At the half-yearly meeting of the Greenock and Wemyss Bay Railway Company on September 30, 1869, the Chairman remarked that the numbers of passengers using the route had dropped in the pervious period, as had passenger receipts but that he was pleased to report the arrangements had been completed with Captain Gillies and Mr Alexander Campbell to run services to Largs, Millport, and Rothesay, taking over from the Wemyss Bay Steamboat Company (Limited) which had withdrawn from the route. The opening of the Wemyss Bay Railway in 1865 running onto a new pier constructed in the shelter of Wemyss Bay promised a new fast route to Rothesay, Largs and Millport. Indeed the M‘Kellar fleet that had dominated the Largs, Millport and Arran trade for almost thirty years had received no new investment since the railway had been announced and quickly went out of business.
Largs at Rothesay with Iona (Washington Wilson)
The new Wemyss Bay route provided a short steamer crossing to Bute but when the line finally opened, the management of the enterprise was a disaster. Rather than concentrating on the Rothesay, Largs and Millport routes, the directors placed their efforts in competing on longer distance routes where other companies were already firmly established. A fine two-funneled steamer, Largs, provided a basic service with an early morning departure from Lamlash, connecting with Wemyss Bay and then provided connections with Largs and Millport during the day, with a late afternoon return to Arran where she berthed overnight.
Bute, as Princess Alice (Illustrated London News)
Two new saloon steamers, Bute and Kyles were used in attempts to compete with the new Iona, sailing to Ardrishaig and developing excursions. They did not last on the Clyde beyond a single season and departed for the Thames in September 1865.
Glasgow Herald, June 22, 1865
Glasgow Herald, July 19, 1865
Glasgow Herald, July 19, 1865
Glasgow Herald, July 19, 1865
Glasgow Herald, July 19, 1865
To provide the service to Rothesay, a smaller steamer was added. The Victory was purchased from Captain Duncan Stewart and carried on the connections.
Glasgow Herald, May 6, 1865
Late running by the steamers and the subsequent late running of trains over the single line between Greenock and Wemyss Bay created chaos and soon letters to the editor of the various coast newspapers were full of indignant accounts of mismanagement and incompetence. Calls for the trains to run to time so that the steamboat company would be forced to improve its scheduling fell on deaf ears.
Victory at the the end of Rothesay Pier around 1868 (Annan)
After the departure of the Kyles and Bute, the Wemyss Bay Co. struggled on with a limited service. When Captain Duncan Stewart had sold his steamer Victory to the Wemyss Bay Co., he had a new hull built by Messrs Barclay Curle & Co. and placed in it the machinery of the Alma. The resulting steamer, Argyle, was in Captain Stewart’s service for barely a month when she too was sold to the Wemyss Bay Co.
Argyle at Rothesay (Adamson)
The damage to the reputation of the new Wemyss Bay route had been done and the company folded in 1869 to be replaced by the new private concern, run by Messrs Gillies and Campbell. Captain Gillies brought in a steamer of his own, the older M‘Kellar steamer, Venus, and took over the Largs, Victory and Argyle to run an efficient service to Rothesay, Largs and Millport.
Glasgow Herald, June 16, 1870
Glasgow Herald, June 16, 1870
Lancelot at Rothesay with Iona (Valentine)
The popularity of the coast around Wemyss Bay as a watering place for sea-bathing dates from before the steamboat when a number of houses could be rented by wealthy Glasgow businessmen. The development around “New Glasgow” and extensive feuing in the 1840s on the Kelly Estate was encouraged by the erection of the pier at Whiting Bay, to the north of the present pier around 1845. That pier was damaged in the great hurricane of 1856 but was rebuilt only to be again damaged and permanently closed in 1865, shortly after the new pier was opened.
Whiting Bay Pier at Wemyss Bay around 1860
Wemyss Bay around 1870 (Beckett)
Wemyss Bay Hotel (Valentine)
Wemyss Bay station from the pier (Fergus, Largs)
Argyle at Wemyss Bay Pier around 1870 (Valentine)
The Wemyss Bay route provided exclusive access to the pier for Messrs Gillies & Campbell, and this was an attractive asset, allowing a year-round service that was vital to the island communities. There were some breakdowns and setbacks but schedules were sensible and connections with the trains maintained.
“Accident to a river steamer.—Yesterday, while the Rothesay and Wemyss Bay steamer Argyle was on the passage from Rothesay to Wemyss Bay, the main shaft of her engine broke, and she had to be towed to Glasgow for repairs.”—Glasgow Herald, June 1, 1870
The new company found the Victory, surplus to the requirements, the steamer with its patterned paddle boxes was offered for sale in April 1870. The sale was cancelled and she spent the season sailing from Glasgow but in the following year was sold to Mr. Duncan Dewar for the Arrochar trade and renamed Marquis of Lorne.
Marquis of Lorne at the Broomielaw (Washington Wilson)
To replace the Victory, a new steamer, Lady Gertrude, was ordered from Messrs Blackwood & Gordon of Greenock. Flush-decked, like the Marquis of Bute, she was a well-liked addition to the fleet.
Lady Gertrude at Rothesay (Valentine)
“New steamer in connection with the Wemyss Bay line.—Yesterday afternoon, Messrs Blackwood & Gordon, Port-Glasgow, launched from their building yard there a fine steamboat, intended to ply in connection with the above line. Since the owners of this vessel—Captains Gilles and Campbell—undertook the management of the steamboat traffic from Wemyss Bay to the coast they have conducted it with praiseworthy regularity, and done everything in their power to develop the passenger trade. The steamer just launched will not only enable them still further to do so, but prove a great acquisition to the coast-going community. As the vessel glided gently into the water, Mrs Campbell, wife of Captain Campbell, and daughter of Captain Gilles, the owners, gracefully performed the ceremony of naming the ship Lady Gertrude, in honour of the only child of the Earl and Countess of Glasgow. The Lady Gertrude is a fine paddle steamer, 190 feet long by 18 feet broad, and 7 feet 9 inches in depth. She will be supplied with diagonal engines of 100 horse-power, feathering floats, and posses all the modern improvements known to the builders, who also engine her, supply the boilers, and fit her out completely for sea. She is expected to be on the station early in July, and from her fine lines and substantial build, great speed may confidently be expected. After the launch, the builders entertained a number of ladies and gentlemen to cake and wine in their model room., where “Success to the Lady Gertrude, Health of the owners, builders, &c., were pledged with great enthusiasm. We may state that Messrs Blackwood & Gordon have two large screw steamers at present on the stocks, which will be launched next week.”—Glasgow Herald, June 12, 1872
Glasgow Herald July 8, 1872
Lady Gertrude, Athole, Marquis of Bute and Argyle at Rothesay (Washington Wilson)
Lady Gertrude and Athole at Rothesay (Washington Wilson)
Athole, Lady Gertrude and Argyle at Rothesay (Washington Wilson)
The Wemyss Bay Fleet at Wemyss Bay in 1875; Largs, Lancelot. Lady Gertrude and Argyle (Adamson)
Glasgow Herald, June 19, 1875
The Largs was sold in 1875 to owners in Ireland, and more modern steamers were planned.
Largs and Lancelot at Millport (Washington Wilson)
The Lady Gertrude proved comfortable and popular but less than five years later, disaster struck at Toward Pier when heading for Rothesay in January 1877.
Lady Gertrude in Rothesay Bay
“Stranding of the Wemyss Bay Co.’s steamer Lady Gertrude.—The travelling public by the Wemyss Bay route to the coast will learn with regret that a most untoward accident befell the favourite steamer Lady Gertrude off Toward while on the down run from Wemyss Bay to Rothesay at mid-day on Saturday. The steamer had been laid up for some time for an overhaul, and only resumed sailing on Tuesday last, when she took the place of the steamer Largs. Built by Messrs Blackwood & Gordon, Port-Glasgow, about four years ago, the Lady Gertrude was recognized as being one of the most efficient and completely equipped steamers on the river, and was a great favourite on her station. On Saturday she left Wemyss Bay for Innellan, Toward, and Rothesay on the arrival at Wemyss Bay of the 10:30 a.m. train from Glasgow, having on board an average complement of passengers for a Saturday. Everything proceeded well till off Toward Pier, when the engines were stopped as usual, in order to permit of the quay being taken in the ordinary way. Just before the pier was reached the customary order was given to reverse the engines, but some temporary derangement of a part of the machinery (supposed to have been the heating of a “bearing”) prevented them doing so, and the result was that the “way” which was on the steamer carried her past the pier. A strong breeze of south-west wind was blowing at the time, which caused the vessel to fall in towards the shore, and her quarter eventually resting upon the corner of the pier, her bow speedily swung upon the rocks, and she there remained fast. Being about the top of high water the ebb soon set in, leaving all hope of getting her off that tide. naturally, some excitement prevailed on board, especially among the lady passengers, but being assured there was no necessity for alarm, confidence was soon re-established, and prompt measures were taken to land all who were on board, which was eventually done from the steamer’s stern. Messrs Hutcheson & Company’s steamer Inveraray Castle, on her upward trip, observing the accident, promptly went to the assistance of the stranded steamer, and a hawser having been passed, an attempt was made to drag her off, but it was found to be impossible to mover her. A message was at once telegraphed to Greenock for assistance, when one of the Clyde Shipping Company’s tugs was promptly dispatched, and reached the scene of the accident about 3 p.m., when the passengers, with their luggage were taken on board, and they afterward reached Rothesay in safety. Another of the same company’s tugs (the Flying Arrow) was also dispatched to the stranded steamer, which had by the time filled with water, and as the vessel was resting on the rocks from her bow abaft the engine room, while the stern portion, which remained afloat, was working in the strong swell which prevailed, her position became most critical as the tide fell. Indeed, unless the weather should set in very fine there appears little prospect of saving her. The company’s steamer argyle took the stranded steamer’s station during the afternoon, when the up passengers were forwarded by the first train thereafter from Wemyss Bay. A message was also sent to Ardrossan for assistance, when a gang of carpenters were promptly forwarded, and yesterday lighters and chains were sent from Greenock, but owing to the strong wind and heavy swell from the southeast little could be done to save her. The Lady Gertrude was in charge of Capt. M‘Donald when the accident occurred. We understand the steamer is not insured.
“Telegraphing yesterday, our correspondent says—the Wemyss Bay steamer Lady Gertrude now lies in a much worse position than on Saturday. The operations on Saturday night were unsuccessful. To-day, Sunday, there was a stiff breeze from the south, and the steamer is completely under water. Pontoons have arrived here for the purpose of having them applied in any attempt to raise her.—Glasgow Herald, January 15, 1877
Despite the lack of insurance, the Lady Gertrude’s engine was salvaged and reserved for a new hull, the Adela that was to be completed later in the year. The company charted the Ayr steamer Vale of Clwyd in the interim.
Lancelot with the new Lord of the Isles at Rothesay around 1877
Fortunately a new steamer was already on the stocks for the Wemyss Bay Company. The Sheila was an important addition to the now depleted fleet.
“The Wemyss Bay Company have added a new boat to their fleet last week which is likely more and more to popularize the favourite route to the lower districts of the Coast. The new boat, which is named Sheila, has been built and engined by Messrs Caird & Company, Greenock, a firm which was long ago famous for producing fast river boats. The Sheila is handsome in model, elegantly fitted up, roomy on deck, and her cabin is finely ventilated and furnished. The speed of the new steamer on her official trial on Friday was up to expectation, a uniform rate of 20 miles an hour being obtained. Another boat, to be named Adela, for the same company, is also being built by Messrs Caird & Co., and it is expected she will be launched in a few weeks.”—Glasgow Herald, May 21, 1877
The Sheila was very fast, and during the season, Sheila, under the command of Captain Duncan Bell conducted a daily race with the Captain Williamson’s Sultana. The reverie provided by Andrew M‘Queen is worth quoting:—
“Let us fancy ourselves standing, at half-past five on a summer evening in 1877, alongside the then recently opened pier at Craigmore. Cast your eyes toward Wemyss Bay and you will see several small wreaths of smoke curling upward, marking where the steamers lie at the pier awaiting the arrival of the 4.35 express from Bridge Street. As we watch, the smoke wreaths separate, and one of them is seen to be coming in our direction, while the small white speck from which it issues resolves itself gradually into the long white funnel of a steamboat. She grows rapidly larger as we watch, for she is travelling fast, and the dense smoke now curling from the funnel, together with the mass of white water that her wheels are throwing behind her, tells us that the Sheila is being driven. As she nears Toward Point the reason of her haste becomes apparent, for another smoke-wreath has appeared over Cowal, and a small black funnel comes in sight, moving rapidly past the low-lying land to the left of the lighthouse. The lighthouse buildings obscure it for a few seconds, and as it re-emerges, we recognise the graceful profile of the little Sultana, travelling at her utmost speed, as she brings the passengers who have left St Enoch by the 4.5 express. The turn of her helm at Toward buoy brings the two boats on parallel courses, and neck and neck they strain towards Craigmore. No change can be observed in their relative positions as we watch, but Sheila has an advantage in the port-hand position, just sufficient, provided she can steam yard for yard with her opponent, to give her first turn of Craigmore pier. And so it comes about, and Sultana, accepting the inevitable, is slowed up some five hundred yards off, lest the other’s departure should find her too close to the pier, without steerage way.
“The Sheila is brought alongside, mooring ropes are made fast fore and aft, the gangway is run across, and her passengers—not many, for there is as yet no great volume of traffic to Craigmore pier—step ashore. There is no particular hurry at this point, for here, it is evident, Sultana must perforce await her rival’s convenience. At length the gangway is withdrawn, the forward mooring rope let go, and with the paddles reversing, the bow swings outward from the pier, as the strain comes on the after-hawser. As soon as the desired angle is reached, three strokes of the captain’s knocker give the signal for “Full speed ahead,” and the Sheila obeys slowly, for she is but an awkward starter, and the peculiar measure of her paddle-beats—four strokes and a pause, four strokes and a pause—proclaims that the whole staff of engine room and stokehold are tailing on to the long starting-lever—to induce the obstinate crank to pass over the dead-centre. A heavy crank that! that sets the whole fabric of the vessel vibrating with each downward stroke, and makes the passengers, seated or standing on the quarterdeek, sway back and forth in unison with its movement.
“The stem of the Sheila has barely cleared the end of the quay ere the long, sharp stem of the Sultana is at the other end; her pilot knows his business, and her paddle-box grease the piles as a backward turn of her wheels brings her up just at the right spot. A single mooring line is made fast aft, and while her few passengers are being hustled ashore, the ebb-tide is gently swinging her stem outward. The gangway is hurriedly hauled away, striking into the heels of the last passenger, and almost ere he has time to turn round and expostulate, the steamer is again under weigh, for, unlike her rival, she is sensitive to the starting-lever, and simply jumps off as the knocker goes.
“We move a little way round the front, until Rothesay quay comes in sight. Sheila has secured the coveted berth at the western end, but a precious minute has been lost in mooring her, and as the first of her passengers step down the gangway, Sultana slips nimbly into the berth directly astern. With fewer passengers to disembark, she is ready to resume the race as soon as her rival; the paddle-wheels start revolving almost simultaneously, and the Rothseay clocks, striking six, find both steamers well clear of the quay, with Sultana this time in the inshore position, which “a spoke too far to port” by the other’s pilot, cleverly turned to advantage by her own deft skipper, has enabled her to acquire. From where we stand, it is hard to tell how the race is going, but the white funnel swings round Ardbeg Point about a ship’s length ahead of the black, and so they disappear behind the houses, leaving us to conjecture whether the one-length lead or the inshore position has provided the deciding factor in the finish at Port Bannatyne pier.”—Clyde River Steamers of the Last Fifty Years.
The other addition of 1877 was the Adela and she was less well finished and much more modest in the speed department than the Sheila. Her construction and finishing was disrupted by the lock-out of journeymen in the Clyde shipyards that year and she was finished by foremen and apprentices. Adela was an attractive flush-decked craft to which short deck saloons fore and aft were added at a later date.
“Most of the journeymen employed in the four building yards in Greenock, viz., Messrs Robert Steele & Co., Scott & Co., Caird & Co., and Mr J. E. Scott, were paid their “lying time” on Friday afternoon and Saturday, and until a settlement has been arrived at work will in a great measure now be stopped. A number of men will, of course, be employed finishing their piece-work contracts, and the apprentices and foremen will continue at work as usual, but it is estimated that from the four building yards about 1800 men will be thrown idle this week. Employers in Greenock are favourably circumstanced for testing the question raised by the workmen, all the work in hand being free from penalties. Messrs Caird & Co., it is true, have a river steamer still on the stocks for the Wemyss Bay Company, but as the vessel has been constructed up till the present time without a journeyman having been engaged upon her, the firm are sanguine their apprentices will be able to finish her in good time. The steamer is now in a forward state, and may be launched in a week or two. Another steamer, named Glenrosa, launched by the same builders last week for Gourock owners, and intended for the Glasgow and Arran route, will also be finished without trouble.”—Glasgow Herald, May 21, 1877
Adela
Glasgow Herald, June 28, 1878
Adela (Adamson)
Glasgow Herald, June 1, 1879
Although Sheila’s performance had waned, she was the best steamer in the Wemyss Bay fleet and allowed the company to open connections to Arran.
Glasgow Herald, August 10, 1880
Alas the tenure of Sheila was short-lived and she was involved in a serious incident with Columba at Innellan Pier in 1881.
“Serious accident on the Clyde.—Yesterday afternoon a collision of a somewhat serious character took place at Innellan Quay between the Wemyss Bay steamer Sheila and the Columba. The two steamers approached the quay about the same time—the Sheila from Wemyss Bay with passengers in connection with the 2:15 train from Glasgow, and the Columba on her usual up run from Ardrishaig. The Sheila, it is alleged, got alongside the quay, and the heaving lines were ashore when the Columba, which was also running for the quay, failed to stop and back in time, when she went crash into the Sheila’s port side, about 40 feet from the bow, cutting her down to the keel. The fore bulkhead of the Sheila being wood, the water rushed into the fore part, filling the fore cabin. Captain Bell, of the Sheila, had the passengers promptly landed, and eventually succeeded in getting the steamer beached to the east of the pier. Captain M‘Gaw backed the Columba on ascertaining that his steamer had received no material damage. Considerable alarm naturally prevailed among the passengers on board both the steamers, but fortunately no one was injured. The steamer Marquis of Bute forwarded the Sheila’s passengers to Rothesay. A gang of carpenters, promptly brought from Rothesay by Captain M‘Lean, on the Marquis of Bute, set to work, and successfully patched the damage in the Sheila with boards, sheepskins, &c., and shortly after nine o’clock the Sheila floated, and with the aid of pumps forwarded from Rothesay, the water in the hold was kept under, and with the assistance of the Clyde Shipping Company’s tug Flying Arrow the Sheila proceeded to Greenock, where she will be repaired. The weather proved fine, and the prompt manner in which the hole was patched was creditable to all concerned.”—Glasgow Herald, September 10, 1881
An action was raised by Captain Alex. Campbell against David Macbrayne in May of 1882 for £581 13s. 7d., damages arising from the collision. Captain Campbell alleged that Sheila reached the pier and was moored when the Columba ran into her, doing considerable damage; and he further alleged that Sheila, from her position nearer Innellan was entitled to the pier before Columba. In the defense, It was claimed that Sheila was not nearer Innellan Pier than Columba, and that she was not moored at the time of the collision and that those on board Sheila were to blame for the accident as they disregarded the rules observed at piers on the Firth of Clyde. The case was heard in June when Captain Bell indicated that he had sighted the Columba and heard the Columa whistling four or five minutes later but could not determine what she was whistling at. He had maneuvered to berth at the pier and that when struck, the gangway that had been placed fell into the water. He indicated that “the Captain of the Columba had a fashion of threatening everybody by whistling at them to keep out of his way.” It was established that the Sheila had been moored to the pier and that, indeed some passengers had come ashore when the Columba crashed into her. One witness suggested that as many as a hundred passengers had come ashore and damaged the credibility of the argument. For the defense, a convincing argument was presented that the Sheila had cut corners to reach the pier first and had not taken a normal course. Lord M‘Laren, on the bench decided that Sheila had cut across the bows of the Columba and was to blame for the collision as, although closer to the pier, she had not taken her normal course. Captain M‘Gaw of the Columba had been correct in whistling to keep his course but that he was to blame for maintaining his course and not taking action to avoid collision when it was obvious that Sheila had reached the pier. Even if Sheila had taken the wrong course she was not entitled to be sunk. He held both parties equally to blame and awarded £265 16s. 9d. to the plaintiffs with no costs. The problem pointed out was the lack of a proper signaling mechanism for steamers at the piers.
The Sheila did not reappear for the Wemyss Bay Company. She was purchased by the North British Railway for their service from Helensburgh and after overhaul, proved to be as fast as she had been when new. After sailing for the company for some time, she was renamed Guy Mannering and had a long and successful career on the Clyde.
Guy Mannering (Adamson)
As a replacement for the Sheila, the Wemyss Bay Company purchased the Bonnie Doon. Built by T. B. Seath in 1876 for the Ayr service from the Broomielaw of Messrs Seath & Steele, she was a useful vessel with a narrow saloon aft. The Ayr service had closed in 1880 and the Bonnie Doon had been employed sporadically in the interim.
Bonnie Doon after she had left the Clyde
At the end of 1881, a lingering problem with the distribution of through-fare costs came to a head. The Greenock and Wemyss Bay Railway was operated by the Caledonian Railway and both these companies subsidized the Wemyss Bay Steamboat Company with a portion of the through fares. Indeed a passenger for Rothesay or Millport was carried by the railway for less money than a passenger for Wemyss Bay. Traffic had grown on the route to such an extent that the railway companies felt that this subsidy should be removed. The Wemyss Bay Steamboat Company was making sufficient profit to run a year-round service without the subsidy. The Steamboat Company objected and negotiations reached an impasse.
“The Wemyss Bay steamboat service.—It will be remembered that at this time last year a hitch occurred in connection with the negotiations for a continuance of the ordinary service of steamers from Wemyss Bay to the Coast. The differences of opinion which then existed between the contracting parties—viz., the Wemyss Bay and Caledonian Railway Companies and the Steamboat Company—were ultimately removed, and the sailings were continued under annual arrangement as before. As the close of the present year drew near it became necessary to provide for a new agreement, and for some time negotiations have been conducted with this object in view. As the result of these negotiations, it would seem that no agreement can be come to. This, at all events, appears to have been the practical outcome of a meeting held yesterday on the subject, at the close of which it was understood that the Wemyss Bay Railway Company propose in future to undertake only limited obligation of carrying passengers to Wemyss Bay, leaving steamboat owners to make what arrangements they please for the further conveyance of the public by water. The railway company, we are also given to understand, will charge a pier passenger rate as well as a rate for steamers using the pier.
“So far, therefore, as can be seen at present the ordinary steamboat communication between Wemyss Bay and the coast will be suspended on and after 1st January. This is a very serious matter for the travelling public, and will become increasingly so as the year grows older. It is quite clear that the cost of travelling to the cost will be considerably increased under such new lines as we have indicated, and it is doubtful whether the service will be as satisfactory in the future as it has been in the past. In summer steamboat owners may compete with each other for the Wemyss Bay traffic, or they may put their heads together and agree to charge rates which will be to their own advantage. If it is necessary to increase the fares in summer, it may be still more necessary to do so in winter, if the traffic is to be maintained at all. In the case of a steamboat company having a monopoly of the summer traffic, we can understand their continuing an unremunerative service of boats for the purpose of keeping the road open through the year; but is no one has this exclusive interest in the summer trade the winter trade may be left out in the cold. In the meantime we believe the Glasgow and South-Western Railway Company intend to run a morning steamer from Millport to Ardrossan, the first sailing taking place on Tuesday next, and that this route will be continued until the company’s line of railway has been carried down to Fairlie. The return journey from Ardrossan to Millport will be made in the afternoon. Passengers for Largs must, on and after Monday next, find their way from Wemyss Bay as best they can by road, while those going to Rothesay have the old connection via Greenock.”—Glasgow Herald, December 30, 1881
There were alternative means to reach Largs and Rothesay but the real difficulties arose in serving Millport. When the promised service to Millport by Captain Buchanan made its appearance the timing of the sailings caused some consternation. However, the Glasgow and South-Western Railway Co. had pushed their line to Largs as far as Fairlie and the construction of a pier there to serve Millport was slowly taking place but there were problems with the contractor and the pier would not be ready until July.
“Communication with Millport.—Our Millport correspondent sends us the following regarding the means of communication with Millport, the arrangements for which, made by the Glasgow and South-Western Railway, come into operation this morning:—It is proposed, in the meantime, to start from Millport by the steamer Brodick Castle at 7.50 a.m., so as to catch the express from Ardrossan at 8.50, arriving at Glasgow an hour thereafter. The return train leaves St Enoch’s station at 2.15, passengers arriving in Millport in about two hours. Through tickets will be issued. It will be two or three months before the booking-offices and other appointments are completed at Fairlie, but by the first of next month the pier will be completed, and Millport traffic will be immediately transferred there. This will involve a short walk or omnibus drive (if the latter, we understand it will be provided by the company) to the present temporary station, where the connections from Millport will be sufficiently numerous to meet all requirements. When the arrangements are in full working order, which will be very shortly, the time taken from St Enoch’s to Fairlie will be about one hour and five minutes. It remains for the Millport people then to press on and get the pier, so long talked of, constructed to the east of Farlan Point, when the sea passage will be converted into one of seven minutes, or to the old pier in about five minutes more.”—Glasgow Herald, January 3, 1882
Glasgow Herald, January 6, 1882
A good summary of the alternative routes to Rothesay was provided in the Glasgow Herald. There is little doubt that there was significant inconvenience and reaching the islands of Bute and Cumbrae in the late afternoon was a problem.
“The Glasgow, Rothesay, Largs, and Millport passenger traffic.—The inconvenience arising from the the withdrawal of the steamers connecting with Wemyss Bay is being severely felt by the public at this season. During the past twenty years no similar lack of communication to and from the cost towns below Dunoon has been experienced, and after the cheap and well-appointed service enjoyed throughout the whole year by Captain Campbell’s steamers via Wemyss Bay, the change is very much felt. This week there have been three daily sailings from Rothesay—viz., the Athole at 7.20 a.m., the Sultan at 8.20 a.m., and the Chevalier about 4 p.m. The Athole proceeds to Glasgow, but the Sultan and Chevalier do not pass Greenock. The Sultan returns from the latter port at noon, train connections being established with the Caledonian at 11 and the Glasgow and South-Western (St Enoch) at 11.5 On two days a-week the Athole will make an extra run from Greenock to Kirn and Dunoon. Of course there is still the North British connection via Helensburgh to Kirn and Dunoon twice daily. There is now no boat on the Largs, Fairlie, and Millport side connecting with Greenock and Glasgow, but the Glasgow and South-Western has made special arrangements for connecting the “adjacent island” with the city via Ardrossan, as has been already announced. The present arrangements are not likely long to exist, as the public will insist on more rapid communication if the business of the coast is in future to be satisfactorily overtaken. It is whispered that one or two swift steamers sailing direct from Rothesay and Innellan may be put on, connecting at Greenock with the Glasgow and South-Western, and as every summer the Sultana has been able to hold her own on the route against the Wemyss Bay Railway, the proposed extension would at once overcome the present unsatisfactory condition of things. The extension of the luggage-boat system from Glasgow to the coast towns has established a convenient and cheap mode of having goods conveyed without trouble.”—Glasgow Herald, January 4, 1882
As the disruption dragged on, some of the scheduling issues were addressed by the Glasgow and South-Western Co. and the afternoon sailing to Millport by the Brodick Castle was pushed back to connect with the express leaving Glasgow at 4:00 p.m.
“The Millport and Largs traffic.—As an outcome of the public meeting held at Millport on the 9th inst., a deputation waited according to appointment on the directors of the the Glasgow and South-Western Railway Company. In reply to the deputation the directors were understood to say that there would not be much difficulty in shortly having the Brodick Castle making two runs to and from Ardrossan on the two days in the week on which the steamer is not required for Arran traffic—Tuesday and Friday. As regards the connection with Fairlie the directors were not in a position to make any definite statement, owing to the difference at preset existing between them and the contractor. They could only say that the matter would have their best attention. The grievance which has been much felt since the present connection was opened of refusing to issue single tickets to or from Millport and Glasgow was introduced. The directors did not seem to be aware that single tickets were not issued, and on finding it to be the case expressed themselves to the effect that there would be no difficulty in removing that grievance. We understand that it was also stated at the interview that in a short time there would be no difficulty in making the connection with the 4 instead of at present, the 2:25 p.m. train from Glasgow.
“The Largs deputation, consisting of Provost Morris and Bailie Watson, waited on the directors of the Glasgow and South-Western Railway Company on Tuesday. Mr A. H. M‘Lean accompanied and introduced the deputation. The following are the points to which attention was called:—Increased ’bus accommodation, under the control of the Railway Company; accommodation for the transit of luggage; through tickets to Largs, with a reduction of fares. After inquiries on several points of minor importance, the directors promised to take the various suggestions into consideration without loss of time, and to do what lay in their power for the accommodation of the community.”— Glasgow Herald, January 20, 1882
Glasgow Herald, January 25, 1882
Some fairly drastic solutions were dreamt up, including the formation of a Millport Steamship Company. It appeared that nothing much was happening any of the fronts and the tantalizing prospect of the new Fairlie route added to the frustrations.
“The communication between Millport and the Mainland.—A correspondent, writing from Millport yesterday, says:—We are passing through a somewhat severe ordeal here at present. On Saturday last we saw our mails sent off, but owing to their being conveyed to the mainland by small boat we had no return till the Tuesday following. On Monday not a newspaper or a letter. The Brodick Castle now connects with the 4.15 p.m. down train, which will in many respects be an improvement and a saving of delay—a greater comfort to travelers. There is as yet no definite intimation as to the Fairlie connection. The committee recently appointed by the ratepayers to look after steamboat conveyance and the mails, made an effort last week to secure the mails being forwarded direct, without the delay at Greenock, as at present; but nothing is yet known as to the success of their efforts. Could this committee not take the initiative in the formation of a limited company, and purchase a steamer which might take up the South-Western at Fairlie and the Wemyss Bay, and serve Largs as well as Millport. Princes Pier might also be wisely taken into consideration. There is no doubt that money enough could be found, and of energy and experience to work out the project successfully there is abundance. £4000 would be sufficient capital—say in shares of £1 each, and the half of the capital sum could be on mortgage. The public really expect some tangible results from the action of the committee. Let them call a public meeting and report what they have done up until now, and allow as discussion as to the forming of a steamboat company. Unless something of this kind be done, and that speedily, £2000 or £3000 will not cover the loss this town will sustain during the coming season.”—Glasgow Herald, February 18, 1882
Enough was enough. The prospect of loosing trade to the competing Glasgow and South-Western route prompted the Caledonian Railway to step into the dispute and provide a solution to the satisfaction of Messrs Gillies and Campbell. However, there was one last act. Captain Buchanan’s new steamer, Scotia, was substituting for the Brodick Castle while that steamer was undergoing her annual overhaul. While heading for a sheltered anchorage after her run to Millport, she struck the rocks of Fairly Patch and sank in Balloch Bay. Fortunately she was able to be raised and repaired.
“Sinking of a river steamer.—The fine saloon steamer Scotia, owned by Capt. Buchanan, Glasgow, sank in Balloch Bay on Tuesday night, and as a consequence there was no communication yesterday between Ardrossan and Arran, whereby several passengers were much disappointed. The steamer left Ardrossan on Tuesday night about six o’clock for Millport, and after landing passengers there she backed out towards her mooring ground, the weather being too stormy to risk the harbour. Unfortunately, while going at something like full speed, the Scotia took the wrong side of a buoy, and violently struck a submerged rock known as Fairlie Patch, tearing up a large portion of her hull, her forepart filling within two minutes, and she subsequently sank. The crew got on board one of the steamer’s boats and landed safely at Fairlie. The Scotia had only taken the place of the Brodick Castle for a week or two while the steamer was being overhauled for the summer trade. We regret to learn that she is not insured. Some of the heads of Messrs Barr & Shearer’s shipyard proceeded to Fairlie yesterday afternoon to arrange preliminaries for raising the steamer, and it is thought there will be no difficulty in accomplishing this. The Brodick Castle reached Ardrossan last night, and will sail for Arran this morning.”—Glasgow Herald, March 23, 1882
Glasgow Herald, March 22, 1882
After the Scotia was sunk, Captain Buchanan withdrew his service and Millport had again to rely on the service from Wemyss Bay that was now reinstated. On the 1st of July, Fairlie Pier was opened and the Glasgow and South-Western Railway, with no operating powers for steamers, contracted with Messrs Hill & Co. to provide a service from Fairlie to Millport. The Messrs Hill & Co. were well known on the river with their steamer Bute of 1879, specializing in the carriage of goods to Rothesay, Largs, Millport and Arran.
Glasgow Herald, July 14 1882
For the Millport service, Messrs Hill & Co. purchased from Duncan Dewar the Sunday breaker, Marquis of Lorne, the one time Wemyss Bay steamer Victory. Rehabilitated from the Sunday trade, she was renamed Cumbrae. At best, she was adequate for the trade and sailed to Largs, Millport and Kilchattan Bay in Bute.
Cumbrae
Cumbrae at Princes Pier with Edinburgh Castle
Cumbrae in Largs Bay
The following year the Messrs Hill & Co. purchased another steamer that had been involved in the Sunday trade. This was the Dunoon Castle, built in 1867 for Dunoon and Rothesay Carriers and employed for a time on railway connections at Greenock before entering the Sunday trade for Henry Sharp in 1874.
Dunoon Castle (as built) at the Broomielaw with Lancelot and the two funneled Eagle (Washington Wilson)
While employed in the Sunday trade, Dunoon Castle was re-boilered and appeared in a strange guise with two funnels aft of the paddle boxes. She was perhaps the ugliest steamer on the river.
Dunoon Castle as modified by Henry Sharp off Gourock (Robertson)
Taken over by Messrs Hill & Co. she was again re-boilered and one of the funnels was removed. Like Cumbrae, she was renamed, this time, Arran, as part of the redemption process. She lasted just one season sailing from Fairlie and was sold to Captain Campbell at the beginning of July, 1884, to sail out of Wemyss Bay when Bonnie Doon was sold.
Messrs Hill & Co.’s Arran at Arrochar (Adamson)
Arran, when a member of the Wemyss Bay Fleet (Washington Wilson)
Glasgow Herald, June 2, 1883
“Steamer ashore.—The steamer Argyle, while making Largs Quay bow on to the shore yesterday morning at eight o’clock grounded. The tide was still ebbing, and she remained fast for about an hour. She latterly got off without damage, and landed her passengers at Wemyss Bay in time for the 9.40 a.m. train for Glasgow. It is supposed that one of the logs from the wrecked end of the pier had been lying in her way.”—Greenock Advertiser, February 16, 1884
The final addition to the Wemyss Bay fleet was the Victoria, a modern steamer with full width saloons, and a distinct improvement on the other steamers in the fleet. The railway companies had the expectation that the Victoria would be placed on the Rothesay station but Messrs Gillies and Campbell had other ideas, using the new steamer on more lucrative excursions and charters. The resulting tension further soured the relationship between the Wemyss Bay steamers and the Caledonian Railway in particular.
“A number of launches took place on the Clyde at high-water yesterday. Messrs Blackwood & Gordon, Port-Glasgow, launched a handsome steel paddle passenger steamer for Captain Campbell, for the Wemyss Bay route. The vessel, which is fitted up with the latest improvements, was named the Victoria.”—Glasgow Herald, May 21 1886
Victoria (Adamson)
Victoria
“New river steamer Victoria.—This very fine saloon passenger steamer, built and engined by Messrs Blackwood & Gordon, Port-Glasgow, for the Wemyss Bay Steamboat Company, proceeded yesterday on a preliminary trial previous to taking her station towards the end of the present week. A numerous company of ladies and gentlemen was invited to be present, and the weather being very fine a delightful sail was enjoyed through the Kyles of Bute to Brodick and back to Wemyss Bay. The dimensions of the new steamer are as follows:—length 222 ft.; breadth of beam, 23 ft.; and depth of hold, 8 ft. Her engines are diagonal surface-condensing of 160 h.p., the diameter of the two cylinders being 40 in. each, length of stroke 66 in., steam being supplied from two vertical tubular boilers carrying a working pressure of 50 lb. per square inch. The contract for the steamer was signed on 17th February last, and the builders guarateed to give delivery by 29th June, which has been fully accomplished. In style and appearance, although smaller, the Victoria more closely resembles the Columba than any other river steamer. Brown’s patent steam starting gear, Drysdale’s bon-accord centrifugal pumps and separate engine for surface condensers, patent steam windlass and capstan, by Thomas Reid & Sons, Paisley; steam steering gear, by Bow & M‘Lachlan, Paisley (of the patent noiseless kind), have all been supplied. The steamer is fitted throughout with electric light by Messrs Bennet & Co., Glasgow, and as this is the first of the river steamer fitted with this luxury, it is sure to be a great attraction for evening trips. The upholstery work is by Messrs A. Stewart & Co., Union Street, and is of the most pleasing and complete description. The principal saloon is all finished in solid hardwood, polished walnut, and plane tree, richly done with blue velvet. The fore saloon, while affording ample shelter in wet or stormy weather, can be used as a smoking-room for first and second class passengers. The internal arrangements of the vessel are of the most complete description, and in every respect the Victoria will fully maintain the high standard of beauty and comfort of a Clyde passenger steamer. During the trip luncheon was served, purveyed by Mr Paterson, Port-Glasgow—Mr Blackwood presiding, while Capt. Alex. Campbell discharged the duties of croupier. The usual complimentary toasts were subsequently proposed, Capt. Campbell expressing his entire satisfaction with the steamer and the manner in which she had been fitted up. On a series of speed trials the Victoria gave a mean of about 21 miles an hour, which was regarded by builders and owners as being most gratifying. The Victoria will prove a valuable addition to the fine fleet owned by Capt. Campbell, and her presence on the station augurs well for the continuance of the past admirable service maintained by Capt. Campbell on the Wemyss Bay route to the coast. Capt. Bell will command the steamer. The vessel was built under the superintendence of Mr Andrew M‘Gechan, marine surveyor, Glasgow.”—Glasgow Herald, June 30, 1886
Iona with Victoria at Rothesay (Valentine)
Glasgow Herald, June 2, 1886
The Greenock and Wemyss Bay Railway Co. requested that the contract with Messrs Gillies and Campbell be cancelled at the end of 1886, but the arrangement continued until the Caledonian Railway acquired the railway company at the end of the 1888 season.
Glasgow Herald July 24, 1888
The following year, Messrs Gillies and Campbell offered their steamers to the newly formed Caledonian Steam Packet Company but the offer was not accepted and the remaining steamers were withdrawn and sold off. The Victoria and Arran went to the Thames, Argyle to the Tay, and Lancelot to Turkish owners.
Argyle on the Tay
The older and outdated vessels of the Wemyss Bay Company with their limited accommodation were soon to be greatly surpassed by the new saloon steamers of the Caledonian Steam Packet Co. on the Wemyss Bay station.
The new generation: the Caledonian Steamer Marchioness of Lorne at Wemyss Bay