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ONE: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.Earl Grey had lived to witness the triumphant realisation of all the great objects for which throughout his public life he had contended, sometimes almost without hope. Catholic Emancipation had been yielded by his opponents as a tardy concession to the imperative demand of the nation. In the debates on that question in the House of Lords, Lord Grey was said to have excelled all others, and even himself. The long dormant question of Parliamentary Reform was quickened into life by the electric shock of the French Revolution of 1830, when the Duke of Wellington, with equal honesty and rashness, affirmed that the existing system of representation enjoyed the full and entire confidence of the country. This declaration raised a storm before which he was compelled to retire, in order to make way for a statesman with keener eye and firmer hand, to hold the helm and steer the vessel in that perilous crisis of the nation's destiny. Throughout the whole of that trying time Earl Grey's wisdom, his steadfastness, the moral greatness of his character, and the responsibility of his position, made him the centre of universal interest, and won for him the respect and admiration of all parties in the nation. Baffled again and again in the struggle for Reform, undismayed by the most formidable opposition, not deterred or disheartened by repeated repulses, he renewed his attacks on the citadel of monopoly and corruption, till at last his efforts were crowned with victory. And well did he use the great power for good which the Reform Parliament put into his hands. The emancipation of the slaves, the reform of the Irish Church, and the abolition of the gigantic abuses of the Poor Law system, were among the legislative achievements which he effected. His foreign policy, in the able hands of Lord Palmerston, was in harmony with his own domestic policy��bold, just, moderate, true to the cause of freedom abroad, while vigilantly guarding the national honour of his own country. By his vigorous diplomacy he had saved Belgium from being overwhelmed by the Dutch, and at the same time kept her independent of France. A capable Sovereign had been provided for her in Leopold of Saxe-Coburg, the widowed husband of Charlotte of England. Finally, when the Dutch declined to give way to the remonstrances of the Western Powers, a joint Anglo-French expedition was dispatched, which compelled the citadel of Antwerp to capitulate on December 23rd, 1832. Nevertheless, such was the obstinacy of the Dutch that the question remained unsettled on the fall of the Grey Ministry. Lord Palmerston's foreign policy was equally noteworthy in other quarters of the globe. If he could do little for the revolution in Poland, he could at least preserve constitutionalism in the Peninsula, where it was threatened by Dom Miguel in Portugal, and, after the death of Ferdinand in 1833, by Don Carlos in Spain. On the 22nd of April, 1834, Palmerston, in concert with Talleyrand, now French Minister in London, drew up the Quadruple Treaty, by which the two Powers undertook to deliver the Peninsula from the Absolutist pretenders. Its effect for the time being was remarkable; they both fled from the country, and constitutionalism was restored.