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ONE: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.
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ONE:During the winter of 1812 and the spring of[63] 1813 Buonaparte was making the most energetic exertions to renew the campaign against Russia and the German nations that were now uniting with the Czar. He called out new conscriptions, and enforced them with the utmost rigour; the militia were drafted extensively into the regular army, and the sailors, whose service had been annihilated by the victorious seamen of Great Britain, were modelled into regiments, and turned into soldiers. He sent for part of his forces from Spain; and in the spring he was enabled to present himself in Germany at the head of three hundred and fifty thousand men. But this was a very different army from that which he had led into and lost in Russiaan army of practised veterans, familiar with victory through a hundred fights. It was necessarily but ill-disciplined, and much more full of the sense of wrong in having been dragged from home and its ties than of any thirst of glory. The cavalry was especially defective, and had lost the commander who gave it such spirit by his own example. Disgusted by the insolence and sarcasms of Buonaparte, and believing that his career was about to end, Murat quitted his command on the 16th of January, 1813, and hastened to Naples, where he was not long in opening negotiations with Great Britain and the other Powers for the acknowledgment of his kingdom as one independent of France, and ranking with the other established Powers of Europe. Nor was this the only alarming circumstance. Bernadotte was at the head of an army of Swedes against himBernadotte whom he had driven by the same insolent and unbearable domination into the arms of his enemies, and whom he now denounced as a renegade Frenchman who had renounced his country. The truth, however, was that Bernadotte had been adopted by a new country, and was bound to defend it.To commence a course of more rigour in Massachusetts, Governor Hutchinson was recalled, and General Gage, a man who had seen service, and had the reputation of firmness and promptitude, was appointed in his stead. But the mischief of the new Acts became rapidly apparent. Had the Boston Port Bill alone been passed, perhaps not much harm might have been done. There were numbers of people throughout America who were of opinion that Boston had gone too far in destroying the tea, and might have remained passive if the Bostonians had been compelled to make compensation. But the fatal Act was[212] that which abolished the Massachusetts Charter. That made the cause common; that excited one universal alarm. If the British Government were thus permitted to strike out the colonial Charters at pleasure, all security had perished. All the colonies determined to support their own cause in supporting that of Massachusetts.
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