The Sea: Its Stirring Story of Adventure, Peril, & Heroism Volume II Part 5

"Amongst," says the doctor, "the several and various engines I have invented for this purpose, is one of a very extraordinary nature, whose operation is owing to the explosion of _gunpowder_, I having found out a method of firing gunpowder in vacuo, or in a confined s.p.a.ce, whereby I can apply the whole force of it, which is inconceivably great, so as to communicate motion to a great variety of engines, which may also be applied in working mines and other purposes." And again, in 1760, a Swiss clergyman published a pamphlet in London, in which oars worked with springs were to be used, and the expansive power of gunpowder was to be used to bend the springs. He states, candidly enough, that since he arrived in England he had learned that thirty years before a Scotchman had proposed to make a s.h.i.+p proceed by means of gunpowder, but that thirty barrels had scarcely forwarded it ten miles. We may smile at these attempted uses of gunpowder, but they were doubtless suggested by the scientific studies of the day, which were particularly directed to the expansive power of vaporised water. In our own day, steam has been subst.i.tuted for powder in discharging a cannon. Perkins' "steam-gun" was long one of the curiosities of the Polytechnic Inst.i.tution.

On the 5th of January, 1769, James Watt obtained a patent for a series of improvements in the steam-engine, one of which was most important in its bearing on naval engines. It was that which provided for steam acting _above_ the piston as well as below it, in, of course, the same cylinder.

Here was a grand move at once. Previously every engine for pumping, the only practical purpose to which steam was yet put, was worked by a beam engine and pair of cylinders. In 1779, Matthew Wasborough, an engineer of Bristol, obtained a patent, as others, indeed, had before him, for converting a rectilinear into a continuous circular motion. It failed, as the others had done, because they required ratchet wheels, pulleys, &c.

The following year James Pickard invented the present connecting-rod and crank, with fly-wheel, and removed the great obstacle to propelling vessels by steam. The following year, again, Watt invented what is now known as the "sun and planet motion," another step in the same direction.

We now approach the name of one of those who are most intimately connected with the history of steam navigation, Patrick Miller of Dalswinton. In 1787 he published a pamphlet(24) describing a _triple vessel_, propelled by paddle-wheels, and worked by cranks. In it he very distinctly says: "I have also reason to believe that the power of the _steam-engine_ may be applied to work the _wheels_, so as to give them a quicker motion, and consequently to increase that of the s.h.i.+p. In the course of this summer I intend to make the experiment," &c. A statement was presented to the Royal Society, Dec. 20th, 1787, regarding experiments made by Mr. Miller in the Firth of Forth, the previous summer, in a _double_ vessel, sixty feet long and fourteen and a half feet broad, put in motion by a water-wheel, wrought by a capstan of five bars. On the lower part of the capstan a wheel was fixed, with teeth pointing upwards, to work in a trundle fixed on the axis of the water-wheel. She was worked at from three and a half to five miles an hour, with four or five men at the capstan. Two men propelled her at the rate of two and a half miles.

The vessel was three-masted, and sailed well with a smart breeze, when the wheel was invariably raised above the surface of the water. "After making sundry tacks in the Firth," says the narrator, "with all the sails set, the wind fell to a gentle breeze, when all the sails were taken in, and the following experiments made:-

"The vessel being put in motion by the water-wheel, wrought by five men at the capstern (_sic_) was steered so as to keep the wind right ahead, and her going was found by the log to be three and a half miles in the hour.

"After this the wind was brought on the beam (that situation being considered as the nearest to trying the effect of the wheel in a calm), when five men at the capstern made the vessel to go at the rate of four miles an hour.

"With the wind brought on the quarter, five men caused her to go at the rate of four and a half miles an hour," &c.

And so it goes on. Miller made some very distinct statements as to the distance the different vessels should be placed from each other, and further states that the objection that the sea would separate the different bottoms is not well founded, "top weight not being detrimental to these s.h.i.+ps in point of stiffness, all the beams on the different decks may be of the same size; and the strength of these united must be very superior to any weight or force which can operate against it when the s.h.i.+p is afloat, however agitated or high the sea may be." These early experiments are particularly interesting now, when the _Calais-Douvres_, a vessel which must be described hereafter, has proved a success.

Mr. James Taylor may also be considered as one of the authors or inventors of the present system of steam navigation. In a memorial laid before a Select Committee of the House of Commons in 1824, he says:-

"Before, however, entering upon the main object, permit me to introduce it by a short statement explanatory of my connection with Mr. Miller. In the autumn of 1785, I went to live in Mr. Miller's house as preceptor to his two younger sons. I found him a gentleman of great patriotism, generosity, and philanthropy, and at the same time of a very speculative turn of mind.

Before I knew him he had gone through a very long and expensive course of experiments upon artillery, of which the carronade was the result. When I came to know him he was engaged in experiments upon s.h.i.+pping, and had built several (s.h.i.+ps or vessels) upon different constructions, and of various magnitudes. The double vessel seemed to fix his attention most. In the summer of 1786 I attended him repeatedly in his experiments at Leith, which I then viewed as parties of pleasure and amus.e.m.e.nt. But in the spring of 1787 a circ.u.mstance occurred which gave me a different opinion.

Mr. Miller had engaged in a sailing match with some gentlemen at Leith, against a Custom House boat (a wherry), which was reckoned a first-rate sailer. A day was appointed, and I attended Mr. Miller. His was a double vessel, sixty feet deck, propelled by two wheels, turned by two men each.

* * * Being then young and stout, I took my share of the labours of the wheels, which I found very severe exercise, but it satisfied me that a proper power only was wanting to produce much utility from the invention."

This led to long and interesting discussions on the subject, and Miller explained that his princ.i.p.al object was to enable vessels to avoid or extricate themselves from dangerous situations, and also give them powers of motion during calms. He asked Mr. Taylor to give him the benefit of his brains. At last the latter told him that he could suggest no power equal to the steam-engine. The question then became how to apply it. Taylor made sketches according to his ideas, and Mr. Miller then said, "Well, when we go to Edinburgh we will apply to an operative engineer, and take an estimate for a small engine, and if it is not a large sum, we will set about it; but as I am a stranger to the steam-engine, you shall take charge of that part of the business, and we will try what we can make of it."

"At this time William Symington, a young man employed at the lead mines at Wanlockhead, had invented a new construction of the steam-engine, by throwing off the air-pump. I had seen a model work, and was pleased with it, and thought it very answerable for Mr. Miller's purpose. Symington had come into Edinburgh that winter for education. Being acquainted with him, I informed him of Mr. Miller's intentions and mine, and asked if he could undertake to apply his engine to Mr. Miller's vessels, and if he could I would recommend him. He answered in the affirmative, and from friends.h.i.+p I recommended both himself and engine, and afterwards introduced him to Mr.

Miller. After some conversation, Symington engaged to perform the work, and Mr. Miller agreed to employ him. It was finally arranged that the experiment should be performed on the lake at Dalswinton, in the ensuing summer (1788). Accordingly in the spring, after the cla.s.ses of the College broke up, I remained in town to superintend the castings, &c., which were done in bra.s.s, by George Watt, founder, back of Shakspear Square. When they were finished I sent the articles to the country, and followed myself. After some interval I took Symington with me to Dalswinton to put the parts together. This was accomplished about the beginning of October, and the engine, mounted in a frame, was placed upon the deck of a very handsome double pleasure-boat, upon the lake. We then proceeded to action, and a more complete, successful, and beautiful experiment was never made by any man at any time, either in art or science. The vessel moved delightfully, and notwithstanding the smallness of the cylinders (four inches diameter), at the rate of five miles an hour. After amusing ourselves a few days, the engine was removed, and carried into the house, where it remained as a piece of ornamental furniture for a number of years." The vessel was 25 feet long and 7 broad. Thus was steam navigation inaugurated! How few of the readers of the _Dumfries Newspaper_, the _Edinburgh Advertiser_, or the _Scots' Magazine_, when reading the brief account printed in their columns, dreamt of the revolution which this interesting and successful little experiment involved. The latter could not see farther than its utility in ca.n.a.ls, and other inland navigation.

The _Annual Register_ for the year does not even mention it.

It was now agreed to repeat the experiment. A double engine with eighteen-inch cylinder was constructed at Carron under Symington's directions. In November, 1789, she was tried on the Forth and Clyde Ca.n.a.l.

"After pa.s.sing Lock 16," says Taylor, "we proceeded cautiously and pleasantly for some time, but after giving the engine full play the arms of the wheels, which had been constructed too slight, began to give way, and one float after another broke off, till we were satisfied no accuracy could be attained in the experiment until the wheels were replaced by new ones of a stronger construction. This was done with all possible speed, and upon the 26th December, we again proceeded to action. This day we moved freely without accident, and were much gratified to find our motion nearly seven miles per hour. Next day we repeated the experiment with the same success and pleasure. Satisfied now that everything proposed was accomplished, it was unnecessary to dwell longer upon the business; for, indeed, both this and the experiment of last year were as complete as any performance made by steam-boats, even to the present day." Mr. Miller, who paid all the expenses of these steam experiments, did not pursue them further, and it is to be regretted, inasmuch as his name has not been so popularly a.s.sociated with the infancy of steam navigation as could be wished. He was an enthusiast in many branches of practical science, and seems latterly to have given his mind more particularly to improvements in agriculture. Mr. Taylor's connection with steam-boat experiments ceased with those of the second boat in 1789. "And it is clear," says Woodcroft, "from his own statement and those of his friends, that he was neither the inventor of the machinery by which either of those boats was driven, nor of the mode of connecting the engines to the boat and wheels." His widow received a small pension from Government, and in 1837 each of his four daughters received a gift of 50 for their father's connection with the experiments. Miller sought no pecuniary aid or reward of any kind; and, although he devoted his time and talents, and expended nearly 30,000 of his own fortune in the improvement of artillery and naval architecture, his services were wholly overlooked by the powers that were. Mr. Woodcroft has very clearly shown that Miller, in spite of the apparent success of the experiments, had not great faith in Symington's machinery, which he describes in a letter "as the most improper of all steam-engines for giving motion to a vessel." We find him much later describing, in a patent specification, a new form of flat boat, with centre-boards and paddle-wheels, still worked by his favourite capstans.

[Ill.u.s.tration: THE "CHARLOTTE DUNDAS."]

More than ten years elapsed before Symington, the builder of Miller's engines, found another patron. In 1801, Thomas, first Lord Dundas, employed him to fit up a steam-boat for the Forth and Clyde Ca.n.a.l Company, in which he was a large shareholder. "Having," says Lindsay,(25) "availed himself of the many improvements made by Watt and others, Symington patented his new engine on the 14th of March of that year, and fitting it on board the _Charlotte Dundas_, named after his lords.h.i.+p's daughter, produced, in the opinion of most writers who have carefully and impartially inquired into this interesting subject, 'the first _practical steam-boat_.'" In March, 1802, the _Charlotte Dundas_ made her trial trip on the ca.n.a.l. It was in one sense a fortunate day for the experiment, for a gale of wind blew, and no other vessel attempted to move to windward.

The little steamer, towing two barges of seventy tons burden, accomplished the trip to Port Dundas, Glasgow, a distance of 19 miles, in six hours, or at the rate of 3 miles per hour. Lord Dundas, who was on board, thought favourably of the experiment, and in a letter of introduction to the Duke of Bridgewater, recommended Symington's new engine to his notice.

His grace almost immediately gave him an order to construct eight vessels similar to the _Charlotte Dundas_, and the struggling engineer naturally thought that his fortune was made. Alas! before the arrangements could be consummated the duke died, and the committee who had charge of the ca.n.a.l after his decease, came to the conclusion that the wash from steam-boats would injure its banks. Woodcroft considers that "this vessel might, from the simplicity of its machinery, have been at work to this day with such ordinary repairs as are now occasionally required for all steam-boats,"

and claims that to Symington belonged "the undoubted merit of having combined for the first time those improvements which const.i.tute the _present system of steam navigation_." The success of the engine consisted in this: that, "after placing in a boat a double-acting reciprocating engine, he _attached his crank to the axis of the paddle-wheel_," a combination on which there has been no improvement to the present day, as rotatory motion is secured without the interposition of a lever or beam.

So much for the engine, but how about the poor engineer? This boat was laid up in a creek of the ca.n.a.l, where she remained for many years exposed as a curiosity, and perhaps also as a warning to ambitious speculators.

Symington's means were nearly exhausted, and after having had to fight Taylor at law in regard to some of the minor inventions employed, we find him in 1825 receiving the miserable gift of 100 from the Privy Purse, and later, a further sum of 50. What a return for labours which so distinctly led to our present system of steam navigation!

[Ill.u.s.tration: SYMINGTON.]

In 1797, an experiment which took place in the neighbourhood of Liverpool is recorded in the _Monthly Magazine_, on oars worked by steam; the engine made eighteen strokes per minute, and propelled a vessel, heavily laden with copper slag, through the Sankey Ca.n.a.l. The claims of other countries have also been put forth, but the first attempts at _practical_ steam navigation belong to Scotland, and, as we shall see, were improved to such an extent in America, that to that country belongs the credit of having first organised a steam-boat line for continuous and paying traffic.

The Americans had at an early period turned their attention to new modes of propelling vessels. As early as 1784, James Rumsey proposed to General Was.h.i.+ngton a project of steam navigation, but having been refused a patent in Pennsylvania, came to England, and succeeded in inducing a wealthy countryman of his own, then in London, and others to disburse the expenses of an experiment, for which he afterwards obtained a patent. In this also oars were worked by steam. A couple of years later, Fitch obtained from the States of Pennsylvania and New York the exclusive right to run steamers on their waters, and is said to have attained with one of his vessels the rate of four or five miles an hour against the current of the Potomac. In 1787 he built another vessel, 12 feet beam and 45 feet long, with a 12-inch cylinder, which progressed at the rate of seven miles an hour. In 1790 he completed another and larger boat, which was advertised and used for a time as a regular pa.s.senger boat on the Delaware. The oars or paddles were worked from the stern.

[Ill.u.s.tration: OUTLINE OF FITCH'S FIRST BOAT.]

[Ill.u.s.tration: FITCH'S SECOND BOAT.]

Poor Fitch! He, in common with many others of the day who did and did not give their ideas to the world, was on the right track, but could not put them into practical and practicable shape. He was really a man of remarkable genius. The son of a Connecticut farmer, he had been apprenticed to a watch and clock maker, where doubtless he increased his knowledge of the mechanical arts. During the early part of the Revolutionary War, he was armourer to the State of New Jersey, and later, became a land surveyor. While acting in that capacity, the idea first suggested itself to him, as it did almost simultaneously to Symington in Scotland, of propelling carriages by steam, but he soon abandoned it on account of the roughness of the American roads. After that he turned his attention almost exclusively to the propulsion of vessels by steam, visiting England and France, but obtaining no pecuniary advantage from the experiments he proposed or consummated. In a sketch of his life, which appeared a few years since,(26) the writer describes Fitch's difficulties in raising the money to finish his second steam-boat: "In a letter to David Roltenhouse, when asking an advance of 50 to finish the boat, he says, 'This, sir, whether I bring it to perfection or not, will be the mode of crossing the Atlantic for packets and armed vessels.' But everything failed, and the poor projector loitered about the city for some months, a despised, unfortunate, heart-broken man. 'Often have I seen him,' said Thomas P. Cope, many years afterwards, 'stalking about like a troubled spectre, with downcast eyes and lowering countenance, his coa.r.s.e soiled linen peeping through the elbows of a tattered garment.' Speaking of a visit he once paid to John Wilson, his boat-builder, and Peter Brown, his blacksmith, in which, as usual, he held forth upon his hobby, Mr. Cope says: 'After indulging himself for some time in this never-failing topic of deep excitement, he concluded with these memorable words: "Well, gentlemen, although I shall not live to see the time, you will, when steam-boats will be preferred to all other means of conveyance, and especially for pa.s.sengers; and they will be particularly useful in the navigation of the river Mississippi." He then retired, on which Brown, turning to Wilson, exclaimed, in a tone of deep sympathy, "Poor fellow!

what a pity he is crazy!"'" Fitch, reduced to utter poverty and despair, threw himself into the Alleghany in 1798, and thus terminated his chequered life.

The experiments of John c.o.x Stevens, of New York, were not particularly successful, although made at an expense of some 20,000 dollars. His vessel was a "stern-wheeler," similar to those common enough on many American rivers to-day. But he deserves the credit, apparently, of having been the first to practically apply a tubular boiler to marine engines. His boiler, only 2 feet long by 15 inches wide and 12 inches high, consisted of no less than 41 copper tubes, each an inch in diameter. While Fitch and Stevens were experimenting, another American citizen, Oliver Evans, was endeavouring to mature a plan for using steam at a very high pressure, to be employed in propelling road wagons, and in an account of his plans, which he published in 1786, he suggests a mode of propelling vessels by steam. "He states," says Lindsay, "that in 1785 he placed his engine, used to clean docks, in a boat upon wheels, the combined weight being equal to 200 barrels of flour, which he transported down to the water, and when it was launched he fixed a paddle-wheel to the stern, and drove it down the Schuylkill to Delaware, and up the Delaware to the city, 'leaving all the vessels going up behind, one at least half-way, the wind being ahead.'" In 1794 and 1797 one Samuel Morey, of Connecticut, is said to have built two steamers, which were publicly exhibited and made pa.s.sages, but which do not appear to have been afterwards employed. It is to Robert Fulton, who all this time was working at naval applications of many kinds, that not merely America, but the whole world owes the practical and continuous use of steam-vessels. He and his a.s.sociates started the first paying line of steam-boats.

The life of this remarkable man is little known in England, and not generally even in his own country. Pursuing then the plan which has guided the writer throughout this work, he proposes to give it, for these very reasons, in fuller detail than has been usual with better known examples of patient and struggling inventors.

Robert Fulton was born in the year 1765, in the village of Little Britain, Pennsylvania, of respectable, but not wealthy, parents. From his earliest years he showed a great apt.i.tude for the study of the mechanical arts, and, indeed, for the fine arts also. So marked was his progress in drawing and painting, that he was recommended to go to England and study art seriously. This at length he did, and for several years we find him an inmate of Benjamin West's house. Most readers will remember that West, although he spent the larger part of his life in England, and made his great successes there, was by birth American. Fulton afterwards lived in Devons.h.i.+re and other parts of England, and practised art for a time, while his brain was busy with schemes for improving inland navigation by the construction of ca.n.a.ls, with new forms of bridges and aqueducts. Next we find him in France living with the family of one of his countrymen, Joel Barlow; during this period he painted a panorama, which was a great success. In 1797 he experimented with carcases of gunpowder-practically torpedoes-under water, and was engaged in perfecting a wonderful submarine boat. The French and Dutch Governments gave him some little encouragement, so far as fair words were concerned, and he wasted a considerable amount of time in hanging about public offices, to be eventually disappointed, for his plans were rejected.

But the French Government changed. Bonaparte placed himself at the head of it, with the t.i.tle of First Consul. Mr. Fulton soon presented an address to him, soliciting him to patronise the project for submarine navigation, and praying him to appoint a commission with sufficient funds and powers to give the necessary a.s.sistance. This request was immediately granted, and the citizens Volney, La Place, and Monge were named the commissioners.

In the spring of the year 1801, Mr. Fulton repaired to Brest, to make experiments with the plunging-boat he had constructed the previous winter.

This, so he says, had many imperfections, natural to a first machine of such complicated combinations; added to this, it had suffered much injury from rust in consequence of his having been obliged to use iron instead of bra.s.s or copper for bolts and arbours. Notwithstanding these disadvantages, he engaged in a course of experiments with the machine, which required no less courage than energy and perseverance. Of his proceedings he made a report to the committee appointed by the French executive, from which report we learn the following interesting facts:-

"On the 3rd July, 1801, he embarked with three companions on board his plunging-boat in the harbour of Brest, and descended in it to the depth of five, ten, fifteen, and so to twenty-five feet; but he did not attempt to go lower, because he found that his imperfect machine would not bear the pressure of a greater depth. He remained below the surface one hour.

During this time they were in utter darkness. Afterwards, he descended with candles; but, finding a great disadvantage from their consumption of vital air, he caused, previously to his next experiment, a small window of thick gla.s.s to be made near the bow of his boat, and he again descended with her, on the 24th July, 1801. He found that he received from his window, or rather aperture covered with gla.s.s, for it was no more than an inch and a half in diameter, sufficient light to enable him to count the minutes on his watch. Having satisfied himself that he could have sufficient light when under water, that he could do without a supply of fresh air for a considerable time, that he could descend to any depth, and rise to the surface with facility, his next object was to try her movements as well on the surface as beneath it. On the 26th July he weighed his anchor and hoisted his sails; his boat had one mast, a mainsail, and a jib. There was only a light breeze, and, therefore, she did not move on the surface at more than the rate of two miles an hour, but it was found that she would tack and steer, and sail on a wind or before it, as well as any common sailing-boat. He then struck her mast and sails; to do which, and perfectly to prepare the boat for plunging, required about two minutes. Having plunged to a certain depth, he placed two men at the engine, which was intended to give her progressive motion, and one at the helm, while he, with a barometer before him, governed the machine which kept her balanced between the upper and lower waters. He found that with the exertion of one hand only, he could keep her at any depth he pleased. The propelling engine was then put in motion, and he found, upon coming to the surface, that he had made, in about seven minutes, a progress of four hundred meters, or about five hundred yards.

He then again plunged, turned her round while under water, and returned to near the place he began to move from. He repeated his experiments several days successively, until he became familiar with the operations of the machinery and the movements of the boat. He found that she was as obedient to her helm under water as any boat could be on the surface; and that the magnetic needle traversed as well in the one situation as in the other. On the 7th August, Mr. Fulton again descended with a store of atmospheric air compressed into a copper globe of a cubic foot capacity, into which two hundred atmospheres were forced. Thus prepared, he descended with three companions to the depth of about five feet. At the expiration of an hour and forty minutes, he began to take small supplies of _pure_ air from his reservoir, and did so, as he found occasion, for four hours and twenty minutes. At the expiration of this time he came to the surface, without having experienced any inconvenience from having been so long under water."

Fulton's boat is pretty evidently the original from which Jules Verne took the idea of his wonderful submarine s.h.i.+p, the _Nautilus_. It was utilised for an important torpedo experiment, and a shallop was successfully blown up at Brest in the presence of Admiral Villaret and other officials. The submarine boat approached within two hundred yards of the hull which was to be destroyed, and fired its torpedo under water. The French Government employed him for a time to cruise about and watch our vessels, but no opportunity seems to have occurred for any attack, and he was evidently looked upon as a failure. In 1803, a correspondence pa.s.sed between the English Government and Fulton, and he was induced to come to London, where he had an interview with Mr. Pitt and Lord Melville. "When Mr. Pitt first saw a drawing of a torpedo, with a sketch of the mode of applying it, and understood what would be the effects of its explosion, he said, that if introduced into practice, it could not fail to annihilate all military marines." Fulton accompanied an expedition sent against the French flotilla in the roads of Boulogne, where his torpedoes were launched, but did no damage.

On the 15th October, 1805, he blew up a strongly built Danish brig, of the burden of 200 tons, which had been provided for the experiment, and which was anch.o.r.ed in Walmer roads, near Deal; within a mile of Walmer Castle, the then residence of Mr. Pitt. He has given an interesting account of this experiment in a pamphlet which he published in this country, under the t.i.tle of "Torpedo War." In a letter to Lord Castlereagh, of the 16th October, 1805, he says, "Yesterday, about four o'clock, I made the intended experiment on the brig, with a carca.s.s of one hundred and seventy pounds of powder; and I have the pleasure to inform you that it succeeded beyond my most sanguine expectations. Exactly in fifteen minutes from the time of drawing the peg and throwing the carca.s.s into the water, the explosion took place. It lifted the brig almost bodily, and broke her completely in two. The ends sunk immediately, and in one minute nothing was to be seen of her but floating fragments. Her mainmast and pumps were thrown in the sea; her foremast was broken in three pieces; her beams and knees were thrown from her deck and sides, and her deck planks were rent to fibres. In fact, her annihilation was complete, and the effect was most extraordinary. The power, as I had calculated, pa.s.sed in a right line through her body, that being the line of least resistance, and carried all before it. At the time of her going up she did not appear to make more resistance than a bag of feathers, and went to pieces like a shattered egg-sh.e.l.l."

Notwithstanding the complete success of the experiment, the British ministry seem to have been but little disposed to have anything further to do with Mr. Fulton and his projects. Indeed, the evidence it afforded of their efficiency may have been a reason for this. However Mr. Pitt and Lord Melville may have thought on the subject, there had been a change in the administration, and the new ministers probably agreed with the Earl St. Vincent, that it was great folly in them to encourage a project which, if it succeeded, would revolutionise all maritime questions. Lord Grenville and his Cabinet were not only indisposed to encourage Mr.

Fulton, but they were unwilling to fulfil the engagements which their predecessors had made, and that inventor, after some further experiments, of which we have no particular account, wearied with incessant applications, disappointments, and neglect, at length embarked for his native country.

But Fulton's greatest fame rests on his steam-boats. In his first attempt made in France, where he was aided by Mr. Robert R. Livingston, a fellow-countryman, he was not successful. Their experimental boat was completed early in the spring of 1803; they were on the point of making an experiment with her, when one morning, as Mr. Fulton was rising from a bed in which anxiety had given him but little rest, a messenger from the boat, whose precipitation and apparent consternation announced that he was the bearer of bad tidings, presented himself to him, and exclaimed in accents of despair, "Oh, sir, the boat has broken to pieces and gone to the bottom!" Mr. Fulton, who himself related the anecdote, declared that the news created a despondency which he had never felt on any other occasion; but this was only a momentary sensation. Upon examination, he found the boat had been too weakly framed to bear the great weight of the machinery, and that, in consequence of an agitation of the river by wind the preceding night, what the messenger had represented had literally happened. The boat had broken in two, and the weight of her machinery had carried her fragments to the bottom. It appeared to him, as he said, that the fruits of so many months' labour, and so much expense, were annihilated, and an opportunity of demonstrating the efficiency of his plan was denied him at the moment he had promised it should be displayed.

His disappointment and feelings may easily be imagined, but they did not check his perseverance. On the very day that this misfortune happened, he commenced repairing it. He did not sit down idly to repine at misfortunes which his manly exertions might remedy, or waste in fruitless lamentations a moment of that time in which the accident might be repaired. Without returning to his lodgings, he immediately began to labour with his own hands to raise the boat, and worked for four and twenty hours incessantly, without allowing himself rest or refreshment; an imprudence which, as he always supposed, had a permanently bad effect on his const.i.tution, and to which he imputed much of his subsequent ill health.

The accident did the machinery very little injury; but they were obliged to build the boat almost entirely anew. She was completed in July; her length was sixty-six feet, and she was eight feet wide. Early in August, Mr. Fulton addressed a letter to the French National Inst.i.tute, inviting them to witness a trial of his boat, which was made in their presence, and in the presence of a great mult.i.tude of the Parisians. The experiment was entirely satisfactory to Mr. Fulton, though the boat did not move altogether with as much speed as he expected. But he imputed her moving so slowly to the extremely defective fabrication of the machinery, and to imperfections which were to be expected in the first experiment with so complicated a machine, but which he saw might be easily remedied. Such entire confidence did he acquire from this experiment, that immediately afterwards he wrote to Messrs. Watt and Boulton, of Birmingham, ordering certain parts of a steam-engine to be made for him and sent to America. He did not disclose to them for what purpose the engine was intended, but his directions were such as would produce the parts of an engine that might be put together within a compa.s.s suited to a boat. Mr. Fulton then designed to return to America immediately; but, as we have seen, he first visited England, and it is probable that he then gave new orders on this subject, as we find that the engine which was employed in the first American Fulton boat was of the manufacture of Messrs. Watt and Boulton, but it did not arrive in America till long after the time of which we are speaking.

Mr. Livingston also wrote immediately after this experiment to his friends in America, and through their interference, an Act was pa.s.sed by the Legislature of the State of New York, on the 5th of April, 1803, by which the rights and exclusive privileges of navigating all the waters of that State, by vessels propelled by fire or steam, granted to Mr. Livingston by the Act of 1798, were extended to Mr. Livingston and Mr. Fulton for the term of twenty years from the date of the new Act. By this law, the time for producing proof of the practicability of propelling by steam a boat of twenty tons' capacity, at the rate of four miles an hour, with wind against the ordinary current of the Hudson River, was extended for a period of two years. And by a subsequent law the time was enlarged to April, 1807.

Very soon after Mr. Fulton's arrival in New York he commenced building the first American boat. While she was constructing, he found that her expenses would greatly exceed his calculation. He endeavoured to lessen the pressure on his own finances by offering one-third of the exclusive right which was secured to him and Mr. Livingston by the laws of New York, and of his patent rights, for a proportionate contribution to the expense.

He made this offer to several gentlemen, and it was very generally known that he had made such propositions; but no one was then willing to afford this aid to his enterprise.

"In the spring of 1807, the first Fulton boat built in America was launched from the s.h.i.+p-yards of Charles Brown, on the East River. The engine from England was put on board of her; in August she was completed, and was moved by her machinery from her birth-place to the Jersey sh.o.r.e.

Mr. Livingston and Mr. Fulton had invited many of their friends to witness the first trial. Nothing could exceed the surprise and admiration of all who witnessed the experiment. The minds of the most incredulous were changed in a few minutes. Before the boat had made the progress of a quarter of a mile, the greatest unbeliever must have been converted. The man who, while he looked on the expensive machine, thanked his stars that he had more wisdom than to waste his money on such idle schemes, changed the expression of his features as the boat moved from the wharf and gained her speed; his complacent smile gradually stiffened into an expression of wonder. The jeers of the ignorant, who had neither sense nor feeling enough to suppress their contemptuous ridicule and rude jokes, were silenced for a moment by a vulgar astonishment, which deprived them of the power of utterance, till the triumph of genius extorted from the incredulous mult.i.tude which crowded the sh.o.r.es shouts and exclamations of congratulation and applause."

There can be no doubt that Fulton derived his general plan from the experiments of Symington. While that engineer was conducting his experiments under the patronage of Lord Dundas, a stranger came to the banks of the Forth and Clyde Ca.n.a.l and requested an interview, announcing himself as Mr. Fulton, of the United States, whither he intended to return, and expressing a desire to see Mr. Symington's boat and machinery, and to procure some information of the principles on which it was moved, before he left Europe. He remarked that, however beneficial the invention might be to Great Britain, it would be of more importance to North America, considering the numerous navigable rivers and lakes of that continent, and the facility for procuring timber for building vessels and supplying them with fuel; that the usefulness of steam-vessels in a mercantile point of view could not fail to attract the attention of every observer; and that, if he were allowed to carry the plan to the United States, it would be advantageous to Mr. Symington, as, if his engagements would permit, the constructing or superintending the construction of such vessels would naturally devolve upon him. Mr. Symington, in compliance with the stranger's request, caused the engine-fire to be lighted, and the machinery put in motion. Several persons entered the boat, and along with Mr. Fulton were carried from where she then lay to Lock No. 16 on the Forth and Clyde Ca.n.a.l, about four miles west, and returned to the starting-place in one hour and twenty minutes, being at the rate of six miles an hour, to the astonishment of Mr. Fulton and the other gentlemen.

Mr. Fulton obtained leave to take notes and sketches regarding the boat and engine, "but he never afterwards communicated with Mr. Symington."(27) He, it has been shown, almost immediately afterwards ordered a marine engine from Messrs. Boulton and Watt, of Soho, near Birmingham. This engine reached America before the _Clermont_, which had been constructed at the instance of Fulton and Livingston, had been launched from the yard of Charles Brown, on the East (Hudson) River. She was decked for a short distance only, at stem and stern, her engines being open to view, while a house on deck, and over the boiler, accommodated pa.s.sengers and crew. _The boiler was set in masonry._ Her engine was of almost identical size to that of the _Charlotte Dundas_. It is right to add that Fulton claimed no patent or privilege for this engine, which was so evidently founded on that of Symington. Her hull was quite as distinctly his own design, and was vastly superior in build to the Scotch vessel. The first trip of the _Clermont_ was from New York to Clermont, the seat of Mr. Livingston, returning to Albany, and the average speed was five miles per hour.

[Ill.u.s.tration: THE "CLERMONT."]

"The _Clermont_, on her first voyage, arrived at her destination without any accident. She excited the astonishment of the inhabitants of the sh.o.r.es of the Hudson, many of whom had not heard even of an engine, much less of a steam-boat. There were many descriptions of the effects of her first appearance upon the people on the banks of the river; some of those were ridiculous, but some of them were of such a character as nothing but an object of real grandeur could have excited. She was described by some who had indistinctly seen her pa.s.sing in the night, to those who had not had a view of her, as a monster moving on the waters, defying the winds and tide, and breathing flames and smoke. She had the most terrific appearance from other vessels which were navigating the river when she was making her pa.s.sage. The first steam-boats, as others yet do, used dry pine-wood for fuel, which sends forth a column of ignited vapour many feet above the flue, and whenever the fire is stirred a galaxy of sparks fly off, and in the night have a very brilliant and beautiful appearance. This uncommon light first attracted the attention of the crews of other vessels. Notwithstanding the wind and tide were adverse to its approach, they saw with astonishment that it was rapidly coming towards them; and when it came so near as that the noise of the machinery and paddles was heard, the crews (if what was said in the newspapers of the time be true), in some instances, shrunk beneath their decks from the terrific sight, and left their vessels to go on sh.o.r.e, while others prostrated themselves, and besought Providence to protect them from the approaches of the horrible monster which was marching on the tides and lighting its path by the fires which it vomited."

The _Clermont_ was soon afterwards lengthened and considerably improved in appearance and usefulness. Her hull was covered from stem to stern with a flush deck, beneath which two cabins were formed, surrounded by double ranges of berths, and fitted up with great regard to comfort. Her dimensions now were-length, 130 feet; breadth, 16 feet; diameter of paddle-wheels, 15 feet, the paddles dipping into the water 2 feet. Fulton afterwards built a number of steam-boats, and, it will be well understood, encountered a vast deal of opposition from the owners of sailing craft and ferry-boats. Attempts were also made to put forward rival inventions, and a company was started who proposed to navigate boats on the Hudson by the following somewhat incomprehensible mode of propulsion. The quotation is from the biography of Fulton(28) by his friend, C. D. Colden:-

"The opposition boats on the Hudson, which the owners had built to rival the steam-boats, were at first to have been propelled by a pendulum, which, according to the calculations of some ingenious gentlemen, would give a greater power than steam, but when their boat came to be put in the water they soon found that their wheels, which were turned with great facility and velocity while their vessel was on the stocks, could not be made to perform their functions without the application of a great power to the pendulum. The projectors were utterly at a loss to account for so extraordinary a phenomenon, and could not conceive why the wheels, which had moved so much to their satisfaction when they were resisted only by the air, should require so much force when they turned in the water, and were to drag the weight of the vessel. But having by actual experiment determined that a pendulum would not supply the place of steam, and knowing no other way of supplying steam than that which they saw practised in the Fulton boats, they adopted all their machinery with some very insignificant alterations, which were made with no other view than to give those persons who had set out by professing to make a pendulum-boat a pretence for claiming to be the inventors of improvements in steam-boats."