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THREE:The triumph of the Whigs was complete. Whilst Oxford, who had been making great efforts at the last to retrieve himself with his party by assisting them to seize the reins of power on the queen's illness, was admitted in absolute silence to kiss the king's hand, and that not without many difficulties, Marlborough, Somers, Halifax, and the rest were received with the most cordial welcome. Yet, on appointing the new cabinet, the king showed that he did not forget the double-dealing of Marlborough. He smiled on him, but did not place him where he hoped to be, at the head of affairs. He made Lord Townshend Secretary of State and Prime Minister; Stanhope, the second Secretary; the Earl of Mar was removed from the Secretaryship of Scotland to make way for the Duke of Montrose; Lord Halifax was made First Lord Commissioner of the Treasury, and was raised to an earldom, and was allowed to confer on his nephew the sinecure of Auditor of the Exchequer; Lord Cowper became Lord Chancellor; Lord Wharton was made Privy Seal, and created a marquis; the Earl of Nottingham became President of the Council; Mr. Pulteney was appointed Secretary-at-War; the Duke of Argyll, Commander-in-Chief for Scotland; Shrewsbury, Lord Chamberlain and Groom of the Stole; the Duke of Devonshire became Lord Steward of the Household; the Duke of Somerset, Master of the Horse; Sunderland, Lord-lieutenant of Ireland; Walpole was at first made simply Paymaster of the Forces, without a place in the cabinet, but his ability in debate and as a financier soon raised him to higher employment; Lord Orford was made First Lord of the Admiralty; and Marlborough, Commander-in-Chief and Master of the Ordnance. His power, however, was gone. In the whole new cabinet Nottingham was the only member who belonged to the Tory party, and of late he had been acting more in common with the Whigs. The Tories complained vehemently of their exclusion, as if their dealings with the Pretender had been a recommendation to the House of Hanover. They contended that the king should have shown himself the king of the whole people, and aimed at a junction of the two parties.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.

FORE:In 1805 a great step in British painting was made by the establishment of the British Institution; and in 1813 this institution opened the National Gallery. The annual exhibitions soon became enriched by the consummate works of Hilton, Etty, Haydon, Briggs, Sir Thomas Lawrence (in elegant portraits), Phillips, Shee, Carpenter, Harlow, Wilkie, Mulready, Turner, Calcot, Collins, Landseer, Martin, Danby, Howard, Cooper, Leslie, and Hone. No age in England had produced so illustrious a constellation of painters, as varied in character as they were masterly in artistic power. FORE: