FORE:He first published an engraving of "The Small Masquerade Ticket, or Burlington Gate," in ridicule of Lord Burlington's architecture, and of Pope's eulogiums on Burlington and satire of the Duke of Chandos. He illustrated "Hudibras," and produced a satirical plate, "The Taste of the Times," in 1724; and, some years after, "The Midnight Conversation" and "Southwark Fair." Not content with the fame which this vein, so peculiarly his own, was bringing him, he had the ambition to attempt the historical style, but this was a decided failure. In 1734, however, he came out in his full and peculiar strength in "The Harlot's Progress." The melancholy truth of this startling drama, mingled with touches of genuine humour, seized at once on the minds of all classes. It became at once immensely popular; it was put on the stage, and twelve hundred subscriptions for the engravings produced a rich harvest of profit. In the following year he produced "The Rake's Progress," which, though equally clever, had not the same recommendation of novelty. In 1744 he offered for sale the original paintings of these subjects, as well as "The Four Times of the Day," and "The Strolling Actresses Dressing in a Barn;" but here he felt the effects of the sturdy English expression of his sentiments on art, and his distributing of an engraving of "The Battle of the Pictures," as a ticket of admission, gave great offence to painters and their patrons. The whole sum received was only four hundred and twenty-seven pounds. Undaunted by his self-injuring avowal of his opinions, he offered in 1750 the pictures of "Marriage la Mode" for sale, but put forth an advertisement in such caustic terms, as he reflected on the result of his former auction, that he effectually kept away purchasers, and obtained only a hundred and twenty pounds for what Mr. Angerstein afterwards gave a thousand pounds for. His "March to Finchley" being sent for the royal inspection, so impressed George II. with the idea that it was a caricature of his Guards, that, though the engraving of it was dedicated to him, he ordered the picture out of his sight, with expressions of great indignation. Hogarth quietly substituted the name of the King of Prussia in the dedication, as "an encourager of the arts."High duties were not the only evils that had been strangling the silk trade. Its chief seat was at Spitalfields, where by the Act of 1811 and other legislation the magistrates had been empowered to fix the rate of wages, and to subject to severe penalties any masters who employed weavers in other districts. The result, said a manufacturers' petition in 1823, is, "that the removal of the entire manufacture from the metropolis is inevitable, if the Acts are to continue any longer in force." However, the journeymen declared that a repeal of the Acts would be followed by the reduction of their wages and the increase of the poor rates. No less than 11,000 petitioned against Huskisson's motion for a repeal, and,[242] though the Bill passed the House of Commons by small majorities, it was so altered by amendments in the Lords that it was abandoned for the Session. But in this remarkable Session of 1824 it was reintroduced and passed through all its stages. As a result the Combination Acts directed against meetings of workmen to affect wages, the Acts which prevented the emigration of artisans, and the laws against the exportation of machinery were brought under discussion by Joseph Hume. The last question was waived for the present, but the laws interfering with the emigration of artisans were repealed without a voice being raised in their favour. As for the Combination Acts, it was ordained that no peaceable meeting of masters or workmen should be prosecuted as a conspiracy, while summary punishments were enacted on those "who by threats, intimidation, or acts of violence interfered with that freedom, which ought to be allowed to each party, of employing his labour or capital in a manner he may deem most advantageous." In consequence, however, of the outrages which occurred during the Glasgow strikes of 1824, during which a workman who disregarded the wishes of his union was shot, and men of one trade were employed to assassinate the masters of another, further legislation was necessary. By the Act of 1825 all associations were made illegal, excepting those for settling such amount of wages as would be a fair remuneration to the workman. Any other combination either of men against masters or of masters against men, or of working men against working men, was made illegal. The law thus framed continued to regulate the relations of capital and labour for nearly half a century.
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FORE:[See larger version]The earliest idea of a steam-engine was that given by the Marquis of Worcester, in his "Century of Inventions," in 1663, which idea he obtained from De Caus, and reduced to action in London. The next step was to Papin's Digester, and then to Savery's so-called "Atmospheric Engine." This, improved by Newcomen in 1711,[195] was introduced to drain mines in all parts of the kingdom, but especially in the coal-mines of the north and midland counties, and the copper mines of Cornwall. By its means many mines long disused through the accumulation of water were drained and made workable, and others were sunk much deeper. Smeaton, in 1769, greatly improved this engine, which, from its rapid working of a horizontal beam, was called by the miners a "Whimsey," as having a whimsical look. Watt, then a student in the University of Glasgow, commenced a series of experiments upon it, which, between 1759 and 1782, raised the engine to a pitch of perfection which made it applicable not only to draining water out of mines, but, by the discovery of the rotatory motion, enabled it to propel any kind of machinery, spin cotton, grind in mills of all kinds, and propel ships and carriages. Watt was greatly aided in his efforts by Mr. Matthew Boulton, and their engines were manufactured at Soho Works, near Birmingham. They did not, however, enjoy the fruits of their patents for protecting their inventions without many most unprincipled attempts to invade their rights by masters of mines and others, by which they were involved in very harassing law-suits. The first application of the steam-engine to the machinery of a cotton-mill was at Papplewick, in Nottinghamshire, in 1785, and the first mill built for the employment of machinery driven by an engine was in Manchester, in 1789. The first application of the engine to propel a vessel was at Dalswinton, on the Clyde, in 1788, the boat being constructed by Patrick Miller, James Taylor, and William Symington. In the following year these inventors made a second experiment on the Forth and Clyde Canal at the Carron Works, with perfect success, the vessel going at the rate of nearly seven miles an hour. Symington was probably the real machinist in this firm, and in 1802 he made a tug-boat on the Forth and Clyde Canal, under the patronage of Lord Dundas, which was worked extremely well by its engine. In 1807 Fulton followed up these experiments by launching a steam-boat on the Hudson, in America, after having in vain solicited the patronage of the British and French Governments for his enterprise. The proposal of Fulton, submitted to the Academy of Paris, was received with a burst of laughter, and Napoleon abandoned the project in deep disgust at having been, as he supposed, made a dupe of by Fulton. We have pointed out on the preceding page the period of the first application of the steam-engine to railways.
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