Although the pioneer steamboat on the Clyde, Comet, was placed on the river by the owner of the Bath’s Hotel in Helensburgh, the steamboat ran from the Broomielaw to Greenock. To get the additional distance from Greenock to Helensburgh, a sailing packet was required. Regular steamboat service to the north bank of the estuary began in 1815 with the Joint Stock Company in Dumbarton that provided the steam-boat, Duke of Wellington, to run between that town and the Broomielaw. By that time the steam boats Prince of Orange, Captain M‘Innes, and Princess Charlotte, Captain Duncan, and Clyde, Captain M‘Kenzie, every lawful day on the busy route to Greenock extended their sailings to include Helensburgh.

Two years later, on May 26, 1817.—“The Marion steamboat will commence sailing to-morrow for Greenock and Helensburgh, and every lawful day at 8 o’clock morning and on Saturday evening at 6 o’clock. Will leave Greenock for Glasgow at 2 o’clock every afternoon, and on Monday morning at 4 o’clock. Those intending to go by the Marion will require to be on board by the hour fixed, or they will lose their passage. From her draught of water she is enabled to sail at all times of the tide, and will start the same as a mail coach.” Marion, however, was soon gone to sail on Loch Lomond.

Others on the station that year included the Prince of Orange, Captain Emmers, Neptune, Captain Leitch, Waterloo, Captain Muirhead, and the steamer Britannia, Captain Wyse, that sailed to Campbeltown once a fortnight, returning the next day, and spent the remainder of her time on the Helensburgh route in consort to the Waterloo.

Princess Charlotte

It appears that the Princess Charlotte was laid up in 1817 and over the next year or so many of the early Clyde steamboats had modifications made to their hulls and machinery that improved their speed and reliability. Some of the less popular vessels re-emerged with new names. By 1820 we find the Helensburgh station occupied by the Greenock (formerly Princess Charlotte), Port Glasgow (formerly Prince of Orange) and the old Waterloo. The following year, these three were joined by the new Caledonia that was built by Messrs Wood at Port Glasgow and employed by David Napier, mainly to ferry passengers from Glasgow for the Liverpool packet at Greenock. She was 85 ft long and built of wood, as were the other vessels at that time, and had propulsion furnished by Boulton & Watt of Birmingham.

It seems likely that some of the steamboats ventured into the Gareloch. They certainly called at Roseneath when required on their way between Greenock and Helensburgh. The Robert Burns was added to the station in 1819.

The pattern of service for a number of the older and smaller steamboats on the river that involved serving the important route between the Broomielaw and Greenock became apparent in the 1820s. Many were advertised to link with the channel steamers that could not at the time make their way up the Clyde to Glasgow and were loading at Greenock. The added revenue for trips to either Gourock or Helensburgh was a welcome supplement.

“The Waterloo will sail daily to Greenock and Helensburgh. The hours of sailing to be seen on the boards. Glasgow, 1st May, 1821”—Glasgow Herald, May, 1821

A serialized account of trips by the Glasgow merchant Thomas Duffle down the Clyde on the Waterloo and Britannia formed the basis for John Galt’s novel “The Steamboat” published in 1822. The details of the new form of transport including the all important steward’s department and the fascinating parade of characters sharing a trip that included grounding on a sandbar between Greenock and Helensburgh provide a backdrop on the steamboat service that is largely lost to history.

In 1823 the Lochgoilhead steamboat, Fingal, was sold and after some repairs had been carried out reappeared as the Roseneath Castle on the Helensburgh service.

It was in 1824 that the partnership of James Henderson & Alexander M‘Kellar had a wooden steamer, Sovereign, built by Messrs James Lang at Dumbarton with engines of 36 horse power constructed by Messrs Claud Girdwood & Co., of Glasgow. She was 93 feet in length by 16 feet in breadth. The new partnership placed Sovereign on the Helensburgh route. Captain Henderson was just 30 years old and would go on, not only to dominate the Gareloch service, but also to build many of the record breaking steamboats in the 1860s on the Rothesay route.

The following year, sailings to Helensburgh and the Gareloch also experienced an increase in competition. The established steam-boat, Sovereign, continued in the trade but now had the new Helensburgh as a competitor. The new vessel was a product of William Denny’s yard and engined by Robert Napier who was also a principal in the Glasgow, Helensburgh and Rosneath Steam Boat Company, that owned her. The company was under the management of Mr T. Brown. Helensburgh’s dimensions were similar to those of the Sovereign; 100 feet in length by 16 feet in the beam, but she had a more powerful engine, at 52 horse power, manufactured by one of the up and coming engineers on the river. Indeed, she was the first vessel to have two eccentrics, one for going forward and another for reverse. She also had an iron mast that was in fact the chimney for the stove in the cabin.

In 1825 then, the steamboats competing for the Helensburgh and Gareloch trade were a mixture of the old and worn—predominantly restricted to sailing to Helensburgh—that included the Greenock, Port Glasgow, Waterloo (for sale), Robert Bruce (formerly Robert Burns), Highland Lad (formerly Defiance, and for sale), Roseneath Castle (formerly Fingal), and Lord Byron (formerly Clyde), and more modern vessels, Caledonia, Post Boy, Sovereign and Helensburgh. The latter two certainly ventured into the Gareloch. At the time, the Gareloch was sparsely populated with a sprinkling of farms and fishermen’s cottages and some larger houses. Gareloch-head was the only village of any size, though there were nine inns along the eastern shore contrasting with the single ferry-inn at Roseneath. Helensburgh was a growing town, favoured as a watering place by the Glasgow gentry in the summer, and attracted the bulk of the steam-boat traffic.

“Steam Boat Sovereign, Captain Henderson begs leave to inform the public from whom he experienced so large a share of patronage last year, that he has completed the alteration made for their comfort and hopes they will continue to give him that support they have hitherto so liberally bestowed. He will continue to leave Helensburgh every morning, and Glasgow every afternoon during the summer. The Sovereign steam-boat sails from the Broomielaw at twelve o’clock noon with passengers and parcel bag for the Henry Bell.”—Glasgow 11th August, 1825

Helensburgh (Macleod)

The advertisement for the new Helensburgh made no extravagant claims but both steam-boats assumed the same schedule and doubtless there were instances of racing.

“The new steam boat Helensburgh will sail from the Broomielaw for Greenock, Helensburgh, and Roseneath, this day and tomorrow at three o’clock afternoon and will continue to ply regularly to and from these places at the hours mentioned on the boards. The Helensburgh is fitted up in the most elegant and comfortable manner, and her rate of sailing is at least equal to that of any other on the station.”—Glasgow 29th July, 1825.

With these new steam boats on the station, the older boats were slowly but surely withdrawn. The old Waterloo was sold 1825, and Lord Byron, now renamed George IV, was advertised for sale at the beginning of 1827.

Robert Napier lost no time in adding a consort for the Helensburgh. The appropriately named Ardincaple, was completed in 1826 by Messrs Lang and Denny at Dumbarton. Her machinery was supplied by Messrs Robert Napier. She was a little smaller than Helensburgh at 95 feet but her engines were of similar power. Unfortunately, her draft was too great for the station, and she was offered for sale the following year.

“For sale by private bargain, the steam-packet Ardincaple, at present plying on the Clyde. The Ardincaple is only one year old, is an uncommonly strong vessel, built of British oak, and completely framed from stem to stern, is fitted up with safety water-tight bulkheads, is copper fastened and coppered; and admeasures, exclusively of the space occupied by the engine and boiler, 87 tons; she is schooner-rigged, is propelled by an excellent engine with a 37½ inch cylinder, 3 feet stroke (equal to 45 horses power) and sails remarkably fast.

“Her accommodations are of the most elegant and comfortable description, and consist of a main cabin 16 feet by 15, a ladies cabin with two sleeping births, public and private dining rooms, together with an excellent steerage, eating room for do. &c. &c., and is elegantly and completely furnished, and well found in every respect. She draws 4 feet 10 inches aft, and 4 feet 6 inches at the bow; has proved herself a first-rate sea-boat, is in the very best order, and fit for any station.

“This vessel is offered for sale solely on account of her draught of water being greater than suits the station for which she was intended, and for which her owners have now built a vessel of a lighter description, and she will be warranted sound and complete in every department. For farther particulars, apply to John Laird, No. 8, York Street; or to Allan, Adam, & Hamilton, writers, 5 South Hanover Street, Glasgow, 8th June, 1827.”

The need for steam boats of shallow draft not only reflected on the slowly improving state of the river Clyde where sailing at different states of the tide provided a premium to the masters and owners. For the Helensburgh station in particular, the shallowness around Helensburgh quay also presented an obstacle. The quay was notoriously low and partially covered at high water, making landing and embarking passengers and freight a hazardous enterprise.

The steam-boats advertised on the Helensburgh station for the 1826 season were the old Greenock, Port-Glasgow, and Robert Bruce, with the Caledonia, Sovereign, Helensburgh and Ardincaple.

Despite her shortcomings, the Ardincaple appears to have been popular and was employed in a variety of excursions in addition to her duties on the Helensburgh station.

“Argyleshire election.—On Friday the 7th instant, came on the election of a Member of Parliament for the shire of Argyle. Until the present occasion election in this county had always passed off quietly, as matter of course, exciting no sensation, and seducing from their abodes scarcely any of the freeholders. But on the present occasion. General Campbell of Lochnell, the head of an old and respectable family, and nearly allied to the noble house of Argyle, came forward as a candidate for the representation, in opposition to Mr Campbell of Islay, the former member, and who was understood to have the support of his Grace the present Duke of Argyle.

“On the day preceding the election, the steam boat Ardincaple, displaying the Campbell colours, and conveying a number of gentlemen in the interest of Campbell of Islay came up Lochfine in grand style, and almost the same moment the St George arrived, containing the friends of Lochnell, and having on board band of music.

“On the day of the election the Court-house was crowded at 12 o’clock. After the usual preliminaries,—Mr M‘Lean of Coll proposed Mr Campbell of Islay to be preses of the meeting, which was seconded Colonel Macalister of Barr, whereupon Mr M‘Laine of Lochbuy proposed Mr Malcom Portalloch to be preses, which was seconded by Kirkman Finlay, Esq. of Castle Toward—The roll being called, there appeared majority of 21 in favour of Mr Campbell as Preses. Some new claimants were then admitted to the roll, and thereafter M‘Lean proposed Mr Campbell of Islay as a fit person to represent the county in Parliament, which was seconded by Mr Macalister Barr. Sir John Campbell of Ardnamurchan, Bart, then, in a concise and appropriate speech, proposed General Campbell of Lochnell, as a proper Representative of the freeholders of Argylshire, which was seconded General Lamont of Lamont. The candidates having respectively addressed the meeting, the roll was called, and there appeared a majority of twenty-two in favour of Campbell of Islay. Mr Campbell returned thanks to the freeholders, and paid a sincere and well-merited compliment on the very handsome and liberal manner which the contest had been conducted the gallant General and his friends. The General, in returning thanks to the large and respectable body of freeholders who had supported him, alluded to the various sorts of influence against which he had had to contend, but especially (looking towards the place on the bench occupied by Lady Eleanor Campbell, the “Maids of Islay,” and other ladies of distinction from the Castle), he had to contend with the influence of the fascinating circle of beauty and accomplishment by which his honourable opponent was now surrounded. He believed that if the roll voters was examined, it would be found that Campbell of Islay’s support that day was chiefly derived from those who had been added to the roll since the contest began, and who, no doubt, had been attracted to the cause by the powerful influence to which he now alluded.

“After the election, the Member and the unsuccessful candidate, seated in the same barouche, were drawn through the town amidst the acclamation of the multitude. In the afternoon the candidates entertained their respective voters and friends at dinner. Mr Campbell of Islay, supported by Lord Campbell, Lord John Hay, T. F. Kennedy, Esq. M.P. &c. was attended by a numerous party, who spent the evening in great good humour. No less hilarity prevailed among the party over which Lochnell presided—supported by Sir John Campbell, Bart; Sir C. M‘Donald Lockhart, Bart.; Lamont of Lamont; Macdougall of Macdougall; Mr Malcolm of Portalloch; Robert Downie of Appin, Esq. M. P.; Kirkman Finlay, Esq.; Neil Malcolm, Esq. M. P.; M. N. Campbell, Esq. Lord Provost of Glasgow; M‘Laine of Lochbuy; M‘Neill of Collonsay, &c., and surrounded by a numerous party of the heads of ancient families, and great landed proprietors in the county; the eloquent and well known convivial talents of the gallant General found ample scope, and it would be difficult to say whether his friends were more delighted and gratified with his conduct, or he with the attachment and enthusiasm of his friends.

“There is one feature in this contest which deserves to be recorded, as forming a striking contrast to the disgraceful and melancholy scenes to which some of the English and Irish elections have given rise, and which, we regret to learn, have been imitated in a northern county of Scotland; we mean the perfect good humour and friendly spirit in which the contest for Argyllshire had been conducted on both sides. There does not seem to be any good reason why private feeling should be allowed to interfere with the calm and conscientious discharge of a public duty, which the exercise of the trust vested in the freeholders of every Scotch county undoubtedly is.”—Inverness Courier, July 19, 1826

The Helensburgh steam-boats, Helensburgh and Ardincaple were able to incorporate attendance at the Northern Yacht Club Regatta rowing matches at Greenock.

“The steam-boats Helensburgh and Ardincaple will attend the rowing and sailing matches of the Northern Yacht Club at Greenock on Wednesday and Thursday next, the 2nd and 3rd of August.

“Wednesday, Ardincaple will leave Glasgow at a quarter before ten forenoon and after attending the rowing matches will process for Helensburgh and Roseneath and round the Gareloch, and return to Glasgow by Helensburgh and Greenock leaving the latter place at seven in the evening. Fare 5s. Helensburgh will leave Roseneath at nine o’clock morning and after calling at Helensburgh, Dunoon, Gourock and Greenock will attend the rowing matches from where she will proceed up Holy-Loch to Kilmun where she will remain a short while before returning to Helensburgh and Roseneath in the afternoon Fare 3s.

“Thursday, Helensburgh will leave Roseneath at seven o’clock and follow the yachts at a distance to give passengers an opportunity of witnessing the whole race. If time permits afterwards proceed to Ardentinny and return to Roseneath in the afternoon Fare 3s.

“A band of music will attend on board. John Anderson, Manager.”—July, 1826

New marketing techniques were introduced by the Glasgow, Helensburgh and Rosneath Steam Boat Company to induce passengers to use their fast steam-boats.

“The public will observe with satisfaction that the Proprietors of the Helensburgh and Ardincaple steam boats have engaged a commodious Basket Coach to carry their passengers from the Trongate to the Broomielaw; a scheme for which they deserve every credit, and which the public, we doubt not, will duly appreciate, by giving it that countenance which it justly deserves.”—Glasgow Herald, January 29, 1827

The following year the Ardincaple was on duty for the Clyde regatta. The Ardincaple was destined to leave the Clyde for the east coast to run between Newhaven and Newcastle early in 1828, and in her place, the Glasgow, Helensburgh and Rosneath Steam Boat Company introduced the Clarence in the summer of 1827. With her hull built by Messrs Lang & Denny of Dumbarton, and machinery constructed by Robert Napier, her dimensions and were similar to those of Ardincaple but of lighter construction, she had a shallower draught and was found to be superior in the speed department.

Clarence (Napier)

“Clyde Regatta—Steam Boat Ardincaple. The public are respectfully informed that, during the ensuing week, the Ardincaple will leave Glasgow every morning, and will regulate her movements so as to be present at the various rowing and sailing matches that are to take place, and return to Glasgow in good time in the evening.

“She will leave Glasgow on Monday first, at seven o’clock morning, and after calling at Greenock and Helensburgh, will reach Rothesay in time to witness the sailing of the yachts in a fleet from thence to Largs, where three rowing matches are to take place, and will return to Glasgow by eight or nine o’clock p.m. Farther particulars will be seen on the Boards. Fares very moderate.—Glasgow, July 26th 1827

Both the Clarence and the Helensburgh also attended the Northern regatta but not with spectators. They were participants.

“The Northern Yacht Club—This very useful Association commenced its meeting on the Clyde, on Monday, the 30th ult. The Yacht Club consists of Irish and Scotch branch, now including 169 members, and its tonnage amounts to nearly 600 tons. It meets twice a year—at Belfast in June, and the Clyde in August. Having rendezvoused in Rothsay Bay on Monday morning, the Yachts formed in line astern of the Commodore, and steered over to Largs, where the sports began. It was a week of fine sport, in which both sailing and rowing matches were conducted with great skill and dexterity. A race also took place between the steam-boats Clarence, Helensburgh, and Harlequin, for prizes 15, 10, and 5 guineas, to the north end the Great Cumbrae and back to Greenock, which distance was performed in little more than three hours by the Clarence, nor was the Helensburgh above ten yards behind her.”—Bell’sLife, August 12, 1827

“The last race of the day was by Steam Boats, and as it was the first of the kind that had ever taken place, it excited an immense deal of interest. Notwithstanding the great number of fast sailing steam boats on the Clyde, and that the prizes were fixed at twenty, ten, and five guineas, there were only three entered, viz. the Clarence, Helensburgh, and Harlequin. It is presumed that the well known superiority of the two first of these fine vessels (which it was early known had been entered) deterred all the others from attempting to compete. The owners of the Harlequin, however, (a new vessel, scarcely tried, and not completely finished,) acted with more spirit, and were determined that the prizes should not be carried off without some opposition. The start was very fine, and neither of the vessels had the least advantage over the others. Soon after starting, the Clarence began to shoot a head, followed very closely by the Helensburgh; and during the whole race, the lead was kept by the Clarence, which came in a minute before the Helensburgh, and eighteen minutes before the Harlequin. The course, which was from Greenock, round a boat off the Great Cumbray, and back to Greenock, is computed to be about 35 or 36 miles, and was performed by the Clarence in 3 hours and ten minutes. We understand that both the Clarence and the Helensburgh would have arrived some minutes sooner, but for the improper conduct of another Steam Boat, which retarded their progress impeding the course. This boat, although sailing with passengers, for the ostensible purpose of witnessing the race, did all in the power of her managers to interrupt it, who were only foiled in their object by the superior speed of the Clarence and Helensburgh, which compelled her to sheer off. We hear, that since this occurrence, the boat in question has been challenged to run the same course with either the Clarence or Helensburgh, for fifty guineas.”—Belfast Commercial Chronicle, August 22, 1827

The Helensburgh was damaged by fire in December.

“Greenock, Dec 19. Saturday morning, between five and six o’clock, the Helensburgh steam packet, lying at the Custom-house Quay, was discovered to be on fire. By prompt exertions the fire was got under about seven o’clock but not until considerable damage was done to the cabin. deck, &c. The fire had commenced in the place where the coals were kept, and had made serious progress before the master and others, who slept on board, were aware. As the damage, however, was confined to the upper works, the packet was able, in the course of the morning, to proceed to Glasgow to repair.”—Star (London), December 24, 1827

As indicated earlier, the shores of the Gareloch were largely unpopulated and the gentle hills contrasted with the more rugged aspects of Loch Long and Loch Fyne. It was considered most picturesque and a desirable place to visit. Garelochhead had a small stone quay and the steam-boat was the main connection with the outside world, not only for the people who lived there but also for the agricultural goods and produce of the area. With two fast steam-boats on the Helensburgh station, the Glasgow, Helensburgh and Rosneath Steam Boat Co. was in a strong position to capture much of the trade but appear to have concentrated only on Helensburgh and Roseneath. The opposition steamer, Caledonia, also obtained a consort. This was the Waverley. Built of wood by Messrs Lang & Denny at the Churchyard Yard in Dumbarton, she had engines of 36 horse power by Messrs Murdoch & Cross of Glasgow. Her master was Captain Robert Douglas, who had previously been in charge of the Port-Glasgow.This steamboat was the first to advertise a regular service to Gareloch-head.

Sketch of the Waverley

“The Waverley or Caledonia steam boat will leave Glasgow every day at 10 o’clock forenoon for Greenock, Helensburgh and Roseneath; and besides calling at the above places, will, on Tuesdays, Thursdays, and Saturdays, proceed to the Gareloch; and will leave Greenock for Glasgow every afternoon at five o’clock, till further notice. Glasgow, 30th April, 1828.”

This gave rise to the popular ditty:

“The Waverley, so cleverly,—Plies on her way with speed;—Six times a week to Helensburgh—And three to Garelochheed.”

The Waverley was also used by James Little and John Gemmill, agents for the Dublin steamer Erin sailing from Greenock on Wednesday at one o’clock.

Helensburgh in the 1830s

Messrs Henderson & M‘Kellar did not sit idly by. In the middle of 1828, the Sultan entered the trade. She was built by Messrs James Lang of Dumbarton and had an engine of 45 horsepower from the Govan workshops of Robert Napier. At 97½ feet in length by 16½ feet in breadth, she was similar in dimensions to the Clarence and likely also a fast sailer.

“The new and elegant steamer Sultan, Capt. Jas. Henderson, will commence plying regularly to and from Port-Glasgow, Greenock, Helensburgh, and Roseneath, every lawful day. This is a fine new vessel, and has been fitted up in an elegant manner for the accommodation of passengers. From the trial which has been made of her sailing, it is believed her speed will not be inferior to any vessel on the river.—Glasgow, June, 1828”

There were many natural hazards, not the least of them being fog, generally as autumn progressed into winter. It could play havoc with the river traffic.

“Yesterday, the fog was so dense on the Clyde that only one or two of the steamers were able to perform their trips to and from Glasgow; and many of them have sustained damage by running on the dykes and shoals in the river. In the afternoon, about 18 steamers were either aground, moored in different parts of the river, finding it almost impossible to proceed. The Clarence, which sailed from Glasgow at 12 mid-day, was forced to lie to at Dunglass, having received some trifling damage in her paddles; and the St George, which sailed from Glasgow at seven o’clock on Tuesday morning, arrived in Greenock at one o’clock next morning. Rothsay Castle ran on a dyke near Erskine Ferry; and the Waverley ran aground on the Gemmel’s Point, near Greenock at three o’clock in the afternoon, and is lying up high and dry; and as the tides are falling at present, it is feared the will receive considerable damage ere she is got off. We understand that the Sovereign and the Sultan were the only boats that effected the passage to Greenock from Glasgow and back again in nearly the ordinary time. The Sultan made three runs to and from Helensburgh, and was only one hour behind her time. The Caledonia sailed at three o’clock from Glasgow and reached Greenock at eleven o’clock at night; and the Albion and George Canning, sailed from Glasgow at two o’clock, arrived at Greenock at 12 o’clock midnight.”—Glasgow Chronicle, October 29, 1828

“The steam-boats are of course less busy, and some are laid up for the winter; there are, however, some excellent boats—the Waverley, Clarence, and others—which continue to sail during the winter months with great regularity, which prevents the inconvenience the public would experience were they all laid up.”—Glasgow Chronicle, November, 1828

In January 1829, the Clarence or Helensburgh Steam-boats sailed from the Broomielaw on Tuesday, Thursday and Saturday, at twelve o’clock noon, with the Passengers and Parcel Bags for Messrs Alex Laird’s Liverpool steamers. In February, Caledonia was sailing at one o’clock p.m. with passengers and goods from Messrs James & George Burns Belfast Steamers; Fingal and Eclipse, on Wednesdays and Saturdays. The Helensburgh and Gareloch steam-boats continued with their own service in addition to attending to the channel steamers.

“The Waverley Steam-boat—Will continue to leave Glasgow for Greenock and Helensburgh every morning at 10 o’clock, and after the first of March next will leave Greenock for Glasgow every afternoon at 5 o’clock; and as formerly, during the summer months, will proceed to the head of the Gairloch on Tuesday, Thursdays and Saturdays—Glasgow 6th February, 1829.”

“Steamers Helensburgh and Clarence.—The Public are respectfully informed, that these Vessels continue to Ply Regularly between Glasgow, Greenock, Helensburgh, Roseneath, and Gare Loch; and that on and after Monday the 16th February current, until farther notice, the hours of sailing will be as follows, viz.: For Glasgow, from Roseneath, 7 and 9; from Helensburgh, half-past 7 and half-past 9; and from Greenock, 8 and 10 Morning. From Glasgow for Greenock, Helensburgh and Roseneath, 12 Noon and 4 Afternoon. The superior speed, comfort, and regularity of these vessels are well known.—Glasgow, 11th February, 1829.”

Garelochhead around 1830 (Swan)

Helensburgh around 1830 (Swan)

In 1830, a new Greenock was built for Messrs Henderson & M‘Kellar, and sailed in consort with the Sultan. She was built by Messrs Denny at Dumbarton, and was 102 feet in length and was propelled by a 50 horse-power engine furnished by Robert Napier. The Sovereign was moved to pastures new, sailing to Greenock, Largs and Millport. Alexander M‘Kellar’s brother, Duncan, was likely placed in command and he developed the Largs and Millport trade, adding his first steam-boat, Hero, in 1832 after which Sovereign was sold to owners on the Mersey.

“The public are respectfully informed that the new steamers Greenock and Sultan have commenced plying every lawful day between Glasgow, Greenock, Helensburgh and Roseneath at following hours:—From Glasgow for Greenock, Helensburgh, and Roseneath at—8 o’clock morning, 11 o’clock forenoon, 5 o’clock afternoon. And from Greenock for Glasgow at—7 o’clock morning, 1 o’clock afternoon, 4 o’clock afternoon

“The Sovereign steamer continues to sail between Glasgow, Greenock, Largs, and Millport and takes passengers to and from these places as cheap as any of the boats that sell tickets. From the thorough repair of this vessel has undergone, the proprietors are confident that she will be found superior, both in point of speed and accommodation to any boat on that station

“The proprietors of these vessels deem it necessary to apprise the public that they will not be responsible for any parcels that may either be left or brought on board.—Glasgow July 5th, 1830”—Glasgow Herald, July 2, 1830

Despite the competition on the Helensburgh route with some of the fastest steam-boats on the river, the interactions seem to have been cordial with the times of departure and traffic well regulated. In these days before the railway, there was plenty of business between Glasgow and the port of Greenock, where connections to the outside world were made. The Helensburgh and Gareloch connections were a useful and profitable addition.

In 1831, then, there were three main companies sailing to Helensburgh and Roseneath with some also sailing to Garelochhead. The Greenock (Captain James Henderson) and Sultan (Captain Alex. M‘Kellar) of Henderson & M‘Kellar, the Helensburgh (Captain Alex M‘Leod) and Clarence (Captain John Turner) of the Glasgow, Helensburgh & Rosneath Steam Boat Company associated with Robert Napier and sporting his red, black-topped funnel with black hoops, and the Waverley (Captain Robert Douglas) and Caledonia (Captain James White), sailing to Garelochhead. Captain Turner, of the Clarence, was particularly well known and liked by his passengers. He wore a white hat to allow him to stand out from the crowd.

There were occasional newcomers that entered the business. The Bangor Castle was brought back from Ireland to run in conjunction with Messrs J. & G. Burns channel steamers, and appears in the lists of steamers sailing to Helensburgh from time to time over the years. In June 1831, David Napier placed the Lady of the Lake on the Greenock and Helensburgh station connecting with the rest of his fleet at Greenock. He had purchased the vessel after running her off Loch Lomond.

“Steam sailing at 10s. per month, by the St. Mun, Rothesay, Superb, Ewing, and Lady of the Lake, to and from Glasgow, Port-Glasgow, Greenock, Helensburgh, Gourock, Kilmun, Dunoon, Rothesay, Tarbert, and Lochgilphead.

“The Lady of the Lake will be stationed, after the 1st of June, between Greenock and Helensburgh, sailing to suit, as near as possible, the passing of the other boats to and from Glasgow. Single fare between Glasgow and Helensburgh the same as at present to Dunoon—1s. 6d. Cabin, and 1s. Steerage.

“The holders of monthly tickets are entitled to sail in all the above-mentioned boats, and to all the places, as often as they please during the currency of their tickets.

“Three of these boats, the St. Mun, Rothesay, and Superb, and are the fastest on the river; and, before next season, another still faster will be added to the list without any addition to the fare. Apply to John Gemmill, 8 York Street, 26th May, 1831.”—Glasgow Herald, May 27, 1831.

Napier’s principal forenoon connection was the fast St. Mun that generally sailed at ¼ past 10 for Kilmun but in early May, her starting time was moved to 10 o’clock. This left her in conflict with the Waverley that had been the established steamer on the Greenock and Helensburgh station at 10 o’clock and she was forced to move up her time to ¼ till 10.

“The Waverley steam-boat has regularly started from Glasgow, for the last three years, at 10 o’clock forenoon; but as another steam-boat has set upon her at that hour, the Waverley has therefore shifted her hour to a quarter before 10, which it is hoped will not be inconvenient to her former friends and supporters.—Glasgow 11th May, 1831.”—Glasgow Herald, May 13, 1831.

The cholera epidemic hit the west of Scotland at the end of 1831, and the summer season of 1832 was poor.

“The present depressed state of trade is afflicting the watering places on the Clyde very much. In Gourock, Largs, Rothsay, and Helensburgh, scarcely a house for summer residence has been taken, or even inquired after, which forms a striking contrast with former years, when, the beginning or middle of May, was very difficult and frequently impossible to get home, even a hovel of any description. The misery consequent on this state of things will be severely felt by many families in these places, who are dependent solely summer visitors for their living through the whole year”—Glasgow Chronicle, May, 1832.

One bright spot was that more of the wealthy businessmen of Glasgow began to look around for summer residences to get away from the squalor of the city. Helensburgh benefitted. The Gareloch with its picturesque views and pastoral tranquility became a prime place to feu shore property. Indeed, Robert Napier himself purchase property at West Shandon and had a house built in 1833.

“On Wednesday and Thursday the navigation of the River Clyde was obstructed a dense fog. On Wednesday the Sultan steamer came in contact with the Commerce luggage boat, and both sustained considerable damage. On Thursday only a few of the steamers arrived the Broomielaw from Helensburgh, Greenock, &c. and that too after great difficulty. The Clarence run twice on the long dyke, where it was by the excellent management of Captain Turner, aided by the assistance of the Waverley, got off, and arrived at Glasgow.

“Several of the boats started from the Broomielaw for Greenock, Helensburgh, Rothsay, &c. Some them were obliged return after proceeding a few miles down the river, while others arrived at Greenock, after passages of six, ten, and even sixteen hours. The Greenock was the only boat that performed the voyage to and from Helensburgh.”—Caledonian Mercury, November 12, 1832

A young lad had a miraculous escape when he fell from the Sultan.

“On Wednesday afternoon, while the Sultan steamer was on the passage from Greenock to Glasgow, a little boy, about six years of age, fell overboard, unperceived by any of the passengers. The Belfast steamer, bound for Belfast, it appears, had been passing at the time the accident occurred, and as every person on board the respective boats had their eyes directed towards the steamers passing each other, the boy was not missed at the time. The Sultan had proceeded about eight or ten miles on her passage up the river ere it was discovered that the boy was not on board; and then the lamentations of the mother who had a young child seemingly near death in her arms, was truly heartrending. A passenger remarked that, after the Belfast had passed, he observed them lowering a boat, and picking something out of the water. On the arrival of the Waverley at the Broomielaw, about an hour after the Sultan, the joyful news was communicated to the mother that the child had been observed floating on the water by the cabin passengers on board of the Belfast, who promptly lowered their boat and rescued the little urchin from a premature death. The boy was brought to Glasgow next day, nothing the worse of his ducking”—Inverness Courier, May 15, 1833

There was some humour too, dark though it may be.

“Comparative gravity—Water versus a learned professor.—The following singular, and certainly new mode of trying the gravity of water is related by the Glasgow Argus to have been adopted by the renowned Professor of Chemistry at the Glasgow University:—“A celebrated humorist of Glasgow, being a fellow-passenger in the steam packet from Helensburgh on Monday last, with the learned professor of chemistry in our university (Dr. Thomson), maintained the rather singular opinion that the water is of less specific gravity in the centre of the estuary than near its shores; and prevailed upon the professor to draw a bucket full from the slippery stage behind the paddle-box, in the view of experimentally testing the accuracy of the opinion. The packet was at full speed, and when the ship’s bucket, which was lowered by the professor, reached the water, he was thrown off his balance by the resistance he suddenly encountered, and plunged, like a well trained Newfoundland dog, headlong into the foaming surge of the paddle wheels. This was more than the humorist had reckoned upon, and he in his turn was overwhelmed by the screams of the professor’s wife, who stood close by, and most unceremoniously tumbled in a dead faint into the humorist’s arms. The packet, crowded with passengers, shot full quarter a mile a-head the swimming professor, before the engines were stopped and her boat lowered. The professor, however, proved the superior gravity of the water, and his perfect familiarity with fluids, by keeping his head in sight, and when picked up he was found to have fast hold of the bucket rope, and to be more distressed lest the muriate of soda should corrode his watch wheels than in any way alarmed for the consequences of as thorough a ducking as ever scientific enthusiast received, or annoyed at the shouts of laughter, which none could repress when the passengers got him dripping among them.—Aberdeen Chronicle.”—The Sun, July 2, 1834

In July, 1834, the Helensburgh ran afoul of a rock or a discarded anchor in the river and had to be run aground, fortunately with no serious casualties.

“On Tuesday, the Helensburgh steamer, which left Greenock at twelve o’clock, while scudding towards the Broomielaw, unluckily, owing to the lowness of the tide, struck on a stone in the neighbourhood of Erskine Ferry, which so seriously injured her bottom in the forecastle, that she had instantly to be run aground. In the course of a few minutes, there were at least three feet of water in the cabin, and but for the exertions of some gentlemen on board the injury done to female property would have been serious. Some good-humoured remarks were made among the gentlemen on the cool behaviour of a lady, who, to extricate her band-box, instead of screaming and falling into hysterics, quietly waded knee-deep towards the spot where it lay; and brought it, dripping wet, on deck, amid the applause of-the passengers. The wrecked passengers were transferred to the Sultan, which came up at the moment; and, hale in lith and limb, were all safely landed at the quay in good time.”—Caledonian Mercury, July 19, 1834

“Steam-Boat Accident. —On Tuesday, the Helensburgh steamer, which left Greenock at twelve o’clock, while scudding towards the Broomielaw, unluckily, owing to the lowness of the tide, struck on a stone in the neighbourhood of Erskine ferry, which so seriously injured her bottom in the forecastle, that she had instantly to be run aground. In the course of a few minutes, there were, at least, three feet of water the cabin; and but fur the exertions of some gentlemen on board, the injury done to female property would have been serious. The wrecked passengers were transferred to the Sultan, which came up at the moment, and all were safely landed at the quay in good time.”—Inverness Courier, July 23, 1834

In 1834, Dr Stevenson, a physician and engineer who had previously been involved in owning channel steamers had the James Oswald built for the Helensburgh and Garelohhead station by Messrs J. Scott & Sons at Greenock. She was of wood, and at 102 feet in length by 15 feet in breadth was similar to her contemporaries on the station. Her side-lever engines providing 80 horse-power were made by Messrs Scott Sinclair & Co., of Greenock. James Oswald of Shieldhall was one of the two Members of Parliament elected for Glasgow after the 1832 Reform Act passed. The other was James Ewing of Strathleven.

In 1835, a major development was envisaged for the village of Row at the mouth of the Gareloch. Sir James Colquhoun proposed the construction of a harbour there, to be connected by rail with Glasgow. The first step was the construction of a quay and of the remainder of the plan, we hear no more.

“Helensburgh.—At Dunmore, about two miles west from Helensburgh, and in the immediate vicinity of the village of Row, it is purposed by Sir James Colquhoun, the lord of the manor, to build a harbour on a very extensive scale, the expense of which, it is supposed, will amount to about £30,000. In the first instance, however, it is intended to carry only part of this design into execution, and to leave the rest to be performed when it may be thought advisable. The portion of the harbour which is at present in course of being built, will form a quay 350 feet in length, and twenty in breadth at the top. It will rise four feet above high water mark, in ordinary spring tides. The depth of water at the end of the quay, at low tide, will average from six to seven feet. It is reported that a railway is to be constructed, on which will be placed carriages for the conveyance of goods and passengers between Dunmore and Glasgow.”—Caledonian Mercury, March 26, 1835.

Steamboat service to the Gareloch was changing. The Waverley was sailing every lawful day, instead of three days a week. However, her consort, Caledonia (Captain James Wallace), was sold to Paisley owners and began sailing from Glasgow, to Dunoon and Kilmun. In 1837, after improvements to the Cart Navigation, she sailed from Paisley for a few years but was not very suitable for that station on account of her draught.

“The Waverley,—Captain Douglas,—sails from Glasgow every morning, at half-past 9, for Greenock, Helensburgh, and Garelochhead, and returns in the evening.”—Glasgow Herald, May, 1835

The Helensburgh, by now one of the older steamers on the station, was put up for sale, and her new owners took her off the river and placed her on ferry duties on the Mersey.

“For sale by private bargain, the steam-packet Helensburgh, at present plying on the river Clyde. This vessel is well known as being one of the fastest sailing boats on the Clyde, and is at present in excellent order. She is 81 80/94th tons register, exclusive of the space occupied by the engine and boilers—is propelled by an excellent engine of about 50 horses power, made by Robert Napier, Esq.—and her boilers, which are of the circular construction, produce great abundance of steam, and have only been in use about 16 months. Her cabins are handsomely fitted up, and she is well and fully found in all respects. Price moderate.—For farther particulars, apply (if by letter, post-paid,) to John Allan, 144, Queen Street, Glasgow.”—Glasgow Herald, September, 1835

Clarence plugged on alone.

“Clarence steamer.—Winter hours.—During the winter months, the Clarence will sail regularly from Greenock for Glasgow every lawful day at eight o’clock morning, and from Glasgow for Greenock, Helensburgh and Rosneath, at twelve noon.

“N.B. Will leave Rosneath at 7, and Helensburgh at half-past 7 morning, for Greenock and Glasgow.—30th November, 1835.”—Glasgow Herald, November, 1835

Helensburgh around 1835 with one of Napier’s steamers approaching the quay. Note the brazier at the end of the quay that was lit at night. (Helensburgh Library, Anderson Trust)

The new year saw a continuation of the service to the Gareloch, but there were changes afoot.

“Steamers, Sultan or Greenock, will sail, on and after Monday first, from Glasgow, at eight morning, at eleven forenoon, at ½-past three afternoon; from Greenock, at seven morning, at twelve noon, at ½-past three afternoon”.—Glasgow Herald, January, 1836

The different steamers, sailing at their regular times, developed a regular clientele. For the Sultan, it was the “Sugar Lords” from Greenock, who travelled in company on the seven o’clock sailing. By 1836, Sultan was past her best and her owners were prevailed upon to have her replaced with newer tonnage. Henderson and M‘Kellar had the Royal Tar built. They went to Messrs Tod & M‘Gregor at Mavisbank, who were the premier yard for working with iron and Royal Tar was the first of their vessels built of the novel material. She was 126 feet long by 16½ feet in the beam, with an engine of 75 h.p. and we learn that her hull was painted a light green, a colour scheme subsequently adopted by the company that became known as the “Green Boats.” The old Sultan was sold to run as a ferry on the Mersey.

“Steamers Sultan, Greenock, or Royal Tar, sail every lawful day for Greenock, Helensburgh, and Rosneath, at the following hours—eight morning, eleven forenoon, five afternoon. After Monday the 18th, one of these steamers will leave Glasgow for Garelochhead at six evening, and from Garelochhead at nine morning, till further notice. Wanted, two sober men as porters. Apply on board.”—Glasgow Herald, July 1836

The James Oswald had been laid-up over the winter but was brought out in March. She was now under the same agency as the Clarence, and a new, larger steamer, Brenda was promised for the season.

“Notice.—The James Oswald steamer will recommence as under:—On Monday, 14th March: from Gairloch-Head, at 8 o’clock a.m., from Helensburgh, at half-past 9 o’clock a.m., from Greenock, at 10 o’clock a.m., from Glasgow, at 3 o’clock p.m., every lawful day.—Office, 23, Washington Street, Wm. Napier, Jun., Agent”—Glasgow Herald, March 1836

“Notice.—The Clarence steamer will sail every lawful day between Glasgow, Greenock, Helensburgh and Rosneath. From Rosneath, at a quarter before 7 a.m.; from Helensburgh, at a quarter past 7 a.m.; from Greenock, at a quarter before 8 a.m.; and from Glasgow, at 12 noon. Commencing at Glasgow on Wednesday the 13th April.”—Glasgow Herald, April, 1836

“Helensburgh and Garelochhead steamers—The public are respectfully informed that during the summer months, the James Oswald, (Captain Boyd), and Clarence, (Captain Turner), will sail as follows, viz.:—From Glasgow, at 6 o’clock morning, at 12 noon, at 3 afternoon; from Helensburgh, at ¼-past 7 o’clock morning, ½-past 9 o’clock morning, ¼-past 5 o’clock afternoon. The difference between Greenock and Helensburgh may be reckoned half an hour. The steamers which leave Glasgow at 12 noon and 3 afternoon go on to Garelochhead, returning from thence at 6 o’clock morning, and ½-past 4 o’clock afternoon. The Brenda, a very superior new vessel belonging to the same owners, is nearly ready, and is intended for the same station.—Wm. Napier, Jun., 23, Washington Street, Glasgow 26th May, 1836.”—Glasgow Herald, March 1836

Helensburgh had been a favourite watering place of the Glasgow folk but other towns were beginning to compete for public attention. There was a general reduction in fares by the Helensburgh and Rosneath Company to promote the resort.

“Reduction of fares to Helensburgh and Rosneath.—The fares of the steamers plying to and from the above places are now reduced; so that Helensburgh and Rosneath may vie with any other watering place on the coast in economy of sailing, speed, frequency of arrivals and departures, and, when the new vessels which are fitting out for this season are finished, also in splendour.”—Glasgow Herald, May, 1836

In June, the timing of the sailings to Glasgow by the Clarence and James Oswald were changed slightly. “From Helensburgh, at ½-past 7 o’clock morning, ¼-past 9 o’clock morning, ½-past 5 o’clock afternoon.

“Also, for the better accommodation of those frequenting the foresaid watering places, the Brenda, a splendid and powerful new steamer for the same station, will be ready in a short time; and, as particularly requested by many of the inhabitants, she will leave Garelochhead at 8 morning, and Glasgow at 4 afternoon.—Glasgow 24th June, 1836.”—Glasgow Herald, June 1836

The Brenda was ready in July. She was larger than Clarence and James Oswald and at 124½ feet by 16 feet, was comparable with her rival, Royal Tar. Built of wood at Dumbarton by Messrs Archibald P M‘Farlane & Co., she had a more powerful engine, at 100 horse-power, supplied by Messrs James & William Napier of Glasgow, cousins to Robert Napier one of the owners of the vessel. She was elegantly fitted up, and was the favourite “ladies’ boat”—leaving Glasgow daily at three o’clock.

The Brenda was indeed a popular boat, and was frequently in demand for excursions. The James Oswald sailed on the station often in her stead on the 3 o’clock run during that first summer.

“Western meeting at Ayr.—The splendid new steamer Brenda.—In consequence of a requisition from a number of Gentlemen this superb steamer will sail for Ayr, calling at Greenock, Gourock, Largs, and Ardrossan, on Wednesday, Thursday, and Friday first, at five o’clock morning; she will leave Ayr about five o’clock each afternoon, calling at the above places on her return. Passengers by the Brenda will thus be enabled to view the race, and beautiful scenery around Ayr, and arrive in Glasgow the same evening.—Glasgow, 5th September, 1836.”—Glasgow Herald, September 1836

At the end of the season, the fares to and from Helensburgh and Roseneath were increased.

“Helensburgh Steamers—Fares to Helensburgh.—Owing to the high price of coals, the fares of the steamers plying to Helensburgh will, on and after Monday 12th September, be:—Cabin 2s.; Steerage, 1s. 6d.—9th September 1836”—Glasgow Herald, September 1836

“Steamers Greenock and Royal Tar, sail as usual at the following hours from Glasgow:—eight morning, eleven forenoon, five afternoon. But on Monday first the Sultan will cease plying for a few days to get some necessary repairs, which will make five o’clock the latest boat from Glasgow.”—Glasgow Herald, September, 1836

The appearance of the Royal Tar and Brenda on the Gareloch station signalled the end for the Waverley. She disappeared from the lists of steamboats trading but appears to have been retained on the Clyde until at least 1845, most likely as a tug. A new steamer, Express, appeared on the Helensburgh station towards the end of the season. She was a product of Messrs Robert Barclay’s yard at Stobcross and was built of wood of diemensions 130¼ feet long by 16¼ feet in the beam. Her engines of 70 horse power were by Messrs Tod & M‘Gregor and she was reportedly very fast, and could complete two round trips to Helensburgh in a day with ease, compared with the three single trips that the best of the existing boats could manage.

“Extraordinary despatch.—On Monday morning last, the Express steamer, Captain Watson, made the passage betwixt the Broomielaw and Greenock Quay, a distance of at least 24 miles by water, in the short space of an hour and a half.”—Caledonian Mercury, September 10, 1836

The year, 1837, is most memorable because it was the year when Queen Victoria came to the throne. King William IV died in June 1837, and the new era was anticipated as much in Helensburgh as elsewhere in the kingdom.

The Brenda, James Oswald, and Clarence came under the management of Messrs Thomson & M‘Connell in 1837. The new managers had wide ranging interests in steamboats along the west coast of Scotland, including the services than sailed from the Clyde to the west highlands and islands.

“Helensburgh and Gareloch-head—The Brenda, (Capt. M‘Leod), James Oswald, (Capt. Boyd), and Clarence, (Capt. Turner) are intended, on and after Wednesday the 10th current, to ply regularly during the season between this and Gareloch-head, leaving the Broomielaw at 10 forenoon, 12 noon, and 3 afternoon; and Greenock about a quarter-past 12 noon, quarter-past 2, and quarter-past 5 afternoon. The boat that leaves Glasgow at 10 morning and Greenock at quarter-past 2 will remain at the Gareloch-head about two hours, and on their return will leave Gareloch-head at 6 and 8 morning, and 4 afternoon; Helensburgh at 7 morning; a quarter past 9 morning; and half-past 5 afternoon; and Greenock at half-past 7 morning, 10 forenoon, and 6 afternoon.—Thomson & M‘Connell, 12, Jamaica Street, Glasgow, 22nd May, 1837.”—Glasgow Herald, May, 1837

The steamer that left Glasgow at 10 in the morning was advertised as “affording a very agreeable excursion for pleasure parties” as it remained at the Gareloch-head about two hours.

In July, the following was added:—“During the summer months, the James Oswald will leave Glasgow on Saturday evenings at 9 o’clock, for Greenock, Helensburgh and Rosneath, and return on Monday morning, leaving Rosneath at 5 o’clock, Helensburgh at half-past 5 o’clock, and Greenock at 6 o’clock.”

In August, the James Oswald was laid up as she required a new boiler. The Clarence took the 10 o’clock sailing and the sailings on Saturday evening and Monday morning, leaving Helensburgh at 6 o’clock rather than half-an-hour earlier. The Brenda took up the sailing leaving the Broomielaw at 3 o’clock in the afternoon.

The Royal Tar was involved in a serious collision in September.

“Thursday night the Royal Tar steamer, when off Port Glasgow, on her passage down the River Clyde, came in collision with a sloop loaded with slates, from the Highlands. The starboard paddle was considerably injured, but the steamer received no further damage, while the sloop, in consequence of the collision, sunk. Captain M‘Kellar of the Tar, took up the men in charge of the sloop, so that providentially there were no lives lost.”—Caledonian Mercury, September 16, 1837

On August 18, Clarence had a mishap but was repaired and returned to service.

“Steam boat explosion.—On Friday evening last, about 7 o’clock, the steam-boat Clarence, when on her passage front Helensburgh to Glasgow, and as she stopped at Erskine-ferry to receive passengers, was totally disabled, in one moment, by the bursting of her boiler. Providentially for the passengers and crew, the explosion took place at the bottom of the engine: had it been otherwise, or had it occurred in any other direction, few, if any of them, would have escaped; as it was several of the passengers had their clothes damaged, and the whole of them, as may easily be conceived, were thrown into a state of the greatest alarm.”— Caledonian Mercury, August 19, 1837

The winter service came into operation in October.

“Change of hours—The Greenock or Royal Tar steamers sail as formerly from Glasgow: at eight morning, at eleven forenoon, at half-past four afternoon, till on and after Thursday the 20th current, when they will sail at half-past three in place of half-past four. From Helensburgh, at half-past six morning, at a quarter-past eleven forenoon, at a quarter past three afternoon. From Greenock, at seven morning, twelve noon, and four afternoon.”—Glasgow Herald, October 1837.

Un-named Helensburgh steamer from the 1830s (Evening News)

The following year began with the James Oswald and Clarence offered for sale. Perhaps the competition of the new Express had been too much to bear. Whatever the outcome, the two steamers remained on the Helensburgh and Roseneath station, albeit with a reduction in fares.

“Steamers for sale, by private bargain.—The well and favourably known steamers the James Oswald and Clarence will be sold on terms which promise a handsome return on the money invested. Apply to Thomson & MacConnell, 15 Jamaica Street, Glasgow, 30th January, 1838”—Glasgow Herald, January, 1838

In March, there was a reduction in fares advertised and an indication that there were new iron boats to be added to the fleet.

“Great reduction in fares.—Brenda, James Oswald, and Clarence steam packets, are intended to sail for Greenock, Helensburgh, and Rosneath, every day at their usual well known hours, 12 o’clock noon and 3 afternoon. To Greenock—fare in Cabin, 6d. To Helensburgh and Rosneath—Cabin 6d.

“As the Company are about to contract for two new iron boats in Liverpool, not to be exceeded in speed by any boat afloat, and to be fitted up in superb style compared to any others on the Clyde, it is expected with these qualities, and the reduction of fares, that they will experience a large share of public patronage.—Apply to Thomson & Macconnell, 15 Jamaica Street.”—Glasgow Herald, March 1838

Henderson & M‘Kellar also reduced their fares and announced that the Royal Victoria would join their fleet. Royal Victoria was the first iron steamer built on the Cart, but did not in fact sail for them. Instead, she sailed briefly from Paisley and then took up sailings between Glasgow and Dunoon.

“Steamers, Greenock and Royal Tar, from Glasgow at eight morning, eleven forenoon, four afternoon; from Rosneath at six morning; from Greenock at seven morning, twelve noon, four afternoon, when they expect, in a short time, to be joined with their new steamer, the Royal Victoria, which is to run the same line with the other vessels; and as the company intend to reduce their fares, families going to these quarters may rest assures of obtaining both comfort and dispatch in their vessels; and in consequence of the reduction, the fares will be no higher, if not lower, than to any other watering place on the coast.—Glasgow, 7th March, 1838”—Glasgow Herald, March, 1838

Perhaps the reason for the flurry of fare reductions was presence on the station of the Express. At any rate there was scope for new building to improve the fleet, as the claims for the addition of new iron steamers suggests. The other, and perhaps the most important factor, was the proposal to construct a railway between Glasgow and Greenock. The railway was authorized by Parliament in July 1837 and construction would begin in 1839.

“Helensburgh.—The fast-sailing steamer Express sails for Greenock, Helensburgh, and Rosneath every forenoon at ten, leaving Helensburgh at half-past one, Greenock at two afternoon, and will continue to ply on the station. Fares the same to Helensburgh and Rosneath as to Greenock.”—Glasgow, March, 1838.

In April, the Thomson & MacConnell fleet was offered for sale. While the James Oswald and Clarence continued on the Helensburgh station, the larger and newer Brenda, which was found to have too great a draught for ease of manœvering in the shallows around Helensburgh, was taken off, and had her powerful engines exchanged with those of the Toward Castle. She was sailing to Rothesay later in the season.

“For sale, by public auction, in the Argyll Hotel, Glasgow, on Wednesday, 9th May, at one o’clock, afternoon, if not previously disposed of by private bargain. The well known steamers Brenda, Jas. Oswald, and Clarence; the Brenda is 107 tons register, single engine about 90 horses’ power, a very fast vessel, about 18 months old, has been very little used; the Jas. Oswald has a single engine about 5 horses’ power, boiler new, engine and vessel in fine order, about 4 years old; Clarence about 45 horses’ power, boiler, engine, and vessel in good order, having had a complete overhaul within the last month.—Thomson & MacConnell, 15 Jamaica Street.

“N.B. The James Oswald and Clarence continue sailing as usual on the Helensburgh station.—Glasgow 26th April, 1838.”—Glasgow Herald, April 1838

“For sale, lying at Glasgow, the new steamer Brenda, of beautiful appearance, and elegantly fitted up. This vessel and engines made by first-rate makers; a most desirable vehicle for a passengers’ station. Length 123 feet; breadth 16 feet; depth 9 feet; a single engine, cylinders 4½ feet; length of stroke 4½ feet; 62 tons new register.

“Also two capital steamers, which are favourably known on the Clyde as passengers’ boats, viz., the Clarence, dimensions as follows: length 99½ feet; breadth 16 1/3 feet; depth 8 1/3 feet; cylinder 3 2/12 feet; stroke 3 feet; tonnage 84; boiler almost new. Oswald, length 101 feet, breadth 15½ feet; depth, 8½ feet, cylinder 3 2/12 feet; stroke 3 3/12 feet; tonnage, 57; boiler new. Apply to David M ‘Iver & Co., Water-street, Liverpool; or Thomson & M‘Connell, Jamaica-street, Glasgow.”—The Hull Packet, March 2, 1838

“The fast-sailing steamer Express will sail for Helensburgh, and Rosneath on Saturday the 19th curt., at 10 morning and 6 evening; and will leave Helensburgh at 6 morning and half-past 1, afternoon.—Glasgow, 18th May, 1838.”

“Gareloch steamers, James Oswald and Clarence are intended to sail daily to and from Garelochhead, at the following hours:—From Glasgow, at half-past 9 morning, 3 afternoon; from Garelochhead, at 8 morning,4 afternoon. The steamer that leaves Glasgow in the morning will remain at Garelochhead about two hours, to allow passengers an opportunity of landing and visiting some of the romantic and beautiful scenery in that neighbourhood.—Glasgow 7th June, 1838”.

While the steamers of Thomson & MacConnell experienced retrenchment, Henderson & M‘Kellar adopted a more expansive approach. A new steamer, British Queen, was ordered from Messrs Thomas Wingate & Co., Glasgow. Constructed of iron, she was of similar dimensions at 125 feet in length by 16 ½ feet in breadth. Her machinery was made by Messrs Robert Napier and were of 90 horse-power. This little steamer should not be confused with the more famous British Queen that was built the same year on the Thames for the trans-Atlantic trade.

“Steamers Greenock and Royal Tar, sail at their usual hours, viz.: From Glasgow at 8, 11, and 4 afternoon; from Greenock, at 7, ½-past 12, and 4 afternoon; and from Glasgow on Saturday evenings, at 7 o’clock; returning from Helensburgh on Monday morning at ½-past 4, Greenock, at 5 o’clock.

“The Royal Tar from Helensburgh, on Monday at ½-past 5, Greenock at 6 morning.

“The new steamer British Queen will commence plying on Friday 22d, leaving Glasgow every day at 2 afternoon, for Greenock, Helensburgh and Rosneath; and on Saturday for Garelochhead, leaving that on Monday at ½-past 5, Rosneath at 6, Helensburgh at ½-past 6, and Greenock at 7 morning.”—Glasgow Herald, June 1838

The Luna was built by Messrs James & William Napier in 1837 and was very much an experimental vessel. Of iron and 108½ feet long, she had machinery of 45 horse-power built by Robert Napier, their cousin, but the innovative feature was her boiler that was the first with tubes constructed for a steam-boat. After some extensive trials, the little steamer was placed on the Helensburgh station.

Luna (Williamson)

“Reduced fares to Greenock and Helensburgh.—The Luna sails every morning at 9, and every afternoon at half-past 4, for the above places; and leaves Helensburgh for Glasgow at half-past 12 afternoon, and about 7 evening. Cabin One shilling—Steerage Sixpence. Glasgow, 21st June, 1838.“

At the end of the year, Messrs Henderson & M‘Kellar withdrew the Greenock and she was broken up at Dumbarton. The Clarence was also sold to owners on the Solway.

“Notice—The Royal Tar & British Queen steamers will sail, as formerly, from Glasgow, at 8 morning, 11 forenoon—but will, on and after Tuesday 16th, sail at half-past 3 o’clock, in place of 5 o’clock afternoon.”—Glasgow Herald, October, 1838

“On Saturday about half-past seven, the steamer Royal Tar left Greenock for Helensburgh, and had not proceeded beyond a very short distance, when a young man who was on board leaped into the water. The engine was immediately stopped, and boats were despatched to the spot, but the person was never seen again.”—Northern Whig October 25 1838

The links between the Gareloch and Robert Napier were not concluded, however. Indeed, he had expanded his house at West Shandon, and was a regular traveller to the loch. Napier had a wooden paddle steamer, Shandon, built by Messrs John Wood & Co., of Port Glasgow. She was 139 feet long by 16½ feet in breadth and he placed in her a 90 horse-power engine. A second steamer, Superb, built of iron by Messrs James Lang at Dumbarton and had similar dimensions, 136½ feet in length by 17 feet in breadth and had an engine of similar power, also provided by Robert Napier. The Superb was built for service on the Forth, but was rejected on account of her draught was too great for the upper-reaches of that river. The two well-matched steamers suggested a race to establish the superiority of hull material: wood or iron. The contest was set up from the Broomielaw to Garelochhead. The two steamers started at the same time and the iron-hulled Superb was first to the head of the loch by twenty minutes.

Superb (Williamson)

Napier purchased the Superb for the Shandon & Glasgow Steam Packet Co., and she entered service with the Shandon on the Garelochhead station.

Messrs Henderson & M‘Kellar, with British Queen and Royal Tar also added a new steamer. This was Sultan, second of the name for the company, and she came from the yard of Messrs John M‘Auslan, with an engine of 20 horse-power by Robert Napier. Surprisingly, she was of wood, 104¾ feet in length by 15 feet in breadth, smaller in relation to the opposition but similar to her stable-mates.

On November 1, Royal Tar was seriously damaged in a collision.

“Steamboat Collision.—About half-past six on the evening of Friday last, and when it was quite dark, a serious took place near Port-Glasgow, between the steamers Royal Tar, proceeding down to Greenock with passengers, and the City of Glasgow, on her homeward trip from Liverpool. As the latter is by far the heavier ship, the collision was so severe that a large hole was driven into the bows of the Tar, and the forward part of the deck was smashed into splinters. On the concussion the passengers were thrown from their feet, and the utmost alarm prevailed for a time. The smaller steamer was earned into Port-Glasgow, and has since moved up the river for repairs. The City has lost her cut-water.”—Glasgow Constitutional.—Liverpool Mail, November 9, 1839

“On Friday night, as the Clyde steamer, Royal Tar, was on her passage to Greenock and Helensburgh, she came in collision with one of the deep sea steamers, and received considerable damage. A boy was found missing after the accident, and is supposed to be drowned.— Glasgow Chronicle.”—Northern Whig November 7 1839

“On Monday, a dead body was cast ashore near Helensburgh, exactly answering the description we gave of John Falconer, who was supposed to have perished when the Royal Tar and one of the Liverpool steam packets came in contact. Intimation having been sent to his friends, the body has since been identified as that of the person alluded to.—Greenock Advertiser.”—Liverpool Standard November 29 1839

The new decade opened with the threat of the Greenock Railway hanging over the Helensburgh and Gareloch steamers but on the bright side, there was increasing interest in feuing along the shores of the loch itself. The Express was sold to owners in Fleetwood and that left six steamers to serve Helensburgh, Roseneath and the Gareloch, but this was not to last long.

“The steamers Shandon, Superb, and James Oswald are intended to sail every lawful day, after the first of May, as under:—From Glasgow to Greenock, Helensburgh, Rosneath, and Gareloch-Head, at 6 morning, 12 noon, 3 afternoon, 4 afternoon. From Gareloch-Head to Rosneath, Helensburgh, Greenock & Glasgow, at ½-past 6 morning, ½-past 8 morning, ½-past 9 forenoon, ½-past 4 afternoon. From Greenock to Glasgow, at 8 morning, 10 forenoon, 11 forenoon, 6 evening.”—Glasgow Herald, April 1840

This early in the season, the steamers of Henderson & M‘Kellar appear to have little or no service to Garelochhead. During the season, the Sultan sailed to Garelochhead in the late morning, returning to Glasgow in the afternoon.

“Steamers Royal Tar, British Queen, and Sultan, sail every lawful day between Glasgow and Rosneath, at the following hours:—viz., from Glasgow at 8, 11, and 5; from Rosneath at 6, 11, and 3; and on the 1st of May, one of these vessels will sail from Greenock at 6 morning, 2 afternoon; from Glasgow at 10 forenoon and 6 evening, till further notice.”—Glasgow Herald, April 1840

Early in the year, two steamers that would sail on the Gareloch were offered for sale.

“Steamer for sale.—There will be a public sale, within the Monteith Auction Rooms. No. 67 Buchanan Street, on Wednesday the 18th March, at one o’clock.—The new fast-sailing Iron steamer Royal Victoria, of 58 tons register, exclusive of engine rooms, &c., handsomely and substantially fitted up as a passage boat, with a light draught of water; was built in Paisley in 1838, and has run but a few months. Her engine is a 43 5/8th inch cylinder, of the most approved construction, and highly finished, was made by Messrs Barr & M‘Nab, cost £3000, but, in order to effect a sale, will be put up at the low upset price of £1000.—For particulars apply to Wm. Barr, writer, Paisley; Messrs Barr & M‘Nab, engineers, Paisley, where the vessel may be seen; or here to Barclay & Skirving, auctioneers, or Robert Miller & Co., 21 Virginia Street. Glasgow 28th February, 1840”

The Royal Victoria was purchased from her builders for whom she had been sailing and placed under the management of Messrs Thomson & M‘Connell, who managed the Gareloch steamers of Robert Napier. However, at this time, she was made available for general charter, rather than placed on a particular station.

“For hire or charter, on Mondays, Wednesdays, and Saturdays, (Anywhere within 6 hours’ sail of the Broomielaw,) the fast and powerful steamer Royal Victoria, at a moderate rate. Respectable pleasure parties will find this a much more agreeable and convenient way of visiting any of the beautiful Lochs, Islands, or scenery on the Banks of the Clyde, than travelling with mixed company, and at fixed hours.—Apply to Thomson & Macconnell, 15 Jamaica Street, Glasgow, 22d July, 1840.

The other steamer was the Queen of Scots that had been built on a speculative venture and had sailed on a number of excursions but was found to be a very wet vessel with insufficient framing so that her plates moved in heavy weather.

“Steamer for sale.—The new Iron Steamer Queen of Scots, Built this season, under the immediate inspection of the subscribers; 70 horses’ power, water-tight compartments, elegantly fitted up, has a small hold, light draft of water, and sails very fast. Will be sold cheap, and payment made convenient, the vessel not being required by her owners.—Apply (post paid) to Hamilton Brother & Co. 240, Bromielaw-quay, Glasgow.”—Gore’s Liverpool General Advertiser, August 8, 1839.

“New Iron Steamer for Sale. The new iron steamer Queen of Scots; has been employed only a few months, and engine and boilers are quite as good as new. She sails fast on a light draught of water.—Apply to Messrs Smith & Rodgers, engineers, Broomielaw; or to Messrs Barclay & Skirving, 67 Buchanan Street.”—Glasgow Herald, April 1840

“At reduced fares.—The splendid new steamer Queen of Scots will, after the 1st May, commence to sail for the season, or until further notice, betwixt Glasgow and Helensburgh, at the following hours:—From Glasgow to Helensburgh, every forenoon at a quarter to ten o’clock, every afternoon at a quarter to six o’clock. And will leave Greenock for Glasgow at a quarter to six morning, and a quarter to two afternoon.—Glasgow, April 23, 1840.”

Her sojourn on the Gareloch was brief and by July she was placed on the Millport station.

“In consequence of the numerous applications to run a steamer to the above Watering-places, and return the same day, the fast-sailing steam vessel Queen of Scots, Captain Galloway, will, on and after Wednesday first, the 29th instant, and every day thereafter till further notice, commence plying to the above ports at a greatly reduced rate of fare, and return the same evening to Glasgow. The hours of sailing will be from Glasgow, at half-past 7 morning, from Millport, at 3 afternoon. Returning to Glasgow about half-past 7 evening.”—Glasgow Herald, July, 1840.

“Reduced fares to Greenock, Gourock, Largs, Millport, and Intermediate Ports.—The Queen of Scots steamer, Captain Galloway, continues to sail every morning at half-past 7 for the above places, returning in the evening, at greatly reduced fares.

“Rate of fares—from Glasgow; To Greenock and Gourock 1s. 0d. (Cabin), 6d. (Steerage), To Largs and Millport 1s. 6d. (Cabin),1s.( Steerage). The same fares will be observed on returning to Glasgow. Passengers going and returning on the same day will only be charges—Cabin, 2s.; Steerage, 1s 6d.—14th August, 1840.—Glasgow Herald, August, 1840.

The Luna also reappeared on the Helensburgh and Roseneath station.

“Notice.—Reduced fares.—The Luna will commence sailing to Greenock, Helensburgh, and Roseneath today (Monday) leaving Glasgow at half-past 7 morning, and half-past 2 afternoon, and Greenock at half-past 11 forenoon, and half-past 6 afternoon. Fares to and from Greenock and Glasgow, Cabin, 1s.—Steerage, 6d. Fares to Dumbarton Castle, from Glasgow or Greenock, sixpence.

“Note.—For the better accommodation of passengers visiting or visiting at Dumbarton or Leven Vale, arrangements are being made for them at a cheaper rate than heretofore, of which due notice will be given.”—Glasgow Herald, May 1840.

“Notice.—The Luna steamer will sail, on and after the first of October, for Greenock, at half-past 7 a.m., and 2 o’clock afternoon.”—Glasgow 25th September, 1840.

In June, Shandon sailed to Lochgilphead on Tuesday and Friday but remained on the Gareloch station on the other days. When they first were launched, both Shandon and Superb had sailed “down at the head”, and both were subsequently lengthened forward.

Superb (McQueen)

“Shandon, Superb, and James Oswald, steamers, are intended to sail as under, until further notice:—Shandon will sail from Glasgow for Gairloch-head, on Mondays, Wednesdays, Thursdays, and Saturdays, at 12 noon, and from Gairloch-head for Glasgow, at 4 p.m. Superb will leave Gairloch-head every lawful day from Glasgow, at ½ past 6 a.m., and will leave Glasgow for Gairloch-head, at 4 p.m. James Oswald steamer will leave Gairloch-head every lawful day for Glasgow, at 8 a.m., and will leave Glasgow for Gairloch-head, at 3 p.m.”—Glasgow Herald, June, 1840

“Shandon and Superb steamers will sail, on and after Monday, 21st instant, at the following hours, until farther notice:—Shandon will leave Glasgow for Greenock, Helensburgh, and Roseneath (Only), on Mondays, Wednesdays, Thursdays, and Saturdays, at 12 noon; from Roseneath to Glasgow at ¾-past 3 p.m., Helensburgh, Helensburgh ¼-past 4 p.m., Greenock at 5 p.m. Superb will leave Gareloch-head every lawful day for Glasgow at ½ -past 6 a.m., and will leave Glasgow for Gareloch-head at 3 p.m.”—Glasgow Herald, September, 1840

“The steamer Oswald will sail on and after Saturday (tomorrow), as under, until further notice:—From Glasgow for Greenock, Helensburgh, and Gairloch-Head, at one p.m.; and from Gairloch-Head for Glasgow at half-past 7 a.m., Helensburgh, half-past 8, and Greenock at 9.—Glasgow, 25th September, 1840.

“Superb steamer, will sail, on and after Tuesday, 6th current, as under, until farther notice:—From Gairloch-Head for Glasgow, at 8 a.m., from Helensburgh, ¼-past 8 a.m., from Greenock, about 10 a.m., and will leave Glasgow for Gairloch-Head, at 3 p.m.”—Glasgow, 3d October, 1840

Shandon (McQueen)

The Henderson & M‘Kellar steamers likewise curtailed service at the end of the tourist season.

“Steamer Sultan, will, on and after Monday first, the 28th curt., discontinue the hours of six morning and evening, and sail from Glasgow at nine, and Greenock at two, as formerly.”—Glasgow Herald, September, 1840

“Steamers Royal Tar, or British Queen, sail, on and after Monday the 19th current, at 12 o’clock noon, for Greenock, Helensburgh, and Rosneath. And the Sultan, for Greenock only, at eleven o’clock forenoon.”—Glasgow Herald, October, 1840.

“Steamers Royal Tar, or British Queen, sail for Greenock, Helensburgh, and Rosneath, at 8 morning; and 12 noon, Helensburgh only, at one quarter (latest boat for Greenock) before 4 afternoon. From Greenock at 7 morning. 12 noon, 4 afternoon. Sultan for Greenock, at 11 forenoon, returning in the afternoon to Glasgow.”—Glasgow Herald, October, 1840.

The following year, 1841, the Luna was transferred to the Kilmun station, and the James Oswald was sold, and was to be found sailing to Ayr and Stranraer. The following year she was at Moville. The Shandon had also passed on from the Gareloch, now sailing to Lochgilphead on a regular basis.

Henderson & M‘Kellar steamers continued sailing mainly Rosneath and Helensburgh, with Sultan extending her route to Garelochhead with a forenoon sailing to the loch, returning in the afternoon. The sole remaining steamer from Napier was the Superb and she sailed from the Gareloch in the morning, returning in the afternoon.

“The steamers British Queen, Royal Tar, and Sultan, continue to sail for Greenock, Helensburgh, and Roseneath, on and after Monday first, at the following hours:—8 morning, 11 forenoon, 12 noon, and 5 afternoon, in place of 4, as formerly.—Glasgow, 11th June, 1841.”—Glasgow Herald, June 11, 1841

“Steamer Royal Tar, and British Queen, sail at their usual hours on and after Monday first, the 5th instant, when they will leave Glasgow at 4 in place of 5 as formerly. Steamer Sultan, from Glasgow for Garelochhead, at 11 forenoon; leaving that for Glasgow, at ¼-past 3, and Greenock at 5 afternoon.”—Glasgow Herald, October 1, 1841

“Change of hours.—The Royal Tar, and British Queen, will sail at their usual hours till Monday first, 1st November instant, at the following hours:—From Glasgow to Greenock and Helensburgh, 8 morning, 11 forenoon, and ½-past 3 afternoon. From Greenock to Glasgow ¼-past 7 morning, 12 noon, and 5 afternoon. Steamer Sultan, from Glasgow to Greenock and Helensburgh, at 12 noon; and from Greenock to Glasgow, at 4 afternoon.—29th October, 1841”—Glasgow Herald, October 29, 1841

“Notice.—The steamer Superb, having got her repairs completed, will resume her station on Tuesday, 25th current, leaving Glasgow Bridge every afternoon at 3, for Greenock, Helensburgh, and Garelochhead.—22nd May, 1841

At the end of March, 1841, the Glasgow, Paisley & Greenock Railway was opened, and the impact on the Helensburgh and Gareloch trade would have been immediate. The Railway had made overtures to the steamboat owners to run in connection with the trains but at this point, there was little interest. From the  steamboat owner’s point of view, traffic to Glasgow from Greenock and Port-Glasgow was most affected, and the Superb changed her Monday morning sailing to provide a direct connection with Glasgow. The Henderson & M‘Kellar response is not recorded, but it must have been a troublesome time for the owners. Presumably, with their three steamboats, one might think that they would gain the bulk of the passengers from Helensburgh who wanted to connect with the railway.

“The steamer Superb will leave Gareloch head on Monday 7th, at half-past six o’clock morning, Helensburgh at half-past seven a.m., direct for Glasgow, not calling at Greenock or Port-Glasgow, and will continue at that hour every Monday morning until farther notice.—Glasgow 4th June, 1841.”—Glasgow Herald, June 4, 1841

Inspired by the railway and the competition it wrought on the steamers, the following advertisement appeared in the Glasgow Herald at the beginning of May.

“Prospectus of a Joint-Stock Company for the purpose of establishing swift-sailing steam-vessels on the river Clyde, to ply between Glasgow and Greenock in the first instances, and afterwards to such other parts as may be considered expedient.

“It is admitted by the scientific men that the utmost of Steam Vessels for River Navigation has not yet been obtained—that the great improvements now making in the model and construction of swift-sailing passage boats, combined with the advantage of locomotive steam engines, if adopted for river-steam navigation, would produce a speed in smooth water much greater than the utmost that has yet been obtained, or is ever likely to be obtained, on the present principle of heavy-decked vessels, half-loaded by the weight of their heavy engines and boilers, and at a much less expense. And it is evident, that if boats built on this principle can be propelled at a rate of from between 16 to 18 miles per hour, they would entirely supersede all the other passage boats, and be able to carry passengers with a handsome profit to the owners, at rates far below what any Railway Company is able to do, while, at the same time, the speed would be nearly equal, and prove a pleasanter and more economical mode of conveyance to the public. With a view to supply this desideratum, it is resolved to form a Joint-Stock Company, to commence with a capital of two thousand pounds, divided into two hundred shares of ten pounds each.

“It is also proposed that so soon as half this sum is subscribed, a Committee will be appointed by the subscribers to prepare a contract, and conduct the business of the Company.

“A number of shares are already engaged; and those intending to purchase will require to make immediate application to MacBrayne & Macindoe, 57 Buchanan Street. Glasgow, 1st May, 1841.

“Note: A drawing of the Vessel proposed is now in preparation and will be ready for exhibition in a few days.”—Glasgow Herald, May 5, 1841

There must have been sufficient interest as the wooden steamer, Telegraph, was built by Messrs Hedderwick & Rankin of Glasgow. She was 118½ feet in length and 14 feet in breadth and of very shallow draught. her engines of 50 horse-power were made by Messrs J. M. Rowan, alsoof Glasgow and she was ready for trials at the beginning of December.

“Steamboats versus railways.—We understand that the new steamer Telegraph, which fitted up with locomotive engines, made a trial trip to Greenock and Helensburgh yesterday morning, and, notwithstanding the opposition of the tide all the down, she performed the distance in something less than an hour and a half. She ran afterwards from Greenock to Helensburgh in twelve minutes, a distance of four miles; she then put about and returned to Greenock, having performed the distance of eight miles in twenty-six minutes—being at the rate, in still water, of upwards of eighteen miles hour.”—Glasgow Herald, December 8, 1841.

After a month she was laid up until she could be put into service.

“Notice.—The steamer Telegraph will, on and after Wednesday next, the 5th January, cease plying between Glasgow and Greenock until early in Spring, of which due intimation will be given.—John Macindoe—Glasgow, 1st January, 1842”—Glasgow Herald, January 3, 1842

When she reappeared, she was advertised to sail on the “Cardross Passage” directly to Helensburgh, calling only at Renfrew and Bowling.

“New and rapid communication between Glasgow and Helensburgh.—On and after Monday the 14th instant, the new steamer Telegraph will commence plying between Glasgow and Helensburgh direct (calling at Renfrew and Bowling Wharves only).

“The passage being made by Cardross and the Hill of Ardmore, is considerably shortened, and will usually be made in one hour and three-quarters. As this arrangement is made for the purpose of affording the inhabitants and visitors of Helensburgh a cheap, and, at the same time, as rapid a conveyance as can possibly be attained by the combination of land and water carriage, it is hoped that the Telegraph will meet with due support.

“The hours of departure will be as follows:—From Glasgow, at 10 o’clock forenoon, and 4 afternoon. To Roseneath at 4 o’clock afternoon. From Helensburgh, at 7 o’clock morning, and 1 afternoon. From Roseneath, at half-past 6 o’clock morn.—John Macindoe, 57 Buchanan Street, Glasgow, 1st March, 1842.”

Two weeks later, she was including a call at Greenock, with the promise to resume the direct sailing in May.

“Steamer Telegraph.—The new steamer Telegraph will discontinue plying to Helensburgh by the Cardross passage, till the season is further advanced. She now sails for Greenock, Helensburgh, and Roseneath, at 10 morning, leaving Roseneath for Helensburgh and Greenock at two o’clock, and Greenock for Glasgow at three p.m. This arrangement will be continued until the first of May, when she will ply between Glasgow and Helensburgh direct, as formerly advertised.

“In conjunction with the above arrangement, the Telegraph will leave Glasgow for Helensburgh direct, every Saturday afternoon at 5 o’clock, and Helensburgh for Glasgow every Monday morning at 7.—John Macindoe, 57, Buchanan Street, Glasgow, 16th March, 1842.”

However, on the evening of Monday, the 21st of March, disaster struck.

“Explosion of the Telegraph steamer, and melancholy loss of life.—Glasgow Herald, March 23, 1842.

“On the afternoon and evening of Monday last, the most painful sensation was excited in this city by the news of the bursting of the boiler of the new steamer Telegraph, at the quay of Helensburgh, and consequent sacrifice of, it is believed, 20 lives, in addition to many who have been severely, if not dangerously, injured. The Telegraph was built in autumn last as a river boat, and, with the view of attaining a high degree of speed, she was supplied with a locomotive engine of two cylinders and one boiler, her engine being computed to be of 50 horse power. This was certainly a novelty in steam-boat building on the Clyde, but it nevertheless was considered to be not only a practicable but a safe project, by some eminent engineers who were consulted on the matter, and the fact that she ran at an average of from 15 to 16 miles an hour down the river, and has even performed at the rate of from 18 to 19 miles, between Helensburgh and Greenock, seemed to give confidence and weight to those opinions which had been favourably entertained regarding her. She left the Broomielaw at 10 o’clock on Monday for the performance of her usual trip to Greenock, Helensburgh, and Roseneath, and back to this city. Before 12 o’clock she landed one class of passengers at Greenock, and took on board another for Helensburgh, at which she arrived at her usual rate of speed. The passengers were here landed also; others were shipped, and just as the vessel was backing out on her voyage up the Gareloch, and the paddles had performed two or three turns, the boiler exploded with a crashing sound, which was heard distinctly for miles around, and particularly at Greenock quay, a distance of four miles, where the report fell with the startling effect of evil augury. Telescopes were immediately in requisition, and it was too soon and too sadly discovered that the Telegraph, which had recently left that port, with a glad and lightsome company, had ceased to exist. The force of the explosion was so great that the boiler tubes, and part of the machinery, were dashed with instant violence to a considerable distance on shore, while some part was blown into the sea in a contrary direction. The scene is described as having been heartrending in the extreme, the masses of falling wreck being mixed with the mangled bodies of the dead, and the first wild roar of the explosion being succeeded by the screams and groans of the wounded and the dying. Amongst those who were thus hurried to their account were Mr. Hedderwick, of the late firm of Hedderwick & Rankin, the builders of the Precursor Indian Steam Ship; Captain Ewing, the Master of the Telegraph, late of the Kilmun Steamer; Mr. Bannatyne, the engineer of the Telegraph, to which situation he removed from the Glasgow and Greenock railway; Robert McAslan, a well-known Clyde pilot; four painters in the employment of Mr. Gilchrist, Glasgow, who formed part of a company of eight on their way to paint the Precursor, now lying in the Gareloch, Daniel Sinclair, fireman, William Laurie, pastry baker from Paisley, along with several others, some of whom will be found named in the following article quoted from our Greenock Contemporary of Tuesday morning. In all, it is believed that 20 persons have lost their lives by this unhappy catastrophe. In addition to these, a considerable number have been severely injured by being struck by the timbers or mixed up with the wreck at the time of the explosion, some of whom it is feared may not recover. So soon as the explosion was heard two of the tug boats lying at Greenock got up their steam, and proceeded to Helensburgh, for the purpose of rendering every assistance in their power. It is impossible adequately to describe the scene at the moment the explosion occurred. The vessel itself burst like a bomb-shell, and momentarily became a total wreck—so much so that not a single part of her, above a few feet in size, remained together afloat. In fact, one of our informants states that the appearance of the wreck of the Telegraph at this moment reminded him of nothing more than a frail box which had been blown up by a large charge of gunpowder. In every direction could be observed scattered about, the mutilated limbs of the unfortunate passengers, and the water was literally tinged with their blood. The boiler in the explosion was blown completely ashore, so as to convey to the spectator the idea of the disappearance of the steamer altogether. In the afternoon there were 15 bodies in the Tontine Hotel, Helensburgh. Two of the painters’ bodies had not been recovered. At half-past four o’clock, the steamer Royal Tar sailed from Helensburgh with a number of the wounded on board. Of these six were landed at Greenock where the Provost had a number of biers ready to remove the sufferers that arrived, to the Infirmary. Two of the painters mentioned above, who were not so severely wounded as the rest, proceeded to Glasgow in the steamer, as well as a lady and gentleman, who were slightly wounded while standing upon Helensburgh Quay, witnessing the departure of the Telegraph. The real causes which gave rise to this deplorable catastrophe, may perhaps never be known, in so far as the Captain and engineer, who were most likely to be aware of the condition of the vessel at the moment, are amongst the dead. We have heard more than one reason given, but until judicial investigation, which is now in progress, shall have terminated, it would not be proper to place implicit reliance in any, although we may here repeat them. It is said on the one hand that the valves had become deranged or overloaded, and led to the accident. On the other it is presumed that the engineer (who was obliged to use fresh water) had allowed the boiler to get too low, and the plates had in consequence become heated, perhaps to a red heat. As the accident occurred while the Telegraph was backing out from the quay, it is presumed that he may have put on the feed-pump while she was in this position, and from the cold water coming in contact with the heated plates, and instantaneously generating a gas possessing all the strength of gunpowder, the explosion had occurred.

“The construction of the Telegraph, as we have said was quite a novelty, even in the Clyde, the cradle of steam navigation. She was of a light yacht-like build, 120 feet in length, by 14 feet of beam; was considered of 32 tons, and used a locomotive engine. In the centre of the vessel, there was a high elevation, on which was placed the wheel, and station of the steersman, enabling him from his position to keep a good look out; and helm was moved by a chain running along the surface of the bulwarks on each side of the stern. Below this elevation, in the stern of the vessel, the cabin was situated, and the steerage similarly placed forward.

“The accident has been by far the most direful of the kind which has ever occurred on the Clyde, where hundreds of persons daily navigate its waters by this means, and thousands in summer; and its occurrence is likely to throw a damp on locomotive engines, as applied to steam vessels, which will not soon be got over. The Telegraph was built by Messrs. Hedderwick & Rankine—the former of whom has perished with her; and the engine was constructed by John M. Rowan & Co., Atlas-works, Glasgow. The last accident of a similar kind was that which occurred to the Earl Grey steamer, the boiler of which exploded while she lay at Greenock quay, on her way from Dunoon to Glasgow, on the afternoon of Friday the 24th July, 1835. This occurrence, however, painful as it might be, was of a much less disastrous kind than that which took place on Monday last, for then only six persons were killed, and fifteen severely injured.”

From the Greenock Advertiser—

“Yesterday, between twelve and one o’clock, a most calamitous accident took place at the quay at Helensburgh. The Telegraph, a steam-boat propelled by engines on the high-pressure principle, arrived here from Glasgow, about noon, and took on board a number of passengers for the opposite shore. She had landed at the quay at Helensburgh those whose destination was that town, and was just setting off for the Gareloch, when the boiler burst with a tremendous explosion, which was distinctly hear in this town, a distance of four or five miles from the spot. With the least possible delay, two steamers, one belonging to the Old and the other to the New Clyde Shipping Company, set off from our harbour to ascertain what had taken place, and to render what assistance might be needed in the circumstances.

“The return of these vessels was waited for with the most intense anxiety, not only by those who knew that they had relatives and friends on board the Telegraph when she left this port, but by vast numbers who had heard the explosion, or been told of it, but who were ignorant of the extent of the fearful calamity which all were persuaded had taken place.

“At two o’clock one of the steamers returned, with the mournful intelligence that thirteen human beings had been killed on the spot, and that all the others who had been on board at the time were more or less injured. It was added that the greater number of those who had lost their lives were so dreadfully mangled and mutilated, that their identification in some instances was difficult, if not impossible.

“By the boat that leaves this at half-past two, a number of medical gentlemen proceeded to Helensburgh to render assistance to the survivors. Their brethren in Helensburgh were also very attentive.

“About a quarter to three another steamer arrived from Helensburgh; and the intelligence brought by her showed that, in this instance, the first reports of the calamity instead of, as is usually the case, giving an exaggerated account of the mischief done had fallen considerably below the truth, for it was now ascertained tat no fewer than sixteen dead bodies had been found, while several persons, who were known to have been on board when the explosion took place, were nowhere to be seen, either dead or alive.

“Among the dead are—Captain Ewing, the master of the unfortunate vessel, and who was well known in this neighbourhood, having formerly commanded the steamer Kilmun. He died shortly after the explosion. Mr. Hedderwick, of the firm of Hedderwick & Rankine, shipbuilders, Kelvinhaugh, whose head was dreadfully mangled. Mrs. Dow, wife of Mr. Dow of the Old Clyde Shipping Company, and daughter of Mr. Malcolm Keith, clothier in this town. She was married within the last four months. Robert M‘Auslan, (one of the crew), Helensburgh; Daniel Boyle, tailor, Greenock; Robert M‘Gregor, tailor, Greenock; John M‘Millan, tailor, Greenock; James Johnston, Greenock; Robert Cadenhead, Govan; John M‘Diarmid, pilot; Jacob Laird, painter, Edinburgh; William Muir, painter, Glasgow; Peter M‘Clintock, painter, Glasgow; John M‘Queen, painter, Dundee; A person supposed to be the engineer; and three bodies not identified.

“Of the above, the bodies of Peter M‘Clintock and John M‘Queen have not been found at the date of the last advices. They, together with the other two painters above-mentioned, had arrived from Glasgow, and were on their way to Gareloch to work at the large steam-vessel the Precursor, which is now lying there. In all sixteen bodies have been got, which, with the two painters noticed above, make a certain loss of eighteen; but it is feared that the mortality may be more extensive. A woman and child are known to be missing.

“Besides those killed, there are a number who were bruised and scalded. Among these are—Mrs Keith, who is much scalded; Miss Keith, who is not expected to survive (these are the mother and sister of Mrs. Dow, whose death is mentioned above.); Miss M‘Kellar (a young lady who was with Mrs. Keith), slightly hurt; John M‘Neill (a workman with Mr. Napier), seriously injured; Richard Anderson (foreman to Hedderwick and Rankine), who is so much injured that his life is despaired of; James Stenhouse, much bruised; Alex M‘Coll, fracture of both thighs, and much injured; George Leck, compound fracture of the leg; David M‘Alpine, severely burned; John M‘Neill, severely bruised. The four last-named persons were brought over by the Royal Tar, at half-past four o’clock, and taken to the Infirmary.

“The distance at which the sound of the explosion was heard, will give the reader some idea of its loudness—of its force we have no less decisive proofs. Not to speak of the number of individuals hurried by it into eternity in a moment, or injured to an extent from which they will never recover, the engine and part of the boiler of the boat was propelled through the air and landed on the quay at a distance of a hundred feet from where the explosion took place. The boat was split from stem to stern, and the deck timbers blown to fragments and scattered all around.

“An express having been sent to Dumbarton, the Sheriff and Sheriff Clerk of Dumbartonshire were very soon on the spot, and proceeded to take a precognition from such of the survivors as were in a situation to give evidence. the result of their investigation has not transpired.

“The corpses of the dead, and the larger portion of the injured survivors, were removed to the Tontine Inn, Helensburgh, where Mr. Liddell, the landlord, and his family, did all in their power to alleviate the sufferings of those to whom their attentions could be of any avail.”

From the Greenock Advertiser—

“In our last we narrated all the details connected with this melancholy affair, so far as these were known up to the time of our going to press. The total number of deaths was, as we then stated, eighteen. We mentioned, at the same time, that a woman and a child were still missing, but we have learned since that these parties landed at Helensburgh, and of course escaped the explosion. The “James Johnston, Greenock,” mentioned in our last, was a young lad who had been employed as a shop-boy with Messrs. Webster & Robb, of the Waterloo House, in this town. One of his legs had been separated from his body, and has not yet been found.

“The body found in our last as Daniel Boyle was afterwards ascertained to be the corpse of Wm. Laurie, a pastry-baker or confectioner from Paisley. It was so terribly mangled that it was impossible to make out who it was; and the friends of Boyle, whose body had not been found, supposed it to be his. Next morning, about two o’clock, however, the body of Boyle, together with that of Daniel Sinclair, the fireman, were found in the wreck, and identified. Laurie was ultimately recognised by his name, being found written on the back of his watch paper.

“Another of the corpses mentioned in our last as not identified, turned out to be that of William Bannatyne, the engineer of the boat, and who had been previously employed on the Greenock Railway in the same capacity. A man named Hill, who acted as coal-trimmer, was another of the corpses which had not been published when our last account was published.

“Of the bodies to which we referred as not having been identified, one of them turned out to be Thomas M‘Queen, painter, from Dundee, and who was known to be among the sufferers. The other missing painter, whose name was Peter M‘Clintock, was found on Wednesday afternoon about four o’clock.

“With the exception of Jacob Laird, one of the painters, who had no relatives in this neighbourhood, the bodies of the dead were removed by their friends, but he was interred on Tuesday, in the churchyard of Row, his funeral being attended by the parish minister, Mr. Gilchrist, his employer, and several of the inhabitants.

“As all the parties who were missing have been accounted for, and the full amount of the mortality ascertained, we think it will be as well to give a complete list of those who have perished:—John Ewing, master of the Telegraph; Robert M‘Auslin, pilot of the Telegraph; John M‘Diarmid, pilot of the Telegraph; Wm. Bannatyne, engineer of the Telegraph; — Hill, coal trimmer of the Telegraph; Mrs. Dow, Greenock; Robert M‘Gregor, tailor, Greenock; John M‘Millan, tailor, Greenock; Daniel Boyle, tailor, Greenock; James Johnston, shop-boy, Greenock; Mr. Hedderwick, ship-builder, Glasgow; Robert Cadenhead, carpenter, Govan; Peter M‘Clintock, painter, Glasgow; William Muir, painter, Glasgow; Jacob Laird, painter, Edinburgh; Thos. M‘Queen, painter, Dundee; Wm. Laurie, confectioner, Paisley.

“In regard to the persons mentioned in our last as injured, we have little to state. Miss Catherine Keith, whose life was represented as despaired of, we are happy to say, is now considered out of danger, and her mother is doing well.

“In addition to the persons mentioned in our last as having been injured by the accident, we have to mention the Rev. Mr. M‘Farlane, and Mrs. Grey, both from Hamilton, who had just landed from the boat, and were walking up the quay when they were struck by some of the fragments of the boat, and severely injured.

“Perhaps the most surprising part of the whole affair is the fact that some of the persons on board escaped without injury. One very striking instance of the kind occurred in the case of a passenger, who having been tipsy, had lain down on a bench in the steerage, where he fell asleep. The engine and boiler passed over him, carrying with them the roof of the steerage, without his sustaining any farther hurt than a few slight scratches.

“On Thursday morning the Telegraph was brought alongside the quay, and when the tide left her she was carefully examined. No dead bodies were found in her, but a large piece of a human skull, a piece of a jawbone with a tooth in it, and other fragments of the human frame, were got.

“The vessel presented a dreadfully shattered appearance. The power of the explosion had forced out her sides, so as to leave a large space between them and any remaining part of the deck. The floor of the cabin has completely disappeared, having been rent to pieces by the explosion, and then floated away, while in its place was a quantity of coals and rubbish which had been forced from the engine room. A large quantity of this stuff also found its way to the quarter-deck, which is abaft the cabin, and it is supposed that Mrs. Dow’s death arose from suffocation from this cause.

“The inhabitants of Helensburgh generally, and the medical gentlemen in particular, were most attentive to the sufferers. Drs. Orr and Cannon, who were on the spot from the beginning, and continued in attendance upon the wounded until midnight; and Drs. Campbell and Duncan, all exerted themselves to the utmost, to afford whatever relief skill and kindness could bestow. The Rev. Mr. Laurie and the Rev. Mr. Arthur were both most assiduous in furnishing every aid within their power; and indeed the feeling of sympathy for the sufferers and their friends was at once active and universal.

“Capt. Pond, of the Dumbartonshire Rural Police, was throughout most indefatigable in his exertions in behalf of the sufferers, and in securing their property; and his attending to those who were anxiously inquiring after their friends was most exemplary.

“This event naturally recalls to recollection the explosion of the Earl Grey, which took place on the 24th July, 1835. On that occasion, the number of immediate deaths was only six, but four of those hurt died within a few days of the accident, making a total of ten lives lost. Even supposing, as we hope and expect, that all the wounded on the present occasion will recover, the mortality is nearly twice as great as that caused by the blowing up of the Earl Grey.”

The Scotsman newspaper printed an account of a witness to the aftermath of the accident:—

“Dumbarton, March 21.—I have just returned from the scene of the most dreadful catastrophe which has ever fallen to my lot to witness – the explosion of the Telegraph high-pressure steamer (the fastest steamer afloat), which took place about one o’clock this afternoon, at the quay of Helensburgh. The first report reached Dumbarton at half-past four p.m., just as I finished dinner. W.B. and I immediately started for Helensburgh (eight miles), which we accomplished in one hour and three-quarters. We found the report but too true. The evening was the finest I have ever seen upon the Clyde. It was a dead, solemn calm. The steamer, which was slim clinker-built, was literally shattered to pieces, which were floating about in every direction; the principal part of it appeared to be lying alongside the quay, the tide having risen nearly over it. This is something of the appearance of the wreck.

“[Our correspondent here introduces a sketch of the wreck, lying a little way off the way, which stretches out from the shore. It shows only the paddle-boxes peering above the water, and seemingly shattered, a piece of the funnel, &c.]

“Upon inquiring the names of the killed, my limbs almost sunk under me to hear among the first that of my own family, but I afterwards learned that the unfortunate sufferer, although known to me, was no relation. In the large room of the inn, I saw fifteen bodies stretched alongside of each other, a most horrible sight. Persons were taking the watches, pocket-books, &c. from their pockets, but I could not remain a minute in the room. There were supposed to be several more dead in the cabins, which they could not get at till low-water. There were four medical men on the spot, and the wounded were immediately sent over to the Greenock Infirmary. Captain Ewing, who used to command the Kilmun steamer, is amongst the killed. The Telegraph had just arrived from Glasgow, the Helensburgh passengers had left her, those for Roseneath only remaining. Mr Hedderwick, ship-builder, his foreman carpenter, and four painters, who were all killed, were going to work on board the Precursor steam-ship, at present lying in the Gareloch.

“The quietness of the village, with groups of inquiring people at every door, and the extreme brilliancy of the evening, formed altogether a scene of surpassing melancholy. What makes this event even more striking to my mind is, my having met the Telegraph this morning on my passage from Glasgow, skimming “like a thing of life” along the surface of the water (it only drew two feet). – Excuse this hurried scrawl, written after walking 16 miles.”

There is no accessible drawing of the Telegraph, however, in the inquiry into the explosion, the boiler was the focus of attention. The plan of the boiler is shown below, together with a drawing with two large pieces of the boiler superimposed on part of the plan.

Plan of the boiler of the Telegraph

Two large pieces of the boiler superimposed on the plan

At the subsequent inquiry, the explosion was deemed to be an accident, and consequently families wishing to sue the Company were unable to do so. The accident, however, put paid to the use of high-pressure boilers on the Clyde for the foreseeable future.

At the end of 1841, the Greenock Railway, saw some limited success on attracting connections on the Helensburgh and Gareloch routes. Both the Superb and Royal Victoria that had begun sailing to Helensburgh and Garelochhead at the beginning of the year, were advertised with railway connections to the Gareloch.

“Notice.—On and after Wednesday the 6th April, the Royal Victoria steamer will sail from Glasgow, every day, till further notice, at 11 o’clock forenoon, for Greenock, Helensburgh, Roseneath, and Gareloch-head, returning from Gareloch-head at 4 afternoon, Helensburgh, ¼-past 5; and Greenock at 6. By this arrangement, passengers will have an opportunity of viewing the different watering places, and returning to Glasgow in the evening.”—Glasgow Herald, April, 1842

“The Superb steamer, having completed her repair, will leave Gareloch-head, every morning at ¼-past 8, Helensburgh, ½-past 9; and Greenock at 10, for Glasgow; leaving Glasgow, every day for Greenock, Helensburgh, and Gareloch-head at 3 afternoon, commencing (this day,) Friday the 1st April.—Glasgow, 31st March, 1842.”

The railway connections unfortunately do not confirm the identities of the connecting steamers.

“Glasgow, Paisley, and Greenock Railway.—Summer hours—The public is informed, that trains of first, second, and third class carriages, will, until further notice, run at the following hours.—

From Glasgow to Greenock (Down), 8 a.m., *10 a.m., 12 noon, *2 p.m., 3 p.m., 4 p.m., *5 p.m., 8 p.m.; From Greenock to Glasgow (Up), half-past 8 a.m., *half-past 9 a.m., half-past 10 a.m, *half-past 12 p.m., half-past 1 p.m., half-past 3 p.m., *half-past 6 p.m., half-past 8 p.m. No trains on Sunday. The trains marked * stop at Houston and Bishopton stations; All the trains stop at the Paisley and Port-Glasgow stations.

“Communication with the western coast.

“Down trains.—Steam-boats are at present advertised to depart from Greenock for the undermentioned places, (weather, &c., permitting.) on the arrival of the trains which leave Glasgow at the hours specified below; but third class passengers will not be booked for the boats at the hours marked‡:— Gourock, 8 a.m., 12 noon, ‡4 p.m., 5 p.m.; Helensburgh, 8 a.m., 10 a.m., 12 noon, 4 p.m.; Row and Roseneath, Helensburgh, 12 noon, 4 p.m.; Garelochhead, 4 p.m.; Dunoon and Rothesay, 8 a.m., 12 noon, ‡4 p.m., 5 p.m.

“Up trains.—Steam-boats  are at present advertised to arrive from the undermentioned places, (weather &c., permitting,) for the trains which leave Greenock at the hours specified below; but third class passengers will not be booked  with boats at the hours marked‡— Gourock, 8.30 a.m., ‡10.30 a.m., 1.30 p.m., 6.30 p.m.; Helensburgh, 8.30 a.m., 10.30 a.m., 12.30 p.m., 3.30 p.m.; Row and Roseneath, 8.30 a.m., 3.30 p.m.; Garelochhead, 8.30 a.m.; Dunoon and Rothesay, 8.30 a.m., ‡10.30 a.m., 1.30 p.m., 6.30 p.m.

“Fares between Glasgow and Greenock—first class 2s. 6d.; second class, 1s. 6d.; and thir class fares between Glasgow and Greenock, Gourock, and Helensburgh, 6d.—Row, Roseneath, Gareloch-head, Dunoon, and Rothesay, 9d.”—Greenock, 23d May, 1842.”—Glasgow Herald, July 11, 1842.

The railway eventually purchased Royal Victoria and she was placed on the Greenock to Helensburgh and Roseneath station. The Hutcheson’s Greenock Advertiser notes that “The Victoria sails at all hours for Helensburgh and Rosneath in connection with the railway, calling at Helensburgh both in going and returning.”

By this time, the commander of Royal Tar was Captain John M‘Kellar, presumably a brother of Captain Alexander and best known to his friends as “Rope Jock.”

“The steamer British Queen will, on or about the 10th of May, sail for Greenock, Helensburgh, and Gareloch-head, at eleven o’clock forenoon.”—Glasgow Herald, April 1842

“On and after Tuesday first, 20th instant, the Royal Tar, or British Queen, steamers, will sail from Glasgow at 4, instead of 5 o’clock, afternoon.—Glasgow, 17th September, 1842.”

On a stormy day with a high tide, the Royal Tar was unfortunately run across the flooded end of Helensburgh quay and heavily damaged. She was repaired, but was sold off the Clyde shortly thereafter.

“Alteration of hours.—On and after Tuesday the 14th, the steamer Superb will leave Garelochhead every day at 7 o’clock, and Helensburgh at 8 and from Glasgow every afternoon at 3 o’clock. Previous advertisements withdrawn.—Glasgow, 11th March, 1843.”—Glasgow Herald, March 13, 1843

The “green boats” of Henderson & M‘Kellar announced that a new steamer, Emperor, was building.

“Steamers British Queen or Sultan will, on and after Monday the 1st day of May, sail from Glasgow at ¼ before 9 morning, 12 noon, and 5 afternoon (instead of 4 o’clock, as formerly); and from Helensburgh and Greenock at their usual hours, until the new steamer Emperor is ready, of which intimation will be duly given.”—Glasgow Herald, April 28, 1843.

The Emperor was a neat little iron steamer, built by Messrs Tod & MacGregor of Glasgow. She had a steeple engine of 50 h.p. and was 121½ feet in length, by 16 feet in breadth. She had an eventful life, being the first Sunday-breaker on the Clyde in 1853. She entered service in early June.

Emperor (Williamson)

Emperor (Evening News)

“The new steamer Emperor will leave Glasgow every Saturday evening, at 7 o’clock, for Greenock and Helensburgh, and will leave Helensburgh on Monday morning (12th June) for Glasgow direct at half-past 7 o’clock. Also, the British Queen will leave Helensburgh for Greenock and Glasgow, every Monday morning at half-past five o’clock.—10th June, 1843”—Glasgow Herald, June 9, 1843

The railway at Greenock had the Royal Victoria on the Helensburgh and Gareloch connection, and by the Dumbuck, the Dumbarton cargo steam-boat, pressed into passenger use. Competition from the steam-boats was having an impact and fares were reduced for the railway journey between Glasgow and Greenock.

“Glasgow, Paisley, and Greenock Railway.—On and after Monday the 3rd proximo, the Dumbuck steamer will cease plying between Greenock and Helensburgh, Row, Roseneath, and Garelochhead in connection with the railway trains.

“The Victoria steamer will, on and after that date, ply to these places in connection with the following trains:—Down trains.—Helensburgh, 8.0 a.m., 10.0 a.m., 12 noon, 4.0 p.m.; Row and Roseneath, 10.0 a.m., 12 noon, 4.0 p.m.; Garelochhead 4.0 p.m. Up trains.—Helensburgh, 8.30 a.m., 10.30 a.m., 12.30 p.m., 3.30 p.m.; Roseneath and Row, 8.30 a.m., 12.30 p.m., 3.30 p.m.; Garelochhead 8.30 a.m.—Railway Office. Greenock, 28th September, 1843.”—Glasgow Herald, September 29, 1843

Towards the end of the season, services were cut back, as normal.

“Notice.—The steamer British Queen will leave Glasgow for Greenock, Helensburgh, and Roseneath, on Saturday evening, at six o’clock, in place of seven, after which the evening hour on the Saturdays will be discontinued.

“The steamer Emperor will leave Glasgow for Greenock, Helensburgh, Roseneath, and Gareloch-head, on Saturday afternoon at five o’clock.”—Glasgow Herald, September 15, 1843

“Change of hours.—The steamers Sultan, British Queen, and Emperor, continue sailing at their usual hours, but on and after Thursday first, (5th October,) will leave Glasgow at four, in place of 5, Afternoon.”—Glasgow Herald, October 2, 1843

On October 11, the British Queen had a brush with disaster on an afternoon with a strong north-easterly wind.

“The storm of Wednesday.—Perilous position of the British Queen steamer.—From the comparative mildness of the weather, at least for the season of the year, we had almost indulged the hope that the period of the equinox was likely to pass over without its accustomed storm-blasts and deluges of rain. Wednesday, however, proved the fallacy of these anticipations, for from morning till midnight we were visited by rains that fell, with little intermission, in torrents, and by gales which often came with hurricane fury. In many cases roofs were partially titled; much havoc was made amongst the chimney cans, and the elemental warfare was so rue that few ventured upon the streets excepting those who were called out of doors by the demands of business. The news from the coast was looked for yesterday morning  with much anxiety, and although fortunately we have not yet heard of any loss of life, there has been injury to shipping, and in one instance—that of the British Queen river steamer—a most providential escape from being engulfed in the angry waters. The steamer left the Broomielaw, with passengers for Greenock and Helensburgh, about four o’clock on Wednesday, and although the weather was very wild, made her passage down the river to Greenock in less than two hours. She lay at the quay about ten minutes, and was with difficulty got away from it, from the freshness and fury with which the north-east wind blew upon the harbour. Upon leaving the quay, the vessel, which is iron-built, was found to strike twice or thrice, but this created little notice the moment, and she made her way across the Firth in the teeth of the wind, until she was about a mile out, and nearly opposite the buoy at the tail of the bank. At this moment, the captain got the alarming intimation that the water was rushing in by a leak in the stern, with such rapidity that it would in a very short time prove fatal to the vessel. He immediately gave orders put her about for Greenock, which was fortunately effected although with greatest difficulty, the exertions of no fewer than four men being necessary to manage the helm. To the fact that the vessel obeyed the helm may attributed the preservation of the lives of all board. The British Queen ran for the shore with all her steam power, but the leak increased so rapidly that she was found to settling fast by the stern, and though the pump was worked, it had no more effect in reducing the rush of water than the attempt of Dame Partington to sweep out the Atlantic. On one or two occasions the vessel gave such lurches that it was feared she had gone on her beam-ends, but fortunately she righted, and was forced along by the power of her steam. The bell was rung furiously as a signal for help, but from the wildness of the night, and its deepening darkness, there was not a soul to be seen on the land or the waters, and it seemed at one time not improbable that many of our townsmen, who were passengers, along with the crew, would perish within hail of the quays of Greenock. The water had covered the floor of the cabin; it was fizzing in and extinguishing the fires, and the engine was ceasing to play; but fortunately the vessel had sufficient way upon her to reach the West dock, where she was run aground—and thus the crew and passengers were saved from almost certain destruction. The steamer speedily sank by the stern, leaving her fore part only uncovered the water. The accident, there is little doubt, was caused by the vessel striking heavily on the rocks close in upon Greenock quay, of the very existence of which few are aware, It happened to be low water at the time the British Queen left the harbour, when of course they are less copiously covered than at other times, and from her violent pitching she must have been driven down upon them with great force, although at the time no suspicion of danger arose. We need scarcely say that this occurrence should show to the Greenock harbour Trustees the necessity of immediately removing these dangerous rocks, for on some future occasion the same damage may be sustained without the same providential escape. The conduct of the captain of the British Queen during this brief but trying run back to Greenock is spoken of very highly; there was no excitement or confusion, and some of the passengers knew little of the danger till it was nearly past. We have much pleasure in noticing the handsome conduct of the manager of the Clyde Shipping Company, who on being made aware of the circumstance, ordered the Samson steam tug to be got in readiness, and conveyed the passengers to Helensburgh the same night, so that their families who are residing there might be saved the agonizing suspense which their non-arrival would have occasioned. We understand that some yachts and small craft were seen on shore, along the coast yesterday morning, caused by the gale of the preceding night, but fortunately we have not heard of any loss of life, nor of property to any extent.” October 21, 1843”—Glasgow Herald, October 13, 1843

“Sinking of the Steamer British Queen, and Fortunate Escape of the Passengers.— Between six and seven o’clock on Wednesday evening, as the British Queen river steamer was on her passage from Greenock to Helensburgh, it was found that she was making so much water as to render continuance of the voyage dangerous, and she was immediately put about for the harbour from where she had started. All the passengers, together with the crew, were landed in safety, and in a moment or two after the vessel sunk in deep water. The cause of the accident is supposed to have been the Queen’s coming against a small rock, close to the quay opposite the Harbour-master’s office; but, though the casualty was felt at the moment of its occurrence, it was not reckoned so serious as to prevent her proceeding on her voyage, until a few minutes after leaving the quay. Wednesday was a very stormy day, and the wind blowing right in upon the quay, caused the steamers to abandon the middle berths, and take station at the extreme ends. This, we believe, was also done by the British Queen on her arrival at Greenock from Glasgow about 6 o’clock; but whether she received any damage by working against the quay, or whether the accident was occasioned exclusively by touching the rock, we of course cannot say. The passengers, however, have certainly good cause to thank Providence for their fortunate escape —Glasgow Courier.”—Belfast Commercial Chronicle, October 25, 1843

British Queen was refloated and repaired as this notice to reassure the public attests.

“The steamers Sultan and Emperor continue to sail at their usual hours; but, on and after Thursday (16th inst.) sail at 3 in place of 4, afternoon. The British Queen will shortly resume her station, after receiving a thorough repair.—11th November, 1843”—Glasgow Herald, November 18, 1843

This essay is too long but 1843 seems an appropriate ending point. Robert Napier’s Shandon & Glasgow steamboat Superb, sailing daily on the return trip from Garelochhead provided access for daily business in Glasgow and for the transportation of goods and produce. The Helensburgh connection with Glasgow was maintained by Henderson & M’Kellar’s British Queen and the new Emperor, with Sultan providing the morning boat to Garelochhead. The railway competition was not as severe as one might suppose. The inconvenience of changing modes of transport at Greenock, not to mention the trek through the malodorous East Quay Lane that connected the railway station with Greenock quay, made up for the slower journey to Glasgow. The railway itself was on the cusp of consolidating a steamboat fleet with new steamers to be launched. The next twenty years or so of the Gareloch will be the subject of another essay.

An early engraving of Helensburgh from around 1840