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TWO:Great exertions had been made to draw Prussia into the confederation that was forming, and on the 25th of May, 1804, a defensive alliance had been concluded between Prussia and Russia. But the King of Prussia was, at the same time, listening to the offers of Buonaparte, who was encouraging him to expect the annexation of Hanover, and also further territory at the cost of Austria. In these circumstances, Prussia kept a dubious position, but continued to strengthen her armies for an emergency, holding herself ready to close with the best offer. Austria herself was afraid of another war with Buonaparte, and strongly urged that negotiations should be opened with him before proceeding to extremities. However, she too concluded a treaty with Russia in November. It was Pitt's object to draw these threads together. Fortunately the Czar sent his Minister, Nowosiltzoff, to England in 1805, and he readily fell in with Pitt's ideas. Accordingly, on the 11th of April the Treaty of St. Petersburg was signed on the basis of the maintenance of the Treaties of Lun��ville and Amiens. The great coalition was thus practically complete, when news arrived that Buonaparte had annexed Genoa to France. This was a most gross violation of the Treaty of Lun��ville. But the annexation of Genoa was but a small part of the aggressions of Buonaparte on Italy. On the very same journey he made himself King of Italy. On Sunday, the 26th of May, he was crowned in the cathedral of Milan. The Archbishop of Milan performed the ceremony, blessing the old iron crown of the ancient kings of Lombardy, and Buonaparte putting it himself on his head, as he had done that of France. Nor did Napoleon stop here. He wanted a little snug principality for his sister Eliza and her husband, the Corsican Bacciochi, and he turned the Republic of Lucca into such an one, and conferred it upon them. TWO:When these infamous doings were known in England, a feeling of horror and indignation ran through the country. The East India Company was compelled to send out Lord Pigot to Madras to do what Clive had so vigorously done in Bengal��control and reverse the acts of the Council. Pigot most honourably acquitted himself; liberated the outraged Nabob of Tanjore and his family, and restored them. But Pigot had not the same overawing name as Clive. The Council of Madras seized him and imprisoned him, expelling every member of the Council that had supported him. This most daring proceeding once more astonished and aroused the public feeling of England. An order was sent out to reinstate Lord Pigot, but, before it arrived, his grief and mortification had killed him. Sir Thomas Rumbold, a most avaricious man, was appointed to succeed him, and arrived in Madras in February, 1778, Major-General Hector Munro being Commander-in-Chief, and the army of Hyder, one hundred thousand in number, already again menacing the frontiers. TWO: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. TWO:Meanwhile, Buonaparte, summoned by the Directory to take the command of the army of England, had arrived in Paris on the 5th of December, 1797, and had taken up his abode in his former residence, in the Rue Chantereine, which the Commune immediately changed, in honour of the conquest of Italy, into the Rue de la Victoire. But it was necessary that Buonaparte should prepare for the invasion of England, for which purpose he had been called home. All France was in transports of joy at the thought of seeing England at last overrun. The Directory had raised their cry of "Delenda est Carthago!" "It is at London," they said, "that all the misfortunes of Europe are manufactured; it is in London that they must be terminated." On the 8th of February, 1798, Napoleon left Paris to obtain information as to the coasts of the English Channel, preparatory to the sailing of the armament. He visited ��taples, Ambleteuse, Boulogne, Calais, Dunkirk, Furnes, Nieuwport, Ostend, and Walcheren, making at these different ports the necessary surveys, and holding long and earnest conversations with sailors, pilots, smugglers, and fishermen. He returned to Paris on the 22nd, having, in a fortnight, quite satisfied himself that the attempt had better be relinquished so long as England commanded the sea.