Plate VIII.From an Old Engraving.EARLY STEAMBOATS AT GREENOCK.Larger image
Plate VIII.
From an Old Engraving.
EARLY STEAMBOATS AT GREENOCK.
Larger image
In three successive years—from 1819 to 1821—the largest steamer in the kingdom came from Scotts' Works. The record was marked in 1819 by theWaterloo, of over 200 tons, with engines of 60 nominal horse-power; in 1820, by theSuperbof 240 tons register, with engines of 72 nominal horse-power, which cost about £37 per ton, and steamed 9 miles per hour, using 1670 lb. of Scotch coal per hour; and in 1821, by theMajestic, of 345 tons register, with engines of 100 horse-power, which cost over £40 per ton, and steamed 10 miles per hour for a consumption of 2240 lb. of Scotch coal. Although the modern steamer is fifty times the size of these pioneers, with a cost per ton of less than one-fourth, and a fuel consumption per unit of work done of not more than a seventh, the records of these and other early ships are worthy of full reference.
The advantage of steam navigation for channel service was at once recognised. A Parliamentary return issued in 1815 showed that for the space of nine days in the previous year only one mail packet could sail between Holyhead and Dublin owing to adverse winds, and even then the average passage was twenty-four hours. Lord Kelvin, in his memorable Address as Chancellor of the University of Glasgow, in 1905, recalled the fact that early in the century his father often took three or four days to cross from Belfast to Greenock in a smack, as she was frequently becalmed. With favourable winds, rapid passages were made, a revenue cutter occasionally doing the Belfast and Greenock run in ten hours.
The Greenock and Belfast route was among the first around the coast to come under the influence of the mechanical system of propulsion. TheRob Roy, which was the outcome, so far as form of hull was concerned, of probably the first model experiments ever made—undertaken by David Napier in the Canal at Camlachie[22]—wasin 1818 the pioneer in the Glasgow and Belfast steam service, and later in the Dover and Calais steam service.
There followed in 1819 three notable vessels from Scotts' Works: theWaterloo,[23]theRobert Bruce, and theSir William Wallace. The particulars and performances of these vessels, taken from contemporary records, principally the "Greenock Advertiser," which faithfully reported each incident in the development of the steamship, are especially interesting as illustrative of early work.
TheWaterloo, which, as we have already said, was the largest steamer of her year (1819), had a beam equal to one-fifth of her length, the measurement between perpendiculars being 98 ft. 8 in. In addition to a large number of passengers, she carried under ordinary conditions a cargo of 100 tons, on a draught of 8 ft. 6 in. against 7 ft. 3 in. without cargo. Three months were required, between the launch of the ship and her trials, for the fitting on board of engines each of 30 nominal horse-power, which gave her a speed of between 8 and 9 miles per hour. Sails, however, were still carried to assist in driving the ship, and this vessel was of schooner rig. She inaugurated the steam service between Belfast and Liverpool.
TheRobert Brucewas the first steamer to trade between the Clyde and Liverpool.[24]She was followed bytheSir William Wallace. Both were built by the Scotts, and had engines of 60 nominal horse-power. They began service in the summer of 1819; and the record of the maiden voyage of the former, in August, 1819, showed that two and a-half hours were occupied in the run from Glasgow to Greenock, about 22 miles; and within 26 hours thereafter the vessel took on her pilot at the north-west lightship outside the Mersey Bar. The return voyage was equally satisfactory. To quote again from contemporary records, "the passengers, both out and home, were so highly gratified with the performance of this vessel and their treatment on board that they unanimously expressed their entire satisfaction with Captain Paterson's exertions to render them comfortable and happy, their conviction of the seaworthiness of the vessel, and their admiration of the powers of the engines, capable of propelling so large a body at the rate of 7 knots per hour, in the face of a strong north-northwest wind and high sea for at least two-thirds of the way from Liverpool, her rate thither being nearly 9 knots."[25]
In 1820, theSuperb, of 240 tons and 72 horse-power, followed theSir William Wallace, and marked a still further improvement. She had a copper boiler, and in the three cabins sleeping accommodation was provided for sixty-two passengers. She was "the finest, largest, and most powerful steam vessel in Great Britain.[26]The average duration of the passage from the Clyde to Liverpool did not exceed 30 hours."
TheMajestic, also for the Clyde and Liverpool service, was built in 1821, and was 134 ft. 11 in. long between perpendiculars, 22 ft. 8 in. beam, and 14 ft. 5 in. depth, moulded. Her draught, 10 ft. 6 in. forward and 12 ft. aft, was too great for the upper reaches of the Clyde, and passengers were brought from Glasgow to Greenock in atender. In her four cabins there was greatly-increased accommodation for the passengers. She was probably the first steamer with a sleeping apartment exclusively for ladies. The copper boiler worked at a pressure of 4 lb. per square inch, and the engines ran at 56 revolutions. The fares[27]to Liverpool in those days were £2 15s., as compared with 11s. to-day; of course, very much better accommodation is now provided.
TheCity of Glasgowwas built in 1822 for the Liverpool service. This vessel, which cost £15,000, had a speed of over 10 knots, and was reputed the fastest afloat. Her length was 110 ft. 4 in., beam 22 ft. 4 in., and depth, moulded, 13 ft. She was arranged like theMajestic, and the two were long the most important vessels in the Clyde and Liverpool trade. She was subsequently bought by McIver, and inaugurated the competition with the Burns line, commenced in 1829.[28]The McIver and Burns lines were subsequently combined.
The Scotts rendered similar service in the development of the mail route between Holyhead and Dublin. The first vessel built by them for this service was theIvanhoe, constructed in 1820. The steam service had been opened between these two ports in 1819 by theTalbot, the first steamer fitted with feathering floats.[29]TheIvanhoe,[30]a larger steamer than theTalbot, was of 170 tons burden, her length between perpendiculars being 97 ft. 4 in., beam 19 ft., and depth, moulded, 14 ft. 6 in. She had various improvements in her machinery, which was of 60 nominal horse-power. She left Scotts' yard in May, 1820, and made the voyage to Howth (200 miles), in 26-1/2 hours.