Steam-ships : The story of their development to the present day by R. A. Fletcher

OPENING OF THE TRANSATLANTIC SERVICE When once the ability of steam-ships to make open-sea passages such as those between Liverpool, Belfast, and Glasgow had been demonstrated, shipowners began to turn their attention to the possibility of steamers crossing the Atlantic. The first steam vessel which is known to have made the crossing is the _Conde de Patmella_. Unfortunately very little is known about this boat. She sailed from Liverpool on October 20, 1820, for Lisbon, and arrived there in the remarkably short time of four days. Thence she sailed for the Brazils, being the first steam vessel to cross the Atlantic from east to west. In the year 1819 the _Savannah_, a sailing vessel using an auxiliary steam-engine, crossed the Atlantic, but as this vessel sailed nearly the whole of the way and scarcely used her engines except when leaving or entering port, she cannot be described as having made the first steam crossing, although this claim is often put forward by American writers. But this voyage of the _Savannah_ is of great historical interest, as it proved what many had doubted, viz., the possibility of a sailing vessel with steam auxiliary crossing the Atlantic, and carrying enough coals for her purpose. This boat when built was not intended for a steamer. Messrs. Scarborough and Isaacs of Savannah thought that a sail-plus-steam crossing could be made, and they accordingly instructed Moses Rogers (who, it has already been mentioned, had made the first sea trip by steamboat from New York to the Delaware in 1807 with Stevens’ _Phœnix_) to look out for a hull in which an engine could be placed for the experiment. He found the _Savannah_ then being built by Francis Ficket, of the firm of Ficket and Crocker, at New York, and she was accordingly purchased for Scarborough and Isaacs. Her engine is stated to have been built at Morristown, New Jersey, by Stephen Vail, though Daniel Dod[45] of Elizabeth, New Jersey--one of the foremost marine engineers of America at that time--who built the boilers and paddle-wheels, is sometimes said to have been responsible for the engines also. The paddle-wheels were constructed with eight radii, which were hinged at the axle, so that they could be folded and removed from the paddle-shaft, and stowed on deck in dirty weather. She was a full-rigged ship of 350 tons burden, 130 feet in length by 26 feet beam, and 16¹⁄₂ feet depth. Her trial trip in New York Bay in March 1819 was considered satisfactory, although the steam pressure employed was only 2 lb., while the estimated pressure was 10 lb. On March 28, 1819, she sailed for Savannah. Her engines were not used until April 2, when her wheels were placed on the paddle-shafts. They were shipped and unshipped at intervals, until the conclusion of the voyage on April 6. At Charleston, South Carolina, President Monroe, of “Doctrine” fame, visited her. She then returned to Savannah, and sailed thence for Liverpool on May 24 carrying neither passengers nor cargo. [45] Dod was killed in 1823 by the explosion of a boiler on a steamer whose engines he was testing after having made some experimental alterations. On this first voyage to Savannah, which occupied 207 hours, the engines were running for only 4¹⁄₂ hours. On June 17 she arrived off the coast of Ireland, where the revenue cruiser _Kite_ pursued her, under the impression that she was a ship on fire, and three days later she was off Liverpool. The voyage occupied 29 days 11 hours, and according to the record kept by Rogers, which is now preserved in the United States National Museum, steam was raised six times on the voyage and the engines were run for a total of 80 hours. The reason the engines were used so little was that she had a very insufficient supply of fuel. She steamed up the Mersey, her arrival--the arrival of the first vessel under steam from America--being witnessed by thousands of persons, some of whom could hardly believe their eyes, so often had the voyage been described as impossible of accomplishment. Extracts from the _Savannah’s_ log read: “_Saturday, May 22, 1819._--These twenty-four hours begins with fresh breezes at N.E. at 7 A.M. got steam up, winded ship, and hove up the anchor, at 9 A.M. started with the steam from Savannah, at 12 A.M. anchored at Tybee stowed the boat and spars and lashed them. Latter part light breezes at S.E. and flying clouds. “_Sunday, May 23, 1819._--These twenty-four hours begins with fresh breezes at east and clear, latter part light breezes and clear. “_Monday, May 24, 1819._--These twenty-four hours begins with light breezes and clear at 5 A.M. got under way off Tybee Light and put to sea with steam and sails, at 6 A.M. left the pilot, at 8 A.M. took off the wheels in twenty minutes, middle part pleasant. Course E.N.E., wind S.S.E., the ship going 6.7.8. to 9 knots, and without her wheels. “_Tuesday, May 25, 1819._--These twenty-four hours begins with light breezes and pleasant, all sail set to the best advantage at 12 A.M. Tybee Light bore W. 6 S. 8 leagues distant from which I take my departure.” [Illustration: THE “SAVANNAH.”] The ship continued under canvas until May 30, when at 8 A.M. steam was got up for ten hours. And on June 18 the captain entered: “4 P.M. Cork bore W. 6 S. 5 leagues distant. At 2 A.M. calm, no cole to git up steam.” A later entry on _Sunday, June 20, 1819_, reads: “5 P.M. shipped the wheels, frld. the sails, and running to the River Mercer at 6 P.M. came to anchor off Liverpool with the small bower anchor.” The voyage was not without its humorous side. The sailing master, Rogers, communicated to the New London (Connecticut) _Gazette_ an account of their experiences. The Cape Clear telegraph station had reported a ship on fire, and the Admiral at Cork despatched a cutter to her relief. “Great was their wonder at their inability,” says the paper, “with all sail in a fast vessel, to come up with a ship under bare poles. After several shots were fired from the cutter the engine was stopped, and the surprise of her crew at the mistake they had made, as well as their curiosity to see the singular Yankee craft, can be easily imagined. They asked permission to go on board and were much gratified by the inspection of this naval novelty. On approaching Liverpool hundreds of people came off in boats to see her. She was compelled to lay outside the bar till the tide should serve for her to go in. During this time she had her colours all flying, when a boat from a British sloop of war came alongside and hailed. The sailing master was on deck at the time and answered. The officer of the boat asked him--‘Where is your master?’ to which he gave the laconic reply, ‘I have no master, sir.’ ‘Where’s your captain, then?’ ‘He’s below; do you wish to see him?’ ‘I do, sir.’ The captain, who was then below, on being called, asked what he wanted, to which he answered--‘Why do you wear that pennant, sir?’ ‘Because my country allows me to, sir.’ ‘My commander thinks it was done to insult him, and if you don’t take it down he will send a force that will do it.’ Captain Rogers then exclaimed to the engineer--‘Get the hot-water engine ready.’ There was no such machine on board, but the order had the required effect and the boat sheered off.” From Liverpool the _Savannah_ sailed for St. Petersburg, calling at Elsinore and Stockholm. This voyage lasted thirty-three days, on ten of which the vessel was under steam; and twice the machinery was run for a spell of fifty-two hours. Eighteen hours was her longest spell while crossing the Atlantic. The homeward voyage was made in the stormy months of October and November. The paddles were unshipped throughout that voyage and were not again used until November 30, when she arrived at Savannah, the ocean journey having been made under sail only. The cost of purchasing and fitting out the _Savannah_ for this experimental voyage was £10,000. In December she returned to New York, her machinery was removed, and she was then used as a sailer between New York and Savannah until 1822, when she left her bones on the shores of Long Island. One of the earliest steamers to cross the Atlantic in a west-bound direction was a little vessel called the _Rising Star_.[46] It was decided in 1818 that she should be built, but it was not until 1820 that her construction was begun. It has even been disputed that this vessel made the voyage at all, and many of the principal books of reference do not mention her; nevertheless, it appears to be indisputable that she existed, that she made the voyage to Chili, and that she had an eventful career which lasted several years, and was finally wrecked; and that the circumstances under which she left this country for Chili in connection with the Chilian revolution in favour of independence, and the events subsequent to her arrival as far as paying for the steamer is concerned, reflect as little credit upon the Chilian Government as upon that of Great Britain. Early in the last century the relations between Chili and Spain became strained to breaking-point. The Chilian people determined to free themselves from the yoke of Spain and to establish a republic. Whatever may be the case now, there is little question that one of the characteristics of all the South American States at that time and for many years afterwards was an extraordinary ingratitude towards those who had in any way helped them. The history of that revolution and of the prominent part which Lord Cochrane played in bringing it to a successful issue are too well known to need recapitulation, but a short reference to it is not out of place in considering the circumstances under which the _Rising Star_ was sent on her journey. [46] The “Dictionary of Dates” and the American “Universal Gazetteer” give the name of the vessel as the _Rising Sun_, but this would appear, from Lord Dundonald’s papers, to be incorrect. In a recent letter to the writer Lord Dundonald says: “In 1817, when my grandfather, the tenth Earl of Dundonald, was engaged by the Chilian Government to create and take command of the Chilian Navy, he made a stipulation that a steamboat should at once be constructed and sent out to Chili to take part in the war, his opinion being that the great disparity in numbers between the Chilian Navy and the Spanish Navy in the Pacific would be neutralised by the advantage obtained in utilising a steam vessel for purposes of war. The vessel was constructed on the Thames at Rotherhithe, and my grandfather had anticipated going out in her, but as she took longer in construction than was expected, he went out with his wife and two children in the _Rose_ merchantman of 300 tons. “It appears that the _Rising Star_ was taken out by my great-uncle, Major the Hon. William Cochrane, but apparently she arrived in Chili when my grandfather had practically swept the seas of the Spanish fleet; a revolution had just taken place on her arrival and there was no money available to pay for the _Rising Star_. The history of the claim made against the Chilian Government by Major the Hon. William Cochrane of course need not be gone into except in a word or two; as you will understand, Chili was at that time a prey to revolution and a poor country with little money and little credit; she repudiated obligations at that time and would be much ashamed of her action now.” Don José Alvarez, the Chilian agent, in a communication to Lord Cochrane, had called attention to the “unfortunate delay,” and urged him to embark immediately with his family in the ship _Rose_ to proceed to Chili. The agent’s letter contained “the assurance that I will attend to the affairs of the _Rising Star_, and take care that everything is done to her.” The memorial of the Hon. William Erskine Cochrane to the President of the Chilian Republic many years later, in reciting the circumstance, states that Mr. Edward Ellice, then an eminent English merchant and a well-wisher to the independence of Chili, undertook the completion and equipment of the _Rising Star_, but after having expended £8000 and the machinery being found defective, he declined making any further advance, and being unable to obtain repayment of the sum he had expended or the funds requisite for the necessary alterations and equipment he advertised the vessel for sale. Don Alvarez then wrote to Lord Cochrane on April 18, 1820, announcing Messrs. Ellice and Co.’s intentions and solicited his assistance and added: “I shall, on the part of the Government of Chili, agree to the following terms: The ship, engines and stores to be sold or made over to any one of your nomination for £6000; by that person and at his expense, the engines must be altered in the following manner, viz., the pipes which convey the steam from the boilers to be removed and larger ones provided. Alterations to be made in the condensers. The paddle-blades to be altered. The smoke apparatus to be completed and fitted, and the effect of the engines tried. The ship must then undergo any necessary repairs in her hull and rigging, when she must be manned, victualled, insured, and conveyed to Chili at the expence of the purchaser; boats and pumps of which she is now deficient must also be provided. The amount of these various items, together with the interest of money and profit, to be calculated at nine thousand pounds, so that on the arrival of the vessel at Chili she will be purchased by Government at fifteen thousand pounds.[47] In addition to which the licences formerly granted to Messrs. Ellice for the importation of goods to the amount of 40,000 dollars[48] of duties shall be made over and transferred to the person who undertakes this matter, and all property conveyed out in the _Rising Star_ shall be admitted into Chili free of duties.”[49] [47] This includes the £6000 paid for the ship. [48] These were originally granted as a bonus. [49] No goods were taken out in the ship. The _Rising Star_ was completed, and arrived at Valparaiso in April