This carte de visite portrait of Dr. Bowie is from the family album of his brother in law, William Symington 1802-1867, of Bacchus Marsh, Victoria.

Dr. Robert Bowie was William Symington's son in law. He  was a general practitioner in London who had married William's second daughter, Margaret. In 1831 William Symington died at the Bowie's London residence at 44 Burr Street, Lower East Smithfield. In 1833 Dr. Bowie published his Brief Narrative with the aim of establishing William Symington's place as the true originator of steam navigation. Bowie's Narrative was announced in a classified advertisement which appeared in The Examiner (London) on Sunday May 19, 1833: "Just published, price 1s. 6d." 

Dr. Bowie's "BRIEF NARRATIVE" was published in London in the form of a pamphlet comprising 27 pages of text,  illustrated by three diagrams. The following is a transcript of the title page:

A BRIEF NARRATIVE, PROVING THE RIGHT OF THE LATE WILLIAM SYMINGTON, Civil Engineer, TO BE CONSIDERED THE INVENTOR OF STEAM LAND CARRIAGE LOCOMOTION; AND ALSO THE INVENTOR AND INTRODUCER OF STEAM NAVIGATION.

BY ROBERT BOWIE WITH ILUSTRATIVE DRAWINGS, FROM THE ORIGINALS, BY WILLIAM SYMINGTON, JUNIOR.

LONDON: PUBLISHED BY MESSRS. SHERWOOD, GILBERT, AND PIPER, PATERNOSTER  ROW; AND W. ANNAN, CROYDON; AND SOLD BY ALL BOOKSELLERS. 1833.

Section I of the Bowie Narrative, "Invention and Introduction of Steam Navigation," is drawn directly from William Symington's own Memorial, dated 1st December 1824 which was submitted to the Lords of H. M. Treasury in 1826. There is also mention of an 1829 "pamphlet" which was presumably derived from that Memorial but no copies have survived. [1]

The steam boat trials for Patrick Miller are cited: the trial in autumn 1788 on the lake at Dalswinton and the trial of a larger but otherwise identical vessel on the Forth and Clyde Canal in 1789 which was declared an extraordinary success, yet Miller withdrew his support. There is no mention of any subsequent modifications or further trials made with this larger version.

Experiments involving two distinct vessels were conducted for Lord Dundas between January 1801 and April 1803. An unfortunate typographic error on page ten records "March 1802" as the date of the seminal trial of the Charlotte Dundas which in fact took place on 28th March 1803. Bowie failed to recognise that two boats had been constructed on behalf of Lord Dundas.

A synopsis on page 18 under "Corroborative Testimony" mentions "the First Boat," in reference to the Dalswinton vessel, with a confusing reference to a "Second Boat" in which Bowie mentions affidavits from Alexander Hart (the builder of the 1801 boat) and John Allan who built the Charlotte Dundas which was demonstrated in 1803; he reiterates incorrectly the date of "March, 1802."

This confusion led to an ongoing erroneous belief that only one steam boat was built for Lord Dundas. Bowie also made an unfortunate error (page ten) in stating that the steamboat Charlotte Dundas was named in honour of the late lamented Lady Milton. However Lady Milton was Mary, the eldest daughter of Lord Dundas. Charlotte was the second daughter. That error was also perpetuated in later accounts including the Biography published by John Rankine in 1862. 

Bowie recorded (page 23) that William Symington had submitted a set of drawings to the Admiralty comprising one "representing a mode of rendering ships of war more manageable and efficient" together with a sketch of "a gun and carriage constructed on a new principle" which was "capable of being wrought by half the usual number of men" and also a drawing of an "improved paddle wheel." Admiralty returned these drawings which were kept by Symington descendants who lived in Bacchus Marsh, a country town in Victoria. These and other original drawings belonging to William Symington were stored in a cupboard in a brown paper parcel and had not seen the light of day for very many years. Ultimately these drawings were held by Nancy Symington, the last surviving granddaughter of William Symington (1802-1867) who kindly allowed me to view and study the collection which is now held by Museum Victoria.

An important collection of drawings which represented William Symington's steamboat experiments was prepared to accompany a Memorial which William Symington had prepared for a submission to Treasury. He applied to have these drawings returned but was advised that they could not be procured (Bowie page 24). 

These key illustrations were never returned and were presumed to have been lost. However, Bowie's Narrative provided the essential clues which enabled me to find the long lost Treasury submission. The Narrative was published in 1833 and Bowie indicated that the Memorial had been presented to Treasury "about eight years ago" (page 23). However no submission is indexed in Treasury Board Papers under the name of Symington. In his concluding remarks (page 28), Bowie paid tribute to Sir Ronald Ferguson and others for the interest they had taken in William Symington's welfare. Ferguson was the Member of Parliament for the Kirkcaldy burghs.

These clues in Bowie's manuscript enabled me to discover Symington's Treasury submission and the lost drawings, submitted in 1826 and indexed as “Treasury Board Papers, Alphabetical, Individual”:  

“FERGUSON, Sir R.C. with Documents from W. Symington in confirmation of his Statement of being the original inventor of the steam boat " – No. 8026 D Reg; 27th April 1826  

William Symington had conducted a series of experiments in steam vessel propulsion for Lord Dundas which culminated in the Charlotte Dundas trial in March 1803. These Treasury drawings illustrate the stages in Symingtons steamboat experimentation and document the evolution of his concepts of steamboat propulsion.

Andrew Symington of Kettle, Fife, William Symington's son donated a copy of the Bowie Brief Narrative to the Society of Arts for Scotland in November 1833 (together with a description and drawing of his "Improved Steam-Engine for Lifting Water" . [2]

The text of Dr. Bowie’s pamphlet was reproduced in a supplement to the Sydney Herald early in 1834. [3]

On 23 September 1835, a copy of Bowie's Narrative was donated to the Edinburgh Select Library together with a bust of Symington. [4] This copy is now held in the National Library of Scotland in Edinburgh. (See also the Section on Post Mortem Busts.) 

The EDINBURGH LIBRARY COPY OF THE BOWIE PAMPHLET is inscribed as follows:

"To the Edinr S. S. Library with a bust of Symington from 23 Sept 1835 J Manson"

 The identity of "J Manson" is yet to be established.

CORRECTIONS TO THE EDINBURGH LIBRARY PAMPHLET

The following annotations and corrections have been made to this copy, apparently by Bowie himself:

Facing Section 1 (page 7):

"The receipt of copies of the affidavits mentioned in the subsequent Narrative and of other indubitable testimony has enabled the author to correct a few chronological errata"

Page 10 Line 18 "1802" struck out and "1803" written in margin

              Line 28 "so" struck out and "a" substituted before "complete" and "a" after "complete" is struck out

Page 11 Line 1 "in 1801" written in margin

              Line 16 "in 1801"written  in margin

Page 12 Line 26 a cross is inserted between "very" and "day" and, at the foot of the page, "x in March 1803"

Page 14 Line 12 "1802" is crossed out

Page 16 Line 10 in place of "to show from", "to" and "from" are erased and "will" is inscribed above "show"

Page 18 Line 6 from bottom of page, under "Second Boat" there is a line through "1802" and "1803" is inscribed in the left margin 

Page 19 Line 27 a line through "1802" and "1803" is inscribed in the margin

Similar amendments were made to the copy of Bowie's Narrative which is held by the NEW YORK PUBLIC LIBRARY which is stamped with the date 1916. This copy has been digitised by Google and can be downloaded from the world wide web.

CORRECTIONS IN THE NEW YORK LIBRARY COPY

At the foot of the blank page after the preface is written (presumably by Bowie) " Since the Publication of this pamphlet additional evidence has been received whereby a few chronological errors have been detected and corrected"

Page 10

Paragraph 3, Line 1 "1802" is struck out, with "1803 written in the left margin

Bottom line "so complete a verification" altered to "a complete verification"

Page 11

Line 1 "in 1801" is written in the right margin

Paragraph 2, Line 4 Ditto

Page 12

Line 26 an asterix is inserted after "the day" and, at the foot of the page, an asterix, with "in March, 1803"

Page 14

Paragraph 3 Line 1 "or 1802" is struck out

Page 16

Line 10 the phrase "to show from whence" is altered to "will show whence"

Page 18, under the head "Second Boat",

Paragraph 4, Line 3 "1802" is struck out, with "1803" written in the left margin and the subscript, marked by an asterix at the foot of the page is erased

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Line 10 from bottom of page, "1802" is struck out, with "1803" written in the left margin

[1] Cassier's Magazine Volume 32 May-October 1907 pages 536-538 (the implication is that this copy was held either by a descendent of Robert Wight or by James Symington, grandson of William, each of whom provided material for this article)

[2] The Edinburgh New Philosophical Journal, Volume XVI October 1833 to April 1834, XXII Proceedings of the Society of Arts for Scotland, page 199

[3] Sydney Herald (NSW), Thursday 13 February 1834, Spage 2

[4] N.L.S., Edinburgh shelf mark Ry.1.1. 18 (2)

THE ILLUSTRATIONS IN BOWIE'S NARRATIVE

MY TRANSCRIPTION OF DR. BOWIE'S NARRATIVE

A BRIEF NARRATIVE, PROVING THE RIGHT OF THE LATE WILLIAMSYMINGTON, Civil Engineer, TO BE CONSIDERED THE INVENTOR OF STEAM LAND CARRIAGE LOCOMOTION; AND ALSO THE INVENTOR AND INTRODUCER OF STEAM NAVIGATION. BY ROBERT BOWIE. WITH ILUSTRATIVE DRAWINGS, FROM THE ORIGINALS, BY WILLIAM SYMINGTON, JUNIOR. LONDON: PUBLISHED BY MESSRS. SHERWOOD, GILBERT, AND PIPER, PATERNOSTER ROW; AND W. ANNAN, CROYDON; AND SOLD BY ALL BOOKSELLERS. 1833 

DEDICATION.

TO NATHANIEL GOULD, ESQ. Chairman of the North American Association, Deputy Governor of the British American Land Company, &c. &c. &c.

    SIR,

To have lived abstracted in their pursuits, and to have died in obscurity is, alas! too often the lot of the ardent and enthusiastic sons of science.

In announcing Mr. Symington as the father of the Steam Navigation of the present day, I hope at the same time to give just praise to his talents, and due honour to his memory: And, it will be acknowledged as matter of public regret, that whilst neither he nor his family have reaped the advantage of his discovery, that even of the honour of it too many have succeeded in depriving him.

So connected is the application of Steam to Locomotive Engines with the interests of Navigation at large, the extension of commerce, and the increase of happiness to the whole human race, that to you Sir, as one of the most zealous and active promoters of navigation, commerce, and charity, in this metropolis, the present Dedication would be due: but beyond this, private friendship and esteem, induced me to request permission thus to subscribe myself,

Your ever grateful,

affectionate, and sincere friend,

                    ROBERT BOWIE

74, Bishopsgate Street Within,

         May 1, 1833.

PREFACE.

AMONG the many important inventions and improvements of the present age, none has proved of greater utility than the adaptation of steam, to the purposes of navigation. It is, therefore, much to be regretted, that he who accomplished so arduous an undertaking, was rewarded, except by a few intelligent and spirited individuals, with treachery, ingratitude, and neglect.

In the prosecution of his plans, the best of his days were spent; lucrative engagements abandoned; and his private means, and even those of his family, expended.

He lived to see that realized which, before he showed its practicability, was generally reckoned chimerical: and to observe others reaping the fruits of his labours, without the honesty to acknowledge to whom they were indebted.

The following narrative is drawn up from a memorial presented to the Lords of His Majesty’s Treasury, in behalf of William Symington; and from documents in the possession of his family.

SECTION I.

 INVENTION AND INTRODUCTION OF STEAM NAVIGATION.

WILLIAM SYMINGTON, the inventor of steam navigation, was a native of Leadhills, county of Lanark, Scotland. While receiving an education to qualify him for the Church, an early predilection for mechanical philosophy led him to abandon his theological studies, and pursue with ardour those connected with his favourite science. His genius soon attracted the notice and secured the patronage of Gilbert Meason, Esq. then connected with the Wanlock Head lead mines. Before completing his twenty-first year, Mr Symington had made several improvements on the steam engine; and, having protected them by His Majesty’s Royal Letters Patent, constructed and introduced engines on his principle into different parts of England and Scotland.

As early as the year 1784, amidst the wild bleak scenery of the country he inhabited, and when he knew nothing of any attempts which might have been made to realize such an idea, it occurred to him that steam might be rendered available for the propulsion of locomotive carriages. He immediately set about embodying his idea; and, in 1786, submitted to the inspection of the professors and other scientific gentlemen in Edinburgh, a working model of a steam carriage, (Fig. 1), which afforded such proofs of capability, that he was warmly urged by all present to carry his invention into full effect.

But with a sense of honour which redounds to his credit, he would not allow his friendly advisers, or his patron, Mr. Meason, to embark in an undertaking to which the state of the roads in Scotland, and the difficulty of procuring fuel and water, presented

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in his opinion, insurmountable objections. Besides, he was the more easily induced to abandon his experiments on land carriage, by a belief in the possibility of more advantageously employing steam for the purposes of navigation.

While the model was in Edinburgh, Patrick Miller, Esq., of Dalswinton, who had heard of it from Mr. James Taylor, tutor in his family, who had been a schoolfellow of Mr. Symington, called at Mr. Meason’s, and having minutely inspected it, expressed himself highly pleased with its construction and performance. In the course of conversation, Mr.  Miller mentioned that he had spent much time in making experi­ments, for the propelling of vessels upon water, by wheels in place of sails or oars: and that they had been put in motion by applying manual strength to turning a handle or winch. He also said he had attempted to work them by the power of horses; as he had heard something of the same kind had been accomplished, even by means of oxen, in America. It occurred to Mr. Symington, and he stated his opinion to Mr. Miller, that a steam engine might be constructed which would propel a vessel, by communicating a rotatory motion to the paddles by the alternate action of two ratchet wheels, in the same manner as in the model of the steam carriage, then before them. Mr. Miller said he considered such a thing impracticable; and inquired how it would be possible to work such an engine on board, without setting the vessel on fire?            

The description given of the model, and the manner in which it was intended to apply the power of steam, seemed to convince Mr. Miller of the practicability of the project: and he observed, that if Mr. Symington thought he could construct a steam engine, and work it with safety on board of a vessel, an experiment should be made, on a small scale, as soon as he (Mr. Symington) could possibly attend to it: and it was explicitly understood that the plan and construction of the engine, the mode of producing rotatory motion, and the means to be adopted for guarding against danger, were to be left entirely to Mr. Symington.

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Soon after this conversation, by Mr. Miller’s desire, he proceeded to construct a small engine, on a similar principle to one for which he had previously procured a patent. It was executed under his immediate inspection, and fitted on board a small double keeled vessel, lying upon a lake, near the House of Dalswinton.-(Vide Fig. 2). With this vessel a trial was made of the powers of the invention, in the autumn of 1788, in presence of Mr. Miller, and various persons of respectability; when the boat was propelled in so satisfactory a manner, that it was imme­diately determined to commence another experiment, upon a more extended scale.

In the month of October, 1789, a second exemplification*(v. Fig. 2), was afforded on the Forth and Clyde inland navigation, in presence of hundreds of spectators, who lined the banks of the canal to witness what seemed so extraordinary an attempt; and who testified by acclamation their satisfaction at its result. Mr. Miller; Messrs. John Adam, of Blairadam; John Balfour, of Pilrig; Ambrose Tibbetts, members of the Carron Company; James Taylor; and David Drysdale, an experienced seaman, who took charge of the helm, were on board. The boat glided along, propelled at the rate of nearly six miles an hour; and all parties interested declared their conviction of the success of the experiment.

In this instance, the machinery was constructed at Carron works also, under the sole direction of Mr. Symington, and erected in a boat, which had been used in Mr. Miller’s previous experiments.

Having thus established the correctness of his views, Mr. Symington had the misfortune to lose the patronage of Mr. Miller, who suddenly withdrew himself from public business, and devoted his time to improving Dalswinton estate. Under these circumstances, Mr. Symington’s pecuniary resources being

* These exemplifications exactly resembled each other, in every thing but magnitude.

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insufficient to enable him, unaided, to go farther in endeavouring to introduce steam navigation, he was compelled to desist, and to turn his attention to the fulfilment of engagements with the Wan­lock Head Company, for constructing machinery on a large scale, to enable them, more extensively, to carry on their operations.

After an interval of ten years, the late Thomas Lord Dundas, of Kerse, applied to Mr. Symington, and having alluded to his former experiments, expressed a wish that he would employ himself in constructing a vessel, capable of being propelled by the power of steam, and superseding the use of horses, in dragging vessels upon the Forth and Clyde canal; of which canal his lordship was an extensive proprietor. Accordingly, under the auspices of that intelligent nobleman, a series of expe­riments was commenced in January, 1801, and continued until April, 1803. The cost of these experiments somewhat exceeded £7,000.; but they placed beyond the possibility of doubt the practicability of steam navigation.

In March, 1802, Mr. Symington took on board the Charlotte Dundas,* (Fig. 3), at lock No. 20 of the canal, Lord Dundas, the Honourable Captain George Dundas, R.N.,** Archibald Spiers, Esq., of Elderslee, and several gentlemen of their acquaintance;-and with two laden vessels,*** each of seventy tons burden, attached to the steam boat, performed with great ease the voyage to Port Dundas, Glasgow; a distance of nineteen miles and a half,-although it blew so strong a gale right-a-head, during the whole course of the day, that no other vessel in the canal attempted to move to windward.

Having afforded so complete a verification of what he had

*Named in honour of his lordship’s daughter, the late and lamented Lady Milton.

 **It may yet be in the recollection of the Honourable Captain Dundas, the difficulty which existed, owing to the improper manner in which the towing lines were made fast, of making the vessels obey their helms; and that by his simple but ingenious device, the difficulty was speedily 

and completely overcome.

           ***The Active and Euphemia; Gow and Esplin, masters.

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ventured to predict he would accomplish, a proposal was made to the proprietors of the canal to substitute steam boats as tugs in lieu of horses; but it was rejected on the allegation that the undulation created in the water, by means of the paddle wheels, would have the effect of washing down the banks and thereby do greater injury than any benefit likely to be conferred by the invention could counterbalance: * and although, on this point, Lord Dundas and Mr. Symington were of a different opinion, they felt themselves compelled to abandon almost all hope of carrying in that place the invention farther into effect, against a host of opponents, steeped in prejudice, and filled with preconceived opinions. **

Lord Dundas was, however, so convinced of the efficiency of Mr. Symington’s exemplification that he requested a complete model of the steam engine and boat, (with a set of ice breakers attached), should be made. This was done, and Mr. Symington proceeded to London and presented it to his lordship, at his residence in Arlington Street. Lord Dundas, after examining it, suggested the propriety of its being submitted to the inspection of His Grace the Duke of Bridgewater, whom his lordship knew to be an enterprising and enlightened nobleman; who, if he approved of the invention, could adopt it upon the extensive canals of which he was the sole proprietor.

His lordship accordingly called upon the Duke, and having mentioned that Mr. Symington was in town, requested he might be permitted to wait upon his grace, for the purpose of exhibiting the miniature exemplification of his invention, and explaining its powers. In reply to this request, his grace observed that it appeared to him altogether needless to amuse themselves farther with any thing regarding steam boats, as he could well assure his

* An opinion afterwards declared to be a fallacy by an engineer; described in a report of the canal managers, as one of the most skilful of the present day,

**An accusation allowed to be just in the report alluded to; and warranted by what may be seen in Elijah Galloway’s account of Mr. Symington’s experiment.

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lordship they would never be made to answer any useful purpose; having himself, subsequently to the experiments which Mr. Symington had made in Scotland, bestowed upon the subject much pains and great expense, without having attained the least hope of success: yet with this impression as to the improbability of utility, he was still willing to see any thing new, and consented to examine the model.

When Mr. Symington called next day, after exhibiting his boat and explaining its construction and capability, his grace’s sentiments underwent so complete a change that he declared such a vessel as the one before him had every appearance of answering the purpose he wished; and pointing to his collection of paintings which he said had cost him upwards of £100,000, stated his belief that the advantage which trade might at some future period derive from the use of such steam boats would many times exceed the value of his excellent gallery of pictures. To show his conviction of the truth of this prediction, he gave Mr. Symington an immediate order to build eight boats of a similar construction for the use of his canal; and pressingly requested him to devote his whole time to its execution, with the least possible delay.

Mr. Symington returned to Scotland, elated with the prospect of being able in a short time, successfully to introduce steam navigation; and to realize to himself and family advantages which his ingenuity and unwearied perseverance gave him so just a title to anticipate: but, as if doomed to disappointment, the day which saw him satisfactorily complete his last experiment, witnessed the downfall (sic) of his expectations. For on that very day he was informed by Lord Dundas of the committee’s final determination not to allow steam boats to be employed on the canal; and also 

of the death of the Duke of Bridgewater.

Unable longer to struggle against such a multitude of misfortunes, Mr. Symington, his own resources being exhausted, was obliged, with great reluctance, to lay up his boat in a creek of the canal, near to Bainsford drawbridge, where it remained for many years exposed to the view of the public.

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SECTION II.

CLAIMS OF COMPETITORS EXAMlNED.

During the time the boat lay at Bainsford, Henry Bell, of Glasgow, was frequently beheld inspecting it; and, in 1811, he, in conjunction with others, constructed the Comet steam boat, which in that year first plied upon the Clyde. With regard to Bell, it can be indisputably proved that he had numerous opportunities of witnessing the whole of Mr. Symington’s exemplifications, from their commencement to their Termination; and that he was at Carron Works, where he was often seen inspecting the machinery, even while it was being manufactured. Indeed to such an extent did he carry his curiosity, that the workmen used to complain to Mr. Symington of being unable to keep him out of the place where they were making the patterns. Reference to the books of the Carron Company will prove the circumstance of his having been present.

Much praise has been awarded to Bell for the introduction of steam navigation; but how far he deserves it, the following facts will elucidate: Notwithstanding the many opportunities he had enjoyed, -notwithstanding his having voyaged to America, to instruct, or to be instructed by the celebrated Fulton, -the Comet was far interior in her performance, even to Mr. Symington’s second exemplification. When the Comet commenced her operations as a passage boat upon the Clyde, she possessed four insignificant paddle-wheels; and took nine hours to sail from Port Glasgow to Glasgow.

The Elizabeth steam boat was the next constructed. Bell hinted his intention to prevent her being built; but his pretensions were too well known to induce the followers of his piracy to pay any attention to his threats; and he soon had the mortifi­cation to see numerous and far more elegant vessels deprive him of the advantage at which his lawless cupidity had tempted him to grasp.

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When it is known that Mr. Symington mentions in his specification that the wheels may be placed in the centre, or at the sides of the vessel, according as circumstances may require, where, in reference to such construction and adaptation, is the superior skill and talent, of an honest kind, displayed by Bell, as an inventor?

The American engineer, Robert Fulton, another competitor for the merit of having invented and introduced steam navigation, can be proved to be as little entitled to it as Bell: he having also pirated Mr. Symington’s invention; as can be established by the following incontrovertible statement:- 

It happened one day during the month of July, 1801 or 1802, while Mr. Symington was conducting his experiments under the patronage of Lord Dundas, a stranger came to the banks of the canal and requested an interview: he announced himself as Mr. Fulton, a native of North America, to which country he intended to return in a few weeks; but having heard of the steam boat experiments, he could not think of leaving Scotland without waiting upon Mr. Symington, in the hope of seeing the boat and machinery; and procuring some information as to the principles upon which it was moved: he remarked that however beneficial the invention might be to Great Britain, it would certainly be of more importance to North America, considering her many navigable rivers and lakes; and the ease with which timber could be procured for building such vessels and supplying them with fuel. He thought fit farther to say, that the usefulness of steam vessels in a mercantile point of view could not fail to attract the attention of every observer; and that if he was allowed to carry the plan to North America, it could not but turn out to Mr. Symington’s advantage, as if inclined for it, or his other engagements would permit, the constructing, or at least the superintending the constructing, of such vessels, would naturally devolve upon him. Mr. Symington, in compliance with the stranger’s earnest request, caused the engine fire to be lighted up, and the machinery put in motion: several persons entered the boat, and along with Mr. Fulton, were carried from

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lock No. 16, where she then lay, about four miles west; and returned to the place from whence they had started, in one hour and twenty minutes, to the astonishment of Mr. Fulton and the other gentlemen present.

Mr. Fulton asked and obtained leave to take notes and sketches of the form, size, and construction of the boat, and apparatus: after fully satisfying his curiosity, he took his leave; but he never afterwards had the honour or the gratitude to acknowledge his obligation to Mr. Symington.

It has been attempted to claim the merit of the invention for Mr. Miller, and to represent Mr. Symington as having merely been a labourer (sic) or mechanic employed by him, and acting under his directions. But Mr. Symington had received an excellent classical education, and had proved himself a labourer well worthy of his hire, in a field where Mr. Miller was unable to be his competitor. That Mr. Miller afforded pecuniary aid, Mr. Symington never denied: but as Mr. Symington received no remuneration from that gentleman, and as his time and attention were devoted to the experiments, it must be acknowledged he contributed an equivalent to his full share of the expenses of the undertaking.

As to the pamphlet published by Mr. Miller, in 1787, in which he mentions his belief that steam might be used for the purposes of navigation; (which statement Captain Basil Hall terms a great step); it was written after the conversation with Mr. Symington, already recorded. But it is needless here farther to examine a claim too futile to be reckoned worthy of minute refutation. Suffice it to say, should its supporters demand more than a due meed of praise, they will speedily be repelled by a host of evidence; and should their own characters suffer in the contest, they must console themselves by remembering that the diffusion of knowledge increases the difficulty of deception. Mr. Symington always believed, and did Mr. Miller the justice to say, that, had he lived, he never would have advanced any claim to the invention.

Jonathan Hulls, and all preceding speculators, were unsuc-

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cessful; and from their inventions or designs, Mr. Symington derived no advantage: for he knew not of their existence. His idea of rendering steam available for navigation, originated as has been described.  But had it been otherwise, -had he even been aware such an idea had been entertained, -what value did it possess, without the ingenuity to accomplish its realisation?

It may here, with propriety, be noticed, that Captain Basil Hall lately suggested the steering of vessels at the stem instead of the stern: a mode adopted in America. Reference to Mr. Symington’s boat to show from whence the Americans, in all probability, received the improvement. -(vide fig. 3).

It has also been stated by the Canal Committee that great praise is due to a Mr. Thomas Grahame, for procuring a drawing of a stern-paddled steam boat, from America. It will be seen that Mr. Symington had been aware of the superiority of stern­-paddles, for inland navigation, by an examination of his boat; and it argued no superiority of skill in the Canal Engineers, to commence their experiments with a vessel possessed of paddles at the sides. It yet remains a question whether there existed a necessity to send abroad for what might have been, or perhaps was, procured at home. -(vide fig. 3).

Having thus brought the narrative down to the period when steam navigation was practised by those whom Mr. Symington had preceded, the introduction of the following corroborative evidence, selected from numerous documents, may, perhaps, suffice to establish its truth, exhibit the correctness of Mr. Symington’s opinions, and in the language of the Encyclopaedia Britannica, establish “his claims on the national gratitude.”

CORROBORATIVE TESTIMONY PERTAINING TO SECTIONS I. AND II.

“It is indisputable, therefore, that Mr. Symington was the first person who had the merit of successfully applying the power of the steam engine, to the propulsion of vessels. The boat which he constructed was like that proposed by Hulls, really a tug.  “It is much to be regretted that there existed not enterprise

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enough at that time, in Scotland, to encourage the ingenious artisan to repeat his experiments on the Clyde. All the subsequent improvements, however, in steam navigation, may be fairly traced to Mr. Symington’s attempt; and we cannot help thinking that he has a strong claim on the national gratitude. He is still alive, and we fear not in the most flourishing circumstances. Should the state decline rewarding such meritorious services, the opulent proprietors of steam boats might well evince their liberality and discernment, by bestowing on him some recompence” -Article on steam navigation. - Supplement to the Encyclopaedia Britannica.

“It is remarkable, also, that the unfortunate Symington, who has such claims to the original invention of the steam boat, had previously contrived a similar application for the propelling of carriages; and actually exhibited, in the year 1787, * in the house of Mr. Gilbert Meason, in Edinburgh, the first model of a steam carriage that was, perhaps, ever seen.”-Article on locomotive carriages. -Quarterly Review, March 1830,page 380.

“Mr. Symington took out a patent for steam boats, in the same year, 1801; and he has the undoubted merit of being the first person who applied the power of the steam engine to produce 

motion in vessels.”-Capt. Basil Hall’s Travels in North America. Vol. 2, page 387.

“The earliest successful application of steam appears to have been made on the Forth and Clyde inland navigation by Mr. Symington.”-Elijah Galloway on the Steam Engine.

“This was the first public trial, (1802), of steam for a useful purpose in navigation.”-Report of the proceedings of the managers of the Forth and Clyde canal company, with respect to steam navigation. -Mechanics’ Magazine, July 9, 1831.

“ Several attempts have been made to apply the force of steam to the purpose of propelling boats in canals; and there seems to be no reason to think the undertaking by any means liable to

                         * And in 1786. 

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insuperable difficulties. Mr. Symington appears to have had considerable success; and the method that he has employed for making a communication between the piston and the water wheel is attended with many advantages.”-Journal of the Royal Institution of Great Britain. Vol. 1, 1802, page 195.

Affidavits have been made by the following parties to the facts contained in this narrative.

For the First Boat.

Richard Young, Grocer, formerly Gardener, Dalswinton.  Alexander Carlaw, Engineer, Edinburgh.

Second Boat.

Joseph Stainton; Henry Stainton, Esqs., Carron; William Blackie; John Blackie, pattern makers, Carron; Robert Weir, Engineman; Alexander Hart, ship carpenter, Grangemouth; John Allan, Grangemouth; J. Esplin, ship master.

For the last boat, the Charlotte Dundas, the following affidavit, selected from several, left with the memorial at the treasury, may be sufficient; and satisfactorily proves the success of the experiment.

Alexander Sclanders, boat builder, residing at lock No. 16, on the Forth and Clyde Canal, in the county of Stirling, in that part of the United Kingdom called Scotland, maketh oath and saith, that in the month of March, 1802, * he was employed by William Symington, civil engineer, to be helmsman on board the Charlotte Dundas steam boat, in a trip made from Windford Lock, along the summit level of the Canal, to Port Dundas; the distance being nineteen miles and a half; and which was performed in six hours, dragging two laden vessels, the Active

* The experiment alluded to took place in 1802; but, by mistake, 1803 was inserted in the affidavit or its copy.

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and Euphemia, of Grangemouth, Messrs. Gow and Esplin, masters, although it blew a strong breeze right a head, while on the passage; so much so, that no other vessels of any description could move to the windward in the canal that day. 

                                    (Signed)       Alexander Sclanders.

Sworn at Falkirk, in the county of Stirling, upon the twentieth day of September, in the year one thousand eight hundred and twenty-seven, before me, one of His Majesty’s Justices of the 

Peace for the county of Stirling.

 (Signed)       W. Coubrough, J. P.

Respecting Capt. Basil Hall's proposed improvement of stem steerage, as practised in the United States and Canada, the following quotation will suffice to set that matter at rest.

“So that it becomes necessary to have two rudders, one on each side, connected together by rods, which are moved by a winch near the head of the boat, so that the person who attends the engine may also steer.”-Royal Institution Report. Vol.1, page l95. 1802; and Fig. 3.

With respect to Mr. Grahame’s drawing of a stern paddled steam boat, the following extract is in point.

“The water wheel is situated in a cavity near the stern, and in the middle of the breadth of the boat.”-Same Report, and Fig. 3.

Even poetry has lent her aid to do justice to Mr. Symington.

The subjoined poem is extracted from a volume, written by Mr. Muir, of Kirkintilloch.

“March, 1802.-The Steam Barge, or Nautical Novelty.”

 “On seeing the New Steam Boat, invented by William Symington, pass through the Great Canal, dragging two vessels fully loaded:”

            Whan first, by labour, Forth and Clyde

            Were taught o’er Scotia’s hills to ride

            In a canal, deep, lang, and wide;

                                                   Naebody thought

            Sic wonders, without win’ or tide,

                                                   Wad e’er be wrought,

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                                                Like weathercocks,

            Was doctrin' that wad needed bail

            Wi' common folks.

            They ca'd it nonsense,—till at last,

            They saw boats travel east an' wast,

            Wi' sails an' streamers at their mast;

                                                Syne, without jeerin',

            They were convinced the blust'rin blast

                                                Was worth the hearin.

            For mony a year,—wi' little clatter,

            An' naething said about the matter,

            The horses harl'd them thro' the water,

                                                Frae Forth to Clyde;

            Or, the reverse, wi' weary splatter,

                                                An sweaty hide.

            Then we believ'd, puir silly bodies,

            Wha naething ken o' learn'd studies,

            That horses' hoofs and hempen woodies,

                                                Boot still to draw them;

            An' cursin' callants clad in daddies,

                                                To swear and ca' them.

            But little think we what's iu noddles,

            Whare science sits, an' grapes and guddles,

            Syne darklins forth frae drumly puddles,

                                                Brings things to view,

            That the weak penetration fuddles,

                                                O' me an' you.

            For lately we hae seen a lighter,

            An' in her d—p a fanner's flighter,

            May bid boat haulers a' gae dight her

                                                Black sooty vent;

            Than half a dizzen horse she's wighter,

            By ten per cent.

Page 21

            Wi something that the learn'd ca' steam,

            That drives at heughs the waukin beam

            O' huge engines to drain coal seam,

                                                Or carry hutches;

            She in her breast swalls sic a feam,

                                                As has few matches.

            By it she thro' the water plashes,

            An' out the stream ahint her splashes,

            At sic a rate, baith frogs an' fishes

                                                Are forc'd to scud,

            Like ducks an' drakes, amang the rashes,

                                                To shun the mud.

            When first I saw her in a tether,

            Draw twa sloops after ane anither,

            Regardless o' the win' an' weather

                                                Athwart her bearin',

            I thought frae h—I she had come hither,

                                                A privateerin'.

            An' that the pair she had in tow

            War prizes, struck me sae I vow,

            I cry'd, when fixet to their prow,

                                                I saw her cable,

            In Satan's furnace now they'll low,

                                                Amang the rabble.

            It was sae odd to see her pullin',

            An' win' an' wather baith unwillin',

            Yet deil ma' care, she, onward swellin',

                                                Defied them baith,

            As constant as a mill that's fullin'

                                                Gude English claith.

            Can o'er, thought I, a flam o' reek,

            Or boilin' water's caudron smeek,

            Tho' it war keepit for a week,

                                                Perform sic wunners,

            As quite surprise amaist the feck,

                                                O' gazin' hunners.

,

Page 22

but facts we canna’ weel dispute them,

Altho’ we little ken about them,

When prejudice inclines to doubt them,

Wi’ a’ her might 

Plain demonstration deep can root them,

                                               An’ set us right.

Ere Iang  gae now wi’ whirligigs

An’ steam engines we’ll plough our riggs,

An’ gang about on easy legs,

Wi’ nought to pain us. 

An’ flit in tethers useless naigs,

                                                That used to hain us. 

Braw news indeed for man and beast,

They’ll then hae nought to do but rest,

An’ on their former labours feast

                                                Wi’ cheerfu’ heart,

When thus they see warm steam insist

                                                To play their part.

SECTION III.

Shortly after the Comet had commenced plying upon the Clyde, notice was sent, not only to Bell, but to all the other proprietors of steam boats following his example, that they were invading Mr. Symington’s patent right; notwithstanding which notice, they persevered in their proceedings. Such conduct led to the commencement of an action against the offending parties, which afforded every prospect of success. The professional gentleman employed giving it as his opinion that his client would soon be in possession of an ample fortune.

As no benefit had hitherto resulted from the patent, instructions were given by Mr. Symington, that an application should be made for its extension; but, most unaccountably, they were neglected. Before Mr. Symington left Edinburgh, his legal adviser, to convince him of the correctness of the opinion he had expressed respecting the validity of his claims, took him to that

Page 23

eminent Scottish lawyer, the late Lord Eldin, more generally known as the celebrated John Clerk, who at once pronounced the patent to be correctly drawn up, and that no doubt existed of Mr. Symington’s right to recover damages from its invaders, Mr. Symington returned home in the enjoyment of the prospect of at last receiving some recompense for the severe privations he had undergone; but, to his astonishment, his patent was allowed to expire, without any attempt made to obtain its extension; and he was informed that, unless he could advance £100, his cause must be suspended. The reasons which swayed the gentleman who acted in the manner described are best known to himself; but it has afforded considerable room for conjecture, why, for so paltry a sum, he declined proceeding in a cause in which he had embarked, and which was to have procured for his client an ample fortune. He is yet alive, and can perhaps furnish an explanation.

Broken down in spirit, and reduced to much and severe distress, Mr. Symington was unable longer to contend against such a train of disappointments; and his plunderers have since been left in the unmerited possession of the fruits of his anxious, arduous, and expensive labours.

When a committee of the honourable House of Commons was appointed to inquire into the nature of the engines employed on board of steam boats, James Walker, Esq. kindly interested himself, and sent notice to Mr. Symington, then in Scotland, that he thought it would be proper to get a memorial drawn up and laid before the committee: unfortunately, before this could be accomplished, Mr. Symington was informed that the investigation had terminated.

About eight years ago, Mr. Symington was induced to present a memorial to the Lords of his Majesty’s Treasury, in consequence of which £100. were graciously awarded from his Majesty’s privy purse; and a year or two afterwards a further sum of £50. He was in hopes an annual allowance might have been procured, but he was disappointed; and all he ever received for the trouble

Page 24

he had taken to collect documents, furnish drawings, and defray his expenses, were the sums already noticed. His drawings, affidavits, &c. when left at the treasury, he was told would be returned when required; but when applied for, it was stated they could not be procured. 

When it is borne in mind that Mr. Symington not only benefited his country by his inventive powers, but also paid into the national coffers a sum, exceeding what he ever received, for the purpose of purchasing protection for his rights: -protection which was a mockery; when it is made known that Mr. Bell obtained £200. from Mr. Canning; and that when, by the advice of intelligent and respectable friends, Mr. Symington attempted to bring his claims before parliament, by means of petition, Mr. Goulburn, then Chancellor of the Exchequer, refused to allow its being presented, alleging the subject had previously been frequently before him: surely it cannot be said Mr. Symington was too liberally treated. He always believed Mr. Goulburn, in making this assertion, was mistaken,* as when the £150. were awarded, Lord Goderich and Mr. Canning were Chancellors of the Exchequer.

After this disappointment, Mr. Symington gave up all hope of having justice done to him, and soon after became so much an invalid as to render him unable to quit his bed-room. Before any measures could be adopted to convince Mr. Goulburn of the justice of his claims, political changes of so unexpected and extraordinary a nature occurred, as to render it unnecessary to remove the seemingly erroneous impressions of that gentleman respecting them, and impolitic to appeal to the public judgment at a time of so much excitement.

From the time Mr. Symington’s hopes were blighted of bringing steam navigation into general use, he mixed but little with society; but in retirement he was not idle. The result of

*Mr. Symington used to say “It must be a mistake, had Lord Goderich or Mr. Canning thought my claims unjust, they never would have interested themselves on my behalf.”

Page 25 (misprinted as 23 in the original)

his solitary walks on the Moor of Falkirk, and his confinement to his bed-room in London, has been the formation and delineation of many useful plans, which may yet be carried into effect.

While in such a state of health as to render the being able to bestow attention on such subjects almost miraculous, he submitted to the Lords of the Admiralty drawings, representing a mode of rendering ships of war more manageable and efficient by means of an apparatus which could be erected and taken down in a short space of time, and afford the choice of propelling them either by the powers of steam, or in the common manner by their sails. At the same time he transmitted a sketch of a gun and carriage, constructed upon a new principle, possessed of superior powers, and capable of being wrought by half the usual number of men. Also, a representation of an improved paddle wheel. The drawings were speedily returned with an intimation that the Lords of the Admiralty would not give Mr. Symington any farther trouble. Notwithstanding this he received, some weeks afterwards, an official letter, stating that his wheel was then under consideration, or the subject of an experiment.

It has been mentioned that Mr. Symington’s health had long been in a declining state; and it was evident for weeks, not only to those around him, but even to himself, that his end was fast approaching. As it drew nigh he exhibited the utmost fortitude and resignation; and even on the last day of his existence he afforded an instance of magnanimity, and goodness of heart, deserving of record. His son-in-law, with whom he resided, was at that time, with three of the family, labouring under a dangerous and malignant fever, and it was dreaded the disease might affect the other inmates of the dwelling. Less mindful of himself than of those who were dear to him, Mr. Symington endeavoured to encourage his daughter to bear up against her calamities, and to look forward with hope to the termination of the malady which was placing the lives of so many of the domestic circle in jeopardy. To his wife and son, who were likewise standing by his bed side, he also attempted to offer

Page 26

consolation. Invoking blessings on all around him, he besought them not to grieve on his account; for that whatever he might formerly have done to benefit others, he was now a useless sufferer and wished to be at rest. Requesting his infant grand-daughter, to whom he was much attached, might be brought to him, his wish was complied with; and taking the child in his arms, he blessed her, and prayed she might be a blessing to her parents, whom he trusted might yet both be long spared to protect her. A few hours afterwards, and on the 22nd of March, 1831, he expired, in what might truly have been termed the house of sorrow and severe affliction. Thus died* an ingenious and ingenuous man; one who, possessed of the highest talents, possessed not that knowledge of the world to enable him to guard against duplicity: and who, when he found he had been taken advantage of, had too independent and indignant a spirit to trumpet forth his distresses, or proclaim his wrongs.

It is a pleasing reflection that, although deserted by his country, he was never destitute of a home. Ill in body, and depressed in mind, he came to London, in the hope of experiencing relief. Finding his health to improve, he resumed his mechanical pursuits: and, until his disappointment by Mr. Goulburn, seemed likely to have been spared, even for years.

His mortal remains rest in the church yard of St. Botolph, Aldgate without: so that he owes not even a grave to the land of his nativity.

Mrs. Symington is still alive. It is intended again to attempt to bring the subject of Mr. Symington’s claims before

  *The ruling passion was strongly exhibited by Mr. Symington a few hours prior to and even at the moment of his death.The irregular form of his bedroom occasioned him so much uneasiness, that, when he became slightly delirious, he requested his son to reduce it to a proper square. And his last act was an imitation of winding up and adjusting a newly invented chronometer, which had nearly completed.

Page 27

Parliament: and if nothing else should accrue from the trial, it may be the means of affording to posterity, just grounds for reflection; and of fixing, on a firm foundation, his right to the title of inventor of steam locomotive carriages and of efficient steam navigation.

CORROBORATIVE TE5TIMONY CONNECTED WITH SECTION III.

(Copy.)

   Opinion of John Clerk, Esq., advocate, regarding William Symington’s specification and patent for steam boats.

Primo. - I am of opinion there can be no well founded objection to the specification: it describes, in proper terms, the invention for which the patent was granted.

Secundo. -The notice the patentee gives how the same is to be performed is by no means irrelative ; but, on the contrary, is requisite and proper.

           Tertio.- If the proprietors, or builders of steam boats, refuse a reasonable compensation, the patentee is entitled to stop them by an interdict; but I would not advise that measure. He should rather bring an action of damages against them, for having invaded his privilege, and benefited themselves by his invention.

                                                 (Signed)       John Clerk.

Edinburgh, June 30, 1814.

Page 28

CONCLUSION.

   In concluding this narrative, it is but doing an act of justice, to place on record the principal intelligent and spirited individuals alluded to in the preface.

It has been shown that Mr. Meason proved a warm and zealous patron; that Mr. Miller afforded the means of bringing the invention into notice; and that Lord Dundas perseveringly aided to bring it to the perfection which it attained. But it has not been stated, although deserving of acknowledgment, that his lordship, during the remainder of his life, frequently and generously befriended Mr. Symington.

For Mr. Bruce, the celebrated Abyssinian traveller, Mr. Symington entertained the strongest attachment. Mr. Bruce was so sensible of his worth, that from the time they first became acquainted, until death put an end to their intimacy, they were almost inseparable. And it was supported in the arms of Mr. Symington, that he who had travelled so far, and encountered dangers so many, yielded up his spirit.

To Sir Ronald Ferguson, Sir George Clerk, Professor Leslie, Messrs. Gilbert Laing Meason, and ­­--Jardine, engineer, Mr. Symington considered himself under deep obligations for the interest they took in his welfare; and to Mr. James Walker he owed the obtaining of a small donation from the London steam boat proprietors. The Messrs. Staintons of Carron were also kind and attentive to his interests; and Mr. Robert Wight, accountant, Edinburgh, rendered him many acts of friendship, and much valuable assistance.

     Mr. Symington during life ceased not to remember his bene­factors, and it may, with truth, be said, whatever failings he may have possessed, ingratitude was not among the number.

Page 29

POSTSCRIPT.

By a strange coincidence, the very day the manuscript of this narrative was sent to press, information was received that an article had appeared in Chambers’ Edinburgh Weekly Journal, claiming for Mr. James Taylor, the quondam schoolfellow of Mr. Symington, the merit of having been the inventor of steam navigation; and aspersing the character of the latter gentleman.

A very cursory perusal will show its utter worthlessness, and even to the veriest tyro in mechanics, render its folly and presumption apparent.

The letter and extract, with Mr. Symington’s signature appended, can he explained in a manner any thing but creditable to the reputation of Taylor; and the assertion that he superintended the construction of the engine is at variance with the fact admitted, that it was upon the same principle as one for which Mr. Symington had previously procured a patent. Besides, Taylor has still farther shown that be was unfit for the office of superintending the construction of the engine alluded to, by the absurd declaration that Mr. Symington in his invention had thrown off the air pump: which declaration an examination of Fig. 2* will show to have been a most extra­ordinary and egregious display of profound ignorance.

Notwithstanding the hollowness of Taylor’s pretensions, and notwithstanding Mr. Goulbourn’s refusal to allow Mr. Symington’s manly petition for parliamentary investigation, as to the justice of his claims, to he presented, the relatives or friends of the former individual, -described as an amateur by Captain Basil Hall, -have succeeded, by "stealthy steps" and secret influence, in obtaining for his widow a "surreptitious"pension from 

*And of the descriptive plates contained in vol. xviii. Mechanics’ Magazine.  1832.

Page 30

government of £50. per annum. Surely such a glaring act of injustice and misappropriation of the public money deserves the reprobation of every honourable and well constituted mind.

   Having thus disposed of Taylor and his claims, it is due to the reader and the public to expose the unworthy and would-be tyrannical conduct of the Editors of Chambers’ Journal. They pledged themselves to prove their assertions, and boasted of their possessing much documentary evidence; but, although requested to redeem their pledge, they have, for nearly a month, thought fit to maintain an undignified silence- a sullen or pitiful resource. How far such conduct will raise them in the public estimation, or increase in value the information they profess to supply, the proprietors may soon experience.

   The Editor of these pages will not insult the understanding of his readers by further occupying their time with Taylor, or his biographers; but pledges himself, whenever the queries proposed to Chambers are answered, to substantiate any statement herein contained.