Turbine Steamers Ltd. 1919-1935

By on Apr 4, 2017 in Campbeltown, Clyde River and Firth, Dunoon, Inveraray, King Edward, King George V, Queen Alexandra, Queen Empress, Strachur | 6 comments

In World War I, many of the Clyde steamers were called up for Admiralty service, and after the Armistice, it took the fleet many months to return to some semblance of normal peacetime duties. Mr John Williamson was manager of the Turbine fleet that sailed to Campbeltown and Inveraray with the pioneer turbine of 1901, King Edward, and Queen Alexandra, built in 1912 to replace the steamers of the same name. Both steamers had been requisitioned to carry troops across the English Channel and their return was anticipated in 1919. Queen Alexandra required little renovation after the war and she resumed service to Campbeltown at the end of June 1919.

Queen Alexandra (Robertson)

King Edward (Robertson)

However, King Edward was not released until the end of 1919. Both were available in 1920 when Queen Alexandra was placed on the Inveraray route and King Edward sailed to Campbeltown, switching their pre-war destinations. The Turbine fleet had also acquired the paddle steamers Lord of the Isles and Ivanhoe that stayed on the Clyde during the war, chartered for railway connections but also providing some excursions. Ivanhoe was laid up in October 1919 and did not re-enter service but Lord of the Isles continued to sail for John Williamson on the Round Bute cruise until the end of the 1928 season.

In the first issue of “The Rock” magazine produced in September 1919, Captain John Williamson provided an account of the war record of King Edward, although at that point, the vessel was still engaged as a hospital ship on the White Sea in an action against the Bosheviks.

“Troop-Transport King Edward.—By Captain John Williamson.

“Of the many Dumbarton-built vessels engaged in various forms of war service, surely the King Edward is entitled to honourable mention.

“Built in 1901, the first turbine propelled steamer, she can claim to be the progenitor of a large and distinguished family. Chosen especially, among others, on account of her light draft and speed, this vessel was requisitioned by the Government on 2nd February, 1915, for the safe and speedy transport of our troops to France, and after a brief fitting out period she left Greenock on the morning of 10th February, with orders to proceed to Southampton. After an uneventful run round, the steamer arrived at Southampton on the morning of 12th February, and the same evening sailed with a complement of 19 officers and 700 men aboard for Havre. ’Twas a new experience for the King Edward and her crew from the peaceful pursuits of former sunny days sailing through Kilbrannan Sound to Campbeltown or up Loch Fyne to Inveraray. The King Edward was now called upon to make her contribution to the saving of our Empire, and by her regular and frequent journeys to and fro across the Channel in the darkness of these winter nights right royally the King Edward “stuck it,” and it was just when the weather was most stormy that the officers and crew most fervently blessed the reliable workmanship of the town of the rock. Returning from Havre, the next voyage was up the Seine to Rouen.

“It is a delightful sail up this tortuous river, and, especially in the early days of our transport service, our French Allies were accustomed to assemble on the banks of the river and enthusiastically cheer our men, and the boys and girls cheered, waved their flags, and shouted “Are we downhearted?” and to their great delight the Tommies lustily chorused “No!” They would then sing “It’s a long way to Tipperary,” in good English too.

“The advent of the King Edward class of light transport was something that the R.N. Transport staff didn’t quite understand, and they were sobriquetted “Butterflies,” and while the name stuck throughout the war, it was used later in complimentary fashion. It should be recorded to the credit of the King Edward that she was the smallest of any of her class retained for any length of time on cross-Channel troop transport work. It may be of interest to relate that all the trooping during the war between Southampton and France was done—except on rare occasions—by night. The troops were kept under decks, no noise, and no lights showing, not even navigation lights. It was weird to the imaginative mind the shadowy forms of the escorting destroyers racing alongside and darting hither and thither, but there they were keeping vigil for the safety of the transports.

During these four years the King Edward has trooped to Aldernay (Channel Islands), Havre and Rouen, also Cherbourg from Southampton and Dieppe, and between Dover and Folkestone to Calais and Boulogne, and, after the armistice, to Weymouth for demobilising.

“Looking over a scrap diary the following entry catches the eye:—“On Saturday, 6th April, 1918, embarked 20 officers and 700 men, and left Dover at 10.10. Admiral Sir Roger Keyes was down (this was a very special secret trip) to see the King Edward off to the Mouse Lightship with volunteer men, their gear and equipment, who were to make history by the very audacity of their attack on Zeebrugge. Steamer was brought to anchor, and the Mersey ferry Daffodill, now the Royal Daffodill, came alongside, and in a drizzle of rain with an uncomfortably choppy sea, the men for this special service were transferred. About a fortnight elapsed before the conditions favoured the enterprise.” It was also the King Edward’s fortune to be lying at Dover when the Vindictive, Daffodill, and Iris returned, bringing the wounded and dead. The vessels presented so realistic a picture of their awful experience of a few hours before that never will it be effaced from the memory of those who witnessed. Even the men who had escaped wounds and death spoke in awe of the episode so heroically and successfully performed at Zeebrugge. The officers of the King Edward remember Commander Carpenter going about his duties on the Vindictive that morning as if nothing had happened, and the men of his crew were loud in praise of his nerve and skill, and we are proud to think that the King Edward was chosen to convey those heroes part of the way to their glorious work at Zeebrugge.

“In April, after the rush of the demobilization was over, high hopes were entertained for a day or two of the King Edward’s return to resume her pre-war sailings to Loch Fyne, but the vessel had been so satisfactory and reliable that she was again taken for further service, and it is interesting to note that she is now doing service an Ambulance Transport far off in the White Sea. It is expected that the King Edward will return in “November of this year, and be ready to resume her sailings on the Clyde in May next.

During her period of war service Captain Alexander M‘Kellar, who had been master of the vessel since 1908, and throughout that time handled his vessel with consummate skill, was fatally injured by a motor car in Havre, on 8th September, 1917. Mr Turner M‘Alister, chief officer, was appointed to the command, and thoroughly maintained the reputation of the King Edward on her special war service.

“Record of War Service.

“Requisitioned 2nd February, 1915.

“Left Greenock 10th February.

“Arrived Southampton 12th February.

“First trip from Southampton, 12th February, to Havre.

“From 12th February to 17th December, 1915, trooping between Southampton, Havre, and Rouen.

“June 19th, 1915. from Southampton to Aldernay.

“From 17th December, 1915 to 8th January, 1916, between Dover, Folkestone, and Boulogne.

“From 9th January, 1916 to 16th June, 1917, between Southampton, Havre, and Rouen.

“From 16th June to 30th June, 1917, between Havre and Rouen.

“From 1st July, 1917 to 28th March, 1918, between Southampton, Rouen, Havre, and Cherbourg.

“From 28th March, 1918 to 25th April, 1918, between Dover and Calais.

“From 29th April, 1918 to 1st November, 1918, between Southampton, Havre, and Cherbourg.

“From 1st November, 1918 to 11th December, 1918, between Dover, Folkestone, Calais, and Boulogne.

“From 12th December, 1918 to1st April, 1919, between Southampton, Weymouth, Havre, and Dieppe.

“Total trips—600. Officers carried, 12,300 Men, 304,500 Total, 316,800

“6th April, 1918, embarked 20 officers and 700 men. Left Dover at 10.10 a.m. for Mouse Lightship, where we transferred the men, their gear and equipment, to the Mersey Ferry Daffodill, now the Royal Daffodill, for the enterprise of sealing up Zeebrugge, which was successfully accomplished about a fortnight later.”

The War record of Queen Alexandra, also recounted by Captain Williamson, appeared in the Rock a few issues later in February 1920.

Queen Alexandra at La Bouille on the Seine in 1915

“The Queen Alexandra was requisitioned by the Government as a troop transport on 2nd February, 1915. After some hasty preparations at Greenock, she sailed from that port on 8th February at 6 p.m. for Southampton. The weather was moderately good at the time of departure, but towards midnight it became evident to those in charge that the ship was soon to have a severe test from the elements. On the early morning of the 9th there was blowing a perfect gale from the S.S.E., with a heavy sea running, and after battling with the elements till 10 a.m., in which time this little ship gave a splendid account of herself, as on many occasions during the 4½ years’ Channel experience, proved herself a thoroughly seaworthy craft. Being off Dublin Bay, and no sign of the weather moderating, it was decided to put into Kingston and wait a change in conditions. On the morning of the 10th, the Weather being much improved, she left Kingston to complete the journey, arriving at Southampton at 10.45 a.m. on the 11th. She left Southampton on 12th with about 1000 troops for Havre, her first contingent of almost half a million officers and men, which she was destined to carry to and from the various battlefields of France, Flanders, and the Eastern front.

“The Queen Alexandra in many ways proved a most useful transport to the Admiralty. Her complement of troops was 1246, and on several occasions she carried as many as 1300 across Channel—this being a much greater number than most of the cross-Channel steamers. A great testimony to the ship is that during the 4½ years’ service her speed, with the engine-room telegraph standing at full, did not come below 17 knots, and the average for the whole period was 18½ knots, which reflects great credit on those in charge of the engine-room, and especially the firemen, who were closed in the bowels of the ship, with only one thought—namely, to get the ship across the Channel as quickly as possible, and at the same time knowing, should she strike a mine or be torpedoed, there was no chance of escape. The experiences encountered were both varied and exciting, when it is remembered that all these sailings were done during the hours of darkness, at the highest possible speed, and without a single light to be seen about the ship, it being a grave offence to light a match on the passage.

“The mine and submarine menace was a great source of danger and anxiety, and it was the experience of the Queen Alexandra to have on several occasions close encounters with the Hun submarine. The first of these was on 10th August, 1916. When on a voyage from Havre to Southampton, about 20 miles N.W. of Cape Le Hive, a steamer loomed out of a thick haze, apparently in a sinking condition. The Queen Alexandra made for the distressed vessel in order to rescue the lives on board, but within a few hundred yards of the sinking ship a torpedo was seen striking her. Then followed a loud report, a column of water and smoke, and in a few seconds the ship completely disappeared. The wake of a submarine was distinctly seen about 200 yards away. Observing that there was nothing remaining of the ship nor her crew, the Queen Alexandra put on top-speed, and steering a zig-zag course to avoid a torpedo which might have been fired, got quickly out of the way. At that time there was no other means of defence except her speed, there being no gun mounted on board. On reporting the occurrence at Southampton on arrival, it was learned that the crew were ordered out of this ship the day previous, off Cape Barfleur, the ship left drifting up Channel before a westerly wind, and used as a decoy by the German submarine for 24 hours.

“The next encounter with a submarine was on the night of the 15th June, 1917. When off Dunose Head, I.O.W, the escorting destroyer signalled on his steam whistle, “Submarines in thevicinity.” Immediately afterwards 10 ft. of the conning tower was above water about 60 ft. from the stern. The gun was fired point blank into it, and, without doubt, the submarine was destroyed.

“The final encounter was in the early morning of 9th May, 1918. When about 9 miles off Cherbourg Breakwater, after some exciting manoeuvres between the Queen Alexandra and the submarine, she was fortunate in being able to ram her while travelling at a speed of 20 miles an hour, thus sending the submarine to the bottom of the sea. In the encounter the Queen Alexandra was considerably damaged, but after landing her complement of 900 troops, was able to make the return journey to Southampton at a speed of 17 knots. The ship had another rather unique ex- perience—namely, covering a distance of 80 miles across Channel stern first, at an average speed of 9½ knots. The cause of this was some disarrangement of the main steering gear. There was a full complement of troops on board at the time.

“For three years and nine months the Queen Alexandra was employed between Southampton Havre, Rouen, and Cherbourg. Early in Nov., 1918, she was transferred to the Folkestone, Boulogne, and Calais route. After running there for several months, she was transferred to the Weymouth-Havre route, carrying demobilized Colonial troops. On Weymouth being closed as a military port, the Queen Alexandra was again transferred to the Straits of Dover, running between Dover and Dunkirk, carrying the army of occupation out and demobilised troops back, and, later on, the Dover-Boulogne run with demobilized men, up till 12th April, 1919, when she returned to Southampton for some repairs. Before the work was completed, it was decided by the Admiralty to demobilise the ship, and send her back to the Clyde.

“She left Southampton on 28th April, 1919, arriving at Greenock, 1st May, 1919, thus concluding nearly 4½ years as a troop transport.

“Record of War Service.

“Requisitioned 2nd February, 1915.

“Left Greenock 8th February, 1915.

“Arrived Southampton 11th February, 1915.

“First trip from Southampton to Havre, 12th February, 1915.

“From 12th February, 1915, to 8th November, 1918, between Southampton, Havre, Rouen, and Cherbourg.

“From 9th November, 1918, to 28th February, 1919, between Folkestone, Boulogne, and Calais.

“From 29th February, 1919, to 28th March, 1919, between Weymouth and Havre.

“From 29th March, 1919, to 12th April, 1919, between Dover, Dunkirk, and Boulogne.

“Mileage,   75,533 miles. Total trips, 668

“Number of troops carried—Officers, 13,478 Men, 339,560 Total, 353,038

“On May 9th, 1918, at 12.48 a.m., about 9 miles off Cherbourg, sunk German submarine by ramming.”

Glasgow Herald July 15 1921

Queen Alexandra, King Edward and Queen Empress at Princes Pier

Queen Alexandra, King Edward and Queen Empress at Princes Pier

Glasgow Herald May 22 1922

Glasgow Herald July 7 1922

King Edward at Lochranza

 King Edward at Campbeltown

Resumption of duties in 1920 saw King Edward mainly on the Campbeltown service and Queen Alexandra sailing to Inveraray. Both steamers also offered evening cruise excursions. The popular “Round Bute” cruise was handled by Lord of the Isles owned by Turbine Steamers but under the management of John Williamson. The record of Lord of the Isles is recorded in an article in December 2016.

Queen Alexandra at Rothesay in 1923

Queen Alexandra at Tighnabruaich

Queen Alexandra in Loch Fyne (Spencer)

Approaching Inveraray

At Inveraray on a rainy day (Spencer)

Glasgow Herald August 28 1925

Queen Alexandra ran in connection with the popular Loch Eck Tour with charabancs from Dunoon to both Inveraray and Strachur.

Queen Alexandra at Inveraray (Spencer)

Cars in connection with the Loch Eck Tour at Inveraray (Spencer)

Queen Alexandra at Inveraray (Spencer)

Queen Alexandra at Strachur (Spencer)

At Tighnabruaich (Spencer)

Queen Alexandra at Tighnabruaich (Spencer)

Queen Alexandra (Adamson)

Captain John Williamson died early in 1923. He had fallen ill the previous winter and travelled to Egypt to try to restore his health.

“Intimation has been received in Glasgow of the death at Nice yesterday morning of Captain John Williamson, a prominent figure in Clyde shipping circles. Deceased who was over 60 years of age was managing director of the Williamson & Buchanan Steamers and the Turbine Steamers (Ltd.), and he will be long remembered as the owner of the first commercial turbine steamer, the King Edward. Leaving Glasgow about the end of November for a winter trip in Egypt, he crossed the Mediterranean in January, going to Marseilles. Later he proceeded to Nice, where he caught a chill, which developed into pneumonia. Captain Williamson, who was unmarried, resided at Rothesay, and arrangements are being made to have the remains brought home for burial.”—Scotsman, April 28, 1923.

Queen Alexandra at Inveraray with the puffer Glen Finart (Spencer)

Touching up the funnels at Inveraray (Spencer)

Glasgow Herald August 20 1926

On April 29, 1926, the Dumbarton firm of William Denny & Bros. launched the turbine steamer King George V for Turbine Steamers Ltd. The new vessel was a significant improvement on the earlier turbine vessels on the Clyde and at 260 ft in length and 32 ft in breadth, she could boast an enclosed promenade deck, part of which was an observation saloon. Her propulsion involved higher pressures than had been used in the previous Clyde turbines; working at 550 psi and a higher temperature 750 °F. Although there were delays caused by the General Strike and some teething troubles, she was ready for service by the end of August and ran a number of cruises.

King George V in Denny’s fitting out basin (Fortune)

King George V on trials (Fortune)

The new steamer at Lochranza

In Rothesay Bay

Off Gourock (Robertson)

Glasgow Herald July 12 1928

Glasgow Herald July 11 1930

In the following season, the new King George V replaced Queen Alexandra on the Inveraray route and the older vessel took over the Campbeltown sailings from King Edward, although occasionally, the two newer turbine steamers switched their routes. King Edward was transferred to Williamson-Buchanan Steamers in 1927.

King George V leaving Greenock

Approaching Tighnabruaich (Spencer)

King George V approaching Strachur

At Inveraray

Off Inveraray (Spencer)

King George V approaching Tighnabruaich (Spencer)

A high-pressure boiler tube in the King George V failed when the steamer was off the Ayrshire coast at the end of the 1927 season on September 29. The force blew furnace doors off and two firemen were killed. She was towed to Irvine where she was laid up for the winter and appeared the following season seemingly with no lasting effects.

Glasgow Herald May 20 1927

King George V at Dunoon returning from her opening cruise around Ailsa Craig in 1927

In 1929 she was given new boilers and her external appearance was modified with her lifeboats moved to the after end of the upper deck and navy tops to her funnels.

Glasgow Herald, August 19 1932

Glasgow Herald, June 23 1933

King George V with Navy tops to her funnels (Adamson)

King George V in 1929 (Robertson)

King George V at Princes Pier with Queen Alexandra. Lucy Ashton in the foreground has just arrived from Craigendoran.

King George V arriving at Rothesay

At Inveraray (Spencer)

At Inveraray (Spencer)

At Strachur

In the Kyles of Bute (Spencer)

Approaching Dunoon on her return from Inveraray

Approaching Dunoon

King George V at Dunoon on August 19, 1930

leaving Dunoon probably on an evening cruise

For the 1932 season, the promenade deck of Queen Alexandra was enclosed in a fashion similar to that of King George V although there were no saloon facilities on that deck. This must have been a significant boon to passengers on the sometimes stormy Kilbrannan Sound.

Queen Alexandra with enclosed promenade deck (Robertson)

Queen Alexandra after 1932 (Adamson)

Queen Alexandra at Campbeltown in the 1930s (Valentine)

Queen Alexandra at Pirnmill Ferry

In the Kyles

Queen Alexandra

Leaving Tighnabruaich (Spencer)

In February 1935, King George V received a further new set of boilers and new funnels.

King George V at Campbeltown in 1934 (Valentine)

Glasgow Herald, June 7 1935

King George V with new funnels in 1935 (Salmon)

At the end of the 1935 season, the companies once owned by John Williamson, Williamson-Buchanan Steamers (Ltd.) and Turbine Steamers (Ltd.) were purchased by the London, Scottish and Midland Railway group and Messrs David Macbrayne Ltd., respectively. The King George V and Queen Alexandra were assimilated into the Macbrayne organization, replacing the Columba and Iona that went to the scrap-yard. The Campbeltown and Inveraray cruises became the province of the Caledonian Steam Packet Co. turbine Ducheses.

Vogt, Leo, Review 1919, Clyde River Steamer Club, Glasgow, 1975

Duckworth, C.L.D. and Langmuir, G. E., Clyde River and Other Steamers, 4th Edition, Brown, Son & Ferguson, Glasgow, 1990

The Rock, Dumbarton, Volume 1, 1919-1920.

6 Comments

  1. Ralph Houston

    April 7, 2017

    Post a Reply

    Very impressive site, great pictures.
    A very minor point: the pre-First War page mentions ‘Row’ – this is spelt ‘Rhu’ today.

    • valeman

      April 7, 2017

      Post a Reply

      I will put in both spellings. Wonder when the name changed to the more Gaelic spelling? I should have a reference to it somewhere. Thanks for the comment. Graham

  2. Iain MacLeod

    April 16, 2017

    Post a Reply

    What a revelation to read John Williamson’s own proud words about his turbine steamers’ war service: thank you for bringing this to light – and thank you, too, for the customary selection of wonderful photographs

    • valeman

      April 20, 2017

      Post a Reply

      Iain, thanks for your comment. There is not much I can add to the histories but I keep digging for new sources.

  3. Eddie Stevenson

    April 20, 2017

    Post a Reply

    I wonder if someone could expand on the Queen Alexandria as the Much underrated Saint Columba as she became during 1936. A sight on Saint Columba would be fantastic. This ship was the only three funnelled clyde steamer ever, and should have lasted at least into the late 1960s, she was scrapped early in 1959. A great sight very informative, with great pictures, similar on Saint Columba would be superb, food for thought.

    • valeman

      April 20, 2017

      Post a Reply

      I have an article planned for Saint Columba, probably sometime in May.

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