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8 in a fore - and - aft position. Each crossarm carried two connecting rods, one on each end. Those of the after cylinder turned cranks on the propeller shafts, one on each shaft, while those of the forward cylinder turned gear wheels one on each shaft, an idler gear running between them to prevent undue strains on the crossheads- and to steady the whole engine.The cranks and the connecting rod pin on the gear wheels were set at right angles to each other. The engine in general resembled that of John Stevens* JULIANA. It occupied a space about six feet square and worked up to about *+0 turns a minute developing about 50 horsepower. Very little information is available on the boiler other than that it burned about ten cords of wood for a day's operation. It was placed abaft the engine almost in the stern overhang. The propellers were about 6.33 feet in diameter and were mounted on long wrought - iron shafts that protruded from the hull, on each side of and forward of the rudder. The outer hoop of the original Ericsson wheel was left off and the inner hoop carried six paddles. (13). She was sloop rigged and carried an extra large mainsail and two jibs. On the main deck abaft the mast was the main cabin about 50 feet long, fitted with accommodations for about 50 passengers. Aft of it was a small cabin over the engine room for the officers. A small, short smoke pipe protruded from it. The steering wheel was out on deck a few feet forward of the taffrail. Doolittle had done well by her. She was a staunchly built and sturdy craft. Van Cleve sold his interest to him during her construction. She was completed in November, and was the first steamer on the lakes of the New York, Oswego and Chicago Line. Towards the end of the month, the customhouse official at Oswego issued her a temporary permit and she left on her first trip-a sales demonstration trip-carrying 130 tons of merchandise for Niagara,Hamilton, and Toronto, with Captain Hawkins as master and a Mr. Taylor as engineer. Van Cleve and Doolittle were also on board. While on this trip she put in at Port Dalhousie and proceeded up the Welland Canal to St. Catherines where she was received with enthusiasm. A public dinner was given to Van Cleve and his associates. The ST. CATHERINE'S JOURNAL reported that: (1*0 'she steers as helmsmen term delightfully - the movement of the screws assisting rather than retarding the operation of the rudder. This point was satisfactorily ascertained, in the circuitous route of the canal, from Port Dalhousie to St. Catherines where we had a full opportunity of testing the merits of this ingenious and novel invention. She glided along without any perceptible motion of the water; (15) so that not the least injury to the banks of the canal need be apprehended from the swell of the water which arises from the paddles of an ordinary steamer. After passing one of the smallest locks(16) on the canal at this place at ease, and staying an hour or two for the inspection of the inhabitants generally, she returned to Port Dalhousie on her route to Oswego.* She arrived at Oswego on 26 November. On this trip the OSWEGO PALLADIUM of 1 December reported: 'that it is with very high gratification we state, that her performance full equals the expectations of her owners, and the experiment has proved altogether successful... As we have had some of our worst November weather since the steamer left the port, her owners have been able, on this first experiment, both to test the capacity of the engine, and her qualities as a sea boat. From information obtained from them, and her master, Capt. Rufus Hawkins, there is no doubt she is a capital craft for all weather... It appears that she can make from six to seven miles an hour in ordinary weather without canvas. She had made nearly five miles per hour against the wind and sea: and on her return, ran the 150 miles between Niagara and Oswego in 18£ hours, having a light fair wind and using canvas in the first 30 miles, and making the rest of the course without canvas and the wind