CHAPTER XIII.
THE FIRST STEAMBOAT FINISHED-SUCCESSFUL TRIAL
EXPERIMENT IN 1787.
WHILST the unflagging energy of the projector was manfully struggling with the difficulties which surrounded him, whilst his attention was diverted from his scheme by the efforts of Donaldson, and by the prosecution of measures necessary to procure the passage of laws securing him his rights in Delaware, New York, and Pennsylvania, the work upon the boat was slowly progressing. The supplies of money were but small, and there were many obstacles to the industrious continuance of the enterprise. An engraving and description of the boat had been prepared, and was published in the Colombian Magazine for December, 1786. An account of the machine was then given; which, not being correct, a more detailed statement was published in a succeeding number, as follows:
"It is to be propelled through the water by the force of steam. The steam engine is to be similar to the late improved steam engines in Europe those alterations excepted. The cylinder is to be horizontal and the steam to work with equal force at each end thereof. The mode of forming a vacuum is believed to be entirely new; also of letting the water into it and of letting it off against the atmosphere without any friction. The undertakers are also of opinion that their engine will work with an equal force to those late improved engines, it being a twelve inch cylinder. They expect it will move with a clear force, after deducting friction of between eleven and twelve hundred pounds weight; which force is to be applied to the turning of an axle tree on a wheel of 18 inches diameter. The piston is to move about three feet and each vibration of the piston turns the axle tree about two thirds round. They propose to make the piston to strike thirty strokes in a minute; which will give the axle tree about forty revolutions. Each revolution of the axle tree moves twelve oars five and a half feet. As six oars come out of the water six more enter the water; which makes a stroke of about eleven feet each revolution. The oars work perpendicularly and make a stroke similar to the paddle of a canoe. The cranks of the axle tree act upon the oar about one third of their length from their lower end; on which part of the oar the whole force of the axle tree is applied. The engine is placed in about two thirds of the boat, and both the action and reaction of the piston operate to turn the axle tree the same way."
It is very much to be regretted that the information given in this paragraph is the most connected statement that remains of the nature of Fitch's steam-engine. The drawings and papers deposited by him with the American Philosophical Society have long since disappeared from the archives of that association. The model and drawings which were in the United States Patent Office were burned in 1836. The MS. journals of the inventor, although full in regard to everything else, contain no clear statement of the manner in which the steam-engine was to be constructed. We can only judge from the short account given in the Colombian Magazines that both Fitch and Voight were acquainted with the latest European improvements. It was only in 1782 that Watt patented the double-acting steam-engine, working " with equal force at each end; ' and except the model at Soho, he made no other on that plan until 1787. condensation had previously to that time been performed in Bolton and Watt's engine, by surrounding the cylinder with cold water. It is to be inferred from Fitch's statement that he had adopted the use of a jet of cold water at the top of the condenser, which he believed to be entirely new. It was so in Bolton and Watts' engines, but it had been used by Desaugeliers in the atmospheric steam-engine long before. Watt finally introduced the jet condensation, but it does not seem to be known at what period he adopted that method. Fitch believed the plan to be original with him. Up to 1780 the great difficulty among engineers seemed to have been to convert the vibratory motion of the piston into a rotary one, so as to turn a wheel. This matter, which s now seen to be simple, was in reality pons asinorum to the early improvers of the steam-engine. Curious contrivances by pulleys, ropes, half-ratchets working on arched tooth-sectors, ratchet-wheels, endless chains moved upward and downward like a window-sash, and other methods of like nature, were resorted to or proposed by Hulls, Fitzgerald, Clark, Stewart, and Wasbrough, between 1736 and 1779. In the latter year, Matthew Wasbrough invented the most practicable cable application yet proposed, by a system of ratchet wheels, and the employment of a fly-wheel, to carry the action beyond the dead point. During all this time, throughout the civilized world the treadle of the lathe and spinning-wheel, which by a crank adjustment created a perfect rotary motion, were used before the eyes of these industrious schemers; but they were to blind to see that the same principle was all that was needed to make a piston, working backward and forward, turn a wheel. It was in 1780 that James Pickard patented a short lever or crank, on the extreme end of the axis to be turned round, united by a pin to a rod joined to the end of the great working lever, so as to turn the crank round once to every stroke of the engine. This was the great desideratum; and with that simple substitution for the intricate and imperfect methods previously used to obtain a rotary motion, the value of the steam-engine (which before that time had scarcely been employed for anything but pumping) became immensely increased. All these things seem to have been known to the steamboat company, and their plan of an engine was essentially Bolton and Watt's double-action engine-by introducing steam alternately above and below the piston, by condensation in a separate vessel, and by the airpump, to draw off the condensing water and air from the condenser, so as to form a more perfect vacuum, and to add to the expansive effect of the elastic steam. We shall see, however, that, perfect as were Fitch and Voight in the theory, they were embarrassed in practical success by their ignorance of the respective proportions which the boiler, cylinder, condenser, and airpump ought to bear to each other. The exact and scientific relation of these parts of the engine upon the perfect mechanism of the whole had not then been ascertained by any engineer, and our American constructors were forced to grope in the dark, as it were, feeling their way, and being painfully instructed by the comparative failure of the different parts of the engine, that they were only making experiments where they had hoped for triumphant success.
The passage of the law by the State of Delaware, the great probability that the experiment would be successful, and the presumption that the money already expended might be reclaimed, led to an agreement among all concerned to make new advances. A deed for that purpose was accordingly drawn. It was dated Deb. 9,1787, and is now in the possession of the American Philosophical Society, with which it was deposited some years ago by Dr. Benjamin Say. It was entitled, "an Indenture for reciprocal advantage," and recited that "John Fitch had invented a method of propelling or driving a boat through the water by the agency and force of steam, but not being of an ability to carry the same into an experiment and effective use and service did therefore contract with certain subscribers, conveying unto them, in consideration of their aid and assistance to him rendered, for the purpose of carrying the aforesaid invention into effect, certain privileges advantages, and emoluments, to arise from and issue out of, the said invention; and that the agreement was not thought sufficient for the future interests of the company, and that a new one was therefore made." The regulations specified by the instrument were in substance as follow:
1st. That the whole interest was to be divided into forty shares; and John Fitch conveyed every interest and advantage that he had in the invention to the subscribers, in proportion to their shares, the residue to be held as property of John Fitch.
2nd. John Fitch was to be considered as a member having no greater superiority than other members of the company.
3rd. In balloting, every member to have a vote for all shares less than three, but not to have more than three votes, although he might own more than three shares. Questions to be determined by a majority of votes by shares.
4th. Five directors and a treasurer to be elected two days after signing the articles. The same officers to be elected thereafter, in January of each year.
5th. The company to have stated meetings on the first Monday of the months of January, April, July, and October, in each year. Alterations in the articles might be proposed at one- quarterly meeting, be voted on at the next, and if then sanctioned, be brought up for final adoption at the third quarterly meeting. Dividends to be made in April and October.
6th. Directed how shares might be transferred and assigned.
7th. Related to the organization of the Board of Directors and their powers, &c. They were granted authority to lease the boats of the company for six months without a vote of the shareholders, but not longer. They might contract debts not exceeding L100. They were to have a secretary, hold regular meetings, and keep minutes.
8th. Prescribed the duties of treasurer.
9th. "And whereas the said John Fitch, in the course of his experiments, hath constructed a method of moving a boat in such manner, as that the power of horses or cattle may be advantageously employed, it is agreed and understood that all the benefits to be thereby derived are to be held and enjoyed by the company in the same manner and under the same rules, as in the movement by steam."
This agreement was signed by all the members of the company, at that time, viz.: John Fitch; Samuel Vaughan, one share; Richard Wells, one share; Benjamin W. Morris, one share; Richard Stockton, three shares; John Morris, one share; Joseph Budd, one share; Benjamin Say, two shares; John and Chamless Hart, one share; Thos. Say, one share; Magnus Miller, one share; Gideon Hill Wells, one share; Thomas Hutchins, one share; Richard Wells, junior, one share; Richard Stockton, for John Strother, one share; Israel Israel, one share; William Reubel, one share; Edward Brooks, jr., one share; Henry Voight, five shares; Henry Toland, one share; Thomas Palmer, one share. It will thus be seen that twenty-seven shares had already been parted with by Fitch, 80 that his own interest had been reduced from twenty shares to thirteen.
In May, 1787, the steam-engine was completed, but it was found that 'the wooden caps to the cylinders" admitted air. They were also horizontal, and "the piston was leaky." Money was advanced by the company to set them right. The machinery was all taken out from the foundation and set up again-a very tedious job. After a heavy expenditure and a waste of time, the works were again fixed with a perpendicular cylinder. It was then discovered that the condensation was imperfect. They were obliged to " throw the condensers away," and procure others according to the draft of Voight who entitled his invention "a pipe condenser." Several other forms of condensers had been previously tried, but were found to be useless. The steam valves were also imperfect. In lieu of these, Voight invented a double cock, "through which the steam could pass to the cylinder, and when it had done its work to repass said cock to the condenser." Whilst these alterations were being made, the projectors and the company were expectant, but as soon as one defect was remedied another became apparent. At length it was supposed that everything was perfect, but, lo! a new and unforeseen difficulty arose. The engine worked so briskly that the boiler could not furnish sufficient steam to supply it continuously. Yet the boat had been moved, and at a rate, too, when going, of three or four miles an hour; but frequent stoppages were necessary to accumulate fresh supplies of steam. The shareholders now became discouraged, and some of them abandoned the project. Fitch in despair was inclined to give up the attempt, but he determined to try another appeal. He prepared a piece for publication, hoping to gain new sympathy from persons who had not yet aided him. This interesting paper was in the following words:
The laws of God are positive; and he that does not comply with them in the strictest sense cannot expect success. His laws are equally positive in every branch of Mechanism, and in all sciences, as in other things, and I do not know of more than one man on earth that perfectly understands them all, and would willingly give £1000, if I had it, to be made infallible and consecrated Pope for one year. I acknowledge I was vain in undertaking a business which I knew nothing about, that has taken near a Century to bring to perfection,-I mean the steam-engines-especially Ruben it was to be applied to a different purpose from any heretofore in use; yet I doubt not but my frenzy in this will be forgiven when every circumstance which Prompted it is duly weighed. When the Greatest and most Brilliant King of France and the Potent Empress of Russia did not think it beneath their dignity to promote one of the first powers in nature into their Empires, it emboldens me to suppose that the patriots of America would not look down upon it with contempt; especially when so many of the first characters approved and assisted in so great an undertaking. But the several circumstances which forced me into it would be too tedious a detail. But may it suffice when I say I am of opinion, and ever have been, that the force of steam may be applied to great advantage to vessels from Twenty tons burthen and upward. My first principles are these, & I know that they are strictly conformable to the great laws above referred to: Take two equal forces, and apply them in an equal manner to two vessels of equal dimensions and weight, they must go equally fast.
From my method of rowing, I have found by actual experiment that an equal force will carry a Boat faster than any method heretofore used; consequently, I know that if I have the force of 50 men, I can carry the boat as fast as 50 men can. From these principles, say that all boats from 90 tons burthen and upward may at all times be carried as fast as a twelve oared Barge can be rowed, provided we have skill to execute and to proportion our works, which propositions and assertions cannot be controverted by any who are acquainted with the principles. Now, on the supposition that these facts are well founded, I beg leave to suggest the advantage it would be to the United States. I suppose a 12 oared barge would make equal speed with a stage wagon; and in many parts of the states travelers could be accommodated with it; which would save a great expense of horseflesh and feed-travelers better accommodated than in Wagons, their fair cheaper, and less fatigue.
And where streams constantly tend one way, great advantage will accrue to inland navigation; and in particular to the Mississippi and Ohio rivers, where the God of Nature knew their banks could never be traversed with horses, and has laid in a store of fewil on their head waters sufficient to last for the latest ages, for the very purpose of navigating their waters by fire; an estimate of which I beg leave to make:
It takes 30 men to take a boat of 30 tons burthen from New Orleans to the Illinois. Their wages, provisions, Taffy, and other perquisites, cannot be estimated at less than 100 Dollars per man per trip; which must cost 3000 Dollars to transport 30 tons too and from New Orleans to the Illinois. Now, I say, could I be enabled to complete the Experiment, I will obligate myself to make a boat of 60 tons burthen, with the Engines and all complete for the voyage, for 2000 Dollars; and as that could work double the hours as men at Oars, it could go in half the time, and transport 120 tons in the same time that the other would 30 tons; which, at the rate they no v charge, would pay for itself and clear 10000 Dollars whilst one boat could make one trip-and larger boats could be made to greater advantage. It would also raise the value of land in the western territories in proportion.
It may be said that the Spaniards will not allow us a trade down the River. They cannot refuse us one up, and I believe at or near the falls of St. Anthony may be nearly as good a stand for the Fur trade as Hudson's Bay, which is worthy the attention of the most potent Emperor. It may be objected that it takes up too much room, and is too weighty.
In a Boat of 100 Tons, it would not take up as much room as in this of 15 tons; as the Engine could then be placed throughout ships, and it may be made with less weight than we have now on board in this. But nothing is more cumbersome and burdensome on Board of a Boat than men and Baggage; and 6 ton of Machinery will take a Boat up the Mississippi sooner than Ten ton of men, baggage, and provisions. It may also be said, it may be liable to get out of order, it being so complicated. Was that the case it could not answer so valuable a purpose for Pumping mines, turning Mills, &c. But the fact is, most parts cannot get out of order till wore out, if once put in good order; and those parts which may get out of order are those that may in a short time be rectified. But the Grand and Principle object must be on the Atlantic; which would soon overspread the wild forests of America with people, and make us the most opponent Empire on Earth, and at all times carry on a trade on the Coasts of Barbary with impunity, and Chastise them at pleasure. Pardon me, generous public, for suggesting ideas that cannot be digested at this day. What opinion future ages will have of them, time only can make manifest. But it is sure that the Laws of God in Machinism have permitted a steam Engine to work on Board of a small Boat equally as well as if it had been placed on Land, and rowed the Boat at the same time, notwithstanding we had frequently to stop, and for no other reason than for the Want of steam; and the same law will permit me to make steam sufficient on Board a Vessel as on Land, was my Boiler properly constructed, unless nature should recoil so far as that the boiling of water will not produce it. And every one -even the most obstinate Blockhead-that saw it must be convinced, if the Engine worked sufficiently steady and forcible, it must answer to my utmost wishes. But I know, let these things be ever so well founded on reason and fact, at this day they cannot be looked upon but as delusive, and the effects of Lunacy. Therefore pray that I may be enabled to be useful to mankind in the way that is known and practiced to advantage.
How many parts of America is there that Mills can scarcely be obtained, and what wants of exportation for the wants of proper Mills I could not attempt to describe. When future ages shall revere great Lewis the 16, for promoting the happiness and interest of Mankind, will there be no sons of Columbia to eclipse some of those dazzling rays of that Mighty Monarch, and introduce one of the first powers of Denature into our Empire? After a long, tedious, and expensive process, Engineers are now introduced into our Territory, and as a Citizen of the States, feel myself much indebted to the generous Characters which have effected it, and it would give me extreme pain to see so valuable a Branch of machinism perish for so trifling cultivation as is necessary at present. And should I be patronized in my permute, and did not render every service in my power to my country, or State, that should do it, or fully compensate my Patrons, I would suffer myself to be called ungrateful, and my patrons must go on as sure ground as there is honor in the United States. Congress gave Mr. Rumsey assurance of a considerable tract of territory on the North side of the Ohio, provided he carried a Boat on the Ohio 50 miles in a day by his machinism. To estimate the Ohio to set at 1 mile per hour, which at low water it does not exceed, I have carried my Boat at the rate of 54 miles per day, against that stream; and as I had no reason to believe that it was offered to him as being a favorite Citizen when I became acquainted with his principles, it induced me to undertake it on others [on other principles]. And if the carrying of a Boat up the Ohio, 50 miles per day, merits ;30 thousand acres of Land, 55 miles per day is worth 60 thousand acres, and 100 miles worth three such tracts of Territory, or at least would make that country ten times as valuable, and although I have not carried my boat 50 miles per day against the Ohio, yet as long as I have carried it at that rate on other waters, I think that I am justly entitled to the reward. Therefore, whoever will patronize my scheme will lay out their money on as sure ground as the Honor of our Empire, and if we can bring it to the perfection which I expect, may reasonably expect very considerable more than has been offered, and if we do no more than has been done, may expect to be well rewarded for our time and expense, as Congress will never take the advantage of me on act that there was no previous contract made.
But why those earnest solicitations, to disturb my nightly repose, and fill me with the most excruciating anxieties; and why not act the part for myself, and retire under the shady Elms on the fair banks of the Ohio, and eat my coarse but sweet bread of industry and content, and when I have done, to have my body laid in the soft, warm, and loamy soil of the Banks, with my name inscribed on a neighboring poplar, that future generations, when traversing the mighty Waters of the West, in the manner that I have pointed out, may find my grassy turf, and spread their cupboard on it, and circle round their cheerful Knogins of Whiskey, with three times three, till they should suppose a son of misfortune could never occupy the place.
The Steamboat has been a matter of great speculation and discourse, and I think it my duty to inform the public that I am obliged to quit it purely for the want of recourses, after it is demonstrated as clear as one of Euclid's problems, that it may answer a Valuable purpose.
But I thank my God for the perseverance he has given me, in carring to such length as I have, and for the tranquillity of my mind which I feel at Present, although in some respects I have thrown myself in very alarming circumstances, but should I ones reach the fertile plains of Kentucky, and there injure my health, I would bid defiance to the blind unguided frouns of fortune, and when once in calm retirement, the promise of Riches or favor of courts Sill not be solicited. I have long resided in the State of Pennsylvania, and confess that I leave it with reluctance. I return them my most sincere thanks for the protection which I have received from the Laws, and humbly beg leave to give her a cordial farewell, as I now expect to become a Citizen of another state. It would have given me a heartfelt pleasure, could I have rendered more and an immediate service to the State than I have, yet please myself with the Idea, when I am sleeping under the Poplar in the lofty forests of Kentucky, my feeble attempts will be found of that use which I now wish them to be. Yet doubt not, but I shall be censured by the guide and unthinking, but if the number does not exceed those that could mend what I have done, I retire with content, and fully satisfied to say farewell.
~ John Fitch.
Without sending this article to the newspapers, he showed it to several of the principal stockholders. They relented, and more money was furnished. The necessary alterations were made. The machinery worked exceedingly well, and there was plenty of steam. The boat was accordingly tried on the 22d of August, 1787. The Convention to frame a Federal Constitution was then in session in Philadelphia, and the members were invited to witness the experiment. The boat was tried near the place where it was built, and it was propelled by the power of steam. It went but slowly, however: the cylinder was only twelve inches in diameter, and the force of the machinery was not sufficient to move the boat at a rate of speed which would render it valuable for use on the Delaware as a packet-boat. Nevertheless, those who were present were satisfied that the trial had demonstrated that a boat might be moved by steam. In his journal, Fitch mentions that nearly all the members of the Convention were present, except General Washington. Gov. Randolph, of Virginia, " was pleased to give the invention Countenance," and Dr. Johnson, of Virginia, the next day sent the patient enthusiast the following note:
Dr. Johnson presents his compliments to Mr. Fitch, and assures him that the exhibition yesterday gave the gentlemen present much satisfaction. He himself, and, he doubts not, the other gentlemen, will always be happy to give him every countenance and encouragement in their power which his ingenuity and industry entitles him to.
Thursday afternoon, 23d August, 1787.
In the Diary of Rev. Ezra Stiles, of New Haven, Conn., under date 1787, Aug. 27, is the following entry:
"Judge Ellsworth, a member of the Federal convention, just returned from Philadelphia, visited me, and tells me the
convention will not rise under three weeks. He there saw a Steam-Engine for rowing boats against the stream, invented by Sir. Fitch, of Windsor, in Connecticut. He was on board the boat, and saw the experiment succeed."
In December of the same year, David Rittenhouse, the celebrated astronomer, Andrew Ellicott, Professor in the Episcopal Academy, and Dr. John Ewing, Provost of the University of Pennsylvania, gave the following certificates of the performance of the boat at the time to which we have referred and subsequently:
These may certify that the subscriber has frequently seen Mr. Fitch's steamboat, which with great labor and perseverance he has at length completed, and has likewise been on board when the boat was worked against both wind and tide, with a very considerable degree of velocity, by the force of steam only. Mr. Fitch's merit in constructing a good steam engine, and applying it to so useful a purpose, will no doubt meet with the encouragement he so justly deserves from the generosity of his countrymen; especially those who wish to promote every improvement of the useful arts in America.
David Rittenhouse.
Philadelphia, Dec. 12th, 1787.
Having also seen the Boat urged by the force of steam, and having been on board of it when in motion, I concur in the above opinion of Mr. Fitch's merits.
John Ewing.
From the well known force of steam, I was one of the first of those who encouraged Mr. Fitch to reduce his theory of a steamboat to practice; in which he has succeeded far beyond my expectations I am now fully of opinion that steamboats may be made to answer valuable purposes in facilitating the internal navigation of the United States, and that Mr. Fitch has great merit in applying a steam engine to so valuable a purpose, and entitled to every encouragement from his country and countrymen.
Andrew Ellicott.
Philadelphia, December 13th, 1787.
Whilst the Company were pleased with the result of this experiment, the fact that the engine was not of sufficient power for a passage-boat or packet was most apparent. That fresh expenditures would be necessary to procure a larger cylinder, and to reconstruct all the works to suit, was also evident. In this posture of affairs, Richard Wells, Richard Stockton, and Dr. Benjamin Say, three of the most earnest among the shareholders, undertook to procure further advances. They were successful in inducing their companions to yield more assistance. The patterns for an eighteen-inch cylinder were procured, and Fitch set out in October to Warwick Furnace, in New Jersey, to have them cast. Upon his return he was informed that a person from Virginia had told some members of the Company that James Rumsey, of Virginia, was claiming to be the inventor of a steamboat.
This person, it was afterwards ascertained, was William Askew. " He told so many unaccountable stories about it," said Fitch, " that he gained but little credit with the Company as to the truth of the main story itself. For my own part, I could not credit it, but suspected him to be a man that wished to tell great stories; but I could not [did not] see him myself." It was well known to Fitch and his associates that in 1784 Rumsey had invented a mechanical boat, propelled by hand-labor, and by the force of the streams of rivers which borrowed the power of the current, to work setting-poles and wheels. Being aware of the real nature of Rumsey's invention, he was unprepared for the claim now made by the latter-that he had invented a boat to be propelled by steam. He was of opinion that the idea of employing steam was an afterthought adopted by Rumsey after Fitch's petition to Congress in 1785, and his subsequent proceedings had become notorious, and after experiment had satisfied Rumsey that the poleboat was impracticable, or rather not of sufficient utility to be worthy of employment.
In order to refute this claim, Fitch immediately procured the certificate of Edward Pennington and others, who had seen Rumsey's boat work, that it was propelled by waterwheels and settingpoles, and that there was no steam used.
With these proofs he set out to Virginia, to ask from the Legislature of that State the passage of a law to secure him in his rights. He reached Richmond in the latter part of October, and saw in the House Colonel Powell, of London County, with whom he was acquainted. To him he showed his papers, including the letter of Ex-Governor Johnson, of Maryland, given Nov. 25th, 1785. On reading the latter, Colonel Powell called to Colonel Clapham, who was a brother-in-law of Ex-Governor Johnson, and who also lived in Berkeley County, near James Rumsey.
When Clapham read it, very significant looks were exchanged between himself and Powell. Whilst Clapham did not come out in determined opposition to Fitch, he urged the existence of the law in favor of Rumsey before the Committee which was appointed to consider the petition of the new claimant. General Wood and Colonel Wills, of the Senate, had seen Rumsey's boat in motion at loath, in 1784: and they attended before the Committee, and testified that it was entirely different from Fitch's boat, and that it was not moved by steam. Beside this, the claimant immediately set to work to pen his reasons why he believed that Rumsey's law ought not to prevent the passage of one securing to him special rights in all boats "moved by fire and steam."
In that paper he argued that Rumsey was entitled to nothing under the law but the use of his own boat, which it was notorious was not a steamboat. If he had really invented a steamboat, and was dishonest enough not to communicate it to the public, he was not entitled to any reward, because the public would thereby be deprived of the benefit of the invention. If he had even communicated his discovery to some persons, he was entitled to no patronage; because they might die, and the secret die with them. It was urged that the first inventor who lays his discovery before the public ought to be encouraged; and as Fitch laid the plan of his steamboat before Congress in August, 1785, and before the Legislature of Virginia in December of that year, he was entitled to the protection which he asked. In New York and Pennsylvania, laws had been passed giving Rumsey every right to which he was entitled in his own boat. The same states had afterwards given special rights to Fitch, because it was not thought that the acts securing the privileges of the former were in any manner infringed by those protecting the latter. When Fitch was before in Virginia, in 1785, there was no idea broached by any one that Rumsey had invented a steamboat. The bond which Fitch had given to Governor Patrick Henry, to produce a steamboat in the waters of Virginia when a thousand copies of his map were sold, was referred to, and it was argued that if Governor Henry had l supposed that Rumsey's law had any reference to a steamboat, he would not have permitted the execution of an instrument the condition of which was that a law of the State should be broken. It was also suggested that the law securing Rumsey's rights was ambiguous and imperfect,-his invention was not described,-so that there was no ascertaining what rights were secured by it except by common report. These topics were urged with ingenuity, and at length, and they produced an effect. The Committee reported favorably, and the Legislature of Virginia, on November 7, 1787, passed a law in the terms of the Pennsylvania statute, securing Fitch s rights in the steamboat for fourteen years; conditioned, however, that the privileges thereby granted should be "void at the expiration of three years from its commencement, unless the said John Fitch shall then have in use, on some river of this commonwealth, boats, or craft of at least twenty tons burthen, constructed and navigated as above described."
In Maryland the same paper was shown to the committee appointed on Fitch's petition for a special law. There was added to it this argument, that in his petition to the Assembly of that State, Rumsey had said that his plan was for "navigating boats against the currents of very rapid rivers, at very small expense." Now, urged Fitch, triumphantly, "the cost of a steam-engine is eight times that of the boat itself; it was impossible that he meant the steamboat." He also referred to the favorable report in relation to his scheme, made in 1785, to the Maryland Legislature, and argued that it would not have been sanctioned if his steamboat had in any manner interfered with Rumsey's law. In the Assembly at Annapolis was Gov. Thomas Johnson, to whose letter we have hitherto referred. This gentleman had now changed his ground, and was disposed to thwart the man whom, in Nov., 1785, he had furnished with a very flattering testimonial of merit and originality. lie threw some obstacles in the way of the petitioner, but finally believing that Gen. Washington would certify that he had seen a steamboat propelled by Rumsey, at Bath, in 1784, agreed to rest the question, whether Fitch s law should be resisted on the reply to that inquiry. This created delay, and Fitch, not having time to wait, left Annapolis. In consequence of his not pushing the matter, the law was not passed.
Among the few evidences preserved of the intercourse between Fitch and his family, is a letter written about this time, and addressed to his daughter Lucy, dated Dec. 18, 1787, from which the following extract has been made:
"You express a tender regard for your mother, which strongly recommends you to me. Should I be enabled to throw a fortune in your way, and you should neglect your mother, I should think you too base to be my daughter."