In a previous article, the early development of the Helensburgh and Gareloch steamers was outlined. By 1843, Helensburgh, a popular summer watering place with the wealthier residents of Glasgow, was beginning to develop as a year-round residence from which there was a steady business traffic. The burgh pier was, however, problematic. The Gareloch, long a pastoral backwater, was attracting feuars, few at first, but adding to the local residents and the traffic in agricultural produce and the movement of animals. The two main lines of steamboats; the Shandon & Glasgow Steam Packet Co., with the Superb, and Messrs Henderson & M‘Kellar with the British Queen, Sultan, and the new Emperor, competed for the traffic sailing from Glasgow and connecting with Greenock. The Greenock Railway, opened in 1841, attracted some traffic with the steamboats Dumbuck and Royal Victoria, connecting with the railway trains at Greenock. A reduction in fares on the railway was having an effect on the steamboat proprietors but overall, mainly served to stimulate passenger traffic.

In addition to the second-hand steamers such as the Royal Victoria that it had purchased the previous year, the Glasgow, Paisley, and Greenock Railway ordered two new steamers in 1844 for the Railway Steam Packet Co. One of these, Pilot, was designed for the Helensburgh and Gareloch traffic. The other, Pioneer, was for the Dunoon and Rothesay trade. An account referencing the construction of steamers on the Clyde appeared in the middle of April while they were under construction at Paisley.

“Steam-boat building on the Clyde.—An extraordinary degree of activity prevails at present on the Clyde in the building and fitting out of steamers. The Engineer, which ran during a portion of last year, has been lengthened and improved, and is a remarkably fine vessel. The Superb has also been lengthened, and so much improved to entitle it to rank among the new vessels of the season. A beautiful new steamer named the Invincible was lately launched, and now plying on the Largs and Millport station. Three new steamers for the Castle Company are expected to be ready shortly, and will no doubt sustain the high reputation which the Castles have so long enjoyed. At Paisley there are no fewer than four new steamers in course of erection. Two of these are intended to ply in connection with the Greenock Railway—the one to Helensburgh, and the other to Rothesay; the third is to run in conjunction with Lady Brisbane and the Lady Kelburne on the Largs station; and the fourth is a small pleasure yacht for Lord Eglinton. Two other steam pleasure yachts are erecting elsewhere—one of them by Messrs. Thomas Wingate & Co. to be fitted up with the screw-propeller; other by Mr. Robert Napier, for Ashton Smith, Esq. late M.P., on the ordinary principle. The spirited firm of Messrs. Thomson & MacConnell have ordered a handsome steamer companion to the Shandon. It is, we understand, in advanced state, and it is to called the Dolphin. We hear also of a fine steamer being nearly finished to ply between Glasgow and Stranraer, entitled the Albion, and of another beautiful new vessel, the station for which is not yet fixed, to fitted up with Kibble’s patent paddle. A new steamer is already afloat, intended to ply upon Lochlomond. This will make three steamers on Lochlomond this season; and as they are owned, we believe, by rival companies, the public may anticipate “cheap fares” on this queen of Scottish lakes. Mr. William Napier is building two small steam-tugs for the Forth and Clyde Canal, to be propelled by screws instead of paddles. In addition to the steamers which we have enumerated, a number of large steam-ships are in progress. Among these may be mentioned magnificent vessel built Mr. Steel, Greenock, the engines by Mr. Robert Napier, to supply the place of the Columbia in the Liverpool and Boston trade, and to be called, we believe, by the same name. The City of London is another fine steam-ship in the course of erection: with the exception of the Great Britain, the latter is the largest vessel ever built of iron—she is to run between Aberdeen and London. Three large Government mail-packets are being built and fitted out by Mr. Robert Napier, at Govan: their names are the Bloodhound, the Jackal, and the Lizard. In Mr. Napier’s building-yard there is also an iron gun-brig erecting for the Indian Government. The same eminent engineer lately completed the Dundalk, a magnificent large steamer, now plying between Dundalk and Liverpool. Two large vessels for the Ardrossan and Fleetwood station are building by Messrs. Tod & M‘Gregor. This firm are likewise engaged on a large vessel to ply, we believe, between Liverpool and Belfast. There are thus no fewer than from twenty to thirty steamers—some of them of heavy tonnage—and representing a vast aggregate of capital—either lately completed, or at present in course of erection on the Clyde.”—Glasgow Citizen, April 13, 1844

The Pilot was launched on May 4 by Messrs Barr & M‘Nab. At 137½ feet in length by 16 feet in breadth, she was typical of the contemporary Gareloch vessels. Her engine, also by Messrs Barr & M‘Nab was a single cylinder steeple of 60 horse-power. A few weeks later, the second railway steamer, Pioneer, for the Rothesay station was launched from the same yard.

“On Saturday, a fine iron steamer, named the Pilot, was launched from the building-yard of Messrs. Barr and M‘Nab, Paisley. She the property of the Railway Steam Packet Company, and is intended to ply between this port and Helensburgh, Roseneath, and Garelochhead, with passengers to and from the Railway. She is a most handsome vessel, and went off the stocks into the Cart in very fine style, amid the cheers of every Paisley man, woman, and child, who could walk, ride, or crawl to the spot, and who had lungs enough to produce a huzza. The Pilot was named by Miss Ewing of this town. After the launch, a number of ladies and gentlemen, chiefly from this neighbourhood, partook of lunch in Fraser’s Hotel. Provost Falconer of Port-Glasgow ably filled the chair, and our townsman, William Leitch, Esq., made a most efficient croupier. A number of appropriate toasts were drunk with great cheering. We assure our local readers that a launch in Paisley is no joke.”—Greenock Advertiser, May 7, 1844

Sketch of Pilot from a painting showing her in Belfast Lough late in her career.

After being lengthened forward by 17 feet and reboilered over the winter to improve her sailing, Superb began her new season on May 17.

“The steamer Superb has resumed her station, leaving Glasgow for Greenock, Helensburgh, Row, Roseneath, & Garelochhead, at 3 p.m. Returning from Garelochhead at ¼-past 8 morning; Roseneath ¼ to 9, Helensburgh, ¼-past 9, Greenock, ¼ to 10 (except on Monday mornings, when she will, by particular desire, leave Garelochhead at ½-past 6 morning, Helensburgh ½-past 7, direct for Glasgow).—17th May 1844.”—Glasgow Citizen, May 18, 1844

The Henderson & M‘Kellar steamers were also advertised for the season. The Sultan regularly took the Garelochhead sailing while the other two vessels concentrated on the Helensburgh trade.

“The steamers British Queen, Emperor, and Sultan, sail from Glasgow Bridge every day for Greenock, Helensburgh and Rosneath, at ¼ before 8 morning, 11 forenoon, 12 noon, and 5 afternoon; and every Saturday at ½-past 6 evening, leaving Rosneath at ½-past 5, and Helensburgh at ¼ before 6, every Monday morning.

“For Garelochhead, every day at 11 forenoon, returning to Glasgow in the evening; and every Saturday at 5 afternoon, returning direct to Glasgow; every Monday morning at 6, leaving Helensburgh at 7 o’clock.—Glasgow 6th June, 1844.”—Glasgow Herald, June 7, 1844

It is not entirely clear if Pilot served on the station for which she was designated when she entered service in June. The Royal Victoria was also available and was likely on the Garelochhead station and could manage the schedule at the beginning of the year. However when the summer timetables were introduced, one steamer could not keep up the regular Helensburgh ferry in addition to the Garelochhead visits.

Early in the year, the service began with an early morning run from Garelochhead to meet the 8:30 a.m. train at Greenock for Glasgow. Passengers by the 8:00 a.m. from Glasgow were met for the ½-hour sail to Helensburgh, returning to Greenock to meet the 9:30 a.m. up-train for Glasgow. She shuttled back and forth between Helensburgh and Greenock until the connection from the 4:00 p.m. from Glasgow continued to Garelochhead. It was a demanding schedule and depended on a punctuality than was not always present.

“Steam-boats are at present advertised by their owners to depart from Greenock for the undermentioned places (weather, &c., permitting), on the arrival of the down trains which leave Glasgow at the hours specified below:—Down, from Glasgow: Gourock, Dunoon, and Rothesay, 8 a.m., 12 noon, 5 p.m; Helensburgh, 8 a.m., 10 a.m., 12 noon, 4 p.m.; Row and Roseneath, 12 noon, 4 p.m.; Garelochhead, 4 p.m.

“Steam-boats are at present advertised by their owners to arrive from the undermentioned places (weather, &c., permitting), for the up trains which leave Greenock at the hours specified below:—Up, from Greenock: Rothesay, Dunoon, and Gourock, 8:30 a.m., 1:30 p.m., 5:30 p.m.; Helensburgh, 8:30 a.m., 10:30 a.m., 1:30 p.m., 3:30 p.m.; Roseneath and Row, 8:30 a.m., 3:30 p.m.; Garelochhead, 8:30 a.m.—Railway Office, Greenock, 10th April, 1844.”—Greenock Advertiser, April 30, 1844.

In June, the number of advertised connections had greatly increased, and clearly more steamboats were involved, some by private operators and, once Pioneer was available, most likely Pilot was on the Helensburgh station.

“Steam-boats are at present advertised by their owners to depart from Greenock for the undermentioned places (weather, &c., permitting), on the arrival of the down trains which leave Glasgow at the hours specified below:—Down, from Glasgow: Gourock, Dunoon, and Rothesay, 8 a.m., 10 a.m., 12 noon, 4 p.m., 5 p.m; Helensburgh, 8 a.m., 10 a.m., 12 noon, 3 p.m., 4 p.m., 5 p.m.; Row 8 a.m., 10 a.m., 12 noon, 4 p.m., 5 p.m.; Roseneath, 10 a.m., 12 noon, 4 p.m., 5 p.m.; Garelochhead, 10 a.m. 4 p.m., 5 p.m.

“Steam-boats are at present advertised by their owners to arrive from the undermentioned places (weather, &c., permitting), for the up trains which leave Greenock at the hours specified below:—Up, from Greenock: Rothesay, Dunoon, and Gourock, 8:30 a.m., 9:30 a.m., 1:30 p.m., 3:30 p.m., 5:30 p.m; Helensburgh, 8:30 a.m., 9:30 a.m., 10:30 a.m., 12:30 p.m., 3:30 p.m.; 5:30 p.m., 6:30 p.m.; Row, 8:30 a.m., 9:30 a.m., 10:30 a.m., 12:30 p.m., 3:30 p.m.; 6:30 p.m.; Roseneath 8:30 a.m., 9:30 a.m., 12:30 p.m., 3:30 p.m., 6:30 p.m.; Garelochhead, 8:30 a.m., 9:30 a.m.; 6:30 p.m.—Railway Office, Greenock, 1st June, 1844.”—Greenock Advertiser, June 7, 1844.

Royal Victoria was used primarily on the increased Garelochhead sailings.

“Railway and steamers.—On and after the 26th June, 1844, the Royal Victoria steamer, in connection with the Railway, will leave Garelochhead about a quarter past 5 a.m., calling at Shandon, Row, Roseneath, and Helensburgh, for the train from Greenock, at 7 a.m., and will also leave Garelochhead about a quarter past four p.m., calling at the same places for the trains from Greenock, at half-past 6 p.m. For the convenience of passengers, 1st and 2d class carriages will now be attached to these trains, in addition to the 3d class carriages at 6d.

“The Royal Victoria will not now go to Garelochhead to take passengers for the half-past 9 morning train; but will leave Shandon about 8 o’clock, calling at Row, Roseneath, and Helensburgh, for passengers for that train.

“Fares from Garelochhead and Shandon to Glasgow, 3s. first class and cabin, 2s. second class and cabin, 1s. third class in these trains and steerage. Fares from Row, Roseneath, and Helensburgh to Glasgow, 2s. 9d. first class and cabin, 1s. 9d. second class and cabin, 1s. third class in these trains and steerage.—Greenock, 22d June, 1844”—Glasgow Herald, June 24, 1844

There is also a likelihood that Maid of Bute was involved in the railway connections on the Garelochhead station in connection with the railway. At the beginning of October, there was a tragic drowning at Garelochhead when the stewards of the Superb and Maid of Bute were lost.

“The following is a more detailed account of the melancholy accident on the Gairloch, which occurred on Thursday the 3d curt., than that which was given in our last: Mr. M‘Auslan, steward of the Superb had, in the course of the night, paid a visit to Mr. M‘Dougall steward of the Maid of Bute Railway steamer, and when about to return to his own vessel, his friend took the boat, with the intention, it is believed, of accompanying him to the side of the Superb. It is supposed that, in going on board, Mr. M‘Auslan missed his footing and fell into the water, and that Mr. M‘Dougall, in endeavouring to save him, fell or was drawn over the boat’s side. The melancholy result was, that both were drowned. In the morning, the boat was found on the shore, and Mr. M‘Dougall’s cap, but the bodies of the unfortunate men were not recovered till Saturday, when they were picked up near the spot where the sad occurrence is supposed to have happened. Mr. M‘Dougall was an old steward on the Clyde, having sailed in some of the first steam-boats on the Helensburgh station. Mr. M‘Auslan was, we understand, in the prime of life. Both were married, and have left families to deplore their premature and unexpected end, which is also deeply lamented throughout the vicinities where they were long known as respectable and industrious men.”—Glasgow Herald, October 11, 1844

The following year, 1845, saw the addition of the Petrel to the Railway fleet. Messrs Barr & M‘Nab, the builders took the Royal Victoria in part payment. Fortunately for the Railway, the new owners decided to keep the steamer on the Gareloch connection until she was offered for sale at the end of the year.

“Notice.—The proprietors of the steam-boat Royal Victoria, will, until further notice, run her from Helensburgh, Row and Garelochhead, in connection with the railway trains which leave Glasgow at 4 o’clock p.m., and Greenock at ½-past 9 a.m.—Greenock, 26th April, 1845.”—Glasgow Herald, April 28, 1845.

“On Friday afternoon, a fine iron steamer, of 120 horse power, named the Petrel, built for the Greenock Railway Company, was launched from the building yard of Messrs Barr & M‘Nab, of Paisley, the builders of the Pilot, Pioneer,Lady Kelburne, and other elegant river steamers.”—Greenock Advertiser, May 2, 1845

“Steamer for sale.—The steamer Royal Victoria (built by Messrs Barr & M‘Nab), which plyed till the 1st day of October last on the Helensburgh and Gareloch-head stations, in connection with the Greenock Railway Company; she is in good sailing order, and her dimensions are as follows:— Length 107 feet, Breadth 13 feet, Depth 7 feet. For farther particulars, apply to James Barr, No. 11 Abercorn Street.—Paisley, 3rd December, 1845.”—Glasgow Herald, December 5, 1845

The Petrel was not the only new river steamer under construction. On the last day in March, it was reported in the Glasgow Herald that the yard of Messrs Robert Napier a short time previously launched an iron steamer Marchioness of Lorn, “intended for the Helensburgh station, but since disposed of, for another purpose.” It seems likely that this vessel was the Queen of Beauty, launched on March 5, and destined for the Mersey as a ferry. She should not be confused with the Queen of Beauty launched the previous year by Messrs Wingate and powered on the Kibble principle, that sailed on the Clyde. Duckworth and Langmuir in their “West Coast Steamers” note the relationship between the Messrs W. R. Coulborn & Co. who acquired the Queen of Beauty for the New Brighton Ferry on the Mersey and Messrs Henderson & M‘Kellar, and it seems likely that it was for these owners that the Marchioness of Lorn was built. Interestingly, the steamer did come back to the Clyde and ran on the Helensburgh station in 1859.

Messrs Henderson & M‘Kellar did add a new iron steamer, their second Sovereign, launched from Messrs Tod & M‘Gregor’s yard. She was 139 feet in length by 16 ½ feet in breadth with a depth of 8 feet and powered by a steeple engine of 70 horse power, and was ready for the start of the summer season in June. With her clipper bow and bowsprit she was an elegant addition.

“Launch.—A beautiful small steamer was launched from Messrs Tod & M‘Grigor’s building-yard on Saturday last, at 3 p.m., called the Sovereign, belonging to those enterprising steam-boat proprietors, Messrs Henderson & M‘Kellar. She is intended for the Helensburgh and Gairloch stations.”—Glasgow Herald, May 5, 1845.

Sketch of Sovereign from a painting

The new steamers mentioned in advertisements in the middle of the month, allowing an early morning sailing from Garelochhead and Helensburgh.

“Helensburgh and Gareloch steamers.—On and after Friday, 22d May, the steamer that  leaves Glasgow at 4 will leave at 5 afternoon, and the other steamers will continue to sail at their usual hours till about the 1st June, when the summer arrangements will be as follows:—

“From Glasgow. ¼-before 8 a.m. to Roseneath, ¼-before 9 a.m. to Roseneath and Garelochhead, 11 a.m. to Roseneath, 12 noon to Roseneath and Garelochhead, 5 p.m. to Roseneath, 6 p.m. to Roseneath and Garelochhead.

“From Helensburgh. ½-past 6 a.m., *¼-before 8 a.m., from Garelochhead at 7, direct, ½-past 11 a.m., ¼-past 2 p.m., ¼-past 3 p.m., from Garelochhead at ¼-past 2, ½-past 5 p.m., from Garelochhead at ¼-past 4.

“The new steamer Sovereign will sail every afternoon at 6 o’clock for Garelochhead, * leaving Gareloch-head every morning at 7, and Helensburgh ¼-before 8, direct for Glasgow.—16th May, 1845.”—Glasgow Herald, May 19, 1845.

Messrs Henderson & M‘Kellar were now in a position to dominate the trade.

“Helensburgh and Gareloch steamers.—The steamers Sovereign, Emperor, British Queen, and Sultan, will on and after Saturday, 28th June, sail as follows:—

“The new steamer Sovereign, from Glasgow at 11 forenoon for Helensburgh and Roseneath, and at 6 afternoon for Helensburgh, Roseneath, and Gareloch-head, leaving Gareloch-head every morning at 7, and Helensburgh at ¼ before 8 direct for Glasgow.

“The steamer Sultan, for Helensburgh, Roseneath, and Gareloch-head, every morning at ¼ before 9 o’clock.

“The steamers Emperor or British Queen, at ¼ before 8 morning, for Helensburgh and Roseneath; at 12 noon, for Helensburgh, Roseneath, and Gareloch-head; and at 5 afternoon, for Helensburgh and Roseneath. The 12 o’clock boat returns to Glasgow in the evening.”—Glasgow Herald, June 27, 1845.

In October, Sultan was sold to owners in the north east of England, and Messrs Henderson & M‘Kellar placed an order for a replacement.

“Change of hours.—Steamers Emperor, or Sovereign, will sail from Glasgow, on and after Monday the 8th curt., at 3 o’clock p.m. for Greenock, Helensburgh, and Gareloch-head; on Saturday first, at ½-past 3, for Gareloch-head.”—Glasgow Herald, December 5, 1845.

The owners of the Superb also introduced a new steamer. She was a small iron steamer that may well have been constructed on an order that was cancelled. She was 109 feet long, by 13½ feet in breadth and 6 feet in depth, with a 40 horse-power engine and was constructed by Messrs Robert Napier’s yard in Govan. Named Blue Belle, she was sold to a Mr Lamont at the end of the summer and then sold to owners in Trinidad where she was renamed Lady M‘Leod, after the wife of the island’s governor.

“Greenock, Helensburgh, and Gareloch.—On and after Monday the 23d instant (and not the 16th, as formerly intimated) the steamers Superb or Blue Belle, will sail from Glasgow Bridge, at 10 a.m., for Roseneath, and, at 3 p.m. and ½-past five p.m., for Gareloch-head. And will sail from Gareloch-head at 5 a.m. and *¼-after 8 a.m.; Roseneath at ½-past 5 a.m., *¼-before 9 a.m., 1 p.m.; Helensburgh, 6 a.m., *¼-past 9 a.m., ¼-past 1 p.m.; Greenock, ½-past 6 a.m., *¼-past 9, 2 p.m. * This hour will be blank on Mondays, as Superb will continue her direct runs as usual, from Gareloch-head, at ½-past 6 a.m.”—Glasgow Herald, June 16, 1845

With the Petrel, the Glasgow, Paisley and Greenock Railway now offered connections to Largs and Millport.

“Steam-boats are at present advertised by their owners to depart from Greenock for the undermentioned places (weather, &c., permitting), on the arrival of the down trains which leave Glasgow at the hours specified below:—Down, from Glasgow: Dunoon, and Rothesay, 8 a.m., 10 a.m., 12 noon, 4 p.m., 5 p.m; Gourock, 5 p.m.; Helensburgh, 8 a.m., 10 a.m., 12 noon, 3 p.m., 4 p.m., 5 p.m.; Row 12 noon, 4 p.m., 5 p.m.; Garelochhead, 8 a.m. 12 noon, 5 p.m.; Largs, 8 a.m., 12 noon, 5 p.m.; Millport 12 noon, 5 p.m.

“Steam-boats are at present advertised by their owners to arrive from the undermentioned places (weather, &c., permitting), for the up trains which leave Greenock at the hours specified below:—Up, from Greenock: Rothesay, Dunoon, 8:30 a.m., 9:30 a.m., 12:30 p.m., 3:30 p.m., 5:30 p.m; Gourock, 8:30 a.m.; Helensburgh, 8:30 a.m., 9:30 a.m., 10:30 a.m., 12:30 p.m., 3:30 p.m.; 5:30 p.m.; Row, 8:30 a.m., 9:30 a.m., 3:30 p.m.; Garelochhead, 8:30 a.m., 9:30 a.m.; Largs 8:30 a.m.; 12:30 p.m., 5:30 p.m.; Millport 8:30 a.m., 5:30 p.m.

“Passengers will please take notice, that it is the Railway Steamer Pilot which calls at Gourock with passengers by the 5 o’clock down train, and to take passengers for the half-past 8 up train.

“The Royal Victoria steamer is advertised to sail at 12 o’clock noon, from Greenock to Helensburgh and Garelochhead, with pleasure parties.—Railway Office, Greenock, 26th May, 1845.”—Greenock Advertiser, May 30, 1845.

Perhaps one the most significant development of 1845 was the opening of a steam-boat pier at Garelochhead. Although there is no specific date and no account of the opening here, in the lawsuits pertaining to the “Battle of Garelochhead” the origin of the pier is traced to 1845. The wooden pier was erected by Sir James Colquhoun, the local landowner, and might well have been in response to the drowning of the two stewards the previous year.

The other development was the mounting interest of the Caledonian Railway in the Glasgow, Paisley, and Greenock concern. While it would be two more years before the Caledonian took over working the line, and a further four before amalgamation settled the sometime rocky relationship, there was great anticipation that there was money to be made.

In 1846, the new steamer ordered by Messrs Henderson & M‘Kellar was built by their usual builder, Messrs Barr & M‘Nab who had moved their business from the Abercorn on the Cart to a new yard at Renfrew. Messrs Barr & M‘Nab had shown themselves to be highly skilled in producing small iron steamers for the river trade but their success was due in part to the brothers Alexander and Peter Denny, naval architects, who staffed the drawing office and designed and supervised the construction of the vessels they built. In 1844, Alexander and Peter Denny were joined by their bother William who returned from America and had himself previously served as manager of the Govan yard of Robert Napier. The three brothers set up an independent business as naval architects in Glasgow, and then began iron shipbuilding in 1845 at Dumbarton on their own account.

“On Friday afternoon a steamer was launched from the building yard of Messrs Barr & M‘Nab at Renfrew. It was christened the Monarch, by Miss Wallace of Renfrew, and went off in good style. It has been built for the Glasgow and Helensburgh trade.”—Greenock Advertiser, April 7, 1846.

Monarch (Williamson)

The new steamer was 127 feet in length by 16½  feet in breadth and was fitted with the engine and boiler salved from the Countess of Eglinton the previous year. The machinery was a steeple engine of 70 horse-power constructed by Messrs Barr & M‘Nab in 1844. Monarch had no figure-head, bowsprit or mast and was placed on a new station, running in consort with the Edinburgh Castle to Dunoon and Kilmun.

“Dunoon and Kilmun steamers.—The steamers Monarch, or, Edinburgh Castle sail every morning at ½-past 9, ½-past 11 forenoon, and ½-past 5 afternoon, for Greenock, Gourock, Dunoon, and Kilmun.—Glasgow, May, 1846.”—Glasgow Herald, May 29, 1846

“Steamer Edinburgh Castle, or Monarch, sails this day (Friday) for Greenock, Gourock, Dunoon, and Kilmun, at ½-past 9, ½-11, ½-5, till further notice.—21st August, 1846.”—Glasgow Herald, August 21, 1846

Messrs Henderson & M‘Kellar also acquired a new wooden steamer named Prince at the end of March. The hull was built by Messrs Denny & Rankin at Dumbarton and she received the engine of the Lochgoilhead steamer Saint George that had been converted to a coal hulk. She was 120½ feet in length by 15 feet in breadth, and her initial employment with the company is not know. She may have been viewed as a replacement for the Sultan, but she was used later in the year for railway connections.

The Superb came out of a winter lay-up for refurbishment in March.

“Helensburgh and Gareloch-head.—Notice.—The steamer Superb will resume her station upon Friday the 6th instant, (this day), leaving Glasgow every afternoon at 3 o’clock, and returning from Gareloch-head every morning at ¼ past 8, and Helensburgh ¼ past 9.—Glasgow , 4th March, 1846.”—Glasgow Herald, March 6, 1846.

“Notice.—On and after Monday the 1st of June until further notice, the steamer Superb will sail from Glasgow at ¼-before 3 o’clock, instead of 3 o’clock as at present.—Glasgow 28th May, 1846.”—Glasgow Herald, May 29, 1846.

Messrs Henderson and M‘Kellar maintained their Gareloch and Helensburgh service with the Emperor, Sovereign and British Queen.

“Steamers Emperor and Sovereign sail at their usual hours, from Glasgow, at ¼-befor 8 morning, 12 noon, and 4 afternoon, till on and after Thursday first, the 7th instant; but after that date will sail at 5 instead of 4, as at present.”—Glasgow Herald, May 4, 1846.

“British Queen sails every day, at 11 forenoon, for Greenock, Helensburgh, and Gareloch-head, returning to Glasgow in the evening.—4th May, 1846.”—Glasgow Herald, May 4, 1846.

British Queen met with an accident in July and had to be run aground at Helensburgh.

“Steam-packet in danger.—On Friday last, as the British Queen was leaving Roseneath she came in contact with a stone in the channel, and stove in a small portion of her bottom, immediately under the ladies’ cabin. After the accident she leaked rapidly, and it was found necessary to send the passengers upon deck, to remove a portion of the floor, and use exertions to prevent the ingress of the water. All that could be done, however, was only partly successful, and it was deemed prudent to run her aground on the Helensburgh shore. Here the leak was in a great measure stepped, and the steamer then proceeded across to Greenock, where the passengers were all safely landed, but not before some of the ladies on board had been much alarmed.—Glasgow Courier.”—Morning Post, July 6, 1846.

Helensburgh pier remained a significantly difficult obstacle for passengers by the steamers.

“On Saturday evening, while the passengers by the steamer Sovereign were landing at Helensburgh, a gentleman, who carried a child in his arms, accidentally stumbled the foot of the gangway, and, falling into the water, disappeared. Both, however, came the surface immediately and were fortunate enough to be caught by one of the quay porters, who, with the assistance of one or two onlookers, succeeded in rescuing them from what might have proved a watery grave. The wharf, at the point where the accident occurred, is very narrow, and there great necessity for a railing or some other erection to prevent danger to the public from this cause.”—Greenock Advertiser, September 4, 1846

Gangs of pick-pockets who were a cause for concern throughout the Clyde were particularly active on the Helensburgh route, where the crowded Helensburgh pier provided an ideal location for the crime.

“Caution to travellers.—A lady was robbed on Saturday last in one of the Helensburgh steamers of a purse containing £3 19s., and, as she thinks, between the time when she paid her fare to the captain and the arrival of the boat at the Helensburgh quay. Travellers, therefore, cannot too cautious, as there is reason to believe that some of the London light-fingered gentry are in Scotland, no doubt making a “tour of the lakes!” We would likewise suggest to the Helensburgh authorities keep their quay clear. At every arrival and departure of a boat it is crowded to excess by idlers of both sexes, and the scrambling, elbowing, and buffeting in getting along is quite intolerable. This is just the thing for a pick-pocket. The extent to which these gentry are enabled to prey upon the public is indeed astonishing. On Saturday, criminal officers Jordan and Clark apprehended in Saltmarket Street no less than seven well-known English thieves, who on being brought before the police court on Monday, were allowed twenty-four hours to quit the city. The risk of loss would greatly lessened if travellers would bear in mind that they cannot be too careful of property which they carry upon their persons.—Glasgow Courier.”—Edinburgh Evening Post, September 16, 1846

With the Pilot, Captain Lang, the summer arrangements by the railway offered an early morning sailing from Garelochhead, Row and Helensburgh, meeting the 8:30 up train to Glasgow at Greenock. The 8 a.m., 10 a.m., 12 noon, 3 p.m. and 5 p.m. down trains from Glasgow had connections to Helensburgh, with the 5 p.m. continuing to Row and Gareloch-head, and the noon connection carried on to Row where it remained for about an hour. Service from Helensburgh met the 8:30 a.m., 10:30 a.m., 12:30 p.m., 3:30 p.m., and 5:30 p.m. up trains from Greenock. The railway also indicated that they were making arrangements for additional Helensburgh connections.

However, the railway’s venture into steamboat services was not viewed as a success. The steamboat operations were expensive and the competition with the steamboat owners made them uneconomic. An arrangement was made with the steam-boat companies to maintain connections with the trains. On October 5, the Pilot and the other railway owned steamers were withdrawn and sold to Messrs G. & J. Burns who also took over the Castle steamers.

“Glasgow, Paisley, and Greenock Railway, on and after the 5th instant, the steamer Pilot, will be withdrawn from the Helensburgh, Row, Roseneath, and Gareloch-head stations.

“The Railway Company have arranged with Messrs Henderson & M‘Kellar, and the owners of the Superb to run their boats in connexion with the trains,—as to which see their advertisements.”—Greenock, 1st October, 1846.”—Glasgow Herald, October 5, 1846.

“Glasgow, Paisley, and Greenock Railway, on and after Monday the 5th instant, the railway steamers will be withdrawn from the Helensburgh, Row, Roseneath, and Gareloch-head stations; and also from the Dunoon and Rothesay stations.

“The Railway Company have arranged with the owners of the Castle steamers, the Largs steamers, and the Helensburgh steamers to run their boats in connexion with the trains,—as to which see their advertisements.”—Greenock, 3rd October, 1846.”—Glasgow Herald, October 5, 1846.

Around this time, John Barr of Messrs Barr & M‘Nab gave up shipbuilding at Renfrew following some “contract failures” and the dissolution of his partnership with Andrew M‘Nab. The Renfrew shipyard was purchased by James Henderson of Messrs Henderson & M‘Kellar and he began to build ships there whilst still retaining an interest in the Gareloch steamers. John Barr emigrated to New Zealand in 1852. Another John Barr, perhaps a relative, began shipbuilding operations at Kelvinhaugh, also around 1852, and features later in this account.

“From the Edinburgh Gazette.—Sequestrations.—August 13. Barr & M‘Nab, engineers, founders, and boat-builders in Paisley and Renfrew, as a company, and John Barr, engineer, founder, and boat-builder there, sole surviving partner of that company and as an individual—Creditors meet in the writing-chambers of Messrs Reid and Henderson, writers, Paisley,22d August and 12th September, at one o’clock.”—Greenock Advertiser, August 18, 1846

At the beginning of 1847, the Messrs Henderson & M‘Kellar with the Prince, Emperor, British Queen, Sovereign, and Monarch had a virtual monopoly of the Helensburgh and Gareloch service. The Superb, still owned by the Napier interests continued with the early morning run from Garelochhead to Glasgow, returning in the afternoon.

The Prince had a minor accident at the beginning of April.

“Yesterday afternoon, as the barque Clarendon was coming into the harbour, her bowsprit knocked down the funnel of the Prince steamer which was crossing her bow the moment in making the quay. A lady happened to fall overboard, but are glad to say that she was speedily rescued.”—Greenock Advertiser, April 2, 1847

The Henderson & M‘Kellar steamers kept up sailings, advertising them in connection with the Greenock trains.

“Steamers for Greenock, Helensburgh, Roseneath, and Gareloch-head.—On and after this date, at the following hours:—from Glasgow, ¼ before 8 morning for Roseneath, train 9 a.m., from Glasgow 11 forenoon for Gareloch-head, train 12 noon, from Glasgow, 12 noon for Roseneath, from Glasgow ¼ before 2 afternoon for Gareloch-head, train 3 p.m., from Glasgow 5 afternoon, for Roseneath, train 6 p.m., and on Saturday, 5 afternoon, for Gareloch-head, on Saturday from Glasgow 7 evening for Roseneath. One of the boats ¼ before 7 morning from Gareloch-head, for the half-past 8 train for Glasgow.—Henderson & M‘Kellar.”—May 21, 1847

One of the highlights of the year was the first visit of Queen Victoria to the west of Scotland in the Royal Yacht, Victoria and Albert and her tended Fairy. The excitement generated by the visit in August 1847 can be assessed by the state of preparations for the visit on Monday 16th when the Queen was to visit Dumbarton Castle. Almost the whole of the Clyde river steamboat fleet was involved.

“At the quay the scene was animated in the extreme. It was well known that all the steamers that usually leave the Broomielaw were to start from thence to meet the Royal Squadron in the Clyde; and, long ere the break of day, multitudes were on the alert to witness their departure, or to secure their seats on board. As early as 3 o’clock a.m. the Dumbarton Castle got up her steam and left the quay, with a strong detachment of the police on board, under the charge of Captain Smart; and much about this same time the Rob Roy steamer, with another detachment of police, under Captain Mackay, also left the harbour. From this hour up to 8 o’clock, steamer followed rapidly after steamer till the quay was completely deserted, and scarcely a funnel was visible. There could not at one period have been less than 40 steamers lying at Broomielaw, most of which were profusely decorated with flowers and evergreens; and, among others, the Lady Brisbane, belonging to the Largs company, attracted much notice. On the top of each of her paddle-boxes the letters “V.A.” in flowers were conspicuously displayed. At the bows there was a large branch of Scotch fir, on which a was a crown, also of flowers; along the gunwale of the quarterdeck, at short intervals, were placed bouquets of fresh flowers; and on the quarter-deck itself, over the cabin staircase, a column, composed of the same fragile but beautiful materials, was surmounted by an imperial crown. The steamer Emperor was likewise very tastefully ornamented; but we have not room to particularise them all. Notwithstanding the fineness of the weather, and the attraction, in many instances, of a band of music on board, we observed that many of the steamers had but few passengers, which might be attributed not to any want of loyalty among the citizens, but to the near vicinity of the Greenock Railway.”—North British Daily Mail, August 17, 1847

Alas, the Royal Squadron was delayed and the fleet of steamers returned without a glimpse of the monarch, only for the whole enterprise to begin again the following day. An account of the trip in the Emperor on the Tuesday was published in the Thursday edition of the newspaper.

“Impressions on board the Emperor (by a passenger, Tuesday)—Left, in the Emperor, at 10 a.m., on a second visit to the Queen, and under the rays of a most brilliant morning. How hopeful now were our feelings, under a certainty of meeting her Majesty, instead of the disappointment we had on returning home the previous night. Our boat was well filled, but not over-laden and we could also observe on both sides of the river pedestrians hurrying along in vast numbers an on the previous day, all eager to give a welcome to their Queen.

“As we passed Port-Glasgow, the loud booming of cannon from the Shearwater and the shore at Greenock, was kept up with great effect, and in a few seconds the Royal Squadron appeared, with all its line of smoking ships, in beautiful array. The smoke along the surface of the water towards Greenock, from the firing of cannon, had a strange effect, burying the hulls in fine transparent and ethereal blue, as they sailed along. All the merchant ships at anchor were crowded with gay companies, the shores lined with myriads. Scott’s building-yard, with its many tier of galleries, and 21 guns below, had a marvellous effect. We now met at the Tail of the Bank, the Victoria and Albert. The embarking in the Fairy, and the splendid Royal yacht lying at anchor, among the numerous steamers, and small yachts, and row-boats, made a gorgeous scene.

“On the Fairy passing Port-Glasgow, in front of a romantic stand, like a little Venice reared amid the waves, the cheers were deafening and the cannonading frequent, and the bells, like those at Greenock, ringing a merry peal. The Fairy, with the Royal charge, now swept along past the ancient fortress and crept into her berth, the others lying outside at anchor; but unfortunately she had to stop, about 50 yards from the wharf, in consequence of lack of tide, but latterly got to. In about one half hour of solemn silence—no guns being fired, and not a strain of music being struck—an awful pause—the Queen, Prince Albert, and others of the suite, appeared at the flag-pole on the top of the Castle, and remained there a long time. At last the cannon’s lip proclaimed her descent, and continued to do so, at stated intervals till she again embarked, and made off for Bute.

“The sight from Dumbarton to the Cloch was truly inspiring. About 30 splendid steamers, all finely decorated, and filled with beauty, sweeping along mid sunshine, with such a magnificent back-ground as our hills. Passing Greenock, the Fairy is still a-head, and from the cannon, in all quarters, lightning and peeling from every ship and landmark, and the dark smoke above and around, it reminded me of what the battle of the Baltic might be, and, indeed, it might have aroused the shade of Nelson himself.

“Her Majesty still steamed on in the Fairy, accompanied by all the Clyde fleet, in great style, but the Fairy proudly a-head of all. We are all fleetly following up the sublime Loch Long, past lovely Ardentenny. We have now turned on our way home, along with almost all the rest of the steamers; but the Fairy is far on among the Highland hills.”—North British Daily Mail, August 19, 1847

The remainder of the year saw a few minor mishaps.

“On Wednesday afternoon, the steamer Superb in coming down the river broke her paddle-shaft opposite Port-Glasgow, where she remained yesterday morning. The passengers were taken on by the Monarch an hour after.”—Greenock Advertiser, October 15, 1847

“Yesterday morning about ten o’clock, an accident happened to the steamer Monarch on her passage down the river. When off Gemmell’s Point, between Port-Glasgow and this, the paddle shaft of her engine broke and the framing of the engine was much damaged. The wind being favourable, tarpaulins were hoisted for sails and she thus reached the quay, where she now lies.”—Greenock Advertiser, December 21, 1847

With their near monopoly of the Helensburgh and Gareloch trade in 1848, Messrs Henderson & M‘Kellar began to cast their eyes in other directions. They also continued the early morning service from Garelochhead in direct competition with the Superb.

“Notice.—The steamer Superb will, on and after Monday first, the 10th instant, leave the Broomielaw at a quarter before three p.m. for Gareloch-head, instead of a quarter before two, as at present.

“N.B.—Passengers by the four o’clock p.m. train will overtake the Superb at Greenock.”—Glasgow Herald, April 7, 1848

Messrs Henderson & M‘Kellar with the Emperor, Monarch, Prince, and Sovereign provided a morning sailing to Gareloch-head from Glasgow, returning in the afternoon, and during the busy summer season, a second sailing in the early afternoon, returning from Gareloch-head in the morning, that competed with the Superb. There were also three daily sailings to Helensburgh and Roseneath, all with railway connections at Greenock.

The British Queen was withdrawn and a new hull built for her engine.

“Notice.—On and after Monday, 22d May, the steamer Prince will sail from Glasgow every afternoon, at half-past one o’clock (train at three). For Greenock, Helensburgh, Roseneath, and Gareloch-head, and on and after Tuesday 23d May, will leave Gareloch-head every morning, at a quarter before seven o’clock (train, half-past eight), for Greenock and Glasgow.—May 19, 1848.”—Glasgow Herald, May 22, 1848

The Vesper was launched at the end of May and, fitted with the engine of the British Queen, proved herself to be a speedy vessel.

“On Thursday last a fine new steamer named the Vesper, built for Mr Henderson of Glasgow, and fitted with the engine of the British Queen which used to ply to and from Helensburgh, made her trial trip. Her size is about that of the Pioneer—not quite so large—and she proved herself a remarkably quick boat. She took only fifteen minutes to sail from the Steamboat Quay here to Helensburgh Quay; the steamers now on the station take nearly twenty minutes.”—Greenock Advertiser, July 18, 1848

“Annual Visit to the Fishing belonging to the Burgh of Renfrew.—On Tuesday last, the Provost, Magistrates, and Town Council of Renfrew, took their annual sail down the River and Frith of Clyde, in the new and beautifully modelled steamer, The Vesper, built by Mr. James Henderson, jun.; and we have much pleasure in saying that this, Mr. Henderson’s first essay in steamboat-building, gives the most ample promise of his future success. The party left Renfrew Wharf at eight o’clock morning, and afterwards took in a part of the company at Gourock. The vessel then proceeded down the channel, along the shores of the magnificent island of Arran, passing Pladda, and on to Campbelton, where she arrived at twenty minutes to two o’clock. Thus making the run in five bours and forty minutes—a rate of speed which is said to be unprecedented in the annals of steam navigation. The party remained in Campbelton nearly an hour and a half, and returned by the Sound of Kilbrannan, dining upon deck with great comfort during the homeward passage. Provost Crawford occupied the chair, and Bailie Williams acted as croupier, both gentlemen doing their respective duties with much good humour. After a day of happiness and real rational enjoyment, the company were all safely landed at Renfrew Wharf at an early hour in the evening.”—Glasgow Herald, August 14, 1848

Rather than the Helensburgh and Gareloch station, the Vesper began sailing to Kilcreggan and Kilmun, following in the wake of the Monarch, and allowing the latter to maintain railway connections to Helensburgh and the Gareloch. Perhaps it was a lapse in management or some arrogance that there were no alternatives, but the Henderson & M‘Kellar steamers began to develop an unenviable reputation for poor punctuality and uncivil treatment of the passengers.

“Helensburgh—Railway Communication.—“A sufferer” writes, I am astonished that on a station like Helensburgh and the Gareloch, where there is so large a passenger traffic, there is opposition. There certainly never was one where it was more called for. The effects of the present monopoly are most grievous, and any enterprising party who would put on a boat to ply between Greenock and the Gareloch, in connection with the trains, would receive the warm support of the community. At present, anything like regular time is never dreamt of. On one morning the passengers from Shandon, Roseneath, and Row, are hurried off before the necessary time, in order that they may enjoy the pleasure of lying for a quarter of an hour at Helensburgh quay. On another they are within an ace of missing the train, because this master loiters somehow up the Gareloch taking in cargoes of sheep. The truth is, the passenger traffic is made entirely a secondary matter, and the steamers have become mere luggage boats. No amount of bulk, weight, or quality is objected to and it is quite an every day occurrence to see a quarter of an hour, twenty minutes, or even five-and-twenty minutes, spent at Helensburgh quay in the evenings, discharging enormous deck loads of deals and planks, oxen, bags of flour, sheep, guano, pigs, potatoes, horses, &c., as the case may be. In the days of the railway boats matters were very different. There was then no preference of cargo to passengers. No lazy loitering at the quays. No insolent sauciness, if a remonstrance were hazarded by an unfortunate passenger, whose dinner was spoiling at home, and his cara sponza fretting at the long and oft-recurring delay. In those days there was despatch, cleanliness, and civility, and so it would be again were there a little wholesome opposition. A boat in connection with the trains would pay well, and it consists with my knowledge that a number of gentlemen are prepared to subscribe a handsome guarantee fund to protect any one who will try it against the chance of loss. [We have ourselves suffered from the evil of which our correspondent, who supplies his name and address, and who is one of our most respectable and influential citizens, complains, and have often been surprised that in so populous a district, there should be no regular steam ferry between Greenock and the opposite coast. We have little doubt that a boat plying in connection with the trains would be well encouraged. The luggage and river traffic might be left with the present boats.] —-Glasgow Examiner.”—Greenock Advertiser, August 18, 1848

“Notice.—On and after Wednesday, 1st November, the steamer Superb will sail from Glasgow Bridge, for Gareloch-head, at ¼ before 2 o’clock afternoon, instead of ¼ before 3, as at present. Passengers by the 3 o’clock train will overtake the Superb at Greenock.—Glasgow, October 31, 1848.”—North British Daily Mail, November 1, 1848

In 1849, the Superb found herself with a new consort, Duchess of Argyle.

“The Duchess of Argyle steamer.—A new river-boat, with this name, has latterly attracted a good deal of attention on the Clyde. She was originally built as a pleasure-yacht for Mr Assheton Smith, who intends to resume his occupation of the Fire Queen, lately plying between Glasgow and Ayr. The Duchess is of very beautiful mould—long and sharp. She was built by Mr Napier, her engines being made by Penn. They are oscillators, and are, we believe, the only pair of the kind at present on the river. Doubtless, their smooth and efficient action will lead to the more general adoption of this class of engines, which are certainly well fitted to supersede the irregular direct-action single-steeple engine, for which the Clyde is so notorious. The absence of all vibration in this boat is a matter for general remark, the engines giving a steady, smooth, straight-forward pull, avoiding the jerking motion so disagreeable to most passengers. The Fire Queen is now lying at Mr Napier’s dock for a complete overhaul, in preparation for Mr Smith.”—Practical Mechanic’s Journal.

The Duchess was originally built in 1847 as a yacht, Jenny Lind, by Messrs Denny Brothers at Dumbarton, and provided with engines of 70 horse-power by Messrs Penn & Son of Greenwich. Boilers and fitting out was done at Govan by Messrs Robert Napier. Although originally designed with a single boiler and funnel, during her fitting out, a second boiler and funnel was provided. Her dimensions as launched were 133½ feet by 14½ feet and she was rigged as a three-masted schooner. She was found to be too heavy at the stern and her potential owner, the Welsh mine owner Assheton Smith returned her to Messrs Napier who had overseen the design changes. Over the succeeding year, it would seem that various efforts were tried to remedy the situation. The tried method would have been to lengthen her aft, and she was lengthened to 147 feet, and eventually reboilered and the rear funnel was removed. (The boilers went to Superb but proved unsatisfactory so that she had to be reboilered in July). The “Engineer” states that her two new boilers provided steam at 15 lbs. and at 36 revolutions per minute, her speed was 15 miles per hour. She was flush-decked with a square stern, scroll or shield figure-head, and her steering platform amidships was 7 feet above the deck, the design introduced by Denny. The owner of Duchess of Argyle was registered as James Napier with her master, John Maclean as part owner. It was in this form that she found her way into the Gareloch trade in May.

“Notice.—Steamer Superb has resumed sailings between Glasgow and Gareloch-head, leaving Gareloch-head at a quarter before eight o’clock morning, and Helensburgh at a quarter before nine o’clock morning, arriving at Greenock in time for the half-past nine train. Leaves Glasgow at a quarter before two afternoon. Passengers by the three o’clock train meet the Superb at Greenock.—Glasgow, 6th March, 1848.”—Glasgow Herald, March 6, 1848.

“Notice.—Steamer Superb will, on and after Monday first, the 10th instant, leave the Broomielaw at a quarter before three p.m. for Gareloch-head, instead of a quarter before two, as at present.

“N.B.—Passengers by the four o’clock p.m. train will overtake the Superb at Greenock.”—Glasgow Herald, April 7, 1848.

“Helensburgh and Gareloch.—On and after Monday the 14th instant, the steamer Duchess of Argyll, will sail for Garelochhead at a quarter-past 3 o’clock afternoon, instead of 3 as at present; and will sail from Garelochhead, at a quarter before 8, instead of 8, as at present.

“The steamer Superb, continues to sail from Glasgow, at 10 morning, and from Garelochhead, at about 4 afternoon.

“On Saturday evenings, the Superb will sail for Garelochhead, calling at the intermediate places, at 8 o’clock. On Monday mornings, the steamer Duchess of Argyll will sail from Garelochhead at half-past 6, and Helensburgh half-past 7, direct to Glasgow.—Glasgow 10th May, 1849”—Glasgow Herald, May 14, 1849

With two steamers, the Superb and Duchess of Argyle were able to compete head-to-head with the Henderson & M‘Kellar steamers.

“Notice.—On and after 1st May, and until further notice, the steamers Superb and Duchess of Argyll, will ply to Garelochhead, calling at Greenock, Helensburgh, Row, and Roseneath, at the following hours:—From Glasgow, at ten morning and three afternoon. From Garelochhead, at eight morning, and about four afternoon. The boat which leaves Glasgow at ten morning calls at Port Glasgow.

“On Monday mornings an additional trip will be made from garelochhead at half-past six, and Helensburgh half-past seven, direct to Glasgow.—Glasgow, 19th April, 1849.”—Reformer’s Gazette, May 5, 1849

The Henderson & M‘Kellar service for the season was similar to what had been offered the previous year.

“Notice.—The Helensburgh and Gareloch steamers will, on and after Friday 25th May, sail from Glasgow for Greenock, Helensburgh, Roseneath, and Garelochhead, at the following hours:—For Helensburgh & Garelochhead at ¼ before 8 a.m. (railway 9 a.m.); for Helensburgh & Garelochhead at 11 a.m. (railway 12 noon); for Helensburgh & Roseneath at 12 noon; for Helensburgh & Garelochhead at ¼ before 4 p.m.; For Helensburgh & Garelochhead at 5 p.m. (railway 6 p.m.).

“And will sail from Garelochhead, Roseneath, and Helensburgh, at the following hours:—From Garelochhead at 6 a.m., Helensburgh at ¼ before 7 a.m.; from Garelochhead at ¼ before 7 a.m., Helensburgh at ¼ before 8 a.m. (railway ½ past 8 a.m.); from Garelochhead at ¼ past 10 a.m., Helensburgh at ¼ past 11 a.m. (railway ½ past 12 noon); from Garelochhead at ¼ before 12 noon, Helensburgh at ¼ before 1 p.m. (railway ½ past 1 p.m.); from Roseneath at 3 p.m., Helensburgh at ¼ past 3 p.m. (railway ½ past 4 p.m.); from Garelochhead at 4 p.m., Helensburgh at 5 p.m. (railway ½ past 5 p.m.).

“One of these steamers will leave Glasgow every Saturday evening, at 7 o’clock, for Garelochhead, returning from Garelochhead every Monday morning at ¼-past 7, and Helensburgh ¼-past 8, direct for Glasgow.”—Glasgow Herald, May 28, 1849.

The competition on the Gareloch excursion trade increased with additional sailings by the Superb and Duchess of Argyle.

“Helensburgh and Gareloch.—Additional Accommodation.—Pleasure parties leaving Glasgow by the half-past ten o’clock boat have an opportunity of visiting the beautiful scenery of Gareloch, and returning in the afternoon.

“On and after Monday the 4th June, and until further notice, the steamers Duchess of Argyll and Superb, will sail from Glasgow for Gareloch-head calling at Greenock, Helensburgh, Row, and Roseneath, at the following hours:—From Glasgow to Gareloch-head: leave Glasgow at 10.30 morning, 3.05 afternoon, 5.30 afternoon; leave Greenock about 12.15 afternoon, on arrival of the 4 p.m. train from Glasgow, 7.15 evening.; leave Helensburgh about 12.45 afternoon, 5.15 afternoon, 7.45 evening. From Gareloch-head to Glasgow: leave Gareloch-head at 6.30 morning, 7.45 morning, 1.45 afternoon; leave Helensburgh about 7.15 morning, 8.30 morning, 2.30 afternoon; leave Greenock about 8.50 morning, 2.50 afternoon. The steamer which leaves Gareloch-head at half-past 6 and Helensburgh at ¼-past 7, sails direct for Glasgow.—Glasgow 1st June 1849.”—Glasgow Herald, June 11, 1849.

Not only did Henderson & M‘Kellar feel the force of competition on the Gareloch but the poor timekeeping on the railway connections brought forward further calls for an opposition steamer that would run in closer connection with the trains.

“Notice, to steamboat proprietors.—Wanted immediately, a steamer of fair speed, moderate draught, and well-appointed, to ply between Greenock, Helensburgh, and the Gareloch, at hours suitable to the trains on the Glasgow and Greenock Railway. Independent to the preference which will be given to railway passengers, the hours of sailing will be such as to command a large share of the extensive ferry traffic to and from the above-mentioned places.

“Further particulars as to the nature of the encouragement to be afforded, and other arrangements, will be learned, on application to Mr Mills, Railway and Shipping Journal, 21 Argyll Street.—Glasgow, 14th June, 1849”—The Reformer’s Gazette, June 16, 1849

Both of the companies reduced their fares during the summer. This created its own problems with crowds from Glasgow and Paisley taking advantage of a sail to Helensburgh or Gareloch-head for 3d.

“Reduced fares.—The steamers Sovereign, Monarch, Emperor, and Prince continue to sail at their usual hours for Greenock, Helensburgh, and Garelochhead.—Fares:—Cabin, sixpence, Steerage, threepence.”—Glasgow Herald, June 22, 1849

“Reduced fares.—Alteration of hours.—On and after Monday the 9th July, and until further notice, the steamers Duchess of Argyll and Superb, will sail to and from Greenock, Helensburgh, and Gareloch, at the following hours:—From Glasgow to Roseneath at ½-past 7 morning, from Glasgow to Gareloch-head ½-past 10 forenoon, 5 min. past 3 afternoon. Returning: from Gareloch-head 6.30 morning, about 3.45 afternoon; from Roseneath, about 7 morning, about 10.30 forenoon, about 4.15 afternoon; from Helensburgh, about 7.15morning, direct to Glasgow, about 10.45 forenoon, about 4.30 afternoon. Fare: Cabin 6d., Steerage, 3d.

“To pleasure parties.—Return day tickets are issued that will suit either vessel, thus giving time to passengers to land, and view the beautiful scenery on the Gareloch.

“Arrangements are in progress to run a boat in connection with the train which leaves Greenock at ¼-past 9 morning for Glasgow, of which due notice will be given.—Glasgow 7th July, 1849.”—Glasgow Herald, July 9, 1849.

The press of the crowds presented difficulties as the crews coped to embark and disgorge their human cargoes. The Captain of the Duchess of Argyle ended in the River Bailie Court for missing his proper departure time, the first of three visits for the same offence that season.

“River Bailie Court.—The Captain of the Duchess of Argyll steamer was fined in half-a-guinea for failing to depart from the Quay at the time advertised.”—Glasgow Herald, July 9, 1849

The crowds created safety problems too.

“An incident, fortunately unattended with fatal consequences, occurred at the Broomielaw on Friday afternoon, which occasioned for some time considerable alarm among those who were on the wharf. The steamer Duchess of Argyle being advertised to sail at half-past five o’clock in the afternoon, a great number of intending passengers were in waiting at the wharf previous to her arrival from Helensburgh. From some cause of detention the vessel was not forward at the quay till the time advertised for sailing, and, consequence, the crowd of parties coming ashore, and others pressing on board, occasioned no little stir, and some unavoidable confusion. It was, therefore, within a quarter to six o’clock before the steamer was ready to start on her downward trip. Just she was canting out into the river, an individual named Alexander Taylor, who was standing close on the edge of the wharf, seeing away some of his friends, lost his balance and fell forward. In doing so, he threw out his arms to save himself, and caught hold of the dress of a Mrs Watson, who, with an infant in her arms, was watching the departure of her husband for Gairlochhead. The consequence was, that all three were at once precipitated into the water. The incident being witnessed by hundreds, the utmost alarm was manifested by all the parties within view of the occurrence. A boat was instantly lowered by means of which Mrs Watson was picked up, along with her infant, in a few minutes after their immersion. Taylor was rescued at the same time with the life-hook, and safely brought out—not much the worse. Unfortunately, the female, on falling, appeared to have come against the piles, as her forehead was considerably cut. Otherwise, however, her injuries are but trifling, and as she was promptly attended by a medical gentleman, who was at the time on the quay, no dangerous results are expected to ensue. The infant, with the exception of the cold bath, was quite unhurt.—North British Mail”—Greenock Advertiser, July 10, 1849

A letter to the Greenock Advertiser related the problem as hundreds were left behind at Helensburgh, and had to spend the night in the open.

“The steam-boats which ply between Glasgow and the Gareloch, are at present serving the public at an excessively cheap rate—whether they are at the same time remunerative to the owners is their own affair. By at least half-a-dozen steamers every day from each end, passengers are carried between Glasgow, Greenock, Helensburgh, Row, Roseneath, and Gareloch-head for sixpence, and even threepence—cabin and steerage—a sail of about forty miles. The effect is, that hundreds of workmen and their families, those who can most appreciate it, and to whom it is the greatest rarity, are now enjoying pleasure sailing. Some few people object to the pressure to which they are subjected by the crowds; but we confess to being well pleased to see those who can afford it, pressed out for a time to the railway carriages for part of the way, to make room for those to whom the cheap sail is a privilege and a benefit. The former must submit to this, as being for the good of the greatest number. The owners of the cheap steamers subject their passengers occasionally, however, to considerable annoyance, and themselves to the risk of severe penalties; by landing passengers at intermediate ports without seeing that means are adopted for again conveying them to their habitations at night. On Thursday and on Friday of last week above a hundred persons were each evening left in Helensburgh to bivouac under the open sky or where they pleased—the boats in some instances being unable to accommodate them, and in one case at least, not calling for them at all. Those who had return tickets could, in the latter case, put themselves right, we suppose, by engaging carriages and making the steamboat owners responsible. The public, however, would do well to be on their guard against waiting on late boats and running the risk of having to remain at Helensburgh all night; and though the boats are all owned by respectable and responsible men, yet the authorities should watch that no accident is likely to occur from over-crowding, especially in this, the week of Glasgow Fair.”—Greenock Advertiser, July 10, 1849

The Duchess of Argyle and Superb cut back service and increased fares in response.

“Helensburgh and Gareloch.—On and after Tuesday the 24th July, and until further notice, the steamers Duchess of Argyll and Superb, will sail to and from Glasgow and Gareloch-head, calling at Greenock, Helensburgh, Row, and Roseneath, at the following hours:—From Glasgow at half-past 10 morning and 5 minutes past 3 afternoon. From Gareloch-head at a quarter before 8 morning, and a quarter before 4 afternoon.

“On Saturday evenings an additional trip will be made from Glasgow, at 8 o’clock, to Gareloch-head, calling at the intermediate places. On Monday mornings an additional trip will be made from Gareloch-head, at half-past 6, and Helensburgh, a quarter-past 7, direct to Glasgow.

“Pleasure parties by the boat which leaves Glasgow at half-past 10 morning, will have about two hours to land and view the beautiful scenery on the Gareloch.

“Fares: To Helensburgh and Roseneath—Cabin 1s., Steerage, 6d.; to Gareloch-head—Cabin 1s. 3d., Steerage, 9d.—Glasgow 23d July, 1849.”—Glasgow Herald, July 24, 1849.

The Duchess of Argyle was in a collision at the end of the harbour where the River Trustee’s ferry-boat generally loaded passengers from the west end of the City.

“Collision in the River.—On Wednesday afternoon, as the Princess Royal (Liverpool steamer) was coming up the river, she came into collision with the river steamer the Duchess of Argyll, when at Barclay’s slip. The paddle-box of the latter was nearly torn away, and she sustained a severe shock. Many of the passengers were much frightened, and requested to be put on shore; but the Duchess found her course down the river, after a short detention.”—Glasgow Herald, August 17, 1849

“River Bailie Court.—Case of collision.—Captain Crawford, the master of the Princes Royal steamship, was, on Tuesday, brought before the River Bailie, charged with having, on Wednesday, the 15th current, steered his vessel in such a manner that she came in contact with the steamer Duchess of Argyle, in consequence of which the larboard paddle-box of the latter vessel was considerably damaged, and the passengers put in great alarm. The circumstances, so far as they came out in evidence, appear to be as follow. On the day in question, the Princess Royal was coming up the river, with the tide rather low; when near Barclay’s Dock, the Duchess of Argyle approached in an opposite direction, and the only way of avoiding a collision was to shut off the steam, and back a little. This was accordingly done by the latter, but, unfortunately, the example was not followed by the Princess Royal, which proceeded forward, and struck the Duchess with considerable violence on the larboard paddle-box, forcing her, at the same time, against the protecting wall of the quay. The passengers on board were, for a few minutes, in a state of the utmost consternation, the most part of them leaping on shore in the excitement of the moment. The injury done to the paddle-box of the steamer was temporarily repaired, and she was able to proceed on her voyage. The defence set up not being held satisfactory, the master of the Princess Royal was fined in the sum of £5 for breach of harbour regulations.”—North British Daily Mail, August 24, 1849

However, it was the Henderson & M‘Kellar steamers that provided a focus for public indignation and anger. Incidents involving the masters of the Emperor and Sovereign brought condemnation in the columns of the newspapers.

“Warning to Captains.—On Thursday, a case was tried in the Small Debt Court, Glasgow, in which John Johnston, fishmonger, Helensburgh, sought damages from Alexander M‘Pherson, captain of the steamer Emperor, for assault and forcible detention on board of that steam-boat in the month of May last. It appeared that when the pursuer, who had crossed from Greenock, was about land from the vessel at Helensburgh, the captain, without the slightest provocation on the part of the pursuer, struck him severely on the chest and face, and drove him back from the gangway into the middle of the vessel, accompanying the assault with foul and scurrilous language, and notwithstanding repeated remonstrances, prevented him by force from landing, and carried him up to Gareloch-head, from which place, after he was at last released, he had to walk back to Helensburgh, a distance of about eight miles, in a night of incessant rain. His Lordship, the Sheriff, found the defender liable in £1 of damages, and all expenses, and took the opportunity of ministering to him a severe and well merited rebuke. Complaints had often been made of the violent and unfeeling conduct of persons in command of vessels, and his Lordship was glad of this occasion of warning them through the defender of the legal consequences to which they rendered themselves subject.—Glasgow Constitutional.”—Greenock Advertiser, July 20, 1849

“River Clyde steamers.—(To the Editor of the Gazette.)—Glasgow, 3d August, 1849.—Sir,—The captains of the Clyde steamers (as a body) are proverbial for their kindness and attention to passengers; but in this, in everything: else, there are exceptions the rule. The Helensburgh boats, l am afraid, will soon attain unenviable notoriety. Very lately the captain of one of the steamers on that line received a pretty severe handling from the Sheriff, for the inconvenience he caused to one of his passengers, but what will be thought of the following trait of another, in the employment of the same company, where eleven individuals were interested? One of the Helensburgh boats call Bowling every day just now, at within a few minutes of 3 p.m. On Wednesday last there were a number of ladies and gentlemen waiting at the wharf for the first boat for Glasgow, which happened be the Sovereign. The Star going down reached the wharf a minute before the Sovereign, and the passengers naturally supposed she would either touch at the wharf or alongside the Star, where they could easily have got on board. The Sovereign, however, stopped her engine about ten or twelve yards outside the Star for the space of a minute and half, and then, without any ostensible cause, started on her passage up the river! and all the shouting of the parties who were waiting failed induce the captain to take them on board. The signal had been previously hoisted, as usual, and the captain, standing on the paddle box, saw the number of passengers waiting, and yet off he went, and left them to wait for upwards of another hour! I need not say how much this inconvenienced the different individuals. One gentleman, known to the writer, among others, was much put about; his family  had left for Dunoon that forenoon, and he was to follow them in the evening; previously to going down, however, he had business to do in Glasgow; had he got up with the Sovereign, as he intended, he would have had nearly hour to spend in Glasgow, and off by the 5 p.m. train, and catch the boat at Greenock which left Glasgow for Dunoon at 4 p.m.; instead of that he did not reach Glasgow till twenty-five minutes past 5, too late, of course, for any conveyance to Dunoon. His family would doubtless experience much uneasiness at his non-appearance till the follow day. The Sovereign was not by any means pushed for time, she would be up a little after 4, and her hour down was 5.

“The only reason that could be thought of for such a strange proceeding was that the captain lost his temper at not reaching the wharf first. I doubt not a word from you will prevent a similar occurrence. Pro Bono Publico.”—Reformer’s Gazette, August 4, 1849

In the middle of August, when Queen Victoria made her second visit to the west coast of Scotland, Duchess of Argyle accompanied the yacht Fairy to Arrochar and the Gareloch. Those on board cheered wildly when the Queen made some brief appearances on the deck of the Royal Yacht.

Early in 1850, the Superb steamer was sold to new owners in Jersey and at the beginning of March made her was south by way of Dublin for coaling. She was tragically lost through navigational errors at the end of September on Miniquiers Rocks when the master was attempting to make a shorter passage. There was significant loss of life among passengers and crew.

Superb at St Helier

The replacement for the Superb was an elegant looking vessel, Victoria. Built of iron by Messrs Napier at Lancefield, she was launched on May 20, 1850. At 157 feet in length by 16 feet in breadth, she was designed by Mr J. R. Napier and was fitted with a pair of oscillating engines with cylinders 3 feet in diameter and 3½ feet stroke, generating 75 horse-power. She was fitted with feathering paddle floats and on the measured mile with the engines at 52 revolutions per minute, achieved a speed of 16.9 miles per hour. Like Duchess of Argyle, she was registered with J. Napier as owner. With two fast steamers, the Napier company could provide three sailings to and from the Gareloch during the season, continuing the competition of the previous summer.

Victoria (Practical Mechanic’s Journal)

Victoria’s oscillating engines (Practical Mechanic’s Journal)

The opposition Henderson & M‘Kellar steamers continued to make news that was not helpful.

“Reckless conduct.—An accident occurred yesterday morning, about half-past 9 o’clock, on board the steamer Monarch, while on her way up the river, which might have been attended with serious result, and which, for the future, should be the means of deterring parties from carrying loaded firearms on board our river steam-boats. It appears that when the Monarch was near Whiteinch, Dr Moir of Helensburgh, who was a passenger, and who had a double-barreled gun in his possession, both barrels of which were loaded, observing some crows passing the vessel, discharged one of the barrels of the fowling piece at the birds, from the fore deck. The shot not taking effect, Dr Moir was in the act of preparing; to discharge the other loaded barrel, when the piece unfortunately went off, the contents entering the steerage, and lodging in the neck of a woman named Marion Hendry, a fruit-dealer, residing in Shaw Street, Greenock, and in the hand of another woman named Elisabeth Dick, also belonging to Greenock. On the arrival of the steamer in the harbour, Dr Morton of Crown street, who was sent for, was soon in attendance, and was immediately joined by Dr Easton, when they succeeded in extracting a dozen pellets from the bodies of the sufferers. Both individuals, although not, we believe, dangerously, are severely injured. The case was reported to the Sheriff.”—Glasgow Herald, February 1, 1850

There were some positive reports too, when the Monarch came to the aid of the Pioneer.

“Accident on the river.—Yesterday afternoon, at four o’clock, while the steamer Pioneer was canting in the Leven, previously to leaving Dumbarton for Glasgow, her helm, owing to the lowness of the water and the contracted nature of the channel, went aground and snapped at the neck. The disaster was observed by some parties on the quay, but it was presumed that it was not so much disabled as to prevent the steamer proceeding to her destination. She took her departure accordingly, and rounded into the Clyde without much difficulty, but here the. rudder became utterly useless, and, in spite of every exertion to the contrary, the steamer persisted in keeping her head direct for a beautiful green knoll on the opposite side of the river. A stop was, however, soon put to her progress, and when about in the middle of the stream, the anchor was cast. After sundry ineffectual attempts at putting things to rights, it was given up as hopeless; and one of the Helensburgh boats being observed not far astern, she was hailed, and came alongside. She proved to be the Monarch, and the passengers in the Pioneer being as speedily as possible removed on board of her, they reached the Broomielaw without further mishap. No apprehension having been conceived by the passengers, a good number of whom, by the way, were ladies, the only inconvenience which resulted from the accident was the not very delightful experience, fur half an hour, of the cold cutting wind opposite to Dumbarton Rock, while the futile attempts at repair were in progress.”—North British Daily Mail, March 26, 1850

An unusual copper metal return ticket for the Helensburgh and Gareloch steamers

The season unfolded for both steamboat concerns.

“Notice—On and after Saturday, 30th instant, the steamer Emperor will sail from Glasgow for Greenock, Helensburgh, Roseneath, and Gareloch-head, every forenoon at eleven o’clock—returning to Glasgow in the evening.”—Glasgow Herald, March 29, 1850

“Additional sailings to Helensburgh and Roseneath.—The Sovereign, Monarch, Emperor, or Prince, will, on and after Saturday, the 25th May, sail from Glasgow every afternoon at five o’clock, leaving Helensburgh for Glasgow, at a quarter past ten morning. The boat that leaves Glasgow at a quarter before four afternoon, proceeds to Gareloch-head, leaving Gareloch-head at a quarter before nine morning for Greenock and Glasgow.”—Glasgow Herald, May 24, 1850

“Helensburgh and Gareloch.—Alteration of hour.—On and after Monday the 10th instant, the steamers Victoria and Duchess of Argyll, will sail from Glasgow at 3 p.m., instead of a quarter before 3, as at present.—Glasgow, 7th June, 1850.”—Glasgow Herald, June 7, 1850

Poor connections from Helensburgh and Row with the railway at Greenock, continued to be the focus of the public ire and there is a suggestion that a steamer might be chartered to provide a morning and evening sailing.

“Coast Residents—Helensburgh &c.—The fine weather has allured hosts of the citizens from the smoke and dust of Glasgow to the fine fresh breezes the coast and the healthful atmosphere on neighbouring hills. We regret that account of the uncertainty of communication with Helensburgh, Row, Garelochhead, &c., &c., many of the fine residences on the coast are unlet. Of course it is out of the question for men in business to spend some three hours daily going and three returning to these places, when Greenock can be reached in an hour, and other places on the south of the Clyde in period not much longer. If the Helensburghians, Rowites, &c., really wish their towns to flourish, they ought at once to get up a requisition either to some respectable steamboat company, or to the Greenock railway to get one boat at least to cross each way daily in connection with a train. We are certain no one would lose by such an arrangement. Were there, for instance, a boat ready to start on the arrival of the Greenock railway at quarter to six evening, and another boat to reach Greenock to catch say a half-past eight train in the morning, the entire distance would be overtaken in an hour, and we are certain as many would go as could be carried comfortably either in a boat or by a fast train. We shall almost guarantee any company for any loss sustained by such an arrangement, if properly announced.—Glasgow Examiner. [This is borne out by a boat being placed between Gareloch and Greenock, on the Monday mornings, by the residenters of the opposite coast, who seem at present very badly used by the other steam-boat proprietors. These gentlemen are preparing the way for brisk opposition to themselves.—Ed. G. A.]”‑Greenock Advertiser, June 11, 1850

The Henderson & M‘Kellar steamers had spare capacity, sufficient to offer excursions. Work excursions became a feature of the 1850s.

“Colinslee printworks. These works celebrated throughout Britain for their artistic skill working out the finest shawls and plaids that are to be found in the fashionable world, and which secures to Paisley that ascendancy in the market which they had acquired by their loom-wrought fabrics of a similar description, maintain, through the instrumentality of the Messrs Harrow, M’lntyre, & Co., an equally high character the social condition of the workers. By the aid and patronage of the masters, a sick benefit society has been established. For last year the members were 170, all males, £126 was raised, and £100 expended, leaving a balance in favour of next year of £26. To carry out their healthful views, the society engaged the steamer Emperor for an aquatic excursion round the beautiful Island of Bute. Accordingly, last Saturday morning, they shipped or board the Emperor, Captain M‘Pherson, to the number of 350 at Renfrew went down the picturesque firth and round the island by the romantic Kyles. On arriving at Rothsay, they went ashore and stopped an hour or two in that ancient borough: they again started for Renfrew where they arrived at eight o’clock, all safe and highly delighted with their highly moral and physical excursion.”—Glasgow Gazette, July 6, 1850

The ebb and flow of the year saw a reduction of service after the summer had passed. One confusing feature of the steamboat advertisements is that both operators used the same headings. Distinction can be made by reference to the times of the sailings that remained readily recognizable from year to year and the mentions specific steamers.

“Notice—The seven o’clock boat, on Saturday evenings, to Helensburgh and Gareloch, and the quarter before seven direct boat from Gareloch to Glasgow on Monday mornings, are withdrawn.—Glasgow, 25th September, 1850.”—Glasgow Herald, September 27, 1850

“Helensburgh and Gareloch.—Winter arrangements.—On and after Tuesday the 8th current, and until further notice, the Helensburgh and Gareloch steamers, will sail as under:—For Helensburgh and Roseneath, quarter before 8 o’clock morning, 12 o’clock, noon, 3 o’clcok afternoon, and a quarter before 4 o’clock afternoon; for Gareloch-head, 3 o’clock afternoon; from Roseneath, about half-past six o’clock morning, about 8 o’clock morning, about 11 o’clock morning, about 11 o’clock afternoon; from Gareloch-head, half-past 7 o’clock morning.—Glasgow, 3d October, 1850.‚”—Glasgow Herald, October 7, 1850.

“Helensburgh and Gareloch.—On and after Tuesday the 29th instant, and until further notice, the steamer Duchess of Argyll will sail every forenoon, at eleven o’clock, for Greenock, Helensburgh, and Gareloch-head, returning in the evening.—Glasgow, 25th April, 1851.”—Glasgow Herald, April 25, 1851

“Helensburgh and Gareloch.—Reduction of fares.—On and after Thursday the 1st May, the fares by the Helensburgh and Gareloch steamers will be as under:—to Helensburgh, Row, and Roseneath, cabin, 1s., steerage 6d.; to Gareloch-head, cabin 1s. 3d., steerage 9d.—Glasgow, 25th April, 1851.”—Glasgow Herald, April 25, 1851

Two topics came to the fore in the columns of the newspapers. The first of these was the relationship between the Greenock railway and missed connections with the steamers. The tendency to was to blame the steamers, but by this time, the railway was not well managed, anticipating a take-over by the Caledonian. The plant was no longer new and not well maintained and time-keeping was problematic.

“The Clyde steamers and the Greenock Railway.—The rising importance to Glasgow of the beautiful watering places on the Clyde opposite to and beyond Greenock, renders the means of transportation to these places an object of the greatest importance to mercantile men in this city; and nothing is more to be desired, with a view to facilitate the transit, than a good understanding between the steamers and the railway. We regret, therefore, to observe, that a feeling of a very different nature seems to have sprung up on the part of not a few of the Clyde steamers, which, instead of endeavouring to accommodate themselves to the railway hours, and thereby to consult the public convenience, seem to delight in adopting a system of petty annoyance towards individuals who prefer the rail to Greenock, instead of proceeding the entire distance water. We know, for instance, that in numerous cases parties who proceed from Glasgow by railway with the view of catching a steamer at Greenock, which sailed from the Broomielaw an hour before their departure, arrive at Greenock quay just in time to be disappointed. The steamer, with paltry spite, sheers off, just as they are hurrying down to the quay, in order, forsooth, to convince them that they ought consult their own interest by patronising the river, although it should cost them an important additional hour, which may have been devoted to business of an urgent and unavoidable nature. To specify a particular case, we know a gentleman who, on Saturday last, left Glasgow at one o’clock by the rail, with the view of proceeding to Strone Point and Kilcreggan by a steamer which sailed from the Broomielaw at 12. He arrived at Greenock quay just in time to see the steamer move off; and the consequence was, that instead of proceeding to his destination at two o’clock, he was compelled to remain in Greenock, waiting another steamer, till five or six o’clock in the evening.

“We need not remark that the steamers, in adopting this paltry system of annoyance, are evidently acting against their own interest. No power on earth can compel men engaged in business to consume an unnecessary hour on the road for the sake of playing or paying into the pockets of any party whatever. It matters not to the public who affords the accommodation required, provided it is actually given, and men in a hurry will travel by the rail to Greenock, and will travel to the world’s end by the same conveyance if they can, so long as the locomotive runs faster than the steamer. It is altogether useless therefore to think of compelling people to go by the latter by merely dodging and disappointing the public. This conduct is all the more reprehensible, when, as is generally the case, the steamboats are actually advertised to ply at certain specified hours suitable to parties proceeding by the rail to Greenock. If these hours are not adhered to by the existing steamers, others can easily be started which will make it their business and find it their profit to adhere to them. Honesty is the best policy after all, and never was the public patience very long or very grossly abused without taking its revenge.”—Reformers’ Gazette, June 14, 1851

A reply on behalf of the steamers was published.

“The Clyde steamers and the Greenock Railway.—Notwithstanding our remarks on this subject on Saturday last we wish to give the steamers fair play, and on the principle of hearing both sides of the question, we publish below a letter vindicating the steamers, to which our readers are welcome to attach whatever consideration it seems to merit. Some of the writer’s observations are well deserving of attention. We doubt not, after recent experience, that much of the blame of disappointments must attach to the irregularities of the railway; and while are on this subject, we may suggest that it would be a great convenience to gentlemen engaged in business in Glasgow to start an express train for Greenock at quarter-past four o’clock. This train, if not unnecessarily delayed, would catch the steamers sailing from the Broomielaw at three, and would be exactly accommodated to the case of not a few whose business hours extend to four o’clock, or who find it inconvenient to leave Glasgow sooner. The additional quarter of an hour would enable them to get to the station with ease and comfort after transacting business up to four o’clock. We can assure the Greenock Railway authorities that this arrangement would be a great accommodation to the mercantile public of Glasgow.

“In the meantime we subjoin the letter of our correspondent: (To the Editor the Reformers’ Gazette.) Sir,—An article appeared in your paper of Saturday last, entitled “The Clyde Steamers and the Greenock Railway,” which calls for a brief reply. In that article you blame the Captains of the steamers for entertaining “paltry spite” towards the railway trains, by sheering off from the quay at Greenock just the passengers from the train are hurrying down. Now, I do not know who was your informant, but this I know that the above is not the fact; and I have reason to know this, seeing that I am a daily passenger in the steamers. Far from entertaining “paltry spite,” I have observed the steamers wait frequently for half an hour for the train, greatly to the annoyance of the passengers who come by the boat the whole wav from Glasgow; and I know that, one day, the Victoria waited fully three-quarters of an hour for the train.

“But apart altogether from this, the question resolves itself into this—is the comfort of the passengers who come the whole way to be sacrificed in favour of those who come by the train? Surely the passengers who come the whole way by the steamers are more entitled to grumble than the railway passengers; the former pay the steamers a higher fare, and they are therefore entitled to be carried on their respective destinations with all speed. With a good tide any steamer reaches Greenock from Glasgow in an hour and a half, and the directors of, and the passengers by, the railway are all aware of this; then, would the sensible plan not be, when the tide is good, to start the train earlier than when it is otherwise? A steamer starts for Helensburgh every day at three o’clock, and the train to catch it at Greenock starts four o’clock; in a good tide the steamer reaches the latter place at half-past four o’clock, and the passengers by it are thus detained half an hour at Greenock, and sometimes longer, till the railway folks make their appearance.

“I have no interest in the steamers farther than being a daily passenger, but an inherent love of fair play will not allow me to see them blamed, when they are in no fault, and I therefore trust you will grant a space in your paper of Saturday for this letter, in order that both sides of the question may be laid before the public. Your obedient servant, W.

“P.S.—The River Bailie would confer a boon on the public by looking after the great obstructions caused by the “punts,” which are a perfect nuisance on the river.”—Reformers’ Gazette, June 21, 1851

There was a more nuanced critique in August.

“More misunderstanding between the Greenock Railway and the river steamers.—Some weeks ago we called attention to the great inconvenience which is frequently occasioned the public from the want of a proper understanding between the Greenock Railway and the captains of the river steamers. Another flagrant case of this kind occurred Saturday last. The train from Glasgow at six o’clock in the evening was stated by the Railway authorities, in their bills, to be in connection with the boat from Glasgow at five. Accordingly a large number of passengers destined for Helensburgh and the Gareloch, started with this train, intending, of course, to avail themselves the steamer on arriving at Greenock. The train was not much behind its time, but the passengers who proceeded by it had just reached the Custom-house, at Greenock, when they had the mortification to see the steamer moving away from the quay. There were more than thirty individuals—some accompanied by their families—proceeding to Helensburgh and Gareloch-head by this train; and some idea of the extent of their disappointment may be conceived when we state that this was the last boat proceeding from Greenock that evening. Fortunately, it so happened that a small tug steamer had just come in to the quay, and with this steamer part of the disappointed company succeeded in striking a bargain to be carried over to Helensburgh, from which a few of the Gareloch-head passengers hired conveyances to their destination. Others, who shrunk from this additional expenditure of time and money, proceeded on to Gourock.

“The names of several highly respectable persons, who were in the list of this disappointed company, have been communicated to us, and when it is considered that not a few of them were accompanied by their families, and that in the case of almost all the party, their friends at the coast were waiting for and expecting them, it will be admitted that the hardship of the case was considerable, and that was a very disagreeable alternative, indeed, to be compelled to hire another steamer in such tantalizing circumstances.

“We were at first naturally disposed to throw the principal share of the blame on the Captain of the steamer; but on inquiring minutely into the case we find that he left the quay ten or thirteen minutes past seven o’clock, under the impression that all passengers were on board, and that if a mistake occurred it was not intentional on his part. We are compelled, therefore, to blame the Railway authorities for advertising trains in connection with the steamers without at the same time taking measures to guarantee the fulfilment of that essential condition. Nothing would be easier than to come to some understanding by which this might be done. A messenger ought to be specially engaged by the Railway Company to communicate with the Steamers, and on the arrival of the train to intimate at the quay whether there were any passengers to be expected, and thus the Captains of the Steamers would be left without excuse if they hurried off notwithstanding. This is the very least that might reasonably be required when trains are advertised in connection with the steamers.

“We hope, therefore, to hear that this or some other method has been adopted to obviate these grievances, so annoying as they are all concerned.”—Reformers’ Gazette, August 16, 1851

The second issue that took the public’s attention was the enduring problem of Helensburgh Pier. The burgh had obtained parliamentary powers to improve the quay with the Helensburgh Harbour Bill passed as early as May, 1846, and more importantly, had the powers to levy tolls, rates and duties to finance the project. Since that time they had been swayed by a proposal from the Caledonian Railway to pay for the project, but the railway company had since retracted and the matter had ended in litigation.

“Disgraceful and dangerous state of Helensburgh pier.—We consider it our duty to call attention the truly disgraceful state of the pier at Helensburgh—one of the most beautiful of all the watering-places on the Clyde This pier is not only rough and uneven in surface, so as altogether useless to visitors as a promenade, and exceedingly inconvenient in passing to and from the steamers, but it is positively dangerous to land at in certain states of the weather. We know for instance that on Monday last, when the wind was blowing a pretty stiff gale from the south-west, the Captain one of the best steamers on the river—well manned and equipped in every respect—had great difficulty in landing his passengers at this unfortunate pier, and but for their own earnest request, would have proceeded onward to Row with even his Helensburgh visitors. He reluctantly encountered the risk, and it is within our certain knowledge that in spite of every precaution, the vessel narrowly escaped being violently dashed against the pier, and exposed to serious injury, if not to the imminent danger of being completely wrecked.

“We need not remark that this is a state of things which, if continued, must prove an insurmountable bar to the present prosperity and future progress, of the burgh. In other respects it possesses the highest advantages as a coast residence both from its own natural beauty, its finely sheltered situation, and convenient proximity to Glasgow by means of the Greenock railway. We do not doubt that with a safe and commodious pier it would rapidly shoot a-head of all the other watering-places on the Clyde. But look at its present half-deserted state; two-thirds of its beautiful lodging houses are to let; and nobody comes to occupy them, simply and solely we believe, because of the repulsive and dangerous state of the pier, which is neither useful nor ornamental. A good commodious pier is the principal requisite about a watering-place, now that so many persons, whose families reside at the coast, and return almost daily. A good pier would be sufficient to create a thriving sea-port at almost any point; but where the pier is radically bad and the landing positively dangerous, no place however convenient or desirable in other respects, or however thriving before, can long bear against so serious a disadvantage.

“We are well aware that the present ostensible obstacle to any effective improvement being made in Helensburgh pier, is that a law-suit is now pending with regard to it. The Caledonian Railway Directors promised, on certain conditions, in the time of the railway madness, to give a few of their spare thousands towards the erection of a proper pier at the place. Sir James Colquhoun, the proprietor of the soil, and the magistrates of Helensburgh are trying to push their claim; but empty coffers, are very economical counsellors; and now that the Caledonian has no cash in its pockets, and little money in its books, except on the wrong side of the ledger, where is the new pier to come from? Even the old one may be a century older, and all the worse for the wear, no doubt, before the law-suit is ended. The steamers and everything else, not excepting Helensburgh itself, may be wrecked before a stone of the new pier is laid, and meanwhile the lawyers may be swallowing up the whole structure by anticipation. It is not the first time, we admit, that gentlemen of the law have made a substantial breakfast on a solid stone pier before a stone of it has been laid.

“We earnestly and strongly and most respectfully advise Sir James Colquhoun and the magistrates of Helensburgh to look at once to their own interest, and get a commodious pier erected without loss of time. What would be the present expense of doing so—even great as it might be—to the pecuniary advantages which would accrue from it? Property in Helensburgh would rise greatly in value. The lodging-houses would let more freely. The borough would become more flourishing as a port, and would secure a large portion of the summer pleasure-seekers from Glasgow. It is high time, therefore, to look to this improvement; otherwise the tide of visitors from Glasgow may take another course, as it seems to be doing this season, and after a watering-place loses its good name it may as well be sunk in the sea altogether.

“The new pier might be erected forthwith, without compromising any claim,—good, bad, or indifferent—against the Caledonian Railway. We therefore sincerely hope to see the work commenced in right earnest and without farther delay.”—Reformers’ Gazette, June, 21, 1851

A response was obtained from Sir James Colquhoun.

“Disgraceful state of Helensburgh Pier—Letter from Sir James Colquhoun.—Such is the dangerous and disgraceful state of the Helensburgh quay, and utterly inadequate is it to the requirements of the place, that on Thursday morning, this week, the Monarch steamer could not approach even in the smoothest water, and the numerous waiting the quay, and eager to be taken across to Greenock, to catch the railway Express train for Glasgow, had to be rowed out in six or eight small fishermens’ boats to the steamer, every person protesting more loudly than another against such a disgraceful pier for such a lovely situation in other respects.

“We had written thus far, and were about to open out once more against the magistrates and authorities of Helensburgh, including the Lord of the Manor, Sir James Colquhoun, for suffering this reprehensible and truly disgraceful state of the pier so long to continue at Helensburgh, when we received the following communication from Sir James himself, which we readily publish:—To the Editor of the Reformers’ Gazette.—Rossdhu, July 2d, 1851

“Sir,—I beg to make a few remarks in reply to the strictures regarding the Helensburgh Pier, which appeared the Reformers’ Gazette of Saturday the 2lst of June, and Saturday last, the 28th of June, and which imply that the Magistrates of Helensburgh and Sir James Colquhoun are to blame for the delay in erecting the new pier, and the law proceedings now pending. It has already been shown by one of Town Council, in answer to the insinuations contained in the first article, that it would be in vain to attempt to extract money from the Caledonian Railway Company, with empty coffers, and money on the wrong side of the ledger—that the obligations respecting the Helensburgh Pier were not entered into by the Caledonian Railway Company, but by the Dumbartonshire Railway Company, who have yet the half of their capital stock not called up, and that arrestments were served on a number of the share-holders of the Railway Company, in order to retain the calls as security for the payment of the claims urged by the Harbour Trustees; but it was omitted to mention, that the arrestments were removed in consequence of several gentlemen having offered to be security, whose ability to pay whatever sum may be awarded by the Court of Session for the construction of the pier, with all expenses to boot, supposing that the Railway Company should become bankrupt, I do not imagine any one will be disposed to question. I must now come to the main charge, that the Magistrates of Helensburgh and I are chiefly, or at all events in some measure, to blame for the delay that has occurred in erecting the new pier. I am quite ready to admit everything you have advanced as to the disgraceful, inconvenient and even dangerous condition of the present pier and harbour at Helensburgh; but the question is, who are deserving of the censure? I maintain that it is the directors of the Dumbartonshire Railway Company, and not in any degree the Magistrates of Helensburgh and myself. You are aware that this is the second contention the same parties have been engaged in. On the former occasion, before a committee of the House of Commons, the proceedings of the directors of the Dumbartonshire Railway Company were found unwarrantable and that the committee decided against them, after hearing only a small part of the evidence we were prepared to adduce. Now, as then, every means have been resorted to, in order to effect a compromise, but in vain. At one time we flattered ourselves we had succeeded. Arrangements were entered into, by which a portion only of the parliamentary plan the Pier was to be erected at a greatly reduced coat, and which, with a view to save expense, did not extend so far seaward, although it was most desirable it should have done so, and any thing on a less scale would have been quite insufficent for the accommodation of the inhabitants of the burgh. Plans were prepared by Mr. Robson, the engineer of the Railway Company, and which were approved of and agreed to by all parties; and at a general meeting of the shareholders of the “Dumbartonshire Railway Company, held in Glasgow on the 28^th of February, 1849, these  arrangements were alluded to in the Report of the Directors, in the following terms:—“The plans and specifications of the Harbour at Helensburgh have been prepared under the instructions of last meeting, and the same are now laid on the table for the further instructions of this meeting. The Directors recommend that estimates for the work be now advertised for.” The sanction of the meeting of shareholders was then obtained, and we considered the matter settled. Notwithstanding all this, the Directors of the Dumbartonshire Railway Company afterwards refused to abide by the compact. They said the cost was more than they had been led to suppose by their own engineer, who drew the plans and prepared the specifications. They offered £4,000 if accepted in full of all claims, £3,000 to be repaid, while the cost of the modified plan was almost £2,000 more. This we declined, and insisted that the whole sum requisite to complete the modified plan should be advanced by the Railway Company, and £3,000 to be repaid as stipulated in our deed of agreement. The Directors of the Dumbartonshire Railway Company then repudiated our deed of agreement altogether, although they had previously always admitted the obligations contained in it, and had actually paid a great proportion of the expenses incurred in procuring the Harbour Act, in terms of that agreement; and, moreover, recommended the shareholders withdraw the sanction they had given to the arrangements at the previous meeting, which was done.

“In these circumstances, remembering the constant evasion of our undoubted claims, and the years of procrastination that had elapsed, unless the Magistrates of Helensburgh had been prepared to abandon the public trust committed to their charge, I do not see that any other course was open to us than that which we have adopted.

“As regards the proper time make application to the Court for power to proceed with the work, reserving the rights of parties, we must be excused for being guided in this and other particulars by the advice of the eminent counsel who conducts our case; but every endeavour will be made to commence the pier at the earliest possible period. There is no reason whatever to suppose that the directors of the Railway Company would entertain the proposal of a reference—quite the contrary; and until they express their readiness to do so we cannot be blamed for not adopting that procedure.

“I shall not at present refer to the terms and extent of the engagements and obligations come under by the Railway Company, through their directors, in the most formal and regular manner, in our deed agreement. These have already been frequently stated and discussed. And it is the less necessary as I can now most confidently appeal to the decision on the merits, which will very shortly be pronounced in a Court of Law. I am, Sir, your obedient servant. James Colquhoun.”—Reformers’ Gazette, July 5, 1851

Although there was no progress on improvements, the Harbour Committee, however, did seek to levy dues on the steamboats calling at the pier. In October, the Captain of the Emperor decided to take a stand against this and was brought before the Magistrate.

“The river steamers and Helensburgh Harbour dues.—On Thursday, a case was heard before Sheriff Skene, in which the Magistrates of Helensburgh, as Trustees for the Harbour, pursued the owners of the Emperor Steamer, for harbour dues from Whitsunday, 1851, to Whitsunday, 1852. The amount claimed was £15, which the owners of the steamer refused pay on the ground that the pursuers had not implemented the conditions of the statute under which the dues were levied. Mr. Strathern appeared for the pursuers, and Mr. Lamond for the defendants. The Provost and Town-Clerk of Helensburgh, and other gentlemen interested in the case, were present. Considerable importance was attached to it as being a tentative case involving the liability of other Helensburgh steamers pay the same dues.

“Mr. Strathern stated the case for the pursuers, founding his claim on the 9th Vict. cap. 16, being an act for improving the harbour and deepening the port of Helensburgh, under which they were authorised to levy tolls or dues for that purpose. The defendants had been paying the dues up to that time, and as the sum claimed was even below the amount which they (the pursuers) were entitled to charge under the Act, he had no doubt that his lordship would see the propriety of enforcing it.

“Mr. Lamond began his defence by stating two preliminary objections to the manner in which the claim was made. The most important that the charge made up to Whitsunday, 1852, for dues which had not yet become payable, even if the pursuers were justly entitled to levy them. The steamer might be foundered to-morrow, and his clients were not called upon to pay sixpence unless the dues were liable.

“Mr. Strathern contended that the summer season was now over, and the account, though nominally made up to Whitsunday, 1852, was really for dues already incurred. His clients, if they had chosen, might have charged five shillings for each trip; and this, reckoning only two trips day, would have entitled them to charge much more, but they limited their claim to £l5, to make it as little onerous to the defendants as possible.

“His Lordship could see nothing in the statute which entitled the pursuers to charge before-hand. To bring this case, therefore, to fair hearing, it was ultimately agreed that the account should be drawn up in different form, charging only for the time already elapsed.

“This having been done, Mr. Lamond stated his defence on the general question. In the preamble of the act for improving the Helensburgh harbour, it was slated that the harbour had become inadequate, that the port should be deepened, the harbour rebuilt, &c., and that certain rates and tolls should be granted and authorized to be levied for the aforesaid purpose. The trust was handed over to a new board, nominated under the act for executing these works. The dues to levied were, therefore, for these purposes, and the object of the act was, in fact, to give power levy money to make new pier.

“Sheriff Skene—ls the new pier not made?

“Mr. Lamond.—The pier is not made. Not a spade has been put into the ground for the purpose. On the contrary, there is action now in progress, raised by the pursuers against a railway company, to get a pier constructed at their expense. In the meantime, I may state that the act also gives the power to borrow money, so that they cannot plead any particular urgency in the case. His clients were quite ready to pay the dues whenever the counter-part had been performed by the pursuers. Whenever that pier was made they would be most happy to pay the dues. They were not called upon to pay them till that was done. In proof of this he quoted the case of the Monkland Canal Co., who, being authorized by statute to form a junction between the Monkland Canal and Forth and Clyde Canal, and to levy dues for that purpose, were found not to be entitled to levy such dues till the work had been substantially accomplished. The case of the Magistrates of Helensburgh was precisely similar, and his opinion was that they had not only done nothing to fulfil the conditions the statute, but that the pier and port were actually in worse condition at this moment than when the act was passed.

“Mr. Strathern insisted that the cases were by no means parallel. It was a mistake to suppose that the erection of a new pier was the only thing contemplated by the act. He begged to call his lordship’s attention to the 48th section, in which it was laid down that “it shall be lawful for the said trustees at such times and in such manner they may judge proper, to make and execute the said works, with all proper convenience,” and so on. The period within which the works were executed was left to the discretion of the trustees. They had been exceedingly solicitous to have them done, and had been insisting on contracts entered into for that purpose. Mr. Strathern continued at considerable length to show that in maintaining the pier, providing gangways, and other expenses connected therewith, the trustees had incurred debts, which it was necessary that they should entitled to defray by levying the dues granted them under the act. The steamboats had, in the meantime, the use of the pier, and ought to pay for the privilege.

“His Lordship decided that the point to be ascertained was, whether and how much the pursuers had expended in carrying out the objects contemplated by the act. On this point it was necessary that proof should be led. The case was therefore remitted by agreement to the ordinary roll, and becomes a regular lawsuit.”—Reformer’s Gazette, October 11, 1851

In September, in heavy fog, the Sovereign was damaged in a collision in the lower part of the river.

“Collision on the River.—Between ten and eleven o’clock on Saturday forenoon, a collision took place on the river, near to the Long Dyke, which, although happily not attended with loss of life or injury to any one, was nevertheless of a rather serious nature. It appears that the steamer Sovereign (Captain M‘Aulay) was on her outward trip from Glasgow to Greenock and Helensburgh with between 200 and 300 passengers on board, and that the steamer Laurel (Captain Langlands), was her passage from Belfast to Glasgow, with a general cargo, and a number of passengers. Both vessels were proceeding on their different voyages at a very slow rate, a dense fog prevailing on the river at the time, but when near the Long Dyke they came into collision with each other, the Sovereign sustaining considerable damage on her wings and wheel. The Laurel was also injured, but not so much as the other. The utmost alarm and excitement prevailed amongst the passengers on board both vessels, but the Lady Kelburne (Largs steamer) opportunely came up, and took the passengers of the Sovereign on board without accident. The Emperor (Helensburgh steamer) also shortly afterwards arrived, and remained alongside the Laurel, with the intention of taking off the passengers of that vessel, but as it was found that she was not so much injured as to prevent her proceeding safely to Glasgow, the Emperor left. The Laurel accordingly came on to Glasgow, bringing her own passengers, who were landed in safety at the Broomielaw in the course of the forenoon. We understand that blame is not attributable to either Captain M‘Aulay or to Captain Langlands—the accident being caused by the very heavy fog that hung over the river. We know that during the week the work of navigating the river has been one of great difficulty, from the thickness of the weather, and that some of the Highland boats have been unable to come farther up than Greenock. Their passengers, however, have been conveyed both from and to Greenock by railway.—Herald.”—Greenock Advertiser, September 16, 1851

On the south bank of the Clyde, despite its precarious financial position and with some trepidation, the Caledonian Railway amalgamated with the Glasgow, Paisley, and Greenock Railway in August 1851. Early in 1852, the Caledonian addressed the unreliable steamer connections at Greenock with the formation of the Railway Steam Packet Company which ordered two small steamers from Messrs Laurence Hill & Co., Port Glasgow Road, Greenock.

“Frequent, regular, and permanent communication with the opposite coast.—We have to congratulate our townsmen on the near prospect regular and permanent communication with the watering places our opposite shores, and for this we to be indebted to our townsman, Captain Kincaid, who, while in the direction of the Glasgow and Greenock Railway saw the absolute necessity of this accommodation, in consequence of the want of cordiality on the part of the river steamers in not working in concert with the railway, and in their attempts on several occasions to pass our quay without even calling. Capt. K had matured his plans under the old direction, and finding, since the amalgamation with the Caledonian, that the overtures of that company had not been responded to with the spirit that Greenock and the public at large deserve, he, at considerable personal trouble and risk, backed with a few friends, and in the face of much threatened opposition, set mind and money to the work, and is now getting constructed two first rate steamers, which are to be ready about the middle of April. One will ply regularly to Helensburgh Row, and Roseneath, giving an almost hourly opportunity of passing to and from these favourite watering places; the other will ply to Kilcraigan, Kirn, and Dunoon, giving like accommodation every two hours. As Captain Kincaid’s purpose is not to stir up competition and contention with the river boats, but merely to give that regular accommodation in connection with the Greenock Railway that the public call for, and so much require, we do trust that the community generally will see the necessity of giving his scheme their cordial support, so as to secure for time to come a regular and permanent communication with the opposite coast, seeing the great benefit that Greenock in particular, and the public generally are to derive therefrom.”—Greenock Advertiser, January 6, 1852

“Coast Steamers.—lf another argument were wanted to show the propriety of having steamers sailing regularly from this port in connection with the railway to the various watering places on the coast, it may be found in the detention and disappointment that are sometimes experienced by parties travelling towards these places. On Saturday week no steamer could get down the river, in consequence of fog, for (not an uncommon occurrence) two hours or more after their appointed time of sailing from this, train after train arrived, and sent its quota of passengers down to the Steamboat Quay, expecting forthwith to get on board a steamer for Helensburgh, Dunoon, &c.; but not one was to be seen, though steamer after steamer arrived from the ports below, and proceeded on their upward voyage without interruption from the fog, which, though obscuring the upper part of the river, was so light here as to present no hindrance to free navigation. Meanwhile the passengers paced the Steamboat Quay hour after hour, until some porter or boatman suggested that boats were to be had for a few shillings to take a party across, and several soon left the quay for Helensburgh with individuals fairly tired out by waiting. This mode of travelling by open boat, in a chill atmosphere, besides being more expensive and tedious, is not always the most agreeable. Another inconvenience, too, is that very frequently light goods to be shipped, which are duly on the quay, must wait for an hour or two, when the party in charge might be more profitably employed in his shop or warehouse. Who is there who has witnessed or felt these inconveniences, and will not hail with pleasure the day when the arrangements now making shall be completed, and communication by rail and steamer constant and sure, shall be had in all weather with the chief watering places on the coast? There is frequently no little hurry, anxiety, and confusion, and sometimes mistakes are made, by travellers going into the wrong boat when two or three happen to be at the quay together, and strangers who cannot distinguish the different boats are often subjected to annoyance. This might be obviated by having the destination of the vessel painted on canvas, in letters large enough to be read easily from the corner of the Customhouse, and placed in some conspicuous part of the boat. We have no doubt that this, and every other thing that may tend to the comfort and safety of the public, have already engaged the attention of the gentlemen who have interested themselves in getting up the much needed line of railway steamers.”—Greenock Advertiser, March 23, 1852

The railway were quick to advertise the new service in connection with the trains.

“Glasgow, Paisley, Greenock, and the Coast, per Caledonian Railway and Special Steamers.—About the middle of May, built expressly for the accommodation of passengers per railway, will commence to ply between Greenock and the undermentioned places, in connection with the trains to and from Glasgow, Paisley, &c., viz.:—Steamer Helensburgh, Capt. M‘Pherson, to and from Helensburgh, Row, Rosneath, Shandon, Rahane, and Gareloch-head. Steamer Dunoon, Captain Shields, to and from Dunoon, Kirn, Strone, Lazarette, Sandbank, and Kilmun.

“Through tickets will be sold at the railway stations, and on board the steamers. Return tickets, per railway and steamers, will be issued daily, those issued on Saturdays to be available on Mondays. The tickets, per railway and steamers, for periods of one month and upwards, will also be issued. Hours of sailing, rates of fare, and other particulars will appear in future advertisements.”—Greenock Advertiser, April 23, 1852.

The anticipation of the service lost some momentum as it was almost two months before the first of the steamers was launched.

“The Helensburgh, the first of a line of steamers about to ply to and from various watering-places on the Clyde and Greenock, in connection with the Railway trains, was launched yesterday morning at four o’clock, from the new building-yard of Messrs Laurence Hill Co., and is now in Victoria Harbour. She went beautifully off the ways, and was gracefully named (notwithstanding the very early hour) by Mrs Hill, the lady of one of the builders. Her dimensions, which are exactly the same as those of the Dunoon, another of the line to be launched in a few days from the same yard, are—length, 135 feet; breadth of beam, 15¼ feet; height of cabin, 6 feet 6 inches. These vessels are to have their machinery fitted by Messrs Scott, Sinclair & Co. It is now ready to go on board, and it is expected steam will be up in the Helensburgh by Saturday. She is to be propelled by a single steeple engine of 60 horse power, with all the latest improvements, patent feathering floats, &c. She is altogether a very handsome boat, and will add much to the high character of her engineers, and form the commencement, we hope, of a long and prosperous career for the builders, whose first work she is. Her cabins are being tastefully fitted up Mr William Shaw, upholsterer here, and it is expected she and her consort will be on the Helensburgh and Dunoon stations before the end of this month.”—Greenock Advertiser, May 11, 1852

The Helensburgh began sailing in June.

“Glasgow, Paisley, Greenock, and the Coast, per Caledonian Railway & Steamers.—Helensburgh, Capt. M‘Pherson, Dunoon, Capt. Shields.

“On Tuesday, 1st June, and till further notice, the trains and steamer Helensburgh are intended to depart from the various stations as follows, or as soon thereafter as circumstances will permit. Time taken from the Railway Clocks.

“Helensburgh, Row, Roseneath, Shandon, and Gareloch-head. Down trains and steamers.—Trains leave Glasgow at 8:00 a.m., Paisley 8:15 a.m.; steamers leave Greenock on arrival of trains, for Helensburgh, Row, Roseneath, about 9:00 a.m. Trains leave Glasgow at 10:00 a.m., Paisley 10:15 a.m.; steamers leave Greenock on arrival of trains, for Helensburgh, Row, Roseneath, Shandon, Rahane, Gareloch-head, about 11:00 a.m. Trains leave Glasgow at 2:00 p.m., Paisley 2:15 p.m.; steamers leave Greenock on arrival of trains, for Helensburgh, Row, Roseneath, about 3:00 p.m. Trains leave Glasgow at 4:00 p.m., Paisley 4:14 p.m.; steamers leave Greenock on arrival of trains, for Helensburgh, Row, Roseneath, Shandon, about 4:50 p.m. Trains leave Glasgow at 6:00 p.m., Paisley 6:15 p.m.; steamers leave Greenock on arrival of trains, for Helensburgh, Row, Roseneath, Shandon, Rahane, Gareloch-head, about 7:00 p.m.

“Up steamers and trains.—Steamers leave Gareloch-head, about 7:30 a.m., Rahane, about 7:40 a.m., Shandon, about 7:45 a.m., Roseneath, about 7:55 a.m., Row, about 8:00 a.m., Helensburgh, about 8:15 a.m.; trains leave Greenock on arrival of steamers, for Glasgow, about 8:45 a.m., Paisley, about 9:15 a.m. Steamers leave Roseneath, about 9:30 a.m., Row, about 9:35 a.m., Helensburgh, about 9:50 a.m.; trains leave Greenock on arrival of steamers, for Glasgow, about 10:30 a.m., Paisley, about 10:30 a.m. Steamers leave Gareloch-head, about 1:00 p.m., Rahane, about 1:10 p.m., Shandon, about 1:20 p.m., Roseneath, about 1:30 p.m., Row, about 1:35 p.m., Helensburgh, about 1:50 p.m.; trains leave Greenock on arrival of steamers, for Glasgow, about 2:30 p.m., Paisley, about 2:30 p.m. Steamers leave Roseneath, about 3:30 p.m., Row, about 3:35 p.m., Helensburgh, about 3:50 p.m.; trains leave Greenock on arrival of steamers, for Glasgow, about 4:30 p.m., Paisley, about 4:30 p.m. Steamers leave Shandon, about 5:55 p.m., Roseneath, about 6:05p.m., Row, about 6:10 p.m., Helensburgh, about 6:25 p.m.; trains leave Greenock on arrival of steamers, for Glasgow, about 7:15 p.m., Paisley, about 7:15 p.m.

“The 8.45 a.m. Up train and the 4 p.m. Down train being express, are expected to make the run to and from Greenock and Glasgow in 45 minutes. The railway and steamboat companies do not hold themselves responsible for any irregularities that may take place connected with the above-named hours, either as regards the railway or steamers. Passengers are booked conditionally, that is in case only there be room in the train or steamers for which they are booked; and they are required to look after their own luggage, the Companies not being in any way responsible for it. Through tickets sold at the railway stations and on board the steamers. Return tickets issued daily. Those issued on Saturdays are available on Mondays.

“Fares. To or from Glasgow and any of the above places:—1st class of railway and cabin of steamer 2s 9d single ticket, 4s 6d return ticket; 2nd class of railway and cabin of steamer 1s 9d single ticket, 3s return ticket; 3rd class of railway and steerage of steamer 1s 2d single ticket, 2s return ticket. To or from Paisley and any of the above places:—1st class of railway and cabin of steamer 2s 3d single ticket, 3s 9d return ticket; 2nd class of railway and cabin of steamer 1s 7d single ticket, 2s 9d return ticket; 3rd class of railway and steerage of steamer 1s single ticket, 1s 9d return ticket.

“Time tickets per railway and steamers, at reduced rates, for periods of one month and upwards, may be had on application at the railway stations. Fares from Greenock and back by steamers, Cabin 1s.; Steerage, 8d. Children under fourteen years of age, half-fare; under ten years of age, free. The Dunoon, Kirn, Strone, and Kilmun steamer will be on station in about a fortnight. The hours of sailing will be given in future advertisements.—Greenock, May, 1852.”—Greenock Advertiser, May 28, 1852

The trial trip of the Helensburgh was greeted with enthusiasm but there is no mention of her speed. Instead the small consumption of coals was emphasized.

“Messrs. Scott. Sinclair & Co. have just completed the engines of the Helensburgh, built, as formerly mentioned, by Messrs. Laurence Hill & Co., for the Helensburgh and Gareloch trade in connection with the Railway. She was out twice last week trying her engines, and on Saturday started on a pleasure excursion with the proprietors and number their friends, several of the Railway officials, and a group happy children, whose merry gambols and laughing faces, as they chased each other round the deck, showed how much they enjoyed the holiday, and contributed not little to the pleasure of their more elderly companions. Steaming from Victoria Harbour shortly after eleven o’clock, the Helensburgh took her course for the town from which she derives her name, and embarked the Provost and Magistrates, after which she proceeded up the Gareloch to the head, where she lay for some time. A sharp shower which had fallen as the vessel reached the pier, shortly cleared away, and the sun beamed forth bright and cheerfully; and all forsook the deck for a ramble round the shores, where some gathered in groups to inspect the interesting process of swinging the screw steamer Petrel, which had preceded them up the loch for the purpose of adjusting her compasses, while others ascended the hill to where the “two waters” can be seen, and were rewarded by the lovely view which is there to be obtained. Returning on board, the Helensburgh steamed gallantly down the loch, when all were summoned below to partake of the good things provided by the steward. After a handsome collation had ample justice done it, the Provost of Helensburgh, in few apt remarks in which he referred to the want felt by the inhabitants of regular communication in connection with the railway, proposed a bumper to the prosperity of the undertaking, which was heartily responded to; and to which Captain Kincaid, in name of himself and the other proprietors, made a suitable acknowledgment. Before returning, the steamer took a run over the length of the Holy Loch, and afterwards shaped her course for Helensburgh, where the Provost and his party were landed. She then headed direct for Greenock, and, making the passage in seventeen minutes, arrived at the quay about five o’clock, when the party landed all highly gratified with the day’s sail, and with the steamer, which, from her very superior accommodation, and smooth and steady sailing, cannot fail when known to recommend her to the public. Her engines are beautifully finished, and went admirably. One most remarkable feature which the trip exhibited, was the very small consumption of fuel—a matter of prime importance to owners. She takes up her station this day; and in a short time will be joined by her consort the Dunoon, now ready for launching.”—Greenock Advertiser, June 1, 1852

The Dunoon was launched on June 7, and was quickly pressed into service.

“There was launched yesterday from the building yard of Messrs Laurence Hill and Company, small paddle steamer which was named the Dunoon, consort to and of the same size and dimensions as the Helensburgh, launched a few weeks ago the same firm, and is intended to ply in connexion with the Caledonian Railway Co, Her machinery is to be fitted by Messrs Scott, Sinclair Co.”—Greenock Advertiser, June 8, 1852

The two steamers provided a reliable service but they were slow, much slower than the regular Gareloch steamers. By July, fares were reduced on the trains and there was a push to attract more customers through cheap excursions.

“Caledonian Railway.—On and after, June 26th, till further notice, cheap excursion trains for the working classes will leave the Bridge Street station, Glasgow for Greenock, Helensburgh, Row, Roseneath, Shandon, Gareloch-head, Dunoon, Kirn, Strone, and Kilmun, every Saturday, at 10.45 morning and 3.45 afternoon, calling at Paisley, and returning from Greenock at 4.15 afternoon, and 7 and 8.30 evening.

“Fares: Glasgow and Paisley to Greenock, and the above-named places, and back; Third class and steerage, 1s.; Second class and Cabin, 1s. 6d.; First class and Cabin, 2s. 6d. From frequent sailing of the Railway Steamers, parties wishing to visit two or more of the above places, in the course of the day, have an excellent opportunity of doing so—No extra charge being made. The 10.45 a.m. train runs in connection with the Railway Steamers which ply to the whole of the above-named places. The 3.45 p.m. train only runs in connection with the steamers to Helensburgh, Row, Roseneath, Dunoon, Kirn, and Strone. For further particulars, in reference to the sailing of the Railway Steamers, see ordinary time bills.—John Addison, Superintendent, Glasgow, June 15th, 1852.”—Glasgow Sentinel, June 26, 1852.

Press reports indicated that the service provided by the railway steamers was holding its own. Although there was through booking on the railway and steamers, there does not appear to have been a reduction in the combined fare or subsidy of the steamer fare by the railway. This meant that the Napier and Henderson & M’Kellar steamers could wait on the trains and skim a share of the railway traffic.

“Saturday was as fine day as ever shone, and everybody who had time and opportunity was on the wing to the coast, by the several conveyances thither, to visit friends, enjoy the refreshing breeze, or bathe their fervent frames in the flowing tide. Steamer after steamer as it passed down the river received its quota of passengers at our quay from the railway, and was filled stem to stern with excursionists, many of them on a day’s sail to return in the evening, but more to remain over Sabbath at some of the watering places. The extreme cheapness of the fares both by rail and river to this town and to some of the sea-bathing quarters, induces multitudes to go to the coast on Saturdays especially; and as means of healthful recreation and happy variety, these Saturday excursions are both commendable and beneficial. We are glad to find that the railway steamers—Helensburgh and Dunoon—come in for a fair and increasing share of public patronage, and this independent of the traffic they derive through their connection with the Railway Co. The trip to Gareloch Head is one that is largely taken advantage of by our townspeople, and very deservedly so, for it can scarcely be equalled in natural beauty, as well as being so convenient; and the fare is so very low that no one can excuse himself for not enjoying this pleasant sail at least once week. In common with everybody else who has visited Helensburgh, we cannot sufficiently wonder at the inconvenient and uncomfortable state of the landing-place (quay it can scarcely be called), of this beautiful and much frequented watering-village. Doubtless there is some valid reason for this grievance of so long standing, else the public spirited inhabitants would not allow this state of matters to be further continued. In the mean time, one would think that for a trifling expense, a wharf could be thrown across the end of the quay, with a gangway stretching as far up the pier as high water mark. This would serve present purposes very well, and allow the boats to arrive and depart, as at other places, without backing out and putting round every time they call. The experiment with the railway boats has been so successful as to induce the enterprising proprietors to increase their number, and extend their range, so as to accommodate travellers by railway, to all the towns on the coast, and understand that the new boats will not be outrivalled by any on the river for speed, security, and convenience.”—Greenock Advertiser, August 24, 1852

“Visitors at our steamboat quay must be considerably amused at the competition now exhibited between our rival steamers. It frequently occurs in the course of the day, that steamers arrive from Glasgow on their way to Helensburgh, Dunoon, &c., about the same time as the railway steamers start for the same places. The trains, we regret to see. are generally late in their arrival, and the desire to obtain a share of the railway induces the steamers wait their arrival, in some cases fifteen to twenty minutes. This must annoy the passengers who came direct from Glasgow with the steamer and we feel surprised that they submit to it. There cannot be a doubt that such conduct must injure the river traffic, and proportionately benefit the railway.”—Glasgow Sentinel, August 21, 1852

The Napier and Henderson & M‘Kellar interests continued to sail on the regular schedules, competing with the railway steamers where they could show off their superior speed. The wooden steamer, Prince, was reportedly laid up and was sold in 1855. Alexander M‘Kellar began a new enterprise with the steamer Wellington, sailing to the Holy Loch from Glasgow in consort with the fast steamer, Eclipse, in which his nephew, Alexander M‘Kellar Jr., had an interest. The Holy Loch , like the Gareloch, had easy access by steamer and railway to Glasgow and in the early 1850s was an area where feuing was taking place. It was also a station on which fast steamers could compete with the slower and more heavily built railway steamers.

For the steamers of John Napier, Duchess of Argyle and Victoria, the main change was the purchase of John Maclean’s interest in the Victoria by the Messrs John and Alexander Campbell when Captain John Campbell was appointed as master. His nephew, Robert Campbell, was master of the Duchess of Argyle. The Victoria was involved in an incident in June.

Accident on Gareloch.— The steamer Victoria, Capt. Campbell, while sailing from Garelochhead on Friday morning, stopped a little above Rahane to take in some passengers—a lady and two gentlemen—from a small boat; but by the negligence or stupidity of the person in charge of the small boat rowing until he came right under the paddle-box of the steamer, which struck the boat and capsized it, the whole were immersed in the water. Fortunately, the lady and one of the gentlemen got hold of the fender, and held fast until rescued. The boatman seized hold of the paddle—the engine being stopped—and was taken up through the wheel; while the other gentleman sank down under the steamer, but being good swimmer, he dived, and came up clear of the vessel at its stern. He was then, by the aid of a life-buoy and the steamer’s small boat, got safely on board, little the worse of his sudden immersion. Great praise is due to Capt. Campbell and his crew for thus cleverly rescuing the whole party from their dangerous position. The floating luggage of the party was all picked up with the exception of a leather bag, which sunk to the bottom. The small boat drifted away keel upwards. The above accident shows the folly of any but regular ferrymen plying to or from a steamboat, a system which ought to be resisted by all captains, more especially when the distance is, as was in this case, so near the regular ferry.—Saturday Post.”—Greenock Advertiser, June 8, 1852

In September, in the dark waters of the Gareloch, there was a serious collision between the Duchess of Argyle, travelling on her normal service run apparently without proper navigational lights, and the Emperor in which the latter was sunk. The assignment of blame was on the Duchess, but the position of the Emperor, steaming light down the loch was curious.

“Collision between two Gareloch Steamers.—Friday night, about nine o’clock, the Gareloch steamers Duchess of Argyle, and the Emperor, came into violent collision off Cairnbann Point, above Shandon, on the Gareloch, and such was the violence of the concussion that both steamers had to be run ashore, where they immediately sank, the whole of the quarter-deck of the Emperor being under water at low tide, but the Duchess lies on the beach with only a little water in her hold.

“The Duchess had left the Broomielaw at five o’clock, and had all but reached her station at Garelochhead for the night, when on passing Cairnbann Point, she came in fearful collision, stem-on, with the Emperor, which was just returning from the head of the loch, on her way up to Glasgow, preparatory to an excursion trip this morning. The stem of the Duchess struck the Emperor forward of the paddle with fearful force, and cut her down almost to the keel; and so rapidly did the water flow in, that there was barely time to turn her head shorewards when she sank. The damage done to the Duchess is much less serious, and the sharp configuration of her stem resisted the blow with greater effect, and she kept afloat until run upon the beach. The Emperor had fortunately no passengers, and there were but four on board the Duchess.

“We are happy to add that there is no of life or limb to lament, although the absence of any serious personal casualty does not in any way militate against the most searching investigation being made as to the cause of this most unaccountable disaster—accident we will not call it.

“The night was clear starlight, and we have not heard that there was even a haze on the water at the Gareloch; most certainly there was none here.

“The Emperor was making an extra run from Gareloch-head to Glasgow, and consequently would not be looked for by those on board the Duchess. Whether both vessels had lights up, or what could have led to the collision, we have been unable to learn with precision. Of course the authorities will make a thorough investigation, and we trust that the guilty party will be severely punished; for although there is no personal injury to lament, the case might have been very different; as the same neglect of duty or precaution which led to the collision last night, might have caused a serious loss of life under more untoward circumstances.

“It is singular that the Emperor should have been struck on the starboard side, because that vessel must have been steering towards the shore, and out of her regular course, before that side could have been presented to the stem of the Duchess. The long sharp bow of the latter is also twisted to starboard, caused by the drag of the Emperor whilst the two vessels were in contact.

“We understand that the Duchess of Argyle is at fault, having violated the Admiralty regulations by failing to exhibit white, red, and green lights on the foretopmast head and port and starboard sides. The authorities of Dumbartonshire are investigating the case.”—North British Daily Mail, September 20, 1852

Serious steam-boat accident—steamer sunk.—On Friday night, about eight o’clock, the river steamers Duchess of Argyll and Emperor came into collision upon the Gareloch, by which both vessels sustained very serious damage, and are so disabled that some time must elapse before they are fit to resume their usual stations. From what we have learnt of the catastrophe, it would appear that the Duchess left the Broomielaw at 5 o’clock on Friday afternoon, and had proceeded as far on her passage to the head of the Gareloch as Shandon, when she was run into, or came into violent contact with the steamer Emperor, by which the last mentioned vessel was so much damaged that she sunk in deep water, and now lies a little way below Shandon toll-house completely covered with water almost up to the top of the funnel. The Duchess, after the collision, seems not to have been so much disabled as she had evidently been put about and run ashore. She lies close on to the beach, but her stern quarter is also covered with water. Fortunately no lives are lost, although it is almost miraculous that any one escaped. We believe there were not many passengers on board the Duchess going down, and there were no persons in the Emperor but the hands employed in working her. It was quite dark when the accident took place, and it is said to have been caused by one of the vessels not exhibiting the usual signal lamps. The Emperor, we may explain, was upon her return to Glasgow with the view of being ready to go on a pleasure excursion with a large party from the Broomielaw on Saturday morning. The passengers of the Duchess we believe, made their escape by means of the small boats attached to the vessel, and it is gratifying to be enabled to state that although the loss and damage to property by this extraordinary collision are considerable, no person has been injured in the slightest. The Duchess, we believe, is owned by Mr. Robert Napier of this city, and the Emperor by Messrs M‘Kellar and Henderson. In the meantime, of course, it is impossible to say who is to blame for the accident; but we doubt not a searching inquiry will be made into the whole facts of the case by the proper authorities.”—Glasgow Herald, September 20, 1852

The accident had a sobering effect on the sailings that winter.

“River steamers.—lt is rather a singular fact, that although till lately passenger river steamers were leaving the Broomielaw as late as 6 o’clock for Greenock, and stations beyond, there is now none after 3.15. This, we believe, is in consequence of the disabling of the Duchess of Argyle and Emperor, on the occasion of these vessels getting into collision. We hope a steamer will soon be supplied for the 4 o’clock departure, else our river traffic will lose its character for regularity and steadiness.—Advertiser.”—North British Daily Mail, October 9, 1852

“The Emperor steamer, which was sunk near Row lately by coming in collision with the Duchess of Argyle, has been raised, and is hauled into dock for repair.”—Greenock Advertiser, October 12, 1852

The experience of the Caledonian Railway with their experiment in running steamers appears to have been sufficiently positive to encourage expansion. Towards the end of the season, the new Rothesay steamer Glasgow Citizen and the veteran Dumbarton steamer Lochlomond were purchased. What was clear, however, was that the Helensburgh and Dunoon were not sufficiently speedy to compete effectively with the existing steamer fleet. The two steamers were disposed of in October to Australian interests. Gold had been discovered in Australia and there was a new demand for small river steamers. Accordingly Helensburgh and Dunoon renamed Melbourne and Geelong were stripped of their paddle boxes and sailed for the southern waters. Melbourne made the trip successfully, arriving on March 2, but Geelong was lost in mid-November in the Bay of Biscay. The winter service by the railway steamers continued and involved two Gareloch trips, likely by the Lochlomond with Glasgow Citizen on the Dunoon station. Two new steamers, Eva and Flamingo, were ordered for 1853.

“Railway Steamers.—Last year a somewhat bold experiment, considering a previous failure, was made by several gentlemen here to provide constant regular communication between the various watering places and Glasgow, in connection with the Caledonian Railway; thus guarding against tiresome waits of half hour on the Quay, or missing the boat should the train be a few minutes behind. Though the strong substantial boats of the Company were last year regarded as rather slow for the service, the communication was regularly and with due punctuality kept up, not only through the entire summer and autumn, but throughout the winter also, very much to the convenience the few occasional voyagers, and at prices unusually moderate. We are glad to find that the speculation succeeded to the satisfaction of the projectors, for new boats, with an extended service to Kilcreggan and Cove, and to Innellan and Rothesay, will start on Tuesday the 3d of May, and with a still further reduction in the rate of fares, a return ticket from Glasgow or Paisley to Innellan or Rothesay being given at the rates of 1s, 2s, and 3s according to the carriage chosen; and for all the other places, 1s, 1s 9d, and 2s 9d, for the respective classes of accommodation, while single journey tickets are given on alike moderate scale. The service thus extended will by means of the excellent steamer Glasgow Citizen, acquired by the Company towards the conclusion of last season, the beautiful new steamer Eva, built at Dumbarton, and several others, which will ply to Helensburgh, Row, and Rosneath, five times daily; to Shandon, four times; to and Garelochhead, three times; to Kilcreggan, Cove, and Strone, five times; Lazaretto, Sandbank, and Kilmun, four times; and to Kirn, Dunoon, Innellan, and Rothesay, six times a day, with, of course, a corresponding number of returns. We wish this enterprising Company a measure of success in proportion to their exertions to supply for the seaside travellers the three grand desiderata, speed, economy, and punctuality, with comfort and courteous treatment.”—Greenock Advertiser, 26 April, 1853

Messrs Henderson  M‘Kellar steamers were able to offer multiple sailings to the Gareloch.

“Helensburgh and Gareloch steamers.—Additional sailings.—On and after Tuesday the 10th inst., the Helensburgh and Gareloch steamers will sail from Glasgow as under:—To Helensburgh, Row, and Roseneath, 7.45 and 11 a.m., 12 noon, and 3 and 4 p.m.; To Gareloch-head, 7.45 and 11 a.m., 3 and 4 p.m.

“The 4 p.m. boat will not call at Greenock nor any of the ferries, but proceed direct to Helensburgh. Fares—Cabin 1s., Steerage 9d. A still further addition to sailings will shortly be announced.—Glasgow, 7th May, 1853.”—Glasgow Herald, May 9, 1853

The Napier boats offered competition, frequently sailing at the same times. With their smoother sailing oscillating engines, they may well have had an advantage over the steeple engined of their competitors.

“Helensburgh and Gareloch.—On and after Saturday the 9th inst., the Helensburgh and Gareloch steamers Victoria and Duchess of Argyll, are intended to sail as under:—From Glasgow to Greenock, Helensburgh, Row, Roseneath and Garelochhead, 7 and 11 a.m., and 3 p.m. The 7 a.m. boat does not proceed farther than Roseneath. From Garelochhead, 7 a.m. and 3 p.m. From Roseneath, about 7.30 and 10 a.m., and 3.30 p.m. Passengers by the 7 a.m. boat from Garelochhead are in time for the 8.30 up train from Greenock. Fares: Cabin, 1s., Steerage, 6d. Return tickets available on day of issue or following day, Cabin 1s. 6d., Steerage, 9d. Former notices of Helensburgh and Gareloch steamers are withdrawn.—Glasgow, 7th July, 1853.”—Glasgow Herald, July 8, 1853

Emperor (Williamson)

At the beginning of July, it was announced that the Emperor had been sold to interests who would have her sail on Sundays. The story of her exploits is recorded in detail elsewhere and she reappeared occasionally during the week, sailing to the Gareloch, and eventually, after her Sabbath-breaking, returned to the waters of early service as Acquilla. The Henderson & M‘Kellar interests continued with Monarch and Sovereign, that had been laid up, was brought back into service..

“Helensburgh and Gareloch.—On and after Saturday the 9th inst., the Helensburgh and Gareloch steamers Sovereign and Monarch, are intended to sail as under:—From Glasgow to Greenock, Helensburgh, Row, Roseneath and Garelochhead, 7.45, 12 noon, and 4 p.m. The 7.45 a.m. boat does not proceed farther than Roseneath. From Garelochhead, 6.15 a.m. and 4.30 p.m., From Roseneath, 6.45 and 11 a.m., and 5 p.m. Fares: Cabin, 1s., Steerage, 6d. Return tickets available on day of issue or following day, Cabin 1s. 6d., Steerage, 9d. Former notices of Helensburgh and Gareloch steamers are withdrawn.—Glasgow, 7th July, 1853.”—Glasgow Herald, July 8, 1853

In the middle of the season, a new steamer entered the Gareloch service. This was the Baron. She was always advertised on her own and does not seem to have a strong association with either the Napier or Henderson & M‘Kellar interest..

“Trial of New Steamer Baron.—On Wednesday, Messrs. J. W. Hoby and Co., of Renfrew, the builders of this fine river steamer, entertained a party of their friends to a trial of the above steamer. She left Greenock quay at about half-past twelve o’clock, and made the usual run between the Cloch and Cumbrae Light Houses, which she accomplished in the very short space of 56 minutes. She then steamed round by the Bute shore, and moored in Rothesay Bay, where the company sat down to a sumptuous dinner provided by Mr. Kennedy, the steward of the vessel—Mr. Hoby and Capt. Stewart presiding over the table; Mr. Winter, one of the partners, and Mr. M‘Millan, the manager of their building yard, acting as croupier. Dinner being over, the vessel put round, and slowly steamed along, The usual loyal toasts having been proposed, the healths of Capt. Stewart, The Ladies, The Magistrates of Renfrew, Prosperity to the Baron and her Builders, &c., were severally given and responded to. At Dunoon the Mountaineer was just leaving, when the Baron set on full steam to test her sailing powers with this well known fast boat, and during the whole run to Greenock the one vessel did not appear to gain one inch on the other—a feat that has never yet been accomplished by any other boat on the river. At Greenock, Port-Glasgow, and Renfrew, the Baron landed parties belonging to these places, and then proceeded to Glasgow, where she arrived soon after eight o’clock, all being highly delighted with their day’s entertainment and with the speed attained by the Baron. In starting from the Cloch the engines became heated, and the vessel was consequently obliged to slow. When in good sailing condition, and when the engines have been worked a little more, she will probably be the swiftest on the river. She is intended to sail between Glasgow and Garelochhead—where she commenced plying yesterday—under the command the well known and highly respected Captain Stewart, late the Duchess of Argyle, whose kindness and attention to passengers have long been known and appreciated.”—Paisley Herald, August 20, 1853

The Baron was 189 feet in length and almost 17 feet in the beam with a two cylinder oscillating engine of 120 horse-power, constructed by Messrs J. W. Hoby & Co. Even on the trials, where she averaged 15 miles per hour, there were noticeable problems and her boiler, of the square type, also detracted from her performance. With her two funnels and single mast, she was the longest river steamer of her day and had no figure-head or bowsprit, a common bow and square stern. Her cabin was elegantly fitted-up with green velvet cushions on her seats and the panels fitted with paintings on glass of the most interesting scenery of the Clyde. Her master was Mr William Stewart.

Baron (McQueen)

“Additional accommodation to Helensburgh and the Gareloch.—The new and splendid steamer Baron will commence running on the above station on Friday the 18th inst. Hours of sailing: From Glasgow ¼ before 7 morning, 2 afternoon; From Gareloch, 10 morning, ¼ past 5 afternoon.”—Glasgow Herald, August 19, 1853

“Additional accommodation to Helensburgh and the Gareloch.—The new and swift steamer Baron. Hours of sailing: From Glasgow ¼ before 7 morning, 2 afternoon; From Gareloch, 10 morning, ¼ past 5 afternoon. Fares: Cabin, 1s., Steerage, 6d. Return tickets available same or following day, Cabin 1s. 6d., Steerage, 9d. Parties by the morning boat have about 7 hours to spend ashore”—Glasgow Herald, September 2, 1853

Baron’s problematic engine and boiler were replaced by a steeple and haystack respectively by Messrs Blackwood & Gordon, Port Glasgow, and the following year she lived up to her promise and was moved to the Rothesay station.

“On and after Thursday first, the Steamer Baron will commence plying between Glasgow, Rothesay, and intermediate stations, at eleven o’clock forenoon, returning in the afternoon. About the 15th of the Month, another new end powerful steamer will be placed on the station in connection with the Baron, when the summer arrangements will be as follows:—From GIasgow, at half-past 6 o’clock morning, at 11 o’clock forenoon, at quarter-past 3 o’clock afternoon. From Rothesay, about half-past 6 o’clock morning, about 10 o’clock forenoon, and about 4 o’clock afternoon.”—North British Daily Mail, April 5, 1854

“Steamboat Accommodation.—The elegant and swift new steamer Baron of Renfrew was placed on the Glasgow and Rothesay station last week. She was built at Renfrew by Messrs Hoby and is said to surpass all the river boats in speed. In the course of a week or two she is have for a consort another new one named the Ruby, by the same builders. The Rothesay people are likely to have the very best steamboat accommodation during the present season.”—Paisley Herald, April 15, 1854

The Henderson & M‘Kellar steamers continued with a good level of service.

“Helensburgh and Gareloch.—Change of hours.—On and after Monday the 19th inst., the Helensburgh and Gareloch steamers will sail as under:—From Glasgow to Greenock, Helensburgh, Row, and Roseneath, 7.45, 11 a.m., 12 noon, and 3 p.m. To Gareloch-head 11 a.m., and 3 p.m. From Gareloch-head, 7 a.m. and 4 p.m. From Roseneath, 7.30 and 11 a.m., and 3 and 4.30 p.m.—Glasgow, 10th September, 1853.”—Glasgow Herald, September 16, 1853.

The railway experiment was wound up at the end of the season.

“Effective October 7, 1853, the Caledonian Railway curtailed its experiment with steamers to Rothesay, Innellan, Kilcreggan and Cove and sold off the Glasgow Citizen and Lochlomond that had been on those routes. The Flamingo, on the Dunoon Kirn, Strone and Kilmun station and the Eva on the Helensburgh, Row, Roseneath and Garelochhead station were retained for the time being. Helensburgh connections were provided for the 8, 9, 10, and 11 a.m. and 4 p.m. down trains, the latter two proceeding to Garelochhead, while for the up trains, the connection left Garelochhead at 7.55 a.m. (Helensburgh 8.40 a.m.) for the 9.20 a.m. train from Greenock and at 2 p.m. (Helensburgh 3 p.m.) for the 3.30 p.m. train from Greenock with Helensburgh connections at 9.30 a.m., 10.30 a.m. and 11.30 a.m. for the 10.30 a.m., 11.30 a.m., and 12.30 p.m. trains from Greenock to Glasgow.

“Steamers for sale.—There will be exposed for sale, by public auction, within the Tontine Hotel, Greenock, on Friday the 11th current, at one o’clock p.m., unless previously disposed of by private bargain, the iron steamer Glasgow Citizen, 60 horse power, built by Mr Barr of Glasgow last season, and well known in the Clyde as a river passenger steamer. An improvement is now being made in her machinery which will add considerably to her speed. Upset price £2500. The iron steamer Lochlomond, 50 horse power, built by Messrs Denny of Dumbarton, also well known as a comfortable and swift Clyde river steamer, has just undergone an extensive repair in hull and machinery. Upset price £1500. The steamers are lying in the Harbour of Greenock, where they can be inspected any day previous to the sale. Apply to James Little & Co., Greenock, 3d November, 1853.”—Glasgow Herald, November 11, 1853.

Later in the month, the Eva and Flamingo were also withdrawn and sold. The Eva, Flamingo, and Glasgow Citizen were sold to Australian owners and the Lochlomond, after a period lying in Greenock Harbour was sent to the Mersey.

“….While this embarkation was busily going on, a steamer, if by such a name a vessel can be called that has paddle boxes, but no paddles, funnel, or steam, came down the river under canvas. The breeze, which was pretty strong at the time, caused her to pitch and roll about very considerably. This was the Shandon, long known on the Gareloch station, subsequently employed in connection with the Messrs Burns’, and afterwards with Messrs Hutcheson’s line of West Highland steamers. She is now owned by Capt. Anderson, late on the Belfast line, who proceeds with her to Melbourne, and though she appeared rather light, she sailed smartly past our quays; but the breeze coming stoutly up the river she ran into Loch Long. She put back Gourock Bay on Sunday afternoon, where she still lies.

“In connection with the departure of vessels to Australia, we observe that the Railway Company’s steamer Flamingo has been for some time in the Old Dry Dock, and has been entirely transmogrified. Her paddles, paddle boxes, and funnels have been unshipped, and stowed on board. She has been supplied with four masts, and large pieces of timber are being attached to her sides, in order to give her something of the steadiness which a greater beam would afford. Stripped of her paddle-boxes and other deck erections, she is a long, rakish, or serpent-looking craft; having, to ordinary sailing vessel, somewhat of the proportion which a gig bears to jolly-boat. She is to be despatched about the end of this week to Australia, under the name of the Bell Bird. If innocent cruisers between this and South America put about and fled before the unfortunate Breadalbane, thinking her a pirate craft, the remarkable appearance of the Bell Bird is calculated to clear the ocean track she may traverse, by causing double refined apprehensions of piracy. The Eva and Glasgow Citizen, also formerly belonging to the Railway Steam Company, are now being fitted for a voyage to Australia, and several other vessels are in course of construction here for the same destination. One of them, a screw yacht of about 250 tons, is intended to go out under steam.

“Among the other vessels at present loading at this port for our Australian possessions is the very handsome new screw steamer William Denny, of 422 tons, launched the other day Mr Alexander Denny, at Dumbarton, and most creditable specimen of the work our neighbours. A considerable part of her cargo, understand, is prepared flooring, which, in the present dearth house accommodation in the colony, must command good returns.”—Greenock Advertiser, November 22, 1853

The departure of the Eva attracted attention, and a few days later, her wreck off the Iish coast was announced.

“The steamer Eva is now in dock, having been dismantled of every thing which it was practicable to remove likely to be an encumbrance in the prosecution of a voyage to Australia. The boiler, however, which rises like dome above the dock, still remains, but where the funnel “ought to grow,” a mast has been planted. Another has been fixed forward, and a third aft, by the sails of which the tiny craft is to be propelled to a station on some river in the gold country, where, we hope, she will be serviceable and regular in her sailings, as she was on Clyde last summer under the careful charge of Captain Lang. Boards have been fixed on the side, blocking up the cabin windows, and other preparations are in progress to fit her for her somewhat lengthened outward trip.”—Greenock Advertiser, 16 December, 1853

“Wreck of the Steamer Eva.—The steamer Eva, which sailed from the Clyde on Monday or Tuesday last for Melbourne, encountered a severe gale in the Irish Channel on Wednesday morning, and foundered off Lambay, when the Captain, his wife, her sister, the second mate, and five men were drowned. Seven of the crew were saved by the Emeraldsmack, but one of them died before he could be got on shore.”—Paisley Advertiser, December 31, 1853

“Loss of the Eva steamer (From the Greenock Advertiser.) The following are the parties who perished—Capt. Robert Fisher, his wife, and her sister, Miss Herd; Arthur Fredson, mate, (Norwegian) ; Alexander Douglas, boatswain and second mate; William Beaton, carpenter and seaman ; Neil Douglas, ordinary seaman; John Bowie, do.; Donald M‘Lagan; James Canapie, Seaman.

The names of those rescued by the Emerald Isle are John M‘Kenzie, steward; Walter Scott, cook; Alex. Grummond, joiner; Robert M‘Vicar, seaman, Wm. Gordon, do.; Elisha F. d’Avila, (Spaniard) seaman; and John Carmichael, engineer. The latter died on board the Emerald Isle from the effects of his long immmersion.

“The Eva was a tight, firm vessel, and, during last year, was a favourite in the Holyloch, Dunoon, and Kilcreggan trade, in connection with tie Railway. Though small to undertake such a lengthened voyage as that to Australia, other steamers of much smaller size have accomplished the voyage safely and speedily, and it was expected that the Eva would be as fortunate—an expectation which has been belied by the disastrous result.

“Some of the Irish papers seem to ascribe the melancholy accident to the machinery being placed amidships, and to her being loaded with coals; but they are incorrect in both respects. The engines and machinery were disconnected and stowed away in different parts of the vessel, and she had only seventeen tons of coal on board, one half of it in bags. The Eva was in ballast trim.”—Glasgow Herald, January 6, 1854

Monarch in Australian waters

The new year, 1854, with no railway competition signalled a time of change for both the Napier and Henderson & M‘Kellar interests. For the latter, early in the year, Monarch was sold to Australian interests, leaving just the aging Sovereign. She offered an early morning run from Gareloch-head to connect with the train at Greenock and then maintained railway connections to Roseneath until 11 a.m. when she sailed for Glasgow, returning thence at 2:30 p.m. and again running railway connections to Roseneath until an evening run to Gareloch-head.

“Helensburgh and Gareloch.—The Helensburgh and Gareloch steamers are intended to sail as under until farther notice:—From Glasgow to Greenock, Helensburgh, Roseneath, and Gareloch-head, 2.50 p.m.; From Roseneath to Glasgow, 11 a.m.; From Greenock to Helensburgh, Row, and Roseneath, 10 a.m., train from Glasgow 9 a.m., 5 p.m., train from Glasgow 4 p.m., the boat at 5.p.m. proceeds to Gareloch-head.; From Gareloch-head to Greenock, 7.40 a.m.—Glasgow, January 10, 1854.”—Greenock Advertiser, January 13, 1854

Sensing that there was profit to be made while the service was under-manned, the Emperor began sailing to her old haunts, although charters in May disrupted her schedule.

“Helensburgh and Gareloch-head.—Emperor sails daily at 9.45 for Helensburgh and Gareloch-head—returning 3.30”—Glasgow Herald, April 7, 1854

“Helensburgh and Gareloch-head.—Emperor sails daily at 10.30, returning 3.45. The Emperor will not run on Wednesday 3d, and Saturdays 6th and 13th inst.”—Glasgow Herald, May 1, 1854

In May, a new steamer was added as consort to Sovereign. The Gem was the product of Messrs Henderson & Sons of Renfrew and was 161 feet in length by 16 feet in breadth with a steeple engine of 50 inch cylinder and 3½ feet stroke producing 80 horse-power by Messrs M‘Nabb & Clark of Greenock. She was a plain flush-decked iron steamer with a common bow, no figure-head, bowsprit or mast and Captain Robert M‘Aulay was put in command.

“Messrs Henderson & Son have likewise added another to our long list of river steamers by launching the Gem for the Garelochhead passage.”—Greenock Advertiser, May 23, 1854

“. . . The steamer Aquila has left the crane at East India Harbour, and her place has been occupied by a very handsome river paddle steamer called the Gem, lately launched by Messrs Henderson of Renfrew. Her dimensions are: length, 140 feet, breadth, 16 feet 6 inches, and depth 8 feet 4 inches. She is to be propelled by a a steeple engine of 80 horse power, nominal, with a 50 inch cylinder, having 3 feet 6 inches length of stroke, which will fitted by Messrs Macnab & Clark. The Gem is the property of Messrs Henderson, and will ply between Glasgow and Gareloch-head in connection with their long well known and successful line of steamers.”—Greenock Advertiser, May 30, 1854

“Helensburgh and Gareloch steamers.—The new steamer Gem and Sovereign will, on and after Thursday 22d June, sail from Glasgow for Greenock, Helensburgh, Roseneath, and Garelochhead, every morning at ¼ before 8, every forenoon at 11, every afternoon at ¼ past 4. Up from Garelochhead, 6.15 a.m., 11 a.m., 3.15 p.m.; from Helensburgh, 7 a.m., 11.45 a.m., 4 p.m.—Glasgow 17th June, 1854.”—Glasgow Herald, June 19, 1854.

The new steamer was reviewed well in the newspapers.

“Clyde River Steamers—The Gem.—This beautiful and finely modelled steamboat, lately launched from the building yard of James Henderson & Son, Renfrew, went down the river on Friday afternoon, on her trial trip, previously to being placed, early next week, on the Glasgow, Helensburgh, and Gareloch-head station. She (the Gem) is fitted rip in the latest and most approved manner, and propelled by a steeple engine of 75 horse-power. Her engine was supplied by Messrs. M’Nab & Clark of Greenock. Her painting was executed by Mr. Buchanan, of York Street, Glasgow, and her upholstery work by Messrs. Wylie & Lochhead. She is to be under the able command of Captain M‘Auly, so long and favourably known on the Gareloch station, and will no doubt soon be established as a favourite conveyance on this pleasant and romantic route. We learn from a gentleman who was on board, that a somewhat novel scene occurred at the head of the loch, where the Gem and Aquila met. The latter is built by the same parties for a London and continental station, and they had a friendly contest of speed down the loch and across the Frith to Greenock. They proved of equal speed, and made the passage from pier to pier between Helensburgh and Greenock in the uprecedentedly short space of thirteen minutes. From the steaming and other capacities displayed by the Gem on this, her trial trip, and the stately and steady manner she parted the waters, there is no doubt of her extending the fair fame of the Messrs Henderson.—Communicated.”—Glasgow Herald, June 19, 1854

There was change too with the Napier ships, now under the title of Messrs J & W Napier. There was a change in ownership of the Duchess of Argyle. The Messrs Campbell, who also had part ownership of the Victoria, purchased a part interest in the Duchess as their nephew, Captain Robert Campbell was elevated to her master. She continued to run as usual in consort with the Napier ships. After a brief spell on the Duchess, Captain Robert Campbell moved to the new steamer, Express, built for the Messrs Campbell on their own account and placed on the Holy Loch station.

“Helensburgh and Gareloch.—Additional sailings.—On and after Tuesday the 23d instant, the Helensburgh and Gareloch will sail as under:— From Glasgow to Greenock, Helensburgh, Row, and Roseneath, 7.45 a.m., train 9, 12 noon, 2.50 p.m., train 4. To Garelochhead, 2.50 p.m., train 4. To Greenock and Glasgow from Garelochhead 7.30 a.m.., train from Greenock, 9 a.m.; from Roseneath, about 8 a.m., train from Greenock 9 a.m., about 11 a.m., train from Greenock 12.30, 3 p.m.

“Notice.—Shippers of goods are respectfully requested to send all heavy articles by the boats at 7.45 a.m. and 12 noon. The 2.50 boat will not take heavy goods except they are for Gareloch.—Glasgow, February 20, 1854.”—North British Daily Mail, February 21, 1854

“Helensburgh & Gareloch.—On and after the 27th inst., the Helensburgh and Gareloch steamer from Glasgow, at 12 noon, will proceed to Garelochhead, returning 4.30 p.m.—April, 1854.”—North British Daily Mail, April 25, 1854.

They too introduced a new steamer to the station. Named Vulcan, she was built and engine by Messrs Robert Napier & Sons and was 168 feet in length by 16¼ feet in breadth with oscillating engines of 80 horse-power. She had a common bow, was flush-decked with a single mast.

Vulcan in Rothesay Bay (Adamson)

“Helensburgh and Gareloch.—On and after Tuesday the 20th instant, the Helensburgh and Gareloch steamers Vulcan, Victoria, or Duchess of Argyll are intended to sail as under:— From Glasgow to Greenock, Helensburgh, Row, Roseneath, and Garelochhead, 7.10 a.m.(instead of 8.45 as at present), 12 noon, 2.50 p.m. The boat at 7.10 a.m. does not proceed farther than Roseneath. From Garelochhead 7 a.m., 4.30 p.m., from Roseneath, 7.30 a.m., 10.45 a.m., 5 p.m.—Glasgow 17th June, 1854.”—Glasgow Herald, June 19, 1854.

Railway connections were maintained by both enterprises.

“The passengers by the 4 p.m. down train of Tuesday, were landed at Helensburgh pier in one hour and ten minutes after their departure from the Glasgow station. They were conveyed across the river in the fast steamer Vulcan.”—Greenock Advertiser, June 23, 1854

“Helensburgh and Gareloch.—Reduced fares.—The steamers Vulcan, Victoria, or Duchess of Argyll sail from Glasgow for Greenock, Helensburgh, Roseneath, and Garelochhead, at 7.10 a.m.(instead of 7.45 as formerly), 12 noon, 2.50 p.m. From Garelochhead 7 a.m., 4.30 p.m., from Roseneath, about 7.30 a.m., 10.45 a.m., 5 p.m. The boat from Glasgow at 7.10 a.m. does not proceed farther than Roseneath. On Tuesday, 4th July, the fares will be reduced as under:—To Helensburgh and Roseneath, Cabin, 1s single, 1s 6d return, Steerage, 8d single,1s return; To Gareloch, Cabin, 1s 3d single, 1s 6d return, Steerage, 9d single,1s return.—Glasgow July, 1854”—North British Daily Mail, July 4, 1854.

“Helensburgh and Gareloch.—Alteration of hours.—On and after Friday 1st September, the steamers Vulcan, Victoria, or Duchess of Argyll are intended to sail from Glasgow as under:— To Greenock, Helensburgh, Row, and Roseneath, 7.10 a.m., 12 noon, 2.50 p.m.; to Garelochhead 2.50 p.m. From Garelochhead 7 a.m., from Roseneath, about 7.30 a.m., 10.45 a.m., 3 p.m.—Glasgow 28th August, 1854.”—North British Daily Mail, August 30, 1854.

A pleasant little vignette representing the time appeared.

“West Coast Incident.—One day last summer, while one of the Helensburgh steamers was at Greenock Quay receiving the passengers from the railway, a very kind and intelligent lady of our acquaintance noticed the arrival of two plainly but neatly dressed children, accompanied by an attendant, and as the seats were all occupied, with kindness most natural to her, she arose and insisted upon their taking hers, which, not without some little pressing, they did. A gentleman, who had witnessed the act of courtesy, stepped forward to remonstrate against the dispossession, but the lady would not hear of any alteration of her arrangement, assuring him that she much preferred standing. Presently, a great shouting and cheering got up on the quay; the lady looked down the river, and up the river, and all about, without being able to discover the cause. “What can all this huzzaing be about?” said she to the gentleman, who was still standing beside her; “I don’t see anything for them to cheer at.” “I am sure you don’t,” said he quietly, as he turned away. “Can you explain the reason of this?” she next inquired of another lady close by. “I suppose,” replied the latter, “it is because Mr Lome Campbell and Lord John Russell happen to be on board.” “Oh, indeed! And pray where may Lord John Russell be?” “You have just been speaking to him. I am Lady Russell; these are our children; we are going to Roseneath to stay for short time” an announcement which, may well be supposed, was the occasion of no little surprise to our friend.—Herald.”—Paisley Herald, July 15, 1854

The new year brought little change to the scene on the Helensburgh route. The new steamers, Vulcan and Gem for the opposing fleets settled in to impressing patrons on how quickly they could whisk their passengers from Greenock to Helensburgh and beyond. The afternoon express from Glasgow regularly had travellers at Helensburgh pier just 65 minutes after leaving Bridge Street station.

“A correspondent of the Daily Mail, in complaining of the dangerous practice of passengers crowding the paddle boxes of river steamers, relates a narrow escape made by the passengers of the Vulcan Saturday last. This steamer left Greenock Saturday afternoon for Helensburgh, and had proceeded but a short distance when new screw steamer was passed, coming up the river. The 30 or 40 people on the paddleboxes and gangway of the Vulcan crowded to the port paddlebox to have a better view of the new steamer, in consequence of which the Vulcan heeled over until the windows of that side of the cabin (fortunately all shut at the time) were partly under water. The passengers, on the quarterdeck, greatly alarmed, rushed to the opposite side, causing the steamer to roll over violently to starboard, when some one had sufficient presence of mind to call out to the affrighted passengers keep the centre of the deck, and this request being acted upon, and the occupants of the paddleboxes put down, the steamer righted.”—Greenock Advertiser, May 4 ,1855

In May, a new competitor appeared on the route. This was the Alma, named after the battle on the Crimean peninsula fought the previous September when the Highland Brigade commanded by Sir Colin Campbell had proved decisive. She was built of iron by Messrs John Barr at Kelvinhaugh and was 157 feet in length and 16 feet broad, powered by a steeple engine of 80 horse-power. It is likely that the hull was subcontracted to Messrs Blackwood & Gordon of Port Glasgow. Her owner was Captain Duncan Stewart who was also her master. The vessel secured a loan with the City of Glasgow Bank.

“Helensburgh and Garelochhead.—On and after Monday, 7th May, the new steamer Alma will sail daily at the following hours:—From Glasgow, at 10.30 a.m. for Roseneath, at 5 p.m. for Garelochhead. From Garelochhead at 6.30 a.m., Roseneath 6.50 a.m., 1.15 p.m., Helensburgh, 7.15 a.m., 1.45 p.m.”—Glasgow Herald, May 7, 1855.

“When the steamer Alma was leaving the quay on Wednesday morning, one of the steering chains went out of order, and before the engines could be stopped, she ran into the stern of the steamer Dolphin, smashing to pieces to boat hanging on the stern davits. Fortunately the Dolphin received no injury.”—Greenock Advertiser, May 18, 1855.

“Helensburgh and Garelochhead.—Change of hours.—The steamer Alma will on and after Tuesday, 11th September, sail from Garelochhead at 8.30 a.m.; Helensburgh, 9.15 a.m. Returning from Glasgow at 2 p.m. Passengers by the three o’clock train will overtake the steamer at Greenock.”—Glasgow Herald, September 7, 1855.

The saga of Helensburgh quay was reaching an important conclusion. The railway from Dumbarton to Helensburgh was advancing and the town was making an effort to improve its public face.

“Helensburgh.—A correspondent, says summer has already brought to Helensburgh numerous visitors, and several additional steamers have commenced to ply. Great local improvements have been made since last year. Th: square in which it has been cleared and gravelled, the streets in every direction levelled and cleansed; while the sea wall is rapidly proceeding towards completion, and will form a most delightful promenade. The shore has also been cleansed from its slimy weeds and stones, so that bathers will have nothing to fear. Two instrumental bands have also been formed under the patronage of the principal inhabitants of the place.”—Dumbarton Herald.”—Paisley Herald, May 19, 1855

The second steamer added to the Helensburgh and Gareloch station during the week was Emperor. She still sailed on Sundays and there were many who would not travel on her during the week when she made an honest living on the Gareloch station.

“Helensburgh & Garelochhead.—Emperor steamer sails daily at 9.45 forenoon, for Greenock, Helensburgh, and Garelochhead—returning at 3.15 afternoon.”—Glasgow Herald, May 14, 1855

“Helensburgh & Garelochhead.—Emperor steamer sails daily at 10 forenoon, returning from Garelochhead at 2.30, Helensburgh at 3.15 afternoon.”—Glasgow Herald, June 25, 1855

The steamers of Messrs J & W Napier and Messrs Henderson & M‘Kellar continued  at their normal times. There were some setbacks however.

“While the river steamer Duchess of Argyll was proceeding up Gareloch, Friday, her engines accidentally broke down. The damage being considerable she was towed up the river on Saturday, and will have to go on the slip for repairs.”—Glasgow Constitutional, June 6 1855

“Notice—The steamer Sovereign sails every lawful day from Glasgow for Greenock, Helensburgh, and Garelochhead, at eleven forenoon; returning to Glasgow at three afternoon. And on Saturdays, at a quarter past seven evening; returning from Garelochhead at six o’clock on Monday morning. Return tickets available on the following day.”—Glasgow Herald, June 29, 1855.

An incident involving the Duchess of Argyle had an unfortunate and fatal consequence.

“Disgraceful Conduct.—A correspondent writes that, on Saturday last, on board the steamer Duchess of Argyle, George Dunwood, the engineer got so drunk that, when the steamer left Helensburgh, he could neither back nor set on the engines, and fiercely attacked every one who went into the engine-room to assist in the working of the engines, until he was overpowered, and secured till the vessel reached her destination. On Monday morning, on the vessels return to Glasgow, when approaching the berth to land her passengers, the engines, instead of being stopped, were set on full speed, in consequence of which the vessel run a good way under one of the arches of the bridge, nearly carrying away the funnel and paddle-boxes, to the great alarm of the passengers, but much more so of the captain (M‘Pherson), who, on seeing the danger, fell down in a fit, and has since expired at Garelochbead. Such reckless conduct is surely worthy of the severest punishment, as a warning to those men who have so much life and property at their disposal. Many a sojourner at Helensburgh and the Gareloch will be sorry to hear of poor Capt. M‘Pherson’s sudden end. He was rough sailor, bordering occasionaly on rudeness; but he was a warm-hearted man, and most careful commander.—Mail.

“In reference to the above, the Mail on Monday says:—It would appear that Dunwood obeyed the signals of the captain, who himself was in a highly nervous state after the occurrence of the previous Saturday. During all the time that Dunwood was engineer of the Duchess he had never been known, on any previous occasion, to have been the least the worse of liquor, and was remarkably temperate, steady, and attentive to his duty.”—Paisley Herald, October 13, 1855

The year 1856 will be remembered for the great hurricane that struck the west of Scotland at the end of the first week of February and wreaked great destruction on the steamers laid up in Bowling Harbour. The Gareloch steamers, Alma, Duchess of Argyle, Victoria, Sovereign, and Gem survived the storm, but there were changes in ownership on the horizon.

The February gale did affect the Helensburgh and Gareloch steamers to the extent that Helensburgh Quay was heavily damaged. There was more bad news for Helensburgh later in the year. At the end of June, the House of Lords finally resolved the law suit brought by the Magistrates of the town and Sir James Colquhoun against the Caledonian Railway for the cost of building a new pier. The suit had been approved by the Court of Sessions but on appeal to the House of Lords, it was judged that the Railway Company could not enter into a contract for purposes it was not originally formed to carry out, and thus the contract was not legally enforceable.

The Messrs Napier withdrew from the Helensburgh and Gareloch trade. Victoria and Duchess of Argyle were sold to the Messrs Campbell and continued to sail to Garelochhead, while the successful Vulcan was retained by the Napiers but was transferred to the Rothesay station. Alexander M‘Kellar pursued the Gareloch trade with the Wellington (which was one of the steamers damaged in the hurricane) and had added a new steamer, Nelson, as consort, replacing the Eclipse that had been sunk after grounding on the Gantocks off Dunoon on Tuesday September 5, 1854. In fact the Nelson had the steeple engine from the Eclipse installed in her. The builder of the steamer was Messrs Thomas B. Seath & Co., Partick, and she was 150 feet in length by 16½ feet in breadth. She would feature on the Gareloch in the early 1860s. Messrs J. Henderson & Sons continued with the new Gem, and bought out Alexander M‘Kellar’s share of the Sovereign. They had her rebuilt at their Renfrew yard when she was lengthened to 152 feet and 17 feet in the beam. To some, at least, she appeared to be a new vessel entirely.

“A very fine new steamer of great speed, and called the Sovereign, has been placed upon the Helensburgh station. The Jupiter steamer, intended to ply on the Largs station during the ensuing summer, is expected to be launched in a short time. The Rothesay traffic will be considerably increased at the beginning March. The Sir Colin Campbell, and another new swift steamer, being built at Mr Barr’s yard, are expected to enter on this trade also; so that, in all probability, there will be no fewer than twelve steamers plying to and from the Isle of Bute in the ensuing season. The EmperorSteamer Company are on the look-out for a first-class speed and accommodation vessel, capable of accomplishing the trips in a shorter space than heretofore. The Emperor steamer has been receiving repairs at Paisley, and will soon resume her usual route.”—Greenock Advertiser, February 29, 1856

With three owners competing, an alliance was formed, thus avoiding ruinous competition. The prime excursion steamer for tourists was the sailing from Glasgow at noon, and this was rotated round the fastest steamers of the three companies.

“Glasgow, Helensburgh & Gareloch steamers.—Summer arrangements, commencing on Monday 2d June 1856. From Glasgow, 7.15 a.m. (train at 8 a.m.), 11 a.m., 12 noon, 2.45 p.m. (train at 4 p.m.), 4.15 p.m. (train at 5 p.m.). From Garelochhead, 6.45 a.m., 9 a.m., 10.30 a.m., 3 p.m., 4 p.m.  Children from ten to fourteen years of age charged half-fare. Servants going in Cabin one shilling.—Glasgow May 30, 1856.”—North British Daily Mail, June 7, 1856

“The fast sailing steamers Alma, Gem, and Victoria.—Either of these vessels sails from Glasgow for Greenock, Helensburgh, and Gareloch-head, at 12 noon; from Gareloch-head at 4 p.m., for Helensburgh, Greenock, and Glasgow.—June 6, 1856.”—North British Daily Mail, June 7, 1856

The transfer of the Vulcan to the Rothesay station created some confusion at Greenock.

“Greenock and Coast news. (From the Greenock Advertiser of Friday,)—Mistakes about the coast steamers.—During this summer, steamers which were last year plying between this and Helensburgh, and other watering places on the river, have been transferred to other stations, and many an awkward contretemps has occurred in consequence. Coast passengers who are not aware of the change, jump into what they confidently believe to be an Helensburgh steamer, and are distracted to find in a few minutes after leaving the quay that they are on the way to Rothesay, and that the last Helensburgh boat has left. Others again, unaware that the Helensburgh boat of last year is the Rothesay steamer of this, tranquilly watch her departure for the place of their destination, and on asking a porter when the Rothesay steamer is likely to arrive, discover to their horror that she has just sailed. A great deal of these mistakes arise from boats not altering the colour of their funnels, and we should therefore suggest as a preventive that the funnels of all the steamers on the same station should be painted alike.”—Glasgow Herald, June 9 ,1856

The railway had tried to ameliorate the situation, but appeared to have made matters even more confusing.

“About two months ago, the Caledonian Railway Company, anxious to facilitate communication with the coast, applied to the authorities here for liberty to erect a finger post at the west end of the Customhouse to guide the passengers to the various steamers for which they may be booked. Liberty was immediately granted, and on Friday the post was put up. It consists of an iron pillar, with four moveable arms painted in different colours, and marked with the names of the destinations of the various steamers. It is the duty of the person in charge to point them towards their respective boats, and when this is done, they are fixed by an iron nut. Some trains, however, do not communicate with all the watering places. When this is the case, the boards marked with the names the places to which no steamers are running in connection with these trains, are pointed towards Helensburgh. This may lead to confusion, as, for instance, on Saturday, when the Largs steamer was lying in the direction in which the Kilcreggan, Helensburgh, and Largs wings were pointed. To remedy this, they could either be turned in the direction of Victoria Harbour, or painted blank on the sides facing eastwards, which when necessary, could be turned towards the thoroughfare. The scheme, however, is an excellent one, and will be most advantageous to the travelling public.”—Greenock Advertiser, July 15, 1856

With a new lease on life, Sovereign proved popular.

“Steamer Sovereign sails for Greenock, Helensburgh, and Gareloch-head at 11 o’clock forenoon; returning from Gareloch-head at 3 o’clock afternoon. And on Saturday evenings at ¼-past 7 p.m.; returning from Gareloch-head on Monday mornings at a quarter before six a.m. Return tickets issued on Saturdays available on Monday following.”—North British Daily Mail, July 4, 1856

“Glasgow, Helensburgh & Gareloch steamers.—Summer arrangements, commencing on Monday 2d June 1856. From Glasgow, 7.15 a.m. (train at 8 a.m.), 11 a.m., 12 noon, 2.45 p.m. (train at 4 p.m.), 3.50 p.m. From Garelochhead, 6.45 a.m., 9 a.m., 10.30 a.m., 3 p.m., 4 p.m.  Children from ten to fourteen years of age charged half-fare. Servants going in Cabin one shilling. Excursion parties, limited as may be agreed on, can be accommodated by 7.15 boat from Glasgow, returning by the 4 p.m. boat.—Apply at the Office, Broomielaw. Return tickets to Garelochhead—Cabin, 2s.; Steerage, 1s. Helensburgh—Cabin 1s. 6d.; Steerage 1s. Available only on the day of issue; those on Saturday available on Monday.—Glasgow June 19, 1856.”—North British Daily Mail, July 4, 1856

There were no return tickets issued during the Fair Holidays.

“The fast-sailing steamer Sovereign sails every forenoon at 11 o’clock, for Greenock, Helensburgh, and Gareloch-head, returning in the evening.”—North British Daily Mail, July 30, 1856

After July, the arrangements appear to have changed. Gem was sailing at 1 p.m. to Rothesay, pairing up with the Henderson steamer Ruby that sailed at 10 a.m., and competing with some of the older Glasgow and Rothesay steamers. Emperor began to sail on the Gareloch station again during the week. The Duchess of Argyle initially took over Victoria’s noon sailing and later was reduced to providing a mid-day railway connection at Greenock for Garelochhead, foregoing the Broomielaw connection. This scrambling suggests that Victoria was either disabled or more likely providing additional capacity on the Campbell’s other route to Kilcreggan and Kilmun. Whatever happened, the noon sailing by the Victoria was reinstated in September.

“Notice.—The Duchess of Argyle steamer, on and after Monday 11th August, only to Helensburgh, at 12 o’clock. The 4 o’clock from Greenock, and the 5.45 from Roseneath are discontinued till further notice.”—North British Daily Mail, August 12, 1856

“Cheap fares, Cabin 6d., Steerage 3d.—Helensburgh and Garelochhead.—Emperor steamer, on and after Tuesday, 19th August, will sail every Monday, Tuesday, Wednesday, and Thursday, at 10.30 forenoon, for Helensburgh and Gareloch-head, calling at Greenock, Row, Roseneath &c.; Returning from Gareloch-head at 3, Helensburgh 3.45 afternoon.”— North British Daily Mail, August 18, 1856

“Notice.—On and after Monday, 18th inst., the steamer Duchess of Argyle will commence sailing from Greenock to Gareloch-head, at 12 o’clock—returning in the afternoon.”— North British Daily Mail, August 18, 1856

“Helensburgh and Gareloch steamers, on and after Friday the 5th instant, will resume sailing from Glasgow at 12 noon, and from Gareloch-head at 3 afternoon.—September 3, 1856.”—North British Daily Mail, September 6, 1856

“Glasgow, Helensburgh and Gareloch steamers.—Summer arrangements, From Glasgow, 7.15 a.m. (train at 8 a.m.), 11 a.m., 2.45 p.m. (train at 4 p.m.), 3.50 p.m. From Garelochhead, 6.45 a.m., 9 a.m., 10.30 a.m., 4 p.m. Children from ten to fourteen years of age charged half-fare. Servants going in Cabin one shilling. Excursion parties, limited as may be agreed on, can be accommodated by 7.15 boat from Glasgow, returning by the 4 p.m. boat.—Apply at the Office, Broomielaw. Return tickets to Garelochhead—Cabin, 2s.; Steerage, 1s. Helensburgh—Cabin 1s. 6d.; Steerage 1s. Available only on the day of issue; those on Saturday available on Monday.—Glasgow, September, 1856”—North British Daily Mail, September 6, 1856

A few days later, all the steamers were advertised together again.

In 1857 Duchess of Argyle was sold to the Midland Great Western Railway Company in Ireland and Sovereign to owners in Manchester, leaving just Victoria, Gem and Alma on the station. A new, and unusual competitor joined early in the year. This was Mr George Mills’ twin steamer, Alliance, featured in a previous article. Much slower than the other steamers, she was set to attract excursion traffic who would favour comfort over speed.

Mill’s Alliance off Row

“Mr George Mills’ Twin Steamer.—A number of influential gentlemen in the city were invited to proceed on another trial trip to be made George Mills’ twin steamer, on Tuesday. The party boarded the vessel Port-Glasgow about twelve o’clock noon, and shortly afterwards, the engines were put in motion, and trip was made past the Gourock and Ashton Shores, across to Dunoon, thence along the shores up the Holy Loch, past Cove, Strone, Kilcreggan, then into the Gareloch, and back Greenock, where they arrived at three o’clock. The vessel then proceeded direct to the Broomielaw where the passengers were landed five o’clock.”—Paisley Herald, Feb 28, 1857

Prior to the departure of the Duchess of Argyle, the Campbell steamers offered three sailings daily to the Gareloch.

“Helensburgh & Gareloch steamers—Additional sailings.—On and after Monday, 20th April, the above steamers will sail as under:—From Glasgow for Helensburgh and Gareloch-head, 7.15 a.m., 12 noon, 2.30 p.m.; From Gareloch-head for Glasgow 7.30 a.m., 10.30 a.m., 4 p.m.—April, 18, 1857.”—North British Daily Mail, April 27, 1857.

With the fleet depleted, as in the previous year, the three remaining steamers sailed in a consortium.

“Helensburgh & Gareloch steamers—Additional sailings.—On and after Monday, 11th May, the above steamers will sail as under:—From Glasgow to Gareloch-head, 7.15 a.m., 12 noon, 2.45 p.m., 4.45 p.m.; From Gareloch-head tor Glasgow 6.30 a.m., 7.30 a.m., 10.30 a.m., 4 p.m.—May, 13, 1857.”—North British Daily Mail, April 27, 1857.

In August, there were four sailings to Helensburgh and Garelochhead from the Broomielaw at 7 a.m., 11 a.m., 2.45 p.m. and 4.45p.m., returning from Garelochhead at 6.30 a.m., 7.30 a.m., 12 noon, and 4 p.m., Helensburgh at 7.15 a.m., 12.45 p.m., and 4.45 p.m.

“Delightful excursions to Garelochhead.—The Twin Steamer Alliance will, till further notice, sail from the Bridge, at a quarter-past ten, every day, for Greenock, Row, Roseneath, and Garelochhead; Leaving Garelochhead at half-past three p.m. Fares to or from Garelochhead:—1st Class, 1s.; 2d Class, 9d—For the Day’s Excursion, 1s. 6d. and 1s—Children under fourteen years, Half-Price. From Greenock for Garelochhead, about half-past 12. Fares for the day’s Excursion, 1s. 1st Class; 9d. 2d Class. Leaves Greenock for Glasgow about a Quarter to Five. The splendid and spacious accommodation on board this steamer will enable passengers to be entirely independent of the weather.”—Paisley Herald, June 13, 1857

Despite the paucity of the daily sailings, there were improvements made. A new pier was opened in 1857 at Mambeg, on the Roseneath side of Garelochhead, coinciding with an expansion of feuing on the Roseneath estate. The pier was a welcome addition for the swift and safe transfer of passengers and goods.

The lack of steamer connections was flat particularly at Helensburgh. Inevitably, the problem boiled down to the state of the pier.

“Few steamers—Helensburgh Quay.—Numbers of letters have been lately in the newspapers, complaining that the town of Helensburgh has become greatly neglected by the steamboats. It appears, in short, that this favoured watering place, which, a year or two ago, had a great many sources of intercourse with the external world, by means of steamers, is now greatly restricted in this respect, and, in addition, that the fares and charges by the steamers that ply to it, have been raised—the sole steamboat trade being in the hands of one company, who thereby, as it were, enjoy a monopoly of the Glasgow and Helensburgh steam traffic—a rare matter in these days of commercial enterprise and free trade, and particularly on any chain of intercommunication pertaining to the Clyde steamboat system. If we mistake not, there is no other company on the Clyde that enjoys this happiness, if we except that which plies to Lochfine and the Western Islands. This route has fallen at last to the gift of Messrs David Hutcheson & Co., and most justly too, in consequence of the very superior and liberal way with which that firm has managed their business, and which, if preserved in, will render it hopeless for any other concern to oppose them, with any chance of success. Steam, no doubt, has done a world of good to Helensburgh. It has raised the value of feus there from little or nothing to a very high figure, and has almost made a city of what was then merely a clachan. Helensburgh, indeed, has now a municipality, a Provost and Magistrates, and, very likely, a bellman, a drummer, and a Chamberlain. And all this has taken place with the pier aforeside. Steamboats have touched at it, and landed their passengers there. The former have run the risk of becoming wrecks, and the latter that of becoming corpses; still they have persevered with wondrous pluck, and it is astonishing how lucky they have been. There is not an Helensburgh steamboat captain but will tell you of the many hair-breadth escapes his vessel has made, and there is not an Helensburgh citizen but “makes the night less long” with narratives of his or her fearful sufferings and dangers on that awful quay. A reef of rocks is, in nautical parlance, called a “quay” or “key,” and we suppose that this is the reason that “Helensburgh quay” sounds so much more familiarly to the ear than “Helensburgh pier.” But the result of all these dangers and difficulties, and risks of shipwreck and other dreads, has at last come about. The Helensburgh steam trade has fallen to the lot of those who choose to take the risk of it. If Sir James Colqnhoun and other Helensburgh superiors of a like caste will not build something of a decent pier to encourage other steamers to come to the locality, their feuars must just pay the penalty. It is a pure matter of reprocity, and it is just a pity that it is a result that has not been brought about much sooner.—Advertiser”—Paisley Herald, June 20, 1857

In July, the whole country focused on the High Court trial of Madeleine Smith for the murder of L’Angelier, her lover the previous March. The affair was carried on around Glasgow and the Smith summer villa in Row on the Gareloch. The verdict was “Not Proven.”

“Fair holiday excursions.—Improved Steam Packet Company (Limited).—The twin steamer Alliance will sail on Saturday and Monday for Garelochhead, at a quarter before eight a.m. Fares, going and returning:—1st Class, 1s. 6d; 2d Class, 1s. Afternoon excursions.—On the afternoon of same days—namely, Saturday and Monday, she will sail for Bowling Bay, at five p.m.; giving an hour-and-a-half there, and leaving at a quarter before eight. Fares, going and returning:—sixpence.—July 17, 1857.”—North British Daily Mail, July 18, 1857.

“Glasgow, Helensburgh, & Garelochhead.—The steamer Gem will leave the Bridge Wharf on Saturday and Monday evenings, at half-past eight for Greenock, Helensburgh, and Garelochhead, returning on Monday and Tuesday mornings.—Glasgow, July 15, 1857.”— North British Daily Mail, July 18, 1857.

“Fair holidays.—The steamer Emperor will sail on Friday, Saturday, and Monday, at 10 forenoon, for Helensburgh & Garelochhead, going direct to Greenock, calling at Row, Roseneath, &c.,—Returning in the evening.—Return tickets from Garelochhead:—Cabin, 1s. 6d.; Steerage, 1s.”—North British Daily Mail, July 18, 1857.

Poor steamer connections with Helensburgh were again highlighted at the time of the regatta.

“On the subject of transit between Helensburgh and Greenock, in connection with the regatta, a Glasgow contemporary of Monday has the following remarks:—“We certainly cannot congratulate the Helensburgh passengers upon the provision made for conveying them between Greenock and Helensburgh on Saturday. One would have supposed that a regatta taking place at Helensburgh on a day of the week on which the passenger traffic is always large, would have called forth some extra accommodation, but such was not the case. The very small and slim looking steamer Victoria crossed from Greenock about 1 o’clock in an alarmingly crowded state, going all the way about half-speed, as some supposed, to afford the master time collect his fares from the dense crowd he had on board. The steamer kept listing from side to side the whole way over, sometimes remaining dipped to one side for a period which could not fail to alarm the passengers. There was no conveyance from Helensburgh to Greenock from 12.45 but the one boat at 4.45, and this the same small steamer, and she was quite incapable of taking the large numbers who pressed to get on board, and was obliged to be backed away from the quay, leaving many disappointed. The vessel lurched heavily from side to side, on the smooth river, and never ceased to do so, and in this state proceeded at half speed across. The majority of those on board evinced a feeling of smothered terror, which only required some trifling accident to kindle into a panic, and precipitate a catastrophe. The master and his assistants hurried through their work of collecting the fares, which took them half an hour, leaving the steamer in the meantime in charge of two men of experience, who happily were on board as passengers. No one would venture to remain below and this made bad worse. The passage across occupied upwards of 40 minutes and they were 40 minutes of awful suspense to many on board. Some of the passengers had tickets to go on to Glasgow by the steamer, but the circumstance that almost all the multitude of passengers left her at Greenock would not persuade such to remain on board any longer and the delay had caused those who for Glasgow to lose the 5.30 train, compelling them to remain in Greenock till 7.30.” “—Glasgow Sentinel, September 5, 1857

Some insight into the sailings of the Victoria is revealed by the story of a good deed performed by her master, Captain Robert Campbell. On Saturday afternoons, her sailing from Garelochhead connected with the train at Greenock and instead of proceeding to the Broomielaw, the sailed for Kilmun from where she would be able to provide an early morning sailing to Greenock on Monday morning. The Messrs Campbell were beginning to develop their trade on the Kilcreggan and Kilmun station where feuing was extensive and on-going, and their steamer Express was meeting with success, despite competition that included Messrs Alexander M‘Kellar’s steamers. The Campbells’ interest in the Gareloch was waning as the Dumbarton to Helensburgh Railway was nearing completion and would be opened in the middle of 1858.

“A very kind action was done by Captain Campbell, of the Helensburgh steamer Victoria, Saturday last. A young servant girl left Row with the intention of proceeding to Glasgow, but on Saturday afternoons the steamer, instead of going up the river, proceeds to Kilmun after touching Greenock. The girl, who was below did not discover her mistake until the arrival at Kilmun, and, as she could get conveyance from thence to Glasgow until Monday, her agitation was extreme. Captain Campbell and his crew at once volunteered to convey her to Gourock, which the steamer fortunately reached in time for the girl to catch the omnibus in connection with the 7.30 train.”—Greenock Advertiser, February 26, 1858

On the last day of May, 1858, the railway to Helensburgh was opened at last. Return fares to Helensburgh from Glasgow were 2s. 9d. in first class and 2s. 2d. in second class, surprisingly expensive in comparision with the Greenock line.

“Glasgow, Dumbarton & Helensburgh Railway.—Opening of the line on Monday 31st May, for passenger and parcels traffic. Trains leave Queen Street station:7.15 a.m., 9.45 a.m., 12.0 noon, 4.0 p.m., 5.0 p.m., 7.0 p.m. Trains leave Helensburgh and Balloch:—7.40 a.m., 8.55 a.m., 1.15 a.m., 2.30 p.m., 5.15 p.m., 7.0 p.m. For further particulars, see time tables.—By order.—Glasgow, May 25, 1858.”—Glasgow Herald, May 31, 1858.

There were three daily saiings from Glasgow to Helensburgh and Garelochhead during the summer, by the Victoria, Gem, and Alma. From Glasgow the times were 7 a.m., 11 a.m., 2.45 p.m.; From Garelochhead at 7.20 a.m., 10.15 a.m., 3.30 p.m., and Helensburgh, at 8 a.m., 11 a.m., 4 p.m.

“Helensburgh.—As a steamer was backing out from Helensburgh Quay on Saturday, an individual hurried down to get on board, but was too late. He was determined not to be foiled, however, and catching the end of one of the ropes as it slipped over the quay, he was dragged into the water and towed for several yards. This eccentric proceeding had the desired effect, as the captain at once stopped the steamer and got him hauled on board.”—Paisley Herald, June 26, 1858

During July, the Emperor again also sailed to Garelochhead during the week. Her dispute over pier dues again attracted notice.

“For Helensburgh and Garelochhead.—Emperor steamer sails daily at 10.15 forenoon, returning from Garelochhead, at 3 afternoon. Fares:—cabin  9d., Steerage, 6d.,; Return tickets, Cabin 1s. 0d.; Steerage 6d.”—Glasgow Sentinel, July 31, 1858

“Helensburgh pier dues.—For some years past a dispute has existed between the owners of the Emperor and the Harbour Trustees as to the amount of dues which should be paid for the portion of the year during which that steamer calls at Helensburgh. The amount paid by steamers plying regularly to Helensburgh is some £7 10s per year or rather less than six pence per day. The Emperor, however, does not run for more than a month or two, and for the time she does run her owners offer to pay more than double the rate paid by the other steamers. This is not satisfactory to the Trustees as they say the Emperor only runs the best of the season when there is something to be made, and her owners should not, therefore, expect to be treated with on terms so little above those obtained by boats which contract for the whole year, and some of which only run during the summer though they pay for the whole twelve months; but we understand that they are willing to settle the matter by accepting about half the amount paid by the regular boats. To bring the dispute if possible close the Trustees have attempted within the last few days to withold the use of the gangway &c. from the Emperor which is at present on the station, and this has been the cause of some stir. This we regard as a somewhat questionable policy but negotiations between the parties have been re-opened and we hope some compromise will be agreed to, and the dispute be amicably arranged.”—Greenock Telegraph, July 17, 1858

With the addition of the railway, the inhabitants of Helensburgh had a vision of growing into a port or packet terminal in much the same way as Greenock. Indeed there was already some movement to run steamers from Helensburgh. The Cardiff Castle was offering excursions to Lamlash and Ardrossan in August.

“Beyond doubt, Helensburgh has entered upon a new epoch. The railway has done it—and no mistake. Her southern exposure, dry soil, aud rare capacity of extension, point her out the sweetest, healthiest, nearest, and, we hope soon to add, cheapest watering-place on the Clyde. Rumour has it that steamers will next summer ply hence, as at Greenock, to every other coasting village, even to Rothesay and Arran, thereby obviating all necessity of crossing the frith in storm and tempest—a most desirable end. The enemy, no doubt, opines that the Greenock line is equally prepared to run clippers that will cross the frith at a jump, discharging their cargoes here in less than no time; but that’s a fallacy seen by all who view the subject through their spectacles. The interesting tract of country that the new rail traverses will always command a preference, and requires only a slight reduction of rates, and the aid of steamers, to secure its immediate rise in the share market. Meantime, Helensburgh must have time to grow. Her natives cannot hope to become ladies and gentlemen all at once—but their proverbial sobriety, industry, and Christian tendencies, will, in due time, procure for them an amount of earthly comfort they have not yet possessed. Let cheap labour, cheap markets, and moderate charges at the inns, be their guiding principle, and their enlargement in all that contributes to domestic and social prosperity is sure to follow.—Jeffers.”—Glasgow Morning Journal, September 27, 1858

“Grand new route for parties at the coast.—On and after Wednesday, 11th instant, the steamer Cardiff Castle sails, (casualties excepted) for Arran, every Tuesday, Thursday, and Saturday, at8 morning as under:—From Row at 8 a.m., Helensburgh at 8.10 a.m., Kilcreggan at 8.30 a.m., Strone at 8.45 a.m., Kirn, 8.55 a.m., Dunoon, 9.05 a.m., Innellan,9.30 a.m., Rothesay 10.00 a.m. Fares—Return tickets from Row, Helensburgh, Kilcreggan, Strone: Cabin 2s. 6d., Steerage 1s. 6d.; from Kirn, Dunoon, and Innellan: Cabin 2s., Steerage 1s. 6d; from Rothesay: Cabin 1s. 6d., Steerage 1s. The passengers will have about one hour ashore at Lamlash. Returning from Lamlash at 2 p.m., and from Rothesay at 4.30 p.m.

“And for Ardrossan every Monday, Wednesday, and Friday, calling as under, in addition to the above ports:—From Largs at 10.45 a.m., Millport at 11.15 a.m. Return tickets: Cabin 1s., Steerage 9d. The passengers will have about two hours ashore at Ardrossan. Returning from Ardrossan at 2 p.m.—Glasgow, 7th August, 1858.”—Glasgow Herald, August 16, 1858

Despite the advent of the railway to Helensburgh, there had as yet been no great advance on improvements to Helensburgh pier. Early in 1859, however, the Victoria came close to being wrecked when she ran across the pier.

“Helensburgh.—Narrow escape of the Victoria steamer.—On Monday, the Victoria steamer, Captain Campbell, was backing out from the quay at half-past two o’clock, the force of the wind, which was blowing very strong from the W.N.W. the time, caused her to drift to leeward, and independent of the exertions of those on board, she caught upon the quay, and turning broadside on seemed likely to remain fast. Capt. Campbell, with his usual energy and by a little skilful working, managed to get her head on to the wind, and by lowering his small boat, &c., managed to cant her round—the tide being flood at the time contributed a little to his help—and by the efforts of those on board got her once more afloat. As it is difficult keeping clear of the pier in stormy weather in backing out, it is a wonder that steamers come in at all, and the captains, by trying oblige the passengers, run considerable risk to their steamers. Where is the new pier?”—Scottish Guardian, January 28, 1859

Rebuilding the pier commenced in the spring.

“Contracts to builders &c. Tenders wanted for the re-construction, enlargement, and repairs on the Helensburgh pier, for the Harbour Trustees. Drawings and specifications to be seen at the office of Mr. Wm. Spence, Architect, 97 Union Street; or at the Town Clerk’s Office, Helensburgh. The Architect will be on the ground on Tuesday the 25th curt. For the purpose of giving any information to the intending offerers. Sealed tenders to eb lodged with Mr M‘Lauchlane, Town Clerk, Helensburgh, on or before the 29th January current. The Trustees do not bind themselves to accept the lowest or any tender.—17th, January, 1859.”—Glasgow Herald, January 20, 1859.

Without the windfall they had expected from the Caledonian Railway, the Harbour Trust had to find the financial resources to fund the work.

“Helensburgh Pier.—The Helensburgh Harbour Trust having arranged with Sir James Colquhoun, Bart to advance the money required for the repair and extension of the pier, the work will be proceeded with as soon as the sanction of the Admiralty has been obtained to the plans. The contractor is Mr Thomas Brownlie, Jun. of Glasgow, who expects to be ready to commence operations in a week or two. This announcement will be satisfactory to parties in the habit of using this pier, which has long been in a rickety condition.”—Paisley Herald, March 19, 1859

“Dangerous Feat.—A newspaper boy named Quigley, who was carried off by the Helensburgh steamer Alma, on Saturday afternoon, jumped overboard when the steamer was at some distance from the quay, but was fortunately picked none the worse of his voluntary bath.”—Greenock Advertiser, March 29, 1859

Victoria had a break-down in April.

“Steamboat Accident.—Yesterday morning between nine and ten o’clock, the steamer Victoria was proceeding to Helensburgh, and was near that place, when her shaft broke, and she was completely disabled. A tug steamer was dispatched to her assistance, and after landing the passengers at Helensburgh, towed the Victoria to the Tail of the Bank, where she anchored. She was taken to Glasgow yesterday evening to get the damage repaired.”—Greenock Advertiser, April 16, 1859

Time-keeping was a perennial problem.

“On Saturday, the steamboat which leaves Garelochhead at 3.15 p.m., and runs in connection with the 4.15 up train from Helensburgh, having been a few minutes (some say five) past the advertised time, the train had left, and the passengers were forced to stay in Helensburgh for two hours and half, to wait the departure of the 7 p.m. up train. A number who had return tickets, and wished to leave for the South by the Glasgow and South-Western Railway, were greatly disappointed.”— North British Daily Mail, May 10, 1859

As of the first of May, the Caledonian Railway announced that through booking to and from the Helensburgh and Gareloch sections would be discontinued. Connections to Garelochhead with the railway were now at Helensburgh with the down trains at 7:30 a.m., 10.45 p.m., and the 4 p.m. express arriving at 9.45 a.m., 1 p.m., and 5.45 p.m. respectively. The up service had sailings from Garelochhead at 8.0 a.m., connecting with the 9.0 a.m. express at Helensburgh, 10 a.m., and 3.15 p.m. connecting with the 11 a.m., and 4.15 p.m. trains respectively.

In the summer, there were three sailings to Helensburgh and Garelochhead from the Broomielaw at 9:30 a.m., 11 a.m.; and 4 p.m., returning from Garelochhead at 6:30 a.m., 9.45 a.m., and 4 p.m.; Helensburgh 7:15 a.m., 10:30 a.m., 4:45 p.m.

In June, a new steamer was put on to Helensburgh, Kilcreggan, and Holy Loch connections from Greenock. This was Queen of Beauty, brought from the Mersey, originally Marchioness of Lorn, built on the Clyde by Robert Napier from 1845, and referred to earlier in this article and illustrated elsewhere.

“An addition has been made to our river steamers in the shape of a rather primitive looking craft named the Queen of Beauty. She formerly plied on the Mersey, and now runs to the stations in Holy Loch. The saloon steamer Alliance will visit the ships Nile and Hogue this day.”—Greenock Telegraph, June 4, 1859

“Notice.—The steamer Queen of Beauty sails every lawful day—from Greenock to Helensburgh at 9 a.m.; from Helensburgh to Greenock at 9.30 a.m.; from Greenock to Kilcreggan, Cove, and Blairmore at 10 a.m., train 9 a.m.; from Greenock to Kilcreggan, Cove, and Blairmore at 1 p.m., train 12 noon; from Kilmun to Strone, Blairmore, Cove, and Kilcreggan, and Greenock at 4 p.m., train 5.30 p.m.”—Greenock Advertiser, August 23, 1859

In September, when Helensburgh pier became more accessible, Queen of Beauty was transferred to ferry duties between Greenock and Helensburgh.

“Helensburgh steamers.—After the opening of the Helensburgh Railway, the communication between that town and Greenock was reduced to three trips daily; but within a few days past the steamer Queen of Beauty commenced to ply regularly between the two places, making five trips a day and carrying passengers at the low rates of twopence and fourpence, instead of the former fare of sixpence. The steamers Gem and Alma have started in opposition upon the same terms, and it is said that another and faster steamer is about to co-operate with the Queen of Beauty. The additional communication has proved of the greatest advantage to the inhabitants of both towns, particularly to those of Helensburgh, who were previously compelled to proceed to Glasgow by rail to make purchases, at a greater cost of time and money than is incurred by a run across to Greenock. The communication with Gareloch stands greatly in need of improvement. During the past season, there was only a steamer to Garelochhead at 11 a.m. and one at 5 p.m., and this, with the high fares, we learn, operated somewhat disadvantageously upon the pleasant watering places on the loch.—Greenock Advertiser.”—Glasgow Herald, October 3, 1859

“Communication between Greenock and Helensburgh.—The steamer Queen of Beauty will, on and after Tuesday, September20, sail daily (Sunday excepted), as under:—From Greenock, for Helensburgh, 9 a.m. 11 a.m., 1 p.m., 3 p.m.; Helensburgh Row and Roseneath, 5 p.m. From Helensburgh for Greenock, 8 a.m., 10 a.m., 12 noon, 2 p.m., 4 p.m.. Leaving Roseneath for Row, Helensburgh, and Greenock at 7.30 a.m. Fares to or from Helensburgh:— Cabin 6d.; Steerage 3d.”—Glasgow Herald, September 19, 1859

“Cheap Steamers—From the great reductions already made in steamboat fares, we may expect the Clyde will yet have its penny steamers well as the Thames. The steamer Petrel now runs to Rothesay, the fare in the steerage being threepence, and steamer Queen of Beauty carries passengers to Helensburgh at twopence per head.”—Greenock Telegraph, September 27, 1859

In September, the Victoria was withdrawn and sold to owners for service in Russia. She sailed on her delivery voyage on September 15 but was lost on September 22.

“Glasgow, Dumbarton & Helensburgh Railway.—Notice.—The steamers in connection with the 5 p.m. down, and 7 p.m. up trains will be discontinued from this date.—By order, Company’s Offices, Glasgow, September 12, 1859.”—Glasgow Herald, September 19, 1859

“Steamboat Sale.—The steamer Victoria, long favourably known on the Helensburgh station, has been purchased by a Copenhagen firm for £2500, and will sail for that port immediately.”—Greenock Advertiser, September 10, 1859

“Steamer Lost.—The steamer Victoria, which lately plied on the Helensburgh station, and left Clyde about fortnight ago for Copenhagen, has been lost. On her passage up the Baltic she foundered off Anholt in the Cattegat; the crew were picked up and landed at Scaw. Mr John Campbell, one of the former owners was with the vessel, which was insured.”—Greenock Advertiser, September27, 1859

In 1860, the Alma began sailing on the Rothesay station, forsaking the Gareloch and leaving only Gem to sail between the Broomielaw and Garelochhead. It appears that Messrs Henderson purchased Queen of Beauty and had a small steamer of their own to place on the service. The early history of Gareloch is given elsewhere. She was a slim vessel, just 140 feet in length.

“Additional accommodation.—The new steamer Gareloch or Gem sails, on and after Tuesday, 27th March—from Glasgow, 11 a.m., from Garelochhead, 4 p.m. Fares:—to Helensburgh, Cabin 9d., Steerage 6d.; to Garelochhead, Cabin 1s. 3d., Steerage 1s.”—Glasgow Herald, March 27, 1860.

The Helensburgh authorities imposed a 1d. toll on the new pier, coming and going, that increased the cost of the ferry, not to mention that the cost of the ferry itself had been risen to 3d.

“The ferry traffic between Greenock and Helensburgh.—When the little steamer Queen of Beauty started at low fares between this port and Helensburgh in the fall of last year, the most of people were gratified at the prospect which was opened up of a new outlet and inlet from and to the town created almost entirely by the cheapness of the fares. As the steamer was kept constantly running all day, “from russet dawn to dewy eve,” many a loiterer stepped on board to have a short stroll through Helensburgh, or to have a look at their own town of Greenock from the river, or from the opposite side of the Clyde, which could on any day be overtaken betwixt meals. But the prospect anon closed; the steamer was withdrawn, as might be expected, when the winter set in, and the impression left was that the encouragement which the short trial had received was likely to lead to the cheap ferry traffic being resumed as soon this season as the fine weather came. Not so, however; a smart new little steamer has been put on the station at certain times of the day, it is true, but an insuperable barrier has sprung up to wreck all hope or chance of a resumption of the traffic which we had hoped to see created. The new Helensburgh Quay, which, bye the bye, offers little if any advantage over the old one, has imposed a charge of a penny on each passenger who goes up or comes down the quay. Of course the expense of maintaining the quay must be forthcoming, but it is a great pity, first, that the quay cannot be made a tall quay or pier as at other places along the coat; and secondly, that the means of maintaining it could not be raised by some other process than that of charging twopence on every passenger who visits Helensburgh—a charge, is these days of cheap locomotion, that will stand greatly in the way of developing Helensburgh as a popular place of resort. We learn that a little has been done in the way of modifying the quay dues. Sir James Colquhoun, Bart. has sanctioned the issue by the Harbour Trust of yearly and half-yearly tickets, at reduced rates, to persons using the quay regularly. The rates fixed on are—for the summer half-year, beginning on 1st May. 15s.; for the winter half-year, 10s. This is so much, but there is still ample room for more being done, and we fear we need never hope to see the frequent and cheap ferry traffic, which promised so much last year, resumed while the twopenny barrier at the quay stands in the way.”—North British Daily Mail, March 27, 1860

“Helensburgh ferry traffic.—from Garelochhead to Helensburgh and Greenock, 7.40 a.m., 10.15 a.m.; from Helensburgh to Greenock, 3.30 p.m.; from Greenock to Helensburgh and Garelochhead, 9 a.m., 4.45 p.m.; from Greenock to Helensburgh, 3 p.m. Fares to Garelochhead—Cabin, 9d.; Steerage, 6d. Fares to Helensburgh—Cabin 4d; Steerage 3d.”—Glasgow Herald, May 15, 1860

The Gem could sail from Glasgow for twice the price of the ferry fare.

“To Helensburgh for 6d.—Steamer Gem from Glasgow at 11 a.m. Steamer Gem from Garelochhead at 3.45 p.m.”—Glasgow Herald, May 15, 1860

While the fares from Glasgow to Helensburgh were modest indeed to attract custom and compete with the railway, those to the Gareloch destinations were higher, attracting some commentary.

“Fares in the Gareloch steamers.—A correspondent complains to us of the high fares charged in the steamers between Helensburgh and the various landing places on the shores of the Gareloch. He says that he and a party of friends were charged each one shillings to the head of the loch, and that on returning a demand was made for a similar fare, which however, on remonstrance, was reduced to half the sum mentioned. He further states that passengers from Roseneath and other places are carried to Greenock at lower fares than to Helensburgh, and that, in consequence of this, trade is carried past this town which otherwise would naturally come here, Now we are aware that steamers competing with railways, and running long distances at very low fares, cannot be expected adjust very nicely the rates for the intermediate distances nor do we think that the steamboat proprietors can be blamed for acting on the usual business principle of taking a good price when they can get it; but we should suggest that, at the same time, they should remember that by moderate fares they might develope the local traffic to such an extent as would make it more remunerative than it is at present. We hope that this year a frequent communication with Greenock will be kept up, as the want of this last year, to some extent, limited the number of our “saut-water folk” especially from the Paisley district.—Dumbarton Herald “—Paisley Herald, May 5, 1860

With the dearth of steamers from Glasgow, the Emperor was able to find a productive station during the week.

“Helensburgh & Garelochhead.—The steamer Emperor, on and after Tuesday the 29th inst., will sail daily for Helensburgh and Garelochhead—leaving Glasgow at 3.45 afternoon, and Garelochhead at 9 morning. Fares—Helensburgh, Cabin 9d.; Steerage, 6d.—Garelochhead, Cabin 1s. 3d; Steerage 9d.”—Glasgow Herald, May 30, 1860

“To Helensburgh for 6d.—Steamer Emperor from Garelochhead at 9 a.m. (Monday mornings excepted) from Glasgow at 3.45 p.m.”—Glasgow Herald, June 1, 1860

However, the Gem provided the main sailing, bringing goods and passengers from Glasgow on her 11 a.m. departure from the Broomielaw.

“To Helensburgh for 6d.—Steamer Gem from Glasgow at 11 a.m. Steamer Gem from Garelochhead at 3.45 p.m. And on Saturday evenings from Glasgow for Helensburgh and Garelochhead at 8 p.m., calling at Renfrew, Bowling, and Greenock. From Garelochhead for Glasgow on Monday mornings at 6 a.m. From Helensburgh for Glasgow on Monday mornings about 6.45 a.m.”—Glasgow Herald, June 21, 1860

“To Helensburgh for 6d.—Steamer Gem from Glasgow at 11 a.m. Steamer Gem from Garelochhead at 3.45 p.m. And on Saturday evenings from Glasgow for Helensburgh and Garelochhead at 8 p.m., calling at Renfrew, Bowling, and Greenock. From Garelochhead for Glasgow on Monday mornings at 6 a.m. From Helensburgh for Glasgow on Monday mornings about 6.45 a.m. Return tickets issued on board.”—Glasgow Herald, July 20, 1860

Fares on the Helensburgh ferry, Gareloch, were reduced in August.

“Helensburgh ferry traffic.—On and after Wednesday, 15th inst., steamer Gareloch from Garelochhead to Helensburgh and Greenock, 7.30 a.m., about 10 a.m., about 6.15 p.m.; from Helensburgh to Greenock, about 1 p.m., about 3 p.m.; from Greenock to Helensburgh and Garelochhead, about 9 a.m., about 4.45 p.m. (train 4 p.m.) 8 p.m.; from Greenock to Helensburgh, about 12.45 p.m., about 2 p.m. Fares to Garelochhead—Cabin, 9d.; Steerage, 6d. Fares to Helensburgh—Cabin 4d; Steerage 2d.”—Glasgow Herald, August 18, 1860

“Helensburgh ferry traffic.—On and after Thursday, 13th Sept., steamer Gareloch from Garelochhead to Helensburgh and Greenock, 7.30 a.m., about 10.15 a.m.; from Greenock to Helensburgh and Garelochhead, about 9 a.m., about 4.45 p.m. (train 4 p.m.). The Gareloch crosses from Greenock to Helensburgh several times in the middle of the day.”—Glasgow Herald, September 20, 1860

The lack of a well-defined time-table for the Greenock and Helensburgh ferry during the day was a point of contention. Apparently she would sail only when there were sufficient numbers of passengers. Consequently, the more reliable Gem was frequently the transport that could be relied upon.

“To Helensburgh for 6d.—Cabin 9d.; Steerage 6d. Steamer Gem from Glasgow at 11 a.m. Steamer Gem from Garelochhead at 3.30 p.m.”—Glasgow Herald, September 20, 1860

“The Helensburgh ferry traffic.—Complaints have reached us of considerable disappointment having been experienced by passengers, arising out of the indefinite arrangements of the hours of sailing of the two ferry steamers Queen of Beauty and Gareloch. It is true that specific periods of sailing are fixed, morning and afternoon, but the announcements state that, in addition, the steamers ply several times between Greenock and Helensburgh during this day. This vagueness smacks of the river traffic some forty years ago, when the number of passengers who came forward, the state of the wind and tide, &c., were made conditions of sailing, but is certainly most unlike the present day, when passengers who carry on business in the city and reside at the coast with their families, are accustomed in their travelling arrangements to reckon their time by seconds. The idea of a passenger steamer announced to sail several times a day on a certain station without anything more definite, seems to us not only absurd, but an actual trifing with the public. We understand that passenger, on the faith of this announcement, have gone to the quay and entered on of these boats to proceed to Helensburgh, and been told that the boat would sail at a given time—for example, at 2.30, and on going there again at 2.30, were told that she would not start till 4.15, and thus large numbers of passengers are frequently kept waiting for nearly two hours. A few days ago a gentleman who was going to Helensburgh asked the captain of one of these steamers before starting if he (the passenger) could rely on getting back in the afternoon by the same boat in sufficient time to catch the Arran steamer, and was assured that he would. While in Helensburgh, the gentleman found that there were doubts of this steamer getting back to Greenock as promised, and he was therefore induced to take the other and the opposition boat. Fortunate for him was it that he did so, for it turned out that the other steamer never left Helensburgh at the time promised, but in fact was lying at Greenock Quay when he crossed over. There seems to be some cross-purpose work going on between the two steamers, arising, it is hinted, from differences between the two railway Companies, and out of which, it would appear, the public must suffer; but there is surely a point at which endurance ceases to be a virtue. Things are said to mend when they come to the worst, and we hope the turning point has been reached in these objectionable arrangements.”—North British Daily Mail, August 28, 1860

“Winter arrangements.—Helensburgh ferry traffic.—On and after Friday, 26th October, From Garelochhead to Helensburgh and Greenock, 7.30 a.m. & 10.15 a.m.; from Roseneath to Helensburgh and Greenock, 3 p.m.; from Greenock to Helensburgh and Garelochhead, 9 a.m., about 4.30 p.m.; from Greenock to Helensburgh and Roseneath, 2 p.m.”—Glasgow Herald, October 25, 1860

An unusual and troublesome event occurred in March, 1861, on a crossing by the Gareloch.

“The Firing in the River. —In our last issue mentioned that while the steamer Gareloch was crossing to Helensburgh on Wednesday a shot was fired while she was passing American ship lying anchor at the Tail of the Bank, and a bullet passed through one of the quarter-deck seats of the steamer. On the return of the latter to Greenock the master complained to Mr Blair, Procurator-Fiscal, and as the shot was supposed to have been fired from the ship Richard III, which had in the meantime got under way, that official proceeded in chase of her in the Gareloch. She was overtaken opposite Gourock when the Fiscal was informed that the shot was fired from the ship Dorcas C. Yeaton. On reaching that vessel he found that some of the passengers had been firing at gulls, and an investigation has been made, but it is firmly denied by the parties implicated that any bullets were used. In these circumstances the Fiscal has had no alternative but to drop proceedings.”—Greenock Advertiser, March 16, 1861

“Reckless Use of Firearms on the River.— On Wednesday, as the Helensburgh steamer Gareloch was crossing from Greenock to Helensburgh, a rifle bullet, fired from a vessel the Tail of the Bank, struck and shattered the seat in the centre of the quarterdeck, where passengers were sitting, and passed over the rail, and, as is supposed, into the river. When the steamer arrived at Helensburgh, Mr Lennox, of the Helensburgh Police, was got, and the steamer came across to Greenock, where Mr Blair, the Procurator-Fiscal, and Inspector Welsh embarked, and the steamer proceeded to make inquiry to whence the bullet came. The large American ship Richard III had just started with a tug to proceed to sea, but the Gareloch overtook her opposite to Gourock. It was found, however, that the firing had not taken place from that ship, but was alleged to have been from the Portland ship Dorcas C. Yeaton, lying at the Tail of Bank. The Gareloch proceeded to that vessel, and found that some of the passengers had really been firing, but they denied that they were using bullets. The master of the ship and Thomas Gray, a passenger, came ashore with the steamer, and two rifles were also brought ashore, and the matter was being investigated into. It was a narrow escape, and some of the passengers by the Gareloch might have been killed by the bullet.”—Glasgow Saturday Post, March 16, 1861

Gem came out of her winter refit at the end of April and almost immediately suffered a boiler failure, fortunately with no casualties.

“Glasgow, Helensburgh, and Garelochhead. Swift steamer Gem will commence sailing on Monday, 29th April. From Glasgow at 11 a.m. From Garelochhead at 4 p.m.”—Glasgow Herald, April 25, 1861

“Steamboat Accident.—On Tuesday forenoon, as the steamer Gem, plying to Helensburgh, was nearing the Steamboat Quay her boiler exploded, in consequence of the plates being thin and worn out, but fortunately no one was injured. The Gem was some days ago ordered for repair, but had been kept on the station until her future consort was ready for sailing.”—Greenock Advertiser, May 15, 1862

Unsatisfied with the Gareloch service in connection with the trains, the Helensburgh Railway chartered the Dumbarton steamboat, Dumbarton, to connect with Garelochhead and Greenock.

“Gareloch Steamers.—The Helensburgh Railway Company having made arrangements with the Dumbarton Steamboat Company to place their fast steamer Dumbarton, Captain Price, on the Gareloch, to run in connection with the trains to and from Helensburgh, the steamer named took her place on the station on Saturday last. Additional accommodation was required, and it is to be hoped the increased facilities for intercourse with the watering places on the beautiful Gareloch will be fully taken advantage of. The penny tax on the Helensburgh pier, an unavoidable impost, still continues to be objectionable to the steamboat proprietors, and it will be seen that the subject was brought under the notice of the Harbour Trust on Saturday last. It seems to us that to levy dues both on steamers and passengers affords ground for complaint; and it is just possible that it may not be the most profitable course for the Trust to pursue. —Dumbarton Herald.”—Glasgow Saturday Post, June 8, 1861

“Glasgow, Dumbarton, & Helensburgh Railway.—Gareloch traffic.—On and after Saturday 1st June, and until further notice, the fast steamer Dumbarton will run in connection with the following trains, and passengers will be booked through to and from stations on Gareloch:—From Glasgow, trains leave 7.20 a.m., 10.45 a.m., 4.0 p.m., 7.0 p.m.; Garelochhead arrive, 9.50 a.m., 12.50 p.m., 5.45 p.m., 9.10 p.m. To Glasgow, boat leaves Garelochhead 7.55 a.m., 10.0 a.m., 3.0 p.m., 5.0 p.m.; trains arrive 9.50 a.m., 12.15 p.m., 5.10 p.m., 8.15 p.m. Boat leaves Helensburgh for Greenock at 11 a.m. and 4 p.m.; and from Greenock to Helensburgh at 11.30 a.m. and 4.30 p.m.

“Fares: Row and Roseneath—Single 1st class 1s. 10d., 3d class 1s. 4d, Return 1st class 3s. 3d., 3d class 2s. 4d; Shandon & Garelochhead—Single 1st class 2s. 3d., 3d class 1s. 9d, Return 1st class 4s. 0d., 3d class 2s. 8d. The fares include pier dues at Helensburgh.—By order, Company’s Offices, Glasgow, 10th May, 1861.”—Glasgow Herald, June 4, 1861

Minor modifications to schedules were made as the service came into operation. These included a reduction in fares when the competition from the Gareloch was introduced.

“Glasgow, Dumbarton, & Helensburgh Railway.—Gareloch traffic.—On and after Tuesday 11th inst., and until further notice, the fast steamer Dumbarton will run in connection with the following trains, and passengers will be booked through to and from stations on Gareloch:—From Glasgow, trains leave 7.20 a.m., 10.45 a.m., 4.0 p.m., 7.0 p.m.; Garelochhead arrive, 9.40 a.m., 12.50 p.m., 5.45 p.m., 9.50 p.m. To Glasgow, boat leaves Garelochhead 8 a.m., 10.0 a.m., 3.0 p.m., 6.0 p.m.; trains arrive 9.40 a.m., 12.15 p.m., 5.10 p.m., 8.15 p.m. Boat leaves Helensburgh for Greenock at 11 a.m. and 4 p.m.; and from Greenock to Helensburgh at 11.30 a.m. and 4.30 p.m.

“Fares: Row and Roseneath—Single 1st class 1s. 10d., 3d class 1s. 4d, Return 1st class 3s. 3d., 3d class 2s. 4d; Shandon & Garelochhead—Single 1st class 2s. 0d., 3d class 1s. 6d, Return 1st class 3s. 3d., 3d class 2s. 3d. The fares include pier dues at Helensburgh.—By order, Company’s Offices, Glasgow, 11th June, 1861.”—Glasgow Herald, June 11, 1861

The Henderson owned ferry, Gareloch, preferred to synchronize sailings with the Greenock Railwa, offering some real competition with the Helensburgh boat.

“Helensburgh and Gareloch ferry traffic.—In connection with the Greenock Railway. Steamers Gareloch. Up From Garelochhead to Helensburgh and Greenock, at 7.35 a.m., 12.45 p.m.; 5.45 p.m; from Roseneath to Helensburgh and Greenock, at 10.15 a.m.; from Helensburgh to Greenock, at 3.30 p.m., 4.20 p.m.; from Greenock to Helensburgh and Garelochhead, at 9 a.m.; from Greenock to Garelochhead, at 11.20 a.m., 7.30 p.m.; from Greenock direct to Row and Garelochhead, at 4.50 p.m., from Greenock to Helensburgh, at 3 p.m., 4 p.m.

“Fares Helensburgh to Greenock—Cabin, 3d.; Steerage, 2d; Helensburgh to Garelochhead—Cabin, 4d.; Steerage, 3d.; Greenock to Garelochhead—Cabin 6d; Steerage 4d. Greenock to Garelochhead Return—Cabin 9d.”—Glasgow Herald, June 4, 1861

The Gem continued to provide the only alternative that did not involve transshipment at either Helensburgh or Greenock. It must be remembered that the railway stations at neither Helensburgh nor Greenock were adjacent to the piers and a walk or cart-ride of several minutes between boat and train. This was a major imposition for luggage and goods.  Sailing direct to the heart of Glasgow had some distinct advantages.

“Glasgow, Helensburgh, and Garelochhead.—Reduced fares.—The swift steamer Gem sails—from Glasgow at 11 a.m., from Gareloch at 4 p.m. Fares. Glasgow to Helensburgh Single—Cabin /9, Steerage /6.; Return—Cabin 1/3, Steerage /9.; Glasgow to Garelochhead Single—Cabin 1/-, Steerage /9.; Return—Cabin 1/6, Steerage 1/-.

“Additional accommodation.—The Gem leaves Glasgow every Saturday evening—for Greenock, Helensburgh, and Garelochhead at 8 p.m.; from Garelochhead, every Monday morning at 6 a.m. Fares on Saturday evenings. Glasgow to Helensburgh, Cabin 6d, Steerage, 4d.; Glasgow to Garelochhead, Cabin 1s., Steerage 6d. Calling at Renfrew and Bowling.”—Glasgow Herald, June 28, 1861

“Helensburgh ferry traffic.—Winter arrangements.—Up, from Garelochhead to Helensburgh & Greenock, 8 a.m. (Helensburgh train 8.55), 10.45 a.m., 2.45 p.m. (Helensburgh train 4 p.m.); Down, from Greenock to Helensburgh & Garelochhead, 9.30 a.m. (Helensburgh train 7.20 a.m.), 1.30 p.m., 4.30 p.m. (Helensburgh train 4 p.m.).”—Glasgow Herald, December 3, 1861.

It would appear that the Helensburgh Railway’s efforts to run a steamboat service suffered the same fate as those of the Greenock Railway twenty years earlier. The service was not resumed in 1862. Instead, arrangements were made with the Gareloch to provide a connecting service.

By 1862, running the Federal blockade of the southern ports in the American Civil War was bringing the faster members of the Clyde steamboat fleet to the attention of Confederate agents. A number of vessels had been purchased already, and more were rumoured to be departing each week. Gem began her season on the Gareloch station at the beginning of April.

“Fast Day.—The swift steamer Gem will sail at 11 a.m. for Greenock, Helensburgh, and Garelochhead; Returning in the afternoon. Fares—Cabin return, 1s. 6d.; Steerage return, 1s.”—Glasgow Herald, April 1, 1862

The Emperor was also chartered by Messrs Henderson as a relief, taking Gem’s sailing from the Broomielaw.

“Glasgow, Helensburgh, and Garelochhead.—Steamer Emperor (Chartered steamer) from Glasgow at 11 a.m., from Garelochhead at 4 p.m. Luggage taken at moderate rates.—Apply at Ruby’s shipping box, Bridge Wharf.”— Glasgow Herald, May 29, 1862

Connections with the Helensburgh trains appeared in the advertisements of the Gareloch on the Helensburgh ferry.

“Helensburgh ferry traffic.—Additional accommodation on and after, 7th June— From Garelochhead to Helensburgh & Greenock, 6 p.m. (Helensburgh train 7 p.m.). From Greenock to Helensburgh & Garelochhead, 8 p.m. (Helensburgh train 7 p.m.).”— Glasgow Herald, June 9, 1862

“Helensburgh ferry traffic.—Additional accommodation.—Up from Garelochhead to Helensburgh & Greenock, 6 a.m. (Helensburgh train 7.45 a.m.), 7.50 a.m. (9 a.m.), 10.30 a.m., 2.45, (4 p.m., 6.0 p.m. (7 p.m.), Roseneath to Helensburgh & Greenock, 12.30 p.m. (1.30 p.m.); Down from Greenock to Helensburgh & Garelochhead, 9.15 a.m. (Helensburgh train 7.20 a.m.), 12.30 p.m., 4.30 p.m. (4 p.m.), 6.0 p.m. (5.20 p.m.), 8.0 p.m. (7.0 p.m.), Greenock to Helensburgh & Roseneath, 11.45 a.m. (10.45 a.m.),”—Glasgow Herald, July 21, 1862

For the Glasgow Fair, all three steamers were employed although the Emperor was sailing on her own account and not under charter.

“Fair Holidays, Glasgow, Helensburgh, and Garelochhead, for sixpence.—Steamers Gem and Gareloch, to Helensburgh and Garelochhead at 11 a.m. and 4.30 p.m; from Garelochhead at 6.30 a.m. and 12.30 p.m. from Roseneath only.—Single fare—Cabin, 1s.; Steerage, 6d.”—Glasgow Herald, July 21, 1862

“Fair Holidays.—Friday, Saturday, Monday, Tuesday.—To Helensburgh and Garelochhead. Steamer Emperor, at 10.10 forenoon, calling at Greenock and intermediate places; Returning in the evening. Fares Cabin, 1s.; Steerage, 6d. Returns Cabin 1s. 6d.; Steerage, 1s.”—Glasgow Herald, July 21, 1862

In Sptember, Messrs Henderson’s Rothesay steamer, Pearl, was purchased by the Confederates and almost immediately, Gem was switched to the Rothesay station.

“Purchase of Clyde steamers—We understand that an arrangement has been come to with Messrs Henderson, Colbourne, & Co., shipbuilders, Renfrew, for the purchase of the steamer Pearl, belonging to that firm. Yesterday she made her last trip on the Rothesay route, and on the up passage transferred her passengers to the Gem, at Greenock, and proceeded to Renfrew to receive the necessary outfit for a passage across the Atlantic. She is bought for the same purpose the lona.”—Glasgow Morning Journal, September 16, 1862

By October, Gem was sailing from the Broomielaw to Rothesay at 10 a.m., returning at 2.30 p.m. The Gareloch station was left with the Helensburgh ferry and a much diminished connection with the Broomielaw.

Over the winter, the Gareloch was withdrawn and sold. Messrs Henderson had to scramble to cover the various stations that they served. They purchased to older steamers, the Emperor, that was renamed Acquilla and no longer sailing on Sunday, and the Vesta. Together with the Gem and Holy Loch steamer, Nelson, also recently purchased from their old partner M‘Kellar, some semblance of a service was pieced together. It was rumoured that Gem had also been sold.

“The ferry steamer Gareloch, well known as carrying passengers between the Gareloch, Helensburgh, Greenock, has been sold to the Isle of Wight”—Greenock Telegraph, February 14, 1863

“This favourite little steamer, which has for a considerable time plied between Greenock, Helensburgh, and Garelochhead, and which was sold by the builders and owners Messrs Henderson, Colbourn, & Co., Renfrew, to, the Isle of Wight Ferry Company, left on Saturday for her final destination. She was on the slip at Renfrew and had an overhaul previous being dispached. Her funnel has been painted red, and a white strip run from stem to stern, altogether she had very lively appearance and was going very fast. As she passed the quay a parting cheer was given her by the steamers Gem and Nelson, belonging to her previous owners, which was heartily responded to.”—Glasgow Morning Journal, February 16, 1863

“River steamers. —Yesterday another steamer was placed on the Rothesay station, the Cardiff Castle, which has chosen a very suitable hour, leaving Glasgow 9 a. m. and Greenock at 11 a.m., thus filling the blank between 9 and 12. There are now sailing on this route from Greenock a steamer at 9, 11, 12, 1, 3, 4, 5, and 5.40. The old steamer Emperor, now named the Aquila, took station between this and Gareloch yesterday. She was lately purchased by the Messrs Henderson and was taken up to their slip at  Renfrew, where she under went a thorough overhaul, and now looks quite a fashionable craft, although having seen sixteen summers. The Messrs Henderson have shown great spirit in trying make the best out the present steamboat accommodation, and the frequenters of the coast are certainly much indebted to them; for, besides the Emperor, they have purchased the Vesta, long on the Largs line, and the Nelson, long on the Kilmun route. The Nelson is at present undergoing an extensive repair, and the Vesta was yesterday relieved from the Rothesay station by the Gem, which was on the Helensburgh trade, and was succeeded by the Aquila. In the course of a few days the Nelson will likely relieve the Gem, which, it is said, goes to foreign service as soon as possible.”—Glasgow Morning Journal, May 19, 1863

It would appear that Acquilla and Nelson provided daily connections between Garelochhead and Glasgow with an intermediate trip to Greenock.

“Glasgow, Helensburgh, and Garelochhead.—Additional accommodation, Up from Garelochhead to Glasgow 6.30 a.m. (Helensburgh train, 7.45 a.m.), 11.30 a.m. (1 p.m.); Garelochhead to Greenock 7.45 a.m. (9 a.m.), 2.45 p.m. (4 p.m.), 6 p.m. (7 p.m.); Down from Glasgow to Helensburgh & Garelochhead 11 a.m., 4.15 p.m. (5.20 p.m.); Greenock to Helensburgh & Garelochhead 9.45 a.m. (9.20 a.m.), 4.30 p.m. (4 p.m.), 8 p.m. (7.15 p.m.).”—Glasgow Herald, May 23, 1863

“Cheap pleasure sailing to Helensburgh for 6d. Steamers Nelson and Acquilla sail daily from Glasgow at 11 a.m., 4.15 p.m., for Helensburgh and Garelochhead. Fares to Helensburgh Cabin 1s.; Steerage,6d.”—Glasgow Herald, June 10, 1863

In July, the schedule changed.

“Helensburgh ferry traffic—Alteration of hours commenced on Tuesday, 30th June. Greenock to Helensburgh and Garelochhead—9.15 a.m., 1 p.m., 4.30 p.m., and 8 p.m. Garelochhead to Helensburgh and Greenock—7.45 a.m., 10.30 a.m., 2.45 p.m., and 6 p.m.”—Glasgow Herald, July 2, 1863

At the same time the Nelson was advertised sailing from the Holy Loch leaving Ardenadam at 7 a.m. (6.20 a.m. Mondays only) for Hunter’s Quay, Kirn, Dunoon, Gourock and Greenock, where she connected with the 8.15 a.m. train. She then proceeded to Glasgow, leaving there at 11 a.m. for Garelochhead, and returning at 2.45 p.m. to Greenock where she left for the Holy Loch after the arrival of the 5.30 p.m. train from Glasgow. Meantime, Acquillawas sailing between Greenock and Arrochar, connecting with the Vesta that sailed at 10 a.m. from Glasgow for Rothesay.

Acquilla was withdrawn from the Arrochar trade in the middle of August, and took over the Garelochhead and Helensburgh ferry duties, sailing from Garelochhead at 7.45 a.m., returning from Greenock at 9.15 a.m., and offering a connection with the 7.30 a.m. train from Glasgow at Helensburgh, leaving Garelochhead again at 10.30 a.m., connecting with the 1 p.m. train for Glasgow, and sailing from Greenock for Garelochhead at 4.30 p.m. with a connection at Helensburgh with the 4 p.m. down from Glasgow.

The Nelson in September, withdrew from her Holy Loch connections and resumed the Gareloch sailings from Glasgow. Acquilla was on the Gareloch ferry.

“To Garelochhead for sixpence.—Steamer Nelson from Glasgow to Helensburgh and Garelochhead at 11 a.m.; from Garelochhead to Glasgow at 2.45 p.m. Cabin 1s.; Steerage 6d.”—Glasgow Herald, September 25, 1825.

“Glasgow to Dunoon and Kirn.—Steamer Nelson from Glasgow at 11 a.m., from Dunoon at 2.15 p.m., commencing Wednesday, 14th October.

“Notice.—After Tuesday first, the above steamer will be withdrawn from the Gareloch station.”—Glasgow Herald, October 12, 1863.

Further complications came in October when Nelson was sailing to Dunoon.

“Helensburgh ferry traffic, commencing Wednesday, 14th. From Garelochhead to Helensburgh & Greenock—7.45 a.m., 10.30 a.m., 2.45 p.m.; From Greenock to Helensburgh & Garelochhead—9.15 a.m., 1.15 p.m., 4.30 p.m.”— Glasgow Herald, October 14, 1863.

“Glasgow to Dunoon and Kirn.—Steamer Nelson from Glasgow at 11 a.m., from Dunoon at 2.15 p.m., commencing Wednesday, 14th October. Passengers for Garelochhead transferred to steamer Acquilla at Greenock.”— Glasgow Herald, October 14, 1863.

Similar convoluted arragements persisted into 1864.

“Helensburgh steamers.—ferry traffic.—On and after Friday, 22d inst., the sailings will be as under:—Up from Greenock to Helensburgh and Garelochhead, at 9.15 a.m. (Helensburgh train 7.30 a.m.) 1 p.m., 1.30 p.m., 4.30 p.m. (4 p.m.); Down from Garelochhead to Helensburgh & Greenock, at 7.45 a.m. (9 a.m.), 10.30 a.m., 2.45 p.m. (4 p.m.); from Garelochhead to Helensburgh, Greenock, &Glasgow, at 4 a.m.”—Glasgow Herald, April 26, 1864.

“Glasgow & Garelochhead.—On and after Friday 22d inst., the Helensburgh steamers will commence sailing from Glasgow to Garelochhead at 11 a.m., from Garelochhead to Glasgow at 4 p.m. Fares to Helensburgh—Single Cabin 1s.; Steerage, 6d..”—Glasgow Herald, April 26, 1864.

“Ferry traffic.—Reduction of fares.—On and after Monday,9th May, the fares will be as follow:—from Greenock to Helensburgh, Cabin 4d.; Steerage 3d. from Greenock to Row or Roseneath, Cabin 6d. from Greenock to Gareloch, Cabin 9d.; Steerage, 6d.”—Glasgow Herald, May 10, 1864

“Cheap sailing to Helensburgh for sixpence. Steamer Nelson sails daily from Glasgow at 10.45 a.m., for Greenock, Helensburgh, Row, Roseneath, and Garelochhead. Fares to Helensburgh—Cabin 1s.; Steerage 6s. Returning to Greenock in the evening.

“Ferry traffic.—Alteration of hours on and after 1st Sept.—The steamer will leave Greenock at 7.15 p.m., instead of 8 p.m., and will not wait the arrival of the 7.15 p.m. down train at Helensburgh.”—Glasgow Herald, September 15, 1864.

The arrangements offered a number of opportunities with a connection between Garelochhead and Arrochar. Tickets for the excursion were sold only at the piers and not on board the Gareloch steamer or the Arrochar connection so that anyone hoping to complete the trip from a ferry  would incur a much higher fare.

“Cheap sailing from Gareloch & Helensburgh to Arrochar, by steamer, from Garelochhead, at 7.45 a.m., from Helensburgh, at 8.40 a.m. Fares, going and returning, 1s. 6d. Tickets sold by all the pier masters. Arriving at Greenock in time for the 6 p.m. steamer for Helensburgh and Gareloch.”—Glasgow Herald, September 15, 1864.

“Fast day.—Pleasure sail to Garelochhead.—The steamer Acquilla will sail today (Thursday) from Glasgow at 11.30 a.m., for Helensburgh and Garelochhead—Returning to Glasgow in the evening.”—Glasgow Herald, October 20, 1864

The new year saw some improvement with sailings by both Nelson and Vesta sailing to Glasgow in addition to Acquillaon the ferry early in the season. By the middle of the year, however, the ferry was withdrawn and Acquilla was sailing from Glasgow.

“Helensburgh steamers.—Nelson and Vesta.—Summer arrangements.—Commencing on Monday, 22d May. Up from Garelochhead to Helensburgh & Glasgow 6.30 a.m. (Helensburgh train 7.45 a.m.), 10.30 a.m. (12.45 a.m.); from Garelochhead to Helensburgh & Greenock 7.40 a.m. (9 a.m.), 2.45 p.m., 6 p.m. (8 p.m.); from Greenock to Helensburgh & Garelochhead 9.15 a.m. (7.30 a.m.), 12.45 p.m. (11 a.m.), 4.30 p.m. (4 p.m.), 5.45 p.m. (5.20 p.m.), 7.15 p.m.; from Glasgow to Helensburgh & Garelochhead 10.45 a.m., 3.45 p.m.

“Note.—On Saturdays, the boat from Glasgow at 10.45 a.m. will not go beyond Roseneath, but return and wait arrival of the 1 p.m. train from Glasgow at Helensburgh, and proceed to Garelochhead. There will be no steamer from Garelochhead on Monday first at 6.30 a.m.”—Glasgow Herald, May, 20, 1865

“Queen’s Birthday.—To Helensburgh for 6d.—Steamer Acquilla from Glasgow at 10.45 a.m. for Greenock, Helensburgh and Garelochhead; Returning from Garelochhead at 4 p.m. Fares to Helensburgh—Cabin, 1s.; Steerage 6d.”—Glasgow Herald, June 25, 1865.

“To Helensburgh for sixpence, steamers Nelson and Vesta sail daily from Glasgow at 11 a.m., 4 p.m. (train 5.20 p.m.), Returning from Garelochhead to Greenock only at 2.45 & 6 p.m. Fares to Helensburgh—Cabin, 1s. Steerage, 6d.”—Glasgow Herald, August 19, 1865.

“Pleasure sail this (Saturday) afternoon.—To Helensburgh and back for sixpence.—The steamer Acquilla will leave Glasgow this Saturday afternoon, at 4 p.m. for Helensburgh, allowing passengers about an hour and a half ashore. Fares Cabin 9d.; Steerage 6d.”—Glasgow Herald, August 19, 1865.

“Pleasure sail on Monday first, to Helensburgh for sixpence. Steamer Acquilla, on Monday 21st August, from Glasgow at 9 a.m., for Helensburgh and Garelochhead. Returning from Garelochhead at 4 p.m.. Returning from Helensburgh about 5 p.m.. Fares to Helensburgh: Cabin 1s.; Steerage, 6d.”—Glasgow Herald, August 19, 1865.

At the beginning of December, the prospectus was issued for the “Greenock and Helensburgh Steamboat Company, Limited,” under the new Joint Stock Companies’ Act. Its object was to give better and more independent direct communication between the counties of Renfrew and Dumbarton by means of steamers between Greenock, Helensburgh and the Gareloch. One of the first acts of the company after it came into being was the purchase of the Nelson and the goodwill of the Gareloch trade. And so the connection of Messrs Henderson with the Gareloch trade came to an end. An account of the new company and its steamers are to be found in a previous article.

McCrorie, I. “The Gareloch Route,” Clyde River SteamerClub, Greenock, 1972

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