An engraving by Joseph Swan in the book Strath-Clutha by John M. Leighton, published in 1839 shows an unusual vessel in the harbour of Glasgow. The vessel looks to have a twin hull with a series of galleries forming the superstructure. It is almost certainly the early iron steamer nicknamed Cigar that was built on an unusual and patent model for Mr. Neil Snodgrass in 1837.
In his obituary in the Glasgow Herald of February 5, 1849, we learn a little of the background of Mr. Snodgrass though some of the details are inaccurate and have been added to from other sources. Mr. Snodgrass was born at Craigie in Ayr around 1776 and was educated at Ayr Academy where he achieved high honours in Mathematics. In 1794, he went to work in the cotton factory of Messrs. George Houston & Co., Johnstone, where he developed a plan for heating the factory by steam rather than the dangerous stoves then in operation. Four years later, he was appointed manager of Messrs Dale & Mackintosh’s mill at Dornoch in Sutherlandshire, where, against much opposition, he introduced his steam heating invention at his own expense. The success and savings in costs that resulted in widespread recognition and the gold medal from the London Society of the Arts in 1806.
Other inventions followed but no patents were applied for. The “Scutcher” or blowing machine for opening and cleaning cotton and flax waste was introduced at Dornoch in 1802 and universally adopted.
In 1804, Mr. Snodgrass returned to Johnstone as manager of Messrs Houston & Co.’s mills. In August, 1807 he was married to Agnes Hodgart at Paisley Abbey and they had a number of children. In 1818, Mr. Snodgrass set up his own mill at Mile End in the Calton District of Glasgow and achieved some notoriety among the operatives for his harsh measures during the cotton spinner operative’s strike at the end of 1824. In those days combination or unionization was against the law and strikers were treated harshly, frequently dismissed and replaced by black-legs. Trade depression between 1824 and 1826, resulted in a reduction in wages and unrest among the skilled operators.
“It is well known that Mr. Snodgrass is an object of unqualified antipathy to certain of the operatives, for the spirited example he set the master cotton spinners at the commencement of the strike, and their rancour has been still further heightened by the prevalence of an absurd report that he had been in Renfrewshire engaging new and experienced spinners for the other works. Yesterday, shortly after three o’clock, a crowd of several hundred, composed chiefly of stout lads and women, as if by a plan of preconcerted operations, assembled in front of Mr Snodgrass’ work. In one instant they uttered loud shouts, and commenced a violent attack on the work, large whinstones, bricks, and fragments of tile were thrown with desperate force, and 48 panes of glass were demolished in an instant. One of the Calton police seized a lad in the act of throwing a stone. The mob in this quarter disappeared with the same promptitude as they had assembled.” (Glasgow Chronicle, December 14, 1824.)
It was during this period that Mr. Snodgrass developed the invention for which he was best known. For any owner of a steam engine, the vexing question of how to make the piston of a steam engine steam-tight while remaining capable of moving in the cylinder without enormous friction had strong financial implications. The construction of a perfectly true cylinder might have solved the issue but this was not possible at the time. Mr. Snodgrass introduced on the piston head, metal segments pushed outward from the centre by springs that could follow the irregular contours of the cylinder. To demonstrate the effectiveness after encountering some opposition, Mr. Snodgrass prevailed upon Dr. James Stevenson who was the owner of a number of popular steamboats on the Clyde to try an experiment on the Gareloch steamer Caledonia.
“On a certain memorable day, the elastic metallic rings having been constructed in Mr. Robert Napier’s Vulcan Foundry, Mr. Snodgrass repaired to the Gareloch to have the invention introduced, amid many shrugs of incredulity and many predictions of failure. Dare we say that the inventor was wholly without his reward when we reflect on the pride he must have experienced on witnessing the little Caledonia—we remember the vessel well—steaming sweetly and gallantly up the river; as no steamer had ever done before, even in this the very cradle of steam navigation? From that day up to the present time no other description of piston has been constructed. The invention was immediately adopted in several other steamers belonging to Dr. Stevenson;….It is supposed the in the Clyde alone the saving it has effected in the mere article of tallow amounts to not less than £20,000 per annum.”—Glasgow Herald, February 5, 1849
For this invention, he received Coulter’s mortification from Glasgow town council, in 1825. In fact it was later pointed out that the design of the metal packings had been patented some three decades earlier but it is almost certain that Neil Snodgrass had no knowledge of this.
As time progressed, Mr. Snodgrass spent more effort on his exploits as a civil engineer than on his management of his mill. He improved the spinning mule and introduced a method for reducing smoke that was a great concern to the city fathers of Glasgow.
“In consequence of the celebrity which Mr. Snodgrass has lately acquired by his plan for consuming smoke, we yesterday had the curiosity to visit his mill, and witness his plan in operation. The principle of Mr. Snodgrass’s invention, is simply that of the argand lamp with the greatest possible amount of cold air directed by a valve. up through the centre of the flame, by which there literally does not a breath of smoke escape consumption; while at the same time, the heat, or power, is greatly increased, the operations of the machinery necessarily much quickened, and the consumpt of coal lessened to the extent of three wagon loads in twenty-two. The apparatus is of the most simple yet most efficient kind, and costs, in its construction, a mere trifle. We understand that the apparatus constructed for the same purpose by the engineer recently brought from England by the magistrates, cannot, including stoppage of the works and other expenses, be rendered less that £150, at the same time that it does not last nearly so long, nor while it does last, so effectually answer the end. When we state that Mr. Snodgrass fits up his apparatus for the small sum of £5, the inference must be obvious in favour of his plan.”—Glasgow Free Press, May 2, 1828.
Mr. Snodgrass’ mill was plagued by fires and was burned down on three occasions but each time was rebuilt. Trade depression also struck hard. The trade recession in 1825 dragged on into 1826 and Snodgrass, in financial difficulties, found himself in a complex and costly law suit where an advance was secured on cotton bales stored with a third party. Finally in 1830, the mill was closed. Mr. Neil Snodgrass, merchant at Mile-end Calton, cotton-spinner, was placed in sequestration on November 19, 1830 for resolution on December 3 at the Black Bull Inn Glasgow.
As he recovered from these setbacks Neil Snodgrass relied on his skills as a civil engineer. In the mid 1830s, he made his way to the United States where he was well received. He oversaw the introduction of piston rings into steamers on the Hudson.
It was during this visit that he took a keen interest in the form of the steamboats on American rivers, and particularly, the American Steam Raft, with a deck supported by pontoons. In less than a year, he returned to his native Glasgow and took out a patent on his new form of propulsion, improving on the original design and freely acknowledging that this was partly inspired by a foreign national.
March 15, 1837.—No. 7323. Snodgrass, Neil.—A steam-boat is constructed with a paddlewheel between two hulls, each of which is a conical air-tight metal tube, divided into compartments. There are two rudders. The paddle-shaft carries a spur-wheel gearing into another spur-wheel turning on a stud, and the steam-valve is thus worked by a rod and rollers, which may be adjusted so as to work the steam expansively.
“His plan is to form the buoyant vessels, which support the superstructure in which is contained the cabins and machinery, of sheet iron, the form of the buoyant vessel to be cylindrical at the middle portion of the length, and at about one-third of the length from each end to taper off conically. To prevent the loss of buoyancy which might arise from leakage, each of these vessels is divided transversely into separate compartments, of about four feet each in length, made air and water-tight, by forming them at first in separate lengths, and riveting them together on hoops of angle iron. To stiffen the entire vessel, four malleable iron bars are riveted thereto equidistantly and longitudinally their whole length, and along the upper side of each vessel is a beam of wood, which extends the whole length of the lower deck, and to which the whole of the joisting and beams for supporting the decks and machinery are bolted. The paddle-wheel to be placed in the channel between the floating vessels, and at about five feet before the centre of the vessels’ length. In order to give a clearer idea of the minor details, we extract the marginal figure from his specification: it is a plan of the vessel on the lower deck:— At a a are the conical vessels; b b, the lower decks laid upon transverse joisting; c is the chief cabin; d the second; e e promenade surrounding the cabins; f f four cylindrical boilers, which are all connected to one steam pipe, which is provided with a large safety valve at g, from whence there is a large tube to convey the waste steam into the water reservoir below. At the lower part of each boiler is a pipe provided with a two-way cock, either to feed or to blow off each boiler; and in the general steam pipe above are four valves, through which the steam passes from short vertical pipes, leading from each boiler; by shutting any one of these valves, and the feedcock beneath, appertaining thereto, such boiler may be detached, if required; h is the steam engine, placed horizontally, and connected by the rod, onto the crank, m, on the end of the shaft of the paddlewheel; n o the funnel; p p rudders hung to the stern of each of the floating vessels. On the head of each rudder is fitted a yoke or crosshead, from which a rod or chain proceeds forward along the under side of the lower deck, where it is connected by any suitable means to the pilot’s steering wheel, fitted on the upper decks, and in front of the boat. The annexed figure shows an end view of the boat. a a the floating cylinders; b b the lower deck, supported upon joists, crossing the sleepers, c c, and also by the diagonal stays d d, proceeding from the cylinders, a a , c, the cabins; f the paddle-wheel; g the upper deck, surrounded by a railing; h the funnel.”—The Engineer’s and Mechanic’s Encyclopaedia, Thoms Kelley, London, 1852.
Plan of Cigar
End View of Cigar
“New Steam Vessel.—We have been favoured with a sight of the plans of Mr. Neil Snodgrass’s new patent steam-vessel, constructing in the city, under the auspices of Mr. Lumsden, and some other public-spirited gentlemen. We formerly alluded to this vessel. She is partly on the American plan, but much improved in point of machinery. The moving power is to be in the centre part of the vessel, and the cabin and steerage are placed at the two ends of the boat, the former in front. Each of the saloons will be spacious, with promenading rooms above, and all round, the vessel. The steersman will be placed at the bow of the boat; and it is expected that she will make the trip from this city to Greenock, with a favourable tide, in about an hour. This extraordinary steamer will be soon afloat, and is expected to be plying early in May. The designs for the vessel are by Mr. Neil Snodgrass, engineer.”—Glasgow Chronicle in Northern Whig, March 30, 1837.
“A small vessel on Mr. Snodgrass’s plan, nearly resembling that shown in the figure, was constructed at Glasgow. We do not know whether she was finally successful, but we believe the first trials did not altogether realize the expectations which were formed of her performances. This might, in part, arise from the floating cylinder not being of sufficient dimensions to carry the upper works, for with merely the machinery on board, the cylinders were fully one half immersed.”—The Engineer’s and Mechanic’s Encyclopaedia, Thoms Kelley, London, 1852.
A little more detail is obtained in David Napier’s biography (James Maclehose, Glasgow, 1912).
“The Cigar . . . . . .steamboat consisted of two long iron tubes, each resembling a cigar in shape, connected together, with a space between them for the paddle-wheel. A wooden house or cabin was erected on the deck. This peculiar craft was tried on the Clyde for a short time but was found very difficult to manage. She ran into and sank a smack, and on another occasion “ran tilt against Port-Glasgow pier, the ends of the cigars being so driven into the wooden logs that a tug had to be applied to draw them out.” Being found unsuitable for Clyde traffic, the idea appears to have been entertained that she could be employed on Loch Lomond. She was however laid aside, and, about 1840, was moored off Glasgow Green for the use of bathers, the saloon being converted into a refreshment room.”
This then, is the Cigar. Indeed, the little vessel was not a success on the Clyde, and after lying some time, there was an idea to use her on Loch Lomond where her superior accommodation would be appreciated. At the time, David Napier had his steamer Euphrosyne on the Loch and his partner John M‘Murrich of Stuckgowan alerted Napier to the prospect of the new opposition steamer appearing. Napier’s response is of interest.
“Blackwall, May 11, 1838.
John M‘Murrich, Esq., Stuckgown.
My Dear Sir,
You ask me what I would advise to be done if the Cigar should appear on Loch Lomond. Oppose her as long as she will last in a decided, straightforward, honourable manner, always keeping in view that her receipts are two or three hundred pounds a year less than her outlay. I cannot agree with your reason for reducing the fares before opposition comes on. For anything that does not form a necessary of life I think the seller is entitled to charge what he pleases, provided the purchaser knows beforehand what he has to pay. I have always found that the public studied their own immediate interests, and paid no attention to the professions of sacrifices made at former periods in their favour, and I rather think in doing so they are not far wrong. Your other reason for reducing the fares I think infinitely better, that is, that it will increase our annual dividend. If you are sure of that do it by all means. I expect to be in Glasgow for an hour or two about ten days hence; if I can possibly bring Stuckgown under my range I will do it.
I am, my dear Sir, Yours truly,
David Napier”
Alas the transfer to the Loch did not occur but around this time, 1838, another early iron steamer, Queen of Scots, was placed on the Loch. In her construction, she lacked sufficient framing and the iron plates moved in heavy weather resulting in leaks and a propensity to sink.
As for the Cigar; she became a floating bathing platform and lasted a few more years.
“For sale, the Floating Baths, formerly the Cigar steam-boat, as at present lying in the River Clyde, above the Humane Society House, well adapted for some of the watering places on the Coast. For particulars, apply to G. & A. Young, Buchanan Street; or John Wilson & Son, No. 468, Gallogate Street.—Glasgow, December 18, 1843.”—Glasgow Herald, January 12, 1844.
After this episode, there is little public notice of Mr. Snodgrass until his obituary appeared in the Glasgow Herald in 1849. He is described as wiry in frame with a smart pale face and keen restless eyes. There is little doubt that he was a man of energy and determination. He died of what seems to be a stroke at his home in South Portland Street on Wednesday January 31, 1849