First Practical Steamboat – 4

Today’s installment concludes First Practical Steamboat,
our selection by James Renwick.

If you have journeyed through all of the installments of this series, just one more to go and you will have completed a selection from the great works of four thousand words. Congratulations!

Previously in First Practical Steamboat.

Time: 1807
Place: New York City

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 skeptical or absolute unbelievers. But a few minutes sufficed 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, he had at tempted 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 not considered as an adequate 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 fifty miles from New York. By the old post road the distance is one hundred 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 infrequently employed in this 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, modeled for shallow waters, was announced as in tended 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 the 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, designated 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 ease in maneuvering or security was omitted. The eyes of the whole community were now fixed upon the steam boat; and, as all of competent mechanical knowledge were as alive to the defects of the original vessel as Fulton himself, his right to priority of invention of various important accessories has been disputed.

The winter of 1807—1808 was occupied in remodeling and rebuilding the vessel, to which the name of the Clermont was now given. The guards and the 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 ex tended 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, toward the bow of the vessel.

It had been shown by the numbers who were transported during the first summer that, at the same price for passage, many were willing to undergo all the inconveniences of the original rude accommodations in preference to encountering the delays and un certainty to which the passage in sloops was exposed. Fulton did not, however, take advantage of his monopoly, but, with the most liberal spirit, provided such accommodations for passengers as, in convenience and even splendor, had not before been approached in vessels intended for the transportation of travelers. This was on his part an exercise of almost improvident liberality. By his contract with Chancellor Livingston the latter undertook to defray the whole cost of the engine and vessel until the experiment should result in success; but from that hour each was to furnish an equal share of all subsequent investments. Fulton had no patrimonial fortune, and what little he had saved from the product of his ingenuity was now exhausted. But the success of the experiment had inspired the banks and capitalists with confidence, and he now found no difficulty in obtaining, in the way of a loan, all that was needed. Still, however, a debt was thus contracted which the continued demands made upon him for new investments never permitted him to discharge. The Clermont, thus converted into a floating palace, gay with ornamental painting, gilding, and polished woods, commenced her course of passages for the second year in the month of April, 1808.

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