Great Fortunes, and How They Were Made

by James Dabney McCabe

"The cylinder is to be horizontal, and the steam to work with equal force at each end. The mode by which we obtain what I term a vacuum is, it is believed, entirely new, as is also the method of letting the water into it, and throwing it off against the atmosphere without any friction. It is expected that the cylinder, which is of twelve inches diameter, will move a clear force of eleven or twelve cwt. after the frictions are deducted: this force is to be directed against a wheel of eighteen inches diameter. The piston moves about three feet, and each vibration of it gives the axis about forty revolutions. Each revolution of the axis moves twelve oars or paddles five and a half feet: they work perpendicularly, and are represented by the strokes of a paddle of a canoe. As six of the paddles are raised from the water, six more are entered, and the two sets of paddles make their strokes of about eleven feet in each revolution. The crank of the axis acts upon the paddles about one-third of their length from their lower ends, on which part of the oar the whole force of the axis is applied. The engine is placed in the bottom of the boat, about one-third from the stern, and both the action and reaction turn the wheel the same way."

Fitch was unfortunate in his affairs, and became so disheartened that he ceased to attempt to improve his invention, and finally committed suicide by drowning himself in the Alleghany River at Pittsburgh.

In 1787, Mr. Patrick Miller, of Dalwinston, Scotland, designed a double vessel, propelled by a wheel placed in the stern between the two keels. This boat is said to have been very successful, but it was very small, the cylinder being only four inches in diameter. In 1789, Mr. Miller produced a larger vessel on the same plan, which made seven miles per hour in the still water of the Forth and Clyde Canal, but it proved too weak for its machinery, which had to be taken out.

It was in the face of these failures that Fulton applied himself to the task of designing a successful steamboat. During his residence in Paris he had made the acquaintance of Mr. Robert R. Livingston, then the American minister in France, who had previously been connected with some unsuccessful steamboat experiments at home. Mr. Livingston was delighted to find a man of Fulton's mechanical genius so well satisfied of the practicability of steam navigation, and joined heartily with him in his efforts to prove his theories by experiments. Several small working models made by Fulton convinced Mr. Livingston that the former had discovered and had overcome the cause of the failure of the experiments of other inventors, and it was finally agreed between them to build a large boat for trial on the Seine. This experimental steamer was furnished with paddle wheels, and was completed and launched early in the spring of 1803. On the very morning appointed for the trial, Fulton was aroused from his sleep by a messenger from the boat, who rushed into his chamber, pale and breathless, exclaiming, "Oh, sir, the boat has broken in pieces and gone to the bottom!" Hastily dressing and hurrying to the spot, he found that the weight of the machinery had broken the boat in half and carried the whole structure to the bottom of the river. He at once set to work to raise the machinery, devoting twenty-four hours, without resting or eating, to the undertaking, and succeeded in doing so, but inflicted upon his constitution a strain from which he never entirely recovered. The machinery was very slightly damaged, but it was necessary to rebuild the boat entirely. This was accomplished by July of the same year, and the boat was tried in August with triumphant success, in the presence of the French National Institute and a vast crowd of the citizens of Paris.

This steamer was very defective, but still so great an improvement upon all that had preceded it, that Messrs. Fulton and Livingston determined to build one on a larger scale in the waters of New York, the right of navigating which by steam vessels had been secured by the latter as far back as 1798. The law which granted this right had been continued from time to time through Mr. Livingston's influence, and was finally amended so as to include Fulton within its provisions. Having resolved to return home, Fulton set out as soon as possible, stopping in England on his return, to order an engine for his boat from Watt and Boulton. He gave an exact description of the engine, which was built in strict accordance with his plan, but declined to state the use to which he intended putting it.

Very soon after his arrival in New York, he commenced building his first American boat, and finding that her cost would greatly exceed his estimate, he offered for sale a third interest in the monopoly of the navigation of the waters of New York, held by Livingston and himself, in order to raise money to build the boat, and thus lighten the burdens of himself and his partner, but he could find no one willing to risk money in such a scheme. Indeed, steam navigation was universally regarded in America as a mere chimera, and Fulton and Livingston were ridiculed for their faith in it. The bill granting the monopoly held by Livingston was regarded as so utterly absurd by the Legislature of New York, that that wise body could with difficulty be induced to consider it seriously. Even among scientific men the project was considered impracticable. A society in Rotterdam had, several years before Fulton's return home, applied to the American Philosophical Society to be informed whether any and what improvements had been made in the construction of steam-engines in America. A reply to this inquiry was prepared, at the request of the Society, by Mr. Benjamin H. Latrobe, a distinguished engineer. The following extracts from this paper will show the reader how Fulton's scheme was regarded by one who was confessedly one of the most brilliant engineers of his day, and who has since accomplished so much for the improvement of steam travel:

During the general lassitude of mechanical exertion which succeeded the American Revolution, We utility of steam-engines appears to have been forgotten; but the subject afterward started into very general notice in a form in which it could not possibly be attended with success. A sort of mania began to prevail, which, indeed, has not yet entirely subsided, for impelling boats by steam-engines. Dr. Franklin proposed to force forward the boat by the immediate application of the steam upon the water. Many attempts to simplify the working of the engine, and more to employ a means of dispensing with the beam in converting the libratory into a rotatory motion, were made. For a short time, a passage-boat, rowed by a steam-engine, was established between Borden-town and Philadelphia, but it was soon laid aside. The best and most powerful steam-engine which has been employed for this purpose—excepting, perhaps, one constructed by Dr. Kinsey, with the performance of which I am not sufficiently acquainted—belonged to a gentleman of New York. It was made to act, by way of experiment, upon oars, upon paddles, and upon flutter-wheels. Nothing in the success of any of these experiments appeared to be sufficient compensation for the expense and the extreme inconvenience of the steam-engine in the vessel.

There are, indeed, general objections to the use of the steam-engine for impelling boats, from which no particular mode of application can be free. These are:

First. The weight of the engine and of the fuel.

Second. The large space it occupies.