In the late 1840s, Clyde steamer services were controlled by monopolies that provided year-round service and at a reasonable price to the general public. The Castle Company that had dominated the sailings to Dunoon, Rothesay, the Kyles of Bute, and Loch Fyne since the 1830s had recently been taken over by Messrs Burns, expanding their hold on the tourist routes to the Western Highlands and Islands. They had also taken a lease on the Bowling to Balloch Railway, providing access to steam-boat services on Loch Lomond, and had the fast two-funnelled steamer, Plover, built by Messrs Wingate in 1848, to provide the connection between Glasgow and Bowling. The south-bank services to Largs, Millport, Ayr, and Arran had been in the hands of the Union Steam-Boat Company since 1846 with Duncan M‘Kellar as the principal owner. Messrs Henderson & M‘Kellar (Alexander M‘Kellar, snr., was the elder...

While going through a collection of old sepia photographs, I came across one that attracted my attention; it did not look quite right. The photograph shows Marchioness of Breadalbane at the Millport berth at Wemyss Bay with a paddle box that is black. Many will of course recognize that this dates the photograph to 1919, when the Marchioness was demobbed from service as a minesweeper in April, and quickly refurbished. The conversion back to civilian life was rough and ready, and for that season only, she appeared with black paddle boxes when placed on the Millport roster at the beginning of June. As further units of the Caledonian Steam Packet Co. were released over the following months, the Marchioness of Breadalbane was withdrawn in the third week of November, and reappeared in 1920 in her old livery, and complete with electric light. Marchioness of Breadalbane at Wemyss Bay I have...

The Società di Navigazione à Vapore della Peninsula Sorrentina, was established in 1902 in Naples. The ship-owner, Gioacchino Lauro, was the major shareholder, and the company was formed to compete with the Società Napoletana di Navigazione à Vapore, that held the concession for postal services and until then had a monopoly of the domestic navigation in the Gulf of Naples. There was a burgeoning passenger and goods trade between Naples and Sorrento and Capri, as well as sailings along the Amalfi coast. The first vessel acquired by the company was the former P. & A. Campbell steamer Princess May, that was renamed Principessa Jolanda. She had been built in 1853 by Messrs Barclay, Curle & Co., Ltd., for the Brighton, Worthing & South Coast Steam Boat Co. Ltd., and was surplus to requirements when that company was taken over by Messrs P. & A. Campbell in 1901. In 1903, two...

The trials and tribulations of the Largs and Millport Union Steam Boat Company have been related up until the close of 1856. At that point, the company had a fleet consisting of the new Jupiter, the Venus and Vesta that were relatively new, the Star that was ageing but strongly built, and two of the original steamers of the company, Lady Brisbane, and Lady Kelburne, both strongly built but more than 10 years old. Alexander M‘Kellar was now the leading light, and was master of the Jupiter. The two-funnelled steamers Jupiter and Venus were most commonly to be found on the Arran Service, the Star and the Lady Kelburne, generally on the Ardrossan and Ayr route, and Lady Brisbane and Vesta serviced Largs and Millport, with the latter catering to excursion traffic. Lady Brisbane and Lady Kelburne in 1845 It was in 1854 that the company first experienced serious competition for the summer...

The Diamond was a steamer that appeared on the Glasgow to Arran route in the summer of 1857, and the mystery was that she is recorded as having been built in 1853 by Messrs James Henderson at Renfrew. There is no record of a steamer named Diamond building on the Clyde that year, and so it seems likely that she was built under a different name. What was the name of the steamer? What had happened to her in the interim? Why was the name changed? The oft reported answer to these questions owes its provenance to a letter in the Glasgow Herald in the summer of 1897 that states “I am in possession of a list made out in 1856 or 1857 by a relative officially then connected with the shipping of the port.  According to that list, the following river steamers had within the previous year or two left the river:—Mars, Invincible, Merlin, Reindeer, Baron (came back as Diamond in 1857), Dunrobin...

This the third in a series of essays on the Largs steamer route; the first two cover the early days, and the rise of the M‘Kellar family to prominence. This essay covers the early 1850s, a relatively brief time period, but an important one, bridging the transition in leadership from Captain Duncan M‘Kellar to his son Alexander. In 1846, the Largs and Millport Union Steam Boat Company was formed from two rival companies, one headed by Captain Duncan M‘Kellar with the steamers Invincible and Mars, and the other that had been headed by Captain William Young with the steamers Lady Kelburne and Lady Brisbane. The amalgamation was facilitated by the retirement of Captain Young from the business in 1845, and the uninsured loss of his steamer the Countess of Eglinton that year. The four steamers were under the management of Mr Langlands, with Mr Thomas Seath as company clerk. Sailing both...

When the Glasgow & South-Western Railway received Parliamentary approval to own a fleet of steamers in the summer of 1891, one of the steamers it purchased was the Chancellor, thereby gaining goodwill and access to the Loch Lomond tour. Chancellor had been built at Dumbarton in 1880 for the Lochlomond & Lochlong Steamboat Co., to provide the Clyde portion of the Loch Lomond tour. In 1885, she had passed to the Lochgoil & Lochlong Co., and thence to the G. & S.-W. Railway. Chancellor was equipped with deck saloons, and served the railway company well for a decade, but she was out of date in the efficiency, speed, and passenger comforts expected for a tourist steamer in the new century. She was sold to Spanish owners in 1901, and the G. & S.-W. Railway solicited tenders for a steamer, capable of 16 knots and dimensions roughly those of the year-round boats Minerva and...

The Dalmadan website has been ongoing for 10 years now, a fact that amazes me. I have managed to post at least once a month over that time, and admit that some of the material would have fared better with more time and better editing and I hope to do better in future. I have greatly enjoyed the input from comments, pointing to errors, adding to the subject matter, and suggesting new areas for research. I plan to continue writing about the Clyde and its ships and resorts, mainly in the 19th and early 20th centuries, but I also want to contribute a few more articles on the Vale of Leven. I was born and brought up in the Vale of Leven in the 1950s and 60s, a time when the towns and villages had changed very little for half a century. It was a privilege to be able to talk to older generations who could embellish the history of familiar buildings and places. It was a simple matter to relate...