(230.)

The form and arrangement of this first marine engine was, in many respects, similar to that which is still generally used for marine purposes. The cold water cistern was abandoned, and an increased condensing power obtained by enlarging the condenser. It was usual to make the condenser half the diameter of the cylinder, and half its length, and therefore one eighth of its capacity. The condenser, however, was now made of the same diameter as the cylinder, being still half its length; its capacity therefore, instead of being only an eighth, was half of the cylinder; the condensing jet was admitted by a pipe passing through the bottom of the vessel. As in the present marine engines, two working beams were provided, one at either side of the cylinder; but in order to provide against the difficulties which might arise in the adaptation of machinery made at Birmingham to a vessel made at New York, beams were constructed in the form of an inverted ┻, the working arms being twofold, one horizontal and the other vertical, so that the connecting rod might be carried from the crank, either downwards, to the end of the horizontal arm, or horizontally, to the end of the vertical arm. In fact there was a choice, to use either a straight beam, or a bell-crank. The latter was that which was adopted in this instance. The paddle-shaft, driven by the crank, passed across the vessel, and had the paddle-wheels keyed upon it as at present; and in order to equalise the effect of the engine spur wheels were also placed on the paddle-shaft, by which pinions were driven, placed upon an axle, which carried a fly-wheel.

The speed attained by this steam boat, when it first began to ply upon the river, did not exceed four miles an hour, but by a series of improvements its rate of motion was soon increased to six miles an hour. In the steam boats subsequently constructed by Fulton a greater speed was attained; but in the latest vessels built by him he did not exceed a speed of nine miles an hour, which he considered to be the greatest that could be advantageously obtained.

While Fulton was making his plans, and engaged in the [Pg491] construction of his first boat, Mr. Stevens of Hoboken, already mentioned, was engaged in a like project, and completed a vessel, to be propelled by a steam engine, within a few weeks after the first successful voyage of Fulton. Stevens was likewise completely successful; but the exclusive privilege of navigating the Hudson by steam having been granted to Fulton by an act of Congress, Stevens was compelled to select another theatre for his operations, and he accordingly sent his steam boat by sea to Philadelphia, to navigate the Delaware, thus securing for himself the honour of having made the first sea voyage by steam.

Fulton did not long retain the monopoly of the steam navigation of the Hudson. Fortunately for the progress of steam navigation, the act conferring upon him that privilege was declared unconstitutional; and the navigation of that noble river was thrown open to the spirit and enterprise of American genius. The number of passengers conveyed upon it became enormous beyond all precedent, and inducements of the strongest kind were accordingly held out to the improvement of its navigation. The distance between New York and Albany, ascertained by a late survey to be one hundred and twenty-five geographical miles by water, had been performed by Fulton's boats occasionally in fifteen or sixteen hours, being at the rate of about eight miles an hour, including stoppages. It became a great object to increase the speed of this trip, so that it might at all times of the year be performed between sunrise and sunset. Robert L. Stevens, the son of the person of that name already mentioned, immediately after the abolition of Fulton's monopoly, placed on the river a vessel which had been built for the Delaware, which easily performed the passage in twelve hours, being at the rate of nearly ten and a half geographical miles an hour. By this increase of speed the improved boats so entirely monopolised the day work upon the river, that the former steamers were either converted into steam tugs to draw barges laden with goods, or used for night trips between New York and Albany. In the night trips the saving of one or two hours was immaterial, it being sufficient that the vessel which left the one port at night should reach the other in the morning. [Pg492]

The river Hudson rises near Lake Champlain, the easternmost of the great chain of lakes or inland seas which extend from east to west across the northern boundary of the United States. The river follows nearly a straight course southwards for two hundred and fifty miles, and empties itself into the sea at New York. The influence of the tide is felt as far as Albany, above which the stream begins to contract. Although this river in magnitude and extent is by no means equal to several others which intersect the States, it is nevertheless rendered an object of great interest by reason of the importance and extent of its trade. The produce of the state of New York and that of the banks of the great Lakes Ontario and Erie are transported by it to the capital; and one of the most extensive and populous districts of the United States is supplied with the necessary imports by its waters. A large fleet of vessels is constantly engaged in its navigation; nor is the tardy but picturesque sailing vessel as yet excluded by the more rapid steamers. The current of the Hudson is said to average nearly three miles an hour; but as the ebb and flow of the tide are felt as far as Albany, the passage of the steamers between that place and New York may be regarded as equally affected by currents in both directions, or nearly so. The passage therefore, whether in ascending or descending the river, is made nearly in the same time.