Page:The American Cyclopædia (1879) Volume VII.djvu/538

526 FULTON FULVIA harbor of New York with a torpedo containing 70 Ibs. of powder. In 1810 he again visited "Washington, and explained some improvements in his plans to Jefferson, Madison, and a num- ber of members of congress. So successful was he in his explanations that congress appropri- ated $5,000 for further experiments, to be pros- ecuted under the direction of the navy depart- ment. The sloop of war Argus had been pre- pared, under the orders of Commodore Rodg- ers, to defend herself against Fulton's attack, which proved unsuccessful. Various reports were made by the commissioners, but Rodgers pronounced Fulton's system to be impracti- cable. Fulton still believed in it, but he had engaged in other schemes which left him no time to continue his experiments. While resi- ding in Paris he had become acquainted with Robert R. Livingston, then United States min- ister to France, who had previously been con- nected with Nicholas Roosevelt and John Ste- vens in steamboat experiments at home. He now entered into the views of Fulton, and of- fered to provide funds for an experiment, and to contract for the introduction of the new method, if successful, into the United States. In 1798 an act was passed by the legislature of New York, repealing the act of 1787 in fa- vor of John Fitch, and transferring to Living- ston the exclusive privilege of navigating the waters of the state by steam, on condition that he should within a twelvemonth give proof of his having built a boat of 20 tons capable of a mean progress in the Hudson river of four miles an hour, and at no time omit for one year to have a boat of this construction plying between Albany and New York. This act was from time to time continued, and Fulton was finally included within its provisions. Late in 1803 Fulton constructed a working model of his intended boat, and at the same time com- menced building a vessel 66 ft. in length and 8 ft. in width. When finished, it did not move with the speed that was expected. In the same year, however, he sent an order to Watt and Boulton for a steam engine to propel a boat of large size, which was completed and reached New York in 1806. Fulton had mean- while informed himself of everything that had been attempted in steam navigation in Europe and the United States. He planned for the new machinery a boat that was completed and fitted in 1807 and named the Clermont. Its progress through the waters of the Hudson is stated at five miles an hour. In the course of the ensuing winter it was enlarged to a boat of 140 ft. keel and 16 ft. beam. So com- pletely was the utility of the invention estab- lished that the legislature extended the ex- clusive privilege of Livingston and Fulton five years for every additional boat, provided the whole term should not exceed 30 years ; and in 1808 passed another act subjecting to for- feiture any vessel propelled by steam which should enter the waters of the state without their license. His second large boat on the Hudson was the Car of Neptune, built in 1807. In 1809 Fulton obtained his first patent from the United States ; and in 1811 he took out a second patent for some improvement in his boats and machinery. Meanwhile the power of the legislature to grant the steamboat mono- poly was denied, and a company was formed at Albany to establish another line of steam passage boats on the Hudson, between that city and New York. The state grantees filed a bill in equity, and prayed for an injunction, which was refused on the ground that the act of the state legislature was repugnant to the con- stitution of the United States and against com- mon right. This decree was reversed by the court of errors, and a compromise was effected with the Albany company by an assignment to them of a right to employ steam on the waters of Lake Champlain. Other litigation followed, the result of which was that the waters of the state remained in the exclusive possession of Fulton and his partner during the lifetime of the former. A similar controversy arose in New Jersey, which was also compromised. Pending these controversies, Fulton constructed ferry boats to run between New York and New Jersey, one for a Brooklyn company, a boat for Long Island sound, five for the Hudson river, and several boats for steamboat compa- nies in different parts of the United States, some of them for the Ohio and Mississippi rivers. In 1811 he was made one of the commissioners appointed by the legislature to explore the route of an inland navigation from the Hudson river to the lakes. In 1814 congress authorized the president to build and employ one or more floating batteries for coast defence, and Fulton was appointed the engineer. He commenced immediately the construction of a war steamer, which was launched within four months, and was styled by the constructor the Demologos, though it was afterward named Fulton the First. This first war steamer was a heavy and unwieldy mass, which obtained a speed against the current of some 2 miles an hour ; but as the pioneer of the steam navies of the world it was regarded as a marvel, and as a most for- midable engine of defence. The war having terminated before her completion, she was taken to the navy yard at Brooklyn, where she was used as a receiving ship till June 4, 1829, when she was accidentally blown up. While engaged in the construction of this war steamer, Fulton was employed by the president upon an improved modification of his submarine boat, which was arrested by his death. The "Life of Robert Fulton," by C. D. Colden, was published in 1817. His life has also been written by James Renwick, in Sparks's " American Biography." FULVI1, a Roman lady, born about 80, died about 40 B. C. She was married successively to Clodius, Curio, and Mark Antony, and had part in arranging the fearful proscription of the second triumvirate. When the head of Cicero was brought to her, she pierced the tongue