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VOL. CI. PART II.

Embellished with Views of the Birth-place of RUBENS at Cologne; and the Birth-place of

ROUSSEAU at Geneva.

Sept. 9.

Mr. URBAN, AMONGST the many remarkable objects which abound in Cologne, I was attracted towards one that is probably not so well known as the rest. It is the house in which the immortal Rubens first saw the light, and in which also Mary de' Medici, the wife of Henri Quatre, and mother of Louis the Thirteenth, terminated her existence. By a curious coincidence, the same room witnessed both these events.* On each side of the portal is a marble slab, with the inscriptions which, together with a hasty sketch, I have subjoined. Each of these tablets is surmounted by a golden star. Their purport, as you will perceive, is to relate the above facts, as well as some further details. On the left hand one, which records the birth and death of the "German Apelles," and also the death of his father, is mentioned the magnificent picture of the Crucifixion of St. Peter, which Rubens painted expressly for the parish church of his native city. On the other tablet, erected in honour of Mary, it is said that her heart was buried in the chapel of the Three Kings in the Cathedral Church of Cologne, and her body afterwards transferred to St. Denis.

Inscription on the left hand Tablet.

"In diesem Hause ward 1577 D. 29 Juni : am Feste D. H. H. Apost. Petri ū. Pauli.

geboren u. ind. Pfarrk. S. Petri. getauft, Peter Paul Rubens Edwardus VIIth Kind seiner eltern, welche 20 Jahre hier gewohnt haben. S. Vater Doct. Joan. Rubens war' vor hier 6 Jahr lang Raths-schiffen zu Antwerp: fluchtéte wegen Religions Umruhen nach Cöln. Starb hier 1587 und ward in' S. Peters Fierlichet begroben. Unser Peter Paul Rubens d'. Teutsche Apelles vermothen seine Geburt Stadt Cola vor seinem Todte noch einmal zu sehen u. das von unsern be-rühmten Kunstkenner dem Senator Eberhard labach anbestellte vortreffliche Gemälde d'. Kreuzigung Petri Seinem Tauf. Kirche durch s. eigne Hand zu werken. Aber ihm ubereite am Tod zu Antwerpen in 64ten Jahre s'. Lebens. d. 30 Mai, 1640."

Inscription on the right hand Tablet.

In diesem Haus fluchtete auch Frankr Koniginn Henres. D. Wittwe Maria von Medicis Ludwigs D. XIII. ñ. iii Koniginnen, Mutter. Unserer Rubens berief sie aus seiner Wohnstadt Antwerpen um fur ihren Pallast in Paris das Epos ihres Lebens und ihrer Schicksal zu schildern. Er vollführte es in xxi grossen Tafeln. aber sie gedrängt von Unfallen starb in Cöln 1642, der 3 Juli, 68 Jahr alt in elen dem Zimmer wo Rubens geboren war Ihr Herz war in unserer DomsKirche von D. H. H, 3 Konige Capelle beigesetzt. Ibre Leiche später in die Königl. Graft zu S. Denys war gebracht. Vor ihrem Ende dankte Sie noch dem Senate in der Stadt Cola Fur die Freyheit ihres Aufenthalts mit ehrwurdigen Geschencken welche die ungestimme Revolution mehrenthals vernichtet hat."

Perhaps these circumstances, and

* We append to our Correspondent's description the remarks of a recent traveller: “I was obliged to content myself with an outside view of a building so remarkable for being the one in which a prosperous Painter drew his first breath, and an unfortunate Queen, the patroness of his fertile genius, and heroine of his pictorial allegories, uttered her last sigh. Peter Paul Rubens, born in the house No. 10, Rue de Tival, the exterior of which is devoid of consequence, died in a palace at Antwerp, full of years and honours. Mary of Medicis, who, quitting the princely splendour of her native Italy for regal dignity in France, became the wife of Henry IV. and mother of Louis XIII. expired beneath this comparatively humble roof at Cologne, the exiled victim to her own ambitious weakness, and to Richelieu's ascendant subtlety. The only answer which I could obtain respecting the inside of this celebrated edifice was, that there remained nothing to be seen.' The present proprietor is a tradesman, and, it is said, has been Vandal enough to destroy some curious carvings which ornamented one of the rooms." Tour in 1825, by Seth William Stevenson, These pictures are now in the public gallery of the Louvre. GENT. MAG. Suppl. VOL. CI. PART II.

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Birth-place of J. J. Rousseau at Geneva.

the accompanying sketch, may not be
altogether without interest; if so, I
shall be gratified by their insertion in
your valuable Magazine.
Yours, &c.

DUDLEY COSTELLO.

Dec. 15.

Mr. URBAN, THE accompanying view of the house at Geneva, in which Jean Jacques Rousseau was born, is copied from the card of

"Gebel Benoit et Comp au 2me étage de cette maison tiennent horlogerie et piéces à musique."

Isaac Rousseau was also a watchmaker in this same house; where he had been settled only ten months before the birth of his celebrated son, having resided for some time previously in Constantinople, where he was employed for the seraglio.

It appears that the manufacture of watches was one of the principal trades of Geneva as early as 1681; for in "The Present State of Geneva," a curious old guide-book published in that year in duodecimo, are the following passages :

"The people of Geneva are very industrious, and since they have not land enough to take up their time in agriculture and husbandy [sic], as other States of larger territories have, they apply themselves sedulously to the improvement of handy-craft trades.

"Clock and watch-making is a trade of great esteem, and of masters and servants there are above three hundred that follow that occupation; of whom there are some that drive a good trade by it, not only in all the countries of Europe, but also in Turkey, Persia, and other remote kingdoms. It is necessary that such as come hither to buy, have their eyes in their heads, if they would not be cheated, because there are bad as well as good artists among them.

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"There are many excellent and skilful goldsmiths here also; but above all things fire-arms are here made in perfection, such as harquebuses, pistols, musquets, and the like, and many gentlemen provide thenselves from hence."

At the present day, the goldsmiths eclipse the other artisans.

To return to Rousseau's house. The street itself has received its name from the memorable nativity in this mean-looking house, which is now No. 69 in the Rue Jean Jacques Rousseau. There is this inscription, on a small marble tablet over the door: ICI EST NE JEAN JACQUES ROUSSEAU LE XXVIII JUIN M.DCC.XII.

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NOTICE having been given by two of the City Members of bringing in a Bill immediately after the recess, containing some legislative provisions for regulating the speed of Steam Vessas in the Port of London, perhaps you will not consider a page of your valuable Magazine unworthily appropriated to a few remarks on the subject, from a constant yet disinterested observer of the Thames Navigation.

From the great convenience afforded to the inhabitants of London, more especially those whose means enable them to take trips to the sea-side for health or pleasure, people are too much inclined to consider the competition of rival Steam Companies as a public benefit, without taking into account the vast number of labourers who are thrown out of employ,-the loss of capital sustained by coachmasters,- -or the loss of lives and property on the river, through the mis

"This town has a considerable trade in gold chains and trinkets, and the purity of the gold in the minutest article is very superior to the gold employed in similar articles manufactured in England. This fact merits particular attention.

"The English standard of gold is, dividing a given weight, as of a lb. or oz., into twenty-four parts, twenty-two of those parts are of pure gold, and of the two remaining parts, one is of silver, and one of copper; and the mint price is 31. 17s. 104d. In England, the very finest gold that is manufactured into chains, not assayed and stamped, is what the jewellers call eighteen carat gold, i. e. three parts gold, and a fourth part of allay; but seals and trinkets in general, are so grossly allayed, that the stint altogether depends upon the conscience of the trader or manufacturer; the consequence of which is that we are beat out of foreign markets, where the manufacture of Geneva can be brought into competition. "To remedy this evil, the English Government should adopt regulations similar to those adopted at Geneva; while their standard gold coin is rather below ours, we, as a great commercial nation, ought not to be inferior to them, when the same material is a staple of manufacture."-Miscellaneous Observations and Opinions on the Continent [by the late Richard Duppa, Esq]. 1825, 8vo.

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PART II.]

On Steam Navigation in the Port of London.

management or negligence of persons having the command of Steam Vessels.

Residing on the banks of the Thames, I have had abundant opportunities of witnessing some of the evils as well as the benefits of Steam Navigation. I am quite ready to admit the advantages contended for by the admirers of this elegant mode of travelling ;-that it is cheaper, more expeditious, and (under proper regulations) perhaps even safer than land carriage, where great competition prevails among rival Coach Masters. Yet it is not necessary, Mr. Urban, while admitting these facts, that we should turn a deaf ear to the numerous complaints that have been made, at the respective police offices, of the misconduct of Steam Boat conductors, arising in the majority of instances from the dangerous velocity at which these vessels are propelled between Greenwich and London Bridge.

The Committee appointed by the House of Commons has had quite sufficient evidence adduced before it, to show the propriety of some legislative measures to insure the lives of his Majesty's subjects from being at the mercy of men, who, under the present state of things, are not amenable to the laws for their negligence or misconduct. It might be answered that the persons who are accessory to the death of any individual, are amenable to justice, either under the charge of homicide, or manslaughter. But in the frightful collision which takes place when two Steam Vessels, or a Steam Boat and any other vessel, come in contact, it is in most cases extremely difficult, if not impossible, to affix the principal blame on the most culpable parties; although a great number of lives may fall sacrifice to such criminal negligence. Indeed, the arbitrary rules, or rather the absence of any legislative regulations, in the management of Steam Vessels, have been the primary source of nearly all the serious accidents that have occurred.

The navigation of sailing vessels must ever be subject to circumstances over which the master or pilot can have no control; such as a current, an eddy, or else a falling off in the wind, by which a vessel would not answer her helm, and thus come foul of another ship sailing in an opposite course. But a similar plea cannot be offered in

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defence of the master of a Steam Vessel, who has the helm under his entire control, aided by the propelling or retrograding power of the engines, as the case may require.

The facility with which Steam Vessels may be directed under every possible circumstance, except that of a violent gale, or the destruction of its paddle-work and machinery, leaves no apology or excuse for the misconduct of individuals commanding such vessels. With regard to sea-going Steam Vessels, it is evident the slightest precaution would guard against the occurrence of such frightful accidents as that of the Comet, Glasgow Steam Boat, about two years back. If each Steam Vessel in dark nights carried a light in her bows, and (following the rule of driving on a public road) each steersman put the helm a-starboard, when two vessels are approaching in opposite directions, accidents from collision could not possibly occur.

The necessity for inforcing some such regulation, however, becomes infinitely greater in the navigation of the Thames between Blackwall and the Tower than below Gravesend or at sea; and it might be questionable how far the City of London or the Legislature are justified in allowing Steam Vessels after dark, under any circumstances, to come above Blackwall or Greenwich. The objections to such regulation would be very slight, in comparison with the risk, inconvenience, and damage sustained through the present practice, by Steam Vessels passing through the pool at the rate of seven, eight, or even ten knots an hour. A very strong opposition to the new Bill will doubtless be raised both by the Steam Navigation Companies which are interested in maintaining a competition, with the view of ruining their competitors; and also by those who consider competition of every kind a public benefit. To a given extent this is undoubtedly true. Yet no man can plead ignorant of the fact, that various Acts of Parliament have been found necessary to regulate stage coaches, and inflict penalties by fine or imprisonment on careless drivers, with a view to the safety of his Majesty's subjects, from the effects of competition among Coach Owners. Consequently, no valid argument can be adduced why similar precautions should not be taken, and

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On Steam Navigation in the Port of London.

certain penalties incurred by persons having the management and control of Steam Vessels. On the contrary, the circumstances in the latter case are far more imperative than in the former; 1st, from the greater number of lives at issue in the event of disaster; 2d, the nature of the element offering a twofold hazard; 3d, from the more complete control of a Steam Vessel, under judicious or even ordinary management, beyond that of controlling four well-bred or spirited horses. Thereby rendering the liability to accident in Steam Boats almost nugatory, except through the defects of the machinery, or the ignorance or obstinacy of the commander in working the engines at that rate of speed which becomes equally dangerous to the passengers on board, and to watermen and others exposed to the swell produced by Steam Vessels of the larger class.

It has been too much the practice in this great manufacturing and trading nation, while admiring the perfection to which machinery has arrived for superseding manual labour,—to leave out of view the privations which such "improvements" have entailed upon the poor labourers who are thrown out of employ. Thus in Steam Navigation we are disposed to admire the beauty of the vessels, the great accommodation, and cheapness of the conveyance, without taking into account the poor watermen and sailors who formerly procured a decent maintenance on the river, but "whose occupation's gone," by the erection of splendid Bridges, and the construction of commodious Steam Vessels.

It has been stated with too much truth, that the conduct of the Thames watermen on many occasions has been little calculated to excite the sympathy of the public. It has been stated, that in addition to that competition which the very necessities of these poor men prompted, by making them contend for priority on the arrival of Steam Vessels, they have in most cases shown a disposition to extort something beyond their regular fare. Yet, under all the circumstances, it cannot excite our surprise, taking into account the increase of population, with the diminution of the shipping trade, and the diminution of demand for watermen, from the additional Bridges, additional Steam Vessels,

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and the commodious places for enbarkation and landing.

From the monopoly thus afforded t Steam Vessels, at the expense of the Thames watermen, it is therefore only fair that the public should derive every possible security for the good manage ment of such vessels. Independent of the accidents which are continually occurring, through the heavy swel occasioned by these vessels, they are in the practice of carrying on many occasions a number of passengers quite incompatible with every idea of safety. It was stated by some of the gentlemen who were examined by the Commons' Committee " on Steam Navigation," that a Steam Vessel cannot afford accommodation on the average to more than one person per ton messurement, yet I have repeatedly seen vessels from 300 to 350 tons laden with from 600 to 700 persons; and Sir John Hall states, in his evidence before the Committee, that he has seen the Albion steamer with not less than 1000 persons on board! The bare possibility of any accident, either from the machinery, the negligence or blunders of pilots and engineers, or the unlooked-for accidents that are always liable on passing through the pool filled with shipping and boats, is calculated to alarm the most stoical or indifferent observer. In the event of accident, the consequences would be truly disastrous among such a multitude. It is therefore not less incumbent on the Legislature to place a limit on the number of persons in a Steam Vessel, than to prevent such vessel from being propelled at a speed incompatible with the navigation of the river. If it be advisable to prevent a stage coach from being laden with more than a certain number, to prevent accidents by overturning, why should not the same principle be adopted with regard to Steam Vessels, where the risk on account of numbers is as fifty to one?

The proprietors of Steam Boats raise an outcry at any proposition to place their conduct under Parliamentary control. It is pronounced to be an interference with the freedom of navigation, and as infringing their "just rights." Yet the very men who raise such clamour, are the most unblushing defenders of a system of imposition and insolence in the landing and embarkation of passengers at

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PART II.]

J. Hulls, the Inventor of Steam Boats.

Gravesend, as we perceive by the late resolution of the Gravesend and Milton Steam Company, refusing their sanction to the erection of a pier or landing wharf.

Should the system of competition by building light vessels fitted with engines of very great power, so as to run at sixteen or seventeen miles an hour, be still suffered to go unchecked by Parliamentary control, what security can the public have from such men, that they will not, when racing against each other, urge their steam engines to a most dangerous extent, rather than allow themselves to be beaten by rival boats; or that they will pay any regard whatever to the unfortunate wherrymen whose lives are so constantly endangered by the swell of Steam Vessels? It is a fact well known to persons residing on the banks of the river, that since the culpable extent to which Steam Vessels are propelled in the river, very few persons who can possibly avoid it, will trust themselves in a Thames wherry; and even the larger boats at Greenwich are constantly in danger of being swamped by the swell produced by the large steamers. It has been stated by some of the witnesses examined by the Committee, that most of the accidents happening to boats have arisen from the temerity or the obstinacy of the boatmen. But it should be borne in mind that these poor men are in the majority of cases compelled by their necessities to brave every danger, while approaching the Steamers in search of a fare from the passengers. Besides, it is too much to expect that men of rude habits, and having starving families to support by their labour, should show any courtesy towards those by whom they have been thrown out of employ.The Thames waterman is in fact placed in a similar situation to the poor cotton-spinner or weaver, who feels that however advantageous the use of steam power may prove to the great capitalist, it has brought ruin on thousands of the industrious poor by superseding manual labour.

I must apologise, Mr. Urban, for the length of these remarks, and respectfully suggest to the Legislature, that in the event of the New Bill going into a Committee of the House, that, in addition to provisions for regulating the speed of Steam Vessels

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above Blackwall, and for limiting the number of passengers according to the tonnage,-a trifling tax or toll of a penny or twopence per head ought to be levied on the passengers by Steam Vessels on the river Thames, in aid of a fund for sick or infirm watermen. Justice is the first attribute of legislation, and if compensation be always given to parties who are deprived of their local advantages for trade, by opening a new street for the public convenience, why should not the same principle operate in affording some small compensation to the poor men who have lost three-fourths of their employment since the general introduction of Steam Navigation?

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IN your vol. C. part ii. p. 7, these words appear:-"We borrowed our Steam-boats from the Americans." But letters patent under the great Seal bearing date 21st December, 1736, were granted to Jonathan Hulls, for his invention of "a machine for carrying ships and vessels out of, or into any harbour or river against wind and tide, or in a calm, which may be of great service to our Royal Navy and merchant ships," &c.

The inventor published the patent in black letter with a plate prefixed, exhibiting a man-of-war towed by a steam-boat, and also the several parts of the machinery detached. In addition, he gives propositions and demonstrations illustrative of his invention.

Now whether Government bought the patent right, and stowed it away in a pigeon-hole, or whether some workman employed in framing the machine, might have been conveyed across the Atlantic at the public expense, carrying the secret with him; it is clear that the steam-boat was not borrowed from the Americans. It appears indeed that the invention was forgotten; for the writer of this, when accidentally looking at the first steamboat that was built in his Majesty's yard at Woolwich, while the engineer was fixing the machinery, expressed his surprise that such vessels had not been used many years earlier, and was answered by the then mastershipwright that they were but lately invented in America. Hull's patent

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