others are seeking it in restlessness and trouble, be a steady and shining light to guide their course; not a wandering meteor to bewilder and mislead them. Let it not be thought that this is an unfriendly or disheartening counsel to those who are either struggling under the pressure of harsh government, or exulting in the novelty of sudden emancipation. It is addressed much rather to those who, though cradled and educated amidst the sober blessings of the British Constitution, pant for other schemes of liberty than those which that Constitution sanctions, other than are compatible with a just equality of civil rights, or with the necessary restraints of social obligations; of some of whom it may be said, in the language which Dryden puts into the mouth of one of the most extravagant of his heroes, that "They would be free as nature first made man, When wild in the woods the noble savage ran." Noble and swelling sentiments! but such as cannot be reduced into practice. Grand ideas! but which must be qualified and adjusted by a compromise between the aspirings of individuals, and a due concern for the general tranquility; must be subdued and chastened by reason and experience before they can be directed to any useful A search after abstract perfection in government may produce in generous minds an enterprise and enthusiasm to be recorded by the historian and to be celebrated by the poet; but such perfection is not an object of reasonable pursuit, because it is not one of possible. attainment; and never yet did a passionate struggle after an absolutely unattainable object fail to be productive of misery to an individual, of madness and confusion to a people. As the inhabitants of those burning climates. which lie beneath a tropical sun sigh for the coolness of the mountain and the grove, so (all history instructs us) do nations which have basked for a time in the torrid blaze of unmitigated liberty too often call upon the shades of despotism, even of military despotism, to cover them a protection which blights while it shelters; which dwarfs the intellect and stunts the energies of man, but to which a wearied nation willingly resorts from intolerable heats and from perpetual danger of convulsion. Our lot is happily cast in the temperate zone of freedom, the clime best suited to the development of the moral qualities of the human race, to the cultivation of their faculties, and to the security as well as the improvement of their virtues; a clime, not exempt, indeed, from variations of the elements, but variations which purify while they agitate the atmosphere that we breathe. Let us be sensible of the advantages which it is our happiness to enjoy. Let us guard with pious gratitude the flame of genuine liberty, that fire from heaven, of which our Constitution is the holy depository; and let us not, for the chance of rendering it more intense and more radiant, impair its purity or hazard its extinction. III. GEORGE STEPHENSON [The bill for the charter of the Liverpool and Manchester railway was referred to the Committee of the House of Commons, March 21, 1825. The canal companies had employed able counsel to oppose it. A month was consumed before the company's engineer, Mr. George Stephenson, was called by the Committee. The following account of his first day's examination is from his fascinating biography by Dr. Samuel Smiles.] On the 25th George Stephenson was called into the witness-box. It was his first appearance before a committee of the House of Commons, and he well knew what he had to expect. He was aware that the whole force of the opposition was to be directed against him; and if they could break down his evidence, the canal monopoly might yet be upheld for a time. Many years afterward, when looking back at his position on this trying occasion, he said: "When I went to Liverpool to plan a line from thence to Manchester, I pledged myself to the directors to attain a speed of ten miles an hour. I said I had no doubt the locomotive might be made to go much faster, but that we had better be moderate at the beginning. The directors said I was quite right; for that if, when they went to Parliament, I talked of going at a greater rate than ten miles an hour, I should put a cross upon the concern. It was not an easy task for me to keep the engine down to ten miles an hour, but it must be done, and I did my best. I had to place myself in that most unpleasant of all positions-the witness-box of a parliamentary committee. I was not long in it before I began to wish for a hole to creep out at! I could not find words to satisfy either the committee or myself. I was subjected to the cross-examination of eight or ten barristers, purposely, as far as possible, to bewilder me. Some member of the committee asked if I was a foreigner, and another hinted that I was mad. But I put up with every rebuff, and went on with my plans, determined not to be put down." George Stephenson stood before the committee to prove what the public opinion of that day held to be impossible. The self-taught mechanic had to demonstrate the practicability of accomplishing that which the most distinguished engineers of the time regarded as impracticable. Clear though the subject was to himself, and familiar as he was with the powers of the locomotive, it was no easy task for him to bring home his convictions, or even to convey his meaning, to the less informed minds of his hearers. In his strong Northumbrian dialect, he struggled for utterance, in the face of the sneers, interruptions, and ridicule of the opponents of the measure, and even of the committees, some of whom shook their heads and whispered doubts as to his sanity when he energetically avowed that he could make the locomotive go at the rate of twelve miles an hour! It was so grossly in the teeth of all the experience of honorable members, that the man "must certainly be laboring under a delusion!" And yet his large experience of railways and locomotives, as described by himself to the committee, entitled this "untaught, inarticulate genius," as he has been described, to speak with confidence on the subject. Beginning with his experience as a brakesman at Killingworth in 1803, he went on to state that he was appointed to take the entire charge of the steam engines in 1813, and had superintended the railroads connected with the numerous collieries of the grand allies from that time downward. He had laid down or superintended the railways at Burradon, Mount Moor, Springwell, Bedlington, Hetton, and Darlington, besides improving those at Killingworth, South Moor, and Derwent Crook. He had constructed fifty-five steam-engines, of which sixteen were locomotives. Some of these had been sent to France. The engines constructed by him for the working of the Killingworth Railroad, eleven years before, had continued steadily at work ever since, and fulfilled his most sanguine expectations. He was prepared to prove the safety of working high-pressure locomotives on a railroad, and the superiority of this mode of transporting goods over all others. As to speed, he said he had recommended eight miles an hour with twenty tons, and four miles an hour with forty tons; but he was quite confident that much more might be done. Indeed he had no doubt they might go at the rate of twelve miles. As to the charge that locomotives on a railroad would so terrify the horses in the neighborhood that to travel on horseback or to plow the adjoining fields would be rendered. highly dangerous, the witness said that horses learned to take no notice of them, though there were horses that would shy at a wheelbarrow. A mail-coach was likely to be more shied at by horses than a locomotive. In the neighborhood of Killingworth, the cattle in the fields went on grazing while the engines passed them, and the farmers made no complaints. Mr. Alderson, who had carefully studied the subject, and was well skilled in practical science, subjected the witness to a protracted and severe cross-examination as to the speed and power of the locomotive, the stroke of the piston, the slipping of the wheels upon the rails, and various other points of detail. Stephenson insisted that no slipping took place, as attempted to be extorted from him by the counsel. He said, "It is impossible for slipping to take place so long as the adhesive weight of the wheel upon the rail is greater than the weight to be |