give himself the Trouble to peruse this Essay, will be so candid as to excuse or overlook any Imperfections in the diction or manner of writing, considering the Hand it comes from, if what I have imagined may only appear as plain to others as it has done to me, viz., That the Scheme I now offer is Practicable, and if encouraged will be Useful.”

There is no positive evidence that Hulls ever put his scheme to the test of experiment, although tradition does say that he made a model, which he tried with such ill success as to prevent his prosecution of the experiment further; and doggerel rhymes are still extant which were sung by his neighbors in derision of his folly, as they consid ered it.

A prize was awarded by the French Academy of Sciences, in 1752, for the best essay on the manner of impelling vessels without wind. It was given to Bernouilli, who, in his paper, proposed a set of vanes like those of a windmill-a screw, in fact-one to be placed on each side the vessel, and two more behind. For a vessel of 100 tons, he proposed a shaft 14 feet long and 2 inches in diameter, carrying "eight wheels, for acting on the water, to each of which it" (the shaft) "is perpendicular, and forms an axis for them all; the wheels should be at equal distances from each other. Each wheel consists of 8 arms of iron, each 3 feet long, so that the whole diameter of the wheel is 6 feet. Each of these arms, at the distance of 20 inches from the centre, carries a sheet-iron plane (or paddle) 16 inches square, which is inclined so as to form an angle of 60 degrees, both with the arbor and keel of the vessel, to which the arbor is placed parallel. To sustain this arbor and the wheels, two strong bars of iron, between 2 and 3 inches thick, proceed from the side of the vessel at right angles to it, about 24 feet below the surface of the water." He proposed similar screw-propellers at the stern, and suggested that they could be driven by animal or by steampower.

But a more remarkable essay is quoted by Figuier'-the paper of l'Abbé Gauthier, published in the "Mémoires de la Société Royale des Sciences et Lettres de Nancy." Bernouilli had expressed the belief that the best steam-engine then known-that of Newcomen-was not superior to some other motors. Gauthier proposed to use that engine in the propulsion of paddle-wheels placed at the side of the vessel. His plan was not brought into use, but his paper embodied a glowing description of the advantages to be secured by its adoption. He states that a galley urged by 26 oars on a side made but 4,320 toises (8,420 meters), or about 5 miles, an hour, and required a crew of 260 men. A steam-engine, doing the same work, would be ready for action at all times, could be applied, when not driving the vessel, to raising the anchor, working the pumps, and to ventilating the ship, while the fire would also serve to cook with. The engine would occupy less space and weight than the men, would require less aliment, and that of a less expensive kind, etc. He would make the boiler safe against explosions by bands. of iron; would make the fire-box of iron, with a waterfilled ash-pit and base-plate. His injection-water was to come from the sea, and return by a delivery-pipe placed above the water-line. The chains, usually leading from the end of the beam to the pump-rods, were to be carried around wheels on the paddle-shaft, which were to be provided with pawls entering a ratchet, and thus the paddles, having been given several revolutions by the descent of the piston and the unwinding of the chain, were to revolve freely while the return-stroke was made, the chain being hauled down and rewound by the wheel on the shaft, the latter being moved by a weight. The engine was proposed to be of 6 feet stroke, and to make 15 strokes per minute, with a force of 11,000 pounds.

A little later (1760), a Swiss clergyman, J. A. Genevois,

1 "Les Merveilles de la Science,"

published in London a paper relating to the improvement of navigation,' in which his plan was proposed of compressing springs by steam or other power, and applying their effort while recovering their form to ship-propulsion.

It was at this time that the first attempts were made in the United States to solve this problem, which had begun to be recognized as one of the greatest which had presented itself to the mechanic and the engineer.

WILLIAM HENRY was a prominent citizen of the then little village of Lancaster, Pa., and was noted as an ingenious and successful mechanic. He was still living at the beginning of the present century. Mr. Henry was the first to make the "rag" carpet, and was the inventor of the screw-auger. He was of a Scotch and North-of-Ireland family, his father, John Henry, and his two older brothers, Robert and James, having come to the United States about 1720. Robert settled, finally, in Virginia, and it is said that Patrick Henry, the patriot and orator, was of his family. The others remained in Chester County, Pa., where William was born, in 1729. He learned the trade of a gunsmith, and, driven from his home during the Indian war (1755 to 1760), settled in Lancaster.

In the year 1760 he went to England on business, where his attention was attracted to the invention-then new, and the subject of discussion in every circle-of James Watt. He saw the possibility of its application to navigation and to driving carriages, and, on his return home, commenced the construction of a steam-engine, and finished it in 1763.

Placing it in a boat fitted with paddle-wheels, he made a trial of the new machine on the Conestoga River, near Lancaster, where the craft, by some accident, sank,' and

1 "Some New Enquiries tending to the Improvement of Navigation." London, 1760.

2 Lancaster Daily Express, December 10, 1872. This account is col lated from various manuscripts and letters in the possession of the author. 3 Bowen's "Sketches," p. 56.

was lost. He was not discouraged by this failure, but made a second model, adding some improvements. Among the records of the Pennsylvania Philosophical Society is, or was, a design, presented by Henry in 1782, of one of his steamboats. The German traveler Schöpff visited the United States in 1783, and at Mr. Henry's house, at Lancaster, was shown " a machine by Mr. Henry, intended for the propelling of boats, etc.; but,' said Mr. Henry, ‘I am doubtful whether such a machine would find favor with the public, as every one considers it impracticable against wind and tide;' but that such a Boat will come into use and navigate on the waters of the Ohio and Mississippi, he had not the least doubt of, but the time had not yet arrived of its being appreciated and applied."

John Fitch, whose experiments will presently be referred to, was an acquaintance and frequent visitor to the house of Mr. Henry, and may probably have there received the earliest suggestions of the importance of this application of steam. About 1777, when Henry was engaged in making mathematical and philosophical instruments, and the screw-auger, which at that time could only be obtained. of him, Robert Fulton, then twelve years old, visited him, to study the paintings of Benjamin West, who had long been a friend and protégé of Henry. He, too, not improbably received there the first suggestion which afterward led him to desert the art to which he at first devoted himself, and which made of the young portrait-painter a successful inventor and engineer. West's acquaintance with Henry had no such result. The young painter was led by his patron and friend to attempt historical pictures,' and probably owes his fame greatly to the kindly and discerning mechanic. Says Galt, in his "Memoirs of Sir Benjamin West" (London, 1816): "Towards his old friend, William Henry, of Lancaster City, he always cherished the most

1 Some of West's portraits, including those of Mr. and Mrs. Henry, were lately in the possession of Mr. John Jordan, of Philadelphia.

grateful affection; he was the first who urged him to attempt historical composition."

When, after the invention of Watt, the steam-engine had taken such shape that it could really work the propelling apparatus of a paddle or screw vessel, a new impetus was given to the work of its adaptation. In France, the Marquis de Jouffroy was one of the earliest to perceive that the improvements of Watt, rendering the engine more compact, more powerful, and, at the same time, more regular and positive in its action, had made it, at last, readily applicable to the propulsion of vessels. The brothers Périer had imported a Watt engine from Soho, and this was attentively studied by the marquis,' and its application to the paddle-wheels of a steam-vessel seemed to him a simple problem. Comte d'Auxiron and Chevalier Charles Mounin, of Follenai, friends and companions of Jouffroy, were similarly interested, and the three are said to have often discussed the scheme together, and to have united in devising methods of applying the new motor.

In the year 1770, D'Auxiron determined to attempt the realization of the plans which he had conceived. He resigned his position in the army, prepared his plans and drawings, and presented them to M. Bertin, the Prime Minister, in the year 1771 or 1772. The Minister was favorably impressed, and the King (May 22, 1772) granted D'Auxiron a monopoly of the use of steam in river-navigation for 15 years, provided he should prove his plans practicable, and they should be so adjudged by the Academy.

A company had been formed, the day previous, consisting of D'Auxiron, Jouffroy, Comte de Dijon, the Marquis d'Yonne, and Follenai, which advanced the requisite funds. The first vessel was commenced in December, 1772. When nearly completed, in September, 1774, the boat sprung a leak, and, one night, foundered at the wharf.

1 Figuier.