Notwithstanding this satisfactory report, capitalists viewed it as a visionary project. Blanchard then applied to the legislature of New York, and, explaining his plans to Governor Clinton, proposed to try the experiment of building a railroad from Albany to Schenectady; but he was of opinion that it was too soon after the completion of the Erie canal. Finding himself before the times he abandoned the subject.

In 1826, it was determined by some gentlemen residing at Hartford to improve the navigation at the rapids called Enfield Falls, on the Connecticut, between that city and Springfield. These falls are in a rocky, crooked channel of about two miles in length, and are composed of a number of short, shoal rapids, amounting in the whole to about thirty feet descent. The method at that time employed was to navigate them in flat-boats, and even then it was impossible to ascend them without a favorable wind and the assistance of polesmen. Accordingly, a company was formed and the funds raised to build a steamboat for this purpose. Previous to commencing, an agent was sent to examine the different kinds of boats in use on the western waters. On his return,

one was built in New York, on the most approved plan, with the wheel under the stern, but, on trial, it proved unsuccessful. The project was then given up as useless, and a canal dug around the falls, at an expense of two hundred thousand dollars, sufficiently large to admit of the passage of a small steamer. In anticipation of its completion, a company in Springfield employed Mr. Blanchard as an agent to build a steamboat. While it was constructing, a freshet damaged the canal so as to cause over a year's delay in its completion. This event caused Blanchard to make the attempt to navigate the falls with their boat, but it proved as fruitless as the experiment of the canal company. This led him to study the subject more fully, to make experiments as to the best form for a boat and wheels, to examine the rapids, ascertain the speed of the water, and calculate the power required to ascend them. While thus engaged, he made an important discovery, in which consisted the true secret of his success. This was in placing the wheel at that point astern where the greatest eddy is formed by the filling in of the water after the passage of the boat;—an ar. rangement by which the paddles give a much more powerful effect than when placed on the sides or immediately astern, as on the western rivers: and for the simple reason that the vacuum created by the passage of the boat causes the current to set in after it with such velocity as to offer a very powerful resistance to the paddles as they strike against the water.

Finding no one willing to assist him, he was determined to

build, at his own expense, a boat on the foregoing plan. While constructing, it was regarded by the public as a visionary scheme and a waste of money. It was made of the best materials, of light draught, and wrought instead of cast iron used in the formation of the engine. By little practice, she ascended the falls with perfect ease, and made her daily trips between Springfield and Hartford as a passage-boat. This was the commencement of a new era in the prosperity of Springfield, for Hartford was no longer the head of steam navigation.

In the autumn of 1828, Blanchard made an excursion with a party in his boat up the Connecticut above Springfield, passing through its fertile and romantic valley for a distance of one hundred and fifty miles. Many of the inhabitants had never seen a steamboat, and consequently flocked to the river by thousands to witness the wonderful power of steam. Having heard of the bursting of boilers, many were at first afraid to approach; but curiosity conquering their fears, they became anxious to see and take a short trip. Its arrival was welcomed by the ringing of bells and the firing of cannon. At one village, so great was the enthusiasm that a line was formed on the river bank, composed of all sexes who, as she passed, made the welkin ring with their acclamations

The success of this boat, which was named the Vermont, in. duced Blanchard to build another and far superior one, (the Massachusetts,) of a larger size, and drawing eighteen inches of water. The wheel and weighty portions of the machinery were supported by two arches of peculiar construction running lengthwise of the vessel, combining great strength with little weight. She was thus enabled to carry two steam engines, one on each side, driving the paddle wheel, with a crank on each end of the wheel shaft, set at right angles with each other. By this arrangement there was not any dead point, or slacking of the wheel, while making a revolution, a very important point in ascending rapids. The facility of this mode of conveyance caused the travel and transportation to more than double between the two places.

Finding that small rapid rivers could be navigated by this mode of conveyance, Mr. Blanchard soon had many applications from different parts of the union, and in 1830 was employed to build a boat on the Alleghany, to ply between Pittsburg and Olean Point, a distance of three hundred miles; the fall amounting in the whole to six hundred feet, and the river in many places very rapid. This boat was named the Alleghany, and set out on her first trip in the month of May, with thirty passengers and twenty-five tons of freight, passing through many pleasant villages where a steamboat had never been. On reaching the village of the celebrated Indian

chief Cornplanter, an invitation was given him to take an excursion up the river; he at first hesitated, but on being assured that there was no danger, went on board with his family. He witnessed the various parts of the machinery, the engine, paddle wheels, &c., with astonishment, exclaiming, in broken English, "Great!-great-great power!" The Alleghany drawing only eighteen inches of water, was enabled to ascend many of the small streams that empty into the Ohio, and so established the practica. bility of navigating small and rapid rivers, that this kind of boat has since gone into universal use.

Like all other inventors, Blanchard has experienced his share of wrong from the selfishness of his fellow men. He has secured no less than twenty-four patents for as many different inventions. But a small portion have been of sufficient benefit to pay for the expense of getting them up. Many of them have been used without consent, or even so far as giving him the credit of their invention. While making his first model for turning irregular forms, a neighbor attempted to defraud him of it, by obtaining others to privately watch his movements, who would copy as fast as he progressed. On Blanchard's going to Washington to secure the right, to his great astonishment he found a caveat had been lodged for the same invention only the day previous. Luckily he had taken the precaution, at the time his model was first put into operation, to call two witnesses to view it, and note the date; so he was en. abled on trial to sustain his right. Scarcely, however, was this difficulty surmounted before another attempt was made to deprive him of it. A company was about forming in Boston, to put it into operation for turning ships' tackle-blocks, for which right the inventor was to receive several thousand dollars. Two individuals, discovering, on examination, (as they thought,) that the claim was too broad, informed Blanchard of it, at the same time threatening that, unless he would give them one half of what he was about to receive, they would make it public: he rejected these proposals with scorn and indignation. Thereupon an article appeared in the prints, cautioning the public, and stating that the inventor had claimed more than he had invented. This so alarmed those interested, that a stop was put to the formation of the company; he thereupon surrendered up the patent, and took out another.

After he obtained a renewal of his patent by act of congress in 1834, he was determined to prosecute, in order to realize something from his labors. On bringing a suit before Judge Story, of Boston, he was nonsuited through two defects in the patent: one of which was in the date of the patent set forth in the act, and the other in terming the invention a machine,

instead of an engine. On application to congress, although stren uously opposed by the defendants in the former case, the mistake was rectified. Subsequently another suit was commenced against the same violators. The defence set up was,-first, that the plaintiff did not describe his machine so clearly in the specification as to enable a skilful artist to build it; secondly, that the machine was not the invention of the plaintiff'; and thirdly, that the claim was for the function, and not for the machine itself. But not any proof being brought to establish this defence, the court overruled all objections, and gave judgment for the plaintiff. His honor Judge Story, on making his remarks, paid the following high compliment to Mr. Blanchard, viz.: "That after much trouble, care, and anxiety, he will be enabled to enjoy the fruits, unmolested, of his inventive genius, of which he had a high opinion; and it afforded him much pleasure in thus being able publicly to express it."

Mr. Blanchard, at the present time, is residing in New York city, where he is engaged in an invention promising to be of superior utility. We trust that success will attend all his future efforts: and may he continue to merit the increased gratitude of his fellow citizens by the productions of his inventive talents

HENRY ECKFORD.

Bith-Is placed with an eminent naval constructor at Quebec.--Cominences ship-building in New York.-Establishes the reputation of the naval architecture of that city.-Improvements.-Indebtedness of our country to his exer tions during the late war.-Verplanck's tribute to his memory.-Builds the steam-ship "Robert Fulton."-Is appointed naval constructor at Brooklyn.Builds the Ohio.-Resigns.-Is engaged in constructing vessels of war for the various European and some of the South American governments.-Plan for a new organization of the navy.-Unfortunate connection with a stock company. -Honorable acquittal.-Is appointed chief naval constructor of the Turkish empire.-Death.-Character.

We are indebted to the kindness of a friend for the following memoir of one, whose talents and industry evinced in improving the popular arm of our national defence, should render our country proud of ranking him among her adopted children.

Henry Eckford was born at Irvine, (Scotland,) March 12, 1775. At the age of sixteen he was sent out to Canada, and placed under the care of his maternal uncle, Mr. John Black, an eminent naval constructor at Quebec. Here he remained for three or four years, and in 1796, at the age of twenty-one, commenced his labors in New York. His untiring industry and attention to business soon procured for him numerous friends; and the superior style in which his ships were built excited general attention. At that time the vessels constructed at Philadelphia stood highest in the public esteem; but it is scarcely too much to say, that those built by Mr. Eckford soon occupied the first rank, and gradually New York built ships bore away the palm from all competitors. Equally conversant with the theoretical as well as with the practical part of his profession, he never frittered away his own time or the money of his employers in daring experiments, which so often extort applause from the uninformed multitude. He preferred feeling his way cautiously, step by step. Upon the return of one of his vessels from a voyage, by a series of questions he obtained from her commander an accurate estimate of her properties under all the casualties of navigation. This, connected with her form, enabled him to execute his judgment upon the next vessel to be built. In this way he proceeded, successively improving the shape of each, until those constructed by him, or after his models, firmly estab