TWO: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.
FORE:Of all the expectants of office in the Wellington Administration, the most bitterly disappointed was the ex-Chancellor, Lord Eldon, to whom official life had from long habit become almost a necessity. He had enjoyed power long enough in reason to admit of his retirement with a contented mind; but the passion for it was never stronger than at the present moment. He hastened to London a few days after Christmas on account of rumours of a dissolution of the Cabinet. Having so often done this when there was a talk of a Ministerial crisis, he was called the "stormy petrel." Believing that he had mainly contributed to bring about the Ministerial catastrophe, he was dreadfully mortified when he saw in the newspapers the list of the new Ministers beginning thus: "Chancellor, Lord Lyndhurst." He had not set his heart this time on the office of Lord Chancellor, he would have been content with the Presidentship of the Council or Privy Seal; but his name was not found in the list at all, nor had he been consulted in any way, or informed about what was going forward during the fortnight that passed before the Ministerial arrangements were completed. This utter neglect of his claims excited his anger and indignation to the utmost, and caused him to indulge in bitter revilings and threats against the new Cabinet. The great Tory lords shared in his resentment, and felt that they were all insulted in his person. Referring to the Ministerial arrangements, he wrote:"You will observe, Dudley, Huskisson, Grant, Palmerston, and Lyndhurst (five) were all Canningites, with whom the rest were three weeks ago in most violent contest and opposition; these things are to me quite marvellous. How they are all to deal with each other's conduct, as to the late treaty with Turkey and the Navarino battle, is impossible to conjecture. As the first-fruits of this arrangement, the Corporation of London have agreed to petition Parliament to repeal the laws which affect Dissenters."
FORE:Whilst the Court had been conspiring, the people had conspired too. The electors at the H?tel de Ville listened with avidity to a suggestion of Mirabeau, thrown out in the National Assembly, which passed at the time without much notice. This was for organising the citizens into a City Guard. The plan had originated with Dumont and his countryman, Duroverai, both Genevese. Mirabeau had adopted and promulgated it. Fallen unnoticed in the Assembly, on the 10th of July Carra revived it at the H?tel de Ville. He declared that the right of the Commune to take means for the defence of the city was older than the Monarchy itself. The Parisian people seconded, in an immense multitude, this daring proposition, and desired nothing more than a direct order to arm themselves and to maintain their own safety. Thus encouraged, Mirabeau renewed his motion in the National Assembly. He demanded that the troops should be withdrawn from the neighbourhood of Versailles and Paris, and a burgher guard substituted. He also moved that the "discussion on the Constitution should be suspended till the security of the capital and the Assembly were effected." He moved for an address to the king, praying him to dismiss the[363] troops, and rely on the affections of his people. The motion was carried, and a committee appointed to draw up the address. The address was presented by a deputation of twenty-four members. The king replied that the troops had been assembled to preserve public tranquillity and to protect the National Assembly; but that if the Assembly felt any apprehension, he would send away the troops to Noyon or Soissons and would go himself to Compigne. This answer was anything but satisfactory, for this would be to withdraw the Assembly much farther from Paris, and the movement would thus weaken the influence of the Assembly, and at the same time place the king between two powerful armiesthe one under Broglie, at Soissons, and another which lay on the river Oise, under the Marquis de Bouill, a most determined Royalist. The Assembly was greatly disconcerted when this reply was reported.As soon as Parliament assembled, Earl Grey in the Upper House, and Lord Althorp in the Commons, stated what the intentions of the Government were with regard to the Reform question. Earl Grey announced that they had prepared a measure which had met with the entire, the unanimous concurrence of the whole of his Majesty's Government. The measure was to originate in the House of Commons, and Lord Althorp intimated that the duty of introducing it had been entrusted to the Paymaster of the Forces,[330] Lord John Russell, though not then a member of the Cabinet. This was done because they thought it no more than due to his long perseverance in the cause of Reform in times when it was unpopular. When it was difficult to obtain a hearing upon the subject, he had brought forward plans of partial Reform, and now that the cause was prosperous, they deemed it due to his perseverance and ability that he should be the person selected by the Government to bring forward their plan of full and efficient Reform. The measure was to be introduced on the 1st of March.
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TWO:Whilst these contentions were going on, Wren had entered fairly on his profession of architect. He built the Sheldonian Theatre at Oxford, begun in 1663, and completed in 1669; and the fine library of Trinity College, Cambridge, and the beautiful square, Neville's Court, to the same college. He also built the chapels of Pembroke and Emmanuel Colleges, in the same university. In the erection of these, he suffered, from the conceit and conflicting opinions of parties concerned, a foretaste of the squabbles and contradictions which rendered the whole period of the building of St. Paul's miserable. In 1665 he found leisure to visit Paris, and study the magnificent palaces and churches with which Louis XIV. was embellishing his capital. There he got a glimpse of the design for the Louvre, which Bernini, the architect, showed him, but only for a moment; and he was in communication with Mansard, Le Vau, and Le Pautre.
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