Stories of Invention, Told by Inventors and their Friends

by Edward Everett Hale

In this list of failures, from proposing to do what the instrument they employed was incapable of performing, we do not hesitate to include Savery, Papin, Jonathan Hulls, Périer, the Marquis de Jouffroy, and all the other names of earlier date than 1786, whom the jealousy of the French and English nations have drawn from oblivion for the purpose of contesting the priority of Fulton's claims. The only competitor, whom they might have brought forward with some shadow of plausibility, is Watt himself. No sooner had that illustrious inventor completed his double-acting engine, than he saw at a glance the vast field of its application. Navigation and locomotion were not omitted; but living in an inland town, and in a country possessing no rivers of importance, his views were limited to canals alone. In this direction he saw an immediate objection to the use of any apparatus, of which so powerful an agent as his engine should be the mover; for it was clear, that the injury which would be done to the banks of the canal, would prevent the possibility of its introduction. Watt, therefore, after having conceived the idea of a steamboat, laid it aside, as unlikely to be of any practical value.

The idea of applying steam to navigation was not confined to Europe. Numerous Americans entertained hopes of attaining the same object, but, before 1786, with the same want of any reasonable hopes of success. Their fruitless projects were, however, rebuked by Franklin, who, reasoning upon the capabilities of the engine in its original form, did not hesitate to declare all their schemes impracticable; and the correctness of his judgment is at present unquestionable.

Among those who, before the completion of Watt's invention, attempted the structure of steamboats, must be named with praise Fitch and Rumsey. They, unlike those whose names have been cited, were well aware of the real difficulties which they were to overcome; and both were the authors of plans which, if the engine had been incapable of further improvement, might have had a partial and limited success. Fitch's trial was made in 1783, and Rumsey's in 1787. The latter date is subsequent to Watt's double-acting engine; but as the project consisted merely in pumping in water, to be afterwards forced out at the stern, the single-acting engine was probably employed. Evans, whose engine might have answered the purpose, was employed in the daily business of millwright; and although he might, at any time, have driven these competitors from the field, he took no steps to apply his dormant invention.

Fitch, who had watched the graceful and rapid way of the Indian canoe, saw in the oscillating motion of the old pumping-engine the means of impelling paddles in a manner similar to that given them by the human arm. This idea is extremely ingenious, and was applied in a simple and beautiful manner. But the engine was yet too feeble and cumbrous to yield an adequate force; and when it received its great improvement from Watt, a more efficient mode of propulsion had become practicable, and must have superseded Fitch's paddles had they even come into general use.

The experiments of Fitch and Rumsey in the United States, although generally considered unsuccessful, did not deter others from similar attempts. The great rivers and arms of the sea which intersect the Atlantic coast, and, still more, the innumerable navigable arms of the Father of Waters, appeared to call upon the ingenious machinist to contrive means for their more convenient navigation.

The improvement of the engine by Watt was now familiarly known; and it was evident that it possessed sufficient powers for the purpose. The only difficulty which existed, was in the mode of applying it. The first person who entered into the inquiry was John Stevens, of Hokoken, who commenced his researches in 1791. In these he was steadily engaged for nine years, when he became the associate of Chancellor Livingston and Nicholas Roosevelt. Among the persons employed by this association was Brunel, who has since become distinguished in Europe as the inventor of the block machinery used in the British navy-yards, and as the engineer of the tunnel beneath the Thames.

Even with the aid of such talent, the efforts of this association were unsuccessful,—as we now know, from no error in principle, but from defects in the boat to which it was applied. The appointment of Livingston as ambassador to France broke up this joint effort; and, like all previous schemes, it was considered abortive, and contributed to throw discredit upon all undertakings of the kind. A grant of exclusive privileges on the waters of the State of New York was made to this association without any difficulty, it being believed that the scheme was little short of madness.

Livingston, on his arrival in France, found Fulton domiciliated with Joel Barlow. The conformity in their pursuits led to intimacy, and Fulton speedily communicated to Livingston the scheme[11] which he had laid before Earl Stanhope in 1793. Livingston was so well pleased with it that he at once offered to provide the funds necessary for an experiment, and to enter into a contract for Fulton's aid in introducing the method into the United States, provided the experiment were successful.

Fulton had, in his early discussion with Lord Stanhope, repudiated the idea of an apparatus acting on the principle of the foot of an aquatic bird, and had proposed paddle-wheels in its stead. On resuming his inquiries after his arrangements with Livingston, it occurred to him to compose wheels with a set of paddles revolving upon an endless chain extending from the stem to the stern of the boat. It is probable that the apparent want of success which had attended the experiments of Symington[12] led him to doubt the correctness of his original views.

That such doubt should be entirely removed, he had recourse to a series of experiments upon a small scale. These were performed at Plombières, a French watering-place, where he spent the summer of 1802. In these experiments the superiority of the paddle-wheel over every other method of propulsion that had yet been proposed, was fully established. His original impressions being thus confirmed, he proceeded, late in the year 1803, to construct a working model of his intended boat, which model was deposited with a commission of French savans. He at the same time began building a vessel sixty-six feet in length and eight feet in width. To this an engine was adapted; and the experiment made with it was so satisfactory, as to leave little doubt of final success.