A society in Rotterdam had applied to the American Philosophical Society to be informed whether any and what improvements had been made in the construction of steam-engines in America. The subject was referred to Mr. Benjamin H. Latrobe, who, on the 20th of May, 1803, read to the Philadelphia Society a report; from which, as it is recorded in their Transactions, the following are extracts:

cess.

"During the general lassitude of mechanical exertion which succeeded the American Revolution, the utility of steam-engines appears to have been forgotten; but the subject afterwards started into very general notice in a form in which it could not possibly be attended with sucA sort of mania began to prevail, which indeed has not yet entirely subsided, for impelling boats by steamengines. Dr. Franklin proposed to force forward the boat by the immediate application of the steam upon the water. Many attempts to simplify the working of the engine, and more to employ a means of dispensing with the beam in converting the libratory into a rotatory motion, were made. For a short time, a passage-boat, rowed by a steam-engine, was established between Bordentown and Philadelphia, but it was soon laid aside. The best and most powerful steamengine which has been employed for this purpose-excepting perhaps one constructed by Dr. Kinsey, with the performance of which I am not sufficiently acquaintedbelonged to a gentleman of New York. It was made to act, by way of experiment, upon oars, upon paddles, and upon flutter-wheels: nothing in the success of any of these experiments appeared to be sufficient compensation for the expense and the extreme inconvenience of the steam-engine in the vessel.

"There are, indeed, general objections to the use of the steam-engine for impelling boats, from which no particular mode of application can be free. These are:

"First: the weight of the engine and of the fuel. "Second: the large space it occupies.

"Third: the tendency of its action to rack the vessel, and render it leaky.

"Fourth the expense of maintenance.

"Fifth the irregularity of its motion, and the motion. of the water in the boiler and cistern, and of the fuelvessel in rough water.

"Sixth: the difficulty arising from the liability of the paddles and oars to break, if light, and from the weight, if made strong.

"Nor have I ever heard of an instance, verified by other testimony than that of the inventor, of a speedy and agreeable voyage having been performed in a steamboat of any

construction.

"I am well aware that there are still many very respectable and ingenious men who consider the application of the steam-engine to the purpose of navigation as highly important, and as very practicable, especially on the rapid waters of the Mississippi; and who would feel themselves almost offended at the expression of an opposite opinion. And perhaps some of the objections against it may be avoided. That founded on the expense and weight of the fuel may not, for some years, exist on the Mississippi, where there is a redundance of wood on the banks; but the cutting and loading will be almost as great an evil.”

In speaking of what had been done in this country prior to the running of his boats, it would be great injustice not to notice, with due respect and commendation, the enterprises of the late Chancellor Livingston, who had so intimate a con

nection with him in the progress and establishment of this public benefit.

While Mr. Livingston devoted much of his own time and talents to the advancement of science and the promotion of the public good, he was fond of fostering the discoveries of others. The resources of his ample fortune were afforded with great liberality, whenever he could apply them to the support and encouragement of genius.

He entertained very clear conceptions of what would be the great advantages of steamboats on the large and extensive rivers of the United States. He had applied himself, with uncommon perseverance and at great expense, to constructing vessels and machinery for that kind of navigation. As early as 1798, he believed that he had accomplished his object, and represented to the Legislature of the State of New York that he was possessed of a mode of applying the steam-engine to propel a boat on new and advantageous principles, but that he was deterred from carrying it into effect by the uncertainty and hazard of a very expensive experiment, unless he could be assured of an exclusive advantage from it, should it be found successful.

The Legislature, in March, 1798, passed an act vesting Mr. Livingston with the exclusive right and privilege of navigating all kinds of boats

which might be propelled by the force of steam or fire, on all the waters within the territory or jurisdiction of the State of New York, for the term of twenty years from the passing of the act; upon condition that he should, within a twelvemonth, build such a boat the mean of whose progress should not be less than four miles an hour.

The bill was introduced into the House of Assembly by Dr. Mitchell, then being a representative from the city. Dr. Mitchell said:

"Upon this occasion, the wags and the lawyers in the House were generally opposed to my bill. I had to encounter all their jokes, and the whole of their logic. One main ground of their objection was, that it was an idle and whimsical project, unworthy of legislative attention."

A venerable friend, the late Senator L'Hommedieu, who was a member of the Senate at that time, has described the manner in which this application from Mr. Livingston was received by the Legislature. He said it was a standing subject of ridicule throughout the session; and whenever there was a disposition among the younger members to indulge a little levity, they would call up the steamboat bill, that they might divert themselves at the expense of the project and its advo

cates.

In the American Medical and Philosophical Register, there is a piece published under the title of

"An Historical Account of the Application of Steam for the propelling of Boats." This was drawn up by Mr. Livingston, and addressed to Drs. Hosack and Francis, the editors of that journal. He very candidly acknowledges that all his efforts had been unavailing. He explains the nature of the connection between him and Mr. Fulton, and shows what part that gentleman performed in the experiment which led to the accomplishment of their object. As this account, from Chancellor Livingston himself, must be very satisfactory, we shall present a part of it, in an extract from the learned and valuable work we have just mentioned:

"Robert R. Livingston, Esq., when Minister in France, met with Mr. Fulton, and they formed that friendship and connection with each other to which a similarity of pursuits generally gives birth. He communicated to Mr. Fulton the importance of steamboats to their common country, informed him of what had been attempted in America, and of his resolution to resume the pursuit on his return, and advised him to turn his attention to the subject. It was agreed between them to embark in the enterprise, and immediately to make such experiments as would enable them to determine how far, in spite of former failures, the object was attainable: the principal direction of these. experiments was left to Mr. Fulton, who united, in a very considerable degree, practical to a theoretical knowledge of mechanics. After trying a variety of experiments, on a small scale, on models of his own invention, it was understood that he had developed the true principles upon