The passage of commerce through the Forth and Clyde Canal was conducted mainly by horse-drawn barges until the 1850s, when the introduction of the marine screw that did not damage the canal banks, provided the opportunity for steam propulsion. The steam- or screw-lighter is generally acknowledged to date from 1856, when the barge, Thomas, was fitted with a steam engine and screw propellor by the Forth and Clyde Canal Company, and allowed to ply between Grangemouth and Glasgow. Steam lighters on both the Clyde and the Forth were not unknown by this time and there are some inklings that other experiments were also in progress such as the following court proceedings from 1854 that mentions a screw or lighter on the Canal.

“Sheriff Criminal Court.—The following cases at the instance of the Procurator Fiscal have been disposed of summarily at this Court, before Mr Sheriff Robertson, during the past fortnight: —William Turnbull and George Laird, boatmen on the Forth and Clyde Canal, were charged with the theft of quantity of pig iron, forming part of cargo entrusted to their charge for conveyance in a screw or lighter along the canal from Glasgow to the Falkirk Iron Works; they pleaded guilty, and Turnbull was sentenced to 60 days’ imprisonment, and Laird, on whose behalf certain extenuating circumstances were stated by his agent, received a sentence of 30 days’ imprisonment.”—Falkirk Herald, March 9, 1854

These early screw- or steam-lighters became known as puffers as a result of the exhausting of uncondensed steam through the funnel that caused a “puff-puff” sound. Restricted to the canal, there was no need to use condensers as there was always a supply of fresh water to hand. The experiment carried out by the canal engineer, James Milne, with the Thomas in 1856, was a success and indicated the sanctioning of steam propulsion on the Canal. Early adopters were the Carron Company who had two steam-lighters built at Govan by Messrs George and James Thomson. The Company named these vessels for the Canal, No. 1 and No. 2. It should be noted that the Company had been using lighters on the Carron and the Forth for some time but they were generally not designed for canal work.

“Screw Steamers for the Canal.—The Carron Company, so justly celebrated for many things— among others, the fleet of screw steamers which they have established for their London and Grangemouth traffic—have placed screw lighters upon the Canal for the conveyance of their goods from Grangemouth to Glasgow, and vice versa. These lighters are two in number, and have two small oscillating high-pressure engines, with a three-blade screw-propeller. The lighters admirably serve the purpose for which they are intended. Their size is limited to enter the locks, and they are about 80 tons burthen. They were built by the same eminent firm who furnished the last two steamers for the Carron Company, viz., Messrs George and James Thomson, ship-builders and engine-makers, Glasgow, and reflect credit on their ingenuity and workmanship. The great objection to steamers upon the canal was the agitation they made in the water, by which the banks were injured. This objection, however, has been obviated by the application of the screw.”—Falkirk Herald, June 18, 1857

The dimensions of the steam-lighters for the Canal were restricted by the 70 feet size of the locks. These early vessels were between 60 and 67 feet in length and between 15 and 17 feet in breadth, with a depth of 6 feet. Some did not have a mast, but a mast with a derrick attached became universal to aid loading and unloading.

An early account of the history of the Canal contemporaneous with the introduction of steam is worthwhile presenting here.

“The Forth and Clyde Canal, and Grangemouth.—What navigation has done and is doing for commerce, it would be hard to estimate. Inland trading undoubtedly plays a very significant part in our realm of commercial enterprise, but it takes no far stretch of observation to understand that the advantages of an export and import business with countries far removed by a wide expanse of ocean add immensely to our stores of achievement and wealth. The canal and seaport which form the subject of this article have been long conspicuous in the sphere of trans-marine merchandise. A review of their past, and sketch of their present, may therefore interest those intimately connected with their agencies; and while we communicate the little we know respecting their origin and history, we may perhaps awaken bygone associations which had got dim in the memory of the life-worn. Such is our most ambitious hope and effort. The project of forming a navigable canal between the Forth and the Clyde, so as to connect the eastern and western seas seems to have been entertained in Charles the Second’s reign. The matter, however, went no farther than a scheme-proposition, and in 1723 the idea was again revived, but only resulted in a survey and report being submitted to Government. Lord Napier, in 1761, was the first to enter upon the enterprise with earnestness. At his own expense, he instituted a second survey, which was immediately followed by another from the celebrated Smeaton, who, at the request of the Board of Trustees for the encouragement of Fisheries and Manufactures in Scotland, estimated for a canal, five feet deep, at a cost of £80,000. The Glasgow merchants, on the other hand, thought that a cutting four feet deep would be sufficient, the estimate for which was £30,000. But, instead of smaller, a larger work was finally arranged for. The Scottish nobility and gentry interesting themselves in the undertaking, obtained the sanction of Parliament in 1768 for a canal seven feet deep, which was begun on a subscription of £150,000. The joint-stock of the Forth & Clyde Navigation thus consisted of 1500 shares of £100—the holders of five shares to vote by themselves or proxies, and be eligible as managers. Here is a rhyme which was popular our district many years ago:—

“The great Sir Lawrence of West Kerse,—He was the first who broke the grass,—And on the same a feast did lay,—That all might jocund be that day.”

“So the work was commenced; but the company ultimately found the capital insufficient for its completion. Under this embarrassment the canal proved an unprofitable speculation. In 1784, Government was applied to, and from the rents of the forfeited estates, subscribed £50,000, which enabled the proprietors to renew operations. On the 28th of July, 1790, the navigation was opened from sea to sea. The other day we had Victoria, our beloved Queen, inaugurating the Loch Katrine enterprise, and we question whether that occasion, although graced by royalty, was more multitudinous and exciting. The reader will believe that the opening of such a gigantic undertaking 70 years ago was regarded as no ordinary incident. The ceremony was performed by the chairman of the company pouring into the Clyde a hogshead of the Forth. Now a profitable and brilliant future awaited the canal. In 1810 the revenue produced was £40,000, while in 1793 it only amounted to £12,000. But for such navigation, prosperity might have safely been anticipated. There was free and ready access offered to the principal seaports of both countries, such as from Leith to Glasgow and Liverpool, and vice versa. Certain seasons, of course would be more enriching than others. In 1826 we find the dues down to £32,000, but in the last report, published a few weeks ago, the gross receipts are given at £51,000, the company paying at the rate of 6½ per cent, on one-and-a-half millions of capital. Those who travelled when the track-boats were in their golden days may very naturally surmise a diminution of revenue now that the locomotive has monopolised passenger traffic by annihilating space. They think of the absence of that bustling business which characterised the canal when “swifts” and “howlets” plied so briskly. Perhaps the heaviest gains were reaped when George IV visited Edinburgh country. ’Twas then that the whole country flocked to see the king; and that merry-going navigation was a harvest field for more than the shareholders. We sit many an hour in these long winter nights and hear the story of the “good old times” told by one who knew them well. What an interesting series of life-dramas our notes would make! Bu it the introduction of steam ruined the canal in its passenger department, it enriched it the more in commercial freights. When the water course was first constructed, it was expected that the larger vessels themselves would trade from ocean to ocean, but, with the increase of traffic and other progressions, lighters ply with cargoes to and from the sea-going ships. Another improvement is at present on foot, which, in a short time, will greatly do away with the horse labour on the canal. It is the convenience and superior advantages of the screw propeller. The Carron Company have had several steam-lighters at work for some months past, while the canal company have also a few, and are busy adapting other crafts to the same propelling power. Such movements surely speak of the prosperity of the old navigation with its locks and aqueducts; and this reminds us that we have yet to describe its external appearance. Referring to the statistical table, we have the entire length of the canal set down at 35 miles, its locks 39 in number, and its highest altitude 156 feet. The country through which the cutting winds requires no comment, being well known to all in our neighbourhood. To us the most interesting district is the hill-side immediately above Camelon. It was here where Charlie’s men slaughtered and fell in the last century, and an old representative of “our house” has told of himself and spouse having stood in a field above the Carron, where they watched the war-horses bounding riderless across the plain from the scene of battle. The wall of Antonius, it is known, run pretty near this line of water, and there are other historical associations which should not be passed. We promise to return to them anon. The wood-yards, the chemical works, the potteries, and iron foundries that crowd the banks of the canal around our own vicinity, need only be summarily noticed. Our business-doing seaport, into which the waters flow, will now be briefly sketched.

“Grangemouth was originally designed by Sir Lawrence Dundas, of Kerse House. In 1777 he laid the foundation of its first building, and although the population has not swollen immensely, Grangemouth, from its earliest days, been a thriving and stirring seaport. Of its past we mean to say nothing further than its present may suggest. As it is now, commerce is in hopeful bud, and looking forward, we can see a town of larger pretensions flourishing upon the banks of the Carron. So centrally situated between the eastern and western seas, prosperity cannot fail to shower down its richest favours upon our docks and shipping. Let us therefore work out this greatness patiently, and with the arm of vigorous enterprise. To give an idea of the trade presently done, there are somewhere about 1200 coasting vessels in port yearly, 500 foreign ships, while the home-traders ply in multitudes. The chief imports are Baltic timber, grain, flax, fruit, &c, and the exports are pig-iron, coals, brick, and chemicals. A steamer for Hamburgh sails fortnightly, and there is a similar communication with Rotterdam once a-week. But the Carron steamers give the grandest show to the wharves, and there are three basins in all. The “screws” sail for London twice a-week with Carron goods and other freights. They form a stately line of ships, and are known respectively as the Thames, the Clyde, the Forth, and the Grange. The new dock, which was opened on the 31st ult., will be prized by merchantmen. This is one of the steps forward. It is a large basin with a width of some 200 feet, and is built in connection with the old dock. The masonry is not yet finished, and we should think the deepening will occupy another year at least. Lighters and scows, however, can be accommodated even now. The substantial and beautiful appearance of the work says much for Mr Paterson, who is contractor. It was here where the Grange burn ran for its union with the Forth. A pretty large streamlet to have a breadth of 20 feet and a depth of 14. As titles are given men when they rise in greatness, so should it be with “burns” when they enlarge themselves in power.”—Falkirk Herald, November 10, 1859

The Locks in the Canal are numbered from the Grangemouth end, and this pictorial essay begins in Grangemouth docks.

North Basin Street, Grangemouth

The steam lighter in the background of this photograph, loaded with casks, perhaps of whale oil, has an unusually tall funnel, likely indicating that she had a return-tube boiler requiring a greater draft that with the more usual donkey boiler. Some of the lighters of the Leith, Hull, and Hamburg Steam Packet Co., were so equipped and were named by single letters of the alphabet.

Canal Street, Grangemouth

Canal Street, Grangemouth

Hero at Grangemouth with a cargo of wood

The Hero was built of iron in 1896 by Messrs J. & J. Hay at their Townhead yard and was of typical dimensions for the Canal, being 66 feet in length by 16¼ feet in breadth and 5¼ feet in depth. She was launched on 30 November 1895 and her engines were rated at 15 h.p. She was fitted with a refurbished boiler with a working pressure of 60 lbs. per square inch.

On a journey from Grangemouth, once through the first two locks at the seaward end, the Canal is crossed by the Dalgrain bridge. Dalgrain was a bascule or draw bridge, with counterweights to assist raising and lowering by hand. It opened in the middle to allow the canal craft to pass.

Barge Bella near Grangemouth

A Barge coming through Dalgrain Bridge

Dalgrain Bridge; the bridge-keeper’s cottage is the round building on the right of the lock.

Locks 3, 4 and 5 raised the level to Bainsford. It was on this passage, at Lock 4, that the Hero experienced a boiler explosion on February 4th, 1897.

“Boiler explosion on a canal lighter at Falkirk.—Two men killed and one severely injured.— A fatal boiler explosion occurred-on the steam lighter Hero, belonging to Messrs J. & J. Hay, shipping and forwarding agents, Glasgow and Grangemouth, whilst the, boat was in No. 4 Lock of the Forth and Clyde Canal at Falkirk yesterday at noon. By the explosion the master and engineer of the boat were killed, and several other persons were injured. It appears that the lighter was being lowered from the higher to the lower lock when the explosion occurred. The master, named Robert Shaw, who resides at Port-Dundas, was thrown a considerable distance into the air and expired almost immediately. The body of the engineer, named James Baxter, who resided at Milton Street, Campsie, had not been recovered by last night, and it is supposed that it is beneath the lighter, which is sunk in the lock, a complete wreck. The mate of the boat Henry M‘Cann had a narrow escape. He was raising the sluice of the lock at the time the explosion occurred, when he was carried by the force of the explosion along the canal a distance of 30 yards. Fortunately he landed in the water and swam ashore uninjured. On being interviewed M‘Cann stated that the lighter left Grangemouth at 11 o’clock for Lochburnie, near Maryhill, with a cargo of pig iron. When approaching the lock opposite the Abbots Foundry he swung himself ashore by means of the derrick to make ready the lock for the reception of the boat. On the boat entering the lock he shut the gate on the towing-path side, and James Moore, lock-keeper, shut the gate on his own side. While he was thus engaged, Baxter was making fast the boat and Shaw was at the tiller. M‘Cann went forward to raise the sluice, and while he was engaged doing so the explosion took place, hurling him from his position into the water. He swam to the bank on the lock-keeper’s side, and on reaching the ground found Moore lying bleeding about the head. The boat was still in the lock, but was entirely covered with water. Shaw had been blown into the roadway, and was very much mutilated, while Baxter’s body had disappeared.

“Moore, who is an old man of 70 years of age, was, it appears, knocked down and severely injured by a piece of iron, the most serious injury being to one of his eyes, of which, it is feared, the sight has been lost. Apart from the unfortunate occurrence on board the boat itself, serious damage has been done to the adjoining property, considerable damage being sustained by the Abbots Iron Foundry Company, whose premises are adjacent to the canal. Large pieces of the boiler were blown a considerable distance, the largest part striking the corner of a brick building forming part of the foundry premises and knocking down a portion of the brickwork. Another piece found its way to the top of a two-storey tenement, and knocked a hole in the roof of a room where there was a man in bed, who, however, escaped injury. Other pieces of the boiler found their way into the foundry through the roofs of the moulding shops and warehouses, and some of the work-men had narrow escapes. The sound of the explosion was heard a long distance away, and the force of it broke a good many windows in the tenement of dwelling-houses opposite the lock. Two women were rather severely injured. One of them named Mrs Fleming, was struck on the head with a piece of debris which came through the window. Another, named Mrs M‘Intyre, whilst washing , in the front of the window of her house was struck on the hand with a piece of wood and severely cut. Later in the afternoon the water in the canal reach between locks No. 3 and 4 was run off, and it was seen that the lighter was a total wreck, and that it would be some days before the 100 tons of pig iron which it contained could be removed and the wreck lifted to allow of traffic at that part of the canal being proceeded with. Mr Clapperton, manager. of the Canal Company; Mr Wilson, engineer; and Mr Hay, senior partner of the firm to whom the lighter belongs, were present during the afternoon, and gave instructions for the removal of the wreck and the recovery of the body of Baxter. Mr Hopkins, the Grangemouth manager for the. firm, states that the vessel was only six months old, and as the only survivor of the crew of three men was unable to say at what pressure , the boiler was working prior to the explosion, he can give no reason for the explosion having occurred. Both the men who were killed were married, and leave wives and families. The news of the explosion spread rapidly, and during the day the scene was visited by crowds of people from the town and district.”—Glasgow Herald, February 5, 1897

The subsequent inquiry makes interesting reading regarding the conditions under which the steam lighters operated. The narrative of the report is presented here.

“The recent fatal boiler explosion near Falkirk.—Decision of the Board of Trade Inquiry.—Sheriff Russell Bell, in the Falkirk Sheriff Court on Monday, gave the decision of the Commissioners in the Board of Trade inquiry, recently held at Falkirk, into the causes and cirumstances attending the fatal boiler explosion on board the lighter Hero on the Forth and Clyde Canal, near Falkirk, on the 4th February.

“Remarks.—Messrs J. and J. Hay (Limited) are large carriers by water on the Forth and Clyde Canal, a chief part of their trade being the transporting of pig-iron from Grangemouth to Glasgow, and various points of the neighbourhood when foundries and forges have a canal frontage. For this purpose they employ a fleet of small steam lighters. These vessels run empty to Grangemouth, and there wait their turn to load. The detention at Grangemouth is very variable, and largely dependent on the degree to which the weather affects the movements of incoming steamers bringing the iron from England and the Continent. The practice is to pay the master and deck hand of the lighter, who compose the crew, by the trip, but to pay the engineer a fixed wage. Shaw, the master, and M‘Cann, the deck hand, wero receiving 17s a trip; Baxter, the engineer, a wage of 24s a week. It was, therefore, in the interests of the crew, but not of the engineer, to make as many trips as possible in the week, and therefore, when loaded up at Grangemouth, to push on to Glasgow, in order to get back Grangemouth, and secure as early a turn as possible for re-loading. The explosion, which is the subject of this inquiry, occurred on board the steam lighter Hero, one of the fleet of Messrs J. and J. Hay while in the course of passing through Lock No. 4 of the canal, about three miles Grangemouth, and close to Falkirk, when on the trip from Grangemouth to Glasgow, on Thursday, 4th February. The Hero was fitted with an ordinary upright donkey boiler of the type commonly use on board such vessels. It was of the usual form of an internal fire-box, with a dished crown, encased in an outer casing of similar form, but greater height and diameter, the shape between the two bell-shaped cylinders containing the water and steam, and there being two cross water tubes running at right-angles to one another through the fire-box to afford greater heating surface. This boiler was supplied with the usual fittings, including a safety valve, with valve seat 2½ inches in diameter and regulated by a Salter spring balance. The boiler was set in the after end of the lighter with nothing but the engine space between it and the stern post. Messrs J. and J. Hay (Limited) are in the practice of keeping several spare boilers, of the type and sizes used by them in their repairing shed, so that when a boiler requires overhaul it can unshipped, and a spare duplicate put in its place without loss of time. In this way the history of each boiler is sometimes lost sight of, in this case it was impossible to trace either the age or the maker of the boiler in question, but it was proved that it had been thoroughly overhauled prior to December, 1895, in which month, having been tested by hydraulic pressure to 140 lbs., it was shipped on board the Hero, and continued at work until the explosion of February, 1897. When in use it received a quarterly inspection and was thoroughly scaled and examined by Messrs J. and J. Hay’s (Limited) own men. The repairs which it received prior to being again put in use in December 1895 consisted in the removal of the lower course of plates both in the fire-box and shell. These plates like the rest of those which composed the boiler, had originally been of 3/8th inch iron, but they were replaced by plates of 3/8th inch steel. Messrs J. and J. Hay (Limited) usually executed their own repairs, and we are satisfied that the repairs in question were thoroughly and efficiently done. After the boiler was set up in the lighter, the Salter balance was adjusted for the valve to blow off at 60 lbs., which was intended to be the maximum pressure of the boiler, and was a proper maximum pressure for a boiler of the class. It appeared, however, from the evidence, that at some period, the setting of the Salter balance had been tampered with. In the beginning of January, Mr John Hay, J. and Jr. Hay and Company’s manager, happened to observe the Hero passing him while he was engaged at the company’s slip in Kirkintilloch, and, being of opinion that she was applying too much steam, he told their engineer, Richard Fletcher, the next time he saw him to go aboard the Hero. This Fletcher did about the 21st of January at an early hour in the morning before the engineer had come aboard. He found the Salter balance had been altered from a pressure of 60 lbs. to one of 78 lbs., and as a result of his interviews with the men that although likely the alteration, had been made by the engineer, Baxter, it had been at the instigation of the master, Robert Shaw. Both these men were killed by the explosion. Fletcher restored the Salter balance to a blow-off pressure of 60 lbs., and, getting from the works a short ferule or piece of tube of requisite length, he put it over the spindle of the balance before adjusting it, so that it could not be screwed down to beyond the 60 lbs mark without removing the ferule. At the same time he particularly warned the men, as he had done before, not to meddle with the balance or safety-valve, and received the engineer’s promise that he would in future attend to these instructions. Fletcher, however, did not take steps, as he should have done, to report to Mr John Hay. He candidly admitted that, it so happening that he did not see Mr Hay between the date of his inspection and of the accident, he did not go out of his way to seek for him in order to report, being satisfied with Baxter’s promise, and being unwilling to be the medium of getting him into trouble. His reticence was a breach of duty, the consequences of which had been serious, as both Shaw and Baxter should, and doubtless would have been dismissed, but Fletcher’s conduct in the performance of his duty generally has, we are are satisfied, been careful and vigilant, and we attribute his failure on this occasion to error in judgment rather than to neglect. In the beginning of February business was unusually brisk at Grangemouth, and there was a prospect of the Hero being able to make an extra trip in the first fortnight of that month. Full work means two trips in the week, but by good fortune at a busy time it is possible for the lighters to run five trips in a fortnight. She had been loaded up on Saturday night, 30th January, and made her first run to Kerr’s near Glasgow, on Monday, 1st February, and, having discharged there, left for Grangemouth on Tuesday afternoon, 2d February. She lay at Grangemouth waiting her turn, till the morning of Thursday, 4th February, and left at eleven o’clock that forenoon with a cargo for Lochburnie, near Maryhill, expecting to arrive about nine or ten o’clock at night, so as to get back to Grangemouth on the Friday, and load up another cargo before the week end. She reached No. 4 Lock, which is the second lock from Grangemouth, and about three miles distant, at twelve o’clock, or thereby and at once passed into the lock. M‘Cann, the deck hand, as was usual jumped ashore to aid the lock-keeper, and was in the act of raising the lock sluice when the explosion took place. He was thrown into the canal by the force of the explosion, although not otherwise much injured; but the old man Moore, who kept the lock, was struck by the flying debris from the boiler, and his injuries are of a most serious character. Steam must have been shut off for not more than two or three minutes while the lighter was passing up the lock with its own way, but this interval was quite sufficient, if the safety-valve was not working and the fire strong, to raise the pressure in the boiler even to bursting point, which, on the evidence, we are satisfied was over 200 lbs. of pressure. We have no hesitation in coming to the conclusion that the explosion was due to a sudden and excessive rise of pressure, and we regret to have to add that little doubt was left in our minds that this increase of pressure was due to culpable conduct on the part of the engineer, and more than probably, of the master. Our conclusion is based upon the following considerations:—1st—No trace of wasting was found in the plating of the shell. Some of the ruptures indicated a certain amount of lamination, but we are satisfied that these ruptures are incidental, and not primary. 2d—The witnesses were agreed, and their view was confirmed by our own inspection, that the primary rupture took place in the lower circumferential seam of the shell, where it is riveted to the flange of the fire-box. This rupture took place at the point where the pressure is naturally greatest, and where the plate is weakened by the riveting, but it occurred not in the old iron, but in the new steel plates, which appeared to be of excellent material, and sufficient thickness, 3d—deficiency of water was clearly negatived by the fact that the fire-box was found to be perfectly sound, showing no symptoms of overheating. 4th—The explosion was of such an excessively violent character as to indicate that the boiler must have been under very high pressure. The whole lower seam was ripped up round the entire circumference of the boiler, and shell practically turned outside in, like an umbrella in a gale wind. The engines were wrecked and the hull of the vessel opened out, the stern post and rudder being bent, so that she instantly filled and sank. Certain fragments of the shell, particularly where there were fittings or other attachments, were accidentally broken off, and thrown to a great distance. 5th—On careful examination of the safety-valve and lever, we were compelled gravely to suspect that those had been tampered with. The safety-valve, with a valve seat or opening 2½ inches in diameter, although smaller than modern practice would dictate, was sufficient for the boiler. The spindle was found to work very stiffly but we could not deduce any satisfactory conclusion from this fact, as the valve had lain for some days in the bottom of the canal before it was recovered. The Salter balance was too much damaged to give any indication of its setting at the time of the explosion. But the lever bore markings indicative of an iron or hard-wood wedge having been inserted between its upper edge and the bend of the guide, and between the guide and the fulcrum it was bent in such a way as to indicate that it had been unable to respond to the pressure of the valve spindle. We are unable to say positively that the lever had been wedged down, but these appearances, coupled with the fact that the Salter balance had been found tampered with but a fortnight before, and with the interest of the master to make a rapid passage, occasioned very grave suspicion in our minds that the safety-valve had been intentionally and culpably rendered inoperative by or on the instigation of the men who met their death by the explosion. M‘Cann, the deck hand, represented himself as not cognizant of any tampering with the safety-valve or balance.

“In the circumstances, we have say that Messrs J. and J.Hay (Limited) are entirely free of responsibility or blame in the matter of this explosion. As regards Richard Fletcher, their foreman engineer, we are glad to be able to say as already noted, that we think the mistake he committed was due to error of judgment, which, we are sure, no one regrets more than him-self, and not to any culpable negligence; for in the general performance of his duties, his conduct appears to have been most satisfactory.”—Falkirk Herald, March 6, 1897

The Hero was repaired and returned to service. She was broken up in 1948 at Kirkintilloch.

The next Lock on the Canal, Lock 5, raised the level to Bainsford.

Approaching Lock 5 from the East

 

The Carron Company’s Lighter No. 5 at Bainsford heading east. Like Hay’s lighters they trafficked mainly in iron from the Carron works to the various foundries and other industries around Glasgow, returning with coal.

Beyond Bainsford, a staircase of eleven locks raised the canal through Falkirk to Camelon and on to Lock 16, where there was a junction with the Union Canal at Port Downie.

A heavily laden puffer “sniffing the bottom” at Parkhouse between Locks 6 and 7. She is an inside boat, restricted to the Canal and with no mast or derrick.

 

A Horse-drawn barge at Lock 9. The barge is heavily laden with little freeboard.

 

Afghan and Carron Lighter No. 16 Camelon Bridge

The Afghan was typical of her day; 66¼ feet in length by 13¼ feet in breadth and 5½ feet in depth. She was used mainly in the coal business, here delivering coal to the Rosebank Distillery on the canal banks.

“Trial trip.—The trial trip of the steam lighter Afghan—recently launched from the building yard of Gilbert Wilkie, Port Downie, to the order Messrs James Gardner & Sons, coal masters, Kirkintilloch took place on Saturday last. The course run was from lock No. 16 to Kirkintilloch, which was accomplished, including stoppages, in about 2½ hours. The Afghan is fitted with diagonal high-pressure steam engine, the cylinder being 12 inches in diameter, with a 14-inch stroke. The steam is supplied multitubular boiler of a new design. The engine and boiler were made by Mr Peter Taylor, engineer, Falkirk. The result of the trip was highly satisfactory. The way both boat and machinery behaved reflect the highest credit on the builder and engineer.”—Falkirk Herald, July 31, 1880

“Boatman drowned in the Forth and Clyde Canal. —Early on Saturday morning, it was reported to the police at Camelon that a drowning accident had occurred on the Forth and Clyde Canal, by which James Lawson, employed as skipper board Mr Gillespie’s steam lighter Afghan, lost his life. It appears that, previous to the accident, Lawson had occasion to board the Carron Company’s lighter No. 5, at Camelon Bridge to speak to the skipper of that boat, and had remained on board till lock No. 10 had been reached. At this point Lawson went to the side to get to his own boat, when he accidentally fell overboard, and, before assistance could be given, was drowned. It is surmised that he had been stunned by the fall. The body was fully half-an-hour the water ere it was recovered by means of grappling irons. Deceased, who was 33 years of age, was unmarried, and resided with a sister at Redding.”—Linlithgowshire Gazette, September 3, 1898

The Carron Lighter, No. 16, seen coming through Camelon bridge was built in the 1880s and it should be noted that she had no mast or derrick.

Camelon was the scene of a particularly horrendous event when the lighter, Calder, capsized.

“Falkirk.—Boat swamped at Camelon—One man drowned, and two imprisoned foreseen hours.—In this district comparatively little damage inflicted, although the storm was very severe. On Tuesday morning, however, a very sad affair occurred on the Canal at Camelon Bridge, which resulted tie death of the master of an iron steam lighter, and the imprisonment of two of his companions almost below water for about seven hours. From information obtained it appears that the steam screw Calder, laden with between 60 and 70 tons of pig iron from Calder Iron Works, bound to Grangemouth, put up at Camelon Bridge on the Canal on Monday to remain until the following morning. About 10 o’clock, the crew, consisting of Thomas Baird (53) the master, John Hamilton, and James M’llroy, a boy 14 years of age, retired to rest in the fore castle of their boat. Nothing further was seen or heard until between six and seven o’clock the following morning, when the lighter was discovered to have been unset, and one side sunk in the water, about two feet being above. The alarm was raised, and Mr Spence, the canal overseer, was informed of the disaster. He, in course of the morning, proceeded to Glasgow, as supposed, to consult with the authorities of the canal as to running the portion dry where the lighter with its unfortunate prisoners was swamped. It was generally believed that the men were blocked up in the forecastle, and must have been drowned or suffocated when the calamity occurred, and, in consequence, no efforts were made to run the canal and ascertain the fact. Sometime between 10 and 11 o’clock information reached the Falkirk Police Office, whereupon Supt. M‘Donald and Sergt M‘Gregor repaired to the spot. Shortly thereafter it was said by some of the numerous spectators that a noise was heard in the forecastle, and after a man got upon the top of the lighter and tapped on the iron near the forecastle a faint moan cry was heard. This being announced, the crowd was horror struck, and Superintendent M’Donald at once directed that the locks be opened and the water run, whatever the consequence might be. This was promptly done, and in less than 30 minutes the water had so far run out that nearly half the face the forecastle was exposed. A punt was procured, and a few willing men with strong picks, &c, smashed the top of the cabin, and to the great astonishment of all the boy M‘llroy was dragged out in helpless and unconscious state, but alive. Immediately after, the mate, Hamilton, was also dragged out in a pitiful state. Baird, the master, was lying in the bottom of the cabin quite dead and stiff. The survivors were carried to the nearest house (Mr Webster’s, Blue Bell Inn), and Dr Hamilton having been sent for and promptly arrived, applied the requisite restoratives with good effect. Mr Ralph Stark, of Camelon, was present all the time, and was very anxious as to the fate of the crew, exerting himself in a praiseworthy manner attending to the survivors after their delivery. Others, whose names we have not ascertained, were also anxiously and actively engaged. It is supposed that the boat must have been upset about four o’clock in the morning. Hamilton says that after the boat sank he and the boy had cried over and over again, but all in vain, and they had thus continued their horrible prison up to the neck in water, and occasionally over their mouths. The wonder is that they survived so long blocked in a narrow bunk, almost choked with water, and for want of air. They are both, we are glad to say, doing well.”—Falkirk Herald, December 20, 1873

Horse-drawn barges provided some competition for the steam-lighters. Here is a horse-drawn barge passing through Lock 13 on its way to Gragemouth.

 

Comet, westbound, at Lock 15.

The Comet was a product of Messrs Scott & Co., Bowling in 1882 for Messrs J. T. Salvesen & Co., Grangemouth, and was 66½ feet long by 17¾ feet in the beam and 8 feet in depth. She had a long but eventful career, once sinking in the Forth off Grangemouth before being salvaged.

“Accident.—Wm. Jackson, master the screw lighter Comet, belonging Messrs J. T. Salvesen & Co., and which is lying in Dundee, fell from the quay onto the deck of the lighter and received severe internal injuries. He was at once attended to by a doctor.”—Falkirk Herald, March 18, 1885

“Steam-lighter sunk near Grangemouth.—Crew rescued.—The steam lighter Comet , belonging to Messrs J. T. Salvesen & Co., Grangemouth, laden with bunt coal for the Russian ice-breaker Sviatogor, lying off Crombie, sank in the Forth yesterday morning and the crew had a narrow escape. The lighter had only proceeded about 300 yards from the pier at Grangemouth, when, owing to a strong easterly wind and heavy swell, she filled with water and sank. The tug George Dinsdale observed the accident and proceeded at once to the assistance of the crew, and was successful in rescuing the master and a fireman. A deck hand, named Drysdale, was picked up by the motor boat of the Grangemouth pilots. The three men were in an exhausted condition.”— Scotsman, December 2, 1921

“£450 Damages for carter.—Shipowners Held Liable for Quayside Accident—Lord Stevenson and a jury, in the Court of Session, concluded the trial of an action in which John Davidson, carter, 5 Campbellfield Street. Glasgow, sued J. T. Salvesen & Co., steamship owners, Grangemouth, for payment of £750 as damages in respect of personal injuries. The pursuer averred that on October 7 last he was employed by a firm of contractors, and was engaged in carting logs of wood from St Rollox basin Glasgow on the Forth and Clyde Canal, to the works of a basket company in Glasgow. The logs of wood were being unloaded from the defenders’ steam lighter Comet on to horse-drawn lorries which were drawn up near to the edge of the quay alongside which the lighter was moored. The steam crane which raised the logs out of the hold was operated by a servant of the defenders, Another servant of the defenders was employed in the hold attaching the shears at the end of the cable of the crane to the logs. The pursuer, who was standing on a lorry receiving the logs was placing them in position when he was struck a violent blow on the back by a heavy log which had been raised out of the lighter and swung over to the lorry. The pursuer was knocked off the lorry, falling heavily on his side and fracturing his right elbow. Fault was attributed to the craneman in having swung over the log towards the pursuer at a time when the pursuer was not ready to receive it. The defenders denied liability. They pleaded contributory negligence, averring that the pursuer acknowledged receipt of the warning that the log was coming but that while it was swinging slowly towards the lorry he suddenly turned round and stooped. The man operating the winch immediately stopped the movement of the derrick but was not able to prevent one end of the log striking the pursuer. The jury, by a majority of ten to two found for the pursuer, and assessed the damages at £ 450. Counsel for the Pursuer—Mr J. B. Paton K.C., and Mr G. S. Reid. Solicitors—James A. B. Horn & Mustard, S.S.C., Edinburgh , and Robert Turpie, Glasgow  Counsel for the Defenders—Mr John Cameron , K.C., and Mr J. H. Gibson, Solicitors—Beveridge, Sutherland, & Smith, W.S. Edinburgh, and John & W. K. Gair & Gibson, Falkirk.”—Scotsman June 25, 1938

 

Arab leaving Lock 15 eastbound

 

Arab leaving Lock 16, taken shortly before the previous photograph

The Arab was built in 1901 by Messrs William Jacks & Company, Port Dundas, for their own service on the Canal. Her dimensions were 66 feet by 16 feet and she was equipped with a two-cylinder engine of 10 h.p. capable of driving her at 8 knots. She was an inside boat, meaning that she was mostly restricted to the Canal where, with little freeboard, she could be safely run without much fear of being swamped. When Jacks died in 1908, the boat was managed for his executors until 1928 when she was sold and converted to a dumb barge. Her name appears from time to time in the Falkirk Herald.

“Charge against canal boatmen.—At Falkirk Sheriff Court to-day, Patrick Boyle, boatman, Freeland Place, Kirkintilloch, and John Findlay, boatman, Canal Street, Kirkintilloch, both employed on board the lighter Fanny, of Glasgow, appeared before Sheriff-Substitute Moffatt and emitted a declaration on a charge of having broken into the cabin of the steam lighter Arab, at Grangemouth, and stolen therefrom certain articles of cabin furniture. Accused, who were represented at the declaration by Mr R. S. Aitchison, of T. and T. Gibson and Aitchison, W.S., Falkirk, were committed to prison pending further investigations.”—Falkirk Herald, July 20, 1910

“Smart capture.—A smart apprehension was made by Constable Paterson this week in connection with a case of theft at the docks, which found a sequel in the Sheriff Court, Falkirk, Thursday. On Tuesday forenoon a complaint was lodged at the Police Office that during the previous night the cabin of the steam lighter Arab, which was then lying in the old dock, had been broken into and a number of articles stolen. The complaint was placed in the hands of Constable Paterson, who, as the result his inquiries, succeeded in tracing the perpetration of the theft to two scowmen, whom he apprehended at Lock 16, Camelon, and in whose possession he found a good part of the stolen property. It was subsequently discovered that the lighter Hanibal had also been broken into and the water jar stolen, and further inquiry resulted in this latter charge being placed against the same parties. The accused, who gave the names of Patrick Boyle and John Finlay, were brought before the Sheriff at Falkirk, and, admitting both charges, were each, sentenced to 60 days’ imprisonment. Particulars of the proceedings in the Sheriff Court will found in another column.”—Falkirk Herald,  July 23 1910

“Breach of the peace.—Before Bailie Manson in the Burgh Police Court on Monday. Andrew Lonnie, ship’s fireman board the lighter Arab, then lying in the Junction Dock, was charged with having behaved in disorderly manner on Saturday in the Queen’s Hotel and afterwards in South Bridge Street. A fine of 10s. with the option five days’ imprisonment, was imposed.”—Falkirk Herald, September 4, 1912

“Grange Dock accident.—On Wednesday morning Robert Lapsley (33), boatman, residing at the Redding, in the employment of Messrs William Jacks and Co., Grangemouth, met with a rather serious accident on board the lighter Arab. Lapsley was at the time engaged in loading the lighter with battens, which were being discharged from the s.s. Alf, lying at Grange Dock. A set of battens was being hoisted out of the holds by the derrick and laid on the bulwark of the ship, when they suddenly slipped out of the wire-runner and struck Lapsley on the left leg, knocking him into water. When taken out of the dock, Lapsley was found to have sustained a broken leg.”—Falkirk Herald, February 1, 1913

Unknown puffer at Lock 16 westbound

 

Vulcan at Lock 16

Vulcan was built in 1895 by Messrs J. & J. Hay at Townhead, Kirkintilloch, and her dimensions were 66 feet in length, by 16¼ feet in breadth and 5¼ feet in depth, typical of the Hay’s puffers of her day.  She had a rather uneventful career and was sold to owners in north-west England in 1920. It was in 1857 that James Hay began his business as a shipping agent at Port Dundas. A decade later, he and his brothers John and Robert, took over the boatyard of Messrs Crawford & Co., at Kirkintilloch and began building and repairing puffers for their shipping enterprise. They were particularly astute in business, purchasing wrecked lighters, salvaging them and refurbishing them for their own use. Their fleet was the largest on the Canal and extended beyond.

“Lighter’s Skipper Drowned.— Between 12.30 end 1 a.m. on James Law (47), residing in Harrington Street, Maryhill, skipper of Messrs Hay’s lighter, Vulcan, was drowned near Lock 19, on the Forth and Clyde Canal, Castlecary. The boat, laden with whale oil casks, was proceeding westwards and at Lock 19, Law had occasion to reverse the engine, as the boat, owing to the deck cargo, was blown by the storm towards the south side. In doing so the rudder struck the north bank, with the result that the tiller, which Law was holding, swerved, throwing him into the water. His son, James, fireman on the lighter, observed the occurrence and shouted for help. Law, however, appeared to be stunned, and never rose again. Information was conveyed to Sergeant Whitton, Longcroft, who, with the assistance of the lockkeeper and others, dragged the Canal, recovering the body about 7.30 a.m. Law was a widower and is survived by a grown up family.”—Kirkintilloch Gazette, June 1, 1906

 

Looking to the west at Lock 16. In the center is the Lock to Port Downie and the junction with the Union Canal

An aerial view of the Canal at Bonnybridge with the works of Smith & Wellstood Ltd.

Beyond Lock 20, the Canal was on a level into Glasgow. It was on this stretch that the excursion traffic of Messrs Aitken could be found.

Puffer following May Queen at Craigmarloch.

The Luggie aqueduct, Kirkintilloch.

Tuscan launch at Kirkintilloch

 

Boatyard at Kirkintilloch

 

A launch at Kirkintilloch. The puffer Briton was launched by Messrs J. & J. Hay at Townhead in 1905. The constraints of the canal launch required that she enter the water side-on.

 

A Barge moored with its grazing horse at Cadder

Lambhill Bridge where the urban landscape of Glasgow began

At Stockingfield there was a junction, the Glasgow branch going to Port Dundas, and the other to the west through Maryhill, and the Locks descending to the Clyde at Bowling. This western portion of the Canal was the last to be built, the major obstacle being the River Kelvin that was crossed by an aqueduct, in its day one of the wonders of engineering and built at a cost of £8,500.

Canal aqueduct over Maryhill Road in 1956

Maryhill aqueduct over the Kelvin in 1813 (Scots Magazine)

The Kelvin aqueduct

The descent at Maryhill involved five locks, and between Locks 22 and 23 there was a slip-dock and boatyard where Messrs J. & R. Swan, famed for their steam lighters, had their premises.

Lock 27 at Temple. The Lock also had a bascule bridge over it.

Beyond the Locks  26 and 27 at Temple, with its sawmill, the canal swung to the north through Westerton where there were three more locks, before returning south through Knightswood with a further two locks. The four Bogston locks and Drumchapel followed. When built, this area was very rural, with little industrial base, but is now suburban housing.

Lock 35 at Drumchapel, like the Lock at Temple, incorporated a bascule bridge

On the western end of the Canal, most of the lighter traffic was composed of outside boats that sailed to destinations around the Clyde estuary and beyond. They had higher bulwarks and hatch covered holds.

Through the urbanized area of Clydebank there were two important bridges at Kilbowie Road and Dumbarton Road in Dalmuir. The original bascule bridges were replaced by steel swing bridges after the trams were introduced.

The barge, Westernlight, passing through the Dalmuir bridge. The Westernlight was later concerted to a steam lighter for Messrs Ross and Marshall of Greenock

A steam-lighter passing through the Dalmuir bridge in 1919. Note the gantry for the tramcar wires that were not allowed to suspended above the canal when the bridge was opened

Canal at Dalmuir looking east to Clydebank with Dalmuir Parish Church on the left.

Heading west beyond Dalmuir towards Old Kilpatrick

A pleasant Sunday walk along the canal bank at Old Kilpatrick

Access to the Erskine Ferry at Old Kilpatrick was by means of a bascule bridge that was replaced by a steel swing bridge in the 1930s

Ferry Road, Old Kilpatrick

Lighter Porpoise rising through Lock 37 at Old Kilpatrick on her eastward journey

Porpoise built in 1893 By Messrs Burrell & Son, Glasgow for Mr Peter Donald Hendry. She was 66.0 feet long by 18.3 feet in breadth and 8.5 feet in depth. She was propelled by a 2 cylinder 20 h.p. engine. Mr Hendry was a partner in Messrs John M. Paton and Peter D. Hendry, Glasgow Steam Coasters Co., Ltd., and the Porpoise sailed under their management from 1900. Later, they became Hendry, McCallum & Co., in 1911.

“Two tradesmen named Green and Cameron, who left Campbeltown on Saturday afternoon in a small rowing boat, were adrift for 22 hours. They bathed at Davaar Island, but were unable to make their way in consequence of one of their oars breaking. They were rescued on Sunday afternoon 10 miles off the Island of Sanda by the steam lighter Porpoise. The men, who had been drinking sea water, were completely prostrate, but they soon revived under the kind treatment that they received on board the Porpoise.”—Glasgow Herald, July 4, 1899

In December 1901, the Porpoise was engaged in the whisky trade, carrying barley from Montrose on the east coast of Scotland to Islay. Fighting her way through a bizzard, she ran onto rocks near the Bass Rock on the Forth and the crew were rescued by the North Berwick lifeboat. The weather moderated on December 20th and with the help of a tug, she was got off and towed to Granton for repairs.

“Kirkcaldy harbour fatality.—David Vallance, labourer, 401 High Street, Kirkcaldy, was so seriously injured at Kirkcaldy Harbour on 29th March that he died on the following Friday in the house at 17 York Place, Gallatown, Kirkcaldy. The deceased was in the services of Archibald Melville, jun., carting contractor, The Vennel, Links Street, Kirkcaldy. On the fateful morning he was engaged discharging rock salt in the hold the steam lighter Porpoise lying at the West Pier, and was struck by a piece of salt, weighing between 20 and 30 lbs., which fell from the pier into the hold. The cause of the accident was the lighter having swung, and partly pulled the tub containing the salt out of the cart standing on the pier.”—Dundee Courier, June 14, 1909

In 1912, Porpoise was sold to John Kerr of Greenock and in 1914, to Mr George Speed of Dundee.

“Clyde towage claim—Messrs. Steel Bennie, tugboat owners, brought action in Greenock Sheriff Court against Mr. John Kerr, Greenock, owner the steam lighter Porpoise, for the sum of £10 for the towage of the Porpoise from Lamlash to Bowling. The defender made a counter-claim of £14 9s for damage to his vessel, and three days’ demurrage, £12. It appears that the Porpoise was slightly damaged at the entrance to Bowling Harbour, and the defender alleged that this was due to negligence on the part of the pursuers’ servants. Sheriff Welsh has found for the defender, and sustains his counter-claim to the extent of the cost of the repairs—£14 9s—while disallowing the claim for demurrage, and accordingly grants decree in favour of the defender for the difference between his repairs claim and the amount sued for by the pursuers. He also grants expenses to the defender.”—Daily Record, January 30, 1914

In 1915, Porpoise went to Liverpool for war work in the harbour and was renamed Upward. She was broken up after the war.

The lighter Witch passing a bridge between Bowling and Old Kilpatrick on her passage eastwards

The Witch was built at Blackhill in 1872 and was lost with her crew off Ardlamont in 1890. Further details are in a previous article.

Messrs Hay’s puffer Cretan in Bowling Harbour

There is a further article dealing with Bowling and its harbour.

R. A. Cage, A Tramp Shipping Dynasty, Greenwood, , Westport, 1997

Guthrie Hutton, A Forth and Clyde Canalbum, Stenlake, Glasgow, 1991

Guthrie Hutton, Forth and Clyde, The Comeback Canal, Stenlake, Catrine, 1998

Guthrie Hutton, The Old Forth & Clyde Canal, Stenlake, Catrine, 2015

Jean Lindsay, The Canals of Scotland, David & Charles, Newton Abbot, 1968

Alexander Thomson, Maryhill, 1750-1894, Kerr & Richardson Ltd., Glasgow, 1895