On this occasion Mr. Huskisson, Home Secretary in the British Cabinet, while the cars were stopping to water the engines, and he was out on the track talking with the Duke of Wellington, was knocked down by one of the engines and had one of his legs crushed. Placed on board of the _Northumbrian_, it was driven at the rate of thirty-six miles an hour by Stephenson to Eccles. Mr. Huskisson died there that night. This was its first victim, and the greatest speed yet attained by a locomotive. The year 1829 therefore can be regarded as the commencement of the life of the locomotive for transportation of passengers. The steam blast thrown into the smokestack by Hackworth, the tubular boiler of Seguin and the link motion of Stephenson were then, as they now are, the essential features of locomotives. In the meantime America had not been idle. The James Watt of America, Oliver Evans, in 1804 completed a flat-bottomed boat to be used in dredging at the Philadelphia docks, and mounting it on wheels drove it by its own steam engine through the streets to the river bank. Launching the craft, he propelled it down the river by using the same engine to drive the paddle wheels. He gave to this engine the strange name of _Oruktor Amphibolos_. John C. Stevens of New Jersey was, in 1812, urging the legislature of the State of New York to build railways, and asserting that he could see nothing to hinder a steam carriage from moving with a velocity of one hundred miles an hour. In 1829 George Stephenson in England had made for American parties a locomotive called _The Stourbridge Lion_, which in that year was brought to America and used on the Delaware and Hudson R. R. by Horatio Allen. Peter Cooper in the same year constructed a locomotive for short curves, for the Baltimore and Ohio Railroad. Returning now to steam navigation:--Symington again entered the field in 1801-2 and constructed for Lord Dundas a steamboat, named after his wife, the _Charlotte Dundas_, for towing on a canal, which was successfully operated.