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TWO:But the Ministry of Pitt contained many elements of weakness and discord. Addington and Melville were violently opposed to each other. Wilberforce found this to his cost when he returned to his annual vote for the abolition of the Slave Trade. Addington and Melville, hostile to each other, were both hostile to him and to his project. Pitt warned him of this, and begged him to let his usual motion lie over this Session; but Wilberforce had been so fortunate in carrying it last Session through the Commons, that he was sanguine of succeeding now with both Commons and Lords. He introduced the Bill, obtained a first reading on the 10th of February, and had the second reading fixed for the 28th, but then it was thrown out by seventy-seven against seventy. The Scots members, who the preceding year were neutral, now, probably influenced by Melville, voted against him in a body; the Irish, who had been his warm supporters, now opposed him or held aloof, incensed by his having voted for the suspension of the Habeas Corpus Act in Ireland. It was a terrible blow to Wilberforce, but a worse blow was impending over one of his underminersMelville.Notwithstanding all this treachery and barbarity, General Elphinstone, feeling his situation desperate, was weak enough to trust the Afghan chiefs, and to enter into a convention with them on the 1st of January, in the hope of saving the garrison from destruction. The negotiations were carried on by Major Pottinger, the defender of Herat, and it was agreed that the former treaty should remain in force, with the following additional terms:That the British should leave behind all their guns excepting six; that they should immediately give up all their treasures;[496] and that hostages should be exchanged for married men with their wives and families. To this, however, the married men refused to consent, and it was not insisted on.
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TWO: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.CHAPTER XIV. REIGN OF GEORGE III. (continued).
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TWO:Far more serious than this smallest of little wars was the crisis that had simultaneously overtaken the Levant. For years the Turkish Empire had been on the brink of dissolution, partly through its own weakness, partly through the ambition of Mehemet Ali, the Pasha of Egypt. In 1838 he had been prevented only by a vigorous remonstrance of Lord Palmerston's from declaring himself independent and attacking the Turkish army on the Euphrates. For months the two forces stood face to face, and then the Turks by their own folly provoked the catastrophe. Disregarding the advice of the French and British Governments, the Sultan Mahmoud sent his troops across the river. On the 24th of June, 1839, they were cut to pieces by the Egyptians, on the 29th the Sultan died, on the 30th the Turkish admiral Achmet Pasha sailed off to Alexandria, and handed over his fleet to Mehemet Ali. It was evident that prompt intervention of the Powers could alone preserve the Ottoman Empire from disintegration. But, as soon as Lord Palmerston broached the subject, the French Government refused to take part in a general agreement for the maintenance of the Porte; in fact, its sympathies were openly expressed on the side of the Pasha. Thereupon Lord Palmerston resolved to proceed without Louis Philippe. His overtures to the Russians were cordially received; Austria raised no objections. On the 15th of July, 1840, the Quadrilateral Treaty was signed, by which the British, Austrian, Prussian, and Russian representatives on the one hand, and the Turkish ambassador on the other, bound themselves to compel the Pasha to yield half of Syria to the Porte, and pledged themselves to use force to give effect to their demands.
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