[3][2] The brand new steamer St George was placed on the Liverpool – Douglas – Greenock station on Tuesday 25 June 1822, in direct competition with Napier's City of Glasgow.

[3][2] The Kingstown resumed operations to the Isle of Man from July 1827 when she was placed on the main Liverpool – Douglas thrice weekly schedule.

[3][2] The St David which was fairly small and slower than her rivals was offered for sale in the spring of 1828, however no interest was expressed in a purchase and she resumed plying to Douglas in April of that year.

This fact is important as it may be seen as a reason as to why the vessel came into disrepute, due to subsequent lack of investment and poor maintenance, this being one of the primary factors which would lead to the establishment of the Isle of Man Steam Packet Company in 1830.

[3][2] No steamer was available to replace the St David and consequently the company resorted to chartering Mersey Ferries in order to operate the schedule, which were highly unsuitable to such an undertaking.

In late May the Prince Llewellyn replaced the St David for a week – no chances were being taken this time, now that a rival boat (the Mona's Isle) was under construction.

[1] A letter to the Editor of the Liverpool Mercury stated:- "Your impartiality in giving insertion to correct communications has induced me to forward you a few particulars respecting the interesting opposition at present existing in steam navigation with the Isle of Man.

This is certainly the most surprising feat ever performed in steam navigation, particularly when the hitherto unrivalled character of the St. George is taken into consideration, and also the tempestuous state of the weather during the passage.

"On Friday 19 November 1830, under the command of Lieutenant John Tudor R.N., the St George arrived in Douglas from Liverpool with mail and passengers.

[3] Once her passengers and mail were unloaded, the St George proceeded to take her anchorage in the vicinity of Conister Rock using the fixed chain cable which had been secured for the task.

[3] Lieutenant Tudor immediately ordered distress signals to be made as well as the foremast to be cut away with a view to forming a raft so as that when the dawn came they might be rescued by boats from the lee side of the vessel, but this was found to be impractical.

[3] From his home at the Fort Anne Sir William Hillary observed the disaster taking place and immediately made for the pier in order to initiate a rescue.

[3] On approaching the St George the lifeboat's anchor was let go to the windward,[3] and by veering down upon the wreck an attempt was made to take off the people from the weather quarter, but the surf would not enable this to be carried out.

[3] The lifeboat had now got into a situation where the rolling sea was causing it to become swamped and began to sustain damage with the rudder being disabled and six out of the ten oars either broken or lost.

[3] From the disabled state of the boat and the loss of the oars it became impossible to take off the people and proceed windward by hauling up her anchor, as was originally intended.

[3] The size of the swell increased as the tide rose and now swept the decks of the St George nearly burying the lifeboat, and one last effort was made to extricate themselves from a situation which at any time could have proved fatal.

[3] The cable was then cut, and the sea coming round the bow of the St George drove the lifeboat broadside on, upon the sheltered side of the Conister Rock thus avoiding the potential catastrophe, and they were then able to proceed towards the shore a quarter of a mile away.

I want words, Sir, to express to you what we then felt, and what we shall ever feel, for the noble and determined manner in which you persevered in coming to our assistance, after we had considered it our duty to warn you off, for, the vessel having bilged, the severity of the gale, the position of the wind, and the time of the tide, there did not appear to us (amongst the heavy breakers then rolling upon Conister) the slightest chance of escape for you, and which, from the crippled state of the life boat when she afterwards left the wreck, was so nearly proving to be the case.

Trusting, Sir, that you may long live to preside over an establishment your philanthropy gave birth to, and in which your humanity has always placed you amongst the foremost and most active of its members – I have the honor to remain

"At a Meeting of the Committee of the Isle of Man District Association of the Royal National Institution, for the Preservation of Life from Shipwreck, held at the Courthouse, Douglas, 27 November 1830, presided over by the chairman, High Bailiff James Quirk Esq, it was agreed unanimously that the following report be transmitted to the Secretary of the Royal National Institution:[7] That the thanks of this meeting be presented to Sir William Hillary, Lieut.

The Prince Llewellyn when running for Peel in a gale was almost wrecked off the Calf of Man, and on 13 December 1830 she collided with the Mona's Isle in Douglas Harbour and badly damaged herself resulting in repairs having to be undertaken.

This however was terminated at the end of February 1831 due to deteriorating financial returns as it was considered that undertaking a sailing with mail only was not worth while, as by this time passengers had given up using this unreliable service.