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ONE:But the League did more than attempt to convert the country party. They determined to create a country party of their own. They had already taken up the registration of voters in the[510] boroughs, from which they proceeded, with that practical common sense which had distinguished nearly all their movements, to inquire into the position of the country constituencies, where hitherto the landowners had held undisputed sway. The scheme which resulted from this incursion into the dominions of the enemy was developed by Mr. Cobden at a meeting in the Free Trade Hall, Manchester, on the 24th of October, 1844. The Chandos clause in the Reform Act, giving the tenant-farmers votes for county members, had so strengthened the landlords' influence in the county that opposition at most of the county elections was hopeless. But Mr. Cobden showed his hearers that the counties were really more vulnerable than the small pocket boroughs. In many of these there was no increase from year to year in the number of voters��no extension of houses. The whole property belonged to a neighbouring noble, and as Mr. Cobden said, "You could no more touch the votes which he held through the property than you could touch the balance in his banker's hands." But the county constituency might be increased indefinitely, for there it required but a freehold property of the value of forty shillings a year to give a man a vote. This sum had been adopted from an ancient regulation, when money was of far greater value, and land of far less money worth than it was then; but the forty-shilling qualification existed, and was a powerful engine for the creation of voters. Up to that time it had had but little effect. The laws of England, but more especially the habits and prejudices of landowners, had always kept the land of the county in so few hands as to present an extraordinary contrast with the condition of things in all other nations of Europe. The danger of the forty-shilling clause to aristocratic influence in the county was not perceived, simply because forty-shilling freeholders were rare. But there was no reason why they should be rare. The passion for possessing freehold land was widely spread, and a few facilities offered for purchasing it would soon create a large number of small holders. The chief difficulty in the way of this had hitherto been the great cost of transferring land. Owing to the complicated laws of real property, the land, unlike other articles, could only be bought and sold after a minute investigation into the owner's title, which necessitated an historical account of the ownership extending back over many years. All this, however, the League could easily obviate. They could buy land in the lump, register its title once for all, and part it into small pieces for small buyers. "This," remarked Mr. Cobden, "must be done," and it was done. The Conservative party sneered at the Manchester man's proposition of serving land over a counter, like calico, by the yard; but the movement soon began to tell upon elections, and to alarm the great landed proprietors. ONE: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.

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