Graham Brymner was born on 27th January 1827 in Greenock, the son of Elizabeth (neé Fairlie) and Mr Alexander Brymner, who was the cashier in the Greenock Bank, and was at one time editor of the Greenock Intelligencer. Graham was educated at Greenock Grammar School and afterwards sought his fortune as a planter in the West Indies. On returning to Greenock in the 1840s, he took up office work, and then started a business with his elder brother, Douglas, who was at the time engaged as a shipping clerk. The firm of Messrs D. & G. Brymner were coal and lime merchants, with premises in East Quay Lane. The vessels they used were mainly wooden gabbarts or small schooners. The Alexander, presumably named after their father, was built for them by Messrs Scott & Sons, Greenock. The Mount Stuart was built by Messrs M‘Lea on the slip at Rothesay in 1855 and Strath Clutha the following year by Messrs Scott & Macgill at Bowling. They also had built and briefly employed an iron screw steamer, Therese, in 1853.
Douglas Brymner was married in 1853, and withdrew from the business in 1856 as a result of ill health and over work, and the following year he emigrated to Canada where he rose to become the head of Canadian Archives. His brother, Graham Brymner, continued with the shippimg business for some time but the reorganization of the Clyde Shipping Co. in 1856 provided an opportunity to become a managing partner at Greenock. Over the next few years, Brymner’s management skills were honed and recognized, and his standing in the community rose so that in 1860, he was elected to the Greenock Town Council Board.
When the Greenock and Helensburgh Steamboat Co., Ltd. was floated in 1865, Graham Brymner was an obvious choice for the position of manager. The Company ran four small, neat raised-quarterdeck steamers, Ardencaple, Rosneath, Ardgowan, and Levan from Glasgow and Greenock to Helensburgh and the Gareloch with rail connections in Greenock. Catering with connections with the railway at Helensburgh was less effective. Tensions between the directors on the north bank of the Clyde and those on the south bank soon showed and in September 1866, Mr Brymner resigned to be replace by Mr Paton who had managed the Henderson & M‘Kellar steamers and presumably knew how to better please the north bank Helensburgh and Gareloch faction.
Ardencaple (Alasdair Macfarlane, Evening Citizen)
“Greenock and Helensburgh Steamboat Company.—We understand that Mr Paton, late manager of the Messrs Henderson’s steamers at Glasgow, has been appointed manager of the Greenock and Helensburgh Steamboat Company (Limited), in room of Mr Brymner, one of the directors of the company, who has resigned the management.”—Greenock Advertiser, September 6, 1866
Mr Brymner remained a director but he clearly had wider ambitions and within the month had placed an order for a new steamer of his own. Just as the coming of the railway to Helensburgh had disrupted the pattern of steamboat services to the Gareloch, the coming of the railway to Wemyss Bay had disrupted steamboat services to Largs and Millport. A year after the railway opened in 1865, the Wemyss Bay Steamboat Co. had to sell off its two saloon steamers, Kyles and Bute, to sail on the Thames, and consolidate business with their two funneled Largs, and two smaller steamers, Victory and Argyle, purchased from Captain Duncan Stewart. With these they provided service to Largs, Millport and Rothesay.
Largs (Alasdair Macfarlane, Evening Citizen)
Victory (Alasdair Macfarlane, Evening Citizen)
Argyle (Alasdair Macfarlane, Evening Citizen)
“Wemyss Bay Line.—Arrangements for May, in connection with the Royal Mail Steamers from Wemyss Bay, and trains leaving Glasgow, for Rothesay, Innellan, and Toward, 8.25 and 10.10 a.m., 2.45, 4.10, and 5.40 p.m. (2.45 p.m.direct Rothesay only,); for Largs, Fairlie, and Millport, 8.25 and 10.10 a.m., 2.45 and 4.10 p.m. (2.45 p.m. direct Largs only,); 10.10 a.m. and 4.10 p.m. call at Fairlie. Steamers leave Rothesay, calling at Innellan and Toward, 6.50, 7.50, and 10.30 a.m., 3.00, 4.45, and 6.00 p.m. (6.50 a.m., and 4.45 p.m. direct to Wemyss Bay.) Steamers leave Millport calling at Fairlie, 6.45 and 10.30 a.m., and 3.00 p.m. Steamers leave Largs, 7.10, 8.00, and 11.00 a.m., 3.30 and 4.40 p.m.—Manager’s Office, Wemyss Bay, 27th April, 1867.”—Glasgow Herald, May 22, 1867.
The M‘Kellar fleet that for many years provided steamboat service from Glasgow to Largs, Millport and the east coast of Arran, had been reduced to three vessels in service at the beginning of 1864: the Venus of 1852 and the Lady Kelburne and Lady Brisbane dating from the early 1840s. That year, the Venus sailed in the morning to Brodick and Lamlash on Arran by way of Largs and Millport (8.00 a.m., returning from Lamlash at 2.00 p.m.) while Lady Kelburne and Lady Brisbane took the morning runs from Millport (7.15 a.m., returning at 3.15 p.m.) and an early afternoon sailing to Ayr from Glasgow (1.30 p.m., returning the following day at 7.00 a.m.). A series of mishaps on the Lady Kelburne that summer pointed out deficiencies in the service.
Venus (Alasdair Macfarlane, Evening Citizen)
“The Largs steamboats.—Accident to the Lady Kelburne.—To the Editor of the Glasgow Herald.—Glasgow, 25th August, 1864.—Sir,—I have refrained from drawing attention to the state of the Largs steamers, from the fact of being myself so much engaged in steam navigation, but the time has arrived when public safety demands that a protest should be made against the scandalous manner in which the service is conducted, and I take as an illustration an accident which occurred this morning to the Lady Kelburne, which had the weather been otherwise than fine, would, I am convinced, have resulted in the most serious consequences. We had scarcely left Inverkip Ferry until steam was seen to issue from the engine room, and the vessel was suddenly stopped. The cause was soon ascertained to be the bursting of the feed pipe, which was little wondered at by many on board, as an accident of a similar nature had occurred to the boiler on Monday last, which resulted in the vessel arriving at Greenock quay on her downward passage with her engine room full of water; and upon that occasion I can only characterise the conduct of those who allowed the vessel to proceed upon her afternoon voyage as iniquitous, for it was well known that coming up in the morning of that day with a dense mass of human of human beings, a defect was found in the boiler, and water was seen in the engine room by the passengers on deck; and so bad must have been the case, that the engineer left, or was dismissed from the vessel. I fail to discover what benefit is derived from the Board of Trade having surveyors at this port, if it is not for then to watch from time to time the state of the steam vessels plying upon the river; and where such dense crowds of the people are being so constantly conveyed to and fro, it surely behoves the proper authorities to see that the most stringent rules be observed to prevent, as far as human foresight can, the occurrence of accident to life and property, but of small avail will those rules be, if those whose duty it is to see their carried out do not act vigorously—but who, by attending to this urgent need, will be thanked by those who, confident of safety, because of the hitherto rare occurrence of disaster, yet must sometimes consider what the end of an accident would be to a Monday morning steamer crorwded with a load of panic-stricken passengers. I have seen the steamers upon the Largs station so crowded that if an accident occurred no prudence on the part of those in charge would be of any use; and I have seen at such a time the captain leave the deck and collect the tickets in a cabin so filled with people that it was with difficulty he could extricate himself and return to the deck; and all this time the human freight left in charge of a solitary “hand,” who had alike to steer the vessel and command the engines. I am convinced that the importance of the subject which I have thought proper to make public will warrant the introduction of this letter in your columns, and I trust that it may have the effect of bestirring those whose duty it is to look after the common weal; and that they may realise the feeling of those who have, experienced the evil of which I have written, I beg to enclose the copy of a letter which has this day been addressed to the Surveyor of the Board of Trade.—I am, your obedient servant John Burns.
“Greenock, 25th August, 1864.—Sir,—We protest against the condition of the Largs steamers, and we appeal to you, as Surveyor of the Board of Trade, to make an official inquiry, in order to prevent risk to life and property arising from the defective state of these steamers, and more especially to that of the Lady Kelburne.—We are, your obedient servants, James Smith, Skelmorlie, A. H. M‘Lean, Largs. James Campbell, Sheriff-Substitute at Paisley, James Wilkie, Largs. James Foote, Skelmorlie, Robert Strang, Skelmorlie, T. Yates, Skelmorlie, James Alexander, Glasgow, John Bums, J. Gray Waddel, Glasgow, James R. Reid, John Pirire, Wm. James Davidson, Wm. Lawson, Glasgow, Ninian B. Stewart, Glasgow, W. BellLeech, Glasgow, D. H. Mille, Glasgow, Peter Kerr, Paisley., Stephen Montgomery, Glasgow, W. Inglis Scott, William M‘Adam, J. W. Hoby.—To James Greir, Esq., Board of Trade Surveyor.”—Glasgow Herald, August 26, 1864
Lady Kelburne
The reply from the representative of the Board of Trade was quite detailed, and probably touched a nerve with the shipping magnate, Burns.
“The Largs steamers.—Accident to the Lady Kelburne.—To the Editor of the Glasgow Herald.—Sir,—For the information of Mr. Burns, and those whose names are appended to the letter which appears on the above subject in your impression of to-day, I will thank you to publish the following.—I am, Sir, your obedient servant, James Grier, Engineer-Surveyor to the Board of Trade. Glasgow, 26th August, 1864.
“(Copy.) Office of Surveyors to the Board of Trade, Custom House, Glasgow, 26th Aug., 1864. John Burns, Esq., Sir,—As you have thought fit to address a letter to the Glasgow Herald, complaining of the condition and management of the Largs steamers, in which you refer especially to two accidents which are stated to have occurred to the Lady Kelburne, and as your signature is appended to a memorial which I have this morning received on the same subject, it will no doubt be a relief to your mind to be informed that the Lady Kelburne was withdrawn from her station yesterday, that I have this morning made an examination of the boilers and machinery of both the Lady Kelburne and Lady Brisbane, and that the following are the causes of the two accidents to which you refer:—
“First.—On Monday least one of the sludge-hole doors at the bottom of the boiler had not been properly secured by the engineer, and, when the full pressure of steam was attained, the joint of the door was blown off, and the steam and water escaped into the bilge.
“Second.—Yesterday a bolt connected with the feed-pipe was blown out. The damage was reported to this office by the owner, and the vessel was at once withdrawn, in order that the necessary repairs might be effected.
“From your knowledge of steam vessels you must be aware that an accident of the nature of the foregoing might have happened on board one of your own vessels, and I think it should scarcely be used as an illustration of “the scandalous manner in which the service is conducted.” In your letter to me you ask me to inquire into the “defective state of the steamers.” I have to inform you that my survey is confined to the machinery and boilers, and I will take care that they are efficient. The vessels and their equipments are subject to the survey of Mr. Barber—a gentleman who has been some time at this port, and of whom it is sufficient to say that he knows his duty well, and will not shrink from the impartial discharge of it.
“With regard to the overcrowding of which you complain, the remedy is in the hands of the public. At one time there were Custom-House officers appointed to count the passengers, but it was thought that this approached too closely to a Continental system of espionage, and the officers were withdrawn. You are aware that the master and owner are bound, under a heavy penalty, to exhibit the passenger certificate in a conspicuous part of the ship; and if any passenger is satisfied (and has witnesses to support him) that the number on board exceeds the number allowed, it is quite competent to him to summon the owner and master for the offence. I may, however, state that during the few weeks I have been at this port, I have heard Mr. Barber speak very plainly and unmistakeably on this subject to some of the masters and owners—owners, too, who I am informed stand high in the steamboat world, and who should set a better example; and if they disregard the warning which he has given them, they will have themselves to blame if, in the discharge of his duty, it becomes necessary to make an example of them.
“You complain of the discipline and management on board the Largs steamers, but I think that you would be the first to protest if the Board of Trade or their surveyors were to interfere in these matters. -I am, Sir, your obedient servant, James Grier, Engineer-Surveyor to the Board of Trade.”—Glasgow Herald, August 27, 1864
For the 1867 season, Lady Kelburne required a new boiler and was laid up, awaiting disposal. The Venus was also sold to Captain Gillies, who had worked for the M‘Kellar, but continued to sail on the Largs and Millport station, extending to Brodick and Lamlash on Fridays and Saturdays with an early Monday run to Glasgow. The remaining M‘Kellar steamer, Lady Brisbane, sailed from the Broomielaw at 10.30 a.m. for Largs and Millport, returning in the afternoon. The single fare in steerage was 6d., and the cabin return was 1s. 6d.
This was the last season in which Lady Brisbane sailed for Captain M‘Kellar. In the new year, she was purchased by Messrs Hugh Keith and began sailing to the Holy Loch. In April, 1868, she was sunk while pulling out from Bowling Quay in a collision with the tug Flying Cloud. She was raised and repaired in May, reappearing as Balmoral on the Gareloch station.
Lady Brisbane as Balmoral
“The river steamer Venus.—The summer frequenters of Largs, Millport, and Arran will not be displeased to learn that, although this favourite and fast steamer has been sold by her veteran owner, “Commodore M‘Kellar,” she has been bought by one of his most steady, skilful, and civil captains, and will not be removed from the station, for which she was built by Messrs. J. & G. Thomson, and where she is so well known and appreciated. Her new owner, Captain Gillies, will take the command himself; and his jolly figurehead on the paddle-box will, we doubt not, give confidence to all who entrust themselves to his guidance.”—Glasgow Evening Citizen, April 14, 1867
“Presentation to Captain John M‘Kellar.—A number of the friends of Captain John M‘Kellar made a special trip yesterday to Lochranza, in the steamer Venus, and took advantage of the opportunity to present the Captain with a token of esteem and confidence. The gift took the form of a handsome binocular marine glass, and was bestowed, in name of the subscribers, by Mr John Mitchell, Millport. Mr Mitchell said he had great pleasure in being appointed to convey to Captain M‘Kellar the best wishes of the company, and to present him in their name, and in name of a number of other friends who were prevented attending, with a small but sincere mark of respect and trust. Captain M‘Kellar had gained the appreciation of a wide circle of friends; all who knew him thoroughly, esteemed him highly. Mr Mitchell was sure it was the earnest wish of every one present that the Captain might long continue to command the good ship Venus, and that he might enjoy health and prosperity. The sentiments of Mr Mitchell were cordially received by the company, who pledged the health of the guest with hearty goodwill. Captain M‘Kellar briefly but suitably returned thanks for the presentation. The arrangements of the committee who organised the trip were entirely satisfactory. “Creature comforts” for ladies and gentlemen on board were well attended to by Mr Thomas Smith, steward of the vessel Though the weather was disagreeable during a portion of the day, the trip was thoroughly enjoyed.”—Glasgow Herald, May 18, 1867
In early June, Captain Gillies was induced by the Wemyss Bay Steamboat Co., Ltd. to provide calls at Wemyss Bay, thereby filling a gap in their service to Millport.
“Largs, Millport, and Arran.—The swift sea going steamer Venus sails from Bridge Wharf every day at 2 p.m. for Greenock, Gourock, Kirn, Dunoon, Wemyss Bay, Largs, and Millport.
“N.B.—On Fridays and Saturdays proceeds to Corrie, Brodick, and Lamlash. Passengers per 4.10 p.m. Wemyss Bay train join the steamer at Largs. Returning from Lamlash on Saturdays and Mondays at 6.00 a.m., Brodick about 6.30, in connection with Wemyss Bay steamer for 8.45 a.m. express to Glasgow.”—Glasgow Herald, June 13, 1867
During the week, Venus provided an early morning service leaving Millport at 7.50 a.m. The new connections elicited a mixed response from travellers and letters to the Glasgow Herald attest.
“The Wemyss Bay Steamboat Co.—To the Editor of the Glasgow Herald.—Sir,—at the commencement of the season this company advertised additional accommodation and season tickets in lieu of the late increase of the fares, but ere this had been begun many days they again break faith with the public—at least as far as the Millport travellers are concerned—and instead of the usual company steamer in connection with the 4.10 down and 7.45 up trains they treat with the opposition steamer to wait the train on her way from Glasgow. Now, this being the only midday steamer, all the goods and luggage, never to mention women and children, come by it, and the consequence is that so much time is put off loading and unloading at Largs and Fairlie that the time taken is 35 minutes longer than it used to be. And this on a run of about 15 miles. The Rothesay passengers by the same train arrived 45 minutes earlier, which shows what competition can do.
“I should like to ask the directors if they think this honest treatment. There is a very strong feeling against this, I may tell them.—I am &c., “Grumbler with Cause.”—Glasgow Herald, June 19, 1867
Some positive encouragement was also received.
“The Wemyss Bay Steamboat Co.—To the Editor of the Glasgow Herald.—Sir,—Will you allow me to make a few remarks upon a letter signed “Grumbler with Cause,” which appeared in Wednesday’s Herald, the contents of which are, I think, very unfair to the Steamboat Company?
“He complains, and most unjustly, that the above company have broken faith with the public. Some little time ago they gave notice that, on and after the 8th of June, an additional steamer would be put on the Millport station; and when the 8th of June came around the steamer was put on as promised. Previous to that date there was no steamer to Millport in connection with the 2.45 p.m. train from Glasgow—the steamer which met that train only going to Largs, as it had not time to go to Millport and be back again in time for the 4.10 p.m. train. The company accordingly made arrangements with the owners of the swift steamer Venus to run in connection with the 4.10 train to Largs and Millport; and it is of the speed of this fine steamer that he now complains.
“As regards the time taken to land the goods and women and children, I can only say that since the Venus began to run with the trains I have sailed pretty often in her, and have no cause to complain as your correspondent does. The Steamboat Company served the public very well now and their arrangement with the Venus is worthy of all praise. Yours truly,—Speed.”—Glasgow Herald, June 19, 1867
On the Monday after Brodick Fair later in the month, the Venus received more criticism.
“Wemyss Bay Steamboat Company.—To the Editor of the Glasgow Herald.—Glasgow 26th June, 1867.—Sir,—Surely this morning’s trip from Millport to Wemyss Bay in the fast sailing steamer Venus will satisfy the frequenters of Largs and Millport that the steamboat company are making regular fools of them. The Venus arrived at Millport with her steerage completely filled with cattle and horses; the cabin end was occupied by the roughest lot I ever saw on board a steamer. There were card-sharpers, orange women, sweetie women, fiddlers, wheel-of-fortune men, one-legged sailors, shoeblacks, women of doubtful aspect, if not of doubtful fame, &c., &c., and all had their usual accompaniments of baskets, wheelbarrows, &c., &c. The positions they had taken were of the most free-and easy-sort you could imagine. Some were sleeping, others playing cards, and some old ladies were busy making a “wee drap tea” in tin cans. We had on board, you will see, a good general cargo.
“The steamer had to get “coaled” at Millport, which detained us a few minutes. After we did get started the sail was anything but a pleasant one, although the morning was beautiful and the sea perfectly calm; we had such swinging from side to side as to cause a great deal of fear to those on board, if there was not actual danger. Although, I for one will be very careful that I don’t again go in the Arran steamer on the day after Brodick Fair.
“Now, Sir, what makes this all the more aggravating is that the steamer Largs was at Millport when the Venus left, and had been lying there all night, and was to go to Wemyss Bay shortly after the Venus, and she was to go empty. Why did she not take over the passengers? The cost would have been nothing when she was going at anyrate. It is really too bad; and the management is not keeping faith with the public when they give them to understand that the railway boats are to run as on former years, and then treat them to such a trip as we had this morning. I don’t think I ever heard more general expressions of disgust than I did this morning from the regular passengers, and it is high time something was done in the matter. This morning the train had to wait fully 10 minutes on the steamer.—I am, yours, &c., A Growl from Millport.”—Glasgow Herald, June 27, 1867
“To the Editor of the Glasgow Herald.—Glasgow 26th June, 1867.—Sir,—I have been a regular traveller by the Largs route for the last two years, and during that time have suffered much from the careless way in which it is managed. I ran a great risk of being killed when the accident occurred, and have often been detained for upwards of an hour. But this morning the directors seem to have reached the height of perfection in their efforts to disturb the comfort and mar the pleasure of their patrons—the public. I was at Largs pier punctual to the hour for starting, but no steamer was there. At last the Venus hove in sight, coming up a quarter of an hour behind time, and we got all huddled on board as best we could; but what a sight was it to look down upon the decks of that steamer! Yesterday was Brodick Fair, and evidently the Venus had come direct from it; for the steerage was occupied entirely by sheep, cows, and horses; and every inch of room back to the far end of the cabin was occupied with the lowest set of men and women that can be gathered at a country fair, with all their stock-in-trade piled up or thrown down in that easy style that tells they are masters of the situation for the time being. It was a motley group of strolling players, card-sharpers, thimble-riggers &c., and their language was of the most filthy kind. I was glad neither my wife nor family was within earshot of them. But I ask Sir, if I was at all fair on the part of the Railway Company to compel us to go into such a den of filth and iniquity? We are surely entitled to have a clean boat placed at our disposal; and the directors have only to repeat for a week what they did this morning to find that the public have the remedy yet in their own hands.
“Trusting by insertion of this you will give expression to the loudly expressed dissatisfaction of those on board.—I am, &c., B.”—Glasgow Herald, June 27, 1867
Problems with Venus extended into July when she was damaged and eventually sank at Lamlash.
“Accident to the steamer Venus.—On Friday afternoon the steamer Venus while on her downward passage, touched the ground at Gourock, and sustained some damage, which caused her to leak amidships. She was, however kept on her course, and in the evening arrived at Lamlash, where, as the tide receded, she was allowed to get aground at the end of the pier for the purpose, it was understood, of ascertaining the nature of the leak. Unfortunately the configuration of the bottom was not such as to allow this to be done with impunity. The stem of the vessel go propped on one sandbank, and the stern on another, while the ’midships section, spanning an intervening hollow, was left without support. Under these circumstances the weight of the machinery proved too much for the unaided strength of the hull and the result was a serious strain. Some of the side plates below the paddle-boxes were considerably bent, and a portion of the deck planking abaft the funnels was displaced. The steamer, however, sailed for Glasgow, as usual, on Saturday morning, and in the evening she returned to Lamlash, leaking more than ever. She is now beached alongside of the pier, and on Sunday morning a sailing boat was dispatched to Ardrossan to obtain assistance. In the evening a steam-tug arrived with a large squad of ship carpenters, who at once set to work to rig up large pumps on boatd the water-logged vessel. With the help of these the Venus yesterday steamed up the river, and was put on a slip for repairs.”—Glasgow Herald, July 2, 1867
“Alarming accident on board the steamer Venus.—On Saturday evening the passenger steamer Venus arrived at Greenock Quay on her inward trip from Largs, Millport, &c., and after having landed several passengers was about to proceed to Glasgow when one of the boilers gave way near the neck of the steam pipe, and the boiling water rushing on one of the firemen on board, named Robert M‘Ewan, residing at 50 Bridgegate, Glasgow, was severely scalded about the face, hands, side, and thighs. A cab having been procured, the unfortunate man was promptly removed to the Infirmary. The alarm amongst the passengers was very great when the steam was observed issuing from the stoke hold, and great firmness had to be exercised in preventing many of the excited travellers throwing themselves recklessly from the vessel. The passengers were ultimately got ashore in safety and proceeded by rail, and the Venus was subsequently towed to Glasgow for repairs.”—Glasgow Herald, July 15, 1867
There were to other regular callers at Largs and Millport, the Ayr steamers, Vale of Clyde leaving Glasgow at 7 a.m. for Greenock, Gourock, Dunoon, Innellan, Largs, Millport, Troon and Ayr, returning at 2.30 p.m., and Vale of Doon, sailing from Ayr in the morning and returning from the Broomielaw in the afternoon.
It was into this milieu that Mr Brymner saw his opportunity, effectively competing with the remnants of the M‘Kellar service to Largs and Millport from Glasgow, and connecting with the railway at Greenock. It seemed to be a promising investment.
“Steamboat Contract.—We understand that Messrs Robert Duncan & Co., shipbuilders, Port-Glasgow, have received an order from Graham Brymner, Esq., to build a river steamer on the same model as the steamer Ardencaple, but 26 feet longer, with a corresponding increase of beam and depth of hold.”—Greenock Advertiser, September 27, 1866
In the new year, Mr Brymner’s steamer, Elaine, was launched in April, 1867. She was placed on the Largs and Millport station from Glasgow.
“Launch of a New River Steamer.—On Saturday Messrs Robert Duncan & Co., Port-Glasgow, launched from their building yard, a very handsome saloon river steamer for Graham Brymner, Esq., Greenock. The vessel, as she glided gracefully into the water, was named the Elaine (Tennyson’s late poem), by Miss Warren, Breadalbane Terrace, Glasgow. The Elaine is 175 feet long, 17 feet beam, and 6½ feet depth of hold. The saloon is about 75 feet long and fitted up in elegant style, and entering therefrom a commodious ladies’ cabin. The fore dining cabin is 20 feet in length and also elegantly fitted up. The engines, which are of 100 horse power will be supplied by Messrs Rankine & Blackmore, Greenock. After the launch, the ladies and gentlemen present retired to the moulding loft, where refreshments were served up, and the following toasts proposed—“Success to the Elaine and her Owners,” by Mr Duncan; “The Builders,” by Mr G. Brymner; “Miss Warren, who had so gracefully named the vessel, and the Ladies,” replied to by Captain Young; “The Engineers,” by Mr R. Little, replied to by Mr Rankine; “The Health of Capt. John Campbell,” by Mr Blackmore, replied to by Capt. Campbell; “Captain Young, who was to command the Elaine,” by Mr Little, who remarked that if the handsome appearance of the steamer did not attract passengers, he was certain the attentions of Captain Young would ensure at least the patronage of the ladies. Captain Young replied.”—Glasgow Evening Post, April 8, 1867
“Launch of a River Steamer.—On Saturday, Messrs Robert Duncan Co. launched from their building-yard at Port-Glasgow a handsome saloon steamer which was named Elaine, by Miss Warren, Glasgow. The Elaine’s dimensions are as follows:—Length of keel and fore-rake, 175 feet; breadth of beam, 17 feet; depth of hold, 6 feet, 7 inches. She is the property of Graham Brymner, Esq., and will be propelled by engines of 100 horse-power, supplied by Messrs Rankine & Blackmore, Greenock.”—Greenock Advertiser, April 9 1867
The new steamer was rapidly completed.
“New river steamer.—The fine new steamer Elaine, built by Messrs Robert Duncan &Co., Port-Glasgow, engined by Messrs Rankin & Blackmore, having had her engines put on board in the East India Harbour, had a most satisfactory start on Saturday. She proceeded down the river as far as Cloch, and then returned to Port-Glasgow, there to be painted and thoroughly finished, prior to being put on a station for the season. She steamed remarkably fast, and with little vibration. Her station is not yet fixed.”—Greenock Advertiser, April 30, 1867
Elaine as she appeared for Graham Brymner (from Alasdair Macfarlane)
In May she had her trials and entered service.
“Saloon steamer Elaine.— This handsome addition to our river passenger steamers, recently launched from the building yard of Messrs Robert Duncan & Co., Port-Glasgow, proceeded down the river yesterday on a preliminary trip previous to being placed on the Glasgow, Largs, and Millport station under the command of Captain Robert Young, late of the Campbeltown and Glasgow steamer Herald. The Elaine is constructed on the half-saloon principle, her internal accommodation being very commodious and well ventilated, while her fittings and decorations are exceedingly chaste and rich. The Elaine is 175 feet long, 17 feet in breadth of beam, and 6 feet 7 in. in depth of hold. She is propelled by double oscillating engines (Rankin’s patent) of 75 horse-power supplied by Messrs Rankin & Blackmore, Eagle Foundry, Greenock. On the preliminary run yesterday the Elaine sustained an average speed of about 17 miles an hour, which was deemed most satisfactory. The engines worked with great smoothness, an almost total absence of vibration being experienced. We have no doubt the Elaine will speedily become a favourite steamer on the route on which she is about to be placed. A select company of gentlemen was on board the Elaine yesterday, and partook of the hospitality of her owners. After dinner, good wishes for the success of the steamer were warmly expressed.”—Glasgow Herald, May 15, 1867
“Port-Glasgow.—Trial Trip.—Yesterday, the saloon steamer Elaine, built by Messrs R. Duncan & Co. here, for Councillor Brymner, Greenock, was down the river on her trial trip, when she attained speed of nearly 16 miles per hour. The fittings of the Elaine are very chaste, and her model is much admired. She will, no doubt, if placed on suitable station, become a favourite with passengers.”—Greenock Telegraph, May 5 1867
Reports indicated that she impressed in the area of speed.
“Rapid sailing.—Yesterday, the new saloon steamer Elaine, Captain Young, which was recently placed on the Largs and Millport station. made the run from Millport to Glasgow in 3 hours and 10 minutes, including stoppages.”—Glasgow Herald, May 29, 1867
“Pleasure sailing.—Largs and Millport, new saloon steamer Elaine, from Glasgow, at 9.45 a.m., from Millport, at 2.45 p.m., calling at Greenock, Gourock, and all intermediate ports. Return fares—Cabin, 2s.; Steerage, 1s 6d.”—Glasgow Herald, June 4, 1867.
The M‘Kellar steamer, Lady Brisbane, sailed from Glasgow at half-past ten, returning in the afternoon.
“Notice.–One of the Glasgow, Largs, and Millport Company’s Steamers will sail every day from Glasgow for Largs and Millport at half-past ten morning; returning in the afternoon.”—Glasgow Herald, June 4, 1867
As the season progressed, Elaine also sailed on Saturday evenings direct for Gourock, Largs and Millport at 7.30 p.m., returning from Millport at 6 a.m., Largs at 6.20 a.m., direct for Glasgow.
“Despatch.—The new saloon steamer Elaine made the run from Millport to Glasgow yesterday morning in two hours and fifty-two minutes.”—Greenock Advertiser, July 30, 1867
In November 1867, Graham Brymner ordered a second new steamer for the Largs and Millport station.
“New river steamers.— Captain Williamson of the Sultan is getting a new steamer built by Messrs Robertson & Co., Greenock. Mr. Brymner and others, Greenock, owners of the Elaine, are getting a new steamer by Messrs. Robert Duncan & Co.. Port-Glasgow.”—Glasgow Evening Citizen, November 1, 1867
The new vessel, Lancelot, was launched in March. She was a larger, more powerful, and improved version of Elaine.
“Launch.—To-day, at 2 o’clock, Messrs R. Duncan & Co., shipbuilders, Port-Glasgow, launched from their yard a very pretty river passenger steamer, named Lancelot, for Graham Brymner, Esq., Greenock. Her dimensions are: length, 190 feet; beam, 18 feet; and depth, 6 feet 10 inches. Her engines, which are oscillating, are of 90 horsepower, and will be put on board by Messrs Rankin & Blackmore, Greenock. The Lancelot, which is sister steamer to the Elaine, will be commanded by Captain Young, and is intended for the Millport and Largs station.”—Greenock Telegraph, March 13, 1868
“There was yesterday launched from the shipbuilding yard of Messrs Robert Duncan & Co., Port-Glasgow, a finely-modelled river passenger steamer for the owners of the Glasgow and Largs steamer Elaine. The vessel, on leaving the ways, was named “Lancelot” by Miss Bessie H. Swan, daughter of Mr Allen Swan, Greenock. The following are her dimensions:—Length of keel and fore rake, 190 feet; breadth, 18 feet- depth, 7 feet. She will be propelled by a pair of Messrs Rankine & Blackmore’s patent oscillating engines of 100 horse-power, fitted with feathering floats, and all the recent improvements. The Lancelot, on being completed, will be put on the Largs and Millport station as a consort to the Elaine, under the command of Captain Robert Young.”—Glasgow Herald, March 13, 1868
Lancelot had her trials at the end of April and took up her station the following week.
“Trial Trip. —On Tuesday the new Lancelot, recently built by Messrs Robert Duncan & Co., went down the Firth on her trial trip, having on board a large party. In spite of a very heavy sea and a strong gale from SW, the Lancelot ran the lights in 50 minutes 40 seconds a most satisfactory rate of speed. Dinner was served up, on the return—Mr Duncan, the builder, in the chair—when the usual toasts were given and responded to. The Lancelot has been fitted up with a pair of Rankin & Blackmore’s patent double piston-rod oscillating engines of 75 horse-power, the diameter of each cylinder being 32½ inches, with 4 feet stroke of piston. This, however, gives but a faint idea of the power of these engines, as they indicated during the trial trip 620 horse-power. Being fitted with expansion valves to save fuel, the engines will be wrought with great economy. The Lancelot, as well as her consort the Elaine, is the property of Messrs Brymner, of Greenock, and will ply to Largs and Millport—the Lancelot, during three months of the summer, probably going as far as Arran, for which trade she is eminently fitted, from her great speed and sea-going qualities. The engines were manufactured by Messrs Rankin & Blackmore, at the Eagle foundry, Greenock.”—Greenock Advertiser, April 30, 1868
“The New Steamer Lancelot.— This handsome new river steamer came out yesterday on the Glasgow, Greenock and Largs station, under command of Captain Young. She made the run from Greenock to Largs yesterday in one hour and two minutes, a remarkably fast passage.”—Greenock Advertiser, May 5 1868
Lancelot at the Broomielaw with Dunoon Castle and Eagle down river
With two steamers, management was placed with Mr John Brymner, the younger brother of Graham Brymner who was elected a Bailie in Greenock. The new steamer, Lancelot, took the morning run from Millport leaving at 7.30 a.m.; 7.55 a.m. from Largs, and calling at Gourock, Greenock, and on to Glasgow. The return was at 1.55 p.m. On Monday mornings, there was an earlier start, 6.45 a.m. from Millport and 7.10 a.m. from Largs. Elaine sailed from Glasgow at 9.55 a.m., returning from Millport at 3.30 p.m.; Largs 4.00 p.m., with the same intermediate calls. Cabin fare by either steamer was 2s.; steerage 1s. 8d., although for frequent travellers, return tickets were available at 22s. per dozen from Glasgow and 16s. per dozen from Greenock, and could be used interchangeably on either steamer.
Lancelot sailed to Arran on occasion such as the beginning of June when families were setting up their summer lets, and on the occasion of Brodick Fair.
The Wemyss Bay Company offered four sailings from Millport; 6.45 a.m. calling at Fairlie and Largs (7.10 a.m.) connecting with the 7.40 a.m. up-train; 10.45 a.m. calling at Largs (11.10 a.m.) connecting with the 11.55 up; 3.00 p.m. calling at Fairlie and Largs (3.30 p.m.) connecting with the 4.10 p.m. up and 6.15 p.m. for Wemyss Bay direct, connecting with the 7.00 p.m. up. On Mondays, there was an additional sailing at 7.40 a.m. connecting with the 8.45 up. The down service provided connections to Largs and Millport by the 8.25 a.m., 10.25 a.m., 4.10 p.m., and 5.40 p.m. trains from Bridge Street, the 10.25 a.m. and 4.10 p.m. also called at Fairlie. On Saturdays, there were additional steamers connecting with the 12.40 p.m. and 2.40 p.m. trains, though during the week the latter train connected only with a steamer to Largs as in previous years.
Early in the year Venus sailed from Millport at 8.00 a.m., Largs at 8.30 a.m.; returning from Glasgow at 2.00 p.m., five minutes after Lancelot. On Tuesdays, Thursdays and Saturdays, she proceeded to Corrie, Brodick, and Lamlash where she remained overnight, leaving Lamlash on Mondays, Wednesdays, and Fridays at 6.30 a.m. (Brodick 7.00 a.m.). Later in the season, she was sailing daily from the Broomielaw at 7.45 a.m. for Greenock, Gourock, Skelmorlie, Largs, Millport, Corrie, Brodick, and Lamlash. Returning in the afternoon.
One other steamer in the 1868 season was the Petrel, then running with notoriety on Sundays, but during the week, sailing for Largs and Millport at 9.15 a.m., and returning from Millport at 2.30 p.m. (Largs 3.00 p.m.). Fares were 6d. in steerage, 1s. in the cabin with a cabin return for 1s. 6d.
On Tuesday the 28th July, a small sailing boat capsized in Millport Bay in a sudden squall. Two gentlemen, Mr Alexander Tweedie and Col. Thomas Morgan were drowned and the third occupant, a Miss Brown, was rescued in an exhausted state by Mr Michael Anderson who had launched a small punt into the choppy waters when no others would venture to help. It was noted that the Wemyss Bay steamer Largs passed the spot during the incident and rendered no aid, creating some bitterness among the public and some correspondence in the newspapers that reflected the partisan feelings of the Millport residents and visitors.
“The boat accident at Millport.—To the Editor of the Glasgow Herald.—
“Neilston Road, Paisley, 31st July, 1868.—Sir.—In the account of the lamentable boat accident at Millport on Tuesday evening contained in the Herald of Thursday, it is justly remarked that some explanation of their conduct on the occasion is required of those in charge of the steamer Largs, who passed by in sight of one of the sufferers without attempting to render any assistance. There are, however, certain facts connected with the event sad event not contained in your report, which render the conduct of those in command of the steamer more inexplicable, and which on public grounds demand publicity. That Miss Brown was actually seen from the deck of the steamer floating some distance off—that the attention of those in charge of the Largs was directed by passengers to the perilous situation of the young lady—that the signals for help of the brave young man who was then striving, under fearful disadvantages, to save her life, were seen not only by passengers but by some of those in command on board the steamer—are facts which there is an overwhelming amount of reliable testimony to establish. There remains also the one supreme fact that the steamer did pass on, leaving Mr Anderson and his all but exhausted charge to the mercy of the elements which spared what men—“so catalogued”— refused to help. It is to the honour of the hands belonging to the steamer that they manifested an eager willingness to render assistance, and some of them were ready to lower a boat had they received the order, which they did not. If it be said that the presence of the punt containing Mr. Anderson on the scene of the accident, and in such a swell as was on at the time, rendered help from the steamer superfluous, that reason will not, to any one fit to judge, seem sufficient to palliate the neglect of a duty so plain under the circumstances, and at all times so imperative as the preservation of human life in imminent peril. In the estimation of many well competent to judge, the wonder that a rescue was effected is scarcely more than that both lives were not sacrificed. Indeed, it is probable in some degree owing to the remarkable self-possession and courageous calmness of the young lady by which she contrived to keep herself afloat for fully half-an-hour before help came, and which remained with her to the last, that Mister Anderson managed on such troubled water to get her into his frail craft, and that his heroic efforts for her rescue were finally successful.
“Happily for the credit of our common humanity, the occasions are few indeed when human life is seen to be in peril that an opportunity of rendering assistance is left unused where suitable means are at command; and I should be glad to have ground to believe—and I think the public also—that a humiliating illustration of an opposite kind has not been furnished by those in command of the steamer Largs on the occasion in question I am &c., J. Feerie.”—Glasgow Herald, August 1, 1868
The reply from the master of the Largs suggested that some more immediate help might have been provided from the observers on shore.
“On board the steamer Largs—30th July 1868—Sir—Referring to announcement in your paper today and the concluding paragraph anent the melancholy accident at Millport, I have to state that I knew and saw nothing of it until after my return from Wemyss Bay about half-past eight o’clock p.m. The fact is that after leaving Millport about 6.30 p.m. and when betwixt the Ailans and the Bay, I observed two small boats, and that of a female figure was just being lifted into one of them. This rose in my mind the idea that the woman had toppled over the stern of the small boat and was being taken in by her companion. I had not the slightest misgiving to deter me from hurrying forward with my ship and passengers, especially as I was not in a safe position for my ship and passengers to render assistance, as before I could have rendered available help, the wind and sea strong in, and being close to the shore, I must have gone more to seaward before stopping, and ere that time the lady and both boats were on shore.
“Certainly it is a strange and very odd circumstance, considering that the accident had been observed from the shore, and a number of boats there, that there were no volunteers, save Messrs Anderson and Little, to give assistance, and no one to convey intimation to me at the pier, informing me that an accident had occurred.—I am &c., John M‘Kinley, Captain.”—Glasgow Herald, August 1, 1868
Captain Kinley’s reasoning came in for criticism.
“Millport, 1st August, 1868.—Sir,—I observe in your impression of to-day a letter from Captain John M‘Kinlay, of the steamer Largs, in reference to, and in attempted extenuation of, his conduct on the above melancholy occasion, which I think courts comment.
“He, in the first place, says that he “knew and saw nothing of it until after his return from Wemyss Bay, about half-past eight o’clock p.m..” Immediately after, however, he says that he did see “two small boats, and a female was just being lifted into one of them.” He then, in a very lame way, attempts to excuse himself by saying that he thought the woman had “toppled over the stern of the said small boat,” though how be imagined it was possible for her to do so out of a punt eight (not six, as I have seen it stated) feet long, without capsizing it, and, as a natural consequence, throwing any other person who might be in her into the water, he, of course, neglects to explain. At the time the Largs passed the place of the disaster there were not two boats beside the young lady, but only one—Anderson’s punt. Captain M‘Kinlay speaks of the lifting of the young lady into the punt as if he thought it was an easy thing to do; and certain to be accomplished safely, while, in fact, it was the only extraordinary and dangerous thing Mr Anderson did. At the time of the steamer’s passing him Mr Anderson was supporting the young lady (now quite unconscious), and waiting until his strength and breath returned, before he should try the perilous experiment of lifting an inanimate body, with thoroughly soaked clothes, into an eight feet punt, with a rolling swell coming into the bay.
“Any person who derives his information respecting the accident from the papers, would be under the impression that it was blowing a whole gale, while such was not the case. To strangers unaccustomed to the sea it might have appeared stormy, but to Millport people, or any others familiar with the sight of it, and who know what a gale is, there was nothing to deter any one from going out.
“Captain M‘Kinlay remarks further on that it was strange that there-were no volunteers save Messrs Anderson and Little, while the actual fact is that there were four, if not five boats got ready, launched, and manned as soon as possible, and the reason why Mr Anderson was unfortunately the only one able to render assistance is a very simple one—viz., that he got information and started first, and had a shorter distance to pull than Mr Little.
“One Millport tradesman saw the accident while sitting in his own house, and immediately started, half-dressed, for the boat pier opposite the shop of Mr Scott, grocer, and would, I am sure, have been first at the scene of the accident but for the miserable cowardice of some visitors—by the way, among the first to give the alarm—whom he asked for assistance to pull the boat, but none of them (able-bodied men) would risk their precious necks. He was ultimately obliged to start with a boy of 15 years of age to pull the other, oar, and of course, was in time to be too late. Another Millport merchant ran from his shop without his coat or hat, and, along with his brother and an old man, manned a boat and put off. I may mention that while this boat was pulling out they passed a pocket-book floating, but pushing on in hopes of being able to render assistance, they lost sight of it. So much for Captain M‘Kinlay’s “odd circumstance.”
“Hoping you will find space for this, to vindicate the honour of the Millport people from the imputations cast upon them. I enclose my card, and remain, Sir, yours, &c., C.G.B.”—Glasgow Herald, August 3, 1868
“Sir,—In reply to the statement made by the captain of the Wemyss Bay steamer Largs in last Saturday’s paper, I beg to state that Mr Tweedie, the father of one of the gentlemen lost, and myself called at the pier after the return of the Largs from Wemyss Bay on the evening of the accident, and saw the captain; while Mr Tweedie, at the same time, asked him if, in going out of the bay, he passed a person in a small boat supporting a lady in the water. His reply was, “he did.” I naturally looked at the man in amazement, and said, “Why did you not stop?” His excuse was the state of the weather. Now, I would ask any nautical person if a sea that would admit of a small punt going to the rescue, as well as not swamping the young lady who had floated so long on its surface, should thus set the steamer Largs at defiance? Certain I am that the Lancelot would not have been thus defied.
“Now, Mr Editor, you can imagine the feelings of young Anderson, in his little punt, grasping the young lady with one hand, waving with the other, and shouting at the pitch of his voice for help from the steamer now passing on at full speed. The gallant young man informs me that he dreaded the approach of the steamer’s waves, and it required the greatest possible caution on his part to prevent the little punt from being swamped by them. Certainly the conduct of the captain of the Largs differs widely, from that of Captain John M‘Kellar, who rescued, some three years ago, on a stormy winter’s night, close to the Farland Point, a young man, a native of the island, who had clung for a considerable time, in an angry sea, to his upset boat. James Brown, Burgh Commissioner, Karnes Bay, Millport, 1st Aug., 1868.”—Glasgow Herald, August 4, 1868
Graham Brymner was elected Bailie in Greenock in 1868 but with the pressure of steamboat and other interests, he resigned from the position in 1869.
In 1869, the Wemyss Bay Steamboat Co., Ltd. went into liquidation and sold their three steamers, Largs, Victory, and Argyle, to Messrs Gillies and Campbell, owners of the Venus with a commitment to provide a service to Rothesay in connection with the Wemyss Bay Railway. Almost immediately, the new owners sold off the Victory to Archibald Chalmers of Clynder, on the Gareloch. To provide service to Largs and Millport, an agreement was reached with Messrs Brymner to run their steamers in connection with the railway at Wemyss Bay.
Mr Brymner added a third vessel to his Largs and Millport stable at the beginning of 1869 with the launch of the Guinevere. This larger and more powerful steamer was aimed at the Arran trade.
“Launches.—There was yesterday launched from the shipbuilding yard of Messrs Robert Duncan & Co., a finely-modelled river steamer of the following dimensions:—Length of keel and forerake, 200 feet; breadth, 19 feet; depth, 7½ feet. The steamer, on leaving the ways, was gracefully named “Guinevere,” by Miss Eliza Adam, Holly Bank, Greenock, and was immediately towed to Greenock, to be fitted with pair of Rankin’s patent double piston rod oscillating engines of 120 h.p., with 36 inch cylinders, and 4 feet 6 inches stroke, which have been manufactured by Messrs Rankin & Blackmore, at the Eagle Foundry, Greenock. The Guinevere, which has a half saloon similar to other steamers belonging to her owners, is the property of the Firth of Clyde Steam Packet Company, is intended to sail between Glasgow and Arran, via Wemyss Bay, Largs and Millport, and will be consort to the Elaine and Lancelot. She is expected on the station upon the 15th May.”—Greenock Telegraph, April 15, 1869
Guinevere at the Broomielaw
The schedule for the three steamers of Messrs Brymner in the early part of the season provided four sailings daily from Millport and Largs, the early sailing at 7.30 a.m. by Lancelot was to Wemyss Bay only, returning to Millport to take up her main sailing at 10.00 a.m. Elaine made a late sailing on Saturday, returning at 6.00 a.m. on Monday mornings.
“Largs and Millport.—Guinevere, Lancelot, & Elaine, June sailings.—From Glasgow at 7.30 a.m., 9.55 a.m., and 2.30 p.m.; from Millport at 7.30 a.m.*, 10.00 a.m., 3.00 p.m., and 4.10 p.m. Return tickets available by either steamer. Special return tickets sold on board, or at the offices, Glasgow and Greenock, at very moderate rates. *The steamer at 7.40 a.m. from Millport proceeds only to Wemyss Bay.”—Glasgow Herald, June 9, 1869
“Pleasure sailing to Largs and Millport.—The favourite new saloon steamer Elaine leaves Bridge Wharf daily, for Greenock, Gourock, Skelmorlie, Largs, Fairlie and Millport, at 5 minutes before 10; returning from Millport at 3 o’clock. Fares for the day’s sail—Cabin 2s.; steerage 1s. 6d. Return tickets available per Lancelot and Guinevere.—Note.—Waits at Greenock arrival of 11 a.m. train from Glasgow.”—Glasgow Herald, June 9, 1869
“Pleasure excursions to Arran and back.—The magnificent new saloon steamer Guinevere sails from Bridge Wharf every lawful day at 7.30 a.m., for Greenock, Gourock, Wemyss Bay, Largs, Millport, Corrie, Brodick, and Lamlash, waiting arrival at Wemyss Bay of 8.25 a.m. train from Glasgow. Returns from Lamlash about 2.15, allowing passengers about two hours ashore at Lamlash and about three hours at Brodick. Fares—Glasgow to Arran: cabin return 3/-, single 2/-; steerage return 2/-, single 1/6. Glasgow to Largs and Millport: cabin return 2/-, single 1/6; steerage return 1/6, single 1/-. Return tickets to Largs and Millport by steamers Elaine and Lancelot available by Guinevere. First-class refreshments provided on board at moderate rates. Note.—Refreshment rooms in the after cabin for convenience of ladies.—Female attendant.”—Glasgow Herald, June 22, 1869
The Wemyss Bay Railway was able to advertise Millport and Largs connections with its trains at 8.25 a.m., (Guinevere), 4.10 p.m. (Lancelot), 6.00 p.m. (presumably Lancelot returned to Wemyss Bay), and on Saturdays only at 7.00 p.m. (Elaine). Elaine sailed at 6.00 a.m. on Monday mornings only, connecting with the 7.40 train at Wemyss Bay. Leaving Millport at 7.40 a.m., Lancelot made a run to Wemyss Bay in connection with the 8.45 train to Glasgow and returned to Millport to take up her sailing at 10.00 a.m. connecting with the 11.45 train at Wemyss Bay. Elaine sailed at 3.00 p.m., connecting with the 4.10 train from Glasgow, and at 4.10 p.m. from Millport, Guinevere made a connection with the 5.30 p.m. train at Wemyss Bay. There was an additional sailing at 6.15 p.m. (likely by the Largs or Argyle as there was no Rothesay connection at this time), connecting with the 7.15 p.m. train at Wemyss Bay. The Largs call by this steamer was withdrawn on the 8th of June.
The Venus also called at Wemyss Bay but, surprisingly, was not advertised in connection with the railway.
“Will sail at 10.30.—Largs and Millport, calling at Kirn and Dunoon.—The swift steamer Venus sails daily, at 10.30 a.m. for Greenock, Gourock, Kirn, Dunoon, Skelmorlie, Largs, and Millport; returning in the afternoon from Millport at 3.30 p.m., and calling as above.”—Glasgow Herald, June 9, 1869
Matters appeared settled but it was too good to last, and came to a head in the height of the season when the Brymner steamers were required for excursion work.
“Wemyss Bay and Largs railway.—To the Editor of the Glasgow Herald.—Sir,—I would feel obliged if in your columns you could insert the following grievance, which I am certain must have been experienced by more than the subscriber. There is a steamer advertised to sail from Largs in connection with the railway, leaving Largs Quay at 7.10 a.m. This may be seen by referring to the time tables of this month. On the faith it of this I went down to Largs on the 30th, intending or be up in Glasgow by 9 a.m. next morning as I had business at that hour and was anxious to attend to it. When, however, I arrived next morning at Largs Quay, I learned that there would be no boat at that hour—but was told I could go by the omnibus to Wemyss Bay in time to catch the train up, as an omnibus was run when there was no boat. I was in time for the conveyance, but felt rather surprised to learn that a shilling was charged for fare; and as I had a return ticket from Largs to Glasgow I cannot see why I should have had to pay for what I had already paid for, nor can I see any reason why the railway should advertise a boat which they only send when they think it convenient. They should, it appears to me, either send the boat every morning as advertised or withdraw the advertisement altogether, and so avoid misleading the public.—I am, &c.,‑A Passenger.”—Glasgow Herald, July 23, 1869
“Fair holidays—steamboat accommodation.—To the Editor of the Glasgow Herald.—Blairmore, 20th July, 1869.—Sir,—On behalf of the large and yearly-increasing number of Glasgow gentlemen that travel daily to the coast during the summer months, I must protest against the usage they invariably receive during the Fair holidays from the steamboat owners. To take the Blairmore side as an example, both yesterday and Saturday one of the two morning boats was withdrawn in order to go pleasure trips, leaving one boat to bring back to town the extra crowd that always gathers on a Fair Monday.
“This treatment I consider to be simply disgraceful. It would not be so bad at Dunoon or Rothesay, where steamers are always plentiful, and where the daily travellers are not so much relied on; but this route is chiefly supported by daily travellers, many of whom, like myself, have been customers of the steamers for years. When a steamer is withdrawn we have either to crush our way into and out of a most disagreeably crowded vessel, or walk and ferry over to Dunoon if we require to come to town on the Monday. I think, therefore, it is, as I said above, disgraceful for any steamboat owner to put his regular customers to inconvenience and often serious loss for the sake of the few pounds extra to be made out of the Fair excursionists. I know as a matter of fact that a great many gentlemen residing on this coast remained down all day on Monday, and many more went to town via Dunoon, simply on account of the steamboat arrangements which I have been condemning.
“I trust, Sir, that you will not allow this matter to pass without notice, as it appears to me to be much the same as if butchers and bakers were to make a point of reducing their stock by one-half just when they knew their customers proposed having dinner parties. I enclose my card, and I am, &c., M.”—Glasgow Herald, July 21, 1869
“Fair holidays—steamboat accommodation.—To the Editor of the Glasgow Herald.—Sir,—I was glad to observe in your paper of yesterday the very reasonable protest of “M.,” against the treatment of regular travellers by steamboat proprietors during the Fair Holidays. On Monday morning the residents of Millport and Largs were subjected to even greater inconvenience than that complained of by your correspondent—the two morning steamers usually patronised by business men being withdrawn. It is high time that something was done to bring steamboat owners to their senses. An association to prosecute infringements of the law (which I am persuaded are frequent) might have a most salutary effect.—Enclosing my card, I am your obdt. servt.,—One of the Public.—Glasgow, 22nd July, 1869.”—Glasgow Herald, July 23, 1869
The unsatisfactory situation was resolved at the beginning of August when it was announced that Venus would take over the Largs, Fairlie, and Millport sailings from Wemyss Bay.
“Wemyss Bay Railway.—On and after 2d August, and till further notice, the steamer Venus sails in connection with trains to and from Largs, Fairlie, and Millport. Down trains leave Glasgow at 8.30 a.m., 10.30 a.m., 12.45 p.m. (Saturdays only), 4.10 p.m., 6.0 p.m. Up steamer leaves Millport at 6.30 a.m. (Fairlie 6.40, Largs 7.00) on Mondays only, 7.35 a.m. (Fairlie 7.45) daily, Mondays excepted, Largs 8.00 daily, 10.30 a.m. (Largs 11.00), 3.00 p.m. (Fairlie 3.10, Largs 3.25), 6.15 p.m. (Largs 6.40)—Wemyss Bay, 2d August, 1869.”—Glasgow Herald, August 20, 1869.
In April of 1869, the Greenock and Helensburgh Company went out of business. Ardencaple had already been sold to Messrs Keith, and the remaining steamers Ardgowan, Levan, and Roseneath came under new owners, likely the Greenock faction of the original company; at any rate, Graham Brymner was involved and appears to have assumed management once again. The Gareloch services would continue.
“Greenock and Helensburgh Steamboat Company (Limited.)—At meeting of the directors of this company, held in Greenock yesterday, the steamers Ardgowan, Levan, and Roseneath, which comprised the plant of the company, were sold by private offer, and it was agreed to wind up the affairs of the concern. The purchasers of the steamers assume the traffic on Monday first, and have intimated their intention to meet the requirements of the public to the utmost possible extent.”—Greenock Telegraph, April 3, 1869
Connections between the Wemyss Bay Railway and the steamboats of Messrs Brymner were severed, and the allegiance of the latter switched to the Greenock Railway. Ardgowan was now sailing to Largs and Millport.
“Largs and Millport.—Guinevere, Lancelot, Elaine, & Ardgowan.—From Glasgow at 7.15 a.m., 9.55 a.m., and 3.30 p.m.; from Millport at 7.30 a.m., 2.45 p.m., and 4.00 p.m. Return tickets available by either steamer. Note.—The 7.30 steamer from Millport is in time for 9.30 express from Greenock, dur in Glasgow10 minutes past 10; and the 2.30 steamer from Glasgow waits arrival of 3 o’clock train at Greenock. Fares—Greenock to Largs and Millport, Cabin (Return), 1/6. Wemyss Bay Railway tickets not available by these steamers.”—Glasgow Herald, August 17, 1869
At the end of 1869, Messrs Brymner placed an order for a new steamer, ostensibly for the Greenock and Gareloch connection. The new steamer was effectively an updated copy of the Elaine.
“New river steamer.—Messrs John Brymner & Co. have contracted with Messrs Robert Duncan & Co. for a paddle steamer of same size as their present Millport steamers. The engines, of l00 horse power, will be manufactured by Messrs Rankin & Blackmore, Eagle Foundry, Greenock.”—Glasgow Herald, December 20, 1869
The launch of Craigrownie was at the beginning of May, 1870.
“Launch—Yesterday afternoon, a splendid paddle-steamer was launched from the shipbuilding yard Messrs Robert Duncan and Co for the Greenock and Helensburgh Steampacket Co., of the following dimensions 175 feet length, 17 breadth and depth, and 120 tons register. The new vessel was named the Craigrownie by Miss Brymner of Greenock. Immediately after the launch, the steamer was taken alongside the yard, where, after being finished, she will be towed to Greenock for the purpose of receiving on board her double-piston oscillating 70 horse- power engines by Messrs Rankin and Blackmore. It is expected that Messrs Duncan will have another launch on Thursday—that of the Sidonian, of 1200 tons, built to the order of Mr Robert Little, for the Anchor Line fleet of Mediterranean steamers.”—Greenock Telegraph, May 3, 1870
“Launch of a river steamer.—On Monday, Messrs Robert Duncan & Co., Port-Glasgow, launched from their building yard, Port-Glasgow, a handsome paddle-steamer for the Greenock and Helenburgh Steam Packet Company which was, gracefully named Craigrownie, by Miss Brymner, Forsyth Street, Greenock, sister of one of the owners. The Cragrownie is 175 feet long, and 17 breadth of beam. She will be propelled by engines supplied by Messrs Rankin &, Blackmore, Greenock, of 70 h.p. The vessel, which is similar in every respect to the favourite, Largs steamer Elaine, is intended for the Greenock and Garelochhead station. After the launch, cake and wine were served, when “Prosperity to the Craigrownie” was cordially pledged.”—Glasgow Herald, May 4, 1870
“Launch.—Yesterday afternoon Messrs Robert Duncan & Co., Port-Glasgow, launched hand-some paddle-steamer named Craigrownie. She is the property of Graham Brymner, Esq., and is intended for the Rothesay station. Her engines are to supplied by Messrs Rankin & Blackmore.”—Greenock Advertiser, May 3, 1870
After her engines were fitted, the 255 ton Craigrownie was ready for service in June.
“New Helensburgh steamer.—Yesterday, the smart new paddle steamer named the Craigrownie, built by Messrs Robt. Duncan & Co., Port-Glasgow, for the Greenock and Helensburgh Steam-packet Co., arrived here and was berthed at the crane at the east side of East India Harbour to receive her engines from Messrs Rankin and Blackmore, Eagle Foundry.”—Greenock Telegraph, May 11, 1870
“New River Steamer Craigrownie.— This fine new steamer took her first run today, not on the Gareloch station, for which she was built, but on the Largs and Millport route. She will continue on this route for some days, taking the place of the Lancelot, which again takes the place of the Guinevere, the latter vessel having been taken off in order that some improvement may be made in her sailing powers—her owners being satisfied that by some slight alterations a considerable increase of speed may be got out of her. When the Guinevere resumes her station, the Craigrownie will begin to ply to Gareloch every morning, as originally intended.”—Greenock Telegraph, June 9 1870
There was a new development in 1870. The Greenock and Ayrshire railway was opened for passenger traffic on December 23, 1869 and provided new steamboat accommodation at Albert Pier. The Messrs Brymner and the Greenock and Helensburgh company moved allegiance to the new company. There was some confusion about the station on which Craigrownie would initially sail, as she replaced Guinevere while the latter underwent repairs.
“New Steamer. The handsome steamer Craigrownie, belonging to Messrs John Brymner & Co., and intended for the coast trade, crossed to Gareloch on Saturday, with several gentlemen on board, to get her compasses adjusted. After this was done she took a short run down the river. The speed was most satisfactory. She returned to Albert Harbour, where her fittings are being completed. The Craigrownie was built Messrs Duncan & Co., Port-Glasgow, and engined by Messrs Rankine & Blackmore. Her station has not yet been fixed.”—Greenock Advertiser, June 7, 1870
“New river steamer Craigrownie. This handsome new river steamer, built by Robert Duncan & Co., Port-Glasgow, and engined by Messrs Rankin & Blackmore, Greenock, for Messrs Brymner of the latter town, has been placed upon the Glasgow and Largs station as a consort to the popular steamers Guinevere, Lancelot, and Elaine. The Craigrownie appears to steam very fast, She is commanded by Capt. Charles Brown, one of the most obliging and courteous “skippers” on the river.”—Glasgow Herald, June 10, 1870
In June it was announced that Craigrownie would run on the Kilcreggan and Holy Loch station in connection with the Greenock and Ayrshire Railway.
“The Kilmun Station.—We understand that the directors the Greenock and Ayrshire Railway Company have arranged with the owners of the new steamer Craigrownie to place that steamer on the Kilmun route, in connection with the Ayrshire Railway trains. She will commence on the station this morning or on Monday.”—Greenock Telegraph, June 11, 1870
“Kilmun Route.—We understand that the Directors of the Greenock and Ayrshire Railway have arranged that the handsome new saloon steamer Craigrownie will ply on the Kilmun station in connection with the 8.35 up train and 4.5 down train to and from Glasgow. This will add to the present facilities afforded to coast visitors.”—Greenock Advertiser, June 11, 1870
Craigrownie (Alasdair Macfarlane, Evening Citizen)
The Messrs Brymner’s Largs, Millport, and Arran steamers proceeded as in the previous year.
“Largs, Millport, & Arran.—Favorite route.—The magnificent saloon steamer Guinevere sails daily from Bridge Wharf calling at Govan, Renfrew, Bowling, Greenock, Gourock, Largs, Millport, Corrie, Brodick, Lamlash, and Whiting Bay. From Glasgow at 7.15 a.m., returning from Lamlash about a quarter-past 2 p.m. Does not call at Fairlie on down run. Passengers from Vale of Leven and Dumbarton are in time for steamer at 8.10 a.m. at Bowling.
“Lancelot to Arran on Fridays and Saturdays from Glasgow at 3.00 p.m. train 4.05 p.m., returning from Lamlash on Saturdays and Mondays at 5.45 a.m., train 9.07 a.m.
Brodick Fair.—Steamer Lancelot will sail on Monday and Tuesday 20th and 21st June at 3.00 p.m., returning from Lamlash each morning at a quarter before 6.00 a.m. and Brodick about 6.05 a.m.”—Glasgow Herald, June 16, 1870
“Largs and Millport.—The favourite saloon steamers Guinevere, Lancelot, and Elaine will sail as under in the connection with Greenock and Ayrshire Railway Company’s trains.
“From Glasgow 15 minutes past 7.00 a.m. (train 8:15 a.m.)*, 5 minutes to 10 a.m. (train 11.15 a.m.), 3.00 p.m. (train 4.05 p.m.); From Millport 7.30 a.m. (train 9.07 a.m.), 3.15 p.m. (train 5:20 p.m.)†, 4.00 p.m. (train 5.45 p.m.). *Does not call at Fairlie on down run. †On Saturdays only, at 2.30; train 4.00.
“Tickets to and from Largs and Millport in lots at reduced rates, may be had at Shipping Box, Broomielaw. Excursion parties arranged for at moderate rates.
“Additional accommodation.—Commencing Saturday first, 18th June.—From Glasgow (Saturdays only) at 7.30 p.m.; From Millport (Mondays only)*, 10 minutes before 6 a.m. *Direct from Greenock.”—Glasgow Herald, June 16, 1870
The Glasgow and South-Western Railway, through the Greenock and Ayrshire Railway, were in a position to advertise steamboat connections by their new pier at Albert Harbour to almost all destinations in the upper Firth. The Greenock and Helensburgh steamers had four sailings to Garelochhead with three additional calls on the Helensburgh ferry duty, and passengers could return to Glasgow by the North British line on the North Bank. Roseneath and Craigrownieshared duties sailing to Kilcreggan and the Holy Loch, and Levan was the spare steamer, available for excursion work.
In the middle of October, the Rosneath was sold to run on the River Lee at Cork.
“Steamboat sale—We understand that the handsome saloon steamer Roseneath has been sold to a company in Cork. The steamer will in future be employed on the river Lee between Queenstown and Cork.”—Glasgow Herald, October 21, 1870
“Fast steaming.—The late Gareloch steamer Roseneath which left the river for Cork early on Thursday morning, arrived at Kingstown, Dublin, after a passage of 17 hours. After coaling the Roseneath will proceed to Cork.”—Glasgow Herald, November 5, 1870
Rosneath (Alasdair Macfarlane, Evening Citizen)
On the Millport station there, was some of the same and a new steamer. There continued to be one of the Gillies & Campbell vessels, Venus, Largs, or Argyle, that was advertised to sail from the Broomielaw at 12.45 p.m., connecting with the 2.40 p.m. train at Wemyss Bay, and returning from Millport at 6.35 a.m., connecting with the 7.40 a.m. train from Wemyss Bay. The new steamer was the Bonnie Doon that now partnered Vale of Clyde on the Ayr station. Leaving Bridge Wharf at 7 a.m. with a connection at Greenock with the 7.30 a.m. train from Bridge Street, she returned from Ayr at 2.30 p.m., and from Millport at 4.20 p.m.
The first Bonnie Doon (Alasdair Macfarlane, Evening Citizen)
In the early part of the new year, 1871, Elaine was sailing daily for Largs and Millport from Bridge Wharf at 9.50 a.m. with 1.00 and 11.15 a.m. train connections at both Greenock piers, returning from Millport at 3.15 p.m. Lancelot sailed on Tuesday and Saturday afternoons at 12.45 p.m.for Largs, Millport and Lamlash, returning from Lamlash on Mondays and Wednesdays at 8.15 a.m., Millport 10.00 a.m., and Largs at 10.20 a.m. Lancelot ceased plying on the route on April 8th. As the regular season opened, Lancelot under Captain Young took the morning run for Largs and Millport at 9.50 a.m. from Bridge Wharf, connecting at Greenock with the 11.15 train from Dunlop Street, returning from Millport at 3.15 p.m. Elaine sailed from Millport at 7.00 a.m., connecting with the 8.40 a.m. train from Greenock, and returning at 12.30 p.m. from Glasgow. On Saturdays, Elaine continued to Kilchattan Bay where she remained until 6.30 a.m. on Monday. Guinevere’s long-time master, Captain John Campbell, resigned and was replaced by Captain M‘Dermid. Guinevere took up her regular sailing at 6.55 a.m. for Greenock, Gourock, Largs, Millport, Corrie, Brodick, Lamlash, and Whiting Bay, returning from Lamlash at 2.15 p.m.
At the end of July, Elaine took up the 9.50 a.m. sailing from the Bridge Wharf to Largs and Millport, and Lancelot began sailing to Lamlash by way of Rothesay, putting her in direct competition with the Hero. The Hero was a fine, fast-sailing, flush-decked steamer that had been built in 1858 for the Rothesay trade but spent some time sailing from Belfast in the early 1860s. She returned to the Rothesay station in 1863 and became part of the fleet of Messrs Alexander Watson. After his death in 1866, she passed to Messrs G. & J. Ferguson, vintners and distillers in Glasgow and began sailing to Lamlash in Arran, by way of Rothesay and Kilchattan Bay.
Hero (Alasdair Macfarlane, Evening Citizen)
“Arran via Rothesay.—The swift steamer Hero sails every lawful day at 8 a.m., train 9 a.m., for Greenock, Gourock, Kirn, Dunoon, Inellan, Rothesay, Kilchattan Bay, Brodick, and Lamlash; returning in the afternoon. Fares, Arran and back; cabin 3s.; steerage, 2s. Pleasure parties arranged with.—Apply to Captain Reid on board.”—Greenock Telegraph, July 10, 1866.
“Favorite route.—Arran via Rothesay.—the swift steamer Hero sails daily from bridge Wharf at 8.00 a.m., train 9, for Greenock, Kilcreggan, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay Brodick, and Lamlash; returning from Lamlash about 2.45 and from Rothesay at 5.00 p.m. Fares to Arran and back—cabin 3s.; steerage 2s.”—Glasgow Herald, June 22, 1869
In 1871, Captain Malcolm M‘Intyre had taken over from Captain Reid and continued to sail on the Arran station. The route was popular with excursionists from Dunoon and Rothesay. The newer Lancelot had superior cabin accommodation and speed, and provided significant competition for the old Hero. There was also the prospect of a circular tour, outward by Lancelot, returning by Guinevere, or vice versa
“Favorite route to the Island of Arran via Dunoon and Rothesay at 7.55 a.m.—The handsome steamer Lancelot sails daily from Bridge Wharf at 7.55 a.m. calling at Govan, Renfrew, Bowling, Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning in the afternoon. Passengers by this new route can return by saloon steamer Guinevere via Largs and Millport. Excursion parties by this new route arranged with one moderate terms. Apply at Shipping Box, Broomielaw.”—Glasgow Herald, July 28, 1871
The Hero was involved in a collision at the beginning of August that presumably did not help matters for her owners.
“Serious steamboat collision near Rothesay.—Yesterday afternoon, the steamers Rothesay Castle and Hero came into collision off Rothesay Quay, and both vessels sustained serious damage, the bow of the Rothesay Castle having been stove in, while the stern and about thirty feet of the bulwarks on the port side of the Hero were carried away. From the testimony of passengers who were on-board the two steamers, it appears that the Hero was approaching Rothesay Quayon her inward trip from Arran to Glasgow, and that the Rothesay Castle was leaving the quay for the same destination. The Rothesay Castle, it is alleged, was steaming fast when she struck the Hero on the port side abaft the paddle-box, stripping her as above stated, and receiving very considerable damage to her own bow. One of the Hero’s plates was likewise damaged, but the injury was all above the water-line. The alarm created on board both steamers by the violence of the shock was very great. Two or three passengers on board the Hero were injured, one lady having one of her legs hurt, and another having been struck about the head by a portion of the debris. The Rothesay Castle essayed to proceed on her trip to Glasgow, but it was subsequently found that she was leaking badly, and the captain prudently put back to Rothesay and landed the passengers. After getting the hole in the bow temporarily closed, the steamer proceeded direct to Glasgow for repairs. The wreck on board the Hero having been likewise cleaved away, she also proceeded to her destination. The weather, fortunately, was fine, and the sea smooth.”—Glasgow Herald, August 8, 1871
Both steamers were quickly back in service. Hero’s response to the competition was an earlier start from Glasgow. At the end of the season, the Hero was sold to her captain, Malcolm M‘Intyre.
“Favorite route for excursionists to Arran via Rothesay.—Steamer Hero sails daily for Arran and intermediate ports, leaving Glasgow at 7.45 a.m. returning from Lamlash about 2.00 p.m., and Rothesay about 5.00 p.m.”—Glasgow Herald, August 11, 1871
The Guinevere also received competition on her route. In March, Messrs Blackwood & Gordon, Port-Glasgow, launched the Heather Bell for the Duke of Hamilton as a replacement for The Lady Mary on the Ardrossan to Arran route. The new steamer had some teething troubles but by July had settled into her station and The Lady Mary sought new employment.
“Notice.—The steamer The Lady Mary will commence sailing to Arran, via Dunoon and Wemyss Bay, on Tuesday 25th, instead of Monday 24th July, Glasgow to Arran via Dunoon , Wemyss Bay, Largs, and Millport, not calling at Greenock. The beautiful commodious and swift new steamer The Lady Mary on and after today (Tuesday), 25th July, will sail from the Broomielaw at 6.45, train to Wemyss Bay 8.30, direct for Dunoon, Wemyss Bay, Largs, Millport, and Arran; returning leaving Lamlash at 2.00 p.m., arriving at Wemyss Bay in time for 5.10 train to Glasgow. Passengers between Dunoon and Glasgow can go by this beautiful and favorite route leaving Dunoon in time to catch the 10 a.m. train to Glasgow, and by the 4.10 express train from Glasgow arriving in Dunoon about 5.30.”—Glasgow Herald, July 25, 1871.
The Lady Mary (Alasdair Macfarlane, Evening Citizen)
An arrangement between Messrs Keith and Messrs Campbell in April, 1871, resulted in the steamers, Craigrownie, Ardgowan, and Levan withdrawing from the Kilcreggan and Holy Loch routes which then became the province of the Vivid and Vesta from Glasgow and Balmoral from Greenock. This reduced competition for both owners.
In October 1871, Captain Robert Campbell entered into a partnership with Messrs Hugh Keith & Co. Messrs Keith were owners of the Ardencaple and Balmoral and together, they purchased the remaining assets of the Greenock and Helensburgh company from Mr. Brymner. Their combined new fleet of seven steamers provided much more flexibility on the Gareloch and Holy Loch stations addition to excursion traffic.
“Sale of River Steamers.—The three river steamers Craigrownie, Ardgowan, and Levan have been bought by Mr Keith, Glasgow, from Messrs J. Brymner & Co., Greenock. These steamers kept the connection between Greenock, Helensburgh, and Garelochhead. Yesterday they were handed over to the purchaser, who intends keep them on the same route. Mr Keith is also owner of the Ardencaple and Balmoral.”—Greenock Telegraph, October 18, 1871
Lancelot and Marquis of Bute around 1870
Lancelot, Vivid and Marquis of Bute around 1870
Mr Brymner had now only his three steamers, Elaine, Lancelot and Guinevere. The first of these was sold early in 1872.
“River steamboat items.—We understand that the handsome steamer Elaine has changed ownership. Mr M‘Gilp and others, are the purchasers at the price of £4500. The steamer, we believe, will shortly be withdrawn from the Largs and Millport route, and be placed upon the Glasgow and Rothesay station. The fine saloon steamer Lancelot (Captain Young) will succeed the Elaine on the Largs and Millport station. On Monday, the Rothesay steamer Lorne, while at Greenock Quay, sustained considerable damage to one of her paddle-wheels, which prevented her proceeding. At the time of the accident a heavy swell prevailed on the river, caused by the strong east wind. The portion be of the paddle-wheel principally damaged was in the part known as the “jenny nettle.” The steamer was taken into the East Harbour, Greenock, where she now lies awaiting repairs. The steamer Hero, we understand, has this season also changed owners. The Eagle resumes the four o’clock hour from Glasgow on Friday afternoon first, leaving Rothesay at 10.30 a.m. The steamers Iona, Chevalier, and Dandie Dinmont are being furbished up at Bowling preparatory to resuming their respective stations. Considerable activity likewise prevails amongst many of the other river boats lying in the river, in pushing forward their alterations, repairs, &c.”—Glasgow Herald, April 24, 1872
“Sale of Steamer.—Messrs John Brymner & Co. have just sold to Mr M‘Gilp their fine river steamer Elaine, which is to be employed on the Glasgow and Rothesay route.”—Greenock Telegraph, May 1, 1872
M‘Gilp’s Elaine at the Broomielaw
Mr M‘Gilp was a prominent Rothesay Carrier and had been involved with the Dunoon Castle when it was built in 1867. The Dunoon Castle was sold in 1871 and began sailing from Kames in the Kyles of Bute in the mornings at 7.45 a.m., returning in the afternoon from the Broomielaw at 2.45 p.m., advertised as an excursion to Dunoon, returning by the Hero. Presumably, in acquiring Elaine, Mr M‘Gilp wanted better control over a steamer for his carrier business, but the enterprise was short lived, and she was sold to Captain Duncan Stewart, later in the year.
In May, it was Guinevere that was sailing to Lamlash by way of Rothesay and Kilchattan Bay.
“Glasgow and Arran, via Rothesay.—The magnificent saloon steamer Guinevere will sail daily, at 8 a.m., for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash about 2.30 p.m. Fares for the day’s sail—cabin, 3s.; steerage, 2s.”—Glasgow Herald, May 21, 1872.
“Glasgow, Largs, and Millport.—The favourite saloon steamer Lancelot sails from Glasgow at 9.45 a.m.; from Millport at 3.30 p.m.; from Largs at 4.00 p.m. Calls at Port-Glasgow going and returning.”—Glasgow Herald, May 21, 1872.
When The Lady Mary emerged for the season, she was no longer sailing in connection with the Wemyss Bay railway. In June, Guinevere was advertised with the return tickets exchangeable with Lady Mary (or Hero) that sailed for Arran by way of Largs and Millport at 7.15 a.m.; returning from Lamlash at 2.30 p.m. By July, The Lady Mary was established on the route and Hero, now owned by Captain Malcolm M‘Intyre, was sailing to Rothesay.
“Favourite route.—Glasgow and Arran, via Dunoon and Rothesay.—The magnificent saloon steamer Guinevere sails daily, at 8 a.m. (trains, Dunlop Street 8.45 a.m., Bridge Street 9 a.m.), for Greenock, Gourock, Hunter’s Quay, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash about 2.30 p.m., Rothesay about 4.45 p.m. Return fares—cabin, 3s.; steerage, 2s.; available per Lady Mary, via Largs and Millport. Excursion parties arranged with on moderate terms.—Apply to the clerk, on board; or Gillies & Reid, 74 Broomielaw.”—Glasgow Herald, July 8, 1872.
“Glasgow and Arran, via Largs and Millport.—The fine new commodious and swift steamer The Lady Mary will sail from the Broomielaw at 7.15 a.m. for Greenock, Largs, Millport, Corrie, Brodick, Lamlash, and Whiting Bay; returning from Lamlash about 2.15 p.m. Fares for the day’s sail—cabin, 3s.; steerage, 2s. Return tickets available by the steamer Guinevere, via Kilchattan and Rothesay. Excursion parties arranged with on moderate terms.—Apply on board to Mr Watson”—Glasgow Herald, July 8, 1872.
The following year, The Lady Mary was laid up, Guinevere remained on the Arran by way of Rothesay station and Lancelot was sailing in the mornings to Largs and Millport. 1874 saw both Guinevere and Lancelot sailing to Arran, the former by Rothesay and Kilchattan Bay and the latter by Largs and Milport.
“Favourite route.—Arran, via Rothesay.—The magnificent saloon steamer Guinevere sails daily, from Bridge Wharf at 8 a.m. (G. & S.W. Ry, Dunlop Street 8.55 a.m.), for Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash about 2.30 p.m., Rothesay about 5. Return fares (Glasgow or Greenock) to Arran—cabin, 3s.; steerage, 2s. (available for 14 days). Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Return tickets to Arran available per Lancelot via Millport. Notice.—No goods carried by above steamer.”—Glasgow Herald, June 8, 1874.
“New and popular route.—Arran, via Largs and Millport.—The favourite saloon steamer Lancelot sails daily, from Bridge Wharf at 7.30 a.m. (G. & S.W. Ry, Dunlop Street, at 8.00 a.m.), for Greenock, Gourock, Largs, Millport, Corrie, Brodick, & Lamlash; returning from Lamlash about 2 p.m., Millport about 4, and Largs about 4.30 p.m. Return fares (Glasgow or Greenock) to Arran—cabin, 3s.; steerage, 2s. (available for 14 days). Return fares—Largs or Millport—cabin 2s; steerage 1s. 6d. Return tickets available to return per Guinevere via Rothesay. Notice.—No goods carried by above steamer.”—Glasgow Herald, June 8, 1874.
In June Lancelot was sold to the Messrs Gillies and Campbell to sail to Arran in connection with the Wemyss Bay Railway.
“Steamboat sale.—We understand that the fine passenger saloon steamer Lancelot has been sold to Messrs Gillies & Campbell, the owners of the Wemyss Bay, Largs, Millport, and Rothesay steamers. The Lancelot will be withdrawn from the Glasgow and Arran route after today, and will in future be employed on the Wemyss Bay station.”—Glasgow Herald, June 23, 1874
Indeed, the following day, June 24th, Lancelot was withdrawn from the Largs and Millport route.
“Notice.—Steamer Lancelot has been withdrawn from the Largs and Millport route.”—Glasgow Herald, June 24, 1874.
“New and pleasant excursion to Arran & back daily via Wemyss Bay.—Train from Bridge Street Station at 8.30 a.m., thence per fine saloon steamer Lancelot. Passengers will have about four hours at Corrie, three at Brodick, and two at Lamlash; returning for 5.25 p.m. train from Wemyss Bay, arriving in Glasgow at 6.30. Return fares—second class and cabin, 3s. 9d.; first class and cabin, 5s. 3d.”—Glasgow Herald, August 19, 1874.
Lancelot sailing for Messrs Gillies & Campbell
In 1876, the Guinevere continued on the Arran by way of Rothesay route with Captain Reid as master.
“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan Bay.—The magnificent saloon steamer Guinevere sails daily, from Bridge Wharf at 8 a.m., train, Bridge Street 9 a.m., Dunlop Street 8.55 a.m., calling at Govan, Renfrew, Bowling, Greenock, (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.30 p.m., and Rothesay at 5 p.m. Return fares Arran—cabin, 3s.; steerage, 2s. Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Passengers luggage only carried by this steamer. Excursion parties arranged for on board at the Office, Palmerston Buildings, Greenock.”—Glasgow Herald, June 16, 1875.
The year was uneventful but at the end of April, 1876, it was announced that Guinevere had been sold to Captain Duncan M‘Intyre, previously of the Hero. The other interested party was William Chalmers who had in fact purchased the Hero from M‘Intyre. Together, they also had purchased an old steamer from the Tay, Prince of Wales.
“Sale of the Guinevere.—The river steamer Guinevere has been sold by message John Brymner & Co. to captain Duncan McIntyre of the Hero. Captain M‘Intyre it is said intends running the Guinevere on her old route to and from Arran.”—Greenock Telegraph, April 27, 1876
“Sale of the Guinevere.—On Wednesday this splendid steamer which is so favorably known on the route between Glasgow and Lamlash, via Rothesay, was sold by Messrs John brymner & Co., to Captain Duncan M‘Intyre, of the Hero. It is captain M‘Intyre’s intention to keep the Guinevere on the Rothesay and Arran station. She has been thoroughly overhauled during the past winter, and will, it is said, commence sailing on the Queen’s Birthday.”—Paisley Gazette, April 29, 1876
Plans for the coming season were quickly made public.
“New circular route from Glasgow to Arran.—It will be observed from our advertising columns that on and after the 15th May, tourists and others will have an opportunity of making the complete round of the Clyde watering places in one day, by sailing down the north side of the Clyde to Arran, and up the south side to Glasgow, with only one change of conveyance. The steamer Guinevere, just bought by Captain M‘Intyre, is to be sailed by him in connection with his other steamer, the Dunoon Castle, and tickets issued in one are available for both. The steamer Guinevere sails from Glasgow to Arran touching on her way at Rothesay, whilst the Dunoon Castle, starting from Glasgow in the same connection, calls at Largs and Millport. Passengers can by means of a return ticket go by one steamer and return by the other. No doubt many will avail themselves of travelling by this circular route.”—North British Daily Mail, April 28, 1876.
“The Coast.—Important new summer arrangements.—The steamers Guinevere and Dunoon Castle will sail daily, on and after 15th May, from Bridge Wharf to Arran—the Guinevere via Rothesay, leaving at 8 a.m.; and the Dunoon Castle via Largs and Millport at 6.30 a.m.—calling at all intermediate piers. Passengers may avail themselves of the circular route by ticket of either steamer.”—North British Daily Mail, May 1, 1876
The start of the new enterprise for Guinevere was postponed till the Queen’s Birthday Holiday, May 25th. There is no evidence that Dunoon Castle was owned by Captain M‘Intyre or his associates. He may have been negotiating the purchase or charter of the steamer for the season. In the event, she was the property of Messrs Henry Sharp and had been involved in the Sunday trade since 1874. However, she was advertised for Arran for a brief period.
“Queen’s Birthday excursion.—The steamer Dunoon Castle will sail from Glasgow on Thursday first, 25th May, at 7.15 a.m. for Arran via Largs and Millport, calling at Partick, Renfrew, Bowling, Dumbarton, Greenock (both piers), and Gourock. Fares—Glasgow to Largs and Millport, return cabin 2s, steerage 1s 6d; for the whole day sailing cabin 3s, steerage 2s.”—North British Daily Mail, May 24, 1876
Taking the place of Guinevere on May 15th was M‘Intyre’s other steamer, Prince of Wales.
“Arran via Rothesay.—The steamer Prince of Wales will commence sailing from Glasgow on 15th inst., at 8.00 a.m., returning in the afternoon. Note.—steamer Guinevere will sail daily on and after 24th inst., at 8.00 a.m.; Returning from Lamlash at 2.30 p.m.”—North British Daily Mail, May 12, 1876
Guinevere did have an outing for her new owners on May 20th.
“Pleasure excursion.—The saloon steamer Guinevere sails from Bridge Wharf on Saturday, 20th May, at 2.30 p.m., for Partick, Renfrew, Bowling, Greenock, and Clynder. Fares for the whole trip— cabin 1s; steerage 6d. Returning in the evening.”—North British Daily Mail, May 18, 1876.
Interestingly, the advertising for the Guinevere by the new owners, mirrored the advertisements of previous years.
“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan Bay.—The magnificent saloon steamer Guinevere sails daily, from Bridge Wharf at 8 a.m.— train, Bridge Street 9 a.m., calling at Govan, Renfrew, Bowling, Greenock, (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash about 2.30 p.m. Return fares Arran—cabin, 3s.; steerage, 2s. Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Excursion parties arranged for on board; or at Shipping Box, Broomielaw.”—North British Daily Mail, May 24, 1876.
The sale of Guinevere fell through, and in July an interdict prevented her sailing for a few days.
“The Guinevere interdicted from sailing.—Petition was presented to-day for Messrs Graham and John Brymner, merchants, Greenock, against Duncan M‘Intyre, steamboat agent, and William Chalmers, piermaster, Clynder, Roseneath, in which they state that they are the registered owners the Guinevere, which plies between Glasgow and Arran. By a minute of agreement dated 5th May, 1876, the petitioners, agreed to sell the steamer to the £6,000. It was stipulated that £200 should at once be paid in cash, and that £l,800 should paid on 22nd May, when the bill of sale fell to be granted. At the same time the responds bound themselves to execute and deliver to the petitioners a mortgage upon the vessel for the balance of £4,000. On 20th May last the respondents asked to take the vessel upon trial trip, and the thinking that £l,800 would be paid, allowed them to take possession, and they retained her until the time arrived for payment The money was not paid, but the petitioners were assured that it would be paid in few days. On that assurance they were allowed to keep possession of the vessel so that she might at once be placed on the station for which she was intended, between Glasgow and Arran, otherwise the station might be taken by another steamer, and the immediate object for which the steamer had been purchased would be defeated. Up to the present time the total sum received from the respondents to account of the price was £880 10s. On 3rd June. M‘Intyre gave John Brymner & Co., a cheque on the City Glasgow Bank—Bridge Street, Glasgow Branch—for £500 to be placed to account of the £l,800, but on presentation it was dishonoured. The petitioners have been informed that owing to differences between the respondents they are no longer in a position implement the agreement. In these circumstances the petitioners desire to obtain re-possession of their property, or otherwise they say they will be wholly without security for the price, and as the respondents refuse to surrender possession, they petitioned to obtain a surrender the vessel.
“To-day, Mr Guthrie Smith, who appeared for the petitioners, stated that, as the owners were in two different jurisdictions, and the vessel passes three different counties in the course the day’s voyage, they had considered it proper to come to the Court of Session for a remedy. The Court today ordered intimation and service of the petition, and granted interim interdict to prevent the steamer sailing from the port at which the interdict is served. [ln consequence of the above decision the steamer did not come down the river today, nor was there a vessel in her place.]”—Greenock Telegraph, July 5, 1876
Guinevere continued sailing under order of the Court.
“Fair Holidays.—Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan Bay.—The magnificent saloon steamer Guinevere sails daily from Bridge Wharf, at 8 a.m.— train, Bridge Street 9 a.m., St Enock, 8.50 a.m., calling at Govan, Renfrew, Bowling, Greenock, (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash about 2.30 p.m. Return fares—Arran—cabin, 3s.; steerage, 2s. Note.—Return tickets for Arran only issued during the holidays. Notice.—Daily pleasure excursion from Rothesay to Arran and back at 11.30 a.m. Return fares, 1s and 1s 6d.”—North British Daily Mail, July 19, 1876.
In July, she was advertised to be sold by public roup
“To be sold by public roup, within the Faculty Hall, St. George’s Place, Glasgow, on Wednesday, 2d August, at 1.00 p.m., the splendid first-class iron paddle steamer Guinevere, now plying between Glasgow and Arran and intermediate ports. For particulars apply to John Brymner & Co., Greenock.”—North British Daily Mail, July 24, 1876
“Sale of the Clyde steamer Guinevere.—This steamer which a month ago formed the subject of a Court of Session case, was sold yesterday in the Faculty Hall, Glasgow, by order of Court. The Guinevere which is a well-known and favorite excursion steamer between Glasgow and Arran, was purchased early this season from her original owners, Messrs John Brymner & Co., Greenock, by Captain M‘Intyre and others. The sum to be paid was £6000, and £800 was paid down. Her new owner took possession, and continued her on the old route. Previous to the fair holidays, Messrs Brymner, being unable to get payment of the balance, obtained an interdict against her new owner sailing the vessel, and she was thereafter sailed by instructions of Court. At the sale yesterday, the steamer was knocked down at £5000, her purchaser being Messrs Brymner. As she realized £1000 less than the first sale, Captain M‘Intyre thus forfeits the £800 he paid to account.”—Scotsman, August 10, 1876
For the remainder of the summer, the Guinevere again sailed for Messrs Brymner.
“Exciting steamboat race.—For the last few years steamboat racing has been of such rare occurrence that we were reluctantly forced to the conclusion that in a short time we would never be reminded. even now and then, of those good old days when steamboat racing was so much in vogue. We refer more particularly to that period just before the American blockade, when the Ruby and Rothesay Castle used to career down the river, with almost railway speed, on their passage from Glasgow to Rothesay. On the evening of last Saturday, however, we were cheered by a sight which dispelled for the time being our gloomy forebodings. It happened, as we were casually looking in the direction of Greenock, our attention was absorbed by three steamers that had just emerged from Gemill’s Point, in the following order:—Bonnie Doon, first; Guinevere, second; and Vale of Clyde, third. As it was low water, and not a breath of wind stirring to fan the sultry air, it was evident that all three would have neither wind nor tide to assist them in their passage through the water. Keeping this in view, we may safely assert that a better opportunity could not have arisen for testing the steamers speed, saving, perhaps, that the first two had rather more than the usual complement of passengers. As the steamers were passing Port-Glasgow the sight must have been somewhat exciting to those interested in the spectacle. All three were firing vigorously, but what surprised us at this stage of the contest was that the Guinevere though deeply immersed in the water, seemed to be gaining on her opponents. The Bonnie Doon, on the other hand, appeared to be taking it rather coolly, although clearing the water with majestic strides. The Bonnie Doon, however, getting a further supply of steam, which seemed, in the circumstances, to be urgently needed, in a comparatively short time widened the distance between her and her opponent. The Vale, in the meantime, was holding her own all this while with the other two, and was beginning to overhaul the Guinevere. Curious to learn the result of what might never again occur in our experience, we watched the course of the receding steamers with a glass of considerable magnifying power, as far almost as Bowling, and noted the following result: Bonnie Doon still keeping the lead, and Vale of Clyde in the act of passing, if she had not already passed, the Guinevere.—Port-Glasgow Correspondent.”—Greenock Herald, August 5, 1876
The New Bonnie Doon (Alasdair Macfarlane, Evening Citizen)
“The Guinevere Aground.—On Saturday afternoon the Guinevere went aground in Lamlash Bay while on her inward passage. The Vale of Clywd, which was on excursion to Campbeltown, was communicated with, and she took off her Arran passengers, while the Sultan took np the passengers who were awaiting the Guinevere at Rothesay. The latter vessel did not reach Glasgow until five o’clock yesterday morning. She seems to have received little or no damage, as she is on her usual “run” to-day.”—Greenock Telegraph, August 7, 1876
The sad saga of Messrs Chalmers and M‘Intyre played out in the bankruptcy courts.
“Scotch Bankrupts—Wm. Chalmers sequestration—Wm. Chalmers, some time steamboat owner, presently residing at Clynder, Roseneath, in the county of Dumbarton. (Before Sheriff Lees.) Examination of Wm. Chalmers. The bankrupt was sometime a steamboat owner, presently residing at Clynder, Roseneath. There were present Mr John M‘Queen Barr, accountant, trustee; Mr Gavin Hamilton, writer, agent in the sequestration; Mr Charles France, writer, Mr Thomas Hart, writer, and Mr Allan Swan, for creditors, and several creditors.
“The bankrupt deponed—I was tenant of the pier at Clynder from 1870 to 1875, at a rental of £60 a year. This was the first business in which I was engaged, and at the end of the lease I think I would have gained £100. In 1872 I purchased the steamer Hero for £2300. She was mortgaged to the extent of £2000 or £2100, and the balance was paid in cash. The difference was paid with money which had been left me by my father and from the profit which I had made from the pier. I sold the steamer about 18 months after the purchase to my brother Donald for the sum of £2000. During the time I was owner the steamer was chartered by me to my brother Archibald. The charter was in writing. The terms were that he was to pay £400 for the season. During the time I had the steamer she was laid up in the winter months. The reason why I sold her for £2000 was that she required repairs. I paid to account of the mortgage about £400. All I received from my brother Archibald under the charter was about £700. The difference between the £400 to account of the mortgage and the £700 paid under the charter was applied in payment of interest on the mortgage, insurance, and necessary repairs in connection with fitting her out. The reason why I sold the Hero was that I had not sufficient money to execute repairs that were necessary. The sale to my brother was absolute. In 1875 I purchased one-half of the steamer Prince of Wales, which was then lying at Dundee. She was afterwards brought round to the Clyde. I paid £200 for my interest in this steamer. I raised the money by granting any acceptance to my brother Peter for £200, for which he gave me the cash. On being brought round to the Clyde she was put on a slip at Renfrew for the purpose of being repaired, so that she might be classed as a passenger steamer. I think the cost of these repairs amounted to £600, and over and above there was about £300 for repairing the engine and boiler, £60 for fitting up the cabin, and £20 for painting. All these sums were paid. Of these sums I paid £75 to the shipbuilders. This £75, which I paid, was advanced to me by my brother Donald, but to whom I gave no written obligation. M‘Intyre, who was the co-owner, and I granted a bill for £380, which was discounted by my brother Peter, and the proceeds were handed to me. This sum was paid to the shipbuilders to account of their debt, but it was not paid at one time. Bills were granted for the other sums. These were paid about six months afterwards. The money was raised partly from earnings from the steamer, and partly by getting bills discounted. A Mr Wallace discounted a bill for £120 with the City of Glasgow Bank, and after it became due that bank discounted a bill by M‘Intyre and me for £220, and out of this sum the bill discounted by Wallace was re-tired. My brother Peter discounted another bill for £150. Of the £380 there is still owing to my brother Peter £245 and the £150 above mentioned. At the time when my brother Peter discounted the bills and handed over the proceeds there was no arrangement to give him any security. When the bills became due we were unable to meet them, and he threatened to sell the steamer. In consequence of this I gave my brother as security in the form of a bill of sale for my half of the Prince of Wales. About the beginning of May last Duncan M‘Intyre and I arranged to purchase the Guinevere, but we were unable to implement the arrangement. She was ultimately sold for £5000, that being the upset price.”—Paisley Gazette, September 16, 1876
“Glasgow Bankruptcy Court—yesterday—(Before Sheriff Spens.)—Examination of Duncan M‘Intyre. The bankrupt was a steamboat master residing in Eglinton Street, Glasgow. There were present Mr. J. M‘Queen Barr, accountant, trustee; Mr. Daniel M‘Intyre, writer, agent in the sequestration; and Mr. Allan Swan, writer, Greenock, for a creditor. The bankrupt deponed that he accounted for his bankruptcy by losses incurred in connection with the steamers Prince of Wales and Guinevere. The trustee having expressed himself satisfied with the state of the bankrupt’s affairs, the examination was concluded, and the statutory oath administered.”—Glasgow Herald, October 10, 1877.
In October 1876, Graham Brymner accepted a vacancy that occurred in the ranks of Bailie in Greenock. The Guineverewas sold at the end of November, 1876, to Messrs Keith. For her new owners, she continued under Captain Reid, on her favourite route. For the 1877 season, she had a new rival, Glen Rosa.
Glen Rosa (Alasdair Macfarlane, Evening Citizen)
“Sale of a river steamer.—The favorite river steamer Guinevere has been sold by Messrs Brymner & Co., to Messrs Keith and others, steamboat owners, Glasgow.”—North British Daily Mail, November 28, 1876
However, matters attending to the Guinevere were not quite complete for Bailie Brymner. While he was owner, Captain M‘Intyre, had purchased new ropes for the vessel, and these required payment.
“An interesting dispute.—Sheriff Fraser issued an interlocutor yesterday, confirming the decision of Sheriff-Substitute Smith in favour of the pursuers in the action by Messrs J. & J. Waugh, rope and sail makers, Rothesay, against Graham Brymner and John Brymner, merchants, Greenock, for £16 2s for ropes furnished to the steamer Guinevere on 1st June, 1876, On the order of the captain, D. M‘Intyre. The Sheriff Principal says that when M‘Intyre gave the order for the ropes he was not the servant of the defenders. He had got possession of the Guinevere under an agreement with the defenders, who were the owners of her. That agreement fell through in consequence of the inability of M‘Intyre to pay the price, and there can be no doubt whatever that the defenders would not have been liable for the price of the ropes upon M‘Intyre’s order had the matter rested there. The mere fact that the defenders stood upon the register as the owners would not have made them liable. On the 27th of July, therefore they were quite justified in writing, denying liability. But then a party, though not originally liable, may make himself so by adopting the contract. By a new agreement with M‘lntyre they obtained possession of the ship and sold her in the month of August along with the very ropes in question. It would be very great injustice indeed to allow the defenders to pocket the price of these ropes. They knew of the claim at the time of sale, and their plain duty was, if they meant to adhere to the position taken up in their letter denying liability, to have told the pursuers to come and take away their ropes. Having, however, appropriated and sold them, they must pay for them.”—Glasgow Herald, April 14, 1877
Bailie Brymner was spared just five more years without the worries of steamboat ownership. He died in September 1882.
“Death of Baillie Brymner, Greenock.—The entire community of Greenock was on Saturday deeply moved on the announcement being made that Mr Graharn Brynner, one of their most popular and active townsmen, had been somewhat suddenly removed by death at the comparatively early age of 55 years. Up till Wednesday week last Mr Brymner was able to attend to business, and had even presided at the Police Court, but on that day, on his return from Glasgow, he felt so unwell that he went to bed, and his illness, which proved to typhus fever soon assumed a serious form. From some weeks previous the health of deceased gentleman had not been so good as his friends could wish, consequently his strength proved insufficient to combat the fever, and he gradually sank, and died at his residence, Maybank, about eight o’clock on Saturday morning. Mr Brymner was a native of Greenock. Upwards of a quarter of a century ago he became a partner in the Clyde Shipping Company, and assumed the active management of the firm at the lower port. Possessing great business energy, tact, and sound judgment, Mr Brymner soon became very popular with merchants, shippers, and the public generally not only in Greenock, but also in Glasgow and over the West Coast. and on getting his business into thorough working order, he soon found sufficient leisure to devote some time to the public service. Offering himself in 1860 as a candidate for municipal honours, the second Ward returned him to the Council Board where he ever since remained, with one year’s voluntary retirenment. He was elected a Magistrate in 1868, but he demitted office after one year. He was re-elected a Bailie in 1876, and since that time he has constantly been in the magistracy. As a member of the Town Council, Harbour Trust, Police board, Water Trust, and other corporate organizations. His labours were unceasing, while his business energy and acute judgment made him an invaluable coadjutor in the local executive. As convener of the Improvement Trust, his services will long be remembered. In 1873 he received the Commission of Justice of Peace for the county of Renfrew. He also occupied the position of chairman of the Chamber of Commerce and president of the Philosophical Society, and presided with great acceptance over these and other important social and business institutions in the town. He gave early evidence of a taste for literary pursuits, and on several occasions he contributed interesting papers at the meetings of the Philosophical Society and other educational institutions. The local press also received frequent contributions from his pen, the subject of education being to him a congenial theme. As a public speaker Baillie Brymner was always able to set before his hearers a comprehensive and exhaustive view of the subject under discussion and his popularity in the ward which he represented was very great. His counsel and advice were eagerly sought by many who profited by his wisdom, while his liberality in giving to every scheme for the advancement of the social and religious benefit of his fellow townsmen was unstinted.
“His private benefactions were also of a liberal character, his generous nature being ever ready to assist any worthy case of personal need. The deceased gentleman was conservative in politics, and a warm supporter of the Established Church, though at the same time, the friend and supporter of every religious denomination in town. While possessing a kindly heart and frank and manly bearing, his vigorous mode of discharging his multifarious duties secured for him the highest respect even among those who differed from him, and altogether he occupied a position in the estimation of rich and poor alike which few have been able to maintain. His loss will be greatly felt but his name and good work will long survive him. He leaves a widow and one daughter for whom in their bereavement the greatest sympathy is felt.”—Glasgow Herald, September 11, 1882