In the Glasgow Herald of January 17, 1848, extracts from the Tidal Harbours Commission Report, concerned with the state of the fishing trade in the west of Scotland reported that; “At Skipness, a projecting point at the north end of Kilbrannan Sound, a fishing pier, extending 60 yards off-shore in an easterly direction, with a return head of 32 yards to the northward, was erected in 1839 at a cost of £2997, two-thirds of which were contributed by the Fishery Board on the part of the public. The pier has 5 feet depth at low water and is a great accommodation to the 60 boats belonging to the place, and to others which frequent the favourite fishing grounds of Kilbrannan Sound, as well as to the steamboats passing along the coast. A pier at Carradale would also be a great benefit.”

Glasgow Herald, February 18,1856

Kilbrannan shore, Carradale (1898)

However, Carradale would have to wait another decade before it gained its landing pier. Herring by the barrel and other produce was loaded or landed by boat on the beach of Carradale Bay. The Campbeltown Steam Packet Company steamers called three times a week.

Caledonian Mercury, January 29, 1857

Courier, July, 1857

The Carradale estate was poorly managed and was let on an annual basis until 1857 when a Colonel Buchanan purchased the estate and immediately set about erecting a landing pier, primarily for the fishing fleet, but also providing a calling point for the Campbeltown steamers when the weather and tide was favourable.

Glasgow Herald, March 24, 1858

Glasgow Herald, August 26, 1859

Lack of facilities at the pier led to a dispute of the dues for loading potatoes that must have caused some consternation for Mr Buchanan.

“Carradale Pier Dues—Important Decision. A case was determined yesterday in the Small Debt Court affecting the dues leviable at the Pier of Carradale. Thomas Kerr, the tacksman of the pier, sued Mr William Ewing, potato dealer here, for £2 19s l0d, being the dues on 359 barrels of potatoes, shipped by him at the pier, at the rate of 2d. per barrel.

“Mr Denniston, writer, on behalf of the pursuer, founded on a deed grant from the Woods and Forests, dated in 1859, in favour Mr Buchanan, of Drumpeller and Carradale, of the shore ground on which the pier is built; he also produced the detailed printed schedule of pier rates, which shewed that potatoes were chargeable at the rate of 2d per barrel or 6d. per ton, and letter from the defender to the pursuer, which stated that he was willing to pay on the potatoes according to the ton, and not according to the barrel. Mr Denniston contended that as the potatoes had been shipped in barrels, and not by bulk, the tacksman of the pier was entitled to charge at the rate per barrel and not per ton.

“Mr M‘Ilwraith, for the defender, stated that the deed founded on gave no authority to the pursuer or Mr Buchanan to charge the dues detailed in the schedule of rates; and he quoted the dicta of the Lord Justice-Clerk in the case of Sir James Colquhoun of Luss against Paton, to show that it was by no means to be held as established that a party could arbitrarily impose on the public any table of rates which he himself might think proper to adopt. At Carradale there was no machine to weigh or shoot by which potatoes could be shipped in bulk; that they were taken down in barrels and sacks and carried on board. Mr M‘Ilwraith further stated that it was well known at such piers how many barrels made ton; that the defender and not the pursuer had the option of paying by the ton or barrel, and that if the charge in this case were regulated by the ton and by the practice, the amount would only reach about 14s. instead of the £2 19s 10d. sued for. The pier at Campbelton, he said, was better than that at Carradale, and the pier dues there and elsewhere were not one half of those contained in the schedule which had been produced and founded on.

“The Sheriff said he was not going to decide in a Small Debt Court the point law which had been raised; he was inclined to hold from the terms of the schedule that the defender had the option of paying by the ton, but would like to hear a witness on the merits.

“The defender then called a witness one of the men who had wrought at the potatoes for three weeks, and who said he had never seen any weighing machine at Carradale pier; that the potatoes were weighed on the field by the defender’s machine, and had been taken down to the pier on carts, packed chiefiy in barrels, but some in sacks, and had all to be carried by the defender’s servants on board the vessel, and that there was no shoot or roan by which goods could be shipped at the pier in bulk; that it was known that 13¼ barrels made a ton, and that he had heard defender offer to pay the dues on the ton.

“The Sheriff held that if the pursuer wished to claim by the ton, he should amend his schedule; that with respect to the first day’s shipment, when five barrels were sent on board at the pier, all the rest of the potatoes had been shipped in quantities exceeding a ton; and that therefore he would give the defender the option of paying, not by the barrel, but the ton weight. On calculation, this shewed the amount of dues leviable to be 14s l0d, instead of £2 19s, for which, but without expenses, he found the defender liable.”—Greenock Advertiser, October 9, 1862

The pier had a difficult approach and there were frequent missed calls by the steamers. These reflected poorly on the Campbeltown Company but beyond an angry letter to the newspapers, attracted little notice. One particular incident affected the Sheriff Clerk Depute of Campbeltown who took the company to small debt court. The initial newspaper report was dismissive but was followed by a clarifying letter from the plaintive, who won his case.

“Campbeltown—Jan. 18. Sheriff Court Decision.—On Friday, the Campbeltown Steam Packet Company were summoned before Sheriff Gardiner, for expenses of three passengers who had gone to Carradale on 23d December last; and who desired to return same evening with the steamer from Glasgow, but the steamer passed without calling. This place being comparatively so open and bold shore, the steamer cannot call at it on all occasions. On this day in question, the steamer having been detained in Clyde by fog, it was late when she got off Carradale, and, as it was dark, Captain Eaglesome considered it prudent, for the safety of his vessel and passengers, not to touch there; and evidence was given to this effect. Parties on shore, on the other hand, said she could have reached the pier and taken the passengers on board. The Sheriff decided the case against the company, with all expenses; and made statements, at the same time, something to the following effect:—Even if the steamers were not advertised to touch at Carradale, yet if they made a habit of going there, they would be as responsible to call as if they were advertised. Further, that in the event of the ferry boats not coming off for passengers, the steamer was bound to land them with her own boats. Again, that in the event of the steamer being unable to land passengers on any day, she was obliged next morning, the first thing to be done, to land them at their destination. Some of these statements have naturally taken the steamboat company by surprise, and they are prevented from appealing in this instance to a higher court, as the case was tried before the Small Debt Court.”—Glasgow Herald, January 22, 1862

The rebuke of the poor journalist, clarifying the case, was swift.

“Campbeltown Steam Packet Company.—to the Editor of the Glasgow Herald. Sir.—As the facts of a case decided in the Small Debt Court here against the above company are very inaccurately given in the notice inserted in your publication of Wednesday last, I think it right, as one of the parties prosecuting, to send you the following correct report.

“On the morning of the 23d December last, the company issued to myself and others return tickets (a fact not mentioned in the notice sent you) for Carradale and back and the steamer was specially advertised to call at Carradale on her way from Glasgow that day—another material fact not noticed. She passed without calling, and we were left at Carradale all night, and had to walk to Campbeltown next day (a distance of 16 miles), and sued for damages in consequence. The company’s sole defence was that, from detention in the Clyde by fog, the captain found it would be dark before he reached Carradale, and considered it would be unsafe in that case to call there: and accordingly, on leaving Lochranza, sailed direct for Campbeltown. It was admitted there was nothing unfavourable in the weather; and it was proved that the hull of the steamer was distinctly seen from Carradale Pier as she sailed along the Arran coast, and passed on to Campbeltown about mid-channel.

“In repelling this defence, the Sheriff said it might have been a point for consideration whether, having expressly contracted by the return tickets to bring back the parties, the company was not bound, if unable to do so that night, to fulfil their engagement next morning; but that was a question he did not feel called on to go into, as it seemed to him it was quite enough, to render the defence untenable, that while it solely consisted in this, that it was not safe, even in good weather, for the steamer to call at Carradale after nightfall, the contingency was one which, to avail the company, should have been made known beforehand to the parties contracted with. He could not view it as one of those conditions held to enter by implication into a contract of the kind, as it was not one the public could be expected to take into account if not made known. Had parties been advertised of it, very possibly they might not have been disposed to run the risk, especially in mid-winter. He also considered that, had the steamer crossed to Carradale, and found it unsafe to go into the pier, and there was no ferry boat to be had, the company, to fulfil their contract, should have sent one of the steamer’s boats to bring off the parties.

“The foregoing were the circumstances noticed by the Sheriff in giving his decision, but it was a significant fact, which also came out in evidence, that the captain was not aware of the advertisement that the steamer was to call at Carradale, and that, in speaking next day of his not having called, he stated that he had no goods or passengers to land there. Requesting your insertion of the above, I am, Sir, your obedient servant, Peter Campbell, Sheriff Clerk Depute, Campbeltown. 23d Jan., 1862.”—Glasgow Herald, January 28, 1862

The advent of the Herald on the Fairlie route to Campbeltown as a competitor to the Campbeltown Company’s Kilbrannan route in 1866 might well have served as a wake-up call to Carradale. The new steamer favored calls on the Arran side of the Kilbrannan Sound, by-passing Carradale completely. The new venture, however, was short lived.

Carradale Pier in 1898

A new pier was constructed in 1870. It was of cast-iron, the first of a series of piers constructed along similar principles over the next decade.

“Campbeltown. —New Pier for Carradale. A massive new iron pier is at present in course erection at Carradale, about 16 miles east of Campbeltown, as with the old one great inconvenience and annoyance was felt passengers and fishermen owing to the uncertainty of the daily steamers from Campbeltown to Glasgow calling at it. The new pier juts out into the water a considerable length, and is so constructed towards the point that steamers will be able to come alongside with the greatest ease and safety in any state of the weather. The thanks of the district for this great boon are entirely due to Col. Buchanan, of Drumpellier and Carradale, who is erecting the pier at his own expense at a cost of nearly £4000. The contractors for the work are Messrs Stewart & Sons, Irvine. It is contemplated that the pier will be finished and ready for traffic by the end of the year.”—Greenock Telegraph, August 23, 1870

Greenock Advertiser, February 15, 1868

Davaar leaving the new iron pier at Carradale

A good account of the iron piers appeared in the Greenock Telegraph when the second of these iron piers was under construction at Brodick. A similar pier was also under construction at Balloch Bay at the north end of the Isle of Cumbrae. Photographs of the Balloch Pier are very rare but the article has a good description of the iron work.

“New Piers on the Clyde.—Last year, a substantial iron pier was erected Carradale, on the Campbeltown passage, by Colonel Buchanan. This pier, which was the first of its kind constructed in Scotland, replaced an old wooden erection at which steam boats could call only when the weather and tides were favourable. The work, in respect of its novel materials, deserves description. The piling, strange as it may seem, consists wholly of old railway rails. These having had a large cast iron disc or shoe attached to their under part, are sunk to the required depth solely by their own weight, the displacing of the sand being effected by means of a water-jet. The pierhead, which is 25 feet wide, consists three rows of piles, braced and cross-braced by horizontal struts and girders, to which the fenders are fixed; and the piles so alternate that any local strain or stroke to which the pier may be subjected is thrown over the structure generally. The gangway leading to the pier-head has a floor of 6-inch planking, and is formed by three and a-half iron arches, each span extending to 40 feet. With certain elegance of appearance there are thus combined economy and strength. The chief peculiarity of the pier head is its construction in two separate floors, one being four feet lower than the other, and arranged and connected by a ramp at the back as to afford special facilities for the loading of cattle, sheep, herring, &c.

“At Brodick, with its bay two miles in length, and which is situated mid-way between the extremities of the island of Arran, another iron pier, similar in design to the above, is now being erected by the Duke Hamilton about yards to the east of the present landing place. Hitherto there has been no pier at Brodick. Passengers and goods from the steamers were, as they still are, put ashore in small boats; while cattle for shipment had to be taken to Lamlash, where there is a stone pier at which steamboats can call, but only at high water. This iron pier, which, from its forward state is expected to be finished in time for the summer traffice, will therefore be of great advantage, not only to the lovers of the picturesque visiting Brodick, but especially to the inhabitants of the northern district of the island. What chiefly recommends the adoption of these iron structures is their great durability, without greater cost than similar erections in wood. Then, with the latter material, serious difficulties are frequenty experienced in the disposal of strains; while with iron such matters are easily overcome. Both of the piers referred to have been erected from designs by Mr Mortimer Evans, C.E., Glasgow; the contractors being Messrs John Stewart & Son, Irvine.

“A third iron pier is in course of construction on the Greater Cumbrae for Lord Glasgow. This island lies about four miles east of Bute, and nearly two miles west of Largs. Its length is three miles and a-half, and average breadth two miles. For feuing purposes the island certainly possesses peculiar attractions. Its surface is finely undulated, and the hills one point rise to a height of some 500 feet. The pier, which was commenced in July last and is now on the eve of completion, is 275 feet long and 18 feet broad, widening out at the seaward end to a T-shaped head, 80 feet by 25, for the convenience of vessels lying alongside. The structure rests on cast-iron piles screwed in some cases and driven in others (according to the stratification) from 5 to 6 feet into the ground. These are placed in pairs at distance of 18 feet apart, and are strongly braced together transversely. On tile top of each pair of supports are placed cast-iron transverse girders, on which rest wrought-iron continuous lattice girders 4 feet deep, that support the roadway, and also form the parapet to the pier. The roadway is of timber laid on rolled iron joists which are riveted to the under-side of the main lattice girders. The piles, at the head, are of wrought-iron, seven inches diameter, in four segments, firmly rivetted together at flanges; and in four cases these are carried above the deck form supports for cast iron mooring bollards. The lattice parapet is not carried round the head, but the deck is here supported from underneath on rolled joists. Fender piles and wallings of American elm are placed in front of each seaward pile at the head. Messrs Head, Wrighson, & Co., engineers, Stockton-on-Tees, who, under the inspection of Mr James Brown, C.E., Millport, designed and carried out the construction of the pier, experienced many difficulties in the work, both from stormy weather and the rocky character the bottom into which the piles were set.

“In the construction of Toward Pier, in 1863 various experimental piles were driven, on the instance of Mr Jas. Lamont of Knockdow, for the purpose of testing the sort of timber that could best withstand the action of the teredo naralis, the limnoria terebrans, and other marine insects. These comprised Bethel’s patent creosoted timber piles; others clad with copper, zinc, and Muntz’s patent sheathing; Quebec red pine covered with wrought-iron pile nails about one inch square on head, one-eighth inch thick, and weighing about three lb. per square foot of timber; larch with the bark on; greenheart and elm fenders. The result was that the elm was eaten through in about four years, or the rate of one inch per annum; the larch stood about seven years; the Quebec red pine, without protection, lasted for nearly the same period; while the creosoted remains still uninjured, together with the greenheart and the piles covered with the sheathing and nails. The Toward Pier, during its erection, was an object of some interest. The site being openly exposed to the cross seas of the firth, not few doubted whether the building would have stability to resist their force. It has, however, braved many a gale, and still looks durable structure. The length of its masonry approach is 85 feet; of timber bridge, 260 feet, by 16 feet broad; length of pierhead 126 feet, and breadth, 25 feet. The plans of the pier were prepared by Messrs Robson, Forman, & M‘Call, C.E., Glasgow, and carried out by Messrs J. & A. Waddell, contractors, Coatbridge.— Scotsman.”—Greenock Telegraph, April 18, 1872.

Balloch Pier never attracted sufficient traffic to receive regular calls from the steamboats of the day but was a destination for excursions and was used when Millport was storm-bound. One notable event at the pier was the sinking of the Buchanan steamer, Scotia. Typical press cuttings on the pier over its lifetime are:—

“On Tuesday the steamer Scotia, belonging to Mr. B. J. Buchanan, of Glasgow, which for some time past has been plying between Ardrossan, Arran, and Cumbrae, in place of the Glasgow and South Western Railway Company’s steamer Brodick Castle, while endeavouring to make for Balloch pier, took the wrong side of the buoy, and on striking a rock soon filled with water and sunk. The passengers and crew got safely off with the ship boats.”—March 1882

“The steamer Argyll was forced to call at Balloch pier on Saturday evening instead of proceeding to Millport, and it was with considerable difficulty that she was able to land her passengers at all. She anchored in Fairlie roads to ride out the storm, but early on Sunday morning was obliged to slip her cable and proceed to Millport pier.”—Glasgow Herald, January 29, 1884

“Workpeople’s trip to Cumbrae.—This morning, the numerous employees of Messrs Fleming, Reid & Co., of the Merino Mills, Upper Greenock, journeyed to Balloch Pier, Cumbrae, by the Galatea, which their employees had chartered for the day’s excursion. The steam started from the Customhouse Quay at half-past 9 o’clock the band of the 1st Renfrew and Dumbarton Artillery Volunteers, conducted by Mr Whiteford, being on board. The weather being fine an enjoyable day should be spent.”—Glasgow Herald, July 2, 1891

“Balloch Pier, Cumbrae.—The Marquis of Bute has, it is stated, offered to hand over Balloch Pier, Cumbrae, to Millport Harbour Trust free of charge.”—Evening Citizen, November 1, 1887

The last item was an opportune attempt, recognizing the construction of Keppel Pier. After the opening of Keppel Pier in 1888, even this limited traffic declined and the pier was left to decay.

Returning to the new pier at Carradale, designed on two levels with a ramp between to facilitate the fishing fleet as well as the regular passenger and cargo traffic. It is hard to imaging now the huge volume of traffic generated when the herring season was at its height. Some idea can be ascertained from the following snippets from the Glasgow Herald.

Pier and fishing fleet at Carradale in 1898

Lochfyne skiff on the shore at Carradale in 1898

Lochfyne skiff at Carradale

“Great herring fishing.—The largest haul of herring known on the West Coast for some years was taken off Skipness Point on Tuesday night, the catch being so heavy that in several instances the boats lost their trains, the weight of the fish being so great that in attempting to pull the nets in they gave way. A number of the boats had as high as 40 and 50 maize (20,000 and 25,000 fish) each. The price at Tarbert ranged from 1s. to 2s. per 100, and many boats were unable to find a market, and proceeded to Ardrishaig. The Lochfine steamer had 500 boxes on board from Tarbert, being unable to take more in consequence of a fore-deck load of cattle, and she was obliged to leave a large quantity behind. When she left boats were shaking their nets and others were arriving from the fishing ground. The Campbeltown steamer reported a splendid fishing in the Sound of Kilbrannan, and at Carradale and Loch Ranza took on board about 200 boxes—a most unusual circumstance. The steamers did not arrive here until about four hours after their regular time, and each landed about fifty boxes. The fish are of fair quality. The West boat last night had a large quantity of fish on board. The fishings in Lochfine were reported very prosperous, and herring were selling at from 1s, to 1s. 8d, per 120 on the spot.”—Glasgow Herald, August 25, 1865

“Large catch of herring in the Sound of Kilbrannan.—Yesterday, the fishermen in the Sound of Kilbranan secured an excellent catch of very fine herring, At Carradale, the Campbeltown steamer Kintyre received on board about 350 boxes, and at Lochranza she received a further supplement She brought to Greenock during the afternoon upwards of 500 boxes, many of which were landed and despatched by rail. The fish were being sold for 2s per 100 on the spot.”—Glasgow Herald, August 1, 1872

“Heavy take of herrings.—Kilbrannan Sound may be said to be at present fairly alive with herrings, and during the past week the hauls obtained by the fishermen at Campbeltown and Carradale have been almost unprecedented. It is not unusual for the trawlers to enclose with one haul as many fish as fill their skirls to the water edge. One crew fishing the neighbourhood of Carradale last week, got into the midst a shoal extending fully a quarter of a mile on all sides of them. They never witnessed anything like it in all their experience fishermen, and but for the fact that the net burst whilst hauling the herrings, their boats would not have been able to contain the large quantity of fish enclosed. Prices are low, though the quality of the herrings is excellent. Tuesday herrings were so plentiful in Campbeltown, that the market got glutted, and fishermen with herrings to dispose magnanimously sent the bellman through the town, crying—“Herrings for nothing.” In this way a large part of their load was got rid of; but after all, quantities of prime fish had be destroyed.”—Glasgow Herald, August 8, 1879

The new pier at Carradale secured a regular call on the Campbeltown Company’s timetable with Lochranza and Pirnmill the only Arran calls. It facilitated the development of tourists to the area.

A well loaded Davaar approaching Carradale in 1898

Pier Road, Carradale

Drumfearne, Carradale in 1898

Stepping stones on the Carradale burn

Carradale post office

Shore road, Carradale—joy with a discarded fishing net and a fish box

Waterfoot, Carradale

On the shore, Carradale in 1898

The area has some amazing contorted rock structures that have achieved local fame over the years.

The Queen rock with a passing likeness to Victoria in her later years

The Bible rock

The pier was well served over the succeeding decades. Kinloch and Davaar maintained the service until 1926 when the new Dalriada replaced Kinloch.

Kinloch at Carradale

Carradale Pier—the mast next to the house on the hill was used to hoist storm warnings (Stengel)

Davaar after reboilering in 1903 with one funnel (Stenger)

The rise of motor transport took most of the goods traffic. Latterly Messrs MacBrayne took control and the Davaar and Dalriada were withdrawn in 1940 at the beginning of the second world war.

Dalriada leaving Carradale pier (Lilywhite)

Davaar approaching the pier in the 1930s

The pier was left to the elements and slowly decayed. In 1960, it was replaced by a concrete harbour structure to protect small craft.