The origins of the Clyde puffer are perhaps as murky as the depths of the Forth and Clyde Canal on which they first appeared. With a length constrained to 66 feet to fit the 70 feet locks of the Canal, they are first mentioned in the 1850s when efficient screw propulsion became possible. Steam lighters built on the Clyde prior to 1857 tended to be larger craft, not able to fit into the constrained locks on the Canal.

“The Samson, an iron steam lighter, with two screw propellers, one each side of the stern post, was tried on Thursday last, when the satisfactory speed of 7 knots hour was obtained. She is propelled by an engine of 20 horse-power. The Samson was launched sometime ago by Messrs Bourne & Co.”—Greenock Telegraph, April 3, 1855

The late puffer historian, Dan McDonald, suggests that the conversion of the iron canal barge, Thomas, to steam propulsion in 1856, marks the naissance of the Clyde Puffer and that date is as good as any place to start.

Prior to the 1850s, horse-power predominated for canal barge traffic, and indeed horse-drawn barges lasted till well into the mid 20th century as the following photographs illustrate.

Horse-drawn barge at Falkirk

Well loaded horse-drawn barge coming through a lock at Falkirk

Meal break for a horse-drawn barge at Cadder on the Forth and Clyde Canal

Oats and a break for the horse at Coatbridge on the Monkland Canal 

Before efficient screw propulsion, there were designs for paddle-powered barges on the canals from the 1830s, and also for coastal transport, but these early experiments have left little trace.

Canal boat Cyclops from Fairbairn’s 1831 treatise—similarities to the pioneering Charlotte Dundas are obvious

Manchester from Fairbairn’s treatise on canals for a steamboat for canal and coastal work

The earliest of the screw steam lighters had a simple single cylinder engine aft, generally with a 12 inch diameter bore and similar sized stroke. The simple engine design on the canal craft was not fitted with a condenser and led to an exhaustion of steam with each stroke giving a puff-puff sound and so providing a popular name for the vessels. Non-condensing engines might be suitable for vessels on the Canal where there was abundant fresh water but to proceed beyond the canal, condensers were necessary.

Some early boats were modified vessels of the barge type with little freeboard, and these “inside boats” were restricted to the canal where the possibility of swamping by waves was not high except on the exposed reach at Dullatur. They had little or no bulwarks except at the bow and stern.

Prior to the 1850s, most of the trade between the canal and the Firth of Clyde was carried out by gabbarts. Like the steam lighters, there were also restricted by the size of the locks on the canal and carried a single sail. Steam lighters referred to as “shorehead boats” replaced them and the classic puffer design had a hull similar to the gabbart. Generally they had bulwarks all round and differed from the “inside boats” in having greater freeboard. As the design improved, “outside boats” that also had bulwarks all round, could sail furth of the Canal to destinations around the Clyde and beyond, through the Crinan Canal to the harbours and beaches of the western isles or round the Mull and across the North Channel.

Gabbart off the coal depot at Dunoon in the 1880s (Valentine)

The earliest boats were flush decked. Crew accommodation was forward. For outside and shorehead boats, generally a crew of four was carried, the captain, the mate, the engineer and another seaman who covered for the myriad jobs required in a working boat. Inside boats might have one crew-member less.

The engine and boiler were aft. Engine controls were within easy reach of the man in charge of the tiller as the early vessels had no wheel. The hold took up the remainder of the ship, generally about half its length. Hatches were used to cover the hold and this would generally be tarped down when the boat was sailing. A boat or punt, generally of 14 feet was kept on a rope mat on top of the tarped hold during a voyage and could be hoist to the mast or unshipped for unloading the cargo. Cargo handling employed a steam winch on the derrick mast forward of the hold.

Greenock Advertiser February 12, 1856

Glasgow Herald, November 8, 1857

Glasgow Herald, November 3, 1858

The idea of these useful craft quickly caught on and demand increased so that a number of shipbuilders began to specialize in their construction. Prominent among these were Messrs J. & R. Swan & Co., of Kelvin Dock, Maryhill.

The Kelvin Dock on the Canal at Mayhill was an interesting graving dock that required no pumps. Once the boat had entered the dock and the gates closed, water was simply let out to flow to a lower level of the canal. In the late 1830s Messrs David and William Swan took over the graving dock and ship-carpentry business at Kelvin Dock and set up a saw-mill adjacent. It was around 1860 that their two brothers, John and Robert started iron-shipbuilding on the south side of the canal.

Alfred loading logs on a beach. Note the hatch covers piled up forward of the funnel

The Alfred, was one of Swan’s lighters, seen here loading timber at an unknown location. Note the heavy belting strakes that was typical of puffers. Although the hull was not flat-bottomed, its curves down to the keel block were sufficiently rounded and with care allowed for landing on sandy shores without the aid of a pier. This greatly increased the versatility of the vessels and enhanced their popularity.

Built in 1862, Alfred’s dimensions were 65.7 feet in length, 13.8 feet in breadth and 6.4 feet in depth with a two cylinder engine to drive her single screw. She was owned by James Hay and was sold off the Clyde in 1897 after which she had a long career, being broken up in 1930.

Along the way, she had a number of mishaps, including bring sunk in the Forth.

“Steam lighter sunk near Inch Mickery.—The steam lighter Alfred, belonging to Glasgow, while steaming down the Firth of Forth towards Leith on Monday night with a cargo of ninety tons of metal pipes, struck against what is thought to be a submerged piece of timber, between Inch Mickery Island and the southern shore, and sunk almost immediately. The crew took to the boat and rowed to Granton. Operations were commenced this morning to float the wreck.”—Edinburgh Evening News, October 16, 1878

In November 1881, she was badly damaged in a collision at Greenock.

“About half-post seven o’clock last night a somewhat serious collision took place in the river opposite Garvel Park between the steam lighter Alfred and the lighter C. The latter vessel was in tow of the Alfred and another steam lighter named the Bruce. When opposite Garvel Park, the Bruce took the ground, and before the Alfred could get clear, the C struck the starboard side of the Alfred with considerable force, breaking several iron plates, and doing other damage of a more or less serious kind. The three vessels have since been berthed in the Mid Harbour, and it is expected that the Alfred will have to be docked for repairs. The Bruce was bound to Campbeltown (from Montrose) with a cargo of barley, the Alfred was for the Crinan Canal, and the C to the Gareloch.”—Greenock Telegraph, November 9, 1881

Swan’s yard at Maryhill built a number of craft that were longer than the locks on the canal. These were made in sections with water-tight bulkheads and then floated down the canal to Bowling where the sections would be assembled and attached on the slip. It was often said that the yard built the longest ships in existence, with the bow in Maryhill and the stern in Bowling!

The crews of the early puffers were a rough and ready lot who learned their trade by experience. The job was dangerous and a hard way of life. It would be rare indeed to have the engineman in control of the steam engine with certification, and there were plenty of accidents. One calamity in 1864 created much comment. It is hard to distinguish between poor ship handling in a partially disabled vessel and the suggestion that drink might have been involved.

“Boiler explosion and loss of life.—At a quarter to three o’clock on Saturday afternoon a boiler explosion took place in Mid Harbour, accompanied by the loss of life and considerable injury to property in the immediate neighbourhood. The following particulars have been gathered regarding the affair:—The screw lighter Ruby, fitted with a high pressure engine of eight horse power, and belonging to Messrs Henderson & Coulborn, shipbuilders, Renfrew, arrived off the town during the forenoon with cargo of coal and three boxes of machinery for the s.s. Aquila, lying at the Tail of the Bank. There was a stiff northerly breeze and a heavy sea, and the lighter, being deeply laden, was unable to reach the vessel, and was obliged to anchor at the Tail of the Bank. The master went on shore and sent off instructions to the mate to take the lighter into the West Harbour for safety, as she was shipping water. On her way thither, the Ruby being difficult to steer, came in contact off West Harbour with a vessel towing up the river, and got the fluke of the anchor driven through the bow. She began to fill forward, but an iron bulkhead prevented the water from flowing aft. While she was passing along the West side of the Mid Quay she came in contact with Messrs Nicol & Co.’s lighter Brownie which was lying outside a brig, and the Ruby’s anchor pierced the starboard side of the Brownie below the water line. The Brownie immediately began to fill and was taken in tow of the Ruby for the purpose of being brought round the quay and run on the bank at the Tarpots before sinking. On arriving there the Brownie was settling down fast, and it being high water at the time her crew—Charles M‘Williams, master, David Hunter, mate, and Patrick Kelly and Patrick M‘Culloch, labourers—were making ready to get on board the Ruby when the boiler of the latter burst with a tremendous report which was heard all over the town. Hunter, Kelly, and M‘Culloch were thrown out of the Brownie into the water, and the former was drowned. His body was found two hours afterwards under a raft of timber which was lying about 50 yards off and was carried to the Infirmary. The other two escaped with a ducking. Hunter was 22 years of age, unmarried, and native of Ireland. He lodged in Market Street. When found his head was black on one side and a portion of the skin torn off.

“The crew of the Ruby—William Crombie, master, Richard Linn, mate, and Robert Gilchrist, engineer —were forward at the time getting the vessel made fast, and the only one injured was Gilchrist, who received a severe scalp wound, which was immediately attended to by Dr Macloskey. A boy named Peter Mundie, son of a spirit dealer in Cross shore Street, was cut on the head and face; Edward M‘Lachlan, labourer, Longwell Close, who was on board the Ruby, was struck on the head and other parts of the body and knocked into the water, but got on board again; Hugh M‘Donald, labourer, Fox Lane, who was passing, was struck on the left hand and head, and rendered insensible for some time, and on being taken to the Infirmary it was found that several of his fingers were broken; Nicholas Burke, police constable, was struck on the head and stunned; a carter, named Livingstone, who was near the Fish Market, got his head cut; and John M‘Kenzie, deep-sea pilot, got a severe bruise on the leg while passing the head of the Mid Quay; and some others were very slightly hurt. Several passers by were deluged with water thrown up from the harbour, and a dead dog was found lying on the wharf. The force of the explosion carried away the three boxes of machinery and the greater portion of the stern of the Ruby, and she sank, leaving the forepart of the deck above water. Portions of the boiler were projected great distances. One weighing above three cwt. was found behind Mr Suttie’s works, Cathcart Street; another, weighing about three cwt., alighted at the corner of William and Dalrymple Streets, in front of the James Watt Inn; a third, about two cwt., after striking and seriously injuring the property No. 10 East Breast, fell upon the quay opposite; and a fourth passed northwards over the watchhouse and fell into the river, grazing in its descent the quarter of the ship Enchantress, which was passing in tow. Part of the safety valve was driven through the shop window of Mr Kirk, druggist, Niven’s Land, at the foot of William Street, smashing the large plate glass pane to atoms, and making sad havoc among the medicines, &c., in the window. Mr Kirk had a narrow escape. The brass cock of the engine whistle, weighing 1½ lbs., fell into a back court at 29, Upper Vennel; the manhole door alighted in Shaw Street at the foot of Longwell Close; the pump brake was thrown with such force upon the roof of the Lord Clyde Tavern, that it penetrated through the sarking; the engine grating fell on the cellars No. 10, East Breast; the copper steam pipe was hurled against one of the windows of Mr Warren’s boardinghouse, in the middle flat of the same tenement, and was twisted round the sashes; an oilcloth coat was found on the roof of a lofty tenement; portions of the machinery were picked up in Old Dock, and opposite the shop of Messrs Scott & Co., shipchandlers, West Quayhead; and a piece of deck plank fell in Cathcart Street opposite the Railway Station. Portions of wood and iron fell on board the ship Mary Leonard lying on the opposite side of the harbour, and a portion of the torn up material was carried so far east as the new graving dock. Large pieces of wood, apparently intended for cogwheels, have been found in considerable quantity in various localities, and it is probable that some of the pieces of iron which fell were not pieces of the boiler (the top of which only was blown off) but with the wood formed part of the contents of the three boxes of machinery destined for the Aquila. Strange to state, however, notwithstanding the crowded state of the streets at the time, no one was injured by the fall of the debris, although several in the neighbourhood of the harbour had providential escapes.

“The buildings along the Breast for a considerable distance east and west of the scene of the explosion present the appearance as if they had been subjected to a heavy broadside. Window frames are driven in, panes smashed, chimney cans broken, and large pieces of stonework chipped as if with a mason’s chisel. The chief damage extends from the Fish Market as far east as the Customhouse, in which several panes of glass were broken, up William and Cross-shore Streets, and along a part of Shaw Street. The buildings which have suffered most are the tenements 8 and 10, East Breast, the former occupied by Mr Harvey of the Lord Clyde Tavern, and the latter by Mr Warren, boarding-house keeper, and others. Mr Harvey’s windows were blown in, and the glass in the back door leading to the turnpike was shattered. Several of the windows in the boarding house were forced in bodily, and in the others nearly all the panes were broken. The shop window of Mr M‘Neill, watchmaker, was smashed to pieces. It is a curious fact that from the shop of Mrs M‘Kinnon, 8, East Breast, which was much injured, eastward to the Royal Oak Tavern little or no damage has been done, and it is conjectured that this was caused by several piles of staves on the quay intercepting the force of the explosion. A good deal of glass was broken on the premises of the Gourock Ropework Company, and the shop windows of Messrs Macalister & Fyfe were riddled. The large plate glass windows in the shop of Mr Tierney, spirit merchant, and others, in Niven’s Land, corner of Breast and William Street, and those of Mr Dunlop, spirit merchant, Shaw Street, were shattered to pieces, and upwards of £50 of damage was done to the large windows Mr M‘Ilwraith, grocer, William Street. Several panes were broken in houses in the lower portion of Cross-shore Street, and one in the shop of Messrs Scott, West Quay head. The concussion was so great that the window frames of houses at Mount Park rattled loudly, and the buildings in the lower and centre parts of the town shook so violently as to cause great alarm. The land No. 8, East Breast, has a very unsafe appearance, several of the stones between the upper and mid storeys being started from their places. Mr M‘Lachlan, Drums, was ploughing at the time, and the horses were so startled by the report that they ran off.

“The boiler was cylindrical, of the form commonly known as “dome,” and was only put on board the Ruby by her owners a year ago. It was 8 feet in height and 4½ feet in diameter, and the plates were nearly half an inch thick. It was capable of bearing a pressure of 45 lbs. on the square inch. There was no steam gauge, but the usual water gauge was attached to the boiler. The master states that he went on board the vessel at the quay on her arrival, and that the steam valve was open, and the steam escaping at the time. The engineer’s statement, however, is that the safety valve was pressed as usual to 45 lbs., but that there was not sufficient strength to blow off the steam which it would otherwise have done, as it was in good working order, as steam was blown off in the channel after the collision with the ship; and he accounts for the explosion by the fact that when the vessel struck her bow was raised up, and the water ran aft and got round the boiler, in which there were only three inches of water, and that the contact of the cold water with the outer surface of the boiler would cause it to explode. On the other hand police constable Burke states that the steam was not let off at all; that he told the engineer to do so, but no attention was paid to him as the master and the engineer were quarrelling at the time; that he again asked them to let off the steam, and when the engineer was going aft to do so the explosion took place.

“There are not less than three to four hundred panes of glass broken, which will nearly cost £200. The engine is not much displaced. The sides of the engine room are entirely blown out, but the fore part of the vessel is not injured, having been protected by her cargo of coals. Several pieces of iron rod were sent with great violence through an attic window in a tenement opposite the scene of explosion, but fortunately without injuring the inmates, no one being in the room at the moment. Bits of chain and iron have been picked by the police along Shaw and Dalrymple Streets, some as far west Shearer’s Close, beyond the Vennel. Mr J. H. Teulon made a miraculous escape. He was standing on the pavement close to Mr Dunlop’s wine and spirit cellar, Shaw Street, when the explosion occurred, and he heard a crash of glass behind him. He had just moved few paces when large pane plate glass fell on the spot where he had been standing, and immediately afterwards a large piece of wood, projected from the steamer over the high land in front, fell close to him. M‘Kenzie, the pilot, who was struck near the weighing machine, got his knee so severely injured that he has been confined to bed ever since.

“Sheriff Tennent and Mr Blair, Procurator-Fiscal, during the afternoon examined the condition of the vessels, and Mr Blair has commenced a minute investigation into the cause of the accident. Mr John Thomson, resident engineer of the Albert Harbour works, and Mr Alexander Swan, manager of the Greenock Foundry Co., have been appointed to examine the boiler, and until their report is given in any speculation as the origin the explosion would be out of place.

“A large crowd collected on the scene immediately after the occurrence, but owing to the ready arrangements of Capt. Dewar no accident happened.

“Gilchrist, the engineer of the Ruby, is a native of Kilsyth. He was not bred as an engineer, but has been an engineman for 23 years, 29 months of which he has passed on board the Ruby.”—Greenock Advertiser, March 29, 1864

The letters to the editor regarding this accident were highly critical of the crew.

“Sir,—The frightful accident that occurred on Saturday afternoon, and which has been the means of destroying life and property, the bursting of the boiler on board the Ruby, has brought to my memory a scene that took place about four years ago at the West Quay. In passing up the quay my attention was attracted to what seemed a dispute among some drunken lightermen, and on nearing the place, which was opposite the shop of Mr Leitch, painter, I was horrified to see the whole crew of a steam lighter so much intoxicated, that they were utterly unable, not only to take charge of themselves, but quite incapable of managing the engine and boiler. The three men in charge of the lighter were falling down every now and then through the small hatchway leading to the engine and boiler; the engine all this time going at full speed, as it was set agoing by the master of the boat, who was under the idea that the vessel, which was still moored at the quay, was her voyage up the river. On seeing the helpless state of the crew, and knowing the danger of neglecting a high pressure boiler either as to sufficiency water over pressure, I requested the constable the quay to take charge of the men and set qualified person to look after the engine and boiler until the crew of the lighter were sobered down. I was told the following morning that the men were not in fit state until they had been taken ashore and made still worse by spirits so to make them sleep off their intoxication. For the safety of life and property surely the proper authorities may see that the time has come to place these steamer lighters under the surveillance of practical engineer, who could supported in his orders by the quay policemen if necessary.—I am, sir, yours respectfully. John Miller, 67, Union Street, Greenock, 31st March, 1864”—Greenock Advertiser, April 2, 1864

Through such allegations, reputations were gained.

However, even in well managed lighters, the boiler could explode with fatal results as in this accident that occurred between Dunoon and Innellan on December 1, 1869.

“The fatal boiler explosion on board a lighter.—additional details.—All doubt has now been removed as to the identity of the steam lighter, the boiler of which exploded in the Firth between Dunoon and Innellan, on Wednesday forenoon, as stated in yesterday’s Herald. We have learned that she was named Pioneer, of Glasgow, Hugh Travers master and engineer, and that she was proceeding down the Firth on a trip from Bowling to Brodick, Arran, with a cargo of upwards of sixty tons of coals for Brodick Castle. Her crew consisted of three men, all of whom belonged to Old Kilpatrick. The master, Travers, was married, but had no family; the mate leaves a widow and two children; and the third hand was unmarried. We have been unable to learn the names of the mate and the third hand, both of whom had only recently joined the crew of the lighter. The boiler of the Pioneer was a high-pressure one of ten horse-power. The lighter was about 60 feet long and, with the exception of the forecastle, where the crew slept, and the space astern occupied by the engine and boiler, she was open; but when loaded hatches to the number of about 20,covered the cargo. The Pioneer left Bowling on Tuesday forenoon about eleven o’clock, and the same night put into Holy Loch, where she remained till Wednesday morning. About ten o’clock on that day she passed Dunoon distant about three-quarters of a mile from shore, and it was then observed that she had a mainsail set. The morning was clear, and the water was smooth. Between Dunoon and Innellan the crew of a fishing smack specially noticed her. At that time one of the crew of the lighter was observed standing at the bow holding a gun in his hand, as if looking out for sea birds. The lighter had not proceeded much farther down the Firth when the attention of the fishermen and several parties on the shore was attracted by a peculiar sound which was being emitted from her boiler. The man who was standing near the bow was seen to rush aft, but before he reached the stern a loud report, like to the discharge of artillery, was heard, and next instant the vessel was enveloped in a cloud of steam. The head of the lighter was observed to slew round towards the Inverkip shore, and in another minute or so she sank stern foremost. Her crew were never seen, although some of the witnesses state that large masses like the bodies of men were seen to be thrown into the air, when the explosion took place, to the height of about 30 feet. The crew of the fishing smack at once got into their skiff and pulled towards the spot, but no trace of any of the unfortunate men could be seen Two caps were picked up, one of them torn into shreds. Several boats likewise put off from the shore, but all that could be seen was some hatches, a small boat, the staves of a water cask, a bit of tarpaulin, and some debris. Five of the hatches were taken ashore, at Innellan, by Mr M‘Pherson, boatman there. Three of them were branded “Il,” “VIll” and “XX.” The small-boat which was taken ashore at Bullwood, Dunoon, by the coachman and gardener in the employment of Mr Paton, Garehill, was about twelve feet long, and on each side of the sternpost the letters “J J” were branded. A portion of the starboard bow of the boat was stove in. When found the boat was filled with water, and much difficulty was experienced in towing it to the spot where it now lies. Charles Potter, gardener, Innellan, likewise put off with a boat and rendered assistance. When the lighter passed the fishing smack above referred to her small-boat was being towed astern, and when she went down this boat also sank, but it was seen immediately afterwards to come again to the surface.

“The cause of the explosion will probably for ever remain a mystery, but it is supposed that something may have gone wrong with some of the tubes, or that cold water had been forced into a comparatively empty and overheated boiler. The Pioneer was an iron veseel of about 30 tons register, and was built by Messrs J. & R. Swan, Blackhill. She was owned in Glasgow by Mr James Jeffrey, 36 Renfield Street. The boiler that has caused the catastrophe was the second that had been put into her, and a few months ago it was thoroughly overhauled by Messrs John Norman & Co., engineers, Port-Dundas. At the same time, the Canal Basin Foundry Company repaired the engine, Neither the lighter nor cargo, we understand, are insured, and the loss is estimated to be upwards of £450. The coal belonged Messrs Robert Eadie & Son, coal and iron masters, St Vincent Street. Travers, the master of the Pioneer bore a good character for steadiness and sobriety. The event, as may be imagined, caused a good deal of excitement in Dunoon and Innellan, and stories of the most exaggerated character were in circulation in those districts.

“Last night a gentleman in the employment of Mr Jeffrey arrived at Dunoon, and proceeded to Bullwood and Innellan, and identified the small-boat and hatches as those belonging to the ill fated vessel. As the lighter has sunk in deep water, there is little prospect of her being raised, at least for some time.”—Glasgow Herald, December 3, 1869

Messrs Cumming and Swan opened a yard at Blackhill on the Monkland Canal in the early 1860s where they also constructed steam lighters.

Journeyman’s papers for Duncan M‘Dougal in 1868  

One of the first lighters from their yard was the Look Out, built for Messrs Mathieson, Forrester & Wylie of Glasgow in 1868. She was 66.4 feet in length by 13.5 feet in breadth, and 4.5 feet in depth. In 1899 she was worn out and was purchased by Messrs J. & J. Hay, Ltd, for £115 and refurbished at their Kirkintilloch yard before being sold to Mr William Taylor of Grangemouth for £200. She is seen here at the end of Gourock Pier around 1910 when she was owned by Messrs James M‘Neil of Greenock. The steamer in the photograph is the Edinburgh Castle.

The puffer Look Out at the end of Gourock Pier (Robertson)

The Witch was also built at Blackhill, in 1872, and is seen here on the Forth and Clyde Canal near Bowling in May 1884. She was 66 ft by 13.6 feet by 6.7 feet in depth. She was tragically lost off Ardlamont Point in 1890.

Puffer Witch near Bowling on the Forth and Clyde Canal in 1884

“Loss of a Glasgow lighter— three drowned.—On Friday night. between five and six o’clock, a steam lighter, which appeared to be heavily laden, was seen by a number of people in making her way towards the Kyles of Bute. There was a strong breeze of north-westerly wind blowing at the time, and a heavy sea running, and, on this account, the fishermen congregated in the neighbourhood of Skipness Pier paid more than usual attention to the little craft as she laboured along. She was a long distance from the shore, nearly half way between Skipness and Ardlamont, when she suddenly foundered. Without a moment’s delay several fishing skiffs were manned by the fishermen, and they proceeded to the spot, but only to find a little wreckage, which appeared to have been lying loose about the deck of the ill-fated vessel, but nothing turned up by which she might be identified. It is stated that the steam lighter Witch, belonging Richard Munro & Co., Glasgow, passed through the Canal with cargo of slates on Friday afternoon, leaving Ardrishaig about three o’clock, and this vessel answers to the deecription of the one seen to founder, and she would be in the neighbourhood of Ardlamont Point the time of the calamity, there seems little doubt as to her identity. It is believed that there were three hands on board.

“Lloyd’s agent at Campbeltown telegraphs in regard to the accident: Mr S. M‘Geachy, master of the fishing boat Greyhound, of Campbeltown, reports that he saw a small steam lighter apparently coming from Lochfyne founder off Ardlamont Point at 4 p.m. on Friday. At the time M‘Geachy was about three miles distant, and on observing an explosion of steam they proceeded to the spot and picked up a cork fender, hatch, boat hook, and saddle from water cask. The boat hung about some time, but no signs of crew, or anything to identify the steamer.

“Another account states that on Friday, while the steam lighter Witch, belonging to Messrs R. Munro & Co., Glasgow, was on her passage from Ballachulish to Sandbank, with slates, she suddenly sprang a leak off Ardlamont Point, and sank in a few minutes. The crew, consisting of three men, with difficulty escaped in their boat, but lost all their personal property.”—Greenock Telegraph, August 18, 1890

Witch and the steamer Claymore at Oban

The Elizabeth was built in 1866, the product of Messrs Blackwood & Gordon’s yard at Greenock for Messrs Matthew Howie and Peter Barr of that town. She was 65.5 feet in length, 15.6 feet in breadth, with a depth of 5.9 feet. Around 1890, she was purchased by Messrs George Halliday, a timber merchant in Rothesay, and it is in his striking funnel colours of red and a black top with white, black and white bands that she appears in many photographs.

Elizabeth in the inner-harbor, Rothesay in 1935 (Valentine)

In May 1880, the Elizabeth was overhauled by Messrs David Gordon at Port Glasgow with a new boiler and her engines compounded. She returned at the end of September to have a new propellor fitted.

Over the years, the Elizabeth got into some scrapes.

“The collision off Princes Pier.—decision by Sheriff Nicholson.—This was an action raised in the Greenock Sheriff Court at the instance of John Christy, Londonderry, owner of the steamer Elagh Hall, 126 tons register, against John Thomson and others, owners of the 28-ton steam-lighter Elizabeth, for £60 as damages, on the ground that the Elizabeth ran into the Elagh Hall opposite the Albert Dock entrance, between 7 and 8 a.m., on the 8th July, 1885, causing damage to the above amount. There was a counter-action the part of John Thomson and others against the proprietor of the Elagh Hall for a similar amount. Sheriff Nicolson in his decision finds that the collision took place off Princes Pier, Greenock, between the Elagh Hall and the Elizabeth, but finds that the collision was due to fault on both sides, and that no damages were due to or by either party. He therefore dismisses the action of both parties, and finds no expenses due to either party. In the note appended to the interlocutor, his Lordship says that the damage done to both vessels was considerable, but not very serious. The owners of the Elagh Hall had paid £32 12s for repairs and report by Lloyd’s agent, while the owners of the Elizabeth had paid £20 8s; and in the actions brought respectively by them they each claimed £60. The question was which of them were to blame, or whether both were to blame. After careful comparison of the evidence on each aide, he was satisfied that there was blame on both sides, and though it was greater on one side than the other he could not take that fact into consideration. It was clearly proved that the Elizabeth came out of the harbour at a moderate speed, and that a big ship lying near the west side of the entrance to the Albert Dock prevented her from seeing the Elagh Hall, as it also prevented the Elagh Hall from seeing her, till they were quite near to each other. Misjudging the distance, the captain of the Elizabeth thought he could clear the other vessel; but seeing the risk of collision he starboarded his helm and reversed his engines, but too late. The Elagh Hall also starboarded her helm as soon she saw the Elizabeth—which for her was the proper thing to do—but did not slacken her speed or reverse her engines. Agent for Mr Christy, John A. Spens, writer, Glasgow; for Mr Thomson and others, W. G. H. Gunion, writer Greenock.”—Greenock Telegraph, April 23, 1886

A futher collision at Greenock led to a court case in which the owners of Elizabeth eventually won by her owners on appeal.

“Serious steamship collision at Greenock.—Shortly before three o’clock yesterday of afternoon a collision of somewhat serious kind occurred opposite the entrance of the Albert Harbour between the inward Inveraray steamer Minard Castle and the large steam lighter Elizabeth, outward from Greenock for Rothesay with a cargo of deals. The Elizabeth, leaving the harbour, kept her steam whistle blowing, but apparently the warning had not been heard on the Minard Castle, or too late to avert collision, for she came full speed and struck the Elizabeth on the port bow, cutting her almost down to the water’s edge. Fortunately, no one on board the steam lighter was injured. The Minard Castle sustained no damage, and proceeded to the Steamboat Quay to discharge part cargo. The Elizabeth put back to the Albert Harbour, where she will have to discharge previous to repairs. The Elizabeth is owned in Rothesay by George Halliday.”—Greenock Telegraph, November 21, 1891

“Claim for collision damages.—In the Sheriff Court to-day, proof was led before Sheriff Begg in an action raised by George Halliday, saw-miller, Rothesay, against the Lochfyne and Glasgow Steam Packet Company (Limited), having its registered office at Tarbert, Argyllshire, registered owners the steamship Minard Castle, of Glasgow, and James Elder Maclarty, Tarbert, manager of that vessel, for £l20 as the amount of damage caused to the steam lighter Elizabeth, in consequence of her having, on 20th November last, been run into, outside the Albert Harbour, by the Minard Castle. The lighter was at the time backing out of the harbour, and the Minard Castle was coming up the river; and questions as to faulty navigation on each side were raised in the course of the proof. Agents—Mr R. S. Murray for pursuer, and Mr J. W. Turner for defenders.”—Greenock Telegraph, January 28, 1892

“Action arising from a recent collision off Greenock.—In the Second Division of the Court of Session yesterday, before the Lord Justice-Clerk, Lords Young, Rutherford-Clark, and Trayner, an appeal at the instance of the Lochfyne and Glasgow Steam Packet Company (Limited) against George Halliday, Rothesay, came up for hearing. In the Greenock Sheriff Court, George Holliday sued the Lochfyne and Glasgow Steam Packet Company for payment of £l20. The pursuer is owner of the steam lighter Elizabeth, of Greenock, and the defenders are owners of the s.s. Minard Castle, of Greenock. On the 20th November last, when the Elizabeth was steaming slowly out of the Albert Harbour, Greenock, she was run into by the Minard Castle, which was coming rapidly up the river, and suffered damage the extent of the amount sued for. The pursuer attributed fault to the defender on the ground that those in charge of the Minard Castle recklessly failed to slow the steamer when approaching the entrance to the harbour, so as to have it fully under control, and be able bring it to a standstill in time to avert collision should any vessel come unexpectedly out of the harbour. The defenders replied that the Minard Castle was going slow, and that the collision occurred through the Elizabeth leaving the harbour at too great a speed and in not keeping a proper look-out when leaving the harbour. Sheriff-Substitute Henderson Begg assoilzied the defenders on the ground that there was no fault on the part of those in charge of the defenders’ vessel, and that the Elizabeth was not navigated with sufficient caution as she was passing through the mouth of the harbour. On appeal, Sheriff Cheyne found that the collision was caused by the fault of those in charge of the Minard Castle, and that there was no contributory negligence on the part of those in charge of the Elizabeth. He gave decree for £66 and expenses. The Sheriff-Principal was of opinion that the Minard Castle was going at too great a speed at the point in question.

“The Second Division yesterday, on appeal by the defenders, affirmed the judgment of the Sheriff-Principal, with additional expenses. The Lord Justice-Clerk was of opinion that nothing could justify the Minard Castle proceeding at the rate she was doing. He thought the captain the Minard Castle was completely at fault. Messrs Fyfe & Murray were the agents for the pursuer and Mr. J. W. Turner for defender.”—Greenock Telegraph, June 23, 1892

There were personal tragedies too.

“Rothesay fatal accident.—On Sunday evening an engineer, on board the steam lighter Elizabeth, met his death under sad circumstances. The Elizabeth was lying in the inner harbour, and while stepping on board by means of a ladder he slipped and fell between the vessel and the harbour wall. There was less than three feet of water in the harbour at the time, and though the unfortunate man was taken up almost immediately he was found to be unconscious and suffering from severe injuries to his head. He was attended by Drs Hall and Mitchell, and though every effort was made to restore consciousness he died in the Police Office about seven o’clock. Deceased, who was about 40, had only been a week in the Elizabeth, and his wife and children reside in Glasgow.”—Glasgow Herald, June 27, 1899

Elizabeth at Port Bannatyne in 1930 (Valentine)

Perhaps the Elizabeth is most famous for her participation in the “Siege of Millport” when she was used to transport passengers along with another Halliday puffer the Craigielea. The story is told in a separate article.

Elizabeth approaching Fairlie Pier during the siege of Millport

Unloading “cargo” at Fairlie during the siege of Millport

By the 1870s, most puffers constructed with bulwarks all round and were used not just within the relatively sheltered confines of the Firth of Clyde, but also ventured into the coastal waters off the west of Scotland. Crew accommodation was also improved, and very gradually the steering wheel began to replace the tiller.

The Wallace, seen here at Oban, was a product of Messrs William Swan & Son of Glasgow who had taken over the Kelvin Dock yard. She was 66.1 feet by 17.7 feet and 7.7 feet in depth with a 30 h.p. 2-cylinder engine, and was built in 1876 for Mr. George Macfarlane of Glasgow. She passed to Mr. James Smith of Greenock in 1890 and was lost on March 12, 1913.

Puffer Wallace at Oban

“Launch. —There was launched on Saturday from the shipbuilding yard of William Swan & Son, Kelvindock, Maryhill, a steam lighter named Wallace, of about 120 tons burthen and 30 h.p. She is intended for the canal, river, and coasting trade of a trading firm in Glasgow.”—Greenock Telegraph, March 13, 1876

“Steam lighter damaged at Troon.—Late on Friday night the steam lighter Wallace, Glasgow, 37 tons register (James Smith, master), ran on the rocks at Troon South Beach during heavy squall and thick haze. The tide was coming in at the time, and she got off with the aid of the kedge anchor, and steamed into the inner basin at Troon Harbour. Her bottom is damaged, and she is making a good deal of water. She was bound from Belfast to Glasgow with cargo 10 tons of moulding sand, but, running short of bunker coal, was calling at Troon to get supplied. She will ebb dry in the basin at low water, when it will be ascertained whether she can be repaired without discharging her cargo. The Wallace is owned by the master, and is not insured.”—Greenock Telegraph, September 7, 1903

“A lighter sunk—Telegraphic information was received yesterday by the receiver of wrecks at Campbeltown that the steam lighter Wallace had sunk off Skipness Point. The steamer is supposed to have struck a submerged rock. The vessel, which was coal laden, was owned by the skipper. The crew are understood to have landed in the ship’s boat.”—Scotsman, March 15, 1913

The Paisley built Ben Nevis was launched from the Abercorn Shipbuilding Co.’s yard on 24th June, 1876, for Messrs Edward Ferguson & Co., of Greenock. Her dimensions were 63.2 feet in length by 17.6 feet in the beam and 8.1 feet in depth. In 1884, she was sold to Mr James Campbell of Greenock who was a cement merchant. Her time with Mr Campbell was short and she was lost with all hands in April 1887.

Puffer Ben Nevis, thought to be at Troon

“Paisley—There was launched on Saturday afternoon from the Abercorn Shipbuilding Company’s Yard (Messrs Hanna, Donald & Wilson’s), a nicely-modelled steam-lighter of the following dimensions:—63 x 17 x 8.3. She has been built to the order of Messrs G Ferguson & Co., Greeock, and is intended for the coasting trade. The vessel as she left the ways was named the Ben Nevis by Miss M‘Kenzie, Greenock. The engineers are Mesrs Dunsmuir, Muir & Co., Kinning Park, Glasgow.”—Glasgow Herald, June 26, 1876.

“School board case.—Robert Dalzel, skipper of the screw-lighter Ben Nevis, was charged with having failed to educate his son Robert, 9, and his son William, 7 years of age. He pleaded not guilty. The evidence showed that, Dalzel had been often summoned before the School Board since 1881. During the past year the children’s average attendance was about one day a week. The Bailie said it was quite clear that the mother was entirely to blame. the father being so often from home. A fine of 5s, or five days’ imprisonment, was imposed.”—Glasgow Evening Post, October 6, 1884

“Foundering of a Greenock steamer. Supposed loss of four lives. A telegram received in Greenock last night from Oban states that the coasting screw steamer Ben Nevis, 44 tons register, foundered yesterday forenoon at ten o clock in the vicinity of Fladda Lighthouse, near Easdale, and it was feared that the crew, four in number, had been drowned. The names of those board leaving Greenock were: Archibald M‘Neil, master, residing at 5 Mount Pleasant Street. John M‘Neil, son of the above, residing at 5 Mount Pleasant Street. Archibald Fergusson, deck hand (single). Archibald M‘Gilp, engineer, residing at 67 Regent Street. The Ben Nevis loaded in Glasgow on Friday, and left Greenock on Saturday for Temple Pier, on the Caledonian Canal. She was owned in Greenock by Messrs James Campbell & Co., cement merchants, Cathcart Street. Greenock Telegraph, April 6, 1887

“The foundering of the Greenock steamer Ben Nevis.—The following letter has been received by Mr J. M. Paton, shipbrokcr, 4 York Street, Glasgow, from Mr John Shaw, jun., Slate Quarries, Belnahau, Easdale, regarding the foundering of the steamer Ben Nevis, of Greenock, with all on board, off Fladda lighthouse, near Easdale, on Tuesday morning: “I sent you a wire in the forenoon about a sad case that occurred opposite our place this morning namely, the foundering of the Ben Nevis with the loss of all hands, and which I am now sorry to confirm as being too true. There is little or nothing further known here about the cause, only that the crew did not seem to have her well in command. I was in at breakfast, when one of my brothers called me to have look at her. She was then abreast Dhu Scard (Black Rock), and in comparatively smooth water, and at that time she had a heavy list to port, and was steaming very slowly. As I did not like the appearance the boat, and the course she was steering, I watched her, and as soon as she got into the race of the tide off Fladda lighthouse she seemed to get unmanageable, and I saw at once that she was doomed. The poor fellows had their smallboat towing astern full of water, and I saw them once or twice attempt to haul her in to clear her of the water, but she was too heavy, and they could not manage it. I and other six men went out immediately after we saw her going down, but there was nothing to be seen. The boom is floating above her. It got clear in at the mast, and must be held by the tapin lift There is very little chance of any the bodies being found, as there was a very strong tide running at the time.” ”—Greenock Telegraph, April 8, 1887.

“The loss of the Ben Nevis. A number of boats were yesterday trawling for the bodies of the four men lost with the steam lighter Ben Nevis, but to a late hour none had been recovered. The lighter, it is reported, lies in position which is dangerous to navigation, being right in the fairway between Fladda Lighthouse and Cullipool, and the beam of her derrick can be seen at low water.”—Greenock Telegraph, April 9, 1887

“Operations are shortly to be begun with the view of raising the coasting steamer Ben Nevis which, the afternoon the 5th inst., foundered with her crew of four men in the vicinity of Fladda Lighthouse, while on the passage from Greenock to Temple Pier. The steamer has 90 tons coal on board.”—Greenock Telegraph, April 20 1887

Robert Davie of Port Glasgow went to Messrs Scott & Macgill of Bowling for the Trout in 1876. Her dimensions were 65.1 feet in length by 12.1 feet by 6 feet in depth and she was powered by a single cylinder engine. The following year in 1877, he had the Grilse, built at the same yard, 66.2 feet in length by 17.2 feet in breadth, and she was also driven by a single cylinder engine. Shortly afterwards, both steamers became the property of James M‘Connachy of Port Glasgow, and he had a third steamer, Salmon, built Messrs Robert Duncan & Co., of the Port. Her dimensions were 66.6 feet by 18.1 feet in the beam and 6.7 feet in depth.

In 1879 and 1880, the fleet of lighters were employed in shipping disassembled barges from the yard of Messrs Robert Duncan & Co., to Glasgow where they were loaded aboard ships bound for Burmah for the Irawaddy Flotilla Company. In early 1881, shares in the steamers were put on the market.

Greenock Telegraph, May 28, 1881

“Sale of steam-lighter shares.—There was sold yesterday, in the Star Hotel, ten shares in the screw steam-lighter Salmon at the upset price of £234; ten shares of the screw steam-lighter Grilse at the upset price of £196; and nine shares the steam-lighter Trout the upset price of £l70. They were put up in three separate lots, and purchased by Mr John Livingston, shipowner. Port- Glasgow.”—Greenock Telegraph, June 10, 1881.

It is reported that Trout met her end on December 22, 1881, when she stranded at Crinan outward from Glasgow for Ballachulish with coal.

Grilse at Campbeltown around 1880

In 1883, Grilse was bought by James Glover of Paisley. She was damaged in a collision with a dredger towards the end of 1892.

“Collision on the river—Early this morning collision took place on the river off Port-Glasgow, whereby the steam screw lighter Grilse, owned Mr Glover, Paisley, was considerably damaged. The Grilse was bound from Glasgow Kilmun with a cargo of coal, and when passing the Perch Light she fouled the moorings of the dredger Clyde, which at present is engaged in dredging operations at Port-Glasgow, and besides having her mast carried away she sustained mauch damage to her bulwarks on the starboard side. The collision occurred owing to the lighter, in the darkness, taking the south instead of the north side of the dredger. The Grilse is now lying in the West Harbour here.”—Greenock Telegraph, November, 21, 1892

In 1898 George Halliday of Rothesay purchased her.

Grilse in the outer harbor at Rothesay around 1905

Grilse survived a stranding between Seil and Luing in March, 1923, but was refloated and remained on the Clyde until about 1930.

The Salmon also had some adventures.

“Accident to the Salmon—The s.s. Salmon, when proceeding the river with a valuable cargo of chemicals, got upon the dyke above Dumbarton, and remains in a dangerous position. Her cargo has been trans-shipped into lighters, and she fills with water at the high tide. She was bound from Irvine for the east coast, via the canal.”—Greenock Telegraph, June 20, 1877

Sale of potassium dichromate salvaged from the Salmon—North British Daily Mail, June 22, 1877

“Fishing boat run down at the Tail of the Bank—To-day. This forenoon the steam, lighter Salmon, belonging Mr Whyte, ran into and sank a fishing boat containing three labourers, named Archibald Macdonald, residing at 3 Bruce Street; Murdoch M‘Lane, 40 West Burn Street; and Neil M‘Sheffey, 15 Bearhope Street. The boat was almost cut in two, and the three men were thrown into the water. M‘Leod was severely hurt on the left side; but the other two were rescued, none the worse of their immersion, by the numerous boats which were immediately put off from the yachts and the Shannon lying close by. The men were landed at Prince’s Pier by the Shannon’s lanuch, and Macdonald was conveyed home in a cab. They state that their boat was at anchor at the time, and that the lighter, which was coming across from the Gareloch took no notice of their signals. The lighter proceeded up the river. All three men are apparently between 55 and 60 years of age.”—Greenock Advertiser, August 17, 1883

Salmon was also sold around 1884 but to Richard Munro of Glasgow and made her was into the hands of Messrs John Munro of Oban around 1902. She lasted until the late 1930s in west highland waters.

Salmon

The Afghan was built at Falkirk in 1880 and her dimensions were 66.2 feet by 15.3 feet and 5.5 feet in depth for Messrs James Gardner & Sons of Kirkintilloch. In 1889 she was sold to a Mr John Gillespie of Glasgow. She seems to hae spent most of her working life on the Forth and Clyde Canal.

Afghan at the quay and the Carron Company’s steam lighter No. 16 passing through Camelon bridge on the Forth and Clyde Canal

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

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

Messrs Scott & Macgill’s Littlemill shipyard at Bowling became Scott & Co. after Macgill retired in 1879 and it was to this yard that Mr Gabriel Petersen of Grangemouth went for the Meteor and the Comet in 1882. Meteor’s dimensions were 66.0 feet by 17.6 feet by 8.0 feet in depth, while those of Comet were 66.4 feet by 17.7 feet by 8.0 feet. Both lighters passed shortly thereafter to the Grangemouth firm of Messrs J. T. Salvesen.

“The boat accident at Campbeltown. —On Thursday Archibald Grassom, master of the steam lighter Meteor, Grangemouth, was brought before a special Court at Leith, and remanded on a charge culpable neglect duly. It was alleged that he had, while in the harbour of Campbeltown, on 11th August, steered in a reckless manner, and capsized a pleasure boat containing Mr William M‘Taggart, artist, and others, who were throw into lire water and seriously injured.”—Falkirk Herald, August 20, 1884

“Steam lighter ashore. —The steam lighter Meteor, owned by Messrs J. T. Salvesen & Co., Grangemouth, while proceeding up the Forth, went ashore on Cramond Island during a snow squall on Friday night, and remains fast. The Meteor was bound from Leith to the west coast.”—Scotsman, March 1, 1886

Comet, the larger of the two vessels remained in Salvesen ownership until the 1920s.

Comet at Lock 15

In 1908 Meteor was sold to William Loch of Port Bannatyne.

Meteor at Port Bannatyne Quay with Grilse behind her

Meteor subsequently went to London owners in 1918 but continued to ply on the Clyde and Canal.

Meteor at Temple on the Forth and Clyde Canal in the 1920s

Alexander Thomson, Maryhill from 1750 till 1894, Kerr & Richardson, Glasgow, 1895

R. A. Cage, A Tramp Shipping Dynasty—Burrell & Son of Glasgow, 1850-1939, Greenwood Press, Connecticut, 1997

Dan McDonald, The Clyde Puffer, David & Charles, Newton Abbot 1977

George W. Burrows, Puffer Ahoy, Brown, Son & Ferguson, Glasgow, 1981

Len Patterson, The Light in the Glens, House of Lochar, Colonsay, 1996

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

William Fairbairn, Remarks on Canal Navigation, Longmans, London, 1831