The Campbeltown and Glasgow Steam Packet Joint Stock Coy. Ltd., had a long history, stretching back to 1826. Rather than writing a separate account, I have chosen to use the company history that was published for the centenary in 1927 and illustrate it with some of the original illustrations augmented with some photographic material of my own. The Campbeltown route by the west coast of Arran has a special place in my family’s history. My mother was brought up in Tangy, just north of Campbeltown, and later removed to High Dougarie farm on the west coast of Arran. The family travelled often on the Campbeltown steamers.

The steamers were particularly handsome with their well recognized funnel-coloring: black-red-black. With black hulls and pink water-line, they presented an attractive picture, particularly the yacht like Kintyre and Kinloch.

Funnel colors and houseflag

The period between 1926 and 1940, when the service ceased is covered in a few paragraphs added at the end of the history.

Campbeltown Steamboat Company. Story of a Hundred Years.—Ships and Men That Have Passed

Campbeltown Courier, 1927

The Campbeltown and Glasgow Steam Packet Joint Stock Coy., Ltd., has just completed a hundred years of its existence, and the centenary is certainly an occasion of very great interest and importance to the communities that have been so long and so regularly served by the Campbeltown Steamers. The company may fairly claim to be the oldest steamship company on the Clyde. Their only rival for the honour was the Laird Line, which was an older concern, but the Laird Company, by amalgamations and absorption, has practically lost its identity. The story of the Campbeltown Company is continuous, unbroken, and independent for a hundred years. It has always been registered in Campbeltown, managed from Campbeltown, and practically owned in Campbeltown: while its continuity is further emphasised by the fact that the great bulk of the shares are held by the descendants of the original shareholders or of those who came in later when the capital of the Company was increased.

Campbeltown’s connection with the application of steam to sea transport goes back to the earliest days. Henry Bell’s Comet began to navigate the Clyde in 1812: the first vessel to steam into Campbeltown Loch came in 1816, only four years later, when a journey of the distance from Glasgow to Campbeltown was considered an adventurous one for a steam propelled boat. The Comet, of course, was not the first steam boat to be seen afloat, although for all practical purposes she may fairly be considered the pioneer steamship. In 1802 William Symington built a tug steamer for use on the Forth and Clyde Canal, but the paddle wheels made a surge that seemed likely to injure the banks, and the steamer was laid aside. In 1807 Robert Fulton was successful in constructing a steamer for use on the Hudson River in America.

The Comet

The Comet was built at Port Glasgow by Messrs John Wood and Co. She was of about 30 tons, and was propelled by an engine of three horse power, made by Henry Bell. Having applied the paddles, several experiments were made, and the vessel was placed on service for passengers. She made five miles an hour against a head wind. Her route was from the Broomielaw of Glasgow to the Custom House of Greenock. She had a small cabin aft furnished with a plain deal table, surrounded by plain deal seats. Her dimensions were 43 ft. 6 in. by 11 ft. 4 in., and her depth was 5 ft. 9 in. Her 4 ft. of draught limited her time of sailing from the Broomielaw, so that her running was irregular, indeed, it was not until 1820 that a steamer drawing only 3 ft. of water was able to guarantee a fixed hour for leaving Glasgow.

That the Comet was an early success is indicated by the fact that only seven months after she commenced running a competitor appeared on the river. This was the Elizabeth, a vessel 13 ft. 6 in. longer that the Comet, with 8 in. more beam. It is an interesting fact, in view of the splendour of the appointments of Clyde river steamers in later years, affording to passengers luxury in travelling unmatched on any similar waterway in the world, that enterprise in this direction early manifested itself. The Elizabeth set a standard of comfort for passengers that was a distinct advance on that furnished by the pioneer boat, and in every successive steam vessel launched thereafter a bid was made for passenger traffic by improvements in the passenger accommodation. The first rival of the Comet had fore and aft cabins. The after cabin was 21 ft. long by 11 ft. 3 in. at the forward and 9 ft. 4 in. at the after end, with head-room of 7 ft.. 4 in. There were seats all round the cabin: the floor was carpeted, and there was a comfortable sofa. The six windows on either side were made to slide up and down, and admitted plenty of light and air and each was hung with maroon curtains and tasselled fringes and gilt ornamentation. The fore cabin was 11 ft. 6 in. by 9 ft. 6 in., and although not so well furnished, it was a tolerably comfortable retreat in cold or wet weather. The Elizabeth was a boat of 40 tons: she was followed in 1813 by, successively, the Clyde of 50 tons, and the Glasgow of 52 tons. In 1814 additions were made of the Trusty, 61 tons: the Industry, 55 tons: the Princess Charlotte, 38 tons: the Duke of Argyll, 72 tons: and the Marjory, 38 tons.

Rapid Development.

Between 1812 and 1820 there were built in all 42 steamers. The Dumbarton Castle of 81 tons was plying in 1815, and she was the first steamer to venture out of the sheltered waters of the river as far as Rothesay. The Britannia, 73 tons, was also plying in 1815, and in the following year she made history by proceeding to Campbeltown. The Dumbarton Castle reached Inveraray in 1816, and inaugurated steam navigation in upper Loch Fyne. The Glasgow was the first steamer to call at Largs. The Rob Roy, 56 tons, exclusive of engine space, was the first steamer to reach Belfast, opening the cross-channel traffic in 1818. She was 80 ft. 11 in. long, 15 ft. 8 in. beam and 8 ft. deep. The Robert Bruce, 90 tons, exclusive of engine space, was the first steamer that traded to Liverpool. She commenced in 1819. It will thus be seen that the development in steam navigation was very rapid. It is told that, on a friend remarking to Henry Bell, in a tone of incredulity, that he had heard that there was a project on foot to send a steamer to Liverpool, he replied—“Liverpool! That’s nothing. They will yet circumnavigate the globe by steam.” Some asked— “How will they stow sufficient coal?” “They could have depots at stated places.” answered Bell, “and carry sufficient to serve them between these.” Sometimes our dreamer’s dreams come true.

For the Liverpool trade there was soon introduced a more powerful type of boat than that engaged in the Clyde traffic. The Majestic, of 227 tons, was launched in 1821. The Robert Bruce was 94 ft. long by 18 ft. 9 in. beam, and 11 ft. deep, while the Majestic was 138 ft. 6 in. long, 23 ft. beam, and 12 ft. 6 in. deep, and was propelled by two engines of 50 horse power. The Sampson, a tow-boat, of 53 tons, began running in 1819: she had two engines of 20 horse power.

In the year 1820—eight years after the pioneer steamboat made her first appearance—there were 33 steamboats plying from the Clyde, the total tonnage being 2118. All sailed from Glasgow, except the Robert Bruce, which did not go further up than Greenock. The Post Boy, of 54 tons, built in 1820, was the first steamer that arrived at and sailed from Glasgow at a fixed hour without reference to the tide. She was 79 ft. 8 in. long, and of 14 ft. 3 in. beam. Her draught of 3 ft. was purposely designed to keep her afloat at the Broomielaw at low tide. It will thus be seen that the development of steam navigation is scarcely more remarkable than the development of the Clyde as a navigable river.

The Britannia.

The one boat of the aforementioned pioneer Clyde fleet which is of peculiar interest to Campbeltown is the good ship Britannia, the first steam-driven vessel to reach our harbour. In the year 1814, two years after the Comet appeared on the scene, two men who subsequently took a prominent and active part in the development of the steamship business, went into partnership. They were Lewis McLellan and Alexander Laird. Their first vessel was the Britannia. A year later they had the Waterloo built. Both were small wooden paddle steamers, not much larger than the Comet, but with much more powerful engines. The two partners must have been men of vision as well as of enterprise. Rothesay, Tarbert, Inveraray, and Campbeltown were far away places in those days. All were served by sailing boats. McLellan and Laird seem to have realised that the Clyde would soon become crowded with competitors, so they determined to extend the benefit of steam navigation to farther away places where the coming of the steamship was as yet but an echo. In 1816 their steamer Britannia started the first steam service between Glasgow and Campbeltown.

At that time the regular trade between Campbeltown and the ports of Greenock and Glasgow was maintained by sailing packets, chief among them being the Isabella, Flora, Caledonia, and Margaret. The packet John and Ann maintained a so-called regular trade with Ayr.

No record seems to exist of the impressions created on the inhabitants of the Arran and Kintyre coastlines bordering Kilbrannan Sound and the populace of Campbeltown on the memorable day when for the first time a vessel driven by steam sailed down the Sound of Kilbrannan and entered Campbeltown Loch. Traditions exist of the hillsides and many other vantage points being crowded by eager and wondering natives, and that a sense of fear as well as astonishment stirred the breasts of many. There are stories of some believing it to be near the end of the world, and piously forecasting and early “judgement” on it all. For the Almighty never meant man to produce a boat that would go, contrary to Providence, against wind and tide. It was neither holy nor canny, and one fear-ridden individual is credited with having made hotfoot for the centre of the hills with the exclamation—“Here’s the deil himsel’ coming doon all in smoke—guid save us!”

Probably few of the spectators realised the significance of the new order of things of which the smoking stack was a sign. It meant the end of comparative isolation to countless communities in our own land, and ultimately the bringing nearer of continent and island to the farthest outposts of the world.

Glasgow to Campbeltown in 14 Hours.

The Britannia on that great occasion for Campbeltown was commanded by one Captain Wise. She took fourteen hours on the passage from Glasgow, a very notable change from the sailing-packet service then in vogue. The arrival and departure of the packets were at irregular intervals. When a boat was ready to set out on a particular day the fact was announced throughout the burgh by the Town Crier, who described them usually as “about to start from the neb,” the term then applied to the Old Quay. It was a quaint tradition handed down to very recent times that these vessels went so leisurely along that the skipper could get planting his potatoes in Bute or Arran on the outward journey and dig them on the return journey. The people in Campbeltown a century ago were evidently as much inclined as they are today to poke fun at the public services by means of a little exaggeration. The fact seems to be, however, that normally it took one week to go and one week to return by one of these packets. The voyage to Glasgow was looked upon as very hazardous by the people, and while twelve days was considered a tedious passage, yet often in stormy weather the journey took much longer. Sometimes, it is said, goods were ordered from Glasgow and duly shipped, and bills at three months drawn from the day the vessel had sailed, and these bills had become due before the goods were delivered. These, one would fancy, must have been extreme experiences in periods of prolonged stormy weather.

The steamer Waterloo, 201 tons burden, was built by McLellan & Laird to sail in conjunction with the Britannia. Her dimensions were:— Length, 98 feet, breadth over the paddles 37 feet. She was fitted with two engines of 30 h.p.

These steamers plied regularly about three times a fortnight between Glasgow and Campbeltown, and every Saturday during the summer one or other of them sailed from the Broomielaw to Inveraray calling at Greenock, Rothesay, Tarbert, and Ardrishaig, returning from Inveraray every Monday.

About ten years later, Laird, now joined in business by his son, established a tri-weekly service between Campbeltown and Londonderry, two new steamers called the Clydesdale and the Londonderry, being built for this trade, which was principally cargo carrying. Concurrently they started a service with another steamer, the Maid of Islay between Glasgow, Stranraer, and Islay.

In “The Glasgow Chronicle” of 15th March, 1825—the year before the institution of the Campbeltown Company—there were only four advertisements of shipping companies. Three of them were announcements of sailing ships loading and the remaining advertisement intimated that:—

“The Steam Packets James Watt and Henry Bell are intended to sail from Greenock with goods and passengers every Tuesday and Friday at three o’clock afternoon for Liverpool.”

Lighters, it appears were despatched from the Broomilaw to Greenock with cargoes on Mondays and Thursdays, an hour before high water, as the Clyde was only navigable at that period by vessels of light draught at high water. The advertisement contains the further interesting announcement that any person sending whisky by these vessels will be prosecuted, and also that “the cabins are well supplied with newspapers and choice libraries.” It may be mentioned that the newspaper from which this valuable information is extracted cost sevenpence.

Local Enterprise.

The success of the new method of sea transport being at length assured, its possibilities as an outlet for local enterprise attracted certain of the citizens of Campbeltown. A group of them, accordingly, formed themselves into a company for the purpose of extending the benefits of steam navigation to Campbeltown in a more intimate way than hitherto. This was in 1826. Two local seafarers, Captains Colville and Harvey, were dispatched to Liverpool to look after the purchase of a steamer. In February, 1826, they bought the Duke of Lancaster, a steamer 103 ft. 5 in. long, 17 ft. 6 in. beam, and 9 ft. 5 in. depth, built at Liverpool in 1822. Her tonnage was 91 net. The price paid was £3800, which reached £4200 before the alterations which were deemed necessary had been completed. After being reconditioned, the Duke of Lancaster was taken to Campbeltown, and a Captain Mathieson, a seaman belonging to the port, was appointed to the command. The enterprise at the outset was not a success. Captain Mathieson had not made more than one or two trips when he reported that in his opinion the vessel was not suited to the trade, for the reason that she drew too much water for the Clyde. This set-back considerably damped the ardour of the young company, and a meeting of the owners having been held, it was decided by a majority to sell the steamer. The Duke of Lancaster was, therefore, put on the market, and she lay at anchor in Campbeltown Loch for some time. Faith in the ultimate success of a project of this kind was not, however, extinguished by the initial failure, and there was a movement among a considerable body of the townsmen to give the venture another trial. The owners of the Duke of Lancaster made several ineffectual attempts to sell the ship to advantage, and ultimately they were induced to part with her for £990 to Messrs Kirkwood, Beith and Colville, acting on behalf of a new company formed of a few of the original owners and others who came in with them.

Duke of Lancaster (Campbeltown Courier)

In October, 1826, a general meeting was held, when it was agreed that Mr. John Colville, jr., afterwards agent of the Clydesdale Bank, should be appointed agent, and the following gentlemen were appointed a Committee of Management and Trustees:- Messrs John Beith, Jr., David Colville, James Grant, William Watson, Alexander Kirkwood, and Daniel Mactaggart.

Original Shareholders.

 The deed of co-partnery records that the company is formed for the purpose of carrying passengers between Campbeltown and Glasgow and other places: that the Duke of Lancaster was bought for £990, but was worth £1280: and that the shares were divided into 64ths of £20 each, giving a capital of £1280. The deed, which is a lengthy one, was written on stamped paper by David Colville, writer in Campbeltown, and inscribed by the following individuals and firms for one share each:—

In November, Captain James Napier, who was at that time in the Londonderry trade, was appointed to the command of the Duke of Lancaster, at a salary of eight guineas per month, in preference to a number of applicants, among whom was Captain Johnston, late of the Henry Bell.

The Steamer’s Sailings.

Daniel Mactaggart, Esq. of Kilkivan, was the first Chairman of the reorganised company, the first financial year of which began in February, 1827, and the following instructions were issued by the Committee to the officials of the company as to the sailings of the steamer:—

“The steamer to sail from Campbeltown on Monday: remain at Glasgow to receive goods on Tuesday: sail from Glasgow on Wednesday: discharge and load at Campbeltown on Thursday: sail that night or early on Friday morning so as to be in Glasgow in time to discharge on Friday afternoon: and to sail to Campbeltown with passengers on Saturday.”

According to an announcement dated May, 1837, the following runs were made during the month from Campbeltown:

 

Thus, during the month of May, 1837, only six trips were made from Campbeltown, which is considerably worse than a general strike or a coal stoppage, so far. The irregularity in the times of sailing will also be noted. These changes were made to suit the tide, so that the old steamer could sail up to the Broomielaw with the flood water.

But it appears that the steamer’s runs were not even by any means so punctual in reality as they were on paper, and it was no uncommon thing, nor was it considered a great misfortune for the steamer to leave the Old Quay at 5 a.m. and only reach the Broomielaw at 10 p.m., after a passage of seventeen hours.

In the winter time it was the common custom to run the steamer only thrice a fortnight from each end. Beds at 1s were provided for the passengers, as the trips were made nearly as often during the night as during the day. Yet these journeys were considered a great event by the jovial and easy-going inhabitants of Campbeltown of those days, and as the steward was “strictly prohibited” from having any other whisky on board than the best “Campbeltown,” it may be accepted that the prolonged sail had its compensations, especially as the price of the primest “entertainment” was about 5d per gill.

Fares in the early days of steam navigation here were:— Campbeltown to Glasgow—Cabin 7s: steerage, 3s 6d. To Greenock—Cabin 6s: steerage, 3s. To Rothesay—Cabin, 4s 6d: steerage, 2s 6d.

The Company Prospers.

At the October meeting of 1831, the company was in such a prosperous state that a dividend of £30 per share was declared. This put the owners in fine fettle, and they agreed to treat themselves to a dinner on board the steamer, which they accordingly did in a sumptuous manner. In the following year the dividend declared was £18 per share, and in 1834, £21. But that was in days when no sinking fund was thought of, and for their prodigality with dividends in the early years of the company the owners smarted in the end.

From a report which Captain Napier made at this time to the Custom House, it appears that the Duke of Lancaster had two engines of 25 horse power each, that she was able to carry 120 passengers, and that from January 1830, to January 1831, she conveyed between Glasgow and Campbeltown as many as 4099 passengers.

It appears that in November, 1833, the Company was reconstituted, and the following companies and individuals became the owners (the capital and value of the shares remaining unchanged), viz:—

By 1835, the Duke of Lancaster had become inadequate for the trade which had developed, and the company in December of that year decided to build a new steamer. A contract was entered into with Messrs Robert Duncan & Co., Greenock, and the shares were increased to 100 at £31 10s, with a capital of £3600, the old shares being equalised. At this time the new shareholders taken in were:—

Second Steamer Built.

In June of 1836 the company’s second steamer, the Saint Kiaran which had been built at Greenock made her maiden trip under command of Captain Napier. Captain Archd. McLean was appointed to succeed him in command of the Duke of Lancaster.

Saint Kiaran (from a painting)

Saint Kiaran (Campbeltown Courier)

The Duke of Lancaster in 1836 had extensive repairs effected upon her costing £1500, and, as the trade between Campbeltown and Glasgow was as yet scarcely sufficient to justify the running of the two steamers regularly, the company decided to extend their activities to Islay and Larne. The Captains did not care about embarking on the Islay trips, a joint report by them stating that “the voyage to Islay is hazardous at all seasons, and in winter particularly so.” For a time the Campbeltown, Glasgow, Islay, and Larne trade was kept up, but ultimately, in November, 1841, the enterprise was abandoned as unlikely ever to be remunerative. In 1837 the Duke of Lancaster began making regular calls at Ayr, but after a fair trial, it was found that the gross receipts would scarcely cover the harbour and port charges.

The ‘Derry steamers then made regular calls at Campbeltown, and both companies appear to have been on friendly terms, for they are found agreeing to make similar charges for passengers and goods by mutual arrangement.

The Company’s Profits.

Through the courtesy of a shareholder whose family interest in the Company goes back to the earliest days, we are able to give the following abstract of the Company’s returns for the first quarter century of its existence. The company’s year ends on 31st August in each year, and the first year’s returns are for eight months only. For the sake of brevity, shillings and pence have been deleted:—

Note.—In 1837 the Islay trade was started: it was discontinued in 1841. In 1847 the Duke of Cornwall received new boilers.

As has been stated the original shares of the company were in 1825 divided into 64ths of £20 each, giving a capital of £1280, and in the first decade the capital had to be doubled to meet the growing trade. Eleven years later this £3600 was in turn more than doubled, reaching £9000 in 1846. In 1867 the Company was registered under the Companies Act of 1862 as an unlimited Company, and in 1879 the number of shares was increased to 1800. In 1883 there was a re-issue of shares, when the firm was registered under the Companies Act, 1862, as a limited company, and the name was changed to The Campbeltown and Glasgow Steam Packet Joint Stock Company, Limited.

First Iron Plated Vessel.

In 1842 the Company put a third steamer on the route. This was the Duke of Cornwall built for them by Caird & Co., Greenock, at a cost of £2978. The new vessel was of 127 net tonnage, practically the same as the St. Kiaran but she was seven feet longer with a foot less beam and two feet less depth. She marked an important departure in shipbuilding however for whereas the hulls of all the early vessels were of wood, that of the Duke of Cornwall was of iron plates. She also quickly established a notable record for speed, sometimes doing the trip to Glasgow in about six hours.

Duke of Cornwall (Campbeltown Courier)

A further step in the Company’s progress was taken in 1848 when the Celt was built at Dumbarton by Messrs Denny, Bros. She was this famous firm’s first paddle steamer, and was greatly admired as a model when she took the water, indeed, she brought considerable repute in her day to a yard that has become world famous for the quality of its work and as the birthplace of vessels that have been the pioneers of their type. The Celt was a bigger boat than any hitherto owned by the Campbeltown Company. Her appointments were also superior, and she continued in the Company’s service till April, 1868, when she was sold for £800 for breaking-up purposes, it was thought, at the time. But she found another purchaser, was re-conditioned, fitted with new boilers, new fore-decks etc., and despatched to India, to be used as a tug passenger boat. She safely reached Calcutta, and so passed beyond the ken of the Clyde. Her farewell to Campbeltown was remarkably similar to that of the old Kinloch of recent memory. She steamed out of the Loch on 8th April, 1868, for Port-Glasgow amid demonstrations that betokened a fond and last farewell. But in November she entered our harbour again on the first lap of her voyage to India. Calcutta was not reached till July of the following year. The Celt was first commanded by Captain Napier, and afterwards successively by Captain Fennick and Captain McDiarmid.

Celt (Campbeltown Courier)

The Company’s next steamer was the Druid, built by Messrs Barclay, Curle & Co., in 1857. She was a remarkably strong vessel, four feet longer, 25 tons less gross capacity, but of 10 horse power more than the Celt. These two vessels plied together for nine years. In 1868 the Druid, never quite a favourite in stormy weather on account of her liability to ship seas, was sold to Mr Robertson, shipbuilder, Greenock, by him converted into a three-masted schooner, and employed on the coasting trade. The last known of her was that she sailed from Irvine with coal for Lisbon, on 5th October, 1880. She was not afterwards heard of, and is supposed to have foundered with all hands in the Bay of Biscay. At the time she was the property of a coal and iron company in Wales.

Druid (Campbeltown Courier)

The Gael Built.

In 1866 the Company placed with Messrs Robertson & Co., Greenock, an order for a new passenger steamer to he named the Gael. The Gael in her day was the pride of this port. Her advent aroused remarkable public interest and enthusiasm, and even today the mention of her name is sufficient to bring the happiest memories back to the older generation of Campbeltonians.

Gael (Campbeltown Courier)

The maiden trip of the Gael took place to Campbeltown on 17th April, 1867. She was commanded by Captain Thomas Kerr, the commodore of the fleet, and in his day the doyen of Campbeltown skippers. There were some 300 people on board. The Gael’s turn of speed was a revelation, attaining as high as 16 knots an hour, and showing that although the advance in other directions had been very marked in the last fifty years, in the matter of speed the old boats conceded nothing to the new. The Gael made the journey from the Custom House Quay, Greenock, to Campbeltown, in 3½ hours. Her arrival here was awaited by great crowds, who occupied vantage points on the quays and around the loch-sides, and who greeted the new flier with ringing cheers. It was a day long remembered. At Kilkerran Battery, where the guns were then in full vigour, a salute was fired as the Gael steamed up the loch. Captain Kerr replied with his little brass cannon. At a dinner on board, among those present were:— Ex-Provost Galbraith, chairman of directors: James Stewart, Esq., Dean of Guild, and ex-chairman: ex-Bailie Love: Messrs Charles Mactaggart, Sam. Greenlees, Matthew Andrew, David McDougall, Alex. Giffen, Samuel Muir, Charles C. Greenlees, Charles McEwing, J. D. Macdougall, James McMurchy, Robert Beith, Archd. Andrew, John Greenlees, Captain McDiarmid of the Celt, and John Murray, general manager.

Gael (Robertson, Gourock)

The Company was now in possession of a fleet of three steamers, and in the summer of 1867 an augmented passenger service was inaugurated which may be said to have marked an era in the passenger traffic to the port. Daily runs were made from each end by Gael, Celt, and Druid. In addition. the Gael made calls four times a week at Innellan, Dunoon and Kirn, while on Wednesdays and Saturdays a connection was made with Rothesay by the steamer Sultan at Innellan.

By 1879 the passenger traffic had so developed that the directors decided to add to the attractions of the Gael by providing additional and even more elegant saloon and dining accommodation than she then possessed. With this end in view the Gael was placed in the hands of Messrs Inglis for the purpose of being reconditioned. The hull was stiffened, new boilers were supplied, the engines were rebuilt, and improved paddle wheels were fitted. A large deck saloon extending along the quarter deck was provided, and the former saloon underneath was converted into a dining saloon. The furnishings were in keeping with the desire to make the Gael a passenger steamer deluxe. Success unfortunately, did not attend the project. The alterations did not come up to expectations: speed was unsatisfactory, the consumpt of coal was far from being economical, and the disappointed owners parted with the pride of their fleet to the Great Western Railway Coy. Not long thereafter the Gael was bought by Messrs MacBrayne to be added to their West Highland fleet. The new owners lengthened the hull and reengined the ship, and for fifty years the Gael served them well on the Oban-Gairloch route Some five years ago the old Gael was brought round to the Clyde to be broken up, and it was an appropriate occurrence that she should have been brought into Campbeltown Loch to lie for a night on her last journey to the ship-breaker’s yard.

The Wee Kintyre.

Once again the Company turned to Messrs Robertson for a new steamer, and thc result was the building of the screw steamer Kintyre, designed more for dealing with the heavier goods traffic than for extensive passenger accommodation. The Kintyre was the prettiest ship of them all. Her lines were graceful, and her perfect model was for many years the pride of the Clyde. She inaugurated the fiddle bow which for fifty years distinguished the Campbeltown boats, and made them kenspeckle on the waters of river and Firth.

Kintyre

The Kintyre was launched on 10th June, 1868, and was christened by the late Miss McMurchy, daughter of the late Mr John McMurchy of Dalaruan Distillery. Among those present on the occasion were Messrs John Galbraith (Chairman) Alex Giffen, John McMurchy, Sam. Greenlees, Thos. Brown, directors: John Ross, John Murray (manager), Alex. Love, and Alex. McPhail.

Kintyre (Robertson, Gourock)

After twenty-five years good work for the Company, and having established herself a favourite with the public, the Kintyre was given an extensive overhaul, receiving new boilers, and having her quarter deck opened up so as to give more deck and passenger accommodation. She carried on, able, seaworthy and serviceable, reputed to be the best “spec” the Company ever possessed, till dire disaster overtook her and sent her to rest on the sea bed somewhere near the measured mile off Wemyss Bay.

Kintyre (Stengel)

Loss of the Kintyre.

The sinking of the Kintyre created a painful sensation at the time. It broke tragically a record of eighty years of immunity from loss of life and property, held by the Campbeltown Company. The Kintyre, however was not on her regular run at the time. When the summer sailings of the three steamers Davaar, Kinloch and Kintyre were finished on the 31st of August, 1907, the Kintyre was out of commission for a short time. To enable the Company to overtake some special runs in connection with the movement of sheep to the September sales, she was brought out again on l8th September, and left Greenock for Campbeltown about eleven o’clock in the forenoon of that day, carrying a crew of 15 all told, but having neither passengers nor cargo. It was a beautiful day, the atmosphere being clear and the sea perfectly calm. The Kintyre, after rounding the east point of Wemyss Bay, hugged the Renfrewshire shore, and through some misunderstanding was run into and sunk by the new turbine steamer Maori, of 3500 tons, built by Denny Bros., Dumbarton, for New Zealand owners, and which was at the time undergoing speed tests on the measured mile. The bows of the Maori crashed with great force into the starboard quarter of the Kintyre, just at the after hatch, and in close proximity to the machinery. Water poured into the great rent in the steamer’s side, the inrush flinging moveable articles on the deck high into the air. The Kintyre rapidly settled down by the stern, and it was soon seen that she could not long remain afloat. The two vessels remained locked long enough to enable the crew of the Kintyre to scramble up the side of the Maori by the aid of ropes thrown to them from the big steamer.

Maori

Captain McKechnie, who was on the bridge when the collision occurred, gallantly stuck to his post, refusing to take advantage of the means of escape offered by the Maori. He had ordered full speed astern in the hope of beaching, his vessel, and Chief Engineer William Lennox, having reversed his engines, joined the skipper on the bridge. Almost the last scene recalled by those who witnessed the accident was the sight of two figures—captain and chief engineer—on the bridge. Meanwhile the Kintyre was quickly settling down into the water. The collision occurred at 11.45. In four minutes the stern was under water. Then came a hissing sound of escaping steam, which was followed by a slight report, and in twenty seconds more the Kintyre had sunk, the bowsprit being the last part of her to remain visible. Captain and engineer remained on the bridge to the end. With the final inrush of water both were hurled into the sea. What became of Mr Lennox, the engineer, is not known, but it is reasonable to suppose that he became entangled with the wreckage and went down. He was not again seen.

Captain McKechnie was more fortunate. When the Kintyre sank he was carried many feet below the surface by the suction. Being a strong swimmer, he kept his head, but when he attempted to strike upwards he discovered, to his horror, that he was entangled among the wreckage. He freed himself and reached the surface in a dazed condition, being picked up by a boat which had been lowered from the Caledonian Company’s steamer Marchioness of Breadalbane.

The engineer who lost his life was about forty years of age, and left a widow and one child. And so passed out the Wee Kintyre, probably the most popular boat the Company ever had. A correspondent of the period, referring to her loss in the “Courier” wrote:—

“Who on the route did not know her? She was inimitable. Her successors were but sorry imitations of her beauty. She was looked on from Greenock to the Broomielaw as a joy for ever, and by every man along the quays she was known to be a model steamship and the finest design of a screw steamer that ever sailed the Clyde. And her like will be no more! She sat squat, yet lightly and snug in the water like no other creation. No feeling of top-heaviness ever entered into one’s calculation of her poise. By the stern, whether light or loaded, there sat the Kintyre, with apparently the same draught, ever graceful, ever secure. Forward her beautiful cut-water, curving out to the inimitable bowsprit, put her in a class alone, and all her lines were in beauteous symmetry. In a southeaster, who that ever was but prayed for the Kintyre below him. She rose to the onrush like a thing alive: like a knife edge she cleft the mass, and while the spray rejuvenated her decks, the green seas went aft along her fenders. Ask anyone who ought to know, ‘tis the same answer, ‘the finest little seaboat that ever sailed to Campbeltown quay’.”

Campbeltown in 1882 with the many distillery chimneys (Valentine)

The Kinloch Appears.

The Kinloch made her advent in July, 1878, having been launched on 28th May, when the christening was performed by Miss T. B. Mactaggart (Mrs A. H. Gardiner). She was designed by Mr Robertson, jr., whose father constructed the two previous steamers—Gael and Kintyre—but was built and engined by Messrs Inglis. She was an iron-plated ship, and a credit to her builders, for on a survey after nearly half a century’s sailing her hull was found to he as sound as a bell. The Kinloch was always a splendid weather boat, and many a severe gale she came through, filling the public with great confidence regarding her sea-going qualities. On her maiden trip she attained a speed of 13.6 knots per hour.

Kinloch

The Company disposed of the Kinloch in 1926 after she had served them well for forty-seven years, and contributed substantially, it is believed, to the ample coffers that enabled her rival and supplanter to be brought into being. Her new owners are the Channel Islands Steam Packet Company, and they are running her with success between Jersey and the mainland of France. The Kinloch left the Clyde for southern waters when the prolonged coal strike of 1926 was just beginning. On her way out of the Firth she called at her old home port, and steamed away with her bunkers full of Campbeltown coal. The Kinloch had a place in the affections of the public not even second to that of the old Kintyre and in a rising southeaster in Kilbrannan Sound there be many who sigh for her decks beneath their feet once again.

Kinloch leaving Greenock

Kinloch at Campbeltown (Valentine)

Kinloch at Campbeltown (Wrench)

The Stately Davaar.

The addition of the Davaar to the fleet in 1885 signalised another bid by the Company for the summer passenger traffic. The Davaar was built by the London & Glasgow Engineering and Shipbuilding Coy., Ltd., Govan, with which Mr Robertson, her designer, was connected. She was launched on 17th May, 1885, when a party from Campbeltown, which included Hon. Treasurer Dunlop (Chairman), ex-Bailie Campbell, Messrs Robt. Greenlees, Robert Aitken, John Murray, C. A. Murray, Archd. Colville, etc., attended. The naming ceremony was performed by Miss Greenlees, Hazelbank (now Mrs Rome, Knockbay), who was accompanied by Mrs C. C. Greenlees, Dunara. The Davaar was larger than the other two steamers of the Company and possessed superior passenger accommodation. There was a similarity in the build of all three boats that distinguished them on the waters of the Clyde, and no doubt the era of the Davaar, Kinloch and Kintyre was a very important one in the annals of the Company.

Davaar (Campbeltown Courier)

Davaar off Gourock (Robertson, Gourock)

The Davaar’s maiden trip was a memorable and notable test of her weather qualities. When she left the upper reaches it was raining and blowing hard from the south, and by the time the Cumbrae Heads were reached the sea was very heavy, and again in the lower reaches of Kilbrannan Sound she was often in a smother of water. Her behaviour was splendid, however, and gave her immediate fame as a good weather boat. The passage to Campbeltown was made in 3 hours 45 minutes, a mean speed of 14¼ knots being attained. A few days later the Davaar ran a successful two-days’ trip from Campbeltown to Douglas, Isle of Man.

Davaar approaching Lochranza (Valentine)

Davaar approaching Carradale in 1898

On board Davaar, 1898

Davaar at Campbeltown

Davaar leaving Carradale

Competition for Passenger Traffic.

In 1903 the Davaar was altered extensively. At first she was a two funnelled steamer and a graceful and stately craft she looked. The alterations were of a striking character. The long-familiar two funnels were replaced by one stalk of bigger diameter, which made her appearance more in harmony with the other two steamers belonging to the Company. The old saloon, it will be recalled, was not flush with the hull of the steamer, there being a passage right round it both at the sides and stern. To afford greater saloon accommodation the new saloon was made to extend across the whole breadth of the steamer, while the saloon deck was run out to the stern. Ladies’ cabin and other conveniences were brought thoroughly up-to-date, and the upholstery of the whole fitted on a luxurious scale, the existing ottoman seats being then introduced. Officers’ quarters and galley accommodation were re-modelled. On the forecastle deck large companions were removed to leave the decks perfectly free for passengers. The steering gear engine was removed further aft, leaving a clear space under the captain’s bridge. The Davaar at the same time was fitted with new main boilers and a new donkey boiler. The Davaar’s first run after these alterations and overhaul was to Ayr on the annual show day trip, and so great was the interest taken in the re-conditioned boat that after the full complement of passengers was aboard large numbers of intending trippers were left on the quay disappointed.

Davaar after 1903 (Murdoch, Gourock)

Davaar after 1903 (Robertson, Glasgow))

Davaar

Davaar off Greenock

Feverish Competition.

During the last two decades of last century the three steamers of the Campbeltown Company—Davaar, Kinloch and Kintyre—experienced a period of great activity. Strenuous efforts were being made by many interests to capture the rapidly growing passenger traffic on the Clyde and Firth, especially during the summer months. The railway companies were in feverish opposition to each other, and there were other purely steamship companies eager to get a footing in the trade. It was the time when the Clyde pleasure fleet reached the height of its glory. To those who lived in that period it will only be necessary to name some of the railway companies’ fliers that came out on the Clyde in rapid succession, each faster and more luxurious than her predecessor, to recall to mind the exciting years in steamboat competition that marked the closing period of the nineteenth century. The Caledonian Company had out the Meg Merrilees, Madge Wildfire, Caledonia, Galatea, Marchioness of Breadalbane, Marchioness of Bute, Marchioness of Lorne, Duchess of Hamilton, and Duchess of Rothesay. The other lines in their efforts to counter this bid for the passenger traffic of the Clyde made effective reply. The North British brought out the Lady Rowena, Lady Clare, Redgauntlet, Dandie Dinmont, Talisman, Kenilworth, and Waverley: and the South Western came on with the Glen Sannox, Glenrosa, Mercury, Neptune, Minerva, Jupiter, and Juno. Twenty-one excursion steamers were built in the last decade of the century. With the opening of the new century the advent of the turbines eclipsed the interest in the railway boats and there was a lull in the feverishness of the rivalry between the railway companies leading up to the subsequent amalgamations and curtailment of services which upper-Firth pleasure resorts bewail to-day.

Davaar at Carradale with sheep aboard (Stengel)

Davaar at Pirnmill ferry (Stengel)

Davaar at Govan, heading up river

The Davaar was engaged in summer during this period practically wholly in the passenger trade, arriving here between one and two o’clock daily, and leaving again at three, with horse charabancs to Machrihanish in connection: the Kinloch and Kintyre maintained the ordinary daily runs, a late boat arriving here each evening. The competition between the railway steamers did not much affect Campbeltown, as no regular service to this port was attempted. The Clyde paddle fliers, of which so much was heard, were only seen in local waters on an occasional special excursion, but their appearance in the loch or at the quay always attracted great interest. From time to time private Companies and the Williamson steamers ran summer service to Campbeltown on the lines which have been consolidated for the last quarter of a century by the Turbine Steamers. It is doubtful if the summer service by the three Campbeltown boats was, on the whole, of any financial advantage to the Company. The loss of the Kintyre curtailed it, and war and post-war conditions put a three-steamer fleet out of court.

Davaar and Kinloch in the 1920s

Kinloch and Columba loading at Gourock

 

Kinloch

Kinloch off Gourock (Robertson Gourock)

Davaar approaching Carradale

Davaar leaving Pirnmill

The Dalriada.

The advent of the Dalriada in 1926 was another milestone in the Company’s history. A very handsome vessel in interior design, appointments and equipment, the Dalriada affords comfort for the travelling public, especially in winter, such as passengers to no other port in the Firth of Clyde or West Highlands have access. Sometimes the communities served by the Campbeltown Company fail to realise how well off they are with the steamers at their disposal, but a look around and a knowledge of the real grievances which other parts of the Western Highlands and Islands are continually voicing with regard to the quality of the steamers serving them, and the uncertainty of their running occasionally makes one think that the west side of the island of Arran, the east coastline of Kintyre and the Royal Burgh of Campbeltown have much to be thankful for in this respect.

Dalriada off Gourock (Robertson, Gourock)

Dalriada off Gourock (Robertson Gourock)

Dalriada at speed, heading down the Firth

Dalriada at the Broomielaw

Dalriada leaving Campbeltown (Jeanie Campbell)

Dalriada in Campbeltown Loch

The Dalriada was built by Messrs Robert Duncan and Co., Ltd., Port-Glasgow and was launched on 15th March, 1926, the naming ceremony being performed by Mrs Hugh Mitchell, Seafield. A successful trial trip to Campbeltown took place on 28th April, when the journey from Gourock to Campbeltown was made comfortably inside of three hours.

The Dalriada is the centennial boat of the Company. She is not only an advance in power and comfort on her predecessors but also marks a departure in design from the models favoured by the Company for sixty years. The old graceful, yacht-like fiddle bow has been replaced by the straight bow, but if one regrets the sacrifice of grace and beauty to utility, one has to acknowledge that the needs of the times have made it inevitable. The Dalriada’s first season was a rather unhappy experience as, owing to the coal strike she was put out of commission for a considerable part of the time, during which a one steamer service was maintained by the Davaar. At the height of the holiday season the Dalriada ran a number of special excursions which proved highly popular.

Dalriada off Gourock (Robertson, Gourock)

Dalriada off Greenock (Feilden)

Dalriada at Lochranza

Dalriada leaving Carradale (Lilywhite)

Davaar at Lochranza (Lilywhite)

Davaar at Campbeltown (Lilywhite)

Pirnmill ferry from Davaar (Jeanie Campbell)

Davaar off Gourock (Robertson, Gourock)

Davaar and Royal Scotsman at the Broomielaw

Davaar, Dalriada and Queen Alexandra at Campbeltown (Valentine)

The contrast in the costs of the first boats owned by the company and their latest acquisition is very interesting. The Duke of Lancaster was bought for £990, but she cost her original owners £4200. Thc Duke of Cornwall was built for £2978. The Davaar cost some £18,000, and the Dalriada over £42,000.

The Royal Mail.

For practically the whole of its existence the Campbeltown Company has flown the flag of the Royal Mail. The Post Office authorities did not immediately grasp the opportunity presented to them for improving the mail service by taking advantage of the new method of sea transport: indeed it appears to have been the competition of the steamers carrying letters privately that compelled them to send Her Majesty’s mails by sea.

Previous to the advent of the steamers, the stage coach was the principal, indeed, practically the only, means of communication on land and it was by this method of travel that Campbeltown kept regularly in touch with the outside world. The mail coach arrived at Campbeltown from Tarbert every week-day except Tuesday at 10 o’clock. Why Tuesday was a blank day is not clear. Despatches were sent off daily (again except Tuesday) at 3 p m.

At that period, also, the badge porters of the town included in their duties the delivery of letters and small parcels collected from coaches and the masters of vessels immediately on arrival, the charge being a halfpenny for each letter and parcel delivered in Campbeltown, and one penny for delivery in Dalintober. In Glasgow letters were delivered on the Broomielaw side of the Cross for a penny and beyond it for twopence each. This was a remarkably cheap arrangement, and of great convenience, for, be it remembered, the penny post was not introduced till 1840.

The Post Office, as has been indicated, at length found the carrying of mails by the sea route a serious menace to their overland mail service via Tarbert, and they made objection to the practice. The consequence was that in December, 1829, the Company suggested to the Post Office that their steamer might be used for the mail service. In February, 1830, an agreement to this end was entered into for a small consideration. On the introduction of Postal Reform in 1840 a new contract was entered into for the conveyance of sealed mail bags by the Royal Mail steamers Duke of Cornwall and Celt. From that time the Company has carried the Royal Mail continuously, not always to their own profit, and not without occasions of threatened rupture because of the inadequacy of the subsidy: but agreement was, happily, always reached in the end, for, after all, the Kilbrannan Sound is to Campbeltown the most expeditious and satisfactory and only feasible mail route. In this connection, however, it is possible that the present century may see as many wonders in the air as the last century saw on the sea.

The Era of the Stage Coach.

The tremendous contrasts in methods of travel which characterised the beginning and the end of the nineteenth century may be realised when it is recalled that the Campbeltown Steamship Company was established in the era of the stage coach. Locomotives were still in the experimental stage in the third decade of the century, for it was not until 1829 that the historic Rainhill trials were held on the Liverpool and Manchester Line to decide whether stationary engines should be employed for haulage, or locomotives. The locomotive won. The inventor was George Stevenson, a colliery engineer, who set himself to construct an engine which could move from place to place on land. After many trials, he succeeded, in 1814, in building one which drew loaded waggons along tram lines. He continued to seek for improvements, and in 1825 he had the satisfaction of seeing one of his engines draw a train of passenger carriages and goods wagons on the new railway which had been constructed between Stockton and Darlington. His great triumph was with the famous “Rocket,” an engine which reached the then astonishing speed of 29 miles an hour. The Liverpool and Manchester Railway was opened in September, 1830, a few months after the death of George IV. In the following ten years railway lines accumulated all over the country and gradually drove the stage coach off the main highways. The first competitor of the stage coach, however, was not the railway but the Clyde steamer, the traffic in goods and passengers between Glasgow and Greenock, then a thriving trade by road being transferred from the land to the river on the appearance there of the Comet and her rivals and successors. When the Glasgow and Greenock Railway was opened in 1841 the whole river and coastwise traffic was in the hands of privately owned steamship companies, and the railway company had a strenuous uphill fight against the competition of the steamers sailing from the Broomielaw.

Coming of the Railway.

To the ceremony associated with the opening of the Glasgow to Greenock Railway the directors of the Campbeltown Steamboat Company received an invitation. The agent who then was Mr Peter Stewart, and a number of the directors attended and saw the inauguration of this interesting phase of railway development. Subsequently proposals were made to the Campbeltown Steamboat Company to limit their steamer runs to Greenock and connect for passenger and goods traffic with Glasgow by rail. The directors, after examining the proposals did not see their way to agree to them. Presumably similar overtures were made to the other steamboat companies operating on the Clyde, and apparently with as little success. The result was that the Railway Company decided to make a bid for the steamboat traffic, and the first of the steamboat fleets to be owned by the railway companies came into being. The railway boats plied from Greenock, connecting with the railway, but the venture was not a success. Although the trains could make the run from Glasgow to Greenock in much less time than the fastest steamers, railway travel in the early days of railways was far from comfortable or attractive. It took the railways a long time to develop a reasonable amount of comfort for their passengers, and even as late as the ‘seventies a railway journey, especially in the third class, had to be undertaken under rather primitive and unsatisfactory conditions. Then the Greenock terminus did not add to the attractions of the railway journey. The train did not, at first, as it does now, run the passengers almost alongside the connecting steamer. The narrow streets of Greenock had to be traversed to reach the quayside, and altogether to the passenger, luggage-laden and possibly accompanied by “ma and the weans” the Broomielaw was far more convenient as an embarking place. The competition between the Railway Company and the private owners of steamers was keen for a while, and there was a sharp cutting of rates that must have been to the disadvantage of both sides. After a few years the Railway Company gave up, and Greenock became an open pier from which all the coastwise traffic was done by privately owned steamers. Ten years later the Caledonian Company made another attempt to establish a fleet of their own, but after two seasons this venture was also abandoned.

Other railway companies met with no more success than the Caledonian in their united efforts to combine a railway and steamer service. The North British attempted it from their then Clyde terminus at Helensburgh (opened 1858) in 1866, and the Wemyss Bay line, opened in 1865, met with no better fortune when they started out with a fleet of three steamers. It is interesting to note that the North British at this period carried the steamer warfare into Lochfyne, sailing to Ardrishaig in opposition to Hutcheson’s boats, the predecessors of the MacBrayne Fleet. The Hutcheson Company repelled the attack and, established the monopoly subsequently enjoyed by MacBrayne’s. The campaign between the rival railway companies was not altogether confined to the water. On land they were watching each other’s moves with the keenness of chess players. In December, 1869, the Glasgow and South Western opened the route via Princes Pier in opposition to the Caledonian terminus at Greenock Central. The Princes Pier route quickly became very popular because of its greater convenience, and for a time the Glasgow and South Western were supreme with their Princes Pier and Wemyss Bay lines. It took the Caledonian Company a long time to reply to their rival’s move, and when they did the process was a tedious and expensive one, involving the tunnelling of Greenock, but it made a tremendous difference to the quiet old town of Gourock. Gourock Pier and Station were opened in 1889, and thereafter the famous yellow-funelled fleet came into being. The subsequent rapid development of the railway fleets has already been told.

Excursions and Charters.

The regular service of the Campbeltown Company’s steamers was occasionally varied by charters and special excursions

In the early days it seems to have been quite customary for farmers moving into or out of this district to charter one or other of the local steamers for the conveyance of their families, stock, and goods and chattels. Consequently the following interesting movements of well-known farming families are to be found in the Company’s records:—

May, 1840—Mr James Dunlop, Bighouse, Dreghorn, came from Ardrossan.

May, 1842—Mr Cunninghame, Kilkivan, came from Ardrossan.

June, 1844—Mr Hunter, Machribeg, and Mr Paterson, Cattadale, came from Troon and Ardrossan respectively.

November, 1845—Mr Charles MacConechy, came from Rothesay.

May, 1846—Mr Skeoch, Uigle, went to Largs.

May, 1861—Mr Nicolson, Backs, went to Kames, Kyles of Bute. (This is the family which is to-day famous in the world of athletics as the Nicolsons of the Kyles).

May, 1861 – Mr Thomas Semple, Smerby, went to Tobermory.

May, 1862 – Mr Fisher, Killellan, went to Kirkcudbright.

May, 1863 – Mr David Paterson went from Cattadale to Troon: Mr Edward Fisher, Ballyshare, to Largs: Mr Dan. Taylor to Rothesay.

May, 1871 – Mr McConechy, Lintmill, went to Port Askaig, Islay.

June, 1850 – 100 Emigrants left for Greenock to join the Charlotte Harrison.

1850 – Celt carried about 100 emigrants from Portree to Campbeltown to be put on board H.M.S. Hercules on behalf of the Highlands and Islands Society.

Excursions were an early feature of the Company’s enterprise.

In the days of the Duke of Lancaster, boat races in Campbeltown Loch were an occasion of public festival of tremendous importance to the inhabitants, and, no doubt, with the object of giving the timid a taste of steamship sailing, in the hope of inducing them to risk the longer voyages for which the Company existed, the directors on such occasions, treated the inhabitants to free sails down the loch to view the competing craft.

Trial by jury at Inveraray was almost an annual occurrence in the early part of last century, and the steamer was engaged to convey the local jurymen to the county town, at a charge of about 12s each, going, waiting, and returning.

On 26th September, 1851, the steamer Celt sailed to Inverary in connection with the Autumn Circuit. The return run to Campbeltown was made in 4 hours 18 minutes—the distance sailed being 70 miles. This gives about 16miles as her average speed per hour, a very remarkable record for 76 years ago.

The list of the earlier pleasure excursions undertaken by the Company’s steamers may be interesting:—

On the occasion of Queen Victoria’s visit to the Clyde in the ‘forties an opportunity was given to the inhabitants of Campbeltown to display their loyalty by joining in the welcome to Her Majesty in the upper reaches. The directors seem to have calculated that interest in the event would justify them in putting two boats on the run, but, alas! the number of tickets they were able to dispose of within a few days of the event did not exceed 40. But if Campbeltown did not go to greet the Queen, Her Majesty came to Campbeltown, the Royal yacht remaining at anchor in the loch for a night during the Royal Visit in 1847. None of the Royal Party landed, but the town was illuminated and bonfires blazed on the hills. The story goes that on arrival of the Royal flotilla the Provost and Magistrates sent the Town Crier round the burgh to inform the inhabitants of the presence on board their yacht in the harbour of Her Majesty and the Prince Consort, and that the bellman’s announcement ran—“Notis! the Queen is in the loch.” That dire disaster, however, is not recorded in history. It was also gossiped at the time, and often repeated thereafter, that Her Majesty was repelled by the appearance—and the odour!—of Campbeltown’s old Mussel Ebb, which then was a tidal foreshore running up to the Lochend dyke. Those who remember the Mussel Ebb at its best—or worst—will scarcely blame the Queen.

Almost a Disaster.

For a long period of years down to comparatively recent times annual excursions to Belfast were a feature of the holiday times in Campbeltown. This trip was inaugurated as far back as 21st August, 1828. The Duke of Lancaster left Campbeltown on the Thursday, and did not return until Saturday. The fares were — Cabin, 10s: steerage, 6s.

In the period the Company were the possessors of the three fine steamers Davaar, Kinloch, and Kintyre the Belfast trip was a regular feature twice a year—at the June local holiday and on the Glasgow Fair Monday. It is with the Belfast trip that there is associated the most alarming accident and the most thrilling experience in the history of the Company’s steamers. Friday, 7th June, 1895, was the Queen’s Birthday Holiday in Campbeltown, and that morning, under ideal weather conditions, the Davaar left for Belfast with some five hundred excursionists on board. All went well till the coast of Ireland was near, when the steamer ran into a dense fog through which it was impossible to see twenty yards ahead. The Davaar steamed slowly on, stopping altogether at intervals, and using all the precautions recognised in a fog. The sea was a dead calm, and while for a time there was uneasiness on board created by the uncertainty as to the vessel’s position, and the eerie feeling that naturally comes to people in a fog-envelloped ship, serious danger was not apprehended. Suddenly the cry rang out, “Breakers ahead,” and almost immediately rocks became visible beyond the steamer’s bow. Before anyone had time to realise what was happening the Davaar glided on to the rocks, striking with several dull thuds, and a roll from side to side, after which she came to rest with her bows fast and her stern in deep water. Naturally much excitement prevailed on board. People in the cabin felt the impact more than those on deck, and their alarm was increased by water coming in the open port-holes but there was no panic. The shore was invisible. Lifebelts were served out and the ship’s boats lowered. Just as the work of transferring the women and children to the boats was beginning, boats arrived from the shore, and a party of coastguardsmen relieved the anxiety of the passengers by reporting, after inspection of the position, that the ship was in no immediate danger. Every soul on board was put on shore without mishap. The passengers were taken from Belfast to Greenock by one of the Irish boats, and they arrived home next day, most of them weary and exhausted by their experiences, and devoutly thankful to be in Campbeltown again. The place where the Davaar struck is known as Brigg’s Reef. It is one of the most dangerous parts of the County Down shore, on the south entrance to Belfast Lough and all who know the coast still shudder to think how miraculous was the escape of the Davaar’s passengers from dire disaster that day, and how near our community was to being plunged into unthinkable grief and loss. Whole families were together on board, and few homes in the community had not a member there.

The Davaar was refloated on the Sunday, practically undamaged, and proceeded to Belfast for survey under her own steam. On the following Wednesday she resumed her ordinary sailings. The escape of the vessel herself was remarkable for the spot had an evil reputation for total wrecks.

Minor Mishaps

The whole record of the Company, however, is one singularly free from accidents of a serious character. There have been minor mishaps from time to time, such as machinery disablement resulting in stoppage and delay, but remarkably few imperilling life or property. The Company has all along been fortunate in the possession of boats of fine stability, capably officered and manned, and in this respect Campbeltown has every reason to be proud of the hundred years’ story of its own steamship company.

There was a serious collision between the Duke of Cornwall and the Dumbarton Castle off the Cloch Lighthouse in the year 1850. In the subsequent inquiry into the affair the skipper of the Campbeltown boat was found blameless.

In 1876 when the Company’s possessions comprised the two steamers Gael and Kintyre, a remarkable series of accidents put both out of commission at the same time. On Saturday, 26th October, the steamer Princess Royal ran into the Kintyre at Whiteinch, while on the Monday following the shaft of the Gael broke when she was at sea off Arran. The Gael had to be towed to the Clyde and a tug steamer was engaged to carry passengers and light goods. The steamer Albion took up the run on the Wednesday, and the Holly on the Thursday and Friday.

Chairmen of Directors.

The Chairmen of the Company since its formation have been:—

The Management.

The agents and managers who have served the company have all been men of business acumen and integrity of character, and their records are long and worthy. Mr John Colville, jr., served as agent and manager from October, 1826, till May, 1839: Mr Peter Stewart from June, 1839, till August, 1869: Mr Duncan Colville was manager from November, 1863, till November, 1865: Mr John Murray, from November, 1865, till May 1884: Mr Chas. A. Murray (brother of the latter), from May 1884, till March 1895. The late Mr Ross Wallace succeeded in 1895, and carried on for 30 years, when his death ended a long and loyal service. He was in turn succeeded by the present manager, Mr Angus Macdougall, who has already given earnest that the fine tradition in the management of the company is in safe and competent hands.

In the agencies established at Glasgow and Greenock the company has been equally fortunate in its servants. The long and excellent record of the late Mr R. M. Dunlop at Glasgow, commenced in February, 1865, was carried on well into the present century, when death ended it. Mr J. L. Macdonald, his assistant for many years, has proved himself worthy of the mantle committed to him. At Greenock Mr John Macmillan looked after the company’s interests from 1865 till 1882, when Mr Peter McCallum succeeded him. On Mr McCallum’s death a few years ago his son stepped into the gap. Long service is always a sign of a good master as well as a good servant, and the company’s record in this respect is to their honour and credit.

The Captains.

The Campbeltown Company has from the beginning been especially fortunate in the men selected to take command of the steamers. On the bridge they proved themselves competent navigators and able seamen, and by the travelling public they were without exception, held in high esteem and regard. Confidence in the man on the bridge is one of the essentials of travel by sea, and the company’s skippers fulfilled this requirement to a degree that was remarkable, and their names became household words in Arran and Kintyre.

Captain Napier was appointed to the Duke of Lancaster on 20th November, 1826, from a large number of applicants, amongst whom were Captain Johnston of the Henry Bell, and Lieut. John Campbell of the Royal Navy, and formerly commander of the steamboat Ben Nevis. Captain Napier, as senior officer navigated in succession, the Saint Kiaran, the Duke of Cornwall and the Celt, retiring on account of ill-health in November 1856. Captain Napier was very keen to continue in service till 20th November, and the directors, on his request, retained him in his position till that date. The reason was this, that 20th November was (1) his birthday, (2) the date on which he was taken prisoner at 20 years of age, (3) the date on which he was appointed master of the Duke of Lancaster, and (4) the date on which he would have served the company for 30 years. It was indeed a remarkable chain of coincidences, and the directors of the day were no doubt more than willing to humour the old man’s notion, for they thought sufficient of his services to pension him well till the end of his days.

Captain McLean was appointed to the command of the Duke of Lancaster in November, 1835, when Captain Napier took charge of the St. Kiaran, and sailed successively Captain of the St. Kiaran and Duke of Cornwall. He resigned on pension in October, 1855.

“Old Captain Kerr”

Captain Thomas Kerr was appointed to the Duke of Cornwall on 5th November, 1855. He appears to have been a man of remarkable personality. He was a great favourite, and the remembrance of him is cherished by people of the older generation to this day. He commenced seafaring at the age of ten with his father who owned a fishing smack. From home waters he gravitated to the deep sea service, and sailed all over the world. Back to the home service again, he took charge of the schooner Rebecca, of Glasgow, a coasting vessel trading with Ireland. Then he became mate of the Mary Jane—afterwards the Glencoe—considered to be the crack boat of her day. Other appointments led to the command of the steamer Islay, which he left to enter the service of the Campbeltown Company. By this time he had a notable record of rescue work and was the recipient of several testimonials, the sum of over £1000 being presented to him on one occasion. He had command successively of the Duke of Cornwall, the Celt, the Druid, the Gael, the Kintyre, the Kinloch, and the Davaar. There was a break for about eighteen months, when he made a venture of his own, running a steamer called the Seamew in the fishing trade. The venture was not a success, and he rejoined the Company in November, 1864, and remained on the active list till 1st May, 1889. Captain Kerr’s fame as a navigator was such that his services were occasionally employed in the navigation of new steamers to the Western Isles. There is a record of an application having been made for him by Messrs Denny of Dumbarton in May, 1882, when they asked that he might be allowed to accompany a party through the Highlands and Islands in the s.s. Goorka, stating—“There is none like him for such an occasion.”

A Memorable Storm.

One of the most memorable passages which stands in the records and to the credit of “Old Captain Kerr” was made in the s.s. Kinloch, on Saturday, 26th January, 1884. On that day was experienced the second of the gales of that tragic week that remains in local memory to this day as “the time the Moy was lost”. The worst bit of the passage was from Lochranza to Campbeltown. The journey occupied four hours, and for one full hour it was said the steamer merely fought for her own position in the churning waters, making no headway at all. Never were a crew and passengers more thankful when the ship slipped under the lee of Davaar Island, and there was relief in the town when the steamer came into sight, for a chronicler of the period records it that on land “distillery chimney stalks were being levelled to the ground, slates and cans blown down in showers like a hail-storm, and even the tombstones in the cemetery scattered hither and thither by the fury of the gale.”

Captain Kerr spent the days of his retirement at Carradale, where he built the house which stands on the height overlooking the pier.

Captain Robert Finnick sailed the Celt for 3 years from 30th May, 1857, previous to which date he had been sailing as mate of the same vessel.

Captain Eaglesome was appointed to the Celt on 1st November, 1860, and to the Druid on 3rd April, 1863. He retired on 26th November, 1864.

Captain McDiarmid, who had been sailing as mate of the Celt got the command on 3rd April, 1863, when Captain Eaglesome took charge of the Druid, and was in charge for five years, until 25th March, 1868.

Captain Bryce Wright had command of the Celt and afterwards the Druid and Kintyre for a period of ten years.

Captain Samuel Muir, a native of Campbeltown, joined the service of the Company in 1858. He got his first command in 1871, when he took charge of the Gael during an illness which compelled Captain Kerr to relinquish duty for a time. In November, 1876, he was appointed master of the Kintyre, was promoted to the Gael on 6th May, 1878: and to the Davaar on 1st May, 1887, on the retirement of Captain Thos. Kerr.

Captain Angus Kerr, a native of the west side of Arran, first joined the Company’s service in May, 1868. He got command of the Kintyre ten years later, when Captain Muir was transferred to the Gael, and in 1889 he took charge of the Kinloch. Subsequently he commanded the Davaar but died rather suddenly in July, 1901, having a seizure shortly after berthing the ship at the Broomielaw.

Captain Peter McFarlane, a native of Tarbert, entered the service of the Company in 1876 in a junior capacity and obtained his first command, the Kintyre on 13th May, 1889. He retired in December, 1916, from the command of the Davaar, after serving the Company faithfully and well for the long period of forty years. He also has since joined the great majority.

Captain Neil Macalister, a native of Tignabruaich, was another who had life-long service with the Company—over 30 years in various capacities. He will be best remembered as commander of the Kinloch, from the bridge of which he retired in 1916. He died a few years ago.

Captain John McKechnie joined the Company as mate. He was promoted Captain of the Kintyre, and was in command when she was lost.

Captain John Galbraith, a native of Saddell, at present in command of the Davaar, has some thirty years service to his credit, and maintains the good traditions of the bridge of the Campbeltown boats. His experience with the Davaar in the big storm of 28th January, 1927, was strikingly similar to that of Captain Thos. Kerr with the Kinloch in 1884. The Davaar, when off Carradale, was struck by a tremendous sea and thrown almost on her beam end, broadside to the gale. It was a moment of extreme peril, but the ship righted herself, and Captain Galbraith ran her before the wind and sea to the lee of Arran, where she dodged about till the storm abated. Campbeltown being reached shortly before midnight.

Captain Neil Galbraith, his brother, whose untimely death after a brief illness, will be fresh in the minds of all, was getting on towards the thirties in his connection with the Company. He served on the three boats Kintyre, Kinloch, and Davaar in various capacities, and was in command of the Dalriada at the time of his death.

Captain Alexander McNiven is the present commander of the Dalriada. He had considerable experience in commands all round the British coasts before joining the service of the Campbeltown Company after the war.

The Steward’s Department.

The history of the Campbeltown Company would not be complete without a reference to the Steward’s Department, which appears to have been developed from somewhat primitive conditions to something almost equal to a first-class hotel. The provision of food was not, at the outset, the chief concern of the stewards’ department of the Clyde steamers. In the days of the Duke of Lancaster it was customary at Campbeltown to see women awaiting her arrival with pitchers of broth and dolling it out in bowlfuls at a small charge to the tired and hungry passengers. Evidence of the convivial customs of the time is to be found in an inventory of the furnishings of the stewards’ department of the St Kiaran, which showed:—

 

And among the troubles of the Campbeltown Company in early days, not the least were those emanating from the stewards’ department. Complaints were being constantly made regarding the conduct of these important officials. Captain Napier was asked to report on the steward’s conduct, and the first report from the worthy skipper has it “that the steward is not so attentive to his duties as he ought: sleeps in in the morning when the vessel is sailing, and is otherwise inattentive to the passengers.” Again in 1831 two directors reported that they had found the steward’s department in a very filthy state and that on comparing the stores with the inventory they had found them very deficient. The committee gave special directions to the steward, and a regular stocktaking was instituted. Every article required in this department was henceforth to be of the very best quality, and the charges were fixed by the company as follows:—

With the laudable intention of patronising local traders, the agent was instructed to get any furnishings required from parties in Campbeltown which could be got on equally good terms as in Glasgow or Greenock

The Captains in the early days of the Clyde steamboats had apparently an interest and kept an eye on how things were going in the steward’s domain. There is a story about one worthy skipper who, on one occasion, put his head into the engine-room and called out to the engineer:—“Keep her going easy, Jeck, there’s a gran’ tred doon below.” The stewards of the Campbeltown boats deserving of mention include—

John Neilson, appointed to the Duke of Lancaster in 1827, served a year.

Duncan Macdougall succeeded him and served till 1832.

Roderick Mackenzie began in 1832, transferred to St. Kiaran in 1836, and resigned in 1838.

Duncan Wilkinson joined Duke of Lancaster in 1836, and resigned in 1842.

Colin Mackenzie joined St. Kiaran in 1838, and served till 1841, succeeded by Alexander Mackenzie who remained till 1843.

John Ralston joined Duke of Cornwall in 1842, and served till 1848.

Alex. Ryburn joined St. Kiaran in 1843, and was a few months in Duke of Cornwall in 1848, when he resigned.

Archd. Turner joined Celt in 1848, and served till 1851.

John McMurchy joined Duke of Cornwall in 1848, served successively in Celt and Druid and retired in 1867.

William Sutherland joined Celt in 1851, served till 1856.

Daniel McIntyre appointed to Celt in 1861, served for a year.

George Henderson became superintending steward of all vessels in Sept., 1862, and continued in that position till 1885, when he was succeeded by Neil Mitchell, who conducted the steward’s department till 1903, when he resigned. Mr Mitchell’s regime saw the steward’s department on the Campbeltown boats raised to a pitch of efficiency not excelled on the Clyde.

When Mr Mitchell retired Mr Thos. Tosh became steward of the Davaar, with superintendence of the Kintyre, and Mr Thomas Bradfield was made responsible for the catering on the Kinloch. Mr Tosh died in September, 1907, after serving on the Davaar from 1886, when he became assistant to Mr Mitchell. Mr Stevenson succeeded, and was in turn followed by Mr John Armstrong. Mr Bradfield left on taking over an hotel ashore, and Mr Sam. M Campbell was appointed to the Kinloch. Mr Campbell still carries on, giving quiet and efficient service on the Davaar. The catering on the Dalriada is in the Company’s own hands.

[The End.]

NOTE.

The foregoing account of the inception and subsequent progress of the Campbeltown & Glasgow Steam Packet Joint Stock Company, Ltd., first appeared, in four instalments, in “The Campbeltown Courier” in March, 1927. It is now reprinted in booklet form in response to many requests that this should be done. In compiling it, the writer tapped many sources and received suggestions and assistance from various quarters, for which he now expresses his thanks. Many appreciations have been received, and in several instances additional information regarding certain phases of the Company’s activities has been offered. While it is highly gratifying to find that so much interest has been aroused by this effort to compile a history of the old Company, the writer has decided to leave the story as it originally appeared.

Alex. J. MacLeod, Courier Office, Campbeltown, April, 1927

The Company’s Steamers

Following the centenary year, the company was able to offer a two ship service in summer and winter—one vessel sailing from Campbeltown and the other from the Broomielaw. On Saturdays, the Campbeltown sailing terminated at Greenock and returned to Campbeltown, with a late sailing to the Broomielaw terminating at Greenock, thus offering excursions to Carradale and Campbeltown.

The Kinloch had been laid up during the coal strike in 1926 and sold to sail from St. Malo to the the Channel islands.  She did not last long on her new employment and in 1928, it was announced that she had been sold to the breakers.

Kinloch at St Malo

Newspaper cutting from 1928

Competition from the turbine steamers of the L.M.S. fleet for excursion traffic in the summer, and road traffic year year round, impacted revenue and in March 1937, both Davaar and Dalriada passed to the ownership of Clyde Cargo Steamers. Ltd under the title of Clyde & Campbeltown Shipping Co. Ltd. Before the end of the following month, the black-red-black funnel coloring had disappeared from the Firth and was replaced by red with a black top, the colors of the MacBrayne fleet as the services were rationalized.

Davaar with red funnel off Greenock

Davaar with MacBrayne funnel at Lochranza

Dalriada with MacBrayne funnel

Dalriada at Gourock

After war was declared in 1939, Davaar was laid up and Dalriada continued alone. However, Davaar returned to service in January following a collision between Dalriada and a destroyer. The respite, however, was short and in February it was announced that the service to Campbeltown would be discontinued in the middle of March 1940. Neither ship survived the war. Dalriada was requisitioned as a salvage ship on the Thames and was sunk in June, 1942. Davaar was kept as a blockship to be sunk in Newhaven Harbour until broken up in July 1943.

Newspaper cutting from February 1940

The color photograph at the beginning of this article shows the Dalriada steaming down the Firth, taken from Davaar when off Garroch Head, heading to Glasgow on July 13, 1939, a fitting tribute to the Company and its ships. The photograph was taken by a grandchild of Mrs David Colville (Margaret Syme) of The Hall, Campbeltown who celebrated her 100th birthday that year on July 8, 1939. The Colville family were noted distillers in the town. The photograph is scanned from a Dufaycolor medium format slide.

Mrs David Colville (Margaret Syme) at her 99th birthday in 1938