Men of Invention and Industry

by Samuel Smiles

In the course of my occasional visits to Scarborough, my attention was drawn to the imperfect design of the lifeboats of the period; the frequent shipwrecks along the coast indicating the necessity for their improvement. After considerable deliberation, I matured a plan for a metal lifeboat, of a cylindrico-conical or chrysalis form, to be propelled by a screw at each end, turned by sixteen men inside, seated on water-ballast tanks; sufficient room being left at the ends inside for the accommodation of ten or twelve shipwrecked persons; while a mate near the bow, and the captain near the stern in charge of the rudder, were stationed in recesses in the deck about three feet deep. The whole apparatus was almost cylindrical, and watertight, save in the self-acting ventilators, which could only give access to the smallest portion of water. I considered that, if the lifeboat fully manned were launched into the roughest seas, or off the deck of a vessel, it would, even if turned on its back, immediately right itself, without any of the crew being disturbed from their positions, to which they were to have been strapped.

It happened that at this time (the summer of 1850) his Grace the late Duke of Northumberland, who had always taken a deep interest in the Lifeboat Institution, offered a prize of one hundred guineas for the best model and design of such a craft; so I determined to complete my plans and make a working model of my lifeboat. I came to the conclusion that the cylindrico-conical form, with the frames to be carried completely round and forming beams as well, and the two screws, one at each end, worked off the same power, by which one or other of them would always be immersed, were worth registering in the Patent Office. I therefore entered a caveat there; and continued working at my model in the evenings. I first made a wooden block model, on the scale of an inch to the foot. I had some difficulty in procuring sheets of copper thin enough, so that the model should draw only the correct amount of water; but at last I succeeded, through finding the man at Newcastle who had supplied my father with copper plates for his early road locomotive.

The model was only 32 inches in length, and 8 inches in beam; and in order to fix all the internal fittings, of tanks, seats, crank handles, and pulleys, I had first to fit the shell plating, and then, by finally securing one strake of plates on, and then another, after all inside was complete, I at last finished for good the last outside plate. In executing the job, my early experience of all sorts of handiwork came serviceably to my aid. After many a whole night's work—for the evenings alone were not sufficient for the purpose—I at length completed my model; and triumphantly and confidently took it to sea in an open boat; and then cast it into the waves. The model either rode over them or passed through them; if it was sometimes rolled over, it righted itself at once, and resumed its proper attitude in the waters. After a considerable trial I found scarcely a trace of water inside. Such as had got there was merely through the joints in the sliding hatches; though the ventilators were free to work during the experiments.

I completed the prescribed drawings and specifications, and sent them, together with the model, to Somerset House. Some 280 schemes of lifeboats were submitted for competition; but mine was not successful. I suspect that the extreme novelty of the arrangement deterred the adjudicators from awarding in its favour. Indeed, the scheme was so unprecedented, and so entirely out of the ordinary course of things, that there was no special mention made of it in the report afterwards published, and even the description there given was incorrect. The prize was awarded to Mr. James Beeching, of Great Yarmouth, whose plans were afterwards generally adopted by the Lifeboat Society. I have preserved my model just as it was; and some of its features have since been introduced with advantage into shipbuilding.[1]

The firm of Robert Stephenson and Co. having contracted to build for the Government three large iron caissons for the Keyham Docks, and as these were very similar in construction to that of an ordinary iron ship, draughtsmen conversant with that class of work were specially engaged to superintend it. The manager, knowing my fondness for ships, placed me as his assistant at this new work. After I had mastered it, I endeavoured to introduce improvements, having observed certain defects in laying down the lines—I mean by the use of graduated curves cut out of thin wood. In lieu of this method, I contrived thin tapered laths of lancewood, and weights of a particular form, with steel claws and knife edges attached, so as to hold the lath tightly down to the paper, yet capable of being readily adjusted, so as to produce any form of curve, along which the pen could freely and continuously travel. This method proved very efficient, and it has since come into general use.

The Messrs. Stephenson were then also making marine engines, as well as large condensing pumping engines, and a large tubular bridge to be erected over the river Don. The splendid high-level bridge over the Tyne, of which Robert Stephenson was the engineer, was also in course of construction. With the opportunity of seeing these great works in progress, and of visiting, during my holidays and long evenings, most of the manufactories and mines in the neighbourhood of Newcastle, I could not fail to pick up considerable knowledge, and an acquaintance with a vast variety of trades. There were about thirty other pupils in the works at the same time with myself; some were there either through favour or idle fancy; but comparatively few gave their full attention to the work, and I have since heard nothing of them. Indeed, unless a young fellow takes a real interest in his work, and has a genuine love for it, the greatest advantages will prove of no avail whatever.

It was a good plan adopted at the works, to require the pupils to keep the same hours as the rest of the men, and, though they paid a premium on entering, to give them the same rate of wages as the rest of the lads. Mr. William Hutchinson, a contemporary of George Stephenson, was the managing partner. He was a person of great experience, and had the most thorough knowledge of men and materials, knowing well how to handle both to the best advantage.

His son-in-law, Mr. William Weallans, was the head draughtsman, and very proficient, not only in quickness but in accuracy and finish. I found it of great advantage to have the benefit of the example and the training of these very clever men.

My five years apprenticeship was completed in May 1851, on my twentieth birthday. Having had but very little "black time," as it was called, beyond the half-yearly holiday for visiting my friends, and having only "slept in" twice during the five years, I was at once entered on the books as a journeyman, on the "big" wage of twenty shillings a week. Orders were, however, at that time very difficult to be had.

Railway trucks, and even navvies' barrows, were contracted for in order to keep the men employed. It was better not to discharge them, and to find something for them to do. At the same time it was not very encouraging for me, under such circumstances, to remain with the firm. I therefore soon arranged to leave; and first of all I went to see London. It was the Great Exhibition year of 1851. I need scarcely say what a rich feast I found there, and how thoroughly I enjoyed it all. I spent about two months in inspecting the works of art and mechanics in the Exhibition, to my own great advantage. I then returned home; and, after remaining in Scarborough for a short time, I proceeded to Glasgow with a letter of introduction to Messrs. J. and G. Thomson, marine engine builders, who started me on the same wages which I had received at Stephenson's, namely twenty shillings a week.