Man on the Ocean: A Book about Boats and Ships, R. M. Ballantyne [moboreader .txt] 📗

the Hudson; and the progress of steam navigation continued to advance, until nearly all the navigable rivers of the world, and the great ocean itself, were covered with these clanking ships of commerce, which have added more to the comfort, the wealth, and the power of man—the power of doing good as well as evil—than the feeble human mind can conceive. The Comet.

It was not until five years after the Americans set us the example that we launched our first passenger steamboat, the Comet, a vessel of about twenty-five tons, with engines of three horse-power. This little vessel was started by Henry Bell, of Helensburgh, on the Clyde. It began its career in 1812, and plied regularly for two years.

Like her predecessor the Clermont, she was regarded with no small degree of scepticism, and with a large amount of surprise by the thousands who saw her set forth. Nevertheless, she soon proved her value, became a successful speculation to her owners, and was ere long followed by many other vessels of a similar kind.

The “Argyle”, afterwards named “The Thames.”

In 1813 the Argyle was launched. This vessel was the first European steamer that pushed out into the more dangerous navigation of the open sea-coast. She was purchased by a company in London. On her passage up, she was as nearly as possible wrecked on a lee-shore, but, by her steam-power, was enabled to go straight against the wind, at the rate of three and a half knots an hour, and so escaped.

One of the passengers has left us an interesting account of this interesting voyage, from which we cull one or two paragraphs:

“The weather had now become so stormy and bad that our captain determined to put in to the port of Wexford, his great object being to navigate the vessel safely to London, rather than, by using great despatch, to expose her to unnecessary risk. We put to sea again at two o’clock p.m., on May 30th, and steered for Saint David’s Head, the most westerly point of Wales. During our passage across Saint George’s Channel, one of the blades of the starboard paddle-wheel became out of order; the engine was stopped, and the blade cut away. Some hours afterwards, a similar accident happened to the other wheel, which was remedied in the same manner.

“About two-o’clock in the afternoon, twelve hours after leaving Wexford, we reached the pass of Ramsay. We remained there for three hours, to oil the engine, and to give the stoker, who had not quitted his post an instant since leaving Wexford, a little rest. In a short time several boats were seen coming to our assistance, the idea prevailing here, as at Wexford, that our vessel was on fire. We landed on the island of Ramsay, a most desolate spot, containing only one habitation; we, however, procured some bread, butter, milk, cheese, and ale, with which we returned to the vessel, and commenced steaming through the straits, and across Saint Bride’s Bay.

“The weather had now become unfavourable, and the sea ran alarmingly high in the bay. On the south side of Saint Bride’s Bay, between Skomar Island and the mainland, is a nasty passage called Jack Sound. Our pilot warned us of the danger of attempting this passage, excepting at high-water and with a favourable wind, as there were several formidable whirlpools, which would seize the vessel and carry her on the rocks. Captain Dodd, however, who knew the power of his engine, insisted on going through the sound, in order to save five hours and another night at sea. The pilot repeated his remonstrances, at the same time trembling for fear; but we passed through all the whirlpools with the greatest ease. Nothing, however, can be conceived more frightful than the aspect of some of the rocks, and especially of those called the Bishop and his Clerks. Had we been in a sailing vessel, our position would have been most perilous; but our steam was all-powerful, and brought us safely to Milford Haven.

“We put to sea again late on the evening of the 31st, and on Friday morning we were in the middle of the Bristol Channel, with no land visible; but towards evening we discovered the high coast that terminates England in the west. As the weather, however, again assumed a gloomy aspect, our new pilot judged that it would be imprudent that night to double Land’s End, so we shaped our course towards Saint Ives.

“On approaching the shore, we perceived a crowd of small vessels making towards us with all possible rapidity, by means of oars and sails. Here, as elsewhere, the alarm was taken, on seeing a vessel, judged to be on fire, steering towards the town, and all the disposable craft immediately put to sea. All the rocks commanding Saint Ives were covered with spectators; and when we entered the harbour, the aspect of our vessel appeared to occasion as much surprise amongst the inhabitants as the ships of Captain Cook must have produced on his first appearance amongst the islanders of the South Seas.

“Another night passed, a night of storm and danger, but the little Thames (the vessel had been renamed by the new company who purchased her) behaved nobly, and next day reached Plymouth. Here,” continues the narrative, “the harbour-master, who had never seen a steam-vessel before, was as much struck with astonishment, when he boarded the Thames, as a child is on getting possession of a new plaything. He steered the vessel, and we passed round several ships of war in the sound. The sailors ran in crowds to the sides of their vessels as we passed them, and, mounting the rigging, gave vent to their observations in a most amusing manner.

“We left Plymouth at noon on the following day, and steamed without interruption to Portsmouth, where we arrived on Friday, June 9th, having accomplished one hundred and fifty miles in twenty-three hours. At Portsmouth astonishment and admiration were, if possible, more strongly evinced than elsewhere. Tens of thousands of spectators were assembled to gaze on the Thames; and the number of vessels that crowded around us was so great, that it became necessary to request the admiral to give us a guard to preserve some degree of order.

“We entered the harbour in the most brilliant style, steaming in, with the assistance of wind and tide, at the rate of from twelve to fourteen miles an hour. A court-martial was at the time sitting on board the Gladiator frigate; but the novelty of our steamboat presented an irresistible attraction, and the whole court came off to us, excepting the president, who was obliged by etiquette to retain his seat until the court was regularly adjourned. On Saturday, June 10th, the port-admiral sent his band and a guard of marines at an early hour on board; and soon afterwards he followed, accompanied by three admirals, eighteen post-captains, and a large number of ladies. The morning was spent in steaming amongst the fleet, and running over to the Isle of Wight. From Portsmouth we proceeded to Margate, which we reached on Sunday morning. Here we remained until the following day, when we embarked for our final trip, at half-past eight in the morning; and about six in the evening arrived at Limehouse, where we moored.”

We have entered thus at considerable length into this voyage, because, besides being the first steam sea-voyage, it serves to exhibit very distinctly how great and how rapid has been the progress of steam-navigation within the last fifty years. In reading such an account as this, in these days of “ocean mail-steamers” and “Great Easterns,” we can scarcely believe that in it reference is made, not to the middle ages, but to the year 1813.

Ocean-Steamers.

After that momentous era when steam was first successfully applied to useful purposes, human progress and improvement in all departments of science and art seemed to have been hooked on to it, and to have thenceforth rushed roaring at its tail, with truly “railroad speed,” towards perfection!

Scarce had the first model steamboat splashed with its ungainly “blades” the waters of a pond, than river traffic by means of steamboats began. And no sooner had this been proved to be a decided success, than daring schemes were laid to rush over the ocean itself on wheels. Men were not long about it, after the first start was made. Their intellectual steam was up, and the whirl of inventive effort racked the brains of engineers as the wheels of their steamboats tortured the waters of the deep.

And here again the name of Fulton comes into notice. Early in 1814 he conceived the idea of constructing a steam-vessel of war, which should carry a strong battery with furnaces for red-hot shot. Congress authorised the building of such a ship, and before the end of the same year it was launched. Fulton died the following year, but the fame of that enterprising engineer will never die.

The new vessel received the rather quaint title of Fulton the First. She consisted of two boats joined together. Those who were appointed by Congress to examine her and report, gave the following account of this curious man-of-war:

“She is a structure resting on two boats and keels, separated from end to end by a channel fifteen feet wide and sixty-six feet long. One boat contains the caldrons of copper to prepare her steam; the cylinder of iron, its piston, lever, and wheels, occupy part of the other. The water-wheel revolves in the space between them. The main or gun-deck supports the armament, and is protected by a parapet four feet ten inches thick, of solid timber, pierced by embrasures. Through thirty port-holes as many thirty-two pounders are intended to fire red-hot shot, which can be heated with great safety and convenience. Her upper or spar-deck, upon which several thousand men might parade, is encompassed by a bulwark, which affords safe quarters. She is rigged with two stout masts, each of which supports a large lateen yard and sails. She has two bowsprits and jibs, and four rudders—one at each extremity of each boat; so that she can be steered with either end foremost. Her machinery is calculated for the addition of an engine which will discharge an immense column of water, which it is intended to throw upon the decks and through the port-holes of the enemy, and thereby deluge her armament and ammunition.

“If, in addition to all this, we suppose her to be furnished, according to Mr Fulton’s intention, with hundred-pound columbiads, two suspended from each bow, so as to discharge a ball of that size into an enemy’s ship ten or twelve feet below her water-line, it must be allowed that she has the appearance, at least, of being the most formidable engine for warfare that human ingenuity has contrived.”

She certainly was; and even at the present time the Fulton the First would cut no insignificant figure if placed alongside our gunboats, floating-batteries, and steam-frigates.

It is not easy to get intelligent men to believe in things that savour of the marvellous; yet there seems to be a point past which, if once a man be got, he will go on to believe almost anything, no matter how absurd. In those days few people in Europe would credit the truth of this ship’s proportions; but when, in the course of time and from indubitable testimony, they were compelled to believe, they flew to the opposite extreme of incredulity and believed anything, as the following curiously comical paragraph will show. It is said to have appeared in a Scotch treatise on steamships, and is intended for a “full, true, and particular account” of this monstrous American man-of-war steamer. After giving her dimensions three times larger than they were in reality, the author continues:— “The thickness of her sides is thirteen feet of alternate oak plank and cork wood. She carries forty-four guns, four of which are hundred pounders; quarter-deck and forecastle guns, forty-four pounders: and further, to annoy an