Of the three piers on the east Arran coast, Whiting Bay was the longest, and last to arrive on the scene. The broad bay, stretching from Kings Cross in the north to Largiebeg in the south was slow to develop. South of Brodick, the road, constructed in 1810, terminated just south of Lamlash. New roads from Brodick were added in 1817; across the island to Blackwaterfoot, and north to Sannox. In 1822, Lamlash was linked across the Ros to Sliddery, but it was 1843 before the collection of houses along Whiting Bay was provided with improved communication by land.

In the 1840s, Brodick and Lamlash had small stone harbours, used mainly by fishing boats. Whiting Bay had a crude stone quay, and the nine fishing boats registered there in 1847, sailed directly from the shore. Produce from the local crofts and farms faced similar challenges to get to market. There was for a time a meal mill on the Ashdale burn. Domestic fuel was peat cut from the hill.

The rise in tourist traffic in the 1840s brought visitors to Arran, many curious to explore the wonders of the geology and natural, unspoilt beauty of the island. As in most of Arran, accommodation at Whiting Bay was hard to find. A boost to tourism began in 1851, when the Isle of Arran steamer from Ardrossan, newly rebuilt from a fire the previous year, announced that it would provide a limited service to the village.

“Communication with Arran.—The facilities for reaching this agreeable island, we are glad to learn, are this season to be greatly increased. The Arran steamer, we understand, is intended to ply more frequently betwixt Troon, Ardrossan, and that island, than hitherto. From Troon she will sail three days weekly, and will not only touch at Brodick and Lamlash, but occasionally the less frequented village of Whiting Bay. It may be expected that the inhabitants of those towns situated along the South Western Railway will avail themselves of the means of transit placed within their reach, to visit this romantic and beautiful island. As an example of what may be achieved, an inhabitant of Dumfries may breakfast at his own house in the morning and by noon be in Arran. He may pic-nic in some of the beautiful spots in Glen Rosa or Glen Sannox, ascend Goatfell, and if he chooses, leave Arran at four o’clock, be at Dumfries again at night, and sleep under his own roof, after travelling upwards of 200 miles. Such a feat would have been marvellous even to our fathers. The Arran steamer is an entire new boat, and in point of finish and accommodation is all that could be desired. Of Captain Blakely, who has been long known to all those visiting Arran, we hold it superfluous to speak. His skill as a navigator, and his affable and agreeable manners as a gentleman, have rendered him trustworthy and esteemed.”—Greenock Advertiser, March 4, 1851

However, it was after the Earl of Arran replaced the condemned Isle of Arran, that the Whiting Bay calls became more regular

“Launch.—Yesterday, the Earl of Arran paddle steamer was launched from the building yard of Messrs Blackwood & Gordon. The vessel was christened by Miss Jackson, daughter of John Jackson, Esq., Ardrossan. The Earl of Arran is a beautiful model, and we doubt not will prove a fast sailer. Her length is 140 feet keel, 18 feet 6 inches beam, and 8 feet 6 inches depth and she is to be fitted with a pair of engines of eighty horsepower. She has a spacious saloon for cabin passengers, and also good accommodation for steerage passengers. Her build will make her a good steady sea-boat. We may mention that it is only 47 days since the keel was laid down. The Earl of Arran is intended to ply between Ardrossan and Arran.”—Glasgow Herald, April 26, 1860

“Glasgow to Arran in two hours, via Ardrossan.—The splendid Royal Mail (paddle) steamer Earl of Arran (now building) is expected to be on the station on Wednesday 16th May, and will sail daily with passengers and goods as under (casualties excepted), viz.—from Glasgow per express, at 4.15 p.m., arriving in Arran at 6.15 p.m.; from Lamlash via Brodick, at 6.50 a.m., arriving in Glasgow at 9.45 a.m.; from Ardrossan to Brodick, Lamlash, and Whiting Bay, at 9.15 a.m., or on arrival of 7.20 train from Glasgow.; from Whiting Bay via Lamlash and Brodick, to Ardrossan at 2.45 p.m., in time for the 5.15 p.m. train to Glasgow.; from Lamlash to Kildonan and Clachaig every Wednesday, at 11 a.m.—returning from Clachaig at 1.30 p.m. Fares between Glasgow and Arran.—1st in cabin—5s 6d; 2d and cabin—4 s; 3d and steerage—2s 6d; return tickets—1st and cabin—6s 9d; 2d and cabin—5s. Return tickets by express are available by express next morning; those issued on Fridays and Saturdays are valid during Monday; all others can only be used on the day of issue.—Ardrossan and Arran Steam-Ship Co., (Limited), Ardrossan, April, 1860.”—Glasgow Herald, April 30, 1860

“Rapid communication between Glasgow and Arran, via Ardrossan, in connection with ordinary and express trains.—The Royal Mail Steamer Earl of Arran will leave Ardrossan daily, from and after 1st June, for Brodick and Lamlash, at 9.20 a.m., on arrival of morning train from Glasgow and Kilmarnock—returning same afternoon, excepting Wednesdays, in time for the 5.15 train from Ardrossan. From Ardrossan for Brodick and Lamlash on Fridays and Saturdays, at 5.20 p.m., on arrival of express train from Glasgow—returning Monday morning for the express to Glasgow. From Ardrossan to Whiting Bay on Saturdays, at 9.20 a.m.—Ardrossan and Arran Steam-Ship Coy. (Limited), —20th May, 1861.”—Glasgow Herald, May 30, 1861.

In the late 1860s and early 1870s, the Duke of Hamilton’s Lady Mary, and later, in 1871, Heather Bell, took over the sailings from Ardrossan, and continued calls at Whiting Bay. A pier at Brodick was opened in 1872.

Whiting Bay around 1870 (Beckett)

When the Heather Bell was withdrawn at the beginning of the 1874 season, the Ardrossan to Arran service transferred to Messrs Buchanan, the Rothesay Castle was placed on the station.

“Arran via Ardrossan.—Steamer Rothesay Castle daily (except Saturday) connecting with trains leaving Dunlop Street Station Glasgow, at 8.15 a.m. and 4.15 p.m. Returning from Lamlash at 6.40 a.m. and 3.00 p.m.; Brodick at 7.05 a.m. and 3.25 p.m. Arriving in Glasgow at 9.45 a.m. and 8.17 p.m. On Saturdays from Glasgow at 8.15 a.m., 1.15 p.m., and 6.15 p.m. Returning from Lamlash at 6.40 a.m., 11.30 a.m., and 6.00 p.m.; Brodick at 7.05 a.m., 11.55 a.m., and 6.25 p.m. Arriving at Glasgow 9.45 a.m., 3.55, and 9.25 p.m. To Whiting Bay, 8.15 a.m. run (Wednesdays and Saturdays excepted); on Fridays 4.15 p.m. run; Saturdays 1.15 p.m. run. From Whiting Bay, Mondays 6.30 a.m., Corrie 6.50. Luggage by 8.15 a.m. and goods trains only. Note a conveyance will be waiting on arrival of steamers at Whiting Bay to convey passengers to Lag Inn.”—Glasgow Herald, June 30, 1874.

Although Guinevere, extended the Arran by way of Largs excursions to Whiting Bay between 1869 and 1871, the call was dropped when she took over the Arran sailing by way of Rothesay from the Hero in 1872. Her replacement on the Largs route, the Lady Mary, recently displaced by Heather Bell, continued the Whiting Bay call.

“Pleasure excursions to Arran and back.—The magnificent new saloon steamer Guinevere sails from Bridge Wharf every lawful day, at 7.15 a.m. for Greenock, Gourock, Skelmorlie, Largs, Millport, Corrie, Brodick, Lamlash, and Whiting Bay. Returns from Whiting Bay at 1.15, Lamlash about 2.15 p.m., allowing passengers about two hours ashore at Lamlash and about three hours at Brodick.

“Note.—Refreshment room in the after cabin for convenience of Ladies. Female attendant.”—Glasgow Herald, August 30, 1869

On the Arran by way of Rothesay station, it was not until Guinevere was acquired by Messrs Keith and Campbell in 1876, that she again visited Whiting Bay on a regular basis. Competition with the Glen Rosa precipitated the extension of the service, as each steamer strove to demonstrate greater speed and better management than their rival.

Whiting Bay around 1880 (Washington Wilson)

Brodick Castle took over from Rothesay Castle on the Ardrossan to Arran station in 1878 when the latter was sold. Into the 1880s, the larger and more powerful Brodick Castle was able to offer cruises round Arran or Ailsa Craig on Mondays and Wednesdays, in addition to the needs of the basic service until she was replaced by Scotia in 1887. These cruises helped expose visitors to the Island to beauties outside of Brodick and Lamlash.

The arrival of the new “teetotal” Ivanhoe on the Arran by Rothesay and the Kyles in 1880 served as a competitor to Guinevere. They might be viewed as competitors, although their clientele was different. The former sailed from Helensburgh, requiring an additional expense for the railway journey from Glasgow, while the latter sailed all the way from Glasgow. In 1885, Guinevere was acquired by Messrs Buchanan. Whiting Bay was well supplied with calls from all these steamers.

The provision of piers at Brodick in 1872 and Lamlash in 1884 caused some consternation at Whiting Bay and its south Arran hinterland with a feeling that communications and other matters in the area were being neglected.

Whiting Bay around 1885

Whiting Bay around 1890

Whiting Bay Inn in the 1880s

“Notes from the south of Arran.—(from a correspondent).—The season of visitors is now in full operation, and houses generally are full from Brodick to Lagg, Splendid sunshine has been largely vouchsafed for the last month, with an occasional shower, which might annoy the visitor, but was not in sufficient outpouring to satisfy the farmer. Great facilities are now afforded for locomotion by a double set of splendid “brakes,” run between Whiting Bay, Kildonnan, and Lagg. Under the operations of the new Act the roads, too, begin to show symptoms of improvement, but it is to be lamented that some evidence of engineering skill were not more apparent. As is well known, the old Arran roads abound in braes and deep hollows, particularly at bridges set nearly at right angles to the road, rendering driving difficult and dangerous. As opportunity occurred, when any of those bridges were rebuilt it might have been expected that they would be better set to the road, and brought up nearer the level. Such, it is to be greatly regretted, is not the case. Near Auchenhew a bridge is being renewed, and with the very serious defects referred to fully reproduced. Surely the Duke and the public should see better to this.

“A considerable amount of building is going on. At Levencorroch, alias “Mount Misery,” on the north side of the road between Dippin and Lagg, a hamlet on the hillside, consisting of some four farm steadings, used to attract the attention of visitors. The houses are thatch huts of the most primitive description, and picturesque in a high degree. The occupants are crofters, cultivating small strips of land on the rig-about principle. One might wonder how a livelihood is earned there. But, tell it not, ye land leaguers, the occupants are erecting at their own cost comfortable new houses with slate roofs and other new-world comforts. At Kildonnan a new hotel is just being completed. Large accommodation will thus be provided for the numerous frequenters of this favourite spot.

“The committee who for several years have been raising from visitors and natives the means of improving the small stone quay at which passengers are landed by the ferryboat at Whiting Bay deserve great credit for the perseverance and success with which they have prosecuted their labours. They have certainly greatly improved the means of landing but even in the summer season, unless in favourable weather, passengers cannot come ashore or return to the steamboats without discomfort and occasional danger. It is no unusual thing in the month of July even for the boatmen to have recourse to ropes to guide their boats to and from the shore. This points to the need for a proper pier at which steamboats could put in securely in all weathers. The large population from Whiting Bay far round the south and west of the island who would be accommodated thereby, not to speak of the crowds of summer visitors to this favoured spot, would bless and praise the Duke of Hamilton if he could see his way to erect a pier at Whiting Bay. There is the greater hope that he may do so when it is considered that at a moderate charge the cost could be recouped in a few years. Moreover, a splendid situation, with a secure and ready foundation, presents itself at the south end of the bay on the Black Rocks, and a good sandstone quarry is in the immediate vicinity. The Duke of Hamilton is well known to love Arran, and wish the comfort and convenience of his tenantry. Here is a splendid opportunity for reaping gratification to himself and gratitude from them. Apropos of the correspondence which recently appeared in the columns of the Herald anent the supply of religious ordinances in this fair island, the state of matters at Kildonan will make it abundantly evident to the public that the gushing zeal for Lamlash might with no small advantage be transferred to this less favoured corner.

“There is one church at Kildonan—a Free Church. The nearest places of worship elsewhere are Lagg, six miles distant, where Kilmorie Parish Church is situated; and Whiting Bay, four miles, where there are two churches, viz., an Established Station Church and a Free Church. During the month of June a student, understood to be in the first year of the theology course necessary to secure the imprimatur of license by the Church, has been “standing in the breach.” His tenure of office terminated with the month. On the Saturday preceding first Sabbath of July it was uncertain till the latest hour whether a preacher would arrive and the “sound of the church-going bell” gladden the ear of natives and residenters on the morrow. At eleven o’clock a young student did turn up. On the second Sabbath of July no preacher was forthcoming. The Gaelic-hearing population had assembled at the usual hour, and dispersed without service. A visitor conducted the English service in the afternoon. On last Sabbath both diets of worship were unprovided for. The people who usually attend the Gaelic service assembled as usual, and only to see a closed church door. The same took place in respect to the English service. You could see groups of visitors, disappointed, turning away, and many had come several miles. Now, unfortunately, this is no overdrawn picture of what is occurring in Kildonan. But what will the public think when they are informed that this is a sample of what has been going on for a period of five years? Five years ago the Rev. Mr Munro, who was incumbent, resigned his charge, and till the present day no minister has been appointed. There is a good church capable of accommodating five or six hundred people, and a commodious manse which has been unoccupied and going into disrepair. Since Mr Munro left, students have generally been the only preachers in Kildonan, and your readers can draw their own conclusions as to the neglect which the people must have experienced in cases of sickness, requirement for baptism, attendance at funerals, &c. Upwards of three years ago the majority of the congregation elected a minister, a minority objected, and the Presbytery failed to give effect to the selection of the majority. How long is such a state of matters to last? What is to be thought of the vaunted independence of the Free Church in such a case as this? What of the zeal of their U.P. brethren in seeking to overstock Lamlash and Brodick with another church, allowing the ordinary supply of ordinances to be neglected at Kildonan, and the congregation to run the risk of breaking up? In these times of hue and cry for Disestablishment what would be said in certain quarters if the Kirk of Scotland furnished such a flagrant instance of neglect of duty?”—Glasgow Herald, July 25, 1885

However, it was not until the entry into the Arran trade of the Caledonian Steam Packet Company with the Duchess of Hamilton, followed by the Glasgow and South-Western Railway with the Glen Sannox, that calls for a pier appeared on a regular basis in the pages of the Glasgow Herald. The rising popularity of Arran, and particularly, Whiting Bay, as a destination for summer visitors was fueled by the new, well-appointed steamers. It should be noted that most of the complaints about the lack of a pier came from visitors to the island, and not the local residents.

“New pier at Whiting Bay. —Kilmalcolm, June 3, 1891.—Sir,—Last year I had the pleasure, of making a successful appeal through the columns of the Glasgow Herald anent a “little affair” at Brodick in connection with the coast traffic, and I am hopeful that this will also be a successful letter.

“Being an admirer of Arran I had the pleasure of another run down to Whiting Bay from Saturday to Monday last in the Duchess of Hamilton. We got on splendidly until we came to Whiting Bay and got into the ferryboat, when “the scene was changed.” The slowness of the rowers, the awkwardness of a ferryboat, not to speak of the danger, compared very unfavourably with the preceding portion of the voyage. Nihil sine labore. A little effort on the part of the visitors to Arran might easily overcome all this loss of time and danger, and it is with the view to making a suggestion on the subject that I now address myself to your columns. The handsome and substantial pier at Brodick was got to a very large extent by the united efforts of a few visitors, some of whom I knew personally, who took the matter up, made overtures in the proper direction, and the result was a new pier. I have much pleasure in suggesting that such visitors as can afford the time should this season go on similar lines to the Brodick visitors of a few years age, and the result, in all human probability, will be a new pier at Whiting Bay. In conclusion, I would remark that there are no engineering difficulties in the way, and the whole construction would be a very simple matter indeed.—I am, &c., J.P.M.”—Glasgow Herald, June 8, 1891

“Pier for Whiting Bay.—Glasgow, June 8, 1891.—Sir,—I am glad to see from this morning’s Herald that “J.P.M.” has called attention to this matter. To show the advisability something being done, will you kindly allow me to give a very recent experience. As your readers know it to their cost, the wind has been from the east for some days. Whiting Bay is particularly exposed when the wind is from that quarter, and on Friday evening the captain of the Duchess of Hamilton stated, in reply to the inquiries of the Whiting Bay passengers, that he was rather doubtful whether the ferry boats would come out to the steamer in the sea then running. If they did not come out, the passengers were to be brought back and landed at King’s Cross. The ferryboats did come out, and, thanks to the dexterity of the boatmen, the landing was effected without any discomfort. For ladies, however, especially for those inclined to be nervous, the passage must have been anything but pleasant. This morning, owing to the lowness of the tide, it was impracticable to take the passengers from the usual landing place, and they had to embark from a rock some hundreds of yards further north. There was a long stretch of foreshore to cross, and seaweed and slippery boulders are not specially suitable for a display of the pedestrianism which is usually called for in order to catch a steamer in the early morning.—Hoping that some of the more influential visitors may take the matter up, I am, &c.. W. S.”—Glasgow Herald, June 10, 1891

“Whiting Bay, June 8, 1891.—Sir.—In reply to “J. P. M.,” of Kilmalcolm’s, letter in to-day’s Herald, I think it is such men as “J.P.M.” who spoil our jolly little seaside resorts. The beauty of Whiting Bay is that there is no pier or railway station, or other modern abominations. It is delightfully primitive, and the landing by ferry boat is not the least delightful of the rough-and-ready methods that characterize Whiting Bay. Like “J.P.M.” I happened to go down by the Duchess of Hamilton to Whiting Bay on Saturday, 30th ult., and I must say “J.P.M.” must be a very timid person indeed to talk of the danger of the ferry beat. I should have liked very much to have the ferry passage prolonged. Apart altogether from this objection, I am afraid “J.P.M.” cannot know much about engineering, as the difficulties in the way are very serious indeed. The water at Whiting Bay is too shallow for a long distance from the shore, as “J.P.M.” could not fail to see if he had ever been there at low water. Consequently the pier would require to be a very long one—about ten times the length of Brodick pier—longer, in fact, than any pier on the Clyde—and as Whiting Bay is a very small place an expensive pier would never pay. In conclusion, a pier at Whiting Bay would make it just like Brodick, and if “J.P.M.” prefers Brodick, why does not he go there and not intermeddle and seek to spoil other people’s pleasure resorts?- I am, &c., Antiparker.”—Glasgow Herald, June 10, 1891.

“New pier for Whiting Bay.— Glasgow, June 16, 1891.—Sir.—I fail to see why Whiting Bay requires a new pier any more than Corrie and some other Arran places. In fact, Corrie is a busier place than Whiting Bay, although it has not a very good connection with Ardrossan. The only real reason advanced by “J.P.M.” for a new pier is that he occasionally visits Whiting Bay and is afraid he will be drowned some day while getting in or out of the ferry boat. Let the natives speak for themselves if they want a new pier. No doubt the summer visitors would help to build a pier, but would they help to keep it up? It would never pay, as there is no traffic worth speaking of to Whitling Bay in winter. “J.P.M.” says—Should the Duke undertake the construction of a pier himself,” &c. Does he think his Grace, has nothing to do with his money but build piers for the convenience of “J.P.M.” and other occasional visitors, who never do him any good.—I am, &c., Goatfell.”—Glasgow Herald, June 17, 1891

“Coach accident at Dippin, Arran.—Sir,—I daresay this accident, having had no fatal result, will pass by, like the many others before, unheeded. The driver was not to blame, the horse bears no responsibility, the County Council say—“The road was in that state—only a good deal worse—twenty years ago, you cannot saddle us with the alteration and the security of it, or if you do we must take our time,” and by that time it will, as of yore, be forgotten. The responsible road surveyor mist be poked up with the long pole of alarmed public indignation to do something for the protection of the lieges at once. A much respected Free Church pastor who is at present holidaying in Arran suggests that perhaps a respectfully worded petition to the County Council might have some influence in moving them to put the dangerous roadway into a safe state, but the time for respectfully worded petitions is past. We must have a few hot words and immediate action. Visitors are alarmed, the natives and residents dare not utter a word, but they feel that something must be done, and every one of them has some story of how near they have been to an accident which fortunately did not occur. The road is indeed so dangerous that it is a merciful providence more have not occurred. Drivers are so alarmed every time they pass the place that they nerve themselves for increased care and watchfulness, and breathe a sigh of relief when it is safely psst. If the County Council will not do anything, then the visitors must do it. Perhaps an action for damages against the County Council will be the best way of forcing attention. There is a permanent Whiting-Bay Visitors Committee who could raise the necessary funds. Clearly the horse in the last accident was not to blame, the driver, poor man, is capable and careful and could not prevent it, the owners of the coaches are not liable because every precaution for safety was taken on their part. The only persons responsible are those who have charge of the roads in Buteshire.

“There is no use raising the question of a pier at Whiting Bay just now. Last week, while a strong east wind prevailed, one of the ferry boats was nearly swamped in going out to the Glen Sannox. Indeed it alarmed the passengers and the boatmen so much that the ferry fares were not paid or up-lifted, and Arran visitors know what that means. All that day and the next day no boats were allowed out thereafter, and passengers had to go on to King’s Cross or Lamlash. The County Council probably have nothing to do with the piers, but if they have it is well to call attention to the danger once more, ere a boatload of valuable lives is sent to the bottom of the sea. If a County Councillor is drowned along with the others, a pier will be started at once, but it seems the height of folly to wait till then. The popularity of Arran is growing, notwithstanding the absence of piers and houses, and thousands, risk the dangerous roads, though probably the neglect is meant to keep them out. It is useless attempting it. A pier at Whiting Bay would not increase its popularity, but many more would go there because of the increased safety.—I am, &c., Dippin Daniel”—Glasgow Herald, July 20, 1892

“A pier for Whiting Bay.—Kildonan, September 22, 1894.—Sir,—At the end of the coasting season we always hear that a pier is to be built at Whiting Bay for next summar. May I ask, through the medium of your columns, whether the “powers that be” in Arran wish the presenl generation to pass away without the comforts of a pier at Whiting Bay? A wharf would certainly be pleasanter than the present system to summer visitors. But this is of minor importance. The agricultural interests of the island are of more importance, and as the farming is principally in the south end, a pier at Whiting Bay would be of immense advantage. One would think that nature intended the Black Rock at Whiting Bay for a pier, the water being deep there and the land on shore peculiarly suited for stores and cattle sheds. The two rival railway companies might enlighten the public with their views of this question.—I am, &c., Dippin Rocks.”—Glasgow Herald, September 29, 1894

“Pier wanted for Whiting Bay.—Glasgow, September 19, 1894. Sir—I wish to draw public attention to the necessity for a pier at Whiting Bay for the following reasons, viz.:-1st, The traffic is very large and increasing yearly—not far behind Brodick and Lamlash, including Kildonan and Lagg passengers. 2d, When the sea is rough nervous people are alarmed, and ladies get their dresses wet; occasionally the boat is overcrowded, and should a panic arise very serious results would follow. 3d, Daring stormy weather the ferry is unable to go out at all, and passengers require to land and embark at King’s Cross. In the latter case passengers arrive as the jetty in time for the steamer only to learn they must hire, or scamper on foot to King’s Cross as best they can, and, as has happened to my knowledge, miss the steamer after all. 4th, The ferry is liable to get blown out to sea, as happened to the Pirnmill boat in July, when it had to be rescued by a steamer, fortunately lying at anchor. 5th, When the tide is very low passengers require to embark off the rocks opposite the post office, and have to walk over about 100 yards of rough sea-shore and rocks covered with wet, slippery seaweed. This has happened several mornings this month and last. 6th, Ten to fifteen minutes are lost to passengers on the arrival and departure of each steamer. As there are no engineering difficulties in the way of erecting a pier opposite the post office, I am surprised the steamboat companies and inhabitants of Whiting Bay do not agitate for a pier and make this beautiful seaside resort more popular than ever.—I am &c., A Visitor.”—Glasgow Herald, September 26, 1894

“Pier at Whiting Bay.—Sir,—As the holiday season will soon be with us once more, I would take this opportunity of raising the question whether or not a pier is likely to be erected at this now very popular summer resort. Some time ago we heard of a project to feu a portion of this district, but whether anything further has been done in the matter I am not able to say; but this I can say, that to talk about increasing the housing accommodation without providing some more adequate and less dangerous means of dealing with the traffic than the existing system of ferry-boats would, in my opinion, be altogether an unwise proceedings. Whiting Bay now attracts, I believe, nearly as many visitors as either Brodick or Lamlash, and I am convinced that if a pier was erected it would steadily grow in popularity. To businessmen the saving of time effected would be a consideration, and I believe I am within the mark when I say that at least half-an-hour each journey is lost under the present system. Another advantage would be that the steamer would be able to go to Whiting Bay all the year round, whereas at present it does so only in the summer months, and even then, if the weather is at all rough, passengers have to leave the boat at Lamlash and drive to their destination, which adds considerably to the expenses. If a pier is to be erected this summer no time should now be lost in setting about it, and I believe that it would very soon repay its cost. I trust someone who can speak on the subject will reply to this inquiry.—I am, &c., Convenience.”—Glasgow Herald, March 1, 1895

“The ferry at Whiting Bay.—Glasgow, August 21, 1896—Sir—As one of the many annual visitors to Whiting Bay, I venture to suggest that the time has come when the arrangement of landing passengers and taking them to the steamers by ferry-boat should be superseded by the erection of a suitable pier as at Brodick and Lamlash. The present arrangement may have answered fairly well, and may have been all that could be expected in former days when the traffic was comparatively small; but in view of the recent increase of summer visitors at Whiting Bay, Kildonan, Lagg, and the whole neighbourhood, the primitive ferry-boat is inadequate and ridiculously out of date. The inconvenience as regards both passengers and luggage is obvious to all, and is sometimes painfully impressed on the visitor when his belongings go amissing. But the element of danger is that which most urgently calls for the intervention of public opinion. The chief source of danger arises from the practice of over-crowding. It is no uncommon occurrence to find the ferry-boat so packed with people that there is scarcely standing or breathing-room, the number on board being probably double that for which there is proper accommodation. In a calm sea it is possible to carry such a load in safety, and since this is done continually, people fail to realise the danger. Last Monday I happened to be one of a party landing from the Duchess of Hamilton on her return from the afternoon trip to Campbeltown. A strong wind from the south had set in, and there was a heavy sea at Whiting a Bay. On leaving the Duchess our ferry-boat immediately encountered difficulty, the sea being so boisterous that our rowers seemed to make little sensible impression. The steamer meanwhile moved off, and in the struggle to keep our head right, the bow oar broke, increasing the alarm of several of our passengers. Fortunately another boat came to our assistance, and took us on board. After considerable delay the first boat was made fast to a buoy, and at length we began to make some perceptible progress toward the shore, receiving on our course the shock of one or two heavy seas. I am bound to speak in appreciative terms of the men in charge, who are evidently competent, and not likely to lose their head in an emergency. But if instead of there being thirty on board there had been sixty or more, as is often the case, no resource of coolness or courage on the part of the boatmen would have been certain to prevent a panic and its consequences. I think we were all thankful to step on shore, although, the “brakes”  having gone, some of us had to walk a considerable distance in a fierce dust-storm. The urgent need of a pier for Whiting Bay is a subject on which many of your readers will a decided conviction. May we not hope that, in view of the reasonableness of the proposal and in deference to earnest public opinion, the trustees of the Arran ducal estate will see their way before another busy season, to erect a pier as at Brodick, Lamlash, and Lochranza?—I am, &c., R.S.D.”—Glasgow Herald, August 25, 1896

The jetty at Whiting Bay with passengers for the Glen Sannox getting into the ferry-boats around 1895

Glen Sannox and the Whiting Bay ferry around 1895

One of the attractions of Whiting Bay was Glen Ashdale and the walk to the Falls on the Ashdale burn. Here some ladies are crossing the burn around 1895

Glen Ashdale Falls around 1895

Ashdale Glen from the top of the Falls

David Hamilton’s sheep at Whiting Bay around 1895

It was in 1896, a year after the death of the Duke of Hamilton, that some movement on the vexing issue of a pier made some progress.

“Whiting Bay pier.—The committee appointed to present the petition to the trustees of the late Duke of Hamilton, praying that a pier should be erected at Whiting Bay, have received a reply from Mr Jas. Auldjo Jamieson stating that the trustees have resolved in the next session of Parliament to apply for a Provisional Order to erect the pier.”—Glasgow Herald, November 10, 1896

The following Spring, the Lord-Advocate met with electors in Kildonan, and in reply to a question said that there was every probability that a pier would be shortly erected in the Bay.

Work was begun and continued through the summer of 1898. When completed, it would be the longest pier on the Clyde.

“The new pier at Whiting Bay will be ready for the close of the season.”—Greenock Telegraph, June 18, 1898

“Whiting Bay.—The new pier.— Good progress is being made with the new pier, and only four pairs of is piles have now to be laid before it reaches the required length. The pier was expected to be completed in August, but the contractors unexpectedly came upon rock which considerably retarded work, and this season will be nearly closed before everything is in order.”—Mail, June 18, 1898

“The new pier at Whiting Bay is to be opened for traffic immediately.”—Greenock Telegraph, March 31, 1899

“Opening of new pier at Whiting Bay.—The new pier at Whiting Bay was on Friday last opened for traffic. No formal official ceremony took place, but Mr Houston, purser of the Marchioness of Lorne, stepped into the breach. Observing a crowd of natives waiting to welcome the steamer, he asked—“Is this Whiting Bay?” “Yes,” was the reply. “Then,” dashing a champagne bottle against the pier, he exclaimed, “I declare this pier duly and truly opened.” The spectators, astonished by the action of Mr Houston, cheered lustily. The pier has three berths—one facing north, a second facing east, and a third facing the north-east. It is built of wood, has a landing slip for cattle, and a stair for shipping fish. Mr Thomas Miller, who for 24 years managed the ferryboats without accident, has been appointed piermaster. The traffic has increased gradually to such an extent that it became next to impossible to cope with it. The late Duke of Hamilton’s trustees have accepted offers for a contract to supply feuars with a complete water and sewage scheme. Buildings are in course of erection on the first three feus.”—Glasgow Herald, April 1, 1899

The pier had cost £6548, and in 1912, the calculated free average income was £473 or about 7¼ per cent.

Duchess of Hamilton at Whiting Bay Pier around 1902

The pier front, Whiting Bay, in 1904 (Wrench)

Glen Sannox at the new Whiting Bay pier (Washington Wilson)

Passengers arriving from Glen Sannox at Whiting Bay

Looking north to King’s Cross at Whiting Bay

Whiting Bay with the Glasgow & South-Western steamer Jupiter at the pier

In 1902, Whiting Bay received a direct service from the Caledonian steamer, “South about,” from Ardrossan, while the opposing company continued with the first call at Brodick. Passenger traffic had grown as the village expanded. Turbine steamers were introduced, first by the Caledonian Steam Packet Company with their Duchess of Argyll, and then by the Glasgow and South-Western Railway with the Atalanta. However, the competition for the Arran traffic between the two railway companies was running at a loss, and in 1909, pooling arrangements were agreed upon and the service reverted to sailings initially calling at Brodick before proceeding to Lamlash, King’s Cross and Whiting Bay, reversing the route on return. Responsibility for the service switched annually between the two railway companies and their subsidiaries.

The new Duchess of Argyll lying off Whiting Bay

Duchess of Argyll at Whiting Bay pier

Duchess of Argyll with some winter boarding approaching Whiting Bay

Queen Alexandra of 1912, an unusual visitor to Whiting Bay. The G & S-W Arran by way of the Kyles steamer has just vacated the pier and is standing off.

The new North British steamer Waverley of 1899 loading passengers at Whiting Bay

Duchess of Argyll approaching Whiting Bay with Glen Sannox standing off

Atalanta at Whiting Bay. The pier allowed calls at Whiting Bay year round

Atalanta at Whiting Bay pier

The work of the steamers not only involved passengers. Here Atalanta is approaching Whiting Bay to pick up sheep

Loading sheep on Atalanta at Whiting Bay

Whiting Bay looking north from the pier

Looking north to King’s Cross

Whiting Bay from the pier

Hazel Bank

The service leading up to the first world war had few notable incidents.

“Accident at Whiting Bay.—An accident occurred at Whiting Bay pier on the arrival the Duchess of Argyll last evening. Mr B. M‘Neil, coal merchant, Whiting Bay, was steadying the gangway when the motion of the steamer caused it to slip. M‘Neil and two ladies were thrown into the water. M‘Neil, unfortunately, struck against the steamer and sustained serious injuries. He was carried to a boarding-house, where two young medical gentlemen attended his injuries. The ladies were taken to the hotel.”—Greenock Telegraph, September 7, 1906

“At Whiting Bay pier.—On Friday the booking office at Whiting Bay Pier was destroyed by fire, all the books, manifests, etc., having been burned. This office was a wooden structure, apart from the main buildings at the pierhead, or otherwise the damage might have been more serious, but as it is, a heavy loss the piermaster. Nothing known how the fire originated.”—Greenock Telegraph, June 29, 1908

On Thursday, May 8, in a gale, the Glasgow & South-Western Railway steamer Atalanta got into difficulties when leaving on her afternoon run to Ardrossan.

“Ashore at Arran.—Clyde passengers experience.—The Glasgow and South-Western Railway Company’s turbine steamer Atalanta was driven ashore to the south of Whiting Bay Pier, Arran, shortly after three o’clock yesterday afternoon  The vessel had just left the pier, when some slight mishap occurred in connection with the machinery. Rendered unmanageable, the steamer was helpless in the heavy sea which was running, and, the strong wind taking her full abeam, drove her rapidly shorewards. The passengers were naturally alarmed, but the officers explained that there was no danger, and panic was avoided. An excited crowd soon assembled on the beach, and there was more alarm there than on board. Before the vessel could be brought up by the anchor she had grounded, and lay exposed to the waves.

“Passengers taken ashore.—The steamer’s lifeboats were lowered, and the passengers got into these. It was impossible, however, to take the jetty, and the passengers were carried through the surf by the crew. Whiting Bay was the first of four piers—the others were King’s Cross, Lamlash, and Brodick—at which the Atalanta was due to call before crossing the channel to Ardrossan.

“The vessel’s position.—At low water the Atalanta was left dry, when it was seen that her bottom had sustained considerable damage from the boulders on which she rests; and as she had been making a good deal of water it was feared that she might not refloat at high tide this morning. One of the Clyde Shipping Company’s tugs was ordered from Greenock, and the Ardrossan harbour tug was also summoned to be in attendance.

“As a result of the accident to the Atalanta, about fifty passengers were delayed at Ardrossan till the arrival of a relief steamer from Greenock about 8 p.m. The passengers from Arran to Ardrossan had to spend the night on the island, but will be brought over by the Jupiter, which will take up the ordinary traffic. The wind last night had abated considerably, and had veered to the east, so that unless a further change occurs, the position of the Atalanta is not precarious.

“Owner’s information and arrangements.—The information regarding the accident received in Glasgow by the Glasgow and South-Western Railway Company was meagre. No particulars of the damage, the officials stated, would be available till to-day. Having regard to the fact that the Atalanta had called only at Whiting Bay, it was considered to be almost certain that there would be only a few passengers on board. As regards these, it was definitely learned that they had been taken ashore without mishap.

“Arrangements were promptly made by the company that the evening run from Ardrossan to Arran should be made by the Jupiter, and while travellers by the 4.55 p.m. train from Glasgow were warned of the possibility of delay, it was expected that they would reach Arran without being exposed to much inconvenience. The Jupiter, which left Greenock to take the place of the Atalanta, will also take the early run to-day from Arran to Ardrossan.

“The Atalanta, which was built by Messrs Brown & Co. at Clydebank in 1906, is a turbine vessel of 436 tons. She is one of the latest additions to the Glasgow and South-Western fleet, and is well known to visitors to Clyde resorts. She has been associated with the Arran service for some time.”—Scotsman, May 9, 1913

Atalanta ashore at Whiting Bay

The heavy seas had choked Atalanta’s circulating pump with sand and seaweed, and as a consequence her engine failed and she was left unmanageable. When she grounded in the gale, the waves broke over her decks. There were just 12 passengers on board, including five ladies, and the master, Peter Macgregor, assured them they were not in danger. The passengers were taken to the Hotel and sent on to Glasgow on Friday morning. At low tide, it was noted that she was badly holed and that her bilge keels were twisted. On Sunday morning, she was refloated with the assistance of the Clyde Shipping Co.’s tug, the Troon tug, and some naval men sent round from Lamlash. She was towed to Greenock for dry-docking and repair. It was July 15 before she was back in service.

“The Atalanta refloated.—The Glasgow and South-Western Railway Company’s steamer Atalanta was floated yesterday from the rocks at Whiting Bay, and towed to Greenock.”—Scotsman, May 12, 1913

The pier remained open during World War I. At least one person, a young lady, was arrested in 1918 for having a camera at the pier. Taking pictures was restricted.

Glen Sannox at Whiting Bay in 1920

Glen Sannox lying off Whiting Bay in 1920

After the war, service resumed and the two competing railway companies were amalgamated under L.M.S. ownership in 1923. The Caledonian steamers remained under the management of the Caledonian Steam Packet Co. New funnel colours, Caledonian yellow with a black top and red band were sported in 1923 and 1924, before reverting to the yellow (later buff), black topped scheme that lasted into the 1960s through nationalization.

Duchess of Argyll in 1923 approaching the pier. This and the following picture of Glen Sannox reveal that time stands still on Arran (Valentine)

Glen Sannox at Whiting Bay in 1923

Glen Sannox leaving Whiting Bay in 1923

Glen Sannox leaving Whiting Bay in 1923

Glen Sannox at the pier in 1923

Whiting Bay in 1924 with Glen Sannox

Glen Sannox in her last year of service, 1924, approaching Whiting Bay pier

In 1925, the new turbine Glen Sannox appeared, replacing the two-funnelled paddle steamer of the same name. Caledonia of 1934 was used as a summer relief for the turbine steamers. In 1936, Atalanta was replaced by the Marchioness of Graham, appropriately named after the Lady of Arran.

The new Glen Sannox at Whiting Bay pier

Glean Sannox leaving

Atalanta arriving

Atalanta approaching the pier (Judges)

Duchess of Argyll unloading passengers from her Arran by way of Kyles cruise while Glen Sannox and the L.N.E.R. Jeanie Deans lay off

Whiting Bay from the pier

Whiting Bay with Glen Sannox

Glen Sannox at the pier

Caledonia leaving the pier

Traffic to the Arran piers was restricted in World War II, and in the aftermath, serious repairs to the pier were required.

Glen Sannox at the pier in 1949

Glen Sannox at the pier

“Arran Estate Piers.—Repairs to Whiting Bay pier, Isle of Arran.—It is hereby notified for general information that Whiting Bay pier will be closed to all traffic from January 3rd, 1951, for a period of about three months. The reopening date will be advised later.—C. H. Hodge, Manager.”—Scotsman, December 2, 1950

“Arran Estate Piers.—Easter Holidays.—It is hereby notified for general information that Whiting Bay pier will be opened for passenger traffic from 23rd March until the 27th March, 1951, both dates inclusive. It will be closed thereafter for a few weeks until the completion of repairs.—For Arran Estate Piers,—C. H. Hodge, Manager.”—Scotsman, March 10, 1951

“Arran Estate Piers.—It is hereby notified for general information that Whiting Bay pier will be opened to all traffic as and from 14th May, 1951.—(sgnd) C. H. Hodge, Manager.”—Scotsman, May 9, 1951

The rise in motor transport, and the pressure on the Caledonian Steam Packet Co., to provide improved vehicular carrying capacity to the islands in the Clyde led to a decision to concentrate the new Arran car ferry, Glen Sannox, on service to Brodick. Whiting Bay would still receive connections by the older vessels such as Marchioness of Graham and Caledonia, but Lamlash pier was closed.

Marchioness of Graham at the pier in 1955

“Another ferryboat joins Clyde fleet.—Plans have cost £2m.—The modernisation programme of the Clyde fleet of ferryboats has cost the British Transport Commission over £2 million, it was announced last night by Mr Alexander Stewart, general manager of the Caledonian Steam Packet Company, Ltd., addressing a press conference on board the most modern addition to the fleet, the Glen Sannox, the largest car ferry on the Clyde She is to take up the regular sailings over the 15-mile route between Ardrossan, Fairlie, and the Island of Arran, on July 5. There will be four double crossings during the summer and two during the winter. On Saturdays the 6.40 a.m. sailing from Fairlie will also begin, following which the vessel will concentrate on sailings between Ardrossan and Brodick. The Glen Sannox will carry out special trials on the Clyde next Tuesday.”—Scotsman, June 29, 1957

Whiting Bay Hotel dates from around 1900 and latterly was converted to a nursing home

At the end of June, 1962, questions were raised in the House of Commons to the Minister of Transport over an application by Arran Piers Ltd. to abandon the pier at Whiting Bay, when it was learned that the pier was already closed on the eve of the holiday season. The Parliamentary Secretary indicated that a local inquiry would take place and that service had been switched to Brodick.

“Whiting Bay pier “not needed” by Arran.—Inquiry told of annual loss.—Arran did not need Whiting Bay pier for the maintenance of public transport, Mr. David L M‘Intyre chairman of the owning company told the public inquiry at Whiting Bay yesterday. The island, he said, was adequately served by Brodick pier. The inquiry is into a proposal by Arran Piers Ltd., to abandon the pier, which, said Mr. M‘Intyre has been running at a loss since 1957. Last year the loss was the highest so far .Mr. M‘Intyre said seven years ago the British transport Commission declared that their policy was to use only one pier on the island—Brodick—and that all traffic would at some time in the future be canalised through Brodick.

“Mr. M‘Intyre referred to repairs carried out on the pier in recent years. The pier had been closed this summer because of “its very dangerous” condition. Estimates from consulting engineers indicated that full repairs would cost £13,500 and restricted repairs allowing the pier to be used for two or three years £6,750. “The directors of Arran Piers Ltd., did not feel justified in spending such large sums of money on the repairs in view of the limited use which is made of Whiting Bay compared to Brodick, and because the possibility of regular services again using the pier was remote,” said Mr. M‘Intyre. The company were also committed to heavy expenditure on improvement of facilities at Brodick, and repairs at Lochranza pier. Economics had made only one decision possible and in June they had applied to the ministry of transport for permission to abandon the pier.

“He told Mr. C.K. Davidson advocate for the company that insurance cover for Whiting Bay pier had been refused for this year because of its condition. Mr. Alexander Stewart general manager of the Caledonian Steam Packet Co., who run the Clyde steamers, said the decision to use only Brodick pier had been taken to reduce heavy losses. Rationalization had been pressed on transport operations generally because of rising costs. Mr. J. Reed, senior partner in an Edinburgh firm of civil and structural engineers said that when his firm recommended closure there were five piles in the access jetty and seven in the pierhead which required immediate replacement. Mr. Duncan J. M‘Leod partner in the firm who are auditors for Arran Piers, said no dividend had been paid last year and he thought none would be paid this year. Losses on Whiting Bay Pier since 1957 had ranged from £2 to more than £600. Brodick pier was the company’s main asset. The commissioner, Mr. Douglas Reith Q.C., read out a letter sent to the Ministry of Transport by a holiday maker complaining that last summer she had been kept waiting for most of the morning at Brodick pier. He asked the next witness, Mr. Donald W White, pier master at Brodick, if that were possible. Mr. White said it could have happened on a Saturday during the summer peak. The other objectors to the abandonment are Bute Council and Arran District Council. The inquiry which is expected to end today has been ordered by the ministry of transport.”—Scotsman, November 23, 1962

“Hovercraft need a pier—Whiting Bay inquiry concludes.—A fast Hovercraft service carrying large numbers of trippers from the mainland to the Island of Arran would require landing facilities at a pier such as Whiting Bay, said Mr Donald M‘Intyre, a Bute county councillor, at Whiting Bay yesterday. That new method of public transport, which could come about inside five years, would have to have landing facilities if the business was to come to the island at all, he added. Mr M‘Intyre was giving evidence at the second and last day of the public inquiry into the proposal by Arran Piers. Ltd., to abandon Whiting Bay pier. “The change that the passenger and car ferry Glen Sannox has brought to this community since it went into service at Brodick five years ago might be challenged in the next five by that other type of transport.” The inquiry was ordered by the Minister of Transport, to whom the Commissioner, Mr Douglas Reith, Q.C., will send his report.

“Bute County Council, the Whiting Bay and South End Pier Committee, and Arran District Council all objected to the proposed abandonment of the pier, which was closed to traffic earlier this year because it was unsafe Mr M‘Intyre, who is a boatbuilder and owns a pier at Port Bannatyne, Bute, said the “powers that be” were “abysmally ignorant” of the problems of the estuary islands of the Clyde. Public transport was a vexed problem for any island community where an economic balance was required by ships, piers and buses, without the existence of subsidies or grants. “Of the estuary islands, Arran is the least favoured,” he said. If depopulation is to be arrested and new capital attracted to the island to provide agreeable tourist accommodation, then public transport amenity must continue, whether it can be afforded by owners of piers or not. Closure of a desirable transport link such as Whiting Bay should “not be the remedy sought”.

“The statutory obligations imposed on Arran Piers, Ltd., to maintain the pier in an efficient condition had not been observed by the company, claimed Mr D. B. Smith, advocate, for Whiting Bay and South End Pier Committee, in his summing-up. Money which should have been used to maintain the pier had been paid out in dividends, these having been paid for most of the last 11 years. “The situation envisaged in the Private Act governing the running of the piers is not that the Minister of Transport should be asked to rubber-stamp the action already taken by the company in closing the pier to all traffic,” he said.

“He should be asked to relieve the company of the obligation to maintain a pier which has become unnecessary, but up to the moment that the minister agrees to abandonment it has to be maintained in an efficient condition.” Mr C. K. Davidson, advocate, for Arran Piers Ltd., said the application for abandonment had been made because there had been a change in conditions, the vital factor being the economic problem of running steamer services in the Clyde, and particularly to Arran. The Caledonian Steam Packet Company have been driven by the inexorable logic of their economic situation to use one pier only, and for this purpose Brodick was chosen. This is a matter of fact over which my company has no control. Arran Piers Ltd., had to react to that change of policy one of the results of which was that the importance of Whiting Bay pier diminished.”—Scotsman, November 24, 1962

“Minister orders pier closed.—Whiting Bay loses 3-year fight—Whiting Bay Pier, longest on Arran, is to be abandoned. On Saturday Mr John MacDonald, secretary of the Whiting Bay and Southend Pier Committee, who opposed the application for an Order to abandon by Arran Piers, Ltd. (owners), received official notification from the Minister of Transport. The pier committee was formed three years ago in an endeavour to have the company keep the pier open. The letter from the Minister of Transport states: “The Minister has decided, after holding a public local inquiry, that an abandonment Order should be made, subject to the removal of portions of the pier. The relevant Order has now been made and forwarded to the company’s agents.” At the local inquiry held last November, Councillor Donald M‘Intyre, who represented Bute County Council, also objecting, said that Whiting Bay pier would inevitably be needed for a new method of public transport—aircushion vehicles. Mr James Morton, chairman of the Pier Committee, who also gave evidence at the inquiry, said at the week-end as a shopkeeper he was naturally very disappointed.”—Scotsman, July 22, 1963

And so the pier closed. It was demolished shortly thereafter. As a south Arran holidaymaker, I recall landing at Whiting Bay. Landing at Brodick was much less convenient, frequently involving a change of bus at Whiting Bay. I also recall the torturous roads, steep hairpin bends in narrow leafy ravines to accommodate the bridges over fast-flowing burns. As for the village of Whiting Bay itself, I never quite warmed to it. It always seemed a bit unfriendly, and I preferred the beach at Lamlash.

“Clyde Piers,” Joy Monteith and Ian McCrorie, Inverclyde District Libraries, Greenock, 1982

“History of the Villages of the Isle of Arran.” Joan Basford (Convener), S.W.R.I., Arran, 1983.

“The Book of Arran,” W. M. Mackenzie, The Arran Society of Glasgow, Glasgow, 1914