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The opening of the year 1840 saw no flagging in the efforts of the Manchester men to bring forward the question, which the Annual Register had just regarded as finally set at rest. It had[484] been determined that a great meeting of delegates should be held in that city. There was no hall large enough to hold half of the then members even of the local association, and it was therefore resolved to construct one. Mr. Cobden owned nearly all of the land then unbuilt on in St. Peter's Field��the very site of the Peterloo massacre of 1819. In eleven days one hundred men constructed on this spot a temporary pavilion, which afterwards gave place to the permanent Free Trade Hall, which long continued to be the favourite scene of great political meetings. The Manchester Times described the pavilion as comprising an area of nearly 16,000 square feet. It contained seats for dining 3,800 persons, and 500 more were admitted after the dinner. Among the most conspicuous speakers at the banquet were Daniel O'Connell, Mr. Cobden, and Mr. Milner Gibson; but perhaps the most interesting feature in the proceedings was the operatives' banquet, which took place on the following day. Five thousand working men, overlooked by their wives, sisters, and daughters in the galleries, sat down on that occasion. It was evident from this that the people were emancipating themselves from the advice of evil counsellors, and were beginning to see the importance to their interests of the movement of the League.

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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:William IV. was welcomed to the Throne with great acclamation. Called "The Sailor King," he was endowed with many of the personal qualities which make the sailor's character popular with Englishmen. He had been Lord High Admiral, and in that capacity he had lately been moving about the coasts, making displays and enjoying f��tes, although this was thought by some to be unseemly in the Heir Presumptive to the Throne, at a time when its occupant was known to be in a very infirm state of health. Heavy bills connected with these vainglorious displays were sent to the Treasury, which the Duke of Wellington endorsed with a statement that such expenses were not allowed. Although opinions differed about William very much, not only between the friends of Reform and the Conservatives, but between the leaders of the Liberal party themselves, he was esteemed the most popular king since the days of Alfred. William was certainly a more exemplary character than his brother. He had indeed formed an attachment to a celebrated actress, Mrs. Jordan, by whom he had a numerous family, one of whom was subsequently admitted to the ranks of the nobility with the title of Earl of Munster, and the others were raised to the dignity of younger sons of a marquis. He had, however, been married for several years to the Princess Adelaide, of Saxe-Meiningen, who became Queen of England, and adorned her exalted station by her virtues and her beneficence. They had two children, both of whom died in infancy; and as the king was in the sixty-fifth year of his age, and the queen was not young, there was no longer any hope of a direct succession to the Throne. Altogether, Charles Greville's verdict on the king��"something of a buffoon and more of a blackguard"��is excessively severe. If eccentric and hot-tempered, William IV. was straightforward and upright. He had some knowledge of foreign affairs, and thoroughly understood his position as a constitutional king.

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TWO:This note contained much that was not true. It implied that Buonaparte had come voluntarily and without necessity on board the Bellerophon, whilst it was well known that perhaps another hour would have been too late to secure him from seizure by the officers of Louis, king of France. He affected to claim the protection of British laws, when he was a notoriously proclaimed outlaw, so proclaimed by the whole of the Allied Powers for the breach of his solemn engagement to renounce all claims on the throne of France. There was, therefore, no answer whatever to that note from the Prince Regent, who was under engagement to his Allies, as they to him, to hold no communication with a man who had so shamefully broken his word, and had, moreover, thereby sacrificed so many valuable lives. The reply was from Lord Melville, First Lord of the Admiralty, announcing to him that the British Government, with the approbation of its Allies, had determined that, to prevent any further opportunity for the disturbance of the peace of Europe by General Buonaparte, he should be sent to St. Helena; that they had been guided in this choice, not only by the desire of his security, but also by the consideration that the island was extremely healthy, and would afford him much greater liberty than he could enjoy in a nearer locality; and that he might select three officers, with his surgeon, and twelve domestics to attend him. From the number of the officers Savary and Lallemand were expressly excepted. It also added that the persons permitted to accompany him would be subject to a certain degree of restraint, and would not be permitted to leave the island without the sanction of the British Government. It was finally added that General Buonaparte should make no delay in the selection of his suite, as Rear-Admiral Sir George Cockburn, appointed to the command of the Cape of Good Hope, would convey him in the Northumberland to St. Helena, and would be presently ready to sail. Napoleon left Plymouth Sound on the 5th of August, and died at St. Helena on May 5th, 1821, having spent his last years in quarrelling with his gaoler, Sir Hudson Lowe, and in an elaborate attempt to falsify history.

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