This article centers on Craigmore, to the east of Rothesay on the Island of Bute, and the eastern coast of the island. For just over 60 years, Craigmore had an iron pier, much like the original pier that was erected at Brodick on Arran, and particular events associated with the pier are highlighted.

The feuing of Burgh lands in the 1850s and 60s extended the town of Rothesay to the west and especially to the east round Bogany Point, with the construction of terraces and villas for the more affluent class of society. Craigmore was an attractive setting with fine views of the Firth and Rothesay Bay.

The first serious proposal to construct a pier at Craigmore occurred in 1875 when a number of gentlemen contacted the Rothesay Harbour Trust, who controlled the foreshore around as far as Ascog. They sought the permission of the Harbour Trust to develop a proposal for a pier at Craigmore and terms were agreed in August with provisions that included a prohibition of Sunday traffic and the payment of dues by any steamer that called at the new pier but did not call at Rothesay. To cement the agreement, Captain M‘Lean offered to take the new pier company on an afternoon pleasure excursion in one of his steamboats.

The Craigmore Pier Company (Limited) began raising capital and in November met when the directors were presented: Charles Dalrymple member for the County, A. B. Stewart, J. M‘Intosh, Craigmore, R. Taylor, B. B. Ball, and Mr. Mitchell, law-agent, Secretary. It was indicated that masons had commenced operations on the pier approaches and the contract for iron-work allocated to Messrs Laidlaw was well advanced. Completion was anticipated early in the new year. Capital of £2,500 was all subscribed and Lord Bute had given the ground on the shore. However, an extra £500 was required for a waiting room and house for the pier-master. Plans for a swimming baths attached to the pier were tabled.

Construction of the iron pier took longer than expected and the cost of the pier-house and waiting rooms proved a more expensive outlay, that resulted in a debt of some £1600. However, in the Glasgow Herald of 3rd of June 1876, the Company advertised that they expected to lease the pier, “with a free house at the head of the pier,” in July for the period until Whitsun 1878. Alas, this was not to be. In November 1876, the schooner Breeze was blown against the unfinished pier in a gale, and damaged.

In March, 1877, the Rothesay Harbour Committee approved red above and white below lights for the pier and in the Glasgow Herald of the 24th of the month it was announced that the pier would be ready for traffic on the 29th of the month.

Cabs await passengers at the entrance to Craigmore Pier

“Opening of the new pier at Craigmore.—This handsome new pier was formally yesterday. A large number of the principal residenters in Ascog, Craigmore, &c., assembled on the pier about noon, and about one o’clock the Wemyss Bay steamer Lancelot made a formal run from Rothesay, having on board Provost, Magistrates, and Council, and many of the leading gentlemen connected with Rothesay, accompanied by the Town Council. Having arrived at the pier the passengers landed, when A. B Stewart, Esq., convener of the county, stopped upon the gangway, and, in the name of the Directors of the Craigmore Pier Company, declared the pier duly opened for traffic. As the weather was cold he would not detain the assemblage, but called for three cheers for the success of the new Craigmore Pier, which were heartily given, as also were cheers for Mr Stewart himself. The company then adjourned to the waiting-room, at the head the pier, where, owing to the excessive number of invitations issued, only about one-third of those invited could be accommodated, the others remaining out on the pier. Cake and wine were served out, and several toasts were proposed and duly responded to. The new pier, which has been designed Mortimer Evans, C.E., F.R.S.A., of this city and has been carried out under his superintendence, extends Into the sea for a distance of about 500 feet from the high water mark and gives a depth of water at the pier head of 11ft. at low tide. The gangway leading to the pier head, which is 12ft. wide, is in six spans of 50ft., with two half-spans at either end of 28ft. each. The outer girders (of ornamental designs) are of the straight lattice type, and serve both to carry and secure the ends of the deck planking. The centre girder, which is necessarily below the footway, is of the elliptical centilever pattern, and serves to support the above cross-planking in the middle of the gangway throughout its entire length. The side girders (which are continuous) and the centilevers in the centre are supported in spaces of 50ft. on malleable iron piles or columns built up entirely of old railway material, each fastened to a cast-iron base of 22ft. in diameter. For the protection of the pier, as well as of vessels using it, the pier head front, in which the fenders themselves are placed, is composed of three heavy longitudinal girders. To the upper-most of these, which also support deck or planking, the top ends of the fender pile are fixed; the outside flange of the second girder is also fixed to the fender piles about halfway down, whilst the inner flange of the girder abuts on a series of steel springs, 12 in number, fixed, at the top and bottom only, to the supporting piles of the pier itself. The bottom girder serves to receive the lower end of the fender piles when pushed from the inthrust of calling vessels. By this arrangement the steel springs must be sent hard home upon the pier-head before the blow is ordinarily sensible to the pier-head itself, and the force required to effect this is about 20 tons. By an ingenious arrangement the iron piles are protected from the acting of the sea water by covering of flreclay pipes run in with cement to about low water mark, and above this the coercive action is prevented by rendering the iron electro-negative with zinc, adopted with so much success by Mr Evans at Brodick. We must not omit to mention, however, tilt the Craigmore Pier Company, on the advice of their engineer, have decided to adopt Sir W. Thomson’s scintillating or eclipsing light for the guidance of coasting vessels. This light, it may be remembered, was exhibited during the late meeting of the British Associative on the University Tower. The light at that time exhibited by the Morse Code the letter U. The letter adopted for Craigmore is the letter K. This will be the distinguishing mark for this pier and can be mistaken for no other light. This is, we believe, the first instance in Soothed where Sir W. Thomson’s very valuable suggestion has been practically carried out, though still in use in Ireland. A comfortable waiting-room and pier-house have been erected at the shore end. We believe a model of the pier was exhibited at the British Association in September last.”—North British Daily Mail, March 30, 1877

Craigmore Pier from the Pierfront

Craigmore from the Pier (Washington Wilson)

The situation of Craigmore Pier as the last single-berth pier before Rothesay meant that it was a common occurrence for steamers from the different companies to race for the pier with consequent incidents and collisions.

North British flyer Guy Mannering (Adamson)

“Steamboat racing for piers.—The Guy Mannering and the Athole.—At the Marine Police Court, Glasgow, on Wednesday—before Bailie Dron—P. Dewar and Donald M‘Nicol, respectively masters of Guy Mannering and Athole, were charged with a contravention of the Clyde Trustees’ bye-laws and regulations for pilots engaged in navigating vessels on the Clyde, by racing their steamers, the one against the other, on the 11th July, on the passage between Innellan and Rothesay. The particular fault alleged against the captain of the Guy Manneringwas that he tried in pass the Athole when he was nearer than 50 yards to it, and in the case the captain of the Athole it was stated the indictment that he failed to allow the Guy Mannering to pass it, being the faster vessel. Both pleaded not guilty, and were defended by agents.

“Neil M‘Donald, pilot of the Athole, stated that on the 11th July the Athole, was at Innellan pier at a quarter to seven o’clock. The Guy Mannering was then waiting to approach the pier, and soon afterwards followed the Athole towards Rothesay. The Guy Mannering left Innellan about two minutes behind the Athole. Nearing Toward Point he noticed the Guy Mannering was gaining on the Athole, and was about three lengths astern then. At 200 yards distance from Craigmore pier the Guy Mannering came up to within a foot the Athole’s stern, and then went to the starboard side of her. Both vessels were steaming full speed at the time, the witness believed it to have been impossible for the Guy Mannering, although the Athole had slowed, to get the pier before the latter vessel. The Guy Mannering was full abreast of the Athole when the latter 100 yards off the quay, and at the pier itself the Guy Mannering was three or four yards in front of Athole. The Athole got the pier first, and the Guy Mannering backed. Coming alongside the pier the two vessels were close together, the Guy Mannering being on the outside, and on the surge she caused, according to the witness, the Athole was carried on to the pier, damaging the port fore paddle wing and destroying a portion of the pier.

“Dugald Macfarlane, steersman of the Guy Mannering, said his vessel was first up to the pier, and the Atholecame between her and the pier. There was thirty yards between the two boats when the Guy Mannering made up to the Athole at a point 300 yards from the pier.

“A number of witnesses were examined, the testimony of those on the opposite sides being of a contradictory character.

“The judgment the court was that the captain of the Guy Mannering alone was at fault, and he was fined £5. The charge against the captain of the Athole was held to be “not proven”.”—Buteman, August 9, 1884

Athole at the end of Rothesay Pier. The other steamers are MacBrayne’s Columba, about to berth, and the Wemyss Bay Company’s Adela farthest from the camera (Poulton)

Another racing incident attracted attention the following year.

Wemyss Bay Company’s Adela (Adamson)

Williamson’s Sultana

“Racing steamers on the Clyde.—At the Marine Police Court yesterday morning—Bailies Thomson and Mitchell presiding—Archibald Turner, master of the steamer Sultana, residing at 16 Hillhouse, Rothesay, and Hector M‘Taggart, master of the steamer Adela, residing at 154 Eglinton Street, Glasgow, were charged with racing their steamers on the Clyde on the 19th September last, while they were sailing in the same direction from Rothesay Quay to Craigmore Pier. It was alleged that the Sultana attempted to pass the Adela nearer than 50 yards, and that the master of the Adela failed to slow to allow the Sultana, which was the faster vessel, to pass. The accused pleaded not guilty.

“Mr John Clark, Boyd Street, Greenock, deponed that he was a passenger on board the Sultana, which left Rothesay about 6.30 on the afternoon of the day in question in the direction of Craigmore Pier. The Adela was going in the same direction. At the time his attention ls was drawn to the vessels they were almost abreast, Shortly before the collision they would be about 30 yards from each other, and then they gradually drew together, and collided. There was a great deal of excitement on board at the time. The Sultana gave way two or three times to avoid a collision, which was caused, he considered, by recklessness on the part of the master of the Adela.

“By the Court—If the Adela had slowed, in his opinion there would have been no collision.

“Corroborative evidence was given.

“On behalf of Captain M‘Taggart, John Glen, pilot on board the Adela, stated that the Sultana made up upon the Adela before they were half-way to Craigmore Pier. Both steamers were going at full speed, and when they came abreast it they were only about six yards apart from each other. The suction drew the vessels together. The engineer on board the Adela said that when about 200 yards from Craigmore Pier he was signalled by the captain to slow and stop. He could not say where the Sultana was at this time. The Adela was stopped for about three minutes. He did not feel the collision. The signals to slow and stop were given in almost immediate succession.

“After other evidence had been led, Bailie Thomson, in giving judgment, said the Court had come to the conclusion that both captains were to blame in striving and racing to get first to Craigmore Pier. They found that the captain of the Adela, did not give way as he ought to have done, and that the captain of the Sultana forced his way whether the captain of the Adela would give way or not. They were very much astonished that the captains of both vessels, after being before this Court this season already, had not stopped this racing and striving. These collisions had been very frequent during the past season, and, so far as the Court was concerned, it was determined to do all in its power to try and prevent them occurring in future. In these circumstances they must impose the full penalty of £5 on each captain. He hoped that next season the captains of the various steamers would endeavour to put a stop to this practice of racing their vessels.”—Glasgow Herald, November 10, 1885

It was hardly surprising that in 1886, Craigmore was selected as a pier where the new signalling apparatus should be installed.

The wear and tear on the pier had consequences when, in 1888, expensive repairs were required and the pier was threatened with closure.

“The Buteman, Saturday, April 21, 1888. A crisis seems to have been reached in the history of the Craigmore Pier Company, and one which though we do not think creditable to its Directors, must yet in some way be faced. A circular has been issued by them to the shareholders intimating that an outlay of £300 to £350 is necessary for the repair and preservation of the pier, and that although the income of the company has been somewhere about £200 per annum, and not a farthing of dividend has ever been paid to the shareholders, there are no funds on hand wherewith to execute these apparently necessary repairs. From the same circular it would appear that the undertaking has cost the large sum of £4600; and the interest of a debt of £1600, and the current repairs have from year to year, swallowed up the very considerable rent received from the lessee. It is difficult to conceive how such a sum as £4600 could have been spent on such a cheaply got up structure as the Craigmore Pier, even with the addition of the waiting room and pier master’s house, and equally difficult to understand how every farthing of the rent should have been swallowed up year by year, and nothing left over for an extensive repair such as is now contemplated, and which should have been foreseen by those entrusted with the management of the concern. The pier itself is a light and cheap structure, and it should have been erected all the cheaper that the greater part of the iron used in its construction was secondhand—being composed of old rails. The interest of £1600 of debt at five per cent. would amount to £80, which left over a sum, which should have been sufficient to keep up the pier in excellent repair, and leave over enough as a sinking fund, to provide for any emergency such as has now occurred. We are satisfied that if the up-keep of the pier had been contracted for by the year, or two or three years, the trifling repairs which have been executed upon it would have cost very little, and would have left over plenty of money to do all that is necessary. We have in Rothesay, tradesmen who would have been glad to have contracted in this way, and the work would, to say the least of it, have been quite as well done as in the piece-meal fashion which has been adopted.

“The Directors propose that the £350 required for the preservation of the pier should be raised by the “proprietors, residenters and others” in Craigmore, particularly those who are not already share-holders; and if this is not done, they say that either of two alternatives will have to be adopted—the one being the raising of the pier dues, and the other, the closing of the pier. It seems to us pretty clear that neither of the alternatives mentioned will avail them in their difficulty; for, if they raise the pier dues, the probility is that the number of passengers using it will he decreased in nearly the same proportion, and the revenue will thus be very little augmented; and if they close the pier, they will have no revenue at all from which to pay the interest of the bond, and the bondholder will in all probability to sell off the concern in order to get his money. There can be no doubt that the closing of the pier or the raising of the dues would be alike injurious to this important suburb of Rothesay, and it seems only reasonable that those interested in the prosperity of the locality as proprietors or otherwise, and, who are not shareholders, should subscribe to avert the evil. Those who are already shareholders may be said to have done their part, and have received no interest on their subscribed capital of £3000; and they cannot fairly be asked to do more until those who hitherto have done nothing bestir themselves. We are informed that some of the large holders of property at Craigmore, although shareholders, have subscribed a very small part of the capital, and they also should do something more at this time; as, in an undertaking like this, which has not given, and is not likely for many years to come, to give any return, it is only fair and reasonable that all should subscribe in something like proportion to their stake in the prosperity of the locality. It is much to be regretted that the directors have not been resident in Rothesay, as the concern would undoubtedly have been better and more economically managed here than in Glasgow. If the Burgh could be induced to take over the pier from the company, after it has been properly repaired, under the burden only of the £1600 of debt, that would be a good way out of the difficulty. Instead of paying five per cent. for the loan, they would be able to borrow the money at 3 or 3½ per cent., and they would save in other matters as well. Or, if the Marquess of Bute as the superior of the land in the neighbourhood, were to take over the pier and work it in the interest of his feuars, that would be another equally good way out of the difficulty. Neither his lordship nor the Corporation could however be expected to take it over, unless the repairs certified as necessary by the engineer, were first effected, and the method proposed by the present Directors is the only feasible one for getting the money. The pier at the first, no doubt, cost nearly double what it should have done, but there is “no use crying over spilled milk,” and it is manifestly for the interest not only of Craigmore, but also of Rothesay that it should somehow or other be efficiently maintained.”—Buteman, April 21, 1888

The Craigmore Pier Company offered to sell the pier to Rothesay Town Council for £1680, the debt that had been incurred in building the pier-master’s house and waiting rooms, and indicated that the required repairs would cost an additional £300 to £400. The Rothesay Town Council declined to become involved but a new company was put together to purchase the pier. At the time, the lease of the pier to the piermaster was £200 which should have provided sufficient funds to pay interest on the debt and allow for ongoing repairs and it was indicated that better local management might solve the financial issues.

“The Craigmore Pier.—A meeting of gentlemen interested in preventing the threatened closing of this pier was held in the Town Hall yesterday—Provost Thomson (who called the meeting) presided. Among others present were Messrs John Jamieson, Archd. Adam, Donald Macmillan, Archd. Mackirdy, John Windsor Stuart, W. C. W. Maddever, Archd. Turner, John T. Wilson, Wm M‘Intosh, and Bailie Macbeth.

“The Provost stated that the meeting was called for the purpose of hearing the prospectus of a new company read, which he, along with ex-Provost Mackirdy and Mr. M‘Intosh were appointed to draw up, and to take whatever further steps might seem advisable.

“Mr. M‘Intosh read the prospectus of which the meeting approved, and it was resolved to issue it to the public. It proposed to form a new company to buy and repair the present pier—the purchase price being expected to be £1500 and the repairs not to exceed £500 the total capital to be £2500 of which only £2000 was expected to be called up. The bondholders of the old undertaking are expected to take a considerable interest in the new company, as well as the Marquess of Bute—who is proprietor of the land in the neighborhood. A hope was expressed that the rest of the stock would be quickly taken up by the proprietors and residents in the district, as well as the general public, and it was considered that on the above capital a dividend of 5% was certain to be paid. A provisional committee or consisting of a number of the gentlemen present was appointed, whose names will appear in the prospectus.”—Buteman, March 2, 1889

The pier was sold to the new company by public roup in Glasgow for £1500. Its initial cost was stated as £3600.

Despite the installation of signals on Craigmore Pier, racing for the single berth continued to cause concern for some passengers.

“Craigmore pier.—To the Editor of the Buteman.—Sir.—Through the columns of your paper I wish to direct attention to what I consider the reprehensible conduct of the persons in charge of Craigmore pier, last Saturday afternoon, shortly after 4 o’clock, under the following circumstances. I was a passenger by the Wemyss Bay Steamer, Victoria, in connection with the 2.35 p.m. train from Glasgow. Leaving Innellan we were followed by the steamer Caledonia of the Gourock Route, we called at Toward pier, and coming out from which, and rounding the point, the Caledonia was but slightly behind. Here began a keen race for Craigmore pier, the Victoria holding her way and could not possibly be cut out of the pier, yet no signals were displayed until the steamers were within about two lengths of the pier, the result of which was, these two vessels were striven at full speed in dangerously close proximity to each other, to the alarm of the passengers on board. Before the signals were erected, I have little doubt but what the Caledonia would have made a reckless attempt to cut the Victoria out from the pier, as she kept to the inside of her, and nothing short of that was prevented, but in my opinion, after too long a delay in an exhibition of the signals by those on the pier. This latter action so far as I can judge was the result of one of three things:—1st. crass stupidity, 2nd, a bare-faced attempt to favor one company’s boat over another, or 3rd, the desire on the part of those on the pier to indulge themselves personally in witnessing a keenly contested steam-boat race at the expense of the comfort and safety of the passengers on board both boats, and unless a more satisfactory explanation can be tendered, the sooner the present pier attendants are swept off it the better it will be for all concerned. No one expects these pier men to be the incarnation of active intelligence, but the public demands that they be gifted with a fair amount of ordinary common sense, and this necessary element I fear they are very tardy in their display of on many occasions. These pier signals will prove a great boon if properly and unbiasedly worked, but otherwise nothing short of an unmitigated nuisance. It will be well, therefore, that those in charge of them should take good heed as to their public conduct in regard to this matter. So far as the present case stands. a copy of this communication will be forwarded to the Board of Trade, and Clyde Trust, so that an opportunity may be given to the men indicated to give a satisfactory explanation of their action at the time referred to.—I am, &c., B, July17th 1889.”—Buteman, July 20, 1889

Caledonia for Gourock leaving Rothesay pier first in the race for Craigmore with Victoria for Wemyss Bay

A few days later, the Caledonia upset a small boat containing two ladies and two gentlemen as it was heading for Craigmore. All four occupants were rescued. A more serious incident occurred in the middle of the following month when the Adela ran down a small boat sailing back to Rothesay from Innellan. One of the occupants was saved but the other, Dr Hutton, of Airdrie, was drowned and the captain of the Adela, Archibald M‘Lachlan, and the pilot, John Glen, were charged with manslaughter but found not guilty.

Another incident where one of the steamers, Isle of Arran, that did not usually call at the pier, met the Bailie’s displeasure.

“Steamboat racing on the Clyde.—At the Marine Police Court yesterday—before Bailie M‘Kellar—Donald M‘Phedran, master of the paddle-steamer Marchioness of Breadalbane, and residing in Rothesay, and Wm. Buchanan, master of the Isle of Arran, and residing in Sandyford Street, GIasgow, were charged under the Clyde Navigation Consolidation Act with having, on 19th August, while their steamers were proceeding in the same direction, between Bogany Point and Craigmore Pier, attempted to race the one steamer against the other and to pass one another nearer than 50 yards, in consequence of which the vessels collided. Captain Sinclair conducted the prosecution. Mr Brand, solicitor to the Caledonian Railway Company, appeared for Captain M‘Phedran, and Mr Donaldson was present on behalf of Captain Buchanan.

“The first witness was James Barr, mate of the Isle of Arran. He stated, in answer to Supt. Sinclair, that after rounding the buoy, 400 yards from Craigmore Pier, the steamers were 45 yards apart. On rounding Bogany Point they observed the Marchioness of Breadalbane on their starboard side, coming down from Toward. The Isle of Arran was leading by half a length, and as they continued the vessels closed in nearer. When half-way between Craigmore Pier and the buoy the distance between the steamers would be about 15 or 20 yards. The Marchioness was bearing down upon the Isle of Arran. They were both going at full speed. The position in which the collision took place was 10 or 12 feet from the pier. The Isle of Arran slowed for a second or two before the steamers came together, but he did not know whether the Marchioness slowed.

“What caused the collision?—Marchioness bore down on the top of us, and we had no room to give way.

“By Mr Brock—Witness was not a certificated officer; Captain Buchanan was the only one on board who had a certificate. He went to assist the man at the wheel, because he thought that it was required. The Isle of Arrangave a whistle as a warning to the other boat to keep off. The Marchioness of Breadalbane got the signal when the Isle of Arran was 15 yards from the pier. After the Marchioness was signalled they were going at full speed. The collision took place abreast of the pier, and after the signals were drawn the Isle of Arran went at full speed for a second or two. The vesseis were running in parallel courses about 40 yards from Bogany Point; they were not in the position of crossing steamers. A more serious collision would have occurred if Captain Buchanan had stopped the engine when the signal was given, because the Marchioness of Breadalbanewould have borne down on the top of them and caused considerable damage.

“By Mr Donaldson—On rounding the point they were taking their usual course. Owing to the Marchionessbearing down the Isle of Arran was compelled to keep the inside, nearer the shore than usual. If theMarchioness of Breadalbane had intended to take the Craigmore Pier she should have slowed 300 yards away, and had she done so there would have been no collision. Then the Isle of Arran would have held her course straight on, and would not have interfered with the Marchioness. The Isle of Arran was not in the habit of calling at Craigmore Pier, and the signals did not refer to that vessel.

“Archibald Cameron. mate on board the Marchioness of Breadalbane, said that when the steamers were half-way between the buoy and the pier there was only about a boat length between them. The collision happened about 50 or 60 yards from the pier. When taking the pier the Marchioness slowed at the usual distance—about 100 yards. This was about half a minute before the collision took place. As they were the leading boat they were trying to get the pier before the Isle of Arran. The signals were drawn for the Marchioness.

“By Mr Brook—Witness held a mate’s certificate for five years and a master’s for two or three years. From the position he was in he could see that the Marchioness was the leading vessel. They tried to avoid a collision. There was nothing unusual in the steering of the Marchioness from Toward that day. The Isle of Arran was entitled to slow and allow them to cross her. Captain Buchanan had no right to proceed as he did; it was his duty to stop.

“A number of other witnesses were afterwards examined, the case lasting till after six o’clock. At the close of the evidence the Magistrate found both of the accused guilty, and they were each fined in the aum of £3 3s.”—Glasgow Herald, September 23, 1893

Marchioness of Breadalbane racing for Rothesay after leaving Craigmore Pier

Around 1890, improvements were made along the foreshore at Craigmore.

Craigmore Beach

Craigmore Promenade

Bogany Point, Craigmore. On the left is the mineral Well

One of the improvements was the erection of a pavilion over a natural mineral well whose waters were said to provide a remedy for rheumatism and provided a speedy and painless purgative when taken internally. It had the odor of hydrogen sulfide (rotten eggs). However, blasting operations nearby diverted the spring and it was not found again until 1929 when workmen found the source in the grounds of Auchancross. It was identified by an old resident from its taste and smell.

The Mineral Well

What follows are some views of the road from Rothesay to Craigmore beyond the Glenburn Hotel, and some of the prominent hotels and boarding houses in the area. The photographic tour continues down the east coast of Bute as far as Mount Stuart, the home of the Marquess of Bute.

Mount Stuart Road, Rothesay, with the striking Glenfaulds in the shadow of the Glenburn Hotel

Glenfaulds on the left, dating from around 1880

Villas on Mount Stuart Road

Elysium, dating from around 1875

Craigmore Boarding House, near the pier

Craigmore from the Pier

Arriving at Craigmore

Departing from Craigmore

Craigmore Hotel on Crichton Road

Delhi House, Craigmore

Hughenden Hotel on Crichton Road

Rock Villa guesthouse on Wellpark Road

Mountford on the eastern shore of Bute

M‘Lean, farmer at Ascog, delivering milk to Broomhill Boarding House, Montford

Before motorized transport, excursions from Rothesay to the east and south involved a horse-drawn brake

The attractive Ascog Bay

Ascog Free Church was built in the early 1840s

Mount Stuart Village or Kerrycroy

Kerrycroy

Mountstuart

Mountstuart (Adamson)

Craigmore Pier attracted the attentions of the railway companies who ran the regular sailings to Rothesay and gained additional traffic with the intermediate stop.

Caledonian Steamer, Marchioness of Bute, leaving Craigmore

The opposition, Glasgow & South Western Mercury at the pier

North British steamers Talismand and Kenilworth approaching Craigmore

North British Waverley leaving Craigmore

Talisman by-passing the pier

The excursion traffic to Rothesay and the tourist steamers generally by-passed the pier heading directly to Rothesay.

Buchanan Steamer Eagle III passing the pier

After the first world war, the ease of motor transport between Rothesay and its eastern suburbs led to a decrease in traffic at the pier.

An aerial view of the pier from 1921

Caledonian steamer Duchess of Rothesay at Craigmore Pier while the opposition steamer Glen Rosa heads directly to Rothesay in 1922

L.M.S. Steamer Duchess of Fife approaching Craigmore in July 1930

The 1930 turbine, Duchess of Montrose calling at Craigmore in 1938. The larger steamers caused more damage to the pier, aiding its demise

L.N.E.R. Talisman leaving Craigmore in September 1938

Craigmore Pier was closed to commercial traffic at the beginning of the second world war, and in September 1940, an offer for the metal structure was accepted. It was shortly thereafter demolished and scrapped, although the pier-house and concrete approach remains.

The present Waverley passing what remains of the pier in 1959