As of 2021, this section is still under preparation but see also the entries attached relating to models of the Charlotte Dundas and the demise of the Charlotte Dundas.

NOTES ON THE PADDLE STEAMER CHARLOTTE DUNDAS

 By Graeme Symington 2020

Thomas, Lord Dundas of Kerse, engaged William Symington to construct a steam boat to tow vessels on the Forth and Clyde Canal. William Symington conducted a series of experiments with steam boats which extended from January 1801 until April 1803, resulting in the highly successful trial of the “First Practical Steam Boat” which was named the Charlotte Dundas after Charlotte (1774-1855), the second daughter of Lord Dundas. 

Early authors created uncertainty as to whether William Symington had built one or two boats named the Charlotte Dundas.  Robert Bowie, in his Brief Narrative, omitted all reference to the first boat constructed for Lord Dundas.  An undated Symington Testimonial (prepared by Symington's son William or by Bowie) however makes unequivocal reference to a “first vessel” named Charlotte Dundas which was built in 1801 and to a “2nd and largest steam boat, likewise named the Charlotte Dundas” which was tried in March, 1803.  William Symington himself, in his Petition submitted to the Treasury in 1826, referred only to a “series of experiments” between January 1801 and April 1803, but did not refer to any vessel by name.  However, his Petition was supplemented by drawings “Nos. 3 and 4th” which depict two widely different concepts, the former employing a beam engine and the other built according to his 1801 patent. The text of the Petition made no specific mention of the first concept.  Symington appears to have regarded the first boat as only one stage in a series of experiments which culminated in the development of the second vessel which is now remembered as the Charlotte Dundas.  

Some of the affidavits which Symington and his supporters collected to accompany his Petition to the Treasury were not precisely worded and were thus a potential source of confusion for early authors.  Robert Bowie himself, in his Brief Narrative, listed signatories to affidavits under “First Boat” and “Second Boat.”  However, those listed under the first heading refer to an earlier Dalswinton experiment for Mr. Patrick Miller and those under “Second Boat” refer variously to either the first or second vessel for Lord Dundas, or both.  Robert Bowie was to correct his error in letters to the Mechanics’ Magazine  and the National Advertiser in 1841 in which he confirmed that two boats had been built for Lord Dundas, each of which bore the name “Charlotte Dundas.”  He explained that the two boats had “inadvertently been described as one, owing to the first being merely a preparatory boat, to arrive at the best method of arranging and trying the power of the machinery.”  William Symington himself had never emphasised the less successful precursor, referring to his developmental work as “a series of experiments.”  According to the Biography of William Symington by his grandson John Rankine, both vessels were called Charlotte Dundas. [1] Rankine later contradicted this assertion when, writing to the Falkirk Herald in 1869, he affirmed "Lord Dundas employed Symington to build two boats," namely "the Lady Dundas and the Charlotte Dundas." [2]

The drawings which accompany William Symington's Petition to the Treasury give a general indication of the modifications undertaken in his series of experiments, but the specific changes which the inventor wrought in developing his final version of the Charlotte Dundas can be deduced from letter books and invoice books of Carron Company of Falkirk where the individual engine components for each vessel were forged.  Harvey and Downs-Rose carefully sifted and collated the evidence and concluded that the parts list for the first vessel showed it was a single cylinder beam engine.  The engine for the second boat was constructed according to William Symington’s 1801 patent.  His patent specification, number 2544, depicts a horizontal steam cylinder coupled by a crank to the paddle wheel, with the piston rod guided by a system of slides or rollers.  The hull of the first boat was built by Alexander Hart in his Shipyard at Grangemouth according to a design by Captain John Schank (1740-1823) [3] who, with Lord Dundas, was a foundation member of the Society for the improvement of Naval Architecture. Schank was an authority in the field of naval architecture and his particular expertise was in the design of shallow draught vessels. A shallow profile of the hull was required for a boat to be employed on the canal. 

Hart confirmed that he had been instructed “to build a Boat of a peculiar construction, adapted for the reception of a Steam Engine” [4]

The hull of the Charlotte Dundas was constructed at Grangemouth in 1802 by John Allan according to William Symington's own direction. [5] [6]

There are no surviving plans of either steam boat but William Symington later produced drawings to document the concepts which he had developed in each vessel. 

[1] Rankine, R. and W. H., Biography of William Symington Falkirk 1862 page 6

[2] Falkirk Herald Saturday 30 January 1869 page 3; see also see Falkirk Herald Saturday 30 January 1869 page 3

[3] SRO. BR/FCN/1/27 Minutes of Meetings of Governor and Company 5 June 1800

[4] Affidavit 19.10.1824 with Symington’s Petition to Treasury

[5] SRO. BR/FCN/1/48 Surveyor’s Reports July-August 1802

[6] 1826 Petition to Treasury Affidavit

PUBLIC DEMONSTRATIONS OF THE CHARLOTTE DUNDAS

The following contemporary newspaper extracts record the highly successful public trials of the paddle steamer Charlotte Dundas which were reported in 1803.  

STEAM BOAT TRIAL ON 4 JANUARY 1803

The first public trial to be reported took place on Tuesday, January 4th 1803 and was widely reported: 

Glasgow Advertiser Friday January 7, 1803 [1]

     We are extremely happy to inform the public, that upon Tuefday the 4th Inft. an experiment of tracking veffels by means of a fteam boat, constructed by Mr. Symington, engineer, and patronized by the Right Hon. Lord Dundas, was made upon the Forth and Clyde Navigation, in a very fuccefsful manner, having on board his Lordship, the Hon. Capt. Dundas of the Royal Navy, [2] Mr. Spiers of Elderflie and feveral other gentlemen. Between the hours of one and two, the steam boat left Hamilton Hill [3] to meet the Active, Wm. Gow, mafter, one of the largeft veffels in navigation, burden 100 tons and upwards, which it took in tow near Stockingfield, and carried, with the greateft eafe and fafety, at the rate of 3 miles an hour, to the eaft end of Port Dundas, amidft a very large concourfe of people, who were exceedingly well pleafed with the performance. The general ufe of this contrivance will undoubtedly be advantageous to the country by greatly improving the mode, and leffening the expence of tracking veffels upon Canals and inland Navigation.

The Times (London, England), Wednesday, 12 January, 1803; page 3; Issue 5616. [4] 

     An experiment of tracking veffels, by means of a fteam boat, patronized by LORD DUNDAS, has  been made upon the Forth and Clyde Navigation, in a very fuccefsful manner, having on board his Lordfhip, the Hon. Capt. DUNDAS of the Royal Navy, and feveral other Gentlemen. Between the hours of one and two, on the 4th inft. the fteam boat left Hamilton Mill, to meet the Active, Wm. GOW, Mafter, one of the largeft veffeJs in the navigation, burden 100 tons and upwards, which it took in tow near Stockingfield, and carried, with the greateft eafe and fafety, at the rate of three miles an hour, to the eaft end of Port Dundas.

Lancaster Gazette Saturday 15 January 1803 page 3

     We are extremely happy to inform the public, that on Tuesday se’nnight, an experiment of tracking vessels by means of a steam boat, constructed by Mr. Symington, engineer, and patronised by the Right Hon. Lord Dundas, was made upon the Forth and Clyde Navigation, in a very successful manner, having on board his Lordship, the Hon. Captain Dundas, of the Royal Navy, Mr. Spiers, of Elderslie, and several other gentlemen. Between the hours of one and two, the steam-boat left Hamilton Mill, to meet the Active, Wm. Gow, master, one of the largest vessels in the navigation, burthen one hundred tons and upwards, which he took in tow near Stockingfield, and carried, with the greatest ease and safety, at the rate of three miles an hour, to the East end of Port Dundas, amidst a very large concourse of people, who were exceedingly pleased with the performance. The general use of this contrivance, will undoubtedly be advantageous to the country by greatly improving the mode, and lessening the expence of tracking vessels upon canals, &c.

THE SEMINAL STEAM BOAT TRIAL OF 28 MARCH 1803

Caledonian Mercury April 2, 1803 [5]

     It is with pleafure we have occafion to notice, that progrefs and improvements in the fteam boat upon the Forth and Clyde Canal.  That its power is great, and the favings arifing from the ufe of it would be very considerable, appear from the following account of its operation.  Upon Monday the 28th inftant, it took in drag two loaded veffels, burden of both not lefs than one hundred and thirty tons, and carried them with great eafe from Lock, No. 20, through the long reach of 18 1/2 miles, to Port Dundas in nine hours and fifteen minutes, although it blew moft part of the day a ftrong breeze right a-head of them.  We underftand the expence of fuel for the engine and of wages for two men to conduct the operation during the above trip, does not exceed one-third of that which would be charged for doing the fame work by horfes.  At a time when commerce is rapidly increafing, and trade fo much benefited by the great extention of canals which have taken and are daily taking place, it muft afford no fmall gratification to learn, that improvements are going forward which tend greatly to leffen the expence of tracking veffels in fuch conveyances.  The method of managing the drag flings while paffing fharp turnings in the canal (a thing entirely new to Mr SYMINGTON the engineer) we are informed, was fuggefted by the Hon. CAPTAIN DUNDAS of the royal navy, by whofe judicious inftructions that part of the procefs, once apparently difficult, is now rendered quite eafy and governable.  The very appropriate mode in which the machinery is conftructed, and the fimple yet effectual manner its power is applied in giving motion to the veffel, point out, in an eminent degree, Mr SYMINGTON’S knowledge in mechanics.  For the advantages which commerce will undoubtedly derive from a general ufe of this invention, the country is indebted to the Right Hon. LORD DUNDAS, by whofe fcientific knowledge and laudable perfeverance in a feries of coftly experiments, we learn, the undertaking has been brought to that ftate of utility to which it is arrived.

The same report appeared in Glasgow Herald & Advertiser Monday April 4, 1803 and elsewhere. [6]

[1] Glasgow Advertiser January 7, 1803 Page 2, column C (final paragraph); also reported in other journals including the Caledonian Mercury, January 8, 1803, No. 12689, page 4, column B and in the Glasgow Courier, January 6, 1803, volume XII, No. 1777, page 2, column D, Leeds Intelligencer Monday 10 January 1803 page 3, Lancaster Gazette Saturday 15 January 1803 page 3, The Newcastle Courant (Newcastle-upon-Tyne, England), Saturday, January 15, 1803; Issue 6588

[9] The Hon. George Dundas 1778-1834, fourth son of Lord Dundas Obituary Gentleman’s Magazine 1835 Volume 157 page 359

[3] Hamilton “Mill” in the Caledonian Mercury report

[4] Also reported in Jackson’s Oxford Journal Saturday 15 January 1803; The Hampshire Chronicle, etc (Hampshire, England), Monday, January 17, 1803; pg. 3; Issue 1517.

[5] Caledonian Mercury April 2, 1803 page 3, column 4; first reported in the Glasgow Courier 31st March 1803 (Vol. XII, No. 1813) page 2 column4-page 3 column 1

[6] Glasgow Herald & Advertiser Monday April 4, 1803 page 3, column B, Saunders’s News-Letter and Daily Advertiser Thursday 7 April 1803 page 1

INDIVIDUALS ON BOARD IN THE CHARLOTTE TRIALS OF 1803

THE TRIAL ON TUESDAY 4TH JANUARY 1803

The persons on board included:

The HON. CAPTAIN DUNDAS.

Captain George Dundas (1778-1834) of the Royal Navy was the fifth son of Lord Dundas. At the time of the trial he was the elected M. P. for the burgh of Richmond. He was to become a Lord of the Admiralty. There is a portrait of George Heneage Lawrence Dundas by Sir Thomas Hudson at Aske Hall.

ARCHIBALD SPIERS

Archibald Spiers (1758-1832) of Elderslie was a son in law of Lord Dundas. He married the Hon. Margaret Dundas in 1794. He was the chairman of the committee of management of the Forth and Clyde Navigation and conducted the ceremony to open the canal in 1790. [1] He died suddenly at Elderslie on 2 November 1832, on the very day he was to be honoured at a public dinner. [2] 

THE CHARLOTTE DUNDAS TRIAL ON MONDAY 28th MARCH 1803

ALEXANDER SCLANDERS

Alexander Sclanders, boat builder, was the helmsman in the March 1803 trial on the Forth and Clyde canal from Lock 20 to Port Dundas in Glasgow. [4]

JAMES SYMINGTON

James Symington 1789-1862 was William Symington’s eldest son. His own son, John Symington, claims in a letter to the Falkirk Herald that James had taken a turn at the helm of the Charlotte Dundas. [5]

[1] Caledonian Mercury Saturday 31 July 1790 page 3

[2] Death notice, Dumfries and Galloway Courier, 13 November 1832

[3] Raeburn portrait, photograph in Mitchell Library GC. 041435COR

[4] Alexander Sclanders’ Affidavit dated 20 September 1827

[5] Falkirk Herald 28 January 1869 page 2

“Steam Boat Invented by William Symington Civil Engineer in 1800 and

exemplified by a series of Experiments on the Forth and Clyde Canal near Carron Iron Works

in the Years 1801, 2 & 3, under the Patronage of Lord Dundas”

39 by 47 cm. Watermark J Whatman Turkey Mill 1828

The structure of the Charlotte Dundas which was demonstrated in March 1803 derived from a series of steam boat experiments which began in 1801.

"THE FIRST STEAM-BOAT" 

This engraving, entitled The First Steam-Boat, was published in the Mechanics' Magazine in 1832 and reproduced in Bowie's Brief Narrative, published in 1833. Details of the engine and drive mechanism are taken directly from William Symington's 1828 drawing. Hence, the mechanism pictured here is likely to be a true representation of the layout of the engine and drive mechanism in the Charlotte Dundas. 

THE HULL OF THE CHARLOTTE DUNDAS

John Allan of Grangemouth was the shipwright who built the Charlotte Dundas. [1]

The dimensions of the hull of the Charlotte Dundas were constrained and determined by the depth of the canal and width of the locks which required a shallow draft and restricted width at the beam. 

The hull was broken up in about 1860. The timbers were collected and stored by Robert Wilson, boat builder of Falkirk, who advised John Rankine on the design of the hull of his model steam boat. [2]

In the Glasgow Museum of Transport there is a file on William Symington which contains a drawing of the Charlotte Dundas as a wreck made by "a Teacher of Navigation": [3]

[1] John Allan’s affidavit dated 19 October 1824 

[2] Falkirk Herald Thursday 4 October 1860 page 3; see notes on the Rankine model

[3] Ref. E1/1/1/6 (aii) 

This undated sketch is inscribed on reverse “photo from scrap book of a Teacher of Navigation in Falkirk about 1904 by Wm Graham Springburn” 

Text on sketch: “Sketch of ye Hull of ye Charlotte Dundas Steamer” and “First Steamboat in the world, 1801, when a wreck.”

On the same sheet is a "Plan of the Charlotte Dundas," with the following description and dimensions: "The Boat was double Keeled towards the stern-and the paddle wheel wrought in the space thus left open

Length from stem to stern posts 50ft 6in

Breadth at the bend A 18 feet

Do. at midships 19 ft 2

Breadth of opening for paddle wheel 4 ft. 6

Length of opening Do 19 feet"

A near identical sketch of the hull is to be found in a bound volume of "Communications" of the Society of Antiquaries for 1852. [1] Inscribed "as in 1852," this sketch is unsigned and there is no accompanying text or other communication. 

[1] NMS Edinburgh SAS/Communications/1852/ff.399-400

Except that the rudder is lacking, this pencil drawing shows more detail than the rough sketch of "Ye Hull" which appears to be a copy.

In his 1862 Biography of William Symington, John Rankine (1812-1870), William Symington's grandson, recorded the following dimensions in his description of the Charlotte Dundas: "She was 56 feet long, 18 feet beam, and 8 feet deep. There was a cavity in the stern and in the middle of the breadth of the boat, open behind and below, measuring 4 feet wide and 12 feet long, for the paddle wheel." [1]

There is a broad agreement but the measurements taken from "Ye Sketch of Ye Hull" seem more comprehensive and precise. 

The bluff configuration of the bow of the Rankine model is in accordance with the sketch of the hull.

All the drawings with the Symington Petition are simply drawn sketches representing  a flat bottomed vessel with a near vertical prow. This design is evident also in the Rankine model of the Charlotte Dundas and is reminiscent of Schank’s illustrations of his shallow draft vessels with retractable keels.

[1] Rankine Biography page 58

THE ENGINE AND DRIVE MECHANISM OF THE CHARLOTTE DUNDAS

The engine and drive mechanism were constructed in accordance with William Symington's Patent Number 2544, dated 14th October 1801: for “A New Mode of Constructing Steam Engines, and Applying Their Power to the Purposes of Producing Rotatory and Other Motions without the Interposition of a Lever or a Beam.” [1]

[1] NA C73/22/1 and Woodcroft, Bennet, Alphabetical Index of Patentees of Inventions, first published in 1854 

NOTES ON ENGINE DETAILS, PADDLE WHEEL ETC AND THE SEMINAL CONTRIBUTION OF LORD DUNDAS ARE IN PREPARATION

CONSTRUCTING THE CHARLOTTE DUNDAS

William Symington contracted with John Allan of Grangemouth to build "a Boat of a peculiar construction adapted to the reception of a Steam Engine." [1] The "peculiarity" of the construction would refer to the requirement for a compartment at the stern to accommodate the paddle wheel.

Construction of the hull of the Charlotte Dundas began in June 1802.  The Surveyor for the Forth and Clyde navigation Company reported to Management on the period from 3rd July to 7th August 1802: “When on my survey of Grangemouth these few days I found a vessel in the process of building which had been begun about three weeks ago under the direction of the same person who built the former. He has contracted with one John Allan to build her, who says he understands she is intended for the Canal Company.” [2]

The boiler was probably recycled from the first boat, the predecessor of the Charlotte Dundas. In 1800, Clyde Iron Company had provided a boiler for the first vessel. [3] However, in 1801 a second and larger boiler was obtained from that company. [4] This boiler and other elements of the machinery from the first vessel would have been transferred to new boat which was  under construction in1802. Carron Company built only the one engine for Lord Dundas. The engine of the Charlotte Dundas was the original engine used in the boat constructed by Alexander Hart in 1801. 

FITTING THE MACHINERY

Four blacksmiths were employed at Carron Works to forge and fit the machinery for the steamboat: Laurie McLaren, Johnny Barker, Saunders Ferrer, and Peter Ogilvie. [5]

The machinery was fitted on board the hull which was then held in the lock of a canal to the east of the iron works. [6] See map below.  This canal was used to float lighters into the works. The lock was at the entry of the canal into the River Carron. The castings and machinery were floated down the canal to the lock where they were lifted on board by a crane. 

In the absence of any original contemporary drawings or descriptions, it is now impossible to determine the exact appearance of the Charlotte Dundas which was so successfully demonstrated on the Forth and Clyde canal in March 1803. 

However, the elegant design depicted in William Symington's own 1828 drawing can be taken as the definitive representation of his ultimate conception of steam boat design.

[1] Symington's Petition to Treasury, Affidavit of John Allan dated 19th October 1824

[2] SRO FCN/1/48 Minutes of the Committee of Management of the Forth and Clyde Navigation Company  

[3] SRO FCN1/46 (Accounts page 248)

[4] SRO FCN1/46 (Accounts page 187) October 21, 1801 

[5] Falkirk Herald Thursday 10 April 1862 page 2

[6] Falkirk Herald Thursday 10 April 1862 page 2

INDIVIDUALS INVOLVED IN THE CONSTRUCTION OF THE STEAMBOAT 

CHARLOTTE DUNDAS IN 1802 AND 1803

DESIGN AND CONSTRUCTION

William Symington's 1824 Petition to Treasury was supported by affidavits which had been sworn by some of the individuals who were involved in the construction of the Charlotte Dundas and its machinery.  John Allan is well recognised as the man who built the Charlotte Dundas, but those men who were involved in casting and fashioning engine parts and in the assembly of the machinery are never mentioned.

THE SHIPBUILDER

JOHN ALLAN 

John Allan, shipbuilder of Grangemouth, built the Charlotte Dundas. Construction began in 1802. Following the instructions of William Symington, he built "a boat of a peculiar construction, adapted to the reception of a steam engine.” [1] Some accounts have confused him with Alexander Hart who had had built the first steamboat for Lord Dundas in 1801. [2]

PATTERNS AND CASTINGS

JAMES BLAIKIE

James Blaikie was a pattern maker at the Carron Iron Works when he made the model steamboat for William Symington in 1801. [3]  He produced the patterns for the castings of the engine of the Charlotte Dundas. [4]  

WILLIAM BLAIKIE

William Blackie was a pattern maker at the Carron iron Works when William Symington directed him to model “various other pieces of machinery for propelling a Boat…" [5]

An intriguing historical record was published as a series of chapters in the Saturday issues of the Falkirk Herald in January and February 1882 titled: THE LAST HEIR OF THE RAPLOCH; or, REMINISCENCES OF MY AUNTIE KATE. By “AUNTIE KATE’S NEPHEW.”  The articles were reprinted in 1886. The author was a local historian, William Jack, marine engineer and nephew of Laurie McLaren, a blacksmith at the Carron iron works. Jack also published other articles relating to local history under the pseudonym “Carronade.” As a child he was living with his aunt and uncle at Carron.[6] [7]

His uncle Laurence McLaren was the head blacksmith working on the Charlotte Dundas; Johnnie Blackadder was in charge of the assembly of the engine:

Falkirk Herald Saturday 25 February 1882 page 4

“The engine and boiler for the Charlotte Dundas were made at Carron and by Carron men. First, the designs with the drawings by Mr William Symington, the patterns for the castings under James Blackie, the castings of the cylinder, condenser, air and feed pump, also the valves, with their casings and engine framing, were bored, fitted, and put together under auld Johnnie Blackadder. The malleable Iron work by Barbour, Ferrier, Ogilvie, and MacLaren, under Mr MacLaren, who was master over the blacksmiths at the time.” [8]

JOHN BLACKADDER

John Blackadder was responsible for the castings of the cylinder, condenser, air and feed pump, and also the boring, fitting and assembly of the valves, with their casings and the engine framing..

LAURENCE MCLAREN  [9]

Laurence "Laurie" Mclaren was the head of the four blacksmiths at Carron Works who forged and turned the working gear for the engine of the Charlotte Dundas and assisted to fix it in place on board the boat; he also did the same for the paddle wheel. The others involved were Johnnie Barbour, Saunders Ferrer and Peter Ogilvie. Laurie was the youngest of the four. They were responsible for the malleable iron work of the Charlotte Dundas.

A blacksmith and turner, McLaren was born at Larbert in circa 1777. His parents were Laurence McLaren and Margaret Miller. He began his employment with the Carron ironworks as thirteen year old apprentice blacksmith and worked with the Company for over seventy years.[4] 

A very religious man, he was an elder of the Reformed Presbyterian Church at Laurieston,  In 1841 he was living at Carron. The 1851 and 1861 censuses have him living in Nailor Row, Larbert. He married Catherine Forrester. Their children were Mary born 1809, Peter born at Laurieston 1812 and Elizabeth, born at Laurieston 1816. He died at Carron on 25 October 1861 aged 85 years from “old age.”

Known as "Auld Laurie", he had been well acquainted with William Symington and "used to speak of Mr. Symington as being a fine man, pleasant to speak to, and not the least backward to either tell or explain anything about his engines that might be asked of him." [10] In describing the Charlotte Dundas to his nephew, Laurie McLaren likened the structure to that of a "dredging machine" with two rudders, one on each section that formed the wheel pit. [11] 

McLaren would have been involved also in steamboat experiments prior to the Charlotte Dundas of 1803: quoting Laurie McLaren, his nephew wrote "she had only ae wheel in the centre, an' it was wrought wi' chains that ran on the teethed barrels or drums instead o' belts, that was a' driven wi the engine", observing also that "she made a guid deal o' noise." [12] 

[1] John Allan’s affidavit dated 19 October 1824

[2] Alexander Hart’s Affidavit dated 19 October 1824

[3] James Blaikie’s affidavit 27 October 1824 

[4] Falkirk Herald Saturday 25 February 1882 page 4 (check page)

[5] William Blaikie’s affidavit 29 October 1824

[6] 1841 Scotland Census William Jack aged 15

[7] William Jack, engineer and family historian; Obituary Falkirk Herald Saturday 5 December 1885 page 2

[8] Also note Falkirk Herald Thursday 10 April 1862 page 2

[9] Lawrence is the spelling recorded on his death certificate

[10] Falkirk Herald 14 November 1861

[11]  Falkirk Herald 24 February 1886

[12] Falkirk Herald 14 November 1861 page 3