From 1930 onwards, the L.M.S. railway company had embarked on a program of replacement for the fleet of steamers built before the first world war. The Duchess of Montrose in 1930, Duchess of Hamilton in 1932, Caledonia and Mercury in 1934, Marchioness of Lorne in 1935 and Marchioness of Graham in 1936 had been revolutionary and a tremendous investment at a time when shipbuilding work on the Clyde was scarce and prices were low. Additional tonnage was required, however, for the popular routes to Dunoon and Rothesay and in 1936, an order was placed with the Fairfield Company in Govan for two steamers, designed as ferry-class vessels like Marchioness of Lorne, but with higher speed and greater capacity. The new steamers, to be named Jupiter and Juno, were built on the same slipway at the Govan yard. Although named after two steamers of the former Glasgow and South Western Railway Co., Ltd., the new steamers were registered in the name of the Caledonian Steam Packet Co., Ltd., from the start, allowing them to avoid the restrictions placed on the former railway company.  Jupiter was launched first on April 9, 1937. The contrast of the speeches on the day of the launch contrasts with those from the launch of the Mercury three years previously.

“Nation’s security—Efficient shipbuilding essential—Sir A. M. Kennedy—The vital Importance of an efficient shipbuilding industry , to the security and welfare of Britain, as now evident in dealing with the requirements of the Navy, was emphasised by Sir Alexander M. Kennedy, chairman of the Fairfieid Shipbuilding and Engineering Co. (Ltd.), following the launch yesterday from the firm’s yard at Govan of the Jupiter, a new paddle steamer, built for the London Midland and Scottish Railway Company’s Clyde fleet. He pointed out that naval work was not enough, and that when pressure on warship building was eventually relaxed, British shipbuilders must be able to rely on the loyalty and support of the British shipowners. The launch was witnessed by a large and representative gathering, and the naming ceremony was performed by Mrs G. L. Darbyshire, wife of the chief officer for labour and establishment in connection with the L.M. and S.

“Improvement stimulated—Proposing the toast of “Success to the Jupiter” at the subsequent lunch, Sir Alexander Kennedy, after referring in detail to the new vessel, remarked that it was unfortunate that in recent years policies of economic restriction rather than expansion had held sway. He felt, however, that the far-sighted policy of the National Government had stimulated general improvement in world trade, and had helped the movement towards the higher world commodity price levels now ruling. The increased purchasing power now enjoyed by the people of many countries after lean years was stirring up again that desire for goods and services of all nations at economic prices, which was the foundation of world exchange and world trade. With a demand so widespread from all parts of the world, there would be an impetus to wider and freer international trade than had been experienced for many years. He believed, therefore, that many of the trade barriers and restrictions built up during the long period of depression might soon be swept away. Policies of economic nationalism combined always with a nationalistic attitude to industry and trade, and so began the tale of tariffs and quotas and subsidies, along with barter and blocked currency transactions which hampered the normal machinery of world trade.

“Trade barriers effect—The effect of these trade barriers had fallen so severely on British shipbuilding that not only was there a tremendous shrinkage in the foreign work building in British yards, but a few orders for British owners were even finding their way abroad. That was a matter of the greatest concern to their industry. It was significant that, in relation to coastal transport, certain Local Authorities had introduced, or were considering the introduction of, conditions which would ensure that goods transported by sea were carried in British ships. They heard a great deal about the benefits of “buying British,” and a policy based on the idea of British ships for British transport was but another aspect of the same thing. British ships should mean British built ships. (Hear, hear.)

“Shipbuilders in this country had never favoured artificial restrictions in the carrying on of industry and trade, but often such measures were necessitated by way of self-defence. An efficient and up-to-date shipbuilding industry was vital to Britain’s welfare and security, as was evident to-day, when It was facing the strain of coping with long delayed naval requirements. But naval work alone was not enough. At the present time the concentration of rearmament had produced abnormal conditions in regard to material supplies which, however, were rapidly being solved. Pressure on the warship building side would eventually be relaxed, and it was at that stage that the British shipbuilders must be able to rely on the loyalty and support of the British shipowners. (Applause.)

“A Fairfield contrast—Acknowledging the toast on behalf of the owners, Sir H. Arthur Rose recalled the launch of the Company’s Mercury from Fairfield in 1934, and stated that the yard at that time, was one of the most desolate places on the Clyde. It was a real tragedy to walk through the establishment and see nothing but the Mercury on the stocks. With sterling courage, however, Sir Alexander Kennedy had throughout these times of blackest depression kept the organisation going, and the result of that policy was now manifest. (Applause.) Sir Arthur Rose concluded by proposing the health of the directors of the Fairfield Company Mr Robert Strachan, who replied, said the ship launched that day was but another milestone in the evolution of their Clyde steamers, embodying, as it did, many original ideas given effect to in its construction.

“The new vessel is the first of two passenger steamers being constructed at Fairfieid for the L.M. and S. Railway Company, and when the second one, the Juno, is delivered to her owners in June next, Fairfield’s contribution to the L. M. and S. Railway fleet will be five vessels during the last four consecutive years. With an overall length of 230 feet, the Jupiter has been designed to give ample accommodation for about 1200 passengers and crew on three decks. Special attention has been paid to the seating in the shelters fore and aft on the promenade deck, and passengers will have an uninterrupted view on either side of the vessel. Designed for a speed of 17¾ knots on trial, the Jupiter is being fitted with a three-crank triple expansion engine and, when completed, she will be employed on the Greenock, Gourock,. Dunoon, Wemyss Bay, and Rothesay services.”—Scotsman, April 10, 1937

Jupiter trials (Robertson)

Jupiter at Tighnabruaich (Spencer)

Jupiter in Rothesay Bay (Adamson)

Juno followed on May 25, 1937.

“Passenger ships—Sir A. M. Kennedy’s Hint to Owners—Cut decoration expense—A hint to shipowners, particularly those operating passenger liners, that they might partly offset the present increase in shipbuilding prices by incurring less expense or decorative work was given by Sir Alexander M . Kennedy, chairman of the Fairfield Ship building and Engineering Co. (Ltd.) Govan when his firm launched yesterday the L.M.S paddle steamer Juno. The new vessel which is a sister ship to the Jupiter, launched from the same yard six weeks ago, and is intended for Clyde passenger service was named by Mrs H. L. Thornhill, the wife of the chief legal adviser to the L.M.S. Railway Company. Sir Alexander M. Kennedy presided at a lunch following the launch, and proposed the toast of “The Juno and Her Owners.” The Juno, he said, added one more to the long line of steamers which the enterprise of the L.M.S. Railway Company had provided to enable the travelling public, not only those of the West of Scotland, but from all parts of the world, to enjoy the unrivalled beauty of scenery with which the Clyde estuary and district abounded. The first passenger steamer to be constructed at that establishment for Clyde services was the Duchess of Fife, which had done 34 years good work and was still going strong. She was in commission all the year round, and was said to be one of the most successful and popular steamers in the L.M.S. service. One thing which the improved industrial situation had brought about, continued Sir Alexander, had been an increase in the cost of building ships—a fact on which some shipowners had commented with a certain amount of disapproval. Their attitude was understandable, but the increased cost was the inevitable result of economic causes. Prices had risen all round, and it was not the fault of the shipbuilder that ships had been included in the general upward tendency. Shipbuilding was pre-eminently an assembling industry, putting together the products of many other industries, and when the prices of materials, auxiliary machinery, equipment, and services were raised against the shipbuilder, he was compelled, whatever he might wish, to include the additional cost in the price of the ship.

“Passenger liners—At a time when prices were artificially inflated, as they must be of necessity during a cycle of costs dominated by an extensive rearmament programme, it might be possible, at any rate in the case of passenger liners, to reduce the ultimate expenditure by emitting some of the more elaborate and costly items of decorative work, &c., without interfering with the comfort or convenience of the passengers. They congratulated the L.M.S. Company for the continued success attending their efforts to bring their wonderful organisation into a more satisfactory condition. As regards the passenger service, the directors visualised correctly what the travelling public wanted and made provision for that felt need by running week by week, a large number of excursion trains to various parts of the country. The venture, he understood, had been highly successful. The Company, however, had found that the ever-increasing costs of new plant upkeep, wages, &c., were not being fully met, and according to reports, an increase in passenger fares and merchandise rates was imminent. The railway directors and shipbuilders ought to sympathise with each other since their experiences seemed to be somewhat alike, and they might find shortly that both were in the unhappy position of being pilloried for overcharging—the one in respect of railway travel and transport, and the other in connection with the building of ships.

“Govan’s bad times over—Responding, Mr Charles Ker, a director of the L.M.S., said that his Company were doing their best to meet the difficult times, and he thought they were getting through the main difficulties. The Govan district had been going through a bad time lately, and he was glad to think that these bad times were past for a number of years. Mr George W. Barr, joint managing director of the Fairfield Company, who replied to the toast of “The Builders,” given by Mr Ker, said that he wished to congratulate the L.M.S. directors on their brave programme of replacements during the depression years. The principal dimensions of the Juno are as follows:—Length overall, 230 ft 6 ins; length between perpendiculars, 223 ft; breadth moulded, 20 ft. On completion, the vessel will have two pole masts, two funnels, cruiser stern and raked stem; while the paddle wheels will be built into the vessel, giving her the characteristic appearance of the latest paddle steamers of the Company’s fleet. She has been designed to give ample accommodation for about 1200 passengers on three decks. Stowage for motor cars is provided between the funnels amidships.”—Scotsman, May 26, 1937

Juno trials (Robertson)

Juno trials (Valentine)

Juno off Wemyss Bay (Adamson)

Both steamers met their trial speeds and Jupiter entered service at the beginning of June while Juno was commissioned a month later. An inaugural cruise was held on July 7 to let the press and public view both new steamers.

“Clyde steamers—L.M.S.R. official’s tribute—Inaugural cruise—There was no other river in the world on which there was such a splendid fleet of pleasure steamers as the Clyde, stated Mr John Ballantyne, Chief Officer in Scotland of the L.M.S. Railway Company, at the inaugural cruise yesterday of the Company’s two new vessels, Juno and Jupiter. During last year, he said, the number of passengers carried on Clyde pleasure craft was over 4,000,000, the great majority being carried within the short summer period of between three and four months. In naming the two new vessels the Juno and the Jupiter the Company was perpetuating two names which were familiar to all lovers of the Clyde, said Mr Ballantyne. The former vessels had given faithful service for over 30 years, and during the war were used by the Government. Something of the glory of the old veterans would surely pass with their names to the new steamers. Throughout the lean years, which were happily passing, the Company had continued its policy of providing convenient, comfortable, and expeditious services to and from the Clyde Coast, and as the fares charged were on a very low basis, the traffic continued to grow. Last year 17,500 tons of merchandise, 455,000 mail bags, parcels, and post hampers, and 19,900 head of livestock were carried, while 40,000 tons of coal and 2600 gallons of oil were consumed by the pleasure steamers on the Clyde.

“To carry 1200—Mr Charles Kerr, D.L., L.L.D., Chairman of the Scottish Committee of the Directors of the L.M.S. Company; Sir George Mitchell, of the Flemington Coal Company, and Lord Provost John Stewart, of Glasgow, also spoke. Among the large company of distinguished guests who attended were Mr J. M. Phillipps, Operating Manager for Scotland of the L.M.S. Company, and Mr W. Yeaman, Commercial Manager.

“The new steamers are twin paddle vessels, and were built by the Fairfield Shipbuilding and Engineering Company (Ltd.), Govan, and will be employed on the Greenock, Gourock, Dunoon, Wemyss Bay, and Rothesay service. Each has accommodation for 1200 passengers, and there are three decks, a promenade deck, main deck, and lower deck, while both have a speed of 17½ knots.”—Scotsman, July 7, 1937

Jupiter off Gourock

Jupiter approaching Gourock

Jupiter or Juno at Dunoon in 1937

Juno at Dunoon in 1938 (Valentine)

Jupiter at Rothesay in 1938 (Valentine)

Jupiter with Saint Columba at Rothesay in 1938 (Valentine)

Jupiter at Gourock with Duchess of Fife (Robertson)

The new steamers were to be found on the Greenock and Gourock to Dunoon and Rothesay service and the Wemyss Bay to Rothesay routes. They were strong vessels, designed for year-round work with powerful triple-expansion engines and could cover on many routes.

Juno leaving Dunoon

Jupiter had a mishap in March 1939 when on the Ardrossan to Arran service. On March 10, she ran aground in fog in Brodick Bay.

“Clyde steamer aground in fog—During a heavy fog yesterday the Clyde steamer Jupiter ran aground near Brodick, Arran. The vessel was later refloated. The Jupiter was on her usual morning run from Ardrossan to Brodick, and was making for Brodick pier when she went on to a sandbank half a mile from her destination. Shortly after midday, when the vessel had been aground for a little over half an hour, the passengers were taken ashore to Brodick Pier in the small boats. There were about 50 travellers bound for Brodick. Transference of the passengers was carried out without any excitement. The piermaster, Mr H. Graham heard the sound of the vessel’s-paddles through the fog. Visibility at that time was only about 20 yards. Mr Graham signalled by siren and a moment later he and others standing on the pier heard the Jupiter run aground with a grinding crash.”—Scotsman, March 11, 1939

Jupiter ashore at Brodick in March 1939

“Steamer Runs Aground—Thrill for Scots Houseseekers—Among 70 passengers aboard the Clyde paddle steamer Jupiter, which ran aground in dense fog at Brodick yesterday, were several people who had made the sail to “fix up” accommodation for their summer holidays. Undaunted by their experience, they went ashore in small boats and discussed terms with local land-ladies. The Jupiter missed the pier owing to the fog and ran aground near the summer bathing beach. Watchers, knowing that the vessel had missed the pier, saw her loom out of the mist, but were helpless to prevent her from grounding.

“Nurse Glencross, returning from leave to the Isle of Arran War Memorial Hospital, said, as she landed from the ship’s boat, which had been launched to take passengers ashore—“No one was hurt or over-excited. We felt a tremendous jar, which knocked down suitcases and heaved about the pots in the ship’s galley. We rushed on deck to find ourselves hard ashore.”

“Another passenger said—“I was walking the deck with Mr Macdonald, the Gaelic adjudicator for the Arran Music Festival, when we felt a sudden impact and were hurled forward. We thought the steamer had crashed against the pier, but found ourselves nearly on Brodick beach. “A small boat came out from the village and, towing a rope from the steamer, dropped anchor out to sea to pull the Jupiter’s bow round. A boat was launched from the ship and landed passengers. “Suddenly the rising tide righted the steamer, her paddles began to move astern, and she moved slowly into deep water, circled the bay, and reached the pier, where the remainder of the passengers went ashore.”—March 11, 1939

The outbreak of war in September meant that both boats were called up, initially as minesweepers. Jupiter was renamed H.M.S. Scawfell and Juno, H.M.S. Helvellyn. Both steamers were converted to anti-aircraft work at the beginning of the London Blitz, and it was while undergoing conversion that Juno was destroyed by a bomb in March 1941. Jupiter survived the war and was one of the first of the paddle steamers to be demoted and returned to service in 1946.

“On duty as men-o’-war—Camouflaged, and with guns mounted on the decks where excursionists used to promenade, well-known Clyde paddle steamers, on duty as men-o’-war, have given a good account of themselves. Since the beginning of the war the craft have been missing from their familiar haunts, for they joined the Royal Navy in September 1939. A number of the “paddlers” have new names—and some will never return to their former role. H.M.S. Mercury was sunk while minesweeping off the Irish coast on Christmas Day, 1940; the Juno, renamed Helvellyn for her war-time job was sunk in the Thames during the London “blitz”; H.M.S. Marmion went down off Harwich; H.M.S. Kylemore, veteran of the group, is no more; and H.M.S. Waverley came to a heroic end while playing her part in the evacuation from Dunkirk. The Duchess of Rothesay, Eagle III (renamed Oriole), and Duchess of Fife survived to share the glory of that occasion. In the early days of the war some of the “paddlers” were converted into minesweepers, and others into coastal defence auxiliaries, and the fighting tradition which they built up in the battle against enemy aircraft attacking these shores or in destroying mines laid on the convoy routes is to-day upheld by the Queen Empress, Oriole, Caledonia (renamed Goatfell) Jupiter (renamed Scawfell), Duchess of Fife, Jeanie Deans and Duchess of Rothesay. The family of “paddlers” is now widespread, but some of them have managed to stick together in groups of two and three. One of the happiest combinations in the Navy was in the early days of the war when Jeanie Deans, Scawfell, Caledonia, Juno and Mercury swept the Clyde together under the command of Captain Fitzroy R.N. All the chief engineers, who hold a rank of Lieutenant, Royal Naval Reserve, were taken over with their ships. In nearly every case the chief engineer is the oldest man aboard, and veteran of the group is Lieutenant C. B. Howe R.N. chief engineer of the Goatfell. He has been in Clyde “paddlers” for 21 years, and in the Goatfell in peace and war for eight years.”—Scotsman, July 20, 1943

“Clyde steamer back on service—The first step in the return to the normal L.M.S. River Clyde steamer service will take place to-day, when the paddle steamer Jupiter resumes service on the Gourock, Dunoon, and Holy Loch service. The Jupiter carried out a successful test in the Firth of Clyde yesterday. It was stated yesterday that while the L.M.S. were very keen to resume as quickly as possible their full peace-time service on the Clyde, there was bound to be some delay. The war-time passenger service will be improved upon this year, but additional services such as excursions will probably have to wait until 1947. The Jupiter, which in the war years was known as H.M.S. Scawfell, rendered services as minesweeper, escort vessel, and anti-aircraft vessel. She has been extensively reconditioned by D. & W. Henderson, Ltd., Meadowside, Glasgow.”—Scotsman, February 9, 1946

“Clyde river fleet—return of the L.M.S—With the return of most of the steamers which were on war service. the yellow black-topped funnels of the L.M.S. fleet will be greatly in evidence in the Firth of Clyde this year, and popular services which disappeared on the outbreak of war will be restored at the beginning of June. The Clyde River steamers have always had a warm corner in the hearts of Glasgow and West of Scotland people and readers will be interested to know what their old favourites are doing this year. The Queen Mary II and the King Edward will provide the resumed sailings from the Bridge Wharf—at 10.0 a.m. (11.0 a.m. Sundays) Dunoon, Rothesay Largs, Millport and the Arran Coast, and at 11.0 a.m. (weekdays) to the Kyles of Bute. The new services to Lochranza and Campbeltown on Tuesdays, Thursdays and Saturdays, and to Inveraray on Mondays, Wednesdays and Fridays will be provided by the Duchess of Hamilton. The Duchess of Montrose will be on the Gourock, Dunoon, and Arran run and the Duchess of Argyll will sail from Gourock to the Kyles of Bute. The regular services between Gourock, Dunoon, Wemyss Bay and Rothesay will be undertaken by the Caledonia and the Jupiter and the Duchess of Fife will cover the Holy Loch run. The Marchioness of Graham will be on the Wemyss Bay, Largs and Millport service. The Wee Cumbrae will give local sailings between Largs and Millport, while the Ardrossan and Arran service will be covered by the Glen Sannox. A new feature is being introduced at Gourock this season. The motor vessels Ashton and Leven which were used before the war on the short river trips from Bridge Wharf will provide daily, including Sundays, an hourly service from Gourock to Dunoon, 11.30 a.m. to 6.30 p.m.— 7.,30 on Saturdays. From Dunoon to Gourock there will be an hourly service from 12.30 p.m. until 7.30 p.m.—8.30 on Saturday.”—Scotsman, May 31, 1946

Post war Jupiter (Ralston)

Jupiter had considerable trouble with her machinery in the immediate post-war period but these seem to have been remedied by the spring of 1947. In that summer, the major units of the fleet were equipped with radio-telephones and during the succeeding winter, wooden wheelhouses were provided.

Jupiter at Gourock

“Captains of Clyde pleasure steamers are now able to speak to each other while plying between piers and also to keep constant communication with head office. The eleven vessels of the L.M.S. Clyde fleet are being fitted with a radio-telephone system, connected with Headquarters of the Marine Department at Gourock Pier. The ships fitted with this new system are the Duchess of Hamilton, Duchess of Montrose, Glen Sannox, Duchess of Argyll, Duchess of Fife, Marchioness of Graham, Marchioness of Lorne, Jupiter, Caledonia, King Edward, and Queen Mary II.”—Scotsman, August 14, 1947

On January 1, 1948, the fleet was Nationalized and the Craigendoran paddle steamers were integrated into the roster. Jupiter remained mainly on the ferry roster from Gourock. Costs were rising and Jupiter, as a coal burner, was rather expensive to run.

At Dunoon with Duchess of Hamilton in 1949

Jupiter at Hunter’s Quay in 1949 (Valentine)

Jupiter in 1949 (Valentine)

“Clyde captain fined—When the Clyde paddle steamer, Jupiter, left Kirn, near Dunoon, on June 1 it emitted a large volume of smoke, which blew over the town, it was stated at Dunoon yesterday, when Captain Thomas D. Roxburgh was fined £1. The captain admitted that “at or near Kirn Pier, when in command of the vessel, he caused, or permitted to be used, the furnace or fire so that smoke issued therefrom contrary to the Burgh-Police (Scotland) Act.” A defending solicitor stated that while the captain was responsible for the running of the ship he was not responsible for the type of coal supplied. When the offence took place an experiment was being made with a new mixture of two types of coal.”—Scotsman, June 13, 1950

Jupiter at Wemyss Bay in 1951 (Valentine)

Jupiter at Rothesay (Tuck)

Jupiter approaching Dunoon around 1950 (Holmes)

Jupiter at Rothesay

Jupiter at Dunoon

The introduction of the Maid class motor vessels in 1953 and car ferries in 1954 affected the ferry services greatly but Jupiter‘s great capacity was important, especially on holiday weekends. She spent much of her time on the Wemyss Bay to Rothesay station and had her passenger facilities upgraded and modernized.

Jupiter off Gourock in 1953

Jupiter in Rothesay Bay in 1954 (Valentine)

Jupiter was converted to oil-burning in 1956 but just a year later she was laid-up in Albert Harbour, where she remained until she was sold in June 1960, ostensibly for excursion duties in Ireland. The sale fell through and she went to the breakers in Dublin in April, 1961.

The photograph at the beginning of this blog shows Jupiter off Innellan around 1954.

“The Caledonian Steam Packet Co., Ltd.,” Iain C. MacArthur, Clyde River Steamer Club, Glasgow, 1971.