Chapter 2
The manufacture and sale of the new shearing-machine, into which Mr. Cooper introduced many additional improvements, was a prosperous business, especially during the war of 1812, when domestic woolen goods were in great demand. He married, December 18, 1813, Sarah Bedell, a lady of Huguenot descent, who made for him a happy home during fifty-seven years.[1] He bought a house in Hempstead, expecting to remain there; and in the household, as in business, he gave rein to his ardent and versatile inventive faculty. One of his domestic contrivances rocked the cradle, fanned away the flies, and played a lullaby to the baby. He sold the patent in Connecticut to a Yankee peddler for a horse and wagon, and the peddler's stock, including a hurdy-gurdy. Another invention was a machine for mowing grass, constructed on the principle of his cloth-shearing machine.
But after the war, the domestic woolen mills were shut down, and there was no sale for Mr. Cooper's machines. So he first turned his factory into a furniture shop, and then, selling it for what he could get, he moved to New York, and started in the grocery business, buying for this purpose a long lease of the ground where the Bible House now stands, opposite the Cooper Union on Ninth Street. Upon this ground he erected several buildings, one of which he used as his office. The business was profitable; but the real foundation of Mr. Cooper's wealth was laid when, at the age of thirty-three, he purchased a glue factory, situated where the Park Avenue Hotel now stands, and established himself as a glue manufacturer. The business speedily acquired and held for half a century practically the whole trade of the country in glue and isinglass,--a monopoly fairly earned by the cheapness and excellence of its product.
Mr. Cooper's inventions improved the quality and reduced the cost of his product, while his energy, industry, and frugality steadily increased his surplus cash, and enabled him, without borrowing capital, to extend his sphere of operations. For many years, he carried on his glue business without bookkeeper, agent, or salesman. Dawn found him at the suburban factory (on what is now Thirty-Second Street) lighting the fires and preparing for the day's work; at noon, he drove in his buggy to the city, where he made his own sales and purchases; and all his evenings he spent at home, making up his accounts, answering his correspondents, studying out new inventions, or talking and reading to his wife and children.
By these simple, old-fashioned methods he built up a business and accumulated a fortune too large to be thus administered. It would have been impossible for one head to carry the details of work and management, for one pair of eyes to superintend each part of the work, or for one pair of feet, however tireless, to travel all the ways which lead to and from a great modern industrial establishment. Still less could financial direction and protection be compassed by the simple scheme which Mr. Cooper, in his old age, recalled with pride. "I used," he said once, "to pay all my debts every Saturday night; and I knew that what I had left was my own!" This could not have been strictly true; but it doubtless expressed an old man's memory of the way he began, and the principles he had followed, with that horror of debt which dated from the time when debtors could be put in jail. Fortunately for Mr. Cooper, his son Edward, and his son-in-law, Abram S. Hewitt, were at hand to undertake the management of his business enterprises at the time when his own simple methods would have proved inadequate, so that his inventive genius, adventurous courage, and, above all, intense philanthropy, were backed with ample means.
In this account of his business ventures (though of much later date than those already mentioned) the part played by Peter Cooper in the development of the American iron industry and in the construction of the first transatlantic submarine telegraph may be recorded.
The manufacture of iron was one of the early industries of the American colonies, and after the Revolution it was prosecuted with increased activity in small and primitive establishments. With its development into scientific forms on a large scale Mr. Cooper was both directly and indirectly connected. His Ringwood estate in New Jersey had been the scene of the operations of the Ringwood Company in 1740, and of its successors,--Hasenclever (1764) and Erskine (1771); and the Durham furnace, on the Delaware River in Pennsylvania (on the site of the Durham Iron Works of Cooper & Hewitt), made its first blast in 1727. Mr. Cooper himself was engaged in 1830 in the manufacture of charcoal iron near Baltimore, and in 1836, together with his brother Thomas, he operated a rolling-mill in New York (on Thirty-Third Street, near Third Avenue). At this mill anthracite was used for puddling in 1840. In 1845 the business was removed to Trenton, N. J.; and in the new rolling-mill--then the largest in the United States--built at Trenton for the manufacture of rails, the first iron beams for buildings were rolled in 1854. By the erection of blast furnaces at Phillipsburg and Ringwood, N. J., and Durham, Pa., and the addition of wire mills, bridge shop, chain shop, etc., to the works at Trenton, the purchase of iron and coal lands, and the development of numerous mines, the firm of Cooper & Hewitt achieved high rank among the ironmasters of America; and the Iron and Steel Institute of Great Britain conferred upon Peter Cooper in 1879 the "Bessemer gold medal" for his services in the development of the American iron trade. In 1890 the same honor was given to Mr. Abram S. Hewitt in recognition of the experiments at Phillipsburg as early as 1856 to test the new invention of Bessemer, of his introduction of the open-hearth steel process into the United States, and of other services rendered to the steel industry,--in all of which he may be said to have followed, with the advantages of a wider culture and ampler means, the example set by Mr. Cooper.
One of the boldest yet wisest and most profitable operations of Mr. Cooper was his investment in the Atlantic cable enterprise of Cyrus Field. He was already past middle age when this audacious scheme began to be dreamed of. In 1842 Morse had laid down an experimental cable from Castle Garden to Governor's Island in New York harbor, and claimed as a practical inference that a telegraphic communication on his plan could "with certainty be established across the Atlantic."[2] In 1851 the first cable was laid between France and England, and others rapidly followed on ocean lines over short distances. The principle was thus established, and the doubts as to its practical application to a line of at least twenty-five hundred miles were of such a character as to seem more serious to scientific men than to American capitalists of Mr. Cooper's type. In March, 1854, the New York, Newfoundland, & London Telegraph Company was organized, and Mr. Cooper became (and remained for twenty trying years) its president. There was little difficulty in raising the money for the eighty-five miles of cable which were to be laid under the Gulf of St. Lawrence, or in obtaining from the British colonies favorable charters granting exclusive privileges, land grants, and even subsidies. Yet the construction of the land line across Newfoundland to the terminus at Heart's Content proved difficult and costly, and the St. Lawrence cable was lost in laying. Yet additional capital was subscribed; and a couple of years later the Newfoundland line, the St. Lawrence cable, and another submarine link of thirteen miles across the Straits of Northumberland had been successfully finished. Nothing remained to be done _except_ the procuring of means and the devising of successful methods for the installation of the Atlantic cable itself, without which all this preliminary expenditure would have been thrown away.
The capital estimated as necessary for making and laying the cable was raised by Mr. Field in England, where the Atlantic Telegraph Company was formed to construct and operate the line under concessions from the parent Newfoundland company. All classes in England felt a sentimental interest in the romantic enterprise; and the subscribers to the new stock included such men as Thackeray and others of equal note, outside of business circles altogether.
The company proceeded with vigor,--secured from the governments of Great Britain and the United States guaranties of subsidies and the free use of ships for laying the cable; contracts for the cable and its insulating covering were executed; and by the end of July, 1857, the British Agamemnon and the American Niagara had each twelve hundred and fifty miles of it on board. In August they connected the two halves of it in mid-Atlantic, and in September the shore end was landed at Heart's Content.
The sequel is familiar history. A few messages had been sent and received, when the current grew weaker and weaker, and at last failed entirely. The result was a strong reaction in popular sentiment. It was even questioned whether any messages had actually crossed the Atlantic. Fortunately this doubt could be conclusively disproved,--especially in England, where it was known that the British government had wired by the cable before its failure news of great political importance. The British company indeed courageously proceeded to make another cable; but when this parted in mid-ocean during the process of laying it even British tenacity of purpose was daunted, and for some two years the enterprise seemed to be dead. Meanwhile public opinion on this side was far more unfavorable, and the parent company found itself without means or credit. To retain its privileges it must pay additional money, and to make those privileges worth anything capital must be raised for a third attempt to lay the transatlantic line.
Without describing in detail the difficulties and anxieties of this period, it may be said that the intelligent courage of Peter Cooper saved the enterprise, while it secured to him a large pecuniary reward; for he perceived that the real problem had been solved by the first apparent failure; that the failure of a cable in use or the loss of a cable in laying it were mere incidental misfortunes which more thorough precautions and better luck would preclude; and he backed with his own faith and money the undaunted enthusiasm and persuasive eloquence of Mr. Field, whose expenses he paid for another journey to England, and who succeeded at last in raising there the funds for the third and successful attempt. Moreover Mr. Cooper upheld the credit of the Newfoundland company, personally paying the drafts drawn upon it, and taking its bonds as his security. It is too much to say that the Atlantic cable would never have been laid, but there can be no doubt that the enterprise would have been long suspended, without this timely aid. The third cable was a success; the lost second was recovered and made useful; and now the thing is easy which thus seemed so problematical. If Peter Cooper received in the end a handsome sum from this investment, who could grudge him the wealth so acquired?
FOOTNOTES:
[1] Many years after his wife's death, and shortly before his own, Mr. Cooper dictated the following passage, which is almost the last in his _Reminiscences_:--
"Not only do I think of my wife during my waking moments; she often comes to me in my dreams, sometimes once a week, sometimes once in two weeks, and sometimes at longer intervals. It is one of the greatest pleasures of my life that I can believe that she has been, and is now, my guardian angel, and it is one of my happiest hopes that I shall see that this our world is but the bud of a being that is to ripen and bear its choicest fruits in another and a better."
[2] Letter of Morse to the Secretary of the Treasury in the autumn of 1843.
IV
INVENTIONS
THE inventions projected, though in many instances not perfected or successfully introduced, by Mr. Cooper constitute a long list and cover a wide field. A few of them may be mentioned here, in addition to those to which allusion has been made already. It will be seen that even those which failed of commercial success generally contained the germs of future mechanical progress, and bore witness to the extraordinary vigor and versatility of his genius.
When the Erie Canal was approaching completion it occurred to Mr. Cooper that canal boats might be propelled by the power of water drawn from a higher level and moving a series of endless chains along the canal. After some preliminary experiments he built a flat-bottomed scow, arranged a water wheel to utilize the tidal current in the East River, and actually achieved a trial trip of two miles and return, in which Governor Clinton and other invited guests took part. The governor was so well pleased that he paid Mr. Cooper eight hundred dollars for the first chance to purchase the right of applying the method on the new canal. But the scheme failed for the reason (as Mr. Cooper explained half a century later) that the right of way for the Erie Canal had been secured from the farmers of the State by representing to them the profit which they would realize from selling forage, etc., for the use of canal boats, which were to be drawn by horses or mules. The introduction of mechanical power would destroy these inducements, and the plan was abandoned,--though Mr. Cooper had demonstrated its feasibility by running his endless chain on the East River for ten days and carrying hundreds of passengers over the trial route. It is not likely that such a use of water power on the Erie Canal would have proved practicable on a large scale; but the endless chain, which Mr. Cooper apparently considered as a minor feature only, has been adopted since, and lies at the basis of the famous Belgian system of river and canal transportation.
In 1824 the wave of enthusiastic sympathy for the Greeks which swept over the country upon receipt of the tidings of their revolt against Turkish tyranny stimulated Mr. Cooper to invent a torpedo boat, to be steered from the shore by "two steel wires, like the reins of a horse." But on the trial trip of the boat a ship crossed and broke the wires when about six of their total length of ten miles had been let out. The delay made the invention too late for use by the Greeks, and it was not further pursued.
About 1835 the subject of aerial navigation had in the United States one of its periodical revivals. Mr. Cooper, believing that a motive power developed from materials of small weight was essential to the solution of the problem, resolved to employ the explosive force of chloride of nitrogen,--one of the most dangerous compounds known to chemists. The result of his experiments in this direction was an explosion which blew his apparatus to pieces, and nearly cost the audacious inventor an eye. In fact, though the organ was saved from total destruction, it was permanently injured.
The conveyance of freight by aerial cables--a method now widely used--was practiced by Mr. Cooper at an early day. The use of elevators in buildings was foreseen and provided for by him in the erection of the Cooper Union building, and in that building also he introduced for the first time iron beams as part of a fire-proof construction. In these and other inventions his prophetic intuitions were illustrated.
But such intuitions do not fully take the place of scientific training; and one of the inventions of Peter Cooper--which he considered for many years, and possibly to the very last, as his crowning achievement--was a curious example of misdirected ingenuity. It is worthy of notice here, however, for another reason, namely, because of its accidental association with one of its inventor's most remarkable triumphs.
As a young apprentice he had studied the steam engine, and had resolved that he would improve it by doing away with the crank. To his mind this was a source of great loss of power, and he believed that, if he could transform the rectilinear motion of the piston rod directly into rotary motion without the intervention of the crank, he would effect a notable economy.
Now, there is no such loss of power through the crank as he imagined, nor is it likely that any other device for obtaining rotary from rectilinear motion will be found superior to that which Watt devised. But Peter Cooper assailed this fancied evil with undoubting confidence, both as to its existence and as to his ability to do away with it. The result was an invention for which he received, April 28, 1828, letters patent of the United States. At that early day patents were comparatively few,--so few that this one bears no number; and the duties of general administration did not prevent the highest officials from attending to details. This patent, issued to Peter Cooper, of New York, was personally signed by John Quincy Adams, President; countersigned by Henry Clay, Secretary of State; transmitted to William Wirt, Attorney-General; examined, approved, and signed by him, and returned to the Department of State for final delivery to the patentee. It grants for fourteen years to the said Peter Cooper, his heirs, administrators, and assignees the exclusive right to make, use, or license others to use, the described improvement in the method of effecting rotary motion directly from the alternate rectilinear motion of a steam piston. Evidently these distinguished statesmen--Adams, Clay, and Wirt--were not experts in mechanics, or at least did not undertake to hinder by technical criticism the experiments of American ambition; and there was no trained corps of patent-examiners to decide upon the novelty, practicability, and usefulness of any proposed improvement in the arts. Probably the government shared at that time the dominant American feeling of unconquerable youth, ready to attack all problems, especially those which previous experience had pronounced insoluble, and to determine the impossible by attempting it. This spirit has in fact more or less dominated the United States Patent Office down to the present time. With all its present equipment of examiners, trained in theory and versed in technical literature, it still concerns itself chiefly in the consideration of a proposed invention with the question of novelty, rather than that of feasibility or value; and the effect has been that, while thousands of patents are granted for absurd, unnecessary, or inoperative devices, the net result of the encouragement thus given to individual ingenuity and audacity is a catalogue of great inventions unmatched in the history of any other nation.
The patent of Peter Cooper, which now lies before me,--a time-stained parchment bearing the great seal of the United States and the autographs of the famous men named above,--is accompanied by no drawings; but it contains a detailed specification which shows that the invention consisted in an arrangement by which, at each forward movement, a prolongation of the piston rod clawed into an endless chain, which was pulled back by the return stroke. This chain passed around a wheel, to which it consequently imparted a rotary motion.
Engineers do not need to be told that this cumbrous arrangement could not successfully replace the crank, even if such a replacement were desirable. Yet the inventor constructed a working-machine, and satisfied himself, by a "duty trial" of some sort, that it "saved two fifths of the steam." His discovery, however, was not hailed with immediate recognition by the mechanical public; and its author, undisturbed in his faith, bided his time.
This, by the way, points to a characteristic of Peter Cooper, differentiating him from the numerous enthusiasts whom prudent men are accustomed to avoid. He was not a man "of one idea." His fertile and ingenious mind threw out its suggestions in every direction, into fields untrodden by experience; but when any such plan failed of acceptance, he turned, with undiminished courage and hope, to something else, remaining, nevertheless, still steadfast in his former conception, and ready to seize any opportunity for its realization.
Thus it came to pass that Mr. Cooper's abortive improvement upon the steam engine was the source of his fame as the builder of the first American locomotive, as the following chapter will explain.
V
THE TOM THUMB
IN the specification of the patent secured in 1828 by Mr. Cooper for an improved steam engine, he took pains to declare the suitability of his invention as a motor for "land carriages." No doubt he had heard of Stephenson's "Rocket," if not of the engine built by Blenkinsop in 1813, the sight of which in operation caused Stephenson to resolve that he would "make a better." The famous competitive trial of the Rocket, the Novelty, the Sanspareil, and the Perseverance, on a two-mile section of the Liverpool and Manchester Railroad, took place in October, 1827, at which time Peter Cooper must have been perfecting the application for his patent.
But other circumstances played their part in the result which we are about to consider. Some time before 1830 Mr. Cooper had been drawn into a land speculation at Canton, in the suburbs of Baltimore. Failing of support from his partners, he had been obliged to buy them out, and to assume the whole burden of the enterprise. Just at that time there was great popular expectation of the future importance of Baltimore. A little earlier, there had been general despair among the merchants of that city. New York, Philadelphia, and Baltimore were seeking the trade of the region beyond the Alleghanies,--then "the West," but now the centre of the population of the United States. New York flanked the mountains with her Erie Canal; Philadelphia got at last a practicable, though less satisfactory, water line; but Baltimore, though nearest of all to the longed-for market, found, through careful examination by eminent engineers, that no canal was practicable for her, at a cost within her means. In 1824 and 1825 the consequent general despondency concerning the future of the city was so strong that Baltimore merchants began to move to New York and Philadelphia.[3]
But at this period the world began to hear of railways. A well-known merchant of Baltimore, returning from England, described with enthusiasm the coal trains, drawn by the cumbrous ante-Stephenson engines, which he had seen there. The idea of a tramway (with or without steam motors) found ready acceptance in a community both enterprising and desperate. A town meeting, held in 1826, to consider Western communications, resulted in an application to the Maryland legislature, and the incorporation, in March, 1827, of the Baltimore and Ohio,--the first railroad company thus created in the United States for purposes of general transportation,--the leader of that vast multitude of similar enterprises, the history of which is the history of our nation's marvelous commercial progress. By the legislative charter, the city of Baltimore and the State of Maryland were authorized to subscribe to the company's stock.
In the address already cited, Mr. Latrobe, an eye-witness, says of the scenes which followed:--