In June, 1906, the Clyde steamer ferry services to Millport on the Isle of Cumbrae were shared between the Glasgow and South Western Railway, operating out of Fairlie Pier and the Caledonian Steam Packet Company, operating out of Wemyss Bay.  The Caledonian connected with Largs, Keppel, Millport and some services went on to Kilchattan Bay and Rothesay on Bute.  The Fairlie connection from the Glasgow and South Western was similar providing the shortest ferry crossing but also with connections to the Bute Piers.  The Piers at Keppel and Millport had recently been purchased by the Millport Town Council and a considerable improvement made at Millport.  As a consequence, the Town Council increased the annual payments to be made by the steamer companies.  The steamer companies’ responses were predictable and the resulting stand-off that took place at the end of June and the beginning of July, the peak of the holiday period, is recounted here from contemporary photographs and newspaper accounts, mainly from the Glasgow Herald.

The Millport berth at Wemyss Bay with Marchioness of Bute. Service to Largs, Keppel, Millport, Kilchattan Bay and Rothesay.

Marchioness of Breadalbane at Largs

Marchioness of Bute at Millport Old Pier

“The Steamer Companies and Millport Town Council.

“A crisis approaching on Monday 25th June

“It consequence of a difference of opinion between the steamboat companies and the Town Council of Millport, as owners of the piers, in regard to the amount of dues leviable on the boats, the companies have threatened the withdrawal of their boats, and as such a step would practically ruin Millport, by rendering the place inaccessible to summer visitors, considerable feeling has been evoked. The Town Council have now prepared a statement showing how matters stand between them and the companies, of which the following is the substance:—

“The Town Council of Millport promoted in the session of 1905 a Provisional Order to authorise the Town Council to acquire the two piers at Millport , called Millport Pier and Keppel Pier, and to construct additional works on the Millport Pier for the purpose of providing increased accommodation to the steamers calling at the pier. The Order was passed and received the Royal assent on the 4th August 1905. The works have been proceeded with and are now almost completed, and the extended Millport pier has been opened for the steamboat traffic, and is being used by the steamboats of both the steam boat companies. In the promotion of the Order the Town Council were opposed, by both those steamboat companies, who appeared before the Commissioners at Glasgow, to object to the tonnage rates on vessels proposed to be authorised by the Order. In the course of the proceedings, negotiations took place between these companies and the Town Council, which resulted in agreed clauses, and the Order was adjusted in accordance therewith, and was ultimately passed and is now in force accordingly. The compromise agreed on was given effect to in the schedule of rates on vessels, and was (1) that the tonnage rates on vessels should not be charged at both piers on the same run going and returning, but should be charged as for one pier only, which means that these tonnage rates although both piers might be used and each might have been properly charged for, can only be charged as for one pier, and (2) the reduction from 1s. maximum per registered ton on vessels, as originally proposed in the Order, to 2d. Keppel Pier had originally been in the hands of a company who held a Provisional Order with fixed rates on that pier, and which Order was taken over by the Town Council with all its rights, and privilege. The Keppel Pier schedule authorised 1s. per ton on vessels, and the reduction to 2d. was in itself a valuable concession. The Millport Pier was acquired from the Marquis of Bute, under agreement, at a price which has since been paid. The price paid by the Town Council to the Marquis of Bute was £5030 for Millport Pier and to the Keppel Pier Company for the Keppel Pier £2000 — in all, £7030. The new works and the costs in connection with the Order and the transfer of the piers will be about £9000. Before the works were commenced the plans were submitted to the two companies for their approval, although there was no obligation on the Town Council so to do. This was done in friendly arrangement and in the belief that these two companies would fall in with the altered conditions which were brought about by the passing of the Order of 1905, and the arrangements which were made between the companies and the Town Council already referred to, were embodied in the Order. The Glasgow and South-Western Railway Company obtained powers from Parliament in the year 1891 to run steamers to ports and places on the River Clyde, and Millport is included in the authorised area. The preamble of the Act authorising that company to run steamers is in the following terms:— “Whereas the Glasgow and South-Western Railway Company have access by their railway to several ports and places in the River and Firth of Clyde, and it would be of advantage to the public, as well as to the company, if the company were empowered to provide work and use steam vessels in connection with their railways between those ports and places and other ports and places in the said river and firth and it is expedient that the Company should be authorised to provide work and use steam vessels for the conveyance of traffic between such ports and places, and should have other powers in reference to steam vessels and should be empowered to raise money for such purposes by the creation of shares or stock in their undertaking and by borrowing.”

“Under the powers thereby obtained from Parliament, the Glasgow and South-Western Railway Company have for the last fifteen years ran a service of steam vessels to Millport except in the winter months. The Caledonian Railway Company owns the steamboat service which is run under the name of the Caledonian Steam Packet Company (Limited), and that company in like manner have run steamers to the Millport piers, for twenty years all the year round. Millport is dependent for access to the mainland on steamboat service. It has a normal population of 1700 persons. In the summer season, which lasts for about four months, the population, consisting of summer visitors, is about 10,000. The community is wholly dependent for its means of living on the letting of summer quarters, and anything which would disturb or make impossible the carrying on the business of house letting at Millport for summer residence would be disastrous.”

“The Companies have intimated to the Town-clerk of Millport that your Council’s request for an annual payment for the use of Millport Piers of £400 from the Caledonian Steam Packet Company and £362 from the Glasgow and South-Western Railway Company cannot be complied with and as the Committee were informed the revenue from the traffic will not admit of the Companies making any addition to the annual payments at present made to the Town Council for the use of the piers, viz.:— £215, 10s. by the Caledonian Steam Packet Company and £189 by the Glasgow and South-Western Railway Company. We shall be glad to know, within the next few days, whether the Town Council of Millport are agreeable to allow the steamers of the two Companies to continue to use the piers of Millport on the same terms as prior to 15th May last.”

“If the threat contained in that communication is carried out, Millport will be cut off from communication with the mainland and visitors will necessarily be excluded, and the whole summer business and occupation of the inhabitants of the town will cease, to the serious loss and injury of the entire community.”

Millport Pier before the extension

Marchioness of Breadalbane at Millport Old Pier

“The Millport Pier Dispute

“A statement issued yesterday, 27th June 1906, on behalf of the railway companies says it is time some plain, speaking took place in reference to the Millport Pier dispute, looking to the inaccurate statements that are being circulated by persons who do not know the facts of the case. Notwithstanding suggestions to the contrary, there have been no negotiations whatever between the railway companies and the Millport Commissioners since the 13th instant, when the Commissioners were finally told that the railway companies would not pay the increased dues demanded, and that rather than do so the steamers would be withdrawn. Since that date the Board of Trade approached the railway companies, who replied at the end of last week that they could not and would not depart from the attitude they had taken up. A short sketch of the history of the pier be of interest. About 1750 Captain Crawford of the revenue cutter then stationed at Cumbrae informed the Commissioners who were looking for stone to build Portpatrick harbour, that there was rock in Millport Bay suitable for their purpose. They examined it, found it suitable, and the then Lord Bute granted them liberty to take as much as they required. While the excavations were going on a rough quay was formed, with a tidal basin, forming what is now called the “inner harbour.” In 1833, when steamers began to ply, a company was formed, and the quay was built at a cost of £838, subscribed in £10 shares. Lord Bute subscribed £100, and gave the site free. An addition on the west side of the quay was made in 1861, and a joint-stock company took over the undertaking, the capital amounting to £2300. About ten years ago, the Town Council entered into negotiations with the company for the purchase of the Pier. The bargain was almost completed at the price of £7000, when opposition was raised, and the negotiations were broken off. Then the company applied for a provisional order to extend the Pier, but Lord Bute, by action in the Court of Session, in 1904, vindicated his rights to all the inner harbour and the part of the pier above high water mark. Subsequently, by joint minute presented to the Court, the Pier company agreed to sell their interest to Lord Bute for £5000. This done Lord Bute offered to sell the undertaking to the town for the sum he had paid, and that was agreed to. The town then applied for a provisional order, which was duly obtained, and it was under the terms of that provisional order that the works were executed which have involved the demand for increased payments by the steamboat companies.”

    

Notices by the Railway Companies intimating the withdrawal of services

Marchioness of Bute at the extended Millport Pier

“A perspective on 30th June 1906

“Are the islands of the Great and the Little Cumbrae to be cut off at the beginning of the holiday season, from all communication with the neighbouring mainland? This is the question upon the answer, to which the inhabitants of the burgh of Millport and of the parts adjacent, hang breathless. Now is the time of the annual harvest reaped from the trippers and summer residents who, with the coming of July, flock to Millport from Glasgow and other hives of industry on the Clyde. Cumbrae has everything prepared for the entertainment of the guests, whose presence increases five or six fold the normal population of the group—everything except the means of transporting them.

“An unhappy quarrel has arisen between the Town Council, which last year acquired, under Provisional Order, possession of the two piers at which passengers are usually landed, and, the two Railway Companies that own the lines of steamers which provide intercourse between the Cumbraes and the outer world. The dispute turns, as is so often the case when municipalities and public companies get to loggerheads, on a, sordid question of filthy lucre. The Council, on the strength of the large sums of money they contemplate laying out in improving the Millport and Keppel piers, propose to increase, to the extent of nearly double, the annual amount charged against the Caledonian and the Glasgow and South-Western Companies for the use of the piers. The Companies, on the plea that the service is unremunerative, refuse to pay the increased charge, which is in addition to the tonnage tariff for vessels calling at Keppel and Millport. Thus-far, also, they have not consented to the suggestion of arbitration and have intimated the intention of ceasing to include Cumbrae among their places of call.

“On, the other hand, it is understood that the Town Council are not prepared to entertain the proposal to take over the vessels and the whole business of communication with the mainland into their own hands. The situation has thus suddenly, become critical. Millport quivers through all its members at the prospect of being isolated from its neighbour Glasgow, and deprived in particular, of its share of the enriching stream of visitors who pour down into the lower reaches of the river and the firth before and during the “Fair Holidays.” When a flow of the kind has once been interrupted or deflected, there is no saying how long it will take before returning to its former course. Millport has many rivals among the Clyde seaside resorts. Bute and Arran lie on one side of it, the links and sands of the Ayrshire coast are invitingly spread on the other. Some who have been wont to find a haven of rest or a field of recreation, restricted but alluring, in Millport Bay, may be content to disport themselves on the more accessible pier of Dunoon or seek shelter in the Gairloch or the Holy Loch; others may go farther, and find that they do not fare worse than in the Cumbraes where the danger menaces of being cut off from surrounding civilisation, not merely by the weather, but by recurring differences of opinion between the local authority and the steamboat companies.

“The loss and annoyance both to the residents of Millport and to its visitors are great and imminent. One can not wonder that there have been questions in Parliament, deputations to London, interviews with the officials of the Board of Trade, negotiations and correspondence between the bodies mainly interested, and overflowing public meetings of Millport ratepayers, adjourned to a late hour in the hope—thus far unsatisfied—of hearing been that a settlement had been reached. It is to be feared that the Railway and Steamer Companies will see in this strain and anxiety their opportunity. They may even see ultimate profit in allowing Millport to stew for a time, at the height of the season, in its own juice. Other Corporations that own passenger piers are understood to be watching the struggle, and would gladly find encouragement to raise their own dues and charges; the Companies, especially if, as they allege, the Cumbrae passenger traffic is not particularly profitable, may think it wise to fight out the battle on this ground. It is Millport that cannot afford to wait, and its exceeding bitter cry, in the prospect of being cut off from that intercourse with the remanent portion of Scotland, upon which its prosperity—nay, its very livelihood depends, has penetrated Westminster. Appeal has been made in vain to the Post Office authorities. The mails can be landed, it appears, at a third pier, and thence conveyed to Millport without breach of contract. Cumbrae’s case will be aggravated rather than mitigated by the fact that it will be able to hear all that is happening in the world around it without sharing either in its business or its pleasure. To the special pleading of its Provost and Councillors the permanent officials of the Board of Trade have, it seems turned a somewhat, regardless ear. The President and the Parliamentary Secretary of the Board, after fighting shy of the deputation, were caught and interviewed yesterday in the Secretary’s private room in the House. The “sympathy” elicited by these persevering efforts goes some way towards justifying the method of pressure employed by the female suffragists in more extreme forms, for converting the minds and enlisting the support of His Majesty’s Ministers in any given cause small or great. With the backing of a sufficient number of members, Mr Lamont is to bring the case of the Cumbraes before Parliament at the earliest opportunity by a motion for adjournment. But without entering prematurely into the merits of the dispute between the Companies and the Council, surprise may be. expressed that Millport has not followed the example of other communities by taking the business of the Companies into its own hand. Never, surely, has there been better excuse or opportunity for an experiment in “municipal trading.” The town has possessed itself of the piers; why not also possess itself of the vessels trading to the piers, and, by establishing a monopoly, secure a profit on its visitors, not only after they land, but while they are on the way coming and going? If Millport has not the capital an. courage for embarking on an enterprise of the kind, might it not reasonably expect Glasgow to come to its aid? At least Municipal Glasgow has done things quite as unreasonable as that of providing from the public resources, and credit, the means of deporting its citizens, stifling under its pall of smoke and broiling in the sun of July, to the fresh breezes and the wide prospects of Millport. Directors of railway and steamboat companies may be restricted in their aims and efforts by a simple regard for the interests of their shareholders. But in these days, when Town Councils—especially those of the West—consider, it their duty to set an example to the private citizen in impulsive philanthropy and experimental trading at the private citizen’s risk and expense, one should not expect, that a deaf ear will be turned to the appeal of the distressed dwellers and marooned visitors on the Great and Little Cumbrae.”

Vulcan approaching Kilchattan Bay Pier on Bute

Vulcan and a Caledonian Marchioness sharing Kilchattan Bay Pier on a Sunday

Vulcan at Kilchattan Bay Pier

“The Progress of the Negotiations on 30th June, 1906.

“A public meeting of the ratepayers assembled in the Town Hall yesterday afternoon to consider the communications from the deputation at present in London. On the motion of Mr William Martin, Bailie Reid took the chair, and said they all knew the reason for calling the meeting. He would read them the letters and telegrams received. The first, dated June 27, said the deputation was doing their very best for the town, and that the Board of Trade would force an answer from the companies, and also that the boats should run. A telegram on Thursday said a reply was being sent to the companies that all looked hopeful, and suggested that Bailie Reid should come to London. He had replied that he considered he was required at home. A letter of 28th inst; gave the result of the conference at the Board of Trade. Two assistant secretaries had conducted the conference, neither , the President nor the Parliamentary Secretary being present. The managers of the companies were, they understood, in an adjoining room. They refused arbitration and offered to sell their steamers to the town, so that the Council might carry on communication itself. The managers offered, to carry on communication at the present rate till October 1907, and negotiations might go on during that time as to what should be paid afterwards. They concluded by asking that an answer should be given that day. Just before coming to the meeting , he had received two telegrams, one from London saying that they had seen Mr Lamont, and were to have a meeting that night at six, and advising that nothing should be done that could compromise the London efforts. The second telegram was from Glasgow from Councillor Anderson who hoped that the meeting would do nothing to upset the negotiations. Bailie Reid said in justice to themselves they had applied To London for information. The reply was practically to do nothing lest it should hinder progress. They had answered that they did not want to hinder, but to co-operate. (Here there was some interruption.) Bailie Reid, continuing, said that he had laid the whole matter before them, and it was for them to decide whether they would accept the demand of the companies or refuse it. He then pointed out clearly and fully the consequences of either decision, and invited expressions of opinion from anyone who wished to speak, but he warned them to be guarded in their remarks, as there were reporters present.

“A Mr Smith asked in an excited manner whether he could travel during July and August.

“The Chairman said they could not answer that.

“Mr James Allan asked the terms, of the provisional order. Could they charge a tonnage and poundage rate at the same time?

“Bailie Reid said that was outside the object of that meeting. All they could discuss was whether or not they would accept the companies’ demands.

“Here Mr Smith interrupted again, and confusion prevailed. Finally he was induced to sit down.

“Mr James Ferguson said they should adjourn the meeting till after six o’clock.

“Mr Christie said that there should be nothing done that would embarrass the negotiations in London, and moved that the meeting be adjourned till eight o’clock.

“Mr Brown seconded that, and it was carried by acclamation.

“At eight o’clock there was an overflow, audience to listen to the latest from the deputation in London.

“Bailie Reid was in the chair, and read a telegram stating that the deputation was confident of success, and expected the support of the town. The Bailie said, that he did not think the Provost would have been so confident if he had not reason. Mr Martin moved that the meeting give its full support to the Council in its negotiations with the company.

“Mr Chas. Hunter seconded, and it was carried with enthusiasm.”

Vulcan at Keppel Pier

“Letter to the Board of Trade.

“The following letter has been addressed by Mr A. Beveridge Parliamentary agent, as the result of the deputation of municipal representatives of Millport and Mr Norman Lamont, M.P., to Sir Herbert Jekyll and Mr Pelham at the Board of Trade, in connection with the Millport steamboat service:—

“From Our Special Correspondent

“Millport, Sunday July 1st

“Millport was in many moods on Saturday. In the morning the situation was summed un in two words, “No change.” As a matter of fact, that was the announcement which greeted residents and visitors from an official notice in the window of the Burgh Chamberlain’s office, which has been utilized as a temporary posting station in the present crisis. The local authorities were perplexed. On every hand there was an uneasy feeling that the efforts of the special committee in London had been to no avail. It was current that Councillor Cockburn who had been in London from the opening of the negotiations with the Board of Trade was on his way home to confer with his colleagues, and speculation was rife as to the nature of the news entrusted to him by Provost Rowatt, who wired that it was difficult to put the precise information in a telegram or even a letter. The members of the Town Council remained in the Burgh Chambers practically all day, and little knots of people congregated about the doors. Anxious inquirers were assured that the island would not be isolated. Several pointed out that both the railway companies had posted bills on the pier gate which stated that on and after Monday, July 2, their steamers would be withdrawn; but supplementary questions only brought a repetition of the official formula that arrangements were being made which would prevent people being marooned at Millport.

“A Cruel Hoax

“At one of the informal meetings of the Council in the early part of the day a wire was received from the Provost, who stated that if the service of the steamers was stopped on Monday morning drastic action would be taken in the House of Commons, and that it was very probable, indeed, that such action would not be necessary. About noon a telegram purporting to come from the Buchanan Steamers (Limited) appeared in the aforesaid window. It bore the official stamp of the Broomielaw Post Office, Glasgow, and contained the message:—

“Will run steamers as from Monday. Arriving afternoon to arrange details.—Buchanan.”

“The intimation was regarded as genuine, the presumption being that the special committee in London had deemed it prudent to approach the firm through an agency in Glasgow. Accordingly, it was given pride of place on the notice board. The bustling crowds cheered, shopkeepers returned to their counters, visitors completed arrangements to pass the week-end on the Cumbrae, and for a brief space the troubles of the past ten days were forgotten by the much-harassed civic chiefs. Their satisfaction was extreme but short-lived. The scene was changed by the receipt of a semi-official disclaimer from Glasgow, and the hopes of the interested parties fell to zero. A fresh bulletin was posted stating that the wire which had been received in the names of Buchanan Steamers had proved to be fictitious. Much indignation was expressed at the perpetration of such an excessively cruel and inconceivably sill hoax. The police were communicated with, and the authors may have reason to be sorry for their practical joke, which, no doubt, succeeded beyond their expectations.

“Meanwhile the arriving and departing steamers were crowded from stem to stern. The last day of June is one of the busiest of the season with the coming and departing of guests and piles of luggage. An intensely hot sun beat on the silvery sea, and holiday-makers enjoyed themselves in traditional style. The sands were alive with merry children, light-hearted youths and gaily-dressed girls promenaded along the front, and the Vaudeville company on the beach attracted hundreds. The pier difficulty was the therme of conversation. There were different opinions as to the merits of the dispute, but there was a strong feeling that it was a tactical blunder to allow the negotiations to drag on until the eleventh hour, inasmuch as the prosperity of the season must inevitably be adversely affected.

“Meeting of Council

“Councillor Cockburn arrived in due course, and an emergency meeting of the Council was held under the presidency of Bailie Reed. Of course, the proceedings were conducted in private. It was a protracted sederunt, and at the conclusion it was officially stated that the Corporation, independent of the London Committee, had resolved to approach other steam-boat owners with a view to running a service of vessels to and from the mainland on Monday. About six o’clock another reassuring telegram was received from Provost Rowatt, who stated that at the end of the day the question stood most favourably for Millport, and that the Special Committee waited with a good deal of confidence the result of Monday’s conferences. The eagerly-expected reply from Buchanan Steamers (Limited) came to hand at 6.30. It was in the form:—“No telegram sent by us; know absolutely nothing of it.”

“Last Steamer for Mainland

In the evening the principal streets and the pierhead were filled with animated crowds, and as the time approached for the departure of the late steamers for Fairlie and Wemyss Bay respectively there was a general convergence towards the quay. The Vulcan was the Glasgow and South Western vessel which was set apart for the 7.10 p.m. run. The quay was packed with an assemblage which included all the promenaders of the afternoon. The younger members were vociferous, the older people seemed more inclined to discuss the situation with philosophic calm, into which, albeit, a little heat occasionally was introduced. On the steamers being moored a considerable number of passengers disembarked, and when those who were returning to the city stepped on board it was the youths who set up the pantomimic cry “are we downhearted?” From shore and ship came the inevitable response in a confident “No.” When the last passenger had stepped on board the deck hands of the vessel sprang onto the pier and quickly transferred several of the company’s gangways to the Vulcan, amid cheers and counter cheers, for the railway companies have their sympathisers. As the boat stood out to sea the crowd joined in singing “Will ye no come back again,” an instrumental accompaniment being provided by a brass band who were the guests of an excursionist party from Falkirk. This friendly outburst the hitherto impassive captain on the bridge acknowledged by sounding the steam whistle, and as the good ship disappeared round the promontory on her way to Keppel Pier “Auld Lang Syne” was wafted over the waters on the wings of the evening breeze.

Will ye no come back again?

“The steamer was considerably behind schedule time on leaving, and the attention of those on shore was next attracted by the Caledonian boat, Marchioness of Bute, which appropriately enough, was told off for the latest, and possibly the last run for some time, between Millport and Wemyss Bay. She likewise carried a large complement of people, who had no apprehensions of being left on the island like so many modern Robinson Crusoes. With seaman like skill the steamer was navigated to the pier, and the passengers disembarked amid the chaff of the good-natured crowd. Many visitors returned to the mainland by this, the last connection with the mainland on a Saturday. All manner of instructions were shouted to the bronzed but calm captain. He was quite unmoved. Only one of the Caledonian gangways was placed on board the Marchioness of Bute, which drew away from the island amid a repetition of the previous scenes.

“Evening Scenes.

“The next move was towards the front. It was now nine o’clock, and from that hour till midnight Millport was stirred as it has never been stirred before. It was estimated that there were about 6000 people on the Greater Cumbrae—2000 natives and about 4000 visitors—and it seemed as if the vast majority were out of doors. It was a beautiful summer’s evening. The east bay and the west bay were paraded by an almost unbroken stream of laughing, chaffing, debating humanity. On Saturday evening both companies run steamers from Wemyss Bay and Fairlie respectively to Millport with the object of accommodating shopkeepers who are detained in the city by business till late in the evening. The vessels entrusted with this mission on Saturday last were the Marchioness of Breadalbane and the Vulcan respectively, and on landing their passengers each proceed to Kilchattan Bay for the week-end. Long before they were due the crowds had again taken up positions on the quay. The Marchioness of Breadalbane came in time with a fair complement. Passengers were speedily placed ashore, and the vessel steamed towards the Bute shore to the accompaniment of singing and shouting. When the Vulcan loomed up in the distance, darkness had almost fallen. Her passengers crossed the gangway with celerity, and a great shout went up when this mode of conveyance from ship to shore was claimed by its owners who in so doing showed beyond doubt that the much criticized ultimatum was no idle threat. “Auld Lang Syne” again rent the air, and the captain gracefully acknowledged by giving three short shrill blasts from the siren, one of a steamer’s signals for good-by. The lights of the village blinked off one by one.

Millport Harbour

“Sunday Morning

“On Sunday morning as Millport rose for church came the first evidence of Corporation activity. Just as worshippers were hurrying to church the following intimation was posted up on the message board in the Burgh Surveyor’s office:—

“Notice.—A brake will start at six o’clock prompt to-morrow for Balloch from Old Pier Millport, thence by motor boats to Largs. Lighters and motor boats will also start at six o’clock prompt from the Old Pier for Fairlie. Connections will be kept up during the day as far as possible.   Further information at the Chamberlain’s office, and from the piermaster. The conditions of the service must be accepted by passengers entirely at their own risk. Fare to Balloch sixpence. Fare to Largs, sixpence.”

“The information attracted considerable attention, and for a subsequent period the Sabbath calm was disturbed by the stentorian notes of the local bell ringer, who went round the streets proclaiming to all whom it might concern that the Corporation had been as good as their word, and reading the arrangements made for the conveyance of passengers to the mainland to-morrow. It was the first time in the uneventful annals of Millport that that functionary was ever called upon to perform the duties of his office on a Sunday, but the Council pleaded that it was a work of absolute necessity. The four motor launches which will do the journey between Balloch and Largs it was officially stated, are licensed to carry passengers. There will be only one motor launch between Millport and Fairlie, and it looks as if the two steam lighters do not possess licences for carrying passengers. It is current, however, that those who intend to proceed to Fairlie by this route may be asked to purchase postcards at sixpence per run, and so provide revenue and at the same time prevent collision with the all-powerful Board of Trade.

“In the afternoon the lighters which are the property of Messrs George Halliday (Limited) contractors, Rothesay, put in an appearance and were moored at the pier. They attracted a deal of interest, and were visited by large crowds. The arrangements made by the Corporation were, under all the circumstances, considered satisfactory by the travelling public. Many business men, however, made their own arrangements with local and other boat-hirers, who are likely to reap a rich harvest out of the dispute.

“Conveyance of Mails

“I may add that the Post Office officials have arranged with the Caledonian Railway Company in regard to the conveyance of mails. They will be driven from Millport to Balloch, and there transferred to the Caledonian steamer by means of small boats. The steamer will be one appointed to take up the Kilchattan Bay run to-morrow.

“As to the arrangements of the Corporation, much, of course, depends upon the condition of the weather to-morrow, and it may be stated that the weatherwise of Cumbrae say that the indications are favourable. It is half-tide at six o’clock to-morrow morning. Would be passengers are not the least apprehensive of a rough journey.”

“Millport Pier Dispute on Tuesday July 3 1906

“No steamer service.

“Sabbath calm did not reign in Millport on Sunday, for the authorities were busy making arrangements to allow visitors to get away at an early hour yesterday morning. The arrangements having been completed, a notice was posted in the window of the Burgh Offices, and copies were circulated in the town, and to avoid the chance of any intending, traveller being unaware of the chance to return to business, the bellman consented to forget that it was the day of rest, and announced in loud tones that “brakes would leave at six in the morning for Balloch Bay,” where motor-boats would be in readiness to convey passengers to Largs. At the same hour a lighter would leave the old pier for Fairlie. Early yesterday morning the town was astir. Many intended to return to Glasgow, and those who were remaining, wished to see the progress of events. Unfortunately the morning was dull with mist that deepened at times into rain. There was little or no wind, so matters were not so disagreeable as they might otherwise have been.”

On the way—Approaching Fairlie Pier

Arriving—Motor launches and rowing boats at Fairlie

“As six o’clock drew near the pier became thronged with spectators, who eagerly watched the gradual filling of the lighter. At about five minutes to six, amid cheers, she cast off from the pier, and made her way to Fairlie, where she disembarked her passengers. At the same hour brakes set off for Balloch Bay, and there found motor boats, which conveyed them swiftly to Largs. A second lighter, with a large number on board, crossed a little before seven o’clock. Meanwhile the Caledonian and Southwestern boats could be seen crossing from Kilchattan Bay, but keeping well out of the bay. During the day the service was maintained at intervals so far as the general situation is concerned, no change falls to be recorded.”

Puffer Elizabeth—approaching Fairlie Pier

Disembarking—at Fairlie Pier

“Our Glasgow representative writes:—In accordance with the notice they had given, the Caledonian and Glasgow and South-Western Companies refused to book through to Millport yesterday. At the Central Station, Glasgow, inquiries for tickets were fairly numerous in the morning and forenoon, but it was stated at St Enoch’s that there had been very little demand for Cumbrae bookings. The great majority of the July holiday-makers left Glasgow on Saturday. Those bound for Millport who were detained till yesterday proceeded to Largs or Fairlie, and crossed to the island in lighters and motor launches. Many week-enders from Millport arrived in the city in the morning, having crossed Fairlie Roads in motor launches, lighters, and, in some cases, sailing skiffs, and caught the early trains at Fairlie or the Wemyss Bay steamer connection at Largs.

“Great interest was manifested in Largs yesterday on the arrival of various small craft from the opposite shore of Cumbrae, containing passengers of the steamers from Millport, and the departure of the few who felt it necessary to travel to the island. The traffic was conducted in motor boats and other small craft over the old ferry, which was in use before the days of steamboats. Over 200 passengers were landed at Largs during the day, while the number of those who went to the island by this method would probably be about 50. The Pier Committee of the Millport Town Council had issued a temporary timetable, giving connections with Fairlie Pier and with Largs via Balloch Bay. The latter service is only practicable, however, in good weather.

“Letter from Millport Town-clerk.

“The following letter has been sent by the Townclerk of Millport to the general manager of the Glasgow and South-Western Railway Company:—

“Millport Pier Dispute on 5th July 1906

“Last evening the railway companies issued an official notice to the effect that the steamers would resume their sailings to Millport this morning, in accordance with the existing arrangements. Our Millport correspondent telegraphs:—The message of the Provost on Monday led the inhabitants of Millport to expect the arrival of steamers yesterday morning. As the time for the first arrival drew near, eager groups were seen watching, but in vain. Others maintained that the mail steamer would be the first. She however, did not make her appearance. Later it transpired that to-day would see the resumption of the service. There was a good deal of satisfaction expressed that the town had come better out of the struggle but the fact that the intervention of the Board of Trade had been obtained and that the rates would be fixed under the auspices of this Department being something gained. In the afternoon a telegram arrived from Mr Beveridge saying that the delay in restoring communication was due to the fact that the managers of the companies had not met, but that the steamers would be sailing the following morning. A meeting of Council has been summoned for eight o’clock last night but it was. about half-past eight before Provost Rowatt and the Town-clerk reached the Council Chambers. The proceedings were held is private, but it is understood that the whole course of negotiations was laid before the Council, which unanimously upheld the deputation’s action. When the bellman went round the town announcing the resumption of the sailings, he was everywhere received with cheers.”

“Millport Pier Difficulty

“Settlement Arrived At on 4th July, 1906.

“The deadlock between Millport Town Council and the steamboat owners has been at length removed by the companies agreeing to resume the steamboat service this morning, and forthwith to enter into negotiations for settling the question of the dues. In a semi-official statement on behalf of the Town Council, it is stated the position of the companies has hitherto been that the steamboat service would not be resumed except on the old terms, while the Town Council have throughout maintained that until the steamboat service was restored and continued, they would not negotiate with the companies. It would now appear that the companies have given in to the first condition laid down by the Town Council, but what the ultimate result of the negotiations will be it would be impossible to forecast. It is understood that the status quo, both as regards steamboat service and payment of dues is to remain until the 15th May 1907, and that in the meantime, the question will be entered upon, through the good offices of the Board of Trade, for the purpose of fixing what in the circumstances would be a reasonable contribution by the railway companies by way of annual payment in tonnage dues on vessels. The question is whether the companies should, as they demand, continue to pay annually the sums originally paid before the Town Council acquired the Piers and spent money on their improvement or the amount which the Town Council propose to charge under their statutory authority, which admittedly is a long way within the authorised maximum. The answer of the companies hitherto has been that they will not pay anything in addition to what was paid before, and unless that were accepted the boats would stop, and would not be resumed. This deadlock, to which there appeared a day or two ago to be no solution has been removed in a manner satisfactory to both parties, and particularly to the people of Millport and the public.

“The Press Association is informed that the following telegram has been sent by the President of the Board of Trade to the general manager of the Glasgow and South-Western Railway Company:—“Millport Commissioners accept terms. Hope you can resume steamboat service to-morrow. Please wire.”

“The Press Association telegraphing later, says on Monday evening Mr Lloyd-George saw the representative of the Glasgow and South-Western Railway Company, and also Mr Norman Lamont, M.P., as representing the Millport Harbour Commissioners, and used his influence as President of the Board of Trade to effect a settlement of the matters of difference. Yesterday afternoon, as a result of a further interview, the company expressed their willingness to resume the service of boats at once on the condition that the status quo as to the service of steamers and payment of tonnage dues be maintained until 15th May 1907, and that negotiations be forthwith entered into with regard to the payment to be made after that date. The Board of Trade would use its good offices in promoting a permanent settlement.

“Our Millport correspondent telegraphed last night that in the afternoon a communication reached Millport from London stating that the deputation were just on their way to the Board of Trade, along with Mr Lamont, M.P., to meet the representatives of the companies, who were to submit new proposals. About an hour later a wire from Provost Rowatt arrived, announcing that the steamers would resume their service this morning. The news caused relief.

“Yesterday the service by motor and steam launch was resumed, at Millport, the lighters being discontinued owing to an intimation from the Board of Trade that they were not suitable for carrying passengers. The day, fortunately, was fine. A considerable number of people made use of the various vessels. Luggage, however, was rather a trouble. Shopkeepers were beginning to grumble at the difficulty they experienced with regard to many articles which, as a rule, were delivered to them through the passenger steamers. Many, too, complained that their drawings were far lower than they should be at this time of year.”

Marchioness of Lorne on the Millport Berth at Wemyss Bay

Marchioness of Lorne approaching Largs

Marchioness of Lorne leaving Largs

“The Millport Piers Settlement

“An Exceptionally Busy Day

“The settlement of the somewhat protracted dispute between the Caledonian and Glasgow and South-Western Railway Companies and the community of Millport has created a feeling of the utmost relief in the busy little resort. Yesterday morning the Caledonian Steamer Marchioness of Lorne resumed her customary calls, and during the entire day the various other steamers on the Cumbrae route sailed to scheduled time, and brought with them large complements of passengers. Although nobody expressed doubt that the telegraphic messages of the previous day assuring the community of a settlement were otherwise than authentic and that the steamers would resume sailing, those in authority made assurance doubly sure by retaining the motor launches overnight. Their services, however, were happily not called for, and the little boats which ran the relief voyages with such comparative smartness during the past few days lay quietly at their moorings with no indication even of having steam up. The arrival of the first boat after a week of such unusual anxiety proved quite an event in the season’s calendar, and although the call was made at an hour before business people are wont to be astir, a considerable crowd witnessed her arrival. There was no demonstration, however, the promenaders contenting themselves by merely viewing the landing of the passengers and the transference of merchandise. The weather was beautifully fine, and throughout the day increased interest was evinced in the arrivals and departures. Several of the steamers brought excursion parties to the island, one large contingent being landed from Greenock, and until late in the evening the foreshore was crowded with promenaders, while the hiring stations enjoyed the busiest day of the season. Discussion on the merits of the settlement was less rife than might have been anticipated, the feeling uppermost in the minds of the businessmen of the burgh being that the dispute had proved an advertisement which would yet endure a splendid season.”

Marchioness of Lorne at Keppel Pier

Marchioness of Lorne at Millport Pier

“Millport Pier Dispute

“Ten years’ arrangement proposed on 5th December 1906.

“The adjourned conference regarding the Millport pier dues was held at the Board of Trade yesterday afternoon. The dispute, it may be recollected , was between the Caledonian and the Glasgow and South-Western Railway Companies and the Millport authorities over the question of pier dues, which reached such a crisis during the summer that the steamboat service was temporarily suspended, to the great inconvenience of the islanders and the public. Provost Rowatt, Bailie Reid, and Mr Mackinlay, Town-clerk, along with Mr A. Beveridge, Parliamentary agent, represented Millport. The Caledonian Railway Company was represented by Mr Millar, general manager; Mr Brand, assistant manager; and Mr Neaves, solicitor; together with Captain James Williamson, marine superintendent. The Glasgow and South-Western Railway was represented by Mr Cooper, general manager; Dr Murray, solicitor to the company; and Captain Alexander Williamson, marine superintendent, Mr Pitman W.S., Edinburgh, also attended the conference, at the request of the Board of Trade, on behalf of the Marquis of Bute. Mr Lamont, M.P., was also present.

“The discussion was resumed as to the arrangement which had been suggested at the last conference for obtaining Lord Bute’s consent, under the Millport Pier Act, to charge porterage dues. After a long discussion on both sides it was suggested by the railway companies that they would, be willing for a term of years—which was eventually agreed upon as ten—to continue the existing payment on account of tonnage rates, and also to give a steamboat service equal to the existing service for the same period. The Millport authorities accepted that condition, and were willing to concur in approaching the Marquis of Bute with a view to obtaining his consent in respect of the undertaking on behalf of the railway companies. Lord Bute’s consent, if given, will be communicated to the Board of Trade. The parties interested appear to be satisfied with the arrangement, which will put an end in future to any interruption of the steamboat service such as took place last autumn.”

Marchioness of Lorne leaving Millport

“Millport Pier Difficulty on Wednesday July 10 1907

“Lord Bute’s Letters

“At last meeting of Millport Town Council a letter was read from Lord Bute’s representatives stating that his Lordship would like the letters published in connection with the pier. That the Council unanimously agreed to. The letters are as follows:—

“Lord Bute’s Letter:—

“Our Millport correspondent writes that some sensation has been raised in the town by the action of Lord Bute in causing, the Council to make public his letters on the subject of the pier frontage. The town has been filled with stories regarding the details of the settlement but the Council declined to give any particulars. His Lordship has now taken action, and the letters have been published.”

“Millport Pier Dispute on 15^th October 1909

“Arrangements through the Board of Trade

“For some time Millport Town Council has been in communication with the Board of Trade regarding the withdrawal of the steamer service, and the consequent loss of dues, by the Glasgow and South-Western Railway, as a result of the agreement between that company and the Caledonian with regard to coast traffic. Mr Norman Lamont, M.P., seconded the efforts of the Board, and after conferences had been held, the following letter has been sent by the Board of Trade to the Town Council:—