The steamboat pier at the head of the Gareloch was erected in 1845 by Sir James Colquhoun to serve the village of Garelochhead, then described as an “increasing clump of cottages.” The population of the district had been in decline for some years as farms and small-holdings had been combined and farming had become more efficient with a focus on livestock in adjoining Glen Fruin. However, the beauty of the surroundings and the new fashion of sea-bathing was bringing visitors to the area in summer and the proximity to Glasgow and the Clyde attracted new residents. Around 1838, a Church had been built in the village that lay six miles from the Parish Church of Row. About the same time, a Hotel was opened, a popular spot since the adjoining parish of Roseneath was “dry.”
Garelochhead before the pier around 1840. The church, built in 1838 is visible.
Steamboat communication had begun early, with regular services in the 1820s when passengers were landed by ferry. There was a natural rock at Rowmore Point, about half a mile south of the village that had been “improved” to allow vessels to come alongside at high water but it was entirely dry at low tide.
Garelochhead with the pier around 1860
The pier and village achieved some notoriety in 1853 when the former Garelochhead steamer, Emperor, began to run on Sundays and the attempts of Sir James to prevent the desecration of the Sabbath resulted in the “Battle of Garelochhead,” and the legal dispute over access that was not resolved until 1859.
Garelochhead around 1868 (Annan)
The old pier at Garelochhead in the 1870s
The popularity of the Gareloch as a summer residence grew through the 1860s and 1870s with feuing of villas and cottages. By 1879, the old pier was falling into decay and a new pier, just south of the existing structure was proposed. The main service to the Gareloch from the Broomielaw was provided by the Messrs Keith and Campbell with the Balmoral and Hero, and the railway steamer from Helensburgh was the appropriately named Gareloch.
“Garelochhead. Our river boats and state of trade. During the past winter (and a pretty severe one has been experienced) we have been well served by the steamers plying to and from both this and Greenock and Helensburgh, but since “gloomy winter’s noo awa,” and the weather is improving, much talk is going on as to how the summer traffic is likely to be conducted. From what we can hear the same facilities will be afforded to travellers this year as last. The Railway Company have maintained their usual runs in the mornings and evenings during the winter, and the good old “wooden wall” (Balmoral) ploughed the waters till Monday last, when she was superseded by the favourite steamer Hero—Captain A. Campbell, as deck superintendent, and Mr James Keith as steward and culinary purveyor—and under the charge of both gentlemen we are sure the travelling public will have no reason to complain as to comfort and convenience. The Gareloch is, of course, a vessel in which all our readers are more or less interested, and the improvements that have been effected upon her since she was taken off the run, some three months ago, under the charge of Mr Rowan, Elliott Street, Glasgow, will be greatly appreciated, and when she appears again she will be looked upon as almost a new vessel. She has been fitted up with new paddle wheels and new cylinders, with Buckley’s patent pistons; and the manner in which the whole overhaul has been executed reflects the greatest credit on Mr Rowan’s chief boiler manager (Mr Jack), who, with the combined experience of Mr Harding and Mr Scotland, the chief engineer, has “left no stone unturned” to make the Gareloch what she has hitherto been, one of the best boats on the Clyde. While on the subject of engineering and boiler-making, we may mention that the other day we met in, at the top of the loch, with a party much interested in both branches of industry, and he assured us that Mr Rowan has been so much employed of late that he has had to extend his premises to almost double what they were before the beginning of the year, since which time he has completed one large vessel at Dumbarton and two at Belfast, in addition to which he has six vessels on hand, and so urgent is it that the work should be completed without delay, both night and day hands have had to be employed.”—Helensburgh News, March 13, 1879
Construction of the new pier was begun in the summer of 1879. The old pier served the village through the summer while the pier was being built.
“Garelochhead.—New Pier.—The numerous complaints made of late regarding the instability of the pier will now be set aside, the trustees of the late Sir James Colquhoun having resolved to erect a new one, a little to the south of the present site. On Saturday Mr Wm. Colquhoun, accompanied by Major Colquhoun, Mr. Craig, Dumbarton, the legal adviser, and Mr Robert Taylor, surveyor, Helensburgh, took a sail up in his yacht and inspected the ground. The new pier is to be of the most substantial construction, of pitch pine, and when we mention that the contractor is Provost Kennedy, of Partick, it is needless to say that the work will be sure to be executed to the satisfaction of all. The work will be commenced this week, but the old pier will occupy its present position till the new one is completed, so that the public will not be put to any inconvenience in landing from the steamers.”—Helensburgh News, June 12, 1879.
Opening of the pier took place towards the end of October.
“Opening of new pier at Garelochhead.—The new pier erected at Garelochhead by the trustees of the late Sir James Colquhoun was formally opened yesterday by Major Colquhoun. The pier is built of wood in a superior manner, and a waiting-room and other buildings, erected for the convenience of the public and the tacks-man, have been constructed in a substantial manner, reflecting credit on the contractor, Mr Kennedy, Partick. In honour of the occasion flags were displayed by all the Gareloch steamers during the day.”—Evening News, October 23, 1879
North British steamer Dandie Dinmont at the new pier in the 1880s
The materials of the old wooden pier were put up for sale, but it was two years later before it was removed.
“Sale of pier at Garelochhead. There will be exposed for sale, by public roup, at Garelochhead, on Wednesday, 10th, inst., on arrival of steamer leaving Greenock at 1 p.m., the whole materials, in one lot, of old wood pier, including waiting room at head of pier.—Peter Campbell, Auctioneer.—3rd December, 1879. Helensburgh News, December 4, 1879
“Garelochhead.—The old pier.—Much talk is going on about this man-trap and eye-sore; but now that the excursionists are few and far between, and plenty of men in quest for employment, it is to be hoped that this is the last hint that will require to be thrown out to ensure its removal.”—Helensburgh News, September 30, 1880.
The new pier was altered the following year by Mr James Hamilton of Garelochhead.
“A felt want—During the past summer much inconvenience was felt by the travelling public in consequence of the often untimely notice given of the departure of some of the steamers, as, although their different bells were rung at intervals, it often happened that the public were led to the wrong one. As a remedy against this, it has been suggested that a bell of larger dimensions and of a proper tone should be erected at the pierhead, the tolling of which, say a quarter of an hour before the departure of each boat, would be better heard and understood than the light peals sent forth from the steamboat bells a few minutes before leaving. The greatest want is felt when the steamers come up and have no time to wait, their hour of departure being up even before they arrive. The bell at the quay, in that case, would be of great advantage, particularly if rung when the steamers returning immediately leave Mambeg Pier. The trustees of Sir James Colquhoun are ever ready to do all in their power to add to the comfort and convenience of the travelling public who take advantage of their piers, and we have no doubt that before next summer’s arrangements we will see a bell swinging from the top of the waiting-room at the head of Garelochhead Pier, the same as at all other piers on the route down the loch.”—Helensburgh News, September 30, 1880.
Maintenance work was carried out with regularity.
“The piers.—Material is being laid down for repairing Row, Shandon, and Garelochhead Piers, and the work will be at once proceeded with, the contractor being Mr John Lindsay, Helensburgh.”—Helensburgh News, July 21, 1881.
In 1882, the North British Railway opened their new station and pier at Craigendoran that improved the service they offered to the Gareloch. The funnel colourings were also changed, with a white band added to the red, black-topped funnel previously used. By the end of the decade, the Gareloch had been sold and a new vessel was to be found on the Gareloch route, Diana Vernon. Diana Vernon was a product of Messrs Barclay Curle & Co., in 1885 and with her deck saloon, ushered in a new era for the comfort of Gareloch passengers.
Diana Vernon became the regular Gareloch steamer in 1885 (Valentine)
Closer view of the steamer
Also in 1885, Messrs Keith & Campbell’s service from the Broomielaw was taken over by Messrs Buchanan, and this new association with the summer excursion trade to the Gareloch lasted well into the next century.
Garelochhead Pier in the 1890s
Garelochhead in the 1890s
The West Highland Railway was opened for passengers between Craigendoran and Garelochhead in 1894 and provided easy access to Glasgow. This certainly reduced revenues at the pier, and in 1897, when it was apparent that substantial repairs were required, the Colquhoun Trustees announced that the pier was to close. The public outcry was considerable, not only in Garelochhead, where the station was inconveniently situated on a hill above the village, but also in Greenock and Helensburgh where many of the Garelochhead inhabitants did their shoping.
“The closing of Garelochhead Pier.—What is thought of the decision. (Specially reported for the “Telegraph.”)— It is just ten days since it was officially intimated that Garelochhead Pier will be closed for traffic of all kinds on and after Tuesday, 1st June. This announcement by the Colquhoun Trustees came as a great surprise, and steps were immediately taken to publicly resent the proposal to deprive the village of its most popular entrance and outlet. Within the short space of three days an indignation meeting, at which strong language was used, took place. There was a full and representative attendance of feuars and residents, and on all hands, and for various reasons, the closing of the pier was condemned. It was unanimously agreed to petition the Colquhoun Trustees to delay putting into effect, if they cannot reverse, the decision till after the summer letting season. A petition at the post office, and others placed elsewhere, have been numerously signed and forwarded to the proper quarter. That is brief statement of the position of affairs up to date.
“Garelochhead Pier was the first erected within the loch proper. Some of the older inhabitants remember the time—in the early fifties—when four or five steamers lay at the head of the lech every the summer, and they still discuss among themselves the relative speeds and other merits of the rival boats. With the opening of the line to Helensburgh from Glasgow in 1858 commenced a decline in the prosperity of the steamboat service, the number boats being gradually reduced. In 1866 an attempt was made to improve matters and encourage steamers independent of the railway, but such sailings ceased after a few years’ trial. For years previous to October last there was only one steamer to Greenock, apart from the railway boat. The traffic was latterly shared between Messrs Buchanan & Co. and the North British Railway Company. The former, however, withdrew the Vivid last year, leaving only the N.B. steamer Lady Clare to maintain regular steamboat communication to Gareloch piers.
“The question of closing up this old highway is not one of merely parochial interest, but is of some importance Clydesiders generally. A Greenock trader, who was interviewed, said the closing of the pier meant a loss of money to Greenock. Wholesale firms do fairly good business to the affected district, and the present steamboat service is a cheap and convenient means of transit. With the pier closed goods would have be taken to Craigendoran, the N.B. railway and steamboat terminus, and transferred to the station for conveyance to Garelochhead per West Highland Railway. This, it is said, would be more expensive, and the difference in freight might be such as to cause a deviation from Greenock trade to Glasgow. It is also pointed out that the inhabitants of Garelochhead coming to Greenock would not, after the closing of the pier, be so numerous. It is true they could still travel, as many do already, by the picturesque route of the West Highland Railway in connection with steamers from Craigendoran, but with two avenues of approach Garelochhead would be more generally accessible. It has also to be borne in mind that the railway station is situated on the hill above the village and is only reached by a steep ascent, while the pier is very close to the shops, hotels, and the houses of the principal inhabitants.
“A Telegraph reporter went to Garelochhead yesterday to ascertain on the spot the feeling of the villagers on the matter. Several business men who were spoken to were loud in their condemnation of the proposal of the Colquhoun trustees, and earnestly hoped that even yet the notice to shut the pier would be withdrawn. The trustees have not publicly stated their reasons for taking the step which universally deprecated, but it is understood that they desire either the railway company or the feuars to take over and maintain the pier themselves. Statements are made in the village to the effect that the trustees want the railway company to take the pier at a nominal rental, and either reconstruct it or execute certain necessary repairs. The only difference of opinion in regard to local action arose in consequence of the absence of information as to the object of the trustees in closing the pier. Some thought it better to delay petitioning until some knowledge was forthcoming as the cause of the closing, but it was resolved to move at once. With reference to the feuars, it is contended that feus were acquired on the distinct understanding that there would be in all time coming access to the village by water, but, so far as can be ascertained, there was only a tacit agreement. Were any such promise legally embodied in feu-charters, actions for breach of agreement would lie against the trustees. It is well known that on the opposite side of the loch feus have been taken from an adjoining proprietor on such express conditions.
“The railway service to Garelochhead is excellent io the summer, but the pier is nevertheless a popular gateway. Some shopkeepers receiving goods per rail have to incur cartage expenses for their removal down-hill into the village, but this and any expenditure incurred in carriage the opposite way is not a serious item, and, when it is remembered that pier dues are saved, can hardly be called a factor of importance in considering the case. The railway, too, provides rapid and easy communication to the West Highlands and eastwards to Shandon, Row, Helensburgh, and Craigendoran. It is readily admitted that on the eastern side of the loch the railway has now fairly taken the place of the steamer, except perhaps at Shandon where most of the houses are nearer the pier than the railway station. Of course, after the closing of Garelochhead pier, there will still be communication by steamer to other piers on the loch. One of the residents told our reporter that the shutting of the pier would have a prejudicial effect on houseletting and feuing, thereby reducing the trade of the place and curtailing its development, while the streams of irregular excursionists, from some quarters at least, would be reduced. The sail to Garelochhead has long been a favourite for Greenockians, and many have visited village, proceeding by train and returning by steamer, or vice versa. From Ayrshire watering places trippers per G. & S.-W. steamers have been received at Garelochhead in large numbers in previous summers. Such excursions as the latter will now be of out of the question, and the only entrance and exit from the village will be that provided by the West Highland Railway. It has been said that the pier does not pay, and its rental to the lessee has been reduced in recent years. Expenditure on repairs to the extent of from £400 to £500 is also necessary, but these are not considered reasons sufficient to warrant the action of the trustees. The villagers say that if recently the pier has not returned a big direct revenue, it still confers many indirect benefits on the community, in whose prosperity the trustees largely share.”—Greenock Telegraph, May 22, 1897
The arguments against closing appeared to have fallen on deaf ears. The pier did indeed close on June 1, and the alternative landing at Mambeg, a mile to the south of the village, was a poor substitute.
“Closing of Garelochhead Pier.—The agitation got up in connection with Garelochhead Pier has failed in its object, the Colquhoun Trustees, in spite of the urgent representations of the feuars and residents of the district, having put their edict into force last night and shut up the pier against traffic. The pier required extensive repairs, and the owners—the trustees of the late Sir James Colquhoun—intimated their intention of closing the pier from 1st June in preference to making the repairs necessary. Some time ago the North British Steam Packet Company were offered the pier on lease at a yearly rental of £150, on condition that they kept the pier in repair: but this offer they declined, while expressing their willingness to call at the pier so long as it was maintained. For the time being the steamers will continue calling at Mamberg, fully a mile from Garelochhead; but there is said to be a likelihood of the Steamboat Company shortly declining to call at either Row or Shandon piers, which both belong to the Colquhoun Trustees.”—Scotsman, June 1, 1897
The North British Railway threatened to withdraw service from the east side of the Gareloch.
“The closing of Garelochhead Pier.—The closing of this pier at the beginning of the month (writes a correspondent) has caused great inconvenience to residents and shopkeepers. The latter formerly brought the bulk of their goods from Greenock by steamer, now the goods have to be ordered from Glasgow; the cost of bringing them by train is much greater than it was by steamer, a the bringing them from the railway station on the hill is at times very difficult. The result on the house-letting is, that on nearly every villa or tenement there is “To Let” displayed. There has been some talk about putting on a large ferry-boat, but many people are adverse to landing on such crafts. There is a suggestion of approaching Sir James Colquhoun’s trustees to ascertain on what terms they would let the pier, but, as yet, nothing definite has been resolved on, and no meetings of feuars or residenters have been called since the pier was closed. A feeling prevails that if decided action is not taken at once the season will be over before anything can be done. The threat of the North British Steam Packet Company to stop their steamers calling at Row or Shandon at the end of June unless an arrangement is come to before that time that the trustees will reopen Garelochhead Pier is not being taken seriously by the residents at Shandon, who believe that so long as the steamer goes to Mambeg she will continue to call at Shandon, because that pier does not belong to the trustees, but was erected by the feuars themselves at a cost of £1600. The Colquhoun trustees many years ago erected Balermo Pier for the convenience of the residents at Shandon, but being over a mile distant from she residences it was very inconvenient, more particularly for the early morning steamer. The villas in the summer are nearly all occupied by the proprietors, and for their own convenience the present Shandon Pier was erected. These facts are to be laid before Mr Darling, marine superintendent of the North British Company. At Row matters are different. The pier belongs to the trustees, and if the steamers cease to call the feuars and residenters will bring strong pressure on the trustees to repair Garelochhead Pier and reopen it.”—Glasgow Herald, June 18, 1897
The plight of the inhabitants of Garelochhead was a highlight of much correspondence in the newspapers, pointing out that the sums involved with the repairs were not large and the inconvenience great.
“The closing of Garelochhead Pier.—Sir,—Can we get any help at all to remedy the state of matters on the Gareloch? Since the 1st of June not a steamer has called at Garelochead Pier. And why? Because the trustees of the Luss estate will not expend the amount necessary to put the pier into a proper state of repair. About £200, or at the most £350, would cover all the expenses necessary to make the pier secure for the next ten or a dozen years. For many years the trustees have been receiving £100 a-year as rent for the pier, but now, when a matter of repair is on hand, they will not contribute one penny. They invite the North British Railway Company to do it for them, but, quite naturally, the company does not see the force of this request, as the pier is not their property. There is a story current on the Gareloch—right or wrong, I cannot say—that the Luss estate trustees will expand no money on improvements which will not refund them to the extent of 6 per cent. The wealth of the estate from the rents of the steadily increasing township of Helensburgh not to speak of the great number of other sources of revenue, throughout the district, must be enormous, and yet the trustees will not expend this trifling sum to repair a pier on their own property! The residenters feel this injustice very much indeed, as they are quite cut off from the other side of the loch, and the West Highland Railway is not convenient for the shore parts of Row and Helensburgh. Feuing along the east side of the loch was encouraged by the understanding that there would be steamer accommodation, and now that the steamer no longer goes to the head there is great dissatisfaction along all the lochside. The shopkeepers of Garelochhead, who used to obtain all their stores from Greenock are now very much handicapped. Perhaps some other residenter will take up this question, and corroborate what I state as to the inconvenience caused by this action of the Luss trustees. I am &c., Galeochside.”—Glasgow Herald, June 30, 1897.
The Commissioners of Helensburgh wrote to the Colquhoun Trustees and were rebuffed. Their commitment seemed rather half-hearted. However, the publicity did make a difference.
“The closing of Garelochhead Pier.—At the meeting of Helensburgh Commission on Saturday—Provost Anderson presiding—the, following correspondence anent the closing of Garelochhead Pier was read:—Helensburgh, 7th June, 1897. To the Trustees of the late Sir James Colquhoun, Bart. Gentlemen,—I am desired by the Magistrates and Commissioners of the burgh to call your attention to the injury which is arising and likely to increase to the community here from closing Garelochhead pier against traffic. Apart from the closing of a favourite route for tourist and holiday travelling to a considerable section of the community, a much more serious result arises from the commercial aspects of the matter. The population of Garelochhead has been supplied to a large extent for fifty years past with goods from shops here, and the inhabitants of it come here to make purchases of goods. They are now cut off from the market. It may be said there is a railway connection, but, it is to be borne in mind that the local railway station is nearly a mile distant, uphill, from the main streets of Helensburgh, and as the other extremity is also inconveniently distant from the village of Garelochhead, and the expense of travelling greater, the withdrawal of the steamer by your action is therefore greatly to the prejudice not only of pleasure travellers, but also, to the trade of this town. It has also another result in as far as it affects the educational wants of the children of Garelochside. Those of them attending school here for the higher branches of education, and of whom there is a good number, and who, used to come by the early steamer and leave by the afternoon, will apparently be put to great inconvenience in future and additional expense. The Commissioners hardly think it needful to advert to the question of the obligation which seems to arise regarding maintenance of right in the public to use a pier which has been open for upwards of fifty years, and presumably, so far as the tideway is concerned, erected by authority of Government. This, it may be presumed, you have fully considered, but in the more serious aspect of the injury being done to this town, they call for your earnest attention, in the hope that you may see your way to reopen the pier.—I am, yours very respectfully, George Maclachlan, Town-Clerk.
“57 Castle Street, Edinburgh, 15th June, 1897, Luss Trust—Garelochhead Pier.—Dear Sir,—We have to inform you that your letter of the 7th inst. was duly submitted to the Trustees of Sir James Colquhoun for their consideration. They regret the circumstances which have led to the closing of this pier, but they are satisfied that when these are fully considered by the Magistrates and Council of Helensburgh it will be seen that the Trustees had no other alternative in view of the loss sustained through the maintenance of the pier, and the reduced traffic since the opening of the West Highland Railway. We need scarcely say that if there is any movement on the part of the community with the view of providing funds to put the pier into a proper state of repair, and thus render it possible to use it with safety, the Trustees will be glad to contribute. The Trustees cannot recognise any legal obligation on their part either to erect or maintain piers on the estates, more especially as the piers are not now used locally so much as they used to be.—We are, yours faithfully, (Sgd.) Macrae, Flett & Rennie. George Maclachlan, Esq., Town-Clerk, Helensburgh.
“The Clerk—Will we put out a subscription sheet?
“The Provost—To enable them to carry out the management of their estate?
“Mr Bryden thought that if the Colquhoun Trustees would take into consideration the income from the traffic during the last thirty years—the surplus profit he meant—there would be sufficient funds to erect a new pier without appealing to the public for subscriptions. He meant that if the surplus profits, which went, wholly into the pockets of the trustees, were to be applied to the erection of a new pier, it would be quite unnecessary to appeal to Helensburgh to subscribe to this.
“The Provost—If a proportion had been applied. towards the maintenance of the pier the question would not have arisen.
“Mr Maclachlan agreed with what Mr Bryden had said. He had been to Garelochhead the previous day, and he understood that the people there, especially the shopkeepers, were suffering from the closing of the pier. He understood that for many years the trustees derived a revenue of £300 a-year from that, pier, and if they had spent a portion of that in maintenance there would be no need to put out subscription-sheets. The shopkeepers were doing little, and hardly a house was let up till this month. He had seen the full force of what closing the pier had done at Garelochhead.
“The Provost—Can we do anything further in this matter?
“The Clerk—I don’t think you can do any more.
“Mr Ness—The action we have taken shows that we are fully alive to the injury being done to Helensburgh in connection with this matter. If any further action is to be taken it must be by those more directly affected, and I have no doubt we will be prepared to support any reasonable action so that this unfortunate state of affairs may be removed.
“The subject then dropped.”—Glasgow Herald, July 5, 1897
The pier was repaired and reopened in the middle of July.
“Reopening of Garelochhead Pier.—Garelochhead Pier was reopened for traffic yesterday morning. Since it was closed some time ago, much inconvenience has been experienced by residents and visitors, and a good deal of dissatisfaction found vent in the columns of the newspapers.”—Daily Record, July 14, 1897
The Diana Vernon was replaced on the Gareloch by the Lady Clare, built in 1891 by Messrs J M‘Arthur & Co., of Paisley. She was a popular boat on the route but was sold to owners in Moville in 1906 and replaced by the Lucy Ashton, a steamer that became synonymous with the Gareloch until the second world war.
Lady Clare at Garelochhead around 1905 (Stengel)
Lady Clare leaving Garelochhead
Lady Clare at Garelochhead
Garelochhead was also popular with excursion traffic. The Glasgow & South Western Railway steamer Juno, made frequent appearances with visitors from Ayr and Troon and the Buchanan steamers visited from Glasgow.
Lady Clare double berthed with Juno
Glasgow and South-Western steamer Juno at Garelochhead in 1906 on an excursion from Ayr
Juno at Garelochhead
Buchanan’s Isle of Cumbrae leaving Garelochhead pier at Whitsun 1906
From the head of the Gareloch, 1906
Looking across the Gareloch
Oakfield cottages on the Whistlefield road in 1906
Dunavard Glen, Garelochhead, in 1906
Dunavard Glen, Garelochhead, in 1906
In the woods, Garelochhead, in 1906
“Damage to Garelochhead Pier.—Yesterday afternoon Garelochhead pier sustained considerable damage by the large steamer Kensington colliding with it. The Kensington, which has been laid up in the loch for a considerable time, had broken away from her moorings near Mambeg in the early morning. She had grounded in safe quarters, but floated at high water at two in the afternoon, and drifted on to the pier. Two Greenock tugs stood by last night. The Kensington is owned by Messrs Raeburn & Verel, Glasgow.”—Scotsman, December 1, 1909
Lucy Ashton approaching Garelochhead pier around 1910
Lucy Ashton at Garelochhead pier
Looking across to Garelochhead from the west around 1930
Lucy Ashton at Garelochhead in the 1930s
Lucy Ashton at Garelochhead in the 1930s
Lucy Ashton in 1934 (Valentine)
The pier was closed to traffic in 1939 when access to the Gareloch was restricted by the military. Although it had declined materially, it was leased in the 1960s by Arden Yachts Ltd. It was finally demolished by the Royal Navy in 1992.
Monteith, J.; McCrorie, I. “Clyde Piers,” Inverclyde District Libraries, Greenock, 1982.