TWO:The foreign expeditions planned by the Grenville Ministry were, this year, attended by disgraceful results, and the news of their failure arrived in time to enable the new Ministry to throw additional odium upon their foes. The news of the seizure of Buenos Ayres by Sir Home Popham and General Beresford had induced the late Cabinet to overlook the irregular manner in which their enterprise had been undertaken. They sent out Admiral Sir C. Stirling to supersede Sir Home Popham, who was to be brought before a court-martial, but he took out with him a fresh body of troops, under General Auchmuty. These troops landed at Monte Video on the 18th of January, and, after a sharp contest against six thousand Spaniards, and the loss of five hundred and sixty British killed and wounded, the place was taken on the 2nd of February. Soon afterwards General Whitelocke arrived with orders to assume supreme command and to recapture Buenos Ayres, which the inhabitants had succeeded in recovering. Whitelocke reached Monte Video towards the end of May, and found the British army, with what he brought, amounting to nearly twelve thousand men, in fine condition. With such a force Buenos Ayres would have soon been reduced by a man of tolerable military ability. But Whitelocke seems to have taken no measures to enable his troops to carry the place by a sudden and brilliant assault. It was not till the 3rd of July that he managed to join Major-General Gore, who had taken possession of a commanding elevation[536] overlooking the city. The hope of success lay in the rapidity with which the assault was made: all this was now lost. The rain poured in torrents, and the men had no shelter, and were half starved. All this time the Spaniards had been putting the city into a state of defence. Still, on the morning of the 5th of July the order was issued to storm. The troops advanced in three columns from different sides of the town, headed severally by Generals Auchmuty, Lumley, and Craufurd. Whitelocke said that it could be of no use to delay the advance towards the centre of the town by attacking the enemy under cover of their houses; it could only occasion the greater slaughter. The command, therefore, was to dash forward with unloaded muskets, trusting alone to the bayonet. Much blame was cast on Whitelocke for this order, but there seems strong reason in it, considering the wholly uncovered condition of the troops against a covered enemy, and that the only chance was for each division to force its way as rapidly as possible to certain buildings where they could ensconce themselves, and from whence they could direct an attack of shot and shells on the Spaniards. General Auchmuty, accordingly, rushed on against every obstacle to the great square��Plaza de Toros, or Square of Bulls��took thirty-two cannon, a large quantity of ammunition, and six hundred prisoners. Other regiments of his division succeeded in getting possession of the church and convent of Santa Catalina, and of the residencia, a commanding post; Lumley and Craufurd were not so fortunate. The 88th was compelled to yield; and the 36th, greatly reduced, and joined by the 5th��which had taken the convent of Santa Catalina��made their way to Sir Samuel Auchmuty's position in the Plaza de Toros, dispersing a body of eight hundred Spaniards on their way and taking two guns. Craufurd's division capitulated at four o'clock in the afternoon. In the evening Whitelocke resolved to come to terms. The conditions of the treaty were��that General Whitelocke's army, with its arms, equipage, and stores, was to be conveyed across the La Plata to Monte Video; his troops were to be supplied with food; and that at the end of two months the British were to surrender Monte Video, and retire from the country. Such was the humiliating result of the attempt on Buenos Ayres. Nothing could exceed the fury of all classes at home against Whitelocke on the arrival of the news of this disgraceful defeat. It was reported that he had made the men take their flints out of their guns before sending them into the murderous streets of Buenos Ayres; and had he arrived with his despatches, his life would not have been safe for an hour. There was a general belief that the Court was protecting him from punishment; and, in truth, the delays interposed between him and a court-martial appeared to warrant this. It was not till the 28th of January, 1808, that he was brought before such a court at Chelsea Hospital, when he was condemned to be cashiered, as wholly unfit and unworthy to serve his Majesty in any military capacity whatever.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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