The first ocean steamer was The Fulton, of 327 tons, 
built in 1813, and the first steamer for harbour defence was 
built under Fulton’s direction, 2,470 tons, launched in 1814. 
This became the model ship for the iron-clad batteries and 
rams since constructed with many changes. It will be seen 
by the drawings of Fulton’s plans, that he had tried the 
several other kinds of propellers — the chain float, duck’s foot, 
and the screw fan — before adopting the paddle wheel, for 
though the screw was good in principle, it was many years 
before it could be constructed to act efficiently. The James 
Watt, was the first boat with the screw running between 
London and Havre, about ten years after the advent of 
The Margery. 
In 1811 I endeavoured to introduce steam navigation into 
England, but I found a strong conviction that it would not 
answer in this country, our most eminent engineers saying, 
“ We don’t doubt the success of steam-boats in the wide 
rivers and harbours of America, but in our comparatively 
small rivers and crowded harbours they will never answer.” 
Even such scientific engineers as the late John Rennie, sen., 
and Peter Ewart, a Vice-President of this Society, 
both advised me to relinquish the attempt to introduce 
steamboats, as sure to prove a waste of time and money 
to no purpose. However, when conviction came over 
the public mind that steam navigation would answer here — 
but not until after more than 5,000 tons of steamboats had 
been launched on the Hudson in 1816, did it so come — 
then began the spread of steam navigation, since extended 
with such marvellous rapidity and perfection as to atone for the 
sluggish beginning. Since nations are indebted to the genius 
of Watt for success in using steam power, to that of Fulton 
for its successful application to navigation, to Stephenson for 
the like success on railways, the meed of praise due to each 
of their names should be cheerfully awarded by all who are 
so largely benefited by the result of their labours. In doing 
