STEAMBOATS AND SUBMARINES
Now that Fulton had attained his heart’s desire,—the great plan for steam
navigation,—there was no time to rest upon his laurels. One success is
but a key to future opportunity. He reasoned well that the Hudson had
provided only the opening chapter, as it were, to a great volume of
possible attainments. Every river in the world offered an equal avenue
for the march of progress in transportation.
That first voyage of the _Clermont_ revealed many slight imperfections
which Fulton’s fertile brain immediately remedied in imagination. He laid
the vessel up in dock at New York for two weeks that he might add to her
equipment and improve the conditions on board for the comfort of the
passengers. He boarded the sides, decked over the boiler, furnished each
cabin, fore and aft, with twelve berths, and strengthened the ironwork
in many parts. He also had the boat thoroughly calked, and as much rain
fell during the time, the work was delayed. Fulton described these
improvements in a letter to the Chancellor, and joyously wrote, “The boat
will be as complete as she can be made—all strong and in good order and
the men well organized; and I hope nothing to do but to run her for six
weeks or two months,—I will have her registered and everything done which
I can recollect. Everything looks well and I have no doubt will be very
productive.”
On September 2d, Fulton advertised in the _New York Evening Post_
as follows: “The North River Steam Boat Will leave Pauler’s Hook on
Friday, the 4th of September, at 6 in the morning, and arrive at Albany,
on Saturday, at 6 in the afternoon. Provisions, good berths, and
accommodations are provided.”
An announcement of rates followed; three dollars to Newburgh, and seven
to Albany, with suitable prices for intermediate stations; the rate of
travel was fourteen hours to Newburgh and thirty-six to Albany. It was
stated that the boat would leave Albany twice and New York once during
the succeeding week, after which further schedules would be published.
This time-table was duly carried out; bright and early, at half past six,
on a clear September morning, the fourteen passengers brave enough to
venture started on their northward trip. When they arrived, they found
Fulton already on board, his actions confident and decided, unheeding the
fear of some and the sarcasm of others. His clear tones could be heard
above the hum of the voices of the multitude—which had gathered to watch
the departure—and the noise made by the escaping steam which leaked from
several valves. So we learn from Judge John Q. Wilson, of Albany, one
of the fourteen who dared to make the voyage though warned by a prudent
Quaker friend: “Wilt thou risk thy life in such a concern? I tell thee
she is the most fearful wild fowl living and thy father ought to restrain
thee.”
But though a predicted failure, the voyage proved so pleasant an
experience that the passengers drew up a statement to record their
satisfaction. Gerrit H. Van Wagenen served as timekeeper and Judge
Wilson drafted the testimonial which, signed by the entire company, was
published in the _Albany Register_ of September 8th.
From Verplanck’s Point to Wappinger’s Creek the wind was favorable but
light: after that it was ahead or calm, yet they made the full distance
of 150 miles in 28 hours and 45 minutes. Judge Wilson wrote: “The
subscribers, passengers on board of this boat on her first passage as
a packet, think it but justice to state that the accommodations and
conveniences on board exceeded their most sanguine expectations.”
They had an amusing experience at Haverstraw Bay. As the boat steamed
along, a man in a skiff lay in wait. His appearance showed him to be
a miller, for his hair and clothing were covered with flour. He had
evidently dashed forth from his mill on the riverside when he saw the
queer boat approaching, had boarded his skiff and rowed out into the
stream for a conversation with the captain. He signaled that he would
like to come on board, so Fulton ordered that a rope be thrown him to
draw his skiff alongside the _Clermont_. He called out that he “did not
know a mill could go up-stream, so he came to enquire about it.” One
of the passengers, Dennis Doyle, an Irishman who loved a good joke,
offered to guide him all over “the mill.” The miller climbed on board,
and Dennis showed him all the wheels and machinery and told him in fun
that by a simple contrivance one wheel could be thrown out of gear when
the mill was to go up-stream. “But show me the grindstones,” said the
miller. Dennis kept a straight face and pointing to Fulton answered,
“That is a secret which the master has not yet told us: when we come back
from Albany with our load of corn, if you come on board then, you will
see the meal fly.” The simple-minded miller rowed back to the shore,
wondering whether he could really move his own mill up-stream in the same
fashion.
At West Point the whole garrison was on the river bank to cheer the
boat, while at Newburgh it seemed as though the entire population of
Orange County had assembled; the hillside city was all alert. The ferry,
a sail-boat from Fishkill, was crowded by a party of ladies, and the
captain tacked close to the steamboat, which had just landed a passenger
at the dock. The flapping of the near-by sail attracted Fulton’s
attention and he raised his eyes to meet a flutter of handkerchiefs
and a group of smiling, happy faces. He hurriedly raised his hat in
acknowledgment as he gallantly exclaimed, “That is the finest sight we
have seen yet!”
The passengers’ statement in the newspaper was a fine advertisement for
the new mode of travel and by October the _Clermont_ was well established
as a passenger carrier.
Fulton wrote a letter to Captain Brink, on October 9th, which showed a
good master of the new enterprise. He expected every man in his employ to
do his duty,—there was to be no half-way service. It gives an insight
into Fulton’s strength of character and reveals an important factor in
his success:
NEW YORK, Oct. 9th, 1807.
CAPT. BRINK;
SIR;
Inclosed is the number of voyages which is intended the Boat
should run this season. You may have them published in the
Albany papers.
As she is strongly manned and everyone except Jackson under
your command, you must insist on each one doing his duty or
turn him on shore and put another in his place. Everything must
be kept in order, everything in its place, and all parts of the
Boat scoured and clean. It is not sufficient to tell men to do
a thing, but stand over them and make them do it. One pair of
Quick and good eyes is worth six pair of hands in a commander.
If the Boat is dirty and out of order the fault shall be yours.
Let no man be Idle when there is the least thing to do, and
make them move quick.
Run no risques of any kind when you meet or overtake vessels
beating or crossing your way, always run under their stern if
there be the least doubt that you cannot clear their head by 50
yards or more. Give in the accounts of Receipts and expenses
every week to the Chancellor.
Your most obedient,
ROBT. FULTON.
Captain Brink continued in charge of the _Clermont_ during the season of
1807 and was succeeded the following spring by Captain Samuel Wiswall
who was employed by Fulton for many years. The boat ran well, with only
one accident, when, on November 13th, a cast-iron axletree broke, as the
_Clermont_ was setting out from New York and she was obliged to return
for repairs. By this time the weather was cool and ice was forming in
the river. On the 20th of November Fulton wrote to the Chancellor,—“It
is now time to lay her up for the winter. Nothing should be risqued from
bad weather—the gain will be trifling, the risque great.” He adds another
warning in postscript: “Do not risque the engine in the winds and waves
of the season.” He also outlined the changes and enlargements he planned
to make in the boat during the winter.
Through the cold weather she was laid up at the north end of the Hudson
and underwent extensive repairs and alterations. An interesting letter
written by Francis Sayre, of Catskill, describes the changes and gives so
many interesting facts that it is here printed. He writes under date of
September, 1857:
“I am as far as I know the only person now living who was on board the
first steamboat on her trial trip from New York to Albany. I do not refer
to the trial trip which was made in 1807, but to the first trip made by
the old _North River_, the first passenger boat propelled by steam.
“The craft employed by Mr. Fulton on the trial trip (called the
_Clermont_, but probably never registered) was taken to what was then
called Lower Red Hook and in the winter of 1807 and 1808 was hauled
on ways to be enlarged and converted into a commodious steamboat. The
alterations and enlargement were made by ship-builders of the city of
Hudson during the winter and spring. She was launched about the first
of May and called the _North River_. She was taken down to New York by
Captain Samuel Jenkins, who had her in temporary charge, until Captain
(afterward styled Commodore) Wiswall should be able to assume command. On
arriving at New York she was taken to the dock at the foot of Dey Street
(then far up town) where the machinery was put on board, and the cabin
and carpenter’s work were completed. This was done with a rapidity which
in those days was considered extraordinary, Mr. Fulton himself overseeing
and attending to every part. He was usually on board as early as five
o’clock in the morning and would be there almost the entire day. I never
knew a more industrious, indefatigable, laborious man. Fulton’s new
steamboat was the wonder of the day. She was visited daily by hundreds of
the curious who asked many queer questions in relation to the operation
of the steam and machinery; one of these almost invariably was, ‘Where
and how was the steam to be conveyed to the waterwheel?’ The crowd of
visitors became in time a great annoyance and hindrance to the workers on
board and I recollect a very amusing incident connected with the attempt
to prevent intrusion. Mr. Fulton directed a painter to letter a board
with the words:
ONE DOLLAR FOR ANY PERSON TO COME ON BOARD WITHOUT LIBERTY
which was put up in a conspicuous place.
“One day a sailor came along and read the notice. Jack was not long in
putting his construction upon it, and with a knowing wink of the eye,
jumped on board without ceremony, pointed to the sign, and accosted the
man nearest him with, ‘Mister, who pays me that dollar?’
“Mr. Fulton was standing near and laughed heartily, a thing unusual for
him, for while among the workmen he was generally rather taciturn and
grave, giving his orders and directions in a laconic manner. He would
listen, however, to suggestions made by the more practical, and would
often modify his orders to accord with such suggestions. During the time
these preparations were going forward, trials were made of the working
of the machinery by hauling out into the stream, putting on steam, and
starting the engine. This was no small affair, for when the engineer gave
the notice, ‘All ready,’ all hands were called,—carpenters, joiners,
painters, calkers, laborers and crew,—to prevent what is termed ‘catching
on the center.’ During one of these trials, when going up the river at
the rate of six or eight miles an hour, Mr. Fulton stood looking over
the bow of the boat for fifteen or twenty minutes, intently watching the
motion and speed of the boat, apparently wholly absorbed. Suddenly he
wheeled and addressed a friend who stood near him with great enthusiasm,
exclaiming, ‘My good friend, she is a fine boat and our success is
certain.’
“Commodore Wiswall was now in command. At the hour appointed, 9 A.M.,
for her departure for Albany, Chancellor Livingston with a number of
invited friends came on board and, after a good deal of bustle and no
little noise and confusion, the boat was got into the stream and headed
up the river. Steam was put on and sails were set, for she was provided
with large square sails attached to masts that were so constructed that
they could be raised or lowered as the direction and strength of wind
might require. There was at the time a light breeze from the south, and
with steam and sails a very satisfactory rate of speed was attained.
Fast-sailing sloops were passed with ease, the machinery worked finely
and everything seemed to promise well. After a time, however, it was
discovered that steam was escaping from the boiler. This boiler was
constructed of wood, a cylinder perhaps twenty feet long and ten in
diameter, bound with heavy iron bands, with iron tubes extending from the
lower part of the furnace. The heat imparted to the iron bands by the
steam produced a shrinking of the wood directly under them, while the
spaces between them would swell with moisture imparted by the steam so
that the edges of the planks would be uneven, leaving open spaces through
which the steam escaped. How could the difficulty be obviated? Resort
was had to covering the boiler with blankets and carpets which, to some
extent, prevented this evil and, as the favorable wind continued, we kept
on the even tenor of our way and just before sunrise next morning we
were at Clermont, the residence of the Chancellor, who with his friends
landed, and the boat proceeded to Albany, where we arrived at 2 or 3 P.M.”
When the boat reached New York, on the return trip, Fulton immediately
had a copper boiler made to replace that of wood which had caused the
trouble. He was very energetic and ready to take any trouble or incur any
expense necessary to perfect the boat.
As soon as the _North River of Clermont_, as she was enrolled May
14th, 1808, was completed to Fulton’s satisfaction, he began to build
a companion boat, thereby establishing a service from each port twice
a week. This boat, the _Car of Neptune_, was followed by a third, the
_Paragon_. The last was, of course, the best, for Fulton improved each
model by noting the imperfections of its predecessor. He humorously
wrote, in a private letter, of 1812, “My _Paragon_ beats everything
on this globe, for made as you and I are, we cannot tell what is in
the moon—this Day she came on From Albany 150 miles in 26 hours wind
ahead.”[3]
But during these years, busy as they were, Fulton had not forgotten his
dream of universal peace through the work of his other invention,—the
submarine torpedo-boat. You will remember that when Fulton reached
America he laid his plans before Mr. Madison, Secretary of State, and
Mr. Smith, Secretary of the Navy. These gentlemen were so impressed that
they influenced the government to grant some money for an experiment in
the harbor of New York. In the spring of 1807, to prepare the minds of
the citizens for the new invention, Fulton invited the mayor and other
gentlemen to Governor’s Island, where he showed them his machines and the
copper cylinders for his torpedoes.
In time the meeting developed a humorous aspect. The spectators became
so interested that they crowded eagerly around him as he explained,
“Gentlemen, I have here a charged torpedo with which, precisely in its
present state, I mean to blow up a vessel. It contains one hundred and
seventy-five pounds of gunpowder, and if I were to allow the clockwork
to run for fifteen minutes, I have no doubt that it would blow this
fortification to atoms.” His listeners first looked at each other aghast,
then the more prudent hastily stepped back, and one by one the others
slipped away until Mr. Fulton found himself alone, with only two or
three of the bravest of his auditors peering at him from under a distant
gateway! None dared to return until he placed the deadly torpedo back in
its place in the magazine.
On the 20th of July he blew up a large brig in the harbor of New York,
and described this experiment with others in his book, “Torpedo War or
Submarine Explosions.” After three attempts the vessel was blown to
atoms, only a column of water, smoke and fragments being left to show
where she had been floating. The next day Fulton wrote a letter to the
governor and magistrates of the city in which he said:
“Gunpowder, within the last three hundred years, has totally changed
the art of war; and all my reflections have led me to believe that this
application of it will in a few years put a stop to maritime wars, give
that liberty on the seas which has been long and anxiously desired
by every good man, and secure to America that liberty of commerce,
tranquility, and independence which will enable her citizens to apply
their mental and corporal faculties to useful and humane pursuits, to the
improvement of our country, and the happiness of the whole people.”
So did Fulton dream of peace,—a dream still unfulfilled, yet worthy of
our future hope.
In 1810 Congress appointed a committee to decide upon the worth of
Fulton’s submarine warfare, and Commodore John Rodgers was told to do
all he could to get the sloop _Argus_ ready to resist the attack Fulton
was to make upon her. Commodore Rodgers entered the contest with the
enthusiasm of a boy. He had a strong wire netting stretched around the
bottom of the boat and anchored lashed spars to float at her sides; while
grappling irons, hung far out from the rigging, were ready to plunge at
any boat approaching with hostile intent. Huge scythes were hinged to
her decks, ready to cut off the heads of any sailors who ventured within
reach. It takes an American to beat an American! Fulton confessed that,
for the time, he had been outwitted but promised the officers of the navy
that he would yet find a way to conquer the difficulties.
His method is described in a letter to his old friend Joel Barlow; it
says in part:
“I have had some trouble with the torpedo experiments in consequence of
the determined opposition of the officers of the navy, for which I now
thank them. They had placed splinter nets across the bow of the vessel
with weights which held them to the ground; booms were floated in the
water and spaced out 20 feet from her sides to guard her sides. Grappling
oars with sword blades and ballast in slings, to show how they could sink
my boats, made a formidable appearance against one poor torpedo boat and
eight poor men. Moreover, all this would not have saved them had the nets
not been to the ground; I was not prepared for nets thus arranged. Hence
the committee gave me till the 29th of this month to show how I would
get through the nets or carry them away. I am now prepared to prove that
nets and booms are no better protection than cobwebs. Commodore Rodgers
opposes me with much ardor and ingenuity; the reason he says I cannot do
it is that I have not practical nautical knowledge; this might be true
but reflection for the last 113 days has given me knowledge to the same
effect, so that with a log-ship of about two hundred tons burden arranged
with torpedoes and without cannon, I will destroy any ship that ever was
built, that is, if she dare to lay at anchor, or if in fact she does not
run away faster than I can run to overtake her; this fortunately can be
done in port, along our coast, or in open sea: I have just finished a
model of this log torpedo ship, also a bullet-proof torpedo boat that
acts without oars,—thus you see I am on the highroad to success and in
good spirits.”
But although Fulton’s system was not then adopted, he had gained the
recognition of the United States Navy, and had presented the germ for
expansion in other minds for submarine warfare, now practiced by navies
throughout the world. Moreover, he had the honor of building, in 1814,
the first steam war-ship, the _Demologus_, meaning “The Voice of the
People,” later named _Fulton_.
This alone gives the inventor high honor, for in time it changed all
the navies of the world. Our country has recognized Fulton’s patriotism
by naming its first submarine tender to burn oil in her engines, the
_Fulton_ (1914), and has retained his name “torpedo” for all its
submarine craft.
[3] Extract from letter from Robert Fulton to Benjamin West, March 23,
1809:
“My Steamboats are doing wonders, the one of last year cleared 16,000
dollars. I am now building two more; when finished there will be two
running between New York and Albany and one between New York and New
Brunswick in Jersey on the route to Philadelphia. There is a fair
calculation that these Boats will clear 25,000 dollars a year, of which
I have half so that I am doing very well.”