“Steamboat Traffic on the Clyde

“Article III

“For many years by far the larger portion of the coast passenger trade went on the Helensburgh and Largs lines. The Rothesay traffic was of slower and later development, Kirn and Innellan were not in existence, the latter now fashionable watering-place being then called “Inland” or “Innerland,” and represented by one house, the residence of Mr. M‘Pherson, road surveyor, which was carried away by a land slip. Nor was Dunoon much more advanced, being little better than a fishing hamlet. Largs and Millport were the great coast stations, and for years after the introduction even of steamboats the good folks of Paisley used to drive across the hills to the former town. Down to the year of the Reform Bill, bellmen were employed to go through both these places, to inform the lieges that the good ship Lady Brisbane, or whatever might be its name, would start at five o’clock in the morning in the event of low water, and at a quarter to six if the tide were high. As might be expected, the process of loading and unloading, and especially of disembarking live-stock, was somewhat rough and ready, as well as tedious. To a comparatively recent year, cattle which were required to be put on shore at Bowling were thrown over the side of the ship and landed on Milton Isle.

“Tickets were of course unknown, and skippers had to depend on their own quickness of eye and sharpness of memory to prevent themselves being swindled. Travellers too, used greater liberties with the captain, and the boat was often stopped at spots where it was not bound to call in order to disembark a single person. The old country wife who called out, “Stop ye’r bibbey-babbety, Cap’n, and let’s oot at the Water-neb,” could hardly be called exceptional. At least one instance in point is well authenticated—that, namely, in which a carrier being observed trudging along the road ahead of the steamer, the latter was brought to, to give the poor man a lift.

“Reference has been already made to the general ignorance of engineering on the part of those engaged in sailing the early steam boats. A story is told of a certain skipper who, on being asked by a lady passenger to explain how the engine made the boat go, replied, after mature cogitation, “Hech, mem, I’ll jist tell ye hoo. Ye see, that bit thing gaes up and doun, and up and doun; and that ither gaes roon’ and roon’, and roon’ and roon’, and that’s the way the boat gangs!” In this case, however, we suspect the old rogue was having what is vulgarly called “his nap” off the inquisitive dame.

“From time immemorial, sea-faring men, and especially the captains of river boats, have been noted for their love of a joke and their propensity to “chaff.” Tonald M‘Tavish, commander of the Mull boat, was a fair specimen of his shrewd and jovial brotherhood. On one occasion, being annoyed by the ignorant and constant inquisitiveness of a Cockney tourist, he took his revenge very quietly. The young swell was anxious to know if any of the old Highland caterans, cattle-raiders, and lifters of black-mail, were still in existence. “Na, sir,” replied M‘Tavish, with a wink aside, “the last o’ the squad was transported for life some time since.” “Ay,” interpolated the inquirer anxiously, “what for?” “For picking the locks of the Crinan Canal,” was the reply.

“These, however, are the facetiæ and gossip of the Clyde, and it behoves us to address ourselves to more sober matters, and to resume the purely historical thread of our discourse. In 1812, as was stated in a former article, there were two steamboats on, or in connection with, the trade of the Clyde; in 1813, four; in 1814, eight; in 1815, twelve; in 1816, seventeen; in 1822, twenty; in 1822, twenty-four; in 1831, fifty-five; in 1835, sixty-seven; in 1837, seventy-one; and in 1843, seventy-five. Surely great progress this, and almost unparalleled in Europe, except, perhaps on the Rhine. The speed of the first steamboats was naturally not very great, but, considering that they were little better than experiments, it is surprising what small advance has been made on them in this respect by more modern boats. The Comet went 5½ miles an hour against the tide, and the Caledonia (in 1815) three miles more in the same time.

Caledonia

“This vessel, in her palmy days—or, we should say, in her extreme youth—was quite the largest afloat, and continued to hold the precedence of the river steamers for some years. Although 102 tons burthen, 196 feet long by 15 broad, over all, and carrying two engines of thirty-six horse-hour, it drew only 4½ feet water. In 1816, the Majestic was built with two engines of 100 horse-power, and 350 tons burden, and a speed per hour of ten miles. What may be called the first great stride in the development of the Clyde steamboat traffic was due to Mr. David Napier, to whom also we owe the introduction of the British coasting steamers, as well as of the Post Office steam-packet service.

Majestic

A steamboat from a publication of 1820, thought to be Rob Roy, the most famous steamboat of her size

“His steamship the Rob Roy, built by Wm. Denny, Dumbarton, 90 tons burden, and 30 horse-power, was the first to cross the Channel to Belfast, and establish a regular connection with that city, via Rothesay and Campbeltown. This was in 1818 or 1819, and in the following year, in 1821, four steam vessels were running between Dublin and Holyhead—viz., the Ivanhoe, the Mountaineer, which suggested to Mr. Hutcheson the name by which one of his crack swift boats is now so familiar to the public, the Talbot, (called after the then Lord-Lieutenant of Ireland), and another, the name of which escapes me. The Talbot was built by John Wood & Co., and fitted with two of Napier’s engines of 20 horse-power each. Her burthen was 120 tons, and she was looked upon as the most perfect vessel of her day. All the four ships, indeed were built and engined by the same firms, for Holmes, Hunter, and other gentlemen residing in Greenock. Napier was the first also to cross the English Channel, which route was inaugurated by one of his vessels, probably the Rob Roy, which, after plying between Glasgow and Belfast for two winters, went to over, and ran between that port and Calais.

Superb

“Mr Napier also established a line of steamers between Glasgow, Liverpool, Greenock, and elsewhere, consisting of the Robert Bruce, 150 tons burden, with two engines of 30 horse-power each; Superb, 240 tons, with two engines of 35 each; and the Eclipse, 240 tons, with two engines of 30 each—all of which were running as regular coast traders before 1822. The Henry Bell, James Watt, and William Huskinson were the first steamers to ply regularly between Glasgow and Liverpool with goods and passengers, and a great impulse was given to the trade between these two cities by the establishment of this line.

James Watt

“Mention has been made of two luggage-boats, the Trusty and Industry, both launched in 1814. These vessels carried goods between Greenock and Glasgow, and it was in opposition to them that Messrs. Holmes, Hunter, &Co., whose manager was Mr Law, built the Active and Despatch, 59 and 57 tons burden respectively, and engined by Mr David Napier. These four vessels were for a considerable time, as late at least as 1822, the only luggage boats on the river. About this time, on the death of Mr Cochrane, Mr David Hutcheson received an invitation to enter the employ of Holmes and Hunter, which he did; but on the Active and Despatch being sold some time after to the Clyde Shipping Company, Mr Hutcheson transferred his services to the Glasgow and Leith Shipping Company at Port-Dundas, where he served for a time as clerk. While there, he became acquainted the Burns (Mr John Burns of Castle Wemyss, and Mr James Clement Burns)—a connection which materially affected his subsequent career. Mr Hutcheson left Port-Dundas to enter the employ of Messrs Mathie and Thiston, owners of Liverpool smacks on the invitation of their agent Mr Kidd. On this gentleman’s death, soon after, the Burns succeeded to the agency, and assumed Mr Hutcheson as their manager, giving him one-fourth of the profits of the business. Not long afterwards the Burns went into the Liverpool steamboat trade, along with Mr Mathie, preparatory to establishing the great triumph of their career—the grand Oceanic Steam Navigation, carried on by the Cunard Line, which vast concern is now held by three families, Burns, M‘Iver, and Cunard. But we are wandering somewhat from our immediate subject and must return to the year 1822.

Marion

“Hitherto we have confined ourselves to the traffic below the bridges, but the upper course of the Clyde demands a passing notice. Until November, 1817, navigation above the bridges had been reckoned impracticable. In that month, however, Mr. David Napier made much alteration to the Marion steamboat, subsequently put on Loch Lomond as enabled him to conduct her to the Clyde Ironworks against a very strong current. The distance by water is upwards of six miles, and the time spent in going and coming did not exceed three hours.

Artizan

“A later and more successful effort to utilise the same portion of the river was made on the 24th of May, 1856, by one of the most enterprising and successful of local shipbuilders, Mr T. B. Seath, who reopened the upper navigation with his steamer Artizan which afterwards went to the Killarney Lakes, followed by the royal borough, and in 1861 by the Royal Reefer—all built, owned, and sailed by Mr Seath himself.”