THREE:Lord Durham at once resigned, and was succeeded by Mr. Poulett Thomson, afterwards Lord[448] Sydenham, who fully adopted his policy, which was ably expounded in an important report from the pen of Mr. Charles Buller, with additions by Gibbon Wakefield. It was characterised by profound statesmanship, and was the basis of the sound policy which has made united Canada a great and flourishing State. Meanwhile, the returned prisoners from Bermuda showed their sense of the leniency with which they had been treated by immediately reorganising the rebellion. Sir John Colborne, the commander-in-chief, who had, on Lord Durham's departure, assumed provisionally the government of the colonies, thereupon proclaimed martial law, and stamped out the insurrection. Only twelve of the principal offenders were ultimately brought to trial, of whom ten were sentenced to death, but only four were executed. The persons convicted of treason, or political felony, in Upper Canada, from the 1st of October, 1837, to the 1st of November, 1838, were disposed of as follows:pardoned on giving security, 140; sentenced to confinement in penitentiary, 14; sentenced to banishment, 18; transported to Van Diemen's Land, 27; escaped from Fort Henry, 12. The American prisoners had been sent to Kingston, and tried by court-martial on the 24th of November. Four of them were sentenced to death, and executed, complaining of the deception that had been practised on them with regard to the strength of the anti-British party, and the prospects of the enterprise. Five others were afterwards found guilty and executed. The American Government, though deprecating those executions on grounds of humanity, disclaimed all sanction or encouragement of such piratical invasions, and denied any desire on its part for the annexation of Canada.The king rejoiced too soon. The announcement to the public of the queen's death was the knell of the popularity which he had recently acquired. There was an immediate and powerful reaction in the public mind against the king, which was strengthened by the ungracious measures adopted in connection with her funeral. There was a clause in her will to this effect:"I desire and direct that my body be not opened, and that three days after my death it be carried to Brunswick for interment; and that the inscription on my coffin be, 'Here lies Caroline of Brunswick, the injured Queen of England.'" The Government were very anxious to have the corpse sent out of the kingdom immediately, in order that its presence might not interfere with the festivities in Ireland; they therefore wished to have the remains dispatched at once to Harwich for embarkation. Lady Hood appealed in vain to Lord Liverpool for some delay on the ground that the queen's ladies were not prepared to depart so soon, at the same time protesting against any military escort. The military guard was an ostensible honour; but its real object was to prevent popular manifestations detrimental to the Government in connection with the funeral. The friends of the queen could not even learn by what route the body would be conveyed. It should have gone through the City, where the Lord Mayor and Corporation announced their intention of following the hearse; but to prevent that honour, it was ordered that the corpse should be sent round by the New Road[218] to Romford. The funeral passed from Hammersmith to Kensington Church without obstruction; there the conductors were turning off from the way to the City, in order to get into the Bayswater Road, when they were met by a loud cry of wrath and execration from the multitude. In a few minutes the road was dug up, barricaded, and rendered impassable. The Life Guards and the chief magistrate of Bow Street appeared, and seeing the impossibility of forcing a passage, they ordered the cortge to proceed on the direct route through the City, amidst thundering shouts of victory that might have appalled the king had he heard them. In the meantime the multitude had been rushing through the parks in mighty surging masses, now in one direction and now in another, according to the varying reports as to the course the procession was to take. Orders had been issued from the Government that it should go through the Kensington gate of Hyde Park, but the people closed the gates, and assumed such a fierce and determined attitude of resistance that the authorities were again compelled to give way, and again the popular shouts of victory sounded far and wide. Peremptory orders were given by the Government to pass up the Park into the Edgware Road, either by the east side or through Park Lane. In the effort to do this the line of procession was broken, the hearse was got into the Park, and hurried onwards to Cumberland Gate; but the people had outrun the military, and again blocked up the way in a dense mass. Here a collision ensued: the populace had used missiles; the military were irritated, and having had peremptory orders, they fired on the people, wounding many and killing two. But the people, baffled for the moment, made another attempt. At Tottenham Court Road the Guards found every way closely blocked up, except the way to the City. In this way, therefore, they were compelled to move, amidst the exulting shouts of the multitude. Seeking an outlet to the suburbs at every turn in vain, the procession was forced down Drury Lane into the Strand. The passage under Temple Bar was accompanied by the wildest possible excitement and shouts of exultation. The Corporation functionaries assembled in haste and accompanied the funeral to Whitechapel. On the whole way to Romford, we read, that not only the direct, but the cross roads, were lined with anxious spectators. The shops were closed, the bells were tolling, mourning dresses were generally worn, and in every direction symptoms abounded of the deep feeling excited by the death of the queen. The funeral cortge rested for the night at Colchester, the remains being placed in St. Peter's Church. There the plate with the inscription "injured Queen" was taken off, and another substituted. At Harwich the coffin was unceremoniously conveyed to the Glasgow frigate. At length the remains arrived at their last resting-place in a vault beneath the cathedral at Brunswick.
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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.
ONE:The Commissioners recommended the appointment of a central board to control the administration of the Poor Laws, with such assistant Commissioners as might be found requisite, the Commissioners being empowered and directed to frame and enforce regulations for the government of workhouses, and as to the nature and amount of the relief to be given and the labour to be exacted; the regulations to be uniform throughout the country. The necessity of a living, central, permanent authority had been rendered obvious by the disastrous working of the old system, arising partly from the absence of such controlan authority accumulating experience in itself, independent of local control, uninterested in favour of local abuse, and responsible to the Government. A Board of three Commissioners was therefore appointed under the Act, themselves appointing assistant Commissioners, capable of receiving the powers of the Commission by delegation. The anomalous state of things with regard to districts was removed by the formation of unions.
ONE:The name of the leader of the new movement, however, had not yet been added to the list. Mr. Bright, whose residence was at Rochdale, had not begun to give personal aid to the cause, and was scarcely known out of his native town, where his efforts to improve the moral and social condition of the working classes had, however, long made him conspicuous among his fellow-townsmen. The name of Richard Cobden, which appears in the additional list of the committee published a short time afterwards, was one more familiar in Manchester ears. Mr. Cobden was the son of a yeoman at Dunford, near Midhurst, in Sussex. Beginning with small advantages, he had become a successful tradesman. In the course of 1835 a pamphlet was published by him under the title, "England, Ireland, and America." It was followed by a second pamphlet entitled "Russia; by a Manchester Manufacturer." In these writings he advocated peace and retrenchment, and reprobated a panic fear of Russia. But he was soon to advocate more important reforms.On the 6th of May, 1836, the Chancellor of the Exchequer brought forward the Budget, which placed in a strong light the long standing anomaly of distress among the agricultural classes, contrasting with general prosperity in the commercial classes. He was enabled to exhibit a more favourable state of the finances than he had anticipated in his estimate the previous year. The total income of the nation was 46,980,000, its total expenditure 45,205,807, which would give a surplus of 1,774,193. Of this surplus all but 662,000 would be absorbed by the interest on the West Indian Loan, which had now become a permanent charge. There was an addition of 5,000 seamen to the navy, for which the sum of 434,000 was required. This addition seemed to be quite necessary from the feeble condition of the navy as compared with the navies of other nations. On the 4th of March Mr. Charles Wood had stated that the French would have twelve sail of the line at sea during summer; that in 1834 the Russians had five sail of the line cruising in the Black Sea, and eighteen besides frigates in the Baltic. During this period there never were in the English Channel ports more than two frigates and a sloop, with crews perhaps amounting to 1,000 men, disposable for sea at any one time, and that only for a day or two. Moreover all the line-of-battle ships Great Britain had afloat in every part of the world did not exceed ten. The land forces voted for the year were 81,319 men, not counting the Indian army. Of these one-half were required in the colonies. France had 360,000 regular soldiers, and three times that number of National Guards. With the surplus at his disposal the Chancellor of the Exchequer proposed to reduce the duty on first-class paper from fivepence to threepence-halfpennya suitable accompaniment to the reduction of the stamp on newspapers, already noticedand to abolish the duty on stained paper; to remit the South Sea duties, amounting to 10,000; to reduce the duties on insurances of farming-stock, on taxed carts, and on newspapers. He estimated the total amount of repeals for the present year at 351,000, which would be increased to 520,000 when they all came into operation. This was the best of Mr. Spring-Rice's indifferent Budgets.
