How Britannia Came to Rule the Waves / Updated to 1900

by William Henry Giles Kingston

Some years later the Americans had the honour of performing the first Atlantic voyage under steam, with the Savannah, which arrived at Liverpool on July 15th 1819, after a voyage of 26 days from New York. Six years later the Enterprise, an English vessel, made the longer voyage to India.

Some years passed before it occurred to the Admiralty that steamers could be of any use to the Navy, and it was not till 1823 that they purchased the Monkey tug, which, not withstanding its undignified name and humble employment, had the honour of being the first steam-vessel belonging to the Royal Navy. She was a vessel of about 212 tons, and 80 horse-power, and did good service in her day. Both Admiralty and naval officers held steamers,—“smoke-jacks,” or “tea-kettles,” they were generally called—in great contempt, supposing that their only possible use would be as despatch-boats, or as tugs. It was reasoned that paddles would be so readily disabled in action, that it would be useless to fit them to fighting ships. However, after a year or so, several steam-sloops and frigates were built which took some part in the Syrian and Chinese wars, as also in operations in the Parana. In none of these wars, however, were they subjected to any severe test of their liability to damage under fire.

All possible difficulties on this latter score, were solved in 1834, when Mr Francis Pettit Smith invented the screw propeller, which works wholly under water. He succeeded in propelling a small model by this means on his father’s horsepond at Hendon, in Middlesex, and in 1836 he took out a patent for his invention. The idea was old; in 1775, Bushnell, an American, had utilised it to propel a submarine boat, but up till then, practical difficulties in working had not been solved.

Smith was neither a naval man nor an engineer, and for some time, neither Admiralty, engineers, nor naval men believed that the invention would work with sufficient power to drive a ship against the wind. Fortunately others thought differently, and in 1836, a vessel of 10 tons, with an engine of 6 horse-power, was built and successfully tried, first on the Paddington Canal, and then on the Thames. Finally, it put out to sea, and demonstrated by its behaviour in severe weather, that the screw was equally successful in rough water.

This turned the scales in favour of the screw. A larger boat was built, which showed her powers to the Lords of the Admiralty, by towing their barge to Blackwall and back, at the average rate of 10 miles an hour. Still they were not convinced, and it was not for a couple of years or so that they took the matter up, after a successful voyage made by the Archimedes, the first sea-going screw steamer. They then built a small craft called the Bee, fitted with both paddles and screw, to try which was the better means of propulsion. The screw had the best of it, and after the further experiment of building two vessels of the same size and power, the one with paddles the other with a screw, and finding the screw still superior, it was finally adopted as an auxiliary to the sails. Little thought the naval experts of that period, that another fifty years or so would see both sails and wooden ships quite obsolete—as far as the Navy was concerned at any rate.

These experiments showed clearly that the screw was absolutely essential to every warship, as in a calm, the finest sailing ship would be at the mercy of any small steamer, armed with long-range guns. Thus while new vessels were laid down specially designed to carry screws, wherever it was found possible to do so, all the efficient battleships and frigates were fitted with auxiliary engines. Of course these converted sailing ships, not having been designed for the purpose, could only carry engines of small power, still, it was a case of half a loaf being better than no bread, and was the best that could be done under the circumstances.

The first propellers were in the form of an ordinary screw thread, but it was soon found that separate fans were equally satisfactory, and more convenient to make. Much discomfort was caused by the excessive vibration caused by the early screws, but various improvements in their design reduced this. The fans of the screws are now attached by means of; bolts to a hollow sphere on the end of the shaft, and should a fan be damaged, it can be readily replaced. At first all screws were so constructed, that they could be lifted up through a well when sails alone were being used, so that it would not impede the ship. The funnels, too, being made to shut up like a telescope, a steamer could thus be easily turned into a sailing ship.

At the very time that the screw propeller was initiating a revolution in the method of steam propulsion, another revolution was taking place in shipbuilding material. Iron barges had been used as far back as 1787, and an iron steamer had been built at Tipton about the year 1821, but for another twenty years iron ships were not viewed with favour, and only began to force their way to the front about the beginning of the reign of Queen Victoria. Even then they were deemed utterly unsuitable for war vessels, as being very difficult to repair and keep afloat when perforated by the enemy’s shot, as they must inevitably be in action. But in the course of time, the iron vessel naturally raised the possibility of protecting warships by armour, and the matter, was forced to the front when gunmakers followed the lead of the shipbuilders and engineers, and set themselves to see what could be done in the way of improving ordnance, that had remained practically unchanged for hundreds of years, saving for more accurate workmanship.

Up till this time, only solid round-shot had been used on shipboard. An attempt had been made to get Napoleon the First to sanction the use of shells for naval use; fortunately, for some reason or other, he declined to do so, and thus our great struggle for naval supremacy was carried on with the solid round-shot that had been in vogue from the earliest introduction of cannon. The smooth-bore cannon from which they were fired, could not be relied on to project them with accuracy to distances greater than about 1500 yards; beyond this range, their flight became so erratic, that it was simply a waste of ammunition to fire them. Whitworth and Armstrong set themselves to solve the problem of how to make cannon shoot better.

The experiments of Whitworth and Armstrong resulted in the production of rifled guns, based on a principle that had already been tried with success in small-arms. The rifling enabled long conical shot to be fired with far greater accuracy than the old round-shot, and as these conical shot were two or three times as heavy as the round-shot that could be fired from a gun of the same bore, the guns of a given bore had only to be rifled to be suddenly raised to a much heavier grade, supposing them to be strong enough to stand the heavier charge of powder required. Not only that, but their range would be much greater, and their shot would pass through both sides of the stoutest ship in existence. For, when fired at wooden targets identical in material and thickness with the side of a ship, the projectiles went through them as if they had been paper, or, if shells were used, tore them to pieces. Even strong iron plates failed to withstand their impact. The thinner plates they tore open; as the thickness was increased, they first buried their heads in the metal, but stuck fast; then indented it only; and finally glanced off, but not until the plate had been made 4 or 5 inches thick.