The Clyde steamers played an important role in World War I, related in an article in February 2015. At the end of hostilities, changes to the different fleets on the Clyde were instituted. This article focuses on the changes that took place with the steamers associated with Messrs Williamson, Buchanan and Turbine Steamers. This part focuses on Williamson-Buchanan steamers. A subsequent article will focus on Turbine Steamers.

As the steamers returned to the Clyde in 1919 from their activities during the war, the following announcement appeared in the newspapers.

“Amalgamation of Two Firms: The amalgamation is announced of the two well-known firms of Clyde river steamer owners, Messrs Buchanan Steamers (Limited) and Mr John Williamson

“Both firms have been associated for a long time with passenger services on the river and estuary, and each has done a great deal to develop this service by placing on their respective routes steamers which have become exceedingly popular and by keeping the services up to date in every way. Messrs Buchanan’s fleet consists of the steamers Eagle III, (built in 1910), Isle of Arran (1892, Isle of Cumbrae (1884), and Isle of Skye (1886), and that of Mr John Williamson of the Benmore (1876), Kylemore (1897), and Queen Empress (1912). At present the Eagle III, the Isle of Arran, the Kylemore, and the Queen Empress are on Admiralty service but it is expected that they will all be released very soon, and that their owners will be able to start their services from Glasgow about the middle of next month.”—Glasgow Herald, Easter Monday, April 21, 1919.

Benmore in 1919 on Caledonian Steam Packet Charter

Isle of Cumbrae on Charter

In fact, the Benmore and the Isle of Cumbrae were already in service on the Clyde, on charter to the Caledonian Steam Packet Co., on the Holy Loch route and the Glasgow and Southwestern Railway, from Princes Pier to Rothesay, respectively. At the beginning of the month of April, the Isle of Cumbrae had been the first to resume the sailings between the upper and lower Clyde that had been interrupted by the Clyde Boom that was removed in the first weeks of February.

Isle of Skye in West Harbour Greenock in 1919

Glasgow Herald, May 8, 1919

Glasgow Herald, May 15, 1919

Kylemore had returned from Admiralty duties on April 5 and Isle of Skye on April 10. Within a few days of the announcement of the formation of the amalgamated company, the final two steamers were returned to the owners. On April 22, Isle of Arran returned from Portsmouth, and three days later, Eagle III arrived from Harwich. Of the four steamers returned in April, three required major renovations and did not enter service until the following year, but the Isle of Skye had spent the war as a tender at Invergordon and refitting was not extensive so that she was the first to re-enter service for the new company in May.

Isle of Skye

Isle of Skye at Rothesay

The livery adopted was that of Mr John Williamson who is listed as the manager of the combined fleet. Henceforth, the steamers were colloquially known as the “White-funnel Steamers”. He was also manager of the Turbine fleet that sailed to Campbeltown and Inveraray with King Edward and Queen Alexandra. The Turbine fleet had acquired the paddle steamers Lord of the Isles and Ivanhoe that stayed on the Clyde during the war, charted for railway connections but also providing some excursions. Ivanhoe was laid up in October 1919 and did not re-enter service but Lord of the Isles continued to sail for John Williamson on the Round Bute cruise until the end of the 1928 season. Queen Alexandra spent the war as a troop-ship and required little renovation. She resumed service to Campbeltown at the end of June. However, King Edward was not released until the end of 1919. Both were available in 1920 when Queen Alexandra was placed on the Inveraray route and King Edward sailed to Campbeltown, switching their pre-war destinations.

Early in 1919, the Queen Empress, together with the turbine steamer, King Edward, had sailed for the White Sea where she served as an ambulance transport in support of the White Russians against the Bolsheviks. She did not return until November 4, and like the remainder of the fleet did not enter service until 1920.

Isle of Cumbrae being broken up at Dumbarton in 1920

The charters of Benmore and Isle of Cumbrae expired in 1920 as the railway steamers were returned to service and both were laid up. Benmore was available at the end of September and took up sailings in October but was laid up later that month because of the shortage of coal. She caught fire in East India Harbour and was eventually broken up. Isle of Cumbrae was broken up at Dumbarton in 1920.

Glasgow Herald, October 1, 1920

Glasgow Herald, September 23, 1920

Steamer services in the early 1920s were punctuated with strikes and other industrial action. Strikes by miners and railway workers limited coal supplies and consequently on several occasions the pleasure sailings were curtailed. Strikes by stokers and sea-men were also responsible for interruptions.

Glasgow Herald, May 19 1921

The post-war refitting of the steamers Queen Empress, Kylemore, Eagle III and Isle of Arran involved replacing the aft saloons that had been removed for minesweeping gear and on Eagle III and Isle of Arran moving the bridge forward of the funnel. Deck shelters, topped with life-rafts, were also provided. The service settled into a routine. One steamer, generally, Kylemore, overnight at Rothesay, had the early morning departure for Glasgow at 8:15 a.m. Sailings from the Broomielaw to Rothesay began at 10:00 a.m. with the departure of Isle of Arran, and Eagle III at 11:00 a.m. with a cruise to Loch Striven on Mondays and Thursdays, Round Cumbrae on Tuesdays and Fridays, and though the Kyles on Wednesdays and Saturdays. Kylemore sailed back down river to Rothesay at 1:30 p.m. Isle of Arran was first to return from Rothesay at 2:30 p.m. and Eagle III was scheduled to leave at 4:40 p.m.; 6:30 p.m. on Saturdays.

 

Kylemore with few aboard off Scotstoun

Kylemore

Kylemore approaching Dunoon

Kylemore leaving Dunoon (McGeachie)

Kylemore at the inner berth, Rothesay

Eagle III leaving the Broomielaw

Eagle III

Eagle III at Port Bannatyne

Isle of Skye sailed to Lochgoilhead, a popular destination as Glasgow developed its acquisition of the Ardgoil Estate. Queen Empress was employed on excursion sailings from Greenock and the Clyde resorts. The popular “Round Bute” cruise was handled by Lord of the Isles owned by Turbine Steamers but under the management of John Williamson.

Glasgow Herald, July 15, 1921

Glasgow Herald, August 19, 1921

Isle of Arran Off Dunoon around 1921

Isle of Arran approaching Dunoon (McGeachie)

Isle of Arran off Dunoon

Queen Empress at the Broomielaw with Isle of Arran 

Queen Empress at Rothesay

Queen Empress off Gourock (Robertson)

Glasgow Herald, July 7, 1922

The company was dealt a blow early in 1923, when John Williamson died. He had fallen ill the previous winter and travelled to Egypt to try to restore his health.

“Intimation has been received in Glasgow of the death at Nice yesterday morning of Captain John Williamson, a prominent figure in Clyde shipping circles. Deceased who was over 60 years of age was managing director of the Williamson & Buchanan Steamers and the Turbine Steamers (Ltd.), and he will be long remembered as the owner of the first commercial turbine steamer, the King Edward. Leaving Glasgow about the end of November for a winter trip in Egypt, he crossed the Mediterranean in January, going to Marseilles. Later he proceeded to Nice, where he caught a chill, which developed into pneumonia. Captain Williamson, who was unmarried, resided at Rothesay, and arrangements are being made to have the remains brought home for burial.”—Scotsman, April 28, 1923.

Isle of Skye at Millport (Langmuir)

For the 1923 season, Isle of Arran had the height of her engine room ventilators increased so that they appeared above the level of the bridge.

Isle of Arran off Gourock (Robertson)

Isle of Arran leaving the Broomielaw

Isle of Arran approaching Renfrew Wharf

Glasgow Herald June 8 1923

Glasgow Herald June 27 1924

Glasgow Herald July 10 1925

Eagle III leaving the Broomielaw

Eagle III in Rothesay Bay (Adamson)

Eagle III in Rothesay Bay (Plant)

On April 29, 1926, the Dumbarton firm of William Denny & Bros. launched the turbine steamer King George V for Turbine Steamers Ltd. Although there were some teething troubles, she was ready for service by the end of August and ran a number of cruises. In the following season, the new King George V replaced Queen Alexandra on the Inveraray route and the older vessel took over the Campbeltown sailings from King Edward, although occasionally, the two newer turbine steamers switched their routes. King Edward was transferred to Williamson-Buchanan Steamers in 1927, replacing Isle of Skye which was sold to the Grangemouth & Forth Towing Co., to run excursions, renamed Fair Maid, on the Firth of Forth.

Fair Maid at Aberdour early in her career on the Forth

Fair Maid at Aberdour

The King Edward added a new dimension to the up-river traffic, offering longer cruises during the week and an afternoon cruise to Rothesay on Saturdays.

Glasgow Herald June 3 1927

Glasgow Herald July 1 1927

Eagle III and King George V bridge under construction

Another development was the opening of King George V bridge by the King on July 12, 1927 that prompted a shift in the excursion sailings from the now more readily accessible Bridge Wharf on the South Bank of the river. Messrs Burns and Laird took over what remained of the Broomielaw for Irish sailings, sharing the quay with the Campbeltown Company.

Eagle III leaving Bridge Wharf

Eagle III leaving the harbour

King Edward at Bridge Wharf

King Edward leaving Bridge Wharf

King Edward at Rothesay in July 1928

King Edward at Rothesay (Spencer)

King Edward at Rothesay (Spencer)

Glasgow Herald Jun 21, 1929

Glasgow Herald June 11 1930

Glasgow Herald June 11 1930

Glasgow Herald June 19 1931

Williamson-Buchanan steamers also served to tender to the liners that visited on cruises to the Clyde. The White-Star liner Adriatic visited Greenock around 1930.

Kylemore as tender to Adriatic

Adriatic from Kylemore

Kylemore at Princes Pier

King Edward on an excursion to Lochgoilhead followed by Isle of Arran in June 1930

King Edward at Lochgoilhead

King Edward July 23 1930 off Dunoon

Kylemore July 22 1930 off Dunoon

Isle of Arran off Dunoon, August 19, 1930

Kylemore leaving Kirn June 25, 1931

Kylemore off Gourock (Robertson)

King Edward approaching Tighnabruaich (Spencer)

Queen Empress on an excursion to Tarbert (Spencer)

Queen Empress at Lochgoilhead

Business was good for the White Funnel fleet and the depressed state of the shipbuilding yards on the Clyde provided an opportunity to add a new vessel. The turbine steamer Queen Mary was launched by Lady Colquhoun from the yard of William Denny & Bros. Ltd. at Dumbarton on March 30, 1933.

“New Clyde Steamer. Launch of the Queen Mary for passenger service:—A new turbine steamer for passenger service on the Clyde, the Queen Mary, so named with the approval of Her Majesty, was launched yesterday by William Denny & Bros, (Ltd.), Dumbarton. The launching ceremony was performed by Lady Colquhoun.

“At the subsequent luncheon Mr Maurice Denny, who presided, said that the launch meant an important addition to the Clyde passenger fleet of Williamson-Buchanan Steamers (Ltd.). Mr Macfarlane and his associates of the owning firm were nothing if not loyal. The fleets which they managed included the Queen Empress, the King Edward, the Queen Alexandra, the King George V, and now the Queen Mary. He might be in order in suggesting to them, especially at that time, that his firm would very much like to build a Prince of Wales, and that as soon as possible. (Applause.)

“The Machinery Installation. Clyde steamers, he said, were divided into two classes—the paddlers and the turbines—and the vessel which had just been launched would swell the ranks of the latter category. Her length was the same as that of the King Edward, but owing to a substantial increase in other dimensions, and in the extent of the erections, her tonnage would be considerably greater than any other steamer of her class on the river.

“Her machinery consisted of the well-tried Scottish boiler supplying steam to three turbines, each directly coupled to a single screw. That arrangement had been criticized as indefensible from the economic point of view: but, while that might be true for what he might call a 300-day per year ship, it was not true for a four or five months steamer. There was no need to assess modernity at the expense of simplicity and passenger comfort. Without disparaging the least the high reliability and smoothness of the geared turbine, his firm believed that for vessels of the class of the Queen Mary no machinery installation was superior to the direct drive, and they were satisfied that the travelling public fully endorsed that view.

“Orders like eels. Mr Denny referred in humorous vein to his prophecy at the launch of the Brighton a short time ago that they might shortly secure the order for two small ships. He did not think at that time that he was being unduly optimistic, but events had shown once more that in these times an order was not an order until the keel was laid, and sometimes not even then. (Laughter.) Getting contract nowadays was rather like fishing for eels. The shipbuilder threw his line, and after weary hours had a nibble. He struck, usually with the result that he lost his bait. On rare occasions the slippery creature was brought to the bank, when, if grasped by the head it wriggled out of their hands, and if seized by the tail, turned round and bit them. (Laughter.)

“Mr Denny presented Lady Colquhoun with a jeweled wristlet watch as a memento of the occasion, and Lady Colquhoun suitably replied.

“Sir Iain Colquhoun, Bart., said that although he was not an expert in such matters, he would like to express hope in the future, and to suggest that at last they had turned the corner. He could not believe, when he thought of the splendid people they had in Scotland and of the magnificent way in which they had faced their troubles that they had not a further contribution to make to the civilization of the world. (Applause.) Their history had only just begun, and was not finished or ended.

“The Prince’s visit. In a passing reference to his tour of the Clydebank and Old Kilpatrick unemployed centres with the Prince of Wales on the previous day, Sir Iain said that it would have made any Scotsman feel proud to witness the splendid way in which the unemployed artisans were behaving. The Prince spoke most highly of them, and one could see that His Royal Highness felt that they were extraordinarily fortunate in Scotland to have such a magnificent type of man.

“Mr H.M. Macfarlane replied on behalf of the ship-owning firm, and, proposing the toast of “Messrs Denny & Brothers,” said that he hoped the new ship would be a revival of shipbuilding in Dumbarton.

“Sir Archibald Denny also spoke, and recalled the occasion in 1853 when the original members of their firm received an order for three steamers for the cross-channel service of Messrs J. & G. Burns on the condition that they took over all the old vessels of the owning firm. Although their banker said that they were heading for ruin, the builders agreed to the proposition, and within a year they had sold all their old vessels with one exception. The same spirit of courage and enterprise existed in the firm at the present day. (Applause.)

“Feature of the new vessel. The dimensions are as follows:—length, 250 ft; breadth, 35 ft; depth, 18 ft. She will be of similar design to the Queen Alexandra and King George V, but the accommodation has been entirely rmodelled, and that for the public has been increased. The vessel will have a large covered-in observation lounge amidships, one mast, and two funnels, and will be of smart appearance. The main machinery consists of three sets of Parsons’ direct-driven turbines, which are supplied with steam from one double-ended cylindrical coal-fired return-tube boiler.”—Scotsman, March 31, 1933.

Queen Mary on trials (Fortune)

Glasgow Herald, May 19, 1933

Glasgow Herald Jun 23, 1933

The Queen Mary entered service on May 20, 1933 and with a passenger capacity of 2,000, established herself on the popular 10:00 a.m. sailing to Dunoon and Rothesay with a non-landing cruise to different parts of the Firth. She replaced Isle of Arran that was sold in May 1933 to the General Steam Navigation Co. for service on the Thames.

Isle of Arran on the Clyde (Adamson)

Isle of Arran on the Thames (Tuck)

Kylemore (Adamson)

King Edward (Adamson)

Eagle III (Robertson)

Queen Mary (Robertson)

Glasgow Herald, July 6 1934

Queen Mary (Adamson)

Queen Mary passing Barclay-Curle’s Engine Works

Queen Mary (Valentine)

Queen Mary at Rothesay (Spencer)

Glasgow Herald September 25, 1934

Queen Mary at Bridge Wharf September 21 1934

Kylemore passing “534” on September 26, 1934 (Fielden)

Discrete negotiations in the Spring of 1935 led to a name change for Queen Mary to Queen Mary II, allowing the name to be used for the new Cunard-White Star liner building at Clydebank.

Queen Mary II (Adamson)

Queen Mary II in Kyles of Bute (Spencer)

Queen Mary II in Loch Ridden (Spencer)

Queen Empress in Kyles of Bute (Spencer)

Glasgow Herald June 7 1935

Glasgow Herald August 2 1935

At the end of the 1935 season, the companies once owned by John Williamson, Williamson-Buchanan Steamers (Ltd.) and Turbine Steamers (Ltd.) were purchased by the London, Scottish and Midland Railway group and Messrs David Macbrayne Ltd., respectively. The King George V and Queen Alexandra were assimilated into the Macbrayne organization, replacing the Columba and Iona that went to the scrap-yard. The Campbeltown and Inveraray cruises became the province of the Caledonian Steam Packet Co. turbine Ducheses.

“Clyde Fleet Sold—Williamson-Buchanan Steamers—It was officially announced in Glasgow yesterday that the steamers and goodwill of the trades of Williamson-Buchanan Steamers (Ltd.) and Turbine Steamers (Ltd.) hae been purchased by David MacBrayne (Ltd.) and the Lomdon Midland and Scottish Railway as from October 3, 1935.

“The deal, which involves a well-known fleet of river vessels, has been pending for some time. The vessels sold are the turbine steamers Queen Mary II, King Edward, King George V., and Queen Alexandra, and the paddle steamers Eagle III., Kylemore, and Queen Empress.”—Scotsman October 4, 1935

The Williamson-Buchanan steamers, Eagle III, Kylemore, Queen Empress, King Edward, and Queen Mary II were shortly afterwards transferred to the ownership of a subsidiary of the Caledonian Steam Packet Co., called Williamson-Buchanan (1936) (Ltd.) With the new company, Queen Empress was moved to ferry duties, running on routes from Wemyss Bay. She had her livery changed to that matching the Caledonian Steam Packet Company steamers.

Queen Empress in Caledonian colours (Langmuir)

Kylemore, retaining her white funnel in her berth at Rothesay

The others, including Queen Mary II retained their white funnel colours and their sailings from the Broomielaw and the lower Clyde piers until the outbreak of war.

Both Kylemore and Eagle III were called up for admiralty duties in World War II. Kylemore was sunk by a German bomber off the east coast of England while net-laying on August 28, 1940.

Christmas postcard from Kylemore—the reverse has pictures of the King and Queen

Eagle III, converted for minesweeping as HMS Oriole, distinguished herself at Dunkirk in June 1940 where she was beached at low tide to facilitate the loading of troops. The story is related in the book on John Rutherford Crosby who was a young R.N.V.R. sub-lieutenant on board and killed later in the war.

John Rutherford Crosby on the beach at LaPanne with H.M.S. Oriole stranded

Loading troops on H.M.S. Oriole at La Panne (Sphere)

Later Eagle III was relegated to duties as an accommodation vessel in the Holy Loch and was broken up after the war.

H.M.S. Oriole in 1946 on the Holy Loch

Queen Empress survived her war service but was sold abroad at the end of hostilities. Both King Edward and Queen Mary II remained on the Clyde during the war, juxtaposing ferry runs with tendering duties. Their exploits after the war will be treated in a future article.

Vogt, Leo, Review 1919, Clyde River Steamer Club, Glasgow, 1975

Duckworth, C.L.D. and Langmuir, G. E., Clyde River and Other Steamers, 4th Edition, Brown, Son & Ferguson, Glasgow, 1990

Blake, George, John Rutherford Crosby, Robert Maclehose, Glasgow, 1946