ONE: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.All Europe was astonished by the news of the French Revolution. The successful insurrection of the working classes in Paristhe flight of the kingthe abolition of monarchythe establishment of a Republic, all the work of two or three days, were events so startling that the occupants of thrones might well stand aghast at their recital, and tremble for their own possessions. It would not have been surprising if the revolutionary spirit emanating from Paris had, to a large extent, invaded Great Britain and Ireland. The country had just passed through a fearful crisis; heavy sacrifices had been made by all classes to save the people from starvation; many families had been utterly ruined by gigantic failures, and there was still very general privation prevailing in all parts of the United Kingdom. In such circumstances the masses are peculiarly liable to be excited against the Government by ignorant or unprincipled agitators, who could easily persuade[555] them that their sufferings arose from misgovernment, and that matters could never go right till the people established their own sovereigntytill they abolished monarchy and aristocracy, and proclaimed a republic. The Chartist agitation, though not formally proposing any such issue of the movement, had, nevertheless, familiarised the minds of the working classes with the idea of such a revolution. The points of their charter comprised vote by ballot, universal suffrage, annual parliaments, payment of the members, and the abolition of the property qualification. Besides, the Chartist leaders had been in the habit of holding what was called a National Convention, which was a kind of parliament of their own, in which the leaders practised the art of government. The train was thus laid, and it seemed to require only a spark to ignite it; but a thick shower of sparks came from Paris, as if a furnace had been emptied by a hurricane. It would have been almost miraculous if there had been no explosions of disaffection in Great Britain in such circumstances as these.
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THREE:The excitement, both at Court and in the country, was far beyond the then apparent value of the islands; but there had been an insult to the British flag, and both Government and Opposition demanded expiation. Lord North displayed a bold and determined tone on the occasion. Orders were sent over to the British ambassador, at Madrid, to demand an immediate disavowal of Buccarelli's act, and instant measures were taken for war, in case of refusal. Ships were refitted, their commanders named, stores were put on board, and orders for pressing men, according to the custom of the time, were issued. But in London these preparations met with resistance from the opposition spirit of the Corporation. Things, however, seemed tending strongly towards war. Our Charg d'affaires at Madrid, in absence of the ambassador, was Mr. Harris, the son of the author of "Hermes." He was but a youth of four-and-twenty, but already displayed much of the talent which raised him to the title of Malmesbury. He wrote home that the King of Spain and some of his Ministers were averse from the idea of war, and unprepared for it; but that others were influenced by Choiseul, the French Premier, and demanded a vigorous attack on England.
