Until the latter years of the eighteenth century, the Bay of Bowling was best known for its sandy beach in the bend of the Clyde just upriver from the rocky Dunglass Point where the ancient keep of the Colquhoun Family stood in ruins. There was an inn and a hotel and it was a pleasant, sheltered spot for bathing. At Littlemill, on the Auchentorlie Burn, there was a disused mill that by the early 1770s had been at one time used as a bleaching works and then taken over as a distillery.

It was the designation of Bowling as the western terminus of the Forth and Clyde canal that changed the Bay’s fortunes. Originally, the canal was meant to enter the Clyde at Dalmuir, but this was changed in 1785 when Robert Whitworth was appointed chief engineer of the Canal Company. Over the next few years the sea-lock and canal basin were excavated to meet the western extension of the canal from Stockingfield near Glasgow. The work at Bowling also included a graving-dock, expected to be completed in October 1790.

The Canal itself was opened at the end of July 1790.

“Glasgow, July 30. The important event opening the Forth and Clyde navigation from to took place on Wednesday, and was evidenced by the sailing of a tract barge, belonging the company of proprietors, from the bason of the canal, near Glasgow, to the river Clyde at Bowling Bay.

“The voyage, which is upwards of twelve miles, was performed in less than four hours, during which the vessel passed through nineteen locks, descended thereby 156 feet from the summit of the canal into Clyde. It required only four minutes to each of the locks, in which space the vessel descended 8 feet into the reach of the navigation immediately below.

“In the course of the voyage from Glasgow to Bowling Bay, the tract boat passed along that stupendous bridge, the great aqueduct over the Kelvin, 400 feet in length, exhibiting to the spectators in the valley below the singular and new object of a vessel navigating seventy feet over their heads —a feature of this work which gives it pre-eminence over every thing of a similar nature in Europe, and does infinite honour to the professional skill of that able engineer Robert Whitworth, Esq; under whose direction the whole of this great work has been completed in a very masterly manner.

“The committee of management, accompanied by the magiftrates of Glasgow, were the first voyagers upon this new navigation. On the arrival of the vessel at Bowling Bay, and after descending from the last lock in the Clyde, the ceremony of the junction of the Forth and Clyde was performed, in presence of a great crowd of spectators, by Archibald Spiers, Esq; of Elderslie, chairman of the committee of management, who, with the assistance of the chief engineer, launched a hogshead of water of the river Forth into the Clyde, as a symbol of joining the eastern and western seas together.

“This great event, so important to the trade and navigation of Great Britain and Ireland, and particularly to the towns of Liverpool, Lancaster, Whitehaven, Greenock, Dublin, Newry, Drogheda, Belfast, Londonderry, &c. on the one hand, and the towns of Lynn, Hull, Newcastle, Leith, Dundee, Aberdeen, &c. on the other, and also to all the ports or near St George’s Channel, in their trade to Norway, Sweden, and the Baltic, is now manifest in a striking degree by the opening of the navigation, which not only shortens the nautical distance from 800 to 1000 miles, but also affords a more safe and speedy passage, particularly in the time of war, or at the end of the season, when vessels are detained long in the Baltic, and cannot attempt the round voyage without great danger of the cargo’s perishing, or the markets being lost by the detention.

“The extreme length of the navigation, from the Forth to the Clyde, is exactly thirty-five miles; fifteen of which is upon the summit of the country 156 feet above the level of the sea. To this summit the voyager is raised by means of twenty locks from the eastern sea, and nineteen from the west: each lock is exactly 20 feet wide, and 74 feet long within the gates. The depth of the canal is precisely 8 feet throughout, and the medium width about 56 feet on the surface of the water, and 28 feet on the bottom. The toll-dues payable upon the navigation is 2d. per ton for each mile, or 5s. 10d. per ton for the extreme length of the canal. About the distance nine miles from the entrance of the canal at Bowling Bay, and near the great aqueduct over the Kelvin, a commodious dry dock for careening and repairing vessels where every facility is afforded to ship-owners on very moderate terms. Upon the whole, it will generally be admitted that no public work finished in Great Britain, was ever so complete in all its parts, or promised so many advantages to the trade of the country at large; and upon few occasions has such general satisfaction been expressed on the approach of that period when the real utility of this splendid undertaking is fested to the public.”—Scots Magazine, August 1, 1790

Bowling Bay and Dunglass Point around 1840. The monument to Henry Bell was raised in 1839

Bowling village grew around the Inn that was a convenient stopping point not only for road traffic between Glasgow and Dumbarton and the west, but also by boat-men on the Canal and those travelling in the fly-boats between the Broomielaw and Greenock. The proprietor of the inn in the early 1800s was the worthy Peter Chalmers and in pre-Comet days, the coach run by Henry Bell to the Bath’s Hotel in Helensburgh would spend an hour there while passengers gained refreshment and the horses were changed. Bell’s brother, Thomas, was the coachman.

In about 1820, a wet-dock was proposed, but it was 1846 before Parliamentary approval was obtained and the eastern portion of Bowling Harbour next to the Canal was extended until completed in 1850 with a new lock to access the Canal. The western portion of the Harbour belonging to the Clyde Trustees was constructed in 1840 and the training wall was raised in 1856. The harbour was the winter haven for many of the river steamboats and vessels employed by the Clyde Trust.

A gabbart and ketch at the canal entrance in Bowling Harbour around 1870

Towing sailing ships past the busy wharves at Bowling around 1870

To the west, at the Point of Dunglass was a notable ferry with a pier. The ferry was a well-used means to access passing Clyde steamboats and residents of Bowling and the surrounding area used this convenience prior to 1850. Henry Bell died in 1830 and in 1839, a memorial to the pioneer of commercial steamboat traffic on the Clyde was built at Dunglass.

The ruins of Dunglass Castle and the new house as finished in 1856. The Henry Bell monument has been omitted from the painting

Dunglass Castle from the west

The Henry Bell monument from Bowling Bay

Shipbuilding and ship repairing grew at Bowling with the opening of the Canal. Thomas Macgill had a yard at Wood Lane on the Broomielaw in Glasgow that specialized in the production of gabbarts and in 1800, he rented the graving dock in the canal basin for which he paid £25 for the first year, rising to £40 by year seven. Initially, the dock was used for ship repairs but in 1804, Macgill built the sloop Active that traded from Glasgow for Captain Walter Scott for many years. She was 53¼ feet in length by 16 feet in breadth. The Scott family was from Old Kilpatrick and developed a strong relationship with Macgill. As the yard expanded the had the sloop Acorn built in 1812, and the schooners Ospray, Eagle, and Rainbow followed in the 1820s. Thomas Macgill’s two sons, David and Thomas took over much of the management of the business in 1830 and by 1834, the yard employed ten journeymen and six apprentice carpenters.

In 1834 a shipyard with a slip dock was opened at Littlemill to the west of Bowling Bay on part of the old bleachworks. The proprietors were Messrs George Mills and Charles Wood and they began a substantial business. In 1836, there were 31 journeymen and 41 apprentices employed. However, their last vessel was the Dumbarton Castle, built for the Dumbarton & Glasgow Steam Packet Co., in 1840. In that year, Mr Wood removed to Dumbarton where he began building larger vessels and Mr Mills retired to pursue his literary and other interests. He later was the manager of the Bowling Railway and then instigator of the twin-hulled saloon steamer Alliance on the Clyde as well as the author of “The Beggar’s Benison” and “Craigclutha.”

An extension of the Forth and Clyde Canal basin begun in 1843 forced the Macgill’s to close their yard there, and in 1851 the two Macgill sons, partnered with Mr James Scott, to open a new shipbuilding and repairing yard at Littlemill, a little to the east of the site used by Mills and Wood. The company was designated Scott & MacGill. A small slip was laid down, and the first vessel taken up for repairs was the Nancy, belonging to Mr. McGown. The first new vessel launched was a horse boat for the late Lord Blantyre for use at Erskine Ferry. The vessels at that time were all built of wood and were of modest dimensions.

In 1858, Mr. Robt. Duncan joined the firm, and the name was changed to Scott, Macgill & Duncan. The injection of new capital allowed the construction of a larger slip in 1859 and just two years later, in 1861, Mr. Duncan retired, and the name of the firm was changed back to the original name, Scott & Macgill. With their improved facilities, the firm turned out smart little schooners which were employed in the Newfoundland and also in the Barrow trade. A sketch of a schooner became a trade mark with the firm and was used on its letterhead.

The Scott Schooner

Around 1870, the firm began building iron, and later steel, vessels. In 1879, Mr. Macgill retired, and James Scott continued the business on his own account as Scott & Co. When James Scott’s two sons, Charles Wood Scott and James Scott Junior were assumed as partners in 1892, the designation of the firm was altered to Scott & Sons.

A steam yacht constructed in the yard of Messrs Scott & Sons, around 1900

A coaster and the puffers Glencloy and Clydegate at Messrs Scott & Sons yard in the 1950s

In 1958 the firm became a limited company, Scott Sons (Bowling) Limited, and it was taken over in 1965 by Scotts Shipbuilding and Engineering Company Limited of Greenock, becoming part of the Scott Lithgow Group in 1970, by which it was closed in 1979.

In 1845, an Act for a north bank railway made its way through Parliament. It was proposed to link the Caledonian terminus at Buchanan Street in Glasgow with Balloch on Loch Lomond and Helensburgh on the Clyde. Unfortunately this came at an inopportune moment when doubts around railway speculation led to a collapse in the capital markets. On a more local level, there was much rancour and legal manœvering on an apparent promise made by the Caledonian Company to Helensburgh to construct a new pier. The project languished and eventually was trimmed to a nine mile line between Bowling and Balloch, to facilitate the Loch Lomond tourist trade. The project got off the ground in 1848 in the Vale of Leven where the railway went up the west bank, requiring a bridge over the river at Dumbarton.

“The Dumbarton railway.—We understand that the portion of the railway between Dumbarton and Balloch will be proceeded with next week. The contractor is first to break ground a little below Alexandria, and we hope in a short time that the inhabitants of the Vale of Leven will reap some of the benefits of railway communication.”—Glasgow Chronicle, February 23, 1848

Not all were impressed with the development. The following lament came from a minister from Cupar in Fife who was at the time residing in Strathleven House. The railway seems to be the last straw in the creeping industrialization of the sylvan Vale immortalized by Smollett in his “Ode to Leven Water.”

Progress was made on the western part of the line.

“Caledonian and Dumbartonshire Junction Railway Company.—On Monday, the ordinary general meeting of the proprietors of this railway was held in the Star Hotel, George Square. There not being a quorum of the shareholders present, the meeting was adjourned sine die.

“We have been favoured with the following abstract of the report of the directors issued to the shareholders:—The directors beg to report to the shareholders, that in accordance with the resolution adopted at the special general meeting held on 9th February last, they entered into the arrangements with landowners and contractors then submitted to, and approved of, by that meeting. These arrangements they have strictly adhered to.

“In regard to the works on hand, the engineer reports that the bridge over the Leven is fast approaching to completion, and, with ordinary good weather will be finished in November. This work is let to Messrs. M‘Ilquham & Co., who have conducted their operations in the most satisfartory manner.

“The contract for the whole works on the line, from a point 600 yards west of the road leading from Bowling wharf to Lochlomond, and in length eight miles one furlong, is let to Messrs. Wotherspoon & Co., whose contract also includes the formation of a tunnel on the Helensburgh branch. The works on this contract have hitherto been confined to the part of the line between Dumbarton and Lochlomond, and the expenditure restricted to a rate not exceeding £1500 a-month.

“On this contract six road and occupation bridges have been built, 50,000 cubic yards of cutting removed, and 1½ miles of road formed and ready for permanent rails, part of it being ballasted, and the rails commenced to be laid. Besides this, four miles of permanent fencing have been put up, and a considerable number of drains and culverts finished. The workmanship gives every satisfaction.

“The whole of the rails and chairs required for the part of the line under contract are already on the ground, and the sleepers are in course of delivery. The engineer estimates the probable amount of money required to complete the line from Bowling to Lochlonmond, (including the tunnel on the Helensburgh branch), taking for his guide the existing contracts, as follows, viz:— Leven Bridge contract £11,500, Messrs. Wotherspoon’s contract £72,250, Rails, chairs, sleepers, switches, crossings, and turnstiles £29,800,Land and compensation £32,000. Add for cotinuation of line to Bowling 600 yards, and station at Bowling £9,450. (Total £155,000) Add for extras and contingencies 10 per cent. on the above £170,500. By delaying to form the tunnel on the Helensburgh branch an outlay of £11,300 will be saved, and by stopping the main line for the present at Dunglass, on the Clyde, in place of coming up to Bowling, a farther saving will be effected of at least £22,850. (Total £31,150) Thus reducing the expenditure to £136,350. There has been already expended on account of this £38,626 13s 5d. The balance of funds now in bank is £11,394 0s 0d. The arrears due on the call of £2 10s, payable on 1st Oct. and 1st Feb. last, amount, exclusive of interest, to £35,945 0s 0d. And the directors have made another call of £2 10s. payable on 1st March, 1849, which will produce £52,695 0s 0d. (Total £138060 17s 5d.) The directors have made this call for the purpose of fixing the liabilities on the shareholders now standing on the register. They have deemed it their duty to the general body of shareholders, as well as to themselves, so to do, in order to prevent transfers of stock being made for the purpose of avoiding further responsibility.

“The calls now made will enable the directors to complete the line from Lochlomond to Dunglass, and, were the restriction as to the rate of expenditure removed, this portion of the line could be completed by the 1st of August, 1849. The prospects of revenue from the passenger traffic on this part of the line have, since the railway was projected, considerably increased. At present there are on the road between Dumbarton and Balloch (besides a daily coach between Dumbarton and Glasgow), 7 omnibuses, performing in all 23 trips daily, each capable of accommodating from 18 to 30 passengers at each trip. The directors, therefore, confidently expect that the line, when completed from Lochloumond to Dunglass, will yield a very considerable revenue.

“The directors farther report that they have, as instructed at last general meeting, arranged terms for adjusting the differences between the company and Sir Jas. Colquhoun, and the minority of the Helensburgh harbour trustees as to the Helensburgh harbour.

“From the half-yearly balance sheet, as at 9th August current, it appears that the revenue from stock account, &c., was £73,917 15s 2½d; and the expenditure at 26th January amounted to £28,612 l6s 8½d.; and since that period on works, land, and compensation, &c., to £45,304, 18s 6d.—total, £73,917 15s 2½d.”—Glasgow Chronicle, August 29, 1848

Dumbarton on May 20, 1853 with the procession marking the foundation of Dennystown near Dalreoch. The new railway bridge is on the left (Illustrated London News)

Clearly there were severe financial restraints that limited the Company.

“Caledonian and Dumbartonshire Junction Railway—(From the Railway and Shipping Gazette.)—We availed ourselves, during the past week, of an opportunity of inspecting the works now going on belonging to this line and were much pleased and indeed surprised at the progress that has been made with them. Our readers are aware that, for providential reasons, in consequence of the state of the money market, the directors, about six months ago, determined to confine their operations to the part of the line extending from Bowling Bay to Balloch; that being considered the portion most in demand by public necessity, and, at the same time, most likely to be remunerative to the proprietors. For this purpose, they entered into contracts for the heaviest of the works pertaining thereto, and we are glad to say that these have been carried on in such a spirited way that, if continued, we feel assured the directors will be enabled to open this portion of the line for public traffic within a year from this date.

“The heaviest part is the viaduct across the river Leven at Dumbarton, which is now all but finished. This consists of a beautiful bridge of five arches, composed of stone and timber, but so Constructed that some thirty years hence, when the wooden pert maybe expected to show symptoms of decay, it can be replaced by new material of a like description; or, should it be deemed advisable, stone or iron arches may be substituted, without any interruption whatever to the traffic. From this bridge the line passes through a beautiful country, almost, it may be said, on the surface of the ground, thus giving the passenger an opportunity of commanding a view of the Vale of the Leven, and of the Benlomond hills, till it reaches Renton, where the works, for the distance of a mile are rather more severe, but not of any serious nature. Leaving Renton, it again emerges into an open country, and so on to Alexandria, after passing which village the works become altogether easy and unimportant till it reaches Lochlomond, where the railway terminates with a pier. The portion of the line betwixt Dumbarton and Bowling Bay has not yet been commenced; but as this distance is almost entirely surface work, which will be constructed without the necessity of much cutting or embankment as far as Dunglass, it is not necessary that any movement should be made with regard to it till the crops are off the ground.”—Glasgow Courier, September 2, 1848

Despite the proposal to terminate the line at Dunglass, efforts were made to encourage shareholders to provide the necessary capital to complete the line to Bowling.

“Caledonian and Dumbartonshire Junction Railway Company.—On Wednesday, at one o’clock, the half-yearly ordinary general meeting of the above company was held in the Star Hotel—Gibson Stott, Esq., in the Chair.

“The secretary read the report of the Directors, and also the report of the Engineer, from which we make the following extracts. The latter detailed the state of the works on the main line between Dumbarton and Lochlomond, and on the line between Bowling and Lochlomond. The report stated—“The contractors are willing, provided they are put in possession of the land as required, and if they are allowed to proceed immediately with the works at the rate of £2500 a month, to engage that a double line of rails will be laid, and the road put in working order, from Bowling to Lochlomond, by the 1st day of March, 1850.”

“The Directors’ report stated that “The plans and specifications of the harbour of Helensburgh have been prepared under the instructions of last meeting, and the same are now laid on the table for the further instruction of this meeting. The Directors recommend that estimates for the work be now advertised for.”

“The balance sheet was given, from which it appeared that the receipts amounted to £94,629 11s 7½d. Of this sum £76,270 2s 8½d. had been expended on works, and £18,359 15s l1d. remained in bank, at the credit of the Company. The directors had resolved, at the request of the shareholders, to postpone the second call from 1st March till 1st October next.

“The Report continued:—The Directors have received from the contractors for the line between Lochlomond and Bowling Bay a proposal to finish a double line of rails throughout their contract, and to have the same in working order by 1st March, 1850, on receiving in monthly instalments, as the works advance, £30,000, the balance of the contract price to remain in the hands of the Company for six months after the opening of this part of the line.

“They are of opinion that it is now for the interest of all the shareholders that this portion of the line, which they believe will prove remunerative, should be completed so as to be open for traffic in the next spring; and they recommend that the restriction as to expenditure be removed, and that the Directors be authorised to accede to their proposal.

“The Directors are of opinion that their number may, with advantage to the Company, be increased within the limits of the special Act, and notice has been given in the call of this meeting of an intention to propose a resolution to this effect. Those of the present Directors who retire, as determined by ballot, are Messrs. Stott, Baird, and Yuille.

“The Chairman said the report showed what they had been doing since September last, and that the Directors had adhered to the injunctions then given them. He was opposed to the restrictions imposed on them at last meeting, but yielded to the wish of the shareholders, although he thought it would have been better to get on speedily with the line, so as to make it as soon as possible yield at least a small return. Many evils had arisen from the restriction; but he would refer only to one. The Canal Company in the course of their operations at Bowling-Bay, applied for liberty to lay down the stuff on the lands of Auchentorlie; but although they would ultimately require what was offered, they were, in consequence of the restriction, obliged to decline the offer, thinking it better to expend the sum allowed so as to have the line from Dumbarton to Balloch open in the spring or summer of next year. It would be observed that three of the Directors retired at this meeting, and his own name was the first. If he should not be re-elected, as there was a canvass for the situation of Director, as if it were one of emolument and pleasure, he would be happy to yield his seat to some other gentleman who might wish to get in. He would, however, if retiring, carry with him a grateful recollection of the kindness he had experienced from the shareholders, as well as the Directors. Should they consider that he was able to do the Company any good, he was willing to remain in office. He then moved the adoption of the report. After a few remarks by Mr. Forrester.

“The Chairman then proposed a resolution to the effect, that estimates be taken for the harbour at Helensburgh, and that the contractors proceed with the works, the amount payable by the company not to exceed £4000, of which £3000 shall remain as a debt on the harbour. Sir James Colquhoun moved an amendment, that the plans be immediately put into the hands of the Harbour Trustees, and that within ten days after intimation that the contract had been made, that the sum of £4000 should be placed in the bank of the Company, in favour of the Trustees. The amendment was seconded by Mr. Walker, who entered into a long discussion of the delay which had taken place, which was joined in by the Chairman, and others, and ended by the motion being carried by a large majority.

“The Chairman then put a resolution increasing the Directors to 15, in place of 9, and proposing the re-election of the three retiring Directors, which was seconded and carried. The Chairman next proposed that the six new Directors should be Messrs. H. Hynde. H. E. Crum, Andrew Orr, Peter Blackburn, Alex. Smollett, and Wm. Campbell. He stated that they had no particular object in view in increasing the Directors, excepting that as the Caledonian Company held a fourth of the shares, they should be better represented. Mr. Baird objected to the last three names, as, although he had been at the meeting of the Directors, he had never heard of their being proposed. He moved, as an amendment, that the following gentlemen be substituted in place of Messrs. Blackburn, Smollett, and Campbell, viz.:—Messrs. Wm. Galbraith, Jas. Ewing, and Wm. Ewing. He complained of the preponderance given to Dumbartonshire shareholders. A long and rather sharp discussion ensued, in the course of which it was stated that the Caledonian Company were opposed to the extension from Bowling to Glasgow. After various proposals had been made to reconcile parties, a vote was taken, when there voted—For the motion, present 394 votes, including proxies 676 votes. And for the amendment, present 331 votes, proxies 0. The motion was then declared carried.

“The Chairman then put various resolution,—That the Directors having declined remuneration, no sum should be laid aside for them,—That the allowance to the Secretary and auditors should be left to the Directors,—That no further call should be made without the authority of a general meeting,—and, That no works be proceeded with farther to the east than to join the Canal and the Clyde; and that the Helensburgh branch be not proceeded with without the sanction of a general meeting. Mr. Hynde, though not objecting at present to the last resolution, held himself not precluded from applying by requisition to the Directors to call a special meeting, should he so think fit, for the purpose of stopping all the works, except between Dumbarton and Balloch. Mr. H. E. Crum wished himself to be understood as in the same circumstances with Mr. Hynde.

“The resolutions were then approved of. In answer to a question by Mr. Forrester. Mr. Lamond said at last meeting the arrears were about £35,000, and that by the means since adopted, they had been reduced to £17,000. Of that sum they had obligations for payment of £9000 by the 1st of July, and for most of the remainder by 1st of August. Thanks having been voted to the Chairman, the meeting separated.”—Glasgow Herald, March 2, 1849

Work finally began at Bowling in May, 1849.

“Bowling Bay.—The Caledonian and Dumbartonshire Railway Company have broken ground in the neighbourhood of Bowling Bay and Dunglass, and embankments and bridges are in the course of being erected in that locality”—Glasgow Herald, May 7, 1849

The meeting of the shareholders reported in the Glasgow Herald of August 31st, 1849 reported good progress in negotiations with the holders of land not yet in the possession of the Company and that the line would be completed by May next. On a less positive note was the news that the estimate for the construction of Helensburgh pier was £1,600 greater than the amount authorized in the previous meeting. As a result, Sir James Colquhoun had raised a lawsuit, and despite his objections (he was a shareholder in the Company) the meeting voted to defend their position in court.

A somewhat premature leak to the press indicated that Messrs. Burns were interested in leasing the new railway line.

“We understand that Messrs. G. & J. Burns, of this city, have taken a lease for six years of the Dumbarton Railway from Bowling to Balloch. It is, we believe, the intention of this enterprising firm, besides having a regular line of steamers plying in connection with the railway and this city, to place either one or two steamers on Lochlomond for tourists, &c. The railway company are bound under a penalty to have the line opened on the 1st of June. The opening of this portion of the railway will be a great accommodation to the inhabitants of the Vale of Leven and surrounding country.”—Glasgow Herald, December 7, 1849

An extraordinary meeting of the shareholders reported in the Glasgow Herald of December 21st, 1849, was called to consider a proposal for working and maintaining, by contract, the portion of the railway now is progress of completion; and of considering the expediency of making application to Parliament, in the ensuing session, for an act to empower the Company to abandon works, limit capital, and sell or lease the line. On the first of these subjects the Directors had received and entertained a proposal made by Messrs. James and George Burns and Co., “that the railway between Bowling and Lochlomond, with suitable works, stations, and plant, shall, on 1st June next, be given over to Messrs. Burns &, Co., who shall, during the subsistence of a working agreement limited to six years, work the trade, uphold in proper repair the railway, and plant thereon with stations, works, and property, and pay a rate of tollage to the railway company—For the first year, of £5,000, For the second year, of £7,000 For the third year, of £9,000, For the fourth year, of £10,000, For the fifth year, of £10,500, And for the sixth year, of £11,000. These payments are stipulated to be made half yearly; provision is made for the implement of the obligation of maintenance and repair of the railway and plant; and power is reserved to Messrs Burns to terminate the agreement at the end of each year, on giving six mouths’ notice of their intention to do so.” It also committed completion of the existing project by June 1, 1850 with penalties for non-completion of £20 per day until June 15, £25 per day thereafter until July 1, and £30 per day beyond that. The Directors recommended approval and to accomplish this and other objectives sought approval to obtain Parliamentary powers.

An approach to Parliament in effect meant the abandonment of the Helensburgh branch and the connection with Glasgow. There were also proposals from the Canal Company and the Caledonian Railway to acquire stock which would have alleviated some of the financial difficulties but would require Parliamentary approval for acceptance.

At the meeting, it was discovered that there were not the required twenty fully paid-up shareholders present to take the appropriate action and the meeting was adjourned until January when the report in the Glasgow Herald of January 11, 1850 approved the lease to Messrs. Burns but delayed the petition to Parliament until a future date.

Also in January, an approach was made to the Clyde Trustees for the erection of piers and jetties in Bowling Bay.

“The minutes also reported that a letter had been received from the Secretary of the Caledonian and Dumbartonshire Railway Company, in reference to the erection of piers and jetties at the Bowling Bay station, which the committee recommended should be granted, under certain conditions.”—North British Daily Mail, January 5, 1850

The pier and approach was constructed on the land of Frisky Hall, and was known as Frisky Wharf.

Bowling Pier—Frisky Wharf—around 1910 (West Dunbartonshire Libraries)

“Lochlomond.—It is gratifying to find, that, as the period approaches for the arrival of the innumerable tourists who annually flock to see our magnificent Highland scenery, the Messrs. Burns, the lessees of the Caledonian and Dumbartonshire Junction Railway, from Bowling to Balloch, are making preparations for placing facilities never before experienced, for visiting the far-famed queen of Scottish lakes, at the disposal of the excursionist. On Wednesday, the fine steamer Pilot, belonging to this enterprising firm, was conducted through the Leven successfully, from the Clyde to Lochlomond, and will, during the summer, ply from Balloch to the head of the Loch, in connection with the railway and the Messrs. Burns’ steamers from the Broomielaw. The Lochlomond Company have likewise a new steamer nearly ready for launching, which will be sent up to run in connection with the railway for the through traffic, so that, by means of this system, when completed and arranged, the citizens of Glasgow, and of the world, we may say, will find no lack of means for visiting the magnificent lake, with comfort and convenience.”—Glasgow Gazette, February 23, 1850

In the Glasgow Courier of February 28, 1850, the report was published of the ordinary general meeting of the shareholders of the Railway, held in the Star Hotel, North Queen Street with Gibson Stott, Esq., of Balloch Castle, Chairman of the Company, presiding. “Notwithstanding the late inclement weather for such operations, and though all the land was not got so soon as could have been wished, I have the satisfaction of reporting that works of Mr. Wotherspoon’s contract have made fair progress during the winter. At present they have a force of 680 men and 54 horses at work on the line, which are to be increased in number as the season advances; and should the weather be favourable between this date and the end of May, I see no reason to doubt but that a double line of rails will by that time be laid from the proposed terminus at Bowling Bay on the Clyde to Loch-lomond. In saying this, however, I do not mean to assure you that everything will be then quite ready for the opening of the railway, because, in addition to the earth-work and masonry requisite for a double line of rails, there are sundry other works and arrangements which may occupy a little longer time. I allude particularly to the proposed timber piers at Bowling and Balloch for embarking and disembarking passengers in regard to which much time has been consumed in endeavouring to make the necessary arrangements with proprietors of adjoining grounds, with the Clyde Trustees, and other official bodies. These piers, with the erection of the station buildings at Bowling, Dumbarton, Renton, Alexandria, and Balloch, will require all the time till the end of May, even though the arrangements regarding them were completed; but as there are still some points to settle, I am not confident that the works can be finished, and everything put in order for commencing the passenger traffic, before the middle or end of June; while to perfect the line and stations for goods and mineral traffic another month may be required. In reference to the plant for working the line, I have to report that it is all in hands, and from the progress the several contractors are making, I have no reason to doubt their being ready for the opening for passenger and goods traffic.” The Chairman, after a few remarks, moved the approval of the report which was seconded and unanimously approved.

The line was inspected on July 5, and opened to the public on July 15.

“Opening of the Dumbartonshire Railway.—New route to Lochlomond.—On Friday last, the Directors of the Caledonian and Dumbartonshire Junction Railway, made an inspection of, and pleasure trip along, their new line of railway; preparatory, to its intended opening for public traffic on Monday the 15th instant. This line runs from Bowling on the Clyde to Balloch on Lochlomond, and will bring the beauties of the Queen of Scottish Lakes within an hour and a-halfs journey of the city of Glasgow. The scheme, of which this line forms a part, was originally a somewhat extensive one, for the bill passed in 1845 provides for the construction of a railway from the Caledonian terminus in Buchanan Street, Glasgow, to Balloch, on the eastern shores of the loch. The intention of carrying the line from Bowling to Glasgow has now, however, been abandoned, and it is not likely to be resumed; but is not improbable that on the return of better times the branch line to the watering place of Helensburgh will be constructed. The company having assembled at the Bowling station, which is beautifully situated on the banks of the river and embosomed amongst trees, started by a special train at ten minutes to one o’clock, and including two stoppages, reached their destination on the margin of the loch in twenty minutes. The district which this line of about nine miles in length traverses, is one of the finest in Scotland, but as Smollett has sung of it so sweetly in numbers which are on the lips of every school-boy, any lengthened description would be out of place. The view from the bridge spanning the river at Dumbarton, is one of singular beauty. The ancient burgh lies at the gazers feet; immediately adjacent is Dumbarton Rock and Castle—so intimately associated with many stirring events in Scottish story—the base almost surrounded by the Leven and Clyde, and the latter continually dotted by the busy river steamers, or merchant ships with produce garnered from every clime. The northward view is not less pleasing; presenting all the sweetly rural features of the vale of Leven, with the river following its course by many a link from its “parent lake”, to the Clyde. Leaving Dumbarton, we are soon at the village of Renton; near, the birth-place of Tobias Smollett; and here the traveller obtains a brief glance at the now partially, mutilated monument erected to his memory. Further on we reach Alexandria station, with the village of this name on the one side of the river and Bonhill on the other. We are, now in the centre of the industrial population of the vale of Leven, so famous for its print works; and although the main spoke in the railway wheel must always be the tourists and jaunting parties to the loch, there will still be a large goods traffic to and from this portion of the line, including the passenger trade furnished by the inhabitants. Leaving Alexandria we are rapidly approaching the loch, but before reaching it, attention is agreeably directed to the beautifully wooded, and shelving grounds and the towers of Tillichewan, the domain and residence of our townsman, William Campbell, Esq. On this occasion a banner fluttered in the breeze from the centre tower in honour of the inauguration of the new route.

“The carriages are conveyed right to the margin of the lake, and the passenger has only to alight upon a pier, and step at once on board the steamer which is to convey him up the loch. This jetty, which is carried, a distance of 300 feet from the shore, will enable the steamer to approach it at all times for the waters of Lochlomond are considerably raised or depressed according to the state of the weather, and to the emptiness or fullness of the thousand rills which seam the mountain sides. The olden system of embarking on the lake from open boats, will now for ever be abandoned. A most inconvenient mode it was, for when the waters were so low that the steamer could not reach, Balloch Bridge, crowded lots of passengers had often to be shoved several hundred yards up the Leven in not over handsome scows before they could be put on board. The Pilot Steamier, which is being most beautifully fitted up for her new duties; received the company, and immediately, set out on her trip up the loch. Leaving behind Balloch Castle the residence of Gibsons Stott, Esq., which is mantled with ivy to the roof, we pass on western bank Mr. Findlay’s fine mansion, with a Highland name which we have forgotten, and are soon skirting the shores of Inchmurran, with its herds of deer, and Inchcalliach, with its old, and still occasionally used, burying-ground, where repose in peace the ashes of many chieftains who ruled the adjoining mainland in the fine old times when “might was right.” But a description of Lochlomond now-a-days would be a thrice-told tale. Suffice it to say the Pilot sailed onward, passing Rowardennan, skirting the base of the mighty Ben, and when in view of Inversnaid, steered over to Tarbet, and descended by the southern shore, revealing all the beauties of Luss, Rossdhu, Glenfruin, and Cameron House—not forgetting the ruins of the old castle, perched on a point of one of the islands where the nobles of Lennox held their state in bygone times. The company was disembarked at Balloch about 20 minutes past four, after enjoying a delightful sail on the Queen of Lakes on one of the sweetest days of Summer. They at once proceeded to Bowling with appetites of wonderful ferocity, for as the Pilot had not yet shipped her steward, the pleasure-seekers had nothing to feed on but the keen air from the sides of Benlomond.

“The line, as we leave said, is about nine miles in length, and so far as we can judge, has been admirably constructed under the directions of our townsman Mr. Niel Robson. Including plant, the total cost has been about £220,000. There are no tunnels, no heavy cuttings, and few embankments—nothing in short to shut out from the tourist’s view the smiling land through which he is journeying. The engineer’s principal difficulty has been to secure a solid foundation along the margin of the Clyde, which for a mile or two at this point is marshy, and thus thoroughly protect the line from the encroachments of the river. As the descent of the Leven is a very gentle one, the gradients of the line are of course exceedingly easy. The railway has been leased for a series of years to the Messrs. Burns of this city. From recent lamented events these gentlemen were not present at this happy excursion, but they were well represented by the gentleman who has been appointed to manage the line. From what the Messrs. Burns have already done in opening up the most favourite Highland routes to the tourist and traveller, it may be assumed that Lochlomond and its railway feeder will not suffer in their hands. We have reason to believe that the fares will be fixed on a scale which it will startle the public by its liberality; for we have been informed that, amongst other arrangements, there are to be daily excursion trips, by which any one may leave Glasgow, sail amongst the islands of the loch, and be returned again to this city, at terms varying according to cabin and railway class, but not exceeding 3s. for the round.

Contemporary view of an engine from Messrs Neilson’s Hyde Park Foundry (not likely one for the Bowling Railway)

“The engines, which reflect great credit on the makers, were supplied by our townsmen, Messrs. Neilson & Co., of Hyde Park Foundry. They are constructed on the principle of having no tender—thus decreasing the weight and expense, and affording a more convenient and manageable engine for a short line. In one respect the Company have placed native talent and industry under an obligation in ordering their locomotive plant from competent engineers at our own doors, instead of sending for it to a distance and paying a higher price into the bargain. The principal saloon carriage has been constructed by Mr Adams of London, and is, we believe, one of the finest vehicles of the kind, in Scotland. It is, in short, a square apartment seated all around, with a couch in the centre, and so lofty that a tall person may walk up and down at his leisure. All the other first and second class carriages, however, have been supplied by Mr Geo. Thomson of Stirling, and the commodious and handsome style in which they have been got up do him credit. We observed that they contained a full third, and in some instances, a half more passengers than the ordinary carriages in use—the body being constructed of an additional width, and without, we are informed, any addition whatever in cost. This arrangement also economises in the number of carriages and haulage required for railway transit. The first-class carriages have a seat or chair in the centre, for one passenger, and sufficient room on either side for two, thus accommodating 30 passengers, and the second class carriages 48, while above each door there is a ventilator to be used at pleasure. The sides are almost entirely formed of plate-glass, whereby beautiful and varied snatches of scenery are continually presented to the view whilst gliding along this short, but very complete, line of rail. Particular attention was directed to the neat contrivance of having a second-class compartment in the luggage-van, instead of occupying the whole van itself, showing the still further advantage of economical arrangement in fitting out railway plant. These carriages are also sufficiently high in the roof to admit a person standing upright, and wide enough to allow passengers to pass out at the different stations, without incommoding those who remain. Altogether we must say that this is a decided step in advance, and we should think larger companies would find it to be their interest to take a leaf from the book of the Lochlomond Railway.

“The dinner.—Shortly after five o’clock, a party of about 70 gentlemen, consisting almost exclusiely of those who had participated in the excursion, sat down to dinner in Bell’s Hotel, in honour of the occasion. Amongst those present we observed Messrs. James and Alexander Baird o Gartsherrie, Mr. Smollet of Bonhill, M.P., Mr. Colquhoun of Killermont, Rev. Mr. Shaw of Bonhill, Provost Denny and the Magistrates of Dumbarton, Mr. William Connel, Mr. Peter Blackburn of Killearn, Mr. A. S. Dalglish, Mr. John Tennant of St. Rollox, Mr. John Houldsworth, Mr. Leckie Ewing, Mr. Orr Ewing, Mr. Graham of Lancefield, Mr. Geo. Mills, Messrs. Chappell and Dlyer of Manchester, the former gentleman a director of the London and North Western, Mr. Lumsden of Yoker, Mr. Campbell of Tillichewan, Mr Latham, Secretary of the Edinburgh and Glasgow Railway, Mr. M‘Murrich of Stuckgown, &c., &C. James Baird, Esq. of Gartsherrie, filled the chair, and P. Blackburn and W. Campbell, Esqrs. officiated as Croupiers. Grace was said and thanks returned by the Rev. Mr Shaw. The dinner was an excellent one, comprising every thing from turtle-soup to hotch-potch; and from champaign to whisky toddy, and all excellent; but the waiting department was most deficient. On the removal of the cloth, the usual loyal toasts were given, Captain M‘Donaid returning thanks for the army. “The Member for the County” was proposed, which Mr. Smollet suitably acknowledged. “The Sheriffs of the County,” was acknowledged by Mr. Campbell, late Sheriff-Substitute of Dumbartonshire. The Chairman then proposed, in a bumper, “Prosperity to the Caledonian and Dumbartonshire Junction Railway.” He congratulated the company on having had a most beautiful day for their first inspection, which had exhibited to them a solidly constructed line, with the plant well selected, and in first-rate condition. The line, in short, had given the highest satisfaction to all who had seen it. He did not despair of its being ultimately a highly remunerative concern, notwithstanding the pecuniary difficulties under which it been made. But under all the circumstances he was happy to say they had been most indulgently dealt with. He need not allude to the beauty of the country through which they had passed, nor to the termini at each end, which all would agree with him in thinking, were unrivalled in her Majesty’s dominions. He proposed the toast of the evening, which was drunk with enthusiastic applause.

“The Chairman said, as the prosperity of the line would depend upon the influx of strangers who would use it in proceeding to Lochlomond, he had much pleasure in proposing the health of two gentlemen from England, who had that day favoured them with their company, namely Messrs. Chappell and Dyer of Manchester. He trusted they would carry back to their friends a good report of the line, and of the scenery which it opened up, and send their countrymen in shoals to visit it. (A Laugh.) Drunk with applause. Mr. Chappell returned thanks, expressing his confidence that the worst days for railway property were past, and that every step would now be in advance. They had now fairly touched the bottom, and would ascend. The panic, however, had scarcely altogether passed away, for he observed the banks flooded with money at less than 2 per cent. interest, while on many lines of railway 4 per cent. and upwards could be confidently calculated on. Mr. Dyer also acknowledged the compliment.

“Mr. Smollet, M.P., proposed “The Clergy of Scotland, coupled with the Health of the Rev. Mr. Shaw,” who replied. Mr. Shaw then proposed “The Agricultural and Manufacturing Interests of Dumbartonshire,” which was acknowledged by Mr. Turnbull of Bonhill House. Mr. Latham proposed “The Shareholders of the Railway,” which was acknowledged by Mr. Tennant of St. Rollox, who hoped that ere long they would be as well pleased with their dividends as they had been with the beautiful scenery through which they had that day passed. Mr. Colquhoun of Killermont, after alluding to the excellent future prospects of the line, proposed “The Chairman and Directors of the Railway.” (Applause.) The Chairman returned thanks, and proposed “The Health of Messrs. J. & G. Burns & M‘Iver,” the lessees of the railway. He had no doubt that these gentlemen, through the energetic individual who had been appointed to manage the line, would soon render the undertaking a profitable one to themselves and the shareholders, while at the same time they would afford facilities to the public, of the most valuable description.

“Mr. Mills, in a brief speech, returned thanks for the Messrs. Burns. The fares, he might state, would be fixed on such a scale of moderation that even the humblest would not dispute them. The vessel in which they had been carried up the loch that day, was merely an experimental one, and should the lessees be encouraged, as they expected to be, they would in due course place upon the loch even finer steamers. The Messrs. Burns were resolved to carry out the same liberal spirit which they had developed in their intercourse with the Highlands, Liverpool, and America.

“Mr. W. Campbell said they were at present seated within a 100 yards or so of a portion of the Clyde, where it was common not long ago to wade across. There they had now 15 feet of water at low tide. For this vast improvement they must thank the Lord Provost and Magistrates of Glasgow, and the Trustees of the river. He would propose their health, coupled with the name of Mr. Lumsden, recently the Chief Magistrate of the city, and still one of the most valuable members of the river trust. (Great applause) Mr. Lumsden begged to return thanks for the honour done to the Magistrates and River Trustees. It was rather unlucky that this opening had been fixed for the same day as the annual visit of the Trustees to the Light-houses, otherwise, he was sure, the Lord Provost and other influential Members would have been here. They had no jealousy of railways. He had himself been Provost and at the head of the River Trust when this railway was projected and he never hesitated about giving it all his personal and official support. The increase of traffic on the railway would just increase the dues on the river, and enable the Trustees to go on with farther improvements. He remembered when the revenues of the river did not amount to £8000 per annum, but at the last monthly meeting of the Trustees, it was estimated that the revenue for the present year would not fall far short of £64,000. (Hear, hear, and applause.) This showed what could be done by the energy of the citizens of Glasgow.

“Mr. Lumsden proposed “The Health of the Provost and Magistrates of Dumbarton,” and alluded to the disinterestedness with which they had supported the Lochlomond Railway, although they might have had cause to fear that it would carry some of the passenger traffic past their own town. The toast was acknowledged by Provost Denny of Dumbarton.

“Mr. A. S. Dalglish proposed a bumper to the “Health of Mr. Robson, the Engineer of the Railway.” They were able to judge for themselves, from having inspected them that day, of the beautiful and substantial works which he had called into existence. But he (Mr. D.) could state, from experience, that while Mr. Robson was a most able, anxious, and energetic engineer, he was at the same time a most economical one; for, upon a line with which he was more immediately connected, one part of it was constructed by Mr. Robson, and another by an extensive existing railway company. Mr. Robson’s portion was made at little more than one-half the cost of the other—thus affording ample proof of his ability and economy. Mr Robson returned thanks, and stated that, in carrying out his plans, he had been most ably assisted by Mr. Young, and all the contractors, namely, Mr. Wotherspoon, for earth work, Mr. Thomson, for masonry, and Messrs. Blair & Mossman, for stations, &c. Mr. Mills proposed “The Law Agents of the Company, coupled with the names of Mr. Lamond of Glasgow, and Mr Thomas Sprot of Edinburgh.” Mr Sprot acknowledged the compliment, and proposed “The health of Mr. M‘Kenzie, the Secretary of the Railway,” which that gentleman feelingly acknowledged.

“The following toasts were then given, prefaced by able and interesting addresses:—”The Contractors;” “The Agricultural and Manufacturing interests of Dunbartonshire;” “The Croupier;” “The Steam-Packet interests of the River Clyde;” The Forth and Clyde Canal Company;” “The Dumbarton and Lochlomond Steam-boat interest;” “The Railway interest of Great Britain.” It being now between nine and ten o’clock, the Merlin steamer, one of the swiftest on the Clyde (belonging to the Messrs. Burns, which had been placed by these gentlemen at the service of the Directors), hove to at the new Bowling pier; and having taken such a the party as belonged to Glasgow on board, steamed up the river, while the band played many spirit-stirring airs. She reached the Broomielaw a little before eleven o’clock, and thus brought to a close a day of unmixed enjoyment.”—Glasgow Herald, July 8, 1850

The service began on July 15th, 1850 with seven trains in each direction daily, except Sundays.

Railway to Lochlomond and the Highlands. (All former advertisements and bills withdrawn) On and after the 10th August (Saturday), and until further notice, the Dumbartonshire Railway, which extends from Bowling-Bay, on the River Clyde to Balloch, at the Mouth of Lochlomond, will, in conjunction with steamers on the Clyde and Lochlomond, convey passengers betwixt Glasgow, Bowling-Bay, Dumbarton, Renton, Alexandria, Bonhill, Balloch and Lochlomond, at the following hours:—

Down. From Glasgow to Balloch.

Steamer from Glasgow                 7.00 a.m. *8.45   ^‡10.20  11.30           1.15 p.m. *4.15  7.00

Railway from Bowling Bay.            8.10 a.m.   9.55    11.00  12.40 p.m.   2 25         5.25  8.10

Arriving at Balloch.                        8.40 a.m. 10.25    12.00   1.10 p.m.    2.55          5.55  8.40

Up. From Balloch to Glasgow.

Railway from Balloch                   8.10 a.m.    9.15    11.00            12.45 p.m.  2.00  5.00  7.45

Steamer from Bowling Bay          8.40 a.m.   9.45   11.30              1.15 p.m.  2.30  5.30  8.15

Arriving at Glasgow about           9.50 a.m.  10.55   12.40 p.m.    2.25          3.40  6.40  9.25

Fares betwixt—

Glasgow and Dumbarton, Cabin and first class, 1s.; Cabin and third class, 9d.; Steerage and third class, 6d. Glasgow and Renton, Cabin and first class, 1s. 2d.; Cabin and third class, 11d.; Steerage and third class, 8d. Glasgow and Alexandria, Cabin and first class, 1s. 4d.; Cabin and third class, 1s. 0½d.; Steerage and third class, 9½d. Glasgow and Lochlomond, Cabin and first class, 1s. 6d.; Cabin and third class, 1s. 2d.; Steerage and third class, 11d.

^‡Cheap excursion trips on Lochlomond.—At 10.20 a.m. (marked ^‡) passengers on cheap excursion trips will be conveyed from the Broomielaw at these hours in conjunction with the railway for Balloch, where steamers will be ready to start up Lochlomond, calling at Balmaha, Luss, Rowardennan, Tarbet, Inversnaid, and Ardleesh (top of Loch)—returning again at 4.30 p.m.

Fares.—Glasgow to Balmaha or Luss, steamers and 1st class, 2s.; steamers and 3d class, 1s. 8d.; Glasgow to Rowardennan, Tarbet, Inversnaid, or Ardleesh, steamers and 1st class, 2s. 6d.; steamers and 3d class, 2s. 2d. Day tickets—(for the whole round)—Glasgow to Ardleesh and back again, steamers and 1st class, 3s.; steamers and 3d class, 2s. 6d. Station excursion tickets sold at the stations on the line at proportional rates.

*Sailing on Lochlomond.—At 8.45 a.m., and 4.15 p.m. (marked *), passengers will be conveyed from the Broomielaw, by the steamers, at these hours, in conjunction with the railway for Balloch, where steamers will be ready to start up Lochlomond, calling at Balmaha, Luss, Rowardennan, Tarbet, Inversnaid (in connection with the steamers on Loch Katrine), and Inverarnan.

Fares:—Glasgow to Inverarnan (top of Loch), Cabin and first class, 3s.; Steerage and third class, 2s. Day tickets:—Glasgow to Inverarnan (top of Loch) and back again, Cabin and first class, 4s.; Steerage and third class, 3s.

The subscribers do not hold themselves liable for any irregularities that may take place connected with the above-names hours, either as regards the steamers or railway.—George & James Burns.—Glasgow, 9, Buchanan Street, August 10th, 1850”—Glasgow Gazette, August 17, 1850

When the railway opened to the public, it was a great success despite the sinking of the Pilot steamer in the second week of operation. The ship was reflected and repaired and sailed on for a further two or three years along with the vessels of the Lochlomond Steamboat Company.

“Opening of the Dumbarton Railway and a trip to Lochlomond.—The opening of this short line on Monday last—extending from Bowling on the Clyde to Balloch at the mouth of Lochlomond—may regarded as quite a new era in railway history. Hitherto railways have been regarded as very unromantic intruders into any new locality; but in the present instance the case quite reversed. The beautiful little line which was opened on Monday last, is actually constructed as a highway or avenue into the Highlands, and rests for its main chance of support on the singular facilities which it affords to tourists visiting the beautiful scenery of Lochlomond. The whole line, which is about nine miles in length, is a perfect gem in its way; and has been leased to the Messrs. Burns of this city, by whom it will be worked in connection with their steam-vessels on the Clyde and Lochlomond. We cannot describe it better than by giving a short account of one of the excursion trips the opening day of the line, of which had the pleasure to avail ourselves.

“Leaving the Broomielaw in the Dunrobin Castle at ten o’clock, with some five or six hundred passengers, we arrived at Bowling at ten minutes past eleven, landing at the new railway pier along with a large number of the passengers, leaving the rest to proceed down the river. We were soon transferred into one of the handsome railway carriages placed on this line, to which we have seen nothing equal on any other railway. There was not a moment’s delay. Away dashed the train through the beautiful village of Bowling, passing through one of the prettiest tracts of country imaginable, catching occasionally bright glimpses of the Clyde, and the huge rock of Dumbarton. Stopping a minute or two at the three stations on the line—Dumbarton, Renton, and Alexandria—the train arrived at Balloch about twelve o’clock. Here the Pilot steamer was lying at the new pier on the loch, and the company was soon fairly embarked and steaming away up the magnificent sheet of water, in one of the finest and hottest days of the season. The heat, however, was considerably moderated by the hill breeze which swept down the loch, and occasionally the sun was obscured by passing clouds, producing a fine effect of light and shade on the splendid mountain scenery with which the lake is environed. After passing the numerous picturesque islands, which stud the lower part of the lake, the Pilot proceeded direct up to Tarbet, where she landed a few passengers, and then returned with her gay and happy company, by whom the deck was covered, though not inconveniently crowded, closely skirting the western shore of the lake. The Waterwitch was lying at the jetty, ready to receive another freight of holiday-folks, who had just arrived by train, and stepping across that steamer, the passengers landing from the Pilot were soon again snugly seated in the railway carriages at half-past three o’clock. The train moved off, and another steamer was lying ready at Bowling, by which the company who left the Broomielaw at 10 o’clock that morning were brought back, and safely landed there, at a quarter past five. Thus the whole trip, embracing a magnificent sail on the finest portion of Lochlomond, and close under the shadow of the mighty Ben himself, was accomplished in about seven hours; and with the exception of some little confusion which could not be altogether avoided on the first day of the line, all the arrangements were most admirable.”—Glasgow Gazette, August 10, 1850.

The following year, the Messrs Burns’ shipping empire on the Clyde was broken up. The Clyde steamboats were put in the hands of Messrs Denny and sold to a variety of owners. One of the steamers, however, the Plover, was retained to provide the connection between Bowling and the Broomielaw. On 5th February, she experienced a serious boiler explosion at the Broomielaw.

“Steam-packet explosion at the Broomielaw.—Yesterday morning, about a quarter-past seven o’clock, an explosion took place at the wharf, Broomielaw Bridge, caused by the bursting of the boiler of the steam-vessel Plover, which plies betwixt Glasgow and Bowling, in connexion, with the Dumbartonshire Railway. The hour of sailing was half-past seven; and the passengers were getting on board, and the necessary preparations being made for sailing, when, at the hour above stated, the utmost consternation and alarm were excited by a loud noise, followed by the tearing up of the decks of the vessel, paddle-boxes, and gearing, which, with the funnel, were raised into the air, and then dropped into the river. After the alarm had somewhat subsided, it was discovered that the boiler had burst, and that several parties (it is miraculous there should have been so few) had suffered severe injuries. One of the unfortunate individuals at least, the engineer, who was standing behind the boiler, cannot recover from the contusions to which he was subjected; whilst one of the firemen has been very dangerously scalded. Both of these individuals were removed to the Infirmary. The name of the former is Wm. Dixon, and of the latter Wm. Carson. Another fireman, named Paton, and a seaman, named M‘Diarmid, received several bruises, but, so far as we could learn in the case of the seaman, they are not of a very dangerous nature. Mr. Lambert, the steward, who was on deck at the time of the explosion, has had an arm lacerated. We believe none of the passengers sustained any injury. One cabin passenger who was in the saloon escaped without the slightest accident; there was another, however, on the quarter-deck immediately before the explosion, who has not since been heard of. This circumstance has given rise to the supposition that he may have fallen overboard, but that rests only on the disappearance of the party referred to, who may have gone away quietly amidst the bustle. The vessel, divested of her paddle-boxes, funnel, part of the decks, and the gearing in connexion with the engine-room, has been removed to the foot of the quay at the south side. We are not in a position to state who may be to blame for this unfortunate accident; that, however, we have no doubt will be fully investigated into. Meanwhile, the respectable owners, Messrs. J. & G. Burns, who have done so much to promote the comfort and convenience of parties sailing on the Clyde, will, we are persuaded, meet with general sympathy.

“Farther particulars.—Since the above was written we learn that Wm. Dixon, the engineer, died at eleven o’clock. The injuries he received were altogether internal. He resided at Renfrew, and has left a widow and three children. It is a somewhat curious coincidence that the deceased had four brothers killed by accidents of a somewhat similar nature, and that his widow’s father was also deprived of life by an accident. We have endeavoured to learn what led to the accident; but the death of the engineer, as above stated, has rendered it difficult to assign a sufficient cause. It is, however, conjectured, and with much probability, that, in applying the fires for the morning’s work, he had not sufficiently adverted to the quantity of water in the boiler, and that, having discovered his error, and being anxious to remedy it, he had suddenly thrown in an additional supply of water over the red-hot surface, thereby causing the explosion which immediately followed. The public authorities are making a rigid investigation into the whole circumstance.”—Glasgow Courier, February 6, 1851

The death toll rose to two.

“The late Steam-boat Explosion.—We learn that Carson, the fireman, who was carried to the Infirmary after the explosion of the Plover’s boiler, has since died there. This makes two deaths in connexion with this unhappy occurrence. The investigation by the Sheriff is still in progress, but from the death of the engineer and fireman, who should have known most and best about the state of the boiler at the time, it is not likely that much of a decisive nature will now be elicited.”—Glasgow Courier, February 11, 1851

There was much speculation that an intending passenger, a carpenter, had been blown overboard and drowned.

“The late explosion at the Broomielaw.—In consequence of a rumour which has been prevalent, that a third person lost his life from the late disastrous explosion of the boiler of the Plover steamer at the Broomielaw, we yesterday made some inquiry into the matter, and have learned that there is reason to believe that a carpenter, who was intending to proceed to Dumbarton to work there, has been destroyed. He was on board the steamer, near to the funnel, immediately before the explosion, and has not been heard of since. There are parties who saw him, and are also under the impression that they saw his body tossed into the air, and falling into the river. It will be remembered that, in our notice of the accident, we referred to the circumstance of a person who was seen upon the quarterdeck being a missing; and when it is borne in mind that there was a strong current in the river, it is not improbable that the body may have been carried out to sea, whilst at the same time It is not unlikely that it may be kept under water amidst the pressure of vessels in the river. This makes the third individual who has lost his life by the accident.”—Glasgow Courier, February 13, 1851

The carpenter eventually came forward. He was in good health.

The railway connection with Glasgow was eventually made by the Glasgow, Dumbarton and Helensburgh Railway, not connected with the Caledonian Railway but with the North British, running in two parts; from Cowlairs to Bowling and then the western extension from Dalreoch junction to Helensburgh, with running rights on the intervening section of the Caledonian and Dumbartonshire. It received approval by Parliament in August 1856, and opened for traffic on 1st May, 1858. In 1862, the two railways amalgamated and three years later, were taken over by the North British Railway, allowing them access to Clyde steamboat traffic.

Steamer traffic at Bowling pier was heavily affected and thereafter was mainly limited to excursion traffic. It was a convenient boarding point for passengers from the Vale of Leven who wanted to make a trip “doon the watter.”

Bowling received a second railway connection in 1896 when the Lanarkshire and Dumbartonshire Railway opened. Joining the existing railway at Dumbarton, this provided access to Loch Lomond for the Caledonian Railway as the link between Dumbarton and Balloch was held as a joint-line between the North British and Caledonian railways. The new line ran along the riverside and when it reached Bowling, it bridged over the existing railway and crossed the Canal on a hydraulically-operated swing bridge with a station on the hill behind the village. The descent beyond Dunglass saw the two railways close together and eventually re-crossing at Dumbuck.

The swing bridge at Bowling, open to allow a sailing barge through to the canal basin. The railway signal box is located high on a gantry.

View eastwards on the Caledonian line from the signal box.

The Canal basin from the Caledonian Railway bridge 

Calls at Bowling Pier were advertised for excursion steamers into the 1930s. There are few pictures recording these events, a reflection of the small numbers of passengers that used the facility.

A view of the Harbour from a steamer heading for Bowling Pier

Messrs Buchanan’s Isle of Cumbrae at Bowling Pier around 1910

Captain Cameron’s Madge Wildfire calling at Bowling on her way down river before WW1

The main tourist steamers such as Columba and Lord of the Isles did not call.

Columba on the way up river passing Bowling

Lord of the Isles steaming past Bowling Harbour

Bowling Harbour, normally a haven for vessels laid up or waiting to pass through the canal, was a slight of shipping carnage in February 1856 when a ferocious storm accompanied by high tide struck the west of Scotland.

“The Storm—The river and frith were terribly agitated. Ships were driven from their moorings from the Tail of the Bank, and a large vessel was driven up the river by the gale, and cast ashore near Cardross Bay, where she lies on her beam ends. The steamers which were moored, or lying “in ordinary,” in Bowling Bay, were driven from their moorings. Almost the whole of the mooring posts were torn up, and, in consequence, the Bay presented a fearful spectacle of wreck and damage. The steamer Chancellor was driven upon the dyke, and the water washed in and out of her hold. The steamer Glow-Worm lay hard and fast by the bow on the same dyke; and the steamer Eagle was jammed between the other two vessels, with her back broken and her funnels meeting at the top through the effect of the fracture. The steamer Wellington has sunk in the bay; and the steam-yacht of Mr. M‘Iver of Liverpool remains in a similar position. The steamer Venus has been stripped of her paddleboxes, and her paddle-wings have been carried away. The bow of the steamer Merlin was driven upon the river dyke, her stern being in the water, and the flood washing into her hold. The Invincible is in a similar position. The ships Eromranga and Cambria have been dismasted by the violence of the gale. A small smack ran into Bowling Bay during the night for shelter, struck against some of the steamers, and sank. Two men who were seen on board are supposed to be drowned. A raft of timber, containing, four men, coming up the river, has not been seen or heard of since. Some small craft lay dry on the river banks, having been driven there with the flood.”—Glasgow Herald, February 8, 1856

Almost all the steamboats mentioned were repaired and placed back in service. The exception was the luckless Merlin. She was broken up.

For many years, the steamboats of the North British, and later the L.N.E.R., and those of Messrs MacBrayne as well as some independent owners spent their winter lay-up in Bowling harbour. This provided an impressive collection of funnels and masts in the western basin.

Clyde and West Highland steamers laid up for the winter in Bowling Harbour around 1910. Three are MacBrayne steamers including the Gondolier, Two are North British, including the Waverley of 1899 and behind are three Buchanan steamers.

River steamers and Clyde Trust hoppers in Bowling Harbour around 1910

MacBrayne’s Glencoe in Bowling Harbour

Jeanie Deans and Waverley with Marmion in the rear, in winter lay-up at Bowling around 1935

Marmion and Jeanie Deans with Waverley behind in the late 1930s, laid up in Bowling Harbour

A second view of the previous scene

Coaster Ardchattan and Clyde Trust hoppers in Bowling Harbour in the 1950s

In the eastern basin, were to be found puffers and sailing craft with access to the canal. Larger steamers would also load coal and other minerals on the inner wall next to the railway.

Bowling Harbour from the east with puffers on the outer wall

Mineral sidings next to the inner wall of the harbour

The schooner Campbeltown at Bowling

A coaster loading at the mineral dock while one of the Burns & Laird fleet maneuvers past a dredger while making her way down river 

It was along this inner wall that, in 1873, one of the earliest steamers, Industry, spend her last few years, neglected and rotting away. At some point her engine was retrieved for preservation but action of this sort was not the norm.

“An old steamboat.—Glasgow, March 20, 1882.—Sir,—I crave to make, through the medium of your columns, a suggestion which may interest those who take a pride in the shipping of the Clyde, which river claims the honour of having introduced to the world the idea of propelling vessels by steam. It is this—that some measures might be taken for the preservation of an old paddle steamer which has been rotting in Bowling Bay for many years. I have heard it called the Comet. Whether it is the original Comet, or one of subsequent date, perhaps some of your readers can inform me. It presents a most primitive appearance, having the paddle-boxes within eight or ten feet of the bow, and makes a striking contrast to the steamship of the present day, and I think it would be well worthy of a corner beside the Kelvingrove Museum, if it could be acquired. I enclose my card.—I am &c., Antiquary”—Glasgow Herald, March 23, 1882

“An old steamboat.—Dumbarton, March 23, 1882.—Sir,—In your columns of this date you had a letter signed “Antiquary” drawing attention to a rotten old craft in Bowling Bay that he had heard called the Comet. In reply to the same allow me to state that the old steamer is neither the first nor the second Comet. The first of the name came to grief while rounding Craignish Point at the Dorus Mhor, or Big Door, off the coast of Argyllshire, and the second was wrecked off Kempock Point, Gourock, either in 1825 or 1826, having been sunk by an Ayr steamer, when over 70 lives were lost. The primitive old paddle steamer at Bowling is, if my memory serves me right the Industry, one of the ancient luggage steamers which plied between Glasgow and Greenock, having no specialty about her to warrant anyone transferring her to quarters beside the Kelvingrove Museum, as proposed by your correspondent.—I am, &c., ,Donald MacLeod.”—Glasgow Herald, March 24, 1882

“An old steamboat.—March 23, 1882. Sir,—In reference to “Antiquary’s” letter in to-day’s Herald I may say that the venerable old craft now lying in Bowling Harbour is not the Comet, as the first vessel of this name was lost at Craignish, and the second run down off Gourock. The vessel in question is the Industry, built as far back as 1814, only two years after the Comet, and was the seventh in succession from that first European passenger steamer. She is therefore well worth preserving, being doubtless the oldest steamer existing, but from decay it is now doubtful what could be done with the hull. The engine, however, is of the old side-lever type and has the spur-wheel gearing common to the early steamers; that is, the engine-shaft is connected with the paddles by means of toothed wheels. The recent disastrous gale and high tides have worked more havoc is this relic of our Clyde steam shipping enterprise—the foredeck having fallen in and the upper part of the port paddle-box carried away. The starboard paddle-box has been gone for some years. The funnel has settled down into the sand alongside, and the boiler is not now on board. Even if it be new too late to preserve the hull, the engine is well worth removing, as “Antiquary” suggests, the cast-iron columns and framework being nicely moulded and designed. The length of the vessel is about 65 feet and the paddles are placed about 15 feet from the bow, which is bluff and full; the stern is high and square. The vessel, of course, is of wood, and has been stoutly built. Trusting that some practical interest may be now shown in preserving part of the last of this old relic, I am, &c., W. J. Millar.”—Glasgow Herald, March 25, 1882

The Parks Committee of Glasgow Town Council had oversight of the preservation, particularly of acquiring the remaining mechanical parts for the Glasgow Museums.

P.S. Industry on the Clyde around 1870 (Robertson)

“The engines of the Industry.—The minutes of the Parks Committee of 27th April contained a report by Mr Paton, the curator, as to the engines of the Industry. He stated that he had examined the remains of the vessel now lying at Bowling. The Industry was built in 1814, and continued to ply on the Clyde till 1872. When withdrawn from active service she was offered to and accepted by the Corporation. In 1873 it was intimated to the proprietors, Messrs James Steel & Son, that the Clyde Trust had agreed to accept the charge of the vessel, and accordingly she was delivered at Bowling Harbour, but since then nothing had been done for the preservation of the craft. Messrs Steel had sunk her in the position she now occupied, and had removed the brass-work of the engine. The hull was done, and the engine, belonging to the year 1826, did not in itself seem to merit preservation as a historical object, although to as a type of a now quite obsolete form it would serve to illustrate a phase in the development of steam navigation. In the circumstances Mr Paton did not consider it desirable for the Parks Trustees to undertake any responsibility in connection with the relic. Mr Young moved the approval of the minutes.

“Mr Mechan said he was somewhat surprised that the committee had accepted the report of Mr Paton in reference to the Industry. Some time he ago this matter of the Industry came before a meeting of engineers, and he was then asked to bring the matter before the Council, so that the engines might be preserved for future reference. The vessel had practically belonged to the Corporation since 1873, and it had lain at Bowling since that time. It was true that the hull was gone, but the engines were almost in complete preservation; and there was one thing in their construction which was of a special character. He believed Mr Paton had said that he was not going to make the museum an old-iron store. He would like to the know, with all respect to Mr Paton, whether that gentleman was the sole judge of anything that was of absolute worth. Some other one should have been appointed along with Mr Paton to inquire into the antiquity, so to speak, of these engines, and it would be of great, interest to engineers to have them preserved. He understood that Messrs Steel were ready to disconnect the engines, convey them up the river, and put them on the pier free of charge. In these circumstances, he begged to move that the Council take possession of the engines of the Industry and get them put into a place for preservation. On a division, the motion for the approval of the minutes was carried by a majority of 20 to 13.”—Glasgow Herald, May 4, 1886

The engine was eventually removed for preservation.

The remains of the Industry after her engine had been removed

After nationalization of the Clyde steamer fleet, the L.N.E.R. steamers became part of the Caledonian Steam Packet Co., Ltd, and winter lay-ups in Bowling Harbour ceased in the early 1950s. Frisky Wharf remained a call for river excursion steamers until a year or two before the second world war.

Jeanie Deans and Waverley in Bowling Harbour around 1950

The following aerial views of Bowling and Dunglass were taken on April 5, 1931 when the Empress of Britain made her way down river from the yard of Messrs John Brown where she had been launched on June 11, 1930.

Passing Bowling Harbour with the pier on the right of the picture

Passing Dunglass with the oil tanks of the recently formed oil depot. The depot expanded onto reclaimed land westwards on the north bank of the Clyde

The oil depot from the hill

Henry Bell Monument and Dunglass Castle

Esso Glasgow at the Dunglass oil terminal. The terminal closed in 1997 and is currently undergoing remediation.

William Fraser, “The Chiefs of Colquhoun and their Country, Cnoc Elachan, Edinburgh, 1869

John Bruce, “History of the Parish of Old Kilpatrick,” John Smith & Son, Glasgow, 1893

Donald MacLeod, “Clyde District of Dumbartonshire,” Bennett & Thomson, Dumbarton, 1886

James D. Marwick, “The River Clyde and the Clyde Burghs,” James Maclehose & Sons, Glasgow, 1909

Alistair Deayton, “Clyde Coast Piers,” Amberley, Stroud, 2010