In 1792, Elijah Ormsbee, a Rhode Island mechanic, a.s.sisted pecuniarily by David Wilkinson, built a small steamboat at Winsor"s Cove, Narragansett Bay, and made a successful trial-trip on the Seekonk River. Ormsbee used an "atmospheric engine" and "duck"s-foot" paddles.
His boat attained a speed of from three to four miles an hour.
In Great Britain, Lord Dundas and William Symmington, the former as the purveyor of funds and the latter as engineer, followed by Henry Bell, were the first to make the introduction of the steam-engine for the propulsion of ships so completely successful that no interruption subsequently took place in the growth of the new system of water-transportation.
Thomas, Lord Dundas, of Kerse, had taken great interest in the experiments of Miller, and had hoped to be able to apply the new motor on the Forth and Clyde Ca.n.a.l, in which he held a large interest.
After the failure of the earlier experiments, he did not forget the matter; but subsequently, meeting with Symmington, who had been Miller"s constructing engineer, he engaged him to continue the experiments, and furnished all required capital, about 7,000. This was ten years after Miller had abandoned his scheme.
Symmington commenced work in 1801. The first boat built for Lord Dundas, which has been claimed to have been the "first practical steamboat," was finished ready for trial early in 1802. The vessel was called the "Charlotte Dundas," in honor of a daughter of Lord Dundas, who became Lady Milton.
[Ill.u.s.tration: FIG. 75.--The "Charlotte Dundas," 1801.]
The vessel (Fig. 75) was driven by a Watt double-acting engine, turning a crank on the paddle-wheel shaft. The sectional sketch below exhibits the arrangement of the machinery. _A_ is the steam-cylinder, driving, by means of the connecting-rod, _B C_, a stern-wheel, _E E_.
_F_ is the boiler, and _G_ the tall smoke-pipe. An air-pump and condenser, _H_, is seen under the steam-cylinder.
In March, 1802, the boat was brought to Lock No. 20 on the Forth and Clyde Ca.n.a.l, and two vessels of 70 tons burden each taken in tow. Lord Dundas, William Symmington, and a party of invited guests, were taken on board, and the boat steamed down to Port Glasgow, a distance of about 20 miles, against a strong head-wind, in six hours.
The proprietors of the ca.n.a.l were now urged to adopt the new plan of towing; but, fearing injury to the banks of the ca.n.a.l, they declined to do so. Lord Dundas then laid the matter before the Duke of Bridgewater, who gave Symmington an order for eight boats like the Charlotte Dundas, to be used on his ca.n.a.l. The death of the Duke, however, prevented the contract from being carried into effect, and Symmington again gave up the project in despair. A quarter of a century later, Symmington received from the British Government 100, and, a little later, 50 additional, as an acknowledgment of his services. The Charlotte Dundas was laid up, and we hear nothing more of that vessel.
[Ill.u.s.tration: FIG. 76.--The "Comet," 1812.]
Among those who saw the Charlotte Dundas, and who appreciated the importance of the success achieved by Symmington, was HENRY BELL, who, 10 years afterward, constructed the Comet (Fig. 76), the first pa.s.senger-vessel built in Europe. This vessel was built in 1811, and completed January 18, 1812. The craft was of 30 tons burden, 40 feet in length, and 10-1/2 feet breadth of beam. There were _two_ paddle-wheels on each side, driven by engines rated at three horse-power.
Bell had, it is said, been an enthusiastic believer in the advantages to be secured by this application of steam, from about 1786. In 1800, and again in 1803, he applied to the British Admiralty for aid in securing those advantages by experimentally determining the proper form and proportions of machinery and vessel; but was not able to convince the Admiralty of "the practicability and great utility of applying steam to the propelling of vessels against winds and tides, and every obstruction on rivers and seas where there was depth of water." He also wrote to the United States Government, urging his views in a similar strain.
Bell"s boat was, when finished, advertised as a pa.s.senger-boat, to leave Greenock, where the vessel was built, on Mondays, Wednesdays, and Fridays, for Glasgow, 24 miles distant, returning Tuesdays, Thursdays, and Sat.u.r.days. The fare was made "four shillings for the best cabin, and three shillings for the second." It was some months before the vessel became considered a trustworthy means of conveyance.
Bell, on the whole, was at first a heavy loser by his venture, although his boat proved itself a safe, stanch vessel.
Bell constructed several other boats in 1815, and with his success steam-navigation in Great Britain was fairly inaugurated. In 1814 there were five steamers, all Scotch, regularly working in British waters; in 1820 there were 34, one-half of which were in England, 14 in Scotland, and the remainder in Ireland. Twenty years later, at the close of the period to which this chapter is especially devoted, there were about 1,325 steam-vessels in that kingdom, of which 1,000 were English and 250 Scotch.
But we must return to America, to witness the first and most complete success, commercially, in the introduction of the steamboat.
The Messrs. Stevens, Livingston, Fulton, and Roosevelt were there the most successful pioneers. The latter is said to have built the "Polacca," a small steamboat launched on the Pa.s.saic River in 1798.
The vessel was 60 feet long, and had an engine of 20 inches diameter of cylinder and 2 feet stroke, which drove the boat 8 miles an hour, carrying a party of invited guests, which included the Spanish Minister. Livingston and John Stevens had induced Roosevelt to try their plans still earlier,[74] paying the expense of the experiments.
The former adopted the plan of Bernouilli and Rumsey, using a centrifugal pump to force a jet of water from the stern; the latter used the screw. Livingston going to France as United States Minister, Barlow carried over the plans of the "Polacca," and Roosevelt"s friends state that a boat built by them, in conjunction with Fulton, was a "sister-ship" to that vessel. In 1798, Roosevelt patented a double engine, having cranks set at right angles. As late as 1814 he received a patent for a steam-vessel, fitted with paddle-wheels having adjustable floats. His boat of 1798 is stated by some writers to have been made by him on joint account of himself, Livingston, and Stevens.
Roosevelt, some years later, was again at work, a.s.sociating himself with Fulton in the introduction of steam-navigation of the rivers of the West.[75]
[74] "Encyclopaedia Americana."
[75] "A Lost Chapter in the History of the Steamboat," J. H. B.
Latrobe, 1871.
In 1798, the Legislature of New York pa.s.sed a law giving Chancellor Livingston the exclusive right to steam-navigation in the waters of the State for a period of 20 years, _provided_ that he should succeed, within a twelve-month, in producing a boat that should steam four miles an hour.
Livingston did not succeed in complying with the terms of the act, but, in 1803, he procured the reenactment of the law in favor of himself and Robert Fulton, who was then experimenting in France, after having, in England, watched the progress of steam-navigation there, and then taken a patent in this country.
[Ill.u.s.tration: Robert Fulton.]
ROBERT FULTON was a native of Little Britain, Lancaster County, Pa., born 1765. He commenced experimenting with paddle-wheels when a mere boy, in 1779, visiting an aunt living on the bank of the Conestoga.[76] During his youth he spent much of his time in the workshops of his neighborhood, and learned the trade of a watchmaker; but he adopted, finally, the profession of an artist, and exhibited great skill in portrait-painting. While his tastes were at this time taking a decided bent, he is said to have visited frequently the house of William Henry, already mentioned, to see the paintings of Benjamin West, who in his youth had been a kind of protege of Mr. Henry; and he may probably have seen there the model steamboats which Mr. Henry exhibited, in 1783 or 1784, to the German traveler Schopff. In later years, Thomas Paine, the author of "Common Sense," at one time lived with Mr. Henry, and afterward, in 1788, proposed that Congress take up the subject for the benefit of the country.
[76] _Vide_ "Life of Fulton," Reigart.
Fulton went to England when he came of age, and studied painting with Benjamin West. He afterward spent two years in Devonshire, where he met the Duke of Bridgewater, who afterward so promptly took advantage of the success of the "Charlotte Dundas."
While in England and in France--where he went in 1797, and resided some time--he may have seen something of the attempts which were beginning to be made to introduce steam-navigation in both of those countries.
At about this time--perhaps in 1793--Fulton gave up painting as a profession, and became a civil engineer. In 1797 he went to Paris, and commenced experimenting with submarine torpedoes and torpedo-boats. In 1801 he had succeeded so well with them as to create much anxiety in the minds of the English, then at war with France.
He had, as early as 1793, proposed plans for steam-vessels, both to the United States and the British Governments, and seems never entirely to have lost sight of the subject.[77] While in France he lived with Joel Barlow, who subsequently became known as a poet, and as Emba.s.sador to France from the United States, but who was then engaged in business in Paris.
[77] _Vide_ "Life of Fulton," Colden.
When about leaving the country, Fulton met Robert Livingston (Chancellor Livingston, as he is often called), who was then (1801) Emba.s.sador of the United States at the court of France. Together they discussed the project of applying steam to navigation, and determined to attempt the construction of a steamboat on the Seine; and in the early spring of the year 1802, Fulton having attended Mrs. Barlow to Plombieres, where she had been sent by her physician, he there made drawings and models, which were sent or described to Livingston. In the following winter Fulton completed a model side-wheel boat.
[Ill.u.s.tration: FIG. 77.--Fulton"s Experiments.]
January 24, 1803, he delivered this model to MM. Molar, Bordel, and Montgolfier, with a descriptive memoir, in which he stated that he had, by experiment, proven that side-wheels were better than the "chaplet" (paddle-floats set on an endless chain).[78] These gentlemen were then building for Fulton and Livingston their first boat, on L"Isle des Cygnes, in the Seine. In planning this boat, Fulton had devised many different methods of applying steam to its propulsion, and had made some experiments to determine the resistance of fluids.
He therefore had been able to calculate, more accurately than had any earlier inventor, the relative size and proportions of boat and machinery.
[78] A French inventor, a watchmaker of Trevoux, named Desblancs, had already deposited at the Conservatoire a model fitted with "chaplets."
[Ill.u.s.tration: FIG. 78.--Fulton"s Table of Resistances.]
The author has examined a large collection of Fulton"s drawings, among which are sketches, very neatly executed, of many of these plans, including the chaplet, side-wheel, and stern-wheel boats, driven by various forms of steam-engine, some working direct, and some geared to the paddle-wheel shaft. Figs. 77 and 78 are engraved from two of these sheets. The first represents the method adopted by Fulton to determine the resistance of ma.s.ses of wood of various forms and proportions, when towed through water. The other is "A Table of the resistance of bodies moved through water, taken from experiments made in England by a society for improving Naval architecture, between the years 1793 and 1798" (Fig. 78). This latter is from a certified copy of "The Original Drawing on file in the Office of the Clerk of the New York District, making a part of the Demonstration of the patent granted to Robert Fulton, Esqr., on the 11th day of February, 1809. Dated this 3rd March, 1814," and is signed by Theron Rudd, Clerk of the New York District. Resistances are given in pounds per square foot.
Guided by these experiments and calculations, therefore, Fulton directed the construction of his vessel. It was completed in the spring of 1803. But, unfortunately, the hull of the little vessel was too weak for its heavy machinery, and it broke in two and sank to the bottom of the Seine. Undiscouraged, Fulton at once set about repairing damages. He was compelled to direct the rebuilding of the hull. The machinery was little injured. In June, 1803, the reconstruction was completed, and the vessel was set afloat in July. The hull was 66 feet long, of 8 feet beam, and of light draught.
August 9, 1803, this boat was cast loose, and steamed up the Seine, in presence of an immense concourse of spectators. A committee of the National Academy, consisting of Bougainville, Bossuet, Carnot, and Perier, were present to witness the experiment. The boat moved but slowly, making only between 3 and 4 miles an hour against the current, the speed through the water being about 4-1/2 miles; but this was, all things considered, a great success.
The experiment was successful, but it attracted little attention, notwithstanding the fact that its success had been witnessed by the committee of the Academy and by many well-known savants and mechanics, and by officers on Napoleon"s staff. The boat remained a long time on the Seine, near the palace. The water-tube boiler of this vessel (Fig.
79) is still preserved at the Conservatoire des Arts et Metiers at Paris, where it is known as Barlow"s boiler. Barlow patented it in France as early as 1793, as a steamboat-boiler, and states that the object of his construction was to obtain the greatest possible extent of heating-surface.
Fulton endeavored to secure the pecuniary aid and the countenance of the First Consul, but in vain.
Livingston wrote home, describing the trial of this steamboat and its results, and procured the pa.s.sage of an act by the Legislature of the State of New York, extending a monopoly granted him in 1798 for the term of 20 years from April 5, 1803, the date of the new law, and extending the time allowed for proving the practicability of driving a boat four miles an hour by steam to two years from the same date. A later act further extended the time to April, 1807.
[Ill.u.s.tration: FIG. 79.--Barlow"s Water-Tube Boiler, 1793.]
In May, 1804, Fulton went to England, giving up all hope of success in France with either his steamboats or his torpedoes. Fulton had already written to Boulton & Watt, ordering an engine to be built from plans which he furnished them; but he had not informed them of the purpose to which it was to be applied. This engine was to have a steam-cylinder 2 feet in diameter and of 4 feet stroke. The engine of the Charlotte Dundas was of very nearly the same size; and this fact, and the visit of Fulton to Symmington in 1801, as described by the latter, have been made the basis of a claim that Fulton was a copyist of the plans of others. The general accordance of the dimensions of his boat on the Seine with those of the "Polacca" of Roosevelt is also made the basis of similar claims by the friends of the latter. It would appear, however, that Symmington"s statement is incorrect, as Fulton was in France, experimenting with torpedoes, at the time (July, 1801[79]) when he is accused of having obtained from the English engineer the dimensions and a statement of the performance of his vessel. Yet a fireman employed by Symmington has made an affidavit to the same statement. It is evident, however, from what has preceded, that those inventors and builders who were at that time working with the object of introducing the steamboat were usually well acquainted with what had been done by others, and with what was being done by their contemporaries; and it is undoubtedly the fact that each profited, so far as he was able, by the experience of others.
[79] Woodcroft, p. 64.
While in England, however, Fulton was certainly not so entirely absorbed in the torpedo experiments with which he was occupied in the years 1804-"6 as to forget his plans for a steamboat; and he saw the engine ordered by him in 1804 completed in the latter year, and preceded it to New York, sailing from Falmouth in October, 1806, and reaching the United States December 13, 1806.
The engine was soon received, and Fulton immediately contracted for a hull in which to set it up. Meantime, Livingston had also returned to the United States, and the two enthusiasts worked together on a larger steamer than any which had yet been constructed.
In the spring of 1807, the "Clermont" (Fig. 80), as the new boat was christened, was launched from the ship-yard of Charles Brown, on the East River, New York. In August the machinery was on board and in successful operation. The hull of this boat was 133 feet long, 18 wide, and 9 deep. The boat soon made a trip to Albany, running the distance of 150 miles in 32 hours running time, and returning in 30 hours. The sails were not used on either occasion.
[Ill.u.s.tration: FIG. 80.--The Clermont, 1807.]