The saga of David Napier’s rotatory steamer, Dumbarton, on the Clyde, and his frequent references to the success of a steamer on the rotatory principle on the Severn merits investigation. Napier had moved his business dealings to London in the middle of the 1830s but by 1850, he was living in Gloucester, though he maintained connections in London and Glenshellish near Loch Eck. He also owned and fued land in the vicinity of Kilmun where had built and still owned the pier.
David Napier
The first attempt to bring a steamboat to the upper reaches of the Severn in 1850 appears to have had limited success. The Star was too long for the locks and the twisting navigable channel. The improved patent suggests that the Star might have had a rotary engine.
“Passenger steamer on the Severn.—A steamer has arrived in the Severn from Glasgow. She is named the Star, and is intended to trade between Gloucester and Worcester with passengers only, is worked with paddles, is 150 feet long, and her width between the paddle boxes is 22½ feet. From her very great length it is feared there will be some difficulty in turning the sharp reaches in the river. She is built upon David Napier’s improved patent principle, and draws 2 feet 10 inches without passengers.”—Bristol Times, Saturday 31 August, 1850
A little over a year later, the important steamer that ran with success on the rotary principle.
“Steam on the Severn.—On Wednesday a new steamer made its appearance at Worcester quay, which is intended to ply between Gloucester and Stourport. It was built by Mr. R. Napier, of London, the gentleman who set the first steamboat afloat between Calais and Dover, and has been exceedingly successful in this species of enterprise. It will be recollected that he brought up a steamer for the Severn trade last year, but it was too long to pass through the locks. He never gives up anything, however, which he has once taken in hand, and the new boat which has just coasted round from London here is but the first of those he is building expressly for this river. It is of extremely light build, and the engine (a rotary one) and paddle-wheels are both upon a novel principle, for which he is about taking out a patent. The boat is not yet christened, but we believe it will soon get a name for itself by the rate of its speed, as it is said to be one of the fastest afloat. In a few weeks’ time we may expect to see a couple of steam tugs upon the river, which will effect quite a revolution in the carrying trade. Parties in London are now building expressly for the Severn trade.”—Worcestershire Chronicle, December 10, 1851
The new steamer was named the Severn. and appears to have run with success for a number of years. Early in her career during a flood on the river, she ran out of the channel and narrowly escaped becoming a total loss.
“The Severn steamer in making a trip from Stourport to Bewdley, got over the towing path at Wribbenhall, and ran aground, and not till after the most active and strenuous exertions had been made could she be got off”—Worcester Journal Thursday 12 February 1852
“The Severn Steamer.—This vessel, which has been undergoing repairs, it will be seen has resumed running between this city and Stourport, and Ribbesford, at the accustomed times. Every Tuesday and excursion will be made to Tewkesbury, starting from Worcester quay at ten, and returning from Tewkesbury at half-past one, and Upton at half-past two o’clock.”— Worcester Journal, Thursday May 27 1852
The Severn ran a regular service and excursions but failed to build up permanent traffic. Napier had ambitions for adding further vessels.
“The Severn Steamer.—It will be seen on reference to our advertising columns that tomorrow (Saturday) this vessel will again commence running between Ribbesford and Gloucester. It is the intention of the proprietor, Mr. Napier, to make the river a highway for passengers as well as goods, and if possible to establish a permanent traffic, in which it is to be hoped his efforts will meet with the success they deserve. The times of starting, and charges which are moderate, will be found in another column.”—Worcester Journal, Saturday April 19, 1856
By 1857, it appears that there is more than one boat available. A steamer named Christiana explored the upper reaches of the Severn and may have been a consort to the Severn.
“The Severn Steamers.—Mr Napier’s passenger steam boats have been in dock at Commence running on the Severn next week. It is expected that the passage to Gloucester will be accomplished in two hours.”—Worcester Journal, Saturday May 23 1857
“The Severn Steamer Christiana.—On Saturday last the little steamer Christiana made a second, and, as it appeared, a more successful trip on the river from Shrewsbury, past Coalport, and some of the fords lower down, and back again. The boat having been lengthened, having more powerful machinery, and a larger boiler, appeared to master the strong currents of the fords and to make way against the stream without having on the whole force of her steam, in admirable style.”—Wolverhampton Chronicle, Wednesday, December 1, 1858
In 1858, Napier entered into a more ambitious project with the construction of an entirely new type of craft.
“Mr Napier’s Steam-boat.—An iron steam-boat about 130 feet long, has recently been built by Mr. Napier, the owner of the Severn steamer so well known on the river between Bewdley and Gloucester. The new boat was built on the east bank of the Severn at a short distance above Kepax’s ferry. She has two screws at her stern, which are actuated by a double rotary engine, and the screws are only half submerged. The owner anticipates great speed from the peculiar arrangement of the screws. She is lightly built, and is calculated to draw but little water. This craft was launched a few days ago, and brought to the lower quay to receive her machinery, after which she was towed back to her moorings off the place where she was built. The engines are from Messrs. Hunter and Co.’s Vulcan works, in this city, and appear very nicely made; the plates for the vessel are from Brierley-hill, and also the boilers.”—Worcestershire Chronicle, Wednesday 30 June 1858.
This steamer was called Kilmun, and after a year trying arrangements on the Severn, Napier put her on the Bristol Channel. Some more detail of the vessel and her performance appeared in the Bristol paper, the Western Daily Press.
“Something New.—Yesterday we inspected a steamer in Cumberland Basin of peculiar construction, called the Kilmun, which is intended to run between this city and Cardiff. Her draught of water amidships is about 35 inches, and fore and aft it is only about six. She is flat-bottomed, has two screws, a square stern, and four funnels. She was built at Worcester, and will be put on the Cardiff line against the Jenny Jones, and it is predicted she will beat her every trip, captain Jackson, who has the command, being an excellent navigator.”—Western Daily Press, July 6, 1859
“Steamboat Rivalry.—The steamer Kilmun, which we noticed on Tuesday, having been built to try the effect of two screws, and the certificate for carrying passengers not having as yet gone through all the formalities in London, the owner has determined (without waiting for the certificate) that a few experimental trips shall be made to Cardiff, in company with the Jenny Jones. For this purpose the master of the Kilmun gives a certain number of free passages for the benefit he will derive from them in trying the speed of the vessel at different trims. Yesterday she made her first trip, with a full complement, in the presence of a large number of persons who take a deep interest in this strange-looking craft. We have not yet heard the result of her efforts.”—Western Daily Press, July 8, 1859
“The Kilmun.—Yesterday afternoon the new screw steamer Kilmun had a fair start from Cardiff with her intended rival, the Jenny Jones, but although she “cut off the corner” of the Swash, while the Jenny Jones, drawing much more water than the other, had to go round, the Jenny Jones gained upwards of two miles in the run. The Kilmun did not arrive here until ten minutes after the Welsh boat.”—Western Daily Press, July 9, 1859
“The Kilmun.—On Monday the Jenny Jones again beat the Kilmun in her experimental trip from Cardiff to this port. Both steamers came abreast, and when in that position the Jenny Jones passed her, and arrived her, leaving the Kilmun at least two miles behind.”—Western Daily Press July 13 1859
“ ‘Fairplay’ sends us am account of a trip to Cardiff on board the Kilmun. Comparing this vessel with the Jenny Jones, he says the Jenny Jones “beats her hollow.” On Thursday last “we started from Cardiff to Bristol five minutes before the Jenny Jones, and the Jenny Jones passed us near the lighthouse; At the Swash the Jenny stopped at the Pill, and the Kilmun passed her; but Jenny passed us again near the powder-house, and kept the lead to Bristol. There were not more than fifty passengers on board the Kilmun. I paid 1s. going and 1s. to come back. So much for free passages.”—Western Daily Press, July 18, 1859
Faced with such a disappointing performance, Napier reconfigured the vessel as a paddle steamer with a single rear wheel. Unfortunately, Napier was loathe to pay his bills to the engineer, Messrs Savory. In the resulting court case, heard at Gloucester in April 1862 Messrs Savory of Gloucester sued David Napier for £461 10s. 3d. for work done repairing the steam-vessel, the Kilmun, that was built on a principle patented by the defendant in 1841. The story unfolded that Kilmun was at Gloucester and the defendant had an idea for reconstructing the mode of propelling the vessel. She had two screw propellors instead of the one usual for screw steamers but Mr Napier announced to Mr Platt, manager for Savory that he wished to place a paddle wheel rather than two screws at the stern. Mr Platt asked about how the vessel might be steered but was told that the defendant would see to it. The steering was put in front of the paddle wheel but the vessel ran to one side then the other and the steering would not act. The plaintive sought to recover £400 for materials promised on condition the vessel could run at eighty revolutions of the engine in a minute, in smooth water for six hours, with £300 if a lesser performance. This did not include carpentry work to alter cabins etc. The case was considered too technically challenging and was combined with another suit for £145 19s. 9d., also connected with the Kilmun, and sent to arbitration. Gloucester Journal, Saturday April 12, 1862
In the meantime, Napier sent the Kilmun to the Clyde.
“A Novel Steamer.—There arrived at our port yesterday from Holyhead, a somewhat novel constructed steamer, built some years ago as an experiment by Mr. David Napier, of Glasgow, and which has since been lying on the River Severn. She is named the Kilmun, and is intended for the Kilmun and Glasgow station. She presents a most wedge-like appearance, and not having any “paddle-wings” appears at a distance to be a screw-steamer. She is propelled, however, by a paddle-wheel placed right astern, being flush with the deck, and steams about 16 miles an hour. Her draught of water is very light, which will enable her to go rapidly on the river.”—Glasgow Herald Greenock Correspondent July 7, 1863.
“Novel Mode of Propulsion.—There has been placed on the station between this and Kilmun a strange looking craft, a steamer wedge shaped and propelled by one large paddle at the stern. She is, we believe, the property of Mr D. Napier, and is well adapted for the traffic.”—Greenock Telegraph, July 18, 1863
“Novel Steamer.—Yesterday, a steamer with a novel mode of propulsion was placed for the first time on the station between Greenock and Blairmore and Strone. She is named Kilmun, and is owned by Mr David Napier, formerly of Glasgow, by whom she was built at Gloucester. Her peculiar mode of propulsion is a paddle placed at her stern, which is driven by two small direct acting engines, and from which a fair rate of speed is attained. The vessel is of great length with trifling beam, and draws only a few inches of water forward. She is rather flat-sided, and is provided with a wooden stringer on each side to act as a fender. Contrary to established usage, her first class cabin is forward, and the accommodation for second class passengers is aft. The rudder (by which the vessel is easily steered) is placed immediately forward of the paddle wheel. If lowness of fares be any inducement, the Kilmun should be well patronized. In the afternoon, she unfortunately broke down at Kilmun by the bursting of a pipe.”—Greenock Advertiser, July 18 1863
“A Novel River Steamer.—On Friday, there was placed on the station between Greenock and Strone and Kilmun a long wedge-shaped steamer, named the Kilmun, and licensed to carry 519 passengers. She is said to be owned by Mr David Napier. The veteran engineer has been long resident in London, and this vessel is one of his experimental boats. She was at first propelled by two screws, one being at each quarter aft. This does not seem to have succeeded, for these screws have been displaced by a broad paddle wheel, which is covered in aft. This paddle is propelled by a pair of horizontal engines of 40 horse-power each. The maximum rate of speed attained is thirteen miles an hour. The vessel steams smoothly, and is said to be a good sea-boat. She was stationed as an excursion steamer on the river Severn, and has been brought to the Clyde to supplement the steamer accommodation here, which is less extensive this season than it has been for years.”—North British Mail, in Inverness Courier, July 23, 1863
The rest of the story is well presented in a letter to the Glasgow Herald by Mr Napier almost a year later.
“Mr David Napier’s Kilmun
“Sir,—As the public have a right to know why the steamer Kilmun—which was built for the express purpose of protecting my interest at Kilmun, as well as affording additional accommodation to the feuars and public in general—is laid up, and not running, after having, on a trial trip, made the passage from Kilmun to Glasgow in the unprecedented short time of one hour and forty-eight minutes, the following statement will throw some light on the subject. There being no shipbuilders in this quarter, where I am at present residing, I employed a boiler-maker in Staffordshire to build the Kilmun, who, as might be expected, made rather a rough job; but, from the severe trials it has been subjected to, it must be a strong one. With the view of making sure that all was right before sending it round to the Clyde, I ran her for a short time on the Bristol Channel with passengers, for which I obtained a certificate from the Board of Trade—this channel being a more dangerous as well as rougher passage than any in the Firth of Clyde. After satisfying myself that all was right, and that the Kilmun was the pleasantest steamer to travel in I was ever on board of—so smooth, when at her greatest speed, that it was only when passing other objects that passengers became aware that they were in motion—I sent her off to her destination. On this voyage she encountered a gale of westerly wind; but, after buffeting for a whole night and two days the cross seas that are invariably encountered in the Irish Channel in stormy weather, and which proved fatal to the Iona, she arrived all safe and sound. To save time, a certificate from the Board of Trade, entitling her to run with a given number of passengers anywhere between Dunoon and Glasgow, was obtained before she went to the Clyde; but she had scarcely commenced running when a leak was discovered in one of the boilers, and, being desirous that everything about her should be as perfect as possible, I contracted with a Glasgow firm to put in new boilers—which offer I was induced to accept, they having at the same time voluntarily, of their own accord, offered to connect the boilers to the engines, and do everything else that required to be done in a proper manner, and relieve me entirely of the charge of the Kilmun, and act in every respect as if it was their own property, which was a great relief to my mind, the state of my health precluding my going down to look after it myself. Had it not been for this frank, off-hand offer, the probability is I would not have gone on with it, on account of the state of my health. The first trial with the new boilers was not before the 3d of May, when I received a letter from the engineers, saying everything went well, and that they would have her docked the following day, for the purposes of getting anything that was required to be done to the bottom, as well as to enable the Government surveyor to inspect her, which he did, and a copy of his report was forwarded to me, dated 5th of May, setting forth what he required to be done, to entitle him to grant the declaration. Although some of these appeared to me unnecessary, I made no objections to any of them; but to my astonishment, the same surveyor, on the 14th of May, requests other alterations to be made, some of which not only the strangest that could well be conceived, but which he could have seen and known all about as well on the 5th of May as on the 14th, thereby assuming a right to detain a steamer from running ad infinitum. One of these alterations was the stern, in which some openings were required at one time, but now riveted up in the usual way, and as secure as any other part of the vessel; nevertheless the stern, nine days after the first survey, was ordered to be renewed, which was done by the engineers without waiting for my sanction; but the most astonishing part of the whole, this new report of the 14th of May contains this most remarkable announcement, for the first time, that, after all these requirements were completed, he would not grant the usual declaration for six months, but only for one month. The moment I read it, I wrote to the engineers that I could not be a party to such conditions on any account whatever. Had it been the month of November, or even the month of January, there might have been less objection to such an absurd proposal (after the vessel had been already running with certificates from the Board of Trade), but now was altogether out of the question. How could passengers be expected to go by a vessel with such a stigma attached to her, or how could any one expect to get a respectable crew, who would be at risk of being thrown out of employment in a month? I had no objections to the surveyors having as many trial trips as they pleased, to satisfy themselves on every point, but I could accept nothing less than the usual certificate. This was refused, and there was consequently no choice but lay her up. The most absurd part of the whole is the reason now assigned for refusing the usual certificate—“the method of propulsion.” In the name of wonder, what has a surveyor to do with that? If it will not propel the vessel, will any certificate of his induce passengers to go with her? And he either knew, or ought to have known, that she was propelled by the same method of propulsion in the Bristol Channel and round from the Bristol Channel to the Clyde, and was running on the Clyde with a certificate from the Board of Trade which only expired last December.
“The first steamer that was applied to practical purposes in this or any other country had a paddle wheel in the stern, the cylinder, in a horizontal position, connected direct to the paddle shaft, in every respect the same as the Kilmun. That was the Charlotte Dundas. from Port-Dundas to Grangemouth, which “Senex” and other old inhabitants must recollect. It was from that vessel that I first acquired a knowledge and taste for steam navigation. I may state that it was my intention that the Kilmun should run direct between Kilmun and Glasgow. up and down for the single fare of 6d. If the city of Glasgow will submit to a public officer exercising such authority, I presume I must bear with my loss with the best grace I can. It is impossible that any remarks I have felt it my duty to make can have any personal application to the surveyor, further than was unavoidable in his public capacity, never having heard of him before this. I have no doubt many will be astonished at the result, considering that the person concerned was he who made the boiler and castings of the Comet the first steamer than ran on the Clyde, as well as the party who first established steam communication between Scotland and Ireland, England and Ireland, and England and the Continent. The first steamers that established steam communication between Glasgow and Belfast, Dublin and Holyhead, Dover and Calais, have been all made and owned by the writer of this letter.—Yours truly, David Napier, Worcester, June 6, 1864”—Glasgow Herald June 9, 1864
One responding letter appeared with a distinct lack of sympathy for Mr Napier. Perhaps the response would have been more positive if Kilmun had been built on the Clyde.
“Sir,—In your impression of to-day a letter appears from the above gentleman, an old and esteemed citizen of Glasgow, in which he calls in question the judgment of our Board of Trade Surveyor for refusing to grant a six-months’ certificate for the Kilmun. The writer is not in a position to judge of the case upon its merits. The fact, however, is undeniable that we have now the services of thoroughly practical and efficient gentlemen in both departments, and all who remember our position a few years ago, when official dogmatism not unfrequently overruled experience, and gave no end of trouble to all concerned in the building and equipping of steamers, can more fully appreciate the improved state of matters that has lately existed; and I think it is unfair that gentlemen who discharge their duties so faithfully to the public, and have succeeded so well in getting all the requirements of the Act carried out for the safety of the public, so far as Clyde-built steamers are concerned, should have any slur upon them from the introduction of strange crafts from outside; and verily the Kilmun is a strange-looking specimen of a river steamer.—Yours respectfully, A Shipbuilder, Glasgow, June 9, 1864”—Glasgow Herald, June 10, 1864.
Later, the Morning Post published a further response.
“Mr. David Napier and the steamer Kilmun.—Sir.—A short time since Mr Napier sent a letter to the editor of the Glasgow Herald, which was published, and afterwards a reply to it. There has been no further communication.
“If Mr Napier is so desirous of accommodating the public and his feuars, why does he not put on a suitable steamer? the parties at present running their boats must be reaping a rich harvest, their fares to Glasgow being three times the sum mentioned by Mr Napier—viz., sixpence, while to Greenock they charge ninepence, and in winter their rates are much higher, while they pay nothing for using either Strone or Kilmun piers.
“The truth is, so long as Mr Napier’s piers were under lease (on his own terms), the interest of the public and the feuars gave him little concern.
“It is to be regretted the usual Government certificate was not granted to Mr Napier’s steamer; but a vessel more in compliance with the present times would answer his purpose better, and the public would not be slow to take advantage of it.—Yours, &c., A Feuar, Kilmun, 20th June, 1864.”—Morning Journal June 22, 1864
We must assume Mr Napier’s loss was borne with the best grace he could muster.