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THREE:On the 20th of January a Bill was introduced to the House of Lords for the naturalisation of the Prince. By this Act, which passed the next day through the House of Commons, the Prince was declared already exempt, by an Act passed in the sixth year of George IV., from the obligations that had previously bound all persons to receive the Lord's Supper within one month before exhibition of a Bill for their naturalisation. And the Bill was permitted to be read the second time without his having taken the oaths of Supremacy and Allegiance, as required by an Act passed in the first year of George I. But on the second reading in the House of Lords the Duke of Wellington objected that it was not merely a Bill[468] for naturalising the Prince, but that it also contained a clause which would enable him, "during the term of his natural life, to take precedence in rank after her Majesty in Parliament, and elsewhere as her Majesty might think fit and proper," any law, statute, or custom to the contrary notwithstanding. The Duke of Wellington stated that as the title of the Bill said nothing about precedence, the House had not received due notice of its contents; he therefore moved the adjournment of the debate. Lord Melbourne remarked that the omission was purely accidental and, in his opinion, of no importance; at the same time he admitted that this Bill did differ in form from other similar Bills, as it gave the Queen power to bestow on Prince Albert a higher rank than was assigned to Prince George of Denmark, or to Prince Leopold. But the reason for the difference was to be found in the relative situation of the parties. Lord Brougham, however, pointed out a practical difficulty that might possibly arise. According to the proposed arrangement, if the Queen should die before there was any issue from the marriage, the King of Hanover would reign in this country, and his son would be Prince of Wales. Prince Albert would thus be placed in the anomalous position of a foreign naturalised Prince, the husband of a deceased Queen, with a higher rank than the Prince of Wales. Lord Londonderry decidedly objected to giving a foreign Prince precedence over the Blood Royal. In consequence of this difference of opinion the debate was adjourned till the following week, when the Lord Chancellor stated that he would propose that power should be given to the Crown to allow the Prince to take precedence next after any Heir Apparent to the Throne. Subsequently, however, Lord Melbourne expressed himself so anxious that it should pass with all possible expedition, that he would leave out everything about precedence, and make it a simple Naturalisation Bill, in which shape it immediately passed.

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THREE:

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THREE:BEAUS AND BELLES OF THE REGENCY PERIOD.

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THREE: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 Clyde��a 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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