When the Caledonian Railway took over the Glasgow, Paisley and Greenock Railway in August 1851, the relationship between the railway and the steamboat owners had reached a low point. However, matters on the water had also greatly changed with the withdrawal of Messrs. G. & J. Burns from the river trade and the proliferation of new ownership. In the following year, 1852, the Caledonian Railway made a determined effort to run its own steamers to the coast resorts and bring the revenue earnings of the railway closer to their potential.

“We observe the Caledonian Company have advertised frequent trains to run on the Greenock section of their line after 15th April, which will afford great facilities to our citizens and to the inhabitants of Paisley who reside during the summer months on the coast, by means of these trains and the present steam vessels on the river, as also a superior class of steamers building by a Greenock company to ply between that enterprising town and most of the watering places. We are told farther that arrangements will be made by the Caledonian Company to bring Edinburgh and the west coast in near proximity by properly arranging trains between that city and Greenock. These arrangements cannot fail to be appreciated by the public, and we trust that the several companies concerned in them will meet with that support to which they are entitled.”—Glasgow Courier—Greenock Advertiser, March 12, 1852

In the same paper on the 30th of the month in a list of steamers building that included the Glasgow Citizen and the Eagle, It was reported that Laurence, Hill & Co., Port Glasgow Road were building two steamers about 140 feet long and 60 horse power each to ply in connection with the railway. It was also reported that Charles Scott & Co., Greenock had a few days previously, “launched a beautiful new steamer called the Gourock, to run between Glasgow and that watering place.”

Greenock Advertiser, April 23, 1852

A Caledonian subsidiary, the Railway Steam Packet Company, was to own and manage the steamer operations for the railway. The leading lights of the partnership were Robert Little and James Morton. The two small steamers, Dunoon and Helensburgh, 135 feet long by 15 feet in breadth were built by Messrs. Laurence, Hill and Co., at Inchgreen. They were each fitted with a steeple engine by Messrs. Scott, Sinclair and Co., of Greenock, providing 43 hp to the feathering paddle wheels of 14 feet diameter. The tubular boiler provided steam at 18 lbs and drove the engine at 36 revolutions per minute, consuming 9 cwt of coals per hour. The funnel was over 23 feet tall and over two and a half feet in diameter and the cabins were neatly and tastefully fitted up.

The Helensburgh was built to serve Helensburgh, Row, Roseneath, Shandon and Gareloch Head from Greenock under the command of Mr Alexander MacPherson and was launched on May 10th while the Dunoon was launched on June 7th for the Gourock, Dunoon and Rothesay station under the command of Mr Alexander Shields.

 

Greenock Advertiser, May 28, 1852

The account of the trials of the Helensburgh appeared on June 1, the day, she was to enter service. Messrs Scott, Sinclair & Co “have just completed the engines of the Helensburgh, built, as we formerly mentioned, by Messrs. Laurence, Hill & Co., for the Helensburgh and Gareloch trade in connection with the Railway. She was out twice last week trying her engines, and on Saturday started on a pleasure excursion with the proprietors and a number of their friends, several of the Railway officials, and a group of happy children, whose merry gambols and laughing faces, as they chased each other round the deck, showed how much they enjoyed their holiday, and contributed not a little to the pleasure of their more elderly companions. Steaming from Victoria Harbour shortly after eleven o’clock, the Helensburgh took her course for the town from which she derives her name, and embarked the Provost and Magistrates, after which she proceeded up the Gareloch to the head, where she lay for some time. A sharp shower which had fallen as the vessel reached the pier, shortly cleared away, and the sun beamed forth bright and cheerfully; and all forsook the deck for a ramble round the shores, where some gathered in groups to inspect the interesting process of swinging the screw steamer Petrel, which had preceded them up the loch for the purpose of adjusting her compasses, while others ascended the hill where the “two waters” can be seen, and were rewarded by the lovely view which is there to be obtained. Returning on board, the Helensburgh steamed gallantly down the loch, when all were summoned below to partake of the good things provided by the steward. After a handsome collation had ample justice done to it, the Provost of Helensburgh, in a few apt remarks in which he referred to the want felt by the inhabitants of regular communication in connection with the railway, proposed a bumper to the prosperity of the undertaking, which was heartily responded to; and to which Captain Kincaid, in name of himself and the other proprietors, made a suitable acknowledgement. Before returning, the steamer took a run over the length of the Holy Loch, and afterwards shaped her course for Helensburgh, where the Provost and his party were landed. She then headed direct for Greenock, and making the passage in seventeen minutes, arrived at the quay about five o’clock, when the party landed all highly gratified with the day’s sail, and with the steamer, which from her very superior accommodation, and smooth and steady sailing, cannot fail when known to recommend her to the public. Her engines are beautifully finished, and went admirably. One most remarkable feature which the trip exhibited was the very small consumption of fuel—a matter of prime importance to the owners. She takes up her station this day; and in a short time will be joined by her consort the Dunoon, now ready for launching.”

Greenock Advertiser, June 1, 1852

In the meantime, the little steamer Gourock, just 113 feet long by 13 feet broad and with engines supplied by A. Campbell & Co., of Glasgow was owned by none other than Thomas Seath and others. Seath was later to pioneer steamer service on the upper Clyde and shipbuilding at Rutherglen. The Gourock appears little in the notices or newspaper reports.

“Regatta at Kilcreggan.—On Saturday afternoon this unusually quiet locality was the scene of great bustle and gaiety, in consequence of the first regatta of the season being announced for that evening. The sailing matches commenced after the arrival of the Citizen steamer, with between four and five hundred passengers, on a pleasure excursion from Glasgow. The first match in four-oared gigs, by young gentlemen residing at Kilcreggan, dressed in regular regatta style, attracted much notice from the smartness of the crews and excellent rowing which they displayed. Other matches followed, the assemblage, which included some of our most respected citizens, and natives for miles around, adjourned to Kilcreggan Green, where the usual land sports, including foot and sack races, &c., came off to the amusement of all and sundry. In the previous part of the day the Gourock steamer brought a large pleasure party from that place, but they were, unfortunately, too early for the sailing matches. Altogether there has not been such a commotion at Kilcreggan since it became a resort for sea-bathers.”—Greenock Advertiser, July 3, 1852

It would appear that in her sailings between Glasgow and Gourock, she also began a service from Paisley. Gourock was for many years a popular resort of the Paisley “buddies”.

“Box the Compass.—People may sneer as they may about the probability of Paisley becoming, in course of time, a sea-port; but there is nevertheless a growing spirit of inquiry regarding nautical matters amongst the children of St Mirren’s, which would seem to foreshadow coming events. Among the last trips that the “saut-water” steamer Gourock performed on the river Cart there was, upon one occasion, on board a very anxious-looking passenger; when nearing Inchinnan bridge the “body” inquired earnestly of one of the crew. “I say man, Jack! whaur aboot’s the place that folks get sea-sick at?”—Glasgow Citizen in Greenock Advertiser July 20, 1852.

Just over a month later, the Gourock was purchased for the Railway Steam Packet Company, presumably to provide a railway connection over the winter months when passenger numbers were small.

Greenock Advertiser, July 3, 1852

It would appear that the service offered by the Railway Steam Packet Company in 1852 was restricted to the Gareloch on the one hand and Dunoon and the Holy Loch on the other. For sailings to Rothesay, Largs and beyond, the railway was still dependent on the regular river steamers. The company reduced fares to encourage traffic and this appeared to be a winning strategy. Overall, the experiment in this first year of coordination with the steamers was viewed as a modest success by the Caledonian Company but there were deficiencies. Late running by the steamers and subsequent delays to the railway schedule were not uncommon but tolerated. The underlying problem was that the steamers were too small and too underpowered to compete. The Australian gold rush provided a ready market for small steamers of this type and by the end of the season, both Helensburgh and Dunoon were sold. The former, renamed Melbourne arrived successfully at the gold fields, but the latter, renamed Geelong perished in the Bay of Biscay in late November. In the spring, Gourock was also sold. The railway had more ambitious plans for the coming season.

On April 26, 1853, the Greenock Advertiser summed up the previous year and the plans for the new schedule. “Last year a somewhat bold experiment, considering a previous failure, was made by several gentlemen here to provide constant regular communication between the various watering places and Glasgow, in connection with the Caledonian Railway; thus guarding against tiresome waits of half an hour on the Quay, or missing the boat should the train be a few minutes behind. Though the strong substantial boats of the Company were last year regarded as rather slow for the service, the communication was regularly and with due punctuality kept up, not only through the entire summer and autumn, but throughout the winter also, very much to the convenience of the few occasional voyagers, and at prices unusually moderate. We are glad to find that the speculation succeeded to the satisfaction of the projectors, for new boats, with an extended service to Kilcreggan and Cove, and to Innellan and Rothesay, will start on Tuesday 3d of May, and with a still further reduction in the rate of fares, a return ticket from Glasgow or Paisley to Innellan or Rothesay being given as 1s, 2s and 3s according to the carriage chosen; and for all other places 1s, 1s 9d and 2s 9d for the respective classes of accommodation, while single journey tickets are given on a like moderate scale. The service thus extended will be by means of the excellent steamer Glasgow Citizen, acquired by the company towards the conclusion of last season. The beautiful new steamer Eva, built at Dumbarton, and several others will ply to Helensburgh, Row, and Roseneath, five times daily; to Shandon, four times; to Rahane and Garelochhead, three times; to Kilcreggan, Cove, and Strone, five times; Lazaretto, Sandbank, and Kilmun, four times; and to Kirn, Dunoon, Innellan, and Rothesay, six times a day, with of course a corresponding number of returns. We wish this enterprising Company a measure of success in proportion to their exertions to supply for seaside travellers the three grand desiderata, speed, economy and punctuality, with comfort and courteous treatment.”

Greenock Advertiser, April 26, 1853

The Eva was small and slightly built. Coming from Alexander Denny’s yard in Dumbarton, she was almost 142 feet long by 14½ feet in breadth and with an engine delivering 45 hp. Not too dissimilar from the two steamers built for the company in 1852.  Her master was Alexander Lang who had strong connections with the Dumbarton Company.

One of the other steamers was the Flamingo. “Launch.—On Tuesday, at a quarter past three o’clock, Messrs J. W. Hoby & Co., London Works, Renfrew, launched the Flamingo, iron paddle steamer. The day being fine, there was a large number of spectators present. The ceremony of naming the vessel was gratefully performed by Miss Winter, sister of one of the partners in the above firm. The boilers and most of the machinery were on board the steamer when she was launched, and it is expected that she will be ready to take her station in connection with the Greenock Railway early next week.”—Glasgow Sentinel, April 30, 1853. Under the command of Captain Shields, from June 1, she shared the Innellan and Rothesay station with Glasgow Citizen.

“Railway Steamers.—The swift new steamer Flamingo commenced plying between Rothesay and Greenock on the 1st current, and, from the quick passages she has made, she bids fair to be second to none upon the Clyde for speed. She is fitted, like the Eagle, with a marine engine having an oscillating cylinder, and is under the command of our old friend Capt. Shields, so long and favourably known upon the Glasgow and Rothesay station, whose experience and cautiousness will give a feeling of safety to passengers, while the gentlemanly and conciliating manner of Mr Kennedy, the steward, will, we have no doubt, be duly appreciated upon this, as it has been for many years past upon the Largs Coast.”—Dumbarton Herald in Greenock Advertiser, June 10, 1853.

Greenock Advertiser, May 26, 1853

The Dunoon, Holy Loch and Gareloch services were shared between the Eva, and the Loch Lomond, formerly of the Dumbarton Company but displaced as that company adjusted to the Bowling Railway on the north bank of the Clyde.

Loch Lomond

The new schedule presented some problems. On May 23, the Glasgow Herald published two letters. One complained about confusion in through bookings from Glasgow to Kilmun and the alterations to the schedules, the other about the composition of the trains where carriages of different classes were not always included and the policy that return tickets must be used in the class of the original journey.

Greenock Advertiser June 28, 1853

The increased traffic generated by the railway had certainly raised a few eyebrows among the river steamer owners and opened the door to more cooperation between the river steamers and the railway. As in the previous year, the Flamingo, Glasgow Citizen and Eva were all sold off the river, again to the Australian market. Only the Glasgow Citizen arrived on the gold fields. The Eva broke apart in a storm off Dublin with heavy loss of life and the Flamingo was lost off the coast of Africa. The Loch Lomond went to the Mersey.

The following year, the railway entered into cooperation with the private steamboat owners who had at last recognized that there was money to be made in the endeavour. The railway attempted to enter into contracts with the most reliable operators on the river with some success. The Eagle was engaged to run in connection with the 4 p.m. express from the city.

Greenock Advertiser May 9, 1854

Eagle

On August 7, 1855, the Greenock Advertiser intimated that new Iona would wait at Greenock till 9:00 a.m. for passengers from the 8:00 a.m. express from Glasgow, rather than sailing at 8:30 a.m. This lasted until late in the season when the shortening days made the later sailing less practical with Mountaineer.

The ambitious 1856 season was outlined in March. It featured further reductions to fares.

“The summer arrangements of the Greenock section of the Caledonian Railway Company, showing connection of trains with steamers to and from the coast, have been published, and will come into operation on 15th May. Steamers will run to Garelochhead in connection with the trains leaving Glasgow at 8 a.m., 3:40, 4 (express reaching Greenock at 4:40), and 6 p.m.; to Kilmun with those of 3:40, 4, and 6 p.m.; to Rothesay, with those of 11 a.m., 2, 3:40, 4, 5, and 6 p.m.; and Millport, with those of 3 and 6 p.m. Steamers will leave Millport, in connection with the trains starting from Greenock, at 8:55 and 10:30 a.m.; Rothesay, with those of 8:20, 8:45, 10:30 a.m., and 7:30 p.m.; Kilmun, with those of 8:45, 10:30 a.m., and 7:30 p.m.; and Garelochhead, with those of 8:20, 8:55, 10:30 a.m., 12:30, and 5:30 p.m. A low scale of single journey and return fares to and from Glasgow and the various watering places has also been issued.”—Greenock Advertiser, March 18, 1856.

The steamer operators who were not selected for the railway connections competed strongly with the railway. Fares were reduced to a level that the railway connection could not match.

“During the week the steamers Cardiff Castle and Ruby have been conveying passengers from Glasgow to Rothesay for six-penny (cabin) and three-penny (steerage) fares. The speculation has been very successful, the boats having been crowded. On Monday, the Craignish Castle is to follow their example.”—Greenock Advertiser. August 8, 1856.

Nevertheless, the new schedule and additional connections met with approval and support. The railway engaged the best and most popular steamers on the river.

The following year, the details of the steamers involved were published. Many new arrangements were now in place. Luggage was transported by cart between Greenock station and the Quay at no cost to the passengers. New signage directed the passengers to the Quay and to the steamers heading to the different destinations. Confusion about steamer destinations had been a long-standing problem, especially at Greenock where the steamers, originating their journeys at the Broomielaw, were sometimes switched or substituted and rarely occupied the same berth.

“The railway coast arrangements for this season are characterised by great speed and punctuality. The down express trains drawn by new and powerful engines, which accomplish their work with ease, make the run, although heavily laden, from between 35 to 40 minutes, and the ordinary trains possess similar regularity. The finger posts and conspicuous direction boards for passengers passing to and fro between the railway and the steamers have been erected in East Quay Lane, and at the west corner of Customhouse, and serve to prevent confusion and mistake in the destination of the various boats, which also bear on their paddle boxes boards on which the names of the places to which they ply are legibly painted. The swiftest steamers on the river, and, we may add, in the Kingdom, are now running in connection with the railway, viz., Mountaineer (shortly to be succeeded by the Iona), Rothesay Castle, Jupiter, Kelpie, Spunkie, Mail, Vulcan, &c., which convey their passengers to the extremities of their routes in (comparatively speaking) very brief periods. For instance passengers are generally landed in Rothesay within 65 minutes, and in Arran in 2 hours 15 minutes after leaving Greenock, thus making the time occupied in travelling between these places and Glasgow 1h. 45m. in one case, and 2h. 55m. in the other. Such results cannot fail to be satisfactory to coast visitors and travellers, and will no doubt bring that increase of passenger traffic which the railway company merits by its spirited efforts.”—Greenock Advertiser, June 12, 1857

Greenock Advertiser April 7, 1857

Rothesay Castle

The Mountaineer, Iona, and Rothesay Castle have been featured in earlier blogs.

Jupiter

The Jupiter sailed to Largs, Millport and Arran for the Largs and Millport Steamboat Company whose principals were Duncan and Alexander McKellar, and had been built in 1856 by Tod & McGregor at Partick.

Greenock Advertiser, June 3, 1856

Spunkie and Kelpie were sister ships, slightly smaller but resembling Jupiter with two funnels and built in 1857 by Tod & McGregor at Partick on their own account and managed by Peter McGregor. They were placed on the Rothesay and Largs and Millport routes though as reported in an earlier blog, Kelpie was chartered to William Durgan for service on the Shannon in 1859. The Mail was built in 1856 by John Barr and was a smaller single funneled steamer that in 1857 was sailing for Handyside and Henderson who were attempting to make their mark on the Clyde steamer business. The Vulcan had been built in 1854 by Robert Napier & Sons of Govan, and was a popular steamer on the Rothesay station owned by Napier & McIntyre. Her master was Alexander (Sandy) McLean who would go on to own her and several other steamers.

Vulcan (Adamson)

“The speed of the Rothesay Castle is improving, and she now accomplished the upward run daily in an hour and twenty minutes, including stoppages, four in number. The downward passage from Glasgow to Greenock is accomplished in an hour and a half. On Saturday afternoon, she was crowded, and yesterday she had a large complement of passengers.”—Greenock Advertiser, April 28 1857

Greenock Advertiser, May 26, 1857

Glasgow Herald, May 20, 1857

“An alteration will take place in the summer arrangements of the Caledonian Railway, on the first proximo, by which further facilities will be given to the travelling public, by additional train and steamer accommodation. The two new steamers Kelpie and Spunkie will begin to run in connection with the railway on that date.”—Greenock Advertiser, May 29 1857

“The Clyde.—On Saturday last the Clyde steamers, owing to the fineness of the day, were well patronized by passengers. The fine new steamers Kelpie and Spunkie started from the Broomielaw for the first time as regular traders; and the twin steamer Alliance likewise sailed upon a general excursion trip with about 300 passengers. There were two private excursion parties, in addition, on board of the Craignish Castle, and Emperor, with full military bands.”—Paisley Herald June 6 1857

Glasgow Herald, August 19, 1857

At the conclusion of the season, there was cause for celebration.

“The Coast Traffic.—The Rothesay Castle steamer having concluded a most successful season in connection with the Caledonian Railway, her owners, Messrs. Caird & Co., entertained a number of friends to a pleasure trip on Friday. In the course of the few speeches made on the occasion, Mr. Gilchrist, in reply to the toast of “The Caledonian Railway Company,” said that none rejoiced more than the directors did at the satisfactory character of the steamboat arrangements this summer, which had been far ahead of any previous year. For this they were glad to acknowledge the punctuality of the Rothesay Castle, and the anxiety of all connect with her to serve and oblige the public. They had also to acknowledge the efforts of the Spunkie, Kelpie, and other boats; and the result was, he believed, that the railway had this year carried 16,000 more steamboat passengers than ever before, and that without any special great occasion to set the public afoot.”—Glasgow Herald, October 21, 1857

This was the time when steamer racing was reaching its zenith. The fastest and newest steamboats on the river were largely owned by the shipbuilders who built them and were used as advertisements and experiments for their skills. Caird & Co.’s Rothesay Castle, Henderson’s Gem, Pearl, and Ruby, Barr’s Mail, and Tod & McGregor’s Spunkie and Kelpie had their partisan supporters among the travelling public who urged the owners to out do the competition in the race for the next pier.

Over the winter of 1857-58, the Rothesay Castle underwent a major renovation in which she was reboilered and lengthened.

“Greenock—Steamer Rothesay Castle.—This swift steamer is at present in the East India Harbour, getting her machinery taken out. She will be fitted with a pair of new boilers, of larger capacity than the last. The machinery will receive a thorough overhaul, and she will be hauled up on the slip, for the purpose of being lengthened seven feet six inches, so as to make her draught of water the same as formerly.”—Glasgow Herald, February 15, 1858

The Caledonian Railway again contracted with the steamboat owners and provided a list of connections. In February, the train leaving Glasgow at 8:00 a.m. was accelerated to arrive at Greenock at 8:50 a.m. rather than 9:05 so that a connection could be made with the Mountaineer for Ardrishaig and the 11:00 down train accelerated to arrive at 12:00 noon rather than 12:05 to catch the Ruby for Rothesay. In the summer arrangements that began on May 15, Eagle was on the connection with the 4:00 p.m. express from Glasgow, while the renewed Rothesay Castle connected with the 5:00 p.m. express from Glasgow. The steamer experienced some difficulties including a collision with the Vesta.

“Greenock—Accident.—On Saturday afternoon, while the steamer Rothesay Castle was lying at the quay, she was run into by the steamer Vesta. The Rothesay Castle was on her outward trip, and the Vesta was coming into the quay from Glasgow, when the bow of the latter ran into the stern of the Rothesay Castle, opening her out for about three feet. All the passengers on board the Rothesay Castle were greatly alarmed, especially the female sex, who, regardless of large crinolines, rushed wildly towards the gangway. Both steamers proceeded on their trips.”—Glasgow Herald, June 7 1858

At the end of June however, there was a change made when Rothesay Castle dropped the connection, resulting in a court case against the Caledonian Railway that was heard on Friday July 23 in the Sheriff Court and reported in the Glasgow Herald on July 26. In their advertisement of June 1 and confirmed on July 1, the railway intimated that their 5:00 p.m. express connected with the Rothesay Castle at 5:55 at Greenock, reaching Kirn at 6:25 p.m. They sold through tickets in double form, one part for the railway and one for the steamer. On July 1, there was no steamer waiting and it was claimed that the owners of the Rothesay Castle had decided to refuse the steamer to call at Greenock, in violation with their railway contract, so that she could race another steamer. The passengers for Kirn were detained for an hour while another steamer was procured. The culpability of the owners of the steamer was not involved but the railway was found at fault in not securing the on-going steamer arrangement as their contract with the passengers was to their final destination.

Hero (Washington Wilson 1870s)

The explanation was the introduction of the Hero built by Thomas Wingate & Co., on their own account, the steamer was 181 ft long and a little over 19 ft in breadth and she was the new threat on the Rothesay station that year.

“The Rothesay Castle and the Hero.—For the last two days these swift and elegant steamers have been running for championship between Glasgow and Rothesay without stopping at Greenock. On Thursday both vessels started from the wharf at the Broomielaw at 4 p.m.—The Hero’s bow being at the stern of the Rothesay Castle. The latter vessel gradually headed, and reached Gourock as nearly as possible five minutes before the Hero. At Gourock, the Hero lost four minutes, in consequence of one of the up steamers getting to the quay before her. The difference between the two steamers increased apparently in greater ratio in deep water, as the Rothesay Castle reached Dunoon fifteen minutes, and Rothesay 21 minutes before the Hero. Thus, striking off the time lost at Gourock by the latter vessel, and making an allowance for her having a longer stop at Dunoon, the time gained by the Rothesay over the Hero on the whole trip may be estimated a quarter of an hour, the distance run being over 40 miles. Yesterday, Hero left first from Glasgow, and kept ahead while in the river. Passing the Customhouse she was about 100 yards in advance of the Rothesay Castle. We have not heard which outrun the other in the latter portion of the race.”—Greenock Advertiser, July 3, 1858.

The press were quick to praise the faster steamer.

“Quick Sailing.—On Thursday last, the Rothesay Castle steamer left the Broomielaw at exactly 4 o’clock, and was alongside Dunoon Quay at 6:03, thus accomplishing the distance in two hours and three minutes, including a call at Gourock and also at Kirn. It may be added that the wind was right ahead. The tide was also adverse during part of this rapid run.”—GH July 5 1858

“Rapid sailing.—The steamer Rothesay Castle ran on Saturday from Rothesay to Glasgow, including stoppages, in 2 hours 35 minutes. The Rothesay which left Glasgow on Monday afternoon at 4 o’clock, was off Seafield at 5:35.”—Greenock Telegraph, July 14, 1858

There was also a down side to these rapids sailings.

“At the River Bailie Court on Monday, the master of the Rothesay Castle was fined in 5s., and the master of the Hero in 10s. 6d. for smoke nuisance. The master of Hero had been previously convicted of a similar offence.”—GH July 7 1858

The following year, 1859, the Rothesay Castle experienced some mechanical issues but Caird and Co. added a consort, Windsor Castle.

“While the steamer Rothesay Castle was on her way up the river yesterday forenoon her faming gave way, rendering it necessary for her to be laid up until repaired.”—Glasgow Herald, April 19, 1859.

“The New Steamer Windsor Castle.—Four grand objects sought in steamers intended to carry passengers, especially if they have to compete on a considerable portion of their route with a well-appointed railway, are safety, speed comfort, and economy. The Windsor Castle is this week added to the number of fine vessels already running on the river, and she possesses the qualities referred to in an especial degree. To the eye her form and equipment seem perfect. Exceedingly graceful in appearance externally, her fittings up are correspondingly appropriate and chaste. A distinguishing feature is the abundant space in every department—in the after saloon, dining rooms, ladies’ apartment, quarter-deck, platform, engine room, and steerage. It is impossible to overestimate the value of the provision thus made for the comfort of passengers, especially in warm weather. As respects strength, we have before mentioned that she is built of a homogeneous metal resembling steel in quality and strength. As the material is comparatively new, the owners and builders have very wisely abstained from making any experiment here, and have accordingly kept the plates of the same thickness as in iron-built vessels, and, although the cost is very much greater, they will derive some compensation, we hope, from the diminished amount of corrosion to which the hull will be subject. The public at all events will here be gainers. In regard to speed again, the Windsor Castle is nearly unequalled—if allowance be made for diminished boilers and driving power, she is unrivalled in this kingdom. On her trial trip, on Saturday, she ran between the Cloch and Cumbrae Lights (13.666 nautical or 15.744 statute miles), in rather within 48 minutes, equal to a speed of 19.679 miles per hour. In the latter part of the trial she improved in speed, and from the number of revolutions of her engines—45 in the minute—there is no doubt a higher rate, if required, might be accomplished. As respects economy, we have but to refer to the low rates of fare between Glasgow and Rothesay, to recall to memory the fact that nowhere in the world are the public supplied with such accommodation at the prices charged on the Clyde.

“The steamer is fitted with a pair of diagonal engines, the cylinders of which are 40 inches in diameter, with a stroke of 5 feet. During trial the steam was cut off by expansion valves at one-fifth part of the stroke, the pressure in the boilers being 35 lbs. per square inch, the vacuum being equal to 26 inches of mercury, or 13 lbs. per square inch. The average number of revolutions was 44, being a speed of piston of 440 feet per minute, and the collective indicated horses power was, during trial, 609. Steam is supplied to the engines by one vertical tubular boiler, ten feet six inches diameter by about fourteen inches in height. Above this boiler is placed a chamber with tubes for the purposes of superheating the steam on its passage from the boiler to the engines. During trial the temperature of the steam was observed to be when entering the cylinders 347 degrees of Farenheit thermometer, while the temperature of the steam in the boiler was 283 degrees. The vessel which is 190 feet long, 20 feet broad, by 7 feet 6 inches deep, is fitted with feathering paddle wheels, and had a draught of water during trial of 3 feet 2 inches.

“Messrs Caird & Co. invited a party of gentlemen to witness the trial of speed on Saturday, and they spent a pleasant day, sailing up and down Loch Long, Holy Loch, across to Arran, and round Bute as far as Kingarth Bay, and back. In the course of the afternoon the party sat down to luncheon, and thereafter Mr Caird, who presided, gave in glowing language the health of the Queen and her family. He also proposed the Army and Navy, with the health of Capt. More, of H.M.S. Hogue. The gallant officer replied, and gave in good terms the health of the owners and builders of the Windsor Castle, whose appointments he highly complimented. Mr Caird replied that he knew no way in which he could better express his gratitude for the great success of the Rothesay Castle last year then by placing a fitting consort this season on the same station. The toasts were heartily applauded.

“The steamer returned to the quay at half-past four o’clock, having been six hours in constant rapid motion, and it was observed that during the whole trip there was not one hot bearing.

“The Windsor Castle yesterday morning on her first trip was crowded with passengers. She left Rothesay at a quarter-past seven, and the passengers were landed at the Broomielaw at five minutes before 10, thus making the passage up in two hours forty minutes. A good deal of time was lost at the quays by every thing being new, and the men unacquainted with handling the boat.”— Greenock Advertiser May 31, 1859

“Rapid conveyance from the coast by the river.—We observe with pleasure that the steamers Windsor Castle and Rothesay Castle landed their passengers at the Broomielaw at 9:35 on the mornings of Friday and Saturday. We believe the speed of these steamers to be unequalled on Clyde, or, indeed, anywhere.—Glasgow Herald, June 13, 1859.

Glasgow Herald, March 22, 1859

“Steamboat accident.—As the steamer Rothesay Castle was going into Rothesay on Tuesday morning from her anchorage in the Bay, her rudderhead gave way. By means of temporary steering gear, she was brought to Greenock where the damage has been speedily repaired, and she will resume her station to-day.”—Greenock Advertiser, May 12, 1859

While the master of the Rothesay Castle might have been guilty of racing and fell foul of the Harbour Regulations both at Greenock and in the upper river on occasion for failing to slow his vessel or creating too much smoke, his actions paled in comparison with those of the master of the Ruby, Richard Price. Amongst many appearances, Price was fined £2 for failing to slow in Glasgow Harbour on June 23, and a guinea for failing to reduce his speed in the Greenock Harbour area on July 19, 1858. On Monday July 4 the following year, the Ruby was following the Nelson down the river at speed when the Nelson slowed to call at Greenock Quay. The Ruby passed close to the quay and allegedly at full speed giving a wash so strong that the porter for the Nelson had difficulty in keeping the gangway straight. The bylaws required the steamer to slow when passing the harbour and Captain Price was charged with breach of the regulations. The witnesses on the quay indicated that the steamer briefly blew off some steam but did not appear to reduce speed while witnesses on the steamer recalled the two knocks on the knocker to reduce speed and the engineer confirmed that he reduced speed. The charge was found not proven.

A more serious incident occurred on Wednesday 24 August. The Rothesay Castle under the command of Charles Brown was passing Greenock where it did not call, when Ruby made a spurt out from the quay to get in front in a race for Gourock quay. The two steamers ran along side each other and came in contact, more of a jam than a shock, until the Rothesay Castle blew off steam. Both steamers had about 300 on board and many of the passengers on board the Rothesay Castle were alarmed, especially the ladies, one of whom fainted. The passengers remonstrated with Captain so that he blew off steam and held back. On board the Ruby, the passengers, mostly gentlemen were urging Captain Price to race against Rothesay Castle. The Ruby was nearest the shore and claimed the Rothesay Castle could have gone seawards but the Rothesay Castle was the quicker vessel and stayed on her track. Rothesay Castle managed to take the pier first. Captain Price of the Ruby was fined in 3 guineas, and Captain Brown of the Rothesay Castle in 1 guinea for their roles in the affair.

Glasgow Herald, October 6, 1859

Early in 1860, it was announced that the Ruby had been sold but would be replaced by a new steamer of the same name.

“Rothesay Steamer.—The Messrs Henderson of Glasgow and Renfrew have sold the steamer Ruby, so well known on the Rothesay passage, to a firm in Bristol, for plying on the Severn, but will immediately be replaced by a new steamer, which is in the course of being built. The steamer Eagle has been berthed in our slip for being repaired. We are glad to notice this, as few of our steamboat proprietary, who are so much indebted to Rothesay, take advantage of our slip, where repairs are done as cheap and more expeditiously than many other building yards on the Clyde. The Petrel is running the Eagle’s hours, and is receiving fair support. Attempts are made—the local paper allowing irritating letters on the subject—to damage this boat in regard to the interminable subject of Sunday sailing, the boat having long ceased to ply on Sunday.”—Rothesay, Bute Correspondent of the Mail.—Greenock Telegraph January 24 1860

The slip at Rothesay around 1868 (Annan)

In May, the launch of the new Ruby took place at the yard of James Henderson & Son, Renfrew.

Ruby of 1860 (Williamson)

“Launch.—The launch of the fine new steamer Ruby was fixed for Tuesday, May 8. Precisely at three o’clock, the props having all been removed, she glided off the stocks in famous style. The ceremony of christening was performed in a graceful manner by Miss Bell, of Glasgow. From her symmetric build and fine lines, the Ruby will, no doubt, prove a very fast steamer. She was immediately after taken to the crane berth to receive her engines, which are on the diagonal oscillating principle. It is expected that she will be ready in the course of a fortnight.”—North British Mail, May 11, 1860

“The new Glasgow and Rothesay river steamer Ruby.—The Messrs Henderson’s splendid new Glasgow and Rothesay steamer Ruby was out on Thursday on an excursion with a select party of friends, previously to being placed on her station between Glasgow and Rothesay, in connection with Messrs Caird & Co.’s crack steamers Rothesay Castle and Windsor Castle. The dimensions of the Ruby are:—Length 188 feet; breadth of beam, 8½ feet; depth, 7³/₄ feet; tonnage 175; registered tonnage, 67; diameter of cylinder, 10, with a 4 feet stroke. Her draught of water is 3½ feet. She has a large and commodious cabin, chastely finished in greenish flat white, with gilt mouldings, aft of which is a ladies’ cabin. The dining saloon is also large, and well ventilated. The engine room is 60 feet in extent. She has two funnels, and is altogether a snug, staunch, smart-looking vessel. Among those on board were Bailies Gourlay, White, and Boyd, of Glasgow; Mr Allan, of Glasgow and Gourock; Messrs M‘Knight and William Langlands, of Glasgow; Mr Holmes, of Paisley, Mr Archd. Paton, of Messrs Caird & Co., and five of the Messrs Henderson—the father and four sons. The Ruby left Greenock about half-past twelve o’clock, and proceeded direct to Tynabuich. Kyles of Bute, where the party landed, and passed a pleasant half-hour in a ramble along the shore. They then returned to the steamer, which started to return about three o’clock. The party sat down to an excellent dinner on the route back; Mr Henderson, sen., Mr Peter Henderson, Bailie Gourlay, and Mr Allan, occupying the ends of the tables, and after which, success was drank to the new steamer, to her enterprising owners, to the new arrangement on which this steamer enters on with the Windsor Castle and Rothesay Castle, to Messrs Caird & Co., &c. With regard to the speed of the Ruby we may remark that this trip was not intended as a trial of speed, and therefore the lights were not run, but sufficient evidence was given to show that her speed will be second to that of no vessel on the Clyde. Although there was no exact means of measuring the rate of speed, it was quite apparent to every one on board, or who saw her, that the rapidity with which she steamed, at times against the tide and a strong breeze of easterly wind, was not only satisfactory but astonishing. Coming alongside several good-going steamers by chance during the trip, the rapidity with which she passed them all was remarkably, and, we believe, almost astonished the builders themselves, who said that she was not by any means up to her proper going condition. At one time, when in good-going trim, the engines made 52 revolutions per minute, at which time the pressure was 30 lb, being 10 lb under her maximum. The arrangement, which began yesterday with the four crack steamers on the river, will give five sailings every week day from Glasgow, and the same number from Rothesay, three of the trips passing Greenock without touching. We understand that the Ruby will run the lights some evening during the next fortnight, for the purpose of satisfying the curious on the important question of speed; and, looking to what she achieved on Thursday, we will look forward to the trial with much interest.”—Greenock Telegraph, June 2, 1860

There may have been some understanding between the owners on scheduling, presumably to decrease the extent of racing, but they did not reckon with master.  It did not take long for the master of the Ruby, Richard Price, to try out her paces. On June 5, he failed to slow his vessel when sailing down the river within 100 yards of the Govan horse-ferry, and with a previous conviction was found guilty and fined in 21s. At the same court he was fined 10s for failing to slow his vessel on June 8 passing the Barns of Clyde where some punts were damaged. Fair Saturday was July 14 and Price started the Ruby from the Broomielaw at 12:20 p.m. well before the advertised starting time of 2:00 p.m. and before the regular 1:00 p.m. boat. For this he received a £3 fine.

At the end of July a rumour spread that Garibaldi’s agents had purchased the Hero and were contemplating the purchase of the Rothesay Castle and other Clyde steamers. The Italian patriot needed swift steamers to transport large numbers of his troops that would outrun the Neapolitan cruisers. The rumour had little foundation but in the next month, August, there was a report that the Windsor Castle would not remain on the river for more than a fortnight and that she had been sold to ply on one of the Indian rivers. In fact both Windsor Castle and Rothesay Castle had been sold to the same company that had purchase the Ruby at the beginning of the year.

“The steamers Rothesay Castle and Windsor Castle have been withdrawn from their stations, and are now lying in the East India Harbour, preparatory to being fitted out for their approaching voyages to the East Indies.”—Greenock Telegraph, September 12, 1860.

The public’s dismay at loosing the Windsor Castle and Rothesay Castle was compounded by the purchase of the Ruby to run the blockade of the southern ports. There was some good news however, to temper the bad, with new river steamers promised.

“New river steamers.—We understand that Messrs Napier of Glasgow have on hand a new steamer to be called the Lancefield, and Messrs Henderson of Renfrew another Ruby, built on the same principle as her former ill-fated predecessors, both of which, with the Windsor Castle, will in a week or two take their stations on the Rothesay line for the season.”—Greenock Telegraph, April 6, 1861.

In fact it was a new Rothesay Castle that appeared along with the new Ruby from Renfrew and the Lancefield was properly christened Neptune. When she appeared, she was given high accolades.

Neptune of 1861

“The fastest steamer on the Clyde.—The new steamer Neptune, built by Messrs Robert Napier & Son, Glasgow, for the Glasgow and Rothesay station, was out on trial yesterday, and proved herself the fastest steamer that has ever been on the Clyde She ran the distance between the Cumbrae and Cloch Lights in 46 minutes, being 1 minute, 45 seconds less than the run of the Windsor Castle two years ago. She afterwards competed with the new steamer Ruby, between Innellan and Rothesay, and beat her by more than two lengths.”—Greenock Telegraph, June 1, 1861.

The new Rothesay Castle was also completed around the same time.

Rothesay Castle of 1861

“On Saturday, W. Simons & Co., engineers, founders, and shipbuilders, London Works, Renfrew, launched a beautiful paddle steamer, named the Rothesay Castle. Her dimensions are 200 feet by 16 feet, and she has all her machinery on board. She is intended for the Rothesay station.”—Greenock Advertiser, May 16, 1861.

“New river steamers.—Three very fine new steamers have been put upon the Rothesay and Glasgow station this summer to replace the old favourites, Rothesay Castle, Windsor Castle, and Ruby, purchased by the Oriental Inland Steam Navigation Company last year. The new vessels are the Rothesay Castle, built by Messrs Simons & Co., London Works, Renfrew; Ruby, by Messrs Henderson & Son, Renfrew; and Neptune, by Messrs R. Napier & Son, Govan.”—Greenock Telegraph, June 1, 1861

“Trial trip of the Ruby steamer.—yesterday this fine vessel, which has been built by Messrs. James Henderson & Son, of Renfrew, for the Rothesay trade, proceeded on a trial trip from the Broomielaw to the Kyles of Bute, as far as the entrance to Lochfyne. The day was, on the whole, favourable, and a company of about 100, specially invited, were on board, including several of our Municipal authorities. It was evident, from the outset, that this vessel was a “crack” steamer, which expresses not a little, considering the numerous and splendid steamers which have been turned out from the Clyde. The dimensions of the Ruby are 200 feet length and about 20 feet breadth of beam. Her engines are 120 horse-power, and on the oscillating principle, adapted according to the patent of Mr. J. M‘Clintock Henderson. On approaching Rothesay, this vessel came abreast of a steamer which has been regarded as at least not the slowest, if not one of the quickest on the Clyde. The Ruby passed with the greatest ease. On her return trip she encountered the new steamer Neptune, which lowered her ensign, or gave the signal of defiance. The Ruby at once took up the gage thus thrown down, and made an “easy go-bye.”

“There was an elegant dejeuner on board, on which there was no “foreign levy,” the whole having been under the able conduct of Mr. Melville, the steward of the Ruby. Various toasts were given; and Mr Coulbourne, who has an important connection with the steam trade of the Mersey, on proposing “Success to the Ruby,” took occasion to remark that, according to his experience, this vessel had already proved itself in his eyes to be the fastest afloat. Mr. Coulbourne also made a marked allusion to the ability of Mr. Lobnitz, a native of Denmark, under whose immediate supervision the engines of the Ruby had been constructed. It was a pleasant trip. All were satisfied; and, we need scarcely add, that not a single exception was taken to the swiftness of the Ruby.—Glasgow Herald, May 25, 1861

Ruby of 1861

It did not take long for the new steamers to attract the attention of the courts. In the Glasgow River Bailie Court, Charles Brown, master of the Rothesay Castle, and Richard Price, master of the Ruby failed to slow their steamers when passing a dredging operation at Elderslie and failed to go dead-slow when passing the diving bell on May 27, and again failing to slow on the following day when passing Renfrew Ferry. Price was fined in the sum of two guineas, and Brown, 1 guinea. Price was also found guilty of failing to slow passing Erskine ferry on May 31 and was fined half a guinea. Captain Alex M‘Lean of the Neptune was fined a guinea at Greenock for failing to slow his vessel when passing the mid-Harbour. He was fined 15 s. for a similar offence at the West Quay on Saturday August 10 while Robert Campbell, master of the Mail was fined 10 s. for a similar offence on the same day.

A race between the Ruby and Neptune occurred on Saturday July 27 while they were heading down the river between Greenock and the Cloch.  Neptune had arrived at Greenock from Rothesay about 9 o’clock in the morning and after landing her passengers she was canted to prepare for her return when the Ruby arrived from Glasgow with about 150 on board. Neptune set off and Ruby followed her and in a few minutes passed Neptune then slowed until Neptune came almost abreast of her, obviously intending to provoke a race and the master of the Neptune accepted the challenge. The vessels passed Albert Quay and steamed down the channel at a high rate of speed, alarming the passengers in the Ruby. The Ruby was scheduled to make a call at Gourock but continued to race round Kempock Point and the Cloch light before returning to Gourock with the passengers who had been carried beyond their destination. During the race, the two steamers had come into collision in more than one occasion. One witness related that “We went past Gourock at a fearful rate, the two steamers sometimes within half a yard of each other, and on the way from the Point to the Cloch we had two collisions. It was fearful. Every one was thinking he was going into eternity, except a few boys who were cheering.” Both masters were hauled before the Glasgow River Bailie, Raeburn. Price pleaded guilty and was fined £5 while Alexander M‘Lean was fined 3 guineas with the alternative of 30 days in jail in both cases. M‘Lean paid under protest.

All was not just racing and conflict however. The masters and owners could cooperate too. “Accident to a river steamer.—On Monday afternoon as the crack steamer Neptune was coming down the river, one of her bolts gave way near Bowling, and she was brought to a sand-still. The passengers, however, were brought down to Greenock in the Nelson at 7:20 p.m.; and by the admirable efforts adopted by Mr Gilchrist, of the railway, and Mr Dawson, agent for the Neptune, all her passengers were taken on to their respective destinations. The railway passengers for Dunoon, Rothesay &c., were take on by the obliging captain of the Mail (Robert Campbell) at 6 p.m., making a tour round Kilcreggan; and those for Rothesay and innellan that came down by the Nelson were carried on to Dunoon, and thence transferred to the Mail, which waited their arrival. The damage to the Neptune is trifling, and will likely have been put to rights by next morning. The Vesta (Largs steamer) was also disabled the same day off the Cloch by some part of her machinery giving way.”—Paisley Herald, August 3 1861

Competition on the Rothesay route was fierce.  The normal fair all the way by steamer was 6d in the steerage but some of the older vessels advertised a fare of just 3d.  The railway was faster but more expensive.  The Caledonian Railway, announced their summer connections in the middle of May.

“Railway arrangements.—The summer arrangements of the Caledonian Railway to and from Glasgow and the coast will commence on the 15th inst. With regard to the hours of the up and down trains, there is no alteration upon last year, except that communication with the coast has been extended to the upper part of Lochlong, passengers now being booked at Glasgow for Ardentinny, Coulport, and Arrochar. Another novelty is the issue at Glasgow of special tickets by the omnibuses between Greenock and Gourock,—a very great convenience. The steamboat connection with the various watering places during May is, with the exception marked, on a par with those of 1860, but we understand that the Railway Company have determined to extend the coast communication considerably before the close of June. The services of the swiftest vessels on the river have been procured, the Iona, Pearl, Juno, Neptune (new steamer), Mail and Chancellor, the two latter being engaged in the company’s newly opened traffic to the head of Lochlong.”—Greenock Telegraph, May 11, 1861.

Juno

The Pearl had been built by Henderson in 1859 as a consort to the Ruby on the Rothesay service.  The Juno and Mail were products of 1860, the former from the yard of Tod & M‘Gregor as a consort to M‘Kellar’s Jupiter on the Millport and Arran service while the Mail  came from the same yard for Captain Campbell’s Kilmun service. There was a further elaboration of the railway connections on June 1.

Mail

“Caledonian Railway—summer arrangements—In the arrangements regulating trains and steamers for June there are many important changes and decided improvements on former years. One of the most prominent is the coast tickets being made available for return on any day, instead of being confined to the day of issue as heretofore. Then there are new and additional bookings to Ardentinny, Coulport, Lochgoilhead, and Arrochar. Tickets are issued in Glasgow to Lochlong and Lochlomond via Arrochar. This forms a circle route, as passengers booking thus for Lochlomond can return by the Dumbarton line to Glasgow, or vice versa. Through tickets to Gourock either for omnibus or steamer, is another important feature, embracing a more economical scale of fares. A connection has been opened up to Largs and Millport with the 4 p.m. down train; and to Dunoon, Rothesay, &c., in connection with the 5 p.m. down train. The bill for the season is thoroughly complete, and shows how anxious the Caledonian Company are to meet the requirements of the coast and summer traffic. There are no less than 20 steamer connections per day with the down trains, and 18 up; and the steamer connections include the most rapid boats on the river. These desirable changes will be highly appreciated by the public, who will largely avail themselves of the facilities placed within their reach for rapid communication to the various places of resort on the coast.”—Greenock Telegraph, June 1, 1861.

Captain Buchanan’s Eagle continued to connect at Greenock with the 4:00 p.m. down train from Glasgow. Now almost a decade old, she was outclassed by the new crack steamers on the river. In January of 1862, she was offered for sale but despite lowering the upset price, there were no takers.

    

Greenock Advertiser January 9 and 28, 1862

The two owners, however, had decided to part ways.  Captain Buchanan continued to sail the Eagle through the 1862 season, while Captain Williamson cast his eye on the Sultan, that had appeared the previous year for Alexander M‘Kellar’s Holy Loch trade. Her hull was built Barclay Curle & Co. to fit an engine rescued from the steamer Wellington that had been broken up in 1860.  The Sultan had a good reputation as a fast vessel that handled well.

“Quick sailing.—Yesterday morning the new and favourite steamer Sultan left Dunoon a little after half-past six o’clock, and notwithstanding an unfavourable tide, landed her passengers at the Broomielaw at seventeen minutes to nine o’clock, or in fully two hours. She was crowded, as she always is on Monday mornings.”—Glasgow Herald, July 2 1861

Sultan (Williamson)

Glasgow Herald, July 7, 1862

In October 1862, it was announced that Eagle had been sold.  She crossed the Atlantic and as Jeanette, had some success running the blockade.

“Sale of the steamer Eagle.—We understand that the fine steamer Eagle, which, under the able command of Captain William Buchanan, has been a favourite on the Rothesay and Kyles of Bute route, has been sold to a Liverpool firm. A crack steamer will be built in due course to take the place of the Eagle.”—Paisley Herald October 4, 1862

A month before, in September 1862, Iona was sold to the Confederates and was run down and lost when leaving the Clyde.  Pearl was taken in the same month.  In October, the same month that the Eagle was sold, the Ruby was sold to the Confederates and in December, the Neptune joined her.

The next year revealed a very different picture on the Clyde.  The new Eagle ordered by Buchanan was sold off the stocks and renamed Mary Anne.

“Launch.—Yesterday there was launched from the shipbuilding yard of Messrs. Charles Connell & Co., Overnewton, an iron paddle-steamer, named the Mary Anne. This craft was built for Captain Buchanan, to take the place of the Eagle, between Glasgow and Rothesay; but has, we understand, changed owners, and is now to be sent to a foreign station.”— Glasgow Herald, May 16, 1863

Lord Gough

“New steamers.—The trial trips of the new steamers Lord Gough (built for the Dublin trade, by Caird & Co.), and the Mary Anne (launched by Connell & Co., of Glasgow, and named Eagle), took place yesterday. The Mary Anne ran the lights in 49 minutes—a speed equal to upwards of 19 miles per hour. This must be very satisfactory to her owners and builders. During the trial trip, we are informed that the Mary Anne gained perceptibly on her larger sister.”—Glasgow Herald, June 16 1863

Some old favorites remained.  The Cardiff Castle had joined the Sunday trade and was down at the heel.  She remained on the river until broken up in 1867.  Her stable-mate, Craignish Castle was sold as a blockade runner in 1863, as were the Jupiter, Juno, and Mail (in May), Rothesay Castle (in September), and the new Iona (in December).

“On the arrival of the Cardiff Castle at Glasgow harbour on Sunday evening, a boilermaker belonging to Greenock, named Robert M‘Intyre, was taken to the Clyde Police Office in an intoxicated state, on a charge of having committed an unprovoked assault upon one of the passengers on board, while the steamer was sailing up the river between Greenock and Dumbarton. M‘Intyre , on the steamer’s downward trip, had gone on board at Greenock, and left her at Gourock, where he seems to have become intoxicated. He rejoined the vessel on her upward trip, with the intention of returning to Greenock, but he omitted to land when the Cardiff Castle touched at that port. For some time he and several others of his party conducted themselves in a riotous and disorderly manner, and at last he made an unprovoked assault upon a foreigner, a cook on board a Brazilian barque lying in the harbour, striking him severely and knocking him down. One of the hapless man’s eyes seems to be completely destroyed, as the ball is divided and otherwise injured, so much so that Dr Milner, who examined it, is of the opinion that it will remain permanently useless. He also thinks that the injury must have been inflicted by means of some instrument, M‘Intyre will be brought before the Clyde Police Court today. We understand that there was a great deal or disorderliness, caused by the intoxicated state of some of the passengers on board the steamer on Sunday, during its return trip. Many of the more peaceably disposed passengers, after its arrival at Glasgow, went to the Clyde Police Office and lodged complaints against the authors of the commotion, speaking “bitterly of the uproar in the vessel” on her way up the river, but the disorderly passengers, with the exception of Mr M‘Intyre, made their escape.”— Glasgow Herald, April 26 1862

It was not until 1864 that the new Eagle appeared.

“Launch of the Eagle.—This beautiful paddle steamer, built for our river passenger traffic, was yesterday launched from the west shipbuilding yard of Messrs Chas. Connell & Co., Overnewton. She is owned by Captain Buchanan, who intends running her on the Rothesay station, after receiving her engines, which are being fitted by Messrs D. & W. Henderson, of the Steamship Works.”—Greenock Telegraph April 26 1864

Eagle of 1864

“New steamer.—This morning, the new steamer Eagle, Captain Buchanan, came down the river and took a sweep around Gourock Bay, and was sailing very fast. She afterwards proceeded to the Gareloch to run the measured mile.”—Greenock Telegraph, May 28, 1864