The Shannon Steam Packet Company was the next to employ iron steamers in river navigation. The first, built by the Horsley Company in 1824, proving very successful, was immediately followed by others.
Mr. John Laird and Sir William Fairbairn.
As the success of these vessels was gradually determining the problem of the suitableness of iron to ship-building purposes, and was drawing attention to the subject, Messrs. Fawcett and Preston established at Liverpool a building yard in connection with their engine factory under the direction of Mr. Page, and constructed several small vessels entirely of iron.[113] Mr. Laird, of Birkenhead, proceeding upon a larger scale, prosecuted this branch of naval architecture with uninterrupted prosperity.[114] Mr. Fairbairn, afterwards Sir William Fairbairn, also took part, at an early period, in cultivating the new art; and ranks with those to whose influence and skill it was first indebted for public confidence. Removing from Glasgow, where he had commenced business, he established himself at Millwall, on the Isle of Dogs, and there became one of the principal constructors of iron vessels upon the Thames. His efforts proving successful, other eminent engineers pursued the same branch of art with the like results; among them may be mentioned Messrs. Miller and Ravenhill, whose vessels were considered at the time to be of exquisite workmanship and beauty of form; and Messrs. Ditchburn and Mare, who built a considerable number of iron vessels, including the Fairy, the tender to the Queen’s yacht, her form and speed gaining them a high reputation.
The Elburkah, 1832, and Garry Owen, 1834.
In 1832, Messrs. Laird were bold enough to carry into practice the theory of iron vessels for ocean navigation; and in the course of that year the firm of MacGregor, Laird, and Company built the Elburkah, of 55 tons, as consort to the Quorra in her expedition up the Niger.[115] These enlightened firms justly considered that, whatever objections might be urged against vessels built of iron, they would at least possess equal sea-going qualities and, in some branches of trade, peculiar advantages. Combining strength and lightness of draught, the Elburkah would be better adapted than any vessel built of wood for the exploration and navigation of African rivers:[116] nor were they deceived in their calculations. Immediately afterwards Messrs. Laird of Birkenhead commenced the construction of another iron vessel, the Lady Lansdowne for the navigation of Lough Derg, River Shannon. In 1834 they built the Garry Owen, destined to run between Limerick and Kilrush. This vessel (125 feet long and 21 feet 6 inches wide, propelled by two engines of 45 horse-power each) was unfortunately, or perhaps, under the circumstances, fortunately for the progress of science, driven on shore with various other vessels during a strong gale on her first voyage; she, however, sustained comparatively little injury, while nearly all the others, which were built of wood, were totally wrecked or seriously damaged: this important fact, as a practical answer to one of the most reasonable objections raised against iron vessels, gave remarkable impulse to their increase.
But strong prejudices, unreasonable doubts, and real difficulties had still to be overcome before the suitableness of iron ships for ocean navigation could be established. Another of the chief and more tenable objections to the extended use of iron vessels was the perturbation of the compass. Moreover, one or two unfortunate accidents had been attributed to this cause, though this more, probably, served as a plausible excuse for bad seamanship or negligence. In the course, however, of a few years iron packets began to be used along our coasts; and the art of building them advanced gradually towards perfection. Iron vessels soon afterwards, therefore, acquired a merited confidence.
The Rainbow, 1837.
Their superiority had become apparent to the more intelligent persons of the period who directed their attention to engineering and maritime pursuits. In 1833 and 1834, Mr. Fairbairn launched two passenger steamers of iron to ply on the Humber between Selby and Hull. Mr. Manby also built one of considerable dimensions for general purposes; and in 1837 Messrs. Laird built two iron vessels of about 350 tons and 60 horse-power each, ordered by the East India Company for the navigation of the River Indus. In the same year Messrs. Laird constructed for the General Steam Navigation Company an iron vessel, the Rainbow,[117] to ply between London and the outports. In that year Muhammed Ali placed upon the Nile an iron steamer built by the same firm, while they also launched from their yard the iron vessels in which Colonel Chesney explored the course of the Euphrates, and which, having been shipped in pieces, were put together by Birkenhead artisans on the banks of that river.
Though the value of iron was now fully established for shipbuilding purposes, many years elapsed ere that material came into general use for the construction of over sea sailing vessels, the principal objections being the greater liability of the compass to err,[118] and the difficulty of preventing animalculæ and sea-weeds from adhering to the bottom. But these difficulties were in time overcome, and iron vessels propelled by sails are now nearly as common as steamers built of that material. Experience by degrees successfully met almost every objection; and science was again triumphant over prejudice and ignorance. Iron had been made not merely to float, but to ride buoyantly over the crest of the wave, amidst the raging elements.
Messrs. Tod and MacGregor.