The pier at Kilmun, the first on the Cowal peninsula, dates from 1828 when David Napier purchased land on the north shore of the Holy Loch. Napier’s vision opened up the feuing of the region and he built a number of villas along the shore. It also opened up a new route to Inveraray by way of Loch Eck and Strachur and his efforts to popularize this route will be found in other articles on this site. In Napier’s biography an advertisement of 1829 is quoted “At Kilmun there is now a substantial quay built, where passengers can land at all times. Houses to let, ground to feu,” and Napier had his steamers Kilmun and Earl Grey built to serve the needs of his feuars and the new route patrons. The boiler explosion of the Earl Grey steamer in 1835 signaled the end of David Napier’s interests in owning a steamboat fleet on the Clyde. The steamers, Kilmun, Saint Mun, Cupid, and the wreck of the Earl Grey, were advertised for sale together with the exclusive use of the Quay at Kilmun. Both Kilmun and Earl Grey sailed to Kilmun for the North British Steam Navigation Co. the next year and through them the rights to the use of the pier passed to the Castle Co.
The development of the Holy Loch as a site for summer residences expanded on both the North and the South, and steamer service by the Castle Co. presented few problems until the opening of the Greenock Railway in 1841. The proximity of the railway terminus to the Holy Loch prompted the Messrs J. & W. Napier to run the small steamer Luna from Glasgow to Kilmun, connecting with the railway at Greenock. The Luna was built in 1837 and had run mostly between the Broomielaw and Greenock, although after 1838 she had run mainly in the Helensburgh trade.
Glasgow Herald, June 19, 1838
In 1844, the owners of the Luna had her opening up the Holy Loch trade and she appears to have met with some success. However, she was in need of significant improvements and at the end of the season was offered for sale.
Greenock Advertiser September 13, 1844
Glasgow Citizen, November 9, 1844
Luna (Williamson)
Glasgow Citizen June 1, 1844
There were no purchasers and over the winter she was given an extensive overhaul and reappeared on the station the following year. A single, small steamer in competition might have been acceptable to the Castle Co., but the Messrs Napier placed their new Engineer on the route and she was joined by another new vessel, Caledonia. There were other forces at work too.
Glasgow Herald March 22, 1845
Glasgow Herald, April 18, 1845
Glasgow Herald, May 16, 1845
Glasgow Herald, May 29, 1845
Monarch (Williamson)
“Preparations are making at all the watering places on the West Coast, for the ensuing sea-bathing season, and at none more busily than at Holy Loch head, where the denizens of the comparatively speaking newly sprung favourite village of Sandbank, are on the qui vive to assume a status in the roll of summer resorts, for invalids and families who are in the habit of retiring a few months in the year from the hum and bustle of a town life. Formerly this place was not so accessible as the others on the banks of the Loch, but this, chiefly through the indefatigable exertions of Mr M‘Kinlay, has been got over by the construction of a substantial wooden quay, which extends so far out into the Loch as to give a steamer sufficient depth of water at any time of the tide to arrive and depart; so that passengers and luggage are safely embarked or disembarked without the danger or inconvenience of small boats. This has given an impetus to the proprietor of the Luna, to “go-a-head,” which he has done by placing Sandbank in his notandum of callings at the Loch, thus opening up a direct communication from Glasgow downwards. On Monday last, the Luna made her first trip to Sandbank, and was enthusiastically received.”—Greenock Advertiser, April 29, 1845.
In addition, in the Greenock Advertiser of November 14, 1845, the prospectus of the Lochfine and Clyde Junction Railway was published, proposing a railway from either Kilmun or Sandbank, along the side of Loch Eck to Strachur. At this time the Messrs Burns were in the process of acquiring the Castle Co. and the exclusive use of the Kilmun Pier and appealed to Mr David Napier and we learn from his biography:—
“However, the piers question came before Napier in a reverse form, when a claim was made by certain steamboat owners that they were entitled to use the Kilmun pier without his sanction. Being then in London, he had given up the running of steamers on the Clyde, and had leased this pier to the “Castle Steamboat Company,” managed by Messrs. Burns, who meant it to be used only for their own boats. This arrangement was however keenly resented by other competitors for the local trade, and for a time they persisted in making use of the pier, despite the remonstrance of the lessees. This led to what was quaintly described as “unpleasant doings,” and ultimately Mr. Napier was appealed to. As it happened, one of the aggressive steamboats was owned by relatives of his own, and Napier had therefore a delicate task to deal with. His first letter being ignored, a more peremptory notice to stop the “encroachment” followed. “If I were on the spot,” he wrote, “I think I could do it without putting either to much expense,” adding diplomatically, “I cannot for a moment doubt that your sending the steamer to Kilmun was for the purpose of accommodating my feuars with a superior boat. I therefore beg you not to put me into the dilemma of appearing so odious as I will be by taking legal measures to prevent my tenants having the best accommodation.” This stopped the unauthorised use of the pier, although it is said the steamer in question continued her traffic to Kilmun for a year or two longer, using instead of the pier a long wide gangway, mounted on wheels, which was run out into the water for the landing and embarking of passengers and goods. Another steamboat placed under the same interdict carried on its Kilmun service for some time by the use of small boats. On expiry of the lease, however, the pier was rented to a neutral collector, and in his hands became available to all comers.”
The Luna was sold to the Thames at the end of the season.
Greenock Advertiser, December 12, 1845
The Castle Co. was taken over by the Messrs Burns in June 1846 and proceeded to run their steamers to Kilmun. The Cardiff Castle experienced a boiler explosion while blowing off steam at the quay towards the end of July in 1847. The vessel was crowded with passengers and a mother and her two children by the name of Cullens, of Glasgow, were badly scalded. The youngest child died next morning. Several of the passengers had jumped overboard but the tide was low and all made it to land safely.
Although the Loch Eck route to Strachur on Loch Fyne had elapsed for over a decade, there was still a road in good repair along the Loch side and in November 1848, the proprietor of the Kilmun Hotel re-instated a coach in connection with the mail steamer that left Greenock at 6 a.m., running by Whistlefied, and Strachur to St. Catherine’s Ferry where boats were available to cross the loch to Inverarary. The return connected with the 4:55 p.m. steamer in time for the 6:30 p.m. train from Greenock.
Glasgow Herald, November 2, 1846
Considerably more building of villas took place during this period, extending to Strone and around the point to Blairmore, and Strone Pier was built by Napier in early 1847 to satisfy the feuars. Other popular steamers such as the Koh-i-noor joined the Kilmun trade as the Burns steamers concentrated on the Rothesay route.
Greenock Advertiser, October 3, 1848
Glasgow Gazette, July 20, 1850
Greenock Advertiser, March 12, 1850
At the beginning of 1851, the Messrs Burns sold their interests in the Clyde steamboat services to Mr. William Denny and the vessels were sold on to others. A nucleus of the Castle fleet remained running to Rothesay under the management of Mr W. F. Johnstone and in May the Rothesay steamers ceased calling at Kilmun and left the service to the Pilot and Ardentinny.
Glasgow Gazette, May 10, 1851
Glasgow Herald, September 19, 1851
Glasgow Gazette, May 1, 1852
Glasgow Gazette, May 1, 1852
Glasgow Herald, September 3, 1852
When the lease on the pier expired, it was taken up by Messrs Henderson & M‘Kellar who placed their steamers Eclipse and Wellington on the station. The unfortunate Eclipse was lost on the Gantocks and her engine salved to go into a new steamer for the Kilmun trade, the Nelson.
Glasgow Herald, April 25, 1853
Glasgow Herald, May 9, 1853
Glasgow Herald, June 13, 1853
Greenock Advertiser, October 4, 1853
Eclipse (Williamson)
Wellington (McQueen)
Glasgow Herald October 31, 1853
Glasgow Herald October 31, 1853
“Loss of the steamer Eclipse.—We regret to report that the fine steamer Eclipse, consort of the Wellington, was lost on the Gantocks rocks near Dunoon, on Tuesday, while in charge of the pilot, Captain Barrie being unable from illness to remain on board in performance of his usual duty. About twelve o’clock on Tuesday, the Eclipse, on her downward trip, was turning into Dunoon, rather close to the Gantocks, and the danger of her position being perceived, she was backed, but not sufficiently to avoid the imminent peril, for, on the steam being again put on, the vessel ran on a ledge of rock, and remained balanced on her middle, with the bow and stern over deep water. Naturally, a good deal of alarm was manifested by the passengers, but as the steamer remained whole and stationary, they were all got off safely in small boats, and landed at Dunoon. Intelligence of the “untoward” occurrence was immediately forwarded to Mr McAllister, the agent of the company here, and to the owner, Mr M‘Kellar, Glasgow. With the greatest promptitude, measures were devised for getting the Eclipse off the rock, and carried to some place of comparative safety; and on the same evening Mr M‘Kellar, Mr M‘Allister, and a number of men, sailed hence in a tug for the Gantocks. The intention was to set the men to pump out the water, stop the leak with clay and other suitable material, and carry her off by the tug on the top of the tide. On Thursday morning, while the men were actively engaged at the pumps, the back of the Eclipse suddenly broke, to the great consternation of all on board. As, however, the separation was not complete, no person was injured, nor even immersed. The Eclipse cannot now, by any possibility, be got off. The engine, which does not appear to be damaged, will require to be removed piecemeal while the weather remains fine; and it is difficult to say whether the hull can be broken up, and removed in fragments, before it gives way and sinks in deep water. We understand the Eclipse cost between £3000 and £4000. She was not insured.”—Glasgow Sentinel, September 9, 1854.
Glasgow Herald, April 14, 1854
Glasgow Herald, June 5, 1854
Glasgow Herald, June 19, 1854
A new arrival on the Kilmun scene was the Express, built by Messrs J. Barr at Kelvinhaugh, almost 180 feet in length and powered by a steeple engine. Her owners were the Messrs Campbell who had previously been associated with the Gareloch station, but were determined to expand their territory. The placed the new Express on the railway connection between Greenock and Kilmun.
Unfortunately the piers at Kilmun and Strone had not been well maintained in the interim, and the service had become erratic, especially in winter. The pier at Strone was in particularly poor condition and a number of residents had raised a subscription for a new pier, around the point on Loch Long and on the lands of Alexander Campbell of Monzie.
When David Napier, the pier owner paid a visit, he took steps that he thought might improve both piers and the service. He re-acquired the rights to the piers and advertised for a steamboat owner who would provide an adequate service for his feuars. He also introduced some draconian measures to double the pier dues to pay for their upkeep.
“Kilmun Piers.
“The Proprietor of the Shores of Kilmun, having had occasion to visit Scotland, went on board of a steamer which was advertised to call at Strone, but the Captain, not finding it convenient to go there, landed the passengers for Kilmun at Kirn. Among the number were several ladies, who were obliged to walk from Kirn to Hunter’s Quay, cross the Loch in an open boat in a severe day, and afterwards walk a mile to Kilmun, carrying their parcels all the way, at an additional expense of sixpence each, in place of being landed at their own door as used to be the case in former years.
“He was also sorry to learn that steamers had not been calling at Kilmun for the last three months, nor regularly at Strone. This he will try to improve. If he cannot find parties who will run steamers regularly during Summer and Winter as was formerly done, he will do so himself.
“In the meantime, he takes this opportunity of intimating, that he is prepared to give the exclusive privilege of landing and embarking passengers at Kilmun and Strone piers to any proprietors of steamers who will undertake to run first-rate vessels three times a day between Glasgow and Kilmun, and twice a day, in addition to that, between Greenock and Kilmun; and once a day between Glasgow, Greenock, and Kilmun in winter. No other steamers will be allowed to call at those piers without permission from the parties who undertake this.
“For further particulars, apply to Mr Brown, St. Thomas’s Croft, Renfrew. 8th March, 1855.”—Glasgow Herald, March 9, 1855
Glasgow Herald, May 11, 1855
Glasgow Herald, June 25, 1855
Napier’s first act was to close Strone Pier and then demand of his feuars a guarantee that they would pay for the repairs.
“The steamer Express, which plied between Greenock and Kilmun in connection with the Caledonian Railway, was withdrawn from the station yesterday. The proprietor of Strone pier has intimated to steamboat owners that they are no longer to call there, the quay being considered unsafe. Mr Napier offers, however, in an unsigned notice in a Glasgow paper, to have the pier repaired on condition of his feuars coming under an obligation to pay 2d each time of using it instead of one penny as formerly. When the new free quay at Portenstuck is opened by Mr Campbell of Monzie, even a penny may be too high a charge at Strone to secure custom.”—Greenock Advertiser, December 5 1854
There was an immediate outcry, somewhat tempered by the knowledge that a contract had been let for a new pier at Blairmore by Napier’s neighbour, Mr Alexander Campbell of Monzie, just around the point on Loch Long.
“Substitute for the Strone Pier.—The new pier at Blairmore, Lochlongside (Port-inStruck), has been contracted for by Mr Boyd of Paisley, and will be completed in about two months. It will cost upwards of £300, one-third of which sum has been generously contributed by Mr Campbell of Monzie, upon whose lands it is situated. The gentlemen who have subscribed the balance are to be entitled to the benefit of the receipts of the quay for 12 years, Mr Campbell only retaining the privilege of its use by some of his tenants free of dues. It will possess a great advantage over the quays at Kilmun and Strone, by having a break in the centre for landing and taking on board cattle, similar to that at Kirn pier. When opened it will render the feuars perfectly independent of the Strone quay; indeed, as it is, steamers touch daily at Port-in-Stuck, where a commodious ferry boat has been provided for the transport of passengers, and these steamers have handsomely offered to carry any materials required for the erection of the new pier. the generous manner in which the laird of Monzie has acted in this matter has given much satisfaction to all the feuars.—Greenock Advertiser” in Glasgow Herald May 25 1855
As outlined in the article on W.F. Johnstone, the Post-Office introduced a contact for carrying the mails by steamer in 1855 and as Kilmun was a post town, the service included a stop on the north bank of the Holy Loch. The new mail service could not call at Strone pier and necessitated the use of ferry boats with unfortunate results.
“The quay at Strone Point not being yet repaired, passengers are obliged to have recourse to the ferry boat, thus subjecting themselves to great inconvenience, and in stormy weather to considerable danger, to avoid which many prefer walking to Kilmun to going on board the steamer at Strone. On Saturday morning, the ferry-boat, in coming alongside the Rothesay Castle, went in before the paddle floats and was swamped. There were only two ferrymen on board, both of whom were rescued—one by a boat from the shore and the other by the steamer’s crew. One of them, who was considerably injured about the head by coming into contact with the floats, against which the surf drove the boat, was carried to Dunoon, where medical assistance was procured. As it was blowing hard from the southward with a heavy sea at the time the accident occurred, the steamer was within an ace of being driven ashore while the crew were engaged picking up the ferrymen. the paddles of the steamer were stopped at the time of the upsetting, which was caused by the mismanagement of the men in the boat, (one of whom was, it is said, unacquainted with ferrying,) and the heavy sea which was running. The man who was injured was yesterday in the way of recovering. Now that the coast season has commenced, the Strone Pier should be put as soon as possible at the service to the public. The proprietor may not be legally liable for any accident that may arise out of the present state of matters; but it is difficult to see how Mr. Napier, who has been in the habit of levying large imposts at the quay, can clear himself from moral responsibility.” Greenock Advertised May 8, 1855.
Napier responded in the Glasgow Herald.
“The Strone Pier
“Sir,—I will thank you to publish in Monday’s paper the following answer to an article which you have inserted in to-day’s paper from the Greenock Advertiser:—About thirty year’s ago, when on a shooting excursion at Kilmun, which place was then in a state of nature, being inaccessible by road from all parts of the world, and only approachable from the sea by an open boat, I took a fancy to buy it, and afterwards obtained a charter from the Crown, with the speculative view that, having steamers of my own, I might turn it to account. I immediately set about making roads, a pier, an inn, and some houses; I also put a small steamer on Loch Eck, another across Lochfine, and a steam carriage on the road, which was long before travelling by steam on railways was in vogue, all of which is long since extinct, being found to be more romantic than profitable; but the heaviest of all my outlays connected with the speculation was the running of steamers daily—summer and winter—between Glasgow and Kilmun, when there was not as many passengers as would pay for grease to the machinery. Nevertheless, I persevered, and tempted the Duke of Richmond, then Postmaster-General, to make it a post town, by offering to carry the mails free. During the time I ran the steamers myself, I never adopted that stupid mode of exacting pier duty from the passengers. I followed the London plan of charging it on the steamboat fare. Some of the proprietors of piers there clear upwards of twenty thousand ponds a year by them, and they allow no one to call at them but whom they please a natural and inherent right belonging to all private property. In course of time I let the pier and exclusive privilege of the Kilmun trade; but how or when the absurd mode of charging the passengers for the pier dues commenced I cannot recollect; however, I found it so; and a requisition was handed to me by some of my principal feuars, expressing their willingness to pay twopence each time in place of one penny they were then paying, if I would extend Strone pier into deeper water, so that steamers could call at all states of the tide. I did so. Soon afterwards, Messrs Burns bought the lease of the Kilmun trade, which I had given to Messrs Henderson & M‘Kellar, and this very unwisely, without my consent, reduced the pier dues again to one penny. The pier having now for the first time for the last twenty tears come into my own hand, I found everything going to wreck about the place—steamers coming and going when they pleased, and none at all during the whole winter. The first thing I did, with the view of putting matters into their former healthy state, although it was not necessary for me to do so, was to require the feuars to append their names to a similar requisition to the former before I commenced to repair the Strone quay, and by and by I expect to bring matters round to their former state, of the pier dues being included in the steamboat fare. Although I am legally entitled to charge whatever I please for the use of my pier, or any other part of my property, I would consider that I was doing that which would be morally wrong if I was depriving my feuars and tenants of a single privilege, or putting them in a worse condition in any respect whatever than what they were when they feued the land from me. David Napier, Renfrew, May 11, 1855.”—Glasgow Herald May 14, 1855
A few days later, the Glasgow Herald reprinted Napier’s letter with the editorial comments from the Greenock Advertiser.
“[In mentioning last week a serious accident caused by the upsetting of the ferry boat as it approached the mail steamer off Strone—whereby the lives of two men were placed in imminent jeopardy—we thought it necessary to add a word of caution to Mr David Napier as to the moral if not legal responsibility which he incurred by his prohibiting the use of the quay by passengers. The justice of our remark was borne out by its unanimous repetition by our Glasgow contemporaries, and Mr Napier has sent the above rigmarole to the Glasgow Herald, facetiously calling it an “answer” to our hint.
“Mr Napier is surely mistaken in his idea of not putting his feuars and tenants “in a worse condition,” and as to his not “depriving them of a single privilege,” when he prohibits their use of the quay, the existence of which no doubt tempted them to build or buy houses on his property. How he could use his power more injuriously or arrogantly than he is doing, it would be difficult to say. “Although I am legally entitled to charge whatever I please for the use of my pier or any part of my property,” yet we beg to question whether he is legally entitled to deprive his feuars of the use of the quay, or morally entitled to place in jeopardy the lives of those who must go to and come from the place. It is a high farce to hear a man talking of “the stupid mode of extracting pier duty from passengers,” and “the absurd mode of charging the passengers for the pier dues,” who is at the same time telling us that he is compelling his feuars to come under a written obligation “to pay twopence each time they use his pier in place of one penny,” which, under a more liberal and judicious system, they have been lately paying.
“We have, we regret to say, to give the melancholy sequel of the upsetting of the ferryboat on the occasion referred to. On Monday last the young man Adams died at Dunoon of the injuries he had received at Strone. Although for a time he progressed favourably, and despite the best medical advice, he latterly got worse, and died. He was a fine well conducted young man, the only child and comfort of his aged parents. He would be heartless indeed, who could envy the individual who so manages his property as to compel the public unnecessarily to employ a means of transit that makes such dreadful occurrences the by no means unlikely accompaniment of every smart breeze of wind that blows on the Strone shore.
“Mr Napier boasted a week or two since in a public advertisement, that he had taken means to let the Admiralty know that his feuars had no right to erect a quay at Strone for their own use, and that he alone, being owner of the land, could do so. The feuars had subscribed a considerable sum to construct a pier; but Mr Napier prevented them, and he enjoys as respectable a position as the dog did in the manger—he refuses to permit others to do what he does not himself. The use of the present quay is prohibited by Mr Napier, and his vassals, whose rights a good superior would feel himself bound to protect, suffer the penalty, even as in this case of a violent death. It is seldom the public are called upon to witness a more tyrannical and senseless abuse of the rights of property than is to be witnessed at Strone; but if the untimely death of young Adams in the prime of early manhood do not affect the feelings of the proprietor of the shores of Kilmun and Strone, he too must require pity, for it would be proof positive of what Mr Napier himself tells the public in more than one form in the above letter, that he wants “twopence,” It would be curious indeed if no remedy could be found for the fatal abuse of a monopoly now witnessed at Strone.—Ed. G.A. (May 18, 1855)]”—Glasgow Herald May 18, 1855.
It was at this point that Captain Robert Campbell consolidated his hold on the Kilmun trade. Captain Campbell had been appointed master of the Gareloch steamboat, Duchess of Argyle, when his two uncles, Alexander and John Campbell, became owners in 1854. The Campbell family had a long association with the Gareloch trade and the previous year, one of the family, the pilot of the Victoria, had participated in demonstrations against the Sunday steamer Emperor when it visited the head of the Gareloch.
Glasgow Herald, August 18, 1856
The projected opening of the Helensburgh Railway in a few years had added some uncertainty to the Gareloch trade, and a new opportunity with some relief from competition made the Holy Loch station an attractive speculation. The Campbell’s new steamer, Express was placed on the Kilcreggan and Kilmun route. The pier at Strone was also repaired, and quickly the operators became well regarded in their new location.
Glasgow Herald, September 29, 1859
The Campbell fleet was spread rather thinly and neglected the Gareloch station, leaving it to the likes of the Emperor during the week. The Duchess of Argyle was sold for service on the Shannon in 1857. Some idea of the nature of Captain Campbell is provided by the following account:—
“A very kind action was done by Captain Campbell, of the Helensburgh steamer Victoria, on Saturday last. A young servant girl left the Row with the intention of proceeding to Glasgow, but on Saturday afternoons the steamer, instead of going up the river, proceeds to Kilmun after touching at Greenock. The girl, who was below, did not discover her mistable until the arrival at Kilmun, and, as she could get no conveyance from thence to Glasgow until Monday, her agitation was extreme. Captain Campbell and his crew at once volunteered to convey her to Gourock, which the steamer fortunately reached in time for the girl to catch the omnibus in connection with the 7:30 train.”—Greenock Advertiser, February 26, 1858.
The Victoria was sold to Russia at the end of 1859. As a replacement, another new steamer, Mail, came from the yard of Tod & M‘Gregor at Meadowside.
Glasgow Herald, February 15, 1859
Glasgow Herald, June 9, 1859
The winter traffic on the Holy Loch was minimal and the practice of the time was to raise fares during the winter months and reduce them in the summer when traffic and competition increased. This incensed some of the year-round residents:—
“Steamboat Charges.
“Sir,—I observe among your advertisements a notice to the effect that you may sail from Glasgow to Dunoon and back in the splendid steamer Mountaineer, at a charge of 1s 6d for the double trip, or to Rothesay and back for 2s. A person going from Greenock to Strone or Blairmore, had all winter and has now to pay 2s for a passage about one-fifth or sixth part of the length of the other. If the one charge be fair, what is the other? The high rate of the latter is the result of a trade union of the boat owners on the station. I am glad to observe that a goods boat is about to give facilities to families going to that part of the coast, and I hope the feuars will look to their own interest ad support not only that enterprise, but promote its extension by the employment of a good passenger steamer on the Kilmun station. I have heard that the monopoly of the Strone and Kilmun quays is at an end, and the proprietors of some of the Rothesay boats would, I have no doubt, find a good accession to their business by calling morning and afternoon at Strone and Hunter’s Quay, which they could do without going much out of their way.
“High fares to one part of the coast are fatal to the house-letters in that ill-used locality, and at this moment when families are looking out for summer houses, they will naturally prefer to go where the rates are reasonable now and where they can depend on their so remaining. I am astonished that the proprietors of the Mail and Lochgoil boats do not see how they are damages their own summer trade by their present charges. Yours, A Coaster, 14th April, 1863.”—Greenock Advertiser April 16 1863
Napier responded to the ire of his feuars with the introduction of the stern-wheeled Kilmun steamer, described in a previous article. It was not a success, falling foul of the Board of Trade inspectors who condemned the vessel. The last word on the Kilmun is best summed-up by the following letter:—
“Mr. David Napier and the steamer Kilmun.—Sir.—A short time since Mr Napier sent a letter to the editor of the Glasgow Herald, which was published, and afterwards a reply to it. There has been no further communication.
“If Mr Napier is so desirous of accommodating the public and his feuars, why does he not put on a suitable steamer? The parties at present running their boats must be reaping a rich harvest, their fares to Glasgow being three times the sum mentioned by Mr Napier—viz., sixpence, while to Greenock they charge ninepence, and in winter their rates are much higher, while they pay nothing for using either Strone or Kilmun piers.
“The truth is, so long as Mr Napier’s piers were under lease (on his own terms), the interest of the public and the feuars gave him little concern.
“It is to be regretted the usual Government certificate was not granted to Mr Napier’s steamer; but a vessel more in compliance with the present times would answer his purpose better, and the public would not be slow to take advantage of it.—Yours, &c., A Feuar, Kilmun, 20th June, 1864.”—Morning Journal June 22, 1864
The problems were compounded by the lack of competition on the less profitable stations. The Confederates were looking for fast and shallow draught steamers to run the blockade of the Southern ports in the war with the Union forces across the Atlantic and had depleted the Clyde fleet. The Mail was a nimble craft and attracted the interest of Confederates. She was sold towards the end of 1863 and had a successful career as a blockade-runner. In her place a slightly larger steamer, Vivid was built by Messrs Barclay, Curle & Co. Like her predecessors Express and Mail, she was flush-decked, and powered by a steeple engine.
“New River Steamer.—On Friday last there was launched from the building yard of Messrs Barclay, Curle & Co., a handsome new paddle-steamer, called the Vivid, the property of Messrs Campbell. She is intended as successor to the Mail, so long favourably known on the Kilmun station, and will be commanded by Captain Robert Campbell, the present master of the Express, belonging to the same owners. The Vivid will take her place on the Kilcreggan and Kilmun stations on the 1st of May. Her engines were made and fitted up by Messrs Barclay, Curle & Co. Her dimensions are as follow:—length of keel, 190 feet; breadth, 18 feet 6 inches; depth, 7 feet 6 inches. It is expected that the Vivid will prove not only one of the fastest but one of the most comfortable steamers on the river. Every new improvement has been made available to provide for better accommodation of the gentlemen passengers at dinner, and to add to the comfort of the lady passengers. The new steamer will sail in connection with the express trains on the Greenock Railway, along with her consort the Express.”—Glasgow Herald, April 12, 1864.
Campbell’s white funneled Vivid with Lancelot waiting for a berth and Marquis of Bute downstream
“The New Steamer Vivid.—The fine paddle steamer, built and engined by Messrs Barclay, Curle & Co. for Messrs Campbell, to replace the swift steamer Mail on the Kilmun station, made her first trip yesterday under the command of Captain Robert Campbell, long and favourably known on this route. The Vivid left Glasgow for Greenock about 5 a.m., and made the run with the tide in the brief space of 1 hour and 15 minutes, with a pressure of 10 lbs. on the square inch. Owing to the deepening operations in the river, she was obliged to go from Glasgow to Renfrew at half speed. She again left Glasgow after mid-day, and steamed to Greenock against the strongest part of the flood tide in an hour and fifty minutes, thus proving herself one of the fastest, if not the fastest on the river. Her present speed is from 19 to 20 miles an hour. She is capable of carrying one thousand passengers, and her accommodation below is very ample and well ventilated. The saloon is upwards of 40 feet in length and about 7½ feet high, and is handsomely fitted and furnished, and the ladies’ cabin is commodious. The fore cabin is large, and has attached to it a state-room for private parties—a novelty in river steamers. The exits from the hurricane to the main deck are by a wide ladder placed amidships and leading aft, and two of the narrower construction leading forward, and by this means the dangerous system of climbing the narrow and unprotected paddle-box steps is avoided. The vessel is provided with three gangways—two from the paddle wings, two from the hurricane deck, and one from the top of each paddle-box, either of which can be used at high, middle, and low tides with great comfort to the passengers, as they will be on nearly the same level as the piers. One great improvement connected with the Vivid, and which we would like to see adopted in other steamers, is that the steam, instead of being blown off through the steam pipe to the great annoyance of passengers and bystanders, is sent out below into the water, and makes a noiseless exit. Her dimensions are—length, 200 feet; breadth, 19 feet; depth 5 feet. Her engine is of 100 horse-power nominal, and her paddle floats are on a new and improved principle. To sum up, the Vivid is admirably adapted for the station on which she has been placed; and her construction, machinery, and internal arrangements reflect great credit on her builders and owners. The opening trip occasioned considerable excitement along the route, and guns were fired and flags hoisted at the various piers in honour of her arrival. She will ply in connection with the express trains on the Greenock Railway.”—Greenock Advertiser, May 12, 1864.
Morning Journal, May 21, 1864
When the lease for the piers of Strone and Kilmun came up for renewal, Mr. Napier retained his option and offered free access, determining to recoup the cost of maintenance from the owners of the steamboats that called.
“Freeing of the Strone and Kilmun Piers.—David Napier Esq., proprietor of the quays at Strone and Kilmun, opened them on Monday to the public free of all charge. It is stated that in future the cost of the maintenance of these piers will be defrayed by a charge on the steamboats calling at them. The success of the scheme at Innellan will act, it is to be hoped as an encouragement to Mr Napier to persevere in his resolution, and as an example which others would be wise to follow.”—Morning Journal, August 2 1865
Napier’s efforts to conclude negotiations did not meet with success and the lease was offered annually to the highest bidder until Napier’s death in 1869.
“Kilmun and Strone Piers.—The dues leviable at these piers will be let, by public roup, from 1st May, 1866, till 1st May, 1867, on Saturday the 14th April, at one o’clock p.m., in the Argyll Hotel, Strone. The conditions of lease and articles of roup may be seen there; or with Messrs Turnbull & Parnie, 27 Union Street, Glasgow. John & James Morrison, Auctioneers.”—Glasgow Herald, March 23 1866
“Roup of Quays.—On Saturday, within the Argyll Arms Hotel, Strone, the quays at Blairmore, Strone, and Kilmun, were exposed to public roup for the year from 15th May next. There was a very large attendance, and the biddings brisk. Messrs John Herrlot & Son offered for competition the dues leviable at Blairmore Quay, at the upset price of £180, and they were taken by the present tenant, Mr James M‘Leish, for £221. Messrs Morrison & Sons, Glasgow, then put up Strone Quay at £65, and after frequent bids it was let to Mr. Turner, Blairmore, for £160. Kilmun Quay was offered at the upset price of £80, and also induced a brisk competition, being ultimately knocked down at £180 to Mr Gavin Baxter, formerly tacksman of Inchinnan toll-bar.”—Glasgow Herald April 18 1866
The Express was scrapped in 1864, leaving Captain Campbell with a single steamer. When the Vivid developed mechanical problems in early 1866, the Messrs Campbell first chartered and then purchased the former Largs and Millport steamer Vesta. Built in 1853, she was flush-decked and decidedly old-fashioned with her funnel aft of the paddle boxes.
“The steamer Vesta has been purchased by the Messrs Campbell from the Messrs Henderson. The Vesta was chartered some few weeks ago to supply the place of the Vivid, which met with an accident to her machinery, but has been purchased altogether. Messrs Campbell intend to give her an overhaul, new floats, and otherwise improve her. They have also a new saloon steamer building by Messrs Barclay, Curle & Co., Glasgow, and this summer they will have three steamers employed on the Kilcreggan and Kilmun stations.”—Greenock Telegraph, May 10, 1866
Glasgow Herald, February 22, 1866
Later in 1866, a new hull was built for the engine of the Express, and the resulting vessel, Vesper, was added to the fleet. However, she was quickly sold to Brazilian owners but foundered off Cornwall in the middle of January of the following year.
“Launch.—Messrs Barclay, Curle, & Co. launched a neat and trim-looking saloon paddle steamer from their Whiteinch building yard on Wednesday. She is 170 feet in length, and was named Vesper by Captain M‘Kinnon of Gourock—the oldest steamboat master, we believe, on the Clyde. The owners, Messrs Campbell, intend the Vesper to ply on the Kilmun station, as consort to the Vivid, so favourably known on this station during the last two seasons.”—Greenock Telegraph, May 19, 1866.
Greenock Telegraph, July 26, 1866
After the Messrs Campbell abandoned the Gareloch station and a number of years elapsed with inconsistent schedules on that station, a new enterprise, the Greenock and Helensburgh Steamboat Co., purchased the old Kilmun steamer, Nelson, in 1865 as the initial member of a small fleet. A principal force behind the company was Sir James Colquhoun and the ships were managed by Greenock magistrate and tug owner, Graham Brymner. In 1866, they had four small modern raised-quarterdeck steamers built, the Ardencaple and Rosneath from the yard of Robert Duncan & Co., the Levan from Kirkpatrick, M‘Intyre & Co., and the Ardgowan from Lawrence Hill & Co. They were around 150 feet long and powered by oscillating engines. Hulls for the new company were painted green and they were known as the “Green Boats”.
Levan at Largs sailing for Graham Brymner
Poor management ensured that the enterprise was short lived, and in April 1868, The Nelson was sold to Messrs T. B. Seath and the Rosneath was sold to Cork. The Ardgowan and Levan were taken over by Mr Brymner who added a larger steamer, Craigrownie in 1870, running the steamers to Rothesay and Largs.
Ardencaple at the Broomielaw
The remaining steamer, Ardencaple was sold to Messrs Campbell in May 1869 and was continued on the Helensburgh and Gareloch route. At this time, the funnel colours of the Kilmun steamers were the traditional black with a series of white bands, generally by this time reduced to the size of the stay-rings, while the Gareloch steamers had red funnels with corresponding white bands.
Around 1870, Captain Campbell entered a loose collaboration with Hugh Keith, a Glasgow coal merchant who had entered the steamboat trade in 1869 when he purchase the old Largs and Millport steamer, Lady Brisbane which he renamed Balmoral. Built in 1842, the Balmoral looked distinctly old-fashioned and out of place on the Clyde with her funnel aft of the paddle boxes. Nevertheless, she was a sound vessel and sailed on the Glasgow and Dumbarton route. The combined resources of the Messrs Keith and Campbell allowed the purchase of the remnants of the Greenock and Helensburgh Steamboat Co., Levan, Ardgowan, and Craigrownie in October 1871.
“Fire on board Vivid.—About 1 a.m. on Friday, fire broke out on board the Kilmun steamer Vivid while she was lying at Kilmun Quay. It was discovered by a fireman of the Ardgowan, lying alongside, who immediately rang the steamer’s bell, and the crew of the Vivid, on hearing the alarm, went to work and got the fire put out. The woodwork of the engine house and the gauges were destroyed, the deck beams charred, and a portion of the deck burnt through. No damage was sustained by the machinery, and the vessel yesterday was again on her station, which, it is expected, she will run on until the close of the season.”—Greenock Advertiser, August 13, 1870
Around this time, Captain Campbell changed the colour of his funnels to all white and this became a distinct feature of the Kilmun boats for the next two decades.
Vesta with her white funnel (Washington Wilson)
Vesta maneuvering for a berth at the Broomielaw with Carrick Castle, Vivid and Guinevere (Washington Wilson)
Broomielaw in the early 1870s. The paddle box of Marquis of Bute is nearest the camera and downriver is Sultan with Marquis of Lorne at the quay and Campbell’s Vesta waiting for a berth. There is another of Campbell’s steamers, probably Vivid, further down the quay (Becket)
Hero in mid-stream sailing down river with Athole reversing in the fore-ground
The Levan, Ardgowan, and Craigrownie were sold to London owners at the end of the 1875 season and the Hero to maintain the sailings to the Gareloch.
The two-funneled Guinevere at the Broomielaw with Campbell’s Vesta at the rear and Williamson’s Viceroy downstream (Washington Wilson)
The following year, 1876, the Guinevere was purchased from Mr. Graham Brymner, the last of his steamers. The Guinevere had been employed by Brymner on the sailing to the east of Arran by way of Rothesay and Kilchattan Bay and Hugh Keith continued her in this service, replacing her black funnels with red funnels and black tops.
The following two photographs show the Broomielaw taken from tower of the Sailor’s Home in the mid-1870s. In the first photograph, the steamer nearest the Caledonian Railway bridge is the Dunoon Castle in her two-funneled condition, owned by Henry Sharp. She is in mid-stream and rather blurred in the second photograph. Downstream is Keith’s two-funneled Guinevere, loading for Arran, and Campbell’s Vivid with her white funnel. The Vivid was lengthened and given a short saloon aft of her funnel in 1877. The Athole and Lochfoyle complete the remainder of the steamers shown.
Broomielaw around 1877 (Valentine)
Broomielaw around 1877 (Valentine)
A major addition was made to the Kilmun fleet in 1876 when the Benmore was added from the yard of Thomas B. Seath in Rutherglen. A raised-quarterdeck steamer, she was a distinct advance on her predecessors.
“Launch.—On Friday there was launched from the shipbuilding yard of Messrs T. B. Seath & Co. a fine paddle steamer for the Kilmun station, to the order of Captain Robert Campbell. The engines are to be supplied by Messrs W. King & Co., Paisley Road. As the vessel left the ways she was named Benmore by Miss Isabella Campbell, daughter of the owner. The Benmore measures 195 feet by 19 feet by 7 feet, and has a half saloon aft.”—Glasgow Herald, May 9, 1976.
Captain Robert Campbell (The Bailie, June 1876)
This remarkable photograph of the Broomielaw in the late 1870s shows a number of Keith and Campbell steamers. In the foreground, Campbell’s new Benmore is canting in midstream and to her right is Campbell’s Vesta. At the quay, are Williamson’s Viceroy, and Stewart’s Athole with the Ayr steamer Bonnie Doon with her cream colored funnel. Beyond the Bonnie Doon are Iona and Keith’s Guinevere. In the river on the left is the two-funneled Dunoon Castle and ahead of Benmore is Keith’s Balmoral.
Broomielaw around 1877 (Washington Wilson)
Benmore leaving the Broomielaw (Valentine)
Benmore at the Broomielaw with Captain Bob on the paddle-wheel. The other steamers are Marquis of Bute (1868) and the new Lord of the Isles (1877) (Valentine)
Benmore, Marquis of Bute and Lord of the Isles taken a few seconds after the previous photograph (Valentine)
The partnership thrived into the 1880s and purchased one further steamer, the Arrochar steamer Chancellor of 1864, when she was replaced by her successor of the same name. In 1881, the Chancellor was renamed Shandon. She sailed to both the Gareloch and Kilmun for Messrs Keith and Campbell, sporing a white funnel when she was on the latter route. However, there were clouds on the horizon. Apart from Benmore and Guinevere, all the steamers were rather old and the partnership ran into financial difficulties. The outcome was that the fleet was sold in its entirety to Captain Buchanan at the end of 1884. Hugh Keith gave up ship-owning but Captain Campbell resolved to persevere and within three months he had received some financial backing and acquired the Meg Merrilies, built in 1883 for the North British Railway but rejected as not meeting specifications. She had been modified by her builders, Barclay, Curle & Co. and spent the intervening time on Belfast Lough.
A sequence of images taken by the studio of George Washington Wilson in the summer of 1885 shows an encounter at the Broomielaw between the Captain Campbell’s Meg Merriles with her two white funnels and the Benmore that Captain Buchanan retained with her while “Kilmun” funnel. Captain Campbell was charging 1/- for the fare to Kilmun while Captain Buchanan charges 9d. but the public supported the Meg Merriles and the Benmore was moved to a different station the following year.
The sequence is seen in old albumen photographs and magic lantern slides in what follows. The timings and destinations of the steamers comes from the Glasgow Herald of July 14, 1885.
Buchanan’s Guinevere is heading down river on her 10:00 a.m. sailing to Rothesay while nearest the camera the Arrochar steamer Chancellor is filling and the Vivid in Buchanan colours for Rothesay at 10:30 a.m. are both filling. Buchanan’s Eagle is reversing into her berth from which she will leave at 11:00 for Rothesay. Buchanan’s Benmore, still with a white funnel is canting and holding up the progress of one of the Clutha water-buses.
These two photographs show the Benmore still canting and the Eagle now in her berth. Captain Campbell’s Meg Merrilies is making her way up the river.
The Benmore has canted and is waiting for a berth.
Meg Merrilies has also finished canting
In these two photographs the Benmore has stood off into the middle of the river to allow the Vivid to leave and make her way down river followed by the Chancellor. The Eagle is loading and Meg Merrilies is now at a berth.
Benmore takes the berth vacated by Vivid and begins to load while Eagle leaves on her 11:00 a.m. sailing
The position of the camera has moved to capture the departure of the Benmore on her 12:00 noon departure for Kilmun by way of Kilcreggan. She will be followed down the river by the Campbell steamer Meg Merrilies, also scheduled to leave for Kilcreggan and Kilmun at 12:00.
The Meg Merrilies in Campbell colors off Custom House Quay at Greenock
In 1885, Captain Campbell also had a new steamer, Waverley, constructed by Messrs H. M‘Intyre & Co., Paisley and engined by Messrs Hutson & Corbett. She was of the same size as the Meg Merrilies but two large steamers on the station was not a good economic model. Waverley was involved in charter and excursion work, sailing to Ayr and other destinations over the summers of 1885 and 1886. Captain Campbell’s health was declining and his two sons, Peter and Alec were taking over the business. Peter took the Waverley on charter to the Bristol Channel in 1887 and eventually moved there permanently. In 1886, a third steamer was added. Madge Wildfire was a smaller version of the Waverley with the hull constructed by Messrs S. M‘Knight & Co., Ayr and engines by Messrs Hutson & Corbett.
Waverley off Gourock (Robertson)
The boiler of Meg Merrilies was damaged in 1888 and she re-appeared with one funnel. Captain Bob Campbell died on April 10 of that year and his sons sold the two Clyde steamers, Meg Merrilies and Madge Wildfire together with the good-will of the Kilmun trade for £18,600 to the Caledonian Railway who were opening their new Gourock Pier. Captain Alec stayed with the new Madge Wildfire for a year before joining his brother on the Bristol Channel
Meg Merrilies at Kilcreggan
“The Campbells of Kilmun,” Ian Hope, Aggregate Publications, Johnstone, 1981
“West Coast Steamers,” C. L. D. Duckworth and G. E. Langmuir, T. Stephenson & Sons Ltd, Prescot, 1966