THREE: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.On the 10th of September the Prussians began to examine the passes of the forest; and finding them defended, they attacked the French entrenchments but were everywhere repulsed. On the 11th, they concentrated their efforts on the pass of Grand-Pr, defended by Dumouriez himself, and were again repulsed by General Miranda at Mortaume, and by General Stengel at St. Jouvion. The Allies, thus unexpectedly brought to a check, for they had been led by the Emigrants to expect a disorganised or as yet undisciplined army, determined to skirt the forest and endeavour to turn it near Sedan. Whilst engaged in this plan, the Austrians discovered the weakness of the force in the defile of Croix-aux-Bois, where only two battalions and two squadrons of volunteers were posted, for Dumouriez had not examined the pass himself and was assured that this force was amply sufficient. Once aware of this mistake, the Austrians, under the Duke de Ligne, briskly attacked the position and drove the French before them. Dumouriez, informed of this disorder, ordered forward General Chasot with a strong force, who defeated the Austrians, killed De Ligne, and recovered the pass. But the advantage was but momentary; the Austrians returned to the charge with a far superior force, and again cleared the pass and remained in possession of it. Thus Dumouriez saw his grand plan of defence broken up; and finding that Chasot, who had fallen back on Vouziers, was cut off from him on his left along with Dubouquet, he saw the necessity of falling back himself into the rear of Dillon, on his right, who was yet master of the Islettes and the road to St. Menehould. He then sent messages to Chasot, Dubouquet, and to Kellermann, to direct their march so as to meet him at St. Menehould.
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