Mr. Thomas Bollen Seath was well acquainted with Clyde shipping by the time he set up a shipbuilding concern at Meadowside in Partick in the middle of the 1850s. He had been associated with captain M‘Kellar’s Millport and Arran steamers for a number of years. His second ship was the Nelson, a small steamer that inherited the engines of the ill-fated Eclipse that was wrecked on the Gantocks. The third and last steamer he built at Partick was named the Artizan and it is about this vessel that this article first focuses.

In 1856, Seath sold his yard at Meadowside and moved to a new location in Rutherglen, well above the weir on the Clyde that demarcated the extent of the harbour of Glasgow. There he planned to build ships of a size limited by the depth of the river and the tricky negotiation of the weir, something Messrs Seath & Co. accomplished with considerable success for almost half-a-century.

Artizan

Whether the Artizan was built for any specific purpose or simply on speculation, I cannot discern. She was 54 tons gross, just 113 feet in length by 12 feet in breadth and 6½ feet in depth, driven by a two-cylinder engine generating 40 n.h.p., and was fitted for carrying passengers. Artizan was registered on the last day of January 1856 and was offered for sale in the March 19 edition of the Shipping and Mercantile Gazette.

Shipping and Mercantile Gazette, March 19, 1856

“At Glasgow.—New River Steamer for Sale.—The beautiful new Clyde-built steamer Artizan, for river or lake navigation. Dimensions:—Keel and fore rake, 113 feet; beam 12 feet; depth 7 feet. The building and outfit of this vessel having been completed under the immediate inspection of a practical person of great experience, will be found to comprise all the latest improvements; and, from the exceedingly compact arrangement of engines and boiler, the accommodation is greatly increased. By a simple arrangement of gearing, the engines are wrought from the deck by the steersman, enabling the working expenses to be considerably curtailed. Four men only are required as a crew for this vessel to work a passenger traffic. The internal arrangements of the Artizan are very commodious, elegant and substantial. Parties requiring a small steamer for a passenger trade will find this unique little craft well worthy of their attention, as the vessel will be sold on very moderate terms. The Artizan is at present at Glasgow, where she may be inspected.

“For price or further particulars apply to: John Reid 52, Howard-street, Glasgow; to T. and W. Paton and Co., Corn-exchange buildings, Liverpool; or to Thomas Steele, Harbour-street, Ayr.”

Seath and Steele were later to be partners in running steamboats to Ayr.

What interest there was in the steamer is not recorded but she remained unsold, and next we find Artizan on the Queen’s Birthday Holiday, 24th May of that year, sailing with a party of local dignitaries from Rutherglen quay to the east side of the weir at Hutchesontown Bridge to and from till the speeches and toasts on the occasion had been exhausted. With this inaugural sailing, Mr Seath announced that he would employ his vessel running between Rutherglen Quay and Hutchesontown Bridge six days a week over the summer period to allow the public to enjoy the upper navigation.

This was by no means the first time that a steamer had ventured above Glasgow Bridge. As early as 1816, David Napier’s Marion had ventured into these waters, against a strong current.

“Burgh of Rutherglen. The Provost, Magistrates, and Town Council of Rutherglen having resolved to celebrate, in a loyal and becoming manner, her Majesty’s birth-day, together with the close of the war and the reopening of the upper navigation of the River Clyde to Rutherglen Quay, invited a numerous circle of the merchants and tradesmen of the burgh to assemble in the Council Hall, on the 20th ultimo. Shortly before three o’clock afternoon, the Provost, Bailies, and Council, with their guests, formed in procession, and preceded by the Rutherglen Instrumental Band, and the burgh officers in their scarlet uniforms, walked along the Main Street to the Quay, and having embarked on board the Artizan, amid the cheers of a large concourse of the inhabitants, steamed down to Glasgow, when, after partaking of a refreshment, Provost Forrest ascended the paddle-box, and put a document into the hands of the Procurator Fiscal of Rutherglen and requested him to read it to the assembled multitude who thronged the banks of the river. The Fiscal announced as follows:—“The Provost congratulates those present upon the re-opening of the-upper navigation of the Clyde to the Royal burgh of Rutherglen and as small beginnings frequently have great endings, he has no doubt that the fact of being conveniently taken from the Quay of Rutherglen to the City Wharf of Glasgow, by the steamer Artizan, while it forms a novel and grand epoch in the history of both burghs, will no doubt ultimately emerge into a lucrative affair both for those interested in the speculative scheme, and for the great and lasting interests of the burghs. He therefore calls upon you to give three hearty cheers to the sentiment, ‘Great success to the re-opening of the upper navigation of the River Clyde to the ancient Royal burgh of Rutherglen’.” After giving three cheers for the opening of the upper navigation, and for the Lord Provost, Magistrates, and Council of the City of Glasgow, the whole party were conveyed by the Artizan to Rutherglen Quay, when the same announcement was made to a large assemblage of the inhabitants, and the Provost having in broken a bottle of wine upon the quay, congratulated the inhabitants upon the occasion, and proposed ‘Success to the re-opening of the upper navigation,’ which was responded to by the hearty cheers of all, present. The party having disembarked, formed in procession, and proceeded to the Town Hall, from the balcony of which, the same announcement was made to a large concourse of people. The company then sat down to a sumptuous dinner—Provost Forrest in the chair, supported on the right by Bailie Barr, and on the left by Bailie Adair; Treasurer M‘Math and Councillor Nish discharging the duties of croupiers. After the cloth was removed the following toasts were given and responded to:— “Her Majesty Queen Victoria,” “His Royal Highness Prince Albert,” “The Prince of Wales and the other members of the Royal Family,” “The Army and Navy,” “The Clergy of Scotland,” “Her Majesty’s Ministers,” “The Lord Lieutenant of the County.” The Provost, in proposing the next toast, said—An honourable peace is ever to be welcomed as not only harmonising with our Christian belief and religion, but also best calculated to develop the resources of trade and commerce of nations, I therefore propose, with reference to the late war, that we shall devote a bumper “To our gallant Allies, as being instrumental, with our own noble army and navy, in bringing a just war to a peaceful termination.” The toast of the evening, “Great success to the free and uninterrupted re-opening of the upper navigation of the River Clyde to the ancient Royal burgh of Rutherglen,” “The Lord Provost, Magistrates, and Town Council of Glasgow,” “The Member for the Kilmarnock district of burghs,” “The Members of Parliament for the City of Glasgow and county of Lanark,” “The Sheriff of the County,” “The Agricultural, Manufacturing, and Trading Interests of our Country,” “A speedy and satisfactory settlement of the pending Dispute between the Coalmasters and the Miners,” “Prosperity to the Burgh of Rutherglen,” “The Health of the Chairman,” “The Croupiers,” and “The Guests.” The meeting then separated after enjoying a pleasant evening.”—Glasgow Herald, June 4, 1856.

Glasgow Herald, July 14, 1856

The Artizan was capable of carrying 350 passengers, and Seath navigated the vessel himself, doing so ten times a day at fares of 2d. steerage, 3d. cabin or 4d. return. The excursions proved popular, perhaps beyond the expectations of Artizan’s owner, and the press was generally very supportive of the new initiative. Not a few suggestions were made as to how the venture could be extended.

The Upper Navigation (National Library of Scotland)

“Up the river.—We have been told that some thirty-five years ago a small steamer might have been seen occasionally paddling from the “Old Wooden Bridge” at the Jail up past the Green. This circumstance is out of our knowledge; but any one who chooses may now see a smart little steam vessel, with saloons, ladies’ cabin, as steward’s pantry, and forecastle all complete, making its half dozen trips daily from the Weir at Hutchesons’ Bridge up to the Rutherglen Quay. This tidy craft, which is commanded, steered, and we believe owned, by Mr. Thomas B. Seath, has become quite a favourite, and on each of its two-hourly trips takes up and down parties of from a dozen or so to eighty or an hundred well dressed and well pleased pleasure-seekers. We are glad to see this attempt at turning the upper waters of the Clyde to some practical account, and we trust it will succeed to the fullest expectation of him who has made the first public experiment through the narrow channels and over the many sandbanks which, we daresay, were till now thought insuperable except to gigs or sailing boats. The Artizan, for such is the name of the steamer, has now been running successfully for about six weeks; and it may not be uninteresting to some of our readers to know that, on one Saturday, it carried no fewer than 500 persons during the course of its trips. We do not, however, see why the runs of the Artizan should be no further up the river than merely to the Rutherglen Quay aforesaid. We may be wrong, but is it not possible that this steamer, which draws no more than twenty-seven inches of water with a supply of coal and fifty passengers, might reach a little further amid the beauties of the upper waters? It is quite certain that a very little greater depth of water than that which runs over even the very shallowest banks, would enable the Artizan to get up beyond Farns, and, perhaps, also to Clyde Iron Works, which would be within a convenient distance of Cambuslang. And were jetties or landing places put down at convenient points, a passenger traffic might be derived from Tollcross, Parkhead, and the hamlets adjoining. There are many obstacles to a farther run up the river; but should Glasgow continue to grow as it has done for the last twenty years, and to study at the same time how its commercial interests might be best served, there is no saying but the time may not be far distant when the inhabitants of Uddingston, Bothwell, Blantyre, and Hamilton, may be able to take a water trip west to Glasgow, and the house-bound people of this large city well, as Cobbett would have called it, may visit the falls of Stone-byres, by the way of their silent highway, as Charles Knight named the Thames. And this suggests to us something which may not be altogether disagreeable to Glasgowegians, who have almost as strong an affection for Clyde as the most pipe-loving it German has for old Father Rhine, namely, that notwithstanding all the raptures which have been called forth by the beauties of the Thames above London, our Clyde is at least equal in its natural features in many places, and superior in others, though until we reach the ruined keep of Bothwell, with the Priory opposite, and the Ducal Palace of Hamilton, there are fewer grand buildings on the upper banks of Clyde than on the river of the Metropolis.

“But to come to the immediate realities of our subject, we will if take it for granted that the upper navigation of the Clyde is no longer problematical. It is an accomplished fact; and we feel pretty sure that it will only be want of encouragement from the public which will cause Mr. Seath to remove his trim little Artizan from the field of her praiseworthy industry.

“One or two hints to those concerned may not be amiss before we conclude. And, first, with respect to the landing place at the Weir. Surely the improvers of the upper navigation did not build a fine and substantial frontage merely to accommodate the sand boats who discharge their cargoes at the only point where the Artizan can land her freight. A little trouble would be a vast improvement in this respect. Again, the upper waters of Clyde ought to serve a larger purpose than merely to furnish exercise for unyoked youngsters and children who toil and tumble hither and thither in their rowing craft athwart the very bows of the Artizan. We know that at present there are not fewer than an hundred or an hundred and twenty boats let out for hire on the fine evenings of summer. The exercise and amusement thereby provided at a small cost is salutary and agreeable. But the youth, and want of skill, of many of these crews may, unless some rules be laid down for their conduct on the water, lead to deplorable accidents. We ourselves in a trip on board the Artizan have seen these boats swarming on the water, pursuing no straight route, apparently having especial object in view—zig-zagging and sporting in all manner of sinuosities in the very course which the Artizan had to take. And this maggot-like crowd of aquatic novices were as thick as motes in the sun from below the Albyn Iron Works up to the Dominoe’s Hole. A code of simple rules would make all right and prevent all possible danger. The Artizan never sails even up to half speed of her engines, but her mere impetus at that low rate of sailing would smash boats in case of a collision, and imperil lives. The last hint we will throw out is also, we think, worthy of consideration. At present the Artizan runs her full voyage without stoppage at fares of two pence and three pence, up or down, with a redaction if return tickets are taken. Now a jetty, say immediately above Rutherglen Bridge, would accommodate people going or coming from Bridgeton, and were there one say at Farns, it would be of service to the inhabitants at the east end of Rutherglen.”—Glasgow Herald, July 7, 1856

The Upper River from Glasgow Green showing aquatic sports (Swan)

However, there were some detractors, notably those who saw conflict with the popular boating spot along the edge of Glasgow Green.

“Interruption to acquatic sports.—The upper navigation steamer.—To the Editor of the Glasgow Herald. Sir,—As you have for many years taken a lively interest in the aquatic sports on the Clyde, as a means of healthful recreation and amusement for a large portion of our community, I would earnestly seek to call your attention to what may well be termed an innovation on the rights of those who engage in them. It is the running of one of the river steamers, the Artizan, between Hutchesontown, immediately above the Weir, and Rutherglen, a trade which was inaugurated on the Queen’s birth-day, with all the pomp and ceremony which a band of musicians and the civic dignitaries of Rutherglen could impart. Now, while it would be unjust in the extreme to endeavour to thwart any scheme which the good people of Rutherglen may entertain for increasing their trade, or of raising their town to the dignity of a seaport, yet, if such scheme be impracticable in its nature and uncalled for, and if it infringe on the rights of any of their neighbours, then we are justly entitled to raise our voice against it. That the scheme of running steamers to any extent between Rutherglen and Glasgow, is impraticable and uncalled for, is proved by the unsuitableness of that part of the river for steam navigation, the comparatively trifling traffic that exists between the two places, and the various means of communication which otherwise exist: That it directly interferes with a long established privilege of the lieges of Glasgow, viz., the rowing on the Clyde, the havoc and devastation which is caused among the pleasure boats on approach of the steamer, amply testify. Already has one valuable boat been destroyed, and a young man narrowly escaped being drowned; and, if the trade be not speedily put down, either by the authorities or public opinion, we must lay our account for a continual series of mishaps, or the abandonment of one of the most innocent and healthful recreations which it is possible to devise. Now, as I feel assured that the adoption of the latter alternative would cause no little regret amongst all classes of our community, and more especially with that class who are the most directly interested, viz., the young men of Glasgow, and, as the means of amusement and recreation are otherwise totally inadequate for the wants of the vast body of our population, I trust that you will lend your valuable aid in securing to us intact this noble and much prized privilege of aquatic sports on the Clyde.—I am, Sir, your obedient servant, A Member of the Regatta Club.”—Glasgow Herald, June 2, 1856

Seath’s treatment of boaters who got in the way of the little steamer that first season was somewhat draconian.

“Upper navigation.—To the Editor of the Glasgow Herald. Sir,—Nobody rejoices more than I at the partial opening up of the upper portion of our river, by means of steam transit, and if the citizens of Glasgow were fully aware of the delightful region through which the steamer Artizan offers to conduct them, and which lies so near our doors, the spirited proprietors would have little need to forebode ought save complete success, accompanied by a liberal return for capital invested. From the nature of the ground over which it flows, the pilot of the steamer is unable to keep to one side of the river, but has to steer from one side to the other, to avoid the shallows, which there is no harm in doing, but the reverse. It ought to be borne in mind, however, by the proprietors that the Artizan is not the only boat on the river having a right of way thereupon. From time immemorial “Young Glasgow” hare been wont to consider themselves free from the innovation of steamers above the bridges, and consequently have invested no small capital in jollyboats, gigs, &c., for their own behoof on these waters, and till lately, save at a regatta, took whatever side of the river pleased them; in following out their boating ideas. Then again, there is a section of the grown-up population acquatically inclined, who now and then treat themselves to a “row” in a boat, facilities for so doing being afforded by the sixpence-an-hour system so long in vogue at the “Dead-house.” It is in behalf of these small-boat folks, especially of latter and more awkward squad, that I new make my appeal to the parties competent in the matter. And what am I going to appeal about? How would you like, Mr. Editor, if you took it into your head to give your future helpmate (feminine, not your sub) a sail the length of from the weir to Rutherglen in a coble, and after having embarked and began to enjoy the romance of the thing, and engaged in a chit-chat with her, before you are aware to have the monster Artizan coming down upon you, dissipating at once the poetry of the situation and your presence of mind, and causing you to make directly in the way of the steamer? How would you like that? But in addition, to have the misery of a bucket of water soused over you and the party at the stern, would I fear set your proverbial equanimity at its minimum? I beg to disclaim your suspicious imputation that I describe my own case and sufferings—I only describe what I witnessed more than once from the deck of the Artizan last week. I would therefore appeal, as aforesaid, to the big-boat folk to be more merciful to their smaller brethren, and to be less free with their bucket towards them, which mercifulness may re-act, and ensure a long paddling existence to the steamer. To prevent the small craft from being on parts of the river required for the Artizan, boards, like those used by the Clyde Trust farther down, should be placed along the brink, thus; “Steamer track—small boats, keep other side,” or some such notice. I may say that were I in the habit of sailing in small craft thereabout, and to get a ducking from the buckets of the Artizan, I would be inclined to try how far redress might be had at law, and with good grounds for claiming a solatium. W. M.”—Glasgow Herald, July 16, 1856

This elicited a response from a supporter of the steamer.

“The upper navigation steamer.—To the Editor of the Glasgow Herald.—Sir,—On reading the letter of “W. M.,” which appeared in, Wednesday’s Herald, I felt some surprise that such remarks should have been made by any one who had taken advantage of the Artizan’s sailing for a trip up the Clyde. Careless and mischievous as has been the conduct of some of the small craft out for pleasure, it reflects the highest credit on those connected with the steamer, that no accident has as yet occurred. The bucket of water, which “W. M.” has seen thrown from the deck of the Artizan, is reserved for those only who, disregarding alike the warning of the bell and the look-out, persist in running across her course.

“Neither “W. M.’s” romantic remarks on the beauties of our river, nor his description of the happiness of a sail thereon, with either a companion or a sweetheart, can do away with the right of passage the steamer possesses; and, if he is such a novice in the management of a boat as to suppose that the necessary consequence of the steamer’s approach is to cause him to lie athwart her bows, he deserves the bucket too. Perhaps no one sails more frequently with the Artizan than I do, and I speak from experience when I say that the annoyance from the carelessness of the small boats is sometimes extreme. One instance may serve as a sample.

“On Tuesday evening, as the steamer left her moorings for her eight o’clock trip up the river, a large black boat with sails was making its way down, but keeping between the steamer and the north bank. Had she kept her position there she would have been perfectly safe, but you can guess the astonishment of all on board the Artizan when they discovered a movement on board the sailing boat to push her directly across the steamer’s bow. The bell was rung, the look-out warned them off, but it was of no use, and they certainly gained their point (if so they intended it) of getting a thwack from the bow of the Artizan. Of course, the engine had been stopped before the collision took place, or there might have been a serious accident; but such annoyances as this are very frequent, and we have to thank the carefulness of those on board the steamer that there has been no serious danger resulting therefrom. Don’t you think, Sir, that, instead of a “drooking,” they sometimes deserve a “ducking.” Glasgow, 17th July, 1856. W.”—Glasgow Herald, July 18, 1856.

There were other issues that occurred. The river was relatively narrow and in places the steamer had to weave close to the shore to avoid shallows. There she was vulnerable to missiles thrown from the bank

“The steamer Artizan.—For some time past the passengers by the Rutherglen steamer have been much annoyed by evil-disposed persons throwing stones and other missiles on board, especially when the steamer passed through the arch of Rutherglen Bridge. The perpetrators remained undiscovered till Tuesday, when two policemen dressed in plain clothes captured two mill girls, named Ann Forbes and Marion Gregory, both residing in Calton, in the park at Jenny’s Burn, in the act of throwing stones at the steamer. They were brought up at the Glasgow Justice of Peace Court on Wednesday, and fined half-a-guinea each, with the alternative of 14 days’ imprisonment.”—Caledonian Mercury, July 18, 1856

“Malicious conduct.—On Saturday evening last as the Artizan steamer was on her last trip from Rutherglen to Hutchesontown Bridge, she ran aground on the bank opposite to Mr. Wilson’s coal pit at Dalmarnock. She was easily enough got off, but the captain, wondering at the occurrence, and knowing of no natural cause for it, made an investigation, when he found that some malicious party had opened the sluices at that part of the river, and there was consequently a large escape of water. Had the steamer slewed round off the bank she must have encountered the clump of sharp stones which lie at that bank, and in all probability they would have penetrated her bottom. We hope the perpetrators of the dastardly act will be speedily brought to justice.”—Glasgow Herald, August 6, 1856.

“Small boat run down.—On Monday afternoon three lads made a narrow escape while amusing themselves in a boat on the river. On the steamer Artizan approaching the New Club House, the lads kept their boat stationary, her bows pointing to the north, and her stem being within a few feet of the south quay. The steamer was steered close in shore, and the result was that one her paddle-floats struck the bow of the boat and knocked her under water. The lads fortunately were picked up; but the larboard bow of the boat was smashed in. This is not the first accident of the kind that has occurred, and we think it high time that proper regulations should drawn up both for pleasure boats and steamer. By slowing more, for instance, in passing the Club House, the steamer would not require to “hug the shore” so much as she does at present.”—Glasgow Sentinel, August 9, 1856

“Escape from Drowning.—On Wednesday forenoon, a weaver from Bridgeton was seized with cramp whilst bathing in the Clyde, near to Rutherglen Bridge. The Artizan steamer happened to be passing at the time, and through the exertions of the master and his crew the poor man was rescued in a very exhausted state.”—Glasgow Herald, August 15, 1856

Later in the season, there was a hint that another similar steamer might be built.

“The Artizan Steamer.—There is some prospect, we understand, of a consort being built to this neat little steam-craft. Her excellent proprietor and commander, Mr Seath, is at present making arrangements for the construction of a small but commodious steamer to occupy this station, which we understand will be built at Rutherglen. When this vessel is launched, there is a possibility that the Artizan will sail from Hutcheson’s Bridge as far as Bowling, downwards, while the new steamer will proceed still farther up the river than the Artizan at present calls at. These changes cannot but prove highly advantageous to the traffic on the upper section of the river, and as it is contemplated that the Artizan will stop at all important stations as far down as Bowling, she will, we have no doubt, be largely patronised. In the carrying out of this arrangement, we think Mr Seath deserves public support, and hope that he will receive it.”—Glasgow Sentinel, August 9, 1856

It was reported in the Glasgow Guardian of August 8, 1856, that the August meeting of the River Trust considered an application from the owner of the Artizan steamer for support and recommended the erection of a landing place for passengers on the north bank of the river near the weir. The cost would be around £25. The large number of passengers attracted to the steamer was a surprise and it was reported that she was also carrying goods.

The Glasgow Sentinel of August 30, 1856, reported a discussion in the Town Council that gas-tar forming a nauseous scum on the upper river was a nuisance and that if a stop is not made to it, bathing in the Clyde will be prevented as the bather comes out of the water with a greasy coating on his skin. The poor people who wash their clothes at the Green will be deprived of the privilege as the linens derive little advantage from their labour. The Council also approved the erection of the wharf for the Artizan although consent was a formality as the wharf was already nearly erected. Mr Moir objected to the proposal as he felt it gave the proprietor the Artizan an advantage over the omnibus drivers and the fact that the steamer paid no dues. It was noted that the proprietor, Mr Seath had encroached on the banks of the Clyde at Rutherglen with an enclosure that interrupted the pathway that was a right-of-way along the river. There was a stipulation that if the barrier was not voluntarily removed, then legal means would be taken to protect the public right-of-way.

To make the steamer profitable at the modest process charged, the steward’s department was an important additional source of revenue. This almost led to a blemish on Mr. Seath’s venture.

“Alleged illicit selling on board the Artizan steamer.—Yesterday, at the Justice of Peace Court, Robert Smith, Esq., and James Craig, Esq., Justices, presiding, Thomas B. Seath, master of the steamer Artizan, presently plying on the river Clyde between Hutchesontown Bridge and Rutherglen, was accused of having, on Wednesday the 20th August last, sold spirits on board his vessel while plying on the river, without being in possession of a license, in contravention of Forbes Mackenzie’s Act.

“Mr. Quintin Dick, who appeared for Mr. Seath, took objection to the relevancy of the complaint, and maintained that there was no breach of Forbes Mackenzie’s Act. There was a separate Act of Parliament for licensing steamers, viz., 9th Geo. IV., chapt 47; and, after the alleged commission of the offence, Mr. Seath obtained the necessary license from the Excise authorities.

“Mr. Douglas argued that Mr. Seath, not being in possession of the necessary license when the offence was committed, was liable in the penalties incurred under Forbes Mackenzie’s Act.

“Mr. Dick said no power could be given under the Public-house Act to sell on board steamers; that power was given under a separate Act; and, if the law was infringed, it was the Act 9th Geo. IV., and not Forbes Mackenzie’s Act.

“Mr. Douglas repeated his argument—that until Mr. Seath obtained his license (and that was after the commission of the offence) he had no authority to sell spirits.

“Mr. Smith said it was a very foolish thing for Mr. Seath to sell without a license, knowing as he did that one could be obtained from the Excise authorities for £1, 1s. He had no doubt in the matter. Every coal boat might sell while going down the river, were some restriction not put upon them.

“Mr. Dick’s preliminary objection having been repelled by the Court, the charge was proved by Charles Divitt, hairdresser, Main Street, Gorbals, who testified to the purchasing of half a mutchkin of spirits on the 20th Aug. last.

“For the defence, Mr. M‘Kellar, steam-boat proprietor, stated that the passenger steamers were under the Customs laws, and the practice was for the Customs officer to get the necessary information about the person who was to be employed on board as steward. Witness had seen two weeks elapse after the starting of a new steamer before notice was given, and he had seen four or five months elapse before the Customs officers would furnish the license. They did not care when they came so as they got the guinea.

“Mr. Douglas moved for judgment. The present action had arisen out of a case of assault which had occurred on board the Artizan steamer, in which a tailor was nearly killed. The idea that spirits were absolutely necessary during a sail of 1¼ miles was perfectly absurd.

“Mr. Smith was quite prepared to convict; but Mr. Craig having some doubt on the matter, in consequence of the explanation given by Mr. M‘Kellar as to the time that sometimes elapsed before licenses were issued by the Customs authorities, was inclined to give Mr. Seath the benefit of the doubt.

“The case was consequently continued until Monday next, with the view of getting the opinion of more Justices, so that a vote would be taken for or against Mr Seath.”—Glasgow Herald, September 5, 1856

“The Artizan Steamer Case.—The consideration of this case was resumed on Monday in the Justice of Peace Court, there being upon the bench Robert Smith, Esq., James Craig, Esq,, (before whom the case came on Thursday last) David Smith, Esq., and Andrew Forbes, Esq. After the merits of the case had been fully discussed, the Court was unable to come to a decision, and the matter dropped.”—Paisley Herald, September 13, 1856

Doubtless the popularity of the steamer removed around Mr Seath and his steward.

“Up the River. —On Wednesday afternoon a party of gentlemen gave Mr Seath a complimentary dinner board his tidy steamer, the Artizan. The chair was occupied by Mr Councillor Allan. After dinner several toasts having reference to the new experiment in which Mr Seath has taken the lead, were proposed from the chair and by other gentlemen present. The speeches especially that a scientific gentleman, contained pleasing anticipations respecting the future prospects the upper navigation the Clyde, and curious details regarding the past history of our now noble river. After two runs up and down from Glasgow to Rutherglen, the party separated highly gratified with their first dinner on the upper waters of Clyde. We may just mention further, that a subscription has been opened to collect a small fund to assist clearing away the obstacles which intervene between the present lauding place at Rutherglen and the Dalmarnock Bridge.”—Glasgow Sentinel, September 6, 1856

By the end of the season, 38,000 passengers had been carried, a remarkable figure. In a year when Mr Seath was laying out his new shipyard and looking for orders, the venture highlighted his shipbuilding skills and his enterprise.

“Up the River.—We observe with pleasure that operations have commenced for piling the river embankment on the south side from the west-end of Rutherglen Quay to Jenny’s Burn. This ground we understand has been acquired by Wm. Dixon, Esq. of Govan Iron Works; and following up the improvements that gentleman recently caused to be made on the river side to the west of Jenny’s Burn, he has resolved to put the other embankment in a state of safety and thorough repair. The work has commenced at the end of Rutherglen Quay, and the piling is being proceeded with rapidly, a portable steam engine having been brought into requisition for driving the piles. When finished, the ground on this side of the river will not only be enhanced in value, but it will also add to the success of the upper navigation, by improving the run of the stream. The Rutherglen steamer is, we understand, laid up for the season; and Mr. Seath only delays building a more suitable craft for the station, till he ascertains definitely when the offensive mire is to be cleared off between the bridges. Were this done the communication between Whiteinch, Glasgow, and Rutherglen would be complete, and the run, with little difficulty, could also be extended a couple of miles above Rutherglen Quay. The depth of the water is such at this quay that two screw-steamers are about to be commenced, each of 120 tons.”—Glasgow Herald, November 3, 1856

Dixon’s No 5 Pit and Jenny’s Burn showing how the area was despoiled by industry a few years later.

Over the winter, Artizan was sold to Midland Railway in Ireland to run between Athlone and Killaloe. She had another former Clyde steamer, Duchess of Argyle, as consort. The promised new steamer was launched from his yard at Rutherglen but the expansion of service never did take place. Smaller than the Artizan; 102 feet in length by 14 feet in breadth and 63 tons gross. Her two cylinder engine was capable of 45 n.h.p., slightly more powerful that that of Artizan and she had a similar carrying capacity. She also had the advantage of hinges to lower the height of her funnels, allowing her to pass more easily under Rutherglen Bridge.

“Upper Navigation—Launch at Rutherglen.—On Friday last, a beautiful little river steamer, named the Royal Burgh, was launched from the shipbuilding yard of Mr. Seath, at Rutberglen, in presence of the Provost, Magistrates, and Council of Rutherglen, and a large concourse of spectators. Miss Warnock, daughter of Bailie Warnock, gracefully performed the ceremony of christening, amid the firing of guns and the enthusiastic plaudits of the onlookers. The steamer has been named out of compliment to the Royal Burgh, between which and our city she is intended to ply. This is the sixth vessel which Mr. Seath has launched within the last 12 months; and certainly this work constitutes a new feature in the history of Rutherglen.”—Glasgow Herald, July 27, 1857

Royal Burgh

Glasgow Herald, September 25, 1857

“Navigation of the Clyde above Glasgow.—Mr Seath deserves great praise for his energy in attempting the navigation of the river above the city, and his name may probably be banded down to posterity as the enterprising engineer who, at his own expense and responsibility, fitted up a small steamer and practically navigated the river to Rutherglen in the summer 1856, while other people thought the project impracticable. Mr Seath has had, however, to contend with difficulties. The water being too shallow, the boulders in the bottom of the river were like to smash the bottom of his boat; but he has got above this difficulty in some measure by building a new steamer of light draught, and by making a joint in the funnel of his new vessel he can now bend it down and sail through below Ru’glen Bridge in a flood, which he could not do last year. But if ever the river is to be successfully navigated above the city, we would unhesitatingly say that it must be carried many miles farther up than Rutherglen. There is considerable traffic in minerals between Glasgow and the upper districts, and it is worthy of the River Trustees’ consideration whether the probable traffic would warrant the improvement of the river; for if the upper navigation is ever to become successful, extensive improvements must be made. The Trustees would require to take it in hand, get an act of Parliament, cut out a new bed for the water in some places, and deepen it in others. The present course of the river is so very circuitous that to deepen it would be expensive, and the distance so long that it would never be able to contend with other modes of conveyance. If several of the great curves were cut off by cutting out new channels at those places, the distance, say from Cambuslang to Glasgow, could be reduced to about one-half of the present winding course of the river. As the haugh-land is low, and otherwise favourable, it is not likely that it would be more expensive to straighten the river by cutting a new channel in dry ground than it would be to deepen the whole circuitous course by the dredging machine in the water, and then the advantage in favour of the shorter course for traffic is apparent. We shall only mention a few of the places nearest the city where new channels would be necessary and advantageous. By cutting through a farm very near its steading on the south side of the river above Dalmarnock wooden bridge, an immense curve would be removed, and the distance shortened more than halfway in that place. A new channel would also require to be cut out on the north side of the lower water-works, which would also shorten the run considerably. And, lastly, a new bed for the water must be cut on the Green, along the foot of the brae on the north-east side of the Fleshers’ Haugh, which would shorten the distance in that place alone about 500 yards. Some may regard it as Utopian to speak of cutting the Green in such a way; but we are very certain that if the upper navigation is to be prosecuted successfully this will ultimately be the course of the river, and it would be far more economical to adopt the best course at first, than to lay out expenses on dredging, and then cut a new channel. There is no doubt but the river did run along the brae on the north-east side of the Fleshers’ Haugh in former ages, and that the Fleshers’ Haugh is entirely formed by a gradual deposit of solid material on that side of the water, while the soil was at same time always being cut away by the run of the water on the opposite side. We throw out these hints to induce consideration, and trust the time is not distant when the river will be improved, and the upper navigation successfully prosecuted with small vessels for ten or twenty, or it may be many more, miles above our city.”—Paisley Herald, October 17, 1857.

Early in the following year, Royal Burgh made an excursion to Lochgoilhead. This seems to be a singular event rather than the attempt at starting a service.

Glasgow Herald, February 8, 1858

In April 1858, an outing of the gigs, skiffs, jolly boats and some smaller craft numbering about 120 was got out by the City of Glasgow Rowing Club in a procession the safety of which caused “no little uneasiness to Captain Seath of the Rutherglen steamer.” The affair which included some races passed off successfully.

More important was the Glasgow Royal Regatta. This annual event was held on the stretch of the Clyde above the weir at the end of August each year and the prizes attracted competition from the towns on the Clyde as well as boats from Manchester and other English towns. Rowing matches of various classes as well as swimming matches were featured. It would seem to be an excellent event for Mr Seath to make amends with the rowers and boat owners with whom he had crossed paths. The Royal Regatta of 1858 was a little disappointing as the English crews were not present. According to the Glasgow Morning Journal of August 28, 1858 “The company present was so numerous as to cover both banks of the river all the length of the course, and the races were generally keenly contested. The regatta course extended from the first turn of the river above the upper Suspension Bridge to a buoy opposite Allan’s Pen, round which the boats turned, each race concluding at the Grand Stand, erected opposite Flesher’s Haugh. This stand, erected by Mr. Wyper, and adorned with streaming banners, was capable of containing about 500 persons, and in front of it the Royal Burgh steamer and two punts were moored, also for the accommodation of spectators. From the Grand Stand nearly the whole length of the course was well seen; and if the gentlemen and ladies on board the steamer had a more contracted view, they had at least nearer sight of the various boats as they shot quickly past up and down.” Mr Seath sponsored the “Steward’s Cup—In Specie, Five Sovereigns, presented by Captain T. B. Seath, Upper Navigation steamer. The winner to give 20s to the second and 10s to the third boat. Pulled in four oared 27 feet gigs. Open to the world, by second class rowers. The winners of the first and second prizes of the challenge and Kilmardinny cups not to be permitted to row in this race.” It was won by Blue Bonnet of Glasgow with Nonpareil coming in second.

Royal Burgh had a second summer in service and by all accounts was most popular.

Glasgow Morning Journal, July 19, 1858

Glasgow Morning Journal, August 7, 1858

At the end of November, Seath sold the Royal Burgh to new owners in Germany for service of the Rhine. However, the upper navigation was not yet complete. A new steamer, Royal Reefer, was produced from the Rutherglen yard.

“Upper navigation—Launch at Rutherglen.—On Saturday afternoon a neat little steamer was launched from the shipbuilding yard of Mr Thomas B. Seath, near Rutherglen. The steamer, which was named the Royal Reefer by Mrs. Murray, Rutherglen, is intended to ply on the river between Rutherglen Quay and Huchesontown Bridge. The Royal Reefer is of the following dimensions:—length 135 feet; breadth of beam, 13 feet; depth of hold 7 feet. She has excellent accommodation for passengers, and her internal arrangements are most complete. The vessel will be propelled by diagonal engines of 50 horse-power, and her wheels will be fitted with feathering floats. A peculiarity in this as well as in the other steamers which Mr. Seath has built, is worthy of notice: by a very simple arrangement the master in charge of the vessel can not only steer but act as engineer at the same time with perfect ease; and this double duty has been performed by Mr Seath during the whole period his steamers sailed on the upper navigation passage.”—Glasgow Herald, April 18, 1859.

Royal Reefer (Alasdair MacFarlane, Evening Citizen)

Royal Reefer’s tenure on the Rutherglen service was but brief. By this time Mr. Seath’s interests were more centered on the development of his expanding shipbuilding years in Rutherglen. Just at the time that business on the upper navigation should be commencing, Royal Reefer was sold and left for St Petersburg in the middle of July.

So ended the brief sojourn of steamer communication between Glasgow and Rutherglen.

W. Ross Shearer, “Rutherglen Lore,” The Ru’glonians’ Society, 1926.