At the Dumbarton yard of Messrs William Denny & Brothers, Ltd., on March 20, 1931, Lochfyne was named by Lady Stamp, wife of Sir Josiah Stamp, President of the L.M.S. Railway Co., and she slid down the ways to the accompaniment of bagpipe music. So began the story of a vessel built for the Clyde and West Highland trade of Messrs David Macbrayne (1928) Ltd., with an innovative Diesel-electric propulsion.

The year 1927 had not been kind to Messrs Macbrayne. In that year, two fine paddle steamers, Chevalier and Grenadier had been lost and the subsequent reorganization of the struggling company promised the addition of four new vessels to the fleet. The Lochfyne was the last of the four, and some idea of the novelty she provided can be gleaned from her description in “The Rock” magazine.

“Twin Screw Diesel-Electric Vessel Lochfyne

“This vessel has recently been delivered to Messrs David Macbrayne (1928) Ltd., of Glasgow.

“The principal dimensions are:—Length 215 ft, Breadth, 30 ft, Depth to Main Deck, 10 ft 3 ins, Load Draught, 7 ft 6 ins

“The ship has been built by Messrs William Denny & Brothers, Ltd., Dumbarton, under the special survey of the British Corporation, and to the full requirements of the Board of Trade. She will carry about 1200 passengers.

Lochfyne trials photograph (RM Fortune)

“The arrangement of the ship has been schemed to fit a one-class summer service when on excursion runs from Oban, and the normal two-class service while on the passenger and mail run on the Clyde, from Greenock to Ardrishaig. Catering facilities are specially important on the Oban service, hence the large dining saloon on the main deck forward, and the tea room aft. This arrangement has led to an innovation as regards Clyde service, namely, the carriage of saloon passengers forward and steerage passengers aft.

Lochfyne dining saloon (Fox)

Lochfyne lounge (Fox)

Lochfyne tea room (Fox)

“The whole accommodation is very pleasing in design and execution. The dining saloon is finished in a paneled and painted scheme of decoration to designs by Mr A. M‘Innes Gardner, F.R.I.B.A.; the colours are green and biscuit with dark mahogany furniture and oxidized silver fittings. There is seat accommodation for 74 persons at small tables. The main entrance is paneled in mahogany. The smoke room below the dining saloon, is paneled in oak, with oak furniture and brown hide coverings. The tea room, which form the second class refreshment room on the Clyde service, is treated in cream and fawn, with brilliant colour in the curtains. On the promenade deck forward there is an observation lounge extending the whole width of the ship. The sides and front are almost entirely of plate glass, so that in inclement weather passengers may have. in comfort, as comprehensive a view of the scenery as they could obtain from the open decks. Passengers will be enabled to make their arrangements in advance with the certain knowledge that weather conditions cannot interfere with their pleasure. The lounge is furnished with woven settees, chairs and tables in contrasting colours, and has a service room containing a soda fountain, ice cream freezer, and other equipment for adding to the comfort of passengers.

“The cooking arrangements are entirely electrical, and have facilities such that, in addition to table d’hôte meals, the inclinations and tastes of passengers can be accommodated at any time of day.

“Hot and cold water are led to the lavatories from calorifiers having thermostatic control. The ship is heated throughout by hot water system from an automatically controlled oil-fired heater in the engine room, The heating system has been kept quite independent of the hot fresh water service so that the radiators can be shut down during the summer months. The galley, pantry and smoke room are provided with exhaust fans, otherwise natural ventilation is employed.

“The windlass, capstans and steering gear are electrically driven.

“The propelling machinery comprises two electric motors, each coupled to a propeller through a line of shafting and thrust block or slotting and receiving current from two Diesel engine-driven generators. The generators and propelling motors are arranged in separate compartments.

“In the forward engine room there are the two main engines, each direct coupled to a tandem set consisting of a main and an auxiliary generator. The main generators supply current to the propelling motors only, while the auxiliary generators provide the electrical energy necessary for driving the engine room auxiliaries and the lighting, cooking and other services throughout the ship, as well as the field excitation current for the main motors and generators.

“The main Diesel engines are supplied by Messrs Davey, Paxman & Co., Ltd. Each engine has five cylinders, operating on the four-stroke cycle, with airless injection, and arranged for supercharging on the Büchi system. The exhaust gases, before discharging to atmosphere, pass through and drive a Brown Boverie turbo-blower, which supplies air under pressure to the engine. A separate blower is provided for each engine, the two sets being quite independent. A total engine power of about 1600 B.H.P. is available.

“The electrical generating and propelling machinery is supplied by the Metropolitan-Vickers Electrical Co., Ltd. The main generators supply direct current to the armatures of the propulsion motors at a pressure of 500 volts on full load. Each generator normally supplies its own motor, but if for any reason one generator is not in use the other can supply current to both motors. This change over is effected instantly by the operation of a switch lever at the starting platform without disturbing any other portion of the machinery.

“The propulsion motors are located in the compartment immediately aft of the engine room. This motor room also contains the main switchgear, the controls being carried up to a starting platform on the main deck between the engine and motor rooms. The starting gear for the engines is also carried to this platform, so that all the propulsion controls are under direct supervision from the one central control position.

Lochfyne steering platform (Fortune)

Lochfyne bridge control pedestal (Fortune)

“Bridge control of the main motors is also provided for. Pedestals similar to the conventional engine room telegraph are fitted on the bridge, arranged to control the speed and direction of rotation of the motors. When these controls are in use, the corresponding switches in the engine room are isolated from the circuits.

“The main generators and motors are shunt wound, fan ventilated machines, the field shunt windings being energised by current from the 230 volt auxiliary generators. The speed and direction of rotation of the motors are controlled by means of these field windings, so that the manœvering switchgear is called upon to deal with the small field currents only. Air is drawn from the engine and motor rooms through the motors or generators by fans directly attached to their respective spindles, and, after passing through the generators and motors, discharges through special trunks above the shade deck. The turbo-blowers for the engines are also arranged to draw air from above the engine room, so that the machinery spaces are amply ventilated.

“Mitchell thrust blocks are incorporated in the aft bearings of the motor to take the propeller thrust.

“When the main engines are not running, electricity for the lighting and other services is provided by a Gardner four-cylinder hand started compression ignition oil engine driving a Metropolitan-Vickers generator. This engine also drives a Reavell air compressor, which stores air for starting the main engines. A small motor-driven air compressor by the Hanworthy Engineering Co., Ltd., is also fitted.

“Since going down to see the engines is an established ritual with Clyde travelers, and the novelty of the machinery in the Lochfyne will strengthen the desire for the complete observance of the ritual, the engine casing at the main deck has been completely glazed above rail height, with teak framing and large opening windows. This feature will be much appreciated on the Clyde.

On Lochfyne during trials: Mr Henry Main (Caledon Shipbuilding Co.), Mr J. R. Paxman, Mr P.A. Sanders, and Major Paxman (Messrs Davey, Paxman & Co.), Mr M’Arthur and Major General Sir Philip Nash (Metropolitan-Vickers Electrical Co.), Dr Robb (Messrs Graham, Robb, & Woolnough). Mr H.T. Leith (Messes MacBrayne), Mr Woolnough, Mr John M Denny, Major McPhail (Messrs Davey, Paxman & Co.), Messrs Roxburgh and Andrew (Messrs MacBrayne) (Fortune)

“The trials of the vessel commenced on Monday, 25th May, and she was handed over to her owners three days later. On Monday preliminary trials were carried out during very boisterous weather, at which time the vessel proved herself to be an excellent sea boat, her behaviour, both in following and in beam seas, exciting most favourable comment. On Tuesday progressive trials were carried out on the measured mile, when a speed of just over 16½ knots was obtained as a mean of a pair of runs with the engines at their normal rating and the contract deadweight on board. Later, the usual steering, manœvering and anchor trials were carried out. On Wednesday a six hours’ trial was undertaken at a speed of about 16 knots, during which time all the machinery worked to the entire satisfaction of the owners and their technical superintendents. During all these trials the bridge control was thoroughly tested, and the peculiar advantages of this form of engine regulation were amply demonstrated. The general design of the ship and machinery was prepared by Messrs Graham, Robb & Woolnough, and the hull and machinery have been built under their supervision.”—The Rock Volume XII, No. 4, July, 1931.

Lochfyne before entering service in 1931 (Robertson)

Lochfyne in June 1931 (Robertson)

Lochfyne when new in 1931 (Adamson)

The new ship was shown off by her owners during Glasgow Civic Week at the beginning of June.

“Glasgow Civic Week. One of the attractions of the Glasgow Civic and Empire Week shipping display is to be provided by Messrs David MacBrayne (1928) (Ltd.) On Wednesday and Thursday, June 3 and 4, their new Diesel-electric passenger vessel, Lochfyne, fresh from her trial trips, will be open to the inspection of visitors at Berth No. 22, Broomielaw. The Lochfyne is the first coastal passenger vessel to be fitted with this type of propulsion. By way of contrast the owners are to berth alongside what is probably the oldest steamboat in the world—the veteran Glencoe, propelled by the old steeple vertical direct-acting engine of 120 h.p. She was built in 1846 by Messrs Tod & M‘Grcgor, Glasgow, and under the name of Mary Jane plied between Glasgow and Inverary for many years. Both vessels will be open to inspection between 10 a.m. and 8 p.m. each day.”—Scotsman May 20 1931

She was engaged to participate in the dedication of the new bell for Iona Cathedral on June 10th.

“Iona Bell Ceremony Travel Arrangements.—The dedication of the new bell at Iona Cathedral, which has been without a bell for so many years, is arousing much interest throughout Scotland. The L.M.S. and L.N.E. railways are running special trains from Glasgow (Queen Street) at 6.10 a.m. and Edinburgh (Waverley) at 5.20 a.m. to Oban on Wednesday, 10th June, for the convenience of those wishful to be at the ceremony or of doing the Staffa and Iona tour in one day, something never before accomplished. The departure hours from the cities had of necessity to be early to connect with the steamer leaving Oban at 9.40 a.m., but the railways have done their best to make the departure as late as they could be by running the trains over the shorter route, via Dumbarton and Arrochar, and breakfast can be had on the restaurant cars on the trains. The cruise will be performed by the new MacBrayne steamer Lochfyne, and the course will be by the south end of Mull. Iona will be reached at 12.10 p.m., and the dedication service takes place at 12.30 p.m., which gives passengers ample time to attend the service and visit the interesting relics on the island. Leaving Iona at 1.40 p.m., the Lochfyne will call at Staffa at 2.10 p.m., and, if tide and weather are favourable, passengers will get ashore to visit Fingal’s Cave and the other interesting sights of this wonderful isle. Oban will be reached at 6.45 p.m., and Glasgow (Queen Street) at 10.48 p.m., and Edinburgh (Waverley) at 11.36 p.m.”—Scotsman, June 2, 1931

Her arrival at her summer home port of Oban occurred on June 8th.

“The new Lochfyne at Oban. The new Macbrayne vessel Lochfyne arrived in Oban on Saturday night to take up the Staffa and Iona pleasure sailings during the season, which opens to-day. The Lochfyne completed the journey from Gourock to Oban in the record time of eight hours, and with a strong east-south-east wind blowing. A great reception was accorded the Lochfyne as she entered the bay, six signal rockets-being fired to announce her arrival. Captain John Macfarlane and his crew were warmly congratulated by Provost Hutton and other members of Oban Town Council, and the vessel, whose handsome appearance was freely commented upon, was later made open to large numbers of the general public for inspection.”—Scotsman, June 8, 1931

Through the summer of 1931, she sailed out of Oban on the important “Sacred Isle” cruise and she attracted much attention. Her livery included the unpopular Macbrayne grey hull and at the end of the season, this was changed to black before she took up duties on the Greenock-Ardrishaig mail service on the Clyde. Her excellent passenger accommodation was well appreciated by the passengers. The main problems were vibration and noise from the engines, something that was not resolved until the end of her career.

An album of Lochfyne in her first summer.

Lochfyne at Oban (Lilywhite)

Lochfyne in Tobermory Bay (Valentine)

Lochfyne at Tobermory (Valentine)

Lochfyne leaving Tobermory (Valentine)

Lochfyne at Staffa (Judges)

Lochfyne at Iona (Judges)

Landing at Iona (MacCulloch)

This pattern of service, summer sailing from Oban on the “Sacred Isle” cruise and winter on the Greenock-Ardrishaig mail run continued until 1935 when the steamers Iona and Columba were withdrawn and Messrs Macbrayne acquired King George V and Saint Columba for summer service.

Lochfyne with black hull in Rothesay Bay (Adamson)

Lochfyne at Staffa in 1932

Landing from Lochfyne in 1932 (Valentine)

In the summer of 1936, King George V took up the “Sacred Isle” cruise, and Lochfyne replaced Iona on the Oban-Fort William service and a number of excursions. She remained on the Greenock-Ardrishaig service during the winters.

Lochfyne passing Ben Kiel Loch Linnhe on Fort William service

Lochfyne on the Clyde in 1935 (Valentine)

Lochfyne off Tighnabruaich (Spencer)

Lochfyne in the Kyles of Bute (Spencer)

Lochfyne at Oban in 1939 (Valentine)

On July 25, 1939, Lochfyne suffered a major engine failure at Oban. The starboard Diesel generator exploded and after limping back to the Clyde on one engine, this was rebuilt at Messrs James Lamont & Co. Ltd., at Greenock. It was March, 1940 before Lochfyne reappeared in service and by that time, the second world war was underway. For the next five years, Lochfyne, garbed in grey, served Ardrishaig from Wemyss Bay.

At Wemyss Bay in 1946 with Duchess of Argyll still in wartime garb

At the end of hostilities, Lochfyne resumed her summer employment at Oban in 1946, sailing to Iona and Staffa and Fort William on alternate days. The winter service on the Clyde had changed from Greenock to Gourock.

Lochfyne at Fort William in 1950 (Valentine)

Lochfyne was re-engined in March 1953 when British Polar Diesels replaced her original Paxman Diesels. While the new machinery did nothing to reduce vibrations the noise was reduced when the engine room was enclosed and the change served her to the end of her service. Lochfyne reappeared with a main-mast to comply with Board of Trade regulations.

Approaching Fort William in 1955 (Judges)

At the end of 1958, Saint Columba was withdrawn and Lochfyne was slated to take up the Gourock-Ardrishaig summer service. Accordingly, her internal accommodation was modernized in April 1959, though her external appearance was little changed.

Lochfyne arriving at Rothesay Pier in 1959 (Judges)

Lochfyne leaving Rothesay in 1959 (Judges)

Lochfyne in the Kyles of Bute (Judges)

Lochfyne approaching Ardrishaig in June 1960

On October 4, 1965, Lochfyne had an accident with her engine cooling that resulted in a fire and damage to the electrical plant. The repair was complicated by the age of the electric motors and it was not until May of 1966 that she was back in service.

Passing Colintraive in 1961 (Valentine)

At Gourock in the 1960s

After the Scottish Transport Group took over a major portion of David Macbrayne Ltd., in January 1, 1969, a major rearrangement of services was instituted. Service on the “Royal Route” was withdrawn at the end of the season. The fate of Lochfyne was clear and she was laid up in East India Harbour, Greenock, awaiting sale. Despite a move to Faslane on the Gareloch where conversion to a floating restaurant was mooted, she was towed to Dalmuir at the end of March, 1974 to be broken up.

Lochfyne, G. A. Brown, Clyde River Steamer Club, Glasgow, 1975.