The village of Kilchattan Bay on the south-east corner of Bute has long enjoyed a sheltered spot, in the lee of the Suidhe hill, protecting it from the prevailing westerly winds. The Bay itself was a place of respite for fishing boats and sailing craft in storms. With Cumbrae across the water to the east, ferry crossings to the mainland to Bute were established north of the bay but the surrounding farmlands of Kingarth for many years provided cargoes of produce, including the early potato crop shipped from the old stone quay that was constructed in 1822.

Smacks at the old quay at Kilchattan Bay (Stengel)

Kilchattan Bay in the shelter of the Suidhe (Valentine)

It seems likely that in the early days of steamboats on the Firth, that the Castle steamers on their sailings from Glasgow or Rothesay to the east Arran ports would make occasional, unadvertised calls at Kilchattan Bay to drop off passengers. The Castle Company was subsumed into the ownership of Messrs Burns, but it was not until they divested of their interests in the Clyde shipping routes, and new consortia took their place in the 1850s, that Kilchattan Bay received its first calls advertised in the newspapers.

The consortium of steam-boat owners, loosely advertised as the “Glasgow and Rothesay Steamers,” advertised that one of their number would sail at 7.30 a.m. and continue to Brodick and Lamlash.

“Magnificent pleasure sailing to Arran by the Island of Bute.—On and after Monday the 31st July, the swift and powerful steamers Rothesay Castle, Eagle, Petrel, Ardentinny, or Cardiff Castle leave the Bridge Wharf, here, every lawful day for Greenock, Gourock, Kilcreggan, Strone, Kirn, Dunoon, Innellan, Rothesay. Kilchattan Bay, Brodick and Lamash at 7.30 a.m.—returning from Lamlash about 2.00 p.m., and calling at all the above places.

“Fares.—Single from Glasgow; Cabin 2s. 0d., Steerage 1s. 0d. Return—Greenock, Gourock, and Kilcreggan; Cabin 2s. 0d., Steerage 1s. 6d. —Strone, Kirn, Dunoon, and Innellan; Cabin 2s. 0d., Steerage 1s. 6d.—Rothesay; Cabin 1s. 6d., Steerage 1s. 0d.—P. M. Hallley, Agent, Glasgow, 27th July, 1854.”—Glasgow Herald, July 28, 1854

Eagle (MacFarlane)

It would seem that Captain Buchanan’s Eagle of 1852, developed as the favourite on the route.

“A new and peculiarly attractive route to Arran was yesterday opened up, and will be continued daily by the fast steamer Eagle. She touches at Dunoon, and Innellan and Rothesay, and then along the Bute shore (calling at Kilchattan Bay) to Brodick and Lamlash, returning by the same route. As this delightful trip is accomplished at a very moderate rate, it will become a favourite one with pleasure excursionists.”—North British Daily Mail, June 20, 1855

“Glasgow and Arran via Island of Bute.—The swift steamer Eagle will resume her sailings to Arran about the 15th current, leaving Glasgow at a quarter before 8.00 a.m., calling at Greenock, Gourock, Kilcreggan, Strone, Kirn, Dunoon, Innellan, Rothsay and Kilchattan Bay.—Steam Packet Office, Rothesay, 8th June 1855.”—Glasgow Herald, June 8, 1855

The following year, Eagle and the newer Ruby shared the route.

Ruby

“Favourite route to Arran and back, same day, via Island of Bute.—On and after Wednesday the 4th June, the fast sea going steamers, Ruby or Eagle, will leave the Bridge Wharf, Glasgow at 8.00 a.m., calling at Greenock, Gourock, Kirn, Dunoon, Innellan, Rothsay and Kilchattan Bay, returning to Glasgow in the evening, calling at the above ports.

“Fares:—To Brodick and Lamlash; cabin 2s. steerage 1s. 6d. To Brodick and Lamlash return tickets; cabin 3s. steerage 2s.—Rothesay, 31st May, 1856.”—Glasgow Herald, July 9, 1856

In 1857, the route was taken up by Messrs Henderson’s Diamond of 1853.

“Pleasure sailing.—Favourite route to Arran and back same day, via Island of Bute.—The swift and splendid steamer Diamond leaves Glasgow daily at 8 a.m.—return tickets; cabin 3s. steerage 2s. single tickets; cabin 2s. steerage 1s. 6d.: Greenock, about 8.45; Kilcreggan, about 10; Kirn, about 10.10; Dunoon, about 10.15; Innellan, about 10.30;—return tickets; cabin 2s. steerage 1s. 6d.; Rothesay, about 11;—fares from Rothesay to Arran tickets—for Brodick and Lamlash; return tickets; cabin 1s. 6d. steerage 1s.

“Returning from Lamlash about 2.15 p.m., Brodick about 2.45 p.m., Rothesay about 4.15 p.m., calling at all the intermediate ports. The steamer calls at Kilchattan Bay going and returning. Return tickets issued from Glasgow to any of the intermediate ports at the usual rates.

“Note.—Passengers taking tickets by this steamer for Rothesay or Intermediate Ports have the option of Returning by the Ruby, leaving Rothesay at 2.45 p.m.”—North British Daily Mail, July 8, 1857

The pleasure sailings appear to have lapsed in 1858 when competition on the Arran by way of Largs and Millport with the new Spunkie was intense. She sailed from Lamlash in the mornings at 5.30 a.m., returning from Glasgow at 2 p.m., and likely included Kilchattan Bay as a calling point. Another likely regular caller at Kilchattan Bay that year was Cardiff Castle, sailing on Tuesdays, Thursdays, and Saturdays from Row and Helensburgh in connection with the new Helensburgh Railway, to Kilcreggan, Strone, Kirn, Dunoon, Innellan, and Rothesay.

The following year, Messrs Wingate placed their new steamer Hero on the station.

Hero (MacFarlane)

“Favourite route to Arran.—We notice from our advertising columns that the fine new steamer Hero has commenced to ply for the season to Brodick and Lamlash, via Dunoon, Rothesay, and Kilchattan Bay. Besides being a great boon to those resident at the south end of Bute, the route is a very fine one and no doubt will be largely taken advantage of by tourists and excursionists, as well as the residenters at the various places on the coast which this route embraces.”—North British Daily Mail, June 9, 1859

“Favourite route to Arran, and back same day, via Rothesay.—Hero steamer calls at Rothesay and intermediate ports. From Glasgow at 8 a.m., from Lamlash at 2.15 p.m., from Rothesay at 5 p.m.”—North British Daily Mail, July 18, 1860

In 1860, Hero continued to sail on the Arran by Rothesay route and the M‘Kellar Millport and Arran steamer, Jupiter, called at Kilchattan Bay on her early, Monday morning sailing from Lamlash. Leaving Lamlash at 6 a.m., she called at Brodick and Kilchattan Bay then direct to Greenock to catch the quarter to nine train to Glasgow.

A letter to the editor of the Paisley Herald in August, 1861, heralded the return of the Spunkie running by way of Rothesay and Kilchattan Bay to Lamlash. That year, Hero was sailing out of Belfast.

Spunkie

“Mr Editor,—On Saturday morning I paid a visit to Lamlash. Of course every one knowns what a pleasant sail it is to that Queen of British Isles, but I think by far the finest route is that by Rothesay and Kilchattan Bay, and, did it not savour too much of the puff, I would strongly recommend this side of the frith to all tourists, who have any desire to blend comfort with enjoyment. The Spunkie is a fast sailer, totally devoid of that shakiness and tug-tugging prevalent in some of our crack river steamers—moreover, it is with a captain polite and gentlemanly (another rare thing on the river), and the crew are, to all appearances, most obliging.”—Paisley Herald, August 24, 1861

Spunkie continued on the route in 1862.

“Arran, via Rothesay.—The steamer Spunkie, Capt. Young, will shortly resume the above station, at former hours, viz.:—From Glasgow at 8 a.m.; Lamlash, at 2.30 p.m.; Rothesay, about 5 p.m.”—Glasgow Herald, May 20, 1862

Spunkie was sold to run the blockade of Confederate ports in May 1863, reputedly for £7,000. The former owners of the Spunkie made an effort to obtain the Victory as a replacement, but she was employed more lucratively for the season on the Rothesay sailings. The lack of a suitably fast vessel to take her place left a gap in sailings to Arran by way of Rothesay.

“The new river steamer Victory.—This new steamer, lately launched for Capt. Stewart of the Alma, has changed hands, not, however, as was said on Confederate account, but to run on the Arran station. She is to be commanded by Capt. Young, well known on the Arran and Rothesay route.”—Glasgow Morning Journal, June 10, 1863

Victory’s consorts on the Rothesay and Kyles station were the Alma, Petrel, and Hero, returned from Belfast to aid the much depleted Clyde fleet.

There was no Arran by way of Rothesay sailing in 1864 either, but in 1865, Alexander Watson placed his Arran Castle of 1864 on the Arran by way of Rothesay station.

“Favourite route to Arran daily, via Rothesay and Kilchattan Bay, on Mondays and Thursdays, through the Kyles of Bute.—The splendid, commodious, powerful new and first-class steamer, Arran Castle, or Rothesay Castle, sails from Glasgow at 8.15 a.m., train nine, calling at Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Brodick, and Lamlash, returning from Lamlash at 3 p.m.; from Rothesay at 5 p.m. for Glasgow. From and back to Glasgow; Cabin 3s., Steerage 2s; from Dunoon or Rothesay to Arran and Back; Cabin 1s 6d, Steerage 1s. First-class refreshments on board.”—North British Daily Mail, July 29, 1865.

Competition came with the opening of the Wemyss Bay Railway. The new saloon steamer, Bute was placed on excursion duties, leaving Glasgow at 8.30 a.m. for Rothesay and the Kyles of Bute to Lamlash, returning to Rothesay by way of Kilchattan Bay, ad thence to Glasgow.

“The Wemyss Bay Steamboat Company (Limited).—Splendid daily pleasure trip to Kyles of Bute and Arran.—The new saloon steamer Bute sails every lawful day from Glasgow, at 8.30 a.m., for Greenock, Kirn, Dunoon, and Wemyss Bay (waiting arrival at Wemyss Bay of train from Glasgow at 10.25), and proceeding to Innellan, Toward, Rothesay, Colintraive, Tighnabruaich, Brodick, and Lamlash; returning from Lamlash about 3.30 p.m., calling at Brodick, Kilchattan Bay, Rothesay, Toward, Innellan, Wemyss Bay, Dunoon, Kirn, Greenock, and Glasgow. Fares for the whole day’s sailing: to Arran and back—Cabin, 4s; Steerage, 2s 6d.—Glasgow, July 3, 1865.—By order.”—North British Daily Mail, July 10, 1865

Early the following year, in March 1866, Alexander Watson sailed in the Arran Castle to the Thames, but the ship was lost with all hands. His shipping assets were quickly sold, and the Hero that had been owned by Messrs Brown of Belfast and Watson of Glasgow was purchased by Messrs G. & J. Ferguson of Glasgow who placed her on the Arran vis Rothesay station under the command of the popular Captain Reid. This station she occupied until 1871.

“Arran via Rothesay.—The swift steamer Hero sails every lawful day, at 8 a.m., train 9 a.m., for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan, Bay, Corrie, Brodick, and Lamlash; returning in the afternoon. Fares—Arran and back:—Cabin 3s.; Steerage 2s.”—Glasgow Evening Citizen, May 29, 1866

“Arran via Rothesay.—The swift steamer Hero sails daily, at 8 a.m., train 9, for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan, Bay, Brodick, and Lamlash; returning in the afternoon. Fares to Arran and back:—Cabin 3s.; Steerage 2s.”—Glasgow Evening Post, May 28, 1867

“Arran via Rothesay.—The swift steamer Hero sails daily, at 8 a.m., train 9, for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan, Bay, Brodick, and Lamlash; returning in the afternoon. Fares to Arran and back:—Cabin 3s.; Steerage 2s. On Thursdays going through Kyles of Bute; but returning by Kilchattan Bay as usual.”—Glasgow Herald, July 19, 1867

“Favourite Route.—Arran via Rothesay.—The swift steamer Hero sails daily, at 8 a.m., train 9, for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan, Bay, Brodick, and Lamlash; returning in the afternoon.”—Glasgow Evening Citizen, July 21, 1868

“Favourite Route to Arran via Rothesay.—Pleasure sailing daily by the swift steamer Hero from Bridge Wharf, at 8 a.m., train 9, for Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan, Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.45 p.m., and Rothesay about 5 p.m. Fares to Arran and back—Cabin 3s.; Steerage 2s. See time bills—Parties arranged with.”—Glasgow Evening Citizen, August 21, 1869

In 1870, the Hero and was purchased by Captain M‘Intyre who had taken command of her early in the season, and her sailings to Arran were curtailed.

“Favourite Route.—Arran via Rothesay.—The swift steamer Hero will sail from Glasgow on Tuesdays, Thursdays, and Saturdays, at 11.45 a.m.; returning following days from Lamlash at 10 a.m. Commencing on Saturday the 9th inst.”—North British Daily Mail, April 12, 1870

“Glasgow, Rothesay, and Arran.—Swift steamer Hero will sail every lawful day from Glasgow and intermediate places, 8 a.m.; from Rothesay to Glasgow , &c., 5 p.m. Wednesdays and Saturdays proceeds to Arran, leaving Lamlash about 2.30 p.m.”—North British Daily Mail, May 6, 1870

“Arran via Rothesay and intermediate ports.—The swift steamer Hero will sail daily, from Glasgow at 8 a.m., trains 8.45 and 9 a.m. Returning from Lamlash about 2.30 p.m. Returning from Rothesay at 5 p.m.”—Glasgow Herald, July 25, 1870

“Favorite route for excursionists to Arran via Rothesay.—Steamer Hero daily, for Arran and intermediate ports, leaving Glasgow at 8 a.m. train (Bridge Street) 9 a.m., Lamlash at half-past 2 p.m. and Rothsay about 5 p.m.

“Pleasure parties by this steamer will have about 6 hours ashore at Kirn or Dunoon and about 5 hours at Rothsay. Fares moderate. Particulars may be had on board or from the booking clerk, Bridge Wharf.”—Glasgow Herald, June 24, 1871

The Hero and Lady Mary, recently displaced from the Ardrossan to Arran station by the new Heather Bell, and placed on the Arran by way of Largs and Millport route, had an agreement to exchange return tickets so that excursionists could enjoy the variety of the two competing routes.

“Glasgow to Arran, via Dunoon, Largs, & Millport.—Special trips during Fair Holidays.—The splendid , commodious, and swift new steamer, the Lady Mary, will sail from the Broomielaw for Arran, via Dunoon, Largs, and Millport, on Monday and Tuesday, 17th and 18th July, at 7.30 a.m.; Returning in the afternoon.

“Note.—Return tickets from Brodick and Lamlash available by the steamer, Hero, to Glasgow, via Kilchattan Bay and Rothesay. Return tickets of the steamer, Hero, available by Lady Mary to Glasgow, via Largs and Millport.”—Glasgow Herald, July 17, 1871

In 1867, the Greenock businessman and tug owner, Graham Brymner, had the raised quarter-deck, saloon steamer Elaine built to compete for the Largs and Millport trade. Over the next two years, he added the larger saloon steamers Lancelot and Guinevere, extending his business to Brodick and Lamlash in Arran. By 1871, with competition from the Lady Mary on the Largs and Millport route to Arran, he placed the Lancelot on the Rothesay route to Arran, competing with the Hero. The superior passenger accommodation of the Lancelot favoured the newer vessel.

Lancelot in the foreground at the Broomielaw (Washington Wilson)

“Favourite route to the Island of Arran, via Dunoon and Rothesay, at 7.55 a.m.—The handsome saloon steamer Lancelot sails daily from Bridge Wharf, at 7.55 a.m., calling at Govan, Renfrew, Bowling, Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning in the afternoon.

“Grand pleasure excursion.—Greenock to Arran and back in one day via Dunoon and Rothsay returning via Millport and Largs, or vice versa.—The magnificent saloon steamers Guinevere and Lancelot.—Guinevereleaves Greenock about 8.30 a.m. for Gourock, Largs Millport, Brodick, Lamlash, and Whiting Bay. The Lancelot leaves Greenock about 9.30 a.m. for Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Circular tickets issued on board at ordinary return fares.”—Greenock Advertiser, September 9, 1871

Leaving Bridge Wharf at 7.55 a.m., the Lancelot called at Govan, Renfrew, and Bowling before reaching Greenock.

Kilchattan Bay also received some attention from the Elaine that began running Saturday afternoon excursions from Greenock to Largs, Millport and Kilchattan Bay.

“Saturday afternoon excursion to Kilchattan Bay and back.—The favourite saloon steamer Elaine will leave Old Pier about 3 o’clock, calling at New Pier, Gourock, Largs, Millport, and Kilchattan Bay, returning in the evening. Fares for the sail—Steerage, 1s; Cabin, 1s 6d.”—Greenock Telegraph, May 19, 1871

The new year, 1872, saw the sale of the Elaine, and it was Guinevere that took up the Arran by way of Rothesay and Kilchattan Bay station under the command of Captain Reid, previously of the Hero. Lancelot sailed to Largs and Millport. As consort  for the circular tour, outwards by way of Rothesay, returning by Millport and Largs, and vice versa, Guinevere had the Lady Mary.

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

“Favourite route.—Glasgow and Arran, via Dunoon and Rothesay.—The magnificent saloon steamer Guinevere sails daily, at 8 a.m. (trains, Dunlop Street 8.45 a.m., Bridge Street 9 a.m.), for Greenock, Gourock, Hunter’s Quay, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash about 2.30 p.m., Rothesay about 4.45 p.m. Return fares—cabin, 3s.; steerage, 2s.; available per Lady Mary, via Largs and Millport. Excursion parties arranged with on moderate terms.—Apply to the clerk, on board; or Gillies & Reid, 74 Broomielaw.”—Glasgow Herald, July 8, 1872.

With Lady Mary laid up the following year, Guinevere had the Arran sailing from the upper river to herself. In 1874, Messrs Gilles & Campbell, who had taken over sailings from Wemyss Bay, purchased the Lancelot and sailed her thence to Arran by way of Largs and Millport. Guinevere continued to sail on the route for many years despite a change in ownership in 1876 when she was purchased by Messrs Keith & Campbell..

“Favourite route.—Arran, via Dunoon, Rothesay.—The favourite saloon steamer Guinevere sails daily at 8 a.m., (Caledonian train at 9 a.m., G.&S.W., 9.15 a.m. from Dunlop Street), calling at Greenock, Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.30 p.m., and Rothesay about 4.45 p.m. Return fares to Arran—cabin, 3s.; steerage, 2s. Return fares to Rothesay—cabin 2s; steerage 1s. 6d.”—Paisley Herald, August 16, 1873.

“Favourite route.—Arran, via Rothesay.—The magnificent saloon steamer Guinevere sails daily from Bridge Wharf at 8 a.m., (Caledonian train at 9 a.m.), for Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.30 p.m., and Rothesay about 5. Return fares (Glasgow or Greenock) to Arran—cabin, 3s.; steerage, 2s. Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Retutn tickets to Arran available per Lancelot via Millport. Notice.—No goods carried by above steamer.”—Glasgow Herald, May 27, 1874.

“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan  Bay.—The magnificent saloon steamer Guinevere sails daily, from Bridge Wharf at 8 a.m., train, Bridge Street 9 a.m., Dunlop Street 8.55 a.m., calling at Govan, Renfrew, Bowling, Greenock, (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash; returning from Lamlash at 2.30 p.m., and Rothesay at 5 p.m. Return fares Arran—cabin, 3s.; steerage, 2s. Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Passengers luggage only carried by this steamer. Excursion parties arranged for on board at the Office, Palmerston Buildings, Greenock.”—Glasgow Herald, June 16, 1875.

“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan  Bay.—The magnificent saloon steamer Guinevere sails daily, from Bridge Wharf at 8 a.m.— train, Bridge Street 9 a.m., calling at Govan, Renfrew, Bowling, Greenock, (both piers), Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash about 2.30 p.m. Return fares Arran—cabin, 3s.; steerage, 2s. Return fares—Rothesay—cabin 2s; steerage 1s. 6d. Excursion parties arranged for on board; or at Shipping Box, Broomielaw.”—North British Daily Mail, May 24, 1876.

In the 1870s, the good folk of Kilchattan Bay began to take steps to expand their village. The call by the Guinevere did not allow carriage of goods. They petitioned the Campbeltown Shipping Company to have their boats call at the Bay.

”Bute.—The Campbeltown Shipping Company steamers called at Kilchattan Bay last Thursday for the first time, in the course of their usual run between Glasgow and Kintyre. Some time ago, a public meeting of the inhabitants of Kingarth resolved to petition this company to call at Kilchattan Bay and the memorial has been favourably entertained.”—Glasgow Herald, May 25, 1874

“Queen’s Birth-day.—Grand pleasure trip to Campbeltown and back.—On Thursday, 21st May, the commosious and fast-sailing steamer Gael will sail from the broomielaw (foot of Cheapside Street) at 6.54 a.m., and from Greenock on arrival of the 7.45 a.m. train from Bridge Street Station, and 8 a.m. train from Dunlop Street Station, for Campbeltown, calling off Kilchattan Bay, Lochranza, and Carradale; Returning from Campbeltown at 3 p.m.

“Fares.—To Carradale, of Campbeltown, and back, Cabin 6s, Steerage 3s; To Lochranza and back, Cabin 5s, Steerage 2s 6d. Tickets issues at Glasgow and Greenock before going on board. Passengers landing at Lochranza will have about six hours on shore, at Carradale about four hours, and at Campbeltown about two hours. The scenery on this route is unequalled in grandeur. Apply to John Macmillan, Revenue Buildings, Greenock, or to R. M. Dunlop, 22 Anderson Quay, Glasgow.”—Glasgow Herald, May 16, 1874

An overture was made to the Marquis of Bute for the construction of a pier.

“Proposed new pier at Kilchattan Bay.—Some time ago a meeting was held at Kingarth to consider the propriety of memorializing the Marquis of Bute to erect a pier at Kilchattan Bay. In the interests of his Lordships tenantry this is a very desirable thing. In these days when horses are so extraordinarily dear, and men’s wages so high, the expense of carting everything to and from Rothesay and Kingarth must be considerable. We understand these and other views were laid before his Lordship who has doubtless given them his consideration. With the view of still further considering the question, a meeting was held on Thursday of last week in the Inn at Kingarth when the committee was reappointed to prosecute the matter to a successful termination, if possible, and we understand they are in communication with his Lordships commissioner(Mr Pitman) on the subject.

“There can be no doubt but what this pier would be a boon to the whole district, and if his Lordship consented to feu around Kilchattan Bay it would be a success, as there are few places on the Frith of Clyde that would be more popular than this beautifully situated spot. If a pier was placed there we have no doubt but what the Wemyss Bay Steamboat Co. would gladly arranged to call and have as direct a communication with Wemyss Bay as possible.”—Buteman, March 13, 1875

Kilchattan Bay (Valentine)

The Wemyss Bay steamers did arrange to call, but the service was in the summer only and limited to the week-end.

“Kilchattan Bay.—To Kilchattan via Millport on Fridays, in connection with the 4.10 and 4.33 p.m. train, and on Saturdays with 4.10 p.m. train from Glasgow. From Kilchattan on Monday mornings at 6.45 a.m., and on Saturdays at 7 p.m., in connection with the trains from Wemyss Bay to Glasgow.”—Rothesay Chronicle, July 29, 1876

The daily call by the Arran steamer continued.

“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan Bay.—Sails at 8 a.m.—The saloon steamer Guinevere sails daily from Bridge Wharf at 8 a.m.—train, St Enoch, 9.05 a.m., for Partick, Renfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash at 2.30, Rothesay at 4.50 p.m.

“Note.—Every Tuesday and Wednesday proceeds to Whiting Bay, passing round the Holy Isle, and returning to Lamlash, thus giving a view of Ailsa Craig and the south end of Arran.—Return fares to Arran—cabin, 3s.; steerage, 2s.

“Note.—Passengers will please provide themselves with Circular Tour Tickets.

“Grand Circular Tour to Arran.—Passengers can now book by train from Bridge Street Station at 8.15 a.m. to Arran, via Ardrossan, and return by steamer Guinevere from Lamlash at 2.30 p.m. via Rothesay and Greenock, train from Prince’s Pier at 6.30 p.m.; or book by train from St Enoch at 9.05 a.m. to Arran, via Rothesay, and return from Arran (Lamlash) at 3 p.m., daily except Saturdays—on Saturdays at 5.50 p.m.—by Rothesay Castle via Ardrossan.—Return Fares—1st Class, 5s 6d; 2d Class 4s.

“Excursion parties arranged with.—Apply to Captain, on board; or Hugh Keith, 2 Oswald Street.”—North British Daily Mail, August 18, 1877

In 1877, the Guinevere had a new competitor, Glen Rosa.

Glen Rosa (Valentine)

“Favorite steamer Glen Rosa.—Notice the steamer Glen Rosa will proceed to Whiting Bay every Tuesday till further notice.—Arran, pleasure sailing by magnificent swift new saloon steamer Glen Rosa.—Sails daily from Glasgow at 8 a.m., train via Wemyss Bay, Bridge Street, 9.15 calling at Partick, Renfrew, Bowling, Dumbarton, Greenock (both piers), Gourock, Dunoon, Innellan, Rothesay, and Kilchattan Bay. Returning from Lamlash at 2.15. Return fares to Arran: Cabin 3s; Steerage 2s.

“Passengers can book direct for Arran by Caledonian Railway via Wemyss Bay from Bridge Street 9:15, and join Glen Rosa at Rothesay about 11; returning for Wemyss Bay steamer from Rothesay at 4.40, train Wemyss Bay, 5.30. Excursion parties arranged with apply to Mr. Shearer on board or at Shipping Box, Bridge Wharf, Broomielaw.”— North British Daily Mail, August 18, 1877

On July 21st, the two steamers were involved in a collision as they raced to be first at Kilchattan Bat pier on their homeword journey.

“The rival Arran steamers.—Prosecution of the masters.—Yesterday, at the River Bailie Police Court—Bailie Laing presiding—Peter M‘Dermid, master of the river steamer Glen Rosa, and John Reid, master of the river steamer Guinevere, were charged with having, at or near Glen Callum in the island of Bute, on Saturday, 21st curt., culpably and recklessly managed their respective vessels, in consequence of which they came into violent collision; and further, with striving and racing with each other, in contravention, of the 13th section of the Pilot By-Laws. The master of the Glen Rosa was further charged with attempting to pass the Guinevere within a less distance than 50 yards, and the master of the Guinevere with having failed to allow the Glen Rosa, which was the faster sailing vessel, freely to pass, in consequence of which the vessels came into.colision, whereby the port bulwark of the Guinevere was damaged, and the lives of the passengers endangered.

“Both the accused pleaded not guilty. Mr John Lang, the Procurator-Fiscal, prosecuted. Mr Wm Borland, writer, defended the master of the Guinevere, and Mr T. S. Bell, writer, the master of the Glen Rosa.

“William Connell, master mariner, was the first witness called. He deponed that on the day mentioned he was a passenger on board the Guinevere from Larmlash to Greenock. There were about 250 passengers on board. Inside of the Garrochhead the Glen Rosa came up on the port quarter of the Guinevere. As the Glen Rosa was gradually coming up the two vessels were closing together. For about four minutes they ran close together, neck and neck, at full racing speed. Then the Glen Rosa’s starboard paddle-box struck the Guinevere before the port paddle box, and the vessels kept crashing together for a minute or two. Great alarm was occasioned amongst the passengers.

“In cross-examination, witness said that when first he saw the Glen Rosa she was a considerable distance behind on the Guinevere’s port quarter. He saw no obstacle at the time that was calculated to prevent the Guinevere porting so as to keep out of the way. The Glen Rosa might have gone a little further towards the shore, but not much.

“John M‘Derrnid, mate of the Guinevere, corroborated this evidence. The Glen Rosa came up very rapidly after getting into the Guinevere’s water. On seeing that the Glen Rosa was going to pass on their wrong side they ported the Guinvere’s helm, and then the Glen Rosa came on the top of them. The Glen Rosa should have passed on the starboard side. Seemingly her object in not doing this was to get the sooner into Kilchattan Bay. Before the Guinevere’s helm was ported the Glen Rosa was on the Guinevere’s port quarter. Just before the vessels came into collision the Guinevere was slowed.

“Interrogated by Mr Bell, witness denied that they were heading a good deal to the eastward of their course so as to catch the wind. The wind was blowing from the south-west, and he was steering the Guinevere north-east by east, half east. He did not think that course would take them to the Cunbrae lighthouse instead of to the Garrochhead. The Glen Rosa, which was bound to give way to the Guinevere, blew her whistle before coming up, for what purpose he did not know.

“In answer to Mr Borland, he said that Captain Reid, who was standing on the port paddle-box, jumped down when he saw the position of matters, and assisted him to port the helm. Before coming down from the paddle-box he gave a signal to slow.

“James M‘Call, merchant, Glasgow, a passenger on board the Guinevere, said that when the Glen Rosa was about a mile or a mile and a half behind, the Guinevere’s head was pointing towards the Cumbrae lighthouse. The Rev. Robert Thomson, of Ladywell, had a horse and carriage on board. The carriage was not properly secured, and was s rolling about the deck. The man who was attempting to secure it could not do so, and the man at the wheel went to try if he could secure it. While he did so the man who was previously trying to make fast the machine went to the wheel, and before the man who should have been at the wheel had returned the vessel was pointing to the Cumbrae light.

“By Mr Lang—The Glen Rosa would be more than a mile behind us when we got back into our proper course. A number of the Guinevere’s passengers testified to the great alarm which prevailed on board just before the collision, one man stating that while the boats were being lowered he took off his over-coat excpecting to have to swim to shore.

“Rev. Robert Thomson, who was the last witness called for the prosecution, failed to appear.

“For the defence of the master of the Glen Rosa, James Ritchie, steward on board the Glen Rosa, deponed that on the day the collision took place the Glen Rosa was late in starting, and she went at full speed. When the Guinevere was a mile ahead of them she diverged from her course so much that witness was enabled to read the name Guinevere on her starboard paddle-box. He called the captain’s attention to the fact, saying “My God, has anyone fallen from the Guinevere?” He replied. “I think they must i have mistaken the Cumbraehead for the Garrochhead.” (Laughter.) On getting near the Guinevere they were getting past her as fast as possible when the Guinevere seemed to starboard her helm.The whistle was blown on board the Glen Rosa, but those on board the Guinevere paid no attention. The Glen Rosa could not give way, as they were quite close on the Garrochhead.

“By Mr Borland—The Guinevere starboarded just as we were coming abreast of her. We were about a length and a half of the Glen Rosa from the shore when the collision occurred.

“Thomas Shearer, clerk on board the Glen Rosa, deponed that when they were a little astern of the Guinevere he blew the steam whistle. No notice was taken on board the other steamer, whose helm was starboarded. The Glen Rosa could not stop when the collision took place, as she was then the leading boat. They had no room to give way, and the apparent effect of the starboarding of the Guinevere’s helm was that either the Glen Rosa must be jammned ashore or there must be a collision.

“Other witnesses gave corroborative evidence.

“For the defence of the master of the Guinevere, John M‘Dermid was recalled. He deponed that when the two vessels came near each other the captain of the Guinevere did not order him to starboard the helm, nor did he (witness) starboard the helm The master ordered him to port the helm, but he had done it before then, and when the master descended from the paddle-box he helped him to put the wheel hard aport.

“Peter Campbell, second engineer, deponed that he was at work in the engine-room on the day of the collision. While there he received from deck, a signal to slow, and he obeyed. He had slowed about a minute before he heard the crash of the collision.

“This concluded the evidence, and Mr Lang having spoken, craving the conviction of both respondents, the Court was addressed by parties’ agents.

“After consultation with the assessor (Mr Muirhead), Baile Lang said he had no difficulty in coming to a decision in the case—at least in relation to the Guinevere. His impression was that the Guinevere was to blame for the collision. The master had plenty of room to seaward, and the Guinevere being the slower vessel ought to have slowed and allowed the other to pass freely. He was not quite so sure about the Glen Rosa. There seemed to have been an amount of obstinacy on the part of the captain there also; but he (the Bailie) was afraid he could not convict him, because he seemed to have been in his proper course. The course of the Guinevere seemed to have been altered slightly by the accident which took place in the fastening of Mr Thonson’s carriage. The vessel at the time had sheered to the southward, and before she had got into her proper course again the master of the Glen Rosa was led astray as to the course which she intended taking. That was the third collision that had been brought before him at that court within the last six weeks, and he thought it had been one of the most reckless and culpable one. There had evidently been great alarm amongst the passengers, and he thought a captain’s primary duty was the protection and safety of his passengers. He was glad to think that the masters of the river steamers generally conducted their vessels with great care and great caution, and he hoped the sentence he was about to impose would act as a warning to the accused and others. He would impose the full penalty of £5, with the alternative of sixty days’ imprisonment. The charge against the master of the Glen Rosa he found not proven. The court then rose.”—Glasgow Herald, July 31, 1877.

Arran became the desired destination du jour of the Clyde excursionists and the competition between the two fast saloon steamers sailing by Rothesay and Kilchattan Bay enhanced the popularity. The competition continued.

In 1878, the Wemyss Bay steamers set their fast new saloon steamer, Sheila, on a daily run direct to Arran, offering a circular tour with the Glen Rosa. Sheila was a near sister ship to the Glen Rosa.

“New route and new hour.—To Arran daily, via Wemyss Bay, leaving Glasgow by train from Bridge Street Station at 10.30 a.m. for Wemyss Bay, thence by swift saloon steamer Sheila to Corrie, Brodick, and Lamlash; returning from Lamlash at 2.45 for 5.30 train from Wemyss Bay, arriving in Glasgow at 6.37.

“Return fares—From Glasgow, 1st Class & Cabin, 5s 3d; 2d Class & Cabin, 3s 9d. From Wemyss Bay, Cabin 2s; Steerage, 1s 6d. Note—Passengers by 8.25 train go via Rothesay and Glen Rosa to Arran, and may either return direct via Wemyss Bay or via Rothesay.”—Glasgow Herald, August 16, 1878

“Glen Rosa proceeds to Whiting Bay every Monday, Wednesday, and Friday, passing round Holy Isle.—New circular tour.—Arran via Rothesay.—The swift new saloon steamer steamer Glen Rosa, sails at a quarter before eight a.m., from Glasgow for Partick, Renfrew, Bowling, Dumbarton, Greenock (both piers), Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash at 2.15, Rothesay, 4.30 p.m. Return fares to Arran: Steerage 2s.; Cabin 3s.

“Note.—Train Bridge Street at 8.25 a.m., via Wemyss Bay. Passengers join Glen Rosa at Rothesay and may either return by Rothesay, or by Sheila from Lamlash at 2.45 p.m., via Largs and Wemyss Bay. Excursion parties arranged with on board.”—Glasgow Herald, August 16, 1878

Guinevere continued in opposition.

Guinevere

“Favourite route.—Arran, via Dunoon, Rothesay, and Kilchattan Bay.—Sails at 8 a.m.—The saloon steamer Guinevere sails daily from Bridge Wharf at 8 a.m.—train, St Enoch, 8.55 a.m., for Partick, Renfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash at 2.30, Rothesay at 4.50 p.m.

“Note.—Every Monday, Wednesday and Friday, the steamer proceeds to Whiting Bay, passing round the Holy Isle, and returning to King’s Cross and Lamlash, thus giving a fine view of Ailsa Craig and the south end of Arran.—Return fares to Arran—steerage, 2s.; cabin, 3s. Excursion parties arranged with.—Hugh Keith, 2 Oswald Street.”—Glasgow Herald, August 16, 1878

Later in the season, the old Hero was also sailing to Arran by Rothesay and Kilchattan Bay, leaving Glasgow at 7.30 a.m.; returning from Lamlash and 5 minutes before 2 p.m. and Rothesay at 4.15 p.m. The fares to Arran were 1s 6d in the cabin and 1s steerage.

The intense competition between Guinevere and Glen Rosa continued for a further year, but the introduction of the Ivanhoe in 1880 forced a change when the two steamers shared the route, alternating with a sailing from Rothesay through the Kyles of Bute to Lochranza and Skipness.

The teetotal steamer, Ivanhoe, was a distinct improvement on the Guinevere and Glen Rosa in passenger comfort as she sported deck saloons. She avoided the stench of the polluted river Clyde, starting from Helensburgh at 9.10 a.m. and visited Kirn, Dunoon, and the railway piers on her way to Rothesay, from whence she sailed to Lamlash by way of the Kyles of Bute, returning by way of Kilchattan Bay. She creamed-off the better-off excursionists, leaving Guinevere and Glen Rosa to compete for the remainder.

“Note.—Whiting Bay Mondays, Wednesdays, and Fridays.—Favourite Route.—Arran, via Rothesay and Kilchattan Bay.—Sails at 8 a.m.; train (StEn.), 8.55 a.m.

“Saloon steamer Guinevere or Glen Rosa sails daily for Partick, Renfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. Returning from Lamlash at 2.30 p.m.; Rothesay at 4.50; Dunoon, 5.30.—Return fares to Arran (available by either steamer)—steerage, 2s.; cabin, 3s. Excursion parties arranged with.—Hugh Keith, 2 Oswald Street.”—Glasgow Herald, July 24, 1880

“Note.—Steamer will not proceed beyond Rothesay to-day (Saturday), 24th inst.; Returning at 4.30 p.m.—Note.—Pirnmill, Wednesdays and Saturdays.

“Skipness and Lochranza, via Rothesay and Kyles of Bute.—Sails at 7.30 a.m.; train (Cen.), 8 a.m. (StEnoch), 8.10 a.m.

“The fine saloon steamer Glen Rosa or Guinevere  sails daily for Partick, Renfrew, Bowling, Dumbarton, Greenock, Kirn, Dunoon, Innellan, Rothesay, Kyles of Bute, Skipness, and Lochranza (Arran); returning from Lochranza at 2.15 p.m.; Rothesay at 4.30; Dunoon, 5.10.—Return fares to Lochranza (available by either steamer)—steerage, 2s.; cabin, 3s. Excursion parties for Glen Rosa arranged with on board.”—Glasgow Herald, July 24, 1880

The arrangement lasted only a year before Glen Rosa was sold off the river, leaving Guinevere and Ivanhoe to compete for the Arran traffic.

In addition to calls by the Arran steamers, in the late 1870s, Kilchattan Bay had summer only connections by Wemyss Bay on Fridays and Saturdays, in connection with the 4.10 p.m. train from Glasgow (Bridge Street) with a return at 7 p.m. to Wemyss Bay to connect with the 9.10 p.m. train to Glasgow (Saturdays only) and another at 6.30 a.m. on Mondays to connect with the 7.10 train at Wemyss Bay. Clearly for the residents, and summer visitors, this was not a satisfactory service.

The mention of efforts to approach the Marquis of Bute with a proposal to build a pier at Kilchattan Bay in March 1875, excited some local enthusiasm for the project. According to the Rothesay Chronicle of April 24, 1875, soundings were made near Black Point and a depth of 10 feet at low water was available. The projected pier was estimated to cost £3,000 on which the company would guarantee interest of 10 per cent. This seems unrealistic considering that the Craigmore pier, borrowing half that amount at 5 per cent., could not remain solvent. The interest alone, £300, represents 72,000 pennies, and even if the toll were 2d, 36,000 patrons in a single season seems optimistic, requiring 200-300 every day. And this does not take into consideration wages and the upkeep and repair of the structure. It is reported that the Marquis showed little interest in the project, perhaps desirous of discouraging tourists around Mount Stuart, his seat.

Public opinion made its views clear in the newspapers.

“Kilchattan Bay Ferry.— Sir,—The landing place for passengers at Kilchattan Bay is a disgrace to the Clyde. It is really too bad that people, after enjoying the splendid sail in the Guinevere, should have all thoughts of pleasure banished by the uncertainty of getting on shore safely. You can easily imagine a lady scrambling over weeds of the most slippery nature on all fours, too intent on getting to land in safety to be able to look after the proper arrangement of her dress. This is but one of the many phases of incidents which usually happen at the place where the passengers are expected to land. I do not think that a gentleman like Captain Reid of the Guinevere (who, by the way, is always civil, obliging, and ever anxious to make his passengers comfortable) knows the full extent of the disagreeables one has to face before landing, or I am certain he would make some stipulation for the proper keeping of a landing place of some sort for the people who travel with him. Why should a small pier not be run out into the bay, far enough to allow the steamer to reach it at all states of the tide? If the feuars at Kilchattan have not the means to carry out such a work, why should they not ask Lord Bute, their landlord, to do it!—I am, &c., J. T.”—North British Daily Mail, July 14, 1875

The focus turned to the poor service provided by the ferryman.

“Sir,—I am pleased to hear that some excitement prevails at this watering place, and understand arrangements are being made for a pier, which is a decided desideratum. Will you, sir, believe, that at present passengers are compelled to walk over the rocks, which are covered with sea-weed, and daily ladies and children fall and run the risk of being severely injured. As examples, a lady fell into the sea recently, and only a few days ago a girl got one of her fingers broken. Now, Mr Editor, the boatmen there get up about six o’clock and lounge on the shore till the steamer Guinevere appears, when they pull out a very short distance for their passengers (often three boat loads). After the steamer disappears, they loaf about till she returns, and during the time they waste, with very little exertion, they might have a good landing place, as there are lots of stones quite at hand. What I want to know is—Are ferrymen responsible for injuries anyone may receive? In conclusion, I am sure other ferrymen would willingly jump at the job, and even pay a premium, and make a respectable landing-place, besides charging one-half the price. Captain Reid, of the Guinevere, shows every attention, and it is a pity the pleasant sail should be spoiled by the ferrymen’s laziness. I should prefer walking from Rothesay rather than have my legs broken, but on account of my family and luggage I am reluctantly compelled to put up with this inconvenience. Trusting your insertion of this will lead them to spur up and arrange for the better landing of their passengers, I am &c., A Ten Years’ visitor.”—North British Daily Mail, July 14, 1875

“Sir,—I read letters signed by “J. T.” and “A Ten Year’s Visitor,” and can corroborate same. They are true to the letter, and I only wonder the matter was not sooner taken up. Positively the thought of landing there is enough to put any one into hysterics; and had the ferrymen not been so indolent the thing might have been remedied long ago. I would undertake, with the assistance of two men, to make a small quay and a decent road in six hours, but the exorbitant charge they make for passengers and luggage should waken up their consciences, and I doubt not your letters will have the desired effect. If not, late in the season as it is, I would recommend Captain Reid, of Guinevere, to combine pleasure with business and visit St Blane’s old chapel, and see how many would pay a premium for being allowed to act as ferrymen. I have no doubt he could get £20 at the least, and there are lots of charities he could divide it with if he felt so disposed. I sincerely trust no accidents will happen on Saturday, which is, I understand, the day of the annual regatta, and it is not unlikely there will be six or eight boat loads.—I am, &c., A Regular Visitor.”—North British Daliy Mail, July 16, 1875.

“Sir,—I fully endorse the statements in to-day’s Mail about Kilchattan Bay ferry, and the desirability of a pier. But, the facts are these, the feuars made application to Lord Bute for a pier some time ago. He virtually refused by asking a too high rate of interest for the money invested. It is understood that he does not wish to open up Kilchattan, as it might disturb the privacy of Mountstuart; but if some influential parties were taking up the matter, he might be induced to at least make the landing respectable. It must be done in a substantial way, or the heavy sea washing in in winter would speedily demolish it. The men are anything but industrious, and the movement must come from the outside, as they have not energy enough to begin an undertaking of a kind entailing heavy work.—I am, &c.,Pro Bono Publico, Kilchattan, July 14.”—North British Daliy Mail, July 16, 1875.

The following day, the Mail provided a leader on the subject.

“Clyde Watering Places.—The stir recently made in our columns about the want of a propér landing place at Kilchattan Bay is likely to receive further illustration during the present Fair Holidays when the throng of excursionists, eager to avail themselves of every pleasant nook along the coast, will be largely increased. Happily the weather to be gracious to all the holiday-seekers, most of whom will be ready to make the best of everything; but we hope that the very temperate complaints which have been made by coast residents on the subject will bear fruit for next seaso. The present landing place in the bay has been justly described as a disgrace to the Clyde, or, rather, to those who are responsible for allowing: matters to remain in their present unsatisfactory state. At one of the prettiest of the Coast retreats in Bute, passengers are still forced to make shift for their landing as if the island was one of the remoter Hebrides, where adventurous explorers scramble ashore on the rocks like shipwrecked mariners, besides being exposed to fancy charges at the hands of the boatmen who convey them to and from the steamers. Why a pier has not been built is a question easier asked than answered. The feuars hesitate to undertake the risk, and it is rumoured that Lord Bute, who, as owner of the property, might be expected to forward the improvement, is not very ready to meet them half- way. Much the same state of affairs obtains at Lamlash and Fairlie, where the “small boat” is the miserable and dangerous substitute for a pier. Unless a proprietor wishes to discourage visitors, it is difficult to, explain why he should be lukewarm in promoting an improvement which must greatly add to the value of his feuing ground. The mere existence of a safe landing place at all states of the tide is enough to attract visitors, and to create increased demand for feuing stances; and on the other hand feuars already in the locality are entitled to have reasonably safe access to their holdings from the shore If a pier be for the present unattainable, something at least might be done as a correspondent points out; to make the landing respectable; and a little energy on the part of the residents and might easily put this work in train. It can hardly be said that free access is given to most of the Clyde watering places. Either they are obstructed by a toll on the part of the proprietors who very soon make a good thing out of money expended on the pier, or else for want of such a convenience the place is practically closed to the general throng of summer excursionists. The right of landing at Clyde watering places is at present somewhat heavily taxed for the benefit of the owner of the ground who virtually makes the public pay for an undertaking which invariably raises the value of his property, and puts plenty of money into his pockets. But toll peers are better than none, and unless the owner of Kilchattan really desires to keep the bay select and undisturbed, he would be amply repaid for the expenditure which is now required to provide a decent landing place at this corner of his estate.”—North British Daily Mail, July 17, 1875

Despite this flurry, no action appears to have been taken. In 1877, a hint was made that a landing slip for the ferry might be forthcoming.

A description of Kilchattan Bay the following year noted the provision of new housing for summer residents but noted the absence of a pier and a hotel for the casual visitor.

“Kilchattan—Local notes.— This picturesque little watering place has been exceedingly lively with visitors daring the summer season, the number having exceeded that of any previous year. The enjoyment of the place consists chiefly in rambling over the beautiful hills which surround the bay viewing the romantic, and fishing within the bay and along the shore reaching to the Garroch Head. Recently there has been erected on the sites some of the old cottages by the Messrs J.  &, J. M‘Intosh, residing at Kilchattan, several handsome new tenements of shops and dwelling-houses, which are well fitted interiorly, and afford admirable accommodation for visitors. These have all been occupied during the season. A step, in the right direction too, which is being taken by these gentlemen, is the introduction to these houses by gravitation, of the water from the principal spring on the hills Plan and Sowie, immediately to the rear of the tenements, and this, after the experiences at numerous places on the Clyde during the past summer, will no doubt be hailed with considerable satisfaction, the water is of excellent quality. Kilchattan has, with all its serenity and quietness, its drawbacks, however, as a place of residence in the coasting season. There is no pier, and this of itself is a much-felt want, and deters many people from taking advantage of a visit to the bay. Then, again, there is no hotel accommodation in which a casual visitor might remain for a day or two. Were these two wants supplied Kilchattan Bay would undoubtedly become a favourite resort, and an inducement would be offered to the various steamboat proprietors to study a little more the convenience of travellers to and from the place. The weather on the whole during the season has been good, but on Thursday night last a severe storm from the east prevailed for several hours, and many of the pleasure boats moored in the bay were cast ashore and more or less damaged. Mackerel have been largely caught in the bay, and not few remarkably fine lobsters have been secured in the creels.”—Greenock Advertiser, September 2, 1878

Some of the housing built at Kilchattan Bay in the late 1870s (Valentine)

“Kilchattan Bay.—Local notes.—The welcome change in the weather of the past week has set a number of those possessing residences at Kilchattan Bay on the move in the way of preparing for a summer sojourn there, and there are already a few who have ventured to take up residence. Since last season, considerable building operations have been going on, and several new tenements of shops and dwelling-houses will be ready for occupation in the May term. There has been nothing further done towards erecting a pier at the Bay, which would undoubtedly be of immense advantage, and the inhabitants, looking to this fact, are somewhat annoyed that an effort is being made at present to introduce new hands to work the ferry boat, and thereby deprive the old and esteemed ferryman, James Jamieson, of his occupation, which he has so faithfully fulfilled for about 14 years. It is stated that the Steamboat proprietors are to be memorialised to continue to entrust the safety of passengers landing at the bay to the old and tried ferryman.”—Scottish Daily Mail, April 7, 1879

“Kilchattan Bay.—the village is increasing in size and importance, and already has a fair quota of visitors. The hotel at the ferry (Reid’s) is now a real hospice to those who visit this beautiful spot. The excellent dinners and luncheons, provided at reasonable figures, must be a great boon to visitors. The want of a pier is very much felt but with the increased popularity of “the Bay” we have no doubt that ere long this this desiteratum will be provided.”—Rothesay Chronicle, May 29, 1879

Positive news on the pier came at the beginning of 1880.

“A Pier at Kilchattan Bay.—The Marquis of Bute, through his commissioner, has sanctioned the proposal for erecting a pier at this popular place of summer resort. All that is now required in order to the work being proceeded with is the approval of the Board of Trade, and this, as being a matter of form, will be given without delay. It is expected, in the event of there being no unforeseen obstacle, that the pier will be open for traffic by the summer of next year.”—Greenock Telegraph, January 19, 1880

“Steamboat Pier for Kilchattan Bay.—An influential public meeting was held this week at this rising Bute watering-place, at which a committee appointed to take steps towards the erection of a steamboat pier.”—Glasgow Evening Poet, March 4, 1880

Within a few weeks of the announcement, there was a rush on feuing and other developments; a new water supply and a new hotel.

“New pier on the Clyde.—A new pier is at present in course of construction at Kilchattan Bay, Island of Bute, the cost of which will be £2,000. A large hotel is to be built near the pier head, and several feus have been marked off for villas. The pier will be opened to the public about the middle of July. The district has been surveyed for a water supply, and a specimen of the water has been forwarded to Dr Penny for analysis.”—Greenock Telegraph, June 18, 1880

Housing built in the late 1870s and 1880s at Kilchattan Bay

Housing built in the late 1870s and 1880s at Kilchattan Bay

Housing built in the late 1870s and 1880s at Kilchattan Bay

Housing built in the late 1870s and 1880s at Kilchattan Bay

The pier was opened within a few months of the start of construction.

“New pier at Kilchattan Bay.—This pier, which has been in process of erection for a few months, was formally opened for the public service Wednesday. On the invitation of the directors the company, a large party of gentlemen connected with Bute and Cumbrae were present. The steamer Lancelot, with a numerous party from Rothesay, ran alongside the pier about 1 p.m. The chairman of the company and a contingent of the directors and others stepped board the steamer, which then took a short sail round Kilchattan Bay, and afterwards returned to the pier, when the whole party landed, and the pier was declared open by James Duncan, Esq., Meikle Kilchattan, chairman of the company, amidst great cheering from those present, who would number upwards of a thousand. A photograph of the company was then taken by Mr Adamson, Rothesay.

“The pier, which is formed of strong masonry to high-water mark, and substantial greenheart piling with pitch pine flooring beyond, is an elegant and commodious erection, with a depth of 8 feet of water at low tide. A set of handsome waiting-rooms and offices are placed at the shore end. The total cost ii about £2000, and the work is about finished.

“After a short examination the pier, an adjournment took place to the waiting-room, where cake and wine were served to about 200 ladies and gentlemen. The chair was occupied by Mr Duncan, and Mr John Cumming acted as croupier. Amongst those present were— Provost Mackechnie, Bailie M‘Millan, ex-Provosts Mackirdy, Charles Duncan, John Duncan, Macbeth, and Orkney of Rothesay, Bailie Robertson of Millport, J. Windsor Stuart, Esq., Sheriff Orr, Rev. Mr Meiklejohn, &c.

“The Chairman, after giving the usual loyal toasts, referred to the liberality the Marquess of Bute in gifting the site for the pier at a nominal charge, and to the benefit the pier would be to the locality.

“Mr Wm. Barr, Kerrylamont, proposed “The Marquess and Marchioness Bute, and Lady Margaret Stuart,” and referred to the great interest the noble Marquess takes in all matters connected with the prosperity of Bute. Mr J. Windsor Stuart replied, and stated that Lord Bute takes the greatest pleasure furthering the welfare of his native island. Mr Stuart afterwards proposed “Success to the Kilchattan Bay Pier Company.” He hoped it would have a very successful career. New roads were being formed, and he had no doubt new feus and new houses would gone on with, and the Bay, altogether, become greatly prosperous place in a few years. Mr Hugh Duncan proposed “The Lord-Lieutenant and County Magistrates of Bute.” The Baron-Bailie of Mount Stuart (Charles Duncan, Esq.) replied. He said the Kingarth people gave little trouble to the Magistrates, from the almost total absence of crime. Mr Hendry, in proposing “Both Houses of Parliament,” remarked that the new Parliament is going increase taxation if they continue to act as they have begun. W. L. Thomson proposed “The Provost, Magistrates, and Town Council Rothesay.” Provost MacKenzie replied, and complimented the Bay on the enterprising spirit shown in the erection the pier. Mr Thos. Gilmour proposed “The Clergy.” The Rev. Mr Meikejohn replied, and after a few appropriate remarks, proposed “Charles Dalrymple, Esq., M.P. for Buteshire,” which was received with great applause. Mr Wm. Herbert, the secretary the company, proposed “The Agricultural Interests.” Mr John Simpson, St Colmac, President of the Bute Farmers’ Society, replied. J. M‘Fie, Lubas, proposed “The Steamboat and Shipping Interests.” Captain Alex. Campbell, of the Wemyss Bay steamers replied. He said the steamers would do all they could to develop the trade of the new pier. Mr J. Martin, Ardnahoe, proposed “The Visitors to the District.” Mr Hendry replied. Ex-Provost Charles Duncan, in proposing “The Architect and Contractors,” referred to the old historical remains abounding in the south of Bute—Dunagoil vitrified fort, the old chapel of St Blane’s, various standing stones, and several prehistoric wonders of an interesting architectural kind. Mr John R. Thomson, the architect the pier, and Mr Kennedy, jun., one the contractors, replied. Mr John M‘Kay proposed “The Ladies.” Mr Angus M‘Lean suitably replied. Ex-Provost Mackirdy proposed “The Chairman.” Ex-Provost Macbeth proposed “The Croupier.” Mr Cumming replied. The company then broke up.

“A new road is at present being formed along the east side of the Bay, at a cost of £1200. A new hotel is also spoken of. For the erection of the pier the public are greatly indebted to the spirited efforts of Mr John Cumming, builder, and Mr James Duncan, the chairman of the company.”—Rothesay Chronicle, July 17, 1880

Lancelot

With the new pier in place, the Wemyss Bay steamers provided a daily service in the summer by extending the Largs and Millport sailing in connection with the 10.30 a.m. train from Glasgow (Bridge Street), arriving at 1.15 p.m., and returning at 2.20 p.m. to connect with the 3.45 p.m. train at Wemyss Bay. On Fridays and Saturdays, the sailing in connection with the 4.05 p.m. and 4.35 p.m. (Saturdays only) trains from Bridge Street, arrived at Kilchattan Bay at 6.45 p.m., returning at 7.30 p.m. (Saturdays only) for the 9.10 train to Glasgow. There was also a Mondays only sailing at 6.40 a.m. connecting with the 8.15 a.m. train at Wemyss Bay.

At the end of 1880, a dispute over the sharing of tariffs between the Caledonian Railway who ran the trains to Wemyss Bay and Messrs Gillies and Campbell, who provided the steamer services. The Caledonian Company stopped through booking to the steamer destinations, and this led to the withdrawal of steamer services. The situation was, fortunately, resolved prior to the summer season when service to Kilchattan Bay resumed.

In 1881, the Arran connections of Guinevere and Ivanhoe continued, and the Sunday Steamer, Dunoon Castle, found new employment during the remainder of the week sailing daily to Largs, Millport and Kilchattan Bay leaving Bridge Wharf at 8.45 a.m. and arriving around 1.30 p.m. with an hour ashore before the return. Captain M‘Lean from Rothesay also offered Saturday evening pleasure cruises in his steamer Marquis of Bute, to Kilchattan Bay and Millport or Largs for 9d, cabin and 6d steerage with 2 hours on shore at Kilchattan Bay and one hour at Millport or Largs. The Wemyss Bay connection was also continued.

Out of the summer season and Kilchattan Bay, omnibus service from Rothesay at 10.30 a.m. to Kilchattan Bay, returning at 1.30 p.m., was offered on Tuesdays and Saturdays by John M‘Millan; and by Morrison & Moodie daily from Kilchattan Bay at 9.30 a.m. to catch the 11.00 a.m. sailing to Wemyss Bay, returning at 6.30 p.m. on arrival of the Wemyss Bay steamer, with an additional run on Saturdays.

In addition to Dunoon Castle, the following year another Sunday Steamer, Marquis of Lorne, sailed from Glasgow at 8.50 a.m. for Dunoon, Largs, Millport and Kilchattan Bay, retracing her steps from the Bay at 2.45 p.m. By June she had been purchased by Messrs Hill & Co., and renamed Cumbrae, sailing at 8.45 a.m. (train from St Enoch at 10.05 a.m.), and returning from Kilchattan Bay at 3.30 p.m. to catch the 6.15 p.m. train at Prince’s Pier. After the opening of Fairlie Pier at the beginning of July, Cumbrae offered service from the new railhead to Millport at 10.00 a.m., returning at 10.25 a.m.; to Millport, Kilchattan Bay, and Rothesay at 12.00 noon, returning from Rothesay at 3.00 p.m. and Kilchattan Bay at 3.35 p.m.; to Millport and Kilchattan Bay at 5.40 p.m., returning at 6.20 p.m. There was an additional sailing to Millport and Kilchattan Bay at 2.30 p.m. on Saturdays when the Rothesay connection was substituted by a Round Cumbrae Cruise. The return fare to Kilchattan Bay by the steamer was 1s.

Cumbrae off Largs

At the end of July, it was reported that 144 passengers left the pier by the early Monday Morning Wemyss Bay and Fairlie boats, testifying to the popularity of Kilchattan Bay, and as many as 800 barrels of potatoes had been shipped, mostlly by Messrs Hill’s cargo steamers Bute or Success. The new hotel, St Blane’s was opened with a handsome clock tower, useful for the travellers at the pier. In addition to the Guinevere, and the return visit of Ivanhoe, there were numerous arrivals by steam launch from Millport.

St Blane’s Hotel (Valentine)

St Blane’s Hotel with the view across the Bay (Valentine)

In 1883, the Dunoon Castle was purchased by Messrs Hill & Co. and renamed Arran. The Arran and Cumbrae now offered service to the new pier from Glasgow direct and by railway through Fairlie. These services were all in summer only. The Messrs Hill’s cargo steamer Bute also called year-round.

“Glasgow, Dunoon, Largs, and Millport.—Steamer Cumbrae or Arran, from Glasgow at 8.30 a.m., calling at Parick, Renfrew, Bowling, Dumbarton, Greenock (both piers), and Gourock. Returning from Kilchattan Bay at 3.10; Millport, 3.40; Largs, 4.10; Dunoon, 5. Return fares—Steerage, 1s 6d; Cabin, 2s.”—North British Daily Mail, August 1883

By the following year, the sailings from Glasgow ceased and both steamers were involved in the Fairlie connection that offered three sailings daily to Kilchattan Bay in connection with the 10.45 a.m., 4.20 p.m., and 6.10 p.m. trains form St Enoch, arriving at Kilchattan Bay at 1.00 p.m., 6.10 p.m., and 8.05 p.m. when the steamer berthed at the pier overnight. The sailings from Kilchattan Bay were at 7.15 a.m., 3.00 p.m., and 6.10 p.m. with connections to Glasgow at Fairlie. There was an addition connection with the 1.00 p.m. train from St Enoch on Saturdays.”—Glasgow Herald, July 31, 1884.

The Wemyss Bay steamer sailings were in connection with the 2.15 p.m. (2.35 p.m. Saturdays only) and 6.00 p.m. trains from Bridge Street, arriving at 5.00 p.m. and 8.25 p.m. respectively. Again the steamer berthed overnight, returning at 7.50 a.m. (6.40 a.m., Mondays only), with a second sailing at 5.30 p.m. with train connections at Wemyss Bay for Glasgow.

The pier was let from March, 1881, starting at £100 per annum. A table of rates had been published the previous summer, the cost per passenger being 2d., exclusive of luggage. The following year, the Kilchattan Bay Pier Company declared a dividend of 6 per cent., and the pier was let for £160. In 1883 and 1844, the dividend was 5 per cent with the lease at £150, £156 respectively. A reserve fund was set up to cover unforeseen contingencies. In 1885, the lease was for £130. The pier was well run and profitable. Indeed, this good management continued right up until the end of service in the 1950s.

The Parish of Kingarth surrounding the Bay was a rich agricultural area (Valentine)

A puffer loading barrels of potatoes at the old quay

The sailings by Guinevere from Glasgow and the visit by Ivanhoe on her return from Arran continued in the early 1880s. However, at the end of 1884, Messrs Keith and Campbell got into financial difficulties and their steamers were purchased by Captain Buchanan who ran the Brodick Castle on the Ardrossan and Arran service. For the 1885 season, Messrs Buchanan placed their saloon steamer Scotia on the Arran by way of Rothesay and Kilchattan Bay station. The Guinevere was relegated to Rothesay sailings.

Scotia seen here off Erskine in 1884

“Arran via Rothesay and Kilchattan Bay.—From Glasgow at 8 a.m.; train, St En., 9.05 a.m.—Saloon steamer Scotia, daily, for Partick, Govan, Renfrew, Bowling, Greenock (both piers), Gourock, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Corrie, Brodick, Lamlash, and Whiting Bay. From Whiting Bay, 2.00; Lamlash, 2.30; Brodick, 2.50; Corrie, 3.10; Rothesay, 4.45; and Dunoon, 5.25 p.m. Return fares to Arran, Steerage 2s 0d; Cabin 3s. Return fares to Rothesay, Steerage 1s 6d; Cabin, 2s.”—North British Daily Mail, August 18, 1886

This situation lasted until 1887 when Brodick Castle was sold to the south of England and replaced by Scotia on the Ardrossan to Arran Run. Buchanan’s Eagle replaced her on the Arran by way of Rothesay route.

“Observe.—Steamer now leaves all ports 30 minutes earlier on up run.—Favourite route to Arran via Dunoon, Rothesay, and Kilchattan Bay.—Double saloon steamer Eagle, from Glasgow daily, at 8 a.m.; train, St Enoch, 9.05 a.m calling at intermediate ports for Rothesay, Kilchattan Bay, Corrie, Brodick, and Lamlash. From Lamlash, 2; Brodick, 2.20; Corrie, 2.40; Rothesay, 4; Dunoon, 4.40 p.m.”—North British Daily Mail, September 13, 1887

Double saloon steamer Eagle

The Eagle was a raised quarterdeck vessel but for her new duties, she had a deck saloon built on top of her existing saloon, giving her an ungainly, top-heavy appearance. However, Eagle was successful in her endeavours. In 1892, she was replaced by the new Isle of Arran, with fore- and aft-saloon accommodation. Her tenure, however lasted just a year or two when the Messrs Buchanan gave up the route in the light of competition from the Railways.

With these changes, the situation of regular calls at Kilchattan Bay remained little changed throughout the late 1880s until 1890, when it became apparent to Captain Campbell that the Caledonian Steam Packet Co. would take over the running of the steamers from Wemyss Bay.

“Wemyss Bay steamboat traffic.—We are informed that Captain Campbell, who has conducted this service with general satisfaction to the travelling public for the last 20 years, has given notice to the Caledonian Railway Co. that his steamers will be withdrawn from the route at the end of this month. Since the opening of the Gourock railway a considerable portion of the traffic has been diverted that direction, and what is now left is insufficient to maintain the service with efficiency and keep boats running throughout the winter both on the Millport and Rothsay section. We understand some of the steamers have already been fixed for other trades. In connection with the above we understand that after the 1st of May the Caledonian Railway will run the Wemyss Bay trains to and from the Central Station, but a stoppage will still be made at Bridge Street Station.”—North British Daily Mail, April 23, 1890

Captain Campbell had already begun to sell off his best steamers and ran the service with older craft he brought in. One of these was the Arran, purchased in 1890 from Messrs Hill for the Millport and Kilchattan Bay service.

Arran sailing for Messrs Gillies & Campbell

“The only great change from previous years will be in the Wemyss Bay route where Captain Campbell, who has been so long identified with that service, has withdrawn his steamers. The Caledonian Steam Packet Company who have now an excellent and well equipped fleet of seven fast steamers, have taken up the ground and will run an ample service to and from Rothsay and Millport. Of captain Campbell’s steamers, the Victoria is now sailing in English waters, and the Argyle, which has been sold to a Dundee firm, is now catering to the pleasure seekers of the Tay….With reference to the Wemyss Bay service, the Galatea (Capt. M‘Pherson) will keep up the principal connection between Rothesay and Wemyss Bay, and will also make daily excursions. During the winter, a good deal of work has been done internally in this steamer which for want of time could not be accomplished last season, and she is now complete in all respects. She sits 4 inches higher in the water than last year and goes much speedier. The Meg Merrilies will start from Millport in the morning, and after filling up certain connections between Wemyss Bay and Rothesay, will make the daily trip round Bute which was made by the Galatea last year. The Meg will be under the command of Captain M‘Naughton, late of the Lancelot. The Marchioness of Breadalbane will keep up the regular connection between Wemyss Bay and Millport in addition to what Meg Merrilies performs. Captain Gordon, late mate of the Ivanhoe, has been promoted to the position of captain, and will take charge of Marchioness of Breadalbane.”—North British Daily Mail, May 26, 1890

The connections to Kilchattan Bay were restricted to a single sailing until well into the season, but by August the normal service was available. A “Kilchattan Bay Tour” was organized whereby excursionists could sail from Wemyss Bay to Kilchattan Bay where they joined coaches for Rothesay from where they returned to Wemyss Bay. The Glasgow and South-Western services were unchanged, and the Eagle continued her trips from Glasgow.

Caledonian steamer Marchioness of Bute at Kilchattan Bay. Passengers for the coach to Rothesay are loading (Stengel)

Marchioness of Bute heads off from Kilchattan Bay (Stengel)

The Rothesay brake

Towards the end of the 1891 season, the Glasgow and South-Western Railway obtained powers to run steamboats, and immediately set about countering the advances made by the Caledonian Steam Packet Co. The Turkish Fleet of Alexander Williamson was purchased:—Sultan, Sultana, and Viceroy; Captain M‘Lean’s Marquis of Bute; the Arrochar steamer, Chancellor; Messrs Buchanan’s Arran steamer, Scotia. They also had three new steamer built:—Mercury, Neptune, and the redoubtable Glen Sannox.

“It is said that Captain Alexander Williamson, the superintendent of the Glasgow and South-Western Company’s steamers, has appointed Captain Hugh M‘Callum to the command of one of that company’s boats on the Fairlie, Millport, and Kilchattan Bay route. Captain M‘Callum has been long and favourably known on that route, and his appointment will give satisfaction to the old frequenters of it.”—Glasgow Evening Post, February 22, 1892

G&S-W Ry steamer Sultana (Adamson)

“The Sultana has received her usual overhaul, and is looking as smart as in former years. She is running between Fairlie, Millport, and Kilchattan Bay. The Sultana is commanded by Captain M‘Callum, who was for many years on the Fairlie route when in charge of the steamer Cumbrae. On his entering the marine service of the Glasgow and South-Western Railway Company, the inhabitants of Millport petitioned the directors to keep him on the old route—a request which they very cordially acceded to. Mr Hay is chief engineer, and Mr David Gilchrist is purser of the steamer.”—Greenock Telegraph, May 20, 1892

Cumbrae was sold by Messrs Hill, and was reportedly sailing from Paisley.

“The spring holiday.—In Paisley, yesterday, labour was generally suspended, the day having been set apart by the Magistrates as a holiday under the Factories and Workshops Act. The railway stations were very busy on Saturday afternoon with holiday-makers, and the traffic would have been greater but for the wintry weather which set in. Yesterday morning the air was sharp, and throughout the day a cold wind prevailed. The early steamers—the Cumbrae, which sailed to Largs and Millport, and the Vivid which had Rothesay as its destination—were well patronized and returned early in the evening without mishap. At the stations, the traffic to Glasgow, the coast, and other places was unusually heavy; but was overtaken with promptitude by the officials. In town there was little stir on the streets. There was an absence of serious crime, and no accidents were reported.—Paisley Daily Express, April 19, 1892

In 1892 also, Messrs Buchanan replaced Eagle on the Arran by Rothesay and Kilchattan Bay by the new Isle of Arran. She did not remain on the station long, and was sailing to Rothesay in 1894 when the Eagle was sold to sail on the Manchester Ship Canal.

Isle of Arran at Rothesay with her life-preserving awning

“Trial trip of the Isle of Arran.—In fine weather the latest addition to Messrs Buchanan & Co.’s fleet of passenger steamers, the Isle of Arran, built by Messrs T. B. Seath & Co., Rutherglen, went on her trial trip on Friday down the Clyde. The steamer is intended to sail between Glasgow and Arran. The Isle of Arran measures 210 feet in length by 24 feet, and I7 feet 6 inches in depth, and has been engined by William King & Co., Limited, Kinning Place, Glasgow. The steamer has been splendidly finished, and will provide comfortable accommodation for nearly 1400 passengers. The aft saloon has been upholstered by Arch. Stewart & Co., Union Street in old gold, and here, as well as in the fore quarters, passengers will find every comfort and convenience. A feature distinguishing the Isle of Arran from our other river steamers is the introduction of an effective and expeditious means of saving life in the event of accident, Messrs Reid & Co., the patentees, have had their life-saving deck constructed on this steamboat for the first time. This deck is certified by the Board of Trade to float 1120 persons in perfect safety. The dock is in 40 sections, and all over measures 47ft by 24ft, and each section floats 28 persons. Separate sections only weigh about 156lbs, and may be transferred to the water by two men. They have also short ropes floated by wooden handles for passengers to grasp. When in their place the whole of the sections form a complete deck, the seems being made perfectly watertight by means of four powerful square threaded screw. The entire construction becomes ready for service in the brief space of ten seconds. When not in specific use, the saving deck is utilized as an awning to shelter the passengers from rain or strong sunshine. Needless to add, life-belts and floating seats are completely superseded, and passengers will derive a measure of comfort from the presence on board of such a friend in need should any casualty occur. The engines are of the single cylinder surface condensing type, supplied with steam from a large “hay stack” boiler. On the measured mile the guaranteed speed was easily obtained, and it is expected that after a few runs the steamer will average from 17 to 17½ knots. Dinner was served on the passage, purveyed by J. M. Picken Paisley Road. Mr W. C. Bergius presided, and Mr. Seath was croupier. The latter gentleman, in his customary happy manner, proposed the loyal toasts. The chairman in proposing “Success to the Isle of Arran,” said he believed if any gentleman having shares in the Glasgow and South-Western or Caledonian were at the Broomielaw someday soon they would be wishing that some of Buchanan’s shares were in the market. (Applause.) He proceeded to speak of the splendid saloon accommodation provided and the latest idea introduced, which combined an awning and lifesaving apparatus. The Isle of Arran, he said, had not cost half the money of the other fast steamers, but her running service would cost about 20 per cent less. (Applause.) Mr. W Buchanan replied. No other toasts were proposed. The trip was very agreeable and was much enjoyed by the select company on board. The Isle of Arran commences her regular runs today.”—North British Daily Mail, June 27, 1892

Ivanhoe also made a sojourn to the Manchester Ship Canal early in 1894, but returned in May to continue to sail from Craigendoran Pier to Arran, closely associated with the Caledonian Steamers. This ended with the advent of competition on the route in 1896 from the new Glasgow and South-Western steamer, Jupiter. Ivanhoe was purchased by the Caledonian Steam Packet Company in 1897 when Duchess of Rothesay became the Arran by way of Rothesay and the Kyles steamer for the Gourock concern.

The Kilchattan Bay summer services by the two railway companies remained fairly standard in all the years leading up to the first world war. Typical time are illustrated for 1908. The Caledonian by way of Wemyss Bay had connections leaving Glasgow Central at 10.30 a.m., arriving at 12.45 p.m.; 6.00 p.m., arriving 8.20 p.m. (Saturdays excepted) and berthing overnight. On Saturdays only, there were additional connections with the 11.30 a.m., arriving 1.30 p.m.; 1.07 p.m., arriving 3.15 p.m.; 2.20 p.m., arriving 4.35 p.m. Steamers returned from Kilchattan Bay at 7.45 a.m., arriving at Glasgow Central at 9.35 a.m.; and at 2.00 p.m. arriving at 4.38 p.m. On Saturdays only, there were additional sailings at 3.45 p.m. and 5.45 p.m., arriving at 6.27 p.m. and 8.36 p.m. respectively. Monday mornings only saw an early departure at 6.30 a.m., arriving at Glasgow Central at 8.42 a.m. By Fairlie, the Glasgow & South-Western offered sailings in connection with the 10.15 a.m. from St Enoch, arriving 12.15 p.m. and carrying on to Rothesay at 1.05 p.m.; 2.00 p.m. arriving 3.55 p.m. (4.30 p.m. Rothesay); 4.55 p.m. arriving 6.50 p.m.; 6.09 p.m., arriving 8.10 p.m. and berthing overnight. On Saturdays only, there was an additional connection at 9.00 p.m. arriving 11.05 p.m., and berthing overnight. Return sailings were at 7.10 a.m., arriving 9.07; 2.25 p.m., arriving 4.54 p.m. (Saturdays excepted); 3.55 p.m., arriving 7.18 p.m.; and 6.50 p.m. arriving 9.05 p.m. The additional early sailing on Monday morning only was at 5.40 a.m., arriving at St Enoch at 7.41 a.m.

Over the years, both companies used a variety of steamers, generally smaller units of the fleet. Some are illustrated below.

Caledonian Marchioness of Bute berthed at Kilchattan Pier with G&S-W Marquis of Bute outside (Valentine)

G&S-W Viceroy at the pier with Caledonian Meg Merrilies and Steele and Bennie tug berthed outside.

Caledonia at the pier with G&S-W Viceroy berthed outside (Valentine)

The G&S-W purchased Britannia from the south of England in 1904. Renamed Vulcan, she was popular on the Fairlie route to Largs, Millport and Kilchattan Bay (Stengel)

Vulcan approaching Kilchattan Bay Pier

Vulcan at Kilchattan Bay

Vulcan and Caledonia at Kilchattan Bay

Caledonian Marchioness of Bute at the pier in 1908. She was sold to owners on the Tay in July of that year (Valentine)

After the first world war, services continued from both Fairlie and Wemyss Bay under L.M.S. Railway and Caledonian Steam Packet Co. services. In the 1930s, the “Kilchattan Bay Tour” was reactivated, this time using motor coaches between Kilchattan Bay and Rothesay. The usual Glasgow & South-Western steamer was Glen Rosa.

Glen Rosa approaching the pier around 1920

In 1923, the L.M.S. Railway took over the steamer services of the G&S-W and Caledonian Steam Packet Co. The former G&S-W retained their grey hulls and the former Caledonian steamers had their hull black. Funnels were in common, yellow with a red band and black to, although the G&S-W steamers had a deeper red band. The hull color was standardized to black the following year and the red band omitted in 1925. Her Glen Rosa sails in Kilchattan Bay, towards the pier in 1923.

With two rail-heads to service, there was duplication of service. Marchioness of Breadalbane and Glen Rosa at Kilchattan Bay pier.

Glen Rosa at Kilchattan Bay in 1928 (Valentine)

In 1938, the L.M.S. Railway took over Messrs Williamson-Buchanan’s steamers. The Queen Empress, seen here, was placed on the Millport and Kilchattan Bay sailing

After the second world war, and the rise in motor transport, the traffic at the pier diminished. Closure was threatened in 1951 but a reprieve was granted until 1955 when service closed. Even then, it was not quite the end. On a royal visit in August 1958, the Queen landed at the shaky structure. The public was assured that, although condemned, the part of the structure used by the monarch was quite sound. The south and west coast of Bute rarely feature in the tourist itinerary but offer spectacular scenery. What follow are some views of the scenery.

Dunagoil, the iron age fort, with spectacular views to Arran (Valentine)

St Blane’s Chapel, near Kilchattan Bay

On the west side of Bute, St Ninian’s Bay

St Nina’s Ba, with Inchmarnock beyond and the village of Straad

Loch Fad

Loch Fad looking to the Cowal hills and the outskirts of Rothesay

Ettrick Bay farther north. The sandy beach proved popular

Stone circle at Ettrick Bay

Ettrick Bay was accessible from Rothesay by tram and attracted large crowds of visitors when the weather was good

A paddle at Ettrick Bay was an essential part of a holiday on the island

Crowds at Ettrick Bay

Photographing the winners of a sand-castle building contest at Ettrick Bay