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TWO:Painting, like architecture, was at a very low ebb during this period, with one or two brilliant exceptions. Foreign artists were in demand, and there was no native talent, except that of Thornhill and Hogarth, which could claim to be unjustly overlooked in that preference. Sir Peter Lely was still living, but Sir Godfrey Kneller, another foreigner, was already taking his place. Kneller was a German, born at Lübeck, and educated under the best Flemish masters of the day. As he had chosen portrait-painting as his department, he hastened over to England after a visit to Rome and Venice, as the most profitable field for his practice, and being introduced to Charles II. by the Duke of Monmouth, he became at once the fashion. Kneller had talents of the highest order, and, had not his passion for money-making been still greater, he would have taken rank with the great masters; but, having painted a few truly fine pictures, he relied on them to secure his fame, and commenced an actual manufacture of portraits for the accumulation of money. Like Rubens, he sketched out the main figure, and painted the head and face, leaving his pupils to fill in all the rest. He worked with wonderful rapidity, and had figures often prepared beforehand, on which he fitted heads as they were commissioned. Sir John Medina, a Fleming, was the chief manufacturer of ready-made figures and postures for him, the rest filled in the draperies and backgrounds. Kneller had a bold, free, and vigorous hand, painting with wonderful rapidity, and much of the grace of Vandyck, but only a few of his works show what he was capable of. The beauties of the Court of William and Mary, which may be seen side by side with those of the Court of Charles II. by Lely at Hampton Court, are far inferior to Lely's.The English Government, instead of treating Wilkes with a dignified indifference, was weak enough to show how deeply it was touched by him, dismissed him from his commission of Colonel of the Buckinghamshire Militia, and treated Lord Temple as an abettor of his, by depriving him of the Lord-Lieutenancy of the same county, and striking his name from the list of Privy Councillors, giving the Lord-Lieutenancy to Dashwood, now Lord Le Despencer.

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THREE:Charles landed in Lochnanuagh on the 25th of July, and was conducted to a farm-house belonging to Clanranald. He then despatched letters to the Highland chiefs who were in his interest. Principal amongst these were Cameron of Lochiel, Sir Alexander Macdonald, and Macleod. Lochiel was as much confounded at the proposal to commence a rebellion without foreign support as the Macdonalds. For a long time Lochiel stood out, and gave the strongest reasons for his decision; but Charles exclaimed, "I am resolved to put all to the hazard. I will erect the Royal Standard, and tell the people of Britain that Charles Stuart is come over to claim the crown of his ancestors, or to perish in the attempt. Lochiel, who, my father has always told me, was our firmest friend, may stay at home, and learn from the newspapers the fate of his prince." "Not so!" instantly replied the impulsive Highlander. "I will share the fate of my prince, whatever it may be, and so shall every man over whom nature or fortune has given me any power." The decision of Lochiel determined the whole Highlands. The Macdonalds of Skye held back when sent for, but numbers of others were immediately influenced by the example of Lochiel. Macdonald of Keppoch, Macdonald of Glengarry, and numbers of others, sent in their adhesion. Charles then removed to Kinloch Moidart, the residence of the chief of that name, where he was joined by Murray of Broughton, who brought with him[93] from the south the manifestoes of Charles ready printed. Charles appointed him his secretary, which post he continued to hold during the expedition.Scarcely had Lord Exmouth reached home when he was ordered forth again to avenge this outrage, and he sailed from Plymouth on the 28th of July, 1816, with a fleet of twenty-five large and small ships. At Gibraltar he was joined by the Dutch Admiral Van Cappellan with five frigates and a sloop, to which were added a number of British gunboats. On the 27th of August Lord Exmouth sailed right into the formidable harbour of Algiers, and dispatched a messenger to the Dey, demanding instant and ample recompense for the outrage; the delivery of all Christian slaves in the kingdom of Algiers; the repayment of the money received by the Dey for the liberation of Sicilian and Sardinian slaves; the liberation of the British consulwho had been imprisonedand of two boats' crews detained; and peace between Algiers and Holland. The messenger landed at eleven o'clock, and two hours were given the Dey to prepare his answer. The messenger remained till half-past two o'clock, and no answer arriving, he came off, and Lord Exmouth gave instant orders for the bombardment. The attack was terrible. The firing from the fleet, which was vigorously returned from the batteries in the town and on the mole, continued till nine in the evening. Then most of the Algerine batteries were knocked literally to pieces, but the firing did not cease till about eleven. No sooner was the assault over than a land wind arose and carried the fleet out of the harbour, so that the vessels were all out of gunshot by two o'clock in the morning. A wonderful spectacle then presented itself to the eyes of the spectators in the fleet. Nine Algerine frigates, a number of gunboats, the storehouses within the mole, and much of the town were in one huge blaze, and by this they could see that the batteries remained mere heaps of ruins. The next morning Lord Exmouth sent in a letter to[123] the Dey with the offer of the previous day, saying, "If you receive this offer as you ought, you will fire three guns." They were fired. The Dey made apologies, and signed fresh treaties of peace and amity, which were not of long endurance. But within three days one thousand and eighty-three Christian slaves arrived from the interior, and were received on board and conveyed to their respective countries.

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THREE:

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THREE:Whilst the French armies had been carrying bloodshed and misery into the countries around them, their brethren at home had been equally[436] busy in pushing forward those mutual hatreds which appeared likely to end in the extermination of the whole race of revolutionists. The Girondists being destroyed, new divisions showed themselves in those who had hitherto been alliesRobespierre and his coadjutors. Hbert, Chaumette, Clootz, Ronsin, and others, began to raise their heels against their chief, and their chief doomed every one of them to the guillotine. His most important victim was Danton, a man by no means contemptible (guillotined April 5th, 1794).

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THREE:THE ROYAL PALACE, MADRID. (From a Photograph by Frith & Co.)

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THREE:There were three or four more of these utterly unequal fights, in which the Americans succeeded in capturing small British vessels when at the point of sinking. Such was the case with the Macedon, which, with a crew of two hundred and sixty-two men and thirty-four boys, fought the United States, with more and heavier guns, and with a crew of four hundred and seventy-seven men and one boy. The Macedon was a complete wreck before she struck. Similar cases were those of the Java frigate, Captain Lambert, which struck to the Constitution, and the British eighteen-gun brig-sloop the Frolic, which struck to the American brig-sloop Wasp, of eighteen guns. Here the arms were equal, but the crews most unequal, for the Frolic had a small crew, very sickly from five years' service in the West Indies, and the ship itself was in bad condition. Within a very few hours the Frolic was re-captured by the British seventy-four gun-ship, the Poictiers, which carried off the American vessel too. In none of these cases was there anything like an equal fight, the Americans being too shrewd to risk that if they[38] could avoid it. In all cases a large proportion of the crews was made up of British deserters. The accounts, however, which the Americans published of these affairs were as usual of the most vaunting character. "His Excellency the Marquis of

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THREE:

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TWO: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.On the 9th of January, a month after their arrival, Lord Derwentwater was impeached of high treason by Mr. Lechmere in a bitter speech in the Commons. Other members, with equal acrimony, followed with impeachments against the Lords Widdrington, Nithsdale, Wintoun, Carnwath, Kenmure, and Nairn. The impeachments were carried up to the House of Lords on the same day, and on the 19th the accused noblemen were brought before the Peers, where they knelt at the bar until they were desired to rise by the Lord Chancellor, when, with the exception of Lord Wintoun, they confessed their guilt, and threw themselves on the mercy of the king. Sentence of death was immediately pronounced on those who had pleaded guilty; and Lord Wintoun was condemned after trial, but several months later he effected his escape from the Tower. Every effort was made to save the prisoners, and they were all reprieved, with the exception of Derwentwater, Kenmure, and Nithsdale. The first two were executed; but the Countess of Nithsdale, being about to take her leave of her husband, contrived, by introducing some friends, to secure his escape in female attire.

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THREE:

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THREE:There were other transactions besides those of the American campaign, during the year, which demand notice. Rodney co-operated with a body of troops under General Vaughan in an attempt to recover the island of St. Vincent, which the French had taken in the previous year, but they were not successful. They then turned their attack on the island of St. Eustatia, belonging to the Dutch, and the governor not having heard the news of the war, they met with no resistance. The capture was a most valuable one; the whole island seemed one great store of Dutch and American products and goods. There were one hundred and fifty merchant vessels in the harbour all secured, besides six ships of war and a fleet of thirty Dutch West Indiamen, which had just left, but which were sent after and brought back. The value of the whole prize was estimated at three millions eight hundred thousand pounds. A large quantity of the merchandise belonged to Englishmen, who were engaged thus in supplying the Americans through this channel. Rodney confiscated the whole of it. In vain did the owners demand, through the Assembly of St. Kitt's, the restoration of those goods; Rodney would not listen to them. Besides St. Eustatia, the small neighbouring islands of St. Martin and Saba, and the Dutch settlements on the rivers of Demerara and Essequibo, in Guiana, were taken with their ships and property. The Dutch trade in these parts received a mortal blow. On the other hand, the French, under the Marquis de Bouill, captured the island of Tobago.Prince Ferdinand of Brunswick was more successful. He was at the head of an army of fifty-five thousand men, including ten or twelve thousand English, under Lord George Sackville. As the French had taken Frankfort-on-the-Main, he left the British and Hanoverian troops, amounting to twenty-eight thousand men, to watch the French, under Marshal de Contades, upon the Lippe, and set out to drive back the other divisions of the French, under De Broglie. He found these amounted to thirty-five thousand strong, but he did not hesitate to engage them at Bergen, on the Nidda, near Frankfort. After a hard-fought battle, he was defeated with a loss of two thousand men and five pieces of cannon. De Broglie pushed rapidly after him, formed a junction with Contades, and speedily reduced Cassel, Münster, and Minden. There appeared every prospect of the whole Electorate of Hanover being again overrun by them. The archives were once more sent off to Stade, ready for embarkation. But Ferdinand now displayed the superiority of his generalship. He left five thousand of his troops, with an air of carelessness, in the way of the French, who, unsuspicious of any stratagem, hastened forward to surprise them, when, to their astonishment, they found the whole of Ferdinand's army had been brought up in the night, and were drawn up behind a ridge near Minden.

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THREE:The construction of public roads has been greatly improved in the United Kingdom by the general adoption of the plan of Mr. Macadam, who gave his name to the process of substituting stones broken small for the old rough pavement. We read with astonishment of the state of English roads a century ago, of carriages breaking down and sticking fast in deep ruts, and of days passed in a journey which now only occupies as many hours. Yet in early times England was better off in this respect than other countries. Of all the proofs of social progress which the country now exhibits to such a marvellous extent on every side, there is nothing more decisive or more wonderful than the rapidity with which we have improved and extended our internal communication. From 1818 to 1839 the length of turnpike roads in England and Wales was increased by more than 1,000 miles. In the former year England and Wales contained paved streets and turnpike roads to the extent of 19,725 miles. Scotland also made great progress in the construction of highways from the commencement of the century, and roads were thrown across the wildest districts in Ireland. By the improvement of the common roads, and in the construction of vehicles, stage coaches increased their speed from four to ten miles an hour. Upon the Stamp Office returns for 1834 a calculation was based which showed that the extent of travelling on licensed conveyances in that year would be equal to the conveyance of one person for a distance of 597,159,420 miles, or more than six times the distance between the earth and the sun. There were, in 1837, in England, fifty-four mail coaches drawn by four horses each, and forty-nine by two horses each, drawn at an average speed of nine miles an hour. Ireland had at the same time thirty four-horse mails, and Scotland ten.An attempt was again made on the part of Grey and Grenville to form a Ministry, but without effect. Overtures were then made to Lord Wellesley and Canning, who declined to join the Cabinet, alleging differences of opinion on the Catholic claims and on the scale for carrying on the war in[25] the Peninsula. In the House of Commons, on the 21st of May, Mr. Stuart Wortley, afterwards Lord Wharncliffe, moved and carried a resolution for an address to the Regent, praying him to endeavour to form a Coalition Ministry. During a whole week such endeavours were made, and various audiences had by Lords Moira, Wellesley, Eldon, the Chancellor of the Exchequer, etc., and Moira was authorised to make proposals to Wellesley and Canning, to Grey and Grenville. But all these negotiations fell through. Grey and Grenville refused to come in unless they could have the rearrangement of the Royal Household. This demand was yielded by the Regent, but Sheridan, who hated them, did not deliver the message, and so the attempt failed. But at the same time, apart altogether from this matter, they could not have pursued any effectual policy. It was therefore much better that they should not come in at all.

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TWO:In the early portion of the reign the manners and customs differed little from those described in the preceding one. There was great dissipation, and even coarseness of manners, amongst the nobility and gentry. It was the custom to drink to intoxication at dinners, and swearing still garnished the language of the wealthy as well as of the low. Balls, routs, the opera, the theatre, with Vauxhall and Ranelagh, filled up the time of the fashionable, and gaming was carried to an extraordinary extent. Amongst our leading statesmen Charles Fox was famous for this habit. Duelling was equally common, and infidelity amongst fashionable people was of[203] notorious prevalence. George III. and his queen did what they could to discourage this looseness of morals, and to set a different example; but the decorum of the Court was long in passing into the wealthy classes around it. An affluent middle class was fast mingling with the old nobility, and this brought some degree of sobriety and public decency with it. Amongst the lower classes dog-, cock-, and bull-fights were, during a great part of the reign, the chief amusements, and the rudest manners continued to prevail, because there was next to no education. Wesley, Whitefield, and their followers, were the first to break into this condition of heathenism. Robberies and murders abounded both in town and country, and the police was of a very defective character. For the most part there was none but the parish constable. The novels of Fielding and Smollett are pictures of the rudeness and profligacy of these times. The resources in the country of books and newspapers were few, and the pot-house supplied the necessary excitement. The clergy were of a very low tone, or were non-resident, and the farmers, getting rich, aped the gentlemen, followed the hounds, and ended the day with a carouse.

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Rodney, who was still commanding in the West Indies, had been on the look-out for De Grasse, but, missing him, he had dispatched Sir Samuel Hood after him, supposing that he had made for New York. Hood had with him fourteen ships of the line, and, arriving at Sandy Hook on the 28th of August, he found that De Grasse had then sailed for the Chesapeake. Admiral Arbuthnot had been replaced by Admiral Graves, but Graves had only seven ships of the line, and of these only five fit for action. Taking the chief command, with these twenty-one ships Graves set sail for the Chesapeake, with Hood as second in command. There, on the 5th of September, he discerned the fleet of De Grasse at anchor, just within the Capes of Virginia, and blocking up York River with his frigates. Graves had his nineteen ships, De Grasse twenty-eight, and Nelson could have desired nothing better than such a sight in the narrow waters of the Chesapeake: not a ship would have escaped him; but Graves was no Nelson, and allowed De Grasse to cut his cables and run out to sea. There, indeed, Graves attacked him, but under infinitely greater disadvantages, at four o'clock in the afternoon. The night parted them, and De Grasse returned to his old anchorage in the Chesapeake, and Graves sailed away again for New York.Stood waiting for Sir Richard Strachan;
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