The following article was serialized in “The Evening News” in the summer of 1887, the year before the Great Exhibition in Glasgow of 1888. It contains the reminiscences, memories and results of conversations of an unknown author who had a deep interest in the Clyde and its steamers. It was the intention of the author to publish the work as a small booklet but as far as I can discover, no such booklet was produced. There are eleven articles that appeared on successive Saturdays. The newspaper received many “Letters to the Editor,” and these are collected in the twelfth article, together with the author’s responses. Some point out errors of fact in the article, and there are undoubtedly many of them. I have corrected a few that are elaborated in the letters, but otherwise the text is left as it appeared in the newspaper. The drawn illustrations are also those contained in the original articles. While much of the history can be found in the better-known texts, there is some information that I have not come across elsewhere. I particularly like the little details such as the funnel colour of Countess of Glasgow and the assertion that the Dunoon Castle of 1867 originally had two funnels much like Rothesay Castle built two years earlier. The whole history is fairly brief, and I hope that it provides some interest and enjoyment to readers.

Clyde River Steamers.—On Saturday, 4th June, an interesting series of articles on the History of Clyde Steamers from the Comet to the most recent additions, will be commenced, and continued every Saturday till completed. Written in a very racy manner, with numerous illustrations, and interspersed with personal reminiscences and anecdotes, the articles will deal with one of the most interesting features of our social and industrial developments.—Glasgow Evening News, June 2, 1887

Our River Steamers,

(Copyright.)

(Specially written for the Evening News.)

I.

The passenger steam boat service on the River Clyde has so long been a subject of great attraction to those dwelling on its banks that we are certain that a few notes on the past and present boats on the various routes will be of wide and general interest. Our river may be called the cradle of European steam navigation, and for 75 years, the production of novelties in the building and fitting of river steamers has gone on uninterruptedly, and public interest has never been allowed to wane for want of something new, either in promise or in progress. The owners, captains, &c., of our river boats have also comprised many widely-known and highly-respected men, and many interesting reminiscences of them are still extant. We propose giving a series of articles, introducing many steamers, both past and present, illustrated with sketches of boats well-known in their day, which will serve to show the advance that has been made in their good looks as well as in other good qualities. It will be needless to mention  that the Comet was the first practical passenger steamer on the Clyde. This vessel—built for Henry Bell in 1812—was 44 feet long by 10½ feet beam, and had an engine of only 3-horse-power. Following the Comet came the Elizabeth, 50 feet long, with 11 feet beam, and of 10 horse-power.

Comet

The success of this boat seems to have fairly rooted a belief in the future of steam navigation, and in 1818 there were no fewer than sixteen steamers plying on the Clyde—ten passenger boats and six carrying goods only. The passenger boats were named the Rothesay Castle, Albion, Neptune, Dumbarton Castle,Glasgow, Waterloo, Britannia, Wellington, Argyle, and Defiance respectively, while the goods steamers were the Marion, Prince of Orange, Clyde, Lord Nelson, Trusty, and Industry. The last of these still lies in Bowling Harbour in a state of unpardonable decay, a standing reproach to us all, in allowing so interesting a relic of the past to fall to wreck. We presume that nearly everyone has seen pictures of these “steam-packets” of long ago, with huge funnel set well forward, and rigged as a mast, to carry a large square sail; their cut-water bow, with figurehead, and long cabin, with high, square stern, and large cabin windows. They were, no doubt, much thought of in their day; and we find one of them described as having “two large cabins. One at moderate price is in front; the other, which pays higher, is astern. The engine separates them. The latter apartment is furnished in a very elegant manner, hung with scarlet cloth, provided with sofas, chairs in the Grecian style, looking-glasses, Brussels carpet, and a library of about 60 well-selected volumes. There is also a ladies’ dressing-room and a steward’s room.” This is an age of progress, and doubtless the steamers of 1818 were as great an advance in comfort on former facilities for travelling as our great steamers now are over those of years ago. Still, we cannot but feel a kindly interest towards those enterprising spirits who risked their fortunes on what was then a new, and doubtless considered a very risky thing—steam navigation. In 1818 the limit of steam pressure per square inch on marine boilers, for safe and profitable use, was considered to be about 6 lb., and boiler-makers found much difficulty in constructing boilers to stand anything much in excess of this, but now we have steamers running from the Clyde working their boilers habitually at a pressure of 150 to 160 lb. per square inch, and we are promised greater things yet from the skill and enterprise of our ironmasters and engineers.

The first steamer to make a voyage of any extent from the Clyde was the Thames, which steamed to London via Dublin, Plymouth, and Portsmouth, leaving Glasgow in May, 1815, and making the passage in an actual steaming time of 121½ hours. This was justly considered a great feat, and doubtless gave great impetus to shipbuilding, by showing the possibility of steam vessels being used safely at sea, even in heavy weather.

Engine of the Comet

The Clyde steamers seem soon to have proved a serious opposition to the old stage coaches and we find the following advertisement in the Glasgow Courier of 1822:—“The proprietors of the Glasgow and Greenock mail coaches return their sincere thanks to the public for former favours and beg leave to inform them that from the 1st May the fares will be reduced to 6s. inside and 4s. outside. The coaches depart every day from the Mail Coach Office, Nelson Street, at 11 a.m., and from the Black Bull Inn at 4 p.m.; from the Tontine, Greenock, at 10 minutes past 12 noon and 4 p.m.”

Looking over the river steamboat advertisements for 1820, we find three boats named and copy one of their advertisements now:—

“Facts are stubborn things.—The Inveraray Castle, Steam Packet Vessel, (Captain Johnston), will sail from the Broomielaw on Saturday morning, 22nd July, at half-past eight o’clock, for Inveraray, calling at Port-Glasgow, Greenock, Gourock, Rothesay, and the usual places on Lochfyne, and will return to Greenock on Monday.

“From the great quickness of the sailing of the Inveraray Castle, she makes her passage from an hour to one hour and a half quicker than any other boat that sails for Inveraray. Passengers may rely on reaching Inveraray by eight o’clock on that evening. Those who wish to leave Glasgow on Tuesday and Friday may have tickets for Rothesay (where they can stay that night), either by the Rothesay Castle or Inverary Castle at the same fare as going direct from the Broomielaw for Inveraray.”

The opposition boat at this time seems to have been the Neptune, of 75 feet keel by 15.7 feet beam, and 16 horse-power, and she is advertised in the same paper to sail for Greenock, Gourock, Rothesay, Brodick, and Lamlash, and return to Rothesay the same night, returning to Glasgow on Monday, and leaving for Inverary on Tuesday morning.

Our present specialties of “circular tours” and “through bookings” seem not to be so very great novelties after all, as we find the Arran Castle advertised in 1830 to sail in afternoons to connect with the morning coaches from Edinburgh, and promising to land passengers in Arran at eight o’clock p.m. while the Foyle advertises a trip calling Greenock, Campbeltown, Port-Rush, Londonderry, Iona, Staffa, Skye, Tobermory and Oban; fare 2 guineas. The Arran Castle is also advertised to sail to Rothsay on Sundays with the mails—the latter proviso seeming very like an excuse for Sunday breaking.

Quick trips also do not seem to have been unknown long ago as we find the Sir William Wallace promising in 1840 to carry passengers to Arran in 4½ hours; fare 7s. return.

And speaking of these old times it is interesting to note the fares charged for foreign voyages in 1830. We find a steamer to sail for the Mediterranean, fare to Lisbon £18, and to Gibraltar £20; while the fare to Boston by Cunard boats in 1840 was £40 19s., including, however, all wines and liquors.

We think that our subject may be most simply handled by taking up the different routes of our Clyde steamers in succession, so will begin our series of reminiscences in our next article by taking up the past and present steamers on the Helensburgh station—one which though rather in the background of late years was once one of the best contested and provided with steamers, the names and histories of which are still well remembered by many of our citizens.—Glasgow Evening News, June 4, 1887

II.

Glasgow and Helensburgh Steamers

We begin our series of articles on Clyde Steamboats with those on the Helensburgh route, partly because it was one of first opened, and partly by reason of its close connection with the name Henry Bell, who died at Helensburgh, and whose pioneer steamer, the Comet, also ended its days there. We shall endeavour to bring up the steamers quoted in as nearly as possible their correct order, and hope to be able to give a progressive narrative of those on this route for many years back. The first boats we can introduce are the Caledonia, Helensburgh, Waverley, Clarence, Oswald, James Dennistoun, Sultan, and Greenock, all, of course, built of wood, and very old-fashioned in all particulars. The Caledoniawas sold to a Paisley firm, and afterwards ran from that town to the coast. She gave much pride to the inhabitants of that classic town, who spoke of her as “oor nain boat seestu.” Paisley folks, even 45 years ago, seem to have been a travelling people, and we find a story circulated at that time of a “Paisley body” who had gone far as Arran, and, after exploring its hills and glens, found his way to Brodick, where he looked about for a time, and then asked a native, “Freen, whan can I get a boat for Scotland?”

The Sultan was patronised by the Greenock “sugar lords,” who travelled to and from Glasgow by river in those days, but she grew too slow for them, and they insisted on her owners providing a steamer of more modern style. This caused the Sultan to be sold to a Liverpool firm, and we have heard a friend speak of overtaking her on her voyage to that city while making the same trip in the Actæon, one of the fine Liverpool traders of about 1842. The Sultan had left the previous day, and was still peacefully jogging along on her slow way. Her successor was the Royal Tar, which, we believe, was launched at Glasgow in two pieces and taken to Dumbarton to be finished. This was a fine boat, and ran successfully for some time, till she was unfortunately run across Helensburgh pier and much damaged, and though taken off and repaired, did not remain much longer on the Clyde. Her commander was Captain John M‘Kellar, who, we understand, still lives among us, and who was best known to his friends as “Rope Jock.” Another well-known captain of this time was Captain Turner, of the Clarence, who was well known and liked by his passengers, and whose white hat was always a distinguishing feature. The next boat was the Brenda, a fine, large steamer, but which proved too large for the station—drawing too much water for the then shallow river, and burning too much coal. She was elegantly fitted up, and was the favourite “ladies’ boat”—leaving Glasgow daily at three o’clock. After running for a year or two, her engines and those of the Toward Castle, a Highland boat, were taken out and exchanged, and she was withdrawn from the Helensburgh trade and sold away from the river. About this time the question of wood versus iron for shipbuilding was being hotly discussed, and, to test the merits of each fairly, two steamers were laid down in Napier’s yard at Govan. They were alike in dimensions and model, save that one, the Shandon, was of wood, and the other, theSuperb, of iron. When finished, these boats left Glasgow together on a race to Garelochhead, when the iron boat won by about twenty minutes. Both these steamers proved to be down by the head, and were cut in two and lengthened some 20 feet forward to bring them to proper trim. In connection with this, it is a curious fact that the one remedy known among Clyde folk for a vessel is to cut her in two and lengthen her. So lately as last year, the boiler of a well-known “greyhound” primed a little at first, when it was currently reported in the yards that she was coming back to the Clyde to be cut in two and lengthened. About this time the Duchess of Argyle came out. She was a very smart little boat, and was said to have been built as a yacht for a Welsh mine-owner, to be named the Jenny Lind. She had originally two funnels, but proving too heavy by the stern, had the after boiler taken out, and sailed afterwards with only one funnel, in front of the engine, being the first to introduce this very prevalent fashion in our river boats. A succession of steamers were now put on the line, including the Royal Victoria, Prince, British Queen, Emperor, Monarch, Telegraph, and Sovereign.

The British Queen had a narrow escape from a tragic ending. Crossing from Greenock she struck some floating object, and at once began to fill. Captain M‘Aulay, late of the Undine, who was in charge, at one had her turned back for Greenock, and managed to get alongside the quay and have all on board landed before she sank. She was afterwards raised and repaired. The Telegraph was a small experimental boat, built by Hedderwick at Glasgow, and propelled by a high-pressure locomotive boiler and engine. She proved very fast, making the passage from Glasgow to Greenock in little over an hour, but unfortunately she blew up at Helensburgh Pier in 1842. The vessel was completely destroyed and 18 persons killed, among others the captain, engineer, and builder. The accident created a great prejudice against high-pressure boilers, and new steamers had then to advertise that they were provided with the old style. The Emperor was also a well-known boat, and kept a place on the Clyde for many years. She lost caste, however, by being run as a Sunday boat, but was afterwards altered, and had her name changed to Acquilla, and was sold away from the river. The Vulcan will be remembered by many, having only recently been broken up. She was last used for conveying Messrs Thomson’s workmen to and from Clydebank. For many years she filled the place now occupied by the Marquis of Bute, running between the various coast piers, and connecting with the trains at Greenock. The Victoria was also a well-known steamer, celebrated for being about the first fitted with the patent paddle-wheels now so universal. We can well remember leaving Glasgow one afternoon on this boat, and not being landed at Helensburgh till next morning, a storm making landing impossible.

The Gem ran for a long time on this station, but was taken off and much improved—fitted out with two funnels, and made to look like the celebrated Ruby. For some time after she was on the Rothesay station, and was one of the many Clyde boats sold to “run the blockade” during the American War.

Owing to railway competition, the Helensburgh steamboat traffic about this time began to languish, and to be almost exclusively a ferry service between Greenock, Helensburgh, and the Gareloch, with very few runs to Glasgow. A new start was, however, made about 20 years ago by the formation of a new company, which had four boats built—the Leven, Roseneath, Ardgowan, and Ardencaple. These were very smart craft, with deck saloons, and had very neat oscillating engines, and were painted light-green outside. This venture did not, however, thrive, and the boats were soon seeking favour on other stations. The green paint soon succumbed to the inky coloured Clyde, and was replaced by the more orthodox and less tell-tale black. These boats were eventually all sold away from the river—one, we think, to Cork, and the others to London, where they still figure, though under loftier titles. Little more remains to be said of the Helensburgh route, as, with the exception of the steamers of the North British Railway, these were the last boats built specially for the trade. Since then, it has been carried out by various bots, such as the Hero, Vesta, Balmoral, &c., all well known to our travelling public. Herewith we are able to give a fac-simile of advertisement of the Comet’s sailings between Glasgow, Greenock, and Helensburgh:—

Mr. Bell presented this new method of Navigation to the British Government at three different times, viz., in 1800, 1803. and 1813, when, after all his exertions, it was thought to be of no utility to Government. After it was denied him in 1803, he thought it very hard that such a discovery should lie dormant, and on that account he sent a description of the method of applying Steam, in propelling Vessels against wind and tide, to all the Emperors and Crowned Heads in Europe, and also America, which last Government put in practice in the year 1806.— Glasgow Evening News, June 11, 1887

III.

Dumbarton Steamers.

The passenger traffic from Glasgow to the ancient burgh of Dumbarton by river, though now defunct as far as special steamers are concerned, was in its time a most important one, and one very lucrative to those engaged in it. It is understood that when the Dumbarton steamers were first started, no person was allowed to be owner or part owner unless he was a burgess of the town. This rule must have been a strong factor in keeping down opposition and increasing the interest of the Dumbarton people in the steamers. This rote was opened very early, but the first boat we can mention was the Dumbuck, which ran about 1842. She was then advertised to run to Dumbarton for sixpence—a wonderfully cheap trip in those days, when steamboat fares were higher than they are now. Succeeding her came the Dumbarton, the Vale of Leven, the Koh-i-noor, the Prince Albert, the Loch Lomond, and the Dumbarton Castle.

Vale of Leven

Some interesting stories are told of the captains of these steamers. Captain M‘Kinlay of the Dumbarton was earlier in his career a carrier from Glasgow along the Dumbarton Road, but, seeing the advance of trade by the river, he forsook the road and became part owner and afterwards captain of this boat. It is said that though transformed into a sea-faring(?) man he never forgot his old occupation, and gave orders to his engineer in carter fashion, directing him to go “canny,” or to “wo,” or “back.” It is also stated that he directed his steersman in the same manner, telling him to go “a wee thocht to the near side,” or “a wee thocht to the far side,” instead of the orthodox port or starboard. His successor—Captain Laing—is credited with the introduction of the knocker for signalling to the engine-room. It is averred than when he was unable from a sore throat or some such cause, to call his orders, as was the custom, he brought a stick with him and arranged a series of signals with the engineer—to be given by raps on the box of the engine. This system, it is said, worked so well that a mechanical arrangement was soon introduced for giving the signals in a more business-like way. This system of knockers still survives in our river boats, though it has been perfected in our more recent steamers into the engine-room telegraph. While of the subject we may mention that some of the old captains had very original phrases for giving their orders to their engineers. One well-known captain’s set were—“Coup her ahead a bit,” “Ease her a bit,” “Stop her a bit,” and “Back her a bit,” and he used these faithfully till they were superseded by the knocker.

The profits of these steamers are reported to have been very large. One gentleman who had £800 invested in them is said to have received an equal sum as his first dividend, and to have sold out in disgust when the returns came down to 50 per cent. Some of these boats were sent to run on Loch Lomond when steam navigation was started there, and Captain Robert Ritchie, who died in April last, will be remembered as having been the esteemed captain of the Prince Albert. The style and size of the Dumbarton steamers improved with time and with the growth of the trade, till two new steamers, the Queen and Premier, were put on. These were very smart, swift boats, and were very popular in their day. They used to be well known on the river by their light-blue paddle-boxes and black-and-white funnels, and they made very smart trips up and down the Clyde. It is said that when the Queen visited the Clyde the Premier—then under the command of Captain Wilson, an old Glasgow favourite, lately dead—went with the other steamers to meet the royal yacht. Coming up the Firth behind this vessel, the Premier was easily able to outstrip her for speed, but, of course, always slowed down and kept behind out of respect for Her Majesty. Prince Albert is stated to have admired the smart little boat so much that he wished to buy her for a royal yacht.

Premier

We might introduce here the first Chancellor, a well-known steamer which, we think, belonged to the same owners as the Queen and Premier. She ran to Arrochar, and was an exceedingly comfortable boat. Her cabin was considered unique in its time, and was fitted in “house fashion” with two regular built-in fire-places, with mantels, one at each end. This was one of the first steamers fitted with patent floats, and boys in her time used to have much discussion about her steam-pipes—the steam-pipe on one funnel being much thicker than that on the other. Captain Wilson commanded this boat for a long time, and I think she was sold latterly to some port in England.

Writing of the Arrochar route recalls another old boat, the Queen of Scots, which was distinguished by having a large wooden A on each paddle-box. This steamer used to make a special trip to each Arrochar Communion, starting on the Sabbath morning from Glasgow about five o’clock, and returning late in the evening, and thus affording plenty of time for spiritual (and spiritous) recreation. The Arrochar Communion must have been much after the style of Burns’s “Holy Fair,” and many unholy scenes were witnessed on the steamer and ashore. A favourite pastime of Glasgow youths whose piety(?) took them on this trip was roasting shell-fish—gathered during the day—round the steamer’s funnel on the journey home. The Helensburgh Communion was also the excuse for Sunday steamers running to and from Greenock out. Not to work for gain on Sunday, all tickets had to be bought on the previous day. Like the Helensburgh trade, this traffic to Dumbarton received a severe shock by the opening of the railway, which lessened the number of passengers by the river very much. Still, the steamboat owners seemed to have faith in the river, and two new boats, the Lennox and Leven, were built more than twenty years ago for the trade. These were very smart and handy boats, and did a good trade, but did not run very long, and were sold away from the Clyde. The sail to Dumbarton by these boats used to be a very favourite excursion on summer Saturdays, and they made a lot of trips daily, running to Greenock occasionally; still, the railway seemed to hold the greatest inducement to the travelling public, and the boats were withdrawn. After the departure of the Lennox and Leven the Dumbarton station seemed defunct, but it was revived again for a time by the Loch Lomond, a very swift little steamer which was built specially for the station. This boat ran for a season or two, but was also withdrawn, and since then there has been no passenger boat trading into the town of Dumbarton. The stoppage of this trade may be partly owing to the opening of the new Dumbarton Pier a few years ago. This gave facilities for passengers landing or embarking by the regular river boats much superior to what were formerly given by the old ferry-boats, and made it convenient for all steamers to call there, thus obviating the necessity for a regular service of steamers to run direct to the Town Pier. This new pier forms an enjoyable promenade, with a splendid view of the Clyde in one of its most picturesque aspects, and gives such an easy access to the celebrated old castle that it is a wonder that it does not attract greater numbers of our travelling public during our holiday season.—Glasgow Evening News, June 18, 1887

IV.

Loch Goil, Holy Loch, and Loch Long Steamers.

The first boat we remember on the Loch Goil route was the Lochgoil—a wooden vessel of the real old-fashioned type with cut-water bow, figurehead, and high, square stern. She had a large allowance of red paint about her figurehead-bowsprit and was altogether a curious old craft. Her commander, “Paddy” Graham, was a very well-known character and was celebrated as being the most impartial collector of fares on the river, no fiddlers nor beggars having any chance to pass free on his boat. It is said that on one occasion his engineer took his newly-made wife for a sail with him and had her sitting with him at the engine-room door when the captain came round for his fares. He introduced her saying—“Captain this is my wife—we were married last night,” and the captain said—“I’m glad to meet you and I wish you much joy, but John, wha’s to pay her fare?”

Loch Goil

When the Lochgoil began to be thought too antiquated for the station the Lochlong, an iron steamer, was built and it is said that when it was mentioned to Captain Graham that it was intended to construct her of iron, and have a high steeple engine to drive her, he declared at once that it would never do—that the engine would capsize her. The Lochlong was however built, and the steeple engine did not capsize her, and proved so successful that this type was introduced into most of the river steamers built for many years after, and gradually superseded the side-lever engines that were so much used in older boats. We may say here that the upright or steeple engine is still a favourite on the Clyde, though it has rather yielded in turn to the diagonal engine. A recent, and very successful, specimen of double-steeple engines may be seen in the Scotia, now running to Arran, and we think these are as handsome and efficient as any to be seen on the river.

Following these old boats came the Breadalbane and the Ardentinny—both smart iron steamers. The Ardentinny was built by Messrs Wingate at Whiteinch, and after running for several years on the Clyde, went to Londonderry, and ran there for many years, taking the passengers and mails to the American steamers lying off Moville. About the same time the Lochgoil was built, and shortly afterwards the Lochlong. The Lochgoil did long service on the Clyde, then was for several years trading on the Foyle from Londonderry under the name Lough Foyle, then returned to the Clyde for a time, where she was latterly bought by Messrs MacBrayne, who had her rebuilt, and they now run her as the Lochnesson their Royal route to the Highlands. The Lochlong was a very smart steamer, and was one of the first to introduce the straight stem and smart look so universal in our Clyde boats. Succeeding these boats came the Carrick Castle, inaugurating the present Castle Line now worked by the Windsor Castle, Edinburgh Castle, and Chancellor. The Carrick Castle was sold to run on the Forth, and, we believe, is still the popular boat there.

The Holy Loch steamers, trading to Kilmun and intermediate towns, have owned a number of interesting boats. Among the first to run there in our remembrances were the Early Grey, Luna and Kilmun. The Earl Grey had been refitted after the disastrous boiler explosion which took place on board of her in 1835, when she was about to leave Greenock Quay. Ten lives were lost on that occasion. A story is told of a well-known Glasgow merchant who had taken his children into the cabin to have some refreshment just before the accident. His first words—when he found himself and family all safe—are said to have been “God bless ginger-beer.” The Earl Grey had one of the first steeple engines used on the Clyde. The Luna was a very crank little boat which was soon taken off the Kilmun route and put on that to Helensburgh. A notice was put in the Glasgow papers of her day ordering all deep-sea steamers to slow when passing a vessel called Luna. The Kilmun had a grotesque stem, it being carved and painted to imitate a shark’s head and mouth. A second Kilmun was afterwards put on—an experimental boat with one paddle at the stern, but she had no success, though said to be fast, and was eventually broken up in the Kelvin about twenty years ago. The Eva was another small boat, and was sold to go to Australia. She started rigged as a sailing vessel, but foundered on the way.

Eclipse

At that time the monopoly of the river passenger trade was largely in the hands of the Messrs Burns, who had bought up most of the steamers, and supplied the wants of the various routes from the vessels of their fleet. That arrangement not proving altogether satisfactory, the Eclipse was put on as an opposition boat on the Kilmun route. She was a fine steamer and had a good share of patronage, but was unfortunately soon wrecked, being run on the Gantocks when coming out from Dunoon. It was found impossible to lift her; she was broken up and her engines were put into a new boat—the Wellington—which, along with the Nelson, ran for years to Kilmun. The Wellington was by-and-by broken up, and the Nelson was sold to some foreign station, after running some time to Helensburgh. The Express was contemporary with those boats, and had later on for a consort the Mail, a very swift boat, which was built by Messrs Tod & Macgregor. The Express was afterwards broken up, and we think her engine still does good service in one of our present steamers. The Mail was sold for a blockade runner during the American war. The Sultan came out about that time as an independent boat, but was soon sold to Captain Williamson, and placed on the Rothesay station, where she is still a popular boat. She will be remembered as having been painted green on her first appearance, but was lengthened, and changed her paint, on leaving the Holy Loch. The Vivid, now also on the Rothesay route, was a popular Holy Loch boat. She was also lengthened, and with improvements made on her this season, is now among the fastest of our Clyde boats. The Vesper was built to Captain Campbell’s orders as a consort to the Vivid, but was a very short time on the station, being sold after her first season. The Craigrownie was placed on this route for a time, but did not long continue as a regular trader, running at various times to different parts of the coast. She was sold to run on the Thames along with the Ardgowan, &c., of the Helensburgh route, and like them she still trades on that river under a new name, and with anything but the smart and tidy appearance so well kept up on our Clyde boats.

The next boat built for the Kilmun route was the well-known Benmore—now on the Rothesay trade, and still one of our smartest boats. This boat, with the Vivid, was sold some years ago, and Captain Campbell’s fleet reconstructed by the Waverley being built at Paisley, and the Meg Merrilies being bought from Messrs Barclay & Curle. The handsome Madge Wildfire, built by Mr M‘Knight at Ayr, has since been added to the list of Holy Loch steamers.

Of the route up Loch Long to Arrochar there is not much to write. We have already mentioned in our Dumbarton paper the trip made by the Queen of Scots to the Arrochar communion, also the first Chancellor. Previous to the Chancellor’s being built, the Breadalbane and Queen carried on the trade, running under a company arrangement. The Chancellor occupied the station for many years and was in every way so popular a boat that when she was sold away from the Clyde a second boat of the same name was built. This second Chancellor attracted a good deal of attention when she came out—there being many novelties shown in her build and in her paint, resembling closely the American river steamers. This boat ran successfully for many years, and was sold on the completion of a third Chancellor, built at Dumbarton and now filling the station. The second Chancellor was bought by Messrs Keith & Co., and had her name changed to Shandon. She is now a favourite and swift boat, and forms one of Captain Buchanan’s fleet, and is employed on the Helensburgh route.—Glasgow Evening News, June 25, 1887

V.

Largs, Millport, Ayr, and Arran Steamers

The first boats we remember on the Largs, Millport, and Ayr route were the Nimrod and St Mun. These were built of wood in the usual style of 50 years ago, and were very old fashioned. When the St Mun was taken off the route she lay for a long time in Port-Glasgow for sale, and was at last disposed of to an English firm. The new owners had the old vessel repaired, and, when finished, arranged for a trial trip, to which a company was invited. When all was ready her commander, Captain M‘Lellan (celebrated among other old Clyde skippers for always wearing a white hat), mounted the paddle-box and have the order to go ahead. He had scarcely given the order when the top of the paddle-box rose into the air, throwing him into the water, where he at once disappeared, leaving his white hat on the surface. On his rising to the top of the water, he was at once rescued, and examination of the cause of the accident showed that a plank had been left in the wheel, and, revolving with it, had caused the damage. After these boats came the Robert Burns and Warrior, both wooden boats, and still in old-fashioned style. The Warrior was sold to Government, and we believe did long service on some of the fishery stations under the command of Captain Alex M‘Kellar, afterwards of the Juno. Following these came the Sir William Wallace and Ayrshire Lassie, also wooden vessels. These steamers were all quite “deep-sea” boats, with two masts, and strong hulls built for carrying cargo, as well as passengers. They made the trip to Ayr one day and left there next day for Glasgow, as it was left for much faster boats than then existed to make the double run in one day. The boats running to Largs, Millport, and afterwards Arran in our remembrance began with the James Denniston and Albion. These old boats were followed by the Hero and Victor, the former of which was a very small boat. Both those boats were of wood.

Mars

By-and-by the Victor was broken up and her engine transferred to a new boat named the Mars, and about the same time another new boat, the Invincible, came out. These were large and able boats, and did good service on these routes till an opposition company put on the Lady Brisbane, and afterwards the Lady Kelburne, steamers which were afterwards bought by Captain M‘Kellar, and added to his fleet of Largs, Millport, Ayr, and Arran boats. The Lady Brisbane was built in 1843, and caused quite a sensation about the Clyde when she came out from her great speed and the novelties in her build and appearance. She was about the first river steamer built without a cut-water bow and figurehead, and hundreds of people were waiting at the various coast towns to see her on her first trip. On her trial trip she showed a speed of over 15 miles per hour and was much praised in the daily papers for her “yacht-like appearance, and the beautiful way in which she cut through the water.” Her first trip from Largs to Glasgow was made in three hours and ten minutes, including all stoppages. The Lady Kelburne was built after the Lady Brisbane, and was rather larger, and had engines of greater power. She proved also a very successful boat and very fast. The Kelburne ran for many years on this station, but was broken up latterly. This boat was so celebrated for speed that a race for a large stake was arranged between her and the Engineer, a well-known Rothesay trader. The course was to be from Greenock round Ailsa Craig and back, and each steamer was to be commanded by a strange captain to give each an equal chance. The race, however, never came off, as a day or two before the time fixed, the Engineer broke down and withdrew from the competition. The Kelburne, however, sailed over the course, and claimed the prize on the ground that the damage to the other boat’s machinery had been intentional, and we believe that her plea was sustained and the money handed over.

The Star and Vesta were afterwards added to the Millport boats, and ran for many years on this route. The Vesta was burned in the Holy Loch a year or two ago, while the Star was sold for a blockade runner, and when last we heard of her was owned by a firm at Nassau, West Indies. The next addition was the Venus—a boat of larger dimensions, having two funnels, and proving swifter than the previous boats. The Venus supplied the Arran service for several years till superseded by newer boats, and was sold at last to Messrs Gillies & Campbell for their Wemyss Bay trade, and after running on this service for several years she was broken up at Port-Glasgow. This boat used to be celebrated for her bell, which was about the largest and best toned on the Clyde, and which did good service in waking up sleepy passengers for the early starting hours from Arran.

Jupiter

The Jupiter and Juno were the next additions to Captain M‘Kellar’s fleet, and both proved very successful and popular boats. They were commanded respectively by Captains John and Alexander M‘Kellar, who were two of the most popular captains on the river, and kept up a splendid summer service to Largs, Millport, and Arran. The Jupitergenerally left Glasgow in the morning, returning at night; while the Juno took the morning run from Lamlash, and left Glasgow again at 2 p.m. The latter was always an express run, and passengers were frequently landed at Lamlash before 7 p.m. There seemed to be more striving after fast passages by our river boats in those days than now, and these steamers especially used to be frequently taken by short cuts, not always with success, as on one occasion the Jupiter struck a rock while sailing between the Eilans at Millport, and had to be beached for repairs. Another short cut—not used by steamers now—was the passage between the Hamilton Rock and Clachland Point at Lamlash Bay.

Captain Alexander M‘Kellar eventually dropped dead on board the Juno at Glasgow, and soon afterwards both of these steamers were sold for blockade runners, and the last report we have about the Jupiter is from Philadelphia, where she was owned by a firm who purchased her after her capture by the ships watching the blockaded ports of the Confederate States of America. While these steamers were on the Millport station, two new boats were put on as opposition. These were the Spunkie and Kelpie, two very handsome and well-fitted up steamers, built by Messrs Tod & Macgregor. These, however, were singularly unfortunate, especially owing to their having a long series of mishaps to their engines, which rather set public opinion against them. They did not remain long on the river, but were soon sold away. The Kelpie, we think, went to some Irish port; while the Spunkie, after a long absence, reappeared on the Clyde with quite an altered appearance, having been changed from a double to a single-funnelled boat, and altered in other ways. She then ran for a short time to Arran via Rothesay, but was soon again sold away from the Clyde. After the departure of the Juno, Jupiter, &c., the remaining boats of Captain M‘Kellar’s fleet were sold, and the Glasgow and Arran route via Millport ceased to be carried on, and has not since been revived.

The route to Ayr was afterwards supplied for some years by the successive steamers built by Mr Seath at Rutherglen—namely the Vale of Clwyd, Vale of Doon, and Bonnie Doon, Nos. 1 and 2, but these were all sold away in turn, and the route is again practically abandoned, being only opened for a short time yearly at the Glasgow Fair. Shortly after the Vesta &c., were withdrawn, Messrs Brymner, of Greenock, had the Elaine, and following her the Lancelot, built for the Glasgow and Millport trade. These boats being novelties in style, and being both fast and comfortable, were successful for a few years in carrying on strong opposition to the Wemyss Bay Railway boats, running fast direct trips to catch morning trains at Greenock in the struggle for fast communication to and from the coast, but eventually the trade was given up and the boats sold. The Elaine passed into the hands of Captain Stewart, late owner of the Undine, and by whose executors she was sold to her present owner, Captain William Buchanan, while the Lancelot was bought by the Wemyss Bay Steamboat Company and still runs in their service. The boats run to Millport in connection with the railway to Wemyss Bay have included the Largs, Venus, Victory (afterwards Marquis of Lorne and now Cumbrae), Argyle, Lancelot, Lady Gertrude, &c. The Lady Gertrude was among the first boats built for the present company, and was named after Lady Gertrude Boyle, daughter of the present Lord Glasgow. This was a very fine boat, but proved at first very crank. We have a vivid remembrance of our experience of this boat’s first Monday morning trip from Millport with a heavy load of passengers. We reached Wemyss Bay safely but well scared, while the steamer was taken off to Port-Glasgow for alterations, which were successful in making her much more stable. The Lady Gertrude was unfortunately wrecked at Toward Pier, and broken up there, her engines &c., being lifted and fitted in the Adela, the hull of which was built by Messrs Caird at Greenock. The Sheila was built at the same time and by the same builders as the Adela, and, like her sister ship the Glenrosa, proved an exceedingly fast boat, being able to cope with almost any steamer on the river. The Sheila was eventually sold to the North British Railway, and now forms one of their fine fleet of coast steamers, her name being changed to Guy Mannering. The most recently opened route to Millport was that via Glasgow and South-Western Railway to Fairlie, the steamer carrying on this trade being the Cumbrae, which has already been mentioned. Largs and Millport are still well supplied with means of communication with Glasgow, but these are given in connection with the various railways, and no regular steamers run to these ports from Glasgow, nor do we think this trade is likely to be revived till the upper reaches of our poor river are so much purified that sailing on it is less trying to the health and comfort of passengers, a blessing which unfortunately seems, in spite of all agitation on the subject, to be as far away as ever.—Glasgow Evening News, July 2, 1887

VI.

The Rothesay Route

Rothesay has always been a very popular resort of our Glasgow citizens for summer recreation, and there have been so many of our finest river steamers on the passenger trade there that we feel we cannot give even a passing notice to them all in one number of this paper. We will therefore confine ourselves for this week to some of the earlier boats.

We have already mentioned the old Arran Castle and Inveraray Castle in connection with this route. These steamers ran for many years, and were, indeed, both on the route in our earliest remembrance, when all, or nearly all, of Rothesay boats were owned by the “Castle” Company, who then had quite a monopoly of the station. Their first boats that we remember were the Arran Castle, Inveraray Castle, Tarbert Castle, Dunoon Castle, Windsor Castle, Edinburgh Castle, and Toward Castle. These were all wooden boats, and were very slow and old-fashioned. The Tarbert Castle was sold away from the Clyde and was afterwards wrecked in Lough Foyle in 1839. The Dunoon Castle was sold for a small sum to a shipbreaker, but in selling her it is said that her owners made a big mistake, as they over-looked the fact that her boiler was made of copper—the sale of which by her purchaser is said to have realized more than the price paid for the boat. Copper boilers were rather common in boats built about 1815 to 1820. There had been so many accidents from explosions of imperfectly made cast iron and wrought-iron boilers that copper boilers were introduced as likely not to give way so soon in working. They were, however, found not more to be depended on than iron ones and their cost was doubtless a strong factor in hastening their disuse. The Toward Castle has already been mentioned in our Helensburgh paper as having exchanged engines with the Brenda. She was employed on the Loch Fyne station. The first iron boat built for the company was the new Windsor Castle, rather a handsome boat of her kind. She had a fine figurehead representing the Queen with a gold crown on her head, and was the crack boat on the route for a time. This boat—like many of the others built at the same time period—was very cranky and to support her she had heavy wooden wings fixed along her keel at the water-line. She had also a connection from the valves of the engine to the bridge deck, by which her captain could slow the engine without signalling to the engineer. This arrangement caused much anxiety to the engineer, who was constantly being startled by seeing his engine going slow without his knowing whether slowed by the captain or not. Captain Thompson of this boat was long well known on the river and he always dressed when on duty in a black swallow-tailed coat and tall hat, a style of dress for which some of the old river commanders seemed to have a weakness.

Dunoon Castle

About this time an opposition company put the Maid of Bute and Isle of Bute on the Rothesay station. These were wooden boats, and proved like the Windsor Castle very crank. They ran for a long time on this route and being newer and faster than most of the Castle Company’s boats, began to hurt their trade. This caused the building of the new Rothesay Castle a boat which was considered quite the Columba of her time. She was a large iron boat and was run only during the summer months, being taken out of the water on Hedderwick’s Slip at the end of the season and kept there all winter out of danger. About the same time a new Tarbert Castle was built specially for the Loch Fyne trade. This was a large boat with three masts, and was built specially to oppose the Argyle, a boat put on by a Glasgow company, of which a well-known baker was the head. The Tarbert Castle proved a swifter boat than the Argyle; but unfortunately, had a very short existence, being wrecked in a storm on the Silver Rocks in Loch Fyne. The Argyle saw her signals of distress, and was able to save all on board. It being found impossible to lift the Tarbert Castle, she was dismantled and her engines, &c., lifted; and a new steamer was built in 1839 by Messrs Tod & Macgregor into which these engines, &c., were put. This boat was named the Inveraray Castle, and is the boat of that name still running to Inveraray. The next boats built by the Castle Company where the Duntroon and Dunrobin Castles—two large and fine steamers—which helped to keep up the prestige of the company.

About this time the railway was opened to Greenock and the railway company tried to make arrangements with the steamboats for opening up a coast trade via Greenock. The Steamboat owners seemed to have disliked this idea as likely to hurt their river passenger traffic, so did all in their power to keep the railway from opening up this trade, running their steamers on fast runs direct to Gourock and other coast towns without calling at Greenock, and in other ways trying to keep the passenger trade to themselves. To combat this the railway company turned shipowners also, and in 1844-45 had three boats, the Petrel, Pioneer, and Pilot built, and also took up the Maid of Bute and Isle of Bute for their Helensburgh trade. The Petrel, &c., were built at Paisley by Messrs Barr & M‘Nab—then about the most successful builders on the river—and they proved very fast boats, and easily able to beat any other boats then on the river. To strive against this new development the Castle Company had two new boats built by Messrs Caird at Greenock—the Cardiff Castle and Craignish Castle—but these, though large and comfortable boats, proved to be quite too slow for competing with the railway boats. After a few years the railway company disposed of their boats, and arrangements were made, as at present, with the various steamers for carrying railway passengers. Of these boats, the Pilot was soon taken from the river and sent to run on Loch Lomond where she had for consort the Waterwitch. She afterwards sunk there, but was lifted and sold away, and we last saw her 25 years ago in Dublin. The Petrel was for many years on the Clyde, laterly as a Sunday boat and was broken up some time ago. The Pioneer still runs in Messrs MacBrayne’s fleet, having been rebuilt and changed her appearance more than once, and is now a smart and handsome boat. The Cardiff Castle which was about the first passenger boat built on the Clyde with a diagonal engine, was for several years a Sunday boat. She was latterly broken up. The Craignish Castle, which was well known as having the longest funnel on the river, was for years a favorite boat for excursions and school trips, being very commodious and safe. She also often officiated as Commodore steamer at the regattas, and did many various kinds of work. She was eventually sold for a blockade runner.

Maid of Bute

Among other streamers on the Rothesay route contemporary with those already named were the Express, Flambeau, Culloden, Royal Sovereign, and Glasgow Citizen. The Flambeau was rather a celebrated boat for speed and was built of wood and lead, and had a fine figurehead representing a man bearing a torch. Her commander was captain “Tam” Brown under whose guidance she used to make some very fast trips making the run from Glasgow to Rothesay on some occasions and about 3 hours and 10 min. The river steamers in her day were not subject to so much Government supervision as now, and locked safety valves had not been made necessary on their boilers. The safety valves of those days had an iron spindle on top over which circular iron weights with a hole in the centre were placed to increase the pressure on the valve. These weights were shifted as occasion required, and when the steamer was stopped or slowed, some were generally taken off to allow the surplus steam to escape. Captain Brown’s constant order to his engineer was “put on more weights” when hurrying after, or away, from some other boat, or trying for a fast passage, and on some occasions, it is said that a boy was set to stand on top of all, to make the most of the steam by letting none escape.

While on the subject of safety valves, we may quote an incident which happened on one of the Irish steamers in the days before steam pressure gauges and fixed valves were applied. The captain of this boat fancied during the night that she was going faster than usual, so asked the fireman on duty how it was that the engines were going so fast. The man said that he could not tell as he had very little steam and had been firing hard all the time without being able to get a pressure to lift the weights of the valve—this being the only guide as to the pressure on the boiler. The captain took a look round, and going up where the valve was fixed, found a passenger lying fast asleep, having made up a bed for himself over the flat weights as a nice warm place. His weight kept the valve shut most effectually in spite of all the poor fireman’s efforts to get up more steam

The Edinburgh was another well-known boat she was built by Messrs Smith and Roger in 1844, and after leaving the Clyde ran for many years on the Caledonian Canal. She has since been rebuilt and is now the Glengarry of Messrs MacBrayne’s line. The Gourock will also be remembered by many as having been commanded by Mr Seath—now the celebrated shipbuilder at Rutherglen. This was a small and rather slow boat and it used to be said that her engines had done previous service in a mill of some kind. The Gleniffer was a Paisley boat and we think the last passenger boat to trade up the Cart. Previous to the railway being opened from Glasgow, communication to Paisley used to be made either by road direct or by steamer to the “Water Neb” at Renfrew, and thence by the old horse railway to the classic town. On the annual occurrence of Paisley Races the steamers used to make many trips daily to and from Renfrew and did strong trade up till all hours at night bringing back those Glasgow folks who visited that celebrated meeting.—Glasgow Evening News, July 9, 1887

VII.

The Rothesay Route (Continued

Following the last-named boats we may mention the Fairy Queen, Merlin, and Engineer. The Merlin was an experimental boat, having a new style of paddles known as “Kibble’s patent chain floats.” Her paddle-boxes were about twice the usual length, and she had two paddle shafts instead of one—her means of propulsion being an endless chain on each side, with floats attached, which passed round the shafts in driving-belt fashion, and allowed a larger number of floats to be in the water at once than was possible with the ordinary wheel. This arrangement was not found successful in operation, and was soon taken out and ordinary paddle wheels substituted. The name of this boat was afterwards changed to Queen of Beauty. The Engineer was a large and powerful boat, owned in small shares by a large company of working-men. She was considered fast, and her intended race with the Lady Kelburne has already been mentioned, but the general opinion was that the latter boat would have won.

Engineer

The Reindeer was a boat which ran also for a time on the Millport route. She was a large two-funnelled boat—her funnels being both behind the paddles. The Osprey was a favourite boat and ran for a time on the Rothesay and Arran route, taking fortnight about with the Eagle. This Eagle was built at Dumbarton in 1852, and was held for a year by owners belonging to that town. She was then sold to a company in which Captains Buchanan and Williamson—now two of our most successful river steamboat owners—were partners. She ran to Arran for one summer in consort with the Osprey, then for four summers following kept up this service alone, running to Rothesay in winter. She afterwards took up the Kyles of Bute trade and carried it on till sold to run the blockade in 1862. Captain Williamson afterwards kept up the Kyles of Bute trade with his Sultan and following boats. The Baron was a well-known boat, and was the Kyles boat previous to the Eagle. This boat had two “bell-mouthed” funnels—a kind then rather in fashion on the Clyde, and was considered a very fine and fast boat. She was afterwards sold to go to Havre, France. These boats, with Messrs Hutcheson’s Mountaineer, were about the fastest on the river till in 1854 the Rothesay Castle—built by Messrs Caird at Greenock—came out. This boat excited a good deal of interest while building, and when finished her performances did not disappoint her admirers, as on her trial trip she passed first the Chancellor, then the Baron, and then the Mountaineer. These feats established the Rothesay Castle’s claim for speed, and, being a handsome and finely fitted up boat, she soon became one of the chief favourites. She kept up for some years the express run to Rothesay—leaving Glasgow daily at 4 p.m.—till the Hero was put on to oppose her at that hour. The Hero was built by Messrs Wingate at Whiteinch, and we believe was at first intended to be called Sir Henry Havelock, in honour of that gallant officer’s exploits in quelling the Indian mutiny. She was, however, forestalled by the prior launch of the Havelock, a Dublin boat, so was named Hero. This was not quite such a fine boat as the Rothesay Castle, but attracted much attention both for her speed and for the peculiarity of her models. She was built very full and short in front and had a long and lean after-body and sailed on a very small draft of water—some three or four feet. Her engine was long spoken of by engineers as being about the best specimen of a steeple engine on the river, it being so well balanced and easily handled, and proving always reliable.

Hero

The Hero was commanded at first by Captain Robert Young, well known on the Clyde as having been the gentlemanly captain of many fine boats. She afterwards passed into the control of Captain Reid formerly of the Craignish Castle, one of our best-known “old school” captains, who has now retired from the river trade, but who has left a popular substitute in his son—Captain John Reid, formerly well known as commanding the Guinevere, and now on the Vivid. These boats had many exciting runs to Rothesay, leaving Glasgow together at 11 o’clock. They used to chase each other closely down the river, making no stops before Greenock; and it came to be quite a fashion for their admirers to go down to the Clyde side to see them go past. This racing got to be rather troublesome at last, as the boats were so evenly matched that they got to passing piers (such as Greenock), and trying other means of getting ahead, which proved both troublesome and dangerous to passengers.

The next new boat was the Windsor Castle, built of steel, and with all the new contrivances for speed and comfort, and this boat caused quite a sensation when she came out. All sorts of rumors were floated about the Windsor—many thought she would be unsafe to travel in, for fear of lightning being attracted by her steel hull, while others were afraid of her steam “super heater”—then a new contrivance. She was also reported as being something quite novel in her fittings—it being said that she was to have dressing rooms, &c., for gentlemen on board, so that when leaving the coast in the morning they need only throw on their clothes to go on board—then dress and breakfast comfortably while on the journey. The Windsor Castle proved to be very fast but had not steam enough to be a “stayer.” Still she was a very fine and favorite boat while on the river. The Rothesay Castle and Windsor Castle were eventually sold to go to the east, but we think the Windsor was wrecked on the voyage. The Rothesay Castle got out all right and when we last heard of her was running between Baghdad and Bussorah, on the Euphrates. The Hero after running some seasons to Arran, was away from the Clyde for a time, but came back, and after a long and chequered career was sent to the river Tay, where she now runs between Perth and Dundee—a service for which her light draft fits her. The Mail, Sir Colin Campbell, and Alma were running at this time. The second of these boats was double-bowed, and built for steaming with either end first. The Alma was long on the Clyde on various routes, but was broken up at last. The Heroine was built for a consort to the Hero, but was a very short time on the river, being sold away, we think to Belfast.

The Alliance was a curious experimental boat built by Messrs Tod & Macgregor in their celebrated glass roofed yard which was destroyed by the Great Storm of about 1859, and never rebuilt. This was a twin hull steamer being exactly like two halves of a steamer placed some feet apart, and having the machinery and one paddle wheel in the center. She had high saloons on deck composed largely of glass, and presented a curious appearance when sailing, the water rushing out behind from between the hulls like a mill-race. The Alliance was not a success, as she proved very slow, not being able to steam more than eight miles per hour. She was tried on various routes—running for a time to Lochgoilhead, besides being on the Rothesay trade, but failed to become a favorite. She also ran for a time on the Caledonian Canal in connection with Messrs Hutcheson’s boats and coaches, but came at last to be a Sunday boat, running on weekdays only by special charter. She was latterly sold for a blockade runner and to everybody’s surprise, succeeded in making several trips into the southern ports. Being taken at last, she was sent to Boston, and was there purchased by a speculator, who sent her to Melbourne. From thence she was sent on to Dunedin to meet the requirements for travel to New Zealand ports, caused by the discovery of the gold fields there. She was there advertised as the “fine three-funneled covered deck steamer New Zealand,” but her career there was very short, as she was wrecked almost on her first trip in 1865.

While the Eagle was on the Arran station, Messrs Henderson, of Renfrew, had their boat, the Diamond, brought from Copenhagen where she was then running, and put her on in opposition to the Eagle. The latter, however, proved too fast for the Diamond, and Messrs Henderson built the Ruby—the first of that celebrated name—for the trade. This boat and the Diamond were much alike in appearance, having small paddle-wheels and thin black funnels. The Rubyhad double diagonal oscillating engines, patented by her builders, and proved a very fast boat. She kept on the Arran route for a time but was afterwards withdrawn and sold to go to the east. The Hero and afterwards the Spunkie, followed her on the Arran route. The Diamond was also sold away from the Clyde to run the blockade. We might also mention the Iona, first of that well-known name, as contemporary with these boats, but I think it better to reserve the Ardrishaig route for a separate paper.

In mentioning the Paisley steamers in our last paper we should have stated that the traffic was principally carried on by a ferry boat, towed up and down the Cart by a pony, as the depth of water in this river would only admit of steamers going up during high water. The steamers at low water landed their passengers at the “Water Neb.” The custom of landing at Renfrew to take the horse railway to Paisley gave rise to the old story of the Paisley Weaver asking the captain of one of the river boats to “Hoist ye’r clout and stop ye’r biz and let us oot at the Water o’ Arren thro.”—Glasgow Evening News, July 16, 1887

VIII.

The Rothesay Route (continued)

We have now reached the period where public interest in the speed of the river boats was perhaps at its highest. The steamboat owners were still struggling against the encroachments of the railways, and were striving to vie with them in minimizing the time required for travelling to and from coast towns, and no efforts were spared in the building and sailing of new steamers to shorten passages. The Pearl, built at Renfrew by Messrs Henderson & Sons, was the first of a series of boats intended for great speed. This was a fine boat, but neither so fast nor so successful as either of the Rubys. She however kept a good place among the river steamers and was both handsome and comfortable. She was the last sold to the blockade, where she was caught on her first trip. The great interest of the time, however, centred in the building of the Ruby, Neptune, and Rothesay Castle, three boats which were built at the same time, and each for the avowed purpose of striving for the proud title of being the fastest steamer on the Clyde. The interest taken in these boats may be shown by the following extract from a letter in one of the Glasgow papers in May 1861:—

Sir,—More than ordinary interest is being displayed among the shipbuilders here and intended residents at Rothesay from the fact that three of the leading builders on the Clyde—Messrs R. Napier & Sons, J. Henderson & Sons, and Simons and Co.—are competing with each other to turn out the fastest steamer for the Rothesay station, and I understand that they are intended to go even faster than the new boats between Dublin and Holyhead, and indeed than any ocean or river steamer that ever floated. Now, I want to bet £100 that the boat building by Messrs J. Henderson & Sons will beat both the others—that is, if either Messrs R. Napier & Sons or Messrs Simons and Co’s goes as fast as that of Messrs Henderson, I lose. The course to be either by running the lights or a trip to Rothesay, as agreed on.

We are not aware that this bet was taken up by anyone, but merely quote as above. These three boats were very nearly alike in dimensions. We think the Ruby and Neptune were each 200 feet long by 20 broad, while the Rothesay Castle was 190 feet by 20. They were finished almost simultaneously, and all went for their trial trips on the same day, the 24th May, 1861. The Ruby first encountered the Spunkie, then running to Arran, and easily passed her, no great feat, considering that the latter had 600 passengers on board. She then encountered the Neptune, which boat signaled her willingness to race, and they had a run of about 7 miles together, which resulted in the Ruby coming in first by about 200 yards. The Ruby and Rothesay Castle were immediately put on the Rothesay station to run at four o’clock in opposition to each other, and the Neptune at 4.15. The former boats ran direct from Glasgow to Gourock, while the last connected with the train at Greenock. The Ruby was commanded by Captain Price, and the Rothesay Castle by Captain Brown, while then Neptune was handled by Captain M‘Lean, who has long been well known on the river in his various boats from the Vulcan onward. The first trip to Rothesay of the Ruby and Rothesay Castle was on the 26th May, when the former left the Broomielaw one minute ahead of the latter. They reached Gourock in 1 hr. 35 min., and Rothesay in 2 hr. 44 min. and 2 hr. 47 min. respectively—the Ruby being winner by 3 min. On the 29th May the Rothesay Castle was winner by 2½ min., having made the passage in the very short time of 2 hr. 28 min., while the Ruby’s time was 2 hr. 30½ min. The next we hear of this fast run is from the River Bailie Court of 4th June, when Captain Price was fined 42s. and Captain Brown 31 s. 6d., for reckless sailing on the river. A few more cases of this kind served to show the undesirability of two such fast boats sailing at the same hour, so their owners agreed to run them in turns, and so prevent so much racing. The Neptune was always considered to be at least as fast as the other two boats, and as each had its partisans, we do not think the question of speed was ever satisfactorily settled. The Neptune was a very able looking boat, being high and strongly built. She had very small paddle-wheels and oscillating engines with a very quick stroke, and had two red funnels. She was also peculiar for having no side-houses at her paddle-boxes, her cooking galley and other offices being contained in a house built on the steerage deck. Her paddle floats were of iron, instead of wood. The Ruby was much like the Undine, lately on the Clyde, but had two funnels. She had the same handsome paddle-boxes—white, with a profusion of carving and gilding, and was driven by a pair of diagonal oscillating engines of 120 h.p. The Rothesay Castle was the most “rakish”-looking boat, her hull being very sharp and plain in finish, while she had two yellow funnels with very short steam pipes, the stays of the funnels being fixed almost to their top, and one being carried from one funnel to the other. These boats were very soon sold to run the blockade, and all proved very celebrated for speed and daring there. The Ruby we think was eventually wrecked at Charleston, and we have no further trace of the Neptune.

The Rothesay Castle has had quite a history since her sale. After being strengthened for her voyage she left Renfrew for Nassau, but it was soon found that her hull worked too much in heavy weather to admit of her machinery working freely, so she was brought back to the Clyde. Her American owner then had her stiffened according to his own ideas, which we understand was done by putting first a large beam in each bilge, as far fore and aft as they could be carried. An upright post, reaching some feet above the deck, was then fixed toward each end of each beam, and over them, on each side, was put a chain reaching from stem to stern. These chains were then screwed up tight, with the effect of stiffening the steamer like an American river boat, and she was taken out safely to Nassau. After running the blockade many times, she was taken and sent North. She was there sold to a firm in Newfoundland, where she ran for several years, till she unfortunately took fire, and had all her woodwork burned out. Her engines, &c., being still good, she was taken up the St. Lawrence River to Montreal, and thence to Toronto, where she was repaired, and had saloons, &c., built on her in American style, and was put on to run between Toronto and Niagara as the Rothesay. Her opponent on this route was the City of Toronto, a large wooden boat with beam-engine, and this boat proved too speedy and popular for the Rothesay’s success, and the latter was soon taken off. She again appeared on this route, however, some years later, under the name Southern Belle, and, we believe, is now running very successfully. The demand for fast steamers for blockade-running soon cleared the Clyde of all its crack boats, and for some time new boats were bought up while building and sent away as finished, besides many being specially built for the trade.

Some idea of the extent of this trade may be had from the fact that up to April 1864, 64 steamers had sailed from the Clyde for Nassau, and other ports for blockade-running purposes. Thirty of those were boats built for the trade, and thirty-four had been bought from the Clyde routes. Besides these, there were at the same time 42 blockade-runners building on the Clyde—making a total of 106 vessels sold, built, or building for the trade at the date named, not to speak of those sent from Liverpool and other ports. The average cost of these boats was stated at about £13,000 each when completed; so the old saying that “it is an ill wind that blows nobody any good,” held true as regards the money sent to the Clyde by the American War. It may be interesting to recall the names of some of the Clyde boats sold for blockade running. They include the Giraffe, Havelock, Leopard, Adela, Herald, Fingal, Antona, Thistle, Britannia, Princess Royal, Iona, Kelpie, Alliance, Craignish Castle, Eagle, Pearl, Dolphin, Mail, Jupiter, Juno, Lord Clyde, Gem, Diamond, Scotia, Star, Caledonia, Tuskar, Spunkie, Mary Ann, Ruby, Neptune, Rothesay Castle, Iona No. 2, and Fairy.

Among the boats sold was one building by Messrs Chas. Connell & Co. for Capt. Buchanan, to replace the Eagle. This caused a third boat to be built, which is the Eagle now on the Arran station. This boat—launched in 1864—was rather original in design, having two boilers in front of her paddles. She was, however, found to be rather short for the great power of her engines, and after her first season was lengthened abaft of the engines some 30 feet. After running successfully for many years she was again altered by having her engines (double diagonal) and boilers taken out, and a single diagonal engine and one large boiler put in instead. This had the double effect of making her go faster and consume less coal. This year she has again been improved by having a new saloon built on top of the old one, making her one of the most commodious as well as one of the fastest boats on the river.

Two other notable boats built at this time where the Kyles and Bute—built by Messrs Caird for the Wemyss Bay Steamboat Company—to carry on the trade of the Wemyss Bay Railway to the coast towns. These were very fine boats, and were among the first to have deck saloons, and they were put on to oppose Messrs Hutcheson’s Iona on the Ardrishaig route, and the steamers on the Arran route running from Glasgow daily, and calling at Wemyss Bay. The Largs, built for the same company, was a small and very strongly-built boat, specially intended for winter sailing and was built by Messrs Wingate. This company did not thrive in spite of their fine boats, and these were soon sold away. The Bute went to the Thames where she was re-named the Princess Alice—a name unfortunately associated with one of the most lamentable accidents that has occurred on any river. She was run down in the Thames by the Bywell Castle, a screw collier, and many hundreds of lives were lost.

Bute (afterwards Princess Alice)

About the close of the American War several steamers building for blockade-running, were left on their owners’ hands, there being no further use for them in this trade. One of them, the Palmerston, was sold to go to Belfast where she now does the Belfast and Bangor service, along with the Erin, under the title of Bangor Castle. Others went to Turkey, while one or two remained on the Clyde. Among the latter was the Arran Castle, a large, powerful boat, built in regular blockade fashion. She was put on the Arran station via Rothesay, under the command of Captain Young, and ran there successfully for a season or so, owned, we think, by Mr. Watson, formerly owner of the Rothesay Castle. She was soon sold to go to the Thames, and was improved by having a deck saloon built, and other conveniences added. When ready she sailed for the Thames, and strange to say, was never seen or heard of again. Some small pieces of her wreckage were thought to have been found floating near Ailsa Craig, but nothing has ever been known of her fate. Whether her boilers exploded or whether she was run down, can only be guessed at, and her feet remains a mystery.—Glasgow Evening News, July 23, 1887

IX.

The Rothesay Route (continued)

The next boat we can introduce is the Rothesay Castle—last of the name as yet—built by Messrs Henderson at Renfrew to replace the previous boat of same title. This was a fine steamer, and fast, and had a steeple engine. She was built in a great hurry to catch the summer trade, and was put on her station before being finished—her wood work being only partly painted and her engine being covered by a tarpaulin stretched over a wooden framework. This Rothesay was very unfortunate for a time in having mishaps to her engine, the bottoms of several cylinders being broken in succession. She was after a time sold to Captain Buchanan, who had her much improved, and she afterwards ran for several years between Ardrossan and Arran. She was latterly sold to a French company to run between Bordeaux and Arcachon, and we understand still at work there.

Undine

The Undine was also built in the same year as the Rothesay Castle to replace the Ruby. This boat ran for many years on the Clyde, and was latterly the property of the late Captain Stewart, and was commanded by Captain McAuley—long well known on the Helensburgh and other routes, and now retired from the river trade. The Undine was not such a fast boat as the Ruby. Still she did good service, and was long the popular 10 o’clock boat for Rothesay. She was sold a few years ago to foreign owners, and, we think, was sent to the Black Sea. The Victory was about the next addition to the Clyde fleet. She was built for Captain Stewart, and has proved a very good boat, having had a long career and many changes of owners and names. She has already been mentioned as afterwards the Marquis of Lorne, and now the Cumbrae, and at present sails between Fairlie, Millport, and Kilchattan Bay. In 1865 new routes to the coast were opened in connection with the North British Railway from Helensburgh. Several steamers were built for this trade, the principal passenger boats being the Meg Merrilies and Dandie Dinmont, with the Carham as a Gareloch boat. The two former boats were built by Messrs Inglis at Pointhouse, and were fine saloon boats, handsomely fitted up and having double diagonal oscillating engines. They were very shallow in the hull, having no saloon below deck and all passenger accommodation, dining cabin, &c., being provided in the saloons fore and aft. These boats were put on to ply on the Ardrishaig and other stations via Rothesay, but did not seem to prove profitable, as they were soon taken off. The Meg Merrilies was sold, we think, to some foreign company, while the Dandie Dinmont is still kept as an extra boat by the North British Steamboat Company, and is frequently sailing to various coast towns. The next Rothesay boats were the Argyle and Athole, built for Captain Stewart. The Argyle was sold to the Wemyss Bay Steamboat Company, and has now run for many years in their fleet, while the Athole is now the property of Captain M‘Lean, and runs as concert to his Marquis of Bute.

Marquis of Bute

This last mentioned boat was built by Messrs Barclay & Curle, and has always, and for sufficient reasons, been considered one of the fastest boats on the river. We believe that, after being overhauled and having a new steel boiler a few years ago, she made some runs on the measured mile at Wemyss Bay in less time than had been done by almost any river steamer on the Clyde. The Marquis and her captain are still first favorites with the traveling public, and Rothesay folks particularly take great interest in both. The well-known Sultana came out at the same time as the Marquis and excited an equal degree of interest, her owner—Captain Williamson being also well known on the river. The Sultana was built by Messrs Robertson at Greenock—a firm which though but a short time in business produced some boats which have been spoken of ever since as models of their kinds. Among their productions where the Sultana, the Gael, and the Kintyre, the last two being for the Campbeltown trade. The Sultana proved a very good match for the Marquis both in speed and beauty, and, having been kept up in an equally careful and perfect manner, is still one of our smartest boats. We think that question of which of these boats is the faster has never been satisfactorily settled, as each has its admirers, but they are both well known to be very speedy. The Guinevere was built by Messrs Duncan at Port-Glasgow about the same time for the Rothesay and Arran trade. She was a larger boat, with two funnels and double-oscillating engines, and has always been a smart boat. She belonged to Mr Brymner, of Greenock, owner also of the Lancelot and Elaine, and was sold by him to Captain M‘Intyre. Some hitch taking place about the transfer, she was taken back and afterwards sold to Messrs Keith & Co. She latterly came into the hands of Captain Buchanan and now forms one of his fleet. Another celebrated steamer was the Lorne, built at Dumbarton for Captain Stewart. This was a very fine two-funnelled boat and very fast. She made some of the fastest trips on record from Rothesay and was a very favorite boat during the short time she remained on the river. She was soon sold and left the Clyde for some foreign port.

Another boat which has caused a good deal of interest was the Dunoon Castle. This boat was built by Messrs Wingate for a company composed largely of the carriers to Dunoon &c., and was expected to be very fast. She was fitted with a very fine steeple engine and had two funnels in their usual fore and aft style. When finished she was found to float very much down by the head, which interfered greatly with her speed. She was however trimmed somewhat by ballast placed aft, and ran for a season to Rothsay. During the winter she was taken off her station for a time and had her two boilers taken out and one large boiler put in instead, it being placed abaft of the engines. This was found to improve her trim and she was again put on her station, sailing from Glasgow at 3 p.m. The Undine, however, had forestalled her at this hour, and, as neither seemed inclined to give up the hour, and as the boats were pretty evenly matched for speed, some very exciting races took place. Engineers from the works of the builders of each boat were on board daily to see that everything likely to increase speed was tried, and that all the machinery was in its most efficient condition. The contest was ended at last by the Undine giving up the hour. The Dunoon Castle evidently did not prove a financial success as she was sold to Mr Henry Sharp, who ran her for a time as a Sunday boat. He had her again altered by her builders, her boiler being taken out and her original boilers replaced—being put, however, both abaft of the engines, the two funnels being close together. The Dunoon Castle sailed for some time in this style till she was again sold to Messrs Hill who ran her to Millport. They had her again altered—a single boiler being fitted to replace the two taken out, and changed her name to Arran. She was again sold to Captain Campbell and now forms one of the Wemyss Bay boats.

The Viceroy was the next new boat on the route. She was built for Captain Williamson by Messrs D. & W. Henderson at Partick, and has always been a favorite boat. She was fitted at first with a very neat steam-steering gear, which was worked by a small tiller instead of the usual wheel. The Viceroy still keeps up her reputation as a most comfortable and reliable boat, and has the graceful and handsome appearance common to vessels of Messrs Henderson’s build. The next boat was the Glenrosa—built for Mr Shearer by Messrs Caird, of Greenock. The Glenrosa was built for the Arran trade via Rothesay to oppose the Guinevere, and was a very fast and handsome boat—almost a counterpart of the celebrated Sheila. She proved too fast for the Guinevere, but both remained on the station for some two years, during which much exciting racing took place, Latterly arrangements were made by which the two boats took the Arran station in turns, but soon afterwards the Glenrosa was sold to go to the Thames. She still runs under the same name, and is considered the fastest river boat sailing out of London.

Lord of the Isles

We now come to the Lord of the Isles—the celebrated Glasgow and Inveraray trader and one of the finest and fastest boats on the river. This boat was built by Messrs D. & W. Henderson, and caused much interest from the reports of her great size and power, and the magnificent style of her fittings. The Lord of the Isles was launched in 1877 and is 246 feet long by 24 feet wide, and has double oscillating diagonal engines. The beauty and comfort of this boat are too well known to need description, and she is still looked on as one of our Glasgow sights; while a sail on her is one of the correct duties of tourists in Scotland. The Lord of the Isles is commanded now by Captain Downie—formerly on the Ayr boats—and everything on board is carried on in the most perfect manner under his supervision. The success of this boat led on to the building of the Ivanhoe—also built by Messrs Henderson—a smaller boat than the Lord of the Islesbut equally beautiful and successful. The Ivanhoe is 225 feet long by 22 feet broad, and has also diagonal oscillating engines. The success of the Ivanhoe has been much aided by the efforts of her commander, Captain James Williamson, who is also managing owner, and who has her kept up in most superb style, and with evidence of great taste in all her arrangements. This boat has always been run on “temperance” principles, and is the only “blue ribbon” steamer on the river. The Ivanhoe runs daily to Arran via Rothesay—starting from Helensburgh.

Ivanhoe

The Scotia was also brought out about the same time as the Ivanhoe. She was built at Paisley for Captain Buchanan and has already been mentioned as having a fine set of double-steeple engines. The Scotia ran for several years to Rothesay, and has proved a very successful boat. This year she has been improved by the building of a forecastle, covering much of her steerage deck, and making her particularly well adapted for her present station—that between Ardrossan and Arran—where heavy weather is not uncommon, especially in winter. The Scotia is well known to many of our traveling public, and keeps up the Arran service even more efficiently than the favorite Brodick Castle, which she has replaced. The next boat placed on the Rothesay route was the Jeanie Deans—of the Helensburgh line—built by Messrs Barclay, Curle & Co., as a consort to the Guy Mannering, and equalling if not excelling her in speed and comfort. The Victoria, of the Wemyss Bay fleet, closes the list of the Rothesay boats to the present date. The Victoria, built by Messrs Blackwood and Gordon at Port-Glasgow, is a fine saloon boat and is well known in most of our coast towns, being mostly kept for an excursion steamer. She is elegantly fitted up and has a complete installation of the electric light, rendering her very suitable for evening cruises.

We know of no other new boat being built at present for the Glasgow and Rothesay route. The state of the river and the many counter attractions in railway routes seem to have checked the growth of the trade, and caused many to forgo the old orthodox “sail doon the water.” This may be seen by looking at the returns published of departures from the Broomielaw on Fair Saturdays of various years. In 1854 the sailings on that day were 37 and the estimated number of passengers was 20,000 . In 1865 there were 43 sailings with about 27,000 passengers, while this year the sailings were about 25, and the passengers probably numbered 18,000—a large reduction when the increased population of the city is taken into account.—Glasgow Evening News, July 30, 1887

X.

Glasgow and Ardrishaig Route, &c.

This route is one of the oldest on the Clyde, but as most of the old boats employed on it have already been mentioned in our former papers, we proposed only taking up the steamers on the “royal route” as owned now by Mr. David MacBrayne. This service was practically begun by the well-known Mountaineer built by Messrs J. & G. Thomson in 1852, and still running in connection with the more modern boats. The Mountaineer was 174ft. long by 17ft. 6in. broad when launched, but has since been lengthened and improved to keep pace with modern advancements in speed and comfort. This boat was for a long time quite a standard for speed on the Clyde, it being quite a certificate of excellence for any new boat to keep at all near her. Even as late as 1861 we find one passage noted as very fast—from Greenock to Ardrishaig and back in 7½ hours, including all stoppages—and we think this compares very well with more modern performances. The Mountaineer kept her station very well supplied till 1855, when the increasing trade and the numbers of new steamers being built led to the building of the Iona—first of that world-famed name.

The Iona was built by Messrs Thomson in 1855 and was considered a very large boat being 225ft. long by 20ft. broad. She had double oscillating engines with cylinders of 45in. diameter and 4ft. stroke, and was built with all the latest improvements, and was quite an advance in all particulars from all boats then on the river. This Iona was built before deck-saloons had been introduced, and is still spoken of by many as a model of beauty and comfort. She filled the Ardrishaig route till sold for blockade-running, and was able to keep her place against all opposing boats, being the favourite for all classes. The Iona was among the first of the Clyde boats sold for blockade-running, and was soon fitted out for her new trade, but unfortunately, when lying at Greenock ready for sea, she was run into by the Chanticleer—a steamer built for trading in China—and sank at her moorings. Much speculation was raised about her disappearance, as many thought the story a fabrication got up by her new owners to divert the undesired surveillance of the Federal blockading ships; but in spite of all rumors the fact remains that the Iona still lies in deep water where she sank, it not having been found possible to raise her profitably. The next Iona was 240ft. long by 25ft. broad with double oscillating engines, cylinders 50in. diameter and 4ft. stroke, and was launched in 1863. She excited great interest, being the first saloon boat of ordinary shape on the river, and being in every way an advance on her predecessor. The question of the safety and desirability of the deck-saloon was long argued among experts in steamers, but its comfort soon made it a necessary part of all new steamers, and it has now become almost universal. This Iona proved very successful, but was only one season on the river, being also sold for a blockade-runner. She was soon altered and fitted out for the voyage to Nassau, and left the Clyde, only, however, to be wrecked on Lundy Island near Ilfracombe on the Bristol Channel, where she soon broke up. Next season a third Iona was brought out, the one now running on the station. This is a duplicate of the Iona before her, and when new she proved even a greater success than those preceding. The growth of the Ardrishaig trade and the popularity of the “royal route” to the Highlands is more connected with this boat than with any other of the line, and she has had many well-known and respected men among her officers. Among these we may mention Captain M‘Gaw, so long in command; the late Mr Murray, her favorite purser; and Mr Paterson, now in the latter capacity on the Columba; also her veteran mate Donald Leitch who has now reached his jubilee of river service. The next addition to the fleet was the Chevalier, built in the same style as the Iona, but smaller and more adapted for deep sea work, being specially designed for the passenger trade from Crinan to Oban. This boat forms an efficient substitute for the larger boat on the Ardrishaig route in winter, and is fast and a good sea boat.

The next addition was the celebrated Columba which we may, without fear of exaggerating, call the finest river steamer in Europe. The Columba was built in 1878 and measures 316ft. long and 27ft. broad, and has oscillating engines of 2,000 horsepower, the diameter of her cylinders being 63in. and stroke 6ft. She is built of steel, and her passenger conveniences are most complete—comprising two large dining rooms, for first and second-class passengers, bath-rooms, barber’s shop, post and telegraph office, parcel office, and first and second-class saloons on deck—the first-class saloon being fitted up in Pullman car style. She has also a handsome drawing-room off the first-class saloon, besides a ladies’ cabin. The first-class dining saloon on the Columba is a very unique and handsome apartment, being fitted up in a very novel and striking manner, and meals are served at separate tables as in restaurants. We think we are safe in calling the Columba the most complete, in all details, of our river boats. Her four large boilers produce a plentiful supply of steam for her engines, and give her greater “staying” power than almost any other river steamer. Steam is also used in a windlass for assisting in canting this boat, and in patent arrangements fixed fore and aft for working the hawsers when mooring at piers.

Columba

The latest addition to the Ardrishaig fleet is the Grenadier. This boat, like the Chevalier, trades mostly from Oban to Staffa and Iona, but generally supplies the route from Glasgow in the early summer. The Grenadier is a very handsome boat, and is unique in having a very graceful “cutwater” bow with figurehead and bowsprit. Internally she is fitted up in the usual complete style of Mr MacBrayne’s boats, and has all comforts for passengers. In connection with the Glasgow boats, a very complete service of steamers is kept up to Oban, Inverness, Iona, &c., and some notes of these may be interesting.

The passenger traffic on the Crinan Canal was carried on for years by track or fly-boats drawn by horses. These were superseded by the pretty little steamer Linnet, which still conveys passengers over the canal. The old boats may still be seen moored near Crinan, and the increased comfort may be appreciated by comparison with the steamer. The Caledonian Canal service from Banavie to Inverness was for some time kept up by the Edinburgh, till the Fairy was built as her consort. The Fairy was a very handsome saloon boat but was soon sold for a blockade-runner, and the Gondolier was built to take her place, and still runs on the canal. The Loch Ness, Pioneer, Locheil, and Fingal, also assist in the various island routes from Oban. The steamers formerly on the Loch Fyne trade (which is now filled by the Inveraray Castle—principally a cargo boat) were the Inveraray Castle, Dolphin, and Mary Jane. These boats used to be very much employed carrying the celebrated Loch Fyne herring to Glasgow &c., but this trade was much lessened by the frequent failure of the fishings there, and they are now supplanted by the smart screw steamers of the fish merchants, which follow the fishing-boats wherever they may be working, and start for the market whenever loaded. The Dolphin was sold for blockade-running, while the Mary Jane was rebuilt and transformed into the Glencoe. We may mention here one peculiarity of this fleet of steamers—namely that they never seem to grow old. They are always kept in such complete repair down to the smallest details, and are so modernized, when required, as virtually to renew their youth occasionally, while still bearing the old familiar appearance and name. This must have done much toward making the royal route steamers so much “household words” throughout the country, the names of the steamers, and the steamers themselves being familiar for so many years.

Lapwing

A good deal of interest has lately been shown about the old steamers Cygnet, Lapwing, and Plover, formerly trading through the Crinan Canal. These were very useful, though rather curious-looking boats, and are now altogether off the carpet, as explained by a late correspondent of the Evening News. Their place is now taken in the Inverness trade by the Cavalier and Ethel, and was formerly held by the Staffa, lately wrecked. We have pleasure in being able to give a sketch of one of these old boats, which may recall the peculiar appearance given to the hull by the paddles being sunk into it on each side—making the sides flush for passing through the canal locks. These boats were built in 1848-49—the Cygnet, and Lapwing, by Messrs John Reid & Company, at Paisley, and the Plover by Messrs Wingate, at Whiteinch. The Plover was originally named the Maid of Lorne. We might also here mention the steamers on the outside route to the Hebrides. This route was for many years kept up by the Clansman, a fine paddle steamer which was at last wrecked. A screw steamer, the Fingal, was built as a consort to the Clansman but was sold to the blockade and being captured was afterwards fitted out as a federal gunboat. Her place was again filled by the Clydesdale, this favorite steamer being still on the route, and, after the wreck of the old Clansman, a new screw Clansman was turned out by Messrs Thomson, which now runs in connection with the latest and finest of this fleet—the fine tourist ship Claymore—built also by Messrs Thomson, and celebrated for her great speed and the fine passenger accommodation. We may also mention the Islay, second of that name, which runs to the Island of Islay, and is an old favorite in this trade. The royal route to the Highlands is a combination of steamers, &c., of which Glasgow people have long been proud, and the manner in which all its affairs are managed makes it worthy the interest taken in it. The river trade would lose half its interest without the sailings of the stately Columba and Iona and Mr MacBrayne deserves well of the Glasgow citizens for still sending his steamers to Glasgow in spite of all the filth of the Clyde and the trouble of these large boats sailing constantly up and down our narrow river and crowded harbor.—Glasgow Evening News, August 6, 1887

XI

Glasgow and Campbeltown Route, &c.

This route has been supplied by steamers for very many years, and is still one of the best provided—the boats being of high class, and most efficiently managed in all details. The interest in the steamers has been much fostered by the fact that many of the shippers of goods from Campbeltown are also part owners in the steamers, and thus have a double interest in their welfare and in keeping the standard of comfort high enough to deter competing companies from opposing them. In early days the boats on the route were the St Kairan and Duke of Lancaster—very ancient wooden boats, which ran about fifty years ago. These were succeeded first by the Duke of Cornwall, built about 1842, and launched over the quay at Glasgow. This was still a very slow and old-fashioned boat, but did her work successfully till the Celt was built for her consort. The Celt was a large and fine iron steamer, and was long a favorite on the route. She will be remembered by her red and black funnel, and her high paddle boxes ornamented by a gilt figure of a hand holding a dirk. When the Duke of Cornwall retired to Bowling Harbor from active service, the Druid was built, and was of still more modern style than the Celt, having a straight stem and no figurehead. The Celt was sold latterly—we think to go to India to act as a tug there—and the Druid was also sold away many years ago.

The next novelty on the Campbeltown route was the Herald, an opposition boat commanded by Captain Young. This boat was one of those built for blockade-running, but being too late of being finished was put on this route. This was a fine and fast boat, and inaugurated the daily trips to and from Campbeltown leaving Glasgow each morning and returning at night. The Herald kept up this trade for one season only, being sold to the Barrow Steamship Company for their trade between Barrow and Isle of Man, and we think she still runs on this route. The success of the daily trips caused the old company to build the Gael, a splendid paddle-boat built by Messrs Robertson at Greenock, which ran for a good many years on the summer express service, leaving Greenock mornings and returning to catch the evening trains. The Gael was afterwards improved by having a deck saloon built, and was soon after this sold to the Great Western Railway Co. for their channel trade. The Gael was long commanded by Captain Kerr, the well-known commodore-captain of the Campbeltown boats. The Kintyre was built about the same time and by the same builders as the Gael, and was an equally successful and favorite boat. She is still considered by many as about the handsomest steamer of her kind that has been built, and there must be something in this, as her owners have had their later boats all built as nearly as possible after her style, and we know that “imitation is the sincerest flattery.” The next addition was the Kinloch, another beautiful yacht-like screw-steamer, built by Messrs A. & J. Inglis, which has kept up the credit of the line for speed and comfort. She is larger than the Kintyre, and her spar-deck gives more shelter for passengers. After the sale of the Gael the company had their present express boat, the Davaar, built by the London and Glasgow Engineering and Shipbuilding Company.

Davaar

The Davaar is a beautiful two funnel steamer, and has a handsome deck saloon, giving all comforts to passengers in all kinds of weather. The nature of the Campbeltown route demands vessels capable of handling heavy weather, and also having good ability for carrying heavy cargo, and these qualities seem well-combined with first-class accommodation for passengers, and great speed in the boats of the line. The present opposition is carried on via Fairlie by the Argyll a smart boat built by Messrs Duncan at Port-Glasgow. The Argyll is not so large as any of the old company’s boats, but as her particular route is more developed she will doubtless be assisted by larger boats, her owners—Messrs Little & Co., having control of plenty of suitable steamers.

The steamers on the route to Arran via Ardrossan may also be mentioned as Clyde steamers, though not coming to Glasgow. We believe this route was first occupied by the Nellie, a boat of which we know only the name. Her successor was the Isle of Arran, built about 1835, and a very old style wooden vessel. She was commanded by Captain Blakeney, a well-known gentleman who was much esteemed for his kindness and attention to passengers. The Isle of Arran ran on the station for many years, but fares by this route being high, and the time occupied by the trip from Glasgow being not much shorter than that taken by the river boats, her passengers were chiefly from the towns of Ayrshire, &c. On her withdrawal, a more modern boat—the Earl of Arran—built by Messrs Blackwood & Gordon, was put on, still under the command of Captain Blakeney. This was a very strong and powerful boat, but was slow compared with the Glasgow boats; still, the service was much improved by her the fares, &c., being reduced, and more facilities being given for travelers. After some time Captain Blakeney retired from service, and was succeeded by Captain Brown, who commanded the various steamers on this route till the trade was transferred to the present holder. The Earl of Arranwas many years on the route, but at last, the growing demand for faster travel caused her to be taken off and sold. She was sent to Penzance in Cornwall, from whence she ran for many years to the Scilly Islands, a passage subject to very severe weather, for which her strong build and good sea going qualities made her very suitable. After doing good service on this route, and being also very useful in towing and assisting vessels in distress, the Earl of Arran was at last wrecked some few years ago.

The next Ardrossan and Arran boat was the Lady Mary, a very fine steamer, built for the Duke of Hamilton by Messrs Blackwood & Gordon. The Lady Mary was a very handsomely-fitted-up vessel, and had everything finished in highest-class style. She had two funnels, and was driven by a pair of oscillating engines. After running a few years it was found that the increasing trade required a larger boat, so the Lady Mary was sold, and the Heather Bell took her place.

The Lady Mary went to Cardiff, where she still runs. Her station we think is between that port and Bristol but she makes frequent trips to Ilfracombe and other ports on the Bristol Channel. The Heather Bell was a much larger boat than the Lady Mary, and was built by the same firm, and finished in the same complete style. She ran for several years, giving great satisfaction to passengers, but was at last withdrawn, and the route given over to Captain Buchanan, whose boats now occupy it. After leaving the Arran trade, the Heather Bell was used for a year or two by the Duke of Hamilton as a yacht—a purpose for which her large accommodation and handsome fittings rendered her especially well adapted. She was afterwards sold to go to the South of England, where she has her headquarters at Portsmouth, and where she is kept as a special excursion boat making runs to Brighton, and there she is still looked on as “the” boat. Captain Buchanan began the trade with the Rothesay Castle, mentioned among the Rothesay boats. The Rothesay did very well for a few years, when the Brodick Castle was built, and fitted with the engines originally in the present Eagle. The Brodick was built at Paisley specially for this trade, and was a very strong and powerful vessel, having a certificate for Channel trading. She proved a very successful Arran boat, and only left the station at the beginning of this summer, when she was sold to a Bournemouth firm, to replace their new Leith-built steamer Bournemouth, which was wrecked last season. The Brodick Castle now runs trips along the South Coast and across the English Channel, and is much admired in her new port. The Scotia now carries on the trade, and has proved herself in every way equal to any of her predecessors.

We have now come to the end of what may properly be called our river steamers, but, of course, there are still many boats of interest that might have been named. Among these are the Channel boats trading to English and Irish ports. We cannot enter on them now, but we mention some of the boats on the Stranraer route, and those trading to the West Highlands. The Stranraer trade has been carried on for a long time from Glasgow, the Briton having been on the route in 1850. We think she was succeeded by the paddle-steamer Albion, which kept up the trade for many years till sold to the blockade. She was in turn followed by the screw steamer Albion, which was also sold after a few years, and the trade has since been kept up by various boats—among them being various vessels of Messrs Langland’s fleet. The boat now running is the Wasp, formerly in Messrs Burns’s Irish trade. The West Highland boats have included the Aros Castle, Dunara Castle, Lady Ambrosine, Hebridean, &c., the Hebridean and Dunara Castle being still very favorite passenger boats, and making very interesting trips for tourists to the islands of the Hebrides and to the famed St. Kilda.

We propose an our next and last paper to notice letters that have appeared from correspondence in the columns of the Evening News from time to time.—Glasgow Evening News, August 13, 1887

XII

Letters to the Editor

In your issue of last Saturday there is an article on “Our River Steamers” (copyright). The author has furnished you with “copy wrong” in at least two instances. He says rightly that Henry Bell died at Helensburgh, but wrongly that his “pioneer steamer, the Comet, also ended its days there.” The Comet has been represented in newspapers of recent years by various writers as being wrecked or having ended its days at various places, but, as far as I recollect never before at Helensbugh. Two or three years ago the matter was apparently settled for all time by a series of interesting articles which appeared in the columns of the Christian Leader. These proved beyond all controversy that the steamer alluded to was wrecked on Craignish Point, Argyllshire, on 15th December 1820. The official book of the purser of the Comet, which is still to the fore, warrants that statement. Captain Stewart, who for the last two years of the vessel’s history, was one of its shareholders, uniformly testified to that fact. The captain only died three or four years ago at Helensburgh, and in that town there are many people who have heard him state the when and the where the catastrophe took place. A little further on in the narrative “one of the fine Liverpool traders of about 1842” is called the “Action.” Her name was the “Actæon.” She was the largest steam vessel engaged in the Glasgow and Liverpool trade in 1839 being 414 tons. I hope that the author will take my remarks as being kindly meant if he is going to publish the attractive articles in book form it will be a pity that they should be marred by errors.—Donald MacLeod. Dumbarton, June 14th, 1887

Last Voyage of the Comet from Christian Leader 1882

Early developments of steamboats on the Clyde from Christian Leader 1882

In stating that the first Comet ended her days at Helensburgh we wrote without knowledge of the discussion that Mr M‘Leod quotes. Our informant is a gentleman who was personally acquainted with Henry Bell in that gentleman’s later years when he resided at Helensburgh. There then lay behind Mr Bell’s Baths Hotel, an old clinker-built wooden hull which was largely used by the children of the locality for a play place and this hull was generally understood to be that of the first Comet. We are, however, very pleased to accept Mr M‘Leod’s statement as likely to be the correct history of this old boat. Actæon was certainly what we intended to call the Liverpool steamer quoted but in the printer’s hands it got transformed to Action.

Being much interested in the history of the Clyde steamers I have taken the liberty to send you the following jottings:—The schooner Anne of Larne, still afloat, and which sometimes passes along the canal, is the shell of Henry Bell’s Comet, but I doubt there is none of the wood about her now. She was twice burned to the water’s edge and twice suffered shipwreck, the last time being sunk in a storm some years ago while lying at Greenock. A companion of the Industry and Trusty the Active is now a schooner at present laid up at Belfast. She passes along the canal occasionally and retains the old name. In the days o’ langsyne when a laddie, I have often seen these three old boats “plouterin’ up and doon.” After the Paisley buddies got tired of the Caledonia she was bought by the late Charles Todd (Todd and Higginbottom) for the sake of her engine for a coal-pit, and broken up at Dalmuir. Her successor on the Paisley route to carry the natives down the Cart past Collins Isle at the “Water Neb” was the trim little Royal Victoria. If I recollect right, the first river steamer to have her funnel well forward before the engine was the trim little Luna commanded by Captain Chalmers. She had also a mast, but being a very crank boat, it was lowered on the deck when the wind blew strong. At the time the Dumbuck commenced to run to Dumbarton, a split took place in the Dunbarton Steamboat Company; and in addition to this steamer they bought the Hero from Messrs M‘Kellar of Largs fame and got the Dumbarton Castle and Maid of Leven built. These boats and the Ayr boats, Robert Burns, Sir William Wallace, and Ayrshire Lassie, with Messrs Henderson and M‘Kellar’s Helensburgh boats, the Greenock, Sultan, British Queen, &c., &c., were painted green.

If Captain Lang introduced the knocker for signaling to the engine room, I know that Captain John Wilson of the other Dumbarton company’s boats destroyed a good many pairs of boots signaling to his engineer, for he used to sit on top of the case of the steeple engine and rap out on the side of it with the heel of his boot to stop, go slow, ahead ,or astern, as required.—James Lauder, Maryhill, 22nd June, 1887

Doubtless the Comet referred to by your correspondent, Mr. Lauder, still partially existing in the schooner Ann, of Larne, was Henry Bell’s second steamer that name, wrecked off Kempoch Point, Gourock, in October, 1825, and not, as is apt to be inferred, the pioneer of European steam navigation, wrecked off Craignish Point in the winter of 1820, and never recovered. Your correspondent doubts if there be any of “the wood about her now.” I presume he means the original wood of the Comet. I can hardly see how it is possible there be much, considering the vicissitudes the Ann has undergone—as Mr. Lauder puts it—“twice burned to the water’s edge and twice suffered shipwreck, tne last time being sunk in a storm some years ago while lying at Gourock.” The craft has certainly been “hard to kill.” What your correspondent says of the Active, the companion to the lndustry and the Trusty, is very interesting in view of the suggestions which have often been made about removing the Industry from Bowling to some more fitting harbourage. What seems now almost impossible with respect to the Industry, which has fallen into irreparable decay, is quite feasible in the case of this sister vessel still afloat at Belfast—namely, its removal to the Kelvin to form an item in the great Exhibition of 1888. The Active, though converted to a canal schooner, retains its primary interest—that of a type of steamboat hull fashionable in the early days of steam navigation. Can anyone give the exact date of the Active’s launch or completion? Was it before or after the Industry, and what has become of the Trusty?—D. P. 27th June, 1887.

Mr. Lauder, of Maryhill, in an interesting communication published in your last  Saturday’s Evening News, stated that the schooner Ann of Larne is the shell of Henry Bell’s Comet. Now, that statement is probably true, but it is also very misleading. The Comet particularly associated in the public mind with the name of Henry Bell is the vessel built in 1811 by Wood, of Port-Glasgow. That steamer was wrecked on the Argyllshire coast in 1820, when the portion of the ship aft of the paddle-boxes was wrenched off by the waves, floated away through the Gulf of Corryvreckan, and disappeared for ever. The forward portion of the ship, after a time, slid off Craignish Point into deep water and found a watery grave. The Comet, which your correspondent must, or should, mean is the second that cognomen. This ship was built in 1821 by James Lang the Dumbarton Dockyard. Henry Bell was interested in Comet number two, as he also was in Comet number one, as part owner. History narrates that the second Comet was sunk in 1825 off Kempoch Point, being run into by the steamer Ayr, when 70 lives were lost. The ship lay for a few months under water, when she was raised and converted into a schooner. Without the foregoing explanation many people would lead to believe by the communication which I am reviewing that a portion of the first European steamer was still to the fore. There is enough of misconception already afloat in regard to the Comet’s history without this being added thereto.—Donald MacLeod, Dumbarton, June 28th 1887.

Your courteous correspondent, Mr Lauder, of Maryhill, last Saturday, in replying to a communication of mine which appeared in your columns, takes exception to my having stated in one of my published works that the Comet was the first steamship that plied in European waters. Your correspondent must surely have found in “The Clyde District of Dunbartonshire,” the work to which he evidently alludes, and in close proximity to the statement that he objects to, that “Henry Bell was the first who in Europe successfully applied steam in the propulsion of passenger vessels.” These two statements must in fairness be taken together as they are each explanatory of the other. The difference between Mr Lauder and myself appears to be principally in this, that contrary to his opinion I consider that the vessels propelled by steam before the advent of the steamer Comet, although tentatively highly meritorious, yet were not so complete a success, either in regard to the field of their operations or otherwise, as to warrant an historian in saying that they successfully plied in European waters. I hope to make that view of the subject abundantly evident by giving a rapid resumé of their history. In October 1788, according to the “Gazetteer of Scotland,” or 1783, according to Mr. James Fraser of Glasgow, a steam pleasure boat was launched by Mr Patrick Miller, its owner, into Dalswinton Loch, Dumfrieshire. That gentleman invented the paddle arrangement of the craft and Mr. James Taylor, tutor to Mr Miller’s family, invented and designed the machinery, which reflects great credit on his inventive genius. But while admitting all that, we would scarcely be justified in saying that the steam-launch successfully plied in European waters as a passenger vessel, for she merely paddled in a Dumfrieshire pond for the delectation of Mr. Miller and family. The comparative success of this effort led to the building of a larger steamboat which ran for a short time on the Forth and Clyde Canal, but she was “laid aside for want of means to carry on the traffic.” After the lapse of a short time the third steamer, Charlotte Dundas, was built by Mr Symington for the Falkirk Iron Company’s Forth and Clyde Canal traffic. She, after a limited period of active duty, was interdicted from sailing and laid aside at Grangemouth, because it was alleged that the wash caused by the action of her paddle wheels was seriously damaging the canal banks. While the vessel lay at Grangemouth, Mr Robert Fulton, of America, a Scotsman, examined her carefully, and made drawings and plans of the ship, and returning to America about 1806 with these, and much valuable information on the subject of navigating vessels by steam which he received from Henry Bell, built the Robert Fulton in 1808, and ran her successfully on the Hudson River. Next in succession came the Comet, built in 1811, launched in 1812, for which we claimed the honour of being “the first passenger steamship that plied in European waters.” Her forerunners on this side of the Atlantic did not in the ordinary sense of the term ply in European waters. It would be stretching the English language to place in that category a small sheet of water like Dalswinton Loch or an artificial waterway such as the Forth and Clyde Canal. In the words of a competent authority, “unquestionably Bell’s comment was the first steamer in Europe of any practical or beneficial use to mankind.”—Donald MacLeod, Dumbarton, July 5th, 1887

We think the correspondence that has already appeared in these columns on the questions raised by Mr Lauder’s letter have satisfactorily settled the identity of the schooner Ann of Larne with the second comment and we are obliged to Mr Lauder for raising so interesting a question and drawing attention to so interesting a relic of the past Mr Lauder is quite correct in his suggestion about the apparent error in describing the old Kilmun. The shark’s head was certainly carved on her stem—not stern—and we could hardly imagine it otherwise unless we quote one of Fennimore Cooper’s characters who describes a vessel as cutting the water with her taffrail.

In your interesting article on this subject in last Saturday week’s issue I rather think you will find on inquiry there is a slight mistake as to the “green boats” as the Helensburgh steamers were at one time familiarly called. They were the Emperor, Sovereign, and their sister steamers; and so far as I can remember the Levan, Rosneath etc., etc., were always black. Excuse me troubling you on this small matter.—AMMGK

This correspondent is in error about the Helensburgh boats, Levan, Ardgowan, &c. They were certainly painted light green when they came out. The former “green” Helensburgh boats were a darker shade and are well remembered by the writer. Two of the those last Helensburgh boats, the Levan and Rosneath, had round stems and masts, while the Ardgowan and Ardencaple had straight stems and no masts.

That this article will be interesting for Clyde dalians there is no doubt, particularly if correct illustrations of the crack and celebrated steamboats are given with length, depth, breadth, size of paddle wheel, surface measurement of float, tonnage, horsepower, and the superior speed yielding qualities of the model. On the latter point, combined with an extraordinary lightness of hull, rendering the boat instantly responsive to the propelling power, with an entire absence of vibration, the Rothesay Castle built by Simons & Co., Renfrew (about 25 years ago), is without anything approaching a rival during these last 35 years. Another Rothesay Castle built by Caird & Co., Greenock, was a remarkable boat, combining steadiness and seagoing qualities with little or no vibration, and was so well found and kept in such perfect order as to be the sprucest and best painted of them all. Another remarkable model was the Neptune built by Napier & Co., same year as Simons’ Rothesay Castle and they were competitors in the Rothesay trade; but the most singular, steady, comfortable, satisfactory boat of all, combining as she does the greatest buoyancy, lying like a bladder on the surface of the water, and gliding along to the smallest impulse of her engines, is the Hero built by Wingate & Co., and now plying between Perth and Dundee. Her model enlarged with higher freeboard and an even longer sheer aft, could be fitted better than any other with combined paddle and screw propeller, and in the way of speed could perform miracles compared to anything we have yet seen. One word more, and I have done. When sold and removed to other rivers, the name is frequently if not always altered, and in cases where this is done you might do worse than state the vessel’s new name, especially as these boats come prominently at times before the public, as is the case of the Thames craft Princess Alice some years ago, when she sank in collision, losing some hundreds of lives.—“St Mungo”

“St Mungo’s” ideas regarding our future river steamers are worthy of the serious attention of all interested in pleasure sailing. With such models as Wingate’s Hero improved, not only could longer daily return journeys be undertaken, but the maximum speed, comfort, and accommodation be assured, and with the joint use of oil and coal, which of late has become common on board the Atlantic liners, a velocity could be maintained excelling even that of the Fairfield, Victoria, and Prince of Wales, Manx Liners. Nor is the model of the Hero incapable of carrying a saloon with a stability equal to any of our present saloon steamers, as it is well known she can carry her passengers crowded on the bridge with none on deck and never list or roll. In lumpy seas also she never pitches, the swell invariably buoying and balancing her hull amidships, in such manner, with the help of her peculiar counter, as to secure even and dry decks. She was undoubtedly our healthiest boat, the tendency sea-sickness being much less in her than any of the Clyde fleet—a fact that in itself speaks volumes for her weather qualities, and is with hulls of this model that the excursion and general passenger trade of the river could be extended, and I hope that next season the Ayr route in particular will be regularly served, and, what still more important, Girvan and Ballantrae added to the calls. As there is cargo also to be had at both places the prospect is inviting. The Hero is now plying between Perth and Dundee, not Dunkeld.—“St Quivox,” Glasgow, 38th June, 1887.

Your correspondent “St. Mungo” is about right in his opinion about our best modelled famous river steamers. Simon’s Rothesay Castle I remember well, and nothing could equal her silent motion, gliding she did through the water without a ripple fore or aft, and had her engine and boilers been sufficiently effective, instead of the failure they proved to be, she would easily have distanced any craft in the river. Even as it was, she accomplished great feats. Her owner, however, refrained from newspaper publicity. The steamers the Neptune and the Ruby were built to special order, and launched in the spring of the same year (that in which the Wemyss Bay Railway was opened). At that time the saloon craze or fever had not taken possession of the public, a comfortable cabin being in these days thought amply sufficient in this latitude for any sane individual. But the snobs and the extravagant would patronise our early saloon steamers, and ever since the public have followed the pernicious example and encouraged the saloon steamers, and, in consequence, the speed-yielding hull model differs now somewhat sensibly for the worse compared to what it formally was. Saloons not only interfere with the free treatment of marine models, but are a drawback and encumbrance in a head wind, some of our saloon boats—the Ivanhoe, for instance—actually ploughing the water, making a loud disagreeable noise as she presses onward. Had she been built on the model and lines of the Hero, as “St. Mungo” aptly remarks, all this would have been obviated, and besides, while she would of course have rose and fell on swell or billow, she would not have rocked or rolled, which latter, as everyone ought to know, is the principal cause of sea-sickness; in other words, she would rise and fall on a rough surface as a bird does on the wing—maintaining the horizontal position. I trust “St Mungo’s” suggestions touching combined paddle and screw propeller will secure approval in the proper quarter, and that the numerous strangers that will visit our Exhibition next year will have a holiday sail in one.—“Tinto”. Glasgow, 27th June,

“Tinto” to speaks with admiration of the fine models of some of her celebrated boats of former days, but we think we can point still to steamers on the river which seem to be equally perfect in their easy and graceful style of passing through the water. We might quote the present Eagle as pre-eminent in this respect. Also the Columba, Iona, or Lord of the Isles, all of which boats have the decks saloons that the “Tinto” thinks objectionable. We fear that saloons are too much admired now by our travelling public to be easily discarded, and we think also that our shipbuilders may still be trusted to construct vessels of the greatest efficiency.

The boats quoted by “St Mungo” have been noted on their several routes we are not competent to speak on the desirability of having river or deep sea boats driven by combined paddles and screw propellers but we inclined to think that the “Great Eastern” has rather put that idea out of fashion, partly on account of the great difficulty of having two distinct means of propulsion working in perfect unison, and partly on account of the space required for machinery—tear and wear of the same, and increased expense for labour in engineers &c.

The Hero was certainly always celebrated for steadiness under a heavy load, but at the same time her extreme lightness made her an extremely “lively” boat in a sea, and we do not think that passengers on a lively boat in rough weather are likely to postpone their mal-de-mer to discriminate between one description of motion and another. Either pitching or rolling in a very small degree is generally enough for a large proportion of passengers, and we fear that sea-sickness will never be banished by even the greatest perfection in our steamboat models.

The following incident which happened in connection with the Clyde steamboats about the year 1832 or 1833 will, I think, help you to illustrate the wonderful progress of our steam navigation:—l remember being at a wedding about the year 1832 or 1833 at Renton. We went by the steamboat Dumbarton and returned the following day. We sailed from the quay, which was at the foot of a narrow lane or street leading off the main throughfare of the old historical town. All went well as the marriage bell, until we were opposite the castle, when from some cause the bottom of the boiler gave way, the plug being knocked out, or a rivet sprung, which drowned out the fire and caused the passengers cry out “The boiler has burst.’’ The steam was coming up the hatchways in large volumes, causing great consternation amongst the passengers and crew,

But the ship was ran ashore,—And fearful was the roar—From the old folk and the young.

There was some who cried, some who sang, but my uncle, old John Young, did not cry, but held his tongue, and took me by the hand and led me aside, and, whispering, said, “Be not afraid, the captain has said all shall be saved.” A few shots were fired from the carronade as a signal of distress. The night was beautiful and calm, and not a ripple to be seen on the surface of the then bonny Clyde. Darkness set in, but our signals were heard, and very soon we could see boats coming from Greenock, Port-Glasgow, and Bowling. The marriage party got a Bowling boat, and after an hour or two’s hard rowing, we arrived at Bowling Pier about 10 p.m. We got some refreshment there, and a stage-coach being hired we bade the innkeeper guid night, and off we went for home. We were in Glasgow about midnight amidst the great rejoicing our friends, who had heard that we were all at the bottom of the Clyde to feed the eels. The remembrance of that night can never be effaced from my memory. It was a beautiful scene on that calm, dark night to see the small craft coming from all directions, with their lights on the mast-tops, glittering on the pellucid Clyde, coming to the rescue of passengers and crew. We were wrecked off the great Dumbarton Rock.—John Wright, 52 Cedar Street.

Mr. John Wright introduces an interesting reminiscence of the old pre-railway days on the Clyde. Next to the change from the old stagecoaches mentioned we think the greatest alteration (not improvement however) is from what he calls the pellucid Clyde of long ago to the polluted Clyde of today

Previous to the Nimrod the Countess of Glasgow, a red funneled two-masted steamer ran on the Ayr station with passengers and goods by way of Greenock, Gourock (ferry), Largs, Ardrossan, and Troon, leaving Glasgow every alternate morning and returning day following. She was commanded by Captain Leitch, a specimen of the old Clyde skipper now extinct. It may surprise many to hear of those steamers possessing libraries embracing three-volume novels &c., and sometimes a Glasgow newspaper for perusal by the passengers, and attached to which was a long strip of wood which could not conveniently get into the pocket. Another early Ayr-coast streamer was the Largs, with white funnel, which proved very defective in her machinery, and was ultimately broken up. Before the day of lock-up safety valves, it was a heavy job for the fireman to load and disload the circular weights at the piers. In cases of keen racing, common then as now, sometimes a few coils of chain was super-added, and in close ties the captains are credited with adding their own might in addition.—James Smith

Mr James Smith has our thanks for introducing two old boats—the Countess of Glasgow and Largs—on the Ayr Station. The old trouble with valves has been noted in one of our papers

When the Craignish and Cardiff Castle steamers were added to the river steamboat fleet, the general passenger public (not yet recovered from boiler explosion panics) considered them at first somewhat unsafe and liable readily to capsize, owing to their narrow beam, which, in comparison with their length, was greatly less than the others, with whom, in model they contrasted most favourably, and are undoubtedly the first of a type of model that was approved of and adhered to for Clyde passenger traffic for nigh 30 years, until, in fact, the saloon mania infected the citizens; and so great now is the hold this Yankee notion or luxury has got of the uncanny Scot that many think he could not do without it. One important advantage those who “gang doon the water” nowadays have over the auld langsyne of 40 years ago is the larger size of the boats, no one now having to experience the sea-sickness which was frequently the case, even a passage so near the city as that between Dumbarton and Greenock. Among the steam-boat curiosities of our river during the last 40 or 50 years the Cygnet, Lapwing, and Plover well deserve notice. These small craft attracted in their day universal attention, on account their singular model and snug and comfortable appearance. Their berth of late years has been filled by other and much larger vessels. But what (can anyone say) has become of them? Certainly, as some of your correspondents lately suggested, the Industry ought to be repaired and shown next year in the Kelvin. But, though she might attract some attention—boat and engine being intact—more interest, especially among strangers, would be excited by these unique old West Highland steamers; and should you find it convenient to introduce them by notice in your article to the public, you might do worse than supply an accurate illustration of each, as well as any uncommon model that has plied on our waters.—Trusting these remarks may prove acceptable in the proper quarter.—“Gorbals Gravy.” Glasgow, 9th July, 1887.

Your correspondent “Gorbals Gravy’s” suggestion regarding the old Cygnet, Lapwing, and Plover and other tiny and singular craft at one period plying on the Clyde are worthy of all attention. I am sorry I cannot inform him where these crafts are now trading, but have no doubt they are all still in existence. At all events during this holiday time, when most of us treat ourselves to a sail somewhere, it is easy to inquire on board any of the steamers, when the captain, his officers, or crew will either be able to furnish the desired information or direct him where to find it. Could any of your readers say how it occurs that, while we have adopted (at first slowly on trial) the American saloon upon our river and firth steamers, we have never made a trial of Brother Jonathan’s favourite engine. Why also is it that there is no example on our river combined diagonal and steeple engine, preferable to the double steeple or double diagonal? The steamboat company that first produces these for employment on the Clyde will offer a new sensation, gratifying the curious, and for a time at least attracting the bulk of the fares.—“Strathbungo Sauce.”

One of your correspondents lately suggested the adoption of combined steeple and diagonal marine engine (wrought on one crank) as the engine of our future river steamers of whatever model. Having, during the last eight days, done a considerable amount of pleasure sailing, and taken some observations and notes, I have arrived at the same conclusion. The diagonal, even with the shortest of strokes, has too much recoil, and, were the steeple combined with it, this would nearly, if not altogether, cease, and if constructed on forced draught, objections the head of extra weight would be obviated. At same time, it is to be hoped, Uncle Sam’s favourite beam overhead engine will not be forgotten, and an early opportunity taken of fitting one on board some of our craft. As the rival of the others, it would hardly fail to attract much interest and close attention.—“Aquatic,” Glasgow, 22nd July, 1887

“Strathbungo Sauce” writes in favor of the American style of beam-engine, but here again we think we must leave our shipbuilders and shipowners to know their own business best. Beam-engines in plenty have been built on the Clyde, but for steamers for foreign parts—one boat having been built a few years ago by Messrs Inglis for South American trading with a combined beam and diagonal engine which proved a great success, but we think the principle objections to this type of engine is that it is better adapted for boats of broader beam and having greater diameter of paddle wheels than are common on the Clyde, and for work where there are not so many stoppages. We think the first beam-engined steamers built on the Clyde were the Quebec and Montreal, built many years ago by Messrs Barclay & Curle, and shipped in pieces to Canada where they still run on the St. Lawrence. These were all of the regular type of American river boots with the exception that one of them had patent floats on her paddle-wheels as used on our river. The steamers on the Mississippi and other southern rivers are driven by direct acting high pressure engines of very primitive style—many of them having still wooden connecting rods.

With some trouble I am able fish out a little information regarding the Cygnet, Lapwing, and Plover, which will probably be acceptable to “Gorbals Gravy,” “Strathbungo Sauce,” and many other of your readers. If my memory fails me not the Lapwing sank in the Mull of Kintyre through the effects of either storm or collision. As to the Plover it may seen any day, by those who choose to take a sail down the Gareloch, anchored off Row. The poor old Plover—or, as she has been long and familiarly known in the Highlands, the “gun-boat”—is now shorn of her paddles and paddle-box. The Cygnet came to her end some four or five years ago in Loch Ailort, near Arisaig. A good story is told in connection with this event. The captain received orders to call in Loch Ailort for wool, but not being too familiar with the dangerous rocks which fill this loch he sought the services of a native of reputed nautical abilities. Donald vouched for his knowledge of every stone and rock. All went well for a short time, when bang came the poor Cygnet against a rock. Donald, presumably thinking that were he to stay a true bill of murder might ultimately be found against him, dived overboard, and was not heard of for a long time. Though the ship sank, fortunately all on board were saved. An attempt was made to raise her, but the great depth of water in which she lay and the heavy expenses connected with the task deterred the owners from prosecuting it unto success, so that the noble Cygnet still lies at the bottom Loch Ailort.—Lapwing.

“Gorbals Gravy” and “Lapwing” will ere this have found the old highland boats Plover &c., quoted in our Ardrishaig Route paper. They were useful boats in their time but the application of the screw propeller has introduced newer boats such as the Aros Castle and Handa which are equally suited for the trade and have more capacity for cargo &c.

Perhaps you will allow the writer, who was brought up among the old Castle Company’s steamers, and whose uncle was for many years manager, to offer a few remarks on their first iron boats. The Rothesay Castle was their first iron steamer, built in 1837 and commanded Captain Dugald Thornton, and had the throttle-valve handle carried up the captain’s bridge, which consisted of a single plank between the peddle boxes. The Windsor came out in 1838, and in the same year the Tarbert was added—called the long Tarbert from her extreme length in proportion to beam. A hitch took place at the launch, and she did not take the water till the following day. She was wrecked shortly after, and her engine put on board the present Inveraray Castle, built by Tod & M‘Gregor in 1839, being the first vessel launched from their yard, a portion of Greenlaw Nursery, and now the site of the General Terminus. The Cardiff and Craignishwere built and engined by Caird & Co.. Greenock, and were each propelled by a pair of diagonal engines, similar to those of the Meg Merrilees of to-day. The crosshead of the Dunoon Castle is still doing active service in an engine in the works of Messrs. Stewart & Sons, paper-makers, M‘Neil Street.—James Smith.

Mr. James Smith makes a correction of our remarks on the Rothesay and Windsor Castles of 1837-38 for which we beg to thank him. We also accept his correction about the engines of the Cardiff and Craignish Castles which we should have said had about the first diagonal engines instead of the last of the side-lever type.

Many of our fastest river steamers were in the past more of engineering success than a shipmodelling and building triumph, and had the same engines been always fitted in better models so much more speed would have been attained. Among the saloon boats (so popular at present) alone is variation the lines and form. No two the hulls are alike, and most of them leave much to be desired, while more than one are palpable failures, falling distinctly short of expectation. In smooth water some of them are seen at their best, but whenever the surface gets lumpy their deficiency becomes apparent—rocking, rolling, and shipping seas. Well-modelled hulls, with thin bearings properly placed, would not behave thus, but, buoyantly breasting the swell or billows would ride along right merrily, rising and falling on the surface like a duck or duckling, never pitching, and running as much on a level as weather would permit. Perfection of performance will be found if the public insist upon it, but if left as hitherto to boat-owners, whose chief concern is to have steamer that will carry as many passengers or excursionists as possible, the day I am afraid is yet far distant.— “Govan Gossip.” Glasgow, 13th July, 1887

The following extract from book of geography and history (17th edition), published at London in 1834 may be of interest in connection with articles on “Our River Steamers,” now appearing in The Evening News, namely—“Clyde is a very noble stream, and the scenery along its banks highly picturesque. On this river floated the first steam vessel ever seen in Britain; and the number steamboats now navigating the Clyde is nearly equal to that on the Thames. This steamboat (the Rob Roy) was purchased by French Government, and employed as a packet between Dover and Calais.—J. M., Mount Florida, 18th July, 1887.

In reference to last Saturday’s article on the steamers Neptune, Ruby, and Rothesay Castle, the Neptune’s engines were double diagonal wrought on two cranks while the Ruby’s and Rothesay Castle’s engines were oscillating with cylinders fore and aft (diagonal) wrought on one crank; but as to that time you state, I may say, that the steamers Rubyand Neptune floats were of wood, while the Rothesay Castle floats were of iron till the summer season ended. Then the iron floats were taken off and wooden floats put in their place. I myself being an eyewitness at that time. After Captain Price was fined he went to London and Captain Charles Brown of the Rothesay Castle got command of the Ruby, that place he held until that favorite steamer was sold to the blockade, and the demand for steamers at that time cleared the Clyde of all its crack boats, and after that Mr Henderson bought the steamer Chancellor which was in the market, and sailed her to Rothesay for a season, leaving Glasgow at 10 o’clock in command of Captain Charles Brown. On board that steamer I have seen small boys trying to perform the Davenport rope-trick for a halfpenny; after that trick was exposed. This steamer was sold to the Isle of Man. As in regard as when the Ruby first encountered the Spunkie it would be easy for the Ruby to pass the Spunkie, as the old steeple engines were taken out of the Spunkie, and the new pair of double diagonal engines by Messrs Tulloch & Denny of Dumbarton were put in their place, which proved rather heavy and made a complete failure in her speed, so that even the Pearl could surpass her in speed. One of your correspondents has suggested the adoption of combined steeple and diagonal marine engines (wrought on one crank) as the engine of our future river steamers of whatever model. I presume that “Aquatic” and others are rather somewhat late in the year in arriving at that conclusion, which we shall see. In reference to the late Mr. J Henderson, of Renfrew, I hope not to let his memory go past that way, as Renfrew owes a somewhat good tribute towards it. He was the first engineer to put in any steamer the diagonal oscillating engines working to one crank, which engines of the same principle drive our crack steamers the Lord of the Isles and Ivanhoe; likewise he was the first to adopt the single diagonal engines in our river steamers the Undine being the first to have the trial of such engines. These engines have proved such a success that they intend to outrival the old steeple engines and be the engines of the future in our river steamers. Now for your correspondent’s suggestion on the combined diagonal and steeple engines on crank. Had he been a passenger on the steamer Vale of Clywd or Vale of Doon—these steamers had horizontal and steeple engines combined—he would have seen that they were not such a success after all. I may state that in regard to the combined steeple and diagonal and oscillating-diagonal engine combined the late Mr. John Elder had taken out a patent for these engines in the year 1863, and I don’t think that it ever was adopted by him in any steamer that firm built. And the success of the single crank diagonal engine of Mr Henderson is more likely to be adopted in our river steamers than the steeple or oscillating-diagonal combined engine of Mr. J Elder, as our correspondent suggests, except they are on the triple expansion principle. Almost any engineer knows of the great recoil of the diagonal engine on board of our steamers, and this is no doubt lessens greatly her speed. Passengers greatly feel the disagreeableness of the working recoil of the diagonal engines, and many one has put the question to me if that recoil could not be done away with. I say yes it could be done away, and the diagonal engine (double cylinder) be made a smoother and more economical than it is at present in our river or deep-sea steamers. Apologising for trespassing upon your valuable space—Robert S. Lawrence 20 Englefield Street, Glasgow, 25th July, 1887

One of your correspondents states that the Vale of Clyde river steamer had a combined steeple and diagonal engine. Perhaps so, it was not the case however during part of her service period on the Ayr run. Some mistake also is evident as regards the Spunkie having been defeated in a heat on the Clyde with the Ruby the latter having been sold and left a river for the blockade before the former was launched. Some other steamer possibly the Osprey, was meant.—“Veracity,” Glasgow 28th July 1887

Mr Robert S Lawrence sends an interesting letter about many celebrated boats for which he has our thanks. He deals with many questions on engines of various types, among them the combined steeple and diagonal engines of the Vale of Clwyd. These engines created much interest while this boat was on our river, and certainly gave her great speed while she had steam enough to give them fair play. We are not aware of their being changed as “Veracity” suggests.

This latter correspondent is in error about the Spunkie as her as this boat was built years before the Ruby and was back on the Clyde and re-engined before the launch of the latter boat.

In your issue of Saturday last I noticed a query regarding the Kelpie steamer. This vessel, after running for some time on the river Shannon, was sold during the American war to run the blockade, and on the way to her destination ran on a sandbank twenty miles from Nassau and broke her back. This was the last of the steamer.—“Late Steward of the Kelpie.”

I have read a few letters in your correspondents column anent the steamer Kelpie and Spunkie, and there is one in your issue of the 3rd curt, from “ Late Steward of the Kelpie,” which corroborates a statement I once heard about the former steamer. While in New York in 1865, I witnessed a trial of speed between Yankee-built craft and a captured blockade-runner named the Banshee. Would this be the third of a set of steamers built on the Clyde about the same time, named respectively the Spunkie, Kelpie, Banshee?—“Inquirer,” 5th August, 1887.

The Banshee mentioned would be the blockade runner of that name—built, we think, by Aitken & Mansell—and one of the fastest that left the Clyde. On her trial trip here she had a trial of speed with our fastest boats, and was evidently at least as speedy as any of them. Before leaving the Clyde she ran down and sank one of the Glasgow and Greenock cargo boats. On her voyage out she lay off Holyhead till one of the famous Holyhead and Kingston mail boats came out and started for a race with her, beating her easily, much to the disgust of the Dublin folks.

Your interesting articles on river steamers would be doubly so if your correspondent would give the dimensions of our present fleet —length, breadth, estimated speed, builder, year in which they were launched.—“Old Coaster”

“Old Coaster’s” suggestion is excellent, and if the series of articles are revised, as I would respectfully propose, and republished in small handy booklet form, and given gratuitously to your readers, the same information might be inserted as regards our past fleet, the whole record would be rendered a dozen times more useful, entertaining, of some utility, and valuable for reference. Your illustration of the Lapwing recalls at once to memory the most remarkable little weather steamboats the Clyde has ever borne, their unique model enabling them to ride like ducklings the heaviest surge sea swell encountered in our Firth, and as we never shall see the like again, many thanks for a sketch so faithful and interesting. Concerning lona (No. 1) it is somewhat surprising that no attempt was made to recover the engines. Divers might with comparative ease have effected this, but so many vessels of late years have been recovered from the deep (some firms making it special branch of the business) at trifling cost that the great wonder is that the hull itself was never raised. If not now too late, the attempt might profitably engage attention and employ the services of our volunteer engineers when at submarine mining practice (as they often are) at Fort-Matilda, as peace has her triumphs as well war. Such a feat would no doubt be rightly appreciated by our citizens.—“Marco Polo”

We think this correspondent’s suggestion was a little too late of being made, our papers being so nearly ended

I have been much interested in the series of articles appearing in your paper concerning the river steamers of former days. Nearly all those named I remember; and in reading of them, it was suggested to my mind that they were that there were other local traders in the bygone days (but now extinct) that might be made the subject matter of a few interesting papers. The lines of traders in my mind’s eye—for there were two of them in my boy boyish days—consisted of eight to ten schooners in each of the lines belonging to two rival companies—namely Lewis Potter & Company and M‘Arthur Brothers—Potters fleet being named after theatrical characters such as Clown, Pantaloon, &c., &c. M‘Arthur’s were named after precious stones such as Ruby, Diamond, Topaz, &c., &c. They were well known on the Clyde and the Mersey as the “Ranterpikes.” How they got that name the writer knows not. They were reckoned the finest schooners that sailed, and made some remarkably swift passages between here and Liverpool. If you think the suggestion worthy of your notice, I think it possible there are some seafaring men about the Clyde yet who will remember something worth writing about the ’Pikes. They are now represented by a solitary steamship called the Fire King owned by H. Lamont & Co., Hope Street, and in whose office the writer saw all there is representative of what was once a fleet of at least ten schooners—namely, an oil painting of one of Potter’s Liverpool traders.—Neil Campbell, 135, Argyle St, July 23rd, 1887

Mr Neil Campbell recalls these interesting vessels the Liverpool schooners or “Ranter pikes.” We can remember them very well, and have heard many stories about them, but they do not come into our province as we have been writing only of river steamers. We think the foregoing notes will cover most of the subjects raised by letters which have appeared from time to time in the Evening News and must ask the forbearance of any correspondence who may think themselves overlooked.

ln your article on the Helensburgh station of “Our River Steamers,” I find mention made of the Telegraph, which, with high-pressure locomotion boiler, is said in 1842 to have performed the passage between here and Greenock in one hour. If this was all the time taken, it was certainly short enough, and although the speed performances of the Rothesay Castle and Ruby are unrivalled in our river, neither vessel ever attempted a like feat. Possibly there were little or no slows or stoppages on the Clyde forty-five years ago. Still, it is a wonderful performance to do the same journey by rail, per express train, including calls only Paisley and Port-Glasgow, and the Caledonian Railway require forty-five minutes.—“Velocity,” Glasgow, 26th July, 1887.

Your Articles on “Our River Steamers” has hitherto dealt only with the lists of those that steam “doon the water” from the Broomielaw. I hope, however, it is not forgotten that a considerable passenger steamer (some 25 or 30 years ago) was once carried between the foot of Saltmarket and the ancient burgh Rutherglen, and it is intended to resume the traffic at some early date, and probably (alter partially clearing a water track, or channel) extending the benefit to the numerous inhabitants and teeming population of Uddingston, Bothwell, and Hamilton, an historical notice of the former would be entertaining, especially if you continued the fresh water track, by following it with a description of the canal passenger steamers that lately plyed an extensive trade on the Forth and Clyde Canal.—“Turlough Carolan,” Glasgow. 6th August, 1887.

Correspondents “Marco Polo” and “Turlough Carolan” are evidently geniuses of the first magnitude, and their proposals can hardly fail to meet the approval the most intelligent of your numerous readers resident here and all along the estuary our river. “Britain’s Second City: Its river-steamers, past and present; origin, rise, progress, and popularity of its famous summer watering-quarters, with graphic account of its diversified historic scenery, associated with the vivid memory of the greatest of representative Scots—Wallace, Bruce, and Burns.” A title such as that, with the additional information indicated, would render the issue universally desirable, and, in these days of touring and national education, almost indispensable to intending excursionists, and in a very especial manner welcome to the numerous strangers that are sure next season (on account of our first Exhibition) to visit Glasgow. Submitting and commending the matter to your careful consideration.

lt may be stated that it is the intention of the author of “Our River Steamers” to publish the articles in book form, although possibly not in so comprehensive fashion as our enthusiastic correspondent suggests. Due notice of the intended publication will given

In looking at the series of articles, I find no mention made of the Heather Bell or Blue Bell (I really at present forget which is the correct name). She plied for a period on the arran run about or before the time of the Lady Gertrude.—“Quintus Sertorius,” Glasgow, 9th August, 1887

About the year 1850 or 51 we surely had a passenger steamer stationed on our river named the Plover, which came to an untimely end through boiler explosion. I was but a small chick at the date of this event, but well remember hearing the occurrence conversed about. As I do not find this steamer referred to in your interesting series of articles, would you or some of your numerous readers clear up the matter, and set right whether or not this Plover was consort to the Merlin, which during the same period ran on the Clyde? Touching correspondent “Turlough Carolan’s” suggestion, we may recall to memory the declaration of a leading Rutherglen worthy that he could not depart this life in peace until he saw steam navigation again busy betwixt “Auld Ru’glen” and here.—“Cherub Aeronaut,” Glasgow, 9th August, 1887.

I beg to tender my thanks with others for the very interesting articles appearing in your paper on our river boats, and would suggest that it would be still more interesting were the speed of the crack boats stated. I have been a pretty constant passenger on the Clyde steamers for the last 30 years, and have been quite surprised at the different statements made as to the speed of the favourite boats now running by some who profess to know all about these things. It would be interesting to know if the Columba is the fastest boat that ever ran on the Clyde, or as fast any of the American boats we hear so much of.—“H. M.”

Had correspondent “H. M.” read your article on the Helensburgh run he could hardly be in any doubt at which was the speediest steamer ever stationed on the Clyde. Referring him there to the particulars given of the Telegraph, I the hope may live to see the passage betwixt here and Greenock done again in the same time. As regards the vaunted speed of the American steamboats, it may be remarked that wood and not coal is the fuel consumed (which, as “H. M.” is probably aware, is the superior combustible of the two) of late. I believe they also used burning oils, both combined producing steam promptly to the utmost pressure. Add to this the significant rise in the pressure gauge as the vessels near and pass along the extensive forests that line at intervals the banks the rivers, and the real wonder is that greater velocity is not actually attained.—“Fusilade,” Glasgow, August 12, 1887

Having just seen your issue of 20th inst., would you allow me make a remark as an old Helensburgh boy in regard to your list of Clyde steamers or, rather, the list given by a correspondent. The Alma, Gem, Sovereign, Duchess of Argyleare mentioned, and I remember them well; but do any of your correspondents remember the Monarch? I don’t see it mentioned. As an Helensburgh boy, brought up near to the quay at Helensburgh, it lives well in my remembrance. High paddle-boxes, painted green, like the Sovereign, and a white figure-head. Your column, I think you say, is closed for this subject, but having just picked this paper of the 20th, I could not help sending you this on behalf of the Monarch, which seems to have sunk out of memory, though it remains a prominent figure of those happy days in my memory.—Geo. W. Roy., Post Office, Deptford, High Street, S.E.

In conclusion we hope that our efforts to catalogue our river steamers for the last 40 or 50 years may have interested many of our readers, and have helped to show the progress of steam navigation during that time. The rising spirit of enterprise has carried the example of our fine Clyde steamers throughout the rivers of Great Britain, and indeed also of all Europe. The great continental rivers, the Rhine, Danube, &c., have now great fleets of fine passenger steamers as have also the lakes of Switzerland, and most of these are now of native build. Still we can feel satisfaction in thinking that our humble river has been the pioneer and example in almost all novelties in shipping and engineering, and can feel assured that are steamers are still foremost for speed and efficiency, though, perhaps not in size, and that they are still as well handled as any in the world. We hope still to see many improvements and novelties in our future boats and trust that our cost trade will long be a source of profit and success to those engaged in it.