The port of Irvine is a natural harbour on the south bank of the river Irvine, extending inward from near the confluence of the river with the Garnock to where it takes a meander from the town to the north. It was a very important trading center from the late middle-ages and indeed was considered the third port of Scotland at one time. The rights to the river frontage were contested for many years but in 1573 came into the possession of the Corporation of Irvine and the port was run by the town council.

Irvine Harbour around 1890 (Washington Wilson)

In 1815, with the arrival of the steamboat age, Irvine was a call made by the Greenock, on her weekly sojourn to Ayr. The return journey was made the following day. The Greenock was sold off the river the following year.

“Steam Boat Greenock, Anderson & M‘Cowan, Captains, Sails every lawful day, to and from Glasgow to Greenock, and during the Summer Months, goes twice a week to Gourock, Largs, Ardrossan, Irvine, Troon, Ayr, Campbeltown and Inverary, and returns next day. Orders taken in at P. Nelson’s, vintner, 25, East quay Lane.”—Greenock Directory, 1815

In place of the Greenock, the Millport and Ardrossan steamers, Glasgow and Albion, extended their sailings on Saturdays to Ayr and included a call at Irvine. The return was on Monday.

“The Glasgow steam boat sails from this on Saturday first at eight o’clock, for Greenock, Gourock, Largs, Millport, Ardrossan, Irvine, Troon, and Ayr, and will return on Monday, calling at all the above places.—Glasgow 20th June, 1821.”—Glasgow Herald, June 22, 1821

In 1822, the Largs joined as consort to the Albion and the two sailed to Ayr on alternate Saturdays.

“Albion and Largs steam boats.—One of these vessels will (till further notice, and weather permitting,) sail every Saturday from Glasgow for Ayr, calling at Greenock, Gourock, Innerkip, Largs, Millport, Ardrossan, Irvine, and Troon, and return every Monday, calling at the same places. The Albion will sail for Ayr on Saturday first, the 3d of May. The hour of sailing will be seen from the boards.—Glasgow, 29th April, 1823.”

The Glasgow experienced mechanical difficulties in 1825, and thereafter limited her Saturday sailings to Irvine.

“Glasgow steam boat.—Captain M‘Intyre begs respectfully to acquaint his friends and the public, that the necessary repairs having now been made, the Glasgow will continue to ply on her usual station, until the fine new steam vessel called The Ayrshire which has been built for him, and will be fitted up under his direction, is finished. No time will be lost in forwarding and completing this vessel, and in the construction of her cabins &c., the comfort of the passengers will be particularly studied. As soon as she is completed, she will ply betwixt Glasgow and Port-Glasgow, Greenock, Gourock, Largs, Millport, Ardrossan, and Irvine, and will be navigated by the same hands who have given so much satisfaction to passengers in the Glasgow.

“In the mean time, Captain M. solicits a continuation of the very distinguished patronage which has been hitherto bestowed on the Glasgow, and which it will always be his ambition to merit by the most assiduous attention to the wishes and comforts of passengers.—Glasgow, 26th May, 1825.”—Glasgow Herald, May 27, 1825

The mysterious steamer Ayrshire appears in a list of steamboats for 1825 but was not advertised in the newspapers. It seems possible that she was sold or simply renamed. In any event, Glasgow was replaced by a new steamer, Countess of Glasgow, in 1826.

“The Countess of Glasgow Steam-Packet will commence sailing with goods and passengers between Glasgow, Greenock, Gourock, Innerkip, Largs, Ardrossan and Irvine on Saturday 28th instant and will continue regularly during the season as will be announced on the boards. From the superior speed, accommodation and comfort of this Vessel to that of any other on this station, the Proprietors anticipate that she will obtain a good share of public patronage. An excellent Table, with wines and food of the best description will be supplied by the owners at moderate prices.—Glasgow 25th March”—Glasgow Herald, March 27, 1829

While the increasing size and power of steamboats in the 1830s brought new benefits to the Ayr station, they brought the limitations of Irvine to the fore. The bar at the mouth of the river limited access when the tide was low and a regular scheduled service was not possible. The new Apollo called only when the tide permitted.

“Apollo steamer, Stewart Boyd, master, will sail from the Broomielaw, with Goods and passengers, on Saturday, the 4th inst., at half-past 10 a.m., for Greenock, Gourock, Largs, Millport, Ardrossan, Saltcoats, Troon, and Ayr. It is intended that the Apollo shall be a regular trader on the Glasgow and Ayr station,—leaving Glasgow for Ayr, and the intermediate places, every Tuesday, Thursday, and Saturday, returning on the following days. Hours to be seen on the boards. From having just undergone such alterations as will enable her to carry cargo under deck; and from her superior accommodation, power, and speed, the Apollo will be found a most eligible conveyance, every way worthy the attention of the traveller and merchant.

“N.B.—Merchants and skippers connected with Irvine are respectfully informed, that the Apollo, as often as tide will permit, will go into the quay of that place, to land and receive goods and passengers—of which due notice will be previously given. For further particulars, apply to the Master on board; and to Andrew M‘Morland, Ayr; Robert Orr, Irvine; Neil Campbell, Custom-House Buildings, Greenock; or here to James Cockburn, 50 Cheapside Street, Steam-Boat Quay, Glasgow, 1st May, 1833.”—Glasgow Herald, May 3, 1833.

The Victor and James Dennistoun covered the Largs and Ardrossan station in the 1830s and did not call at Irvine but scheduled a connection with a horse-drawn van to serve the town.

“Largs, Millport and Ardrossan.—The steamers Victor or James Dennistoun leave Glasgow every afternoon at half-past twelve, for Greenock, Gourock, Largs, Millport, and Ardrossan, and every afternoon at two , for Greenock, Gourock, Largs, and Millport.—Leaving Millport every morning at six, and Ardrossan every morning at seven, on the arrival of the Van from Irvine, which Van leaves Ardrossan daily on arrival of the steam-boat from Glasgow.—Glasgow, 28th April, 1837.”

Perhaps the last opportunity for Irvine to shine for passenger service occurred in 1839. As a Scottish response to the pomp and ceremony lavished on London for the coronation of Queen Victoria, the Earl of Eglinton organized a mediæval tournament on the grounds of Eglinton Castle, just two miles from the town. Over two days, Wednesday and Thursday August 28th and 29th, there was to be a grand procession each day with mounted combat with lances in the lists and mounted hand-to-hand combat, archery and lavish banquets. Of the 150 knights first noted as participants, it was an elaborate and expensive undertaking, a knight and his retinue might spend £400 to £1,500 for the two days including a suit of armour and mediæval dress for his Lady and retainers. As the date of the Tournament approached, that number steadily diminished to 19. The good and great, if they were deemed sufficiently adherent to Tory principles, were invited to apply for tickets to observe the proceedings in appropriate dress.

Eglinton Castle, 1839

The spectacle was made open to the public and many arrived by steamship. Despite the proximity of the event to Irvine, most daily sailings were to Ardrossan or Ayr, from where the new railway conveyed them to the Castle grounds. Sailings were organized from all over the Kingdom. Those from the south could take the Royal Sovereign from Liverpool as she was making special calls at Ardrossan.

“Tournament.—Arrangements have been made with Lord Eglinton, that the Royal Sovereign will call at Ardrossan. From thence railway communication to within half-a-mile of Eglinton Castle, the following days:—This day, 22d August, at nine o’clock, evening; Monday, 26th August, at one o’clock, afternoon.

“Improved steam conveyance to and from Glasgow by vessels divided into five sections of iron, air and water tight; thus giving security against accident from fire or water, and being so constructed as to arrive at Glasgow at any state of the tide, securing immediate delivery of goods, Royal Sovereign, John M‘Arthur, Commander; Royal George, Robert Cook, Commander.

“Royal Sovereign will sail from Clarence Dock, calling at Ardrossan, this Day, 22d August, at 9 o’clock, evening; Monday, 26th August, at 1 o’clock, afternoon; Thursday, 29th August, at 3 o’clock, afternoon. Afternoon. Fares:— Saloon, 20s.; Steward’s Fees 2s., Second cabin, with sleeping berths, 15s., Steward’s Fees, 1s.; Deck. 7s. For passage or freight, apply to John Tassie, Esq., 16, St. Enoch-square, Glasgow; D. M‘Larty and Co., Greenock; or here, to James Brebner, 20, Water-street.

“The Royal Sovereign proceeds with Passengers and Goods direct to Glasgow, thereby avoiding the inconvenience to passengers of transhipment at Greenock into river boats, and delay in delivery of goods.”—Liverpool Mail, August 22, 1839

And for the return.

“Improved steam conveyance between Glasgow and Liverpool. Royal Sovereign, Captain M‘Arthur; Royal George, Captain Cook. The Glasgow and Liverpool Royal Steam-Packet Company have made every possible arrangement for speed, comfort, and safety, on board these vessels, which, being divided into five sections by iron partitions, air and water tight, are thus secured against accident from fire and water. Their Vessels proceed with passengers and goods direct to Glasgow, thereby avoiding the inconvenience to Passengers of transhipment at Greenock into river boats, and delay in delivery of goods

“Intended sailings for August.—Royal Sovereign or Royal George.—From Glasgow.—Royal Sovereign, Saturday, 24th August, at 7 afternoon. Royal George, Saturday, 24th at 10 evening. Royal Sovereign, Tuesday, 27th August, at 4 afternoon. Royal George, Saturday, 31st at 10 forenoon. Royal Sovereign, Saturday, 31st August, at 5 afternoon.—From Liverpool.—Royal Sovereign, Monday, 26th August, at 1 afternoon. Royal George, Tuesday, 27th at 11 forenoon. Royal Sovereign, Thursday, 29th August, at 3 afternoon. Fares:— Saloon, 20s.; Steward’s Fee, 2s. Second Cabin, having sleeping berths, 15s.; Steward’s Fee, 1s. Deck, 7s.

“The Royal George will call at Ardrossan on Saturday the 31st current, for Passengers and Goods, and leave for Liverpool at six o’clock afternoon. The Royal Sovereign will also call at Ardrossan the same day, and leave for Liverpool at ten o’clock evening. Fares from Ardrossan to Liverpool:—Saloon, 25s.; Steward’s Fee, 2s. Carriages, 30s. a wheel; Horses, three guineas each. Goods of every description, 6d. per foot. For passage or freight, apply to James Brebner, 20, Water-street, Liverpool; D. M‘Larty & Co., 38, Shaw Street, Greenock; or here to John Tassie, 16, St. Enoch-square.—Glasgow, August, 1839.”—The Scotsman, August 24, 1839

The regular Ayr steamers also made arrangements.

“Ayrshire and Stranraer steam ships.—Sir William Wallace, and Robert Burns.—The Sir William Wallace will sail for Stranraer and intermediate ports to-morrow (Saturday) at half-past six morning, the Robert Burns for Ayr and intermediate ports same day at half-past nine a.m.—both vessels returning on Monday. Hours to be seen on the boards.

“One or other of the above vessels will sail every Tuesday, Thursday, and Saturday, at half-past nine for Ayr, and every Wednesday and Saturday, at half-past six for Stranraer, excepting Wednesday the 28th current, when the Sir William Wallace (as particularly requested) will sail for Eglinton Tournament on the 28th and two following days, returning every evening to Glasgow to suit passengers. The proprietors of the Sir William Wallace have much pleasure in taking notice of the liberality of the Noble Earl in allowing free admission to his pleasure ground during the tournament.

“The Sir William Wallace will be all this day at the Broomielaw to receive goods for passengers.—Glasgow, 16th Aug., 1839.”—Glasgow Herald, August 16, 1839

M‘Kellar’s two steamboats also participated.

“Eglinton Tournament.—The splendid new steamer Warrior, Capt. Duncan M‘Kellar, will sail from the Broomielaw for Ardrossan, both on Wednesday and Thursday morning at 5 o’clock, expressly for the Tournament at Eglinton Castle, and will return to Glasgow each evening after the sports of the day have been concluded.

“Also on Tuesday at 12 o’clock noon and on Wednesday at half-past 3 afternoon, the fine steamer Victor, will leave the Broomielaw for Ardrossan with such passengers as may wish to arrive at Eglinton on the evening previous to each day’s Tournament. The Victor will also leave Ardrossan for Glasgow on Friday morning at 5 o’clock, arriving at Glasgow at half-past 10.—Glasgow, 23d August, 1839.”—Glasgow Herald, August 23, 1839.

As did the Castle Company.

“Grand Tournament at Eglinton Castle.—On Wednesday and Thursday, the 28th and 29th August, the new and powerful steam packet Inverary Castle, will leave Glasgow at four o’clock, and the Rothesay Castle at six o’clock morning, with passengers who intend to be present at the Grand Tournament at Eglinton Castle on the above days. The passengers will be landed at Ardrossan, and arrangements have been made for railway carriages to convey them from thence direct to Eglinton Castle, where free admission will be granted to all, to witness the splendid pageant. The Inverary and Rothesay Castles will remain at Ardrossan until about five o’clock afternoon, when they will return with the passengers to Glasgow. Fares—going and returning, seven shillings; going or returning, five shillings.—John Anderson, Manager.—Castle Steam Packet Office, Glasgow, 20th Aug., 1839

“In consequence of the above arrangement, the Castle Company will have no boat from Glasgow on the 28th and 29th current, at half-past ten forenoon, and four afternoon.”—Glasgow Herald, August 23, 1839.

Others also advertised special sailings.

“Tournament—The fast-sailing new steamer Ayrshire Lassie, Captain Houston, will sail for Ardrossan at four o’clock morning on Wednesday 28th, and Thursday, 29th expressly for the Tournament, returning to Glasgow each evening. She will leave Ardrossan for Glasgow on Friday morning at seven.—Glasgow, 24th August, 1839.”—Glasgow Herald, August 26, 1839.

“Tournament.—The steamer James Dennistoun, Capt. Crawford, will sail at half-past 4, on Wednesday morning for Irvine, which is within a very short distance of Eglinton Castle; and will leave Ardrossan in the evening for Glasgow. Should the weather not permit going to Irvine, passengers will be landed at Ardrossan. Fares—either way, 5s.; going and returning in her, 7s. 6d.—Glasgow, 24th August, 1839.”—Glasgow Herald, August 26, 1839.

“Trip to the Tournament at Eglinton Castle.—The fine, fast-sailing steam packet Argyll, Capt. M‘Gill, will leave Glasgow on Wednesday the 28th and Thursday the 29th August, at 5 o’clock morning, with passengers who intend being present at Eglinton Castle, to witness the Grand Tournament on the above days. Passengers will be landed at Ardrossan, and conveyed thence per railway to Eglinton Castle. The Argyll will return to Glasgow in the evenings, at an hour to suit passengers. Fares for the whole day’s excursion, 7s.; fares for going or returning, 3s. 6d.—Duncan & M‘Lachlan, 33 Buchannan Street.—Glasgow, 26th August, 1839.”—Glasgow Herald, August 26, 1839.

The channel steamers, Aurora and Antelope disrupted their scheduled to offer connections.

“The Tournament.—Splendid conveyance by the first-class large and powerful steamers Aurora and Antelope.—The Antelope will leave Glasgow for Ardrossan, on Tuesday the 27th curt., at eleven o’clock at night—and will sail from Ardrossan for Glasgow on Wednesday evening. She will return to Ardrossan on Thursday morning, the 29th current, at four o’clock—and the Aurora will sail from Ardrossan for Glasgow on the same (Thursday) evening.

“From the Tournament for Belfast.—the Antelope will sail from Ardrossan for Belfast on Thursday evening, the 29th current, at an hour to suit passengers going from the Tournament. From the Tournament for Liverpool.—The Aurorawill sail from Ardrossan for Liverpool on Friday the 30th instant, at three o’clock afternoon. Fares, from Glasgow to Ardrossan, 10s.; from Ardrossan to Belfast, 15 s.; steward’s fee, 2s. From Ardrossan to Liverpool, as usual on the Glasgow and Liverpool line, viz.—cabin, 20s.; steward’s fee, 2s.; carriages, 4 guineas; horses 2 guineas; goods, 6d. a foot.—J. Martin, & J. & G. Burns, 9 Buchanan Street.—Glasgow, 26th August, 1839.”—Glasgow Herald, August 26, 1839.

Just two advertisements involved sailing to Irvine. The channel steamer Foyle was able to arrange her visit to cross the bar on the tide and planned to stay from Tuesday until Friday, offering her on-board accommodation for the passengers.

“Trip to the tournament at Eglinton Castle.—The steam-packet Foyle, Captain James Turnbull, sails from Glasgow on Tuesday, 27th August, at three afternoon, to Irvine—being about two miles from Eglinton grounds—remains there on Wednesday and Thursday, the days of the Tournament, and leaves on Thursday evening for Glasgow, where she will arrive about midnight, or early on Friday morning. The cabins and state rooms of the Foyle are fitted up with berths, and every requisite for the convenience of passengers who will lodge on board during the stay at Irvine, and find themselves as comfortably berthed as in a hotel.

“Tickets 21s. each. The berths are limited, and a number being already engaged, early application is necessary. Refreshments supplied on board at moderate rates. Apply to T. Cameron & Co., 38 Miller Street.—Glasgow, 14th August, 1839.”—Glasgow Herald, August 16, 1839

The smaller steam-boats of the Dumbarton Company were the sole vessels that could offer a daily service.

“Eglinton Tournament.—The Dumbarton Steam-Boat Company having been solicited to send one of their steamers to Irvine, on Wednesday the 28th and Thursday the 29th current, to give an opportunity of seeing the Tournament, beg to intimate that their new steamer Lochlomond, Captain Lang, will (weather permitting) accordingly sail for Irvine from Dumbarton, on Wednesday at half-past 5 morning; and the Vale of Leven, Captain Latta, on Thursday, also at half-past five morning—calling at the intermediate ports—and returning in the evening. The Vale of Leven will sail from Glasgow on the above Wednesday morning, at 4 o’clock, with passengers, to meet the Lochlomond leaving Dumbarton at half-past five. To secure comfort on board, the number of passengers will be limited—it is therefore requested that applications for tickets be made to the Captain on or before Monday, that the necessary arrangements may be made. Fares going and returning 7s. 6d.

“In consequence of the above arrangement, the Company’s steamer New Dumbarton will not sail for Arrochar on either of the above days—but afterwards will sail as usual. One of the Company’s steamers, however, will sail from Dumbarton to and from Glasgow and Greenock at the usual hours.—Dumbarton, 22d August, 1839.”—Glasgow Herald, August 23, 1839.

Eglinton Tournament, 1839

The Tournament itself was well attended but the weather did not cooperate. A storm with torrential rain ruined the canopy above the grandstand and the tent in which the banquet and gala ball were to be held was likewise destroyed. The pavilions around the ground were in tatters and the lists were flooded. Hundreds who had made no arrangements to stay overnight were forced to weather the storm huddled in whatever shelter they could find. Food, drink and dry clothing in the neighbourhood could be had only at a premium. It was an experience that few would remember fondly.

The following year, in August, the railway between Glasgow and Ayr that passed through Irvine was opened. This sealed the fate of regular passenger steamer calls. In 1846, a branch line connected with Irvine Harbour.

Despite the absence of regular steamer calls, the Irvine Harbour remained a busy port, exporting mainly coal and iron, and importing limestone, gravel and timber, as well as a steady trade in agricultural products. There was also a thriving shipbuilding yard.

“Irvine.—Steam Tug.—The want of a steam tug at our harbour, to facilitate, more especially, the departure of vessels, is now about to be remedied. To supply this desideratum the Harbour Trust lately agreed that a tug should be procured, and for this purpose a deputation last week visited Newcastle, and made, purchase of the Scottish Maid, a handsome new tug of 25 horse power, only six months old,—purchase price, £l000. She is expected to arrive here next week, and thus we will soon be in a position to hold rivalry with our compeers of the west coast.”—Ardrossan and Saltcoats Herald, January 31, 1857

The Scottish Maid was built at the Low Walker yard on the Tyne and was a neat wooden paddle steamer76 feet long by 16½ feet in breadth and 8¼ feet moulded depth. She was powered by steam engines generating 26 h.p. She served the harbour well but with the increasing size of ships, she prove to be under-powered.

Meeting towards the end of February, 1871, the present state of the tug was brought up by the Harbour Trust and it was agreed to get estimates for a new tug with three times the power of the present one.

“A meeting of the Harbour Trust was held on Monday evening in the Council Chambers. Present—Provost Brown, Bailies Jack, Wyllie, and Orr; Dean of Guild Henderson; Treasurer Gilmour; Messrs Young, Goudie, Wright, M‘Jannet, Christie, Kier, Mathieson, Captain Wilson (harbour master), and David Gray, (clerk). The minutes of the previous meeting having been read and approved of, as also the minutes of the harbour committee, in which they had agreed to get a new tug boat of the following dimensions—90 feet long, 18 feet broad, and 9 feet deep, with engines of 60 horse power, and for which specifications had been issued, and offers solicited by the 15th of March. A discussion had arisen as to the propriety of getting a double-bowed boat; but after consulting with the engineer it was decided that such an idea be abandoned. After the minutes had been fully discussed, Clerk laid on the table the following offers, viz.,—Messrs Heppel and Co., Tyne, £2850, If with radical wheels instead of feathering, £2550, Messrs Marshall, Osborne and Co., South Shields, £3150, Mr Rennoldsom, South Shields. £2800, Messrs Blackwood and Gordon, Port-Glasgow, £3980, Messrs Seath and Co., Rutherglen, £3660, Messrs Wingate and Co., Glasgow, 4000….It was agreed to accept the offer of Mr Rennoldsom, South Shields—to be provided with double engines.”—Ardrossan and Saltcoats Herald, April 22, 1871

The iron hull of the new paddle-tug was sub-contracted to Messrs J. T. Eltringham of South Shields.

“It was agreed to name the new tug the Irvine which is expected to be ready sometime during October.”—Ardrossan and Saltcoats Herald, September 23, 1871

“New tug.—On Saturday last the new tug arrived at our harbour from Newcastle. She is a handsome, powerful boat of 60 horse power, and gives every indication of being able to drag all she lays hold on, either to or from the quay, with an ease to which our former Scottish Maid was a stranger. We are told that she behaved well on her voyage from Newcastle to Irvine, and those who profess to have a knowledge of such craft say that she is a splendid model, and will reflect credit on her builders.”—Ardrossan and Saltcoats Herald, December 30, 1871

The following year, there was heavy rain in September and the River Irvine was swollen. A schooner, the Mary Wilson, loaded with timber, was being towed up the harbour on Wednesday evening, September 11, when she grounded in the centre of the current. Early on Thursday morning, about one o’clock, she broke free and, being insufficiently secured, and rushed broadside down the river, collecting almost twenty other vessels on her way and leaving them littered on the shore in various states of disrepair. Among those dislodged was the new tug, Irvine, and the account of the stoker, Henry Houston, the only member of the crew on board, in saving her, is worth repeating.

“I went aboard the tug about half-past one, intending to stay for the night. The boggy fire having gone out, I went on deck to get a light. The first thing that presented itself to me was the ships crashing down on to the tug, I knew very well my turn was next, so I determined to stick by the tug. Just as I expected, the tug was ripped from her moorings, and away she went with the others. So soon as I saw we were bound for sea, I went below and gave her a fire. There would be by this time about 10 lbs of steam on the boilers. When I came on deck I found the tug was nearing the bar perch, which she struck. I then started one of the engines, and backed her out to sea. I went below again to give her another fire, when she shipped a heavy sea, and a quantity of water rushed into the stoke hole. The steam began to rise, and I came on deck, started the engines at a slow pace, and went to the wheel, so as to knock about the bay till daylight, when I would be able to take the bar. To my surprise, however, the wheel-chains had parted. I then went aft and tried to ship the spare iron tiller, but owing to its not being in use since the boat came to the harbour, it would not work. I then resolved to steer with the engines, which are double. Finding things working a little smoother, I went to examine the rudder chains, and discovered the broken link. Securing a piece of rope, I spliced the chains, and was thus enabled to steer the boat. Between firing the boiler, working the engine’s, and steering the steamer, it was not an easy job. However, after dodging about the bay all morning, I made for the harbour, which I got about half-past eight, and met the crew about half-way up the river. During the night I exhibited lights and sounded the steam whistle for assistance, but no assistance came. It blew hard, and a heavy sea was running all night.”—Glasgow Herald, September 13, 1872

The Harbour Trust attempted to sell the Scottish Maid. There is someconfusion as there was more than one Scottish Maid on the Clyde at this time.

“River Clyde Towing Company.—We understand that this company, whose chief office is in Greenock, have intimated to their creditors their suspension of payment. The liabilities are not believed to be very heavy. It is stated that the desire of the company is to realise their estate, which they consider sufficient to pay 20s per pound. The company own four tug steamers, viz.:—The Maid of Orleans, Helen M‘Gregor, Scottish Maid, and Rapid.—Glasgow Herald.”—Greenock Telegraph, August 22, 1871

The Scottish Maid from Irvine was exposed for sale.

“Steam tug for sale, by public roup.—There will be exposed to sale by public roup, within the town house, Irvine, open Tuesday, the 9th day of April, 1872, at 12 o’clock noon, at the upset price to be then fixed, the paddle steam tug Scottish Maid, belonging to the Irvine Harbour Trustees, as she presently lies in the Harbour of Irvine. For further particulars, apply to Captain Wilson, Harbour Master; or David Gray, Town Clerk, Irvine.—Irvine, 16th March, 1872.”—The Commercial Journal, March 30, 1872

In 1873, the nature of the Harbour Trust changed, becoming independent of the Town Council.

“Mr Bannatyne stated that the boilers of the old tug, Scottish Maid, had burst, and she was now lying on the bank. It would be better that they should have the boilers taken out, that they might see what was required. At present the tug was completely useless. It was asked if the other tug was insured, and it appeared that it was not.”—Ardrossan and Saltcoats Herald, November 29, 1873

Apparently she did not sell and was given new boilers at the end of the following year. In October 1874, she caught fire.

“The tug on fire.—On Wednesday at about half-past three the pilot on the look-out Mr M‘Kenzie, noticed flames and smoke rising from the tug Scottish Maid, and instantly gave the alarm to the crew, who were on board the other tug, and who, after considerable efforts succeeded in getting the flames extinguished. The overheating of the boiler seemed to cause the disaster. The fireman was on board and stirred up the fire at half-past twelve, afterwards leaving it for more commodious quarters on board the Irvine. Considerable damage has been done, a large hole being burned in the hull, the deck and fittings also being partly destroyed. The accident is all the more aggravating to the Trust from the fact that the agreement with Messrs Carswell and David of Greenock, for the loan of this tug for six months was all but settled.”—Ardrossan and Saltcoats Herald, October 17, 1874

The Scottish Maid was again repaired, the total costs for the hull and machinery amounting to Just over £1,500. The Trust were still looking for a buyer for the vessel but seemed inclined to retain her to allow the “letting” of the more powerful Irvine.

A statement by the harbourmaster, Captain Wilson, in 1877 provided some information on the tugs. “The tug Irvine having struck on a sunken anchor in the river, she had to be put on the bank to get the damage repaired, and had lain there five or six days. At that time the general traffic of the harbour had to be carried on with the Scottish Maid, and the men of the tug had to be sent every alternate tide to get the damage repaired. About 10 of the rivets on the keel had been loosed, and had to be secured. Her bottom had also been cleaned and painted, and that could only be done at low water. The Scottish Maid had also to be put on the bank for repairs.

“Purchase of a tug steamer.—The tug-steamer Scottish Maid has been purchased by Mr Robert Davie, timber merchant, from the Irvine Harbour Trustees. The price paid was £220.”—Greenock Telegraph, September 13, 1877

In 1871, the British Dynamite Co. Ltd., was formed with the Clyde shipbuilder, Charles Randolph as Chairman. A site for the production of nitroglycerine and its mixture with Kieselguhr to form the more stable dynamite was set up at Ardeer, on the coast of the Firth just north of Irvine and began production in 1873. In 1877, it was renamed Nobel’s Explosives Co. Ltd., and in 1881, a request was made to the Irvine Harbour Trust to build a quay on the north bank of the River Garnock for exporting Dynamite and importing raw materials. The Trust were keen to approve under the right terms and their representatives entered into an agreement with the Company on October 10, the previous year. “The Dynamite Question,” had upset members of the community for a few of years, and there had been strong representations against allowing the shipment of such dangerous explosives at the harbour. However, a poll of the citizens of Irvine showed little interest with only 213 electors participating out of 1044; the numbers against the wharf, 115; in favour, 98; majority against, 17.

At the beginning of August, the Harbour Trust received a summons from the Nobel Company that they felt was not in the spirit of the negotiation. There was much discussion of the terms of the agreement but in the first week of September, 1882, the agreement was completed.

During the1880s, Irvine saw an increase in excursion traffic, mainly on local holidays. Generally it was easier to travel to Troon or Ayr by train and board one of the many more excursion steamer opportunities from those ports. The excursions were carried out in the early part of the season by the steamers of Messrs Gilles & Campbell from Wemyss Bay, and by Messrs Buchanan’s Scotia. The Curd Fair was a Kilmarnock holiday.

“Irvine.—Queen’s Birthday.—By special request.—Cheap pleasure excursion from Irvine to Lamlash and Campbeltown.—On Tuesday first, 24th May, the splendid swift steamer Adela (weather favourable and casualties excepted), will sail at 9.30 from Irvine on a grand pleasure excursion as above. Passengers will be allowed about 7 hours on shore at Lamlash, and 3 hours at Campbeltown. Return Fares: Steerage, 1s 6d; Cabin, 2s 6d.

“Arrangements have been made whereby parties can have a drive to Machrihanish Bay. The drive commands a fine view of the Atlantic, and from the Bay, the Ocean is seen in all its grandeur.

“The Irvine Academy Football Club will play a return match with the Campbeltown Club, on the arrival of the steamer Adela at Campbeltown, on Tuesday first.”—Irvine Herald, May 21, 1881.

Adela

In 1884 both Scotia and Bonnie Doon were involved

“Curd Fair.—Pleasure excursion to Arrochar.—The fine saloon steamer Scotia, (casualties excepted) will sail on Saturday, 17th May, from Irvine, at 9.30 a.m. and from Ardrossan at 10 a.m. (Train from Kilmarnock at 8.52 a.m. for Irvine and Ardrossan). Leaves Arrochar at 4 p.m., connecting at Ardrossan with 7.15, and at Irvine with 7.47 p.m. Kilmarnock trains. Return fares—From Ardrossan, Steerage, 1s 6d; Cabin, 2s; From Irvine, Steerage, 2s; Cabin, 2s 6d.”—Irvine Times, May 16, 1884

“Saturday afternoon excursion to Rothesay.—On Saturday first, 17th instant, the swift saloon steamer Bonnie Doon, will leave Irvine at 3 p.m. and Ardrossan at 3.30 p.m.—Train from Kilmarnock at 2.25 p.m. for Irvine and Ardrossan. Returning from Rothesay at 6.15 p.m., in time to connect with 9.15 p.m. train from Ardrossan and 9.45 p.m. train from Irvine to Kilmarnock. Return fares, Saloon 1s 6d; Steerage 1s.”—Irvine Times, May 16, 1884

“Grand pleasure excursion to Ayr & Campbeltown.—On Wednesday, 21st May, the swift saloon steamer Bonnie Doon, will leave Ardrossan at 8.30 a.m. and Irvine at 9 a.m, for Ayr and Campbeltown. Returning from Campbeltown at 3.30, in time for train from Ayr at 7.15. Passengers leaving the following stations at undernoted hours are in time to join the steamer at Ardrossan (or Ayr): Beith 7.37 a.m. (9.7), Kilbirnie 7.39 a.m., Dalry 7.40 a.m. (9.13 a.m.), Kilwinning 7.55 a.m. (9.22 a.m.) Luncheons, dinners, and teas, and refreshments provided on board. Return Fares, Saloon, 2s 6d; Steerage, 2s.”—Irvine Times, May 16, 1884

Bonnie Doon

The following year saw a more extensive program.

“Curd Fair.—Saturday afternoon excursion to Rothesay.—On Saturday afternoon, 16th May, the swift saloon steamer Adela (casualties excepted) will sail from Irvine at 3 p.m. and from Ardrossan at 3.30 p.m. Train from Kilmarnock at 2.20 p.m., for Irvine and Ardrossan. Returning in time to connect with 8.50 p.m. train from Ardrossan, and 9.23 train from Irvine to Kilmarnock. Return fares—Steerage, 1s; Saloon, 1s 6d.”—Irvine Times, May 15, 1885

“Queen’s Birthday, Tuesday, 19th May.—Excursion through the Kyles to Rothesay, and thence to Holy Loch. The swift saloon steamer Bonnie Doon (casualties excepted), will sail from Irvine at 10 a.m., and from Ardrossan at 10.30 a.m. Train from Kilmarnock at 8.52 for Irvine and Ardrossan. Returning from Holy Loch at 4 o’clock, and Rothesay at 5, connecting at Ardrossan with 7.15, and at Irvine with 7.47 p.m. Kilmarnock train. Return fares—Steerage, 1s 6d; Saloon, 2s.”—Irvine Times, May 15, 1885

“Irvine Merchants’ Holiday.—Grand pleasure excursion to Rothesay, via Kyles of Bute.—On Tuesday, 19th Instant, the fine saloon steamer Scotia, will sail (weather permitting and casualties excepted) from Irvine, about 11.15 a.m. and from Ardrossan about 11.45 a.m., to Rothesay via Kyles of Bute, on arrival from 10.35 a.m. train from Kilmarnock, Crosshouse, Dreghorn, etc. Leaving Rothesay about 4.15 p.m., thus allowing passengers two hours ashore, and arriving back in Irvine in time to connect with the 7.47 p.m. train. Return fares—Steerage, 1s 6d; Saloon, 2s.”—Irvine Times, May 15, 1885

Scotia leaving Irvine

“Curd Fair.—Pleasure excursion to Arrochar.—The fine saloon steamer Scotia, (casualties excepted) will sail on Saturday, 16th May, from Irvine, at 9.30 a.m. and from Ardrossan at 10 a.m. (Train from Kilmarnock at 8.50 a.m. for Irvine and Ardrossan). Leaves Arrochar at 4 p.m., connecting at Ardrossan with 7, and at Irvine with 7.20 p.m. Return fares—From Ardrossan, Steerage, 1s 6d; Saloon, 2s; From Irvine, Steerage, 2s; Saloon, 2s 6d.”—Irvine Times, May 15, 1885

“Saturday afternoon excursion to Rothesay for one shilling.—On Saturday afternoon, 30th May, the swift saloon steamer Bonnie Doon (casualties excepted) will sail from Irvine at 3 p.m. and from Ardrossan at 3.30 p.m. Train from Kilmarnock at 2.20 p.m., for Irvine and Ardrossan. Returning in time to connect with 8.50 p.m. train from Ardrossan, and 9.23 train from Irvine to Kilmarnock. Return fares—Steerage, 1s; Saloon, 1s 6d.”—Irvine Times, May 29, 1885

At the end of 1882, disaster struck for the Irvine Harbour Trust. The Irvine tug grounded on the bar at the mouth of the river and, in heavy seas was badly damaged. Attempts were made to save the vessel but the plans which involved emptying out the water by buckets at low tide, were unsuccessful.

“Irvine tug ashore.—On Wednesday afternoon the Irvine tug left Irvine harbour for Ayr to tow a vessel to Irvine port to load. It was low water at the time, and she stranded while crossing the bar. There being a stiff wind from the south-west she swung round and drifted across the bar towards the North Perch. In the course of an hour the position of the tug was such that fears were entertained for the safety of the crew. The lifeboat was launched, and they were all safely rescued. Towards evening the waves dashed over the vessel, and fears were entertained for her safety. The tug was purchased eleven years ago at a cost of about £4000. She was not insured. On Wednesday night a severe gale blew, and on Thursday the weather was so stormy that no attempt could be made to float the vessel.”—Ayr Observer, December 22, 1882

“The stranded Irvine tug.—In consequence of the recent gale the tug stranded at the entrance to Irvine Harbour has split into two halves. The hull is thus rendered useless, but attempts will be made to save the boilers and machinery.”—Glasgow Herald, January 26, 1883

In March, 1883, members of the Trust travelled to South Shields and purchased the tug Vivid for £1,975. She had been built of iron in 1863 by Messrs T. Hepple & Son, Low Walker, Newcastle, and was of similar dimensions to the Irvinewith engines of 50 h.p.

In August, 1884, the Vivid was taken to Ayr for repairs.

“The Harbour Trust are sincerely to be pitied. Their hopes at times are high in the anticipation that since they have remedied an unfortunate accident, they would have rest and peace to go on with their ordinary business. But as in their accounts, so in their business, extraordinary incidents will creep up. When the poor unfortunate tug Irvine was laid in her last resting place, and the tin pails had gone no one knows whither; when the Vivid was purchased and her price paid, all was done that a Trust could do. They had bought the Vivid on the faith of two of their Members, relying on their report. Here I will say nothing regarding the report just now, but it appears that since the tug has been placed on the stocks for slight repairs and opened up, she is disclosed as not unlike the Highlandman’s gun, requiring now or very soon, new stock, lock, and barrel. Commencing the repairs seem to be like putting a patch on a rotten piece of cloth. One Member reported to the Trust that she only required some slight repairs, whilst a couple of nights after, the Harbour Master brings up a very black report, and that Member before the report is read, has some very important business outside the Trust and leaves. As the full extent of what the tug will require is not exactly known, the Trust find their visions of surplus disappearing. Now I do hope that there is in the Harbour Trust such men of independent mind, as will cause a through investigation to be made regarding the report which was made to them, as to cause them to purchase the vessel, and endeavour to find out why that report is so much at variance with the actual state of matters as revealed.”—Irvine Express, August 22, 1884

Some repairs were carried out and in the interim, the tug Defence was hired to cover in the Harbour. The matter of the Vivid arose again in December, 1885, when a new boiler was required. A thorough inspection of the state of the hull was proposed before replacement of the boiler should take place. In January, 1886, it was reported that a new boiler could be installed for £367. However, there were some who felt the tug was not worth saving as the hull was in a dangerous condition. In April, estimates were sought for the purchase of a new tug; this would be £3,480. The Trust also inquired about the purchase of the screw tug Osprey from the Glasgow and Greenock Shipping Co. In June, it was decided to pursue a new tug, and the offer from Messrs M‘Knight was preferred. The Vivid remained in service.

“Launch of the Irvine tug.—On Tuesday the members of the Irvine Harbour Trust proceeded to Messrs S. M‘Knight & Co.’s shipbuilding yard, Ayr, to witness the launch of the tug which has been built for the Trustees. The weather was wet, but caused little inconvenience, as very little time was occupied with the naming and launching ceremony. This took place shortly after twelve o’clock. At a given signal, Miss Miller, Irvine, daughter of Councillor Miller, broke a bottle of wine upon the bows of the George Brown, the name given to the tug. There was a cheer as it began to move. The slip upon which the tug rested was held by a strong wire rope, and by this the tug was lowered gently until it floated in the Shipbuilding Company’s dock; Miss Miller was accompanied by her sister, Miss Annie Miller, and by Miss M‘Gillivray, Irvine. The Harbour Trustees present were Bailies M‘Gillivray and Armour, Deen-of-Guild Armour, and Messr Hay, Weir, J. F. Langmuir, T. Armour, H. Watt, W. L. Miller, N. Jaffrey, and M. Jaffrey, the other gentlemen present being Mr Dickie, Town-Clerk; Mr M‘Knight, Mr James Donaldson, C.E., who prepared the specifications for the tug and superintended the the construction of hull and machinery; Mr Boyd, harbour-master; Irvine, and Mr Fiddes, harbour-master, Ayr.

“The tug is 92 feet long, 18 feet beam, and 9 feet 2 in. depth moulded. The bottom is of steel, which will be less liable to fracture than iron, if the vessel grounds. The topsides are of iron. Surface condensing engines and steam tubular boiler will be put on board by Mr Kemp, engineer, Glasgow. The engine cylinders are 36½ inches, and 4 feet stroke, and variable cut-off valve has been fitted. The boiler was constructed to stand a pressure of 50 lbs. to the square inch. The engines are made disconnected, the effect of this arrangement being, that one paddle may be worked ahead while the other is going astern, with the result that the tug may be turned quickly and easily in the narrow riverway at Irvine harbour. Engines and boiler are placed with no side-bunkers, so that the hull can be cleaned or repaired at any time. The coal bunker is abaft the machinery. A novel feature is a hutch opening into the bunker from the deck. Through this hutch coal may be tipped from wagons, as into the hold of a vessel, and much time will be saved in bunkering. Napier’s patent windlass for heaving anchors and moving the vessel is fitted on the deck near the bow. The windlass works by steam or hand. Under the fore-deck four bunks and other suitable accommodation are provided for the crew. In the stern of the vessel are quarters for captain, mate and engineers. A companion-way and skylight over this portion of the deck are of teakwood, like sundry other deck fittings. The cost of the tug will be about £4,000. After the launch there was an inspection of the tug, which was moored to the dock.”—Ayr Observer, January 14, 1887

The New Tug—Poem by “Robert Burns”

“In reply to our Correspondent, “Robert Burns,” we have to state that the following gentlemen, members of Irvine Town Council, are also members of the Irvine Burns Club: Prevost Wright, Bailie M‘Gillivray and Councillor Weir. Then there is the Provost’s kinsman according to the flesh, ex-Bailie Maclachlan, whose seat in the Council Chamber is hardly cold yet; and we have known of at least one other member of the present Council who was a member of the Irvine Burns Club a few years ego.”—Irvine Times, February 18, 1887

The tug George Brown at Irvine (Valentine)

“The trial trip of the new tug George Brown of Irvine, built by Messrs M‘Knight & Co., Ayr, for Irvine Harbour Trustees, took place on the Gareloch on Friday. On the invitation of the builder, the Harbour Trustees and Mr George Brown joined the vessel at Princes Pier, Greenock. After the compasses were adjusted, the new boat ran the measured mile and attained the speed of about nine knots per hour. The steering gear, however, did not work satisfactorily and some alterations will require to be made on it and other parts of the machinery. She left Greenock about half-past six o’clock after landing the company, and arrived in Irvine about four o’clock on Saturday morning. Shortly after leaving Princes Pier a dense fog was encountered, and Mr M‘Knight deemed it prudent to put into Wemyss Bay until the weather improved. Throughout the greater portion of Saturday and again on Sunday the new tug was inspected by numerous ratepayers who criticised her appearance freely. The Harbour Committee met at three o’clock on Saturday afternoon, when the Harbour Master brought before the meeting the result of the trial on the previous day. Mr Donaldson was consulted regarding the steering gear and the conduct of the engines, and we understand that certain defects will be remedied before the tug is taken over by the Trustees.”—Ayrshire Post, February 18, 1887

The fate of the Vivid was soon settled

“A communication from Messrs M‘Gill & Co., Irvine, stated that they were prepared to estimate for any repairs to be done on the tug. The committee recommended that the tug Vivid be put into the slip, to be cleaned. This was all the business. She was cleaned and covered in black varnish and then laid up in the Garnock. In March 1888, there was a proposal to advertise the vessel for sale but a dispute over the inclusion of the alternative to hire the vessel referred the question back to committee. A sale, was eventually confirmed in April 1889

“Sale of the tug Vivid.—At a special meeting of Irvine Harbour Trustees held last night—Provost Watt presiding—it was agreed to dispose of the spare tug Vivid, which has for some time been lying up in the Garnock, to Mr Douglas, Belfast, for the sum of £600. Mr Douglas, who was present, accepted the terms condition that the hull was found on inspection to be in a satisfactory state. The Vivid is accordingly be placed on the slip Ayr to-day.”—Greenock Telegraph, April 27, 1889

Tug George Brown towing sailing vessels down river

The tug George Brown, named after a former Provost, was a success and served the Harbour until 1956 when she was replaced by the M.V. Garnock.

The silting of the river and the bar continued to present problems.

“Sir,—Within the last two months I have observed several trains of coal, which arrived at the harbour for shipment, sent to Ardrossan and Troon. For want of water on the bar, steamers and sailing vessels have had to go elsewhere to receive cargoes, so that the sooner the Harbour Trustees attend to their own and the interest of the traders the better for all concerned.—Yours &c., Dredger.”—Irvine Herald, November, 21, 1890

“Sir.—Being a regular reader of the Irvine Herald, and having read is last week’s issue, the letters anent the harbour and state of the bar, I beg to draw your attention to the following: On Friday, the 21st last, the steamer Gem of Glasgow arrived to load a cargo of 440 tons of coal, but as there was not water on the bar for her to sail with this quantity, she short-shipped 80 tons, which is a serious loss to the owners, and not encouraging to them to send other steamers here, to go short of their cargoes or to be neeped till there would be water for them to get over the bar.

“This is only one case of late out of many might which might be mentioned, so that the falling off in the shipment of coal for several weeks past, must be attributable to this cause, as there are large quantities of coal on the quay ready for shipment, so that it is for want of water on the bar that steamers and sailing vessels are not frequenting the harbour as formerly.

“I think it is time that the Harbour Commisioners “were doing their duty” by getting the bar deepened. Lately there was a great want of craneage to overtake the shipping—now there is a great want of shipping to utilise the craneage.—Yours &c., Sheugh.—Irvine, November 28, 1890”—Irvine Herald, November 28, 1890

The following year, the Trust responded with the purchase of a new dredger, Irvine, completed by Messrs Simons & Co., Renfrew. She replaced an earlier craft, purchased in 1869.

Schooners at Irvine Harbour around 1900

A topsail schooner leaving Irvine with a tug, possibly the Troon

Irvine Harbour thrived into the new century and found the benefit of the nearly chemical industries. Although passenger traffic never did revive, there were occasional excursions, although it was much easier for the inhabitants to travel to Ardrossan or Troon where there was much greater variety.

After the first world war, the harbour became a favoured spot for the winter lay-up of some of the Clyde steamer fleet. The scene below must date from the early 1920s and shows the turbine steamer fleet of Queen Alexandra, with King Edward to the rear, and the paddle steamer Lord of the Isles alongside.

The Turbine Fleet laid up at Irvine

The second scene shows the MacBrayne steamer Grenadier in 1925.

Irvine Harbour in 1925

After the second world war, trade began to diminish although the chemical industry, now owned by Imperial Chemical Industries, Ltd., sustained the operation. In the 1960s, dredging became less frequent and the harbour gradually silted up.

Ian Anstruther, “The Knight and the Umbrella” Alan Sutton, Gloucester, 1986.

Peter Buchan, “The Eglinton Tournament and Gentlemen Unmasked,” Simpkin, Marshall & Co., London, 1840

Ian J. Dickson, “Irvine Harbour—Dredgers and Tugs,” Irvine Harbourside Heritage, March 2014

P. N. Thomas, “British Steam Tugs,” Waine Research, Wolverhampton, 1983