In 1865, the Caledonian Railway Company purchased the harbour and pier at Gourock. The move anticipated the changes taking place as their main rival, the Glasgow and South Western Railway company sought access to the coast at Albert Harbour in Greenock through the proposed Greenock and Ayrshire Railway, that also provided a route to Greenock from Glasgow. The Greenock Railway, taken over by the Caledonian in 1851, had long enjoyed a monopoly of access to the coast and had built up connecting services to the coast towns and resorts with the private steamboat owners. This monopoly was threatened, not only by the Glasgow and South Western Railway, but also by the North British Railway, on the cusp of the opening of the Helensburgh line providing access to the coast on the north bank of the Clyde, and the Wemyss Bay Railway, offering services provided by the Caledonian itself.

The Caledonian plan was to extend the Greenock railway to a new pier and terminus at Gourock. Their current terminus at Greenock at Cathcart Street, was remote from the Steamboat Quay, accessed through a seedy part of the town. Extension to Gourock provided a station adjacent to the pier but engineering challenges made the cost prohibitive at a time when capital was hard to raise, and the plan was put on hold in 1866 and Parliamentary approval was withdrawn in 1869. One result was that Gourock ended up with a “Railway Tavern” but no railway. Another was that coast traffic receipts on the Caledonian line plummeted during the 1870s and early 1880s. An account of this period in Gourock can be found in a previous article.

Gourock before the new pier showing the old harbour and pier (Valentine)

An early view of the new pier at Gourock with the steamers Meg Merrilies, Marchioness of Lorne, Messrs Williamson’s Ivanhoe, Duchess of Rothesay and the Belfast steamer, Messrs Burns’ Adder, at the western end. One of the 1890 Marchionesses has just left. (Poulton)

A later view of Gourock pier with Galatea (Valentine)

In 1878, the Caledonian revived the project, effectively setting up Gourock as a port to rival Greenock, but the bill was opposed in Parliament and reverted to the more limited proposal for a steamboat pier. However, it was not until after the North British had built their new pier at Craigendoran that progress was made, and powers for the construction were obtained from Parliament in 1884. Construction of the railway link began in 1886, and the new pier was sufficiently completed to allow a partial opening in June 1887.

“The new pier at Gourock.—The Caledonian Railway Company presented a petition to Sheriff Nicolson in Greenock Sheriff Court yesterday for authority to open a portion of their new pier at Gourock for traffic. Mr George Graham, C.E., Glasgow, and Mr Hugh Kennedy, the contractor, spoke to the suitability of the portion of the pier referred to for steamboat traffic, and the prayer of the petition was thereupon granted.”—Glasgow Herald, June 1, 1887

One of the first steamers to use the pier on a regular basis was Captain Williamson’s Ivanhoe.

“Gourock.—The river steamer Ivanhoe.—On and after Friday first, the fine river steamer Ivanhoe will call in Gourock her way to Arran, touching again at the pier on her return journey.”—Greenock Telegraph, June 28, 1887

New piers on the coast were proposed to coincide with the new railway extension. They were never built.

“Proposed New Pier Between Cove and Kilcreggan.—It is said that now pier is to be erected half way between Kilcreggan and Cove, to be used the steamers from Gourock when the railway is opened here.

“The River Steamer Ivanhoe.—Since she began to call at the new pier, the Ivanhoe has been well patronised by the Gourock public. Her evening trips are especially popular with all classes. There talk of one of the larger river steamers being about to make a daily call at Gourock.”—Greenock Telegraph, July 7, 1887

“The railway pier.—A road is at present being formed from the Gamble Institute to the breastwork of the new quay by Mr Lang, quarrymaster, Gourock. This will afford vessels the opportunity of loading and unloading cargo, and will be a great convenience for shipping metal, the trade from Gourock in dressed setts and road metal being very considerable. The two freestone quarries at work will also get their material shipped.”—Greenock Telegraph, July 14, 1887

The Caledonian had a vision that Gourock would rival Greenock as a port for coastal traffic but this idea did not develop to any great extent.

“At Gourock pier.—The steamer Duke of Leinster, inward from Dublin to Glasgow, called in at Gourock Pier early yesterday morning, and landed two passengers. She is the first Channel steamer to call in at the new pier.”—Greenock Telegraph, October 17 1887

Although construction was not quite finished, the formal opening of railway services connecting to the new pier occurred on June 1, 1889.

“The Caledonian route to the coast.—The Caledonian Railway to Gourock will be opened for traffic in a few days hence. Provost Binnie, and the other residents of Gourock, who, during a long course of years, made such untiring efforts to get a railway connection to the burgh may now be congratulated upon the realisation of their desires. For, although the primary object of the railway is not the “making” of Gourock, yet the influence of the Provost and his friends has doubtless served to bring the railway scheme to an earlier issue. The main view in the construction of this line is the providing of speedier communication with the coast via the Caledonian system. This will appear plain when it is noted that from 1841, when the Greenock line was opened, till 1865, the Caledonian had a monopoly of the coast passenger traffic. At the latter date and subsequently, the Wemyss Bay, Prince’s Pier, and Craigendoran routes were opened up, and as they increased in popularity so the traffic from Custom-house Quay became diminished. The Caledonian directors were not slow to notice that something would require to be done to retain, and, if possible, to extend their coast traffic, and, with this in view, they, some twenty years ago, purchased the foreshore at Gourock Bay and certain lands along Greenock Esplanade. Schemes for forming a railway to Gourock were afterwards from time to time put forward, and Parliamentary powers were obtained for one of these, but from causes best known to the promoters these powers were allowed to lapse. In the year 1883, however, the company finally resolved to go forward with the project, and plans of the line now completing were prepared by Messrs Black & Cunningham, and lodged in Parliament. The powers to construct were obtained in March, 1884, and about eighteen months later the work of formation was commenced. The Gourock Railway is an extension of the Greenock line. From its junction with the Greenock rails to its terminus at Gourock Pier the new line (which is a double one from end to end) measures 3½ miles. The gradients are easy, and the curves such as, with the improved engines to be used, will not impede rapid travelling nor create danger. Keeping in view the primary object of the undertaking, viz., speedy communication to and from the coast, the company have provided rolling stock of the most improved kind, so that the trains will be able to run from the Central to Gourock in something like thirty-five to forty minutes. The carriages to be used are also the most complete as regards comfort and safety, and each of them will be gas-lighted and fitted with an improved system of ventilation and alarm bells. Swift steamers, too, will run in connection with the trains, so that passengers may count on quick, comfortable, and safe transit.”—Lanarkshire Examiner, June 1, 1889

Madge Wildfire at Gourock

Galatea at Gourock in the late 1890s

Ivanhoe at Gourock around 1905

Ivanhoe glides into Gourock around 1905

Caledonia at Gourock around 1910

Marchioness of Lorne with winter boarding at Gourock around 1900 (Robertson)

Marchioness of Bute leaving Gourock in 1907 (Robertson)

Duchess of Montrose at Gourock around 1905 (Ritchie)

Another account.

“Opening of new railway to Gourock.—This railway was opened for traffic on Saturday morning without ceremony. It is now 20 years since the Caledonian Railway Company acquired the foreshore at Gourock, with the view of some time extending their railway system to that point. Powers were obtained with this object, but at the time they were allowed to lapse. Further on the company promoted a bill for a branch line from the Wemyss Bay railway coming down into Ashton, but this scheme was not entertained by Parliament. In the year following, however, they again approached Parliament with plans prepared by Messrs Black & Cunningham for the extension of their existing Greenock line to Gourock. This bill passed the House of Commons in March, 1884, and the House of Lords a few weeks later. The new railway is three and a half miles in length. Its construction was entrusted to two contractors, under plans prepared by Mr Graham, engineer of the company. The eastern section, situated wholly in Greenock, and including the building of a station in Cathcart Street there, was given to Messrs Watt & Wilson, of Glasgow; and the western section, including, a tunnel a mile and a quarter in length, and the building of the new pier at Gourock, to Messrs Hugh Kennedy & Sons, of Partick. The western section was begun in September, 1885, but it was nearly a year after this before a beginning was made with the eastern section. At Greenock four main lines pass into the new station, which is set back about 300 feet from Cathcart Street, and is approached by a commodious carriage-way. Two of these lines form the terminal for the Greenock traffic, whilst the other two pass on to Gourock. The new railway, leaving Greenock, immediately enters a tunnel 287 feet in length, under the Well Park, and emerges into an open cutting at the western side of Bank Street. The line then passes directly through the centre of Greenock westwards, under 570 feet of a covered way from Ann Street to Sir Michael Street. At Bearhope street two sidings have been formed to accommodate the traffic from Messrs Richardson’s sugar refinery. Messrs Watt & Wilson’s contract ends at Bruce Street, from which point to Gourock that of Messrs Hugh Kennedy & Sons extends. The most important feature of this section is, first, a long tunnel passing through the west end of the town, and then the pier at Gourock. The tunnel begins at the head of Inverkip Street, close to the station, and, continuing for a mile and a quarter, ends at Drums Farm. In depth from the surface of the ground it varies from 50ft. to 200ft., and it passes beneath the tunnel of the Glasgow and South-Western Railway to Prince’s Pier. It is 28ft. wide inside the brickwork, and 23ft. 4in. in height. Two stations have been placed on the western section, one at Inverkip Street, Greenock, and the other at the foot of the Lyle Road, to be known as Fort-Matilda Station. At Inverkip Street a branch line is formed to run in at the back of Messrs Walker & Co.’s sugar refinery, and at this point also accommodation has been provided for both goods and passenger traffic. From Fort Matilda Station the line runs in open cutting right on to the embankment at Gourock, this embankment having been formed upon the foreshore, the entire breadth of the bay, and it is entirely composed of the material taken from the tunnel and other cuttings along the line. In extent, the embankment is over half a mile in length, and on an average 120 yards in breadth, or 400,000 yards over all. The sea-facing is composed partly of concrete, and partly of greenheart pilings. The cost of the new line has been over half a million sterling. On Saturday morning the first regular train to go over the line started from Gourock at 5.25 a.m., for the accommodation of workmen employed at Greenock or Port-Glasgow. The engine was under the direction of Mr Drummond, locomotive superintendent, and Mr Cowan, of Stonelaigh, a director of the company, accompanied him on the engine. About 40 persons took advantage of this train. The first down train, also for workmen, and which consisted of a brake-carriage alone, started from Port-Glasgow at 6.10 a.m., stopping at all the intermediate stations. As a good many persons had turned out to take advantage of this train, the carriage was uncomfortably crowded. On arrival at Gourock, it was seen that the station was beginning to get busy with the folks of the town, while many of the inhabitants waved handkerchiefs, towels, table-cloths. &c., from their windows in honour of the occasion. The first Glasgow train reached Gourock about 7.20 a.m., and the passengers, numbering between 60 and 70, met with a warm reception. At Greenock its departure for Gourock was marked by the setting off of a number of fog signals. The steamer Ivanhoe had the distinction of being the first to come alongside the pier at Gourock on Saturday for the 8.30 train from Glasgow. In the meantime for a week she is engaged in place of the new steamer Caledonia, and brought up passengers direct from Rothesay. Following her arrived the Meg Merrilies and the Madge Wildfire, both of which had a fair complement of passengers. By the end of this month it is expected that the new a steamer Galatea will also be ready, by which time the service of steamers and trains will be very complete. The Columba, the Lord of the Isles and the other steamers calling during the day had all large companies of passengers. In the afternoon especially the pier was exceedingly busy, both trains and steamers being largely patronised. According to the time-table for June, there are no fewer than 26 passenger trains both ways between Glasgow and Gourock. The 8.30 a.m. is in connection with the Columba, the 8.40 a.m. with the Lord of the Isles, and the 10.23 a.m. with the Chancellor and the Edinburgh Castle. On the return journey passengers with the Columba get the 4.40 p.m. from Gourock, and those with the Lord of the Isles the 6.30 p.m.

“From Glasgow to Gourock there are 26 trains daily, with one additional on Saturdays. In the reverse direction there are 26 trains on five days of the week, and an additional one on Monday mornings. The fastest run is done in 40 minutes, but as the season advances it is expected that the rate of travelling will be increased. Three new and powerful engines, each with a complete train of new carriages, have been placed upon the route. Each train has sitting accommodation for 604 passengers, made up thus:—Four first-class carriages of seven compartments, 224; four third-class carriages of seven compartments, 280; and two third-class carriages of five compartments (a space equal to that of two compartments in each being used for the brake), 100. All the trains are fitted up in a most comfortable manner, and are provided with air brakes and other modern appliances. The first train for Gourock left the Central Station at 6.25, and carried a fair number of passengers. The 7.20 slow train also carried a fair complement, but the best train in the earlier of part of the day was the 8.30, which runs in connection with the Columba for travellers by the Ardrishaig route. By the 8.40 a goodly number of persons were booked for the Lord of the Isles. After mid-day the traffic increased, and in the afternoon it was very heavy. Numerous season tickets have been taken by the new line; indeed, the demand for season tickets to different stations on the Caledonian Railway was unprecedentedly large on Saturday.

One of the new trains built for the coast traffic at Gourock

Mainline express engines were often required when traffic was heavy and extra carriages were added

“Our Rothesay correspondent writes:—Some interest was taken in the arrival of the six o’clock steamers on Saturday afternoon In connection with the various rival lines. They were timed as follows:—The Wemyss Bay steamer Victoria, in connection with 4.15 (Bridge Street), arrived at 6.11; the Sultana (St Enoch’s, 4.10), at 6.15; Jeanie Deans (Queen Street, 4.10), at 6.25; and Meg Merrilies (Central, 4 o’clock), 6.32.”—Glasgow Herald, June 3, 1889

It would seem that the Caledonian had some time to make up in regard to its coast traffic.

“The opening of Gourock railway to-day.—Departure and arrival of the first trains.—The scene at the station.—The new branch railway line to Gourock was opened this morning in good weather. The number of persons who visited the station to witness the departure at 5.15 the first train advertised to run from Gourock the new line cannot be said to have been large, but what was lacking numerically fully compensated for by the hearty enthusiasm of the visitors. The first train was run simply for the benefit of those Gourock workmen who are employed in Greenock and Port-Glasgow, but notwithstanding that fact a number of business gentlemen and a few ladies were to be seen amongst the passengers. Before the opening of the ticket-office a good number of those intending to take “the first run” crowded round the window of the office, each one evidently determined have the honour of securing the first ticket sold. A Greenock gentleman was fortunate in being the purchaser of the first ticket given out to-day, receiving No. 01, and being apparently well pleased with his success. It is, perhaps, cruel to dispel the fond illusion, but the gentleman referred to will probably be learning news when he is informed that ticket No. 01 was the second ticket sold, and that a Greenock clergyman secured the. first ticket, No. 00, yesterday, and will in all likelihood treasure it as a memento of an important event, as such handing it down as an heirloom to his family! The number of passengers who left by the first workmen’s train this morning was thirty-nine—but many of these merely took the run to Greenock and Port-Glasgow on account of the special circumstances connected with it. Amongst the gentlemen on the platform were Commissioners Jas. Simpson and K. S. Simpson, C. G. Cowan, Stoneleigh; Mr Hunter Kennedy, and Mr Drummond. The train was a few minutes late in leaving, but when everything was in readiness the carriage doors were closed, the whistles were sounded, and the train, amidst loud cheers, steamed from the station. Many of the visitors then dispersed, but as the hour of 6.28, however, drew near, when the first arrival was advertised to take place, they again commenced to put in an appearance, and at that time a large number of people, including not a few representatives of “young Gourock,” were present on the platform. The train, which came only from Port-Glasgow and Greenock, was composed simply of one brake-carriage, but it was well filled with passengers, over sixty alightiug from the train when it arrived at Gourock. Amongst the passengers by this train was Treasurer M‘Innes, of the Greenock Town Council. The principal event of the morning, however, was undoubtedly the departure at 7.15 of the first direct train to Glasgow. The crowd which gathered at the station to witness its departure was very large, and amongst the passengers by the train were a number of Greenock gentlemen, including Treasurer M‘Innes. As the train passed along Shore Street many of the Gourock people appeared at their windows, and cheered the passing train, waiving handkerchiefs and displaying at the same time other signs of their interest in the event. The 7.20 train duly left the Gourock station for Glasgow with a fair quota of passengers. As may be readily understood, great interest was manifested in the arrival Gourock of the first direct train from Glasgow, which steamed into the station 7.15 with between sixty and seventy passengers. The succeeding train, which arrived at 8.27 and was run in connection with the steamboat service, also brought down a considerable number of passengers. The first steamer to arrive at the pier from the lower ports was the well known Ivanhoe, followed shortly afterwards by the Meg Merrilees and the Madge Wildfire, all of them landing a considerable number of travellers, the majority of whom left for Glasgow by the 8.30 express. The Lord of the Isles and the Iona called at the pier later on for Inveraray and Ardrishaig respectively, and during the course of the forenoon the Lochgoil and other boats touched at the Gourock landing, and embarking in each case a fair number passengers. During the later part of the morning and forenoon the bustle and activity at the station and neighbourhood were considerable, and the streets of the town presented a brisk and animated appearance. It only remains to be added that the comfort and convenience of railway travellers at Gourock were ably and efficiently looked after by Mr Halliday, the Mr Anderson, his assistant, and the other officials. It has also to be stated that Mr George Graham, C.E., Captain Williamson (marine superintendent), and Mr Drummond were at the station from an early hour, and took active part seeing the working arrangements duly carried out.

“Description of the works.—The completion and opening to-day by the Caledonian Railway Company of their branch line to Gourock are events which in all time coming, will stand out prominently in the local annals of the town. It would serve little purpose now to recapitulate the efforts made at various times during the last quarter of a century by the Caledonian Railway Company on the one hand, or the Glasgow and South-Western Railway Company on the other, to obtain Parliamentary sanction for the construction of a railway line to Gourock, or to detail the opposition offered by Greenock at all times to these schemes. Suffice it to say that, ably supported by Provost Binnie and the Commissioners of Gourock, and backed by the great majority of the inhabitants, the Caledonian Railway Company successfully passed their bill through Parliament in 1884, and with charactcristic energy the company lost no time in taking advantage of the power thus conferred upon them by the measure. Specifications were issued for the work in two sections, and what is known as the Western Section, extending from the centre of Bruce Street in Greenock to Kempock in Gourock, was contracted for by Messrs Hugh Kennedy & Sons, Partick, who commenced operations at Gourock in August, 1885. The Railway Company showed that they meant business from the first. There was no ceremony in connection with the commencement of the undertaking, and it is still a mystery to the people of Gourock when or where the “first sod” was cut. Their practical views have since then been continued, and to-day saw the opening of their important undertaking unaccompanied by display or inaugural ceremony. All lavish or unnecessary expenditure in this direction has been avoided, and it is an example which could well be copied by many corporations in the country. Progress on the western section was retarded considerably by the severe winter of 1885, and the heavy rains and storms which followed in the early part of 1886 but since then the weather conditions have enabled the work to carried on at a very satisfactory rate. The Messrs Kennedy employed throughout their contract between 700 and 800 men, many of whom took their residence Gourock, and thus circulated a large amount of money amongst the various shopkeepers in town. With the introduction of such a large number of navvies in Gourock and the immediate neighbourhood, it was thought that the wonted quiet of the burgh would be disturbed, but to the credit of the men it has to be said that their conduct throughout has been of the most exemplary kind. While the work was under construction, not a few engineering difficulties presented themselves, but these were met and successfully overcome by the contractors. Great credit is due to Messrs Hugh Kennedy & Sons for the manner in which they have executed their contract, in the carrying out of which they have been ably seconded by their resideny engineer, Mr Thomas Nisbet. The contract for the Eastern Section, extending from Dellingburn Square to the centre of Bruce Street, was given to Messrs Watt & Wilson, Glasgow, in the summer of 1886. Although this section is not so long as the western section, yet the contract included not a few important features, such as the erection of a large and handsome new station at Cathcart Street, the boring of the tunnel through Wellpark and the construction of the heavy retaining wall in front of Shaw Place. Messrs Watt & Wilson employed a large number of men and pushed the work on with vigour, so that it was ready in good time for the opening day. In the course of the construction of the section engineering difficulties—at times of a somewhat peculiar nature—were encountered, but these were all surmounted by the contractors. We have already fairly well described the new line occasionally in our columns during the last year or two, but the following elaborate notice from Engineering may be of interest to our readers—(Included here are the descriptions of the pier and station only.)

Tha station interior (Stengel)

“The line now passes on to the quay and pier of Gourock. During the past three years the whole face of nature in and around Shore Street in Gourock has been greatly changed by the operations of the Caledonian Railway Company in connection with the formation of the quay and pier. The beach from one end of Shore Street to the other has been reclaimed for the purposes of the railway, the area of foreshore reclaimed being 18½ acres. The space has been filled up with the excavations from the tunnel and the cuttings on the contract, the quantity of material used in this way being fully 400,000 cubic yards. In this connection it is noteworthy that most of the stones and all the sand were found in the works. The length of the frontage along the reclaimed portion of the bay is 3,200 feet, of which 750 feet is sloped rubble pitching. The concrete quay wall extends in length 960 feet. The remainder is of open timberwork partly, with a concrete wall behind. All the piles of the timber quay are of greenheart, and vary from twelve inches to sixteen inches square. portion the open timberwork is backed with rubble and hearting. It was not originally intended to have any of the wall carried out in this manner, but when the bill was before Parliament, the Clyde Lighthouse Trustees, under whose jurisdiction this portion of the river comes, required the company to form their quay in this way for a distance of 160 yards, the object presumably being to prevent back surge from the wall having any effect on passing steamers. The large area reclaimed from the foreshore gave very suitable ground for laying out an extensive station for passenger and goods traffic. At the point where the railway enters the foreshore at the east end of Gourock Bay, lines of rails diverge from the main line on both sides, giving accommodation to goods yards the side next the town and on the side next the sea for goods traffic which is expected to be derived from shipping. On the outside, too, an engine shed is to be built 150 feet long by 35 feet broad, capable of holding six engines. This erection will situated at the extreme east end of the works. There is also here a 50-feet engine-turntable. Half-way along the bay the connections to the passenger station begin to diverge into the various platforms, and to the loading bank for horse, carriage, and fish traffic, and for a number of long sidings for empty carriages. The entire length of rails required for the passenger and other traffic on the reclaimed ground is 7,860 yards. The passenger station is situated at the west-end of the bay, or, more properly speaking, Kempock Point, the headland between the bay and the open firth. There are four platforms, the lengths of which are 910 feet, 730 feet, 640 feet, and 380 feet respectively, and the widths vary from 43 feet down to 10 feet 6 inches. The lines are laid out to enable trains to leave or arrive at either platform, with the exception of the short platform, 380 feet long, nearest the quay, which will only require to be used on special occasions. The platform walls are built of brickwork surmounted with granolithic cope. They are three feet above the rails, and are a uniform level with the top the quays. The offices are placed at the west-end of the station, and comprise all the necessary accommodation for an important station. There are ladies’ and gentlemen’s first-class waiting rooms, each with lavatory accommodation, ladies’ third-class room and lavatory, general waiting room, two large refreshment rooms with kitchen, booking office and hall, stationmaster’s room, marine superintendent’s offices, and large urinal, w.c., and lavatory accommodation. The buildings, which have a frontage to the passenger quay of about 775 feet, are built partly red facing brick from Ruabon (North Wales) and half-timber work, the brick-work being carried to the height of eight feet The half-timber work is filled in between with plaster finished a rich cream colour the woodwork being stained dark oak. The window sashes are painted an ivory white. Elterwater sea-green peggies have been used for the roofs, and their colour forms a pleasing contrast with the red brickwork and cream colour of plaster. A special feature in connection with the station offices is a verandah, 7 feet 6 inches wide, extending their entire length (about 250 feet). All the principal apartments communicate with the verandah by means of glazed doors, and the partition between it and the various rooms is glazed to a considerable extent, so that while in the apartments one may get an uninterrupted view the river, the front of the verandah being entirely glazed. Seats in the form of settles are provided along the whole length of the verandah. Accommodation is provided in the inside of the station buildings for porters, guards, and stores for the station. At the north-west corner of the buildings a fog signal tower will be erected, carried to a height about 60 feet to top of vane. This tower will be a conspicuous feature, standing as it does at the extreme point of the promontory on which the quay is constructed. On it will be fixed the fog bell, worked by a gas engine. It has been erected for the benefit of the Clyde Lighthouse Trustees. A post of malleable iron lattice work is erected in front of this on the quay, and on it there are placed the lights in connection with the same authorities. Entry the station can be had from the town by a carriage drive and a covered footway in course of erection at Kempock Point, which is the most central part of Gourock. In the designing of the Gourock, Fort-Matilda, and Inverkip Street Station buildings, Mr Graham, the engineer, has had good assistance from Mr James Miller, architect. The steelwork for the roof is being erected by Messrs Alex. Findlay & Co., Motherwell. It is anticipated that shed accommodation, fitted up with hydraulic cranes, as well as hydraulic travelling cranes on the pier, will be required at no distant date. Where the railway enters the bay—on the old line of Cove Road—a public footbridge will be constructed over the railway. It will be seven feet wide. Another public footbridge will be provided at the east end of the quay wall, principally for the accommodation of yachtsmen whose craft are in the bay. Immediately adjoining on the quay there has been constructed a stair to give access to small boats. There are two signal boxes each thirty feet long for working the traffic at Gourock. Between Shore Street and the railway ground a neat malleable iron railing has been erected the whole length of the street, which is about eight hundred yards. Shore Street has been widened to a minimum width of fifty feet, which is on average eight feet more than it was formerly. To carry the sewage of the town through the embankment into the sea, cast-iron sewer pipes were laid, one three feet in diameter and two feet in diameter. The gradients and curves on the line are very favourable. All the signalling arrangements have been carried out by the company’s own workmen, under the direction of their signal superintendent, Mr Steven, and the block and other telegraphs have been executed by Mr Dunn, the telegraph superintendent of the company. Mr George Graham, chief engineer of the company, was the engineer for the works, and they have been carried out under the immediate superintendence of Mr William Melville, his principal assistant. The distance from Glasgow to Gourock is twenty-six and one eighth miles, and it is expected that this will be traversed by express trains in from thirty-five to forty minutes.”—Greenock Telegraph, June 1, 1889.

The new route to the coast was a great success, especially with connections to Dunoon, the Holy Loch and other destinations on the upper Firth. The Caledonian developed Wemyss Bay for the Rothesay expresses. New, comfortable and well-appointed steamers; Marchionesses and Duchesses, were introduced, shortening the time taken between Gourock and the coast piers. The Ardrishaig services by MacBrayne’s Columba and Iona called, as did the Inveraray steamer, Lord of the Isles. The Campbeltown and Lochgoilhead steamers also called so that all the principal routes had Caledonian connections.

Approaching Gourock Pier

Columba and the Campbeltown steamer Kinloch at Gourock (Murdoch)

Columba arriving on her return from Ardrishaig in the evening

Columba at Gourock around 1910

Carrick Castle on her way to Campbeltown in the 1890s

The Lochgoil steamer Edinburgh Castle approaching Gourock Pier

Williamson’s Kylemore passing Gourock

The town and bay were forever changed. What had been a popular resort, a favorite of the Paisley buddies, was transformed into a busy pier and terminus for the railway. The town strove to retain the flavor of a resort along the Ashton shore.

Yachts in Gourock Bay in the 1890s (Washington Wilson)

East Bay around 1910 (Murdoch)

Cardwell Bay (McKerrell)

Upper Ashton around 1910 (Murdoch)

By the end of the century, there was a great flurry of activity as steamers arrived from different parts of the coast to disembark passengers for the morning expresses to Glasgow. As the first arrivals generally got the best compartments on the trains, the Caledonian steamers would race to the pier.

Morning arrivals from the coast with Marchioness of Lorne, Caledonia and Duchess of Rothesay around 1900 (Ritchie/Poulton)

Meg Merrilies, Marchioness of Bute, Duchess of Hamilton, and Duchess of Rothesay at Gourock around 1900 (Robertson)

Gourock Pier in the gloaming around 1906

A summer evening at Gourock Pier around 1906

In the evening, the scheme was reversed with the four o’clock expresses disgorging passengers for the fleet to race to the Clyde resorts.

The introduction of the Turbine Steamer Syndicate in 1901 brought the King Edward and Queen Alexandra on calls at the pier for their Inveraray and Campbeltown excursions.

The pioneer turbine King Edward approaching Gourock Pier (Robertson, Glasgow)

Queen Alexandra of 1902 at Gourock

King Edward taking the end of Gourock pier in the early 1920s

Gourock pier was relatively sheltered but nor’wester and nor’easter winds in winter could make conditions difficult. Services, on a reduced basis continued throughout the winter.

Ashton Shore in a Nor’westerly storm (Robertson)

Gourock pier in a winter storm (Murdoch)

After the first world war, the amalgamation of the Caledonian and Glasgow and South Western fleets in 1923 meant calls at both Prince’s Pier and the pier at Gourock for many services. Eventually, in the 1930s, the sign above the pier changed from “Caledonian Railway Gourock” to “L.M.S. Gourock.”

Duchess of Fife at Gourock around 1920

Duchess of Argyll approaching the pier in 1920

Duchess of Argyll in her new livery after 1924

The new Duchess of Montrose at Gourock in 1930.

Duchess of Montrose and Atalanta at Gourock in the early 1930s

Marchioness of Lorne approaching Gourock in 1935 (Valentine)

The new Jupiter and Duchess of fife at Gourock in 1937 (Robertson)

The second world war saw Gourock as an important berth for Corvettes and smaller craft servicing the ships at the tail-of-the-bank. Much of the Clyde turbine fleet was used to disembark and embark troops from liners at the anchorage.

Gourock in 1945 with a brace of corvettes at the pier and some of the turbine steamers, including Queen Mary II at the western end. In the foreground is the Belfast tug Duchess of Abercorn that sailed to Campbeltown as Wimaisia after the war and the two funneled North Wales steamer St Silio

Duchess of Argyll leaving Gourock around 1950 (Valentine)

Duchess of Fife at Gourock in 1950

Jupiter at Gourock in the early 1950s

A busy Gourock around 1950 with Countess of Breadalbane, Glen Sannox, Duchess of Hamilton, Duchess of Montrose, Jupiter and Marchioness of Lorne

After the war, the new car-carrying motor ships, Arran, Bute and Cowal, were used to transport vehicular traffic to Dunoon. They were side-loading and the process of loading and unloading was slow, unable to meet the demands of the expanding trade.

The Maid ofAshton at Gourock

Car ferry Cowal leaving Gourock in 1961 (Valentine)

A linkspan was introduced at the eastern end of the pier in 1971 with a similar terminal at Dunoon, allowing the modified Glen Sannox and Maid of Cumbrae, equipped with stern and side ramps for vehicle loading to provide a speedier turnaround. The new Iona was initially brought in but suffered from hydraulic breakdowns. New vessels, the “streakers,” Jupiter and Juno, were built and entered service in 1974. Competition from the end-loading vessels of Western Ferries, using the shorter crossing between McInroy’s Point and Hunter’s Quay began in 1973 and eventually displaced the vehicular traffic from Gourock pier. The pier remains with a passenger-only service to Dunoon and Kilcreggan, and a new linkspan that provides an alternative mainland port for the Rothesay and Arran services.