Most of what is known of the career of Mr. David Napier, the eminent engineer responsible for many of the early advances in the application of steam to navigation on the Clyde and around the coasts of Great Britain, comes from his autobiographical memoir and the associated biographical notes published in 1912. It would appear that Napier was setting down these memoirs around 1860 when he was resident in Worcester, and at that time he engaged in a letter-writing campaign with the newspapers in Glasgow and Greenock. In a few essays, it is my aim to document the impact that Mr. Napier had on the steamboat traffic on the Clyde and on Loch Lomond. In this first part, the early years of Napier’s career as an engineer and steam-ship owner are covered, with an emphasis on the cross-channel shipping that initially brought him to the public’s attention.
David Napier was born on October 29, 1790 at Dumbarton. He was schooled there at the public school from the age of 5 until 12, when the family moved to Glasgow and he continued his education with some knowledge of French, Latin, mathematics and drawing. However, much of his time was taken up working in his father’s business. In his father’s works at Dumbarton there were two steam engines, one for boring cannon cast at the Carron Iron Works or the Clyde Iron Works and sent to Dumbarton for finishing, and the other blowing air for the furnace. The works were busy during this period of the Napoleonic wars. It was in Dumbarton that Napier developed his interest in machinery.
By the age of 20, Napier had taken over control of the family business and it was in the following year that he contracted with Henry Bell, a frequent customer to the foundry, to build a boiler and make castings for the steamboat, Comet, that Bell was then building. A decade earlier, Napier had seen the Charlotte Dundas on the Forth and Clyde Canal at Port Dundas and had taken some interest in the project. The Comet’s boiler required sealing internal flues to give sufficient surface area for producing steam and that presented some engineering difficulties. Casting did not work and it was with “malleable iron, with the aid of a liberal supply of horse dung” that the boiler was produced. Napier noted that he was given a promissory note, payable at three months, but was never paid for the work.
Napier’s father, John, died in 1813, and the following year he married Miss Marion Smith, daughter of Mr. Francis Smith, engineer. He set up his own forge and engineering shop in Camlachie in the east end of Glasgow and there, with a reputation gained from his work on the Comet, he set about making steam engines for the steam-boat trade. His works were adjacent to the works of Messrs D. M‘Arthur & Co. who were also involved in making marine engines and there appears to have been a good relationship between the two concerns.
Work at Camlachie was dangerous for the unwary and inexperienced.
“Wednesday morning, about seven o’clock, a very melancholy accident happened at Mr Napier’s foundery at Camlachie. The cries of a person in the engine-house having been heard to by some of the workmen, they instantly hastened to the spot, but unfortunately, not in time to save the life of a promising young lad, only 15 years old, named James Gillies. They found him entangled in what is called the governor of the engine, (with which he must have very incautiously come in contact) and by its rapid motion thrown under the crank; and although not a moment was lost in stopping the engine, his body was completely cut into two pieces; one of his it arms was torn from the shoulder, and at another place his thighs and legs were found shattered and mangled beyond all description; even the very bones stript of the flesh, were almost pulverized. The different parts of the body were speedily and carefully collected and put into a sheet, and afterwards into a coffin; and, in this evening, removed to his father’s house in the Calton, where his disconsolate mother received the corpse, his father being at, present at a distance, in Mr Napier’s service.”—Caledonian Mercury, September 30, 1815
The engines for the Dumbarton Castle and Britannia were contracted to Messrs D. M‘Arthur & Co. of Camlachie and were completed in 1815. It seems likely that Napier supplied much of the energy for this enterprise and he began to manufacture engines on his own. The first effort on his own account was the machinery for the Marion, named after his wife.
Napier had the hull of the Marion built by Archibald M‘Lachlan, of the Woodyard,Dumbarton in 1816. Her dimensions were 60 feet by13 feet, and 57 tons, with a draft of 2 feet 9 inches. Her engine was recorded as 20 horse-power, less powerful that the engines then being produced by Messrs D. M‘Arthur & Co. The Marion sailed on the Clyde in her first season, and it is recorded that she steamed above the bridges of Glasgow against a strong current as far as the Clyde Ironworks.
The publication of Scott’s “Rob Roy” in 1817 had provided a great impetus to the tourist trade on Loch Lomond. To accommodate those who were willing and able to pay for a premium service, the forward-looking Napier saw the potential for running his steamboat on the Loch. So, Marion made her way up the Leven in July 1818. The story of the Marion and Napier’s endeavours on Loch Lomond will be treated in a future essay.
Over the following year, Napier continued his connection with Messrs D. M‘Arthur & Co. and they made engines for some small steamboats, including the Active and Dispatch that served as luggage boats on the busy Glasgow to Greenock trade. The hulls were built by Messrs Archibald M‘Lachlan at Dumbarton and were 60 feet by 17 feet with engines of 10 horse-power. They were sturdily built and lasted until the late 1830s. In addition, the engine was supplied for the Woodford, built at Dumbarton by William Denny (who had succeeded M‘Lachlan) for Sir Ralph Woodford, Governor of Trinidad and was tried on the Clyde, before being trans-shipped to Trinidad. Her dimensions were 76 feet by 16 feet and the engine could muster just six horse-power. The Woodford was mentioned in accounts in the Carribean dating from 1819 and was described as “one of the worst steam vessels that ever came from the Clyde” in Warner Arundell’s book “The Adventures of a Creole” published in 1838.
Napier’s next venture was perhaps one of his most important. One suspects that he was confident that a reliable engine could be produced but the need for speed was an important goal. Whether the project was to facilitate connections with his successful enterprise with Marion on Loch Lomond or merely to demonstrate that improvements could be made by paying attention to the latest scientific discoveries, the Rob Roy was an important development.
At this time, the steamboats on the Clyde in a day could make the return journey to Greenock (subject to the tide) or the single journey to more remote parts of the Firth. Napier notes that “they were generally built with a full round bow, which, with a clear run, was considered at that time the best shape for speed.” The story of the development of the hull design of the Rob Roy first appears in the Glasgow Herald in November 1858.
In the newspaper letter, Napier was commenting on the Institution of Engineers of Scotland that he disparaged as originating with “some vain self-conceited persons, who had acquired a fluency of speech and a smattering of everything, without a practical knowledge of anything, and even sometimes used for discreditable purposes, such as puffing off the works of friends and favourites. One would suppose that the open market held out sufficient inducements for the ingenuity and industry of man, and that the public might be depended upon for buying that which was best and most useful.”
What raised his particular ire was a paper delivered to the Society by Professor Macquorn Rankine of Glasgow University in which the learned professor opined that “It may be regarded as certain that experiments on the resistance of models are almost worthless for the purpose of determining the propelling power required by ships of figures similar to those of the models.” He added “They require experiments on real ships.”
Napier responded with the story of the Rob Roy hull design. “In my younger, days, the French being far ahead of us in scientific works, and being desirous of obtaining all the knowledge I could on the division of fluids, I sent to Paris for the works of Bossut and other celebrated writers, and not then being satisfied with the knowledge I acquired from these books I commenced a set of experiments for myself. I took a block of wood of a given size; after weighing it accurately I attached a string to it, which I extended over a pulley on an elevated frame; at the other end of the string I attached a weight. I then launched the block on the mill dam at Camlachie, which bounded my premises, and noted accurately the time the weight took to descend, drawing the block after it through the water, and every alteration I made on the shape, of the block, I took care to keep the weight always the same. I continued altering until the difference of time the weight took to descend was imperceptible. I sent this identical block (or model, as it may now be called) to the shipbuilder, to build the Rob Roy for me exactly the same, which steamer was not only the first that successfully navigated the open sea, but was the fastest on the Clyde at the time.”
The hull for the Rob Roy was built by William Denny at the Woodyard, Dumbarton, in 1818. She was around 80 feet by 16 feet, 90 tons. Napier’s engine was a single cylinder side-lever of 32 horse-power. Her funnel was elliptical. There is little doubt that when she first appeared she was considered strange but her performance proved her worth and almost immediately, the owners of the older steamboats in the river sent their vessels back to the builders for modification.
The Rob Roy was at first advertised to connect with passengers from the Marion at Arrochar, thus affording a round trip where the delights of Loch Lomond, Loch Long and most probably, Loch Goil could be enjoyed in a single day. However, this venture into excursion traffic did not last long as a sailing to Belfast was included in the same advertisement.
Glasgow Herald, July 20, 1818
There was a need for fast and reliable transportation on the cross-channel routes, and in particular, the prospect of winning the Irish Mail contract provided a strong incentive for a number of private owners to develop steamboat communication to cross the Irish Sea. Indeed, a number of gentlemen in Dublin had ventured into steamboat ownership. They had two steamboats constructed by Messrs James Munn of Greenock to the dimensions of the mail sailing packets, then in service: length of keel, 65 feet, beam, 18 feet and draught 9 feet, with engines of 20 horse power constructed by Messrs James Cook of Tradestown, Glasgow who were considered the foremost marine engineers of the time. The ships, named Hibernia and Britannia, entered service on September 1, 1816 and initially performed well when the sea was relatively calm. They had complicated mechanisms that allowed the paddle wheels to be raised out of the water to avoid damage to the machinery from the shock of a heavy sea in the event of stormy weather. Overall however, they proved unreliable and were soon laid up in Kingstown, Dublin.
On the Irish Mail Packet
Napier registered his pique at not being selected to provide the machinery for these steamboats and demonstrated the capabilities of the Rob Roy by sailing from Glasgow to Dublin on a day with a south-west gale blowing when Mr. Charles M‘Intosh, the inventor of waterproof cloth, fearfully remarked “we should all be drowned.” In charge of the machinery that day was one of Napier’s workmen, David Tod, who went on to make his own mark on shipbuilding on the Clyde.
The Edinburgh Magazine of July, 1818, has a very special degree of interest: “A steamboat called the Rob Roy was recently built to sail as a regular packet between Glasgow and Dublin; and she has just returned from her first voyage in safety. On Friday morning, the 19th, at 4 o’clock, she sailed from the Broomielaw, touched at Port-Glasgow, Greenock, and Gourock; but owing to the boisterous state of the weather it was deemed advisable to put into Lamlash Bay, where she lay for eight hours. She proceeded to Carrickfergus, and arrived in Dublin on Sunday morning at 3 o’clock. At the earnest request of the passengers, Mr. Napier, the proprietor, consented to remain in Dublin two days, Sunday and Monday, and on Tuesday at 5 o’clock she sailed for Greenock, where she arrived at 7 o’clock on Wednesday morning, the 24th, having performed her passage in the unprecedented short time of 26 hours. In crossing the Channel she experienced a most severe storm, so much so that some of the passengers proceeded from Carrickfergus by the mail to Dublin, where to their astonishment they met the Rob Roy, she having reached the port six hours before them. A gentleman in Edinburgh received, on the morning of the 14th, by the steamboat, the duplicate of a letter which had been despatched by the mail on the 12th, the same day the steamboat sailed; the original letter only arrived on the evening of the 16th. The Rob Roy, which brought the letter to Greenock, performed the voyage from Belfast to the latter place in 14 hours.”
Rob Roy did not serve regularly on the Glasgow and Dublin station, that service would not become a reality for another five years, but she subsequently plied on the Glasgow and Belfast station and carried the mails along with passengers “with great punctuality and without requiring repairs.”
“Steam boats.—A gentleman in Edinburgh received on the morning of Wednesday the 14th, by the steam boat; the duplicate of a letter which had been dispatched from Belfast by the mail on the 12th, the same day the steam boat sailed; the original letter, only arrived last night, the evening of the 16th.
“The Rob Roy steam-boat, which left Belfast on Monday at mid-day, arrived at Greenock at two o’clock next morning, thus performing her passage in 14 hours. She sailed from Glasgow on Saturday for Belfast. A packet, which sailed on Friday from Greenock for Belfast, was, owing to the boisterous state of the weather, obliged to put into Campbeltown on her passage out, where she was on Monday, when the Rob Roy came off on her return passage.”—Caledonian Mercury, 17 October 1818.
Glasgow Herald August 17, 1818
It is a pity that no well-defined picture of the Rob Roy has been found. There is a partial drawing in the novel “Peter’s Letters to his Kinfolk,” and a contemporary engraving in an encyclopædia article has dimensions consistent with just two steamboats that are listed in the text, one of which is Rob Roy, and this is shown here.
Is this Rob Roy?
Such was the success of the Rob Roy that in the year immediately following her introduction, 1819, Napier was involved with the construction of a number of steam-boats for the cross-channel trade. A new confidence in design and construction of the hulls and reliable machinery led to the Talbot in April for the Holyhead to Dublin trade. At almost 100 feet long and 18 feet in breadth and 150 tons, she was by far the largest steam boat attempted by John Wood and driven by David Napier’s two thirty horse-power engines, she attracted much attention. She was joined by a consort, Ivanhoe, engined by Napier, the following year. Napier retained an interest in these steamboats that were registered under the ownership of the City of Dublin Steam Packet Co.
“The reader is aware that the Rob Roy, a steam boat, has plyed between Belfast and Glasgow, for these eighteen months, to the great satisfaction of thousands of passengers; but it is not so well known, that a vessel of this class, of a large size, has commenced running between Dublin and Holyhead. The Talbot measures 170 tons—is 100-feet in length, and is propelled by two engines, of 30-horse power each. She is fitted up with two elegant cabins, and indeed her whole appointments are admirable. On Saturday se’ennight, the Talbot left the Custom-house Quay, Dublin, at half-past 12 noon. After proceeding several miles, a light breeze sprung up, partly favourable; she then proceeded at the rate of 9½ knots an hour. The wind then veering to an unfavourable point the sails were lowered, and she afterwards proceeded by steam alone. The voyage was performed in eight hours. She returned from. Holyhead on Monday morning, the tide running strong against the vessel’s course, and the wind blowing fresh and directly adverse, with a considerable swell, yet she reached Howth harbour by half-past seven o’clock, having accomplished the passage in seven hours.”—Caledonian Mercury, July 19, 1819
Caledonian Mercury, May 15, 1819
The British Government made a very attractive offer to purchase Talbot and Ivanhoe for the Irish Mail service but Napier’s partners declined. The Government had two vessels, Lightning and Majestic, constructed on the Thames at Rotherhithe in 1821, and chose the established firm of Boulton and Watt to make the engines. Boulton and Watt had some experience with engines for steamboats. They had purchased one of the pioneer steamers, Caledonia, and used her for experiments on the Thames and subsequently on the North Sea crossing, sailing down the Rhine to advertise their expertise. The new vessels were not a great success and Talbot was chartered on occasion to carry the mails in their stead. The Government ultimately also purchased the Ivanhoe.
In May 1819, Napier provided machinery for the Robert Bruce launched from Scott’s yard in Greenock. Of similar dimensions to Talbot and Ivanhoe, 94 feet in length by 18½ feet in breadth and 11 feet in depth and 155 tons, she was designed for the Liverpool trade from Greenock and managed by James Little & Co. Napier retained a share in the vessel. She is recorded as having sailed from the Clyde to the Mersey in 28 hours. The seaworthiness of Robert Bruce was noted in a Parliamentary Report in 1822 where T. S. Traill, Esq. stated, “I was exposed to a violent storm in the Robert Bruce, and was surprised at the ease with which she wrought in a very heavy sea, and the much less motion she had than a sailing vessel would have had in similar circumstances. Contrary to my expectation her decks were not inundated, we could walk tolerably on them, and even books in open shelves were not displaced, circumstances which also astonished Captain Scoresby junior who accompanied me. In the worst of the gale we made nearly half a mile per hour against a heavy head-sea and a violent gale at west, in approaching the Isle of Man from Liverpool.”
Glasgow Herald, June 16, 1820
David Napier added the Superb in 1820 for the Greenock and Liverpool station. At 264 tons, she was a product of Scott’s yard in Greenock and had two engines with a total of 72 horse-power. Her maiden voyage was on 27th of June, and with Robert Bruce as consort, allowed a service of two sailings a week. Like Robert Bruce, she was managed by Messrs James Little & Co.
Glasgow Herald, August 18, 1820
Superb
In June, 1821, James Scott & Sons of Greenock produced the Majestic (Captain Oman) for the Liverpool trade of James Little & Co. At 240 tons and with engines of 120 horse-power produced by David Napier, she was an impressive addition to the channel steamers with elegant and delightful accommodation. Sailing from Greenock and calling off Port-Patrick, and Douglas, Isle of Man, Whitehaven and Liverpool. On July 6, she is advertised sailing from Greenock every Tuesday at 9 o’clock, morning with the Superb (Captain Moffat) sailing on Friday at the same time. It is intimated that Robert Bruce (Captain Carlyle) would be sailing between Liverpool, Douglas and Whitehaven twice weekly to allow passengers from the Majestic and Superb who disembark at Douglas to visit the Lake District. Unfortunately Robert Bruce caught fire towards the end of August 1821 and was subsequently declared a total loss.
Majestic
The Liverpool trade was developed in 1822, when Napier completed machinery for the steamship, City of Glasgow, for the Glasgow and Liverpool station. The hull was again built by Messrs Scott & Sons of Greenock and she was 124 feet in length by 22 feet in breadth and was well appointed. With her machinery developing 100 horse power, the City of Glasgow and Majestic maintained the Greenock and Liverpool route for James Little for two years. However, new opposition appeared almost immediately in the form of the St George, owned by the St. George Steam Packet Company with Messrs Alex Laird & Sons as their Greenock agents. In 1824, Messrs David M‘Iver of Liverpool purchased City of Glasgow and the subsequently named Glasgow and Liverpool Steam Packet Company took over the trade, purchasing Majestic in 1825.
Advert for the Majestic and City of Glasgow, May 1826
City of Glasgow
Napier’s interests and part ownership in the Liverpool packet seems to have declined at this point. However, he continued to furnish machinery for vessels on the route. He also for a short time retained an interest in the Dublin Packet from Liverpool. However, the new Superb was quickly purchased by the General Steam Navigation Co., of London for service to the Continent.
“On Wednesday morning se’ennight an elegant new steam packet, called the Superb, sailed from the Broomielaw, on her first trip to Belfast. After landing the proprietor, David Napier, Esq. of Lancefield, at Gourock, she proceeded to Rothesay, where she took in a supply of coals, to insure her passage, as the wind blew, strong from the south-west. She came to an anchor in Germoil roads about three o’clock on Thursday morning, and waited for the tide about two hours. The passengers were landed in Belfast at half-past five. She sailed again for Glasgow at four afternoon, and anchored off Greenock about half-past two in the morning, making her a passage from Belfast to Greenock in 10¼ hours. She sailed at the rate of about 13 miles an hour. She was launched from the building yard of James Lang, Esq. Dumbarton, and is about 280 tons burden. This vessel, while she combines all the advantages of the English vessels, is different from them, and in many respects greatly superior, but is nearest the appearance of the New York packets. Her main cabin is truly elegant and commodious. It averages 30 feet by 20, contains 32 births, and is magnificently fitted up with the richest Spanish mahogany. There are three splendid mirrors in the cabin, with an elegant sideboard, and £500 worth of silver plate. She has double tables capable of dining 80 people. There are two ladies’ cabins aft, each containing eight births, fitted up in the neatest manner. She is lighted by two domes, each about 3½ feet diameter. She has four fore cabins, each containing nine births, besides the steerage. There are two engines of 50 horse a power each, having a four and a half feet stroke. She draws about eight feet of water abaft. There is about 115 feet keel, and 28 feet beam amidships. Her paddles are 17 feet diameter, each containing 16 floats. Her engine at speed has about 30 strokes a minute. She has a water cistern fitted upon her keelson capable of holding six tons of water. Upon the whole she is one of the most splendid, commodious, and fast sailing vessels that has ever appeared on the Clyde, and reflects much honour on the taste of the proprietor and the executors of the work. She cost from £12,000 to £13,000. She is intended to run between Dublin and Liverpool. She had, on returning from Belfast, 65 cabin passengers, besides about 100 in the steerage and on deck, and 20 mechanics gratis. On her arrival the quay was covered with eager spectators, and the Irish of every rank, from Judith with her apples on the quay to the blood of Donegal Square, were very politely indulged with a peep of the Superb, and they declared that she was a fine vessel entirely. The band played the most favourite Irish national airs, among the rest “St Patrick’s day in the morning,” which was hailed with enthusiasm by the crews of the adjoining vessels.”—Caledonian Mercury, September 13, 1824
Returning to developments on the Belfast station, the Rob Roy, despite her general reliability, had a competitor in June 1819. This was Sir William Wallace, sailing twice a week on alternate days to Rob Roy for the Clyde Shipping Company.
“The Sir William Wallace steam-boat accomplished her last passage from Belfast to the Broomielaw in 17 hours, notwithstanding she had to call at Largs, Gourock, Greenock, and, Port-Glasgow.”—Caledonian Mercury, June 28, 1819
“The Sir William Wallace, steam vessel, took out from Glasgow, on Friday last, for Belfast, Colonel Sir Robert Dick, with his family, &c. and the Hon. George Knox and family, &c., with their carriages; also some other families of distinction.”—Caledonian Mercury, September 9 1819
“On Saturday the 10th current, some accident, having happened to the steam vessel Rob Roy, on her voyage from Glasgow to Belfast, she was compelled to come to anchor a little below Dumbarton. In this situation she hoisted a signal for a vessel to come alongside and take on board the passengers. In the meantime two steam-boats passed, and although the signal was so displayed, and they were hailed to stop, they paid no attention to the Rob Roy, or at all events afforded no assistance whatever to a vessel so circumstanced. The passengers of the Rob Roy are therefore much indebted to Capt. Douglas, of the Greenock, who, following the two former steam vessels, with equal promptitude and humanity, stopped and took out all those who chused to be landed at Port-Glasgow or Greenock.”—Caledonian Mercury, 17 July 1819.
“The Rob Roy steam-packet arrived at Belfast on Sunday morning last, from Glasgow, with upwards of eighty cabin passengers on board, and sailed again on, Monday, with nearly the same complement.”—Caledonian Mercury, August 14, 1819
“Early this morning, owing to great quantities of floating ice coming down the Clyde, the cables of the following steam boats were cut, and they drifted down the river, viz. the Port-Glasgow, none of the crew on board—the Rob Roy, with one boy—and the Rothesay Castle, with several hands. One of them, supposed the Rothesay Castle, was said to be brought up on this side of Renfrew. Several yawls were crushed to pieces by the ice.—Courier.”—Caledonian Mercury, December 20, 1819
Sir William Wallace did not last long however, and the Clyde Shipping Co. replaced her in June of the following year, 1820, by the Rapid. The Greenock built Rapid of 140 tons was designed to compete for the Belfast trade. She was small enough to sail regularly from Glasgow, like Rob Roy, although both also used Greenock, and had extensive and commodious cabins, Maids’ Cabin, Ladies’ Cabin, Dining Room and a number of excellent sleeping berths.
“Steamboat Sir William Wallace to be sold by public roup on Thursday 27th April, at Lyceum Rooms, Nelson Street, apply to Mr. P. McGregor Campbell, preses. of the Co.”—Glasgow 13th April, 1820.”
Although efforts to deepen the Clyde were advancing, the river remained too shallow to allow the larger Liverpool vessels to proceed to the city and this entailed trans-shipment of passengers and goods at Greenock and continued employment for the steamboats on the river trade. The confusion of steam-boats on the river trade meant that there were frequent delays to the Liverpool and Belfast steamers leaving Greenock as they waited for tardy passengers. In 1820, Napier solved the problem by the addition of Post Boy from the yard of Denny in Dumbarton. Post Boy, tested her engines in the middle of May and was ready by the end of that month to add to serve the river-trade needs of David Napier’s channel steamers and, in addition, the tourist excursions on Loch Lomond. She was specially designed by Napier to have a light draft so that she could sail from Glasgow regardless of the state of the tide.
Glasgow Herald, June 16, 1820
“The Post Boy, Marion and Rob Roy, Steam Boats.
“The Post Boy on Saturday last tried her engine from the Broomielaw to Greenock, which distance she sailed in two hours, less one minute. She will be completely finished the beginning of next week, when it is intended she will sail from the Broomielaw to Greenock, every lawful morning at six o’clock, land the passengers at Dumbarton for the Marion, and proceed to Greenock with the passengers for the Superb and Robert Bruce (Liverpool Steam Packets). She will leave Greenock for Glasgow every morning at ten o’clock, and again leave Glasgow for Dumbarton at three o’clock afternoon, and stops at Dumbarton for the passengers from the Marion; with whom she will return the same evening, giving the people of Glasgow an opportunity of leaving their homes in the morning, viewing the beautiful scenery of Lochlomond, and return in the evening, for a mere trifle. The internal accommodation of the Post Boy will be found superior to any thing on the river.
“The Marion will commence sailing on Lochlomond on Monday the 5th June, and will continue to do so every lawful day during the summer calling at Balmaha, Luss, Rowardennan, foot of Benlomond, Tarbet and Rob Roy’s Cave, leaving Balloch at ten o’clock and returns in the evening.
“The Rob Roy will, after the 20th June, sail from Glasgow or Greenock to Belfast, three times a week, viz. Tuesday, Thursday and Saturday, leaving Glasgow at six ‘clock morning, and when it is inconvenient for her to leave Glasgow at that hour from want of water in the river, or any other cause, passengers will be conveyed to Greenock in the Post Boy, which, as is noticed above, leaves Glasgow every morning at six o’clock. Until the 16th of June, the Rob Roy will continue to sail as formerly.”—Glasgow 20th May, 1820.
On 18th August it was intimated: fares from Glasgow to Dumbarton Cabin 2s.; steerage, 1s. 6d. Two boats shall be kept at the expense of the Post Boy for taking out and in passengers at Dumbarton. They shall leave Dumbarton Quay with passengers for Greenock, at seven o’clock, morning, and for Glasgow at eleven o’clock forenoon. A warning that passengers going by the Marion, Superb and Robert Bruce, run many chances of losing their passage by going with any other boat than Post Boy, even although they start earlier. A number of instances of this have already occurred as the Marion and Liverpool packets wait the arrival of no other boat, and as the Post Boy can go at all times of the tide.
Glasgow Herald, August 21, 1820
Within a year, the increasing volume of traffic from the channel steamers for the Post Boy, connecting Glasgow with Greenock prompted Napier to seek an alternative arrangement for the Marion connection with the Dumbarton Steamboat Co. The sequence of events when the Post Boy is used for the connection between the Broomielaw and Greenock appeared in an early illustrated newspaper, “Glasgow Looking Glass.”
The lighthouse and clock at the Broomielaw with passengers boarding Post Boy
An internal view of Post Boy
Arrival and disembarkation at Greenock
Advertisements made sure passengers were warned that the Liverpool packets would wait only on the Post Boy. Other vessels might arrive too late.
Glasgow Herald, March 2, 1821
Setting off in the Liverpool Packet, passing the Cloch
An uncomfortable passage overnight on the Liverpool Packet
Arriving at Liverpool
Napier provided machinery for the Belfast, a steamer built by Messrs Ritchie of Belfast that ran in opposition to Rob Roy on occasion but was mainly to be found on the Belfast and Liverpool station.
Glasgow Herald, August 18, 1820
In July 1820, Napier and his partners brought out a new ship from Robert Steele & Co. for the Belfast trade. The Eclipse was 140 tons with a two-cylinder engine of 60 horse-power furnished by David Napier. She provided a twice-weekly service across the North Channel and replaced the Rob Roy which was then sold. Rob Roy was moved to the English Channel and had a very successful time as a packet on that station.
“The Rob Roy steam boat, which now sails regularly between Dover and Calais performs the passage with certainty in about three hours.”—Caledonian Mercury, 30 June, 1821
“The Steam Boat Rob Roy, that lately commenced running between Dover and Calais, met with severe accident in entering the latter harbour Monday se’ennight. She struck first the dicker work, and subsequently the gun bank, and has received considerable damage. It is supposed the injury to the machinery, cannot be repaired in France.”—Inverness Courier 12 July, 1821
“In the strong gales of wind from the N. W. the only vessel, we understand, that arrived at Dover from Calais, was the Rob Roy steam packet, which brought the Paris papers to the 30th.”—Caledonian Mercury, 6 October, 1821
“Dover, Nov. 6.—At length we have an arrival from France. The Rob Roy steam vessel came into the Roads this morning, and landed from 120 to 130 passengers. By this arrival we learn that the Venus steam packet came out of Calais at the same time, and proceeded to Walmer Castle with the Marquis of Londonderry. The good folks of Calais are, in the most sanguine expectation of the arrival of his Majesty, to embark from thence for England to-morrow, or Thursday.”—Caledonian Mercury, 10 November, 1821
It was in 1821, that Napier purchased land at Lancefield, on the banks of the Clyde just downriver from the Broomielaw. His works at Camlachie were sold to his cousin Robert Napier, who continued to produce marine engines there with great success. At Lancefield, David Napier was able to construct a wet dock where vessels could await their new engines or repairs to existing machinery. He also constructed his new works, Lancefield Foundry, and Lancefield House where he took up residence.
A small packet, Mountaineer, was also completed in 1821 for the Leith and London trade. Just 114 feet long by 18½ feet in breadth, she had powerful engines of 80 hp provided by Napier. She later was moved to the North Channel as consort to the Eclipse and then to the Irish Sea service from Liverpool to Dublin.
Caledonian Mercury, December 13, 1821
Glasgow Herald, April 1, 1822
For a year or two, the Eclipse dominated the Belfast trade. She was well regarded in the press and provided a regular service.
“The Eclipse Steam Packet arrived at the Broomielaw at 11 o’clock on Monday night, full of passengers, having sailed from Belfast at half-past eight the same morning, being the first vessel that ever arrived at Glasgow the same day of sailing.”—Glasgow Herald, September 14, 1821
“Eclipse Steam Packet, sailed from the Broomielaw yesterday for Belfast with upwards of 200, passengers, probably the greatest number from the harbour in one vessel.”—Glasgow Herald, October 5, 1821
Scotsman, April 26, 1823
It was the introduction of the Belfast owned Swift on the Belfast station in 1824 that began the demise of Napier’s interest in the north-channel trade. The Swift was a larger vessel, at 250 tons, than the Eclipse and almost from the start, there was ruinous competition through a fare war, reducing the fares between Belfast and the Clyde to as low as threepence.
Scotsman, January 23, 1825
Scotsman February 21, 1824
Caledonian Mercury February 21, 1824
Dublin Evening Post, February 24, 1824
“The competition among the steam-boats running between the Clyde and Belfast just now is such that the voyage may be made for only five pence. The Swift and Eclipse steam packets left the Broomielaw on Wednesday morning at four o’clock for Belfast crowded with passengers, in consequence of the reduce prices, which will contribute powerfully to an increase of Irish emigrants. Those passengers who prefer excellent accommodation of the cabin to the deck pay only 2s. The charge for the steerage is 10d. and for the deck 5d.”—Perthshire Courier, June 11, 1824
“The Eclipse sails as usual on Wednesdays and Saturdays. She has been this some time carrying passengers to and from Belfast at threepence a head, and will continue to do so, with the exception of those days when the Swift cannot make the passage from contrary winds, want of water, and similar causes, when the full fares will be charged. To prevent mistakes on these occasions, intimation will be given to the passengers before sailing. P.S.—It is requested that Passengers will cease forcing themselves on board after the deck is covered for, although they may manage to ‘stick in the rigging’ this fine weather, a bad night might occur, when some of them might be suffocated by the crushing that will unavoidably take place.”—Glasgow Chronicle, June 5, 1824.
The influx of Irish labourers and beggars as a result of the low fares prompted the magistrates of Greenock to threaten the owners that they would have to pay for the return passage of all mendicants imported on their vessels.
However, the low fares were put paid to by a new Act of Parliament that fixed a maximum of six passengers for every four tons burden of vessels under 200 tons. As a consequence, the Swift raised its fares to; Cabin, 7/6; Steerage, 5/-; Deck, 3/-.
The advertisements continued with vitriolic rhetoric.
“That point being now completely established that the Eclipse is the only Packet on the station that can make the Passage with certainty, particularly in adverse stormy weather, she will therefore, for the greater accommodation or the Public sail three times a week. And to complete the Establishment, a Steam Boat belonging to the same concern will, at all times when necessary, be in waiting to carry the Passengers to and from Greenock, free of expense.”
“That point being now established that the various manœvres resorted to try the would-be monopolists of the Glasgow and Belfast Passage cannot accomplish their object of driving the Swift off that station, her owners congratulate the Public thereupon, and hope that her superior power, accommodation and safety will secure a continuance of the same decided preference which has hitherto been evinced for her.”
“Melancholy Accident.—On Friday, the Waterloo Steamboat, coming up the Clyde, took the ground nearly opposite to Govan.—Among the passengers on board were a number of Irish labourers (from the Swift steam-packet from Belfast), come over to procure work during the harvest, and who, impatient to get forward, rushed into a small boat in such numbers, that she was almost in a sinking state with the load. In this situation, and about to shove off, a huge Irishman jumped headlong from the Waterloo into the boat, amongst his companions, by which the boat was upset, and the whole plunged into the water. Several of them were extricated from their perilous situation but three men and a boy were unfortunately drowned. The bodies were dragged for, and got out during the afternoon.”—August 19, 1824 (Fife Herald Morning Post)
In the end, it was the Eclipse that was withdrawn to sail in other waters. Napier adopted a new tactic to continue the business.
Scotsman, January 23, 1825
At this time, the shallowness of the Clyde dictated that the larger steam-boats were either restricted to Greenock, as in the case of the Liverpool and Dublin boats, or, in the case of the Belfast boats, could approach Glasgow only at the right state of the tide with frequent delays anchored off Greenock. Efforts to assist nature in the deepening process were introduced in 1824 with the addition of the first steam dredger of 12 horse-power. By the end of the year it was claimed that more material had been removed from the river in one year with the new machine than in the twenty-years previous with the plough and drag then in use. A second dredger of 16 horse-power was added in 1826 and a third in 1831.
The replacement for the Eclipse was an innovative craft, George Canning, that was capable of sailing on the newly deepened Clyde at almost any state of the tide. With machinery supplied by Napier, she was fast and attracted the attention of the press on both sides of the North Channel.
“We are given to understand that the Eclipse steamer has been removed off this station, and observe by advertisement that her place is supplied the fine new Steam-packet George Canning whose engines have been just completed on the most approved principles, by D. Napier, of Glasgow. She arrived here on Sunday morning, having made her passage against a head wind in thirteen hours.”—Belfast Commercial Chronicle, February 16, 1825
“The new steam-packet George Canning, for Glasgow, sailed on Monday morning.
“The steam packet, Britannia, Wyse, sails for Greenock and Glasgow on Monday morning, at ten o’clock”—Belfast Commercial Chronicle, February 16, 1825
Belfast Commercial Chronicle, February 21, 1825
“The George Canning, Steam Packet, completed her first voyage from Greenock to Belfast Loch, on Saturday in 13 hours, and returned yesterday in 12 hours. We understand she is commanded by the proprietor, an experienced Naval Officer.—Glasgow Chronicle.
“Arrived on Saturday morning the George Canning Steam Packet, from Glasgow, Colonels Bagot and Bowes, Major Hogarth, Captains Stevenson, Cameron, and Hall, with eighteen other respectable cabin passengers.”— Belfast Commercial Chronicle, February 21, 1825
“The George Canning, Steam Packet, completed her first voyage from Greenock to Belfast Loch, on Saturday in 13 hours, and returned Monday in 12 hours.”— Belfast Commercial Chronicle, February 18, 1825
“As an instance of the great regularity to which steam conveyances are brought, we can state, that the George Canning packet, since she commenced sailing in February last, has crossed the Channel (between Belfast and Glasgow, from quay to quay) sixty-eight times, without having ever been obliged either to put back or pat into harbour for shelter.”—Belfast Chronicle, July 14, 1825
Caledonian Mercury April 2, 1825
Caledonian Mercury, April 30, 1825
It seems reasonable to assume that the new steam-packet could attract the cream of the traffic, those who enjoyed the cabin, but that the vast numbers that travelled on the open deck were accommodated in the larger vessel, Swift. At harvest time the traffic was large as labourers came from all over the Emerald Isle to the fields in the Lothians. Two other vessels, Aimwell and Ailsa Craig, joined in the competition. The Ailsa Craig was well regarded, indeed she was described as a “steam yacht,” and was even able to show Napier’s Liverpool Packet, City of Glasgow, a clean pair of heels.
“Steam Navigation.—On Wednesday, the passengers the City of Glasgow, and Ailsa Craig steam-packets, were afforded an opportunity of witnessing a comparative trial of the speed of these vessels. The former started from Greenock at 2 p.m. and the latter a little after. The City of Glasgow waited in front of the Clough light-house until the other came up, thus fairly giving the challenge. Before they had run together ten minutes, it became quite evident the challenger was to be beaten, and so it proved. The Ailsa Craig pushed a-head of her competitor at the rate of fully half a mile per hour, till they came opposite Pladda, when their separate courses put an end to the contest. The City of Glasgow we understand, is of 120 horses power, and the Ailsa Craig of 100.
“We find by advertisement that the public will have a cheap and expeditious mode of viewing the beauties of our northern shores—the George Canning is to sail for the Giant’s Causeway on Wednesday morning at six o’clock.
“Such is the great intercourse now between this and Glasgow, that although there is a daily steam conveyance, there were upwards of 50 cabin passengers embarked Wednesday, on board the George Canning, among whom we noticed the Hon. Colonel Ward and family, Lord and Lady Dufferin, Captain Bruce, R. N. &c. &c.
“Mr. Sergeant Goold and family sailed yesterday afternoon for Largs, on board the Swift steam packet.”—Belfast Commercial Chronicle, August 27, 1825
By the end of the year Swift, running in consort with Ailsa Craig, dominated the business.
Scotsman, August 10, 1825
The selling point of the George Canning as “the only packet on the station that sails direct from Glasgow, and passengers by her are not subject to the delay and trouble of changing vessels, and re-shipping their luggage at Greenock,” was insufficient to sustain the challenge of the larger vessels.
Caledonian Mercury, June 20, 1825
Caledonian Mercury September 3, 1825
The experiment with a small, reliable steam-packet appears to have failed as the George Canning was to be found the following year sailing to Inveraray. It seems clear that the traveling public prepared the security and increased capacity of a larger vessel despite potential delays as a result of waiting for the tide.
The year, 1826, saw two new large steam-packets on the Belfast station. The most important was the Fingal, of nearly 400 tons and 133 feet in length, and 22 feet in breadth. She came out of the yard of Messrs William Simons in Greenock, and her engines of 100 h.p. were supplied by Napier. She was built for Messrs James & George Burns who would go on to develop a near monopoly of the Belfast trade. The Fingal could command £1 for a cabin passage (single fare) and three shillings for deck passage (single fare).
Glasgow Herald, October 20, 1826
The second steam-boat was the smaller St Andrew, built by Messrs Lang at Dumbarton with engines supplied by Robert Napier, then making a name for himself as a marine engineer at Camlachie.
Glasgow Herald, April 28, 1826
David Napier did add a new Eclipse in 1828 and two years later the Belfast, under the management of Mr. Jonh Gemmill. However, by then his interests had turned in another direction and both these new steam-packets were quickly incorporated to join the Fingal in the growing Burns empire.
This first grand scheme of David Napier in the channel-packet trade was fueled by his prowess as an engineer, able to take advantage of innovation to maintain a superiority over the competition. When the competitive edge was lost and competition threatened to overwhelm the business, Napier wisely turned to other avenues. By the middle of the 1820s, he was in an enviable position with a well established reputation for excellence in providing marine engines from Lancefield, a thriving tourist business with Marion on Loch Lomond, and considerable capital from the sale of his channel-packets. His next venture into the development of the Kilmun route to Inveraray and the Highlands and Islands will be the subject of a new essay.
James E. Handley, “The Irish in Scotland 1798-1845,” Cork University Press, 1943
D. B. McNeill, “Irish Passenger Steamship Services, Volume 1: North of Ireland,” David & Charles, Newton Abbott, 1969
C. L. D. Duckworth and G. E. Langmuir, “Clyde and Other Coastal Steamers,” T. Stevenson & Sons Ltd., Prescott, 1977
M. McRonald, “The Irish Boats,” Tempus, Stroud, 2005
D. D. Napier, “David Napier, Engineer,” Maclehouse, Glasgow, 1912.