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Another random document with
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 Model of Miller’s Double Boat.

Symington was the only one of the three who persevered.[27] He

brought his design for a steam vessel under the notice of Lord
Dundas, who was largely interested in the Forth and Clyde Canal,
and suggested to him the advisability of towing barges by steam-
power. The Charlotte Dundas was accordingly built in 1801 under
the patronage of Lord Dundas, and made her appearance on the
canal in 1802. The propelling machinery of the vessel was a long
way in advance of the time, inasmuch as it consisted of a stern
wheel driven by the first horizontal direct-acting engine that was ever
constructed.[28] She was 56 feet in length by 18 feet beam and 8 feet
depth, and towed two barges of 70 tons a distance of nineteen and a
half miles in six hours against strong winds. But complaints were
made that the swell she created damaged the canal banks, and her
proprietors were forced to abandon the enterprise. Thus the
Charlotte Dundas, though an unquestioned engineering success,
was a commercial failure, and on being withdrawn from service was
laid up in Lock No. 16 and allowed to rot, a monument to the genius
of her constructor and the prejudice of those who were too ignorant
to recognise the obvious. A photograph of the model at South
Kensington Science Museum, and a section showing her machinery,
are given here.
[27] Chambers’ Journal, 1857.
[28] Sir G. Holmes’ “Ancient and Modern Ships.”
The “Charlotte Dundas” (Longitudinal Section).
 Symington’s Original Engine of 1788.

Symington also brought his steamboat to the notice of the Duke of

Bridgewater, who became his patron and contemplated trying steam-
towage upon the Bridgewater Canal; but on the Duke’s death his
executors repudiated the verbal contract and dashed Symington’s
hope to the ground. He was reduced to abject poverty, and died in
the East End some years later.[29]
[29] Notes and Queries.

The next experiment of importance in steam navigation was made

by Henry Bell of Helensburgh. He was a house carpenter at Glasgow
for many years, and then, having opened a boarding-house at
Helensburgh, he conceived the idea of inducing more visitors to go
thither by providing for their convenience boats moved by paddles
worked by manual labour. This failing, he determined upon a
steamboat.
He was probably influenced in his decision by the correspondence
he had with Fulton. The exact nature of the relations between Fulton
and Bell has never been satisfactorily determined. The Caledonian
Mercury in 1816 published a letter from Bell stating that Fulton wrote
to him about Miller’s boats, and asked for a drawing and description
of the machinery. Bell saw Miller and sent Fulton the required
information. The date of this transaction is not given, though Fulton
is said to have written afterwards to Bell that he had constructed a
steamer from the drawings Bell sent.
Bell’s story was that these letters were left in Miller’s hands. Bell
further states that the consideration of the absurdity of writing his
opinion to other countries, and not putting it into practice himself,
roused him to design a steamboat for which he made various
models. The result was the Comet, built for him by John Wood and
Co. She was 40 feet on the keel, 10¹⁄₂ feet beam, and about 25 tons
burden. The vessel was inferior to Symington’s. The furnace was
enclosed with brickwork and the fire was not wholly surrounded by
water. The boiler was placed at one side of the vessel, and the
funnel, bent so as to rise from the centre, also had to do duty as a
mast.
Bell had previously witnessed the experiments made in 1789 at
Carron with Miller’s second boat, and when Symington’s
experiments came to an end in 1803 he continued to investigate on
his own account.
He advertised that his vessel was for passengers only, and that he
had “at much expense, fitted up a handsome vessel to ply upon the
River Clyde, between Glasgow and Greenock, to sail by the power of
wind, air, and steam.” The vessel was to go down to Helensburgh
one day and return the next, thus making three trips each way in the
week. Many of the sailing-boat owners regarded the Comet with
undisguised hatred, and its invention as a device of the evil one.
Thus, one Dougal Jamson, a Clyde skipper, whenever the
steamboat passed his slow-going sloop,[30] invariably piped all hands
—a man and a boy—and bade them “Kneel down and thank God
that ye sail wi’ the A’michty’s ain win’, an’ no’ wi’ the deevil’s sunfire
an’ brimstane, like that spluttery thing there.”
[30] The Steamship, January 1883.

Model of the “Charlotte Dundas.”

The Comet’s engine, which was built by John Robertson, was of

four nominal horse-power with a single upright cylinder of 12¹⁄₂
inches diameter and 16 inches stroke, and drove a pair of half side-
levers by means of two rods. A connecting-rod from the levers
worked the crank shaft, which carried a heavy fly-wheel. The slide
valve was driven by an eccentric on the main shaft through a rocking
shaft, while the condenser was placed between the side-levers,
which drove the vertical air-pump. Originally the engine was fitted
with a smaller cylinder, but after being used for some months this
was replaced by the one described. Steam was supplied by an
internal flue boiler, built by David Napier. The vessel was originally
propelled by two paddle-wheels on each side, driven by spur gear,
with the paddles on detached arms, but this arrangement giving
trouble, complete wheels were substituted, and subsequently, after
the vessel had been lengthened about 20 feet, the number of wheels
was reduced to two.[31]
[31] “The Clyde Passenger Steamers,” by Captain Williamson, and
Catalogue of the Victoria and Albert Museum, London.

They had considerable difficulty with the boiler. Its builder, David
Napier, writes that they first tried to make the internal flues of cast
iron, but finding that would not do they tried malleable iron, “and
ultimately succeeded by various devices in getting the boiler fitted.”
The Comet’s first master was William Mackenzie, originally a
schoolmaster at Helensburgh, and the engineer was Robert
Robertson. The crew numbered eight, not forgetting a piper.
According to an advertisement, “the elegance, safety, comfort, and
speed of this vessel require only to be seen to meet the approbation
of the public.”[32] But her speed was unsatisfactory and Bell arranged
with Robertson to make alterations in the engine and paddle-wheels.
She then made six miles an hour, but even this was not sufficient to
attract passengers. The boat was not a financial success, and it is
believed that neither the builders’ nor Robertson’s accounts were
ever settled. The career of the Comet, indeed, was not a long one.
On December 13, 1820, she was wrecked outside Crinan. She
parted amidships, and while the stern drifted away the remainder of
the vessel, with Bell, his crew, passengers, and machinery, stuck
fast. All scrambled ashore, and the machinery was afterwards
recovered. Her original engine was put to some strange uses. A
Glasgow coachbuilder took it as payment for a vehicle he had
previously supplied to Bell, and used it to drive the machinery in his
coach-works. It then went to Greenock and was installed in a
brewery. Another purchaser brought it back to Glasgow, and it
ultimately came into the possession of Messrs. R. Napier and Sons
of Glasgow, and Messrs. R. and J. Napier in 1862 presented it to the
South Kensington Museum.
 [32] The Glasgow Chronicle, August 14, 1812.

But the Comet was not the only boat with which Robertson was
concerned. Wood built the Clyde for him in 1813, and she began her
work in June of that year. She was 72 feet long with a beam of 14
feet and depth of 7 feet 6 inches, and regularly went from Glasgow
to Gourock and back in about 3¹⁄₂ hours each way, including a few
stoppages, on a coal consumption of 24 cwt. The Tay was built for
him at Dundee in 1814, but he had the engine built at Glasgow. She
plied for some time between Perth and Dundee, and in 1818 was
back at Glasgow, being then known as the Oscar. In 1814 Robertson
had two other boats built at Dundee, for which he provided the
engines. These were the Caledonia and the Humber, and are
thought to have been the first steamers sent from Scotland to
England.
Rivals quickly appeared on the scene, for the Comet had shown
that what had hitherto been looked upon as an impossible
undertaking could now be regarded as a commercial speculation. In
1813 the Elizabeth was built and was followed shortly afterwards by
the Clyde. The Elizabeth was sent to Liverpool and was the first
British steamer to make a sea voyage. The vessel was in charge of
Colin Watson, his cousin, neither of them nineteen years of age, and
a boy.[33] The engine of the Elizabeth was only 8 horse-power. The
three adventurers brought the vessel in safety from Glasgow to
Liverpool through a violent gale—a very remarkable performance.
This voyage was made in 1815.
[33] Letter from Mr. K. Y. Watson in the second edition of Mr. John
Kennedy’s “History of Steam Navigation.”
 The Original Engines of the “Comet.”

Watson left Glasgow for Grangemouth on May 8, and on the

following day started from Grangemouth with the Elizabeth, bringing
her along the canal. Obstacles of one sort or another caused
detention in the canal, specially at Lock No. 27, and Bowling was not
reached until May 12. The voyagers arrived at Port Glasgow on the
13th, where another stay was made while the damages sustained in
navigating the canal were repaired, and preparations were made for
the sea voyage.
The Clyde was left on June 2, but the little vessel had to be
brought up in Lamlash, Isle of Arran, there being a “dreadful storm at
night,” as the captain narrates. They sailed from Lamlash about one
o’clock in the afternoon of the 4th, “and after undergoing great peril,
reached Port Patrick the same night twelve o’clock.” A lengthy stay
was made there, due partly to an accident, the nature of which is not
stated, “but principally the want of money,” till Saturday 24th, when
they left Port Patrick. The Elizabeth’s adventures were by no means
over, for she was obliged to bring up in Ramsey Bay, Isle of Man, an
accident throwing off one of her paddles. The financial difficulty
having been further overcome to the extent of six guineas, the
Elizabeth left the Isle of Man with a fine breeze, “day lovely, but, after
working all day and night, we found on the morning of Wednesday
28th, we had been deceived by our compass and were off the coast
of Wales.
“We again unshipped our paddles, and drifted nearly to Dublin ere
we could again get them to work, but luckily did effect that and
anchored off George’s Dock Pier, Liverpool.”[34]
[34] The full log appears in Mr. Colin Watson’s “Doubly in Crown
Service”; the original log is stated to be preserved in Brown’s
Museum.

Another famous vessel of this period was built in 1814 at Fairlie by

William Fyfe. This was the Industry, known in later years as the
Coffee Mill because of the grinding noise made by the cog-wheels in
her machinery.[35] She is also remarkable as being the only trading
steamer ever built at the Fairlie yard, for William Fyfe steadfastly
refused to construct anything but yachts and smart fishing
smacks.[36]
[35] Mr. John Hastie’s Address to the Institute of Engineers and
Shipbuilders in Scotland, December 2, 1880.
[36] “The Clyde Passenger Steamers.”

The year 1814 saw the building of the Princess Charlotte and
Prince of Orange, the first British steamers with engines by Boulton
and Watt. In the same year at Dumbarton, Archibald MacLachlan
built the Marjory, the first steam vessel to enter the Thames. She
was sent through the Forth and Clyde Canal and down the east
coast, and as her beam was wider than the canal locks her wings
had to be removed.
Steamship building now proceeded with great energy. In 1815
boats were built in Ireland at Cork, and the first voyage of a steamer
from Glasgow to London was made by the Thames, while in England
the London river steamboat service was opened.
The Thames, previously the Argyle, is described by the Times,
July 8, 1815, as a steam yacht, and as a “rapid, capacious, and
splendid vessel,” which “lately accomplished a voyage of 1500 miles,
has twice crossed St. George’s Channel, and came round the Land’s
End with a rapidity unknown before in naval history.... She has the
peculiar advantage of proceeding either by sails or steam, separated
or united, by which means the public have the pleasing certainty of
never being detained on the water after dark, much less one or two
nights, which has frequently occurred with the old packets.”
 The “Comet,” 1812.

The Thames always did her journey, a trip to Margate, in one day.
“Her cabins,” says the Times eulogist, “are spacious and are fitted up
with all that elegance could suggest or all that personal comfort
requires, presenting a choice library, backgammon boards, draught
tables, and other means of amusement. For the express purpose of
combining delicacy with comfort a female servant tends upon the
ladies.” The Thames was of 70 tons register, 79 feet on the keel, 16
feet beam, and carried engines of 14 horse-power. Her funnel did
duty as a mast, and carried a large square sail. “A gallery upon
which the cabin windows opened projected so as to form a
continuous deck, interrupted only by the paddle-boxes, an
arrangement which had the further effect of making the vessel
appear larger than she really was.”[37] She also displayed on her
sides eighteen large painted ports, besides two on her stern, which
gave her such a formidable appearance that several naval officers
stated in evidence before a Parliamentary Committee that they
would have attempted to reconnoitre her before bringing her to. For
in those days merchant vessels carried cannons and did not hesitate
to show their noses through the ports if need were.
[37] Kennedy’s “History of Steam Navigation.”

Her voyage to London was made under the command of a former

naval officer named Dodd. She sailed from Glasgow about the
middle of May, carrying, besides Dodd, a mate, engineer, stoker, four
seamen, and a boy. The first night out they met a heavy gale, and
instead of being off the Irish coast as Dodd intended, they found
themselves in the morning perilously near Port Patrick, its rock-
bound coast being less than half a league on their lee. Dodd saw
that his only hope of safety was to run the engine for all it was worth,
and the little steamer managed to fight her way against the wind and
a tempestuous sea, gaining at the rate of about three miles an hour.
Two passengers, a Mr. and Mrs. Weld, joined the ship at Dublin.[38]
Weld’s journal records that he went to see the vessel “and found her
on the point of starting with a number of curious visitors upon an
experimental trip in the Bay.” He was so pleased that he asked
Captain Dodd, who at once consented, to take him as a passenger
to London, and Mrs. Weld “resolved on sharing the dangers of the
voyage.”
[38] Chambers’ Journal, April 25, 1857.

When the adventurous journey was resumed several persons

went with them as far as Dunleary, now Kingstown, where they
landed after being violently sea-sick owing to the rough water. Some
naval officers on board prophesied that the vessel could not live long
in heavy seas. Kingstown was left, and the steamer soon found
herself in as rough a sea as ever. The next morning they arrived off
Wexford. The smoke led the people to suppose the vessel was on
fire, and all the pilots in the place put off to her help, but their dreams
of salvage were disappointed. The weather becoming worse, Dodd
sought safety in Wexford Bay. They sailed again for St. David’s
Head. Both paddle-wheels met with an accident and had to have a
blade cut away, the vessel’s progress, however, suffering but slightly
in consequence. Milford Haven was safely reached, but when
nearing the port they met the Government mail packet from Milford
to Waterford under full sail. They had passed the packet about a
quarter of a mile when Dodd thought he would send some letters by
her to Ireland; accordingly the Thames was put about, overhauled
the packet, and sailed round her. The letters having been put
aboard, Dodd took his boat again round the packet, although the
latter was under way, and then continued his journey. At Milford the
engine and boiler were cleaned. But after leaving Milford the pilot
declined to attempt to round the Land’s End that night. Dodd put into
St. Ives, where the Thames was again mistaken for a ship on fire.
There being no shelter at St. Ives he went on to Hayle. Off Cornwall
Head a tremendous swell from the Atlantic met the steamer, and the
waves were of such a height as to render her position most alarming.
Dodd battled on, and after a night’s struggle rounded the Land’s
End. At Plymouth and Portsmouth officials and thousands of
sightseers went to see her, and at Portsmouth the Port Admiral was
asked to grant the voyagers a guard that order might be preserved.

The “Industry,” 1814.

 The Thames steamed up the harbour with wind and tide at nearly
fourteen miles an hour. A court-martial which was being held at the
time on one of the warships hurriedly adjourned to witness the
wonderful sight. Margate and London were reached in due course,
the ninety miles’ run from Margate to Limehouse being done in ten
hours.
Sir Richard Phillips, in his “Million of Facts,” published in 1839,
writes: “In her first voyage to Margate none would trust themselves,
and the editor and three of his family with five or six more were the
first hardy adventurers. To allay alarm he published a letter in the
newspapers, and the end of that summer he saw the same packet
depart with three hundred and fifty passengers!” They must have
been packed as tightly as herrings in a barrel.
Another steamer on the Thames in 1815 was the Defiance. She
was possibly the first steamer to be built on the banks of the
Thames, but as there is no discoverable record of the fact, it is
equally possible she was built as a sailer, and was fitted with
engines. The Majestic appeared in 1816, and is thought to have
been the first steamer employed in towing ships. On August 28,
1816, she towed the Hope, an Indiaman, from Deptford to Woolwich
at a rate of three miles an hour against the wind.[39]
[39] Kennedy’s “History of Steam Navigation.”

It is recorded that prior to the appearance on the Thames of the

Marjory, Defiance, and Thames, a man named Dawson in 1813 had
a steamer on the river plying between Gravesend and London. This
Dawson is stated to have made steamship experiments in Ireland,
and according to his own account he built a steamboat of 50 tons
burden, worked by a high-pressure steam-engine as early as 1811,
which, by one of those singular coincidences frequently met with in
the history of inventions, he named the Comet.[40]
[40] Stuart’s “History” and Knight’s “Cyclopædia.”

The first steam vessel known with certainty to have been built on
the Thames was the Regent, designed by Isambard Brunel, and built
in 1816 by Maudslay, the founder of one of the most famous
shipbuilding firms London river has known. She was of 112 tons, with
engines of 24 horse-power, and her machinery and paddles together
were so light that they only weighed five tons. She was placed on the
London and Margate passenger service, and in July 1817 was burnt
off Whitstable. Fortunately no lives were lost.
An apparently insignificant incident which occurred in 1818
resulted in one of the most important discoveries in the history of the
marine engine. James Watt the younger happened to be on the
steamer Dumbarton Castle, built a year earlier, when the engineer
told him that the vessel had grounded the previous evening, and that
the rising tide, turning the paddles the wrong way, had caused the
engines to reverse. Watt explained to the engineer the importance of
this, and at last took off his coat and showed what could be done
with the engines. Before that date the reversing of machinery on
steamers was either unknown or not generally practised. Watt’s
discovery enabled the steamer to take its position at Rothesay Quay
with precision and promptitude, the custom previously having been
to stop the engine some distance from the point of mooring and
allow the vessel to drift alongside.[41]
[41] “The Clyde Passenger Steamers,” by Captain J. Williamson.
Plan and Lines of the “Comet.”
 The Engine of the “Leven.”

After the experimental voyages described above it was not long

before owners of steam vessels and enterprising shippers generally
recognised the benefits to be derived from the establishment of
regular coastal steamship services. The year 1816 saw steam
communication established between Great Britain and Ireland with
the Hibernia of 112 tons register, which enjoyed the distinction of
being the first boat employed in cross-channel service in the British
Islands. She was built for the Holyhead and Howth service, was
lugger-rigged, nearly 80 feet in length, and about 9 feet draught, and
her passages averaged about seven hours.
David Napier now introduced a great change in the shape of the
fore part of steamers’ hulls, which added to the superiority of their
speed over sailing ships. Hitherto steamers had been built with the
bluff bows which characterised the sailers. Napier observed that the
obstruction caused to a ship’s progress by bows of this shape was
very great, especially in dirty weather. He was crossing from
Glasgow to Belfast on one of the sailing packets which then did the
journey in anything up to a week, and perched himself on the bows,
where he remained, heedless of the waves and spray which
continually dashed over him. He was engaged in watching the bows
and the waves, and thinking. Occasionally he turned to the captain
and asked if the sea was rough. The captain said it could not yet be
called very rough. The weather grew worse, and at last a
tremendous wave, breaking over the vessel, swept her from stem to
stern. Napier went back to the captain and asked, “Do you call it
rough now?” The captain replied that he could not remember a
worse night in his experience. To his astonishment Napier was
delighted with this answer, and went down to his cabin remarking, “I
think I can manage if that is all.”[42]
[42] An account of this voyage by Napier is given in the American
Admiral Preble’s “History of Steam Navigation.”

Subsequently he made a series of tank experiments with models,

and these resulted in the adoption of the fine wedge-shaped bows
which distinguished the steamships he afterwards built. This was the
origin of the first great departure from sailing-ship models in
steamboat construction.
In 1820 regular communication between Dover and Calais was
established by the Rob Roy, a Scotch-built boat. In the previous year
the Talbot had been built by Wood for the Holyhead and Dublin
service. She was 92 feet long by 18 feet beam with a tonnage of
150. For this boat D. Napier provided the engines, while the first
steamer engined by Robert Napier was the Leven, built in 1823. The
Leven’s engine, of the side-lever type, is still preserved on
Dumbarton pier.
In 1822 the St. George Steam Packet Company launched two
large and powerful steamers, the St. Patrick and St. George, for the
trade between Liverpool and Dublin, and a few years later their Sea-
Horse sailed weekly between Hull and Rotterdam. The Original
Steam Packet Company also ran the Waterloo and the Belfast on
this route. A third company was now projected. Mr. C. W. Williams of
Dublin came over to Liverpool to seek financial support for his
project of building steamers for the same route. Failing at Liverpool,
he returned to Dublin and met with such encouragement that in the
following February he came back to Liverpool, and placed an order
with Wilson, popularly called “Frigate Wilson,” the leading shipbuilder
of his time on the Mersey, for the first steamer of what was destined
to become one of the most famous steamship companies in the
world, the City of Dublin Steam Packet Company. This vessel, the
City of Dublin, was to be constructed to carry general cargo besides
livestock and passengers, and to maintain the service throughout the
year. She was probably the first steamer designed to carry both
passengers and cargo. Williams saw that it was as much to the
interest of merchants to have their goods delivered with regularity as
it was to the interest of passengers to reach their destinations
punctually.

The “Sea-Horse.” About 1826.