TWO:Whilst these transactions had been taking place on the Continent, our fleets, which should have kept the French and Spaniards in check, had done worse than nothing. France had subtly delayed to declare war against us, so that, although she joined her fleets and armies to the enemy, we could not attack her without being the first to declare war, or to commence it by direct breach of the peace. Admiral Haddock, who was on the watch in the Mediterranean to harass the Spaniards, was thus baffled. The Spanish fleet was joined by twelve French men-of-war from Toulon, the admiral of which declared that he had orders to defend the Spaniards if they were attacked. As the combined fleet, moreover, doubled his own, Haddock was compelled to fall off and leave them.This was the state of things when, on the 17th of August, 1792, the French deposed Louis, and prepared for his death. Lord Gower was thereupon recalled, on the plain ground that, being accredited alone to the king, and there being no longer a king, his office was at an end; he was, however, ordered to take a respectful leave, and to assure the Government that Britain still desired to maintain peaceful relations. Yet at this very time London was swarming with paid emissaries of the French Government, whose business was to draw over the people to French notions of republican liberty. Nay, more, Lebrun, the Foreign Minister, took no pains to conceal the assurance of the French that Ireland would revolt and that France would secure it. On the 18th of November a great dinner was given at White's Hotel in Paris, at which Lord Edward Fitzgerald and other Irish Republicans, Thomas Paine, Santerre, and a host of like characters, English, Irish, French, and others, toasted the approaching National Convention of Great Britain and Ireland, and amid wild acclamations drank the sentiment, "May revolutions never be made by halves!" The very next day, the 19th, the National Convention issued its decree, declaring war against all thrones and proclaiming the enfranchisement of all peoples. This was immediately followed by Jacobinised deputations of Englishmen, thanking the Convention for this proclamation; and the President, in reply, said, "Citizens of the world! Royalty in Europe is utterly destroyed, or on the point of perishing on the ruins of feudality; and the Rights of Man, placed by the side of thrones, are a devouring fire which will consume them all. Worthy Republicans! Congratulate yourselves on the festival which you have celebrated in honour of the French Revolutionthe prelude to the festival of nations!"
TWO:Colonel Campbell did not lose a single man, and had but three wounded, so that it is evident that the flight of the enemy must have been instantaneous and universal. Murat made no further attempt to seize Sicily, though he kept his camp on the heights behind Reggio and Scylla for two years longer.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.
