The Enterprise, the first Ullswater Steam Boat

The two largest lakes of the English Lake District were Windermere and Ullswater. Boats had been used on them over the centuries to provide goods and carry cargos down their lengths and to the remote communities on their shores. With the development of a burgeoning tourist industry, enhanced through steam engines and rail development, Windermere was at the forefront of pleasure cruising on an inland water.

Ullswater itself was a lake used to enable pig lead, that had been extracted from the mined ore, to be transported from the lead mines nearer the head of the valley. As early as 1836 the mining company had resolved to put a steamer on the lake for this purpose, to increase the business efficiency of the company. Such a steamer would take the mined product down the lake and return with coal, required for the smelting operations. Such a vessel would no doubt assist in other articles or persons being in need of transport, at a cost. It is unknown if this resolution ever actually came to fruition, but that kernel of an idea had begun.  It was suggested at this time that the day could not be far away when tourism pleasure boats would steam the length of the larger lakes, such as Windermere which was 13 miles in length, and Ullswater, at 9 miles length.

Windermere was the biggest at just over 11 miles, but in the opinion of some, not the most dramatic, being surrounded by rolling low level fells, with the high peaks giving a distant backdrop. Ullswater however was over 7 miles in length, and was arced at the head by these imposing high peaks, with Place Fell dropping deep into the lake on its southern shore. There was a recognition in October 1858 for an opportunity of tourism development for the water, with Penrith being only a few miles east of the lake. That year a Steam Coal Company was formed and quickly amassed 8/10ths of the finances needed for a steam boat. It was even mooted that a railway branch line could be built to the village of Pooley Bridge itself.

On Christmas Eve that year the first tender was placed in the Carlisle Journal for the building of a steam boat for the lake.

 A second tender was also placed in January 1859 with an altered specification of 18 horsepower, 70 feet in length with a 14 feet beam, drawing now only 2ft 6ins of water; tenders now to be submitted by 29th January. In March, the positions of Captain, Engine Driver, and General Assistant were advertised, for a proposed launch date around mid June. In mid-May the vessel was by then stored at the rail station and was expected to be transported in a few days time, although the contractor believed the launch date to now appear overly optimistic. Within a week the boat was at the lake, transported in sections and rivetted together on the east shore. It was then reported to be 80 feet in length and 16 horsepower. It was fitted with both a ladies and gentlemen's saloon, each 20 feet in length, with washing room and every convenience attached. The contractors were to be H. M. Lawrence & Co. of Liverpool. A 90 feet long Quay was to be constructed a little north of the river and after some initial problems, landings were secured at Howtown Bay, a further landing at Patterdale Bridge, at the end of the property of W. H. Askew Esq., a staunch steamer supporter from the start. Mr. Howard also seemed amenable to a landing at Lyulph's Tower at Gowbarrow. The date of 20th June was still advertised and the vessel name was expected then to be The Dalemain, a tribute to the Lord of the Manor.

Mr. R. Brownrigg of The Sun Inn, at Pooley Bridge, was quick to see a clear business opportunity and advertised an omnibus to travel between Pooley Bridge and Penrith Train Station, to meet the three afternoon arrival trains and two in the evening; this omnibus was to commence on 1st June. Clearly tourism was about to dramatically expand.

The original launch date passed and was now set for July. The directors of the Lancaster and Carlisle Railway were open to the idea of a temporary station at Yanwath to use during the summer season for any parties wishing to visit the lake. 

The initial launch took place at 2pm on Saturday 16th July to huge crowds which had gathered on the lake shore to see the spectacle. The chocks were all removed but one, as Mrs. Slee of Tyrrel dashed a customary bottle of wine against her bow, naming her, 'The Enterprise'; a change from the original idea of 'The Dalemain'. The boat itself was incomplete with the engine still to be delivered and the fitting of internal features still to be added. It was expected to conduct trials at 12 noon on Saturday 28th, so this was set as the firm date. Special trains from Kendal and Carlisle were arranged with a large banquet organised for 4pm at Mr. Brownrigg's Sun Hotel. Sadly, despite getting a head of steam, the boat did not move due to a failure of part of the machinery, which was a great disappointment to all.  Finally, on Saturday 6th August she was handed over from the contractors to the Directors. However, things never go smoothly and after some confusion that lasted from 11am to 2pm, it was realised that the contractor, Mr. Lawrence would be needed to actually sail the vessel, which he then did. 

Her first journey down the length of the lake, took 50 minutes to land at Glenridding Point. Enroute the heavens had opened and continued throughout the afternoon. At Glenridding a serious accident nearly occurred when the rope was thrown to be tied, but the catcher tried to hold the boat with brute strength and was scooped off his feet. An omnibus had been arranged by the White Lion at Patterdale, which was an hour's excursion from the boat. When the boat returned to Pooley Bridge a cautious landing had to take place with great dexterity, as the landing stage was still not built. Then, like now, on journey's end, the weather immediately cleared and glorious sunshine ensued!

From that point it could then begin to ply a daily trade of cheap and reliable passenger transport and after the inauspicious start she then had a very successful first fortnight, making three daily trips up and down the lake, with greater than anticipated passenger numbers enjoying her delights. She would leave Pooley Bridge at 9am, 1pm, and 4:15pm, taking 30 mins to arrive at Howtown and then 45 mins to travel further to Patterdale. The return journeys were at 10:30am, 2:30pm and 5:35pm. Coaches supplemented the journey between Penrith and Pooley Bridge.

The new season for 1860 was to commence in mid June and new internal fittings were now added for improved passenger comfort. Like any new venture the boat was not without controversy and that same month Mr. Marshall was in dispute with the steam boat owners. A case was then commenced in the court of Queen's Bench, against the Ullswater Steam Navigation Company for the illegal erection of a jetty on his land and the spoiling of the fisheries, by the discarding of cinders from the boat; he was seeking £100 compensation. This resulted in an extraordinary General Meeting on 29th June, at the Sun Inn, Pooley Bridge, where it was unanimously resolved to defend the action. The case was listed to be before Westmorland Assizes on 3rd August, but on the day it was withdrawn.

The more well off members of the local societies were philanthropic by nature towards their less fortunate fellow men, and their children. On Thursday 9th August 1860 a day trip to the lake was organised for the benefit of the workhouse children of Penrith and their teachers. Mr. Brownrigg supplied the coach for transport to the lake and on arrival in the steam boat at Patterdale the children were treated to an abundant supply of cake. They were then allowed to make their own 'bent' and re-assembled at the boat at 4:30pm for travelling back to Pooley Bridge, where they again were treated to refreshments. The Steam Company and Mr. Brownrigg charged only minimal fees and the £2 surplus from the fund was to be used to buy the children a harmonium. The 1860 season was due to end on or near 5th October and was regarded as a very successful one. The new 1861 season would begin again on 3rd June.

The dispute with Mr. Marshall had not ended and was again before the courts on 6th and 7th August 1861, and came to be known as 'The Great Ullswater Case.' The spoiling of the fishing was not upheld, but who was the owner of the soil on the lake bed became the issue, for that was what the pier was driven into. The issues argued over to reach a verdict are perhaps too complicated and intricate to enter into in depth at this stage, but the decision went with Mr. Mounsey and against Mr. Marshall. The half yearly report in October noted that the season had been a good one of passenger numbers, but the case had affected the profitability of the company.

The case continued into 1862 where it was before the court of Queens Bench on 21st and 24th November. The issue of ownership of the soil of a lake bed had implications of national importance. The cases that were stated were of rivers, for clear comparisons to be drawn, even the case of the Mississippi river was quoted. Here, after legal argument, the case was adjourned for the bench to consider its verdict. The decision was announced on Saturday 21st February 1863 and the judgement was for the plaintiff, Mr. Marshall, in that the law as it stood must be discharged. The Lord Chief Justice however, went on to say that if he were sitting in a court if appeal, he would hesitate, for he did not acquiesce in the law as laid down. Notice of an appeal was then given by the Ullswater Steam Navigation Company against the decision of the Court of Queens Bench.

The half yearly meeting of the company was held at The Sun Hotel, Pooley Bridge, on 11th May where a motion was put that all action against Mr. Marshall be suspended. However, an amendment was then put forward that action should continue to obtain a reversal of the courts decision; that amendment was carried, 13 votes for, and two against. On 13th May 1865, at The Exchequer Chamber, the judgement of the court of Queens Bench was affirmed and the case was finally concluded in Mr. Marshall's favour. It is understood that a rent then had to be paid to him.

Following this the steam boat settled down to ply its annual trade of tourism for the lake visitors. In July of 1873 the boat had undergone a refit and a new and stronger boiler was installed, with new plates being fitted to the bottom of the boat. A trial trip showed her powers to be greatly increased.

 It also assisted in conducting local events such as the Dacre, Stainton and Newbiggin school children trips in the summer of that year, being one such example. 123 children took the opportunity to sail and take refreshments aboard The Enterprise, as they journeyed to Patterdale and back.

The Enterprise was still plying its trade in the 1876 season, doing four trips down the length of the lake. By the December of that year however, a new twin screw steam yacht, was tendered and the company who were to build it was Messrs T. B. Seath & Co., Glasgow. The architect was the eminent Mr. Hebson of Liverpool, although he was a native of Penrith itself. In June 1877 The Lady of the Lake, capable of 12 knots, was launched and no further reference then exists for the old Enterprise. What her fate was is unknown, but checks with local sub-aqua groups indicate there is no evidence of any vessel lying in the 60m depth of Ullswater. She was a paddle steamer, and not outdated, so was most likely broken up with important parts and fittings reclaimed.

Now a new and more modern boat would take the company forward as it continued to progress the tourism trade on the most dramatic lake of Ullswater.