The ferry at Roseneath was in existence long before steamboats graced the waters of the Gareloch. William Mauchan in his book “Rosneath Past and Present,” (Alexander Gardner, Paisley, 1893) recalls that the boat was large open wherry that was generally put under sail and took, sheep, cattle, horses and farm produce as well as passengers to Greenock. A similar craft was operated from the more exposed village of Kilcreggan by the M‘Farlane family of ferrymen. The Duke of Argyll used a six-oared barge to cross from Roseneath to Cairndhu between Row (Rhu) and Helensburgh, across the mouth of the Gareloch.

The Helensburgh and Gareloch steamboats called at Roseneath Ferry, lying off the Ferry Inn, but it was expansion of feuing that brought about the promise of new piers to encourage the construction of summer residences for the affluent of Glasgow.

In the Glasgow Herald of March 16, 1846, the erection of a wooden pier at Roseneath was announced. The pier was in a sheltered spot just south of the narrows and close to the ferry-house which, at the time was a much smaller edifice that it ultimately became.

“The Gairloch—We understand, from good authority, that a pier is about to be erected at Roseneath Ferry, and that feus are to be given by the Marquis of Lorne towards the head of the Gairloch. This will be pleasant news to those who spend a few months on the coast, as the Gairloch is one of the most beautiful of our Scottish lochs, and is at the same time one of the most easily accessible from this town as well as from Glasgow, &c.”—Greenock Advertiser.

The following year was the first visit to the Clyde by Queen Victoria and there was speculation that the Queen would use Roseneath Castle. In fact the Royal Squadron did anchor off Roseneath during the visit.

An advertisement in the Greenock Advertiser of April 3, 1849 outlined the next development in feuing and was coupled to the construction of piers at Kilcreggan and round in Loch Long, at Cove. The proposal for a pier at Rachean (Rahane) never did come to fruition.

“Feus at Roseneath.—Shore Ground of the Duke of Argyle’s Roseneath Estate is now offered for feuing from Mr Cumming of Barremman’s boundary to the Head of Gareloch, and from Kilcreggan Bay (opposite Gourock) to Duchlage, opposite Ardentinny.

“Should the Feuing go on to the extent expected, it is proposed to have a Landing Pier for Steamers at Kilcreggan, and another at Rachean on the Garelochside.

“Particulars will be learned on application to James Dalgleish, Esq. W.S., Edinburgh; or to Andrew M‘Farlane, Land-Surveyor. Glasgow, with whom Plans of the Ground will be seen. Duncan Campbell at Roseneath Pier will show the Ground.—April 2, 1849.”

The pier at Kilcreggan opened to the public in July of the following year.

“Kilcreggan.—The pier at this new watering place was opened for passengers on Monday under the same regulations as the one at Roseneath, with commodious waiting-rooms for passengers, and other conveniences. The erection is most substantial, and reflects the highest credit upon the superior and the contractor, Mr. Boyd of Renfrew. The other pier to accommodate the Kilcreggan feuars on Loch Long is in progress.”—Glasgow Herald, 11 July, 1850

Cove pier is featured in a previous article.

Roseneath Castle from the air (Ritchie)

The Parish of Roseneath was largely dry with only one store where licensed provisions could be purchased and so problems associated with Sunday steamers in the 1850s were avoided. The piers were closed on Sundays.

“Ferry house and piers.—To let.—Roseneath ferry house and landing pier, and Kilcreggan pier, are to let for two or more years from Whitsunday next. Offers will be received till 10th March at the Factor’s Office, where the Conditions of Let and further particulars will be learned. Roseneath Estate.”—Greenock Advertiser, February 1, 1855.

The main traffic at Roseneath pier was the Gareloch steamers, connecting with Greenock and later Helensburgh, and Glasgow. At Kilcreggan, the Lochgoil and Arrochar steamers called from Glasgow and Greenock, and the Holy Loch boats also connected, making it a much busier pier. The Gareloch steamers also called on some of their runs connecting with Greenock. Both the Roseneath and Kilcreggan piers offered only a single berth and it was not long before a collision occurred.

“On Saturday, during the gale, the steamers Express and Lochgoil came into collision at Kilcreggan Quay, but the only damage sustained was the smashing of part of the bulwarks of both.”—Greenock Advertiser, September 29, 1857

“The Express.—On Monday afternoon the Express steamer which runs in connection with the 4 o’clock train from Glasgow, when opposite Clyde House, with passengers for Kilcreggan, came suddenly to a stand still; and after waiting some ten minutes, her bell was rung, which brought to her aid the Victoria, then on her way from Kilcreggan. The two steamers exchanged passengers, the Victoria returning to Kilcreggan, and the Express to Greenock.”—Greenock Telegraph, 14 July 1858

It was,however, just a matter of time before a major accident occurred. This happened in August, 1861.

“Steamboat Collision. —On Monday afternoon, while the Lochgoil was lying at Kilcreggan, the Mail came in contact with her, and drove her violently against the pier. The port paddle-box of the Lochgoil was smashed, and the machinery so injured that she could not leave the quay.”—GT August 17, 1861

The Holy Loch steamer Mail

The Lochgoil steamer Lochgoil (Macfarlane, Evening Citizen)

The subsequent court case gave further details.

“Clyde Police Court.—(Before Bailies Ure and Raeburn.)—Charge of reckless steamboat sailing.—At this Court on Monday Robt. Campbell, master of the steamer Mail, and Duncan M‘Intyre, master of the steamer Lochgoil, were charged with having recklessly navigated their vessels, on Monday the 12th of August, in such manner as to bring them into collision, by which the Lochgoil was driven against Kilcreggan pier, damaging her paddle-box, and alarming her passengers.

“Mr J. G. Wright appeared for the captain of the Lochgoil, and Mr H. H. Galloway for the captain of the Mail. The panels pled not guilty, and the case went to trial. The following witnesses were examined: John Lamont, writer, Glasgow, was a passenger on board the Lochgoil on the I2th August. After leaving Cove he saw the Mail drawing up to the Lochgoil, and on coming near to Kilcreggan the two vessels were close to each other. He then stepped to the side of the Lochgoil and cried to Captain Campbell to keep off, he was satisfied that if the Mail kept on there would be a collision. Immediately after this the two vessels came in contact, and the Lochgoil was driven against the pier. When this took place Captain Campbell stepped on board the Lochgoil. There was a great deal of alarm on board the Lochgoil.

“By Mr H. Galloway —I think the Mail was a little ahead at first, but not much.

“By the Court—I cannot say whether or not the Lochgoil was letting off steam at the time.

“Robert Simon Grieve, merchant, Edinburgh, was a passenger on board the Mail on the 12th August. The Mail had to lie at Cove Pier till the Lochgoil went off. The Mail then went into the pier, and after staying for about two minutes left for Kilcreggan. On the way there, the Mail being much the fastest boat, made up on the Lochgoil, and when passing Dr. King’s Church we were paddle-box to paddle-box. The Mail in a short time shot ahead of the Lochgoil, the latter being the inside vessel. On the Mail going ahead, the captain of the Lochgoil put on full steam, and the captain of the Mail, seeing there would be a collision, steered out a little. The two boats at the time slightly grazed each other. He considered that the cause of the collision was the recklessness of the captain of the Lochgoil.

“By Mr Wright —The Lochgoil struck the Mail, and not the Mail the Lochgoil.

“By Mr Galloway —The Lochgoil had ample room to have dropped astern of the Mail when she was passed. He thought the Mail would be from 12 to 20 feet ahead of the Lochgoil when the two were about 500 yards from Kilcreggan pier. At this point the captain of the Mail rung his bell as a signal to the Lochgoil that he intended to take the pier. The first collision he was sensible of was caused by the rebound of the Lochgoil when she struck the pier.

“Mr James Richmond, a passenger in the Lochgoil, deponed, that when the Mail approached the former vessel her engines were slowed for a minute or two, and then set on again, and in a short time after the collision took place. He considered that the collision was caused by the Mail trying to force the Lochgoil in shore.

“William Hunter, pierman, Kilcreggan, saw the two vessels approaching the quay, and called out to them to steer out a bit when they were about 20 yards from the pier. He did so because both vessels were coming stern on for the pier. He had previously noticed the Lochgoil slow when she was about 160 yards from the quay. Under the circumstances of the case, he was of opinion that the Lochgoil had a right to get the quay first.

“John M‘Kellar, wright and builder, Kilcreggan, saw the occurrence from the shore. When the Mail first made up to the Lochgoil both vessels would be about 500 yards from the pier. He then heard the bell of the Mail rung, but the Lochgoil had slowed previous to that. The point where the Lochgoil slowed was farther from the quay than the place she generally slows at. He considered the occurrence was caused by the Lochgoil setting on full speed after slowing, as had she not done so the Mail would have kept clear.

“Captain Johnstone, harbour-master, deponed that the regulations of the river were, that when a fast boat approached a slow one, the latter was bound to give way and allow the other boat pass. This rule, however, was only imperative down to Newark Castle. Judging by this rule the captain the Lochgoil was in the fault in the present case.

“Several other witnesses were examined, but their testimony was only a repetition of that already adduced. On the conclusion of the examination, the Court was addressed by the counsel for both parties; and after a lengthened consultation Bailie Ure said, that after maturely considering the circumstances of the case, the Court were of opinion that the charge against Captain M‘Intyre had been proved, but that the Captain of the Mail did not appear to be to blame, and they therefore dismissed him from the bar, and sentenced M‘Intyre to pay a fine of two guineas.”—Glasgow Saturday Post, 7 September, 1861

Captain Campbell sued for the cost of the damage to the Mail and was awarded £63.

“Sheriff Court, Glasgow.—Lochlong and Lochgoil Steamboat Co., v. Robert Campbell, master of the steamer Mail.—This action arose out of a collision between the steamers Lochgoil and Mail on the 12th of August last, when the two vessels were approaching Kilcreggan pier from the west. Sheriff Bell found that the defender was in the wrong, and decerned against him for £63, being the damage sustained. Sheriff Alison, on appeal, has adhered.”—Greenock Advertiser, July 15, 1865

Roseneath pier was badly damaged in March 1866.

“The new steamer Agamemnon ran into Roseneath Pier yesterday, cutting it in two, but was liberated last night at high water, and proceeded up the Gareloch, little or no damage having been done to her.”—Glasgow Evening Citizen, March 30, 1866

“S.S. Agamemnon.—This fine screw steamer crossed to Gareloch on Thursday for the purpose of having her compasses adjusted, and thereafter it was intended that she should proceed directly to Liverpool. When opposite Rosneath pier, however, the Agamemnon fell foul of the bridge that connects the pier with the shore, doing it considerable damage, and the vessel itself running aground. Several tug steamers and a lighter left here in the afternoon, and the steamer was got afloat yesterday morning.”—Greenock Advertiser, March 31, 1866

The North British Railway steamers began to run from Helensburgh to the Holy Loch and Dunoon in 1869 and provided additional calls at Kilcreggan.

Kilcreggan around 1870 (Becket)

Kilcreggan received a nasty shock when Fort Matilda was practicing firing its cannon.

“Artillery practice at Fort Matilda.—On Saturday afternoon the inhabitants of Kilcreggan were alarmed very much by a most unexpected incident, which might have resulted in a more serious way than it fortunately did. A detachment of Artillery Volunteers from Port-Glasgow and Greenock were engaged in ball practice at Fort Matilda, which is just about opposite Kilcreggan, and their target was boat bearing a flag, moored little to the south-east of Kilcreggan pier. It appears that the inhabitants have been used to seeing the balls flying about pretty near the shore, but they have always fallen into the sea, and no one ever apprehended any danger. On Saturday, however, one ball was fired which neither demolished the target nor dropped harmlessly into the water, but, contrary to all precedents, rose to a considerable elevation, struck the water about mile west of the pier, and came smashing on to the beach, where large crowd of children were at play, all of whom miraculously escaped. The ball, not yet spent, bounded across the road, struck the trunk of large sycamore tree at Edinkyle, splitting it in two, and after carrying away the half of a summer-house finally stopped the foot of stone wall, which was strong enough resist its spent force.”—Greenock Telegraph, August 27, 1878

Gareloch steamer Vesta leaving the Broomielaw (Washington Wilson)

The Gareloch steamer, Vesta, broke down at Kilcreggan on her winter run. She had a further incident at Roseneath two years later.

“Accident to a river steamer.—On Tuesday afternoon, while the steamer Vesta was approaching Kilcreggan Pier on her upward journey, she broke the shaft of her machinery. She was, however, able to proceed to Greenock, and was berthed in the Albert Harbour.”—Helensburgh News, January 30, 1879

“Awkward Position a Clyde Steamer.—Last night, while the steamer Vesta was approaching Rosneath Pier, some slight defect in her steering gear caused her to run upon the beach. There was little excitement amongst the passengers, and when the steamer Gareloch came in sight, a rope was taken under the Vesta’s bows, by means of which she was towed off. The tide was strong, and the wind heavy the time.”—Greenock Telegraph, September 3, 1881

Improvements to the piers were made but repairs were more frequently required at the more exposed piers.

“Kilcreggan.—Local News.—The Commissioners of the burgh have taken a step in the right direction by providing public weights for weighing coal, &c., one having been placed near Kilcreggan Pier, and another in the district of Cove. As the charge for weighing is to be moderate, the community will no doubt appreciate the advantage. The approaches to both piers are being much improved, particularly that of Kilcreggan.”—Greenock Advertiser, December16, 1879

“Cove pier wrecked.—All the piers in the Kilcreggan locality have suffered severely, that at Cove being almost total wreck. The shore road has been much broken up. Mr M‘Laren’s building yard is flooded, doing much damage to the yachts and boats lying there for the winter. The steamer Dandie Dinmont had to take shelter at Rosneath Pier, and from there the mail bags were conveyed to Kilcreggan and Cove.”—Greenock Telegraph, January 9, 1882

North British steamer Dandie Dinmont (Macfarlane, Evening Citizen)

In 1882, the North British Railway Company opened their new pier at Craigendoran and began an expansive schedule, providing more calls at Kilcreggan. The veteran Dandie Dinmont on a call failed to back swiftly enough and damaged three of the new timber piles fronting the pier on her way to sinking the steam yacht Hound. Incidentally, the company eventually purchased the Hound.

“Yacht sunk at Kilcreggan.—On Saturday night, the North British Railway steamer Dandie Dinmont, on calling at Kilcreggan, missed the pier and collided with Mr Richardson’s steam yacht Hound, moored at the east side the pier. The Hound sustained severe damage, and sunk in a few minutes, but the Dandie Dinmont apparently sustained no damage. While the yacht was sinking great excitement prevailed among the people congregated about the pier, but it being ascertained that no person was on board, all anxiety soon subsided.”—Greenock Telegraph, June 2, 1884

Gareloch steamer Balmoral

The year 1886 was one where collisions at Kilcreggan caught the public attention. However, the year started badly for the Gareloch steamer, Balmoral, on her calls at Roseneath. She lost a member of the crew there in an unlikely accident.

“At Rosneath Pier on Saturday, a fireman belonging the Clyde river steamer Balmoral lost his life—slipping a piece of orange skin and falling heavily on deck.”—Greenock Telegraph, January 4, 1886

“Fatal accident on board the Balmoral.—On Saturday afternoon, Daniel Melville, one of the crew of the steamer Balmoral, was carrying on board a bag of potatoes from Rosneath pier, and his foot slipping on the plank, he fell heavily on the deck. Assistance was at once rendered the unfortunate man, and restoratives were used, but he remained unconscious. On the arrival of the steamer at Helensburgh, Captain Campbell sent a message for Dr Messer, who on making an examination of the body said that death had supervened. Melville, who belonged to Greenock, was taken across the river, and his body was subsequently conveyed to the mortuary of the Infirmary. The deceased was unmarried and lived with his sister. He was respected by those on board the Balmoral, and Mr John Robertson has very kindly set on foot a subscription in aid of the widowed sister of the demised, and to defray the necessary funeral expenses.”—Helensburgh News, January 7, 1886

The most notable event, however, was the collision of two North British boats at the pier in September.

“Collisions on the Clyde.—The Guy Mannering run ashore.—As the North British Railway steamer Guy Mannering (Captain Dewar) was calling at Kilcreggan Pier on her upward run from Rothesay, between five and six o’clock last night, she was run into by the Diana Vernon (Captain M‘Neil), also belonging to the North British Railway, bound for Rothesay. The latter struck the former on the starboard side, and made a large gap, through which the water poured into the forecastle, and rapidly the boat began to settle down. The Diana Vernon’s bow was shattered, but she made very little water, and at once took off the Guy Mannering’s passengers, who had all been hurriedly landed on the pier, and returned to Craigendoran. She was afterwards able to make her run to Rothesay. The Guy Mannering, immediately after the accident, was run ashore near Kilcreggan Pier. It is stated that the collision was simply the result of a “grab” for the pier. Great consternation was caused to the passengers on board both steamers.”—Glasgow Herald, September 16, 1886

“Collision at Kilcreggan.—Yesterday the North British steamer Guy Mannering, which was so seriously damaged on the previous evening through being in collision with the same company’s steamer Diana Vernon, and had to be beached to prevent her sinking, as stated in yesterday’s Herald, proceeded to Glasgow, under easy steam after being temporarily repaired by a gang of carpenters. The hole made on the starboard side is about eight feet broad and extends down to the keel. It appears, from eye-witnesses, that the Guy Mannering had actually reached Kilcreggan Quay, and that her ropes were being made fast when the Diana Vernon ran into her with great force, necessarily creating great alarm and consternation among the passengers. No one fortunately was injured. The Guy Mannering rapidly began to fill, and she had to be promptly run on the beach to prevent her sinking. The damage to the Diana Vernon is not very serious. The Guy Mannering will be repaired by Messrs Barclay, Curle & Company and meantime the steamer Dandie Dinmont will take her place, so that there will be no interruption to the traffic.”—Glasgow Herald, September 17, 1886.

“The collision at Kilcreggan Pier.—September 16, 1886.—This afternoon I was witness of a collision between two Craigendoran boats at Kilcreggan pier, which might have had disastrous effects, and which as it is has greatly damaged both boats. No doubt you will already have had a complete account of the mishap, so I need not take up your space by stating how the collision occurred. My object in writing is to suggest that some system of signaling should be adopted whereby the piermaster might control the approach of boats to his pier. Before the accident which happened to-day, both boats were—as nearly as one could judge by eye—at an equal distance from the pier. A signal from the piermaster would have decided which of them was to approach first, and thus the accident, which has resulted in the destruction of valuable property, and which owing to the panic which ensued might easily have been attended with loss of life, would have been avoided.—I am &c., Spectator”—Glasgow Herald, September 17, 1886.

North British steamer Diana Vernon

North British steamer Guy Mannering (Poulton)

The Glasgow Herald commented through its editorial page. A few years earlier in a Leader it had urged action on the provision of pier signalling.

“The collision between two Clyde passenger steamers at Kilcreggan Pier is only another illustration of the necessity that exists for a reform in the traffic regulations on the river. Fortunately, in one sense, the disaster occurred at the end of the season, when the number of people travelling is comparatively limited. But that is no excuse for its occurrence at all. If passengers are liable to such risks now, they may be liable to them at any time—in busy seasons, during which a panic might be productive of the most terrible consequences. In the present case the facts appear simple enough. The steamers were approaching Kilcreggan from opposite directions—the Guy Mannering being on her upward run from Rothesay and the Diana Vernon on her downward passage from Craigendoran. They reached the pier about the same time, and the question came to be who was first entitled to its use. There being no one in authority to decide the knotty point for them, the captains seem to have taken the law into their own hands. They both made a rush for the quay, with the result which is already known. The Diana Vernon got slightly injured, while the Guy Mannering was cut down to the water’s-edge on the starboard side, and had to be run ashore to prevent her sinking. It does not matter much which of the steamers is to blame, or whether both are in fault. If there is any truth in the statement of some eye-witnesses that the ropes of the Guy Mannering were being attached to the pier when she was struck, little difficulty should be found in deciding on the matter. It may be argued, however, that as both the steamers belong to the same Company there ought to have been a no rivalry between them, and that the casualty must be due to circumstances not yet disclosed. One of our correspondents, it will be seen, maintains that the collision arose from a pure accident, from a miscalculation of distance on the part of one or other. But while this is a fair enough point for the tribunal whose duty it will be to investigate the affair, all that can be said at present is that the weight of testimony points in an opposite direction, and leads to a natural enough question. If a disaster of such a nature can happen on the Clyde to friendly steamers what may be expected, in the absence of all proper rules and regulations, to follow from the efforts of opposing boats to keep their time at the landing-places? The main concern, therefore, for the travelling public is that precautions should be taken to ensure them against the risk of these catastrophes. “A Spectator,” who writes on the subject, suggests that some signalling system should be adopted, whereby piermasters might regulate the approach of boats to the quays. Our correspondent is only advocating a plan that has engaged the attention of the Clyde Pilot Board for some time, and that is actually embodied in a Bill now before Parliament. The recent electoral changes have unfortunately delayed the progress of this measure, and as it stands in the position of an opposed Bill nothing can be done in the way of pushing it forward until next session. As soon, however, as the Clyde authorities obtain the necessary powers, they may be in trusted to enforce them with the utmost vigour. This is due quite as much to their own sense of responsibility as to the safety of the many thousands of excursionists who travel on our river every year.”—Glasgow Herald, September 17, 1886

The two masters were brought to court.

“The collision at Kilcreggan.—Duncan M‘Neil, master of the steamer Diana Vernon, and Peter Dewar, master of the Guy Mannering, were brought before Bailie Mitchell, at the Marine Police Court, yesterday morning, charged with culpable, negligent, and reckless conduct in navigating their respective steam vessels, whereby a collision took place at Kilcreggan Pier on Wednesday, 15th September last, Mr Darling, manager of the North British Steam Packet Company, attended on behalf of that company, to which both the Guy Mannering and Diana Vernon belong.

“Walter M‘Farlane, mate of the Guy Mannering, was the first witness examined. He stated when the Guy Mannering was about half a mile from Kilcreggan they saw the Madge Wildfire going into that pier. The Guy Mannering proceeded towards the pier while the Madge Wildfire was there. When the Madge Wildfire left to go westwards, the Guy Mannering, was 200 yards from the pier. The Madge Wildfire was passed on the proper side—port to port. Before this those on board the Guy Mannering saw the Diana Vernon coming round the Kilcreggan Point. When the former vessel passed the Madge Wildfire the Guy Mannering was nearer the pier than the Diana Vernon, and they went on. They slowed the Guy Mannering in the way they usually do when taking a pier. They then stopped. As they had passed the pier they backed. It was when they were past the pier that the Diana Vernon came up and struck the Guy Mannering on the starboard side l0ft, or 15ft. from the stem.

“Dougald M‘Farlane, pilot of the Diana Vernon, residing in Sandbank, was next examined. He said the Diana Vernon left Craigendoran at five o’clock, and they arrived off Kilcreggan about ten minutes past five o’clock. As a rule the Guy Mannering, is at Kilcreggan first. When the Diana Vernon came round Kilcreggan Point they saw the Guy Mannering between Kirn and Kilcreggan. On the occasion of the collision the Guy Mannering was late, and it was quite unusual for them to meet her there; they generally met half way between Kilcreggan and Craigendoran. The Diana Vernon was going slow to let the Madge Wildfire away from the pier. When that steamer left both steamers were going to the pier. The Guy Mannering was not at the quay nor in possession of the quay before the Diana Vernon reached it. The latter was as near the pier as the former steamer.

“Dr Fergus, Glasgow, was also examined, and gave an account of the accident.

“Bailie Mitchell, with the Assessor, then retired to consider his decision, and, on returning, said he had given the matter full consideration. It was a curious coincidence—indeed, he supposed it un-exampled—that two captains in the service of the same company should have to appear in the position occupied by the accused parties. However, they had nothing to do with any rivalry between captains. It seemed to him, from the preponderance of evidence, that the Guy Mannering came up the river late that day, and insisted on pressing into the pier, not any slower, but even at a quicker rate, than was her usual practice, and, therefore, he must convict the captain of the Guy Mannering, and fine him in the full penalty of £5. As regards the captain of the Diana Vernon, he was compelled to take all precautions for the safety of the passengers. He did not think the same blame attached to him; still, in the public interest, he must fine him £3.

“The fines were paid.”—Glasgow Herald, October 7, 1886

In a meeting concerning the regulation of steamboat traffic at the end of October the previous year, the Kilcreggan piermaster had voiced some of the problems he faced. Ironically, the meeting had been called to address racing and collisions at piers; notably the collision between Columba and Sheila—now the Guy Mannering—at Innellan.

“The Kilcreggan piermaster said that the signalling of steamers at a pier was not such an easy matter as some people seemed to imagine. For instance, at his pier he had seen two steamers coming from the east, two from the west, and sometimes one from the south, all making for the landing-stage at the same time, where there was only room for one steamer. How could he possibly arrange his signals to meet a state of matters of that description? His pier was situated in a bay, and the steamers came along the shore all the way. In regulating the traffic he would always allow the steamer next the shore to get the preference, because there was no room for them to give way. Unless a steamer were in advance a hundred yards he would stop her. He would also give a piermaster power to cause a steamer coming from the city to stand by in favour of another coming in the opposite direction, as it might be assumed that she was running to catch a train; and he would do that even although the town steamer were the faster boat, because captains of all the steamers maintained that their boat was the fastest. As to what had been said about the captains of steamboats giving piermasters gratuities for their services, he would prefer to be a servant of the Clyde Pilot Board, because he was to be responsible to them in case of misdemeanour.

“The Chairman asked if it were not the case that it would lead to racing it were made the invariable rule that the steamer inshore should be allowed the preference when approaching a pier.

“The Piermaster said that, of course, there was the rule of the road, which would obviate that, and then in taking Kilcreggan Pier from different directions, one steamer was on the port side while the other was on the starboard.

“The Chairman—But the captains do not always obey the rule of the road, unfortunately.

“The Piermaster afterwards paid a tribute to the character of captains and their conduct when approaching his pier. He had had as many as 47 different steamers at it last season, and there was not a captain but obeyed his order when he held up his hand. He afterwards started as his opinion that it was the duty of the Pilot Board to draw up any regulations which they might desire to enforce, because, as a rule, the piermasters were a migratory class, being merely yearly tenants.”—Glasgow Herald, October 29, 1885

The upshot was that various methods of signalling at the piers were tried out and the winning design universally adopted where signalling was required.

“Steamboat signals at Clyde piers.—A meeting of the Committee of the Clyde Pilot Board was held in Glasgow yesterday. In addition to the five signals which were inspected recently at the various piers, two others, one by Mr J. C. Dobbie, Clyde Place, and the other by Mr Charles Henderson, York Street, Glasgow—were examined by the Committee. After some consideration two of the plans were selected for final test, viz., Mr C. E. Allan’s and Mr G. S. Buchanan’s. The latter signal, which is erected on Kilcreggan Pier, is to be removed to Innellan and erected there, so that steamboat captains may have opportunity of testing both methods erected on the same pier. The joint-committee of the Pilot Board, steamboat masters, and pier masters will thereafter meet and decide finally the signal to be recommended for adoption. “—Greenock Telegraph, June 14, 1887

Despite the measures introduced by the Clyde Pilot Board, racing continued and there was another incident at Kilcreggan.

“Steamers racing for Kilcreggan pier.—Yesterday forenoon the Kilmun steamer Madge Wildfire and the Craigendoran steamer Diana Vernon were making for Kilcreggan pier the same time, and, as neither of the captains would give way, it looked as if an accident could not be avoided, so close were the boats to each other. In approaching Kilcreggan the Madge Wildfire was in front, but the Craigendoran boat, being closer to the pier, endeavoured to get between the opposing boat and the pier at what appeared be some considerable risk. Ultimately, when the captain of the Diana Vernon saw it was impossible for him take first, he reversed his engines and backed, but so near were the steamers to each other that in doing so grazed the side of the Madge Wildfire, but no damage was done. The passengers on board both vessels eagerly watched the proceedings, as did also the few people on the pier.”—Greenock Telegraph, June 25, 1887

“Alleged racing of steamers on the Clyde.—At the Marine Police Court—Bailie Mitchell presiding—Captain M‘Neill, of the Diana Vernon, and Captain Campbell, of the Madge Wildfire, were charged with contravening the 13th section of the River Clyde Pilot Board Regulations, by attempting to race their respective steamers against each other when approaching Kilcreggan pier on the 24th June. Mr Thomas A. Fyfe appeared for Captain M‘Neill, and Mr Aitken for Captain Campbell. The accused pleaded not guilty. After evidence had been led, the charge was found not proven, and they were dismissed from the bar.”—Glasgow Herald, July 28, 1887

Captain Campbell’s Holy Loch steamer Meg Merrilies leaving Kilcreggan in the 1880s (Robertson)

The new steamboat operations by the Caledonian Steam Packet Company, Ltd., began in 1889, taking over the steamers, Meg Merrilies and Madge Wildfire, and the business of Captain Campbell’s Holy Loch service. In September of that year, there was a tragic accident as the Madge Wildfire left Kilcreggan.

The Caledonian Steam Packet Company steamer Madge Wildfire off Cove

“Lamentable collision on the Clyde near Kilcreggan.—Three men drowned.—A bereaved Greenock family.—On Saturday night a disastrous collision, involving the loss of three lives and narrow escape of a fourth, occurred on the river, near Kilcreggan Pier, between the passenger steamer Madge Wildfire, owned the Caledonia Steam Packet Company, and the steam yacht Osprey, belonging to Mr R. B. White, of Ardarroch House, Loch Long. The particulars received of the distressing affair are as follow: Early on Saturday morning the Osprey, which is a yacht about 13 tons, left her moorings opposite Ardarroch House for Greenock. Those on board were William Rodgerson (captain), residing 5 York Street (Glebe), Greenock; John Kane (engineer), living in Ropework Street, Greenock; Mr Hall, a London gentleman. who was a guest of Mr White’s Ardarroch House; and Fraser, head gardener to Mr White. The purpose of the yacht coming to Greenock was to land Mr Hall and Mr Fraser at Princes Pier, both of whom had business to transact in Glasgow. Captain Rodgerson put the Osprey into the Albert Harbour during the forenoon, as he had received instructions to await the arrival of the two men on their return from Glasgow in the evening. Mr Hall and Mr Fraser went on board again about seven o’clock, and the yacht shortly afterwards left for Loch Long. A stiff breeze was blowing at the time; but, strange to say, although the night was pretty dark, the yacht exhibited no lights at her masthead. All proceeded well, however, until the Osprey was off Kilcreggan, where the Madge Wildfire, under the command Captain Peter Campbell, was just then on the point of leaving the pier for Gourock. The rest is soon told. When the Madge Wildfire was some three or four hundred yards from the pier, and proceeding at full speed towards Gourock, the mate, who was standing at the bow, thought he observed a small dark object right in front, and immediately sung out to Captain Campbell, who was his place on the bridge. The captain telegraphed the engine-room to reverse engines, his orders being at once given effect to. But it was no use; the distance was too short; and the Madge Wildfire went dashing into the Osprey and cut her in two—one half passing by the port , and the other half by the starboard side the steamer. The force of the collision with the small craft was hardly felt by those on the deck of the Madge Wildfire, and the passengers in the saloon knew nothing of the terrible nature of the accident until the steamer had stopped. Even before this Captain Campbell had lifebuoys and ropes thrown overboard, and a boat lowered to the rescue, the crew of which succeeded in picking up Rodgerson, who was in an unconscious state. He was taken on board and attended to by two medical gentlemen who were passengers on the steamer. Nothing could be seen of the others, and after standing by for some time, the Madge Wildfire was headed towards Gourock; and on arrival there Rodgerson, who was still unconscious, was placed under the care of Dr Wyllie, who ordered his removal to the Greenock Infirmary. Stationmaster Halliday promptly placed an engine and special carriage on the line, and had the unfortunate man conveyed to Cathcart Street Station, whence he was removed in the carriage ambulance to the Infirmary, where he has since been under the care of Dr Fleming, the house surgeon, and Dr Robertson. Captain Rodgerson regained consciousness yesterday morning, and was able afterwards to give a few particulars as to what took place on board his vessel immediately preceding the accident, from which it will be seen that Hall, Mr Fraser, and engineer Kane went down with the Osprey when she was cut in two. He states that he did not leave Greenock till he considered all the fast river steamers had completed their journeys for that night, and that he was so well acquainted with the coast opposite that he did not think it necessary to put up a masthead light. Captain Rodgerson further states that at the time the catastrophe he was steering, with Mr Hall and Fraser standing close by, while Kane was below, and that he did not see the Madge Wildfire until she was close upon him. The terrible nature of the danger was so vividly placed before them that they lost the power of speech, and before anything could be done or attempted the yacht was cut in two, and all four were overwhelmed in the crash. The only thing he remembers was endeavouring to take off his coat and vest with the object of swimming ashore. This most have been a second or two before the collision took place. All is blank in his mind afterwards. He has no recollection of seeing any the other three in the water, and they must have gone down shortly after the vessel was struck. He complains of a soreness in his chest, and thinks he must have been struck by the steamer, but the doctors say there are no bones broken. Rodgerson’s watch stopped at 7.40, so that the accident must have taken place about ten minutes before that. A passenger by the Madge Wildfire states that he was standing on the hurricane deck looking forward shortly before the collision took place. The night was very dark, with a somewhat heavy sea on. When he heard the mate sing out to the captain, he looked forward and thought he could discern through the gloom the hull of a small vessel immediately ahead. The captain gave the order to reverse the engines immediately the mate called out, but nothing could be done to avert a collision. One half of the yacht went by the port and the other half by the starboard side. Both portions disappeared shortly after passing the paddle-wings. So far as he could hear, the yacht’s boiler did not explode. He thought he heard shouts in the water for a moment or two, but in the darkness no one could be seen.—The engineer, John Kane, who was drowned along with Mr Hall and Mr Fraser, resided in Ropework Street, Greenock, where has left a widow and family, for whom, and for others bereaved by this dire catastrophe, the greatest sympathy is felt. The accident having taken place within the Dumbartonshire jurisdiction, Inspector Bremner, of the County police here, telegraphed late on Saturday night to Superintendent Murray, at Helensburgh, who came over to Greenock yesterday and instituted inquiries as to the cause of the accident. Mr John Cameron, Depute-Fiscal, was also present; and Captain James Williamson, marine superintendent the company’s steamers at Gourock, also called the Infirmary during the course of yesterday. The Madge Wildfire, after landing her passengers at Gourock, returned to Kilmun the same evening to take up her usual run this morning. The accident has caused a great deal of talk both in Greenock and Gourock, and much regret is expressed at the sad loss of life.

“The yacht’s small boat drifted up to Princes Pier yesterday morning, and was taken possession of by the Customhouse officials.

“The Madge Wildfire arrived at Greenock this morning on her usual run from Kilmun. She is slightly damaged about the bows. It is understood that the crew aver that the yacht had no lights burning, consequently she was not seen before it was too late to avoid a collision. The steamer and the small boat remained by the spot for some time in case any of the unfortunate men should be found floating on the wreckage, but nothing could be seen of them.

“Captain Peter Campbell, of the Madge Wildfire, attended this forenoon at the Customhouse, and made his deposition before Mr Charleston, collector of H.M. Customs at Greenock.

“On inquiry this forenoon at the infirmary, we ascertained that Captain Rodgerson was progressing favourably towards recovery.”—Greenock Telegraph, September 30, 1889

Racing for Kilcreggan continued.

Glasgow & South-Western steamer Marquis of Bute

“Steamboat racing on the river.—Yesterday at the Marine Police Court, Glasgow, John Buie, master of the river steamer Meg Merrilies, was charged with breach of the byelaws for licensed pilots employed in the navigation vessels on the River and Firth of Clyde having, on 23rd June, while in charge of said steamer, gone alongside Kilcreggan Pier without being signalled to do so by the pier-master. Captain Buie pleaded not guilty. It was deponed for the prosecution that the steamer Chancellor was signalled first for the pier, but that the Meg Merrilies, while going half-speed, made a rather short sweep for the place. The consequence was that the Chancellor had to stop in order to avoid a collision. It was contended on behalf of Captain Buie that he had acted in accordance with the regulations of the Board of Trade. The Magistrate, however, found the charge proven, and sentenced Captain Buie to pay a fine of two guineas. At the same Court, Duncan Munro, master of the excursion steamer Marchioness of Bute, was charged with having, on 18th June, sailed his vessel between Dunoon and Innellan, and having been overtaken by the Jeanie Deans, failed to allow her to pass freely. The case was found proven, and Bailie Pettigrew, after commenting the reprehensible practice of excursion boats racing with each other, admonished the captain, but intimated that he would deal otherwise with any future cases.”—Greenock Telegraph, July 30, 1891

The captain of the Meg Merrilies ended up in the Marine police Court.

“Steamboat Captains at the Police Courts.—Signalling at Steamboat piers.—At the Glasgow Marine Police Court on Wednesday, John Buie, captain the Meg Merrilies was charged that on 22nd June, while in command of his steamer, and when approaching Kilcreggan pier, where signalling apparatus is erected, he came alongside the pier without being signalled to do so by the piermaster. Mr Lang, Clerk of Police, prosecuted, and Mr Brock, solicitor, Glasgow, defended.

“Angus M‘Allister, piermaster, Kilcreggan, stated that he was on duty at Kilcreggan Pier about six o’clock in the afternoon, and noticed the Chancellor, Lucy Ashton and the Meg Merrilies, approaching. They were all about 300 yards from the pier when he gave the signal to the Chancellor to take the pier. In his judgment she was lying nearest. The Chancellor came on in answer to the signal, and the Meg Merrilies also made to take the pier. Had they both continued there would have been a collision, but the Chancellor stopped to avert that, and the Meg Merrilies crossed her bows, just shaving them. Both steamers had a considerable number of passengers on board. The Meg Merrillies came on to the pier, and he refused to take the ropes, but, after a moment’s consideration, thought it would be better to allow her to land her passengers, and he received her. He told the captain of the Meg Merrilies that he had broken the laws, and that he would report him. The captain made no remark.

“By Mr Brock.—He understood that there had been complaints about his method of signalling, but he had never been before the Pilot Board.

“John Muir, master the Chancellor, stated that the time in question he was charge the Chancellor. He remembered approaching the pier at the same time as the Lucy Ashton and the Meg Merrilies. His boat was in the centre and he got the signal. He continued and the Meg Merrilies did the same, but he had to stop avert a collision. The Meg Merrilies crossed his bows.

“Other witnesses—passengers on the Chancellor and Lucy Ashton—gave corroborative evidence.

“Archibald Keith, for the defence, stated that was the mate on the Meg Merrilies. His was the steamer nearest the pier, as far as he thought, and he naturally expected to get the signal.

“If you had stopped when the signal was given, what would have happened?—I thought it was as safe to go ahead as to stop. The Meg Merrilies was crossing the bows of the Chancellor at the time. She would be about half-wings, that is, aft the paddle boxes, if anything. As he understood his master was approaching the pier in terms of the regulations at sea for the prevention of collisions. The Meg Merrilies took the pier quite easily, and landed the passengers without ropes or a gangway.

“The Magistrate said the evidence had received careful consideration from the Court, and looking to the whole circumstances found that the preponderance of evidence showed that the Meg Merrilies was not crossing the bow of the Chancellor, and consequently the captain did wrong in taking tins pier without the signal to approach and against the signal of another steamer. He therefore found the charge proven, and fined the accused two guineas.”—Rothesay Chronicle, August 1, 1891

The numbers of calls by the Caledonian Steamers and the North British Steamers showed that the old piers required strengthening and renewal. This was begun in 1891 at Kilcreggan, but the repairs were patching over a structure that should have been condemned. The following year the Glasgow and South Western Railway Company entered the fray, further increasing the number of calls and added to the problem.

“Kilcreggan Pier is about to receive an extensive overhaul. The work is to be completed by the end March.”—Glasgow Evening Post, January 28, 1891

“Signalling at Clyde Piers.—Captain Macgregor of the G. & S.W. steamer Marquis of Bute, was charged at Glasgow Wednesday with having on 4th June taken Kilcreggan pier without receiving the signal. Evidence showed that the Madge Wildfire of the Caledonian Co. and the Marquis were approaching together from the west and the Madge being innermost was signalled to come on. The Marquis took the pier and the piermaster refused to help them. Captain Macgregor’s men went ashore and did the work themselves. A fine of four guineas was imposed and appeal was intimated by defender’s agent.”—Rothesay Chronicle, July 2, 1892

“Prosecution for disregarding a signal at Kilcreggan pier.—Conviction of a steamboat captain.—A case considerable interest was heard at the Marine Police Court in Glasgow yesterday. Peter M‘Gregor, captain of Glasgow and South-Western Company’s steamer Marquis of Bute, was charged—before Bailie Fleming—with having, on 4th June, taken the pier Kilcreggan without receiving the signal. Captain Sinclair prosecuted, and Mr J. A. Mackenzie, writer, for Thomas Brunton, solicitor for the Glasgow and South-Western Railway Company, appeared for the defence. It seems that the Madge Wildfire, belonging to the Caledonian Steam Packet Company, and the Marquis of Bute were approaching the pier together from the west, and the former being the innermost, she was signalled to come on. The Marquis of Bute, however, failed give way, and took the pier against the signal, keeping the Madge Wildfire in shore. Daniel M‘Allister and Angus M‘Allister, piermasters at Kilcreggan, were examined for the prosecution, and both stated that the signal was given to the Caledonian boat to come away first, and that they refused to throw the lines or give gangways to the other steamer. But the captain of the Marquis of Bute put his own men ashore, and made fast the lines. Four or five witnesses for the defence stated that Madge Wildfire was immediately astern of the Glasgow and South-Western boat, and that she was in that position when they reached the pier. Bailie Fleming, in giving his decision, said that Mr Mackenzie had made the very best of a bad case. The piermaster was the sole judge, and the byelaws gave him power to decide. The case had been clearly proven. He must, therefore, fine Captain M‘Gregor in four guineas. Intimation of appeal was lodged by the defender’s agent.”—Greenock Telegraph, June 30, 1892

A new pier structure at Roseneath was required, and this was begun early in 1893. The site of the pier was further south from the narrows from the site of the old pier, and further distanced from the tidal race that occurred there twice daily. There were delays in completing the work but it was ready to accept steamers by the end of June.

Roseneath pier and Row in 1903 (Valentine)

“Messrs Alex. Findlay & Go., bridgebuilders, Motherwell, have received instructions from Messrs Wharrie, Colledge & Brand, C.E., 109 Bath Street, Glasgow, to proceed with the construction and erection of a new iron pier at Rosneath, on the Gareloch, to be finished in May, for his Grace the Duke of Argyll. Messrs Findlay have a good deal of important work, in hand, including a three-span steel bridge for Crossmolina, county Mayo, Ireland, for the Grand Jury there, to be completed in July also, several bridges to the order of the India Office for requirements in Burmah, about ready for shipment. And among other orders for home railways may be mentioned the whole of the steel-work required for the West Highland Railway, extending from Craigendoran to Fort-William and Banavie (104 miles), and which is expected to be completed at the end of this year.”—Glasgow Herald, March 22, 1893

“The new iron pier at Roseneath, which was to be ready for traffic three weeks ago, is still unfinished, and will not be ready for passengers for fully three weeks yet. The new pier is a short distance further down the loch than the old one, and extends eight feet further into the water. This will be an advantage to captains of steamers in taking the pier, as the steamers will be out of the strong tide which runs through the narrows.”—Glasgow Evening Post, June 12, 1893

The new Roseneath Pier

“Accident to excursionist.—On the arrival of a steamer at Roseneath crowded with excursionists from Greenock on Saturday afternoon, a man named Conn Dollan fell from the pier into the water, and in doing so sustained a severe cut above one of his eyes, which rendered him insensible. He was at once conveyed to the Helensburgh Infirmary.”—Glasgow Evening Post, June 26, 1893

Lucy Ashton, North British steamer, at Roseneath new pier with the Ferry House and site of the old pier on the right

The pier buildings at Roseneath were not completed for quite some time, resulting in some satirical comments in the newspapers.

“Rosneath pier is having new waiting-rooms, but it is not the case that the Lord is writing an inaugural ode.”—Greenock Telegraph, May 31 1897

“Considerable progress has been made with the new waiting-rooms at the head of Roseneath pier.”—Paisley Gazette, June 5, 1897

North British steamer, Lady Rowena, leaving Roseneath

North British steamer, Lucy Ashton, at Roseneath

In the meantime, Kilcreggan pier was receiving attention, and was rebuilt on the site of the old pier.

“Kilcreggan Pier rent has gone up about £l00, and the lessee who has lifted the pennies for nearly twenty years makes way in May for a new tacksman.”—Glasgow Evening Post, December 5, 1895

“The Marquis of Lorne has resolved to erect the new pier Kilcreggan on the site of the present one, and the work now being proceeded with. Operations will be completed before June.”—Greenock Telegraph, January 25, 1897

“The operations at Kilcreggan pier are being rapidly pushed forward, and in the course of few days the deck of the pier-head will be clear of all plant and machinery. The heavy steam crane, engine, and other plant have been removed, and once the flooring has been completed operations will confined to bracing the piles. &c. This will not interfere with the ordinary traffic.”—Paisley Gazette, June 12, 1897

Kilcreggan Pier around 1900

Competition between the railway companies continued.

“Excitement on board river steamers this morning.—The rule of the road.—A passenger from the coast to Greenock this morning gives us the following:—After leaving Kilcreggan Pier this morning for Greenock, the S.-W. steamer Chancellor was met in mid-channel by the North British steamer Talisman, which was on the run to Craigendoran. As they approached each other the captain of the Chancellor sounded his steamer’s whistle, which was answered by the Talisman. The whistling was repeated, but by this time both vessels were in dangerous proximity to each other. Indeed, it looked as if nothing short serious accident would take place, and, as may be imagined, much excitement prevailed amongst the passengers board the boats. As a matter of fact, it is stated that the Talisman touched the Chancellor midway between the bow and the wing. The captain of the Talisman shouted to the captain of the Chancellor, “where are you going to?” and received the reply “you are the overtaking boat, and you should give way.” The Talisman then moved ahead, and the Chancellor afterwards carried on to Princes Pier. It may be added that the whole incident occupied a couple of minutes, during which passengers freely expressed the opinion that the captains, instead of bringing their vessels into close proximity to each other, should take greater precautions for the safety of travellers.”—Greenock Telegraph, June 22, 1898

Glasgow & South Western steamer Viceroy at Kilcreggan

Glasgow & South Western steamer Mars at Kilcreggan (Wrench)

North British steamer, Waverley, at Kilcreggan (Ritchie)

The new century brought a significant reduction in incidents brought to the attention of the press. Perhaps it was the beginning of construction of the new fort at Portkil, just to the east of Kilcreggan, in April 1901, that the brought about some order.

Boarding the carriage at Kilcreggan in 1906

Leaving Kilcreggan in 1906

Caledonian Steam Packet Company steamer Ivanhoe leaving Kilcreggan

Traffic continued through the twenties and thirties either the amalgamation of the railway companies. The Gareloch traffic and calls at Roseneath were the province of the L.N.E.R. steamers, principally Lucy Ashton, while both L.N.E.R. and L.M.S. and Caledonian Steam Packet steamers served Kilcreggan.

North British steamer Talisman around 1920 at Kilcreggan

Caledonian Steamer Caledonia approaching Kilcreggan on the Holy Loch roster in 1925 (Valentine)

Caledonia approaching Kilcreggan in 1925 (Valentine)

The new Jeanie Deans at Kilcreggan in 1931 (Valentine)

Gareloch steamer Lucy Ashton passing Roseneath Ferry House

In the mid 1920s, a motor-boat service was begun between Gourock and Kilcreggan by Messrs Ritchie. The L.M.S. Railway, who owned Gourock pier attempted to close it down in 1936, but public pressure forced a re-think.

Kilcreggan Ferry at Gourock

“Gourock motor-boat ferries.—Ban on use of slipway for Kilcreggan and Kirn Services.—Motor boat ferry services between Gourock and Kilcreggan and Gourock and Kirn are likely to be affected by an intimation by the London Midland and Scottish Railway Company that the use of the slip at Gourock Pier will be withdrawn. The Company have, however, given the proprietors of the ferry services the option of using the steps on the quay opposite the Gamble Institution. The Company state that their reason for withdrawing the use of the slipway is that large crowds gather to watch the ferries, and cause unnecessary congestion on the pier. In the meantime the present services between Gourock and Kilcreggan are being carried on as usual and the proprietors of the motor ferry boats are making representations to the Company with the object of securing the continued use of the slipway. The motor ferry service to Kilcreggan has been in existence for about 10 years, and is the only means of communication between the two places on Sundays. Glasgow business-men residing in Kilcreggan are signing a petition to the Railway Company protesting against the ban on the use of the present jetty.”—Scotsman, August 24, 1936

“Gourock-Kilcreggan ferry service Motor ferry boats running between Gourock and Kilcreggan are to be allowed to continue using the L.M. and S. Railway Co.’s jetty at Gourock Pier. The Company recently asked the ferry masters to remove their boats from the pier slipway, as the service interfered with the Company’s property. As a result of protests by regular users of the Gourock-Kilcreggan ferry, and especially by those who patronise it on Sundays, when no steamers are available, the railway officials had a meeting with the Gourock-Kilcreggan ferry master, who has now been informed that, subject to certain details being arranged, the Kilcreggan ferry boats will be permitted to continue using the pier slipway.”—Scotsman, August 31, 1936

Lucy Ashton approaching Roseneath in the late 1930s (Tuck)

The second world war say the militarization of the Gareloch and in March, 1942, the following advertisement appeared in the newspapers.

“London and North Eastern Railway.—Roseneath Pier.—The public are respectfully informed that the Company’s steamer will not call at Rosneath pier after Wednesday, 18th current, and that accordingly sailings to Rosneath presently advertised will be cancelled after that date.”

With that, Roseneath pier was closed and traffic diverted to Kilcreggan, three miles away.

In the aftermath of the second world war, the L.N.E.R. steamer Talisman on her late sailing from Rothesay to Craigendoran, ran aground at Kilcreggan.

DEPV Talisman in post-war condition (Valentine)

“The Clyde passenger steamer Talisman, which ran aground at Kilcreggan on Saturday night, was refloated last night with the assistance of two tugs, and proceeded under her own power to Craigendoran.

“At the time of the mishap the Talisman was on the last run from Rothesay to Craigendoran, and was due to call at Kilcreggan pier. The engines had stopped as the vessel was gliding alongside, when a defect developed in the electrical system which prevented the paddles from being reversed.

“The steamer was carried broadside onto the beach about 400 yards east of the pier. There were about 80 passengers aboard, and although there was excitement as the vessel moved towards the shore the impact of the grounding was slight and there was no alarm.

“When a second railway steamer, the Marchioness of Lorne, and motor boats owned by Ritchie Brothers, of Gourock, failed to refloat the Talisman, the passengers were taken off and landed at Helensburgh.”—Glasgow Herald, January 5, 1948.

Talisman aground at Kilcreggan in British Railways colours

“After being stranded on the rocky shore east of Kilcreggan pier for 24 hours, the paddle vessel Talisman was refloated shortly before six o’clock last night, almost at high tide. The Talisman grounded in the darkness while on her last run with passengers from Rothesay to Craigendoran on Saturday night. Her 70 passengers were taken off by motor boat and landed at Craigendoran Pier. Early morning attempts by two tugs at high tide yesterday failed to refloat the vessel and it was feared that she would have to be left on the beach until the next spring tide. Last night’s successful effort was made by the Metal Industries’ salvage tug Metinda and the Clyde Shipping Company’s tug Flying Falcon, although there were 15 inches less water at high tide than on the previous evening. The ship was only slightly damaged, and was able to proceed to Craigendoran under her own power. Built on the Clyde in 1935, the Talisman was the first Diesel-electric paddle steamer in the world. She served as a minesweeper during the war.”—Scotsman, January 5, 1948

The Lucy Ashton was brought in from lay-up to replace Talisman until the latter could be repaired and this marked the last time the veteran steamer was in service.

“Steamer for shipbreakers’ yard.—The Clyde’s oldest pleasure steamer, the paddle vessel Lucy Ashton, is to go to the shipbreakers’ yard within the next few days. Built 60 years ago she was a favourite with travellers between Craigendoran and the Clyde coast. Her last spell of duty came early this month, when she was called out at short notice to take the place of the Talisman, which was stranded near Kilcreggan. The Lucy Ashton was built at Rutherglen and had to be floated down the Clyde under the Glasgow bridges on the upper reaches of the river before workmen could fit the mast and funnel. She latterly belonged to the L.N.E.R. Company, and is the first railway vessel to be disposed of since nationalisation. When World War 2 broke out, all the other Clyde vessels of the company were called away for Admiralty service, but the Lucy Ashton maintained the Craigendoran services alone for five years. She lies at present in Bowling Harbour.”—Scotsman, January 16, 1948

After nationalization of the Clyde steamer fleet the following year, the Holy Loch steamer Marchioness of Lorne also found herself aground at Kilcreggan.

Marchioness of Lorne at Kilcreggan in 1947 (Valentine)

“Strong south-west to west gales were experienced around the coast of Scotland yesterday, and reports indicate that several ships had to run for shelter , while some were driven ashore. . . . The Marchioness of Lorne (a British Railways paddle steamer) on her first run of the day went aground east of Kilcreggan Pier and was pulled off by two tugs at high tide in the evening. Among the four passengers who were taken off the steamer by motor boat and brought to Gourock was Lord Inverchapel, former British Ambassador at Washington. His Lordship was threequarters of an hour late in keeping a luncheon engagement in Glasgow, at which he was one of the speakers.”—Scotsman, February 23, 1949

Jeanie Deans at Kilcreggan in the 1950s

One of the new Maid vessels at Kilcreggan in 1954 (Valentine)

The pier buildings at Kilcreggan were rebuilt in 1964, and the pier itself strengthened and improved. The pier remains open.

Monteith, Joy; McCrorie, Ian. “Clyde Piers.” Inverclyde District Libraries, Greenock, 1982.