Jungfrau glitters in the sun. Nearer the village of Lauterbrunnen, there is such a confusion of rock, wood, and torrent, and cascade, as I must not attempt to delineate. In front is the celebrated Staubach, (dustbrook,) very fitly so named, as it drops nine hundred feet perpendicular; and you may conceive that the waters of a brook assume a very dust-like appearance in being precipitated from the top of such a rock. Yet this cascade disappointed me; it rather surprises than delights by its unbroken naked fall; but the valley in which it is found is perhaps unrivalled even in Switzerland. So striking, however, are the beauties of almost every valley in this wonderful country, that the traveller is in danger of contradicting himself. As we are too prone to feel respecting every new misfortune-this is the severest; so, let but the sun shine, and one shall be apt to say of each successive Alpine prospect-this is the sublimest. Accordingly, I could not tell that day, much less can I decide it now, whether I must not prefer the valley of Grindelwald even to that of Lauterbrunnen. It is approached by returning to the bridge of Zwei-Lutchine. As we advanced, the Wetterhorn began to appear in front; one of the loftiest mountains of Switzerland, exhibiting walls of snow-covered ice very near its summit; and afterwards the Metterhorn and Eiger, which are nearly of the same rank, and, with the former, close up the extremity of this valley. The rocks bordering it are of the most fantastic diversity; broad and bare cliffs, peaks like a horn, others clothed with trees, and in short every variety that the same class of objects can well be conceived to offer. Each of these mountains is insulated, and composed of naked rock so perpendicular that the snow finds but a partial lodgment. Neither of their summits is less than eleven thousand feet above the level of the sea, and more than eight thousand feet above the point from which I viewed them. The immense wastes of ice behind these mountains, surrounding the Schreckhorn and Finster Aarhorn, are not passable by the most adventurous chamois-hunters; and the inferior glacier has encroached upon the valley, now occupying ground where there were formerly habitations and a chapel.-Sheppard. THE GOSPEL IS FOOLISHNESS TO THE NATURAL MAN. THE great truths of the gospel, and the principles of Christianity lie so high above man's reason, that they are foolishness to him; whence the apostle tells us, that "the natural man receiveth not the things of the Spirit of God: for they are foolishness unto him," 1 Cor. ii. 14. Now these things of the Spirit of God are the great truths and doctrines of the gospel; such as the union of the Divine and human natures in the person of Jesus Christ; his substitution in the room and place of us guilty rebels; that any of the fallen race of Adam should obtain life by his death, and redemption by means of his cross; that sinners should be justified by faith in another's righteousness, and not by any works of their own; that a man must be born again before he can see the kingdom of God; that the body, sown in the dust shall be raised again in glory and honour, with many such doctrines, which are quite above the line of reason, though no way opposed to it. Now when men of a sceptical turn hear that these are the principles of that which professes to be the only true religion in the world, and not being able to adjust them to their standard of reason and the fitness of things, they immediately account them foolishness, and reject them as such. Hence we sometimes find men of the strongest reasoning powers enlisted against revelation, especially where the heart is carnal; and the stronger reason is, in this case, the stronger will be the opposition. So the apostle tells us, that "Not many wise men after the flesh, not many mighty, not many noble, are called," 1 Cor. i. 26. Their fleshly wisdom rejects the principles of the gospel as ridiculous to their reason, their might, and their nobility, because of their apparent meanness.-Barker's Natural Theology. THE COURSE OF DEPRAVITY. WE fall not from virtue, like Vulcan from heaven, in a day. Bad dispositions require some time to grow into bad habits; bad habits must undermine good, and often-repeated acts make us habitually evil; so that by gradual depravations, and while we are but staggeringly evil, we are not left without parentheses of consideration, thoughtful rebukes, and merciful interventions, to recall us to ourselves. -Sir T. Brown. NUMEROUS attempts have been made at different periods to propel vessels, so that they may be as much as possible independent of the varying assistance of the winds, and even in the times of the ancient Egyptians a species of paddlewheel, turned by oxen, was employed. It is also certain that wheel-boats were known to the Romans, and Vulturus* has furnished two representations of such vessels, one of which has five pairs of wheels made of pitched sail-cloth. When several were connected by a rope, they were considered very useful in the conveyance of troops. A few years later a work appeared at Paris, containing a description and engraving of a vessel of war, called "Barque à Roues," having paddle-wheels worked by men. Some persons proposed that horses should be the working-power, while others suggested the practicability of turning them by sails. A wheel-barge, belonging to prince Rupert, was propelled by horses on the Thames, which outstripped the king's boat manned by sixteen rowers, and a similar one was tried at Chatham in * Vulturus, "De Re Militari." Verona, 1472. 1682. Thomas Savary's scheme was subsequently described in a work entitled, "Navigation Improved; or, The Art of Rowing Ships of all Rates in Calms, with a more easy, swift, and steady motion than oars can." About the same time, revolving paddles were tried on a large scale at Havre and Marseilles, by M. Duquet, but they proved unsuccessful, except when moved by steam agency. In 1543, Blasco de Garay, a sea-officer, volunteered to exhibit before Charles v., a machine by which a vessel could be made to move without the assistance of sails or oars. The experiment was accordingly made on a vessel of considerable size, named the "Trinidad," and at a given signal it was moved forwards, or turned, by the power of its machinery. The patent of Jonathan Hulls, however, appears to be the first practicable plan for propelling vessels "in or out of harbour against wind or tide." In the year 1737 he published a pamphlet, with an engraving of his craft, in which he states that the engine which is placed in the "tow-boat" attached, consisted of a covered vessel two-thirds full of boiling water, the steam passing through a pipe into a cylinder. This being condensed, a vacuum was created, which caused the weight of the atmosphere to press down | he had made on the propulsion of vessels a piston fitted into the cylinder. It had previously been demonstrated, that when the air was driven out of a vessel thirty inches in diameter, the atmosphere would press on it to the weight of more than four tons, and when proper instruments for this work were applied, it would move a vessel of great force. Thus, if Hulls did not construct the first steamboat, he was the first to propose the means of turning paddle-wheels by the force of steam, aided by the beautiful contrivance of the crank, A minister of Berne, named Genevois, invented, in the year 1759, a propeller, which expanded like the foot of a duck, presenting a broad surface to the water when moving against it, and folding into a small space when passing in the opposite direction. This plan did not long continue, yet the efforts of men of genius are well worthy of notice, and we are too apt to regard success as the sole criterion of merit. The subsequent experiments both of the Comte de Auxiron and of M. Perier were both unsuccessful. The marquis de Jouffroy, who distinguished himself as a practical engineer, constructed a steam-engine at Lyons, in the year 1781, and made several experiments on the Saone; but the Revolution, which stopped all improvement throughout France, prevented the application of his plans. On returning to his native land in 1796, he discovered that M. de Blanc, an artist of Trevoux, had secured a patent for building a steam-boat, having probably obtained his information from Jouffroy, and though the latter appealed to the Government, his claims were unheeded, for public business engrossed too much attention to admit the redress of private grievances. Meanwhile Fulton, an Anglo-American, having derived his information from the same sources, and making experiments of a similar nature near to the Isle de Cygnes, alarmed M. de Blanc, who regarded him as a serious rival, and accordingly urged his own patent-right, and requested the stoppage of Fulton's works. To this it was replied, that his attempts could not affect France, as his intention was to confine his attention to navigation in the American waters; and to the United States he soon returned. Shortly after the experiments of the marquis de Jouffroy, Mr. Patrick Miller, of Dalswinton, in Dumfriesshire, published an account of some experiments by paddle-wheels, worked by men and horses, and stated his belief that the steam-engine might be successfully applied as the moving principle. This suggestion having been originated by a young man named James Taylor, who resided in the family of Mr. Miller, as tutor, he also proposed to propel rafts worked by wind, in the same manner as a mill, and the idea was given to the courts of Europe. He built two vessels, one of which was presented to the king of Sweden, and the plan having been rendered practically applicable, the French proposed to construct such rafts for the invasion of England. Mr. Taylor having applied to an old schoolfellow, Mr. William Symington, an engineer, who was at that time busily engaged in endeavouring to apply steampower to the propulsion of carriages; that gentleman encouraged him by stating his conviction, that if any application could be made as he anticipated, it would "undoubtedly be one of the greatest wonders hitherto presented to the world, besides its being of considerable emolument to the projector." During the following winter, Mr. Miller was introduced to Mr. Symington, and having seen the model of the locomotive carriage, became more convinced of the practicability of his own plan, and ordered the construction of an engine, under their united direction. This was built in the autumn of 1788, and placed on one side of a pleasure boat on Dalswinton Lake, the boiler being on the other side, and the paddle-wheels in the middle. The inventor had now the extreme satisfaction of observing the perfect success of his plan, for though the cylinders were but four inches in diameter, the boat attained a speed of five miles an hour. Anxious to obtain further proof by trying his experiments on a larger scale, Mr. Symington obtained for him a superior boat and suitable engines, and a trial took place on a level reach of the canal, about four miles in length. This attempt failed in consequence of the breaking of the paddle-wheels, but stronger ones being substituted, on the 26th of December, 1789, the vessel was propelled at the rate of seven miles an hour, and repeated experiments only confirmed its success. As the boat had been originally intended for different purposes, it was fairly contended that more complete arrangements would insure even more favourable re sults. Circumstances however prevented the further prosecution of the plan, and the boat was laid up at Carron. "two In 1801, Mr. Symington was employed by lord Dundas to make a steam-tug, for dragging vessels on the canal, and for some time experiments were made at an expense of 3,000l. In 1802, she "took in drag," says Mr. Symington, loaded vessels, each upwards of seventy tons burden, and with great ease carried them through the long reach of the Forth and Clyde Canal to Port Dundas, a distance of nineteen miles and a half in six hours, although the whole time it blew a very strong breeze right ahead." In consequence, however, of the canal proprietors considering that the banks of the canal were injured by the action of the paddle-wheels, the "Charlotte Dundas," as she was denominated, was laid aside. In the following year, Mr. Fulton made an experiment on the river Seine, under the patronage of Mr. Livingstone, but owing to miscalculation, the boat proved unable to support the weight of the machinery, which broke through the middle, and caused it to sink. Undismayed, however, he proceeded to construct a new vessel, which was launched in August, 1803, being sixty-six feet long, and eight wide, but it moved so slowly that the results could not be considered successful. Mr. Fulton afterwards went to Scotland and saw Mr. Symington, who, in his memorial, gives the following statement, the truth of which is placed beyond all doubt, by the corroborating evidence of a number of gentlemen of high respectability. "When engaged in these boat experiments," says Mr. Symington, "I was called upon by Mr. Fulton, who very politely made himself known, and candidly told me that he was lately from North America, and intended to return thither in a few months, but having heard of our steamboat operations, could not think of leaving this country without first waiting upon me, in expectation of seeing the boat, and procuring such information regarding it as I might be pleased to communicate." He then stated the advantages America would derive from the invention, in consequence of her large navigable rivers, and the abundance of capital wood for the construction of vessels and fuel, and then went on to state, that "his carrying the plan to North America, could not turn otherwise than to my advantage; as, if I inclined to it, both the making and superintendence of such vessels would naturally fall upon me, provided my engagements with steamboats at home did not occupy so much of my time as to prevent me from paying any attention to those which might afterwards be constructed abroad. Mr. Fulton having thus spoken, in compliance with his most earnest request, I caused the engine-fire to be lighted up, and, in a short time thereafter, put the steam-boat in motion, and carried him from lock No. 16, where the boat then lay, four miles up the canal, and returned to the point of starting, in one hour and twenty minutes, to the great astonishment of Mr. Fulton, and several gentlemen, who, at our outset, chanced to be on board. During the above trip, Mr. Fulton asked if I had any objections to his taking notes regarding the steam-boat, to which question I said, None,' as I considered the more publicity given to any discovery intended for public good, so much the better; and having the privilege secured by letters patent, I was not afraid of his making any encroachments upon my right in the British dominions, though in the United States I was well aware I had no power of control. In consequence, he pulled out a memorandum-book, and, after putting several pointed questions respecting the general construction and effect of the machine, which I answered in a most explicit manner, he jotted down everything-particularly everything then described, with his own remarks on the boat while moving with him on board, along the canal; but he seems to have been altogether forgetful of this, as, notwithstanding his fair promises, I never heard anything more of him, till reading in the newspaper an account of his death." Mr. Henry Bell, who built the first passage steamboat afloat in British waters, informs us that it was through his instrumentality that Mr. Fulton became acquainted with steamboats. He states that Mr. Fulton wrote to him about the plans of some machinery in this country, at the same time requesting Mr. Bell to call upon Mr. Miller, and see how he had succeeded in his steamboat plan, adding, that if he had been successful, Mr. Bell was to forward a full drawing and description. Accordingly, he saw Mr. Miller, who gave him the required information, at the same time telling him that he intended forwarding to Mr. Fulton his opinion in reference to steamboats. "Two years thereafter," says Mr. Bell, "I had a letter from Mr. Fulton, letting me know that he had constructed a steamengine from the different drawings of the machinery I had sent him out, which was likely to answer the end, but required some improvement on it. This letter I sent to Mr. Miller, for his information." The thought, however, naturally presented itself to the mind of Mr. Bell, that it was rather strange that he should be giving advice to other countries, on the construction of those things from which he might expect great personal advantage, if followed out in his own land. He accordingly contracted with Messrs. John Wood and Co., ship-builders, at Glasgow, to build a steam-vessel, forty feet long, and ten and a half feet broad, according to a plan he presented, which he fitted with engine and paddles, and called the Comet," from its being finished in the year in which one of those luminaries appeared in the north of Scotland. The result was most satisfactory, the vessel being of great simplicity, and yet of compactness in its structure, and running to the Frith of Forth, a distance of twentyseven miles, at a moderate speed. 66 From these statements, the authority of which is indisputable, it may be fairly deduced, without any charge of national prejudice, that American steam navigation owes it origin to Scotland. Having obtained the necessary intelligence, Fulton, under a feigned name, ordered an engine of Messrs. Boulton and Watt, which he received in 1806, his vessel being launched in the following year on the river Hudson. It was fortunate for him that he was thus successful, for the delay of only a few days would have conferred the honour on his countryman, Stevens. That gentleman had made a series of experiments on steam-navigation in the year 1791, from which his private fortune suffered considerably, nor was it till 1807, that, with his son, he was successful in his efforts. It having been enacted that the exclusive privilege of working steamboats in the state of New York should be conferred on him who should first propel a vessel, by the power of steam, at four miles an hour, Mr. Stevens was debarred the advantage, and he accordingly conveyed his vessel to the Delaware by sea, and escaped the restriction. By this effort, he obtained the honour of first navigating the ocean in a vessel propelled by steam. The success which had attended their efforts induced Messrs. Livingstone and Fulton to construct two more vessels, the "Car of Neptune," of three hundred tons burden, and the "Paragone," of three hundred and fifty tons. From that time, steam-navigation in the waters of America rapidly increased, and immense vessels are continually carrying their hundreds of passengers in every direction, through those arteries of that great continent. The appearance of these vessels, as they ploughed the foaming waters without the assistance of sail or oar, excited the wonder, and often the extreme terror, of the ignorant observer, especially as dry pine-wood was used as fuel, which sent forth a volume of flame many feet above the chimney, and threw a thousand sparks to leeward whenever the fire was stirred. Great numbers on board the ships that were passed ran below deck, to be saved from such terrific appearances, while others prostrated themselves, and besought the protection of Providence. Sir Ralph Woodford states, that when the first steamboat appeared in the West Indies, some years afterwards, he took a trip of pleasure in her, and as they were almost all sea-sick on their return from the Boco Grande, no one was on deck but himself and the man at the helm. When they were in the middle of the passage, a small privateer appeared making its way at full sail towards Trinidad, and on nearing the land the vessel was run ashore, and the men were seen landing as fast as possible, and rushing into the thickets for shelter. So unaccountable was the sight, that the steamer's course was altered, and on approaching her, sir Ralph went on board the deserted vessel, and found no one there but a man with a broken bone, lying on a mat, as pale as ashes. soon as he saw the Englishman, he endeavoured to put himself in an attitude of supplication, and faltered forth "Misericordia! Misericordia! Ave Maria!" and on sir Ralph asking him why he had thus been left, he only replied, "Misericordia!" "Do you know who I am?" said the governor. "The the O Señor! Misericordia! Ave Maria!" As exclaimed the terrified Columbian. It was some time before he could be brought to the possession of his reason, and then he stated that, at the sight of the vessel with neither sails nor oars passing along with such rapidity through the Brocas, |