Wooden paddle steamer Erin of Belfast, built Rathbone, Liverpool
1826, owned by the Belfast Steam Navigation Company for the St. George
Steam Packet Company. 164 x 44 ft, 3 masts, burthen 500 tons, engines
180 hp, built Fawcett, Liverpool.
Traded Belfast to London,
calling at Dublin and Plymouth. Left London on 10th February, calling
Plymouth, for Dublin; last seen on 20th February 1833 about 40 miles
off Lundy Island in distress in a gale. Foundered with all aboard (22
crew and about 26 passengers) lost. The St George company bought a
replacement (also called Erin and built Greenock 1826) in 1834.
Chester Chronicle - Friday 15 March 1833:
LOSS OF THE ERIN
STEAMER. There can, it appears, no longer remain any doubt of the
total loss of Erin streamer, which is supposed have foundered in the
late gale off Lundy Island, letters from Milford, dated the 5th inst,
state that a large trunk, marked "Captain Foote," has been picked up
in St. Bride's Bay, containing ladies silk dresses, music books, a
gold watch and seals, and prayer books, marked "Augusta Foote." At
West Angle, part of the wreck of a steamer, mahogany wainscoting with
gilt numbers, and a mahogany table, have been washed on shore. As
Captain Foote commanded the Erin, her melancholy fate is no longer
questionable [sic; a later letter from Captain Foote states that he was not
on board, though his trunk was; her advertised captain was William
Toole]. The Erin had, we learn, about twenty six passengers on board,
thirteen from Plymouth; and her crew consisted of twenty two
individuals; amongst the persons who embarked from Plymouth were Lieut
Rawlings (40th Regt.), brother of Mr. Rawlings, of His Majesty's
Victualling-office; Messrs. Smitwich, Cleverty, and Mennie, in the
cabin; Mrs. Dayney and four children, Jones, Hodsen, Sergeants
Whadburne, Tichburne, Child, and Kirk, in the steerage. The crew
consisted of 22, in all upwards of 50 individuals, the whole of whom
have doubtless met a watery grave. Her cargo consisted of 800 chests
of tea, and a valuable assortment of general merchandise. The loss is
therefore great; of course, that is nothing compared to the sacrifice
of life.
Details of the building of the Erin at Liverpool:
Belfast Commercial Chronicle - Monday 07 August 1826
The Erin Steam-ship. This beautiful vessel, the largest steamer ever
launched at this port [Liverpool], now lying in the Sloyne, will, in a few days be
completely fitted up. Her engines of 95-horse power each are already
fixed. She is intended exclusively for the linen-trade and for
passengers, between Belfast and London; and we shall next week furnish
an account of her admirable adaptation for that purpose.
[also described as launched in February 1826, from the building yard of the late Mr Rathbone]
Liverpool Mercury - Friday 18 August 1826:
STEAM NAVIGATION. THE ERIN STEAM-SHIP. The public prints have,
lately, been occupied with long and minute accounts of steam-boats
recently built and fitted up on the shores of the Clyde; and the
builders and the proprietors of the far-famed United Kingdom have had
their due share of commendation, for the skill exhibited in the
construction of that huge steamer, and the amplitude and elegance of
her equipments. Justly proud, however, as our Scottish neighbours may
be of having fulfilled a contract for the largest, and certainly one
of the finest steamships that navigate the British waters, we are by
no means prepared to concede to them, that their vessels excel those
of the Mersey in neatness of model, in fidelity of workmanship, or in
general adaptation to the purposes for which they are intended.
Judging from the regularity and speed of the passages daily
accomplished by the Liverpool steam-ships, we are inclined to decide
that on the average, they are speedier than those of the Clyde: but to
be fastidious on this point would evince ignorance of the fact, that
the builders are generally tied down to a peculiar construction - to
a prescribed draft of water, and a certain capacity for stowage - (the
engines, too, being of a certain power) and that consequently the
unshackled ingenuity of the respective draftsmen has seldom been
fully exerted in experiments to arrive at that model which should
exhibit the maximum celerity of vessels propelled by steam.
Improvements may therefore yet be made in this respect, and, as a
point in advance, it is gratifying to observe, that contrary to
general expectation in the earlier stages of steam navigation, vessels
have recently been built to carry large quantities of goods as well as
to accommodate travellers, without (such is the adaptation of the
propelling power, combined with the skill of the ship-builder) much or
any diminution in the rate of sailing, when compared with those
lighter vessels constructed exclusively for the the speedy conveyance
of passengers. Many instances of this new triumph of steam
navigation might be adduced, but it will be sufficient to select one
vessel recently launched and fitted up at this port, to prove, that a
steamer may combine a large capacity for stowage with great speed on
the water, and the most sumptuous accommodation for passengers.
The Erin, a vessel of elegant model, and the largest steamer ever
built at this port, was launched from the building yard of the late
Mr. Rathbone, in February last, from which time up to the period of
her departure, a few days ago, a great number of workmen were
employed on board in fixing the engines and completing the cabins. The
whole vessel was converted into one huge floating workshop, and the
visitor was stunned by the din of the joiner's mallet, the anvil, and
the busy hammers of the blacksmiths "closing rivets up." Captain
M'Kibbon, a skillful seaman, who is also part owner, superintended
the building and fitting up of the vessel from the beginning. When her
equipments were completed, she was brought to anchor off George's
Pier, and on Monday se'nnight a great number of gentlemen embarked,
with the owners, on a trial excursion on the river, when they were not
less delighted by the superiority and elegance of the vessel and her
great speed, than gratified by the munificent hospitality with which
they were received.
The Erin admeasures about 480 tons, and has a fore and after hold,
capable of stowing upwards of 300 tons of goods, the centre being, of
course, occupied by the engines. She is built on the most approved
principles, her floorings are of solid timber, and her sides
diagonally fastened, and is otherwise strengthened in a superior
manner; her timbers are entirely of English oak; and some idea of her
strength may be conceived from the fact, that a beam athwart ships,
forming the extreme breadth, of the same durable timber, is 45 feet
in length, and 18 inches (square) in thickness. The whole vessel is
of proportionate strength, and as a specimen of naval architecture is
highly creditable to the builders. The Erin has a poop, or raised deck
abaft, which admits of the elevation of the cabins under it, and from
this eminence the stranger is struck by the fine extent of deck which
presents itself; the whole length being 164 feet, and the extreme
breadth upwards of 44 feet, an expanse equal, indeed, including the
flange of the paddle-wheel apparatus, to the deck of a sail ship which
would measure upwards of 1200 tons. The higher deck or poop is neatly
fitted with seats for the passengers, one of which encircles the large
top light of the cabin. The brass railing along the front of this
deck is unusually massy; and the binnacle and steering wheel are of
the newest and most costly construction. Above the rudder case we
observed a hand pump, which, we understand, communicates with a
cistern in the run of the ship, of sufficient dimensions to contain an
ample suply of pure water for a long voyage. Another concealed
cistern, on the top of the entrance to the cabin, affords the rooms
below a constant supply by pipes for washing or other purposes.
On each side the main deck, in a line with the paddle boxes, is a
deck cabin, or half-price cabin for steerage passengers, most
comfortably fitted with beds; also cabins for the mates and engineer,
store-rooms, room for cooking with costly steam apparatus, water
closet, and births for nine horses.
On descending to the engine-room, the spectator is astonished at the
stupendous size and clockwork fineness of the gigantic machine before
him: and when it is in motion, he cannot approach it without awe,
mingled with no small degree of pride, to witness the triumph of man in
thus, as it were, imparting life and boundless power to inanimate
nature. The engines (there are always two in such vessels, supplied
with steam from a common boiler), are of 180 horses' power, and are
made by our celebrated townsmen, Messrs. Fawcett and Co. The castings
are beautiful, and modelled with much taste, the supporters are Ionic
pillars fluted bearing a corresponding entablature and cornice, thus
combining the chastest ornament with the indispensable fastenings of
the machine. We have no pretensions to much skill in such matters; but,
on an examination of the finely proportioned component parts of these
engines, the precision with which they are finished and fitted, the
fineness of the joints in every way combatting the friction, and the
compactness of the whole, we may venture to place our ingenious
townsmen in the first rank among the mechanists of the age in the
construction of marine engines. The boilers are of enormous
dimensions, and such thickness as to dispel all apprehension of
accidents. The rivets, we observed, are extremely neat, and are made
all alike by a peculiar tool, which leaves upon them no mark of the
hammer. The paddle wheels driven by these engines are twenty-one feet
in diameter, the largest yet made at this port, and well calculated to
reduce the disadvantage so observable in small wheels by the paddles
lifting the water behind as they turn.
We now proceed to the cabins, which, though extremely commodious and
handsomely furnished, will not require a long description, inasmuch as
they are in that chaste taste which Shakespeare recommends with
respect to wearing apparel - that is, "costly, not gaudy." The
entrance, which is only a few feet down from the main deck, is
panelled with the finest mahogany, polished in the French manner. The
main or dining cabin is a room 30 feet by 15. Sofas run the full
length on each side, and opposite these are four square tables
contrived so as to form two long tables when occasion requires. The
walls are handsomely papered and adorned with some good paintings in
rich frames. Two small rooms are taken off abaft, (one of them the
captain's cabin, the other a sleeping room) by an upright partition.
These rooms communicate by two mahogany sliding doors glazed with
frosted or stained glass, through which, when they are closed, the
light from the stern windows is poured in with a pleasing and mellow
effect as if from a shrubbery. These doors may be opened when more
light or a view astern is desired. This contrivance renders the stern
side of the cabin (which would otherwise hang out) upright, as well as
the other sides, and gives the whole the appearance of a drawing room.
The roof is French white, with a delicate streak of gilding round the
cornices. Between these two doors, directly against the rudder case,
is the fire-place, the chimney-piece of which is of white marble,
supported by two pillars of the same in material. Facing this, and in
the middle of the opposite side, is a handsome sideboard, with a
bookcase below, containing a number of the most select works. Over this
is a mirror the full length of the sideboard, facing another large
mirror over the chimney piece. The cabin is mainly lighted from a
circular window in the roof, from the centre of which is suspended a
lamp of four branches, of the most elegant embossed brass-work,
gilded. Some idea of the richness of this article may formed from the
fact that it cost no less than twenty guineas. Two lamps, of half that
value each, are suspended in the other cabins.
A mahogany door, corresponding with the door to the main cabin, leads
from latter to the gentlemen's sleeping room, for there are no beds (a
desirable riddance) in the main cabin. This room is fifteen feet by
fourteen, and has a light from the roof, as well as a side window
looking upon the main deck. The sleeping tackle (as Jack would say) is
excellent - good morine[sic, ?] hangings, feather beds and mattresses, and
fine linen in every birth. It is calculated to accommodate eighteen
passengers. The floor, as in the other cabins, is covered with a fine
Brussels carpet, and fitted with mahogany chairs, sofa, &c.
The ladies' sleeping room enters from the passage to the main cabin,
is nearly as large as the other and is fitted up in an equally
comfortable manner. The basic stands are supplied by pipes from a
cistern on deck; a water-closet adjoins the ladies' apartment; and
nothing seems wanting to ensure the convenience of the passengers.
The Erin is intended to convey goods and passengers between Belfast
and London, calling at Plymouth, and other intermediate ports in the
South of England, and there is no doubt will be a great accommodation
to traders, as well as to voyagers. She is owned by several spirited
mercantile gentlemen of the former place under the firm of the
"Belfast Steam Navigation Company." The engines during her excursion
on the river were found to work with great power and regularity, and
the vessel occasionally made good twelve knots an hour. The Erin
cost, we understand, upwards of £20000.
In selecting the Erin as an example of the excellence of the
steam-traders built and equipped at Liverpool, we by no means give her
a preference over others of the port, whether they be calculated to
convey goods and passengers or the latter only. All of them, and
particularly those lately built, are worthy of admiration, as well for
their regularity of despatch, as for the elegance of their
accommodations. In the latter respect different tastes have been
displayed, and in some a greater profusion of ornament is observable
than in others; but in all, the apartments for passengers are more
costly, and more splendidly fitted up than, with perhaps few
exceptions, the state rooms in the mansions of our nobility, and were
it not that low ceilings are indispensable in vessels, would far
outstrip them in magnificence. The pleasures of a trip in one of them,
with an intelligent company on board, can only be estimated by those
who have experienced it. They are literally floating palaces,
propelled with the regularity and nearly double the velocity of a
mail-coach. Their introduction has formed a new era in the history of
navigation, and they have, as it were, approximated or drawn nearer to
each other, the several great towns of the empire and through them
have given propulsion to commerce and a facility of intercourse
between classes of the community before remote from each other, - the
increasing blessings of which it will be for the future historian to
record.