In 1816, just four years after the Comet commenced her role as the pioneering steamboat on the Clyde, David Napier had a small steamboat built for himself. He named his little boat Marion, after his wife, and for just over a year she was well known on the Clyde, sailing to Greenock and Helensburgh. Her advantage was that she had a shallow draft and could sail at any state of the tide to provide a regular and reliable service.
“The Marion steamboat will commence sailing to-morrow for Greenock and Helensburgh, and every lawful day at 8 o’clock morning) and on Saturday evening at 6 o’clock. Will leave Greenock for Glasgow at 2 o’clock every afternoon, and on Monday morning at 4 o’clock. Those intending to go by the Marion will require to be on board by the hour fixed, or they will lose their passage. From her draught of water she is enabled to sail at all times of the tide, and will start the same as a mail coach.”—May 26, 1816
The publication of Scott’s Rob Roy in 1817 had provided a great impetus to the tourist trade on Loch Lomond who were willing and able to pay for a premium service and the visionary Napier saw the potential for running his steamboat on the Loch. So, Marion made her way up the Leven in July 1818. The movement of Marion from the Clyde was noted by the local poet William Harriston who lived for a time in Dalvait on the River Leven near Balloch, and wrote in a poem on the early steamboats on the Clyde in September 1818:—
“But wat ye where has Marion gane?—She wasna here this towmond;—Anither course has Marion taken,—She’s cruizing on Lochlomond.”
The movement was also noted in August 1818 by Lord Jeffrey, later to become Lord Advocate who remarked; “It is a new experiment for the temptation of tourists. It circumnavigates the whole lake in about ten hours and it was certainly strange and striking to hear and see it hissing and roaring past the headlands of our little bay, foaming and shouting like an angry whale, but on the whole it rather vulgarises the scene too much, and I am glad that it is found not to answer, and has to be dropped next year.”
The Marion was a small craft with a wooden hull built by Archibald M‘Lachlan in the Woodyard, Dumbarton just 60 ft long by 13 feet in the beam with a 20 h.p. engine, and despite the gloomy prediction, she did survive her first year on the Loch. Her trade was unabashedly aimed at the tourist. Passengers were ferried to the steamboat at Balloch and she made her way up the Loch, calling at various hamlets where passengers might be rowed ashore by the ship’s boat or a ferry boat. She connected at Inversnaid with passengers who would make their way to Loch Katrine and the Trossachs and would stop to allow passengers to see Rob Roy’s Cave which was the furthest extent of her journey. Only one trip was possible each day. The Marion was very successful and when a Mr. Egerton produced his lavishly titled account of a tourist trip from London to Loch Lomond in 1825 entitled “Airy Nothings; or, Scraps and Naughts and Odd-cum-shorts; in a Circumbendibus, Hop, Step and Jump by Olio Rigmaroll,” he included a painting of the steamer. While the painting is not very accurate, it does show some of the features of the trip, including a piper on board. A more accurate representation is the steamer painted by Joshua Cristall showing her disembarking passengers at Luss. During the winter, the Marion was generally laid-up in the lade of Levenbank Works and some of the crew found employment there also.
Marion (Mr. Egerton)
Napier clearly recognized a good investment and there is a suggestion that with the construction of the Rob Roy in 1818, his focus was on providing a more extensive tour for the Loch Lomond passengers. These passengers were wealthy and appreciated the finer points in life. It is no surprise that Rob Roy’s first advertised trip was to Arrochar where a short walk would provide a link to Tarbet on Loch Lomond and Marion.
Glasgow Herald, July 20, 1818
Caledonian Mercury, May 15, 1819
Two years later, Post Boy was introduced to provide a passage down the Clyde, initially linking with passengers on the Loch Lomond tour who were collected by a rowing boat off the mouth of the Leven at Dumbarton and those catching the Liverpool and Belfast packets at Greenock. Coaches were run from Dumbarton and Dunglass.
Glasgow Herald, June 16, 1820
The Post Boy could not cope with all the traffic, and in June the following year, an arrangement was made with the Dumbarton Steamboat Company with their new steamboat, Dumbarton, which sailed directly to and from Dumbarton Quay, to carry passengers for the Marion. This situation persisted for a few years with little interruption. There was also competition from a coach put on by the proprietor of the Balloch Inn but this did not extend into 1822 at the insistence of the Dumbarton Steamboat Company.
Glasgow Herald July 6, 1821
Glasgow Herald July 6, 1821
In early 1824, David Napier offered for sale the steamboat Robert Burns. Napier had provided the machinery for the vessel in 1819 when she was new and she was considered to be very fast and well appointed, designed on the same streamline principles as Rob Roy, and sailing from the Broomielaw to Helensurgh. On February 18, 1824, she was sunk by collision with the steam tug Hercules with the loss of one of her passengers, Archibald Thomson of Craigends (Cregans) Ferry, and it appears she was taken to Napier’s dock for repairs. A sale appears to have been made though it was 1826 before she reappeared on the river, renamed Robert Bruce. The channel steamer of that name had burned a short time before. It is notable that thereafter she sailed to the Holy Loch and Arrochar, perhaps providing a connection with the Loch Lomond tour.
Marion at Luss, 1924, Joshua Crystall
The Marion began her season at the end of May in 1825.
Glasgow Herald, May 20, 1825
The decline in David Napier’s interest in the channel steamers to Liverpool and Belfast that took place in the middle years of the 1820s seems to have resulted from the appearance of better financed and better organized competitors that in time developed their own monopolies. It is interesting to reflect how Napier reacted when the Marion also gained a competitor, in 1825, from a group of local business men, among them Adam Walker, proprietor of the Balloch Hotel, Donald M‘Lellan, proprietor of the Tarbet Hotel, John Bell of Dumbarton, John M‘Murrich of Stuckgowan, and Jonas Gildard of Tullichewan, who brought out a rival steamer, Lady of the Lake. The new company, Lochlomond Steamboat Company, aimed to break Napier’s monopoly. Fares on the Marion were 7/6 first cabin and this was reduced to 3/- in the new steamboat.
The Lady of the Lake was larger than the Marion at 82 feet and her wooden hull was built that year by Messrs William Denny at Dumbarton. Her 25 h.p. engine was made by Messrs Robert Napier at Camlachie. Robert Napier was rapidly establishing a reputation as an engineer, making machinery for a number of vessels on the river in the year or so since he produced the engine for the Leven. The new steamer was well appointed and proved popular.
Glasgow Herald, August 5, 1825
The new steamboat made her appearance in August and Napier appears to have been unhappy that the Dumbarton steamboats carried passengers for both the Marion and the Lady of the Lake. It is likely that the new steamboat had superior speed so that starting the two boats at the same time would favor Marion’s rival.
In August, the owners of the Lady of the Lake made the claim to sail to the head of the Loch, several miles above Rob Roy’s Cave, normally the limit of Marion’s route. The proprietors also took upon “themselves the merit of having reduced the exhorbitant fares charged upon Loch Lomond for these several years past to the present very moderate rate, thus putting it in the power of almost every individual to see and admire one of the most delightful scenes that this country.”
Glasgow Herald, August 26, 1825
It appears that Napier preferred to have the passengers for Marion committed on embarkation at Glasgow and rather than submit them to the vagaries of persuasion and delays that favoured the competition. The small steamboat, Highland Lad, had been offered for sale earlier in the year and after repairs, the new owners placed her on the Dumbarton station.
Glasgow Herald, May 20, 1825
Glasgow Herald, August 26, 1825
Napier most likey chartered Highland Lad to be used to provide a connection between Glasgow and Bowling where passengers could board coaches for Balloch. A reduction in fares on the Marion was also promoted. The advertisement for Marion suggests that the connection with the Dumbarton Steamers was severed altogether, relying on the Highland Lad and coaches from Glasgow.
Glasgow Herald, August 26, 1825
The following year, 1826, the Lady of the Lake appeared to be making further inroads into the Marion’s trade and had persuaded Marion‘s captain to change allegiance. On 20th April, it was announced that she would commence plying for the season through the lake on Monday 8th May, next, starting from Balloch every lawful day at 10 o’clock morning, and returning in the evening.
Glasgow Herald, May 8, 1826
Glasgow Herald, July 31, 1826
Lady of the Lake ceased plying for the season till further notice on 1st September. Despite the success of the season for Lady of the Lake, there was trouble on the horizon. The low fares she had introduced were barely in keeping with the running costs and while they had an impact also on Marion, the situation was more critical for the new enterprise.
Glasgow Herald, September 4, 1826
Glasgow Herald, July 28, 1826
A response was required on the lucrative Loch Lomond service but before these are presented, it is important to introduce some changes taking place in some of the premier routes on the Clyde, notably the Rothesay and Loch Fyne trade. These also had some connections with Napier and one or two are worthy of note.
The first of these connections is the steamboat introduced in 1825 to take over from Napier’s Eclipse on the Belfast route. This small steamboat, George Canning, ostensibly with no strong connection to Napier was built of wood the previous year by Messrs Lang & Denny at Dumbarton and the machinery was supplied by Messrs James Henderson & Son of Renfrew. She was 100 feet long by 15 feet in the beam and powered by two cylinders delivering 35 h.p. The owners were listed as Hugh Price, James Henderson, and Alex M‘Kellar but it seems likely that David Napier had some share in the business. The steamboat was originally designated for the Rothesay Trade but someone, likely Napier, persuaded the owners to use their vessel as a replacement for the Eclipse on the Belfast station. Two of the principals had later associations with Napier and it is worthwhile introducing these individuals. Alex M‘Kellar was a shipowner with interests mainly in the Largs and Millport trade. He does not appear to have had lasting interactions with Napier. However, Henderson was a shipbuilder that Napier trusted to manage some of his interests later in life and Hugh Price was a Captain of Napier’s new steamboat, Eclipse, on the Belfast station in 1826, subsequently transferring with the vessel to the ownership of Messrs G. & J. Burns and then became captain of Messrs Burns Fingal. He emerged with Dr. James Stevenson to take over most of Napier’s steamboat fleet at the end of 1835. Dr. Stevenson was a surgeon with interests in steamboats on the Clyde and in Ireland. His other steamboats were mostly named after national personalities and it seems plausible that he had some interest in the George Canning, named after the able Tory statesman who would briefly become Prime Minister in 1827.
Napier’s connection with these owners becomes a little clearer when a second, steamer, nearly identical to the George Canning, was constructed for the same owners by Messrs Lang & Denny in early 1825; but this time it was David Napier who supplied the machinery. The James Ewing, named after the Glasgow businessman, future M.P., and Provost of the City, was also planned for the Belfast station but appears to have met with difficulties with her boilers.
“On Friday last serious accident occurred board the James Ewing, Steam Packet, in the Clyde, on her voyage to Belfast. About half a mile below Renfrew, the bottom of her boiler burst, and so shockingly were the two firemen scalded by the violent current of escaping steam, that their lives were despaired of, when the passengers left the vessel.”—Dublin Morning Register, June 15, 1825
The James Ewing was repaired and placed on the Rothesay and Loch Fyne trade, and in early 1826 was providing connections at Tarbert for the old Waterloo of 1816. The Waterloo had been recently withdrawn from the Campbeltown and Londonderry trade and, sold to new owners on Islay. After lengthening, she was renamed Maid of Islay, sailing to Islay and Skye from West Loch Tarbert.
Glasgow Herald, March 24, 1826
In April, the owners of the Maid of Islay announced that there was a new boat building for the Clyde connection.
Glasgow Herald, May 5, 1826
Glasgow Herald, May 19, 1826
On 16th May, the new boat’s arrival was expected the following week. She was to be named Maid of Islay No 2, and the existing Maid of Islay was renamed Maid of Islay No 1. In fact it was the original Maid of Islay, renamed No 1 that took up the service from Glasgow to Tarbert and the new, larger vessel sailed to Islay and Skye from the West Loch.
Glasgow Herald, June 12, 1826
The Maid of Islay No 2 was built by John Wood’s yard in Port Glasgow in 1824 but her original machinery made by Messrs Claud Girdwood was not satisfactory and she was given new engines of 60 h.p. by David Napier to bring her into service.
With the Maid of Islay No. 1 relieving James Ewing, the consortium associated with Dr. Stevenson opened a new venture, involving the steamboats James Ewing, George Canning and a newly built steamboat, Sir John Moore, named after the British General who was the hero of Corunna in the Peninsular War. Sir John Moore was built by Messrs James Lang at Dumbarton and received her 50 h.p. engines from Messrs Murdoch and Cross. At just over 100 ft in length, she was comparable in size to the Ewing and Canning.
The three steamboats were placed on the Tarbert and Inveraray station in direct competition with the Castle Fleet—at that time a loose confederation of three aging steamships: Rothsay Castle (1816), Inveraray Castle (1820), and Toward Castle (1822)—that dominated the Rothesay and Inverary trade year round and were making inroads in providing steamboat connections to Arran.
Glasgow Herald, June 5, 1826
Glasgow Herald, June 16, 1826
The Castle steamers, however, continued to dominate the Inveraray and Loch Fyne trade and the regular sailings to Arran during the season.
Glasgow Herald, May 15, 1826
Later in May, the Dunoon Castle was added. She was a product of William Denny’s yard at Dumbarton with engines rated at 60 hp by Messrs D. M‘Arthur & Co., of Camlachie. The service of the four steamers: Dunoon Castle, Captain Johnston, Inverary Castle, Captain Thomson, Rothesay Castle, Captain Brown, Toward Castle, Captain M‘Coll, had one on the Brodick station on Wednesday and another on Tuesday, Thursday and Saturday for Inverary. A daily service to Rothesay was maintained.
Glasgow Herald, May 29, 1826
Napier was well acquainted with these vessels. Indeed he had supplied the machinery for the Inveraray Castle. The vessels were work-a-day boats, carrying the mails, cargo and passengers year round. Accommodation on board the Castle steamboats was generally not at a very high standard and this provided an opening for competition from newer craft.
In the winter of 1825, David Napier, now well established with a thriving business at Lancefield and substantial capital built up from his engineering and shipping interests, was invited to join a shooting party in the hills north of the Holy Loch. The area was largely in a state of nature and Glenshellish estate that composed a substantial part of the area was for sale. Napier purchased the estate at public roup for £8,200 and set about improving the house as a summer residence.
Glenshellish is just a few miles from the village of Strachur on Loch Fyne and in those days when the roads were in poor condition, was most accessible from this approach. It is most likely that Napier used the steamboat services to Loch Fyne to visit his newly acquired domain but the possibilities of a convenient through route from the Holy Loch are difficult to escape and Napier immediately began to take the necessary steps to bring this about.
What emerged in just a few years was a visionary plan to provide a new route to Inveraray and the Highlands with connections by land and sea to provide for the needs of the tourists and ensure their comfort through some of the most engaging scenery in Scotland. Eventually, there would be links to the steamboats on Loch Lomond and those on Loch Long and Loch Goil. All this was carried out with a confidence and energy that few, save Napier, possessed.
The centerpiece of the plan was the use of Loch Eck as a conduit from the Holy Loch to Loch Fyne. To this end, Napier had a steamboat built to sail on Loch Eck. Of a most curious design, the Aglaia, named after one of the muses of Greek mythology, had an iron bottom though the remainder of the hull was wooden. It seems likely that iron was chosen for the bottom as the steamboat had to be manhandled up the rock-strewn River Echaig where a wooden keel would have been more susceptible to damage. Aglaia was constructed by Napier at Lancefield and was just 63 feet in length, 30 tons. The engine and boiler were hauled by road and fitted into her on the banks of Loch Eck.
The road from the northern end of Loch Eck to Strachur was improved, not only allowing better access to Glenshellish but as part of the new route to Loch Fyne. The track from the head of the Holy Loch, where at that time steamboats would call, to the southern end of Loch Eck was also greatly improved. It appears from the advertisements that there was a pier or jetty at the head of the Holy Loch, at Kilmun, but this required improvement as the larger steamers of the day could not dock at all states of the tide. Coaches would run from near Kilmun to the southern end of Loch Eck where they would board Aglaia from a jetty, sail to the northern end of the Loch and disembark and complete their journey to Strachur on another coach.
The Loch Lomond tour also experienced a change. The Post Boy, by then largely superfluous to the down-river trade to Greenock was renovated and renamed Euphrosyne, another of the muses of Greek mythology. She was taken up the Leven to replace the Marion which was brought to the Clyde. Although Marion stranded in the Leven, she was repaired and renamed Thalia, after a third muse. Thalia was placed on Loch Fyne to connect Strachur with Inveraray. With these moves, Napier effectively completed his new route to the highlands and countered the impact of the newer Lady of the Lake on Loch Lomond.
To further his plan for the new route to Inveraray, Napier purchased the James Ewing and provided a newly built steam-boat, Venus, on the first part of the journey from the Broomielaw, with the steamboats dropping passengers for the Loch Lomond tour at Dunglass, where they connected with a coach, and proceeding to Kilmun. The steam-boats then went on to their destination at Rothesay, providing a double service there each day.
The hull of the Venus was constructed by Messrs J. Wood & J. Barclay of Port Glasgow and she was 111 feet in length, 86 tons. She had engines of 70 h.p. from David Napier to his own arrangements. From the description of a trip in the Venus that follows, it is apparent that there was a transfer of passengers to a small steamboat that took place in the Holy Loch to allow the use of a jetty or landing at Kilmun. One might speculate that this small vessel was the Cupid, with a hull built by Messrs J. Wood & J. Horatio Ritchie at Port Glasgow, 58 feet long and just 10 tons, with a 10 h.p. engine from David Napier. The following year, Cupid was sailing from Paisley and then was involved in experiments on the Forth and Clyde Canal, eventually replacing Thalia at Strachur in 1829.
Glasgow Herald, June 16, 1827
The Venus or the Ewing left Glasgow every morning at six and afternoon at two o’clock for Greenock, Gourock, Holy Loch, Dunoon and Rothesay, and from Rothesay every morning at eight, and three o’clock afternoon calling at above places in returning. Passengers for Inverary were landed at Kilmun from where they went by jaunting car to the Aglaia on Loch Eck, and then from Strachur on the Thalia to Inverary which was reached about one o’clock in the afternoon by the morning departure and or around nine o’clock in the evening by the afternoon departure. Cabin fares including cars was 7s 6d, but for those who chose to walk the short distance at each end of Loch Eck, it was 5s 6d. Steerage rates were 4s 6d and 3s 6d.
Passengers for Lochlomond from where they could also connect to Inverary, left the morning sailing of Venus or Ewing at Dunglass and were conveyed by coaches to Balloch. The Euphrosyne sailed from Balloch at nine o’clock, landing passengers for the Trossachs and Loch Katrine at Inversnaid, and at Tarbert for Loch Long and Inverary. The latter passengers proceeded by coach through Glen Croe and Glenkinglas to Cairndow, and across Loch Fyne to Inverary by the Thalia steamer about seven o’clock in the evening. Passage from Glasgow to any landing place on Loch Lomond including coach was cabin 5s, steerage 3s, and to Inverary 12s.
The Thalia steamer left Inverary every morning at eight o’clock with passengers for Glasgow by Cairndow and Loch Lomond; and by Strachur every morning at five o’clock and twelve noon for Glasgow by Loch Eck.
The advert also suggested that another new vessel, similar to Venus and to be called Apollo, was to be constructed. No such vessel was added although a few years later there was an Apollo on the Millport station.
The Venus is one of the few steamboats of the era where we have a good description of the facilities for the passengers.
“The Venus Steam Packet.—The number of steam-boats now engaged in carrying passengers from Glasgow to the different ports on the Clyde and Western Lakes, has increased of late with such rapidity, as to create surprise at their being all able to obtain such a share of employment as to make them profitable for their owners. Upon the whole, however, we have good reason to believe that there are very few boats of any reputation for good sailing or accommodation, that have not been able not only to clear the expenses, but to realise a moderate profit for the proprietors. To accomplish this, the greatest exertions are used to render the accommodations of the new boats as much superior possible to their predecessors or opponents, and finding out voyages which have not hitherto been made, or shortening by superior management or a greater power of engine, the time occupied in performing those which are more common. In the year 1812 there was but one steam boat connected with the Clyde,—in the present year the number exceeds 70, and several are at present building. For some time past the public have had their attention called to new route to Inverary by Loch Eck, a beautiful fresh water lake, on the road from Holy Loch to Strachur on Loch Fine; and from the well known grandeur of the scenery on the route, high hopes have been entertained of the success of the undertaking. Thursday se’ennight being the first day of sailing on that route, the Venus started with the passengers from the Broomielaw at six o’clock morning. The Venus is a new boat of a large size, and fitted up in a style of splendour superior to any steam-boat cabin we have seen on the Clyde, except that of the United Kingdom, the plan of which appears to have been followed in the fitting up of the Venus. The stern lights have a beautiful effect; they are of stained glass, from the manufactory of Mr Cairney of Glasgow who has for some time past been carrying on this art, and has succeeded in bringing it a degree of perfection, which does him the highest credit. The cabin seats are covered with rich coloured moreen, the pannels with silk of the same colour; and altogether the furnishings are of the best description. In one point of view, however, the cabin of the Venus is unique, and reflects great credit on the taste of the proprietor. In the centre, and near the stern end of the cabin, stand what appears to be an oblong table, covered to the ground on the four sides with silk of the same colour, and radiated in the same manner as that which cover the pannels. While the passengers were engaged in discussing the probable uses to which it might he applied, they were agreeably interrupted in the midst of their conjectures by practical demonstration of its use. It is very fine toned barrel organ, fitted up so as to be wrought by steam. The shaft which communicates the motion being carried below the cabin floor, the sound seems to produced by magic, and have a most delightful effect. The wonder of the passengers at the unexpected music was heightened by their inability to discover the cause, which was soon dissipated, however, by the politeness of Capt. Hall. The accommodations of the stewards’ department are in a style of elegance which would do honour to any first rate Inn, and the refreshments are of the best description; and in every department of the vessel the comfort of the passengers appears to have been particularly attended to. At the Holy Loch, the passengers were put on board another steam boat, which landed them at Kilmun, from whence they were forwarded in cars to the foot of Loch Eck, where the Aglaia was in waiting to convey them through the Loch. The road from Kilmun to Loch Eck has been made, we are informed, by the Road Trustees in that district, expressly for the purpose of expediting the conveyance of passengers by this route; and the road from Loch Eck to Strachur is in excellent order. The Loch is about 8 or 9 miles long, and the passage is performed in an hour. The boat on the Loch is built of iron, and draws only 21 inches of water. She not as yet finished, but men are kept constantly at work, and in a short time she will be a very neat vessel. The scenery in passing through Loch Eck is of the wildest description. After reaching the head of the loch, cars are in waiting to convey the passengers to Strachur on Lochfine, where the Thalia is ready to convey them to Inverary. The time occupied in conveying the passengers from Kilmun to Inverary, is about four hours; and the whole passage from Glasgow is preformed in about seven hours and a half. We observe that a new and elegant Inn has been opened in Inverary by Mr Walker, lately from the Black Bull Glasgow, the accommodations of which are greatly superior to what are generally to be met with in a Highland Inn. The increased intercourse with that quarter rendered the establishment of such an Inn a desideratum, and we doubt not it will prove service to all parties.”—Inverness Courier June 27, 1827
Competition on the Loch Lomond tour was coming to a head, and Napier used his ample resources to try to stifle the opposition steamboat by offering various connections.
Glasgow Herald, July 23, 1827
On August 9th 1827, it was announced that fares by Euphrosyne up and down Loch Lomond 1s steerage 6d. This was designed to put the opposition boat, Lady of the Lake, out of business. The Lady herself sailed in conjunction with the Dumbarton steam-boats and received some benefit from that.
Glasgow Herald, August 10, 1827
Lady of the Lake steam boat on Loch Lomond commenced plying for the season on Monday 28th May starting from Balloch every lawful day at 10 o’clock. The service rotated in turn by the Dumbarton, Leven and Ben-Lomond steam boats taking passengers to Dumbarton and returning with them to Glasgow the same evening. The Dumbarton steam-boats also began to offer short excursions on Saturday afternoons.
Glasgow Herald, July 9, 1827
Glasgow Herald, August 10, 1827
Early in 1828, Napier purchased “the land on the north shore of the Holy Loch” from Mr. Campbell of Monzie The purchase extended from the hamlet of Kilmun to Strone Point, and a later purchase embraced the shore round the point to Portinstuck, later known as Blairmore. Napier built a good stone pier at Kilmun. It was suitable for the steamboats such as the Ewing and Venus at all states of the tide and so the need to transfer passengers to a small steamer to land them was no longer required. Houses were erected for workmen and a hotel was built to facilitate the trade that was expected. In addition, six villas were built along the new shore road, where feus were offered for prospective coast residents.
The Venus had attracted positive attention and Napier sold her to Irish owners in January. She sailed on a regular route between Dublin and Waterford. She initially had some mechanical problems but apparently they were not serious.
“The Venus steamer.—The following letter has been addressed to a gentleman in Waterford. The accident which has occurred to this vessel is not serious:—Dunmore, 23d January, 1828. Lest the accident to the machinery of the Venus steamer may have been exaggerated, be kind enough to make it public, that it is of such a nature that a few days will fully prepare her for her station again. It is to be regretted but not wondered at, when we consider the tremendously heavy sea she had to encounter, on her passage down—the heaviest, I understand, recollected off this coast for a considerable time. I apprehend the part which gave way had been strained then. I had every reason to hope she would have been able to make her passage in less than twelve hours—at her run from the Quay at Waterford to Passage (a distance, as I am informed, of about nine miles) was accomplished forty-two minutes.”—Cork Constitution, January 29, 1828
However, Venus was sunk in a storm on March 18th, 1828. The accident was attended with loss of life.
“Loss of the Venus steam packet from Waterford to Dublin on Tuesday.—We regret to have to announce this lamentable catastophe, which occurred during the dreadful storm of Tuesday night, and by which seven persons have lost their lives. The Venus was one of the most beautiful vessels of its kind; it stranded at place called Glyn, a little to the southward of Courtown, on its way to Dublin from Waterford, which latter place it left on Tuesday night.”—Dublin Morning Register, March 21, 1828
Back on the Clyde, the Ewing continued on the Kilmun and Rothesay station on her own.
“Travelling.—A party of gentlemen left Liverpool on Tuesday week at ten o’clock in the forenoon, with the steamer for Greenock, where they arrived nine o’clock the following morning; at eleven they went board of the Ewing steamer, sailed up Holy Loch, landed at Kilmun, visited the romantic burying-place of the Argyle family, from that the steamer on Loch Eck, sailed through that beautiful fresh water lake, and thence to Inverary, where they arrived at half-past four o’clock, thereby breakfasting and dining the following day at Inverary, having, during that time, passed through the finest part of the Clyde scenery, and the most wild and romantic part of Argyleshire, with as much ease and comfort if they had been silting their own fire-sides.”—Glasgow Free Press, July, 1828
The situation on Lochlomond was also developing. The previous season had not been a good one for Lady of the Lake. The onslaught of attention generated by David Napier’s attractive tourist connections and the replacement of Marion by Euphrosyne took a toll. However, the situation was about to get worse.
At the beginning of the year, Lady of the Lake was offered for sale.
Glasgow Herald, February 1828
When the general arrangements for Napier’s steamers were advertised, they included a connection with the Dumbarton steamers.
Glasgow Herald, May 30, 1828
In the 4th June advertisement, John Gemmell is listed as agent and on 25th June was added: “As almost all the conveyances to and from Lochlomond either wholly belong to or are connected with this line of steamers, passengers can only be insured of being conveyed forward by purchasing a ticket throughout; by doing so they will save a great deal of money, on some of the stages one half, and if they feel inclined they may stop on the way, and be forwarded any other day without an additional charge.” The all-inclusive fare ensured that patrons would be led to the Euphrosyne.
Glasgow Herald, June 2, 1828
Glasgow Herald, June 9, 1828
Glasgow Herald, June 27, 1828
It was now the Lady of the Lake that was lacking connections with Glasgow and the owners responded by providing a small steamboat, Bangor Castle, that had been plying on the Bangor trade from Belfast and was owned by Dr. Stevenson. Bangor Castle was built in 1818 as Marquis of Bute and had been provided with a new 30 h.p. engine in 1825 when purchased by Dr. Stevenson.
Glasgow Herald, May 31, 1828.
The Bangor Castle, keen to seize the opportunity also advertised the connection. A new excursion on Lochlomond in the evening was also tried.
Glasgow Herald, July 11, 1821
However, the final nail in the coffin for the enterprise was an accident that occurred at the end of August and involved eleven fatalities. While no blame is attributed to the Lady of the Lake, the association in the press could not have been favourable.
“A Full and Particular Account of that Fatal Accident at Tarbet on Loch Lomond, on Friday last, 29th August, 1828, by the upsetting of a Boat, by which Eleven Lives were Lost!!!
“Tarbet is a small hamlet on the western bank of Loch Lomond and the steamers, in making the voyage up and down the lake, usually stop there for a few minutes to land and take on board passengers. Between two and three o’clock on Friday the Lady of the Lake, on her way down the Loch, arrived opposite the place, and a small boat, with twenty-one persons on board, including the two boatmen, instantly put off from the shore. The lake was as smooth as glass, and the steamer only about thirty or forty yards from the beach; but owing to the boat being heavily laden, and her equilibrium exceedingly delicate, the unfortunate individuals on board were naturally apprehensive of some disaster. A person, who was standing on the beach, described the boat as “wabbling” on from one side to the other, till it had nearly reached the steamer, when it made a “creen” so alarming that a number of the passengers started up and clustered to the higher side, when she instantly heeled over, and turned keel uppermost. So suddenly were the whole of the unfortunates engulphed, that only one or two shrieks were heard by the crowd on the deck of the steamer. Notwithstanding the consternation which prevailed on board, a boat was promptly lowered, and, with the assistance of one or two skiffs from the shore, it rescued a number of the drowning people. The first boat which put off from the shore was launched by two women. They had no oars, but one of them used a piece of plank as a substitute, and the other her hands. One or two men rushed chin-deep into the water, in order to tender their aid; but not being swimmers, they nearly perished, without being able to accomplish their humane objects. Nine individuals, some says eleven, out of the twenty, perished. Several of those who escaped reached the shore by swimming. One stout swimmer, at the moment the boat threw out her cargo, found three partners in peril clinging to the skirts of his coat. A seaman belonging to the Leven, who happened to be on board the Lady of the Lake, and who was instrumental in saving four lives, stated that the boat came roughly against the steamer, which occasioned it to dip quite to its gunwale, and thereby induced the incautious movement among the passengers which led to the fatal catastrophe. The lake deepens very abrubtly at this part, and is nearly five fathoms water where the accident took place. It is worthy of remark, that the unlucky boat righted very soon after proving so faithless to her trust. Some of who were picked up by the boats before life was extinct, were with diffculty resuscitated, though every exertion was made that circumstances, and medical aid promptly procured, allowed. The most laudable efforts were also made to recover those in whom the spark of life was forever extinguished. Their clothes were instantly cut off them, and their bodies were swathed in warm blankets and laid out in the heat of the sun, where they were rubbed with spirits and salt. Some of them were bled, and attempts made to inflate their lungs with bellows These exertions were continued while the smallest hope of resuscitation remained.
“The Reverend Mr Proudfoot, minister of Arrochar, in a letter dated the day on which the accident happened, enumerates the following sufferers:—Andrew M‘Farlane, wright in Tarbet, who has left a widow and three children to lament his loss….William Brown, boatman, (unmarried)…John Brock, a fine young boy….A widow lady, name unknown, but whose son was along with her, but escaped…A gentleman, with blue coat, gilt buttons, black collar, black vest, and brown trowsers—money, 12s. 3d.; a brass mounted penknife, brass pencil case. A letter addressed John Hill, M.D. 10, Merchant Street, Edinburgh. Red neckcloth. 3 collars, linen shirt, marked W.M. No. 12. Watch, maker’s name Archy, No. 2199, London, repaired by William Liddal, Bank Street, Edinburgh….A gentleman, with a blue coat, striped trowsers, yellow vest, black collar lined red, a linen shirt marked O.C. Edmonston, No. 1—Money in his pockets, £l. 10s. Large gold ring on his finger, silver hunting watch, steel chain, one gold seal, motto Truth, a gold key…A lady along with him, supposed to be his wife, with two gold rings, one set with some kind of stone, the other plain. Brown gown, with red flowers, silver thimble, marked A.C., 9d. copper in her pocket, (both supposed from Ireland)….Gentleman with an olive coat yellow vest, blue trowsers, silver watch, marked on the watch paper, Rankine, watch and clock maker, Greenock, June 18, 1828, M‘Lachlan, watchmaker ; cotton shirt, marked L.L. No. 1, stript worsted stockings, with a small cut crystal bottle contaning whisky; money 9s. silver, red pocket book empty, but one guinea Paisley bank note was found near the body, supposed to have dropt from the pocket book. Price One Penny.”
The upshot was that the Lady of the Lake was again offered for sale. This time, the sale was successful, and she appeared the next season on the Clyde.
Edinburgh Evening Courant, January 8, 1829
Edinburgh Evening Courant, February 26, 1829
The purchaser of the Lady of the Lake was David Napier. Coming down the Leven to the Clyde, she was holed and sank at Lumbrane but was raised and repaired. Napier placed her on his growing services on the Clyde. He also supplied the machinery for a new wooden steamboat ordered for his service, Loch Eck, built by Messrs Wood and Ritchie for the Kilmun and Rothesay trade. She was 82 feet in length, 38 tons and the engine produced 30 h.p.
A smaller steamboat, Kilmun, was also built by Messrs Wood. At just 60 feet in length, she was almost a copy of Cupid. In 1828, Cupid had been used to explore steam navigation on the Forth and Clyde Canal. The new Kilmun was placed on the Greenock and Kilmun station from the Broomielaw.
A third vessel, Belfast, was added in August 1828. Also built by Messrs Wood she was 117 feet long and 18 feet in breadth and had a powerful engine of 150 h.p. provided by Napier. During 1829, she provided a service to Belfast from the Broomielaw with a connection to Arran but was sold by the end of 1830 to Messrs G. & J. Burns and continued with them until 1837.
In January 1829, the following announcement appeared in the press:—
“It is intended, in the course of the ensuing summer, to run a steam carriage for passengers from near Dunoon upon the Holy Loch in the Frith of Clyde; to Loch Eck in Cowal, on which a steam vessel already plies; and another steam carriage from the farther extremity of that Loch to Strachur, on the banks of Loch Fyne, distant four miles from Inverary. The consequence of this new establishment will be, that it will be quite practicable for a person leaving Edinburgh, and availing himself of the steam navigation on the Clyde, from Glasgow to Greenock, to reach Inverary in the space of 10, or at the utmost 11, hours. This is the greatest improvement we have yet heard of in modern travelling. The construction of the two carriages has commenced, under the superintendence of the ingenious Mr. David Napier, engineer, Glasgow.—Glasgow January 23, 1829.”
Napier’s steam carriage
Napier’s new route to Inveraray was almost complete. A number of houses had been built along the shore at Kilmun including the six “tea-cannister” villas, a tenement for workmen, a hotel next to the pier, and Finartmore, building for Napier’s own use and more convenient than Glenshellish was nearing completion. The pier, begun in 1827, had been in use since the previous year and Napier now had a fleet of steamers to serve the tourists and feuars and these were now placed under the management of John Gemmill. Steam carriages to accelerate the journey were the latest novelty and were much anticipated.
It was around this time that Napier’s creativity and enterprise reached its zenith. He was constantly introducing improvements for the steam engines. “An incident characteristic of Napier may be given as communicated to the late Mr. M‘Coll, Piermaster, Kilmun, by an old residenter, who, one Sunday morning in winter, on his way to church at Kilmun, overtook Napier while occupied sketching out the details of a drawing with his walking-stick on the snow by the road-side. Enquiring what was this that Mr. Napier was busy with, he replied to the effect that as an improvement on the steam-engine had suggested itself to him, he could not resist the desire to see, if possible, how it would work out practically. His drawing, he said, had now satisfied him on that point; he could now dismiss the subject from his thoughts, and would be able to give his attention, as he could not have done otherwise, to what the minister might have to say at the kirk.”—Napier biography.
One important development was the design of the steeple engine. The idea apparently came to Napier at midnight when he was in bed and he immediately got up and cleared the dining-room to expose the wooden floor on which he could draw the plans on the floor. David Tod, was sent for, and a pattern maker so that the plans could be completed. Tod was an eminent engineer, then in Napier’s employ, who in the early 1930s went on with John M’Gregor to set up their own engineering business and took over Napier’s Lancefield site when he removed to the Thames.
The Loch Lomond service started in the middle of May, 1829, in connection with the Dumbarton Steamers.
Glasgow Herald, May, 1829
And on the 1st June, Napier’s steamers, Locheck, Ewing, Kilmun, and Lady of the Lake, for Rothesay and Inveraray by Loch Eck began their service. The fleet was now placed under the agency of Mr John Gemmill, 18 York Street, Glasgow. Unfortunately, the steam carriages were found to be too heavy for the roads and were quickly withdrawn to be replaced by the horse-drawn coaches used previously.
Glasgow Herald, May 29, 1829
Glasgow Herald, June 12, 1829
The competing Lochgoilhead route by the St. George and St. Catherine steam-boats was also advertised starting on the 18th of May at 7 a.m. and included coach between Lochgoilhead and St. Catherines, and, beginning on June 1st, a steam-boat link on Loch Fyne at St. Catherine’s.
The demand for tickets for the season must have been substantial as they were no longer available after the end on May.
Glasgow Herald, May 29, 1829
Season tickets were available on Napier’s steamboats. Not only did they provide unlimited travel for a month or for the whole season for a family that had removed to the coast, but they could be used for transmitting letters wrapped in brown paper and small packages that could be picked up at the shipping box at the Broomielaw or at Rothesay.
By 1830, there had been significant advances in steam-boat design and performance, and while the state of the river had improved and all but the largest channel steamers could access the Broomielaw in all but the lowest states of the tide, the river was narrow and congested. There was a particular bottleneck where the river narrowed just below the harbour at Napier’s dock at Lancefield.
Around the watering places, the infrastructure was improving with new piers at Rothesay and Kilmun but at Largs, Dunoon, and Helensburgh, landing facilities were not adequate and consisted of a stone jetty, useful for a small ferry but not for a steam-boat. The general situation off-loading passengers and goods by ferry at these different landing places slowed the progress of steam-boats on the longer journeys such that any advances in performance were largely negated. The net result of this was that there was a glut of steam-boats competing for the trade; older and slower steam-boats could still compete and the advantages of the newer and faster craft were largely lost in the leisurely schedules that were the norm. Inevitably, as trade grew slack in the new decade, a price-war erupted.
Management of the different steamboats handled the situation rather differently.
The Lochgoilhead Company set themselves above the fray. On 8th May, they indicated that the one of their steam-boats St George or St Catherine sailed every morning at seven o’clock for Greenock and Gourock; and on Tuesdays, Thursdays and Saturdays, it proceeded to Lochgoilhead, returning from Gourock and Greenock every afternoon. “Being satisfied that, notwithstanding the very general reduction in fares in other boats, it is not the interest of either the public or of the steam-boat proprietors that the fares should be too low, the owners of these boats have determined that their fares shall not, for the present, be reduced lower than 2s. in the cabin and 1s. in the steerage to Greenock and Gourock, and to other places in proportion. Thus a proper distinction and separation will be kept up between the cabin and steerage passengers, thereby promoting their general comfort; and the owners confidently expect the support of the public.” By the 1st of June both boats were plying, one to Lochgoilhead, and the other to Arrochar, daily.
Napier’s steamers under the management of Mr Gemmill however, were at the forefront of the battle.
“In case that any persons are doubting about taking houses on the coast from an impression that steam-boat fares will rise; to remove such it is hereby guaranteed to the public; that whatever rates the Ewing, Locheck, Lady of the Lake, Kilmun and Cupid announce on their boards, the lowest of these will be continued for the remainder of the season; and at no future period shall they ever be higher than 1s cabin and 6d steerage to Greenock, and 2s. and 1s. to Kilmun, Dunoon, and Rothesay; having ascertained that, with ordinary management, these rates will pay handsomely. The Ewing has been renewed, and is now one of the fastest boats on the river; the Locheck is undergoing a similar overhaul, and will be ready in a few days.”
Glasgow Herald, May 14, 1830
There was clearly a point being made. The ships owned by Napier were some of the swiftest on the river and seemed happy to engage in racing, especially against the Castle steamers.
“Water Bailie Court.—Procurator Fiscal against Lewis M‘Lellan, Master of the Ewing Steam Boat.—By the river regulations it is enacted that when vessels moved by steam, sailing in the Clyde “in the same direction, but with unequal velocity, approach each other, the vessel which sails slowest shall keep sufficiently to the left or larboard side, and stop her engine for the faster vessel to pass, as soon as the latter comes within 30 feet of the former, and until the faster sailing vessel shall have passed her to the extent of 30 feet, and shall offer no obstruction whatever, by crossing the channel or otherwise, to the free passage of the vessel astern, under the penalty of £5 sterling for each offence, besides damages.” Tuesday the master of the Ewing was brought before the Water Bailie on a complaint at the instance of the Procurator Fiscal of Court, for having contravened the above regulation, insofar as upon the 14th current, the Dunoon steam-packet, Capt. Thomson, having come up with or overtaken the Ewing steamer, while plying up the river betwixt Greenock and Glasgow, the Ewing not only refused to keep sufficiently to the left or north side of the river, or even to stop or slow her engine and drop behind, so as in either case to allow the Dunoon to pass; but on the contrary, the Ewing closed upon and crossed the Dunoon, in consequence of which her passage was greatly retarded and her progress obstructed. The complainer having adduced proof,—the defender said he had no proof to adduce in extenuation, when the Court “found the complaint fully established. Therefore fines and amerciates the defender £5 Sterling, payable to the complainer, and to be applied in terms of the stature, and grants warrant to imprison till payment thereof, and decerns and adjudges accordingly.” The defender then moved for a mitigation of the fine, but the court remarked that the offence was of too aggravated a nature to admit mitigation.”— Glasgow Herald, June 21 1830
The two smaller members of the fleet, Kilmun and Cupid, were to be found opening up sailings on the Cart from Paisley to Greenock and Kilmun that season. This enterprise must have met with some support as the following year, Kilmun was sold to new owners in Paisley and was renamed Gleniffer. She continued to sail to Kilmun. Cupid returned to sailings from the Broomielaw but it is believed that shortly thereafter, she replaced the aging Thalia on Loch Fyne.
“On Wednesday morning se’ennight, about nine o’clock, the Kilmun steam-boat, on her passage from Paisley, with a great number of passengers of all ages, when about a mile and a quarter from Port-Glasgow, was overtaken by the Inveraray Castle steamboat, after which the two boats continued sailing directly parallel to each other, and apart about a pistol shot, until they came to the opening of Port-Glasgow harbour, when the passengers on board the Kilmun were perfectly confounded at seeing the Inveraray helm laid about, and that vessel making right for the Kilmun, knowing there was no possibility, jammed up as they were by the breast work, of getting out of the way. The consequence was, smack she came against the Kilmun, first one shock, and then by a second, sending her against the breast of the quay, each time almost sending her on her beam ends, and keeping the passengers rolling on deck like as many foot balls, and in the greatest alarm and danger.—Where the blame lies I pretend not to say, but such are the facts as witnessed and felt by A Passenger.—Chronicle.—We understand the matter has been given into the hands of the Procurator Fiscal, who is to cause an investigation to be made into it.”—Glasgow Herald, August 6, 1830
In April 1830, Messrs James Lang of Dumbarton had completed a steamboat, Superb, for Mr William M‘Kenzie, an early captain of the original Comet. The wooden steamboat was 104 feet in length by 15 feet in the beam with machinery rated at 50 h.p. This was the first steamboat built for the new owner who had previously sailed as master of the Marquis of Bute and the Greenock and developed a relationship with Dr. James Stevenson when the latter took over ownership of the vessel in 1821. William M‘Kenzie subsequently spent much of his career sailing as master on Dr. Stevenson’s steamboats including George Canning, James Ewing, and Sir John Moore, until he ordered a steamboat on his own account. By June, however, David Napier had acquired a share in the vessel and she was put under the management of John Gemmill.
In the summer of 1829 David Napier, had begun to query the harbour dues imposed on his steamboats at Rothesay quay. Napier, with exclusive use of Kilmun quay, added a small amount to the fare to pay for the upkeep of the landing place. At Rothesay, however, dues had been introduced in a rather ad hoc manner in 1813 in response to the arrival of the first steamboat and regular callers were charged an annual fee of 5 guineas for each steamboat. Napier had asked to see the authority for the imposition of such charges and, receiving no satisfactory answer, refused to pay harbour dues on the steamboats Superb, James Ewing and Loch Eck in 1830. The Rothesay Town Council issued a warning that unless payment was received by June 7, 1830, the three steamboats mentioned would be prevented from using the facilities of the harbour and pier. The threat to close the harbour to the steamboats was carried through and Napier responded at once by obtaining an interdict. The Rothesay Town Council sought legal opinion and it proved not to be in their favour. Accordingly, the Council set about obtaining the powers through an Act of Parliament and the formation of a Harbour Trust and this received the Royal Assent at the beginning of August 1831. The new fees were somewhat lower than had been imposed previously.
In August, 1830, Loch Eck was sold to owners in Liverpool, and a new steamer, St Mun was ordered to be delivered early in the following year.
Mr Gemmill employed aggressive tactics that were aimed squarely at the Castle Steamboats that had hitherto dominated the Rothesay and Loch Fyne Trade. Unlike Napier’s vessels which mainly catered to the summer tourist trade, the Castle Steamboats carried the mails, worked year-round, and as many of their vessels were older, they were in a vulnerable position.
The tactics paid off handsomely. At the end of 1830 the veteran Rothesy Castle was disposed of to owners in Liverpool and the remainder of the Castle Steamers were “exposed to public sale, within the Lyceum Rooms, Nelson Street, Glasgow, on Wednesday the 26th day of January ensuing, at one o’clock afternoon, the following well known steam vessels:—The Inverary Castle, of 79 tons register; The Toward Castle, of 79 tons register; and The Dunoon Castle of 100 tons register; all exclusive of spaces allowed for the machinery. These vessels, which are remarkable for their speed, have been employed for a considerable time in the trade betwixt Glasgow and Inverary, and in carrying the Mail. The vessels are comparatively new, are each propelled by a powerful engine, built upon the most approved principle, with copper boiler, and flues of the best construction—are all in a good state of repair both as regards the hull and machinery—and are well found and commodiously fitted up for passengers.—Glasgow, 20th December, 1830.”
There was no sale and the fleet was offered for sale again on 23rd February with the additional “All persons having claims against any of the above vessels are requested to lodge the particulars thereof with Mr Young betwixt now and the day of sale.” With no offers forthcoming, a third date of 9th March was set when the two more modern vessels were sold. The upset price was farther reduced on Inverary Castle on 8th April for sale on the 27th of the month.
However, there was interest in reviving the fortunes of the Castle enterprise. Arran Castle was built by Messrs Wood & Ritchie of Port Glasgow. She was 104 ft long by 16 ft in the beam and had a 50 h.p. engine constructed by Messrs Robert Napier. She entered service on the Inveraray route in December 1830.
Early in 1831, a steamer named Rothesay was built for Captain John M‘Kinnon by Messrs James Lang at Dumbarton. She was 96 feet by 16 feet, 70 tons and David Napier supplied the machinery of 60 h.p. Captain John M‘Kinnon had sailed as a pilot with the Castle steamers since 1815 and had decided to branch out on his own with a steamer to compete for the trade between Glasgow and Rothesay. It would appear that finances were strained and Napier provided the machinery on credit. As the following letter recounts, Napier also helped M‘Kinnon to overcome unfair discrimination against him by ferrymen at Dunoon.
“Having alluded to the late Mr. Ewing, I will take the liberty of relating a little incident that occurred with myself; our real characters are sometimes easier discovered from small matters than great. We accidentally met on a passage down the Clyde about thirty years ago, when after discussing various other topics, he complained bitterly of being charged twopence for going ashore in a small boat from the steamer at Dunoon, and wondered that a bold adventurous man like me did not put on boats at a penny. At the time this was said, Mr. Hunter, the proprietor of the ferry, was at law with a neighbour proprietor for attempting what Mr. Ewing was recommending me to do. My answer was, if I had property at Dunoon as he, Mr. Ewing, had, I would do it at once. His answer to that was, that he would not like to do it, on account of Mr. Hunter being a particular friend of his; to which I replied, that Mr. Hunter was also a particular friend of mine—(this requires no comment). But that which I declined to do at Mr. Ewing’s request, some years afterwards I did at the request of a poorer man. A young man to whom I had given an engine on credit, who was running a boat to Dunoon in opposition to another company, complained bitterly to me of the unfair treatment of Mr. Hunter’s ferrymen at Dunoon—putting the passengers that intended to go by him into the opposition steamer. I told him the best way to remedy that was to put on boats of his own and I would back him against all and sundry, which he did, and Mr. Hunter applied to the Court of Session for an interdict, where I defeated him, on the ground that it had been a landing place from time immemorial for the inhabitants of Dunoon. From that day to this passengers landing at Dunoon have only paid a penny. For that, as well as for introducing landing places for steamers on the Clyde, as well as having been consulted about the one at present at Dunoon before it was erected, I am always expecting a handsome present from the ladies. I am sometimes puzzled to think what it can be—probably something in the shape of a bonnet. Poor things! they must have had many a sad drenching before that when landing in small boats when the sea was rough. I’ll not say that before the plank was introduced they allowed the sailors to kiss them, but, as some of them would not submit to be carried ashore the old-fashioned way on a man’s back, their lips were often times not far asunder.—I am, Sir, yours truly, David Napier.”—Glasgow Herald, November 10, 1858.
Over the winter months when revenue from the tourist trade was not forthcoming, the Ewing, Superb and Rothesay sailed to Tarbert in conjunction with the Maid of Islay.
Glasgow Herald, April 18, 1831
The Maid of Islay No 2, had been sailing from Tarbert to Islay and Skye in consort with the Maid of Islay No 1 and later Toward Castle, that sailed from the Broomielaw to Tarbert, but a disagreement had occurred, apparently through damaged or lost goods resulting from them being held on deck. The Maid of Islay No 1 and Toward Castle continued to sail on the route but the through connection was transferred to Napier’s steamers.
Glasgow Herald, May 31, 1831
Pressure on the Castle Company continued in 1831 with the building of the St. Mun by Messrs William Denny & Son at the Woodyard in Dumbarton. She was 114 feet in length by 15 feet in the beam with a hold depth of 8 feet, 78 tons. She was schooner rigged with two masts, likely a foremast and a mainmast just aft of the funnel. Napier provided the side-lever engine of 60 h.p., and she immediately found herself regarded as a fast sailer. She was initially placed on the Kilmun and Rothesay station.
“Astonishing Expedition.—The steamer St. Mun sailed from Glasgow at four o’clock on Saturday morning last for Inverary, where she stopped four hours, and returned to Glasgow the same evening. The distance from Glasgow to Inverary by water is 100 miles.”—Glasgow Herald, May 6, 1831
Glasgow Herald, May 13, 1831
Glasgow Herald, May 30, 1831
Later, St Mun became the main steamer associated with the connection with the Maid of Islay no. 2.
Glasgow Herald, September 5, 1831
Conflicts with the Castle steamers remained in the news.
“Steam-boat Accident—We lament to hear that in the beginning of the week a collision took place between the Dunoon Castle and the Cupid steamers, whereby the funnel of the latter boat was carried away, and in falling killed the infant child of a lady and gentleman on board.”—Glasgow Herald, September 12, 1831
The Superb continued to sail on the Rothesay route.
Glasgow Herald, September 19, 1831
Broomielaw in 1832, J. Scott
The year 1832 brought cholera to the west of Scotland and the tourist trade was much reduced. A new steamer, Earl Grey, was added to the fleet, and a full range of sailings to Loch Fyne, Arran and Helensburgh was offered.
Glasgow Herald, July 9, 1832
The hull for the Earl Grey was built by Messrs Robert Duncan of Greenock and her machinery was supplied by Napier at Lancefield. Her dimensions of 114 feet in length and 16 feet in the beam with an 8 foot depth of hold were similar to those of St Mun and she was placed on the Rothesay station, continuing to Arran twice a week on Thursdays and Saturdays. Her passenger accommodation made her a popular vessel on the route.
However, disaster struck at the end of August when Earl Grey caught fire in Brodick Bay and had to be scuttled. Some stores and furnishings were saved but the vessel had to be towed to Greenock and repaired after she was raised. The damage was extensive.
“Earl Grey Steam Boat.—Between one and two o’clock on Monday morning, while the steamer Earl Grey was riding at anchor in Brodick Bay, Island of Arran she was discovered to be on fire. The fire had got so complete hold of her, and was impetuous in its ramifications, that every effort on the part of the crew to arrest its progress was wholly unavailing; and to prevent the vessel from being totally consumed, they sunk her in between six and seven fathoms water.—There were no lives lost. It is supposed the fire originated somewhere about the boiler.— Glasgow Paper.”—Belfast Chronicle, August 27, 1832
“The Earl Grey—Brodick Bay, Arran, 28th August, 1832. I was more sorry than surprised, on my arrival here some days ago, to find Earl Grey in a sinking state. The Earl, with the whole of the crew, were for a length of time between fire and water, and little imagined that sparks their own hands had (innocently as they supposed) ignited were to burst out into so destructive a flame. But so it has happened—for the Cabin it has been destroyed—no longer is the pilot able to steer the vessel through impending storms—the safety valves proved useless—and those bulwarks that were once the glorious protection of the Earl have new mouldered into ashes. It has bean supposed by some that the Earl may again be righted; this, however, is not probable, considering the injuries that have been sustained in endeavouring to save by water what must have perished by fire. The Earl’s career was short but popular, and all held esteem powers which, in the hour of danger, proved of but little avail. It was an impression illustrative of the mutability of human affairs to see beautiful machinery, modelled on the latest principles of improvement and reform, in a few hours reduced to total inability, and the Earl towed into dock by shear physical force, there to undergo the repairs necessary for so long an exposure to the action of inflammatory principles.—Correspondent of the Glasgow Courier.”—London Evening Standard September 5, 1832
This pattern of sailings was continued into the following year with St Mun taking the sailings that continued to Loch Fyne and the newly repaired Earl Grey, those that continued to Arran, while the older Ewing provided additional sailings to Kilmun and Rothesay. Tickets for the season were advertised in April, and with some of the swiftest boats on the river, they laid down a challenge to put on a faster boat if there was a competitor scheduled at the same hour.
Glasgow Herald, April 26, 1833
Glasgow Herald, July 26, 1833
Inevitably, there were skirmishes with the Castle steamers.
“The keen competition carried on by the steamers plying on the Clyde is likely to lead to some serious result this year, if measures are not taken to prevent it. On Saturday the St Munn and Dunoon Castle ran foul of each other off Kempock Point, after touching at Gourock and landing passengers. We are glad to learn that no serious damage was done to either; but we consider that the proper authorities should interfere, and prevent the recurrence of similar accidents in future, by interdicting the sailing of two boats at the same hour. The system of steam-boat racing is carried on to a fearful extent on the Clyde at present, to the imminent danger of the lives and inconvenience of the passengers. Not only the boats plying on the river, but also the deep-sea boats, are striving with each other in such a manner that it makes it dangerous for passengers either to land or go on board of the steamers at the various ferries on the Clyde.—Chronicle.”—Glasgow Herald, June 14, 1833
A new steamer was ordered for 1834 from the yard of Messrs John Wood at Port Glasgow. At 120 feet in length by 16 feet in the beam and with an 8 foot depth of hold, the new Kilmun was the largest vessel in the fleet and with her engines of 70 h.p. supplied by Napier, she was also the most powerful. He speed was such that it occasioned an investigation by the river authorities as to whether she was being driven at high steam pressure but the matter was referred to a committee and was not resolved.
Glasgow Herald, June 6, 1834
Glasgow Herald, July 4, 1834
The appearance of the new Kilmun saw two changes in the scheduling of the steamers. The first was that they would no longer makes stops at ferries on the trip up and down the river. Such stops were not only time-consuming and inconvenient but also sometimes dangerous. The construction of wharves and piers for the steamboat traffic was a topical subject at the time and this bold move allowed greater adherence to schedules and removed some of the issues leading to racing. The second change was that the road along Locheckside was now completed and the journey from Kilmun to Loch Fyne was now completed by coach. The coach continued to St Catherine’s from where Cupid carried passengers to Inveraray, greatly speeding the journey. The Aglaia was laid up in the river Eachaig. The old stalwart, Ewing, was also put up for sale and did not figure into the sailings in 1835.
It seems ironic then with the statement that the Kilmun would pick up no ferry passengers on the river, that on the last day of the year, a blustery Wednesday, the Kilmun was involved in a tragic loss of life.
“Lamentable Accident—Twelve Lives Lost.—(From the Glasgow Courier.)—Yesterday afternoon, about four o’clock, as the Kilmun steamer was passing Dunglass, on her way to the Broomielaw, the ferry-boat was observed making towards her, with, it was said, sixteen passengers on board. After the boatman had, as usual, got hold of the rope, the captain, fearing, by the force of the wind, be would be driven on the dyke in that neighbourhood, cried to let go, and, at the same moment, ordering the steam to he put on, the surge of the paddles caused the boat to swamp, and as far as could be ascertained when our accounts left, only four out of the sixteen persons were saved! The Kilmun was left oh the dyke, the passengers being brought to the Broomielaw by the St. Katherine. Among the drowned were two respectable females, said to be sisters; a young man who was saved lost his father and mother, and the ferryman has also perished. At the time of the accident the wind blew a perfect hurricane; and the Kilmun was detained, before the St. Katherine came to her aid, for nearly an hour in a very disagreeable dilemma. She struck several times on the dyke; and it is supposed that during this period she unshipped her rudder.”—Leeds Times January 10, 1835
“The late accident on the Clyde—The following we believe to be a very correct account of the accident we cursorily noticed in our last. On Wednesday afternoon, the Kilmun steam boat sailed from Greenock; and during all the time, till she neared Dunglass it had blown very hard, so much so that the Captain had determined to take in no passengers from any small boat on the way. As she came near this station, however, there came a lull, and seeing a boat pretty far out from the shore, apparently well filled with passengers, he thought it was a pity to leave them, and with all convenient speed gave orders, to take off the steam, when the boat came alongside, and was, fastened as is usual, with the line. While the passengers were in the act, of coming on board, a sudden gust of wind, described by a passenger “as if it had blown from a funnel,” struck the steamer, and there was a general cry from the passengers that she was going on the dyke, and to give her a turn a-head. At this instant, as we have been informed, the Captain, seeing that his vessel was actually going on the dyke, called to the ferryman to let go the line, and, thinking the order had been complied with, gave the word for a turn a-head. The attention of the Captain was here withdrawn for a moment from the ferry boat to his own vessel, which no exertions could save from running on the dyke, and he then observed that the boat had been upset, from seeing a great number of hats and bonnets drifting away with the current. At this instant, a gentleman leaped from the steam boat and saved, a woman (who was afterwards carried to a farm house and completely recovered), and the boat of the Kilmun was lowered, but they only saw one man, who sunk before they could reach him; indeed, all the sufferers, who are stated to be ten or eleven in number, were carried so rapidly off by the ebb tide, and the fresh of the river, that nothing whatever could be done for them. After the accident, one or two persons, who were found hanging by the cross bars of the cabin windows, were safely got on board.—Glasgow Argus,”—Caledonian Mercury, January 10, 1835
“Farther Particulars—From a young man, son of Mr Duncan Mackenzie, master bricklayer in Glasgow, who saved himself by clinging to the iron bars of the steam-boat, we learn that the following is a pretty correct list of the names of the sufferers and the saved, most of whom were working with his father at a job at Milton: Archibald Macgrigor, Great Dowhill, Glasgow, Duncan Mackenzie, master bricklayer, Glasgow; left a widow and ten children—body found on Thursday, Neil Clark, labourer, unmarried, Wm. Mackay, labourer, left a widow and three children, David Moffat, labourer, left a widow and five children, Peter Burns, labourer, left a widow and two children, James Adie, trade not known, Macfarlane, ferryman, unmarried, A young woman, name unknown, There are other two persons drowned, but their names have not been ascertained.
“Saved.— John Mackenzie, brickbuilder, John Livingston, ditto, Martin Money, ditto, Duncan Macdougall, ditto, Colin Macnab, ditto, John Wotherspoon, ditto, Waller Wilson, man servant. One woman carried by a small boat the south side.—Glasgow Herald.”— Inverness Courier, January 7, 1835
The Captain of the Kilmun was charged but found not guilty.
“Robert Wallace, master of the Kilmun steam vessel, was accused of culpable homicide. The charge was to the effect that he had contravened the 44th and 46th sections of the regulations of the River Clyde Trustees, formed under act of Parliament, in having navigated his vessel at a greater distance from the quay at Dunglass than was necessary for the reception of passengers from a small boat coming off from that quay—in having thrown a rope to the small boat for the purpose of attaching it to the steam vessel, at a time when, from the state of wind and tide in the river, it was improper and unsafe to do so, and dangerous to the lives of the persons on board—and also with setting the paddles of the steam vessel in motion while the said small boat was attached to her, or at least before the boat was removed beyond the influence of the steam vessel; by all, or part of which neglects and contravention of the regulations, the small boat was run down, and at least nine individuals were culpably, recklessly, and negligently drowned, and bereaved of life by the pannel, Robert Wallace. Mr Wallace pleaded Not Guilty to the charge.
“Several witnesses were examined for the prosecution, two of them bricklayers, who had been on board the small boat, and two of them passengers in the Kilmun, but from none of the evidence could there be the slightest imputation upon the character or conduct of Captain Wallace upon the melancholy occasion referred to. It was proved that the weather was stormy—that the small boat was over-crowded—that Captain Wallace called out distinctly to the ferryman to let go the rope, when he found the steamer running into a perilous position—that he did not direct the engine to be put in motion till he had so called at least, twice—and that, had the hold of the rope from the small boat been withdrawn when the orders were given, the accident would not have happened. Mr M‘Pherson, late master of the Glenalbyn steamer, and well acquainted with the navigation of the river, who was on board of the Kilmun at that period, stated, that had the vessel not been set in motion at the time, both it and the passengers would have been in danger—that Mr. Wallace acted exactly as he would have done in similar circumstances, and that his conduct was neither culpable, reckless, nor negligent. Though at the other side of the vessel from him, he distinctly heard him twice call out to the ferryman to loose his hold of the rope, before the paddles were put in motion. Mr Clark, Superintendent of the Clyde, stated, that he had examined the boat which was swamped, and found it capable of holding with safety not more then thirteen individuals (the number on board was seventeen). He gave Mr Wallace an excellent character for skill, steadiness, and attention to his duties.
“After proceeding with part of the evidence the Advocate Depute stated to the Jury, that he had thought it his duty to bring the case before them for the purpose of satisfying the ends of justice—and in deference that anxiety so universally felt that every case involving, as this did, a great loss of life, ought to receive every possible investigation—also, that the public might have an opportunity of seeing whether any blame was established to the pannel, or any other person, in the melancholy event which had occurred; and likewise by instituting a trial here, to induce others to act in similar circumstances with the greatest caution. Having therefore, brought forward the case, he was satisfied that he had done enough to show both the Jury and the public that no blame whatever could he attached to any party, and now considered himself perfectly justified in proceeding no farther with the case.
“Mr Maitland, counsel for Mr Wallace, said, he had been instructed by that gentleman to thank the Public Prosecutor for having brought the case before the public, and also for having in so handsome a way withdrawn it. That respectable gentlemen, he observed, would never cease deeply to regret the loss of life that had occurred in circumstances with which he was so intimately connected, however guiltless he might be of the causes which led to that catastrophe.
“The Jury having returned a verdict of Not Guilty, the Court dismissed Mr Wallace from the bar, after stating that he left it with a character not only unimpeached but, on the contrary, with the credit of having always conducted himself with great propriety.”—Caledonian Mercury April 25 1835
However, the trials and tribulations of Mr Napier’s steamers were not at an end. At six o’clock on Friday afternoon, 24th July, 1835, while the Earl Grey steamboat was in the process of leaving Greenock to proceed to Glasgow, the boiler burst in a tremendous explosion. Six people were killed and fifteen injured, some of whom succumbed later.
“Blowing up of the Earl Grey steamer. (From the Greenock Intelligencer of Saturday.)—Yesterday evening, a few minutes before six o’clock, a dreadful accident took place, occasioned by the bursting of the boiler of the Earl Grey steamer, while she was lying at the Steam-boat Quay, on her way from Dunoon to Glasgow.—The Earl Grey had been moored at the Quay about fifteen minutes and was just on the point of starting, the bell having been rung, when an explosion happened of so dreadful a nature that the boiler was rent completely round, the roof forced up into a perpendicular position, the upper flues driven into the cabin, and the lower part of the boiler and under flues removed from their situation, blowing the deck completely off from the funnel to within 8 or 9 feet from the stern. The unfortunate persons who were standing on that part of the deck were blown into the air; two of these, Mr. Hugh Watson, shoemaker, Dunoon, and Angus Wilkie, of Tarbet, belonging to the vessel, fell upon the Quay, both of whom died immediately after; the rest fell into the sea. The water from the boiler was thrown nearly to the west end of the Steam-boat Quay, over the shed, on board two vessels, the Jean and the Rebecca; the rope which fastened the steamer’s stern to the Quay was blown on the top of the shed, also camp stools, large pieces of wood, &c. A part of the boiler, 6 or 8 feet square, was driven by the force of the steam a distance of 100 feet and upwards. A great number of persons standing on the Quay were much injured by the scalding water, and by pieces of coal, wood &c., falling on them. It is impossible at present to state the precise number of the sufferers by this dreadful occurrence, as it is believed that some of those thrown into the water have not been found. The steward of the vessel informs us, that before the accident he counted 27 persons on the quarter deck, and considers that there were about 40 persons on board at the time of the explosion. The following are the names, as far as has been ascertained, of the persons who have lost their lives:—
“Miss Stevenson, George Street, Glasgow. Angus Wilkie, one of the men of the vessel, belonging to Tarbet. Mr. Morrison, clothier, Greenock. Mrs. Smith, Tradeston, Glasgow. Mr. Hugh Watson, shoemaker, Dunoon. A gentleman, apparently about 46 years of age, who had been taken on board the Clarence steamer, died on the passage to Glasgow.
“Persons severely injured. Mr. Robert Mitchell, from Aberdeen, wounded on the head, and scalded on different parts of the body, but not dangerously. Mr. John Wilson, spirit-merchant, Paisley, scalded over the whole body, and several bruises. Capt. James M‘Intosh, of Rothesay, compound fracture of the left leg and scalded. Daniel Munro, son of Mr. Munro, banker, Glasgow, scalded on head, face and shoulders. —M‘Kellar, son of Capt. M‘Kellar, of the steamer Sultan, scalded over the whole body. James M‘Nie, step-son of Mr Wyse, grocer, Greenock, severely scalded. Mr. Thomas Carmichael, merchant, Greenock, ankle dislocated, and head much cut. —Orr, son of Mr. E. Orr, mason, Shaw Street, Greenock, cut severely in the cheek, and scalded from head to foot. Duncan M‘Kay, aged 11 years, scalded on the back, head, legs, hands, &c. Donald M‘Kay, aged 8 years, scalded on the face head, and shoulders. Mary M‘Kay, slightly scalded on the face, and cut on the forehead. The three M‘Kays above mentioned are of the same family, and reside in Broad Closs, Greenock. Mrs. Clark, Mile End, near Glasgow, scalded on the legs, with severe contusions on the head. Mrs. Dr. Mitchell of Glasgow, scalded and bruised in the face, but doing well. Mr. Moncrieff, cut in the head, and Mrs. Moncreiff, scalded and bruised; both doing well.
“Persons slightly injured. Mr. Thomas Lang, wool merchant, Greenock, injured on the leg by a piece of coal. Mr. Gumprecht and his son, scalded. Mrs. Cassels of Glasgow, slightly scalded. Miss Forrester, Wellington Street, Glasgow, scalded on the shoulders and heels. Mrs. Waters, Greenock, contusion of the shoulder. Mr. Taylor, of the Ship Bank, Glasgow, scalded on the face and head, slightly. Mr. and Mrs. Curtis, Trongate, Glasgow, scalded. Mr. Matthew King, of Port-Glasgow, and his wife, slightly injured. Mr Harkness, spirit-dealer, East Quay Lane, struck on the left leg with a piece of coal while on the Quay and knocked down. On recovering himself he lept on board the vessel and rendered assistance to a number of persons who were in great danger. He then went into the cabin and assisted two ladies into a boat alongside. Mr Innes, Port-Dundas, Glasgow, scalded in the face, hands, and different parts of the body. Mr. James Farquar, vintner, Vennel, slightly scalded.
“The Steward of the Earl Grey while standing on the paddle-box was knocked overboard by a large piece of coal, but got out little injured. Excepting the Steward and the seaman Wilkie, who was killed, no other person connected with the vessel was hurt. The young lady Miss Stevenson, whom we have before mentioned, had gone on board the vessel accompanied by her sister and a young gentleman, a few minutes before the accident took place. The young man had gone forward to the bow, leaving the two young ladies standing abaft the funnel, at the moment the explosion occurred. When the steam and smoke had cleared away, he discerned on the the Misses Stevenson in the water at a considerable distance from the vessel, and although an indifferent swimmer, he plunged overboard and saved her. The corpse of the other sister was got out of the water an hour and a half after the accident, by the boats which were employed in trauling, but no other body has as yet been found, although exertions under the directions of the Provost and Magistrates were used till a late hour last night and during part of this morning. Mr. Matthew King of Port-Glasgow, who, with Mrs. King, was blownoverboard, saved himself by clinging to a block attached to a rope which hung over the vessel’s side. While in this situation he saw Mrs. King floating; he immediately got hold of her, and while supporting himself with one hand and holding his wife with the other, some person seized hold of the rope Mr. King was clinging to, and nearly pulled it from his hand. Mr. King with great difficulty got him to desist until a boat came to their assistance and rescued them just in time, as Mr. King had become completely exhausted. R. Hugh Watson, who is mentioned among those killed, was on deck at the time of the explosion, the force of which blew him and Angus Wilkie, who was loosing the stern line at the moment, a great height into the air. They both fell on the quay, and the bruises they received from this, together with the effects of the steam and scalding water, caused almost instant death in both cases. The body of Wilkie was sent this morning to his friends in Tarbert, by the St. Mun steamboat.
“Mr. Peter Somerville of Glasgow, one of the passengers, who saved himself by his singular activity and presence of mind, described to us in the following manner the circumstances connected with the blowing-up of the vessels as far as his own observation had extended. He had gone on board the Earl Grey at Gourock with the intention of proceeding to Glasgow, and on the vessel’s arrival at Greenock he had stepped ashore for a few minutes. On his return to the quay he found the steamer preparing to start, and he went on board and descended to the cabin just as the vessel was about to leave the port. On entering the cabin he found only one individual in it—a gentleman who was sittig, apparently asleep, at the end of the cabin nearest the engine. Mr. Somerville was surprised at perceiving the cabin to be full of steam, and becoming apprehensive that something was wrong he proceeded to the farthest end, where he only had time to lay down his hat and umbrella when a hissing noise which he heard convinced him that an explosion was about to take place, and he sprung instantly out of one of the cabin windows, breaking the glass, a pane about fourteen inches square. Instantaneously as this was done the explosion occurred before his legs were quite out of the window, and his feet were scalded by the hot water or steam rushing into the cabin. Fortunately Mr. Somerville succeeded in catching hold of an iron rod projecting from the stern, by which he hung until the stern-boat had been lowered, when he was drawn up to the deck of the vessel. While thus hanging by the steamer’s stern, Mr. Somerville looked down into the water, in which he thinks he observed about thirty persons, many of whom appeared to have been hurt by the explosion, and were streaming with blood. He saw six or seven couples clinging to each other, as if resolved to be saved or lost together. On being hauled up on the stern Mr. Somerville found that the greater part of thedeck which now remained—namely, a few feet at the stern—he observed an old gentleman, evidently hurt, and a lady of apparently about forty years of age, who was either dead or had swooned. All the other cabin passengers appeared to have been blown off the deck by the violence of the explosion.
“Mrs. John Clarke, jun., Mile-end, Glasgow, was slightly scalded in the face and legs. She was thrown into the sea a considerable distance, and must have been high up in the air as she was quite conscious that in falling she was driven with considerable force under water. When she came to the surface there was a man struggling near her, with his face much mutilated and bleeding. She thought every moment he would have laid hold of her, and carried her down. She was at last rescued, when nearly exhausted, by a man in a small boat. When taken to the George Inn, she so far recovered as to be enabled to proceed to Glasgow with two friends in a post-chaise, and is now doing well.
“Mr. James Paterson, of Glasgow, who had just passed across from the quarter deck to the paddle-box to speak to a friend on the quay, although in a very exposed situation, escaped with only a slight blow on the elbow from a piece of the material thrown up, while his friend at a considerable distance on shore had his leg broke.
“The quay at which the vessel was lying at the time of the accident was in an incredibly short time crowded by persons of all descriptions,—the alarm having been spread by the people running to call medical assistance, and by the appearance of the young man M‘Nie running home-ward along the streets, with only a rug thrown round his body, his clothes having been torn off in order to relieve him from garments which were completely saturated with the hot water from the boiler. The excitement was also much increased by the wounded sufferers being borne along the streets to the Infirmary and various other places. The steam-boat quay, about seven o’clock, presented a scene of horror happily never before witnessed here,—mangled and bleeding bodies carried to places where aid could be administered—the boats employed in trauling for the bodies rowing backwards and forwards, anxiously watched by the spectators whenever the men aboard hauled up the creepers, to which in almost every case, were hanging pieces of clothes, shirts, handkerchiefs, &c. But the most fearful spectacle of all was the vessel herself—the roof of the ponderous boiler poised in mid-air, over which the funnel lay crushed and broken—the uptorn decks exposing the cabin, into which the upper flues of the boiler had forced their way; while hats and portions of male and female attire were strewed around, telling too truly of the fearful destruction that had taken place. It may, be consoling to the friends of those who were injured to know that every thing which humanity and skill could devise was done to alleviate the agonies of the unhappy sufferers.
“Great praise is due to the medical gentlemen of this town for the activity and zeal they displayed in rendering assistance; and it is but justice to mention that Dr. M‘Naught, of Helensburgh, who was on board the Clarence steamer, which was lying at the quay at the time of the accident, was the first to give assistance to those who were hurt, and that his active exertions in relieving the sufferings of the injured excited the admiration of all present. We understand that, before returning to Helensburgh, he left his address at the Tontine Inn, with instructions to the landlord to attend to the wants of some of the sufferers who were left there, and that he would be accountable for any expense which might be incurred.”—Glasgow Herald, July 27, 1835.
The Herald followed up with a leader pointing out that if, as claimed, there had been no extra pressure put on the boiler by adding weights to the relief valve, then the design and construction of the boiler must be at fault and this creates difficulties with public confidence in steamboat travel.
“The late explosion of the Earl Grey steamer. (From the Greenock Advertiser)—Having discussed, with all the minuteness and accuracy which a laborious and extensive enquiry has enabled us to do, the details of the lamentable results of this heart-breaking business, we are now called to speak to the causes which are understood to have led to it; but here we are hampered both by the obscurity in which they are involved, and by the necessity of steering clear of those conjectural data which might tend to excite popular prejudice in a case which will, no doubt, yet undergo a searching legal investigation. We are given to understand that the persons having charge of the vessel assert that there was nothing peculiar in her situation at the time of the explosion which should have rendered the boiler more liable then to that contingency than on other occasions in which the engine was about to be set in motion, and no pressure employed to confine the steam beyond what was customary to be used, and that which the boiler was calculated to sustain with safety. One of the quay police, however, we are told, is positive in declaring that no steam was suffered to escape after the arrival of the vessel at the quay; but this is not borne out by other testimony, and is not even probable, from the considerable time she had lain before the explosion took place. The great majority of the passengers and bystanders, not having their attention in any way called t the circumstance at the moment, are unable to depone regarding it one way or another. The probability, however, is that as the steamer was about to leave on the further prosecution of her voyage, a temporary accumulation of steam might be suffered to take place for the purpose of increasing her celerity at starting. We do not say that this was the case, because it would infer that extra weight was employed to restrain the escape by the safety valve beyond the working pressure, and there is no evidence of this; but we do not see how it is possible to pass from this conclusion without arriving at another which would more deeply implicate those concerned, namely, that the boiler was insufficient for its duty under ordinary circumstances, and that the calamity which has now occurred might have happened at any time during the plying of the vessel—and, if so, what are we to think of the insecurity in which hundreds must have travelled, who have daily journeyed from place to place since she was fitted out? We grant that in either case, our notions of the security of steam-boat conveyance must be strongly shaken; for if the increase of the steam pressure be an ad libitum affair, not regulated with the most anxious regard to the strength of the boiler, but liable to be increased by the indiscretion or caprice of those employed in the vessel to an indefinite extent, or to that which terminates in explosion by sheer neglect, then it is high time that the safety of the public should be better looked to.
“But if the proximate cause of the explosion is and must remain matter for conjecture merely, the question of the sufficiency of the boiler for the duty it had to perform is to be tested by different and surer evidence, the vessel itself existing to show whether in the strength of the material employed, or the mode of construction, there was either disproportion or defect which would render it liable to the afflicting casualty we are now considering;—and in this respect, we are sorry to say, the opinion of practical men is unfavourable in at least one particular, the importance of which is not difficult to comprehend. In the construction of steam-boilers, it is usually—we had imagined universally—the practice to introduce strong iron bars, both horizontally and vertically through the boiler, at certain distances; and these being at both extremities firmly secured to the plates which form its structure, the boiler is thus not only kept in shape, and made capable of resisting the irregular motion of the fluid within when in a state of strong ebullition, but is strengthened to endure a greater expansive force, and above all, to protect it against causualty of so sweeping a description as that which has happened to the Earl Grey. It is obvious that in a vessel so bound together, the power of resistance in extreme cases must be greatly increased; and if, in the present instance, the construction of the boiler had been calculated to retard explosion for even a minute only, it is probably that it would not have occurred at all, as the danger would have passed away by the steamer, which was just about t leave the quay, being set in motion. But, strange to say, the boiler of the Earl Grey appears to have been unprovided with the necessary appendages we have mentioned, and hence, probably, the devastating character of the occurrence. It was not the partial bursting of the boiler at a part over which the iron stays exercised the least command, but the heaving asunder and projecting upwards of the entire upper part, raising it like a lid, and allowing the whole contents in an instant to spread around their destructive influence. Considering the numbers on board, and on the adjacent quay, it seems almost miraculous that the loss of life should have been so limited as it has proved to be; but it is impossible to avoid coming to the conclusion, that it might have been still more contracted had the explosion exhausted itself by a less general destruction of the boiler.
“In what we have now been saying, we are aware that we tread on delicate ground; but both our facts and inferences are open to correction from quarters better informed, should they stand in need of it. Without detaining the reader further, however, we proceed to say, that the calamity, great as it is, will carry some alleviation along with it, if it be the means, as it ought, of producing not only a searching enquiry into its causes, but a general investigation into the security of steam navigation as at present conducted, extending to a special examination of all the steam-vessels now afloat—to be followed up by the formation of a code of regulations applicable to their general management, and by the appointment of competent officers, who should, as far as practicable, see them enforced, and be empowered to exercise a constant surveillance over the steam-vessels frequenting the ports at which they are stationed, and to report to a Board, as to their sea-worthiness, the sufficiency of their engines, and indeed as to all points involving the safety of those who travel by them. It is a fact, to which we bear willing testimony, that while the number of steam-boats has vastly increased over the whole kingdom of late years, the casualties arising from their employment have by no means increased in proportion. On the contrary, since the catastrophe of the Rothesay Castle, no serious accident that we can recollect has resulted from the employment of this particular agency. But the magnitude of the trade in steam-boats, carried on by joint stock companies and individuals, and under all sorts of management, is a sufficient argument for having it placed under regulation; while the danger, which is so desirable to restrain, is not to be estimated by the number of casualties which have occurred, or the extent of suffering by each calamity. No one can tell the hair-breadth escapes which may have been the consequence of reckless management; and we know that had the same accident happened to the same vessel just four and twenty hours before, (on the day of the general fast,) the loss of life must inevitably have been increased twenty-fold. Considerations press o every side, which make it imperative that Government should immediately take up the question, and adopt such measures as will tend to restore public confidence in the management of steam-boats, and to their greater security as travelling conveyances. We question if in any part of the kingdom they are better constructed, equipped or managed, than on the Clyde, yet we have seen that they have been the origin on our own river of several very tragical occurrences; and although it may be impossible entirely to avert these even by the greatest circumspection, still, we apprehend, the unanimous conclusion must be come to, that the time has fully arrived when a wholesome surveillance must be instituted, and that the lives of the lieges should be left, only in the least possible degree, to the hazard of recklessness, mismanagement, or cupidity, to which, from their arrangements, steam vessels are quite as liable as any other vehicles of conveyance.”—Glasgow Herald, July 31, 1835.
The engineer of the Earl Grey was charged with culpable homicide and the case was heard in September. Much of the prosecuting evidence came from passengers who had no professional experience of steam-boat operations. The defense relied on steamboat professionals who could comment with more authority and the case collapsed.
“Earl Grey steam vessel. The Glasgow Autumn Circuit Court met again on Thursday, when Hugh Davidson, engineer, was put to the bar, accused of culpable homicide, so far as, on the 24th July, the steamer Earl Grey, of which the said Hugh Davidson was engineer, or in charge of the engine, being on her passage from Cowal in Argyllshire, to Glasgow, and having stopped at Greenock, and made fast to the quay, and having remained there for a quarter of an hour or thereby, during which time the steam was rapidly generating in the boiler; and it being the usual and necessary precaution for the safe management of a steam-engine, and the duty of the engineer, or other person charge of the steam-engine of steam-vessel, to take off the pressure from the safety-valve, or otherwise allow the steam to escape, while the vessel is stopped for a short lime on her voyage; yet you, the said Hugh Davidson, did, during the whole or greater part of the time that the Earl Grey remained at the Quay of Greenock, culpably and recklessly neglect take off the pressure from the safety-valve, or otherwise allow the steam to escape; in consequence of which the boiler of the steam-vessel was caused to burst with violent explosion, and several of the crew and passengers on board of the said vessel, and others of the lieges, were thereby bereaved of life, and were thus culpably killed by the prisoner the bar.—Then followed in the indictment a list all the people killed, amounting in number nine individuals. Various fragments of the steam engine were laid on the table, and afterwards produced in evidence.—Davidson pleaded not guilty, and put in a written paper, in which he deplored the melancholy loss of life, and trusted that it would be seen after trial that the casualty was purely accidental.
“Neil M‘Mlllan, one of the quay officers at Greenock, recollects on the 24th of July, seeing the Earl Grey arrive from Cowal, in Argyllshire. When she came to the pier there was a little steam escaping, but for 8 or 10 minutes before the explosion there was little or no steam that he could perceive escaping, but there was plenty of smoke from the funnel. The steam escapes with a loud noise but on this occasion there was no noise at all that he (the witness) could hear.
“Mr King, merchant in Port-Glasgow, was on board the Earl Grey along with Mrs King on the day of the accident, and was sitting on the deck about four or five yards from the funnel, when she arrived at Greenock. Saw no steam escaping, if it did escape there was no noise. Witness and his wife were thrown into the water when the vessel exploded, but they were both saved. The explosion resembled the rumbling of thunder, more like the thunder of tropical countries than this, and such as is heard at Bermuda. Heard no more till he found himself in the water.
“Wm. Brown, mason in Greenock, saw the explosion. He remarked that no steam was going off by the waste pipe for at least five minutes before the explosion. He was not on board, but particularly noticed the above fact.
“Mr David Smith, engineer, is in the employment of Mr Napier, the proprietor and builder of the Earl Grey. The Earl Grey was built about three years ago, and the machinery was prepared at Mr Napier’s works at Lancefield. Witness saw the engine made. It was a common condensing, and not a high pressure engine. There had been a new boiler put into the vessel about six weeks before the explosion. Mr Mansell was the maker. The safety-valve was on the common construction, and governed by a lever, but this he believes is not so common as perpendicular pressure with weights. A lever communicated by a rod with the engineer’s room, which gave him full control over the safety-valve, either to shut or open it. The engine of the Earl Grey was, to the best of his belief, well made, and particular attention had been paid to her construction, but she had no stays internally—and steam-vessels were made both with and without such stays.
“By the prisoner’s counsel.—There was about 2lb. per square inch of permanent pressure on the boiler, and when the safety-valve was pressed as it should be by the lever, it increased the pressure other 6lb., making in all 8lb. per square inch. The strength of the boiler would stand a much greater pressure; perhaps it would require 30lb. or 60lb. pressure on the square inch before she could have exploded as she had done. Keeping in mind that the pressure the safety-valve was calculated at 8lb., he (witness) could hardly imagine that mere neglect to remove the pressure could have caused the explosion. Thinks it possible that sludge might be thrown up close under the bottom of the safety-valve, and if such were the case, that it might have the effect of jamming the rod and preventing it from playing. The panel Davidson he always considered very cautious and safe in his habits and conduct.
“George Mansell made the last boiler put into the Earl Grey. It was as strong as most boilers—well made and sufficient, and on examination after the explosion, it did not appear to have burst from any partial weakness. A boiler of any strength whatever might be burst by too much pressure.
“Mr Robert Muir, engineer, Greenock, was employed, along with Mr Walker, to inspect the Earl Grey the morning after the explosion. The engineer at the bar was on board when they did so. Prepared a report, which was read by witness, and described the damage done to the vessel. Witness imagines it would have been quite easy for the engineer to press down the lever even with his hand, so as to have caused the bursting of the boiler. If the spindle had got jammed, it might have been noticed by the absence of steam escaping, which would alarm any skilful and careful engineer. There were many means by which relief could have been given if there was too much pressure from any accidental cause. A stroke of the engine either a-head or a-stern would have removed the dangerous pressure. If the lever had been raised he did not see how it was possible that the boiler could have been burst. Thinks the valve might be gagged partially but still some steam would escape, while a dangerous accumulation was going on in the boiler. The escape, however, in this partial way, would make more noise than free escape.
“By the Court.—Always makes stays to the boilers he constructs, and he would say that those who want such stays are not so strong as those who have them.
“By the Depute-Advocate.—Never knew of an instance of sludge or dust from the deck jamming the spindle. He could not see how such thing could take place.
“Mr James Jardine, civil engineer, Edinburgh, is of opinion that, as a matter of course, when a steam vessel stops at any port, the steam should be allowed to escape for the safety of the boiler. If any jamming occurred, the risk might greatly diminished by a stroke of the engine backward or forward. Thinks an engineer could hardly be deceived the noise of another vessel’s steam going off, from hearing that his own was not escaping.
“This finished the evidence for the Crown, and the declaration of the prisoner was then read. It declared that the lever was up when the boiler burst, and that the engine was not a high pressure one. He could not account for the explosion, unless from the insufficiency of an old part of the boiler, but his (the prisoner’s) own conscience acquitted him of all blame in the matter.
“Exculpatory evidence.
“Peter Sinclair, under steward of the Earl Grey steamer, deponed that when the vessel stopped at the pier, he observed the lever rising up in the usual way to let off the steam. About ten minutes after her arrival at the he heard two of the men in conversation, when he overheard the one say to the other that they would hear each other better but for the d—d noise of steam.
“By the Court.—At the time when the sailor spoke, witness observed the steam making its escape—the noise was very great.
“James Davidson, fireman on board the Earl Grey, was beside panel when the Earl Grey arrived at Greenock, and heard him call to John M‘Lachlan, the other fireman, who was in charge of the fire at the time, to open the furnace doors—this was to make the fire burn slower. Saw the lever raised, and the steam instantly make its escape. Did not afterwards observe the lever. Peter Hedderwick, jun. naval architect, Greenock, was standing on the quay on the afternoon, when the explosion of the Earl Grey occurred. Witness was on the quay about 15 minutes; and during this time the steam was blowing off from the waste pipe of the vessel. He heard it distinctly, and saw it from the quay it made a great noise. Is positive he was not away out of hearing of the steam more than three minutes.
“John Turner, Captain of the Clarence steamer, knows the prisoner at the bar, who had sailed with witness as an engineer for about twelve months. He had always found him a man of cautious habits, and was highly pleased with him. He thought him a very careful and correct person.
“This closed the exculpatory evidence. The Depute-Advocate addressed the Jury for the Crown, and Mr J. M. Bell followed for the prisoner, in a speech of distinguished ability.
“Lord Gillies summed up the evidence, and remarked that the indictment charged the prisoner with neglecting to relieve the pressure of the steam, which, as his lordship understood, was neglecting to raise the lever, that being the usual means of effecting this; but what was most extraordinary, not only had the Depute-Advocate failed to prove this, but it had been most distinctly established by direct evidence, that the panel had raised the lever immediately on the vessel approaching the port.
“The Jury retired for about 10 minutes, when they returned a verdict, finding, by considerable majority, the panel not guilty. On the announcement of the verdict, some slight symptoms of applause were evinced by the audience, but they were instantly checked the Bench, who however remarked, that they entirely approved of the verdict.
“After a few words from Lord Gillies, by way of caution for his future conduct, the panel was dismissed from the bar.”—Perthshire Journal, September 17, 1835
The calamity promoted a call for a more fail-safe safety valve but it would take another disaster a few years later before appropriate action was taken.
“Earl Grey steam vessel—steam boat explosion—inefficacy of the safety-valve.—If the trial of the engineer of the Earl Grey steamboat (in whose acquittal we entirely concur) proves any thing, it proves that no reliance can be placed on the safety-valve in preventing such a dreadful casualty as that which befel the Earl Grey. It appears, from the evidence of several practical engineers who were examined on the occasion, that so far from the valve operating in all cases as a safety principle, that it has a tendency to act the very reverse—to become “gagged” or locked down, without any apparent cause, all of a sudden; and in such cases the valve will not rise, however great the pressure of the steam may be in the boiler. It follows, that if, by any accident, this circumstance has not been observed, the result is inevitable; the boiler explodes—and, perhaps, every cause but the true one is assigned for the catastrophe. As the subject is an interesting one to scientific men, and is of the first importance in its bearing upon human life, we beg to suggest that the Society of Arts, or other scientific body, should stimulate the inventive faculties of mechanics and engineers to the discovery of a substitute for this capricious agent, by the offer of a suitable reward to the inventor. As the lives of all on board lie at the mercy, so to speak, of the element confined in the boiler—nothing which regulates the explosive force of steam should be left to the operation of chance.”—Edinburgh Evening Post.
Whatever the outcome of the trial, it did not matter for the future of the fleet of David Napier. By the end of July, the steamers were put up for sale. Napier, it was said, was deeply affected by the loss of life involving his steamers and decided to move his operations to the Thames. His Lancefield works were taken over and he attempted to sell the Glenshellish estate although this was retained till he eventual death. The lands on the north side of the Holy Loch were also retained and Napier subsequently built a pier at Strone to accommodate those in the eastern part of his holdings. Further details of Kilmun and Strone piers are recorded elsewhere as is Napier’s attempt to introduce a new Kilmun steamer in the 1850s.
Glasgow Herald, July 31, 1835
Of the steamboats, Earl Grey was repaired and sailed in consort with the Kilmun to Kilmun and Rothesay for a number of years. The new owners were at pains to point out that the pressures employed in the steamers were not out of the ordinary. They also gained the rights to the use of Kilmun pier.
Glasgow Herald, August 6, 1835
The Cupid was sold to the Mersey and her place on Loch Fyne was taken by the Aglaia for a few years until a more suitable replacement was found. The St Mun continued in the Loch Fyne trade for a short period and then could be found sailing to Ayr with the newer Nimrod. The Ewing was sailing between Glasgow and Greenock as a luggage boat.
And the Euphrosyne? The last she was discussed was in the 1830 and from that time she went from strength to strength on one of the most popular tourist routes in Scotland. She benefitted from the opening of the new road from Tarbet to Glen Falloch and Killin that opened in 1832 and the development of the route to Loch Katrine. Her progress will be related in a future essay on Loch Lomond. Napier retained his interest in Loch Lomond for a decade after he left the Clyde. Always the shrewd business man.