This the third in a series of essays on the Largs steamer route; the first two cover the early days, and the rise of the M‘Kellar family to prominence. This essay covers the early 1850s, a relatively brief time period, but an important one, bridging the transition in leadership from Captain Duncan M‘Kellar to his son Alexander.

In 1846, the Largs and Millport Union Steam Boat Company was formed from two rival companies, one headed by Captain Duncan M‘Kellar with the steamers Invincible and Mars, and the other that had been headed by Captain William Young with the steamers Lady Kelburne and Lady Brisbane. The amalgamation was facilitated by the retirement of Captain Young from the business in 1845, and the uninsured loss of his steamer the Countess of Eglinton that year. The four steamers were under the management of Mr Langlands, with Mr Thomas Seath as company clerk. Sailing both summer and winter, and serving the ports and ferries (Inverkip, Wemyss Bay, Portencross, and Fairlie) on the east side of the Firth down to Ayr, the steamers were well regarded by the public. The introduction of the Ardrossan and Ayr Railway in 1840 had decreased the importance of sailings to these two ports. Nevertheless, the steamer was much less expensive than travelling by rail and proved profitable in summer.

Largs in the 1850s

Until the amalgamation, Lady Brisbane had been sailing between Ayr and Stranraer under the command of Captain John Gilmour but he was replaced by Captain John M‘Kellar when moved to the upper Firth services. Captain Houston retained command of the Lady Kelburne. Captains Duncan McKellar of the Invincible and Donald McKenzie of the Mars filled the remaining spots. All four steamers had iron hulls. Captain M‘Kellar added the Star in 1849, a larger, iron paddle steamer, more suited to the extension of the Largs and Millport service to Brodick and Lamlash in Arran. Captain Duncan M‘Kellar placed his eldest son, Alexander, in command of the new vessel.

Duncan M‘Kellar was born in 1791 in Glasgow, the eldest son of John M‘Kellar, a master mariner. His brother, Alexander, was born in 1795 and had followed the family tradition as a mariner, forming a partnership with Captain James Henderson that dominated the Gareloch trade. It was Messrs Henderson & M‘Kellar’s steamer Sovereign that first brought the family into the Largs trade, though the venture was short-lived. Duncan followed a different track. When he was 17 years old, in 1808, Duncan enlisted as a soldier in the 71st Regiment, and served in the Peninsular War at Toulouse, Orthez, Nive, Nivelle, Vittoria, and Fuentes d’Onor. He left the army around 1831 and had the steamer, Hero, built in 1832, initially trading to Gourock but moving on to the Largs and Millport station.

Duncan had married Mary Ross in 1817 and they had as a family: Alexander, born in 1820, Duncan, born in 1823, twins Catherine and John, born in 1826, and Peter, born in 1828. John was Captain of the Lady Brisbane, Alexander, was now elevated as Captain of the Star. The son Duncan was also involved with the company.

The Star provided the winter Arran service early in 1850, sailing to Brodick and Lamlash on Tuesday and Saturday mornings and to Ardrossan on Thursday at half-past nine; returning on Wednesday and Monday and Friday respectively. On January 15, this was discontinued, and the other steamer in service, Lady Brisbane, that sailed every afternoon for Greenock, Gourock, Wemyss Bay, Largs, and Millport at 2 p.m., had her Saturday sailing extended to Brodick and Lamlash from where she left on Monday mornings at a quarter before six, and from Brodick half-an-hour later.

Although Arran was reached by river and firth from Glasgow, the main route to the island was by train to Ardrossan and the Isle of Arran steamer to Brodick and Lamlash. During the winter, the Isle of Arran sailed from Ardrossan on Tuesdays and Saturdays at 12.30 p.m. in connection with the 10.30 a.m. train from Glasgow. She returned from Lamlash and Brodick on Mondays and Thursdays in time for the 2.15 train to Glasgow. The steamer did not sail as usual on Tuesday, February 5th, and on the Wednesday morning, in a gale, she caught fire in Ardrossan harbour and had to be scuttled. She was refloated and rebuilt, rather than repaired, and was ready to resume her station in August. In the meantime, a steamer names Powerful was chartered in her place. This small wooden vessel was built in 1835 as Lochgoil, sailing on that station until replaced by another steamer of the same name in 1840. She subsequently served as a tug until pressed into service as a replacement for Isle of Arran.

“The steamer Powerful sails from Ardrossan for Arran, every morning, on the arrival of the 7½ train from Glasgow; returning in the afternoon for the 7¼ train to Glasgow. And also, on the Saturday evenings, on the arrival of the 4½ train from Glasgow; returning on Monday mornings for the early train to Glasgow.—Lamlash, 3d June, 1850”—Glasgow Herald, June 7, 1850

“Ardrossan.—Isle of Arran steamer burned.—from the direction in which the wind blew, there was scarcely any sea in the harbour here, so that the vessels in the dock were quite secure from the storm. Consequently, no damage from the gale was experienced at this port. Three vessels sailed from Ardrossan on Tuesday. The steamer Fire-Fly, plying between Ardrossan and Belfast, was due at the former port on Wednesday morning at two o’clock, but at a quarter past five on Wednesday she had not arrived. If there were no disasters directly resulting from the gale, the blank was fully filled up by the almost total destruction by fire of the Isle of Arran steamer (Captain Blackley), which plies between this port and the island whose name the vessel bears. The steamer was to have sailed on Tuesday. But this not having been carried into effect, and the boat being advertised to sail on the following (Wednesday) morning, her fires were kept on, and she was ready to start, when, about four o’clock, flames were perceived circling around the funnel, and over the top of the boilers, by some Irish labourers, who were awaiting at the harbour the arrival of the Fire-Fly from Belfast. The alarm was speedily given. By the orders of Messrs Barr and Shearer, the men engaged in their extensive ship-building yard were soon on the spot. All assistance in their power was likewise rendered by Mr Shearer, Captain Blackley, Captain M‘Fie, Mr Love, Mr John Shearer, one of the firemen in the ship-building yard, and various other gentlemen. From the control that the flames had acquired over the vessel, as well as from the exceedingly rough nature of the weather, the only alternative left by which they might save the remaining part of the steamer was adopted—viz., the scuttling of the boat. This was immediately carried into effect, and the Isle of Arran sank about five o’clock. She was burned down to the water’s edge from the funnel aft. Nothing whatever was rescued from the steamer, so that no inconsiderable amount of valuable property has been sacrificed. She was the property, we believe, of a joint stock company, and partially insured. The Isle of Arran amounted in tonnage to about 80 tons.—Ayr Advertiser.”— Standard, February 11, 1850

Repairing the Isle of Arran was begun in April.

“Messrs Barr and Shearer having got off the brig Laurel, Captain Gilchrist, lately ashore in Glenluce bay, they have towed her into Ardrossan for repairs. They are commencing to repair the Isle of Arran preparatory to her resuming the station betwixt Arran and Ardrossan.”—Greenock Advertiser, April,19, 1850

“Ardrossan—The steamer Isle of Arran, lately so severely damaged by fire, having undergone considerable repairs on Messrs Barr and Shearer’s slip, here, was launched from it on Monday the 15th inst. She is now in Greenock getting her engines in, and will shortly resume her station. Her keel has been considerably lengthened, and she is otherwise much improved. The steamer Powerful is plying in her stead.”—North British Daily Mail, July 25, 1850

The Isle of Arran returned to service towards the end of the season.

“The steamer Isle of Arran sails from Ardrossan every morning at three quarters past 9 o’clock for Arran, after the arrival of the 7½ a.m. train from Glasgow; returning for the 5¼ p.m. train to Glasgow. And also, from Ardrossan on Saturdays’ afternoon, after the arrival of the 1½ train from Glasgow, returning on the Monday mornings for the early train to Glasgow.—Lamlash, 2d September, 1850”—Glasgow Gazette, September 7, 1850

On the 1st of May, the schedule for the Largs and Millport steamers changed with a morning steamer for Largs and Millport at 9 a.m. (train 10 a.m.); a 12.30 p.m. sailing to Largs, Millport, and Ardrossan; a 2 p.m. (train 3 p.m.) sailing to Largs, Millport, Brodick, and Lamlash; and a 4.30 p.m. sailing for Largs and Millport. The afternoon steamers returned the following mornings.

For the summer of 1850, all five steamers of the Largs and Millport Union Steam Boat Company were employed with daily sailings at 7.15 a.m. (train 8 a.m.) for Greenock, Gourock, Largs, and Millport, and continuing to Brodick and Lamlash. This steamer returned from Lamlash at 1.15 p.m. and Brodick half an hour later; at 10.30 a.m. (train 11 a.m.) for Greenock, Gourock, Largs, and Millport, returning in the afternoon; at 12.30 p.m. (no train connection) for Greenock, Gourock, Largs, and Millport, continuing to Ardrossan and Ayr. This steamer returned the following morning, leaving Ayr at 9 a.m. and Ardrossan an hour later; at 2 p.m (train 3 p.m.) for Greenock, Gourock, Largs, and Millport, and continuing to Brodick and Lamlash. This steamer returned from Lamlash the following morning; and at 3.40 p.m. (train 5 p.m.) for Greenock, Gourock, Largs, and Millport, where she remained overnight and provided a morning sailing from Millport and Largs. Daily service was maintained. Fares to Largs or Millport were: 1s. 6d. (cabin), 1s. (steerage) single; 2s. (cabin), 1s. 6d. (steerage) return; and to Brodick or Lamlash: 2s. (cabin), 1s. 6d. (steerage) single; 3s. (cabin), 2s. (steerage) return.

On July 19th, the single fares to Largs and Millport were reduced by 6d. By public request, the company also adjusted the times of one of the steamers returning from Millport.

At the end of July, Star had a mechanical breakdown.

“Steam-boat accident. On Monday morning, while the steamer Star was on her way from Arran to Millport, with a considerable number of passengers on board, the crank of the engine gave way, and the vessel was in consequence brought to a standstill in mid-channel. A number of the passengers procured a small boat and crossed to Millport, from thence to Greenock, and up to town per railway, but the larger number crossed over in boats to Ardrossan, from whence they were forwarded to Glasgow in the course of the day. The detention of the passengers was the only unpleasant consequence of the accident.”—Glasgow Courier, August 1, 1850

“The Largs steamers.—We are glad to observe that the proprietors of the Largs steamers have, in the most handsome manner, agreed to the wish expressed in a numerously and highly influentially signed requisition, requesting them to put one of their morning steamers in connection with the nine o’clock express train from Greenock, thus reducing the time occupied in travelling, to persons obliged to be in Glasgow frequently, to nearly one-half as the steamer leaves mill port at a quarter to seven, Largs at half-past seven, and Wemyss at eight o’clock. Passengers thus reach Glasgow before ten o’clock, and without the discomfort of rising at the unpleasantly early hour they were formerly obliged to do. It will also enable many to visit their families oftener during the week who may be residing on the Largs side of the Frith, and, together with the reduction of the steamboat fares, will, we have no doubt, render these places more frequented and popular.—Guardian.”—Greenock Advertiser, August 6, 1850

The Largs and Millport Company always kept an eye open to attract excursion passengers.

“Notice.—On and after Monday the 12th instant, the steamer Invincible will sail for Greenock, Largs, and Millport every morning at 9 o’clock returning to Glasgow in the evening.

“N.B.—Passengers from Glasgow to Largs by the half-past twelve o’clock steamer can return the same evening by the Lady Kelburne. Fares to Largs or Millport—cabin 1s.; steerage 6 d. For the sailings of the Largs, Millport, Ardrossan and Arran steamers, see handbills.—Glasgow, 9th August, 1850.”—Glasgow Gazette, August 10, 1850

The early winter service involved two steamers, one based overnight at Millport, sailing to Glasgow in the morning and returning to Largs and Millport at ten minutes before two in the afternoon. The second sailed to Largs, Millport, Brodick, and Lamlash on Wednesday, and Saturday mornings at 11 o’clock, returning on Thursday and Monday mornings at a quarter before nine o’clock from Lamlash, and half-past nine from Brodick. Sailings to Ardrossan and Ayr were discontinued in November.

Messrs G.&J. Burns had dominated steamer services on the north bank of the Clyde and the tourist routes to the West Highlands and Western Isles since their acquisition of the Caste Company in 1847. In February, 1851, they decided to concentrate on coastal and cross-channel services. Their West Highland and Western Isles interests devolved to Messrs David Hutcheson & Co., and their Clyde steamer fleet was dispersed under the Messrs Denny. While this change did not directly affect the south-bank services to Largs, Millport, and Arran, it did provide a surfeit of steamers, new owners, and new routes.

The Isle of Arran, newly refurbished from her disastrous fire, built up her services from two sailings a week to daily sailings from Ardrossan in the season.

“Communication with Arran.—The facilities for reaching this agreeable island, we are glad to learn, are this season to be greatly increased. The Arran steamer, we understand, is intended to ply more frequently betwixt Troon, Ardrossan, and that island, than hitherto. From Troon she will sail three days weekly, and will not only touch at Brodick and Lamlash, but occasionally the less frequented village of Whiting Bay. It may be expected that the inhabitants of those towns situated along the South Western Railway will avail themselves of the means of transit placed within their reach, to visit this romantic and beautiful island. As an example of what may be achieved, an inhabitant of Dumfries may breakfast at his own house in the morning and by noon be in Arran. He may pic-nic in some of the beautiful spots in Glen Rosa or Glen Sannox, ascend Goatfell, and if he chooses, leave Arran at four o’clock, be at Dumfries again at night, and sleep under his own roof, after travelling upwards of 200 miles. Such a feat would have been marvellous even to our fathers. The Arran steamer is an entire new boat, and in point of finish and accommodation is all that could be desired. Of Captain Blakely, who has been long known to all those visiting Arran, we hold it superfluous to speak. His skill as a navigator, and his affable and agreeable manners as a gentleman, have rendered him trustworthy and esteemed.”—Greenock Advertiser, March 4, 1851

There were only minor changes to the Largs and Millport steamers from the previous year. The schedule on March 10 involved two steamers for Greenock, Gourock, Wemyss Bay, Largs and Millport at 9 a.m. and 1.50 p.m. The former steamer, Lady Kelburne, returned to Glasgow in the afternoon while the latter steamer, Mars, returned the following morning, giving a morning and afternoon steamer in each direction. On Tuesdays and Thursdays, the Star, with Captain Alexander M‘Kellar, sailed at 12.30 p.m. for Largs, Millport, Brodick, and Lamlash, returning the following mornings. The schedule changed on Saturday, April 26, with Largs and Millport sailings at 9 a.m. and 4.30 p.m. with the latter returning from Millport in the morning in time to catch the 9 a.m. express for Glasgow. The 12.30 p.m. sailing, Lady Brisbane, was changed to Largs, Millport, and Ardrossan, while at 2 p.m. on Tuesdays, Thursday, and Saturdays, the Star sailed for Largs, Millport, Brodick, and Lamlash, returning the following days. On the first day of the new schedule, the Star was involved in a collision with the Petrel.

“Collision in the Clyde.—About four o’clock on Saturday afternoon, a collision occurred between the steamers, Petrel, Captain Anderson, and the Star, Captain M‘Kellar, in Gourock Bay, after clearing the quay. The Petrel was on her upward passage from Rothesay, and the Star was proceeding on her downward passage to Arran at the time the collision occurred. The Star came stem on to the Petrel in rounding the bay, carrying away all or part of the fore wing of her starboard paddle-box, and somewhat injuring her wheel. The Star was but slightly injured, and proceeded on her way. The Petrel was also able to proceed on, and she arrived in Glasgow in the course of the evening, little behind the usual time. The passengers of both vessels, more particularly the female portion, were thrown into a fearful state of alarm, some of them we are told, having fainted from the effects of the shock. We are happy to be able to state, however, that no lives were lost, nor indeed was anyone injured. As yet we have been unable to ascertain the direct cause which led to this collision.”—Glasgow Courier, April 29, 1851

There was another unfortunate incident in June, when Captain John M‘Kellar in the Invincible, on the morning run to Largs and Millport, ran afoul of the Harbour Regulations at the Lower Ferry near Barclay’s Dock, resulting in a passenger in the ferry receiving a ducking. Captain Duncan M‘Kellar was fined two guineas.

“River Bailie Court.—At this Court on Wednesday, Captain M‘Kellar, master of the Invincible steamer, was fined in the sum of £2 2s. for breach of the river and harbour regulations. From the evidence led in support of the charge, it appeared that on Saturday morning last, the steamers Queen and Invincible started from the wharf about the same time, the Queen leading. On nearing the ferry at Barclay’s Dock, the Queen was hailed by the ferryman, there being a couple of passengers wishing to be taken on board. The steamer slowed accordingly and lay to. The harbour regulations provide that in such circumstances the second boat shall also slow her engines, and pass the other steamer on the off-side. This course, however, it was alleged by the witnesses, had not been followed by Captain M‘Kellar, who pushed on, passing between the Queen and the ferry-boat. The result of this was, that one man, who unfortunately chanced to be standing up in the ferry-boat, was, by the sudden surge, pitched head foremost into the water, his fellow-passenger, as near as might be, following his exampie. The unlucky wight, however, was got safely out, though with a wet skin, and taken on board of the Queen. It was in these circumstances that the charge was preferred against the master of the Invincible, the issue of which has been above stated. As the season for the river steamers has now fairly commenced, we trust the authorities will prevent, as much as may be in their power, the rash and dangerous exhibitions of rivalship that were but too frequently witnessed on the river last year.”—Glasgow Gazette, June 14, 1851

The incident provoked some response in the newspapers, not just about the treatment of Captain M‘Kellar, but also about the lack of cooperation between the steamers and the railway. Compounding the problem was the lack of proximity between the Greenock railway station and the steamboat pier with the notorious East Quay Lane between them. The relevant letters and editorials and worthy of perusal if only to discover some of the shenanigans used by the Largs and Millport steamers.

“The river steamers.—To the editor of the North British Mail.— Sir,—There seems to be a general spirit of discontent and ill-humour prevailing amongst the steamboat proprietors on the Clyde, the Greenock Railway Company, and the River Trustees. The latter seem resolved to punish at all hazards the slightest error of judgment by the steamer captains, and this, I observe, has induced the steamer proprietors to resolve (in consequence of a rather severe decision on Captain M‘Kellar of the Invincible steamer) that, on and after Wednesday, they will not stop either to take in or put out passengers at the Lower Ferry, unless another boat is put on. On account of residing in the neighbourhood, I have frequent occasion to use this ferry both to the steamers and for crossing, and have had frequent occasion to remark that one boat is quite too little for the purposes required, and that when the river is widened it will be still more unfit. On the morning on which this accident occurred with the Invincible, I was waiting on the south side to cross, and it appeared to me that the whole error of Captain M‘Kellar was in his estimating that he had time to pass before the other steamer had her passengers in, and that without his fault the accident readily occurred from one of the being late, and so detaining the ferryman, who was in the dilemma of having too many parties to serve. On the whole I cannot but agree, however, with the steamer proprietors that, until two boats are on, they will be safer not to stop. The loss to the residenters in that neighbourhood is serious, and I hope the Trust will soon rectify it.

“But I would chiefly desire your attention to some very well timed remarks in the Reformers’ Gazette of last Saturday. After stating the fact of the steamers just leaving as the trains arrive from Glasgow, and before the passengers have time to get on board who come by train, the writer says—“We need not remark that the steamers in adopting this paltry system of annoyance are evidently acting against their own interest. No power on earth can compel men engaged in business to consume an unnecessary hour on the road for the sake of playing or paying into the pockets of any party whatever—it matters not to the public who affords the accommodation required, provided it is actually given, and men in a hurry will travel by the rail to Greenock, and will travel to the world’s end by the same conveyance if they can—so long as the locomotive runs faster than the steamer. It is altogether useless, therefore, to think of compelling people to go by the latter by merely dodging and disappointing the public.”

“Of the truth of these very pertinent remarks, a singular instance was given this morning. The early Millport boat had been dodged about for several weeks, greatly to the discontent of visitors in Largs and Millport, till at last on Monday morning (the 9th inst.) general satisfaction was felt at the prospect that at last the hour of half-past six from Millport was fixed for the season, so that passengers would catch the nine express direct to Glasgow. Vain hope!—for on Saturday it was posted through Millport and Largs that the steamer would now start at a quarter before six. This move was quite seen through; a full boat up to Glasgow was expected; but only some three or four breakfasted on board, and everybody, finding they were in time for the quarter past eight express to arrive here at nine, left the steamer to go up alone, with not so heavy a cargo as she had on the other mornings. I do not wonder at the Helensburgh boats complaining, as they charge only 3d across, and 1s the whole way to Glasgow; but the reverse is the case with the Millport boats, for they charge 1s from Greenock to Millport, and 1s 6d the whole way. I have no great fault to find except with the unnecessarily untimely hour of a quarter to six, by which no object is gained, and parties are fatigued who are not accustomed rising so early, and must do so, as they cannot afterwards reach Glasgow until half-past eleven. The Millport boats are well found, but the discontent this year is very general, and as there are a few idle Castle boats, consequent on Messrs Burns giving them up, I would suggest to their proprietors to try the Millport station. The dividends have been reported good of late seasons, and that is more than can be said of some joint stock companies!—Yours, respectfully, A Millport Visitor.—Glasgow, June 16, 1851.—P.S.—I may remark that I was one of those who came up all the way this morning with the steamer.—M.V.”—North British Daily Mail, June 17, 1851

The article from the Reformer’s Gazette is reproduced here.

“The Clyde steamers and the Greenock Railway.— The rising importance to Glasgow of the beautiful watering places on the Clyde opposite to and beyond Greenock, renders the means of transportation to these places an object of the greatest importance to mercantile men in this city; and nothing is more to be desired, with a view to facilitate the transit, than a good understanding between the steamers and the railway. We regret, therefore, to observe, that a feeling of a very different nature seems to have sprung up on the part of not a few of the Clyde steamers, which, instead of endeavouring to accommodate themselves to the railway hours, and thereby to consult the public convenience, seem to delight in adopting a system of petty annoyance towards individuals who prefer the rail to Greenock, instead of proceeding the entire distance by water. We know, for instance, that in numerous cases parties who proceed from Glasgow by railway with the view of catching a steamer at Greenock, which sailed from the Broomielaw an hour before their departure, arrive at Greenock quay just in time to be disappointed. The steamer, with paltry spite, sheers off, just as they are hurrying down to the quay, in order, forsooth, to convince them that they ought to consult their own interest by patronizing the river, although it should cost them an important additional hour, which may have been devoted to business of an urgent and unavoidable nature. To specify a particular case, we know a gentleman who, on Saturday last, left Glasgow at one by the rail, with the view of proceeding to Strone Point and Kilcreggan by a steamer which sailed from the Broomielaw at 12. He arrived at Greenock quay just in time to see the steamer move off; and the consequence was, that instead of proceeding to his destination at two o’clock, he was compelled to remain in Greenock, waiting another steamer, till five or six o’clock in the evening.

“We need not remark that the steamers, in adopting this paltry system of annoyance, are evidently acting against their own interest. No power on earth can compel men engaged in business to consume an unnecessary hour on the road for the sake of playing or paying into the pockets of any party whatever. It matters not to the public who affords the accommodation required, provided it is actually given, and men in a hurry will travel by the rail to Greenock, and will travel to the world’s end by the same conveyance if they can, so long as the locomotive runs faster than the steamer. It is altogether useless therefore to think of compelling people to go by the latter by merely dodging disappointing the public. This conduct is all the more reprehensible, when, as is generally the case, the steamboats are actually advertised to ply at specified hours suitable to parties proceeding by the rail to Greenock. If these hours are not adhered to by the existing steamers, others can easily be started which will make it their business and find it their profit to adhere to them. Honesty is the best policy after all, and never was the public patience very long or very grossly abused without taking its revenge.”—The Reformer’s Gazette, June 14, 1851

There was a response from a passenger giving the steamboat side of the problem.

“The Clyde steamers and the Greenock Railway.—Notwithstanding our remarks on this subject on Saturday last we wish to give the steamers fair play, and on the principle of hearing both sides of the question, we publish below a letter vindicating the steamers, to which our readers are welcome to attach whatever consideration it seems to merit. Some of the writer’s observations are well deserving of attention. We doubt not, after recent experience, that much of the blame of disappointments must attach to the irregularities of the railway; and while we are on this subject, we may suggest that it would be a great convenience to gentlemen engaged in business in Glasgow to start an express train for Greenock at a quarter-past four o’clock. This train, if not unnecessarily delayed, would catch the steamers sailing from the Broomielaw at three, and would be exactly accommodated to the case of not a few whose business hours extend to four o’clock or who find it inconvenient to leave Glasgow sooner. The additional quarter of an hour would enable them to get to the station with ease and comfort after transacting business up to four o’clock. We can assure the Greenock Railway authorities that this arrangement would be a great accommodation to the mercantile public of Glasgow. In the meantime we subjoin the letter of our correspondent:—

“(To the Editor of the Reformers’ Gazette.) Sir,—An article appeared in your paper of Saturday last, entitled “The Clyde Steamers and the Greenock Railway,” which calls for a brief reply.

“In that article you blame the Captains of the steamers for entertaining a “paltry spite” towards the railway as the trains, by sheering off from the quay at Greenock just as the passengers from the train are hurrying down. Now, I do not know who was your informant, but this I know that the above is not the fact; and I have reason to know this, seeing that I am a daily passenger in the steamers. Far from entertaining a “spite,” I have observed the steamers wait frequently for half an hour for the train, greatly to the annoyance of the passengers who come by the boat the whole way from Glasgow; and I know that, one day, the Victoria waited fully three-quarters of an hour for the train.

“But apart altogether from this, the question resolves itself into this,—is the comfort of the passengers who come the whole way to be sacrificed in favour of those who come by the train? Surely the passengers who come the whole way by the steamers are more entitled to grumble than the railway passengers; the former pay the steamers a higher fare, and they are therefore entitled to be carried on to their respective destinations with all speed. With a good tide any steamer reaches Greenock from Glasgow in an hour and a half, and the directors of, and the passengers by the railway are all aware of this; then, would the sensible plan not be, when the tide is good, to start the train earlier than when it is otherwise? A steamer starts for Helensburgh at three o’clock, and the train to catch it at Greenock starts every day at four o’clock; in a good tide the steamer reaches the latter place at half-past four o’clock, and the passengers by it are thus detained half an hour at Greenock, and sometimes longer, till the railway folks make appearance.

“I have no interest in the steamers farther than being a daily passenger, but an inherent love of fair play will not allow me to see them blamed, when they are in no fault, and I therefore trust you will grant a space in your paper of Saturday for this letter, in order that both sides of the question may be laid before the public.—Your obedient servant, W.—P.S.—The River Bailie would confer a boon on the public by looking after the great obstructions caused the “punts,” which are a perfect nuisance on the river.”—The Reformer’s Gazette, June 21, 1851

The summer schedule of the Largs and Millport steamers was introduced on June 16:—at 9 a.m. (train 10 a.m.) for Largs and Millport; at 12.30 a.m. (train 1 p.m.) for Largs, Millport and Ardrossan; at 2 p.m. (train 3 p.m.) for Largs, Millport, Brodick, and Lamlash; 4.30 p.m. for Largs and Millport; and on June 19th, an 8 a.m. (train 9 a.m.) sailing for Largs, Millport, Brodick, and Lamlash was added. The morning steamers returned to Glasgow in the afternoon, while the afternoon steamers returned the following morning.

It was never a good sign when a steamboat developed a reputation for having drunken or unruly passengers on board. The late steamer sailing from Millport developed some notoriety on board as she sailed from Greenock to Glasgow in the evening. No doubt, those who came from Millport and could afford the train from Greenock would avoid this portion of the trip on the water.

“A savage papist.—On Thursday, while the steamer Invincible was sailing up the river, and Irish woman, named Catherine Morlan, commenced a noisy discussion in the saloon about the Head of her Church—the Pope—and notwithstanding the remonstrances of some of her fellow-passengers, continued her vindication of his Holiness to the annoyance of all who were within reach of hearing her not overly sweet voice. Although no one interrupted her for some time, she appeared to have conceived a fierce hatred towards a man and a boy who chanced to be near her, for upon being contradicted, she suddenly uplifted a quart bottle and hurled it with all her force at the man, and followed up this dastardly attack by pitching a tumbler at the boy. The man escaped the blow which was aimed at his head, but the boy was not so fortunate, as the tumbler struck him on the face, by which he was cut very severely. On arriving at the Broomielaw, Morlan was handed over to the River Police, and yesterday, being tried and convicted of the assault, she was fined in the sum of 20s, with 7s additional in name of Doctor’s expenses.”—Glasgow Chronicle, August 13, 1851

“Disorderly conduct in a steam boat. At the River Police Court on Monday, a man named James Russell, was tried for being the worse of liquor, and disorderly on board the steamer Invincible on Saturday last, while on her passage up the river between Bowling and Glasgow . From the evidence it appeared that the accused had also annoyed, molested, and interfered with a woman named Margaret Duffy, or Hannah, and made use of abusive language. The charge having been found proven, Russell was fined in the sum of 20s.”—Glasgow Herald, September 26, 1851

On October 6, the 8 a.m. sailing was discontinued and Largs and Millport sailings were at 9 a.m. (train 10 p.m.), and 2 p.m. (train 3 p.m.), while the 11 a.m. (train 12 noon) sailing alternated between Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays, and Ardrossan on Mondays, Wednesdays, and Fridays, returning the following mornings to Glasgow. On October 20, the 9 a.m. sailing by Invincible was discontinued, and on November 28, Lady Brisbane’s sailings to Ardrossan were also withdrawn.

In August 1851, the Caledonian Railway amalgamated with the Glasgow, Paisley & Greenock Railway, and the new management took a more active role in trying to coordinate steamer sailings at Greenock with the arrival and departure of the trains. This was resisted by the steam-boat owners and the railway resorted to forming a Railway Steam Company to run steamers to Rothesay and the Gareloch. While not a success it had the result of bringing the steam-boat owners to the reality that some cooperation with the railway might be for the good of all. The Largs and Millport boats began to advertise train connections at Greenock.

The new year, 1852 saw the Largs, Millport, and Arran service running smoothly with the two-steamer winter service; one steamer leaving Bridge Wharf daily for Largs and Millport at 2 p.m. and returning from Millport the following morning, and the other sailing at 11 a.m. on Wednesdays and Saturdays only for Largs, Millport, Brodick, and Lamlash, and returning on Thursdays and Mondays. Times for this latter service were changed March 8, sailing on Tuesdays, Thursdays, and Saturdays from Glasgow at 12.30 p.m., and returning the following day. The 2 p.m. steamer was advertised also to connect at Greenock with the 3 p.m. train leaving Glasgow. On March 25, an additional 9 a.m. sailing to Largs and Millport was added, returning to Glasgow in the evening.

At the end of March in the Greenock Advertiser, Messrs J. & G. Thomson, whose yard was on the south side of the river at Govan reported that they had building, a river paddle steamer for the Largs Steamboat Co. The existing fleet; Mars, Invincible, Star, Lady Brisbane, and Lady Kelburne, were all well-maintained, reliable, iron-hulled boats, but apart from the Star, dated from 1845 or before.

Venus

On Saturday, the first of May, the new steamer for the Largs service was launched by Messrs J. & G. Thomson.

“Launch.—on Saturday last there was launched from the shipyard of Messrs J. & G. Thomson at Clydebank, Govan a handsome new steamer, for the Largs Steamboat Co.’s line. She was named the Venus and went off gracefully. We observed Messrs Thomson have another steamer nearly ready for launching, for the West Highland summer trade, which, we understand, is to be fitted out in a very elegant style; also four large steamers in progress for home and foreign trades.”—Glasgow Chronicle, May 5, 1852

On May 13, the Queen’s Birthday holiday, excursions were offered by the Star at 8 a.m. to Brodick, and Invincible at 9 a.m. to Largs & Millport. Excursion traffic was a major source of revenue in the early 1850s when it became popular for employers to charter a steamer for a work’s trip. The Largs and Millport steamers were able to offer charters on such occasions, particularly at the beginning and end of the season.

An interesting letter regarding the difficulties of sailing between the north and south banks of the Firth was printed in May.

“Summer sailing on the Clyde.—To the Editor of the Glasgow Herald.—Sir,—Now that the summer arrangements of the river steamers are being made, would it not be very desirable to establish a daily communication between the Largs and Millport, and the Dunoon and Rothesay sides of the Frith? Now parties wishing to get from Large to Rothesay must, as it were, return to Gourock or Greenock, and then perhaps wait an hour or two for a Rothesay boat, and (vice versa) thus losing time and money, and sometimes enduring disappointment and bad weather for waiting. Now, I think some of the following arrangements, without much trouble, might be put in operation during the summer months:—One of the boats which leaves Glasgow for Rothesay might return by Millport and Largs, or one of the Largs boats might return by Rothesay and Dunoon. By this plan parties would require to wait all night at either of these places.

“There is another plan which I think might be adopted. One of the boats which leaves Glasgow for Rothesay might proceed to Millport and Largs, then return by Rothesay, Dunoon, &c.; or a boat from Glasgow to Largs and Millport might proceed to Rothesay, then return by Millport, Largs, &c. Thus parties could travel between the opposite shores more conveniently than at present. This would, no doubt, be a very long day’s sail, but it would open up a new route for pleasure trips, which, I believe, would be a favourite sail on a fine day, as pleasure parties could thus view the beautiful scenery on both sides of the Frith in one day. As I merely throw out these suggestions that they may meet the eye of some of our enterprising steam-boat companies, I hope you may find some little comer in your paper which may serve to scatter these ideas.—I remain, dear Sir, yours, very respectfully, A Traveller.”—Glasgow Herald, May 14, 1852

The Largs and Millport boats offered special excursions between Rothesay and Largs during special events.  For example Mars transported passengers from Rothesay to Largs for Largs Fair.

“On Tuesday afternoon, about five o’clock, when the steamers Mars was on her passage between Rothesay and Largs, the occasion of a pleasure trip to Largs fair, a young man, who acts as a cook, while emptying a bucket of ashes, lost his balance and fell overboard. The accident was only observed by a little boy, and before he gave the alarm and got the vessel stopped, the unfortunate cook was about 200 yards behind. It was found impossible to launch the little boat until the way of the steamer was stopped, by which time the man had sunk three times, and when at length rescued, was actually under the water and finally sinking.”—Greenock Advertiser, June 22, 1852

The schedule for the Largs and Millport steamers changed for the season on May 25, anticipating delivery of the new Venus the following month. Largs and Millport sailings from Glasgow were at 9 a.m., (train 10 a.m.), 11.15 a.m. (train 12 noon), and 4.30 p.m.(train 5 p.m.); the Largs, Millport, and Ardrossan sailing was at 12.30 p.m. (train 1 p.m.); and the Largs, Millport, Brodick, and Lamlash sailing was at 2 p.m. (train 3 p.m.). When available the following month, Venus was scheduled to provide a morning sailing to Brodick and Lamlash at 8 a.m. (train 9 a.m.).

The new Venus was available on the third week of June.

The schedule of return sailings from the coast was:—from Ayr 8 a.m., Troon, 8.30 a.m., and Ardrossan, 9.30 a.m.; from Lamlash 5.45 a.m., and 2 p.m.; Brodick, 6.30 a.m., and 2.45 p.m.; Millport, 5.30 a.m., 6.30 a.m., 7.45 a.m., 10.15 a.m., 2.15 p.m., and 3.45 p.m.; and Largs, 6.15 a.m., 7.15 a.m., 8.30 a.m., 11 a.m., 3 p.m., and 4.30 p.m. The Lady Kelburne was on the Ayr sailing, and the Star and Venus maintained the Arran connection.

“The Largs Steam-boat Company have just added to their admirably appointed fleet, a new steamer named the Venus, which, for speed, elegance, and comfort, is at least equal to the best of our river boats. Her trial trip, which took place on Thursday, was entirely successful—the run to the Cumbraes and back having been performed considerably within the average time; and her builders, Messrs James & George Thomson—to whom in every respect she does great credit—are satisfied that she is capable of even greater things. Ably commanded by Capt. Alex. M‘Kellar, and purveyed as she is by a clever and obliging steward, the Venus will at once take high rank among the favourite steam-craft of the Clyde. From the summer arrangements of the Largs Company, there are now to be two opportunities daily to Arran, and a boat is also to sail daily to and from Ayr. This, we understand, is not with the view of offering any opposition to the Railway Company, but to supply what is held by many to be a desideratum—viz., to furnish the means of direct communication, for passengers only, between Ayr and the intermediate ports, such as Greenock, Gourock. Largs, Milport, &c.”—Greenock Advertiser, June 22, 1852

The full summer schedule for the Largs and Millport steamers went into effect on June 22, with Venus returning from Millport at 3.45 p.m., Largs 4.30 p.m.  The steamers leaving Glasgow at 8 a.m. and 9 a.m. returned in the evening and were advertised for excursionists. Passengers by the 11.15 a.m. sailing by Invincible to Largs and Millport could also return on the new Venus in the afternoon. All steamers called at Greenock, Gourock, Inverkip, and Wemyss Bay going and returning.

A reduction of fares by the Greenock Railway in July prompted the river steamers to reduce the cost of sailing to Greenock and Gourock to 9d., cabin and 6d., steerage; to Bowling and intermediate ferries, the steerage fare was 3d.

Gangs of pick-pockets were in action on the Largs steamers throughout the period and were particularly active on the down-river trip.

“Caution to coasters.—On Monday last the lady of one of our respectable citizens, while on board the steamer Star, on its way down the river, had her purse containing £1, abstracted from her pocket. This should serve as a timely warning to those of our fair readers who are fond of travelling at this season of the year, to look after their pockets that none of the light fingered “diggers” may intrude.”—North British Daily Mail, June 30, 1852

“Caution to steamboat passengers.—On Monday last, a passenger on board the Lady Brisbane steamer, on her way to Largs, was very dexterously robbed of her purse, containing about £5. After leaving Greenock the lady had gone below, and was seated in the cabin. When about halfway to Gourock, a young man of very genteel appearance seated himself beside her. Although a little surprised at the familiarity of an entire stranger, and although she felt a gentle rub on her side, she suspected nothing until about a few minutes afterwards, when he left the cabin. Then, putting her hand into her pocket, she found her purse gone. She instantly informed the passengers around her, and along with some of them went on deck in search of the suspected youth. He was found, after a short search, coming out of the steerage, and was at once accused by the lady of having stolen her purse. He of course denied the charge, but in such a way as rather manifested guilt. Meantime the boat had reached Gourock, and the passengers were permitted to land. This was a gross blunder on the part of the master, because, it was believed by those who witnessed the circumstances, that it afforded an opportunity of escape to the party to whom the fellow had conveyed the purse. This opinion was confirmed, when, after an examination of him by the Largs authorities, into whose charge he was committed, the purse was not found.—corresponddent.”—Greenock Advertiser, Gebruary 27, 1852

“Wm. Cochran, an Irishman, was charged with the theft of a table-cloth from the cabin of the steamer Lady Kelburne, on Saturday last. He had come into the cabin, and ordered some liquor, carrying at the same time a bundle, in which, when the steward was absent, he inserted the table-cloth. He was observed in a short time to leave the cabin and go to the steerage, with part of the cloth sticking out of the bundle. He was then given into charge. Sentenced to 55 days imprisonment.”—Glasgow Herald, July 16, 1852

A suggestion was made for helping intending passengers find the requisite steamer at the steamboat quay in Glasgow.

“A want on the Steamboat Quay.—Nothing is so common on our steamboat quay than to see travellers inquiring—often at bystanders, who can afford them no information—when the next steamer sails for such and such a place? For years this has been the practice, and nothing has ever been done to assist in giving this continually-sought-after information, as if to do so were one of those difficulties that is insurmountable. Now it would be a very simple matter to have a General Time Board placed against the pillar on the centre of the quay, or some as conspicuous a place, arranged in the manner indicated below.

“A very few more lines to the above would suffice, it not being necessary to give the hours of the deep-sea steamers, nor of those going rarely, and to long distances, but strictly of the river steamers. The wooden column with the figures is all that would require to open in the ordinary steamboat time-board fashion, and a requisite set of figures would be necessary, the duty of altering which would devolve on one of the police as each steamer sailed. The expense of providing such a time-board would be trifling, and, considering the great utility of it, would not be grudged by the proprietors of steamers; but their refusing to contribute to it should not prevent its being immediately done by our liberal Harbour Trust.”—Glasgow Gazette, August 7, 1852

While the want on the steamboat quay would be simple to remedy, the want of a pier was a more difficult prospect. The death of the Duke of Hamilton, owner of most of the Island of Arran, led to appeals to the Marquis of Douglas for the erection of a pier, suitable for steamboats at all states of the tide. The steamboat proprietors offered to pay the whole cost. Lack of accommodation on the island for the increasing numbers of visitors was also a problem. It seems the intent was the ducal estate as a hunting preserve.

Fog affected the sailing of the Star in August.

“The fog.—on Saturday morning last the Renfrew and Ayrshire shores of the Frith of Clyde were enveloped in the densest fog which has yet been experienced this season. The Star steamer, for instance, was more than an hour behind her time in arriving from Arran at Largs on her upward trip to Glasgow. When leaving Corrie on the Arran coast, the mist him down like a pall, and it was scarcely possible to see the length of the vessel from the bows. It became necessary, of course, to steer for Cumbrae by the compass, instead of by the eye, but Captain M‘Kellar wisely declined to enter the rocky harbour of Millport, until the church bell answered his own, when he was pleased to find that he was in the very position he would have chosen in broad sunshine. Leaving Millport, the Star proceeded at third speed with the bell continually tolling, until she emerged into a bright region in the latitude of the Cloch lighthouse. It is worth mentioning that on the Dunoon shore opposite, the morning was clear and lovely.”—North British Daily Mail, August 24, 1852

On August 21, Invincible required repairs and 11.15 a.m. boat was withdrawn for a few days. On September 7, it was withdrawn for the season. It would appear that the problems with Invincible were quite serious. She was laid up and then used in part payment to Messrs John Barr for a new steamer, Vesta, that was completed in 1853.

The Star also had a difficulty. On September 29, she ran down and sank a lighter under sail off Port Glasgow as she was making her way up river from Greenock. The crew of the lighter were saved and taken aboard the Star. There was only slight injury to the steamer.

On October 4, Largs and Millport sailings from Glasgow were at 9 a.m., 11.30 a.m., and 2 p.m. The 11.30 a.m. boat continued to Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays returning following day leaving Lamlash at 8.30 a.m., and Brodick at 9 a.m. Onn Mondays, Wednesdays, and Fridays, the 11.30 a.m. boat was the Lady Kelburne, sailing for Ardrossan, Troon, and Ayr, and returning the following day, leaving Ayr at 8 a.m., Troon at 8.30 a.m., and Ardrossan at 9.30 a.m. Lady Kelburne ceased plying on November 13, and on November 8, the two-steamer winter service, sailing to Largs and Millport at 2 p.m. and Largs, Millport, Brodick and Lamlash on Tuesdays and Fridays at 11.30 a.m. was introduced.

The alternative route to Arran, by rail to Ardrossan, and the Isle of Arran Steamer to Brodick and Lamlash, was more expensive than the steamer from the Broomielaw, but had sailed through the season uneventfully, connecting with the arrival of the 7.30 a.m. train from Glasgow, and returning in the afternoon. She gave an additional trip to Brodick and Lamlash on Saturdays in connection with the 1.30 p.m. train from Glasgow, and returned from Arran in time to connect with the first train up to Glasgow on Monday mornings. On October 1, she changed her sailing to Tuesdays, Thursdays, and Saturdays at 12 noon, in connection with the 10.30 a.m. train from Glasgow, returning the next day from Lamlash at 11.30 a.m., and Brodick at 12.15 p.m., connecting with the 2.15 train to Glasgow. On November 2, the Thursday sailing was dropped for the winter.

In May of 1853, the Isle of Arran resumed sailing thrice weekly from Ardrossan on Tuesdays, Thursdays and Saturdays. Fare by first class rail and cabin was 7s. 6d.; second class and cabin 5s. 6d. The summer schedule, sailing daily, followed the same plan as the previous year. On Wednesdays short cruises were offered along the Arran coast and there was an advisory that the usual train connection to Glasgow might not be met.

On April 5, 1853, in the Glasgow Courier, the advertisement for the Glasgow and Rothesay steamers contained the statement:—

“Early in the season one of these steamers will proceed on to Arran daily, returning in the evening, so as to afford the visitors frequenting the watering places in their route an opportunity of viewing that romantic island.”

As far as can be determined, no regular sailings by Rothesay and Kilchattan Bay took place during the season. These plans would have to await 1854 for fruition.

With the problems of the Invincible at the end of 1852, the Largs and Millport Company proceeded with a replacement steamer, using Invincible as part of the payment. A relatively new firm was chosen for the new vessel. Messrs John Barr, engineers, of 100 Clyde Street in Anderston had begun shipbuilding at Kelvinhaugh, the mouth of the Kelvin. In 1852, they had produced their first steam ship, Glasgow Citizen, in 1852, running on the Kilcreggan and Rothesay station on their own account. The Caledonian Railway had taken over management of the Greenock Railway in 1851 and in August 1852, the Glasgow Citizen was acquired by the Railway Steam Packet Co. to run on the Rothesay station in conjunction with the railway at Greenock. Messrs Barr received three orders for new steamers, all of similar dimensions, 150 tons and 80 h.p. They were a consort for the Eclipse, named Wellington, the new Largs steamer, named Vesta, and the Lochgoil for the Lochgoil Company. The Invincible was offered for sale.

“For sale, by private bargain.—The well known fast-sailing steamer Invincible, built by Messrs Todd & M‘Gregor a few years ago. Length of keel and foreake, about 130 ft 0 in. Breadth of beam, 17 ft. 0 in.; Depth, moulded, 8 ft. 6 in.; Machinery in good working order. Apply to John Barr, 100 Clyde Street, Anderston, Glasgow.”—Greenock Advertiser, February 22, 1853

It is a curious parallel that a replacement steamer for the Countess of Eglinton to be named Robert Burns, had been ordered from Messrs John Barr of Paisley just before the amalgamation of the M‘Kellar fleet with the Lady Brisbane and Lady Kelburne to form the Largs and Millport Union Steam Boat Company in 1846. That steamer was launched as the Vesta, and sold to Russian owners, and, as far as can be gathered, never sailed for the Largs company.

Newspaper accounts reveal that the new Vesta was under construction towards the end of March, and in May she was included in advertisements. Her arrival was promised “in a few days” in June but it appears that she was delayed even further, and was registered with her new owners towards the end of November. She was 162.3 feet in length by 16.5 feet in the beam and 6.8 feet moulded depth.

A photograph of Vesta when owner by Messrs Campbell around 1880 (Washington Wilson)

On March 21, it was announced that the Largs and Millport sailings would be at 9.00 a.m. (train 10 a.m.), returning in the afternoon, and 2 p.m. (train 3 p.m.) returning from Millport 7 a.m.; Largs 7.30 a.m. The sailing for Largs, Millport, Brodick, and Lamlash was at 12.30 p.m. on Tuesdays, Thursdays, and Saturdays; returning the following days, Mondays, Wednesdays, and Fridays.

The summer schedule was introduced on May 2 where the advert ran:

“The steamers Vesta (new), Venus, Star, Lady Kelburne, Lady Brisbane, Mars, will, on and after Thursday, 5th May, sail from Glasgow Bridge Wharf as follows, till further notice:—Largs and Millport at 9 a.m. (train 10 a.m.), 12.30 p.m. (train 1 p.m.), 2 p.m. (train 3 p.m.), 4.45 p.m. (train 6); for Brodick and Lamlash at 2 p.m. (train 3 p.m.), for Ardrossan, Troon, and Ayr, at 12.30 p.m. (train 1). Fares from Glasgow to Largs and Millport 1s. 3d. (cabin), 9d (steerage); from Greenock to Largs and Millport 1s. (cabin), 6d. (steerage); from Glasgow or Greenock to Arran, Ardrossan, Troon, or Ayr, 2s. (cabin), 1s. 6d. (steerage).

“N.B—The morning boat to Arran will be shortly placed on the station, and additional sailing announced early in June, when the new steamer Vesta will be completed.”

The elegant Venus (Alasdair Macfarlane, Evening Citizen)

On 6th June, the Venus was listed as sailing at 7.15 a.m. (train 8 a.m.). Fares for Brodick going & returning were 2s. 6d. cabin; 2s. steerage. Again, the new steamer Vesta was promised in a few days. On the 21st June, Brodick Fair, Venus sailed from Glasgow to Ardrossan and then to Brodick at 4 a.m. Fares were: cabin 2s 6d; steerage 2s.

Over the summer, the Star was involved in two serious collisions.

“Accident to the Premier.—Wednesday afternoon, the Premier steamer met with an accident at Renfrew Wharf, which fortunately was unattended with loss of life, although at the time it caused great alarm to the passengers on board both the steamers connected with it. The Premier, on her way up the river, and the Star, on her passage down, reached the wharf at Renfrew, at nearly the same time, and both were also ready to leave at the same moment. In order to make room for the exit of the Star, the captain of the Premier ordered his steamer to be backed, which was immediately done until her stern was almost upon the embankment of the river. At this moment the Star left the wharf, but as there was a strong current down the river at the time, she came with great force into contact with the Premier, her paddle tearing away about twenty feet of the bulwarks forward and three of the stancheons. The shock was felt over the whole boat, and as we have already said, created some considerable alarm among those on board, some of whom rushed to the stern and paddle box and leaped ashore; but as it was soon found that the vessel had sustained no injury otherwise, the panic was soon allayed. A little boy had a very narrow escape from drowning. He was seated on the top of the bow railing when the accident occurred, and was thrown into the water by the concussion. Being able to keep himself afloat by swimming a little, he at length got hold of a piece of the floating bulwarks that had fallen from the steamer, by means of which he managed to hold his head above water until a boat from the Star came to his rescue. Had help been delayed only a few seconds he must have perished, as he seemed to be getting faint and unfit to hold on any longer. The hands of both steamers exerted themselves to the utmost to render assistance and prevent any other casualty taking place. Until an investigation of the matter takes place we refrain from giving an opinion as to the cause of the disaster. For the sake of all parties, and especially for the protection of the public, we consider an inquiry urgently called for.—Dumbarton Herald.”—Glasgow Chronicle, June 29, 1853

“The Premier and Star steamers.—An erroneous account of a collision between these two boats at Renfrew Wharf having appeared in the Dumbarton Herald, and been afterwards copied into the Glasgow papers, we are authorised to state that the blame of the accident (if there be any blame in the case) rests with the Premier, and not with the Star, as stated in the original account. Had the Premier remained stationary at the pier, as asserted, the collision could not have happened; but after the Star’s bow had been pushed off more than sufficient to clear the other steamer, the engine of the steamer was set on a-head, although it must have been evident to every one that she could not possibly clear the Star, and the result was the accident referred to. The particular part of the Star struck by the Premier will sufficiently attest this, and set the matter at rest in the mind of every nautical man. The inaccuracy of the first version of this affair may be seen at once from the statement that the strong run of tide down carried the Star foul of the Premier; whereas the tide tables prove that at the time of the accident it was so immediately after high water that there could be little or no run whatever.—Communicated.”—Glasgow Chronicle, June 29, 1853

The case came to Court.

“Glasgow River Bailie Court, the Star and Premier collision.—On Friday morning Captain John M‘Kellar, master of the steamer Star, was arraigned at this court before Bailie J. W. Macgregor, on a charge of having, on Wednesday, the 22nd June last, contravened the 45th article of the Harbour regulations, by berthing his vessel at the east, instead of the west, end of Renfrew wharf, whereby the Star came into violent collision with the steamer Premier, to her serious injury and alarm of the passengers. Captain M‘Farlane prosecuted, and Mr Strathern appeared for the defender. A plea of not guilty having been tendered.

“Captain Lang of the Premier was first called. He deponed that he remembered of his leaving Bowling on the 22nd inst., about a quarter past two o’clock p.m., having between 60 and 70 passengers on board. About a quarter before three they arrived at Renfrew. The Star, on her downward trip, reached a minute or so before the Premier, and berthed at the east end of the wharf. This was a breach of the harbour regulations, as all steamers coming down the river are enjoined to lie to at the west end, and all steamers coming up at the east. Each boat having disembarked and embarked their passengers, the Star started first, but did not “rise” or point her prow sufficiently into the channel of the river. When witness saw that, he was afraid there would be a collision, and ordered the engineer to back astern, which was done. After having backed four or five turns of the paddle, he ordered the engineer to give half a turn ahead, but this had no effect; and after backing 70 feet, the stern of the Premier struck on the dyke at Mr Hoby’s building yard. The Star still kept coming a head, and owing to the wind and tide being down, the bow of the Premier “slewed” a | little into the channel. Just as a number of Mr Hoby’s men were trying to shove the stern off the dyke, the Star came into collision with the Premier, the fore part of her paddle boxes bearing right down on the Premier’s stem. The shock carried away about twelve feet of the stern and bulwarks, and did considerable damage. A young boy was thrown from the deck into the water, and the greatest alarm and confusion prevailed among the passengers, some of leaping from the Premier on to Mr Hoby’s ground. Cross-Examined by Mr Strathern—There was no berth on the east end at which the Premier could have been accommodated, or witness would have taken advantage of it. At the time witness ordered half a turn a head, the bow of the Premier was inclining a little off the wharf. By the Bench—The captain of the Star must have seen the Premier coming up, as the latter was not very far from Renfrew when the former berthed there. There is no person on the wharf to order steamers where to berth; but we all follow the harbour regulations.

“Captain Douglas, superintendent of marine to Messrs G. end J. Burns, generally corroborated the preceding witness, and added that the Star could have backed away, but the Premier could not. Cross-examined by Mr Strathern—The cause of the collision was the Star starting first, but had Captain Lang kept fast the bow-rope of the Premier, the collision would not have occurred. By the Bench—Of course the collision had its origin in the Star taking the wrong berth; and, after having occupied the Premier’s berth, she ought not to have started first.

“Mrs Lindsay deponed that she was a passenger along with three of her children by the Premier on the day libelled on, and, in consequence of a collision, her son James, ten years of age, was thrown overboard, and with difficulty extricated from the water.

“Archibald Richards, assistant engineer on the Clyde, deponed that he was standing on the Renfrew wharf previous to the arrival of either of the steamers. He subsequently took out his passage by the Premier, whose bow “slewed” into the river with the tide and wind. The Star, at the time of the collision, could not have backed, or her stern would have come in contact with the wharf, and would have throw her bow into the river. Cross-examined by Mr Strathern—The half-turn ahead brought the Premier nearer to the Star, which might have passed, but it would have been very close work.

“John M‘Laren was next examined, but nothing new was elicited in the course of his evidence.

“Archibald M‘Queen, wharf’s-man at Renfrew, after a few questions from Captain M‘Farlane, was examined in exculpation by Mr Strathern, and deponed that the Star called for goods as well as passengers on the day in question. The goods were lying in the shed at the east end near the crane. The Star berthed at the usual place where steamers stopped when they had goods to take on board, provided the wharf is free.

“William Cocky was a passenger on board the Star, and deponed to having distinctly seen the Premier going two or three turns ahead, which brought her nearer to the Star.

“Alexander M‘Donald, principal customs-officer at Renfrew, deponed that it was the daily practice for steamers to berth at the east end for goods.

“Mr W. C. Patrick testified to there being plenty of room for the Star to pass had the Premier not neared her.

“This closed the case, when Mr Strathern briefly addressed the Bench for the defence, submitting that a steamer so far off as Henderson’s yard could not be held as approaching Renfrew Wharf, and that, therefore, the master of the Star had not contravened the regulations by berthing at the east end of the wharf.

“After a long consultation between Bailie Macgregor and Mr Forbes, the assessor, the Bailie decided that the case had been clearly proved. In the course of his remarks he animadverted very strongly on the working of the wharf at Renfrew, characterising it as a disgrace to the Clyde, and concluded by imposing a penalty of three guineas on Captain M‘Kellar, which was immediately paid. The case occupied the court for thee hours.”—Glasgow Sentinel, July 9, 1853

The second collision involved a fatality.

“Lamentable and fatal accident.—Yesterday morning the Star steamer left the Broomielaw a quarter past seven o’clock, for Arran. About the same time the gabert Barclay of Leven, belonging to Messrs Archd. Steven of Alexandria, and Alexander Strachan, of this neighbourhood, master A. Strachan, left this for Bowling, Mr Robert Bannatyne, portioner, High Street here, accompanying him. When nearly opposite Dumbuck House, on the north side of the lighthouse, Mr. Strachan was steering, and Mr. Bannatyne assisting to haul in the main sheet, endeavouring to clear the Star which was coming down the river, when the two vessels came in contact. The steamer struck the gabert on the larboard bow, knocking Bannatyne down. and before he could recover himself, the steamer struck the Barclay farther aft with the paddle wheel, cutting Mr Bannatyne about the head and. causing instantaneous death. Deceased was middle aged, and well known, and his melancholy and premature end has caused a great sensation in the town. He has left a widow, and a son and a daughter, both grown up. The gabert had some of her timber heads and planking carried away; and we are informed, would have been sunk, had she been loaded. The Star sustained considerable injury, and after putting her passengers on board the other steamers, returned to Glasgow to get her larboard paddle repaired. Miss M‘Kinnon from Arran, a passenger on hoard the steamer, was struck by the boom of the gabert, and sustained some injuries about the head. Dr. Stuart of Dumbarton, who was sent for, dressed her wounds, and she was enabled during the day to proceed on her journey. A Judicial inquiry into the whole affair has been commenced by the authorities.”—Dumbarton Herald, July 28, 1853

And another account.

“Collision on the river, and loss of life.—On Wednesday morning a collision occurred on the river, whereby one man lost his life and a lady was severely injured. From what we have been able to glean of the case, the facts are these:—At eight o’clock a.m. the steamer Star proceeded down the river on her ordinary passage to Largs and Arran. About the same time the gabert Barclay of Leven, belonging to Messrs Archd. Steven of Alexandria, and Alexander Strachan, Dumbarton, A. Strachan, master, left Dumbarton for Bowling, Mr. Robert Bannatyne, portioner, High Street there, accompanying him. When nearly opposite Dumbuck, the steamer came into violent collision with the lighter on the larboard side, damaging the latter considerably from stem to stern. Immediately after the two vessels had come in contact, great excitement prevailed on board the steamer, in consequence of the helmsman of the lighter, named Robert Bannatyne, having been struck by the revolving paddle-wheel, which fractured his skull, and death ensued almost instantaneously. Miss Millar of Brodick, a passenger on board the Star, was thrown to the deck by the force of the collision, but, beyond a slight contusion or two, she did not sustain any material injury. Miss M‘Kinnon from Arran, also a passenger on board the steamer, was struck by the boom of the gabert, and sustained some injuries about the head. Dr. Stuart of Dumbarton, who was sent for, dressed her wounds, and she was enabled during the day to proceed on her journey. The other passengers fortunately escaped unscathed. The only damage sustained by the steamer was a slight derangement of her paddle-ring. Bannatyne was middle-aged, and well known, and his melancholy and premature end has caused a great sensation in Dumbarton. He has left a widow, and a son and a daughter, both grown up.

“Pending the judicial inquiry, it would be premature to offer an opinion as to which of the parties interested is culpably negligent. But we believe, that although Captain M‘Kellar was absent from deck at the time—being at breakfast in the fore cabin—he had given strict injunctions to the pilot whom he left in charge, to keep to the north side of the river; and it was while fulfilling these instructions that the lighter was steered to the same side of the channel in violation of the regulations of the Clyde Trustees. We may also mention, that the Star stranded on the north bank, on which she lay high and dry for six hours, until floated off by the next tide and brought back to Glasgow_–her passengers being conveyed to their several destinations by the steamer Venus.”—Glasgow Herald, July 29, 1853

In August, the Star and Mars were offered for sale. Gold had been discovered in Australia in 1851, and good prices had been obtained for suitable small steamers from agents purchasing vessels to transport people and goods to the goldfields. The Glasgow Citizen that had run to Rothesay in connection with the Caledonian Railway had been sold to sail in Australian waters The problems with the completion and introduction of Vesta appear to have been resolved, allowing for the release of Star or Mars. Quite why there was a delay is unclear.

“At Glasgow.—Steamers for sale.—The steamer Star, with all her equipments as she is now at full work plying between Glasgow and the Island of Arran; hull and machinery made by Tod and M‘Gregor, in 1849; of extra strength for her size:— length of keel and fore rake 155 feet; breadth of beam,18 feet 4 inches; depth molded 9 feet; register tonnage 95 12/100; engine and boiler space 90 63/100; tonnage overall 185 75/100; is 110 horse power, speed 12½ to 13 English miles per hour; draught of water, 4 feet 6 inches. Has accommodation for cabin and steerage passengers and can be constructed to carry cargo. She is well suited in every respect for the Australian colonial trade.

“The steamer Mars, belonging to the same owners as the Star, will also be sold. She was built by Thomas Wingate and Co. in 1845; is 79 29/100 tons register, and 75 horse power. Now plying between Glasgow, Largs, and Millport.—For price or further particulars apply to Matthew Langlands, 32 St. Enoch-square, Glasgow—August 19 1853.”—Shipping and Mercantile Gazette, August 22, 1853

The season ended on September 20 with Largs and Millport sailings at 9 a.m. (train 10 a.m.), 11 a.m. (train noon), and 2 p.m. (train 3 p.m.). The 11 a.m. sailing on Tuesdays, Thursdays, and Saturdays proceeded to Brodick and Lamlash, returning the following days; and on Mondays, Wednesdays, and Fridays to Ardrossan, Troon, and Ayr.

On October 31, the Largs and Millport sailing was at 1.50 p.m.(train 3 p.m.), and on November 29, it was announced that Star would sail only on Saturdays at 10.45 (train 12),  returning Monday mornings.

The Isle of Arran’s winter schedule, sailing from Ardrossan on Tuesdays and Saturdays on arrival 10.30 a.m. train from Glasgow, and returning on Mondays and Thursdays, leaving Lamlash at 11.15 a.m., and Brodick at 12.15 a.m., for the 2.15 p.m. train to Glasgow continued into 1854 until the 11th of April when she was withdrawn for 10 days for overhaul. It was announced that her place would be taken by a packet or steam tug. On May 1, she began sailing on Tuesdays, Thursdays, and Saturdays at 12.30 p.m. on arrival of 10.30  a.m. train from Glasgow; returning on Mondays, Wednesdays and Fridays for the 2.15 p.m. train for Glasgow, leaving Lamlash at 11.30 a.m., and Brodick at 12.15p.m.

The summer schedule began on June 1, sailing daily from Ardrossan to Arran every morning 9.30 a.m. on arrival of 7.30 a.m. train from Glasgow, with and extra run every Saturday afternoon on arrival of 4.30 p.m. train from Glasgow, returning on Monday morning for the early train to Glasgow.

In January, the Duke of Hamilton had purchased the portion of the Island of Arran owned by Lord Rossmore for £51,000, consolidating his influence. The only remaining part of the island not owned by the Duke was in the possession of Mr Fullarton. The village of Brodick consisted of a cluster of properties below the castle, close by the old harbour where the passengers from the steamboats were landed. It was around this time that the center of the village moved towards Invercloy.

“Brodick. (From a Correspondent.)—This highly favoured spot, on the island of Arran, is much coveted by sea-side visitors at this season. Unfortunately, however, the accommodation is very far from commensurate with the demand, for many come by the steamers in the hope of finding lodgings for even a brief space, only to meet with disappointment. Favoured, as we are, with the best steamboat conveyance to and from the various ports on the Clyde several times each day, it is much to be regretted that more accommodation is not conceded fur the benefit of the valetudinarian; but the desire (f the ducal proprietor is to preserve the seclusion and rural character of the island as much as possible. His lordship is expected here about the beginning of August, and preparations are making at the castle for his reception. The old inn near the landing is about to be abandoned for a new and more commodious building in the middle of the bay at Invercloy. This is said to be the preliminary to an entire removal of the village of Brodick to Invercloy, the former being too near the castle.”—North British Daily Mail, July 12, 1854

Brodick

“(To the Editor of the Glasgow Herald.) Sir,—I use the liberty of addressing you of a very disagreeable subject, and if you will have the goodness to notice in your next publication the disgraceful circumstance which I am about to detail, I am sure you will not only confer a very great favour on the numerous and respectable class of individuals who are now seeking health and recreation at the many delightful watering-places in the Frith of Clyde, but will, at the same time, perform a very essential service to the public at large.

“I was a passenger yesterday afternoon on board the Isle of Arran steamer from Lamlash to Brodick, and, as we neared the pier at Brodick Bay, and halted to land passengers there, I was shocked beyond measure at seeing on board of the Ardrossan tug steamer, which was anchored almost alongside of us, two men in a perfect state of nudity, dancing and capering about on deck and on the paddle-boxes, exhibiting, and quite intentionally, exposing, their persons in a most disgusting manner, to the great annoyance of the passengers on board the Isle of Arran, a great proportion of whom were ladies. We were all so much shocked with this disgraceful exhibition, which was protracted and carried out in a manner that left no earthly doubt on our minds that the motive of the parties was to give us annoyance, that we made instant inquiries with a view to discover the parties’ names; but all the information we could obtain was that they were “Brodick men,” and did not belong to the tug. I was told that Captain M‘Phee, the Harbour Master of Ardrossan, had command of the tug, or had, at all events, come across in her from Ardrossan. Subsequent inquiries on shore convinced me that Mr. M‘Phee was not on board at the time, and I endeavoured to find him in the village of Brodick in order to his ascertaining from the crew who the parties were, and if possible have them punished, but in this I did not succeed, and as my stay at Brodick was necessarily very limited, I thought. I might calculate on the ready co-operation of some of the inhabitants to whom I resolved to communicate the subject of the complaint which I wished to make to Mr. M‘Phee. I accordingly narrated the circumstances above detailed to the first individual I met; and you may judge my surprise when he coolly told me I needed not trouble myself on the subject, as the men, had a perfect right to do what they had done, and no one had any business to interfere with them! This person appeared a respectable looking working man, and seemed in some way connected with the Brodick pier. He was not satisfied with giving expression to his opinion as above stated, but added that “people should not look at such sights, and the ladies should just have drawn down their veils.” On my telling him that I never expected to have seen in a civilised country such an unseemly exhibition, far less to find such a decent looking man as he seemed to be approving of and countenancing the same, he became so very insolent that I made inquiry and ascertaned that his name is Donald Fullarton, a ship porter at Brodick. When this person found that I had inquired for and been informed of his name, he followed me to the inn and made use of the most  abusive language towards me for daring to interfere in a matter with which he said I had no concern.

“I trust you will do me the favour of holding up this man’s conduct to the ridicule which it so well merits; and if you can suggest any means of punishing the two men who committed the outrage on board the tug, I shall be most happy to render every assistance in my power, and I am sure that several of the passengers of the Isle of Arran will readily co-operate with me.”—Glasgow Herald, August 11, 1854

Sailings by the Isle of Arran were reduced to their three days a week on October 1, and to two days a week for the winter service at the beginning of November.

For the direct sailings from Glasgow, the new year held some significant changes.

As spring developed, on April 10, 1854, the Largs and Millport Company offered two boats daily to Greenock, Gourock, Wemyss-Bay, Largs and Millport, at 8.15 a.m. (train 9 a.m.), returning in the evening, and 2.00 p.m. (train 3.00 p.m.) returning the following morning. The boat, likely Lady Kelburne, for Largs, Millport, Brodick and Lamlash on Arran sailed at 11.30 (train 1.00 p.m.) on Tuesdays, Thursdays and Saturdays, returning the following days. It was announced that the boat for Ardrossan, Troon, and Ayr was intended to commence on May 1. However, on May 8, when the schedule was rearranged, there was still no connection to Ardrossan and Ayr. The Arran sailing was moved to 12.30 p.m., and an additional sailing to Largs and Millport was introduced at 4.30 p.m. (train 5.00 p.m.).

In the middle of May, the Caledonian Railway implemented more reliable connections at Greenock between steamers and trains and provided a luggage van between the station and pier, free of charge.

On the last day of May, the regular steamer on the Ayr station, Lady Brisbane, went on the rocks outside Ayr Harbour. Happily, she was raised and Vesta filled in for her while she was repaired.

“Accident to the steamer Lady Brisbane.—Yesterday morning, a serious accident happened to the Lady Brisbane, one of the steamers which ply regularly between Ayr and Glasgow. Her usual hour of starting in the morning is 8 o’clock; but owing to the tide being at full ebb at that time, she left the harbour about six o’clock, and lay in the roadstead near one of the buoys, till her usual hour of sailing, receiving her passengers in small boats. When about to start, she was backed a little to get clear of the buoy, which lay directly in her front, and in doing so she struck on the Nicholas—a reef of rocks a short distance from the south pier—and one or more of the plates in her bottom were stove in. The water immediately rushed in, filling her cabin and engine room, and creating great consternation among the passengers. It being ebb tide she did not sink, but rested on the rocks on which she struck, and all the passengers and valuables were safely conveyed on shore—no person, happily, being the worse for the accident, save receiving a temporary fright. As the tide rose, the vessel gradually filled, and at high water she was almost completely submerged, only her funnel, mast, and paddle-boxes being visible above water. The buoy from the outer Nicholas rock having been removed, for re-painting, deceived the captain as to his position in regard to the inner Nicholas, and the accident may, in a great measure, be attributed to that circumstance. Much sympathy is felt for the captain, Ronald M‘Taggart, who is, we understand, a steady, careful, and obliging man, and well and favourably known to passengers who have sailed with him. Lighters and tugs are expected from the Clyde to-morrow to float the Lady Brisbane off the rocks. If the weather keeps moderate, there will be little difficulty in doing so.”— Ayr Advertiser, June 1, 1854.

“Greenock—June 9.—The Lady Brisbane (s), which sank at Ayr a few days ago, has been raised, and passed this port on Wednesday at mid-day, under easy steam, on her way to Glasgow. A tug and four lighters from Glasgow arrived at Ayr early on Friday last, for the purpose of raising the steamer. Operations are carried on with the greatest vigour, and on Saturday morning they succeeded in raising her.”—Shipping and Mercantile Gazette, June 10, 1854

“On the 2nd a tug and four lighters arrived at Ayr, and, after vigorous operations, they succeeded in raising her. When brought into the harbour, she was placed on the Sandbank, and the plates in her bottom replaced in a temporary manner. On the 9th she steamed up the Clyde to have her damages—which are said to be considerable—thoroughly repaired.”—Ardrossan and Saltcoats Herald, June 17, 1854

The Paisley Herald of June 3 gives an interesting account of the time-table at the intermediate piers. Leaving Glasgow, Bridge Wharf at 8.15 a.m., the steamer departed Greenock at 10.15 a.m., Gourock at 10.30 a.m., Wemyss-Bay at 10.50 a.m., Largs at 11.30 p.m., and arrived at Millport at 12 noon. The 12.30 p.m. departure from Glasgow was timed for 2.30 p.m. (Greenock), 2.45 p.m. (Gourock), 3.05 p.m. (Wemyss-Bay), 3.30 p.m. (Largs), and 4.15 p.m. (Millport), and then proceeded to Ardrossan, Troon and Ayr. The 2.00 p.m. departure from Glasgow was timed for 4.00 p.m. (Greenock), 4.15 p.m. (Gourock), 4.35 p.m. (Wemyss-Bay), 5.05 p.m. (Largs), and 5.40 p.m. (Millport), and then proceeded to Brodick at 7.00 p.m. and arrived at Lamlash at 8.00 p.m. The 4.30 p.m. departure from Glasgow was timed for 6.30 p.m. (Greenock), 4.45 p.m. (Gourock), 7.05 p.m. (Wemyss-Bay), 7.35 p.m. (Largs), 8.00 p.m. (Millport).

On June 13, the summer schedule was introduced with sailings from Glasgow at 8.00 (train 9 a.m.), 12.30 p.m.(train 1.00 p.m.), 2.00 p.m. (train 3.00 p.m.), 4.30 p.m. (train 5.00 p.m.). The 8.00 a.m. and 2.00 p.m. sailings proceeded to Brodick and Lamlash. The 8.00 a.m. sailing returned the same day from Lamlash at 2.00 p.m. and Brodick at 2.30p.m., while the afternoon sailing returned the next day leaving Lamlash at 5.30 a.m., and Brodick at 6.00 a.m. The 12.30 p.m. sailing carried on to Ardrossan, Troon, and Ayr, leaving Ayr next morning at 8.00 a.m., and Ardrossan at 9.30 a.m. Departures for Glasgow from Millport were at 6.00 a.m. (Largs 6.30 a.m.), 7.30 a.m. (Largs 8.15 a.m.), 10.15 a.m. (Largs 11.00 a.m.), and 3.45 a.m. (Largs 4.30p.m.). Fares to Largs and Millport were 1s. 6d. cabin, 1s. 0d. steerage, and Brodick, Lamlash, Ardrossan, Troon, and Ayr, 2s. 0d. cabin, 1s. 6d. steerage. Day returns from Brodick and Lamlash were 2s. 6d. cabin and 2 s. steerage.

The Venus took the afternoon sailing to Brodick and Lamlash.

“Arran.—On Saturday morning last it blew quite a gale at this island. The steamer Venus, which carries off the morning passengers, could not lie-to at the quay at Lamlash on account of the state of the tide; and, accordingly, it took the utmost exertions of four stout men to row out the ferry boat to the steamer. This open boat passage was, in short, attended with considerable danger; and the boatmen showed their full appreciation of the fact by refusing to make a second trip with the luggage, which lay on the beach, while the owners proceeded to Glasgow. Such wild weather has rarely been experienced in Arran at the same season of the year. It is to be lamented that the Duke of Hamilton, who is regarded as a generous and liberal minded man, does not build or permit the building of sufficient quays or piers at Brodick and Lamlash. In this respect the island is a quarter of a century behind the other places on the Clyde.”—North British Daily Mail, July 25, 1854

Lamlash

The lack of a morning excursion steamer specifically for Largs and Millport was noted by other owners on the Firth. While excursionists to those destinations could travel by Venus, the late afternoon departure for Glasgow made the day a very long one.

“The new steamer Reindeer, on and after Wednesday first, the 19th inst., will sail every lawful day (Saturdays excepted) from the Broomielaw Bridge, for Greenock, Gourock, Wemyss Bay, Largs, and Millport, at a quarter past ten o’clock, and on the Saturday mornings at nine o’clock; leaving Millport for Glasgow about a quarter before four o’clock p.m., and Largs about a quarter past four o’clock p.m.; on Saturdays from Millport about half-past one o’clock, and Largs about two o’clock p.m., and on Monday mornings from Millport at an early hour.—July 18, 1854.”—North British Daily Mail, July 21, 1854

The Reindeer was a modern steamer, built at the end of 1852 by Messrs Blackwood and Gordon at Paisley.

“Launch at Paisley.—On Saturday a fine new river steamer was launched from the building-yard of Messrs Blackwood and Gordon, at Cartvale, Paisley. There was a large concourse of people present, and at noon, being the hour of high water, all arrangements having been completed, the vessel was launched into her future element. She was named the Reindeer by Miss Colquhoun, of Glasgow, the daughter of one of the proprietors of the vessel. The Reindeer has been built for the Gourock and Glasgow Steam Company, and measures 165 feet length of keel and forerake; breadth of beam 16 feet; depth moulded 7 feet 3 inches. She is to be propelled by a direct acting engine of 70 horse power. The vessel is a fine specimen of naval architecture, and will do no discredit to her Paisley builders. We understand that Messrs Blackwood and Gordon are about to lay down the keel of a coasting screw steamer for an English company.”—North British Daily Mail, September 27, 1852

A model of her hull suggests that she had a canoe shaped stem.

When introduced early in 1853, she was placed on the Kilcreggan and Kilmun station, and was reputed to be a fast sailer. At the end of April, she was withdrawn and repainted for new duties.

“Notice.—The Reindeer steamer will be withdrawn on and after this date, in order to be repainted, before commencing her summer hours, which will be duly announced in the course of this week.—27th April.”—Glasgow Chronicle, April 27, 1853

In May, she was moved to the Rothesay station, at the time dominated by the remnants of the old Castle fleet with the addition of the Eagle and Petrel.

“Glasgow and Rothesay.—On and after this day, (Wednesday.) the 4th inst., the steamer Reindeer will sail from Glasgow for Rothesay, every lawful day (Saturdays excepted) at half-past nine o’clock, calling at Greenock, Gourock, Kirn, Dunoon, and Inellan, and from Rothesay, for Glasgow, at three p.m., calling at the above places. On Saturdays, from Glasgow at a quarter before 8 a.m., and from Rothesay at a quarter before 12 noon. Fares.—To or from Rothesay, steerage, 6d.; cabin 1s. To or from Greenock, steerage 4d.; cabin 6d. Return tickets from Rothesay same day, cabin 1s. 6d.; steerage 9d. One dozen cabin tickets to Rothesay, 9s.

“Pleasure excursion.—Every Saturday, (weather favourable) will sail from Glasgow Bridge at half-past four p.m., for Kilcreggan and Strone, calling at Renfrew and Bowling, allowing half-an-hour at Strone, and one hour at Kilcreggan. Fares.—To Renfrew or Bowling, and back, sixpence. To Kilcreggan or Strone, and back, one shilling.”—Glasgow Constitutional, May, 4, 1853.

“Notice.—The steamer Reindeer sails every day (Saturdays excepted) from Glasgow for Rothesay, at ½ -past 9 a.m., calling at Greenock, Gourock, Kirn, Dunoon, and Innellan; and from Rothesay, for Glasgow, at 2 p.m., calling at the above places. On Saturdays, from Glasgow, at ¼ to 8 a.m., and from Rothesay at ¼ to12 noon. Fares: from Glasgow to Greenock, 4d and 6d. From Glasgow to Rothesay, 6d and 1s. If returning dame day, 9d and 1s 6d. I dozen tickets to or from Rothesay 9s.—Peter Ralston.”—Glasgow Chronicle, May 25, 1853.

Rumours about the introduction of a steamer to run on Sundays in May, 1853, were rife. It would appear that the Reindeer was not doing well on her new route, and there was speculation that the “guilty” steamer to run on the Sabbath was the Reindeer, prompting the owners to place an advertisement on the newspapers.

“Notice.—The report circulated that the steamer Reindeer is to ply on Sundays is most distinctly contradicted by the proprietors.—Peter Ralston, Manager.”—Glasgow Chronicle, June 1, 1853

The Saturday afternoon excursions had proved popular, however.

“Saturday afternoon pleasure excursions to Strone and Kilcreggan. The steamer Reindeer (weather favourable) will sail every Saturday afternoon at 5 o’clock, for Renfrew, Bowling, Kilcreggan, and Strone, allowing about one hour at Kilcreggan. Fares.—To Renfrew or Bowling, and back, 0s 6d. To Kilcreggan or Strone, and back, 1s. 0d.”—Glasgow Chronicle, June 1, 1853

Throughout the season, the Reindeer with Captain Neil M‘Vean, was chartered for various works excursions. On May 20th, Messrs Glen and Macindoe of Barrhead, treated their employees to a trip Arrochar and a sail up Loch Goil; June 3rd it was the 500 workers of Clyde Bank Print Works, sailing to Lochgoilhead; June 4th, it was the workers of East Woodside Factory to Rothesay; June 7th, the 350 operatives of Messrs A. & A. Galbraith went to Arrochar; June 8th, the employees of Duntocher Cotton Mills went to Rothesay and Ardrishaig. On June 25, she was Commodore’s “yacht” for the Championship of Scotland Boat Race on the Gareloch. On August 5th, the employees of Messrs L. Hill & Co. had a trip to Inveraray and on the 20th, she took the workers of Messrs Wm. Miller & Sons, Springfield, Dalmarnock to Arrochar. She was Commodore yacht for the Innellan Regatta on August 25th. Towards the end of the season, the tailors of Greenock went to Ardrishaig on her on September 15th, and on the 19th, the shoemakers had a trip to Rothesay. Most of the works trips were accompanied by a band with dancing on board and dinner served by Mr Ralston, the Manager.

In November, the Reindeer was offered for sale

“For sale, the steamer Reindeer.—Length over all, 175 feet; breadth of beam, 16 feet; 70 horse power. Clyde built this season. Apply to Peter Ralston, 197, Argyll Street.”—Greenock Advertiser, November 1, 1853

The Reindeer was laid-up in Bowling Harbour, and in March, she was again offered for sale.

“First-class paddle steamer for sale.—There will be exposed for sale within the Royal Exchange Sale Rooms, Glasgow, on Wednesday the 15th curt ., at two o’clock afternoon, the fine iron river steamer Reindeer, built last year, now lying in the Harbour at Bowling; 84 tons register; length, 166 feet; breadth in midships, 15 feet; depth, 7 feet 3-10. Sails fast, and consumes little fuel. Steam engine 70 horse-power; diameter of cylinder, 47 inches; length of stroke, 3 feet 9 inches; with a strong tubular boiler, and four furnaces. For further particulars apply to Messrs C. and R. Baird and Muirhead, 54 West Nile St.—P. Burn & Co., Auctioneers.—Glasgow, March 1, 1854”—North British Daily Mail, March 11, 1854

She did not sell, but was offered again on the 29th of March with the upset price reduced to £2,500. It is not clear if she acquired new owners but she was on the river again in April with Captain Neil M‘Vean

“River Bailie Court.—Neil M‘Vean, master of the steamer Reindeer, was convicted on Friday of a contravention of the 40th article of the Harbour Regulations, in so far as on Wednesday afternoon he did not so reduce the speed of his vessel as not to interrupt the loading or unloading of the ships in the harbour, in consequence of which neglect the surge broke the aft mooring chain of the steamer Elk. He was amerced by Bailie Galt in a penalty of three guineas.”—Glasgow Herald, May 1, 1854

At the beginning of June, it was reported that Reindeer was at the building yard undergoing a thorough refitting, and on July 19th, she was placed on the Millport station with a new master.

To counter this intrusion into what had been a monopoly of the Largs and Millport trade, the Largs and Millport Company placed Vesta in opposition at a new time.

“Additional sailings to Largs and Millport.—The new steamer Vesta will sail from Glasgow every morning for Largs and Millport, at a quarter-past nine (train at ten); returning in the evening—leaving Millport at half-past two, Largs at three; intended for the half-past four train from Greenock to Glasgow.—Glasgow, July 15, 1854.”—Glasgow Herald, July 17, 1854

“The new steamer Reindeer sails every morning at a quarter past ten o’clock (Saturdays excepted) for Greenock, Gourock, Wemyss Bay, Largs, and Millport, and on the Saturdays at nine o’clock a.m., and a quarter-past six o’clock p.m. Passengers leaving Glasgow with the 7 o’clock p.m. train will be in time for the steamer at Greenock; Leaving Millport for Glasgow about a quarter before four o’clock, and Largs about a quarter past four o’clock p.m.; and on Saturdays from Millport about half-past one o’clock, and Largs about two o’clock p.m., and on Monday mornings from Millport and Largs at an early hour.”—North British Daily Mail, August 12, 1854

The Largs and Millport Company suffered further competition at the end of July, when it was announced that one of the Glasgow and Rothesay Steamers: Rothesay Castle, Eagle, Petrel, Ardentinny, or Cardiff Castle, would sail at 8 a.m. for Greenock, Gourock, Kilcreggan, Strone, Kirn, Dunoon, Innellan, Rothesay, Kilchattan Bay, Brodick, and Lamlash, returning from Lamlash at 2 p.m. Fares from Glasgow were single; 2s. cabin, and 1s. 6d. steerage, return 2s 6d. cabin, 2s. steerage. From Dunoon, the cabin fare to Arran was 2s., and from Rothesay, 1s. 6d., with steerage 6d cheaper.

“Largs, Millport, and Arran steamer.—The Star steamer sails from Glasgow every morning at 8 (train 9) for Largs, Millport, Brodick, and Lamlash, returning in the evening. The new steamer Vesta sails from Glasgow every morning at a quarter past 9 (train 10) for Largs and Millport, returning in the evening.—24the July 1854.”—Glasgow Herald, July 24, 1854

To compete with this new onslaught, Venus was placed on the early sailing to Arran, brought forward to 7.30 a.m., Train 8.00 a.m., and returning in the evening. On August 3rd, the sailings of the Venus at 7.30 a.m., for Brodick and Lamlash, and Vesta at 9.15 a.m. (Saturday 9 a.m.), for Largs and Millport, both returning in the evening, were highlighted for excursionists.

“Arran steamer.—Alteration of sailing hour.—The steamer Venus or Star, hitherto sailing at eight morning, for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash, will sail, on and after Monday 31st July, at seven o’clock—train at eight—till further notice.—Glasgow, July 28, 1854.”— North British Daily Mail, July 29, 1854

The steamers suffered the inevitable consequences of intense competition for speeding down the river.

“River Bailie Court—Steamboat cases.—Yesterday at the River Police Court, Mr. Alex M‘Kellar, master of the steamer Venus, was convicted before Bailie Galt of contravening the 40th article of the River and Harbour Regulations, insofar as on a day during last week he failed or neglected to slow his vessel while passing through the harbour, in consequence of which one of the moorings of the barque Triton was broken by the surge caused by the paddles of the Venus. He was fined in the sum of £5. Mr. Wm Buchanan, master of the Eagle, was also convicted of a similar offence, and amerced in a fine of £5. The case against Mr. Neil M‘Vean of the steamer Sovereign, also charged with like contravention, was departed from. Mr. Alexander M‘Lean of the steamer Reindeer, and Mr. Duncan M‘Kellar of the Vesta, were summoned for having been guilty of another contravention of the 40th article on Saturday last, while sailing their vessels down the harbour, in consequence of which a mooring of the barque Triton, valued at £70, was snapped in two pieces. The defenders failed to appear and a warrant was granted to bring them into court.”—Glasgow Chronicle, August 16, 1854

“River Bailie Court.—At this Court, on Thursday, Bailie Galt presiding, Mr Alex M‘Lean, master of the steamer Reindeer, and Mr Duncan M‘Kellar, master of the steamer Vesta, were accused of a contravention of the river regulations, by failing to slow the speed of their respective vessels, while sailing past the ship Triton of Liverpool, lying at Stobcross Quay, on Saturday last. It was proved that the surge from the said steamers broke the moorings of the vessel, and the defendants were found guilty, and amerced in the penalty of £5 each.”—Glasgow Sentinel, August 19, 1854

On the last Saturday of July, the old Invincible made an appearance at Millport on an excursion with the workers of Messrs George Buchanan & Sons, Candleriggs street. She does not appear to have been sold by Messrs Barr, but was sailing on the pleasure trips that were popular for factories around Glasgow and the west of Scotland in the early 1950s. Generally, she was sailing to Lochgoilhead during the week.

The Largs and Millport Company moved to the winter schedule on September 25, offering three sailings to Largs and Millport at 9.15  a.m. (train 10 a.m.), 10.45 a.m. (train 12 noon), and 2 p.m. (train 3 p.m.). The 10.45 a.m. sailing continued to Brodick and Lamlash on Tuesdays, Thursdays, and Saturdays, and to Ardrossan, Troon, and Ayr on Mondays, Wednesdays, and Fridays, returning the following mornings.

Star was involved in a collision on October 22, 1854, when sailing to Largs and Millport.

“The Largs steamer Star while coming down the river on Friday forenoon, came into collision off Govan with a schooner in tow of a tug steamer. The schooner’s bowsprit and figure-head were carried away, and one of the Star’s paddle-boxes was smashed. No one was hurt. The Star was obliged to return to Glasgow to get her damages repaired.”—Greenock Advertiser, October 24, 1854

On April 10, 1855, when the Mars was on the early Largs and Millport sailing from Glasgow, she experience a mechanical failure in stormy weather and went ashore at the Gogo burn south of Largs Harbour.

“Loss of the steamer Mars at Largs.—We regret to state that the steamer Mars, so well known on the station between Glasgow, Largs, and Millport, was totally lost in the storm of Tuesday last. After being thoroughly overhauled, she commenced plying for the season about ten days ago; and on Tuesday morning last, she left the Glasgow Bridge Wharf at eight o’clock. In the words of a passenger, who has kindly sent us some particulars of the accident, “The weather was very boisterous and stormy, but all things went on well till after passing Cloch Lighthouse, when she laboured very heavily in the sea, and made a considerable quantity of water. Her machinery appeared to be much out of order, as the crew had to pour buckets of water upon it. When approaching Largs Bay, the main shaft broke in two, which caused great alarm to all on board, as it was blowing a strong westerly gale at the time; and we were driven a good distance leeward before the sails could be hoisted up. We, sailed quietly past Largs harbour, still going to leeward, when a tremendous blast hurled mast and sails overboard, and, in the course of a few moments, the vessel went ashore at Gogo Burn, a short distance past Largs. The people on shore, when they saw what awaited the steamer, brought boats with great alacrity to the rescue of the passengers, and happily rescued them all, as well as the crew. Their only sufferings were caused by alarm and a thorough drenching. In the anxiety to save life, a generous and honest man drove his horse and cart into the foaming surge, but from the violence of the waves he was unable to render any assistance. In about half-an-hour after she stranded, the funnel fell overboard, the unfortunate vessel broke in two, and before two hours had elapsed scarcely a vestige of her was to be seen.”

“All accounts concur in stating that Captain Gillies did everything that could be done to save the vessel  but from the fury of the storm, and the disabled condition of the Mars, his efforts were ineffectual. We may add that, along with the passengers and crew, the former being twelve in number, there were landed in safety a quantity of goods and the furnishings of the vessel. The fragments of the wreck were strewed a mile along the shore. The Mars was about twelve years old, and built of iron. As she was not insured against the dangers of the sea, the loss will unhappily fall upon the owners.”—Glasgow Herald, April 13, 1855

Another account gives some additional information.

“Total loss of the steamer Mars at Largs.—This steamer, long known as plying on the Largs station, was totally wrecked at Largs in the storm of Tuesday last. About a week ago she commenced to ply for the season between Glasgow, Largs, and Millport, having undergone a thorough repair. On the morning of Tuesday last she left the Broomielaw on her downward trip. The weather was extremely boisterous, with a strong gale of north-west wind rendering a landing at Largs a critical task. On the Mars nearing Largs about noon the shaft of the engine broke, when Captain Gillies blew off the steam and hoisted all the canvass he possibly could so as to keep the vessel off shore; but the squall increasing in violence, his exertions were frustrated by the breaking away of his only mast by the board. The anchor was dropped, but being far too light for such weather, it dragged for some time, when the cable tore away the windlass, and the steamer proceeded to drift in shore without any apparent hope of being saved. Those on shore seeing the perilous position of the vessel had boats carried round under the direction of Captain Thomson, and launched where she was likely to strand. By this means all the passengers, 12 in number, together with the crew and a quantity of goods, and the furnishings of the vessel, were landed in safety; immediately after which the steamer was thrown broadside in a most exposed situation at the mouth of the Gogo, about 200 yards south of the harbour, where she soon after went to pieces, the fragments of the wreck being strewed along the shore for a mile to the south of the scene of the disaster. Captain Gillies exerted himself most gallantly in the emergency. On Wednesday the crew commenced to remove the engine piecemeal. The Mars was a substantial iron steamer built about 12 years ago. The loss will entirely fall on the owners, who are said to be not in the practice of insuring their vessels. The loss to the public will be felt for some time, as it will lessen the means of communication on this station until another steamer is got ready.

“We are favoured with another account of the disaster by a gentleman in this city who was a passenger, and which is corroborative of the foregoing. He says, such was the anxiety of those on shore to save life, that one generous and brave man drove his horse and cart into the foaming surge, but, from the violence of the swell, was unable to lend any aid. It may afford some idea of the violence of the weather when we state that in half an hour after the unfortunate vessel stranded, her funnel went overboard and she broke in two, and that before two hours had elapsed scarcely a vestige of her was to be seen.”—North British Daily Mail, April 13, 1855

Mars

On May 15, the Largs and Millport Company offered sailings from Glasgow for Largs and Millport at 8 a.m. (train 9 a.m.), 12.30 p.m., 2 p.m. (train 3 p.m.), and 4.30 p.m. (train 5.40 p.m.). The 2 o’clock steamer proceeded to Brodick and Lamlash, returning from Lamlash the following day at 5.45 a.m., Brodick at 6 15 a.m. The 12.30 sailing went on to Ardrossan, Troon, and Ayr, returning the following day from Ayr at 8.00 a.m., Troon at 8.30 a.m., and Ardrossan at 9.30 a.m.

The competition on the Largs and Millport station provided by the Reindeer was advertised to begin on May 21, and was amplified by the Merlin, offering an afternoon sailing, and return from Millport and Largs the following morning. However, the Merlin was not ready for her debut, and there was a further announcement that the Merlin would not sail for a few days.

The early history of the Merlin is recorded elsewhere, and she was one of the Glasgow and Rothesay steamers until she was sunk on the river in a collision with the Eclipse on October 18, 1853.

“Serious collision on the river.—Steamboat sunk.—On Tuesday forenoon, about half-past ten o’clock, a collision took place on the river, occasioned by the dense fog which prevailed at the time, in consequence of which the steamer Merlin was sunk, and the Eclipse narrowly escaped sharing a similar disaster. It appears that the Eclipse was proceeding on her outward bound trip for Dunoon, notwithstanding that a thick fog was upon the water, and when nearly half-way down the harbour, she encountered the steamer Merlin almost opposite Clyde Street, in the act of coming up to the upper wharf to take her berth for Rothesay, when the two vessels came together almost bow and bow, with a fearful crash, and the Merlin was so injured with the shock that she immediately after began to fill with water, and speedily settled down into the bed of the river. The Merlin, we understand, was not upon her regular passage when the accident occurred, having just left the bottom of the quay, after being overhauled, and made ready for the winter season, so that there were no persons on board except the captain and crew. The Eclipse, on the other hand, carried a number of passengers, but she was so little hurt by the collision, that she was enabled, immediately after the accident, to proceed on her voyage. When the Merlin was struck the captain very properly backed her, so as to reach the south side of the river, and then ordered her steam to be let off. This order was promptly obeyed, and prevented the chance of an explosion of the boilers. The hands on board got safely out by climbing over a sailing vessel, lying at the south quay, near which the Merlin went down. Being fitted with water-tight bulk-heads, the after part of the boat floated nearly half-an-hour after the bow had gone down, so that an opportunity was afforded for removing the furniture and other valuables out of the cabin. The Merlin now lies opposite Hyde Park Quay, in fifteen feet of water—the only parts of her visible being the mast and her two funnels.”—Glasgow Courier, October 20, 1853

Merlin was raised and repaired.

“The sunk Merlin.—The steamer Merlin, that came into collision with the Eclipse, and sunk in the harbour about a week ago, was weighed by four punts with Friday morning’s tide, and lifted down the river, opposite to Messrs Barclay & Curle’s building yard.”—Glasgow Courier, November 1, 1853

After lying in Bowling Harbour, she was offered for sale at the beginning of May, 1855.

“The subscribers are instructed to sell, by public roup, within the Royal Exchange Sale Rooms, Glasgow, on Wednesday, 2d May, at Two o’clock afternoon, a wood-built steam-dredging machine, of 14 horsepower, in excellent working condition, with spare buckets and links, anchors, chains, &c., complete, and eight punts, which may be had with the Machine or separately. Also, the well-known very fast river steamer Merlin, length, 160 feet; beam, 17 feet; depth, 8 feet; register tonnage, 104 27-100; and 2 Engines of 80 horse-power nominal. The steamer is in excellent working order, after a thorough overhaul in all points, and well worth the attention of steamboat proprietors. Also, the first-rate wood-built paddle-wheel steam-ship Commodore, 704 tons total, 387 tons register, with two engines of 365 horse-power. The engines have just had steam up after a thorough overhaul by Mr. Napier, who has made them as good as new, and the vessel is in admirable order. For the coasting or Government services this steamer is equally well adapted. And, without reserve, the steamer Rothesay Castle, 142 x 18 x 9 feet, 90 horse-power, as she now lies in the Island of St. Thomas, West Indies, in complete steaming order. The Dredging Machine and Punts may be seen in Dumbarton, and the Merlin and Commodore at Bowling Bay; and farther particulars of all learned by application to Messrs. William Denny & Brothers, Dumbarton; or to Hutchison & Dixon, Auctioneers.—Glasgow, 6th April, 1855.”—Glasgow Courier, April 24, 1855

“Sale of Dredging Machine and steamers.—Hutchison & Dixon sold on Wednesday, in the Royal Exchange, a wood-built steam-dredging machine of 14 horsepower, with appurtenances, and eight punts, for £950. Afterwards, the old Rothesay Castle, presently lying in the Island of St. Thomas, West Indies, for £420. The steamer Commodore, so long and favourably known in the Liverpool trade, as well as the river steamer Merlin, were also exposed for sale without finding buyers.”—Glasgow Courier, May 5, 1855

Whether she subsequently changed hands or was placed on the Millport station by her old owners, is not revealed. However, the two-steamer service was ready by June 1.

“Largs and Millport.—On and after Friday, 1st June, the steamers Reindeer and Merlin will sail every lawful day (Saturdays excepted), from Glasgow Bridge Wharf, at 10.15 a.m. (train at 11 a.m.; 3 p.m., train at 4 p.m., for Greenock, Gourock, Wemyss Bay, Largs, and Millport. And on Saturdays, at 9 a.m., 3 and 6.15 p.m., trains 4 and 7, for the above places. Returning from Millport at 9.30 a.m. and 3.30 p.m., except Saturdays at 9.30 a.m., 1.30 p.m.; Mondays at 5.30 and 9.30 a.m., and 3.30 p.m. Largs about half an hour after these hours.”—Glasgow Herald, June 4, 1855

The two-steamer opposition did not last long, however, as Reindeer was sold off the river just two weeks later.

“The fine river steamer Reindeer has, we understand, been withdrawn from the Glasgow and Millport station, having been purchased by Messrs Handyside & Henderson of this city for a Prussian firm at Memel. She is intended to carry mails on the river Niemen.”—Glasgow Courier, June 14, 1855

Merlin continued on her own, taking up the more profitable morning departure that provided a day excursion.

“Largs and Millport.—The steamer Merlin sails every lawful day from Glasgow Bridge Wharf, for Largs and Millport, at 10.15 a.m., except on Saturday, at 9 a.m., and 6.15 p.m. Returning from Millport daily, at 3.30 p.m., except Saturdays at 1.30 p.m., and Mondays, at 5.30 a.m. and 3.30 p.m. The steamer Reindeer has ceased plying. All previous notices withdrawn..”—Glasgow Herald, June 15, 1855

The Largs and Millport Company changed the time for Vesta’s sailing to 9.45 a.m. to thwart the competition.

“Largs Fair.—On Tuesday first, 19th June, the steamer Lady Kelburne will sail from Glasgow Bridge Wharf, at 8 o’clock morning, for Largs Fair. The steamer Vesta will also sail, at three-quarters past 9 morning, for Greenock, Gourock, Largs, and Millport. Both vessels return in the evening—the Vesta leaving Largs about half-past 3, and the Kelburne about 5.

“N.B.—The Vesta will in future sail at three-quarters past 9 morning for the above ports.”—Glasgow Herald, June 18, 1855

New schedules and new express engines were introduced by the Caledonian Railway in the summer and advertised connections to Largs and Millport on the down10 am and 4 p.m. trains from Glasgow with steamers leaving Greenock at 11 a.m., and 4.55 p.m. The up journeys on the 6.45 a.m. and 2.15 p.m. sailings from Millport; 7.15 a.m. and 2.45 p.m. from Largs; 8.00 a.m. and 3.30 p.m. from Wemyss Bay, were in time for the 8.50 a.m. and 4.30 p.m. trains leaving Greenock.

“Largs and Millport.—The steamer Merlin sails every lawful day from Glasgow Bridge Wharf, for Largs and Millport, at 10.15 a.m., except on Saturday, at 9 a.m., and 6.15 p.m. Returning from Millport daily, at 3.30 p.m., except Saturdays at 1.30 p.m., and Mondays, at 5.30 a.m. and 3.30 p.m.”—Glasgow Herald, June 18, 1855

Lady Brisbane had a dramatic breakdown off Ardrossan on June 22, 1855. Among the passengers was the editor of the Ayr Observer who used his position to attack the response of the master.

“Steam-boat accident.—The Ayr Observer of Tuesday publishes the occurrence of an accident on Friday last, on board the steamer Lady Brisbane, at the Horse Isle, off Ardrossan. At that point of the passage from Glasgow to Ayr, at full speed, a strange noise was heard for two or three seconds in the engine room—the steam was suddenly blown off—and the vessel brought to an abrupt stop. As there was no appearance of a boat putting off from the shore, the anchor was made ready to be let go at a moment’s notice—the object being to prevent the vessel drifting on the Horse Isle, which she would have done had assistance been long delayed and the steamer been unprovided with an anchor. The paragraph complains that the master of the Lady Brisbane made no effort for the accommodation of his passengers; in short, that he treated them with indifference. An unsuccessful attempt was made to put the machinery to right, and the result was that the passengers had to remain at Ardrossan over night, and find their way to Ayr or elsewhere the best way they could.”—Glasgow Courier, June 28, 1855

“Steamer accident at Ardrossan.—We learn from the Ayr Observer that an accidental breaking of a portion of the machinery of the steamer Lady Brisbane, while off Ardrossan, on the evening of Friday last, led to the vessel’s detention at that harbour all night, putting the passengers to much discomfort and inconvenience. Our contemporary gives a lengthened account of the affair, in which he engages in bitter reflection upon the captain of the steamer and others for a want of promptitude and feeling for the convenience of the belated passengers in the emergency.”—Glasgow Herald, June 29, 1855.

A more nuanced view appeared a week later.

“Accident to the Lady Brisbane Steamer.—ln last week’s Herald we mentioned that an accident had occurred to the Glasgow and Ayr steamer, when nearing Ardrossan Harbour, on Friday evening. We have since learned, that on the passengers coming ashore, they had applied to the captain for a special train by which they might reach Ayr, which they were refused; they again went on board at eleven o’clock, but after a vain attempt to proceed, were forced again to disembark, and find beds where they best might at such a late hour; and that nothing was allowed by the owners, (excepting the return of the fare), for the extra expense to which the passengers were put on account of the accident. The whole circumstances are given this week in the Ayr Observer, the editor of which was aboard, and certain reflections are cast upon the officials of the Ardrossan Harbour for their indifference to a flag of distress; and upon the collector at the Railway Station here, for not providing the passengers with a special train. It was considered by those on board that the Tug-Boat might have come out sooner, but people in their circumstances, are not in the best position to judge of supposed delays occurring at a mile’s distance. The vessels tugged out were lying in the lock, ready for sea, and the Tug brought them with her, threw them off, and proceeded at once to the steamer. No direct request was made to the Harbour-Master for the Tug to convey the passengers to Ayr, although we believe it is perfectly true that she is working upon one boiler. Neither was there a direct application made to the collector at the station for a special train, which could only have been supplied by telegraphing for it, as the terminus at Ardrossan is not one of those stations, at which the company have advertised special trains may be had. It was perhaps alarming enough, (although there was not a ripple on the water,) to be in a steamer, which was “suddenly stopped about a mile from shore—the steam blowing off—the sails hoisted,—and a flag of distress displayed;” but there was no occasion to look at every thing through a false medium, and ascribe indifference, and insinuate inhumanity, to those who actually came off to help— and did it, too, free of expense.”—Ardrossan Herald, June 30, 1855

During 1855, Millport Harbour was undergoing a reconstruction.

“Improvements at Millport Harbour.—A very considerable improvement is at present in progress at the harbour at Millport. In some parts, where it was shallow, and offensive from noxious exhalation, these parts have been filled up, and taken to widen the main street, while other parts, which consisted of sunk freestone rock, have been blasted, and added to the capacity of the harbour. The whole is in the course of being deepened. These improvements are being executed partly from the funds of the harbour dues, and partly from public subscription. The old pier or harbour was built originally by the private subscription of a few individuals, but the new part, which extends considerably towards the sea, was erected by a joint stock company, for the purpose of having a good landing place for passengers by the steamers. The rates levied pay the shareholders 5 per cent on their respective shares, besides leaving a surplus sufficient for repairs. It must be observed that no act of Parliament was applied for to erect this harbour, as was the case at Gourock and Largs in regard to the piers at these places. In consequence of not having been subjected to the heavy expenses of obtaining an act of Parliament, the dues exacted are quite trifling, and never objected to by any person.”—Glasgow Courier, June 30, 1855

Millport

In July, Merlin was joined by the double-ended steamer, Sir Colin Campbell. She had just been completed, on speculation, by Messrs John Barr, Glasgow. She was named after the hero of Alma and Balaklava, victories in the previous year on the Crimean campaign to stop Russian expansion into the Middle-East. Earlier in the year, the same builder had completed the Alma for Captain Stewart.

“The Steamer Sir Colin Campbell.— A new iron steamer, called Sir Colin Campbell, has been placed on the river, and her peculiarity of model attracts considerable attention from Steamboat Quay loungers and coast visitors. She has two bows, each of which is fitted with a rudder which forms part of the cutwater and is rendered a fixture or made moveable according to the direction in which the boat is steaming. This mode of construction, which is similar to that of the steam ferry boats on the Mersey and that on the Tay in connection with the Northern Railway, entirely does away with the necessity of turning the steamer, and would prove of immense advantage in this river if more generally adopted. At some piers that of Helensburgh for instance, considerable loss of time is incurred by the distance which a steamer has to be backed before she can be turned either towards Greenock or Gareloch, and in some narrow harbours, such as Tarbert, on Lochfine, the steamers have no room to turn all, but must be canted by means of hawsers. In such stations, and for running up narrow lochs, like Loch Ridden in Kyles of Bute, the advantages of this new model are so obvious as to be discovered at a glance, and the wonder is that it has not been tried at earlier date. The Sir Colin Campbell is the property of Mr Barr, of Glasgow, the enterprising builder of some of our fastest river steamers. Greenock Telegraph, July 17, 1855

She was immediately placed on the Largs station.

“Largs and Millport.—On and after Wednesday, 18th July, the steamers Sir Colin Campbell and Merlin will sail every lawful day (Saturdays excepted), from Glasgow Bridge Wharf, at 9.45 a.m. train at 11 a.m.; 3 p.m., train at 4 p.m., for Greenock, Gourock, Wemyss Bay, Largs, and Millport. And on Saturdays, at 9 a.m., 3 and 6.15 p.m., trains 4 and 7, for the above places. Returning from Millport at 9.30 a.m. and 3.30 p.m., except Saturdays at 9.30 a.m., 1.30 p.m.; Mondays at 5 and 6.30 a.m., and 3 p.m. Largs about half an hour after these hours. Fares from Glasgow to Largs or Millport, single 1s. 6d. cabin, 1s. 0d. steerage; return ticket, 2s. 0d. cabin, 1s. 6d. steerage.”—Glasgow Herald, July 20, 1855

Merlin ceased plying for the season on September 1.

Competition from the steamer on the Arran by way of Rothesay route was announced in the Glasgow Herald of June 8th. The swift steamer Eagle would resume sailings about June 15, sailing at 7.45 a.m. In fact the service began on the 18th of June. Eagle was the swift and powerful steamer on the route for the year, leaving Glasgow at 8.15 a.m. (train 9 a.m.) for Greenock, Gourock, Kilcreggan, Strone, Kirn, Dunoon, Innellan, Rothesay, and Kilchattan-Bay. She would leave Greenock at 9.00 a.m., Strone at 10.25 a.m., Kirn at 10.30 a.m., Dunoon at 10.40 a.m., Innellan at 10.55 a.m., and Rothesay at 11.20 a.m. The return from Lamlash was at 2.15 p.m., and Brodick at 2.45 p.m. Return fares from Glasgow were 3s. cabin, 2s. steerage and the respective single fares were 2 s., and 1s. 6d. From Dunoon, return fares were 2s., and 1s, 6d.; from Rothesay 1s. 6d., and 1s.

By the end of the season, on September 22, Eagle had been replaced by Petrel.

For the Largs and Millport Company, the additional early steamer for Arran that offered the possibility of a day excursion was introduced on June 23. It sailed at 7.30 a.m. (train 8 a.m.) with a return from Lamlash at 2 p.m. and Brodick at 2.30 p.m. The remaining Largs and Millport schedule provided sailings from Glasgow at 9.45 a.m., 12.30 p.m. (proceeding to Ardrossan, Troon, and Ayr), 2 p.m. (train 3 p.m.) and proceeding to Arran, and 4.30 p.m. (train 5.40 p.m.).

“Splendid pleasure-sailing.—To Arran and back same day.—The fine sea-going steamer Lady Kelburne sails for Largs, Millport, Brodick, and Lamlash, every morning at half-past seven; returning in the evening, leaving Lamlash about two, and Brodick about half-past two o’clock. Also the fine steamer Vesta sails for Largs and Millport, every morning at a quarter before ten; returning in the evening, leaving Millport at a quarter before three, and Largs at half-past three.

“Fares from Glasgow:—to Largs or Millport, single, cabin 1s 6d, steerage 1s. 0d.; to Largs or Millport, return (same day), cabin 2s 0d, steerage 1s. 6d.; to Brodick or Lamlash, single, cabin 2s 0d, steerage 1s. 6d.; to Brodick or Lamlash, return (same day), cabin 3s 0d, steerage 2s. 0d. The return tickets to Largs and Millport are available by any of the Company’s boats on the afternoon of same day. N.B.—Return tickets to Arran on Saturday available on Monday.—23d June, 1855.”—Glasgow Herald, June 25, 1855

It should be noted that the day-return cabin fare between Glasgow and Arran was 3s. and increase of 6d. over the previous year and matching the fare by the Rothesay route.

On September 24, the sailings to Arran and Ayr were reduce to three times weekly. Daily sailings to Largs and Millport were at 9.15 a.m., 11.30 a.m. (train 12 noon), and 2 p.m. (train 3 p.m.); returning from Millport at 6.45 a.m., 10.30 a.m., and 2.15 p.m., from Largs at 7.30 a.m., 11.15 a.m., and 3 p.m., and Wemyss-Bay at 8 a.m., 11.45 a.m., and 3.30 p.m. (weather permitting). The 11.30 p.m. sailing from Glasgow carried on to Brodick and Lamlash on Tuesday, Thursday, and Saturday, and to Ardrossan, Troon, and Ayr on Mondays, Wednesdays, and Fridays.

The winter service began on October 25 with the 10.30 a.m. (train 11 a.m.) sailing to Largs, Millport, Brodick and Lamlash on Tuedays and Saturdays, returning on Mondays and Wednesdays leaving Lamlash at 8.30 a.m. and Brodick at 9 a.m. with single fares 3s. cabin, and 2s. steerage (increased fares for winter only). The usual daily Largs and Millport sailing at 2 p.m. (train 3 p.m.) returned from Millport at 7.45 a.m., and Largs at 8.30 a.m.

On 8th Jan 1856, Star ceased plying to Arran.

Sailings between Ardrossan and Arran by the Isle of Arran continued during the year. On January 27, the Isle of Arran was sailing on Tuesdays and Saturdays at 12.15 p.m. on arrival of 10.30 a.m. train from Glasgow; returning Mondays and Thursdays from Lamlash at  11.15 a.m. and Brodick at 12.15 p.m. as she had done in previous years. On June 1, the schedule changed to leave Ardrossan at 9 a.m. on arrival of the 7 a.m. train from Glasgow. The steamer returned in time for 5.15 p.m. train to Glasgow. An additional sailing was given on Saturday afternoons on arrival of the 4.30 p.m. train from Glasgow, returning on Monday mornings for 8.45 a.m. train to the city. On busy Fridays, there was also a second sailing in conjunction with the 4.15 express from Glasgow, returning to Ardrossan early on Saturday morning. In July and August, as had happened since 1851, pleasure trips were given on Wednesday afternoons, and the afternoon train to Glasgow was not guaranteed. Return tickets issued on Friday or Saturday could be used on Mondays. The Friday afternoon sailing was discontinued early in September, and on October 13th, the winter service sailing on Tuesdays and Saturdays, returning Mondays and Thursdays was in place.

According to his obituary in the Greenock Telegraph of January 13, 1875, Captain Duncan M‘Kellar retired from active life as a ship master in 1855. His eldest son, Alexander, became the principal member of the family involved in the business that remained under the management of Mr Langlands. A replacement for the Mars had been ordered, and was expected to be completed in the spring. The company had gone to Messrs Tod & MacGregor at their Meadowside yard in Partick for the new steamer. They were among the most celebrated builders or iron steamers on the river. When the new season began, there were some novel changes in the use of the steamers, perhaps reflecting Alexander’s influence The new steamers introduced after this date had red funnels with black tops and two white bands rather than the older black funnels.

The new year was just two days old when tragedy struck the M‘Kellar family. Duncan, second son of Duncan M‘Kellar was drowned at Millport. He had been serving as engineer on the Lady Brisbane.

“Fatal Accident.—On Wednesday night, Mr. D. M‘Kellar, the engineer of the steamer Lady Brisbane, lost his life at Millport. He had been in the village on a visit, and was returning on board a little after nine o’clock, when he must have missed his footing, and fell between the vessel’s side and the quay. It would seem that he was at once drowned, as he gave no sign to alarm those on board, who were ignorant of the sad accident; although aware of his absence; and the steamer sailed next morning without him. About an hour after her departure, Mr. M‘Kellar’s cap was found floating on the water, and a search having in consequence been instituted, his body was found at the bottom, close to the end of the pier where he fell in. Mr. M‘Kellar was much respected, and has left a widow and one child.”—Glasgow Chronicle, January 9, 1856

In the first week of February, the night of February 6, a storm of hurricane strength hit the west of Scotland. The Lady Brisbane had to leave Millport Harbour and run for refuge in the lee of Cumbrae at Balloch Bay, at the north of the island, and was kept under steam all night to avoid being driven ashore.

“A Largs correspondent writes as follows:—We have had a full share of the late storm. At midnight the tide came over the beach, and made its way into several of the houses and shops. At 2 a.m. the storm was terrific; and to see the steamer Lady Brisbane driven across the Bay in such a night added much to our anxiety. On her return to Largs on Thursday evening, in steering for the quay in her usual track, the steamer took the ground on a bank which had been thrown up by the previous night’s storm. It was then about low water, and the wind at north-west, blowing in violent squalls on the broadside of the steamer, made her position perilous. Boats from the shore very smartly landed all the passengers; indeed, everybody seemed willing to lend their aid; and as the tide flowed, the bow of the steamer got round to the north-west point of the quay, and the engines being set on, the Lady Brisbane went off without any apparent damage.”—Glasgow Herald, February 13, 1856

Largs quay was damaged and the pier at Wemyss Bay was destroyed. In Bowling Bay, steamers laid up for the winter were driven from their moorings. The steamer Chancellor was driven on the dyke; the Eagle was jammed between two other vessels with her back broken and her funnels meeting at the top through the effect of the fracture; the Wellington was sunk in the bay; Venus was stripped of her paddleboxes, and her paddle-wings were carried away; the bow of the steamer Merlin was driven upon the river dyke; and the Invincible is in a similar position. Remarkably, all the steamers were repaired with the exception of the Merlin. Consequently competition on the Largs and Millport station eased. The Sir Colin Campbell sailed to Rothesay in the season.

Wemyss Bay pier

Now with a depleted fleet: Lady Kelburne, Lady Brisbane, Star, and Vesta, the Largs and Millport Company needed prompt repairs made to the Venus, and the rapid completion of their new steamer. On the last day of February, the Greenock Advertiser noted that the new steamer, Jupiter, intended for the Largs station, was expected to be launched in a short time.

In the meantime, the Isle of Arran sailing from Ardrossan continued on her winter schedule.

“Isle of Arran sails from Ardrossan for Arran, every Tuesday and Saturday, at a quarter-past twelve, on the arrival of the half-past ten train from Glasgow. Returning from Arran, every Monday and Thursday, leaving Lamlash at half-past eleven, and Brodick at a quarter-past twelve, for the quarter-past two train to Glasgow.—The railway carriages take passengers and luggage to and from the steamer.—Ardrossan, January 5, 1856.”—Ardrossan and Saltcoats Herald, January 12, 1856

At the beginning of March, when Isle of Arran would normally sail three days a week, she was due for her annual overhaul. Star provided coverage of the sailings from Ardrossan.

“Notice.—After Thursday first, the 13th instant, the steamer Isle of Arran will be off the station, to undergo the annual repairs. Communication between the Island of Arran and Ardrossan, will be kept up by the Star steamer, until the Isle resumes her sailings.—See steamer Star’s advertisement.”—Ardrossan and Saltcoats Herald, March 8, 1856

“Steam to Arran.—It will be observed, from our advertising columns, that provision is about to be made by Mr Langlands for convenient transit to and from Ardrossan and Arran three times a-week.”—North British Daily Mail, March 8, 1856

“Ardrossan and Arran steamer.—On and after Thursday first, the 11th March, the steamer Star will sail from Glasgow Bridge Wharf every Tuesday, Thursday, and Saturday, at three-quarters past ten, for Greenock, Gourock, Largs, Millport, Ardrossan, Brodick, & Lamlash. Leaving Ardrossan for Arran about half-past three p.m.; returning following morning, from Lamlash at 8; from Brodick about half-past 8; from Ardrossan about 10; from Millport about 11; and from Largs about half-past eleven o’clock, for Greenock and Glasgow.—Glasgow, March 7, 1856.”—Glasgow Herald, March 10, 1856

The Isle of Arran was back on her station on April 1, but on April 21, the Star again had to deputise for Isle of Arran for a few days, and carry the mails, sailing from Ardrossan at 3.30 p.m.

“Ardrossan and Arran steamer.—On and after Tuesday, the 1st of April, the Isle of Arran steamer will sail from Ardrossan for Arran, every Tuesday, Thursday, and Saturday, at half-past 12 o’clock, on the arrival of the 10.30 train from Glasgow; returning every Monday, Wednesday, and Friday, for the 2.15 train to Glasgow.—March 29, 1856.”—Ardrossan and Saltcoats Herald, March 29, 1856

The new steamer for the Largs and Millport Company, Jupiter, was launched on Thursday, March 20.

“Launch.—There was launched yesterday, from the building-yard of Messrs Tod & M‘Gregor, Partick, a beautiful paddle steamer, named the Jupiter, and Intended to ply on the Largs station. In honour of the event, we noticed that the other vessels belonging to the enterprising Largs steam-boat company had their bunting exhibited with great taste and profusion. The above steamer is beautifully modelled.”—North British Daily Mail, March 21, 1856

The season started early in April with an advertisement for a sailing to Arran by “Jupiter or Star”, aimed at the unsuspecting public hoping to be the first to sample the new steamer. In fact, she was not yet completed, and closest they would get would be a glipse of Jupiter as they passed Partick on Star.

“Splendid route to the Island of Arran.—The fine new sea-going steamer Jupiter, or Star, will sail from Glasgow Bridge Wharf on Thursday morning, 3d April, at half-past seven, for Greenock, Gourock, Largs, Millport, Brodick ,and Lamlash—returning in the evening. This grand route includes a view of the Cloch Lighthouse, Inverkip, Wemyss Bay, Skelmorlie Castle, Largs, Fairlie, Islands of Cumbrae, Cumbrae Lighthouse, and the Alpine scenery of Arran. The captain will inform the parties what time they will have at Arran to view the scenery ashore. Fares for the whole excursion :—cabin 2s; steerage 1s 6d—Glasgow, April 1, 1856.”—North British Daily Mail, April 1, 1856

“Fast day.—Cheap pleasure sailing. The fine sea-going steamer Lady Kelburne will sail from Glasgow Bridge Wharf, on Thursday morning the 3d April, at 9 o’clock for Greenock, Gourock, Largs, Millport, and Ardrossan—returning in the evening. Parties will have an opportunity of visiting the spacious docks of Ardrossan. Fares for the day’s excursion”—cabin, 2s; steerage 1s 6d.— Glasgow April 1 1856.”—North British Daily Mail, April 1, 1856

“Notice.—On and after Saturday first, the 12th instant, the steamer Vesta will sail from Glasgow Bridge Wharf every morning at a quarter-past 8 o’clock, train 9, for Greenock, Gourock, Largs, and Millport, returning in the evening. Fares (going and returning same day), cabin 2s; steerage, 1s 6d.”—North British Daily Mail, April 10, 1856

Jupiter was a fine, two-funneled vessel, 185 feet in length, 18¼ feet in the beam, moulded depth 8¼ feet,  and powered by a steeple engine delivering 85 h.p.

Jupiter

“The Jupiter.—This very beautiful steamer, formerly noticed in our paper as having been built and launched from the building-yard, Partick, has had a trial of her engines down in the Clyde. The result gave the utmost satisfaction, the speed attained having been 15 knots per hour. There was very little vibratory motion, and, with the exception of an occasional heating of the journals, all went well. Knowing that the people in the Largs district are on the tapis of expectation for her being placed on that favourite route, as well as to know what like she will be, we may mention that the ceiling of the saloon will be decorated with gold and green panels, the beams and stiles pure white, imparting to the whole a pleasing and aerial effect. The walls will be decorated with papier maché ornaments, heightened with gold, the ground of which is also green, in various shades, according to the relief of the moulding &c. The panels are elegant specimens of glass paintings, which will, we have no doubt, be found interesting and instructive to such as travel in her. The ladies’ cabin, we may add, is in the same style as the saloon, but somewhat simplified. The execution of the above is entrusted to Mr. C.T. Bowie, Bothwell Street, Glasgow.”—North British Daily Mail, April 17, 1856

“The beautiful new steamer Jupiter, the trial trip of which we noticed yesterday, will, we learn, very shortly take her place on the Glasgow and Arran route, commanded by Captain Alexander M‘Kellar, long known in the Largs trade, and great things are expected of her capabilities.”—North British Daily Mail, April 18, 1856

Beginning on May 1, the Ayr and Stranraer steamer Caledonia or Scotia began sailing to Campbeltown on Fridays at 10 a.m. in connection with the 7 a.m. train from Glasgow. On her sailing, she called off Kildonan and Clauchog Shore on the south end of Arran. She returned, leaving Campbeltown at 6.30 a.m. on Saturday morning, in time for the 11 a.m. train from Ayr to Glasgow.

In May, there was an alteration in the timing for the Largs and Millport Company’s Arran steamer to its preferred sailing time from Glasgow of 2 p.m. Like the Ardrossan and Ayr sailing, it remained three days per week until May 27.

“Ardrossan, Troon, and Ayr steamer.—The steamer from Glasgow for Ardrossan, Troon, and Ayr, sails every Tuesday, Thursday, and Saturday, at half-past twelve o’clock, returning following mornings, leaving Ayr at eight o’clock, and Ardrossan about half-past nine for Greenock and Glasgow.”—Glasgow Herald, May 12, 1856

“Alteration of hours.—The steamer from Glasgow to Brodick and Lamlash sails every Tuesday, Thursday, and Saturday, at two o’clock, in place of the three quarters past ten, not calling at Ardrossan, leaving Lamlash following mornings at three-quarters past five, Brodick about a quarter past six, for Greenock and Glasgow.”—Glasgow Herald, May 12, 1856

“Additional sailings to Arran.—On and after Tuesday first, 27th May, the Largs steamer to Arran will sail every afternoon at two o’clock, returning following mornings at the former hours.—May 26 1856.”—North British Daily Mail, May 27, 1856

Changes were also made to the timing of the Largs and Millport sailings.

“Additional sailings to Largs and Millport.—On and after Monday, 2d June, a steamer will leave Millport at half-past six o’clock, Largs about 7 a.m.; leaving Glasgow every afternoon at half-past 4, for Greenock, Gourock, Largs, and Millport.—Glasgow, May 31, 1856.

“N.B.—The quarter-past 8 a.m. steamer for Largs and Millport is discontinued till further notice.”—North British Daily Mail, May 31, 1856.

Jupiter sailed at 7.30 a.m. on the Queen’s Birthday holiday, May 29th.

“Additional sailings to Arran.—The swift sea-going steamer Jupiter, built expressly for the Arran station, will sail, on and after Monday first, 2d June, from the Glasgow Bridge Wharf every Morning at half-past seven o’clock for Greenock, Gourock, Largs, Millport, Brodick, and Lamash. Leaving Lamlash about half-past one, calling at the above ports. Fares to Largs and Millport: cabin 1s 6d; steerage 1s 0d; going and returning same day, cabin 2s 0d; steerage 1s 6d; to Brodick and Lamlash: cabin 2s 0d; steerage 1s 6d; going and returning same day, cabin 3s 0d; steerage 2s 0d.—Glasgow May 31 1856.”—North British Daily Mail, May 31, 1856.

Daily sailings to Ayr began in June.

“Additional sailings to Ayr.—On and after Tuesday (to-morrow), one of the Largs Co.’s steamers will sail from Glasgow Bridge Wharf every day, at half-past twelve, for Greenock Gourock Largs, Millport, Ardrossan, Troon, and Ayr. The steamer leaves Ayr for Glasgow every morning at three quarters-past seven o’clock. Fares to Ardrossan, Troon, or Ayr: cabin 2s.; steerage 1s. 6d.—Glasgow, 9th June 9, 1856.”—Glasgow Herald, June 9, 1856

The competition for Arran traffic by Rothesay began for the year on June 4. This was almost exclusively the domain of Eagle, sailing at 8 a.m. from Glasgow.

“Favourite route to Arran and back same day, via the Island of Bute.—On and after Wednesday, 4th June, the fast sea-going steamers Ruby or Eagle will resume trying to Arran, leaving the Bridge Wharf, Glasgow, at 8 a.m., calling at Greenock, Gourock, Kirn, Dunoon, Inellan, Rothesay, and Kilchattan Bay—returning to Glasgow in the evening, calling at the above ports; leaving Rothesay about 4.15 p.m. Fares: to Brodick or Lamlash single ticket, cabin 2s, steerage 1s 6d; return ticket, cabin 3s, steerage 2s 0d.— Steamers Office, Rothsay, June 4, 1856”—North British Daily Mail, June 16, 1856

The new Jupiter was placed in opposition, sailing at 7.30 a.m. with a train connection at 8 a.m. While the Eagle might provide the “favourite route,” the Jupiter’s sailing was branded the “superior route to the Island of Arran.”

“Cheap pleasure sailing.—Superior route to the Island of Arran.—The swift new sea-going steamer Jupiter, built expressly for the Arran station, sails every morning at half-past seven o’clock, train 8, for Greenock, Gourock, Largs, Millport, Brodick, and Lamash, returning in the evening. Fares:—to Largs and Millport: cabin 1s 6d; steerage 1s 0d; going and returning same day, cabin 2s 0d; steerage 1s 6d; to Brodick and Lamlash: cabin 2s 0d; steerage 1s 6d; going and returning same day, cabin 3s 0d; steerage 2s 0d.—Glasgow June 9, 1856.”—Glasgow Herald, June 9, 1856.

A new route for the Largs and Millport excursion steamer, Vesta, incorporated Kirn and Dunoon, both rising summer resorts at this time.

“Splendid new route for pleasure parties.—On and after Saturday first, the 14th June, the swift steamer Vesta will sail from Glasgow Bridge Wharf, every morning, at a quarter-past nine, for Greenock, Gourock, Kirn, Dunoon, Largs, and Millport, returning in the evening.

“N.B.—This steamer will not call at Innerkip or Wemyss Bay going or returning.—Glasgow, June 13, 1856”—Glasgow Herald, June 16, 1856

Even with no direct competition, the excursion fares remained modest with no increase over the previous year.

“Splendid new route for pleasure parties.—The swift steamer Vesta sails from Glasgow Bridge Wharf, every morning at a quarter-past nine, for Greenock, Gourock, Dunoon, Largs, and Millport, returning in the evening. Fares to Largs and Millport: cabin 1s 6d; steerage 1s 0d; going and returning same day, cabin 2s 0d; steerage 1s 6d;

“N.B.—This steamer does not call at Innerkip or Wemyss Bay going or returning.—Glasgow, 18th June, 1856”—Glasgow Herald, June 20, 1856

The addition of the Jupiter and repair of the Venus allowed a full schedule of sailings.

“Ardrossan, Troon and Ayr.—The well-known sea-going steamers Star and Lady Kelburne sail from Glasgow every day at half-past twelve, for Ardrossan, Troon, and Ayr; returning from Ayr every morning about three-quarters-past seven. Fares:—cabin 2s.; steerage, 1s. 6d.”—Glasgow Herald, June 20, 1856

In the middle of June, there was an unusual advertisement.

“Ardrossan and Arran steamer.—On and after Monday 23d June, a swift steamer will be started to run daily between Ardrossan and Arran, leaving Ardrossan about 9 a.m.,—returning in the afternoon. Fares, going and returning, 1s.”—Glasgow Herald, June 16, 1856

Nothing apparently came of the plan.

“Largs and Millport.—On and after Wednesday the 16th instant, the steamer Lady Brisbane will sail from Glasgow, for Greenock, Gourock, Largs, and Millport, every forenoon, at half-past eleven o’clock, returning in the evening. Fares to Largs and Millport:—cabin, 1s. 6d.; steerage, 1s.”—Glasgow Herald, July 14, 1856

The summer season brought its trail of masters to the River Bailie Court.

“Reckless sailing.—At the River Bailie Court yesterday, William Hill, acting master on board the Lady Kelburne, was fined £2 2s. for obstructing the passage of the steamer Express, by neglecting to slow the vessel under his charge when the Express had gained upon her.—John M‘Kellar, master of the steamer Venus, and Alexander MacLean, master of the steamer Sir Colin Campbell, were charged with reckless sailing on Thursday, the 17th inst., having twice brought the vessels under their charge into contact or collision. Neither of the parties made compearance, and warrant was granted to bring them into court next Monday.”—Scottish Guardian, July 29, 1856.

On July 26th, Captain Thomas Houston of the Lady Kelburne died at his home in Stuart Street, Millport. He was just 46 years old, and was a native of Largs.

“The late Captain Houston of the Lady Kelburne.—As would be observed from our obituary of Monday, Captain Houston, well known in connection with the Largs steamers, died on Saturday last. On Tuesday he was interred in his family burying-ground at Millport. His remains were followed to the grave by a number of his friends and relations, who paid the last honours to their departed friend with sincere and heart-felt sorrow. As a token of respect to the memory of the deceased, the vessels lying at Millport carried their flags half-mast high. For upwards of 30 years, Capt. Houston was connected with the Largs Steam-Boat Company. To his employers he was a faithful servant, to the public a courteous and obliging gentleman, and to his family a benevolent and indulgent friend. Our sympathies are towards the widow and her young family in their present heavy bereavement.”—Glasgow Herald, August 1, 1856

At busy times during the summer, there were additional sailings.

“Additional accommodation to Largs and Millport.—The swift steamer Vesta leaves Glasgow every Saturday evening, at half-past seven o’clock, for Greenock, Gourock, Largs, and Millport.—Returning early on Monday morning.”—North British Daily Mail, August 9, 1856

“Largs and Millport.—The Lady Brisbane steamer will sail from Glasgow to-morrow (Friday), at a quarter past eight a.m. (train at nine), for Greenock, Gourock, Largs, and Millport—returning in the evening.”—North British Daily Mail, August 14, 1856

The excursion sailings to Arran were particularly popular.

“Arran.—Cheap pleasure sailing—140 miles for two shillings!!—The superb new steamer Jupiter sails every morning, at half-past seven, for the far-famed Island of Arran. Fares to Arran and back:— cabin, 3s.; steerage, 2s 6d.; to Largs or Millport and back:—cabin, 2s.; steerage, 1s 6d.”—North British Daily Mail, August 14, 1856

“The swift sea-going steamer Venus sails every day at 2 p.m., for Greenock, Gourock, Largs, Millport, Brodick, and Lamlash.”—Commonwealth, September 6, 1856.

Jupiter’s sailings were prolonged into September.

“Arran.—Cheap pleasure sailing—140 miles for two shillings!!—The superb new steamer Jupiter sails every morning, at half-past seven, for the far-famed Island of Arran. Fares to Arran and back:— cabin, 3s.; steerage, 2s 6d.; to Largs or Millport and back:—cabin, 2s.; steerage, 1s 6d.

Notice.—All goods by the Largs Company’s steamers to Arran are landed at the following places (weather permitting), viz.:—The New Store (Spring Bank), Brodick Bay, and Lamlash Bay.”—North British Daily Mail, September 19, 1856

The season ended for the Largs and Millport Company, and for the Eagle, in the third week of September.

“Alteration of sailings for Largs, Millport, Ayr, and Arran.—On and after Monday, 22d September, the sailings will be as follow, till further notice, weather permitting:—For Largs and Millport.—every morning at 9¼, train at 10; every forenoon at 11½, train at 12; every afternoon at 2, train at 3. For Brodick and Lamlash.—every Tuesday, Thursday, and Saturday, at 11½ forenoon, train at 12. For Ardrossan, Troon, and Ayr.—every Monday, Wednesday, and Friday, at 11½ forenoon, train at 12.”—North British Daily Mail, September 19, 1856.

“Notice.—After Monday the 22d inst., the steamer Eagle, leaving Glasgow for Rothesay and Arran at 8 a.m., will be withdrawn.—Rothesay, 18th Sept., 1856.”—Glasgow Herald, September 19, 1856

Sailings by the Largs and Millport Co. to Arran were altered, on November 4th, to the winter schedule, leaving Glasgow at 10.45 a.m. on Tuesdays and Saturdays, returning on Mondays and Wednesdays in the mornings.

The Isle of Arran maintained her daily summer schedule throughout September and adopted sailing three times a week, Tuesdays, Thursdays, and Saturdays for the month of October. On November 1, the Isle of Arran moved to the winter Tuesdays and Saturdays sailings at 12.30 p.m. from Ardrossan, returning on Monday and Thursdays from Lamlash at 11 30 a.m. and Brodick at 12.15 p.m.

The Broomielaw in 1856. One of the Largs and Millport steamers is on the left foreground. Its identity is not well established.

The remaining years of the Largs and Millport Company as they face stiff competition, and the lure of the purchase of their best steamers by the “Emperor of China”, together with the subsequent purchase of their remaining vessels by Duncan M‘Kellar will form the next essay.