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THREE:In North America matters were still more unprosperous. Lord Loudon had raised twelve thousand men for the purpose of taking Louisburg and driving the French from our frontiers; but he did nothing, not even preventing the attack of Marshal Montcalm, the Commander-in-Chief in Canada, on Fort William Henry, which he destroyed, thus leaving unprotected the position of New York. At the same time, Admiral Holbourne, who was to have attacked the French squadron off Louisburg, did not venture to do it, because he said they had eighteen ships to his seventeen, and a greater weight of metal.On the 1st of July the report of the committee was read, together with the form of declaration as drawn up by Jefferson, but afterwards remodelled by Franklin and the committee. Nine states now voted for independence. Pennsylvania and South Carolina voted against it. Delaware and South Carolina requested an adjournment to the next day, in order to make up their minds, when they voted for it, a new delegate having arrived from Delaware with firmer instructions. New York held out against independence, General Howe having now arrived at Sandy Hook, and the Provincial Congress having retired from New York to White Plains. Jay and Gouverneur Morris, from that State, were, however, vehement for independence, asserting that the Congress of New York ought to be dissolved, and delegates sent up to a new and more popular Congress.

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THREE:JOHN WESLEY.

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THREE:[458]In fact, the chief scene of the war during this year continued to be south. In September, D'Estaing arrived off Savannah, to co-operate with the American forces in recovering that important place. He brought with him twenty-four ships of the line and fourteen frigates, and was moreover attended by a numerous squadron of French and American privateers, besides carrying a considerable body of troops. On learning D'Estaing's approach, General Lincoln and Governor Rutledge began to march their troops towards Savannah, and sent a number of small vessels to enable the French to carry their troops up the river, and land them near the town. General Prevost, commander of the English garrison, made the most active preparations to receive them. D'Estaing had agreed to wait for the arrival of General Lincoln, with the South Carolina force, but, with the want of faith characteristic of the man, on the 12th of September he landed three thousand men, and summoned General Prevost to surrender in the name of the French king. Prevost claimed twenty-four hours to decide, and this time he employed in strengthening his defences. Before the expiration of this time Colonel Maitland, who was on the march for Beaufort with eight hundred veterans, came in, and Prevost returned for answer that he would defend the place to the utmost. On the 16th, General Lincoln arrived, and was greatly incensed to find that D'Estaing had broken the agreement to wait for him, and still worse, had summoned the place in the name of France instead of the Congress.

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THREE:In September Commodore Sir Samuel Hood captured five frigates, which issued from Rochefort, laden with troops, stores, arms, and ammunition for the French forts in the West Indies. But the most daring feats of bravery were performed by Captain Lord Cochrane, afterwards Lord Dundonald. Early in this year he sent a number of boats up the Gironde, not far from Bordeaux, to endeavour to seize two large brig corvettes, the nearest of which lay twenty miles up the river, protected by two heavy land batteries. The sailors successfully brought away the first vessel, having only three men wounded in the affair; the other corvette lay much higher up the river, but, hearing the firing, it fell down to the assistance of its companion vessel; but the British seamen beat it back, and carried away their prize in the face of crowds of armed militia, and greater crowds of people along the shores. Whilst this daring action was in progress Lord Cochrane was not idle. He attacked with his single frigate one sixteen-gun and two twenty-gun corvettes, and drove them on shore. He then proceeded to Aix, to reconnoitre a strong fleet anchored in the roads, under cover of strong batteries. His little frigate, the Pallas, a twelve-pounder of thirty-two guns, was attacked by a forty-four-gun frigate and three big corvettes, but they were compelled to retire without driving him from his station. He then landed part of the crew of the Pallas, who destroyed some signal-posts which gave notice of all the movements of the British cruisers. One of these signal-posts was defended, but in vain, by a hundred French militia. He next attacked a battery of three thirty-six pounders, and a garrison of fifty men, spiked the guns, blew up the magazine, and flung the shot and shells into the sea. The frigate Minerva, of forty-four guns, and three corvettes, then ran out of harbour with studding-sails and royals set, and commenced a simultaneous attack on the Pallas; but Cochrane soon reduced the Minerva almost to a wreck, and was on the point of boarding her when two other frigates hastened to her aid, and the Pallas, considerably damaged herself, was obliged to haul off. Such were the audacious doings of the British men-of-war in every quarter of the world, and in these Lord Cochrane stood always conspicuous for his unparalleled daring and adroitness.Further correspondence on the subject did not heal the wound that had been inflicted on the pride of the Spanish Government, but rather inflamed it; and on the 19th of May the British ambassador received a peremptory order to quit the kingdom within forty-eight hours. In dismissing him, the Duke de Sotomayor administered to him a very sharp rebuke. "Your conduct," he said, "in the execution of your important mission has been reprobated by public opinion in England, censured by the British press, and condemned in the British Parliament. Her Catholic Majesty's Government cannot defend it when that of her Britannic Majesty has not done so." Sir Henry Bulwer accordingly departed, Mr. Otway, the principal attach��, remaining to transact any necessary business connected with the embassy. Diplomatic relations were not renewed for some time, and, it must be admitted, that the insult that had been offered to England was in a great measure provoked.

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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.

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THREE:The anti-Gallic spirit was at the same time made violent use of to crush opinion at home. It is true that there was a foolish zeal on behalf of the French Revolution in a certain portion of the British public, which ought, by this time, to have been cooled by the too obvious nature and tendency of that Revolution; but this might readily have been prevented from doing harm by a fair exposure of the folly of the admirers of so bloody and dishonest a system as that of the French Jacobins. But it was more in accordance with the spirit of Government at that time to endeavour to crush the freedom of the press and of speech, under cover of the repression of a Gallic tendency. The persecution began in Scotland.[185]

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