of side levers. The crank shaft, on which was fixed a large, heavy fly-wheel, was worked from the levers by a connecting rod. A reference to the illustration--which is from a photograph of the identical engine used in this vessel, and presented to the museum by Messrs. R. and J. Napier--will reveal these details. Whereas the _Clermont_ had employed the triangular beam or bell-crank for conveying the power from the piston-rod to the paddle-wheels, as we saw just now, the _Comet_ had what was known as the “grasshopper” or half-beam type. The steam was generated from a boiler set in brickwork, and placed on one side of the engine. When originally she had her four paddle-wheels--two on either side--these were driven by means of an intermediate wheel, which engaged them both by means of spur gearing. The paddles were then, as will be noticed in the illustration, simply placed on detached arms, but when the alteration was made complete wheels were given to her. She was fitted with a fo’c’sle and after-cabin, of which the hatches will easily be recognised in the model. The engine-room took up the intervening space amidships. Writing now in the year when everyone has been interested in the coming of Halley’s Comet, it is interesting to observe that Henry Bell’s ship was so called from the fact that a meteor had appeared in the heavens about that time. In August, 1812, she was advertised as being ready to ply up and down the Clyde “to sail by the power of air, wind, and steam,” the announcement also stating that “the elegance, safety, comfort, and speed of this vessel require only to be seen to meet the approbation of the public, and the proprietor is determined to do everything in his power to merit general support.” Apparently, however, the “general support” was not forthcoming, for commercially the _Comet_ proved a failure. Historically she was a success, for her influence was undoubtedly for good, and Napier made some interesting observations, from which he was able to deduce important conclusions. Those who are familiar with the history of the sailing ship will be aware that at the beginning of the nineteenth century both the large ocean-going ships and the small coasters were distinguished by their remarkably heavy and clumsy proportions. Especially was the bow still made bluff and full, since the idea in the minds of the ship-designers was that their vessels should rather _breast_ the waves than, cut clean through them, as the clipper-ships afterwards taught should be the manner. It was the still surviving Dutch influence of the sixteenth and seventeenth centuries which had caused this fashion in naval architecture to prevail for so long. In a sailing boat, where it was desired to carry sail well forward near the bows--as was essentially a Dutch custom--and where it was desired to keep the ship as dry as possible, there was some reason for the high, blunt bow. But with the advent of steam these conditions disappeared. It is obvious to every