I enjoy finding sources of the impact of the steamboats on the Clyde that others might overlook. One such is the “Salt-Water Gazette,” a literary and satirical publication that lasted a season in 1835. In one issue there is the tale of Mr. John Guy, porter at Helensburgh Quay, and his journey by steamboat to Glasgow. A contemporary view of Helensburgh Quay is shown above, courtesy of Helensburgh Library. After spending some time on deck, Mr Guy was beckoned “down into the little chamber, built by the proprietor, Doctor Stevenson, for the refreshment of pilgrims.” Here is the name of the steam-boat owner, and the implication is that he was widely known in his day by the traveling public. A little research reveals that Dr. James Stevenson was a Royal Navy surgeon and the 1841 Census has him living in Clyde Street, Helensburgh, aged 50 years with his wife Elizabeth 45 along with a maid Charlotte Campbell. This gives his date of birth as 1791 or 1792. I have not been able to trace his records in the Navy Lists. Dr. Stevenson receives barely a mention in the annals of Clyde Steamer lore, although he is listed as owner or part-owner of steamboats for more than twenty years.

This article attempts to document the extent of Dr. Stevenson’s enterprise but it falls short of a full account. Perhaps others might add to the story. Part of the difficulty is that steamboats in the 1820s and 1830s were owned by many individuals, generally in multiples of 64th parts, and that registration lists only “representative owners.” Another difficulty is that the partial ownerships changed frequently.

The major source of information on Dr. Stevenson comes from “The Clyde Passenger Steamer,” in which James Williamson records the service of William M‘Kenzie, master of the pioneering Comet in March 1812. He later served as master in a number of Dr. Stevenson’s ships. He was master of the Greenock, the rebuilt Princess Charlotte, in 1819 and in June 1821, he relates that she was sold to Dr. Stevenson. This is the first steamer recording Dr Stevenson as owner.

In addition to his profession as a surgeon, Dr. Stevenson also had an interest in the engineering developments taking place on the Clyde. The idea of piston rings, or packing, to make the cylinder steam-tight and improve the efficiency of the steam engine was introduced by Mr Neil Snodgrass, and in 1824 tried for the first time in the Caledonia, another of Dr. Stevenson’s vessels.

“After encountering much opposition, Mr Snodgrass prevailed upon the late Dr. Stevenson (a most enterprising man, and steady friend of the inventor) to allow the experiment of the metallic packing to be tried in the Caledonia steamer, then plying between Glasgow and Helensburgh, and of which the worthy doctor was proprietor. On a certain memorable day, the elastic metallic rings, having been constructed in Mr Robert Napier’s Vulcan Foundry, Mr Snodgrass repaired to the Gareloch to have the invention introduced, amid many shrugs of incredulity and many predictions of failure. Dare we say that the inventor was wholly without his reward when we reflect on the pride he must have experienced on witnessing the little Caledonia—and we remember the vessel well—steaming sweetly and gallantly up the river, as no steamer had even done before, even in this, the very cradle of steam navigation? From that day to the present time no other description of piston has been constructed. The invention was immediately adopted in several other steamers belonging to Dr. Stevenson.”—Glasgow Herald, February 5, 1849

It may be noteworthy that Mr David Napier is listed as first owner of the Caledonia and one might speculate that Dr. Stevenson found a good source of tried and tested steamships from his contemporary David Napier. As for the other vessels owned by Dr. Stevenson at this time, one was the Bangor Castle, built as Marquis of Bute in 1818, and renamed when she was rebuilt in 1825 and registered at the time with Stevenson as owner. She then spent three years sailing from Belfast to Bangor before returning to the Clyde in 1828. Another was the Helensburgh, built in 1825 for the Helensburgh and Gareloch trade.

In 1825 William M‘Kenzie was appointed master of the George Canning owned by Dr Stevenson, Hugh Price, J Dalzell and others on the Glasgow-Belfast station. Dalzell and Price were both mariners, and Dalzell captained the ship. Notably, the partnership between Stevenson and Price lasted until the death of Dr. Stevenson in March, 1843.

The George Canning was replaced on the Belfast station by the new Eclipse in 1826 with Stevenson, Dalzell, David Napier, and Robert Napier as owners. In the same year, Dr. Stevenson, Hugh Price, David Napier and others brought out the James Ewing for the Rothesay and Ardrishaig trade, an enterprise in which she was joined by the George Canning. In 1827, the Sir John Moore appeared on the Ardrishaig station for Messrs Stevenson and Price. Reference to contemporary adverts shows that Dr. Stevenson’s ships rivalled the Castle Company’s service, and provided a connection with the Maid of Islay at Tarbert.

“Maid of Islay, Captain Muir, will sail from Greenock to Port Askaig, Islay, on Tuesday 28th March at ten o’clock, calling at Arran and Campbelton.  She will leave Portaskaig for West Tarbert on Thursday 30th March and then sail from West Tarbert in connection with James Ewing.—Glasgow 18th March, 1826.”

“Conveyance to Inverary, and intermediate ports. The James Ewing (M‘Kenzie), George Canning, and Sir John Moore, steam packets. One of the packets will sail regularly for Inverary and intermediate ports, on Mondays, Wednesdays, and Fridays, and will return to Glasgow on Tuesdays, Thursdays, and Saturdays. Any person putting whisky or other illicit goods on board will be prosecuted.—Glasgow June 15, 1826.”

In April, the owners of the Maid of Islay had announced that there was a new boat building for the Clyde connection. This would thwart a portion of Dr. Stevenson’s trade and might well have discouraged his further investment in the Loch Fyne station.

“The Islay and Skye Steam Packet, Maid of Islay, Captain Muir, continues to ply weekly between West Loch Tarbert, Islay and Skye, sailing from Tarbert for Islay every Wednesday morning, and returning the following day; and on Friday morning weekly from Tarbert for Oban, Tobermory, Isle Oronsay, and Portree, calling at all the intermediate ports.  She leaves Portree on her return every Monday morning and toughing at all the different places of call on the passage, reaches West Tarbert on the Tuesday evening.  A new boat to sail from Glasgow in connection with her and to carry goods as well as passengers, is now in a state of forwardness, and will be completed in about three weeks hence, of which intimation will be given; and till then, her place will be supplied by the James Ewing steam-boat, which sails from the Broomielaw with the Islay passengers every Tuesday, and with the passengers going North on the Thursday, weekly.

“The Maid of Islay is a large roomy vessel, and sails remarkably fast.  She has two elegantly fitted up cabins, with 14 beds, and a good table is regularly served on board.

“The distance from East to West Tarbert is about a mile of a good road, and the accommodation of the Inn at East Tarbert is very superior.—Alex. Graham, 37 Maxwell Street, Glasgow 22nd April, 1826

“Passenger’s luggage and goods are carted from East to West Tarbert at the Boat’s expense.”

On 16th May, the new boat’s arrival was expected the following week. She was to be named Maid of Islay No 2, and the existing Maid of Islay was renamed Maid of Islay No 1.  It was the original Maid of Islay, renamed No 1 that took up the service from Glasgow to Tarbert and the new, larger vessel sailed to Islay and Skye from the West Loch.

“The Maid of Islay steam packet, Captain Wallace will sail from the Broomielaw on Tuesday morning at six o’clock, for Tarbert, calling at Greenock and Rothsay, and carrying passengers and goods for Maid of Islay No. 2, to sail same evening from West Tarbert for Islay, Iona, and Staffa; goods to be put on board the evening before.—Alex Graham, 76 Maxwell Street, Glasgow 10th June, 1826.”

Competition for the Inveraray trade came from David Napier who provided a route by way of Kilmun and Loch Eck. He acquired the Ewing from Dr Stevenson in 1827, for his grand scheme to attract traffic to his new routes.

Napier used the James Ewing and a newly built steam-boat, Venus, on the first part of the journey, dropping passengers for the Loch Lomond tour at Dunglass and proceeding to Kilmun.  These steam-boats then went on to their destination at Rothesay, providing a double service there each day.  The Venus was constructed by Messrs J. Wood & J. Barclay of Port Glasgow and had engines from David Napier to his own arrangements.  The Loch Eck steam-boat, Aglaia, was a small, curious affair, with an iron hull connected to wooden walls above the water line. As the season progressed, different combinations were put in place, including the possibility of returning in the Lochgoil Company’s steamers from Arrochar.

“The Venus or the Ewing leaves Glasgow every morning at six and afternoon at two o’clock for Greenock, Gourock, Holy Loch, Dunoon and Rothsay, and from Rothsay every morning at eight, and three o’clock afternoon calling at above places in returning.

“The Venus or the Ewing will land passengers for Inverary at Kilmun and from whence they will be forwarded by jaunting car to the Aglaia steamer on Loch Eck, and from Strachur per Thalia to Inverary at about one o’clock afternoon and nine o’clock evening.  Cabin fares including cars 7s 6d.  Those who choose to walk the short distance at each end of Loch Eck, 5s 6d, steerage 4s 6d and 3s 6d.  This is performed without landing in small boats, it is all done by steamers.

“The Venus or Ewing steamers will land passengers for Lochlomond and Inverary at Dunglass and conveyed thence by coaches in waiting to Balloch.  (After July 1 coach will also run from Dunglass to Balloch by Dumbarton).  The Euphrosyne starts every morning from Balloch at nine o’clock, landing passengers for the Trossachs and Loch Katrine at Inversnaid, and at Tarbert for Loch Long and Inverary.  The latter passengers will go per coach through Glen Croe and Glenkinglas to Cairndow, and across Loch Fyne to Inverary by the Thalia steamer about seven o’clock evening.

“The Thalia steamer leaves Inverary every morning at eight o’clock with passengers for Glasgow via Cairndow and Loch Lomond; and by Strachur every morning at five o’clock and twelve noon for Glasgow via Loch Eck.

“Passage from Glasgow to any landing place on Loch Lomond including coach, cabin 5s, steerage 3s. To or from Inverary 12s.

“Passengers at Tarbet can return by St. George or St Catherine by Arrochar, 7s cabin, 5s steerage.

“The Apollo, a similar vessel to Venus will in a short time take the place of Ewing when this line of packets will be complete.—Robert Sanderson, manager, Steam Packet Office, Broomielaw 6th June 1827.

It is notable that the Bangor Castle and Caledonia were by this time providing connections between the Broomielaw and Greenock for the Messrs Burns’ steamships. The Bangor Castle was also providing a connection for the Lady of the Lake, the rival to David Napier’s steamer on Loch Lomond.

The Broomielaw in 1832

Sir John Moore was sold in 1828. The Eclipse was also sold in 1828; to Messrs G.&J. Burns, and for a while Hugh Price served as master of the vessel and later on the Fingal for the Messrs Burns.

Napier acquired the Lady of the Lake and brought her to the Clyde. The route to Inveraray by way of Kilmun provided effective competition for the Castle steamers that had long held the bulk of the Rothesay and Loch Fyne trade.

“The Locheck, Ewing, Kilmun, and Lady of the Lake Steamers, will commence to sail for Greenock, Gourock, Kilmun and Dunoon, every day, at eight o’clock morning, eleven forenoon, two afternoon, and six afternoon.

“For Rothesay, every day, at eight o’clock morning, and two afternoon. The steamers from Rothesay will not be detained this season going up Holy Loch

“For Inverary, by Locheck, every morning, at eight o’clock. As part of the road is found to be too soft for the steam carriage, it will not run for this season the whole distance between Locheck and Strachur, but will accompany the other conveyances several miles of the road, for those who choose to prefer that mode of conveyance. At Kilmun there is now a substantial Quay built, where passengers can land at all times. Houses to Let, and Ground to Feu, with liberty of fishing in Rivers Echaig, Chur, and Locheck. Apply to the masters of the Kilmun steamers.

“These boats do not go to Helensburgh, as formerly advertised. Those persons who have purchased tickets for Helensburgh will be taken there by any of the boats going to that quarter.

“For tickets, apply to the masters on board.—John Gemmill Agent, 18 York Street, Glasgow 28th May, 1829.

Napier continued to challenge the Castle steamers, but limited sailings to Rothesay and the Kilmun route.

“In case that any persons are doubting about taking houses on the coast from an impression that steam-boat fares will rise; to remove such it is hereby guaranteed to the public; that whatever rates the Ewing, Locheck, Lady of the Lake, Kilmun, and Cupid announce on their boards, the lowest of these will be continued for the remainder of the season; and at no future period shall they ever be higher than 1s cabin and 6d steerage to Greenock, and 2s. and 1s. to Kilmun, Dunoon, and Rothesay; having ascertained that, with ordinary management, these rates will pay handsomely. The Ewing has been renewed, and is now one of the fastest boats on the river; the Locheck is undergoing a similar overhaul, and will be ready in a few days.—May 1830”

The complete withdrawal of Dr. Stevenson from the Rothesay and Loch Fyne station was signaled by the sale of the George Canning.

“Steam Packet for sale upset £900 21st July—There will be exposed for sale, within the Lyceum, Nelson Street, on Wednesday the 21st current, at two o’clock afternoon, the George Canning steam packet, with her machinery &c., as at present lying at the Broomielaw. She has lately undergone a thorough repair, and is now in good working condition. The George Canning is well known as an excellent sea boat, having plied for over a year between Glasgow and Belfast, and for the last three years between Glasgow to Rothesay. She admeasures, as per register, 80 tons, clear of the engine room. For farther particulars, apply on board, or to Capt. Price, Fingal Steam Packet.—Glasgow, 9th July, 1830.”—Glasgow Herald, July 16, 1830

As a result of the keen competition from Napier’s steamers, at the end of 1830, there was an upheaval among the Castle steamers. The Inveraray Castle, Toward Castle, and Dunoon Castle were advertised for sale, and a general realignment of the owners took place, offering better coordination in the service. The Dunoon Castle was soon back in service with the new Arran Castle as consort but it was April before Inverary Castle rejoined them, and Toward Castle was sold to other owners.

“Valuable Steam Vessels, for sale. There will be exposed to public sale, within the Lyceum Rooms, Nelson Street, Glasgow, on Wednesday the 26th day of January ensuing, at one o’clock afternoon, the following well known steam vessels:—The Inverary Castle, of 70 tons register; “The Toward Castle, of 79 tons register; and The Dunoon Castle of 100 tons register; all exclusive of spaces allowed for the machinery.

“These vessels, which are remarkable for their speed, have been employed for a considerable time in the trade betwixt Glasgow and Inverary, and in carrying the Mail. The vessels are comparatively new, are each propelled by a powerful engine, built upon the most approved principle, with copper boiler, and flues of the best construction—are all in a good state of repair both as regards the hull and machinery—and are well found and commodiously fitted up for passengers.

“In order to insure a sale, the vessels are to be exposed at remarkably low upset prices; and as they are adapted for almost any trade, such an opportunity is seldom offered for investment in that description of property.

“The Certificates of Registry and Inventories of the vessels will be seen by applying to Mr. John Laird, the Company’s Manager, at the Company’s Office, No. 240 Broomielaw, and Mr. Laird will also give inspection of the vessels. The articles of sale will be found in the hands of Mr. George Young, writer, No 10, Stockwell Place, who will inform as to farther particulars.—Glasgow, 20th December, 1830.”

A Castle Co. steamer at the bend in the Clyde in 1843

In April 1831, David Napier introduced his new steamer, Saint Mun. He also entered into head-to-head competition with the Castle Steamers by extending sailings to Loch Fyne in connection with Maid of Islay.

“The new steamer—Saint Mun, the fastest in the Kingdom, until the 18th of April will sail as announced on the boards; after which she will sail every forenoon at ¼ past 10 o’clock and every evening at 6 o’clock for Greenock, Gourock, Dunoon and Kilmun. The Saint Mun is of the largest class, which admits of her accommodation being more capacious and airy than any on the Clyde.

“For Tarbert, Lochgilphead, and Islay. The Saint Mun will take the place of the Ewing until she gets holds fitted up for carrying goods under deck, after which she will sail with goods and passengers for the above places every Monday, Wednesday, and Friday, and the Superb until a fellow to the Saint Mun shall be built expressly for that trade) every Tuesday, Thursday, and Saturday; by this arrangement the goods for the Islay steam packet are sent the day before the passengers, which will enable them to get on without being detained as formerly.

“For Islay, apply to Alex. Graham, 32, Maxwell Street, or to John Gemmill, 18, York Street; and to the latter for goods going to and from Lochgilphead, Tarbert, Rothesay, and Greenock; at each of these places responsible agents shall be appointed to take charge of them.

“N.B.—permission to fish on the Echaig or Locheck, to be had at Kilmun Inn as formerly.—Glasgow 4th April 1831”—Glasgow Herald, April 8, 1831

A dispute had arisen between the owners of the Maid of Islay, No. 2 that sailed from the West Loch, Tarbert to Islay and Skye, and the Maid of Islay, No. 1 that formerly provided the connection from the Broomielaw.

“Islay and Skye—the Maid of Islay, Ewing, Superb, and Rothsay.—The steam packet Maid of Islay, No. 2 ,will commence plying from West Tarbert with goods and passengers to Islay and Skye, on Thursday the 28th current, in connection with the steamers Ewing, Superb, and Rothsay, from Glasgow. By one of these boats the Islay goods will be forwarded to Tarbert every Monday morning, the Skye goods every Wednesday morning, and the passengers on the following days, where they will have no detention farther than the time that may be taken up in carting their personal luggage from the one boat to the other.

“The Glasgow boats being so constructed as to sail at any time of the tide, half-past 7 o’clock in the morning is fixed for their sailing, invariably from the Broomielaw, and the Maid of Islay, No. 2, will sail in like manner from West Tarbert at 4 o’clock afternoon every Tuesday for Islay and every Thursday for Skye, calling at Crinan, Oban. Tobermory, and Arisaig, till farther notice.

“Goods, (the freight of which will be moderate if shipped by the above boats) must be regularly entered at the office of John Gemmill, 18, York Street, to whom, or to the subscriber, application may be made for further particulars—Alexr. Graham, 82 Maxwell Street,—Glasgow 12th April 1831.”—Glasgow Herald, April 11, 1831

In fact, passengers by the Superb sailed at 6 o’clock from the Broomielaw to allow her to return on the same day. On the other days, she sailed on the Rothesay station. The Superb at the time was owned by William M‘Kenzie, his first venture into steamboat ownership after a decade sailing for Dr. Stevenson. It appears that Napier had acquired a share in the steamer and defended her owner from paying pier dues at Rothesay. The Rothsay was owned by Captain John M‘Kinnon, but Napier had furnished her engines. She too sailed on the Rothesay station.

“Steam sailing at 10s per month, by the St Mun, Rothsay, Superb, Ewing, and Lady of the Lake, to and from Glasgow, Port-Glasgow, Greenock, Helensburgh, Gourock, Kilmun, Dunoon, Rothesay, Tarbet and Lochgilphead.

“The Lady of the Lake will be stationed after the 1st of June between Greenock and Helensburgh, sailing to suit, as near as possible, the passing of other boats to and from Glasgow. Single fare between Glasgow and Helensburgh the same as at present to Dunoon—1s 6d cabin, and 1s steerage.

“The holders of a monthly ticket are entitled to sail in all the above-mentioned boats, and to all the places as often as they please during the currency of their tickets.

“Three of these boats, the St. Mun, Rothesay, and Superb, are the fastest on the river; and, before the next season, another still faster will be added to the list without any addition to the fare.  Apply to John Gemmill, 8 York Street, 24th May, 1831.

Almost as an addendum, the Kilmun and Locheck route is mentioned in a later advertisement as it came into operation in June.

“For Inverary via Kilmun and Locheck by the new steamer St. Mun, will commence the 1st of June, from Glasgow every morning at 10 o’clock.  By this route, passengers arrive in Inverary about six o’clock, varying a few minutes within or over, as the tide is for or against.

“Fare. From Glasgow to Inverary Cabin 5s.—Steerage, 2s. From Greenock to Inverary, Cabin 4s.—steerage 1s 6d.

“N.B.—These fares include the three steam boats from Glasgow to Inverary

“Coaches will be in waiting to carry those who do not choose to walk the short distance at both ends of Locheck. Fare on the coach at either end 1s.

“As many prefer this short and romantic route to Inverary on account of the pleasant variety they have in walking through the beautiful vallies of the Chur and Echaig, instead of going the long way by sea, ample time is allowed to pedestrians in the hour fixed above for their arrival in Glasgow.—May 1831.”—Glasgow Herald, May 30, 1831

It might well be asked what happened to Dr. Stevenson? The Rothesay and Loch Fyne trade had clearly been taken out of his hands. It is possible that he retained a share in some of the steamers. It is also likely that his interests in the Helensburgh and Gareloch trade continued.

Helensburgh around 1840

At the end of the season of 1831, Napier withdrew the Superb connection with Tarbert and she returned to sailing daily to Rothesay. In March 1832, Superb was sold to Dr Stevenson who disposed of her later that summer.

Early in 1832, an intriguing note appeared in the Inverness Courier.

“Steam boat trade.—Within these few days there have been several important transfers made in the steam-boat property, in which it is said Dr Stevenson has become an extensive proprietor. One or two new companies of owners are about to be formed, and prospects are entertained at the Broomielaw of a spirited and vigorous opposition being got up early in spring, to compete in some of the Clyde stations, as well as in the Glasgow and Inverness steam-boat trade.—Glasgow Paper.”—Inverness Courier, January 27, 1832.

It is not at all clear what steamboats were transferred. David Napier continues to serve Inveraray by way of Kilmun, and the St. Mun sailed to Tarbert in connection with the Islay and Skye Steamers. His new vessel, not the Apollo, but the Earl Grey, took up the Rothesay station. When the Apollo did appear the following year, she was sailing to Largs, Millport and Ardrossan, not the province of Napier but more in line with the interests of Dr Stevenson.

“Steamers to Rothesay, Arran, Tarbert, Inverary, and Helensburgh.—

“To Dunoon Rothesay and Arran.—To Rothesay every afternoon at 1 o’clock, by the new steamer Earl Grey, Captain Johnstone; and to Arran every Thursday and Saturday at the same hour, returning from Rothesay every morning at seven o’clock.

“To Tarbert and Lochgilphead.—To Tarbert, by the St. Mun steamer, Captain Hunter, every Tuesday and Thursday morning at five o’clock;—on Tuesdays with goods and passengers for Islay, and on Thursdays with goods and passengers for Skye, returning same day from Tarbert at half-past one o’clock afternoon. To Lochgilphead every Saturday morning at an hour to be seen on the boards, returning Monday from Lochgilphead about six, and from Tarbert about seven o’clock morning.

“To Inverary by Kilmun and Locheck, every morning from nine to half-past nine o’clock, by the St Mun or Ewing steamer; and to Helensburgh and Kilmun every Evening.—Glasgow June 1832.”

There was a new enterprise by the Gareloch and Helensburgh steamers that had strong connections to Dr Stevenson. This may have been a trial to determine if there were profitable opportunities on the Largs, Millport and Ardrossan station.

“Conveyance to and from Largs and Millport by the Clarence and Helensburgh.—The public are respectfully informed that, till further notice, one of these vessels will leave Glasgow for Largs and Millport every Friday and Saturday afternoon, at four o’clock; and will leave Millport at five and Largs at a quarter before six, every Monday and Saturday morning, so as to reach Greenock at eight and Glasgow a few minutes after ten o’clock.—The very superior speed, comfort, and safety of these vessels are well known, and an excellent table, with wines, liquors of the best description, will be supplied by the stewards at very moderate rates.—Glasgow 20th July, 1832

“N.B. will commence this day.—These vessels will also continue as usual to sail for Helensburgh and Rosneath every day at 12 noon and 4 afternoon.”

Doctor Stevenson next appears as the proprietor of the James Oswald, built by Messrs Scott & Sons in 1834 for the Helensburgh trade. It is likely the James Oswald that transported Mr Guy to Glasgow. The following year it was the James Dennistoun, built by Messrs Hunter & Dow for the Largs, Millport, and Ardrossan station. In 1836, the St. Mungo, an iron steamer, was purchased as a consort.

Towards the end of 1835 and following the explosion of the boilers of the Earl Grey at Greenock, David Napier sold his steamboat interests on the Clyde. Two of these were purchased by Hugh Price and others; Earl Grey and Kilmun. Dr Stevenson was certainly involved with the latter vessels. Other owners, in addition to Price were George Ord and Alex Tennant. In 1836, the steamers were running under the grand title of the North British Steam Navigation Company but over the next few years the fleet was sold off. Dr Stevenson’s interests diminished and into the 1840s, his Helensburgh and Gareloch steamers had been sold to Robert Napier, and his sole remaining steamboat interest was the Ayrshire Lassie.

I suspect that Dr. Stevenson’s health was declining and he put his affairs in order. He set up a trust “dated 17th September 1842 and codicil thereto dated 21st March 1843” that was lodged the Sheriff Court in Glasgow on April 10th, 1843. He died at his home in Elmbank Crescent, Glasgow on the 23rd of March 1843. In his will, he is described as surgeon in the Royal Navy and Merchant in Glasgow. His Trustees and Executors were his spouse, Mrs. Elizabeth Robertson or Stevenson, Hugh Price merchant (designed in the settlement Mariner) in Liverpool, Coll M‘Grigor, Alexander A. Laird (named in the settlement Alexander Laird junior) all merchants in Glasgow, James Watson, William Kelso Nimmo, and Henry Brock, bankers in Glasgow, Robert Napier, engineer in Glasgow, and Dr Joshua Patterson, physician in Glasgow.

It was Hugh Price who gathered most of the information on Dr. Stevenson’s assets. In addition to the houses at Elmbank Crescent in Glasgow and on Clyde Street in Helensburgh, he owned considerable property in Finnieston with 9 tenants in the Stable Yard, 33 in Stobcross Street, 14 in a new property, 9 in Marlborough Street, 1 in Dixon Street and 4 in Glassford Street.

Verreville around 1840

Dr. Stevenson was joint owner with Hugh Price of the firm Stevenson Price &Co., bottle makers that had purchased the Anderston Bottle Works from the Geddes family. It was on Lancefield Street next to the Verreville Glass Works. His only maritime property was as joint owner of Ayrshire Lassie where he had 11/64 parts. The estate was valued at £3973.

Provisions for his wife and family make interesting reading. For his widow, as long as she did not remarry, there was annually £40 from the Navy Board as widow of a Navy Surgeon and £40 from the widows fund of the Naval Surgeons, with a further £70 from the estate, giving an annual income of £150 as long as she continued as his widow, but this £70 reduced to £20 if she remarried. The sum was to be paid half-yearly at Whitsun and Martinmass. He also granted lifetime rent of one of the flats in his house at Helensburgh and all the household furniture and plenishings, silver plate, bed and table linen, books wines &c. However, if she remarried this liferent ceased as if she were dead. In order to get anything, she had to accept the conditions freely.

Allowance was made for the board of his two daughters Jane and Janet as long as they remained unmarried and if his wife remarried before the daughters were married then the trustees were at liberty to make appropriate provisions for them in a manner similar to what they would have experienced living with his wife.

His widow also received £25 annually for Dr Stevenson’s half-brother and half-sister, and his nephew, James Livingston, was to receive £100 on the first anniversary of his death.

Elizabeth Snodgrass daughter of Neil Snodgrass was to receive £50 on the day of her marriage or on attaining the age of 25 if not married. She was living at Abbotsford Place, Glasgow or Laurieston. For each of Hugh Price’s daughters, they were to receive a gold watch when attaining the age of 18. They were currently residing in Liverpool. £50 was allocated for the Rev John Anderson  Helensburgh, or his successor along with the Provost for the benefit of the Public School lately erected in Helensburgh, and a similar amount for Rev Mr M‘Morland or his successor along with the Provost of Anderston for the benefit of any public schools there

The remainder was put in trust for his daughters and their heirs. In event of their not being married or widowed without issue, then they could nominate who would receive their share, and if married without issue, they could provide £1000 to a person thought proper and the remainer returned to the estate. If a daughter died without a will and issue, their share was to be returned to the Trust for the surviving daughter. The daughters were to receive £200 at the time of their marriage. If there were no surviving heirs, the estate fell to his nephews and nieces, the family of his half-brother, Henry Livingston, Broomielaw. The will was signed on September 17 1842 by Robert Grieve, Writer in Dumbarton, and Alexander Laird Snr.

Dr. Stevenson is buried in Tullis Street Memorial Gardens, also known as John Street Burying Ground.