptra tenens; mollitque animos et temperat iras;Telford succeeded to Brindley, with all his boldness and skill, and with much extended experience. He executed the Ellesmere canal, which occupied a length of upwards of a hundred miles, connecting the rivers Severn, Dee, and Mersey. In the construction of this canal Telford introduced a bold, but successful, novelty. In aqueducts, instead of puddling their bottoms with clay, which was not proof against the effects of frost, he cased them with iron, and adopted the same means when he had to pass through quicksands or mere bog. Some of Telford's aqueducts were stupendous works. The Chirk aqueduct passed, at seventy feet above the river, on ten arches of forty feet span, and cost twenty thousand eight hundred and ninety-eight pounds. The aqueduct over the Dee passed at a height of one hundred and twenty-one feet above low water, and consisted of a great trough of cast-iron plates, supported on eighteen piers, and having a towing-path of cast-iron, supported on cast-iron pillars. This aqueduct took ten years in building, and cost, with its embankments, forty-seven thousand pounds. Tunnels much larger than that at Harecastle Hill were executed. That at Sapperton, on the Thames and Severn canal, executed by Mr. Whitworth, was nearly two miles and a half long, ran two hundred and fifty feet below the summit of the hill, and was large enough for boats of seventy tons burden. This was completed in 1788. These daring enterprises led to the design of a tunnel under the Thames, from Gravesend to Tilbury; but this was abandoned for want of capital. In 1804 a like attempt was made at Rotherhithe, but stopped from the same cause, and was not completed till 1843 by Sir Mark Isambard Brunel. Between 1758 and 1801 no fewer than sixty-five Acts of Parliament were passed for making or extending canals. At the end of that period canals extended over upwards of three thousand miles, and had cost upwards of thirteen millions sterling. In fact, the bulk of canal work was done by this time, though not some few works of great importance. The Leeds and Liverpool canal, begun in 1770, but not completed till 1816, opened up connection with a vast manufacturing district; and the Rochdale, Huddersfield, and Hull canals gave access for the Baltic traffic into the heart of Lancashire. The Paddington and Regent's Canals wonderfully promoted the intercourse between the interior and the metropolis. In the Highlands, the Caledonian Canal, connecting the[192] string of lakes between Inverness and the Atlantic, gave passage to ships of large burden. At the end of this reign the aggregate length of canals in England and Wales was two thousand one hundred and sixty miles; in Scotland, two hundred and twelve; in Ireland, two hundred and fifty; total, two thousand six hundred and twenty-two miles. The attention paid to roads and canals necessitated the same to bridges; and during this reign many new structures of this kind were erected, and much improvement attained in their formation. In 1776 a totally new kind of bridge was commenced at Coalbrook Dale, and completed in 1779; this was of cast-iron, having a single arch of one hundred feet span, and containing three hundred and seventy-eight and a half tons of metal. Telford greatly improved on this idea, by erecting an iron bridge over the Severn, at Buildwas, in 1796, having an arch of one hundred and thirty feet span.
