The double cylinder engine used in the Dalswinton "pleasure boat" was tiny but it generated enough power to propel the little boat on Patrick Miller's lake at Dalswinton. Miller was sufficiently encouraged by this trial to experiment further with a larger vessel. Miller had one of his double hulled experimental boats, which measured about sixty feet in length, [1] sent to Carron and he engaged William Symington to produce a larger and more powerful engine for this vessel. This steamboat was demonstrated in several trials on the Forth and Clyde canal from October to December 1789. Local residents referred to this vessel as "Mr. Symington's Fire-ship". [2]

The Dalswinton boat measured 25 feet in length and was seven feet wide. The dimensions of the1789 steamboat are only roughly recorded. Miller's son wrote that it was "a boat of thirty tons burthen," [3]  and described as a lightly built "skiff" made from boards no more than one inch thick. [4] However, this boat was considerably larger than the Dalswinton vessel and could accommodate at least half a dozen passengers. The engine also was much larger, the cylinders measuring eighteen inches in diameter with a stroke of three feet.  A frame was constructed from oak to hold the engine. [5]

In his Petition to the House of Commons dated 1825, William Symington wrote:

The second experiment was made, on the Forth & Clyde Canal.  The machinery was executed at Carron Iron Works under the direction of your Petitioner, and was erected in a Boat belonging to Mr Miller, which he had previously caused to be built and fitted with paddle wheels, for the purpose of making experiments as to the effect of these wheels turned by the labour of men as already described.  The Petitioner fitted into this Boat a Steam Engine with two cylinders, each Eighteen Inches in diameter and making a three feet stroke; and in the month of October 1789, he took on board Mr Miller, - the late John Adam - John Balfour- Ambrose Tibbets [6] Esquires, Members of the Carron Company, Mr Taylor his School Companion and David Drysdale an experienced Sailor, to whom he gave the helm; and in presence of hundreds of Spectators who lined the Banks of the Canal, the Boat glided along, propelled at the rate of five miles an hour, and all parties interested declared themselves satisfied with the success of the experiment.

The parts for the engine, drive mechanism and paddle wheels were made at Carron iron works. Miller wrote to Carron Company, authorising William Symington to order engine parts and to direct the construction of the engine. Miller addressed the following instructions to the Carron Company, the original of which was in the possession of Miller's eldest son: [7]

Dunfermline, 6th June 1789

Gentlemen,

The bearer Mr William Symington is employed by me to erect a steam-engine for a double vessel; which he proposes to have made at Carron. I have therefore to beg that you will order the engine to be made according to his directions. As it is of importance that the experiment should be made soon, I beg that you will assist him, by your orders to the proper workmen, in having it done expeditiously. I am ever, with great regard, gentlemen, your most obedient humble servant,

Patrick Miller

The engine was fitted to the vessel in a lock of the canal at Carron Ironworks (see letter from Symington to Miller dated 24 June 1789 below). A ship's carpenter, John Heriot, carried out some repairs on the vessel and was engaged to construct an oak frame to support the engine.  [8]  

The initial trials were unsatisfactory. A public trial was held in the first week of December 1789 in which the floats broke away from the paddle wheels which had to be rebuilt and strengthened.  After repairs were undertaken, the steamboat was successfully tried on 25th December 1789 and again on the succeeding days. [9] The steamboat allegedly approached a speed of seven miles per on the canal. Although this arrangement was shown to be practicable, there was concern about the stability of this lightly constructed boat, made top-heavy by the engine and machinery.  Thereafter the machinery was dismantled and the engine was deposited at Carron Works. [10]

Miller had the hull of the 1789 steamboat sent to his property Bruce Haven, which had a small harbour on the north bank of the Firth of Forth. [11]

[1] A Short Narrative of Facts relative to the Invention and Practice of Steam-navigation by the late Patrick Miller, Esq. of Dalswinston. Drawn up by his eldest son Patrick Miller, Esq. From the Edinburgh Philosophical Journal, July 1825

[2] Article on Steam Navigation by "W.G." of Grangemouth, Falkirk Herald 26 May 1853 page 3 column 1

[3] Miller, Major General William Henry, footnote to his letter to Bennet Woodcroft: A Letter To Bennet Woodcroft , Esq. F.R.S. Vindicating The Right Of Patrick Miller, Esq. Of Dalswinton To Be Regarded As The First Inventor Of Practical Steam Navigation. 1862

[4] Russell, John Scott, On the Nature, Properties, and Applications of Steam, and on Steam Navigation. (From the Seventh Edition of the Encyclopaedia Britannica) Edinburgh 1841

[5] Letter from James Taylor to Miller dated 24 July 1789, quoted in the Supplement to the Catalogue of the Great Exhibition 1851

[6] The correct spelling is Tibbats

[7] Russell, John Scott, On the Nature, Properties, and Applications of Steam, and on Steam Navigation. (From the Seventh Edition of the Encyclopaedia Britannica) Edinburgh 1841

[8] Letter from James Taylor to Miller, dated Carron 24 July 1789, reproduced in The Official Descriptive and Illustrated Catalogue of the Great Exhibition, 1851. Volume IV; Supplement. pages 1474-1475, in an article contributed by W.C. Aitken of Birmingham on the origins of steam navigation 

[9] A Short Narrative of Facts relative to the Invention and Practice of Steam-navigation by the late Patrick Miller, Esq. of Dalswinston. Drawn up by his eldest son Patrick Miller, Esq. From the Edinburgh Philosophical Journal, July 1825

[10] Russell, John Scott, On the Nature, Properties, and Applications of Steam, and on Steam Navigation (From the Seventh Edition of the Encyclopaedia Britannica) Edinburgh 1841

[11]  Miller, Major General W.H., Letter to Bennet Woodcroft, 16 June 1862

THE ENGINE OF THE 1789 STEAMBOAT

The engine had twin vertical cylinders. The condensers were placed at the base and separated from the working cylinder by a second piston or "medium". The paddle wheels were driven by a continuous chain and ratchet mechanism.

The drawing above is inscribed as follows: “Falkirk 4th Novr 1825. This is the Drawing referred to on page 5th of my Petition of this date” and signed “William Symington”.

From his Petition: "Your Petitioner has herewith produced the original Drawing, with an Account of the Expence of the Machinery, which, exclusive of the cost of the Boat that previously belonged to Mr Millar, amounted to £363.10.10 Strg as Certified by the Affidavit of Joseph Stainton Esq.re Manager of the Carron Company.

THE MACHINERY OF THE 1789 STEAMBOAT

The engine components for the 1789 steamboat are listed in the Carron Company invoice dated 30 November 1789. [1]  The invoice includes an order for two cylinders and cylinder bottoms and four pistons. Included were four rolled iron hoops from which the paddle wheels would have been constructed. The dimensions of these components are not supplied. Seventy-two feet of small cast iron chain was made for the chain and ratchet drive mechanism.

CARRON COMPANY INVOICE

30 November 1789 

Patrick Miller Esqr Edinburgh ("of Dalswinton" in pencil) Invoice for £165.19.9

For engine components including:

1 Cylinder bored and 1 ditto 

1 Cylinder bottom and 1 ditto

4 Pistons

Cast Iron Chain

6 Flanges for Wheels

13 Screw Bolts for the Boat 

1 Wrought Iron Boiler, Fire Grate & door Rolled Iron Pipe; 

4 Rolld Iron Hoops for the Boat

173 Screw Bolts and Nuts with 14 Plates & 1 small spanner 

Joining 72 feet of a small Cast Iron Chain

2 Spindles for the Water Wheels; 48 Spokes & 48 Stays for Ditto; fitting the Spokes & Stays

Wages paid to Wm Corkhill & his men while employed by Mr Symington upon Mr Miller's machinery. 

Wages: Carpenter's Work per Wm. Baildon's account; Ship Carpenter's Works upon the Vessel per Wm. Stein's acct. Wages paid Blackie and his men while employed upon Mr. Miller's Machinery.

The paddle wheels would have been constructed according to Patrick Miller's communication to the Royal Society in 1787 (see drawing in the section on the Dalswinton boat). Each paddle was framed by three rings and each was fitted with 48 spokes and stays, indicated each wheel had eight paddles which were probably wooden. The four rolled iron hoops in the invoice may have been used to reinforce the paddle wheels.

[1] Carron Company Invoice Book July 1789 to July 1793, pages 50 and 51 SRO GD58/4/19/21.

FIG. II

A A.- Cylinders. B.-Boiler. C.-Steam pipe. D D.-Air pump rods. E E.-Connecting chains. F F.-Direction pulleys. G G.-Paddle wheels, situated and wrought in a trough, extending from stem to stern of the boat, and allowing free ingress and egress to the water. I I.-Flotation line.

This Figure depicts the engine and drive mechanism invented by William Symington and employed in the first iteration of the experiments for Miller at Dalswinton and in the 1789 experimental steamboat.  This illustration is Figure II from the 1862 Rankine Biography and was derived from the drawing which William Symington had made in 1828 to depict the mechanism he invented for the Miller steamboats. William Symington's 1828 drawing of the "Original Steam Boat" was one of a package of finely executed drawings he had prepared and which his son took to Australia in 1855.

THOSE ON BOARD FOR THE TRIALS OF OCTOBER OR EARLY DECEMBER 1789

PATRICK MILLER 1731-1815

In 1790 Miller was a director and Deputy Governor of the Bank of Scotland.

JOSEPH STAINTON 

He was the manager of Carron Company from 1786 until his death in 1825. [1] He was engaged in fitting the Symington engine on Patrick Miller's vessel. [2]

AMBROSE TIBBATS 

For many years Tibbats was a managing partner of Carron Company. He died at Church Aston in Shropshire in 1815. At the time of his death he held fourteen shares of Carron Company stock, valued at £4200. [3]

JOHN BALFOUR OF PILRIG

The third laird of Pilrig House, Balfour was a partner in Carron Company. He died in 1814 aged 73 years. The Balfour family of Pilrig owned a paper mill which produced the paper for the bank notes for the Bank of Scotland. [4]  

JOHN ADAM OF BLAIRADAM 1721-1792

An Edinburgh architect and a partner in Carron Company. Adam designed Kerse House for Sir Lawrence Dundas, the father of Thomas, Lord Dundas.

JAMES TAYLOR 1758-1825

Born in Leadhills, Taylor was a tutor to Patrick Miller's children and a contemporary of William Symington at Edinburgh University. He introduced Miller to Symington and went on to claim that he was the "inventor" of steam navigation. [5]  There was much arguement and extensive correspondence on the subject. From a careful and dispassionate examination of the facts, Bennet Woodcroft concluded that it was clear that Taylor had not invented the engine or drive mechanism in Miller's steamboats and that his contribution had been to successfully encourage Miller to experiment with steam engines on his boats. [6]

DAVID DRYSDALE 

Mariner of Bainsford, stated in an affidavit dated 13 October 1824 that he acted as helmsman on the 1789 vessel. [7]

[1] Caledonian Mercury 26 February 1825 page 3

[2] Campbell, R. H., Carron Company Oliver and Boyd Edinburgh and London 1961 page 215

[3] Edinburgh Sheriff Court Inventories, Wills and Testaments SC 70/1/21

[4]  Balfour-Melville, Barbara Gordon, The Balfours of Pilrig: a history for the family. Edinburgh 1907

[5] Memorial by the late Mr. James Taylor, of Cumnock, Ayrshire; presented to the Select Committee of the House of commons on Steamboats, &c., through the Right Hon. Sir Henry Parnell, Bart., on the subject of propelling vessels by steam power. Dated April, 1824. 

[6] Woodcroft, Bennet, The Origin and Progress of Steam Navigation From Authentic Documents London 1848

[7] Symington Testimonial, pamphlet published by Robert Bowie circa 1841 (see section on the Symington Testimonial)

Glass paste cameo of John Adam dated 1791 by James Tassie (1735-1799) NPG 4612

REPORTS OF THE 1789 STEAMBOAT TRIALS 

An account of the 1789 steamboat trials was drawn up by Miller's Edinburgh advocate, Lord Cullen, [1] [2] and published in the Edinburgh newspapers, the Advertiser, Courant and the Caledonian Mercury as follows:

The Edinburgh Advertiser February 23, 1790 page 125 

Extract of a letter from Falkirk, Feb. 12.  

     “It is with great pleafure I inform you, that the experiment which fome time ago was made here, upon the great Canal, by Mr. MILLER of DALSWINTON, for afcertaining the power of the fteam engine, when applied to failing, has lately been repeated with very great fuccefs.  Although thefe experiments have been conducted under a variety of difadvantages, having been made with a veffel built formerly for a different purpofe, yet the velocity acquired was no lefs than from fix and a half to feven miles an hour.  This fufficiently fhews, that, with veffels properly conftructed, a velocity of eight, nine, or even ten miles an hour, may be eafily accomplifhed.  The advantages of fo great a velocity in rivers, ftraits, &c. and in cafes of emergency, will be fufficiently evident, as there can be few winds, tides, or currents, which can eafily impede or refift it; and it will alfo be evident, that, from a flower motion, the utmoft advantages muft refult to inland navigation.”

Derby Mercury Thursday 25 February 1790 page 4

     A letter from Falkirk, dated Feb. 12, fays, “It is with great pleafure I inform you that the experiment, which fome time ago was made here upon the great canal, by Mr. Miller, of Dalfwinton, for afcertaining the power of the Steam Engine when applied to failing, has lately been repeated with very great fuccefs.  Although thefe experiments have been conducted under a variety of difadvantages, having been made with a veffel built formerly for a different purpofe, yet the velocity acquired was no lefs than from fix and an half to feven miles an hour. This fufficiently fhews that with veffels properly conftrufted, a velocity, of eight, nine, or even ten miles an hour may be eafily accomplifhed. The advantages of fo great a velocity in rivers, ftraits, &c. and in cafes of emergency, will be fufficiently evident, as there can be few winds, tides or currents, which can eafily impede or refift it. And it will alfo be evident, that, from a flower motion, the utmoft advantages muft refult to inland navigation.” Every well-wifher to the extenfion of arts and commerce muft be highly gratified with the fignal fuccefs of this important experiment, which bids fair to introduce an improvement, which, by greatly facilitating, and rendering more eafy and fpeedy the intercourfe by means of Navigation, muft not only be highly advantageous to our country in particular, but to the commerce of the world at large, and to mankind in general.

Notwithstanding these laudatory press reports and William Symington's contention in his Petition that Miller was "completely satisfied", Symington observed that Patrick Miller "very unaccountably withdrew himself from public business" after the 1789 steamboat trials.

According to James Taylor, through his advocate Robert Cullen, Miller approached Boulton and Watt in the Spring of 1790 to join him in a scheme of steam navigation. [3] Watt, who already had a low opinion of the Symington engines, believed that steam engines would be unsuitable for seagoing vessels but he lacked the imagination or ability to forsee the potential for the application of steam to marine propulsion.

The following was Watt's reply, dated Birmingham, April 24, 1790, which doubtless confirmed Miller's resolve not to pursue the experiments in steam navigation: [4] [5]

“Dear Sir,—We have heard of Mr. Miller’s ingenious experiments on double ships from Sir John Dalrymple, and also some vague accounts of the experiments with the steam-engine, from which we could gather nothing conclusive, except that the vessel did move with a considerable velocity.

“From what we heard of Mr. Symington’s engines, we were disposed to consider them as attempts to evade our exclusive privilege; but as we thought them so defective in mechanical contrivance as not to be likely to do us immediate hurt, we thought it best to leave them to be judged by Dame Nature first before we brought them to any earthly court.

“We are much obliged to Mr. Miller for his favourable opinion of us and of our engines, which we hope experience would more and more justify. We are also fully sensible of his kind intentions in offering to associate us with him in his scheme; but the time of life we have both arrived at, and the multiplicity of business we are at present engaged in, must plead our excuse for entering into any new concern whatever as partners; but as engineers and engine-makers we are ready to serve him to the best of our abilities, at our customary prices, for rotative engines, and to assist in anything we can do to bring the scheme to perfection.

“We conceive that there may be considerable difficulty in making a steam-engine to work regularly in the open sea, on account of the undulating motion of the vessel affecting the vis inertiæ of the matter; however, this we should endeavour to obviate as far as we could.

“It may not be improper to mention that Earl Stanhope has lately taken a patent for moving a vessel by steam, but not by wheels. His Lordship has also applied to us for engines; but we believe we are not likely to agree with him, as he lays too much stress upon his own ingenuity.

“We cannot conclude without observing, that were we disposed to enter into any new concern whatever, there is no person we should prefer to Mr. Miller as an associate, being fully apprised of his worth and honour, and admirers of the ingenuity and industry with which he has pursued this scheme.

“Permit me now, Sir, to return you my thanks for your obliging attention to me, and for the trouble you have taken in this affair, and to ask the favour of your presenting Boulton and Watt’s respectful compliments to Mr. Miller.—Dear Sir, your obliged humble servant,

“James Watt.”

William Symington found that to employ two paddle wheels in tandem was unsatisfactory. Before Miller withdrew his commission, he was experimenting with a more efficient drive mechanism using a single paddle wheel, a scheme which would foreshadow the system which he would develop in his steamboat experiments for Lord Dundas more than a decade later.

[1] Russell, John Scott, On the Nature, Properties, and Applications of Steam, and on Steam Navigation (From the Seventh Edition of the Encyclopaedia Britannica) Edinburgh 1841

[2] Robert Cullen 1742-1810 Advocate and co-founder of the Royal Society of Edinburgh

[3] Memorial by the Late Mr. James Taylor, of Cumnock, Ayrshire: Presented to the Select Committee of the Honourable the House of Commons on Steamboats, &c., Through the Right Hon. Sir Henry Parnell, Bart., on the Subject of Propelling Vessels by Steam Power: Dated April, 1824 Maclure & Macdonald, Lithographers, 1857

[4] Recorded by Williamson, George, Memorials of the lineage, early life, education, and development of the genius of James Watt, 1856, page 219

[5] Smiles, Samuel, Lives of Boulton and Watt. Principally from the original Soho Mss. Comprising also A History Of The Invention and Introduction of the Steam-Engine. London 1865.

ADDENDUM

JOHN RENNIE'S OBSERVATIONS ON THE 1789 STEAMBOAT ENGINE

Portrait of John Rennie by Sir Henry Raeburn c.1810

A contemporary of William Symington, John Rennie 1761-1821 was a mechanical engineer who would achieve national importance as a prolific designer of bridges, harbours and canals. 

In 1780 Rennie enrolled in Edinburgh University where he attended classes under Dr. Joseph Black and John Robison, the Professor of Natural History. Thereafter he worked as a freelance engineer. 

Working as a millwright in London, he entered a close working relationship with James Watt and acted as an agent for Boulton and Watt. Rennie had demonstrated considerable expertise in the design and fitting of milling machinery but had a verbal agreement with Watt not to undertake any original work on steam engines.

Rennie travelled widely and kept a diary in the form of pocket notebooks which are now held in the National Library of Scotland in Edinburgh. In June 1791 he made observations on pumping engines in Leadhills and Wanlockhead. He described the characteristics of a 30 inch Boulton and Watt engine at Leadhills which he found to be "kept in a very nasty condition." He took a particular interest in the new Symington engine which was then operating at Wanlockhead. Watt had deemed this to be a "pirate engine" because he believed Symington's design was an infringement on his own patent. Rennie sketched the Symington engine and made detailed notes on its construction and performance. Perhaps to satisfy his own curiosity, Rennie also examined the twin cylinder engine used in Patrick Miller's 1789 steam boat trials.

RENNIE'S DESCRIPTION OF THE ENGINE FOR PATRICK MILLER'S 1789 BOAT [1]

Symington's Steam Engine for Dragging Boats

This Engine has two Cylinders of 18 Inches diar each & 2 feet Stroke. The Rods of each piston are connected to a circular Barrel of Iron by means of chains so that while the one moves down the other comes up & so gives the Barrel & axis a reciprocating motion. Upon the axis of the Barrel is a Lever or arm which works the Plug & working Gear

Each of the Cylinders has two Pistons, one at Top & another at Bottom. The two bottom pistons have their rods in stuffing boxes & are connected together by a Lever. The Steam is admitted between the two pistons & moves the one up & the other down; But the motion of the upper is much greater than the under. When the upper Piston has got to the Top & the under one to the bottom the steam communication is shut & an exhaustion one opened. By this means the steam is admitted into to the bottom of the Cylinder.  in its way it is met with a jet of cold water which condenses it & then it is squized out by the under Piston which is in Fact an air Pump. While this condensation is going forward in the one Cylinder the steam is operating in the other. The construction of the Machine is as under

[1] NLS GB233/MS19834

Rennie's drawing of the 1789 engine, sketched in pencil and overdrawn in ink

CORRESPONDENCE RELATING TO THE 1789 STEAMBOAT

The following letters from William Symington to Patrick Miller relating to the engine of the 1789 steamboat appear in the Supplement to the Illustrated Catalogue of the Great Exhibition of 1851. [1] These and other letters were published with a commentary by "W.C.A." on William Symington's steamboat experiments. W.C.A. was William Coston Aitken 1817-1875, a Birmingham businessman and historian. [2]

Wanlockhead, 1st May 1789.

Sir,

         Having taken into consideration what would be the expense of an engine of such size as proposed to put upon your boat, find, to the best of my opinion, it will come to nearly 250l., including the float wheels; and you may depend upon my endeavours to get it as well and cheap done as possible. I think by the 12th current I shall have my affairs so settled here as shall enable me to begin your engine at that time; but as it will be necessary that I see the vessel before I begin to construct the engine, and would also wish if possible, that you would be present, if you are so kind to let me know when you intend to be in Edinburgh, I would endeavour to be there at that time. Waiting your further orders,

                     I am, dear Sir,

                                 Your very humble and

                                             Most obliged servant,

                                                         William Symington

                                                                                             Wanlockhead, 19th May, 1789.

Sir,

      This day I was favoured with yours of the 17th current, informing me you did not think you would be in Edinburgh before beginning of next week. I am sorry that I am obliged to set out for Carron to-morrow, but if you would inform me when you could meet me at the boat, I should endeavour to be there at time fixed, and the sooner the engine could be got begun the better as this is the most favourable season for experiments. I observed the letter you enclosed, but am apprehensive it will turn out to be a mistaken idea.

                                                              I am, dear Sir,

                                                                      Your very humble and

                                                                               Most obedient servant,

                                                                                          William Symington

                                                                                                 Carron, 24th June 1789.

Sir,

      This day John …….[3]  brought up the vessel, which to-morrow will be laid into a dock, which the Carron Company has for their own ships to be repaired in, where she will be very safe during the engine's being put on board. Every part of the work to be done here is getting forward as fast as possible, yet I cannot estimate when we may get everything finished; but you may depend upon it that no time shall be lost. The calculation we spoke of I could not send you by this letter, as before I could make it out so accurately as I wished, there was an experiment necessary to be made, which will only be finished to-morrow. As we will soon begin to put some of the parts of the engine together, I have this day wrote for Mr. Taylor to come to Carron, in order that he may get all the knowledge he can during this erection.

                                                               I am, Sir,

                                                                       Your very humble and

                                                                                 Most obedient servant,

                                                                                           William Symington

[1] Official Descriptive and Illustrated Catalogue of the Great Exhibition, 1851. Volume IV; Supplement, pages 1472-1476

[2] Death notice Staffordshire Advertiser, 27 March 1875 page 5 

[3] John Heriot was the name of the ship's carpenter employed by Miller