The Clyde Navigation Trust obtained powers from Parliament in the late 1870s to run steamers up and down the river in the harbour area over which they had jurisdiction. These powers added to those that allowed the Trust to provide cross-river ferries at the various points, but were not immediately translated into action. At its meeting of January 7, 1879, the subject of contracting for boats for the service was deferred for at least a year while the Trust studied the issue in some detail, examining the feasibility of the project. At the meeting of August 5, the Ferries’ Committee was urged to take action to remedy the inconvenience of the workers engaged on the many engineering projects that were taking place in the harbour at that time. At the December 2 meeting, they considered an offer from Messrs Peter Denniston & Co., to run a service between Stockwell Street and the Kelvin for a term of years with the option of extending the service to Rutherglen and Whiteinch. They would make an annual payment to the Trust in exchange for the exclusive rights.

On May 4, 1880, the Ferries’ Committee was urged to take action on the proposal. The Committee responded that they were investigating suitable landing places but it was revealed that there were now two proposals from private gentlemen to run a service and that one would be satisfied with the ferry steps as landing places. However, leasing the service to private parties might conflict with the cross-river ferries and that there was a preference for a service provided by the Trustees.

The matter dragged on through the next two years. It was noted that certain states of the tide precluded a service to Rutherglen and efforts concentrated on the harbour and minimizing disruption to the river traffic. On January 2, 1883, there was a proposal to contract for two ferries to be used for experiments for an “up and down” harbour service, calling at the existing ferry stairs.

The Ferries’ Committee’s Report was eventually received on March 6 1883. An experimental run between Glasgow Bridge and Govan and back had been tried with the present cross-river ferry boats and it was concluded that a similar design but larger, with greater power, and with a covered deck would be most suitable. Specifications were prepared for tenders for the construction of four boats and it was found that they could be obtained for something less than £1,500 each. A three boat service, with one boat in reserve, would allow a boat every 20 minutes sailing from Stockwell Bridge to Govan Ferry, calling alternately on the down and up services at certain of the ferries on the north and south sides of the harbour. The boats would be crewed by three men each, working 14 hours a day. Each round trip would take around an hour. The existing ferry stairs were not considered entirely ideal as calling places but were recommended. A uniform 1d. charge was recommended. The report was approved and events moved ahead with orders placed for the four steamers with Messrs T. B. Seath & Co., Ltd., on March 20.

On February 5 1884, the recommendations on the landing places for the harbor boats were discussed. At Jamaica Street Bridge, the recommendation was that a that wooden stairway be erected and a gateway opened in the railing at the retaining wall. At Stockwell Bridge a wooden stair 6 or 7 ft wide was to be placed outside the quay wall. It was also recommended that boats did not go further west than Sawmill Road for the time being and at Partick, the ferry stairs were to be widened to 2 ft. The problems of the common use of stairs for the cross-river and up and down ferries at Stobcross and Clyde Street were pointed out and arrangements suggested to keep the passengers for the different ferries separate.

Map of Glasgow Harbour with Clutha Ferry Locations in Blue

The boats themselves were built at the yard of Messrs T. B. Seath & Co. of Rutherglen, an appropriate choice since Seath had pioneered the navigation of the upper Clyde. The first of the steamers was launched on January 13, 1884 and was 72 ft long by 13 ft broad, and 5½ ft in depth and could accommodate 235 passengers. The engines were of 12 hp and were supplied by Messrs J. G. Kincaid & Co. Ltd., driving two screws.

“The ferry traffic on the Clyde—launch of the first steamer

“Yesterday afternoon the first of the fleet four saloon steam screw ferries, at present building at Messrs T. B. Seath & Co., Rutherglen, and intended for passenger traffic between Victoria Bridge and other stations in the harbor of Glasgow was launched with complete success. Miss Ada Margaret Mitchell, daughter of Mr. J. L. Mitchell of the Clyde Trust, performed the ceremony of naming the ship, which was christened Clutha. Her dimensions are as follow: 72 feet by 13 feet by 5 feet 9 inches, 7 feet 9 inches from the keel to the promenade deck. Her engines will be fitted from special designs, and with 4 inch cylinder, 6 inch by 10 inch stroke the probable speed attainable will be 10 miles an hour. She will accommodate over 250 passengers. There are two cabins—one fore and aft— fitted with substantial seats and good ventilation. The light is perfect, the whole of the cabin being surrounded with windows with sliding glass panels. The construction of the hull has been carried out with the view of economizing as much as possible, the space on of the harbour on landing and embarking passengers.

“Immediately after the launch a considerable number of gentlemen were entertained to luncheon in the chief office of the firm of builders. Mr T. B. Seath occupied the chair whilst the duties of croupier were discharged by Mr. J. L. Mitchell. Amongst those present were Provost Browne, Crosshill; Messrs Broadfoot, M‘Onie, Reith, Deas, White, and Aitken, all connected with the Clyde Trust; Provost Dick, Mr George Gray, and Rev. Mr M‘Neill, Rutherglen; together with Mr Kincaid, engineer, Greenock, &c. The customary loyal and patriotic toasts having been proposed, the Chairman, in the course of a few remarks, proposed “Success to the Clutha.” He referred to the circumstances that had brought on the order for the fleet of steamers intended for passenger traffic in the harbour. He expressed the hope that the Clutha would give satisfaction. He thought himself she would answer the end for which she had been built, and he could not see what more could be expected of her. He explained at some length the desire he had always had of once again seeing the upper navigation scheme introduced, and stated that if it did not come to pass in his own days, in the future he felt confident that there would be opened up a communication between Rutherglen and the lower reaches of the Clyde. He could not see why there should not be a communication between the extreme eastern and western portions of the harbour. If once he saw this traffic opened up, he might say in the language of Scripture—“Lettest now thy servant depart in peace.” He had very great pleasure in proposing the toast, and coupling with the name of the little lady who had so gracefully performed the ceremony naming the Clutha. He hped the scheme just inaugurated would prove a highly prosperous one not only to the Clyde Trust but also to the general public. (Applause). He presented Miss Mitchell with an appropriate souvenir marking the date of the event. Mr. Mitchell, the croupier, at some length responded to the toast. He expressed the regret he felt in stating that the chairman of the Clyde Trust—the Lord Provost of Glasgow—had been unable to be present Mr. M‘Onie had always taken a lively interest in these boats and he felt sure that they would all have been exceedingly glad to have heard what he would have said had he been there. Referring to the event, Mr Mitchell congratulated the builders and also the Trust on the successful launch that they had just witnessed. This was the first steamer of the fleet. It was the pioneer of a fleet that was intended to render useful service to the general public, and was sure to be taken great advantage of in travelling east and west in the harbour. It was thought that in about two months the whole of the fleet would be ready, and operations would then at once be inaugurated.. The distance that the boats would travel would be about three miles. The final details of the arrangement had not yet been completed, but it was proposed that the eastern terminus, in the meantime, should be the north-west side of Victoria Bridge, and that the steamers should sail from that point to Glasgow Bridge. The next call should be at Springfield, thence to Stobcross, Pointhouse, Govan, and Partick. The facilities to land the steamers at these places had not just been completed. In about three weeks, the vessel No. 1 would be under steam, and they would then be in a position to ascertain by experimental trips the time it would take the boats to travel between the stations indicated. After these trips they would issue time tables. The fares, he explained, were fixed to be 1d.—a uniform charge for the entire distance, or any point to which the passenger travelled. Whilst making this charge, however, it was proposed to reserve on the cabins as first-class, for which 2d. would be charged per head. As to the boats, they were all that could be desired. From the first he might just say, the eyes of the Trust were towards the firm of T. B. Seath & Co. (Hear, hear.) Mr Seath’s experience was exceedingly great and his fame was worldwide in the construction of ships such as these, and long ago he had developed the upper navigation scheme. To Mr. Seath the Clyde Trust was much indebted. He had always taken an interest in the scheme and believed in its success. It was right he said, that the public should know that the confidence the Trust felt in Mr. Seath had been so great that not only the designs of the boats but also the construction had been left to Mr. Seath. There was one exception, however, and he would like it to be thoroughly understood by the public so that if they felt inclined to criticize the style of architecture of the bows of the boats the Trust was entirely to blame in this respect. An explanation was necessarily regarding the bow. They all knew how they had to economize the space at the harbour, and it was of the greatest value to them to adopt the bows so constructed that the steamers should enter the stations after the same manner as the present ferry-boats. The Steamers would be under the control of the ferry Committee. Few outside the Trust had any idea of the number of passengers that were carried from one side of the river to another by the ferries in a year. Within four years there were no fewer than four million passengers carried across the Clyde by means of the ferries, and he was delighted to add that not a single accident had occurred. (Applause.) This, he said, reflected credit upon all concerned, from their late chairman down through the inspectors and crews. it reflected great credit upon the general manager, whose whole time both day and night was almost devoted in the interest of the Trust. (Applause.) It also reflected credit upon Mr Deas , their energetic engineer; but upon none did it reflect more credit than upon their invaluable collector of rates whose indefatigable labours and without whose assistance no chairman could hope successfully to conduct the enormous traffic. He concluded by expressing the hope that this venture of the Trust would result with success not only with reference to the Trust but also to the public. He had only to add that nothing would be wanting on their part to bring about an entirely successful scheme.

“Mr George Gray proposed “The Clyde Trustees,” which was responded to by Provost Browne, Crosshill. Mr Deas proposed “The Lord Provost, Magistrates, and Town Council of Glasgow;” Mr H. M‘Onie replied. Mr Reith proposed “The Royal Burgh of Rutherglen;” Rev. Mr M‘Neill replied. Provost Browne proposed “The Shipbuilding Firm of Messrs T. B. Seath & Co.,” to which Mr Seat replied. A number of other toasts followed.”—Glasgow Herald, January 15, 1884

It seemed fitting to have the new harbour steamers built at the Rutherglen yard of Mr. T. B. Seath. He had pioneered the upper-river sailings from Glasgow to Rutherglen with his Artizan in 1856.

Artizan

The vessel, Clutha No. 1, was followed in January by Clutha No. 2, and by Clutha No. 3 and Clutha No. 4, in February prompting the comment by Mr Renny Watson that the names showed a “sad want of invention.” Numbers were in fact selected for convenience of accounting.

“The Harbour Passenger Steamers.—An official trial of the first of the harbor passengers steamers (Clutha No. 1) was made yesterday. The vessel started from the Bridge Wharf at noon, and was run up to the Green Suspension Bridge at a speed equal to about 10 miles an hour. Several runs were afterwards made down the harbor. The machinery worked with perfect smoothness, and numerous experiments were made to show how easily the steamer may be controlled. Among the gentlemen on board during the trial were the Hon. Lord Provost M‘Onie; Bailie Struthers Hamilton; Provost Browne, Crosshill; Messrs Renny Watson, Andrew M‘Onie, Reith, and Mitchell; Captain White, harbourmaster; Mr. T. B. Seath, &c. Luncheon was served in the cabin. Lord Provost M‘Onie, in proposing the toast of ‘Success to the Clutha,’ expressed satisfaction at the success of the trial.”—Glasgow Herald, February 12, 1884

By the beginning of April, all was ready for the inauguration of the new service.

“The new passenger service on the Clyde.—The Clyde Trustees’ fleet of passenger steamers having been completed and tested, arrangements have been made for inaugurating this new branch of passenger service. On Friday next a formal opening wil be made by the Trustees, and on the following day the boats will be placed at the disposal of the public. The desirability of providing an up and down service of passenger boats in Glasgow harbour has long been recognised by the Trustees. In 1878 the necessary Parliamentary powers were obtained, but as a difference of opinion prevailed regarding the practical working of the scheme nothing definite was done in the matter. But although the Parliamentary powers were allowed to lie in abeyance the matter was not altogether lost sight of, and after being discussed at several meetings of the Trustees a practical scheme was at length resolved on. About six monthe ago Messrs T. B. Seath & Co., Rutherglen, were commissioned to build four passenger boats, each 70 feet long, 14 feet broad, and capable of carrying 250 passengers. The four boats have all been completed, and the trials to which they have been subjected have shown that they are admirably adapted for the service for which they are intended. In shape the new boats resemble an ordinary steamer except at the bows, which have been specially designed to suit the ferry steps or landings. They are exceedingly neat and comfortable, while they are engined to attain a speed of about ten miles an hour. In each boat there are two cabins, one of which may be used by the passengers who pay the ordinary penny fare, while the other is reserved for those who choose to pay a penny extra. There will be a continuous service of boats up and down the harbour from 5 a.m. till 8 p.m. On the down passage, the first boat will leave Victoria Bridge at 5 a.m., and will call at the following landings on different sides of the river:—Jamaica Street, Clyde Strret Ferry (south side), Stobcross Ferry (north side), Queen’s Dock entrance, Kelvinhaugh Ferry (south side), Pointhouse Wharf, and Saw-Mill Road, Whiteinch, which is the western terminus. On the up run the first boat will leave Saw-Mill Road at 5:40 a.m., and the services will be continued every half-hour up to 8:40 p.m. The boats will touch at the following points in the harbour on the up passage:— Pointhouse Wharf, Queen’s Dock entrance, Stobcross Ferry (south side), Clyde Street Ferry (north side), Jamaica Street, and Victoria Bridge. For the entire journey or any part of it the charge is to be one penny; while for those passengers who use the reserved cabin the fare will be twopence. as already stated, the new service comes into operation on Saturday the 12th instant, and as it will supply a long felt want it is pretty sure to be well patronized by the public.”—Glasgow Herald, April 4, 1884.

“The passenger service in Glasgow Harbour commences today. The four steamers yesterday made an experimental cruise down to Bowling, a number of gentlemen interested in harbour and municipal matters being on board.”—Glasgow Herald, April 12 1884

Glasgow Herald, April 9, 1884

Almost immediately, the perils of landing passengers by driving the boats bow-first against harbour steps came to light. This was the first of several teething problems that demanded attention.

“Accident in the Harbour.—Yesterday afternoon an accident occurred at Kelvinhaugh Ferry, north side of the harbor, in connection with the Clutha No. 2, one of the Clyde trustees’ new passenger ferried. A woman named Jane M‘Intyre, residing at 32 West College Street, who had two children along with her, was leaving the steamer, when one of the children, a girl three years of age, had her left foot nearly taken off by being crushed between the boat and the ferry steps. The child was conveyed in a cab to the Western Infirmary.”—Glasgow Herald, April 16 1884

It did not take the Cluthas long to get into further trouble. In the April 24 1884 edition of the Glasgow Herald, there is a report of a Clutha becoming unmanageable after the pin connecting the lever on deck with the engines fell out with the result that the Clutha No. 3 collided with the schooner Lady Helen. The Clutha had 20 passengers on board and while they were alarmed, the vessel was undamaged and continued on her service. The schooner was, however, cut to the water-line.

On July 17 when Clutha No. 4 was being run onto the steps on the Govan side of Kelvinhaugh ferry, a 44 year old labourer, Joseph Joyce, who was standing on the steps, was struck and sustained a compound fracture of his left leg. He instituted an action for £500 against the Trust, claiming that the Clutha No. 4 had been run onto the steps at a rapid and dangerous speed and that the practice of keeping the engines in motion to keep the boat against the steps while the steamer was taking and landing passengers was the cause of the accident. It was pointed out that since the accident, the Trust had altered the manner in which passengers get on and off the steamers by providing a floating platform. He had been earning 33 s. a week prior to the accident and had a wife and young family to support. In defending the action, the Trust maintained that he had taken up a dangerous position on the steps and had ignored the warning cries of the crew and that had materially contributed to the cause of the injury. The case was held in the third week of January 1885.

There were clearly problems with the landing places where the steamers were run bow-first onto the steps at the ferry steps and the engines were kept in motion to hold them there. In addition, the flow of the river frequently turned the vessels, and slowed progress so that schedules were difficult to maintain. There were also complaints that the present boats did not steer well on account of the bow shape although it was noted that with both port and starboard engines operating the steamers could turn in their own length. It was a matter of handling.

Glasgow Herald, June 11, 1884

At the June 13, 1884 meeting of the Trust, a letter from Mr. Seath was read offering to construct two larger boats, 30 ft longer than the originals, 1 ft more beam, with more power making them 2 miles per hour faster, and capable of carrying 100 more passengers for £2500 each. There was public demand for better than a 30 minute service. The four current boats gave a 30 minute service and so it was considered that a 15 min service would require eight boats. However, just two faster boats of the type proposed, running to Govan and Partick and calling only at Finnieston would achieve the same result. The new boats were to have straight yacht bows and would only call at landing-stages and not go into the ferry recesses. The proposal was accepted at the July meeting and the new service was inaugurated in September.

Plan of Clutha No. 5

Plan of Clutha No. 5

The two new Cluthas, Clutha No. 5 and Clutha No. 6 were launched in July from the same yard as their smaller sisters. Their dimensions were: length 100 ft , breadth 14 , and depth 5 ft 9 in. They were also engined by Messrs J. G. Kincaid & Co. Ltd., with an engine of 13 h.p., driving two screws. Each was capable of carrying 325 passengers.

Glasgow Herald, September 8, 1884

An early Clutha and Hopper No 9

“The Harbour Passenger Steamers—The patrons of the Clutha Harbour passenger steamers will be much gratified to hear of the improved service of boats which commences today. When the steamers were put on the only thing the public had to complain of was the long interval that elapsed between the dispatch of each boat from Victoria Bridge (half an hour), the result being that many who would have patronised them did not care for such a long wait and continued to rely upon the tramway cars to set them down expeditiously at places in the Govan and Partick districts. The Clyde Trustees have now arranged that, commencing this morning, a new service of boats will run from the Jamaica Bridge to Sawmill Road every half-hour from 8:15 a.m. until 6:15 in the evening and these steamers, coupled with those running at the old hours, will ensure that passengers may rely upon getting a boat at Jamaica Bridge every fifteen minutes. The new service of steamers will call both on the up and down runs at Stobcross, Pointhouse Wharf, and Govan, a boon that is sure to be much appreciated by the residents in these places. Since the steamers commenced to run in April last they have carried over half-a-million passengers, and increased traffic returns are likely to result from this improved and more frequent service by the two new and larger boats put on the route today.”—Glasgow Herald, September 9, 1884

Clutha No. 6 (M’Queen)

Pontoons were employed at Glasgow Bridge, Stobcross, Plantation, Water Row, Linthouse and Whiteinch. At the more constrained landing places, Meadowside, Highland Lane and Springfield Lane, wooden stairs, parallel to the quayside sufficed, and the dangerous and time-consuming practice of running onto the ferry steps was eliminated. An added advantage was that newer steamers could be broader in the beam as they no longer had to maneuver into the recesses of the cross-river ferries.

Pontoon at Jamaica Street Bridge

Pontoon at Stobcross. The elevated vehicular ferry and the cross-river passenger ferry had separate landing places. A cross-river ferry can be seen on the left of the picture.

The approach to Springfield Lane (Kingston Quay) remained tricky as there were many coastal steamers regularly berthed close to the steps.

“Up and Down River Boats.—August 12, 1889

“Sir,—Kindly allow a grumble and an inquiry of the Clyde Trust.

“Are the up and down river Cluthas bound to call at all the piers as advertised, or is it left to the discretion of the skipper of each? Today at 4 p.m., one of these boats, because there might have been required a very little extra trouble in getting in to the steps at Kingston Quay, coolly went on and left a number of passengers standing there to get the next boat if they chose or not.

“I had thought of investing in a season ticket for the Cluthas. This incident decides against such an idea, if the service is to depend on the humour of the men in charge of the boats. I know they begrudge calling in at Kingston Quay, as this is not the first time the boats have passed without calling. It must be borne in mind that such an omission as that of one boat means an interval of about half-an-hour for intending passengers to wait, and business men at the harbour will not tolerate this., and will rather leave the Cluthas and take the cars. —I am, &c., M.”—Glasgow Herald, August 14, 1889

A Clutha heading downriver for Kingston Quay

The harbour steamers quickly established themselves in the hearts of the people of Glasgow. By 1885, they were carrying over a million passengers (1,113,328) annually, almost doubling this number (2,117,974) by 1890 when two additional steamers were added. Despite their popularity, there were continuing concerns about the costs associate with the Clutha service. In September 1885, it was noted that the annual revenue recoded a loss of £1,167, and the following year the deficit was £2,150, a sum that included costs for dredging the river from Shieldhall to Victoria Bridge. If this was subtracted, the deficit was £59, a marked improvement over the previous year. Generally matters improved after that, to the satisfaction of the Clyde Trustees. However, the ferries had caused great hardship to the tramway companies and their supporters took every opportunity to point out that depreciation on the capital investment—reckoned to be £20,000—and interest were not generally included in the accounts.

Clutha approaching Jamaica Street Bridge

Nevertheless, matters proceeded well. On September 7, 1887, the Trust announced that they would issue six-month season tickets to regular travelers at 20/- for adults and 12/6d for schoolchildren. In December of that year, Clutha No. 4 was given a new engine supplied by Messrs Walker, Henderson & Co., and over a short period the bows of the original four steamers were changed from open to the more regular form.

Clutha No. 7 as built approaching a down-river pier

In October 1889, the Trust asked for tenders for two new ferries. The order, costing £2665 each, was placed with Messrs Murray Bros. of Dumbarton who subcontracted the compound engines to Messrs Matthew Paul & Co. The two vessels, Clutha No. 7 and Clutha No. 8, were launched in June 1890 and were 76½ ft long by 16 ft in the beam and 5 ft in depth. Broader than their earlier counterparts, they appeared with an ungainly full width deck-house aft of the funnel and were approved to carry 315 passengers. The design could not have been a great success as the Trust returned to the builder the following year for two more steamers, Clutha No. 9 and Clutha No. 10 that were of a more conventional design; 90 ft long by 17 ft in breadth and 6 ft in depth at a cost of £2830 each. These latter steamers had greater capacity at 360. Clutha No. 7 and Clutha No. 8 had their deck-houses removed early in 1896 and replaced with an after cabin, increasing their capacity to 375.

Clutha No. 7 as modified in 1896 (Annan)

Clutha No. 7 approaching Govan

“Messrs Murray Bros., Dumbarton, launched on Saturday a twin-screw steamer for the Clyde Trustee’s harbour passenger service; dimensions 90 ft. by 17 ft. by 8 ft. 3 in.. She will be fitted with compound engines by Messrs Matthew Paul & Co., Dumbarton. The vessel on leaving the ways was names Clutha No. 10 by Miss Roberts, Ivy Bank, Dumbarton.”—Glasgow Herald, May 26, 1891

Clutha No. 9 approaching Water Row

Clutha No. 9 at Plantation with puffer Starlight behind, perhaps at the Jubilee celebrations in 1897.

Clutha No. 10 heading downriver from Jamaica Street Bridge (Annan)

The Clutha steamers were used on occasion to inspect the massive works going on in the river around this time. In 1886, Clutha No. 6 was used to visit Merklands Wharf and the new live-animal handling facilities. In August 1891, Clutha No. 10 was used to inspect workings at the new Cessnock Dock. Experiments were also discussed or carried out. The harbour fire-master was anxious to add pumps for fire-fighting to the Cluthas but the Trust declined. They did try out an experiment with Sennett’s apparatus for smoke abatement on Clutha No. 7 in February 1897, but the experiment does not seem to have been extended. Suggestions for Sunday working were voiced in 1891, but again, the Trust resisted.

Clutha No. 4 around 1890 with Madge Wildfire

There were mishaps too. On February 9, 1891, Clutha No. 3 was in collision with the yacht Midge and her master, John Blackley, was fined three guineas. On Saturday April 9, 1892, the wind blew the No. 1 Cross River Ferry at Kelvinhaugh into Clutha No. 2 and three passengers attempting to board the Clutha from the ferry fell into the water. Fortunately they were rescued. On March 1, 1895, a floe of ice struck the Clutha fleet at Victoria Bridge and Clutha No. 2 was carried away and sank after striking the lighter Penguin. Several of the other Cluthas were damaged but quickly repaired. Clutha No. 2 was raised and returned to service with little in the way of ill effects.

Clutha No. 9 passing Strathmore at the Broomielaw around 1897 (Valentine)

After a very successful year in 1895, the Clyde Trust authorized the building of two more vessels. They had considered adding four vessels and disposing of some of the older craft but were content to add two. A design based on Clutha No. 10 was criticized as not being particularly suited to Glasgow’s weather and that the idea of a deck saloon might be revisited but in the end the vessels given cabins below deck but with some improvements. The contract was placed with Messrs Russell & Co., Port Glasgow. Their dimensions were 87 ft. in length by 17 ft in the beam, and 6 ft in depth, and they had engines supplied by Messrs Muir & Houston. Clutha No. 11 was launched on July 9 and Clutha No. 12, a day later.

Clutha No 12

Clutha No. 12 heading downriver at Plantation while one of the older Cluthas heads upstream (Stengel)

“Launch of Cluthas at Port-Glasgow.—Messrs Russell & Co. launched yesterday the first of the two Clutha twin-screw steamers, Clutha No. 11 and Clutha No. 12, for passenger traffic on the river. Their principal dimensions are—length 90 ft, over all; breadth, 17 ft; depth, moulded 8 ft 6 in; while they register 48 tons, and are 82 tons gross. They are each supplied with two sets of compound surface condensing engines, By Messrs Muir & Houston, Glasgow, and are supplied with steam by one boiler of 120 lb working pressure. The steamers are of superior finish, having common saloon and lavatories aft, with handsome smoking saloon forward, in teakwood. They are built to Lloyd’s highest class for river purposes, and will be launched complete, with steam up. The second will be launched today, and both will go on their trials on Saturday, prior to taking up their stations. They are expected to attain a speed of 10 knots and hour.”—Glasgow Herald, July 10, 1896.

“The New Cluthas for Glasgow Harbour.— On Saturday, Clutha No. 11, the first of the pair of new river passenger steamers recently launched by Messrs. Russel & Co., Port-Glasgow, for the Clyde Navigation Trust went down the Firth on her trial trip. The new boat is so nearly similar to those at present on the service as to render a detailed description unnecessary. Her general features are the same but there is all over a noticeable improvement in regard to accommodation and working arrangements. The fore cabin, instead of being confined and comparatively unventilated, is large and airy and has windows above, which open under the deck seat and entirely prevent stuffiness in the room below. The cabin is nicely got up and is decorated with pictures, mostly landscapes and marine views. The smoking-cabin aft is somewhat less pretentious but is considerably above the style of the same rooms on any of the older boats. The machinery and mode of working follow the same lines as those which have been so successful on the older Cluthas. The trials yesterday were run over the measured mile at Skelmorlie, and a speed of 9½ knots per hour was attained. This, remembering that wind and tide were against the boat, was considered very satisfactory. After running her trials the vessel was steamed to the scene of the race for the Queen’s Cup, and those on board had the pleasure of seeing the race to the very best advantage, the Clutha proceeding to several of the mark-boats and waiting until the big cutters had turned. The run was concluded in Rothesay Bay where the finish of the yacht race was seen, after which those on board the Clutha adjourned to the fore-cabin for lunch.”—Glasgow Herald, July 13, 1896

Anticipating the arrival of the new vessels, the Trust removed Clutha No. 4 from service and after altering and finishing costing £880, the reappeared as the Comet, a yacht for the use of the Trustees as an inspection vessel for the harbour works.

An older Clutha passing Messrs Burns steamer Hare

The Clutha service reached its high-water mark in 1896. With eight vessels in service and one spare, they carried over 3½ million passengers. After that, the numbers declined, slightly at first, and then more dramatically as the Glasgow Corporation extended electrification of the tramway system and brought the subway into operation. A little essay by J. A. Hamerton, describes a trip down the river on a Saturday afternoon about this time.

“A Run on a Clutha—J. A. Hammerton

“A noteworthy development of Clyde passenger traffic is to be seen in the successful fleet of harbour steamers known as the “Cluthas.” These sturdy little craft have for several years now been doing a brisk business in conveying passengers between Victoria Bridge and Whiteinch. On Saturday afternoons they are, as a matter of course, particularly busy, and may be seen plying constantly up and down that part of the river lying between the places mentioned, their decks crowded with passengers, and their propellors making as much commotion in the bosom of old father Clyde as if they were full fledged deep-sea liners—little things always do make big noises.

“A run on one of these harbour steamers is not without some interest, nor is it the first time I have paid my modest penny and made the trip. Only the other Saturday afternoon two friends and the writer might have been observed (as the lady novelist would say) passing through the wicket at Victoria Bridge and stepping aboard Clutha No.— Well, I forget the number, but that doesn’t matter, for they are all “six and sax“ as the Scotch phrase goes. A goodly number at passengers come aboard here. The ropes being cast off by the boy, who is no small item of the crew, and the engineer having set his machinery in motion, the rugged old “captain,” who has doubtless seen rougher waters than that on which he is now sailing, sets the craft about, and we are forthwith steaming out into the middle of the stream, where the helm is again put about and we, in obedience thereto, head down the river.

“On the north side, a little way below the Victoria Bridge, the highly ornate masonry of St. Andrew’s Catholic Cathedral is a noticeable landmark. We are now passing beneath the Suspension Bridge and are into that stretch of the river where the real Clyde traffic may be said to begin. In the middle of the stream here, lies the dismantled hulk that serves the Glasgow Naval Volunteers as a training ship. What an ungainly affair it is! And how unlike the trim well-rigged barque or the London Brigade, which rides on the Thames just off the Embankment.

“But bless us, that ancient mariner and ticket collector has just lowered the funnel of our Clutha to permit her passage under the Glasgow Bridge, and the smoke is condensing nicely on our erst immaculate collars and cuffs. The engine stops and we are now at Glasgow Bridge Station, where the passenger list is greatly augmented by a motley crowd or people bound for some of the stages between here and Whiteinch. Here are some football enthusiasts manifestly on a pilgrimage to Ibrox Park, so often the Mecca of football folk. There sits a hardy son of toil clothed in his “other” suit, his rough face tolerably clean, but his cutty pipe as ebonised as ever, and there’s his wife, resplendent in the dress that “answers” her best, her bonnet sporting that fine flower which has graced quite a lot of other bonnets ere now and is prepared to bloom on for a long time yet. And here are the children, these dear youngsters that were running about yesterday in all the luxury of dirt but are now as tidy as you please, Mary looking quite dainty with her neat white pinafore, and Johnny evidently feeling dreadfully uncomfortable in that clean new collar that has cost mother no little elbow grease to put the gloss on it. They are probably going to spend the evening with some suburban friends, and let’s hope they may enjoy their outing. Where all the people are going I can’t imagine, unless it be that many of them are merely taking a trip like ourselves. There’s one young man whom I have my eye on. Just fancy, he’s actually sitting over there with his arm around his sweetheart’s neck—and whispering something, too! But there, Jock and Jenny never were harassed with diffidence or shyness.

“While we have been studying the passengers, the smoky little Clutha has been puffing away gallantly, and we are presently passing the Seamen’s Home, conspicuous by the ball on the top of its little tower, which used to be raised and lowered at certain hours of the day. (It’s the ball I’m talking about.) Near the Home, the steeple of the Seamen’s Bethel reminds us that Jack’s spiritual as well as his temporal welfare is not neglected. Moored alongside Bridge Wharf are a number of coasting steamers and tugs, while several or the Highland, English, and Irish liners are in their berths. The juxtaposition of the names of these vessels affords us considerable amusement. For here we observe the handsome “Cavalier” berthed next to the rather faded “Beauty,” while the “Lady of the Lake,” a dirty little coaster, is taking in coals and other unladylike cargo. I am sure that no “Cavalier” would ever bother his head about this “Lady of the Lake,” who is, in truth, no “Beauty.” Then after leaving Kingston Dock, we notice a vessel rejoicing in the name of “Shakspear.” Why this should be so I cannot divine; for she isn’t graceful, as anything akin to the “Swan of Avon” should be, nor is she over-clean. Stay! Happy thought. Perhaps her owner’s name is Bacon! Again, there’s the “Duke of Argyll,” lying cheek by jowl with the “Clansman.” What a fair conjunction! The “Duke of Leinster” is standing a little way off, but I don’t know what he thinks about the matter.

“Again have I been digressing, but happily our faithful little Clutha never does that, and we are now steaming past the empty goods sheds at Hydepark, and are presently letting off and taking on a few passengers at Finnieston, where we notice that hideous looking ferry recently started there in lieu of a bridge. It is waiting to cross to the other side, and among its cargo are several horses and vans, which are thus saved a long round about journey. This makes one overlook its ungainliness somewhat.

“Leaving Finnieston, we are shortly at the Anchor Line Berths, where that magnificent piece of modem naval architecture, the “City of Rome,” is presently reposing, and which we have an opportunity of viewing in all its external massiveness.

“Highland Lane, Govan, where many of the passengers disembark, is our next stopping place. Here we are in the midst of the great industry of the Clyde—shipbuilding—and on either side of the river great skeleton ships rise up to view, each of which shall some day be—

“Staunch and strong, a goodly vessel,

That shall laugh at all disaster,

And with wave and whirlwind wrestle!”

“As it is Saturday afternoon and the rivetters have ceased striking—or have “struck work” rather—we miss the “clamours of clattering hammers,” which on another day should greet our ears on making this part of the river.

“We next arrive at Govan, where a further contingent of passengers leaves us, and we notice the landing stage is crowded with people waiting the arrival of the next Clutha going up; nor will they have long to wait, for she may he seen a little way down looking quite attractive as she comes gaily steaming up the fine sheet of water which the Clyde here presents, and which just now is seen at its best, the tide being full and the river slightly in spate, while the sun, rapidly travelling westward, is silvering the surface of the water in his journey.

“At Meadowside, we are attracted by the sight of a suburban urchin or the gentler sex, who sitteth dangling her dirty feet in the ditto water. She forcibly reminds us—for her looks are ruddy as the setting sun—of Artemus Ward’s “Large red-headed gal on the banks of the kanawl bathing her feet.” From Meadowside to Whiteinch the bank of the river is charmingly flat, and alongside runs a footpath, such as finds favour with lovers; and, indeed, we notice several couples strolling here.

“Sawmill Road is our next stopping place on the north side, then across to Linthouse, and back to Whiteinch, where we disembark along with the dozen passengers that are remaining at the end of the journey. We overhear some little street urchins telling the ancient mariner that they’re “gaun back again”—the poor little mites have evidently been indulging in a water trip! The Clutha wastes no time, and as we are getting over the stile leading into Dumbarton Road, we observe her starting on her return journey, her smoke-dimmed Union Jack fluttering in the breeze as if it were a worthier one.

“We afterwards visit the Victoria Park, a most attractive public recreation ground, and an ornament to Whiteinch, where we examine, with all the airs of experts, those wonderful fossils unearthed here some time ago; and the sun has gone down to his “gory bed” and the gloamin’ set in as “we three” are sitting atop a tramcar, hurrying citywards.”

By the turn of the century, the writing was on the wall, and on November 30, 1903, the last of the Clutha steamers made its final call at Stockwell Bridge.

An early Clutha leaving Jamaica Bridge with the new Caledonian Bridge under construction

“With their closing run last night, the fleet of steamers known as the Cluthas disappears from the Clyde. The fact is very much to be regretted, because a river passing through the midst of a great city ought to be one of its chief highways not only for seaborne traffic but for local purposes. The Cluthas have been in existence for little short of twenty years, and when they were started they proved a very great convenience. For thirteen years, they were rather a remarkable success, bringing to the Clyde Trustees an average return of four percent on the capital expended, after £17,719 had been set aside for depreciation. Not only so, but even seven years ago, notwithstanding that the competing methods of communication throughout the harbor district were developing, the balance to the good on the individual year (1896) was £4523. The subway and the railways unquestionably did much to withdrawal traffic from the Cluthas but it was unquestionably the electric cars of the Corporation that struck the final blow. It would be unreasonable to complain of the decision of the Clyde Trustees to put an end to a business which could not be worked except at considerable loss. But one hopes that at some future day the river will be available once more as a means of communication within the city. Perhaps when we have a clean and sweet-smelling Clyde, it will become worth while, either for the Corporation or for some enterprising capitalist to establish a fleet of electric launches by means of which Rutherglen and Renfrew maybe brought into touch for purposes of business or pleasure”—Glasgow Herald, December 1, 1903.

Heading into the setting sun by Stobcross

The fleet was quickly dispersed to other rivers around the country. Clutha No. 1 was retained as a messenger boat by the Trust on the Clyde, and Clutha No. 2 ended in the hands of Messrs William Denny & Bros., Dumbarton.

Denny’s TSS Clutha on Drawing Office Staff cruise, July 3, 1920, when they followed the yachts from Hunter’s Quay down the Firth

One of the newer vessels, Clutha No. 12, was sold to owners in Northern Ireland and became Loch Neagh Queen.

Loch Neagh Queen

She returned to Scotland in 1908 when she was named Loch Leven Queen, sailing on Loch Leven from Ballachulish to Kinlochleven. In 1911, she was taken over by Messrs Macbrayne and a year later was moved to Loch Ness where she served as the mail steamer, renamed Lochness, until 1929, although she returned to Loch Leven during the first world war until the early 1920s.

Lochness on Loch Ness

Lochness at Aldourie Pier

Material from “The Cluthas”, Stewart D. Redwood in Clyde Steamers 30, Clyde River Steamer Club, Glasgow, 1994, and “Clyde River Steamers of the Last 50 Years”, Andrew McQueen, Gowans & Gray, Glasgow 1923 is acknowledged.