After spending some time in making these experiments and realising the enormous amount of muscular power which was needed, it was suggested to Miller by James Taylor, who was tutor to his children and a personal friend of William Symington, of Wanlockhead, that it would be far preferable to employ steam power to drive the paddle-wheels; and the upshot was that Symington was commissioned to design a suitable engine, which in October of 1788 was placed on one deck of a double-hulled pleasure craft 25 feet long and 7 feet wide, whilst the boiler was placed on the other deck. Thus fitted, the strange little ship was tried on Dalswinton Loch, Dumfriesshire, when she exhibited a speed of five knots per hour, and afterwards seven knots. At the first attempt the boards of the paddle-wheels were broken by concussion. Symington’s engine, however, was really of the atmospheric pattern, with the addition of a separate condenser, and was an infringement of Watt’s patent. After but a few trials the experiments accordingly had to be abandoned, although Miller afterwards got into communication with Boulton and Watt, whom he endeavoured to interest in steam navigation, but they declined.
Miller next bought one of the boats used on the Forth and Clyde Canal, and gave an order to the Carron Iron Works to make a steam engine in accordance with Symington’s plan. On December 26, 1789, this vessel towed a heavy load seven miles an hour, but was afterwards dismantled.
Symington’s first engine is shown in the [illustration facing page 42], which is taken from a model in the South Kensington Museum, the original being in the Andersonian Museum, Glasgow, and it will be useful for reference in case our description of Newcomen’s engine was lacking in clearness. As will be noticed, there are two cylinders, each being open at the top, and a piston working up and down inside. It will be seen, too, that there are two paddle-wheels; these were placed in the ship fore and aft between the two hulls, and not on either side as in our modern paddle-wheel steamers. There were eight floats in each wheel, which were not feathering, but fixed. Each piston was connected with a drum by means of chains, the latter turning the drums alternately in opposite directions, and power was obtained both from the upward and downward strokes. By means of a ratchet arrangement, alternately engaging with pawls, the paddle-wheel was made always to revolve in one direction. The engine was fitted with air pumps for the purpose of which we have already dealt. In many ways it will be seen that Symington’s engine and gear resembled the method proposed by Hulls.
But the same subject that was beginning to interest both Frenchmen and Englishmen was also being studied with zest in North America. In November of 1784, at Richmond, Virginia, James Rumsey had succeeded in making some interesting experiments with a model boat propelled by steam power, which boat was seen by George Washington. Rumsey afterwards came over to England, and it is not without interest to remark at this stage that one of the most frequent visitors to him in his new home was that famous Robert Fulton, of whom we shall speak presently. Mr. John H. Morrison, in his “History of American Steam Navigation” (New York, 1903), alludes to John Fitch as the pioneer of American steam navigation, but Fitch is known to have been very jealous of Rumsey, and accused him of “coming pottering around” his Virginian work-bench.
OUTLINE OF FITCH’S FIRST BOAT.
Fitch was the first man in America who successfully made a paddle steamboat to go ahead. The date of this was July 27, 1786, and the incident happened on the River Delaware. According to Fitch’s own description of his ship, which was written in the same year as the vessel’s trial, she was just a small skiff with paddles placed at the sides and revolved by cranks worked by a steam engine. This latter machine was similar to the recent improved European steam engines—that is to say, Watt’s—but the American engine was to some extent modified. It consisted of a horizontal cylinder, in which the steam worked with equal force at either end. Each vibration of the piston gave the axis forty revolutions, and each revolution of the axis caused the twelve oars or paddles to move perpendicularly, whose movements, to quote Fitch’s own words, “are represented by the stroke of the paddle of the canoe. As six of the paddles [i.e., three on each side], are raised from the water six more are entered.” In 1788, Fitch had another boat ready which was 60 feet long and 8 feet wide, her paddles being placed at the stern and driven by an engine which had a 12-inch cylinder. It was this vessel which steamed from Philadelphia to Burlington, a distance of twenty miles. He also had another craft built in the following year which was first tried in December of 1789 at Philadelphia. This was something more than a mere experiment, for the boat showed a speed of eight miles an hour; she afterwards ran regularly on the Delaware, and during the summer of 1790 covered an aggregate of two or three thousand miles. It is not to be wondered that Fitch was mightily disappointed at the lack of faith which his shareholders exhibited by retiring one by one, and finally he ended his days by suicide. It would seem, indeed, that in giving praise to Fulton, John Fitch has not always been credited with his full deserts. Of his predecessors it may be said generally that they had succeeded not so much as a whole, but in regard to overcoming certain obstacles, and continuous actions were being fought out in the American Courts for some years which engaged Fulton until the time of his death. It was not until the Supreme Court of the United States in 1824 decided adversely to Fulton’s associates on the question of exclusive right to steamboat navigation on the Hudson that this new industry received its impetus and a large number of steamships began to be built. But we are anticipating and must return to the thread of our story.
THE “CHARLOTTE DUNDAS.”
From the Model in the Victoria and Albert Museum.