The invention of a new method for the propulsion of steamships was news of importance for the shipbuilders and ship owners on the Clyde. Like many others, the idea presented by John Kibble was not entirely new and had been tried in a form on the steamboat Highland Lad on the Lochgoil route as early as 1826. Kibble’s proposed use of a continuous belt of small paddles instead of the normal paddle wheels had some merit, and as events evolved, showed some promise in the steamboat that he had built to demonstrate the invention. It eventually failed but the story and subsequent happenings are well worth examination.
The patent submitted by Kibble has the details of his invention.
“Specification of the Patent granted to John Kibble, of Glasgow, Gentleman, for Improvements in Apparatus for Propelling Vessels.—Sealed November 2, 1843.
“With an engraving. To all to whom these presents shall come, &c., &c.
“My invention, and the manner in which the same is to be performed, are fully described and ascertained in and by the following statement thereof, reference being had to the drawings hereunto annexed, and to the figures and letters marked thereon.
“Description of the drawings. Fig. 1, represents the side view of a steam-boat, having apparatus applied thereto according to my invention. Fig. 2, shews a side view separately of the apparatus used for propelling vessels. Fig. 3, is a transverse section of a vessel, with the apparatus applied thereto. Fig. 4, shows a plan. Fig. 5, a side view; and Fig. 6, a front view of part of the endless chain used, with paddles or floats applied thereto. These figures show the mode of constructing the chain and paddles or floats, which I believe to be the best for carrying out this part of my invention; and I would here remark, that I am aware that endless chains, with paddles or floats applied thereto, have before been proposed to be used for propelling vessels, but in such cases the wheels used for carrying and giving motion thereto were constructed with numerous teeth which entered between the parts of the chain, and thus moved the endless chains with their floats or paddles; but I believe such mode of giving motion to endless chains of paddles or floats never came into practical use, and I believe that the use of teeth on the wheels which carry and give motion to endless chains, are, for the purpose of propelling vessels, wholly useless and prejudicial; and the first part of my invention, although it involves the use of endless chains, consists in the employment of friction or surface driving of such endless chains on the wheels which carry and give motion to them.
“The endless chains used, consist of a series of bars or plates, a, a, combined together by pins or axes passing through their ends, as shown, and to these bars or plates, a, a, are affixed the floats, b, b, by means of eye bolts, c, c, which have pins or axes, d, d, passed through the plates, a, a, and through the holes in the eye bolts, as shown. The eye bolts pass through the plates, e, e, of the diagonal stays, the floats are secured to the diagonal stays by nuts and eye bolts, as shown, and will readily be understood on examining the drawing. g, h, are two wheels on each side of the vessel, the wheel, g, receiving motion from the main axis or shaft of the engines on board the vessel, and I prefer that the axis of the wheels, g, should be connected with the axis of the wheels, h, by connecting rods, i, though this is not absolutely necessary, as the endless chains will give motion to the wheels, h, h. The carriages or bearings of the axis of the wheels, h, h, are made capable of adjustment towards or from the axis of the wheels, g, as is well understood by engineers and mechanics, in order that the endless chain of paddles or floats may be kept suitably distended. The wheels, g, h, are grooved on the periphery, as shown, so that the chains cannot move out of the correct position, but there are no teeth to take into and between the parts of the chain, but the driving of the chains is simply effected by the surfaces of the wheels acting against the surfaces of the chains, which caused the chains to be moved, and it is this combination of surface contact of carrying wheels, g, h, with the use of endless chains of paddles or floats, which constitutes the peculiar character of this part of my invention. Another part of my invention consists of the use of flexible metal bands carrying floats or paddles, combined with suitable wheels for giving motion thereto by surface contact.
“Fig. 7, shows a side view, partly in section, of two wheels, g and h, with grooved peripheries, as before explained, having thereon an endless band of thin sheet metal, j, carrying paddles or floats. I would here remark that although I believe thin metal plates are the best suited for making the necessary endless band for receiving the floats or paddles, yet I do not confine myself thereto, as an endless band of wire rope may be employed in place thereof. The drawing shows the endless band to consist of a thin plate of metal, but several may be used, according to the strength required; on this plate are affixed the floats or paddles, k, k. Fig. 8, shows an edge view of one of the wheels and an endless band, with floats or paddles. Fig. 9, shows a plan. Fig. 10, a side view; and Fig. 11, a back view of the endless band, with floats affixed thereto. Fig. 12, shows a plate cut into the form which I have used when making the floats for carrying out this part of my invention. This plate, fig. 12, is to be bent up at right angles at the dotted lines, l, l, to form parts of two floats or paddles, the part between, l, l, being fixed to the endless plate, j, and the parts, m, m, of each two succeeding plates, fig. 12, are fixed together at their outer ends, n, n, being diagonal stays affixed to the floats of paddles, m. By either of the above arrangements, a series of floats or paddles may be carried by an endless chain, or by an endless plate, by which a considerable surface of floats or paddles can at one time be in the water propelling, by which that width of float boards necessary when using paddle wheels is avoided.
“Having thus described the nature of my invention, and the best means I am acquainted with for performing the same, I would remark that I do not confine myself to the precise details, provided the peculiar character of either part of my invention be retained. But what I claim is, firstly, the giving motion to endless chains carrying floats or paddles for propelling vessels by means of surface driving of wheels, in place of using wheels with teeth, which enter amongst the parts of the wheels; and, secondly, I claim the giving motion to endless metal plates or bands, carrying paddles or floats for propelling vessels by means of wheels, as herein described.—In witness whereof, &c. John Kibble. Enrolled May 2, 1844”
The invention garnered a fair deal of attention in the contemporary press.
“Invention for propelling steam-vessels.—As many of our reader are aware, patents have been taken out by John Kibble, Esq., a gentleman of this city, for a new system of propelling steam-vessels, the trial of which has been looked forward to with very great anxiety by all who take an interest in mechanics and steam-boat sailing. We are happy to be able to announce that a steam-boat of the most exquisite symmetry, built by Messrs Thomas Wingate & Co., for the purpose of trying this invention, at the joint expense of a few spirited gentlemen in Glasgow, started on Thursday last, on interim trial trip to, and returned from, Renfrew, with a number of gentlemen on board, who had the pleasure of witnessing the success of the invention to their most sanguine expectations. The principle of the invention is beautifully simple—there are two drums on each side of the vessel, with an iron chain wrought or turned on them by means of friction, which chain is studded with floats, so that in this way there is a direct propelling action of about twenty floats on each side of the vessel, instead of only two or three as on the common paddle wheel, out of which only one has a direct propelling motion in the water. This invention (and we congratulate the patentee on it) has five obvious great advantages over the common paddle-wheel.—First, almost no back-water; second, no surge of waves; third, free of the cumbrous paddle boxes now in use; fourth, no disagreeable vibrating motion which is at present so much felt in the revolving of the ordinary paddle-wheel; and last, though not least, increase of speed; so that no invention could, in our opinion, be better adapted for propelling vessels in canals or rivers, and we see nothing to prevent its application also to deep sea navigation. We understand the Forth and Clyde Canal Company are by permission of the patentee, now fitting up to ply in the canal, a steam-boat on the principle of the invention, which will, it is expected, be finished and ready to carry passengers on a very early day. We heartily wish this invention every success, as all such improvements are great boons to the community.—Reformers Gazette.”—in Greenock Advertiser June 7, 1844.
“Kibble’s Patent.—Another trial of the Queen of Beauty steamer, built upon Mr Kibble’s patent, was made on Thursday, after making several alterations for the purpose of increasing the steam, which hitherto was defective. The success of the present trip to Greenock and back to Glasgow has greatly surpassed any former trial. The trip to Greenock was performed in 1 hour and thirty-four minutes, returning, against a heavy tide, in two hours and fifteen minutes, which was equal to the quickest steamer on the river. Her steam is still limited, not having had more than 4 ¾ lbs. weight at the utmost upon the piston; but, after some farther alterations, the owners feel confident that their most sanguine hopes will be fully realized.—Herald”—in Glasgow Citizen, June 29, 1844
Glasgow Herald, July 1844
The problems of lack of steam dogged the vessel in her first season, but her backers were keen to have another attempt with a new boiler the following year.
“The Kibble Patent.—We observe the steamer built by this patent trust again lying at the Broomielaw. It was suposed, after her disappearance last year, that the patent had been unsuccessful, and that the vessel had been altered to the common principle, and sent somewhere to trade. It appears, however, that such is not the case; the proprietors of the steamer are as sanguine as ever that the new propellers will be found far superior to the common paddle, when the present deficiency in steam is supplied. A new boiler will soon be ready, and this being the only necessary alteration, we look forward with considerable interest to the renewal of the experiment this year, and wish it all success. The present will be an interesting year in the Clyde, from the number of new crack boats at present being built, and the Queen of Beauty, patent steamer, will have powerful enemies to contend with; still, when we consider the speed she attained last year under her deficiency, we may reasonably expect something far superior when the alteration is completed. All new inventions should have a fair trial before being condemned, and if this steamer is found superior in speed to boats built the same year, of similar power and mould, it will at once prove the superiority of the new propeller. However, we believe the proprietors expect that she will even cope with boats of a later date, greater power, and possessing all improvements suggested by last year’s experience. We may state, that we were much gratified, lately, in seeing a small steamer, on the same principle, called the Fire Fly, plying on the Forth and Clyde Canal. It appeared admirably adapted for canals, there being no surge whatever from the paddles, and the paddle-boxes being only about a foot wide on each side of the vessel. We are informed that, when this vessel has sailed without towing, her speed has at times reached 81/3 miles per hour, which has never before been attained on this canal with any amount of steam power whatever. This little vessel is well worthy of the attention of those interested in canal navigation; she is the property of the Canal Company, and is daily plying from Port-Dundas. This being the first boat built on this principle for canal sailing, its success is the best guarantee that it will soon come into general use; and experience, we doubt not, will suggest many improvements, by which a still greater speed will be obtained.—Argus” in Glasgow Herald, March 3, 1845.
“Kibble’s Patent for Propelling Vessels.—We are glad to learn that steam-navigation is now applied to canals with perfect success; a small steamer with Kibble’s Patent being regularly plying on the Forth and Clyde Canal, dragging swift passage-boats at a speed equal to that of horses. This patent consists of a pair of wheels at each side of the vessel, having an endless chain over each pair, with floats attached. These are put in motion by a shaft from the engine, the chains going round by the friction-hold they have on the wheel’s surface. We understand that considerable improvements will be made on the construction of future steamers to give still greater speed by this patent—but the present boat as it is, will, we are informed, drag more, with about half the power and at a greater speed, than can be done on the screw principle—and creates no surge whatsoever to injure the banks. Considering the very great saving and other advantages in using steam-power in place of horses, it is believed by those competent to judge, that Kibble’s patent will soon be in general use on all canals.”—Citizen.
Glasgow Herald, June 6, 1845
“Kibble’s Patent.—We observe that the Queen of Beauty steamer, which made its appearance last season, propelled by Mr John Kibble’s patent, and which, we understand, was very deficient in steam, has now got a new boiler, and is about to resume sailing on the Clyde. Her sailing last season was equal to most of the new steamers, even under every disadvantage. It is expected that, when put in proper trim, she will go far a-head this season, and rival the best steamers afloat. Another vessel, the Mars, has been built upon the same model, and of equal power, propelled by the common paddles. This will completely place the old paddle versus Kibble’s patent.”—Glasgow Citizen, May 24, 1845.
The optimism was to no avail and at the end of 1845 the Queen of Beauty was offered for sale.
Greenock Advertiser, December 2, 1845
There was clear interest in the backers of the patent to have the new propulsion method succeed but there was little interest.
The Queen of Beauty was purchased by Mr William Ainslie of Fort William in December 1845. Two years previously, a new tourist coach route to the Western Highlands in connection with the Loch Lomond steamer Waterwitch was instituted. A coach, the Marquis of Breadalbane, ran to Oban from the Inverarnan Inn, to which a small canal was dug from the head of the Loch. The existing Loch Lomond steamer, Lochlomond, surplus to the service with the arrival of the Waterwitch, was also purchased by Mr Ainslie. It was renamed Glencoe. A third steamboat, Maid of Morvern, then operating on the Moray Firth was also purchased by Mr Ainslie. With these three vessels Mr Aislie employed Queen of Beauty to sail from Oban to Fort William with a connection in the Caledonian Canal to Inverness with the Glencoe. Tours to Staffa and Iona from Oban were also offered.
Greenock Advertiser August 11, 1846
To prepare the Queen of Beauty for the new service, the patent propulsion was discarded in January 1846 and she was converted to a conventional paddle steamer. Her engine was replaced by a second hand engine made by Robert Napier that had been removed from the Leven, when that vessel was scrapped in 1841. The Queen of Beauty ran successfully through the 1846 season but is not mentioned in the press in the subsequent few years.
Leven’s engine
In 1849, Messrs G. & J. Burns took over the steamers from Mr Ainslie as they consolidated their hold on the steamship services of the Clyde and Western Isles.
In the meantime, The Messrs Wingate & Co. moved their shipbuilding yard from Springfield to Whiteinch in 1847 and began the construction of steamers at their new site. They had an order for two iron paddle steamers for the Leith, Hull and Hamburgh Steam Packet Co. that incorporated a number of improvements that had been designed and patented by Mr. David Napier. In 1848, a smaller iron paddle steamer, 159 ft long by 16 ft in breadth, also incorporating these improvements was built and was purchased by Messrs G. & J. Burns. She was named the Plover and the Messrs Burns used the vessel in connection with the Dumbartonshire Railway, then under construction between Bowling and Balloch. The Messrs Burns purchased a controlling interest in the Railway and also purchased, from Mr. David Napier his remaining interests in the Loch Lomond Steamboat Company.
Glasgow Herald, August 16, 1850
The Messrs Burns placed their steamer Pilot on Loch Lomond but shortly after her appearance in August 1850, she was holed on a rock and sank. Fortunately she was refloated and repaired and sailed on the loch later in the year but the venture was not a success and the Loch Lomond service was left to the Loch Lomond Steamboat Co. The Plover, however, continued to sail on her connection with the Bowling Railway.
Glasgow Bridge in 1850 by Samuel Bough. The two funneled vessel may be Plover.
The Plover appears to have been a smart and successful vessel the Messrs Burns, returned their newly acquired Queen of Beauty to her builders to be similarly fitted out.
“We observe that the Castle Company have made another handsome addition to their splendid fleet of river steamers. Some time ago the Queen of Beauty steamer was purchased by the company. Since then, she has been undergoing extensive alterations at the building-yard of Messrs Wingate and Co., which have just been completed. A considerable addition has been made to her length, and an improvement effected in the machinery. She is now furnished with two funnels, similar to the Plover and Duchess of Argyle steamers, the former of which belongs to the same company, and is reputed one of the fastest steamers on the Clyde. To mark the change of ownership, the name has also been changed, and she is now the Merlin.—North British Mail.” in Greenock Advertiser, April 12, 1850
Two articles on the transformation of the steamer appeared in the Artizan of 1850.
“Messrs. Thomas Wingate and Co., White Inch, are at present lengthening the steamer Queen of Beauty 20 feet. To have two perpendicular tubular boilers, and two funnels, to make her similar to the Plover, which vessel she will ply in concert with between Glasgow and Rothesay, &c. Length of keel and fore rake, 156 ft 11 in; breadth of beam,16 ft 7½ in; depth of hold, 8 ft 3 in, tonnage 220 74/94 tons. Two steeple engines, 70-horse nominal power. Cylinder 33½ inches diameter x 3 feet length of stroke; and revolving floats. To condense in double bottom in hull. To be named the Merlin.”—Artizan Volume 8 1850
And later in the year, a second article appeared.
“The Glasgow Castle Royal Mail Steam Navigation Company’s Iron Steam Vessel, Merlin. Built and fitted by Messrs Thomas Wingate & Co., White Inch, Glasgow, 1850. Builder’s measurement: length of keel and fore rake, 149 ft 11 in; breadth of beam 16 ft 7½ in; breadth of beam over paddle boxes, 31 ft 4 in; depth of hold, 8 ft 3 in; length of engine space, 29 ft 0 in. Tonnage: hull, 207 48/94 tons, contents of engine space, 73 5/94 tons; register 134 43/94 tons. New measurement: length on deck, 150 ft 8 in; breadth on deck, amidships, 16 ft 1 in; depth of hold amidships, 8 ft, 0 in; length of quarter-deck, 14 ft 5 in; breadth of quarter deck, 13 ft 0 in; depth of quarter-deck, 2 ft 8 in; length of engine space, 49 ft 0 in. Tonnage: hull, 153.44 tons, quarter-deck, 5.71 tons, total, 159.15 tons; contents of engine space, 68.30 tons, register 90.85 tons.
“A pair of steeple engines, of 70 horse nominal power; diameter of cylinders, 34 in x 3 feet length of stroke; feathering paddle wheels, (overhung,) diameter, 13 ft 1 in; ten floats, 5 ft 2 in x 2 ft 6 in; condensers in iron bilges of hull, consisting of 319 composition tubes I each, diameter 7/8 in x 10 ft—total 638 tubes; two auxiliary engines, one for feeding the boilers, the other for working the air pump. Two vertical tube boilers, the one before and the other abaft the engines, diameter 8 ft x 13 ft 10 in high, containing 884 tubes (composition), 442 in each boiler, diameters (varying from 1 1/8 to 2 in x 6 ft long; four furnaces, two in each boiler; two funnels. The frames of the hull are 2½ x 2½ x 3/8 in, and 2 ft 9 in apart; the bunkers hold 24 tons of coal, 7 tons 4 cwt. being the quantity taken on board for the station the vessel is plying upon, viz. Glasgow, Greenock, and Ardrishaig; distance from the latter, 50 miles; time 3 hours and 10 minutes average—the draft of water forward being 3 ft 9 in and 4 ft aft; total distance 71 miles, or, going and returning, 142 miles; steam pressure, 20 lbs.; average revolutions per minute, 44; consumption of fuel, 12 cwt. of coals per hour. The crew are 20 in number, viz.—7 in the captain’s department, 9 in the steward’s, and 4 in the engine room.
“A plain steamer, having no bowsprit, figure-head, or galleries; two masts, latteen rigged; common bow; squared stern and clinch-built vessel. Port of Glasgow. Commander, Mr. Peter Turner.”— Artizan, 1850.
In much of the contemporary press, Merlin was described as new and two pieces from the Railway and Shipping Journal were published in the Glasgow Herald, extolling the virtues of the patented condensers in both Merlin and Plover.
“New Steamer for the Clyde (From the Railway and Shipping Journal.)
“The Merlin, a new steamer, as just been fitted out by Messrs Thomas Wingate & Co., for Messrs. Burns, to form part of the latter’s system of Clyde steamers, and contains so many improvements and additions in the steam way to what have already been known on the Clyde, that we think a brief description of them will be interesting to our readers. The vessel is of the ordinary improved class of iron passage steamer that have been introduced within the past few years on the Clyde, and particularly since the opening of the Greenock Railway, to compete, as far as possible, with that swifter mode of conveyance. Instead, however, of being fitted with machinery of the ordinary description, she has had put into her engines of altogether a novel and peculiar modification. These elements consist in the mode of condensation adopted, and the method by which the air pumps are worked. The condensation, in the first place, is effected by distillation, namely, by conducting the steam into horizontal tubes 10 feet long each, that lie in iron boxes, placed in the bilges of the vessel on each side of the engines, through which boxes a continuous rush of water takes place as the vessel moves along; and the emptying of these tubes, in the second place, is effected by small steam engines working the pumps, altogether independent of and isolated from the larger engines. The great advantage of this is, that whether the vessel be moving or not, be stopped altogether, or slowed—the vacuum in the condensers is kept perfect by the continuous working of the little engines, and the boilers supplied by the distilled steam, as if the vessel herself were carrying on. When it is taken into consideration, therefore, how often accidents to machinery and boilers happen, when the vessel is put out of her regular action, the advantages of these improvements will be at once seen. It is proper, however, that we should state, before going further, that what we have described is not altogether an original discovery. This mode of condensation was contemplated by James Watt, it was attempted by Cartwright, it was extensively experimented upon by David Napier, and it was patented by Hall; but in consequence of drawbacks, which it is unnecessary to describe here, it has never been perfectly successful till now. In the case of Watt and Cartwright, the application being for land purposes, the disadvantages were found insurmountable, and in that of Hall, the modification being part of the engine itself, requiring a separate pump to effect a flow of water, the friction and loss of power became so great as to form a drag equal to a third of the work done, and hence these drawbacks led to its discontinuance altogether.
“The other improvements introduced into the Merlin are the feathering paddle-floats, which present a greater propelling surface, and D. Napier’s upright tubular boilers, which, being once filled with fresh water from the Glasgow Water Works, are enabled, in consequence of the condensation being effected by distillation, to be worked with the same security as if in a fresh water lake or river—for which they are best calculated—and to be always free of brine, no matter how salty or dirty the fluid may be, through which the vessel herself may be obliged to pass.. In addition (though not connected with the machinery,) the Merlin is steered from the platform betwixt the paddles; she has her cooking apparatus placed so that the smoke escapes by the main funnel; and she has all her windows, companions, and cabin entrances so placed that the deck, from stem to stern, is altogether unbroken and uninterrupted, as a promenade. Her cabins, too, are of a larger description than is ordinarily the case, the saloon being capacious enough for 100 passengers, and the fore cabin sufficiently large and roomy to give dining accommodation to 30 or more, at one time. Altogether, the Merlin is what we would call as perfect a specimen of a first-class Clyde steamer as could be desired, and such as we think will not be eclipsed for some seasons to come, her speed being no less than 10 miles per hour, as was proved on Saturday last, when, with her spirited owners on board, and a select party of friends, she effected the distance betwixt Glasgow and Ardrishaig, a distance of 80 miles, against the tide, and calling at the usual landing-places, in five hours and a-quarter, being considerably less time than the distance is generally done in even Messrs. Burns’s other crack steamers, under the most favourable circumstances.”—Glasgow Herald, April 20, 1850.
“Improvements on the Clyde Passage Steamers. (From the Railway and Shipping Journal.)
“There is an abomination that must have often been a subject of remark by those who frequent our Clyde passage steamers, namely, the terrific roar of steam, not to talk of the accompanying shower of dirty condensed drops of water—so destructive to ladies’ summer bonnets and gentlemen’s frilled shirts—that is emitted from the steam pipes of these vessels just before they start from the Broomielaw or Greenock quay, or, in fact, when they are brought alongside of any pier, or stopped at all. Then it is that the tourist discovers, that while all around is sunshine and brightness, on board there is worse weather than ever ruined the nap of his waterproof hat, or soiled beyond remedy the fast colours of her “warranted to wash” shawl befor. Near to starting time, the screeching of the steam pipe is as it were redoubled, whilst amid the shouting of porters—trying in vain to make themselves heard—the bawling of the captain, and the yelling of the quay police, the passenger has not even the satisfaction of making his accompanying friend hear that he “never will sail in a steam-boat again!”
“The vessel starts. In a moment where all was noise and confusion before, all is quiet and order now. There is nothing heard but the pattering of paddles, and sunbeams begin to smile. The former misery is forgotten till the vessel arrives at Renfrew; again forgotten till she arrives at Bowling; and so on to Largs or Rothesay, by which time, becoming more accustomed to the nuisance, the passenger has made up his mind that what he set out in the morning with as his second best clothing, is now his worst—what stood last in the inventory of his wardrobe having, in the meantime, been progressively dedicated to the Poor’s House or the Ragged School.
“Now, we would not take notice of this disagreeable subject were it not that a remedy for the disadvantages complained of, is a matter of the simplest and easiest attainment. We would not run the risk of annoying our steam-boat owners, whose each successive new steamer has happily bee described in the columns of the newspapers, as the perfection of model and the verification of improvement, did we not know that if they adopted the method leading to said remedy they would be the gainers instead of losers thereby, and the public would become greatly less sufferers at the same time.
“The cure of this evil lies simply in condensing the steam that otherwise escapes from the end of the pipe, near the top of the funnel, instead of discharging it amidst the smoke; and this could with the greatest ease be effected, were what is called the “air pump” of the engine made to work independently of the engine instead of along with it. In other words, it would be managed by devoting a small engine—called a “donkey”—entirely to the air pump, which would continue working while the larger engine was at rest; as under such circumstances, the steam, instead of being blown into the air, would continue to be condensed in the condenser, same as if the vessel were progressing—the course of its eduction being then simply from the boiler, instead of through the nozzles of the cylinders. By this process, likewise, a very great advantage would be gained, and which would more than compensate for the expense of the owners of the vessel might be put to in effecting the change: the power of the machinery would be augmented in proportion to what is required to work the engine conjointly with the air pump, and thereby the speed of the vessel would be increased, or, at all events, ought to be increased, in the same ratio. Not only so, but we are prepared to prove that many addition benefits would accrue from the adoption of this principle. The engine in a heavy sea, when perhaps its working is at times altogether stopped for some moments by rollers immersing, and even reversing the wheels, while the injection water continues rushing into the condenser—thus ruining the vacuum, and lumbering the air pump—would continue to condense, the same as under the most favourable circumstances, without requiring the engineer to stand by in anxiety and dread, as is often the case, to turn off the injection, and turn it on again.
“But some engineers may object to what we propose, as being a new principle, and one that has not yet been practically put in operation. To this we reply that, though perhaps such is the case so far as concern the ordinary condensing marine engine, it has been put in practical operation in the case of engines condensing by outward application—in other words, by distillation—a system the advantages of which have been proved beyond dispute, some months ago. The Plover, now employed in running in conjunction with the Dumbartonshire Railway, and the Merlin, lately employed betwixt Glasgow and Ardrishaig, but laid up for the winter, are successful instances of this detached mode of working the air pump; and though it is true that they condense their steam in tubes, without allowing water to come directly in contact with it, instead of in cast-iron chambers, having cocks to the outside of the vessel, there is no doubt whatever that the same principle could be applied to the latter, only the air pump, and consequently the donkey engine, would require to be a little larger than in the case of the former.
“That this mode of condensation by detached engines will come some day to be universally adopted in all marine engines, we have not the slightest doubt of, but lest the money that the alteration would cost should be grudged, we would suggest that even a cheaper method should be put into practice. This is simply to blow the steam into the water through the vessel’s bottom, instead of into the air—a process regularly and almost universally practiced on the Thames, and which, in consequence, makes the steamers on that river as pleasant again to sail in as those on the Clyde.
“To experience the delight of the thing, however, let any person step down to the steam-boat quay at one or four o’clock, and there he will see the Plover lying as quietly and orderly as if she had not an engine on board of her—for almost the click-clack of the industrious little donkey is unheard—while her sister vessel alongside is roaring into, and bedeaving the ears of her unfortunate passengers, as if a thousand tigers were concentrating their voices through the steam-pipe. Let them then observe the Plover slip quietly away without even a parting fizz, and without damaging a hat or bonnet, and then say if what we propose is not an honest suggestion, propitious to the peace-loving, and not prejudicial to the steam-packet interest.”—Glasgow Herald December 30, 1850.
The Merlin was placed on the Ardrishaig run from the Broomielaw but by the beginning of the following year, the Messrs Burns had disposed of their Clyde and West Highland fleet, the former to Messrs Denny and the latter to Messrs Hutcheson. The Merlin was included in the former and for her new owners, she continued to sail from the Broomielaw to Rothesay.
When they sold their fleet, the Messrs Burns retained services of the Plover, sailing in conjunction with the Dumbartonshire Railway to Bowling. However, on Wednesday, February 5, the Plover experienced a boiler explosion at the Broomielaw.
“Serious Steamboat Explosion.—About 20 minutes past 7 o’clock on Wednesday morning, while the Plover steamer was lying in her berth at the Broomielaw, previous to starting at half-past 7 for Bowling, in connection with the Caledonian and Dumbartonshire Railway, her after boiler burst with a tremendous explosion. By this accident William Dixon, the engineer, has lost his life, two of the firemen have been severely, if not dangerously scalded, and the steward and one of the seamen hurt, but their wounds, happily, are not of a severe character. The Plover is a handsome iron river boat, not yet two years old, with an engine equal to about 80 horse power, for which the steam is generated in two separate boilers, one before and the other abaft the engine. The steam pipes of both are connected, and there are separate safety valves to each. The boiler is what is called a “vertical tubular,” and stands about 16 feet high by about 8½ feet in diameter. The outer casing of the boiler extends from the bottom where it is joined to the lower edge of the fire-box, and rises to the level of the tube plate, where it assumed the form of a dome, and was joined by angle-iron to the top of the circular flue, upon which rested the funnel.
“This outer shell, forming the dome, was riven off horizontally in the line of the upper series of stay-bolts which attached it to the fire-box. One large piece, of about 60 square feet, was driven aft as far as the binnacle, carrying away with it the companion and the smoke tube of the cabin stove. The remainder of the dome was torn into three large pieces, and doubled over each other, spread out on the larboard side of the boiler. The gangway on which the steering wheel was placed amidships, was riven to pieces; the steering wheel broken off, and all the woodwork contiguous crushed to atoms. The funnel fell over the starboard side, crushing, in its descent, part of the paddle-box, but without injuring the wheel.
“The lever of the active safety valve (for there are two to each boiler) is broken, and the weights scattered. The valves appear, however, to be intact. The engine, as well as the other boiler, appear to have escaped without injury. Some idea of the force of the explosion may be formed from the fact, that a piece of iron about 28 lbs. weight had been thrown over some very high houses into Ann Street, a distance of perhaps 300 feet. The roar of the explosion startled the inhabitants over a large section of the city. Several of those living in Carlton Place, on the opposite side of the river, were awakened from their sleep in the idea that a dreadful thunder bolt had expended itself over the city.
“As far as appearances can warrant an opinion, the probability is, that the water was too low in the boiler, and that the tube plates had become partially red hot. On more water being pumped into it by the donkey engine, a highly elastic steam, equivalent in power and suddenness to an explosive gas, was suddenly formed, and at once blew off the dome of the boiler, without the possibility of being relieved by the safety valves.
“William Dixon, the engineer, was found as soon as the steam cleared away, lying on the larboard side of the engine near the burst boiler. Although breathing when taken up, he died on his way to the Infirmary. He was a well-behaved, sober, attentive man, and we regret to learn has left a wife and three children to deplore his untimely fate. One of the stokers, William Carson, is so severely scalded and wounded that his life is despaired of; but the other stoker, named Paton, who was attending the forward boiler, escaped with less injury. Lambert, the steward, and a seaman, M‘Diarmid, who had been placed on the gangway to examine passengers’ tickets, have also been injured, but not severely. The pilot or steersman of the steamer made a most miraculous escape. He had taken his position at the wheel, on the platfor1n amidships, but observing that he had left one of his mittens behind him, he retired towards the steerage to look for it, but scarcely had he left when the spot on which he had stood was blown into the air, and some of the fragments carried over a range of four-story into streets beyond. At first it was feared that some of the passengers might have been destroyed, but happily none of them have suffered, as they are now all believed to have been accounted for. Painful though the loss of life and injury to the person may be, it is a matter of extreme thankfulness that these are on such a small scale. Had the accident occurred at a later period in the day, when the Plover is usually well filled with passengers (for she was perhaps the swiftest steamer on the river, and consequently a great favourite), the consequences must have been most deplorable.
“The exploded boiler had been emptied the previous night to receive some repairs, and had been afterwards filled up by a hand pump, but, it is supposed, not sufficiently to cover the top of the fire-box; so that as soon as the donkey pumping engine was set to work the water would rise, as already stated, above the red hot tube plate and generate steam of an intense force. The Plover was built by Messrs. Wingate & Co. about two years ago, and was fitted up with engine, boilers, and condensers after the designs of Mr. David Napier of London.
“After the funnel and other parts of the wreck had been fished out of the water, the dismantled steamer was towed down to the lower part of the harbour on the south side, where she now lies. A strict inquiry into all the circumstances is being instituted by the authorities; and the depositions of witnesses have been taken by the Procurator-Fiscal, who examined the vessel in the course of Wednesday. Competent engineers have also been appointed to make a survey and report. As the engineer, however, who was the only man likely to know the real condition of the boiler is dead, and as the steam gauges and other evidences have been destroyed by the accident, it is possible that the information which we at present possess regarding this unhappy occurrence, is not likely to be extended.
“The last steam-boat explosion on the Clyde took place about nine years ago. This was in the case of the Telegraph, a small steamer with engines of a new and peculiar construction, which blew up at Helensburgh quay, when about a dozen persons lost their lives.”—Glasgow Herald, February 7, 1851
The Glasgow Herald on the 14th speculated that a carpenter had been on board and had not been accounted for. He was later found to be in good health. However, the stoker, William Carson, had injuries that proved fatal. The Plover was repaired and sold off the river to owners in Barrow.
The Merlin also experienced some difficulties, and, linked with the Plover, fell out of favor with the public.
“Accident to the steamer Merlin.—On Saturday evening, while the steamer Merlin, Captain Price, was on her passage from Glasgow to Rothesay, she got upon the Long Dyke, betwixt Bowling and Dumbarton, and sustained injuries which caused her to leak considerably. The accident was occasioned by the density of the fog which prevailed on the river, and which rendered navigation a work of considerable difficulty. The Merlin could not be removed from her dangerous position until the flowing of the tide at midnight, when she was towed into Bowling by the steamer Craignish Castle, with a good deal of water in her hold. We have not ascertained the extent of her injuries, but we understand her machinery has not sustained any damage, and it is likely her hull will be easily repaired. The Merlin, on the occasion on which she grounded, was proceeding to Rothesay, after having landed her passengers here at 8 o’clock p.m., to be in readiness to start from Rothesay on Monday (this) morning at 7:30. This arrangement was rendered necessary by a change in the hours of sailing of the Rothesay boats, which came into operation on Saturday.”—Glasgow Herald November 17 1851
The Merlin had a serious collision in the harbour of Glasgow towards the end of 1853, and after repair was offered for sale.
“Collision at the Harbour: Steamer Sunk.—On Tuesday morning and up till noon, a dense fog prevailed over the city, and especially on the river. At half-past ten o’clock the steamer Eclipse left the Bridge Wharf on her outward trip to Dunoon. About the same time the steamer Merlin left the lower part of the quay, where she had been getting overhauled, and proceeded up to take her berth at the wharf for Rothesay. So dense was the fog that the two vessels came into violent collision, bow to bow, when opposite Clyde Street; and it was immediately ascertained that the Merlin’s bow was stove in, and that the vessel was fast filling and settling down by the head. She was allowed to drop down the river a short distance from where the collision took place, and was got alongside of a vessel lying at the South Quay, into which not only did those on board escape, but a goodly number of portable articles from the cabin and elsewhere were got out before the Merlin sank, which she did in less than half and hour from the time she was struck. She now lies in the harbour with about 10 ft of her funnels above the surface. The Eclipse sustained little damage, and was able to proceed on her trip. So far as we have been able to learn, the collision was purely the result of accident arising out of the fog. It is a great source of satisfaction that no one sustained bodily injury from the unfortunate occurrence. Had the Merlin had passengers on board, and the collision taken place farther down the river, we might have had a much more unpleasant duty to perform; as it is, the sinking of the steamer will prove both annoying and expensive to the owners.” Glasgow Herald, October 22, 1853.
Glasgow Herald, June 19, 1854
In 1855, she was again offered for sale and was laid up in Bowling Harbour.
Greenock Advertiser, April 24, 1855
On the night of February 6, 1856, a great hurricane struck the West of Scotland causing severe damage all along the shores of the river and firth of Clyde. Steamers in Bowling Harbour were set adrift and dashed onto the dykes. The Glasgow Herald of February 11 had the following account:—“The steamers which were moored, or lying “in ordinary,” in Bowling Bay, were driven from their moorings. Almost the whole of the mooring posts were torn up, and, in consequence, the Bay presented a fearful spectacle of wreck and damage. The steamer Chancellor was driven upon the dyke, and the water washed in and out of her hold. The steamer Glow-Worm lay hard and fast by the bow on the same dyke; and the steamer Eagle was jammed between the other two vessels, with her back broken and her funnels meeting at the top through the effect of the fracture. The steamer Wellington has sunk in the bay; and the steam-yacht of Mr M‘Iver of Liverpool remains in a similar position. The steamer Venus has been stripped of her paddleboxes, and her paddle-wings have been carried away. The bow of the steamer Merlin was driven upon the river dyke, her stern being in the water, and the flood washing into her hold. The Invincible is in a similar position. The ships Eromanga and Cambria have been dismasted by the violence of the gale. A small smack ran into Bowling Bay during the night for shelter, struck against some of the steamers, and sank. Two men who were seen on board are supposed to be drowned. A raft of timber, containing four men, coming up the river, has not been seen or heard of since. Some small craft lay dry on the river banks, having been driven there with the flood.”
Remarkably, most of the river steamers were repaired and sailed the following season. All, in fact, except the Merlin, which went to the breakers.