Home » Chancellor » Loch Lomond Steamboats in Mid-Victorian Years

A previous article details the development of the Lochlomond Steam-boat Company to 1855. At that time, the Company had two steamers, Prince Albert, built in 1850, with a flush deck, and Queen Victoria, built in 1852 to incorporate the engines of the old Waterwitch. She had a raised quarter-deck that gave her better saloon accommodation. On the Loch itself, there were piers at all the calling places. The route ran from Balloch to the Inverarnan Canal, where connections with coaches to Perthshire and the north were made. At Tarbert, there were coach connections to Inveraray, Oban and the west, and to Arrochar where the Dumbarton steamers called to provide a circular tour from Glasgow. At Inversnaid, there were connections with the Trossachs tour and Loch Katrine. That year, a consortium of interested hotel proprietors and the Lochlomond Company shared the cost of a new steamer, Rob Roy, that was placed on Loch Katrine. The Lochlomond Company were responsible for the running of the steamer, and scheduled sailings to suit their vessels on Loch Lomond. This was not to the liking of their partners in the hotels who would prefer tourists to spend extra nights in the Trossachs. The dispute came to a head when the Lochlomond Company requested a lease of 15 years to run the Rob Roy. The matter reached the courts, and in 1859, a compromise was negotiated by the Duke of Montrose, whereby the shares of the Lochlomond Company were purchased, and their interests in the Loch Katrine steamer ceased.

Steamer at the Head of Loch Lomond around 1860

Prospects for the Lochlomond Company, even without the Loch Katrine steamer, were excellent. The railway from Bowling to Balloch improved the connection with Glasgow and there were plans that this would be extended to a direct line from the city. A second railway line from Stirling to Balloch was also about to open. It provided a convenient route to the Loch from Edinburgh and the east. At the beginning of March, 1856, the Lochlomond Company introduced a form of ticketing, presumably to insure better control of the revenues on board.

“Opening of the Forth and Clyde Junction Railway.—The Forth and Clyde Junction Railway was opened for traffic on Monday last. A train left Stirling at nine a.m. well filled with passengers, and sped through the Vale of Menteith, receiving an accession at every station. The scene along the route presents many striking features, the character of the country being very bold, and in some parts wild. The train arrived at Balloch, foot of Lochlomond, in due course, and the return train departed after an interval of half an hour. Nothing occurred on the journey either way to mar the pleasure of those who had given a day to the opening ceremonial.”—Caledonian Mercury, May 30, 1856

“Perth—Forth and Clyde Railway.—We are glad to learn that this line of railway, extending a distance of thirty miles, from Stirling to Balloch, at the foot of Lochlomond, was inspected on Thursday last by Colonel Thynne, the Government engineer, who expressed himself quite satisfied with the stability of the works. The line will accordingly be opened for general traffic on Monday the 26th current. This line will afford the public in this quarter every facility for visiting Lochlomond and the West Highlands. We understand that morning and evening trains will be run each way on the Forth and Clyde Railway in direct communication with those between Perth and Stirling, and with the steamer on Lochlomond, thereby enabling passengers to leave Perth in the morning, spend the entire day at Lochlomond and to return to Perth the same evening. The Forth and Clyde Railway is under the management of Mr. Macpherson, late of the Scottish Midland Railway.—Perth Constitutional.”—Glasgow Herald, May 23, 1856

The Forth & Clyde Junction Railway was described as the most direct, and the only route from Stirling to Loch Lomond, Loch Katrine, and the Trossachs. In the time-table of 9th June, 1856, trains left Stirling at 6.30 a.m., 11 a.m., 3.50 p.m. and arrived at Balloch 8.10 a.m., 12.40 p.m., and 5.50 p.m. The first two connected with the steamers leaving Balloch at 8.50 a.m. and 12.50 p.m., arriving at the Head of the Loch at 11.20 a.m. and 3.15 p.m. respectively.

Trains for Stirling left Balloch at 8.45 a.m., 12.45 p.m., and 5.45 p.m., but only the latter had a steamer connection from the Head of the Loch, where it left at 2.05 p.m. The 8.45 a.m. train had a steamer connection on Monday Mornings only.

The new screw steamer on Loch Katrine, Rob Roy, sailed, leaving the Loch Lomond end at 10 a.m., and 2 p.m., the connection with the morning steamer from Balloch that reached Inversnaid at 10.30 a.m., and 5 p.m., the connection with the afternoon steamer from Balloch that reached Inversnaid at 2.40 p.m. From the Trossachs end, the steamer left at 8 a.m., 1 p.m. and 4 p.m. Only the 1 p.m. sailing connected with the Balloch bound steamer at 2.40 p.m. at Inversnaid. There was no way to incorporate a round-trip tour incorporating Loch Lomond and the Trossachs in a single day from Stirling, let alone Edinburgh or Glasgow. That tourist innovation would begin in 1858 when the railway reached Callander.

Another issue looming for the Lochlomond Company lay at the Head of the Loch and the Inverarnan Canal. Silting was a problem, and it was not always possible to navigate the Falloch, particularly in times of spate. In 1855, The clerk of the Loch Lomond steamers, Mr Robertson, produced a guide-book for Loch Lomond, the Trossachs and surrounding area. In this, he describes the arrangements at the head of the Loch. It seems that even by this time, the Inverarnan basin had been abandoned.

“Ardluie House now attracts the eye of the tourist. The situation is of the most pleasing description. This house has been little more than four years built, and the grounds around it are yet in a comparatively natural state. A little exertion on the part of the husbandman is all that is wanting to give the place that cozy luxurious aspect, which is so pleasant to the wayfarer. The steamer has now entered the little river Falloch, and reached the pier where passengers land who wish to visit Ardluie. The steamer then pursues her course up the river, which is not more than thirty yards broad. This is considered by many tourists the most interesting as well as the grandest part of the excursion.

“The hills on the right are bare and sterile, while those on the left are covered with the richest foliage, and there the Ardhuish waterfall pours its torrents to meander among hills and dales in its course to the river. The bow of the steamer is now forcing a passage amidst the branches of a very large oak tree growing on the Perthshire side of the river Arn, which divides the counties of Dumbarton and Perth. One of the stems of this tree serves the purpose of a “hold-fast” for the steamer. The passengers are now landed on nature’s own wharf—“which nature breaks and nature mends.”

“Here the coaches are waiting to carry the tourist north, either to Aberfeldy, a distance of forty-four miles, or Fort-William, a distance of sixty-four miles. About half a mile farther on is Inverarnan Hotel, (Mr. M‘Lellan) of which the tourist must have heard, as its name and fame have spread over many countries.”

Within a year or two, the steamers generally limited their excursion to a new pier at Ardlui, built prior to 1860 and closer to the Hotel on the edge of the Loch, as opposed to the old pier situated on the riverbank. The Glenorchy & Glencoe Coach Company, which departed from the Inveraran Inn, objected to this practice. The short stretch of road between Ardlui and Inverarnan required an additional toll. In May 1858, directives were sent out to the captains of the steamers to proceed up the Falloch when possible. An inquiry revealed that Captain Brown was then leasee of the Ardlui Pier, a situation he promised to relinquish. The situation at the head of the loch remained fluid into the 1860s but bit-by-bit, the new pier became the recognized stopping point, and the coaching companies for Perth and Glen Coe adjusted to accommodate their passengers.

Captain Brown appears to have an entrepreneurial spirit.

“Paper from Fern. —We have been favoured with specimens of this paper, manufactured by the inventor, Captain Brown, of the Lochlomond steamer Queen Victoria. They are of all colours and strengths, and have been made by Captain Brown in an extremely primitive manner, his principal machinery being a mortar and a common cheese press. The fern paper promises to equal, if not be superior, to that now in use for packing purposes, the manufacture of wall-paper, &c.—Dumbarton Herald, July, 1856

The greatest boost to the Lochlomond Steam-boat Company came with the opening of the Glasgow, Dumbarton, and Helensburgh Railway at the end of May, 1858. This provided Balloch with direct railway links with Glasgow and Edinburgh and facilitated day tours that incorporated a sail on the Loch Lomond steamers. The company had anticipated an increase in traffic, and in the middle of December, 1856, the company directors accepted a bid from Messrs Scott, Sinclair & Co., for a new steamer for the Loch. The cost of the contract was £5,000.

The hull was subcontracted to Messrs Laurence Hill & Co., Port Glasgow, and launched with little fanfare on April 9th, 1857. She was flush-decked, 153½ feet in length by 18½ feet in breadth with a depth of 7¾ feet. Her two-cylinder engines of 75 h.p. were quickly installed by Messrs Scott, Sinclair & Co., and she was ready for trials by the middle of the month. One novelty was the inclusion of a small deck structure, fitted with plate-glass windows, and covering the companionway to the fore-saloon below.

“The paddle steamer Prince of Wales, belonging to the Lochlomond Steamboat Company, built by Messrs Scott Co., and engined by Messrs Scott, Sinclair & Co., had a successful trial of her engines yesterday afternoon.”—Greenock Advertiser, April 17, 1857

However, the story is more complex. The Lochlomond Company refused to accept the vessel as her draught exceeded specifications, and on her trial run, she appeared to lack sufficient steam. There were also deficiencies in the standard to which she was finished. The builders took her back and on further trials, showed they had remedied the fault with her boiler, and although the draught remained greater than the contract, the difference was of little consequence. The delay in acceptance into the summer meant that there was insufficient water to get the steamer up the Leven to the Loch and she lay in the Clyde till the following winter. In the interim, she was offered for sale for £500 more than she had cost to build but there were no takers. On December 11th 1857, she was brought up the Leven, despite running on a sandy shoal at Kilmalid when she had to await the rising tide to continue her journey. It was the following year that she was introduced to the public.

On May 1st, 1858, the Glasgow, Dumbarton & Helensburgh Railway opened, providing a through route from Glasgow to Balloch. The reliance on the railway for tourist traffic was emphasized when Mr Robert Young, previously manager of the Bowling Railway (Caledonian and Dumbartonshire) was appointed manager of the Steamboat Company with the power to appoint the Captains of the Company’s steamers. The resultant increase in tourist traffic as a result of the new railway, coinciding with good weather, meant that the new Prince of Wales was pressed into service before the official opening cruise. The cruise did occur, in mid-July.

“New Lochlomond steamer.— The directors of the Lochlomond Steamboat Company, with their friends, had a most delightful excursion on the Loch on Saturday, in connection with the recent addition to the company’s steamers, the Prince of Wales, built by Messrs Scott, Sinclair & Co., of Greenock. The beautiful summer weather which set in, as if by magic, the moment that May merged into June, naturally bred tourists as numerous, if as ephemeral as the May flies, and consequently the services of the Prince of Wales were called into requisition so suddenly that the customary ceremonial of a formal preliminary trial trip had to be dispensed with altogether at the time. Notwithstanding this involuntary neglect, the Prince of Wales at once established itself as a favorite with the travelling public; and after a month’s trial, the testing trip of the directors themselves gave every promise (well fulfilled) of gratification to all concerned. The sky was heavy and lowering in the earlier part of the day and several formidable showers fell, but fortunately the elements suspended inimical operations altogether during the excursion from Balloch to the head of the Loch and back. Among the company during the trip, the expressions of approval were unanimous as to the elegance of the fittings up and the comfort of the accommodation in the cabins, deck, and hurricane deck—the latter, as ought to be the case in a steamer commanding views of such unrivalled scenery as that of Lochlomond, being most spacious and airy. The motion of this steamer is remarkably smooth and pleasant, the paddles being turned by two diagonal acting engines, working with the most beautiful precision, giving a speed of nearly fifteen miles an hour. On this occasion a stiff breeze blew right in its teeth as it went up the loch; but still, in addition to crossing and recrossing several times to pick up guests by the wayside, the entire distance was accomplished in less than two hours. On arriving at the head of the loch, the steamer was moored for three quarters of an hour to afford the visitors an opportunity the beauties of Glenfalloch, after which the steamer started on its return, traversing the most beautiful out of the way nooks and corners generally unvisited.

“After a most sumptuous repast, served up in the fore cabin by Mr Warwick, the active and obliging steward of the steamer, the company adjourned to the hurricane deck, where success to the new steamer was most heartily proposed and responded to. Balloch was reached just in time to escape the heavy rain of last night, and the company separated with only one feeling as to the thorough enjoyableness of the day’s excursion, and the courtesy of the company’s officers. We may just, in closing, draw the attention of the public to the Saturday excursions of the Lochlomond Steamboat Company in connection with the railway from Glasgow—passengers being thus enabled to leave in the afternoon, proceed to the top of the Loch, and return by ten o’clock at night; a great boon surely to the numerous class at liberty for the greater part of Saturday, but otherwise with limited time at their disposal.”—Glasgow Herald, July 13, 1858

That summer, the Dumbartonshire Railways offered three connections with the loch steamers:—from Glasgow (Queen Street) at 7.15 a.m. for the 8.30 a.m. departure from Balloch and arriving at the Head of the Loch at 11.15 a.m.; from Glasgow at 9.45 a.m., Balloch 10.50 a.m., arriving at the Head of the Loch at 1.30 p.m.; and from Glasgow at 5.00 p.m., Balloch 6.15 p.m., arriving at the Head of the Loch at 8.45 p.m., where the steamer remained overnight. The return journeys left the Head of the Loch at 6.00 a.m., connecting with the 8.55 a.m. train for Glasgow at Balloch where arrival was scheduled for 9.50 a.m.; leaving at 2.10 p.m. for the 5.15 p.m. train for Glasgow arriving at 6.20 p.m., and 4.00 p.m. connecting with the 7.00 p.m. train for Glasgow, arriving at 8.15 p.m. On Saturdays only, there was an afternoon excursion leaving Glasgow at 2.10 p.m., and arriving at the Head of the Loch at 6.00 p.m. with a 6.05 p.m. departure for Balloch and connections to arrive back in Glasgow at 10.15 p.m.

Return fares from Glasgow to the Head of the Loch were 5s. 6d. (first class) and 4s. 6d. (third class with seats) with the Saturday excursion return 3s. 6d. (first class) and 2s. 6d. (second class).

With the new timetable, the Montrose Estates took the opportunity to open the east bank of Loch Lomond to feuing.

Business for the Lochlomond Company was rewarding. In 1858, the dividend paid was 7½%, up from 5% the previous year.

The opening of the Glasgow Waterworks at Loch Katrine in 1859 prompted the Company to offer one of their steamers at the disposal of Her Majesty for the occasion. However, the arrangements of the Royal Party did not involve Loch Lomond, and the offer was declined. However, the Glasgow Water Commissioners requested the use of the Prince of Wales for the day, and this was granted for the fee of £75.

For reasons that are not clear, Captain Ritchie was dismissed with a gratuity of £20.

The weather on Friday October 14th, the day of the inauguration of the Loch Katrine Waterworks, was inauspicious. Torrential rain showers interspersed by overcast spells brought gloom to the occasion and detracted from what should have been an event of celebration. Instead, it almost became a test for survival. The Water Commissioners and those who had been invited to join them set out early in the morning, but quickly realized that the day would be a difficult one.

“The Water Commissioners and their party, numbering in all about three hundred persons, left Glasgow in the morning at half-past six precisely, by train. The anxious thoughts of all the party were of course directed to the subject of the weather, which presented anything but a favourable aspect. The doubts which began to prevail to the probability of the day being fine were soon confirmed by heavy showers of rain which succeeded the mist in the midst of which the train left the city, and before reaching Balloch it was evident that there was no likelihood of the weather clearing np. After leaving the train, the whole company found their way into the Prince of Wales, one of the steamers lying at the pier, and which immediately proceeded up Lochlomond. Breakfast was served on board. During the sail the prospect was anything but pleasant, in consequence of the rain, which came pouring down in torrents, many of the party becoming quite drenched. At Balmaha the steamer stopped and took up the following distinguished persons, viz.:—the Duke and Duchess of Montrose, Lord Ernest Bruce, Lady Emily Foley, Lady Violet Graham, Lady Harriet Herbert, Mr and Lady Charlotte Montgomerie, Captain and Lady Agnes Murray, Mr Huddleston, Q.C., Mr Mitford of the Foreign Office, and Thomas Price, Esq. Among the other passengers we noticed—Members of the Town Council and Water Commission, Dr Strang, City Chamberlain, Rev. Dr Hill, Rev. Dr Norman M‘Leod of the Barony, Rev. Professor Eadie, Rev. Dr Gillan, W. Campbell, Esq. of Tillichewan, Dr Easton, Professor Rankine, P. Blackburn, Esq. of Killearn, M.P., James Crum, Esq. of Busby, Mr Sheriff Bell, Deacon-Convener M‘Lellan, &c. The steamer took up some other passengers at Tarbet.

“The Prince of Wales arrived at Inversnaid about half-past nine, where the company disembarked. Carriages were in waiting to convey them to Stronachlachar, and were gallantly handed over by the gentlemen for the accommodation the ladies, to whom it would have been a severe toil as well as horrible punishment to have trudged seven miles over the hills on a very heavy road, and in the midst of a drizzling rain, and sometimes a deluge. After the ladies were all duly provided for, the accommodation was eagerly enough, it may be imagined, taken advantage of by the gentlemen nearest the empty carriages, the rest pedestrianising all the way. Passing along the road, we could not shut out from view the ruined fort of Inversnaid, once the residence of the immortal Wolfe, the conqueror of Quebec. This little fort was built on the property of Inversnaid, then rented from the Duke of Montrose by Rob Roy. It was twice surprised by that daring freebooter and his followers. After Culloden, it was thoroughly repaired, and made head-quarters for a Captain’s command, to enforce the “Rebellion Statutes.” A number of small sub-posts were spread out from it, into the neighbouring wild country towards Loch Katrine, Loch Arklet, Loch Chon, &c. Latterly, two old ladies, named Misses M‘Farlane, lived in the fort under the permission of the Duke of Montrose. It may be interesting to state that the grandfather the late venerable Principal Macfarlan of Glasgow remembered having seen Wolfe at Inversnaid.

“From Stronachlachar, at the head of Loch Katrine, those of the party who arrived in the carriages proceeded in boats, specially provided, to the entrance of the great aqueduct, at which the arrangements had been made, as above detailed, for the performance of the ceremony of inaugurating the works. By and by, the pedestrian part of the company began to pour in, mud-stained, with inflamed and excited countenances, and bodies steaming with perspiration from within, and with never-ending rain water from without.

“The Commissioners, on arriving at the place of ceremony, found matters in a high state of preparation, and the ground well looked after by a strong body of the Glasgow City Police under the superintendence of Captain Smart and Mr M‘Call. His Grace the Duke of Atholl, accompanied by a number of his famous Highlanders, had also reached the place, and taken up their position. His Grace was accompanied by the Duchess and party, who had come over the hills on horseback.

“From this time till nearly two o’clock, the arrivals were fast and numerous. Detachments of the various Volunteer Rifle Corps of Glasgow, numbering fully three hundred men, arrived shortly after the Commissioners. They walked in a body from Inversnaid to the mouth of the aqueduct, and as they came across the hill presented an appearance deserving of high praise, in consideration of the progress which they have made in drill and exercise since their enrolment. After refreshing themselves they in a very soldierly manner, took up their position as the guard of honour along each side of the covered pathway to the cottage prepared for her Majesty. We were delighted to observe the capital pluck which the Riflemen presented in this, their first campaign, and it was a trying one. They stood the march and the weather admirably, and came in unblown, and perfectly fit for any duty to which they might have been called.

“At fifteen minutes to seven o’clock the fine steamer Hero started from the Broomielaw, with a large turn-out of the members and friends of the Celtic Society, and the 4th or Artisan Company of the Volunteer Rifles. The weather was very lowering; but despite a thick, foggy rain which set in, the party seemed very hopeful that an improvement would take place mid-day. Greenock was duly reached, but there matters looked worse. The spirits of the company, however, were considerably elevated by the addition of Celtic gentlemen. The rain continued to fall in torrents; and the party, on arriving at Arrochar, trudged to Tarbert, and then took steamer across the loch, when, “droukit” and dirty, they with wonderful good nature and perseverance really began their loyal journey, in pelting rain, over a road almost impassible with mud. Three pipers who accompanied the party did good service during the route. Colonel Campbell of Skipness, J. W. M‘Gregor, Esq., Mr Donald Campbell, treasurer, Mr Duncan Campbell, secretary, and the other office-bearers of the society, were most assiduous in their exertions to promote the interest of the occasion. Altogether the assembled Celts in their Highland costume, and with their swords and halberts acquitted themselves with their wonted spirit and loyalty—well deserving the high compliment of the Duke of Atholl to the President, Colonel Campbell, that they turn out the best body of men in connection with the clans.”—Glasgow Herald, October 17, 1859

The ceremony went well and is described elsewhere, but on the return trip with the Water Commissioners and their guests, the Prince of Wales came close to disaster.

“We are glad to learn that, with the exception of the personal suffering and fatigue incident to a severe march, with rain above and mud below, the recent raid into the regions of Loch Katrine has passed off so as to leave little but grateful recollections behind it. So far as we are aware, there has not been any loss of life or limb; and on considering the great perils under which the expedition was performed by many, and of which—fortunately for their peace of mind the most of them were ignorant—the absence of disaster affords reason for deep thankfulness. The greatest suffering was experienced on the terrible piece of road lying between Inversnaid and Stronachlacher, or rather, the tunnel, about seven miles in length, which was equivalent to double the length upon a level and well-kept turnpike. It might have been reasonably expected that by the expenditure of a trifling additional sum, the Commissioners would have placed carriage accommodation at the disposal of all the ladies and gentlemen whom they had seduced, by their invitation, from “the comforts of the Saltmarket;” and horses and conveyances could have been procured in abundance from Messrs. Menzies or Walker in Glasgow. Such was the intention of the Commissioners, as we are informed; but it so happens that the road is a private one, the property of the Duke of Montrose, or, in other words, that its profits are thirled to his Grace’s tenants of the hotel at Inversnaid at one end, and of Stronachlacher at the other; and moved, no doubt, by substantial personal considerations, these servants of the public contrived to keep the road to themselves—the Commissioners being obliged to remain content with such horses and vehicles as the two hotel keepers had at their disposal. These were not enough for one-half of the Commissioners’ party, leaving out of view hundreds of visitors who went forward to the Royal inauguration on their own account, and who would gladly have hired carriage conveyance had it been available. On the road down all the ladies were accommodated, and then the “balance” of the sitting room was seized, not by those who needed it most, but by those who could most readily get-hold of it. Several distinguished citizens invited by the Commissioners, who had got as far as Inversnaid, only to find themselves in something like a trap, resolved to abandon the expedition, and hiring, at their own charges, the steamer which lay at the pier, resolved to make their way back again to Glasgow, which they reached early in the afternoon. On the return back from Stronachlacher, matters were still worse, for several of the ladies were left behind, and a large number, including reverend clergymen, were compelled to walk the distance both ways. In fact, there was nobody to regulate the order of the cavalcade or march, or apportion the carriage accommodation; for the Magistrates, along with their immediate municipal friends, chose to go in a body to the Trossachs to wait upon the Queen in full force (where, it is possible, fewer of them would have been more welcome), and they left the ladies and gentlemen whom they had invited by the Lochlomond route to take care of themselves.

“From these reasons, the Prince of Wales steamer, which should have started at five o’clock on her return voyage to Balloch, was kept waiting till six to receive the stray pedestrians who kept dropping in, and who threw themselves into the vessel in a state thoroughly used up. A voyage of the most perilous character thus commenced just as night had set in. Those who crowded the cabin knew nothing of the danger till it was all over. According to the calendar the full moon should have been up in all her glory; but as it is known that at this season of the year the weather rarely remains in the same condition for three days at a time., it was of the last moment that the most intricate part of the navigation should have been performed with the remains of daylight. But there was no moon at all; neither was there absolute darkness. A delusive hazy glimmer played athwart the whole sky; sometimes the gloom became intense, followed by a deluge of rain which lasted three minutes, and then a patch of light was seen on the right; in three minutes more it went out there, and, like a as “Will o’ the Wisp,” appeared on the left. And all this while we were navigating, without light or beacon, a channel or channels, studded with islets in every direction, which sent their rocky backs sheer up from the deep. The vessel was managed with extreme caution; but the captain and steersman must have gone on more from their recollections of the loch by day, than from any bearings they could take at night. Often and again, in looking over the side, we noticed that the vessel had just escaped one of those dangerous islands by the distance of a few yards. When about half-way down, a low hazy line appeared right a-head; in a second or two, it disappeared; there was a new shifting in the clouds, and again the black line danced in view. At this moment, a voice on the quarter-deck exclaimed—“Keep her off, keep her off; you’re upon Inchfad!” and immediately the gentleman who had so uttered the warning (and who was said to been the Duke of Montrose) sprung upon the paddlebox. The engine was instantly stopped, and then reversed; and, after going backwards a long space, a new course was taken; and the low point of Inchfad was cleared—a gleam of light revealing to us that if we had steamed on in our original course the steamer must have gone right upon these perpendicular rocks, and would, in all likelihood, have gone down in five minutes in deep water. We are informed that the captain had noticed this danger before the warning voice was uttered; and we are quite willing to believe it; for the man seemed very cautious, and many thanks are due to him for care and vigilance when hundreds of lives depended on both. At Balmaha, which was discovered with some difficulty, the Duke of Montrose and party, Mr. Blackburn, M.P., and others were landed. After this the navigation became less intricate, and though the weather was still dense and gloomy Balloch was reached in safety, and by rail the Commissioners’ party arrived in Glasgow about half-past nine. The steamer which followed went over in the first instance to Tarbert, where, seeing the ticklish state of matters, a large number of those on board, including many of the Glasgow Rifles, left her, trusting in Providence to find them shelter either there or at Arrochar. Others remained on board, and after waiting an hour or two, the weather cleared up a little, and the vessel went safely down the loch. In the course of Saturday the visitors reached Glasgow from various points, not a few of them looking back upon their expedition to Loch Katrine and its tunnel as a day of magnificent misery, relieved by a gleam of Royal sunshine.”—Glasgow Herald, October 17, 1859

The Company had made a handsome profit in 1859, partly the result of the construction and opening of the works on Loch Katrine. A dividend of 10% was declared, but the prospect of replacing Prince Albert and the near accident to Prince of Wales prompted the creation of a “sinking fund.”

Tête de Loch Lomond

Initiating a “sinking fund” was prescient as towards the end of the following season, Prince of Wales did indeed sink in circumstances that, but for the quick thinking of the crew, might have ended in tragedy.

“Stranding of the Prince of Wales in Lochlomond and narrow escape.—On Tuesday morning the Prince of Wales, one of the Lochlomond steamers, was sailing down the loch, when the fog and mist became so thick, that despite every precaution that could be used, she grounded with great force upon a rock about a mile and a half to the north-east of Inchmurran. Immediately afterwards the engine space and afterpart began to fill with water. Very fortunately the fore compartment kept tight, and the vessel was backed off the rock towards one of the islands. After a short period of extreme suspense the boat was lowered, and the passengers were landed on the island. Had the fore compartment given way, in all probability many lives would have been lost, as the steamer had only one boat, and that capable of holding only half a dozen persons. As it happened the mists cleared off, and after a short detention, the passengers were taken on to Balloch by the following steamer. A resolution exonerating Captain Brown from any blame was passed by the majority of the passengers, and embodied in a letter to the directors. In this document the passengers attribute the accident solely to the fog, and to the very reprehensible absence of buoys on the rocks.”—Glasgow Herald, September 12, 1860

The incident was followed by some letters to the Times that were critical, not of the Company, but of the absence of buoys to indicate hazardous rocks and shoals on Loch Lomond. These criticisms were taken up by the provincial press.

“A disaster on Loch Lomond.—To the Editor of the Times.—Sir,—I think it a duty to society to apprise the public, through your columns, of an occurrence which took place this morning on Loch Lomond, and which shows in a striking manner the danger to which tourists are exposed owing to the negligence of the parties upon whom the duty devolves of securing the safe navigation of the freshwater lakes in Scotland. Many of your readers are aware that Loch Lomond, which is situated among mountains, is of enormous depth, ranging from 600 to 120 feet, and is studded with numerous islands, which are in fact so many small mountains and hills covered with water, save at the summit. Accompanied by two ladies I embarked this morning at Tarbet, on the Prince of Wales steamer, bound for Balloch; about 40 passengers, including 8 or 10 ladies, being on board. It is impossible to conceive a more delightful morning than that on which we embarked, but, as we went further down the lake, we got into a slight fog, which was gradually giving way before the influence of the bright sunshine. As we proceeded, the captain seemed to use caution, and slackened the motion of the vessel, while a sharp look-out was kept ahead. Suddenly we struck upon a sunken rock, and the vessel heeled over little and stopped, but, the paddles being put in motion, the vessel bumped over the rock and shot ahead. It immediately became evident that she was sinking, which was confirmed by a sailor rushing back to the stern crying “My God! we are sinking.” The bottom of centre and back compartments of the iron steamer had been broken in by the rock, and the water poured into the engine rooms, and the after cabin, but fortunately there was a watertight bulkhead between the fore part and the centre of the vessel, or she must have gone down head foremost. As it was, she began to settle down fast, at a distance of about a quarter of a mile from shore, when it was suggested that she should be backed as the only means of saving her. Providentially the engines worked, which it was feared they would not do, and the vessel slowly backed on to the shore of a small island until the stern touched the land, when the forepart was kept up by the water-tight bulkhead. In less than one minute after the vessel touched the island, the fires were completely extinguished by the water running in, and the paddles became totally useless. The utmost order and the strictest silence were observed throughout—not a single shriek from any of the ladies being heard, the only sounds being the orders of the captain and the motion of the paddles. The ladies were taken to shore first, in the small and only boat of the steamer, which contained but six persons; and the whole scene, was highly creditable and characteristic of the people of these countries. The water having risen in the cabins until it poured out of the windows, the vessel became a complete wreck, and the passengers sat on the island until a steamboat came up, about an hour afterwards, and took them off to Balloch. The accident, which had so nearly been attended with the total loss of the steamer and of the lives of all, or nearly all, on board, is undoubtedly to be ascribed to the fact of there being no buoy to indicate the position of a sunken rock, about a quarter of a mile from the shore in a channel of about a mile in width, as the atmosphere was quite clear enough to enable parties on the look-out to see a buoy at a considerable distance. I was told by some of the people who reside in the neighbourhood, that there are several sunken rocks both in Loch Lomond and Loch Katrine, without buoys or marks of any kind, and, if the matter be not taken up, I am satisfied, at no remote period, a most frightful disaster will occur, such as was averted by the merciful providence of God in the present case. It is not right that the tourists on these beautiful lakes should be exposed to the dangers of sunken rocks without marks of any kind, which are like so many open graves yawning under their feet.—Your obedient servant, Robert Cassidy, Edinburgh, Sept. 11.”—Glasgow Herald, September 17, 1860.

“The recent steamboat disaster on Loch Lomond.—To the editor of the Times.—Sir,—will you permit me to say in reference to the letter which appeared in the Times of yesterday concerning the recent accident which happened to a steamer on Loch Lomond. that in my youth I lived in the neighbourhood of that “queen of Scottish lakes,” and remember that upwards of 20 years ago a steamer, with all on board, was nearly lost in clear daylight by striking on a sunken rock? Fortunately the steamer was run ashore before her fires were extinguished. The accident occurred either on the same spot or in the immediate vicinity of the place where the steamer struck the other day. A great deal was said then, as now, about fixing a buoy to mark the dangerous locality, but nothing was done, and in all probability nothing will be done till a dreadful disaster occurs, casting a gloom over the country and rendering desolate many a happy home.—I am &c., A.L., September 15.”—Glasgow Herald, September19, 1860

Damage to the Prince of Wales was substantial. She was eventually uplifted with difficulty and refloated on September 20th. With the support of the barges used to refloat her, she was brought to Balloch still in a flooded condition. An underwater inspection revealed a tear extending between eight and ten feet under the boiler. Lack of a suitable slip on the Loch meant that she would have to be taken down the Leven for repair on the Clyde but in her flooded condition, this could not be attempted. After a delay, she was successfully patched and pumped out to allow her to be taken to Messrs Scott, MacGill & Duncan’s slip at Bowling at the beginning of October. Once slipped, it was revealed that the damage was much more extensive with keel, frame, and hull damage over half of the vessel. The repairs cost £500.

Despite the problems to Prince of Wales, the Company was in sound financial condition, and a dividend of 10% was again declared in 1860.

At the end of November,1860, there was a visit to Loch Lomond by the Empress Eugenie, the wife of the French Emperor, Napoleon III.

“Progress of the Empress Eugenie. As stated elsewhere her Imperial Majesty the French Empress left Glasgow on Tuesday evening for Balloch. On her arrival at that town her Majesty proceeded to Mr Mitchell’s hotel, where she rested for the night. The volunteers had turned out to receive her, and the people were highly enthusiastic in their reception. Yesterday morning the royal party embarked in one of the lake steamers and proceeded up Loch Lomond to Inversnaid, whence they proceeded to Loch Katrine, and passing through the Trossachs and Callander, arrived at Stirling in the evening. Unfortunately a thick Scotch mist hung over the hills and prevented her Majesty from enjoying the singularly romantic scenery characteristic of the places through which she yesterday passed. We understand that this morning the Empress sets out for the south.”—Glasgow Courier, November 29, 1860

The Empress followed the visit in July 1862 by presenting to the Company two vases for the “courtesy and kindness” shown her on her visit. The vases were “of fine Sevres porcelain, mauve coloured, with burnished gold hands, and beautifully enamelled foliage and flowers, the blush rose being most conspicuous. Each vase is 2½ feet in height, and 3 feet in circumference. The design was specially chosen by Her Majesty from number at present being shown in the International Exhibition.”—Glasgow Free Press, August, 2, 1862

The pressing matter of the survey of Loch Lomond was carried out in the first few months of 1861, with the Queen Victoria placed at the disposal of the Admiralty. It was suggested that certain areas should be buoyed, and the Company contributed £30 to the process that was completed by 1863.

The Company’s Annual General Meeting at the end of 1861 declared a 10% for the third year in a row, and added to the sinking fund from the handsome profits that accrued that year. A testimonial of fifty guineas to Mr Archibald Denny, shipbuilder, for valuable services rendered at the time that the Prince of Wales met with her disaster was also agreed to. However, the Prince Albert was distinctly outmoded for the growing tourist trade, and the building of a new steamer was on the agenda. While some of the directors felt that a new steamer was not necessary, the offer by Messrs Caird & Co., Greenock, for the sum of £5200, was accepted. In a meeting on 22nd February, 1862, it was agreed that the new steamer would be named Prince Consort.

The Prince Albert was offered for sale, and was eventually sold for £625 in 1863 to Mr Henry Gough of Liverpool for the Eastham Ferry, where she was renamed Richmond.

Her replacement, Prince Consort, was an iron steamer that incorporated a number of features designed to enhance the experience of tourists on the Loch. The new steamer had deck saloons fore and aft and her deck area was increased by extending the paddle-wheel sponsons, overhanging the hull, from the bow to the stern. These stem from ideas presented by Archibald and William Denny to provide deck saloons for passengers whilst maintaining an adequate open deck for luggage, rope handling, and other operations of the steamer. Whilst deck saloons were certainly not unknown, they were at the time, uncommon on the Clyde as there was some concern that the Board of Trade would include the deck saloons in the tonnage of the steamer, an important factor in determining berthing rates which were based on tonnage on the Clyde and elsewhere. One example, the twin-hulled Alliance of 1857, had been granted a waiver from including her deck saloon in her tonnage. This was not a factor on Loch Lomond, and indeed the Prince of Wales had a small deck structure on her foredeck. However, a definitive ruling on deck saloons by the Board of Trade was not obtained until 1861.

“The saloon steamer Prince Consort, built for the Loch Lomond Steamboat Company by Messrs Caird and Co., Greenock, has just made a trial trip. The dimensions of the Prince Consort are as follows:—length over all, 157ft; breadth over sponsoned deck, 33ft.; length of main saloon 33ft.; breadth, 18ft. height of ceiling 7ft. length of dining and smoking saloons, 27ft. breadth, 17ft. ; length of promenade deck 120ft. The Prince Consort is propelled by diagonal engines of 70-horse power, and her speed is 18 statute miles per hour.”—Caledonian Mercury, June 7, 1862

“Saloon Steamer.—The handsome saloon steamer Prince Consort, built and engined by Messrs Caird & Co. for the Loch Lomond traffic, had a very successful trial of her machinery this week. The engines worked as smoothly as if they had been six months in use, and, with a pressure of 25 lbs. of steam, she accomplished the highly satisfactory speed of 16½ statute miles an hour. She was very steady, and although there was a smart breeze, did not careen in the slightest degree. The builders are putting the finishing touch to her elegant and comfortable internal decorations and furnishings, and she will proceed to Loch Lomond as soon as the Leven attains sufficient depth to permit of her transit. There can be no doubt that steamers of this class, but of larger size, would be admirably adapted for river traffic far as Rothesay, and for even greater distances during the summer months, and hope the day is not distant for their general adoption.”—Greenock Advertiser, April 10, 1862

Prince Consort at Ardlui. The funnel colors of the Lochlomond Company were black with narrow white bands on the stay-rings, but a red, black-topped funnel was used on some seasons.

“Lochlomond—New Saloon Steamer &c.—On and after 2d June, the trains and steamers will run as under:—from Queen Street, Glasgow, at 7.20 a.m., arriving at Head of Lake, 11.30 a.m.; from Queen Street, Glasgow, at 10.45 a.m., arriving at Head of Lake, 2.45 p.m.; from Head of Lake, at 1.15 p.m., arriving at Glasgow, 5.00 p.m.; from Head of Lake, at 4.15 p.m., arriving at Glasgow, 8.15 p.m. Cheap excursion every Saturday, giving 4 hours’ sail on the Lake; from Glasgow at 4.00 p.m., arriving Inversnaid at 7.00 p.m.; from Inversnaid at 7.15 p.m., arriving Glasgow at 10.15 p.m. Return tickets—1st class, 3s 6d; 3d class, 2s. 6d.

“Glasgow to Head of Lake every Saturday evening at 5.15. Head of Lake to Glasgow every Monday morning, at 6.10 Return tickets—5s. 6d. and 4s. 6d.—Company’s Office, 1862.”—Glasgow Morning Journal, Tuesday, June 10, 1862.

The new steamer proved most popular with the public.

“Pleasure trip to Lochlomond.—Yesterday the Lochlomond Steamboat Company inaugurated the opening of the summer season by a pleasure excursion on Lochlomond. Shortly before twelve o’clock, a select party of ladies and gentlemen left the Dundas Street Station of the Edinburgh and Glasgow of Railway by special train for Balloch. The party was augmented at the different stations along the line, and when the beautiful saloon steamer Prince Consort was reached the company numbered about 150. Fortunately, the weather was delightful; a fine cooling breeze tempered the sun’s rays, and made the trip one of the most pleasant ever enjoyed on the “Queen of Scottish Lakes.” The sky was tolerably clear, and the magnificent scenery on both sides of the Loch was seen to great advantage. On a former occasion we referred to the comfort which passengers enjoyed in travelling with the Prince Consort, and we can only repeat that a finer passenger boat, for fair weather or foul, could scarcely be found in this quarter. The Prince Consort, under the command of Captain Alexander Brown, a most attentive and able master, steamed to the head of the Loch, where the company landed and enjoyed a pleasant walk for about an hour. On the return home the party sat down to an excellent dinner, purveyed by the stewardess, Mrs. Turnbull, to which ample justice was done. After the tables were cleared, the healths of “Her Majesty,” “The Prince of Wales,” “The Royal Family,” and “Prosperity to the Lochlomond Steamboat Company” were drunk with enthusiasm. On reaching Balmaha the party landed and enjoyed a walk through the far-famed Pass. The steamer arrived at Balloch at half-past seven, and the happy excursionists were set down in Glasgow about half-past eight. The whole arrangements were under the charge of Mr. Young, the manager, and it is almost needless to say they were most complete.”—Glasgow Herald, May 2, 1863

Prince Consort at Tarbet

Prince Consort at Ardlui (Poulton)

Ardlui with Prince Consort

Closer view of the steamer

“Loch-Lomond Steamboat Company.—The ordinary summer traffic for this year of the Loch-Lomond Steamboat Company was commenced yesterday by a pleasure excursion, per rail and steamer, from Glasgow the head of Loch Lomond. About two hundred ladies and gentlemen, resident in the city and different parts of Dumbartonshire, complied with the invitation of the Steamboat Company, arriving per train at Balloch Pier and embarking on board the splendid saloon steamer, the Prince Consort, at one o’clock. The day was about the finest this season, that the Queen of the Scottish lakes, with its numerous beautiful islands and neighbouring lofty mountains, was seen under the most favourable aspects; and the company, as they promenaded and lounged upon the saloon deck of the steamer, seemed to enjoy themselves most heartily. The Prince Consort reached the head of the loch shortly after three, where the excursionists disembarked for half an hour, and passed the brief time allowed in walking a short distance from the landing-place. On returning to the steamer, the company filled the fore and aft saloons, and sat down to excellent dinner. Mr Young occupied the chair in the one saloon, and Mr John Denny that in the other saloon, the duties croupiers being discharged by Mr Maclean and Mr Alexander M‘Niven. Amongst the company were Mr Robert Croll, Edinburgh; Mr Dunlop, writer; Mr M‘Kenzie, writer; Mr William Wordie, Mr Menzies, the Rev. Mr Gray, Dumbarton; Mr Hill, writer; Dr Graham, Dumbarton; Dr Stewart, Kirkintilloch; and Mr Gray, Dalmonach. After dinner, and the usual loyal and patriotic toasts had been proposed and duly responded to, toasts expressive of wishes of success to the Edinburgh and Glasgow Railway Co., and to the Lochlomond Steamboat Co., were proposed and drunk with all the honours. This part of the entertainment having been duly brought to a close, the company repaired to the upper deck, where the younger portion of them enjoyed themselves to the excellent music of the Bonhill Instrumental Band, in dancing, till the boat reached Balloch Pier. The excursionists then took their places in the special train awaiting them, and were set down in safety at their respective destinations. The excursion was in all respects most successful.”—Glasgow Morning Journal, May 2, 1863

An important factor in the success of the Lochlomond Company was the coordination with other operators to offer tours. In the early years, the Dumbarton Steamboat Company had provided transportation from Glasgow to Dumbarton whence coach operators brought the tourists to Balloch and the steamers. The opening of the Bowling Railway signalled the demise of the Dumbarton steamboats, and after the opening of the through route by railway from Glasgow to Balloch in 1858, boats were sold and the tourist connections discontinued. One vessel remained, however. The Dumbarton company had placed their fine two-funneled steamer, Chancellor, of 1853, on the Arrochar connection. This provided a popular circular tour where a tourist could sail from the Broomielaw to Arrochar by Loch Long, cross to Tarbet on Loch Lomond (either on foot or by coach), catch the Lochlomond steamer to the Head of the Loch, and return by way of Balloch. The reverse tour by Balloch to the Head of the Loch then to Tarbet, returning by Arrochar and the Chancellor to Glasgow was also possible. She had occasional help from the Lochgoilhead steamers at busy times.

Broomielaw in 1856 with the two-funneled Dumbarton steamer Chancellor with the broad white band on its black funnels

In the 1861 season, the new Kilmun steamer Mail or her older stablemate, Express, made early morning sailings from Arrochar, returning in the evening to berth there overnight. Chancellor remained on the main tourist sailing from the Broomielaw in the morning. However, at the end of the season, it was apparent that the Chancellor would be laid up the following year, awaiting sale, causing concern among the directors of the Lochlomond Company. While Mail and Express continued their early morning and late evening sailings in 1862, the main sailing was taken by the Millport steamer Vesta. The old Gareloch steamer, Nelson, also provided a late morning sailing from Glasgow, returning in the afternoon. The arrangements were not conducive to the smooth running of a tourist route; but worse was to come!

In the early 1860s, steamers were in great demand to run the Union blockade of the Confederate ports in the American civil war. The newest and swiftest steamers were leaving the Clyde, and replacements were purchased off the stocks. In 1863, the Vesta was placed on the more lucrative Rothesay station, and the Arrochar steamer was the Acquila, previously the notorious Sunday steamer Emperor, connecting with the Vesta at Greenock. She remained on the Arrochar route until July, when she was replaced by an old Dumbarton steamer, Lochlomond, brought in from the Mersey where she had served as a ferry. Lochlomond, built in 1845, had served on the Arrochar service prior to the introduction of the Chancellor in 1853 and was nearing the end of her useful life.

The situation of sailings on the Arrochar connection was clearly unsatisfactory for the Lochlomond Steamboat Company, and in November, they took steps to build their own steamer for the station.

“At a meeting of gentleman in the Elephant Inn, Dumbarton, a few days ago, it was resolved to form a new steamboat company for the development of the traffic in Lochlong. Alexander Smollett, Esq., of Cameron House, presided; and at the meeting it was resolved to restrict the capital, in the meantime, to £6000. A provisional committee was also appointed, and we understand that it has been arranged to build one first-class saloon steamer, and put it under the command of Captain John Wilson, late of the steamer Chancellor. This steamer is to ply between Arrochar and Helensburgh and Greenock, and, in connection with the railways and Lochlomond steamers, will afford greatly increased facilities for tourists viewing the magnificent scenery of the districts of Lochlomond and Lochlong. The members of the provisional committee are Messrs Alexander Smollett; A. Orr Ewing, of Ballikinrain; A. Macniver, Shemore; D. M‘Lean, Bonhill; and A. Wyllie, factor to Sir James Colquhoun, of Luss, Bart.”—Greenock Advertiser, November 28, 1863

The new steamer was launched in May of 1864. She was designed with deck saloons along the same lines as the successful Loch Lomond steamer Prince Consort.

“Port-Glasgow launch.—Messrs Blackwood and Gordon launched on Saturday a river steamer to supply the place of the Chancellor on the Arrochar station. The new Chancellor is 170 feet long, and is a much superior vessel to the old one, with a saloon deck similar to the Prince Consort on Lochlomond. She is owned by the Lochlomond Steam Boat Company, and will be ready for her station on the 1st of June. A high rate of speed is guaranteed, and it is expected from the fine model of the vessel that she will exceed 17 miles an hour. She will be commanded by Captain Wilson, formerly of the old Chancellor, well known on the Arrochar station.”—Renfrewshire Independent, May 14, 1864

“Launch.—On Saturday Messrs Blackwood Gordon launched from their yard at Newark a smart looking saloon steamer, which was named Chancellor by Miss Young, daughter Mr Young, manager of the Lochlong and Lochlomond Steamboat Co. The Chancellor will be put on the Arrochar station, under the command of Captain Wilson, who has been for many years a favourite with the travelling public, owing to his courtesy while in command of the former steamer Chancellor. This addition to our river fleet will be hailed as a great acquisition to the Arrochar station, as there has been no steamer on it for several months. The following are the Chancellor’s dimensions:—Length, 170 feet; breadth, 18 feet 6 inches; depth, 8 feet. She will be propelled by a pair of diagonal engines of 70 h.p., which will be supplied by the builders.”—Greenock Telegraph, May 9, 1864

The new Chancellor was ready for her initial cruise at the end of May and took her place on the Arrochar station a week later. She was a pretty vessel with a black hull, fawn saloons and a red, black-topped funnel.

“Trial of the new saloon steamer Chancellor.—On Saturday last Messrs Blackwood & Gordon, the builders, accompanied by the directors, had a trial of their new saloon steamer in the Gareloch. Her speed was everything that could be desired and averaged 18 miles an hour. The steamer we understand will be placed on the Glasgow and Lochlong station, on Monday the 6th of June, and will run in connection with the Edinburgh and Glasgow Railway and the steamers on Lochlomond, and, as will be seen from our advertising columns, tourists may thus have an opportunity of making the round of the two lochs by railway and saloon steamers, going or returning either way at a moderate charge.”—Glasgow Herald, May 31, 1864

Chancellor

The season opening excursion occurred at the end of May.

“Pleasure excursion to Lochlomond. Yesterday, the directors of the Lochlomond and Lochlong Steamboat Companies opened the “season” with an excursion to the “Queen of Scottish Lakes,” via Lochlong. The beautiful new saloon steamer Chancellor, which has been built for the Lochlong Steamboat Company, started from the Broomielaw shortly after nine o’clock in the morning, under the command of Captain John Wilson, who is an old and faithful servant, and a general favourite on the Arrochar station. The party who joined the steamer at the Bridge Wharf were augmeneted at Renfrew, Bowling, and Greenock, when the ladies and gentlemen on board would number fully 150. The Chancellor on leaving Greenock steamed to Blairmore, then took a turn up Lochgoil, and landed at Arrochar, after a most pleasant and swift sail. The party then crossed over to Tarbet, where the saloon steamers Prince Consort and Prince of Wales were in waiting for the party. Amongst the gentlemen Present were—Messrs J. B.Thomson, Colin Croall, Thomas Johnstone, Robert Young, Walter Neilson, Patrick Stirling, Andrew Blackwood, shipbuilder; John Denny, A. M‘Niven, Andw. Wyllie, John M‘Lean, shipbuilder; John M‘Millan, shipbuilder; A. Wilson, Bonhill; James Barr, contractor; H. R. Robson, Board of Trade surveyor; — Darling, Lloyd’s surveyor; D M‘Lean, Y. Menzies, George Hodge, James M‘Ilwraith, John Bell, Thomas Bell, Robert Carrick, Wm. Anderson, Alex. Denny, jun.; the Rev. Messrs. Kid, Allison, and Reid, &c. The majority of the excursionists went on board the Prince Consort, the remainder embarking on board the Prince of Wales, after which the steamers proceeded towards the top of the Loch; but unfortunately the weather, which had been most propitious in the early part of the day, changed, and heavy showers of rain began to fall, and continued with slight intermission for a considerable time. The result was that the excursionists, when the head of the Loch was reached, were deprived of a fine walk, and were obliged to remain on board the steamers. About half-past three o’clock the company sat down to excellent dinners in the saloons of the steamers, served up in fine style by Mrs Turnbull, the stewardess. In the main saloon Mr. Robert Young presided, Mr. J. B. Thomson officiating as croupier. After the usual loyal toasts had been duly honoured, the Croupier proposed in succession, neatly prefaced, “Success to the New Lochlong Steamboat Company,” and “Success to the Lochlomond. Steamboat Company.” These toasts, which were heartily responded to, were acknowledged by the Chairman in appropriate terms. The Chairman then proposed the toast of the firm who built the Chancellor, to which Mr. Blackwood, Port-Glasgow, responded. The Chairman next proposed “The Edinburgh and Glasgow, Scottish Central, and Forth and Clyde Railway Companies,” whose trains run in connection with the Lochlomond and Lochlong steamers, coupled with the health of Mr. J. B. Thomson, who acknowledged the compliment in suitable terms. On arriving at Balloch, a special train conveyed the excursionists to Glasgow, which was reached at half-past eight o’clock. By the addition of the new steamer Chancellor, which will be put on the Arrochar station in a few days, pleasure-seekers will have the option of starting from Glasgow by rail to Balloch, enjoying a sail on Lochlomond, and returning by the Chancellor, or vice versa. The route is an exceedingly fine one, and we have no doubt, now that the accommodation is complete with such splendid saloon steamers, in which passengers are almost independent of wet weather, the Lochlomond route will be largely patronised.”—Glasgow Herald, June 1, 1864

“The saloon steamer Chancellor—This splendid new steamer started on the Glasgow and Arrochar station on Monday. She has all the commodiousness of the well-known saloon steamer Alliance, with much greater speed. She is painted a light fawn colour, and this, coupled with a good deal of ornamentation, gives her a light holiday appearance, admirably adapting her for a pleasure excursion vessel. The Lochlong route well-known to be one of the finest in Scotland. When our gracious Queen paid her visit to the Clyde in 1847, the Royal yacht steamed to the head of Lochlong to admit of her Majesty seeing the charming scenery. The sail to Arrochar cannot fail to be doubly attractive to the tourist when viewed from the saloon deck of the new Chancellor; and the master in command is Capt. John Wilson, whose care of the vessel under his charge, and courteous attention to passengers., are proverbial. And should the tourist, on his way up or down Lochlong, by the picturesque Lochgoil, or Ardentinny, chance to be overtaken by a Scotch mist, he can, in the glass-sided saloon, sit in shelter and comfort, and still enjoy the grandeur of the scenery.”—Renfrewshire Independent, June 11, 1864

Advertisements and fares reflected the focus on the well-healed tourist traffic.

“Lochlong and Lochlomond.—New saloon steamer Chancellor, daily from Bridge Wharf, Glasgow at 8.25 a.m. for Bowling, Greenock, Gourock, Dunoon, Hunter’s Quay, Blairmore, and Arrochar (Lochlong), in connection with steamers from Tarbet on Lochlomond, and Edinburgh and Glasgow Railway to Glasgow. Returning from Arrochar about 2.45 p.m. in connection with Edinburgh and Glasgow trains to and steamers up Lochlomond to Tarbet, and calling at the above named places. Fares for the round of railway and saloon steamers either way:—from Glasgow, first class, 6s., third class, 4s. 6d.; from Bowling first class, 4s., third class, 4s.; from Glasgow to Arrochar and back (steamer only), first class 2s. 6d., third class 2s.—Manager’s Office, 1864.”—Glasgow Herald, June 24, 1864

Despite the difficulties of the Arrochar connection, the Annual General Meeting of the Shareholders of the Lochlomond Steamboat Company in November, 1863, declared a dividend of 10%, and agreed that the steamer Prince of Wales should be converted into a saloon steamer when at Dumbarton for inspection by the Government surveyor. The structural work of adding the deck saloons fore and aft was carried out by Mr John M‘Auslan, wright, Dumbarton, for £325 15s, and Messrs A. Gordon & Son, Glasgow, did the upholstery and cabinet work of the saloon for £95 10s.

Prince of Wales leaving Luss (Valentine)

A highlight of the 1864 season was a visit from the Prince and Princess of Wales on August 11. The Royal party travelled from Stirling by the Forth and Clyde Junction Railway and arrived at Balloch about 12:30 p.m. where they were met by detachments of the Dumbartonshire Volunteers and a number of gentlemen including Sir James Colquoun, Bart., of Luss, Mr Alexander Smollett, of Cameron House (the chaiman of the Lochlomond Steamboat Company), Mr Robert Napier of Shandon, Provost Breigan of Helensburgh, and Major Geils of Geilston, and others. The pathway from the railway carriage to the steamer was carpeted and spanned by graceful arches, formed by evergreens, bay leaves, and heather, with pendant floral wreaths. The cabin of the steamer had one of the vases presented by the Empress Eugene at one end and was decorated with floral wreaths, valuable articles and silver plate belonging to Mr Jas. Campbell, of Tillichewan. On the table was a massive gold centrepiece that had been presented to Mr William Campbell in 1837. There was some unpleasentness when the Prince, who had chartered the Prince Consort for an agreed sum of 15 guineas, and expected exclusive use of the steamer, found a party of gentlemen on board, expecting to sail with the Royal Party. These uninvited guests, who included several directors of the Lochlomond Company and their friends, had to disembark with the best grace possible. It must have been a mortifying experience to leave so hurriedly in the presence of so many onlookers who enjoyed a laugh at their expense. The Prince Consort then slowly proceeded to Inversnaid where the Royal party were taken by coach to Loch Katrine to the new Trossach’s Hotel and reconnected with their infant son who had come directly from Stirling. Next day, they proceeded by way of Callander and Dunblane to Abergeldie where the Prince would engage in shooting grouse.

Prince Consort approaching Inversnaid

With two saloon steamers on the loch and a saloon steamer companion connection to Arrochar, the Lochlomond Company was well placed to attract an increase in tourist traffic. Rather than using Helensburgh as her base, the new Chancellor sailed from the Broomielaw with Bowling as the railway connection. The opening cruise of 1865 was an elaborate affair:—

“Pleasure excursion on Lochlomond.—On Saturday the route to Lochlomond via Lochlong was opened for the season by a pleasant excursion got up by the directors of the Lochlomond and Lochlong Steamboat companies. The route in question has been so often described that it is unnecessary to enter any into any lengthened description. Suffice it to say that it is one of the most delightful any pleasure-seeker could select. The new saloon steamer Chancellor started from the Broomielaw at nine o’clock with a party of ladies and gentlemen, the company being increased by additions at Renfrew, Bowling, and Greenock. The Chancellor then steamed across to Lochlong and after taking a turn up Lochgoil for some distance to gaze upon the fine ruins of Carrick Castle, sailed for Arrochar where she landed her passengers, after her pleasant trip. During the passage, lunch was served up in elegant style by Mr. Duncan Dewar, the steward of the vessel, and the sail having whetted the appetites of the party, it is hardly necessary to say that ample justice was done to the good things put before them. On arriving at Arrochar, the company crossed over to Tarbet where the saloon steamers Prince Consort and Prince of Wales were in waiting. Amongst the gentleman present were Mr. Alexander Smollett of Bonhill, Chairman of the Loch Lomond Steamboat Company; Rev. Messrs Gray, Dumbarton, and Kid, Alexandria; Provost M‘Ausland, Dumbarton; Messrs Donald M‘Lean, John Denny, J.B. Risk; John M‘Lean, shipbuilder, Robert Hill, writer, Glasgow; J.B. Thomson and James Deas, of the Edinburgh and Glasgow Railway Company; Charles Henderson, shipbuilder, Renfrew; R.G. Mitchell, writer, Dumbarton; Andrew Wiley, chairman of the Lochlong Steamboat Company; Colin Kroll and A. Allan of the Scottish Central Railway Company; Robert Young, manager of the Forth and Clyde Railway and Lochlomond and Lochlong steamers; James Young contractor, Breadholm; Benjamin Connor, Caledonian Railway Company; A. Wilson, road surveyor; Wm. Roger, coal master; Alex Denny, treasurer, Lochlong Steamboat Company; Patrick Stirling, Glasgow and South-Western Railway Company; James Ferguson, coal master, Alexandria; &c., &c. On reaching Tarbet the excursionists proceeded on board the steamers, the majority of those present taking up their quarters in the Prince of Wales. After an agreeable sail towards the top of the Loch, the party reached their destination, and having landed, they enjoyed a pleasant stroll for nearly an hour. On their return to the steamers dinner was served up in the respective saloons by Mrs. Turnbull, the stewardess. In the main saloon of the Prince Consort, Mr. Alex Smollett presided and Mr. J.B. Thompson officiated as croupier. After a bumper had been drunk to the health of Her Majesty the Queen, the chairman proposed success to the various railway companies who run trains in connection with the Lochlong and Lochlomond steamers, and referred to the complete and satisfactory arrangements which had been made by the various officials for the comfort of passengers. The toast was coupled with the name of Mr. J.B. Thomson who acknowledged the compliment. Mr. Ferguson proposed three cheers for Mr. Smollett which were given in a hearty manner. On reaching Rowardennan the company had another stroll for about an hour, after which they embarked for Balloch, where those on the Prince Consort enjoyed viewing the beautiful islands or in a merry dance. From Balloch they were conveyed to Glasgow by special train. The weather, though dull, kept up well, and the most delightful day was spent by the whole party. The fine band of the Bonhill Rifles—one of the best in that quarter of the country—was in attendance and dispensed appropriate music during the day.”—Glasgow Herald, May 15, 1865

Prince Consort at Ardlui

The Edinburgh & Glasgow Railway had taken over the Caledonian and Dumbartonshire Junction and the Glasgow, Dumbarton and Helensburgh Railways in 1862. During the summer of 1865, the amalgamation of the Edinburgh and Glasgow Railway with the North British Railway gave the North British access to the Loch. The following year, they secured the running rights to the Forth and Clyde Junction Railway, completing the process of encircling the Queen of Scottish Lakes.

“The North British Railway.—Excursions to the Trossachs, Lochlomond, and Lochlong.—The public are informed that passengers can now be booked daily from Glasgow, as follows:—to the Trossachs, single journey 8/6, 1st class, 7/-, 2d class, 6/-, 3d class; return journey 12/-, 1st class, 10/- 2d or 3d class; to Lochlomond, Lochlong, & back, return journey 6/-, 1st class, 4/6 2d or 3d class; to Lochlomond, the Trossachs, & back, return journey 15/-, 1st class, 12/- 2d or 3d class; to Lochlomond, Trossachs, & Edinburgh, return journey 19/-, 1st class, 14/6 2d or 3d class. Tickets for Lochlomond and Trossachs Tour available for four days. For particulars, see bills and times tables.—By Order.—Company’s Offices, June 2, 1865.”—Glasgow Morning Journal, August 30, 1865

At the General Meeting of the Company, held in Dumbarton on St Andrew’s day, 1865, a dividend of £5 per share was declared. The Queen Victoria had no deck saloons and was now considered unsuitable for the trade. Plans and specifications of a proposed new replacement steamer were approved and bids to build the steamer were sought. Subsequently, the offer of £5250 for building and furnishing the vessel by Messrs Aitken & Mansel, Glasgow, was accepted. The new steamer had a length of 150 ft; moulded breadth 16½ ft; and depth 7 ft. She was fitted with a pair of oscillating engines by Messrs James Aitken, Cranstonhill, of 60 horse-power nominal with feathering float paddles. The main deck aft was projected two feet beyond the line of the hull all round to allow access to the saloon, above which was a promenade deck 85 ft long by 15 ft wide.

“Launch.—There was launched yesterday from the yard of Messrs Aitken & Mansel, shipbuilders, Whiteinch, a saloon paddle steamer for the Lochlomond Steamboat Company. Miss Denny, daughter of Mr. John Denny, Town-Clerk, Dumbarton, named the vessel Princess of Wales, and its handsome appearance when afloat reflects much credit to the builders’ and designer’s skill and taste, and will, no doubt, be duly appreciated by the pleasure-seeking tourists who now in large numbers annually visit the Queen of Scottish Lakes.”—Glasgow Evening Citizen, April 5, 1866.

“On Wednesday Messrs Aitken & Mansel launched saloon paddle steamer for the Lochlomond Steamboat Company, forming the fourth of the same class of steamers they now have for the tourist traffic of Lochlomond and Lochlong. The main deck aft has been projected two feet beyond the line of the hull all round, so as to admit of and give free access to an elegant saloon, and above which is a spacious promenade deck, 85 feet long by 35 feet wide. Miss Denny, daughter of Mr John Denny, Town-Clerk, Dumbarton, gracefully named the vessel Princess of Wales. Messrs Aitken & Mansel have another handsome and large saloon paddle-steamer on hand nearly similar in size and style to Messrs D. Hutcheson & Co.’s saloon paddle-steamer Iona, building.”—Greenock Advertiser, April 7, 1866

Princess of Wales at Luss (Valentine)

A full schedule of saloon steamer sailings was available for the height of the season.

“Lochlomond & Lochlong—Extra saloon steamers during the holidays on 12th, 13th, 14th, 16th, 17th, and 18th July, steamers will sail up Lochlomond and connection with trains from Queen Street station, Glasgow, at 7.35, 9.30 and 11.00 a.m. and 4.00 p.m.; down Lochlomond in connection with trains to Glasgow at 8.48 a.m. and 3.48, 6.40, and 8.p.m. Lochlong steamer Chancellor in connection from Bridge Wharf, Glasgow, to Arrochar, Lochlong, at 8.30 a.m.; from Arrochar to Glasgow at 2.30 p.m. Return tickets:—Lochlomond and back, 5s. 6d. and 4s. 6d.; Lochlong, Lochlomond and back, 6 s. and 4s. 6d. Balloch 1866.—R. Young, Manager.”—Glasgow Evening Citizen, July 14, 1866

There were some undesirable practices carried out by passengers on the Loch. Swindles and petty theft were rife both on the loch steamers and on the Clyde. It was left to the Captain to make sure such occurrences were minimalized.

“Caution to tourists.—To the Editor of the Glasgow Herald.—Cobden Hotel, Glasgow, Aug. 8, 1866. Sir,—In the interests of public morality, and with a desire to protect strangers who visit Scotland at this season, I take the liberty of sending you the following information:—Yesterday morning, along with two friends, I took the steamer from Balloch Pier to the head of Lochlomond. We were not long on board of the steamer until we perceived six or seven very suspicious-looking characters. On making inquiry, we found that they formed a band of what are usually known as card-sharpers, and who are in the habit of repairing every day to the head of Lochlomond to practise their nefarious art. I am not aware as to whether or not they secured any victims by the first boat, but when the second boat made its appearance at the head of the lake the gang separated, and became very familiar with several gentlemen who had just landed. The plan pursued was, one of the gang went forward about a quarter of a mile from the pier, then sat down by the way-side, pulled out his cards, and set to work. Two of his companions at once began to play with him, so that when the passengers came up, accompanied by other members of the gang, who were passing themselves off as gentlemen tourists, they were ready to play the part of the “artful dodger” on the unsuspecting traveller. One of the gang was making himself very familiar with an English gentleman (who was accompanied by his wife), and who, I regret to say, was drawn within the meshes of these scoundrels. Such is the fascination over their victims that this gentleman, though repeatedly warned, in ten minutes lost £20 and his gold watch. The consequence was he had to abandon his tour, and return home a poorer, though, I trust, a wiser man. I was creditably informed that, just the day previous, an American gentleman had lost above £50 by the same gang, and that last week a Frenchman lost upwards of £90. I make no apology at all for any gentleman who is so foolish as to have any intercourse with these men; at the same time, surely something ought to be done by the authorities to protect the unsuspecting traveller, who, in a moment of excitement, inconsiderately commits himself to their entanglements. Can the Lochlomond Steamboat Company not devise some means whereby the interests of their passengers may be protected? Can the authorities of Dumbartonshire, in which, I believe, the head of Lochlomond is situated, not place one or two constables in that part of their jurisdiction? Had they been there yesterday, I and my fellow-travellers would easily have prevented these men from imposing on any of our number. We did our best to interfere, but were at once threatened by the gang with violence, and coolly told that we had no right to interfere with them in the exercise of what they desigated their “daily calling.” Hoping this caution may have the effect intended.—I am, &c., A Sojourner at the Cobden.”—Glasgow Herald, August 10, 1866

The season went well and at the Annual General Meeting of the Lochlomond Steamboat Company, held at Dumbarton, at the end of November, 1866, a dividend of £5 per share, same as that of previous year, was agreed to.

“Loch-Lomond.—Saloon steamers now sail daily in connection with the North British Railway trains from and to Glasgow, and Forth & Clyde railway trains from and to Stirling. Up from Balloch about 8.50 a.m., 12.20 p.m., and 5.10 p.m. Down from Head of Loch about 6.15 a.m., 1.15 p.m., and 4.15 p.m. Special cheap excursions on Saturdays from Glasgow by train at 4.00 p.m., to Tarbet and back same evening, will be discontinued after 14th September. Return tickets first-class 4s., third-class 3s. From Stirling by F&C train at 2.15 p.m., to Luss and back same evening. Return tickets first-class 3s. 6d. third-class 2s.—1867—R. Young, Manager.”—Glasgow Evening Citizen, September 11, 1867

Each year, the Loch Lomond steamers had to be taken down the Leven to be slipped and inspected, and with the increasing size of the vessels, this presented difficulties and expense that might be avoided by having a slip on the Loch. There had been a dock at Inverarnan, but this had never proved workable. At the General Annual Meeting of the Company, held at Dumbarton, at the end of November, 1867, the question of a slip dock for the Company’s vessels for inspection and repairs was finally addresses. A nineteen years’ lease of ground near Luss, belonging to Sir James Colquhoun, Bart., was taken at the yearly rental of £10. Messrs Scott & M‘Gill, of Bowling, agreed to erect the slip dock for £960. The final cost was almost £1140.

Slip-dock and repair jetty at Luss (Valentine)

Slip-dock and jetty (Poulton)

At the end of 1867, the financial interests of the new Lochlong Steamboat Company were merged with those of the Lochlomond Steamboat Company by an exchange of shares that increased the capital of the combination to £9,400. From that time, the Company titled itself the Lochlomond and Lochlong Steamboat Company, and in 1873, the stock was consolidated at £100 per share. In fact the deeds of copartnery were not officially sanctioned and in 1875, the company reverted to the Lochlomond Steamboat Company as the official designation.

“Loch-Lomond and Loch-Long.—On and after 1st June Loch-Lomond saloon steamers will sail daily. Up from Balloch pier at 8.50 a.m., 12.20, and 5.10 p.m., in connection with North British trains from Glasgow at 7.15, 11 a.m., and 4 p.m., and F.&C. trains from Stirling at 6.45, 10.45 a.m. and 1.40 p.m. Down from Head of Loch at 6.15 a.m., 1.15, and 4.15 p.m., in connection with N.B. trains to Glasgow at 8.50 a.m., 3.48 and 6.40 p.m., and F.&C. trains to Stirling at 9 a.m., 3.42 and 6.42 p.m. Loch-Long saloon steamer Chancellor will sail daily from Glasgow at 8.30 a.m. calling at Greenock, Gourock, Dunoon, Hunter’s Quay, Blairmore, Cove, and Arrochar, in connection with steamers down Loch-Lomond; returning from Arrochar at 2.30 p.m., in connection with steamers up Loch-Lomond and calling as above.—Glasgow to Arrochar 1s.—Schools and Institution parties taken at special fares.—For beauties of Loch-Long see the Queen’s Journal—1868.—R Young, Manager.”—Glasgow Evening Citizen, July 9, 1868

The Queen Victoria, surplus to requirements, was sold for £330 in 1868 to Mr James Swallow of Scarborough, and was renamed Swallow.

Swallow at Whitby

“Loch Lomond and Loch Long.— Loch Lomond saloon steamers sail daily. Up from Balloch, in connection with N.B. trains from Glasgow, at 7.35 and 11 a.m., and 3.55 p.m.; and Forth and Clyde trains from Stirling at 6.45 and 10.45 a.m. and 1.45 p.m., in connection with trains from Edinburgh, at 9 p.m., and 9 a.m., and 12 noon. Down in connection with N.B. trains to Glasgow at 8.48 a.m. and 3.48 and 6.40 p.m.; and Forth and Clyde trains to Stirling and Edinburgh at 8.55 a.m. and 3.30 and 6.38 p.m. Loch Long saloon steamer Chancellor sails daily from Glasgow at 8.30 a.m., arriving at Arrochar about 1 p.m., in connection with steamers down Loch Lomond from Tarbet about 2 p.m., returning from head of Loch Long in connection with steamers up Loch Lomond, via Tarbet, at 2.30 p.m., reaching Glasgow about 7 p.m. Stirling, 1869.—R Young, Manager.”—Scotsman, August 9, 1869

Prince Consort at Luss (Washington Wilson)

Closer view of steamer. Note the slip-dock on the shore beyond the steamer.

In Victorian times, a Royal visit, and especially one that was recorded with praise in the Queen’s published memoirs, attracted the subjects to follow the same route. And so in 1869, when the Queen spent some time in the Trossachs, a sail on Loch Lomond was much desired by the Lochlomond Company. The steamer Prince Consort was placed at Her Majesty’s disposal.

“The Queen’s visit to the Trossachs.—On Saturday the Queen took a pleasure trip through the Trossachs, and had an afternoon’s sail on Loch Lomond. Her Majesty was accompanied by the Princess Louise and Princess Beatrice, and Lady Churchill and Colonel Ponsonby were in attendance upon her. The excursionists were favoured with pleasant weather. Starting from Invertrossachs at nine o’clock, they had the full benefit of the bracing morning air to be enjoyed among the hills, and the day, though at no period very clear or bright, was still fine for the season, the views obtained being sufficiently expansive to afford Her Majesty on this her first visit to the queen of Scottish lakes an imposing idea of the grandeur of its scenery. The excursion had been partly arranged for the previous Thursday; but, as already reported, Her Majesty went instead that day to Aberfoyle and Stronachlachar. The people in the district of the Trossachs, however, had got word of her coming, and the visit was everywhere awaited with eager expectation. Quiet and orderly as the scene at the various stages was, the illustrious visitor could not fail to perceive that a most loyal feeling was awakened by her presence. Strict attention was paid to her wish that the excursion should be as private as possible. There was therefore scarcely any cheering, except an occasional round from enthusiastic tourists who happened to find themselves in the royal route; and both at Inversnaid and elsewhere, observers remained at some distance from the carriages and landing stage. Flags were floated from the hotels and from several of the private houses overlooking the lochs; and liberal use was made of the “bonnie blooming heather,” with which the hillsides were clad, for special decorations of an humbler kind.

“The royal party started from Invertrossachs in a couple of carriages—Colonel Ponsonby and Lady Churchill leading the way in the first, and Her Majesty and the two Princesses following. Driving by Loch Drunkie and Loch Achray, through the Trossachs, they arrived at Loch Katrine in time to make a special trip to Stronachlachar by the Rob Roywithout much interfering with the ordinary forenoon trip of the steamer. Along the drive, and on the loch, the royal visitors had an opportunity of viewing all the famous scenes as fully as the grey morning would permit. Benvenue, Ben A’an, and the other lofty peaks were seen but as the faintest shadows, and sometimes they were altogether enveloped in the mist. But the lower eminences and the wooded pass of the Trossachs were revealed by the mild autumn sunshine with richness rarely surpassed. The shadowy outlines above served only to make the scene the vaster. Heather, in its freshest bloom, was everywhere abundant; the trees for the most part showed still a healthy green, but in places the golden colours of decay were clearly visible—touches always welcome for their varied grandeur, no matter what they foretell; and all the landscape was peculiar for its richness and autumn quiet. There was a slight breeze, but very slight, and the lochs had a still unruffled appearance in the misty light. The roads were very dusty, but as the vehicles were driven at some distance from each other, little inconvenience was occasioned on that account, the cloud rolling always behind. It was about twenty minutes to twelve o’clock when the first carriage arrived at Inversnaid, and Her Majesty’s carriage drew up five minutes afterwards. The magnificent view obtained on descending the steep brae to the hotel was enjoyed by the visitors under most favourable circumstances. The mist by this time had almost cleared away. The crowding summits of mountains, distant and near, were boldly in view. Ben Voirlich had not a shred of mist upon its huge front; the conical form of Ben Vane was discernible to its highest point; and on the left Ben Aim and Ben Cross were also proudly prominent. The lake was clear along the entire reach at command, and there was not the splash of a single oar to disturb the stillness of the scene. The preparations were of a most unostentatious character. The time at which the royal party had been expected was half-past eleven, and half-an-hour previous the handsome saloon steamer Prince Consort, Captain Brown, was drawn up alongside the pier in waiting for them. The steamer was prettily decorated with flowers. Bouquets were attached to all the standards surrounding the saloon deck, and the fastening chains of the funnel were daintily strung with heather. The union jack adorned the bow and stern of the boat, and the blue flag of the steamer was floated from the centre. On board were directors of the Steamboat Company—Mr Alex. Smollett, formerly M.P. for Dumbartonshire; Mr Wylie, factor to Sir James Colquhoun; Mr Menzies, Mr Henry, secretary, and Mr Young, manager, in charge of the steamer. The gangway was covered with Graham tartan. The public were not admitted to the pier, but they had an excellent view from the promontory overlooking it, and from the wide open space in front of the hotel. On alighting from their carriage, the Queen and the Princesses went direct on board, decorous silence being observed by the spectators. Her Majesty was received on the steamer by Mr. Smollett and the other directors, and was directed to the fore end of the saloon deck. The royal party, with the few officials named and the necessary crew and servants, formed the entire company on board, so that the steamer presented a very quiet appearance. The royal party were left in sole possession of the fore saloon deck, the directors and other officials remaining aft. Her Majesty, who brought a bunch of heather with her from the carriage, wore a black hat, and was provided or the “voyage” with a heavy grey shawl. Princess Beatrice wore a dress of the Stuart tartan. They all remained standing until the steamer moved away. So small a company on so large a boat looked rather forlorn, but the trip was for Her Majesty, and in this unostentatious way alone, no doubt, could it be made enjoyable to her. As Byron writes (if it be not sinful now to quote what Byron writes):—“I should be sole in this sweet solitude, And with the spirit of the place divide The homage of these waters.” Still there was some noise. As the boat glided from the pier—northwards, in order to turn to descend the loch—a white hat was waved from the steamer, and a voice cried “Hurrah.” This signal was so unexpected that it was taken up only after repetition, and then by very few of those on shore, though her Majesty good humouredly acknowledged the attempt.

“There was a rather fresh breeze as the boat got round and fairly into speed, but it was warm and pleasant, and the prospect was tolerably clear. The course taken was along the east side of the loch, the return journey being made on the west side, so that both shores might be fully seen. As the boat passed Ptamigan Lodge a piper was playing in front of the house, and the “music” was quite audible on board. Sailing close under the base of Ben Lomond, the steamer held its way round Inch Lonaig, and on to Balmaha Pass, where, in the vale of Endrick, Buchanan House, the residence of the Duke of Montrose, was pointed out to Her Majesty, along with the hill of Duncriun. Ross Priory Point was next passed, and the steamer held its way through the broadening waters by passing between Inch Cailliach and Clairinch, and going south off Inch Murrin—interesting as the place of abode of the forlorn Mabel, Duchess of Albany—so that the royal party had views of Botwrich Castle, the residence of Mr John Findlay; Mount Misery; and Balloch Castle, the residence of Mr Dennistoun Brown. From this point the steamer crossed to the Cameron shore, sailing past Cameron House (Mr Alexander Smollett’s); Auchendennan House (Mr George Martin’s); Auchenheglish (Mr James Mackenzie’s); Arden House (Sir James Lumsden’s, Lord Provost of Glasgow); and Rossdhu House (Sir James Colquhoun.) At the latter place flags were flying, and salutes were fired from small cannon on shore. When off Inch Murren, the royal party went down to the saloon, which was specially fitted up for their reception, to take luncheon; and at the request of Her Majesty the engines were stopped during the repast, in order that none of the scenery might be missed. As the steamer was crossing over to the west shore a number of spectators came out in pleasure boats from the Leven, but to these Her Majesty must have been a very indistinct object. Leaving Luss, the steamer took the straits between the mainland and Inchtavanach and Fraochland, where, on the latter island, a number of people were congregated. Here, as is well known, a magnificent view of the loch is obtained, and the royal party had full enjoyment of it. At Luss a large assemblage of people had collected on the pier, who gave a hearty round of cheers in honour of Her Majesty and the Princesses, the steamer passing within a very short distance of the shore. As the journey was continued, a pic-nic party who were out near Luss sang the National Anthem in full hearing of the royal party. On to Tarbet the journey was very pleasant. The peak of Ben Lomond was clear of mist, and the whole scene was so tempting that Her Majesty and the Princess Louise busied themselves in sketching along the whole distance from Luss to Tarbet. Among the spectators who had stationed themselves on the Tarbet pier to see the steamer pass was a loyal old woman, who expressed great gratification at having had a passing glimpse of Her Majesty. She had, she said, been dressed in her best for three days waiting for the visit, but, she added, “it’s a’ by noo, and the trouble’s naething, for she’s a gude Queen.” Inversnaid was again passed, and the journey continued to the head of the loch. The bold ridge of mountains rising off Invesnaid, including Ben Voirlich and Ben Vane, was sufficient to tempt this continuation of the voyage, for the view was now clearer than in the morning. The high reach of the loch could not have been seen under more favourable circumstances. The cavern known as Rob Roy’s cave was duly pointed at to the royal visitors; and the sail having been completed to Ardlui, the steamer turned in the bay, and descended the loch for Inversnaid, where carriages were already in waiting to convey the royal party to Loch Katrine on their way back to Invertrossachs. A considerable number of people again gathered on the promontory overlooking the Inversnaid Pier, and in front of the hotel—the afternoon boat from Balloch having arrived just before the Prince Consort came in view. The steamer, which came down on the west side, went a short distance below Inversnaid before turning, and in crossing the loch the royal visitors had full and ample view of the glen and waterfall where Wordsworth met the Highland girl in whom he saw “A face with gIadness overspread, Sweet looks by human kindness bred.” The rivulet was very small, but the fall was yet sufficient to make its wonted “murmur round the silent lake.” The steamer drew up at a quarter-past four, having been out four hours and a-half. The royal party remained on the saloon deck while the gangway was being put down; and when all was in readiness, Her Majesty advanced to Mr. Smollett and the other directors who were named to her, and expressed herself greatly gratified with the trip. The scenery, she thought was most beautiful, and she had enjoyed it very much, the more so from the kind attention which had been paid to her by all parties connected with the Steamboat Company. The royal party then quitted the boat and took their seats in the carriages which were waiting; and as they drove off, a hearty cheer was given by the tourists and others who had remained to witness their departure. The same route was taken back to Invertrossachs which had been travelled in the morning. The evening was fine.”—Scotsman, September 6, 1869

In October, Her Majesty presented the Company with a bronze statuette of the late Prince Consort “in recognition of their kindness in placing a steamer at her disposal” when she sailed over the Loch. In her memoir, the Queen wrote “We went at once on board of the fine steamer Prince Consort (a pleasing idea that that dear name should have carried his poor little wife, alas! a widow, and children on their first sail on this beautiful lake which he went to see in 1847). She is a fine large vessel, with a fine large dining cabin below, a very high upper deck, and a gallery underneath, on which people can stand and smoke without incommoding the others above. The following people were on board:—Mr A. Smollett, late M.P.; Mr Wyllie, factor to Sir James Colquhoun, Bart.; Mr Denny, the secretary; and Mr Young, the manager.” The statuette was placed in the forward saloon of the Prince Consort.

Prince Consort at Ardlui

In 1871, the Prince of Wales was given a substantial overhaul and was refitted with her facilities upgraded and improved. In 1873, Chancellor was reboilered and in April, it was announced that she would no longer sail from Glasgow but would use Helensburgh as her base, connecting with Glasgow by the Railway. Berthing overnight at Arrochar, she made an early morning trip to Helensburgh to take up the principal tour of the day, returning to Helensburgh in the afternoon before a late sailing to Arrochar. On Lochlomond, with three saloon steamers available, there were two main daily trips to the Head of the Loch from Balloch and in the season, one steamer sailed for the Head of the Loch in the early evening, returning with an early morning run to Balloch. This left a boat in reserve and for charters and excursions.

“The river steamboat traffic.—The steamer Carham, which has for the past two years been plying from Helensburgh to Garelochhead, Dunoon, &c., in connection with the North British Railway, has been sold to the North of Scotland Railway Company, and is in future to be employed between Strome Ferry and Dingwall. The North British Company have arranged with the Greenock and Helensburgh Steamboat Company to place one of their steamers (Levan or Ardgowan) on the Gareloch in connection with the trains during the season. The arrangement is likely to prove a beneficial one to the public. We understand that it is contemplated this season to give greatly increased facilities to Arrochar and Lochlong via the North British Railway. The saloon steamer Chancellor, we learn, is to be withdrawn from the Glasgow station, and will during the summer sail to and from Helensburgh and Greenock and Arrochar. It is proposed that the steamer should leave Arrochar in the morning and proceed to Helensburgh in time for the express train to Glasgow; thereafter, on the arrival the down train, return to Lochlong via Greenock, sailing again from the head of the loch in the afternoon for Greenock and Helensburgh, and again returning to Arrochar in the evening in connection with the North British express train. This arrangement will prove of incalculable advantage to parties residing at Arrochar and along the shores of Lochlong during summer. Moderate fares via the North British route are likely to popularise this trip, and a through connection with the steamers on Lochlong is sure to prove attractive to tourists. The improved condition of Helensburgh pier this season will also induce many to travel by this route. The steamer Dandie Dinmont is receiving a thorough overhaul, and is expected on her station betwixt Helensburgh and Dunoon, &c., early next month. The accommodation provided on the Kilmun route is now satisfactory, Captain Campbell having arranged for two sailings by Vivid or Vesta to Glasgow, and four to Greenock from Kilmun daily, and two sailings from Glasgow and five from Greenock to Kilmun. On Saturday afternoon, one of the steamers now proceeds to Lochgoilhead, and returns early on Monday mornings.”—Glasgow Herald, April 24, 1871

The former steward of the Chancellor, Mr Duncan Dewar, purchased the steamer Marquis of Lorne in 1871, and seeing an opportunity to provide a less expensive alternative to the trip by the railway to catch the Chancellor at Helensburgh or Greenock, began sailing to Arrochar from the Broomielaw, taking the place of the latter steamer. Arrival at and departure from Arrochar was at roughly the same time as the boat with the railway connections. This created some conflict that was persisted, despite the introduction of new pier regulations until 1874.

Marquis of Lorne at the Broomielaw (Washington Wilson)

“July 29. (Before Lord Mackenzie.)—Dispute as to steamboat accommodation at Arrochar Pier.—An application was made in the Bill Chamber to-day on the part of John Colquhoun, Royal Terrace, Edinburgh, and William Colquhoun, Rossdbu, Luss (the trustees of the late Sir James Colquhoun), and John M‘Nab, innkeeper, tacksman of Arrochar Pier. to have Duncan Dewar, the owner, and John M‘Diarmid, the master, of the steamer Marquis of Lorne interdicted from using the pier at Arrochar as they have been doing for some time past. The prayer of the note is to interdict the respondents and all others under their orders from using the pier at Arrochar, by mooring or berthing the Marquis of Lorne thereto, or landing passengers and goods alongside the pier, otherwise than in accordance with the regulations issued by the directions of the complainers, dated 1st May, 1874. One of these regulations is to the following effect:—“That any steamboat moored to the wharf shall, on the approach of another boat thereto, lie off and let the second boat come alongside the wharf. The boat advertised to sail first will take a place next the wharf, provided it starts at least l5 minutes before the second boat; but should her time of starting be less than fifteen minutes before the advertised starting time of the second boat, that boat will be required to start from the outside of the second boat.” The complainers in their statements say that the pier, which was constructed several years ago by the late Sir James Colquhoun, is the only pier or wharf at Arrochar, and does not admit of more than one vessel lying alongside it. If there are two vessels, the one must moor outside the other. The regulations to be used at the wharf have been issued from time to time, and include the one above quoted. To these regulations the attention of the respondents has been frequently drawn. The steamer Chancellor runs between Helensburgh and Arrochar in connection with the trains of the North British Railway, and the Marquis of Lorne sails daily between Glasgow and Arrochar, calling at intermediate places. No hour is named for the Marquis of Lorne leaving Arrochar on the afternoon, but the time selected is generally that at which the other vessel leaves. The Chancellor from its connection with the railway company is obliged to observe punctually its hours of arrival and departure, while the Marquis of Lorne is under no such necessity, and its owner may adopt such hours as he pleases. He, or those under him, invariably arrange the sailing of his vessel so as to be at Arrochar before the arrival of the Chancellor, and have it moored alongside the pier—a position which, notwithstanding the regulations and remonstrances of the tacksman, is kept—and the Chancellor has to be moored outside the other, and her goods and passengers taken across the deck of the Marquis of Lorne, to the great inconvenience and risk of the passengers and annoyance and loss of the owners of the Chancellor. In the same way, the Chancellor is prevented from getting the use of fresh water for her boilers-water which is stored in a pond constructed above the village by the Lochlomond Steamboat Company at great expense, and which is conveyed to the breast of the pier by means of pipes. It seems that the respondents persist in acting thus, while the Lochlomond Company, as the complainers understand, are quite willing to enter into an amicable arrangement for the use of the wharf for both vessels. For several years during the summer months the Chancellor sailed daily from Glasgow to Arrochar and back, calling at intermediate places, and in May, 1871, the Marquis of Lorne was started to sail also on the same route. The practice of taking and keeping the berth at the wharf of Arrochar by the Marquis of Lorne was begun and persisted in in the face of the then regulations, which were nearly the same as at present. The result was that Sir James Colquhoun and the then tacksman obtained perpetual interdict against them on 27th June, 1871. In these circumstances, the complainers crave interdict.

“To-day, the Lord Ordinary has pronounced an interlocutor, to see and answer within eight days, after intimation; meantime, grants interdict as craved, and to be intimated.”—Glasgow Herald, July 30, 1874

“Lochlomond and Lochlong saloon steamers.—Lochlong—Steamer Chancellor sails daily to and from Helensburgh and Arrochar, leaving Arrochar for Helensburgh via Blairmore, Cove, and Kilchreggan at 6.50 a.m. and via Blairmore, Dunoon, and Greenock at 2.30 p.m., and from Helensburgh to Arrochar via Greenock and Dunoon at 10.35 a.m., and via Cove at 6.00 p.m., in connection with fast trains to and from Queen Street, Dunlop Street, and Bridge Street stations Glasgow.—Lochlomond.—Steamers will sail up daily from Balloch Pier at 8.50 a.m., 12.20 and 5.00 p.m. and on Saturdays at 6:45 p.m. Down from Head of Loch on Mondays only at 5.45 a.m., daily 9.00 a.m., 1.20 and 4.10 p.m. and on Saturdays at 7.15 p.m. All in connection with trains to and from Glasgow (Queen Street). Tickets for the round of the Two Lochs and the Railways and back will be issued in steamers Chancellor and Dandie Dinmont. Fares for the whole round from any wharf and back—first class and cabin 5s. —June 1874, R. Young, Manager.”—Glasgow Herald, June 25, 1874

“Arrochar steamer.—Favorite route.—The splendid steamer Marquis of Lorne sails daily at 8:50 a.m. for Greenock, Gourock, Dunoon, Kirn, Hunter’s Quay, Blairmore, and Arrochar, returning about 2:30 p.m.”—Glasgow Herald, June 25, 1874

Prince of Wales at Balloch in the early 1870s (Valentine)

Prince of Wales at Balloch with Princess of Wales (Valentine)

Prince of Wales with the stern of Princess of Wales at Balloch (Valentine)

There were still times when matters unfavourable reached the papers.

“Loch Lomond Steamboat management—Glasgow, 13th October, 1873.—Sir,—The steamer from the head of Loch Lomond was detained by the heavy fog on the loch this morning an hour and a-half behind her advertised time. At one time she was found to be far off her proper course, and in dangerous proximity to the shore. I would call your attention and that of the public to the fact that the captain had neither compass nor chart of the loch on board. Surely the management is much to blame in allowing so dangerous a passage to be made without all the proper precautions, even if by Act of Parliament not bound to supply so necessary an outfit. Thanks to the care of the captain, we reached Balloch in safety, arriving in Glasgow at 12.30 instead of 9.44.—I am &c., Balmaha.”—Glasgow Herald, October 16, 1873

Undoubtedly, the major incident affecting Loch Lomond in the early 1870s was the drowning of Sir James Colquhoun along with three of his keepers, James Boyd (head gamekeeper), James Sottiswoode, and Angus M‘Donald, and a kennel boy, Thomas Anderson, on December 18th, 1873. Sir James had been shooting deer with his brother, Mr William Colquhoun, on Inch Lonaig. The hunt was successful; eight fallow deer, and with the weather worsening, five deer were placed in the boat for the return to Rossdhu. The boat set off about four in the afternoon. The remaining three carcasses were put in another boat with David Rose and Angus Cameron, two watchers from the Fruin. William Colquhoun was in his own towing punt. The boat went down between Inch Lonaig and Inch Conaig and as soon as it was ascertained to be missing, a fruitless search with lantern light was begun. The following day, the boat and some debris was discovered near Strathcashel Point on the eastern shore, and the grim task of searching for and recovering the bodies was set in motion over the following days. The steamer, Prince Consort, was chartered to assist the work of grappling for the deceased. Between 20 and 30 boats were involved in the search. Sir James’ body was recovered on the 28th along with the body of the kennel boy.

In January, 1874, the Manager valued the assets of the Company as follows:—steamer Chancellor, built 1864, £4,850; Prince Consort, built 1860, £4,400; Prince of Wales, built 1857, £4,000; Princess of Wales, built 1865, £3,250; added to which were the slip at Luss, water works at Arrochar, and coal ree, &c., at Balloch, totaling £18,000.

While the steamers and their management fared well in the press. Some of the ancillary activities left much to be desired.

“Highland coaches.—1st September, 1874.—Sir,—I met with a decided instance of cruelty to animals yesterday on the short coach route between Tarbet on Loch Lomond and Arrochar on Loch Long, which seems to me to deserve the notice of the Glasgow Society for Preventing Cruelty to Animals. The coach on which I travelled left Tarbet Pier a little after 2.00 p.m. to meet the steamer Chancellor on Loch Long, and forms the connecting link at this point between the Loch Lomond and Loch Long steamers. There were three horses attached to the coach and a fourth was added for the very short ascent between the pier and the Tarbet Hotel, at which point it was withdrawn. Thus the three unfortunate animals—one of whom, a bay horse, was dead lame—were forced to drag the heavy coach crowded to its utmost capacity with passengers and luggage, across to Arrochar. On the outside of the coach there were not less than fifteen persons, and at least a dozen inside, in addition to one or two hanging on to the step at the back. If the North British Railway Company tempts passengers to take the above beautiful route, it should certainly not mar their enjoyment of the trip by so painful an exhibition of callous indifference to the sufferings of that noble animal the horse. Whoever is responsible for the horsing of the coach in question should certainly see that the legal number of passengers is not exceeded, and that no animal dead lame should be goaded to the performance of such terribly severe work. It may aid the cause of humanity if you kindly give this letter a place in your influential journal.—I am &c., A Lover of Mercy.—PS I regret also to say that last week I saw an open wagonette driven by a pair of horses, one of which was painfully lame, perform the very hilly journey of nearly 12 miles between Dalmally and Tyndrum. I was on the regular four-horse coach and the wagonette kept close behind us all the way.”—Glasgow Herald, September 5, 1874

In April, 1876, the manager of the Company, Mr Robert Young, was sacked for an unspecified cause. He was replaced by Mr Thomas M‘Lean, Bridge House, Alexandria. The new manager was immediately called to account for complaints regarding the overcrowding of steamers on the Queen’s Birthday Holiday that year.

Serious overcrowding caused some bad publicity.

“The railway boat on Lochlomond.—Sir,—I desire through your columns, in the interest of the public, to call attention to the disgraceful mismanagement of the North British Railway Company on the Lochlomond route on Thursday, which might have been attended with most disastrous results. I was a traveller by their 7.40 regular train, and returned by boat leaving Ardlui at 4.10; for this full fare was charged, as it was said not to be included in excursion arrangements. The boat was disagreeably crowded at starting, but at Inversnaid and Rowardennan hundreds more were taken in, as also numbers at Luss and Balmaha? The run from this latter place to Balloch pier was the most disagreeable and dangerous I ever experienced. Is this state of matters to be allowed, and the public only to waken up after it a too late? Overcrowding is prevented in cars and trains, where only inconvenience ensues. Is it not to be prevented more especially where there is the additional element of danger? From Balmaha to Balloch there was crowded into the steamer at least double her licensed number. Three square feet is the Board of Trade allowance for each passenger. On the main deck there were three wedged into this space.

“It is neither pleasant nor necessary to recount the various incidents of the run—the boat rolling as if it had been on the Atlantic, with men shouting and women screaming. Speculations as to what might have been are also useless, but let me ask, Had a man been dropt overboard and a panic taken place, what could those in charge of the boat have done?

“The landing at Balloch pier was just in keeping with other arrangements, and to it I desire to call special attention. Only one gangway was provided—a plank about two feet wide, without any side railing. Imagine a crowd, largely composed of ladies, crushed up six or seven abreast, to cross a ten foot span on this. That no one did walk the plank was not the fault of those who provided it as a means of exit. Hoping that this disgraceful state matters will be at once put a stop to by the Board of Trade and by the Local Authority of Dumbarton, and that the, public will not let the matter rest till this is done, I am, &c., Lochlomond Traveller.”—Glasgow Herald, May 29, 1876

“Lochlomond steamer.—Glasgow, May 30, 1876.—Sir,—I thank the writer of the letter in yesterday’s Herald for his letter regarding the overcrowding of this steamer (Prince of Wales, I think) upon the Queen’s Birthday. What he says I fully endorse. After leaving Luss and Balmaha, from there to Balloch was about as miserable a trip as I ever had, and I have had a little experience. The water was like a mirror when Balloch was sighted; yet the steamer rocked so much that sometimes one paddle barely touched the water, and at that point, had there been anything like a free fight or a rush to one side, I believe the steamer would have toppled over, and not one in fifty would or could have reached the shore. Things were pretty bad when the stewards had to clutch at their crystal on the table to save a smash, and, as it was, some came to grief, solely on account of the rolling of the vessel. I believe if those who had charge on board had used their authority, and prevented the saloon deck from being packed, it would have done some good; but if they will insist on making or allowing the steamer to be so top heavy, I have no doubt it will result in a great calamity, and that when least expected. I hope, therefore, that those who have the power will stop this disgraceful overcrowding.—I Am, &c., Civitas.”—Glasgow herald, June, 1, 1876

“Glasgow, 29th May, 1876.—Sir,—On the Queen’s Birthday I took tickets for a party of five for a trip to Lochlomond, for which I paid 30s. But when we heard that there was a special excursion and saw the crowd we did not go on board the steamer. I lost my money, but I have been told by several of those who did go on board that they would willingly have paid a great deal more to have been anywhere else. There is a story of one of our steamboat worthies that when he was once asked if the way his crowded vessel was heeling over was not very dangerous, he replied— Ho no, there’ll no be ony danger, if she’ll go over a little more she’ll just shake twa or three hunder o’ them into the sea and richt herself.” It is evidently of no use to make complaints to humourists like this. But what I want to know is, whether the Board of Trade certificate is merely ornamental, or if it has any force in law. Is there any penalty for infringement of its conditions, and if there is, how can that penalty be enforced? By civil or criminal process? If the latter. what is the public prosecutor about? If the former, let your correspondent “Lochlomond Traveller” make a case of this, and I, and no doubt many more, will subscribe towards his expenses.—I am, &c. J.Y.Z

“It may be said for the company that it is impossible to estimate the numbers who would return by each particular boat on that day. That is quits true, and ought to be a conclusive reason for this company not undertaking special cheap trips unless they can provide special steamers for them.”—Glasgow Herald, June 1, 1876

In 1876, Messrs Archibald Orr Ewing & Co. drew up plans for the construction of a railway bridge over the Leven to their works at Dillichip. Fortunately, there was some consultation with the Lochlomond Steamboat Co. regarding the clearances required for the steamers. The matter was referred to Mr Ramage of Messrs Wm. Denny & Brothers who surveyed the bridges on the Leven, and the plans were modified to permit an additional two feet of clearance.

“At this time, on account of a bridge being erected over the Leven to Dillichip Works by Messrs Archibald Orr Ewing & Co., of the sufficient height of which there was some doubt, it was remitted to Mr Richard Ramage, manager of Messrs Wm. Denny & Brothers’ shipbuilding yard, Dumbarton, to measure the heights of Balloch, Bonhill and Dillichip Bridges, and report.

“He accordingly reported as follows:—Balloch Bridge, from lower side of beam to water, 15 feet 6 inches; depth of water, 9 feet 8 inches; 25 feet 2 inches in all.

“Bonhill Bridge, from lower side of beam to water at centre of bridge, 16 feet 10 inches; depth of water, 2 feet 6 inches; available height, 19 feet 4 inches; available height at 16 feet from centre on east side of bridge, 19 feet; available height at 16 feet from centre on west side of bridge, 19 feet 8½ inches.

“Dillichip Bridge: The height of the east pier above water is 14 feet 6 inches; depth of water 22 feet from pier, 3 feet 2½ inches; height of bed plate above the pier, 8 inches; add for cumber of bridge 1 inch, makes the available height 18 feet 5½ inches. This report led to the heightening of Dillichip Bridge by about 2 feet over what was originally contemplated.”

However, there was a lawsuit brought by the Trustees of Sir James Colquhoun against Messrs Archibald Orr Ewing & Co., complaining that the bridge constituted an interruption of the established use which they have of the river and towing-path for navigable purposes and would interfere with the salmon fishing. They were able to obtain interdict to halt the erection in March 1876. An interlocutor in June established that the Leven was a navigable river, free and open to the public and that Messrs Archibald Orr Ewing & Co. have no right to execute works which interfere with or obstruct the navigation, or the free use of its banks, or of the towing-path along its banks for the purposes of navigation. The Company was ordered to remove the piers of the bridge near the east bank. The order was appealed.

Meanwhile, the Lochlomond steamer Prince of Wales was to be reboilered, work that could not be carried out on the slip-dock at Luss and required a trip down the Leven to the yard of Messrs Denny at Dumbarton.

“Lochlomond steamer Prince of Wales.—Yesterday the Lochlomond saloon steamer Prince of Wales was successfully navigated down the river Leven to Dumbarton, under charge of Captain Neilson of the Chancellor. The boat was under steam, and being minus her funnel, passed under the bridges without the slightest hitch occurring. The new railway bridge at Dillichip was found to be so high that the steamer went through at full speed—the two stone pillars supporting the bridge on the east side of the river, presently the subject of litigation between “Sir James Colquhoun’s trustees v. Archibald Orr Ewing & Co.” proving no obstacle to her passage. The steamer is to undergo a thorough renovation by having new decks, boiler, &c., supplied to make her more efficient for the increasing tourist traffic on Lochlomond. The contractor for the alterations and improvements are Messrs Denny & Co., Dumbarton.”—Glasgow Herald, January 3, 1877

There was a response.

“The bridge on the Leven.—Sir,—In a recent number of your issue I observed a statement in effect saying that Captain Neilson, of the Chancellor (a Loch Long steamer), had in one day navigated the Prince of Wales steamer from Loch Lomond to Dumbarton, there to undergo repairs, and then going down the Leven had only to lower the funnel so as to pass Mr. Archibald Orr Ewing’s bridge without obstruction. Now, would you allow me to supplement this statement by informing your numerous readers that the steamer left her moorings at Balloch on Saturday and did not reach her destination at Dumbarton till the following Wednesday—a long time certainly for a boat under full steam. In order, it appears, to pass under Ewing’s bridge, a great quantity of water had to be pumped into the Prince of Wales to deepen her in the water, so as to enable her to pass under the Dillichip erection with safety. This little bit of information has, no doubt, been inadvertently omitted by your correspondent.—I am, &c., M.C.”—Glasgow Herald, January 25, 1877

The assertions made were immediately contradicted.

“The bridge on the Leven.—Renton, 25th January, 1877.—Sir,—In your impression of today M.C., under the above title comments upon a previous statement regarding the passage of the Prince of Wales steamer down the Leven to Dumbarton for repairs. M.C.’s statements are not correct, and his inferences are unfair; and as my name has been mentioned in the matter, perhaps you will allow me to put the facts before your readers. The steamer left Balloch on Saturday, 30th December, but on proceeding about a quarter of a mile down the river it was found that, from the low state of the water, she could not then be navigated. Accordingly she lay moored until the following Tuesday, by which time the Leven, in consequence of heavy rains, had risen about 14 inches. By reason of this rise it was necessary that the steamer should be lowered in the water to enable her two pass under Bonhill Bridge, and for this purpose about 6 tons of water were let into the hold. She left her moorings at 11 o’clock on Tuesday and at half-past 12 was in Messrs William Denny & Brothers’ shipbuilding yard at Dumbarton. The passage having thus been accomplished in one hour and a half—one of the quickest I ever made. In addition, I may mention that in passing under Bonhill Bridge we had only about half an inch of clear away but while passing under Mr. Orr Ewing ‘s bridge at Dillichip we had from 6 to 8 inches to spare.—I am &c., Alex Neilson, Captain of the steamer Prince of Wales.”—Glasgow Herald, January 27, 1877

“103 West Regent Street, Glasgow.—Sir.—In a letter headed “Bridge on the Leven” in your impression of Thursday last, we see it stated that—“In order it appears to pass under Ewing’s bridge a great deal of water had to be pumped into the steamer Prince of Wales to deepen her in the water so as to pass under this Dillichip erection in safety.” We beg to state, as the engineers from whose plans the bridge at Dillichip was erected that the under sides of the main girders, or lowest part of the bridge spanning the river, stands two feet higher above the water than Sir James Colquhoun’s bridge over the Leven at Balloch and nine inches higher than Mr. Smollett’s bridge over the same stream at Bonhill, both of which bridges the steamer had to pass under before reaching the Dillichip bridge on its way down the Leven.—We are &c., R. Young & Son, C.E.”—Glasgow Herald, January 27, 1877

The return of the steamer in February was also reported. Local children were packed on board to enable the steamer to pass under Bonhill bridge.

“Lochlomond steamer Prince of Wales.—On Tuesday the Lochlomond steamer Prince of Wales was taken up to Leven from Cordale which she reached from Dumbarton on the 10th inst., and where, in consequence of the heavy flood on the river, she had to remain till yesterday, when the water was found to have fallen sufficiently to allow a safe clearance of the bridges at Dillichip and Bonhill. At the latter bridge, which is the lower of the two, upwards of 100 persons entered the vessel from the top of the bridge to sink her deep enough in the water to enable her to pass under, which was successfully done. Captain Neilson was in command of the steamer, which, besides being under steam, was drawn by about 20 horses—the current of the river being very strong at present. The steamer has undergone a thorough repair by Messrs Denny & Co., Dumbarton.”—Glasgow Herald, February 22, 1877

“The navigation of the Leven.—Scotch appeal.—House of Lords, Friday, (before the Lord Chancellor and Lord Hatherley, Lords O’Hagan, Blackburn, and Gordon.)—A. Orr Ewing & Co, v. Colquhoun.—and Monday—This morning the further hearing of this case was proceeded with in the absence of the Lord Chancellor, Lord Hatherley presided.

“This was an appeal against an interlocutor of the Lord Ordinary and the First Division of the. Court of Session, pronounced in an action of declarator interdict and removing raised by the trustees of the late Sir James Colquhoun, Bart. of Luss, against Messrs Archibald Orr Ewing & Co., turkey-red dyers, at Levenbank and Dillichip, in the county, of Dumbarton. The pursuers complained that the defenders, in erecting a bridge across the Leven at a part of that river where they are proprietors on both sides, had built the piers in the alveus of the river, so as to interfere with the navigation and the pursuers’ right to salmon fishing. On the latter branch of alleged injury no evidence had been given, and the only part of the case dealt with by the Court below was whether the piers of the bridge complained of interfered with the navigation of the river, and on that ground ought to be removed. The first defence made was a plea of acquiescence, the late Sir James Colquhoun having consented to, or acquiesced in, the erection of the bridge; But the Court held that there was not sufficient evidence of acquiescence, and that the conclusions which the pursuers insisted on they were entitled to maintain as representatives of the public, the unimpeded use of the Leven as a navigable river being all they sought to assert and vindcate. The question, therefore, was whether there was any obstruction or apprehended obstruction to the navigation of a public navigable river. The Lord Ordinary found that the Leven is a navigable river, free and open to the public, and the defenders have no right to execute any works which would in any way interfere with or obstruct the navigation or free use of its banks, and of the towing-path along the bank, for the purposes of navigation. The First Division took the same view, holding that it was not necessary that the pursuers should show that the operations complained of did in point of fact and at the present time interfere with or obstruct the navigation. The doctrine quoted by the Lord President was laid down by Lord Benholme “without my consent,” meaning the consent of the proprietor on the other side of the river. “You are not to put up your building in the channel of the river, for that in some degree must affect the natural flow of the water. What may be the result no human being with certainty can know, but it is my right to prevent you doing it, and when you do it, you do me an injury whether I can qualify damages or not.” Lord Neaves also said that “to occupy the alveus with solid erections affected the course of the whole stream. The idea of compelling a party to define how it will operate, or in what shape damage or injury will be produced, is out of the question.”

“Mr Cotton, Q.C., appeared for the appellants. He contended that the piers complained of being, on the property of the appellants, and necessary for the use and enjoyment of that property, are lawful, unless it can be shown that they interfere with other and preferable rights. The river Leven at Dillichip is a private river; and the only right the respondants have over it is a servitude of water passage, and the exercise of this right is not interfered with by the piers in question. Even assuming the right of public navigation to exist over the Leven at Dillichip, that right is not interfered with. The respondents acquiesced in the erection of the bridge, provided their patrimonial interests were not interfered with, and no proof had been adduced of such interference. The learned counsel had not concluded his argument at four o’clock, when the further hearing was adjourned till Monday. The Lord-Advocate appears for the respondents.

“Mr. Cotton Q.C. continued his argument for the appelants. He said much of the evidence which had been adduced by the defender in the court below was to prove that no obstruction to the navigation had resulted, or was likely to result, from the erection of the bridge in question. He particularly relied on the evidence given by Alexander Neilson, Captain of the Chancellor steamer, who said—I run the Chancellor on Loch Long 4½ months of the year, and I remain in the service of the Lochlomond and Lochlong Steamboat Company during the winter time in connection with other work. I have been twelve years in the service of the company. For some years we have not required to bring any steamers down from Loch Lomond to Dumbarton for repairs as we have a repairing slip on the loch, but previously we had to bring them down every winter time, and then take them up again. I have been in charge of all the steamers that have been taken down the Leven during the last 16 years. Before that I owned gabbarts on the Leven for about 20 years. I took them up and down very often and am well acquainted with the navigation of the river. The Leven is navigable on an average for about four months in the year. In September 1875 I examined the new bridge at Dillichip on behalf of the Steamboat Company and reported my opinion upon it to the directors. I inspected it two or three times while it was being erected. I measured the bridge and saw the height of the pillars. So far as they were concerned, I saw nothing to interrupt the navigation, except that they were two feet too low. I thought that they should be raised to that extent, and reported so to the company. The bridge has since been heightened in conformity with that opinion. I consider that the navigation of the Leven at Dillichip is now as free as ever it was. I think there will be no more risk incurred than was incurred formerly in taking steamboats and scows down the Leven whatever be the state of the water. I think the pillars of the bridge are an improvement because they break the water off from the east to the west into the channel, so as to carry a boat clear of the catchwater wall. Since the bridge was erected, as I heard some talk about the lighters, and had never made up my mind on this point, I went to Balloch, and came down the river in a lighter. I did not take any active part in the navigation of her, but from what I saw done I had every confidence that the channel is as clear as ever. This was on 26th January of the present year. The learned counsel also relied on the evidence of engineers to the same effect; the evidence of Mr. Smollett M.P. of Bonhill, and Mr. Murray, the factor of the Duke of Montrose, large proprietors on the bank of Loch Lomond, both of whom distinctly expressed their opinion that the navigation of the Leven had not been interfered with. He contended that the trustees of Sir James Colquhoun could not be heard to insist on the right which might be open to any other subject of Her Majesty, after the letter of acquiescence and approval which Sir James had written to the appellants before the bridge was built.

“Lord O’Hagan observed that Sir James Colquhoun had only a public right in the matter, and he could not give it to any other person. Lord Blackburn could not understand why a proceeding which was open to every member of the community should not be open to the respondent simply because he was a trustee of Sir James Colquhoun. The rights to sue did not depend on the proprietorship of land but on being a subject of the Queen. Mr. Horace Davy followed on the same side.

“The Lord-Advocate commenced his address by observing that since this case depended in the Court below one very important contention had been given up. The leading dispute in the Court of Session was whether there existed a public right of navigation along the river Leven that had been withdrawn, and in its place there was introduced a contention never argued or pleaded before, namely that the trustees of Sir James Colquhoun were not entitled as members of the public to ask for the removal of this bridge, or rather of the piers, if it were a nuisance, on the ground that the form of this action was that of one at the instance of private persons for the protection of private rights. So far from being stopped by the letter of so-called acquiescence, he contended that if Sir James Colquhoun had lived this action would not have been incompetent to him. The letter was a most cautious one; all that was said in it was that a bridge might be built but they must take care not to interfere with his rights as owner of the salmon fishings or any other right competent to him. That letter was written in 1872, and the bridge was not built until September 1875, when Sir James had been already 18 months in his grave, and without any communication with the trustees. Without knowledge there could be no acquiescence. Until the bridge was built the legality of the structure was questionable. There was here a material interference with a certain portion of a navigable channel. and it might become a very serious obstruction. The learned Lord-Advocate had not concluded at four o’clock and the further hearing was adjourned till Thursday, tomorrow being devoted to a committee of privileges

“The Lord-Advocate, who appeared for the respondents in this case, proceeded this morning to deal with the evidence which had been given in the Court below. The statements of the witnesses who kept boats on the river for the transport of goods were clear and uncontradicted. They had been accustomed in their scows to pass over the very part of the river now occupied by the piers of the bridge. Lord Blackburn called attention to the fact that the part of the river where the piers were placed was deep enough for navigation.

“The Lord-Advocate said the effect of the obstruction would be to split up the river into two distinct portions. Its tendency was to subtract water from one part of the channel to another where it might be no longer available for the purpose of navigation. The effect of the scientific evidence was not to be disregarded. He contended that it was conclusive that there had been a material interference with what was the previous navigable channel of the river. It was impossible to tell what the ultimate effect of interference on the navigation might be, and in that state of the facts he apprehended the law as laid down by the Lord President was perfectly sound. The question was not the immediate amount of injury done, but the extent to which the obstruction of the navigation might ultimately grow. Mr Pearson, Q.C., followed on the same side.

“Mr Horace Davy was heard in reply. He entirely denied the applicability of the argument that it was not necessary to prove actual nuisance or obstruction. In every case the alleged interference with the navigation was a question of evidence and must be left to the jury. He submitted, therefore that the law, as laid down in the Court below, was erroneous, and the appellants were entitled to have the judgment reversed. Lord Hatherley intimated that their Lordships would take time to consider the case.”—Glasgow Herald, June 1877

At the end of July, Lord Hatherely upheld the appeal indicating that the piers in the river had not been proved to obstruct the navigation, citing the evidence of Captain Alex Neilson and the bargemen, two M‘Farlanes and Stewart, who had been navigating the river with barges up and down.

In December, 1877, at the Annual General Meeting of the Lochlomond Company, Captain Neilson was voted £20 for piloting the Company’s steamers up and down the Leven.

By the end of the decade, it was clear that advances in the design of saloon steamers had progressed beyond the amenities provided by the old Chancellor, and the Directors of the Lochlomond Company appointed a Committee to arrange terms in regard to the building of a new steamer for the Lochlong route. They contracted with Messrs Matthew Paul & Co., Dumbarton, for a first class steamer, to be built of steel, according to plans and specifications submitted, for the sum of £7900. Messrs Matthew Paul & Co. subcontracted the building of the hull to Messrs Robert Chambers, jun., Dumbarton.

The old Chancellor at Blairmore (Valentine)

“New Steamer for the Arrochar Route.—The Lochlomond and Lochlong Steamboat Company, in consequence steady increase of traffic on their famous circular tour round Lochlomond and Lochlong, have determined to supersede the steamer Chancellor with a new and greatly enlarged and improved steamer. Mr Robert Chambers, jun., shipbuilder, Lower Wood yard, Dumbarton, has just received the contract to build this vessel, which is to be wholly of steel, without any iron about her. She will be, of course, a saloon steamer, and her length will be 206 feet by 21 feet by 8 feet. She will have engines about 100 horse-power, and is expected to attain a speed of about twenty miles an hour. Her boilers and the principal part of her engines are also to be of steel, and the engines, boilers, &c., are to be constructed by Messrs. M. Paul & Co., Dumbarton. The saloon will run right fore and aft. The after-saloon will contain a ladies’ cabin, with all modem conveniences. There will also be writing-tables, swinging chairs, and everything that will conduce to the comfort of travellers. The new steamer is expected to ready to go on her station by 1st May next.”—Glasgow Herald, October 16, 1879

So closely was the Chancellor associated with the North British Railway, that the ownership by the Lochlomond Company was overlooked.

“The new steamer for the N.B. Railway Company.—lt is stated that Captain Alexander Neilson, long and favourably known as commander of the steamer Chancellor, will take over command of the new steel steamer which is being built for the North British Railway Company by Mr Chambers, of Dumbarton. She is to ply between Helensburgh (calling at Greenock) and Arrochar.”—Greenock Telegraph, March 10, 1880

The new Chancellor was launched at Dumbarton in April 1880 and the news that she would be ready for the upcoming season was greeted warmly by the public. The contract put her cost at £7,900, financed by a loan from the Clydesdale Bank. The old Chancellor was sold to Hugh Keith for £2,000 in April 1881, and renamed Shandon.

“Loch Long route.—The new saloon paddle steamer Chancellor, which is the most recent addition the fleet of the Lochlomond and Loch Long Steamboat Co., and intended for their Helensburgh and Arrochar traffic, was launched from the shipbuilding yard of Robert Chambers, jun., Dumbarton, yesterday. The vessel, which built steel, of the following dimensions— Length, 208 ft; breadth 21 ft.; depth, 7 ft. 7 in. As the vessel moved off the stocks she was named the Chancellor by Mrs Colquhoun, of Ben Cruach Lodge, Arrochar. After the launch a select party assembled in the model room for lunch. Amongst those present were Mr and Mrs Colquhoun, Mr and Mrs John Bell, and Messrs Donald and Thomas M‘Lean, Alex Allan, John M‘Lintock, W. Menzies, Bailie Blair, Robt. and Wm. Craig, Peter Fisher, John Haythorn, Wm. Macleod, jun., J. Murray, W. L. Halley, John M‘Aslan, and ex-Bailie Macleod. Ex-Provost Paul occupied the chair in his usual felicitous manner, and Mr Andrew Paul with much acceptance acted as croupier. The loyal and other toasts customary on such occasions were given and responded with much cordiality. The health and prosperity the builder, Mr R. Chambers, jun., and that the engineers, Messrs Matthew Paul & Son (who are the contractors for the vessel), were proposed in highly laudatory terms, duly responded to, and suitably acknowledged. Prosperity to the Lochlomond Steamboat Company was proposed by the chairman, and responded to (in the absence of Mr Smollett of Bonhill) by Mr Thomas M‘Lean. It is expected that the new Chancellor will be ready for her station at the beginning the season. The vessel is almost certain, from her fine model and fittings, to prove one of the swiftest and also one of the most luxuriously appointed river boats afloat.”—Greenock Advertiser, April 22. 1880

“Launch of the new saloon steamer Chancellor.—The above very handsome and commodious steamer, which is the most recent addition to. the fleet of the Lochlomond and Lochlong Steamboat Company, and intended for their Helensburgh and Arrochar traffic, was successfully launched yesterday from the shipbuilding yard of Mr Robert Chambers, jun., Dumbarton. The vessel, which is built of steel, is of the following dimensions:—Length, 208 feet; breadth, 21 feet; depth, 7 feet 7 inches. As the vessel moved off the stocks towards the element which is to be the field of its future labours, it was, in good orthodox fashion, gracefully christened the Chancellor by Mrs Colonel Colquhoun, of Ben Cruach Lodge, Arrochar. After the launch a select party assembled in the model-room of the firm to partake of lunch. Amongst those present were Mr and Mrs Colquhoun, Mr and Mrs John Bell, and Messrs Donald and Thomas M‘Lean Alexander Allan, John M‘Lintock, Wm. Menzies, Bailie Blair, Robert and Wm. Craig, Peter Fisher, John Haythorn. William Macleod, jun., James Murray, W. L. Halley, John M‘Auslan, and ex-Bailie MacLeod. Ex-Provost Paul occupied the chair in his usual felicitous manner, and Mr Andrew Paul with much acceptance acted as croupier. The loyal and other toasts customary on such occasions were given and responded to with much cordiality. Special eclat was accorded to the fair lady’s health who had baptised the goodly craft whose launch had drawn the company together. Colonel Colquhoun, in happy terms, returned thanks for the honour done his spouse. The health and prosperity of the builder, Mr Robert Chambers jun., and that of the engineers, Messrs Matthew Paul & Son (who are the contractors for the vessel), were proposed in highly laudatory terms, duly responded to, and suitably acknowledged. Prosperity to the Lochlomond Steamboat Company was proposed by the Chairman, and responded to (in the absence of Mr Smollett of Bonhill) by Mr Thomas M‘Lean. It is expected that the new Chancellor will be ready for her station at the beginning of the season. The vessel is almost certain, from her fine model, most admirably constructed engines, and general style of get-up, to prove one of the swiftest and also one of the most luxuriously appointed river crafts afloat, being at one and the same time a credit to her builders and owners and a boon to the travelling public.”—Glasgow Herald, April 22, 1880

The new Chancellor at Arrochar

A trial cruise took place at the end of May and was well publicized. Her duties on the Arrochar station began on June 1.

“The new saloon steamer Chancellor.—This handsome and commodious new saloon paddle-steamer, recently launched from the yard of Mr Robert Chambers, jun., Dumbarton, for the Loch Lomond Steamboat Company, went down the river yesterday on a trial trip, preparatory to commencing plying between Helensburgh and Arrochar on the first of next months. The Chancellor is the first river passenger steamer constructed by Mr Chambers, and no doubt partly on this account it was yesterday subjected to a keen scrutiny, by those on board, the result however, invariably being exceedingly flattering to the builder. The vessel, which is built of steel, is 207 feet long and 21 feet 6 inches broad, with a depth of 8 feet. She has been constructed with a continuous promenade fore and aft, of great elegance, and with a dining saloon seated for about 140. The engines of the vessel, constructed by Messrs Matthew Paul. & Co., Dumbarton, are diagonal direct-acting, with two 36-inich cylinders, the nominal. h.p. being 145, and the indicated 900 h.p. The boilers of the vessel, as well as the hull, are of steel. Yesterday a, strong breeze prevailed, and there being also a heavy swell, it was deemed inadvisable that the vessel should run the usual “mile,” but it may be interesting to state that the average speed attained between Cumbrae and the Cloch was 16.9 knots per hour. Notwithstanding the state of the elements, the steamer behaved admirably, and it was matter of general remark that the oscillation too often experienced on board river and other vessels was reduced to a minimum; in fact, the disagreeable sensation was only suggested to the steamer’s passengers by its absence. We have stated the high rate of speed which the Chancellor attained. yesterday, and from her construction there can be no doubt that, as she is in every way an important addition to our river fleet the vessel will more than maintain this rate. The Chancellor, which was built under the superintendence of Messrs James Grier & Sons, Glasgow, will be under the charge of Captain Neilson, well known as the master of the former steamer of the same name. Yesterday the Chancellor left Helensburgh shortly before 11 o’clock, and Princes Pier about half-an-hour later, steaming by way of Dunoon as far down the firth as Cumbrae Light. She afterwards proceeded up Loch Long to Arrochar where a short halt was made, and returned to Helensburgh about half-past six in the evening. Among the guests on board were the Rev. Dr and Mr Hally; Mr Alexander Smollett of Bonhill; Mr James Murray of Catter House, Drymen; Mr John M‘Ilwraith, ex-Mayor of Melbourne; Mr J. W. Woodall, ex-Mayor of Scarborough; Captain Orr, Greenock; Mr and Mrs M‘Murrich, Stuckgown; Mr aud Mrs John Bell, Clyde View, Dumbarton; Mr Chambers, shipbuilder, Dumbarton, and Mrs Chambers; Mr and Mrs Matthew Paul, Dumbarton; Mr and Mrs T. M‘Lean, Cameron, Alexandria; Mr D. M’Lean, Bridge House Alexandria; Mr and Mrs W. M‘Leod, Mr Wm. Menzies, Keilator, Tyndrum; Mr Alex. M‘Niven, lnishewan, Luib; Mr W. L. Hally, Dennystown Copper Works, amd Mrs Hally; Provost Stuart, Helensburgh; Provost Oswald, Dunoon; Mr John M‘Millan, shipbuilder, Dumbarton; Mr John M‘Ausland, Kirktonhill ; Mr Hannan and Mr G. Herriot, Board of Trade inspectors, &c. Apologies for absence were received from the Duke of Montrose, Sir Robert Menzies, Mr Wm. Colquhoun, Rossdhu; Cololnel Colquhoun, and others. Luncheon was served in the dining saloon in the course of the afternoon. Mr Smollett of Bonhill, who presided, alter proposing the usual preliminary toasts, gave “The Contractors of the Chancellor—Messrs Paul & Chambers” The steamer would be of great service, he said, in connecting Helensburgh and the Clyde with Arrochar and the surrounding district, and he hoped her builders would be spared to turn out larger craft; to ply upon more trying waters than the Chancellor was called upon to do. (Applause.) The toast, which was well received, was responded to by Mr Matthew Paul. who proposed “Prosperity to the Loch Lomond Steamboat Company, coupled with the name of the chairman. Mr Smollett, in replying, observed that the company were fortunate in one respect, arid that was that those who patronised their steamers were carried through the finest scenery in any part of Her Majesty’s dominions. (Applause.) He was not blowing his own trumpet, for he could assure the company he had heard ladies and gentlemen who had been to Italy and Switzerland say they sever took a more lovely walk than that between Loch Lomond and Loch Katrine. (Applause.) He spoke in happy terms of the acquisition by the company of such a steamer as the Chancellor, which would afford an additional opportunity for tourists to see the most beautiful scenery of the West of Scotland. (Applause.) He concluded by proposing the “Colonial Dependencies of Her Majesty’s Dominion,” coupled with the name of Mr M‘Ilwraith, ex-Mayor of Melbourne. That gentleman (a native of Ayr) made an appropriate reply. Other toasts followed. The Chancellor, as we have said, will be put upon the Helensburgh and Arrochar route on June 1.”—Glasgow Herald, May 29, 1880

“Trial trip of the new saloon steamer Chancellor.—Yesterday the new saloon steamer Chancellor, built for the Lochlomond Steamboat Company by Mr Robert Chambers, Jun., shipbuilder, Dumbarton, and engined by Messrs M Paul & Co., engineers there, went down the Clyde on a trial trip. This vessel, which will take up the station between Helensburgh. Greenock, Dunoon, and Arrochar, connecting with the Lochlomond steamers, is two hundred and seven feet by twenty-one feet six by eight feet. She is built entirely of steel, having a saloon running nearly the entire length and breadth of the main desk, with a continuous promenade fore and aft. Forward there is a gentlemen’s cabin fitted as a smoking room, whilst abaft this there is a saloon capable of dining about one hundred and forty passengers. In the centre of the vessel the engine room is situated, and it is guarded by a very neat rail and wood balusters, which leaves it completely open, and affords splendid ventilation for the engineers, firemen, &c. Aft of this there is on the main deck a ladies’ luncheon room handsomely fitted, as also a ladies’ private cabin. Abaft of this there is another saloon, similar in every respect to the fore saloon, so that nearly three hundred can be comfortably dined on board. Right aft there is a handsomely-fitted and commodious ladies’ cabin, with lavatory, &c. The saloons and cabins are luxuriously appointed, and nothing that could be done for the comfort and convenience of the passengers has been neglected. Under the main-deck are pantry stores, officers’ berths, refreshment rooms, &c. The vessel is supplied with diagonal engines of about 900 indicated horse-power, haying two cylinders of thirty-six inches, with a stroke of five feet. The boiler, which is also of steel, is fourteen feet in diameter and thirteen feet six inches high. The Chancellor is altogether a smart-looking vessel, and yesterday behaved most admirably. The engines, which are extremely pretty and well-finished, worked sweetly, and there was an absence of that shaking and tremulous movement which is so disagreeable in steamers. On board there were fully eighty ladies and gentlemen, amongst whom were the Rev. Dr Halley, U.P. Church, Dumbarton; Messrs Alex. Smollett, Cameron House; John M‘Ilwraith, ex-Mayor of Melbourne; J. W. Woodall, ex-Mayor of Scarborough; Captain Orr, Greenock: Mr and Mrs M‘Murrich, Stuck, Lochlomondside; Mr M. and Mrs and Miss Paul; Mr Chambers, shipbuilder; Mr John M‘Millan, sen., shipbuilder; Provost Stuart, Helensburgh; Provost Oswald, Dunoon; Mr Hannah and Mr Herriot, Board of Trade, &c. The vessel started from Helensburgh, and then ran across to Princes Pier; from thence she sailed to Dunoon, and then ran down as far as the Cumbrae Lights. The speed attained was 16.9 knots per hour, which was regarded as very satisfactory. The weather, it should be mentioned, was not quite favourable to the trial, a strong head wind blowing for a part of the journey. On the up run dinner was served in the fore saloon. Mr A. Smollett presided, and Mr M. Paul discharged the duties of croupier. The toasts customary to the occasion were given and responded to in appropriate term; and a most pleasant afternoon was spent. This vessel will be under the command of Capt. Neilson, who has won for himself a good name on this tour. The Chancellor will commence sailings on the 1st June.”—North British Daily Mail, May 29, 1880

Meanwhile on Loch Lomond, it was an uneventful time until August 1881.

“Mad caps on Loch Lomond.—On Saturday afternoon, as the steamer Prince Consort was proceeding up Loch Lomond on its usual excursion, four young men, who were the worst of liquor, amused themselves by trying to throw each other overboard. When near Luss one of them declared that two of his companions were unable to throw him into the water, whereupon he was seized and pitched over the side of the bow. He escaped the paddle wheel, and the steamer having been stopped, a boat was lowered, and the youth was rescued in an almost insensible condition, but not before he had sunk once. He was afterwards able to proceed home.”—Aberdeen Press and Journal, June 27, 1881

In August, 1881, there was a serious collision at Rowardennan Pier involving the Prince of Wales, on the afternoon excursion, and the Prince Consort.

“Collision on Lochlomond.—On Saturday evening, a few minutes before eight o’clock, a collision between two Lochlomond steamers occurred, which fortunately was attended with no serious mishap to the passengers. As the usual Saturday afternoon excursion steamer was approaching Rowardennan on her down sail, the steamer Prince Consort was nearing the same place on her sail up Lochlomond. The excursion one, being first by short distance, was moving slowly into the pier when she was struck by the Prince Consort, carrying off her paddle-box, with closets, &c. attached, and causing immense consternation on board, chiefly among the women, many of whom fainted. The excursion steamer was able to make her way home in safety. The Prince Consort was left at Rowardennan, with a large part her bow knocked off.”—Greenock Advertiser, August 29, 1881

“Another correspondent who was on board writes as follows:—As the vessels approached Rowardennan they seemed to be about equidistant from the pier, and the race was kept up to the last minute, when, just as the Prince of Wales glided alongside the pier, having gained the advantage by less than a boat’s length, it was run into amidships by the other steamer, which, unfortunately too late, made an effort, by reversing the engine and steering hard out to the loch, to avoid a collision. As it was, the upgoing steamer ran into the other with such force that the upper part of her prow was smashed into matchwood, crushing and carrying away part of the other’s paddle-box, with the adjoining steward’s store and cabin and steerage closets. Consternation took hold of the passengers for a minute or two, especially the female portion, one or two of whom went into convulsive fits; while some of the men, at considerable less risk, leaped onto the pier, barely clearing the distance betwixt it and the boat—a dangerous proceeding, which the captain promptly stopped. Meanwhile the vessels slowly backed out of their awkward embrace, and finding the damage done, though considerable, was not serious, and no person being injured by the accident, both vessels were enabled to continue their respective journeys.”—North British Daily Mail, August 29, 1881

Although the Lochlomond Steamboat Company was healthy financially, it had incurred significant debt building the new Chancellor, and the fleet on Loch Lomond was ageing. In October, 1881, the Directors accepted an offer from Mr Matthew Brydie, Alloa, of £2750 for the steamer Princess of Wales.

“Another pleasure steamer for the Firth of Forth.—The Loch Lomond Steamboat Company’s steamer Princess of Wales, which has plied on Loch Lomond for a number of years, has been taken down the River Leven. Considerable difficulty was experienced in navigating the steamer in the river. At the entrance to Dalmonach Works Lade the paddle floats came in contact with a skimmer, but after an hour’s delay this was cleared. The steamer has been sold to a company on the East Coast and it is intended to run her on the Firth of Forth.”—Kircaldy Times, November 23, 1881

When the North British Railway opened the new pier at Craigendoran in May 1882, Chancellor moved her base. “The routes already arranged are—to Rothesay by the Sheila, to Holy Loch and Loch Long by Dandie Dinmont, to Arrochar by the Chancellor, and to Garelochhead by the Gareloch.”—Glasgow Herald, May 15, 1882. At the beginning of the season in June, she also restricted her Greenock call to Prince’s Pier only with no connection with the Caledonian Railway.

A replacement for the Princess of Wales was essential. To fulfil the schedules demanded by the North British Railway with just two steamers was a situation that could not be sustained. It was reported by a committee to a meeting of Directors, in December, 1882, that they had met with Messrs Caird & Co., Greenock, and had contracted with them for the building of a new steamer (Queen) for £8500. Just as the Prince Consort had pioneered the design for the old Chancellor, the new Chancellor was the model for the new Loch Lomond steamer.

“Launch of a passenger steamer for Loch Lomond.—This forenoon Messrs Caird & Co., launched from their shipbuilding yard here a handsome steel paddle steamer, built for the Lochlomond Steamboat Company, to run on Loch Lomond during the summer months. She is a vessel of 204 tons gross, and of the following dimensions:—length 165 feet; breadth 20 feet; and depth 5 feet 6 inches. She will carry passengers only, and of these she has fitted to accommodate 300. The builders will fit her with diagonal condensing engines, with which she is expected to considerably exceed the guaranteed speed of 14 knots an hour. Internally the steamer has been very elegantly fitted up. The main saloon is panelled in walnut with paintings inserted in the panels. When leading the ways the vessel was named The Queen.”—Greenock Advertiser, November 17, 1883

“A new steamer for Loch Lomond.—On Saturday last the Messrs Caird & Co., launched from their yard a beautiful steamer for the Lochlomond Steamboat Company. As the steamer left the ways she was named The Queen by Mrs MacLean, the lady of the enterprising manager of the company. The new steamer will be propelled with a pair of magnificent compound diagonal engines having all the recent valve and patent pump improvements in which the eminent constructors hold such a distinguished niche in the great world of marine architecture. It may be interesting enough to many this fact, that the same firm that launched the new steamer on Saturday constructed a steamer for the same company 40 years ago.”—Oban Times, November 24, 1883

“Lochlong saloon steamer Chancellor sails daily from Craigendoram Pier at 10.20 a.m., Greenock Princess Pier at 11.00 a.m.; train connections—Glasgow (Queen Street Station) at 9.00 a.m., Glasgow (St. Enoch Station) at 10.05 a.m., for Arrochar calling at Gourock, Dunoon, and intermediate ports; returning from Arrochar at 2.30 p.m. Return fares from Glasgow first class and cabin 4 s.; second class and cabin 3s.——Grand circular tour of Lochlong and Lochlomond daily from Glasgow and intermediate stations. Lochlomond saloon steamers sail up daily, in connection with trains from Glasgow (Queen Street ) at 7.40 and 11.15 a.m. and 3.50 p.m., and on Saturdays only with train at 5.35 p.m.”—Glasgow Evening Citizen, July 30, 1883

“Lochlomond saloon steamers sail up daily at 8.45 a.m., and 12.25 and 5 p.m. (trains from Queen Street at 7.40 and 11.15 a.m., and 3.50 p.m.), and on Saturdays only at 6.50 p.m. (train from Glasgow at 5.35 p.m.).—“Helensburgh News, August 2, 1883

“New Steamboat for Loch Lomond.—The handsome new paddle steamer The Queen recently launched by Messrs Caird & Co., of Greenock for the Lochlomond Steamboat Company went down the Firth yesterday on her trial trip and on the measured mile at Skelmorlie with engines of 86 nominal collective horse-power, attained the mean speed of fourteen knots. The Queen is constructed of steel and is of the following dimensions length 160 feet, breadth 25 feet; depth (moulded) 5 feet 6 inches. A large deckhouse extends from stem to stern of the vessel with hurricane deck on top similar to that of the Columba. Forward is the dining saloon, a comfortable apartment finished in mahogany and affording accommodation for about fifty passengers. The longing saloon is situated aft, and measures 36 feet by 14 feet. It is very handsomely fitted up in walnut, with gold plush velvet cushions and peacock tapestry, and adjoining it is the ladies’ cabin, fitted up in a similar manner. The ceiling is divided into panels which are filled with tastefully-painted floral designs and the monogram of the owners. At the stern is the smoking room, a handsome apartment, also fitted up in walnut. The vessel has been supplied by the builders with two diagonal surface condensing engines—constructed so that us to be easily disconnected—with cylinders measuring each 36 inches in diameter and having a stroke of four feet. She is fitted to carry 300 passengers on her draft of water not exceeding 4 feet. The Queen will run on Loch Lomond during the coming summer commanded by Captain Neilson, under whose superintendence she has been constructed. The party on board yesterday included Messrs Bell, Andrew Paul, and C. H. Johnston, Dumbarton; Mr. Thomas M‘Lean, secretary to the Lochlomond Steamboat Company; Mr. Campbell, factor to Sir James Colquhoun, Luss; Mr. Wilson, road surveyor, Argyllshire; Wm. James T Caird and Messrs Patrick, William, and Arthur Caird, Greenock; Mr. Eben. Ramsey and Mr. P.E. Brown, Greenock; Mr. Souter, Board of Trade &c. At dinner Mr. J.T. Caird, who presided, proposed success to The Queen, and in doing so expressed the pleasure he felt at meeting with the representatives of the company. Mr. Bell replied and in complementary terms propose “The health of the builders.” It may be mentioned that 20 years ago Messrs Caird built for the Lochlomond Steamboat Company the paddle steamer Prince Consort which is still running on the loch.”—Glasgow Herald, January 1, 1884

In February, the new journal of Queen Victoria’s travels, including her visit to Loch Lomond was published. An increase in visitors was anticipated.

“Breakdown of the Loch Lomond steamer.—On Saturday afternoon while the Loch Lomond steamer Prince Consortwas on its downward journey, and when near Tarbet, part of the engine went wrong, preventing the steamer accomplishing its journey in safety. In consequence the steamer Prince of Wales lying at Balloch was wired to proceed up the loch, and the passengers were taken down to Balloch three hours behind time.”—Glasgow Herald, April 28, 1884

The new steamer, The Queen, was successfully navigated up the Leven and was in place for the beginning of the season.

“Loch Lomond.—The magnificent new steamer, The Queen, launched lately by the Messrs Caird, of Greenock, may fairly be credited with still more—if that were possible—the circular which begins at Princes Pier and returns via Balloch and Helensburgh. The Queen looks the very beau ideal of a vessel designed to enable pleasure-seekers to view with comfort, the charming scenery of the “Queen of Scottish Lakes.”—Greenock Telegraph, June 10, 1884

Not all were happy with the new steamer, and the facilities on the loch.

“Loch Lomond and the North British Railway.—Sir, The above route is a favourite one of mine, not only because of its fairyland scenery and its interesting associations, but also because of the exculsive selectness of the passengers. The rabble that we mostly find on Clyde steamers is never seen on Loch Lomond even in the busiest season. For this sympathetic serenity of course one must pay, and I do not think on the whole that those who enjoy the romantic sail on Loch Lomond grudge the exorbitant charge that is made by both the railway and steamboat companies. Compared with the Clyde, however, the style of management is half a century behind; and if you will allow me a little space in your valuable paper, I shall give one or two observations suggested by the experiences of frequent visits. This year the steamboat company have introduced what has become quite a popular steamer, The Queen. It is luxuriously fitted up, and thus far a letter which appeared in your columns last year has had some effect. This steamer is much larger than the other two, and the piers on the route are much too small for them; but, strange to say, no addition has been made to suit the larger vessel, the reason being, I understand, a disagreement between thre landed proprietors and the company as to who should bear the expenses. These piers were built some forty years ago for the tiny steamers that then plied; and when The Queen is a alongside her paddle-wing in a few cases more than covers the entire front, leaving all the bow and stern portions exposed. Then the most dangerous places seem to have been selected for their site. Ardlui is in a small bay, so close to the shore that navvies had to be employed this year to deepen the approach, and, if a moderate wind were to be blowing inshore it would be impossible for the new steamer to moor. Then, Inversnaid Pier is simply a facing of planks on jagged rocks. I have actually heard the paddle-floats grate on these rocks when the steamer was backing to clear those in front. The other piers are disgracefully small, and the steamer has to be turned out as far as the shallow shore will permit before starting, or, if a stiff breeze be blowing, run past them. This, however, did not happen this year owing to the fineness of the season, but it occurred once or twice last season. Again, it seems to be no one’s duty to catch ropes at these piers. I have seen the hotel proprietors perform these little functions, and I myself one dark night was asked by the pierman if I would hold his lamp or catch a rope, he evidently wishing me to do the latter, as he was anxious about his 2d of pier dues. Tickled with the situation, I good-humouredly relieved him of his lamp, thinking it ust a trifle beneath the dignity of yellow kid gloves and a fashionably-cut overcoat to assist in securing the steamer! Only last Saturday at Inversnaid steamer was the breadth of herself from the landing-stage before the ropes were fastened on the pier, and that, after her having actually touched the woodwork. But more disgraceful was the negligence when we came to Balloch. It was pretty dark, and quite a gale of east wind was blowing, but withal the steamer was carefully piloted alongside the pier. The ropes were thrown out, but not a human being was there to catch them. Of course, in a minute, the steamer was blown far out, and had to be backed half a mile up to make a fresh attempt. After irritating tediousness (there being no lights, the porters could not see the ropes when they were thrown), we got safely moored. But who is to blame The railway officials evidently consider it is not their business to catch ropes. I trust that before next season the manager of the steamboat company, will get the piers at least doubled in size. And extended 15 or 20 feet farther out into the loch, so that the steamers may be able to call in all kinds of weather, and thus benefit the travelling public; and also that there be men at every pier whose duty it is to catch the ropes, and especially at Balloch Pier, where there are so many railway servants. I do not see, why the loch steamers should not enjoy the same privileges those at Craigendoran. Nor can I understand why there are no gas lamps at Balloch. At Craigendoran there is a brilliant illumination, which aids the pilots of the steamers, and gives a comfortable feeling, to the passengers. But at Balloch everything was in total darkness, and, Sir, I was actually paying fourpence of pier dues. Because I was a first-class passenger, I had that day to pay eightpence for pier tariff at Balloch, while my fellow third-class passengers paid fourpence. Now, why such a monstrous, unreasonable extortion from first-class passenger? It is true that the tariff is added to the price of the railway ticket, but why double the pir dues while doubling the fare for first-class? Let the first-class travelling community consider for a moment that they are paying eightpence for stepping from train to steamer and from steamer to train What shameless exorbitance! Craigendoran is free, and access to it is cheap. Balloch Pier dues are 8d, and a monopoly fare is charged to reach it! Craigendoran has rows of lamps, and porters to attend to the incoming steamer. Balloch Pier boasts a single jet in the bookiong-office, and a porter or two with undefined duties. If first-class passengers must pay 8d for entering a steamer I think they ought to demand better management. But I am of opinion that a railway company with a heavy summer traffic ought to put Balloch on the same footing as Craigendoran, for however willing people may be to pay—and pay well—for pleasure, they certainly resent being imposed on.—I am &c., J.B..”—Glasgow Herald, October 15, 1884

There are no pictures of The Queen in Lochlomond livery in my collection. This is an early Kodak pinhole photograph approaching Tarbet after 1888

The Queen reversing out of Balloch Pier

The Queen at Tarbet

At the end of 1884, the Directors reported that their new steamer, The Queen, had been safely taken up the Leven, and that there had been no accident or misadventure during the past season affecting their operations. With two new saloon steamers, one on the Clyde and one on the Loch, the Company was well placed for the future. However, a significant debt had been incurred and the pressures to maintain schedules to connect with the railway meant that replacements for the Prince Consort and Prince of Wales would soon be required. In March, 1885, the steamer Chancellor and the goodwill of the business, was sold to the Lochgoil and Lochlong Steam Packet Company, for £8500, with the proviso that the steamer would maintain connections with the Lochlomond steamers and certain railway trains to ensure continuation of the Arrochar circular tour. The sale of the Chancellor removed the debt due to the Clydesdale Bank.

“Lochlomond and Lochgoil and Lochlong Steamboat Companies.—We understand that an arrangement has just been concluded between the Lochlomond Steamboat Company and the Lochgoil and Lochlong Steamboat Company whereby the latter company has acquired the fine saloon steamer Chancellor (recently built for the Arrochar route) and the goodwill of her trade and connections with steamers on Lochlomond. It is thought that this arrangement will be mutually advantageous, not only to both companies, but to the public. It is intended that the Chancellor will continue to run in connection with the North British and Glasgow and South-Western Railways and Lochlomond steamers as heretofore, and that the circular tour connections through Lochlomond and the Trossachs will be maintained as formerly. We are also informed that it is the intention of the Lochgoil and Lochlong Steamboat Company to have daily sailings from Broomielaw, Glasgow, to Arrochar and back, same as on the Lochgoil route.”—Lennox Herald, March 21, 1885

The success and popularity of The Queen was cemented by a series of weekday evening cruises during the season. These were in connection with a train from Glasgow at 5.35 p.m., and were repeated in subsequent years.

“Evening cruise on Lochlomond.—The opening evening cruise this season will take place tonight, should the weather be favourable. From the advertisement which appears in our columns it will be observed that the train leaves Queen Street Station at 5.33 p.m., in connection with the new saloon steamer The Queen on Lochlomond.”—Glasgow Herald, July 2, 1885

In 1885, a new circular tour was introduced, travelling by rail from Glasgow to Aberfoyle by Strathblane, then taking a coach on the new road over the Duke’s Pass to the Trossachs, connecting with the Rob Roy on Loch Katrine and returning from Inversnaid on Loch Lomond to Balloch with a train connection to Glasgow. The railway portion was exclusively on metals over which the North British had running rights. The alternative route, by way of Callander, involved the Caledonian Railway.

The Chancellor, now part of the Lochgoil and Lochlong Steam Packet Company, sailed from the Broomielaw, but maintained the Craigendoran connection, and exchanged Lochgoilhead passengers at Prince’s Pier.

“Loch Lomond, Queen of Scottish Lakes. Splendid saloon steamers sail up daily in connection with the 7.40, 9, and 11.15 a.m. and 5.50 p.m. trains from Glasgow, and on Saturdays only in connection with 1.40 p.m. train from Glasgow. Grand circular round of Lochlomond and Lochlong, passengers leave Glasgow (Queen Street) by 9:00 a.m. and 10.45 a.m. trains to Cragendoran, and by 9.00 a.m. and 11.15 a.m. trains to Balloch pier. Fares for the round from Glasgow 7/-, 5/-; from Maryhill 6/9, 4/9; from Bowling 6/-, 4/-; from Craigendoran, & Helensburgh 6/3, 4/-; from Dumbarton & Dalreoch 4/6, 3/6; from Renton Alexandria & Balloch 4/6, 3/6; from Kirn, Dunoon, &c. 5/3; from Greenock, &c. 5/3. Saloon steamer on hire for pleasure parties.”—Glasgow Herald, June 11, 1885

There were some complaints about the fares from Glasgow, particularly the railway portion of excursions.

“Rob Roy writes:—Your remarks about the Loch Lomond afternoon excursions for the summer season are doubt correct in regard to the beauty of scenery, but I must take exception to what you say in regard to the cheapness the fares. As it is an afternoon excursion, the 1st class fare, which is 5s., will speak for itself, while we will enter into a few particulars in regard to the 3rd class fare, which is 3s. 6d. from Glasgow. The advertisements of the company announce the 3rd class fare from Dumbarton to the head of Loch Lomond and back as 1s. 6d. This, I admit, is cheap, and a great boon to the inhabitants of the Vale of Leven. But by what process of reasoning do they charge Glasgow excursionists 2s. more than the Dumbarton people, when the ordinary return fare between those two places is only 1s. 6d.? This, at least, does not look like a cheap Saturday excursion. I am very much afraid that by these means the directors are killing the goose that lays the golden eggs, and I would suggest that the return fares for the excursion to the Head of Loch Lomond should be—from Glasgow, 2s. 6d., and from Dumbarton, 1s. 6d. These fares should also be applicable to the Thursday evening cruises, which have been so satisfactorily carried on by the Loch Lomond Steamboat Company during the past two seasons.”—Glasgow Evening Post, May 22, 1886

“Accident to the steamer Chancellor.—Last Friday night the river steamer Chancellor, while on her downward run from Craigendoran to Lochgoilhead, met with an accident to her machinery off Kilcreggan. She was picked up by one of the North British Railway Co.’s steamers, which took off her passengers, and eventually the tug Vanguard towed the Chancellor to Princes Pier, Greenock, to have the defect made good.”—Dumbarton Herald, May 25, 1887

The success of The Queen led to a proposal for a new steamer on similar lines. On 4th April, 1888, the Lochlomond Steamboat Co. accepted a bid from Messrs Napier, Shanks & Bell of Yoker, to build a steamer to their specifications for £8000.

“Launch of The Empress, the new Lochlomond steamer.—Yesterday afternoon, Messrs Napier, Shanks & Bell, Yoker, launched from their yard a handsome steel paddle steamer for the Lochlomond Steamboat Company. This steamer, named the Empress, is 165 feet long by 20 feet, moulded breadth, fitted with saloon deck-house both before and abaft the engine space, and over the saloon is a continuous end unbroken promenade deck over 140 feet in length. The accommodation consists of dining saloon forward on main deck, with bar and pantry and a stairway to the refreshment saloon on lower deck. The main saloon is aft on main deck, a separate compartment being fitted as a ladies’ cabin The saloons are completed in the best style, with decorated ceilings, and all fittings and upholstery of the finest and most tasteful character. The machinery, embracing diagonal engines and hay-stack boiler, are being supplied by Messrs D. Rowan & Son, Glasgow, and are expected to ensure for the vessel a high rate of speed.

“As the vessel left the ways she was named The Empress by Mrs Alexander Allan, Thornbank, Dumbarton. Among the company present were Sir George and Lady Leith, Ross Priory; Mr R. D. Mackenzie, Convenor of the County; Rev. Mr M‘Gregor and Mrs M‘Gregor, Clydebank; Mr and Mrs Thomas M‘Lean, Glenleven, Alexandria ; Mr C. Johnson, Mr David Rowan and Misses Rowan, Glasgow; Mr James Murray. Catter House, Drymen; Mr Campbell, Mr A. Brown, Charlestown, Alexandria; Mr John and Mrs Bell, Clydeview, Dumbarton; and Miss Bell, Glasgow, and Miss Murray, Oban; Mr Fisher, Glasgow; Mr A. Wilson, Bonhill; the partners of Messrs Napier, Shanks. & Bell, and Mr J. Peck, the manager. Refreshments were afterwards served to the company in one of the rooms of the firm’s offices. Mr Henry M Napier. in a few graceful sentences, gave the toast “Success to the Empress,” which was pledged with much cordiality by those present. Mr Nupier next gave the health of the lady who had performed the christening ceremony, and her husband, Mr Allan, Town-Clerk of Dumbarton, replied. Mr R. D. Mackenzie of Caldarvan then gave “The Builders.” of whom he spoke in a happy and eulogistic way. Mr H. M. Napier reponded, The proceedings afterwards terminated.”—Glasgow Herald, November 7, 1888

“New steamer for the Lochlomond service.—On Friday a very handsome new saloon paddle steamer, launched recently by Messrs Napier, Shanks & Bell, Yoker, for the Lochlomond Steamboat Company, had her trial trip on the Gareloch. The vessel is constructed of steel, and is of the following dimensions:—Length. 165 feet: breadth, 20 feet: depth, moulded, 6 feet 2 inches. The vessel, which is to be completed at Balloch, will be most handsomely fitted up in walnut and gold, the forward saloon ceiling being beautifully panelled, the centre portion being filled in with hand-painted lincrusta, and the settees upholstered in Utrecht velvet of a shade to match the fittings. Underneath this saloon is a commodious and well-lighted refreshment-room, neatly arranged with perforated wooden seats. On the sponson is a large lavatory for the convenience of first-class passengers. The after saloon and ladies’ cabin are tastefully finished, and the upholsterer work similar to the forward (excepting that the ceiling of this saloon is painted in skye-blue, with gold stars representing the principal constellations), the cushions in ladies’ cabin being covered with silk tapestry. The engines have been constructed by Messrs Rowan, Glasgow, and on the trial gave every satisfaction, the speed being in excess of that guaranteed. The Empress was built under the supervision of Mr C. H. Johnson, Dumbarton, and Mr Peter Barr, Glasgow, who have great credit with their work. The representatives of the company expressed themselves as being fully satisfied with this handsome acquisition to their fleet of steamers. The party on board included:—Mr John Bell; Treasurer Garvie, Dumbarton; Mr Johnson, Mr Barr. Capt. Neilson. Mr Allan, secretary, and Mr M‘Lean manager, Lochlomond Steamboat Company; Mr R.T. and Mr H.M. Napier. Mr Shanks, Mr Rowan, &c. At dinner Mr R.T. Napier proposed “Success to the Empress,” and in doing so expressed the pleasure his firm felt in building this steamer. Mr Bell replied, and in complimentary terms proposed the “Health of the Builders,” which was duly acknowledged by Mr Shanks and Mr Rowan.”—Dumbarton Herald, January 2, 1889

In between the launch and trials of the Empress, on 5th December, 1888, the North British Steam Packet Company made an offer to purchase the entire undertaking and property of the Lochlomond Steamboat Company for £30,000. After consideration and some minor modifications, the Directors recommended favourable consideration to the Shareholders. An amendment by Mr Menzies, seconded by Mr M‘Niven, requested that the North British Steam Packet Company increase their offer to £35,000, but this was unsuccessful. At Dumbarton, on 13th December, 1888, the Directors unanimously agreed to recommend the proposed sale to the favourable consideration of the Shareholders. The meeting was called for 10th January, 1889 at Dumbarton. The Directors met immediately prior to the meeting with Mr P. B. Smollett in the chair. A draft memo of proposed agreement with the North British Steam Packet Company for the sale of the Lochlomond Steamboat Company undertaking was submitted by the Secretary. Mr Walker on behalf of the Steam Packet Company had already approved the draft, and after consideration, it was approved by the meeting who recommended the terms to the Shareholders.

“The Special General Meeting of the Company followed. Present were Mr P. B. Smollett, Esq., for himself, and as mandatory for Messrs James Lumsden, John M‘Lintock, Peter Fisher, A.J.D. Brown, Miss Cecilia Smollett, and Mrs Christina F. M‘Lean; Mr R. D. M‘Kenzie for himself, and as mandatory for Messrs William Wyllie and Archibald Wilson; Mr William Menzies for himself, and as mandatory for Messrs A.H. MacPherson, James Wyllie, Duncan Menzies, and Miss Margaret Fletcher; Alexander Allan for himself, and as mandatory for Miss C. Wright and Mrs Margaret Allan; Mr James Wilson for himself, and as mandatory for the Trustees of the late Sir James Colquhoun, Baronet; Mr Thomas M‘Lean for himself, and as mandatory for Misses Mary M‘Kinlay, Jessie M‘Kinlay, and Margaret M‘Kinlay; John Bell for himself, and as mandatory for Messrs Archibald Campbell and Finlay Bell; Alexander Brown; General George Frederick Gildea for himself, and as mandatory for Mrs Gildea, Sir Robert Menzies, Bart., G. S. MacGregor, A. Fraser Garvie, William Craig, and Thomas H. Ainsworth. Mr Smollett was chosen to preside, and he submitted to the meeting the draft memo of agreement as follows:—

“(1) The first parties agree to sell and convey to the second parties as at 31st October, 1888, notwithstanding the date hereof, there entire undertaking and property, consisting of steamers and all their boats and fittings connected therewith, lease of steamboat slip at Luss, cash in bank, and any other assets accrued up to the 15th January, 1889, when the purchase price shall be paid as herein after mentioned, together with all the privileges and rights on Lochlomond hitherto enjoyed by the first parties, so far as the first parties can competently convey the same. (2) The price to be paid by the second parties to the first parties shall be £30,000, and said price shall be payable on 15th January, 1889. (3) All the debts of the first parties, including dividend and balance of price of the new steamer, shall become the debts of the second parties. (4) The passes over the Railway and Steamers held by the present Directors of the first parties, and the Secretary and the Manager, shall be continued during their lifetime. (5) Mr M‘Lean, the present manager of the first parties’ steamers, shall become an official of the second parties. (6) All disbursments made by the first parties since 31st October, 1888, and any they shall make from this date, shall be approved by the second parties, and any debit balance against the first parties at their bank, incurred to enable them to make said disbursments, shall be paid and discharged by the second parties in terms of the obligation to that effect contained in article three hereof. (7) A formal agreement shall be entered into if desirable by either of the parties. (Signed) J. Walker.”

The last board of directors of the Lochlomond Company

Messrs R.D. M·Kenzie, James Murray, and John Bell were authorised to sign the documents on behalf of the Company to complete sale, and the meeting was adjourned to 21st February next, when a resolution would be submitted to the meeting to dissolve the Company. The North British Company had waived any claim they had to the two vases presented to the Lochlomond Company by the Empress of the French, and these were presented to Mr Smollett in recognition of the valuable services he had rendered to the Company.

At the adjourned meeting held at Dumbarton on 21st February, 1889, with Mr John Bell presiding. The Manager stated that the stipulated £30,000 had been duly received and divided among the Shareholders of the Company pro rata; that the steamboats and other assets of the Company had been given over to the purchasing Company, and that all the outstanding liabilities of the Lochlomond Steam Boat Company had been discharged with a minor exception. Mr Bell then moved that the Lochlomond Steam Boat Company be dissolved at and from that date. The motion, having been seconded by Mr Wilson, was unanimously agreed to, and the meeting resolved accordingly.

So ended the affairs of the venerable Lochlomond Steam Boat Company. It had been most successful in its time, and had earned great dividends for its shareholders. The change in ownership was smooth. The funnels of the steamers were changed to the black-topped red, with a white band of the North British Steam Packet Company, but the workings of the steamers remained the same until the new Empress could be brought up the Leven.

The builders of the new Empress delayed her completion beyond the end of January, 1889, and by that time the water level in the Leven had fallen sufficiently to make her passage to the loch impossible. She languished at Dumbarton for a year, and was not available for the summer season until 1890.

Prince of Wales in the North British livery near Balloch

The broader context of the purchase of the Lochlomond Steam Boat Company by the North British Steam Packet Company is revealed in the competition between the North British and Caledonian railway companies. The North British had all but sealed access to the southern end of Loch Lomond, and in 1888 the building of the West Highland Railway fell within their orbit. The proposed line would run up the west side of the Loch from Tarbet to Ardlui. The Caledonian, with their Callander and Oban line had proposed a branch to the Head of Loch Lomond from Crianlarich. The latter proposal failed in Parliament and construction of the West Highland Railway to Fort William began in 1889, opening five years later. North British ownership of the steamers on the Loch ensured their monopoly over the valuable tourist traffic. However, the Caledonian Railway was not finished with the Loch, and the Lanarkshire & Dumbartonshire Railway, partly authorized in 1891, provided for a line from Glasgow, along the north bank of the Clyde to Dumbarton, and from there, along the east bank of the Leven to a terminus at Aber on the southern shore of the Loch. Opposition in the House of Lords and the prudence of Caledonian shareholders led to negotiations with the North British in 1892 whereby the line from Dumbarton to Balloch would be under joint control of the Caledonian and North British.

The Queen at Luss

Prince Consort approaching Luss

The new owners were faced with a fatal collision between Prince Consort and The Queen at Luss.

“Tourist killed on a Loch-Lomond steamer.—Yesterday afternoon, between five and six o’clock, when the two Lochlomond steamers—The Queen, commanded by Captain Neilson, and Prince Consort, commanded by Captain M‘Kinlay—were making for Luss pier, a serious collision took place, and resulted in the death of a passenger on board The Queen. As far as could be seen, the steamer The Queen was nearest the pier, and Captain Neilson held on his way. The other steamer also held on, and the Prince Consort struck The Queen five yards from the bow, crushing in her bulwarks. Most unfortunately, a tourist, supposed to be a German, was on the spot at the moment, and got crushed against the windlass. The injuries sustained by the gentleman were of a terribly painful nature, the lower parts of his body being all torn and hashed. The poor man only survived twenty minutes. There happened to be a medical gentleman on board, and everything was done to alleviate the sufferer. Very little detention took place at Luss, and each steamer pursued its journey. The body of the deceased tourist was taken on to Balloch, and lies there for identification. From a letter found in his possession it is assumed that the name of the deceased tourist is Henrie Sauervein, 53 Warwick Street, Regent Street, London.”—Glasgow Herald, September 7, 1889

“The Collision at Luss Pier.—Alan M‘Kinlay, Alexandria, Dumbartonshire, and Alexander Neilson, of the same place, pled not guilty to a charge culpable homicide. The indictment bore that, on the 6th September, M‘Kinlay, being in command of the North British Steam-packet Company’s steamboat Prince Consort, and Neilson, being in command of the company’s steamboat The Queen, on Loch Lomond. near Luss Pier, while the steamboats were approaching the pier, they failed timeously to slow, stop, and reverse the engines, whereby a collision occurred, and Henry Sauerwein, hair-dresser, 18 Pembroke-street, Kensington, then on board the Queen, was killed.

“Mr. Young, advocate, defended M‘Kinlay, and Mr. Ure, advocate, represented Neilson. Both captains wore their uniform, and, with their hands resting on their knees, eagerly followed the evidence, which was given in a very circumlocutory way.

“Thomas M‘Lean, manager for Loch Lomond of the North British Steam-packet Company, was the first witness. He deponed that on lst Jannary, 1889, N.B. Steam-packet Company took over the plant and business of the Loch Lomond Steam-packet Company. The accused had been in the service of the company for many years. They were thoroughly acquainted with the navigation of Loch Lomond. From time tine the directors issued instructions to the Masters. On 1st June, 1889. He sent a letter to Captain M‘Kinlay, in which he (witness) stated—“You will notice in time-bill for this month that you leave Balloch Pier at 4.50 instead of 5 p.m. Please get away sharp to time, and note that Queen gets the preference at Luss Pier.”—Was there any standing order as to which steamer should get the preference at Luss Pier?— There was a general order that when two steamers approached the pier or about the same time, the down-coming boat was to have the preference.—In September was there any regular time for the steamers to arrive at the pier”—They were to arrive so as to leave at the appointed hour in the time-table. The Prince Consort was 145 ft long; The Queen160 ft.

“Cross examined by Mr. Young for Captain M‘Kinlay—The captain had been 25 years in their service. They had always had every confidence in him. In consequence of a change in the time-tables in force at 6th September, the Prince Consort was to arrive Luss 5.30, The Queen coming down at 5.40.—By Mr. Ure for Captain Neilson—The rule as to the down boat having preference had been in force for many years.—Did you write this letter to Captain M‘Kinlay:—“I am instructed by my directors to inform you that on and after this date, when two steamers are approaching the pier at or about the same time, the steamer going up will give way to the steamer coming down to Balloch.” Witness—I wrote that letter, and received an answer to the effect that order would have “his constant attention.” The Queen was the fastest boat. He had every confidence in Captain Neilson.

“Henry B. Johnston, who was board the Prince Consort at the time of the collision, noticed The Queen coming down the loch as they were nearing Luss Pier. They were about equidistant from the pier. He was not aware that either boat slackened speed. He could come to no other conclusion than that the vessels were racing. A collision took place the pier. The bow of The Queen was between the Prince Consort and the pier. The Prince Consort ran into the port bow of The Queen. Capt. M‘Kinley was on the bridge of the Prince Consort at the time. Cross-examined—You don’t know whether any orders were given to slow? I heard none and felt nothing. Was the Prince Consort abreast or abeam of the pierhead? The Consort was coming on more at right angles—perhaps at an angle of 45 degrees. Did she run into the pier? She ran into The Queen. (Laughter.) The Queen touched the pier before the collision and rebounded.

“Duncan M‘Callum, mate on board the Prince Consort said he was at the wheel on the 6th September. When they were coming up round the small island he noticed The Queen coming down the loch. The Consort was then ¾ of a mile from the pier. Capt. M‘Kinley was on the paddle-box. On nearing the pier signals were given to slacken, and these were obeyed, as also were those to stop and reverse. How many reverse revolutions do you think you would make before the collision occurred?—I could not answer that. On this occasion the Prince Consort was about 7 minutes late. By Mr. Young.—The Queen ran across our bow, and her bow got between us and the pier. The time would be 5.36. By the Court.—Did you know that the down steamer was to have the preference of the pier?—Only when we were booked at the same hour. By Mr. Ure—When you were booked to leave the pier at different times did you not know that the up one was to give way to the down one, even when they arrived at the same time?—No, Sir. By his Lordship.—Who gives way when you are about the same distance from the pier?—I have never seen them giving way, except the boat nearest the pier. At the time of the collision the Prince Consort was pointing nearly straight up the loch.

“Alfred Brown who travelled between Luss and Glasgow nearly every day in the summer, was on board the Prince Consort on the 6th Sept. He was on the promenade deck. He saw the vessels collide. There was only a slight shock and they heard a crashing of timber. Immediately afterwards the Consort backed clear of the pier. By Mr. Young—The Queen usually got the pier first.

“Wm. Davie, who acted as purser on board the Prince Consort said that they left Balloch at 4.50 on 6th September. That was 5 minutes behind. When they were nearing Luss he thought The Queen was farther off the pier than theConsort. The engines of the Consort were stopped before the collision. The Consort had not much way on; The Queenhad a good deal. So far as he saw, The Queen had not touched the pier before the collision.

“Peter M‘Gregor, engineer on board the Consort, said, judging from the distance of The Queen, he expected to reach the pier before her.

“Dr. Whitehouse, Sunderland, who was on board The Queen on the afternoon in question, said they left Tarbet a little before their advertised time. He thought, on coming towards Luss, that The Queen was nearest pier. When they came up to the pier and the collision occurred, the shock was pretty severe. Most of the passengers staggered or were thrown down. He himself had a wound on the leg. He afterwards went below and saw a man lying in an unconscious state. He attended to him, but his injuries were fatal. He died in about 7 minutes from the effect of the shock.

“The court at this stage adjourned for luncheon. On returning, further evidence was led, the witnesses examined being on The Queen at the time of the occurrence.

“Archd. Barclay, purser board The Queen, remarked that the bow of The Queen got stuck in the pier, and was held fast there for some time.

“James Ritchie, engineer of The Queen, said they made their run that day to pass at the usual pace. As they approached Luss they got the signal to slow in the usual way, and they slowed. Directly after they got signal to stop, which was done. Upon the back of this they got a signal “full speed astern,” which was done, and then felt a crash. The engines would only make one reverse revolution before the crash was heard. By Mr. Young—The signals were given very smartly, a few seconds between each. It would take five or six seconds to bring the vessel to dead stop. By Mr. Ure—Got the signals that day in the usual way. When he got the signal to go full speed astern, he did not think there was anything wrong. Witness had been 36 years in the service, and had not heard about the rule as to the down-going steamer having the preference at Luss pier.

“Archibald M‘Phee, steward on The Queen, was down in the fore-saloon at time. After the smash went out on the main deck and saw Sauarwein lying there. He assisted to remove him. He picked up his cap. [Shown it.] The cap was than torn on one side.

“The defence.—James Paterson, shoemaker, Luss, was called for the defence, and, in answer to Mr. Young, said he was at the pierhead on the day in question. Noticed the steamers when they were distant a hundred yards from the pier. The Consort was the nearer to pier. There was little way upon her when she was coming alongside. The Queen crossed the bow of the Consort and struck the pier, when there was a rebound and then the collision. The engines of The Queen had not been reversed, but those of the Consort had.

“The evidence having been concluded, the Advocate-Depute addressed the jury. There was, he said, a distinction between the case of Captain M‘Kinlay and Captain Neilson, but it was only a distinction of culpability. While the captain of The Queen knew that the Consort was the nearest the pier, he insisted on going forward; but, at the same time Captain M‘Kinlay was under the strictest orders from the steamboat company that his steamer on the up voyage was to give place to the steamer on the down voyage. The learned counsel concluded by asking if such reckless conduct was to be allowed on the crowded waters of Scotland, endangering the lives of thousands? Mr. Young and Mr. Ure made eloquent speeches in favour of the prisoners.

“The verdict.—The Jury found a verdict of not proven. Both prisoners were discharged from the bar.”—Glasgow Evening Citizen, October 16, 1889

“The Loch Lomond Collision.—Alexandria, October 19, 1889. Sir,—I have received so many letters of sympathy and congratulation from the travelling public who have sailed with me in the Chancellor on the Clyde and in The Queen on Loch Lomond, that I would crave your kind indulgence to permit me, through your columns, to return to them my most sincere thanks. While, had I had a separate trial, I might have hoped for a verdict more favourable to myself, still I think that Captain M‘Kinlay and I have every reason to feel grateful for the sympathetic attitude of the jury when considering our case conjointly. In some of the letters inquiries are made as to whether new regulations were framed after the collision on 6th September. In reply, I may state that the old rule about “two steamers approaching piers at or about the same time,” was re-issued on 11th September to all the captains, and in the letter which I received from Mr M‘Lean, the manager, it ran as follows:—“Please note that the steamer running for the train connection at Balloch is, as hitherto, to have the preference at any of the piers.”

“This, in my opinion, is an excellent regulation, and likely to remain the standing order for future seasons, for it is the only safe verbal solution of how to facilitate traffic and prevent accidents. That an accident did really occur arose from the fact that when approaching Luss Pier I calculated on the company’s rule of the road being attended to by my brother captain, which I venture to say, almost every man in my position would have done; while, on the other hand, Captain M‘Kinlay, who had been specially apprised by the manager that his steamer was to leave Luss ten minutes before mine, considered that this alteration in the timetable virtually abrogated the rule, and so deemed that though he was late he still had the right to the pier.

“I am glad that all the verdicts have seemed to meet with general approval, though the public may naturally have felt alarmed at the frequency of such collisions of late which have come not single spies, but in battalions.—I am &c., Alex. Neilson.”—Glasgow Herald, October 21, 1889

Prince Consort in North British colours leaving Luss (Washington Wilson)

The Queen at Balloch

The Queen at Balloch, unusually with her bow to the north

The new steamer was available for the 1890 season.

“The new Lochlomond steamer, Empress.—This steamer, intended for the Lochlomond passenger traffic, and which has been lying for some time above Dalquhurn Point, was got under steam last Friday to begin her journey up the river to Lochlomond. At the start considerable difficulty was experienced in getting over a sandbank at the entrance to Dalquhurn Lade. While operations were going on here last Friday, about 2 o’clock, an incident causing great excitement occurred. A small boat had come ashore with a party, and going back the boat came in contact with one of the ropes and was upset, the occupants being thrown into the water. Another small boat which went to the rescue met with the same fate, and other two were thrown into the water. Fortunately they were all rescued, although one of the four, who had to hold on to a rope for a long time, was in a very exhausted state. In the afternoon of that day the Empress was got up to Cordale Point, and was moored there for the night. On Saturday forenoon the journey was resumed. The first difficulty after getting round Cordale Point was opposite Dillichip Works, where she ran on to a sandbank, and nearly four hours elapsed before she got off. About a quarter of a mile farther up, and when opposite the ground of the Vale Football Club, another delay of over one hour was experienced. At this time there would be 100 men on each side of the river, in addition to seven horses, lending assistance. The steamer was with ease got under Dillichip and Bonhill bridges, but when at Lymbrane it was deemed advisable, on account of darkness, to anchor there. The new steamer was safely taken up the Leven on Monday forenoon, and is now moored near the mouth of the loch. Captain Gillies thanked all for the able and willing support given amid exceptional difficulties. The Empress draws couple of inches of water more than The Queen. and the river was a couple of inches shallower than when The Queen was taken up, so that for a considerable part of the way the new steamer had actually to be dragged. Mr Thomas MacLean, manager of the Steamboat Company, exerted himself to the utmost in making arrangements for a safe journey up the Leven. Great credit is due to Captain Gillies for accomplishing the voyage in safety. This is the largest and heaviest steamer that has ever been taken to Lochlomond. On Saturday it was specially noticeable the large number of willing hands who gave voluntary service in getting the steamer over the more difficult parts, and especially in passing under Bonhill Bridge, which was got under so smoothly.”—Lennox Herald, January 18, 1890

Empress at Ardlui

Empress approaching Luss

“A large steam launch belonging to Messrs Lucas & Aird, London, contractors for the West Highland Railway, went aground on Saturday at Milton Works. The launch was on its way to Lochlomond to carry the workmen engaged on the new railway from their operations to their place of lodging. The launch was got off safely on Sunday with the assistance of a number of horses, and is now on Lochlomond.”—Lennox Herald, January 18, 1890

With the Empress at Balloch, awaiting completion of her deck fixtures, funnel and mast. The Prince Consort was dispatched down the Leven for overhaul. It was rumoured that she would be used that summer for ferry duties between Greenock and Helensburgh, but that did not come to pass, and as there was insufficient water in the Leven, she spent the year in Bowling Harbour.

“The Leven unnavigable (from our own correspondent.)—Alexandria 12.15—The Loch Lomond steamer Prince Consort which has been lying in Bowling Harbour for the past year undergoing repairs, was taken up the Leven a few days ago as far as Renton, but the depth and strength of the current prevented it being taken further. Within the last two days the river has fallen a foot, and this forenoon the Consort, under charge of Captain Gillies, and pulled by eight horses, was taken to Loch Lomond.”—Glasgow Evening Post, October 26, 1891

The steamers were scheduled with little change.

“Note.—Steamer leaves Luss every morning in connection with 8.48 train from Balloch.—Loch Lomond, Queen of Scottish Lakes.—Splendid saloon steamers sail up daily in connection with 7.50 and 11.05 a.m. and 5:46 p.m. trains from Glasgow (Queen Street), and on Wednesdays and Saturdays only in connection with 1.45 p.m. train from Glasgow.—Saloon steamer on hire for pleasure parties.—Circular tour of Loch Lomond and Loch Long.—Passengers leave Glasgow (Queen Street) by 9.15 a.m. train to Craigendoran and by 11.05 a.m. train to Balloch Pier. For further information apply to North British Railway Station Agents or to Thomas M‘Lean, 99 Main Street, Alexandria, N.B.”—Glasgow Evening Post, June 9, 1890

The construction of the West Highland Railway along the side of Loch Lomond created some problems. There was a fatality on the road between Arrochar and Tarbet. There were also problems with the navvies.

“On Saturday afternoon a ’bus conveying 29 passengers from Arrochar to the Loch Lomond steamer was accidentally upset near Tarbet. One of the passengers, Mrs Scrymgeour, wife of a master baker, 4 Nethergate, Dundee, was taken out dead, and seven others were more or less seriously injured. It is surmised that the lady was killed by severe shock to the system. The driver of the ’bus, Duncan Carswell, was apprehended in the course of the afternoon by the Dumbartonshire police. The accident is alleged to have occurred through driving too near the edge of the road in order to pass a cart loaded with rails for the new railway line.”—Glasgow Herald, August 25, 1890

“Arrochar.—Assault near Loch Lomond.—Among the navvies engaged at the new Highland Railway, and who are employed at present between Tarbet and Ardlui are some troublesome fellows. The other night one of the captains of the Loch Lomond steamers was accosted by two of them and only escaped on assuring them that he was not a police officer. A very serious assault was committed at midnight on Saturday a short distance from Arrochar pier. One of the navvies was met by two others, who brutally assaulted him, and deprived him of his boots, trousers, and all the money that was in his possession. The assaulted man reported his case to constable M‘Lennan, whom he met between Tarbet and Arrochar, and it says much for the pluck of the constable that he resolved to tackle the ruffians single-handed. Proceeding with the man assaulted they came upon the men between Tyness and the pier. One of them showed fight, but he was overcome, and both were secured and taken down yesterday morning to the lock-up at Alexandria. Their names are James Roger and Charles Charlton, one of whom was wearing the trousers taking from the injured man.”—North British Daily Mail, September 1, 1890.

The initial Lanarkshire & Dumbartonshire Railway proposal for a new railway to Loch Lomond was published in the Glasgow Herald on December 12, 1889 and led to public meetings in January 1890. In general, it was very well received as the service provided by the North British was felt to be inadequate and the fares too high when compared with other branches. The track of the new line from Glasgow followed along the north bank of the Clyde on the landward side of the works and shipyards of Scotstoun and Clydebank to Bowling, where it turned inland, crossing over the North British line and the Forth and Clyde Canal before returning to the edge of the river as it made its way to Dumbarton. After crossing Dumbarton Common, it crossed the river at Dalqhurn point, with a station at Renton, then immediately back across the river to skirt the Strathleven Estate. The railway emerged crossing the highway just south of Dillichip Terrace and passed behind Bonhill, over the Bonhill Burn on a bridge and most likely with a station replacing the site of the newly constructed Drill Hall. The line continued (along the Slunger), skirting the Milton Works, and on to Jamestown, where there would be another station. The line passed under the Forth and Clyde Junction line and the Kilmaronock road to the terminus that was a pier near Balloch Castle. (Lennox Herald, December 14, 1889, and January 11, 1890) Later in the year, a new line was surveyed where the line from Jamestown ran north through the countryside to Gartocharn before descending to a pier on the loch at Aber. It had earlier been pointed out by local residents that at Aber, east of Balloch and Auchendennan, west of Balloch were the first points at which public access to the loch were to be found. (Lennox Herald, June 20, 1891)

There was Parliamentary push-back and the North British and Caledonian Railways met to negotiate an agreement whereby the two railways would share Dumbarton Railway Station—which the Caledonian would rebuild—and the line from Dumbarton to Balloch would be jointly worked, as would the steamers on Loch Lomond for which the Caledonian would pay the North British £15,000. With minimal expenditure, the Caledonian had secured equal ownership and access to the Loch Lomond fleet. The arrangement would come into force once the Lanarkshire and Dumbartonshire had opened their line from Glasgow to Dumbarton for passenger traffic.

Local opinion was very much in favour of the new arrangement. There was frustration with the North British and their fares which were higher to Alexandria, Balloch, and especially Renton, when compared to those charged on the Helensburgh branch. Sailing on Loch Lomond was also deemed expensive.

“Fares on the Balloch line.—Glasgow, June 8, 1892.—Sir,—Now that the North British and Caledonian Railway Companies have joint powers on the Balloch line, it is to be hoped that they will give greater facilities to the travelling public by increasing their train service, and at the same time reducing the fares between Glasgow and their stations north of Dumbarton. From 1.45 till 3.45 is too great an interval (especially on Saturdays) between down trains from Queen Street, and the difference is all the more striking when the next two trains are advertised to leave within 45 minutes of each other—viz., 5.00 and 5.45. There is no up train from Balloch in the morning from 8.48 till 10.45, although the following train leaves a quarter of an hour later. Then again the single and return fares are altogether out of proportion compared with the charges to Helensburgh, a run of four miles farther. A third class single from Queen Street to Balloch costs 1s 4d, return to 2s 2d, return Queen Street to Helensburgh 1s 6d, so that for only 2d more, a journey can be made from Queen Street to Helensburgh and back for what one must pay to reach Balloch. Of course there is no opposition from Dumbarton to Balloch or this state of things would have been remedied long ago. Now that it is a joint line, the public will look forward to many much needed reforms, which will in a manner help them to forget the bad service of the past.—I am &c., Loch Sloy.”—Glasgow Herald, June 13, 1892

“Fares to Lochlomond.—Glasgow, June 14, 1892.—Sir.—I have to thank Loch Sloy for drawing attention to the disparity in railway fares as between Glasgow to Balloch and Glasgow to Helensburgh. There is still another which seems more glaring—viz., the Wednesday and Saturday excursions to Loch Lomond, fares for which are charged as follows:—Glasgow to Head of Lochlomond and back—first class 5s, third class 3s 6d; Dumbarton to Head of Lochlomond and back first class 2s, third class 1s 6d. Now the return fares to Dumbarton from Glasgow and back are respectively 2s 5d and 1s 6d. Perhaps the railway company will see to it that this overcharge of 6d to their Glasgow and vicinity customers is deducted from the present fare at once.—I am &c., Round Loch Sloy.”—Glasgow Herald, June 16, 1892

Empress at Ardlui

Empress at Ardlui (Valentine)

Empress leaving Inversnaid

Empress at Luss

Closer view of the steamer

Luss village from Empress

On board Empress

On board Empress, passing Inchmurrin

In 1891, the North British Steam Packet Co., introduced the Lady Rowena to take up the Loch Long and Arrochar service from Craigendoran, in conjuction with the Loch Lomond steamers. The Caledonian Steam Packet Co., after its formation in 1889, also began running steamers from Gourock and the Clyde Resorts to Arrochar in connection with the Loch Lomond excursion. Chancellor sailed to Arrochar and Lochgoilhead for the Lochgoil and Lochlong Co., but in 1892, she was sold to the Glasgow & South-Western Railway Co. where she remained on the Arrochar station.

Lady Rowena off Arrochar

Lady Rowena at Arrochar Pier with coaches for the Loch Lomond tour

In November, 1891, it was announced that the winter service on Loch Lomond was to be reduced to three sailings a week. This created some hardships for local residents.

“Passenger service on Loch Lomond—November 7, 1893—Sir,—The passenger service on Loch Lomond,, being in the hands of a monopoly, the residents on the loch side are left in the lurch so far as going to Glasgow is concerned. For the winter service from November 1 the paddle steamer Prince of Wales sails on Tuesdays, Thursdays, and Saturdays from Balloch on the arrival of a train from Glasgow, and proceeds to the top of the loch and returns in the afternoon. But we cannot go to Glasgow and back without spending two nights in the city. What we want is a boat to go from the top of the loch to Balloch and return at least one day in the week, say Wednesday. Perhaps the fares might be reduced if a rival steamer were placed on the loch as they are excessively high at present.— I am &c., Staple Trade.”—Glasgow Herald, November 9, 1893

The Queen at Inversnaid

In 1894, the West Highland Railway was opened for passenger traffic throughout. The railway station at Ardlui was close by the pier, bringing with it a host of new possibilities for day tours and excursions involving the steamers on Loch Lomond that could scarcely have been envisioned by the pioneers half a century before when coaches and steamers exchanged passengers at Inverarnan. The winter that year was especially old, and in the new year, the lower and shallower stretches of Loch Lomond froze. The Loch had frozen many times previously, often affecting the workings of the steamers which had to break through the frozen surface, but in early 1895, the freeze was profound. Some further details have been collected in another article.

The Queen, frozen in at Balloch with Empress behind and Prince of Wales at the pier. The catering on Prince of Wales was opened to provide hot drinks for the skaters and other visitors to the loch

“Loch Lomond steamer aground.—Yesterday morning the Loch Lomond steamer The Queen on the first run up the loch ran aground between nine and ten o’clock at Rossdhu Point, south from Luss. Captain Wilson, along with the pilot, was on the bridge at the time, and was put off his reckoning by the denseness of the fog and in keeping clear of a small boat which came in the course. During the day the steamer Empress was employed in an effort to move The Queen but without result, she being so firmly aground. In the evening the three available steamers of the Loch Lomond fleet were called into service in an effort to pull The Queen off the sandbank at Rossdhu Point. Although strenuous efforts were made they proved unsuccessful, and the steamer remains hard and fast. It is expected that another attempt will be made in a day or two. The fact of Loch Lomond being within an inch of its lowest level recorded during the past thirty years explains in some measure how the steamer was run so hard aground.”—Glasgow Herald, June 16, 1896

The Queen leaving Luss

The Loch Lomond regatta was an annual event featuring exciting rowing matches. In 1896, the Prince of Wales was the club steamer (Gilchrist)

Although the tourist trade provided the main focus for the Loch Lomond steamers, it also provided a lifeline for local residents. Here sheep are being loaded onto a steamer at Inversnaid (Gilchrist)

The Lanarkshire and Dumbartonshire Railway was completed to Dumbarton in the middle of June, 1896, and was opened on October 1, 1896, for passenger traffic. On that date the Dumbarton and Balloch Joint Line agreement came into force and the Loch Lomond steamers became jointly owned by the North British and the Caledonian Steam Packet Company. The succeeding history will be covered in forthcoming article.

Steamers Prince of Wales and Prince Consort laid-up in Drumkinnon Bay with the service steamer at the pier in the background

Empress at Balmaha

Robertson, “Robertson’s Tourist Guide to the Beautiful and Romantic Scenery of Loch-Lomond,” John M‘Leod, Glasgow, 1855.

Jacob Abbott, “Rollo in Scotland,” W. J. Reynolds & Co., Boston, 1856

Donald Macleod, “Lochlomond Steamboat Companies.” Bennett & Thomson, Dumbarton, 1889.

Graham E. Langmuir, “Loch Lomond Passenger Steamers,” in Clyde Steamers, No 26, Clyde River Steamer Club, Glasgow, 1991.

Ian Ramsay, “The Advent of the Saloon Steamer,” in Clyde Steamers, No 30, Clyde River Steamer Club, Glasgow, 1994.

Alan Brown, “Loch Lomond Passenger Steamers,” Allan T. Condie, Nuneaton, 2000.

Alistair Deayton, “Scottish Loch and Canal Steamers,” Tempus, Stroud, 2004.

G. Ransom, “Steamers of Loch Lomond.” Stenlake, Catrine, 2007.

Brian Patton, “On Landlocked Seas Part 3: Ships of Loch Lomond, Loch Katrine and nearby lochs.” Brian Patton, Berwick, 2018.

G. H. Robin, “The Lanarkshire & Dumbartonshire Railway,” The Railway Magazine, No 693, Tothill Press, London, 1959..

3 Comments

Jim Galt
June 11, 2023
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Another superb article!

And with a fascinating “what if” – if the Caley had pressed on with their plans for an independent line with a steamer terminus on the Loch what would have been the result?

No doubt the combative CR would have started steamers on the Loch under the able management of James Williamson of the CSP and they would probably have been larger and faster than their NBR rivals – would we have seen breakneck competition and racing along the lines of what was happening on the Clyde at the time?

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- valeman
  June 11, 2023
  Post a Reply
  
  Thanks for the comment Jim. No doubt the Caledonian would have added larger, faster and more efficient steamers, and I doubt the existing North British would have able to compete. I just wonder if they would have lowered fares to attract the working folk of west Scotland and if the pier owners would have welcomed more day trippers.
  
  Post a Reply
  - Jim Galt
    June 15, 2023
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    Controversial I know but i would have loved to have seen loch Lomond develop along the lines of the Swiss lakes with a rack railway up Ben Lomond from Rowardennan and a cable car from Inversnaid with an Hotel at the summit!
    
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