The county town of Dumbarton on the river Clyde owes its origins to the rock that dominates the skyline and its bridge over the river Leven that provided access to the west. In its early history, Dumbarton was a sea-port of some importance but the industry of its larger neighbour, Glasgow, in deepening the Clyde diminished the trade. By virtue of an agreement made at the beginning of the eighteenth century, Dumbarton owned ships were exempt from the dues payable to Glasgow for the use of the waterway, and Glasgow worked over the years to remove this exemption, first limiting it to ships owed by burgesses of Dumbarton in 1825, then in 1858, after the railway had all but driven the Dumbarton steamboats from the river, it was removed altogether after compensation was paid by the Clyde Trustees, though ship-owning burgesses who served before that date were given continued exemption.
Dumbarton’s trade had passed mainly through the quay, located some way up the Leven from its confluence with the Clyde. The situation was not ideal and on many occasions steamboats were detained at low tide by the sand-bar at the mouth of the Leven. Better access to the Clyde was always a dream that was nurtured by some of the town leaders.
Dumbarton Quay in 1882 (Valentine)
When the Dumbarton Steamboat Company went out of business and sold off the fleet of steamboats it controlled in 1859, there followed a hiatus in passenger steamboat traffic to Dumbarton quay. However, on December 14, 1863, a new enterprise was initiated by a number of gentlemen who included the shipbuilder, Archibald Denny, and three former burgesses, John Macmillan, William Whyte, and William Paterson, to provide a service linking Glasgow with Dumbarton, Port-Glasgow and Greenock. The compartnership was named the New Dumbarton Steamboat Company, and they quickly purchased the old Lochfine, a Denny built screw steamer dating from 1847 that had seen service on the Glasgow to Lochfyne station and had been acquired by the Messrs Burns then sold by them in 1851 to serve on cargo duties between Glasgow and Dumbarton. The new company also went to Messrs Rankine & Blackmore of the Eagle Foundry in Greenock for two new flush-decked steamboats. Rankin & Blackmore contracted the building of the hulls with the Clyde Shipbuilding Company and were this new yard’s first customers. The New Dumbarton Company’s manager, Mr. Patterson, superintended the construction.
The new steamers were launched in April and May, 1864.
“Launch.—Yesterday the Clyde Shipbuilding Co., Ladyburn, launched a very handsome paddle steamer for the New Dumbarton Steamboat Co., which was gracefully named Leven by Miss Gertrude Layton, daughter of F. C. Layton, Esq., Newcastle-on-Tyne. The Leven is of the following dimensions:—Length, 140 feet ; breadth, 14 feet; depth, 6 feet 10 in. Her oscillating engines, of 40 h.p. nominal, will be put on board by Messrs Rankine & Blackmore, Eagle Foundry, the contractors for the steamer. After the launch an elegant luncheon was served, at which R. W. Robertson, Esq., Craigends, Gourock, proposed Success to the Clyde Shipbuilding, coupled with the health of Mr Taylerson, and that gentleman, in replying, said that they were at present very busy, and had every prospect of success. They had on hand contracts for eleven vessels, and every day new offers were coming in. He did not remember any time in which shipbuilding was in so prosperous a state as at present, and he hoped that their firm would be found to be deserving of a share of that prosperity. He trusted that he would have the honour of seeing them all present on Saturday, to witness the launching of another steamer. The Leven, which is the first vessel launched by the Clyde Shipbuilding Co., will be commanded by Captain Lang, long and well known on the station between Dumbarton, Glasgow, and Greenock, for which she is intended.”—Greenock Advertiser, April 28, 1864
The following week, the second of the steamers entered the water.
“Launches at Ladyburn.—On Thursday the Clyde Shipbuilding Company launched from their yard at Ladyburn a beautifully-modelled paddle steamer, which was named Lennox by Miss Jane M‘Kellar, daughter of Archibald M‘Kellar, Esq., writer. The Lennox is consort to the Leven, recently built by the same firm, and is intended to ply between Greenock, Dumbarton, and Glasgow. She is the property of the new Dumbarton Steamboat Co., and is of the following dimensions: Length, 140 feet; breadth, 14 feet; depth, 6 feet 10 inches. She will be supplied with oscillating engines of 40 h.p., by Messrs Rankin & Blackmore, Eagle Foundry, the contractors for both steamers. The Leven and Lennox are built on a peculiar model, and have a very light draught of water to enable them to navigate the Leven at all states of the tide.”—Greenock Advertiser, May 7, 1864
As the two steamers neared completion, there were the usual encouraging notices in the local papers.
“Dumbarton Steamers.—For some years past the want of direct communication between Greenock and Dumbarton has been seriously felt by those who had occasion to travel between these places. This year, however, we are glad to know that this want is to be supplied. Two smart steamers, the Leven and Lennox, are to be put early in June to run between Glasgow, Dumbarton, Port-Glasgow, and Greenock. They are very tastefully and comfortably fitted up for the accommodation of passengers, and will be commanded by masters who are well-known and highly respected on the Clyde, for their obliging and careful manner.”—Greenock Telegraph, May 27, 1864
The two well-known masters were Archibald Lang who was to command the Leven, and John Price who would command the Lennox. Both had seen extensive prior service on the Clyde, the latter with the with Dumbarton Company’s Premier.
The Leven entered service in late May and the Lennox in mid-June.
Glasgow Herald, May 31, 1864
Glasgow Herald, June 16, 1864
“Dumbarton.—The Dumbarton steamers.—lt will be seen from our advertising columns that the two new steamers built expressly for the river trade between Glasgow, Dumbarton, Port-Glasgow, and Greenock, are now regularly plying between these ports, and are well patronised. The urbanity and attention to the comfort of the passengers of the respective commanders of the Leven and the Lennox are well known.”—North British Daily Mail, June 18, 1864
Some insight into the reasons for reviving the Dumbarton sailings might be construed from this rather cynical comment.
“Port-Glasgow.—Dumbarton steamers.—These steamers, which we understand were contracted for a week after the Edinburgh and Glasgow Railway Company raised the fares on the Helensburgh line continue to be well patronised in their trips up and down the river. They are doing much to reopen the connection that formerly existed between this port and Dumbarton; and it is gratifying to know that the enterprise is likely to be remunerative to the spirited owners of the Lennox and Leven.”—North British Daily Mail, July 11, 1864
Glasgow Herald, July 13, 1864
The service offered by the new company was attractive and provided competition for the railways. The extension of service to Port-Glasgow and Greenock was an added revenue source.
At the end of 1866, an attractive offer was made for the two steamers and they were sold to the Bahia Steam Navigation Company of Brazil. Captain Lang retired from the business and Captain Price was transferred to the Lochfine that continued in service for many years.
New Dumbarton Steamboat Co. receipt from 1881
Part of the reason for the rapid termination of the service may well have been the new Greenock and Helensburgh Steamboat Company that began a service from Glasgow to Greenock in competition with the New Dumbarton Steamboats in 1865. Loss of the service to Dumbarton Quay, however, left a vacancy to be filled.
“Sale of river steamers.—We understand that the Dumbarton passenger steamers Leven and Lennox have been purchased by Mr John Wilkie, steamship broker, on account of the Bahia Steam Navigation Coy., and, after undergoing some alterations, will sail for Brazil. We also learn that Mr Wilkie has contracted with a firm on the Clyde to build another steamer and some railway barges for the same company and destination.”—Glasgow Herald, December 25, 1866
The two steamboats never reached Brazilian waters. Both were lost on the outward voyage before crossing the Atlantic.
“The Steamers Leven and Lennox.—The two small river steamers, Leven and Lennox, which during the last two seasons traded between Glasgow and Dumbarton, were, few days ago stated, sold for the Brazil river navigation. The Leven left the Tail of the Bank on Friday last in tow the steam tug Jasper. She has put back to Loch Ryan for shelter, after being down as far as the Isle of Man. The Lennox was towed down from Glasgow on Monday, and was to have sailed from Gareloch on Tuesday afternoon for Bahia, but her crew that day deserted her, and she still lies in Gareloch till another crew is shipped. The steamers are only some 55 tons register, and a voyage to Bahia at this season in one these small vessels, considering their length, will be no joke.”—Glasgow Evening Post, March 14, 1867
“Loss of a Clyde steamer.—The steamer Tavarnes Baster, 55 tons, Story master, from Glasgow for Bahia, drove ashore at Salthill Station, near Kingstown, on Sunday night, and is likely to become a total wreck, she having broken across. She was originally named Lennox, and for some years plied betwixt Glasgow, Dumbarton, and Greenock. The Lennox, along with her sister, the Leven, was recently purchased by a foreign firm, and was being sent out to Bahia. The steamer Leven, which has been named Levarres, left the river last week, but owing to the severity of the weather, was forced to put into Loch Ryan on Wednesday, whence she again sailed on the following day, and was left by the tug steamer on Sunday proceeding down Channel. The Lennox was built the Clyde Shipbuilding Company’s works, Ladyburn, about three years ago, and was engined Messrs Rankin & Blackmore, Eagle Foundry.”—Greenock Advertiser, March 21, 1867
“Loss or the Steamer Leven. —This vessel has shared the same fate as the steamer Lennox and Vesper, her crew having been picked up by the ship Affiance, which arrived at Queenstown from Berdianski on Thursday. The Leven had her paddle-wheels unshipped, and rigged as a three-masted schooner, was re-named the Seriava, of Bahia, and was towed from the Tail of the Bank on the 24 ult. On the 20th her crew abandoned her off the coast of Ireland in a sinking state. The total value of the vessel, fittings, and cargo is estimated at £3000. The Leven and Lennox were built in 1864, by the Clyde Shipbuilding Company, Port-Glasgow Road, and engined by Messrs Rankin Blackmore, Greenock, for the Dumbarton Steamboat Company.”—Greenock Advertiser, April 2, 1867
The losses of the Leven and Lennox were not an isolated events but continued an unfortunate trend with steamers for Bahia that year.
“Loss of the Clyde steamer Leven.—About ten days ago we detailed the total loss, near Kingstown, of the Clyde-built steamer Tavarnes Baston (late Lennox), 55 tons (Storey, master), while proceeding down channel on a voyage to Bahia, where it was intended she should ply along with a sister steamer, named Sevarres (late Leven), on one of the rivers of South America. We have now to chronicle the abandonment of the Sevarres, in a sinking state, off the coast of Ireland, on, the 20th ult. The crew of the ill-fated craft were picked up by the ship Affiance, which arrived at Queenstown on Thursday last from Berdianski. As formerly stated, the Lennox and Leven were built in 1864 by the Clyde Shipbuilding Company, near Port-Glasgow, and engined by Messrs Rankin & Blackmore, Eagle Foundry, Greenock, for the Dumbarton Steam Packet Co., both steamers being until recently engaged carrying goods and passengers betwixt Glasgow, Dumbarton, and Greenock. Having been purchased from their owners by the Bahia Steam Navigation Company for the South American river trade, the tiny craft had their paddle-wheels unshipped, and having been rigged as schooners were towed down Channel and proceeded. The Lennox, we understand, had only been left a few hours by the tug steamer when she drove ashore under Salthill Station, near Kingstown, and became a total wreck. The Leven left the river on 2d ult, and was left by the tug below Ailsa Craig. Having been subsequently forced to seek shelter in Lochryan, she again started on 7th ult., and was left by the tug far down channel. The Leven, like her sister, was 55 tons register, had on board 30 tons pig iron was commanded by Capt. Flenley, and was manned by a crew of seven men. This is the third steamer belonging to the Clyde purchased by the Bahia Co. which has been lost in the Channel within the past few weeks. The Kilmun and Glasgow paddle steamer Vesper, built last year by Messrs Barclay, Curie & Co. for Captain Campbell, was the first to leave the river. She sailed on 3d January, under the name Leitao Currha, Lindsay master, and foundered on 19th of same month about 45 miles north-west of St Ives. Shortly after mid-day on the 19th her iron plates on both sides began to break and part asunder, and about three p.m. she broke in two, and before all the people—22, including a woman and child—could be removed from the ship to the steamer Vigilant, which providentially hove in sight, three men went down with her, and perished, viz.—M‘Pherson (steward), Wigan (third engineer), and a seaman belonging to Liver- pool. Fortunately in the cases of the Lennox and Leven no lives were lost, but the dangers to which they were exposed were very great. In the case of the Vesper, the crew which joined her when she put into Holyhead were dissatisfied with the condition of the ship, which they considered was not sea-worthy, and only on compulsion were they induced to fulfil their engagement. The Leven, while in Gareloch having her compasses adjusted, was deserted by her first crew, but other volunteers having been got she put to sea. The Lennox and Leven were 140 feet long by 14 feet beam, The Vesper was 170 feet long by 18 feet beam. The value of the three vessels above named is estimated at from £8000 to £10, 000. They are insured, we believe, in London. The propriety of sending such a class of vessels to sea, especially at this season of the year, is very questionable even in a commercial point of view, apart altogether from the risk of human life which attends such ventures. The loss of the Arran Castle, Vesper, Leven, and Lennox, in the Channel, with the sacrifice of human life which accompanied some of these disasters, should act as a warning to shipowners and shipmasters for some time to come.
“The following is the report of Captain Storey, of the Lennox:-—“We left Row March 15 in tow of steamer Pearl, which was to have taken me safe off the Tuskar, but at 9.30 a.m. of the 16th she cast off, the east end of the Isle of Man bearing S.E. by E., distant 22 miles; wind S.E. Ship drawing 4 feet 3 inches aft, and 3 feet 5 inches forward. The tug company did not send a first-class tug as agreed. On the 17th, at 7 p.m. the weather hazy, wind E.S.E., a perfect gale, was 10 miles off the Kish, which then bore W.½N. Finding ship not reaching, but driving head to leeward, I determined to attempt Kingstown. Owing to the heavy sea and the lightness of the ship, the helm became useless and the vessel unmanageable. Endeavoured to make shelter under the west pier. Set two storm-sails, which were split, she previously being under fore trysail (head down) and two-staysails. About midnight, she struck very near to the pier, and drove up to the railway at Salthill and filled the fore and main compartments. Seeing our lives in danger, burnt blue lights, and the coastguard came and took us ashore and rendered every assistance.”—Glasgow Herald, April 1, 1867
To fill the gap in the Dumbarton station, a new steamboat, Lochlomond, was launched from Archibald Denny’s yard. Archibald was one of the principals of the New Dumbarton Steamboat Company and, unfortunately, he died at the end of September 1866, resulting in a change in ownership to Peter Denny, his widow’s brother-in-law.
“Dumbarton.—Launch.—Yesterday forenoon, the new firm of Messrs Archd. Denny & Co. launched a handsome river paddle steamer, named the Lochlomond, intended for the Glasgow and Dumbarton trade. This vessel is in almost all respects similar to one of the same name formerly a favourite on the station. She is owned by Peter Denny, Esq., but it is probable she will be purchased by the New Steamboat Company. The ceremony of naming the vessel was performed by Mrs Spence, wife of Mr John Spence, one of the builders. The Lochlomond is to be supplied with engines of 60 h.p. by Messrs M. Paul & Co., of this town.”—Greenock Telegraph, May 3, 1867
Lochlomond at Dumbarton Quay in 1868 (Beckett)
Glasgow Herald, May 12, 1868
Glasgow Herald, September 26 1868
Lochlomond entered service in 1868, but her work was short-lived. She was laid up in 1869 and sold the following year to Austrian owners.
Dumbarton Quay in 1901 with one of Steele & Bennie’s coasters and a fine steam yacht (Valentine)
Passenger steamboat service to Dumbarton did not cease after 1868. The Ardencaple, by this time owned by Captain John Campbell of the Gareloch steamers was placed on the station. Although Captain Campbell died in 1871, continuity in the form of the steamers of Keith and Campbell provided the service till the middle of the 1870s when Levan was the vessel most often used. Keith and Campbell were forced to reduce their fleet around this time and the Dumbarton service once more lapsed.
Ardencaple at the Broomielaw
Glasgow Evening Citizen, August 26, 1869
Glasgow Evening Citizen, September 39, 1869
Glasgow Herald, May 9, 1873
Glasgow Herald, June 11, 1873
Access to the Clyde shore from the center of the town of Dumbarton is at best inconvenient. In the early 1870s, a plan was evolved to construct a pier from the base of the Castle Rock. Perhaps the best background to the erection of the pier is given by Donald MacLeod in “Castle and Town of Dumbarton,” published in 1877. In this article, MacLeod’s first person account is split into several sections and some relevant contemporary newspaper articles are inserted.
Vale of Clywd passing Dumbarton Rock before the pier
“Since my boyhood there has been ever and anon a talk about the desirability of erecting a pier at the Castle, and within these very few years Mr Archibald Robertson, photographer, of Comely Bank, got a sketch made at his own expense, of one, and left it at my place of business for the inspection of parties interested. It was, in addition, shown to some of the most influential gentlemen in town; but the project was considered to be the product of a visionary’s brain, and it ended in smoke. But in the fulness of time the man appeared equal to the carrying through successfully of this great undertaking in the person of Provost Bennett, at a charge of £12,000, as near as I can ascertain, which is £6000 above the estimated price. Such a result seems to be inevitable in the construction of public works, no matter which party has the charge of carrying them through.”—MacLeod
Map showing the site of the new pier at Dumbarton
The plan that was initially proposed was in a private members bill sent to parliament at the beginning of 1873 and included the pier with the provision of gas to the burgh. The Clyde Trustees raised questions and indicated their opposition. “This pier as designed, would project 50 feet into the deep water channel of the river, and form a dangerous obstruction to navigation; and this bill must also be opposed.”—Glasgow Herald, February 5, 1872.
However, a suitable accommodation was negotiated with the Trustees a month later. The pier would not reach the deep water channel but would require annual dredging of an additional channel to make it suitable for the accommodation of steamboats.
“Dumbarton burgh bill.—The report of the Board of Trade on this bill says—“The Board are advised that, provided the pier be constructed upon piles and be not allowed to project further than a point 50 feet within the line of river improvement as laid down by the Act of 1840, and provided powers are taken in the bill to prevent vessels anchoring in the channel of the river Clyde, outside the pier, for the purpose of unloading or loading cargo, the proposed scheme will not interfere with the general navigation, so as to justify the total rejection of a scheme which seeks to afford increased facilities to traffic at Dumbarton.”—Glasgow Herald, March 4, 1873
The amended Bill made its way through Committee in April and was approved.
“Scotch private bills in Parliament.—House or Commons., Thursday, Dumbarton Burgh Bill.—This bill came before a Select Commitee of the Commons this morning, consisting of Colonel Dawson (Chairman), Sir R. Torrens, Mr Redmond, and Mr Bonham-Carter. The bill was petitioned against by Sir James Colquhoun, of Luss.
“Mr Richards opened the case for the Corporation of Dumbarton, who are the promoters of the bill. Its object, he said, was to supply the burgh with gas, to erect a pier in the river Clyde, and a road or approach to the pier.
“Mr William Copeland, engineer of the proposed new pier, stated that the population of Dumbarton had increased very considerably of late, and there existed a necessity for increasing the supply of gas. The Corporation had scheduled a site in the bill which in his opinion would be well suited for new and commodious gas works. With respect to the pier, he considered it would be a great advantage to the inhabitants, and would in no way interfere with the current or navigation of the river Clyde. Both the Board of Trade and the Clyde Navigation Trustees were satisfied with the pier.
“Cross-examined—He admitted that dredging operations would have to be carried on every year, in connection with the pier, at the mouth of the Leven. He had been told that these dredging operations would frighten the salmon from going up the Leven, but this was a fact which he could not speak to personally.
“Mr John Bateman, consulting engineer to the Clyde Trust, had examined the plans of the pro- posed pier. From his large experience he had no hesitation in declaring that no injury would result either to the Clyde or the Leven by the erection of the proposed pier, nor would there be any interruption to the navigation.
“Mr James Leslie, civil engineer, Edinburgh, and one of the Scotch Salmon Fishery Commissioners, said that the dredging in connection with the pier would have no effect whatever upon the salmon. If it had any effect, it would be rather to drive the fish up the Leven than to keep them away.
“Mr Alexander, residing at Dumbarton, had formerly a lease of the salmon fishings on the river Leven, and was well acquainted with them, including those belonging to Sir James Colquhoun. His opinion also was, that the pier would rather benefit than injure the fishings on the Leven, inasmuch as it would have the effect of turning the salmon into the Leven, and preventing them going up the Clyde.
“Mr Alex. M‘Allister, wholesale and retail fish merchant, Glasgow, said he had a lease for ten years of the salmon fishings of the River Clyde from Sir James Colquhoun for £50 a year. That sum exceeded their value; at all events they were valueless to him. He had had these fishings for seven years, and had only made a profit out of them during one of those years. Last year he had lost £250, and altogether he had suffered great loss from the lease. He believed the pier would have no prejudicial effect upon the fishings.
“Mr Matthew Wallace, of Langbank, opposite Dumbarton Castle, who had fished the river Clyde for thirty-six years, also gave evidence as to the want of value of the fishings.
“Mr John Price, master of the steamship Loch fyne, said he used to be employed on steamers plying between Glasgow and Dumbarton. For about eight months in the year, about 400 or 500 passengers were daily conveyed between these two places; and he himself had landed as many as that from his own boat alone. There was, in fact, at one time a considerable passenger traffic to Dumbarton. Were the proposed pier constructed, it would be very convenient for such traffic, and would enable passengers to be landed easily.
“Provost Bennett said the want of a pier had long been felt, and public opinion, was generally in favour of the present scheme. He believed that sufficient revenue would be derived from it to pay the cost of construction as well as the managing expenses.
“Mr Robertson, C.E., Edinburgh; Mr Arthur, C.E., Helensburgh; ex-Treasurer Babtie and Councillor White, Dumbarton; Mr James Elen, farmer, and Mr James M‘Naught, fisherman, were called as witnesses against the bill.
“Counsel were then heard on either side, and after a short deliberation the committee declared the preamble of the Bill to be proved. The clauses were then adjusted, and the Bill was ordered to be reported to the House.”—Glasgow Herald, April 25, 1873
“The Dumbarton pier.—On Tuesday evening last in accordance with a resolution of the Town Council, a meeting of the ratepayers and other inhabitants of Dumbarton was held in the Burgh Hall for the purpose of taking into consideration the propriety of proceeding with the erection of the proposed pier at Dumbarton Castle. Provost Bennett presided, and was accompanied to the platform by Bailies Buchan and Thomson, Treasurer Douglas, Dean of Guild Bell, Master of Works Kirkpatrick and Councillors M‘Murray Smith, Kennedy, Guthrie; and John Denny Esq., Town Clerk. The Provost, in opening the proceedings, said the present meeting was called for the purpose of laying a before the inhabitants the offers for the erection of a pier on the Clyde. He then went into a history of the pier scheme. In October, 1872, the idea of a pier at the Castle was first. mooted, and the scheme was received with great favour. It was brought before the Town Council at that time, who agreed to consult the inhabitants as to the propriety of getting powers from Parliament to promote the undertaking. A large meeting of the inhabitants was accordingly convened, and the scheme was approved by a triumphant majority. (Cheers.) The bill was introduced into the House of Commons, and after meeting with opposition from quarters least to be expected, it received the Royal Assent on the 21st July, 1873. (Applause) Plans were then got and exhibited to the public, and ultimately eight contractors had sent in offers to construct the pier. The plans had been submitted to the Board of Trade, and he was glad to say that within the last few days the board has virtually approved of these, and given their consent to the work. (Cheers.) Within the last week or two the Council had had an elaborate report presented to them from their engineer the original of which he held in his hand. The Council had recently agreed that if the Board of Trade approved of the plans, and the inhabitants were still willing the work should go on, they would proceed with the erection without any delay; and as the cost of the pier would perhaps be more than they were entitled to borrow by the Act, it was for them to say whether they were to go on with the pier or not. It had not been the custom of previous Councils to consult the inhabitants on any schemes which they thought of promoting, but the present Council were desirous of carrying the public with them in all matters affecting their welfare. If the voice of the meeting was to go on, then the Council would accept the offer of Messrs Coghill & Co., and the work would immediately commenced. (Cheers.) After some remarks by Messrs Andrew M‘Gaan and Peter M‘Gregor, Mr Robertson, photographer, proposed the following resolution:—”That this meeting of ratepayers and inhabitants of Dumbarton approve of the Council proceeding with the erection of the pier on the Clyde with the least possible delay.” Mr George Banks seconded the resolution. Mr Robert Chambers, glazier, thought the Town Council should get a sheet sent round every ratepayer in the town, and get his signature for or against the pier, with the amount of rates he paid; and moved an amendment accordingly. Mr Gillespie, clerk to Messrs Swan & Co., shipbuilders, seconded the amendment. Mr Burnie moved as a counter amendment, that the Council procure a scouring barge and tender as an experiment. This arrangement, he said, would enable them to get statistics, and would put them in a position to say with safety whether they could go into the more expensive project of a pier. Mr Hempstead seconded the amendment. The vote being taken, three held up their hands for Mr Burnie’s amendment, eight for Mr Chanbers’ amendment, and the great portion of the meeting for the motion, which was accordingly carried. On the motion of Bailie Buchanan, a vote of thanks was awarded to the chairman.”—Glasgow Herald, March 12, 1874.
There was progress through 1874 and into the early months of 1875.
“The new wooden pier at Dumbarton.—Considerable progress has already been made with the erection of the wooden pier at Dumbarton, which the Corporation of the enterprising burgh were authorised by Parliament last session to build. The pier in its present state looks a modest substantial structure, and, judging from the plans, it when finished will lay claim to the other recommendation of elegance. It is built entirely of American pitch pine, and starts from a point near to the base of the castle rock, and is carried out, on the Glasgow side of the Leven, a distance of 750 feet. In connection with the erection, dredging operations are and will be continued, so as to secure a sufficient depth of water at the pier. The Corporation has secured a considerable portion of ground at the bottom of the rock, where an embank will be raised to the level of the pier, and will be made a place of recreation. By arrangements which it is proposed to make in due time, this may become a general and pleasant resort, as the plan carried out at Portobello and some other places of having performances by instrumental bands may be followed to some extent. The construction of the pier, it may be mentioned, will involve an expenditure of between £5000 and £6000. It is being erected from plans prepared by Mr Copeland West Regent Street, Glasgow; and the contractors are John Coghill & Co. The works are expected to be completed in two or three months. As to the practical value of the new pier there should be little question, though on this point there was a difference of opinion when the permission of Parliament for power to make it was asked. The promoters considered that Dumbarton would be greatly benefited by the possession of a pier, as it would enable the inhabitants to take more advantage of the Clyde, while their opponents contended that the facilities travelling were ample and sufficient. In rebutting their case to the commitee of the House of Commons, it was stated for the Corporation that the Leven “is a tortuous river of difficult navigation, and one which Clyde steamers either never visit, or visit as seldom as possible;” that there had always been great difficulty in landing at Dumbarton; and that the people had not the option of using freely the water way which flows almost at their doors. At this early period of the history of the undertaking it was attempted by the opponents of the scheme to prove that there would be no trade for the pier, but this was met by the evidence of engineers and also business men interested in the town and district, which seemed to be conclusive for the promoters. Provost Bennett, in his evidence, a declared that there was considerable commercial intercourse between Dumbarton and some of the ports on the Clyde, and that there was reason to believe that if there was a pier at which river steamers could stop a large passenger traffic would arise. The great apparent advantage of the pier will be that people wishing to travel to ports on the river will not have to take train to more favoured towns in order to get the boats, and that a handy and direct communication will be established. The railway facilities afforded to the inhabitants of the burgh at the present time are tolerably good, but complaints are occasionally heard that they are not treated quite so liberally as they are entitled to. For example, it is urged that the third-class fares from Glasgow to Helensburgh and to Dumbarton are the same, but it is perhaps unwise to push this argument too far, for if applied, as it must be, with an admission that the fare is not over-charged, it comes to resemble very much the complaint of those labourers who, working 12 hours, only received their penny, while their fellow-workers, who were only obliged to sweat for a few hours, were rewarded with a similar remuneration. But the existence of the pier and the competition to which it will give rise will prove advantageous, and it is possible the time may come when the third-class fare to Dumbarton may be lower than that which the traveller to Helensburgh has to pay. The North British Company, at any rate, have a provided much-improved station accommodation, with which the thriving inhabitants of the old town must be pleased. It may be added that the Corporation some time ago acquired the Gas Works, and that at the present time the s principal street is being finely causewayed and put into a condition worthy of the town.”—Glasgow Herald, July 14, 1874
MacLeod provides a description of the works.
“I will now give a short description of the Pier. Its gangway is 640 feet in length, by 15 feet in width, and has along its entire length a diagonal rail fence. The Pier proper is 90 feet long and 25 feet wide. These are formed of sound well-seasoned wood, of which there were 12,000 feet used in the construction. Mr Copeland, C.E., Glasgow, prepared the plans and specifications, and the works were executed to the entire satisfaction of the authorities by Messrs Coghill & Co., of Glasgow. It was a pity that the Clyde Trustees would not widen the channel to the edge of the Pier, seeing that they interfered with the extension of the Pier-end seaward, as their doing so would have been quite a boon to the navigation of the Clyde, as well as to the Pier; but seeing that they were not prepared to do so at once, the local authorities had to form a new channel to suit their purpose. In the formation of this there was dredged by the old “Success” 30,000 cubic yards of sand which were deposited by punts at the base of the Castle, and this material forms a fine esplanade, and road of approach. Before these operations were begun the low-water depth at the Pier-end was only two feet, but now there are ten feet of water there—a depth amply sufficient to permit the river steamers calling at it safely, under even the most unfavourable tidal conditions.”—MacLeod
Dumbarton Pier in the late 1870s with the old Success at work. A gabbart lies in the mud on the Renfrew shore (Valentine)
The pier was officially opened for traffic on May 8, 1875. The account is very long but gives an idea of the celebrations.
Glasgow Herald, May 3, 1875
“Opening of Dumbarton Pier.—The new pier on the Clyde at Dumbarton Castle was opened on Saturday with considerable ceremony. The pier, which had already been described in these columns has been built under the powers contained in an Act of Parliament which received the royal assent on the 21st of July, 1873. It extends from the base of the Castle rock 765 feet into the river, and constructed as it is, entirely of American pitch pine, is of as substantial a description as its appearance indicates. The gangway (which has a diagonal fence on either side for the protection of passengers) is 640 feet in length and 15 feet in width, and the pierhead is 90 feet in length and 25 feet in breadth. £6000 was the estimated cost of the structure, but the actual cost will exceed this sum, probably to the extent of £2000. The work has been executed by Messrs John Coghill & Co., contractors, Port Glasgow, and they commenced operations on the 2d of May last year. Mr W. R. Copland, Glasgow, was the engineer in charge of the undertaking.
“Saturday was observed as a general holiday in Dumbarton. Every effort had been put forth to make an “event” of the opening of the pier; and certainly the result proved equal to anticipations, for, despite somewhat unfavourable weather, the inhabitants entered into the spirit of the occasion with, great enthusiasm; and in this pleasing feature the promoters of the scheme must have found their chief gratification. By the forenoon trains many strangers were brought to the town; and large numbers arriving from the surrounding districts by other means and on foot, the streets early presented a scene of unwonted stir. Flags were to be seen in almost all directions, even as far as Dumbuck Hill, from whose summit waved a huge Union Jack. Near to the pier was erected a triumphal arch of evergreens and at the pier-head there was an imposing display of banners. Mr J. Fortescue Harrison, M.P. for the Kilmarnock District of Burghs, arrived, at Dumbarton by the 9 o’clock train from Glasgow, having come from London to be present at the ceremony. Previous to the hour notified for the starting of the procession, the hon. Gentleman was admitted a member of the Order of Forresters by the Court, Sir William Wallace, 5385, whose members subsequently joined in the proceedings of the day. The various bodies taking part in the demonstration met in the Public Park. Owing to a somewhat heavy rain which fell at the time, the muster was more tardy than it would otherwise have been; but between 12 and 1 the procession began to move—the Castle standard the while being hoisted on Wallace’s Tower. Mr M‘Kay superintendent of the burgh police, who was mounted on horseback, acted as marshal, assisted by Mr Jenkins chief constable of the county. The route lay along Strathleven Place, through College Park Street, Risk Street, Artisan Place, upper end of High Street and Bridge Street, across to West Bridgend, returning from thence by countermarch down High Street, Castle Street, and Castle Road, to the pier. Whist the procession traversed these thoroughfares, a number of brass bands discoursed lusty music and a large following of the populace added something of the picturesque to the pageant. Banners, horns of plenty, and emblems of various kinds were carried by the processionists, but interesting beyond all was that relic of the old patriot, Wallace’s sword, which, by permission of the War Office, was borne by one of the corporals of the Royal Artillery stationed in the Castle. The procession was composed of the Dumbarton operative joiners, the Glasgow joiners, the Barrhead &c., Free Gardeners, the Dumbarton Lodge of Oddfellows, the Glasgow, Paisley &c., Lodge of Oddfellows, the Dumbarton Lodge of Shepherds, the Dambarton Lodge of Forrsters, the Port-Glasgow &c., Forresters, the inhabitants of the Vale of Leven; the ratepayers of the burgh; the ex-Magistrates and ex-Councillors, other invited guests, and the Provost, Magistrates, and Town Council.
“On the pier being reached, a halt was made, and the procession opened up right and left. The Magistrates and Councillors, followed by each body in order, marched up the centre, thereafter proceeding, two deep, down the pier, right-hand side. As this was being done, “Scots wha hae” was played by the bands. At the pierhead the Provost and Magistrates, passed into and out of the steamier Chancellor, which was moored alongside—a formality that was performed amid cheers. The procession next counter-marched on the pierhead, and returned by the left-hand side of the pier to the Esplanade. There some thousands of people had assembled. Others more daring than their fellows perched on ledges of the rock, while many more-had obtained possession of boats, and gave animation to the scene by the manœuvres in which they indulged. On the Esplanade, a little to the left of the pier, a platform was erected, and from it Provost Bennett, supported by his colleagues in, the Magistracy and the Council, addressed the Gathering. He said—the duty I am this day honoured to perform is not only a very easy but also a very pleasant one. It is to congratulate the people of Dumbarton and neighbourhood on the successful completion of an undertaking in which they have all along taken a deep interest. (Cheers.) The proposal to erect a pier at Dumbarton Castle fully two years ago was received with general favour, and, to some extent, with enthusiasm. It is well known, however, that a certain portion of the public regarded it with distrust, and even alarm; while some even went the length of treating the project as altogether Utopian, and predicted that it would never, come to anything. The scene before us to-day proves that the popularity of the scheme has in no way diminished, and the existence of the substantial structure on which we are assembled ought to be a sufficient answer to those a who alleged that the pier would never be erected. (Cheers.) Only about twelve months ago the waters of the Clyde washed the base of the venerable rock in front of us, and the ground on which we are now standing lay embedded at the bottom of the river. By means of the piling ram, the dredging machine, and the strong arms of those who guided them, all this has been changed, and the new Clyde Pier at Dumbarton Castle his become a realised fact. (Cheers;) For the first time in its history, the ancient burgh is this day placed in direct communication with the Clyde, and the astonishment of all that this was not done sooner, it is to be hoped, will now give place to satisfaction that so desirable an end has at last been accomplished. (Cheers.) I feel proud of having had some share in bringing about this important result, and trust the pier may realise the expectations of its most ardent supporters. (Cheers.) I believe I am justified in saying that the work has been finished in a tradesmanlike manner, in confirmation of which I may state that the Sheriff, on the report of the engineer, has, in terms of the Act of Parliament, authorised the opening of the pier; his Lordship’s certification being as follows:—I William Cunninghame Steele, Esquire, Advocate, Sheriff-Substitute of Stirling and Dumbarton, do, in terms of the Statute Tenth Victoria chapter twenty-seven, certify that the Pier and Road of Approach referred to in the foregoing petition are completed and fit for the reception of vessels, and for the other purposes for which the same are intended. Given under my hand at Dumbarton, this seventh day of May, eighteen hundred and seventy-five years (and words deleted.)” I have, therefore, only now to declare officially that the Dumbarton Pier is open for public traffic. (Great cheering.)
The opening of Dumbarton Pier in 1875. Provost Bennett with his distinctive beard shaking hands with the master of the Chancellor
“Immediately the address was finished, a salute of 21 guns (according to orders from the War Department) was fired from one of the fortress batteries, and the bands commenced playing “Weel may the Boatie Row.” Thereafter the procession (the Magistrates and Council in front began the march townwards, and a general dispersion took place on Church Street being reached. Thus, so far as the outside proceedings were concerned, terminated the demonstration. It was throughout conducted with the utmost order, and no mishap happened to mar its success.
“The Luncheon.—At three o’clock, luncheon was served in the Lesser Burgh Hall. A large number of local gentlemen and guests, from a distance attended, and they were presided over by Provost Bennett. Right and left of the chairman were Mr H. E. Crum Ewing, Lord-Lieutenant of the County, and Mr Fortescue Harrison, M.P., and amongst the others present Sheriff Steele, Rev. Andrew Gray, Established Church; Mr J. W. Burns, Kilmahew; Mr John Matheson, jr., Glasgow; Provost Murray, Paisley; Provost Steven, Helensbnrgh; Magistrates and Councillors of the Burgh; Capt. Messer, lst-D.A.V.; Mr Cundy, London; Mr R. W. Copland, C.E.; ex-Councillor Murray, Edinburgh, &c. Letters of apology for absence had been received from a large number of gentlemen including Mr A. Orr Ewing, member for the county, who wished for a good day and success to the ceremony; the Lord Provost of Glasgow, Mr Smollett (convener of the county), Lord Blantyre, Colonel Findlay, Mr Peter Denny, Mr Campbell of Tilliechewan, and Mr Reith and Mr Deas of the Clyde Navigation Trust; Provost Neill, Greenock; Provost Fullarton, Port-Glasgow; Mr William Burns, writer; ex-Bailie Moir, Glasgow, Bailies Millar and Tawse, Edinburgh, and Mr Jamces Ure and Mr Andrew Ure, West. Bridge-end. After luncheon, the usual loyal and patriotic toasts were given from the chair, Captain Messer replying for “The Army, Navy, and Volunteers.”
“Sheriff Steele then proposed “Success to the Dumbarton, Pier,” and in doing so said that although he felt quite assured that many could have done justice to the toast with more learning and knowledge of the subject than he pretended to have, yet he was certain that there was person who was more anxious that the success of the pier should be established than he was (Applause).When he thought of some two or three years ago, when the chairman proposed the erection of a pier at the Castle of Dumbarton, he recollected well the feeling of enthusiasm with which it was entertained by a great many of the inhabitants, and that it was only disapproved of in a slight way by a few who knew very little about the matter. (Laughter.) Their chairman was, therefore, the originator of that beautiful work that they had been inaugurating—(hear, hear)— and not only was he the originator of it, but he it was who carried out the undertaking to a successful issue. (Applause.) There could be no doubt that the erection of the pier must be considered one of the most important events that had taken place in Dumbarton for many years. (Hear, hear.) It changed the nature of their position as a town, and put them, as it were, in contact with the great world, which they could scarcely say they were before. (Applause.) They were a town, no doubt, on a respectable stream—a classic stream—and it was certainly a proud think to live on the banks of the Leven, but they had unfortunately no direct connection with the great hard-working arm of the sea they called the Clyde. Now however, they had got an excellent pier into the Clyde, and it would in a great measure, he had no doubt, in the course of time, change the whole face of the town, and make it worthy of greater consideration than it had ever received before. It had been said that the pier would not pay, and if that meant that there would not be a large money return for the money expended, there might be something in the objection; but there were surely things which though they did not pay in cash paid otherwise. (Applause.) That pier, would pay them in the pleasure it would afford in the getting into steamers and away to any quarter of the country they liked. Besides there was an old saying that it was good to have two roads to the well, because their neighbour might close up the one. (Applause.)
“Provost Bennett, with whose name the toast was coupled, returned thanks for the manner in which it had been proposed and responded to. Whatever he had done in connection with the pier he felt to have been a great reward in itself and although it was a matter requiring to be proved by time, still he believed it would what Sheriff Steele thought—a great public benefit. It had, at all events, placed Dumbarton in connection with the civilized world, which it never was before—(laughter)—and he did hope the time had come when would pass away the old ideas about Dumbarton being the biggest town in the country, the biggest town in the world, and about Dumbarton magistrates being the biggest people in the country and the world. (Laughter.) Dumbarton used to be the capital of Scotland—it was there the king was wont to come, it was there everything great originated—and it was no wonder they had great ideas of themselves. But he trusted, with the increased facilities for seeing the world which had now been opened up, they would soon come to know that there were bigger towns in the world than Dumbarton, and that there were great people besides the Dumbarton people. (Laughter.)
“Mr John Matheson, jun., proposed “The Clyde Trustees,” stating that it was the fervent desire of all of them that the operations in which that body was now engaged—dredging, excavating, and forming new docks—might be eminently successful; that was to say, that they might be successful in making the Clyde one of the best appointed harbours in the world. (Applause.) Regarding the question of remuneration connected with the new pier, he was sure it would ultimately, if not very soon, be made to pay, because, apart from the many strangers which they might reasonably suppose it was likely to bring to the charming scenery in the midst of which it was set, the great and growing communities of Dumbarton and the Vale of Leven offered a prospect of its most extensive use. (Applause.)
“The Chairman proposed “The Members for the Burgh and County,” stating of Mr Harrison, that he believed him to be the right man in the right place, and of Mr Ewing, that he had proven himself to be a thorough business man, and had done his duty by his constituency.
“Mr Harrison, who was warmly received, replied and assured the meeting that it was a great pleasure to come among them upon an occasion such as the present. They had done something that day which, he believed, was only the beginning of coming greatness to Dumbarton. (Hear, hear.) He remembered when he first came among them that the mention of the pier was received almost with a laugh of derision; but the pier was an accomplished fact, and they had only to turn to the eloquent utterances of his friend Mr Matheson, who told them what had happened within 40 years, to be assured that it was by no means a improbable thing that the future of Dumbarton would be a great one. (Applause.)
“The other toasts were—“The Lord-Lieutenant of the County” (proposed by Mr Harrison), “The convener of the County,” “The Sheriffs of the County,” “The Clergy,” “The Kilmarnock Parliamentary Burghs,” “The Press,” “The Commercial and Agricultural Interests of the County,” “The Law Agents,” “The Engineers,” “The Lochlomond Steamboat Company,” “The Guests and Strangers” and “The Ladies.”
“A musical soiree, to which the municipal ratepayers were admitted, was given in the evening in the Burgh Hall.”—Glasgow Herald, May 10, 1875
“Opening of Dumbarton Pier.—The new Pier on the Clyde at Dumbarton was formally opened Saturday by Provost Bennett. A procession was formed on the public park, composed of Freemasons, Foresters, Good Templars, and other bodies, who, accompanied the Provost and Magistrates, marched through the town before proceeding the pier. Immediately after the pier had been declared open to the public, large numbers crowded on the structure, and a royal salute was fired from the Castle. A large party was entertained to luncheon the Lesser Burgh Hall the afternoon, and in the evening a concert was provided for the ratepayers. It was in 1872 that the propriety of erecting new pier was suggested Provost Bennett. A local battle had, of course, to be fought over the question; but at length the project commended itself to the fancy and good judgment of the people; Parliamentary powers were obtained in 1873; operations were commenced by the contractors in the beginning of May, 1874; and now, in May, 1875, the pier is a solid fact—a credit to the ancient town Dumbarton, which it will no doubt largely benefit. Round the base of the Castle Rock an ample esplanade has been constructed, which will form a pleasant resort to promenaders, who will have a variety of beautiful views up and down the river, with perpetual fresh breezes blown both from sea and land.
“£6,000 was the estimated cost of the structure, but the actual cost will exceed that sum, probably to the extent £2,000. The work been executed by Messrs John Coghill & Co., contractors, Port-Glasgow, and they commenced operations on the 2nd of May last year.”—Greenock Telegraph, May 10, 1875
Again from MacLeod:—
“The Pier was opened on Saturday, 8th May, 1875, and the town on the occasion was en fete. There was a grand procession from the town to the end of the Pier, where the steamer “Chancellor” was lying with her steam up. The Provost and other gentlemen embarked on board of her, and afterwards disembarked, thus using in due and fitting form the Pier for its legitimate purposes, and inaugurating the same under the happiest auspices. This ceremony over, the Provost made a speech from a platform at the base of the rock to the assembled thousands, and declared the Pier to be opened for the use of the public, a declaration which was followed by cheers and a royal salute from the guns of the fortress. Then the vast procession moved off townwards. An hour or so after the conclusion of these ceremonies a banquet was given in honour of the occasion in the Lesser Burgh Hall. On the invitation of the Provost, as an ex-Bailie I was present. There were invited to the same all the existing members and ex-members of the Town Council of Dumbarton. The banquet was graced by the presence of the Lord Lieutenant of the County (Mr Crum Ewing); Mr Sheriff Steele, and a large number of influential gentlemen from the neighbourhood. It turned out a great success, and fitly crowned a day which will ever be remembered in the annals of Dumbarton.”—MacLeod
Mud punts with dredgings to extend the pier esplanade at Dumbarton (Washington Wilson)
“Since the Pier was opened an immense quantity of additional sand has been dredged and laid down in front of the stone battery protecting the esplanade, which will have the effect of doubling its extent, and necessitating the erection of a new stone battery of defence against the action of the waves, as well as the removal and placing in a new position of the tall iron railing which crowns the old battery. There has also been erected, since the opening, substantial refreshment rooms, and ticket collector’s office, as well as the necessary stabling and accommodation for the use of the lessee of the restaurant, who undertakes the running, at stated intervals, of a waggonette to and from the Pier, thereby affording ample facilities for the travelling public using the Pier. So far as has been yet shewn, the Pier has proved a pecuniary success; and it is to be hoped that, in the time to come, a tax will not require to be levied upon the inhabitants, to make up the sum requisite for the payment of the interest on the borrowed money. It has been generally believed that the taxing limit for such is 3d per £, but that is a mistake, it may go beyond that sum if necessary; but, let that turn out as it may, there is one thing quite certain, and that is, that its erection has been a great boon to the inhabitants of this district, as well as to the great army of tourists who annually visit the Castle. As the years roll on it will be more and more appreciated, and taken advantage of. During the summer evenings a series of instrumental concerts are given on the esplanade—these are proving a source of great joy to many thousands. In August, 1877, there was erected, on the esplanade, fronting the gangway of the Pier the engines of the Dumbarton and Glasgow steamer “Leven,” which were the first pair of marine engines that Robert Napier, the eminent engineer and shipbuilder, ever made. They were built at Camlachie, in 1824. The cylinder of the same is 30 inches, and the stroke 3 feet. They were presented to the town, on August 11th, 1877, by the sons of the deceased Mr Napier, who as a native of the Burgh, ever took a deep interest in its prosperity. They are therefore, an exceedingly appropriate monument to his memory, in the commanding position which the authorities have set apart for them. There were fully four thousand present, at the unveiling of the engines. In honour of the event, there were land sports on the esplanade, and a regatta on the Clyde. Everything passed off very successfully. We will wish for the Pier, in conclusion—a prosperous future. It is certainly a noble monument to the indomitable perseverance of the late Provost Bennett, who was its originator and principal promoter.”—MacLeod
The public greeted the new pier with enthusiasm.
Glasgow Herald, May 20, 1875
“The New Pier Dumbarton —The number of people who have paid for admission to the new Clyde Pier at Dumbarton Castle, since it opened four weeks ago, has been 14,456, the greater part of whom used the pier a means of embarkation, or place for landing by and from the steamers. Most of the steamers are now calling regularly at the pier, getting in and out with great ease even at low water, although some of them draw from five to six feet water.”—Greenock Telegraph, June 9, 1875
In 1875, steamers regularly calling at the new pier were Vivid for Kilmun, Viceroy and Hero for Rothesay, and Balmoral for Garelochhead. From advertisements, a typical day for excursions in the summer started at 8 a.m. with Vale of Clywd to Greenock, Ardrossan and Ayr for 3/- return. At 10:30 a.m. Balmoral left for Garelochhead for 6d return. Service to Garelochhead could also be had at 12 noon by Ardencaple or Levan. At 11 a.m. Craigrownie sailed for Millport and at 1 p.m. Vivid sailed for Kilmun and Hero called about the same time for Rothesay. The last down-river call was Vesta at 4:45 p.m. for Lochgoilhead.
Notably missing are the tourist steamers such as Iona, and later Lord of the Isles and Columba.
The array of sailings certainly encouraged the sons and daughters of the Rock to sail but there were also regular promenades, accompanied by music, on Saturdays as an added attraction.
“Dumbarton Pier.—The extraordinary number of 76,000 people have paid for admission to this pier since it was opened four months ago. Nearly three-fourths of these embarked in or landed from the Clyde steamers, which on average have made to this date about twenty-five calls daily. A series of most successful musical promenades have been conducted on the pier, the fifth of which, on Saturday first, promises to be unusually attractive.”—Greenock Telegraph, September 8, 1875
Greenock Telegraph, September 17, 1875
Glasgow Herald, September 18, 1875
There were also mishaps as the steamers grew accustomed to the new berth.
“Reckless Navigation of Steamers.—At the River Police Court, Monday, Archibald M‘Diarmid, master of the river steamer Marquis of Lorne, was charged with recklessly navigating his vessel. M‘Diarmid had run his vessel into the Elaine while at Dumbarton pier. A fine of £5, with the alternative of thirty days’ imprisonment, was imposed.”—Paisley Gazette, September 11, 1875
The duties of the pier-master held much variety.
“A Mad Freak.—At the Dumbarton Police Court on Monday, Duncan Bell, furnaceman, Greenock, was charged with disorderly conduct, and forfeited a pledge. On Saturday evening he had been drinking, and while going up the river from Greenock in the Vivid he had attempted to jump into the river. From this foolish act he was restrained by his companions. He was, however, allowed to land at Dumbarton Pier, and no sooner had he done so than he somersaulted into the water. A life-buoy was thrown to him, but he did not avail himself of it, and latterly, after some difficulty, was caught, in the back of his clothes by a hook, and held above the water till the assistant-piermaster, Mr S M‘Cart, descended, and at some peril relieved him from his dangerous position. He had to be taken into custody, so violent was his behaviour, but after remaining there for some time became somewhat sobered, and was allowed to go, after leaving a pledge for his better behaviour in future.”—Greenock Telegraph, November 3, 1875
In 1876, the pier’s second year, there were morning calls by Marquis of Lorne, Marquis of Bute, Undine and Eagle for Rothesay, the new Benmore for Kilmun, Vivid for Millport and Largs. In the afternoon Viceroy also sailed to Rothesay. There were also plenty of calls as the steamers made their way to Glasgow, the earliest being the Rothesay steamer that arrived at the Broomielaw at 9:00 a.m.
Excursions on Saturdays were popular.
Glasgow Herald, June 9, 1876
Glasgow Herald, June 9, 1876
Greenock Telegraph, July 21, 1876
The pier soon attracted the Sunday steamer.
Glasgow Herald, June 9, 1876
In 1877 the engine of the Leven, constructed by Robert Napier in 1824 was placed on display on the green at the pier entrance.
Leven’s engine at the Castle Rock
However, the popularity of the pier was deceiving. Despite the pennies gathered, they did not meet the annual expenditure, let alone repaying the capital cost. It was estimated to be losing £600 on an annual basis.
In March 1881, disaster struck when a storm battered the West of Scotland. The town of Dumbarton was particularly hard hit.
“Heavy gale.—Wreck at Dumbarton In Glasgow yesterday very boisterous weather was experienced. All day there was a strong south-west wind, which played havoc amongst insecure chinmey-cans, and in the afternoon and night there was a heavy rainfall. Our Dumbarton correspondent writes:—Yesterday the Clyde was visited by a severe gale. The coast steamers were unable to call at Dumbarton Pier, and made their way up and down the river with considerable difficulty. The screw steamer Pioneer, which was engaged in carrying goods between Glasgow, Greenock, and Dumbarton, was wrecked at Dumbarton Castle. The Pioneer is the property of Messrs Lang, M‘Dougall & Co., of Dumbarton, and was put on her present station towards the end of last summer. She left Dumbarton Quay for Glasgow about mid-day with a miscellaneous cargo. At the time a full gale was blowing from the north-west, which caused the waves to dash against the castle and resolve themselves into white spray. The Pioneer is somewhat lightly engined, and when she reached the pier she became unmanageable. She is a long boat, with her bow standing high in the water. She was thus easily tossed about, and before she had proceeded far she was dashed against the rocks, when she received considerable damage. She laboured there for some time baffling all attempts of her crew to get under proper way. Ultimately she was got round the corner of the castle only to encounter fresh difficulties. The wind was changing to the south-west and becoming more furious. She was driven in the direction of the pier, where in her disabled state it was quite apparent she would soon become a total wreck. The captain, John Anderson, stood gallantly to his post, and did all he could to save the vessel. It was in vain, however, for by-and-by she was thrown against the gangway leading to the pier, and there sank. The crew, numbering about half-a-dozen men, made their escape; but some of them were in imminent danger through the force of the waves. The vessel came fulll broad-side on to the pier gangway, causing considerable damage to both. The gunwale was stove in, and she now lies lurching over against the pier, one side out of the water, and the funnel and crane for lifting the goods only peeping above the waves. The full damage to the pier owing to the heavy sea that is roiling against it has not as yet been discovered. About 20 feet of the rail has broken down, and there is little doubt a number of the piles will also be injured. Luckily the cargo was not of great value, but everything will be either lost or much damaged. When the tide ebbs the wreck will be high and dry. The Pioneer was built in 1860 by Messrs Swan & Co., shipbuilders, Maryhill. Her registered tonnage is 50, and her gross tonnage 150 tons. The vessel is insured.”—Glasgow Herald, March 19, 1881
The opening of the new “station in the sea” for the North British line at Craigendoran in 1882 provided new, more convenient passenger accommodation and perhaps signalled the eventual demise of regular traffic. Excursion traffic, particularly on Saturdays continued.
In the early 1880s, the town of Port Glasgow was contemplating erecting a pier similar to the one at Dumbarton. The investigation of the pier finances terminated the plan.
“In my occasional trips up and down the Clyde I have often heard people admire the Dumbarton Pier, stretching gracefully out into the river from the base the Castle Rock. “What a great convenience it must the townspeople, who were previously shut out from the benefits of river communication; what a grand promenade in summer weather,” &c., &c., and they usually wound congratulating the Dumbarton people on their possession. Few of them, however, could have any idea of what a veritable white elephant the pier is to the Dumbarton ratepayers. It has never been self-supporting, and, from all appearances, never will be. The ratepayers are taxed to the extent of 3d. per £1 for the pier, and even with this there is deficiency of over £250 on the pier account for the present year. Interest on borrowed money, dredging, and upkeep run up the account. Fortunately, the Corporation Gasworks of the burgh are a paying concern. Although the gas is cheap—3s. 6d. per 1,000 cubic feet—the profits for the year ended amounted to £1,557. The gas acts as foster mother to the pier, and yearly wipes off the debit balance. From what I have said will be seen that the Dumbarton Clyde Pier is rather an expensive luxury.”—Glasgow Evening News, October 20, 1885
Dumbarton Pier around 1880
Lennox Herald, August 1, 1885
Lennox Herald, July 7, 1888
It would appear that the upkeep of the pier left a little to be desired.
“Letters to the Editor.—Dumbarton Pier.—Sir,—In the interest of the travelling public “Wanderer” might spend five minutes in the “ladies’ waiting-room” of this Pier as I did the other day. Was it the smell that shocked me! No, that was bad enough; but that could be explained, as it was neep tide. It was the pencil marks and etchings with which the walls are covered. My attention was drawn to one by a boy of ten, and I found this was only one of a large number. I have travelled far—am “fat. fair and forty”—but such etchings, public or private, I have never seen. They are a disgrace to the youth who used his pencil; a disgrace Dumbarton Pier, and a nuisance that should not be tolerated for one day. Only a woman whose family often refuse to use the pier.”—Lennox Herald, July 13, 1889
There was a reply the following week.
“Letters to the Editor.—Dumbarton Pier.—Sir,—In looking over the Lennox Herald of last week my attention drawn to a letter, from a woman, requesting “Wanderer” to spend five minutes in the ladies’ waiting room of the above Pier, for the interest of the travelling public, to view some pencil marks and etchings.
“Would it not have been more womanlike on her part to have called the attention of the Piermaster or police to such, and have them obliterated at once, and then tried to get at the offenders, and have them severely punished? I think it would have been more to the purpose. Or does she mean that “Wanderer” was to take jottings of them for the public interest? Surely no. To me her pen savours much of the pencil marking she so rightly complains of when she describes herself as “fair, fat, and forty.” In my opinion, these are not words a woman should use in public print who is trying to put down such practices.
“That these immoral pencil markings and etchings do exist one cannot deny, as from east to west of our burgh our public closets, urinals, and waiting rooms are more or less defaced with them; and that the police should set a watch, and have these immoral writers severely punished, is, I am sure, the wish of every right-thinking person.”—Lennox Herald, July 20, 1889
A little bit of humour.
“Corporation Pie”—Dean of Guild Allan took from hie vest pocket and handed to the Provost a small ticket headed “Dumbarton Corporation Pie.” He said he had never been informed of the intention of the Corporation to go in for the production of this article of diet, and he wanted to know something about its manufacture and composition. (Laughter.) The Provost said he had often heard of a Corporation mess, but he had never heard of Corporation Pie. (Laughter.) Councillor Munro said that possibly the Dean was more pie-ously inclined than he was, but he had never heard of the Corporation Pie either. (Laughter) The Provost said he was afraid it was the printer’s devil who had been making the “Pie.” On the ticket being handed round, it was seen to be one of the cheques given to passengers paying their penny at Dumbarton Pier. The printer had evidently dropped the letter r out of the word Pier. The ticket read “Dumbarton Corporation Pie. Passenger landing. Fare, 1d.””—Lennox Herald, August 16, 1890
Lennox Herald, July 2, 1892
Through the 1890s, passenger traffic continued to decline. In the 1891-92 period, the frequent summer callers were Edinburgh Castle for Lochgoilhead at 10:10 a.m., Buchanan’s Guinevere and Benmore for Rothesay at 11:10 a.m. and 12:10 p.m. respectively, the Caledonian Meg Merrilies at 1 p.m. for Kilmun, Williamson’s Viceroy at 2:10 for Rothesay and the Kyles, and Sultan for Rothesay at 4:10 p.m. For travelling to Glasgow, the Kilmun steamer called at 9:00 a.m., Rothesay steamers at 10:30 a.m., noon, 4:30 p.m. and 6:00 p.m. with Edinburgh Castle at 6:20 p.m.
The clearest view of the pier buildings in the 1890s comes from an advertisement for Johnnie Walker whisky used in the late 1930s
The convenience of traveling to Craigendoran by train coupled with the introduction of new and attractive steamers by the railway companies contrasted with the long trek from the town to the pier through an increasingly industrial landscape.
The demise of the traffic is perhaps best summed up by Donald MacLeod, writing in “God’s Acres of Dumbarton” in 1888 on Provost Bennett who had been one of the strongest proponents for the pier and had died at the end of October 1876, just over a year after the pier was opened:—“He was instrumental in carrying through some good measure’s in the town’s interes; but his Castle Pier scheme has been a huge white elephant to the community. It devours large money from the Gas Corporation and taxation, and gives little in exchange.”
A distant view of a steamer at Dumbarton Pier in the 1890s
Glasgow Herald, July 6, 1896
In December 1900, the pier was severely damaged in a storm. As had happened in 1881, timber seasoning in the ponds at Port-Glasgow provided the destructive force that all but demolished the pier buildings and the rail of the gangway approach. No repairs were forthcoming from the burgh. Passenger service ceased and within a few years the structure was condemned to waste away to the ravages of the West of Scotland weather.
“Dumbarton-Pier Destroyed. The town of Dumbarton suffered severely from the storm on Thursday night. A south-west wind always drives a high tide up the Leven, and on this occasion the water rose abnormally. Quay Street was flooded, the High Street was also flooded to the depth of about a foot, and some of the merchants say that the damage to their goods by the water. entering their business premises amounts to hundreds of pounds. The principal flooding, however, occurred at the town lands, known as the Broad Meadow, where the golf course is, and the Common. These lands lie lower than the level of the river, and are protected by a substantial. embankment, but the water, besides going over this, cut through it at a part on the Strathleven estate, and about 200 acres are now flooded to a depth which will vary up to 10 feet. The river at this part rushed over the embankment for the space of about I00 yards. When the tide receded so much of the water escaped, but on the tide rising the water again poured in. The water is practically imprisoned, and it will take some little time before it will escape. The Corporation Pier at the Castle has been completely wrecked by the storm. The gangway of the pier stretches from an esplanade at the base of-the Castle into the Clyde, a distance of 640 feet. The pier itself is 90 feet long by 25 feet broad, and has the usual waiting-room and storage accommodation. It was erected in 1875, and about 19 years ago was almost similarly destroyed by the breaking away of a large quantity of timber at Port Glasgow.”—Glasgow Herald, December 22, 1900.
Dumbarton Pier after the storm damage
Dumbarton Pier around 1905
Lairds Loch and the remnants of Dumbarton Pier in 1947