iago_ is a scow-boat, with a recess, or flume, the whole length of
her bottom, to a stern propeller. Her steam was soon abandoned.

An endless-chain propulsion was tried upon the Western Division, without
success.

A common canal-boat has been experimented with at Brooklyn to propel her by
the reaction of a powerful blower or fan. This was driven first by a
ten-horse, and next by a forty-horse stationary engine, and afterwards by a
forty-horse oscillator. Each failed to move her from her slip, and the
conception proved an absurdity.

In addition to these, local steamers have been run between different cities
for local purposes, more or less, since 1858, and steam-tugs have been
brought into requisition occasionally.

OBSERVE:

This review presents the important fact, that NO NEW MECHANICAL SYSTEM HAS
BEEN INTRODUCED.

The screw-propellers and paddle-wheels are multiplications from the former
era. The variations from the common propeller and paddle-wheel, in the
miscellaneous devices, are all under _reductions of merit_.

All the bow-propulsions, and all the variations from the _Viele_,
_Sternburg_ and _Ruggles_ of the former, and the _Byron_, _Baxter_ and
_Newman_ of the present era, are inferior, whether viewed practically or
scientifically.

Hence, steam has received no mechanical advancements since 1858; and the
efforts of 1872 are as positive and determinate failures as those of 1862.

THE TRIALS OF STEAM IN 1872 LESS ECONOMICAL THAN IN 1858 TO 1862.

It should be observed that the first trials of steam in 1858 were made
during a season of low water, and when the Canal Board had limited the
loading of boats to four and three-fourths feet draught of water, which,
later in the season, was increased to five feet, and in subsequent years to
six feet, as continued to the present time.

Among the most successful trials of the first era of steam on the canals,
may be mentioned the _H. K. Viele_, _P. L. Sternburg_, and _S. B.
Ruggles_. Each could carry three-fourths cargo and tow a full cargo, and
each exceed the speed of horse-boats.

Among the most successful trials of the present era may be mentioned the
_Port Byron_, _Baxter_, and _Newman_. Each can carry five-sixths of a
common cargo, and exceed the speed of horses.

In the early era of steam, _the prominent policy_ was to combine towage
with carrying capacity by the steamer, for economical expedition. In the
present era, it has been to make the carr