The Lochlomond Steamboat Company formed from an amalgamation of the New Lochlomond Steamboat Company, owners of the steamer Water Witch, and the assets of Messers Napier and M‘Murrich, owners of the steamer Lochlomond, in 1845. The agreement between the companies is presented below. It was drawn up in 1844 but the legal issues to obtain agreement with all the parties took several months. The basic agreement split the 80 shares of the new company equally between the original owners of the Water Witch (40 shares) and Messers Napier (20 shares) and M‘Murrich (20 shares). John M‘Murrich was in ill-health and 15 of his shares were sold to three new shareholders Duncan Mitchell (5 shares), James M‘Kinlay (5 shares), and William M‘Niven (5 shares). This also diluted the power of the Napier faction. Much of the information quoted comes from “Lochlomond Steamboat Companies,” by Donald Macleod unless indicated otherwise.
“Copy Contract of Agreement and Mutual Assignation by The Lochlomond Steam Boat Company.
“It is contracted, agreed, and ended between the parties following, namely: The Most Noble John Marquis of Breadalbane; Sir Robert Menzies of Menzies, Baronet; William John Lamb Campbell, Esquire, Glenfalloch; James Ewing, Esquire, Strathleven; William Campbell, Esquire, of Tillichewan, near Dumbarton; Mrs Jean Donald or Currie, innkeeper in Dumbarton; John Bell, flesher, there; James Ferguson Wylie, factor to the said Marquis of Breadalbane, residing at Bolfracks, near Aberfeldy; Alexander Macgregor, residing at Stronefearnan, in the parish of Kenmore; Michael Waddell, writer in Glasgow; Miss Mary Watson, residing at Inverarden, near Tyndrum; James Menzies, grazier at Glenfalloch; Archibald Fletcher, innkeeper at Tyndrum; Robert Walker, Esquire, of Brownieside, residing at Whitebank, near Glasgow; William Ainslie, merchant in Fort William; and Alexander Ritchie, residing at Bankhead, near Bonhill, copartners carrying on business as a Joint Stock Company for sailing a steam vessel on Lochlomond, under the name and designation of the New Lochlomond Steam Boat Company, on the first part; and David Napier, Esq., of Glenshillish, in the County of Argyle, and John M‘Murrich, Esquire, of Stuckgown, near Arrochar, on the second part; and Duncan Mitchell, grazier at Blairvockie, in the Parish of Buchanan; James M‘Kinlay, Esquire, Glenmill, in the Parish of Campsie; and William M‘Niven, grazier at Shemore, in the Parish of Luss, on the third part, in manner after mentioned: Whereas the said second party are owners of the steamboat called Lochlomond, which they have for some years past sailed on Lochlomond; and whereas the said first party entered into partnership for sailing a steamboat on the said Loch, conform to Contract of Copartnery entered into among them, dated the twenty-second and twenty-eighth days of June, the second, eighth, and thirteenth and fifteenth and nineteenth days of July, and eighth day of August, all in the year of Eighteen Hundred and Forty-Four, and as such purchased and are owners of the steamboat called Waterwitch, at present plying on the said Loch. And whereas it has been considered by the said whole parties for their mutual advantage, and also for the better accommodation of the public, that the said concerns or Companies should be merged into one, and that another steamer should be established to ply on Loch Catrine in connection with the steamers on Lochlomond, and after several meetings between the parties it has been agreed that the said steam boats and whole stock of the said concern should be valued and transferred to trustees for behoof of the united Company, and that the first party should hold and be entitled to one half of the stock of the said united Company, and be interested in the profit and loss thereof to the extent of one half in the proportions after written. And that the second party and the third party should hold and be entitled to the other half of the said stock, and be interested in the said profit and loss thereof to the extent of the other half, in the proportion also after written. And whereas for the purpose of carrying the said arrangement into effect, the said steam vessels called Lochlomond and Waterwitch, with the other effects belonging to the said concern, have been valued and the value of the steam boat and effects belonging to the said first party have been ascertained to be the sum of one thousand three hundred and thirty-two pounds sterling, and the value of the steam boat and effects belonging to the said second party have in like manner been ascertained to be the sum of one thousand two hundred and twenty-two pounds sterling, the difference or one hundred and ten pounds between the said amounts being payable or accountable for by the second party to the first party, according to their respective interests in the said “New Lochlomond Steam Boat Company.” And whereas the said John M‘Murrich has agreed to transfer a part of his interest in the said new Company to the extent of fifteen shares, in the proportions after mentioned, to the said Duncan Mitchell, James M‘Kinlay, and William M‘Niven, who have severally settled with the said John M‘Murrich the consideration therefore. And whereas it is proper and necessary that the said arrangements should be reduced to writing, it is therefore agreed by the said several parties as follows:—
“1st. That in so far as not herein specially altered, the said Contract of Copartnery of the said “New Lochlomond Steamboat Company,” and whose articles, clauses, provisions, stipulations and conditions thereof shall be and are hereby adopted as the Contract of Copartnery of the united Company, and shall be equally binding on all the partners thereof, as if the same had been verbatim engrossed herein.
“2nd. That the name or designation of the united Company shall be “The Lochlomond Steam Boat Company,” and the same shall be held to have commenced as on the fifteenth day of May last, notwithstanding the date hereof.
“3rd. That the Capital Stock of the said united Company shall be three thousand two hundred pounds sterling, divided into eighty shares of forty pounds each, and which shares shall be held by and vested in the said several Partners in the proportions following, namely: The said John Marquis of Breadalbane, eight shares; the said Sir Robert Menzies, two shares; the said William John Lamb Campbell, two shares; the said James Ewing, two shares; the said William Campbell, two shares; the said Mrs Jean Donald or Currie, two shares; the said John Bell. four shares; the said James Ferguson Wyllie, two shares; the said Alexander M‘Gregor, two shares; the said Michael Waddell, two shares; the said Mary Watson, two shares; the said James Menzies, two shares; the said Archibald Fletcher, two shares; the said Robert Walker, two shares; the said William Ainslie, two shares; the said Alexander Ritchie, two shares; the said David Napier, twenty shares; the said John M‘Murrich, five shares; the said Duncan Mitchell, five shares; the said James M‘Kinlay, five shares; and the said William M‘Niven, five shares; and according to which said several shares and proportions of the Capital Stock the Partners shall have a right to the profits, and be liable for the losses of said business and be bound to relieve each other of the debts and engagements to the Company.
“4th. That in order to provide for the increased capital of the said united Company beyond the estimated value of the steamboats and effects of the said concerns as aforesaid, and in order to equalise the difference of value between the steam boats and effects belonging to the first and second parties, the said first party shall pay the sum of six pounds fourteen shillings sterling for each share held by the individual partners composing the same of the Capital Stock of the said united Company, and the second and third parties shall in like manner pay the sum of nine pounds nine shillings sterling for each share of the said united Capital Stock held by them respectfully, and accordingly the said several parties hereto bind and oblige themselves, their heirs, executors and successors, to pay to the said John Bell as the secretary and treasurer of the said Company, on or before the _____day of _____next, the sums exigible from them respectively in terms of this article.
“5th. It is hereby agreed that the said John Bell, Michael Waddell and Duncan Mitchell shall be the Directors of the united Company till the next annual meeting of the Partners to be held in terms of the said Contract of Copartnery.
“6th. It is like-wise hereby agreed, in order to extend the means of local communication by placing a steamer on Loch Catrine, that the said united Company shall, as they hereby assume and take over the steam boat contracted for by the said David Napier, and presently in course of construction by Thomas Wingate, engineer, Glasgow, to be called Rob Roy, at the price stipulated between those parties, being four hundred and twenty-five pounds sterling, exclusive of the expense of her removal to Loch Catrine, and the united Company hereby bind themselves to pay the price of the said steam boat to the said Thomas Wingate in terms of the contract between him and the said David Napier, and which boat shall be sailed on Loch Catrine under the directions of and in manner specified by the Directors of the said Company assembled at a public meeting.
“7th. It is hereby agreed further that the whole steam vessels, stock and effects of the said united Company, as well as all future venditions, assignations, securities, and other writings, to be executed in favour of the Company, shall be taken, vested in, and held by the following Partners, namely: the said James Ewing, John Bell, Michael Waddell, and Duncan Mitchell, while they remain Partners (secluding their heirs and executors, and by the survivor or survivors of them in the event of the decease of the rest, as trustees for behoof of the Company. Declaring that any two of the trustees foresaid shall be a quorum while they are alive, and in order to vest the said steam boats and stock on the said trustees, the said first party and the said James Ewing, John Bell, Mrs Donald or Currie, and Michael Waddell, at present trustees for behoof of the said New Lochlomond Steam Boat Company, by direction, and with the specia1 advice and consent of the said first party, hereby assign, dispone, convey, and make over all and whole the said steam boat or vessel called the Waterwitch, with her whole machinery, masts, sails, anchors, cables and appurtenances, and also the whole stock and effects belonging to the said New Lochlomond Steam Boat Company, and as delivered over on the said fifteenth day of May last and the said second party, with consent of the said third party, hereby assign, convey, dispone, and make over all and whole the said steam boat called the Lochlomond, with her whole machinery, boats, masts, sails, anchors, cables, and appurtenances, and also the whole stock and effects connected therewith, belonging to the said second party, as delivered over on the said fifteenth day of May last. And also the said contract between the said David Napier and Thomas Wingate for building the said steam boat to be called the Rob Roy, intended to be sailed on Loch Catrine, to and in favour of the said James Ewing, John Bell, Michael Waddell, and Duncan Mitchell, while they remain Partners of the said Lochlomond Steam Boat Company, as Trustees for themselves and the other Partners of the said Company before named, and for any other person or persons who may hereafter become Partners of the said Lochlomond Steam Boat Company, and to the survivor or survivors of the said Trustees, and to any other person or persons who may hereafter be nominated by the Directors or Members of the said Company in virtue of the powers conferred on them by the contract in place of the Trustees above named in the event of their death or of their being disqualified to hold the said office as Trustees, and to their or his assignees (secluding their heirs and executors), any two of them to be a quorum while two are alive, and to the survivor in case of the decease of the rest. But declaring, always that the said Trustees and their foresaids shall hold said steam boat, stock, and effects in trust always for behoof of themselves and the whole other Partners of the said Lochlomond Steamboat Company, future as well as present, and that they shall have discretionary power relative to the disposal or employment of the steam vessels, which shall always be under the management of the said Company or of the Directors appointed by them, neither shall the said vessels, stock and effects be affected by their debts or deeds, and they or their foresaids shall always be bound at any time when required to denude themselves thereof by habile conveyances, and to convey and grant, regular assignments or venditions of the same at the Company’s expense to such person or persons, and upon such terms and under such conditions as may be agreed on, or appointed by a General Meeting of the Partners, or by the Directors of the said Company, with warrandice from their own facts and deeds only. And the parties consent to the registration hereof in the books of Council and Session, or others competent, therein to remain for reservation, and that all necessary execution may poss on a decree to be interponed hereto in common form and thereto constitute [blank] their procurators.
“In witness whereof these presents, written on this and the six preceding pages of stamped paper by George Gray, clerk to the said Michael Waddell, are subscribed by the several parties under the declaration that the united Company shall be bound, as they hereby bind themselves, to free and relieve the said David Napier of all obligations in relation to the said steamer Rob Roy, and also that the word “Katrine,” on the fifth line counting from the top of the second page hereof, is written on an erasure as follows, viz.: by the said William Campbell and Michael Waddell, both at Glasgow, on the Fourteenth day of July, Eighteen Hundred and Forty-five Years, before these Witnesses:—Thomas Wilkie and William Caldwell Templeton, both clerks to the said Michael Waddell; and by the said John M‘Murrich, at Tarbet, near arrochar; and the said Duncan Mitchell, William M‘Niven, Mary Watson, and James Menzies, at Inverarnan, on the fifteenth day of the said month of July and year last mentioned, before these witnesses: William Ewing, pilot; Donald M‘Gregor, steward; and Daniel M‘Pherson, under steward; all on board the said steamer Waterwitch, and severally residing at Balloch; and John Mitchell, grazier, at Succoth, near Arrochar; and by the said John Bell and Mrs Jean Donald or Currie, both at Dumbarton, on the same day, before these witnesses: Malcolm Smith, coachman in Dumbarton, and Peter Allan, residing there; by the said Robert Walker, James M‘Kinlay, and Alexander Ritchie, at Glasgow, on the eighteenth day of the month and year last mentioned, before these witnesses: the said Thomas Wilkie and William Caldwell Templeton; by the said James Ewing, at Glasgow, the first day of August, and year last mentioned, before these witnesses: James Buchanan and Andrew Cornfute Davidson, both clerks to James Ewing & Company, merchants in Glasgow; and by the said David Napier, also at Glasgow, on the day last mentioned, before these witnesses: the said Thomas Wilkie and William Caldwell Templeton, both before designed; by the said John Marquis of Breadalbane, at Taymouth Castle, on the nineteenth day of August and year last mentioned, before these witnesses: John M‘Pherson, his lordship’s butler, and James Lothian Donald Ferguson, residing at Bolfracks; by the said Sir Robert Menzies, William John Lamb Campbell, and James Ferguson Wyllie, at Aberfeldy, on the 11th day of October and year last mentioned, before these witnesses: David Duff, accountant, and Alexander Anderson, clerk, both in the office of the Central Bank of Scotland at Aberfeldy; by the said Alexander M‘Gregor, also at Aberfeldy, on the eighteenth clay of October and year last mentioned, before these witnesses: the said David Duff and Alexander Anderson, before designed; and by the said William Ainslie and Archibald Fletcher, both at Tyndrum, on the eighth day of November and year last mentioned, before these witnesses: Alexander Campbell, residing at Fort William, and Donald Fletcher, residing at Tyndrum.
“We, James Gilchrist and Robert Watt, Notaries Public, and co-notaries in the premises, at the desire and request of the above named and designed John M‘Murrich, do hereby subscribe on his behalf the foregoing contract, agreement, and mutual vendition, the same having been previously read over and explained to him, he having declared to us that he was unable to subscribe the same himself from paralysis, and he having, in token of his consent and desire and authority to us, touched our pens respectively before, and in presence of, the witnesses above named and designed.
“(Signed) Fide et Fedietia, Hobert Watt, N.P., Veritas soincit, Jas. Gilchrist, N.P., Alex. Ritchie, Duncan Mitchell, James MacKinlay, William M‘Niven, David Napier, William Ainslie, Breadalbane, Robert Menzies, Wm. J. L. Campbell, Jas Ewing, Wm. Campbell, Jean Currie, John Bell, J. F. Wyllie, Alex. M‘Gregor, Mich. Waddell, Mary Watson, James Menzies, Arch. Fletcher, Robert Walker. J. L. D. Ferguson, witness; John M‘Pherson, witness; Thomas Wilkie, witness; W. C. Templeton, witness; James Buchanan, witness; A. C. Davidson, witness; W. C. Templeton, witness; Thomas Wilkie, witness; Daniel M‘Pherson, witness; Donald M‘Gregor, witness; W. C. Templeton, witness; Thomas Wilkie, witness; J. Mitchell, witness; William Ewing, witness; Peter Allan, witness; Malcolm Smith, witness; David Duff, witness; Alex. Anderson, witness; David Duff, witness; Alex. Anderson, witness; Alex. Campbell, witness; Donald Fletcher, witness.
Certified List of the Partners of the Lochlomond Steam Boat Company.
“We, the Directors of the Lochlomond Steamboat Company, certify the above to be a correct list of the names and designations of all the Partners of the Company. John Bell; Duncan Mitchell; Mich. Waddell.”
The steamers continued their connection to sail to Inverarnan by the canal at the head of the Loch to accommodate through traffic by the Marquis of Breadalbane coach to Fort William and the other coach connections to Perthshire. They also absorbed the commitment made by David Napier for the construction of a steamboat for Loch Katrine. The Water Witch had been sailing year-round with goods and passengers, and this was also to be maintained by the new concern. Advertisements for the year highlighted these commitments.
“Lochlomond, The Trossachs, and the North and West Highlands. The Beautiful Steamer Water-Witch plies daily on Lochlomond, starting from Balloch Bridge for Inverarnan on the arrival of the coaches from Dumbarton about half-past nine o’clock morning, and calling at all the intermediate ferries. The steamers for Dumbarton leave Glasgow at seven o’clock, each morning.
“The Steamer Lochlomond also plies on the Lake daily, starting from Balloch each afternoon at two o’clock, and returning from Inverarnan on the following morning at eight o’clock. This steamer likewise calls at the usual places. Parties leaving Edinburgh and Ayr, and the stations intermediate, by the morning railway trains, and by the boat, which leaves the Broomielaw at eleven o’clock, will be in time for this steamer, and thus be enabled, in addition to surveying the romantic beauties of the Queen of Scottish Lakes, to spend the afternoon amidst the sublime scenery of Glenfalloch and Auldchurn, and return home next day. Ample, and comfortable accommodation is presented at the Inn at Inverarnan, on which important additions and improvements are being made.
“The Company will likewise station their third steamer, Rob Roy, on Lochcatrine, about the end of June. The hours of sailing of this Steamer will be adapted to those of both vessels on Lochlomond, so that passengers landing at Inversnaid, either in their course up or down the Lake, may find the boat ready to start on their arrival at Coalbarn on Lochcatrine.
“The Water-Witch plies in connexion with the following new and well-appointed Coaches, which start from Inverarnan on her arrival:—To Inverness daily, by Glenfalloch,—The Black Mount—Glencoe—Fort-William and Bennevis—Lochiel, Lochlochy—Loch-Oig—and Loch Ness—a route for varied grandeur and sublimity unsurpassed in Europe; and by Crianlarich—Benmore—and Lochdochart—to Killin, whence conveyances ply to Stirling by Glenogle—The Pass of Lenny—Callander—and Doune—on the one hand, and Perth—Loch Tay—Kenmore—and the Princely Domains of Taymouth Castle—Aberfeldy—and Dunkeld—on the other. Tourists for the Western Highlands land at Tarbet, whence an elegant light coach proceeds by Arrochar—Glencroe—and Glenfinlas to Inverary.
“The Steamers for Dumbarton leave the Lower End of the Broomielaw daily, at the following hours, viz: 7 and 11 morning and 4 and half-past 6 o’clock afternoon; returning at 8 morning, 12 noon, and half-past 3, and 6 o’clock afternoon. On their arrival at Dumbarton there are handsome and commodious omnibuses waiting at the quay, which proceed with the passengers direct to Lochlomond.
“Fares on Lochlomond—Cabin, 2s 6d. Breakfasts, Dinners, Wines, &c, of the very best description, supplied on board each of the Company’s steamers.—Dumbarton, 6th June, 1845.
“The Steamer Prince Albert plies every Morning at ½-past 7, from Glasgow Bridge to Arrochar, and returns about ½-past 3 Afternoon. Tourists after viewing the whole of Lochlomond, by landing at Tarbet may return by Lochlong; or going by Lochlong, can return by Lochlomond. Steamers’ fares for the route by both Lochs: cabin 5s.; steerage 3s. 6d. Tickets supplied by the Captains of either of the steamers. N.B —The Prince Albert will likewise Sail every Saturday Afternoon, at 6 o’Clock, from Greenock for Arrochar, and return on the Mornings of Monday.”—Stirling Observer, June 26, 1845
Fares on the coaches between Dumbarton and Balloch were also reduced.
“Loch Lomond.—We observe that the handsome steamer Water Witch is now plying on this magnificent loch daily. At this season, when all who can spare the time are bent on a temporary escape from business, we have no doubt the facility thus afforded for visiting the “Queen of Scottish lakes” will be joyfully embraced by thousands. There is no excursion in this neighbourhood so short, conducing to scenery so delightful. What with the usual Clyde steamers, and omnibuses running from Dumbarton to Lochlomond, the latter may be said to be brought our very doors; and the splendid route which it opens up to more distant parts of the Highlands must render it also highly attractive to those desirous of a more lengthened tour. In connection with this subject, the exertions of Mr. Walker of the comfortable inn of Balloch, are particularly deserving of notice. The drive from Dumbarton to Balloch, which formerly cost the traveller 2s. 6d. has been reduced by Mr. Walker to a shilling, while the accommodation supplied is infinitely superior. The entire excursion from Dumbarton to the head of the Loch and back, even in the absence of competition, can now performed for a trifle.”—Glasgow Citizen. June 14, 1845
In September, the Rob Roy was noted to be in the process of being hauled up the hill at Inversnaid. This was not successful and she was taken apart and later moved in eight carts. About this time, an interdict was served on the Company to prevent them from moving the Rob Roy to Loch Katrine. However, it was quickly lifted and negotiations commenced with Lord Willoughby. These were resolved on April 8, 1847, whereby the tenant of the Trossach’s Inn obtained a half-interest in the Rob Roy.
“Lochlomond and Loch Catrine. —We noticed lately that an interdict had been granted by the Court of Session, on the application of Lord and Lady Willoughby d’Eresby, prohibiting the Lochlomond Steamboat Company from placing a steamer on Loch Catrine, to facilitate the communication now so extensive between Lochlomond and the Trosachs. The project, as supplying an important public accommodation, had previously, we believe, received the sanction, both of his Grace the Duke Montrose and M‘Gregor of Glengyle, who own the greater part of Loch Catrine and its shores, and anticipating no obstacle to their plan, the Company got a suitable vessel constructed, and had made arrangements to remove it to the station, when the interdict was served on them. We have learned, however, that the Lord Ordinary, on hearing parties on Friday last, recalled the inderdict, and, we observe that the Company still intend, notwithstanding the advanced state of the season, to transport the steamer to Loch Catrine in the course of the present week, so that the public may yet enjoy a more safe and regular, and, at same time, we doubt not, a cheaper method of conveyance through this romantic and delightful district, than they have hitherto experienced.”—Glasgow Herald, September 8, 1845
The winter service on Loch Lomond was provided on two days a week.
“Lochlomond.—The steamers Water Witch or Lochlomond sail every Tuesday and Friday from Balloch Bridge, about 11 o’clock forenoon, to Inverarnan, and returns every Wednesday and Saturday from Inverarnan, at 11 o’clock Forenoon, to Balloch, calling at all the usual Landing Places going and returning. Passengers, by this arrangement, can be in Glasgow and Edinburgh the same day. In connection with the steamer, a coach starts from Inverarnan to Killin, every Tuesday and Friday, on the arrival of the Steam-boat, and returns every Wednesday and Sarurday from Killin to Inverarnan, in time for the Steamer to Balloch. The Dumbarton steam-boat, with passengers for Lochlomond, starts from the Lower End of the Broomielaw, at 8 o’clock Morning. Dumbarton, 21st Nov., 1845.”—Glasgow Courier, November 25, 1845
Revenues for the season were healthy. The principal morning steamer, Water Witch, provided the bulk of the profit, while the afternoon steamer was less heavily used.
“At a special general meeting held at Dumbarton on 7th November, 1845, Mr Bell, the treasurer, laid upon the table the whole accounts brought down to 31st October, which showed an abstract balance in favour of the Company of £764 3s 1d from the Waterwitch, and £60 0s 3d from the Lochlomond, for the periods they sailed during the season—the former vessel having plied on her station from 15th May to the end of October; and the latter from 7th June till the end of September.”
In 1845, an Act made its way through Parliament authorizing a railway on the north bank of the Clyde in conjunction with the Caledonian Railway. The Dumbarton Steam Boat Company, recognizing the threat to its lucrative contribution to the Loch Lomond tourist trade, approached the Lochlomond Steamboat Company regarding an amalgamation. The proposal was declined. Nevertheless, relations between the two companies remained cordial with mutual advertisements.
The relatively poor use made of the afternoon steamer in 1845 offered an opportunity for Mr Ainslie of Fort William, one of the shareholders to purchase the Lochlomond in February, 1846 for £900 after she was brought down the Leven to be delivered at Dumbarton. He renamed her Glencoe and placed her on Loch Ness stage to provide a connection to Inverness on his elaborate web of connections from Glasgow that included the Waterwitch on Loch Lomond to Inverarnan, the Marquis of Breadalbane coach, and the Queen of Beauty steamer between Oban and Fort William.
Glencoe (ex Lochlomond) on the Caledonian Canal
At the shareholder’s meeting on March 7th, 1846, a proposal was made to get substantial piers built at Inversnaid, Tarbet, Luss and Balloch, to replace the ferries at these places. “Messrs Bell and Mitchell, as a quorum of directors, were appointed to wait on Mr M‘Murrich (the laird) and Mr Fyle (innkeeper) at Tarbet, and Mr Waddell was likewise appointed to correspond with the Duke of Montrose and Sir Jas. Colquhoun as to obtaining similar rights from them at Inversnaid and Luss.” There was a pier in the Leven at Balloch Bridge, and a new, larger construction appears to have been added at this time. Later in the summer, a wharf was built at Tarbert by Mr M‘Murrich, followed by Inversnaid in the following year or so and the other piers followed over the next few years.
The summer arrangements of 1846 had the Waterwitch making a double journey on the Loch daily. The crew had a long day.
“Lochlomond and Lochcatrine, and the North and West Highlands (summer arrangements.)—The steamer Waterwitchsails on Lochlomond every lawful day—starting from Balloch to Inverarnan, Glenfalloch, on the arrival of the coaches from Dumbarton, about half-past 9 a.m., and calling at all the intermediate ferries, and leaving Inverarnan for Balloch about 2 o’clock afternoon. The steamer to Dumbarton, with passengers for Lochlomond, leaves Glasgow every morning at 7 o’clock.
“On and after Monday the 22d June, the Waterwitch will likewise sail from Balloch to Inverarnan every evening on the arrival of the coaches at 6; and return next morning at half-past 5 o’clock.
“The steamer Rob Roy plies daily on Lochcatrine, in connexion with the steamer on Lochlomond, leaving the Trossachs, or east end of the Lake, every morning at half-past 8 o’clock, with passengers to Coalbarns, at the west end of the Lake, to meet the Steamer Waterwitch at Inversnaid, in her course to the head of Lochlomond; at half-past 11 forenoon to meet her on her passage down to Balloch; and also at 3 o’clock afternoon. Passengers from Lochlomond, in like manner, proceed to the Trossachs by the steamer on Lochcatrine, which leaves Coalbarns every morning at half-past 9, and 2 and 4 afternoon. The steamer sails the course in about half-an-hour, and the steam-boats on Lochlomond start immediately on the arrival of her passengers.
“A well-appointed coach runs in connexion with the Rob Roy Steamer from Stirling to the Trossachs, leaving Stirling every morning at half-past 5 o’clock, and returning in the evening at 5. Fares on Lochlomrond—Cabin, 2s. 6d. Breakfasts, dinners, wines, &c., of the very best description, supplied on board each of the steamers.
“Coaches start from Inverarnan Inn daily, on the arrival of the Waterwitch, to Inverness, by the Black Mount, Glencoe, Fort-William, Loch-Lochy, Loch-Oich, and Loch-Ness—a route, for varied grandeur and sublimity, not surpassed in Europe; to Aberfeldy, by Crianlarich, Loch-Dochart, Killin, Loch-Tay, Kenmore, and the princely domains of Taymouth Castle, whence coaches, in connexion, run to Perth, by Dunkeld. Tourists for the Western Highlands land at Tarbet, whence a coach proceeds to Inverary by Arrochar, Glencroe, and Glenfinlas.
“N.B.—To facilitate the traffic at the important ferry attached to the romantic and much-frequented Inn at Tarbet, a large and substantial Wharf is in course of being erected. Passengers land at a pier in the River Falloch, near Inverarnan Inn, where they have time to view the sublime scenery of that locality, including the Falls of Beneglass.
“The steamers for Dumbarton.—The steamers for Dumbarton leave the lower end of the Broomielaw, daily, at the following hours, viz.:—7 and 11 Morning, and 4 and 6 o’clock afternoon; returning at 8 morning, 12 noon, and half-past 3, and 6 o’clock afternoon. On their arrival at Dumbarton, there are handsome and commodious omnibuses in waiting at the quay, which proceed with the passengers direct to Loch-Lomond.
“About the 1st July, it is intended to place a steamer on the Arrochar Station.—Dumbarton, 20th June, 1846.”—Glasgow Herald, June 22, 1846
On 1st May, 1846, a meeting was held at Mrs Currie’s inn in Dumbarton to consider a replacement for the Lochlomond, and Mr Bell, the secretary, was instructed to prepare specifications and obtain tenders for the construction of the vessel. The offer from Messrs Denny Brothers, Dumbarton, was accepted with delivery specified for February, 1847. The contract price was £4200, to be paid in four equal instalments.
At a meeting held in Inverarnan Hotel, On 24th December, 1846, at Inverarnan, the accounts for the year were reviewed. There was a debt of £145 9s ld, the result of the payment of £1050 as the first installment on the contract for the new vessel to Messrs Denny Brothers, first instalment of contract price of new vessel. To avoid further debt in connection with the new steamer, it was resolved to require a levy of £30 per share on the Capital Stock, payable in two installments on 5th January and 15th February of the following year. With no dividend on offer, this call appears to have been a contentious issue and Mr David Napier, offered all his shares to the Company for £1000. However, the offer was declined.
The new steamer was anticipated in advertisements for the coming season.
“Lochlomond.—The steamer Waterwitch, sails every Tuesday and Friday from Balloch, at half-past 9 morning for Inverarnan, and returns in afternoon. The Dumbarton steamer leaves the Broomielaw with passengers tie for Lochlomond, at half-past 7 morning, and returns at half- past 4 afternoon from Dumbarton. The new steamer Marchioness of Breadalbane, is to ply in concert with the Waterwitch on Lochlomond in the ensuing summer.— Dumbarton, 10th March, 1847”—Glasgow Herald, March 12, 1847
At a meeting of the shareholders at Dumbarton on the 11th May, 1847, it was reported that the new steamer Marchioness of Breadalbane had been launched and had run a trial trip, but had not met the contract specifications in several respects, but principally because her draught was too great. Delivery was not accepted and the Marchioness was sold to the Peninsular & Orient line, sailing to Egypt later in the year where she saw service on the Nile. The Marchioness of Breadalbane is mentioned in Florence Nightingale’s “Letters from Egypt,” (Barrie & Jenkins, London, 1987).
By refusing to accept the steamer, the Company resolved the contentious issue of the levy that had arisen among the shareholders. Later in the year, they would be repaid with interest, their respective contributions to the £3150 that had been paid in installments to Messrs Denny Brothers, and a dividend of £22 10s from the last year’s trading, retained to meet the first installment on new steamer.
However, the directors were still faced with the issue of a replacement for the Lochlomond. The Waterwitch was also in need of refurbishing. The directors recommended that a vessel should be opened to tenders:—Length over-all, from 130 to 140 feet; beam, from 16½ to 17 feet; and 6 feet 9 inches or 7 feet depth of hold; fitted with a single engine and Mr Napier’s tubular boilers, cylinder from 42 to 43 inches, and 3½ feet stroke; and to be otherwise well furnished and decorated. The supposed cost of such a vessel being about £3200. The impending construction of the railway from Bowling to Balloch promised an increase in traffic and a second steamer was deemed necessary. At the General Meeting in Dumbarton on 4th November, 1847, action on a new steamer was deferred and written comments on the matter sought from the shareholders. However, improvements to the Waterwitch were authorized.
The revenues for 1848 were particularly low.
“On the 9th November, 1848, the General Meeting of the Company was held at Dumbarton, when it was declared that a nett profit had been earned to the Company of £195 3s 10d by their steamers Waterwitch and Rob Roy and their lighter Waterwitch and scow Ann, and the treasurer was instructed to pay £2 10s per share and carry the balance to next account. The propriety of building a new steamer was afterwards discussed. It was resolved that that be not gone into in the meantime, as the Waterwitch had been much improved recently.”
Perhaps as a result of the poor financial returns, steps were taken to improve accountability.
“At Inverarnan, July 20th, 1849, a new departure was made in regard to the collecting of steamboat fares and the supervision of the goods traffic. It was resolved that a proper and suitable person be employed as clerk to attend to these duties, and account regularly to the treasurer.”
The most important event of 1849, was the visit of Queen Victoria and the Prince Consort to the Clyde. This was their second visit. The first was in 1847 when the Royal Yacht reached Arrochar but despite speculation that the Royal couple would visit Loch Lomond, they did not land. Plans to visit Loch Lomond were more concrete in 1849.
“It seems strange, however, that the Magistrates of Glasgow should be kept so long in the dark. We have now information, which we deem entirely authentic, that Her Majesty will sail up Loch Long to Arrochar on Sunday night, thence she will cross to Tarbet, on Loch-Lomond, on Monday morning, and sail in the Waterwitch on the Loch during that a day. Her Majesty will then rejoin the Fairy, but whether she will on Tuesday proceed to Glasgow or rest that day in some of the Lochs in the Firth is not yet known.”—Glasgow Herald, August 10, 1849
On the appointed day, the weather was poor and it was only Prince Albert who made the trip.
“On Monday morning intelligence reached Greenock that the Royal squadron was in the river. Towards Dunoon the Victoria and Albert yacht, accompanied by the tender of the Fairy, quitted the fleet and proceeded to Loch Long: the remainder took up their station off Greenock, about eleven o’clock. The Royal party proceeded to the head of the romantic loch at Arrochar, where a temporary landing-place had been erected. Here Prince Albert, Sir George Grey, and Mr Anson, went ashore, and proceeded, in Sir James Colquhoun’s carriage, to Tarbet, on Loch Lomond. Here the distinguished party went on board the Waterwitch steamer, and sailed down the Loch. Meantime her Majesty returned through Loch Long to the Clyde, skirted the shores of Roseneath, entered the Gareloch, to the surprise of Helensburgh, and the inhabitants of the beautiful villas on either shore. The Victoria and Albert, with the accompanying craft, cast anchor in Roseneath Bay, immediately in view of the mansion belonging to the Duke of Argyll. The weather continued very wet; but the Queen appeared on deck again and again, and graciously bowed to parties, in steamers from Greenock, who neared the Royal yacht and cheered her Majesty. Prince Albert and attendants landed at Balloch from the Waterwitch about half-past six o’clock, where his Royal Highness was received by a large assemblage of well-dressed people, many of them the operatives at the print-works on the Leven. His Royal Highness proceeded to Dumbarton in the Sheriff’s carriage, the official claiming that honour, though Mr Campbell of Tillichewan had his carriage present, by previous arrangement. Up to the last the people expected the Queen; but in such a misty and dripping day, perhaps, it was well that her Majesty had not ventured on the Queen of Scotia’s Lakes. The Fairy was in waiting for the Prince at Dumbarton; his Royal Highness stepped on board from the Victoria Wharf; the Fairy rapidly glided into the Clyde, and Prince Albert speedily rejoined her Majesty in the Gareloch.”—Christian News August 16 1849
There was a faux-pas at Balloch during the visit.
“Prince Albert at Balloch.—(From the Morning Chronicle.) As soon as the steamer was in sight, the fact was announced by the booming of cannon from the point at which the Leven emerges from the lake. All eyes were turned up the stream towards the lake, a small portion of whose still agitated surface was visible from the landing-place. A regular salute was fired ere the boat left the lake for the stream, and made its way gently towards the jetty. The band on board played the national anthem as the boat approached, and in a few minutes the Prince, attended by Sir James Clark, landed amid the hurrahs of the assembled crowd. He was received, on landing, by Mr. Wm. Campbell, of Tillichewan, Mr. Smollett, M.P. for the county of Dumbarton, and Mr. Colquhoun, Sheriff of the county. Here a somewhat singular incident occurred, arising from a mistake either on the part of his Royal Highness himself or of those who conducted him during his progress. As already hinted at, it appears that Mr. Campbell had been requested to place his carriage at the disposal of her Majesty, for the purpose of having the royal party conveyed from Balloch to Dumbarton. Tillichewan is distant scarcely a mile from the landing-place, which is the property of Mr Campbell. He accordingly made every preparation for her Majesty’s reception, and for her subsequent conveyance to Dumbarton. His carriage, which was beautifully lined with white silk for the occasion, was drawn by six superb horses, with postilions and outriders in brilliant scarlet uniforms. He had also provided several other carriages and four, for the accommodation of the Royal suite, whilst most of the preparations made at the landing-place, and which were both tasteful elaborate, were got up at his expense. He was present during the whole day, with his two sons, who, like himself, were dressed in the uniform of the Celtic Society, of which they are members, awaiting her Majesty’s arrival, and making every necessary arrangement for her reception. It was considered singular, therefore, by the assembled spectators, that the carriage of Sir James Colquhoun should have been sent round all the way from Tarbet, a distance of 17 miles, to convey the Prince, on landing, to Dumbarton. This incident gave rise to no little conversation, all agreeing that Mr. Campbell had been shabbily used, and some advising him to enter his carriage and drive at once off the ground. This he refused to do, and still awaited the arrival of the Prince. As the boat approached the pier, several breadths of magnificent Brussels carpet were unrolled over the crimson cloth with which it was already overlaid. Sir Jas. Colquhoun’s carriage had drawn up close to the pier, at its junction with the bank. To it, therefore, the carpet, when unrolled, directly led. Mr. Campbell’s carriage was a little to one side, standing in the moist gravel. Such of the crowd as were admitted to the pier, lined it on either side up to Sir James Colquhoun’s carriage, under the impression that to it the Prince would be directly led. On landing, his Royal Highness walked leisurely up, bowing to those on either hand, in acknowledgment of the cheers with which he was received. All went well until he got within a few yards of the carriage, when the crowd suddenly opened at the point at which it had interposed between him and Mr. Campbell’s carriage. The Prince observing this movement, and taking into account the superior style of the equipage prepared for him, as compared with the simple vehicle which had been sent round for his accommodation from Tarbet, hesitated for a moment as to which he should enter. The carpet led directly to the one which seemed to mark it out as the carriage prepared for him, whilst the other, although much more dashing in its appearance, was standing a little aside in the gravel. Mr. Campbell, seeing the Prince hesitated, walked up to him, and pointed to his carriage, inviting his Royal Highness to enter it. The Prince still hesitated, being in doubt as to which to take, when several of the bystanders threw themselves across the carpet, thus barricading the way to Sir James Colquhoun’s carriage, and vociferating “This way, this way,” pointing at the same time to that of Mr. Campbell. The Prince was in a greater quandary than ever, when one of his suite inquired if Sir James was not present. This appeared to decide the matter, as it was evidently the intention of his Royal Highness that he should take the carriage of Sir James Colquhoun. The crowd, therefore, yielded readily to the special constables, who dispossessed them of the carpet; and the way being again clear, the Prince entered the carriage, amid some hurrahs, and many cries of “Shame, shame.” The carriage immediately drove off at a brisk pace. Mr. Campbell and family then entered their own carriage, in doing which they were surrounded by the crowd, who cheered them far more lustily than they had cheered the Prince, many running after them, as they drove off, for some distance, with their hurrahs. The order of the cortege was as follows:—The Prince, with Sir James Clark and other attendants, went first in a carriage and four; another carriage and four followed, with other members of the suite; after which came Mr. Campbell, with his family, in a carriage and six, followed by several other carriages and four. In proceeding towards Dumbarton, in order, it is supposed, to atone somewhat for the improper treatment to which he had been subjected, the cortege passed through the grounds of Tillichewan Castle, his superb residence, near the lake. It then proceeded rapidly along the main road towards the Clyde. In deprecating what had happened, every one present exonerated the Prince from responsibility in respect to it, the blunder—for blunder it was—being wholly chargeable upon others. It was unfortunate, however; for Mr. Campbell is not only universally beloved in the neighbourhood of his fine country residence, but held in the highest esteem at Glasgow, where he has long occupied a most honourable and conspicuous position in the mercantile world. If he felt the indignity, he was too magnanimous to show it, for he followed the Prince the whole way to Dumbarton.
“Helensburgh and Roseneath—From the first arrival of the royal squadron in the Clyde, flags were hoisted in every available place; appearing in occasional dry glimpses, with a very fine effect. Rounds of salutes were fired as the Queen passed up Loch Long. In the evening again, when the Victoria and Albert appeared in the Gare Loch, the bells of Helensbugh all rung forth a merry peal, and continued for some hours, while salute after salute was discharged from a small battery in front of the quay. By 9 o’clock, not a house or shop in the place, or alongst the Gare Loch, but was brilliantly illuminated; and numerous displays of fire works attempted, and more or less successfully, as the rain permitted. We understand that Lorn Campbell, Esq., Roseneath, shortly after the royal yacht cast anchor in the Gareloch, proceeded on board and presented her Majesty with baskets of choice fish, fruit &c. which were accepted in the most gracious manner.”—Glasgow Chronicle, August 22, 1849
The General meeting of the Lochlomond Steamboat Company was held on the 8th of November, 1849, and revealed a successful season with a positive balance of £989 16s. A dividend of £15 10s per share was paid. The impending completion of the Bowling to Balloch Railway promised an increase in passenger traffic, and no doubt the visit of Prince Albert would also have a positive effect. The time had come to proceed with a new steamer, and Messrs Lang and Aislie reported that a contract was placed with Messrs Wm. Denny & Bros., builders, and Messrs Caird & Co., engineers. The cost was £3100, with a bonus of £50 if the steamer met all requirements. The question of how to pay for the new vessel was solved by a new issue of 80 £40 shares, doubling the number of shares in the company.
Early in December it was noted that the Messrs J. & G. Burns had leased the Bowling Railway for five years and at the end of the month Mr David Napier again offered his twenty shares to the Company. The offer was declined, although he was allowed to sell them to Messrs J. & G. Burns. On 20th March, 1850, Mr Napier intimated that the shares were disposed to George Burns (6), James Burns (7), and Charles M‘Iver (7) at a total price of £1600. These three individuals, the Messrs Burns consortium that had leased the Bowling Railway, also purchased 14 of the new £40 shares issued to pay for the new steamer and so obtained a substantial interest in the Company.
The new steamer was built by Messrs William Denny & brothers at the Church Yard in Dumbarton. She was 142¼ feet in length by 17 feet in breadth and 7 feet in depth and was launched on March 4th, 1850 when she was named Prince Albert. After the launch she was towed to Greenock where Messrs Caird & Co., installed her 60 h.p. engines.
“Launch at Dumbarton.—on Monday last, a beautiful new steamboat, intended to ply on Lochlomond in connection with the Caledonian Railway, was launched from the yard of Messrs. William Denny & Brothers, iron ship-buildlers, Dumbarton. Miss Campbell, daughter of Wm. Campbell, Esq. of Tilliechewan, in the most graceful manner, went through the ceremony of naming the vessel, Prince Albert. After the launch, a party of gentlemen, connected with the steamer adjourned to the King’s Arms, Dumbarton, to dinner—William Campbell, Esq. of Tilliechewan, in the chair, and John Bell, Esq., Dumbarton, acted as croupier. The usual toasts were not neglected, and after spending a happy afternoon, the party broke up at ten o’clock. Dumbarton is making rapid progress in the way of shipbuilding. We observed, in the yard from which the Prince Albert was launched, other four vessels in progress—one of these a large iron sailing vessel, of from 600 to 700 tons register, which, we understand, belongs to those spirited shipowners, Bells, fleshers, Glasgow. A new steamer, of large dimensions, for Prussia, and two small steamers, are also on the stocks, the latter intended to ply on Lochlong. It is gratifying to see such bustle and briskness in the old burgh. Upwards of three hundred hands are employed in the building-yard of Messrs Denny and Brothers.”—Glasgow Herald, March 8, 1850
The new steamer was delivered by the end of the month.
“Loch Lomond. the new steamer Prince Albert, or Water-Witch, will, on and after Tuesday, the 2d April, sail from Balloch, about half-past nine morning, for the head of Lochlomond—returning about one o’clock p.m.; and also every Ttuesday and Friday, until the 1st May, when the daily sailing will commence for the season. On Thursday, the 4th April, (being Glasgow Fast Day), the steamer will sail at the above hours on Lochlomond. The Dumbarton steamer, from Glasgow Bridge, at half-past seven morning, takes down the passengers. Dumbarton, March 23, 1850.”—North British Daily Mail, March 27, 1850
“On 5th April 1850, it was agreed by a meeting held then that Mr John Denny, writer, Dumbarton, be offered the secretaryship of the Company at a salary of five pounds per annum. Mr Denny accepted the post on that condition, and held it most worthily down to his death, 15th January, 1877.”
“On 6th April, 1850, Mr Alexander Brown, engraver, Busby, was appointed captain of steamer Waterwitch, vice Capt. Ritchie, appointed to the new steamer Prince Albert, the remuneration to be at the rate of 35s per week for the summer season, Mr Brown to enter on his duties 1st June next. Mr Bell was instructed “to settle up” the balance due Messrs Wm. Denny & Bros. for the building of the Prince Albert.
The Bowling Railway opened in the middle of July. A new pier had been built, extending into the Loch at its junction with the River Leven and adjacent to the station at the railway terminus. The Messrs Burns, who leased the Railway and were also shareholders in the Loch Lomond Steamboat Company, brought to the Loch, their own steamer Pilot, to run excursions on the Loch, a duty to be shared with the Water-Witch. Pilot was built in 1844 for the Greenock Railway and was acquired a few years later by Messrs Burns who had employed her on their west highland services. An inspection of the line was held on July 5th, and Pilot, while she was in the process of being fitted up for her new duties on the Loch, sufficed to carry the dignitaries on a short excursion.
“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 Steamer, 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 Gibson 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.”—Glasgow Herald, July 8, 1850
The opening of the railway saw an ambitious schedule with Water-Witch taking excursions at 8:40 a.m. and 2:40 p.m. to Inversnaid, with Prince Albert on the principal runs to Inverarnan at the head of the Loch, leaving Balloch at 10:25 a.m. and 5.55 p.m. The rival Pilot sailed on excursions at 11:40 a.m. and 4:40 p.m. Her destinations were not specified.
“Railway to Lochlomond and the Highlands.—The Dumbartonshire Railway, which extends from Bowling Bay, on the River Clyde to Balloch, at the Mouth of Lochlomond, is intended to be opened for passenger traffic on Monday the 15th July, when, in conjunction with steamers on the Clyde and Lochlomond, passengers will be conveyed 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 ‡10.00 11.00 ‡1.00 p.m. ‡2.50 *4.15 6.00
Railway from Bowling Bay. 8.10 a.m. 9.55 11.10 12.10 p.m. 2 10 4.10 5.25 7.10
Arriving at Balloch. 8.40 a.m. 10.25 11.40 12.40 p.m. 2.40 4.40 5.55 7.40
Up. From Balloch to Glasgow.
Railway from Balloch 8.15 a.m. 9.45 11.30 1.30 p.m. 3.20 4.50 6.15 7.00
Steamer from Bowling Bay 8.45 a.m. 10.15 12.00 p.m. 2.00 3.50 5.20 6.45 7.30
Arriving at Glasgow about 9.55 a.m. 11.25 12.40 p.m. 3.10 5.00 6.30 7.55 8.40
“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.
“Sailing on Lochlomond.—At 8.45 a.m., and 4.15 p.m. (marked *), passengers will be conveyed from the Broomielaw, by the Dumbarton 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 steamer on Loch Katrine), and Inverarnan. Fares:—Glasgow to Inverarnan (top of Loch), Cabin and first class, 3s.; Steerage and second class, 2s 0d.; Day tickets:—Glasgow to Inverarnan (top of Loch) and back again, Cabin and first class, 4s.; Steerage and second class, 3s. 0d.
“Cheap excursion trips on Lochlomond.—At 7a.m.; 10 a.m.; 1 p.m.; and 3 p.m., (marked thus ‡) passengers on cheap pleasure trips will be conveyed by steamers at these hours in conjunction with the railway for Balloch, where steamers will be ready to start up Lochlomond, not bound to callnat any place, but merely sailing amongst the islands. Fares for the whole round—(From Glasgow and back again.) Cabin and first class,3s.; Cabin and second class, 2s. 6d. **The passengers of the excursion trips will be brought back to Glasgow about 3.10 p.m., 5.10 p.m., 8.10 p.m., and 9 p.m.
“Passengers’ luggage.—Passengers will be allowed to take with them a certain quantity of luggage, free of charge; but the subscribers beg to state distinctly, that they will not hold themselves responsible for any part or parts thereof, should they be amissing. Passengers are, therefore, warned that their luggage must be under their own cognizance, and at their own risks; and for the safety of said luggage, they are requested themselves to see labels attached thereon, having the name of the place of destination attached to them, before leaving the Broomielaw.
“N.B.—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, June, 1850”—Glasgow Herald, July 12, 1850
At this point the Dumbarton steamers provided the Bowling connections with the Broomielaw, but the Castle Steamers, controlled by the Messrs Burns and their ill-fated Plover were later employed.
“Dumbarton steamers.—On the opening of the Dumbartonshire Railway from Bowling to Balloch, the Dumbarton stammers are intended to sail as under:—From Glasgow for Bowling and Dumbarton at 7.0 a.m., *8.45 a.m., 11.0 a.m., 4.0 p.m., 6.0 p.m.—From Dumbarton for Bowling and Glasgow at 8.0 a.m., 11.30 a.m., 3.15 p.m., 6.0 p.m.—From Bowling to Glasgow at 8.45 a.m., 12 noon, 3.50 p.m., 6.45 p.m.—Dumbarton,12th July, 1850.—*The steamer at this hour does not go to Dumbarton.”—Glasgow Herald, July 12, 1860.
The directors of the Lochlomond Steamboat Company would likely have had a few choice words to say about their new reality with the Pilot encroaching on what had been a monopoly of the Loch steamer business. Nevertheless, business was brisk, and as long as Pilot did not compete with the major tour to the head of the Loch, they appeared to be content.
“Lochlomond and Loch Catrine, and North and West Highlands.—On and after Monday. the 15th July curt., and until further notice, the Steamers on Lochlomond intend to ply in connection with the Dumbartonshire Railway from Bowling as under:—The Steamer Prince Albert, will sail daily from the Railway Wharf, Lochlomond, to Inverarnan, at 10.25 a.m. & 5.40 p.m., in connection with the Dumbarton Steamers from Glasgow at 8.45 a.m.. and 4 p.m., and Railway from Bowling; and returns from Inverarnan at 5.45 a.m. and 2 p.m. for Balloch.
“The Steamer Water-Witch will sail cheap pleasure excursion trips daily, from the Railway Wharf, Lochlomond, to Inversnaid, at 8.40 a.m. and 2.40 p.m. in connection with the Steamers from Glasgow at 7 a.m. and 1 P.M., and Railway from Bowling; and returns from Inversnaid at 11 a.m. and 4.40 p.m. for Balloch.
“Passengers by the Dumbarton Steamer from Glasgow at 8.45 a.m., and Railway to Balloch, by leaving the Lochlomond steamer on her return down the Lake and crossing to Arrochar, can join the Steamer on Loch-Long and proceed by Greenock to Glasgow. Or, By the Castle steamer from Glasgow at 10 a.m. (or Greenock Railway at 11), and Loch-Long steamer from Greenock about 12, can cross from Arrochar to Tarbet (one and a half miles) and join the steamer, on Lochlomond, and proceed by Dumbarton and Railway to Glasgow. Fare for the whole trip by either route, four shillings.
“Loch Katrine.—The Steamer Rob Roy is now sailing on Loch-Catrine, in connection with the Lochlomond Steamers leaving the Trossachs; 8 30 a.m., 11.30 a.m., 3.0 p.m.; Coulbarns; 10 0. A.m., 2.0 p.m., 5.30 p.m. Coaches run from Stirling to Trossachs, by Callender, every morning and afternoon, and return in the evening. Coaches run daily from Inverarnan in connection with Lochlomond steamers to Inverness by Fort William; to Oban by Loch Awe; to Aberfeldy by Killin and Kenmore; to Crieff by Lochearn-Head; from Tarbet to Oban by Inverary: and from Luss to Helensburgh.—Dumbarton, 13th July, 1850.”—Glasgow Herald, July 12, 1850
A few days into her new duties, the Pilot met with a serious accident.
“Accident to the Pilot, Lochlomond steamer.—We regret much to announce that on Friday there occurred a most unfortunate accident to a steamer on Lochlomond. About one o’clock p.m. the Pilot, one of the steamers carrying excursion parties up the loch, while making a delightful trip, suddenly struck on a sunken rock within a short distance of the shore near Ross Point South of Rowardennan. The shock was so violent that many of the passengers were almost upset on deck, and the greatest alarm and excitement prevailed, but the Pilot immediately afterwards reached deep water, and the captain, who was standing all the while on the paddle-box, had the great presence of mind immediately to steer the vessel direct for the shore. We are happy to state that he succeeded, without further damage or alarm, in bringing her ashore in the bay between Ross Point and Rowardennan.
“When the vessel first struck upon the rock, the Captain signaled to the Water Witch steamer, Capt. Brown, which was seen about half a mile off, returning after conveying an English excursion party to the head of the Loch. Capt. Brown immediately answered the signal and laid his vessel alongside the Pilot; the passengers of which were quickly transferred to the deck of the Water Witch, which conveyed them to Balloch. The greater number of the disappointed pleasure-seekers lost no time in retracing their steps to Glasgow, where they arrived shortly after five o’clock; but it may be mentioned, as a proof that the wreck, if wreck it can be called, was of no very appalling nature, that a considerable number of those who were on board at the time the vessel struck, were so little affected by the accident, that they proceeded to the top of the Loch in the first steamer which left Balloch.
“Before the arrival of the Water Witch, the deck of the Pilot presented a scene of the utmost confusion; caused by the excited passengers running to and fro, each endeavoring to save his or her own property. The females on board were, of course, much agitated, but, but, upon the whole, the conduct of all present was exceedingly praiseworthy considering the circumstances in which they were so unexpectedly placed, and nothing was done to prevent the free action of the crew. They would willingly have remained in the Pilot after she had run ashore, but finding on examination that the vessel was rapidly sinking in 16 feet of water at her stern, they were induced to go on board the Water Witch, and we are glad to state that the transference was accomplished without accident of any kind.
“The rock upon which the Pilot struck, is a sunken crag about five feet below the water. The helmsman, who has been for upwards of 23 years on the Loch, states that he did not know there was such a rock in existence. It may also be mentioned that the waters of the Loch are at present about two feet below their ordinary level, and when we state that the Pilot, a river steamer, is the largest that has ever been put upon Lochlomond, there will be little difficulty in forming a conclusion as to the cause of the accident. No blame we hear can be attached to the Captain or to any of the officers on board; the mishap was accidental, and all that can be said, therefore, is, that she unfortunately struck upon a sunken rock, the existence of which was not even known to a man who has spent a lifetime on the Loch.
“By the latest intelligence we learn that the Pilot had settled down, with her stern in about 15 feet water, and her bow in 5 feet, which is about her usual draught at that part. She struck in midships, somewhere near the steward’s pantry. It has been ascertained that the damage she has received is about equal to a six-inch hole. There seems to be no doubt, however, that the vessel will be easily raised, the means for doing so having promptly been resolved upon by Mr. Denny and Capt. Douglas, the marine superintendents for Messrs. Burns, who were on the spot shortly after the accident happened. These means as described to us, will consist of a stageing of wood to be erected over the stern of the vessel. To this will be attached blocks and tackling sufficient to raise the deck to the surface of the water. This being accomplished, a number of pumps will be employed to relieve her of water, so that the leak may be got at and stopped. She will then be taken to Balloch, where a temporary slip will be laid down for her reception, and on which she will be repaired.
“The Pilot is an iron steamer and had been undergoing some heavy and expensive repairs, for the accommodation of tourists during the summer season.
“The subjoined letters will throw some additional light on this accident, the first being from the manager of the Dumbartonshire Railway, who instantly sent forward intelligence to all the local papers as follows:—
“To the Editor of the Herald.—Bowling, July 19.—Sir,—I regret to inform you, that about one o’clock to-day, the Pilotsteamer, belonging to the Messrs. Burns, the lessees of this railway, and which vessel these gentlemen had fitted out, and placed on Lochlomond for the accommodation of the public, having kept too near the shore, ran upon a rock in the vicinity Rowardennan, and afterwards leaked so much, that the captain deemed it proper to run her on the neighbouring beach, where she now lies with the water her decks. The Water Witch steamer, in which Messrs. Burns are likewise interested as owners, immediately on observing the accident, she also having an excursion party on board, came to the assistance of the Pilot, and took the passengers from her, whom they conveyed to Balloch, from whence they were brought to Glasgow by one the usual trains and Castle steamers. The Pilot lies on a gravelly beach, and some little time must elapse before she can be raised, to effect which, scientific means must be used, as there are no tides in Lochlomond to aid in the usual mode of lifting. The passengers were no way alarmed; and several of them whom I saw, expressed their satisfaction at the cool manner with which matters were conducted after the accident occurred.—I am, Sir, your most obedient servant, Geo. Mills.
“To the Editor of the Glasgow Herald.—Glasgow, 20th July, 1850.—Sir,—I happened to be a passenger on board the Pilot steamer on Lochlomond, yesterday, when the unfortunate -accident befel that vessel. That it was not a second edition of the Orion, is to be ascribed only to the circumstance that the engine was not disabled. Had the shock rendered it unworkable, I cannot see any other result but immediate death to all, excepting those who were fortunate enough to get clear of the deck and able to swim ashore; as not above ten or fifteen minutes elapsed before the water in the vessel was on a level with the Loch. The captain was at his post, and the whole crew seemed attentive to their duties; but whether, the additional depth of water that it was said the Pilot drew, made her strike where others would have floated over, or an anxiety to cut off corners, I cannot tell. The most extraordinary, and, in my opinion, culpable part of the affair, was, that nonwithstanding the recent warning, there were no small boats attached to the steamer, except only a small cobble capable of carrying about four people! In Lochlomond where perhaps all the islands are of volcanic formation, I think it highly probable there are hundreds of rocks jutting their sharp points to a greater or less altitude, but unseen and unknown; and therefore greater precaution should be taken for insuring as far as possible, the safety of passengers there, than in waters where these hidden dangers are absent. And now that this accident has happened, (providentially, without loss of life,) I would suggest that a careful survey of the Loch he made, and buoys placed on every possible point, indicating danger where the steamers are likely to sail, in order that the tourist may with perfect confidence enjoy this most delightful of water scenery.—l am, Sir, your most obedient nit servant,—A Subscriber
“[We hear that Messrs. Burns intend immediately to have the Loch surveyed and sounded, and all the shoals and rocks buoyed, so that, as far as these hidden dangers are concerned, a recurrence of such accidents—and, by the by, this is the first that has happened of the kind, since steamers were established on the Loch—will be prevented for the future.]”—Glasgow Herald, July 22, 1850.
The Pilot was quickly raised and repaired.
“The Pilot steamer.—This vessel, which was unfortunately sunk in Lochlomond, about three weeks ago, by running on a rock, has been raised again, and repaired, so as to be as complete as ever. This fine vessel is the property of Messrs. Burns, and was placed on the loch entirely for the benefit of excursionists, the fares being extremely moderate, and the accommodation ample. Unfortunately, however, the occurrence which we have described took place, and, consequently, but comparatively few have been able to avail themselves of the gratification anticipated. We understand, however, that the Pilot will now be made available for cheap excursion trips, and that it is likely she will commence to these on Saturday first. The method by which the Pilot was raised and repaired deserves notice. It was entirely the work of Messrs. William Denny & Co., under the superintendence of Captain Douglas, the Messrs. Burns’ marine superintendent, and was effected as follows :—There being no tide on Lochlomond, stages were erected whereby to raise the vessel’s bow. The damage was thus got at, and repaired temporarily. Lighters were then put in requisition, and these being filled and pumped out (while the stern of the vessel, which lay in the deepest water, was gradually brought round to the beach), supplied, in fact, the place of tides, and raising her gunwale, in the course of time, above the level of the water, when, pumps being put in requisition, she once more floated. The Pilot was then brought to Balloch, where a square box was constructed, upon one end of which was cut the shape of a transverse section of the vessel, into which her nose (if we may be allowed the term) was inserted, and then the ailing part was most effectually got at and repaired, same as if she had been in a dry dock. The simplicity and novelty of the plan created great attention, and many went to visit the operation, almost laughing at the manner with which the scientific shipbuilder sported with the rude waters of the loch, which he displaced as if they were nothing.—Railway and Shipping Journal.”—Glasgow Courier, August 10, 1850
During the absence of the Pilot, the Water-Witch had struggled to maintain her schedules and it was apparent that her boiler required repair. With the repairs to the Pilot completed, the manager of the Caledonian and Dumbartonshire Railway Company, Mr George Mills, sent a letter to the Lochlomond Steamboat Company stating that Messrs Burns, “as part owners of the Lochlomond steamboats, would not be responsible for the risk and loss which might be incurred by the continued sailing of the Waterwitch, on account of the faulty state of her boiler.” At a meeting on 6th August, 1850, it was agreed that the Waterwitch should be withdrawn on the following Monday, and a new boiler installed.
Mr Mills also indicated that Messrs Burns intended to place their steamer, Pilot, in place of the Waterwitch while she was withdrawn, and more controversially, to run cheap pleasure trips to and from the head of the Loch in direct competition with the Prince Albert. The Lochlomond Company indicated this was contrary to the understanding the Company had with Messrs Burns, and hoped they would reconsider. However, Messrs Burns followed through with their intention and Pilot was placed on the excursion run to the head of the loch.
“Lochlomond.—Cheap excursion trips.—The subscribers have placed their first-class steamer Pilot, to ply daily on Lochlomond, in connection with their Castle Steamers, from the Broomielaw, Glasgow at 10.20 forenoon, and railway train from Bowling at 11.30 forenoon, calling at intermediate stations from which places, passengers on excursion trips will be conveyed at the following rates:—Steamer and 1st class, steamer and 2d class. Glasgow to Top of Loch and back again (being for the whole round), steamer and 1st class, 3s.; steamer and 2d class 2s. 6d. Bowling or Dumbarton, to Top of Loch and back again; steamer and 1st class, 2s. 6d.; steamer and 2d class 2s. Renton or Alexandria, to Top of Loch and back again; two shillings. Balloch (Cabin and Wharf), to Top of Loch and back again; one shilling and sixpence. Calling at Balmaha, Luss, Rowardennan, Tarbet, Inversnaid, and Ardleesh (Top of Loch), and returning from the Top of the Loch about half-past four o’clock afternoon. Passengers may land at any of the above-named places, and rejoin the Pilot on her passage back. George & James Burns, 9 Buchanan Street, Glasgow, Aug., 1850.”—Glasgow Herald, August 16, 1850
Pilot leaving Inversnaid with the Arrochar Alps in the background; a painting by James Galt. Details of the steamer are taken from an early painting of the her at Belfast. She is depicted in the colours of Messrs Burns. A Loch Lomond Gabbart is in the background
Waterwitch was back in service to take up the sailings in mid-September after her boiler was replaced.
The infrastructure around the Loch required some attention in 1850. The Inverarnan Canal needed attention and the Lochlomond Steamboat Company authorized funds for repair. A new pier was built at Balmaha, the third pier to be erected by the Duke of Montrose. The previous piers at Inversnaid and Rowardennan dated from 1846-47 and were built to respond to the tourist traffic to Loch Katrine and Ben Lomond respectively, and served the respective hotels.
“The Pass of Balmaha.—A capacious and neatly-built pier has just been erected by his Grace the Duke of Montrose, at Balmaha, for the accommodation of his tenantry, and likewise of visitors to Lochlomond by the steamers. On Monday last, the Pilot touched at this pier, and her passengers had thus an opportunity of inspecting the celebrated Pass of Balmaha, or entrance to the Land of the Macgregors, where the redoubtable Rob Roy and his clan were wont to give battle to the King’s troops. There the ancient and rude batteries used for this purpose are still to be traced amidst the trees and brushwood of the heights and exhibit a choice of position which even at this day would, if defended, appal an intruder. The place is, in fact, a sort of Bolan pass, and alike interesting to the tourist, historian, and antiquary.”—Shipping Journal.”—Glasgow Herald, October 4, 1850
Luss was the last of the then current calling places to receive a pier, and it too would erect a landing place in the coming year.
“Wharf at Luss.—We are glad to understand that the inhabitants of Luss are to have the privilege of a wharf soon. Indeed, we are astonished how this desirable object has been long dispensed with here, while Tarbet, Inversnaid, and Balmahaugh, can boast of excellent landing places from the steamers. Strangers visiting Luss (and they have not been few this year) have often complained of the risk they have incurred by committing themselves to the Baron’s ricketty boat; and even some Falstaff-like gentlemen have preferred going up to Tarbet in the boat and travelling down on foot to see the romantic scenery of Luss, to getting a plunge in the water which they considered inseparable from our Charon’s frail pinnace. We still more stand in need of a convenient landing-place, if what tourists affirm of our little ferryman be true—that he is “always in the spirit.” But, since the work is to immediately proceeded with, and will probably be finished before our autumnal storms commence, we hope that people wishing to see the beauties of our village will not have to turn away for want of a proper landing-place— Correspondent.”—Glasgow Gazette, September 28, 1850
At the General meeting of the Lochlomond Company towards the end of 1850, it was agreed that one of the Company’s steamers would provide a twice-weekly service from 1st December until 1st January 1851, with a fare of 2s 6d, but would not commit to maintaining winter sailings in the new year if there was not sufficient demand. The service ended on January 14th.
“New Year’s-day special trip to Lochlomond.—On (to-morrow) Wednesday, the 1st January, the Waterwitch steamer will sail on a special excursion trip round Lochlomond, in connection with the steamer from the Broomielaw, at a quarter before eight o’clock, and the Dumbartonshire Railway—returning in time for the last evening train. She will afterwards continue to sail at the same hour every Tuesday and Friday, until Tuesday, the 14th January, which will be her last trip until further notice.—Alexandria, Dec. 31, 1850”—North British Daily Mail, December 31, 1850
The following year, 1851, saw changes that favoured the Lochlomond Company. The Messrs Burns divested of their Clyde and West Highland fleets, and this included their interests in Loch Lomond. The Pilot was sold early in the year to sail on the Clyde, and Messrs Burns offered their shares to the Lochlomond Company for £1,500. The offer was declined and Messrs Burns sold the shares to Messrs Wm. Denny & Brothers who also purchased the bulk of the Castle fleet on the Clyde. Messrs Denny then offered the shares to the Lochlomond Company for £1,300, an offer that was accepted and paid for by a loan from the Clydesdale Bank. Twelve shares were offered to the Dumbarton Steam Boat Company but that company declined and the shares were then offered to the existing shareholders to determine interest before offering to others interested in investing in the company.
Advertisement from 1851
The Directors leased the piers at Balmaha, Rowardenan, and Inversnaid, from the Duke of Montrose for one year, at a rent of £70. Luss Pier was opened by Sir James Colquhoun early in the year, and Sir James, who appears to have been a late convert to the revenues that tourism might bring, erected a new pier at Ardlui later the same year.
Ardlui House was built by the Colquhoun family, and likely used as a hunting and fishing lodge. In 1846, Sir James made an attempt to feu the house and property, but it does not appear to have attracted a suitable feuar. The property was again advertised in 1850 when the railway was close to completion and the prospect of improved steamer service was in the offing. This time, there was a deadline, beyond which the house would be converted to a hotel.
“Dumbartonshire.—To be feued, the house and ground of Ardlui, at the Head of Lochlomond.—This property, which extends to upwards of eight imperial acres, is situated at the head of Lochlomond, amidst highland scenery which cannot be surpassed in beauty and grandeur, having the Lake and Benlomond in front, and the Water of Falloch for its eastern boundary, and is capable of being made one of the finest and most charming residences in the West of Scotland.
“As Sir James Colquhoun of Luss, Bart., the proprietor, does not intend to feu more ground in the neighbourhood,) it will have the advantage of the most complete retirement; and as the railway from Bowling to Balloch is to be opened this summer, and additional steam boats are to ply upon the Loch, there will be as ready access to Ardlui as to any of the watering places on the coast.
“If Ardluli is not feued by Whitsunday first, the house and offices will be repaired and let as an Inn. For farther particulars, application may be made to Robert Macome, Writer, Dumbarton— Dumbarton, February 22, 1850.”—Glasgow Herald, March 11, 1850
In April, 1851, there was an advertisement for an Innkeeper and the promise of a pier that was presumably completed later in the year.
“Desirable opening for an Innkeeper.—The House of Ardlui, at the junction of the River Falloch with Lochlomond, is now undergoing a thorough repair, and considerable additions are being made with a view to its being opened as an Inn, in time for the ensuing summer trade. As it is the proprietor’s wish to establish Ardlui as a first-rate Inn, every encouragement will be given to a tenant of capital and experience. It is also proposed to erect a pier, which will be let along with the Inn.
“Plans of the house lie with Mr. Spence, Architect, 141 Buchanan Street, Glasgow; and for further particulars, apply to Mr. Boog, Camstradden House, Luss, who will receive offers.”—Glasgow Herald, April 4, 1851.
An interesting account of the new hotel and the trials and tribulations of travelling in this part of Scotland is worthy of inclusion at this stage.
“Such has been the hosts of visitors to the Highlands this summer, that almost every place of resort has been crowded, and in many cases every day, parties have had to move onwards, and rough it in such fashion as necessity alone could compel them to adopt. This crowding of inns and conveyances induces the amenity for promptitude in securing quarters and places on the part of a tourist; and it is hence amusing to see the avidity with which a rush is made to the hotel on landing, and the pre-cautionary means taken to secure places on the coaches. There were five of us in party, and as soon as the steamer reached Ardluie pier, we were on board and secured the only remaining five places on the coach for Oban.
“Ardluie Hotel has only been recently opened, and is a very comfortable house. It is about two miles further down the glen than the well known hotel of Inverarnan, and is situate at the mouth of the river which there flows into Lochlomond. The ground around it is pretty much as nature left it, although it admits of being rendered very picturesque and beautiful. Sanitary improvements are also required, as the necessity for carrying off the sewage has not yet suggested itself to landlord or tenant, and hence a hollow behind the house forms an unpleasant adjunct to a comfortable hotel. This hotel is the property of Sir James Colquhoun of Luss, and is a rival to the old established house at Inverarnan, which was fitted up by the Marquis of Breadalbane many years ago. His lordship also made a navigable canal and rendered the river navigable up to it; but the two landlords, having rival interests, Sir James is stated to have endeavoured to throw obstacles in the way of navigating the steamer up to Inverarnan, in order to compel passengers to resort to, and the coaches to start from his house, at Ardluie. From these petty quarrels of big men, the public sometimes gain, but more frequently they suffer. On the present occasion both inns were full to overflowing; and we were struck with the terms of almost affection with which some of the tourists spoke of the older house, and the kindness of mine host.
“There are three very heavy tolls on the first 6 miles of road up Glenfalloch, and in order to lower these onerous taxes, the coaches are lightly horsed up the glen, although crowded with passengers, and the vehicles are, therefore, built as light and small as may be, so as to cram as many human beings as possible into the smallest space. As soon, however, as Tyndrum was reached, a larger vehicle was adopted, and there was room to move a limb now and then, which was not practicable up to that stage.
“At Tyndrum, the coaches for Oban and Fort William stopt together. Twenty minutes were allowed for dinner, and about 40 persons sat down. There was an entire lamb roasted, that is, there were two fore quarters and two hind quarters, which almost constituted the whole dinner, as a brace of grouse among so many could hardly be considered an addition to the fare. We were sorry to find that the rot exists amongst the potatoes in the district, for that esculent at table was inedible. There was the usual hurry scurry occasioned by the brief interval allowed, and the inadequate attendance on such a large company; but the sound of the horn aroused all from the table at the appointed minute; and 2s a-head for dinner, with 1s charged for a bottle of ale, and something, of course, to the waiter, left each to take his place without being in debt to the landlord. There was, however, no need for such a hurry, for it was a half hour after before the coaches started. One half of that lost time would have enabled all to enjoy their dinner in quiet and comfort, instead of bolting their food, and hurrying the attendants as if for their lives. There are some mysteries attending wayside inns and coach travelling which have not yet been unravelled, and the hurried meal conjoined with the subsequent leisure and delay is one of them. Mine host at Tyndrum has not yet discovered the comfort of warm plates, but no doubt he will before he dies, after some thousands of passengers accustomed to that common luxury will have expressed surprise and annoyance that so small a matter should remain inscrutable to the landlord of a popular Highland Inn.”—North British Daily Mail, September 13, 1852
The year 1852, was a trying time for the Lochlomond Company.
“Accident.—On Friday, the 26th ult., Mr. M‘Gregor, steward of the steamer which plies on Lochlomond, while the steamer was in waiting at the head of the Loch, took a stroll with his gun, through the marshes along the banks of the Falloch, for the purpose of shooting wild ducks; and in the act of leaping a fence, stumbled, and had his leg broken above the knee joint. No person being in his company, the accident was not discovered until the steamer was on her passage downwards, the Captain, and others on board being attracted by the waving of a handkerchief, stopped the steamer, and on proceeding to the spot, found their respected steward in the circumstances described; he was immediately taken on board, and on the arrival of the steamer at the foot of the Loch, Dr. Cullen of Alexandria was sent for without delay, who, by prompt, and energetic attention, had the fracture reduced, and, we believe, the patient is going on favourably.”—Dumbarton Herald.”—Glasgow Herald, January 5, 1852
On 16th March, 1852, the secretary, Mr William Denny, reported that the hull of the Waterwitch was in a dangerous state with some iron plates just a sixteenth of an inch thick. It was decided to withdraw the steamer and have a new hull built for her boiler that had recently been replaced and her engine. It was therefore resolved to withdraw her and get a new hull built for her engine and boiler, and the directors were authorised to contract for same, provided the cost did not exceed £1500. A contract was placed with Messrs Alexander Denny & Bro., Dumbarton, to build the hull for £1350 with delivery in six weeks. The hull of Waterwitch was to be retained by the builder as part of the agreement.
“Dumbarton launch.—On Friday afternoon last there was launched from the building yard of Messrs Alex. Denny & Brother here a splendid iron paddle steamer of exquisite mould, intended for the Lochlomond trade as a consort to the Prince Albert. The vessel was very appropriately christened by Miss Mary Bell, daughter of Mr John Bell of this town, the Queen Victoria. One of the most remarkable circumstances connected with the launch of this vessel is, that she has not been more than four weeks on the stocks, and within a week or two she will be ready for her progress on the loch; and when completed, will be one of the finest and most elegantly finished vessels that ever walked the waters of the Queen of Lakes. We shall, when she is fairly started, give a full description of her fittings up and general proportions.”—North British Daily Mail, June 4, 1852
The dimensions of Queen Victoria were—length, 130½ feet; breadth, 15 feet; depth moulded, 7¼ feet; with a quarterdeck 8 inches in height to provide greater headroom in her saloon that was between 50 and 55 feet in length. Messrs Matthew Paul & Co., engineers, Dumbarton, overhauled and fitted the engines of the Waterwitch on board for £380 sterling.
The steamer schedule for the 1852 season had an 8.50 a.m. departure for the head-of-the-loch , returning from Inverarnan to Balloch at 12.30 and in time to take a late afternoon excursion round the islands to Tarbet and back. The other steamer left Inverarnan at 5.15 a.m. for Balloch, to take up the principal sailing of the day at 10.30 a.m. from Balloch to Inverarnan, with the return at 3.00 p.m. from Inverarnan and a final trip from Balloch to Inverarnan at 6 p.m.
“Lochlomond.—On Saturday last, the Prince Albert steamer unfortunately got aground in the River Falloch, at the head of Lochlomond, and in consequence the passengers were detained fully two hours beyond their usual time in getting away from that point. Even as it was, but for the arrival of the Queen Victoria, which came to the assistance of the Prince Albert, the latter might have been detained much longer. Great disappointment was the result of this little accident, for the boat was crowded not only with her ordinary passenger, but by a large excursion party of Mr Cook of Leicester, and many were going by Tarbet and Arrochar, a route they had to give up, as they could not depend upon the consort steamer waiting at that point in the event of their leaving the loch one. We hope this will not happen again, as regularity is the only element with which this interesting chain of pleasure routes can be kept up.—Advertiser.”—North British Daily Mail, October 1, 1852
At a special General Meeting held at Dumbarton in 1852, it was agreed that no dividend would be paid to reduce borrowing for the new steamer, Queen Victoria. The Company had a number of shares on its hands and these were disposed of at the £40 per share nominal value.
The dispute between Sir James Colquhoun who wished to popularize his hotel at Ardlui and make it the premier coaching inn and the Marquis of Breadalbane who owned the established coaching inn at Inverarnan came to a head in 1853. Sir James owned the west bank of the Falloch River up to the point where it was joined by the Garabal Burn and the entrance to the Inverarnan Canal. The problem was that when water was low, steamers would turn in the Falloch and use an old pier or the Colquhoun land. Sir James put in piling and stones to preserve the river bank, thereby preventing the steamers from turning and the Lochlomond Company successfully requested an interdict to prevent this. Sir James also requested an interdict to prevent the steamers entering the River Falloch but this failed.
The confluence of the Falloch and Garabal. The entrance to the canal is on the left
“Sir J. Colquhoun v. The Lochlomond Steamboat Company. 1st Division. Feb. 11. 1853.
“Interdict—Possession.—The proprietor of the banks of a river applied for interdict to prevent steamers from entering it, on the ground that they injured his banks. The owners of the steamers having recently obtained an interdict against attempts on his part to obstruct their so navigating the river, interim interdict was refused to him, in respect that the primafacie right was decided against him in the other process.
“This was a note of suspension and interdict at the instance of Sir James Colquhoun of Luss, against the Lochlomond Steamboat Company, to have them interdicted from entering the river Falloch with steamers, so as to injure the banks, and in particular, from canting or turning their steamers at the confluence of the burn of Garabal with that river, or at any other point where the banks might be displaced by contact with the vessels. This injury, the complainer stated, took place to a great extent, as the river was too narrow to be navigated by steamers.
“It appeared that the respondents had, some months before, obtained an interdict against the complainer, to prevent him from continuing to put piles and stones into the river at a point where they were then in the habit of turning, a little lower than that to which they were now, in consequence of the operations of the complainer, obliged to resort. No difference between the two places, in regard to his right on the one hand, or the injury done on the other, was alleged by the complainer.
“The Lord Ordinary on the bills passed the note, but refused in the meantime to grant the interdict. The complainer reclaimed. For whom appeared Patton, Neaves, and the Dean of Faculty (Inglis). For the respondents, Deas and Currie.
“The Court, without hearing the respondents, adhered. It was observed, that the question of possession had been inverted by the complainer. He had been found in the other process of interdict, to be a wrong-doer, and invader of the rights of others. He could not therefore expect interdict to be granted at present. He might possibly obtain it afterwards, if, on a remit being made, great injury to his property should be reported.
“Tawse & Bonar, W.S., Complainer’s Agents. Davidson & Syme, W.S., Respondents, Agents. (W. H. T.)
The matter was resolved after after four years when Sir James was able to resume building up the bank and the Lochlomond Company was able to construct a pathway down the west side of the Balloch to where a pier could be used when water was low.
The early 1850s saw a great increase in works outings and Loch Lomond was a popular destination. In general the Loch steamers were busy and made excellent profits. The key to success was punctuality and the ability of the tourists to count on the summer schedules to complete their grand plans. With two excellent and well-appointed steamers, the Company did its part.
“Lochlomond.—Dumbartonshire Railway and Steamers.—On and after this day, the steamer Prince Albert, lately under repair, will sail daily on Lochlomond, at her usual hours.
“Arrangement of trains and steamers for the summer months.— Down from Glasgow at 7, 8.45, 11 a.m and 1, 4. and 6 p.m. Up from Balloch at 8.15, and 10.45 a.m.. and 1.30, 3.30, and 6.10 p.m. Steamers on Lochlomond will sail in connection with those from Glasgow at 7 and 8.45 a.m. and 4 p.m.; returning in connection with the trains from Balloch at 8.15 a.m., 3.30 p.m. and 6.10 p.m.
“Cheap pleasure excursions every Saturday, from Dumbarton, Renton, and Alexandria, to the Islands of Lochlomond, and back. Leaving by the 2.10 train from Bowling; returning by the 6.10 train from Balloch. Return tickets—Dumbarton and back, 1st class 2s.; 2nd class 1s. 6d.; Renton or Alexandria and back, 1st class 1s. 6d.; 2nd class 1s. 0d.—Railway Office, Bowling, 23rd June, 1853.”—Dumbarton Herald, June 23, 1853.
The steamers of this period are poorly illustrated in plans and guidebooks. One exception is a children’s book, “Rollo in Scotland,” by Jacob Abbott (W. J. Reynolds & Co., Boston), published in 1856 but an account of a visit in 1854. There are two illustrations, one showing the fore-part of the steamer but clearly indicating a steamer with a raised quarter-deck by the railings leading aft; and the other an internal view of the saloon, complete with a fireplace where the saloon passengers could warm themselves. This points to the Queen Victoria rather than the Prince Albert that was flush-decked.
Queen Victoria making her way up the Loch
The saloon of the Queen Victoria
“Dumbartonshire Railway and steamers.—Summer arrangements from 18th June. Down from Glasgow at 7, 8.45, 11 a.m and 1, 4. and 6 p.m. Up from Balloch at 8.15, and 10.45 a.m.. and 1.30, 3.30, 5.20, and 6.30 p.m. Lochlomond Steamers sail daily from Balloch in connection with the 7 and 11 a.m. Steamers from Glasgow; returning from the Head of Loch in connection the 5.20 and 6.30 trains for Glasgow. Return tickets issued daily. Bowling to Head of Loch and back same Evening, 1st class 4s 6d; 2d class 4s; Dumbarton or Dalreoch and back, 1st class 4s; 2d,class 3s 6d; Renton or Alexandria and back, 1st class, 3s; 2d class 2s 6d. And from all stations to Glasgow every Saturday at 1.30 or 3.30 and back for a single fare.—Railway Office, Bowling, 1855.”—Dumbarton Herald, July 19, 1855.
Robertson, “Robertson’s Tourist Guide to the Beautiful and Romantic Scenery of Loch-Lomond,” John M‘Leod, Glasgow, 1855.
Jacob Abbott, “Rollo in Scotland,” W. J. Reynolds & Co., Boston, 1856
Donald Macleod, “Lochlomond Steamboat Companies.” Bennett & Thomson, Dumbarton, 1889.
Graham E Langmuir, “Loch Lomond Passenger Steamers,” in Clyde Steamers, No 26, Clyde River Steamer Club, Glasgow, 1991.
Alan Brown, “Loch Lomond Passenger Steamers,” Allan T. Condie, Nuneaton, 2000.
Alistair Deayton, “Scottish Loch and Canal Steamers,” Tempus, Stroud, 2004.
J. G. Ransom, “Steamers of Loch Lomond.” Stenlake, Catrine, 2007.
Brian Patton, “On Landlocked Seas Part 3: Ships of Loch Lomond, Loch Katrine and nearby lochs.” Brian Patton, Berwick, 2018.
This brings the story of the Loch Lomond steamers up to the end of 1855.