The Diamond was a steamer that appeared on the Glasgow to Arran route in the summer of 1857, and the mystery was that she is recorded as having been built in 1853 by Messrs James Henderson at Renfrew. There is no record of a steamer named Diamond building on the Clyde that year, and so it seems likely that she was built under a different name. What was the name of the steamer? What had happened to her in the interim? Why was the name changed?
The oft reported answer to these questions owes its provenance to a letter in the Glasgow Herald in the summer of 1897 that states “I am in possession of a list made out in 1856 or 1857 by a relative officially then connected with the shipping of the port. According to that list, the following river steamers had within the previous year or two left the river:—Mars, Invincible, Merlin, Reindeer, Baron (came back as Diamond in 1857), Dunrobin Castle, Eclipse, Osprey.” This was used by Captain James Williamson in his seminal work “The Clyde Passenger Steamer,” and has subsequently been accepted by other authorities including “Mail and Passenger Steamships of the Nineteenth Century,” by Captain H. Parker, and Frank C. Bowen, published by Sampson Low in 1928, and “The Clyde Passenger Steamers,” by Kenneth Davies, published by Kyle Publications in 1980. It was questioned by Andrew M‘Queen in “Echoes of Old Clyde Paddle Wheels,” published by Gowans and Gray, in 1924, as the Baron was sold to French owners, and the record of her persists for many years.
It is worthwhile looking first at the Baron to ascertain why this seemed a reasonable explanation. She was built in 1853 at Renfrew by Messrs J. W. Hoby and Co., who had been involved in shipbuilding there in the East Yard from 1850. In addition to the Baron, they completed the steamer Flamingo for the railway service to Rothesay.
“On Tuesday, Messrs J. W. Hoby & Co., London Works, Renfrew, launched the Flamingo, iron paddle steamer. The day being fine, there was a large number of spectators present. The ceremony of naming the vessel was gracefully performed by Miss Winter, sister of one of the partners in the above firm. The boiler and most of the machinery were board the steamer when she was launched, and it is expected she will be ready to take her station in connection with the Greenock Railway early next week. Messrs Hoby Co. have other two paddle steamers in their yard in a very forward state, and have two keels laid—one for large screw steamer, the other for a large paddle steamer —and are, we believe, preparing to lay down more, for which they have orders on hand.”—Greenock Advertiser, April 29, 1853
The Baron was launched towards the end of May or beginning of June. The other paddle steamer launched from the yard around the same time was the Mimosa, and she was included in a painting of the Baron.
“On Saturday last, a new steamer, called the Mimosa, built by Messrs J. & W. Hoby of Renfrew and belonging to Messrs Bogle, Kerr & Co., of Glasgow, passed down the river on her trial trip, returning to Glasgow in the evening. The Mimosa is intended for Australia, where she will be employed both as a passenger and tug boat. She is to start immediately for her destination, with a fleet of barges built by Messrs Hoby for the same firm.”—Glasgow Courier, June 1, 1854
Baron, with Mimosa off her bow (Clark, National Maritime Museum)
Baron’s trials took place in August where the performance was less than satisfactory.
“Trial of New Steamer Baron.—On Wednesday, Messrs. J. W. Hoby and Co., of Renfrew, the builders of this tine river steamer, entertained a party of their friends to trial of the above steamer. She left Greenock quay at about half-past twelve o’clock, and made the usual run between the Cloch and Cumbrae Light Houses, which she accomplished the very short space of 56 minutes. She then steamed round by the Bute shore, and moored in Rothesay Bay, where the company sat down to a sumptuous dinner provided by Mr. Kennedy, the steward of the vessel—Mr. Hoby and Capt. Stewart presiding over the table; Mr. Winter, one of the partners, and Mr. M‘Millan, the manager of their building yard, acting as croupier. Dinner being over, the vessel put round, and slowly steamed along, The usual loyal toasts having been proposed, the healths of Capt. Stewart, The Ladies, The Magistrates of Renfrew, Prosperity to the Baron and her Builders, &c., were severally given and responded to. At Dunoon the Mountaineer was just leaving, when the Baron set on full steam to test her sailing powers with this well-known fast boat, and during the whole run to Greenock the one vessel did not appear to gain one inch on the other—a feat that has never yet been accomplished by any other boat on the river. At Greenock, Port-Glasgow, and Renfrew, the Baron landed parties belonging to these places, and then proceeded to Glasgow, where she arrived soon after eight o’clock, all being highly delighted with their day’s entertainment and with the speed attained by the Baron. In starting from the Cloch the engines became heated, and the vessel was consequently obliged to slow. When in good sailing condition, and when the engines have been worked a little more, she will probably be the swiftest on the river. She is intended to sail between Glasgow and Garelochhead—where she commenced plying yesterday—under the command of the well known and highly respected Captain Stewart, late of the Duchess of Argyle, whose kindness and attention to passengers have long been known and appreciated.”—Paisley Herald, August 20, 1853
Baron’s specifications are provided by the Artizan.
“The Glasgow and Rothesay new iron paddle-wheel steam-vessel Baron.—Built and fitted by Messrs J. W. Hoby and Co., iron shipbuilders and engineers, London Works, Renfrew, 1853. Dimensions: length on deck, 189.1 feet; breadth at two-fifths of midship depth, 16.8 feet; depth of hold amidships, 8.6 feet; length of break-deck, 60.3 feet; breadth of break-deck, mean, 16.8 ft; depth of break-deck, 0.5 feet; length of engine-room, 60.3 feet; depth of engine-room, 9.1 feet. Tonnage: hull 216.11 tons; break-deck, 5.49 tons; total, 221.6 tons; engine-room, 99.76 tons; register, 121.84 tons.
“Fitted with a pair of oscillating engines of 120-horse nominal power; diameter of cylinders, 44 inches; length of stroke, 3 feet 6 inches; feathering paddle wheels, diameter 16 feet 6 inches; 10 paddle-boards, length 7 feet, and two feet 9 inches in breadth. Four tubular boilers, length, 11 feet 2 inches; breadth 7 feet 10 inches; depth 7 feet 10 inches. Eight furnaces, two in each boiler; length of fire bars, 6 feet 6 inches; breadth, 2 feet 9 inches. 336 tubes, or 84 in each boiler; diameter 3 inches; length 9 feet 3 inches. Two chimneys; diameter 3 feet 3 inches; length 26 feet. Contents of bunkers in tons, 14. Date of trial, Aug. 13th, 1853; average revolutions per minute 42; speed in knots with tide, 16; ditto against, 14. The cabin is very commodious, and elegantly fitted up: the cushions of the seats are green velvet of a beautiful pattern; and the sides of the cabin between the panels are fitted with paintings on glass of the most interesting scenery on the Clyde. The Baron is the longest river steamer on the Clyde. Description: no figurehead, galleries, or bowsprit; common bow; one mast; sloop-rigged; square-sterned, and clinch-built vessel. Port of Glasgow. Commander Mr William Stewart.”
Baron
As was common for a steamer, intended as a flier but proving a disappointment she was placed on the Gareloch service where she could earn a decent return and have her engines and boilers tweaked to improve her performance.
“Additional accommodation to Helensburgh and the Gareloch. The new and splendid steamer Barron commenced running on the above station yesterday (Friday) the 19th inst. Hours of sailing from Glasgow: ¼ before 7 morning, 2 afternoon; from Gareloch: 10 morning, ¼ past 5 afternoon.”—Glasgow Constitution August 20, 1853
Baron saw some excitement.
“Daring escape. —As the steamer Baron was sailing down the river on the afternoon of Saturday last, and when nearing Bowling, a man suddenly sprang from the platform abaft the starboard paddle-box into the river. He struck out for the shore, which he reached in safety. He proved to be a prisoner who was being conveyed to Dumbarton in custody of a constable, accompanied by a gamekeeper, on a charge of poaching. He had been handcuffed, but the irons had been removed for a few minutes at his urgent request until he should retire. Then it was that he seized upon a favourable moment to make his escape. We have not heard whether he has been recaptured.”—Glasgow Courier, September 8, 1853
During the winter, the Baron apparently had her square boilers replaced by two haystack boilers, and she emerged in 1854, sufficiently improved to be placed on the Rothesay station.
“The new steamer Baron made a splendid run yesterday. With a strong westerly breeze and heavy sea, she ran the distance between the lights in 56 miuutes on the down run, and 52½ minutes on the run up—a performance we believe, not yet surpassed by any boat afloat. The Baron on to the Rothesay trade on Thursday first, and is shortly to be joined by a new boat—her equal in power and size—which will afford additional accommodation to the inhabitants of that delightful watering place.”—Mail, April 5, 1854
She would be run in concert with a promised new steamer, yet to enter service.
“On and after Thursday, April 6, the steamer Baron will commence plying between Glasgow, Rothesay, and intermediate stations, at eleven o’clock forenoon, returning in the afternoon. About the 15th of the month, another new and powerful steamer will be placed on the station in connection with the Baron, when the summer arrangements will be as follows:—From Glasgow, at half-past 6 o’clock morning, at 11 o’clock forenoon, at quarter-past 3 o’clock afternoon. From Rothesay, about half-past 6 o’clock morning, about 10 o’clock forenoon, and about 4 o’clock afternoon.”—Mail, April 11, 1854
The consort for Baron was Ruby, launched on February 23, 1854 from the yard of Messrs Henderson.
“Launch at Renfrew.—On Thursday a fine new steamer was launched from the building-yard of Messrs James Henderson & Co., Renfrew. The preliminary process having been gone through, the vessel glided gratefully into the water, being christened at the same time the Ruby, by Miss Campbell of Blythswood. The following are the dimensions of this boat:—Length over all, 183 feet; breadth of beam, 17 feet; carpenter’s measurement, 180 tons; register tonnage, 96 tons. She is to be supplied with two oscillating engines by Messrs M‘Nab, Clark, & Co., of Greenock, and is to have feathering floats.”—Glasgow Chronicle, March 1, 1854
The two steamers were advertised throughout the season.
“Glasgow and Rothesay Steamers.—On Friday, the 21st instant, the new steamer Ruby will commence plying in concert with the Baron steamer, leaving Glasgow at ¼ past 3 o’clock afternoon; and on and after Saturday the hours of sailings, as formerly advertised, will be—From Glasgow, calling at intermediate stations, at half-past 6 o’clock morning, at 11 o’clock forenoon, at quarter-past 3 o’clock afternoon. From Rothesay, about half-past 6 o’clock morning, about 10 o’clock forenoon, and about 4 o’clock afternoon.”—Greenock Advertiser, April 18, 1854
Inevitably, there were trips before the Court for speeding on the river.
“River Bailie Court.—Duncan Stewart, master of the steamer Baron, of Glasgow was fined in two guineas on Monday for not reducing the speed of his vessel in passing, in consequence of which the surge broke the fore mooring rope of the steamer Commodore, of Glasgow, then moored at the North Quay, endangering the lives of the men on board, and delaying their work for a time.”—Glasgow Sentinel, May 13, 1854
“The new and swift steamers Ruby and Baron, sail to and from Rothesay, calling at the intermediate places every lawful day:— From Glasgow, at half-past 6 o’clock morning, at 11 o’clock forenoon, at quarter-past 3 o’clock afternoon. From Rothesay, about half-past 6 o’clock morning, about 10 o’clock forenoon, and about 4 o’clock afternoon.”—Glasgow Courier, June 13, 1854
While the Ruby was able to compete in the ongoing race for Rothesay, the Baron proved to be too slow. This became obvious when the new Rothesay Castle was put on the river.
Caird’s Rothesay Castle of 1854
Trial trip of the Rothesay Castle.—The new river steamer Rothesay Castle, destined to ply on the Glasgow and Rothesay station, and the property of Captain M‘Gill and Mr. Johnstone, had a trial trip on Saturday. She started from the Victoria Harbour at mid-day, with a party of ladies and gentlemen on board, and steamed up Loch Long, beating the steamer Chancellor on her way. She then crossed to Gourock, and made a fair start with the fast steamer Baron, which she beat upwards of a quarter of a mile between Kempock and Kim. Meeting the Mountaineer, she challenged her, but the captain of that vessel declined the combat by slowing the engines. On the Rothesay Castle passing, however, the Mountaineer put on full speed, but the former vessel drew gradually ahead till she reached Dunoon, where she put some gentlemen on shore. The other vessels were all on their ordinary runs and loaded, while the Rothesay Castle was light. After leaving Dunoon, those on board sat down to an excellent dinner, during which, success to the ship, and the health of the builders, owners, and captain were not forgotten, and the steamer returned to Greenock in the evening.”—Glasgow Courier, June 15, 1854
Baron suffered a minor mechanical breakdown in June.
“Steam-boat accident.—On Monday afternoon, about half-past 3 o’clock, while the Baron steamer was upon her passage down the river for Rothesay, something went wrong with a part of her machinery, in consequence of which she was brought to a stand near to Govan. We believe the injury was mainly confined to one of the paddle wheels; and beyond being detained for about an hour on the passage no one sustained any inconvenience. The passengers were all taken on board the next Rothesay steamer down—the Petrel.”—Glasgow Courier, June 22, 1854
As the season would down, the future prospects for the Baron on the Rothesay station must have seemed gloomy.
“Glasgow and Rothesay steamers.—On and after Tuesday, the 12th inst., the steamers Ruby and Baron will discontinue sailing from Glasgow and Rothesay at half-past six morning, except on Mondays. They will continue to sail every day till farther notice—From Glasgow at 11 a.m. and 3 p.m.; From Rothesay at 10 a.m. and 4 p.m.—Glasgow, 7th Sept., 1854”—Glasgow Courier, September 9, 1854
“Man drowned.—On Monday afternoon, as the steamer Baron was on her trip between Dalmuir and Paisley Water, a lad of the name of David M‘Climont, aged 18, cook on board the vessel, was seen sitting on the rail, and shortly afterwards was found to have disappeared, having in every likelihood fallen overboard and been drowned.”—Mail, September 19, 1854
The Baron was laid-up at Renfrew and offered for sale in March.
“Steam-vessel for sale.—To be sold by Public Roup, within the Royal Exchange Sale Rooms, Glasgow, on Wednesday the 28th day of March current, at two o’clock afternoon (if not previously disposed of by private bargain), the well-known new iron paddle steamer Baron, of Glasgow, which was built last year for the River Clyde, tonnage 121 84-100ths, length 196 feet 6 inches, beam 17 feet 6 inches, depth 9 feet 6 inches. The Baron which has pair of oscillating engines, of 120 horse power collectively, draws 4 feet of water, sails at the rate 18 miles per hour, handsomely fitted up with After Saloon, Fore Cabin, and Steerage, and has all the most recent improvements on steamers of this description. The vessel is to be seen at Renfrew; and for further particulars apply to John Mann, Accountant, 153, Queen Street or to Howie & Lockhart, Writers, 66, Miller Street; the latter of whom will exhibit drawings of the steamer, with relative specification, inventory, and Articles of Roup.—James Hamilton, Auctioneer, Glasgow, 3d March, 1855.”—Glasgow Constitutional, March 14, 1855
There were no bidders and the upset price was lowered, first to £4500, then on 30th May to £4200, and on 13th June to £4000. The Glasgow Courier reported that there were no bidders on June 16. She was still being advertised for sale at the beginning of August.
“By Adjournment.—Steam-vessel for sale.—Upset price reduced to £4500. To be sold by Public Roup, within the Royal Exchange Sale Rooms, Glasgow, on Wednesday the 25th day of April curt., at two o’clock afternoon (if not previously disposed of by private bargain), the well-known new iron paddle steamer Baron, of Glasgow, which was built last year for the River Clyde, tonnage 121 84-100ths, length 196 feet 6 inches, beam 17 feet 6 inches, depth 9 feet 6 inches. The Baron which has pair of oscillating engines, of 120 horse power collectively, draws 4 feet of water, sails at the rate 18 miles per hour, handsomely fitted up with After Saloon, Fore Cabin, and Steerage, and has all the most recent improvements on steamers of this description. The vessel is to be seen at Renfrew; and for further particulars apply to John Mann, Accountant, 153, Queen Street or to Howie & Lockhart, Writers, 66, Miller Street; the latter of whom will exhibit drawings of the steamer, with relative specification, inventory, and Articles of Roup.—James Hamilton, Auctioneer, Glasgow, April 13, 1855.”—Greenock Advertiser, April 17, 1855
When the great gale of hurricane force hit the west of Scotland on February 7th, 1856, the Baron was damaged.
“The Baron steamer lies in a dangerous position, with the bow on the bank of the Cut at Renfrew. It is, however, unknown whether the hull is strained or injured in any way. One of Hoby & Co.’s sheds at Renfrew is unroofed, the corrugated iron being crumpled up like so much brown paper. Capt. Henderson’s boiler shed is also blown down.”—Mail, February 8, 1856
Repairs were undertaken with a view to the steamer giving a better account of her abilities.
“The Baron steamer, formerly plying on the Clyde, is also being stripped of her plating, and, for the most part, taken down, it being found that her power of engine was rather much for her stability otherwise. When these changes are finished, we expect that the superior engine will have a fairer opportunity of showing its propelling power.”—Mail, March 13, 1856
Baron appears to have been laid up at Renfrew for the remainder of 1856, but in 1857, she was sailing in conjunction with the Greenock Railway, and made an appearance on the Rothesay and Kyles of Bute service as the usual steamer, Mail, had been sold to the Russians.
“Owing to the river steamer Mail having been withdrawn from the Rothesay station in connection with the Caledonian Railway, in consequence of her purchase by a Russian firm, the railway company have placed the Baron on that station in her stead, This steamer, at one time the fastest on the Clyde, has been supplied with new machinery, and undergone considerable alterations, and she now equals in speed any Clyde river steamer. Yesterday upwards of 4000 passengers were carried by the early up trains, being the largest number this season.”—Greenock Advertiser, July 14, 1857
Her schedule involved an overnight stay at Kames, leaving there at 6.15 a.m. and Ormidale at 7 a.m.
“Glasgow, Rothesay and Kyles of Bute.—The fine swift-sailing steamer Baron sails from the Bridge Wharf every lawful day, unless prevented by unforeseen circumstances, at 2.50 p.m., express train 4 o’clock—calling at Renfrew—for Greenock, Kirn, Dunoon, Innellan, Rothesay, Port-Bannatyne, Colintraive, Ormidale, Tynabruach, and Kames,—returning from Kames every morning at a quarter past six o’clock, and Rothesay at a quarter before eight, in connection with the quarter-past nine express up train from Greenock.”—Mail, July 10, 1857
With her new energy, she was quickly snapped up by a buyer.
“The steamer Baron.—The fine steamer Baron, which has for several weeks past been plying on the Rothesay route in connection with the railway, has been purchased by a French company, and is withdrawn from the station. She will proceed to Havre in a few days, and her place is now occupied by the fast and favourite steamer Eagle.”—Glasgow Herald, August 3, 1857
It should be noted that the Diamond was first advertised at the end of May, 1857, and was sailing to Arran by way of Rothesay when the Baron was sailing to Kames.
“Pleasure sailing.—Favorite Route to Arran and back same day, via island of Bute. On and after Saturday, 20th June 1857, the swift and splendid steamer Diamond will leave—Glasgow at 8 a.m., Greenock about 9.45, Kilcreggan 10, Kirn 10.10, Dunoon 10.15, Innellan 10.30, Rothesay about 11, every lawful day for Brodick and Lamlash. Returning from Lamlash about 2.15 p.m., and from Brodick about 2.45 p.m. calling at all the intermediate ports. The steamer calls at Kilchattan Bay going and returning. Return tickets issued from Glasgow to any of the intermediate ports at the usual rates. Fares from Glasgow to Arran: return, cabin 3s, steerage 2s; single, cabin 2s, steerage 1s 6d; from Greenock, Kilcreggan, Kirn, Dunoon, and Innellan to Arran: return, cabin 2s, steerage 1s 6d; from Rothesay to Arran: return, cabin 1s 6d, steerage 1s.”—Mail, June 24, 1857
Having discounted one possibility, the question of the identity of the steamer that became Diamond remains. It is worth taking a step back to consider her builder, James Henderson. To get a fuller picture, it is necessary to return to a topic that was touched on previously.
In August, 1846 the firm of Messrs Barr & M‘Nab went into sequestration as a result of “contract failures”. In 1845 the firm had moved from the small Abercorn yard on the Cart to much larger premises at the West Yard, Renfrew on the Clyde, and perhaps they had over-extended their credit.
“Edinburgh Gazette.—August 13, Barr & M‘Nab Engineers, Founders. and Boat Builders in Paisley and Renfrew, as a Company, and John Barr, Engineer, Founder, and Boat Builder there, sole surviving Partner of that Company, and as an Individual—Creditors meet in the writing-chambers of Messrs. Reid and Henderson, Paisley, 22d August and 12th September, one o’clock.”—Caledonian Mercury, August 17, 1846
The West Yard at Renfrew was sold early the following year.
“Valuable ground and works on the Clyde, for sale.—To be sold by Public Roup, within the Royal Exchange Sale Room, Glasgow, on Tuesday the 26th day of January next, at two o’clock afternoon.—The extensive and valuable boat building premises and ground, at Renfrew, belonging to the sequestered estate of Messrs Barr and M‘Nab, with the whole buildings thereon, and machinery, fittings, and implements therewith connected. The ground extends to four imperial acres, and is bounded on the North-North-East by the Clyde, along which it extends 336 feet 6 inches, on the North-North-West by the lands of Mr. Campbell of Blythswood, along which it extends 460 feet, on the South West 376 feet or thereby, on the line defined on the ground by March stones, and on the South East by East by lands belonging to the Magistrates of Renfrew, along which it extends 576 feet 6 inches. The Feu Duty payable for the subjects is only £88.
“The premises have been fitted up on the most approved principle, and are admirably adapted for ship or boat building or for engineering purposes, having as extensive front to the river, and from their proximity to the Renfrew and Paisley Railway, which is about to be amalgamated with the Ayrshire Railway Company, there is every facility for internal communication. From the perfect state in which the works are, they may be started by a purchaser without a week’s delay.
“For further particulars apply to Archibald Hodge, accountant, in Paisley, Trustee on the above Sequestrated Estate, who will exhibit an inventory of the utensils and machinery; or to Robert Thomson, writer, 76 George Square, Glasgow, by either of whom further the information will be given.—Glasgow, 15th December, 1846.”—Glasgow Chronicle, December 23, 1846
The purchaser was Mr James Henderson, of the Gareloch ship owners, Messrs Henderson & M‘Kellar. One of the last orders completed by Messrs Barr & M‘Nab was a steamer for his Gareloch business, and no doubt Henderson was well acquainted with Mr James Barr. One might speculate that Mr Henderson was interested in a yard where his steamers could be maintained and repaired, and where his family could develop a new business. James Henderson was in his early 50s at the time.
The first vessel launched was the Vesper, in 1848.
“Launch at Renfrew.—On the 2d inst , a fine new steamer was launched at the Renfrew building-yard, adding another to the fleet of handsome steamers which already hail from this port. The dimensions of this steamer are as follow:—140 feet keel; 17 feet 6 inches beam; and 9 feet hold. On the signal being given, she was named the Vesper by Miss Henderson, and glided gracefully into the water, where her exquisite model showed to great advantage.”—Glasgow Courier, June 10, 1848
“On Thursday last a fine new steamer named the Vesper, built for Mr Henderson of Glasgow, and fitted with the engine of the British Queen steamer which used to ply to and from Helensburgh, made her trial trip. Her size is about that of the Pioneer —not quite so large—and she proved herself a remarkably quick boat. She took only fifteen minutes to sail from the Steamboat Quay here to Helensburgh Quay; the steamers now on the station take nearly twenty minutes.”—Greenock Advertiser, July 18, 1848
The Vesper was 148¼ feet in length by 17 feet in breadth with a moulded depth of 8 feet. She carried the steeple engine of 90 h.p., removed from the Gareloch steamer, British Queen, when she was scrapped. In 1848 and 1849, she conducted a number of excursions on the Clyde with an excellent reputation. One comment was that “we have much pleasure in saying that this, Mr. Henderson’s first essay in steamboat-building, gives the most ample promise of his future success.”
However, it was the development of the West Yard that brought most attention to Messrs Henderson. A large slip-dock was constructed to facilitate ship maintenance and repair.
“New Slip Dock at Renfrew.—The desideratum which has long been felt in Glasgow of the want of a graving dock, is about to be completely supplied by the splendid slip dock which Captain Henderson is constructing at Renfrew. This slip will be 600 feet in length—being the longest in Scotland,—and will thus be capable of accommodating three large vessels at once. It will take on ships of 1000 tons burthen, and of 10½ feet draught of water. When it is considered that the tidal rise at Glasgow is only 7 or 8 feet, it must be acknowledged that this slip will accommodate larger ships than a dry or graving dock would, without expensive pumping apparatus. Captain Henderson’s slip is expected to be completed by the middle of September.”—Glasgow Herald, August 6, 1849
“The slip-dock which has for some time been in course of construction by Messrs. James Henderson & Son, at Renfrew, is now completed, and the first vessel was this week taken on to the slip. In connection with the slip there is a convenient basin, with a powerful crane either for masting or taking out boilers. Here vessels may repair when the slip is not wanted, or may discharge ballast at a cheap cost. Ample convenience is afforded for engine and boiler work. The incline of the slip is very gradual, and the total length of rails is 600 feet. Vessels of 1000 tons burthen can be taken on, and the length is sufficient to accommodate three such vessels at once. Although this slip and basin are the results of private enterprise, and are, in fact, a private speculation, we cannot but regard them as a most valuable addition to the ship-building and repairing facilities of the Clyde. With the limited tidal rise which we have at Glasgow, a slip is certainly more advantageous than a graving dock.—Citizen.”—Greenock Advertiser, February 5, 1850
Another line of business was a partnership with the foundry adjacent to the shipyard that won a contract for the ironwork of the Crystal Palace.
“The building for the exhibition of 1851.—It is worthy of being noticed that a mechanical house in this county has been the successful competitor for the great building to be erected in Hyde Park, London, for the exhibition of the works of industry of all nations in 1851. Messrs. Fox, Henderson, & Co., of Renfrew, are the contractors for this undertaking. We learn from Mr. Wyld, the manager of the Works at Renfrew, that the building is to cover eighteen acres, and is to be 110 feet in height, and in one part 150. The estimate made by the above firm was £150,000 if the structure remain the property of the nation, or £80,000 for the “use and wear” of the building during the exhibition. It is to be prepared with galleries in the event of a larger space being required than can be afforded on the ground floor. There will be on the ground floor eight miles of tables, so that a person going down the one side and up the other, will walk upwards of 16 miles. There will be 1,200,000 square feet of glass 24 miles of one description of gutter, from 218 to 240 miles of “sash bar” Iron, and 4000 tons of iron, will be expended in the construction of this immense building. The operations have already commenced and in a few days 2000 men will be employed in the erection. We also learn that Messrs. Fox, Henderson, & Co., have contracted for the new bridge to be erected at Westminster, and have been successful; so that the ancient burgh of Renfrew bids fair to be soon famed for mechanical ingenuity, capital, and enterprise. Renfrew can now boast of a slip-dock, ship-building yard, an iron foundry equal to any in Scotland, and there are also an extensive steam forge, saw mill, chemical and bleaching works, in operation. Several important patents are held by the above company, among which are “Henderson’s Cranes,” well known throughout the country; and a patent for casting cylinders of any diameter for the purpose of sinking piles for the foundation of bridges, or for shanking for coal or ironstone, through mud or running sand. These cylinders afford great facility to the building of any structure which requires a deep and solid foundation. We also learn it is the intention of the Provost and Magistrates to open the coal and ironstone pits on the burgh lands, which will afford employment to a large number of additional workmen.”—Glasgow Chronicle, August 14, 1850
Returning to the shipping interests, James Henderson entered into a partnership with a Danish ship-broker, C. P. A. Koch and in May, 1850, Vesper sailed to Copenhagen to provide a regular connection between Copenhagen and Flensburg. The venture was a success and a second steamer, Diana, was added in 1851. Henderson remained a major shareholder in the enterprise.
“On Wednesday afternoon, an elegant new steamer was launched from the building-yard of Messrs Henderson & Son, adjoining their celebrated patent slip at Renfrew. The scene was gay with flags, and the weather being auspicious, a considerable number of spectators were assembled on both banks of the Clyde. Everything being declared in readiness, Miss Marianne Henderson—a very young lady—performed the ceremony of Christening, after which the vessel descended with leisurely grace into the water, amid the jubilant firing of cannon and the hearty cheering of the crowd. The handsome craft is named the Diana. She is 150 feet length of keel, 18½ feet breadth of beam, and 10 feet depth of hold. Her engines were made at Greenock by Messrs Campbell, Macnab & Clark, and upwards of 80 horse power, and were taken up the river on Friday, on order to be fitted on board. She is to ply between Copenhagen and Flensburgh, as consort to the Vesper, launched some time ago from the same building-yard, and is to commanded by Captain William Henderson.”—Greenock Advertiser, May 13, 1851
Diana (I. C. Weber—“Fra Hjulskibenes Dage,” 1919)
The Diana that was of dimensions 156 feet x 17 feet x 8½ feet, and fitted with a steeple engine of 90 h.p.. She arrived at Copenhagen on June 19.
“New steamer.—On Thursday afternoon a very fine iron paddle steamer, recently launched from the building yard of Messrs J. Henderson & Co., Renfrew, arrived in the harbour for the purpose of completing her stores and clearing out at the Custom-house, preparatory to her voyage to Denmark. The steamer which is named the Diana, is intended to carry the Danish mails between Copenhagen and Flensburg, and has been fitted up with a view to the navigation of that rather dangerous coast. The model of the Diana is very fine. Her burthen is upwards of 150 tons, and she is propelled by engine of nearly 100 horse power.”—Glasgow Sentinel, June 14, 1851
In 1853, they built the Sylphide to run from Copenhagen to Kiel as a more speculative venture.
“Launch.—On Saturday last there was launched a fine steamer from the building yard of Messrs James Henderson & Son, Renfrew Patent Slip. A large company of ladies and gentlemen were present, as well as the Provost, Bailies, and Town Clerk of the adjoining Burgh. At high water, about two o’clock, all the preparations having been completed, the bolts were withdrawn, and the vessel glided gracefully into the river amidst the cheers of the spectators, and was christened Sylphide by Miss Camilla Lamond. This steamer is an addition to a line recently established by a company of gentlemen connected with this city, for the goods and passenger trade of the Baltic, and hails from Copenhagen; and from her increased dimensions, she promises to be most advantageous to that extending trade. Her appearance promises great speed, and the dimensions are as follows:—length of keel, 171 feet; breadth of beam, 20 feet; depth of hold, 10 feet. The engines are of 120 horse power, by Messrs M‘Nab & Clark of Greenock. After the launch the company were entertained to a dejeuner by the builders, when a variety of toasts were proposed to the health of the magistrates, the steamboat building trade of the Clyde, and the like.”—Glasgow Chronicle, March 30, 1853
The Sylphide was well appointed with state rooms for overnight accommodation.
“New steamer.—A new iron steamer, named the Sylphide, has just been built and equipped by Messrs James Henderson & Son, for the Kiel and Copenhagen trade in the Baltic, and takes her departure for that locality to-day (Thursday.) We understand that on her trial trip she attained a very high velocity. Her engines are on the oscillating principle, with feathering floats, by Messrs Barr & Clark of Greenock, and she is fitted up in a very elegant and comfortable style, having, in addition to commodious state-rooms and cabin below, a large round house on deck. She is seemingly well calculated to maintain the fame of the Clyde builders in the Baltic, and we have no doubt will be duly appreciated by the inhabitants of the localities whereat she will ply.”—Advertiser, May 25, 1853
Sylphide arrived in Copenhagen after a journey of 91½ hours.
The Copenhagen to Kiel service was not a success but sulphide remained in the Baltic, finding employment at the eastern end, and sailing out of the Russian port of Cronstadt, where she was used in excursions around the ships involved in blockading the Russian Fleet during the Crimean War.
“The St. Petersburg correspondent of the Constitutionnel, writing on the 11th, gives an interesting account of a late visit to Cronstadt. He says—“One of our steam-boat companies has organized excursions on Sundays and Thursdays to Peterhof and Cronstadt, to show to the curious the measures of defence taken by the Government, the flotilla of row-boats, and the fleet of the enemy. On Sunday I embarked on board the Sylphide with a numerous company, and we had a band of military music to enliven us. After having passed the Government dockyards and manufactories on the Neva, we arrived at the batteries constructed at the mouth of the river. They are exceedingly formidable, but everybody is convinced that they will be useless, as the passage by Cronstadt is considered impossible. We soon arrived in the gulf, and then, turning towards St. Petersburg, we perceived, at the end of the Bolschaj-Prospect of the Wassili Ostrow, a new battery bristling with cannon, and constructed within the last two months. On arriving at Peterhoff everybody tried to discover the fleet of the enemy. One of our passengers cried out after a while that he saw it, and immediately all telescopes were turned towards Fort Rissbank. In spite of a slight fog, I perceived several vessels at anchor beyond the fort. Continuing our route to Cronstadt, we after a while reached the advanced posts of the island. We then passed through our vessels of war, which were drawn up in a line in the channel, close to the fortress. By the side of the great vessels we saw a number of screw gunboats, the first bf them bearing the name Schalun (the Enraged). On the horizon I counted fifteen of the allied vessels. Between the two forts a Russian steamer was placed on the look-out. We approached her, and then proceeded to the northern roadstead. We passed through the flotilla of row-boats, and found our floating batteries anchored in a line to the north of Cronstadt. Amongst them are several of large size—the Pamiat-Osowa (souvenir of Azoff), the Ingermaunland, the Syssai-Welikij, and others. The officers of the steamer showed us several places in which infernal machines, consisting of a sort of mine, were placed under water to blow up the enemny’s ships. They are, it is said, an invention of General Schilder, who perished at Silistria, but their efficacy is far from having been proved.”—Morning Chronicle, June 23, 1855
A further communication indicates that she remained at St Petersburg, after the war had concluded.
“Russia.—A letter from St. Petersburg of the 6th, in the Constitutionnel, says: “The day before yesterday the Emperor Alexander reviewed the Baltic fleet, drawn up under the guns of the forts of Cronstadt, and, as I was present, I send you an account written on the spot. We left St. Petersburg at 10 o’clock on board the steamer Sylphide, in which by special favour a select company had assembled, and at 11 o’clock we stopped off Peterhoff to take on board some other privileged persons. At half-past 11 we again stood out, and passed along a regular line of gun-boats and bomb-vessels, extending from St. Petersburg to Cronstadt. These steamboats, recently built on the models of the French and English, are small in size, but very solidly constructed. Their decks, on a level with the water, are so arranged as to afford little mark for the enemy’s guns. A few months only have sufficed to build 80 of them, and in another year the number will be carried up to 300. Each of the gunboats carries 3 heavy guns and a crew of 45 men; the bomb vessels have each 1 large mortar, 3 heavy guns, and 50 men. All the merchant vessels at anchor in the port of Cronstadt were gaily dressed out in flags. After rounding the forts of Cronstadt, our steamer passed along the line-of-battle ships, and then took up a position within musket shot of the last vessel. Vice-Admiral Schantz had the command in chief of the fleet, which was composed of one hundred and thirteen vessels, namely, thirty three line-of-battleships, frigates, and corvettes, forming two divisions under Rear Admirals Tirinoff and Nordmann ; and 80 gun-boats and bomb-vessels, also forming two divisions, under the command of Rear-Admirals Moffette and Stroukoff. At two o’clock, a long streak of smoke announced the approach of the steam-vessel conveying the Emperor from Peterhoff. Every glass was immediately turned in that direction, and his Majesty was seen standing on the deck, with a numerous staff, add a large number of ladies. At the same moment, and at a given signal, the yards and rigging of the vessels were manned, and the Czar, as he passed along the line, was hailed with the most enthusiastic huzzas. The Emperor’s steamer, after passing along the line of vessels, took up a position on the right of the admiral’s ship, and the filing off of the gun-boats and bomb-vessels commenced, the crew of each, as it passed, crying out ‘Health to your Majesty!’ After the filing off, which occupied more than an hour, a fresh signal was given, and in a moment, under a general discharge of cannon, every ship was covered with flags. The salutes of the fleet were answered by the guns from the forts of Cronstadt. This grand naval fete, which was favoured by the most delightful weather, terminated about five o’clock. On Sunday last, being the fete day of the reigning Empress, there was a kissing of hands at Peterhoff, and a brilliant illumination in the evening. All the streets of St. Petersburg were also illuminated. I say streets, because, except on extraordinary occasions, such as accessions to the throne and coronations, the lighting only consists in placing a row of lampions along the edge of the foot-pavement.”—Sun (London), August 14, 1856
Sylphide is reported to have been sold to foreign owners on October 8, 1856, and her British certification was cancelled at that point. However, it seems the sale did not go through. She arrived back on the Clyde on November 11, and was laid up in Bowling Harbour. Sylphide was advertised for sale but offers were not received, at least through March.
“For sale.—The paddle-seamer Sylphide, as she now lies at Bowling. Length of keel, 171 feet; forerake, 12 feet; breadth of beam, 20 feet; depth moulded, 9 feet 9 inches. One pair of oscillating engines of 120 nominal collective horse-power, with two tubular boilers, by Messrs M‘Nab & Clark of Greenock. Cabin fitted with sleeping accommodation for about 60 first-class passengers. Fore hold for about 30 to 40 tons of cargo. Built by the subscribers in 1853. The inventory is very complete, and the ship is in every respect well found, and could be immediately placed on any station. For particulars, apply to James Henderson & Son.—Slip Dock, Renfrew, Nov. 21, 1856.”—North British Daily Mail, March 11, 1857
It seems reasonable to speculate that the conversion of the Sylphide to the Diamond took place over the next two months at the Henderson slip-dock. Much of the work would involve conversion of her state rooms into the cabin accommodation expected for an excursion steamer on the Clyde. She is listed as 182 feet in length, not inconsistent with the reported dimensions of the Diamond. The Glasgow and Arran station that had been occupied by Eagle and Messrs Henderson’s Ruby in the previous few seasons was vacant, and Messrs Henderson intended to place the Diamond on the route.
Diamond remained on the Arran by way of Rothesay station for a good portion of the summer of 1857, but then took her place sailing on the Rothesay station. She did not appear on the Clyde in 1858 or the years afterwards. In 1863, she was brought back to the Clyde, ostensibly to replace some of the fast steamers sold to run the blockade of the Confederate States. She herself was sold to run the blockade.
“The river steamer Diamond which was brought from the Neva to supply the want of other steamers withdrawn from our river traffic, and shortly thereafter sold upon her arrival here, came down the river yesterday, and having had her compasses adjusted in the Gareloch, proceeded to her destination.
In the interim, it appears that Sylphide, in her new guise as Diamond, had gone back to Cronstadt on the Neva. Perhaps her new arrangements ensured a better reception there.
Walker, Fred M.; Song of the Clyde, Patrick Stevens, Cambridge, 1984.