Stories of Invention, Told by Inventors and their Friends

by Edward Everett Hale

Measures were therefore immediately taken, preparatory to constructing a steamboat on a larger scale in the United States. For this purpose, as the workshops of neither France nor America could at that time furnish an engine of good quality, it became necessary to resort to England for that purpose. Fulton had already experienced the difficulty of being compelled to employ artists unacquainted with the subject. It is, indeed, more than probable, that, had he not, during his residence in Birmingham, made himself familiar, not only with the general features, but with the most minute details of the engine of Watt, the experiment on the Seine could not have been made. In this experiment, and in the previous investigations, it became obvious that the engine of Watt required important modifications in order to adapt it to navigation. These modifications had been planned by Fulton; but it now became important, that they should be more fully tested. An engine was therefore ordered from Watt and Boulton, without any specification of the object to which it was to be applied; and its form was directed to be varied from their usual models, in conformity to sketches furnished by Fulton.

The order for an engine intended to propel a vessel of large size, was transmitted to Watt and Boulton in 1803. At about the same time, Chancellor Livingston, having full confidence in the success of the enterprise, caused an application to be made to the legislature of New York for an exclusive privilege of navigating the waters of that State by steam, that which was granted on a former occasion having expired.

This privilege was granted with little opposition. Indeed, those who might have been inclined to object, saw so much of the impracticable and even of the ridiculous in the project, that they conceived the application unworthy of serious debate. The condition attached to the grant was, that a vessel should be propelled by steam at the rate of four miles an hour, within a prescribed space of time. This reliance upon the reserved rights of the States proved a fruitful source of vexation to Livingston and Fulton, and imbittered the close of the life of the latter, and reduced his family to penury. It can hardly be doubted that, had an expectation been entertained, that the grant of a State was ineffectual, and that the jurisdiction was vested in the general government, a similar grant might have been obtained from Congress. The influence of Livingston with the administration was deservedly high, and that administration was supported by a powerful majority; nor would it have been consistent with the principles of the opposition to vote against any act of liberality to the introducer of a valuable application of science. Livingston, however, confiding in his skill as a lawyer, preferred the application to the State, and was thus, by his own act, restricted to a limited field.

Before the engine ordered from Watt and Boulton was completed, Fulton visited England, and thus had an opportunity of visiting Birmingham, and directing, in person, its construction. It could only have been at this time, if ever, that he saw the boat of Symington;[13] but a view of it could have produced no effect upon his own plans, which had been matured in France, and carried, so far as the engine was concerned, to such an extent as to admit of no alteration.

The engine was at last completed, and reached New York in 1806. Fulton, who returned to his native country about the same period, immediately undertook the construction of a boat in which to place it. In ordering his engine and in planning the boat, Fulton exhibited plainly how far his scientific researches and practical experiments had placed him before all his competitors. He had evidently ascertained, what each successive year's experience proves more fully, the great advantages possessed by large steamboats over those of smaller size; and thus, while all previous attempts had been made in smaller vessels, he alone resolved to make his final experiment in one of great dimensions. That a vessel, intended to be propelled by steam, ought to have very different proportions, and lines of a character wholly distinct from those of vessels intended to be navigated by sails, was evident to him. No other theory, however, of the resistance of fluids was admitted at the time than that of Bossut, and there were no published experiments except those of the British Society of Arts. Judged in reference to these, the model chosen by Fulton was faultless, although it will not stand the test of an examination founded upon a better theory and more accurate experiments.

The vessel was finished and fitted with her machinery in August, 1807. An experimental excursion was forthwith made, at which a number of gentlemen of science and intelligence were present. Many of these were either sceptical or absolute unbelievers. But a few minutes served to convert the whole party, and satisfy the most obstinate doubters, that the long-desired object was at last accomplished. Only a few weeks before, the cost of constructing and finishing the vessel threatening to exceed the funds with which he had been provided by Livingston, Fulton had attempted to obtain a supply by the sale of one third of the exclusive right granted by the State of New York. No person was found possessed of the faith requisite to induce him to embark in the project. Those who had rejected this opportunity of investment, were now the witnesses of the completion of the scheme, which they had considered as an inadequate security for the desired funds.

Within a few days from the time of the first experiment with the steamboat, a voyage was undertaken in it to Albany. This city, situated at the natural head of the navigation of the Hudson, is distant, by the line of the channel of the river, rather less than one hundred and fifty miles from New York. By the old post-road, the distance is one hundred and sixty miles, at which that by water is usually estimated. Although the greater part of the channel of the Hudson is both deep and wide, yet for about fourteen miles below Albany this character is not preserved, and the stream, confined within comparatively small limits, is obstructed by bars of sand or spreads itself over shallows. In a few remarkable instances, the sloops, which then exclusively navigated the Hudson, had effected a passage in about sixteen hours; but a whole week was not unfrequently employed in the voyage, and the average time of passage was not less than four entire days. In Fulton's first attempt to navigate this stream, the passage to Albany was performed in thirty-two hours, and the return in thirty.

Up to this time, although the exclusive grant had been sought and obtained from the State of New York, it does not appear that either he or his associate had been fully aware of the vast opening which the navigation of the Hudson presented for the use of steam. They looked to the rapid Mississippi and its branches, as the place where their triumph was to be achieved; and the original boat, modelled for shallow waters, was announced as intended for the navigation of that river. But even in the very first attempt, numbers, called by business or pleasure to the northern or western parts of the State of New York, crowded into the yet untried vessel; and when the success of the attempt was beyond question, no little anxiety was manifested, that the steamboat should be established as a regular packet between New York and Albany.

With these indications of public feeling Fulton immediately complied, and regular voyages were made at stated times until the end of the season. These voyages were not, however, unattended with inconvenience. The boat, designed for a mere experiment, was incommodious; and many of the minor arrangements by which facility of working and safety from accident to the machinery were to be insured, were yet wanting. Fulton continued a close and attentive observer of the performance of the vessel; every difficulty, as it manifested itself, was met and removed by the most masterly as well as simple contrivances. Some of these were at once adopted, while others remained to be applied while the boat should be laid up for the winter. He thus gradually formed in his mind the idea of a complete and perfect vessel; and in his plan, no one part which has since been found to be essential to the ease of manœuvre or security, was omitted. But the eyes of the whole community were now fixed upon the steamboat; and as all those of competent mechanical knowledge were, like Fulton himself, alive to the defects of the original vessel, his right to priority of invention of various important accessories has been disputed.

The winter of 1807-8 was occupied in remodelling and rebuilding the vessel, to which the name "Clermont" was now given. The guards and housings for the wheels, which had been but temporary structures, applied as their value was pointed out by experience, became solid and essential parts of the boat. For a rudder of the ordinary form, one of surface much more extended in its horizontal dimensions was substituted. This, instead of being moved by a tiller, was acted upon by ropes applied to its extremity; and these ropes were adapted to a steering-wheel, which was raised aloft towards the bow of the vessel.