In Part 5, competition between the Castle Company and the Greenock Railway had led both to invest in the construction of new steamers. The initial three new vessels for the Castle Company were comfortable and fast, but failed to meet the speed of the Pioneer, built for the Railway. An attempt to remedy this with a new Windsor Castle proved to be a failure and she was replaced within a year by the Dunrobin Castle. In the meantime, the Railway Company’s Petrel, surpassed them all. In 1846, there were indications that a truce between the rivals might be possible. Messrs George & James Burns took over the Castle Company, and reached an agreement with the Greenock Railway whereby the Railway steamers were withdrawn.
In February of the new year, 1847, the Railway Steamers, Pilot, Pioneer, and Petrel, were taken over by the new owners of the Castle Company. The Maid of Bute was sold for breaking to Irish owners. The Royal Victoria had gone to Messrs Barr & M‘Nab in part payment for the Petrel.
“The watering places, the steamers, and the railways.—(From the Railway Journal.)—The season is again at hand when our conveyances to the coast, by river and by railway, will be in brisk demand, and when our seaside retreats will be crowded with visitors of every class. Already the din of preparation has commenced, in building new boats and overhauling old ones—in planning hours of sailing for steamers, and hours of starting for railway trains—in securing lodgings at the coast, and in building villas along our beautiful shores; and, altogether, the approaching season promises to be one of great bustle and activity. The Greenock Railway Company’s boats have all changed hands this season, and are now the property of the Castle Company. The arrangement is a judicious one for all parties. The same fine vessels will continue to ply to Dunoon and Rothsay as formerly; commanded, no doubt, by the same masters, and all attendant upon the arrival and departure of the trains. We have no doubt the Dunoon and Rothsay passengers, under the new system, will be as well attended to as ever, and the result be every way satisfactory.
“Besides the various steamers of all sizes now building for other destinations, there are also some riverboats for the Clyde. We observe one in course of construction at Messrs. Thomas Wingate & Co.’s new works below Partick, the engines of which, we learn, are to be on an entirely new principle; but the improvement is said to be protected by patent, and hitherto the nature of it has been kept profoundly secret. All we know is that among other advantages, the proprietor contemplates greatly increased speed, and a diminution of the fuel to the extent of one-half. There is also a steamer at present building for the Lochgoil and Inverary trade. The old school system has hitherto prevailed on this station, and side-lever engines alone were permitted to propel steamers to Lochgoilhead. But the perpendicular engines for riverboats are now all the rage, and the new boat for Lochgoil is not only to have an upright engine, but to complete the innovation, her piston is to be fitted with no fewer than four piston rods; altogether, she is expected to be a clipper, but a short time will test her sailing powers. Not many years ago, we had nothing but side-lever engines on the Clyde; now, there is but one specimen left, viz., that in the Superb, and a right good machine it is. Houses on the coast are already better let than usual at this early season. There will thus be no lack of employment either for the railway trains or river boats; and whilst the public will be amply and cheaply accommodated, the rivalship will be, which of the companies shall carry passengers with the greatest attention to safety and comfort.—Railway Journal.”—Scottish Guardian, April 13, 1847
Advertised sailings from Glasgow now had, where possible, train connections at Greenock.
“Afternoon steamers for Dunoon, Kilmun, and Rothesay.—Until further notice, one of the Castle steamers will leave Glasgow Bridge for Kilmun at 5 minutes before 4 p.m., calling at Greenock, Dunoon, and Kirn. Train at 5 p.m. And at ten minutes past 4 another of the Castle steamers will sail for Rothesay, calling only at Greenock and Gourock. Train at 5 p.m. The ten minutes past 4 steamer will not stop at any of the ferries on the river.
“The above steamers leave Greenock about 6 p.m., and another of the Castle steamers leaves Greenock about 5 p.m. on the arrival of the 4 p.m. train from Glasgow, calling at Gourock, Kirn, Dunoon, and Rothesay.—Apply to Arch. Black.—Greenock, May 20, 1847.”—Greenock Advertiser, May 21, 1847
The summer time-table of the Castle steamers, now including the Pilot, Pioneer and Petrel, had train connections and some sailings that began and terminated at Greenock. Below is a listing of the published timings.
“Sailings of the Castle Steamers, arranged with a view to meet corresponding trains on the Greenock Railway. On and after 31st May, and until further notice, the sailings will be as follows:—”
From Glasgow
From Glasgow (6.20 a.m.) direct for Greenock (7.45 a.m.) and Ardrishaig (12 noon)
From Glasgow (6.30 a.m.), train (8 a.m.), calling at Greenock (9 a.m.), Gourock (9.15 a.m.), Kirn (9.35 a.m.), Dunoon (9.40 a.m.), Rothesay (10.40 a.m.), Tarbert (1.45 p.m.), Ardrishaig (2.45 p.m.), Inverary (5.45 p.m.). This steamer sails from the foot of Quays, daily from June 15th.
From Glasgow (6.55 a.m.) on Tuesdays and Thursdays, train (8 a.m.), calling at Greenock 9 (a.m.), Gourock (9.15 a.m.), Kirn (9.30 a.m.), Dunoon (9.35 a.m.), Rothesay (10.20 a.m.), Tarbert (1 p.m.)
From Glasgow by train (8 a.m.), Greenock 9 (a.m.), direct for Rothesay (10.15 a.m.)
From Glasgow by train (9 a.m.), Greenock 10 (a.m.), calling at Gourock (10.15 a.m.), Dunoon (10.30 a.m.), Kirn (10.35), Kilmun (10.50 p.m.),
From Glasgow (10 a.m.), calling at Greenock (11.50 a.m.), Gourock (12.15 p.m.), Kilmun (12.30 p.m.), Dunoon (12.50 p.m.), Kirn (1 p.m.), Rothesay (2 p.m.)
From Glasgow (11.30 a.m.), train (12 noon), calling at Greenock (1.15 p.m.), Gourock (1.30 p.m.), Kirn (1.45 p.m.), Dunoon (1.50 p.m.), Rothesay (2.45 p.m.)
From Glasgow (1 p.m.), train (2 p.m.), Greenock (3 p.m.), Gourock (3.15 p.m.), Kirn (3.30 p.m.), Dunoon (3.35 p.m.), Rothesay (4.30 p.m.)
From Glasgow by train (4 p.m.), Greenock (5 p.m.), Gourock (5.15 p.m.), Kirn (5.30 p.m.), Dunoon (5.35 p.m.), Rothesay (6.20 p.m.)
From Glasgow (3.55 p.m.), train (5 p.m.), Greenock (6 p.m.), Dunoon (6.25 p.m.), Kirn (6.30 p.m.), Kilmun (6.55 p.m.)
From Glasgow (4.10 p.m.), train (5 p.m.), Greenock (6 p.m.), Gourock (6.15 p.m.), direct to Rothesay (7.15 p.m.) This steamer does not stop at any of the ferries.
To Glasgow
From Inverary (6 a.m.), calling at Ardrishaig (8.30 a.m.), Tarbert (9.45 a.m.), Rothesay (noon), Dunoon (1.30 p.m.), Gourock (1.45 p.m.), Greenock (2 p.m.), Glasgow (4.15 p.m.)
From Ardrishaig (12.30 p.m.), direct to Greenock (5 p.m.), Glasgow (7 p.m.)
From Tarbert on Tuesdays and Thursdays (2 p.m.), calling at Rothesay (4.30 p.m.), Dunoon (5.15 p.m.), Kirn (5.20 p.m.), Gourock (5.35 p.m.), Greenock (5.50 p.m.), Glasgow (8 p.m.)
From Rothesay (6 a.m.), calling at Dunoon (6.50 a.m.), Kirn (6.55 a.m.), Gourock (7.10 a.m.), Greenock (7.30 a.m.), Glasgow (9.30 a.m.)
From Rothesay (6.45 a.m.), calling at Dunoon (7.35 a.m.), Kirn (7.45 a.m.), Gourock (8 a.m.), Greenock (8.15 a.m.), for the 8.30 a.m. train to Glasgow
From Rothesay (7.45 a.m.), calling at Dunoon (8.35 a.m.), Kirn (8.45 a.m.), Gourock (9 a.m.), Greenock (9.15 a.m.), for the 9.30 a.m. train to Glasgow, Glasgow (11.30 a.m.) by steamer
From Rothesay (10.50 a.m.), calling at Dunoon (11.30 a.m.), Kirn (11.40 a.m.), Gourock (11.55 a.m.), Greenock (12.15 p.m.), for the 12.30 p.m. train to Glasgow, Glasgow (2.15 p.m.) by steamer
From Rothesay (2.45 p.m.), calling at Dunoon (3.55 p.m.), Kirn (3.45 p.m.), Gourock (4 p.m.), Greenock (4.15 p.m.), for the 4.30 p.m. train to Glasgow
From Rothesay (4 p.m.), calling at Dunoon (4.50 p.m.), Kirn (4.55 p.m.), Kilmun (5.10 p.m.), Gourock (6 p.m.), Greenock (6.15 p.m.), for the 6.30 p.m. train to Glasgow, Glasgow (8.15 p.m.) by steamer
From Kilmun (6.15 a.m.), calling at Kirn (6.45 a.m.), to catch the steamer from Rothesay for Greenock and Glasgow at 6.55 a.m, then returning to Kilmun.
From Kilmun (8.30 a.m.), direct for Greenock (9.15 a.m.), for the 9.30 a.m. train to Glasgow
From Kilmun (11 a.m.), calling at Greenock (11.30 a.m.), Glasgow (1.30 p.m.)
“Notice.—During the Fair Holidays, Friday, Saturday, and Monday, the 16th, 17th, and 19th July, no return tickets will be issued on board the Castle Steamers. For particulars of sailings and fares during the above days, see handbills.—Jno. M‘Arthur, Manager.—Castle Steam-Packet Office, 83, Jamaica Street, July 14, 1847.”—Glasgow Courier, July 15, 1847
The major event of 1847 was the first visit of the Queen and Prince Albert to the west of Scotland. A visit to Dumbarton was planned for Monday, August 16th, and arrangements were made by most of the Clyde fleet to suspend normal sailings and follow the Royal progress through the day. The Castle fleet, including the Pioneer and Petrel were at the vanguard of preparations.
“Queen’s visit to the Clyde and Lochfyne.—Castle Steamers.—Arrangements for the sailing of the undermentioned steamers are now made as follows, viz.,:—on Monday first, 16th instant, from Glasgow Bridge, Duntroon Castle, Petrel, and Pioneer at half-past five morning. The Petrel calling at Renfrew and Bowling. From Rothesay, Dunrobin and Craignish Castles at half-past five morning, calling at Dunoon, Kirn, Kilmun, Gourock, and Greenock, then joining the Fleet for the day’s sail, and returning to these places in the evening. N.B.—The Dunrobin Castle only will call at Kilmun, and the Craignish Castle at Gourock.
“In consequence of Her Majesty’s visit to the Clyde on Monday, the 16th curt., the usual sailings between Glasgow, Kilmun, Rothesay, and Lochfyne will be interrupted, but vessels will sail on Monday the 16th and Tuesday the 17th as follows:—From Glasgow, for Dunoon, Rothesay, Tarbert, Adrishaig, Oban, and the North Highlands, from Glasgow Bridge Wharf at 6 a.m. From Greenock, for Kilmun, Dunoon, and Rothesay at 10 a.m., railway from Glasgow at 9 a.m.; at 2 p.m., railway from Glasgow at 1 p.m.; at 6 p.m., railway from Glasgow at 5 p.m. From Rothesay, for Greenock, calling at Dunoon, Kirn, and Kilmun, at 6.45 a.m. for the 8.30 a.m. train for Glasgow; at 12 noon for the 2.30 p.m. train for Glasgow; at 4 p.m. for the 6.30 p.m. train for Glasgow.
“In addition to the above the Dunrobin and Craignish Castles are intended to sail from Rothesay at 5.30 on Monday morning, with passengers for the day’s sailing in the Frith with the Royal Squadron, calling a Dunoon, Kirn, Kilmun, Gourock, and Greenock, taking on board at these places those who have purchased tickets for the day’s sailing. These steamers will return in the evening to the above named places—the Dunrobin only calling at Kilmun, and the Craignish at Gourock.
“For Inverary.—There will be no boat at the usual hour on Monday morning; but the Inverary Castle will sail from Glasgow Bridge at 9.30 a.m., and accompany the Royal Squadron down the Clyde calling it Greenock, Dunoon, and Rothsay, thence through the Kyles of Bute, up to Lochgilphead, and then proceed to Inverary. Fare for the day’s sail 10 shillings.
“From Inverary.— the Inverary Castle will sail from Inverary on Tuesday, at 6 a.m., to meet the Royal Squadron sailing up Lochfine, return with the Squadron to Inverary, and sail down with it again to Ardrishaig, after which proceed to Glasgow. Parties by this steamer will have an opportunity of witnessing Her Majesty’s landing at Ardrishaig and Inverary. Fare for the day’s sail 10 shillings. A limited number of tickets issued, and may be had at 63, Jamaica Street.—John MacArthur, Manager, Glasgow, 12th August, 1847.”—Glasgow Courier, August 14, 1847
Alas, the best laid plans gang aft agley. The Royal Squadron spent Monday night in Loch Ryan, while the welcoming steamers paced around the Cumbraes, or in the case of the Petrel, took a turn around Ailsa Craig, and the whole extravaganza had to be repeated on Tuesday. The Royal Squadron left Dumbarton on Wednesday where the steamers lined the channel off Greenock, wishing Her Majesty well on her sail in H.M.Y. Fairy through the Kyles of Bute to Inverary, for lunch with the Duke and Duchess of Argyll. In the afternoon she returned to Ardrishaig to embark on the new track-boat Sunbeam, for trip through the Crinan Canal to rejoin the Royal Yacht, Victoria and Albert, for the passage north.
H.M.Y. Fairy leaving the Clyde (National Maritime Museum)
Praise was accorded to many of the masters of the steamers for their efforts to make the best of the disappointing Monday adventure.
“The steamer Petrel.—Amongst the many expressions of thanks in testimony of the urbanity and service of the greater number of the masters of the several steamers that sailed on Monday morning last, in expectation of meeting her Majesty, the following, signed by more than one hundred gentlemen, passengers of the Petrel, was handed to Captain Gillies:—We, the undersigned, passengers on board the steamer Petrel on the occasion of going to meet Her Majesty Queen Victoria, from Glasgow this day, hereby vote our unanimous and hearty thanks to Captain C. Gillies, for taking us to the far famed harbour of Lamlash, and round Ailsa Craig, &c., and for his very kind and obliging manner during the entire of the interesting route.—Off Cumbrae, August 16, 1847.”—Glasgow Constitutional, August 21, 1847
In 1847, the Lochgoil route acquired their new steamer, the Breadalbane, after the Lochlong was chartered, and eventually sold to the Furness Railway Company.
“Launches.—On Wednesday se’ennight a handsome new steam boat, the Breadalbane, was launched in good style, from the building yard of Messrs, Smith & Rodger, at Govan, The Breadaibane belongs to the Lochlong and Lochgoil Steam Packet Company, and is to ply betwixt Glasgow and Lochgoilhead, the command being entrusted to one of the oldest, most careful, and best captains upon the Clyde, namely, our old friend, Mr. Peter Graham. On Thursday last, another launch, that of the Lion, took place, also, from the yard of those eminent and successful engineers, Messrs, Smith and Rodger. The day being very fine, a great concourse of spectators attended, and were much gratified by the noble manner in which the vessel moved into its native waters, The Lion is built for the St. Petersburgh Steam Navigation Company, and is to be engaged in the carriage of cattle betwixt London and Hamburgh. She is of very strong and appropriate build, 650 tons burthen, 300 horse power, 200 feet in length on deck, and 27 feet broad, The Lion, just as she began to move majestically into the water, was christened by Miss Eliza Ballardie, amidst the roaring of cannon and the cheers of the people. Not the slightest accident happened. The company present partook of a glass of champaign together, and drunk success to the vessel, as well as to the owners and builders. Messrs, Smith & Rodger, with a select party of friends, dined afterwards in the Wellington Hotel, in honour of the occasion.—Amongst the toasts the owners and builders were not forgotten, neither was Mr. Robinson, the agent of the company, and Mr. Neville, the captain of the Lion. “Mr. Thomas Barclay and the Dundee Steam Trade” was also given with great applause—so was “Messrs Anderson and Ballardie,” and other toasts.—The dinner and wines did great credit to Mrs. Cotton.— Messrs, Smith & Rodger have two other large steamers for the Glasgow and Liverpool trade, and a small one for the east coast to be laid down.”—Glasgow Constitutional, July 3, 1847
As noted above, the Breadalbane was another of the handy iron steamers built and engined by Messrs, Smith & Rodger, at Govan. She was 140 feet in length by 16½ feet in breadth and 8 feet depth, and powered by a steeple engine of 80 h.p.
To fill the gap between the departure of the Lochgoil and the arrival of the new steamer, the Lochgoilhead route was served by the Dumbarton steamers, including the new Premier.
“Summer arrangements of the Lochgoil and Arrochar steamer. The fine steamer Premier, or Lochlomond, will commence sailing on Monday the 31st May from Glasgow Bridge at half-past 7 morning, direct for Greenock, Gourock, Ardenteeny, Lochgoilhead, and Arrochar. On the arrival of the steamer at Lochgoilhead, coaches proceed with the passengers for Inverary, and the Argyle steamer leaves Inverary at half-past 12 for passengers intending to walk to Lochgoilhead, and at half-past 1 p.m. for those travelling by coach. Passengers will have about four hours at Lochgoilhead, and about one hour and a half at Arrochar, which the steamer will leave at about half-past 2 afternoon. Parties intending to return by Lochlong will require to land at Tarbet on the passage up of the steamer on Lochlomond, and those by Lochlong will be in sufficient time for returning with her to the mouth of the lake. On every Saturday from the 5th June, the steamer will sail from Greenock at 6 evening for Lochgoilhead and Arrochar, returning on the Monday morning in time for the half-past 9 railway train. Passengers for the Monday mornings, by the 9 train from Glasgow, or the boat at a quarter before 8, will be in time for the steamer at Greenock.”—Greenock Advertiser, June 1, 1847
The arrangement lasted into the summer.
“Summer arrangements for the Lochgoil and Arrochar steamer. The Premier or Lochlomond, sails every day, Monday excepted, from Glasgow Bridge at half-past seven morning, direct for Greenock, Gourock, Ardentinny, Lochgoilhead, and Arrochar.
“From Greenock on Saturday evenings at six; returning for the half-past nine train on Monday morning for Glasgow; From Greenock on Monday morning about ten, waiting the arrival of the nine train, or the steamer, quarter before eight, from Glasgow.
“Returning from Arrochar, about ½-past two; Lochgoilhead, ¾-past three; Ardentinny, ½-past 4; Gourock, 5; and from Greenock to Glasgow direct, ½-past 5 p.m.
“On the arrival of the steamer at Lochgoilhead, coaches proceed with the passengers for Inverary. The Argyll steamer leaves Inverary for St Catherine’s Ferry at ½-past twelve for passengers preferring to walk to Lochgoilhead, and at ½-past one, for travelling by coach.
“Passengers going by Lochlomond will require to land at Tarbet, on the passage of the steamer up, to be in time for the boat returning from Arrochar. By this arrangement, passengers can in one day view the beautiful scenery about Lochgoilhead, whence they may proceed to Lochfine, and back for the steamer at three ¾-past three; or, going on to Arrochar, cross over to Tarbet meeting there the steamer on Lochlomond, “the Queen of Scottish Lakes,” proceeding by omnibus to Dumbarton, from which a steamer leaves for Glasgow at six evening. Such a combination and variety of what is acknowledged to be the finest scenery in Scotland can rarely be seen in one day; it is only from the superior speed of these fine steamers that the proprietors have been enabled to accomplish it.
“N.B.—The steamer, with passengers for Lochlomond, sails from Glasgow Bridge at 7 morning.”—Glasgow Gazette, June 5, 1847
The Breadalbane took up her station in August, and in common with almost all of the Clyde fleet, she was advertised to sail to meet the Royal Squadron when the Queen visited the Clyde in the second week of the month.
“Royal visit.—Steamer Breadalbane.—This splendid new steamer will sail from Glasgow Bridge Wharf, on Monday morning at five o’clock, and from Greenock on the arrival of the six o’clock train, when she will proceed down the Frith to meet the Royal Squadron, and afterwards accompany Her Majesty during the day, returning to Glasgow in the evening. No person admitted on board without being provided with a sailing ticket for the day. Tickets, ten shillings each. A limited number only, according to regulation, may be had as under, on immediate application to Messrs Alex Laird & Sons, 101, Union Street; Messrs Alex. M‘Donald, 35, Buchanan Street; Messrs J.&R. Wilson, 61, Jamaica Street; Mesrs Allan & Poynter, 83, Jamaica Street; or from the Captain on board.—Glasgow 10th August, 1847.
“N.B.—There will be no steamer to or from Lochgoilhead on Monday first.”—Glasgow Chronicle August 11,1847
On the day the Royal Squadron left the Clyde, the Breadalbane was involved in a collision.
“Vessel run down.—On Tuesday morning at half-past 9 o’clock, a barge or gabbart, deeply laden with coals, was run down by the Breadalbane steamer, between Greenock Quay and the line of vessels moored off, being right in the channel which the Royal Squadron was to pass. The vessel went down in the course of two or three minutes after being struck, leaving about a yard of the mast above water, where a staff and flag were immediately attached to warn vessels clear of the wreck. The crew saved themselves by scrambling on board the Breadalbane. From the amazingly headstrong rashness and folly of those in the hundreds of small rowing-boats, that swarmed the channel off Greenock, numerous accidents occurred; but from the ample arrangements of the harbour police, as well as from the admirable caution and humanity invariably observed by the captains of our steamers, we did not hear of any fatal cases. We observed several instances of parties in little boats, who, whether from want of presence of mind, or sheer stupidity, pulled the very contrary way to that ordered from the steamer, when nothing but the most lenient conduct and prompt action as well of the pilot and engineer as of the captain of the steamer could have saved them.”—Scottish Guardian, August 24, 1847
Eventually, Breadalbane was able to settle down on her regular station.
“Glasgow to Inverary in six hours.—The splendid new steamer Breadalbane continues to sail from Glasgow Bridge Wharf, every morning at half-past seven o’clock for Greenock , Gourock, Ardentenny, and Lochgoilhead, with passengers for Inverary, where they arrive about half-past one p.m. A coach starts from the Argyll Hotel, Inverary, for Oban every afternoon at 2 o’clock, and passengers from Glasgow may thus reach Oban same evening. The steamer Argyll now leaves Inverary, with passengers for Glasgow (via Lochgoilhead,) every morning at nine, instead of one p.m. as formerly; so that in future passengers from Oban to Inverary cannot overtake this conveyance to Glasgow same day.—August 23, 1847.”—Glasgow Herald, August 23, 1847
Into the winter, the sailings were limited to three times a week.
“Inverary via Lochgoilhead.—The steamer Breadalbane will, from and after Saturday, the 4th instant, sail fonly three times a week, viz., from Glasgow Bridge Wharf, for Greenock, Gourock, Ardentinny, and Lochgoilhead, every Tuesday, Thursday, and Saturday morning, at half-past seven o’clock. Passengers from Inveraray for Glasgow will leave on the same mornings at a quarter-past nine o’clock.—Glasgow, 1st December, 1847.”—Glasgow Constitutional, December 1, 1847
In 1847, the Monarch had moved from the Kilmun station to rejoin the regular haunts of Messrs Henderson & M‘Kellar on the Gareloch. Like the Caledonia before her, she had a reputation for speed, and acquired some notoriety.
“Dangerous racing of steamers on the Clyde.—County Police Office, Dumbarton, April 22, 1847.—Sir,—This evening (Thursday), when going down the River Clyde, we met near Whiteinch the Monarch and Invincible steamers coming up the river racing. The Monarch was about 200 yards a-head of the Invincible, and had in addition to her weights several iron bars on them, to assist the pressure on the safety-valve. The Invincible was struggling hard to keep up with the Monarch, and in addition to her weights had two of the crew sitting on them. I understand that these steamers have this week commenced leaving Greenock for Glasgow at the same hour—five o’clock p.m. The time we met them was at a quarter-past six o’clock p.m., by which you can calculate the speed they were going, and the great danger the lives of the passengers were placed in by such conduct; and if it be continued we may expect to hear of a re-acting of the terrific disaster of the Telegraph. This statement can be corroborated by the captain and pilot of the steamer I was on board; and if you think proper you are at liberty to give publicity to this.—I am, Sir, yours faithfully, James M‘Dougall, Supt. of Police. [If this continues another day, the Lord Advocate should send out a justiciary warrant.—Ed. S.R.G.”—Glasgow Gazette, April 24, 1847
Later in the year, after the explosion of the steamer Cricket on the Thames, there was again focus on the vexing topic of steam-boat safety valves, originating from a Shipping Journal but this time brought to the fore by the Scottish Guardian rather than the Reformer’s Gazette as in the previous year.
“Steam-boat accidents.—In a sensible article on the late steam-boat explosion in London, in the North British Railway and Shipping Journal, the writer thus points out the necessity for farther circumspection in the management of some of the Clyde steamers:—“We have no wish to raise unnecessary alarm; but we fear that if a strict investigation were made by our authorities, it would be found that in the Clyde steamers even, there are not that care and caution exercised that might have been expected, after the numerous lamentable warnings that have taken place in the way of blowings up. If any person takes a trip down the Clyde, he will see the safety-valves of our steamers loaded to a fearful extent. No doubt within what they can bear while under weigh; but he will see the vessels slowed, and even stopped altogether, without these valves being relieved for a considerable time afterwards, if at all. It is now something like ten or eleven years since the River Trustees spent no less than two hundred guineas in the shape of premiums to those who would propose suitable plans for the prevention of such accidents as the one in point. We believe such plans were produced; but further than paying cash for them, and depositing the models amidst the lumber and cobwebs belonging to the Trust, nothing else was done regarding them. We hope some spirited member of the Trust will take this matter up; and if they be to the fore, have the dust shaken off these plans, with a view to of having some one of them put in practical operation.”—Scottish Guardian, September 7, 1847
With the Monarch gone, it was one of the Castle steamers that tended to Kilmun. While the Cardiff Castle was on the station, she experienced a boiler explosion with fatal consequences.
“Steam-boat explosion.—On Tuesday afternoon, while the Cardiff Castle steamer was lying at Kilmun quay, one of the plates of the steam chest was rent, and we are sorry to say that several persons were injured. There was a large number of passengers on board at the time, but all escaped with the exception of one family, a mother, Mrs. Cullens of Glasgow, and her son and daughter, who happened unfortunately to be close by the funnel at the moment, and one or two other individuals who were very slightly burned. The injuries sustained by the younger child of Mrs. Cullens ended fatally, we regret to say about three o’clock next morning. The mother herself is also very seriously injured, but hopes are entertained of her recovery. The daughter, whose injury was comparatively slight, is doing well. It was very fortunate that when this unhappy occurrence took place, Dr. Reid, Dr. Lyon, and Dr. Black of Glasgow were on board, and all rendered most effective aid to the sufferers. Immediately on learning the amount of the casualty, the master of the vessel, who was on the paddle-box at the time, conveyed Mrs. Cullen and children to the Inn in the vicinity, where the medical gentlemen kindly attended, and everything was done to alleviate their sufferings that could possibly be suggested. In the consternation of the moment one or two persons leapt overboard, and the tide being low, they easily walked ashore. No blame whatever can be attached to either the captain or engineer, as the steamer was blowing off at the time in the same we as invariably done when the engine stopped.”—Greenock Advertiser, July 30, 1847
More details appear in a further account.
“Accident to the steamer Cardiff Castle.—Bursting of the boiler.—On Tuesday evening last, about half-past six o’clock, an alarming accident occurred on board the steamer Cardiff Castle at Kilmun, the consequence of which, it is to be feared, will proved fatal in the cases of one or two individuals. Just as the vessel was about to sail for Glasgow, the passengers were startled by an explosion of steam. caused by a rent in the boiler. The utmost confusion followed upon the report, and the screams of the women and outcries of the men were dreadful. Many of the passengers attempted to make their escape by leaping over the stern of the vessel. One woman, a German named Rudolf, in the excitement of the moment, threw two, if not three children—either her own or under her care—into the water. By prompt exertion on the part of the captain and crew, aided by those of the passengers who had retained their self-possession, all of all the people who leaped overboard were rescued, but all more or less injured either by scalding or immersion in the water. The principal sufferers were a Mrs. Cullen, wife of a sail-maker at the Broomielaw, and her child, who were both severely scalded. We understand the recovery of the child is hopeless, and that of Mrs. Cullen doubtful. Dr. Lyon and the Rev. Mr. M‘Dougall exerted themselves vigorously, and with great presence of mind rushed into the water to aid the sufferers, while their example and exhortations to the people not to jump overboard tended much to allay the confusion and alarm that prevailed. Mr. Black, surgeon, Calton, along with Dr. Lyon did all that skill and humanity could suggest for the relief of the sufferers. The wife of Dr. Lyon having died at Kilmun, the coffin containing deceased’s body was being conveyed on board, and had just been placed on a couple of small trestles near the vessel’s stern when the accident occurred. The Rev Dr. Black Was standing along with Dr. Reid beside the coffin, and the former had just pronounced the words “in the midst of life we are in death,” as appropriate to the circumstance, when the explosion was heard. Amongst the persons who exerted themselves in rescuing or alleviating the sufferings of the passengers we may mention the landlord of the Inn; Mrs. Sinclair, the wife of Mr. Sinclair of the firm of Fraser & Sinclair, clothiers in Glasgow, the Rev. Mr. Anderson of Helensburgh, Rev. Mr. Patterson of Hutchesontown, &c. The captain of the vessel also exerted himself very much for the comfort of the sufferers. The passengers were all taken on board the Pilot steamer, and conveyed to Glasgow, where they arrived about half-past ten. We understand the accident was of such a nature that no blame can properly attach to anyone on account of it. The explosion was caused by a tear or rent having taken place in a certain part of the boiler. The vessel suffered so little damage as to have been able yesterday to resume her place on the station. [We regret to learn, since the above was written, that the child of Mrs. Cullen mentioned above is dead.]”—Scottish Guardian, July 30, 1847.
Mrs Cullen later succumbed to her injuries on August 3rd.
Fog on Hogmanay disrupted shipping, with one passenger voicing his complaints about a Captain of the Castle steamer for Rothesay.
“(From another Correspondent.)—New Year’s Day.—Excursion per Rothesay steamer.— The prevailing fogs in the Clyde were exceedingly unpropitious at this festive season. Numerous individuals, however, were determined not to lose the opportunity afforded them by their holidays of taking a pleasure-trip. Friday, Hogmanay, the weather was very thick, and no steamer passed down the Clyde—these fogs, however, rarely impede the steam navigation below Greenock, where is an open frith. I therefore went per the railway to Greenock, found the Castle Company’s steamer at the hour of sailing (4 p.m.), at her berth, with about 100 cabin and 50 steerage passengers on board. The weather was still hazy, but one or two vessels came up to Greenock quay. The captain stated to the passengers that the vessel would assuredly proceed on her voyage half-an-hour after the weather cleared up; and as the atmosphere was evidently getting clearer, the passengers continued on board in the assured hope of being quickly amongst their expecting friends and relatives. This hope, however, was not destined to be realised; and although the weather was very soon everything that could be wished, the vessel did not proceed on her voyage. The captain was waited upon by some of the passengers at 6 p.m., and as there appeared to be no impediment to the vessel sailing, they requested a direct answer, whether she would or would not sail. His answer was, in the evening—“The vessel will sail when it clears up, but I cannot say whether it is probable that it will do so or not.” Some of the passengers then left with the last train for Glasgow, but almost the whole of them remained, as the stars were beginning to make their appearance. At 8 o’clock the night became exceedingly clear, scarcely a cloud to be seen, and the heavens studded with stars. Repeated demands were made for the captain, but he was not on board. At 10 p.m. a council of the cabin passengers was held, when it was agreed to send a deputation to the Captain. The important personage was nowhere to be found, but after a rigid inquiry, the deputation were informed he was in bed in his cabin, and an unsuccessful attempt was made to get access to him. Some of the passengers then commenced lustily to toll the bell, with the view of interrupting his slumbers. The person in charge of the vessel called to the police to apprehend the parties. This the police threatened to do, but afterwards they declined to carry their threats into effect. Various other attempts were made by the passengers to get the vessel to proceed on her voyage; but it was not until 10 o’clock on New Year’s day morning, that she did so, although numerous vessels had in the interval passed up and down the Clyde, and tugs sailing in all directions.
“There is no doubt a certain responsibility on the master of a ship, and it is for him to say whether it is safe or proper for her to proceed on her voyage; but if he exercises this power improperly, he is amenable to the public for so doing. There is not a difference of opinion about this matter, and there was not a shadow of excuse for not sailing, and it will not be allowed to pass without due inquiry. The passengers themselves not only suffered great inconvenience, by being kept in durance during the night, but their expecting relatives in Dunoon and Rothesay were kept in serious apprehension of some disaster; as the night was so clear, there was no way of accountiting for their non-arrival, and many indviduals sat up during the whole night.—I am, &c.—A Passenger.”—North British Daily Mail, January 5, 1848
On New Year’s day, 1848, the Inverary Castle, on her journey to Inveraray, was witness to the sinking of a ferry-boat near Ardlamont. It was only by the quick thinking of the Captain and crew of the steamer that tragedy was avoided. The initial account from a passenger suggested that the ferrymen had been drinking and were well aware of the sinking condition of their boat before loading passengers.
“Frightful accident.—When the Inverary Castle steamer was at a ferry close by Ardlamont Point, at the entrance to Lochfine, on the afternoon of Saturday the 1st instant, the ferry-boat came off in a very leaky state, a fact which was mentioned by one of the boatmen when alongside; but as he appeared to have taken an extra glass (although not by any means over-tipsy), not much attention was paid to the remark. When, however, about seven or eight persons had got in, which, including the boatmen, made up about ten or twelve, and pushed off, it was evident to all on board that there was at least great danger, and the signal from the boatman that the steamer might move on was not attended to. They had only drifted about forty or fifty yards astern when no doubt could be entertained that the boat was setting down, and the greatest excitement prevailed on board, heightened by the screaming of those in the sinking boat. The small boat of the steamer was directly put in requisition. All eyes, in the meantime, were turned to the boat, which had gone about 100 or 120 yards astern, and had been rolling very heavily; but at the same instant almost that the rescue-boat left the steamer, a frightful scream from the sufferers, joined in by their friends on the shore, told that they had sunk, and we could see ten or twelve human beings struggling in the water. It was a fearful sight at that moment, joined to the agonies of those on board, and the shrieks of their relatives on the shore, who had arrived there to receive them. The boat from the steamer, as also one that came off from the shore, which reached the spot about two or three minutes after the accident, exerted themselves to the utmost. The sunk boat had by that time turned upside down, and two men (the two ferrymen) were clinging to her. Most of the others were able, with assistance, to grasp the sides of the rescue-boats as soon as they arrived; but some minutes elapsed before they could all be taken hold of, and one boy, of about fourteen, was lying in the water apparently lifeless, with his head downwards, before he could be dragged out, One of the sufferers, a strong able man, who evidently could swim well, displayed from the first the greatest presence of mind in providing for the safety of those near him in the water; and although heavily dressed in a large pea-coat, I could see him moving about, pushing a box to noe party, and sustaining to the very last a woman with his right hand, although he was evidently obliged, from exhaustion, or some other cause, to let her go once for a second of time. It was thought that all might recover; and those saved appeared to believe that none were amissing; but as there was some doubt upon it, I certainly think it would have been proper to turn over the sunk boat before the steamer left, lest any one should have got beneath her, which very commonly happens on such occasions. Considering that this happened at a common ferry at which the steamer is in the habit of calling, and considering that it was no mere squall or quite unforeseen circumstance that sunk this boat, great blame is attachable somewhere, and the public ought to investigate the matter thoroughly.—Edinburgh Courant.”—Scottish Guardian, January 7, 1848
A later account, substantiated by more than one witness, absolved the ferrymen.
“Narrow escape in Lochfine.— We have received from some gentlemen, who were present, details of an accident, and truly providential escape from a great catastrophe, which recently occurred in Lochfine, and some particulars of which have already been pulished although not correct in every particular. It appears that on Saturday se’en-night, or New-Year’s-Day, the Inverary Castle steamer, while on her voyage up Lochfine, had occasion to land a number of passengers at Ardlamont Point, near the entrance to the Loch, and while the steamer stopped, the ferry-boat, manned by the usual ferrymen, came out to receive the people. Including two children, twelve persons left the steamer, and embarked in the boat, which, with the two ferrymen, made fourteen in all. Scarcely had the hawser, attaching the boat to the steamer, been cast away, when it was observed that the former was rapidly making water and fast settling down; and in short, in little more than a minute, she sunk beneath her freight, who were left floating, screaming, and struggling in the sea. The scene at this moment was alike exciting and agonizing. The half-choked cry from the sufferers was responded to by loud screams from the passengers in the Inverary Castle, and by the wild wail of the little crowd on shore, who had gathered together from various distances inland, to give a New -Year’s greeting to the friends and dear relatives who seemed to be perishing before their eyes. Most fortunately the steamer, had not got under weigh, and Capt. M‘Gill met the emergency with equal promptitude and humanity. His first act was to throw overboard all the seats or forms from the quarter-deck, in the direction of the drowning people, that they might cling by them till more substantial aid reached them; and almost simultaneously with this he ordered the steamer’s boat to be lowered, with a crew of three men, which immediately reached the scene of the catastrophe, not above 20 or 30 yards distant, and picked up seven of those who seemed most exhausted and in greatest danger. Meanwhile, the people on shore had not been idle. A boat which lay on the beach was instantly launched, and, manned by willing hands, it soon reached the spot, about 150 yards distant, and completed the work by saving the remainder, some of whom it may be truly said were rescued from the very jaws of death. All were much exhausted, and one youth about 14 years of age, was picked up apparently lifeless; but by judicious treatment he was restored to animation. More than one of the passengers displayed a degree of heroism above all praise, and we may especially notice the case of a working man. named Douglas, who supported, at the risk of his own life, one of the two females, who had been in the boat, until both were saved. It may be proper io state, that although the ferry-boat sunk with the passengers, she did not upset with them. So soon as she was lightened by her weight being thrown into the sea, the boat rose until her gunwales were on a level with the surface of the water. A stout man, who kept himself up by swimming, having observed this, grasped the boat by the gunwale as a support to his exhausted frame. By the weight of his body, however she canted clean over, when the man now got upon her keel. The balance, however, had not been rightly adjusted, for the craft made another plunge and righted. Again, the poor stout main grasped the gunwale, but with the same result as before, for the boat a second time capsized, and as he was making a second effort to gain a resting place on the keel, he was happily relieved from a struggle, in which he must soon have become exhausted, by being picked up by one of the boats.
“Before the Inverary Castle proceeded on her course, Captain M‘Gill took means to certify himself that every person who had left the steamer, as well as the ferrymen, were saved. We are informed that the accident arose from a large leak having sprung in the bows of the boat. The ferrymen themselves state, the first intimation they had that anything was wrong was when the water covered their feet, and gradually mounted their legs while they sat in the boat; and so unexpected was this, that they had previously motioned to the steamer to proceed on her course. Fortunately she had not obeyed the intimation. The ferrymen, we are assured, were quite sober at the time. They have been for many years in the employment of Mr. Lamont, of Lamont, and are well known to the voyagers on Lochfine as trustworthy and steady men. It is not easy, however, to acquit either them, or some one else, of blame, in going out with a boat so insufficient that she sunk within three minutes after she was laden; and we do hope that Mr. Lamont, or some of the Lochfine authorities, will make a searching inquiry into the matter. Thousands of passengers are annually embarked and disembarked in and from the Clyde steamers, during the year, by means of ferry-boats; and it is to be hoped that this occurrence may cause an overhaul of the whole ferry-mens’ fleet, so that sufficiency may be the result. But for three providential circumstances many, or perhaps all, of these 14 persons must, have inevitably been drowned. First, the steamer had not moved away, and was able to render immediate assistance. Second, there was a spare boat on the beach with ready hands to launch and man her. And third, although snow sleet was falling at the time, the sea was comparatively calm, in this usually stormy bay. On this occasion, the ferry-boat had no luggage, with the exception of two bread boxes, and some parcels belonging to the passengers.”—Glasgow Herald, January 10, 1848
The Duntroon Castle was moved from the Rothesay and Inverary route, and was placed on the “Northern Line,” sailing round the Mull of Kintyre to Oban, Fort-William, and Corpach.
“Steam conveyance for goods and passengers to Easdale, Oban, Fort-William, Corpach and the intermediate ports.—From Glasgow, the Duntroon Castle, on Thursday, 6th January, at 12 noon; railway, 2 p.m.—Passengers for the above-mentioned places, who wish to avoid the Mull of Cantyre, may do so by going to Ardrishaig with the Castle steamer, which sails from the foot of the quay on Thursday morning, at half-past 6, and thence proceed to Crinan, where they will meet the Duntroon Castle on Friday morning.—Very low freights and fares.—Apply to George & James Burns, 9 Buchanan Street, Glasgow.
“The Ben Nevis, a new steamer for the Inverness trade, by way of the Crinan and Caledonian Canals, is now building by Mr John Wood, of Port-Glasgow, and will shortly be placed on the station.”—Glasgow Chronicle, January 5, 1848
The Ben Nevis had her name changed to Cygnet, and sailed with her sister, Lapwing on the Inverness route from Glasgow, passing through the Crinan and Caledonian Canals. The Messrs Burns clearly wanted avian names for their steamers and were willing to forego tradition.
From April 3d, the Loch Fyne steamer was scheduled to leave Glasgow from the foot of the quay at 6.30 a.m., Greenock about 8.30 a.m., for Gourock, Kirn, Dunoon, Rothesay, Kyles of Bute, Tarbert, and Ardrishaig; and on Mondays and Thursdays proceeding to Inveraray; returning on Tuesdays and Fridays from Inverary at 5 a.m.; Ardrishaig 7.30 a.m.; Tarbert, 8.30 a.m.; Taynabruaich, Kyles of Bute, 10 a.m.; Colintrave, Kyles of Bute, 10.30 a.m.; Rothesay, 11.30 a.m.; Dunoon, 12.39 p.m.; Kirn and Greenock, for the 1.30 p.m. train, with the steamer terminating at the foot of the quay, Glasgow.
“On and after Monday first, the 3d April, the communication to Kirn, Dunoon, and Rothesay, by the Castle steamers, in connection with the Greenock Railway, will be as follows:—From Glasgow, for Kirn, Dunoon, and Rothesay, at 6.30 a.m.; 10 a.m., train 11 a.m.; 1 p.m., train 2 p.m.; train at 4 p.m., instead of at present 3 p.m.—steamer from Greenock, 5 p.m. From Rothesay, for Glasgow, at 6.45 a.m.; 7.45 a.m. for 9.30 a.m. train; 11.30 a.m.; 1.45 p.m., for 3.30 p.m. train. Steamer proceeds to Glasgow.—John MacArther, Manager, 31st March, 1848.”—Glasgow Constitutional, April 1, 1848
The 10 a.m. departure from Glasgow called at Kilmun, Kirn, and Dunoon, and the 3.30 p.m. steamer from Rothesay was the return Kilmun connection at 4.45 p.m. Departures from Dunoon for Glasgow were timed for 7.35 a.m., 8.35 a.m., 12.30 p.m., 2.35 p.m., and 4.15 p.m.
The summer time-table came into force on May 15th.
“Summer hours.—On Saturday, the 13th inst., in addition to the present hours, one of the Castle steamers will sail from Glasgow Bridge at 3.55 p.m., for Greenock, Gourock, Kirn, Dunoon, and Rothesay. And on Monday, the 15th instant, the hours will be as follows, until further notice, viz.:—From Glasgow at 6.30 a.m., train 8 a.m. for Greenock, Gourock, Kirn, Dunoon, Rothesay, and Lochfine; at 10 a.m., train 11 a.m. for Greenock, Gourock, Kilmun, Kirn, Dunoon, and Rothesay; at 11.20 a.m., train 12 noon for Greenock, Gourock, Kirn, Dunoon, and Rothesay; at 1 p.m., train 2 p.m. for Greenock, Gourock, Kirn, Dunoon, and Rothesay; at 3.55 p.m., train 5 p.m. for Greenock, Gourock, and Kilmun; at 4.10 p.m., train 5 p.m. for Greenock, Kirn, Dunoon, Rothesay.
“In addition to the above, a steamer will depart Greenock in connection with the following trains from Glasgow:—Train at 8 a.m., steamer at 9 a.m. for Rothesay direct; train at 9 a.m., steamer at 10 a.m. for Kirn, Dunoon, and Kilmun; train at 4 p.m., steamer at 5 p.m. for Kirn, Dunoon, Rothesay.
“N.B.—For hours from Rothesay, Dunoon, Kilmun, Gourock, and Greenock, see hand-bills, and sailing boards.—John MacArthur, Manager.—83 Jamaica-street, Glasgow, May 11, 1848.”—Glasgow Gazette, May 13, 1848.
Minor adjustments were made in June.
“Notice.—On and after Friday the 16th instant, one of the Castle steamers will leave Rothesay every evening, at half-past five o’clock, calling at Dunoon, Kirn, and Gourock, for the half-past seven train for Glasgow; leaving Greenock about 8 p.m., on the arrival of the 7 p.m. train from Glasgow.—G. & J. Burns, Buchanan Street.—Glasgow, 15th June, 1848.”—Glasgow Constitutional, June 17, 1848
Despite the erection of new piers at Tighnabruaich and on the Holy Loch, landing and embarking passengers by small boats remained prevalent on the Clyde. The practice of the Captain visiting the passengers and collecting passage money was also practice widely carried out and must have proved a considerable distraction—more likely a dangerous hazard to navigation on the narrow river—to the normal duties of a ship’s master. There was a plea from a correspondent to change this situation. The suggested remedy, however, did not have much merit.
“Clyde—The steamers and the passenger trade. (To the Editor of the Glasgow Constitutional.)—Sir.—Knowing the interest you take in everything which may tend to the advancement and comfort of your fellow citizens by sea or land, I venture to draw your attention to the inadequacy of the accommodation allowed to passenger steamers at Glasgow Bridge. It is not infrequently that passengers have to land over one or two steamers, while the means of going on board from the wharf to the steamers is especially reprehensible and unsafe, scrambling down a slippery and ill-suited paddle-box. To point out any one remedy is unnecessary here, when so many have from time been suggested. The remarks and suggestions of the able editor of the Railway and Shipping Journal, as to a starting wharf in the middle of the river, could be carried into effect at a trifling expense, without hindrance to the navigation; and thus expedite the passage of steamers, as well as relieve the wharves of unnecessary crushing as at present. It would be very simple and easy to construct the wharves so as passengers might embark or land from the decks of the steamers. Much might be done, and that by a small outlay by your River Trustees, for the increase of the passenger traffic. Can they, if they will not, give some of their own, copy the wharves on the Thames. It is of no use here to state what is absolutely required, while so many good plans already mooted have been allowed to lie dormant. I see, since my former visit to the Clyde, that an attempt is made by that enterprising Company, the Castle Steamers, to issue their tickets to passengers on shore. This has been long wanted in this quarter, but the management of the Castle Steamers is before the reformation at your quays and wharves. This plan of issuing tickets on shore, and receiving tickets from those landing, is acceptable to and long desired by the public, but it will not be satisfactorily carried out till the quays and wharves on the Clyde are constructed for a passenger as well as a goods traffic: the passenger department has hitherto been neglected. Let the Castle Steamers persevere —if they are too soon of issuing their tickets in this way, other parties have been too late to give the necessary accommodation. The time will come, if not already at hand, when the Castle Steamers’ plan will be universal here. If the construction of wharves for passengers is to be slow in being completed by those who have the power, let the steam-boat owners at once commence erecting wharves for themselves. Glasgow surely will give the accommodation, and Greenock too; at all events let wharves be erected at every place and at all corners wherever a steamer can perform a day’s journey, and return to Glasgow in the evening, by paying dues at Glasgow. The erection of wharves and the exclusion of wharf dues at so many different ports, in some cases most exorbitant, and at all places excessively high, is surely the duty if not the interest of the Ciyde Trustees; and if they should not move immediately in this matter, let the steam-boat proprietors at once do so: the erection of joint wharves will assuredly be a source of revenue to the different steam-boat companies. If the idea here but partially mooted is carried into effect, it is not difficult to perceive that one party will be able to issue tickets at all the stations for all the steamers on the Clyde, however varied their interests, and however great the opposition may be, the wish of all will be to take care of their cash. When the above hurried suggestions are carried into effect, you may truly say, “Let Glasgow Flourish,” and the Clyde too.— Black Bull Inn, June, 1848, An Englishman.”—Glasgow Constitutional, June 7, 1848
In the middle of August, Messrs G. & J. Burns acquired a fine-looking vessel with two funnels, fore and aft of the paddle boxes, named Plover. Built by Messrs Thomas Wingate & Co., at their new Whiteinch yard, she was 160 feet in length by 16 feet in breadth, and 7½ feet in depth. It is likely she was a speculative venture, incorporating some innovations suggested by a patent issued to Mr. David Napier. In April of 1847 it had been reported that “We observe one in course of construction at Messrs. Thomas Wingate & Co.’s new works below Partick, the engines of which, we learn, are to be on an entirely new principle; but the improvement is said to be protected by patent, and hitherto the nature of it has been kept profoundly secret. All we know is that among other advantages, the proprietor contemplates greatly increased speed, and a diminution of the fuel to the extent of one-half.” The Plover was equipped with two steeple engines driving four piston rods, and fed by two vertical tubular boilers at a pressure of 20 lbs per square inch. The exhausted steam was condensed in the bilges of the double-bottom fed by a donkey pump that operated even when the steamer was stationary. She was indeed a fast and thrifty vessel.
The season ended in October with service reductions.
“Castle Steamers.—On and after Monday, the 2d October, and till further notice, the following changes will take place in the sailings of the above steamers:—The steamer from Glasgow, at 11.30 a.m., does not proceed to Rothesay, but calls at Greenock, Gourock, Dunoon, Kirn, and Kilmun, returning to Glasgow in the evening. The steamer at 4.10 p.m. will be discontinued, but the 3.55 p.m. continues to sail for Greenock, Gourock, Kirn, Dunoon, and Rothesay; also, another steamer will depart from Greenock at 4 p.m., on arrival of the 3 p.m. train from Glasgow, for Kilmun direct. The sailings from Glasgow to Inverary will be on Mondays, Wednesdays, and Fridays, from foot of quay, at 6.30 a.m., returning from Inveraray the following day at 5 a.m. For other hours and particulars, see hand-bills.—Geo. & Jas. Burns, 9 Buchanan Street.—Glasgow, Sept. 28th, 1848.”—Glasgow Herald, September 29, 1848
“Notice.—The Castle steamer, for Greenock, Gourock, Kirn, Dunoon, and Rothesay, at 1 o’clock p.m., now sails at 10 minutes before 2 o’clock p.m.—Geo. & James Burns, 9 Buchanan Street.—Glasgow, November, 1848.”—Glasgow Herald, November 20, 1848
The Breadalbane continued to serve Lochgoilhead at its regular sailing time of half-past seven, from Glasgow, but in July, there was a new service initiated on Saturday evenings and Monday mornings by the Dumbarton steamers. This appears to have been a friendly addition rather than competition. By using the railway connection, the journey was completed in five hours.
“Expeditious route from Glasgow to Inverary, via Lochgoil, in five hours.—The Premier, or Lochlomond, sails from Greenock every Saturday Evening, at 6 o’clock (Railway Train from Glasgow at 5), for Ardentinny, Lochgoilhead, and Arrochar. Passengers for Inverary land at Lochgoilhead, where conveyances are in waiting to proceed to St. Catherine’s Ferry, and from thence per Steamer Argyll to Inverary. The steamer Premier, or Lochlomond, returns on the Monday mornings from Arrochar at 6, and Lochgoilhead at half-past 7 o’clock, arriving at Greenock in time for the half-past 9 o’clock train. Passengers from Inverary leave per steamer Argyll at five morning.—Dumbarton, 22d July, 1848.
“Inverary via Lochgoilhead.—Hours of sailing changed.—On and after Wednesday next, the 27th instant, the steamer Breadalbane will sail from Glasgow Bridge, every morning at a quarter-past eight, for Greenock, Gourock, Ardentinny, and Lochgoilhead, with passengers for Inverary. Passengers from Inveraray for Glasgow will leave per steamer Argyll, every morning at half-past nine.—Glasgow, 23d Sept., 1848.”—Glasgow Constitutional, September 23, 1848
“Inverary via Lochgoilhead.—After Saturday the 6th of January, the steamer Breadalbane will discontinue plying till further notice.—Glasgow, 25th December, 1848.”—Glasgow Herald, December 25, 1848
In November, there was an attempt to resurrect the Kilmun route to Inveraray.
“Notice.—A. M‘Murtrie & Co., Kilmun Hotel, beg to intimate that, on and after Monday, the 20th November, a coach will run daily, till further notice, between Kilmun and St Catherine’s ferry, Lochfine-side, leaving Kilmun about 7 a.m., on arrival of the mail steamer that leaves Greenock at 6 a.m., calling, going and returning, at Whistlefield and Strachur, arriving at St Catherine’s about 11 o’clock forenoon, where ferry boats will convey parties to Inverary; and from St Catherine’s Inn at 1.30 p.m., arriving at Kilmun for the mail steamer which departs at 5.55 p.m. for Greenock. Passengers conveyed to Glasgow from Greenock by the 6.30 p.m. train. Fares:—Kilmun to St. Catherine’s, inside 5s.; outside, 3s. Kilmun to Whistlefied, inside 2s.; outside, 1s. 6d. Kilmun to Strachur, inside 4s.; outside, 4s. 6d. Whistlefield to St Catherine’s, inside 3s.; outside, 2s. Strachur to St Catherine’s, inside 1s. 6d.; outside, 1s. Tickets for intermediate stations may be had at the respective Inns.—Kilmun, November, 1848.”—Glasgow Saturday Post, November 11, 1848
“Water pleasure trip.—We do not know a pleasanter trip than that betwixt Kilmun and Inverary, and now that a coach has been established to run on that route, we hope it will meet with the encouragement the liberal proprietors deserve. It starts every morning from Kilmun about seven, immediately upon arrival of the steamer from Greenock (which leaves at six o’clock) with the mail, and reaches Inverary about half-past eleven o’clock. The fares by this conveyance, are a mere bagatelle, being 5s. inside and 3s. outside. Any person wishing to have a charming jaunt, even at this season of the year, could not do better than leave Glasgow by the train at 3 o’clock, p.m., and take the 4 o’clock Castle steamer from Greenock, get to Kilmun, and, staying there all night in the comfortable hotel which has capital beds and hot and cold baths, proceed next morning to Inveraray. The road is very beautiful, being alongside Loch Eck for eight miles, and through romantic and rugged valleys afterwards. After inspecting Inverary and all the far-famed sights pertaining to that locality, which so delighted the Queen, a couple of years ago, he could return next day by the coach, and arrive at Glasgow at half-past 7 in the evening; thus obtaining an opportunity of seeing, in little more than 24 hours, some of the finest highland scenery in the world, without ant fatigue whatever. For a Saturday’s excursion we do not know a pleasanter route, and we have no doubt whatever that when once it becomes known it will be greatly run upon.—Railway Journal.”—Greenock Advertiser, November 28, 1848
The Commissioners of Supply reviewed the Mail arrangements by Kilmun in October 1849. If the service survived the scrutiny at that time, it did not do so for long, and had faded from local memory by 1853. Strone, closer to Greenock, became the Post town.
The year, 1849, began on a sad note.
“Death of Captain Graham.—We have this day the melancholy task of recording the decease of a very old and esteemed servant of the public; Captain Graham, late of the Breadalbane steamer. A more warm-hearted, upright man we never knew, and one who has not only discharged his duties to the company with which he has been so long associated, with the most untiring zeal and the most un-bending integrity, but who, in private friendship, as well as in his family capacity, as a husband and a father, was a very pattern of affection; and with whose sorrowing and afflicted family we most deeply condole. Captain Graham was the oldest steamboat master in Europe, having sailed as captain on board the original Comet; after which he joined the steamer Glasgow, the first boat that plied along the Ayrshire coast to Largs, Ardrossan, &c.; and afterwards became one of the originators of the present Loch Goil Steamboat Company, in which trade he has continued during the last thirty years. Few men were ever so universally known and respected over a large district of country as our deceased friend; and along all that mountainous and romantic tract which he so often visited, the pang which this brief notice must inflict will be poignant indeed, and the lamentation wide and heartfelt. Many are the occasions on which we have adverted to the varied good traits in Captain Graham’s character, brought out as these were by numerous presentations, &c., evincing the spontaneous outburst of esteem on the part of a large circle of warm friends. And now that the worthy man is no more, we feel a melancholy satisfaction in paying this last passing tribute to his memory.—Constitutional.”—Caledonian Mercury, January 11, 1849
The Lochgoilhead sailings, however continued with Captain M‘Farlane.
“Inverary via Lochgoilhead.—The steamer Breadalbane will resume this station on Thursday the 1st of March. Hours of sailing, &c., in future advertisements.—Glasgow, 16th February, 1849.”—Glasgow Herald, February 16, 1849
“Glasgow to Inverary in six hours.— The steamer Breadalbane sails every morning, at half-past eight, for Ardentinny and Lochgoilhead, with passengers for Inverary. This steamer now calls at Gourock also, both going and returning.—Glasgow, 16th March, 1849.”—Glasgow Herald, March 16, 1849
“Steam conveyance between Glasgow and Lochgoilhead.—With passengers to and from Inverary.—Summer arrangements, May 1849. The fine new steamer Breadalbane, Captain M‘Farlane, sails from Glasgow Bridge Wharf, for Greenock, Gourock, Ardentinny, and Lochgoilhead, every morning at ½-past 8 0’clock. A coach waits the arrival of the steamer at Lochgoilhead, to convey passengers to St. Catherine’s Ferry, when the steamer Argyll immediately starts for Inverary. Passengers for Glasgow by this line, leave Inverary, per steamer Argyll, every morning at a quarter-past 10 o’clock. The whole distance is accomplished in six hours. The scenery all along this delightful route is the most romantic and picturesque, and for beauty and grandeur is not surpassed by any in Scotland.
“Fares.—Between Glasgow and Lochgoilhead.—Cabin 2s. 6d.; Steerage 2s. 0d.—Between Greenock and Lochgoilhead.—Cabin 2s. 0d.; steerage 1s. 6d. Passengers going and returning same day pay only one fare.
“A steamer leaves Greenock for Lochgoilhead every Saturday evening at 6 o’clock, returning early on Monday mornings.”—Glasgow Citizen, June 9, 1849
The last statement in the advertisement refers to the continuing service of the Dumbarton steamers.
The wider interests of Messrs Burns began to dominate the Clyde operations of the Castle steamers.
“Notice.—Change of hours, on and after the 1st March, till further notice.—The Castle steamer, from foot of quay, at 6.30 a.m., will sail at 7.30 a.m. (train 9 a.m.) The steamer from Glasgow Bridge Wharf at 10 a.m. (train 11 a.m.) will proceed to Rothesay leaving Rothesay for Glasgow at 3.30 p.m. The steamer from Glasgow Bridge Wharf at 1.50 p.m. will sail at 1 p.m.; and an additional steamer will sail from Glasgow Bridge Wharf at 2.50 p.m. (train 4 p.m.) for Strone, Kirn, Dunoon, and Rothesay.—For particulars of hours, to and from the various ports, see hand-bills.—George & James Burns, 9 Buchanan Street.—Glasgow, February 22, 1849.”—Glasgow Gazette, February 24, 1849
The summer schedule appeared in May.
“Sailings of the Castle Steamers from Glasgow and Greenock, in connection with Greenock Railway, until further notice.
From Greenock, 6 a.m. for Kilmun direct.
From Greenock, 8.30 a.m. for Rothesay direct.
From Glasgow, foot of quay, 7.15 a.m., train, 9 a.m., Greenock,10 a.m. for Gourock, Dunoon, Rothesay, Kyles of Bute, Tarbert & Ardrishaig, on Mondays and Thursdays to Inverary (after 11th June daily).
From Glasgow, 10 a.m., train, 11 a.m., Greenock, 12 noon for Gourock, Kilmun, Kirn, Dunoon, and Rothesay.
From Glasgow, 1 p.m., Greenock, 3 p.m. for Gourock, Kirn, Dunoon, and Rothesay.
From Glasgow, 2.50 p.m., train, 4 p.m., Greenock, 5 p.m. for Gourock, Kirn, Dunoon, and Rothesay.
From Glasgow, 4 p.m., train, 5 p.m., Greenock, 6 p.m. for Gourock, Kilmun, Kirn, Dunoon, and Rothesay.
“For particulars of hours to and from intermediate stations, see handbills and sailing boards.—Geo. & James Burns, 9 Buchanan Street.—Glasgow May 11, 1849.”—Glasgow Citizen, May 12, 1849
There was clearly a distinction to be made between the “Castle Steamers,” running in connection with the Greenock Railway, and the steamers of the “North Line,” that now included the Pioneer, Duntroon Castle, Edinburgh Castle, and, most recently, the Rothesay Castle, that was now to be found extending the North Line from Inverness, along the coast of the Moray Firth.
“For Oban, Tobermory, and Portree.—The Tartar, or Duntroon Castle, Captain MacDonald, is intended to sail as under:—From Glasgow. Monday, May 21, 11 forenoon, railway 1 afternoon; Monday May 28, 3 afternoon, railway 5 afternoon. From Portree for Glasgow, every Thursday, at 4 a.m. calling at Oban, Tobermory, and the intermediate ports of Lochaline, Salen, Armadale, Isle Ornsay, Balmacara, Kyleakin, and Broadford. Passengers leaving Glasgow by the railway trains, as noted above, will be in time to join the vessel at Greenock. The freight of all goods must be paid at shipment, except for those places at which there are regular Agents, as noted below:—Duncan M‘Arthur, Oban; James Graham, Tobermory, Alexander M‘Donald, Portree; William Lindsay & Co., Greenock.—Thompson and MacConnell, 15 Jamaica Street.—Glasgow, May, 1849.”—Glasgow Gazette, May 19, 1849
“Rapid conveyance between Glasgow and the Highlands.—On and after Monday, 4th June, until further notice.—By Greenock, Dunoon, Rothesay, and Crinan Canal for Oban, arriving same afternoon.—Pioneer—from Glasgow Bridge—Monday, Tuesday, Thursday, and Friday, at 6 morning. Cygnet and Lapwing—from the foot of the Broomielaw—Tuesday and Friday at 6 morning, arriving at Oban following morning. For Inverness.—Pioneer—from Glasgow Bridge—Monday and Thursday at 6 morning, arriving at Inverness following afternoon. Cygnet and Lapwing—from the foot of the Broomielaw—Tuesday and Friday at 6 morning. Note.—The Tuesday’s boat proceeds direct on, the Friday’s boat remains over on the Sunday at Banavie, Corpach.
“For Tobermory, Portree, Skye, &c.—Tartar every Tuesday with goods and passengers. Tuesday 5th June, 11 forenoon, train 1 afternoon; Tuesday 12th June, 2 afternoon, train 5 afternoon; Tuesday 19th June, 11 forenoon, train 1 afternoon; Tuesday 20th June, 2 afternoon, train 5 afternoon.
“From Oban for Staffa, and Iona, or Glencoe, returning same evening, every Wednesday and Saturday morning if a sufficient party offer for either trip
“Moray Firth.—The Rothesay Castle from Inverness, for various ports on the Moray and Cromarty Firths.
“Company not responsible for dogs or luggage.—For further particulars, applied to Geo. and Jas. Burns, 9 Buchanan Street, Thomson & MacConnell, 14 Jamaica Street.—Glasgow, May, 1849.”—Glasgow Gazette, June 2, 1849
Minor changes were brought to the public’s attention.
“Notice.—The Castle steamer, from foot of the quay, will sail on and after Monday first the 4th June, at 8.15 a.m., train 10 a.m.; instead of 7.15 a.m., train 9 a.m., as at present. Also, the Pioneer steamer in connection with the North line, will sail at 6 a.m. from Bridge Wharf, calling at Greenock, Dunoon, Rothesay, Kyles of Bute, off Tarbert, and at Ardrishaig, returning in the afternoon. For other hours of sailing of the Castle steamers, see Hand Bills.—Geo. & James Burns, 91 Buchanan Street.—Glasgow, June 2, 1849.”—Glasgow Gazette, June 2, 1849
The Castle steamer leaving Glasgow at 6 a.m. for Ardrishaig, Pioneer, also carried passengers for and from Port-Ellen, Islay, via Tarbert on Mondays, and Port-Askaig, Islay, via Tarbert, on Saturdays. The connecting steamer at West Loch Tarbert was the Modern Athens until the new Islay was introduced later in the year.
The remaining steamers of the Castle Company on the Clyde were the cargo steamer Dunoon Castle of 1826, Inverary Castle (1839), Cardiff Castle (1844), Craignish Castle (1844), and Dunrobin Castle (1846) together with the Pilot, Petrel, and the new Plover. Well pleased with the speed and economy of the Plover, in June the Messrs Burns purchased the Queen of Beauty, that had been sailing to Staffa and Iona for Messrs Ainslie, but had been advertised for sale in 1848, and had Messrs Wingate & Co.’s yard convert her in a similar fashion.
“Steamer for sale.—The fast-sailing steamer Queen of Beauty, in good order, lying at the Broomielaw. Length, 140 feet; beam, 17 feer; depth, 8 feet 9 inches, with double engine of 80 horse power. Is the finest model and fastest sailer on the Clyde, very light on fuel, and an excellent sea vessel.—Apply to G. & A. Young, 20 Buchanan Street.—Glasgow, May 30, 1848.”—Glasgow Chronicle, May 31, 1848
Changes in schedule continued through the summer.
“Notice.—The Castle steamer advertised to sail on Saturdays at 8 evening, from Greenock, for Gourock, Dunoon, and Rothesay, will be discontinued after 30th June.—G. & J. Burns.—Glasgow, 26th June, 1849.”—Glasgow Chronicle, June 27, 1849
Some changes were made to better accommodate the crush of tourists to the north in August.
“Change of hours.—The Castle Steamer at present from Glasgow (Foot of Quay) at 8.15, and from Greenock about 11 a.m., will, on and after Thursday the 9th August, sail from Glasgow at 6.15, and from Greenock about 8.15 a.m. for Gourock, Kirn, Dunoon, Rothesay, Kyles of Bute, Tarbert, Ardrishaig, and Inverary.—Glasgow, 2d August, 1849.”—Glasgow Gazette, August 4, 1849
“Notice.—On and after Thursday the 9th of August, the Pioneer which leaves Glasgow at six o’clock morning, and Greenock about a quarter before eight, will call at Dunoon only, on her way to Ardrishaig; avoiding Rothesay, the ferries in the Kyles of Bute, and Tarbert. On her return, she will call daily at the ferries in the Kyles, at Rothesay and Dunoon, and off Tarbert, on Mondays and Saturdays only.—Glasgow 2d August 1849.”—Glasgow Gazette, August 4, 1849
In August, the Queen visited Ireland and the Craignish Castle was sent to Belfast where she was chartered by the City Fathers for the occasion. On Saturday, the 11th August, the Royal Squadron sailed for the Clyde, visiting Loch Long and Arrochar where Prince Albert disembarked in heavy rain to visit Loch Lomond. The Queen remained on board and she was reunited with her Consort on the Royal Yacht, anchored in the Gareloch. On Monday, the Lord Provost and other dignitaries sailed down the Clyde in the chartered Breadalbane, and on his return, was informed that the Queen would visit the city on Tuesday. The Queen arrived at the Broomielaw on H.M.Y. Fairy on Tuesday morning. She knighted the Lord Provost on board, and after lunch left for Perth and Balmoral by train.
“Clyde River Steamers.—The undersigned owners of river steamers, respectfully intimate that on and after Saturday first, and until the Royal Visit be over, it may not be in their power to sail their vessels at the usual hours, nor, with certainty to send them farther up the Clyde than Greenock. At the same time, every effort will be made to accommodate the public, by sailing them to and from Glasgow and the coast at such hours as can be accomplished, of which notice will be given.
“G. & J. Burns for Castle Steamers; M Langlands for Star, Lady Kelburne, Lady Brisbane, Invincible, and Mars; William Allan for Breadalbane steamer, Henderson and McKellar; William M‘Kinley for Dumbarton Steam Boat Company; James M‘Intyre for Duchess of Argyll and Superb steamers.
“N.B.—In reference to the above, it is not at all probable that the sailings of the steamers from Glasgow on Saturday, 11th inst., will be disturbed.”—Scottish Guardian, August 10, 1849
Schedule changes marked the end of the tourist season.
“Change of sailings of the Castle Steamers.—On and after Wednesday the 3d October, the steamer from Glasgow at 4 p.m. for Greenock, Gourock, Kilmun, Kirn, Dunoon, and Rothesay; and from Rothesay at 6.40 a.m. for Dunoon, Kirn, Gourock, Greenock, and Glasgow, will be discontinued;—and the sailings from Glasgow to Inverary will be on the Mondays, Wednesdays, and Fridays, at 6.15 a.m. (from Foot of Quay); and from Inverary, Tuesdays, Thursdays, and Saturdays, at 6 a.m.—For particulars of hours of sailing to and from the stations, see hand bills.—Geo. and James Burns, 9 Buchanan Street.—Glasgow, Sept. 28, 1849.”—Glasgow Gazette, September 29, 1849
“Notice.—The Castle steamer at present despatched from the lower end of the Broomielaw at 6.15 a.m. will, on and after Monday the 22d instant, sail at 6 a.m., and from Greenock about 8 a.m. direct for Rothesay, and from thence will proceed through the Kyles of Bute to Tarbert and Ardrishaig, daily; and on Mondays and Thursdays to Inverary.—Geo. & Jas. Burns, 9 Buchanan Street.—Glasgow, Oct. 19, 1849.”—Glasgow Citizen, October 20, 1849
There were some notable changes around the firth and sea lochs.
In 1848, the Duke of Argyle had announced that the shoreline west of Kilcreggan Ferry would be feued, and as the public had demonstrated sufficient interest, the construction of a pier at Kilcreggan was begun in 1849.
“New watering place on the Clyde.—A short time ago the Duke of Argyle resolved to feu off the sea side portion of his Roseneath grounds, westward from Kilcreggan Ferry, and up Lochlong, for several miles. Though the first of these feus were only staked off in the end of April last, we understand that the demand for ground upon this favourite spot has been such that upwards of two miles has already been disposed of. We know of no instance in this part of the country where ground at the coast has been taken up in such an unprecedentedly rapid manner. The situation has long been admired by the Glasgow and other visitors to the coast, but it is only recently that the ground was offered to the public, and we have shown above with what avidity a large portion of it has been secured for building. One great fault with many of our watering places is the overcrowding of houses, which give some of them too much of a town look, besides other inconveniences. This is to be avoided in this case. The feus having very properly been so restricted that every villa or cottage must have at least half an acre of ground attached—as much more as parties may have a fancy, but nothing less. This will not only add greatly to the beauty of the place, but much to the comfort of the residents. In a short time a new quay is to be erected for steamers, and the road all along the coast is to be widened and improved; and, as the whole is under the direction of Mr. Lorn Campbell, and Mr. Andrew M‘Farlane of Glasgow, land surveyor, who laid off the grounds, we have no doubt that these gentlemen will see these improvements early completed next season, when another and one of the prettiest of the watering places which the inhabitants of Glasgow at present enjoy, will be added to the number. Already about a dozen villas and cottages are in course of erection, and the probability is that, after all the water-side ground is feued, the high ground above will be offered to the public. The view from this portion of the grounds, a little to the west of the ferry-house, is acknowledged to be one of the finest in the Firth of Clyde. On the east is the entrance of the Gareloch, and the highly cultivated grounds of Mr. Lorn Campbell at Roseneath Point, with a direct view up Clyde beyond Dumbarton Castle, including Greenock, Port-Glasgow, and the shipping opposite these ports. Opposite is Gourock, to the Cloch, To the west is Loch Long, up which the ground to be feued extends to opposite the entrance of Lochgoil. Besides Strone Point and the Holy Loch, the view takes in the whole range of Dunoon, down the Firth of Clyde, to the Bute and Arran hills. We may add that, when the quay is erected, the time required to reach this new watering-place from Glasgow by railway and steamer will be within one hour and a-half.”—Glasgow Saturday Post, September 1, 1849
At the end of the year, the piers on Loch Long and Loch Goil were slated for improvements over the coming months. Perhaps the visit of the Prince Consort had had some effect.
“The Watering-places on Lochgoil, Lochlong, and at Kilcreggan.—We are gratified to learn that visitors to Kilcreggan, “the new watering-place,” Arrochar, and Lochgoilhead, will have ample steam accommodation afforded them next season. Arrangements have already been entered into, by which there will be a daily morning and evening conveyance from each of the above places, to and from Glasgow. At Arrochar, Sir James Colquhoun is about to erect a commodious and substantial new pier, the want of which has been hitherto felt as the only drawback to that interesting locality. The pier at Lochgoilhead has unfortunately been allowed to get into such a ruinous state, that the steamers can now seldom make use of it; but the Superior there also, will no doubt see to its speedy re-erection, so that Lochgoilhead—the principal route to Inverary—may keep pace with the other watering-places on the Clyde. At Kilcreggan, opposite Gourock, the Duke of Argyle is to erect quay for steamers, which has been contracted for, and will be ready early in the season. The residents at this place will then, not only have the above but possibly other steamers calling daily. At present Capt. M‘Farlane of the Breadalbane lands passengers regularly at Kilcreggan and Craigrownie Point, at the entrance to Lochlong. At a short distance from Craigrownie, Mr. M‘Elroy has about completed a most substantial and handsome residence in the castellated form, in a situation which is much admired. A little further up Lochlong, at “The Cove,” and in view of Ardentinny and the entrance to Lochgoil, Mr. T. Forgan, of Glasgow, is erecting some villas in a situation that is not to be excelled by any on the coast. Several other villas and cottages on the Kilcreggan side are about completed.”—Glasgow Chronicle, December 12, 1849
An Act for a railway along the north bank of the Clyde from Glasgow to Balloch on Loch Lomond, and Helensburgh, was authorized by Parliament in 1845, but in 1848, the prevailing difficult financial situation had forced the Caledonian and Dumbartonshire Junction Railway to concentrate on a more modest railway between Bowling and Glasgow. Good progress had been made by the final month of 1849, when it was announced that Messrs Burns had taken a lease of six years on the line, and were proposing to run steamers on Loch Lomond.
“We understand that Messrs. G. & J. Burns, of this city, have taken a lease for six years of the Dumbarton Railway from Bowling to Balloch. It is, we believe, the intention of this enterprising firm, besides having a regular line of steamers plying in connection with the railway and this city, to place either one or two steamers on Lochlomond for tourists, &c. The railway company are bound under a penalty to have the line opened on the 1st of June. The opening of this portion of the railway will be a great accommodation to the inhabitants of the Vale of Leven and surrounding country.”—Glasgow Herald, December 7, 1849
In January 1850, the lease was approved and application was made to the Clyde Trustees to erect a new pier, Frisky Wharf, to accommodate steamers running in conjunction with the railway, to be ready for the opening of the line on June 1st.
In February, the Pilot had been taken up the Leven to Loch Lomond to be fitted up for the coming of the railway. The incursion of the Messrs Burns into the tourist traffic on the Loch had caused some dismay to the Lochlomond Steamboat Company whose steamer Waterwitch was shortly to have Prince Albert as a consort. However, Messrs Burns had also purchased the shares in the Lochlomond Steamboat Company that had been owned by David Napier, and so had some influence in the matter. It was agreed that the Waterwitch and Prince Albert would tend to the through traffic on the Loch connecting Balloch with Inversnaid, Tarbert and the Head of the Loch, while the Pilot would be on excursion sailings for railway passengers. The steamers used a new pier built into the Loch by the Railway.
“Lochlomond.—On Monday, Messrs Burns’ fine steamer the Pilot reached Balloch—having navigated the Leven successfully—where she has been moored preparatory to being placed on Lochlomond for the summer excursion trade, in connection with the railway betwixt Bowling and the Loch—which has been leased by the Messrs Burns—and these gentlemen’s line of steamers on the Clyde. The Lochlomond Company have likewise a new steamer nearly ready for launching, which will be sent up to run in connection with the railway for the through traffic.”—Glasgow Citizen, February 9, 1850
While the Messrs Burns were extending into new territories, some of the communities they served on the Clyde coast were less enthusiastic. The monopoly enjoyed by the Castle Company led to a general disregard of complaints from passengers on the Cowal and Rothesay routes. The general dissatisfaction with steamer services was voiced in a series of public meetings at Dunoon, culminating in a notice in the Glasgow Herald in February, 1850.
“Notice to steam-boat proprietors. Several large meetings of the inhabitants of Dunoon and Kirn were lately held at Dunoon, for the purpose of considering steam boat accommodation, sailings, fares, &c., betwixed Glasgow, Greenock, Kirn, and Dunoon.
“From a statement made by the Committee at a recent meeting, taken from sure and proper data, showing the large amount of profit, derived from the increasing number of passengers and the goods traffic betwixed the above ports, the inhabitants at their last meeting, held on the 7th February, have resolved to invite respectable proprietors of steam boats from any quarter to put suitable boats to ply on the station; and they do pledge themselves (the owners agreeing to terms) to give them support to the utmost of their power.
“Offers will be received and further information regarding the profits of the traffic may be obtained by applying to the “Committee on Boats,” Post Office, Dunoon, as soon as possible.”—Glasgow Herald, February 15, 1850
Mr Alexander M‘Kellar, snr., responded to this notice. Although the Gareloch was his usual stomping ground, his steamer Monarch had sailed on the Dunoon and Kilmun station for a year. He also had a new steamer building with Messrs Wingate & Co., and it was sure to be fast and comfortable—there will be more about this later.
Ian McCrorie in his article on “The Last of the Castle Steamers” (Clyde River Steamer Club, Glasgow, 1970) has accessed the Greenock shipping call logs to identify the vessels involved through 1850. In January, the Cardiff and Craignish Castles handled the Rothesay sailings with the Pilot sailing to Kilmun. The Culloden and Rothsay Castle, released from summer duties in the Western Isles and Northern routes were sailing to Inveraray. Pilot was replaced by Culloden at the end of January so that she could be taken up the Leven, and Inverary Castle in turn, replaced Culloden, sailing to Inveraray. Plover was introduced to cover changes made in March 13, initiating a new service to Kilcreggan and the Holy Loch.
Culloden
“On and after Wednesday, March 13, and till further notice, one of the Castle Steamers will sail as follows:—From Glasgow, at 11.30 a.m.; from Greenock, about 1.30 p.m.; from Gourock, about 1.45 p.m., for Kilcreggan and Kilmun. From Glasgow, by train at 3 p.m.; from Greenock, about 4 p.m.; from Gourock, about 4.15 p.m., for Kilcreggan and Kilmun. From Kilmun, at 7.30 a.m.; from Kilcreggan, about 8 a.m.; from Gourock, about 8.15 a.m., for Greenock and Glasgow. From Kilmun, at 3 p.m.; from Kilcreggan, about 3.30 p.m.; from Gourock, about 3.45 p.m., for Greenock only—train to Glasgow 4.30 p.m. From Kilmun, at 4.55 p.m.; from Kilcreggan, about 5.30 p.m.; from Gourock, about 5.45 p.m., for Greenock only—train to Glasgow 6.30 p.m.—For other hours of the Castle Steamers see sailing boards.—George & James Burns, 9 Buchanan Street.—Glasgow, 11th March, 1850.”—Greenock Advertiser, March 12, 1850
In April, Dunrobin Castle on the 10 a.m. sailing from Glasgow Bridge, and Pioneer on the 4 p.m. sailing, entered service while Petrel and Cardiff Castle relieved Craignish Castle and Rothsay Castle respectively, allowing the latter to be surveyed for the Moray Firth service from Inverness.
“Castle Steamer.—Change of hours.—On and after this date, a steamer will depart from Rothesay, at 4.10 p.m., calling at Dunoon, Kirn, Strone, Gourock, and Greenock, for Glasgow—the departure from Rothesay, at 2.30 p.m. is discontinued. A steamer will depart from Greenock about 5 p.m., on arrival of the steamer from Glasgow at 2.55 p.m., and train 4 p.m., direct for Kilcreggan and Kilmun.—The departure from Greenock at 4 p.m., in connection with the 3 p.m. train, is discontinued. For other hours to and from the different stations, see hand-bills.—Geo. & James Burns, 9, Buchanan Street.—Glasgow, April 1, 1850.”—Scottish Guardian, April 2, 1850
“Notice.—Express Steamer between Rothesay, Dunoon, Kirn, and Glasgow.—In addition to their other steamers, the subscribers will commence, early in May, to run one of their Swift Steamers from Rothesay, every morning, at 6.50 a.m., calling only at Dunoon and Kirn, and proceeding without further stoppages to Glasgow, arriving at 9.50 a.m. Fares by Express Steamers: From Rothesay, any part of the vessel, 2s 6d.; From Dunoon or Kirn, any part of the vessel, 1s. 6d.—George & James Burns, 9 Buchanan Street.—25th April, 1850.”—Glasgow Herald, April 26, 1850
“Castle Steamers.—The steamer from Glasgow, at 6 a.m., for Ardrishaig, proceeds to Inverary at present only on Mondays and Thursdays, till 15th June; after which she will proceed to Inverary daily. From Inverary, at 6 a.m., on Tuesday and Friday, till 15th June; after which she will sail daily. All former notices withdrawn.—G. & J. Burns.—Glasgow, April 27, 1850.”—North British Daily Mail, May 1, 1850
In April, the conversion of the Queen of Beauty was complete. The new steamer was quite plain with no bowsprit, figure-head, or galleries. She had two masts, latteen rigged; a common bow; squared stern and was clinch-built. Her master was Mr. Peter Turner.
“We observe that the Castle Company have made another handsome addition to their splendid fleet of river steamers. Some time ago the Queen of Beauty steamer was purchased by the company. Since then, she has been undergoing extensive alterations at the building-yard of Messrs Wingate and Co., which have just been completed. A considerable addition has been made to her length, and an improvement effected in the machinery. She is now furnished with two funnels, similar to the Plover and Duchess of Argyle steamers, the former of which belongs to the same company, and is reputed one of the fastest steamers on the Clyde. To mark the change of ownership, the name has also been changed, and she is now the Merlin.—North British Mail.” in Greenock Advertiser, April 12, 1850
There was an extensive write-up on the new Merlin in the Railway and Shipping Journal, highlighting the improvements that made her outstanding.
“New Steamer for the Clyde (From the Railway and Shipping Journal.)—The Merlin, a new steamer, as just been fitted out by Messrs Thomas Wingate & Co., for Messrs. Burns, to form part of the latter’s system of Clyde steamers, and contains so many improvements and additions in the steam way to what have already been known on the Clyde, that we think a brief description of them will be interesting to our readers. The vessel is of the ordinary improved class of iron passage steamer that have been introduced within the past few years on the Clyde, and particularly since the opening of the Greenock Railway, to compete, as far as possible, with that swifter mode of conveyance. Instead, however, of being fitted with machinery of the ordinary description, she has had put into her engines of altogether a novel and peculiar modification. These elements consist in the mode of condensation adopted, and the method by which the air pumps are worked. The condensation, in the first place, is effected by distillation, namely, by conducting the steam into horizontal tubes 10 feet long each, that lie in iron boxes, placed in the bilges of the vessel on each side of the engines, through which boxes a continuous rush of water takes place as the vessel moves along; and the emptying of these tubes, in the second place, is effected by small steam engines working the pumps, altogether independent of and isolated from the larger engines. The great advantage of this is, that whether the vessel be moving or not, be stopped altogether, or slowed—the vacuum in the condensers is kept perfect by the continuous working of the little engines, and the boilers supplied by the distilled steam, as if the vessel herself were carrying on. When it is taken into consideration, therefore, how often accidents to machinery and boilers happen, when the vessel is put out of her regular action, the advantages of these improvements will be at once seen. It is proper, however, that we should state, before going further, that what we have described is not altogether an original discovery. This mode of condensation was contemplated by James Watt, it was attempted by Cartwright, it was extensively experimented upon by David Napier, and it was patented by Hall; but in consequence of drawbacks, which it is unnecessary to describe here, it has never been perfectly successful till now. In the case of Watt and Cartwright, the application being for land purposes, the disadvantages were found insurmountable, and in that of Hall, the modification being part of the engine itself, requiring a separate pump to effect a flow of water, the friction and loss of power became so great as to form a drag equal to a third of the work done, and hence these drawbacks led to its discontinuance altogether.
“The other improvements introduced into the Merlin are the feathering paddle-floats, which present a greater propelling surface, and D. Napier’s upright tubular boilers, which, being once filled with fresh water from the Glasgow Water Works, are enabled, in consequence of the condensation being effected by distillation, to be worked with the same security as if in a fresh water lake or river—for which they are best calculated—and to be always free of brine, no matter how salty or dirty the fluid may be, through which the vessel herself may be obliged to pass.. In addition (though not connected with the machinery,) the Merlin is steered from the platform betwixt the paddles; she has her cooking apparatus placed so that the smoke escapes by the main funnel; and she has all her windows, companions, and cabin entrances so placed that the deck, from stem to stern, is altogether unbroken and uninterrupted, as a promenade. Her cabins, too, are of a larger description than is ordinarily the case, the saloon being capacious enough for 100 passengers, and the fore cabin sufficiently large and roomy to give dining accommodation to 30 or more, at one time. Altogether, the Merlin is what we would call as perfect a specimen of a first-class Clyde steamer as could be desired, and such as we think will not be eclipsed for some seasons to come, her speed being no less than 10 miles per hour, as was proved on Saturday last, when, with her spirited owners on board, and a select party of friends, she effected the distance betwixt Glasgow and Ardrishaig, a distance of 80 miles, against the tide, and calling at the usual landing-places, in five hours and a-quarter, being considerably less time than the distance is generally done in even Messrs. Burns’s other crack steamers, under the most favourable circumstances.”—Glasgow Herald, April 20, 1850.
The summer time-table for the Castle steamers on the Clyde was published at the end of May.
“On and after Monday, the 27th instant, the Castle Steamers to and from Glasgow, Bowling, Greenock, Gourock, Kilcreggan, Strone, Kilmun, Kirn, Dunoon, Rothesay, Kyles of Bute, Tarbert, Ardrishaig, and Inverary, till further notice, arranged with a view to meet corresponding trains on Greenock Railway, unless prevented by weather or other unforeseen causes.
Outward:—
From Greenock, at 6 a.m., for Kilmun, calling at Dunoon 6.40 a.m.
From Glasgow, at 6 a.m., for Inverary, calling at Bowling (7 a.m.), Greenock (8 a.m.), Gourock (8.15 a.m.), Kirn (9 a.m.), Dunoon (9.05 a.m.), Rothesay (10.15 a.m.), Colintrave (11 a.m.), Tynabruiach (11.15 a.m.), Tarbert (1.15 p.m.), Ardrishaig (2.30 p.m.), Inverary (5.15 p.m.) Steamer proceeds only on Mondays and Thursdays to Inveraray, till the 15th June, after which she will go daily.
From Glasgow by rail to Greenock, at 7 a.m., for Rothesay, Greenock (8.30 a.m.), Gourock (8.45 a.m.), Kirn (9.05 a.m.), Dunoon (9.10 a.m.), Rothesay (10 a.m.)
From Glasgow by rail to Greenock, at 7 a.m., for Kilmun, Greenock (9 a.m.), Gourock (9.15 a.m.), Kilcreggan (9.25 a.m.), Strone (9.40 a.m.), Kilmun (9.50 a.m.)
From Glasgow, at 10 a.m., rail (11 a.m.), for Rothesay, calling at Bowling (11 a.m.), Greenock (12 noon), Gourock (12.15 p.m.), Kirn (12.40 p.m.), Dunoon (12.45 p.m.), Rothesay (1.45 p.m.)
From Glasgow, at 11.30 a.m., for Kilmun, Bowling (12.30 p.m.), Greenock (1.30 p.m.), Gourock (1.45 p.m.), Kilcreggan (1.55 p.m.), Strone (2.15 p.m.), Kilmun (2.25 p.m.)
From Glasgow, at 1 p.m., rail (2 p.m.), for Rothesay, calling at Bowling (2 p.m.), Greenock (3 p.m.), Gourock (3.15 p.m.), Kirn (3.40 p.m.), Dunoon (3.45 p.m.), Rothesay (4.45 p.m.)
*From Glasgow, at 2.55 p.m., rail (4 p.m.), for Rothesay, calling at Bowling (3.55 p.m.), Greenock (5 p.m.), Gourock (5.15 p.m.), Kirn (5.40 p.m.), Dunoon (5.45 p.m.), Rothesay (6.45 p.m.)
From Glasgow by rail to Greenock, at 4 p.m., Greenock (5 p.m.), Kilcreggan (5.20 p.m.), Strone (5.40 p.m.), Kilmun (5.50 p.m.)
From Glasgow, at 4 p.m., rail (5 p.m.), for Rothesay, calling at Bowling (5 p.m.), Greenock (6 p.m.), Gourock (6.15 p.m.), Kirn (6.40 p.m.), Dunoon (6.45 p.m.), Rothesay (7.45 p.m.)
All these steamers sail from Glasgow Bridge, except that at 6 a.m. which sails from the Foot of Quay. *Passengers for Kilcreggan and Kilmun are conveyed by this steamer to Greenock, where they join the steamer at 5 p.m. for those places.
Inward:—
From Rothesay, for Greenock at 6.35 a.m., calling at Dunoon (7.30 a.m.), Kirn (7.35 a.m.), Gourock (8 a.m.), Greenock (8.15 a.m.), by rail to Glasgow (8.30 a.m.)
From Rothesay, for Glasgow Express at 6.50 a.m., calling at Dunoon (7.35 a.m.), Kirn (7.40 a.m.), Bowling (9.10 a.m.), Glasgow (9.50 a.m.)
From Kilmun, for Kirn at 7.15 a.m., calling at Strone (7.25 a.m.). Passengers for Glasgow are conveyed by this steamer to Kirn Pier where they join the Express steamer.
From Rothesay, for Glasgow at 7.40 a.m., calling at Dunoon (8.25 a.m.), Kirn (8.30 a.m.), Greenock (9.05 a.m.), by rail to Glasgow (9.15 a.m.), Bowling (10.10 a.m.), Glasgow (11.10 a.m.)
From Kilmun, for Greenock at 8.15 a.m., calling at Strone (8.25 a.m.), Kilcreggan (8.40 a.m.), Greenock (9.05 a.m.), by rail to Glasgow (9.15 a.m.)
From Kilmun, for Glasgow at 10 a.m., calling at Strone (10.10 a.m.), Kilcreggan (10.25 a.m.), Gourock (18,45), Greenock (11.05 a.m.), Bowling (12.05 p.m.), Glasgow (1.05 p.m.)
From Rothesay, for Glasgow at 10.30 a.m., calling at Dunoon (11.25 a.m.), Kirn (11.30 a.m.), Gourock (11.50 a.m.), Greenock (12.10 p.m.), Bowling (1.10 p.m.), Glasgow (2.10 p.m.)
From Inverary, for Glasgow at 6 a.m., calling at Ardrishaig (9 a.m.), Tarbert (10 a.m.), Tynabruiach (11.30 a.m.), Colintrave (11.50 a.m.), Rothesay (12.30 p.m.), Dunoon (1.30 p.m.), Kirn (1.35 p.m.), Gourock (2 p.m.), Greenock (2.15 p.m.), Bowling (3.15 p.m.), Glasgow (4.15 p.m.). Steamer from Inverary only on Tuesdays and Fridays, till 15th June, after which she will sail daily.
From Kilmun, for Greenock at 3.15 p.m., calling at Strone (3.25 p.m.), Kilcreggan (3.45 p.m.), Gourock (3.55 p.m.), Greenock (4.10 p.m.)
From Rothesay, for Glasgow at 4.15 p.m., calling at Dunoon (5.05 p.m.), Kirn (5.10 p.m.), Strone (5.20 p.m.), Gourock (5.45 p.m.), Greenock (6.05 p.m.), Bowling (7.10 p.m.), Glasgow (8.10 p.m.)
From Kilmun, for Greenock at 6 p.m., calling at Strone (6.10 p.m.), Kilcreggan (6.30 p.m.), Gourock (6.40 p.m.), Greenock (7 p.m.)
“—George & James Burns, 9 Buchanan-Street, Glasgow.—Glasgow, May 24, 1850.”—Glasgow Citizen, May 25, 1850
In addition, there was the steamer for the “North Line,” or “Swift Line,” from Glasgow Bridge Wharf at 6 a.m. for Ardrishaig and the track-boat through the Crinan Canal. It was the new steamer Merlin that was placed on this important service in preference to the Pioneer.
“The Swift Line of steamers, with passengers only, to and from the Highlands. The Merlin will leave Glasgow Bridge on Tuesday the 21st, and Friday the 24th May, at six o’clock morning, and every Tuesday and Friday thereafter, at the same hour, until further notice, for Oban, Fort-William, Corpach, and Inverness. Arriving at Corpach same evening, and Inverness on the following afternoon. The fine new hotel built by Mr. Cameron of Lochiel, at Corpach, where the vessels remain over the night, and start from in the morning, will be ready for the reception of the public about 1st June, and as it will be conducted in a superior style, and at moderate charges, it will be found of great advantage to parties visiting the islands by the subscribers’ vessels.—G. & J., 9, Buchanan Street, Glasgow. Thomson & MacConnell, 14, Jamaica Street, Glasgow.”—Glasgow Gazette, May 11, 1850
“Rapid conveyance between Glasgow and the Highlands.—Summer arrangements (Unless prevented by some unforeseen occurrence).—For Oban, Fort-William, and Inverness.—From Glasgow Bridge, by Greenock, Merlin, every lawful day, at 6 morning, and from Greenock about a quarter to eight o’clock, arriving at Oban about 4 p.m., and at Locheil Arms Hotel, Banavie, the same evening, and Inverness on afternoon of following day.
“Glasgow for Oban, Tobermory, & Portree. Duntroon Castle, at 7 o’clock, with goods and passengers. Passengers leaving Glasgow by the Merlin, on Tuesday morning at 6 o’clock, will overtake the Duntroon Castle at Oban.—From Oban for Staffa, Iona, and Glencoe, every lawful morning (weather permitting), returning to Oban in the evening.—Moray Frith.—The Rothesay Castle from Inverness for various ports on the Cromarty and moray Friths, in connection with the above vessels.
“Carriages and horses taken by the swift boats, provided there are persons in charge, to drive along the Crinan Canal. Passengers allowed ½ cwt. of luggage free, all beyond that quantity to be charged at the rate of 3s. per cwt.—George & James Burns, 9 Buchanan-Street, Glasgow; Thomson & MacConnell, 14 Jamaica-Street, Glasgow.
“For sailings of cargo boats see separate bills.—Glasgow, 22d July 1850.”—Glasgow Citizen, July 27, 1850
The prominence of fast steamers on the river led to incidents of racing, frowned upon by the authorities, but encouraged by many of the patrons. Castle steamers were not immune to the practice
“River Bailie Court.—At this court yesterday, Mr. Weir, the master of the steamer Craignish Castle, was summoned for breach of the River regulations, by failing to reduce the speed of his vessel while passing down the harbour. The omission, it appeared, had been attended with pretty serious consequences, and as the steamer had caused the surge which occasioned a considerable commotion among a number of small schooners; one of which had her bowsprit damaged, another her stage broken, and some others their chains strained. The fact was admitted, but it was represented that as a tug was coming up the river with a large number of punts, the only means to prevent the vessel going aground was to raise the steam to a sufficient degree. The explanation having been deemed satisfactory by the magistrate, the defender was dismissed, on promising to pay the damage which vessels had sustained.”—North British Daily Mail, June 8, 1850
The new steamer for Mr Alexander M‘Kellar, snr., the Eclipse, entered service between Glasgow and Dunoon on July 1, captained by Alexander M‘Kellar, yr., the 25 year old son of the owner. She was iron hulled, 156¾ feet in length by 15¼ feet in breadth, slimly built, with a depth of 6½ feet. She was fitted with a steeple engine of 62 h.p., and was reputedly fast.
Eclipse
“New steamer for the Dunoon station.—We observe that the frequenters of Gourock and Dunoon are to be furnished to-day with additional facilities of communication with this city. A new steamer, named the Eclipse, built by Messrs. Wingate & Co. at White-Inch, is to commence plying on that station this afternoon, making four trips a-day. We understand that she is a “clipper,” and likely become a favourite with the public.”—North British Daily Mail, July 1, 1850
Eclipse was scheduled to make two return trips daily, between Dunoon and Glasgow.
“Gourock and Dunoon.—On and after Monday, 1st July, the new and fast-sailing steamer, Eclipse, will sail from Glasgow for Greenock, Gourock, Dunoon, and Kirn, every forenoon, at ½-past 10; every afternoon, at ½-past 5; and sails for Greenock and Glasgow from Dunoon, every morning, at ½-past 6; every afternoon, at 2; from Gourock, every morning, at ¼-before 7; every afternoon, at ¼-past 2. The steamer leaves Kirn five minutes before the hour of Dunoon.”—Glasgow Herald, July 1, 1850
The response of the Castle steamers was to place in opposition, the steamer Merlin, withdrawing her from the Ardrishaig station. She was scheduled to leave the Bridge Wharf at the same hour as the Eclipse, running head-to-head throughout the day.
“Notice.—On and after Monday, 1st July, and till further notice, the 11.30 a.m. steamer from Glasgow will be discontinued; also the connection with the 2.55 p.m. steamer, and 4 p.m. train, from Glasgow for Kilcreggan and Kilmun; but the steamer from Glasgow at 10 a.m., and 4 p.m., will call at Kilmun.—G.& J. Burns, 9 Buchanan Street.—Glasgow, June 29, 1850.”—Mail, July 1, 1850
The inevitable result was a race for every pier, down the river, and on to Gourock and Dunoon. Fares were also reduced.
“Opposition in the river steamers.—We notice with the greatest regret that we are probably to have this season a system of steam-boat racing on the Clyde, which, some of these days, may be as disastrous in its consequences, or even more so, than the recent loss of the Orion. The Dunoon people have long been dissatisfied with the accommodation which is offered them in steam communication with Glasgow. Last winter a series of resolutions appeared in the Herald to that effect, inviting steam-boat proprietors to meet the necessities of the public, and they would receive support. We heard no more of this till last week, when we were informed that a new boat was to be put on the station, which would not only leave Dunoon an hour earlier than the present steamers, but Glasgow an hour and a half later; thus supplying a known want to the residents of Dunoon, besides being an additional accommodation to the public generally. This, it would seem, was what the Castle Company would not tolerate, and we have now the dangerous sight, four times a day, of two of the fastest sailing steamers in the river racing within a few yards of each other up and down the Clyde. The thing should not be tolerated a day, and we call upon the River Trustees to exercise their powers, if they have any, of prohibiting two steamers sailing from the Broomielaw for the same place at the same hour; or if they have not the power they should get their act amended without delay. Last year it was the wonder of every one, when there was a similar opposition on the Helensburgh station, that the boats did not upset from the crowds in them, and now we are to have something as bad, if not worse, repeated. The fares, we may further state, have been reduced to 6d. and 3d. by the new company, and 4d. and 2d. by the old company; and when we consider that Glasgow Fair is next week, we think we have stated reasonable and proper grounds for the authorities to interfere. The Castle Company has, perhaps, as good boats as any steam-boat company in the kingdom, and seem to be well managed, and, on the whole, the fares may be considered moderate; but competition in business, which every one has to meet, seems too much for them. The following, amongst other communications which has been handed to us, will illustrate this:— “The people of Dunoon, and other places on the coast, have long complained of the want of regard for their accommodation exhibited by the owners of the Castle steamers. Yesterday (Monday) a very egregious instance occurred, which caused great inconvenience to the passengers from Rothsay and Dunoon. The boat which leaves Rothesay at half-past 10 in time for the half-past 12 train at Greenock, was, without previous warning, as far as known, taken round to Kilmun, Sandbank, and Strone Point, and did not reach Greenock till a quarter to 1 o’clock, so that the passengers, most of whom had return tickets by the railway, which were not available after half-past 12, were deprived of the opportunity of reaching Glasgow in that way, and were obliged to remain in the steamer, which did not, of course, arrive at the Broomielaw till one hour and a half after the train. This, we believe, arose from the steamer on the Kilmun station being withdrawn to oppose the new boat. We need hardly say that these disappointments caused the greatest dissatisfaction amongst the passengers, and it is certainly not what the public deserve nor what they are likely to submit to.”—Glasgow Chronicle, July 3, 1850
The reference to the Orion was the loss in June of Messrs Burns’ Channel Steamer off Portpatrick, with heavy loss of life. The racing merited a leader in the Glasgow Herald.
“River competition and steam-boat racing.— We observe, with much regret, that competition of a very virulent kind has commenced this week on the Clyde, and should it continue as it has hitherto gone on, it may lead to something disastrous. This has been caused by a new steamer called the Eclipse having been put on the station between Glasgow and Dunoon—a territory which has hitherto been worked almost exclusively by the Castle Company, and which regards this new candidate for public favour in the light of an intruder. It may be stated generally, that the various watering places on the Frith of Clyde are accommodated with steam communication by five Companies or associations, which, though separate in interest, are yet agreed in this, that the one shall not encroach on the territory which has been occupied by the other. For instance, the Castle Company, having perhaps the finest and largest fleet of the kind in the kingdom; takes the north side of the Clyde from Kilmun to Inverary; including Dunoon and Rothesay, and all the ferries along the route. The Largs Company takes the south side, from Innerkip to Arran, including Wemyss Bay, Largs, Fairlie, and Millport, in Cumbrae. A third company takes up Helensburgh and the Gareloch. A fourth, the new watering place of Kilcreggan, Ardentinny, Lochgoil, and Arrochar. And a fifth takes up, exclusively, the Dumbarton trade, and the route so far to Lochlomond. Greenock is common to all, and Gourock is common to all that pass Greenock. Now, although it would be ridiculous to say that any class of steamboat owners have the right to navigate this or that portion of the Clyde to the exclusion of new-comers, still, practically, the public have been great gainers by the system of forbearance which the several companies have shown to each other. On the tacit understanding that present arrangements were not likely to be disturbed on slight grounds, capital has been invested to an immense extent in these river steamers; the Clyde boats have become proverbial over the world for beauty, speed, and safety; and a class of men have been trained up to command them, of whom it is the best recommendation to say that, notwithstanding the thousands who traverse the Clyde daily in the summer season, and the vast numbers who are taken in from open boats, such a thing as an accident is scarcely ever heard of. We trust the trade is reasonably remunerative to all concerned, but surely a fare of 1s. 3d. for a cabin passage of more than 30 miles to Dunoon or 9d. in the steerage, with one cwt. of luggage in addition, is about as low as the thing can be done to allow something for risk and capital (for there is no insurance in the case of these steamers), after wages and other outlay are paid. These companies draw perhaps four-fifths of their remuneration during five months in Summer and Autumn, but as a matter of honour they keep up a daily communication with all the watering villages in Winter when the trade is not remunerative, and indeed does not pay itself. We have selected the fares for Dunoon, simply because we started with an allusion to it, but on all parts of the Clyde, both North and South, the accommodation is correspondingly good and moderate in price. Now, so long as conveyance can be secured in these steamers so often, so regularly, and so cheaply, we do not hail with satisfaction any competition which will dislocate this state of things, and carry the system of profitless rivalry into other or all the stations on the Clyde. Should it continue, we can foresee ruinously low fares, of ricketty steamers, ignorant or reckless captains,—and all to end in rates augmented beyond their present scale to make up for the money which has been squandered during the contest. Like in the case of war expenses, the public must pay all the cost of the fighting in the long run.
“Meanwhile the racing and chasing on the Clyde are going on fast and furious. The Castle Company, resenting what they deem an encroachment on the territory which they have nursed have placed a fine steamer alongside of the Eclipse, and both start from the Broomielaw at the same hour, and keep up the contest all down the Clyde, and then across the Frith to the Kim and Dunoon. As he they are both admirable vessels, it is often a “neck and neck” affair, and this system is, kept up during the entire day, in the course of which two trips are made each way. For these special runs the fares have been reduced by the Castle Company to 4d. in the cabin and 2d. in the steerage, and by the Eclipse to 6d; and 3d. to respectively. Already accidents have occurred, but happily they are not as yet of a serious kind. The Eclipse, on Monday, in her hurry to be off, started from Greenock before her gangway was drawn ashore, and two persons were tumbled into the water, but they were got out without sustaining any injury; a similar occurrence took place at Renfrew; and if we are not mistaken, the captains of both vessels will be arraigned before the River Bailie Court for breach of the river regulations. If this system should continue, we will have, as a matter of course, the upsetting of boats at the ferries while engaged in landing or putting on board passengers; or perhaps something worse. In plain fact, we may look forward to collisions and explosions should this virulent competition continue. We trust the authorities will do all in their power to repress it; but better still, we hope the parties themselves will call common sense and prudence to their aid, and abate a game which must be a losing one to both, and from which both may reap a bitter harvest.
“That the present companies may have occasionally given cause for dissatisfaction, is not unlikely; but it is for their own to interest to grant reasonable accommodation and concessions when asked; and we are informed this course has been uniformly followed. At the same time each coast family, or class of families, cannot expect that a steamer is to come and go for their convenience alone. We should consider competition laudable, and rejoice to see it, when high fares are exacted in virtue of a monopoly—when accommodation is inadequate, or officials saucy. But we do not know that these grievances exist on the Clyde during the present season.”—Glasgow Herald, July 5, 1850
The situation was deemed sufficiently serious that the Lord Provost appealed to George Burns himself to take measures to reduce the competition. This he accomplished by changing the departure times for the Merlin.
“The rival steamers Merlin and Eclipse.—We are happy to learn that in consequence of representations made by the Lord Provost of the alarm occasioned to many persons by the racing of the Dunoon rival steamers, the Messrs Burns have very readily agreed to put an end to it, as appears from the following communication:— “To the Hon. the Lord Provost. Thursday evening, 4th July, 1850.—In reference to the conversation which you had with me this morning, I beg to inform you that we have given orders to withdraw the Merlin from the hours at which the Eclipse goes, so that there may be no strife in that respect.—Yours very truly, G. Burns.”—Glasgow Herald, July 8, 1850
And with that, the immediate problem was resolved, though the competition from Eclipse remained.
“Castle steamers.—On and after Monday, the 22d inst., Glasgow to Greenock, Gourock, Kilcreggan, Strone, Kilmun, Kirn, Dunoon, and Rothesay, cabin, 9d., steerage, 6d.; Greenock to Rothesay, cabin, 9d., steerage, 6d.; Greenock to Kilmun, Kirn, and Dunoon, 6d.—G. & J. Burns.—Glasgow, 16th July, 1850.”—Glasgow Courier, July 20, 1850
“Notice.—On and after Friday first, the Castle Steamer will leave Glasgow at 2.50 p.m., instead of 2.55 p.m., as at present.—G. & J. Burns,—Glasgow, July 9, 1850.”—North British Daily Mail, July 10, 1850
In the middle of July, the Dumbartonshire Railway opened for passengers.
“Dumbartonshire Railway. —Yesterday, this line of railway, which extends from Bowling-Bay on the Clyde to Balloch on Lochlomond, a distance of nine miles, was inspected by the directors and a select party of friends, and the Messrs. Burns, the spirited lessees of the line, previous to its being opened for general traffic. The party left the Broomielaw by steamer at half-past 11 for Bowling, whence they were conveyed by the railway to Balloch, and embarking on board the Messrs. Burns’ crack steamer the Pilot, they enjoyed a delightful sail up the loch; and returned to town by the Merlin steamer, in the wake of the Thetis, the magisterial steam-ship, highly delighted by the day’s proceedings.”—Glasgow Saturday Poat, July 6, 1850
“Notice.—The steamer in connection with the Dumbartonshire Railway will sail, on and after this day (Tuesday), at 4 p.m., instead of 4.15 p.m., as advertised in yesterday’s papers.—G. & J. Burns,—Glasgow, 16th July, 1850.”—Glasgow Courier, July 16, 1850
“Notice.—The Castle Steamer will continue to sail from the Bridge at 4 o’clock p.m. as usual, and will carry passengers to Bowling for Dumbarton and Balloch. The steamer which formerly sailed at 2.55 p.m., now sails at 2.50 p.m.—G. & J. Burns,—Glasgow, 16th July, 1850.”—Glasgow Courier, July 16, 1850
Initially the Dumbarton steamers provided connections between the Broomielaw and Bowling, but it soon became apparent that a steamer dedicated to the route would be a better solution, and for this, the Plover was employed. Just a few days into the service, the Pilot struck a rock near Rowardennan, and was beached.
“To the Editor of the Herald.—Bowling, July 19.—Sir,—I regret to inform you, that about one o’clock to-day, the Pilot steamer, belonging to the Messrs. Burns, the lessees of this railway, and which vessel these gentlemen had fitted out, and placed on Lochlomond for the accommodation of the public, having kept too near the shore, ran upon a rock in the vicinity Rowardennan, and afterwards leaked so much, that the captain deemed it proper to run her on the neighbouring beach, where she now lies with the water on her decks. The Water Witch steamer, in which Messrs. Burns are likewise interested as owners, immediately on observing the accident, she also having an excursion party on board, came to the assistance of the Pilot, and took the passengers from her, whom they conveyed to Balloch, from whence they were brought to Glasgow by one the usual trains and Castle steamers. The Pilot lies on a gravelly beach, and some little time must elapse before she can be raised, to effect which, scientific means must be used, as there are no tides in Lochlomond to aid in the usual mode of lifting. The passengers were no way alarmed; and several of them whom I saw, expressed their satisfaction at the cool manner with which matters were conducted after the accident occurred.—I am, Sir, your most obedient servant, Geo. Mills.”—Glasgow Herald, July 22, 1850
Pilot was raised and brought to Balloch for repair, continuing to run for the remainder of the season. However, by the end of the year, the Messrs Burns had lost their appetite for sailing on the Loch and offered the Pilot to the Lochlomond Company for £1,300. This was refused, and the Pilot fell to Messrs Denny for disposal. The Plover, as the connecting steamer between Glasgow and Bowling, was sold to Mr. D. Thompson early in 1851, but retained by Messrs Burns for the lease of the Railway. She will be remembered for the fatal results of her boiler explosion at the Broomielaw on February 5th of that year.
On the alternative route to Inverary, by way of Lochgoilhead, there were also developments. The year began with the suspension of sailings while the Breadalbane was given her annual refit.
“Inverary via Lochgoilhead.—On and after Monday the 29th inst., the steamer Breadalbane will be laid up for about a fortnight, in order to undergo some necessary repairs. Due notice will be given of the precise day on which the Breadalbane shall resume her sailings.—Glasgow, 12th Jan., 1850.”—Glasgow Citizen, January 12, 1850
“Inverary via Lochgoilhead.—The steamer Breadalbane will resume her sailings on Monday next, the 11th instant, leaving Glasgow every morning at 8:30 for Greenock, Gourock, Ardentinny, and Lochgoilhead, with passengers for Inverary.—Glasgow, 8th Feb., 1850.”—Glasgow Citizen, February 9, 1850
The opening of Kilcreggan pier in March offered a new advertised call, although the steamer had made a ferry call there in previous years.
“Glasgow to Inverary in six hours.—The steamer Breadalbane sails for Lochgoilhead every morning at half-past eight, with passengers for Inverary. The steamer calls regularly at Greenock, Gourock, Kilcreggan, and Ardentinny both going and returning.—Glasgow, 15th March, 1850.”—Glasgow Citizen, March 16, 1850
The biggest change was an announcement that the Breadalbane and the new Dumbarton steamer, Queen, would both call at Lochgoilhead and Arrochar during the season, facilitated by the repairs to the piers at these locations. Fares were also reduced.
“Lochgoilhead and Arrochar steamers.—Reduced fares.—On and after Monday next, the 13th inst., the steamer Breadalbane will sail for Greenock, Gourock, Kilcreggan, Ardentinny, Lochgoilhead, and Arrochar, every morning at half-past eight. Passengers for Inveraray will leave the steamer at Lochgoilhead, and those from Inverary for Glasgow will first proceed per steamer from Lochgoilhead to Arrochar, and afterwards to Glasgow either by Lochlong or Lochlomond.
“The new steamer Queen, intended to sail in concert with the Breadalbane, will be placed on this station on or about the 1st of June, after which there will be two conveyances daily, morning and evening, to and from Glasgow, Lochgoilhead, and Arrochar.
“Fares, on and after the 13th instant:—From Glasgow to Lochgoilhead or Arrochar, Cab. 2s.; Steer. 1s. 6d. From Greenock to Lochgoilhead or Arrochar, Cab. 1s. 6d.; Steer 1s. 0d. The public are respectfully informed that new and substantial wharfs have been erected both at Lochgoilhead and Arrochar, in connection with this route, for their accommodation, in going to and from the steamers.—6th May, 1850.”—Glasgow Courier, May 9, 1850
The initial summer time-table was little more that a joint advertisement for both steamers. There was a heavy reliance on connections with the Castle steamers and the railway.
Steam conveyance to and from Glasgow Greenock, Gourock, Kilcreggan, Ardentinny, Lochgoilhead, and Arrochar, with passengers to and from Inverary.—Summer arrangements. (All former notices withdrawn.) The new steamer Queen, and the steamer Breadalbane sail from Glasgow for Greenock Greenock, Gourock, Kilcreggan, Ardentinny, and Lochgoilhead on Saturdays at ½-past 7 a.m.; all other mornings at ¼-before 9—train at 10. For Arrochar from Glasgow.—Every morning at ten, per Castle steamer to Greenock (train at eleven), where passengers join the steamer for Arrochar at twelve noon. For Lochgoilhead and Arrochar from Glasgow.—Every afternoon at four, per Castle steamer to Greenock (train at five), where passengers join the steamer for Lochgoilhead and Arrochar about six p.m.
“For Inverary.—At Lochgoilhead a coach awaits the arrival of the steamer leaving Glasgow at a quarter before nine (on Saturdays at ½-past 7,) for St Catherine’s, a distance of about seven miles, where there is a regular steam-boat communication across Lochfyne to Inverary. And on and after Saturday, the 29th instant, a conveyance will also wait the arrival of the afternoon passengers from Glasgow, to convey them to St Catherine’s same evening, and bring over passengers for the early steamer in the morning. Seats in these conveyances can be secured from the Captain on board, and that Inverary from Mr. John Robertson, Steamboat Agent there.
“Passengers for Glasgow will, on and after Saturday, the 29th instant, leave Inverary, per steamer Argyle, every morning at 5, and also every forenoon at 11, except on Saturdays when the hour is 9 a.m. The whole distance is accomplished between Glasgow and Inverary in six hours. Pleasure parties by the morning steamer to Arrochar will have sufficient time allowed there, for viewing the magnificent scenery on Lochlongside, or to walk over to Lochlomond and back, before returning by the steamer. The steamers on Lochlong and Lochlomond communicate with each other, so that pleasure parties going by Dumbarton and Lochlomond can return by Lochlong, and those going by Lochlong can return by Lochlomond and Dumbarton.
“Fares: Between Glasgow and Lochgoilhead, or Arrochar, Cabin 2s. 0d.; Steerage, 1s. 6d. Between Greenock and Lochgoilhead, or Arrochar, Cabin 1s. 6d.; Steerage, 1s. 0d. From Glasgow to Arrochar, and back same day, Cabin 2s. 6d.; Steerage, 2s. 0d. From Glasgow to Lochgoilhead, and back same day, Cabin 2s. 0d.; Steerage, 1s. 6d. From Greenock to Arrochar, and back same day, Cabin 2s. 0d.; Steerage, 1s. 6d. Fron Greenock to Lochgoilhead, and back same day, Cabin 2s. 0d.; Steerage, 1s. 6d. Fare for the whole round from Glasgow, including steamers both on Lochlong and Lochlomond, 5s.”—Glasgow Citizen, July 13, 1850
However, later in the summer, on Thursday August 1st, fares were further reduced, and both steamers now called at Arrochar and Lochgoilhead.
“To Inverary in six hours.—Lochgoilhead and Arrochar steamers, Queen and Breadalbane, sail every morning at half-past seven; sail every morning at a quarter before nine—train at ten; also sail every Saturday afternoon from Greenock, about five—train at four.
“The steamer at half-past seven sails direct for Arrochar, returning by Lochgoilhead to Glasgow in the afternoon; on Saturdays to Greenock only; and the steamer at a quarter before nine sails direct for Lochgoilhead, returning by Arrochar in the evening. Pleasure parties to Arrochar by the steamer sailing at half-past seven may either return shortly afterwards by Lochgoilhead to Glasgow—or may remain there upwards of three hours—visit Loch Lomond, &c. &c., then return to Glasgow direct by the steamer about half-past three. The steamers’ hours daily from Arrochar for Glasgow are half-past twelve and half-past three; also on Monday mornings at six. From Lochgoilhead for Glasgow daily about two afternoon; also on Monday mornings about seven.
“These steamers call at Greenock, Gourock, Kilcreggan, and Ardentinny—both going and returning.—Inverary passengers leave Glasgow every morning by the steamer at a quarter before nine—train at ten; also on Saturday afternoons, per steamer from Greenock at five. And passengers from Inverary for Glasgow start, per steamer Argyll, every forenoon at eleven, also every Monday morning at five, arriving in Glasgow, per train, by ten.
“Greatly reduced fare.—From Glasgow to Greenock, Gourock, or Kilcreggan, Cabin 0s.9d.; Steerage 0s. 6d. From Glasgow or Greenock to Ardentinny, Cabin 1s.0d.; Steerage 0s. 9d. From Glasgow or Greenock to Lochgoilhead or Arrochar, Cabin 1s.6d.; Steerage 1s. 0d. From Glasgow or Greenock to Lochgoilhead or Arrochar, and back same day, Cabin 2s.6d.; Steerage 1s. 6d.
“Notice to tourists and others.—The above steamers sailing daily on Lochlong and Lochgoil, visit in a few hours the most striking and magnificent scenery in the Highlands of Scotland. Passengers landing from the early steamer at Arrochar, may return (after an hour or two) to Glasgow by Lochlomond; also, passengers from Lochlomond, landing at Tarbert by 12 o’clock noon, may return to Glasgow by Arrochar and Lochgoilhead—thus travelling both Lochlong and Lochgoil; or those landing at Tarbert any day up till 3 o’clock afternoon, may also return by Lochlong to Glasgow.—Glasgow, 1st August, 1850.”—Glasgow Courier, August 6, 1850
The remainder of the year brought few new surprises. There were changes to schedules and calls, and minor infringements of the Harbour regulations.
“Castle steamers.—On and after Monday the 5th curt., the 6.15 a.m. steamer from Glasgow, and the 5.15 p.m. from Rothesay, will be discontinued. Also, the 11.30 a.m. steamer from Glasgow discontinues calling at Kilcreggan on and after this date.—G. & J. Burns, 9 Buchanan Street, Glasgow, August 2, 1850.”—North British Daily Mail, August 3, 1850
“Notice.—The Castle steamers for Dunoon and Rothesay in the afternoons are:—1 p.m., 2.50 p.m., and 4 p.m.—train from Glasgow at 2 p.m., 4 p.m., and 5 p.m. Early hours from Rothesay at 6.30 a.m., and 7 a.m., in connection with 8.30 a.m., and 9 a.m. express train from Greenock for Glasgow. The Castle steamer advertised from Glasgow at 1.15 p.m. and 4.15 p.m., is in connection with the Dumbartonshire Railway, and does not proceed past Bowling.—Geo. & Jas. Burns, 9 Buchanan Street, Glasgow, August 3, 1850.”—North British Daily Mail, August 3, 1850
“Breach of Harbour Regulations.—In the River Bailie Court, on Tuesday, the captains of the Duchess of Argyll and the Dunrobin Castle steamers were convicted of contravening the harbour regulations, and not having sailed from the Broomielaw at the advertised time of starting, to the serious inconvenience and annoyance of the public. The captain of the Duchess was fined in the sum of 7s. 6d., but in the case of the captain of the Dunrobin Castle a penalty of £1 was inflicted. The latter was then charged with having left the harbour with unwarrantable speed, whereby his vessel cut away the hawser belonging to a Newcastle brig. The charge was found proven, and the captain was fined in the further sum of 10s.”—Glasgow Herald, August 9, 1850
The end of the season saw further contractions.
“Notice.—On and after Monday 23d inst., the Castle steamer leaving Glasgow at 11.30 a.m. will call at Greenock, Gourock, Kilmun, Kirn, and Dunoon, and return from thence to Greenock, without proceeding to Rothesay.—G. & J. Burns.—Glasgow, 20th Sept., 1850.”—Glasgow Gazette, September 21, 1850
“Notice.—On and after Thursday 3d October, the 4 p.m. Castle steamer from Glasgow will be discontinued; also the 6.30 a.m. steamer from Rothesay. The steamer from Rothesay, hitherto at 10.30 a.m. will leave at 9 a.m. instead, and that at 4.15 p.m. will leave at 2.30 instead. From Kilmun, the hours of departure of Castle steamers for Glasgow will be as follows:—From Kimun at 7 a.m. for Glasgow, and 3 p.m. for Greenock, touching at Strone. From Strone about 10 a.m. and about 3.30 p.m. for Glasgow.—G. & J. Burns.—Glasgow, 24th Sept., 1850.”—Glasgow Citizen, September 28, 1850
In October, the Duntroon Castle, part of the “North Line,” was involved in a very serious collision near the Cloch Lighthouse.
“Extraordinary Steam-boat Collision on the Frith of Clyde.—We have to announce the occurrence of a most extraordinary and frightful collision betwixt the Duntroon Castle and the Duke of Cornwall steamers; which took place on Saturday last, nearly opposite the Clough Lighthouse. The particulars of this occurrence, so far as we have been able to learn, are these:—About twelve o’clock on the day mentioned the Duntroon Castle was rapidly nearing the Clough light, on her voyage from Skye to the Broomielaw, when a steam-boat (the Duke of Cornwall) was observed proceeding down the channel, close in shore, it is said—the course usually taken by homeward-bound vessels. Captain M‘Donald of the Duntroon, observing, as he states, the position of the Duke of Cornwall, caused his bell to be rung repeatedly, and used other means to warn those in the Duke of the danger. At this time the Duke of Cornwall was running right across the bows of the Duntroon, and as the captain of the latter vessel saw that a collision was inevitable, he backed his engines. The Duntroon was, however, under too much weigh to permit of her engines being speedily reversed, and the consequence was that the collision occurred—the Duntroon running right into the Duke, carrying away her starboard paddle-box and wheel, and disabling her engines. In this position both steamers remained locked together. The Duntroon had also her bows bilged in down to within a foot or so of the water’s edge, besides sustaining other injuries. It may be easily conceived that the passengers—none of whom, most providentially, were injured—were in the most frightful state of alarm, an alarm which was only allayed by the Celt and Lady Kelburne coming to their assistance. The Lady Kelburne hove to, and took off all the passengers from the Duntroon and Duke of Cornwall. So closely were the two vessels wedged together by the force of the collision that it was found necessary to attach hawsers to the Celt and Lady Kelburne to disengage them; and although both vessels had on full steam, assisted by the Duntroon, which put on her steam also and reversed her engines, the separation was not effected for fully an hour. When the extent of the injuries which had been sustained by either vessel were ascertained, the Duke of Cornwall was taken in tow by the Celt and brought up to Greenock, where she now lies completely disabled. The Duntroon had a considerable portion of her cargo removed to the stern, and this having raised her damaged bows sufficiently out of the water, she proceeded on to the Broomielaw, arriving here in the course of the afternoon. At the time the accident occurred, Capt. M‘Donald, of the Duntroon, was standing on the platform of his vessel, and his mate was keeping a look out; but we have not been informed as to the nature of the look out on board the Duke of Cornwall. That gross negligence is attachable to the commander or pilot of one or other of the vessels is undoubted, but as the matter will no doubt be thoroughly investigated by the authorities, it would, we conceive, be injudicious on our part to hazard any opinion as to where the blame really lies. It is, however, perfectly clear that either the one vessel or the other was out of her course, but it remains yet to be decided which of them was in error. So far as we know the regulations which have been laid down for the observance of vessels coming up and going down the Frith, it would appear that all vessels coming in keep the south side, and all vessels going out keep the north side of the Frith. This regulation could not have been properly observed in the present case, otherwise this unfortunate casualty would not have occurred. That such an occurrence should take place in clear open day; and in a frith several miles wide, is inconsistent with the idea that ordinary vigilance or prudence were observed. The Duke was on her passage to Campbelton when the collision took place, and both vessels carried a great many passengers. Their escape is truly providential for had the collision taken place while a heavy sea was on, instead of the water being perfectly smooth, one or both vessels might have gone down. It is only fair to mention that the foregoing statement is principally derived from parties on board the Duntroon, for as the Duke lies at Greenock, we have not had an opportunity of seeing her officers or crew.”—Glasgow Herald, October 28, 1850
More schedule adjustments heralded November
“Notice.—The Castle steamer, which leaves Rothesay at 7 a.m., and Glasgow at 2 p.m., does not now call at Gourock.—G. & J. Burns.—Glasgow, 15th Nov., 1850.”—Glasgow Gazette, November 16, 1850
Later in the moth, there was a collision with the Gareloch steamer off Port Glasgow.
“Collision in the River.—On the evening of Tuesday last, an occurrence took place in the river nearly opposite Port-Glasgow, which created no small alarm on board the steamers Emperor and Petrel. It appears that the former vessel, which was on her way down the river, had reached the channel hear Port-Glasgow, about six o’clock on the evening of Tuesday. The night, of course, being dark, she had her lights hoisted, and the usual precautions taken against accident. The Petrel, which was coming up the river at the same moment, was also keeping a look-out; but, from some unaccountable mistake or misapprehension on the part of one or other of the officers in charge of the respective vessels, a collision took place between them. Fortunately, the captain of the Petrel, observing the sudden disappearance of the green light of the Emperor, backed his engines a few seconds before the collision took place, which had the effect of materially lessening the violence of the shock. Had this not been done, and both vessels struck each other at full speed, the consequences might have been very different. As it is, both ships have sustained some damage, the Emperor near the figure-head, and the Petrel close to the larboard paddle-box. The vessels, which on striking had rebounded from each other, proceeded onwards, on its being ascertained that the damage was not of a very serious kind. Of course, it would be premature to give an opinion as to which party was most to blame, as, no doubt, the circumstances will be made the subject of investigation by the proper authorities, but, so far as we can learn, the occurrence appears, at all events, not to have resulted through carelessness, a good look-out having been kept on board both vessels, and the captains being at their posts.”—North British Daily Mail, November 23, 1850
Towards the end of the year, the Cardiff Castle was damaged when she collided with a timber raft at Govan bend.
“Reckless neglect of duty on the Clyde.—A very reckless neglect of duty on the part of a number of rafters employed in towing timber from Greenock to Glasgow, occurred on the evening of Saturday, which has called forth the vigilance of the police authorities, and led to the apprehension of the offenders, John Carlin, William Carlin, and William Dermet. It appears that while the accused, who were employed by Messrs Morris & Wink, timber merchants, Greenock, were in charge of a raft of timber floating, or being towed up the Clyde, they left the raft in the water, repaired to a public-house, and indulged over the whiskey stoup. The night being dark, the neglect of duty was aggravated by the accused having failed to have lights set up properly, or having a person stationed on the raft as a “look-out” to give notice of vessels approaching. While the rafters had thus exchanged their floating dwelling for the more congenial enjoyment of the tavern—careless of the hazard and jeopardy they may occasion to parties engaged in the ordinary traffic of the river—the result is easily anticipated. The steamer Cardiff Castle, meanwhile, was on her upward passage, and while captain, officers, and passengers were in fancied security, a loud crash resounded from bank to bank—she had come into collision with the raft floating at the Govan curve or bend of the stream, deemed a very dangerous point. She was considerably injured in her hull and paddle-stays, while no inconsiderable dismay prevailed among the passengers. In addition, the steamer Princess Royal, on her outward trip to Liverpool, was detained; as also the steamers Plover and Victoria on their way to the Broomielaw. The case being reported to the River Police, a party were speedily despatched in quest of the offenders, who were apprehended on Sunday forenoon, and now await their trial by the judicial authorities of the Clyde.”—Glasgow Courier, December 31, 1850
At the end of 1850, the old established company of Messrs Thomson & MacConnell retired from business. They had had a close arrangement with Messrs G. & J. Burns in the Liverpool, Belfast, and West Highland trade since 1839, and this trade was now in the hands of the Messrs Burns alone. The Messrs Burns made the decision to concentrate on the Liverpool and Belfast trade, and to divest their holdings in the Clyde and West Highland services. In February, 1851, two of the Messrs Burns’ heads of departments, David and Alexander Hutcheson, formed the firm of David Hutcheson & Co., to purchase and manage the West Highland steamers: Shandon, Dolphin, Pioneer, Duntroon Castle, Edinburgh Castle, Cygnet, Lapwing, Curlew, and the Crinan Canal track-boats, Sunbeam and Maid of Perth.
“Notice.—The business hitherto carried on by Messrs George & James Burns in steam-vessels plying between Glasgow, Oban, Tobermory, Skye, Inverness, and other ports in the Western Highlands, will henceforth be conducted, in all its branches, by the Subscribers, David Hutcheson & Co., 14, Jamaica Street.—Glasgow, 7th February, 1851.”—Glasgow Courier, February 8, 1851
As mentioned previously, Plover was sold to Mr. D. Thomson, with an obligation to continue running between the Broomielaw and Bowling for Messrs Burns, in support of their lease of the Railway to Loch Lomond. The remaining steamers of the Castle Fleet: Dunoon Castle, Rothsay Castle, Inverary Castle, Craignish Castle, Cardiff Castle, Pilot, Culloden, Dunrobin Castle, Petrel, and Merlin, were sold to Messrs Wm. Denny & Brothers, who quickly made it clear that they wished to break up the fleet and sell the individual steamers, while trying to preserve some sort of orderly service to Dunoon, Rothesay, and the intermediate ports.
“The Subscribers having purchased the steam-boats commonly called the Castle Steamers, the business of these vessels will henceforth be carried on to and from the various ports on the coast as heretofore; and will be under the management of Messrs David Hutcheson & Co., and Mr. John M‘Arthur, at 14, Jamaica Street, Glasgow—Wm. Denny & Brothers.—Dumbarton, 8th Feb., 1851.
“N.B.—Wm. D. & Brothers are ready to treat for the disposal of these vessels.”—Glasgow Courier, February 8, 1851
By the beginning of March, some semblance of a regular service was put in place to reassure the public.
“Petrel, Dunrobin Castle, Craignish Castle, Cardiff Castle.—These steamers will be run on the Glasgow and Rothesay trade during the incoming season, as in previous years, and as soon as they get the usual spring overhaul, will commence their regular hours. Every attention will be given to the comfort and convenience of the public.—For selves and other owners of these steamers.—Wm. Denny & Brothers.—Glasgow, 27th Feb., 1851.”—Glasgow Herald, February 28, 1851
“The Castle Steamers.—Our readers will observe that these favorite steamers have now passed into other hands, and the public will learn with satisfaction that these are not untried hands. The excellent management of these steamers, hitherto, makes the public feel anxious when any change is to be made, as a change to the better is scarcely possible—whereas a change on the other side is in some danger of being apprehended. We have much satisfaction in stating that, as far as we can judge, the public will lose nothing by the change. The steamers will be under the management of parties well known for their ability and care; and we are satisfied that nothing will be left undone to render travelling by these steamers both comfortable and safe. We trust the new proprietary will enjoy the patronage and confidence which has hitherto been placed in the management of these fine steamers.”—Glasgow Examiner, March 1, 1851.
“The Castle Steamers.—The inhabitants and frequenters of Dunoon, Rothesay, &c., will be glad to learn that the Castle Steamers, having passed into other hands, each boat, we believe, being now owned by a separate small joint-stock company, are being subjected to a complete overhaul, and will all speedily be upon their important stations. They will be worked in conjunction, and in such a manner as to furnish every desirable public accommodation.”—Glasgow Herald, March 3, 1851
The Loch Fyne and Inveraray service was carried out by the Inverary Castle and Rothesay Castle, under charter to Messrs Hutcheson, until a new company, the Glasgow & Lochfine Steam Packet Company, was formed in April.
“Lochfine Steamers.—The Inverary Castle and Rothesay Castle steamers leave the Broomielaw for Inverary and intermediate ports, every Monday and Thursday morning, at half-past six o’clock. And for Tarbert and Ardrishaig every lawful morning, at half-past six o’clock. The Rothesay Castle will shortly be withdrawn, and a first-class steamer put in her place to suit the wants of the trade.—David Hutcheson & Co., 14 Jamaica Street.—Glasgow, 1st March, 1851.”—Glasgow Herald, March 3, 1851
In the early weeks of the year, the Breadalbane on the Lochgoilhead service was being reboilered, and a substitute steamer was in her place, likely one of the Castle steamers, perhaps Culloden, and one that was withdrawn at the beginning of February.
“Notice.—Inverary via Lochgoilhead.—The steamer at present plying in lieu of Breadalbane will continue to sail from the Glasgow Bridge Wharf, every lawful morning, at half-past eight o’clock, for Greenock, Kilcreggan, Ardentinny, and Lochgoilhead, with passengers for Inverary, until Saturday next, 1st February, when she will be withdrawn.—Due intimation will be given of the time when sailings are to be resumed.—Glasgow, 23d January, 1851.”—Glasgow Herald, January 24, 1851
The new interest in Lochfyneside had motivated the feuars to provide a competing steamer, one perhaps less driven by the through trade to Inveraray, and more reflective of local needs.
“Launch of The Ardentinny.—We noticed a short time ago that the feuars of Lochgoilhead, Lochlongside, and Kilcreggan, had resolved to procure a new steamer for their own accommodation, and that they had ordered one of the most approved construction. The boat, which was made and fitted up by Messrs Wingate & Co., was launched on Thursday, and was christened the Ardentinny by, we believe, Miss Forgan, daughter of Thomas Forgan, Esq., of Cove. The day was beautiful and the launch quite successful. The Ardentinny is expected to be on the station at the end of the present month, and is to be commanded by Captain Chalmers, so long favorably known in connection with the Castle steamers. Owing to the expected disarrangement of the river communications, caused by the Castle Company’s steamers changing owners, as regards Strone and Kilmun, we understand that the Ardentinny will, in addition to the usual places on the Lochlongside and Lochgoil, call at Gourock, Kilcreggan, and Strone, at least twice a-day. The proprietors deserve the greatest credit for carrying out their resolution so promptly, and for providing a boat that will be one of the swiftest on the Clyde.”—Glasgow Chronicle, March 12, 1851
The Ardentinny was 163½ feet in length by 16 feet in breadth, 6½ feet in depth, and fitted with a steeple engine of 72 h.p. The new company that operated her was the Lochgoil & Lochlong Steamboat Co., (J. Ballardie & J. Reid), and she sported the black funnel with a white band of the Castle Company, distinguishing her from the Lochgoil Company colours.
Ardentinny
The new steamer took up a service with hours very similar to those normally taken up by the Breadalbane, but at the beginning of April, the Breadalbane resumed her station under the command of Captain Graham, the son of the previous Captain Graham.
“New swift steamer Ardentinny, Captain Chalmers, will leave the Bridge Wharf, Broomielaw, every lawful morning at a quarter past eight, for Greenock, Gourock, Kilcreggan, Cove, Ardentinny, and Lochgoilhead, returning from Lochgoilhead at three o’clock afternoon, calling at all the above places. Passengers will have full three hours at Lochgoilhead for viewing the splendid scenery in that locality.—Glasgow, 26th March, 1852.”—Glasgow Herald, March 28, 1851.
“Inverary via Lochgoilhead.—The fine steamer Breadalbane, Captain Graham, having been completely refitted with new boilers, &c., and undergone a great many repairs and improvements, will resume her usual station on Monday the 7th inst. (to-day), leaving Glasgow Bridge Wharf every morning at half-past eight o’clock for Greenock, Gourock, Kilcreggan, Cove, Ardentinny, and Lochgoilhead, with passengers to and from Inverary. Tickets can be had on board this steamer only, securing seats in the coach to St Catherine’s, from whence there is a steam-boat communication to and from Inverary, all in connection with the Breadalbane Company. Passengers leave Inverary for Glasgow per steamer Argyle every morning at ten o’clock.”—Glasgow Herald, April 7, 1851
“New swift steamer Ardentinny, Captain Chalmers, will, on and after this day, (Monday,) leave Lochgoilhead for Glasgow, at two instead of three o’clock.—7th April, 1851.”—Glasgow Herald, April 7, 1851
The Ardentinny, blocked from much of the Inveraray trade, switched to partner with the Pilot, sailing to Kilcreggan, Kilmun, and Strone, and offering an evening sailing to Lochgoilhead, with the return in the early morning.
“Kilmun, Lochgoilhead, &c.—The proprietors of the new swift steamer Ardentinny have, as will be seen from our advertising columns, effected an arrangement with the Pilot steamer, by which increased facilities will be given to the residents at Kilmun, &c. The hours of sailing to and from this place seemed to be most judiciously arranged for either catching the express train up, in good time in the morning, or reaching Glasgow, without leaving the steamer, shortly after ten; while the afternoon hour down, quarter-past 4, will be equally convenient. The feuars at Lochgoilhead and Lochlongside have felt much the want of a morning and evening boat, which is now to be supplied. To summer visitors these places hold out many attractions which the increased accommodation will now allow many to embrace who could not afford to lose a day in going or returning. The Ardentinny or Pilot will, under the new arrangement, make six calls daily at Kilcreggan and Cove, besides calling at Gourock. The two former places will in the course of a fortnight, with the present and other boats, have at least five arrivals and the same number of departures daily.”— Glasgow Chronicle, May 7, 1851
“On and after Monday first, the 12th current, the Ardentinny and Pilot steamers will sail every day from the Glasgow Bridge Wharf, at ¼-past 8 a.m., at ¼-past 11 a.m.’ at ¼-past 4 p.m., for Port-Glasgow, Greenock, Gourock, Kilcreggan, Cove, Strone, and Kilmun. From Kilmun, at at ¼-before 8, at ½-past 11, at ¼-before 4, calling at each of the above places. The ¼-past 4 boat proceeds on to Ardentinny and Lochgoilhead, returning from Lochgoilhead every morning at ½-past 6.—Glasgow, May 5, 1851.”—Glasgow Chronicle, May 7, 1851
This allowed the former Castle steamers on the Dunoon and Rothesay station to forego calling at Strone for the Holy Loch. Messrs Burns retained the rights to the piers at Kilmun and Strone.
“On and after Monday the 12th instant, the Glasgow and Rothesay steamers will cease calling at Strone, on which date the steamers Ardentinny and Pilot will take up this station.—Wm. Findlay Johnstone, Agent.—Bridge Wharf, 8th May, 1851.”—Glasgow Examiner, May 10, 1851.
The Breadalbane settled down to her usual route, offering additional pleasure cruises on Saturday evenings when many factory worker and shop assistants, flush with their week’s wages, were in search of recreation.
“Inverary via Lochgoilhead.—Steam conveyance to and from Glasgow, Greenock, Gourock, Kilcreggan, Cove, Ardentinny, and Lochgoilhead, with passengers to and from Inverary.—The fine steamer Breadalbane, Capt. Graham, sails from Glasgow Bridge, every morning at half-past 8 o’clock—train at 9—for Greenock, Gourock, Kilcreggan, Cove, Ardentinny, and Lochgoilhead, arriving at the latter place about half-past twelve o’clock.
“At Lochgoilhead, a first-class and commodious new coach waits the arrival of the Breadalbane, conveying passengers to St. Catherine’s, a distance of seven miles (passing through scenery unsurpassed for its wild and romantic grandeur), where there is a regular steam-boat communication across Lochfine to Inverary. Passengers for Glasgow, &c., leave Inverary per steamer Argyle, every forenoon at 10 o’clock, arriving in Glasgow about half-past 5 p.m. The whole distance is accomplished between Glasgow and Inverary in six hours. Passengers from Inverary, &c., for Edinburgh, can arrive there at half-past 7 p.m. Between Inverary and Oban there is a daily coach communication, leaving both places at 9 o’clock morning.
“Pleasure parties going and returning same day from Glasgow, Greenock, or Gourock, to Kilcreggan, Cove, Ardentinny, or Lochgilphead, charged only one fare. Fares: From Glasgow to Lochgoilhead, Cabin, 2s. 6d.; Steerage, 1s. 6d. From Greenock or Gourock to Lochgoilhead, Cabin, 1s. 6d.; Steerage, 1s. 0d.—Glasgow, July, 1851.”—Glasgow Citizen, July 5, 1851
“Cheap pleasure trip.—The Breadalbane sails from the Bridge Wharf, at half-past 5 o’clock this afternoon, for Renfrew and Bowling (continuing to do so every Saturday during the season), returning in the evening. Passengers allowed two hours at Renfrew, and one hour at Bowling. Fare, for the whole trip, sixpence.—Glasgow, 5th July, 1851.”—Glasgow Citizen, July 5, 1851
Captain Graham ran afoul of the authorities on a Saturday at the beginning of June.
“The beginning of the steam-boat racing season.—The captains of the Clyde steamers are once more in their element. The racing season has fairly commenced on the river, and now we shall hear of nothing for some months but steamers jolting each other, and captains, with a noble disregard of life—that is to say, of the life of other people—running foul of each other, and “swearing terribly” at each other, to manifest their zeal in the service. It seems to be the common opinion of these nautical gentlemen that pleasure excursions would not deserve the name without the excitement of a race, and the pleasant jeopardy, now and then, of a smash.
“When on Saturday last we adverted to this subject in terms of warning to the public, we were not aware that, on Saturday the 3d instant, a case had occurred on the river which might have been productive of very serious results, and which, we observe, was visited on Tuesday last by the infliction of a penalty very disproportionate to the offence.
“It appears that on the Saturday above-mentioned the ferry-boat at Erskine was receiving passengers from one of the steamers there, and was just about to let go from the vessel, when another steamer, the Breadalbane, Captain Graham, proceeding up the river, shot past without slowering her engines, as required by the river regulations. The consequence was, that the ferry-boat, which was filled with passengers, was nearly ran down, and was in the most imminent danger of swamping with about twenty persons on board. An information being lodged, the case was brought before the River Bailie Court on Tuesday last; the breach of the regulations was clearly established, and Captain Graham of the Breadalbane was fined in the mitigated penalty of two guineas.
“Now, we must give it as our candid opinion, that our respected friend Bailie Gilmour was somewhat unduly merciful in this introductory case of the season. The Breadalbane was hurrying up the river to be ready to start again at 5 p.m., on one of the sixpenny Saturday evening trips, laden to the water edge with a living cargo. Captain Graham, who is one of the proprietors of the vessel, was calculating, doubtless, how many sixpences he would lose unless he could manage to be at the Broomielaw in good time to absorb a monopoly of the crowd of pleasure-seekers; and under the exhilarating influence of this sixpenny hunt all his steam was up, his paddles were in full swing, and what was the risk of swamping the ferry-boat with only twenty persons on board compared to the chance of a glorious haul of sixpenny fares, or passengers at six shillings per dozen?
“We think, however, the offence was considerably greater than it seems to have been estimated at by the River Bailie himself. We cannot understand on what ground he could deem that he was justified in taking so very lenient a view of it. What is the trifle of a couple of guineas to the proprietors of the Breadalbane compared to the deliberate breach of such an important regulation as that which the Captain disregarded. We regret that the River Bailie has very limited powers, and cannot, in the great majority of cases, inflict an adequate penalty. He might have gone a little farther, however, in the present case; and we trust the public will duly appreciate the selfishness and recklessness evinced by Captain Graham, and by others who may imitate his example.”—Glasgow Gazette, June 21, 1851
At this point, the saga ends with the Castle steamers in the process of being dispersed. The long-time Company Manager, John M‘Arthur, was no longer mentioned in the advertisements. Instead, a new entity, the “Glasgow and Rothesay Steamers,” under the agency of William Findlay Johnstone was to the fore. The tidy arrangement with the Glasgow, Paisley & Greenock Railway had been unravelling since the beginning of the new decade, and was further complicated by the disruption resulting from the new owners. This created a headache for the Caledonian Railway as it finalized amalgamation with the G. P. & G., to the extent that they began the process of acquiring their own steamers in 1852.