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FORE: 8.00 - 10.00 | JUN 09,2014

FORE:In the House of Lords the second reading was carried on the 28th of May by a majority of 47, and the Bill was finally passed on the 25th of June. The attitude of the House was due entirely to the Duke of Wellington, and his conduct constitutes his best claim to the title of statesman. But the downfall of the Peel Ministry was inevitable. In a letter to the Duke, of the 18th of February, Lord Stanley had said that, whatever might be the result of the Corn Bill, the days of the existing Government were numbered, and that the confidence of his party in Sir Robert Peel had been so shaken, "that, in spite of his pre-eminent abilities and great services, he could never reunite it under his guidance." The Protectionist party found its opportunity in the Irish Coercion Bill, which, introduced by Earl St. Germans into the House of Lords, had slowly passed through its various stages, and appeared in the Commons in March. At first the Bill was obstructed in order to delay the Corn Bill, but when that measure became law, Whigs and Protectionists��who had voted for the second reading of the Protection of Life Bill��resolved to use it as an instrument for the overthrow of Peel. They combined, therefore, with the Radicals and Irish members, and, on the very night on which Free Trade was passed by the Lords, the Minister was finally defeated in the Commons. He might have dissolved, but his preference was for retirement. The concluding words of his speech will long be remembered. He said: "With reference to honourable gentlemen opposite, I must say, as I say with reference to ourselves, neither of us is the party which is justly entitled to the credit of those measures. There has been a combination of parties, and that combination, and the influence of Government, have led to their ultimate success; but the name which ought to be, and will be, associated with the success of those measures, is the name of the man who, acting, I believe, from pure and disinterested motives, has, with untiring energy, by appeals to reason, enforced their necessity with an eloquence the more to be admired because it was unaffected and unadorned��the name which ought to be associated with the success of those measures is the name of Richard Cobden. Sir, I now close the address which it has been my duty to make to the House, thanking them sincerely for the favour with which they have listened to me in performing the last act of my official career. Within a few hours, probably, that favour which I have held for the period of five years will be surrendered into the hands of another��without repining��I can say without complaint��with a more lively recollection of the support and confidence I have received than of the opposition which, during a recent period, I have met with. I shall leave office with a name severely censured, I fear, by many who, on public grounds, deeply regret the severance of party ties��deeply regret that severance, not from interest or personal motives, but from the firm conviction that fidelity to party engagements��the existence and maintenance of a great party��constitutes a powerful instrument of government. I shall surrender power severely censured also by others who, from no interested[524] motives, adhere to the principle of Protection, considering the maintenance of it to be essential to the welfare and interests of the country. I shall leave a name execrated by every monopolist who, from less honourable motives, clamours for Protection because it conduces to his own individual benefit; but it may be that I shall leave a name sometimes remembered with expressions of good-will in the abodes of those whose lot it is to labour, and to earn their daily bread by the sweat of their brow, when they shall recruit their exhausted strength with abundant and untaxed food, the sweeter because it is no longer leavened by the sense of injustice." 9.00 - 10.00 | FEB 15,2014

FORE:The earliest idea of a steam-engine was that given by the Marquis of Worcester, in his "Century of Inventions," in 1663, which idea he obtained from De Caus, and reduced to action in London. The next step was to Papin's Digester, and then to Savery's so-called "Atmospheric Engine." This, improved by Newcomen in 1711,[195] was introduced to drain mines in all parts of the kingdom, but especially in the coal-mines of the north and midland counties, and the copper mines of Cornwall. By its means many mines long disused through the accumulation of water were drained and made workable, and others were sunk much deeper. Smeaton, in 1769, greatly improved this engine, which, from its rapid working of a horizontal beam, was called by the miners a "Whimsey," as having a whimsical look. Watt, then a student in the University of Glasgow, commenced a series of experiments upon it, which, between 1759 and 1782, raised the engine to a pitch of perfection which made it applicable not only to draining water out of mines, but, by the discovery of the rotatory motion, enabled it to propel any kind of machinery, spin cotton, grind in mills of all kinds, and propel ships and carriages. Watt was greatly aided in his efforts by Mr. Matthew Boulton, and their engines were manufactured at Soho Works, near Birmingham. They did not, however, enjoy the fruits of their patents for protecting their inventions without many most unprincipled attempts to invade their rights by masters of mines and others, by which they were involved in very harassing law-suits. The first application of the steam-engine to the machinery of a cotton-mill was at Papplewick, in Nottinghamshire, in 1785, and the first mill built for the employment of machinery driven by an engine was in Manchester, in 1789. The first application of the engine to propel a vessel was at Dalswinton, on the Clyde, in 1788, the boat being constructed by Patrick Miller, James Taylor, and William Symington. In the following year these inventors made a second experiment on the Forth and Clyde Canal at the Carron Works, with perfect success, the vessel going at the rate of nearly seven miles an hour. Symington was probably the real machinist in this firm, and in 1802 he made a tug-boat on the Forth and Clyde Canal, under the patronage of Lord Dundas, which was worked extremely well by its engine. In 1807 Fulton followed up these experiments by launching a steam-boat on the Hudson, in America, after having in vain solicited the patronage of the British and French Governments for his enterprise. The proposal of Fulton, submitted to the Academy of Paris, was received with a burst of laughter, and Napoleon abandoned the project in deep disgust at having been, as he supposed, made a dupe of by Fulton. We have pointed out on the preceding page the period of the first application of the steam-engine to railways.Orders soon came from the Government for the liberation of the prisoners. After some consultation with their friends, it was resolved that there should be a public procession from the prison in the morning. Mr. O'Connell, however, left that evening, and proceeded on foot to his house in Merrion Square. Before he had reached the square, the tidings spread abroad that he was out, and crowds rapidly assembled from all directions. The people leaped and danced about him, while their acclamations rent the air. When he placed his foot upon the step to ascend to his own door, the exulting shouts of some 10,000 or 15,000 people were almost deafening. Appearing on the balcony of his house, where he had often stood before, to address his followers, they could scarcely be got to keep silence while he spoke. The procession next day was, in point of magnitude, quite in keeping with the other "monster" proceedings. Twelve o'clock was the time appointed to start from the prison, and at that hour the first part of the procession arrived. Its length may be inferred from the fact that it was not until two o'clock that the triumphal car reached the prison gate. During those two hours thousands upon thousands defiled before it in one unbroken line of men, perfect order being kept, without the aid of a single policeman, and the marching mass being broken into sections only by the bands of music, preceding the flags or carriages of the different trades, which numbered about thirty. The bands were all dressed in fancy uniforms, bearing bright colours��blue, pink, and green��with banners of the most gorgeous description. There was such a demand for carriages and vehicles of all sorts, that Dublin alone could not meet it, and carriages were obtained from Bray, and various other places around the metropolis. The procession was composed of Repeal wardens, members of the Repeal Association, the Lord Mayor, aldermen, and town council, personal friends and political admirers of O'Connell. 11.00 - 10.00 | JUN 10,2014