Early Dee Estuary Steam Vessels - services and ship-building

The Dee (between Wirral and North Wales) is tidal up to beyond Chester, where, historically, the first bridge was located.

Ferries with sails and/or oars had plied in the Dee for centuries. The Dee has tidal currents of up to 2 knots, and can be quite rough at high water in a N or NW gale. At low tide, it is littered with sandbanks, and channels shift frequently.

Early steam vessels were wooden with paddle engines. Because of the extra cost and reduced space, they were initially used for passenger transport - where time and reliability of arrival were paramount.

It was soon discovered that steam vessels could provide a very useful service by towing sailing vessels in and out of port. Until the 1830s, dedicated tugs were not used - so ferry boats were multi-tasked: ferrying passengers, towing and occasionally visiting nearby coastal destinations.

It was only in 1848 that the Railway from Chester to Holyhead, passing Bagillt and Mostyn, was built - after which passenger services by sea were less attractive.

Sources include Newspapers, Directories, Shipping registers [not all vessels were registered - since not "sea-going" - also only then compulsory from 1854], Ship Builders Site, West Coast Steamers (1966), also my reports on Dee Estuary shipwrecks and Dee Estuary navigation. Newspaper reports use older spellings of placenames (especially Welsh ones) and are often retained. These pages contain information on steam vessels plying in the Dee estuary and on steam vessels built in the Dee estuary. See here for sailing vessels.

Dee built steam vessels
Dee built sailing vessels
Mersey built sailing vessels
Mersey built steam ships

Index of vessels. (Comprehensive only up to 1850)

Countess of Bridgewater, b 1816, Clyde; Chester visit 1816
Ancient Briton, b 1817?; Chester, Parkgate - Bagillt, 1817.
Duke of Wellington, b 1816, Runcorn; Towing, 1817.
Cambria, b 1821, Liverpool; Liverpool, Hoylake - Bagillt, 1821-24.
Albion, b 1822, Liverpool; Liverpool, Hoylake - Bagillt, 1822-24.
Lady Stanley, b 1821, Liverpool; Liverpool - Bagillt, 1822.
Mountaineer, b 1821 Greenock; 1 trial trip Dawpool - Dublin, 1823.
Abbey, b 1822, Liverpool; advertised Liverpool - Bagillt 1825.
St David, b 1824, Mulvey, Chester; Chester - Fflint, Bagillt, Liverpool, 1825.
Cymro, b 1826?, Chester; towing 1846-
Duke of Lancaster, b 1822, Liverpool, Liverpool - Bagillt 1825.
Satellite, b 1825, Liverpool; Liverpool - Bagillt 1826-30
Gulliver, b 1826, Greenock; Liverpool - Rhyl, Abergele, 1829
Hercules, b 1825? ; Liverpool - Mostyn, 1829
Vale of Clwyd, b 1829, Glasgow; Liverpool - Bagillt, Mostyn, Rhyl, 1830-34
St Wenefrede, b 1830, Dumbarton; Liverpool - Bagillt, Mostyn, Rhyl, 1830-32
Dairy Maid, b 1827, Mulvey, Chester; Chester - Bagillt, Liverpool, 1827-49.
Dee navigation report 1837
Skimmer, b 1839, Queensferry, Chester; Chester - Queensferry - Fflint - Liverpool, 1839-42, sail 1847, wrecked 1853 (as a hulk at Benin)
Hero, b 1826, Mersey; sank 1835; Liverpool - Mostyn, 1833-5.
Black Diamond, b 1835?; Liverpool - Mostyn, 1835-42, sail 1845, wrecked 1852.
Kilmun, b 1834, Glasgow; Liverpool - Talacre, 1840-1.[iron]
Taliesin, b 1842, Eyton, Mostyn; Liverpool - Mostyn, Rhyl, 1842-9.
Vesta, b 1835, London; Liverpool - Mostyn, 1847-55.
Unity, b 1840?, Fflint; Chester excursions 1841-4. Destroyed by fire 1857.
Lapwing, b 1842, Rigby, Hawarden; Chester-Mostyn, 1842-4
Liverpool Screw, b 1842, Liverpool [iron, screw]; 1 trial trip Chester - Fflint.
Promise, b 1851, Tyne; excursion from Chester 1852. [iron]
Earl Spencer, b 1833, Ryde; Towing 1849-; wrecked 1858
Test, b 1852, Tyne; Towing 1852-
Conqueror, b 1849, Tyne; Towing 1851
Cobre, b 1849, Swansea; Towing 1851-3, then rebuilt [iron]
Fanny, b 1846, Clyde; Liverpool - Mostyn 1858-66 [iron]
Satellite, b 1841, Thames; Mostyn 1855-9 [iron]
Invincible, b 1852, Warrington; Excursions 1860 [iron]
Pride of the Dee, b ?; Excursions 1861
Prince of Wales, b 1858, Clyde; Liverpool - Mostyn 1862-9 [iron]
St Winifred, b 1870, Garston; Holywell excursions 1870-3 [iron]
Swiftsure, b 1861, Chester; Mostyn service 1871- [iron]
Fire King, b 1856, Tyne; Towing 1878-82 [iron]
Aston, b 1867, Newcastle; cargo 1867-1893 [iron, screw]
John Taylor, b 1866, Hartlepool; cargo 1866- wreck(1886) [iron, screw]
Derby, b 1875, Tyne; Towing 1880-94 [iron]
Albert, b 1879, Fal; Towing 1881- [screw]
Taliesin, b 1883, Cardiff; Towing 1883-1900.[iron, screw]
Census 1891, steamers associated with Dee, Mersey trade.
Manxman, b 1891, Tees; Towing 1894- [iron, screw]
Temple, b 1874, Trefriw; cargo 1894-1930 [screw]
Steam river boats, b 1876- ; upper Dee steam launches, 1882- [some screw]



List of potential gun-boats 1845, Chester and neighbouring ports.
Chester (and other nearby ports) registered steam vessels 1851.
List of passenger-certified steam vessels 1850-3, Chester and neighbouring ports.

Shipbuilding at Chester and in the Dee. My main source is Chester newspapers; some additional sources are Ship Builders Site; Dee shipyards; Dee ship-building; Cheshire Shipyards [1 902953-02-0]; Ships of the Chester River [9781844921162], 1891 Census for Dee shipping. I also include a selection of information about sailing vessels built at Chester and the Dee from 1816 on, with information from Lloyd's Register, and the above sources.

See companion list sailing vessels built on the Dee.

Steam vessels (wooden paddle steamers unless otherwise noted) built at Chester and the Dee estuary (index):


Situation in 1822.
Lord Melville, b 1822, for London-Calais service.
Sir Joseph Yorke, b 1822, for London-Southend service.
Builder Mulvey, 1817-45
St David, b 1824, Mulvey; for Dee use
Herald, b 1827, Mulvey; Cork service
Dairy Maid, b 1827, Mulvey, Dee service
Zephyr, b 1832, Mulvey; Cork Service
George, b 1834, Mulvey; Mersey ferry
Clive, b 1838, Mulvey; steam tug
Victoria?, b 1838, Mulvey; unknown
Builder Wilson, 1821-27
Lee, b 1825, Wilson; Cork service
Ormrod, b 1825, Wilson; North Wales service.
Kingstown, b 1826, Wilson; Dublin service.
Maria, b 1826, Wilson; Mersey ferry.
Cymro, b 1826?, Chester; towing.
Black Diamond, b 1835?, probably by Eyton; 1844, engines removed.
Hawarden Castle, b 1835, Boydell; chain ferry
Skimmer, b 1839, Boydell; Dee tug, excursions
Conway Castle, b 1836, Conway & Dee; Conwy - Liverpool service.
Unity, b 1840, Parry, Fflint; Chester excursions 1841-4.
Taliesin, b 1842, Mostyn; Dee tug, excursions
Lapwing, b 1842, Rigby, Sandycroft; Finch's propellor tested.
Prince of Wales, rebuilt 1843, Rigby, Sandycroft; Rock Ferry service
Star, b 1845, Rigby, Sandycroft; Rock Ferry service (iron)
Engines, by Rigby & Co, Hawarden
Birkenhead, b 1846, Sandycroft; Tranmere ferry, iron
Forth, b 1846, Sandycroft; iron
Mountaineer, rebuilt 1847, Chester.
Builder George Cram 1851-7 (including 3 sailing vessels)
Amelia, b 1853, Cram, Chester; iron screw, wrecked 1857
Cobre, b 1849, lengthened Cram, 1853; [iron]
Archibald, b 1853, Prestatyn;
Golden Queen, b 1853, Cram, Chester; iron screw.
Miño, b 1853, Cram, Chester; iron screw for Barcelona, wrecked 1856
Sardegna, b 1853, Cram, Chester; iron screw for Sardinia
Chester, b 1854, Cram, Chester; iron screw collier
Helena, b 1854, Cram, Chester; iron screw.
Derwent, b 1854, Cram, Chester; iron screw collier, wrecked 1865
Italia, b 1854, Cram, Chester; iron screw, Mediterranean trade
Deva, b 1857 Cram, Chester; iron screw
Royal Charter, b 1855, Sandycroft; wrecked 1859 [iron, screw]
Builder Nathaniel Cox, Chester from 1857 (all sailing vessels)
Eastham Fairy, b 1861, Cox, Chester; Eastham Ferry [iron]
Swiftsure, b 1861, Cox, Chester; Eastham Ferry [iron], then Mostyn service
Hawarden Castle, b 1881, Ferguson & Baird, Connah's Quay; salvage steamer.
Miramar b 1882, Roberts, Chester; for Menai service [screw]
Jenny b 1888, Roberts, Chester; for Mersey service [screw]
Ormonde b 1890, Roberts, Chester; for river Dee service [twin screw]
Bend Or b 1891, Roberts, Chester; for river Dee service [twin screw]
Firefly, b 1900, Roberts, Chester; steam yacht
Steel screw steamers, built Queensferry, 1889-1890.
Edfou, built Queensferry, 1890, for the Nile.
May Queen, b 1894, Queensferry; service Lough Neagh [steel, screw]


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Dee Estuary steam vessels to 1850. Details:

Ancient Briton, on Chester - Bagillt and Parkgate - Bagillt service 1817. Later used as a Runcorn steamer, renamed Union.

Wooden Paddle steamer Duke of Wellington, based Runcorn, is reported to have undertaken towing service in the Dee Estuary, as early as 1817. More details of this vessel.

[from Chester Chronicle - Friday 09 May 1817]:
Saturday, the Duke of Wellington Steam Packet, towed the Elizabeth, Morris Ellis, master, from Connah's Quay to Bagillt, in this port [Dee estuary], a distance of eight miles, against a gale of wind and strong tide, in less than two hours.

Wooden paddle steamer Cambria, built Mottershead & Hayes, Liverpool, 1821, 86nrt, 91 x 17.5 x 8.5 ft, 50 hp engines by Fawcett & Co. Initial service Liverpool to Hoylake and Bagillt (near Holywell). By 1826 moved to London and East Anglia area, registered London. She was sold abroad, to Demeraray & Essequibo Steam Boat Association, in 1827 - with her Demeraray registry closed 1832, by which time she had been broken up.
Some more detail.
In 1845, Cambria listed as registered Bristol, built Liverpool 1822, 43 tons, 16hp, 71 x 15.8 x 5.0 ft, unfit for service as a gun-boat. This seems to have been a different vessel - used since 1822 at Bristol, initially, in May 1822, for the Newport-Bristol packet service.

A sketch by F.C. Thornley (from an old print) of Cambria:

[from Chester Courant - Tuesday 08 May 1821]:
DAILY COMMUNICATION BETWEEN North Wales & Liverpool. THE CAMBRIA STEAM PACKET, Captain, JOSEPH WILLIAMS, will be launched at Liverpool, Thursday the 17th May instant. This vessel, upwards of 90 feet in length, and propelled by two powerful Engines of the most approved construction, will commence a few days after the above date, plying daily between Bagillt, on the river Dee, and Liverpool. Her cabins will be fitted with every comfort and convenience ; she will have accommodation for horses and carriages; and will afford the best conveyance yet for market staff and merchandise between the above places. The Cambria will call at Hoylake in passing and land passengers. Her departure from Bagillt is intended to be at such hour in the morning as will enable her to return from Liverpool early in the afternoon of the day.

[from Carmarthen Journal - Friday 01 June 1821]:
The communication between North Wales and Liverpool will be much facilitated by an elegant steam packet, which was launched on Thursday from the Salthouse Dock. It is intended to ply daily between Liverpool and Bagillt, thereby forming a regular intercourse with some of the principal towns of North Wales.

[from Liverpool Mercury - Friday 08 June 1821]:
DAILY COMMUNICATION BETWEEN NORTH WALES AND LIVERPOOL. THE CAMBRIA STEAM PACKET. Captain JOSEPH WILLIAMS, will leave Bagillt, on the river Dee, every morning, and return from Liverpool every afternoon, except on Saturdays and Sundays, calling at Hoylake to receive aid land passengers. On Saturday she will leave Bagillt at an early hour, for the convenience of persons attending the Liverpool market: and return to Bagillt on Sunday morning. ... Passengers are requested to be on board a quarter of an hour before the tine of sailing, as the vessel is intended to start precisely at the time appointed from George's Dock Pier-head. All other information may be ascertained at the Packet-office, Mr. Grebows, No. 20, Nova Scotia, Liverpool; at the Ship Inn, Bagillt; or at the White Horse and Bell Inns, Holywell. The Steward will supply refreshments on board. Bagillt is distant two miles from Flint, and two from Holywell;...

[from Dublin Evening Post - Tuesday 06 July 1824]:
STEAM VESSELS BY AUCTION. TO be SOLD by AUCTION, on THURSDAY, the 15th July next, at Twelve o'Clock, if not previously disposed by Private Contract, at the Packet Office, No. 19, Nova Scotia, Liverpool, the following well known Steam Packets:
The ALBION, launched in May, 1822, admeasures 159 tons, is copper sheathed, draws seven feet water, is furnished with births in all her Cabins, and propelled by two Engines of sixty horse power, made by Messrs. Fawcett and Littledale.
The CAMBRIA, launched May, 1821, admeasures 131 tons, draws 5.5 feet water, and is propelled by two Engines of fifty horse power, by made Messrs. Fawcett and Co.
Both Vessels are fitted with every accommodation for Passengers, are well found, and in every respect complete for any service on which they may be required. The ALBION now sails from LIVERPOOL for DOUGLAS (Isle-of-Man) every Sunday, Tuesday, and Thursday morning, at Eight clock, returning from thence the following days. The CAMBRIA sails daily, as usual, to and from Bagillt, in Wales, on which stations they will continue plying regularly till disposed of. All applications must be addressed the Committee of Management, Packet-Office, Nova Scotia, Liverpool.

[from Chester Courant - Tuesday 07 September 1824]:
Daily Conveyance between Liverpool and all parts of North Wales. The well-known and favourite Steam Packet CAMBRIA, Sails from George's Dock Pier Head, Liverpool, FOR BAGILLT, NEAR HOLYWELL, BY WAY OF HOYLAKE, at Eight o'clock every Morning, and returns in the Afternoon. ...

[from Liverpool Mercury - Friday 29 October 1824]:
LIVERPOOL and NORTH WALES STEAM-PACKETS. THE Public are respectfully informed, that the CAMBRIA, Steam-packet, will cease plying to Bagillt after Friday next, the 5th of November, for the winter season. This well-known vessel and, the ALBION, are both on sale. They are in complete order for towing, and for any other service or station on which they, may be required. - Application to be made at the Packet-house, Mr. Grebow's, No. 20, Nova Scotia.

[from Lloyd's List - Friday 15 September 1826]:
Dartmouth. 11th, Sailed for. Cambria (steamer) Nixon, Demeraray.

Wooden paddle steamer Albion, built Mottershead & Hayes, Liverpool, 1822, 102 nrt, 103.6 x 18.1 x 9.5 ft, 60 hp engines. by Fawcett & Littledale. Owned Liverpool - service to North Wales, including Bagillt and Point of Ayr. Offered for sale June 1824, last service to Bagillt, November 1824. Sold to Yarmouth & Norwich SP Co., 1826 and then sold to Poland, - named Książę Xawery [or Xiaze Ksawery, Prince Xavier]. First steam vessel at Gdansk and on the Vistula. Initially, in 1827, chartered with English master, later owned Konstanty Wolicki. Possibly later known as Prince Lubeck. Some more details.

[from Liverpool Mercury - Friday 08 March 1822]:
The ALBION, commanded by Captain Emerson, will be launched very shortly, when she is intended to commence plying, with the Cambria, along the whole North Welsh Coast, as far as Beaumaris, Bangor, and Carnarvon, leaving Passengers and Goods at all intermediate landing places on the way. Every other information may be had at the Packet-offices, Mr. Grebow's, 20, Nova Scotia, and the Saracen's Head Inn, at Dale-street, Liverpool, at the Inns in Holywell; and the Ship Inn, Bagillt. Ax March 1, 1822.

[from Liverpool Mercury - Friday 24 May 1822]:
NEW AND EXPEDITIOUS CONVEYANCE TO ALL PARTS OF NORTH WALES and to IRELAND by way of HOLYHEAD.
The ALBION, STEAM PACKET, commanded by John Emerson, R.N. was launched on Monday last, and will, make her first trip to BEAUMARIS and BANGOR at the beginning of next week. Her regular days of sailing, for these Places will be Monday, Wednesday, and Friday, at noon, after her arrival from Bagillt, from whence she will sail before seven the same mornings. She will leave Passengers at Hoylakie, Point of Air, and other intermediate parts of the Welsh Coast, on her direct course. On the alternate mornings of Tuesday, Thursday, and Saturday, she wll return from Bangor Ferry, precisely at seven, by the same route, and in the afternoons of these days will proceed to Bagillt. roceed to Bagilt.
The CAMBRIA (belonging to the same proprietors) comanded by Robert Shalmerdine Gibson RN. will resume her passages to and from Bagillt in a few days, after being repainted, and having some improvements made in her accommodations. This weil-known vessel will, in conjunction with the Albion, afford two daily conveyances, instead of one, as heretofore, between Liverpool and Bagillt.

[excerpt from Chester Courant - Tuesday 11 June 1822]:
DAILY COMMUNICATION BETWEEN Liverpool and all parts of North Wales. THE ALBION AND CAMBRIA STEAM PACKETS, commanded by experienced Officers of his Majesty's service, sail alternately to and from near Holywell, making two conveyances every day, instead of one as heretofore. ...
The ALBION will sail from Liverpool, for Beaumaris and Bangor, every Monday, Wednesday, and Friday morning, at eleven o'clock after her arrival from Bagillt, calling off Hoylake, Point fo Air, and the Ormesheads to receive and land passengers.... She will start from Bangor Ferry, on her return to Liverpool by the same route, and .. at 4 o'clock each afternoon, she will proceed to Bagillt.

[from Manchester Guardian - Saturday 15 June 1822]:
DAILY COMMUNICATION BETWEEN LIVERPOOL AND ALL PARTS OF WALES. FOR BEAUMARIS AND BANGOR. The new and fast-sailing Steam-Packet ALBION, John Emerson R. N. Commander, SAILS from Liverpool at eleven o'clock every Monday, Wednesday, and Friday, calling at Hoylake, Point of Air, and the Ormesheads, to receive or land Passengers. On the alternate mornings of Tuesday, Thursday, and Saturday, this fine vessel leaves Bangor Ferry at seven o'clock, to return by the same route. On Sunday next, for the convenience of Parties, who wish to return the same afternoon, the ALBION will sail at seven o'clock, from George's Dock Pierhead, for Beaumaris and Bangor, direct, where she will remain one hour at the new-suspended Chainbridge, and will then return, so as to be in Liverpool early in the evening.

[from Liverpool Mercury - Friday 18 June 1824]:
Steam Vessels. - We perceive, by the advertisement in our fourth page, that the Albion, now plying between this port [Liverpool] and the Isle of Man, and the Cambria, which sails daily to Bagillt, are to be sold by auction, on the 15th of July.

[from Liverpool Mercury - Friday 29 October 1824]:
LIVERPOOL AND NORTH WALES STEAM-PACKETS. THE Public are respectfully informed, that the CAMBRIA, Steam-packet, will cease plying to Bagillt after Friday next, the 5th of November, for the winter season. This well-known vessel and the ALBION, are both on sale. They are in complete order for towing, and for any other service or station on which they, may be required.

[from Norwich Mercury - Saturday 25 February 1826]:
[Sale]: That superior STEAM-BOAT, Albion, of 160 tons, drawing about 6 feet water, with her two very capital engines of sixty-horse power, by Faucit[sic] and Co. of Liverpool, boilers, machinery, &c. fit for sea, as she now lies in the Yare. This superior Vessel is coppered and copper-fastened, and will be found (on inspection) to be built in a most superior manner, and that no expense has been spared in her construction. She is either calculated for the Coasting or Continental Trade.

Wooden paddle steamer Lady Stanley, built 1821, Eastham Ferry, provided Liverpool - Bagillt service in 1822, when Cambria was being repaired.

[from Liverpool Mercury - Friday 23 August 1822]:
NORTH WALES STEAM PACKETS. CAMBRIA. THE PROPRIETORS of the CAMBRIA beg leave to announce to the public that they have engaged the LADY STANLEY Steam Packet to supply her place, until the Boilers of the Cambria are completely repaired. The LADY STANLEY sails for BAGILLT, THIS DAY, at Ten o'clock in the Morning, to return at Three o'clock in the Afternoon.

Wooden paddle steamer Abbey, advertised in early 1825 as being got ready to run on the Liverpool-Bagillt service - but no evidence that she actually ran. She was described as lying at Chester in February 1826. Details of Abbey, which was described as in use as a steam-tug at that date.

[from Liverpool Mercury - Friday 14 January 1825]:
NEW STEAM-BOAT FOR BAGILLT. The Public are respectfully informed, that the Proprietors of the well-known and substantial and elegant Steam-packet, ABBEY, have determined to run her between BAGILLT and LIVERPOOL all the year round: and, in order to make her every way worthy of the public support, they are now giving the machinery and the vessel the most complete repair. Due notice will be given of the sailing of this Boat; and further particulars may be known by applying to G. DANEY, Dry Dock.

Duke of Lancaster, built Mottershead & Hayes, Liverpool, 1822, Liverpool - Bagillt service (advertised Feb-July 1825).

Wooden paddle steamer Satellite, built J. Rathbone, Liverpool, 1825, 90grt, 57nrt, 74.8 x 16 ft, 28hp engines by Fawcett & Preston. Owned North Wales Steam Packet Co. Service Liverpool - Bagillt and Mostyn from 1826-30; Liverpool - Rhyl, Bangor, Caernarfon also. For sale 1831. Reported as used as a coal hulk.
However, in LR 1860, is Schooner Satellite, 58 tons, built Rathbone, Liverpool, 1826, owned Carvill, Newry, ON 27633, 82 tons, to 1873, registered Newry from 1859. For sale at Liverpool 1871 and 1877. So the steamer seems to have been converted to sail.

Listed in 1845 as a potential gun-boat, registered Liverpool, 55nrt, noted as having left port of Liverpool.
Listed as registered at Liverpool in 1851, owned North Wales S P Co., 57 nrt, first registered at Liverpool in December 1831.
Listed as registered at Liverpool in 1854, owned North Wales S P Co., 57 nrt, built 1825 Liverpool.

[from Gore's Liverpool General Advertiser - Thursday 23 March 1826]:
ST. GEORGE (WAR-OFFICE) STEAM PACKET COMPANY. .. The Steam-packet SATELLITE, will commence sailing between Liverpool, and Bagillt, during the ensuing week. JOHN WATSON, Jun. Agent, 19, Water-street.

[from Liverpool Mercury - Friday 02 June 1826]:
ST. GEORGE (WAR-OFFICE) STEAM PACKET COMPANY. ..
BEAUMARIS and BANGOR. The SATELLITE will sail from George's Dock Pier-head on Sunday Morning next, at Six o'clock, and for the convenience of those parties who may be desirous of returning the same day, she will leave Bangor Ferry for Liverpool at Two o'clock in the Afternoon.
HOYLAKE, BAGILLT, FLINT AND HOLYWELL. The SATELLITE, every day except Sunday. The departure of this vessel being now regulated by the tides, Passengers may depend upon the passage being made with regularity and despatch. Apply to JOHN WATSON, Jun.

[from North Wales Chronicle - Thursday 01 April 1830]:
For Beaumaris, Menai Bridge, and Bangor. The Public are respectfully informed, that the Steam Packet SATELLITE will commence sailing from Liverpool to the above places on SATURDAY, the 3d day of APRIL inst. at 8 o'clock, in the morning precisely, from Georges Dock Pier Head, and will continue to ply regularly throughout the month, viz. From LIVERPOOL, every Tuesday, Thursday, and Saturday, at eight o'clock in the morning: BEAUMARIS, every Monday, Wednesday, and Friday, at the same time; Until the 1st of May, when the Steam Packets PRINCE LLEWELYN and ORMROD will enter upon the above Stations, and sail alternately from each place. ...

[from Liverpool Mercantile Gazette and Myers's Weekly Advertiser - Monday 03 January 1831]:
On SALE. by Private Contract, The Steam Packet SATELLITE, Of about 100 tons, carpenter's measure; built in the year 1825 by Mr. James Rathbone, and fitted with a single engine of twenty-eight horses power, by Messrs. Fawcett & Preston. For further particulars, apply at the office for H. M. War Office Steam Packets. 21, Water-street. JOHN WATSON, Agent.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Thursday 09 March 1871]:
FOR PRIVATE SALE, The Substantial Schooner SATELLITE, 81 tons register. Length, 74 feet 4 inches; breadth 17 feet 2 inches; depth 6 feet 6 inches. Built by Rathbone, at Liverpool. In 1859, 1862, and 1866, she had very heavy repairs, and is now in good oondition. In 1862 she was classed in English Lloyds S. S. 7 years, A1 in red. Carries 150 tons dead weight, fitted with wire rigging and well supplied with good sails. If not sold immediately, will be despatched on another voyage. For further particulars, apply to Messrs. Francis Carvill and Son, merchants, or to R. A. MUNN, MILLER, & Co., Ship Brokers and Valuers, 4, York Buildings, Dale-street, Liverpool.

[from Liverpool Mercury - Thursday 26 July 1877]:
The Mersey Docks and Harbour Board ... will proceed to sell, on the 27th inst, at 12 30 o'clock. the Schooner SATELLITE, 81 Tons Register. Now Lying in the Kings Dock; also two Anchors, and several pieces of Chain on deck; all at present under detention by the Board of Trade. This vessel is 81 ft long, 18 ft 6 in beam; and her depth of hold is 8 ft 6 inches. ...

Wooden paddle steamer St David, built Mulvey, Chester, 1824, 45nrt, 75 tons burthen, 72.3 x 14.9 ft, engines 20hp by Rigby, service within Dee: Chester to Fflint and Bagillt (1825), taking over from the Cambria which had been sold. For sale 1826, then Woodside (Mersey) ferry 1827-32.
[Note that other St. David steamers were launched: in 1824 - of 200 grt/100nrt by Humble & Hurry of Liverpool; and in 1822 by Mottershead & Hayes of Liverpool - of 58nrt for use in the Severn Estuary]

  [from Chester Courant - Tuesday 02 March 1824]:
Launch. The launch of the New Subscription Packet, took place yesterday at three quarters past eleven o'clock, in a very superior style, attended by thousands of spectators, a procession of decorated mail coaches, band of music, etc. She was named the St. David, by Griffith Rowland, Esq. who performed the usual ceremony with dignity worthy of the occasion and the name. Not the slightest accident occurred, and plenty of roast and boiled decorated the tables on board, with copious libations of cwrw da[Welsh for good beer]. This beautiful Steam Packet is of 75 tons burthen; her length aloft, 72 feet 4 inches; her breadth, 14 feet 10 inches, and is to be handsomely fitted up with three cabins. She is to ply between Chester, Flint, Bagillt, Rhyddland, &c. She does infinite credit to the builder, Mr. Mulvey, and notwithstanding there were at least 200 persons on board, when launched, she did not draw two feet of water. Her steam engine, of twenty horse power, on the most approved construction, is in great forwardness at the Hawarden Foundry; she is engaged to be fully completed for sailing early in April. We sincerely hope the St. David will prove the messenger and bearer of good will, and uninterrupted friendship to both sides of the Dee, and that the association of her name, with the city of Chester, will ever be the pledge of mutual attachment and profitable intercourse.

  [from Chester Chronicle - Friday 28 January 1825]:
St. David Steam Packet. Another attempt is making to get this never-to-be-sufficiently-talked-of vessel once more afloat. The machinery of the engine is undergoing a complete revision, and a new valve will be introduced. Really the proprietors deserve great praise for their perseverance; and highly gratified shall we be, to hear of a likelihood of their eventual remuneration.

[from Chester Chronicle - Friday 01 April 1825]:
The St. David Steam-Boat continues her trips regularly, and with great punctuality as to the time fixed. On Sunday next, we are told, the vessel will go round the point of Wirral to Liverpool and return the same evening to Bagillt.

  [from Chester Chronicle - Friday 08 April 1825]:
Fire in a Steam Packet. The St. David Steam Packet, plying between this City, and Flint and Bagillt, on the Welsh Coast, was nearly destroyed by fire on Thursday week. The circumstances connected with this occurrence are as follows: It appears that the Engineer, who was not remarkable for steadiness, was to quit his employ on the following day, and on leaving Chester in the morning, told the Captain he "would send the Vessel to H*ll before he left it, as he could do so any time in 10 minutes." He was remonstrated with on his conduct, but without effect, his replies being, that "He was master of the vessel, and he would let the Captain know it." The St. David arrived safe at Bagillt, and was left on a sand-bank, quite dry, and a considerable distance from any water. The Captain (Sarsfield, R. N.) went on shore for refreshment, and only the Engineer was left on board. In about a hour and a quarter there was an alarm that the Packet was on fire, and the fact was soon ascertained. The flames, however, did not issue from that part of the Vessel which probability would fix upon as the likeliest - namely the furnace; on the contrary, they broke out between the top of the boilers and the deck, and in a few minutes the deck and the after cabin were one mass of fire! Plenty of assistance was had from the shore - the masts were cut away, but the devastating element had made such progress, that the cabins and the deck, from midships to the stern were completely destroyed, the hull and the engine only remaining uninjured. On Friday, the St. David arrived here, bringing the Wellington in tow[sic], within a mile and a half of the City and the repairs will be immediately commenced and are expected to be completed in about 3 weeks. The origin of the fire remains at present a mystery. Strong suspicions, to say the least, attach to the engineer, who has not yet been apprehended.

[from Chester Courant - Tuesday 03 May 1825]:
THE ST. DAVID STEAM PACKET, D. SARSFIELD, R. N. LEAVES Bagillt and Chester, in the month of MAY, as follows, and calls at Flint Lead Works for Passengers, ten minutes after leaving Bagillt. ...

[from Chester Chronicle - Friday 24 June 1825]:
On Monday last, along with many others of my Fellow Citizens, I went down to the river to see the St. David take in tow the beautiful and majestic steam vessel, launched from the yard of Messrs. Wilson & Co. on Saturday last, and which the St. David did with ease and facility. [Lee, 305 tons register, launched 11 June 1825, for Liverpool - Cork service]

  [from Chester Courant - Tuesday 28 February 1826]:
The St. David Steam Packet. BE SOLD BY AUCTION, the St. DAVID STEAM-PACKET, now plying between Chester and Bagillt. The above Packet is nearly new, registers 45 tons, and is worked by very superior Steam Engine of thirty-one inch cylinder, made by Messrs. Rigby's & Co. with machinery complete. The Sale will take place on the 7th of March next, at Mr. Robert Robert's, the Red Lion, Chester, at six o'clock in the evening. Further particulars may be had on application to Mr. Moss, Chester.

[from Liverpool Mercury - Friday 15 September 1826]: At Bagillt, the Chester steam-packet was driven up upon the green marsh, and being left high and dry, a trench is being dug that she may be launched off.

  [from Chester Courant - Tuesday 17 July 1827]:
St David Steam Packet. This steamer, which lately sailed between this city and Bagillt, is now plying between Woodside and Liverpool.

Wooden paddle steamer Cymro, built Chester 1826?, 69grt, 36nrt, 74.9 x 14.9 x 7.9ft, engines 33 hp, ON 27009. In use as a tug in the Dee 1846. Service at Dundalk 1847-8. For sale 1848 at Liverpool. Registered at Chester 1848, when owned by Shrewsbury and Chester Railway [railway opened 1846, and had a siding to Saltney Quay]. In 1854 owned by Great Western Railway Co. [who took them over]. Used as a tug. Broken up 1880.
Earliest newspaper mention is 1844 [arriving Liverpool from Amlwch, master Jones - probably Amlwch built sloop of the same name], otherwise 1846 (see below). Date of build of 1826 comes from MNL listing of 1872 on. Sale in 1848 describes her as built Chester for private use [this sometimes means owned by her builder - so not registered]. The name Cymro - welshman in Welsh - suggests she was built in the Welsh part of the Dee. If she was built in 1826, her service would be of over 40 years - remarkably long for a wooden steamer.
Not listed as a potential gunboat in 1845 (unlike Dairymaid).
So there is some uncertainty about her date of build - there is no newspaper evidence of her existence before 1845/6. One possibility was that Maria (built 1826, Chester) was retained by her builder, Wilson, and eventually renamed Cymro.

[excerpt from Caernarvon & Denbigh Herald - Saturday 07 March 1846]:
On Tuesday morning the Spark, schooner, Miller, in ballast from Dublin to Bangor was caught in a south-wester off Puffin Island, missed stays, parted her anchor, which was instantly dropped, was driven on the rocks of the island, and commenced filling with water. ... On Friday, Mr Ellis, shipbuilder of Garth, proceeded there to see about getting the vessel off, the position of which was in some measure fortunately a sheltered one. The steam-tug Cymro was hired on Saturday; Mr Davies, of the Bridge, having in a most handsome manner placed at their disposal a number of casks, wherewith to float the vessel and maintain her buoyant. By dint of great and persevering exertions the vessel was got off and lashed to the steam-tug; and at two o'clock on Sunday morning they were abreast of Friars Roads and finally reaching the patent-slip at twelve o'clock on Sunday.

Reported as in use as a steam tug in the Dee in October 1846.

[from Shipping and Mercantile Gazette - Wednesday 24 March 1847]:
DUNDALK: Several attempts have been made to get the barque Prince George into the Soldier's Point. She has been platformed, and our new steam-tug Cymro has this day been down, endeavouring to tow her in: but in consequence of the platform not being finished, she could not be moved.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Tuesday 8 February 1848]:
DUNDALK. Feb. 2. The schooner Lord Nelson was, this morning's tide, towed off by the steam-tug Cymro, and is now up at Soldier's Point, where she will have to be examined before particulars as to damage can be known.

[from Gore's Liverpool General Advertiser - Thursday 01 June 1848]:
FOR SALE or CHARTER. The fine little Steamer CYMRO about 35 horses' power; built at Chester, for private use; well found in stores; and in first-rate working order; is well known as a first-rate river boat for ferry or tug purposes; lying in Brunswick Dock. APPLY TONGE, CURRY and Co. [earlier, May 1848, advertised, laid up at Birkenhead, 73 tons]

Public Inquiry into Improvement of the River Dee, [excerpt from Chester Chronicle - Friday 07 September 1849]:
John Jones. I am master of the Cymro steam-tug, and a licensed pilot, aged 43 years, and have known the river all my life; the navigation has generally been very bad; the long reach is very shoal; below Connah's Quay is very crooked and shifting,..

[from Cheshire Observer - Saturday 15 March 1856]:
Capsizing of a Vessel in the Dee. On Friday week a serious accident occurred in the river to a vessel called the Cheshire Lass, Gorham, master. She arrived by the morning tide with a general cargo of spirits, porter, guano, and fullers-earth, from London. She was in charge of a pilot named Bennett, of Connah's Quay. She had just been left by the steam-tug Cymro, when, as the pilot was bringing her alongside the Cheese-stage, at Chester, where she was to discharge, she ran on to the embankment. The tide being at this time on the ebb, all efforts to get her off proved unavailing; and, owing to the great depth of water at her stern, she gradually canted over on her beam-ends, and at midnight, on the tide receding, rolled over into deep water. Very little of her hull was to be seen at low water, and at high tide nothing but the tops of her masts was visible. A diver from Bangor was employed on Monday in passing chains under her with a view to raise her, and the operation took place on Tuesday afternoon, with complete success, in the presence of a large number of persons, under the direction of the diver. The diver, we understand, will receive £200 for his trouble and the expense incurred by him in hiring hands and vessels to assist.

[from Cheshire Observer - Saturday 18 August 1866]:
Navigation in the Dee. On the 10th instant the schooner "Sir Edward" got on shore at the Point of Ayr, at the mouth of the Chester river. On the 11th the ship was hove off, after throwing part of her cargo overboard, and came to anchor in the deep at 1 a.m., the 12th. The vessel in a dangerous state was moved to the Wild Roads, the pilots knowing at the time the vessel required assistance; no pilot appeared. The following day, the 13th, the said vessel was towed to Saltney by the tug Cymro, and had to be guided by the pilot on board of another ship that was in tow of the same tug. I hope the River Dee Committee will look into this gross piece of neglect on the part of the pilots, as, I believe, there are about thirty branch pilots, and many vessels of late have had to run the risk of coming up the Dee without them, when they have not been attending to their business.

Wooden paddle steamer Gulliver, built Robert Steele, Greenock, 1826, 74grt, 48nrt, 90.1 x 18.7 x 10.4 ft, engines 80 hp by Caird & Co, Greenock, ON 17181. Initial service (towing and passenger transport) on Clyde. For 3 months in 1829, provided service from Liverpool to Rhyl (Rhyddland [now Rhuddlan] and Abergele also mentioned), with excursions to the Isle of Man. Proprietor Mr Richardson. No evidence that Gulliver ventured into the Dee. Replaced by Hercules, of shallower draught, in September 1829. She returned to Clyde service. More history.

First steamer to visit Rhyl [from Liverpool Mercury - Friday 26 June 1829]:
For RHYDLAND, (Vale of Clwyd,) with GOODS AND PASSENGERS, The remarkably fine Steam-packet, GULLIVER; Burthen 100 tons; has two engines of thirty horse power each, (which are upon the second motion,) with copper boilers, and sails very fast. It is intended that she shall sail as a constant trader between Liverpool and Rhydland, three times in the week from each place. Her first trip will be on SATURDAY next, the 27th instant, at Three o'clock in the Afternoon, landing her passengers at Rhyl, which is, perhaps, one of the finest bathing places in the kingdom; for, independent of a fine smooth sand beach, which extends for some miles, it combines the advantage of a commodious Hotel, with warm sea water and vapour baths, (newly erected,) which, with the scenery around that part of the country, is quite enchanting, and may, with great truth, be termed the Brighton of Wales. Rhyl is only about 30 miles distant from Liverpool. - For freight or passage apply to JOHN RICHARDSON. Packet-office, 15, Water-street, 22d June 1829.

[from Liverpool Albion - Monday 27 July 1829]:
PLEASANT MARINE EXCURSION. It will be seen, by the advertisement, that the steam-packet Gulliver will, on Saturday morning next, after landing passengers at Rhyl and Abergele, proceed to the Isle of Man; whence she will sail, on Monday, for Rhyl, and arrive at Liverpool in the evening. Thus, in the space of three days, parties may enjoy an agreeable marine excursion to Wales and the Isle of Man. We understand that the number of passengers between Rhyl and Liverpool, and vice versa, is daily increasing.

Wooden paddle steamer Hercules, a Mersey Woodside Ferry - made some voyages to Mostyn in 1829.

[from Chester Chronicle - Friday 27 November 1829]:
Steam Navigation. We understand, that a Steam Packet, has commenced running regularly between Mostyn quay and Liverpool. Many of our Cambrian friends must hail the establishment of a packet station at Mostyn with great satisfaction. The inhabitants of Holywell, Halkin, Caerwys, Vale of Clwyd, Abergele, and intermediate districts must greatly be benefitted by having thus afforded to them a comfortable and expeditious means of communication with Liverpool. The Hercules steamer, from the George's Dock Pier Head, made her second trip on Wednesday, the 18th instant, in two hours and four minutes. Mostyn quay is decidedly the very best place upon the river for a packet station to Liverpool. It contains, moreover, the most ample accommodation for the landing of passengers and the loading of goods, equal to anything Liverpool itself affords.

Wooden paddle steamer Vale of Clwyd, built Wood & Richie, Glasgow, 1829, 101 x 16 x 10 ft, engines 60hp, owned John Richardson. On Liverpool - Mostyn and Rhyl service 1830-1833. Joined by St Wenefrede in August 1830. Last Rhyl voyage June 1 1834, then sold to Cardigan Bay Steam Navigation Co. - their service started June 1834. Services Liverpool - South Wales and Liverpool - Caernarfon were advertised. Advertised as providing a Liverpool - Rhyl service again in 1849. Listed in 1851 as registered Chester, 60nrt, owned John Tarleton. Listed in 1850, but not later, as passenger certified, Chester, 77nrt, 50hp. Not in MNL. More history.
The river Clwyd enters the sea at Foryd/Voryd harbour, Rhyl. [more details of 1834 mishap]

Image of steamer Vale of Clwyd alongside at Rhyl [from Museum of Wales].

[from Liverpool Mercury - Friday 01 January 1830]:
DAILY COMMUNICATION BETWEEN LIVERPOOL and WALES. The New Steam-packet VALE of CLWYD Sails for Mostyn Quay every Monday, Wednesday, and Friday, and for Rhyddlan every Tuesday, Thursday, and Saturday; and as she starts precisely at the hour stated in the bills, Passengers are requested to be on board a few minutes before, to prevent disappointment. ... Passengers are landed at Rhyl in about four hours, and at Mostyn Quay in two, .. For freight or Passage apply to JOHN RICHARDSON. Packet-office, 15, Water-street, January 1, 1830.

Mostyn Quay [from Liverpool Albion - Tuesday 27 July 1830]:
[By steamer Vale of Clwyd from Liverpool to Mostyn - excerpts] As we neared the [Welsh] shore, we entered a channel, the water being generally shallow, marked out by slender stakes or poles, and, pursuing a somewhat tortuous course, we landed safely, in little more than two hours after leaving Liverpool, at the new quay at Mostyn. Here, there is a commodious basin or dock for small craft, and a warehouse has recently been erected. Quantities of goods were on the pier, ready for immediate shipment. Seated on a stone at the foot of the mountain, I had scarcely penned a line to a friend in Liverpool ere the order was given for the departure of the vessel, as the tide was fast retiring.
From the Quay, the traveller may proceed to the village, or rather hamlet, of Mostyn, at a short distance up the hill. It is surrounded by collieries, but the country is, nevertheless woody and romantic. Here, on a beautiful site, commanding extensive views, is Mostyn Hall, the seat of Sir T Mostyn Bart. The approach is a long avenue of majestic trees. The mansion is antique and interiorly splendid, with a fine gallery of paintings and a library.
[return trip from Rhyl] Soon after two o'clock the packet reached the Vorrid[sic], about a quarter of a mile west from the village. The quay, recently erected, is on the Abergele side of the Clwyd, which we crossed in a boat, and embarked in the steamer. Here we witnessed the gratifying spectacle of the steamer unloading a large cargo of timber in logs, of bales, boxes, and other packages, iron, &c., and reloading with corn, cheese, and other produce, from the neighbouring country; and all this within the space of about half an hour. We steamed from the quay amidst the loud cheers of those who crowded both sides of the river, and to whom the regular establishment of the steamer is yet new. Our passage homeward was delightful. The wind being fair, the square sail was set, and we dashed along the shore at a rapid rate, though the tide set strongly against us. We made a circuit, after passing the Point of Ayr; to a considerable distance up the Dee, to avoid the shallow banks at the mouth of the firth. We passed close to Hilbre Island, left some passengers at Hoylake, and, notwithstanding the strength of an adverse tide, landed at George's Pier, in little more than three hours after leaving the Vorrid.

[from North Wales Chronicle - Tuesday 18 December 1832]:
The public are most respectfully informed, that the Steam Packet VALE OF CLWYD will be withdrawn from the Mostyn Quay station, on Wednesday, 31st October; but will ply between Liverpool and Rhyl twice a the week during the Winter Quarter.

[from Manchester Courier - Saturday 04 January 1834]:
Storm at Liverpool: The Vale of Clwyd steam packet drifted from her moorings, and the force of the waves propelled her towards St. George's Pierhead, where she continued beating her sides for some time, with every appearance of being shortly dashed to pieces. After thumping against the pier for a long time, it was deemed necessary to sink her, which was done, and she went down about half-past three o'clock, opposite the baths.

[from Chester Courant - Tuesday 27 May 1834]:
Vale of Clwyd Steam Packet. I BEG leave most respectfully to inform the public, that this Packet will be withdrawn from the Liverpool and Rhyl station, on the first of June next; in doing so I consider I am bound to give a satisfactory reason for it.
It is now five years since I first sent a Steam Packet to Rhyl, for the purpose of establishing a quick and regular communication between Wales and Liverpool, for the conveyance of Passengers, Produce, and Merchandise, between the two places, and I was led to believe that in doing so, by the expensive introduction of a Steam Vessel, I would have received the general support of all persons interested in this Trade. In this, however, I have been completely disappointed, as in numerous instances the shippers of produce from Wales and Merchandise from Liverpool, have given Sailing Vessels the preference over my Packet. ... John Richardson, Liverpool.

[from Liverpool Albion - Monday 03 July 1837]:
THE VALE OF CLWYD, Steam-packet, sails from Liverpool for Beaumaris. Bangor, Menai Bridge. Carnarvon, every MONDAY, WEDNESDAY and FRIDAY Morning, at Ten o'Clock, returning to Liverpool on the alternate days.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 15 December 1849]:
Steam packet Conveyance.... Rhyl. VALE OF CLWYD - From Seacombe Slip. ...

Wooden paddle steamer St Wenefrede, built Denny, Dumbarton, 1830, 100 x 16 x 5 ft, engines 50 hp by Napier, owned John Richardson, Liverpool from 1830 for service Liverpool - Hoylake, Bagillt, Mostyn, Rhyl, Rhuddlan. For sale 1833, to Naples. More history. [Name presumably based on St Winefride, in modern spelling, associated with the Holy Well at Holywell, near Bagillt]

[from North Wales Chronicle - Thursday 05 August 1830]:
Daily Communication between RHYL and LIVERPOOL, BY THE VALE OF CLWYD & ST. WENEFREDE. STEAM PACKETS, Calling at HOYLAKE, to Land and Receive Passengers. ONE of these Packets sails from George's Dock, Pier Head, every Morning for MOSTYN QUAY and RHYL, and from RHYL every Morning for MOSTYN QUAY and LIVERPOOL at the Hour fixed in the Bills as nearly as possible, and therefore passengers are requested to be punctual. The addition of the NEW PACKET, ST. WENEFREDE, to this Establishment will prevent Passengers being disappointed by having a Packet at each end ready to sail at the Hour fixed, a circumstance that has been impossible always to observe by One Packet, when storms and other unavoidable delays intervened. This arrangement will also give more time for loading and unloading the Cargoes. Commodious Piers, with every accommodation for landing and embarking Passengers as well as Carriages and Horses, have been erected at Mostyn Quay, and on both sides of the Voryd at Rhyl; at the latter place there are excellent Warm Sea and Vapour Baths, as well as Bathing Machines, on a smooth sandy beach extending for some miles; which, with the beautiful Scenery in the Neighbourhood, is quite picturesque.
... when it is practicable, the Packets proceed to Rhyddlan. For Freight or Passage, apply to JOHN RICHARDSON. Packet Office, No. 15, Water-street, Liverpool, Aug. 1, 1830.
Timetable - shows departure from Mostyn Quay for Rhyl about 3 hors after leaving Liverpool; and about 1 hour after leaving Rhyl on return.

[from Caernarvon & Denbigh Herald - Saturday 12 November 1831]:
ORDER OF SAILING OF THE Vale of Clwyd and St Wenefrede BETWEEN LIVERPOOL, MOSTYN QUAY and BAGILLT, Calling at HOYLAKE to Land and Receive Passengers. For the Accommodation of the Public these, Packets will Sail DAILY between LIVERPOOL, MOSTYN QUAY and BAGILLT, to each of the last places Alternately, agreeably to the Order of Sailing Tables and it is determined to keep to the Hour of Sailing as near as possible. Passengers are requested to be punctual. Horse-boxes and Frames for shipping Carriages and Horses are kept at Mostyn Quay. These Packets will carry goods to Holywell and the surrounding country on very moderate terms, but at owner's risk when discharged from the Packet.
NB These packets will cease running to Bagillt during Winter but resume their station early in spring.

[from North Wales Chronicle - Tuesday 15 January 1833]:
TO BE SOLD BY AUCTION, On Friday, the 25th instant, at Twelve o'clock, at Messrs RICHARD BATESON and Co,'s OFFICE, WATER-STREET, LIVERPOOL, if not previously disposed of by Private Contract, THE BEAUTIFUL STEAM PACKET, SAINT WENEFREDE; BURTHEN per Register 125 Tons, carpenter's measurement, only about two years old, 100 feet keel, 16 feet beam, has two holds, capable of carrying 150 tons of Goods, has a Cabin elegantly fitted up with State-rooms, Water-closet, &c. is well found in Cabin and other Stores of every description, draws only about five feet, and sails uncommonly fast; has an Engine of fifty horse power, made by Mr. David Napier, of Glasgow, finished in a superior manner; she is not sold from any defect or fault, but having been withdrawn from the Mostyn Quay station, the undersigned has no employment for her. For particulars, apply to JOHN RICHARDSON, Owner. Packet-Office, 15, Water-street, Liverpool, 3 January. 1833.

Hero, Egremont ferry (Mersey), also on Mersey-Mostyn service around 1833-5, sunk 1835. Replaced on Mersey - Mostyn service by Black Diamond.

Wooden paddle steamer Dairy Maid, built Mulvey, Chester, 1827, 56nrt, 74 x 14.7 x 6 ft, engine 25 hp by Rigby, Hawarden, owned Cheese Company. Mulvey, originally from Frodsham, had a shipbuilding yard near the Crane Wharf. John Rigby had an iron works at Hawarden and was also associated with the site at Sandycroft on the banks of the Dee. Service Chester to Bagillt, also to Liverpool and with summer excursions to Hoylake, Rhyl, and to the Menai. Used as a tug to tow Cheese Company sailing vessels (see here) to Chester. Advertised as leaving Chester from the Old Crane Wharf or from the Cheese Stage. Advertised for sale 1849. Abandoned, leaky, on voyage to Maryport, 1851. Reported as still registered at Chester in early 1851.

[Chester Chronicle - Friday 07 December 1827]:
Launch of a steam packet. On Monday last, a beautiful Steam Packet, ninety tons burden, called the Dairy Maid, went off the stocks in grand style. It was built by Mr. Mulvey, of this city, for the Cheese Company; her engine, which will be 25 horse power, and is now in a great state of forwardness, is furnished by Messrs. Rigby & Co. of Hawarden.

[from Chester Courant, Tuesday 04 march 1828]:
The steam packet Dairy Maid, John Rowland, master, sails from Chester to Bagillt daily.

[from Chester Courant - Tuesday 11 August 1829]:
THE DAIRY MAID STEAM PACKET. In consequence of some injuries which the above packet has sustained in her boilers, she will NOT be able to proceed to Bangor and Beaumaris on Thursday next the 13th instant, as advertised in the Chronicle. Notice will be given when she is repaired and ready for the passage. Capt. JOHN ROWLANDS, MASTER, August 8, 1829.

[from Chester Courant - Tuesday 06 August 1839]: Trip to Hoylake - The last this season. The public is most respectfully apprised that the Dairy Maid steam packet, John Rowland, Master, will leave the Old Crane Wharf, Chester, on WEDNESDAY NEXT. the 7th of AUGUST, 1839, at nine o'clock in the morning, on an excursion of pleasure to HOYLAKE, from which place she will return the same Evening. Parties will please to provide themselves with eatables. Porter and Spirituous Liquors may be had on board.

[excerpt from Chester Chronicle - Friday 04 April 1845]:
Thomas Lewis: I am master of the Dairymaid steamer; I have traded from London to Chester; I towed the "Dee" up the river...

Listed as a potential gunboat in 1845.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Monday 26 October 1846]:
Steam Communication from Liverpool: - Chester: Dairy Maid [twice a week]; - Mostyn: Taliesin [daily]; - Rhyl: Snowdon [4 times a week].
[also in October 1848. Chester, calling King's Ferry & Saltney Wharf: Dairy Maid; Mostyn: Vesta; Rhyl: Taliesin]

[from Liverpool Mail - Saturday 17 November 1849]:
AFTER NEXT WEEK. On Wednesday, the 28th instant, at One o'clock, at the Broker's Sale-room, Derby-buildings, Fenwick-street. The Steamer DAIRY MAID; 54 tons per register; built at Chester, and propelled by an engine of 30-horse power, which, together with the Boiler and Hull, is in good working order. Length 77 feet, Breadth 16 feet, Depth 8 feet. For further particulars, apply to TONGE, CURRY, and Co., Brokers.

[from Cumberland Pacquet, and Ware's Whitehaven Advertiser - Tuesday 06 May 1851]:
At the Public Office, in this town, on Saturday last an important salvage case was heard before the magistrates which excited some interest. The justices present were the Rev. John Jenkins, George Harrison, Esq., John Spencer, Esq., and Henry Jefferson, Esq. The claim for salvage was made by four men named Philip Killday, John Dogherty, Alexander Boyles, and William Douce, upon Mr. George Samuel Sanderson, the managing owner of the steam-boat Dairymaid, of the port of Chester. The case was ably conducted on both sides by Mr. Halton on behalf of the claimants, and Mr. P. W. Sherwen for Mr. Sanderson. Two justices only being required to determine the question, it was arranged that the Rev. John Jenkins and Mr. Harrison should investigate the case and decide between the parties. It appeared from Mr. Halton's statement and the evidence of Killday that early on the morning of the 20th of April last as the Dairymaid was on her voyage from Liverpool to Maryport, where she had been engaged to act as a tug-boat, she sprung a leak, and when off St. Bees Heads was left by the crew, who went on shore there and came on to Whitehaven. Intelligence reaching the claimants that a steamer had gone down, they proceeded to the spot indicated with view to see if they could pick anything up, when they found the Dairymaid still afloat. They boarded her and were making ready to bring her into the harbour when the steam-tug Prince Albert came up, with the Captain and crew of the Dairymaid on board, and she was towed into this harbour. The claimants kept possession of the vessel by the instructions of the Receiver of Droits of Admiralty, and had always kept one or two men on board, although she had been taken by the owner from this port to Maryport, and afterwards to Liverpool. It appeared also that when the Dairymaid was in Whitehaven Harbour, the claimants had the entire risk of the vessel, and that they drew her to the Lawther Street sands for the purpose of taking the water out of her. The claim made was £110 - Killday, upon being cross-examined by Mr. Sherwen, denied that he knew before leaving the harbour that the Captain of the Dairymaid had engaged the Prince Albert steam-tug, and added that he was told by one of the crew that they did not expect to see her again - Mr. Sherwen said he had hoped to have been able to contradict the evidence of this man, but unfortunately the parties who could do so were the crew the Dairymaid, who were then in Liverpool, and applied to have the case adjourned. Mr. Halton resisted this application on the ground that the defendant had unlawfully taken his vessel from here, and that having committed a breach of the law he was not entitled to any protection or the indulgence asked for. After some discussion, Mr. Sherwen consented to the justices at once setting the matter, and said that Mr. Sanderson would have given some reward to the claimants, but that he considered their claim was too extravagant and ought to be resisted. Mr. Nicholson, the Harbour Master, said he thought the Dairymaid might be worth £300. The magistrates having consulted together for a short time, ordered the sum of £35 to be paid to the claimants.


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Sketch chart of the outer Dee (east up) from Denham 1834-9 [the large bank to the left is West Hoyle - not East as labelled].

State of navigation in the Dee [from Chester Courant - Tuesday 19 September 1837]:
Report of Sir John Rennie [excerpts] 1837:
  From the above description of the river, it is evident that the navigation is in a very defective state, and with the exception of a very short period at the height of spring tides, vessels drawing drawing above six or seven feet water cannot reach Chester. The navigation may be divided into three parts.
  The First commences at the Outer Bar, situated four miles to the south [sic West?] of the Point of Ayr, opposite to Prestatyn, and is close to the shore; this channel bears E. and[sic by] W. and is bounded on the sea side by the great bank of West Hoyle. At low water of spring tides, it varies from about two miles to one mile in width, having 12 feet over the bar, and increases to 24 and 72 feet at the Point of Ayr; from there it is divided into two channels by the Salisbury Bank, having a general bearing of N. W. and S. E., the north channel leading to Dawpool, and the south by the Wild Road to the Welsh Channel. The former bears SE. and continues to Dawpool, varying from 24 to 6 feet at low water of springs, and the latter bearing S. E. by S. varying from 48 to 19 feet at low water of springs, until it reaches Bagillt Flats, where there are 7 feet and 2 feet over the bar. There is also another channel bearing N. and S. called Hilbre Swashway. which communicates with the Mersey, and forms the northern entrance to the Dee, having 11 feet at low water of springs over its bar, when it communicates with the Mersey Channel. The distance from Dawpool to the Point of Ayr is six miles and from thence to the Outer Bar four miles further, or ten miles from Dawpool. The distance of Bagillt bar to the Point of Ayr is 7.5 miles, and 11.5 miles from the Outer Bar.
  The second division extends from Dawpool and Bagillt Flats to Connah's Quay, a distance of 11 miles from the former, and 8.5 from the latter; upon leaving Dawpool it is half a mile wide, 23 feet deep, bearing S. by E.; from Bagillt Flats to Flint, it bears S.W., and decreases from one mile to 100 yards wide, and from 23 feet to 3 feet deep; from thence, to Connah's Quay, it first bears E. for two miles, then S. for two miles, and decreases from 3 to 2 feet deep, with a width of about 80 yards at low water.
  The third division extends to Chester, a distance of 8.5 miles, bearing S.E. for 6 miles, and E. for a mile and a half, and one mile S. by E. varying from 1 ft. 6 in. to 5ft. deep, and 90 to 120 yards wide at low water.
  Taking, therefore, the first division, a vessel drawing 11 ft water, or 210 tons, could experience no difficulty in crossing the Outer Bar at low water springs; and by the time she arrives at the entrance to Dawpool, would scarcely meet with any detention, and even here, in the course of a very short time, the rapid rise of the tide would enable her to enter Dawpool. From thence, in the second division, she would reach Flint as fast as the tide would carry her, as there would be sufficient depth of water; but from there upwards, a distance of 13 miles by the river, she would scarcely be able to reach Chester the same tide, as the flood would be spent before she could arrive there, and be compelled not only to drop anchor, but take the ground and wait for the next tide. Vessels drawing 14 or 15 feet would only be detained a very small portion of the first quarter of the flood before they could pass the Outer Bar, and the first quarter flood before they could cross into Dawpool, and could easily reach Flint; but here the difficulty and delay begins, for except at extraordinary spring tides, there is scarcely sufficient depth over the shoals and at Chester at high water to enable vessels of this class to come at all, even when assisted by the most favourable circumstances, and by a powerful steam boat, and where they are liable to be detained for many weeks before they can return, so that the navigation between Flint and Chester cannot be termed fit for vessels drawing above 13 feet at spring tides, and then, are subject to considerable detention during the period of neaps. At neaps, however, there is plenty of water over the Chester Bar and entrance to Dawpool, so that vessels drawing above 14 feet pass without difficulty. But as the tide only rises from three to four feet during neaps as far as Chester, and there only four feet at low water in the channel, the navigation is not practicable for vessels drawing above 7 feet, and with the exception of four or five vessels of 250 tons burthen, belonging to the cheese company, who have a steam boat to tow them up and down the river during spring tides, all the trade of Chester is transported in small crafts of about 70 tons burden, so that in fact it has dwindled away to comparatively of little importance.
  In consequence of the uncertainty and defective state of the Port, the extensive trade which would otherwise have passed through Chester, as the natural channel of communication with the ocean, and from thence to various parts of the world, has found out other channels, such Liverpool, where it at present finds superior accommodation and is duly appreciated. Liverpool has therefore become the general emporium of trade of the north-west of England, and every kind of facility by way of docks, railways, and canals, are continually multiplied around it on all directions, to the detriment of Chester, so as to leave it without a rival.

Wooden chain ferry Hawarden Castle, built James Boydell, 1835, 60 x 29 ft, for King's Ferry (now called Queen's Ferry) on river Dee. Said to be capable of being worked by horses or steam. James Boydell, jun. was later associated with the Oak Farm Iron Works at Dudley - see details.
On 14 April 1834, Patent granted to James Boydell of Dee Cottage near Hawarden North Wales for improvements to machinery in tracking or towing boats or other vessels.

[from Chester Courant - Tuesday 11 August 1840]:
AT a MEETING, held at the Glynne Arms, Hawarden, on the 5th instant, in consequence of the contemplated departure [presumably to Oak Farm Iron Works] of Mr. JAMES BOYDELL, jun., of Dee Cottage, Queen's Ferry, from the neighbourhood, EDWARD BATE, Esq., of Kelsterton, in the Chair, IT WAS RESOLVED UNANIMOUSLY, That Mr James Boydell, jun. in conducting the various and important interests confided to him, has invariably displayed such superiority of judgment and liberality of conduct, and has uniformly laboured with such unwearied zeal to promote the best interests of the agricultural and commercial classes, as loudly to demand some public testimony of respect to him, now that he is about to leave a neighbourhood which has been so extensively benefitted by his inestimable exertions. It was moved by Mr. RICHARDSON, and seconded by Mr. Jos. RIGBY, of Manor - That a subscription be forthwith commenced for a Public Testimonial to Mr. Boydell.

Oak Farm Iron Works was on land owned by the Glynne family of Hawarden - and had coal and iron ore deposits. Operations commenced around 1836. James Boydell was managing director. It was bankrupt in 1848.

[from Chester Courant - Tuesday 19 May 1835]:
THE KING'S FERRY ON THE DEE. Wednesday last, a number of individuals, many of whom were of high respectability, assembled near the King's Ferry, to witness some interesting esperiments that were about to be made, to prove not only the practicability of improving the mode of transit at that point, but the possibility of passing over the Dee in a commodious boat at all periods of the year, and in every stage of the tide, without endangering the goods and pasengers, or the navigation of the river.
The experiments were conducted by Mr James Boydell, of Dee Cottage, who had provided and fitted up a long chain, which worked from shore to shore at the bottom of the stream, like an endless chain. It passed round, and was set in motion by a whimsey or capstan, worked by a horse in a field, adjoining the banks of the river on the Flintshire side. The chain then travelled from the whimsey to a frame on the margin of the water, on which revolved two large iron pulley-wheels on a common axle, elevated above high water mark; it passed over one of them, and descended thence to a roller fixed at the bottom of the water, under which it passed, and travelled on the bed of the river to the opposite (Cheshire) shore. where it passed round a large pulley-wheel, also fixed at the bottom of the river in a flat or horizontal position. It then returned to the whimsey on the Flintshire side by the same mode, and thereby formed, when in motion, an elliptical endless chain, moving in two lines, parallel to each other, but in opposite directions, at or near the bottom of the stream. To this chain a flat was connected by her nose, by means of another chain, which was called a bridle; and, as a matter of course, she obeyed the power by which she was impelled, and floated to one side; and, on the motion of the whimsey bring reversed, to the other side of the river. This is a plain and correct description of the modus operandi, which is not to be understood by reading last Friday's Chester Chronicle. There is nothing original in the contrivance, as the principle of it may be seen in a thousand pieces of machinery with which all people are familiar, although Mr Boydell has obtained a patent for the application of the principle to the purposes of river navigation; and without wishing to detract from the merits of the discovery, we think every one must be astonished that it was never applied to such purposes before; particularly as in ordinary rivers it is admirably calculated to ensure a certain, cheap, and safe transit for goods and passengers, as well as carriages and cattle. During the experiment, and while the flat was in transit, several vessels of considerable burthen came up the current, which was running with great rapidity, (a 20 feet tide,) and passed over the chain without suffering any inconvenience; thus proving that the proposed plan would offer no obstruction to ships in navigating the river. We should also observe that the real ferry, belonging to the River Dee Company, was inactive at the time, being unable to cross the stream by means of the machinery and chain by which she is worked; but, had she been in operation, the craft sailing up could not have passed without breaking the chain, as is frequently the case; thus proving the superiority of the new mode over the old one, in crossing a rapid stream at the flooding and ebbing of the tide. Mr Boydell, in the course of the morning, exhibited to the company his working model of the apparatus, and an improved boat, for facilitating the shipping and unshipping of carriages and cattle; and also, two slips and landing places, which he proposes to be built on each side of the river, to render the ferry more convenient and accessible to the public; and he also contrived a reservoir at each end of the ferry, to receive the water at high tide, which is to be let out by a sluice-gate, at low water, to sweep away the sand.
If this mode of working the ferry over the Dee would answer satisfactorily on all occasions, as it did in this instance, (making due allowance for the temporary and imperfect machinery,) we should not scruple to say, that it ought, if possible, to be immediately adopted by the Company, who would, thereby, at once remedy all the defects of the present ferry, (for which, in our opinion, they are by no means responsible, having done the best that circumstances would allow.) and afford that safe and ready passage over the river at all tintes, which the increased wealth, intelligence, numbers, and importance of our Welsh neigbbours fairly demand. Nor should we think the Company would dispute their liability to provide and maintain such a mode of conveyance, if that point were satisfactorily proved; but we are assured by some intelligent men, who are well acquainted with the Dee, that Mr Boydell's plan is liable to great objections, on account of the "silting" in the river; that is, the deposit and shifting of large quantities of sand, which would frequently embed the chain at nights, and other periods when at rest. One gentleman assures us, that he has frequently known thousands of tons of sand removed from one place, and deposited in another, in the course of three hours, for many tides in succession; and that the projected slips and landing places would cause an immense body of sand to accumulate near to the chain, which no ordinary friction could sweep away: he also contends, if the slips should be abandoned, that a sufficient depth of water could not be commanded, to render the ferry available, at all times, which is the desideratum in view. It would be well, probably, if the Welsh turnpike-road trustees would abandon their present application to Parliament, to vest themselves in the powers of the Dee Commissioners, and endeavour to prove the efficiency of Mr Boydell's plan; in case of success, they and the public would then have an irresistible claim on the Company.
As far as our citizens are concerned in this matter, it seems obvious, that their interest lies in promoting good free roads, from the city to the ferry, and the best means of transit across the river; and for this reason - the heavy tax, imposed by our beautiful new bridge [Grosvenor bridge built 1833, as a toll bridge], acts like a prohibition on our Welsh friends, who have been driven to construct new roads, all converging at the ferry. They will not come over our expensive bridge, to visit us; and, if we would encourage them to come at all, we must find them a cheaper and a better road; and where can we look for that, but over the ferry? We had better think of this, ere it be too late.

[from Chester Courant - Tuesday 29 September 1835]:
THE KING'S FERRY. It will be remembered that our Welsh neighbours came to a determination, some time ago, to improve the Navigation of the River Dee, at the King's Ferry, (the link which connects this County with Flintshire and the Principality.) by means of a large and commodious boat, to be worked by an endless chain, moved by horse or steam power, and traversing the bed of the stream from shore to shore. The boat had been in course of building during the last three months, on the Flintshire side, under the superintendence of Mr. James Boydell, of Dee Cottage, the gentleman to whom the public will be indebted for this new mode of crossing the River at all periods of the tide. She is 60 feet in length, with 29 feet of beam - an amazing width, calculated to increase her buoyancy and to bear up an immense weight - probably from 60 to 70 tons, a burthen much larger then will ever need transition across the Dee at that place, at any one time. Her model, which we believe was drafted by Mr. Ackerley, known to many individuals in this neighbourhood, as a clever naval architect, resembles some of the American river boats, propelled by horse power; and making a little allowance for the immense width, which has been preserved in the beam for the sake of safety, she appears very unique, and quite calculated to answer the purposes for which she is designed.
Friday last was the day selected, on account of the high tide, to launch this novel creature, on the Wizard Dee, and the weather, fortunately very fine, caused a great concourse of spectators to assemble - we should think 14 or 15 hundred. There were a variety of flags, colours, and union jacks floating the air, and among the rest, the Hawarden arms were heard and seen to rustle in the breeze. Among the company present were Lord Willoughby de Brooke; Sir Stephen and the two Miss Glynnes; William Jno. Banks, Esq., Sutton Hall; C. B. T. Roper, Esq.. Plas Teg; Major Jones; the Rev. Mr. Burnsfloyer, Aldershaw ; Rev. H. Jones, Northop; Rev. Henry Fitzmaurice, Hawarden; Rev. Mr. Crompton, Buckley; Mr. Sergeant Atcherley; Jas. Boydell, Esq.; W. Williams, Esq., Gareglwyd; Wm. Rigby, Esq., Holywell; John Rigby, Esq., Hawarden; Leigh Rigby. Wm. Hancock, Jno. Smalley. and S. Hancock, Esqrs., Hawarden; Jonathan Hancock. Esq., Mold; Capt. Thomas, of the Hon. East India Company; Mr. E. Bate, &c. About half-past one, the note of preparation was sounded, by the malls of the workmen; who commenced removing the fastenings that kept the bark on the stocks; the deck at that time held, about 30 individuals, among whom were Sir Stephen Glynne, and Mr Boydell, the former provided with a bottle of good old wine and stationed at the bow to perform baptismal duties in the usual manner, at the proper time. Some apprehension was felt respecting the lurch she might make on slipping, broadside first, from the planks, which were a foot and a half above highwater mark; but all fear was unnecessary, for she glided off her station without the least accident, amidst the deafening cheers of the company, and the roar of guns. The briny element welcomed her to its bosom as the Hawarden Castle, amid loud acclamations, which resounded through the air.
In a few minutes 277 individuals got on board of the new boat, which was towed some hundred yards up the river by the Dairy Maid steamer, that happened to pass by at the time. She then returned with the tide to her mooring-place, and the company were landed.
It is worthy of observation that, this boat does not draw one foot of water, and that the 277 individuals on board, whose collective weight would probably amount to 20 tons, did not depress her more than three inches; and when they were all on one side, they did not cause her to sway more than two inches and a half. No fear, therefore, need be entertained as to her upsetting or swamping, in the worst of weather.
The company retired from the launch, highly gratified with what they had seen, and about 70 ladies and gentlemen were refreshed with an excellent cold collation and wine at Dee Cottage, the beautiful residence of Mr. Boydell. In the afternoon, about 30 individuals celebrated the event, by dining together at Hawarden Castle, the worthy host of which Inn, provided every thing necessary, good, and substantial for the occasion.
Since the above was in type, we have heard that the new boat, with the whole of the apparatus, will be in complete readiness for active operation, in about three weeks from this time. The modus operandi we have described in a former paper, and, therefore, need not repeat it here; but we would observe that, it is now intended to have an endless chain on each side of the pier, one of which will be used on the rising, and the other on the ebbing of the tide. By this contrivance, the widening of the landing places will become unnecessary, as the boat will always travel on the same line, whatever may be the force or direction of the stream.

Wooden paddle steamer Skimmer, built Boydell, Queensferry (River Dee) 1839, 76 nrt, 84.6 x 23.8 x 7ft, engines of 70hp by Oak Farm Co., Dudley. Initial service Chester - Queensferry - Fflint - Liverpool, and used for towing. Captain Joseph Jones of Wepre. Chester no longer visited after January 1840. In 1842 advertised as trading Liverpool to Menai (newspapers record voyages 1842-4).
In Lloyd's Register 1848 and 1849 as a wooden barque, built Chester 1839, 259 tons, owned Boydell, master T. Jones. So engine removed by 1847. This barque traded mainly Dee to Dublin with coal. The barque was advertised for sale in 1847, and again in October 1850, as built "Chester river". From this date her master changes from Jones to Griffiths and she is reported as leaving Liverpool for Africa in March 1851, and, in January 1852, as having arrived from Liverpool at Benin. Not included in RCUS list of vessels missing 1852. In March 1853, Skimmer (hulk) of Liverpool was reported as blown up in Benin river, with several lives lost.

[from Liverpool Standard and General Commercial Advertiser - Friday 15 November 1839]:
NEW STEAM-PACKET FROM CHESTER TO LIVERPOOL. Our spirited and talented neighbour, James Boydell, Esq., of Dee Cottage, has just started a most splendid steampacket, called the Skimmer, from this city[Chester] to Liverpool. This vessel leaves Chester every Monday and Thursday, at high water, and the King's Ferry every Tuesday and Friday, an hour before high water, (touching at Flint,) and arrives in Liverpool on the same day. The Skimmer is a most beautiful vessel, of 120 tons burthen, and draws only 5.25 feet of water when loaded; the length of her keel is 84 feet, and beam 25. Her two engines, which are of the most beautiful construction, are seventy horse power, were manufactured at the Oak Farm Company's Works, near Dudley, and to show the quality of them it is only necessary to state that on Monday week, although quite new, they performed thirty-two revolutions in a minute. Great praise is due to Mr. Boydell for establishing this packet, which will prove such an excellent mode of transit for goods from this city to Liverpool; and at the same time afford to the invalid a delightful sea trip, that will so much conduce to the re-establishment of health. We wish the Skimmer every success.

[from Chester Courant - Tuesday 08 October 1839]:
New Steam Conveyance. THE public are respectfully informed, that a NEW PACKET, the Skimmer, of 70 horse power (commanded by Captain Joseph Jones) built expressly for the trade, will commence PLYING between LIVERPOOL, the KING'S FERRY [now called Queensferry], and CHESTER, on MONDAY, the FOURTH of NOVEMBER. She is designed to CARRY GOODS of all description, and to TOW ALL VESSELS entering the Dee, (which may require her assistance) on her voyage.
She will leave Chester every MONDAY and THURSDAY, at high water, for Liverpool. She will leave the King's Ferry every TUESDAY and FRIDAY, about an hour before high water, and arrive in Liverpool the same, day, calling on her voyage at Flint for goods and passengers.
She will leave Liverpool every WEDNESDAY and SATURDAY, call at Flint and the King's Ferry, and arrive in Chester on the same day.
By this means there will be a certain delivery of goods at each of the above mentioned places twice a week, and all the voyages will be performed by day-light, with a view to the conveniences of any vessels which may require towing. Warehouses are provided in Liverpool on the south side of the King's and Queen's Dock Basin, at the King's Ferry, and at the New Crane, Chester. Particulars of Freight may be had at the Chester and Kings Ferry Wharf.

[from Chester Chronicle - Friday 10 January 1840]:
THE SKIMMER. Public are respectfully informed, that the SKIMMER will in future take goods in every TUESDAY and FRIDAY, in Liverpool, at the George's Dock Basin, and all Parcels and Goods brought by other conveyances, to be forwarded by her, will be received in Baffin Street, by Mr. Samuel Harden. The Packet will leave the King's Ferry every MONDAY and THURSDAY, and return every WEDNESDAY and SATURDAY. Goods will be forwarded to Chester immediately upon its arrival, and the same conveyance will bring Goods, &c., back for the Packet to take to Liverpool. Upon the arrival of the Packet at the King's Ferry, Goods will despatched in covered conveyances to Wrexham, Ruabon, Mold, Ruthin, &c, &c.

[from North Wales Chronicle, 18 October 1842]:
STEAM COMMUNICATION BETWEEN LIVERPOOL, BEAUMARIS, BANGOR, CARNARVON, AND MENAI BRIDGE.
The Steam Packet SKIMMER, WITH Two Engines of 70 horse power, will commence running on the above lines, on Monday, the 17th inst., and is intended to sail from Liverpool every Monday and Thursday Morning, at 9 o'clock, and from Carnarvon and Menai Bridge every Tuesday and Friday. Goods for Wales will be taken on board at Clarence Dock, once each week.
The JOHN M'ADAM is expected to arrive from North America early next month, and will join the SKIMMER on the Station for the Winter Season. For freight or passage apply to JOSEPH R. PIM, General Steam Packet Office, Clarence Dock, Liverpool; E. W. Timothy, Menai Bridge; R. Edwards, Post Master, Carnarvon. Oct 15 1842

Reported as aground near Beaumaris Point in storm of 7 January 1843.

A letter to North Wales Chronicle, on 14th November 1843, complains of erratic service (both passengers and goods) by steamers between Menai and Liverpool. Previous steamers mentioned are Town of Wexford and John M'Adam; current steamers mentioned are Erin-go-bragh, Snowden, Flambeau, Dolphin and Skimmer, of which only Dolphin was owned in North Wales.

Reported in 1845 steam boat list as at Chester, built 1839, 76 tons, 60hp. Not included in 1851 list of Chester based steam vessels with passenger certification.

[from Liverpool Mercury - Friday 04 June 1847]: FOR SALE. The Barque SKIMMER, of Chester, burden per register (new measurement) 206 Tons; Builders measurement 258 Tons; will carry 320 tons of weight, at 9 feet 6 inches draft of water; has been thoroughly repaired and almost renewed at a very great expense; well found with Sails, Anchors, &c, &c, according to Lloyd's regulations, and fit for sea. Her floorings are solid, and she is very strongly timbered and strongly bound with knees and stringers fore and aft. She has been employed in the coal trade to Dublin since she has been repaired, and has been found, notwithstanding her light draft of water, to be an extraordinary good sea vessel. For Bar Harbours, and where it is requisite vessels should ground, she is invaluable. She may be viewed at Connah's Quay, on the River Dee, near Queen's Ferry; and particulars may be had from Mr Benjamain Bethell, Wepre, near Hawarden.
[from Liverpool Standard and General Commercial Advertiser - Tuesday 01 October 1850]:
For SALE, by PRIVATE TREATY, The fine Chester river-built Barque SKIMMER; 206 tons register; carries a large cargo on a light draft of water. For further particulars apply to BROWNE, HUNTER, and CO., Brokers.
[from Liverpool Mail - Saturday 05 April 1851]:
Monday March 31. SAlLED, Skimmer, Griffiths, Africa
[from Public Ledger and Daily Advertiser - Friday 30 January 1852]:
Arrived at Benin: Skimmer, Griffiths, from Liverpool.
[from Liverpool Mercury - Tuesday 01 March 1853]:
The hulk Skimmer from Liverpool was blown up in Benin river, and several lives were lost in consequence.

Wooden paddle steamer Black Diamond, built 1835?. Few details known, her master was reported to be Robert Davies, who lived at Mostyn. First newspaper mention is when she replaced Hero, after Hero sank in 1835, when she is reported as newly built and owned by Thomas Eyton, of Mostyn iron works, shipyard and colliery. She is described in 1842 as being superseded by Taliesin. The name Black Diamond means coal - appropriate if connected with the owner of Mostyn Colliery.
A schooner, named Black Diamond of 57 tons register was listed among the ships part-owned by Robert Eyton in 1849 - probably the engines were removed from the steamer. She sank 6th November 1852 (see below).
Note that an iron paddle steamer, called Black Diamond, was launched in 1846 by Cato, Liverpool, 320 tons burthen, 135 x 21 x 13 ft, 2 engines of 60 hp total by Fawcett & Preston, screw, for the City of Dublin S P Co, as a luggage boat on the Liverpool - Dublin service.[from Liverpool Mercury - Friday 03 April 1846]. In service this vessel was called Diamond - ON 8785.

[from Chester Chronicle Friday 07 August 1835]:
STEAM CONVEYANCE. THE BLACK DIAMOND STEAM PACKET, will commence running between MOSTYN and LIVERPOOL, Monday next, the 10th instant; and will leave Mostyn on Mondays, Wednesdays, and Fridays; and from Liverpool, on Tuesdays, Thursdays, and Saturdays. The time of starting from Mostyn will be from one hour, to one hour and a half before high water, and from Liverpool, from four hours and a half to five hours before high water. This Packet is newly built of the best and strongest materials, and will be found a safe, expeditious, and pleasant mode of conveyance. ... Thomas Eyton & Son, owners.

[from Liverpool Telegraph - Wednesday 16 August 1837]:
LIVERPOOL AND MOSTYN. The remarkably fine Steam-packet BLACK DIAMOND, will sail from Liverpool to Mostyn, with Goods and Passengers, ..

[from Liverpool Albion - Monday 25 June 1838]:
A MARINE EXCURSION ROUND THE ISLAND OF ANGLESEA. By the powerful and fast-sailing Steam-packet BLACK DIAMOND, thus affording the Public the rare opportunity of visiting the most beautiful and romantic parts of North Wales, and giving them the gratification of viewing the delightful scenery on passing through the straits of Menai, from whence the far famed Snowdon will be seen to the greatest advantage, towering in majestic grandeur above the neighbouring mountains. The Tourist will also, on the same occasion, have an excellent opportunity of minutely examining that splendid triumph of human ingenuity, that renowned seventh wonder of Wales, the MENAI BRIDGE; under which the Packet will sail, and wind the pleasures of the day in visiting Bangor, Beaumaris, etc., and, in returning home to Mostyn and Liverpool, the Traveller will terminate his Cambrian Tour in viewing, to great advantage, Penrhyn Castle, Penmaen Mawr, Conway Castle. and many other interesting objects that our limited space precludes us from enumerating. The precise time of sailing from each place will be as follows, namely:
SATURDAY, July 7, from Liverpool to Mostyn; 8:00 Morning;
" " from Mostyn to Amlwch 9:30 ";
Sunday, July 8, from Amlwch to Holyhead 10:30 ";
" " from Holyhead to Carnarvon 3:00 Evening;
Monday, July 9, from Carnarvon to Bangor 8:00 morning;
" " Bangor to Beaumaris 2:00 Evening;
" " Beaumaris to Mostyn 3:00 ";
" " Mostyn to Liverpool 7:00 ".
Cabin Fare 10s., Deck 7s., for the Round. Refreshments to be had on board.

[from Liverpool Mercury - Friday 31 May 1839]:
Accident on Board the Black Diamond, Mostyn Packet.- On Monday morning, about half way between Mostyn and Liverpool, as a poor woman, of the name of Poole, was crossing the shaft of the engine on board the Black Diamond steamer, her clothes, by some means, got entangled with the shaft, and she was dragged, with an infant of three years old in her arms, thrice around the shaft, between which and the deck there was only a space of 9 inches. As soon as the engine could be stopped, she was liberated in a dreadfully mangled condition. Every attention was paid to her by the ladies and gentlemen on board, who made a collection on her behalf, which was handed to her husband. On her arrival at Liverpool she was removed to the hospital.

Evidence about the sailing vessel Black Diamond, the schooner owned by Eyton:
  [from Shipping and Mercantile Gazette - Friday 09 August 1844]:
HOLYHEAD. Black Diamond, Jones, from Mostyn for Youghal.
  [from Gore's Liverpool General Advertiser - Thursday 24 April 1845]:
Liverpool. Black Diamond, H. Thomas, from Arklow with 77 tons sulphur ore.
  [from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 23 February 1850]:
Victoria Dock: Black Diamond, 57, Owens
  [from Chester Chronicle - Saturday 25 May 1850]:
Port of Chester: Black Diamond, Owens, Aston, light.
  [Liverpool Shipping Telegraph and Daily Commercial Advertiser, Thursday 27 May 1852]:
through the Straits. Black Diamond, 3rd May, Owens, from Abersock for Liverpool.
  [from North Wales Chronicle, Friday 12th November 1852]:
COLLISION ON THE MENAI. During the severe gale of last Saturday, two schooners ran foul of each other, near the Suspension Bridge; the Mermaid, of Nevin, Capt. Roberts, laden with slates from Port Penrhyn, and the Black Diamond, Capt. John Owen, bound from Mostyn, with coal. The latter vessel foundered almost immediately, and the Mermaid sustained such damage by the collision that it has been found necessary to discharge her cargo for the purpose of repairing her.
 [from Chester Chronicle - Saturday 27 November 1852]:
A Vessel Sunk. Recently the schooner flat Black Diamond, of Mostyn, on her voyage from Flint to Carnarvon, with a cargo of coals, came in contact with the schooner Mermaid, of Nevin, in the Menai Straits, and sustained such damage that she sunk. The Mermaid succeeded in reaching Bangor the same night in a damaged state. During the last week portions of the wreck drifted on shore along the Abermenai beach.

Iron paddle steamer Kilmun, built David Napier, Glasgow, 1834, 102 grt, 39nrt, 119.7 x 15.5 x 8.5 ft, 70 hp engine by builder [34 hp in 1841]. Initial service in Clyde. 1840 owned John Dawson, Sir Edward Mostyn, registered Chester 1841. Service Liverpool to Talacre Harbour 1840-1841. For sale 1841-2, broken up. More history.

[from Liverpool Mercury - Friday 13 November 1840]:
TALACRE HARBOUR, POINT OF AYR, NEW FERRY. The fast-sailing Iron Steamer KILMUN sails every day, (Sunday excepted), three hours before high water, from George's Pierhead Liverpool, to Talacre Harbour, and will sail from Talacre Harbour to Liverpool precisely at high water, according to the Liverpool Tide Table.

[excerpt from Chester Chronicle - Friday 13 August 1841]:
Talacre is distant eight miles from Holywell, nine from St. Asaph, and twelve from Abergele; is only two hours sail from Liverpool, and the fast sailing Steamer, Kilmun, will leave George's Pier-bead, Liverpool, at seven o'clock on the morning of Thursday, the first day of sale, and land passengers at Talacre Harbour, (within two miles of Talacre), where there will be Cars in readiness to convey persons to the sale.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 14 September 1841]:
On WEDNESDAY, the 22nd instant, at Twelve o'clock, on board the Vessel lying in the Trafalgar Dock, Liverpool, the beautiful and substantial Iron-built STEAMER, "KILMUN," 36 Horse-power, Burthen 102 41-94 Tons, with all her Stores, &c.; built at Glasgow, at a very great expense, and fitted out with the best Engines and Materials. This is a most desirable vessel, where a light draught of water and despatch are required. For further particulars apply to J. T. GREGSON, No. 4, North End Queen's Dock. [advert continued to February 1842]

[excerpt from Liverpool Standard and General Commercial Advertiser - Friday 15 April 1842]:
[discussion about suitability of iron for a light-ship]: He [harbour-master Mr Askew] produced some iron plates taken from the Kilmun, an iron steamer five years old, in which corrosion had made extensive ravages, and from this circumstance it was his opinion that iron vessels would not be so durable as wood. In the case of collision, iron he thought would stand quite as well as wood; but an iron vessel would become all over muscles[sic] in the course of nine months. The corrosion he observed in the Kilmun was both external and internal, although the plates were painted. He had seen the Woodside iron boats which had been in use seven years, but he had not noticed them very closely.


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Wooden Paddle steamer Taliesin, built Eyton, Mostyn, 1842, 150grt, 85nrt, 92.8 x 16.4 x 6 ft, engines 70hp by Eyton. Owned Eyton Brothers, Mostyn. Service Mostyn - Mersey, lengthened 1847 to 114ft, also Liverpool - Rhyl. Sold to Cardiff 1850. ON3994.

[from Chester Courant - Tuesday 18 January 1842]:
LAUNCH OF A STEAMER. On the 13th instant, a new streamer called the Taliesin, was launched at the building yard of those spirited individuals, Messrs Eyton Brothers, Flintshire; she is entirely owned by Messrs Eyton, is intended to ply on the Liverpool and Mostyn station, and has been modelled so as to combine capability of stowage with speed. A pair of 35 horse power steam engines for the Taliesin are now in the course of erection, at Mostyn Foundry. These engines have been recently invented by Messrs Eyton, being on an entirely new principle, combining extraordinary lightness with power, and economy of space. The two engines weigh about 12 tons, have no beams, and only occupy about four feet longitudinally of the vessel's hold. They have another advantage in long connecting rods, and the smallest possible amount of friction, both great desiderata among practical engineers. These engines are equally applicable to steamers of the lightest as of the heaviest class, from a river boat drawing one foot water, to a first-class war steamer. Taliesin, after whom the vessel is named, was a Welsh bard and prophet, who flourished during the sixth century. He was the bard of Urian Rheged, a Cambrian (Cumberland) chieftain who is supposed to have resided during the close of his life with Taliesin, among the disciples of Cutwg the wise, at Llancarvan. In Taliesin's time, Welsh was the vernacular tongue of Cumberland. The prophetic lines given below are by Taliesin, in reference to the subsequent invasion and conquest of Britain, by the Saxons, whereby the aborigines of the Island were driven from its fairer portion to the fastnesses of Wales. The prophecy is remarkable for having been in every respect fulfilled
Eu Ner a volant; Eu hiaith a gadwant; Eu tir a gollant; Ond gwillt Walia,
Still shall they chaunt their Maker's praise; Still keep their language and their lays; But nought of all their old domain; Save Walia's rude and mountain reign.

[from Liverpool Albion - Monday 06 June 1842]:
TALIESIN STEAMER. About Christmas last we announced the launch of the Taliesin from the building yard of Messrs. Eyton Brothers, at Mostyn Foundery, at the mouth of the Dee, in Flintshire. This vessel is intended to ply on the Liverpool and Mostyn station, in lieu of the present steamer the Black Diamond. Messrs. Eyton have constructed two new engines, of their own invention, for the Taliesin, on an entirely new principle, combining lightness with power and economy of space, and which, par distinction, may be called the "Taliesin engines." Various trials of these engines have been made, and they are found to work admirably, with a very moderate consumption of fuel. The power of the engines is equal to ninety horses. They weigh only fifteen tons, and occupy about four feet of the vessel's hold, while the speed of the boat, constructed rather with a view to towing and carrying cargo, and short, so as to turn in a confined space to suit the particular station, averages full ten miles an hour when there are upwards of two-hundred persons on board. A much higher rate of speed will most likely be effected, when the stiffness of the new machinery wears off by use. With a vessel is modelled for speed, there is little doubt that sixteen or seventeen miles an hour would be accomplished. We understand that the performance of these engines is looked to with considerable interest by parties connected with steam navigation. Great praise is due to the Messrs. Eyton for their spirit in carrying into effect a hazardous experiment at their own risk, and it is highly gratifying to find that the result has answered their most sanguine expectations. We understand, that the Messrs. Eyton yet contemplate much greater improvements in the construction of marine engines, and thus we may say, that most of the improvements in this important branch of our national marine have arisen from individual enterprise and skill, the result of private competition. The Taliesin takes her place on Monday next, and will shortly run daily, of which due notice will be given by advertisement.

[from Liverpool Albion - Monday 29 May 1843]:
TRIALS OF SPEED. On Sunday last a trial of speed took place between the Taliesin, Mostyn steamer, and the Blanche, Runcorn boat. The vessels sailed on a pleasure trip for the Northwest Light-ship, round by the Victoria Channel home again. The Blanche had a start of about three minutes, but shortly after the vessels passed the Rock, the Taliesin was abreast of her, and was considerably a-head of her before they reached the Light-ship. She continued to gain upon her until her arrival at George's, when she had distanced her rival about three miles. The Taliesin performed the trip in three hours and twenty minutes. She is, we believe, the fastest boat on the river.
  A trial of speed took place on the 18th instant, between the Welsh-built steamer Taliesin, and the Liverpool-built steamer Erin-go-bragh, the course of both vessels being in the same direction, between Liverpool and Hoylake, a distance of nine miles, and great interest was excited on the occasion among the partisans of each vessel. They started together from the pierhead at Liverpool, precisely at eleven o'clock a.m., and "the best foot foremost" was the order of the day. These swift and lively craft seemed to feel that the credit of each was at stake,
"They walked the waters like true things of life,
And seemed to dare the elements of strife."
Old father Neptune might, perchance, have been seen on the crest of a curling billow, waving his hand as if in token that success might attend the "better ship", did not that glare from the fiery eyes of his snorting sea-horses seem to betoken that they were envious of the power and speed of those modern but more powerful "snorters", and of a desire to join the race? But hey, presto! the desire, if entertained at all, is too late, for there are the steamers dashing forward at least twenty knots a-head, the sea-god's finny steeds are left behind, plunging, and champing their pearl-spangled bits in vain. But to return to plain English, the race was all regular and fair thrashing off the muddy brine, abounding in this Channel, and the result was, that at Hoylake, the point where the two vessels parted, the Taliesin was a fair mile a-head of the Erin-go-bragh. This decisive triumph reflects great credit on Messrs. Eyton, the makers of the Welsh-built engines of the Taliesin, as her hull is by no means so well modelled for speed as that of the Erin-go-bragh. We understand that considerable sums changed hands upon the result of the race, and the exulting Taffies might have been seen on the pier-head giving vent to their joy by sundry capers, clinking their full purses, and sputtering forth sundry Io Poens [sic], such as, "Man Diawl!; fe ddarfym ynill etto!"[sic] in their own unpronounceable and incomparable Doric.

[excerpt from Chester Chronicle, Friday 05 July 1844]:
The times of sailing of the NEW and SWIFT STEAM PACKET. TALIESIN.
Between Mostyn and Liverpool, for the Months of August, and September, 1844. FROM MOSTYN TO LIVERPOOL....

[from Liverpool Mail - Saturday 03 March 1849]:
Important Conviction under the Wreck and Salvage Act. A most important conviction, resulting in the committal to gaol of the master of a steam-vessel, for evading the provisions of the act 9th and 10th Victoria, chap 99, known as the Wreck and Salvage Act, has just taken place at Newmarket, in Flintshire. The decision in this case is one of great importance to the maritime interests, and cannot be too generally known by masters and commanders of vessels. It appears that the Taliesin steamer, plying between Liverpool and Rhyl, on her passage between the above ports, on the 9th of January last, fell in with an abandoned vessel, which proved to be the Dasher, of Killough, in Ireland, laden with oatmeal, and bound for Liverpool. This wreck was taken in tow by the steamer, and was safely brought into the river Dee, where she was stranded near Mostyn Quay. The master of the steamer reported the circumstances to his employers, the Messrs. Eyton, of Mostyn Colliery, but neglected doing so to the Receiver of Droits of Admiralty for the district, as required by law. The Messrs. Eyton took measures for saving as much of the cargo as possible, and they transmitted a narrative of the circumstances to Lloyd's agent at Liverpool, and to the owners of the Dasher at Killough. A small schooner was laden with the recovered property, value £150, which was forwarded to Liverpool by Messrs. Eyton for the benefit of the underwriters, by whom it had been claimed. The remainder of the cargo was plundered, and carried away by a number of lawless depredators. For the non-compliance with the provisions of the act, in thus neglecting to place the vessel and cargo at the disposal of the Receiver, Hugh Jones, the master of the Taliesin, was summoned by Captain Tarleton, the Receiver of Droits, before the magistrates at Newmarket. The case was fully entered into, and the fact of non-reporting to the Admiralty officers clearly established. The magistrates inflicted the penalty of £100, which sum they had no discretionary power to mitigate. In default of payment, the master was sentenced to six month's imprisonment. It may not be generally known that all goods and articles cast up by the sea, or secured as derelict on the waters, are immediately to be reported in writing, as such, by the salvors to the receivers of the Admiralty. The act is most stringent and decisive on this point. In the above instance, had the master properly reported the case he would have been entitled a large sum for salvage.

[from Liverpool Mail - Saturday 05 August 1848]:
Rhyl. This favourite watering place is quite full at the present moment, and the influx of visitors into Wales, particularly the towns bordering the sea-shore, is greater than has been known for several years. The first-class steamer Taliesin plies regularly on the above station, and gives the greatest satisfaction to her patrons.

[from Gore's Liverpool General Advertiser - Thursday 25 October 1849, and until May 1850]:
For SALE. The powerful and fast-sailing Steamer TALIESIN; 73 2-10ths tons per register. Dimensions: Length 114 feet 4-10ths; breadth 16 feet 5-10ths; depth 9 feet 1-10th; engine-room 46 feet 6-10ths; launched in 1842, and lengthened in 1848, when she was entirely overhauled, with new planking and ceiling, four keelsons of red pine, each baulk 60 feet in length, with entire new paddle wheels, paddle boxes, decks, masts and standing and running rigging. She is propelled by a pair of excellent 40-horse power engines, on the direct action principle, the cylinders of which have been recently bored, when she was also furnished with new spring packing pistons, slide valve, side rods and brasses. Her boilers are in first-rate condition, having in May, 1849, been lengthened, new tubes, six inches in diameter, inserted, and is at the present time quite equal to a new vessel. She is copper fastened, draws when ready for sea with 15 tons coal, five feet water, when loaded (with 50 or 60 tons of goods) about five feet six inches; she is particularly well adapted for towing purposes, pleasure trips, etc, and may now be inspected in the Collingwood Dock. For further particulars apply to Messrs. Eyton & Co., Mostyn, Holywell, or here to TONGE, CURRY and Co. Brokers.

[excerpts from Chester Chronicle - Friday 09 November 1849]:
Sales by order of the Administrators of the late Mr Robert Eyton, of Flint, Coal and Ship owner, deceased.
Shares in Flint Colliery; South Mostyn Colliery; Mostyn Foundry and Ship Building yard; Lead mines (Esgaer Hir, Nantymwyn, Fron); schooner Flint Castle of Chester (82.52 tons); Flat Betsey (51.08); Flat Lloyd (42.90); Smack Industry (-); Flint of Chester; Schooner Marquess of Anglesey of Beaumaris; Sloop Unity; Steamer Taliesin of Chester (85.48 tons); Schooners Edwin (124.24); Maid of Mostyn (101.89); Lady Harriet (101.89); Sophia (79.89); Sir Edward (59.50); Black Diamond (57.14); Caroline (61.21); Despatch (27.46); Flat Gronant (64.58); Flat Sluice (47.32). Also six cottages.

[from Liverpool Mercury - Friday 12 October 1849]:
More details of sale of schooners Maid of Mostyn and Edwin, and of steamer Taliesin [as above].

[from The Principality - Friday 12 July 1850]:
The Cardiff Steam Navigation Company. Fast Sailing Steamer Taliesin (D Davis, Commander) is intended to ply between Cardiff and Bristol during the month of July 1850. ...

Wooden paddle steamer Vesta, built Henry Fletcher & Fearnall, London, 1835, 162 grt, 95 nrt, 139.3 x 16.6 x 9.9 x 6.0 ft. ON 16173. Used an experimental "quicksilver" engine, designed by Howard, until 1842. Listed in 1845 as a potential gunboat - registered London, built Poplar 1835, 102 tons, 90hp, length 139.3ft. For sale 1846 with conventional engines. First advertised as providing Liverpool - Mostyn service in late 1847, continuing to February 1855. MNL states registered London from 1850, 64 tons, 90hp. The owner from 1850 was J T Cookney, of London, the proprietor of Mostyn Colliery. Last MNL listing 1864.
Another Vesta is listed as registered at Caernarfon in 1848 until at least 1851 - named Vesta, owned Lord Newborough. ON 10191, built Glasgow 1848, an iron screw yacht. That vessel is in MNL until 1874. Converted to sail 1874, sold, registered Liverpool 1875 and posted missing 1875.

[from Morning Advertiser - Saturday 05 January 1839; and similar adverts from August 1836, until August 1842]:
SOUTHEND and SHEERNESS, calling at the Town-pier, GRAVESEND. The VESTA steam packet, with Mr. Howard's Patent Engines, leaves LONDON-BRIDGE WHARF for the above places at Eleven o'clock precisely, every MONDAY, WEDNESDAY, and FRIDAY, returning every TUESDAY, THURSDAY, and SATURDAY. Fares as usual. Office, No. 7, Tokenhouse-yard.

[excerpt from Public Ledger and Daily Advertiser - Saturday 13 August 1836]:
On Saturday last the boy left Gravesend for London at an early hour in his boat, and although unacquainted with the currents and navigation of the river, rowed himself as far as Blackwall, where he was run over by the Vesta, a new steam-vessel called the "Quicksilver", which is navigated without boilers, with patent vapourisers, and condensers, on her way to Ramsgate.
[Howard's Patent engine used a bed of quicksilver (mercury) and lead to retain heat in the boiler [which was much smaller] and then just sufficient water was added to make the amount of steam required. This was safer than storing steam under pressure. Fresh water was needed (to avoid corrupting the mercury-lead amalgam) and was provided by cooling the spent steam by recycling the same water - cooled by passing it through pipes external to the vessel. Info from Scientific American Supplement, No. 312, December 24, 1881 ]

Advertised for sale with conventional engines:[from Shipping and Mercantile Gazette - Thursday 12 February 1846]:
THE superior Steam Packet VESTA, 230 tons builder's measurement; built by Messrs. Fletcher and Fernell, with beam engines of 45-horse power each, by Messrs. Penn and Son. She is copper-fastened, oak framed, with oak and iron diagonal braces, schooner rigged, well found in stores, and ready for immediate employment; speed eleven miles and upwards per hour. Lying for inspection in the East India Dock Basin. Apply Mr T Howard, King and Queen Iron Works, Rotherhithe,

[excerpt from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 13 November 1847, and later]:
Liverpool - Mostyn service by steamer Vesta. In Liverpool from Clarence Dock, then from Prince's Pierhead and Seacombe slip.

[from Gore's Liverpool General Advertiser - Thursday 02 August 1855]:
For SALE. The well-known Paddle Steamer VESTA; timber-built and copper-fastened 64 tons register, 150 feet long, 17 feet beam, 10 feet deep, and draws 6 feet 6 inches; has a pair of first-rate beam engines with 37-inch cylinders, 3 feet 6-inch stroke, and a tubular boiler; also very good fore and after cabins, and raised quarter-deck: now lying Mostyn, where she may be seen at any time. For further particulars apply J. H. Holt, Mostyn, near Holywell, or DANIEL JAMES, Union-street, Liverpool.

[excerpt from Chester Chronicle, Saturday 12 December 1857]:
On Sale. ... Also, the HULL of the Vesta Steamer, lying at Mostyn Quay. Length aloft 139 feet, breadth midships 16.5 feet, and depth 9 feet 10 inches or thereabouts. For particulars and prices apply to Messrs Leigh and Gilbert Howell, Hawarden Iron Works, Holywell.
[Note some possible confusion: John Rigby had an iron works at Hawarden, and later on the Dee bank at Sandycroft; there was a Hawarden Iron Works, just north of Bagillt, near Holywell; and a later steel works (Summers) was called Hawarden Bridge - since located near the railway bridge over the Dee, near what is now called Shotton.]

Wooden paddle steamer Unity, built Parry & Co., Fflint 1840, offering excursions from Chester during summer 1841-4, master Thomas Lewis. Later registered at London, listed at London 1845, as built Flint 1840, 56 tons, 83.3 x 16.1 x 6.0ft, 40hp. In MNL, ON 24598, 35 tons, until 1857. Steam tug. Burnt 1857 near Sheerness.

[from Monmouthshire Merlin, 14 November 1840]:
Newport: Exports. Unity, Lewis, for Liverpool, 54 tons foundry iron from Varteg Iron Co.

[from The North Wales Chronicle and Advertiser for the Principality, 6th April 1841]:
Flint. A new schooner [Annabella, listed Lloyds Register as built Flint 1841, 104 tons, owned Parry & Co. of Flint] is likely to be launched from the building-yard of Messrs. Michel, Parry, and Co., being the third vessel (including a steamer [most probably Unity]) completed by this firm in a very short period. One of them, the Malcolm [barque, 224 tons, built Flint 1840, owned Stranraer], is now in the China or Indian trade.

[from Chester Chronicle - Friday 11 June 1841]:
TRIP TO SEA. The new steamer Unity, THOMAS LEWIS, Master, (with a branch pilot on board) will start from the Sluice-house, Chester, on Thursday the 17th June, at 8 o'clock in the morning, on a pleasure trip to sea (weather permitting) round the North-West Liverpool Lightship, and back again the same evening.
Fares 2s. 6d. each, Children half price. A private Cabin and Female attendant, Wines, Spirits, and Beer, had on board.

[from Chester Courant - Tuesday 17 May 1842]:
Trip down the river. THE NEW STEAMER, UNITY, Thomas Lewis, Master, will start from the Sluice House, Chester, On FRIDAY, the 20th of May, 1842, at eight o'clock in the morning, (weather permitting) TRIP OF PLEASURE DOWN THE RIVER, and return the same evening. Fares 2s.6d. each, Children half-price. WINES. SPIRITS, and BEER, to be had on board.

[from Chester Chronicle - Friday 15 July 1842]:
TRIP TO HOYLAKE. The UNITY STEAMER. Lewis, Master, will [sail from] the Old Crane Wharf Chester, on Tuesday the 19th day July 1842, at eight o'clock in the morning, on a Trip of Pleasure to Hoylake, and will return the same evening. Fares, 2s. 6d. each. Children half-price. Wines, Spirits, Porter, Cigars, &c. July 14th, 1842.

[from Chester Chronicle - Friday 05 May 1843]:
Steam trips down the Dee. We perceive that, on Wednesday next, the Unity steamer makes the first of those delightful trips down the river to Hoylake, &c, &c,. which afforded so much pleasure and gratification to the citizens last summer. We have no doubt the attendance will be good.

[from Chester Chronicle - Friday 16 August 1844]:
Pleasure Trip on the Dee. On Monday the Unity steamer made a pleasure trip to Hoylake, the proceeds being devoted to the Blue Coat School. The scholars and their band were on board. The attendance was not large, in consequence of the weather being unsettled. But a most pleasant day was spent. The passengers had most liberally provided themselves with provisions. Indeed one gent, enjoyed a duck more than he bargained for.

[from Shipping and Mercantile Gazette - Tuesday 20 May 1845]:
Sale: ... SIXTY-TWO SIXTY-FOUR PARTS or SHARES of and in the fine Steam-boat UNITY, 55 63-100 tons register; built at Flint, North Wales, in 1840, propelled two engines of 20-horse power each, by Rigby, of Hawardin, in the county of Flint. This steamer having been built expressly for carrying merchandise, is available either as a coaster or for foreign trade; her machinery is in excellent condition, and stores good and ample; will carry a large cargo at an easy draught of water and good speed, requiring little or no outlay, being quite ready to proceed to sea. Dimensions Length, 83 feet 3-10ths; breadth, 16 feet 1-10th; depth, 8 feet 5-10ths; length of engine-room, 32 feet 5-10ths. Now lying in the East India Docks. ...

[fromm Morning Herald (London) - Monday 10 August 1857]:
FIRE ON BOARD THE UNITY STEAM TUG VESSEL. - SHEERNESS, SUNDAY. The Unity steam tug vessel, Frederick Spicer, master, belonging to Mr. D. Barker of Horselydown, accidentally caught fire about one a.m. on Saturday morning last, when at anchor inside the Big Nore. Every possible exertion was made by the captain and crew to subdue the flames, otherwise she would have gone down in deep water, and become a total wreck; as it is, however, she is burnt to the water's edge, from abaft the boilers to the stern, fully exposing the two boilers and machinery. It is supposed it originated through the heat of the boilers igniting the vessel, as the flames when first discovered by the captain, were issuing from round the funnel and back of the boilers. She was towed in by the Alliance off Srapsgate [sic Scrapsgate], Isle of Sheppey, where she was scuttled, and from there towed alongside Sheerness pier where she now lies; and on account of the damage cannot be removed any further. It is the general opinion she will be broken up, and the machinery taken out of her. Too much praise cannot be given to the coast-guard at Garrison Point, who under the command of Commander W. C. Forsyth of this district, rendered them all possible assistance. She is reported to be insured.

[from Morning Herald (London) - Tuesday 25 August 1857]:
Unity, steam tug, of London, was sold by public auction on Saturday last at Sheerness pier, with engines and boilers (damaged by the late fire). She only realised £320, and was brought in by the late owner, Mr. Daniel Barker, of Horsleydown. Her damages by fire are of such an extensive nature that it is highly probable she can never be repaired again. She got liberty and was yesterday in the open basin having her boilers taken out under the crane.

Wooden paddle steamer Lapwing, built John Rigby, Sandycroft, 1842, sloop rigged, 31.6 tons burthen, 68 x 10.9 x 6.8 ft, engines 18hp, with Edward Finch's patent propellors - a sort of modified paddle. Owned Rigby, registered Chester August 1842, later sold to Bahia Steam Navigation Company, Brazil in 1843. Arrived Brazil 22 November 1843, then renamed Caramuru and registered in Bazil. That company was dissolved in 1846. Caramuru is the native name of the first Portuguese colonist to the region.

Paddle propulsion had drawbacks - before feathering paddles were used - the paddles disturbed the water on entering and leaving - creating inefficiency. Edward Finch of Liverpool patented an improved system - and John Rigby of Hawarden built a vessel to test this invention. Newspaper reports are favourable - but screw propulsion was soon to overtake any such modification to paddles.
Indeed the Liverpool Screw steamer was being tested at a similar date.
More detail from LNRS 1995, Vol 39.

[from Bolton Free Press - Saturday 07 May 1842]:
On Thursday last, a trial was made on the river, of Mr Edward Finch's patent propeller, which was eminently successful. A small steamer, called the Lapwing, of 45 tons burthen, and 18-horse power, has been constructed at the well known engineering establishment of Mr Rigby, at Hawarden, for the purpose of trying the merit of Finch's invention. We are informed, that, in coming round to Liverpool, although so small a vessel, she performed some part the trip at the rate of 12 miles per hour. After steaming in the river for some time, where she was an object of much interest to the old craftsmen and a large number of spectators, she sailed away with a number of gentlemen on board to the North-west Light-ship, returned to Liverpool by way of the Formby Channel, between seven and eight in the evening. The trip gave great satisfaction to the voyagers, and convinced all parties that this novel invention will be of great importance, and when fully developed, of general application to sailing vessels as well as to steam-packets. The Lapwing left the port yesterday for Hawarden, where further experiments are about being made to make her still more efficient, and, from the spirit shown in this experiment, we await her return with considerable interest; as it is generally considered that no improvement has taken place in propelling steam vessels since their first introduction.
The invention appears a very simple contrivance. The paddle-boxes are still preserved, but instead of paddle-wheels, two plates are applied, the broadest parts of which are at their extreme ends, fixed obliquely at an angle of 40 degrees, one on each side of the vessel, at the ends of the paddle-shaft. These plates, or propellers, are made of wrought iron, and appear very strong and compact, and about 11 feet long, and 3 feet 6 inches wide, in the broadest parts. They are entirely out of the water twice in the revolution of the paddle-shaft, when the engine is on her centres, and have the deepest hold of the water, when the engine is at half stroke, or at its greatest power. They thus act like oars, or skulls: no back-water is created, and the disagreeable beating of the paddleboards on the water, and consequent vibration of the vessel, is avoided.

[from Chester Chronicle - Friday 15 July 1842]:
EXCURSION along the Welsh Coast, (landing Passengers at Flint and Bagillt,) to MOSTYN, and weather permitting, to RHYL. THE LAPWING, Steamer, worked by Finch's propellers, under the command of Capt. Rowland, will start from the Crane, Chester, on Tuesday next, the 19th inst. at half-past Eight o'clock in the morning, on a TRIP of PLEASURE to the above places, returning the same evening at half-past nine. Fares, 2s. 6d. each. Children, half-price. Wines, Spirits, Ale and Porter, to be had on board.
  The Lapwing SAILS DAILY to FLINT and BAGILLT. For particulars of the time of starting see the handbills, which will be issued monthly. Terms of freight, &c. may known by applying to Captain Rowland, No. 4, Crane-street

[from Liverpool Mail - Saturday 24 September 1842]:
PARKGATE REGATTA. This annual festive scene was held on Thursday last. The day proved most propitious; and as early as eleven in the morning the promenade, half mile in length (three hundred and fifty yards of which has been rebuilt and flagged) was crowded with spectators, amongst whom were numerous elegantly dressed ladies. About this hour, John Rigby, Esq., who was enjoying a pleasure trip on the Dee, brought to anchor, opposite the hotel, his beautiful new steamer, the Lapwing; and with his accustomed generosity, invited on board a numerous party of ladies and the Regatta Committee, all of whom were treated with sparkling wine.

[Gore's Liverpool General Advertiser - Thursday 21 September 1843]: [from Liverpool Standard and General Commercial Advertiser - Tuesday 12 December 1843]:
The following vessels have been spoken, - The Lapwing (steamer) hence for Bahia, 2nd Nov. in lat. 9 N, long. 26 W.

[from Herapath's Railway Journal - Saturday 30 December 1843]:
Bahia Steam Navigation Co. ... inquiries were made and it appeared to your Directors that the only steamer for the Company's purposes which could be immediately sailed for Bahia, was a boat called the Lapwing for sale at the port of Liverpool, and built in the spring of 1842. A negotiation took place for the purchase of the boat, and a final offer of £2000 was accepted, the vendors undertaking to deliver the steamer to the agents at Bahia, without further cost to the Company. The extra charges for commission to the broker, and other expenses may amount to £200.

[from Herapath's Railway Journal - Saturday 27 January 1844]:
Letters received from Bahia, advise the safe arrival of the Lapwing steamer, at St. Salvador, on the 22nd Nov. This is the smallest steamer that has yet crossed the Atlantic, and has been placed upon the station by the Directors of the Bahia Steam Navigation Company.

[from Herapath's Railway Journal - Saturday 29 June 1844]:
Bahia Steam NC, assets: Lapwing, now the Caramura [sic: Caramuru], .. £2500.
[They also owned Bahia steamer, Cath Paraguassu [sic: Catarina Paraguassu] steamer, Governor Brooke, coal hulk].

[from Herapath's Railway Journal - Saturday 03 January 1846]:
Bahia Steam Nvigation Co: ... Your Directors beg further to state, that it was the Northern Steam Company who purchased of this Company the two boats, "St. Salvador" and "Todos os Santos". ... With respect to the present employment of your property at Bahia, your Directors beg to report that your steamers, the "Bahia," the "Catherine Paraguassu," and the "Caramuru," continue on the station, and that further reductions have been introduced on board the boats.

[from Herapath's Railway Journal - Saturday 19 December 1846]:
In answer to questions, the CHAIRMAN stated that the vessels of the Company were, the "Catarina Paragusa"[sic], the "Bahia," and the "Paraguassu."[sic] That the sum they might produce under a sale was doubtful; that there had been some expenses since June last, or repairs of the vessels; that the establishment at Bahia was now merely nominal, as the Directors had discharged their Engineers. They could not bring their vessels to England for sale, it having been decided that they had adopted the Brazilian flag, and become foreign ships.
Mr. KEARSEY explained the position of the vessels, as regarded their having been originally registered in the name of Mr. Heathorn, which led to the unfortunate lawsuits in which they had been so long engaged, and the particulars of which have frequently been before our readers. The vessels are still standing in the name of Mr. Heathorn, notwithstanding the decree of the Vice-Chancellor for his transferring them to the Company.
The CHAIRMAN stated, that two of the vessels were laid up, and that they had given instructions to their agents to give notice to the merchants that they were for sale.

The Company was dissolved on 17 Dec 1846.

Iron screw steamer Liverpool Screw, built J Grantham (of Mather & Dixon), Liverpool, as an experiment. More details.

[from Chester Chronicle - Friday 07 July 1843]:
Steam Trip to Flint. The Liverpool Screw. The citizens of Chester were last week gratified with a visit of the iron steam boat, the Liverpool Screw, being the first upon this principle seen in Chester. The rapidity and ease with which she glides through the watery element is truly astonishing. On Friday last, the manager, Mr. John Payne, kindly invited many of the citizens to choose to witness her extraordinary powers, with a trip to Flint and back, a feat which she performed against a strong tide both ways, in the short space of three hours and 10 minutes. Her length is only 53 feet, and her engine 20 horse power; fitted up by those celebrated engineers, Messrs. Mather, Dixon, and Grantham, of Liverpool.


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Iron paddle steamer Promise, built 1851, Tyne. Excursion from Chester 1852. Details .

Iron paddle steamer Satellite, built Thomas Ditchburn & John Mare, London, 1841, 124 grt, 85nrt, 139.1 x 16.8 x 7.5, engines 80hp by Miller & Ravenhall, first owner Gravesend & Milton New S P Co.
Owned John Watkins, Liverpool 1854; J. T. Cookney, Liverpool 1859. ON 25747. Described on the Mersey in 1854 as "recently one of the Thames steamers". Disabled off Liverpool in 1854 - all aboard rescued. In 1862 advertised for sale, as built Blackwall 1841, owned J T Cookney [proprietor of Mostyn Colliery]. Registered Liverpool 1854, 65 tons, 70hp. MNL record ceases 1863. Broken up 1863.
Advertised as running Liverpool - Bangor in 1854, then Liverpool - Mostyn in 1855-9. For sale 1862, described as at work at Mostyn [presumably as a tug].
  There were several vessels named Satellite in operation at Liverpool: that built 1825, wooden; the steam tender built 1846, ON 23924. The Mostyn vessel seems to be yet another.

[from Morning Advertiser - Saturday 10 July 1841]:
STEAM TO GRAVESEND. STAR PACKETS. The above fast and favourite Packets leave LONDON BRIDGE WHARF, Mornings, 8, 10, 12; Afternoons, 1, 4, 6. Sunday Mornings, 8, 10, 12, Afternoons, 1 and 6....The new and very superior Iron Steam-packet the Satellite will shortly be placed on the Station from the Waterman's Adelphi Pier, bottom George-street, Adelphi. of which due notice will be given. Star Office. Gravesend. July 1.

[excerpt from Liverpool Albion - Monday 19 June 1854]:
Birkenhead yacht race: .... It was the generally expressed opinion of the gentlemen who accompanied the race, on board the steamer Satellite, recently one of the Thames steamers, that the Challenge was not so fast as the Presto. ...

[from Northern Daily Times - Monday 11 September 1854]:
NORTH WALES. LIVERPOOL, BEAUMARIS, BANGOR, AND MENAI BRIDGE. The well-known and fast sailing steamer SATELLITE, Geo Mowle commander, - will sail from the Prince's Pier, Liverpool., until further notice, on MONDAY, WEDNESDAY, and FRIDAY, at Eleven o'clock in the morning; and leaving the MENAI BRIDGE on TUESDAY, THURSDAY, and SATURDAY, at Ten o'clock in the morning. Goods required to be down half an hour before the hour of sailing. Apply at Liverpool to THE HERCULES STEAMTUG-COMPANY, 2, New Quay; Or at the Bridge to JOHN HUGHES, Agent.

[from Liverpool Mail - Saturday 23 September 1854]:
Disaster to a Liverpool Steamer. Imminent Danger of Passengers. About eleven o'clock on Thursday morning, the steamer Satellite, belonging to Mr. J. Watkins, of this town, and which has been for some time plying between Bangor and Liverpool, left the former place with 40 passengers, and a miscellaneous cargo of goods, bound for this port. All went well up to four or five o'clock on the afternoon of the same day, when the steamer was off the Bell buoy; there, however, the boilers "gave out", and, of course, the further progress of the vessel stopped. The anchor was let go, and a signal of distress hoisted, and considerable anxiety was felt on board, as the sea was very high, (a gale of wind blowing from the N.N.W.,) and the waves broke over the deck so roughly that several calves, baskets of fish, and about 80 bags of oysters were washed away. In this position the vessel remained until half-past eight clock, and then finding no assistance forthcoming, though it ought to be stated that an Irish steamer passed them about five o'clock, but without offering to assist, they tripped the anchor and allowed the vessel to drift over the bar into the Rock channel, where they again came to anchor and passed the night. At six o'clock next morning, the Magazine life-boat came alongside, and took off part of the passengers to Liverpool, and in another half-hour, the John Bull, a steam-tug belonging to Mr. Watkins, took the Satellite in tow, and brought her safely into the Birkenhead docks. We understand that it is customary for the Steam-tug Company's vessels, in case of disasters like these, to tow out the life-boats to the scene of the danger, but in this case, it would appear, the Victoria only towed the Magazine boat as far at the Crosby light-ship. How was this?

[from Liverpool Daily Post - Thursday 20 September 1855]:
RHYL, DENBIGH, HOLYWELL, AND ALL PARTS OF NORTH WALES. The quickest and cheapest route is THE SATELLITE, TO MOSTYN. Apply to Mr. John Watkins. 8, Strand-street; or to DANIEL JAMES, 22, Union-street.

[from Northern Daily Times - Monday 26 July 1858]: LIVERPOOL AND MOSTYN DAILY. ONE SHILLING FARE. The Steamer SATELLITE Sails Daily from the Great Landing Stage, Prince's Pier. Fore Cabin. 1s; After Cabin, 1s 6d. For time bills, &c., apply to Mr. JOHN WATKINS, 2, Strand street; or to Mr. EDWARD COOPER, 26, Earle street, Liverpool.

[from Cheshire Observer - Saturday 09 July 1859]:
STEAM BOAT TRIP TO LLANDUDNO. GREAT TREAT OF THE SEASON FOR EXCURSIONISTS. ON MONDAY, July 11th, 1859, that splendid and powerful fast-sailing iron Steamer "SATELLITE" will leave the Crane Wharf, precisely at 8 o'clock, for that beautiful watering place Llandudno, calling at Saltney to take in passengers. The vessel will pass Mostyn, Rhyl, Abergele, and the delightful Scenery of North Wales, including the Vale of Clwyd, St Asaph and Rhuddland Castles, the beautiful Mountain Scenery, including the Great Orme's Head. Time will also be afforded to Excursionists to view the far famed Castle and Town of Conway, the only walled Town of Wales. The Beach of Llandudno is the best in the world for Bathing.
FARE THERE AND BACK: AFTER CABIN 3s, FORE CABIN 2s. 6d. Children under 14 years of Age half-price. REFRESHMENTS ON BOARD. A Band of Music will be in attendance. The "Satellite" will leave Llandudno at 4 o'clock, p.m., and arrive in Chester at Eight. The "Satellite" will land passengers at the Stage, Llandudno, free of any extra charge.

[from Cheshire Observer - Saturday 16 July 1859]:
Steamboat Trips on the Dee. It was announced last week that the packets Satellite and Sailor King would start from Chester on Monday morning on pleasure excursions to Llandudno, but owing some mismanagement the Sailor King [b South Shields 1857] failed to make its appearance at the appointed time. The consequence was that the Satellite was crowded to excess, and even then a very large number of persons were left behind, most of them disappointed holders of tickets for the missing vessel. The Satellite returned about ten o'clock in the evening, to land the excursionists from Chester and to take back a number of Welsh people, who had come up in her in the morning, from Mostyn, but unfortunately she could not make her anticipated journey till next morning, and many of the poor people from Mostyn had to walk about all night, being unable to pay for beds.
Last Tuesday, a steamboat started from the Sluice House, Chester, for Llandudno, with a number of people on board who ought to have gone with the Sailor King the day previous. When the packet had got as far as Saltney, the proprietors demanded the sum due for its hire, and the money not being forthcoming, the whole of the excursionists were landed there. Many of them bathed in the river, and amongst the number a boy named Joseph Williams, an apprentice of Mr. Pullan, printer, of this city, got out of his depth, and was drowning, when a man named Charles Williams, a plumber and glazier, jumped into the water and tried to save him. Unfortunately, however, both of them were drowned, and Charles Williams has left a wife and five children totally unprovided for.

Owner's will [from Chester Courant - Wednesday 23 January 1861]:
THE WILL OF THE LATE J. T. COOKNEY, Esq., the London Review for January 12, we find the following remarks on the will of the late Mr. Cookney, formerly the proprietor of the Mostyn Collieries: "James Thos. Cookney, Eq., solicitor, late of Lamb's Conduit-place, and who died at No. 11, Bolton-row, Piccadily, on the 4th of December last, made his will on the 18th of June, 1858, which is entirely in his handwriting, and is very brief, appointing his relict sole executrix, to whom probate has been granted. The personalty was sworn under £35,000. This gentleman, by a successful practice, has obtained a handsome fortune, having acquired landed and other property beyond the personalty here mentioned, all of which he bequeathed to his relict exclusively, giving directions with regard to their only son, and reposing in her a confidence, as to his future provision, rarely to be met with in documents of a testamentary character."

[from Liverpool Daily Post - Wednesday 20 August 1862]:
Peremptorily and without reserve. On account of the Estate of the late James Thomas Cookney, Esq. To-morrow (Thursday), the 21st instant, at One o'clock, at the Brokers' Saleroom, Walmer-buildings, Water-street. The very fast Iron Paddle Steamer SATELLITE, 106 87-100ths gross and 67 33-100ths tons nett register, and 70 horse-power nominal; built at Blackwall in 1841; had new decks, stanchions, and large repairs about 18 months ago, at an expense of £700. She is now at Mostyn where she may be seen at work. Dimensions: Length, 139 feet 1-10th; breadth, 16 feet 8-10ths; depth 7 feet 5-10ths. Apply CURRY, KELLOCK and CO. Brokers.

Iron paddle steamer Fanny, built Clyde 1846 and used as Mersey Ferry until around 1856. In 1864 running Liverpool - Holywell and Llanerch y Mor.

[from Northern Daily Times - Monday 26 July 1858]:
LIVERPOOL TO HOLYWELL DIRECT, DAILY. FARE, ONE SHILLING. The Steamer FANNY Will sail regularly from the New Landing-stage. Fore Cabin, 1s; After Cabin, 1s 6d. Cars always in attendance upon the steamer at Holywell. Note. This is by far the cheapest and most direct route for Excursionists to visit the far-tamed St. Winfred's Well, whose world-wide celebrity needs no comment. It is within a short distance of the landing place of the steamer. For time-bills and all particulars apply to Mr. LOT HUGHES, 34, James street.

[from Liverpool Mercury - Wednesday 21 December 1864]:
The Steamer FANNY Will Sail to LLANER-CHY-MOR[sic] and HOLYWELL During December as under:- ....

Iron paddle steamer Invincible, built Warrington 1852, owned John Rigby. More details.

[from Chester Chronicle - Saturday 16 June 1860]:
SPECIAL EXCURSION TO HILBRE ISLAND, CALLING AT SALTNEY TO TAKE UP PASSENGERS. ON SUNDAY NEXT, June 17, the Steamer "INVINCIBLE" Will sail from the Crane Wharf, Chester, at Nine o'clock the morning precisely, (weather permitting), on a pleasure voyage to tbe above places. Passengers will have sufficient opportunity of viewing the beautiful scenery of the coast of Wales, including Hilbre Island, Point of Ayr, Rhyl, the picturesque scenery surrounding the Cheshire and Welsh coast, forming one the cheapest and most delightful excursions of the season. Passengers going by this Boat ensure an early return. Refreshments will be supplied on Board at moderate charges. FARE FOR THE ROUND 2s. 6d. Should weather prove unfavourable and the Vessel not Sail, all persons holding Tickets will have their money returned.

Steamer Pride of the Dee, owned Captain Hunt, excursions from Chester 1861. Not in MNL. Few details known - other than sea-going, since advertised as making an excursion to Hilbre from Chester.

[from Cheshire Observer - Saturday 17 August 1861]:
Accident on the River Dee - On Sunday afternoon last, an accident occurred on board the steamer Pride of the Dee, on the river Dee. Steam had been got up for the purpose of the proprietor Captain Hunt, taking a cruise up the river with some friends, when, in consequence of too much pressure being put on, one of the cog wheels was broken, which seriously injured the arm of a man named George Dixon, who was assisting Capt. Hunt at the time.

[from Chester Courant - Wednesday 21 August 1861]:
CHESHIRE RIFLE ASSOCIATION. STEAMER "PRIDE OF THE DEE," will leave the Chester Cheese Stage on Thursday 22nd August, at 9 am., proceeding to Hilbre Island, dining (if time) under canvas; returning in time to witness the shooting match at Shotwick, and then to Chester. To prevent overcrowding, admittance by ticket only. Apply to Mrs. TAYLOR, Golden Lion Inn, Chester.

Iron paddle steamer Prince of Wales, built Tod & McGregor, Glasgow, 1858, 142grt, 68nrt, 160.2 x 17.6 x 7.5 ft, engines 100hp, ON26845, initially owned Cork, then Glasgow 1861, then Edward Bates of Liverpool 1862. Ran Liverpool - Mostyn from July 1862. More hstory.
Note Tod & McGregor built in 1842 another Prince of Wales (500grt, ON 17230) for North Lancashire S N Co. (collided with Royal Victoria in November 1842, in the Mersey; assisted in saving lives when Lyra sank off Fleetwood in 1861)
and in 1846 yet another Prince of Wales (328grt, ON 8790) for the City of Dublin Steam Packet Company, which ran mainly Liverpool - Menai.

[from Liverpool Daily Post - Saturday 02 August 1862]:
Pleasant Trips to North Wales. In our advertising columns are announced the hours at which the steamer Prince of Wales is intended to ply, almost daily, between this port and Mostyn. The Prince of Wales is a fine steamer, capable of a high rate of speed, and with commodious passenger accommodation. It will be seen that the fares are exceedingly moderate, and that the trip is accomplished in one-half the time hitherto occupied. With such facilities afforded to pleasure-seekers, we have no doubt that large numbers will avail themselves of these delightful excursions and opportunities to view the famed Welsh scenery.

[from Liverpool Mercury - Tuesday 02 June 1863]:
LIVERPOOL AND NORTH WALES IN ONE HOUR. FARE FOR THE ROUND TRIP: ONE SHILLING AND SIXPENCE. The splendid fast-sailing Steamer PRINCE OF WALES, (Built by Todd and M'Gregor, in their well-known style), 100-horse power, Captain ROBERT DAVIES, Will ply punctually between LIVERPOOL AND MOSTYN, Leaving the Great Landing-stage, Liverpool, and Mostyn Quay, (Weather permitting; Steamer will not be held responsible for non-sailing, with liberty to tow vessels), as under:- ... The PRINCE OF WALES is remarkably fast, and her accommodation for passengers is unsurpassed. The sail which has hitherto occupied above two hours, is performed by this boat in half that time.

[from Liverpool Mercury - Tuesday 06 October 1863]:
BIRTH ON BOARD THE MOSTYN STEAMER.- Yesterday, while the steamer Prince of Wales was on the passage from this port to Mostyn, one of the female passengers, Mrs. Mary Saunders, was taken with the pains of labour, and while in the harbour at Mostyn was delivered of a still- born child. When the lady was first taken ill her husband communicated with Captain R. Davies, who at once placed one of the private cabins at his disposal, and on the vessel's return to Liverpool in the evening he offered to allow the lady to remain till a more fitting opportunity for removal presented itself; but Mr. Saunders and the midwife (who had been procured in Mostyn) thinking that no danger would result from the lady's removal, a cab was brought alongside the stage and the poor woman taken home.

[from Liverpool Journal of Commerce - Monday 08 May 1865]:
A PLEASANT BUT EXCITING RACE. Most of our readers are no doubt, aware of an honest rivalry for public favour having existed for the last year or two between the proprietors of the "Mostyn Packet Station" and the proprietors of the "Rhyl Packet Station," each vieing with the other for what is known as the "North Wales Sea Traffic." During the above period the very beautiful and fast-sailing Clyde-built steamer the Prince of Wales has carried the palm for speed, and that, too, against no mean antagonist - the Ruby, another Clyde-built steamer[b 1854, ON 3185, later blockade runner 1865]. Within the last few days, however, as we have already noticed in our column; the Vale of Clwyd Steamship Company have placed upon the Rhyl station, for the summer season, a very fast boat, named the Vale of Clwyd [b 1865 Clyde ON51478]. This naturally exerted an amount of feeling, and public opinion seemed pretty equally divided upon the relative for speed of the two boats. It so happened on Friday that both the Prince of Wales, for Mostyn, and the Vale of Clwyd, for Rhyl, were timed to leave the Prince's Landing-stage for their respective stations at the same hour: 4:30 p.m.; and, as the course of the two steamers for the distance of about eight miles was the same, it gave the long-looked-for and anxiously-expected chance of settling the vexed question of speed between them. As the time of starting approached, the excitement upon the Landing-stage become somewhat intense, the anticipations of victory beating high in the breasts of the respective crews and other persons who had already made one of the steamers their favourite. Bets were freely offered, and as freely accepted by those who thought they had their eye upon the winner, the betting being about even. The Prince of Wales was the first to get away from the starting post, being followed as quickly as possible by the Vale of Clwyd; but owing to the former steamer leaving some two or three minutes before the advertised time of sailing, she gained an advantage in the start that was not considered at all creditable. This, however, only seemed to give more excitement to the race, and pell-mell down the river went two of the fastest steamers that floated on the Mersey. Between the Landing-stage and the Rock Light, the Prince of Wales increased the distance between herself and rival materially, and gentlemen on board the Vale of Clwyd who had backed the vessel they were sailing in, began to look uneasy. Their anxiety, however, was not of very long duration, for by the time the Rock Light was reached by the Rhyl steamer, a good pressure of steam had been got up, and it soon became evident that the Mostyn steamer, though struggling well, struggled on in vain. As the two vessels neared Spenser Spit Bell Buoy in the Rock Channel, the question of speed was virtually settled in favour of the Vale of Clwyd, the computed distance between the two steamers (one mile and a half when the Vale of Clwyd was at the Rock Light) being narrowed down to a quarter of a mile. Captain Davies, of the Mostyn Packet, nothing daunted, still determined that his vessel should not be passed, and brought into play his well-established knowledge of the various creeks about the East Hoyle Bank, and thus tried to baffle his equally determined and well-informed pursuer, Captain Lewis. It was all to no purpose, the draught of water of the contending boats being equal, and the master of each being what is termed "good old stagers on the road" the Vale of Clwyd went skimming along, and by the time the No. 1 Black Perch Buoy on the Flats was reached, the stem of the Vale of Clwyd was in a line with the counter of the Prince of Wales. Here was the victory, the British ensign was run up on the masthead of the winning vessel, under which floated jauntily the commodore flag, bells were rung, whistles blown, steam blown off defiantly, signals respectfully and courteously dipped, and amidst the noise and cheers of passengers and crews on board the steamers, each vessel steered its course to its respective destination. Thus ended this exciting, but very pleasant race, the Vale of Clwyd being declared the winner.

Report of Prince of Wales saving those aboard the iron flat Curlew in 1866.

[excerpt from Liverpool Mercury - Tuesday 16 June 1868]:
OVERCROWDING THE MOSTYN STEAMER. At the second police court, yesterday, before Messrs. C. J. Curbally and J. A. Picton, Mr. Robert Davies, master of the steamer Prince of Wales, which runs daily between Liverpool and Mostyn, appeared to answer to a summons charging him, under the 319th section of the Merchant Shipping Act, with having, on the 1st of June, carried a greater number of passengers than the vessel was certified to take on board. Mr. Davies, deputy law-clerk to the watch committee, appeared to support the charge, and Mr. Cobb appeared on behalf of the defendant.
Mr. Davies said the steamer plied regularly between Liverpool and Mostyn, and according to the certificate she had on board on the 1st of June was empowered to carry 254 passengers. Had there been but a few in excess of that number there might have been ground to suppose that in the confusion at starting, it being Whit-Monday, some mistake had been made; but there were actually on board when she got to the landing-stage at Liverpool 459 Passengers, which left no room to suppose there had been a mistake. An officer would tell the bench the state the steamer was in as she approached the landing-stage. The vessel had sufficient boats and other means of protection for the number of persons she was certified to carry, but if on the day in question a collision had happened, or she had run aground, or a fire had broken out, or anything of that sort, she would not only have had insufficient protection for the passengers but would have been practically unmanageable. ... .. Captain Davies stated he had been on that station for 34 years ... [He was reported by family members to have served on Black Diamond, Taliesin, Vesta, Satellite and Prince of Wales]

Iron paddle steamer Saint Winifred, built Miller, Garston, 1870, 134 grt, 70 nrt, 125 x 18.4 x 7.7 ft, 60 hp engines by Fawcett & Preston, ON 63272, registered Liverpool 1870, owned Holywell & Liverpool Steam Packet Company - Company wound up 1873. Later owned Bridgewater Nav Co., Manchester.

[from Cheshire Observer - Saturday 23 April 1870]:
HOLYWELL. Launch of the St. Winifred. Since the withdrawal of the steamer Fanny in 1866, great inconvenience has been felt in this neighbourhood owing to the want of direct communication with Liverpool. To supply the need the Holywell and Liverpool Steam Packet Company, Limited, has been formed, and a beautifully modelled steamer especially suited for the traffic between Liverpool and Holywell has been built for the Company by Messrs. W. C. Miller and Jones, of Garston. The dimensions of the St. Winifred are: length over all 130 feet ; beam, 18 feet 3 inches ; depth of hold, 8 feet 6 inches. She is a paddle steamer and her engines, which are to be nominally of 60-horse power, are being supplied by Messrs. Fawcett, Preston, and Co., of Liverpool. According to builders' measurement she is 211 tons burden, and drawing only 5 feet of water, will be specially suited for the intricate navigation of the Dee. The St. Winifred will be fitted with cabins fore and aft, with every convenience for the comfort of the passengers, of which she is to be able to accommodate 400. As she left the stocks Miss Jones, of Holywell, sister of one of the directors of the company, performed the christening ceremony in a graceful manner, and the vessel glided safely into the water, amidst the repeated cheers of the spectators. After the ceremony the parties interested in the vessel, accompanied by their friends, adjourned to the Garston Hotel, where they partook of an elegant dejeuner, under the presidency of Dr. Wolstenholme, of Holywell, chairman of the company, the vice-chair being occupied by Mr. Henry Miller, one of the firm who constructed the vessel, the Principality being well represented on the occasion. The usual loyal toasts having been given from the chair, the Rev. John D. Riley, of Holywell, said that, although being an Independent minister, he thought he was justified in associating himself with the Liverpool and Holywell Steamship Company, inasmuch as his desire was to promote the development of trade between the two ports. Mr. Meredith's name being introduced as the champion vine grower of the world, which was responded to in a felicitous speech by that gentleman. The St. Winifred is the pioneer vessel of the company, and from the enthusiasm manifested by the directors on the occasion of her launch there is reason to believe that several other steamers will shortly be built for the same trade. The health of the Company, also of Messrs. Miller and Sons, and Messrs. Fawcett, Preston, and Co., were severally proposed and suitably responded to. The health of Miss Jones, who christened the vessel, was likewise proposed, and was responded to by her brother. In the course of the proceedings, it was incidentally mentioned that that lady was one of the principal supporters of the company. The St. Winifred has been towed into the Coburg Dock, where she will receive her machinery, and is expected to take her position on the station next month.

[excerpt from Cheshire Observer - Saturday 30 July 1870]:
It was left to the inhabitants of Holywell to build the first passenger steamboat specially adapted for the shoals and shallows of the estuary of the Dee at any time of the tide, or rather that portion of it which lies to the west of Holywell, and which it is necessary to navigate in order to reach Liverpool, between which stations the boat is more especially intended to trade. But with ordinary prudence and a mid-tide, the steamer may safely run up and down the river as far as Chester. Whether it will ever be regularly used for that purpose, with a fair chance of profit to its owners, is a question of which, of course, they are the best judges. The announcement that this new steamer would make its first voyage last Monday seems to have created no little commotion among all the fresh-water sailors in the city[Chester] and neighbourhood. ... Passenger trip Chester to Llandudno and return on St Winefred[sic].

[from Flintshire Observer Mining Journal and General Advertiser for the Counties of Flint Denbigh, 26th May 1871]:
WHIT MONDAY. CHEAP EXCURSION. The favourite and fast-sailing Steamer "ST. WINEFRED" Will leave LLANERCHYMOR for LIVERPOOL at 7 o'clock in the morning, and return from LIVERPOOL at 4 o'clock in the Afternoon. FARE FOR THE ROUND, 2s.

Wooden paddle steamer Earl Spencer, built Ryde, Isle of Wight, 1833, lengthened 1849, 69grt, 43nrt, 85.9 x 13.7 x 5.0 ft, 30 hp engines. ON 24204. Registered Liverpool 1855. After use as a ferry in the Solent, was reported as in use at Chester in 1852, alongside the Canal Locks, presumably as a tug, though also advertised as providing a Rhyl-Liverpool service 1852-3. For sale at Liverpool 1857, described as plying Liverpool - Rhyl.
  In MNL to 1858. Probably converted to sail as a schooner, 57 tons, and wrecked 17 November 1858 at the mouth of the Boyne, Drogheda, cargo coal from Liverpool to Dublin, Captain Gould; 2 crew lost.

[from Liverpool Mercury - Tuesday 08 June 1852]:
STEAM COMMUNICATION. RHYL, RHYDDLLAN, ST, ASAPH, DENBIGH, RUTHIN, ABERGELE, LLANRWST, COLWYN, and all parts of North wales, to and from Liverpool. The New, Powerful, and fast-sailing Steam Ships, PROMISE, & EARL SPENCER, Will sail from the Seacombe Slip, Liverpool, and from Rhyl, punctually as under....

[from Liverpool Albion - Monday 15 November 1852]:
In the same court; on Thursday, John Lewis, master of the Rhyl boat, Earl Spencer, was fined £5 under the same act of Parliament for proceeding to sea without a certificate.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 30 May 1857]:
On THURSDAY next, the 4th June, at One o'clock, at the Broker's Sale-room, Walmer-buildings, Water-street. The Steamer EARL SPENCER; 46 tons per Register. Built at Ryde, Isle of Wight; about 36 horse power. This vessel is substantially built, copper fastened throughout, the copper-fastening weighing about two tons, and requires only a small outlay to put her in first rate order. Has lately been plying between this port and Rhyl. Dimensions: Length 85 feet, breadth 12 feet, depth 7 feet lying at Seacombe. Apply to CURRY, KELLOCK & CO., Brokers.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Wednesday 17 November 1858]:
Sailed 16th November: Earl Spencer 56 Goole[sic] Dublin

[from Belfast Mercury - Thursday 18 November 1858]:
Drogheda, Nov. 17. The schooner Earl Spencer, Gould, master, of and from Liverpool, for Dublin, coal-laden, came on shore North of the Bar, this morning. Captain saved; two men were drowned. The vessel will become a total wreck; most of the cargo lost.

[from Dublin Daily Express - Saturday 20 November 1858]:
TO BE SOLD BY AUCTION, On the Beach. NORTH CROOK, DROGHEDA, the hour of Two o'clock, p m., On MONDAY, 22nd November instant. The Hull, as it may then lie, of Copper-fastened Schooner, "Earl Spencer," wrecked on her voyage from Liverpool to Dublin; also materials saved, consisting of Boat, Sails, Masts, Spars, Anchor. Chains, and Rigging, and such portion of Cargo of Coal as may then be on board. For further particulars apply to JOHN WALSH. Esq., Lloyds Agent, Dublin; WM. BOYLAN, Esq., Drogheda; Capt. Gould, Bultray [sic Baltray]; or WM. KIRTLAND, Auctioneer.

[from Belfast Mercury - Tuesday 07 December 1858]:
Crew of a Life-boat charged with Neglect of the Drogheda. Dismissal of the Cockswain [sic]. In consequence of the wreck of the schooner Earl Spencer, on the North Bull, near the Drogheda bar, with the loss of two lives, during the late hurricane, on which occasion the life-boat connected with the Drogheda harbour, which has a crew of some sixteen or eighteen men attached to it, was not launched, the Royal National Life-boat Institution of London, through the secretary, ordered an investigation into all the facts of the case, as the neglect was calculated to throw the utmost discredit on the life-boat furnished by the parent society. It appeared that the captain of the vessel was saved by some fishermen and pilots in a yawl, while the life-boat lay inert on the beach. The inquiry has been just held before the local committee, ten of the Drogheda merchants being in attendance. Lieutenant Jackson, Commander of the Queensborough Coast Guards, was present at the investigation, and the cockswain and entire crew attended on summons. Lieutenant Jackson stated that while some of the men went away with the yawl he succeeded in getting the life-boat into the water, and was about proceeding with the crew towards the bar perch, but before they had reached that point the men refused to act, as the sea on the bar was dreadful - that the men said if they went out they would never come back - and that the yawl had saved the captain, who was the only person remaining on the vessel. The explanation given by Smith, the cockswain, was that when he and crew observed the men on the wreck they decided on going out in the yawl, they could not take the life-boat over the bar. He considered it his duty, he said, to save life in the quickest way, but the crew would not go out in the life-boat. The crew were separately examined. One of them said it took four horses and twenty men to move the life-boat to the beach, but they failed, and had to bring it back, while they were able take the yawl on their shoulders and launch it. The crew having withdrawn, the board expressed themselves on the inefficiency of the cockswain, and said it was evident the crew had not sufficient confidence in the boat or in themselves. It appeared that the life-boat was never exercised except in fine weather. Lieutenant Jackson, with a number of the crew, said they would exercise the life-boat on the first rough day that a steamer could not reach the bar. It was agreed to appoint a new cockswain, and exercise the boat periodically in stormy weather.

Wooden paddle steamer Test, built J Downey, North Shields, 1852, 73 grt, 23 nrt, 76.8 x 15.2 x 8.8 ft, 32hp engines, ON 27010. Owned Shrewsbury and Chester Railway Co. (E F French) , and registered Chester. Service as a steam-tug, especially between Saltney [railway siding] and Connah's Quay.

Test reported as towing during the launch of Golden Queen in 1853.

Tug Test present at launch of Wayfarer in 1860.

Steamer Swiftsure collided with Test moored alongside near Saltney in the Dee, 1871.

[from Chester Courant - Wednesday 20 June 1877]:
WELSH INTELLIGENCE. A man overboard at Connah's Quay. As the brig Cuba, laden with timber, was arriving in the port on Monday, one of the crew fell overboard. Through the promptitude of the crew of the tug "Test," of Chester (Captain Bennett), he was gallantly rescued.

Wooden paddle steamer Conqueror, built Thorburn & Grant, North Shields, 1848, 66grt, 21nrt, 73.6 x 14.7 x 8.8ft, engines 30hp by Almond, North Shields. Owned 1851 by W Walters, registered Chester. Owned Binns and registered at Liverpool 1855.

Described as, lately owned by W Walters, when involved in a trial of power at Chester with tug Cobre in 1851.

Listed in MNL passenger-certified steam vessels as 21nrt, 30 hp, at Liverpool, 1853. But not listed in 1854 Liverpool registered steam vessels.

Iron paddle steamer Fire King, built Marshall, South Shields, 1856, 121grt, 34 nrt, 105.6 x 18.8 x 10.4 ft, 60 hp engines. Owned Liverpool (St George's Steam tug Co.), then 1878 owned Coppack, registered Chester, 1878-82.

[from Cheshire Observer - Saturday 18 May 1878]:
A Tug Steamer for the Dee. We hear that Messrs. Coppack, Carter, and Co., ship and insurance brokers, of Connah's Quay, have just bought, or are about to complete the purchase of, the fast and powerful steam tug Fire King for use on the river Dee, and for ocean towing purposes. The Fire King, being fitted with a fine saloon and other accommodation, is available for excursion trips and pleasure parties, and in all respects is a very valuable acquisition. The commercial community should give the purchasers every support in their splendid enterprise. The tug will be brought round from Liverpool this week.

Collided with and sank Elfin, off Mostyn February 1880.

[excerpt from Chester Chronicle - Saturday 12 June 1880]:
As a large Norwegian brig, timber laden, was proceeding up the Dee to Connah's Quay, in tow of the tug Fire King, on Thursday, about noon, she grounded at a dangerous point near the gap left in the causeway.

Iron screw steamer Aston, built Schlesinger, Davis & co, Wallsend, 1867, ON 58201, registered Chester, 78nrt, 132grt, 100 x 20 x 9.5 ft, engine 25hp by Thompson, Boyd & Co, Newcastle. Owned F Thompson, Queensferry, then A Ward, Hawarden, then J Coppack, Connah's Quay in 1883. In 1881 was reported as at Connah's Quay during the census, and employed in trading to Belfast. Sold to J Gardner, Glasgow, 1894. Collison 1903 with tug Neptune off Greenock - refloated, but broken up.
[from Shipping and Mercantile Gazette - Wednesday 08 December 1869]:
SHIPS FOR SALE. THE well-built handy iron Screw Steamer ASTON, 132 tons gross register, 90 tons nett register; built in 1867 by Messrs. Schlesinger, Davies and Co, of Newcastle. and classed sixteen years red in Liverpool Book. Dimensions: Length 104 feet over all; breadth, 20 feet; depth 9 ft 5 in; carries 180 tons, and 18 tons in bunkers, on 8 ft 6 in. draught. Engines are two vertical direct-acting condensing, of 25 h.p. nominal, by Messrs. Thompson, Boyd and Co., of Newcastle, placed aft; diameter of cylinders 17 in., stroke of piston 16 in.; revolution of engines per minute 100; tubular boilers, working pressure 25 lbs, tested to 90 lbs, cold water pressure; steams eight knots on a consumption of 3.5 cwt. per hour; fore and aft rig; fitted with donkey engine, and is a splendid and a real chance for any one in the near French Ports or Coasting Trade. For price and other particulars, apply to BARROW MOSS. Steam Shipbroker, 12. Water-street. Liverpool.
[also advertised for sale, by order of the liquidator, lying at Birkenhead, October 1882]

Iron screw steamer John Taylor, built Pile, Spence, West Hartlepool, 1866, 200grt, 159nrt, 139.0 x 18.5 x 10.0 ft, engine 40 hp by builders, ON 52642. Owned Mostyn, registered Chester 1866.
Lost on voyage Swansea to Newry, with coal, on 16 October 1896. All 9 crew lost.

Mostyn had a colliery, iron works and a tidal dock. The colliery became flooded in 1884 and was not worked thereafter.

[from Cheshire Observer - Saturday 06 November 1886]:
MOSTYN. Loss of a Mostyn steamer. All hopes have been abandoned of the safety of the steamer "John Taylor," and it is feared that she has foundered with all hands. The steamer, which was owned by the Mostyn Coal and Iron Company, left the Mumbles Road, near Swansea, on the 14th ult. with a cargo of coal, for Newry, Ireland, and has not since been heard of. The average passage for a steamer from the Mumbles to Newry would be forty-five hours in ordinary weather, but it blew a furious gale the night succeeding that on which the John Taylor put to sea, it is feared she went down off the Pembrokeshire coast.
The following is a list of the officers and crew: Charles Housden, captain, 31, Sykes-street, Liverpool, married, and four children; John Walker, mate, Connah's Quay, married, and seven young children; Thomas Williams, AB., Bagillt, married, and four young children ; Edward Rogers, AB., Gwespyr, single; Daniel Parry, AB., Holywell, married; John Jones, cook and steward; Connah's Quay, single; Edward Davies, engineer, Mostyn, married, and one child; Joseph Ellis, fireman, Ffynnongroew, married, and one child; Abel Davies, fireman, Mostyn, married, and large family.
[battered lifebelt marked John Taylor subsequently recovered off Pembroke; report that crew had been picked up by a USA-bound steamer proved unfounded]

Iron paddle steamer Derby, built North Shields, 1875, 68grt, 16nrt, 75.0 x 16.9 x 8.3ft, engine 35 nhp, ON 70507. Owned at Swansea, then by GWR, registered Chester, 1880-1894. Steam tug.

See below for discussion of "old" GWR tug Derby in 1894.

[from Chester Courant - Wednesday 06 May 1891]:
THE HAWARDEN BRIDGE. RAILWAY V. RIVER. The Acting Conservator in his report to the Committee, stated that on the 25th February the steam tug "Derby." having in tow the schooners "Robert Brown " and "Useful," was proceeding down the river, when, although the regulation signals were given, the bridge remained closed. In order to avoid running into it the master endeavoured to round his vessel up, but was unable to do so, and a collision ensued. The "Derby" lost her funnel and sustained other damage, the crew having a narrow escape. The injury to the two schooners had not yet been ascertained. These facts being communicated to the Manchester, Sheffield, and Lincolnshire Company, Mr. Pollitt, replying on behalf of the Company, wrote stating that instructions had been given for the arrangements at the bridge to be so altered as to give vessels free passage during high water, ie., the river traffic was to have preference over the railway traffic for one hour at high tide.
The committee regarded the letter as unsatisfactory, and held that vessels must have free passage and preference over the railway at all times, in accordance with the Act of 1884, and nothing short of strict compliance with the Act could be satisfactory. It was decided to obtain evidence necessary to enable the committee to consider what action on the part of the Board was called for. At a subsequent meeting the committee agreed that the resolution of the committee should be communicated to the railway company, and that in default of a more satisfactory answer and an assurance from the company that measures would be taken to ensure the free passage and preference of vessels over railway traffic at all times without detention in accordance with the Act of 1884, the Board should give instructions for legal proceedings against the company.

Wooden screw steamer Albert, built John Stephens, Point Yard, Feock, Fal Estuary, 1878, 40 grt, 27 nrt, 71.5 x 14.7 x 7.4 ft, ON 81152, 30 hp engines, 1 screw. Owned Coppack, registered Chester, from 1881. Steam tug. Reported sunk 11 September 1916 in Liverpool Bay while towing a barge.

[from Nantwich Guardian - Saturday 02 July 1881]:
Sea Trip from Chester. The other day the proprietors of the screw steam tug Albert of Falmouth (Messrs. Coppack and Carter of Connah's Quay) which is now stationed in the Dee, invited several gentlemen and tradesmen of Chester to participate in a trip to Llandudno. The vessel started from the Cheese Stage, Chester, at 7.40 am., and the party had a most enjoyable voyage. The day was remarkably fine, and the varied coast scenery was seen at its best. The sea-going qualities of the Albert were tested by a stiffish breeze, and the way in which the little vessel behaved excited the admiration of all. On arriving at Llandudno, the party spent very pleasantly a few hours, and the return journey was effected under as agreeable conditions as the run out.

[from Chester Chronicle - Saturday 28 February 1885]:
Collision in the Dee. On Saturday the schooner Margaret Lewis of Chester was towed out of Mostyn Dock bound for Swansea, with a full cargo of blende. She dropped anchor in Mostyn deep, intending to stay there for the night. A short time afterwards the ocean-going steamer, Ibex of London, steamed out of Mostyn dock bound for Cardiff. She was attended by the Albert tugboat and all got on well until she got to the bottom of Mostyn gutter, when, by some misadventure, she ran into the schooner Margaret Lewis striking her in the stern, smashing bulwarks and toprails. The steamer at the time was going full steam ahead and great commotion was caused by the occurrence on board the sailing vessel and the steamer. There was a strong breeze blowing at the time, and it was feared that the schooner would sink, but she was at once attended to by the Albert. It was found, however, that she had not received very serious damage and she was taken charge of by the tug to Mostyn Quay, where she will be repaired. The schooner was commanded by Captain Hughes of Connah's Quay. The steamer sustained no damage and proceeded her voyage

[from Flintshire Observer Mining Journal and General Advertiser for the Counties of Flint Denbigh, 2nd June 1892]:
LLANERCHYMOR. SAD DEATH OF A CAPTAIN. On Saturday afternoon an inquest was held at the Police-station, before Mr. Wm. Davies, county coroner, touching the death of Captain Edward Bennett, which took place on Thursday afternoon, at Llanerchymor. Deceased was master of the steam tug "Albert," owned by Messrs. Coppack, Carter, and Co., and on Thursday was engaged to tow the ship "Dorset" from Aston to Mostyn Deeps. Upon arriving at Mostyn, Captain Bennett anchored the tug opposite Llanerchymor, and proceeded to Mostyn, walking up the sand bank. On returning from Mostyn to again board the tug, he, by some means, slipped into the river, where he was observed by the tug's crew. A boat was immediately on the spot, and the unfortunate seaman, who was face downwards, was placed in the boat and taken on board the tug. He was not dead, but never regained consciousness, dying two hours after being taken on board. The tug proceeded to Connah's Quay, and the body was conveyed home. The jury returned a verdict of "Accidentally drowned." In shipping quarters, Capt. Bennett was highly popular, having been engaged in towing ships up and down the river for a number of years. Flags were at half-mast on the shipping office, and ships in port, and much sympathy is felt for deceased's relatives in their sad bereavement. The funeral of the deceased took place on Monday, at St. Mark's churchyard.

The BOT Wreck Return for 1916: on 11 September 1916 wooden screw tug Albert sank near the Bell Buoy in Liverpool Bay. Crew of 3 saved.
The Shipbuilder's site reports that Albert foundered in Liverpool Bay towing the oil barge Haarlem from the River Dee to Barrow. I have not found a newspaper report of this incident. Albert is listed in MNL until 1918, registry closed 1918. Crew lists are reported to 1916.
In the period 1914-15, the barge Haarlem was reported many times as being towed by tugs (Cartmel, Furness, Clevelys) from Barrow to Dublin loaded with petrol. In 1919, Dublin newspapers report that the barge Haarlem has recommenced petrol deliveries to Dublin from Barrow.

Iron screw steamer Taliesin, built Tyneside Works, Cardiff, 1883, 79grt, 85.6 x 18.2 x 8.0 ft, 50 hp engine by builder, 2 screws, ON 88701, owned Coppack, Connah's Quay, registered Chester from 1883 until 1900. Steam tug.

[from South Wales Daily News - Tuesday 08 May 1883]:
LAUNCH OF A NEW STEAMER AT CARDIFF. On Monday evening there was launched from the Commercial Graving Dock, Cardiff, a beautifully modelled iron twin-screw steamer, of 78 tons gross register, named the Taliesin, of the following dimensions: Length, 80 feet; beam, 18 feet; depth of hold, 7 feet. This steamer has been built and engined by the Tyneside Engine Works Company, Limited, of Cardiff, to the order of Messrs Coppack, Carter, and Co., Connah's Quay, near Chester, under the superintendence of Mr George Hepburn, of Liverpool, and is intended for towing and passenger traffic on the river Dee. She has been built under Lloyd's special survey to class 100A, and under Board of Trade survey for passenger certificate. The steamer was named in the usual way by Mrs Coppack, wife of one of the owners.

1891 Census for Dee shipping 1891: steamers regularly in the Dee and Mersey.

PS Swiftsure (ON 42607, Mostyn - Liverpool); SS Taliesin (ON 88701, tug); SS Albert (ON 81152, tug); SS Aston (ON 58201, Coppack, coasting); SS Harold (ON 93738, steam flat, Greenfield - Widnes); SS Janet (ON 88710, steam flat Queensferry Chemical Works); SS Fawn (ON 62217, at Rhyl, Rhyl - Liverpool).

Iron screw steamer Manxman, built Craggs, Middlesborough, 1891, 56grt, 3nrt, 70 x 17 x 6.8ft, engines 2 x 33hp built Tindall, 2 screws. Tug. Owned GWR from 1894, in connection with quay at Saltney. ON 99559.

[from Crewe Chronicle - Saturday 14 April 1894]: THE DEVELOPMENT OF THE RIVER DEE. A NEW STEAM TUG FOR SALTNEY. The Great Western Railway, as is well known, has been intimately bound up with the trade carried on in the river Dee and has for many years had a wharf at Saltney for the discharge of vessels coming up the river. In the distant past the river freightage played an important part in the trade of the city, vessels from London and foreign ports coming up as far as what is still known as the Cheese Stage. During the last quarter of a century, however, the traffic has languished, and it is a comparatively rare occurrence to see a vessel of any size coming up the river to Chester, partly no doubt owing to the channel not being of a navigable depth, and of late years, the port of Connah's Quay has figured as the centre of trade coming up the river. Nevertheless the Great Western Railway, which from Saltney transmerges into Shropshire and Wales, has tried to maintain its position in endeavouring to give facilities to trading vessels entering the port, and the old steam tug, the Derby, has given such service as it was capable of in towing vessels to Saltney. Since the advent of Mr. Wheatley as goods agent at Saltney, two years ago, he has by his energy and courtesy endeavoured to develop the traffic, and has so far succeeded that the Derby was no longer able to meet the growing requirements of the service, and the directors resolved upon securing a boat better able to cope with the traffic, the growth of which may be estimated by the fact that during the past week no less than eleven vessels have laden or discharged at Saltney. So recently as Wednesday, the Confidence with 90 tons and the Claggon with 137 tons, arrived at Saltney, at 1 p.m. and proceeded to discharge their cargo. This was effected, the Claggon loaded with about 60 tons, and both vessels were able to leave by the same tide on the following day. Captain Lecky, the marine superintendent of the Great Western Railway Company, was deputed to look round for a suitable vessel, but the task was by no means a light one as the kind of vessel required had to be one of great power in order to tow perhaps six or seven vessels at a time, and also a strong one, as from the want of water in the Dee, it would be necessary for the vessel to be constantly taking the ground. These two requirements were incompatible with a light draft of water, but at the beginning of the year, Capt. Lecky succeeded in dropping across the Manxman at Hull. She then belonged to Messrs. T. Gray and Co.. of that port. Several trials of the boat were made in the Humber, and these proved satisfactory, the Manxman was purchased by the Great Western Ry. Co. and taken round to their marine establishment at New Milford [now called Neyland], where she received a thorough overhaul. This occupied about six weeks, and, coupled with the fact that the vessel was only two years old, puts her in the position of being equal to an entirely new boat. She was built under special survey of Lloyds, and is a remarkably strong one for her size, her gross register being 56, and her net register 2.5 tons. Her length is 70 feet between perpendiculars, her beam 17 feet and her depth 8ft. 6in. She is fitted with compound engines of 240 indicated horse power with twin screws. She has two high pressure cylinders of ten inches diameter, and an equal number of low pressure ones of 20 inches diameters with a stroke of 16 inches. Before leaving Milford, she underwent speed trials over a three knot course on two different days, to test the respective values of the two sets of propellers. The result of the mean of means of six runs gave a mean speed of eight and a third knots, tide being eliminated, on the first day, and of nearly nine knots on the second - a remarkable feat for such a short vessel. She proved herself eminently adapted for the towing work in store for her. In addition to the ordinary water tight fore peak there are four water tight bulkheads, and the bunker space will hold 15 tons of coal, an ample amount for a week's work. Comfortable quarters are provided for the crew, the captain and officers having a cabin to themselves, and another one being provided for the rest of the men engaged on board. The Manxman arrived from New Milford on Friday evening and anchored in the Straits, proceeding to Llandudno on the following morning, from whence it was to convoy a party of officials connected with the Great Western service to Chester. These gentlemen arrived at Llandudno on Friday evening, from the various places, and proceeded to the Queen's Hotel, where a substantial dinner was partaken of under the presidency of Capt. Lecky, RN, marine superintendent G.W.R., New Milford, there being also present Mr. A. J. Burr, district goods manager, Shrewsbury; Mr. Harris, chief marine assistant, New Milford; Mr. J. Jones, chief goods clerk, Shrewsbury, Mr. T. Martin, goods agent, Croes Newydd; Mr. C. Wheatley, goods agent, Saltney; Mr. W. Phillips, locomotive superintendent, Chester; Mr. A. Goodall, goods manager's office, Shrewsbury; while as guests there were present Mr. J. Owen, superintendent L. N. W. Railway, Shrewsbury Division; Mr. Burr. jn. and representatives of the press. The party embarked on the steamer from the Llandudno pierhead on Saturday morning in fine weather, shortly after nine o'clock, and a pleasant sail was enjoyed along the coast; the lightship at the Point of Ayr was passed at 11.15, and a call was made at Mostyn and Connah's Quay, there being a large number of people at the latter place to see the Manxman pass. Hawarden Bridge was reached about one and Saltney at two o'clock, and here again there was a hearty welcome from the assemblage on the quay. Altogether the voyage proved most enjoyable, and we heartily congratulate the Great Western Company upon the enterprise they have displayed in their endeavours to develop the trade of the port of Saltney. In addition to the traffic from the Wild Roads, it is intended that the steamer shall be available for towing vessels from Liverpool, Fleetwood, Holyhead, and other points in the neighbourhood, into the River Dee, so that there seems a prospect of a very successful career for the new vessel.

Involved in loss of Baron Hill in 1898.

Wooden screw steamer Temple, built Roberts, Trefriw, 1874, 77grt, 44nrt, 73.4 x 18.4 x 9.0 ft, engine 26 hp by Gaulton, Manchester, ON 63361. Registered Beaumaris, owned Roberts, Trefriw. Intended to trade from Trefriw to Liverpool. Later sold and registered Liverpool 1891, then owned Mostyn from 1894. Register closed 1932, since lying abandoned on the mud at Mostyn.

Image of Temple in the dock at Mostyn (as a steam flat):

[translated from Baner ac Amserau Cymru - Wednesday 01 April 1874]:
Trefriw: last week, a splendid screw steamer, named Temple, was launched in the above place. It was built by Mr. R. Roberts, and his company, from Trefriw, and they are also its owners. It is intended for her to sail between Trefriw and Liverpool, ... The naming ceremony was carried out by Miss Roberts, the only daughter of Mr. Robert Roberts.

[excerpt translated from Herald Cymraeg - Friday 29 June 1877]
Captain Thomas Jones, master of the screw flat Temple, said: I found the body of the deceased at approximately half past five yesterday morning between Fryars Road and Ynys Seiriol, swimming down with the tide.

[from Lloyd's List - Friday 28 October 1892]: TEMPLE (steam flat). New Brighton, Oct. 28, 10 a.m. Collision between Norwegian steamer Tyre (? Tyr), inward-bound, and steam flat Temple, Liverpool, No. 63,361, Liverpool for Penmaenmawr, light, 3 40 a.m., quarter mile SE New Brighton Pier. Temple sank. Crew, four in number, saved by boat of schooner Fairy Queen. Tyre (? Tyr) proceeded up the river.

[Liverpool Journal of Commerce - Monday 31 October 1892]:
Yesterday the small steam flat Temple, which was sunk under circumstances detailed in Saturday's issue, was successfully raised and placed on Tranmere beach.

[from Liverpool Mercury - Friday 16 December 1892]:
Liverpool Shipwreck and Humane Society. 20s. each in clothing were granted to four men forming the crew of the steam flat Temple, which vessel sank immediately after having been in collision with a vessel near New Brighton on the early morning of the 28th of October last.

Newspaper reports mention steam launches on the river Dee at Chester, above the weir. First mention seems to be 1877: "conveyed in barges towed by Mr. Collinge's steam launch" and also 1878: "steam launches of Mr. T. H. Dixon and Mr. Collinge" towed barges with passengers. Listed below are Gipsy, Dragon Fly, Ontario, Ormonde and Bend Or. Swan, Stormy Petrel, and Widgeon are also mentioned in newspapers
  The weir (also called causeway) at Chester is at a height of high water of a regular spring tide. So only on exceptional spring tides (equinoctial tides) is there enough depth of water for a vessel to float from the tidal lower Dee to the area above the weir (or vice versa). This upper Dee river is not connected to any canal and had no substantial boatyards (except for William Roberts, launch builder, of Little Roodee, also called the Groves). There is enough water depth in the upper river to reach up to Farndon. This is still the situation today.

[from Cheshire Observer - Saturday 19 March 1881]:
A jury in the Queen's Bench on Wednesday awarded £46 as damages to two gentlemen named Wildy, and two ladies named Mansfield, who were in a skiff on the river, in May, when they were run down by Mr. Tucker's steam-launch "Swan."

Wooden screw steam launch Gipsy, built Forrest, Limehouse, 20nrt, 65 x 10 ft, transported to Chester (via rail to Birkenhead, then sea) 1883. For river Dee service, owned Pollard. Said to draw 4ft 4in when crossing Chester weir on arrival.

[from Cheshire Observer - Saturday 03 March 1883]:
A PLEASURE STEAMER FOR THE DEE. THE TRIAL TRIP. On Monday the trim little vessel, which it is expected will be a source of pleasure both to the citizens of Chester and also its visitors during the coming summer, was brought round from Birkenhead to this city. The proprietor, Mr H. Pollard, of Eastgate Bow and Foregate-street, who certainly deserves to succeed in his undertaking, invited a large number of friends to share the pleasures of the trial trip. These invitations were willingly responded to, and about half-past nine on Monday morning quite a merry party of Cestrians found themselves at the Woodside Landing-stage at Birkenhead, where the vessel was moored. To make a few preliminary arrangements, and get on board certain tempting-looking hampers, &c, did not take very long. Soon the party found themselves pleasantly steaming down the Mersey at the rate of six or seven knots an hour, under the able command of Captain Jones, of Chester, an old Liverpool pilot.
The "Gipsy," for so will she henceforth be known amongst us, is certainly a very trim and compact little screw steamer. Her register is about 20 tons. She is 65 feet long, with a beam of 10 feet over all. Her internal arrangements leave nothing to be desired. There are spacious cabins fore and aft, which are to be made as comfortable and inviting as possible, with windows opening on both sides, affording plenty of ventilation. Upon the top of the deck-house there is ample accommodation for passengers; comfortable seats and also a roomy promenade. To provide against accidents, this is protected by strong iron rails. For the purposes of greater stability the "Gipsy" carries 31 tons of ballast. As to her engines and boiler, they have undergone a thorough test, and seem adapted in every way for the purposes for which she is to be used. She is licensed, if necessary, by the Board of Trade to run at 120lbs. of steam, although never more than 50lbs. or 60lbs. will be required on the Dee. The means of communication between the engine room and the man at the wheel is by the agency of a tube, so that the vessel is always under perfect control. The "Gipsy" was built by Messrs Forest, of Limehouse, lifeboat builders. She was brought from London to Birkenhead by a special train, on one of the 50 ton trucks made for the conveyance of steam launches, and arrived at Birkenhead none the worse for the railway journey. Hawsers were then placed round her, fore and aft, and by the aid of a powerful crane, under the care of Mr John Bithell, the "skipper," she was safely slung into the water at the Morpeth dock. By her behaviour on Monday the "Gipsy" proved that she was in every way adapted for the purpose for which she is required. She steamed, apparently without any effort, through the water at the rate of seven or eight knots per hour, against the tide. The pilot on board was Mr John Bell, one of the Liverpool pilots (No. 9 boat). As the gallant little boat steamed down the Mersey, for some time the river was enveloped in fog, but after a time the sun shone brightly. The little vessel then proceeded on her way in good style. Egremont, New Brighton, the Rock Lighthouse, the Rock Channel, and the Bell Buoy, one after another, were all soon passed. Hilbre Island was then rounded, and those on board found themselves in the estuary of the Dee, and got a very pretty view of Hoylake, with its fleet of fishing boats, West Kirby, and the picturesque village of Heswall, "one-sided Parkgate," &c
And now just a word about the party on board. The best possible humour prevailed, and the trip was to every one present a pleasure. To make the cruise the more enjoyable plenty of provisions had been taken on board, Messrs. Baker and Sons, of Bridge-street, being the caterers. The party reached Connah's Quay about two o'clock in the afternoon. Here a break was made in the voyage for about an hour, as some more friends from Chester were expected to join the vessel. On these coming on board which brought up the number of passengers to about 100, she once more got under way, and, although a strong ebb tide was running at the time, the vessel reached the Crane Wharf, at Chester, about five o'clock. The banks of the river were lined with spectators anxious to see her arrive, and before the passengers disembarked three hearty cheers were given for Mr Pollard. The vessel is now moored at the Crane Wharf, where she is to be thoroughly overhauled, painted, and decorated, before she is placed on the upper waters of the Dee, and it is expected that in about a week from this date she will be ready for work. It is intended that she shall cross the Causeway this (Saturday) night week, about midnight, and there is no doubt when she commences her river trips she will become, as she deserves to be, popular with the public, another attraction to the river, and a pleasing contrast in every way to the old and ugly steamer, which for so long "ruled the waves," and which was at the same time such a curiosity and such an eyesore. [name not known to me]
It is not every day that it is in the power of the residents of the city to enjoy a trip along the lower waters of the Dee. Those who did so on this occasion, whilst they were charmed with the beauty of the landscape, could not help noticing the remarkable facilities for trade and commerce which could be opened up between Chester and other ports by means of the river. Only a little enterprise is needed, and Chester possesses advantages and means of transit in its river which few other towns can boast of. Surprise was expressed that, with the facilities thus afforded, there was no river trade up to Chester in these days of screw steamers, which can be built to draw only a little water. Another matter which could not escape notice was the state of the river. Ridges of stone have been erected at intervals on one side all down the stream for some purpose, projecting out towards the middle of the river. What the object of this is, it is hard to say, but they appear to be dangerous. They are quite unprotected, and when covered with water would prove most disastrous to any vessel passing over. Another effect they certainly have is to stop the flow of water and the force of the tide up and down the river. We are quoting the opinion of a practical man when we say that the force of the water at Chester would be far greater, and the depth of the river would be much increased if they were removed, especially if the bed of the river could be narrowed, and instead of these stones an embankment made.

[Cheshire Observer - Saturday 20 October 1883]:
The "Gipsy". During the high tide of Wednesday last this little steam launch was safely floated over the weir and into the lower waters of the Dee. The vessel was floated by the same tide into the Canal Basin, where she now lies. It is the intention of her owner to have her well overhauled and repaired previous to laying her up for the winter. We may add that the vessel has had a successful run all through the summer, no accident of any kind having occurred.
Said to be fitted with a smaller propellor to reduce her draught by 8 inches.

Wooden paddle steam launch Dragon Fly, built Styles, Isleworth, 1876, 64 x 9 [14 to paddles] ft, 2.5 ft draught, engines Desvignes of Chertsey. Delivered from Thames via canal to Bristol then by sea. For river Dee service from 1884, owned Pollard.

[from Chester Chronicle - Saturday 10 November 1883]:
A new steam launch for the upper Dee is now projected to be run in the spring; in fact, she is already purchased by Mr. Pollard the owner of the "Gipsy". The new boat is intended to run to Farndon with the sanction, of course, of the local authorities. She is a paddle boat, and the following is her description: Length 64ft; beam 8ft 9in; across paddle boxes 14ft; draught of water 2ft 5in; built by Styles of Isleworth 1875-76 of pine (carvel), and engined by Desvignes of Chertsey. Engines: pair of 8in cylinders; 14in stroke; Diagonal steel loco; steel boiler 140 metal tubes. Size of fire box 3ft by 2ft by 2ft 6in. Size of paddle wheels 6ft dia. Number of floats in each 8. Bunkers hold about 50 cwt coal. Large saloon aft fitted mahogany, lavatory and wc; table of teak, cushions in blue rep, curtains, wine, glass lockers &c. Speed about 12 miles per hour on small consumption of coal.
[one report says this vessel is the "King of Italy" - but the delivery report gives the name "Dragon Fly", 54 ft long, 14 ft wide, owned Pollard, which is reported as coming from London to Bristol by the Kennet and Avon canal and then sailing to the Dee in December 1883; in Cheshire Observer - Saturday 12 January 1884]

Image of a steam launch at Eccleston - most probably the Dragon Fly.

[from Chester Courant - Wednesday 18 July 1888]:
STEAM LAUNCH ACCIDENT ON THE DEE. While some men were engaged on Friday in getting the steam launch "Ontario" which has been brought from Warrington by a local boat-hirer to ply on the Dee, over the weir at Chester, a peculiar accident occurred. The vessel arrived here about ten days ago, when high tides were running up the river, but as she draws over 3 feet of water, it was found impossible to cross the weir. Since then she has been lying high and dry on the causeway till Friday, when she was shoved off into deep water. As the forward ballast had been removed and the boiler and engine weighed heavy aft, the vessel had no sooner glided into deep water than the half of the hull, from amidships to the stern, disappeared under water. With all despatch a rope was attached, and the tiny steamer, with little more than her bow visible, was hauled by means of a winch to the side of the river close to the Floating Bath. In this position she lay till evening, when she was successfully floated.

[from Warrington Examiner - Saturday 21 July 1888]:
ACCIDENT TO A WARRINGTON STEAM LAUNCH. A steam launch called the "Ontario," which has for some time been kept in the river Mersey at Warrington, was last week taken to Chester by a boatman of that town to ply on the river Dee, and has there met with a singular accident. The launch had been unable to cross the weir owing to her drawing too much water, and had lain high and dry on the causeway. She was pushed off into deep water, however, but as the forward ballast had been removed, and the boiler and engine weighed heavy aft, the stern half of the boat disappeared under water. She was hauled to the side of the river near the floating baths, but attempts to float her were for a long time unsuccessful.

[Warrington Observer - Saturday 20 July 1889]:
CAPNER, BOAT BUILDER. WARRINGTON. Has every description of BOATS, BARGES, CANOES, etc, For Hire on the Dee (Chester).
The Steamer ONTARIO leaves the stage for Eaton Hall, &c. daily. Special terms for pic-nic parties, schools, &c, 23, The Groves, Chester.

Wooden screw steamer Ormonde, built William Roberts, Chester 1890, 25grt, 14nrt, 65.9 x 12.0 x 4.2 ft, 9 hp engine, 2 screw, ON 96280. For Dee river service.

Wooden screw steamer Bend Or, built William Roberts, Chester 1891, 26grt, 16nrt, 64.1 x 12.3 x 4.3 ft, 3 nhp engine, 1 screw, ON 96282. For Dee river service.

[from Cheshire Observer - Saturday 15 March 1890]:
New Steamer for the Dee. On Saturday, in the presence of a number of spectators, the twin screw steamer "Ormonde" was launched from the Little Roodee, Chester. The vessel, which is the property of the Dee Steamboat Company, has been designed under Board of Trade regulations, and is intended to ply on the river during the forthcoming season. A neat-looking, substantially-built craft, capable of holding about 100 people, she is a credit to the builder, Mr William Roberts, of the Little Roodee, and will doubtless be greatly appreciated by those who are prevented by timidity from taking their aquatic recreations in the smaller rowing boats. The steamer measures 70 feet over all, 12 feet beam, and draws only 2ft. 3in. of water, so that there will be no fear of her grounding at Boughton Fords. It is expected that she will commence to convey passengers at the end of this month. The keel will shortly be laid of a sister vessel, which, it is thought, however, will not be completed till towards the end of summer.

[from Chester Courant - Wednesday 17 June 1891]:
DEE STEAMERS. THE DEE STEAM BOAT CO. has exclusive privileges from His Grace the Duke of Westminster to land from their steamers at Eccleston Ferry and the Iron Bridge for Eaton Hall. The "Bend Or" and "Ormonde" are now running daily.

List from 1845 of Chester steam vessels that could potentially be converted into gun boats, with build place and date, registered tonnage and engine hp.
[from Morning Herald (London) - Thursday 12 June 1845 and Friday 13th]
Alexander (Liverpool 1835 40 30); Vale of Clwyd(Glasgow 1829 79 50); Skimmer(Chester 1839 76 60); Benledi(Glasgow 1834 112 90); Dairy Maid(Chester 1827 43 28); Taliesin(Mostyn 1842 74 70).
Alexander was on Rock Ferry service, so it is a surprise she is listed under Chester, rather than Liverpool; although Rock Ferry was in Cheshire in 1845.

Similar vessels from neighbouring ports:
 At Caernarfon: Dolphin (Dumbarton 1834 70 50).
 At Liverpool: here
 At Preston: Cupid (Port Glasgow 1828 19 20); Tobermory (Greenock 1836 47 40); James Dennistown (Glasgow 1835 76 70); Prince of Wales (Glasgow 1842 313 260); Eclipse (Blackwall 1829 106 70); Nile (Blackwall 1842 67 50); Experiment (Preston 1842 19 30); Express (Glasgow 1836 90 70); Princess Alice (Glasgow 1843 257 220); Isabella Napier (Glasgow 1835 237 220); Her Majesty (Glasgow 1844 296 300)
 At Lancaster: Duchess of Lancaster (Birkenhead 1839 134 90); Lily of Preston (Aberdeen ? 42 24)
 At Whitehaven: Countess of Lonsdale(Whitehaven 1827 150 160 image); Earl of Lonsdale (Whitehaven 1834 150 160); Prince Albert (Whitehaven 1840 37 65)
 At Carlisle: Royal Victoria (Liverpool 1837 315 200); Newcastle (Birkenhead 1834 231 160); Clarence (Dumbarton 1839 60 45)
 At Dumfries: Nithsdale (Greenock 1835 160 120); Countess of Galloway (Glasgow ? 145 90)

Chester (and other nearby ports) steam ships registered 1st January 1851, from Accounts and Papers, Volume 22, Great Britain House of Commons, 1851. [extra info if included in Lloyds Register 1851]
Name, date first registered, owner, length (ft in), breadth (ft in), nrt, grt
 At Chester:
Alexander, 12 June 1836, Royal Rock SPC, 84 6, 13 6, 40, 63
Vale of Clwyd, 5 June 1838, John Tarleton, 101 5, 16 0, 80, -
Benledi, 5 Feb 1840, John Tarleton, 111 10, 18 0,112, -
Cymro, 9 Oct 1848, Thomas Evans, 74 9, 14 9, 36, 69
Dairymaid, 13 Mar 1850, Neil Brodie, 74 0, 14 8, 43, 75

At the same date registered at nearby ports:
 At Caernarfon:
Vesta, 26 Aug 1848, Lord Newborough, 114 0, 20 4, 88, 176
 At Liverpool: list here
 At Runcorn:
Die Schœne Mainzem, 21 Aug 1847, Ed. Taylor, 163 4, 13 1, 109, 143
 At Preston:
Cupid, 13 June 1840, Preston & Wyre Railway Harbour & Dock, 55 5, 10 0, 19, 35
Tobermory, 6 Nov 1840, Commissioners for the improvement of the town of Birkenhead, 80 2, 11 8, 47, 80
Prince of Wales, 20 May 1843, T H Higgins, 159 6, 24 6, 313, 500
Experiment, 28 May 1843, William Read, 60 0, 10 9, 19, 34
Nile, 19 June 1847, Preston & Wyre Railway Harbour & Dock, 106 3, 14 7, 67, 101
Jane Dennistown[sic], 19 June 1847, Preston & Wyre Railway Harbour & Dock, 104 6, 14 6, 76, 126
 At Fleetwood:
Fenella, 5 Mar 1850, T Kemp, 159 4, 19 3, 172, 262, iron
Royal Consort, 18 Mar 1850, T Kemp, 177 9, 25 2, 303, 522, iron
Princess Alice, 6 Apr 1850, T Kemp, 164 7, 23 3, 257, 434, iron
 At Lancaster:
Duchess of Lancaster, 13 Sep 1839, Lancaster & Liverpool S N Co, 119 9, 19 4, 134, 221
Lily of Preston, 16 Oct 1839, Ribble Navigation Co, 82 6, 13 7, 42, 67
 At Whitehaven:
Countess of Lonsdale, 17 May 1828, Whitehaven Navigation Co, 127 0, 20 2, 150 -
Earl of Lonsdale, 7 May 1835, Whitehaven Navigation Co, 125 4, 20 1, 150 -
Prince Albert, 27 Apr 1842, Trustees of the Harbour & Town of Whitehaven, 83 1, 15 0, 37, 87
Queen, 30 Apr 1845, Whitehaven Steam N Co, 158 5, 23 5, 304, 434
Whitehaven, 10 June 1848, Whitehaven Steam N Co, 181 1, 24 1, 333, 503
 At Workington:
Derwent, 15 Jan 1850, Trustees of Harbour, 73 8, 15 7, 18, 51
 At Maryport:
Rambler, 16 Dec 1846, J Ismay et al, 69 9, 14 0, 15 34
 At Carlisle:
Newcastle, 17 May 1834, Carlisle & Liverpool S N Co, 145 2, 23 10, 231, - [b Liverpool 1834, 160hp]
Royal Victoria, 28 Sep 1837, Carlisle & Liverpool S N Co, 146 6, 22 6, 316, -
Alice, 25 Mar 1847, Carlisle & Liverpool S N Co, 56 0, 13 0, 10, 34
Cumberland, 10 Dec 1847, Carlisle & Liverpool S N Co, 197 0, 24 2, 347, 518
 At Wigtown:
Countess of Galloway, 22 Mar 1847, Galloway Steam N Co, 165 5, 24 4, 316, 492

the Mercantile Navy List for 1850-53 contains a list of steam vessels certified for passenger use. Those listed under Chester or Mostyn (with registered tonnage and engine hp) are:
1850 Vesta(84 90); Vale of Clwyd(77 50)
1851 Vesta(84 90)
1853 Vesta(64 90); Hercules(265 180); Scotia(262 400)

The lists for other nearby ports (port of use not port of registry) are here (r means river use only):

  Carnarvon: Menai (30 16 r) 1850-3
  Conway: St Winifred (7 3 r) 1851-2
  Liverpool and Runcorn
  Preston: Pride of Erin (42 24) 1851; Gem (102 -) 1852; Lily (50 24 r) 1852-3; Alice (10 17 r) 1853; Warwick (5 2 r) 1853
  Fleetwood: Fenella (179 140) 1850-3; James Dennistoun (76 50) 1850-2; Nile (67 50) 1850-3; Orion (132 120) 1850; Princess Alice (257 200) 1850-3; Prince of Wales (314 260) 1850-3; Royal Consort (297 300) 1850-3; Cambria (97 120) 1853
  Lancaster: Duchess of Lancaster (133 90) 1850-3; Plover (99 70 s/r) 1852-3; Albion (25 80 r) 1853; Morecambe's Queen (91 70) 1853; Vulcan (235 50) 1853
  Barrow: Helvellyn (87 65) 1850-2
  Whitehaven: Queen (303 180) 1850-3; Whitehaven (333 280) 1850-3; Earl of Lonsdale (150 120) 1851-2; Solway (18 40) 1853
  Maryport: Bonnie Dundee (199 136) 1853; Norfolk Hero (18 -) 1853
  Carlisle: Cumberland (346 300) 1850-1; Newcastle (231 150) 1850-3; Royal Victoria (315 190) 1851; Prince of Wales (37 - r) 1852-3
  Wigtown: Countess of Galloway (316 200) 1850, 1853


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Steam vessels (wooden paddle steamers unless otherwise noted) built at Chester and the Dee estuary:

Chester had a long history of ship building. Wood was readily available from Delamere Forest and also by rafting timber down the river Dee. Many Royal Navy vessels were built at Chester. Here I focus on early steam vessels, starting around 1820. At this date the two main shipyards were close together near where the railway bridge would later be built - and where the race course, at the Roodee, is located. Cortney's shipyard, after the damage by fire in 1817, was offered for sale and William Mulvey moved from a smaller yard to that location in 1825. The adjacent Troughton's shipyard was advertised for sale in 1819 and was reported as owned by Harvey (possibly Hervey) in 1822, and then offered for sale again - it was eventually bought by John Wilson.

The first steam vessel to be partly built in the region was actually the Countess of Bridgewater (ex-Greenock) which had new boilers fitted, built by Rigby of Hawarden Iron Works in 1816. More about engines by Rigby.

Wooden paddle steamer Lord Melville, built Chester 1822, 210 grt, 116 nrt, 112.3 x 20.9 ft, 2 engines of 40 hp each by Butterley.
  The first steam vessel which was fully built at Chester was the Packet Lord Melville. The launch and fitting-out of this vessel in 1822 was documented by the Chester newspapers (see below). Other evidence is more circumstantial. What is certain is that she was ordered by the engineering contractors, William Jolliffe & Edward Banks, for use on the London to Calais service. Their steam ship interests would, soon afterwards, be extended and renamed as the General Steam Navigation Company. They owned an iron foundry at Butterley, Derbyshire. So the design and construction involved men from Butterley with engine expertise [Miller at Butterley was credited with the design] as well as a Chester shipyard with experience of wooden ship building. That Chester shipyard is variously described as Mr. Harvey/Hervey, as Mr. Everden or as J Wilson Jr.
Mr Hervey seems to have been one of the owners, he was related to Jolliffe; Mr Everden seems to have been the managing ship-builder sent from Butterley; and J Wilson was to fully take over the shipyard in 1824.

[from Chester Chronicle - Friday 12 November 1819]:
Shipbuilders, Carpenters, &c. TO BE SOLD AUCTION, (without the least reserve) By Messrs. W. & J. Brown, At the Yard, near the Crane, in the city of Chester, Wednesday the 17th instant, The remaining part of the late John Troughton Esq.'s STOCK; comprising a quantity of well seasoned OAK PLANKS, BROKEN TIMBER, SCANTLING. DEAL PLANKS. AND SPARS, STOOPS and RAILS, about 1000 seasoned TREE NAILS, a quantity of Copper and Iron BOLTS, and a variety of useful articles for ship and house building together with the whole of the MOULDS. The above will be sold in lots suitable to purchasers, and the sale will commence precisely at eleven o'clock. Bridge-street, Nov 8 1819.

[from Chester Chronicle - Friday 08 March 1822]:
Launch - To-morrow at noon, the fine steam packet built by Mr Harvey of this city, the superior construction of which we called attention of our readers a short time ago, will be launched from the yard of Mr H. A few years ago launching of large vessels in this port was so common that they excited but little notice; we anticipate, however, if the day proves fine that there will be no paucity of spectators to-morrow. Let us hope, that the ship-building trade which was few years ago, so flourishing here, may revive under skilful superintendence of the few builders who still remain here.

[from Chester Courant - Tuesday 12 March 1822]:
Launch. On Saturday, between twelve and one o'clock, a beautiful steam vessel was launched from the building yard of Mr. Harvey, of this city, by whom she was built. The vessel went off the stocks in very fine style. A good number of spectators were present; and if the weather had been favourable, which, however, was not the case, it is probable their number would have been much greater. The vessel is about 231 tons measurement, and is pierced for 20 guns, length aloft 112 feet 2 inches, breadth 20 feet 11 inches, depth in the hold 12 feet 10 inches. She is to be impelled by two engines of forty horse power each, and is intended to be lugger-rigged; it is calculated she will sail from twelve to fifteen knots an hour. The plan upon which she is built is very superior; it has been admired by several of the most experienced ship-builders of London and other places, and is highly approved of by all who have examined her. She is copper-sheathed and fastened, and her materials and workmanship are very superior. In short, she is one of the most complete vessels ever built in Chester, or perhaps elsewhere. A well executed figure of Mercury adorns her head. We believe she is intended to sail between London and Calais, and is so constructed, that should war break out, she will make an excellent privateer.

[from Chester Chronicle - Friday 15 March 1822]:
LAUNCH OF A STEAM PACKET. We noticed in a former Chronicle that a steam vessel, in a style of very superior workmanship, was building in this City, intended to run between London and Calais and that it was under the superintendence of a gentleman named Hervey; we were wrong: Mr Everden is the builder; if we may take this Vessel as a fair specimen of his ability, it is only bare justice to say that it does him infinite credit.
On Saturday last, a little while after noon, it was launched and although the day was very showery and unfavourable, a great number of spectators attended and she glided majestically into the water without the slightest accident. Her steam apparatus is arrived at Mr Green's wharf, and this beautiful model of nautical architecture, will in a few weeks be ready for moving. Her tonnage, we understand, exceeds 300, register.

[from Chester Chronicle - Friday 05 April 1822]:
Steam Packet - It expected this beautiful vessel, certainly one of the finest models of shipbuilding in the United Kingdom, will be ready to leave this port about the second week in May. The machinery is now fitting up and it is unnecessary almost say the whole is on the most approved principle. When the vessel is in a more finished state of completion, we shall give a description of it. No expense has been spared in the equipment and great credit is due Mr Hervey (one of the Proprietors) and Mr Everden, for the superior taste and skill which they have displayed.

[from Chester Chronicle - Friday 17 May 1822]: Lord Melville Steam Vessel. We noticed in our last, the sailing of this fine vessel for London. She went down the river in beautiful style and did not part with any of her company till she got to the Point of Air and arrived at Holyhead that night; completing the distance of 100 miles in about ten hours. She left Holyhead at four on Thursday evening, and made the Land's End at four next evening, and passed the light-house at seven. The wind was fair from the head to Plymouth where she arrived Saturday morning about five, and at eleven o'clock at night came to anchor off of the Isle of Wight till next day. Off the Land's End, the vessel encountered a very heavy gale of wind; but though wind and tide were heading her, effected her passage without difficulty. The latest accounts from the Lord Melville dated Sunday last, state that vessel would leave Portsmouth that evening and was expected to be in the Downs next day, wind and tide against her. The packet is found to surpass all expectations previously formed of in her point of sailing and in every other respect the machinery works extremely well; and the writer says she has not been put to more than two thirds of her speed, and although from four o'clock to half past six on Sunday morning against a strong wind and tide, she completed 5 miles in two and a half hours.

[from Morning Herald (London), Monday 20 May 1822]:
LONDON to CALAIS direct, with PASSENGERS only, The superb new and commodious STEAM PACKET, the LORD MELVILLE., Peter N. Black, commander. Burthen 220 tons, and of eighty-horse power, will commence running for the season, from off the east end of the Custom House to Calais on Saturday 18th May...

Listed in 1845 as registered at London, built Chester 1822, 116 tons, 80hp, 124 x 19.2 x 8.3ft.

Not listed in 1851 register of British steam ships.

[from Chester Courant - Tuesday 21 May 1822]:
Ship Yard & Graving Dock, - AT CHESTER. TO BE SOLD AUCTION, At the Feathers Inn, in the city of Chester, on Tuesday, the 21st of May inst. at six o'clock in the evening, subject to conditions which will be then produced, ALL that excellent SHIP-BUILDING YARD, and GRAVING DOCK, very desirably situated on the banks the river Dee, and near to the House of Industry [work-house], in the city of Chester, with the newly-erected WAREHOUSE, SAW-PITS, and other conveniences belonging thereto, in the occupation of Mr. Harvey, ship-builder. There is depth of water sufficient to launch a vessel of 500 tons burthen, and the situation for a ship carpenter's establishment cannot be excelled. The Yard is securely inclosed, principally by a new brick wall; and in it is erected a substantial CRANE, by which the largest timber brought down the Ellesmere canal or the river Dee, can be lifted into the yard. The Premises are held by lease under the Corporation of Chester, for a term of years, 43 of which are unexpired, at the yearly rent of five guineas. Possession may had in one month, and if required, the purchaser will be accommodated with the whole of the purchase money on proper security at interest. For further particulars, application to be made at the office of Mr. Barker, solicitor, Chester.

[from Chester Chronicle - Friday 19 November 1824]:
Ship Building. We are happy to say there is every probability of this Port being restored to that rank which it a few years ago held as a ship building station. We have heard that in a short time keels will be laid down for two large brigs, and for a steam-vessel 136 feet in the keel [Lee - see below]. These will give employment to a number of hands during the winter, and a considerable time afterwards. Chester, perhaps, offers equal advantages to the shipwright to any place in England:- the facilities of procuring and selecting timber of the very best quality; its inland situation as a Maritime Port; certainty of a supply of able workmen at fair prices and, not least, the opportunity of purchasing ship timber at least 4d per foot cheaper than at Liverpool and other ports; these are material benefits, and we shall be glad to see Mr Wilson - our newly-become resident builder - and the City at large, profit by them. [Brigs launched by Wilson: 25-8-1824 Belem Castle 160 tons burthen for Mediterranean trade; 2-4-1825 Helen/Ellen Clare, 174 tons, 80 x 22.2 x 14.6 for Worall, Liverpool for trade to Leghorn & Genoa]

Wooden paddle steamer Sir Joseph Yorke, built Chester 1822, 62 grt, 48 nrt, 84.8 x 13.6 x 8.9 ft, engines by Butterley. Listed in the 1822 return of steam vessels as 100 tons, 30hp, built Jolliffe & Banks, engines by Butterly; also reported as built Jolliffe & Co., at Chester, engines Butterly Co. Owned by Jolliffe and Banks, for service from London to Sheerness and Southend - advertised up to 1828. A vessel of this name was reported as plying in Plymouth sound in 1833.
Listed in 1845 as registered at London, built Chester 1822, 62 tons, 26hp, 84.8 x 16.4 ft, whereabouts not known.
Not listed in 1851 register of British steam ships.
This steam packet is reported as built at Chester by William Mulvey. At this date he had a shipyard at Chester (later in 1825, he moved to a larger yard). Unlike the Lord Melville, which was fully reported in the Chester Newspapers, I have found no mention of the launch of this steam vessel. Later steam vessels built by Mulvey at Chester are all reported in the Chester newspapers, also. She started her service on the same date in 1822 as the Lord Melville - and had the same owners.

[from Morning Advertiser - Saturday 04 May 1822]:
Also the new and elegant Steam Packet the SIR JOSEPH YORKE, Captain Wallis, belonging to the same Proprietors, and built upon most improved principles, will start from off the Custom-house SATURDAY, the 18th May, Twelve o'clock precisely, for Southend and Sheerness and upon every succeeding Tuesday, Thursday, and Saturday, at the same hour.

[excerpt from Public Ledger and Daily Advertiser - Wednesday 07 May 1823]:
The SIR JOSEPH YORKE has been much improved since last Season, in her Hull and Engines. The Proprietors are, therefore, confident she will now prove herself one of the finest Vessels on the River.

Shipyards at Chester 1825 [from Chester Courant - Tuesday 26 April 1825]:
Old established Ship-building Yard, CHESTER. W. MULVEY, (LATE MULVEY AND EVANS), HAS the honour to announce to the Mercantile Interests, that he has recommenced business in the above line, in a commodious and superior situation on the Dee, within the city of Chester, adjoining the slips of the late long established firm of Mr. Troughton, and shall be happy to receive orders for vessels of any description, which shall be executed in a superior style, on the best principles of Naval Architecture, and on terms as moderate as any others in the trade. He respectfully offers his humble acknowledgements for the kind patronage he has previously experienced, and assures them, that those who may entrust him with their commands, shall not be disappointed in the execution of them.

Mulvey's previous yard was bought by Grayson: [from Chester Chronicle - Friday 10 June 1825]:
SHIP BUILDING YARD, AND GRAVING DOCK, AT CHESTER. TO BE SOLD BY AUCTION, At the Feathers Inn, in the city of Chester, on Friday, the 17th of June instant, at six o'clock the evening, subject to conditions which will be then produced, unless previously disposed of by Private Contract, which notice will be given. ALL that excellent SHIP BUILDING YARD, AND GRAVING DOCK, very desirably situated on the banks of the River Dee, and near to the House of Industry, in the city of Chester, with the newly erected Warehouse, Saw Pits, and other conveniences belonging thereto, now in the occupation of Mr. Mulvey, Ship Builder. There is depth of water sufficient to launch a vessel of 500 tons burthen and the situation for a Ship Carpenter's Establishment cannot be excelled. The yard is securely enclosed, principally by a brick wall, and in it is erected a substantial Crane, by which the largest timber brought down the Canal, or the Dee, can be lifted into the yard. The Premises are held by lease under the Corporation of Chester, for a term of 50 years, which commenced the 10th of October, 1814, at yearly rent of five guineas. For further particulars, application to be made to Mr. Barker, Solicitor, Chester.

[from Chester Chronicle, Friday 22 July 1825 ]:
Mr. C. Grayson, ship-builder, has purchased the dock-yard occupied by Mr. Mulvey, of this City. [Grayson had a yard at Birkenhead in 1821, when Abbey was built by him; however, he is also reported as opening a shipyard at Holyhead in 1825]

The first newspaper mention of William Mulvey, shipbuilder, at Chester, that I have found, was 1816 when he is stated as having three vessels under construction. He was reported [Stranger in Chester, by J Hanshall 1816] to have come from Frodsham at about that date. He is also thanked for helping in the rescue operation when William Cortney's shipyard was on fire in 1817. See a list of sailing vessels known to have been built by him and his sons from 1817 on.
  Here is a list of Mulvey built steam vessels (besides the Sir Joseph Yorke discussed above):

St David 1824;

Dairy Maid 1827

Wooden paddle steamer Herald, built Mulvey, Chester, 1827, 218grt, 40nrt, 130.9 x 12 x 10.5 ft, engines 130hp, for Liverpool Steam Navigation Co., later St George Steam Navigation Co. She was the largest steam vessel built by Mulvey - presumably facilitated by his move to larger premises in 1825. In 1835 length given as 145.9ft.
Aground and wrecked March 1839 at entrance to Carlingford Lough.

[from Chester Chronicle - Friday 09 March 1827]:
Chester Ship Building. A beautiful Steam Packet, of between three and four hundred tons burthen, will be launched from the building yard Mr. Mulvey, on Thursday morning, the 15th inst. at 11 o'clock precisely. We understand that she belongs to the St George War Office [sic] Steam Packet Company, of Liverpool, and is intended to ply between that port and Cork, in conjunction with the Steam Packet Lee, which our readers will recollect, was launched from Mr. Wilson's yard, about eighteen months ago; her Engines of one hundred and thirty horses' power, are now making by Messrs. Fawcett and Prestons, the celebrity of their manufacture added to the excellence of the Vessel's model, will, we are inclined to think, ensure to the Cork Packet (for so the new Steamer is to be called) the character of one of the crack vessels of Liverpool. [later named Herald]

Zephyr 1832

George 1834

Clive 1838

Wooden paddle steamer Victoria, built Mulvey, 1838. No more details known. Possibly renamed Earl Powis? [sister to Clive above]
Note that a wooden paddle steamer named Victoria had been launched at Birkenhead in 1837 for the Liverpool Steam Tug Company.

[from Chester Chronicle - Friday 29 June 1838]:
Very early in the morning, a beautiful steamer was launched from Mr. Mulvey's ship yard, amid the cheers of large concourse of people, and christened in honour of the day [Victoria's coronation, 28 June 1838] - Victoria.

William Mulvey died on 9-3-1839, aged 67, and his business was carried on by his wife (Peggy) and two sons (Thomas Smith and William Wilkinson). His sons partnership was dissolved in 1844 and T S Mulvey was bankrupt in 1848.

[excerpt from Chester Chronicle - Friday 30 June 1848]:
Sale: Dwelling house and several shares in the undermentioned vessels of Mr Thomas Smith Mulvey, bankrupt.
All that 16-64 Share of and in the SCHOONER, called or known by the name of The Ann Mulvey, register 110 68-100ths tons new measurement, well found and commanded by Captain Jones, and is now in the Cheese Trade between Chester and London.
Flats: The Fire Brick 36.09 tons; The Shifty 61.18 tons; The Kitty 44.53 tons; The Trap 49.62 tons; The Brewer's Hall 19.86 tons; The Fanny Truss 61.10 tons; The Sarah Jane 62.16 tons.

[from Chester Chronicle - Friday 07 February 1845]:
FIRE AT MR MULVEY'S SHIPYARD. On Sunday last, about eleven o'clock in the evening, considerable alarm was excited in this city, by the announcement that Mr. Mulvey's shipyard was on fire. It appeared that flames were seen by some persons issuing from a shed in the ship yard, situated between Roodee Foundry and the pattern room, and it was feared that, before help could be obtained, the ignition might communicate to those buildings. Notice was, however, immediately given to the civic authorities and to the garrison, and in the course of a very few minutes, the city engines were on the spot. The Castle engines did not arrive until the fire was nearly extinguished as the men were at the time engaged in Divine worship at St. Mary's church; but on being called out they immediately hastened to the ship yard. On the arrival of the city engines, attended by a body of firemen, under the superintendence of Mr. Hill, the shed was nearly destroyed, and the flames were just bursting into the pattern room; the window shutters and frames of which, we understand, had already taken fire. After considerable exertion, however, on the part of Mr. Hill, the further communication of the flames on either side of the shed was cut off - the shed itself being completely destroyed. A large quantity of new timber, which lay in the vicinity of the shed, was saved by the timely arrival of the force. It has not been positively ascertained how the fire originated; but, as Mr. Mulvey states, there had been no fire kindled in his yard the previous day, it is supposed that a spark had flown from the crucible of the foundry, which after smouldering some time, had at length burst into a flame. It is stated that a similar accident has happened by this means on a former occasion. The amount of damage done does not, it is said, exceed £50 or 60; but had the fire occurred in the night, is very probable that the entire buildings would have been destroyed.

Wooden paddle steamers built by John Wilson at Chester. He moved to Chester around 1821 and departed around 1827.

[from Chester Courant - Tuesday 25 September 1821]:
Trade of Chester. We have pleasure in saying, that the Chester ship-building branch of trade, which has lately been much on the decline, and threatened to leave our precincts, is likely to be revived. Some spirited gentlemen, from Liverpool, have rented the yard of the late Mr. Cortney, where business is expected to be carried on to a considerable extent.
It is also said, that Mr. C. Grayson, of Liverpool, is about to establish a similar concern at Tranmere in this county. [He moved to Chester in 1825]

Wooden paddle steamer Lee built Wilson, Chester, 1825, 201nrt, 131 x 22.2 x 10.6 ft, engines 130hp by Fawcett & Preston, owned Cork & Liverpool Steam navigation Co.

[from Chester Courant - Tuesday 21 June 1825]:
Launch. - On Saturday, a great concourse of people was attracted to the ship-yard of Messrs. Wilson's, in this city, to witness the launch of a fine steam vessel, when they were gratified to the utmost of their wishes, the launch being one of the finest that was ever witnessed. The vessel was christened the Lee, of the burthen of 300 tons, to be fitted with double marine engines of 120 horse power, from the manufactory of Messrs. Fawcett and Prestons; length per measurement 130 ft. 3in., breadth 22ft. 2in., depth 13ft. 6in. She is intended to ply for goods and passengers between the port of Liverpool and Cork, and belongs to the St. George Steam Packet Company.

Ormrod, b 1825, Wilson; North Wales service.

Mentioned as towing ship St George after her launch in 1826.

Wooden paddle steamer Kingstown, built Wilson, Chester, 1826, 71nrt, 91.2 x 17 ft, for St George Steam Packet Co., Dublin. Advertised as belonging to City of Dublin SPCo from at least 1832. Some more detail.

[from Chester Chronicle - Friday 17 February 1826]:
On Monday, we were gratified with the unusual sight of four steam vessels lying in our river, namely, the St. David, the Abbey, Kingstown, and the Ormerod.
Launch. On Saturday last, a beautiful new steam packet was launched from the building-yard of Mr. Wilson, of this city. She belongs to the St. George Steam Packet Company, is named the Kingstown, and intended to ply between Dublin and Bangor Ferry, during the summer months, to afford the inhabitants of Dublin the opportunity of inspecting the chain bridge across the Menai Straits.

[from Wexford Independent - Wednesday 11 May 1836]:
For Liverpool, THE WELL KNOWN POWERFUL STEAMER KINGSTOWN. JOHN JONES, Commander, WILL sail in conjunction with the Abbey and Ormrod Steamers for Liverpool, during the month of MAY, as follows viz: ..... The Owners of the Abbey and Ormrod Steamers, anxious to afford every accommodation to Shippers, have entered into arrangements with the City Dublin Steam Packet Company for their first rate Steamer Kingstown, which will sail regularly with their own steamers in the Liverpool and Wexford trade. The Kingstown is a vessel of very superior class, and of equally easy draught of water, as the other Steamers composing this line, and consequently not subject to that delay and inconvenience, experienced by vessels of a description, capable only of navigating this harbour, and proceeding over the bar at the top of high water. ...

Maria, b 1826, Wilson; Mersey ferry.






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Cymro, b 1826 Chester

Black Diamond, b ~1835, most probably by Eyton.

Hawarden Castle, b 1835, Boydell, Queensferry; chain ferry

Wooden paddle steamer Conway Castle, built Conway 1836, 86 grt, 102.3 x 18.8 x 6.5 ft, 70 hp engines by W Rigby (Dee), owned Liverpool & Conway Steam packet Company, registered Beaumaris. First service May 1837 Liverpool - Conwy. Sold for use in Northern Ireland 1839. Listed 1845 as at Belfast, built Conway 1836, 86 tons, 70hp.
Hull not built in Dee, but engines were.

[from Chester Chronicle - Friday 09 September 1836]:
Conway Castle Steamer. THE CONWAY CASTLE STEAM PACKET, now building at Conway, will be launched on Wednesday the 14th instant, This fine strong built vessel will be copper fastened, and fitted with double engines of 70 horse power[64 in another report], and has been built under the superintendence of the most experienced Liverpool shipwrights. She is to ply between the ancient town of Conway, its adjacent districts, and the port of Liverpool; and has been built stronger and firmer than any Steamer plying on the Welsh coast, and for the station, for in tonnage and draught of water, she is in every respect well adapted. Due notice will be given in a further advertisement of the time she will commence plying. &c, &c.

[from Liverpool Standard and General Commercial Advertiser - Friday 05 May 1837]:
We understand, that a new steamer, the Conway Castle, fitted up with a view to the comfort, and convenience of passengers, and with one of Messrs. W. Rigby and Son's best steam engines, and commanded also by an experienced Captain, is about to ply regularly for Conway, three times per week. The steamer is quite new, and on its arrival at Conway, on Wednesday from Messrs. Rigby's foundry, the scene was most animating; for many hours before her arrival the inhabitants of Conway and neighbourhood began to muster on the tops of the mountains, immediately on the vessel rounding the perch, at the entrance of the harbour, three most stentorious and British-like cheers were given, headed by Captain A. Gregory; this was responded to by a gun from the Conway Castle. Sir John Hilton immediately followed by a salute, which was answered by a regular and smart fire from the town; the flags were flying, the bells ringing, all was gaiety and life; and the day being most propitious it was truly a most animating and delightful scene.

[from The North Wales Chronicle and Advertiser for the Principality, 19th June 1838]:
CONWAY. A more spontaneous burst of joy, we never witnessed than on Wednesday last, on the arrival of the Conway Castle steam-boat from Liverpool. The town banners were hoisted on the castle and Porth-Isa, and amidst the firing of guns, the air was rent with acclamations of congratulation to Captain Jones, the spirited projector of the said packet, and Mr. R. Thomas, of Llanrwst. News having been received at Conway in the morning, that those gentlemen had on the day previous purchased the same from the party who were adverse to Captain Jones's being master of her. Such had been the respect Captain Jones's conduct had gained him, that all the tradesmen of Conway and Llanrwst had signed a resolution not to give their support to the packet unless Capt. Jones should be reinstated in the command.

[from Belfast Chronicle, Saturday 19 October 1839]:
The steamer Conway Castle, Anderson, for Portrush and Londonderry, sails on Tuesday, at seven clock morning.

Skimmer, b 1839, Boydell, Queensferry; Dee tug, excursions




Unity, b 1841?, Fflint; Chester excursions 1841-4.

Taliesin, b 1842, Eyton, Mostyn; Dee tug, excursions

Lapwing, b 1842, Rigby, Sandycroft; Finch's propellor tested.

Prince of Wales, rebuilt 1843, Rigby, Sandycroft; Rock Ferry service

Star, b 1845, Rigby, Sandycroft; Rock Ferry service

John Rigby had an Iron Foundry at Hawarden from the 1770s which continued at that site until 1854. They built steam engines for pumping at nearby collieries, among other products. The family acquired land nearby on the banks of the Dee, at Sandycroft, to facilitate fitting steam engines to vessels. By the date that they were building engines for steam ships, the company was styled William Rigby & son. William also had an interest, in partnership with William Hancock, in a brick works - which was associated with a tramway to Aston Quay on the Dee. William died in 1842, aged 74. His son John Rigby seems to have taken over responsibility previously.
  Confusingly, there were other shipbuilders and shipowners called Rigby in the region, it is not known whether they were related. William Rigby built and part owned Prince Regent in Runcorn in 1822; Joseph Rigby was a boiler-maker and built a canal steam tug in 1838 at Liverpool; Adam Rigby was part owner of Prince Arthur wrecked 1850; John Rigby was owner of the Seacombe ferry Invincible built 1852.

Marine steam engines known to have been provided by Rigby & Co. of Hawarden/Sandycroft (many steam vessels were built with no information of name of engine builder - so there were probably more vessels engined by Rigby).
Countess of Bridgewater 1816;
St. David 1824;
Dairy Maid 1827;
King Fisher 1830;
John Rigby 1831;
Eleanor 1834;
George 1834;
Egerton? 1834;
Alexander 1835;
Porto 1836;
Conway Castle 1837;
Victoria 1837;
St. Sebastião, Bahiana 1838;
Pernambucana 1839;
Paraense? 1839;
Maranhaense? 1839;
Eclipse 1841 (repairs);
Lapwing 1842;
Prince of Wales 1843;
Dreadnought 1844;
Star 1845;
Forth 1846;
Frigate HM Fury 1846;
James Atherton 1846;
Brazilian Frigate Affonso 1848;
Fairy 1849;
Chester 1854.

Wooden paddle steamer Porto, built Porter & Dickinson, Liverpool, 1836, 360 tons burthen, two 75 hp engines by Rigby, Hawarden. Owned Duarte Brothers for service from Portugal. Wrecked 1852.
The name of the builders is repeated in all Liverpool newspapers, but does not seem to occur in any other reported ship launch. However Dickinson is described as having a ship-yard at Liverpool and using Porter as a designer.

[from Gore's Liverpool General Advertiser - Thursday 15 December 1836]:
New Steamer. A splendid new steamer, of about 360 tons burthen, belonging to Messrs. Duarte Brothers and Co. of this town, has just been launched from the yard of Messrs. Porter and Dickinson. She is supplied with two engines of 75-horse power each, the workmanship of Messrs. William Rigby and Son, of Hawarden. She was taken into the river for trial on Wednesday week, when the engines were set to work under the immediate inspection of Mr. John Rigby. The working of the engines was such as to give the most perfect satisfaction. From the first turn they went round smoothly and beautifully, and none of that abominable vibratory movement which is a great nuisance in the general run of steam-boats, could be perceived on board. We understand that a party who were partaking of refreshments in the cabin could not distinguish whether the engines were going or not, and we are informed by one of the company that a champagne glass, which partially overturned by accident, and rested on the edge of a tumbler, actually remained in that position without falling further, so little apparent motion was there on board. The vessel was at the time going at the rate of 11.5 miles an hour. She is called the Porto, and is intended to ply between Lisbon and Oporto, under the command of Captain Figaro.

Sketch of PS Porto in the Douro.

Loss of the Porto 29 March 1852, off Oporto, all 36 passengers and 15 of the 22 crew lost [39 passengers and 13 out of 22 crew in another report]. Position Forçados rocks, or Toiro rocks, only about 50 metres from the shore, near the mouth of the Douro river, inside the bar.
[from Liverpool Standard and General Commercial Advertiser - Tuesday 13 April 1852]: OPORTO, PORTUGAL. Wreck of the Porto Steamer, and of 36 lives. Oporto, March 30. A most lamentable occurrence in the loss of the steamer Porto (Portuguese) has thrown this city into the greatest consternation, all her passengers (thirty six in number) having perished, and only seven of her crew saved. That unfortunate vessel sailed from this Sunday morning for Lisbon, and from some cause or another bore up again after being as far south as Figueira, and on taking the bar last evening about six o'clock she struck on some rocks called the Forçados inside the bar, when the anchor was let go; but she drifted, and, not answering her helm, got embedded in a reef of rocks, where no aid could be sent to her; and, night coming on, she went to pieces in a few hours. Among the sufferers are Mr. Joseph Allen, of this place, and two daughters; Mr. Anderson, from London, shipowner, who was here on the Harriet, bound to Australia; Mons. Destrées, French Consul at this port; Mr. Anderson's nephew; Senhor Joel da Silveira Pinto, nephew of the well known Senhor Albano, of Lisbon ; Senhor Antonio José Placido Braga; Senhor Francisco Vieir de Sousa Oliviera, of the Commercial Bank.
As yet no bodies have been picked up
The Porto steamer was built at Liverpool and belonged to the Liverpool and Oporto Company, plying weekly between these ports - in conjunction with the Quinto do Vesuvio formerly the Circassian of Glasgow.
Mr Driver of this town (who has kindly favoured us with this information) states that he is not surprised at her loss. The commander of the Porto was formerly an apothecary in Oporto, and during a voyage Mr Driver made in her from Lisbon to Madeira, they passed that island 60 miles, and were a day and a half in finding it; thence they proceeded to Gibraltar, and had it not been for the vigilance of Captain Prevost RN, (a passenger), the Porto would have been run on shore 80 miles south of Gibraltar, on the coast of Barbery. This is another instance of great loss of life, from a person being utterly unfit to take command of a vessel.

Report of wreck details [excerpt from Leeds Intelligencer - Saturday 17 April 1852]:
The dreadful disaster, which it is my painful office to relate, was rendered, by some of its attendant circumstances, one of the most awful and heart-rending on record. On the morning of the 28th March, the Porto steamer, with a crew of 22 men and 39 passengers, left Oporto for this city [Lisbon], under the command of the mate, the captain having been left sick on shore. Although the fall of the barometer indicated the approach of rough weather, the sea was calm, and all went on well till the vessel reached Cape Moddego[sic: Mondego], when it came on to blow a furious gale from south-west, and the worn-out state of the boilers rendering a press of steam quite out of the question, the headway made scarcely exceeded the rate of one mile an hour. On finding this to be the case, the terrified passengers prevailed upon the mate in command to put the ship about and run for Oporto or Vigo. At about five p.m. on the 29th, she arrived off the entrance of the Douro, and the pilots on shore, who as soon as she hove in sight had held a consultation on the subject, unanimously agreed that she might venture to cross the bar, and made the usual signal for the purpose. Encouraged by this assurance, the commander at once made for the perilous passage. The sea was not high, and there seemed every reason to hope that all danger would soon be passed. The channel, though short, is narrow, intricate, and beset with rocks and shoals, and requires at all times the nicest and steadiest steering. Nevertheless, - oh, short-lived joy to every throbbing heart on board - the last flat rocks, called "as ultimas lages"[sic: las ultimas lages], are cleared, and in one minute more the ship will be in safety. At that fatal moment, by some mismanagement, she sheared, and striking on a sand-bank called the Cabedelo, unshipped her rudder. A second shear, caused by the rebound, threw her back upon the Toiro-rock, where she stuck fast for upwards of an hour. The rock in question is only twenty fathoms distant from the shore, and is exactly opposite the house known by the name (unfortunately no longer appropriate) of Salvavidas, or life-saver, which was built by order of Don[sic: Dom] Miguel in 1829, and stored with ropes, buoys, howitzers to throw lines on board ships in distress, and all other means and contrivance to save human life, but which, together with all its contents, was sold by the Liberals shortly after they came into power. Thus an interval of but forty yards separated those who were in perfect safety, beholding the fearful scene brought close under their eyes, from those who stood encompassed by all the horrors of hastening and inevitable destruction, for the sea was rising rapidly, and the beach was already crowded with the families and friends of those on board. A pilot boat was at once launched and got near enough to receive a rope thrown from on board, one end of which it was intended to convey on shore, in a direction clear of the sunken rocks which lay between the boat and the ship. If this could have been done, no doubt many, if not all, would have been enabled to escape by means of it; but unfortunately the people in the vessel lost all presence of mind, and, persisting in their attempts to haul the boat alongside, the pilot was obliged to let go the rope; and though he made every endeavour to get near enough to have it thrown to him again, he never succeeded in doing so, and at last had to give it up altogether.
Meanwhile the sea had got up and was rolling in tremendous waves, which at last lifted the fated vessel and carried her towards the Forcado rock, some 30 yards further off, upon which she struck violently, and the water rushing in extinguished the fires. The agonising shrieks of those on board now became incessant, for every hope had seemed to vanish. Many were on their knees praying aloud for mercy, while others ran wildy about in a state of frenzy. The French consul at Oporto, M. Destrees, was seen standing upon the paddle-box, stripped to his shirt and drawers, and calling out to Manoel Francisco, the pilot, to come to his succour. Mr. Joseph Allen, another passenger, stood on the quarter-deck with his two young daughters clinging to him. The spectators of this fearful vision, for such it almost seemed to be, did all they could to urge the pilots to venture out again. Baron Massarellos, on behalf of the wife, now the widow of Mr. Allen, offered a reward of 12,000 milrois (£2600). Many other people offered large sums. Several young men, amongst them an Englishman of the name of Brown, and two or three English sailors, volunteered to row if some pilot would undertake to steer. But all in vain. The only answer to all entreaties was that the attempt would only bring destruction upon those who ventured upon it. Some common sky-rockets were brought down from Oporto, and by means of these repeated endeavours were made to throw a line on board the vessel, but being of too little weight and projectile force, they were all swept away by the wind, which was blowing tremendously. At about half-past seven o'clock p.m., the vessel parted right amid-ships, and the passengers, the whole of whom were clustered in the after-part, fell in one heap into the sea. The effect produced by the sudden ceasing of the loud yell they raised was, it seems (and we can easily conceive it), most horrifying. Of the crew, who were forward, all but three now tried to swim on shore, but only eight of them succeeded in the attempt. In the course of another half-hour no portion of the wreck was visible, and all was silence. About two o'clock in the morning, however, one of the three men who had clung to a portion of the bow - the only part of the vessel which, though unseen from the shore, remained above water - swam to the land. The other two had perished.
It appears from the report of the men who escaped, that the immediate cause of this terrible disaster was bad steerage, but there cannot be a shadow of doubt that the principal, though apparently remote cause, was the shameful conduct, not of the present government alone, but of all those who have misruled Portugal since the downfall of Don Miguel, in selling the "Salvavidas" establishment, formed by that unfortunate and much calumniated prince, and in diverting to other objects the proceeds of the contribution levied for the express purpose of improving the frightfully dangerous entrance of the river Douro. Among the passengers who perished in the Porto, besides Mr. Allen, were two Englishmen, a Mr. James Anderson and his nephew, Mr. Elmsley.

Wooden paddle steamer São Sebastião, built Humble and Milcrest, Liverpool, 1838, 250 tons, engines 100hp by Rigby, Hawarden, for Brazilian Steam Navigation Company. Arrived Brazil 1839.

Wooden paddle steamer Bahiana, built Humble and Milcrest, Liverpool, 1838, launch 10 July, 250 tons, engines by Rigby, Hawarden, for Brazilian Steam Navigation Company. Arrived Brazil 1839.

[from Liverpool Standard and General Commercial Advertiser - Friday 13 July 1838]:
LAUNCH OF THE BAHIANA. The second vessel for the line of steam-packets on the coast of Brazil, was launched on the 10th instant by Messrs. Humble and Milcrest, and is called the Bahiana, from the port of Bahia being the first at which the packets are to touch after leaving Rio de Janeiro. The Bahiana will proceed in a few days to join the St. Sebastian, at Hawarden, on the River Dee, to take her engines on board.

[from Chester Courant - Tuesday 02 April 1839]:
THE SAINT SEBASTIAO AND THE BAHIANA STEAMERS. The Saint Sebastian steamer, of which we spoke on her arrival from Liverpool, made, on Sunday, an excursion outside the bar, having on board, besides a great number of shareholders of the Brazilian Steam Navigation Company, his excellency the minister of finances, Capt. Nicholson, commander of the U. S. naval division, Capt. Herbert, commander of H. B. M. sloop of war Calliope, and many other persons invited by the directors of the company. After twelve o'clock, his excellency Sr. Cahoon, went below, where an elegant breakfast had been prepared, and during which toasts to the health of H. M. the Emperor of the Brasil. H. M. the Queen of Great Britain, the President of the U. S., and H. M. the King of the French, were drunk, and received with great cheers, the respective national airs being performed by the excellent band - from the United States frigate Independence. After a short cruise outside the bar the steamer returned, and from the fort of Santa Cruz to the anchorage she took only took twelve minutes. The Saint Sebastiao steamer is of 250 tons burden and 100-horse power. Her machinery is the most perfect ever seen in this part of the world, and her appearance is in every respect that of a mail packet, both as regards good order and cleanliness. The accommodations of the main cabin and the ladies and gentlemen's cabin must be seen in order to be duly appreciated. they are fitted up with great elegance, and contain all desirable comforts. To all these good qualities, the Saint Sebastiao joins others no less important; the vibration is scarcely felt, and the machinery works so easy as not to cause any noise. The captain and engineers of the Saint Sebastian report most favourably on the efficient state of the boat and engines, both of which were severely tried by the gales they encountered on their voyage out. The Bahiana, which by the last accounts had arrived at Bahia, is also spoken of in high terms by her captain and engineers. The engines, during the passage of the two boats, performed their work, so well, that no part of them was ever out of order; in fact there was not even a single screw loose. From the Journal de Commercio of January 22. (We understand the above machinery was supplied from the manufactory of our respected neighbours, Messrs. Rigby and Son, of Hawarden.)

Wooden paddle steamer Pernambucana, built Thomas Royden, Liverpool, 1838, 270grt, engines by Rigby, Hawarden. For Brazilian Steam Navigation Company.

[from Liverpool Albion - Monday 10 September 1838]:
STEAM NAVIGATION. The launch of the Pernambucana, the fourth vessel for the service of the Brazilian Steam-packet Company, took place on Thursday, from Mr. Thomas Royden's yard in Baffin-street; and the fifth and last boat for this undertaking will soon be completed.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 26 February 1839]:
STEAM NAVIGATION. On Thursday last the steam-boat Pernambucana, lately launched from the yard of Mr. Thos. Royden, and intended to ply on the coast of Brazil, made an experimental trip, and we understand gave great satisfaction to several scientific gentlemen on board. They were especially loud in their praises of the performance of the engines, which do great credit to the makers, Messrs. Rigby & Son, of Hawarden.

Wooden paddle steamer Paraense, built Wilson, Liverpool, 1839, engines (probably) by Rigby, Hawarden. For Brazilian Steam Navigation Company. Voyage to Brazil in August 1839.

[from Liverpool Mail - Saturday 05 January 1839]:
Steam-packets in Brazil. The last steamer destined for the line of Brazilian packets from Rio de Janeiro to Para was launched on the first day of the year by Messrs William and Thomas Wilson, and named Paraense. Two have already sailed, and the remaining three will follow as soon as their engines can be obtained from the contractors.

[Maranhaense is advertised as a new steamer sailing from Liverpool to Brazil in May 1839; so is probably the fifth steamer built at Liverpool for this company]

[from Liverpool Mail - Saturday 11 May 1839]:
To sail on the 13th May. For RIO DE JANEIRO, calling at the Cape de Verd Islands, Pernambuco, and Bahia. The fine new Steam Boat MARANHAENSE, Captain J. M'Kinnon. For passage, Apply to TODD NAYLOR and Co.

[from Manchester Times - Saturday 26 March 1842]:
DEATHS. On the 16th inst., at Hawarden, aged 74 years, William Rigby, Esq.

[excerpt from Liverpool Standard and General Commercial Advertiser - Friday 19 May 1843]:
The present Sale is ordered by the Trustees of the late William Rigby, Esq. to enable them to fulfil certain Trusts which now devolve upon them. The only other Proprietors with the said Trustees are John Rigby, Esq., of Sandon Terrace, Liverpool, and the Representatives of the late William Hancock, Esq., of Hawarden, by whom the Works are now carried on in the well-known firm of Rigby's and Hancocks.

[from Liverpool Mail - Saturday 15 February 1845]:
Fire at Hawarden. A very disastrous fire, occurred at the foundry and iron works of Mr. John Rigby, of Hawarden, on the afternoon of Thursday last, by which property to a very considerable amount was destroyed, consisting of patterns, the pattern warehouse, and a stable, which was pulled down to save some cottages. The fire was accidental. The estimated damage was £3,500.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 15 August 1848]:
THE ALFONSO STEAM FRIGATE. TO THE EDITOR OF THE LIVERPOOL STANDARD. SIR, Were it not for the high repute and large circulation of your paper, I should not trouble you, but having had a paragraph headed "The Brazilian Frigate Alfonso" put before me, containing much untruth, I have to request you will give it immediate contradiction. 1st. The engines are 300 horses' power. 2nd. I had the honour to be the designer and contractor of H. M. steam frigate Fury's engines [of 500 hp], and was also the contractor and designer of the Alfonso's, as well as the sole inventor of the immense wrought iron framing. Yours, &c. JOHN RIGBY.
P. S. I beg to observe the machinery of the Fury was executed by me at these works. J. R.
Hawarden Iron Works, Flintshire, August 13, 1848.
[We have only to say that we think Mr. Rigby might have conveyed his corrections of our slight errors in a little more courteous language. In such reports as our correspondent alludes to, we can have no object beyond making them as accurate as possible.]

[from Liverpool Albion - Monday 08 August 1853]:
The extensive engineering premises at SANDYCROFT, on the DEE, lately occupied by Messrs. RIGBY, of Hawarden, as Engineers, Boiler-makers, and Iron Shipbuilders, have been secured and are being fitted up at great expense with Machinery for the MANUFACTURE of CLARE'S PATENT METALLIC CASKS, of all sizes and strength, and at various Prices, to suit all the demands of Trade.
Shipowners are requested to observe that the Premises at Sandycroft are specially adapted for IRON SHIPBUILDING, and ENGINEERING in all its Branches, which will accordingly be carried on in conjunction with the Manufacture of Metallic Casks. Large Ironworks are associated with the above Works, and first-rate mechanical ability has been and will be secured for the Business.

Birkenhead, b 1846, Sandycroft; Tranmere ferry

Iron paddle steamer Forth, built Sandycroft 1846, 209grt, 106nrt, 144.4 x 26.7 x 10.4 ft, engines reported as 240hp(1860), 120hp(1872), 70hp(1880). Registered Leith 1856, Granton 1875.

[from Chester Courant - Wednesday 14 October 1846]:
Sandicroft Iron Works. We have often had occasion to notice the extensive operations carried on by the Hawarden Iron Company, at Hawarden and Sandicroft. At present the company are engaged in putting a pair of 500 horse power engines into the Fury steam-frigate [launched 31-12-1845, Sheerness, 1123 tons burthen], now lying at Liverpool, which we are assured, for beauty of workmanship and engineering talent will compete with any in the navy. The company have for some time been in building at their works, at Sandicroft a beautiful iron steam packet, for the Duke of Buccleuch, and Sir John Gladstone, Bart., of Fasque, N.B. to ply in the Forth. She is about one hundred and fifty feet in length, will be fitted with engines of one hundred and twenty horse power. She is built under the inspection of Mr. Wilson, shipbuilder, formerly of this city, but now in eminent business at Liverpool. The ship-carpenter's work is being done by Mr. Mulvey; and painting by Messrs. F. and B. Clowes, all of this city. All who have inspected this beautiful vessel, consider her as equal to anything of the same order in the kingdom. The launch was fixed for Tuesday last, at twelve o'clock, and a large concourse of persons were assembled to witness the spectacle. The tide was high - 30ft 5in, but, in consequence of the prevailing winds, it probably exceeded that figure. The lady of Captain Dundee[sic Dundas], of Aston Hall, had consented to name this noble vessel; but, as she was prevented attending by indisposition, her sister cheerfully undertook the important duty. As the bolts were knocked off, that lady with the usual formalities named the vessel "The Forth." The first movement promised a splendid launch; but when the stern of the vessel touched the water, she stuck in the cradle; and all efforts of the "Cymro" steamer &c., were unable to move her. ..The launch was perfected on the following tide. [Those mentioned as present included John Rigby who presided].

Wooden paddle steamer Mountaineer, built Bristol 1835, but rebuilt at Chester 1847. More detail of Mountaineer. More history
[from Gore's Liverpool General Advertiser - Thursday 10 February 1848]:
For SALE, By Private Contract, The very superior steam vessel, MOUNTAINEER, 196 tons register, burthen 320 tons, was built at Bristol in 1835, and nearly rebuilt last year at Chester, under the inspection of Lloyd's surveyors at that port, at a cost (inclusive of machinery) of £6000, is copper fastened to the wales, substantially beamed, and well secured with diagonal iron knees, &c, has an entire fore and aft flush deck, which was additionally strengthened and more substantially fastened by Messrs Fletcher and Co. in London (subsequent to the general repairs) for the transport of cattle, &c. carries a large cargo, is particularly fast, well known in the Dutch trade, has two engines of 150-horse power, and being every respect in the highest order, is ready for immediate employment, requiring no outlay. Dimensions for new tonnage: length 135 feet 7-10ths, beam 19 feel 2-10ths, depth 13 feet 8-10ths. Apply to TONGE, CUHRY and Co. Derby-buildings, 1, Fenwick-street.

George Cram took over the Roodee shipyard of Mulvey and produced a series of iron vessels. In order to have additional space, he also took over the area at Sandycroft, hitherto Rigby's Iron works, to build two larger vessels: Winifred and Royal Charter.
List of vessels built: 12 at the Roodee and two at Sandycroft (Sy). All were iron but some [Rosario, Winifred, Crystaline] were sailing vessels [Rosario had screw engines added 1860]. Steam vessels (and sailing) are discussed below.
1853: Amelia, Cobre, Golden Queen, Mino, Sardegna; 1854: Rosario, Helena, Chester, Derwent, Winifred [Sy]; 1855: Italia, Royal Charter(Sy); 1856: Crystaline; 1857: Deva.

[from Liverpool Albion - Monday 15 December 1851]:
SHIPBUILDING ON THE DEE. We have the satisfaction of stating, that, on Tuesday last, the shipbuilding-yard by the Roodee, lately occupied by Mr. Mulvey, was leased to a wealthy and enterprising Liverpool company, for the purpose of building iron and wooden vessels. The necessary erections will be commenced forthwith as the contracts for sheds, &c. are already let.

[from Liverpool Albion - Monday 19 April 1852]:
The Chester Chronicle says, "Mr. Cram is progressing rapidly with his operations in the yard near the Roodee. He hopes to lay the keel of the first iron vessel in about a fortnight, and then will speedily commence the pleasant clang of industry; employment will be afforded to many men, and through them the business of the city must be increased."

Iron screw steamer Amelia, b 1853, George Cram, Chester, 300gt, 212 nrt, 145.6 x 21.2 x 13.1 ft, 60 hp engines, 1 screw, ON 1985, owned F H Powell, registered Liverpool. Advertised as trading Liverpool - Bristol, owned Cram & Powell.
29 March 1857, the steamship struck a sunken rock and sank off St. Govan's Head, Pembrokeshire. All 36 people on board survived. She was on a voyage from Bristol to Liverpool. Approximate position - east of St Govan's chapel - 51°35.76N, 4°55.59W.

[from Liverpool Mercury - Tuesday 15 March 1853]:
A screw-steamer, of 350 tons, and 120-horse power[sic], to ply between Liverpool and Bristol, was launched at Chester, on Saturday last, from the building yard of Messrs. Cram and Powell. She was named the Amelia, There are two vessels of 600 tons each now on the stocks in the same building yard.
[more detail Chester Courant - Wednesday 16 March 1853: rigged at Chester, sail next spring tide for Liverpool for engines]

[excerpts from Bristol Mercury - Saturday 09 May 1857]:
LOSS OF THE SCREW STEAMER AMELIA. An inquiry was held on Tuesday at our Council-House, by order of the Board of Trade. A deposition made by the master and mate before the receiver of wrecks at Milford, in which those persons described the accident, and stated that, finding that the vessel began to fill in the fore compartment, and seeing that the only chance of saving the lives of the passengers and crew was to get into the boats, they proceeded to get them out and in a quarter of an hour they succeeded in getting all hands - thirty-six in number - into the boats, and pushed off from the vessel, which by that time had her foremast under water. The deposition further stated that owing to the dense fog, the passengers and crew were compelled to stay in the boats for an hour and a half, experiencing a heavy ground swell during that time, before they managed to find a landing, which, however, one boat succeeded in making in a small creek between Stackpool and St. Gowan's, and the other in Bullslaughter-bay. ..
John Howe deposed - I was the master of the steam-vessel Amelia, she was a screw steamer, iron built, of 167 tonnage; was registered at Liverpool, and traded between this port and Liverpool; the owners are Messrs. Cram, Powell, and Company and others; she was of about 60 horse-power; on the 28th. of March last I took a cargo of goods from Bristol for Liverpool; left Bristol at about nine o'clock in the evening; it was a dark night, overcast, and there was no moon; the wind was about S.W.; passed the Avon lights at about ten o'clock, and proceeded down channel steering W. quarter S. down to the light ship; it was not a clear night, but was overcast; the horizon was clear, but it was overcast overhead; after passing Portishead, we saw the light-ship on the English and Welsh grounds; at about five o'clock on the next morning we saw the Helwicks; the day had not broken when we were abreast the Helwicks, but it broke somewhere about five; when abreast of the Helwicks they bore from the vessel by the compass about N.E. and by N.; at this time we were steering N.W. and by W., and we continued steering on that course till about seven o'clock, going full speed, 7 or 8 knots; it was flood tide; when steering N.W. by W. with a flood tide, the tide would touch her nearly-right a-head, or it might touch her a little on the port-bow; the set of the tide, between the Helwicks and Caldy is about N.W. and S.E.; the further the vessel was to the north-ward the more the tide would set to the southward; steered the vessel myself from about a quarter past six till seven o'clock; in the two hours between five and seven o'clock we had run about 14 or 15 miles; at about seven o'clock I had a sight of Caldy island; the weather was then hazy; Caldy island, when I saw it, was bearing from the vessel about N.E. by E.; the distance from the Helwicks to Caldy is about 12.5 miles; reckoned Caldy when I sighted it to be about 6.5 miles distant from us; at that time there was no lead going; no lead had been hove before during the night; there was no pilot on hoard, but I have myself passed as a pilot for the Bristol channel as low down as Caldy; when we sighted Caldy we altered our course a point to the northward, that is from NW. by W. to N.W.; we continued the north-west course about a quarter of an hour; during that quarter of an hour we were going at nearly full speed, 5.5 or 6 knots; with that bearing upon the vessel and steering that course, the tide would still continue, I rather think, to affect the vessel on her port-bow.
After we had steered for the quarter of an hour N.W., we altered our course to W. by N.; it came on a dense fog at about a quarter past seven, and to make sure, as I thought to clear everything, I altered the course; had no lead going at this time; we steered this course about half or three quarters of an hour; cannot say the exact time; the vessel struck about eight o'clock; we had continued to steer W. and by N. until we saw the land right ahead; the land was about a hundred yards from us, or hardly that.
We then put the helm hard-a-starboard, and the vessel paid off, but not in time to clear the head, and she struck to the eastward of the chapel; before I took the wheel Benjamin Poole was at it, and had been at it from four o'clock; I instructed him as to the course the vessel was to take; Poole was at the helm when she struck; there were lookouts on the vessel; the mate and Nicholas were on the forecastle head looking out, and I was on the quarter deck; it is not usual when two men are looking out to tell one to take the starboard bow and one the larboard; it is about twelve miles from Caldy to St. Gowen's Head.
Summary: That in the opinion of the justices the accident arose in consequence of the master either mistaking the land he made or misjudging its distance therefrom, and in disregarding the use of the lead which, with reference to the fog which prevailed, ought to have been specially attended to.

[from Morning Herald (London) - Friday 24 April 1857]:
The Amelia (screw steamer), from Bristol for Liverpool, which struck on a rock and sunk off St. Govan's Head on the 29th of March, has broken off at the after compartment, and is a complete wreck.

Iron paddle steamer Cobre, re-built Cram, 1853, 91 tons burthen, boilers built Napier, Glasgow, lengthened by 15 ft, rigged as a 3-masted schooner, sent to Melbourne, under sail.
Originally built Swansea Iron Ship-building Co, Swansea, 1848-9, with 45hp paddle engines, 83 ft long. The name Cobre, Spanish for copper, comes from the Cobre Company of Swansea that imported copper ore from El Cobre in Cuba.
Registered at Chester 1851, owned in 1851 by Captain W Walters of Saltney as a tug. ON 32206. After lengthening: 98.8 x 13.6 x 8.9 ft, 46nrt, 91grt, 45hp engines, paddles. Registered Melbourne 1854, registered Sydney 1869.
Lloyds 1854 states Cobre, owned W Walters, master T H Hall, iron, no mention of engine, registered Chester.

[from The Principality, 1st December 1848]:
LAUNCH OF THE NEW IRON STEAM-TUG, COBRE. On Monday morning last this smart little craft was permitted to leave her dock, and to glide into her native element amidst the shouts of a large concourse of spectators. She was launched from Mr. Beth's[sic] yard, is entirely built of iron, and intended to work as a tug for vessels in our harbour and bay. The teetotallers' brass band was in attendance, and enlivened the scene by its excellent music.

[from Chester Chronicle - Saturday 17 May 1851]:
Steam Navigation on the Dee. We are glad to notice that a new steamer has taken her station on the river, and much commendation is due to Captain Walters, of Saltney, for the spirited manner in which he has carried out his enterprise. The vessel is named the "Cobre," it was built at Swansea by Messrs. Bath and Eaton, and is furnished with improved oscillating cylinders, and patent condensers, intended for towing vessels, or for pleasure excursions, and is very handsomely fitted up for the latter purpose. Cobre is of 50 horse power, and about 130 tons register. On coming up the river on Tuesday from South Wales; she had a trial with the "Conqueror" (lately belonging to Captain Walters) her powers of speed and capability of tonnage were pronounced somewhat superior to those of the other. This was sufficiently tested opposite the Crane-Wharf, when the Cobre, going against tide towed the Conqueror whose head was with the tide, about two knots per hour, both engines doing their best. The vessels at the Cheese House and the Crane sported their colours on the occasion to do honour to the new arrival, and in acknowledgement of the benefit to the port likely to accrue from the undertaking of Captain Walters.

[from Chester Chronicle - Saturday 21 May 1853]:
Launch of a STEAMER. - On Thursday evening at a quarter past nine o'clock, a small steamer was launched from Mr. Cram's ship-yard. Her name is the Cobra [sic]; and she is 91 tons burthen. She is the property of Captain Walters of Saltney, and is intended to ply up and down the rivers of Australia. Her boilers have lately arrived from Glasgow. A ship launch by moonlight is a novelty, and the sight was a pretty one. We understand the Cobra has been on the stocks about six weeks, for the purpose of being lengthened 15 feet.

[from Chester Chronicle - Saturday 23 July 1853]:
The Steamer Cobre. The ownership of this vessel, which for some time past has plied upon the Dee, has been recently acquired by Captain Walters, of Saltney. He has lengthened her fifteen feet, fitted her up with new machinery, and added sufficient accommodations to prepare her for the long voyage. It is his intention to rig her as a three-masted schooner (a style of vessel which is now coming into vogue); and when her equipments are complete, will despatch her to Australia, with a cargo of merchandise suited to that market. By way of testing her steaming qualities after lengthening, a party of ladies and gentlemen from Chester, Liverpool, and other places, were invited to take a trip in her along the Welsh coast, up the Menai Straits, to the Britannia Bridge, on Monday last. At Queen's Ferry, they were joined by the Messrs. Darby of Brymbo, with a numerous company from Wrexham, and its vicinity, Flint, &c. As the day advanced, the weather proved rainy, and the wind was increasing, it was found advisable to abandon the original intention of the lengthened trip, and to put into Llandudno Bay, where the party landed, and partook of a handsome entertainment, which had been provided by Messrs Darby and Captain Walters for their guests. The vessel behaved admirably, and in speed and other respects, gave great satisfaction to the owner.
We feel bound to mention a circumstance not very creditable to some of the Llandudno boatmen, in the hope that other persons similarly situated may be on their guard, and that the rapacity of these fellows may checked by the previous knowledge of what strangers expect. About 22 of the company entered a shore-boat, named the Prince of Wales, to be conveyed from the steamer to the land. When they had nearly reached the beach, Mr W. H. Darby tendered six shillings in payment for the passage of about 50 yards, but the boatmen demanded double. As the imposition and attempt at extortion were manifest, it was agreed that they should be resisted; the consequence was that the boatmen retained the company in the boat for three quarters of an hour, rowing off and on the shore, but always keeping about ten yards distant therefrom. The alarm and annoyance of the ladies in the boat was very great, and their forcible detention was only put an end to by the arrival of Captain Walters in his boat, into which the company stepped, and in which they were conveyed to land, malgre the opposition of the baffled and chopfallen boatmen, who realised nothing by their ruffianism. We would mention for the information of visitors from Liverpool and elsewhere that three-pence is the accustomed charge for being put ashore; and this was the sum charged by the other boatmen on this occasion. Llandudno is rapidly increasing in extent, and promises be the most attractive watering place on this coast. Parkgate and Rhyl cannot compare with it for beauty of scenery, or convenience, or facilities for bathing; and when the Birmingham company, who have purchased the scites[sic] have finished operations, all competitors will be thrown into the shade. If, however, such conduct as that of the boatmen just alluded to, is repeated, and becomes the rule, all these natural and acquired advantages will be nugatory, and the place will acquire an evil repute.

[from Chester Chronicle - Saturday 13 August 1853]:
The Cobre: Direct Passage from Chester to Melbourne. A few weeks ago we gave a description of the trial trip the Cobre steamer, belonging to Captain Walters of this City, and of Saltney, of the alterations he had effected to her build and equipment, and the favourable result of the experiment of both. Since then, we learn she has been sent to Liverpool and there inspected by a number of scientific gentlemen including the owners, and Captain Mathews, of the Great Britain, the surveyors of machinery, the Board of Trade, with several experienced captains of Ocean steam ships, who after various trips expressed their unqualified approbation of the eligibility of the Cobre as a Trader in the Australian commerce. Under the advice of Captain Mathews of the Great Britain, her owner regardless of expense has fitted her with water tanks that contain 40 tons of water, for the purpose of supplying vessels in the colonies, which hitherto has been a matter of difficulty to accomplish, even at great sacrifice of time and money. The contents of the tanks will be discharged by a steam engine fitted for that purpose. The Cobre will sail from Chester under the most efficient rig, that of a clipper Schooner, and from the great experience of her Commander on Australian voyages we sincerely trust she will sustain under canvass the well-earned celebrity she has obtained under steam.

[from Chester Chronicle - Saturday 03 September 1853]:
Departures from Chester for Australia. This day, Saturday, the 3rd of September, the Cobre leaves our port at about eleven o'clock, a.m., for Australia. We rejoice that the first vessel which has left Chester for our distant colonies, stands A 1 at Lloyd's. Last Saturday, 27th ult., she was seen and examined by Mr. Perkins, the surveyor from that establishment, and he has reported that Cobre is in every way worthy of ranking in the first class. She was then lying at Green's Wharf, and had taken in her cargo. Mr. Perkins saw her careened over on the occasion of the same visit, and expressed his surprise at her stability; he also gave his unqualified approbation of the efficiency of her rig, the plan of which had been previously seen and approved by Captain Mathews of the Great Britain. The captain of the Cobre, Thomas Henry Hall, has been appointed by Captain Mathews, he having served under that able seaman. Mr. Anthony, the engineer, was recommended by Furlong, the marine engineer to the City of Dublin Steam Company. Besides these two gentlemen, her crew consists of two firemen and five seamen, numbering altogether nine souls, who have entered into an agreement for five years' service. A few mouths ago, we mentioned at the time, the Cobre was lengthened 15 feet, at Mr. Cram's yard, and was fitted with new boilers made by Napier, of Glasgow. The surveyors have pronounced the work done at Mr. Cram's yard, to be unexceptionable and perfect. Such a testimonial as this is of the greatest value, and speaks loudly the praise of that gentleman who has made the banks of the Dee echo again with the sounds of the rivet and hammer. We understand that Mr. Cram is commencing works at Sandicroft, and we sincerely hope that he will there obtain like favourable results to those which have accompanied his Chester undertaking. The anchors, chains, of the Cobre have been supplied by Messrs. Wood Brothers, of Saltney, to whom a preference was given in consequence of their reputation and standing as anchor and cable makers. Her cargo consists of slates, chimney-pieces, and a general assortment of fire goods from the establishment of Messrs. Royle & Son, St. John-street. There is at present a great demand for building materials in our Australian colonies, and as labour there is so dear, these articles will be doubly valuable. We see no reason why Messrs. Royle's improvements and inventions in stone goods should not prove a course of trade to this city. We hope that upon the arrival of the Cobre at the Antipodes, many orders will be sent to our long neglected city for articles similar to those which she carries out. From the opinions and reports which we have heard and seen of the nautical gentlemen who have inspected the Cobre, we believe she is fully competent to undertake the long and arduous voyage to Australia, and is in every way well-fitted for the trade in which she will employed on her arrival out. We have been pleased to learn that the celebrated firm Gibbs, Bright, & Co of Liverpool have made overtures to Captain Walters, the proprietor, with the view to purchasing an interest in this undertaking. This is probably in consequence of Captains Mathews and Martin having seen her while on the stocks in Mr. Cram's yard. We hope our enterprising townsman will accept this offer. The name and position of the Liverpool firm is a sufficient guarantee as to the first-rate capabilities of the vessel. We are glad to find that there are men in Chester in a position to treat with such a firm in nautical matters, and we begin to hope that ere long our city will again become a port of some importance; at all events a depot for stores for other ports where the navigation is less impeded. Every possible convenience that money could procure or experience suggest has been added to the vessel under the personal superintendence of Captain Walters who has spared no expense, and been unceasing in his endeavours make the departure of the Cobre from this port an affair of note. The event is certainly an epoch in our maritime history. We sincerely hope that the Cobre will be very successful in this her first voyage, and in her trading between the Australian ports, and thus repay the trouble and outlay which have been expended on her. We understand that the Golden Queen built by Mr. Cram will follow the Cobre. Her symmetry and workmanship have been approved by the proper authorities, and we hope her engines will equal her hull and rigging.

Wooden paddle steamer Archibald, built Prestatyn 1853. Registered Chester 7/1853, 37 tons, then Liverpool 69/1856, 40 tons, 35hp. For sale much of 1850's, taken to Isle of Man 1859. Some adverts describe her as built at Chester. ON 27011. Registered Ramsey 3/1861, and sold at Buenos Ayres 5 August 1862.

[from Liverpool Standard and General Commercial Advertiser - Tuesday 31 May 1853]:
The body was picked up on Friday evening last by the Welsh steamer Archibald, floating between the Rock and Hoylake. Verdict: accidentally drowned.

[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Monday 10 September 1855]:
Sale... The fine Chester wood-built paddle steamer ARCHIBALD, 38 tons register, only two years old, and in excellent working order, and lowers both mast and funnel.

[from Gore's Liverpool General Advertiser - Thursday 26 May 1859]:
Sale... The desirable Passenger amd Tug Steamer ARCHIBALD: 40 tons per register. Built at Prestatyn in 1853, constructed for 350 passengers, as per certificate, has single engine of horse-power, and is now in working order: lying on the beach at Woodside.

[from Liverpool Mail - Saturday 07 April 1860]:
[Court Case - hire of steamer Archbald for 4 months].... The steamer was despatched to the Isle of Man where she was to be employed in raising a sunken steamer but she soon after broke down, and has since lain at the Isle of Man in an almost useless condition. ...

Iron screw steamer Golden Queen, built Cram, Chester, 1853, 570 tons burthen, 175 x 26.3 x 15ft, ON 4663, first registered London 365 tons, then to Australia. Coflein states that her engines were installed at Birkenhead.

[from Chester Chronicle - Saturday 21 May 1853]:
A large-screw steamer of 570 tons burthen, the second which has been built by Mr Cram, is to be launched on Tuesday next at half-past twelve o'clock. She will be called the Golden Queen. She appears to be scarcely ready to float in her future element, but we understand that Mr. Cram is anxious to commence the construction of a steamer of 1200 tons burthen as soon as possible. The fittings of the Golden Queen will therefore be completed when she is afloat.

[from Chester Chronicle - Saturday 28 May 1853 page 8]
Ship Launch. The second iron vessel, built by Mr. Cram, in the yard on the Roodee, was launched on Tuesday last. At the appointed time, half-past twelve o'clock, a large concourse of people had assembled in the yard, on Brewer's Hall, and the Quays on the river as far as the Sluice House, were thronged with persons anxious to see the launch. The "Lord Mostyn" was towed up the river a few minutes before this time by the steam-tug "Test". Her deck was crowded with gazers. The "Test" lay alongside the yard, nearer the Railway Bridge, until after the launch. At twenty minutes to one o'clock Mr. Cram gave the signal, and "The Golden Queen" glided majestically into her future element, while cannons were fired, and a hearty hurrah arose from the crowd, expressive of the general wish that in all her voyages she might be very successful. She was "christened" by Mrs. Alfred Pegler of Manchester. The vessel is 570 tons burthen, her length as 175 ft., beam 26ft. 3in., and depth 15ft. She is the property of the Australian Coal and Inter Colonial Steam Navigation Company. Subsequently, a very select party of gentlemen sat down to an elegant luncheon which had been provided by Mr. Bolland, confectioner. The usual loyal toasts were drunk, due importance being given to the first, as it was the anniversary of her Majesty's birth-day. Mr. John Leonard, of London, (a rather vague designation) one of the Directors of the Company to whom the vessel belongs, proposed "success to the builder, Mr. Cram." The cries of complaint which were formerly heard against this yard have ceased now, and all classes seem to vie with one another in honouring the enterprising merchant who bids fair to make celebrated again the Dee and her banks, in a branch of industry so intimately connected with the commercial prosperity of the country.

[from Liverpool Albion - Monday 30 May 1853]:
On Tuesday last the Golden Queen, a vessel of 570 tons, was launched from Mr. Cram's building-yard, Chester. She is the property of the Australian Coal and Intercolonial Steam Navigation Company.

Iron screw steamer Miño, built Cram, Chester, 1853, 610 tons, 200 x 26 ft, engines by Forrester, Liverpool. For Barcelona.

Image by John McGahey [of Liverpool, he also drew the image of Chester from a ballon flight in 1855] of Spanish steamer Miño. [National Maritime Museum Greenwich]:

Wrecked 29-3-1856 by collision with sailing vessel Minden [wooden ship, ON 15672, 742 tons, b Sunderland 1848, owned London] off Tarifa, 88 lost, voyage Barcelona to Liverpool, image. Position quoted below as Tarifa light bearing W by N and Europa light NE by E.
A wreck known as "Pecio San Andres" off Tarifa is claimed to be possibly the Miño - but that wreck in 24-30m seems to be of a paddle steamer which collided with the rocks, whereas Miño was a screw steamer that collided with another vessel at sea.

[from Chester Courant - Wednesday 21 September 1853]:

At two o'clock yesterday (Tuesday) afternoon, a handsome new iron steam-ship was launched from the ship-yard of Mr. Cram, of this city. She is called the "Mino," and belongs to a firm at Barcelona, in Spain. Her length is 200 feet over all, keel and forerake 185 feet, 26 feet beam, 16 feet deep in the hold, and measures 610 tons. The vessel, on the stocks being struck from under her, glided most majestically into the water; and the ceremony of "naming" was performed most gracefully by Miss Bahr, of Liverpool, whose father is the agent of the owners of the vessel. A large concourse of people assembled to witness the launch, among whom were many of the principal inhabitants, and several parties from Liverpool. The Mino, after being fitted, will proceed to Liverpool, to take in her engines, which are now being constructed by Messrs George Forrester and Co., at the Vauxhall Foundry. After the launch, Mr Cram entertained a select party of friends to luncheon, which was an elegant and sumptuous entertainment. Mr. Cram presided, and Mr. Bahr officiated as vice-president.

[from Sun (London) - Tuesday 08 April 1856]:
DREADFUL COLLISION. LIVERPOOL, MONDAY. The Gibraltar Chronicle of the 29th ult. has the following "The iron screw steamship Mino, of Barcelona, Capt, G. Marquillas, which was on her way from Barcelona, Valencia, and Malaga, to Cadiz and Liverpool, came in collision about 2 a.m., off Tarifa, with the British sailing transport Minden, which left our port yesterday at 12, noon, in tow of the Bustler steam-tug. The steamer, which was going at the rate of 10 knots an hour, sank 5 minutes after she struck, and 88 persons, it is feared, met with a watery grave. Capt. Marquillas is supposed to have gone down with the vessel. There were 115 persons on board, including the crew. Twenty-one only have been saved, of whom, 17 belonged to the crew. The names of the passengers saved are [names corrected from Spanish sources] D Eduardo Heredia, Da Maria Heredia, Da Trininad Heredia, and D Jose Frapolli, who were picked up and brought in here (Gibraltar) by the Minden."

[from Liverpool Daily Post - Friday 11 April 1856]:
The Recent Collision at Gibraltar. The Gibraltar Chronicle of the 31st of March, contains the statement made by the master of the Minden relating to the accident. He describes the weather being very hazy at the time. Those on board did not apprehend any danger of collision and he therefore did not think it necessary to alter the course of the ship, as the vessels would have passed quite clear of each other if they had both continued their respective course; but within a minute or two after the master caught sight of the steamer, the latter suddenly altered her course by porting her helm, which caused her to shoot under the bows of the Minden. The jib boom of the latter, coming in contact with one of the masts of the steamer Mino, was carried away, and the bowsprit knocked down the steamer's funnel. The stem of the Minden then struck with a severe shock against broadside of the steamer. The master of Minden rendered all the assistance he could and his first boat had just succeeded in reaching the steamer when she sank, stern foremost. Captain Marshall proceeds to say that his boat saved 21 persons, two ladies and two gentlemen (passengers), and 17 of the crew, including the second engineer, the boatswain and the second steward. The time that elapsed from the collision to the sinking of the steamer did not exceed ten minutes. The boats remained for three-quarters of an hour near the spot in the hope of saving more lives, the ship being hove to all the time, with her main and topsails aback, and her head to the northward; the bearings of Tarifa light at the time of the being W. and by N., Europa light bearing N.E and by E. half E. The ship immediately began to fire guns, and continued at intervals for an hour, firing 27 rounds in all, and burning blue lights and rockets in the hope of getting assistance. At 4 a.m. the boats returned with the persons saved, and they had every assistance rendered them on board the Minden. They informed Captain Marshall the steamer had altogether 109 souls on board; the engineer at the time remarking that he had received no orders to stop the engines, but that he stopped them himself after the collision of his own accord.

Iron screw steamer Sardegna, built Cram, Chester, 1853, 430 tons, o.m., 165 x 18.6 ft, 80 hp engines by Rennie, London. For Sardinian Steam Navigation Co., Genoa.

[from Chester Courant - Wednesday 21 December 1853]:
ANOTHER SHIP LAUNCH AT CHESTER. It is again our pleasing duty to record the progress of ship-building enterprise in this city. Saturday last, an iron steam-ship, the Sardegna, was launched from the yard of Mr. Cram near the Roodee. The vessel has been built for the Sardinian Steam Navigation Company at Genoa, and is intended for the service between that port and Tunis; she is of 400 tons burden, and will be fitted up with engines of 80 horse power; the elegance of her construction, which comprises great capacity for speed, was universally admired, ship-yard and adjoining offices were gaily decorated with flags for the occasion, and several vessels lying the river hoisted their colours. About one o'clock, all preliminary preparations having been completed, the signal was given, and the customary ceremony of naming the ship was performed by Mrs. Cram, when the vessel glided gracefully into the waters of the Dee, amidst the cheers of the spectators and the congratulatory discharge of cannon; and although the weather was cold, the scene was gay and animating. After the launch, Mr. Cram entertained a select party of ladies and gentlemen to luncheon, which was admirably serval up in one of the offices by Mr. Holland, of Eastgate-row, with his accustomed taste, the viands and wines being alike excellent. After the usual national toasts, Mr. Cram proposed "Success to the Sardinian Navigation company," the owners of the vessel which had just been launched, and by whom he had been favoured with orders for other ships. (Cheers.) To the high character and talents of the principal director of that company, M. Rubaltino, of Genoa, he paid a warm compliment, and congratulated himself and his friends on the satisfactory progress which ship-building was making in Chester; where, as on that day, they had the pleasure of seeing the Sardinian, the Spanish, and the Dutch flags all flying from vessels, which had been built at his establishment; and judging from present prospects, he trusted they might calculate on a continuum of such success....

[from Chester Courant - Wednesday 17 May 1854]:
Trial trip of the Sardegna. This beautifully constructed vessel which was launched a short time since from the shipbuilding establishment of Mr. Cram of this city, has made a very satisfactory trial trip. The Sardegna started at 12 o'clock on Saturday and proceeded down the Dee as far as Sandycroft returning at 1:30 p.m. When the engines were going full speed, 50 revolutions were made with 14 lb. of steam and a vacuum of 26 in. Under these circumstances, the vessel went at the average of 10.5 knots per hour, a rate of speed considered very good for a vessel of her power compared with her tonnage. The cylinders are placed at right angles, and the connecting rod vibrates in trunks. The screw shaft is driven by means of gearing, which being cut very accurately by machinery, causes no noise to be made, as is generally the case. The system of engines like that of the Sardegna, takes up very little room for a geared engine. During the excursion no stoppages were made from hot bearings (of which there were none), or other matters connected with the machinery. The screw propeller is made after Sir Thomas Mitchell's system, called the Boomerang Propeller: it is worked without causing the least vibration, and gave complete satisfaction. The engines were made by the eminent firm of George Rennie and Co. of London, the makers, we believe, of the engines of the Himalaya, and other celebrated steam vessels. The Sardegna measures 165 feet; over all, 180 feet; her depth is 18 feet 6, and measures 430 O.M. Her screw is propelled by engines of 80 horse-power. She is constructed on the clipper principle, and is remarkably fine forward and aft. Her cabins fore and aft are fitted with bird's-eye maple and polished birch, and will accommodate 35 first-class and 40 second-class passengers. The trial was witnessed to the entire satisfaction of Mr. Rennie, Mr. Cram (her builder), and her intended captain and it is confidently expected, when in proper trim and her engines worked for a few days, a greater speed will be attained, as the present trial was made against the tide. When at full speed, there was not the least appearance of a wave observed, which shews the lines to be remarkably adapted for speed. The Sardegna is built to the order of the Sardinian Steam Navigation Company, and is intended to convey the mails, &c. from Genoa to Tunis, &c. She is the first of a series of vessels intended to be built by Mr. Cram for the same Company, who has already another on the stocks of 600 tons, and 120 horse power, which it is also expected will prove a clipper. We wish the Sardegna every success in the service for which she is destined. We may add that Mr. Cram has also an immense ship on the stocks, which we were informed is a sister vessel to the Great Britain of 3,000 tons, and when finished is intended to ply between Liverpool and Melbourne, in conjunction with the latter magnificent ship. She is being built to the order of Messrs. Gibbs, Bright, & Co., of Liverpool.

Iron barque Rosario, built Cram, Chester, 1854, ON 26052, 266 tons, sold foreign May 1861. Last MNL and Lloyd's Register entries 1861. From 1860, Lloyd's Register indicates "Scw", so screw steam propulsion was added in 1859/60. As a steamer, she visited Nantes and then voyaged to Argentina in 1860, captain Forteath. She arrived at Buenos Ayres on February 15 1861.
[from Liverpool Mercury - Friday 03 February 1854]:
SHIP LAUNCH AT CHESTER. - On Saturday last, a handsome iron barque, called the Rosario, of 300 tons burthen, which is designed for the South American trade, was launched from the yard of Mr. Cram. The launch took place at half-past eleven, a numerous assemblage of spectators being present. Miss Lord, of Liverpool, acted as sponsor for the vessel, and discharged her duty admirably. The owners of the vessel are Messrs. Chas. Smith and Co., of Liverpool. Length of keel 128 feet, breadth of beam 22 feet, depth of hold 12 feet 3 in.
[from Liverpool Shipping Telegraph and Daily Commercial Advertiser - Saturday 17 September 1859]:
THE MASTS, SPARS, RIGGING. BOATS. &c., of the Iron barque ROSARIO, - 265 tons register, undergoing repairs in Clarence Graving Dock. May be seen alongside the vessel. Apply to Capt. Forteath, on board.
[from Liverpool Mercantile Gazette and Myers's Weekly Advertiser - Monday 11 June 1860]:
STEAM to NANTES. The first class iron screw steamer ROSARIO, J. D. Forteath, will be despatched for the above port on the 16th June, and presents an excellent opportunity for goods requiring prompt delivery. For terms of freight and passage, having superior cabin accommodation, apply to H. & C. SMITH & CO. 6 New Quay.
[from Northern Daily Times - Wednesday 05 September 1860]:
LIVERPOOL TO MONTE VIDEO AND BUENOS AYRES, (Calling at intermediate ports for coals.) The beautiful Screw-steamer ROSARIO, Captain JAMES D. FENTEATH[sic], Will Sail on the 10th instant, from Liverpool, for the above ports. She has handsomely fitted up cabins, and can take a few saloon passengers. Having a number already engaged, early application will be necessary to secure berths. For rates of passage, apply to the owners, H. C. SMITH & CO., 6, New Quay, Liverpool.

Iron screw steamer Chester, built Cram, Chester, 1854, 500 tons, 160 x 26.6 x 16.6 ft, 70 hp engines by Rigby, ON 26251, for the General Iron Screw Collier Company - same as Derwent below. [included in Lloyd's Register 1857]
Voyage Sunderland to London, stranded 7th March 1870, Captain Pentney, off Yarmouth, crew of 15 saved. Described as 324nrt, 457grt, 70 hp.
Note that another pair of iron screw colliers, Black Prince and Firefly, were launched by Vernon, Liverpool, in May and June 1854 for the same company, and Annie Vernon in February 1856. Their first screw colliers were built by Palmer, Jarrow, named James Hutt, John Bowes, Countess of Strathmore, Northumberland, Marley Hill, Sir John Easthope, Durham, Jarrow in 1852 and 1853. A report in May 1858 states that the company had lost 2 of their fleet - leaving 12.
[from Liverpool Standard and General Commercial Advertiser - Tuesday 27 June 1854]:
IRON SHIPBUILDING AT CHESTER. An iron screw collier, built for the General Screw Collier Company, was launched, on Wednesday, from the building-yard of Mr. Cram, of Chester. Her dimensions are - 160 feet between perpendiculars; beam, 26 feet 6 inches; depth, 16 feet 6 inches; and her burthen between 500 and 600 tons. She is to be fitted up at Sandicroft, with engines of 70-horse power. Another vessel, of similar dimensions, for the same company, is at present on the stocks [Derwent].
[from Woodbridge Reporter - Thursday 10 March 1870]:
YARMOUTH. COLLISION At SEA. A disaster occurred off Yarmouth on Sunday afternoon, to the screw steamer Chester, of London, Captain Pentney, from Sunderland, with coals for London. She came into collision in the roadstead with the steamer Thames, Captain Fleek, of and for London, from Stockton. The Chester received so much damage that her crew were compelled to run her to the beach, where she remains full of water. The crew, numbering 15, are at the Sailors' Home. The Thames was much damaged and went into harbour.
[from Shipping and Mercantile Gazette - Friday 18 March 1870]:
GREAT YARMOUTH - By Messrs. SPELMAN, on the NORTH BEACH. GREAT YARMOUTH. WEDNESDAY, MARCH 23, 1870, Eleven o'Clock precisely, THE HULL of the iron Screw Steamer CHESTER, of registered tonnage 436 tons nett, and 568 tons gross, with her masts and standing rigging, machinery and engines, as she now lies on the North Beach, Great Yarmouth. The steamer was lengthened and re-classed, had a new boiler and fitted for water ballast in the summer of last year. Immediately after the above, will be sold her stores. Further particulars may be had of Messrs. Ockenden and Maypee, 3 Leadenhall-street. London; Messrs. J. Shelly and Co.. Agents, Great Yarmouth; or of the Auctioneers, at Great Yarmouth.

Iron screw steamer Helena, b 1854, George Cram, Chester, 189grt, 181nrt, 132 x 17.2 x 10.8 ft, engines 60hp, 1 screw. ON 4615. First owner James Haddock, Liverpool, then sold to London 1855, then at Hull, Liverpool and Belfast.

[from Chester Courant - Wednesday 19 July 1854]:
LAUNCH from MR. CRAM'S SHIP YARD, CHESTER. On Thursday, the 13th instant, a new iron vessel was launched from the ship-yard on the Roodee. She is an iron screw-steamer of 206 tons old measure, 128 feet in length of keel and forerake, 18 feet in length of beam, and 10 feet in depth of hold. She is intended for the coasting trade, and is the property of Mr. James Haddock, of Liverpool. Her name, the "Helena," was given her by Miss Gibson, of Crane Street, who dashed the bottle of wine against the bow, as the vessel glided into the water. A large number of people assembled in the yard and on the opposite bank to see the launch, which took place a few minutes after half-past two. The "Helena" gracefully moved off the stocks into her proper element, and we hope that her future success in the world of commerce may attract many persons to Chester for their ships, and make the old city, thanks to her enterprising citizen, a flourishing workshop to supply the wants of merchants on the banks of the Mersey and elsewhere.

[from Gore's Liverpool General Advertiser - Thursday 30 August 1855]:
SALE: The new Iron Screw Steamer Helena, Register tonnage 181 26-100, total tonnage 235 33-100. This vessel was built by Mr. George Cram, Chester, under particular inspection, and for the present owner's private use. Her length is 132 feet 8-10ths; breadth 17 feet 2-10ths; and depth 10 feet 7-10ths. She is propelled by a pair of direct acting condensing steam engines of 30-horse power, cylinders 22 inches diameter, stroke 18 inches, steams 8.5 miles per hour, and carries about 250 tons dead weight on 9 feet draft of water. She is a handsome model, strong in her frames and plating, and a very desirable vessel for the Mediterranean trade: lying in Trafalgar Dock. For further particulars, apply to GEORGE S. SANDERSON, 13. James-street, or to CURRY and Co. Brokers.


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Problems at Cram's shipyard. [from Chester Chronicle - Saturday 19 August 1854]:
SUSPENSION OF BUSINESS AT THE ROODEE SHIP YARD. We regret exceedingly to have to mention the stoppage of a concern which by the number of persons it employed, and the activity imparted to the general business of the city, must be looked upon as a public benefit. Consequently, its cessation partakes of the dimensions of a public misfortune. Wednesday afternoon, while the men at the Roodee Ship Yard were in full occupation, they were startled by the announcement that all business was suspended, and that they must attend Friday, yesterday, for the amount of wages due. The men immediately left, and it is but justice to them to state that their own difficulty was almost lost sight of in sympathy for that of their employer. We understand that these difficulties have been considerably enhanced by the strikes that have taken place in this establishment. One which occurred about a fortnight ago entailed a loss of at least £200 on Mr. Cram. The extensive works at Sandicroft are, of course, in the same predicament as those at the Roodee. Of the cause of this commercial catastrophe we are uninformed. All we know is that an assignment for the benefit of creditors has been executed, and that Mr. Roberts, of the Old Bank, and Mr. Septimus Ledward, of Liverpool, are the Assignees. On Wednesday evening, a considerable sensation was caused in the Ship Yard, by an attempt of a creditor, largely engaged in the Iron Trade, to obtain possession of an anchor recently delivered there. When the object of the party and his men was known, the police were sent for, and it was frustrated by their resistance. This coup was very nearly successful in the attempt, but of course it could have had no result - the property was vested in the assignees. It was a realisation of the "good old rule, the simple plan." The party came in a boat, had obtained his hold of the anchor, and dragged it from the wharf into the water, when the police appeared on the scene, and the takers of the law into their own hands had to drop the anchor, which fell to the bottom, while they escaped as they could, some in the boat and others by swimming. We earnestly hope that this suspension will be only temporary, as well for the sake of the respected and enterprising proprietor as for the sake of the many hundreds employed by him. We understand that upwards of 1,100 persons are thrown out of work by this event. We understand that yesterday morning a deputation of the workmen resident in Chester, heretofore employed at the Ship Yard, waited upon Mr. Cram in their own name and that of their fellow-hands, placing their services at his disposal gratuitously for a fortnight, for the completion of such works on contract, the non-fulfilment of which might expose that gentleman to additional loss. We understand, from the latest information, that the yards and works will be opened this day (Saturday), and business resumed as usual.

Iron screw steamer Derwent, built Cram, Chester, 1854, 540 tons, 160 x 26.6 x 16.6 ft. To carry cargo of coal from Newcastle to London. ON 469, 432 tons, 140hp. Owned General Iron Screw Collier Co., London. Sister to Chester above.
Lost 1865 - approximate position 57° 22.13N, 7°13.91W, on Grey Island Rocks.

[from Chester Chronicle - Saturday 19 August 1854]:
SHIP LAUNCH FROM THE ROODEE. On Saturday afternoon last, the 13th inst. at a quarter before three o'clock, a small vessel was launched from Mr. Cram's Roodee shipyard. She was named the Derwent, is the property of the General Iron Screw Collier Company, of London, and is intended to carry coals between Newcastle and London. Her length is 160 feet, beam 26ft. 6in., depth 16ft. 6in., and 540 tonnage O.M. She has a false bottom to take in water ballast.

[from Greenock Telegraph and Clyde Shipping Gazette - Saturday 24 June 1865]:
Total Loss of a Screw Steamer. The Stornoway steamer, Clydesdale, arrived here yesterday afternoon, had on board ten men of the crew of the screw steamer Derwent of London, wrecked on Monday last at Gray Island, South Uist. The Derwent was of 430 tons, belonged to the Iron General Colliery S. Company (Limited), and was in command of Captain Buck. She left Dantzic on Monday the 12th, bound for Dublin, cargo of wheat. On Monday the 19th inst., at 10.5 A.M., she went ashore in a fog, at low water, on Gray Island. She was seriously damaged forward, and would have settled down as soon the tide flowed, but, having a false bottom, nine hours elapsed before she did so. In the meantime an effort was made by the crew, 18 in number, to save the copper pipes and also a quantity of the cargo. The sloop Helen Brown, of Glasgow, was got alongside, and into her about 60 quarters of wheat in bags off the top of the cargo were transferred. The officers and crew got safely on shore, and at the top of high water the Derwent's funnel was about 2 ft. above the water's surface. The after part of the vessel, however, had dropped away; and it is reported that there is little probability of saving her, or any considerable portion of her. The Officers, engineers, steward, and one seaman, in all, eight men, remained at the scene of the wreck in the hope of saving some of it; but the rest, ten in number, shipped in open boats to Lochmaddy, a distance of 20 miles, the nearest port for catching a steamer, and shipped in the Clydesdale for Clyde on Wednesday, arriving here yesterday, as stated.

Iron screw steamer Italia, built Cram, Chester, 1855, 600 tons burthen, 549 grt, 369 nrt, 180.0 x 26.3 x 17.9ft, engines 80hp, 1 screw.

[from Cheshire Observer - Saturday 05 May 1855]:
Launch from the Roodee. On Tuesday an elegantly modelled iron screw steamer was launched from Mr. Cram's yard on the Roodee. She glided into the water beautifully. Her name is the "Italia," of 600 tons burthen; and she is already chartered by the French government to carry horses and soldiers to the Crimea. At the close of the war, she will ply between Genoa and the coast of Barbary. She was rigged before she left the stocks.

Image of Italia:

Iron barque Crystaline, built Cram, Chester, 1856, 290 tons, 112 x 23.6 x 13.6 ft, 3 masts, ON 15389. Owned at Liverpool. In MNL until 1894. Voyage Stornoway to Irvine in ballast, ran aground on a rock in Narrows of Skye on 5th May 1894 and wrecked. Also described as Kylerhea.

[from Chester Chronicle, Saturday 19 April 1856]:
Ship Launch. A few days back, a handsome barque, named the Crystalline, was launched from the ship-yard of Messrs. Cram and Co., of this city. The vessel is constructed of iron, and, from her compact appearance, is likely to prove a very competent craft. We understand she has been built for the foreign trade, in connection with a Liverpool firm. Her dimensions are:- length of keel and forerake, 112 feet; breadth of beam, 23 feet 6 inches; depth of bold, 13 feet 6 inches; builder's measurement 290 tons.
[from Liverpool Journal of Commerce - Tuesday 25 February 1868]:
Crystaline from the Clyde to Monte Video, at this port, was the vessel reported to have struck on the bar and to have sustained damage.
[from Gore's Liverpool General Advertiser - Thursday 02 April 1868]:
The iron Barque CRYSTALINE; 266 tons register. Built Chester in 1856, then classed A 1 nine years at Lloyd's, in 1866 she was surveyed by the surveyors, and then classed A 1, carries 400 tons dead weight on 12.6 feet draught of water, and will be sold as she may then lie in her damaged state in Clarence No. 1 Graving Dock. Dimensions: - Length 115.5 feet, breadth 23.5 feet, depth 13.3 feet. - For particulars apply to C. W. KELLOCK and CO. Brokers.
[from Liverpool Journal of Commerce - Wednesday 26 October 1892]:
SALE: The iron Barque, CRYSTALINE, 255 tons gross and 248 tons net register. Length, 115.5 feet; breadth, 23.5 feet; depth, 13.3 feet. Built of best iron, at Chester, in 1856, classed A 1 nine years at Lloyd's. Has recently received very extensive repairs, and been put in first-class condition. Carries about 400 tons on 12.5 feet water. Lying at Ellesmere Port.
[from Lloyd's List - Monday 18 June 1894]:
MARITIME DEPOSITIONS. Report of William Owen, master of the barque Crystaline, of Liverpool, 251 tons, from Stornoway, May 3, about 6 a.m., for Irvine, with 90 tons ballast (earth): Proceeded, and brought up about 5 p.m., Castle-moyle Light bearing N.W., about four or five miles, on account of a gale, with hail from N.N.W. to N.W., and we lay here until morning of 5th, when the weather moderated. At between 7 and 8 a.m. same day, tide being ebb, weather showery, wind variable, blowing N.N.W. to N. with a smooth sea, the vessel struck on a rock on the mainland, just at the south end of the narrows of Skye, half a mile from the ferry. We got underweigh about 5 a.m., and proceeded through the narrows all right. When just through, we experienced baffling winds and eddy tide, and, as the vessel was drifting towards the rocks, an anchor was let go, and held, but the current swung the vessel round, and her keel caught on the rock mentioned above. She remained fast upright, and we got out two anchors, one on each bow. and a hawser ashore on the port bow, trying to heave her off, but she would not come, her bow taking the ground at low water. When the tide rose she was badly shaken, and the current hove her on her beam ends, and we had to leave her. About 3 p.m., the current being stronger, she took another tumble, and fell on her side, where she now lies in a dangerous position. She was filling in her mainhold when we left her, and there was no proper assistance available to get her off. Liverpool, May 10.

Iron screw steamer Deva, built Cram, Chester, 1857, 280 tons, 130 x 21.1 x 11.6 ft., engines of 40 hp, built Cram. ON 16283. By 1872 registered Goole: 151 nrt, 248grt, 133 x 21.5 x 15.1 ft, 40 hp screw, iron.

[from Saturday 30 May 1857 Newspaper: Chester Chronicle]:
Ship launch at Chester. On Saturday last, a fine new steamer was launched from the shipyard of Mr Cram, near the railway bridge in this city. It was built for Mr Fosbrey, merchant, Liverpool, and was christened the Deva by Miss Fosbrey. It measures 130 feet keel and fore rake; beam 21 feet 2 inches; depth of hold 11 feet 6 inches; tonnage 280 tons, builder's measurement. The vessel is intended for the iron ore trade; her engines, which are being made in the yard, will be forty horse power. Mr Cram has no less than 6 vessels on the stocks, varying from 1230 to 110 tons burthens.

Sandy Croft ship launches by George Cram. He took on this yard (previously used by Rigby's Iron Works) as providing the opportunity to build larger vessels than at the Roodee in Chester. Both vessels built were intended as iron sailing vessels for the Australian trade, but the largest, Royal Charter, was converted to auxiliary steam power with a lifting screw, with Patterson (of Bristol who had built the Great Britain) taking charge.

Iron sailing vessel Winifred, built Cram at Sandycroft, 1854, 1400 tons, ON 24168, 235 x 35.9 x 22.6 ft. For Australian trade. In Lloyd's as Winefred, 1300 tons. Registered Liverpool, and later London, register closed 1894. Reported sold 1894 - presumably foreign. Reported as sold again in 1899 for £2500. As a Russian vessel, took coal to Brazil, then used as a coal hulk at Manaus from 1900.

[from Chester Courant - Wednesday 27 December 1854]:
LAUNCH AT SANDYCROFT. On Thursday last a very beautiful iron ship, of 1400 tons register, was launched from Mr. Cram's ship-yard, at Sandycroft. She belongs to Messrs. Sharples, Jones, and Co., of Liverpool, and is intended for the Australian or Indian trade. The vessel was named The Winifred by Miss Jenny Jones, youngest daughter of the owner. The ship glided off the ways in the most beautiful manner, and was immediately taken in tow by a steamer, and arrived in Liverpool the same evening. Nautical judges consider her of superior construction, and her lines are equal to any first-class ship afloat. She has full poop and top-gallant forecastle, and her figurehead was greatly admired. She is allowed by every one who has seen her to be the strongest ever built of iron. Her dimensions are as follows - Length over all, 235 feet; beam, 35 feet 9 inches; depth, 22 feet 6 inches. She is by far the largest vessel ever built on the River Dee. We understand there is at present on the stocks at Sandycroft a vessel of 2,600 tons, nearly as large again as the one mentioned above, which will be launched some time next Spring.
[from Shipping and Mercantile Gazette - Tuesday 24 October 1871]:
THE iron Clipper Ship WINEFRED, 1,359 tons register. Dimensions: Length, 213.4 feet; breadth, 34.3 feet; depth, 22 feet; built by present Owners of best Staffordshire iron, at Sandy Croft, near Chester, under special survey. In 1855; classed at A 1; sails remarkably well; carries a large cargo; is amply provided, and can be sent to sea at a very slight expense; has always been in the Australian and Indian Trades. No expense has been spared either building or sailing this ship, which will found on inspection well worthy of the attention of buyers. Has just arrived in London from Sydney, and is lying in East India Dock. Apply to HENRY SHARPLES & Co, Liverpool.
[from Maryport Advertiser - Saturday 31 March 1894]:
The iron ship "Winifred," lying at London, has been sold for the sum of £2,500. She is 1,369 tons register, and was built at Chester in 1855; classed AA1 at Lloyd's, and passed No. 3 survey in 1890. Length, 219 ft. ; breadth, 35.9 ft.; depth, 21.9 ft.
[from Belfast News-Letter - Thursday 12 October 1899]:
The iron ship Winefred, now on passage to Queenstown, has been sold for £2,500. She was built at Chester in 1855, and is 1,359 tons register. Her dimensions are - 219ft. by 35.9ft. by 21.9ft.
Probably same vessel [from Greenock Telegraph and Clyde Shipping Gazette - Saturday 27 January 1900]:
The ship Winefred of Russia, Newport for Para, was left by the Clyde Shipping Co. Tug, Flying Serpent, on Friday 28th inst., at 5 am. off Lundy Island.
A possible ending [from Lloyd's List - Friday 20 April 1900]:
Para, April 3. The ship Winifred, which arrived here from Newport, has been converted into a coal hulk, and has been towed to Manaos [sic, now Manaus].

Royal Charter, b 1855, Cram, Patterson, Sandycroft; wrecked 1859 [iron, auxiliary screw]

[from Liverpool Mercury - Friday 03 August 1855]: SHIP LAUNCHES IN THE MERSEY AND DEE. - On Tuesday there was to have been launched from the building-yard of Messrs. Cram, Powell, and Co., at the Sandscroft[sic] Works, near Queensferry, a new screw steamer, built for the Australian Steam Navigation Company, represented by Messrs. Gibbs, Bright, and Co., of this town. The new vessel's name is the Royal Charter, and as she is a vessel of very large dimensions, great anxiety was felt to witness the launch. Notwithstanding that the day was one of the wettest of the season, a very large number of persons assembled to witness the launch; but they were doomed to disappointment, the ground sinking under her starboard side, causing the vessel to hang on the ways. It is expected, however, she sustained no damage. The Royal Charter is to be a fully rigged ship. She is 320 feet in length overall; 41 feet 6 inches beam; and 26 feet 6 inches depth of hold. Her poop cabin is 100 feet in length. Her available power equals that of 350 horses. According to the government measurement, she is qualified to carry in her 'tween decks 635 passengers, but she will only carry 583, thus allowing a greater quantity of space to each individual. Her saloon will have 56 first-class passengers. She has 28 state-rooms, with double berths, each state-room being 10 feet, by 6 feet 4 inches. Her engine-room and machinery occupy a space equal to 350 tons, her entire measurement being 2785 tons. When sailing, she will spread as much canvas as the Great Britain. She carries trunk engines, with direct action, similar to those in the Himalaya, the machinery being the latest patent, manufactured by Messrs. Penn and Co., of London. Mr. William Patterson, of Bristol, the builder of the Great Britain, is the builder of the Royal Charter. She has six water-tight compartments: an immense box kelson runs the entire length of the vessel, giving her great strength, and she has a capacity for 5500 gallons of water. She has Messrs. Trotman and Porter's patent anchors, which, as well as the cables, were manufactured by Messrs. Wood Brothers, of the Dee Iron Works, Chester and Liverpool. Up to yesterday, although every exertion was made, the Royal Charter had not been floated, but it is confidently expected the efforts that are being made for the purpose will prove successful.

[from Chester Chronicle - Saturday 15 December 1855]:
LIVERPOOL AND AUSTRALIAN NAVIGATION COMPANY. On the 17th of January next the Royal Charter will leave Liverpool for Melbourne, and the principle of a clipper-ship with auxiliary steam power will now, for the first time, be fairly tried. The Liverpool and Australian Navigation Company, having arrived at the clear conviction that it is in vain to hope that steamers relying entirely upon their engines, or sailing vessels trusting only to their sails, can make the passage with regularity and despatch, have determined on combining the two motive powers, and giving their vessels the benefit both. The advantage of this is obvious. The mere steamer is either compelled to carry coal sufficient for the whole voyage, and thus lose much valuable space - or it necessitates the establishment of coaling stations, and thereby loses still more valuable time, and increases vastly the expense. Its engines require so much room that the masts are crowded together, and the efficiency of the sails is materially impaired. A mere sailing-ship, on the other hand, is harassed by a bad wind and stopped by a calm, and voyage is seldom so favourable as to be without either.
It is apparent, then, that the leading principle the Liverpool and Australian Navigation Company is one of great value - and that the Royal Charter, which has been built to carry out this principle, will solve the problem of the most expeditious passage to Australia. The Royal Charter is a magnificent clipper-ship of 355 feet in length (longer than the Himalaya); she stretches 13000 yards of canvas, and all her lines are adapted for speed. She is, moreover, a steamer with engines of 200 nominal horse power, and, an improved screw, so arranged that when not wanted it can be completely lifted out of the water, and even (if necessary) placed on deck. In fair wind, therefore, the Royal Charter will, like any other clipper, trust entirely to her sails; in contrary winds, or in a calm, she will lower her screw, get up her steam, and leave all her rivals far behind.
The measurement of this ship is 2,720 tons; her beam is 42 feet; depth of hold 26 feet. The accommodation of the Royal Charter is excellent. The chief saloon is divided by passages running on either side; from the first-class state cabins - an arrangement most conducive to the comfort of the passengers, This saloon, which is 100 feet long, is beautifully fitted up; and the ladies' cabin, with its large poop windows and elegant furniture, has been most carefully adapted for its purpose. There are two large bath-rooms for the accommodation of the after saloon passengers, as well as one three times the size, for the use of the 'tween deck passengers. The main deck below is arranged for the second and third class passengers; the berths are very light and well ventilated, and three good mess rooms will prevent the usual disagreeable arrangement of tables passing through the sleeping places of passengers. The cooking galleys are said be the best and largest of any ship afloat; the forecastle is also probably the finest ever seen. In short, no expense and no pains have been spared to render the Royal Charter complete in every department, and no ship ever offered more ample accommodation, or a greater amount of comfort, to those who will be her passengers.
On Tuesday, the 11th instant, the Royal Charter left the dock and made a run outside, anchoring off the Landing-stage, after about an hour's steaming. The run though short, was highly satisfactory. The vessel had 1,200 tons dead weight on board, besides water, &c., and she was drawing 17 feet 6 inches aft and 16 feet 6 inches forward. During the run it was ascertained that the engines made 71 revolutions per minute, giving a speed of eight knots an hour. The consumption of coal will be about 20 tons in 24 hours, and it is thought that at a consumption of 15 tons in 24 hours a speed of six knots will be obtained. The engines worked well and the ship steered very easily. When anchored in the river the vessel was much admired. She looks a noble ship, and her very beautiful rig attracted much and deserved attention. The ship was rigged by Messrs Brown and Martin, painted by Mr. White, and upholstered by Mr. Blain, all of Liverpool. We should also state that she is furnished with Trotman's anchors, manufactured at the Dee Iron Works, near Chester, by Messrs. Henry Wood and Co. The Royal Charter was brought down from the Dee, after her launch, by Captain Bissett, of the Underwriters' Rooms, Liverpool.

[from Preston Chronicle - Saturday 29 October 1859, excerpt]:
She was laid on the stocks at Sandycroft, near Chester, by Mr. Cram, of that city, from designs by Mr. Grindrod, of Liverpool. Mr. Cram intended her for a sailing ship, but while on the stocks she was purchased by Messrs. Gibbs, Bright, and Co., and under the inspection of Mr. Patterson, of Bristol, she was transformed into a screw steamer. An attempt was made to launch her on the 31st of July, 1855, but this failed, and she did not reach the water till the 30th of August.

Cram had over-reached, with shipyards at the Roodee and at Sandycroft. He was forced to sell up.

[from Cheshire Observer - Saturday 27 October 1855]: [from Chester Courant - Wednesday 09 July 1856]:
PRELIMINARY NOTICE Of Sale of all those extensive and complete Works, called "SANDYCROFT," on the River Dee, with a Siding to the Chester and Holyhead Railway. MESSRS CHURTON respectfully call the attention of Iron founders, Engineers, Mechanics, Ship Builders, and others, requiring such an Establishment, to the fact, that they are instructed to offer for SALE By PUBLIC AUCTION, early in the month of August next, 1856, at a time and place to be named in future advertisements, THE SANDYCROFT IRON FOUNDRY AND SHIP YARD, comprehending a complete set of substantially erected Stone Buildings, fitted up in a most complete manner, with every description of Machinery necessary for such works, the greater part of which have been purchased recently from the best makers in the kingdom, and in such order that business might be commenced at once; they are admirably adapted for the manufacturing and fitting up of all kinds of Machinery, and have ample space for the erection of Wood or Iron Vessels. In the meantime any further information may be had upon application to Messrs Potts and Roberts, Solicitors; Mr Robert Roberts, slate merchant; or Messrs Churton, auctioneers, all of Chester.

[from Chester Chronicle - Saturday 26 September 1857]:
The Roodee Ship yard. - We understand that Messrs. Cox and Miller, iron-merchants of Liverpool, have taken these premises, and that they are likely to engage in extensive operations. There is no place more suitable for a good business of the kind than this locality, as the ground allows of ten or twelve keels being laid at the same time. The cheapness of iron, coal, and labour, and the low rent of the premises, only £100 a-year, afford every prospect of signal success to enterprising men.

[excerpt from Chester Chronicle - Saturday 28 July 1860]: SHIP LAUNCH AT CHESTER... From Roodee shipyard occupied by Mr. Cox. ... Having drifted to other side of river, the ship [Wayfarer, owned G H Fletcher & Co., Liverpool] was immediately afterwards towed alongside the building yard by the steam-tug Test; she will remain in the position in which she is now moored until she is partly rigged, prior to being taken to Liverpool. She is a full rigged clipper ship, built expressly for the East India trade, on similar lines to those of the Knight Errant, a vessel which recently attracted so much admiration while lying in the river Mersey. She is 1,350 tons register, 210 feet in length, 25 feet 3 inches deep, and 36 feet beam. She is registered at Lloyds, A 1, 12 years.

[from Liverpool Daily Post - Monday 23 July 1860]: LAUNCH AT CHESTER. On Saturday afternoon a large iron ship was launched from the building premises of Mr. Cox, near the Roodee, Chester. The infrequency of such an interesting event in the locality, and the unusual size of the ship, attracted a large concourse of spectators. The ship, which is named the Wayfarer, has been built for Messrs. G. H. Fletcher and Co. of Liverpool. Captain Carlyle is to be her commander. She is designed for the Calcutta trade, and of the following dimensions: Length between perpendiculars, 210 feet; extreme breadth, 36 feet; depth of hold, 25 feet 3 inches. She is registered at Lloyd's, A1, 12 years, and is 1300 tonnage. She is built of iron, with iron masts, steel yards, and wire rigging. The figure-head is in accordance with the other parts of the ship. It is a massive figure of the "Wayfarer." 7ft. 6in. long; he is leaning on his staff with his water bottle at his side, in eastern costume. The stern is also carved very nicely, and comprises the shield of the company with the motto "Ut Quncuque Paratus," "Always thus ready." On either side is a floral device bearing flowers, fruits, &c, gracefully intertwined. The carving reflects the highest credit upon Messrs. Allan and Clotworthy, ship carvers of Liverpool, to whom it was entrusted. Several of the vessels of the Sardinian navy, and which did good service in the late war with Austria, were built in this yard [by Cram]. This vessel, however, is far the largest ship built at Messrs. Cox's yard, being 700 tons measurement in excess of any its predecessors.

Summary of iron sailing vessels built by Cox at the Roodee, and their eventual demise.
1860 Wayfarer 1321 tons, wrecked 1871, SE Ireland
1861 Gitana 1366 tons, wrecked 1896, Cape Horn
1862 Robinson Crusoe 1164 tons, wrecked 1872, west of Pembrokeshire
1863 Roodee 1036 tons, wrecked 1876, Manila
1863 North East 998 tons, wrecked 1872, Cape of Good Hope
1863 West 998 tons, missing 1869, New York to Liverpool
1864 Terpsichore 528 tons, wrecked 1870, Argentina
1864 Cheshire 1233 tons, missing 1865, Madeira to Calcutta
1864 Delmira 338 tons, wrecked 1896, New Zealand

Nathaniel Cox's shipbuilding company [Roodee Iron Shipbuilding Company] were in financial trouble by 1864. There was a law case with shipowner Ismay about stage payments for the building of an iron vessel of 354 tons om [Delmira was chartered by T H Ismay from 1864]
  [from Chester Chronicle - Saturday 04 February 1865]: Since the breakdown of the Roodee Iron Shipbuilding Company, this branch of trade has been rather at a discount, although the Dee, undoubtedly, offers facilities for shipbuilding. The launch on Monday was from the yard of the Dee Bank Shipbuilding Company and the vessel is a handsome schooner of 153 tons burthen destined for the foreign coasting trade. [named Rosina pro tem]

Iron paddle steamer Eastham Fairy, hull built Nathaniel Cox, Roodee, Chester, 1861, 115 grt, 79 nrt, 125 x 19.2 x 7.7 ft, engine 60hp by Lawrence, Liverpool, ON 42594, for Eastham Ferry service. In MNL to 1889, same owner.

Iron paddle steamer Swiftsure, hull built Nathaniel Cox, Roodee, Chester, 1861, 115 grt, 79 nrt, 125 x 19.2 x 7.7 ft, engine 60hp by Lawrence, Liverpool, ON 42607, for Eastham Ferry service.
From 1871 owned Mostyn for towing and Mostyn - Liverpool service. Damaged by collision 15-9-1893 with ferry Cheshire. Broken up 1895.

[from Chester Courant - Wednesday 27 February 1861]:
SHIP LAUNCH. On Thursday next the largest ship ever built in Chester will be launched from the Roodee ship-yard. The name of the vessel is the Gitana, 1,350 tons and registered 12 years at Lloyd's. She has been built for Charles Moore and Co., Water-street, Liverpool, and is intended for the Calcutta trade. She is precisely upon the same principle as the Wayfarer, which was launched from this yard a few months since, and, with the exception of her tonnage, is an exact facsimile of that noble vessel. It is gratifying to see the ship-building trade reviving in the city under the auspices of Mr. Cox, after having lain dormant for so many years. There are two keels now down in the yard for paddle-boats for the Eastham Ferry, and immediately the Gitana is launched, the keel of a ship of 1,100 tons will be put down and proceeded with for the same firm.

[from Liverpool Daily Post - Friday 05 July 1861]:
EASTHAM FERRY. This favourite place of resort, justly called the "Richmond of the Mersey," is at last about to take the locus standi to which it is entitled from its beauty and position. The present proprietor, Mr. Gough of Woodside, and his manager, Mr. Hilliar, appear to have been most happy in their efforts to promote the comfort and enjoyment of all classes visiting the ferry, hotel, and its romantic woods and grounds. Under the former management, much inconvenience was experienced from the want of boats adequate to convey with safety and comfort the number visitors who daily frequent this beautiful "spot of earth." This now remedied, we are glad to announce the arrival of the Eastham Fairy, the first of two steamers built under contract with Messrs. H. M. Lawrence and Co., the Sandon Works, of this town, expressly designed for this station, to carry a large number passengers with safety. These vessels are 125 feet long, 19 feet beam, and 60 horse power, and have been under the inspection and superintendence of Mr. Geo. S. Sanderson. The hulls have been launched at Chester, from the yard of Mr. Cox, and are fitted with a rudder at each end. The beam is unusually large, thereby affording a fine carrying deck surface, and at the same time giving stability to the steamer when crowded with passengers. The cabins are large, lofty, and commodious, and fitted with noble skylights and companions. The engines are on the oscillating principle, with a tubular boiler, on an improved principle, by Messrs. Lawrence and Co, and are a combination of elegance and strength. The steering wheel is placed on a house directly over the engine room, and the whole vessel is fitted out in very fine style, and reflects much credit on the builders. We understand that the second steamer will be on the station in the course of the month.

[from Liverpool Daily Post - Tuesday 27 August 1861]:
The New Steamers EASTHAM FAIRY and SWIFTSURE will ply under until further notice: - FROM LIVERPOOL. At Eight and Ten p.m., FROM EASTHAM. At Nine and Eleven a.m.. And every hour... N.B. On Sundays there will no Boat between Eight a.m. and One p.m.

[from Birkenhead & Cheshire Advertiser - Saturday 02 September 1871]:
Collision on the Dee. About twenty minute before nine on Sunday evening, as the excursion steamer Swiftsure was coming towards Chester from Liverpool, she ran into the Test steamer lying on the Flintshire side of the river at Saltney. It appears that in turning at the bend of the river opposite Saltney in order to avoid a large sandbank on the Cheshire side, it was necessary for the pilot of the Swiftsure, a man named Edwards, to guide his vessel into the deep water on the opposite side. In doing this he unfortunately ran his vessel into the steam-tug Test lying without any lights on that side of the river. The shock was severe, breaking in a portion of the stem of the Test and doing considerable damage to the bulwarks on the starboard side of the Swiftsure, besides injuring two of the passengers, one of whom had her leg broken. The unfortunate woman, Mrs Daintigh of Grappen Hall, was on a visit to Mr Booth of Bowling Green Inn. She was sitting on the side of the Swiftsure which came into collision with the other steamer when the accident occurred, and her left leg was broken below the knee in consequence of the shock. She was removed to Mr Booth's and is now under the care of Dr Roberts. A youth named Ellis, son of the Chester Town Hall-keeper, received an injury, not of a serious nature, to his arm and many of the passengers were considerably inconvenienced by the severity of shock.

[excerpt from Cheshire Observer - Saturday 22 June 1878]:
Liverpool Naturalists' Field Club. The fourth field meeting was held on Saturday at Hilbre island. The Mostyn steamer Swiftsure left the Landing-stage at 1:30, and conveyed to the island 105 members and friends, including a contingent from the Manchester Field Naturalists' and Entomological Societies, the scientific secretary of the Chester society, and an unfortunate newsboy who did not get off in time. The sea was perfectly calm, and the day fine, though dull, and as there was some spirited glee singing by amateur members and other friends, under the able leadership of Mr. Monk, the voyage out and home was thoroughly enjoyed. The party landed without any mishap, and strolled over the island until nearly low water, when a search was made on the rocks for nudibranchs and other marine curiosities, but without the usual success.

[from Cheshire Observer - Saturday 27 August 1881]:
A Liverpool Excursion Steamer in a Storm. The steamer Swiftsure, the property of the Mostyn Coal and Iron Company, engaged during the summer months in passenger traffic between Liverpool and the Welsh coast, left Mostyn on Wednesday evening with the tide on the return journey. A heavy gale was blowing, and the passengers suffered much personal discomfort. At length she strained and broke the shaft of her port paddle, and as there were no symptoms of the gale abating, the captain determined to return to Mostyn, nine miles. She attempted to do this by means of one paddle and sails. One of the sails, however, was blown away, and it was only with extreme difficulty that the vessel could be brought back to Mostyn Roads. The passengers were landed on the beach by means of boats, but many of them carried with them traces of the soft mud. From Mostyn the excursionists were sent on to their homes by train.

[from Chester Chronicle - Saturday 23 August 1890]:
MOSTYN - The Mostyn Gale. The Mostyn steamer was advertised as usual to sail for that port on the river Dee on Friday morning and left the Liverpool landing-stage with that object shortly after 8:30 am. At this time the atmosphere and sky were clear, but a strong wind was blowing. All went well, till the steamer, Swiftsure, had passed the bell buoy when to bring her head round to enter the Dee, the sail was hoisted and in veering round the ship got between the waves. Just at that moment, the mast broke off level with the deck and went by the board, carrying the sail and ropes over the side. The captain immediately stopped the engine and with axe in hand took the lead of the crew to cut away the wreckage. Meanwhile the vessel was rolling to an alarming degree, crockery and glass being tossed about the cabin and broken. By dint of hard work, the wreckage was speedily got rid of and Captain Lowe, who has had command on the station for upwards of 20 years, was then able to resume his voyage, and arrived with the ship safe at Mostyn several hours late. There is no doubt that, but for the prompt action of Captain Lowe, the Swiftsure would have added another to the list of "lost with all hands". The Captain is known to all those who have occasion to go to Mostyn as a calm and experienced officer and one ready for any emergency.

[from Cheshire Observer - Saturday 23 September 1893]:
Collision in the Mersey. The Woodside Ferry steamer Cheshire, while leaving the Liverpool stage on Friday week, shifted her course in order to avoid a boat which got into her track, and in doing so collided with the Mostyn steamer Swiftsure. The latter was considerably damaged, but the Cheshire sustained no injury. The accident caused much excitement among the passengers on the Cheshire.

Wooden screw steamer Hawarden Castle, built Ferguson & Baird, Connah's Quay, 1881. ON 76558, 95 grt,60 nrt, 78.6 x 20.8 x 9.0 ft, engine 49 hp by Bates, 1 screw. Owned Coppack, then Rowland. In 1892 renamed Gleaner. From 1893 owned John Gibney, Liverpool, and used as a salvage tender. In 1931 owned Liverpool Derricking, then finally owned (1940) Norwest Construction.
Wrecked 1940 (as Gleaner).
[from Liverpool Journal of Commerce - Tuesday 07 September 1886]:
FOR SALE, the Steam Flat HAWARDEN CASTLE, 60 tons register; 120 to 150 tons. Built Connah's Quay in 1881. Length, 78.6 feet; breadth, 20.8 feet. The vessel may be viewed and all further particulars obtained by application to the Manager, Connah's Quay, Alkali Works, Flint.

[from Liverpool Mercury - Friday 21 July 1899]:
SALVAGE SERVICES TO A DOMINION LINER. John Gibney, Sons, and Company and Others v. the Owners of the New England and her Freight. - Yesterday, in the Admiralty, &c., Division of the High Court, Mr. Justice Bucknill, assisted by Trinity Masters, continued the hearing of this matter. The plaintiffs are the owners, master, and crew of the salving steamer, Gleaner, and they alleged that on the 18th and 19th of May this year they rendered salvage services to the Dominion Liner New England when she was lying in the river Mersey, about to start for Canada with a large number of passengers. The liner had got her port propeller fouled in the chain of the steamer Reginald, of Waterford, and the plaintiffs claimed salvage remuneration for attempting to release her from that position. The defendants denied that the plaintiffs rendered salvage services to the New England, but paid the sum of £100 into court. - Mr. L. Battin appeared for the plaintiffs, and Mr. A. D. Bateson for the defendants. The plaintiffs' evidence was to the effect that at the time of these services a moderate gale was blowing from the SSW. On receiving information of the difficulty the liner was in, the Gleaner bore down upon her, and assistance was asked for. By the advice of the master of the Gleaner, the Reginald was directed to cast off. After ineffectual efforts had been continued for about half an hour to free the chain, endeavours were made to grapple the anchor, and after some time and considerable risk it was hauled on board the Gleaner. A diver was sent down, and he reported that there were eight turns of the cable round the shaft, and a bight on one of the blades. The superintendent of the Dominion Line decided to dock the New England, and, with the Gleaner in attendance, the liner was docked the next morning, and the propeller was successfully cleared by the plaintiffs. The witnesses for the plaintiffs stated that all this time the New England was in danger of dragging her anchors and fouling other ships, or going ashore. There was also great risk to the salvors, having regard to the roughness of the sea. The liner with her freight was worth £150,000. Mr. Justice Bucknill, in the course of his judgment, said that after some discussion the court had come to the conclusion that the services rendered to the Dominion Liner amounted to salvage services. He himself had never any doubt about it. The propeller of the New England was absolutely jammed, and it was useless to say that she was not in a position of danger, having regard to the weather which prevailed. Therefore these were salvage services though of no very great importance. He had decided to award the sum of £150 to the plaintiffs. Mr. Bateson said he took it that the court awarded £50 above the sum tendered by the defendants in respect of the services rendered to the New England in dock, and he would therefore ask his lordship to say that the tender was sufficient, and that the plaintiffs should have no costs. His Lordship said he was surprised at the application being made, and he would certainly not accede to it. Here was a vessel worth £150,000, and a very moderate award of £150 had been made. Mr. Bateson then asked that costs should only be given on the county court scale. His Lordship said the case had given both him and the Elder Brethren considerable trouble, and was one quite fitted for that court. Costs would therefore be given on the High Court scale.

Wooden screw steam launch/yacht Miramar, built W. Roberts, Chester, 1882, 30grt, 18nrt, 56 x 10 x 3.6 ft, 8 hp engines, screw. ON 105399. Owned Colonel McCorquodale for use as a private steam yacht in the Menai Straits. Registered Liverpool 1896, owned by Edward Thin, Liverpool. Many owners, registered Aberdeen 1917, register closed 1921.

George McCorquodale, 1817-1895, was owner of a printing business, based initially at Newton-le-Willows. He raised a volunteer army corps, so adopted the rank of Colonel. He retired to Anglesey. More detail

[from Cheshire Observer - Saturday 11 March 1882]:
Local Enterprise: Steam-Launch Building on the Dee. Mr. William Roberts, of The Groves, who has for some time been very successful as a steam-launch builder, and has succeeded in restoring to Chester a nearly-extinct trade, is at present engaged in building a steam-launch for Colonel McCorquodale, of Newton-le-Willows, the present High Sheriff of Lancashire. She will be launched about the middle of April next or early in May, and will undoubtedly prove to be one of the quickest as well as the most staunch that has yet left his stocks. She will be 61 feet over all, the breadth of beam will be ten feet, and depth six feet six inches. The draught will be four feet. The launch, which will be named "Miramar," and is intended for service in the Menai Straits, will be fitted with a storm-deck forward, cabin, and all the necessary fixtures of a first-class yacht. She will be schooner-rigged, and carry two boats at her sides, and the propelling power will be Willing's three-cylinder engines with surface condenser. The lines are very graceful, and the launch as she at present lies on the stocks is worthy of a visit.

[from Cheshire Observer - Saturday 22 April 1882]:
Launch of a Steam Yacht on the Dee. A handsome steam yacht, built for Colonel McCorquodale of Newton-le-Willows, High Sheriff of Lancashire, was launched on Monday last, from the yard of Mr. Wm. Roberts, boat builder, the Groves, Chester. We have already given a full description of this beautiful yacht, which is intended for service in the Menai Straits, on the shores of which its gallant owner resides during the summer months. The launch took place in the forenoon, and as soon as the props were cleared the yacht glided smoothly down the ways from the yard into the river in the presence of Colonel McCorquodale and family, the ceremony of christening being performed by Miss McCorquodale, who christened the yacht "Miramar." On the following day she was taken over the weir on the tide. As we have already informed our readers, Mr. Roberts has several other important orders on hand, and we have no doubt, from the success which has hitherto attended his contracts, that the building of this class of vessels will become more frequent than has heretofore been the case.

[from Holyhead Mail and Anglesey Herald - Thursday 05 September 1889]:
Royal Anglesey yacht Club. Beaumaris. ... The yachts on station included the Vixen (Sir R Bulkeley); Kathleen (Mr H Clegg); Freya ss (Mr Albert Wood); Dream ss (Mr W H Owen); Miramar ss (Col Corquodale); Sunbeam ss (Hon F Wynn); Aries ss (Mr Clarke); Sylvia ss (Mr Olroyd); Lady Bessie ss (Mr Farren); Cestria ss (Mr Johnson Houghton); Ariel (Mr John H Gartside); Eauma ss.

[from Cheshire Observer - Saturday 12 April 1884]:
Peter Creighton, Boat Builder. The Groves. All classes of boats built to order on reasonable terms and on the shortest notice.... Steam launches on the river looked after and kept clean during the summer months.

Wooden screw steam launch Jenny, built W. Roberts, Chester, 1888, 6hp engine. Owned Timmins for use in construction of Manchester Ship Canal.

[from Cheshire Observer - Saturday 04 February 1888]:
Steam Launch for the Mersey. On Saturday Mr W. Roberts successfully launched from his yard on the Little Roodee, a steam launch, named the "Jenny," for Mr Timmins, engineer, of Runcorn. The launch, which is a pretty little specimen of the boat-builder's craft, is intended for the use on the river in connection with the construction of the Manchester Ship Canal, and was taken round to the Mersey on Monday. It is provided with a new surface-condensing engine of six-horse power, and is altogether a handsome boat and a credit to the builder.

Ormonde b 1890, Roberts, Chester; for river Dee service [twin screw]

Bend Or b 1891, Roberts, Chester; for river Dee service [twin screw]

In 1889 and 1890, three small steel screw steamers were launched by Smith & Co., at Queensferry:
Daisy 9nrt, 17grt, 48.8 x 10.0 x 5.4ft, 8hp, ON 96277, built 1889, registered Chester, owned John B. Wescott, London, in MNL from 1890 to 1892 only.
Alerta 9nrt, 29grt, 51 x 12.6 ft, 18hp, ON 98164, built 1890, registered and owned Wilson, Sons & Co, then James Watkins [tug owner], London, in MNL 1891 and 1892 only, register closed 1894.
Nora 9nrt, 32grt, 56.6 x 12.3 x 6.8ft, 13hp, ON 98186, built 1890, registered and owned James Watkins [tug owner], London, in MNL 1891 only.
From their narrow width and low power, they may have been intended for river or canal use, two were owned by James Watkins, who was involved in towing on the Thames. He was reported bankrupt in November 1893. Since they cease to be recorded in MNL shortly after delivery, the vessels will not have been seagoing, but either used for rivers and canals, or sold foreign.

Steamer Edfou, built Queensferry 1890. For use on river Nile. Edfou is the name of an Egyptian temple.
Most probably built by Smith & Co., who were building small steel screw steamers at Queensferry at that date (see above).
[from Birkenhead News - Saturday 04 October 1890]:
DROWNING OF A NEW BRIGHTON SAILOR. As the steamer Edfou, recently launched at Queensferry for sailing on the Nile, was proceeding down the river Dee on her outward journey to Egypt, a cry was raised that a men was overboard. The steamer was at once stopped, and a boat was manned, but the missing sailor was not seen. His cap, which was floating on the water, has only been found. The deceased shipped as Walter Dean, of Grosvenor-road, New Brighton, and was about fifty years of age.
[obit.]: Walter Dean, 43, lost overboard, Sept 28, from SS Edfou.
[Newspaper]: Mostyn: arr Edfou (s) prev. to Oct 3, 1890
[from Liverpool Journal of Commerce, Monday 13 October 1890]:
Edfou (s) arrived yesterday from Mostyn, in tow. (Liverpool, Oct 11.)

Steel screw steamer May Queen, built Queensferry Shipbuilding and Engineering Co., 1894, 29 grt, 10nrt, 61.1 x 12.1 x 6.6 ft, engines 16 hp, ON 102158, intended for the first steam-boat service on Lough Neagh. She reached Lough Neagh via the river Bann.

The same company also built several more small steel screw vessels: steam tugs and ferries:
1895: Monarch ON 104192, tug for Grimsby; John O'Gaunt ON 84968, tug for Lancaster
1897: Douglas Ferries. Rose ON 95760, Shamrock ON 108856, Thistle ON 108857.

[from Chester Chronicle - Saturday 12 May 1894]:
SANDYCROFT. Launch of a new Steel Screw Tug and Passenger Steamer. On Saturday, there was considerable excitement consequent on the preparation for the launch of steamer. It will be remembered by our readers that this shipbuilding yard has been idle for upwards of two years when, towards the end of last year, a company was formed to buy out the interest and start operations under the name of The Queen's Ferry Shipbuilding and Engineering Co of which Mr Myers of Manchester is the managing director. He is also inventor of the Myer's patent propellor for which will be famous in the near future. Long before high water, a great number of people trooped down to the banks of the Dee. The Board of Trade surveyor had made a very searching survey of the hull, the day previous, and he also went very carefully through her and under her to make sure that all was staunch, strong, and safe, with the result that he was perfectly satisfied. At 11:15 am, the carpenter having got her seated on the launchways, and all being ready, the christening bottle of wine was hung over the bows by a rope of gaily-coloured silk ribbons, and a stage formed in front to which Mrs Myers, the wife of the managing director, was escorted. Then orders were given by the manager of the work to knock away the dogs, and the moment she began to slide on the ways, a bottle was broken over her bows by Mrs Myers, hailing success to the May Queen, by which name she will in future be known, amid loud cheers from the spectators. It was much admired by one and all for her superior lines and fine harmonious proportions. She will be taken to Sandy-croft Foundry in few days to receive her engines and boiler by the kind permission of Mr Sydney Taylor. The engines are compound surface conductor with cylinders 10ft, 20ft and 12ft stroke, with multitubular boiler 6.5 feet diameter, and 7 feet long, working pressure 100 lbs, the guaranteed speed being ten knots She will have patent self-holding steering gear and Myers' patent propeller. The boat is built to the order of Messrs Crombie and King (who were both present at the launch), specially for a towing and passenger service on Lough Neagh, Ireland. The owners also purpose running excursion parties to many places of historical interest. She will be fitted with adjustable seats on deck, all round bulwark, and two cabins below with full outfit of life-saving apparatus with all the requirements for a number four Board of Trade certificate. After the steamer was berthed, the company provided a nice luncheon in the drawing office, at which the usual toast was proposed and duly honoured. The steamer is expected to enter on her duties during the present month. The firm have on order at present a steel tug for Grimsby, and also one for Dartmouth, besides other work which will keep them fully employed for next twelve months.

[from Tyrone Constitution - Friday 03 August 1894]:
A Steamer stranded on Lough Neagh. (From our correspondent.) Monday. Yesterday evening the pleasure steamer May Queen of Messrs. Crosby and King, Lurgan, was stranded at Maghery, about a mile off Coney Island, in Lough Neagh. It seems that the steamer sails from Kinnego, calling at several stations along the route. All passed well, and passengers were embarked at Maghery, when, the captain steering a wrong course, the vessel struck on a sandbank. The energy of the hands of the May Queen were ably tested, in addition to several of those on board. The anchor was brought out by the small boats from the steamer and the strong cable attached, but all efforts to move the steamer proved abortive. The passengers, who numbered about sixty, crowded at the end the vessel to endeavour to cause a sudden movement, but this likewise failed. The fog-horns were then sounded, and in a short time some thirty boats from the shore came to the rescue, and landed the passengers on shore. Those in the immediate vicinity and adjacent towns were able to proceed home, but the passengers from the other end of the lake were unable to do so, and had to hire special cars or remain over night. The vessel still remains stranded, and was on its way to Newport Trench, Ardboe, and intended proceeding back to Lurgan. The captain was most courteous and obliging to those on board. The vessel is splendid one. and well worthy of the attention of excursionists, as well as the scenery to be witnessed.

The May Queen was back in service soon after this setback.




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