went perfectly well; and that he sent an account of its construction and performance in a memoir, addressed to the Academy of Sciences of that town. But as no particulars were given other than these, it is difficult to form an opinion upon the matter. In 1759, a person named GENEVOIS, said by some to be a Bernese pastor, by others called a French engineer, came to England, and tried to recommend himself by his mechanical inventions or suggestions. In 1760, he published a pamphlet, entitled "Inquiries tending to the Improvement of Navigation," in which steam propulsion was recommended. Soon shall thy arm, unconquered steam! afar In 1774, M. AUXITON, a French engineer, made some attempts to propel a boat by steam-power; and next year, M. C. PERIER, the most distinguished of a family of noted machinists, who was present at Auxiton's experiments, thinking he perceived the causes of their failure, and that he could remedy them, made some efforts to advance the invention; but either failing in his plans, or else being drawn aside to other occupations, he soon gave up what he had undertaken. Next year (1776), CLAUDE Marquis de JOUFFROY, reputed in France as "the inventor of realised steam navigation," launched on the river Doubs (it is averred)" in the month of June, a trial pyroscaphe, 40 feet long. And again, in 1783, he launched a larger steamer on the Saône. The form of this vessel, and the arrangement and movements of its machinery, were exactly similar to those used at the present time. In 1783, he conducted a successful experiment of the powers of the latter vessel on the Saône, near Lyons, having stemmed its rapid current by the force of his engine, in presence of thousands of witnesses, in cluding several members of the Academy of Sciences, the latter testifying to the fact in a procès verbal drawn up at the time."-Almanach de France, année 1850. 66 It is a just observation that "he who tries to prove too much proves nothing." A good authority, Mr. R. Stuart, in his "Anecdotes of the Steam-Engine," tells us, that although Jouffroy's model was constructed with some skill, and with all the experience arising from the knowledge of recent trials, it did not inspire very sanguine hopes of its being able to move the vessel briskly against the current. The framing of the machinery was slight; the apparatus, when deranged, costly to repair; so that the Marquis postponed further operations, till he was obliged not only to give up his scheme but to leave France"-by the outbreak of the first French Revolution. After the restoration of the Bourbons he returned to France, along with other surviving emigrant nobles; and having lived long enough to see others effect what he failed in, died at Paris, aged eighty, in 1832. Previously, viz., in 1775, a notion of the practicability of steaming on the American waters, as a means of quick and sure communication during the war of Independence then begun, occurred to Mr. Henry Lancaster, of Pennsylvania; and, in 1778, the notorious Thomas Paine recommended a trial of it to the chiefs of the Republican Government, probably with the same view. Nothing was realised, however, in any way till 1783 (the first year of the Peace) when Mr. JOHN FITCH Constructed a steam-propelled boat, which ran on the Delaware. We have not been able to gain any particulars of the nature of his machinery, nor why an enterprise, so encouragingly commenced, was not carried out. In 1787, Mr. RUMSEY, of Virginia, who accused Fitch of filching from him the knowledge of means for effecting steam navigation, built as a model a boat about 50 feet long, carrying a freight of 3 tons, propelled by a tiny engine, weighing 7 cwt. It moved, on the Potomac, at the rate of three miles an hour. This successful experiment, too, was barren of results. The rivals, Fitch and Rumsey, had each his set of partisans in the States, who not only acknowledged their several merits, but furnished both with partial means of realising their separate plans. Yet the sentiments of the majority of American statesmen were not favourable, in succeeding years, to the feasibility of navigation by steam. Even so late as the year 1804, Mr. Latrobe, a Government functionary, in a report drawn up for the information of Congress, thus treated the subject:-" After the close of our Revolution, a sort of MANIA began to prevail-which, indeed, has not yet entirely subsided-for impelling boats by steam-engines. There are objections to their use, from which no mode of application can be free. . . . I have never heard of an instance, verified by other testimony than that of the inventor, of a speedy and agreeable voyage having been performed by a steam-boat of any construction." This unqualified denunciation of pyroscaphy, by a publicist of North America, was deplorable. If steaming have advanced European material civilisation by one century, that of America has been forwarded by it to the extent of three, at least. Recrossing the Atlantic, let us fix our eyes upon North Britain, and note what has been going on meanwhile. But before entering into details about what was conceived and done there, let us cite from the foreign column of a Scotch newspaper, called "Ruddiman's Weekly Mercury,' published in Edinburgh, the following scrap of information, which we have seen repeated nowhere else:-"Deux-Ponts, Sept. 8, 1779.-A Frenchman, belonging to the French Embassy at Vienna, has invented a boat with wheels, and put in motion by fire. He uses his model to go up the Danube; and a large vessel is making upon the same principle. A Venetian mechanic had already conceived the idea of a boat to go by fire, but whether with wheels is not affirmed." Whether the Scotch inventors had heard of the preceding experiments in America and Europe we cannot say; but in February, 1787, Mr. PATRICK MILLER, of Dalswinton, near Dumfries, published in a pamphlet a description and drawings of a "triple tug-vessel, to be moved on the water with wheels," of his own invention; and suggested that "the power of a steam-engine might be applied to such wheels, so as to give them a quicker motion, and thus increase that of the ship;" adding, "In the course of *Colden's Life of Robert Fulton. this summer I intend to make the experiment." Mr. Miller was already favourably known for his mechanical talent and public spiritedness. He had served in the Royal Navy, and sent to the Admiralty several memoirs, for improving ship-building and sailing, &c.; all which were, doubtless, duly acknowledged as received by "my Lords," and as duly shelved by their underlings. It so happened that, in the previous year (1786), Mr. WILLIAM SYMINGTON,* a young man of mechanical genius, had invented and made a model of a STEAMCARRIAGE, for going on common roads, the property in which he secured by taking out a patent. This model Mr. Symington took to Edinburgh in the month of July, and exhibited it publicly. Mr. Miller became greatly interested, we are told, on seeing it; and then men tioned to the inventor that he "had spent much time making experiments for propelling vessels on water by wheels, instead of oars; but that he had at first [or as yet] thought only of employing manual power to turn the wheels." According to the same authority, Mr. Symington expressed his belief that such an engine as that of his steam-carriage might be easily adapted to such rowingwheels as Mr. Miller proposed to put in use; upon which it was agreed that this should be tested by experiment, the process to be gone into at Mr. Miller's expense. Mr. Symington describes the engine he made to be, in principle, that of his patent model, and that it had two cylinders, of 4 inches diameter. When finished it was put on board a doublekeeled wheel-boat, already launched on a small lake in the domain of Dalswinton, the seat of Mr. Miller. Before giving an account of what followed, let us mention that a person named JAMES TAYLOR, a native of Cumnock, in Ayrshire, and a schoolfellow of *William Symington was born in the year 1764 at Leadhills, Lanarkshire. His father was a mechanical engineer, and superintendent of the Mining Company at Leadhills. He gave his son a good school education, and the young man studied in divinity at Edinburgh College, but the bias of his mind for the mechanical arts was fourd to be irresistible. That passion for invention, which in our times has made many a fortune, marred his; for it was his fate to be disappointed, even in his most promising expectations. After practising some forty years as a civil engineer, he died in London, in 1831, and his remains were interred in the church yard of St. Botolph. † Petition of Wm. Symington to the House of Commons, March, 1830. Symington's, was then a tutor in Mr. Miller's family. It is probable that he was the party who first made his patron aware of the existence of Symington's patent; and he asserted that he it was who suggested the use that might be made of it, in turning a wheel-boat into a steam-boat. This being premised, we append an account of the experimental trip of the first BRITISH STEAM-BOAT, given in the Scots Magazine for November, 1788: 66 lated into French, and thus made known on the Continent as well as in Britain. Here was "a great fact," but it passed almost unheeded. One cause for this apathy, doubtless, was the uneasy state of Europe at that time, "coming events casting their shadows before," the substances of which were revolutions and wars; both terrible enemies of all inventions but those for doing murder, and extending means of destruction. While Mr. Symington was construct cylinders of which were 18 inches in diameter, Taylor was often calling at the Carron Works, on the part of Mr Miller, to see how the labour was progressing. It was the opinion of the workmen that he was sent thither as a spy. The cost of the machinery, when completed, was, as the books of the Carron Company show, 3637. 10s. 10d., which sum was paid by Mr. Miller; but nothing was paid by that gentleman, the Symingtons aver, to their father for superintending the work. When completed, the engine was adjusted to the interior of a gabart, or large barge, which Mr. Miller bought, to be used as a tug steamer. 'Dumfries, Oct. 21.- -On the 14thing his second marine engine, the inst., a boat was put in motion by a steam-engine, upon Mr. Miller of Dalswinton's piece of water at this place. That gentleman's improvements in naval architecture are well known to the public; and, for some time past his attention has been turned to the application of the steam-engine to the purposes of navigation. He has now accomplished, and evidently shown to the world, the practicability of this, by executing it upon a small scale. A vessel, 25 feet long and 7 broad, was, on the above date, driven with two wheels by a small engine. It answered Mr. M.'s expectation fully; and afforded great pleasure to the spectators present. The success of this experiment is no small accession to the public: its utility on canals, and all other navigations, points it out to be of the greatest advantage, not only to this island, but to many other nations of the world. This improvement holds no inconsiderable rank amongst the inventions of modern times; and, added to his other improvements, bespeaks how much Mr. Miller deserves of the public. The engine used is Mr. Symington's patent engine. The method of converting the reciprocating motion of the engine into the rotatory one of the wheels, is particularly elegant. It is, in fact, a thing new in mechanics, and which the world owes to Mr. Symington's ingenuity."-p. 566. We have heard that this account was drawn up, or the particulars in it furnished, by Taylor, but of this we are not quite certain. Mr. Miller now commissioned Symington to construct a larger engine at the Carron Iron Works, for the purpose of trying its powers as a means of traction, instead of animal haulage, on the Forth-and-Clyde Canal, a property in which Miller held numerous shares. Meantime, he published a detailed account of what had been conceived and effected, which was trans On the month of October a trial trip took place on the Forth-and-Clyde Canal. Mr. Miller and several friends embarked, the engine was set a-going, and the boat sped on at the rate of five miles an hour.f Further and more public trials fol lowed. The next we find thus reported in a contemporary journal: 66 Falkirk, Dec. 4.-Yesterday an experiment of the greatest consequence to commerce, was exhibited here on the Great Canal, by Patrick Miller, Esq., of Dalswinton; viz., the application of the steam-engine to sailing. This gentleman, who formerly made experiments on the same subject on a small scale, has, in the present instance, applied it to a vessel of considerable burden, with a degree of success which must be very agreeable to the public. The velocity obtained, though very considerablethe experiment not being completedcannot be particularly stated at present. The result, however, so far, shows that this invention bids fair to be of the greatest utility to mankind."-Glasgow Mercury, Dec. 15, 1789. Evidence of Messrs. H. and J. Stainton, Carron. † Petition of W. Symington, Upon this occasion a kind of breakdown occurred, through the paddles having been made too weak. The defect being amended, the boat was tried again on the 25th, 26th, and 27th of the same month, and it worked satisfactorily, at rates of speed diversely stated, from four and a half to seven miles an hour.* The Directors of the Canal Company, several of whom were present at these trials, though applauding the public spirit of Mr. Miller, in undertaking this costly experiment, the whole expense of which they allowed him to pay, objected that the action of his boat's paddles would cause so continual an abrasion of the soft material of the canal banks (an action likely to be hurtful in the full proportion of the speed attained), that steam traction was unsuitable to a narrow water-way. This unexpected difficulty Mr. Miller could not get over; and the result seems to have effectually chilled his ardour for steam-boating, as from this hour we may consider his connexion with it to be closed. That withdrawal was unfortunate for his fame; and in after years, as we were told by his son, he greatly regretted that he did not persevere in the enterprise he had so hopefully carried on thus far. He was at that time engaged in several pursuits of a public nature, especially in projects for ameliorating farming. He was, besides, Deputy Governor of the Bank of Scotland; and perhaps his consideration in the moneyed world might have been imperilled, had he become famed as a projector-a character always distrusted, often despised and shunned by "practical men.' His son, who mentions that in his latter days he often regretted he had allowed others to step in, and thus deprive him of being the acknowledged PATRON (at least) of EUROPEAN STEAM NAVIGATION-Mr. Patrick Miller, jun.-averred that his father spent, from first to last, fully 30,0007. in various enterprises of public utility. The latter died a few years ago, and the family property has, long since, passed into others' possession. Posterity should not forget the obligations, all Evidence of David Drysdale, helmsman, &c. Perhaps the discrepancy arises from the boat's sometimes going free, and sometimes dragging.. † See a communication from him, in the "Edinburgh Philosophical Journal," 1824. recent, present, and coming races of mankind owe to the public spirit and liberality of Patrick Miller, senior, of Dalswinton. Chronological order now bids us to advert to what was, about this time, going on in America. Mr. Rumsey, making some vain attempts to induce the Federal Government to encourage his efforts, quitted the States, and came to England in the year 1791, hoping to find there the effectual aid he had been denied by his countrymen. He found English apathy yet greater on promulgating his views in London. Almost in despair he urged on a few opulent men of the States, then resident in our capital as commercialists or diplomatists, the inexpediency of letting drop so important an invention as that he claimed for his own. They were so far moved by his importunities as to subscribe a sum sufficient to build a small trial steamer, such a one as he had already launched and run on the Potomac. On the Thames his boat was tried, but it did not attain a greater speed than four miles an hour. Still this was encouraging enough to induce his patrons to sustain him in his efforts to improve his machinery, and he was earnestly endeavouring to do so, when he sickened and died. But Nothing now seems to have been done in the matter at home or abroad for several years. Europe was involved in war; public attention was engrossed by great political movements; the arts of peace were at a stand-still. the cause of steam-navigation had a slight revival in 1797 beyond the Atlantic, for in that year Chancellor Livingston, of New York, caused some experiments to be made on the Hudson. Their results were insignificant; and they scarcely deserve mention except for the fact, that Mr. (afterwards Sir Isambert) Brunel was one of the experimenters employed. When the eighteenth century closed, there was every appearance that navigation by steam would never more be heard of, except as one of those abortive inventions, which at once testify the ingenuity and want of practical wisdom in the men who give them being, and try to persuade the unwilling world into their adoption. But the dawn of a bright day was about to break. The first public symptom of revival took place in Britain, in midsummer, 1801. Early in July, the following announcement appeared in one or more of the London newspapers, and was copied into a few (only!) of the provincial journals:-"An experiment of much importance, to the mercantile interests, has just taken place on the Thames, viz., a trial of a working barge, or a heavy craft, against tide, with a steam-engine of simple construction; by which, the moment it was set to work, the barge was brought about, answering her helm, and stemming a strong current at the rate of 24 miles an hour." We have not been able to discover, after making diligent inquiry, who were the parties that originated this enterprise; we learn that the boat itself was constructed by Messrs. Hunter and Dickenson, ship-builders on the river at that time; but whether they were the prime movers in the affair or not, nothing came of it that we have ever heard. At this very time Mr. Symington, who, according to the averment of his sons, had never ceased to keep his attention fixed on the subject; found a patron in Thomas Lord Dundas, of Kerse, one of the chief shareholders of the Clydeand-Forth Canal. His lordship was among the few leading men of the proprietary who regretted that Mr. Miller's plans were not followed out. Late in the year 1800, he advanced funds for building and equipping a tug steam-boat, hoping to persuade his co-proprietors to look on it with more favour than the other. During the whole next year Mr. Symington was engaged in designing and perfecting this steam-boat, which we may call his own, because he was left entirely to his own discretion as to the principle of the machinery and its adaptation. We have now beside us sectional drawings, both of Mr. Miller's model and Mr. Symington's.* In each the engine fills the centre space; but in the former, the two paddle-wheels were placed one to the right, the other to the left, of the engine; and they were situated and worked in a trough extend ing from stem to stern of the boat, allowing free egress and ingress to the water. In Symington's boat (which was named the "Charlotte Dundas"), the plan shows but one paddle-wheel, situated in a cavity in the centre of the Executed, after his father's sketches, by W. Symington, Esq., London. stern compartment of the vessel. This cavity was open behind and below to the water. The boat was steered by two rudders, connected by iron rods, and worked in the prow by the steer-wheel. About fourteen months having been spent in getting this vessel ready, at a cost of about 7000l. to Lord Dundas, a fair trial was made March 28, 1803, of its powers of motion and traction. Two loaded barges, each of full 70 tons burden, were taken in tow by the steam-boat, the latter containing his lordship and a troop of friends. Thus encumbered, and in face of a strong head-wind, a voyage of nineteen miles and a half was made on the canal in six hours. Among the company were several of the canal proprietors, who now renewed the charge made against Mr. Miller's model tug, that its action was damaging to the banks. When the question came on, Adopt or not adopt steam traction to displace horse haulage? the negative votes predominated. 66 Lord Dundas took his disappointment quietly. Probably wishing to lessen his engineer's mortification, he caused him to make a model of the "Charlotte Dundas" boat and engine, for the inspection and hoped-for approval of the Duke of Bridgewater. When finished, Mr. Symington repaired to London with it. His Grace was at first unwilling to listen to any proposal for trying steam-traction on his canals, he having no faith whatever in the invention." By further persuasion, however, he was induced to examine the model; and he became so much pleased with it, that he gave Mr. Symington an order to construct eight large boats, for his own use, of the same make. It was now late in the month of February; on the 8th of March (1803) the Duke died. His executors refused to sanction the order given, and Mr. Symington's hopes were baulked once more. Unable longer to struggle against continued misfortunes," says Mr. Bowie (Symington's son-in-law) his own resources being exhausted, he was obliged to lay up his boat in a creek of the canal, where it remained many years, exposed to public view." He now returned to his original calling, as Watt had done before him, after being similarly thwarted; but not so fortunate as that great man, did his "hope deferred" ripen into the fruition of ultimate success. We now arrive at the name which |