But let us pass further North. The Hudson has, since the time of Fulton, been famous for its steam-craft, and the impetus which necessarily followed after the success of the _Clermont_, and her successors, has not yet ceased to exist. As representative of the Hudson River type of boats in vogue during the ’sixties, the model of the steamer _Empire_ facing page 258 is not without interest, since it shows, the half-way transition between the _Clermont_ and the ultra-modern built-up ship as in the illustration facing page 262. Like her other sisters, the _Empire_, it will be seen, has a very light draught, and a characteristic feature of the development of the North American passenger side-wheel steamer is here to be noted in embryo, and as pushed to its furthest limits, in the case of the _Commonwealth_. I am calling attention to the manner in which the American custom extends the steamship’s sponsons or “guards” (as they are called). In a British paddle-wheel steamer, such as one finds employed on passenger or tug service, the sponsons are quite short. (This can easily be seen by reference to the _Dromedary_ opposite page 240.) But the American fashion is to allow these not to end suddenly, but gradually fine off at bow and stern so that the deck is carried well out-board. Forward is the pilot house, the passenger accommodation being provided in the centre of the “guard” deck and upper deck. The length of this vessel was 336 feet, whilst the breadth of the hull proper was 28 feet, though including “guards” 61 feet. In many of the Hudson steamers the strange sight is still seen of the use of the old walking-beam which penetrates through the top of the deck. As we have already discussed this elsewhere, it is scarcely necessary here to refer to it further, but the sectional model illustrated opposite this page will show quite clearly this principle. [Illustration: THE “COMMONWEALTH.”] [Illustration: BEAM ENGINE OF AN AMERICAN RIVER STEAMER. _From the Sectional Model in the Victoria and Albert Museum._]