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FORE:A succession of battles now took place with varying success, but still leaving the Allies nearer to Paris than before. If Buonaparte turned against Blucher, Schwarzenberg made an advance towards the capital; if against Schwarzenberg, Blucher progressed a stage. To check Schwarzenberg whilst he attacked Blucher, Napoleon sent Oudinot, Macdonald, and Gerard against Schwarzenberg; but they were defeated, and Napoleon himself was repulsed with severe loss from Craonne and the heights of Laon. But Buonaparte getting between the two Allied armies, and occupying Rheims, the Austrians were so discouraged that Schwarzenberg gave orders to retreat. The Emperor Alexander strenuously opposed retreat; but the effectual argument was advanced by Lord Castlereagh, who declared that the moment the retreat commenced the British subsidies should cease. A sharp battle was fought on the 20th of March, between Schwarzenberg and Napoleon, at Arcis-sur-Aube, and Napoleon was compelled to retreat. Blucher, who had received the order to retreat from Schwarzenberg, had treated it with contempt, and replied to it by his favourite word, "Forwards!" Napoleon had now to weigh the anxious question, whether it was better to push on, and stand a battle under the walls of Paris, with his small, much-reduced force, against the Allies, and with the capital in a state of uncertainty towards him��or to follow and harass the rear of the enemy. He seems to have shrunk from the chance of a defeat under the eyes of his metropolis, and he therefore, finding a Prussian force in Vitry, crossed the Marne on the 22nd of March, and held away towards his eastern frontiers, as if with some faint, fond hope that the peasantry of Franche Comt�� and Alsace might rise and fly to his support. But no such movement was likely; all parts of France were mortally sick of his interminable wars, and glad to see an end put to them. The Allies had now taken the bold resolve to march on Paris and summon it to surrender.The history of the Chartist petition was the most extraordinary part of this whole business. It was presented on the 10th of April, by Mr. Feargus O'Connor, who stated that it was signed by 5,706,000 persons. It lay upon the floor of the House in five large divisions; the first sheet being detached, the prayer was read, and the messengers of the House rolled the enormous mass of parchment to the table. A day was appointed to take its prayer into consideration; but in the meantime it was subjected to investigation, and on the 13th of April Mr. Thornley brought up a special report from the select Committee on Public Petitions, which contained the most astounding revelations. Instead of weighing five tons, as Mr. O'Connor alleged, it weighed 5? cwt. The signatures were all counted by thirteen law-stationers' clerks, in addition to those usually employed in the House, who devoted seventeen hours to the work, and the number of signatures was found to be only 1,975,496, instead of nearly 6,000,000. Whole consecutive sheets were filled with names in the same handwriting; and amongst the signatures were "Victoria Rex," Prince Albert, the Duke of Wellington, Sir Robert Peel, Lord John Russell, etc. The Duke of Wellington's name was written thirty times, and Colonel Sibthorpe's twelve times. Some of the signatures were not names at all��such as "No Cheese," "Pug Nose," "Flat Nose," etc. There were also many insertions so indecent that they could not be repeated by the committee.

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FORE: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.His arguments seemed to satisfy the Home Government, and a large force was sent from Agra to Gwalior, under Sir Hugh Gough, then Commander-in-Chief of India, as successor of Sir Jasper Nicholls. So much interest did Lord Ellenborough feel in this invading expedition that it was accompanied by him in person. The Mahrattas of course prepared to defend themselves. They were met at Maharajpore. After a severe struggle, in which the enemy were bayoneted at their guns, and a series of bloody conflicts had taken place in the streets, the British were victorious, and got possession of twenty-eight guns, with the key of the enemy's position. The battle, however, was not over when this vantage ground was gained; for though the enemy had fallen back, they were prepared for a desperate resistance in other less favourable positions. A general attack was then ordered. Brigadier Scott, at the head of the 10th Light Horse, and Captain Grant, with his Horse Artillery, had scattered their cavalry which covered the extreme right. General Vaillant then led on the 40th Queen's, and successively gained three strong positions, which the enemy defended with the utmost firmness and courage, not quitting their guns till they were cut down by their fierce assailants. In this attack they lost six regimental standards. The 2nd Native Infantry also acted bravely on this occasion. The 39th Queen's also made an impetuous attack, and the result was that the enemy were driven from all their entrenchments in utter confusion, with the loss of nine standards and sixty-four guns. Seven of our officers were killed on the spot or wounded mortally. Our total loss was 106 killed, and 684 wounded. The Commander-in-Chief wrote in his despatch:��"I regret to say that our loss has been very severe��infinitely beyond what I calculated upon. Indeed, I did not do justice to the gallantry of my opponents." It was a loss certainly almost unprecedented in Indian warfare, and it is remarkable that this misfortune repeatedly occurred while Lord Gough was Commander-in-Chief. Lord Ellenborough, with his suite, was rash enough to be under fire during part of the engagement. The loss of the enemy was estimated at 3,000. Major-General Gray, with only 2,000 men, on the same day won a victory over 12,000 of the Mahrattas, in the fortified village of Mangor, about twelve miles from Gwalior. Here, too, the loss of the victors was very heavy, more than a tenth of the little army having fallen.

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FORE:

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FORE:Such being the state of our relations with America, Sir Robert Peel's Government determined to send to Washington a special ambassador who should be clothed with full powers to effect an amicable adjustment of all the causes of dispute. The gentleman selected for this purpose was Lord Ashburton. A more judicious selection could not possibly have been made. Mr. Alexander Baring, who had been raised to the peerage in 1835, having been previously President of the Board of Trade and Master of the Mint, was known throughout the world as one of our merchant princes, and was the husband of an American lady, the daughter of Mr. William Bingham, of Philadelphia, a senator of the United States. The hopes which his mission excited were not disappointed. He sailed from England in February, 1842, and after a tedious and stormy passage, arrived at New York on the 1st of April. He immediately entered upon negotiations with Mr. Webster. They continued till the month of August, when a treaty was agreed upon and signed at Washington by the two plenipotentiaries, the mutual exchange of ratifications to take place[493] in London within six months of that date. By that treaty the line of the north-eastern boundary was settled, concession on the St. John being purchased by the surrender of a strip of land to the States of New York and Vermont. It was stipulated that Great Britain and America should each maintain a sufficient squadron or naval force, carrying not less than eighty guns, for the purpose of enforcing, separately and respectively, the laws, rights, and obligations of each of the two countries for the suppression of the slave trade, and should use their joint influence for suppressing the slave markets. It also provided for the mutual delivery to justice of all persons charged with murder, or assault with intent to murder, or with piracy, robbery, forgery, and arson committed within the jurisdiction of either country, should they be found within the territories of the other; but the evidence of criminality should be sufficient to warrant the committal for trial of the fugitive according to the laws of the country in which he was apprehended. This was a distinct withdrawal of Lord Palmerston's pretensions with regard to the McLeod affair. The mission was thus eminently successful, but Lord Palmerston was of another opinion, and declaimed in the House of Commons against the "Ashburton surrender." But the Commons were unprepared to condemn the work, and the debate ended in a count-out. The House of Lords, on the motion of Brougham, passed a vote of thanks to Lord Ashburton.ARREST OF BRITISH SAILORS BY GREEK SOLDIERS. (See p. 606.)

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