She moved at a speed of about ten miles an hour. She was able to tow vessels of 140 tons burthen at the rate of seven miles an hour. Perceiving the peculiar and admirable fitness of the screw-propeller for ships of war, Ericsson invited the Lords of the Admiralty to take an excursion in tow of his experimental boat. "My Lords" consented; and the Admiralty barge contained on this occasion, Sir Charles Adam, senior Lord, Sir William Symonds, surveyor, Sir Edward Parry, of Polar fame, Captain Beaufort, hydrographer, and other men of celebrity. This distinguished company embarked at Somerset House, and the little steamer, with her precious charge, proceeded down the river to Limehouse at the rate of about ten miles an hour. After visiting the steam-engine manufactory of Messrs. Seawood, where their Lordships' favourite apparatus, the Morgan paddle-wheel, was in course of construction, they re-embarked, and returned in safety to Somerset House.
The experiment was perfectly successful, and yet the result was disappointment. A few days later, a letter from Captain Beaufort informed Mr. Ericsson that their Lordships had certainly been "very much disappointed with the result of the experiment." The reason for the disappointment was altogether inexplicable to the inventor. It afterwards appeared, however, that Sir William Symonds, then Surveyor to the Navy, had expressed the opinion that "even if the propeller had the power of propelling a vessel, it would be found altogether useless in practice, because the power being applied at the stern, it would be absolutely impossible to make the vessel steer!" It will be remembered that Francis Pettit Smith's screw vessel went to sea in the course of the same year; and not only faced the waves, but was made to steer in a perfectly successful manner.
Although the Lords of the Admiralty would not further encourage the screw propeller of Ericsson, an officer of the United States Navy, Capt. R. F. Stockton, was so satisfied of its success, that after making a single trip in the experimental steamboat from London Bridge to Greenwich, he ordered the inventor to build for him forthwith two iron boats for the United States, with steam machinery and a propeller on the same plan. One of these vessels--the Robert F. Stockton--seventy feet in length, was constructed by Laird and Co., of Birkenhead, in 1838, and left England for America in April 1839. Capt. Stockton so fully persuaded Ericsson of his probable success in America, that the inventor at once abandoned his professional engagements in England, and set out for the United States. It is unnecessary to mention the further important works of this great engineer.
We may, however, briefly mention that in 1844, Ericsson constructed for the United States Government the Princeton screw steamer--though he was never paid for his time, labour, and expenditure.Undeterred by their ingratitude, Ericsson nevertheless constructed for the same government, when in the throes of civil war, the famous Monitor, the iron-clad cupola vessel, and was similarly rewarded! He afterwards invented the torpedo ship--the Destroyer--the use of which has fortunately not yet been required in sea warfare. Ericsson still lives--constantly planning and scheming--in his house in Beach Street, New York. He is now over eighty years old having been born in 1803. He is strong and healthy. How has he preserved his vigorous constitution? The editor of Scribner gives the answer: "The hall windows of his house are open, winter and summer, and none but open grate-fires are allowed. Insomnia never troubles him, for he falls asleep as soon as his head touches the pillow. His appetite and digestion are always good, and he has not lost a meal in ten years. What an example to the men who imagine it is hard work that is killing them in this career of unremitting industry!"To return to "Screw" Smith, after the successful trial of his little vessel at sea in the autumn of 1837. He had many difficulties yet to contend with. There was, first, the difficulty of a new invention, and the fact that the paddle-boat had established itself in public estimation. The engineering and shipbuilding world were dead against him. They regarded the project of propelling a vessel by means of a screw as visionary and preposterous. There was also the official unwillingness to undertake anything novel, untried, and contrary to routine.
There was the usual shaking of the head and the shrugging of the shoulders, as if the inventor were either a mere dreamer or a projector eager to lay his hands upon the public purse. The surveyor of the navy was opposed to the plan, because of the impossibility of making a vessel steer which was impelled from the stern. "Screw" Smith bided his time; he continued undaunted, and was determined to succeed. He laboured steadily onward, maintaining his own faith unshaken, and upholding the faith of the gentlemen who had become associated with him in the prosecution of the invention.
At the beginning of 1838 the Lords of the Admiralty requested Mr.
Smith to allow his vessel to be tried under their inspection.
Two trials were accordingly made, and they gave so much satisfaction that the adoption of the propeller for naval purposes was considered as a not improbable contingency. Before deciding finally upon its adoption, the Lords of the Admiralty were anxious to see an experiment made with a vessel of not less than 200 tons. Mr. Smith had not the means of accomplishing this by himself, but with the improved prospects of the invention, capitalists now came to his aid. One of the most effective and energetic of these was Mr. Henry Currie, banker; and, with the assistance of others, the "Ship Propeller Company" was formed, and proceeded to erect the test ship proposed by the Admiralty.
The result was the Archimedes, a wooden vessel of 237 tons burthen. She was designed by Mr. Pasco, laid down by Mr.
