The Dumbarton Steamboat Company was one of the earliest steamboat companies in the world and in its different reincarnations lasted for almost a century. It served the traffic between the town of Dumbarton and the city of Glasgow, was intimately involved in the lucrative tourist trade to Loch Lomond, and in doing so, took advantage of the oft disputed charters that allowed shipping registered at Dumbarton free access to the Glasgow harbour. This article is heavily based on a summary of the sederunt book of the company that is presented in Thomson’s “Affairs of an Early Steamboat Company” (1932). Further details come from Hume and Moss’ “A Bed of Nails,” and several of Donald MacLeod’s books; “God’s Acres of Dumbarton,” (1888), “Castle and Town of Dumbarton,” (1877), “Dunbarton Ancient and Modern,” (1892), and “Loch Lomond Steamboat Companies,” (1888). Additional information comes from contemporary newspaper reports and advertisements.

A number of Dumbarton worthies: James Lang, merchant; William Latta; William Rankin; Finlay McMartin, vintner; William Spencer, vintner; Peter McNicol, innkeeper; John Glen, tanner; William McKinlay, carrier; Peter McKinlay, carrier; Walter Lennox, spirit merchant; James Davidson, tanner; Alexander Lang, merchant; William Lindsay, wright; John Dixon, of Levengrove; Jacob Dixon, of Rockbank; got together in the summer of 1815 to form a joint stock company to own and run a steamboat, Duke of Wellington, to run between Dumbarton and Glasgow.

The Company was able to take advantage of an agreement between the burghs of Dumbarton and Glasgow whereby ships owned by burgesses of Dumbarton were exempt from harbour dues in Glasgow.  This provided an important trading advantage for the Dumbarton Company and over the years caused much resentment before it was finally removed in 1858.  It also provided an impetus to retain local ownership.

The Duke of Wellington was a small wooden vessel 77 ft long by almost 15 ft broad, 7½ ft depth and 57 tons and was launched from the Woodyard at Dumbarton by Archibald McLachlan. Her engines of 12 hp provided by Duncan McArthur were adequate for a leisurely trip to and from Glasgow on the tide.

The fares for passengers and cargo, were:—

PASSENGERS.

Dumbarton to Glasgow (1st cabin)… 3/-

Dumbarton to Glasgow (2nd cabin)… 2/-

CARGO

Dumbarton to Glasgow, light goods 8d per cwt.

Dumbarton to Glasgow, heavy goods 8/- per ton.

Dumbarton to Glasgow, bale goods   1/- per cwt.

Charges for journeys to intermediate places were in proportion.

The new steamboat service attracted a significant amount of goods traffic from Dumbarton where the Dixon’s glass works was a major employer and the growing shipbuilding trade required iron fittings and fixtures from Glasgow. The sederunt book reveals that the owners of the Vale of Leven Printfields, made a request for favorable terms for the transport of their parcels of cloth within a few weeks of the start of the service. A few months later, “it appeared to the proprietors necessary for the boat to have some kind of crane or other machine for putting in and taking out heavy goods to and from the hold of the boat, and the proprietors appoint the Committee of Management to procure something of this kind on such a plan as may appear to them most proper.” However, it was the prospect of passengers in the tourist trade to Loch Lomond that would provide much of the revenue in the early years, and the importance of the steward’s department rose in importance.

Daniell’s print of a steamboat off Dumbarton Castle.  Long thought to depict the Duke of Wellington, but close attention to the dates of the steam boat and the print leads to the conclusion that it is an earlier vessel.

The Duke of Wellington was involved in a number of incidents. On 28th October 1815, an action was pursued against the owners of the Prince of Orange, as a result of a collision between the boats. In 1819, it was the owners of the Albion who presented a bill for £26 19s 3½d for damage done to the Albion, and the Dumbarton Company put forward a counter-claim for damage done to the Duke of Wellington.

In July 1818, David Napier’s steamboat, Marion, made her departure from the Clyde to open up Loch Lomond for the tourist trade. The publication of Scott’s “Rob Roy” the previous year had focused the public’s attention of the Trossachs and the romance of the Highlands. It seems clear that David Napier had a vision of how to use steam-boats to develop tourism and other enterprises. Sensing the importance of steam-boats that would be sufficiently reliable to undertake cross-channel services, even in poor weather, extensive experiments were conducted to determine the best hull-lines and positions for the paddle wheels. The result was the Rob Roy, a most notable vessel. Launched in May, 1818, from the yard of William Denny at Dumbarton and with a 30 hp engine built by Napier himself, she provided a new model for steam-ships with much finer lines that had hitherto been employed.

In the Glasgow Herald on July 20th, she was advertised to sail to Arrochar in conjunction with the Marion on Loch Lomond. However, the experiments in tourism would have to wait. Sailings to Belfast proved to be more lucrative and throughout the month of August, Rob Roy was advertised for Belfast exclusively.

“Rob Roy will sail for Arrochar on Wednesday morning at half-past five o’clock calling at Greenock, Gourock and Ardentinnie and will return to Glasgow in the evening. On Thursday morning at half-past five o’clock will sail for Arrochar and will return in the evening. By popular request on Friday afternoon at four o’clock she will sail for Belfast and will leave Belfast on Sunday evening with the intention of being in Glasgow on Monday morning.

“The Marion will stop at Tarbert for those of the Rob Roy passengers who intend going through Loch Lomond to Luss, Inversnaid, Loch Catrine and the Trossachs. The Marion starts from Balloch at ten o’clock, morning and returning in the evening.”

The Dumbarton Steamboat Company held its meetings in the Elephant Inn in Dumbarton and during the first year “the minutes record feuds and rumours of feuds among the directors, due apparently to dissatisfaction with a somewhat recalcitrant treasurer, who declined to resign his position, and only did so after threat of legal action. The meetings, which took place at this time in the must have been much more lively than the Clerk has recorded.” The financial accounts in the sederunt book reveal that a profit of £200 was made in three months in the summer of 1816. Despite this, the shareholders agreed that the wages of the crew should be reduced. “The weekly wage of the pilots was in October 1816, reduced to 21/-, and that of the master to 30/-. The financial history of the steward, however, is the most remarkable of all. In February, 1816, the owners reduced his wage to 24/- per week. In October of the same year this was still further reduced to 12/- per week.”

    

Front and rear of the Town Inn of Dumbarton, generally known as the Elephant Inn.  The rear led onto the quay.

Local tradition records a number of anecdotes on the early members of the crew. “The captain of the Duke of Wellington, Mr Peter McKinlay, had previously been engaged in the carrying business between Dumbarton and Glasgow, and had accordingly acquired a phraseology which was not easily discarded. Passengers on the boat were amused to hear Captain McKinlay convey his orders to the engineer in the same language as he had formerly addressed to his horse. Thus the order for starting the vessel was invariably “Gee Up,” and the order for stopping “Whoa.” A later captain, Mr James Lang, improved on this method by using the heel of his boot for communicating with the engineer by a system of pre-arranged signals, a method which must have been lucrative for his cobbler. His pilot devised the method of striking on the engine-cover with a baton for intimating his decisions.”

In 1820 David Napier added a competitor for the Dumbarton traffic to his fleet. The Post Boy, tested her engines in the middle of May and was ready by the end of that month to serve the river-trade needs of David Napier’s channel steamers and tourist excursions on Loch Lomond. She was specially designed by Napier to have a light draft so that she could sail from Glasgow regardless of the state of the tide.

“The Post Boy, Marion and Rob Roy, Steam Boats.

“The Post Boy on Saturday last tried her engine from the Broomielaw to Greenock, which distance she sailed in two hours, less one minute. She will be completely finished the beginning of next week, when it is intended she will sail from the Broomielaw to Greenock, every lawful morning at six o’clock, land the passengers at Dumbarton for the Marion, and proceed to Greenock with the passengers for the Superb and Robert Bruce (Liverpool Steam Packets). She will leave Greenock for Glasgow every morning at ten o’clock, and again leave Glasgow for Dumbarton at three o’clock afternoon, and stops at Dumbarton for the passengers from the Marion; with whom she will return the same evening, giving the people of Glasgow an opportunity of leaving their homes in the morning, viewing the beautiful scenery of Lochlomond, and return in the evening, for a mere trifle. The internal accommodation of the Post Boy will be found superior to any thing on the river.

“The Marion will commence sailing on Lochlomond on Monday the 5th June, and will continue to do so every lawful day during the summer calling at Balmaha, Luss, Rowardennan, foot of Benlomond, Tarbet and Rob Roy’s Cave, leaving Balloch at ten o’clock and returns in the evening.

“The Rob Roy will, after the 20th June, sail from Glasgow or Greenock to Belfast, three times a week, viz. Tuesday, Thursday and Saturday, leaving Glasgow at six o’clock morning, and when it is inconvenient for her to leave Glasgow at that hour from want of water in the river, or any other cause, passengers will be conveyed to Greenock in the Post Boy, which, as is noticed above, leaves Glasgow every morning at six o’clock. Until the 16th of June, the Rob Roy will continue to sail as formerly. Glasgow 20th May, 1820.”

An unidentified steamboat of 1820, probably Post Boy 

Access to the quay at Dumbarton was limited by a sand bar at the mouth of the Leven that prevented steamers sailing up the river when the tide was low. In such circumstances, passengers disembarked into small boats at Dumbarton Castle but this caused some adverse comments and later, provision was made to row the passengers to the quay in the town center. The prowess of the crews engaged in rowing naturally led to competitive rowing events that became popular in the Burgh.

David Napier was clearly conscious of the limitation of the access to the quay in conveying passengers for the Marion by Post Boy. On 30th May it was intimated that coaches would be in readiness to convey passengers who are not inclined to walk to Balloch, either at Dunglass or Dumbarton. Dunglass had more convenient ferry than the long haul up the Leven to the quay at Dumbarton. On 18th August it was intimated that fares from Glasgow to Dumbarton Cabin 2s.; steerage, 1s. 6d. “Two boats shall be kept at the expense of the Post Boy for taking out and in passengers at Dumbarton. They shall leave Dumbarton Quay with passengers for Greenock, at seven o’clock, morning, and for Glasgow at eleven o’clock forenoon. Cabin fare to the head of Lochlomond 5s., going and coming the same day, 7s. 6d. steerage 5s. 6d. and 6s.” A warning that passengers going by the Marion, Superb and Robert Bruce, run many chances of losing their passage by going with any other boat than Post Boy, even although they start earlier. A number of instances of this have already occurred as the Marion and Liverpool packets wait the arrival of no other boat, and as the Post Boy can go at all times of the tide.

The warning was likely aimed at passengers who travelled by the Dumbarton Company’s steamer and no doubt there were significant financial implications for the company with the old Duke of Wellington. They responded in February, 1820, by approaching Mr. Duncan McArthur of Glasgow with an offer of £1000 for a “steam engine of twenty-five horse power, including paddles, funnel and water pumps, and every other thing necessary thereto, for the purpose of propelling a steam vessel of seventy-five feet keel, and about fourteen feet beam at the water line, drawing about three feet, which vessel you are to guarantee to sail equal, if not superior, to any of the boats presently plying on the river Clyde…..the shafts to be all made of scrap iron; the boiler to be of sufficient dimensions to supply the engine with steam, and to have two flews; the flews to be made of the best scrap iron, and to be of the thickness of three-eighths of an inch thick; the engine boiler and machinery to be upheld and kept in order by you for six months after the vessel begins to ply; and the whole to be finished in a sufficient manner and the materials to be of the same description as what you are presently furnishing to the Inveraray Castle.” McArthur accepted the offer and the engine went into a wooden hull built by William Denny, at a cost of £529. The new steamer was named Dumbarton.

“Fine new Steamboat Dumbarton

“The owners of the Duke of Wellington steam boat beg leave most respectfully to return their sincere thanks to their friends and the public for the very distinguished encouragement they have received; and now beg to intimate, that having fitted up the above fine new boat in a superior manner, both as to internal accommodation and powerful machinery, they therefore still solicit a share of the public patronage, assuring them that nothing shall be wanting on their part to increase the safety and comfort of the passengers.

“The Dumbarton will sail from the Broomielaw every lawful morning at six o’clock, landing her passengers on the quay of Dumbarton; and leaves Dumbarton for Glasgow at half-past eight: and she will sail again in the afternoon of the same day for Dumbarton, returning to Glasgow in the evening. Hours of sailing are to be seen on the boards.

“The owners of the Dumbarton desire the public to take notice that they are determined she shall sail precisely at the hour published on the boards.  Fares—first cabin, 2s.—second cabin, 1s. 6d.  Dumbarton August 8, 1820.”

Marion on Loch Lomond

The Dumbarton Pilot Coach at Balloch

The Dumbarton Company promptly sold the old Duke of Wellington to the Glasgow and Caledonian Canal Co. who renamed her Highland Chieftain and, after some improvements, including lengthening her in Denny’s yard, began to try her on the trade through the Crinan Canal to the West Coast of Scotland.

The increasing traffic from the channel steamers for the Post Boy, connecting Glasgow with Greenock prompted and arrangement between the owners of the Marion and the Dumbarton Compay. In May, it was announced that Marion would commence sailing on 4th June, leaving Balloch at 10 o’clock, morning, for the excursion calling at Balmaha, Luss, Rowardennan, Foot of Benlomond, Tarbet and Rob Roy’s Cave. The connection from Glasgow was at half-past five o’cock, morning by either Post Boy or Dumbarton Steam Boat. The Post Boy was also taking passengers for the Superb and Robert Bruce, Liverpool Packets, which would await her arrival and warned that there are frequent instances of passengers losing passage, trusting other boats taking them in time.

The steam-boats connecting with the Marion on Loch Lomond had some competition from a coach put on by the proprietor of the Balloch Inn. It seems clear that the new revenue generated by the expanding tourist trade was attracting a considerable amount of attention.

“The Lochlomond Coach.

“Cheap, Direct, and Expeditious Travelling between Glasgow and Balloch.

“Robert & Adam Walker beg leave to announce that they have determined to run an Elegant New Landeau Four Seated Coach between Glasgow, Old Kilpatrick, and Balloch at the south end of Lochlomond, to start from the Buck Head Hotel, Glasgow, on Monday the 9th July current, at Six o’clock Morning, and will continue to run from the same place, every lawful morning, at the same hour, during the Season; arrives at Balloch in sufficient time for the Steam Boat Marion, which continues to sail from the Inn there every morning at 10 o’clock, plies along Lochlomond, among the numerous Islands, calling at Balmaha, Luss, Rowardennan, foot of Benlomond, Tarbet, and Rob-Roy’s-Cave, and returns to Balloch in the afternoon; from whence the Coasch will start for the Buck Head, Glasgow, every lawful day at six o’clock.

“Fare only 6s. from Glasgow to Balloch.

“Travellers will have sufficient time for breakfast, either at Old Kilpatrick, where the horses are changed, or at Balloch previous to the sailing of the Marion; and can also dine or take tea in the afternoon, either at Balloch on arrival of the Boat, or at Old Kilpartick on return of the Coach. It will be found upon calculation, that the expense of this safe and direct conveyance, is about the same as it would cost the traveller going down the Clyde in one of the Steam Boats—getting on shore at Dumbarton Castle by a small boat—and then taking another coach from Dumbarton to Balloch. 3rd July, 1821.”

The agreement between the Dumbarton Steamboat Company and David Napier and the other owners of the Marion on Loch Lomond was formalized in May, 1822. It was agreed that ‘the hour of sailing from Glasgow to be betwixt five and eight in the morning, and from Dumbarton from six to seven in the evening.’ An additional stipulation was that only one coach was permitted to run each day from Glasgow to Balloch.

“Marion sails every morning at ten o’clock in connection with the Dumbarton steam boat. Passengers on reaching Dumbarton in the morning will find carriages ready to carry them to Balloch.”

A connection at Arrochar by the Fingal and Highland Lad, was also made sporadically with Marion at Tarbet.

Business was good in the middle years of the 1820s. Passenger traffic flourished with a tourist boom to Loch Lomond. In 1823, Marion’s main business continued as usual with the connection from Glasgow provided by Dumbarton.

“Marion steam boat on Loch Lomond, elegantly and commodiously fitted out, will begin to ply through the Loch on Saturday the 7th June; and will continue to do so every lawful day during the summer calling at Balmaha, Luss, Rouardeddan, foot of Ben Lomond, Tarbet, and Rob Roy’s cave. The Marion will sail from Balloch every morning at 10 o’clock, the Dumbarton steam boat, whose hour of sailing for Dumbarton in the morning will be seen on the boards the day previous, will take the passengers to Dumbarton, and return with them to Glasgow the same evening. Passengers, on reaching Dumbarton in the morning, will find carriages ready to convey them to Balloch.”

The extra business brought by the tourists was good for the steward’s department and in early summer of 1823 the sederunt book records: “The meeting instruct the captain to apply to the present steward for an offer what he will give for the office of steward next year, and, in the event of no agreement being entered into with the present steward, they instruct the committee to advertise in the newspapers, or other ways, that the situation is to be let.” Within a few days, the steward, James Lang, who had been newly appointed on May 15th, ‘offered 20 guineas for the profits of the office for one year.’

The sederunt book also records that the Company resisted an increase in the anchorage rates at Dumbarton to 2/2d for each trip that was proposed by the Burgh Magistrates in 1823. The Company decided to refer the matter to Counsel but one of the owners objected to the additional expense indicating that ‘he for one objected to any expense being incurred, and….he would pay no part of the expense either of a lawsuit or of taking the opinion of Counsel.’ Six months later, he appeared to have won the argument as it is intimated that ‘The owners are clearly of the opinion that the Magistrates had no right to increase the anchorage rates, but, in order to avoid any question, they agree to pay for the present year twenty pounds sterling of anchorage, but under this declaration, that it shall not be drawn into a precedent.’ In 1824 the company agreed ‘to pay ½d sterling per ton for the last year, but only ¼d sterling per ton afterwards.’

In 1824 the business justified the addition of a second boat. Construction of the new craft was offered to William Denny who declined to submit an offer and so the Leven was built by Lang, of Dumbarton, and engined by Robert Napier, of Camlachie. The correspondence with Mr. Napier records his proposal ‘to furnish and complete the engine for the new boat at one thousand and sixty pounds sterling, they agree to accept Mr Napier’s offer, but they consider that Mr Napier ought to reduce the price to one thousand pounds sterling, as they have accepted of his offer without taking an estimate from any other engineer; but under condition only that Mr Napier upholds the boat at the end of twelve months to sail equal to any other that may at that time be plying of the same class upon the River Clyde.’

Engine of the Leven when located at the foot of Dumbarton Rock

On the meeting of 6th December, 1824, the owners of the Dumbarton Steamboat Company expressed their indignation on learning that the Dumbarton ‘was wantonly struck by the Post Boy steamboat near Renfrew Ferry on her passage downstream.’ At the same meeting, they heard a request from the owners of the Vale of Leven Printfields to have their sailing barge towed to Glasgow by the Dumbarton. The minutes record ‘the meeting decline towing the boat,’ but were not above offering to carry the parcels of cloth on board the Dumbarton, ‘at a moderate rate.’

The Marion began her season at the end of May, and there is an interesting account of a trip to Loch Lomond that year.  “We got into the Dumbarton steam-boat at the Broomielaw, and immediately afterwards commenced sailing down through the beautiful scenery of the Clyde. We got, about nine o’clock, to a comfortable breakfast at Dumbarton. This meal finished, we, and other travellers on the same errand, stepped into coaches, which are every day in waiting to convey voyagers to Balloch, on the southern border of the lake. Fortunately for our excursion, the day was beautiful; and under the canopy of an unclouded sky, with the cares of the world for once thrown at his back, what traveller could not enjoy the beautiful scenery presented, and varied at almost every step, during his progress of six short miles, from Dumbarton to Lochlomond?. . . Arrived now at the source of the Leven, and the border of Lochlomond, we alighted from the Dumbarton coach, and, by traversing a plank, got into a long narrow hulk, which doubtless had performed service, like the dagger of Hudibras. However, it served its purpose, in conveying us to the steam-boat in twenty minutes, or half an hour, impelled against the stream of the Leven, by four sturdy fellows, with long poles reaching to the bed of the river. At length we got on board the Marion steam-boat, which soon commenced sailing on her diurnal voyage.”  After sailing on the Loch, these travelers left the Marion at Tarbet and returned to Greenock from Arrochar on the Oscar.

However, the rising tourist trade on Loch Lomond brought the addition of a new steamboat, Lady of the Lake on the Loch.

“Steam Boat Marion on Lochlomond, handsomely fitted out, will begin to ply through the Loch on Monday 30th May, and will continue to do so every lawful day during the summer. The Marion will sail from Balloch every morning at 10 o’clock. The Dumbarton and Leven Steam-boats (whose hours of sailing for Dumbarton in the Morning will be seen on the boards the day previous) will take the passengers to Dumbarton, and return with them to Glasgow the same evening. Passengers, on reaching Dumbarton, will find carriages ready to convey them to Balloch.”

The opposition service on Loch Lomond was started by a group of local business men, including Adam Walker, proprietor of the Balloch Hotel, Donald M‘Lellan, proprietor of the Tarbet Hotel, John Bell of Dumbarton, John M‘Murrich of Stuckgowan, and Jonas Gildard of Tullichewan. The new company, Lochlomond Steamboat Company, aimed to break Napier’s monopoly and much competition ensued. Fares on the Marion were 7/6 first cabin and this was reduced to 3/- in the new steamboat. One important issue was the conveyance of passengers from Glasgow, generally provided by the Dumbarton steam-boats. However, some changes were afoot, beginning with the sale of the Highland Lad, then plying to Greenock.

“Highland Lad, advertised for sale by public roup on Friday 10th June with her machinery, furniture and whole appurtenances. The engine was lately made by Girdwood & Co., and the vessel is in excellent working order. Apply to Cpt. Morrison at the vessel (seen at Broomielaw or Greenock) or Walkinshaw, Dow & Cooper, writers.”

The Highland Lad was purchased by David Napier and after repairs was used to provide a connection between Glasgow and Bowling where passengers could board coaches for Balloch. It seems clear that David Napier was not pleased that the Dumbarton Steamboat Co. was willing to carry passengers to connect with the rival steamer on Loch Lomond.

“New steam boat on Lochlomond, Lady of the Lake. The above vessel is now plying on Lochlomond starting from Balloch every lawful day, at ten o’clock, morning. The Lady of the Lake is an entire new vessel, fitted up in a neat, comfortable, and superior style, and likewise propelled by a powerful engine.

“Breakfasts and dinners, wines and other sorts of liquors of the best quality to be had on board.

“The Dumbarton and Leven steam boats (whose hours of sailing for Dumbarton, in the morning, will be seen on the boards the day previous) will take the passengers to Dumbarton, and return with them to Glasgow the same evening. Passengers on reaching Dumbarton, will find carriages ready to convey them to Balloch. 5th August, 1825.”

In late August, the owners of the Lady of the Lake made the claim to sail several miles above Rob Roy’s Cave, normally the limit of Marion’s route. The proprietors also took upon “themselves the merit of having reduced the exhorbitant fares charged upon Loch Lomond for these several years past to the present very moderate rate, thus putting it in the power of almost every individual to see and admire one of the most delightful scenes that this country.”

Napier’s response involved a reduction in fares on the Marion in addition to the new connection to Bowling.

“For Dumbarton, to sail every morning with passengers for Lochlomond, return to Glasgow, sail again in the afternoon, and return with passengers from Lochlomond in the evening the Highland Lad completely fitted with a new a powerful engine. Fares: cabin 1s, steerage 6d. To commence sailing on Monday 22nd inst (August). The hour to be seen on the boards.”

In late August, the advertisement for Marion divorced itself from the Dumbarton Steamers altogether, relying on the Highland Lad and coaches from Glasgow.

“The Marion steam boat continues to ply on Lochlomond, every lawful day, leaving Balloch every morning precisely at 10 o’clock, as she waits only for passengers by Mr. Lyon’s coaches from Glasgow, and Mr. Bell’s from Bowling Bay.

“The Highland Lad Steam-boat, which sails every morning from the Broomielaw will land passengers at Bowling in time for breakfast and proceed from thence by the coaches, to Lochlomond.

“The coaches leave Balloch again for Glasgow immediately on return of the Marion from her cruise on the Loch, and passengers sailing in her have a preference for seats in these coaches.

“By this direct mode of communication the expense and delay occasioned in going round by Dumbarton are avoided and travellers can depend on arriving in Glasgow before 9 o’clock in the evening.

“NB the Marion is a safe well conducted vessel and provides good dinners and the best of wines and liquors.

The Dumbarton steam-boats, Dumbarton and Leven also suffered further competition from a new addition on the Clyde, Benlomond. Slightly larger and more powerful than Leven, she came from the same Dumbarton stable of James Lang and was engined by Robert Napier. She was able to provide excursions to Loch Long, competing with the new Lochgoil and Lochlong Company.

“Benlomond steam boat, Captain Wallace, has commenced plying betwixt Dumbarton, Glasgow and Greenock with passengers and goods. Hours of sailing to be seen on the boards. The Benlomond is propelled by a powerful engine, and elegantly fitted up for the accommodation of passengers.

“Pleasure trip, the Benlomond steam boat, Captain Wallace, will sail from the Broomielaw on Thursday 7 instant at six o’clock morning for Greenock, Ardentinny, Lochgoilhead and Lochlonghead and return in the evening. Fares moderate, 4th July, 1825.”

In the next year, 1826, the Lady of the Lake appeared to be making inroads into the Marion’s trade on Loch Lomond. On 20th April, it was announced that she would commence plying for the season through the lake on Monday 8th May, next, starting from Balloch every lawful day at 10 o’clock morning, and returning in the evening. Fares moderate.

“New & elegant steam vessel on Loch Lomond, The Lady of the Lake, Captain Glen (late of the Marion) The above vessel has commenced plying starting from Balloch at 10 o’clock, morning every lawful day. The Dumbarton, Leven, and Benlomond steamboats whose hours of sailing from Glasgow in the morning will be seen on their boards the day previous, will alternately take the passengers to Dumbarton, and return with them to Glasgow the same evening. Passengers on reaching Dumbarton will find carriages ready to convey them to Balloch.”

The new steamboat on the Loch again took credit for reducing fares on the route and claimed that she sailed farther than the opposition. There was an excellent dinner, strawberries and cream with other fruits in their season to be had on board. Lady of the Lake ceased plying for the season till further notice on 1st September.

This was to be Marion’s last season on the Loch and there appears to be no special arrangements made for diverting her share of the passengers, although the Lady of the Lake was advertised in connection with the Dumbarton Steamers. The Dumbarton steamers came to some mutual arrangement of cooperation that year and were able to offer a more extensive service.

“Notice. Dumbarton, Leven and Benlomond steam boats, of Dumbarton.

“In consequence of an arrangement entered into betwixt the proprietors of these boats, one of them will sail from Dumbarton to Glasgow, with passengers and goods, and the other two from Glasgow to Dumbarton every morning—the boat sailing first from Glasgow in the morning carrying passengers to Dumbarton for the steam boats plying on Lochlomond, and returning with them in the evening. One of the boats, on her arrival from Glasgow, will sail three days each week to and from Greenock. The hours of sailing of each boat will be seen on their respective boards.

“After the twenty-first day of August curt., the boats will sail from Dumbarton exactly at the hour fixed on their sailing boards, excepting the one carrying the Lochlomond passengers in the evening to Glasgow which waits the arrival of the coaches—the time to be taken from the clock erected on the Quay. Dumbarton, 8th August, 1826.”

In 1826, the Dumbarton Steamboat Company made a notable appointment of James Lang as Captain of the steamer Dumbarton.  This twenty-one year old, had been steward since 1824 but had shown himself to be a quick learner and responsible young man.  He was destined to have a major impact on the company over the following decade.

The most significant changes that occurred in 1827 were in the routes and services offered by the steam-boats connected with David Napier. During the spring the Post Boy was renamed Euphrosyne and placed on Loch Lomond, replacing the Marion which was brought down the Leven, repaired and renamed Thalia and sent to Loch Fyne where she would begin a new career as a ferry from Strachur to Inverary. Napier had purchased land along the northern shore of the Holy Loch and constructed a stone pier at Kilmun. He had also purchased the estate of Glenshellish between the northern end of Loch Eck and Strachur and his plan was to open a new route to Inveraray from Glasgow. He introduced a number of new steam-boats to run from Glasgow to Kilmun from where a coach would take passengers to Loch Eck where a small iron steam-boat, Aglaia, would take them to the northern end and, after a further coach to Strachur, Thalia would complete the journey to their destination. There were variants of the route that incorporated sailing up Loch Lomond to Tarbet and then by coach to Cairndow on Lochfyneside.

“Tour to the Scottish Lakes, either the Venus or Ewing steamers leave Glasgow every morning at six o’clock with passengers for the steamers on the lochs.

“The Euphrosyne starts every morning from Balloch at ten o’clock, traversing Loch Lomond, landing passengers for Loch Katrine at Inversnaid, and at Tarbert for Loch Long and Inverary. The latter passengers will go per coach through Glen Croe and Glenkinglas to Cairndow, and across Loch Fyne to Inverary by the Thalia steamer.

“The Venus or the Ewing will land passengers for Inverary at the Holy Loch and from whence they will be forwarded to the Aglaia steamer on Loch Eck, and from Strachur per Thalia to Inverary.

“The Thalia steamer leaves Inverary every morning at half-past seven o’clock with passengers for Glasgow via Cairndow and Loch Lomond; and by Strachur every morning at ten o’clock for Glasgow via Loch Eck, Holy Loch &c.

“The Venus or the Ewing leaves Glasgow every morning at six and afternoon at two o’clock for Greenock, Gourock, Holy Loch, Dunoon and Rothsay, and from Rothsay every morning at seven, and three o’clock afternoon calling at above places in returning.

“Breakfasts, dinners, etc. in the steamers, Robert Sanderson, Manager, Glasgow 10th July, 1827.”

Napier used the James Ewing and a newly built steam-boat, Venus, on the first part of the journey, dropping passengers for the Loch Lomond tour at Dunglass and proceeding to Kilmun. These steam-boats then went on to their destination at Rothesay, providing a double service there each day. The Loch Eck steam-boat, Aglaia, was a curious affair. As the season progressed, different combinations were put in place, including the possibility of returning in the Lochgoil Company’s steamers from Arrochar.

“The Venus or the Ewing leaves Glasgow every morning at six and afternoon at two o’clock for Greenock, Gourock, Holy Loch, Dunoon and Rothsay, and from Rothsay every morning at eight, and three o’clock afternoon calling at above places in returning.

“The Venus or the Ewing will land passengers for Inverary at Kilmun and from whence they will be forwarded by jaunting car to the Aglaia steamer on Loch Eck, and from Strachur per Thalia to Inverary at about one o’clock afternoon and nine o’clock evening. Cabin fares including cars 7s 6d. Those who choose to walk the short distance at each end of Loch Eck, 5s 6d, steerage 4s 6d and 3s 6d. This is performed without landing in small boats, it is all done by steamers.

“The Venus or Ewing steamers will land passengers for Lochlomond and Inverary at Dunglass and conveyed thence by coaches in waiting to Balloch. (After July 1 coach will also run from Dunglass to Balloch by Dumbarton). The Euphrosyne starts every morning from Balloch at nine o’clock, landing passengers for the Trossachs and Loch Katrine at Inversnaid, and at Tarbert for Loch Long and Inverary. The latter passengers will go per coach through Glen Croe and Glenkinglas to Cairndow, and across Loch Fyne to Inverary by the Thalia steamer about seven o’clock evening.

“The Thalia steamer leaves Inverary every morning at eight o’clock with passengers for Glasgow via Cairndow and Loch Lomond; and by Strachur every morning at five o’clock and twelve noon for Glasgow via Loch Eck.

“Passage from Glasgow to any landing place on Loch Lomond including coach, cabin 5s, steerage 3s. To or from Inverary 12s.

“Passengers at Tarbet can return by St. George or St. Catherine by Arrochar, 7s cabin, 5s steerage.

“The Apollo, a similar vessel to Venus will in a short time take the place of Ewing when this line of packets will be complete.

“Robert Sanderson, manager, Steam Packet Office, Broomielaw 6th June 1827.”

The Dumbarton Steamboat Company also organized pleasure excursions from the town.

“Pleasure Excursion.

“The Leven Steam Packet will sail from Dumbarton on Friday the 10th day of August current, at 8 o’clock morning calling at Port Glasgow, Greenock, Gourock, Largs, Ardrossan, Irvine, Troon, and Ayr—at the latter place she will remain that night giving passengers ample opportunity for viewing Burns’ Cottage, his Monument, the Auld Brig  o’ Doon and Alloway Kirk: and on Saturday morning will proceed (weather permitting) round the Craig o’ Ailsa, so as to give passengers a near prospect of that stupendous natural curiosity; and returning to Dumbarton in good time in the evening.

“Fares—going and returning, First Cabin, 7s., Second, 5s.  7th August, 1827.

On August 9th 1827, it was announced that fares by Euphrosyne up and down Loch Lomond would be reduced to 1s in the cabin and 6d in steerage. This was designed to put the opposition boat, Lady of the Lake, out of business. The Lady herself sailed in conjunction with the Dumbarton steam-boats and received some benefit from that.  The new upcoming Captain of the Dumbarton, James Lang, was appointed “ship’s husband” to the Lady of the Lake in addition to his other duties, presumably to deal with the new threats to the business of the enterprise.

“Lady of the Lake steam boat on Loch Lomond will commence plying for the season on Monday 28th May starting from Balloch every lawful day at 10 o’clock. The Dumbarton, Leven and Ben-Lomond steam boats (whose hours of sailing from Glasgow in the morning can be seen on the boards the previous day) will alternately take passengers to Dumbarton and return with them to Glasgow the same evening. Passengers on reaching Dumbarton will be conveyed to Balloch by the coaches which regularly start from thence at nine o’clock, and sufficient time will be given to take breakfast at Dumbarton. May 22nd, 1827″

The Dumbarton steam-boats took it in turn to provide the tourist service and began to offer short excursions on Saturday afternoons.

“Regular and safe conveyance to Dumbarton and Loch Lomond by the Dumbarton, Leven and Benlomond steam packets continue to sail between Glasgow and Dumbarton every morning and evening. One of the packets leave the Broomielaw every lawful morning about six o’clock with passengers for Dumbarton where coaches are in waiting to convey them to Balloch for the steamboats pleasuring on Loch Lomond and on return of the coaches will take them to Glasgow in the evening.

“Breakfasts either on board or at the Inns on arrival. This tour by the Dumbarton steam boats to Loch Lomond is by far the most romantic, varied, and delightful, as well as the safest conveyance, there being no occasion for the passengers landing in small boats, as the steamers generally take them from quay to quay.

“Regular Saturday Afternoon’s Airing Trip for the accommodation of the public during the summer months one of the above steamers will leave the Broomielaw every Saturday afternoon about two o’clock for Dumbarton; and will there give passengers an hour or two to view Dumbarton Castle, and the beautiful picturesque and rural scenery around the town; all of which are so justly and universally admired by strangers—landing them again at the Broomielaw about eight in the evening. Dumbarton, 4th July 1827.”

By the end of the season, the Lady of the Lake was advertising their connections to Arrochar.

“The Lady of the Lake steamboat continues to ply on Loch Lomond leaving Balloch at nine o’clock and returning at five o’clock afternoon. 3s cabin, 2s steerage much reduced from 7s 6d and 5s in days of monopoly. Connections by Dumbarton steamers and Loch Long steamers 8s 6d from Glasgow by Balloch and about 10s by Loch Long. Balloch Ferry 6th August 1827.”

For their part, the Lochgoil and Lochlong steam packets continued to advertise their route to Inveraray and connections at Arrochar with the Lochlomond steam-boats, apparently with a view to strict neutrality.

The Times of 20th July 1827 had an article from the Glasgow Chromicle that documented and excursion from Dumbarton to Inveraray and back in one day—albeit a very long day indeed. At this stage such day trips were unusual.

“On Thursday last, the steam-boat Ben Lomond, Captain M‘Leish, sailed from Dumbarton at six o’clock a.m., with a party on a visit to Inverary, and arrived at Lochgoilhead about nine o’clock, where the passengers landed, and proceeded by the ordinary conveyance from thence to St Catherine’s Ferry; from whence they crossed to Inverary, when they remained about three hours, and partook of a refreshment at the inn, and having likewise visited the interior of the splendid and princely mansion of his Grace the Duke of Argyll, and the delightful policies around it, with the other varieties about the town, they again crossed Lochfine in the Thalia steamer to St. Catherine’s, and pursued their former course backward to Lochgoilhead, pausing along the most romantic and beautiful scenery of hill and dale, and arrived at the latter place in the evening, where they re-embarked on board the steam-vessel (in which they were furnished with an excellent dinner, and for which they were well prepared), and were landed at Dumbarton Quay by 11 o’clock p.m., after having enjoyed a most pleasant and agreeable excursion. The day was peculiarly fine, and the greatest harmony prevailed throughout the journey. It is believed that few ever accomplished the same undertaking before; and those only who have performed it can duly appreciate the pleasure and enjoyment of so delightful a trip.—Glasgow Chronicle”

The situation on Lochlomond was also developing. The previous season had not been a good one for Lady of the Lake. The onslaught of attention generated by David Napier’s attractive tourist connections and the replacement of Marion by Euphrosyne took a toll. However, the situation was about to get worse.

At the beginning of the year, Lady of the Lake was offered for sale.

“Steam boat for sale. To be exposed for sale, by public roup, within the house of Mr. Adam Walker, Innkeeper, Balloch, upon Friday the 29th Day of February current, at 12 o’clock noon.

“The steam boat Lady of the Lake, of Dumbarton, with her engine appurtenances, and plenishing, as she presently lies at Balloch Ferry. This vessel was built of the best materials, and launched in spring 1825, and has since (during the summer seasons) been employed in plying on Loch Lomond, for which she is peculiarly adapted. She is handsomely fitted up for the conveyance of passengers, having a commodious main cabin in the centre, as well as an elegant ladies cabin aft, with various other accommodations, and propelled by a superior engine of 25 horse power. She is by burthen 62 and 6/94ths tons, exclusive of engine room; 82 feet 2 inches in length; 15 feet 4 inches in breadth, and has a depth of hold of 7 feet 6 inches; she has also a light draft of water. The cabin and steward furniture are in good condition, and the vessel, engine, and boiler, are in an excellent state of repair.

“Inventories may be seen, and further information obtained, on applying to Captain Glen on board; Mr. Alexander Miller, hat manufacturer, Dumbarton, or William Mackinlay, writer there, with the latter of whom are the conditions of sale. Dumbarton 1st February, 1828.”

When the general arrangements for Napier’s steamers were advertised in 1828, they included a connection with the Dumbarton steamers. Presumably, Napier had concluded an agreement with the Dumbarton Company. In the 4th June advertisement, John Gemmell is listed as agent and on 25th June was added: “As almost all the conveyances to and from Lochlomond either wholly belong to or are connected with this line of steamers, passengers can only be insured of being conveyed forward by purchasing a ticket throughout; by doing so they will save a great deal of money, on some of the stages one half, and if they feel inclined they may stop on the way, and be forwarded any other day without an additional charge.” The all-inclusive fare ensured that patrons would be led to the Euphrosyne.

“The steamers on Lochlomond, Locheck & Lochfine, will commence plying for the season on Monday 2nd of June, to Lochlomond and Inverary, every morning at six o’clock, by the Dumbarton or Leven steamers. Fare from Glasgow to any of the landings on Lochlomond, 5s; to Inverary 12s. These include all the steamers and coach hires.”

It was now the Lady of the Lake that was lacking connections with Glasgow and they responded with a connection with the Bangor Castle.

“The Lady of the Lake steam boat will resume her station on Lochlomond for the season, on Monday first, the 2nd of June. Her passengers from Glasgow will be carried to Dumbarton by the Bangor Castle, every morning at a quarter to six o’clock, where coaches will be in waiting to convey them to Balloch. The hour of starting from Glasgow has been selected to ensure an earlier return in the evening.

“The Bangor Castle will also leave the Broomielaw on the same destination every evening at four o’clock by which arrangement those passengers to whom time may be less an object, instead of being hurried out in the morning, will have an opportunity of lodging at the comfortable Inn at Balloch, the picturesque situation of which is too well known to require any description.

“The proprietors of the Lady of the Lake will spare no exertion to merit the continuance of the decided preference they have hitherto received from the public. The former low fares continues. Balloch May 28th, 1828.”

The Bangor Castle, keen to seize the opportunity also advertised the connection.

“Tour from Glasgow to Lochlomond

“The Bangor Castle steam boat continues to leave Glasgow every morning for Dumbarton where coaches will be in waiting to convey the passengers to Balloch inn for breakfast. The Lady of the Lake sails from Balloch every morning at 10 o’clock, proceeding by one side of the lake, and returning by the other; thus affording her passengers with a view of the scenery around Balmaha, Inchcailloch and Inchmurrin, which is at present lost by those who do not return by this conveyance.

“The Bangor Castle also leaves Glasgow on the same destination every afternoon, thus affording to those passengers who have leisure, an opportunity of spending the evening at the picturesque Inn of Balloch, instead of leaving Glasgow at so early an hour in the morning.

“While the proprietors of this concern feel grateful for the decided preference they have hitherto enjoyed, they will take care that passengers shall not experience, from them, any of that annoyance which too frequently attends a keen competition. Dinners &c. on board the boats. The Bangor Castle’s hour of sailing from Glasgow will be seen on the boards, and on sailing from Dumbarton she will keep the hour there.

“Present fares

Glasgow to Dumbarton, 15 miles, Cabin 2s, Steerage 1s 6d

Dumbarton to Balloch, 5 miles, Inside 1s 3d, Outside 9d

Balloch, round the Lake, 65 miles, Cabin 3s, Steerage 2s

Glasgow for the whole tour, 105 miles, 7s 6d. Balloch 4th June, 1828″

A new excursion in the evening was also tried.

“Evening sailing on Lochlomond.

“On Monday the 14th current, the Bangor Castle will commence leaving Glasgow every afternoon for Dumbarton where coaches will be in waiting to convey the passengers to Balloch, whence the Lady of the Lake will immediately sail for Luss, Rowardennan, and tarbet, where she will remain all night, returning next morning in time for the coaches to Dumbarton, and Bangor Castle to Glasgow.

“This arrangement will continue for five weeks and by means of it passengers will be enabled to leave Glasgow or Paisley in the afternoon, with the assurance of reaching home next morning about ten o’clock, having in the meantime enjoyed one of the finest sails in Britain. It also exactly suits those who wish to ascend Benlomond.

“Fares for the whole route, including coaches, cabin, 6s; steerage 4s 6d

“The above tour will also continue to be performed as at present, leaving Glasgow at a quarter to six every morning, and returning about eight o’clock in the evening. Fares the same as above. Balloch 10th July, 1828”

However, the final nail in the coffin for the Lady of the Lake enterprise was an accident that occurred at the end of August and involved eleven fatalities. While no blame is attributed to the Lady of the Lake, the association in the press could not have been favourable.

“A Full and Particular Account of that Fatal Accident at Tarbet on Loch Lomond, on Friday last, 29th August, 1828, by the upsetting of a Boat, by which Eleven Lives were Lost!!!

“Tarbet is a small hamlet on the western bank of Loch Lomond and the steamers, in making the voyage up and down the lake, usually stop there for a few minutes to land and take on board passengers. Between two and three o’clock on Friday the Lady of the Lake, on her way down the Loch, arrived opposite the place, and a small boat, with twenty-one persons on board, including the two boatmen, instantly put off from the shore. The lake was as smooth as glass, and the steamer only about thirty or forty yards from the beach; but owing to the boat being heavily laden, and her equilibrium exceedingly delicate, the unfortunate individuals on board were naturally apprehensive of some disaster. A person, who was standing on the beach, described the boat as “wabbling” on from one side to the other, till it had nearly reached the steamer, when it made a “creen” so alarming that a number of the passengers started up and clustered to the higher side, when she instantly heeled over, and turned keel uppermost. So suddenly were the whole of the unfortunates engulphed, that only one or two shrieks were heard by the crowd on the deck of the steamer. Notwithstanding the consternation which prevailed on board, a boat was promptly lowered, and, with the assistance of one or two skiffs from the shore, it rescued a number of the drowning people. The first boat which put off from the shore was launched by two women. They had no oars, but one of them used a piece of plank as a substitute, and the other her hands. One or two men rushed chin-deep into the water, in order to tender their aid; but not being swimmers, they nearly perished, without being able to accomplish their humane objects. Nine individuals, some says eleven, out of the twenty, perished. Several of those who escaped reached the shore by swimming. One stout swimmer, at the moment the boat threw out her cargo, found three partners in peril clinging to the skirts of his coat. A seaman belonging to the Leven, who happened to be on board the Lady of the Lake, and who was instrumental in saving four lives, stated that the boat came roughly against the steamer, which occasioned it to dip quite to its gunwale, and thereby induced the incautious movement among the passengers which led to the fatal catastrophe. The lake deepens very abrubtly at this part, and is nearly five fathoms water where the accident took place. It is worthy of remark, that the unlucky boat righted very soon after proving so faithless to her trust. Some of who were picked up by the boats before life was extinct, were with diffculty resuscitated, though every exertion was made that circumstances, and medical aid promptly procured, allowed. The most laudable efforts were also made to recover those in whom the spark of life was forever extinguished. Their clothes were instantly cut off them, and their bodies were swathed in warm blankets and laid out in the heat of the sun, where they were rubbed with spirits and salt. Some of them were bled, and attempts made to inflate their lungs with bellows These exertions were continued while the smallest hope of resuscitation remained.

“The Reverend Mr Proudfoot, minister of Arrochar, in a letter dated the day on which the accident happened, enumerates the following sufferers:—Andrew M‘Farlane, wright in Tarbet, who has left a widow and three children to lament his loss….William Brown, boatman, (unmarried)…John Brock, a fine young boy….A widow lady, name unknown, but whose son was along with her, but escaped…A gentleman, with blue coat, gilt buttons, black collar, black vest, and brown trowsers—money, 12s. 3d.; a brass mounted penknife, brass pencil case. A letter addressed John Hill, M.D. 10, Merchant Street, Edinburgh. Red neckcloth. 3 collars, linen shirt, marked W.M. No. 12. Watch, maker’s name Archy, No. 2199, London, repaired by William Liddal, Bank Street, Edinburgh….A gentleman, with a blue coat, striped trowsers, yellow vest, black collar lined red, a linen shirt marked O.C. Edmonston, No. 1—Money in his pockets, £l. 10s. Large gold ring on his finger, silver hunting watch, steel chain, one gold seal, motto Truth, a gold key…A lady along with him, supposed to be his wife, with two gold rings, one set with some kind of stone, the other plain. Brown gown, with red flowers, silver thimble, marked A.C., 9d. copper in her pocket, (both supposed from Ireland)….Gentleman with an olive coat yellow vest, blue trowsers, silver watch, marked on the watch paper, Rankine, watch and clock maker, Greenock, June 18, 1828, M‘Lachlan, watchmaker ; cotton shirt, marked L.L. No. 1, stript worsted stockings, with a small cut crystal bottle contaning whisky; money 9s. silver, red pocket book empty, but one guinea Paisley bank note was found near the body, supposed to have dropt from the pocket book. Price One Penny.

The upshot was that the Lady of the Lake was again offered for sale, this time successfully, and she appeared the next season on the Clyde.

“For sale by private bargain. The steam boat Lady of the Lake with her engine, appurtenances, and plenishing, as she presently lies in the harbour of Dumbarton. She was built in the year 1825 of the best materials, and has since been employed during the summer months in plying on Loch Lomond. This vessel admeasures 62 and 6/94ths tons, exclusive of engine room; 82 feet 2 inches in length; 15 feet 4 inches in breadth, and 7 feet 6 inches in depth of hold; propelled by a superior engine of 25 horse power made by Mr. Robert Napier, Glasgow; is elegantly fitted up, sails fast, and draws only 3 feet 4 inches water.

“The vessel and engine have just undergone a thorough repair; the funnel is new, and the cabin and steward furniture are in complete and excellent condition.

“Farther particulars may be learned by applying to William Mackinlay, writer, Dumbarton, by whom offers will be received till the 1st February next.

Also

“An easy commodious and substantial stage coach, licensed to carry 6 inside and 12 outside passengers, with two sets of harness. The coach and harness to be seen at Mr. Walker’s Inn, Balloch, all in the best condition, having only been used about six months.—Apply as above. Dumbarton 12th December, 1828.”

In 1828, the Dumbarton Steamboat Company added a new steamer named the New Dumbarton.  She was built of wood by the shipbuilder, James Lang in Dumbarton and was 72 tons with an engine again provided by Robert Napier.  With this additional vessel the Captains of the existing boats were upgraded and James Lang (a distant relative of the shipbuilder) became Captain of the Leven.  The sederunt book records that ‘his good conduct and attention’ impressed the owners and ‘he should be allowed to share in the new steamboat or in the old concern’. He was given a 1/21 share in the Dumbarton Company’s three steamboats.

In 1829, the Loch Lomond service started in the middle of May, with the connection provided by the Dumbarton Steamers.

“The Euphrosyne steamer on Loch Lomond will commence plying for the season on Tuesday the nineteenth day of May current, starting from Balloch every day at 10 o’clock.

“The passengers will be conveyed to Dumbarton by the Dumbarton Steamers which leave Glasgow every morning at six o’clock. 14th May, 1829.”

The Company seems to have a brief respite from competition for a few years but all was not well as there were problems on the horizon.  In the meeting of 5th November, 1829, the sederunt book reveals ‘The meeting authorise the Treasurer to pay Andrew Buchanan, workman, Dumbarton, one pound sterling to assist him in consequence of his being confined for about five weeks with a hurt that he received when carrying out a piece of casing from the Leven steamboat to the Quay.’ And in the same year, ‘The Committee agree to pay the widow of the person who was killed by the accident of the Dumbarton boiler falling upon him the sum of five pounds sterling, and to remit the money to Mr Napier, to be paid in such installments as he may see proper.’

A general reduction in trade in 1830, the sederunt book records on 6th May, 1830, ‘the meeting resolve to reduce each of the captain’s wages five shillings per week, each of the engineer’s wages five shillings, the pilot’s wages two shillings, the firemen and deck hands two shillings each per week.’ The meant that a captain received £1 7s 6d per week and the engineers 19/-. During the winter when the service was limited, the captain of any boat laid up was paid a retaining fee of 16/- per week, ‘it being understood, however, that he is to attend at the quay and assist in procuring passengers for the other boats.’ The steward’s departments came under scrutiny.  The steward, it will be recalled, paid the company as much as £30 for the privilege of holding the position and had ‘to assist the captains to collect the fares; to be in attendance half-an-hour before the boat starts, in order to hand passengers in and out; to keep all the cabins well aired and clean; to keep up all the articles of the inventory furnished him; to provide his own candles; to pay his respective licences; to pay for any water he may receive at the Broomielaw or Greenock.’ He also had to be careful ‘not to keep any improper company.’

On the 1st May, 1831 it was announced that the Euphrosyne begins on 10^th May at 10 am when weather permits passengers will be landed on Inchtavanach from the summit of which is one of the most magnificent views in Btriatain. Dinner served immediately after leaving Inchtavanach. The Glasgow connection by New Dumbarton and Leven. at 6:30 am.

During this period, trade was not expanding.  A cholera epidemic in 1832 severely limited the tourist traffic and there was a general downturn in the economy. In March, 1832, the Company paid ten guineas to the Board of Health to help during the cholera epidemic.   For the steamboats, large losses accumulated in the running of the Old Dumbarton and the New Dumbarton as the general rates of carriage of the steamboats on the Clyde dropped to attract business.  Only, the Leven made a profit.  The Old Dumbarton was laid up ‘due to the competition among proprietors of different steamboat companies plying on the Clyde reducing freights to below when an adequate return is achieved.’  She was tried on the Arrochar connection but the losses were too great and she was sold.  Weekly wages were reduced to 5/- for masters and engineers and 2/- for the remainder of the crew.  By the middle of the decade, the crisis passed and the Arrochar route was reopened with Leven.

“Steamer Leven sails from the Broomielaw tomorrow (Saturday) at ½ past six o’clock morning for Dumbarton Greenock, Ardentinny, and Arrochar, where she will remain two hours; and return to Glasgow in the evening. fares going and returning, cabin —three shillings, Steerage—two shillings. August 9 1833.”

While the tourist trade provided a strong income, it should not be forgotten that the Dumbarton Steamboats provided an important service for the general populace of the town and the surrounding areas in the Vale of Leven.

The Company organised a “sociable” coach between Bonhill and Dumbarton. The coach, called the “Tylagraph,” had “four wheels, and iron springs, and was driven with one horse.” It was scheduled to arrive at 7.30 a.m. to connect with the steamer but was the cause of much compliant because it was consistently late and upset the businessmen of Dumbarton who had to await the good folk of the Vale.  Interestingly, the coach fare from Bonhill to Dumbarton was 1/- for all passengers, while the steamer fares from Dumbarton to Glasgow were—Cabin, 1/-; Steerage, 6d, reflecting the competition on the river.

The increasing trade induced the company to build a new steamboat in 1834.    Named the Loch Lomond, it was sold off the stocks to a Mr. St. George Kilbie of Glasgow for a considerable profit.  The following year, the Vale of Leven was added to the fleet.  She was the first iron steamer built for the company and was built by Tod & McGregor with engines by Robert Napier.  Captain James Lang was appointed master of the new Vale of Leven and was succeeded as master on the Leven by a cousin, Robert Lang who had joined the company as a steward in 1833.

Vale of Leven

In July, 1835, a new steam boat appeared on Loch Lomond.  The Balloch had been built as Castle Finn in 1832 by John Wood of Port Glasgow and had sailed on the Foyle as Moville before returning to the Clyde.  The new steamer took an afternoon sailing at four o’clock, remaining at the head of the Loch and returning next morning at half-past six except on Monday when she sailed from Tarbet, having reached there on Saturday evening.  Her sailings halted abruptly a just month later in the middle of August suggesting that perhaps she was found unsuitable or that the new service was unremunerative.   Euphrosyne continued with the main morning sailing from Balloch. The Dumbarton Steamboats sailed at 12:30 from Glasgow in connection and at the same time from Dumbarton with passengers by the early sailing in the morning.  Fares from Glasgow by the steam boat were 1/- cabin and 6d steerage while the coach was 1/- either inside or outside.

The Loch Lomond season started on May 10th in 1836 with Vale of Leven or New Dumbarton connecting from Glasgow at 6:30 in the morning.  The Balloch left Balloch at 9:30 for the Bullstone near the head of the Loch.  It was also announced that a new steamer had been built for the Loch and was waiting for sufficient water in the Leven to join her in service.

In July, the Leven was used to open up the connection to Arrochar and by August was providing a connection at Portincaple for passengers to walk over the hill and connect with the Waverley steam boat at Gareloch-head.

“The Leven Steam Boat will commence plying from Glasgow to Dumbarton on Friday First, the 15th current, at half-past seven o’clock morning, and will sail from Dumbarton to Port Glasgow, Greenock, Gourock, and Arrochar, at half-past nine forenoon, and return by the same route, leaving Arrochar at a quarter-past three afternoon, and sail from Dumbarton to Glasgow at half-past seven o’clock evening, and continue to do so till further notice.

“Passengers going by steam boat on Lochlomond in the forenoon will have an opportunity of returning by the Leven on Lochlong in the afternoon; or those going by the Leven can return by the boat on Lochlomond; thus allowing passengers to view the the scenery of both Lochs the same day.

“The Vale of Leven or New Dumbarton continue to sail as usual from Glasgow, at half-past six morning, half-past eleven forenoon, and half-past four afternoon; and from Dumbarton, at half-past seven morning, twelve noon, and six evening.

“The Dumbarton Steam Boat Company being desirous of disposing of one of their boats, will be happy to treat fro the sale of either the Vale of Leven, New Dumbarton, or Leven, the former of which is an iron boat, entirely new, and the two latter, with their engines and boilers, are in excellent order, having lately undergone thorough repairs.

“Offers will be received, and farther information learned, on a plying to Mr. James Napier, Preses; or John Paterson, the Secretary for the Company.  Dumbarton, 12th July, 1836.”

The new Loch Lomond boat, appropriately named Lochlomond, made it up the Leven by the end of July and both Euphrosyne and Balloch were offered for sale.   The latter was noted  as built by John Wood in 1832, and engined by Robert Napier.  The Lochlomond sailed at ten o’clock for her main sailing to the head of the Loch and again sailing for Tarbet at six o’clock in the evening, returning next morning to Balloch at eight.

The Leven was laid up in 1837 and eventually sold for £630.  The two remaining steamers continued to provide three sailings each day to and from Glasgow with an Arrochar excursion squeezed in.  The following year the Vale of Leven and New Dumbarton began the year with three round trips from Glasgow and a Thursday excursion to Arrochar, so that only two Glasgow sailings were given that day.  The tourist business started slowly and the day’s excursion from Glasgow was reduced to 9/- rather than the 12/- of the previous year.  The New Dumbarton required repairs at the end of May and the Arrochar sailings were postponed  till mid June when it resumed on a daily basis.

In December 1838, the Dumbarton Steamboat Company found a competitor for the trade. A new concern, the Dumbarton and Glasgow Steam Packet Company, introduced the old M‘Kellar steamer, Hero, on the service. The Dumbarton and Glasgow Company was popularly known as the New Steamboat Company. Within a few months, Hero was joined by the Maid of Leven, an iron hull built by Barr & M‘Nab at Paisley to the design of Alexander Denny, with the carpentry work completed at Dumbarton.

A new iron steamer, Lochlomond, was also ordered by the Dumbarton Steamboat Company in 1839 but she was sold after a few months for £2250 to a German owner. In the few months Lochlomond was in service, Captain James Lang of the Dumbarton Company received a challenge from Captain James McLintock of the Maid of Leven, to a race. The route was between Greenock and Rothesay for a bet of £50, and the directors of the Dumbarton Company allowed Captain Lang to take part.  The outcome is not known.

One of the captains of the new company, Alexander Lang, was put in command of the Maid of Leven around 1840.  He was brother of Captain Robert Lang who at the time had charge of the Vale of Leven steam boat.  “Captain Robert Lang carried a piper on board his craft. One day when the rival steamers were racing quite close to each other Captain Robert’s piper stepped onto the paddle-box of Captain Alexander’s steamer and skirrled on his pipes in ear-splitting, derisive style. Captain Alexander who was a great wag, gave a quiet hint to his pilot to sheer off from the other vessel, and so he captured his brother’s piper, at which he laughed consumedly.”

In 1840, both companies added new vessels.  For the Old Company, Prince Albert was built and engined by Thomas Wingate and replaced the New Dumbarton which was broken up.  For the New Company, Dumbarton Castle was built by George Mills at Bowling.

The two companies competed for traffic with imagination and spirit. The late steamer from Glasgow left at 3:30 p.m. for the Old company and at 4:00 p.m. for the New one in January 1840. However, by the beginning of the season, the companies had come to an arrangement and advertised together. The Vale of Leven offered an excursion from Glasgow at 7:00 a.m. on Thursday (after 6th) April to Dumbarton, Greenock, Ardentinny and Arrochar for 3/- in the Cabin and 2/- in steerage, returning to Glasgow in the evening after allowing passengers time to cross to Tarbet and view Loch Lomond. It was announced that she would begin sailing to Arrochar regularly in the middle of May.

In an advertisement dated May 7th, the schedule for the season was laid out for the four steamers Prince Albert, Maid of Leven, Lochlomond and Hero:—

“From Dumbarton to Glasgow: At half-past 7, and half-past 9 Morning; At half-past 12, and half-past 3 Afternoon; At half-past 5, and half-past 7 Evening.

“From Glasgow to Dumbarton and Greenock: At 7 and 8 Morning; 11 Forenoon; 1 and 4 afternoon; and for Dumbarton, at 6 Evening.

“From Greenock to Dumbarton and Glasgow: At half-past 8 Morning; half-past 11 Forenoon; half-past 2, and half-past 6 Afternoon; and 6 Evening.

“Fares—Cabin, one shilling; Steerage, sixpence.

“The steamer that sails from Glasgow at 7 Morning, will, during the season, proceed to Greenock, Ardentinny, and Arrochar, where she remains about three hours.”

Later in May, when the New Company had added the Dumbarton Castle to their fleet to replace the Hero. The latter steamer was relegated to the un-remunerative early season Arrochar sailing in June, and at 68 tons with an engine of 35 hp, was offered for sale at Dumbarton on the 16th of the Month; application to Mr. James M‘Lintock, merchant.

The Maid of Leven was selected for a special sailing from Glasgow at 5:30 a.m. on the first Wednesday in June, in conjunction with the Dumbarton Cattle Market. She returned at 3:30 p.m. to the city.

In the tourist season, beginning in July, the newer steamers Dumbarton Castle and Prince Albert alternated on a 4 o’clock afternoon sailing from Glasgow to Arrochar calling at Dumbarton, Greenock, Gourock, and Ardentinny, returning the following morning at 6 a.m. This allowed tourists to ascend Ben Lomond to watch the sunrise and return with the afternoon steamer. The Maid of Leven and Vale of Leven alternated on the 7 a.m. sailing for Dumbarton and Arrochar, returning in connection with the loch steamer’s return to Tarbet. The fare was 3/- in the cabin and 2/- in steerage. The Arrochar connections ceased in early October.

Interestingly, the steamer on Loch Lomond added a 6 o’clock evening sailing from Balloch to Tarbet, returning at 7 o’clock in the morning, in addition to the 10 o’clock sailing to the head of the Loch that arrived at Balloch at 5 o’clock in the afternoon.

The growth of steamboat services originating in Dumbarton became a point of contention on the Clyde.  There were complaints that the Dumbarton Companies had an advantage because of they were free from the harbour dues that were levied by Glasgow.

In the early 1840s, the Steamboat Quay at Glasgow was extended and the Dumbarton Steamers sailed from the down-river berth or Lower Quay. At the beginning of May in 1842 when the Lochlomond steamer commenced service at the later time of 11 morning, the schedule had Dumbarton Castle and Prince Albert sailing from Glasgow at 8 morning, with the Lochlomond passengers, 11 forenoon, 4 afternoon and 6 evening. From Dumbarton the sailings were at 8 morning, 12 noon, ½-past 3 afternoon and 6 evening. The Arrochar service was to start in the middle of May with two services daily.

When the Arrochar service was introduced, beginning on May 16th, the service by Maid of Leven and Vale of Leven was elaborate with the 7 morning steamer sailing to Dumbarton with passengers for Lochlomond, thence to Greenock, Dunoon, Ardentinny, and Arrochar, returning from Arrochar at 3 in the afternoon. The alternating steamer sailed from Kilmun at ½-past 8 morning, for Greenock, Dumbarton and Glasgow, returning at 2 afternoon for Dumbarton and Greenock where she awaited the 4 o’clock train from Glasgow before sailing to Kilmun. On Saturday, she then sailed for Ardentinny and Arrochar, returning at 6 morning on Monday, a service that was to be continued daily to Arrochar from the middle of June. The remaining Dumbarton services were at 8 and 11 a.m. and 4 and 6 p.m. from Glasgow while the Dumbarton sailings were at 8 and 10:30 a.m., 12:30, 3:30, 6 and 7:30 p.m.

That year, Queen of Scots with Captain R. Wallace competed for the Loch Lomond trade beginning in June. She connected also with the 7 or 8 morning boat from Glasgow. Those sailing by the earlier boat were conveyed to Balloch where they could breakfast on board under the charge of Mrs Currie of the Kings Arms Inn at Dumbarton. The Lochlomond, Captain Buchan, changed her starting time to 10 morning and connected with the 7 morning boat from Glasgow. At Dumbarton, Walker’s Omnibus conveyed passengers to Balloch. The Lochlomond also responded by hiring D. M‘Gregor, late waiter in the Argyll Hotel in Glasgow, as steward and providing breakfast in the steamer at Balloch, as well as the usual lunches and dinners during the sail. Fares were reduced to 1/- cabin and 6d steerage. By the middle of June, Queen of Scots was withdrawn with the statement:— “Whether there be room for a remunerative competition on the Loch or not, the discouragement given to both Rival Boats in a Racing Contest, even at low fares, induces a withdrawal in the meantime.”

A further challenge to the Dumbarton Steamers came in the form of the Clyde and Leven Steamboat Company. On 16th August, 1842, The Swift new steamer Dumbuck, Captain Lang, was advertised to sail from the New Wharf at Glasgow Bridge, and so much closer to the City Center, at 7 a.m., 11:30 a.m., and 4 p.m. From Dumbarton she sailed at 9 a.m., 2 p.m. and 6 p.m. The 7 a.m. sailing connected with omnibuses for Lochlomond’s 10 a.m. sailing. By the end of the month, she was advertised as sailing to Dumbarton at the same times from the foot of the quay. The fares—Cabin Fourpence—Steerage, twopence, severely undercut the Dumbarton Company’s steamers, and presumably there was a response.

Captain Alexander Lang had set up on his own account, not with a “new” steamer, but with an older steamer that had possibly been lengthened and refurbished. One candidate is the Castle Finn, the erstwhile Balloch, that had been sailing out of Paisley in the interim. The naval returns of 1845 note that Dumbuck was built in 1832 at Port Glasgow and at 39 tons was 100 ft long x 11 ft broad with a 4 ft draught.   Her engine produced 28 hp.

At this time, there appeared to be a lull in the competition between the rival steamboats but there was clearly a scramble to provide coach transport and meals for the passengers.  The King’s Arms Inn was on the north side of Dumbarton High Street.

“Sailing on Loch Lomond

“Tourists and Parties of Pleasure are respectfully informed that the Trip up Lochlomond is now greatly facilitated. The Steamer leaves Glasgow at Seven o’Clock Morning, and arrives at Dumbarton Quay at Nine o’Clock. Half an hour is allowed for Breakfast at the Kings’ Arms Inn, Dumbarton, from which an Omnibus runs direct to the Steamer Lochlomond, at Balloch.

“Parties leaving Glasgow by the Steamer at 4 or 6 o’Clock in the Evening, can be accommodated in the Kings’ Arms Inn, Dumbarton (Mrs. Currie’s), with good Parlours and well-aired Bed Rooms and have time the following morning to visit the Ancient Castle and other places in and around Dumbarton, previous to the Omnibus leaving for Balloch.

“Mrs Currie begs to return her most sincere thanks for the patronage so liberally bestowed upon her for upwards of thirty years, and to intimate that no effort will be spared on her part to merit a continuance of favours.

“Kings’ Arms Inn, Dumbarton 16th June 1843.”

King’s Arms Inn

The competing business used the Balloch Inn for breakfast.

“Visitors to Loch Lomond—Adam Walker, Balloch Inn

“Respectfully intimates to Tourists and others visiting Loch Lomond that having made Extensive Alterations to the above Inn, the accommodation will be found of the best description. The Parlours and Bed-Rooms are large, and elegantly fitted up, and the Stock of Wines &c., very superior and at moderate rates. The Stabling and Offices are new and commodious, with Lock up Coach House. The Posting Department is also very complete with Vehicles of every description, and careful Drivers. Parties can also be supplied with Pleasure-Boats, for Sailing through the Islands and Fishing upon the Lake.

“From the situation of his House, in the immediate Vicinity of Lochlomond, its increased accommodation and comfort, and the reduction in Coach Fares, Adam Walker hopes to be favoured with a continuance of that support which he has hitherto experienced, and which it will be his study to merit.

“Adam Walker Runs Handsome Omnibuses between the Inn and Dumbarton at the following Hours:—From Balloch for Dumbarton at 7 Morning and waiting at Dumbarton the arrival of the Dumbarton Steamers with Passengers for Lochlomond, when sufficient time will be allowed for Passengers to Breakfast at Balloch before proceeding up the Lake. From Balloch at 5 afternoon and from Dumbarton at 6 and 8 Evening, on the arrival of the Glasgow Steamers, giving Tourists who prefer sleeping a night at Balloch, before proceeding up the Lake, and opportunity of viewing the Picturesque Scenery on the Lower part; and by going a short distance, to the summit of “Mount Misery” will have one of the finest views of the Islands and the Lofty Mountains in the district.

“Travellers will find it greatly to their advantage by proceeding at once to Balloch, where a good and comfortable Breakfast will be awaiting them at the above and commodious and romantic Inn. Parties can be in no fear of losing the Steamer as she starts from the Inn Door.

“Please ask for Walker’s Omnibus on arriving at Dumbarton Quay. Tickets to be had at Mr. Hill, Elephant Inn, Dumbarton.”

In 1844, a new enterprise was begun on Loch Lomond.  The New Lochlomond Steamboat Company was formed and purchased a recently built Clyde steamer, the Waterwitch. Sailings on Loch Lomond had been offered only  during the summer tourist season, but the Waterwitch sailed year-round and as she would also carry cargo and livestock she provided a welcome service to the loch side communities. The main movers of the company were Jean Donald, innkeeper of Dumbarton, John Bell, flesher of Dumbarton, Alexander Ritchie of Bonhill, and Michael Waddell, writer of Glasgow, and they had the backing of some prominent landowners including the Marquis of Breadalbane who was encouraging the coach route form Inverarnan to Killin and Fort William. To make the connection, the Waterwitch sailed a few miles up the River Falloch into a canal and turning basin at Inverarnan. Competition between the Lochlomond and the new steamer was initially intense, but the next year, the New Lochlomond Steamboat Company negotiated a formal partnership with the Lochlomond and her trade. The Lochlomond, was sold in March 1846, and another steamer, Prince Albert, was added in 1850.

On the Clyde, the Dumbuck does not appear to have suitable to attract the tourist traffic and on 23rd May, 1844, Dumbuck was offered for sale with upset price of £200.  The remaining two companies each added a new iron steamboat.  The Old Dumbarton Steamboat Company went to William Denny in 1845 for their new vessel with engines by Messrs. Smith and Rodger, Glasgow.  The Lochlomond was 126 ft long by almost 17 ft broad and displaced 174 tons with engines of 66 hp that drove her at 16 miles an hour. She is described as having one deck; one mast, sloop-rigged; no boltsprit, galleries, nor figure-head, and is a square-sterned and clinker-built vessel of iron.  She was under the command of Mr. James Lang.  The New Company went too the same builders a year later for their Premier.  The Premier was larger at 137 ft by over 17 ft and displaced 212 tons.  Her engines were slightly less powerful, generating 62 hp but she had a similar turn of speed.  Like her competitor, Premier is described as having one flush-deck; one mast sloop-rigged, no figure-head, galleries nor boltsprit, and is a square-sterned and clinker-built vessel of iron.  She was commanded by Mr. John Wilson and replaced the Maid of Leven which was sold for service on the Forth.

Lochlomond

The Vale of Leven was sold at the end of 1845 to the Glasgow Castles Steam Packet Company and was to be found making railway connections from Greenock in 1846.  A further attempt was made to sell the Dumbuck.  By this time she had been tried on a number of different routes, including sailing in the Western Isles and was reduced to carrying cargo only.

“To be sold, by Public Auction, in the White Hart Inn, Greenock, To-Morrow, at 12 o’clock noon, the steamer Dumbuck of Greenock, as she at present lies in the East Harbour of Greenock. The Steam Engine is in good working order; the Boiler is nearly new, having been in operation only for about six months; and the Hull is coppered, and also in good order. Further particulars will be learned on application to Dennistoun & Wright, writers, 57, Cathcart Street, Greenock. Greenock, 15th May, 1846.”

In December 1846 the Dumbarton Steamboat Company, the Dumbarton and Glasgow Steamboat Company and the Clyde and Leven Steamboat Company, formed a co-partnery in the face of impending competition from the railway.  The new company was called the Dumbarton United Steamboat Company, though it later became the Dumbarton Steam Navigation Company.  The Prince Albert was sold to the Mersey for £1250.  The new company managed the Loch Lomond, Premier, Dumbarton Castle, and the cargo steamer, Dumbuck.  Each ship was independently managed but there was close cooperation between the owners.

Premier on the South Coast of England.  She became one of the longest surviving steamers.

The railway competition was slow to materialize on the north bank of the Clyde and the Dumbarton steamers took the opportunity to expand the Arrochar trade in close connection with the New Loch Lomond Steamboat Company.  The Queen was added in 1850.  Built by William Denny at Dumbarton, she was 138 ft long by 17 ft broad and at 132 tons was similar in size to Premier.  Her engines by Smith and Rodger gave her 60 hp.

Queen at Dumbarton Quay

The railway opened between Bowling and Dumbarton around 1849 and reached Balloch in 1851 but the Dumbarton Steamboats continued to ply, providing a connection between Glasgow and Bowling where a new wharf was built.

Receipts from 1851 for transport of goods to Greenock by Premier and Queen

The Loch Lomond was sold in 1853 to the Caledonian railway. The Dumbuck continued to sail as the goods steamer between Dumbarton and Glasgow and was advertised as sailing from the lower end of the Broomielaw about noon. Unfortunately, she was run down by another vessel on the Clyde between 1850 and 1851 and lost.

Broomielaw in 1856 with the two-funneled Chancellor, third from the left, and Queen, sixth from the left, both in the distinctive Dumbarton colours

Chancellor (Alasdair MacFarlane, Evening Citizen)

A fine two-funneled steamer was added in 1853.  The Chancellor was built by Denny to a high standard suitable for the Arrochar tourist trade.  She was 160 ft long by 17 ft broad and displaced 161 tons.  She served her route well for a decade, but the Dumbarton connection lost some relevance.

When the railway, finally opened all the way from Glasgow, the Dumbarton Steamboats continued to offer a connection to Bowling and concentrated on the Arrochar services. However, more and more they relied on the carriage of goods rather than the more lucrative tourist trade. A new Dumbarton was built for the service by Smith & Rodger of Govan in 1858 but her career was short.  In March of the following year, the steamers were put up for sale.

Adverts from June 1858

The Premier was disposed of in 1859 to the South Coast of England where she had a long career and two of the small fast steamboats, Queen and Chancellor, ended up running the blockade of the Southern Ports in the American Civil War.  The Dumbarton was sold to Brasil.

Bristol Mercury, March 1859

They purchased the Loch Lomond Steamer Prince Albert to take over the Arrochar service but she in turn was sold to run the blockade.  A new Chancellor was built but was the property of the Loch Lomond Steamboat Company and with her the importance of the Dumbarton service ended.

Broomielaw in 1868 with the Lochlomond in Dumbarton funnel colours

There were sporadic efforts to reinstitute a steamboat from Dumbarton in the 1860s.  Two small steam boats, Leven and Lennox, were built in 1864, but were sold in 1866. Peter Denny made a last attempt to retain a service in 1867 with the steamboat Lochlomond. However, the boat was laid up in 1869 and shortly thereafter was sold.

Lochlomond at Dumbarton Quay in 1868