On Tuesday May 6, 1890, Miss Maud Williamson, daughter of Mr James Williamson, marine superintendant of the Caledonian Steam Packet Company (Limited) gracefully named the new steamer Marchioness of Bute as she slid down the ways at the Port Glasgow yard of Messrs John Reid & Co. She was to be fitted with compound tandem engines by Messrs Rankin & Blackmore, Greenock, and was the second vessel launched that year for the Caledonian Company. Marchioness of Breadalbane and Marchioness of Bute were improved duplicates of the Caledonia, launched from the same yard the previous year, and they arrived just in time to allow the Company to take over connections from Wemyss Bay to Rothesay and Millport when the Wemyss Bay Company withdrew its service.
It was just a month later that the steamer went through her trials on the sheltered waters of the Gareloch.
“River Steamer Marchioness of Bute.—Important speech on steamers past and present.—The new steamer Marchioness of Bute, contracted for by Messrs Rankin & Blackmore, engineers, Greenock, for the Caledonian Steam Packet Company, Limited, went on her trial trip yesterday. She is a replica of the steamer Marchioness of Breadalbane, which went on her trial trip on the 21st of May, and a description of which appeared in the Herald of the following day. The hull was built by Messrs John Raid & Co., Port Glasgow, and the diagonal compound surface-condensing engines supplied by the contractors, Messrs Rankin & Blackmore. Her dimensions are—length, 200ft.; breadth, 22ft.; depth 7ft 9in. The main saloon is identical with that of the Breadalbane, with the exception that the couches are covered with Utrecht velvet. The upholstery has been furnished by Messrs Rowan & Co., Greenock. The Marchioness of Bute is also fitted with a Walker’s improved stand and compass. The steamer yesterday left Gourock Pier about noon with a select company on board, and steamed down the firth and round the Cumbraes at a high rate of speed in a stiff north-west breeze. She thereafter ran the measured mile in the Gareloch, and attained a mean speed of 17 knots, which is half a knot over the guaranteed speed, for which the contractors receive a premium. Dinner was served is the forward saloon at three o’clock. Mr J. Rankin, who was in the chair, proposed “Prosperity to the Caledonian Steam Packet Company, Limited, and success to the Marchioness of Bute.” In doing so, he said that during last year a series of eulogistic letters appeared in the columns of some of our leading newspapers with respect to the indubitably admirable performance of the swift river steamers of 20 to 30 years ago; and within the past few days the interesting theme has been renewed. The burden of this correspondence, so far as he perused it, was the very ancient one of the degeneracy of the present time as compared with the brave days of old. Now, these jeremiads were all very well as tending to make for humility on the part of those of to-day; but they could be overdone, as he considered that the line should be drawn at partial statements, which were bound to mislead those who were not acquainted with all the facts of the case. He referred to statements such as the oft repeated reproach that the present productions of our shipbuilders and engineers did not compare favourably in point of speed with the old crack paddle-steamers, the obvious moral being that the mantle of a former generation had not descended upon our shoulders. As a member of a firm that had made a specialty of the machinery for such vessels for over a quarter of a century (during which they had engined 48 paddle-steamers), he should know something of the subject. To begin with, he must frankly confess that they had advanced but little with their types of machinery for high-speed river steamers (principally owing to lack of opportunity) until about five years ago, when his firm was favoured with the order for the now well-known steamer Ozone, which enabled them to introduce for the first time into such a vessel the Adamiralty system of forced draught in combination with a compound engine. The result was so successful that it completely revolutionised the machinery department of light-draught paddle-steamers, for since we reported the experiment in the swiftest steamer on Lake Ontario, as in the Caledonia on our own river, he had not heard of a single vessel having bean fitted with the old-fashioned wasteful engines and haystack boilers, most of which, he believed, would before long be relegated to the limbo of the scrap heap. The Marchioness of Bute was the fifth steamer belonging to the Caledonian Steam Packet Company (Limited) fitted with the new type of machinery, which only required about half the amount of fuel consumed by its predecessors, thus reducing working expenses considerably, besides greatly mitigating the smoke nuisance. A notable improvement had been effected of late years on the hulls by the substitution of handsome, well-ventilated deck saloons, in place of the former stuffy cabins under the maindeck. In addition to this, the sanitary and culinary arrangements of the present-day steamers were much more extensive and perfect than heretofore, and altogether he thought that the most prejudiced admirer of the old school must admit that the average excellence of Clyde steamers during this year of grace was a long way ahead of anything previously known, even possibly in the matter of speed. But supposing that a boat like the Marchioness of Bute, only 200ft. in length, did not exceed the speed of a similar vessel built in the imaginary golden age, what then? Well, in a company comprising so many nautical experts, he need scarcely say that such a comparison was exceedingly unfair, almost as much so as contrasting the running power of a heavy cart-horse with that of an agile racer, seeing that the modern typical river steamer had from 50 to 60 per cent. more displacement than the old vessels of similar length, some of the fastest of which had actually no hurricane deck. This enormous increase of weight has been brought about largely by the addition of heavy palatial saloons and compound engines, with surface-condensing steam starting gear and other improvements, and partly through the action of the Board of Trade in increasing the strength of scantlings, so that the marvel was that, thus heavily handicapped, such a ship as the Marchioness of Bute not merely approximated the speed of, but could actually fully hold her own with any rival of like dimensions even though unburdened with poderous wind-catching deck saloons and massive machinery. It was owing to the pluck and far sightedness of Captain James Williamson that Messrs John Reid & Co. and his own and other firms had had the opportunity of showing what they could do to remove the reproach that Clyde river steamers had fallen behind the age. Captain Williamson had been the one man who always had a cheery word of encouragement for them with their first venture for his company when almost everybody connected with river steamers either looked askance at or emphatically prophesied the failure of their seemingly hopeless attempt to successfully combine the conflicting of speed, accommodation, and economy of fuel (Applause.) Captain James Williamson, in replying, heartily endorsed what Mr Rankin had said, especially with regard to river steamers past and present. He should like to enter into the controversy, but he believed that no argument on his part would convince those who wrote that they were entirely wrong, and who spoke more from hearsay than actual experience. The steamer Marchioness of Bute had all the elements of success and would prove a valuable addition to the already important fleet. He had had great pleasure in dealing with both firms, and he was only sorry that this was the last vessel they had to build in the meantime, but he hoped that before long there would be others. (Hear, hear.) He proposed the healths of the builders and the engineers, to which Mr James Reid responded. The Marchioness of Bute is to run between Gourock and Rothesay, and will be in command of Captain Bell.”—Glasgow Herald, 7th June 1890.
Marchioness of Bute at Rothesay with the new Lord of the Isles (Valentine)
The words of Mr Rankin were soon put to the test as the new steamer faltered when she came up against older vessels. In her second season, the Marchioness of Bute shared duties from Wemyss Bay on the Largs, Millport and Kilchattan Bay service with Captain Duncan Munro, with the Rothesay run from Gourock. It was on this run that her deficiencies in speed became most apparent.
Marchioness of Bute at Millport
“The speed of river steamers.—On Thursday afternoon I witnessed a race between two of our steamers—namely the Vivid and Marchioness of Bute, and I was more than astonished to find that the Vivid, after running for, I suppose, about 25 years, was at least a match for her new rival. The Vivid is times to leave Rothesay one minute after the Caledonian steamer, but the latter, having to call at Craigmore, the former managed to take the lead by about a boat length. To the surprise of the passengers on board she more than held her own and kept the lead all the way up. Now, the inference from all this is that the new steamers which were to “lick creation,” and which were said to have accomplished great feats at their official trials about a year ago, are quickly deteriorating, or else that the official report was incorrect, while at the same time it speaks volumes for the old steamers that they are so well able to hold their own. This I am informed is not a solitary case, for at the various coasting places it is a notorious fact that the old steamers, such as the Sultan, Marquis of Bute, and Jeanie Deans are not only holding their own but actually passing the new steamers. Can any of our readers explain why so little progress has been made in the speed of our river steamers during the last quarter of a century?—I am, &c. Progress.”—Glasgow Evening News, June 20, 1891
Marchioness of Bute at Rothesay
“Marchioness of Bute case.—Duncan Munro, master of the steamer Marchioness of Bute, was charged with having on 18th June, 1891, while in charge of that steamer when sailing down between Dunoon and Innellan and having been overtaken by the steamer Jeanie Deans, failed to allow that steamer, being the faster vessel, freely to pass his steamer, the Marchioness of Bute, contrary to Section 13 the Byelaws and Regulations enacted by the Board for licensing pilots employed the navigation of vessels the River and Firth of Clyde.
“Donald M‘Kinlay, master of the Jeanie Deans, said he left Craigendoran at 5.55 and was at Dunoon about 6.30 when the Marchioness of Bute was leaving there. He was about two minutes the pier. On the run to Innellan he made up the Marchioness of Bute about a mile from Innellan pier. She did not give way and both held on, the Marchioness ahead. He blew his whistle, waved his arms and ported his helm to take his proper berth inshore. The Marchioness of Bute also ported and checked him towards the shoal water, he then tried for the outside, but the other steamer also starboarded and headed him off. His bow was then level with the stern of the Marchioness. The latter vessel got Innellan pier first. The Jeanie Deans was the faster steamer. Cross-examined, her usual uniform speed was 17 knots. He did not know the speed of the Marchioness of Bute. He knew the Jeanie Deans was the fastest boat because she could always pass the Marchioness of Bute. It was the rule of the road that the latter steamer should keep out of his way. It was not the case that he occasionally dodged in front the Caledonian boats to keep them back. He was not racing the Marchioness of Bute on the occasion in question. He was on his usual passage and never raced. He was not aware the manager of the North British Company had won a bet last year through his (the captain’s) racing the Marchioness of Bute with the Jeanie Deans. He denied having ever pressed his boilers almost to bursting point so as to get 18½ knots out of his steamer.
“Archibald M‘Lachlan, who was mate of the Jeanie Deans on the date in question. They passed the Marchioness of Bute between the Perch half-way to Toward, taking the outside of that steamer.
“Cross-examined—They always beat the other steamers, but did not lay themselves out for racing. They did not endeavour to beat other steamers; they did it. He did not exert himself to pass the Marchioness of Bute. He was not the engineer.
“Asked if it was the custom to fire up night and morning to race with other steamers, witness replied that if they did not fire they could not go at all.
“Did they try to pass other steamer? Witness—What were they to do? Were they to lie at the piers? They tried to pass on the shore side; that was their port side. The words “pass on the port side” in the Board of Trade regulations meant the port side of the overtaking steamer. They had plenty of room to pass on the other side; they could go to Ailsa Craig if they liked liked. He had commanded steamers on the Wemyss Bay route, and in a slower vessel had always given way to a faster.
“George Minto, purser on board the Jeanie Deans, was the next witness. The Caledonian boat checked them off on their attempting to pass on either side. He did not remember of the Marchioness of Bute ever holding her own with the Jeanie Deans. They always tried to get the piers as soon possible.
“William Matson, the Dunoon pier-master, said he considered the Jeanie Deans to be the fastest steamer on the Clyde at the present time. He was taking an interest in the sailing of the steamers, both being considered fast vessels. The Jeanie Deans made three attempts to pass the Marchioness of Bute, and was checked off on both sides. He had seen the Jeanie Deans racing, but could not say that she was in the habit of racing every steamer she came across on the Clyde. He had often seen steamers give way to permit faster vessels passing them.
“James Henderson, Douglas Henderson, and Alex Dennison, passengers on board the Jeanie Deans, and Myles Gibson, who was on the shore at the time, also gave evidence on behalf of the prosecution.
“For the defence, Duncan Darroch, mate of the Marchioness of Bute, said it was not the custom for the steamer to give way to an overtaking vessel. The Jeanie Deans came up to their starboard quarter, and there was not the slightest truth in the statement that the Marchioness “zig-zagged” to check her off. On that occasion they steered their usual course. The Jeanie Deans almost collided with their starboard sponson. The steamers were about equal in point of speed, and the Marchioness had held her own on many occasions.
“By Mr Lang, P.F. (who conducted the prosecution)—The bow of the Jeanie Deans was on their starboard quarters about a mile from Innellan Pier. They did not then alter their course and press the Jeanie Deans inshore. The helm was not altered until they got the signal at Innellan Pier. To the best of his knowledge no attempt was made to interfere with the passage of the Jeanie Deans.
“Hector M‘Kenzie, pilot of the Marchioness of Bute said he was at the wheel on the day in question, and did not know that the Jeanie Deans was making upon them. He was looking ahead steering the usual course. The captain was also looking ahead, and gave him no orders to change the course. It was utterly untrue that the Marchioness “zig-zagged.” He corroborated the mate generally otherwise.
“William D. Harvie, purser, said the helm was not altered at all until the Marchioness was within distance of a quarter of a mile from Innellan pier, and this it was necessary to do so to take the pier properly. It was the case that the Jeanie Deans passed them later on that day, but on examination it was found that some of the boiler tubes of the Marchioness of Bute were leaking, and full pressure of steam could not be got. He did not see the Jeanie Deans attempt to pass on the outside.
“Bailie Pettigrew found that whatever the relative speed of the vessels might be, there could be no doubt that on this occasion the Marchioness of Bute was unable tohold her own, a fact which was proven by the Jeanie Deans having made up on her so much after leaving Dunoon. He found that the Marchioness of Bute did not keep her straight course, and that she therefore obstructed the Jeanie Deans, and prevented her from passing. He had been making enquiry, and found it was but too common on the Clyde. It was a very reprehensible practice, and not at all conducive to the public safety. The charge was proven, but he would let the captain off with an admonition. If, however, a similar case were brought before him he would deal with it on quite different lines.”—Glasgow Evening News, July 29, 1891
There were other incidents, giving a good representation of the sort of issues that arose in these days of heady competition between the rival companies.
“The Marchioness of Bute was towed over from Dunoon to Gourock on Thursday by her partner Marquis of Bute, owing to a slight mishap in the engine room.”—Rothesay Chronicle, November 28, 1891.
The following year, 1892, Marchioness of Bute was again on the Wemyss Bay connections to Millport and Rothesay. The Rothesay connection involved a call at Toward.
“River steamer aground.—The river steamer Marchioness of Bute went aground near Toward Pier yesterday afternoon. She remained fast for an hour, when she was towed off apparently undamaged.”—Greenock Telegraph, August 9, 1892
Over the winter of 1893-94, Marchioness of Bute, like her sister, Marchioness of Breadalbane, was fitted with dining saloon below her main saloon.
Marquis of Bute and Marchioness of Bute at Kilchattan Bay Pier (Valentine)
Overcrowding of a Caledonian steamer.—At yesterday’s Greenock Sheriff Court—Sheriff J. Henderson Begg on the bench—John Buie, master the Caledonian steamer Marchioness of Bute, was charged with overcrowding that vessel on the evening of Monday, 15th April. Accused pleaded not guilty. Board of Trade officers, who boarded the steamer Duuoon and on its arrival at Gourock counted the passengers, found that the vessel carried 1,619 passengers, whereas she was only licensed to carry 1,119 passengers. For the defence it was admitted that there was excess 124 tickets collected, but it was pleaded in extenuation that Captain Buie was not usually in charge of the steamer, but only temporarily so owing to the master’s illness. His own vessel was a smaller one, the Meg Merilees, and he was not fully acquainted with the carrying capacity of the Marchioness of Bute. The Sheriff, who did not take into account the reckoning of one of the Board of Trade officers, whose evidence was uncorroborated, found that there had been overcrowding to the extent of the run between Kirn and Gourock, and fined accused £7.”—Greenock Telegraph, May 4, 1895
“Steamboat Smoke Largs.—At Largs Police Court yesterday Captain M‘Dougall, the Caledonian steamer Marchioness of Bute, was charged with allowing black smoke emitted from his steamer while at Largs Quay the 29th September. He pleaded guilty, and stated that there was strong breeze of wind and heavy sea on that day, and he was so much occupied in securing the safety of the steamer while taking Largs Quay that he did not notice the smoke. As this was the first offence of the kind brought up at Largs Court, he was dismissed with admonition.”—Greenock Telegraph, October 4, 1898
Marchioness of Bute at Wemyss bay
Marchioness of Bute at Millport
Marchioness of Bute at Kilchattan Bay (Stengel)
Marchioness of Bute leaving Kilchattan Bay (Stengel)
Into the new century, Marchioness of Bute was given new boiler at the end of the 1900 season and emerged with a deck shelter and a new funnel that was more perpendicular than that of her sister, Marchioness of Breadalbane.
“Breakdown of a river steamer.—The Caledonian steamer Marchioness of Bute met with mishap to her machinery off Dunoon Pier yesterday afternoon. She was on the journey from Gourock to Rothesay, and after leaving Duuoon Pier she came to sudden stop opposite the Castle Rocks. The anchor was dropped to prevent the steamer being driven ashore. About half an hour later the N.B. steamer Redgauntlet arrived, and drew up alongside the Caledonian steamer. The passengers were transferred to the Redgauntlet and taken Rothesay. The mishap to the machinery was temporarily repaired by the engineering staff, and after hour and a half’s delay the steamer proceeded to Rothesay.”—Greenock Telegraph, April 19, 1907
Marchioness of Bute at Gourock in 1907 (Robertson)
“Caley steamer runs ashore.—Dunoon, Friday.—The passengers on board the Caledonian steamer Marchioness of Bute had rather alarming experience last night. The steamer on her last run was making for Kirn, when she ran ashore about thirty yards off the pier. Yesterday being Dunoon Fast Day, the steamer was well filled with holiday-makers. The captain ordered the passengers to crowd to the stern, and by this means she was floated.”—Greenock Telegraph, May 1, 1908
In July of 1908, the result of the consolidation of services between the Caledonian and Glasgow and South Western companies, Marchioness of Bute became surplus to requirements and was sold to Messrs D. & J. Nicol on the Tay.
Marchioness of Bute at Newburgh on the Tay (Robertson)
“Not a few of the best known Clyde passenger steamers have in recent years taken departure for other waters. The latest leave is the Marchioness of Bute, which will in future do service in the silvery Tay, having been purchased, as reported in the Telegraph. the other day, by Messrs D. & J. Nicol, Dundee, from the Caledonian Steam Packet Company. It is interesting to note that the Marchioness and her sister boat, the Marchioness of Breadalbane, were among the last vessels to built by Messrs John Reid & Co., Port-Glasgow. That was in the year 1890, but, although eighteen years old, both steamers continue in excellent condition, and are capable of showing a fine turn of speed. Tayside is to be congratulated on the acquisition to its steamboat fleet. The Marchioness, with Captain Morrison, a well-known Clyde skipper, in command, will be worked by her new owners in conjunction with their Kinfauns Castle, and features of the service are the trips between Perth, Dundee, and Carnoustie, at which last place a movable landing stage has been provided.”—Greenock Telegraph, July 7, 1908
Marchioness of Bute on the Tay
Marchioness of Bute at Arbroath
Marchioness of Bute on the Tay
“Arrival of New Dundee Pleasure Steamer. —The steamer Marchioness of Bute, which has been bought from the Caledonian Steam Packet Co., Glasgow, by Messrs D. & J. Nicol, Dundee, arrived off Camperdown yesterday under the command of Captain Morrison, a well-known Clyde skipper. The vessel will undergo the official survey by the Board of Trade officers and, it is expected, will commence the sailings to Carnoustie to-morrow.”—Dundee Courier, July 7, 1908
“New Dundee steamer’s first trip.—The new Dundee steamer, the Marchioness of Bute, which has been purchased off the Clyde by Messrs D. & J. Nicol, shipbrokers, Dundee, made her initial trip last night. Not only were there a large number of people on board, but an assembly of several hundreds congregated on the quay, and as the Marchioness left her moorings for her first trip on the Tay she had a hearty send off. The trip took the form of a river cruise by way of the Mars Training Ship, up the river to near Newburgh, and home, and was heartily enjoyed by all on board, who freely commented on the spacious promenade decks, the comfortable saloons, as well as the high rate of speed at which the vessel steamed, nothing like it having previously been attained on the river. Excellent music was provided the 1st F.R.G.A. Band during the cruise.”—Dundee Evening Telegraph, July 10, 1908.
Marchioness of Bute on the Tay at Newburgh
Marchioness of Bute on the Tay near Perth
Discipline for the crew on the Tay was a far cry from what had been expected on the Clyde.
“Alleged Sunday drinking off Buddon Ness.—At a Justice the Peace Court held in the Sheriff Court House Tuesday—ex-Provost Grant and Mr John Duncan presiding—David Nicoll, William Street, Forebank, Dundee, was charged at the instance the officers of Customs Excise Arbroath with having on board the vessel Marchioness of Bute of Dundee, while carrying passengers from Dundee to Montrose and back again on Sunday, 11th July, contravened the section of the Passenger Vessels Licensing Act, relating to Sunday drinking, by supplying James Porter Armour, assistant of Customs Excise, Dundee, two half glasses of spirits, and to Bennet Opie, clerk of Customs Excise, Dundee, one-half glass spirits and one bottle beer—two passengers on board the vessel—while opposite Buddon Ness. Mr Adam Oliver, S.S.C., prosecuted on behalf of the Excise. Accused pleaded not guilty, and asked for an adjournment on account of one of his witnesses being absent through illness. The case was adjourned till 30th inst.”—Arbroath Herald, November 5, 1909
“At an adjourned Justice of the Peace Court held in the Arbroath Sheriff Court House Tuesday—ex-Provost Grant and Mr John Duncan presiding —David Nicoll, William Street, Forebank, Dundee, was charged at the instance of the officers of Customs Excise Arbroath with having on board the vessel Marchioness of Bute of Dundee, while carrying passengers from Dundee to Montrose and back again Sunday, 11th July, contravened the section of the Passenger Vessels Licensing Act, relating to Sunday drinking, by supplying on the outward voyage to James Porter Armour, assistant of Customs Excise, Dundee, two half-glasses of spirits; and, on the homeward voyage to Bennet Opie, clerk of Customs Excise, Dundee, one-half glass spirits and one bottle of beer —two passengers board the vessel —while opposite Buddon Ness. The case was first called on and November, when accused pleaded not guilty, and the case was adjourned. On Tuesday the accused tendered a plea guilty.
“Mr Norman M‘Bain, solicitor, appeared for the accused. He said Mr Nicoll was the senior partner of the firm which owned the pleasure steamer, the Marchioness of Bute. The firm carried other and more important business, and it was therefore impossible for them to give personal attention all details of the working of the steamer. Mr Nicoll admitted simply that he was guilty of a technical offence; that was, guilty of an offence he had not committed himself, but by a servant under his control. He also admitted his responsibility for his servant’s act. The steamer was valuable one, and it had been acquired by the firm in order supply healthful amusement and recreation to the people of Dundee, Montrose, Arbroath, and other places, and it was not in the firm’s interest to turn their steamer into anything undesirable or disorderly; but rather, to look to the class of people they were catering for and to conduct the business in as highly respectable and law-abiding way possible. Messrs Nicoll engaged what they thought a very efficient staff of stewards, and engaged them on the distinct understanding that they were to abide by the law. Their wages were increased to evade the necessity of their having to take tips. The stewards were allowed week days to supply liquor on board steamers holding excise licences. It was difficult, while supplying ordinary refreshments, to prevent anything in the nature of spirituous liquor being sold by the stewards. So the firm had intimated to the stewards that that must not be done on any consideration, and that any infringement of that intimation would be punished with instant dismissal. Notwithstanding all that this offence had taken place, and Mr Nicoll had been placed in the position of having to plead guilty to a technical charge of supplying liquor on Sunday. In order to prevent anything of the like taking place again, the Messrs Nicoll had offered to put up a store on shore at the cost of £30 in which the stock of liquors could be kept in future from Saturday evenings to Monday mornings. Every drop would be removed from the steamer on Saturday evening. He hoped their honours in awarding punishment, would keep that in view, and also the fact that gentleman of Mr Nicoll’s standing being in court was in itself a very considerable punishment. Mr Nicoll wished to carry on his business in a legitimate way, and he was grieved to find that through the fault of his employees he was in the position he was in that day.
“Mr Adam Oliver, S.S.C., for the prosecution, said he had a good deal of sympathy with the accused on this occasion; at the same time, grave responsibility was laid upon the Commissioners of Customs and Excise in regard to cases of this kind. It was not pleasant duty that they should prosecute at all. It was in fact exceptional. All other kinds of offences in regard to supplying liquors, with this solitary exception, he thought, were under the charge of the police. Their honours would easily understand in regard to offences committed on board ships it was exceedingly difficult for the gentlemen connected with the Commissioners of Customs and Excise to know what was going on at all. It was necessary that they should employ men in the capacity of detectives. This was not done because of any hidden suspicion in regard to Nicoll, but because there were reports that sales of liquor were going on, and that the condition of the people coming off the vessel was becoming notorious. Reports were appearing in the public prints, and they had complaints from various quarters, with the result that the Commissioners employed some of their officers as detectives to find out what was being done. With regard to the excuse that the offence had been committed by a servant, Mr Oliver pointed out that precisely the same thing was done a year ago, and Mr Nicoll had to appear in the dock for two offences, and was fined for each. On that occasion the offences were committed against his instructions. But they were all responsible for their servants, and Mr Nicoll must see that he got servants who would obey the law. He could get the licence taken out in the steward’s name, and if any contravention took place then it would be the steward who would be in the place of Mr Nicoll, and the steward would not deserve the sympathy which they extended to Mr Nicoll. But having these previous cases before him he (Mr Oliver) did not see how Mr Nicoll could plead for much mercy in regard to the penalty. He had been instructed to perform the unpleasant duty of asking the Court to pronounce the full penalty as a warning that this sort of thing must cease.
“Mr M‘Bain explained that after the offences referred to by Mr Oliver, the Messrs Nicoll had employed an entirely new staff of stewards, giving them full instructions not to engage in illicit traffic. In regard to the suggestion that the licence should be taken in the name of the steward, Mr M‘Bain said that that method of doing things was in the ordinary licensing courts looked upon with disfavour. To make the steward scapegoat would be an attempt to evade the law. It was rather an act of good faith that the Messrs Nicoll were prepared to face the consequences themselves. As to the complaints about the state of the passengers, Mr M‘Bain pointed out that passengers took liquor on board themselves, and got it at the various ports which the vessel landed passengers. It was not fair to blame the owners of the vessel for the state of the passengers. Mr M‘Bain also pointed out it was not profitable to sell liquors on Sunday. Besides paying fines it brought down the respectability of their ship. This was not an attempt to make money by the sale of liquors. Ex-Provost Grant said that the difficulty the Bench had in regard to leniency was that this was the second time. But seeing that the accused had agreed to take care that the offence would not be repeated, the fine would be repeated, namely £5
“Mr Oliver —For each offence.
“Mr M Bain—It was practically one offence.
“Mr Oliver —The one was on the voyage going and the other on the voyage coming. Mr Oliver said he had not gone into all the particulars because the accused had pleaded guilty, but the bar was quite open. This was the only offence within the jurisdiction of that Court.
“Ex-Provost Grant remarked that it had not been proved or stated that gallons of whisky had been sold; only that some nips had been got in some sort of a way. The Court would adhere to the fine being £5, the option being ten days’ imprisonment.”—Arbroath Herald, December 3, 1909.
News travelled fast back to the Clyde.
“The old Marchioness of Bute, since she left the Clyde for the Tay. has getting an unenviable reputation for shebeening, a fine for which was imposed the other day.”—Greenock Telegraph, December 4, 1909
Dundee Courier, July 20 1908
Dundee evening Telegraph, August 25, 1909
Initially, in 1908, Marchioness of Bute sailed in consort with the Kinfauns Castle, a twin screw steamer built by the Dundee Shipbuilding Co. in 1906. She was small, just 120 ft in length and could muster just 9 knots, certainly adequate for the up-river service to Perth but less suitable for the open sea sailings around the coast. She was sold in 1909 to Italian owners.
Kinfauns Castle loading with Marchioness of Bute behind
Kinfauns Castle at Walnut Grove Kinnoul near Perth
The ships of Messrs D. & J. Nicol were opposed by the Shamrock which ran under the control of Messrs George Martin, a wine merchant from Newport in Fife. He had begun to trade in 1902 with a small twin-screw steamer named Thistle in 1902. The Thistle was a sturdy and attractive vessel, 124 ft long capable of 13 knots and built by the Grangemouth and Greenock dockyard on the Forth. She was purchased at the end of her first season by the Admiralty and a new and improved version appeared in 1903. She was longer, at 140 ft and a knot faster, opening up coastal cruises.
The second Thistle off Dundee
The second Thistle off Dundee
The second Thistle in Dundee Harbour
The Shamrock was added in 1904 and for a year the company used both steamers. Shamrock was a veteran, originally built as Princess of Wales for the Loch Lomond Company in 1866, she had been sold to owners on the Forth in 1881 and had her deck saloon removed. Thistle was sold early in 1905 to German owners.
Shamrock at Newburgh (Robertson)
Shamrock
Shamrock near Perth
Shamrock
Shamrock had sailed on the Tay previously, appearing in 1885 as Princess of Wales, and her accommodation was a great advance on the tugs used previously for excursions on the Tay. She was renamed Albion in 1891. Albion had remained on the Tay until 1901 until sold off the river before returning in 1904.
Albion at Craig Pier Dundee
Steamers at Perth
Disembarking at Old Quay Perth
Between 1886 and 1890, Princess of Wales was opposed by Hero, bought from Messrs Keith and Buchanan’s fleet on the Clyde and between 1890 and 1904 by Argyle, bought from the Wemyss Bay Fleet.
Argyle near Newburgh
Argyle on the Tay
Bonnie Dundee was built by Messrs A. & F. J. Scott of Montrose in 1890 for Messrs James Tare of Dundee. She was 57 ft long and had a speed of 7½ knots and was used for up-river excursions to Balmerino and Bridge of Earn.
Shamrock and Bonnie Dundee at Balmerino
Bonnie Dundee at Dundee
Bonnie Dundee at Bridge of Earn
Messrs D. & J. Nicol added the Belfast to Bangor steamer Slieve Bearnagh to their fleet in June of 1912. She was the largest of the steamers on the Tay at 225 ft and was comparable with the Caledonian’s Duchess of Rothesay, having been built at Clydebank in 1894.
Slieve Bearnagh (trials image on the Clyde not on the Tay)
Slieve Bearnagh approaching Newburgh
Slieve Bearnagh at Montrose
Both Marchioness of Bute and Slieve Bearnagh were requisitioned as minesweepers in 1914. They survived the war and in 1919 went with the naval expedition to the White Sea. On their return, they were laid up on the Forth and scrapped in 1923.
Ian Brodie “Steamers of the Tay” Stenlake, Catrine, 2003