William Symington
1763-1831

William Symington was a native of Leadhills, Lanarkshire, Scotland. Intended for the Church, he received an excellent education, but his predilection for mechanics defeated that intention.

Before completing his twentieth year he conceived the idea that the steam engine could be rendered available for the propulsion of land carriages, an idea he afterwards embodied in a working model, which, by the advice of Mr Meason, manager and part proprietor of the Wanlockhead Lead Mines, he exhibited to the Professors of the University of Edinburgh and other scientific gentlemen in that metropolis, who were so much pleased, both with Symington and his invention, that they strongly recommended Mr Meason not to lose sight of so promising a genius, a recommendation so much in accordance with that gentleman's own inclination, that he sent Symington to the University of Edinburgh the succeeding winter, where, it appears by certificates Nos. 15 and 16, he was matriculated as a student.

Among those who examined the model in Edinburgh was Mr Miller, of Dalswinton, who had spent much time and no little money in experimenting on ordnance and naval architecture. Among his other schemes he attempted to propel double-keeled vessels by turning paddle-wheels with a capstan, but up to the time he saw the steam-carriage model he had used no other propelling power than that of men. After expressing his admiration of the model, he told Symington that he, too, was an inventor, and described his boats, and the disappointment he felt in the power he employed not being sufficiently effective. Symington then said, "Why do you not use the steam-engine !" and proceeded to show how it could be connected with the wheels of the boat, using the model of the steam-carriage to explain his meaning. Convinced by this explanation, Mr Miller expressed a wish that as soon as he could devote attention to the subject, Mr Symington should construct a steam-engine of a similar kind to that which he had invented, and fit it into a double-keeled boat with which Mr Miller was experimenting.

It was not until the autumn of 1788 that he could get everything in readiness, being engaged in constructing and erecting machinery for the Wanlock Lead Mining Company. When the steamboat was tried, it proved most successful, which induced Mr Miller to give orders that one of his larger experimental boats, and a steam-engine of greater magnitude and power, should be got ready. This was done, and in 1789, amidst the cheers of assembled multitudes, she was propelled on the Forth and Clyde Canal, at the speed of nearly six miles an hour; but here, when success had so signally crowned his efforts, Symington had the misfortune of losing the co-operation of Mr Miller, who, most unaccountably, at once and for ever abandoned experiments in steam navigation. From that time, until the year 1800, this invaluable nautical auxiliary was allowed to be dormant, the state of its inventor's pecuniary resources being such as to prevent his attempting to carry it further unaided.
One day, however, while going to examine a field of coal he intended to rent or purchase, he heard someone calling to him, and, on looking round, saw Lord Dundas beckoning to him from the window of his carriage, which had just passed. On going to the carriage, his lordship told him that, having seen his former steamboat experiment, he had come down from London principally for the purpose of seeing him, in order to learn whether steamboats could not be substituted for the horses used in dragging vessels on the Forth and Clyde canal, of which his lordship was a large proprietor and governor. Mr Symington, fortunately for his country and the world, although most unfortunately for himself and family, gave up all thoughts of the colliery, and returned home, elated with the thought of being able to re-embark in his favourite project under such promising auspices.
On subsequently waiting on his lordship by appointment, an arrangement was speedily effected, and, in 1801, the first boat, named the "Charlotte Dundas" (in honour of his lordship's daughter, afterwards Lady Milton), was built for the express purpose of being propelled by a steam engine. After making a trip to Glasgow, she was set to work, and towed on various occasions vessels in the canal, besides running down into the river Forth and dragging thence at one time up the river Carron into the canal at Grangemouth, four or five sloops, detained by a contrary wind. Although thus far successful, the proprietors of the canal, with the exception of Lord Dundas, fearing its banks might be injured by the undulations caused by the paddle- wheels ordered it to be discontinued.

His Lordship however, who was not so easily prejudiced or discouraged advised Mr Symington to get a model of his boat constructed, and take it to London - an advice which was followed by Mr Symington himself taking the model to Arlington Street (No. 17), and presenting it to his Lordship, who was so much pleased with it that he introduced him to his Grace the Duke of Bridgewater, who not only expressed his admiration of the plan, but immediately gave orders that eight boats of similar construction should he got ready as speedily as possible for his canal. Soon after his interview with the Duke of Bridgewater, Mr Symington returned to Scotland and completed his second and largest steamboat, likewise named the Charlotte Dundas, for Lord Dundas. This boat was tried in March 1803, when she towed two laden sloops, the Active and Euphemia, of seventy tons burthen each from Lock No. 20 to Port Dundas, Glasgow, 19.5 miles in six hours, notwithstanding that during the whole time so strong an adverse gale prevailed that no other vessel in the canal could that day move to windward. But even this farther proof of the efficiency of the invention did not remove the objections of the managers of the Canal Company, and they peremptorily ordered all further trials to be discontinued The boat was therefore laid up in a creek of the canal now occupied by one of the public works at Bainsford, and Mr Symington had to suspend his attempts to introduce steam navigation in that quarter - especially, as on the very day he made his successful experiment in towing the "Active" and " Euphemia," he was informed by Lord Dundas of the decision of the canal manager, and also of the death of the Duke of Bridgewater.
The experiments made under the patronage of Lord Dundas were far more perfect than those he made under him for Mr Miller, as a direct acting engine and crank, for procuring a rotary motion, were substituted for the engine and ratchet wheels used in the first boats; indeed, it may be said, that here commenced the present system of steam navigation.

For several years from this time, Mr Symington resumed his usual engineering avocations, and would soon have become independent but for the difficulties in which his steamboat experiments had involved him, having cost him not only several thousand pounds of his own money, but also considerable sums belonging to his family. In 1824 he endeavoured to bring his claims under the notice of Government, and through the kind interest of Sir George Clerk and Sir Ronald Ferguson obtained £100 from the privy purse of his late Majesty King George the Fourth, and a further sum of £50 a year or two afterwards. Sir Ronald Ferguson told Mr Symington there was no doubt the £50 would be continued annually; but no additional allowance was ever granted, although the expense incurred in collecting evidence and going to London exceeded all he ever received for his trouble.
For the last two or three years of his life he was, with Mrs Symington, totally dependant for support on the members of his family, resident in London. He went to London for the last time in 1829, labouring under a painful and dangerous disease; but by medical care, and other attentions he received, he so far recovered as to be able to resume his mechanical pursuits, and soon afterwards to endeavour to procure a Parliament investigation of his claims. The latter object, however, he could not attain, a circumstance which preyed so much upon his mind that his malady made rapid progress, and he died on the 22d of March 1831, wounded in spirits and broken down by misfortunes. His mortal remains rest in the churchyard of St Botolph, Aldgate, London, so that he owes not even a grave to the land of his nativity.

The merit of having invented steam navigation has been claimed by several individuals, or by their supporters for them. Three of these, Messrs Miller, Fulton, and Bell, certainly aided in its introduction; but the fourth, Mr Taylor, a native of Cumnock, Ayrshire, there is no doubt did more to retard than facilitate its progress. It does not appear that Mr Miller himself ever claimed the honour of invention, but his representatives attempted to do so for him. He certainly contributed to Mr Symington's experiments, supplied him with boats, and, to a considerable extent, with money, but he did nothing more, as double-keeled boats, with paddle-wheels, were well known and described long before his day.
Mr Fulton, it is proved beyond the possibility of dispute, was on board of Mr Symington's first "Charlotte Dundas," and in the month of July, 1801, was carried in her eight miles on the Forth & Clyde Canal in an hour and twenty minutes, receiving explanations, and taking sketches both of the boat and her machinery, prior to his being able to succeed in propelling a steam vessel on the Hudson river in America, in 1807.

Mr Bell was also often on board of Mr Symington's boats. He even intruded himself offensively among the patternmakers and constructors of Mr Symington's steamboat machinery in the Carron Ironworks, and had many opportunities - of which he repeatedly availed himself - of examining the steamboat laid up in Bainsford Creek, before he succeeded in producing the "Comet" in August 5, 1812, which was at first a very imperfect boat, and far inferior, both in power and performance, to any of Mr Symington's boats on the canal.

Mr Taylor contributed nothing whatever to the invention. He was a tutor in the family of Mr Miller when that gentleman was experimenting with his double-keeled vessels (being paddles turned with the hand). He was intimately acquainted with Mr Symington, and on the most friendly terms with him - indeed, they were fellow students and fellow lodgers while attending the College classes in Edinburgh during the session of 1756-7, after Mr Symington had exhibited his steam-carriage model the preceding summer. Trusting to the want of suspicion on the part of Mr Symington, and to the secrecy of his own proceedings, he attempted to make it appear that he suggested the idea of steam navigation to Mr Miller, after a certain boat race, which took place at Leith in February 1787, although, as already stated, it was in the summer of 1788 that Mr Miller inspected Mr Symington's steam carriage model. In a cunningly devised memorial (which he addressed to Sir Henry Parnell, in 1824, then chairman of a select committee on the subject of steam vessels), Mr Taylor advanced his pretensions to the invention, but that enlightened statesman declared that he saw nothing entitling him to remuneration.

He afterwards made application to Mr. Huskisson, who likewise rejected it; but, after Mr Taylor's death, through misrepresentation, "the grand national mistake" was made of awarding £50 to his widow for his supposed services as the inventor and introducer of steam navigation, although all that he ever did to forward it was the bringing together of Messrs Miller and Symington.
To afford a ready means of judging of the respective claims of the parties interested, the following summary has been drawn up:

It was in the year 1786 that Mr Symington patented his working model of a steam carriage in Edinburgh, and suggested steam navigation. In 1788 he superintended the construction of steam engines of his own invention, and the fitting of them into one of Mr Miller's pleasure boats, which boat was successfully propelled that year on Dalswinton Lake by steam power. The engines are now deposited in the museum at Kensington, alongside the models of the Great Eastern's steam-engines.
In 1789, a larger heat, with more powerful engines of the same kind, was successfully propelled by steam on the Forth & Clyde Canal

In 1800 he was engaged by Lord Dundas to construct steam tugs on the Forth & Clyde Canal.
In 1801 the "Charlotte Dundas" steam tug was repeatedly on the canal. She towed vessels there, and up the rivers Forth and Carron into Grangemouth; and it was then that Mr Fulton, the American engineer, was conveyed eight miles on the canal in an hour and twenty minutes. In the same year, he patented his direct-acting steam-engine, already referred to, for propelling vessels.
In 1802 and 1803, the second "Charlotte Dundas," a larger and more powerful boat, towed vessels on the canal; and, on one particular occasion before noticed, dragged two laden sloops of 70 tons burthen each -the Actual and the Euphemia - a distance of 19.5 miles in six hours against a strong adverse gale.

His experiments were here ended, through the fear of the managers of the canal that its banks might be injured by the undulation caused by the wheels.
It was not till 1807 Mr Fulton first succeeded in propelling a vessel by steam on the Hudson. And it was not till 1812 that Mr Bell's first boat, the "Comet," was tried and set to work on the Clyde, Mr Bell, as well as Mr Fulton, having both been on board of Mr Symington's boats, and satisfied themselves of their efficiency.
Those dates show that Symington's boats were working 19 years before Mr Fulton's, and 24 years before Mr Bell's first boat.
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