PS Comet: By James Williamson
Note This is a sub-section of PS Comet
See also PS Comet: Successors by James Williamson
The Clyde Passenger Steamer[1]
PECULIAR interest belongs to the inception and development of the passenger steamer on the River Clyde. The Clyde was the cradle of the steamship enterprise of the world, and the Clyde passenger steamer has been the pioneer of many, if not most, of the improvements in hulls and machinery and of the countless amenities which make travelling by sea a pleasure to-day. The sustained excellence of the boats is proved by the fact that most of them are ultimately bought up for service elsewhere. During the American War many were purchased and sent across the Atlantic to distinguish themselves as blockade-runners, while others have been acquired for places as far apart as Bordeaux and the Bosphorus, Japan and the River Plate.
Locally, the benefits conferred by the passenger steamer are beyond calculation. To say nothing of the health and prosperity given to the city of Glasgow, one has only to point to the shores of the Firth, where pleasure resorts have everywhere sprung into flourishing existence since the coming of the swift steam craft. Sir James Marwick, in his admirable account of ‘The River Clyde and the Harbour of Glasgow’, points out “how much not only the City of Glasgow, but the whole of the Clyde district, owe to the far-seeing energy of those who have made the river a great commercial highway.” On the other hand, a large part of the credit is undoubtedly due to the steamship enterprise which rendered the deepening and widening of the river a necessity, and in that enterprise the Clyde passenger steamer played a leading part.
Previous to the year 1812, according to the ‘Chronicles of St. Mungo’, “the vehicles of communication to the new port of Greenock were a species of wherry-built nutshells designated ‘Flyboats,’ and the value of this term will be appreciated when it is considered that they generally completed their voyage in the short space of ten hours. The conveyance of goods and passengers to places more remote than Greenock was a more ambitious ship, generally known by the name of ‘Packet,’ which, with a fair wind, could reach the Isle of Bute in three days, but, when adverse, thought it ‘not wonderful’ to plough the billowy main for as many weeks!”
All this was to be changed by two men who hailed from the shores of the Firth. It was James Watt, a native of Greenock, who, as instrument-maker in Glasgow University in 1765, had the little model of Newcomen’s engine placed in his hands for repair, and, in the course of the work, discovered the separate condenser which the navigation of the world. And it was Henry Bell, a resident of Helensburgh, who, in 1812, placed on the waters of the Clyde the little steamer “Comet,” which was the pioneer of the splendid fleet of passenger steamers which ply on these waters at the present day.
This is not the place to discuss the disputed claims the original inventor of the steamship. Henry Bell has left it on record that in 1800, and again in 1803, he laid before Lord Melville and the Lords of the Admiralty a scheme showing “the practicability and great utility of applying steam to the propelling of vessels against winds and tides, and every obstruction on rivers and seas, where there was depth of water.” Of all the Lords of the Admiralty, Lord Nelson alone believed in the practicability of the scheme. “My lords and gentlemen,” he said emphatically, “if you do not adopt Mr. Bell’s scheme, other nations will, and in the end vex every vein of this empire. It will succeed, and you should encourage Mr. Bell.” Notwithstanding the advocacy of the most influential naval officer of his day, “My Lords” considered that “the plan proposed would be of no value.” Commenting on the result of his appeal to the Admiralty, Mr. Bell proceeds: “Having obtained no support from my country, I made correct prospectuses of my long matured plan, and forwarded copies to the nations of Europe and to the United States of America. The Americans were the first who put my plan into practice, and were quickly followed by other nations.”
There had been experiments before Bell’s time in propelling vessels by steam. In 1781 the French Marquis de Jouffroy had made fruitless attempts on the Saone at Lyons. In 1785 two Americans, Ramsay and Fitch, encouraged by George Washington, made similar efforts with the same result; and in 1788, Patrick Miller of Dalswinton, with Andrew Symington for his engineer, experimented with a mid-wheel boat on Dalswinton Loch with some degree of success. But it was not until the year 1802 that the project proved itself to be practicable. In March of that year, at the instance of Lord Dundas, governor of the Forth and Clyde Canal, Symington put his stern-wheel steamer, the “Charlotte Dundas,” upon that water-way, and towed two loaded sloops, the Euphemia ” and “Active,” of seventy tons each, from Lock 20 to Port Dundas – 19.5 miles in six hours - against a strong wind.
Robert Fulton, who had visited Henry Bell, and been in correspondence with him on the subject, came next, and in 1807 the steamer “Clermont” was plying between New York and Albany. The triumph of the Helensburgh inventor came four years later. Whoever may be entitled to priority in the conception of a navigable steamer, it is an undoubted fact that the credit of the introduction of the first steamboat on the Clyde is due to Henry Bell.
Edward Morris, in his biography of Bell, describes him as “a man of a restless, ingenious mind, ever plodding and scheming to reach an eminence by original inventions. His curious propensity to try experiment after experiment, to drive at a new scheme when the previous one was but half completed, perplexed and involved him in great difficulties, but the steamboat was ever before his mind’s eye, and after all our British engineers, and James Watt at their head, had nearly abandoned the hope of conquering the ocean by fire-driven, steam- propelled vessels, Henry Bell made the Broomielaw resound with the shout of thousands when he put the new fiery power to his little vessel.”
The inventor was descended from a family which had followed the occupation of millers and mill-wrights for centuries, and at one time held all the principal mills on the Water of Evan. He was born at Torphichen Mill, near Linlithgow, on 7th April, 1767, and after trying masonwork and serving an apprenticeship with his uncle as a millwright, he wrought successively at the trades of ship-modelling and engineering, and was engaged for a time under the celebrated engineer, Rennie, in London. In 1790 he settled in Glasgow, and as chief partner of a building firm erected many public works in the city. Eight years later, to quote his biographer again, “he turned his attention chiefly to his grand object, the steamboat. In the spring of 1800 he became acquainted with a gentleman who had a fine pleasure vessel. In this Bell placed a boiler and engine of four horse power, with machinery for the paddles, and a strong cover-board that folded over from the top of the bulwarks, to prevent the rushing up of the water when at work.”
In the following year, seeking to improve on his experiment, he applied to James Watt at Birmingham for advice as to a portable engine that would stand on its own base with stout levers, of which he prepared a plan. Watt’s reply was discouraging. “ How many noblemen, gentlemen, and engineers,” he wrote, “have puzzled their brains, and spent their thousands of pounds, and none of all these, nor yourself, has been able to bring the power of steam in navigation to a successful issue?” Driven back upon his own resources. Bell struggled for ten years for the realization of his project, but he realized it at last.
The “Comet,” so called from a meteor which appeared in the heavens at this period, and attracted much attention, was built in 1811, to the order of Henry Bell, by John Wood at Port-Glasgow[2] and was advertised in August, 1812, as a public conveyance for passengers on the River Clyde, between Glasgow and Greenock. The vessel was 43 feet 6 inches long, 11 feet 4 inches beam, and 5 feet 9 inches deep, and was 24 58/94 tons burden. The engine was made by John Robertson, of Dempster Street, Glasgow. It was four nominal horse power, with a single upright cylinder of 12.5 inches diameter and 16 inches stroke, and driving, by means of two rods, a pair of half side levers. The crank shaft, on which was fixed a heavy flywheel, was worked from the levers by a connecting rod. 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.[3] 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 twenty feet, the number of wheels was reduced to two. A speed of about five knots was attained.
After several experiments, the “Comet” sailed regularly from Glasgow. She was the first vessel moved by steam which successfully carried on a regular service in Europe, thirteen years before the opening of the first public railway. Her first master was Captain William Mackenzie,[4] originally a schoolmaster in Helensburgh, and the engine-room was attended to by Robert Robertson. The crew consisted of eight hands, including a piper.
The advertisement in the ‘Glasgow Chronicle’ of 14th August, 1812, ran as follows:—
THE STEAMBOAT “COMET.”
BETWEEN GLASGOW, GREENOCK, AND HELENSBURGH.
For Passengers only.
The subscriber, having, at much expense, fitted up a handsome vessel to ply upon the river Clyde from Glasgow, to sail by the power of air, wind, and steam, intends that the vessel shall leave the Broomielaw on Tuesdays, Thursdays, and Saturdays about mid-day, or such an hour thereafter as may answer from the state of the tide, and to leave Greenock on Mondays, Wednesdays, and Fridays in the morning to suit the tide.
The elegance, safety, comfort, and speed of this vessel require only to be seen to meet the approbation of the public, and the proprietor is determined to do everything in his power to merit general support.
The terms are for the present fixed at 4/- for the best cabin and 3/- for the second, but beyond these rates nothing is to be allowed to servants, or any person employed about the vessel.
The subscriber continues his establishment at Helensburgh Baths, the same as for years past, and a vessel will be in readiness to convey passengers by the “Comet” from Greenock to Helensburgh.
Passengers by the “Comet” will receive information of the hours of sailing by applying at Mr. Houston’s Office, Broomielaw, or to Mr. Thomas Blackney’s, East Quay Head, Greenock. HENRY BELL.
Helensburgh Baths,[5] 5th August, 1812.
The feelings with which the first appearance of the “Comet” were regarded by the natives of the coast towns may be judged by an anecdote supplied to me by the late Captain William Orr, of Greenock, as follows:—
“I was born in Greenock not far from the river side, and have a distinct recollection when the ‘Comet’ first came to our quays, and of the opinion then entertained about her by many in our town. When she would be reported as coming round Bailie Gammell’s Point, all of us children ran down the quay to see her blow up and see the sailors and passengers ‘fleein’ in the air.’ We were not much disappointed at the time, as it was sure to happen soon.”
On the 2nd September the sailings of the “Comet” were extended via Tarbert and the Crinan Canal, to Oban, Port Appin, and Fort-William, the return journey occupying four days. Before long, however, the steamer seems to have been transferred to Grangemouth, but in August, 1819, she re-appeared on the West Highland route.[6] She continued that service till the following year, when, on 13th December, 1820, on the passage from Fort-William to Glasgow, she was caught by the strong tiderace and easterly wind, and wrecked at the Doris-Mhor, outside Crinan. The after part of the vessel drifted towards Corrievreckan, but the fore end, from which Henry Bell and the crew and passengers had scrambled ashore, remained on the rocks, and from it the machinery was afterwards removed.[7]
In connection with this earliest of Clyde passenger steamers some details regarding builders and engineers seem worth preserving here. The following account of the career of John Wood, the builder of the “Comet,” appeared at his death in the Glasgow Herald of 24th December, 1860;
“Mr John Wood was born on the 10th of October, 1788, and learnt the elements of his profession from his father, who was also a shipbuilder in Port-Glasgow, and a man of much talent and ingenuity. About 1806 he was placed under Mr. Brocklebank, shipbuilder in Lancaster, for ten years. At this time Lancaster enjoyed a considerable reputation for shipbuilding, and it was with the view of profiting by a superior knowledge there to be acquired that Mr. Wood served a part of his apprenticeship at that place. In 1811, on his father’s death, Mr. Wood assumed the responsibilities of the building yard at Port-Glasgow, having for a year or two previously been actively engaged in the management of the work. One of his first engagements was the construction of the steamer ‘Comet’ for Mr. Henry Bell, which had been contracted for by his father. He subsequently built an immense number of river steamers, and steamers for deep sea navigation. One of the most celebrated of the latter at the time, and in every way successful (though the first of sea-going’ steamers), was the ‘James Watt,’[8] which he built in conjunction with his brother, Mr. Charles Wood, to open a steam communication between London and Edinburgh. In the middle portion of his career he was chiefly engaged in building deep-sea and ocean steamers. By him the reputation of the Clyde as a field of production of steam vessels was raised highest pitch, and other Clyde firms participated in the reputation thus brought to their doors. Of late years Mr. Wood has built few wooden ships, partly from the fact of these having fallen much into disuse, and partly from his having become a partner of his relative, Mr. John Reid, shipbuilder, Port-Glasgow, and, as such, aiding in raising the firm of Messrs. John Reid and Co. to the high reputation it now enjoys. From this firm he retired some years ago.
“Mr. Wood’s brother, Mr. Charles Wood, who died a few years ago, was for some time associated with him in business, and he, too, was a very remarkable man, but perhaps too far in advance of the age in which he lived. Among his other designs he projected and constructed the great ship-rafts ‘Columbus’ and ‘ Baron of Renfrew’ as a new expedient for bringing timber to this country. Although the latter of these was lost, the soundness of the principle may be held as established from the fact that the former reached this country in safety. There can be no doubt that these brothers have, by their talents and other gifts, conferred honour upon their profession, and have added to the lustre of their native land.”
To this may be added an interesting anecdote of Wood’s boyhood, furnished to the present writer by Mr. Matthew Blackwood, Port-Glasgow.
“His father,” Mr. Blackwood says, “had got a large chest of tea sent him, and he begged hard of his father to get the chest, which he made into a boat, and sailed in it, on one of the burns at Bishopton. The first night he was out he was watched by the natives of the place, and when he came ashore in his boat, lifted it, and put it on his head, to carry it home, the people fled to their homes, thinking he was a ‘kelpie.’ I expect this would be the first attempt at shipbuilding in the Wood family.”
The following account of John Robertson, maker of the ‘Comet’s’ engine, has been furnished to me by Mr. David Bell, of the late firm of Messrs. Napier, Shanks and Bell, shipbuilders, Yoker, to whom I am indebted for a number of particulars regarding early Clyde steamers.
“Mr, John Roberson, whose name is associated with the first ‘Comet’ as maker of its engines, was born in the year 1782, in the village of Neilston, Renfrewshire, Where his Father, James Robertson, was superintendent of the cotton-spinning machinery at Broadley Mill.
“At the age of 14 John was apprenticed to the trade of spinning-wheel wright with a Mr. Cuthbertson in the same village. On completing his apprenticeship he went to Stanley Cotton Works, Perthshire, and after two years got employment in the machine shop of the late Mr. Dunn, of Duntocher and John Street, Glasgow. He continued in this service for eight years, and then commenced business for himself (about 1810) in a small machine shop in Dempster Street, off North Frederick Street, Glasgow.
“In 1808 Henry Bell, then lessee of the Baths Hotel, Helensburgh, had seen a small steam engine made by Robertson in his leisure hours, and got him to fit it up at the hotel, to pump sea water for the baths. Robertson was among the first to undertake the heating of mills and factories by steam, one of his contracts, in 1810, being to supply and fit the heating apparatus for the drying stoves at Messrs. Stirling & Sons’ Printworks, Cordale, Vale of Leven. He also constructed steam engines of small size, and carried on a variety of engineering work, being recognised as a clever and expert mechanic.
“In 1811 Robertson commenced a small side-lever engine, having a cylinder 11 inches diameter, 16 inches stroke, and about 3-horse power.[9] Henry Bell, being then engaged with his first steamer, arranged with Robertson to fit this engine, which was then about finished, into the ‘Comet,’ the price, without boiler, being £165. It was fitted into the vessel while in Mr. Wood’s yard, Port-Glasgow, and appears to have been also started under steam there.
“Robertson was convinced that this engine would prove insufficient in power for Bell’s purpose, and, it is also said, recommended strongly the fitting of only two paddle wheels - one on each side, instead of the two wheels on each side, which Bell had arranged for. The ‘Comet’ commenced to run in August, 1812 (Captain William M‘Kenzie, master), but her speed was found unsatisfactory, and, after two months trial, Bell made a further agreement with Robertson to supply a cylinder of 12.5 inches diameter and about 4-horse power. The first engine had not been paid for, and the price agreed on, to include both engines, with alteration of paddle wheels, etc., was £365. The alterations being completed, the ‘Comet’ was again started, and, under favourable circumstances, went easily at the rate of six miles per hour. Unfortunately, however, she did not prove a success financially, and Bell’s affairs becoming embarrassed, it is believed that neither the builders’ nor Robertson’s accounts were ever settled.
“The original engine of the ‘Comet’ was acquired by the late Bailie MacLellan, coachbuilder, Glasgow, as payment for a vehicle he had previously supplied to Mr. Bell. After being used to drive the machinery in MacLellan’s coach works, Miller Street, for several years, it was taken to Greenock and did duty at a brewery there, whence it came back to Glasgow. It was ultimately purchased by Messrs. R. Napier and Sons, of Lancefield and Vulcan Foundries, Glasgow, and by them it was, in 1862, presented to the South Kensington Museum, London, where it is preserved. Before being despatched, it was photographed at Vulcan Foundry, with Robertson sitting beside it, and he was sent to London to see it re-erected in the Museum. The photographs then taken give a very good likeness of Robertson, and another small likeness, presented by his old friend, Mr. Carswell, is preserved in the Art Galleries Museum, Glasgow. The photograph bears the inscription, ‘Engine of the “Comet,” designed and constructed by the Subscriber at Glasgow in 1811, and started in vessel in August 1812. (Signed) John Robertson.’
“With the experience of the ‘Comet’ to guide him, Robertson set about the construction of another engine, which he hoped would give satisfactory results, and arranged with Mr. Wood to build for him the ‘Clyde,’ 1813, the dimensions of which were 72 ft. x 14 ft. x 7.5 ft. Capt. Wm. M‘Kenzie’s memoir states that he was appointed pilot to the ‘Clyde ’ in March, 1813, and that she sailed in June of that year with passengers between Glasgow, Greenock, and Gourock. He became master early in 1815 and continued to sail her till February 1817. This boat was a favourite with passengers, regular in sailing, and proved comparatively successful financially. She could steam from Glasgow to Gourock and back - about 48 miles - with 24 cwts. of coal, the time being about 3.5 hours each way, including eight stoppages at ferries, etc.
“Next year, 1814, Robertson had a river steamer built for him at Dundee. He constructed the engine and fitted it on board there. The ‘Tay,’ as she was named, plied for four years between Perth and Dundee, and thereafter, under the name of the ‘Oscar,’ sailed between Glasgow and Lochgoilhead in 1818.
“Two more boats — the ‘Caledonia’ and the ‘Humber’ - were, in 1814, built to Robertson’s order at Dundee, and engined by him; being then taken under steam to the river Humber - one to ply between Hull and Selby, the other to Gainsboro’. Probably, therefore, Robertson’s steamers were the first sent from Scotland to England. They were run on his own account for about eighteen months, but not proving profitable, were disposed of by him at a considerable loss.
“In 1817 Mr. Wood built for him the ‘Defiance,’ and in 1818 the ‘Marquis of Bute,’ the engines of both being from the same patterns as those of the ‘Clyde.’ These boats appear to have plied on the Clyde, but the competition between the various river steamers became, after a time, so very keen, that Mr. Robertson found it impossible to maintain the position he had so honourably won by his earlier engineering successes. Gradually his property, which was wholly in steamboats, passed into other hands, and during the latter years of his life he became, to a large extent, dependent on the generosity of friends who had appreciated the distinguished merits and labours of the old engineer.”
See Also
Sources of Information
- ↑ By James Williamson. Published 1904. Chapter 1.
- ↑ For details regarding the “Comet,” I am indebted to records kindly supplied me by the Secretary of the Victoria and Albert Museum, London, where the original machinery of the vessel now stands.
- ↑ Napier has put it upon record that he had some difficulty with the boiler. “Not being accustomed to make boilers with internal flues, we made them first of cast iron, but finding that would not do, we tried our hand with malleable iron, and ultimately succeeded by various devices in getting the boiler filled.” For this work Bell gave Napier his promissory note at three months.
- ↑ The records in the Custom House at Port-Glasgow give the name of the first master of “Comet” No. 1 as J. Bruce, although all other records state that Wm. Mackenzie was first master.
- ↑ Bell had removed to Helensburgh in 1808, and become tenant of the new Baths Hotel, which continued to be managed by his wife till her death in 1856.
- ↑ August, 1819, is the date of the first run recorded in the Reports of the engineers of the Crinan Canal, William Thomson and Thomas Telford.
- ↑ It may interest many readers to know that General Beatson, R.E., the late brother of the present respected secretary of the Royal Exchange, Glasgow, when a youth at Greenock, made a sketch of the “Comet,” which he sent to the Hon. Mrs. Mackenzie of Seaforth. That lady passed it to the Duchess of Wellington, and it was the means of procuring for Beatson his first commission. The model of the “Comet” is in possession of James Reid, Glenhuntly, Port-Glasgow, whose father was partner with Wood, its builder.
- ↑ Above statement as to the “James Watt” being the first of sea-going steamers is incorrect. Pollock (Modern Shipbuilding) gives her date as 1822, four years after the “Rob Roy” had been placed by David Napier on the route between Glasgow and Belfast. Probably the reference is to the “ Caledonia,” built by John Wood in 1815. According to Galloway {Steam Engine and its Inventors) she was bought by James Watt, jun., in 1817, fitted with new engines by Boulton and Watt, and sent from England to Holland.
- ↑ This cylinder was in 1876 presented by Mr. Andrew MacGeorge to the Corporation of Glasgow. It is now exhibited in the Art Galleries.