Category Archives: Passenger traffic

Kerrygold

It is, no doubt, well known that the first transatlantic steam shipping company was founded by a Kerryman and was to be based in his home county: indeed on his own estate at Valentia Island. The transatlantic steamers would run thence to Halifax, Nova Scotia: that was amongst the shortest possible ocean crossing, which was important in the early days of steam navigation, when inefficient engines required prodigious quantities of coal. There were to be feeder services at both ends of the route, thus linking London with New York, and a second line from Valentia to the West Indies.

The Kerryman was Sir Maurice Fitzgerald MP, the 18th Knight of Kerry.  A meeting of supporters was held in London in June 1824 and, a year later, an Act of Parliament permitted the formation of a joint stock company with limited liability for its shareholders. However, the American and Colonial Steam Navigation Company did not last long: it softly and suddenly vanished away in 1828, its single steamer, the Calpé, sold to the Dutch government before completing a single voyage (although, under her new ownership, she ran a successful transatlantic mail service to Surinam and Curacao).

The prospectus, published before the meeting in June 1824, said of Valentia:

Ballast cargoes may be obtained there in slates, butter, and coarse linen, for the American markets.

However, Alexander Nimmo, writing to Fitzgerald, said

Remember, your whole peninsula only affords 100 tons of butter per annum, and all Kerry would not provide for a constant trade.

The gallant knight would therefore, I am sure, be delighted with the news from the Americas that “Irish Butter Kerrygold Has Conquered America’s Kitchens“. I hope he would have known enough to realise that “[…] Ireland’s landscape and economy, which both remain dominated by agriculture” may be true of the landscape but is not true of the economy.

Sources

John Armstong and David M Williams “The Perception and Understanding of New Technology: A Failed Attempt to Establish Transatlantic Steamship Liner Services 1824-1828” in The Northern Mariner/le marin du nord XVII no 4 [October 2007]

Letters and papers of Maurice FitzGerald in Public Record Office for Northern Ireland ref MIC639/6

Public Ledger and Daily Advertiser 28 June 1824

Cupid at Athlone

Aquatic Excursion (from a correspondent)

Athlone (2003)

September 17, 1846 — The Amateur Band of St Peter’s, who deserve so much from the inhabitants of Athlone for the many opportunities they seize upon, to amuse them, having provided — on a large scale — for themselves and guests a sumptuous and plentiful feast, with the necessary teetotal drinks, sailed up the lake on last Sunday in the Cupid Steamer. The day was beautiful and inviting and the placid stream of the noble Shannon — as if in harmony with the circumstance — opening wide its expansive bosom to receive them, displayed in gorgeous grandeur, the verdant beauties of its multitudinous islands and grove-covered promontories of its indented coasts.

I never saw the lake to such advantage as on that occasion. We had about eighty persons on board, amongst whom were the Rev Mr Philips CC and RW, Mr Keating and family, and other pic-nic parties, with viands and refreshments in abundance. As the steamer made the lake and swept through an Archipelago of islands — namely, Carbery, Kid, the Wren, and Crow Islands, &c, having the wood-embosomed Hare Island, the present insulated residence of my Lord Castlemaine, on the right and the grove-crested cape of the Yeu or, as some call it, the Loo Point on the left — then it was that she breasted the serene bosom of this inland ocean not as Byron says, “walking the waters like a thing of life”, but bounding over its mirrored surface like an impetuous courser she seemed to devour the distance, while she tossed a road of foaming surges from her heels.

On each side appeared emerging from wood and grove beautiful villas and noble ruins, towers and antiquated telegraphs, with their declivous lawns sweeping to the water’s edge. As we passed between Inchmore, Innisbofin, the Nun’s Island, the cultivated and rich callows of the Longford coasts, and Warren’s Point, St John’s and Mount Plunket on the Roscommon side, hill and dale land and water reverbrated with the dulcet tones of our excellent band under their inimitable instructor, Mr Keating, while at intervals the gay and cheerful dance on deck, to the music of the violin, enlivened the enjoyment of the exhilirating prospects that accumulated around us.

One or two objects which I observed, struck me very forcibly, and reminded me of the left-handed, nay, monopolising policy of former days, and the state of vassalage under which we yet groan and which “Ireland for the Irish” would never tolerate. In a beautiful valley, and modestly peeping from the clustering foliage of circumnambient trees and in accommodating contiguity to the “big house” stood the snug and aristocratic church of the minority, styled in legal parlance “the Established”, while at a distance on the bleak hill of Newtown, exposed to wind and weather, a chapel dedicated to the worship of the millions, displayed all the frigid isolation of a step-mother’s care.

We now arrived at Quaker’s Island, and having tacked about, we made for Warren’s Point, on our way home, and went on shore at St John’s Castle. With feelings of deep melancholy mingled with admiration, we viewed the venerable ruins of this once majestic pile (huge masses of which lay scattered here and there), its dismantled bastions, deep fosse, and the roofless walls of its antiquated chapel, while on a neighbouring hill stands the shell of its watch-tower to give timely warning of the approach of the feudal rival who would dare contest sovereignity with its lord. We then warmly and eagerly discussed the viands abundantly spread on the verdant sward at the base of

These ivy crowned turrets, the pride of past ages,
Tho’ mould’ring in ruins still grandeur impart.

After which the merry dance commenced, unconstrained laughter and encouraging shouts accompanying the performers, bringing the memory back to the times of rural felicity; when under the fostering tutelage of a domestic legislature, every family had its own quern to grind its own grain, every peasant could drink his own beer and the daily toil of virtuous industry being over, the children of simplicity, to the sounds of the oaten reed or the violin, or the more national bag-pipes, tripped it gaily on the “light fantastic toe”. And this was the happy and tranquil state of “Old Ireland” before the importation into it of such exotic materials as Sir Walter Raleigh and his rotten potatoes. To return to the ruins. I wish Lever, Carlton, or some one of those compilers of Irish legendary lore, had visited Lough Ree, he would find there more traditionary facts connected with the pristine magnificence of the different localities, than very many of those which have been already noticed in Magazines.

Having embarked once more we soon arrived home, and thus ended to the satisfaction of all parties, one of the most amusing days I, at least, ever spent in my life. To Bernard Mullins Esq, the young men composing the band return their sincere acknowledgements, for his kindness in accommodating them with the Cupid for this very pleasant excursion.

O’B

Athlone Sentinel 18 September 1846

Hilda Ormond?

In December 2012 I published a post entitled Looking for Hilda in which I said that D B McNeill had written in his Irish Passenger Steamship Services Volume 2: South of Ireland (David & Charles, Newton Abbot 1971) that

In the autumn of 1964 the Ormonde Hotel at Nenagh took delivery of the Hilda from Holland. She is a modern canal cruising launch with central heating and a transparent roof. She is used for local trips on Lough Derg.

I said that she was described as a single-screw motor vessel with a diesel engine but that no further details are given. I sought more information about the Hilda, and hoped that a photo might be available.

Earlier today Loire commented on that post:

The MV Ormond was purchased in Amsterdam in 1964 by Denis Gilmartin, owner of the Ormond Hotel in Nenagh, Co Tipperary. Denis was accompanied on that trip to Amsterdam by local solicitor Michael O’Meara. The vessel was used to entertain guests staying at the Ormond Hotel and in promoting tourism around Lough Derg in the 1960s. Home port for MV Ormond was Garrykennedy on Lough Derg. The MV Ormond was sold to Company in Cork that deployed it for cruises on the river Lee. I have photo of the MV Ormond docked at Garrykennedy Harbour circa 1968 which I will send you.

I am very grateful for that information and for the photo, which has now arrived.

M V Ormond ~1968 (courtesy of Loire)

 

Obviously the name Ormond was bestowed when the vessel reached Lough Derg, so it is possible that it was named Hilda when in Holland.

Can anyone identify the people and dog in the photo?

 

 

Egypt and Ireland

We embarked [on the Mahmoudié Canal at Alexandria] in a boat not unlike those that ply in Ireland upon the Grand Canal and, to say the truth, among the dreary wastes of swamp that surrounded us, we might also have fancied ourselves in the midst of the Bog of Allen.

The boat was towed by four wild, scraggy-looking horses, ridden by four wilder, scraggier-looking men; their naked feet were stuck in shovel stirrups, with the sharp sides of which they scored their horses flanks, after the fashion of crimped cod.

It is true, these jockeys wore tattered turbans instead of tattered hats, and loose blue gowns instead of grey frieze. Yet still there was nothing very new or imposing in the equipage, and the mud cabins that here and there encrusted the banks did not tend to obliterate Tipperary associations.

Eliot Warburton The Crescent and the Cross; or, romance and realities of eastern travel new ed, George P Putnam, New York 1848

There will be more on links between the Shannon and the Nile, Ireland and Egypt, at the Mountshannon Arts Festival on Saturday 1 June 2019 at 3.00pm, aboard one of the boats that used to “ply in Ireland upon the Grand Canal”.

The latest header

The Pierhead in Liverpool (not to be confused with the Pierhead in Killaloe), seen from the Ferry ‘cross the Mersey. I recommend the round trip.  And they don’t play the entire song.

Hail glorious St Patrick

Navigation of the Mersey

The St Patrick Steam Ship; The Majestic; The St George &c

There are few promenades more interesting and attractive than the marine parades of our town. George’s Dock Pier presents a delightful and ever-varying panorama, bounded to the westward by the Welsh mountains slumbering in their mists, and behind by the lofty piles of warehouses and mansions, overtopped by the gigantic spires of St George, St Michael, and St Thomas, the cupola of the Exchange, and that of St Paul; while the beautiful village of Everton, with its princely villas and gothic-towered church, scarcely visible through the cloud of smoke that hangs over the town, rises in the back ground.

The “Yo heave ho!” of the seaman, or the curling rush of water from vessel’s bow, mingle with the distant roar of commerce, and the stroke of the shipwright’s hammer. On the opposite shore, the fields of Cheshire appear like a coloured map; and Birkenhead (with its embowering trees), Woodside and Seacombe, and numerous hamlets and villas, smiling in the sunbeam, entice many an idle wight to step into one of the ferry boats that constantly ply to and fro.

The Mersey, studded with innumerable vessels of all descriptions, from the puny skiff to the stately East Indiaman, extends from north to south for many miles, and presents a continual shifting of marine scenery, as vessels glide up or down with the tide, or stretch across its sunny surface; some, amidst the shout of the boatman and the rude ejaculation of the pilot, setting sail for a far distant land; others returning portward, freighted with the riches of America or of India. Here a long-absent party landing amidst the welcomes and thick-coming inquiries of their friends; there some luggard wight alternately waving farewel to his friends who linger on the pier, and exhorting the speed of the rowers, who waft him towards some vessel already sailing on her outward voyage.

In such a scene, the actors experience emotions of the most opposite nature. Some oppressed with a silent, pensive regret, on leaving the land of their fathers, perhaps for ever, for some darkling and precarious prospect of ameliorated condition; others bounding with gladness, on returning from hardships and perils, to the place of their affections, and the security of an independent home. The sublime communion of nature and art which this noble inlet of the ocean thus presents, rouses, in the contemplative mind, a thousand speculations; and the charms of the picture are heightened and enriched by the delicate and fresh touches of the pencil of fancy.

Since the improvements made of late years in our naval architecture, the superiority of our vessels, both in speed, comfort, and safety, over those of our ancestors, has, in a great degree, rendered a voyage to sea a matter of much less gravity and portent than it was wont to be. In their days, the adventurer on the stormy deep deemed it incumbent upon him to settle his worldly matters by testament before he embarked for the colonies of Virginia or Pennsylvania — adding, frequently, thereto, if the clouds were murky, a codicil in favour of some pious or charitable institution, by way of appeasing the wrath of the elements.

We manage these things with more economy in the nineteenth century. Such are the despatch, comfort, and regularity of our packet-ships, that the fine gentleman and his lady (who durst formerly scarce venture upon Winandermere in a good boat in the month of June) make it a matter of perfect indifference, on the score of time, comfort, and safety, whether he spend a couple of months at the lakes in Cumberland, or in a tour through the Highlands of Scotland; or take a trip, in the same time, to Long Island, and thence to sun himself for a fortnight on the banks of Lake Ontario. A voyage of seven weeks or two months was reckoned expeditious to North America, in the olden time, when performed by our portly, bluff, John-Bull looking merchantcraft, of so Aldermanic-like a mould as to move with the dignity and composure of a floating haystack.

But now-a-days, our dandy packet-shops are so sleek, so genteel, and so wedge-like, that a puff of wind makes them start off like race-horses; on they dash through thick and thin, like Tam o’Shanter and his mare, “despising wind, and rain, and fire”; and the Atlantic Ocean is crossed in eighteen or twenty days. Many of our coasting and Irish smacks, too, show very houndish propensities when they stuff the gale; and it was long imagined that the surly sea defied all further invention or contrivance of man to improve our marine vehicles, or render them, in any degree, less dependant on fair winds, smooth seas, and patent canvas.

Steam navigation, if hinted at as probably feasible, was generally scouted as ridiculous; and the old jack-tar, while he shrugged up his shoulders with self-gratulating importance, laughed at the notion, as being just as good as that of a pair of blacksmith’s bellows on the poop to fill the royals in a calm; and deemed the whole a land-lubbers’ device to encroach upon the unalienable and indivisible privileges of mainsail, foresail, and jib. Yet, notwithstanding the sneers of honest Jack, he has lived to see vessels of upwards of 300 tons burden, and of the most beautiful models, propelled on their course by means of steam, with a velocity equal to that of a sloop of war in a topgallant breeze.

The Mersey is now enlivened, not only by the continual departure or arrival (in addition to the flotillas of ordinary merchant ships) of regularly-sailing elegant packet ships from the different large towns in the United States (than which finer or better appointed vessels never floated) but we have the grand novelty of steam ships constantly plying the river; rushing along, without a sail set, at the rate of seven to ten miles an hour; each like a monster of the deep, flapping the sea with its huge fins, spouting forth dusky streams of smoke which it trails frequently for upwards of a mile behind it, in a swelling line of melting clouds.

The arrival or departure of any of these vessels attracts crowds of individuals to the landing places, and gives an animation to the shore and river, which it did not before possess. Nor is this to be wondered at, when we witness the numbers who emigrate even in one vessel; soon after she has discharged a sufficient number of both sexes, to people a moderate sized colony. Besides the larger packets which proceed to the Isle of Man, Dublin, Glasgow, Dumfries, Holyhead, and other parts of Wales, there are numbers, proportionably neat and convenient, plying almost hourly to the different ferries on the river, as far up as Runcorn.

For the information of our distant readers, and those in town who have not had an opportunity of seeing the interior accommodations provided in these vessels, which are exclusively adapted for passengers, we have visited two of them recently built and equipped at our own port, and shall endeavour to describe one of them.

The St Patrick Steam-Ship

This vessel (built by Messrs Mottershead and Hayes) is 130 feet in length, and admeasures 300 tons. Her rig is that of a two-masted schooner, with foretopsail; and her deck is flush as far as a small poop, and presents a fine roomy area, without that complication of cordage which so much cramps regular sail-ships; no part of the machinery rises in the centre of the deck so as to destroy its general openness and amplitude. Her chimney is proportionally lower than any we have yet seen, and, being whitened, has not the usual clumsy and disfiguring effect; and her whole appearance (having a handsome figure-head and quarter-galleries) is like that of what sailors term a rakish privateer; and gives a lively idea of the terrible effects of such a vessel even with one great-gun, if employed in harassing an enemy’s fleet in a calm. This observation applies also to the Majestic steam-ship, the St George, and most of the other packets in the trade.

It is due to the thriving town of Greenock, whence, we believe, our steam packet owners first derived the idea of these elegant steam ships, to state, that the beautiful figure-heads, on nearly all of them, were carved by a gentleman of that town, who is particularly eminent in that art.

We shall now describe

The front cabin

This neat and commodious room is of considerable capacity. A large table stands in the centre, and forms, or couches, cushioned in black-hair cloth, extend around it, The walls are neatly pannelled and painted, and open by respective doors into eight state-rooms, each containing three comfortable beds. The upper part of these doors is composed of mahogany Venetian blinds, for the freer admission of light and air; a wax-cloth covers the floor. This room is intended chiefly for a sleeping and dressing room for gentlemen — has every suitable convenience; and, as in the other cabins, a steward is in constant attendance.

The engine-room

Not far from the front cabin is the engine-room, near the top of which is a passage leading to a little gallery, with brass railings, where the curious may stand and have a full view of the whole engines at work, without interrupting those who superintend them. The engines were made in Liverpool, by Messrs Fawcett and Littledales, and, it is acknowledged by judges, are constructed and finished in a most correct and masterly manner. The improvement here exhibited on the plan of those first adopted in steam-vessels, is, to any one of the slightest mechanical turn, at once obvious; the whole being admirably contrived to avoid unnecessary weight of metal, and, by compactness and arrangement, to throw the main weight of the engines (which, we understand, with the boilers, to be about 130 tons) as low down as possible. The cylinders are 42 inches diameter, and the engines (both exactly alike, worked by a common boiler, and with a railed passage between them for the protection of the engineer) are upwards of 100-horse power. [We saw those of the St George, of the same power, and by the same makers, set a-going for the first time, not until the vessel was under weigh with passengers for the Isle of Man; so well could the manufacturers rely on their correctness and precision, that no previous trial was deemed necessary.]

Without being judges of the grand, we may say noble, art of engineering, we were struck with admiration on beholding the triumph of human art and genius, exhibited by the giant motion of these powerful engines. The castings combine neatness with strength; the minutest rods, and even screws, are of the highest polish and finish; and the regularity and smoothness of every movement left a conviction, that the art had reached the summit of perfection. One grand improvement we also observed: the fire is not, as in some other vessels, in the engine-room, but is fed from another room, on the other side of the boiler, so that the machinery is kept free from ashes and coal-dust, and the engineers are not annoyed by the opening of the furnaces and the heaving of coals. Moreover, there are an additional number of fire-places (five in all) under the boiler, which is an improvement on the original system, as, by diffusing a more equable heat, with less waste of fuel, a more constant and even power of steam is kept up.

The ladies’ cabin

On descending from the quarter deck, by a flight of stairs handsomely and richly railed, we arrive at the two principal cabins. The sternmost is adapted exclusively for the use of the ladies. This room is lighted by four windows in the stern, with rich cornices and hangings, and a frosted sky or deck-light in the centre. The sides are entirely of pannel work, of the choicest flowered mahogany, and superbly finished and polished; between each series of pannels, a mirror forms the middle of the pillar work that divides them, and, there are three large mirrors fixed in the rudder-case, and another of ample dimensions on the wall directly opposite; the whole incased in antique carved work of polished mahogany. The mirrors have a very striking effect, and on every side magically enlarge the appartment.

Sofa fixtures in black hair cloth surround the room, and form, when required, large and commodious beds, and over each the pannels slide down on pullies, and expose well-aired and neatly-fitted bed-plpaces. The large pannel-frames which thus slide down are richly draperied with stretched silk, which is protected by handsome net or wicker-work of gilded brass, and has a very light and relieving effect. There is also a water-closet and a small room, for the use of female servants; the entrances to both being from the interior of the ladies’ cabin. There are also two elegant private cabins for families, with ample bedding, and fitted up in a style of elegance correspondent with the main cabins.

Descending a few steps from this cabin (which is under the poop) we reach

The dining room

An apartment 24 feet in length by 18. The whole is pannelled with the choicest mahogany of a beautiful polish; and, in the pillars dividing each series of pannels, a mirror is inserted. Sofa fixtures of the greatest neatness and ample dimensions are placed round the room, and over each, as in the other cabin, the woodwork slides down, and exhibits roomy and comfortable bed-places.

The room is lighted by a large oblong window in the roof, and the floor is covered with a wax-cloth. At the far end is a circular library, contrived so as to surround the mainmast. There are six fashionable tables so contrived with screws to the floor, that they may be available apart and equidistant for small select parties, or may be converted into one large complete table all round the room, the guests being seated on the sofas, and the ample area in the middle left for the convenience of the waiters.

Here also those who feel inclined to jollity may “trip it on the light fantastic toe”. We can scarcely conceive any thing more delightful than the society at the well plenished table — of the respectable individuals who will naturally meet in good humour and fellowship in such a place — while converse is chastened by the presence of females of respectability and education, and the vessel is wheeled along over the ocean wave, and gallantly progresses on her voyage. Formerly, a voyage to sea, so cramped and miserable were the accommodations, and so frequently oppressive the effluvia of tar and bilge-water, was undertaken by ladies, only on occasions of imperative necessity; and endured as a sort of unavoidable hardship, which demanded, at once, their patience and their fortitude. Here, however, a hotel offers not more comparative convenience, suitable to the dignity and delicacy of the sex; and they are free to mingle in the general throng of genteel passengers, or avail themselves of that privacy which their own cheerful apartment affords.

Since visiting the St Patrick we have seen the St George, a twin steam-ship of the same owners (built by Messrs Dawson and Pearson of this town); and her fitting-up is, in every respect, similarly elegant. She is the sharpest-built vessel in the trade, and is extremely swift. The Majestic we last year amply described. Her cabins are also elegant, and rather larger than those described. The City of Glasgow may also be mentioned as another superb vessel. Indeed we may say, with justice and impartiality, that all the steam-ships of the port approximate, more or less, to this elegance of equipment; and, any alleged superiority in those of the larger class, may, in many instances, be but a mere matter of taste.

Such of their commanders as we have any acquaintance with are men of the utmost hospitality, frankness, and urbanity of manners — gentlemen whose education and cheerfulness always ensure even the strange way-farer an agreeable companion and an attentive landlord. Most of these vessels carry a few musicians; and the lively notes of the bugle and the clarionet are often heard mellowed along the water, and mingling with the splash of the paddle-wheel.

We consider steam-navigation to be one of the noblest inventions of the age. Already it has greatly increased the annual number of travellers between Scotland, England, Ireland, and France; and its operations may, ere long, extend to more distant shores, opening a new channel of commerce, and diffusing intelligence by facilitating the communication of nations. Some have availed themselves of this easy and health-inspiring conveyance for purposes of despatch and business; others for change of air, pleasure, or a thirst for travel and research.

In the summer months, the excursion to Wales, the Isle of Man, Dublin, Clyde, and the Hebrides, is peculiarly attractive; and, as in the days of Richardson and Smollet, many of our works of fancy were enriched by the strange and embarrassing adventures of the stage-coach; we may now anticipate from some of our modern scribes, animated speculations on character and incident on board the steam-ship, which, from the vast number of passengers, of various temperaments and pursuits which congregate on board, will afford a prolific field for the ingenuity of the novelist, or the vagaries of the muse.

An idea of the general speed of these vessels may be learned from the fact, that the passage from Glasgow, a distance of 209 miles, has been performed in twenty and a half hours’ sailing. That from Dublin (120 miles) in twelve hours; and this too in defiance of wind and tides.

From The Kaleidoscope; or, Literary and Scientific Mirror vol 2 no 104 new series 25 June 1822

My attention was drawn to this article by David M Williams and John Armstrong in their article “‘One of the noblest inventions of the age’: British steamboat numbers, diffusion, services and public reception, 1812–c1823” in The Journal of Transport History vol 35 no 1 Manchester University Press, June 2014

Alexandra Hope’s voyage to London

I have mentioned Isaac Weld before., in the context of his sailing the Lakes of Killarney in a boat made of brown paper. He was also one of the first people, at least in Europe, to take a long sea voyage in one of the newfangled steamboats as a passenger rather than a crew member. Even better, he left an account of his journey.

One George Dodd was taking a steamer, originally called the Argyle, from the Clyde (where steamers came from) to the Thames, after which he renamed the boat. This was in 1815, only three years after Henry Bell‘s Comet began the first commercially successful steamboat service in Europe. [The first such service in America was inaugurated in 1807 by Robert Fulton, who was mentioned here the other day.]

Dodd took the steamer into Dublin en route to London and Isaac Weld, greatly interested, decided to travel on board for the rest of the trip. Weld’s wife, née Alexandra Hope, decided to accompany him; she may have been the first woman, at least in Europe, to take a long sea trip on a steam boat.

Here is a version of Weld’s account of his trip, as published in the Belfast Commercial Chronicle on 24 April 1816. It may have been translated from English to French and back again.

A Tale of a Tug

Improvement in Steam Vessels

(from a correspondent)

One of the greatest applications of Steam Vessels, has lately been made in Scotland, and, we learn, with the most complete success. It appears that since the opening of the Forth and Clyde Canal (upwards of 30 years ago) a navigable communication has existed between Glasgow and Leith, the port of Edinburgh, notwithstanding which, by far the greatest portion of the trade between these places, has been carried on by land carriage, an an expense more than double what it might have been done by water.

This navigable communication consists of a Canal, for 29 miles, and a broad River or Firth for 26 miles; and it appears, that the obstacle which has prevented the benefit being taken of such apparent advantages, is the extreme difficulty of constructing vessels, which from draught of water and mode of rigging, would answer for the navigation of the Canal, and at the same time be able to contend against strong and contrary winds in the Firth of Forth.

To obviate this difficulty, a Company in Leith, have equipped a powerful steam vessel, or tracker, possessing extraordinary strength, and completely adapted for encountering stormy weather. This vessel, which is most appropriately named the Tug, is meant to track ten other vessels alternately, which have been peculiarly constructed by the same Company for carrying goods along the Canal.

The Tug, which may thus be compared to a team of horses in the water, tracks these vessele between Leith and Grangemouth, the entrance of the Canal, along which they are tracked by horses. But the utility of the Tug is not confined to tracking; she has also two commodious cabins, and combining the two purposes of tracking and conveyance of passengers, she is able to convey the latter with a degree of cheapness, which resembles more the track schuyt of Holland, than any conveyance we have in this country; the passage in the best cabin, being for a distance of 26 miles, two shillings, and in the second, one shilling.

For this most ingenious application of steam to this conveyance, we understand the public are indebted to Lieut George Crichton RN, Edinburgh, an officer who has long been distinguished for scientific knowledge in his profession.

It has long been known that a steam vessel will tow a ship out of harbour, in calm weather, or with light contrary winds, but her velocity was generally considered so much obstructed by the operation, that no idea appears to have been formed that an expeditious conveyance could be so established; but Lieut Crichton, it seems, had calculated on the peculiar manner in which a steam vessel is impelled, and by which any increased resistance to her motion through the water enables her wheels or paddles to act with more effect in proportion, and had estimated that in drawing a vessel of half her own size, she would not lose more than a fifth of her velocity. The Tug draws a loaded vessel of 50 tons, against a moderate breeze of wind, at the rate of nearly seven miles an hour.

The improvements which this invention may lead to in the river navigation of this country are incalculable; for by thus uniting the conveyance of passengers and goods, steam vessels will probably be established between points, which, [illegible] only one of these objects, would not have found sufficient employment.

We understand that Colonel [illegible] of Edinburgh, Kirkman Finley Esq MP for Glasgow, and several other Gentlemen of high respectability, are at the head of a Company, which have with much promptitude and [illegible] carried into effect the plan proposed by Lieut Crichton.

Perthshire Courier 23 October 1817

Speedy communication

New Post Office Steam Packet

By the arrival of the Packet we received yesterday, at the early hour of three o’clock, pm, the London Mail of Tuesday. Had we stated a few years ago the probability of such an occurrence, we should have been reckoned wild and visionary enthusiasts.

But now the period has arrived, when, by the astonishing improvement of the roads from London to Holyhead, and the establishment of those noble vessels, the Post Office Steam Packets [inaccurate article here], the public may almost invariably calculate on the arrival in Dublin of the London Mail, within 44 hours after it is despatched from the British Capital. It is needless to point out the great advantage which the mercantile world must derive from the expeditious conveyance of the English Mail, and the consequent postponement of the departure of the Mail for London, from 10 o’clock pm to eight o’clock am.

While we bestow our warmest panegyric on the Post Masters General, for the strenuous exertions they have made to effectuate this desirable object, we must also pronounce, that Sir Henry Parnell amply merits the grateful thanks of every Irishman, for his unceasing and successful efforts to facilitate the communication, improve, and shorten the distance between the capital of the Sister Kingdom.

Considerable anxiety was evinced yesterday to witness the arrival of the Government Steam Packet; a number of the first characters, among whom were several Ladies, were on the Pier at Howth about one o’clock, at which hour the Meteor, commanded by Captain Davis, and also the Talbot [private sector] Steam vessel, were in view — both ploughed the ocean in grand style, the Meteor being first at the Quay by a quarter of an hour, and the Mail was landed from her at 10 minutes past two, 42 hours only having elapsed from its leaving London. The Lightning, which is to arrive to-day, is a larger vessel, being 80 horse power — the Meteor is only 60.

Saunders’s News-Letter 1 June 1821

Header photo?

I’ve been asked what it is. Its principal claim to fame is that it is not Holyhead.

Which is just as well. You can’t drive there, unless you’re a resident: you have to walk, which will give you an appetite for a pint or two in Ty Coch.

But the inability to drive there would have made it difficult to operate car ferries.