THE UNITED STATES OF AMERICA. 105 



passage between New York and Albany, axdistance once estimated at 160, but not exceeding 

 145 miles, in fifteen or sixteen hours; but, for all useful purposes, a whole day might be 

 considered as expended in this voyage. It was now attempted to perform the passage between 

 sunrise and sunset. A vessel called the ' Sun ' was the first to undertake this, but was not 

 able to make her average passages in less than fourteen hours, and thus could fulfil the desired 

 object only during the longest days of summer. The engine of the ' Sun' was on the plan of 

 Woolf, having two cylinders, in one of which the steam acted by its pressure, in the other 

 expansively, and was condensed on leaving the second. The boilers were cylindrical, and as 

 there were no return flues, and the fuel employed was pine wood, a great loss of heat ensued. 

 Flame, in fact, issued from the chimnies, to the distance of six or eight feet. 



It was at this moment that Robert L. Stevens, the son of the Stevens who had devoted so 

 much time and labour to the early experiments on steam navigation, placed upon the Hudson 

 a vessel which he had constructed for the navigation of the Delaware, on which river an active 

 competition had been kept up, while all opposition had been excluded from the former river 

 by the exclusive grant to Fulton. This vessel far exceeded the ' Sun ' in speed, and made the 

 passage easily in twelve hours. 



The possibility of leaving New York after sunrise, and reaching Albany before sunset, for 

 the greater part of the season in which navigation is practicable, being thus established, several 

 other vessels were immediately constructed to fulfil the same object; and the steam boats 

 planned by Fulton himself, or constructed in direct imitation of them, were driven from the 

 river, or applied to the purpose of towing barges. 



Among the vessels which replaced them a strong rivalry existed, and contests of speed took 

 place daily. These contests involved more than mere reputation ; for the way passengers, who 

 often form the majority, were in the habit of entering the vessel which first reached their place 

 of embarkation. It thus happened that vessels which were frequently defeated were sure to 

 be losing speculations ; and even some of great speed, but which were not backed by a sufficient 

 capital, were also withdrawn, in consequence of the unprofitable prices at which the passages 

 were often given. 



In the course of these contests, changes were made in existing vessels, and these changes 

 were copied in the construction of new ones. These changes consisted principally in an in- 

 crease of the stroke of the piston, and therefore in the length of the crank, and in cutting off 

 the steam at half stroke. The first object was accomplished, in existing vessels, by adding an 

 additional piece to the cylinder. Even some of the older vessels were improved in these 

 respects, and again replaced upon the navigation, and competed, with tolerable success, with 

 those of the improved description. The old vessels, thus improved, took their places in what 

 is called the night-line. The transportation of passengers on the Hudson is adapted to two 

 distinct classes, those who travel for business, and those who travel for pleasure. The former 

 are best accommodated by vessels performing their passage during the night ; for thus business 

 may be transacted in New York on one day, and in Albany the next. No real advantage is 

 gained to these passengers by reducing the time of transit below twelve hours ; and the old 

 boats, thus improved, were enabled to effect this. On the other hand, every minute saved in 

 the passage by day light was considered of advantage. 



It appears probable that the use of a valve, cutting off the steam at half stroke, had at first 

 no other object in view than a saving of fuel. The person who first ascertained, as a practical 



