By the summer of 1890, the Caledonian Steam Packet Company had established a strong position in capturing the bulk of the daily traffic to the Clyde coast. Frequent service from Gourock and Wemyss Bay to Rothesay, Millport, Dunoon, Cowal and the Holy Loch piers with fast and comfortable steamers brought a positive response from the public. In the lower Firth, the service to Arran from Ardrossan by the new Duchess of Hamilton was a great improvement on the opposition’s Scotia. However, the Duchess was a summer butterfly, laid up for the winter, and the provision of a steamer capable of withstanding the rigours of the winter crossing was high on the priority list for the Company. In October, the order was placed for a steamer that was quite a revolution. The hull was constructed by Messrs Russell & Co., of Port Glasgow. She was of similar dimensions of her quasi-sisters built the previous year but was heavier and stonger, and her promenade deck was extended to the bow in the same manner as Duchess of Hamilton. However, it was in the engineering department that the real novelty arose. Messrs Rankin & Blackmore provided triple-expansion engines, the first in a Clyde steamer, working on two cranks, with an emphasis on efficient coal consumption.
“Launch a river steamer at Port-Glasgow. (From our own Correspondent,)—Port-Glasgow, Noon.—Messrs Russell & Co. launched today from their Kingston Shipbuilding Yard, Port-Glasgow, a saloon passenger steamer for the Caledonian Steam Packet Company to be employed in their river service. The new steamer was named the Marchioness of Lorne. Her machinery, which will be on the triple-expansion type, will be supplied by Messrs Rankin & Blackmore. It is expected that she will be ready to take up her sailings early in June.”—Glasgow Evening Post, April 25, 1891
The new steamer was fitted with all the latest gear for efficient sailing, and was finished to a superior level as far as passenger comforts were concerned. She was indeed a model for the future of the Caledonian fleet.
“The Marchioness of Lorne—The new saloon paddle steamer Marchioness of Lorne proceeded down the river yesterday afternoon on her trial trip, making a double run between the Cloch and Cumbrae lights. During her run the engines worked smoothly and satisfactorily, and a high rate of speed was attained. This is all the more gratifying, as the Marchioness of Lorne is quite a new departure, so far as the Caledonian Steam Packet Company (Limited) is concerned, having been specially constructed of great beam and extra heavy scantlings, with a view to safety rather than speed, to adapt her for the stormy weather often experienced on the Ardrossan and Arran winter service, for which this steamer is intended, in addition to taking general share the company’s summer work. The Marchioness of Lorne, which has been built by Messrs Russell Co., Port-Glasgow, and engined by Messrs Rankin & Blackmore, Eagle Foundry, Greenock, is 200 feet long by 24 feet beam and 8 feet 9 inches moulded depth.
“This vessel is of an exceptionally fine model, and in general appearance she resembles the Marchionesses of Bute and Breadalbane, but she has more imposing look on account of her greater depth and beam, and the promenade deck being carried right forward to the stem. This extension forms a large amount of extra accommodation, which will be particularly appreciated by excursionists, for whom the vessel is specially adapted. The bridge and steering platform with its burnished brass engine and docking telegraphs, &c., and chart-room underneath is placed in front of the funnel, abaft which stands another deckhouse, handsomely furnished as a private state-room and ticket office. The expanse of deck area is, for the size of the steamer, without precedent on the Clyde, and it is surrounded by iron rails and stanchions with polished teak top rail, while ample sitting room provided in the shape of comfortable settees of bright sparred teak. No less than four staircases give access the main deck, where, in addition to the large galley and unusually roomy wing houses with lavatories, &c., are the cabin and steerage saloons. The entrance to the former is guarded by collapsible sliding doors of steel trellis work which can be stowed out of sight at a moment’s notice. The spacious vestibule is panelled with the choicest figured teak, and on the starboard side is an elegantly furnished ladies’ cabin, while on the port side are the state rooms of captain and purser. The drawing saloon is a large airy apartment extending the entire width the vessel, and it is magnificently finished in highly polished mahogany. The sumptuous appearance of the whole is accentuated by the pilaster panels which are most artistically decorated with varied designs in hand-painted gilt. The general effect is further heightened by the ceiling which is painted cream colour, beautifully relieved by white and gold, forming a strong yet harmonious contrast to the rich red-tinted Brussels carpet and runners of quaint Indian design. In tasteful keeping are exceptionally broad and luxurious spring-stuffed settees arranged in bay form, and covered with figured moquette of a new aesthetic pattern, having a rich ground colour of navy blue. A similar beautiful covering, but with cream-coloured ground, has been utilised with equal effect in the upholstering of the first-class dining saloon beneath, and altogether the taste displayed in this department reflects great credit Messrs J. G. Rowan & Co., Greenock, and distinctly places the Marchioness of Lorne in the forefront of our river steamers in this important respect. The woodwork of this saloon also of polished mahogany, and the ceiling is prettily painted in pale green and gold. The wide staircase is a magnificent piece of workmanship in polished walnut, the handsome rails and balusters being specially worthy of note. An additional dining-room is placed under the steerage deck saloon, and is provided with a large bar and restaurant. While the comfort of passengers has been thus carefully thought out in every way, their safety has also been a matter of thorough consideration. As regards this vital point, the Marchioness of Lorne, as has already been mentioned, has been built of extra strength for winter work. In addition, she has no less than five watertight bulkheads, and weather-boards have been supplied for filling up the space (forward of the steerage saloon) between the main and promenade decks in stormy weather.
“The propelling power of the vessel consists of a set of Rankin’s patent triple expansion engines, similar in design to those fitted by Messrs Rankin last year into the Hygeia belonging to Messrs Huddart, Parker, & Co. (Ltd.), Melbourne, and the swiftest river steamer afloat; and the Marchioness of Lorne is the first Clyde river boat with this advanced type machinery, which is noteworthy for its smooth working and great saving fuel. lndeed, it is estimated that the coal consumption will be little more than a third of that used by the old-fashioned simple engine until lately so much in vogue. There are four cylinders—l7½, I7½, 30, and 49 inches in diameter by 60 inch stroke; and steam, 140 lbs. pressure, is supplied by two Navy boilers working under forced draught on Rankin’s patent principle, by means of which it is expected that the best features of the closed stokehole and closed ashpit systems will be secured. The Marchioness of Lorne is the first steamer to which this novel arrangement has been applied, and the result will be watched with much interest. In addition to the foregoing, all the most modern improvements as to detail have been embodied in the machinery department, including Brown’s patent reversing gear, Drysdale’s newest type of centrifugal pump with compound engine, Alley & M‘Lellan’s compound engine and fan, Rayner’s patent evaporator, steam steering gear by Messrs Muir & Caldwell, and a steam capstan. The electric light has been fitted throughout by Messrs Mavor & Coulson, and, in short, everything has been done that could thought of by Captain James Williamson, the enterprising manager the Caledonian Steam Packet Co. Ltd., to make the vessel in every respect a model of shipbuilding and engineering skill, and he certainly deserves to be congratulated on the successful accomplishment of his ideas.
“On the return journey dinner was served, purveyed in first-class style by Mr D. M‘Donald, the company’s superintending caterer. Mr John Cowan of Stoneleigh occupied the chair, and Mr John Rankin (of Messrs Rankin & Blackmore) discharged the duties of croupier. Amongst the gentlemen present were Mr Joseph Russell (shipbuilder) and his two sons, Mr William Russell and Mr Archibald Russell, Mr Matthew Rankin, Captain Williamson (marine superintendent of the Caledonian Steam Racket Company’s fleet), Captain Alexander M‘Kinnon, Mr Robert Morton, Mr George Rowan, Mr Blackley, Mr Sowter (Board of Trade surveyor), J. Hutcheson, &c. After ample justice had been done to the repast, Mr Joseph Russell, in proposing “Success to the Caledonian Steam Packet Company,” said they hoped the company would be very successful, and that the new boat would be a valuable and useful addition to their fleet. (Applause.) It would out of place to discuss the question as to whether it was desirable that such a largely-supported company should regulate the steamboat traffic of the river, but he was quite sure they would all unite in offering the opinion that the Caledonian Steam Packet Company had served the public extremely well. Their fleet of steamers were second to none that ever ran upon the Clyde, and with regard to their management he did not think he was wrong in saying that it was superior to anything on the Clyde. (Applause.) They all recognised the conspicuous ability with which Captain Williamson managed the affairs of the company—his long experience and his courteous and gentlemanly demeanour fitting him most eminently for the position which he occupied. (Applause.) He now asked them to drink “Success to the Caledonian Steam Packet Company,” coupled with the name Mr Cowan. (Applause.)
“The Chairman, in the course of his reply, said they had got from Messrs Russell & Co., a very handsome and strong ship. He never saw better woodwork in any vessel. (Applause.) He had also to say that the eulogy which Mr Russell had passed on Captain Williamson was well deserved. (Applause.)
“Captain Williamson said he had to thank them, in name of the Caledonian Steam Packet Company, for their kind expressions and also for their presence that afternoon to assist in inaugurating the latest addition to the Company’s fleet. From what they had already seen, he thought he might say the latest improvement to the fleet, more particularly in the machinery space, which has had the attention of all the Clyde amateur naval critics since the first of their fleet was produced. For the past two years the controversy had been compound v. surface condensing, but so far as past experience guided him it must now be triple-expansion v. compound, which was the most conclusive answer that he could give for the success of what was styled the new type of river steamboat machinery. (Applause.) The Marchioness of Lorne was the first Clyde passenger steamer built by Messrs Russell & Co., who had clearly shown that they were as successful in building river steamers as they were with all other classes of work, and with whom he had had the most pleasant relations during the construction of this vessel. “He hoped before many months were over to be back again at Kingston shipyard. (Applause.) He must apply the same compliment to the engineers, Messrs Rankin & Blackmore, whose policy had always been outward, and with whom he had had the most cordial relations for the past few years. (Applause.) He now asked them to join with him in drinking “Continued prosperity to Messrs Russell & Co., coupled with Messrs Rankin & Blackmore.” (Applause.)
“Mr John Rankin, on behalf of Messrs Russell & Co. and his own firm, thanked them for the kindly way in which they had received the toast. So far the machinery of the Marchioness of Lorne was concerned, his firm had done their best to produce the most advanced type of engines, and after seeing them at work, he thought they would admit that they were a step in the right direction. His firm had been connected with the engineering of paddle-steamers for many years, and could honestly and conscientiously say that of the various steamers none would compare with the Marchioness of Lorne. (Applause.) Mr Cowan had been good enough to speak of the woodwork as being very well finished. But it was not merely the woodwork—everything in connection with the hull was certainly of high class quality. (Applause.)
“Mr Blackley, in proposing the “Health of Captain Williamson,” of the Caledonian Steam Packet Company, referred to the long and honourable connection which Captain Williamson and his father had had with the Clyde steamboat traffic, and said that the company ought to be congratulated on having such a manager, and the manager on having such masters. They were willing to push everything forward in the interests of the travelling public; and when a company looked after and attended to the interests of the public in that way, he thought they would agree with him in saying that the success of the company was assured. (Applause.)
“This closed the toast list. It has only to be added that the weather was of the finest description, and that the trip was highly enjoyed by all present. The Marchioness of Lorne, which was placed on service to-day, is commanded by Captain Gordon, for many years connected with the favourite steamer Ivanhoe.”—Greenock Telegraph, June 23, 1891
Despite the mention of a “high rate of speed,” the new Marchioness was much slower than her two quasi-sisters built the previous year, Marchioness of Bute and Marchioness of Breadalbane. She managed just over 16 knots on trials. When she entered service, she was placed principally on the Wemyss Bay to Millport and Kilchattan Bay service and was also used for excursion work and substituted for the Duchess of Hamilton on the Arran route when the latter was used for excursions.
Marchioness of Lorne at the old pier, Wemyss Bay (Washington Wilson)
Off the Skelmorlie coast
In Wemyss Bay with the bow of Galatea
Heading for Largs
Leaving Largs for Millport
At Keppel Pier (Stengel)
At Millport with winter boards
Leaving Largs for Wemyss Bay (Poulton)
Leaving Largs in the gloaming
Heading for Wemyss Bay
After an uneventful summer, she was laid up in September to be readied for the winter service from Ardrossan to Arran.
“The steamer Marchioness of Lorne. (From own correspondent,) Greenock, Noon.—The steamer Marchioness of Lorne(C.S.P.C.) went on a preliminary run to-day after having undergone some finishing touches in painting and otherwise. She had been lying in the East India Harbour, Greenock, for the last month, and it is expected that after her run to-day she will lie at Gourock previous to her entering the dock for scraping. When finished, she takes the place of the Galatea on the Ardrossan route.”—Glasgow Evening Post, October 5, 1891
Marchioness of Lorne reversing from Montgomerie Pier with winter boarding
Reversing out of Ardrossan Harbour
A more conventional exit from Ardrossan. The Marchioness appears to have an extra lifeboat.
Marchioness of Lorne performed her duties well, although there were always days when the weather forced her to miss a sailing.
“The Marchioness of Lorne arrived from Arran in the morning about a quarter of an hour late, but neither the Marchioness nor the Glasgow & South-Western’s steamer left for Arran during the day.”—Ayr Observer, October 16, 1891
In 1892, the Glasgow & South-Western Railway provided strong competition to the Caledonian. Their new fleet surpassed the Caledonian in speed all over the Firth. Marchioness of Lorne continued over the summer as she had in the previous year.
“Rothesay.—Smoke prosecution.—At the Police Court yesterday—before Bailie Walker—Captain Wm. Gordon, master of the steamer Marchioness of Lorne, was charged with having on Saturday evening, 11th June, caused a nuisance by permitting dense volumes of smoke to issue from the funnels of his steamer while lying at Rothesay pier. He pleaded guilty, but explained that he had sent down to the engineer twice to have it stopped, but the answer was that it was impossible to prevent it. Bailie Walker referred in pretty strong terms to the annoyance caused to visitors and townspeople by this offensive smoke, and he was only sorry they had not power to prevent it in the bay as well as at the pier. He imposed a fine of £2, which was paid.”—Glasgow Herald, July 5, 1892
On the Rothesay berth at Wemyss bay
In Rothesay Bay
In fine company at Rothesay
Black smoke in Rothesay Bay (Adamson)
In 1893, the Glasgow & South-Western’s Glen Rosa came out. She was designed for the winter service to Arran from Ardrossan in direct competition with the Marchioness of Lorne. Summer duties for the Lorne were varied, generally taking on more excursion work that she had in previous years. She could be found sailing to Arrochar or the Kyles, or Saturday relief on the Arran route, as well as the Millport service. An evening excursion to visit Rothesay illuminations provided an unanticipated problem.
“Overcrowding of a passenger steamer at Ardrossan.—The Marchioness of Lorne and the illumination of Rothesay.—At the Sheriff Court, Kilmarnock, on Friday afternoon, Wm. Gordon, master mariner, residing at 32 South Street, Greenock, was charged with having on the 24th August last, while acting as master of the passenger steamer, Marchioness of Lorne, on a voyage or excursion from Ardrossan, Ayrshire, to Rothesay and back, received or had on board said steamer 1281, or thereby, passengers, being 874 passengers in excess of the number allowed by her existing passenger certificate, on said voyage or excursion, contrary to the Act 17 and 18 Victoria, Chapter 104, section 319, whereby incurring for such offence a penalty not exceeding £2O, and also an additional penalty not exceeding 5s for each passenger over and above the number allowed by the certificate on board said steamer, on said voyage or excursion. He pleaded guilty, but asserted that the number of passengers in excess on board was 830, instead of 874, as stated in the charge.
“Mr Robertson, writer, Kilmarnock, who appeared for accused, said this was the first case of the kind ever brought before this Court. The Marchioness of Lorne was a new steamer, built within the last three years, and was a very fine vessel. Since being built she had been sailed by Captain Gordon, and during those three years no complaint of any kind had ever been made against the captain. The peculiar matter which he desired to explain was that the steamer had three certificates of carrying capacity, graded according to the distances over which she plies. Certificate No. 5, under which the steamer was allowed to carry 1419 passengers, applied to her while plying in winter or in summer between Cloch Lighthouse and Dunoon Pier, and Certificate No. 4, under which she was allowed to carry 885 passengers, applied to her while plying between Bogany Point to Skelmorlie Castle, and Ardlamont Point, inside the Island of Bute. By the next certificate—that under which the present action was taken—the steamer was authorised to ply anywhere from Glasgow to Stranraer or Campbeltown. Within that area she was entitled to carry 410 passengers. On the occasion in question there had been got up an illumination of Rothesay, which attracted considerable attention, and a pleasure trip was run from Ardrossan, among other places. When Captain Gordon arrived off Ardrossan he found the pier literally crowded. The people jumped on the steamer before the gangways could be put out, and when the gangways were put out they rushed down in a body, so strong that it was impossible for the five men attached to the gangways to regulate the rush in any shape or form. He was on the horns of a dilemma. He had but one of two choices—either he must refuse to sail altogether, in which case he feared a riot and consequent destruction of property, and even loss of life; or sail with those he had on board, which he did. He was moved to this by the reflection that at Rothesay he would be sailing under the certificate by which he was allowed to carry 1419, or 700 more than he really had on board. He asked his Lordship to note that this was not a regular sail; it was a special excursion, at which there were 20 or 30 steamers present. Captain Gordon sailed to Rothesay and returned without injury to life or limb. Technically, he was guilty of the charge, but not more than technically.
“The Court—How did he happen to be sailing under this No. 3 certificate?
“Defender’s agent—He was sailing just a little bit below the line wherein the certificate giving him larger carrying powers is operative. Thirty minutes’ sail from Ardrossan carried him into this big certificate of 1,400.
“The Fiscal—You are stating it very narrowly.
“Defender’s agent said he had been carried the distance in that time. Proceeding, he read from the statement submitted by the captain that the evening was perfectly clear, and he concluded by stating his opinion that the ends of justice might be met by a considerable modification of the statutory penalty.
“The Fiscal, speaking for the prosecution, said the Court might assume that the captain had the certificates, and the various powers they conferred, exposed somewhere on the ship, and constantly before him, as was the case in every other vessel; and so knew that at Ardrossan he was not authorised to carry any more than 410 passengers. They started with the admitted fact that in starting on this excursion he knew he was contravening the terms of the regulations.
“The Court—lf it be true that the public invaded his ship, what would you have had him do?
“Fiscal—There was no doubt there had been a crowd—1,400 at least—but the captain had no warranty in leaving. When he saw the crowd he did not require to moor so close as to make it possible for them to get on. His plain and bounden duty was to say, “I can’t take you all,” and either put them out, or wait for assistance to put them out. They were bound to believe that the authorities, in giving out this certificate, had due regard to all the circumstances, the dangerous character of the voyage being much more as between Ardrossan than between the other points further up the Clyde. The penalty imposed was not to exceed £20 and a further penalty for every passenger carried above the number mentioned in the certificate. At Greenock there had been a similar case, and a very mild case compared with this, because there the excess of passengers had been 121 while here there was actually an excess of 830. In considering this matter, the possibilities of such an occasion had to be considered. It was at night—it was dark. The boat had three times the number she was allowed to carry. They were simply standing jammed together.
“Mr. Robertson—Oh, no; the vessel can easily accommodate 1419.
“The fiscal said he was speaking from the information he had. There was a number of people who declined to go on board on account of the crowded state of the vessel. There were those on board who would have been heartily pleased to have got ashore again, had that been possible.
“The Court—What was done in the Greenock case?
“Fiscal—a fine of £10 pounds was imposed and a penalty of 2s 6d for every passenger carried in excess. Here the fare was 1s.
“The Court—How much does the excess amount to altogether?
“Fiscal £41 10s. They admit an excess of 830. Continuing he said it would be a travesty of justice if the owners were allowed to benefit by this contravention. It was certainly not desirable that anyone should profit by a crime. It was true that this was the first case of the kind heard here, and were it a case that had happened on account of ignorance, either of the law or of the penalties imposed, he thought it might then be a case on which his lordship could look leniently. But this was an experienced captain, and by the regulations the certificates carried by the vessel and the provisions of each certificate would be exposed on board daily. He had no hesitation in asking his lordship to impose a very substantial penalty because it was such a gross case of overcrowding.
“He had been exceedingly surprised, when he looked into it, to find that any captain would take on board something like three times the number he was authorized to carry. The danger to the public was exceedingly great. With so many people on board it would have been worse than one of those disastrous mining accidents had anything happened. Although the vessel would under certain circumstances, give standing room for 1400 people, the passengers on this occasion were there to see the illuminations, and they would all be crowded on deck. His opinion was that there would be a good many people down below who were quite unable to get on deck to see the illuminations at all.
“Mr. Robertson—At this point—Rothesay—the vessel was actually within the line where she is allowed to carry 1400.
“His lordship, in delivering judgment, said he concurred with the Procurator Fiscal that it would be a very erroneous result if the owners were to profit by a contravention. He imposed a fine of £5 and 1s. for each of the passengers in excess of the number the vessel was entitled to carry. The total sum amounted to £46 10s.”—Ardrossan and Saltcoats Herald, September 21, 1894
In Rothesay Bay
In Rothesay Bay
Marchioness of Lorne (Adamson)
At Rothesay Pier
Marchioness of Lorne was reboilered in 1897, and with her new vigour, she took over some mid-week summer duties on the Arran service when Duchess of Hamilton was involved in excursion sailings from Ayr. It was on one of these occasions, that she ran afoul of the Glen Sannox.
“Arran steamers in collision.—Yesterday morning on the run from Arran, a collision of a startling character happened between the steamers Glen Sannox and Marchioness of Lorne. The steamers are time to leave Brodick with 10 minutes of difference between them. The Caledonian boat being the first to leave. Yesterday the place of the Caledonian steamer Duchess of Hamilton was taken by the Marchioness of Lorne. The Glen Sannox overtook the Marchioness at the entrance to Ardrossan harbour. The two steamers collided, the Glen Sannox being struck on the sponson and the Marchioness on the bows. The latter vessel was slightly damaged; the former not at all. Happening as it did just outside the harbour, and most of the passengers being daily travelers to and from the City, the affair did not become known in the town till the afternoon.”—Ardrossan and Saltcoats Herald, June 2, 1899
The subsequent inquiry was well reported in the newspapers.
“The collision between Clyde steamers.—Board of Trade Inquiry.—A Board of Trade inquiry into a collision between the Marchioness of Lorne and the Glen Sannox, which took place near Ardrossan Harbour on the 1st June, was opened yesterday in the Debts Recovery Court, in the County Buildings, Sheriff Mitchell presided, and the assessors were Captain E. M. Hughes and Captain T. T. Edward. Mr M‘Grigor (Messrs M‘Grigor, Donald & Co.) appeared for the Board of Trade, Mr H. A Roxburgh for the master of the Marchioness of Lorne, Mr Morton for the owners of the Marchioness of Lorne, and Mr Wyilie (Maclay, Murray & Spens) appeared for the master of the Glen Sannox.
“In his opening statement, Mr M‘Grigor said that the collision took place at half-past eight o’clock on the morning of the 1st June between the Marchioness of Lorne, belonging to the Caledonian Steam Packet Company, and the Glen Sannox, belonging to the Glasgow and South-Western Railway Company. Both vessels were on the ordinary run from Brodick to Ardrossan. Serious damage was done to the Marchioness of Lorne, but the Glen Sannox appeared to be un-injured.
“Eben. Russell M‘Millan was the first witness. He said he was master of the Marchioness of Lorne on the morning of the collision. He held a certificate of competency for the home trade. He had never done the run before as master. He knew that the customary course to steer from Brodick to Ardrossan was east. Of course, it had to be altered according to the tides. On approaching Ardrossan Pier he observed that the vessel was making a sort of serpentine course. He went to the bridge and asked the mate if he could not get a better steersman. The mate sent another man to the wheel, but he did no better, and the witness took the wheel himself and steadied the vessel. Subsequently the mate took the wheel, and remained at it till the vessel was within five or six minutes from Ardrossan Harbour. Witness next described the position of the vessels, and stated that the Glen Sannox was about three boat-lengths on the starboard side of the Marchioness of Lorne. He ordered the porting of the helm. That was done with the view of entering the harbour. He had no idea of keeping the Glen Sannox back. He heard a blast of a whistle, which he believed came from the Glen Sannox. He understood the whistle meant a warning. He did not know whether the Glen Sannox was directing her course to starboard, or that he had to get out of the way. He did not alter the course of his vessel. The bow of the Glen Sannox was slightly behind the stern of the Marchioness of Lone on the starboard side. When he observed the Glen Sannox making a move to port he ordered the helm hard astern. He did this because he saw that a collision was inevitable, and he wanted to minimise it as far as possible.
“By Mr Wyllie—He was at present chief officer in the Duchess of Rothesay. He was relieving master for the Company, and sailed as mate. At the time of the collision he was making his first run for the season between Brodick and Ardrossan. His run before that was last winter, when he sailed as mate.
“By Mr Roxburgh—He had been on the Ardrossan route regularly from 189O to 1896, and though he was now engaged on the upper reaches of the Clyde, he frequently took relieving duty on the Brodick and Ardrossan route. He followed his duty to the best of his ability, and would have steered the same course if the Glen Sannox had not been there. In witness’s opinion, the Glen Sannox had ample time to get out of the way when the Marchioness of Lorneported. Describing the whistle given by the Glen Sannox, witness thought it was a threatening whistle.
“Mr Roxburgh—It seemed to indicate, “Get out of the way, I’m coming on?” Witness—Yes.
“By the Sheriff—The Glen Sannox got into the harbour first, and there was a clear half-length between the vessels.
“Colin M‘Gregor, captain of the Glen Sannox, was next examined. The crew of the Glen Sannox numbered 43 hands. She left Brodick about 12 or 13 minutes after the Marchioness of Lorne, and was due at Ardrossan Pier at 8.42. The weather was perfectly clear, and he could see the Marchioness of Lorne, who would be about 2½ miles ahead. When the Glen Sannox drew close to the Marchioness of Lone, he ordered a short blast to be sounded. He meant by that to indicate that he was directing his course to starboard, and that the other vessel should shift. The captain of the Marchioness of Lorne ported his helm; he did that more than once—on three different occasions. He ported immediately he saw the Glen Sannox porting.
“Mr M‘Grigor—What was his meaning for that! Witness—I have a pretty good idea (Laughter).
“What was it? Witness—He wanted to block us out of the harbour. The Marchioness of Lorne ported altogether from 4 to 5 points. He was keeping sufficiently clear. If he had stopped the Glen Sannox, Marchioness of Lorne, owing to her porting, would a have run right into her.
“By Mr Roxburgh—In his opinion, nothing but the porting of the Marchioness of Lorne caused the collision.
“Did you say to the Receiver of Wrecks that at the time of the collision the Glen Sannox was, heading to the shipyard crane, Ardrossan? Witness—Certainly not
“Mr Roxburgh read from the deposition which witness had made to the Receiver of Wrecks, in which he stated that the Glen Sannox was heading to the shipyard crane.
“Witness explained that the statement was inaccurately recorded; he meant the cantilever crane. He pointed that out to the Receiver of Wrecks, who had promised to correct the statement.
“Why did you not starboard in order to pass the Lorne? If I had starboarded he would certainly have starboarded, as he had done often before (Laughter.) The Marchioness of Lorne left Brodick Pier exactly five minutes before her time; he took particular note of the time.
“Is it not the case that you gave an order hard astern before the collision, and that that was the cause of the collision?—Not at all.
“Mr John Whyte Boyd, engineer’s surveyor, Thomas Roley, Board of Trade Surveyor, read the reports showing the damage done to the Marchioness of Lorne.
“David C. Campbell, a passenger on board the Marchioness of Lorne on the morning in question, said he was standing at the rear of the paddle-box watching the Glen Sannox. The latter vessel sounded two blasts. The Glen Sannoxgradually got alongside the Marchioness of Lorne on the starboard side. The vessels were very close, there being a, distance of 10 or 20 yards between them. It appeared to him that the Glen Sannox was a little ahead, and she seemed to alter her course a bit to the left. He could not say whether the helm of either boat was altered.
“John J. Wyllie, chief pilot, Ardrossan, said the Caledonian steamer came into the harbour east by north-east, and the South-Western steamer east by north. The Caledonian steamer was always in first by about seven minutes. He had never known the South-Western steamer to be in first. He would not consider it safe for both steamers to sail into the harbour together.
“Hugh Hogarth, passenger on the Glen Sannox said she left about 10 minutes later than the Marchioness of Lorne. As a rule, the Caledonian steamer got into the harbour first. When the boats got close together the Glen Sannox was swinging round to starboard. The Marchioness of Lorne also described a circle. When the Marchioness of Lorne ported the Sannox was about 100 yards astern of her. In his opinion the Glen Sannox was being prevented from entering the harbour. He thought that the Glen Sannox was bound to port. He was of opinion that the vessels were drawn together by suction.
“By Mr Wylie—He was clearly of opinion that the object of the Marchioness of Lorne was to bamboozle the Glen Sannox, and prevent her from getting in. He thought no sane man could have come to any other conclusion. He was the owner of steamers and sailing vessels, and knew something about navigation. Had he been in the place of the captain of the Glen Sannox he would have taken the same course as taken by him.
“Alexander M‘Kellar, mate on the Marchioness of Lorne, was next examined, and corroborated the evidence of the first witness. The inquiry was adjourned.
“The Board of Trade inquiry into the circumstances attending the collision between the Glen Sannox. and the Marchioness of Lorne outside Ardrossan Harbour on 1st June was resumed on Saturday in the Sheriff Court buildings, before Sheriff Mitchell. John M‘Naughton, purser on the Marchioness of Lorne, said the steamer was steaming steadily. When the Glen Sannox came about abeam she gradually closed in on the Marchioness to cross her bows. Suction could not account for the vessels being drawn gradually together. Had the Glen Sannox kept her course there would have been no collision. Peter M‘Tavish deponed that to took the wheel of the Marchioness when the Horse Island was on their port bow. He was steering by landmarks straight for the harbour entrance. He got an order to port, and almost simultaneously a second order to port. This kept the vessel heading for the shed, and he kept that course till he was told, to starboard. He received no order to port after the first blast from the Glen Sannox. Could not say whether the bow of the Marchioness swung round just before the collision. The vessel was going steadily till the moment of the collision. Just before the collision he got an order hard a-starboard. John Murchie, mate of the Glen Sannox said that he went on the bridge a minute and a-half after leaving Brodick. He steered the usual course. The Marchioness of Lorne was a little on their starboard bow. He remained in charge for 25 minutes, when he was relieved by the captain. At that time the Marchioness was a little on the port bow and four or five lengths ahead. After other witnesses had been examined as the inquiry was adjourned.
“In Glasgow Sheriff Court—before Sheriff Mitchell and two nautical assessors—yesterday further evidence was heard in the inquiry into the circumstances attending the collision between the Glen Sannox and the Marchioness of Lorneoutside Ardrossan Harbour on the 1st of June. Andrew Ure stated that he was a passenger on board the Glen Sannox, and he noticed that the vessel left Brodick that morning three minutes before her time. Asked if the Marchioness had tried to head off the Glen Sannox, the reply was in the negative. She kept a steady course. He was of opinion that the collision was due to the Glen Sannox, after she had passed the Marchioness, making a quick turn to the left. He was not aware that the head of the Lorne fell to the south immediately before the collision.
“David Henry, painter, Brodick, who was also a passenger, asked what in his opinion was the cause of the collision, said the suction had a good deal to do with it. Otherwise he thought the Glen Sannox would have got straight on in her course. He saw no change in the course of the Lorne until just immediately before the collision.
“Robert Beil Sloan, a partner of a shipping firm in Glasgow, a passenger on board the Glen Sannox, said the Glen Sannox first ported when she was about three lengths astern of the Marchioness. Simultaneously the whistle was blown, and he took that whistle to indicate to the Marchioness of Lorne that the Glen Sannox had ported. lmmediately afterwards the Marchioness ported too. He wondered at this.
“Mr Wyllie—Did you see any reason for it? Witness—I think it was to keep us out of the harbour. He thought the Lorne’s object was to head the Sannox away to the south of the harbour entrance. If the Lorne had kept her course the Sannox could have entered the harbour at a clear distance from the Lorne. After the first porting the Sannox continued to go south. The whistle was blown twice; the last time when the two vessels were abreast of each other. Both vessels were heading pretty far to the south of any course that would take them into Ardrossan harbour. The Lorne continued to go south as the Sannox did so. Shortly before the collision occurred they were heading for the cantilever crane.
“Mr Wyllie—What brought about the collision? Witness—The Marchioness, I consider, was porting too much. She got close down upon us. Then the suction took effect.
“Mr Wyllie—Was there any starboarding on the part of the Glen Sannox before the collision occurred? Witness—Not that I saw.
“Albert Edward Adams, commission agent in Glasgow who was a passenger on board the Glen Sannox, spoke to the southerly course taken by the Sannox to get past the Marchioness and said that as the Sannox directed her course in a southerly direction the Marchioness followed. They went so far southerly, indeed, that it seemed to him that they were heading for the South Beach, which was south even of the cantilever crane. He considered the cause of the collision was the Marchioness going too far south, and trying to keep in front of the Sannox and prevent the latter boat getting in. Other evidence of a similar nature being led, the inquiry was closed, and the decision will probably be given to-day.
“Board of Trade decision.— Decision was given in Glasgow yesterday afternoon in the Board of Trade inquiry into the circumstances attending the collision between the Glen Sannox and the Marchioness of Lorne outside Ardrossan harbour on the 1st June last. Sheriff Mitchell said that the Court, having carefully gone into the circumstances, found that the collision between the vessels was caused by the Marchioness of Lorne making an undue deviation to the south in endeavouring to prevent the Glen Sannox entering the harbour, and by the master of Glen Sannox, which was an overtaking vessel, endeavouring to enter the harbour before the Marchioness of Lorne. Both masters failed to comply with the existing regulations for preventing collisions at sea. The members of the Court did not deal with the certificates of these masters, but expressed their strong sense of risks to crews and passengers incurred by racing or manœuvrivng of this kind, and hoped the investigation would be a sufficient and effective warning. In answer to questions put by, the Board of Trade, the Court found that the collision arose through the undue proximity of the vessels, aided in the end possibly by the suction of the bow of the Marchioness of Lorne towards the Glen Sannox or by the operation of the backwash of the Glen Sannox port paddle in, reducing the power of the starboard paddle of the Marchioness of Lorne, thus causing her bow to go to starboard. It was not proved that either vessel immediately before the collision, and as the immediate cause of the collision, steered into the other’s course. The serious damage to the Marchioness of Lorne was caused by the wrongful act and default of the master of that vessel and of the master of the Glen Sannox. Captain Edwards, one of the two nautical assessors, did not concur in imputing fault to the master of the Marchioness of Lorne, but otherwise concurred in the judgement.”—Glasgow Herald, July, 1899
The full Board of Trade Report is given below. The masters were admonished, and no further action was taken. Perhaps the disagreement between the assessors had an impact on the unusually lenient outcome.
“(No. 5916.) Marchioness of Lorne (S.S.) and Glen Sannox (S.S.).—The Merchant Shipping Act, 1894.
“In the matter of a formal investigation held at the County Buildings, Glasgow, on the 7th, 8th, 10th and 12th days of July, 1899, before Andrew Mitchell, Esquire, Advocate, Interim Sheriff Substitute of Lanarkshire, assisted by Captains E. M. Hughes and T. T. Edwards, into the circumstances attending the collision between the British Steamships Marchioness of Lorne and Glen Sannox, both of Glasgow, off Ardrossan, on 1st June, 1899.
“Report of Court.—The Court having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds for the reasons stated in the Annex hereto, that the collision between the Marchioness of Lorne and the Glen Sannox, off Ardrossan, on or about 1st June, 1899, was caused by the Master of the Marchioness of Lorne making an undue deviation to the South, in an endeavour to prevent the Glen Sannox from entering the harbour, and by the master of the Glen Sannox, which was an overtaking vessel, attempting to enter the harbour before the Marchioness of Lorne, both of the masters thus failing to comply with the existing Regulations for Preventing Collisions at Sea.
“The Court, after very careful consideration of the whole circumstances, and with hesitation, do not deal with the certificates of these masters, but they express their strong sense of the risks to crews and passengers incurred by racing or manœuvring of this kind, and they hope that this investigation will be a sufficient and effective warning.
“Dated this twelfth day of July, 1899. Andrew Mitchell, Judge.
“I concur in the above report. E. M. Hughes, Assessor.
“I do not concur in imputing fault to the master of the Marchioness of Lorne for reasons stated hereafter, but otherwise concur. T. T. Edwards, Assessor.
“Annex to the Report.—This was an inquiry into the circumstances attending damage caused to the British steamship Marchioness of Lorne, of Glasgow, through collision with the British steamship Glen Sannox, of Glasgow, off Ardrossan
“Mr. Alexander McGrigor, writer, Glasgow, appeared for the Board of Trade; Mr. H. A Roxburgh, writer Glasgow, for the master of the Marchioness of Lorne; Mr. Morton, writer, Glasgow, for her owners; and Mr. A. D. Wylie, writer, Glasgow, for the master of the Glen Sannox.
“The Marchioness of Lorne, of Glasgow, official number 98,643, is a British paddle steamship, built of steel, at Port Glasgow, in 1891, by Messrs. Russell & Co. She is sloop rigged, and her dimensions are as follows :—Length 200 ft., breadth 24 ft., and depth of hold 83 ft. Her gross tonnage is 294.84—her registered tonnage being 82.52. She has one set of triple expansion engines, made by Rankin and Blackmore, Eagle Foundry, Greenock in 1891, of 140 horse-power, and her registered speed was 16¼ knots on 3rd November, 1897. She belongs to the Caledonian Steam Packet Company, Ltd., 302, Buchanan Street, Glasgow, and her registered manager is Mr. James Williamson, 59, Octavia Terrace, Greenock.
“The Glen Sannox, of Glasgow, official number 99,814, is also a British paddle steamship, built of steel at Clydebank, Glasgow, in 1892, by J. and G. Thomson, Ltd., Clydebank. She is smack rigged, and her dimensions are as follows:—Length 260.5 ft., breadth 30.1 ft., and depth of hold 11.1 ft. Her gross tonnage is 609.65, her registered tonnage being 102.70. She has one set of compound diagonal direct-acting engines, made by the said J. and G. Thomson, Ltd., in 1892, of 326 horse-power, and her speed, as proved at this investigation, is from 18½ to 19 knots. She belongs to the Glasgow and South-Western Railway Company, Glasgow, and her registered manager is Alexander Williamson, junr., Princes Pier, Greenock.
“The Marchioness of Lorne and the Glen Sannox are passenger paddle steamers belonging respectively to the Caledonian Railway Company, Glasgow, and the Glasgow and South-Western Railway Company, Glasgow, and on the morning of 1st June, 1899, they were both making for Ardrossan harbour, and their respective railway piers—the Montgomerie and Winton Piers—on the early trip from Arran. These railway companies compete at Ardrossan for the coast passenger traffic from and to Glasgow, from Whiting Bay, Lamlash, and Brodick, in Arran—and especially the summer traffic.
“The Marchioness of Lorne is not the usual boat of her company on this route, being a comparatively small and slower boat, but she was on the route that morning, under the command of a relief captain, Captain McMillan, who had never commanded her before. The Glen Sannox is a large and swift boat, sailing under Captain Macgregor, who for 14 years has commanded this or other vessels on the route, belonging to his company.
“With regard to the whole detail of the course of both vessels that morning, we think it is unnecessary to particularise. The Glen Sannox, leaving Brodick later than the Marchioness of Lorne, began closely to approach her at no great distance outside of the Horse Island, which lies to the North-West of the Harbour of Ardrossan. What happened after that is the matter on which the issues before us depend.
“The case for the Marchioness of Lorne is, that while the Glen Sannox was still some lengths behind, she (the Marchioness of Lorne) slightly altered her course to starboard, in the manner usual for the Caledonian boats, in order to enter the harbour from the southward, and so be able to sweep round more effectively by the North into her berth at Montgomerie Pier, which lies W.N.W. and E.S.E. (magnetic), and that the Glen Sannox, instead of taking the usual course of Glasgow and South-Western boats, and of going to the northward in order to enter the harbour from that direction, and so get more easily into the Winton Pier, which lies W.S.W. to E.N.E. (magnetic), took a course on her (the Marchioness of Lorne’s) starboard side; that she (the Marchioness of Lorne) never ported her helm after the slight alteration of her course to starboard as above-mentioned, but steered steadily for the usual point, viz., a shed to some little distance south of the lighthouse, standing on the South entrance of the harbour, while the Glen Sannox coming up on her starboard quarter, and then running parallel or nearly parallel with her, finally before she was clear, on a sudden starboarded her helm, attempted to cross the Marchioness of Lorne’s bow, and struck her bow with her own after sponson.
“The case for the Glen Sannox is that she came up astern of the Marchioness of Lorne, and having plenty of time to pass her and get in first, gave a short blast (under Rule 28) to indicate that she would take the starboard course—that course being chosen because it afforded more sea room; that the Marchioness of Lorne then took, or continued to take a starboard course; that when her (the Glen Sannox’s) bow came on a line with the stern of the Marchioness of Lorne she (the Glen Sannox) gave another short blast, and again when abreast, while the Marchioness of Lorne again and again or continuously came to starboard; that just before the collision the Marchioness of Lorne suddenly and strongly ported her helm, and came in upon her (the Glen Sannox), and that she (the Glen Sannox) did not starboard her helm till the collision had happened, when seeing no cause for alarm, she made up for and entered the harbour.
“It is substantially a question of whether there was racing or manœuvring for prior entrance into the harbour, with contravention of the Regulations, or other fault on the part of one or both masters in the operation.
“A marked feature of the evidence is its extraordinarily contradictory character. Passengers as well as masters and crews give materially different accounts of the main facts as well as of minor details. The proof was a protracted one—necessarily so because of the conflict of observation.
“In these circumstances then we do not think it necessary or advantageous to go largely into details. We first note and clear out of the way the following particulars of the two cases as above stated or argued:—
“I. With regard to the case for the Marchioness of Lorne —
(1.) The use of the alleged courses of the Caledonian and Glasgow and South-Western vessels does not seem to us to be proved.
(2.) The Glen Sannox had a right to choose a starboard course, and had more sea room on that side when passing Horse Island.
(3.) It is not proved that the Glen Sannox starboarded her helm before the collision.
“II. With regard to the case for the Glen Sannox—
(1.) It is proved that she gave three times the blast indicating that she was directing her course to starboard.
(2.) It is not proved that the collision was immediately caused by a sudden and strong porting of the helm of the Marchioness of Lorne. Her engines were stopped for a very short time, and then set on again, in view of the impending collision.
“The real gist of the Investigation remains, and is this—did the Marchioness of Lorne unnecessarily and improperly take a southerly course, in order, in any degree, to keep the Glen Sannox from getting into Ardrossan Harbour before her? Here it is our view of the whole evidence that the master of the Marchioness of Lorne did commit this fault, and we found this conclusion upon the preponderating weight of evidence, which maintains that there was repeated or continued porting of the helm, and that the collision happened materially to the southward of the natural course. We do not discredit the contrary evidence of passengers on board both boats, but, taking the whole evidence, with probabilities, together, we lean to this view on this crucial point of fact. Accurate observation on board of moving vessels and in the midst of excitement is not readily formed.
“The second crucial point is one of Regulation or law—Whether the master of the Glen Sannox, assuming that he did not starboard his helm before the collision, was in fault. We think he was, in respect that, his being the overtaking vessel, he did not keep out of the way of the overtaken vessel. As we read the Rules, we think that under Rule 24 perverse manœuvring on the part of the Marchioness of Lorne did not justify the master of the Glen Sannox in running his vessel so close to the other, that risk of collision (or other risk) was incurred, with or without the operation of suction or backwash from the proximity. And, apart from the Regulations, the common law obligation lay on him to act reasonably in the avoidance of risks.
“The only remaining point is the public interest and the question of penalty. There was no life lost, but had the shock been more severe or at some more vulnerable point, serious risk of life might have arisen to the crews and passengers. Had one or both vessels been stove in and begun to sink, there were apparently few to see and give the alarm on shore; the witness MacDougal is the only person who speaks of seeing the collision from the shore. Still no life was lost. Farther, the captains let themselves be lead into the actual danger bit by bit; and in the excitement they seemed to have forgotten the hazard to which they were putting themselves, and those in their charge, and no case of precisely this kind seems to have occurred before on the Clyde, or at least to have been the subject of investigation.
“The practice of racing or manœuvring is one involving serious risk, especially in narrow channels, or in approaching a harbour mouth. We mark our sense of the impropriety of the conduct of both masters by answering the questions as we have done; but we think that the warning they thus receive may be enough, for themselves with their experience and character, and for others in like offices, without the suspension of their certificates. We come, we may add, to this conclusion not without hesitation.
“At the conclusion of the evidence, Mr. McGrigor, on behalf of the Board of Trade, submitted the following questions, to which the Court gave the answers appended:—
1. (a.) Whether on the morning of the 1st June the master of the Marchioness of Lorne endeavoured to prevent: the Glen Sannox from entering Ardrossan Harbour, and (b) did the master of the Glen Sannox improperly attempt to enter the said harbour before the Marchioness of Lorne?—(a.) On the morning of 1st June, 1899, the master of the Marchioness of Lorne endeavoured to prevent the Glen Sannox from entering Androssan Harbour. (b.) The master of the Glen Sannox improperly attempted to enter the said harbour before the Marchioness of Lorne.
2. Whether upon approaching Ardrossan harbour, the Glen Sannox was overtaking the Marchioness of Lorne, and if so, did the master of the Glen Sannox comply with Articles 24, 22 and 23, of the Regulations for Preventing Collisions at Sea?—Upon approaching Ardrossan harbour the Glen Sannox was overtaking the Marchioness of Lorne, and the master of the Glen Sannox did not comply with Articles 24 and 23 of the Regulations for Preventing Collisions at Sea. (As to Glen Sannox, and Article 22, see second paragraph of Answer 5.)
3. Did the master of the Marchioness of Lorne comply with Article 21 of the said regulations?—The master of the Marchioness of Lorne did not comply with Article 21 of the said regulations, as to her course.
4. Was a good and proper look-out kept on board both vessels, and were they navigated with proper and seamanlike care?—A good and proper look-out was kept on board both vessels, but they were not navigated with proper and seamanlike care in the matters referred to in the preceding questions and answers.
5. What was the cause of the collision?—The collision arose through the unduly close proximity of the vessels, aided in the end possibly by suction of the bow of the Marchioness of Lorne towards the Glen Sannox, or by the operation of the backwash of the Glen Sannox’s port paddle, in reducing the power of the starboard paddle of the Marchioness of Lorne, and thus causing her bow to go to starboard.
It is not proved that either vessel, immediately before the collision, and as the immediate cause of the collision steered into the other’s course.
6. Was serious damage to the Marchioness of Lorne caused by the wrongful act or default of the master of that vessel, or was it caused by the wrongful act or default of the master of the Glen Sannox, both or either of them ?—Serious damage to the Marchioness of Lorne was caused by the wrongful act and default of the master of that vessel, and the master of the Glen Sannox.
“Andrew Mitchell, Judge.
“I concur. E. M. Hughes, Assessor.
“On the morning of the 1st of June the Marchioness of Lorne on passing Horse Island, which lies half a mile distant to the N.W. (Mag.) of Ardrossan, was steered for a point, viz., a shed at some little distance south of the lighthouse, which stands on the south entrance of the harbour. The evidence did not prove that her course was altered in the slightest way afterwards up to the moment of collision.
“The Glen Sannox was then, according to the evidence, about three vessels’ lengths astern of the Marchioness of Lorne, and overtaking her.
“The view I take of the circumstances of the case is as follows:—
“That the master of the Glen Sannox displayed want of judgment in not realizing, owing to the close proximity of the rocks ahead, and to the harbour they were both bound, which would only admit of one vessel entering with safety at the time, that it was too late for his vessel to overhaul and pass the Marchioness of Lorne without incuring great risk, also it would be in direct contravention to Articles 24, 22, 23 for the Prevention of Collisions at Sea, for him to attempt to do so, when it being strictly his duty, provided by the said Article, to keep clear of the vessel he was overtaking, which he failed to do, violating them and brought about the collision.
“The evidence did not prove that the master of the Marchioness of Lorne did not comply with Article 21 for the Prevention of Collisions at Sea, he kept his course and speed, but at the moment of collision, and when inevitable, the helm was starboarded and the engines stopped to lessen the impact, the Glen Sannox was then crossing the bows of the Marchioness of Lorne at full speed which she struck with the after part of her port sponson,
“For the afore-mentioned reasons I did not concur in imputing fault to the master of the Marchioness of Lorne, but place the onus of the collision entirely on the master of the Glen Sannox, he having persevered in passing, and crossing ahead of the Marchioness of Lorne, when it was his duty as the overtaking vessel to keep clear, and on the first risk of collision to have at once abandoned the attempt to pass her, not absolutely bring about a collision and in contravention of Articles 24, 22, 23 for the prevention of Collision at Sea.
“T. T. Edwards, Assessor.
“(Issued in London by the Board of Trade on the 11th day of August, 1899.)”
Winter steamer at Rothesay
In the winter of 1901-02, during the Boer War emergency, the service to Arran was limited to a single ship and Marchioness of Lorne was transferred to the Wemyss Bay to Rothesay station. Her connection with Arran, however, was not over and the following summer she began direct sailings from Ardrossan to the new Whiting Bay pier, stimulating the growth in trade of visitors to the south end of the island. The Caledonian winter boat to Arran was resumed in 1902 and the Marchioness was back on her old route. In summer for the next few years, she found regular employment on the afternoon Kyles run and a variety of ferry duties. In addition to excursion work.
Winter boarded at Gourock (Robertson)
On ferry duties at Ardnadam on the Holy Loch (Stengel)
Leaving Kilmun on the Holy Loch (Stengel)
At Dunoon (C Forsyth)
At Rothesay (Frith)
On the Kyles service at Kames (Stengel)
The extravagance of the services in the early part of the decade led to some retrenchment and the pooling arrangements between the Caledonian and Glasgow & South-Western began in 1907. Marchioness of Bute and the G. & S.-W. steamer Vulcan were sold and after a formal agreement was put into practice in 1909, it was also reported that Marchioness of Lorne and the G. & S.-W. steamer Minerva were headed for Turkey. However, the deal apparently fell through. Reprieved, the Marchioness of Lorne had her forward saloon extended to improve her third-class accommodation, and was placed on the Millport connection from Wemyss Bay and Fairlie, a route she then occupied until the beginning of the first world war.
At Wemyss Bay on the Millport berth with extended fore-saloon
Approaching Largs (Valentine)
Leaving Largs
Leaving Keppel Pier
At Millport
At Millport
In Millport Bay
War brought curtailments in service as the paddle steamers departed for mine-sweeping duties, and the turbines for transports. In the early part of the emergency, Marchioness of Lorne maintained the Millport route was she had done in peacetime. However, Marchioness of Lorne and Minerva were requisitioned at the beginning of 1917 for minesweeping in the Mediterranean, sailing out of Port Said in Egypt.
Minerva did not return to the Clyde, but Marchioness of Lorne made it home to her native river, but only to lie in Bowling Harbour in a state of disrepair. In 1923, she was towed to Dumbarton where she was broken up on the banks of the Leven.
Marchioness of Lorne in Bowling Harbour (M’Queen)
The end at Dumbarton
“The Caledonian Steam Packet Co., Ltd.,” Iain C. MacArthur, Clyde RiverSteamer Club, Glasgow, 1971
“The Golden Years of the Clyde Steamers,” Alan J. S. Paterson, David & Charles, Newton Abbot, 1969
“Directory of Clyde Paddle Steamers,” Alistair Deayton, Amberley, Stroud, 2013