The Clyde in 1865 had seen the long-awaited opening of the Wemyss Bay Railway that was expected to provide a convenient terminus for sailings to Rothesay, Largs, Millport, and Arran. The Largs, Millport and Arran routes had been the province of the steamers of Captain Duncan M‘Kellar and his sons, John and Alex, sailing from Glasgow. Anticipating the competition from the Railway, their steamers had been sold; their two flyers, Jupiter and Juno, going to the Confederates to run the blockade. However, the expected strong competition from the railway owned steamers did not immediately materialize, largely through mismanagement, and there were opportunities for an enterprising steamboat owner.

On the north bank of the Clyde, the railway had reached Helensburgh in 1858 and efforts had been made to improve the town’s pier. Again, the coming of the railway had resulted in a running-down of the steamboat services. The long-established Helensburgh and Gareloch steamboat service provided by Messrs Henderson & M‘Kellar—Alexander M‘Kellar was a brother of Duncan M‘Kellar of the Millport steamers mentioned above—was reduced to a single vessel, Nelson, sailing from Glasgow.

Ferry service between Greenock, where the railway was long established, and Helensburgh had also fallen on hard times. A little steamboat, Queen of Beauty, had been introduced in 1859 to revamp the service, followed a year later by the Gareloch, originally constructed by David Napier with a novel rotatory engine, but subsequently fitted with the engine of the Leven dating from 1824. The Gareloch, had originally been named Dumbarton, sailing from Glasgow to that Burgh, but Messrs Henderson who managed the steamer contracted with the Helensburgh Railway to provide connections with Greenock and the Gareloch. For some time Gareloch ran in consort with Messrs Henderson’s Gem before the latter was sold to the Confederates. When Gareloch was withdrawn early in 1863, Helensburgh and the Gareloch were served by the ageing Nelson and the Aquilla, the latter rehabilitated from the Sunday trade until she was sold the following year.

In 1864, a new enterprise that operated three small steamboats between Glasgow, Dumbarton, Port-Glasgow and Greenock achieved some financial success, despite the competition from the Railway. It must have galled the citizens of Greenock that they and their goods were conveyed in Dumbarton owned boats.

Steamboats were also changing. The fast, fragile craft popular early in the decade had mostly been sold off the river. New steamboats put a premium on passenger comfort and airy, well-furnished saloons made their appearance, drawing a strong contrast with the flush-decked craft of the past and their dark cabins under deck. Deck saloons were to be found on the tourist boats such as the Iona and Chancellor. An alternative design was the raised quarter-deck giving excellent accommodation for the cabin passengers while continuing with the spartan cabins for the steerage. An example of the latter was the Eagle.

One further factor of importance to this article occurred in 1865 but projected into the future of Greenock; the Greenock and Ayrshire Railway Bill was approved by Parliament. This offered the prospect of a second railway company reaching the coast at Greenock and a new railway pier at Albert Quay. The astute citizens of Greenock must have been well aware of the implications of these and other factors.

At the beginning of December, 1865, the prospectus for a new steamboat company serving Greenock, Helensburgh and the Gareloch was published in the Greenock Advertiser. It was a grand affair with a Board of Directors comprising some of the leading gentlemen of the north and south banks of the Clyde. Closer inspection of the list might recognize the directors were a strange mix; landed owners from Helensburgh and the Gareloch, contrasting with manufacturers and merchants of Greenock.

“Greenock and Helensburgh Steamboat Company, Limited.

“To be Incorporated under the Joint Stock Companies’ Act, 1862, with Limited Liability. Capital, £20,000 Sterling. Divided into 4000 Shares of £5 Sterling each; £1 per share payable on application; £1 farther on allotment; and the balance of £3 by two calls—the first of which shall not be sooner than the expiration of two months, and the second not sooner than four months respectively from the date of the registration of the Company.

“Directors Sir James Colquhoun, of Luss, Baronet, James Johnston Grieve, Esq., Provost of Greenock, Alexander Breingan, Esq., Provost of Helensburgh, Alexander Anderson, Esq., Wellfield, one of the Bailies of Helensburgh, John Fleming. Esq., Manufacturer, Greenock, John O. Hunter, Esq., Merchant, Greenock, Graham Brymner, Esq., Steamboat Owner, Greenock,  David Burges, Esq., Canon Bank, Helensburgh, John Potter, Esq., Cairbrook, Helensburgh, Alexander Mackenzie, Esq., Publisher, Greenock, Benjamin Noble, Esq., Merchant, Greenock, Edward Blackmore, Esq., Engineer and Founder, Greenock, John M‘Farlane, Esq., Faslane, Garelochhead, James Thomson, Esq., Linnburn, Shandon.

“Sir James Colquhoun, Chairman. Provost Grieve, Vice-Chairman.

“Bankers—British Linen Company, Union Bank of Scotland, Helensburgh.

“Solicitors—Messrs M‘Ilwraith & Swan.

“Brokers—George Wink, Esq., 175, West George Street, Glasgow, James Kelso, Esq., Bank Buildings, 13, William Street, Greenock.

“This Company has been formed give better and more independent Direct Communication than exists at present, between the Counties of Dumbarton and Renfrew, by means of Steamers between Greenock and Helensburgh, and the different places of call on the Gareloch; as also, if the same be considered advantageous to the Company, between other ports on the River and Firth of Clyde.

“The Company will start with Four new Steamers, now in the course of construction, and increase the number whenever demanded by the growing traffic. These Steamers will be specially adapted for the service, give superior accommodation to Passengers, and from their speed and efficiency will be able to afford to the public the frequent and regular communication which the necessities of the traffic now imperatively require.

“These Steamers can be worked with greater economy than any others now on the Clyde, and a fair share of the present traffic alone will be remunerative to the Company; but it is confidently expected that the direct, frequent, regular and speedy access thus to be given to the sunny and pleasant shores of Helensburgh and Gareloch, will increase the number of Summer visitors and residents, and induce many gentlemen in business in Greenock and neighbourhood to remove their families across to the fresh and healthy atmosphere of the other side of the Firth, when they find that they can get to their offices and works with such rapidity and comfort.

“The certainty and directness of conveyance will also attract many additional passengers from Port-Glasgow and Paisley, who are at present deterred by the existing defective, slow, and irregular mode of communication; and the properly timed and frequent passages made daily by the Steamers between Greenock and Helensburgh, which will put excursionists from Greenock, Port-Glasgow, Paisley, and other Towns in Renfrewshire, and even Ayrshire, within an easy day’s journey of Loch Lomond and the places of interest in that neighbourhood, must materially add to a traffic which only requires attention to develope itself into one of the largest and most remunerative passenger stations in the West of Scotland.

“The Capital has been fixed at £20,000; but, as a large, increasing, and profitable traffic is positively anticipated, there will be provisions made in the Deed or Constitution of the Company to allow of an increase in its aggregate amount from time to time whenever and so often this step may be deemed prudent and necessary, and has received the sanction of the partners holding three-fourths of the Stock, at a Special General Meeting to called for the purpose.

“The Memorandum and Articles of Association may be inspected at the Office of the Solicitors of the Company.

“Prospectuses and Forms of Application for Shares may be obtained from the Bankers, and Solicitors of the Company.”—Greenock Advertiser, December 9, 1865

Mr Graham Brymner, the Greenock tug owner was the natural choice to manage the affairs of the company. One of the first actions taken by the new company was the purchase of the Gareloch steamer, Nelson, and the goodwill of the Gareloch trade from Messrs Henderson & M‘Kellar.

Glasgow Herald, February 14, 1866

“Helensburgh and Gareloch traffic.—A commencement was made on Monday of the trade between Greenock, Helensburgh, and Gareloch by the Greenock and Helensburgh Steamboat Co. (Limited).

“For many years the want of regular communication between Greenock and the other side of the Frith had been greatly felt by the residents on both sides. The boats on the station, for many years back, were old; and the trade was altogether conducted, from various causes, in a most unsatisfactory manner, the communication depending, in great measure, on the commerce of the Glasgow trade, being frequently irregular, and this although there was large population and great railway termini on each side of the Frith. To remedy this a company was organised at the end of last year to run hourly boats between Greenock and Helensburgh, and to have five or six regular daily sailings between Gareloch, Greenock, &c. To carry out these ideas the Company contracted for four suitable and swift boats on the saloon principle, and these are now rapidly approaching completion in the yards of three different builders on the Clyde, and will be on the station early in the summer. The Company, in addition to these boats (the Ardencaple, Rosneatb, Leven, and Ardgowan), has purchased the steamer Nelson from Mr Henderson, and with it the goodwill of the Helensburgh and Gareloch trade. This sale was carried out last week. With this vessel operations were commenced on Monday last, and the Nelson is now regularly plying on account of the new owners till the new boats are ready. The first of these, the Ardencaple, building by Messrs Robert Duncan Co., Port-Glasgow, will be launched before the end of the month. We are glad to see this movement, for we are perfectly sure that when the boats are fairly started, and the trade thoroughly organised, the great present and future railway facilities from Greenock will induce such traffic as will encourage the present Company to start new boats not only to Helensburgh and Gareloch, but other parts of the Firth as well, and make Greenock, what it should be, the great starting point for steamboat sailing to all parts of the Firth of Clyde, and of the West Coast of Scotland.”—Greenock Advertiser, February 15, 1866

The comments of the Greenock paper where “the great present and future railway facilities from Greenock will induce such traffic as will encourage the present Company start new boats not only to Helensburgh and Gareloch, but other parts of the Firth as well, and make Greenock, what it should be, the great starting point for steamboat sailing to all parts of the Firth of Clyde, and of the West Coast of Scotland,” likely reflect the south bank view and stand in contrast to the expectations of the north-bank proprietors. When the first of the new steamers were launched just a week later—all four were in the water by April, ready for the new service to begin—reports of the speeches made by the Helensburgh and Gareloch participants hint at the difficulties that would later become apparent in management. The north-bank view was motivated by the thought that the new service would open up opportunities for feuing and “would very much increase the value of property on the Helensburgh side” and that “it was philanthropic to give the people of Greenock outlet to their coast, where they could have pure and fresh air.”

Two of the new steamers, Ardencaple and Roseneath, were launched on the same day in February.

“Greenock and Helensburgh Steamboat Company.—Yesterday afternoon, there were launched from the building-yard of Messrs. Robert Duncan & Co,, Port-Glasgow, two handsome saloon paddle steamers, the property of the above company. The steamers were named “Ardencaple” and “Roseneath,” and were gracefully christened—the first by Miss Spence, Helensburgh, and the latter by Miss Brymner, daughter of Councillor Graham Brymner, Greenock. After the launches, a large company of ladies and gentlemen, including Provost Grieve, Greenock, vice chairman of the company; Provost Breingan, Helensburgh; Rev. F. L. Robertson; Bailie Fleming, together with many of the directors and shareholders of the company, sat down to a sumptuous dejeuner in the pattern shop of the works. Provost Grieve occupied the chair, Mr. Robert Duncan doing the duties of croupier. The loyal toasts having been duly honoured, the Chairman gave “Prosperity to the firm of Messrs. Robert Duncan & Company,” Mr. Robert Duncan returned thanks, and concluded by proposing “Success to the Greenock and Helensburgh Steamboat Company,” which was drunk with great applause. Provost Grieve, in the absence of Sir James Colquhoun, Bart. of Luss, chairman of the company, returned thanks. Provost Breingan gave the toast, “The Provost, Magistrates, and Town Council of Greenock,” Provost Grieve replying. Councillor Brynner proposed the health of the engineers, Messrs. Rankin & Blackmore, Greenock, to which Mr. Blackmore returned thanks. Several other toasts followed. The Ardencaple and Roseneath will be engined by Messrs. Rankin & Blackmore, engineers, Greenock. Two other boats of similar construction are being built for this company, the intention being to establish an hourly ferry traffic betwixt Greenock and Helensburgh. Remunerative success we hope will reward the promoters of the scheme. We may add, in conclusion, that the steamers are of the following dimensions, viz:—length of keel and forerake 150 feet; breadth of beam, 16 feet; depth of hold, 6 feet 4 inches; tonnage, 275 12.94 tons, gross, B.O.M. Each has a saloon quarter-deck; the stern being elliptical. They are to be fitted with a pair of oscillating engines of 50 horsepower (nominal), with feathering paddle-wheels and all the latest improvements. The machinery is by the firm of Messrs. Rankin & Blackmore, of the Eagle Foundry, Greenock.”—Glasgow Herald, February 20, 1866

Ardencaple was the first of the steamers to receive her engines.

“New Helensburgh Steamer.—The new Greenock and Helensburgh Co.’s steamer Ardencaple, which has been receiving her engines from Messrs Rankin &: Blackmore’s Foundry, got up steam yesterday and took a turn up to Gareloch. She acquitted herself exceedingly well, and gave great satisfaction for her temporary trial. She thereafter proceeded up to Port-Glasgow to get finished. The Ardencaple is to take the station on the 15th of next month.”—Greenock Advertiser, March 13, 1866

Greenock Advertiser, March 13, 1866

At the end of March, Ardencaple was ready for trials. The new company retained the green hulls of the Henderson & M‘Kellar steamers, and with their white funnels and raised quarter-deck giving a pleasant, well-ventilated aft saloon for the cabin-passengers, the steamers were attractive and well-suited to the route. There was a concern that the small size and relatively under-powered propulsion might prove to be a drawback, but in the end this does not seem to have been a major issue.

Ardencaple (Alasdair Macfarlane, Evening Citizen)

“Trial trip of the Ardencaple.—This fine river steamer was out on her trial trip yesterday, and proved herself to be very remarkably steady. She ran the lights, against a strong head wind, at the rate of 16¼ statute per hour, and it is confidently expected her speed will average 17 miles per hour. Her model is excellent, and from her peculiar construction her large saloon is light and well ventilated. The after deck is protected by handsome rail and rope netting; the seats on the main deck are placed in the centre and not at the sides, as is the case in some instances, and her height above water and the buoancy of the craft make the long range of cabin windows perfectly secure in any weather.

“She was built by Messrs Robert Duncan & Co. of Port-Glasgow and engined by Messrs Rankin & Blackmore, Eagle Foundry, Greenock. We could go more minutely into the description of this vessel were it not that her model and capabilities were spoke to at the dinner by Mr James Thomson of Lymburn, Gareloch, of the eminent firm of Messrs G. & J. Thomson, shipbuilders, Glasgow, Mr Boolds, Lloyds’ surveyor, and other gentlemen.

“After passing the Cumbraes the steamer proceeded round Bute, passing inside of Inchmarnock, and thence up the Kyles of Bute to Loch Ridden, where the engines were stopped, and a sumptuous dinner was served by Mr Mackay, Havelock Buildings. Edward Blackmore, Esq., occupied the chair in a very genial and able manner, and Provost Brenigan of Helensburgh, gave him efficient support as croupier. The toasts of the Queen, and the Prince of Wales and Royal Family were given from the chair in excellent style; the Army, Navy, and Volunteers was the next toast, when the Chairman spoke of the immense body of men in Britain who so readily volunteered to defend their country, and if they were called upon he felt certain that they would do their duty. He did not think any Fenians could be found in their number—(cheers)—and yet hoped the day was not far distant when Ireland would become loyal that the volunteer movement would be extended to that interesting island. He gave the toast with all the honours, coupled with the name of Captain Commandant Duff, of the 1st Renfrewshire Volunteer Artillery.

“Capt. Duff expressed his pleasure in responding to the toast, and stated that the new line of steamers would have a tendency very much to increase the efficiency of the branch of the volunteers with which he had been connected. The Dumbartonshire and Renfrewshire Artillery were associated, and those steamers would give facilities for the sections of the corps on each side of the water meeting together.

“Thomas Steven, Esq., proposed “Success to the Greenock and Helensburgh Steamboat Co., and in doing so said that in these days of proposed Reform he was sure that those who, like himself, had sailed in the Aquilla and other such craft on the Helensburgh station would give hearty welcome to the Ardencaple as a Reform in the right direction. There was a talk of redistribution of seats, whatever that might mean, but there was accommodation in this vessel at least twice more than had been afforded by any trading vessel on the Helensburgh station. The speed obtained on this trip was also remarkable, as the steamer had actually to sail round Bute and into Loch Striven to kill time. (Hear and laughter.) The speed was above 16, and would not by and by be under 17 miles an hour. This pioneer of the company was a thing of beauty and of life. (Hear.) There was no rolling even in a seaway. The engines had been admirably adapted to the ship, and the ship to the engines. The company had received ample value for their money; credit was also due to the purveyor, as there was nothing wrong in the ship or her company, there being no vacuum. (Laughter.) From the success of the boat he had no doubt the capital of the company could easily be doubled if required. (Great cheers)

“Provost Breingan returned thanks for Provost Grieve, vice-chairman of the company, who was unavoidably absent. He said that when this enterprise was started he had not much idea of making a great profit. They had been so accustomed to wretched accommodation that numbers of gentlemen on the Dumbartonshire side were resolved to have a change. He thought it was philanthropic to give the people Greenock outlet to their coast, where they could have pure and fresh air. He had invested a sum of money in the company, and he had a reasonable hope of a good dividend, but yet he did not enter into the concern with an idea of making money. He thought that the prosperity of the company would very much increase the value of property on the Helensburgh side, and he concluded by proposing success to the firm of Mr Robert Duncan & Co., shipbuilders, Port-Glasgow. In doing so, he said that the Ardencaple was an honour to the builders and the district, and that a nicer little steamer had never yet been seen the Clyde.

“Mr Duncan, in returning thanks, said they were but a young firm, and that they knew that they incurred a considerable responsibility when they had such a gentleman as Mr Thomson a director of the company. They (Messrs D. & Co.) took the boat, not so much for money as to get credit and he believed the engineers did the same. There was no such thing as getting speed without power, but errors had been committed by placing heavy engines into too slightly built craft, and he thought that the great success of this little vessel arose from the lines of speed and the power being nicely adjusted.

“Mr Gilmour gave the Provost, Magistrates and Town Council of Greenock, and alluded in a complimentary manner to the various measures now carried on by them.

“Bailie Fleming, in replying, said he would support the Provost in the measures he had brought forward for the purpose of raising the position of the inhabitants, and improving the health of the town. He had no doubt that the company would soon pay excellent dividends, and be also the means of drawing the people of Greenock and Helensburgh closer together. He concluded by proposing Messrs Rankin & Blackmore, coupled with the name of Mr Rankin, one of the foremost engineers on the Clyde. He had been afraid that a boat of 50 h.p. would go at a slow pace, but from what he had seen that he thought that the company might look forward to a dividend of 12½ or 15 per cent before long.

“Mr Rankin said he was glad of the result. The vessel was remarkable for nothing but the small horse-power. Most of the river steamers had from 37 to 40 h.p. more than the Ardencaple, and was equal to most of them in speed. Their firm had supplied the Dumbarton steamers, which now divided 33 and a third per cent, and that for a company of gentlemen who gave up owning steam vessels of a different class.

“Mr Brymner proposed, in excellent terms, The Clergy of Scotland, and Rev. P. Lockhart Robertson replied in a very felicitous manner.

“Mr Burges proposed Sir James Colquhoun, Bart., Lord Lieutenant of the County of Dumbarton. a Chairman of the Company, and in the course of his remarks said Sir James had at heart the interests of Helensburgh, and on that account had a deep interest in this Company.

“Mr James Thomson, one of the director the company, proposed the Provost, Magistrates and Town Council of Helensburgh, and said both builders and engineers of the Ardencaple had made a happy hit, and if an engine was placed in an unsuitable model, the effects would be far different from what they had that day witnessed. He was perfectly satisfied with the Ardencaple.

“Provost Breingan, in reply, spoke of the great increase of Helensburgh since the introduction of the railway, and said that he looked forward to this company for tendency in the same direction.

“Mr Duncan, shipbuilder, proposed the health of Mr Boolds, Lloyd’s surveyor, who, in his reply pronounced a high eulogium on the Clyde builders.

“The Greenock party landed about 8 o’clock, when the steamer left for Helensburgh and Gareloch.

“Among the gentlemen present we observed Provost Breingan and Bailie Anderson, Helensburgh; Provost Burges, Esq. of Carron Bank; James Thomson, Esq. of Lymburn; John Gilmour, Esq. of Mount Vernon, Row; John Thomas, Esq. Glennan; Dr Findlay John Marjoribanks, Esq., Port Kill, Roseneath; Thomas Steven, of Ardlui; John Stewart of Thistle Bank; William Drysdale, Esq., Helensburgh; Colin Campbell, Esq. of Mambeg; Thomas Whyte, Esq., Glasgow; the builders engineers; Rev. F. Lockhart Robertson, Glasgow; Mr. Fleming, Allan Swan, Esq., A. Ferguson, Esq., Capt. John Millar, William Turner, Esq., Mr. Duff, Esq., John Browne, Esq., Benjamin Noble, Esq., J, H. Boolds, Esq., John M‘Gregor, Esq., Port-Glasgow, &c.

“The list of toasts had not been got through when the vessel left Greenock, the company having, adjourned from the table to enjoy the fine weather with the understanding that the programme would be continued before the cruise was ended. Among the remaining toasts were—’The Agricultural Interests of the District, ably proposed by Bailie Anderson, Helensburgh, and replied to in excellent terms by Mr Marjoribanks; “The Residents in those points of the coast where the vessels are to sail;” “The Press,” &c.

“When the vessel left Greenock quay for Helensburgh she was heartily cheered.

“The Glasgow Citizen of yesterday says:—we congratulate the people of Greenock and Helensburgh on the new era in steamboat accommodation, as also the shareholders on the certain prospect of a good return from their spirited enterprise. The steamers have been built on economical principles, and yet with a plentiful accommodation for the passengers. They are indeed models of what steamers should be, destined for the recreation of passengers visiting the lovely scenery of this part of the Firth of Clyde.”—Greenock Advertiser, March 29, 1866

The Levan was launched in the third week of March, and a month later, Ardgowan went down the ways.

“Launch.—There was launched on Tuesday from the building yard of Messrs Kirkpatrick, M‘Intyre Co., Port-Glasgow, a saloon river steamer, built for the Greenock and Helensburgh Steamboat Company (Limited), for the ferry traffic between Greenock and Helensburgh. This vessel is the third launched for the same company, and her dimensions are 150 feet x 16 feet x 6 feet 4 inches, and she measures 191 tons B.M. She is to be engined by Messrs Rankin & Blackmore, Eagle Foundry, Greenock. She was gracefully named Levan by Miss Isabella M‘Intyre. The company have another vessel of the same dimensions nearly ready for launching at Messrs Lawrence Hill & Co.’s, to be called the Ardgowan.”—Greenock Advertiser, March 22, 1866

“The fourth of the new saloon steamers for the Greenock & Helensburgh Company was launched, on Saturday, by Messrs. Laurence Hill & Co., and was named “Ardgowan” by Miss K Hill. The machinery being all ready, the vessel will soon be on her station.”—Glasgow Evening Citizen, April 17, 1866

“Lawrence Hill & Co. launched on Saturday the fourth of the Greenock and Helensburgh steamers. She was named the Ardgowan, and was in all respects the same as the other three steamers.”—Greenock Telegraph, April 18, 1866

Ardencaple made a public sailing on the Glasgow spring holiday.

“Glasgow Fast.—Thursday was exceedingly fine day, and many persons embraced the opportunity afforded by the Fast of enjoying pleasant sail down the river, or trip into the country. Twenty-two steamers started from the Broomielaw, each carrying an average of 400 passengers. The new steamer Ardencaple was out and carried 600 passengers with great comfort and speed. No fewer than 12,699 persons started from the Bridge Street Station, of whom 4,942 came to Greenock, to Wemyss Bay, 2,782 to Ayrshire, and 4,309 to Paisley. 3600 passengers left by the main line of the Caledonian, and 7500 by the Barrhead and Hamilton branches; The traffic on the North British line between Glasgow and Edinburgh was also large—the passengers who travelled during Wednesday and Thursday numbering 10,400. Little short of 40,000 persons left the city by these public conveyances, a larger number than usual. The streets of this town were all day much crowded, the people generally behaving admirably, though many of them did take to drinking drams much too early in the day. There was a great crowd at the Railway Station in the evening of those who wished to make a full day of the occasion, and of some who by that time were indifferent to the mode of getting home, but Mr Gilchrist managed to get them all pleasantly away soon after 10 o’clock.”—Greenock Advertiser, April 7 1866

After her outing on the Fast day, Ardencaple joined Nelson on the regular Gareloch service on Monday, April 16, taking up the sailings to and from Glasgow.

Greenock Telegraph, May 4, 1866

“Steamer Levan.—On Thursday this neat and finely modelled steamer, the third of the vessels built for the Greenock and Helensburgh Co. (limited), and like her sister steamers intended for the passenger traffic of the river, went on a pleasure excursion, having on board the directors and a number of friends. After a good day’s sailing, the Levan returned in the afternoon, her speed and sailing qualities giving great satisfaction to all concerned. The Levan was built by Messrs Kirkpatrick, M‘Intyre & Co., Port-Glasgow, and engined by Messrs Rankin & Blackmore. She will be put on her station at once, and will shortly be followed by the Ardgowan. This new and enterprising company will thus have at their disposal five excellent steamers for the passenger traffic on the river.”—Greenock Advertiser, May 12, 1866

The new company introduced regular Saturday excursions from Greenock at a very cheap rate. These proved very popular with some time ashore and visited a variety of destinations. A bonus was the inclusion of the pier dues in the fare.

“Saturday afternoon excursions.—The two excursions to Arrochar and Garelochhead on Saturday afternoon by two of the fine saloon steamers of the Greenock and Helensburgh Steamboat Company, though not so crowded as on preceding Saturdays, owing, doubtless to the lock-out, were still largely patronized. The Vivid took on a numerous party to Kilmun.”—Greenock Telegraph, May 5, 1866.

Greenock Telegraph, May 4, 1866

“The half-holiday excursions to-morrow.—We beg to call attention to advertisement of the Greenock and Helensburgh fine saloon steamers, announcing the routes for to-morrow afternoon. It will be seen that the company have arranged to pay a sum for Arrochar pier for the trip, so that passengers will allowed pass up and down the pier there without any extra charge, saving time and trouble. The scenery at the head of Loch Long is unquestionably the most picturesque in Scotland, and it will remembered that when the Queen first visited the Clyde—nineteen years ago—the Royal yacht, having on board Her Majesty, in coming up the Firth, passed direct into, and proceeded to the extreme top Lochlong, the object being to afford the Queen an opportunity of seeing the far famed Cobler, which, it is well known, attracts thousands of tourists every year from all parts of the world. The short road too, between Arrochar and Lochlomond, for sylvan beauty and grandeur, surpasses anything of the kind in the country. And all these varied attractions are, by the trip to-morrow afternoon, placed within the reach of the working-classes of Greenock at a merely nominal cost”— Greenock Telegraph, May 11, 1866

“Saturday afternoon excursions.—All the steamers which conveyed excursionists on Saturday afternoon were well patronized, the two steamers of the Greenock and Helensburgh Company being quite filled. The Arrochar trip was the favourite one, the number of persons on board being about 400; and to secure the comfort of the passengers the gangways were ordered ashore while yet large numbers were pressing on board. The weather was fine and the long sail and beautiful scenery were greatly enjoyed. The success which has attended these trips will no doubt induce this company to place another of their steamers at the disposal of the public the Saturday afternoons; and should they do they may expect like success. We understand that the Roseneath is to make her trip Saturday afternoon next to Lochgoilhead.”— Greenock Telegraph, May 14, 1866

“Pleasure Excursions.—We beg to draw attention to the afternoon excursions to-day by the steamers Levan, Rosneath, Vivid, and Rothesay Castle, to various watering places.”—Greenock Advertiser, May 19, 1866

Greenock Advertiser, May 19, 1866

Greenock Advertiser, May 19, 1866

“The Half-Holiday Excursions this Afternoon.—Arrochar is to revisited this afternoon by the fine saloon steamer Roseneath, in half-holiday excursion, and the passengers will have an opportunity of getting a peep at Loch Lomond, Ben Lomond, Ben Arthur, or “The Cobbler,” and the many objects of attraction and interest along this, the most picturesque district in Scotland. There is also the trip to Garelochhead, so that excursionists may choose which the routes to take.”— Greenock Telegraph, June 2, 1866

With five steamers available, the company sought new business. Nelson maintained the Helensburgh ferry. Ardencaple and Roseneath provided three runs a day between Glasgow and Garelochhead, later reduced to two, when either Levan or Ardgowan provided a Glasgow connection, sailing to Rothesay. It is likely that from the start, much of the passenger revenue involved the rail connections at either Helensburgh or Greenock. Nevertheless, the Glasgow sailings were important as goods and produce were much cheaper on the all-the-way sailings at avoided the trans-shipment involved in the rail-steamboat connection.

“Additional steamer to Rothesay.—As will be seen from our advertising columns, the new saloon steamer Levan, one of the Greenock and Helensburgh Steamboat Co’s vessels, will today be put on the Rothesay station. She takes an hour at present unoccupied, leaving Glasgow at 9 a.m., and Rothesay at 12.50 p.m. She can also take passengers from Glasgow in connection with the 11 a.m. steamer from Greenock to Helensburgh, and these can return with the 1.30 p.m. steamer from Helensburgh, which overtakes the Levan at Greenock at 2 p.m.”— Greenock Telegraph, June 1, 1866

Greenock Telegraph, June 1, 1866

Greenock Advertiser, June 9, 1866

Greenock Advertiser, June 9, 1866

The spare steamer captured some of the excursion trade.

“Baker’s excursion.—We observe that the bakers in town intend to have their annual excursion this year to Ardrishaig. On Saturday first they will start about 7 o’clock in the morning, in the smart and comfortable steamer Levan. The excursionists will have several hours to view the splendid scenery of Lochfine.”— Greenock Telegraph, July 3, 1866

Greenock Advertiser, July 3, 1866

Levan at Largs Regatta (Hamptons)

There were setbacks in the normal run of events.

“Steamboat Accident.—The steamer Ardencaple, which went on the dyke at White-inch upon Monday, was got off on the same evening, and has put been on Messrs Barclay Curle’s slip for repair. Her fore compartment was somewhat injured below. She will be on her station this week.”—Greenock Advertiser, May 24, 1866

“Accidents.—Yesterday, Andrew Gray, grocer’s assistant here, fell through the stoke-hole of the steamer Ardencaple while she was lying at Helensburgh Quay, and received such severe shock, and such injury to his legs, that he was taken home in a cab on her arrival at Greenock. It is said that he was standing on the grating of the stoke-hole, and that it gave way.”—Greenock Advertiser, June 30, 1866

Greenock Advertiser, July 3, 1866

Greenock Advertiser, July 14, 1866

In September, there was a change in management. The cause is not readily apparent but Mr Brymner resigned and was replace by Mr Paton who had managed the Henderson & M‘Kellar steamers and presumably knew how to please the Helensburgh and Gareloch faction.

“Greenock and Helensburgh Steamboat Company.—We understand that Mr Paton, late manager of the Messrs Henderson’s steamers at Glasgow, has been appointed manager of the Greenock and Helensburgh Steamboat Company (Limited), in room of Mr Brymner, one of the directors of the company, who has resigned the management.”—Greenock Advertiser, September 6, 1866

Mr Brymner remained a director but he clearly had wider ambitions and within the month had placed an order for a new steamer of his own.

“Steamboat Contract.—We understand that Messrs Robert Duncan & Co., shipbuilders, Port-Glasgow, have received an order from Graham Brymner, Esq., to build a river steamer on the same model as the steamer Ardencaple, but 26 feet longer, with a corresponding increase of beam and depth of hold.”—Greenock Advertiser, September 27, 1866

James Williamson remarks that the company was plagued by indiscipline among the crews. One might expect that this would be reflected in the letters to the editor columns of the newspapers but surprisingly, there is little to be found, though, as will become apparent, the steamers were involved in a great many accidents. The Company provided advertising revenue and so perhaps criticism was suppressed. There were issues with time-keeping and these were blamed on the crowded accommodation at the steamboat quay.

“Letters to the editor.—[We wish it to be distinctly understood that we are not responsible for the opinions expressed by correspondents under the above heading.]—Greenock, Helensburgh, and Garelochhead steamboats.—Sir,—On no evening does the boat advertised to sail from Greenock to Helensburgh and Garelochhead at 7 o’clock start at that hour, her hour being any time between 7.20 and 8 o’clock, and never sooner. Last Tuesday evening it was exactly 7.55 when she left the quay at Greenock, arriving in good time to be too late to catch the train, for Dumbarton, putting passengers thereby to great inconvenience staying in Helensburgh all night, besides being under the disagreeable necessity of keeping sentry on Greenock Quay for an hour.

“I would suggest to the Company that, if it be not possible—I believe it is not—to start the boat at the hour advertised, to alter it, so that the advertisement may state the hour the boat sails at, instead of the hour she does not, as at present.

“I may also suggest that, as the Company have increased the fares considerably, they should a make corresponding increase on the thickness the tickets issued by them, as they are so very thin as to be almost impalpable in the pocket, and consequently easily lost; but, of course, such misfortune would be too much to expect the Company to sympathise with.

“In conclusion, darkness does not improve the general appearance of the cabins of these boats; I therefore think that by having light in them after dark it might,” A Frequent Traveler, Helensburgh, 11th Oct., 1866. [We are informed the cause of the steamer being late last Tuesday was the difficulty of getting her berthed at the Steamboat Quay here, in consequence of the number of Channel steamers that were then lying at the quay. Half-an-hour was taken up in getting into berth. As to the cabins not being lighted, we understand the orders of the manager are that they should be lighted.]”— Greenock Telegraph, October 12, 1866

Glasgow Herald, October 9, 1866

In the new year, Mr Brymner’s new steamer, Elaine, was launched in April, 1867. She was placed on the Largs and Millport station from Glasgow.

“Launch of a River Steamer.—On Saturday, Messrs Robert Duncan Co. launched from their building-yard at Port-Glasgow a handsome saloon steamer which was named Elaine, by Miss Warren, Glasgow. The Elaine’s dimensions are as follows:—Length of keel and fore-rake, 175 feet; breadth of beam, 17 feet; depth of hold, 6 feet, 7 inches. She is the property of Graham Brymner, Esq., and will be propelled by engines of 100 horse-power, supplied by Messrs Rankine & Blackmore, Greenock.”—Greenock Advertiser, April 9 1867

Glasgow Herald, May 2, 1867

Greenock Advertiser, July 4, 1867

Greenock Advertiser, July 4, 1867

Levan and another of the quartet with Mary Jane at Rothesay (Annan)

Glasgow Herald, July 4, 1867

Glasgow Herald, July 4, 1867

Greenock Telegraph, July 6, 1867

In August, there was a serious collision involving Levan at Dunoon when she was on the Rothesay station.

“Steamboat Accidents.—Yesterday afternoon, about three o’clock, while the Rothesay steamer Eagle on her downward, and the Helensburgh Steamboat Co.’s steamer Levan on her upward trip, were arrived at Dunoon Pier, by some means they came into collision. The result was, the Levan had her bow smashed and torn, while the Eagle got a large portion of her forward bulwarks stripped off. The passengers by both steamers were much alarmed. No serious damage having been done to either steamer, they shortly afterwards proceeded on their passages.”—Greenock Advertiser, August 6, 1867

“Steamboat collision near Dunoon pier.—Yesterday afternoon, of a somewhat alarming character took place near Dunoon pier, betwixt the river passenger steamers Eagle and Levan, whereby both vessels received considerable damage, although, fortunately, as far as we can learn, no injury to any of the passengers or crews was inflicted. The details, so far as we have been able to gather, are as follow:—Eagle was proceeding to Rothesay on the afternoon down run, and while approaching Dunoon pier, the steamer Levan, belonging to the Greenock and Helensburgh Steamboat Company, was observed approaching the same pier on the up trip from Rothesay. Before the vessels were stopped a collision ensued, the Levan striking the Eagle on the port side near the foremast, and subsequently stripping about 20 ft. of her bulwarks. Part of her rigging was also carried away, but fortunately the mast remained unbroken. The bow of the Levan was stove in, and other damage of a serious character inflicted. The alarm among the passengers on board both steamers is described as having been very great. Most of the passengers left the Levan, believing she would sink. Both vessels, however, after having had their injuries partially concealed by being covered with tarpaulin, proceeded on their respective trips.”—Glasgow Herald, August 6, 1867

It took the newspapers some time to ascertain that there were injuries involved.

“Steamboat collision at Dunoon.—Yesterday afternoon, one of those mishaps which, fortunately, are of comparatively rare occurrence on the Clyde, took place at Dunoon in the shape of a collision between the Rothesay steamers Eagle and Levan. The Eagle was her voyage down, and the Levan on her voyage up, when they met at Dunoon Pier. From the information we have gleaned, we learn that the Eagle actually approached the pier, and had her line thrown ashore, when the Levan walked into her port bows, cutting her stanchions and bulwarks to the deck, to the extent of fully fifteen feet in length, and faring herself, as she was the weaker vessel, considerably worse. The damage done to either vessel, however, is as nothing. A few pounds—twenty, thirty, or fifty—will repair both. The Eagle, already all right, sailed from the Broomielaw at her usual hour of 11:30 this forenoon, with an unusually large number of trusting passengers; and Levan, which was more severely damaged, is under repair on Barclay, Curie, & Co.’s slip, and will, without material delay, be again forthwith on her station. Most unfortunately, however, the injury done does not with that which is so easily repaired. Four steerage passengers on board the Eagle—three women and a boy, all belonging to Glasgow, have been hurt—two of the women are luckily only slightly bruised; but one of them has sustained, we understand, the fracture of a rib, while the poor boy, who was a cripple using crutches, suffers, although, we believe, not seriously, from contusion in back. On the steamer reaching Rothesay, they were all immediately placed in the care of Dr. Maddeur, and their friends may rely on everything being done for them which distinguished skill, experience, and humane attention can accomplish. As to which steamer was in the wrong, it is not, perhaps, for us to say, pending, doubtless, a judicial inquiry. But our apprehension is that the Eagle, which is stated to have been first at the pier, is likely to have the best of the dispute. We understand that the invariable rule on the river is for vessels meeting, whether at a pier or elsewhere is to port their helms, and when that is done, a collision is rendered impossible. The Eagle appears to have obeyed this regulation, and had therefore the prior right to the pier; the Levan starboarded her helm, and hence the unfortunate collision.”—Evening Citizen, August 6, 1867

The authorities looked on the incident with seriousness and unusually the sentence involved prison for both masters.

“Dunoon.—The late Steamboat Collision.—About the beginning of August a collision of somewhat serious character, which was detailed in the Telegraph, took place at Dunoon Pier betwixt the river steamers Eagle and Levan, both vessels receiving considerable damage, and several persons being injured in consequence. The Procurator-Fiscal at Inveraray ordered an investigation to be made into the circumstances, which has resulted in Ronald M‘ Taggart, master of the Eagle, being apprehended, and charged with culpably and recklessly sailing the steam vessel under his charge, to the injury the passengers. This week Captain M‘Taggart was examined before the authorities at Inveraray, and liberated on bail.”—Greenock Telegraph, September 14, 1867

“Inveraray Circuit Court—Conviction of two steamboat masters.—A collision occurred Dunoon Pier the end of last summer, between the steamer Eagle, commanded by Captain M‘Taggart, and the steamer Levan, one of the Greenock and Helensburgh Steamboat Company’s vessels, commanded by Captain John M‘Lachlan. The one was bound from Glasgow for Rothesay, and the other from Rothesay for Glasgow, and they met off Dunoon Pier. Each thought he had a right to take the pier first. The result was neither would give way, hence the collision, and serious injury to several passengers. The captains were tried on Thursday before Lord Deas. Evidence having been led, the Judge summed up, and the jury, after an absence of three quarters of hour, returned a verdict against both of culpable neglect of duty libelled, but recommended them to the leniency of the court, especially M‘Lachlan. Lord Deas, in a speech of some length, regarding the responsibility of the duties of steamboat masters, sentenced each one month’s imprisonment, the lowest sentence he could give, remarking that it would serve as a warning steamboat masters as well as a more severe punishment, and serve all the ends of the prosecution. Mr Watson, advocate, appeared for Captain M‘Taggart, and Mr M‘Lean for Captain M‘Lachlan of the Levan.”—Greenock Advertiser, April 18, 1868

In November 1867, Graham Brymner had ordered a second new steamer for the Largs and Millport station.

“New river steamers.— Captain Williamson of the Sultan is getting a new steamer built by Messrs Robertson & Co., Greenock. Mr. Brymner and others, Greenock, owners of the Elaine, are getting a new steamer by Messrs. Robert Duncan & Co.. Port-Glasgow.”—Glasgow Evening Citizen, November 1, 1867

The new vessel, Lancelot, was launched in March. She was a larger, more powerful, and improved version of Elaine.

“Launch.—To-day, at 2 o’clock, Messrs R. Duncan & Co., shipbuilders, Port-Glasgow, launched from their yard a very pretty river passenger steamer, named Lancelot, for Graham Brymner, Esq., Greenock. Her dimensions are length, 190 feet; beam, 18 feet; and depth, 6 feet 10 inches. Her engines, which are oscillating, are of 90 horsepower, and will be put on board by Messrs Rankin & Blackmore, Greenock. The Lancelot, which is sister steamer to the Elaine, will be commanded by Captain Young, and is intended for the Millport and Largs station.”—Greenock Telegraph, March 13, 1868

“There was yesterday launched from the shipbuilding yard of Messrs Robert Duncan & Co., Port-Glasgow, a finely-modelled river passenger steamer for the owners of the Glasgow and Largs steamer Elaine. The vessel, on leaving the ways, was named “Lancelot” by Miss Bessie H. Swan, daughter of Mr Allen: Swan, Greenock. The following are her dimensions:—Length of keel and fore rake, 190 feet; breadth, 18 feet- depth, 7 feet. She will be propelled by a pair of Messrs Rankine & Blackmore’s patent oscillating engines of 100 horse-power, fitted with feathering floats, and all the recent improvements. The Lancelot, on being completed, will be put on the Largs and Millport station as a consort to the Elaine, under the command of Captain Robert Young.”—Glasgow Herald, March 13, 1868

Lancelot had her trials at the end of April and took up her station the following week.

“Trial Trip. —On Tuesday the new Lancelot, recently built by Messrs Robert Duncan & Co., went down the Firth on her trial trip, having on board a large party. In spite of a very heavy sea and a strong gale from SW, the Lancelot ran the lights in 50 minutes 40 seconds a most satisfactory rate of speed. Dinner was served up, on the return—Mr Duncan, the builder, in the chair—when the usual toasts were given and responded to. The Lancelot has been fitted up with a pair of Rankin & Blackmore’s patent double piston-rod oscillating engines of 75 horse-power, the diameter of each cylinder being 32½ inches, with 4 feet stroke of piston. This, however, gives but a faint idea of the power of these engines, as they indicated during the trial trip 620 horse-power. Being fitted with expansion valves to save fuel, the engines will be wrought with great economy. The Lancelot, as well as her consort the Elaine, is the property of Messrs Brymner, of Greenock, and will ply to Largs and Millport—the Lancelot, during three months of the summer, probably going far as Arran, for which trade she is eminently fitted, from her great speed and sea-going qualities. The engines were manufactured by Messrs Rankin & Blackmore, at the Eagle foundry, Greenock.”—Greenock Advertiser, April 30, 1868

“The New Steamer Lancelot.— This handsome new river steamer came out yesterday the Glasgow, Greenock and Largs station, under command of Captain Young. She made the run from Greenock to Largs yesterday in one hour and two minutes, a remarkably fast passage.”—Greenock Advertiser, May 5 1868

While the fortunes of Mr Brymner were in the ascendancy, those of the Greenock and Helensburgh Company took a turn for the worse. It would appear that revenues were not keeping up with the costs of the service, and the Company began to sell off some of their vessels. The Nelson was the first to go, to Mr Seath of Rutherglen who used her on the Rothesay station in the season.

“Steamboat Purchases. —The river steamer Nelson, which belonged the Greenock and Helensburgh Steamboat Company, has been purchased by Mr Seath, Rutherglen, the price paid being stated at £500. After receiving an overhaul the Nelson will be placed on the river passenger traffic. The saloon paddle steamer Meg Merrilies, which plied between Helensburgh and Ardrishaig, in connection with the North British Railway, on Thursday passed down the river on an official trip before being handed over to her new owners. Her destination is understood to be the French coast trade.”—Greenock Advertiser, April 18, 1868

The working model for the remaining steamers also changed, with a focus on the north bank and connections with the North British Railway at Helensburgh. The railway’s initial attempts at steamboat owning with Dandie Dinmont and Meg Merrilies, sailing to Rothesay and Ardrishaig, had been a failure and running the Greenock and Helensburgh steamers in connection with the railway must have made sense. The railway terminus is quite distant from the pier at Helensburgh, by no means an ideal situation, but not significantly worse that the facilities with the Caledonian at Greenock.

“Additional Steamboat Communication to the Coast.—The Greenock and Helensburgh Steamboat Company have resolved to run steamers from Helensburgh to Kilcreggan, Dunoon, &c., in connection with the North British Railway. The arrangement comes into operation in few days.”—Greenock Telegraph, May 21, 1868

Glasgow Herald, May 30, 1868

Glasgow Herald, May 30, 1868

The Greenock and Helensburgh Company continued with the Greenock and Gareloch service, and advertised cut-price season tickets. The popular Saturday afternoon excursions also continued.

Glasgow Herald, May 30, 1868

Glasgow Herald, May 30, 1868

Glasgow Herald, May 30, 1868

Glasgow Herald, May 30, 1868

By July, it is notable that the timing of the Ardgowan’s sailings in connection with the North British continued with the description “about” rather than “at” for the appointed hours.

Glasgow Herald, June 24, 1868

About this time, Ardencaple was also chartered by a Mr James Russell who owned a brazier and tin-smith business in Glasgow. He had her running to Lochgoilhead that season and attempted to purchase the steamer but the sale fell through and Ardencaple was sold at the beginning of 1869 to Captain John Campbell. While sailing for Russell, she had a collision with the new Marquis of Bute at Gourock.

“Gourock. Steamboat Collision.—Yesterday afternoon a collision took place at the quay here between the steamers Marquis of Bute and Ardencaple, in which the latter had her port paddle-wing, wing-house, and part of the paddle-box and wheel carried away. The Ardencaple, Captain M‘lntyre, was across from Kilcreggan, and the Marquis of Bute, Captain M‘Lean, was coming down from Greenock. The steamers were both making the quay about the same time. The Ardencaple, however, made the quay first, and before the Marquis of Bute was able to stop and reverse her engines a collision took place. The Marquis was able to proceed on her trip to Rothesay. The Ardencaple was so much disabled from the damage to her wheel that she had to lie at the quay till the Athole came up, which steamer took off her passengers and cargo, and took them to their destination. She was towed up to Greenock in the evening.”—Greenock Telegraph, September 10, 1868

The subsequent court case came a few weeks later.

“Steamboat collision at Gourock.—Charge of reckless conduct.—Yesterday, at the Clyde Police Court, before Bailie Wilson, Alexander M‘Lean, master of the steamer Marquis of Bute, was charged with culpable and reckless conduct in managing his vessel on 9th September at Gourock quay, in consequence of which he came into violent collision with the steamer Ardencaple, tearing up her port wing, and occasioning other damage.

“When the case was called, Mr Faulds. who appeared for the defendant, submitted that, with a view to the proper investigation of the matter, the captain of the Ardencaple should also be placed at the bar. Captain M‘Farlane, however, said that after due inquiry he had seen no reason fair taking that course. Evidence was then led at considerable length in support of the charge.

“Archibald M‘Intyre, captain of the Ardencaple said—On the afternoon of 9th September I arrived at Gourock about a quarter-past three. It would be about three-quarters tide, and there was no wind blowing. When nearing the quay I saw the Marquis of Bute approaching. I thought he was going to take the end of the quay, according to the rules of Gourock harbour, till I saw him porting his helm. I saw his paddles stopped, and then they went ahead again. My passengers got alarmed, and rushed to get ashore. I saw Captain M‘Lean waving to me to back away from the quay. I did back, but had only taken half a turn when the Marquis ran into my paddle-box—bending the beam in amongst the floats, so that I could not back any more.

“To Mr Faulds—The captain of the Marquis of Bute did not sound his whistle till my bow was 10 feet past the north-west corner of the quay. The Marquis was then out in the bay making a curve to come in. I saw Captain M‘Lean waving, but by that time I had 90 feet of the pier.

“James Paterson, steamboat agent, Gourock, proved the rules in force at Gourock harbour. One of these rules is to the effect that when more than one steam vessel is approaching the pier at nearly the same time the first that arrives should berth at the front, the second at the south-east end, and the third out-side of the first. Witness continued—On 9th September the Ardencaple was at the Pier and I had put her west line on myself when the Marquis was about half her own length from the pier. I had previously waved first to the one boat and then to the other to stop back. After having made fast the west line of the Ardencaple, I waved to the Marquis to keep back. I thought the Marquis was going to come alongside of the Ardencaple. That would have been a breach of the regulations, but it is often done. It would have been an easy matter for the Marquis to take the south-east end of the pier. The Ardencaple was helpless and fast at the quay when the Marquis tore away her port wing, carried away her water closet, and damaged the paddle.

“To Mr Faulds—When I waved to the boats they might be about 40 yards from the pier. The Ardencaple approached the pier in the proper way. When she was struck her paddle wing was about 25 feet along the pier.

“The steward of the Ardencaple said that when that vessel took the pier the Marquis would be from 50 to 60 yards off.

“William Lee, porter on Gourock pier—When the collision took place the Ardencaple was lying close alongside the pier. The fore heaving line was in my hand at the time, and the bows of the Ardencaple would be half way along the pier.

“To Mr Faulds—When I first saw the vessels I thought the Ardencaple was a good piece nearer than the other. The Ardencaple was standing stone-still when she was struck.

“John Aitken, sergeant of police, Gourock—From the first view I got of the Marquis I thought she was making for the end of the quay. I was satisfied that the Ardencaple would be first in. The Marquis changed her course as if to take the front of the quay. When the collision took place the Ardencaple was alongside.

“Robert Andrew, police constable, said the Ardencaple had rather more than half the quay when the Marquis was about the end.

“Wm. H. Bailey, passenger on board the Ardencaple, said that vessel was alongside the pier when struck. The Marquis was a boat’s length from the Ardencaple when the latter had the pier. When the collision took place the Ardencaple was motionless.

“Several other witnesses gave evidence of similar purport. Evidence was then called for the defence.

“A. H. M‘Lean, passenger by the Marquis of Bute, said—I have travelled pretty often with Captain M‘Lean, and have observed that he is very cautious in taking quays. On 9th September he steered the usual course as if for the front of Gourock Pier. I saw the Ardencaple approaching, and thought we were nearest. When both boats were approaching the pier I heard our whistle blown, and saw Captian M‘Lean waving to the Ardencaple to keep off. The Ardencaple went in stem on, and the Marquis ran alongside. Three or four times I heard Captain M‘Lean calling out to reverse the engines before the Ardencaple took the quay. The last I saw of the Ardencaple’s paddles they were moving forward If she had backed one or two feet the collision might have been avoided. I have no doubt the captain of the Ardencaple was to blame for the collision.

“George Anderson—I have travelled much with Captain M‘Lean. He is a very cautious man. On 9th September I was on board the Marquis. The Ardencaple came stem on to the pier, and the Marquis alongside. While both vessels were approaching the pier Captain M‘Lean sounded his whistle, I think the Marquis had most of the pier. The engines of the Marquis were backed, but the Ardencaple did not back. The Ardencaple was still in motion when the collision took place, and no ropes out. One turn back of the Ardencaple would have obviated the collision, and the captain had ample time to do it, and was signalled to do it.

“John Bunting was on board of the Marquis when the collision occurred. The Marquis was making a bend to go alongside, but the Ardencaple went stem on as if she would cut the pier in two. Captain M‘Lean shouted out to back. The Ardencaple did not stop or back, and she was still moving at the time of the collision. Had the Ardencaple backed when the Marqus did, there would have been no collision.

“John R. Jack thought the Marquis had about 110 feet of the pier, and the Ardencaple about 10 feet. When struck, the Ardencaple was still in motion, and was crossing the Marquis’ bows. The Ardencaple did not back.

“Robt. Gray, jun., said the Ardencaple went in stem on, and when the collision occurred was in motion, her bows being in and her stern off. She had only 10 ft. of the pier, and the Marquis the rest. If the captain of the Ardencaple had taken the steps Capt. M‘Lean took the collision would have been avoided.

“John Stuart Macdonald was at Captain M‘Lean’s back when the collision occurred. The Marquis was coming along the pier with a sweep, and had more than half the pier when the Ardencaple came across her bows and went inside of her.

“Several other witnesses were in attendance to give evidence for Capt. M‘Lean; but at this stage Bailie Wilson, after brief consultation with the Assessor intimated that the Bench did not consider it necessary the case should go further. The charge was found not proven.”—Glasgow Herald, September 24, 1868

Mr Brymner added a third vessel to his Largs, Millport, and Arran steamers at the beginning of 1869 with the launch of the Guinevere.

“Launches.—There was yesterday launched from the shipbuilding yard of Messrs Robert Duncan & Co., a finely-modelled river steamer of the following dimensions:—Length of keel and forerake, 200 feet; breadth, 19 feet; depth, 7½ feet. The steamer, on leaving the ways, was gracefully named “Guinevere,” by Miss Eliza Adam, Holly Bank, Greenock, and was immediately towed to Greenock, to be fitted with pair of Rankin’s patent double piston rod oscillating engines of 120 h.p., with 36 inch cylinders, and 4 feet 6 inches stroke, which have been manufactured by Messrs Rankin & Blackmore, at the Eagle Foundry, Greenock. The Guinevere, which has a half saloon similar to other steamers belonging to her owners, is the property of the Firth of Clyde Steam Packet Company, is intended to sail between Glasgow and Arran, via Wemyss Bay, Largs and Millport, and will be consort to the Elaine and Lancelot. She is expected on the station upon the 15th May.”—Greenock Telegraph, April 15, 1869

Also, in April of 1869, matters came to a head for the Greenock and Helensburgh Company and the company went out of business. The steamers were sold and the new owners were likely the Greenock faction of the original company; at any rate, Graham Brymner was involved and appears to have assumed management once again. Gareloch services would, however, continue.

“Greenock and Helensburgh Steamboat Company (Limited.)—At meeting of the directors of this company, held in Greenock yesterday, the steamers Ardgowan, Levan, and Roseneath, which comprised the plant of the company, were sold by private offer, and it was agreed to wind up the affairs of the concern. The purchasers of the steamers assume the traffic on Monday first, and have intimated their intention to meet the requirements of the public to the utmost possible extent.”—Greenock Telegraph, April 3, 1869

The decision to wind-up the company may well have been precipitated by a decision to reintroduce steamboat services by the North British who operated the Helensburgh Railway. Presumably the interaction with the Greenock and Helensburgh Company the previous year had been positive enough to encourage a steamboat service in connection with the railway but the dealings with the Company may not have been entirely satisfactory. In May, the North British Railway brought the steamboat, Dandie Dinmont, back to the Clyde to run the service between Helensburgh, Dunoon and Rothesay. Since leaving the Clyde in 1867, Dandie Dinmont, had been sailing on the Forth, and was in many ways a much superior vessel to the Greenock and Helensburgh vessels that she replaced on the Dunoon and Holy Loch station.

Dandie Dinmont (Alasdair Macfarlane, Evening Citizen)

Glasgow Herald, July 27, 1869

The Greenock and Helensburgh steamers continued with the Gareloch service and the Helensburgh ferry but no longer advertised a North British connection.

Glasgow Herald, July 27, 1869

The competition for berths at Helensburgh pier presented some issues.

“Liabilities of steamboat owners.—At the Sheriff Small Debt Court yesterday-before Sheriff Tennent-James M‘Aulay, fisherman, Helensburgh, sued the Greenock and Helensburgh Steamboat Company for the sum of £7 10s, being value of small boat which was alleged to have been damaged by the steamer Roseneath through the reckless and careless management of the captain or others on board said steamer on approaching or while lying at, or leaving, the Quay at Helensburgh on 14th May last. Mr John Black, writer Greenock, appeared for the pursuer, and Mr Swan of Messrs M‘Ilwraith & Swan, writers, Greenock, for the Steamboat Company. The evidence, which was of a very lengthy and conflicting character, went to show that on the day in question the steamers Roseneath and Dandie Dinmont were approaching Helensburgh Quay almost together. The tide was about half ebb, and a strong breeze from the N.N.W. prevailed. The piermaster at Helensburgh exhibited a red flag, which Capt. Berry of the Roseneath understood was that he should bring his boat to the east side of the quay, while the piermaster stated that he intended that the Dandie Dinmont should occupy the upper and the Roseneath the lower berth on the west side of the pier. On the east side of the quay the pursuer had several small boats moored. In consequence of the strong breeze or the suction of the Dandie Dinmont, the waist rope of the Roseneath broke, which caused her stern to slew round, and as there was imminent danger of her going on the rocks, Captain Berry considered it prudent to back away from the pier in order to save his vessel. By some unexplained circumstance, however, the small, boat belonging to the pursuer came into collision with the steamer, which resulted in the former being much damaged, and hence the present action, Some of the witnesses for the pursuer alleged that the crew of the Roseneath were incompetent to make fast the stern rope, and that the rope ran out in consequence; while the witnesses for the defence, including Mr John Hendry, shipowner, Greenock, swore that the rope broke. Captain M‘Kinlay, likewise, of the Dandie Dinmont, positively asserted that there was not water on the west side of the pier for both boats to lie one ahead of the other, and that had he ran his boat alongside of the Roseneath he would have damaged her owing to the strong wind which then prevailed. He therefore considered that Captain Berry had done all that a man could do under the circumstances. The respective agents having addressed the Sheriff, and Mr Swan having pointed out that the pursuer had failed to prove that the damage had been caused by reckless or careless conduct of the captain or crew, his Lordship stated that he would decern against the steamboat company on three grounds, viz., that the pursuer had his small boat moored in a proper place and with the sanction of the pier master, that the captain of the Roseneath had transgressed the harbour master’s directions in going to the east instead of the west side with his steamer, and that those on board the steamer had not exercised sufficient care in endeavouring to push off the boat from the steamer’s floats. Expenses were also allowed. The case, which had been continued from last Court, occupied about three hours at yesterday’s hearing.”—Glasgow Herald, September 9, 1869

The Ardencaple, now in the hands of Messrs Campbell and regularly sailing from the Broomielaw to Dumbarton, suffered a set-back early in the season while on a Saturday afternoon excursion. She was off her station for two weeks.

“Accident to a Passenger Steamer.—On Saturday afternoon, while the Glagow and Dumbarton steamer Ardencaple was proceeding down the river, heavily freighted with excursionists, the intermediate shaft of her engine suddenly broke while between Port-Glasgow and Greenock. The river steamer Balmoral fortunately came up the time and took the Ardencaple in tow and brought her to Greenock. About 8 o’clock the disabled steamer left in tow of the Flying Mist, for Glasgow. Most of the pleasure-seekers remained on board the Ardencaple.”—Greenock Telegraph, May 9 1870

When the Dandie Dinmont had her winter lay-up at the end of the season, in her place, a small, flush-decked steamer, Carham, was brought in from Silloth by the North British Railway to run their winter service to Kilcreggan, Dunoon and the Holy Loch from Helensburgh.

Carham (Alasdair Macfarlane, Evening Citizen)

The North British had not yet made a move to introduce service of their own to the Gareloch, and evidently, Mr Brymner still saw opportunities in that direction. At the end of 1869, he placed an order for a new steamer for the Greenock and Gareloch connection. The new steamer was effectively an updated copy of the Elaine.

“New river steamer.—Messrs John Brymner & Co. have contracted with Messrs Robert Duncan & Co. for a paddle steamer of same size as their present Millport steamers. The engines, of l00 horse power, will be manufactured by Messrs Rankin & Blackmore, Eagle Foundry, Greenock.”—Glasgow Herald, December 20, 1869

The launch was at the beginning of May, 1870.

“Launch—Yesterday afternoon, a splendid paddle-steamer was launched from the shipbuilding yard Messrs Robert Duncan and Co for the Greenock and Helensburgh Steampacket Co., of the following dimensions 175 feet length, 17 breadth and depth, and 120 tons register. The new vessel was named the Craigrownie by Miss Brymner of Greenock. Immediately after the launch, the steamer was taken alongside the yard, where, after being finished, she will be towed to Greenock for the purpose of receiving on board her double-piston oscillating 70 horse- power engines by Messrs Rankin and Blackmore. It is expected that Messrs Duncan will have another launch on Thursday—that of the Sidonian, of 1200 tons, built to the order of Mr Robert Little, for the Anchor Line fleet of Mediterranean steamers.”—Greenock Telegraph, May 3, 1870

“Launch of a river steamer.—On Monday, Messrs Robert Duncan & Co., Port-Glasgow, launched from their building yard, Port-Glasgow, a handsome paddle-steamer for the Greenock and Helenburgh Steam Packet Company which was, gracefully named Craigrownie, by Miss Brymner, Forsyth Street, Greenock, sister of one of the owners. The Cragrownie is 175 feet long, and 17 breadth of beam. She will be propelled by engines supplied by Messrs Rankin &, Blackmore, Greenock, of 70 h.p. The vessel, which is similar in every respect to the favourite, Largs steamer Elaine, is intended for the Greenock and Garelochhead station. After the launch, cake and wine were served, when “Prosperity to the Craigrownie” was cordially pledged.”—Glasgow Herald, May 4, 1870

“Launch.—Yesterday afternoon Messrs Robert Duncan & Co., Port-Glasgow, launched hand-some paddle-steamer named Craigrownie. She is the property of Graham Brymner, Esq., and is intended for the Rothesay station. Her engines are to supplied by Messrs Rankin & Blackmore.”—Greenock Advertiser, May 3, 1870

After her engines were fitted, the 255 ton Craigrownie was ready for service in June.

Craigrownie (Alasdair Macfarlane, Evening Citizen)

“New Helensburgh steamer.—Yesterday, the smart new paddle steamer named the Craigrownie, built by Messrs Robt. Duncan & Co., Port-Glasgow, for the Greenock and Helensburgh Steam-packet Co., arrived here and was berthed at the crane at the east side of East India Harbour to receive her engines from Messrs Rankin and Blackmore, Eagle Foundry.”—Greenock Telegraph, May 11, 1870

“New River Steamer Craigrownie.— This fine new steamer took her first run today, not on the Gareloch station, for which she was built, but on the Largs and Millport route. She will continue on this route for some days, taking the place of the Lancelot, which again takes the place of the Guinevere, the latter vessel having been taken off in order that some improvement may be made in her sailing powers—her owners being satisfied that by some slight alterations a considerable increase of speed may be got out of her. When the Guinevere resumes her station, the Craigrownie will begin to ply to Gareloch every morning, as originally intended.”—Greenock Telegraph, June 9 1870

There was some confusion about the station on which Craigrownie would initially sail, as she replaced Guinevere while the latter underwent repairs.

“New Steamer. The handsome steamer Craigrownie, belonging to Messrs John Brymner & Co., and intended for the coast trade, crossed to Gareloch on Saturday, with several gentlemen on board, to get her compasses adjusted. After this was done she took a short run down the river. The speed was most satisfactory. She returned to Albert Harbour, where her fittings are being completed. The Craigrownie was built Messrs Duncan & Co., Port-Glasgow, and engined by Messrs Rankine & Blackmore. Her station has not yet been fixed.”—Greenock Advertiser, June 7, 1870

“New river steamer Craigrownie This handsome new river steamer, built by Robert Duncan & Co., Port-Glasgow, and engined by Messrs Rankin & Blackmore, Greenock, for Messrs Brymner of the latter town, has been placed upon the Glasgow and Largs station as a consort to the popular steamers Guinevere, Lancelot, and Elaine. The Craigrownie appears to steam very fast, She is commanded by Capt. Charles Brown, one of the most obliging and courteous “skippers” on the river.”—Glasgow Herald, June 10, 1870

At the beginning of the 1870 season, Dandie Dinmont returned to provide service only to Dunoon and Holy Loch for the North British, no longer extending her run to Rothesay. The Carham was placed on a service to the Gareloch, connecting with the railway at Helensburgh. This new competition was a threat to the expansion of the Greenock and Helensburgh Company’s plans.

Glasgow Herald, June 29, 1870

However, the Carham was not really up to the job, and she suffered a number of set-backs early in the season.

“Helensburgh.—Accident to Carham.—On Monday afternoon the Carham became disabled at Garelochhead in consequence of an accident to one of the valves of her machinery. The Vesta, which has begun to ply between Glasgow and Garelochhead, brought down the passengers for the afternoon train, and the steam tug General Williams made the remaining runs on Monday night. Yesterday the Carham resumed her sailings.”—Greenock Telegraph, June 23, 1870

“Steamboat Accident.—On Thursday morning part of the boiler of the steamboat Carham gave way, at Garelochhead, and one of the firemen was severely scalded. He was attended by a doctor from Helensburgh. The Carham is to be laid np for repairs. It stated that a memorial has been sent to the North British Company, complaining of the insufficient state of the steamboat accommodation upon the Loch.”—Greenock Advertiser, June 25 1870

The opening of the Greenock and Ayrshire railway and new steamboat accommodation at Albert Pier, however, provided a new outlet for the Greenock and Helensburgh company. The new Craigrownie was engaged to run to Dunoon and the Holy Loch for the railway company, competing with the Dandie Dinmont from Helensburgh and the steamers of Messrs Keith and Campbell who maintained the connection from Glasgow and the Caledonian at the steamboat Quay in Greenock.

“The Kilmun Station.—We understand that the directors the Greenock and Ayrshire Railway Company have arranged with the owners of the new steamer Craigrownie to place that steamer on the Kilmun route, in connection with the Ayrshire Railway trains. She will commence on the station this morning or on Monday.”—Greenock Telegraph, June 11, 1870

“Kilmun Route.—We understand that the Directors of the Greenock and Ayrshire Railway have arranged that the handsome new saloon steamer Craigrownie will ply on the Kilmun station in connection with the 8.35 up train and 4.5 down train to and from Glasgow. This will add to the present facilities afforded to coast visitors.”—Greenock Advertiser, June 11, 1870

Glasgow Herald, June 29, 1870

The Helensburgh ferry and Gareloch service was also maintained, very much as previously.

Glasgow Herald, June 29, 1870

Greenock Telegraph, June 25, 1870

The Greenock and Helensburgh Company continued to offer Saturday afternoon excursions, and the new Craigrownie was featured.

“Pleasure Excursions.—The Saturday afternoon need not hang heavy on the working classes of this town in these days, now that the beautiful scenery of the Firth can be viewed for a merely nominal charge. This afternoon, our advertising columns announce, a couple of steamers—the Vivid and the Craigrownie—sail at half-past four for various coast towns, the passage ending at Kilmun and Ardenadam. The steamers Dunoon Castle and Athole proceed about the same hour for Kirn, Rothesay, &c. Great facilities are afforded excursionists by the Greenock and Helensburgh steamers, which run to Helensburgh and Garelochhead several times either way.”—Greenock Telegraph, June 25, 1870

Greenock Telegraph, June 25, 1870

It would appear that the Kilmun connection was not remunerative and at the end of July, Craigrownie was sailing to Garelochhead, leaving the Holy Loch to Roseneath.

Greenock Telegraph, July 30, 1870

Greenock Telegraph, July 30, 1870

Greenock Telegraph, July 30, 1870

In the meantime, the competition on the Gareloch with Carham presented some incidents.

“Collision, Yesterday afternoon the Greenock and Helensburgh Co’s., steamer Levan and the steamer Carham, plying in connection with the North British Railway, were in collision in Gareloch. It is said that the Carham had suddenly slowed, and the Levan ignorant of this, continued its course, the consequence being that she struck the Carham heavily, the effect being to injure both steamers considerably. The Levan had her bows smashed in, but managed afterwards to proceed to Glasgow, where the damage will repaired.”—Greenock Telegraph, August 30 1870

“Collision with a Ferry Boat.—On Saturday afternoon, while the steamer Craigrownie was on her way from Garelochhead to Greenock, and was making the sweep for the Shandon ferry boat which was pulling off, the boat got in the way of the steamer. The Craigrownie’s helm was put hard off and Captain M‘Lachlan stopped the engines and cried to the ferryman to keep back, but no attention was paid, and the boat went under the steamer’s paddles and was soon crushed to pieces. The boatman and passengers (chiefly plasterers and plumbers from Greenock), escaped miraculously, but the workmen lost all their tools. Captain M‘Lachlan states that the ferryman acquitted him of all blame, and said that the accident was caused by his own fault.”—Greenock Advertiser, September 13, 1870

After Craigrownie was placed on the Gareloch station, there was again spare capacity for the Company. Increased competition on the Rothesay and Holy Loch routes reduced options, and the Roseneath, the second oldest of the 1866 quartet, was sold.

“The Steamer Rosneath.—This steamer, purchased from the Greeenock and Helensburgh Steamboat Co., to ply on the river Lee and Cork left the Gareloch on Thursday, and made the run to Kingstown in 17 hours, a good passage. She proceeded thence for Queenstown. The Rosneath is commanded by Captain Service late of the ship Glaramara, of Greenock.”—Greenock Advertiser, Nov 5, 1870.

The new year saw the Carham leave the Clyde, and in her place, the North British Railway Company contracted with the Greenock and Helensburgh Company to supply the Levan for the the Gareloch connection with the railway at Helensburgh. The North British also attracted the Arrochar tourist steamer, Chancellor.

“The river steamboat traffic.—The steamer Carham, which has for the past two years been plying from Helensburgh to Garelochhead, Dunoon &c., in connection with the North British Railway Company, and is in future to be employed between Strome Ferry and Dingwall. The North British Company have arranged with the Greenock and Helensburgh Steamboat Company to place one of their steamers (Levan or Ardgowan) on the Gareloch in connection with the trains during the season. The arrangement is likely to prove a beneficial one to the public. We understand that it is contemplated this season to give greatly increased facilities to Arrochar and Lochlong via the North British Railway. The saloon steamer Chancellor, we learn, is to be withdrawn from the Glasgow station, and will during the summer sail to and from Helensburgh and Greenock and Arrochar. It is proposed that the steamer should leave Arrochar in the morning and proceed to Helensburgh in time for the express train to Glasgow; thereafter, on the arrival of the down train, return to Lochlong via Greenock, sailing again from the head of the loch in the afternoon for Greenock and Helensburgh, and returning to Arrochar in the evening in connection with the North British express train. This arrangement will prove of incalculable value to parties residing at Arrochar and along the shores of Lochlong during summer. Moderate fares via the North British route are likely to popularize this trip, and a through connection with the steamers on Lochlong is sure to prove attractive to tourists. The improved condition of Helensburgh pier this season will also induce many to travel by this route. The steamer Dandie Dinmont is receiving a thorough overhaul, and is expected on her station betwixt Helensburgh and Dunoon, &c., early next month. The accommodation provided on the Kilmun route is now satisfactory, Captain Campbell having arranged for two sailings by Vivid or Vesta to Glasgow and four to Greenock from Kilmun daily, and two sailings from Glasgow and five from Greenock to Kilmun. On Saturday afternoon, one of the steamers now proceeds to Lochgoilhead, and returns early on Monday mornings. There are ominous appearances of a fight on the Rothesay station this season. The new steamer Lorne is announced to sail, so soon as she is fitted out, from Glasgow for Rothesay and Kyles of Bute, at 10.30. The steamers Balmoral or Ardencaple, however, take up that hour to-day, at the reduced fares of 6d steerage, 1s cabin, and 1s 6d return ticket. Captain M‘Dermid of the Elaine has been appointed Captain of the Glasgow and Arran steamer Guinevere, which is to resume her station early next month. Captain M‘Lachlan of the Craigrownie succeeds Captain M‘Dermid in the Elaine. A number of other important changes are on the tapis, but none of them have as yet been definitely decided upon.”—Glasgow Herald, April 24, 1871.

In the event, it was Levan that sailed in connection with the North British.

Glasgow Herald, June 9, 1871

The Craigrownie and Ardgowan maintained the Garelochhead connections with Greenock and Glasgow and the Helensburgh ferry.

Glasgow Herald, June 9, 1871

Glasgow Herald, June 9, 1871

Craigrownie was involved in a serious collision in May before the summer season got into full swing.

“Collision off Greenock Quay.—Yesterday afternoon, a collision of a somewhat serious description took place off Greenock Steamboat Quay between the Kilmun steamer Vesta and the Garelochhead steamer Craigrownie. The two boats had been berthed at the quay together, the Vesta being at the eastermost end and the Craigrownie opposite the Custom House. Between the two boats the Cork and Waterford steamer Cumbrae was berthed, and was engaged taking in cargo. A strong ebb tide was running at the time. Both passenger steamers, it appears, essayed to leave simultaneously, the Cumbrae apparently preventing. their respective masters from, observing the movements of each other. The Vesta was first to get away at full speed. The Craigrownie’s bow, meanwhile, had just cleared the bow of the Cumbrae, but before she had proceeded many yards the Vesta came down, and, striking her about ten feet aft on the starboard side, stove in a portion of her bulwarks. The Vesta, however, received the most serious damage, her bow above the water line being stove in several feet, and she was otherwise more or less twisted. Considerable alarm was created on board both steamers, but no injury was sustained by any one. The Vesta attempted to proceed to Kilmun, but after she had left the Steamboat Quay it was ascertained that her damage was serious both above and below the water line, and the captain was compelled to run into Albert Harbour. She is not making water. Her passengers were conveyed to their destination by the steamer Vulcan. Arrangements have been made with Mr Brymner to place the Guinevere or the Levan temporarily on the Vesta’s station, so that no interruption will take place with the traffic. The Craigrownie proceeded to Glasgow, her damage being trifling compared with that of the Vesta.”—Glasgow Herald, May 9, 1871

Also in May, a notable death occurred. Captain John Campbell was the owner of the Ardencaple and had been running her on the Dumbarton station. She now passed to her nephew, Captain Robert Campbell who had been successfully running the Vivid and Vesta on the Kilmun station. He saw new opportunities with his third steamer. Ardencaple was placed on the Rothesay station.

“The Late Captain John Campbell.—Our obituary contains, we regret to notice, the name of one of our best known and most popular steamboat captains. Few on any of our river stations were better liked by passengers and brother professionals than John Campbell. Shrewd, well-informed, careful, courteous and honourable, he merited the estimation in which he was held. He commanded steamers on the Gareloch, Kilmun, and Largs and Arran stations, in several of the former being part owner. Having left the Guinevere, which for the last two or three years he sailed on Greenock account, and having lately purchased the Ardencaple, and had her thoroughly overhauled, he had begun to sail hereon his own account with good prospects, when he was laid up with erysipelas in the head, which, after a brief but severe illness, terminated fatally. Saturday evening he expired, in the fifty-seventh year of his age, leaving widow and several children.— Citizen.”—Greenock Advertiser, May 16, 1871

Having landed Helensburgh as the base for one of the premier tourist routes to Arrochar, the North British was placed on a much stronger footing and discuss an order for a new steamer for the Gareloch route to replace their reliance on the Levan.

Glasgow Herald, August 16, 1871

In October 1871, Captain Robert Campbell entered into a loose partnership with Messrs Hugh Keith & Co., the owners of the old Largs steamer Lady Brisbane that had been renamed Balmoral the previous year. Hugh Keith was a coal merchant from Glasgow and had financial resources that Captain Campbell lacked. The latter had shown how good management of steamers could provide a profit as he had in dominating the Holy Loch trade with Vivid and Vesta. Together, they saw an opportunity in the Gareloch trade and purchase the remaining assets of the Greenock and Helensburgh company from Mr. Brymner. The combined new fleet of seven steamers provided much more flexibility on the Gareloch and Holy Loch stations addition to excursion traffic.

“Sale of River Steamers.—The three river steamers Craigrownie, Ardgowan, and Levan have been bought by Mr Keith, Glasgow, from Messrs J. Brymner & Co., Greenock. These steamers kept the connection between Greenock, Helensburgh, and Garelochhead. Yesterday they were handed over to the purchaser, who intends keep them on the same route. Mr Keith is also owner of the Ardencaple and Balmoral.”—Greenock Telegraph, October 18, 1871

“Greenock.—River and coast traffic.—The Lancelot is now on the Largs, Millport, and Arran route, and the Undine is announced to begin on the Rothesay station on Monday, leaving Glasgow at 10 a.m. The Craigrownie is presently occupying the Kilmun route in place of the Vivid, and the Ardencaple is doing duty for the Carrick Castle on the Lochgoilhead station. It is stated that several changes of ownership are likely to take place in connection with some of the steamers long known on the river.”—Glasgow Herald, February 24, 1872

Mr Brymner had now only his three Largs, Millport, and Arran steamers, Elaine, Lancelot and Guinevere. The first of these was sold early in 1872. While Lancelot and Guinevere were retained for a few years. Lancelot ran mostly to Rothesay in connection with the Wemyss Bay Railway until purchased by Messrs Gilles & Campbell for that route in 1875 and Guinevere was sold the following year.

“River steamboat items.—We understand that the handsome steamer Elaine has changed ownership. Mr M‘Gilp and others, are the purchasers at the price of £4500. The steamer, we believe, will shortly be withdrawn from the Largs and Millport route, and be placed upon the Glasgow and Rothesay station. The fine saloon steamer Lancelot (Captain Young) will succeed the Elaine on the Largs and Millport station. On Monday, the Rothesay steamer Lorne, while at Greenock Quay, sustained considerable damage to one of her paddle-wheels, which prevented her proceeding. At the time of the accident a heavy swell prevailed on the river, caused by the strong east wind. The portion be of the paddle-wheel principally damaged was in the part known as the “jenny nettle.” The steamer was taken into the East Harbour, Greenock, where she now lies awaiting repairs. The steamer Hero, we understand, has this season also changed owners. The Eagle resumes the four o’clock hour from Glasgow on Friday afternoon first, leaving Rothesay at 10.30 a.m. The steamers Iona, Chevalier, and Dandie Dinmont are being furbished up at Bowling preparatory to resuming their respective stations. Considerable activity likewise prevails amongst many of the other river boats lying in the river, in pushing forward their alterations, repairs, &c.”—Glasgow Herald, April 24, 1872

“Sale of Steamer.—Messrs John Brymner & Co. have just sold to Mr M‘Gilp their fine river steamer Elaine, which is to be employed on the Glasgow and Rothesay route.”—Greenock Telegraph, May 1, 1872

Glasgow Herald, March 26, 1872

In April, 1872, the Messrs Keith and Campbell had Craigrownie sailing with Vivid on the Kilmun station from Glasgow and Greenock by way of Kilcreggan and Cove while Levan and Ardencaple maintained sailings to Garelochhead by way of Helensburgh. The winter steamer to Dunoon and the Holy Loch in connection with the North British at Helensburgh was Vesta, but Dandie Dinmont was being readied for the new season and her new consort for the Gareloch service was launched at the end of March.

“Port-Glasgow.—There was launched on Thursday, from the shipbuilding yard of Messrs Henry Murray & Co., Port-Glasgow, a steamer named the “Gareloch,” for the North British Steam Packet Company, intended to run in connection with the trains of the North British Railway Company to Helensburgh. This vessel is 180 ft. long, 18ft. 3in. beam, and will be fitted by Mr David Rowan, of Glasgow, with oscillating engines of 85 horse-power. She will be fitted with half saloon, will attain a high rate of speed, and no expense has been spared to meet the comfort and convenience of the public. The vessel is intended to be on her station on the 1st of May, and will be another illustration of the enterprise of the North British Company in providing suitable accommodation for tourists and the people at the coast during the summer season.”—Glasgow Herald, March 30, 1872

Glasgow Herald, July 25, 1872

Dandie Dinmont at Helensburgh Pier

The New Gareloch at Helensburgh Pier

The Gareloch Service was maintained with little change although the steamers had new funnel colours. the Gareloch funnel was red with a series of white bands, and the Ardencaple and Balmoral are shown in photographs below in this livery. Originally the steamers on the Kilmun station had black funnels with a series of white bands, but this changed to all white.

Glasgow Herald, July 25, 1872

Ardencaple at the Broomielaw in the Gareloch colours of Messrs Keith and Campbell.

Balmoral, ahead of the white funneled Holy Loch steamer Benmore while sailing to the Gareloch. The steamer on the left is Hero (Washington Wilson)

The Craigrownie, Ardencaple, Ardgowan, and Levan continued with the main business on the Helensburgh and Gareloch connections from Greenock and Glasgow. They filled in on the Kilmun station and on excursions and seemed popular with other owners as substitutes when their steamers were off for overhaul or repair. The good accommodation and small size made them useful year-round. However, they were involved in quite a few incidents while they were owned by Messrs Keith and Campbell.

“Steamboat collision to-day.—This morning, between nine and ten o’clock, a collision occurred in the river at the Steamboat Quay between the steamers Lady Mary and Ardgowan. The Craigrownie was berthed opposite to the Refreshment Rooms, and the Ardgowan, after arrival from Garelochhead, took a sweep in the Bay for the purpose of lying alongside of the steamer preparatory to again sailing. The Ardgowan turned her bows down the river, and while being fastened to the Craigrownie the Lady Mary, which was the eastern end of the pier, started to proceed to Arran. A strong east wind was blowing and a rapid down current running, and the consequence was that the Lady Mary failed to answer her helm, in order to keep her clear of the two steamers that lay alongside of each other farther down. When the Ardgowan’s master saw that a collision would ensue, the ropes were untied, and the Ardgowan prepared to get out of the way, but ere she could do this the Lady Mary drifted down and struck her with tremendous force. The Ardgowan was struck on the after-quarter, which was much damaged, and the Lady Mary knocked-in her galley, and the fore-part of her paddle-wing and paddle-box. Fortunately no person was hurt. The damage to both vessels was superficial, and they proceeded down the river. The Lady Mary is commanded by Capt. M‘lntyre, and the Ardgowan, by Capt. Duncan Campbell.”—Greenock Telegraph, July 26, 1872

“Erratic Lambs.— Some excitement was caused at the Steamboat Quay this morning by the deliberate leaping into the river of several of flock of lambs which were being landed from the steamer Craigrownie. The entire flock would have doubtless followed the example placed before them had their suicidal intention not been frustrated. The tide was low at the time, and the four lambs that were immersed got below the wharf. After some difficulty, the animals were secured, and landed on the quay by means of ropes.”—Greenock Telegraph, August 22, 1872

In 1873, there was a serious collision involving Craigrownie at Garelochhead in which the steamer Hero had to be beached. the story is elaborated elsewhere.

“Alarming collision in Gareloch.—Steamer Hero disabled.— On Saturday evening, at Garelochhead, a collision occurred between the steamers Craigrownie and Hero, which, although fortunately unattended with loss of life or bodily injury, was the occasion of great alarm, inconvenience, and anxiety to several hundreds of persons. The particulars we give of the occurrence have been gathered chiefly from statements of passengers by the Hero. The Hero had left Glasgow on Saturday afternoon on a pleasure excursion to Garelochhead, which was reached about a quarter to six evening. She had on board between four and five hundred passengers, who, after spending half an hour ashore, returned to the steamer, which was being canted or turned in the loch preparatory to the return trip, when the steamer Craigrownie, Capt. Alex. Campbell, with an excursion party from Greenock, approached on her way to the pier. Capt. Malcolm M‘Intyre called to the Craigrownie to keep off, at the same time stopping the engine of the Hero, but immediately afterwards the Craigrownie came into violent collision with the stern of the Hero, which was so much damaged that she speedily began to fill. Her small boat was at the same time cut in two. The Craigrownie was also lightly damaged forward. No person was injured, but a few narrowly escaped; one man who was sitting in the stern of the Hero, being pulled back in time to save him from probable death. The Craigrownie immediately came alongside the Hero, whose passengers were all safely transferred to her, and as the water continued to rush into the Hero, she was, to prevent her sinking, run ashore on the sand on the beach opposite the pier, where she lay with the cabin end filled, and her bow end above water. The shock of the collision was so great that the Hero shook from stem to stern, but it was not till after they had got aboard the Craigrownie, that many of the passengers realised the serious nature of the occurrence, and consequently the alarm amongst them was not so great as it otherwise might have proved. The Craigrownie having taken in the Hero’s passengers, touched at the pier and received those who had been awaiting her own arrival at Garelochhead, which she then left for Helensburgh and Greenock. The steamer was very crowded, but all went well, and on arriving at Helensburgh hundreds of the passengers went ashore, with the view of taking the train for Glasgow, whilst the rest proceeded to Greenock, many of those destined for Glasgow considering that they would have a better chance of getting a late train from Greenock than from Helensburgh. In both cases the last train for Glasgow had left, but the passengers, after some delay, were sent along by special trains; those from Helensburgh, after repeated detentions, particularly at Cowlairs, reaching the city at about a quarter to one o’clock on Sunday morning. As already indicated, the occurrence was the cause of great uneasiness to those who had friends on board the Hero, the non-arrival of which at Glasgow long after the accustomed hour filling them with alarm, and numbers were down at the Broomielaw making inquiries about the steamer till nearly one o’clock. The Hero, which is a well known river steamer, and owned by Mr Chalmers, Clynder, was built about 16 years ago, we believe, by Messrs Thomas Wingate & Co., Whiteinch. The Craigrownie, owned by Mr Hugh Keith, Oswald Street, was built in 1871 by Messrs Robert Duncan & Co., Port-Glasgow.”—North British Daily Mail, May 12, 1873

Hardly surprising, in view of the all-year-round work undertaken by the steamers that they experienced breakdowns.

“Steamboat Breakdowns on the Clyde —The wear and tear of the season has been telling on several of the Clyde steamers. On Wednesday evening the steamer Craigrownie, which has been running place of the Sultana, now under repair, burst one her boiler tubes at Dunoon, and her passengers had to be transferred to the steamer Sultan. Yesterday morning the steamer Sultan also broke down, and the steamer Marquis of Lorne met with some accident to her machinery. From the Rothesay side of the river there was no communication from the 7.5 a.m. till the noon sailing, and at all the piers passengers had to wait from three to four hours to get up to Greenock or Glasgow.”—Greenock Telegraph, August 29, 1873

The most serious collision came in December 1873 when the Ardgowan was sunk.

“Alarming collision on the river.—Steamer Ardgowan sunk.—A serious collision, which caused great excitement throughout Greenock, occurred in the river opposite Albert Harbour, on Saturday evening. Shortly after five o’clock, the Greenock and Helensburgh Steam Packet Co.’s steamer Ardgowan left the old Steamboat Quay for Helensburgh on her usual trip, intending to call on the way at Prince’s Pier to receive additional passengers. While the vessel, was drawing on towards Prince’s Pier, Messrs J. & P. Hutchison’s Clyde and Bordeaux trader, Clara, last from Dublin, was observed steaming up the river. She was not far off, but at such distance that the master of the Ardgowan calculated, it is said, that he would have time enough to safely run for Prince’s Pier athwart the bows of the larger steamer to save the time of steaming, according to the rule the road, round the outside of the Clara and into the pier by her stern. The attempt was made, and on this being observed on board the Clara her engines were slowed, and ultimately stopped. A great way was, however, on the steamer, and before the Ardgowan had got half-way across her bows, the Clara struck her with considerable force forward of the paddle-box, and cut her down to the water’s edge.

“On the crash taking place, the perilous position of the passengers and crew of the river steamer was perceived by themselves and by the crew of the Clara, and amid the greatest excitement, the parties whose mode of conveyance had come to grief scrambled and were assisted on board of the Clara, which lay close to the sinking steamer. Only four of the crew were on board the when Captain M‘Kinnon’s steam-tug Mariner, which happened to be passing, proceeded to reader assistance, and as it was palpable that the Ardgowan was settling down, a hawser was attached and the steamer was towed to the bank, in order that she might sink in as shallow water as could be found, that her raising to the surface might be the easier. On the Ardgowan reaching the place where she now lies, her “fore-feet” touched the bottom, and in a very short time she plunged underneath, the four men who were on board being suddenly left struggling in the water. The Mariner again came in handy at this point, and the four men were rescued and landed.

“No one was injured in the mishap, a most miraculous and fortunate circumstance. The Clara proceeded to Glasgow after waiting for some time. The Mariner afterwards conveyed to Helensburgh the passengers who had been on board the Ardgowan and those who had intended to join her at Prince’s Pier—about 150 in all.

“The Ardgowan lies on the bank opposite to Albert Harbour. Part of her funnel is discernible at all times of the tide, and yesterday the only sign perceivable of her whereabouts was an object of much interest to large numbers of the inhabitants, who, being informed of the mishap, considered it almost incredulous that not the slightest injury to life or limb had resulted. An attempt will be made as soon as possible to lift and bring into dock the submerged vessel, and four lighters have been engaged for this work.”—Greenock Telegraph, December 8, 1873

Efforts to raise the steamer began immediately and were successful.

“The sunken steamer Ardgowan.— Two of Messrs Steel & Co.’s lighters were yesterday making preparations for the removal of the sunken steamer from the Bank on which she is lying. A diver went down to report as to her position. Chains will be passed round the vessel amidships, then attached to beams placed across the lighters, and tightened up when the tide is low. As the tide rises the, lighters will lift the steamer, which will be carried into the West Harbour, where it can be conveniently reached and the damaged spot patched. The Ardgowan will then be taken to shipbuilders for further repairs.”—Greenock Telegraph, December 9, 1873

The Ardencaple, on the Gareloch station, had a small fire on board a few days later.

“Fire on board a passenger steamer— About two o’clock on Tuesday morning fire was discovered on board the Gareloch and Greenock passenger steamer Ardencaple, which was at the time lying at Garelochhead alongside the North British Railway Company’s steamer Gareloch. The fire, which began on the starboard side near the galley, had obtained a considerable hold ere it was discovered, but owing to the prompt action taken by the captain and crew it was soon subdued. A considerable portion of the decks on the starboard side has been destroyed. The vessel having been repaired, was enabled to resume her station.”—Greenock Advertiser, December 11, 1873

Ardencaple again had some difficulties, this time mechanical, when taking the place of the Carrick Castle on the Lochgoil route.

“River steamers disabled.—Part of the machinery of the river steamer Ardencaple, while on a passage to Lochgoilhead, yesterday, became deranged. The vessel was unable to proceed farther than Cove; and it was found necessary to despatch the Ardgowan to take her passengers.”—Glasgow Herald, February 17, 1874

In the summer of 1874, Levan was placed on a sailing from Glasgow to Largs and Millport. This must have been a success as the following year, the larger Craigrownie was on the station.

Glasgow Herald, August 20, 1874

Glasgow Herald, August 21, 1875

In July, 1875, Ardencaple was in a collision with Eagle at Govan. The incident caused panic among the passengers and it was fortunate that there were no casualties.

“Collision between the Ardencaple and the Eagle.—The excellent management of the river steamers during the Fair holidays has been the subject of general congratulation; and we regret to have to record that an occurrence took of place last night immediately beyond the boundary of the harbour, which caused the greatest alarm among the passengers on hoard two of the boats, the Eagle and the Ardencaple, which seems to demand the most searching investigation. The two vessels reached Renfrew almost simultaneously, but the Ardencaple made the pier first, and started again with a good lead. Various accounts are given of the circumstances which followed. One is to the effect that the Eagle, which is the swifter boat, came up rapidly upon the Ardencaple, and that the master (Capt. R. M‘Taggart) gave the usual signal as by ringing the ship’s bell, and blowing the engine whistle, that he wished to pass. The master of the Ardencaple (Capt. D. Campbell) refused, it is alleged, to make way, crossing and recrossing the bows of the Eagle repeatedly. Captain M‘Taggart notwithstanding persisted, it is further alleged, in keeping on his course, and ran into the Ardencaple, a little to the west of Govan Ferry. The vessel was struck immediately behind the paddle-box on the starboard side, by the bow of the Eagle, and swinging round, ran on the south bank of the river, her stem projecting several feet on shore, while the Eagle was forced close in upon the dyke. Both boats had a full complement of passengers, and a perfect panic ensued. A number of those on board the Ardencaple leaped to land from the bow of the vessel without much difficulty or risk, and as the Eagle was backing after the collision, some of the more excitable of the returning excursionists leaped from the starboard paddlebox into the water and scrambled ashore. It was soon apparent, however, that the Eagle had sustained no injury, and comparative confidence was restored; but a goodly number of the passengers disembarked at Partick pier rather than put themselves in further peril. The Ardencaple, fortunately, sustained wonderfully little injury, considering the violence of the shock; the stanchions and two of her glass ports only being carried away. She also succeeded in backing off and in reaching the Broomielaw without further mishap, where the remainder of her passengers were landed. While the Eagle was backing out from her contact with the Ardencaple, the Iona hove in sight, followed by the Plover, and some fears were entertained that a second collision was about to ensue; but those in charge of both vessels observed that the channel was obstructed, and no further misadventure occurred.”—Glasgow Herald, July 22, 1875

The subsequent Court case details the different points of view of the two parties involved.

“The collision between the river steamers Eagle and Ardencaple.—Charge of reckless navigation against the masters.—On the 21st of July last, while the steamers Eagle and Ardencaple (Captains Hector M‘Taggart and Durcan Campbell respectively) were coming up the river, the former in wake of the latter, a collision occurred between the two, whereby the lives of several passengers were placed in danger, some of the passengers sustaining bodily injury. The collision, it was averred, was due to the reckless navigation of the two vessels, and as a consequence both masters were yesterday placed on their trial in the Sheriff Criminal Court, on a charge of culpably, and carelessly, and negligently steering their steamers on the river, opposite to Govan Parish Church on the date libelled. The captain of the Eagle was specifically charged with running his vessel, said to be the faster of the pair, into the Ardencaple, and not having, stopped and rung his bell as required by the river regulations, and the captain of the Ardencaple was accused of being on his wrong side of the river and with endeavouring to obstruct the passage of the Eagle; Both parties pleaded not guilty and were defended—Captain M‘Taggart by Mr D. M‘Kechnie, advocate; and Captain Campbell by Mr John Spens, writer, Glasgow.

“Captain Ritchie, harbour master was the first witness called, and he stated that by rule 31 of the Harbour Regulations it was enacted that when two steamers were proceeding down or up the river together, but a with unequal rates of speed, the vessel which steamed slowest, when overtaken, should keep to the port side and should not offer any obstruction to the fastest vessel; and the latter should slow when it came within 30 yards of the former, and should continue at the reduced rate till clear of the steamer which was being passed. The fastest steamer is always required to announce its approach by ringing a bell three times. Mr Deas, engineer to the Clyde Trust stated that the breadth of the river opposite to Govan Church at high water was 350 feet, and at low water 300 feet. Daniel M‘Intyre, who was a passenger on board the Ardencaple on the day of the collision, saw the Eagle a good way behind while coming up the river; but after passing Renfrew the Eagle reduced the distance considerably. When near to John Elder & Co.’s shipbuilding yard he heard a whistle sounded, and on looking behind he observed the Eagle some two or three lengths off, following almost directly in their wake. Both vessels kept their course, the Eagle gained on the Ardencaple, and in a short space, the former came up and struck the latter at the paddle-box on the starboard quarter. The effect was such that the stern of the Ardencaple was driven towards the north bank and her bow took the south bank. There was great consternation on board, and there appeared to be nothing for it but that the passengers were all to be drowned. Planks were run out to the shore, and a good number of passengers left the steamer. At no time before the collision took place did he hear any bell ring. Peter Fairlie and Gavin Stobo, also passengers on board the Ardencaple, generally corroborated. The latter witness said the Eagle, before the collision, appeared to aim at passing on the north side; but those in charge changing their mind she made for the south side, and so ran into the Ardencaple. Both vessels appeared to be going full speed, and seemed to be striving to get first to Govan. Robert Miller, an engineer; Wm. Webster, blacksmith; David Russel shipwright; all passengers on board the Ardencaple corroborated. Archd. Turner, pilot to the Ardencaple, was steering coming up the river. From Renfrew they kept the of the channel. Near to Elder’s shipyard the Eagle came up and he received order to starboard, which he did, the effect was to prevent the Eagle passing on the port side. Could not say how the collision took place, but there was no room for the Eagle to pass on the starboard side. In cross-examination by Mr M‘Kechnie, witness said both steamers were striving to get to Partick pier first. The Ardencaple should have slowed and permitted the Eagle to pass and witness told, the captain that he was too near the south side. When the Eagle was trying to pass on the south side, the captain gave a signal not to give way and to go to the north. He saw there would be a collision if they maintained their course. The Ardencaple was guilty of a breach of the regulations in not allowing the Eagle pass. Several other witnesses were called for the prosecution, but nothing of interest was elicited. Evidence for Capt. M‘Taggsrt was next led by Mr M‘Kechnie, to show that the Ardencaple had purposely obstructed the way of the Eagle, and that but for the Ardencaple dodging about, the Eagle could have passed with safety. Then Mr Spens called witnesses in Capt. Campbell’s behalf, the testimony produced of course going to show that little or no blame attached to that panel. Several of the witnesses (masters of river steamers) stated that they quite disregarded rule 31 of the Clyde-Regulations (referred to above) as to fast steamers passing slow vessels. Counsel afterwards addressed the jury. Mr Gemmell claimed a conviction against both prisoners, contending that it had been clearly proved that they had not navigated their vessels carefully. Mr M‘Kechnie followed, and contended that his client was guiltless, and that the collision took place through the obstruction offered by the Ardencaple, and Mr Spens submitted that, on the contrary, the captain of that vessel had exercised due caution, and was recklessly run into by the Eagle, which had no right or room to pass. His Lordship, having summed up, the jury retired, and after an absence of about half-an-hour, returned with a verdict finding by a majority, the charges against both prisoners not proven. The accused were then dismissed from the bar, after a sederunt of over nine hours.”—Glasgow Herald, November 27, Nov 1875

In August, Vesta and Craigrownie, both steamers owned by Messrs Keith and Campbell, were in collision at Greenock.

“Steamboat collision off Greenock.—Yesterday evening, as the steamer Vesta was leaving the east end of the Steamboat Quay, Greenock, on her down run to Lochgoilhead, the Largs and Millport steamer Craigrownie left the centre of the same quay almost at the same moment on her up run to Glasgow. The vessels came into collision with each other, the Vesta sustaining considerable damage to her bow, bulwarks, stanchions, &c. A hole was made in one of the plates on the starboard side of the Craigrownie, above water-mark. The steamers were the originally berthed at either end of the Cork and the Waterford steamer, which occupied the centre of the quay, and on leaving, the captains of the river steamers failed to notice the approach of the other until it was too late to avoid a collision. A number of passengers were on board the steamers. Some alarm prevailed, but no one was injured. The Craigrownie was able to proceed at once, but the wreck had to be cleared away from the bow of the Vesta ere she could proceed to Prince’s Pier.”—Glasgow Herald, August 7, 1875

“Alarming collision on the river.—An alarming collision occurred last night between the river steamers Craigrownie and Vesta at Princes Pier. The vessels were just leaving the pier in opposite directions, the Craigrownie heading up the river for Glasgow the Vesta preparing to cross for Lochgoil, when the Vesta was run into on the port bow by the Craigrownie, and had about six feet of her bulwark carried away, the bow cut down almost to the water’s edge, and other damage done on the starboard side. Fortunately neither vessel had attained a high rate of speed, else the consequences of the collision must have been frightful. But as it was, the passengers were very much alarmed, as well as the spectators on the pier. The damage done to the Vesta was so considerable that she could not with safety proceed further on her trip, and her passengers were accordingly transferred to another steamer. The Craigrownie proceeded to Glasgow, having received little or no damage.”—Greenock Telegraph, August 7, 1875

Glasgow Herald, September 7, 1875

At the end of 1875, the  Craigrownie, Levan, Ardgowan, and Ardencaple were sold off the river. Perhaps the repair bills or insurance costs had become too expensive. In their place, Keith and Campbell brought in the Hero, and the Guinevere, larger than the quartet.

“Sale of river steamers.—We understand that the river steamers Craigrownie, Levan, Ardgowan, and Ardencaple have been sold by Messrs Keith & Campbell, Glasgow, to Messrs  P. L. Henderson & Co., London, for service on the river Thames. The steamers have for a number of years been employed on the Glasgow, Greenock, Helsnsburgh, Garelochhead, and Mlillport stations. By their withdrawal from the Gareloch station some inconvenience will probably be felt by the travelling public between Greenock and the Gareloch, but no doubt provision will eventually be made for carrying the large passenger and goods traffic between the two sides of the river. It is expected the steamers will leave for the Thames as soon as they receive a thorough overhaul.”—North British Daily Mail, December 27, 1875

On the Thames, Craigrownie was renamed Duke of Edinburgh, Ardencaple, Levan and Ardgowan became respectively Duke of Connaught, Duke of Teck, and Duke of Cambridge. Sailing for various owners over the years from the city to the resorts of Kent and Essex, they proved popular. Ardencaple and Levan were in service until the late 1880s, while the other two lasted a further decade. Photographs of the steamers on the Thames are as elusive as those of the steamers on the Clyde.

Duke of Edinburgh on the Thames

Another of the steamers on the Thames

Ian Hope, “The Campbells of Kilmun,” Aggregate Publications, Johnstone, 1981

Ian McCrorie, “The Gareloch Route,” Clyde River Steamer Club, Glasgow, 1972