Corrie Ferry

A few miles north of Brodick on the Island of Arran is the village of Corrie. Strung out along the rocky coast with no natural bay but there are natural inlets where at one point a jetty and at another, a quay, provide some shelter for fishing boats and trading craft. For many years there was a trade in lime from mines in the vicinity. The village is particularly picturesque and early attracted visitors as the most direct route for ascending Goat Fell, the tallest peak in the Arran mountains.

The early steamboats to the Island, belonging to the Castle Company in the 1820s, sailed from Glasgow and Rothesay for Brodick and Lamlash and would have passed along the shoreline close to the village. It seems likely that passengers for Corrie would have been landed there by ferry, either from the ship’s boat or from a wherry setting out from the shore. Like the rest of the Island, the village had no pier for steamboats, and an organized ferry call was established at an early date, around 1830.

The Island of Arran received a scientific boost when the British Association, meeting in Glasgow in the summer of 1840, organized trips to explore geological interests, and a growing popularity with artists brought a need for more accommodation around the island, and at Corrie in particular. An Hotel was built around 1850, run by the Jamieson family, and situated close to the point at which the ferry landed. The Arran steamboat service from Glasgow provided at the time by the M‘Kellar steamers by way of Largs and Millport, regularly called at Corrie on their way to Brodick and Lamlash.

Corrie in the 1850s

In 1857, Messrs Henderson, placed their steamer, Diamond, on the Arran route by way of Rothesay and Kilchattan Bay. This revived echoes of the old Castle steamer route on their Arran sojourns. Sailings were shared with her consort, Ruby, more regularly found on the Rothesay station, but the following year, Diamond was withdrawn and sailed in Russian waters. Also in 1857, Messrs Tod & M‘Gregor, built two steamers, Spunkie, and Kelpie, to run on the Clyde under their own management, in connection with the Greenock Railway. The Spunkie was placed on the Arran by way of Largs and Millport service, in direct competition with the M‘Kellar steamer Jupiter that was their crack vessel, built in 1856, also by Messrs Tod & M‘Gregor. The Spunkie was not the success hoped for, and was laid up in 1859. In that year, Hero, owned by Messrs Wingate, took over the route to Arran by way of Rothesay and Kilchattan Bay. M‘Kellar added the Juno in 1860 to maintain their advantage in the Arran trade.

Jupiter

The Hero went to Belfast in 1861, and in her place, the Spunkie, now owned by Messrs Denny, the Dunbarton shipbuilders, was brought out of retirement to take her place on the Arran by way of Rothesay and Kilchattan Bay station. One wrinkle added that year was a deviation through the Kyles of Bute to Arran on Thursdays. This proved popular and engendered a song, called “Through the Kyles wi’ Spunkie,” written, composed, and sung by an itinerant harper who played on board.

In 1863 when the demand for fast paddle steamers to run the Union blockade was at its peak, The Juno, Jupiter, and Spunkie all left the Clyde, leaving a dearth of vessels capable of running to Arran and back on the same day. Even the Diamond, brought back from Russia was snapped up to run the blockade.

With the looming defeat of the Confederacy, in 1864, there were a number of fast ships, built on speculation and available to augment the depleted ranks of the Clyde and coastal fleet. One such was the Arran Castle, built by Kirkpatrick, M‘Intyre & Co., for Messrs Watson & Brown, who also owned the Hero, now returned from Belfast. The Hero and the new steamer shared duties on the Arran by way of Rothesay station while M‘Kellar’s Venus sailed to Arran by way of Largs and Millport.

Venus

The last remnant of the M‘Kellar fleet, the Venus, experienced competition from the Wemyss Bay Railway steamer, Largs, after the railway opened in 1865. When the Wemyss Bay Railway’s ship-owing service collapsed the following year, the Venus was sold to Messrs Gilles & Campbell to run from Wemyss Bay, where she had Largs as consort.

“Steamboat rivalry—Collision.—This week two first-class steamers have begun to leave Arran during the morning at the same hour. The competition began on Monday morning, and a regular race, we are told, takes place betwixt the steamers, both vessels being pushed to their utmost speed in order to outrun the other. Of course the first boat at the several quays manages to get nearly all the passengers, and hence a keen desire is shown by those in charge of both steamers to get alongside each quay first. Yesterday morning the steamers in question, the Largs and the Venus, came into collision near Corrie Ferry, which, of course, caused great alarm amongst the passengers. The Venus had her bulwarks injured, but the Largs escaped without injury. We trust that, for the safety of the travelling public, some arrangement will be come to by the two companies, whereby further mishap from the same cause may be prevented.”—Glasgow Herald, May 10, 1865

The Arran Castle’s contribution to the Arran sailings was short lived as in May, 1866, she went to the Thames with her owner on board and was lost in the Irish Sea. Mr Watson’s fleet was sold, and the Hero was purchased by Messrs G. & J. Ferguson who continued to run her on the Arran station.

The landing-place at Corrie, the Ferry Rock

Some of the workings of the ferry can be gleaned from the following exchange of letters from the Glasgow Herald, in 1866.

“Corrie, Arran.—To to Editor of the Glasgow Herald, September 11, 1866. Sir,—As the accidents, from collisions and other causes, which have occurred on the Clyde this season have been unusually numerous, I think it is well that the public should know the danger to which visitors to this beautiful spot are exposed. To illustrate what I refer to I cannot do better than relate what came under my own experience.

“About a fortnight ago I happened to be a passenger one afternoon per the Venus, from Greenock to Arran. On getting outside the Cumbraes a pretty fair breeze was blowing from the south-east, If I remember correctly, with a tolerable sea on. The only means of getting ashore at Corrie is by a ferry, there being no wharf or quay at the place. On the evening in question there was a large number of passengers going ashore, but the ferryman, as is usually the case, only brought out one boat to carry the whole. When about two-thirds of the number had got on board the ferry, the remark was made by several that she had as many as she could contain, but the other third were unceremoniously taken in as well—the result being that the boat was sunk till the gunwale was within an Inch or two of the water. With a rough sea on this was certainly no joke. Many of the passengers were much alarmed; and myself and others who were sitting beside me almost held our breaths, so great was the danger we were in. I have been told that the water was coming in at the other side from that at which I sat, but for the truth of this I cannot vouch. Fortunately, however, we got safely to shore, although none the better for our fright; and an hour or so afterwards I saw one of the two men who had been at the oars, and remonstrated with him on not having two boats in readiness, as is invariably the case at Brodick and Lamlash, For my pain I was politely Informed that “there were better lives than mine in the boat,” and that “those who were afraid to come ashore should stay on board the steamer,” with other remarks to the same effect. I may mention that I have spoken to several who were standing on the beach watching the boat, and that they all remarked that she was much overladen.

“The ferryman charges the moderate sum of three-pence each for the short distance to or from the steamer, but even this would not be grudged were safety Insured. If matters are to continue as they are, however, the end, I fear, will be some dreadful accident, such as that which happened to the Clyde Street Ferry not long ago; and then, following the good old principle of “locking the door after the steed Is stolen,” means will be taken to prevent a recurrence of the catastrophe. If the ferryman is to enjoy, as I believe he has done for a long time, a monopoly of the ferry traffic, the least, surely, he can do is to provide boats equal to those at Brodick and Lamlash—the present are much less commodious—and have always during summer two, properly manned, in readiness on the steamer’s arrival, in case one should not be suficient for the number of passengers.—I am, Sir, yours respectfullly, A Visitor to Corrie.”—Glasgow Herald, September 14, 1866

The response defended the ferrymen.

“Corrie, Arran.—To the Editor of the Glasgow Herald4 Glasgow, 14th Sept., 1866.—Sir,—Your correspondent, “A Visitor to Corrie,” must surely have been afraid to perpetrate his statements at the time the occurrence was fresh in the memories of his fellow passengers, else why not have written you sooner on the subject.

“As he remarks, there was a very heavy swell on (one on board as well) after passing the Cumbraes; but at the shore, where the passengers are landed, it was “calm is a mill pond.”

He and his supporters must have belonged to a very chicken-hearted class, to be afraid under such circumstances; and the best advice that can be given them, is never on any account to take their feet from off the solid ground, for there was really on this occasion no more danger to be apprehended than is common to all ferry boats.

“It is surely unfair towards the Corrie ferryman to contrast his boat with those maintained at Brodick and Lamlash by the enterprise of the steamboat companies; yet for the last 40 years this man has “steered his bark” between shore and boat without the occurrence of a single mishap, and all who know him are aware that he is not the man to endanger his passengers for the sake of a paltry threepence or two. Moreover, this “Visitor” Is perhaps not aware that the number of passengers that can with safety take passage in the boat is not left to the judgment of the ferryman, but to that of the captain of the steamer, who, in the event of hls having more to land than one boat can safely carry, displays a flag, and there is always, here as well as at Brodick and Lamlash, an extra boat kept manned and in readiness to pull out, should such a signal be made. Upon this day no flag was shown, but the extra boat was ready.

“I was a passenger with “Visitor,” and did not see any appearance of the alarm he makes such a fuss about, and I may assure him, in order that his next visit may be attended with greater comfort, that I have seen the same boat carry six more than were on board the day he was so terribly put out of countenance; yet it never occurred to me, nor, so far as I could observe, to any other on board, that there was the slightest danger.

“Visitor” is wrong as to the direction of the wind. It was from the south-west, not from the south-east. Had It been the latter, and blowing even a “fair breeze,” the passengers could not have got ashore at all.

“In a word, there was really no occasion for “Visitor” troubling you with his “touching appeal.”—Yours, &c., Fair Play.”—Glasgow Herald, September 15, 1866.

A supporting letter came from a spectator on shore.

“Corrie, Arran.—To the Editor of the Glasgow Herald, September, 15, 1866.—Sir,—As I was recently resident at Corrie, and on the evening which I suppose is referred to by your correspondents was on the grass-plot right in front of the hotel awaiting one of the passengers, I had ample opportunity of witnessing the crowded state of the ferry-boat, and the precarious position of the passengers from the time they left the steamer till they reached the shore. I can fully estimate all that “Visitor” felt, for I stood trembling, and exclaimed to a lady friend standing by, “that is dreadful” Whatever “Fair Play” may say about “seeing no appearance of alarm” amongst the passengers, I can certify to the alarm on shore, and I know from two, at least, of the passengers themselves that they were in great fear. It is no argument at all to bring forward the fact (if it be a fact) that no accident has as yet occurred to the Corrie boat. I should like to know how many years the Clyde Street ferry was in operation before the dreadful catastrophe occurred there.

“With the arrangements between the steamboat captains and the ferryman the public have nothing whatever to do. What they have to insist upon is that all danger be avoided, and every means of safety secured.—I am, Sir, yours respectfully, Mermaid.”—Glasgow Herald, September 19, 1866

With the demise of the M‘Kellar fleet, the Greenock tug owner and principal of the Greenock & Helensburgh Steamboat Company, Mr Graham Brymner, saw an opportunity to provide direct sailings from Glasgow to Millport and Arran. In 1867 he had the Elaine built for the Millport route and the following year, Lancelot was added to extend sailings to Arran. Both steamers were of the raised-quarterdeck design, providing better saloon accommodation than the competition from Wemyss Bay.

Mr Brymner must have found some success as in 1869, a third, larger steamer, Guinevere was added to sail to Arran by way of Rothesay. Like Elaine and Lancelot, she was of the raised quarter-deck design and the added light in her main saloon aft, made her a more attractive vessel than the flush-decked Hero in the view of discerning passengers.

“New saloon steamer Guinevere.—The preliminary trip of this handsome new saloon steamer—the most recent and only addition to the river passenger boats this season—took place on Saturday, and proved eminently satisfactory, both in regard to speed and comfort. The Guinevere is a beautifully modelled steamer measuring 200 feet in length, 19 feet breadth of beam, and 7 feet 3 inches depth of hold. She is propelled by a pair of Rankin & Blackmore’s patent double piston-rod oscillating engines of 90 horse-power, which worked with great smoothness and efficiency. The internal arrangements of the vessel are most complete. The chief saloon which is elegantly fitted up is 60 feet in length, while the hurricane deck is of similar size. Every arrangement for comfort and convenience has been attended to in the other parts of the steamer, the whole reflecting great credit upon her builders Messrs R Duncan & Co, Port-Glasgow. The Guinevere has been specially built for the Glasgow and Arran station, via Largs and Millport, and will be under the command of Capt. John Campbell, one of the most courteous and obliging masters on the river. She is the third vessel built by Messrs Duncan & Co. to the order of Messrs John Brymner & Co., Greenock, for the Largs and Millport station—her sisters the Elaine and Lancelot having already proved themselves favorite steamers for the conveyance of pleasure-seekers to the various attractive summer quarters on the West Coast of Scotland. On Saturday the Guinevere“ran the lights” in 49 minutes and 23 seconds being a speed equal to about 19¼ miles per hour. Notwithstanding the high rate of speed, the vibration consequent upon the working of the engines was almost imperceptible. A select party of gentlemen were invited by the owners to accompany the steamer on Saturday. The vessel subsequently preceded to Lamlash where the guests were allowed upwards of an hour on shore. On the return trip the company sat down in the main saloon to an excellent dinner which was served up in capital style by Mr Andrew Campbell, the steward, and his assistants. Bailie Bremner, Greenock, occupied the chair and Bailey Duncan, Port Glasgow, ably discharged the duties of croupier. “Success to the Guinevere” was drunk with much enthusiasm. The other tourists included “The Provost and Magistrates of Greenock,” proposed by Bailie Duncan, Port-Glasgow, and responded to by Bailie Hunter, Greenock; “The Owners,” “The Builders,” and “The Engineers” of the Guinevere, &c., &c. The weather was delightfully fine and a very pleasant day was spent by all on board.”—Glasgow Herald, May 24, 1869

Corrie Hotel (Washington Wilson)

The Corrie Hotel changed hands in 1869.

“Arran—Corrie Hotel (Late Mrs Jamieson) Mr David Morrison has become lessee of this well-known Hotel which has been furnished and fitted entirely anew, so as to secure the comfort and convenience of visitors. Within easy reach of the Hotel are the most interesting localities of the Island—Glen Sannox, Glen Rosa, Brodick, Loch Ranza, Fallen Rocks , and the Screden. From it is the nearest route to Goatfell, commanding one of the most extensive views in Scotland. The charges are moderate. An omnibus runs regularly in connection at Brodick with arrival and departure steamer from Ardrossan. Steamers from Glasgow and Wemyss Bay call daily.”—Scotsman, August 23, 1869

The new Guinevere on the Arran route, sailed from the Bridge Wharf at 7:30 a.m., called at Greenock, Gourock, and Wemyss Bay, where she connected with the 8:25 a.m. train from Glasgow before proceeding by way of Largs, and Millport. She left Lamlash on the return at 2:15 p.m. The fares were 3/- return in cabin and 2/- return in steerage. The Hero left the Bridge Wharf at 8 a.m. for Greenock, connecting with the 9 a.m. train, Kilcreggan, Kirn, Dunoon, Innellan, Rothesay, and Kilchattan Bay on her way to Brodick and Lamlash. Her return was scheduled from Lamlash at 2:45 p.m. with return fares 3/- in cabin and 2/- in steerage.

The following year, the Guinevere changed allegiance from the Caledonian run Wemyss Bay Railway to the new Greenock and Ayrshire by connecting with the railway at Prince’s Pier that opened in 1869. The Hero continued connections at both Custom House Pier and Prince’s Pier on the Arran station by way of Rothesay.

The two-funneled Guinevere at the Broomielaw (Washington Wilson)

In 1871, the Wemyss Bay connection to Arran was occupied by the Lady Mary, recently sold by the Duke of Hamilton’s Trustees but retained by them on charter after she was displaced by their new Heather Bell from the Ardrossan to Arran station. The new pier at Brodick, the first pier on the island, was opened that summer. The Herocontinued on the Rothesay route to Arran, leaving the Broomielaw at 7:45 a.m., but was opposed by the Lancelotleaving at 7:55 a.m. The Lancelot offered an exchange of tickets for the return with the Guinevere, that sailed by Largs and Millport. However, change was afoot. The Hero was sold at the end of the season and Mr Brymner’s interest in his fleet began to wane. Elaine was sold and Guinevere took over the Arran by way of Rothesay and Kilchattan Bay station while Lancelot sailed to Largs and Millport before being sold to sail out of Wemyss Bay to Rothesay and the Kyles of Bute. The Lady Mary continued sailing from Glasgow by way of Largs and Millport but without the Wemyss Bay connection, and offered exchange of return tickets with Guinevere.

In 1873, Guinevere had the Glasgow to Arran station on her own, sailing by way of Rothesay and Kilchattan Bay. She was eventually purchased by Messrs Keith & Campbell in 1876 when Mr Brymner gave up his business and was retained by her new owners on the station.

The Glen Rosa, seen here at Brodick Pier

Competition in the form of the Glen Rosa appeared in 1877.

“Launch of the new steamer for the Arran Route—On Thursday last there was Launched from the shipbuilding yard of Messrs Caird & Co., Greenock, a handsome paddle steamer of 411 tons. for Messrs Shearer & Turner, Gourock. On leaving the ways she was named Glen Rosa by Mrs Turner, Ashcraig, Greenock. The following are her dimensions: length of keel and fore rake, 205 feet 6 inches; breadth, moulded, 20 feet; depth of hold 7 feet 6 inches. She will be supplied with engines by the builders of 120 nominal horse-power, and she is expected to attain rate of speed of 20 miles an hour. The Glen Rosa is of a similar build to the Sheila recently launched by the same firm for the Wemyss Bay Steamboat Company, and will be fitted up with all the latest modern improvements. There is a spacious bridge-deck amidships, and a raised quarter-deck aft. Under the quarter-deck there is a handsome saloon, which will give increased comfort to the passengers. At the entrance there is ladies’ cabin, opposite which a refreshment room has been placed for the use of first-class passengers. The whole fittings of the vessel have been completed in a way that will reflect credit upon owners and builders. Under the main deck forward there is a very conveniently-arranged dining saloon, with a bar-room and lavatory. By dispensing with the use of skylights on the deck there will be more accommodation and comfort given to travellers. The Glen Rosa when finished will be one of the finest steamers on the Clyde. She will be engaged on the Arran route, and commence selling early in June.”—Greenock Herald, May 19, 1877.

“The Glen Rosa.—This splendid steamer leaves Messrs Caird and Co.’s hands to-day for good, and will proceed to the Gareloch in the afternoon to run her official trip. From what we can learn she is expected to prove even faster than the Sheila, which the Wemyss Bay Co. received from the same builders a short time ago. The owners of the Glen Rosa are to be congratulated on the possession of a steamer which for beauty and finish has scarcely an equal. She is intended for the Arran station. We have heard it hinted that she might be put on the Rothesay station should the Arran traffic not prove sufficient; and, in that case, several offers have been made to her owners purchase her, as she would prove very dangerous rival to those already placed there.”—Greenock Telegraph, June 14, 1877

“Trial trip of the Glen Rosa.— What is wanted make trial trip really enjoyable exploit is a fine, calm, clear, sunny day, a day on which the guests invited to accompany the owners on the start of their vessel may with pleasure watch the movements of the new steamer, and, at the same time, enjoy the scenery, which in all parts the Clyde is so beautiful. Such day was yesterday, its weather being from first to last most propitious. The Glen Rosa is another of the many swift river steamers which Messrs Caird & Co. have launched from their yard. She is built after the model the Sheila, being—203 ft 6 in. long; 20 ft 6 in. brand; and 7ft 6 in. deep. The engine is a single cylinder condensing one of 120 h.p. nominal. Though an exact model of the Sheila, yet there one or two marked improvements in the Glen Rosa’s fitting and conveniences. The master it furnished with a bridge abaft the funnel from paddle-box to paddle-box, from which he can give his directions and keep a look out. The main saloon it beautifully fitted up and is long and airy. The seats and walls for about two feet above the seats are lined with velvet cushions, which, instead of being fixtures, are arranged to that they can be removed at pleasure and taken on deck to be aired. The saloon is carpeted with beautiful Brussels carpet, and the walls and roof are painted in a light and tasteful manner. It is lighted by means of about twenty-four large port lights, which give more even light than the deck lights, and at the same time do not break up the deck with skylights. At the right hand, coming into the saloon, there is a very neat little room, fitted up in an elegant manner, for the use of lady passengers. To the left is a neat little apartment, furnished with an open bar, tables, and cushioned seats, at which those who are overcome with thirst may refresh themselves. The deck above the saloon is raised about ten feet, thus giving the saloon below an advantage in regard to height of roof. The deck is furnished with a double row of seats, which are covered with cushions American cloth, and are strapped to the seats to prevent them falling off. The fore cabin or dining saloon is a roomy apartment, capable of dining about 100 persons. It too is tastefully finished off, and has at the foot of the stairs several comfortable cabins, stewards’ rooms, and lavatories. The seats here are covered with green hair cloth cushions, attached in the same manner as those in the saloon. The steward’s department is under the care Ritchie, of the Gamble Institute, one of the owners, who, with the assistance an able hand, will attend efficiently to all the wants of the passengers.

“At 11 o’clock the Glen Rosa, with a number guests on board, steamed slowly out of the Victoria Harbour and proceeded to the Garelochhead, where the compasses were adjusted. This formality over, she left the loch and crossed over to Gourock, where she lay-to and waited on a boat coming alongside. In the boat were Messrs Shearer and Mr Turner, part owners the boat, and some friends. A capital run was then made to Skelmorlie, where the measured mile is fixed. The nautical mile was then run, the Glen Rosa doing it in precisely 3m 30s, which is the rate of 17.143 knots, or fully 20 statute miles per hour. This test having been satisfactorily accomplished, the steamer was headed for Arran, and proceeded there at high rate of speed. When off Corrie the flag was dipped, and a hearty cheer was given in response from those on shore. In returning from Brodick the Glen Rosa accidently fell in with a rival, with whom she had a slight tussle which resulted in her opponent being in a short time left behind. The Victoria harbour again reached about 5.15 p.m. In the course of the day luncheon was served in the fore cabin, when Mr J. T. Caird, Bellaire, took the chair. Lunch over, the Chairman proposed in a few suitable terms “Success the Glen Rosa,” coupled with the name of Mr Turner. Mr Turner, in replying for himself and partners, expressed his satisfaction with the building and speed of the Glen Rosa. Alluding to his partners, he said that a good Shearer often got bad hook, but here they had two Shearers who had a good boat (laughter). He hoped that the success the Rosa’s trial trip would augur well for her future running. Mr Ritchie in proposing “The Builders,” stated that when they contemplated getting such a steamer as the Glen Rosa, they had looked out for three things—where they would get the best, the cheapest, and the fastest steamer, and they had got these to perfection in the steamer they were on board. He had much pleasure in proposing “The Builders,” coupled with the name of Mr Caird. Mr Caird suitably replied.

“The Glen Rosa is to be under the command of Captain M‘Diarmid, well-known on the Arran station. The route the owners purpose taking is from Glasgow every morning at eight o’clock to Greenock, where passengers per rail may join the steamer, which will then go to Rothesay, calling only at Gourock and Dunoon. It will also run in connection with the Wemyas Bay trains, and passengers leaving Glasgow at 9.15 for Wemyss Bay may join the Glen Rosa at Rothesay, and be conveyed Kilchattan Bay and Arran and back. It is expected that the steamer, will go on her station next week.

“Tomorrow the Glen Rosa will leave Greenock on a pleasure excursion round the island of Bute, calling Tighnabruaich. We trust that this enterprise by our Gourock friends will be a great success.”—Greenock Advertiser, June 15, 1877

At some point in the days following, the Glen Rosa had a mechanical failure that required attention. The Clyde shipbuilding lock-out was in place at the time, but the repair appears to have been successful, and she eventually entered service on June 21st.

“Steamer Glen Rosa.—This steamer has now got the damage to her machinery made good, and tomorrow it is intended that she will pursue down the river for a trial trip.”—Greenock Telegraph, June 19, 1877

“Steamer Glen Rosa.—This steamer was to-day put on her station between here and Arran. She had a good many passengers on board leaving Princes Pier.”—Greenock Telegraph, June 21, 1877

The competing adverts show how closely they matched the rival’s movements. The first is for Glen Rosa.

“Favourite steamer Glen Rosa.—Notice.—The Steamer Glen Rosa will proceed to Whiting Bay every Tuesday till further notice. Arran—Pleasure sailing by Magnificent New Saloon Steamer Glen Rosa.—Sails daily from Glasgow at 8 a.m. Train, via Wemyss Bay, Bridge Street, 9:15. Calling at Partick, Renfrew, Bowling, Dumbarton, Greenock (both piers), Gourock, Dunoon, Innellan, Rothesay, and Kilchattan Bay. Returning from Lamlash at 2.15. Return fares to Arran—Cabin, 3s.; Steerage 2s. Passengers can book direct for Arran by Caledonian Railway, via Wemyss Bay from Bridge Street, 9.15, and join Glen Rosa at Rothesay about 11; Returning for Wemyss Bay steamer from Rothesay at 4.40,Train, Wemyss Bay, 5.30. Excursion parties arranged with—Apply to Mr Shearer, on Board; or Mr Scott, Shipping Box, Bridge Wharf, Broomielaw.”—North British Daily Mail, August 27, 1877

The second for Guinevere.

“Note—Calls at Whiting Bay on Tuesdays and Wednesdays.—Favourite route.—Arran, via Dunoon, Rothesay, & Kilchattan Bay.—Sails at 8 a.m.—The saloon steamer Guinevere sails daily from Bridge Wharf at 8 am., train St Enoch, 9.5, for Partick, Remfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchttan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash at 2.30, Rothesay at 4.50 p.m.

“Note—Every Tuesday and Wednesday the steamer proceeds to Whiting Bay, passing round the Holy Isle, and returning to Lamlash, thus giving a view of Ailsa Craig and the South End of Arran. Return fares to Arran—Cabin, 3s: Steerage, 2s. Note—Passengers will please provide themselves with circular tour tickets.

“Grand circular tour to Arran.—Passengers can now book by train from Bridge Street Station at 8.15 a.m. to Arran, via Ardrossan, and return by Guinevere from Lamlash at 2.30 p.m., via Rothesay and Greenock. Train from Prince’s Pieria 6.20 p.m.; or book by train from St Enoch at 9.5 p.m. to Arran, via Rothesay, and Return from Arran (Lamlash) at 3 p.m., daily except Saturdays—on Saturdays at 5.35 p.m.—by Rothesay Castle via Ardrossan. Fares—1st Class, 5s 6d; 2d Class, 4s. Excursion parties arranged with—Apply to Captain, on board; or Hugh Keith, 2 Oswald Street.”—North British Daily Mail, August 27, 1877

The Guinevere and Glen Rosa battled for the limited traffic for three seasons. In 1878, a new rival was announced. The Sheila provided a service from Wemyss Bay to Arran, offering an exchange of tickets with her sister vessel, Glen Rosa.

“New route and new hour.—To Arran daily, via Wemyss Bay.—Leaving Glasgow by train from Bridge Street station at 10:30 a.m. for Wemyss Bay, thence per swift saloon steamer Sheila to Corrie, Brodick, and Lamlash; returning from Lamlash at 2.40 for 5.30 p.m. Train from Wemyss Bay, arriving in Glasgow at 6.37. Return fares—from Glasgow, 1st cl. & cabin, 5s 3d; 2d cl. & cabin, 3s 9d.; from Wemyss Bay, cabin, 2s; steerage, 1s 6d.

“Note.—Passengers by 8.25 train go via Rothesay and Glen Rosa to Arran, and may either return direct via Wemyss Bay or via Rothesay.”—Glasgow Herald, August 24, 1878

The Glen Rosa also advertised the exchange.

“Glen Rosa” proceeds to Whiting Bay every Monday, Wednesday, and Friday, passing round Holy Isle.

“New circular tour.—Arran via Rothesay.—The swift new saloon steamer Glen Rosa, sails at a quarter before eight a.m. from Glasgow, for Partick, Renfrew, Bowling, Dumbarton, Greeock (both piers), Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.15 p.m.; and Rothesay, 4.30 p.m. return fares to Arran—steerage 2s; cabin 3s.

“Note.—Train Bridge Street, at 8.25 a.m. via Wemyss Bay. Passengers join Glen Rosa at Rothesay, and may either return direct by Rothesay, or by Sheila from Lamlash at 2.45 p.m. via Largs and Wemyss Bay. Excursion parties arranged with on board.”—Glasgow Herald, August 24, 1878

The Sheila did not sail in 1879 and the Arran run was left in the hands of the Guinevere and Glen Rosa. In July, Glen Rosa provided another new circular tour, this time with the Campbeltown steamer Gael.

“Notice.—Glen Rosa proceeds to Whiting Bay every Monday, Wednesday, and Friday, passing round Holy Isle. Arran, via Rothesay.—Sails at 10 minutes before 8 a.m..—Train—St Enoch 8.55 a.m.—The swift saloon steamer Glen Rosasails daily from Bridge Wharf for Partick, Renfrew, Bowling, Dumbarton, Greenock (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; Returning from Lamlash at 2.15; Rothesay, 4.30; Dunoon about 5.10 p.m. Return tickets (available during the season)—Glasgow to Arran—Steerage 2s.; Cabin, 3s.; Greenock to Arran—Steerage 1s. 6d; Cabin, 2s. Excursion parties arranged with on moderate terms on board. Calls at Gourock on the up run only.

“Note.—New circular tour.by the saloon steamers Glen Rosa and Gael—Special return tickets to Corrie (Arran) are available by steamer Gael, via Loch Ranza, leaving about 3.30 p.m., thus affording passengers ample time to walk or drive through Glen Sannox from Corrie to Loch Ranza or vice versa.”—Glasgow Herald, August 19, 1879

The Gael left Greenock at 8.30 a.m., but called at Wemyss Bay in connection with the 8.30 a.m. train from Bridge Street. Passengers leaving the steamer at Loch Ranza made their way to Corrie to catch Glen Rosa at 3 p.m. on her return to Glasgow.

The Guinevere continued to offer a circular tour in connection with the Arran to Ardrossan steamer, Messrs Buchanan’s new Brodick Castle, introduced the previous year.

Ivanhoe

It was in 1880 that the Ivanhoe entered the fray. Run on teetotal lines, the new steamer was fitted with deck saloons, a significant advance in passenger comfort over both Guinevere and Glen Rosa.

“Launch of a River Steamer.—Messrs D. & W. Henderson & Co. launched yesterday, April 25th 1880, from their shipbuilding yard, Partick, a handsome paddle steamer of the following dimensions:—Length, 255 feet; breadth, 22 feet; and depth, 8 feet. The vessel is fitted with a pair of surface condensing diagonal oscillating engines, the cylinders being each 43 inches, and the stroke 5 feet 6 inches. She has also two haystack boilers, constructed entirely of steel, each 12 feet 9 inches diameter. The saloon, which will be very luxuriously furnished, is 190 feet long, and is on the upper deck. The smoking-room is forward, and the steerage aft. The dining saloon is below, and the galley, instead of being on deck, adjoins it. The route of the new vessel is to between Arran and Helensburgh via Kyles of Bute. She is owned by a few influential Glasgow gentlemen, with Capt. James Williamson as managing owner. The ceremony of naming the vessel Ivanhoe was performed by Mrs James Bell, Elmbank Crescent. The Ivanhoe will be conducted on temperance principles, and she is intended as the pioneer of a fleet of saloon temperance steamers.

“After the launch the builders entertained a company to cake and wine, including champagne, in the model-room at Meadowside. Mr David Henderson proposed “Success to the Ivanhoe,” which was cordially pledged. Captain Williamson replied, remarking that it gave him great pleasure to be present at the launch, and he had great pleasure in seeing the work carried on from the laying of the keel to the successful launch that day. As they were aware, the Ivanhoe was to be conducted on temperance principles, and he felt quite sure such a vessel was wanted. A large section of the community would, he was confident, appreciate the services of such a vessel, as on board it they could enjoy the beautiful scenery without being annoyed with drunken scenes. He proposed the health of the lady who had christened the vessel, and Mr James Bell replied. Mr Alexander Allan submitted the toast to the builders. He said the launch of a steamer on the Clyde was always of interest, but it was doubly so when it happened to be a river steamer. He felt quite sure the Ivanhoe would be successful, and it was very gratifying to know that the steamer would be conducted on temperance principles, as he was certain the want of a bar in the vessel would be no “bar” to its success. (Laughter.) Mr William Henderson replied.”—Glasgow Herald, February 26, 1880

Guinevere and Ivanhoe off Greenock

“The new river steamer Ivanhoe.—This splendid addition to the Clyde fleet of passenger steamers, built by Messrs D. & W. Henderson, for the Frith of Clyde Steam Packet Company (Limited), went down the river on her trial trip yesterday. The vessel was described at some length in our columns when launched, and it need only be added that she will bear comparison with any of the crack boats on the river. The Ivanhoe is 225 feet in length, and has a draft of 4 feet 6 inches. She has saloons before and abaft the engines, the upper deck forming an unbroken promenade 180 feet in length. The principal dining saloon is under the main deck, aft. And is tastefully furnished and decorated. The tables are of various sizes, being suited for parties of from six to a dozen in number. In the panels running along the sides between the port-holes there are paintings on glass, representing various characters in the novel of Ivanhoe. The saloon is arranged after the style of a Pullman car on a large scale, the seats running out from the sides, enabling passengers to enjoy the scenery with comfort. It is handsomely furnished, the seats, easy chairs, and couches being covered with crimson Utrecht velvet, with carpets and window curtains of lighter colours. The second-class dining-cabin is in the fore part of the steamer, and in it there is a neat circular bar, from which tea, coffee, and non-intoxicating beverages will be dispensed. The smoking-room is at the end of the fore saloon, and contains several marble-topped tables, and other suitable fittings for the comfort of smokers. The ladies’ saloon is a pretty little place, and complete in all details. The vessel is perfect in every respect, and all those who patronize her will find every comfort on board. She has diagonal oscillating surface-condensing engines of 123 h.p. containing all the latest improvements, supplied with steam by two upright steel boilers 12ft 9in. in diameter and 14ft. 3in. high. The two cylinders are 43in. in diameter, and the stroke of the piston 66in. The paddles are 20ft. in diameter over the floats. The builders stipulated that she should attain a speed of 20 miles an hour, and in all her trials she has exceeded this. Her rate of speed yesterday gave every satisfaction, the engines working smoothly. A special feature of the Ivanhoe is that she will be. a strictly “temperance” boat, and it is believed by the owners that this idea will meet with the general approval of a large section of the travelling public.

“The Ivanhoe will not commence her regular sailings till 1st June. Her route will be as follows:—After leaving Helensburgh (about 9 o’clock) she will cross to Prince’s Pier, Greenock, and then proceed to Kirn, Dunoon, Wemyss Bay, Rothesay, Tighnabruaich, Corrie, Brodick, and Lamlash, returning via Kilchattan Bay to Rothesay, and making the same calls on the way up past the latter place.”—Glasgow Herald, May 1, 1880

Ivanhoe at Corrie (© Clyde River Steamer Club)

Anticipating a downturn in their business, the owners of the Guinevere and Glen Rosa took turns on the Arran route and introduced a new sailing, from Glasgow to Rothesay, and through the Kyles of Bute to the remote village of Skipness.

“Note.—Whiting Bay Mondays, Wednesdays, and Fridays.—Favourite route.—Arran, via Rothesay and Kilchattan Bay. Sails at 8 a.m.; train (St En.), 8.55 a.m.—Saloon steamer Glen Rosa or Guinevere sails daily for Partick, Renfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kichattan Bay, Corrie, Brodick, and Lamlash; Returning from Lamlash at 2.30 p.m.; Rothesay, 4.50; Dunoon, 5.30. Return Rates to Arran (available by either steamer)—steerage, 2s; cabin, 3s.—Excursion parties arranged with.—Hugh Keith, 2 Oswad Street.”—Glasgow Herald, June 24, 1880

On alternating weeks, the schedule was as follows.

“Note—Pirnmill and Carradale Wednesdays and Saturdays.—Skipness and Lochranza, via Rothesay and Kyles of Bute.—Sails at 7.30 a.m.; train (Cen.) 8a.m. (St Enoch). 8.10 a.m.—The fine saloon steamer Guinevere or Glen Rosa sails daily for Partick, Renfrew, Bowling, Dumbarton, Greenock, Gourock, Kirn, Dunoon, Rothesay, Kyles of Bute, Skipness, , and Lochranza (Arran); Returning from Lochranza at 2.15 p.m.; Rothesay, 4.30; Dunoon, 5.10.—return fares to Lochranza (available by either steamer)—steerage, 2s; cabin, 3s.—Excursion parties for Glen Rosa arranged with on board.”—Glasgow Herald, June 24, 1880

At the end of the season, the Glen Rosa was sold off the river and the Guinevere was left to contend with the Ivanhoe. There was a significant difference in price for a native of Glasgow seeking a day’s sail in the different boats, favouring Guinevere. Nevertheless, the new Ivanhoe took much of the traffic, especially those most likely to pay the cabin fare.

“Narrow escape of a Paisley lady from drowning at Corrie.—On Saturday afternoon, Miss Campbell, a young lady belonging to Paisley, had a narrow escape from drowning at Corrie. Along with a number of other passengers, Miss Campbell was stepping from the Ivanhoe to the ferry-boat, there being no pier at Corrie, when the ferry-boat gave a sudden lurch, and Miss Campbell was precipitated into the water between the steamer and the ferry-boat. The mate, Charles Wooley, who was on duty at the steps, and one of the ferrymen named Kerr, immediately sprang into the water to her assistance, and succeeded in keeping her above water until she was lifted into the ferry-boat. Miss Campbell was none the worse of her immersion, and in her dangerous position she kept herself remarkably cool. The mate, however, received a slight blow on the head owing to the rolling of the ferry-boat. A sum of money was collected among the passengers on board and presented to him for his prompt action in the matter.”—Paisley Gazette, August 9, 1884

After the end of the 1884 season, the fleet of Messrs Keith & Campbell, including Guinevere, was taken over by Messrs Buchanan. They placed their new steamer Scotia on the Arran route by way of Rothesay and the following year she was fitted with a fore castle to contend with the heavier seas that she encountered on the lower Firth. The Scotia had been built in 1880 and had a deck saloon aft and was a distinct improvement on the Guinevere.

Scotia leaving Brodick Pier with her enlarged fore castle

The sale of the Ardrossan to Arran steamer Brodick Castle in 1887 resulted in the transfer of the Scotia to that route. The old Eagle, of 1864, had a deck saloon added to her raised quarter-deck, giving her an unusual appearance, and was placed on the Arran by way of Rothesay route.

Eagle on the Arran route in Rothesay Bay

The move of the railway companies into the steamboat realm, starting with the formation of the Caledonian Steam Packet Company in 1889, and then by the Glasgow and South-Western Railway in 1892 greatly changed matters.

In her early years on the Ardrossan-Arran service, the Caledonian Steamer, Duchess of Hamilton, offered round Arran cruises in the middle of the day, and included a call at Corrie. Her rival, Glen Sannox for the South-Western, offered similar cruises but did not call at Corrie.

A well-filled ferry boat at Corrie

In 1892 Eagle was replaced by the new saloon steamer, Isle of Arran, built by Messrs Seath at Rutherglen that year.

“Launch of a Paddle Steamer at Rutherglen.—On Saturday last Messrs T.B. Seath & Coy. launched from their yard a handsome paddle steamer named the Isle of Arran, for Messrs Buchanan, Glasgow. The dimensions are, length, 210 ft, breadth, 24 ft., depth, 7 ft. 6 in. The saloon fore and aft, is carried out to sides in the latest Clyde style. The machinery, which is being constructed by Wm. King & Coy. Ltd., consists of a single diagonal condensing engine, which is expected to propel the vessel at a high rate of speed on a low consumpt. Mrs Wm. Buchanan gracefully performed the christening ceremony.”—Lanarkshire Examiner, May 21, 1892

“Trial trip of Isle of Arran—In fine weather the latest addition to Messrs Buchanan & Co.’s fleet of passenger steamers, the Isle of Arran, built by Messrs T.B. Seath & Co., Rutherglen, went on her trial trip on Friday down the Clyde. The steamer is intended to sail between Glasgow and Arran. The Isle of Arran measures 210 feet in length by 24 feet, and 17 feet 6 inches in depth, and has been engined by William King & Co., Limited, Kinning Place, Glasgow. The steamer has been splendidly finished and will provide comfortable accommodation for nearly 1400 passengers. The aft saloon has been upholstered by Arch. Stewart & Co., Union Street, in old gold, and here, as well as in the fore quarters, passengers will find every comfort and convenience. A feature distinguishing the Isle of Arran from our other river steamers is the introduction of an effective and expeditious means of saving life in the event of accident, Messrs Reid & Co., the patentees, have had their life-saving deck constructed on this steamboat for the first time. This deck is certified by the Board of Trade to float 1120 persons in perfect safety. The deck is in 40 sections, and all over measures 47 ft by 24 ft and each section floats 28 persons. The separate sections only weigh about 156 lbs, and may be transferred to the water by two men. They have also short ropes floated by wooden handles for passengers to grasp. When in their place the whole of the sections form a complete deck, the seams being made perfectly watertight by means of four powerful square threaded screws. The entire construction becomes ready for service in the brief space of ten seconds. When not in specific use the saving-deck is utilized as an awning to shelter the passengers from rain or strong sunshine. Needless to add life-belts and floating seats are completely superseded and passengers will derive a measure of comfort from the presence on board of such a friend in need should any casualty occur. The engines are of the single cylinder surface-condensing type, supplied with steam from a large “hay-stack” boiler. On the measured mile the guaranteed speed was easily obtained and it is expected that after a few runs the steamer will average from 17 to 17½ knots. Dinner was served on the passage, purveyed by J.M. Picken, Paisley Road. Mr W.C. Bergius presided, and Mr Seath was croupier. The latter gentleman, in his customary happy manner proposed the loyal toasts. The chairman, in proposing “Success to the Isle of Arran” said he believed if any gentleman having shares in the Glasgow and South-Western or Caledonian were at the Broomielaw some day soon they would be wishing that some of Buchanan’s shares were in the market. (Applause.) He proceeded to speak of the splendid saloon accommodation provided and the latest idea introduced, which combined an awning and life-saving apparatus. The Isle of Arran, he said, had not cost half the money of the other fast steamers, but her running service would cost about 20 per cent less. (Applause.) Mr W Buchanan replied. No other toasts were proposed. The trip was very agreeable and was much enjoyed by the select company on board. The Isle of Arran commences her regular run today.”—North British Daily Mail, June 27, 1892

Isle of Arran at Corrie

The Isle of Arran did not last long on the station. She was withdrawn in 1894 when she was required for the Rothesay route after the Shandon and Eagle were sold to sail on the Manchester Ship Canal. The Ivanhoe also spent a few weeks at Manchester in the early part of the season but returned in May where she found a new competitor in the Glasgow and South-Western Railway’s saloon steamer, Neptune, now sailing on the Arran route by way of Rothesay and the Kyles of Bute. In response, the Caledonian Steam Packet Co., placed their new, fast saloon steamer, Duchess of Rothesay, on the station in 1895, and the following year, the South-Western’s new Jupiter was her competitor. These two steamers represented their railway companies at Corrie for more than ten years, the situation changing when vessel-pooling was introduced in 1910 and only one of the vessels sailed.

Jupiter at Corrie

The rivals Duchess of Rothesay and Jupiter at Corrie

After World War I, the Caledonian turbine, Duchess of Argyll, was frequently found sailing on the route, particularly after the Caledonian and Glasgow and South-Western companies merged under the L.M.S. banner.

Duchess of Argyll at Corrie around 1920

Let us transport ourselves back 100 years or so, to the summer of 1923. The amalgamation of the Caledonian Steam Packet Co., and the Glasgow and South-Western Railway steamers under the management of the L.M.S had taken place earlier in the year, and we view the to-ings and fro-ings at Corrie. The steamers all have their yellow black-topped funnels with a red band, the “tartan lum.”